**RECORD OF DECISION**

**Miami North Corridor Metrorail Extension**

**Miami-Dade County, Florida**

**by**

**Miami-Dade County Transit**

**DECISION**

The U.S. Department of Transportation, Federal Transit Administration
(FTA), has determined that the requirements of the National
Environmental Policy Act of 1969 (NEPA) have been satisfied for the
North Corridor Metrorail Extension (the Project) in Miami-Dade County,
Florida. The Project consists of the design, construction, and future
operation of a heavy rail transit extension of the existing Metrorail
system from NW 76th Street to NW 215th Street on or adjacent to NW 27th
Avenue. The Project was adopted as the Locally Preferred Alternative
(LPA) by the Miami-Dade County Metropolitan Planning Organization and
was evaluated as the Build Alternative in the Final Environmental Impact
Statement (FEIS) issued in February 2007 by FTA and Miami-Dade Transit
(MDT). The Project was also recommended for approval by the Board of
County Commissioners of Miami-Dade County, the agency that has the
authority and responsibility under State law for the design and
construction of the Project. Any subsequent changes to the design or
alignment of this project not due to considerations of environmental
mitigation as stated in the FEIS will require supplemental NEPA review.

**PROJECT OVERVIEW**

The Project is a heavy rail transit extension of the existing Metrorail
system that will run from NW 79th Street to NW 215th Street along NW
27th Avenue, covering a distance of 9.5 miles. The Project is a fixed
guideway that would be exclusively elevated and in a dual track
configuration, in the right of way of NW 27th Avenue or in an exclusive
MDT-owned right of way adjacent to or near NW 27th Avenue. The Project
includes seven new stations. Six stations are configured as center
platform and one as side platform, similar to stations in use on the
existing Metrorail system.

**BACKGROUND & SYSTEM PLANNING CONTEXT**

The Project is the culmination of more than a decade of planning and
analysis regarding transit improvements in the North Corridor. North
Corridor Study Area is located in northern Miami-Dade County and is
bounded by the NW 32nd Avenue on the west; the Miami-Dade/Broward County
line on the north; NW 22nd Avenue on the east; and NW 62nd Street on the
south. The Study Area encompasses approximately 10 square miles and
includes portions of the City of Opa-locka, Miami Gardens and
unincorporated Miami-Dade County. Since the early 1990's, MDT has
conducted numerous transportation planning and environmental impact
studies that have established the need for, and environmental impacts
resulting from, improved north-south transit service in the Study Area.

-   The Project is a direct outgrowth of prior transportation planning
    activities, which have been extensive over the last 16 years. In the
    early 1990s, the Year 2010 LRTP identified the North Corridor as a
    Priority Transit Corridor together with five other corridors within
    the county. The *Transit Corridors Transitional Analysis* completed
    by the Miami-Dade MPO in 1993 further analyzed all six corridors.
    The Transitional Analysis examined the North Corridor, West
    Corridor, Northeast Corridor, Beach Corridor, Kendall Corridor and
    South Corridor. The study provided a preliminary evaluation of
    costs, impacts and ridership for each corridor. After the
    Transitional Analysis, MDT and FDOT developed the South Corridor
    Project as the South Miami-Dade Busway, and FDOT completed the Final
    Environmental Impact Statement (FEIS) for the East-West Multimodal
    Corridor Study, which combined and evaluated the West and the Beach
    Corridors. The South Dixie Busway is in service and the process to
    update the East-West Corridor FEIS has begun.

The Transitional Analysis served to satisfy a portion of FTA and Federal
Highway Administration (FHWA) requirements for systems planning, which
is the first step in the federal process for major capital improvements.
These planning documents provided the technical basis for the selection
of the North Corridor as the priority corridor for the next step, an
Alternatives Analysis (AA).

In 1994, MDT, in cooperation with FTA, began to prepare an AA of transit
improvements proposed for the North Corridor in accordance with FTA
Option 1 Major Investment Study (MIS) guidelines. The initial study
began with 11 different Tier I alternatives for providing service to the
North Corridor and then narrowed them to six different Tier II
alternatives. Based on the technical information and community input
provided for the North Corridor Option 1 MIS, the Miami-Dade County MPO
selected priority transit along NW 27th Avenue for continued analysis at
its November 21, 1995, meeting. The project was included in the Cost
Feasible section of the 2015 LRTP.

From 1996 to 1998, a DEIS was prepared for a No-Build Alternative, TSM
Alternative and four build alternatives. Two of the build alternatives
were an at-grade busway and an elevated extension of Metrorail, both
from the existing Dr. Martin Luther King, Jr. Station within the right
of way of the NW 27th Avenue to the county line. The remaining two build
alternatives were also a busway and a Metrorail extension, but on
exclusive right of way adjacent to NW 27th Avenue. In January 1998, the
DEIS was circulated for public review and a public hearing was held in
March 1998. On May 5, 1998, the Miami-Dade County MPO selected the
Metrorail extension on an exclusive right of way adjacent to NW 27th
Avenue as the Build Alternative. The process was consistent with both
the requirements of the FTA and the National Environmental Policy Act
(NEPA). Throughout the process there was strong community participation
centered on the Citizens Advisory Committee (CAC) appointed by the
Miami-Dade County Board of County Commissioners (BCC).

In July 1999, the Environmental Impact Statement (EIS) process was
nearing completion, but the voters did not approve the one percent sales
surtax initiative proposed to fund the Build Alternative and a wide
range of other improvements. Alternate local funding necessary to
construct the Build Alternative was unavailable. Therefore, FTA and MDT
placed the EIS process and project on hold. In late 1999, the Miami-Dade
County MPO abandoned capital-intensive projects and opted to pursue
financially feasible solutions.

Because the need for transportation improvements remained, the county
began to introduce smaller-scale projects that would be less costly and
improve regional access and mobility. Continuing traffic problems, as
well as land use development and mobility needs within the North
Corridor, demanded development of a premium transit alternative. In
early 2000, MDT started a study to update the previous planning efforts
and to evaluate BRT, a different mode of transit technology. This was
one of the build alternatives evaluated in the DEIS and was less costly
and required less local funding. From 2001 to 2002, MDT conducted
project planning to develop the BRT concept. The planning was
coordinated with the community through the CAC. After some analysis, the
CAC and communities throughout the corridor rejected the BRT concept.
Local stakeholders continued to support and demand expansion of
Metrorail service into this corridor. During that period (2001--2002),
the Peoples Transportation Plan (PTP) was developed. This countywide
plan included a combination of major transit capital investments,
significant transit service improvements, and highway projects to be
funded by a proposed half-percent sales surtax. An element of the PTP
was a commitment that a Metrorail extension in the North Corridor would
be the first project to go to final design and construction if the
half-percent sales surtax was successful. The Metrorail extension was a
Priority 2 project (2011--2015) in the Minimum Revenue Plan in the Year
2025 Miami-Dade County Long range Transportation Plan (LRTP). However,
in October 2002, the Miami-Dade MPO amended the LRTP to include the
Metrorail extension as a Priority 1 project, contingent upon the voter's
approval of the PTP in November 2002.

On November 5, 2002, the citizens of Miami-Dade County passed a
referendum to levy a countywide half-percent sales surtax. Effective
January 1, 2003, the county began to collect the half-percent
discretionary sales surtax as authorized by Section 212.055(1) of the
Florida Statutes. The ballot measure also authorized the county to
implement and fund the PTP. After the approval of the PTP, the BRT study
effort for the North Corridor was terminated.

With a secure local funding mechanism in hand and with public support
for a North Corridor Metrorail extension, MDT restarted the
Environmental Impact Statement (EIS) process in 2003. Given that six
years had passed since the engineering of the original alignment and
several real estate developments were constructed in or near it, a
review was appropriate. The effort included a review of the alignment
recommended in the DEIS and an update of the environmental analysis**.**
It also included a review of a much more drastic change to the original
alignment by using the median of NW 27th Avenue in lieu of the original
alignment, which was primarily located on its own right of way adjacent
to NW 27th Avenue. The community reaction, voiced through the CAC, was
very clear that the original alignment is the only acceptable alignment.
In several locations, the CAC approved modest changes as a response to
development that had taken place after 1998.

Because of the length of time between the DEIS completed in 1998 and the
number of changes in the corridor and the alignment, an SDEIS was
required. The SDEIS examined three alternatives for providing
transportation improvements in the Miami North Corridor and assessed the
potential impacts of the alternatives on the natural and human
environments. The three alternatives were the No-Build Alternative, a
TSM Alternative and the Build Alternative.

The SDEIS was completed in June 2006. It was circulated for agency
review on June 16, 2006. Public hearings were held on June 6, 2006 and
July 11, 2006.

The Project is included in the Miami-Dade Metropolitan Planning
Organization's adopted Regional Transportation Plan as a fully committed
project to be implemented within the first ten years of the plan. Also,
funding for the project has been programmed in the federally approved
Regional Transportation Improvement Program.

**FUNDING**

The cost of the Project (in year of expenditure dollars) is estimated to
be \$1,372,185,000. This cost estimate covers all Project capital costs,
including construction (guideway, track, stations, systems, yards/ships,
etc.); right of way; 36 heavy rail vehicles, indirect costs,
contingency, and escalation. The Project capital-funding plan relies on
local, State, and Federal sources to fully fund the Project. The funding
sources are PTP funds (\$266,547,925), Federal Program funds
(\$839,089,150), and a State contribution (\$266,547,925). SAFETEA-LU
Section 3011(e) states that FTA, "shall credit funds provided by the
Florida Department of Transportation for the extension of the Miami
Metrorail System from Earlington Heights to the Miami Intermodal Center
to satisfy the matching requirements of section 5309(h)(4) of title 49,
United States Code, for the Miami North Corridor and Miami East-West
Corridor projects." MDT has decided to apply \$50 million of the Florida
Department of Transportation's \$100 million contribution to the
Earlington Heights project as credit towards the North Corridor
Metrorail extension. This credit reduces the Federal New Starts share
from 61.1 percent to 59.0 percent. Local and state contributions then
account for the remaining 41% of the capital costs. The project capital
cost cash flow assumes a December 2012 revenue operations date.

**ALTERNATIVES CONSIDERED**

The FEIS considered the following alternatives:

**[No-Build Alternative]{.underline} -** The No-Build Alternative
represents the transportation condition consisting of existing and
committed elements of the region\'s transportation plan, excluding the
proposed transit (bus and light rail transit) investments for the study
corridor. The No-Build Alternative includes all highway and transit
projects and operations that the region and MDT expect to be in place by
the year 2025. These include improvements to the local bus systems and
operation of the existing Metrorail system. New project that were
included in the No Build Alternative included the following:

-   Construction of the Miami Intermodal Center

-   Implementation of the MIC-Miami International Airport Connector---an
    automated people mover guideway transit connection between the
    airport and the MIC

-   Premium transit (LRT) from Miami Beach to the Miami Central Business
    District (CBD)

-   MIC-Florida International University (FIU) segment of the East-West
    Corridor

-   Golden Glades Multi-Modal Terminal near the Golden Glades
    Interchange

-   Northeast Miami-Dade County Passenger Activity Center (precise
    location has not been determined, possibly near Biscayne Boulevard
    and NE 163rd Street)

-   Flagler Marketplace Passenger Activity Center in downtown Miami near
    Flagler Street

-   West Dade Transit Hub near NW 12th Street and NW 107th Avenue

-   Miami Beach Transit Hub near Lincoln Road in the South Beach area

-   Homestead Transit Hub (precise location has not been determined, but
    would be integrated with the South Miami-Dade Busway Extension)

-   Dupont Plaza Project (to realign the Metromover in downtown Miami)

-   Bus and Metrorail service levels in the PTP

-   South Miami-Dade Busway Extension from SW 112th Avenue to SW 344th
    Street

-   Broward County Transit (BCT) Transit Bridge (Premium transit from
    Broward County via US Route 441 to the Golden Glades Interchange
    with a spur to the NW 199th Street Station)

-   BCT University BRT (Premium transit via University Drive to the NW
    215th Street Station)

**[Transportation Systems Management Alternative]{.underline} -** The
Transportation Systems Management (TSM) Alternative built upon the
committed projects contained in the No Build Alternative by optimizing
transit operations as much as possible short of constructing major
capital investments. Additional TSM improvements in the North Corridor
included services that would emulate the service provided by the
proposed fixed-guideway investment. TSM improvements included the
following:

-   Enhanced bus service from Broward County to the North Corridor

-   The service described in the PTP

-   Additional feeder bus service equal to that proposed for the Build
    Alternative

-   Additional express bus service on NW 27th Avenue with headways equal
    to that proposed for the Build Alternative

-   Additional rail service on Stage I Metrorail between Dr. Martin
    Luther King, Jr. Station and Brickell Station equal to that proposed
    for the Build Alternative

**[Build Alternative]{.underline} -** The North Corridor Metrorail
extension (the Project) was the Build Alternative considered in the EIS.
Prior to the SDEIS process, a BRT system was proposed by MDT as well as
a Metrorail extension using the median of NW 27th Avenue for its entire
length. Both of these alternatives were eliminated. The BRT concept was
eliminated for the following reasons:

-   Options using any part of NW 27th Avenue would have a serious impact
    on turning movements, require closing of some side streets, severely
    limit access to some businesses, and reduce on-street parking.

-   BRT would not encourage development, redevelopment or transit
    oriented development (TOD).

-   BRT would still require a transfer to Stage 1 Metrorail

The option of using the median of NW 27th Avenue for the alignment was
eliminated for the following reasons:

-   The median alignment would be a blight on the community, being too
    visible.

-   The alignment would allow for minimal landscaping and improvement to
    the appearance of the community.

-   The construction of a median alignment would be a major disruption
    to traffic on NW 27th Avenue.

-   Left turn lanes would be eliminated or shortened, causing traffic
    and access problems.

-   Additional utility relocation would be required, causing more lane
    closures and traffic disruption during construction.

-   The stations would be either side platform (not desirable) or center
    platform (more desirable but with extensive supporting structures).

In both cases, an additional reason for eliminating the median
alternatives was strong community objections and strong community
support for the Metrorail extension.

**DESCRIPTION OF THE LOCALLY PREFERRED ALTERNATIVE**

The Stage 1 Metrorail curves to the west north of Dr. Martin Luther
King, Jr. Station at approximately NW 76th Street. The North Corridor
alignment would diverge from the existing Stage I Metrorail NW 76th
Street. Stage 1 Metrorail construction included the provisions for a
switch at the start of the curve towards the west so that the North
Corridor northbound track could be added at a later date. The original
Metrorail construction also incorporated the ability to have the
southbound track diverge from the Stage I Metrorail guideway at
approximately NW 67th Street and then move to the west side of NW 27th
Avenue before "flying over" the existing rail line where the existing
line turns to the west toward Hialeah. It would descend to meet the
southbound guideway at NW 79th Street, just south of the NW 82nd Street
Station. North of the curve on Stage 1 Metrorail, both the northbound
and southbound tracks would follow the median of NW 27th Avenue from the
merge to the first station at NW 82nd Street.

The elevated line would continue along the median beyond the Northside
Shopping Center (NW 85th Street) where it would curve to the west side
of NW 27th Avenue. The guideway structure would continue adjacent to the
roadway and allow for a future center platform station just south of NW
103rd Street. At approximately NW 106th Street, the alignment would
curve 400 feet west into MDC. At the request of the campus
administration, the alignment would be located as much as possible over
NW 27th Place, also known as the campus' East Road. The NW 119th Street
(MDC) Station would be located immediately south of NW 119th Street.

To the north of NW 119th Street, the alignment would curve farther west
through a large warehouse district. It would then curve back to the
east, crossing NW 27th Avenue near NW 133rd Street. The alignment then
would run north along the eastern edge of NW 27th Avenue over SR 9 and
the SFRC. A pocket track is added over the intersection of NW 27th
Avenue and SR 9. The pocket track requires a guideway wide enough for
three tracks in lieu of two. An elevated center platform station would
be located at Ali Baba Avenue.

The alignment would continue on the east side of NW 27th Avenue an
additional 1500 feet using the median space between the main roadway of
NW 27th Avenue and its frontage road, then cross over to the west side
of NW 27th Avenue to a center platform station located at NW 163rd
Street

The alignment would continue north on the west side of NW 27th Avenue,
cross over the Palmetto Expressway at an elevation over grade of
approximately 44 feet at the top of rail. The design of the bridge
structure over the Palmetto Expressway would accommodate any proposed
highway widening. The alignment would remain on the western edge of NW
27th Avenue and at NW 171st Street and move into a median divider
(separating the main roadway from a service road) located on the west
side of NW 27th Avenue to the southern edge of the shopping center at NW
183rd Street.

The alignment would continue through the parking lot of the shopping
center and feature a center platform station in the existing lot just
south of NW 183rd Street. The alignment would travel along the median of
NW 27th Avenue for approximately 1,000 feet to north of the Carol City
Fire Station before moving to the east side of NW 27th Avenue.

As the alignment continues north on the east side of NW 27th Avenue, it
would accommodate a center platform station that straddles NW 199th
Street. Once the alignment crosses Snake Creek Canal, it would move
slightly to the west to run between the roadway and the canal. At NW
210th Street, the alignment would cross to the east side of the canal
and run between the Calder Race Course and the canal. The terminal
station would be located just south of NW 215th Street.

**Vehicles, Storage and Maintenance Facilities**

The Project would use a portion of the existing fleet and would require
an additional 36 rail cars. Operations would use both the existing fleet
and the additional vehicles interchangeably on the existing Metrorail
system and the Project. The rail cars would be compatible with the
existing fleet. The existing maintenance and storage facility, located
near the western terminus of the northern branch of Stage I Metrorail,
is capable of storing and servicing the 36 additional vehicles. The
Project requires no additional buses.

**Station Area Descriptions**

The Project would have seven stations, and the alignment design
accommodates an eighth for future consideration. Each station would be
fully accessible in accordance with the ADA, have sewer service designed
with additional capacity to support joint development, and incorporate
considerations for pedestrian, bicycle, feeder bus, park and ride, and
kiss and ride access.

-   **[NW 82nd Street Station]{.underline}** - This station would be a
    side platform station with a mezzanine and overpass over NW 27th
    Avenue to provide access to both sides of the street and to avoid
    cumbersome saddle bent structures to support the guideway through
    the station. It would be located adjacent to the Northside Shopping
    Center. Northside Shopping Center is the major commercial attractor
    on this segment of the corridor.

-   **[NW 119th Street (Miami-Dade College---North Campus (MDC)
    Station]{.underline}** - This station would be over NW 27th Place,
    approximately 40 feet south of NW 119th Street. The MDC Student
    Union and Administration Building is located southwest of the
    station, and west of those buildings are the classroom buildings.
    The campus, with 49,000 students, is a major commuter college with
    no resident population. The intent would be to relocate the Armory
    located to the east of the proposed station and convert the site
    into a transit center with an off-street bus terminal and a park and
    ride facility with an ultimate capacity of 600 spaces. The U.S.
    Department of Defense has expressed a willingness to consider
    relocating the Armory. If the relocation of the Armory were not
    possible, the station would be moved approximately 600 feet south
    adjacent to one of the campus' large surface parking lots. The
    project would provide the necessary commuter parking, kiss and ride,
    and feeder bus facilities in a parking deck located on the MDC
    parking lot sized to accommodate up to 600 commuter spaces plus
    sufficient spaces to replace MDC surface spaces used for the transit
    facility.

-   **[Ali Baba Avenue (Opa-locka)]{.underline} Station** - The Ali Baba
    Avenue Station would be immediately north of Ali Baba Avenue. The
    station would serve Opa-locka and the small commercial and
    industrial developments nearby.

-   **[NW 163rd Street Station -]{.underline}** The NW 163rd Street
    Station would be five blocks south of the Palmetto Expressway,
    immediately south of NW 163rd Street Golden Glades Elementary School
    is located 600 feet west of NW 27th Avenue at NW 28th Terrace and NW
    164th Street. Saint Thomas University is located one-half mile to
    the west of NW 27th Avenue. The North Dade Health Center and
    Opa-locka Neighborhood Center, which would be major trip generators
    for this station, are located one block east. Substantial amounts of
    middle-income, single-family housing exist near the station. The
    proposed park and ride facility would be ideally suited to intercept
    commuters using the Palmetto Expressway. The park and ride facility
    would abut a residential area; therefore, berms and landscaping
    would be included to shield the adjoining land uses from the impact
    of the parking activity.

-   **[NW 183rd Street Station]{.underline}** - The station location
    would be located near the intersection of NW 183rd Street and NW
    27th Avenue. All four corners of the intersection contain commercial
    development. The southwest and northeast quadrants contain large
    commercial properties with large parking lots adjacent to the
    street. Large middle class, single-family residential communities
    exist beyond the commercial frontage on NW 27th Avenue. The Miami
    Job Corps Center, Carol City Fire Station and the North Dade
    Regional Library would be the major public facilities near the
    station. The site could provide 600 park and ride spaces. The site
    could include an efficient modal transfer location for rail, bus and
    automobiles through a joint use agreement with the shopping center.

-   **[NW 199th Street Station]{.underline}** - This station, spanning
    NW 199th Street would serve both Dolphin Stadium and the 100-acre
    site to the south proposed for intensive commercial development. The
    station would be located 1,500 feet west of the nearest gate to the
    stadium. This walking distance would serve to disperse the crowds
    exiting near the stadium and would help to avoid the crush loads
    that are common on transit lines serving stadiums. The stadium is
    active during football and baseball seasons with a seating capacity
    of 75,000 and 40,000, respectively. The stadium is also home to
    concerts and large spectator events, which generally occur during
    the off-peak hours and weekends.

The owners of the stadium have proposed using the stadium property to
the northeast of the station for intensive commercial development
related to the stadium. The large parcel to the southeast is also
proposed for intensive commercial development and the large vacant area
to the southwest of the station (across NW 27th Avenue) is proposed for
significant residential development.

This station would have a joint use park and ride facility. The intent
would be to improve existing unpaved stadium parking that would be
available for commuters on weekdays and for event attendees at all other
times. The station plan would include 300 parking spaces for the station
built as part of the project and potentially the joint use of another
440 (or more) currently existing at Dolphin Stadium and/or built at the
adjacent development site.

During events at Dolphin Stadium, the station would need to accommodate
large numbers of spectators and serve the major development planned near
the station. Therefore, it would have two fare collection areas with the
south entrance as its main entrance and the north entrance used only on
days when events would be taking place at the stadium. The double
entrance would help manage stadium crowds.

-   **NW 215th Street Station** - This station would be located at the
    end of the line, just south of the county line on the east side of
    NW 27th Avenue. It would include two tracks, one center platform,
    two tail tracks, and a pocket track to allow for turning trains.
    This station would serve to intercept commuters from Broward County
    from both University Drive and Florida's Turnpike. The station plan
    includes approximately 1,270 park and ride spaces on the 16-acre
    vacant parcel west of NW 27th Avenue. The site can accommodate an
    additional 1,000 spaces if required. A mezzanine level pedestrian
    bridge over NW 27th Avenue would connect the park and ride lot to
    the station and would provide access to the single-family
    residential community located south and west of the park and ride
    lot. Calder Race Course and a high-rise hotel are located
    immediately adjacent to the east side of the proposed station.

Because of its unique location near Calder Race Course, Dolphin Stadium
and Florida's Turnpike, this area has a high potential for joint
development. Therefore, the station and surface parking would be
designed to accommodate future overbuild and/or conversion to structured
parking.

The station design would accommodate a potential future rail extension
over the Homestead Extension of Florida's Turnpike (HEFT) into Broward
County.

**Rail Service**

The North Corridor rail operation for the Project would become one of
three fully integrated branches, operating with headways as listed
below:

-   Stage I Metrorail (Palmetto Station to South Dadeland Station):
    six-minute peak, 10-minute off-peak

-   North Corridor Metrorail Extension (NW 215th Street Station to
    Brickell Station): 4.5-minute peak, seven-minute off-peak

-   East-West Corridor (FIU to Earlington Heights Station): three-minute
    peak, 12-minute off-peak

All North Corridor rail service would operate from 5:00 AM until
midnight. The headways in late evenings and on weekends would be between
15 and 30 minutes. Trains would operate on special schedules during
events at Dolphin Stadium.

Travelers from the North Corridor to the CBD and other destinations on
Stage I Metrorail between Dr. Martin Luther King, Jr. Station and
Brickell Station would remain on the same train for their entire trip.
Trips between Hialeah and the North Corridor would require a change of
trains at the Dr. Martin Luther King, Jr. Station and trips between MIA
and North Corridor would require a transfer at the Earlington Heights
Station. Trips going south of Brickell Station would require a transfer
at any station between Earlington Heights Station and Brickell Station.

**Bus Service Plan**

Construction of the Project would result in significant changes to the
bus system serving the North Corridor area. Since the Metrorail route
would replace some of the local or express bus services on NW 27th
Avenue, bus routes running directly parallel to the Metrorail line would
be eliminated or modified to provide local and feeder services. Because
of the strong demand for local bus service on NW 27th Avenue, local bus
service making curb stops would continue. Route 27 would continue
operation at 15-minute headways, and Route 27MAX and Route 21 north of
the NW 82nd Street Station would be eliminated. Off-peak bus service
headways on NW 27th Avenue would be every 15 minutes.

**Vehicles**

The Project will use heavy rail vehicles with standard dimensions
measuring 75 feet in length, 10 feet, 6 inches in width, and 12 feet in
height. The system will use a third rail system as a source of power.
The maximum speed will be 70 miles per hours. It will take just
approximately 32 minutes with the stops to run the length of the line
(NW 215th Street Station to Brickell Station) A fleet of 36 new heavy
rail vehicles will be merged into MDT's existing fleet to operate the
line in four or six car trains, depending on the time of day. Ridership
forecasts indicate there will be approximately 23,700 average daily
boardings by 2025.

**ENVIRONMENTAL REVIEW PROCESS**

The Notice of Intent (NOI) to prepare an EIS was published in November
1996.

In addition to coordination with the state, federal and local agencies,
formal scoping meetings were held in accordance with Council on
Environmental Quality (CEQ) Regulations (40 CFR Parts 1500-1508) for
both the initiation of the Major Investment Study (MIS) and the DEIS on
the following dates:

-   May 17, 1994 MIS Scoping Meeting

-   May 18, 1994 MIS Scoping Meeting

-   June 14, 1994 MIS Scoping Meeting

-   October 30, 1996 DEIS Kickoff Meeting

-   November 18, 1996 DEIS Interagency Scoping Meeting

-   December 11, 1996 DEIS Scoping Meeting (northern half of the
    corridor)

-   December 12, 1996 DEIS Scoping Meeting (southern half of the
    corridor)

The DEIS scoping meetings began with a detailed presentation of the
previous work and summarization of the Scoping Document. The
presentations were followed by a question and answer period. Detailed
minutes of the meetings were produced from tapes of the meetings.

-   A CAC was formed during the MIS phase of the study to provide direct
    contact with corridor users, landowners, businesses and residents
    through liaison with organizations representing these individuals in
    the various neighborhoods in the corridor. The CAC is composed of
    community members who might otherwise not be represented, thereby
    increasing the study team's effectiveness in gathering information
    from and disseminating information to a broad range of constituents.
    Members represent segments of the community whose input is necessary
    and who need accurate information to make informed decisions about
    transportation improvements in the corridor. The CAC provides
    communications support to the study team. Their scheduled meetings
    addressed scoping, station area design, environmental impacts,
    environmental mitigation measures and the proposed financing plan.
    Nineteen meetings were held from 1994 to 1998.

-   In addition to the CAC process, a public information telephone
    service provided immediate, up-to-date information to the public
    including information on up-coming meetings and activities. There
    were 288 calls taken during the preparation of the DEIS.

-   During the MIS process, five issues of the *Northern Alternatives*
    newsletter were prepared and distributed as a part of the public
    involvement process. The initial newsletters were mailed to a list
    of 800 addressees. By the time the sixth newsletter was distributed
    announcing the beginning of the DEIS process, the mailing list had
    grown to 6,000 addressees. Prior to the publication of the DEIS,
    four additional newsletters were prepared and distributed.
    Newsletters were distributed to all committee members, people that
    called the hotline or attended any public meetings, members of
    homeowners associations, and all property owners and residents
    within 300 feet of the corridor. During the DEIS study, the sixth
    newsletter (spring 1997), summarized the status of the study (from
    the previous phase) and emphasized the scoping effort. The seventh
    newsletter, summer 1997, was mailed prior to station area meetings
    and provided a detailed background on the station planning effort as
    well as a list of upcoming meetings. The eighth newsletter, fall
    1997, provided detailed feedback to the community on the station
    planning effort. The ninth newsletter summarized the transportation,
    environmental and financial aspects of the alternatives and was used
    to help announce the public hearings for the DEIS. The 10th
    newsletter was mailed a week after the MPO selection of the Build
    Alternative to provide feedback to the community regarding the
    completion of the DEIS phase of the study. A "final" issue of the
    newsletter was mailed in February 1999 to brief the community on the
    completion of the progress towards completion of the Environmental
    Impact Statement (EIS) process and the subsequent steps required for
    construction

-   The spring 1997 issue (Volume 7) of *Northern Alternatives*
    initiated the station area planning process by announcing an initial
    series of six station area meeting workshops that were held along
    the corridor during April 1997. In addition to the listing in the
    newsletter, the study team advertised the meetings in *The Miami
    Herald* and *The* *Miami Times.* Announcements were also mailed to
    all addresses (tenants and property owners) within 300 feet of the
    corridor. At the beginning of July, the CAC received a preview of
    the planning results and approved the concepts. Once the CAC had
    signed off on the concepts, a second series of seven station
    meetings were advertised. Announcements were mailed to every
    property located within 300 feet of the corridor and to every
    address in ZIP code 33147. The meetings were also advertised on the
    front cover of *The Flyer Magazine* that is mailed to every
    household north of NW 106th Street, as well as being advertised in
    *The Miami Herald* and *The* *Miami Times*. Each meeting focused on
    the plans for the station. Fourteen meetings were held.

-   On January 10, 1997, the Advanced Agency Coordination Package was
    mailed to the Florida State Clearinghouse. Distribution was made to
    the following agencies:

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-   MDT

-   Miami-Dade Public Works

-   Miami-Dade Expressway Authority (MDX), formerly Dade County
    Expressway Authority (DCEA)

-   Miami-Dade County DERM

-   South Florida Regional Planning Council

-   Florida Department of Transportation (FDOT)

-   Florida Turnpike Authority

-   Florida Department of Environmental Protection (FDEP)

-   South Florida Water Management District (SFWMD), Natural Resource
    Management Division

-   SFWMD, Surface Water Management Division

-   Florida Game and Freshwater Fish Commission

-   Federal Transit Administration (FTA)

-   U.S. Coast Guard

-   U.S. Army Corp of Engineers (ACOE)

-   U.S. Environmental Protection Agency (EPA), Water Management
    Division

-   Federal Emergency Management Agency, Natural Hazards Branch

-   U.S. Department of Housing and Urban Development

-   U.S. Department of Interior, Fish and Wildlife Service

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-   On January 29, 1998, the first Notice of Availability (NOA) for the
    DEIS ran in *The* *Miami Times* and a second NOA ran on February 1,
    1998, in *The Miami Herald*. These notices stated that the 45-day
    comment period had begun on the DEIS report. They also provided the
    locations where the full document could be reviewed. Telephone
    numbers were also provided so that individuals could call to receive
    a summary of the document. On February 19 and February 22, 1998,
    advertisements appeared in *The* *Miami Times* and *The Miami
    Herald*, respectively, announcing the two public hearings to be held
    on the DEIS report. The ads provided a telephone number for
    information, where to send comments, the location of each public
    hearing and a summary agenda for the hearings. On February 27, 1998,
    6,000 newsletters were mailed. The newsletter summarized the DEIS
    and announced the public hearings. An additional 600 newsletters
    were distributed to the two public libraries and the MDC library. On
    March 2, 1998, full-sized announcements were placed in 400 MDT buses
    operating out of the North-Central and the Northeast Garages.
    Finally, personal letters were mailed to the membership rosters of
    the Miami-Dade (County) Chambers of Commerce. At 6:30 p.m. on March
    10, 1998, the first public hearing was held at Achiever's Hall at
    9390 NW 27th Avenue. Forty-two people attended the first hearing,
    and 13 people provided testimony for the record. Four additional
    people left written comments. At 6:30 p.m. on March 11, 1998, the
    second public hearing was held at the North Miami-Dade Regional
    Library at 2455 NW 183rd Street. Thirty-six people attended, and 11
    people provided testimony for the record. Three written comments
    were received. Official transcripts of both public hearings are on
    file and available for review.

-   **Public Involvement: 2002:** In late 2000, MDT began an effort to
    consider BRT as an alternative to the Metrorail extension. The
    public involvement process began in 2002 and included a number of
    meetings with the CAC. Those meetings are summarized below:

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-   February 25, 2002: The primary topic of this introductory meeting
    was an explanation of the intent of the BRT proposal. MDT provided
    the CAC with an explanation of the BRT concept, and proposed BRT as
    a substitute for the Metrorail extension. MDT explained that local
    funds were not available for the Metrorail extension and that BRT
    offered some of its service improvements at a much lower cost. The
    CAC reaction was very negative, and the CAC proposed a position
    paper demanding the Metrorail extension. There were 44 attendees
    from the community.

-   March 18, 2002: The CAC set forth its expectations for transit in
    the corridor and for conduct of the process to study transit options
    for the corridor. These are repeated below, taken from the minutes
    of the meeting. (The CAC process is formal, with minutes distributed
    to the entire membership and approved at the following meeting.).

-   April 22, 2002: The draft position paper was the primary topic of
    discussion, and the major concern was that the Metrorail extension
    was not included in the position paper as one of the expectations of
    the CAC. The CAC expressed its desire that its position be clearly
    stated in the next draft. There were 17 attendees.

-   May 6, 2002: Staff presented a revised draft of the position paper
    that included the CAC's desire for a clear expression of the
    community's desire to "see the extension of Metrorail along NW 27th
    Avenue corridor." The other primary topic was a discussion of the
    traffic conditions on NW 27th Avenue. Staff presented data showing
    that the traffic flow is approaching or has exceeded capacity. There
    were 10 attendees.

-   June 17, 2002: The position paper was presented and adopted. A copy
    is included in Chapter 13. The staff presented a status report on
    the BRT analysis, and the CAC again expressed concerns with the
    concept. The CAC adopted a resolution to present the position paper
    to local elected officials. There were 13 attendees.

-   August 26, 2002: Staff presented the BRT alternatives to the
    committee. The CAC expressed a number of concerns including limiting
    turns from NW 27th Avenue, increased congestion due to increased bus
    flow, pedestrian safety, and impacts to businesses. The CAC
    unanimously rejected all of the BRT alternatives. There were seven
    attendees.

-   September 23, 2002: The committee again rejected the BRT concept and
    set a strategy to appear at the MPO meeting in late October to
    request the Metrorail alternative be reinstituted as the preferred
    alternative for the corridor. There were seven attendees.

-   November 25, 2002: This was the first meeting after the passage of
    the PTP and the committee expressed satisfaction with the
    abandonment of the BRT concept and the confirmation of the Metrorail
    alternative as the Build Alternative for the North Corridor.
    Discussion relative to the Metrorail extension expressed concern
    about station locations, station design and interest in joint
    development opportunities. There were 10 attendees.

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-   Public involvement: 2003: Because four years had passed since the
    completion of the 1998 DEIS document, in January 2003 MDT initiated
    reevaluation of that document, which was the SDEIS. The scope of
    work in 2003 included an update to the ridership and traffic
    forecasts, a review of the alignment and station locations, a
    financial analysis update (including benefits and both operating and
    capital costs), and a noise and vibration analysis update. Also
    included were reviews and updates of socioeconomic data and
    environmental impacts with an emphasis on those where significant
    changes could be anticipated. These include air quality, cultural
    resources and energy. This review and update process included a
    community involvement process centered on the CAC. As part of the
    SDEIS review, MDT proposed to relocate the alignment to the median
    of NW 27th Avenue. This proposal was discussed at the CAC meetings
    in June, July and August 2003. At the August meeting, the CAC
    unanimously rejected the median alignment. An alignment very similar
    to that of the 1998 DEIS was presented to the CAC at the September
    meeting. The CAC unanimously approved this alignment at the
    September meeting. The Cities of Miami Gardens and Opa-locka both
    passed resolutions in support of the Project and the alignment at
    their Commission meetings in December 2003. Information relative to
    each meeting is listed below:

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-   June 9, 2003: Staff reviewed the history of the process and noted
    the long and expensive process required to purchase right of way.
    Staff noted that one option to avoid the considerable right of way
    acquisition required as part of the 1998 DEIS alignment would be to
    move the alignment to the center of NW 27th Avenue. Several CAC
    members expressed a concern with this option. They also expressed an
    interest to discuss landscaping and security. There were 28
    attendees.

-   July 28, 2003: The staff presented the pros and cons of a median
    alignment versus the original alignment. The CAC rejected the median
    alignment and adopted two resolutions: the first to recommend that
    the median alignment be rejected and "not be considered by the MPO
    or any other transit body" and the second to request Miami-Dade
    County to secure parcels needed for the Build Alternative to prevent
    any impediments for project completion. There were 44 attendees.

-   August 25, 2003: The primary topic of this meeting was for staff to
    clearly identify to the CAC the changes in the alignment proposed to
    avoid developments constructed after the adoption of the alignment
    in the 1998 DEIS. Each of the changes was presented and discussed in
    depth. Several sections of the alignment were agreed upon and
    several others were left for additional discussion at the next
    meeting. There were 46 attendees.

-   September 22, 2003: After an in-depth presentation and extensive
    discussion of the alignment changes from the 1998 DEIS to the
    current alignment, the current alignment was approved by the CAC. A
    general discussion followed on the procedures and actions to advance
    the process. There were 38 attendees.

-   October 27, 2003: There was discussion on a number of topics
    including a description of the final alignment; the process to
    complete the environmental work; funding issues; the relationship of
    the North Corridor to the Earlington Heights-MIC extension; the role
    of the Citizens' Independent Transportation Trust (CITT); the right
    of way acquisition process; and how the North Corridor will rank
    among all of the other projects in the PTP relative to obtaining
    funding for implementation. There were 36 attendees.

-   December 22, 2003: The primary discussion was the next steps in the
    process and a review of the final alignment. It was noted that the
    NW 103rd Street Station was included in the plans at this time, but
    its costs and benefits would be reviewed. If the costs were high
    relative to the benefits, it may not be included in the Build
    Alternative at this time. There were 11 attendees.

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-   In addition to the CAC meetings, there were a number of other
    meetings in 2003:

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-   There was one meeting on May 31, 2003, with the Under-represented
    People's Positive Action Council (UPPAC), which is a diverse group
    of local elected officials, community leaders and citizens. It meets
    weekly and addresses a wide range of issues of local concern. It
    generally covers Board of County Commission District 1, which
    includes the northern half of the North Corridor. The presentation
    and discussion was on the status of the SDEIS process, the alignment
    and the future actions and decisions necessary to advance the
    process.

-   On July 1, 2003, there was one meeting with the External
    Sub-Committee of the CITT. The subcommittee received a presentation
    on the SDEIS process including the history, scope and status of the
    process.

-   There were two meetings with council members-elect for the newly
    created City of Miami Gardens, which includes NW 27th Avenue north
    of NW 151st Street to the county line. The topic of each meeting was
    the median alignment. The purpose was to brief the newly elected
    council members as to the advantages and disadvantages of the center
    alignment and to request their views. There were two meetings on
    July 22 and July 24, 2003, each with one council member elect and
    several of his advisors.

-   The four meetings listed below were held with the MDC president and
    several of his senior staff to discuss the alignment through the
    college. As a result of these meetings the alignment was shifted
    slightly from the original alignment in the 1998 DEIS.

-   There was one meeting with the Model Cities Advisory Committee on
    August 20, 2003. The committee represents an area that includes the
    southern third of the North Corridor. The meeting began with a
    presentation on the history, SDEIS status, schedule and funding
    status of the process. The primary subject of discussion was the
    alignment, including the issue of the flyover connection south of NW
    79th Street and the potential median alignment north of NW 82nd
    Street. The group expressed objections to both concepts. The
    committee passed a resolution opposing the flyover.

-   There was one meeting on September 22, 2003, to brief the Opa-locka
    city manager and several key advisors on the SDEIS process.

-   The North Corridor is in two county commission districts. Meetings
    were held with the commissioners representing those two districts.
    All of the meetings consisted of a briefing on the SDEIS process and
    the key issues current at the time.

-   Staff attended city commission meetings on December 10, 2003, in
    Opa-locka and Miami Gardens. In both cases, the city commissioners
    were very familiar with the SDEIS process and no presentation was
    requested. Both cities passed resolutions in support of the Project.

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-   Public meetings and coordination efforts after 2003 were held under
    the SDEIS progress and the preliminary engineering effort at the
    direction of MDT. There were 3 CAC meetings and 18 station area
    planning meetings.

-   Public Hearings: 2006: On 05/17/06, the first Notice of Availability
    (NOA) for the SDEIS ran in *The* *Miami Times* and *The Miami
    Herald* and a second NOA ran on 06/16/06, in the same local
    newspapers. These notices stated that the 45-day comment period had
    begun on the SDEIS report. They also provided the locations where
    the full document could be reviewed. Telephone numbers were also
    provided so that individuals could call to receive a summary of the
    document. On 05/17/06 and 06/16/06, advertisements appeared in *The*
    *Miami Times* and *The Miami Herald*, respectively, announcing the
    two public hearings to be held on the SDEIS report. The ads provided
    information on the availability of the SDEIS report, a telephone
    number for information, where to send comments, the location of each
    public hearing and a summary agenda for the hearings. At 6:00 p.m.
    on June 6, 2006, the first public hearing was held at the North Dade
    Regional Library at 2455 NW 183rd Street, Miami, Florida, 33056. One
    person attended the first hearing, and no one provided testimony for
    the record. No one left written comments. At 6:00 p.m. on July 11,
    2006, the second public hearing was held at the same location. 43
    people attended, and 12 people provided testimony for the record. No
    written comment from the public was received. Official transcripts
    of both public hearings are on file and available for review.

**BASIS FOR DECISION**

FTA has determined, in accordance with 40 CFR 1505.2(a), that the Build
Alternative (Metrorail extension, i.e., the Project) is the
environmentally preferred alternative for the following reasons:

-   Responsive to Project Goals and Objectives: The goals and objectives
    of the North Corridor Transit Project FEIS have been developed from
    the extensive corridor and systems planning studies carried out over
    the past 16 years, including the 1998 DEIS and 2006 SDEIS Based on
    these planning and community involvement activities, the following
    goals and objectives listed were used. They are based on established
    transportation and land use goals and objectives of the major
    government jurisdictions within the study area, These goals and
    objectives, as set forth below, were used in the development and
    evaluation alternatives considered in the Final EIS

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-   Maximize mobility for area residents and workers

-   Support appropriate development and economic opportunities for
    corridor residents

-   Minimize adverse impacts to the community and businesses

-   Preserve and protect the environment

-   Develop a consensus on a transportation plan for the study area

-   Maximize the efficiency of the transportation system in the study
    area

-   Improve South Florida regional connections.

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-   Transportation Improvements and Related Benefits: In addition,
    Project offers the following transportation improvements and related
    benefits:

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-   *Increased Transit Patronage* - The Project will result in 15,300
    more daily person trips (linked trips) made by transit in the
    Corridor in the Year 2025 than would be made with the No-Build
    Alternative.

-   *Improved Transit Travel Time* **-** The Project will result in
    travel time savings when compared with the No-Build Alternative. The
    run time of the Project to the Miami CBD will be approximately 30
    minutes. When combined with other services, this will result in the
    following travel time savings for representative trips; NW 215th
    Street Station to the Miami CBD (32 minutes), NW 215th Street
    Station to the Miami Intermodal Center (28 minutes).

-   *Consistency with Local Plans and Economic Revitalization -* The
    Project will provide a higher level of support to local land use,
    revitalization, and redevelopment plans as compared to the No-Build
    Alternative.

-   *Transit Opportunities to the Transit Dependent and Special Needs
    Groups* -- The Project will provide better connections, more
    \"regional\" access, better travel times, and to a greater number of
    locations by the combined rail/bus system, than would the No-Build
    Alternative. Twenty-five percent of the travel benefits will be
    provided to zero-car households (i.e. the, transit dependent
    population) who generally live along the project route and to the
    south.

-   *Maintenance of Air Quality* - As the Miami area is currently an air
    quality \"attainment area\" for Federal and state air quality
    standards, the Project will provide reductions in the critical
    pollutants as well as reductions in passenger vehicle miles traveled
    thus helping to maintain the "attainment" status. The Project is
    included as a project in the region\'s conforming air quality
    transportation plan.

-   *Environmental Impacts* - The Project will result in greater impacts
    than would the No-Build Alternative, in the areas of relocations,
    environmental justice, and visual quality aesthetics, as well as
    noise and vibration. It will also have temporary construction
    impacts. However, sufficient mitigation has been identified and is
    being implemented as part of the Mitigation Plan for the Project to
    reduce the impacts to an acceptable level. The project has
    environmental benefits in the areas of increased transit
    opportunities, land use and development, economic and fiscal
    impacts, equity and environmental justice, and air quality.

-   *Cultural resources protection* **-** The Project has been found
    acceptable to the State Historic Preservation Office (SHPO), with
    regard to the protection of historic properties.

-   *Community acceptance* **-** Throughout the development of the
    Project, a proactive community involvement program was conducted
    using project scoping, community workshops, public hearings,
    community meetings, CAC meetings, elected officials' meetings,
    Technical Advisory Committee meetings, distribution of community
    flyers, newspaper advertisements/notifications, and presentations to
    the Miami Board of County Commissioners, and the Miami-Dade MPO. The
    Project has been favorably received.

**MEASURES TO MINIMIZE HARM**

All practicable means to avoid or minimize environmental harm from the
Project have been adopted. MDT will ensure that the responsible parties
implement all mitigation measures provided in the FEIS for the Project.
The mitigation commitments are fully identified in the Mitigation Plan
(Attachment A). FTA will require as a condition of any grant or grant
agreement with MDT that all committed mitigation measures in the FEIS be
implemented, unless FTA approves of a change in writing, after an
appropriate NEPA review. FTA will also require that MDT submit written
reports on the progress in implementing the mitigation commitments. FTA
will monitor this progress through review of the design and construction
of the Project.

The following are a summary of the environmental impacts and a summary
of the mitigation measures, which are incorporated in Attachment A in
detail.

-   **Economy:** The Project would generate 22,200 person-years of
    employment during construction and \$84 million in direct and
    indirect wages as a result of increased operations.

-   **Relocations**: The Project would create greater sociological and
    economic impacts due to the required relocation of 21 residences,
    three institutions and 91 businesses. The Project could also have
    impacts on residents and businesses due to induced development
    increasing property values that could cause increased rents. In the
    long term, the increased property values and rents could cause
    additional displacement of some business and residents.

[Mitigation]{.underline} recommendations include implementation of a
relocation program in full compliance with state and federal
requirements, and programs to make available, at reasonable costs,
relocation opportunities within the corridor. MDT will carry out the a
right-of-way acquisition and displacement program in accordance with the
Uniform Relocation Assistance and Real Property Acquisition Policy Act
of 1970.

-   **Environmental Justice:** The Project would have impacts on the
    minority and low-income population of the corridor. The majority of
    the residents and users of the businesses to be relocated would be
    minorities. A significant percentage of the businesses to be
    relocated are owned or operated by minorities. The visual impacts
    and the noise impacts would affect primarily minorities. These
    impacts would be offset by the beneficial impacts created by the
    Project through increased and more direct transit services for
    minority and low-income residents in the North Corridor. The
    increased mobility afforded by the Project would mean increased
    access to jobs and services and therefore, it could create an
    improvement in sociological and economic conditions for residents.

The residents of the North Corridor, through their support of the PTP
and the half-percent sales tax, their participation in the public
involvement process, and their comments at the public hearings, have
demonstrated a strong support for the project. They have strongly
supported the alignment of the Project while fully recognizing the large
number of relocations it will cause. They have strongly objected to
alignment changes, including an alignment using the median off NW 27th
Avenue that would have resulted in far fewer relocations.

[Mitigation]{.underline} recommendations include programs to assist
minority business owners and residents impacted by relocation to find
suitable locations in the corridor at reasonable costs. Mitigation
efforts related to visual and noise impacts are discussed in the
appropriate paragraphs below. In addition, a Last Resort Housing
Relocation Program will be created to ensure that residents find
acceptable housing without regard to federal reimbursement limits.

-   **Land Use:** The Project would conform to current land use,
    transportation, and environmental plans and policies of Miami-Dade
    County's 2001 Comprehensive Development Master Plan (CDMP), as
    amended. The Project could cause development and redevelopment,
    which would create new job opportunities in the corridor, and create
    new shopping, medical and recreation opportunities. Many of these
    opportunities could materialize through a concentrated effort on the
    part of the county to encourage station area development and transit
    oriented development around the stations.

Miami-Dade County population is expected to grow from approximately 2.3
million in 2000 to 3.0 million in 2025. The county desires the growth to
be in-fill development and redevelopment to reduce demands to develop
the little remaining open space remaining in the county and development
opportunities are limited by the Everglades to the west, the ocean to
the east and neighboring counties to the north and south. In the past,
developers have largely bypassed the North Corridor. The Project will be
an inducement for in-fill and redevelopment.

-   **Community Services**: The significantly improved transit access
    offered by the Project Alternative would improve access to community
    services. The Project, consisting of a 9.5 mile long guideway
    structure, could cause a disruption in community cohesion. The
    stations could cause localized disruptions in community services and
    interconnectivity. However, the Project guideway, in that it is
    elevated for its entire length, would result in no street closures,
    and both alternatives would incorporate improved pedestrian access
    to, and community interconnectivity at, station locations. The
    Project would require taking the North Central Branch Library
    because it would be in the path of the proposed guideway.
    Construction of the Project could cause temporary loss of access to
    businesses, homes, utilities and emergency services during
    construction.

[Mitigation]{.underline} efforts recommended include relocating the
North Central Branch Library, community sensitive station design, and
incorporating in all construction contracts procedures and requirements
to maintain access to businesses, homes and emergency services.

-   **Visual/Aesthetic Impacts:** The Project would have visual impacts
    at the station locations. The guideway would be a major facility
    with visual impacts all along the corridor. The large parking lots
    of the Project could have a visual impact to nearby properties.

[Mitigation]{.underline} efforts include designing the guideway,
stations and park and ride lots to be aesthetically pleasing. The choice
of an off-street alignment by the community is a major mitigation effort
with this focus. The alignment would create a "greenway" along much of
its length. Column spacing would average about 130 feet compared to the
80--90 feet of the existing Metrorail line. This would mitigate some of
the visual impact. The structure is envisioned to be segmental box
girders, which would be visually more attractive than the box beams used
on Stage 1 Metrorail. Thee stations would be designed with local area
input and, at the community's request, should be less massive than those
on the existing Metrorail system. Parking lots would be designed with
landscaping, screening, and buffer zones when adjacent to residential
areas.

-   **Archaeological and Historic Sites:** The Project would not affect
    historical or archeological resources. The Project would be located
    within 80 to 150 feet of four structures originally constructed as
    part of Master Field, formerly a World War II Naval Air Station.
    These four structures, now part of MDC, are the only remaining
    structures of Master Field that have retained their physical
    integrity. The alignment also passes within several hundred feet of
    a housing development in Opa-locka that was associated with World
    War II facilities. Both of these resources are considered eligible
    for the National Register of Historic Places. The Project would not
    require relocating either of these resources or altering any
    contributing resource. The Project would not impact either of these
    resources. The Florida State Historical Preservation Officer (SHPO)
    concurred with the findings of a Section 106 Documentation and
    Determination of Effects analysis stating, "no historic properties
    will be adversely affected by the project."

[Mitigation]{.underline} efforts include the use of Best Management
Practices (BMPs) during construction to minimize any impacts on these
resources. The construction program should include contingency plans to
deal with any archeological remains that may be discovered during
construction.

-   **Section 4(f):** No alternative would use, directly or through
    constructive use, any parklands, recreation facilities, wildlife
    refuge or historic site.

-   **Geology:** The Project could affect the geology of the North
    Corridor. Any excavation for either alternative could encounter
    methane gas. Both of these impacts are highly unlikely.

[Mitigation]{.underline} efforts include is to conduct geological
investigations during the design phase to determine if there is any
possibility to encounter methane and, if so, to develop appropriate
construction methods to avoid the impacts.

-   **Threatened and Endangered Species and Vegetation:** There are no
    reported threatened or endangered species or critical habitats in
    the corridor. Almost all of the area is developed and contains
    limited vegetation. The extensive development in the corridor has
    altered all of the original natural community. The Project would be
    exclusively on developed or altered land. Nevertheless, there is a
    very small chance that the construction of the Project could
    encounter several threatened or endangered species including the
    West Indian manatee, American alligator and rim rock crowned snake
    as well as migratory birds. Manatees and alligators could be in the
    canal system, although the alligators would most likely leave the
    area of any construction activity. The rim rock crowned snake is
    extremely rare but of the less than 10 individuals found, one was in
    a vacant lot in Miami. The Project would remove trees.

[Mitigation]{.underline} efforts recommended include adopting the state
and federal requirements for manatee protection during construction,
conducting a search for the rim rock crowned snake and other endangered
species prior to construction, and complying with Miami-Dade County
requirements for tree removal, including the required tree replacement.

-   **Aquatic habitats:** Other than the various drainage canals, there
    are no aquatic habitats on the North Corridor, and the Project would
    not impact aquatic habitats. The various canals in the area are
    man-made features with little likelihood of containing threatened or
    endangered species, other than manatees and alligators as discussed
    above, and would not be impacted by the construction of the Project.
    The Project would span the canals, but require no construction in or
    immediately adjacent to the canals, except for four columns in one
    canal at the northern end of the line.

-   **Water resources:** Stormwater management for the parking lots is
    the primary concern. Stormwater water runoff from the parking lots
    and construction sites could contain contaminants and affect
    groundwater. The Project would have an impact due to its large
    parking lots. The Project does not impact the coastal zone. Surface
    water runoff for all areas of northern Miami-Dade County drain into
    Biscayne Bay directly or via the drainage canal system. Surface
    water runoff from the facilities of the Project would drain into the
    canal system, as does the runoff from the buildings and paved areas
    they will replace. The Project would meet current standards for
    treatment of any discharges while many of the existing facilities,
    based on their age, do not.

Groundwater is a major issue in Miami-Dade County because the
groundwater is the Biscayne Aquifer, which is the sole source of treated
water in the county. All of the Project's discharges to groundwater will
meet current design standards set by the county.

Floodplains in Miami-Dade County are based on tropical storms and
hurricanes, and are extensive. About 20 percent of the Project guideway
is in these floodplains, but none of these areas is defined as a
floodway. Because the guideway is a minimum of 24 feet above grade, the
project would have a negligible impact on floodplains.

[Mitigation]{.underline} efforts include incorporation of appropriate
design features to manage the stormwater, and appropriate construction
methods to prevent runoff from construction sites entering any surface
water or the groundwater.

-   **Wetlands:** There are no wetlands in the corridor and the Project
    does not impact wetlands.

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-   **Transportation**: The Project would increase transit ridership by
    50,100 person trips per day for all transit modes in 2025. The
    Project will result in little or no change in traffic congestion in
    the North Corridor. Construction of the Project would temporarily
    impact traffic and congestion in the North Corridor during the
    construction period. There will be lane closures, movement of
    material and equipment, lane shifts, detours and road closures. Auto
    travel through the construction area would be at a higher risk of
    traffic accidents due to the distractions caused by the construction
    and temporary construction-zone roadway conditions.

An impact of constructing the Project would be on-the-job injuries to
the large workforce that will be required. Further, workers involved
with the construction of the Project will be working adjacent to
traffic. This is recognized as one of the most dangerous situations in
the construction industry.

[Mitigation]{.underline} efforts include the development of a detailed
Work Zone Traffic Control Plan to insure the safety of the local
residents and the traveling public, as well as to minimize congestion.
The recommended mitigation also includes the development of a Health and
Safety Plan that meets all of the requirements of the Occupational
Health and Safety Administration, and that incorporates specific safety
precautions related to working adjacent to traffic.

-   **Air Quality:** The Project reduces emissions as compared to the
    No-Build Alternative and it does not violate National Ambient Air
    Quality Standards (NAAQS). The reduced auto emissions for both the
    Project are small and only very minor improvement to air quality,
    including mobile source air toxics is anticipated.

-   **Noise and Vibration:** The Project would not create vibration
    impacts. The Project would create noise impacts at a number of
    locations, but noise barriers incorporating sound absorbing material
    on the guideway and modern trackwork would, based on the analysis to
    date, limit the noise impacts to five sites that would not meet the
    FTA criteria for "no impact" noise levels. Because the project is
    grade separated for its entire length, there will be no noise
    created by at-grade crossing bells or whistles.

[Mitigation]{.underline} efforts include incorporating noise barriers
with sound absorbing materials into the guideway, and, for the five
impacted properties, additional mitigation including noise absorbent
windows, and, as a last resort, acquiring the structures.

Further, MDT will conduct a complete new noise analysis based on
conditions current as of final design to determine the locations where a
noise wall and noise wall with sound absorbing material would be
required to minimize noise impacts, and to determine which properties
would require additional mitigation. In all instances, the impacts of
operational noise will be reduced to the FTA "no impact" threshold.

-   **Contamination:** A number of potential contaminated sites would be
    impacted by the construction of the Project A Phase 1 Environmental
    Site Assessment (ESA) study was undertaken to determine the extent
    and scope of the probable contamination for property affected by the
    project. A total of 43 parcels have been identified as potentially
    contaminated with 16 parcels at a high risk of contamination and 27
    parcels at a medium risk. During final design and the real estate
    acquisition process, a Phase 2 ESA study will be completed for all
    contaminated properties to be acquired.

[Mitigation]{.underline} efforts include accomplishing necessary
remediation prior to the start of construction or incorporating the
remediation into the construction documents for action during
construction. In addition, the construction management process should
include appropriate procedures to deal with unforeseen contamination
discovered during construction.

Pre-construction characterization of contaminants at excavation areas
will enable MDT to plan a BMP approach for management of the soil and
ground water contamination and control of the fugitive dust generated
during excavation.  MDT will require contractors to prepare a Pollution
Prevention and Abatement (PPA) plan to minimize the potential for public
and/or worker exposure to hazardous materials during construction. In
addition, before construction activities proceed, for those sites where
the potential for hazardous material contamination has been identified
and for any site discovered during construction, MDT commits to the
following measures:

> 1\. Completing a Site Sampling Plan during final design on all areas
> identified as having high probability of containing surface hazardous
> materials and that are in the construction envelope.
>
> 2\. Preparing a CERCLA-certified Site Safety Plan during final design
> that will establish policies and procedures to protect construction
> workers and the public from hazards posed by any hazardous wastes
> identified in the Site Sampling Plan.

-   **Utilities:** The Project would require utility relocation, but the
    amount of utility relocation would be modest considering the scope
    of the project. The choice of an alignment off the right of way of
    NW 27th Avenue minimizes utility relocation.

[Mitigation]{.underline} efforts would include the design and
construction plans accounting for the need to relocate utilities and
minimize service interruptions as well construction program requiring
coordination with emergency services providers to maintain critical
services throughout the construction period.

-   **Railroads:** The Project would cross over existing railroad tracks
    in two locations but at elevations that would not interfere with
    railroad operations. Except for the period needed to construct the
    guideway over the railroads, there would be no impact. All work near
    railroad right of way would be coordinated with the railroad
    companies and would not affect rail operations.

-   **Cumulative and Secondary Impacts:** The Project could induce new
    development in the corridor, and that development could have
    secondary and cumulative impacts in several environmental resource
    areas: socioeconomic (including environmental justice),
    transportation, community resources, water resources, air quality,
    contamination and utilities. Significant new development is possible
    with modest traffic flow increases, as discussed in the next
    section. New development could increase property values and rents
    and create a hardship for low-income families and some businesses.
    The new development could tax community resources and create
    barriers to community interaction, impact water quality and
    drainage, create localized air quality issues at driveways and
    intersections, spread contamination if contaminated sites are
    involved, and interrupt or tax the capacity of utility services.

[Mitigation]{.underline} efforts include using the land use planning and
zoning processes to insure the new development approval process
considers community integrity, community services and drainage, in
addition to traffic and local air quality issues. Approval of
construction should require proper design to account for drainage,
remediation of contamination and adequate utility service, as well as
appropriate consideration of construction-related impacts on residents,
businesses, utilities, and emergency services.

**ROLES AND RESPONSIBILITIES**

Miami-Dade County, with Miami-Dade Transit (an agency of county
government) acting as staff, has the responsibility for the design and
construction of the Project. Miami-Dade County has the powers necessary
to design and build the Project, including the power to acquire
property, incur indebtedness, relocate utilities, and enter into
contracts with public and private entities. In carrying out its
authority and responsibility, Miami-Dade County will award contracts and
will oversee the design and construction. Miami-Dade County will enter
into agreements relating to the funding and implementation of the
Project. MDT will be responsible for the Mitigation Plan, as described
in detail in Attachment A. MDT will, be responsible for pre-revenue
testing, operational certification, and related activities. MDT will be
responsible for operations and maintenance of the Project as part of the
MDT transit system.

**DETERMINATIONS AND FINDINGS**

**Environmental Protection (49 USC Sections 5301(e) and 5324(b))**

The environmental record for the Project is included in the previously
referenced DEIS, SDEIS and FEIS. Cumulatively, these documents represent
the detailed statement required by both NEPA and the Federal Transit
Laws, 49 USC Sections 5301 (e) and 5324 (b), regarding the environmental
impacts of the proposed Project, any adverse environmental effects which
cannot be avoided should the proposed project be implemented,
alternatives to the proposed project, and any irreversible and
irretrievable impacts on the environment which may be involved in the
proposed Project should it be implemented.

On the basis of the evaluation of social, economic, and environmental
impacts as presented in the FEIS, the Findings of Fact and Statement of
Overriding Considerations, the Mitigation Monitoring Plan, and the
written and oral comments offered by the public and other agencies, FTA
has determined, in accordance with 49 USC 5324 (b), that:

-   1\. An adequate opportunity was afforded for the presentation of
    views by all parties with a significant economic, social, or
    environmental interest in the Project and fair consideration has
    been given to the preservation and enhancement of the environment
    and to the interest of the community in which the proposed Project
    is to be located; and

-   2\. All reasonable steps have been taken to minimize the adverse
    environmental effects of the proposed Project and where adverse
    environmental effects remain, no feasible and prudent alternative to
    avoid or further mitigate such effect exists.

**Historical And Archaeological Resources**

The Florida State Historic Preservation Officer (SHPO) has determined,
following consultation and coordination with FTA and MDT, that there
will be no adverse impact on the identified historical properties in the
North Corridor. This determination, made pursuant to the regulations
implementing Section 106 of the National Historic Preservation Act, is
set forth in the attached September 23, 2004 letter from the SHPO
(Attachment B). Notwithstanding this determination, MDT has committed to
certain historic preservation mitigation measures in Section 6 of the
Mitigation Plan.

**Conformity with Air Quality Plans**

The Federal Clean Air Act (CAA), as amended, requires that
transportation projects conform to the State Implementation Plan\'s
(SIP) purpose of eliminating or reducing the severity and number of
violations of the national ambient air quality standards and of
achieving expeditious attainment of such standards. The EPA regulation
implementing this provision of the CAA (40 CFR Part 93) establishes
criteria for demonstrating that a transportation project conforms to
applicable air quality plans.

In order to demonstrate conformity with the federally approved SIP, as
required by EPA conformity regulations, a project must satisfy a number
of regulatory conditions established in the regulations. The Project
satisfies the EPA conformity requirements, as documented in the FEIS in
Section 4.17.5.

**Section 4(f) Finding**

Section 4(f) of the Department of Transportation Act of 1966 (49 USC
303) affords special protection to parks, recreation areas, wildlife
refuges, and historic sites. Impacts assessed under Section 4(f)
include: (1) impacts due to permanent taking or acquisition of lands as
identified above and (2) impacts due to \"constructive use\" or
impairment of 4(f) designated land uses due to proximity of a project.
Section 4.8 of the FEIS addresses this topic. The FTA has determined, in
consultation with the U.S**.** Department of Interior and the SHPO, that
there are no 4(f) properties in the North Corridor.

**Environmental Justice**

Executive Order 12298, \"Federal Actions to Address Environmental
Justice in Minority Populations and Low-Income Populations\" (February
11, 1994), provides, in pertinent part, that FTA identify and address
\"disproportionately high and adverse human health or environmental
effects\" of Federally-funded mass transit projects \"on minority
populations and low-income populations.. .,\" and that FTA \"conduct its
programs, policies, and activities in a manner that ensures that such
programs, policies, and activities do not have the effect of subjecting
persons \...to discrimination \... because of their race, color, or
national origin.\" In accordance with the terms of Executive Order 12898
and the guidance set forth in the Presidential Memorandum accompanying
the Executive Order, FTA and MDT applied the analytical framework of
NEPA to assess the effects of the Project on minority and low-income
populations in the Study Area. From these analyses, FTA has determined
that minority populations (97 percent) and low-income populations (28
percent of households below the poverty level) in the Study Area will
not be subjected to discrimination through the construction or operation
of the Project, and furthermore, that all people within the Study Area
will enjoy significantly improved mobility as a result of the Project.
Section 4.1.4 of the FEIS addresses this subject, providing an overview
of the income and minority demographics of the study area, and an
assessment of the potential impacts on minority or low income
populations in the corridor. In addition, Mitigation Measures SE 8 thru
SE 11 in Section 1.C will be implemented to mitigate potential equity
and environmental justice impacts.

**Flood Plain Impact**

Executive Order 11988 links the need to protect lives and property with
the need to restore and preserve natural and beneficial flood plain
values. Specifically, Federal agencies are directed to avoid conducting,
allowing, or supporting actions on the base flood plain unless the
agency finds that the base flood plain is the only practicable
alternative location. Similarly, Department of Transportation (DOT)
Order 5650.2, which implements Executive Order 1198 and was issued
pursuant to the National Environmental Policy Act of 1969, the National
Flood Insurance Act of 1968, and the Flood Disaster Protection Act of
1973, prescribes policies and procedures for ensuring that proper
consideration is given to the avoidance and mitigation of adverse flood
plain impacts in agency actions, planning programs, and budget requests.
As documented in Section 4.14.3 of the FEIS, about 20 percent of the
Project is located within the 100 year floodplain. The Project does not
significantly encroach on the flood plain since it crosses the flood
plain on an elevated structure, and the Project would be built in
accordance with all state and local flood plain protection standards.

**Wetland Impact**

DOT Order 5660.1.A requires DOT to "assure the protection, preservation,
and enhancement of the nation's wetlands to the fullest extent
practicable during the planning, construction and operation of
transportation facilities and projects." And, in accordance with
Executive Order 11990, "new construction located in wetlands shall be
avoided unless there is no practicable Alternative to the construction
and that the proposed action includes all practicable measures to
minimize harm to wetlands which may result from such construction." As
discussed in Section 4.15 of the FEIS, there are no wetlands in the
Project area.

**Endangered Species Impact**

The Executive Order pertaining to endangered species requires Federal
agencies, in consultation with and with the assistance of the Secretary
of the Interior or of Commerce, as appropriate, to insure that actions
they authorize, fund or carry out are not likely to jeopardize the
continued existence of threatened or endangered species or result in the
destruction or adverse modification of critical habitat for these
species. As discussed in Section 4.9 of the FEIS, the proposed Project
would follow the existing public right of way and urbanized properties.
Despite this unlikely habitat, there would be one sensitive species that
the Project could affect: manatees that sometimes travel in the drainage
canal system could be encountered during the modest amount of
construction in and near the canals. There is also a small potential
that several other species could be found in the corridor, including
migratory birds. Mitigation measures TE 1 through TE 3 (Section 6 of
Attachment A) would assure that manatees are not disturbed and other
sensitive species are not disturbed.

**Protection of Children**

Executive Order 13045, \"Protection of Children from Environmental
Health Risks and Safety Risks\" requires FTA to identify and address
environmental health and safety risks that may disproportionately affect
children. Approximately 32 percent of the population in the North
Corridor is under 18 years old). Because the Project is exclusively
elevated, it will not increase the risk to children\'s health or safety
that is attributable to products or substances that a child is likely to
come in contact with or ingest. FTA concludes that the requirements of
the Executive Order have been satisfied.

**Major Investment Study (MIS)**

Miami-Dade County completed a Transitional Analysis in 1993, a North
Corridor Alternatives Analysis in 1995 with extensive public and agency
involvement, consideration of a range of alternatives, and an evaluation
process that lead to the preparation of a Draft Environmental Impact
Statement in 1998, and the selection of a Locally Preferred Alternative
(LPA) in 1998. FTA finds that the Transitional Analysis and DEIS
conducted for the Project complies with the requirements of 23 CFR Part
450 regarding the metropolitan transportation planning process.

**Attachments**

**A. Mitigation Plan**

**B. SHPO Letter**

![](media/image1.wmf){width="0.45in" height="0.4465277777777778in"}

> U.S. Department
>
> of Transportation
>
> **Federal Transit**
>
> **Administration**

**[RECORD OF DECISION]{.underline}**

**Miami-Dade Transit Authority**

**Miami North Corridor Metrorail Extension**

**City of Miami, Dade County, Florida**

**Based on the attached documentation submitted to FTA and published in
the Federal Register Notice on March 9, 2007, the Record of Decision for
the Miami North Corridor Metrorail Extension is hereby approved.**

**By:** [\_\_\_/signed by/\_\_\_\_\_]{.underline} **Date:** [\_April 26,
2007\_]{.underline}

**Yvette G. Taylor**

**Regional Administrator**

# Attachment A {#attachment-a .unnumbered}

# Mitigation Plan {#mitigation-plan .unnumbered}

This attachment to the Record of Decision for the Miami North Corridor
Metrorail Extension (the Project) lists the efforts Miami-Dade Transit
(MDT) will undertake to mitigate the environmental impacts resulting
from the implementation of the Project. It is a complete listing of
those efforts and Chapter 4 of the Miami North Corridor Final
Environmental Impact Statement Report provides additional background
material on the impacts. Each resource area analyzed in the FEIS is
included as a section below (with the same section number) in a common
format, consisting of:

-   a brief description of the impact of the Project and a brief
    explanation of issues related to the impact

-   a definition of the mitigation effort MDT will undertake if the
    Project is implemented

## SECTION 1: socioeconomics---RELOCATIONS

**Impact---Residential, Business and Institutional Relocations:** The
Project would require acquiring 116 parcels resulting in the relocation
of 21 residences, 91 businesses and 3 institutions. MDT will carry out a
right-of-way acquisition and relocation program in accordance with the
Uniform Relocation Assistance and Real property Acquisition Policy Act
of 1970.

**Mitigation:**

> **SE 1:** MDT will, during the real estate acquisition phase,
> implement the Relocation Assistance Program and the Last Resort
> Housing Program in full compliance with state and federal regulations.
> For the 20 efficiency apartment residents, (residing at the complex
> located at 10534 NW 27th Avenue), the last Resort Housing Program will
> include, if required, MDT providing supplemental rent payments and
> arranging for short-term leases for a period of up to three years.

**Impact---Business relocations:** There would be numerous businesses
affected by the right of way acquisition program, many of which would
involve frontage on NW 27th Avenue, but not affect the structure. The
loss of frontage, direct access to Northwest 27th Avenue and (in most
cases) paved land currently used for parking or business purposes would
force the business to relocate.

**Mitigation:**

> **SE 2:** MDT will, during the real estate acquisition phase, attempt,
> where practical, to allow businesses to remain in operation by
> allowing the use of MDT acquired land under the guideway for parking,
> providing adequate ingress and egress, and providing for adequate
> signage.

**Impact---Institutional relocations:** There would be three
institutional relocations: a storefront church, the Armory and the North
Central Branch Library.

**Mitigation:** See Section 9.4 for mitigation relative to the North
Central Library.

> **SE 3:** MDT, during the real estate acquisition phase, will arrange
> to relocate the storefront church (9920 NW 27th Avenue) in the same
> manner as a business, insuring that the relocation is carried out to
> allow the church to remain in continual operation.
>
> **SE 4:** MDT, during the real estate acquisition phase, will
> negotiate a mutually acceptable agreement between the Department of
> Defense and MDT for the relocation of the Armory.

## Section 1: socioeconomic---DEVELOPMENT impacts 

**Impact---Additional residential and business relocations:** The
Project could induce new development that could result in a secondary
impact of increased property values and rents in the corridor, resulting
in some current residents and business no longer being able to afford to
remain in their current locations.

**Mitigation:**

> **SE 5:** MDT will include, in joint development agreements, a
> requirement that current businesses in the corridor are to receive
> preferential consideration for commercial space and advantageous
> rental rates for a period of time to be determined.
>
> **SE 6:** MDT will request the Board of County Commissioners to adopt
> a property tax rebate program for businesses that are forced to
> relocate due to escalating rents if they wish to remain in the
> corridor.
>
> **SE 7:** MDT will request the Board of County Commissioners to
> establish a program to offer low interest loans to businesses and
> residents that are forced to relocate due to escalating rents for
> property acquisition or improvements if they wish to remain in the
> corridor.

## Section 1: socioeconomic---Environmental justice

**Impact---Relocation, both due to right of way acquisition and,
potentially, the secondary impact of induced development:** The
relocation impacts listed in Sections 9.1.A and 9.1.B disproportionately
affect minorities.

**Mitigation:** MDT would implement a number of mitigation efforts,
including those listed in Sections 9.1.A and 9.1.B, which would also
mitigate the disproportionate impact of relocations on the minority
community. Several other mitigation efforts that MDT would implement
are:

> **SE 8:** MDT will implement joint development, redevelopment, and
> transit oriented development programs to create business opportunities
> and employment opportunities in the corridor.
>
> **SE 9:** MDT will implement joint development agreements that include
> a requirement that current minority owned businesses in the corridor
> are to receive preferential consideration for commercial space and
> advantageous rental rates for a period to be determined.
>
> **SE 10:** MDT will request the Board of County Commissioners to adopt
> a property tax rebate program for minority owned businesses that are
> forced to relocate due to escalating rents if they wish to remain in
> the corridor.
>
> **SE 11:** MDT will request the Board of County Commissioners to
> establish a program to offer low interest loans to minority owned
> businesses and minority residents that are forced to relocate due to
> escalating rents for property acquisition or improvements if they wish
> to remain in the corridor.
>
> **SE 12:** MDT will establish a Last Resort Housing Relocation Program
> to ensure that residents find acceptable housing without regard to
> federal reimbursement limits.

**Impact---Noise:** The noise impacts of the Project disproportionately
impact the minority community.

**Mitigation:** The noise mitigation efforts are described in Section
9.18 below.

**Impact---Visual:** The visual impacts of the Project
disproportionately impact the minority community. Additional mitigation
is discussed in Section 9.5 below.

**Mitigation:**

> **SE 13:** MDT will involve the community during the design phase of
> the stations and park and ride facilities, as well as all subsequent
> phases of the project, including station area planning.

## Section 2: Land Use {#section-2-land-use .unnumbered}

**Impact---**The Project would provide significantly better development
and redevelopment potential for the North Corridor than the TSM and
No-Build Alternatives. (See Section 9.23 for cumulative and secondary
impacts.)

**Mitigation:** None

## Section 3: Station Areas {#section-3-station-areas .unnumbered}

**Impact---**The Project would, in concert with county development
policy and zoning, create significant opportunities for joint
development and redevelopment at the seven proposed stations. This
development would increase employment and other opportunities for
residents of the corridor. The TSM Alternative is not likely to create
similar development. The No-Build Alternative would not create any
demand for development or redevelopment. (See Section 9.23 for
cumulative and secondary impacts.)

**Mitigation:** None

## Section 4: Community Services  {#section-4-community-services .unnumbered}

**Impact---Closing the North Central Branch Library:** The guideway
alignment would require the acquisition of the structure housing the
North Central Branch Library.

**Mitigation:**

> **CM 1:** MDT will relocate the North Central Branch Library in a
> suitable facility near its current location.

**Impact---Community interaction could be interrupted by station, park
and ride, and guideway facilities:** The stations and adjacent park and
ride facilities could become barriers to community interaction.

**Mitigation:**

> **CM 2:** MDT will:

-   Design the stations, including the park and ride facilities, to
    provide easy accessibility to the surrounding communities and to
    enhance community interconnectivity

-   Design the stations and park and ride lots with berms and
    landscaping to enhance their aesthetic appeal, but not at the
    expense of community interconnectivity

-   Design the station elements to be aesthetically integrated with the
    character of the surrounding community

-   Continue the dialog with the community initiated during the Station
    Area Planning process developed as part of this project

-   Design the guideway right of way to accommodate its maintenance
    needs while allowing for neighborhood interconnectivity in the
    east-west direction

**Impact---Extensive relocation:** The extensive relocation requirements
could alter the characteristics of the community.

**Mitigation:**

> **CM 3:** MDT will encourage displaced businesses to relocate within
> the corridor and offer displaced businesses the opportunity to
> relocate to new joint developments in the corridor (see Section 9.1).

**Impact---Construction-related impacts:** During construction, there
could be temporary lane and street closings along NW 27th Avenue, as
well as safety and security issues at construction yards and sites.

**Mitigation:**

> **CM 4:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that:

-   Minimize lane and street closing durations and detour travel times

-   Require coordination and notification to providers of emergency
    services prior to implementing any roadway closures

-   Require notification to the community for street closings through
    advance notification signage

-   Require continuous pedestrian and vehicular access to businesses,
    libraries, schools, residences and other institutions at all times
    during construction

-   Require effective security and safety measures at construction sites
    and yards, including fencing, protective barriers, and signage to
    protect roadways, walkways and adjacent properties, as well as allow
    them to remain fully operational

## Section 5: Visual and Aesthetics  {#section-5-visual-and-aesthetics .unnumbered}

**Impact---Visual impact of stations and park and ride lots:** The
stations and parking lots would be a visual impact in the North
Corridor.

**Mitigation:**

> **VA 1:** MDT will design the park and ride lots to be aesthetically
> integrated with the surrounding areas and incorporate landscaping to
> enhance their appearance.
>
> **VA 2:** MDT will design the stations to be more open and
> "tropical-like" than the stations on the existing Metrorail line.
>
> **VA 3:** MDT will continue the public involvement program to insure
> the community interaction that has been underway since the initiation
> of this project with a specific focus on station and park and ride lot
> design.

**Impact---Visual impact of the guideway:** The elevated guideway would
have a visual impact in the North Corridor.

**Mitigation:**

> **VA 4:** MDT will incorporate landscaping and vegetation under the
> guideway, in the design and construction phase, to create a buffer
> from the neighboring development and preserve existing vegetation
> where possible.
>
> **VA 5:** MDT will design the guideway to have graceful, clean and
> simple lines, incorporate the guideway, noise wall and columns into a
> single visual element and to have the column spacing average 130 feet
> as compared to the existing Metrorail spacing of 90 feet.
>
> **VA 6:** MDT will incorporate the Art in Public Places Program into
> the guideway by creating a linear mosaic, mural, or similar treatment
> along the noise barriers.

**Impact---Construction-related impacts:** The construction sites could
have a temporary visual impact on the surrounding community.

**Mitigation:**

> **VA 7:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that include
> requirements for materials to be stored in an orderly fashion, not
> allowing debris to be stored on construction sites, maintaining
> temporary facilities, barriers and fencing in good condition, and
> locating temporary facilities out of public view, where possible.

## Section 6: Historic resources  {#section-6-historic-resources .unnumbered}

**Impact---Construction-related impacts:** The construction of the
guideway could have temporary air quality, noise, vibration and visual
impacts on the Master Field structures.

**Mitigation:**

> **HS 1:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that require
> using best management practices to minimize the temporary air quality,
> noise, and visual impacts, and require monitoring of the historic
> structures for vibration impacts. If vibration impacts occur at levels
> that could affect the structures, the specifications will require
> using alternate construction methods that reduce any vibration impacts
> to levels that would not cause damage to the structures.

## Section 7: Archaeological Resources  {#section-7-archaeological-resources .unnumbered}

**Impact---Construction-related impacts:** While no archaeological
resources are known in the project area, construction activities could
unearth resources that are not known to exist at the current time.

**Mitigation:**

> **AR 1:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that
> require, in the event any archaeological remains are discovered, all
> work in the area would cease until a qualified archaeologist can
> evaluate the remains and an appropriate course of action is determined
> and approved.

## Section 8: section 4(f)  {#section-8-section-4f .unnumbered}

**Impact---Pedestrian and bicycle facilities:** The guideway, stations,
and park and ride lots could impact pedestrian and bicycle facilities
and bicycle use.

**Mitigation:**

> **4f 1**: MDT will design the project, to the degree practical, to
> maintain existing pedestrian and bicycle facilities, incorporate any
> planned facilities, provide for pedestrian and bicycle access to the
> stations, and allow for pedestrian and bicycle transportation near all
> elements of the project.

## Section 9: Geology and soils  {#section-9-geology-and-soils .unnumbered}

**Impact---Methane conditions:** The underground methane leakage from
the two nearby closed landfills, which, although highly unlikely, could
result in explosive conditions.

**Mitigation:**

> **GS 1:** MDT will, during final design, conduct subsurface
> investigations to determine whether methane conditions exist and, if
> so, MDT will coordinate with DERM to develop the appropriate designs
> and construction methods in the project implementation plans to
> minimize the potential environmental impacts.

## Section 10: Threatened and Endangered Species  {#section-10-threatened-and-endangered-species .unnumbered}

**Impact---Potential manatee presence in waterways:** The alignment of
the Project crosses the canal system in several locations and manatees
occasionally enter that system.

**Mitigation:**

> **TE 1:** MDT will protect manatees that may be present during
> construction over or near the canal system by implementing the manatee
> protection requirements of the US Fish and Wildlife Service, Florida
> Department of Environmental Protection and Miami-Dade Department of
> Environmental Resources Management, including training of construction
> management and contractor staff on the requirements as well as the
> need for monitoring the canals for the presence of manatees.

**Impact---Potential rim rock crowned snake in vacant lots:** One
specimen of this rare snake has been found in a vacant lot in Miami.

**Mitigation:**

> **TE 2:** MDT will require the construction management team to have a
> qualified biologist inspect all vacant lots affected by the
> construction prior to construction to determine if the rim rock
> crowned snake is present. If the species were found, an appropriate
> action would be developed in coordination with local, state and
> federal agencies.

**Impact---Other Threatened and Endangered Species:** There is a very
small potential that other threatened or endangered species, including
migratory birds, could be present in the corridor.

**Mitigation:**

> **TE 3:** MDT will require the construction management team to have a
> qualified biologist inspect the areas affected by the construction
> prior to construction to determine if any of the species listed below
> are present. If any of the following species are found, an appropriate
> action will be developed in coordination with local, state and federal
> agencies:

-   Florida bonneted bat

-   American alligator and American crocodile

-   Eastern indigo snake

-   Sandhill crane, snail kite, bald eagle, southeastern kestrel, and
    wood stork

-   Migratory birds, including Bachman's warbler and Kirtland's warbler

## Section 11: Vegetation  {#section-11-vegetation .unnumbered}

**Impact---Tree Removal:** The Miami-Dade Department of Environmental
Resources Management (DERM) has regulations requiring a tree removal
permit that prescribes an approved landscape plan for tree replacement.

**Mitigation:**

> **VG 1:** MDT will, in the design phase, develop, in compliance with
> DERM requirements, a tree inventory and a removal and landscape plan
> for submission to DERM. MDT will not remove any trees prior to a
> permit being issued by DERM, and will implement the tree removal and
> landscape plan approved by DERM.
>
> **VG 2:** MDT will incorporate construction impact controls into the
> contract specifications and construction management plans that protect
> vegetation and trees not required to be removed as part of the
> construction program.

## Section 12: Aquatic habitats  {#section-12-aquatic-habitats .unnumbered}

**Impact---Potential manatee presence in waterways:** Protection of
manatees is covered in Section 9.10.

**Mitigation:** See Section 9.10

## Section 13: farmlands  {#section-13-farmlands .unnumbered}

**Impact---**No impact

**Mitigation:** None

## Section 14: Water Resources  {#section-14-water-resources .unnumbered}

**Impact---Stormwater runoff:** The construction of the project would
create impervious areas, primarily the park and ride lots.

**Mitigation:**

> **WT 1**: MDT will design the project to incorporate stormwater
> retainage facilities, such as detention ponds and French drains, in
> accordance with the requirements of the Florida Department of
> Environmental Protection, South Florida Water Management District and
> Miami-Dade Department of Environmental Resources Management (DERM).
> The stormwater retainage plans will be submitted to those agencies for
> approval. This project proposes to construct an elevated system that
> will not result in a significant increase in impervious surfaces,
> however, all new impervious areas as well as stormwater runoff from
> the guideway, stations, and parking lots will be treated in proposed
> exfiltration trenches as the primary point of deposition for all
> runoff. Exfiltration trenches will be designed in accordance with
> Miami-Dade DERM's design criteria requirements. The design will
> incorporate features to minimize disease vectors such as mosquito
> problems associated with exfiltration trenches.
>
> Specifically, the station drainage design will include the collection,
> transmission, and discharge of stormwater runoff associated with
> platforms, guideway within stations, canopies, facilities, walkways,
> driveways, and parking lots. Runoff collected from the station,
> guideway, and canopies will be hard-piped to the French drain network
> in the adjoining parking lot. Walkways will be sloped to convey runoff
> into planted areas, adjacent roadways, or parking areas. The parking
> areas will include a network of catch basins and French drains that
> will adequately drain the parking area as the adjacent station
> facility. Station parking drainage would be designed by splitting the
> parking area and station into sub-basins and using DERM program
> criteria to calculate the required French drain for each sub-basin.
>
> []{.mark}

**Impact---Stormwater and groundwater pollution:** Stormwater runoff has
the potential to carry petroleum hydrocarbons into surface water.

**Mitigation:**

> **WT 2:** MDT would design the project to incorporate stormwater
> runoff treatment facilities in accordance with the requirements of the
> Florida Department of Environmental Protection, South Florida Water
> Management District and Miami-Dade Department of Environmental
> Resources Management (DERM). Drainage inlets within proposed stations
> shall be equipped with pollution control baffles to treat stormwater
> prior to entering surface water and groundwater. The stormwater runoff
> treatment plans would be submitted to those agencies for approval. A
> stormwater pollution prevention plan for the approval of FDEP, SFWMD
> and DERM will be prepared to mitigate stormwater and groundwater
> pollution.
>
> **WT 3:** MDT will operate and maintain the stormwater runoff
> treatment facilities for the life of the project.

**Impact---Construction-related impacts:** Activities could cause
erosion and sediment transfer to surface water, and cause polluted
runoff to enter surface waters and groundwater.

**Mitigation:**

> **WT 4:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that require
> the following actions in accordance with FDOT's Standard
> Specifications and through the use of BMPs:

-   Use of sedimentation barriers to prevent construction site soil
    erosion and sediment from reaching surface water

-   Use of turbidity barriers where construction occurs adjacent to or
    in water

-   Channelization of stormwater runoff into holding basins

-   Preparation of a stormwater management plan and erosion control plan
    for the approval of FDEP, SFWMD and DERM

-   Retention and protection of existing vegetation as much as possible

-   Covering disturbed soil with mulch or vegetation as soon as possible

-   Mechanical retardation of runoff erosion and sediment in runoff
    water

-   Provision of storage for increased runoff caused by changed soil
    conditions during construction

## Section 15: Wetlands  {#section-15-wetlands .unnumbered}

**Impact---No Impact**

**Mitigation:** None

## Section 16: Transportation  {#section-16-transportation .unnumbered}

**Impact---Construction-related impacts:** Construction activities could
temporarily impact traffic and emergency services accessibility.

**Mitigation:**

> **TR 1:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that require
> the development of a Work Zone Traffic Control (WZTC) Plan. The WZTC
> plan will include requirements for planning and scheduling to minimize
> traffic impacts, notice to the media, businesses and residents of any
> street closures, posting of warning notices for road hazards created
> by the project, and provision of alternate routes. The construction
> would be planned to maintain two lanes of peak hour traffic flow in
> both directions on NW 27th Avenue as well as Metrobus service. Any
> road closures or lane closures that are expected to cause temporary
> traffic delays would be coordinated with providers of emergency
> services (fire, rescue and police). The WZTC plan will be reviewed and
> approved by FDOT, and will be coordinated with local police.
>
> **TR 2:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that require
> the development of a Health and Safety Plan (HSP). The HSP will cover
> all aspects of worker safety, including the requirements of the
> Occupational Safety and Health Act (OSHA) of 1970. The HSP will
> require the use of personal protective equipment, safe work practices,
> site management to eliminate hazardous conditions, and emergency
> response procedures. It will also require workers to have the
> appropriate qualifications for the work they are carrying out as well
> as training relative to the specific tasks on the project not common
> to general construction.
>
> The HSP will, in coordination with the WZTC Plan incorporate signing,
> traffic control devices and barricades to maximize worker safety for
> work adjacent to traffic as well as safety practices and training for
> workers assigned to areas adjacent to traffic.
>
> The general contractor will be required to have a full time safety
> officer on the construction site. The construction management team
> will be charged with the responsibility of monitoring compliance with
> the plan.

## Section 17: Air quality  {#section-17-air-quality .unnumbered}

**Impact---Construction-related impacts:** Construction activities could
cause short-term air quality impacts in the form of dust. Air quality
issues related to asbestos and other contaminates are discussed in
Section 9.19.

**Mitigation:**

> **AQ 1:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that require
> the following actions to control dust:

-   Spraying exposed areas with water or other dust suppressants.
    However, the use of other suppressants would be weighed against
    potential water pollution impacts

-   Covering trucks carrying dusty materials to and from construction
    sites

-   Washing trucks, particularly the undercarriage, before they leave
    construction sites

-   Minimizing the use of vehicles over unpaved areas

-   Cleaning dust and mud covered paved areas

## Section 18: Noise and vibration  {#section-18-noise-and-vibration .unnumbered}

**Impact---Operational noise:** Train operations would generate
increased noise levels in the corridor. At several locations, the noise
predicted impacts would be in the "severe" category as defined by the
Federal Transit Administration (FTA).

**Mitigation:**

> NV 1: During final design, MDT will conduct a detailed noise analysis
> along the entire length of the proposed guideway. The analysis will
> include an extensive noise monitoring survey with noise measurements
> collected at representative noise sensitive sites identified
> throughout the corridor. Noise monitoring sites will be selected based
> on the FTA guidelines, which define sensitive land uses and the
> proximity of these land uses to the final location of the guideway
> alignment. In addition to noise measurements at representative noise
> monitoring sites, additional noise readings will be collected at all
> existing properties where a severe impact has been identified in the
> FEIS. To determine existing 24 hour day-night (L~dn~) noise level at
> each location, noise measurements will be collected for duration of
> approximately 20 minutes during peak AM, PM, mid-day, pre-midnight and
> after mid-night periods. Future noise levels from transit operations
> will be determined for a typical mid-week schedule. Where impacts are
> identified using methodology defined in the FTA guidelines, abatement
> requirements on a parcel-by-parcel basis will be identified. Where
> abatement is required, all or some of the mitigation measures
> described below will be implemented. Based on this information, MDT
> would design the project to include:

-   Continuous welded rail trackage

-   A four foot high noise wall along one or both sides of the guideway
    in areas necessary to eliminate or reduce noise impacts based on the
    FTA criteria

-   Incorporation of noise absorbing material having a noise reduction
    coefficient of 0.70 on the interior of the noise wall capable of
    reducing the noise levels by two to three decibels (dBA) in areas
    necessary to eliminate or reduce noise impacts based on the FTA
    criteria

> NV 2: Based on the analysis available at this time, the mitigation
> efforts in Mitigation NV 1 above will reduce the noise impacts at all
> but five receptors to the "no impact" category as defined by FTA.
> These locations include three single-family residences at 2727 NW
> 106th Street, 2701 NW 179th Street, 18700 NW 27th Avenue (Crossing at
> University Apartments -- 1 unit), and the Turf Motel (7000 NW 27th
> Avenue) affecting 9 units, and the Lake Lucerne Apartments (2601 NW
> 207th Street) affecting approximately 16 units. At these locations,
> MDT will negotiate with the property owners or tenants and offer to
> undertake the following mitigation efforts:

-   For the single-family residences, the motel and the 16 apartment
    units, to install replacement windows and/or wall insulation to
    reduce interior noise levels by several dBA

-   For the three-single family residences and as a last resort, offer
    to purchase the property and reimburse the occupants for relocation
    costs, if a fair acquisition and relocation allowance can be
    negotiated

-   For the apartment unit tenants of the impacted apartments in the
    Lake Lucerne Apartment complex, offer to reimburse their cost to
    relocate to another apartment unit, if a reasonable one-time
    relocation cost can be negotiated

> In the event the detailed analysis completed in Mitigation NV 1 shows
> that any of the properties listed above are not impacted, the
> additional mitigation listed will not be required. If the detailed
> analysis in Mitigation NV 1 shows additional properties are impacted,
> MDT will negotiate with the property owners or tenants and offer to
> undertake the following mitigation efforts:

-   For residential and commercial properties, install replacement
    windows and/or wall insulation to reduce interior noise levels by
    several dBA

-   For owner occupied residences, and as a last resort, offer to
    purchase the property and reimburse the occupants for relocation
    costs, if a fair acquisition and relocation allowance can be
    negotiated

-   For residential and commercial tenants, offer to reimburse their
    cost to relocate in or near the North Corridor, if a reasonable
    one-time relocation cost can be negotiated

**Impact---Noise and vibration construction-related impacts:**
Construction of the project would cause temporary noise and vibration
impacts.

**Mitigation:**

> MDT will incorporate construction impact controls into contract
> specifications and construction management plans that require:

-   The development and execution of a noise and vibration plan
    consistent with local noise regulations and FDOT's Standard
    Specifications and FTA's mitigation strategies for noise and
    vibration to include including numeric noise and vibration limits
    and monitoring measures based on local, state or national thresholds

-   Construction of temporary noise barriers, such as temporary walls or
    piles of excavated material, between noisy activities and
    noise-sensitive receivers

-   Routing truck traffic away from residential streets to the degree
    possible to minimized both noise and vibration

-   Locating site construction equipment on the construction lot as far
    away from noise-sensitive sites as possible

-   Operating earth moving equipment on the construction lot as far away
    from vibration-sensitive sites as possible

-   Constructing walled enclosures around especially noisy activities,
    or clusters of noisy equipment

-   Combining noisy operations to occur in the same time period (because
    noise impacts of multiple operations are not cumulative), but phase
    demolition, earth moving and ground-impacting operations so as not
    to occur at the same time (because vibration impacts are less when
    each vibration source is operated separately)

-   Avoiding nighttime activities near residential areas

-   Avoiding impact pile driving where possible in noise-sensitive and
    vibration-sensitive areas and consider the use of vibratory or sonic
    pile driving equipment where geological conditions permit, but
    consideration must be given to their vibratory impacts

-   Using special quieted equipment, such as enclosed air compressors
    and mufflers on all engines

-   Selecting quieter demolition methods, where possible

-   Selecting demolition methods not involving impact, where possible

-   Avoiding vibratory rollers and packers near vibration-sensitive
    areas

-   Providing a careful maintenance and lubrication program for heavy
    equipment

## Section 19: Contamination  {#section-19-contamination .unnumbered}

**Impact---Contamination on property that would be used for the
project:** Based on the Phase 1 study completed during preliminary
engineering there are 43 properties with known contamination, 16 are
ranked as having a "high" risk for finding contamination, and 27 are
ranked as having a "medium" risk.

**Mitigation:**

> **CT 1:** MDT will, during final design, complete a Phase 2 study at
> all sites where there is potential contamination based on the Phase 1
> study. The Phase 2 study would include taking on site samples of soil
> and groundwater. Where contamination is found, a remediation plan
> would be developed for review and approval by the local, state and
> federal agencies having jurisdiction.
>
> Pre-construction characterization of contaminants at excavation areas
> will enable MDT to plan a BMP approach for management of the soil and
> ground water contamination and control of the fugitive dust generated
> during excavation.  MDT will require contractors to prepare a
> Pollution Prevention and Abatement (PPA) plan to minimize the
> potential for public and/or worker exposure to hazardous materials
> during construction. In addition, before construction activities
> proceed, for those sites where the potential for hazardous material
> contamination has been identified and for any site discovered during
> construction, MDT commits to the following measures: 1. completing a
> Site Sampling Plan during final design on all areas identified as
> having high probability of containing surface hazardous materials and
> are in the construction envelope, and 2. preparing a CERCLA-certified
> Site Safety Plan during final design that will establish policies and
> procedures to protect construction workers and the public from hazards
> posed by any hazardous wastes identified in the Site Sampling Plan.
>
> It is anticipated that most of the contaminated sites would be tainted
> with petroleum-based products. Typical remediation would include
> removal of contaminated soil, although in-situ methods such as thermal
> treatment or soil vapor extraction may be used. Treatment of
> groundwater contaminated with petroleum-based products treatment could
> include pump and treat methods, among others. (The health and safety
> discussion directly below provides additional detail relative to
> contamination remediation.)

**Impact---Health and Safety:** The Occupational Safety and Health Act
(OSHA) of 1970, as amended, establishes standards to enhance safe and
healthy working conditions in places of employment throughout the United
States. Each employer is required to furnish a place of employment free
of recognized hazards likely to cause death or serious physical harm to
all employees. The OSHA regulations establish specific standards for
employers to achieve a safe and healthy working environment and
employees have a duty to comply with these standards

**Mitigation:**

> **CT 2:** MDT will, in order to meet OSHA requirements:

-   Follow OSHA and local standards for fire protection and prevention.
    Handling and storage of fuels and other flammable materials during
    construction will conform to these requirements, which include
    appropriate storage of flammable liquids and prohibition of open
    flames within 50 feet of flammable storage areas.

-   Perform detailed investigations of the potential presence of
    contaminants in soil and groundwater prior to construction, using
    conventional drilling, sampling, and chemical testing methods. Based
    on the chemical test results, a mitigation plan will be developed to
    establish guidelines for the disposal of contaminated soil and
    discharge of contaminated dewatering effluent, and to generate data
    to address potential human health and safety issues that could arise
    because of contact with contaminated soil or groundwater during
    construction. The investigation and mitigation plan will follow the
    local, state and federal requirements as appropriate.

-   Cover with plastic sheeting contaminated soils removed during
    excavation and grading activities that remain on site for an
    extended period of time to prevent the generation of fugitive dust
    emissions that migrate offsite

-   Use a licensed waste hauler, applying appropriate manifests or bill
    of lading procedures, as required to haul soil for disposal at a
    landfill or recycling facility

-   Use chemical test results for groundwater samples along the
    alignment to obtain the appropriate permits to evaluate requirements
    for pretreatment prior to discharge to sanitary sewers, storm drains
    or surface waters. Effluent produced during the dewatering of
    excavations will be collected in onsite storage tanks and
    periodically tested, as required under discharge permit
    requirements, for potential contamination to confirm the need for
    any treatment prior to discharge. If required, treatment may
    include:

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-   Settling to allow particulate matter (total suspended solids) to
    settle out of the effluent in order to reduce the sediment load as
    well as reduce elevated metal and other contaminant concentrations
    that could be associated with suspended sediments

-   Construction of a small-scale batch wastewater treatment system to
    remove dissolved contaminants from the dewatering effluent prior to
    discharge to the sanitary sewer including the use of filtration to
    remove suspended solids

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-   Develop a detailed mitigation plan for the handling of potentially
    contaminated soil and groundwater prior to starting construction.

-   Design, if necessary based on environmental conditions, dewatering
    systems to minimize downward migration of contaminants that can
    result from lowering the water table. As necessary, shallow soils
    with detected contamination would be dewatered first using wells
    screened only in those soils. Dewatering of deeper soils would then
    be performed using wells screened only in the zone to be dewatered.
    Dewatering wells would be installed using drilling methods that
    prohibit shallow contaminated soils from being carried deeper into
    the boreholes.

-   Require workers performing activities on site that could involve
    contact with contaminated soil or groundwater have appropriate
    health and safety training. A Worker Health and Safety Plan (HSP)
    will be developed and monitored for the implementation of the plan
    on a day-to-day basis by a Certified Industrial Hygienist (CIH). The
    HSP will specify mitigation of potential worker and public exposure
    to airborne contaminant migration by incorporating dust suppression
    techniques in construction procedures. The plan will also specify
    mitigation of worker and environmental exposure to contaminant
    migration via surface water runoff pathways by implementation of
    comprehensive measures to control drainage from excavations and
    saturated materials excavated during construction. The HSP will
    include provisions for:

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-   Conducting preliminary site investigations and analysis of potential
    job hazards

-   Personal protective equipment

-   Safe work practices

-   Site control

-   Exposure monitoring

-   Decontamination procedures

-   Emergency response actions

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-   Review existing asbestos surveys, abatement reports, and
    supplemental asbestos surveys, as warranted. Perform an asbestos
    survey for buildings to be demolished, as required.
    Asbestos-containing building materials will require abatement prior
    to building demolition. Removal and disposal of asbestos-containing
    materials will be performed in accordance with applicable local,
    state, and federal regulations.

-   Perform a lead-based paint survey for buildings to be demolished to
    determine areas where lead-based paint is present and the possible
    need for abatement prior to demolition.

**Impact---Underground tanks:** Based on the Phase 1 study there are a
number of underground storage tanks that would be impacted by the
project.

**Mitigation:**

> **CT 3:** MDT will require the tanks be removed in accordance with
> local, state and federal requirements. If contamination exists, the
> site(s) will be remediated.

**Impact---Construction-related impacts:** Construction activities
involve the use petroleum and other products and materials that are
potential contaminants. Construction activities would generate dust,
require groundwater removal, and involve excavation.

**Mitigation:**

> **CT 4:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that will:

-   Control dust during construction

-   Control storage and use of hazardous materials

-   Control disposal of groundwater

-   Require a Health and Safety Plan for proper handling of hazardous
    material and contingency plans for handling any spills during
    construction

-   Require the Health and Safety Plan to include emergency response
    procedures in the event of a hazardous material spill

-   Require the Health and Safety Plan to include requirements for
    notifying the proper authorities of any spill of hazardous material

## Section 20: Utilities  {#section-20-utilities .unnumbered}

**Impact---Construction-related impacts:** The project would require
relocating utilities.

**Mitigation:**

> **UT 1:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that, when
> feasible, maintain utility connections, minimize the time without
> service, install new or alternative service before disconnecting the
> existing service, and allow disruptions to service to occur only
> during periods of non-usage or minimal usage

## Section 21: railroads  {#section-21-railroads .unnumbered}

**Impact---Construction-related impacts:** The alignment crosses
railroad tracks in two locations.

**Mitigation:**

> **RR 1:** MDT will design the project to provide vertical and
> horizontal clearances in accordance with the railroad's requirements.
>
> **RR 2:** MDT will incorporate construction impact controls into
> contract specifications and construction management plans that require
> construction over the railroads not interfere with railroad
> operations.

## Section 22: Permits  {#section-22-permits .unnumbered}

**Impact:** There are a number permits required for the project and all
of them are, in some way, related to mitigating environmental impacts
that are discussed in other sections of this chapter.

**Mitigation:**

> **PT 1:** MDT will obtain the following permits:

-   Environmental Protection Agency (EPA)

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-   National Pollutant Discharge Elimination System (NPDES) General
    Permit for discharges from construction activities

-   NPDES Municipal Separate Storm Sewer System Permit (MS4) for the
    construction of stormwater discharge facilities that collect,
    convey, channel, hold, inhibit or divert the movement of stormwater
    and discharges into surface waters

-   Stormwater facilities are necessary since the improvements would
    exceed the impervious surface threshold of five acres. A Storm Water
    Pollution Prevention Plan (SWPPP) is required as part of the
    engineering plans.

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-   Army Corps of Engineers (ACOE)

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-   No permits are required from the ACOE; however, construction
    activities over jurisdictional waters (water management canals)
    require coordination with this agency

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-   South Florida Water Management District (SFWMD)

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-   A SFWMD right of way Occupancy Permit is required under the
    jurisdiction of the water management district for the Project since
    Canals C-7, C-8 and C-9 would be crossed by the guideway

-   An Environmental Resource Permit (ERP) is required for the approval
    of Surface Water Management Systems and for the Management and
    Storage of Surface Water (MSSW)/drainage permit. The ERP is a
    joint-permit application that addresses surface and storage of
    waters. The FDEP and ACOE also review this application.

-   Mining/Dewatering Permit is required for dewatering

-   Use of Works of the District Permit is required for construction
    over the state canals

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-   Florida Department of Environmental Protection (FDEP)

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-   A General Air Compliance and Enforcement Permit is required to
    insure all state air quality control regulations are obeyed

-   An Asbestos Manufacturing and Fabrication Facilities Air General
    Permit for the removal of asbestos is required since demolitions are
    expected within the corridor

-   A Management and Storage of Surface Waters Permit is required since
    surface waters (canals) are present within the corridor.

-   Standard General Permit for Incidental Site Activities

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-   Miami-Dade County Department of Environmental Resources (DERM)

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-   Class II Permit for construction of outfalls to water bodies of
    Miami-Dade County

-   Class V Permit for dewatering of groundwater, surface water, or
    water that has entered an excavation or trench

-   Tree Removal Permit

-   Construction Permit, which addresses the contamination issues within
    the corridor

-   Class VI Permit for construction of any drainage system in the
    vicinity of contaminated areas

-   Class III Permit for construction in canal right of way

-   Notice of Asbestos Renovation or Demolition

-   Storage Tank Removal/Abandonment Permit

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-   Miami-Dade County Planning and Zoning Department

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-   A Category 15 Permit would also need to be obtained for the
    demolition of any commercial or residential structures that may
    exist within a proposed alternative's right of way

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-   Miami-Dade Building Department

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-   Building Permit Application

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-   Florida Department of Transportation

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-   State Highway Access Driveway/Connection Permit

-   Rail Corridor Crossing Permit - Right of Entry Standard Application
    Package

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-   Florida East Coast Railroad

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-   Application for Highway Crossing Over/Under Properties and Tracks

## Section 23: Cumulative and Secondary Impacts  {#section-23-cumulative-and-secondary-impacts .unnumbered}

**Impact---induced development:** The project could generate new
development that could have a number of environmental impacts. The
impact of higher property costs and rents is discussed in Section 9.1.
There could be impacts on community resources, water resources, air
quality, contamination and utilities.

**Mitigation:**

> **CS 1:** The agencies approving development and land use plans
> should, using the regulatory powers available to them, insure:

-   Sufficient community resources are available for the
    post-development demand

-   Community interaction is not hindered by new development

-   Contamination on development sites is properly remediated

-   Local air quality is properly addressed

-   Adequate utility services are available

> **CS 2**: For joint developments, where MDT is a participant, MDT will
> insure:

-   Sufficient community resources are available for the
    post-development demand

-   Community interaction is not hindered by new development

-   Contamination on development sites is properly remediated

-   Local air quality is properly addressed

-   Adequate utility services are available