7. CONCLUSION

FRA finds that the New Haven-Hartford-Springfield Line High-Speed Intercity Passenger Rail Project, as
assessed in the attached May 2012 Environmental Assessment/Environmental Impact Evaluation, satisfies
the requirements of FRA’s Procedures for Considering Environmental Impacts and has determined that
this Project will have no foreseeable significant impact on the quality of the human or natural
environment. This Finding of No Significant Impact is based on the EA, which was independently
reviewed by FRA and determined to adequately discuss the need, environmental issues impacts of the
proposed Project and appropriate mitigation measures. The EA provides sufficient evidence and analysis
for determining that an Environmental Impact Statement is not required.

C hb 8 L 2. 3

Joseph C. Szabo, Adméafstrator
Federal Railroad Administration

This document has been prepared in accordance with FRA’s Procedures for Considering Environmental
Impacts by the Office of Railroad Policy and Development, with assistance from the Office of the Chief
Counsel. This document was prepared in July, 2012. For further information regarding this document,
contact: Colleen E. Vaughn, Environmental Protection Specialist, 1200 New Jersey Avenue, SE
Washington, DC 20590


Colony Street site as the preferred alternative and the Town of Windsor Locks expressed its preference to
relocate the station north of the Town’s Central Business District.

Property Acquisitions and Displacement: Property impacts range from temporary easements for
construction and mobilization to full property acquisitions and building demolition for station and parking
facilities. The Project will result in acquisition of approximately nine properties (13.4 acres), including
eight full property acquisitions and one partial property acquisition that are required for improvements to
existing stations and to construct new stations. Additional minor property acquisitions could be required
for track, at-grade crossing, and bridge and culvert improvements. The Uniform Relocation Act will
apply to any property acquisition. Mitigation will consist of monetary and other relocation assistance to
displaced property owners.

Socioeconomics: Project impacts on socioeconomic conditions will be beneficial. Beneficial regional
and national economic impacts will result due to job creation. In addition, near regional rail stations in
the NHHS Rail Corridor, beneficial economic impacts will result from Project-related induced
development opportunities. The Project will not result in any adverse socioeconomic impacts.

q
Community Resources and Neighborhood Character: The improved Rail Corridor will resuit in a
substantial increase in the number of trains along the rail line, creating potential for a mix of adverse and
beneficial impacts to some study area neighborhoods. Potential impacts include changes in motor vehicle
access, access to services and other businesses, noise, and neighborhood visual and physical cohesiveness
where closure of at-grade crossings may become more frequent and opportunities to cross the tracks may
be reduced, Potential adverse impacts will be mitigated through ongoing coordination with the affected
communities and representative neighborhood organizations during final design to offset those impacts to
the extent feasible and practicable.

Visual Resources and Quality: The NHHS Rail Corridor has served as an active rail line for over 160
years. The NHHS Rail Project will add new railroad platforms, a pedestrian overpass and new parking
facilities at existing and proposed new train stations. These same amenities exist at nearly all of the
existing rail stations in Connecticut along the Northeast Corridor rail line. However, addition of these
improvements has the potential for adverse impacts to the visual environment in the vicinity of the
existing and proposed NHHS rail stations at Wallingford, Berlin, Newington, and Windsor. Any impacts
will be mitigated to the extent possible through landscaping and use of building construction materials,
colors and architectural styles consistent with station sites’ surroundings.

Cultural Resources: The NHHS Rail Corridor runs through an area of southern New England rich in pre-
Colonial archaeological sites, historic-period archaeological sites, historic districts, and individual historic
Properties. The exact nature of all impacts to cultural resources has not yet been identified or fully
evaluated at this time because some of the Project’s infrastructure improvements have been only
conceptually designed. A Programmatic Agreement (PA; Appendix C) among the FRA, FTA, CTDOT,
Connecticut State Historic Preservation Office (CTSHPO), Massachusetts State Historic Preservation
Office (MASHPO), and other section 106 consulting parties (Amtrak and the Mohegan tribe) has been
developed in accordance with 36 CFR § 800.4(b)2. The PA implements a procedural process for further
consultation among FRA, CTDOT, CTSHPO, MASHPO, and other interested parties including Native
American Tribes; identification of historic properties that may be affected by individual elements of the
Project; and resolution of all adverse effects to historic properties that may result from the Project.

The Project may require physical alteration or demolition of historic resources that are individually
eligible for listing in the NRHP or contribute to the significance of the National Register-eligible linear
historic district. Further evaluation of the potential impacts of the individual Projects will be compieted
under the terms of the PA in accordance with Section 106 of the National Historic Preservation Act. In

14


Discharges data layer and three Brownfield sites were identified on the EAP mapping. These sites are
listed in Table 4-32 and are collectively called environmental risk sties — locations where hazardous
materials are known to have been used and/or hazardous waste generated and potentially discharged to
the ground or water. Hazardous Materials and Leachate Waste Maps indicating the location of these sites
in relation to the Rail Corridor can be found in Section 2.6 of Volume II of this EA/EIE.

Pages 170 and 171 Delete Table 4-32 in its entirety and replace with the following:

Table 4-32 -Hazardous Materials Risk Sites within 250 Feet of the Rail Corridor

Study Area Number Site Type
City/Town of Sites yp
New Haven i Leachate Wastewater: Combined Sewer Overflow
Hamden 1 Leachate Wastewater: Industrial pit - seepage
1 Leachate Wastewater: Oil Spill
North Haven 1 Leachate Wastewater: Cooling Water Discharge
i Leachate Wastewater: Former salt storage
1 Leachate Wastewater: Bulky Waste Landfill i
Wallingford 1 Leachate Wastewater: Industrial wastewater
discharge
Meriden 1 Leachate Wastewater: Industrial pit/lagoons
1 Hazardous Materials : Brownfields sites
Berlin I Leachate Wastewater: Solid waste transfer station
Newington 3 Leachate Wastewater: Industrial Wastewater
Discharge
1 Leachate Wastewater: Cooling Water Discharge
West Hartford 1 Leachate Wastewater: Industrial waste discharge
1 Leachate Wastewater: Cooling Water Discharge
Hartford 2 Leachate Wastewater: Cooling Water Discharge
1 Leachate Wastewater: Automobile Junkyard
1 Leachate Wastewater: Oil Spill
2 Hazardous Materials : Brownfields sites
Windsor Locks 1 Leachate Wastewater: Industrial Wastewater
Discharge
Enfield 1 Leachate Wastewater: Sewage Treatment Plant

Page 171 Delete the Impacts paragraph in its entirety and replace with the following:

Impacts

Impacts from environmental risk sites and hazardous materials were evaluated based on proximity of the
proposed Project site(s) to the potential hazardous risk sites. Those hazardous risk sites with potential to
be directly impacted by installation of double-tracking , sidings,or station locations were identified as
potential risk/impact areas.

Page 171 Delete the fifth bullet under Proposed Project in its entirety and replace with the following:

e There are no CERCLIS, leachate wastewater, or other potential hazardous materials sites in the
vicinity of the existing and proposed station locations. However, the property located east of the
tracks adjacent to the proposed new North Haven station was observed in the field to may have
hazardous waste present.


Community
Resources and
Neighborhood
Character

No impacts anticipated.

Minimal impact due to
noise and traffic
congestion at grade
crossings. Project related
impacts on community
resources and
neighborhood character
would be beneficial.

No impacts anticipated.

Visual Resources
and Quality

No impacts anticipated.

No impacts anticipated.

Potential adverse impacts at Berlin
and Wallingford. No impacts
anticipated at other station
locations.

Cultural Resources

Potential Impacts to
Historic Properties

Potential Impacts to
Historic Properties

Potential Impacts to Historic
Properties

Section 4(f) No Impacts to 4(f) No Impacts to 4(f) Potential Impact to 4(f) Property
Properties Properties. ;

Section 6(f) No impacts anticipated. No impacts anticipated. No impacts anticipatéd.

Resources

Transportation No impacts anticipated. Project related impacts on | Increased traffic congestion at 2

transportation options
available would be
beneficial. Increased
traffic congestion at 9
grade crossings.

intersections.

Public Utilities and

No impacts anticipated.

No impacts.anticipated.

May require some utility

Energy Project related impacts on | relocation.
Requirements energy would be
beneficial.
Hazardous Waste and toxic materials | No impacts anticipated. Buildings requiring demolition can
Materials typical of railroad rights- contain lead and asbestos.

of-way.

Safety and Security

No impacts anticipated.

Increased Passenger Train
Frequency and Speed

No impacts anticipated.

Environmental
Justice

No impacts anticipated.

Beneficial impact of new
or improved access to
regional rail service.
Adverse impact from
increased traffic
congestion at several
grade crossings.

Provide stations near to EJ
Populations improving mobility
options. Impact due to increased
traffic congestion at several
intersections.

Secondary and

No impacts anticipated.

Secondary impacts are

Secondary impacts are generally

Cumulative generally beneficial due to | beneficial due to induced

Impacts induced development. development. Potential for traffic
congestion impacts at intersections
as station development increases.

Construction Impacts will be No impacts anticipated. Impacts will be temporary,

Impacts temporary, including train including lane restrictions, train

speed restrictions, noise,
air quality, water quality,
disposal of construction

waste, contaminated soils, i
and utility impacts. Hl

speed restrictions, noise, air
quality, water quality, disposal of
construction waste, contaminated

soils, and utility impacts.



Appendix A:
Comment Letters and Responses on the EA/EIE
(On ed)


Page ES-7 West Hartford Station; revise the second line to delete the word “unused”.

Page ES-12 Air Quality, third paragraph; revise the first sentence to read: Beginning in December 2012,
a quantitative...

Page ES-20 Environmental Justice, second paragraph; revise the first sentence to delete the word
“indirect”.

Page ES-27 Table ES-1- Summary of Potential Environmental Consequences & Potential
Mitigation, 4.4.11 Transportation; for the Increased Passenger Train Frequency and Speed revise the
proposed mitigation to read: Traffic congestion at grade crossings will be mitigated with traffic signal
and intersection improvements.

Page ES-27 Table ES-1- Summary of Potential Environmental Consequences & Potential
Mitigation, 4.4.11 Transportation; for the Station Improvements revise the proposed mitigation to read:
Proposed Mitigation: Traffic congestion at intersections will be mitigated with traffic signal and
intersection improvements. 7

Page 3 This EA/EIE is organized as follows; revise the text for the fourth bullet to read,
¢ Section 5 summarizes agency and public...

Page 36 Table 4-1- Summary of Potential Environmental Consequences & Potential Mitigation,
4. 4.11 Transportation; for the Increased Passenger Train Frequency and Speed revise the proposed
‘io read; Traffic congestion at grade crossi be mitigated with traffic signal and
intersection improvements.

Page 36 Table 4-1- Summary of Potential Environmental Consequences & Potential Mitigation,
4.4.11 Transportation; for the Station Improvements revise the proposed mitigation to read: Proposed
Mitigation: Traffic congestion at intersections will be mitigated with traffic signal and intersection

improvements.

Page 169 Table 4-31 Energy Requirements; revise the heading of the second column to read: Reduction
in VMT

Page 169 Delete the Methodology paragraph in its entirety and replace with the following:
Methodology

Hazardous waste sites were identified using the EPA’s Comprehensive Environmental Response,
Compensation, and Liability Information System (CERCLIS) GIS coverage for those towns located
in the New Haven-Hartford-Springfield Rail Corridor in Connecticut and Massachusetts. In addition, the
EPA’s Brownfield mapping, CT DEEP GIS coverage, Landfill Leachate and Wastewater Discharges,
and MassGIS (MassDEP) were used to augment the CERCLIS information obtained for the study
corridor. Potential hazardous materials sites located within 250 feet of the Rail Corridor were
identified on Project mapping (included as Section 2.6 of Volume II of this EA/EIE). No field
verification or visual inspection of these locations was conducted.

Page 170 Delete the second paragraph of Existing Conditions in its entirety and replace with the
following:
Based on GIS analysis, the Rail Corridor contains no CERCLIS-listed sites within 250 feet of the rail line.

Twenty-one leachate wastewater sites were identified on the CT DEEP Landfill Leachate and Wastewater


redevelopment can be expected to be stimulated in the vicinity of new or significantly upgraded station
locations. Secondary impacts of the Project are anticipated to be mostly beneficial effects resulting from:

¢ Improved access and connectivity within the NHHS Rail Corridor, the New England region and
its communities;

© Improved air quality from reduced traffic volumes;

¢ More employment opportunities due to increased accéss to jobs and the creation of new jobs
associated with induced development; and

¢ Stimulation of TOD and community sustainability.

Cumulative Impacts: Cumulative impacts are impacts upon the environment that result from the
incremental effect of the project when added to other past, present and reasonably foreseeable future
actions regardless of what agency (federal or non-federal) or person undertakes such other actions.
Cumulative impacts can result from individually minor but collectively significant actions taking place
over a period of time.

Overall cumulative effects of the development of the projects can be expected where new devélopment
emerges consistent with smart growth principles advocated by the State of Connecticut, Commonwealth
of Massachusetts, and State of Vermont. These include concentrating new development in designated
growth areas, preserving neighborhood character as development occurs, and locating new growth where
Supportive infrastructure, including all modes of transportation, is available.

Regional cumulative impacts due to the station improvements generally will occur when the impacts of
new local development or redevelopment new or improved station locations are added together. All
proposed stations locations occur in existing well-developed communities where growth or change in land
use patterns is ongoing. Adverse cumulative impacts for the station locations are not expected to be
substantial, because changes in land use (development and redevelopment) are assumed to be managed
consistent with local land use policies and regulations.

Potential mitigation of cumulative impacts include traffic signal and intersection improvements to
mitigate potential traffic congestion where station development increases.

E. CONSTRUCTION IMPACTS

Construction Period Impacts: Construction of the Project will result in some temporary construction
period impacts, which would be minimized or mitigated through design- and construction-related
measures and controls and implementation of plans developed in compliance with applicable state and
federal requirements. Potential impacts would include fugitive-dust emissions; light pollution during any
nighttime construction activity; erosion and sedimentation of wetlands, waterways and reduced quality of
surface and ground waters; contaminated materials exposure; business disruptions; and localized
increases in traffic volumes, parking relocation and detours to typical traffic patterns. Overall, the Project
is anticipated to take approximately 60 months but may take longer based on funding availability. Track
and signal work for comparable stretches of rail line often can be completed within a matter of weeks.
Bridge and culvert repairs may be seasonally limited; the duration of work depends on both Project scope
and the availability of track outages. Station improvements are expected to take approximately 18 months
each.

CTDOT has committed to a highly proactive communications program that relies on providing impacted
parties detailed information about the Project and Project activities through the Project website,
Facebook, Twitter, newsletters, press releases, public meetings and other written materials and


A third siding will be addressed as part of a site-specific (Tier-2) NEPA evaluation. This proposed siding
would be located as follows:

Armory Street Siding (MP 62.3-62.9): This siding, consisting of construction of a parallel track, will
provide access to the proposed Springfield layover and light maintenance facility, described above. This
siding will be constructed only if the Armory Street site is selected as the location for the permanent
layover and light maintenance facility.

Bridges and Culverts: The Project includes construction or repair of 42 structures under the tracks
called “under-grade bridges,” four overhead bridges and 61 culverts on the NHHS Rail Corridor.

5. PUBLIC INVOLVEMENT AND AGENCY AND RAILROAD COORDINATION

Agency coordination and public involvement for the Project were conducted in accordance with NEPA
and CEPA. On May 8, 2012, CTDOT posted the May 2012 EA/EIE on its web site and at select physical
locations, and requested all comments be received via e-mail or post marked by June 22, 2012?
Additionally, a Notice of Availability for the EA/EIE with the comment due date was posted in the
Connecticut Environmental Monitor and published in several newspapers. The EA/EIE was also sent via
mail to federal, state, and local agencies, as well as, municipal and regional planning agencies located
along the Rail Corridor. One federal and three state agencies submitted written comments on the EA/EIE.
The MPO and five municipalities submitted written comments on the EA. About 135 organizations and
individuals provided written or oral comments on the EA/EIE. Agency and individual concerns included
such topics as:

* Strong support for the project recognizing the beneficial potential for TOD and a desire to expand
rail service to locations outside of the scope of the project.

* A preference to construct the rail project in lieu of the Hartford-New Britain Busway which is a
separate project.

¢ Strong support for relocating the Windsor Locks Station north of the Winsor Locks Central
Business District and the Wallingford Station to the Parker Street/North Colony Street site.

¢ Encouraged continued coordination with the towns during design so that the work will be
compatible with their development plans and local funding.

¢ Encouraged CTDOT to make improvements to railroad infrastructure not required for the project
scope.

¢ Request for clarification or expressing concern regarding impact to environmental resources of
noise, property acquisitions, traffic, parking, pedestrian/bike access, train schedules, energy
savings, safety and security, future electrification, and equipment to be used.

© Corrections to mapping and other technical issues included in the EA.

¢ Request for information on the project cost, benefit, and economic impact.

All comments are included in Appendix A along with CTDOT Tesponses. Agency coordination and
public involvement for the Project were conducted in accordance with NEPA and CEPA.

6. ENVIRONMENTAL CONSEQUENCES AND MITIGATION

A summary of environmental consequences and mitigation as further discussed in the EA/EIE follows:


Cultural Resources

Mitigation will be as stipulated in Programmatic Agreement.

| Section 4(f) Mitigation to be determined by FRA in Consultation with SHPO
Section 6(f) Resources None
Transportation Traffic congestion at grade crossings and intersections will be mitigated with

traffic signal and intersection improvements.

Public Utilities and Energy
Requirements

Coordinate with utilities to eliminate or minimize disruption.

Hazardous Materials

Investigation during final design. Develop and comply with Waste
Management Plan.

Safety and Security

Grade crossings will be improved with supplemental safety devices.

Environmental Justice

Traffic congestion at grade crossings and intersections will be mitigated with
traffic signal and intersection improvements.

Secondary and Cumulative
Impacts

Traffic congestion at grade crossings and intersections will be mitigated with
traffic signal and intersection improvements.

Construction Impacts

Mitigation incorporating Best Management Practices, maintenance of traffic,
and compliance with permits.

Irreversible and Irretrievable

None

Commitment of Resources A

2. PURPOSE FOR THE PROJECT

The purpose of the Project is to increase the safety, quality, frequency, reliability, and speed of passenger
service along the NHHS Rail Corridor and to address the current and future transportation needs of
Connecticut, Central Massachusetts, Boston, and Vermont. This Project also will fulfill Connecticut’s
goal of providing additional commuting options along the corridor by increasing the number of daily
trains through several communities along the corridor.

Currently, passenger service consists of no more than the six to eight daily round-trip passenger trains
between New Haven and Springfield (with one continuing to Washington, D.C.) and a single daily round
trip between Washington, D.C., via New Haven and Springfield, and St. Albans, Vermont. At New
Haven, the corridor connects with Amtrak trains to New York and Boston, as well as commuter rail
service operated by Metro-North Railroad to New York City and Connecticut Shore Line East service,
operated by Amtrak, to New London, Connecticut. The Project comprises significantly enhanced
passenger rail service in the existing NHHS Rail Corridor, with up to 25 daily round-trip trains (up to 50
one-way trips per day) by 2030, an increase of up to 19 trips per day. Related operational improvements
include an increase in the capacity of the line to accommodate additional trains, an increase in train speed
from a maximum of 80 miles per hour (mph) to a maximum of 110 mph, service to several new regional
train stations, and a reduction in scheduled travel times.

3. NEED FOR THE PROJECT

The current rail infrastructure between New Haven, Connecticut, and Springfield, Massachusetts is
insufficient to handle the growth expected in the Northeast market. The need for the Project is to address
the congestion, capacity constraints, and population and expected ridership growth in the Project area.
‘The Northeast market for intercity travel is estimated to reach 200 million medium-distance trips
(between 100 and 400 miles) across all major transportation modes — auto, air, and rail — by 2025. With
expected demographic growth, and increased capacity constraints on the study area’s highways and at
major airports, Amtrak’s preliminary estimates are that intercity passenger rail ridership in the Northeast
could double by 2030,


Irreversible and
Irretrievable
Commitment of
Resources

No impacts anticipated.

No impacts anticipated. No impacts anticipated.

A summary of mitigation measures for the Project is provided in Table 2.

TABLE 2
Environmental Resource Mitigation
Air Quality None

Noise and Vibration

Appropriate mitigation of severe wayside noise impacts will be investigated on
a case by case basis. As part of the project, Amtrak will install supplemental
safety devices required for Quiet Zone designation at all public crossings along
the NHHS rail corridor. This will enable the affected municipalities and Amtrak
to jointly apply to FRA, which would make a determination on the,
appropriateness of the Quiet Zone designations, thus mitigating trafn horn noise.
There are eight grade crossings north of MP 48.43 (Phase 3B) that will need to
be addressed when Phase 3B funding becomes available to double track this
portion of the project and increase passenger service these eight grade crossings
will be either improved or closed as described in Table 4-34 of the EA/EIE to
allow them to be designated as Quiet Zones. Other options for horn noise
mitigation may include wayside horns, barriers, or insulation.

Topography and Geology

None

Floodplains and Stream Channel
Encroachment Lines

Mitigation will be provided through coordination with CTDEEP and compliance
with all federal requirements.

Critical Environmental Areas
and Threatened and Endangered

Impacts will be avoided and/or mitigated through further design and
coordination with CTDEEP.

Species

Water Resources and Water Coordinate with CTDEEP and FRA, including appropriate mitigation and
Quality comply with all federal and state requirements.

Wetlands Impacts to be reduced by minimizing expansion of ROW and mitigated through

CTDEEP and USACE permitting process and appropriate compensatory
mnitigation.

Wild and Scenic Rivers,
Navigable Waterways, and
Coastal Resources

None

Prime Farmlands and Farmlands
of Statewide Importance

Mitigation through application of the Farmland Conversion Impact Rating
Form, and compensatory mitigation.

Land Use and Zoning

None

Consistency with State, Regional
and Local Plans

Continue to consult with Towns of Wallingford and Windsor Locks

Property Acquisitions and
Displacements

Uniform Reiocation Act will apply to any property acquisition or taking.

Socio-economics

None

Community Resources and
Neighborhood Character

Horn noise will be mitigated by establishing Quiet Zones where practical and
feasible. Traffic congestion at grade crossings will be mitigated with traffic
signal and intersection improvements.

Visual Resources and Quality

Impacts to be minimized and mitigated through ongoing community
| coordination and design reviews.



correspondence. CTDOT and MASSDOT will work with all entities involved in the planning and
implementation of construction work — including Amtrak and contractor forces — to maximize
communications with the public and coordinate notifications in advance of work activities, track outages,
and any schedule changes in train service.

During final design and construction, Best Management Practices (BMPs) will be followed for track
restoration, construction of rail siding, bridge and culvert repair and replacement and station
improvements. These BMPs include design features to properly manage storm water during and after
construction, as well as temporary measures to minimize direct and indirect impacts during construction.

All design and construction activities will be conducted in conjunction with CTDOT’s Standard
Specifications for Roads, Bridges, and Incidental Construction (Form 816); CTDOT’s Drainage Manual
and the FEMA National Flood Insurance Program (NFIP) so that site runoff does not cause adverse
flooding or indirect scour effects on adjacent or downstream lands; CT DEEP Connecticut Storm water
Quality Manual (2004); any applicable Massachusetts’ requirements, and FEMA NFIP requirements to
reduce the potential for offsite flooding impacts associated with drainage and storm water runoff.
Low-impact development and other innovative techniques, such as the use of pervious pavemenits and
rain gardens, will be considered by designers during final design to minimize potential storm water and
flooding impacts.

With respect to potentially contaminate media, design plans will include measures to mitigate potential
impacts from construction waste activities (spoils, debris, etc.) in compliance with federal and state
environmental regulations.

Irreversible and Irretrievable Commitment of Resources: Construction of the Project will result in an
irretrievable and irreversible use of energy, construction materials, and human labor. It will also require a
commitment of federal and state funds that are not retrievable for construction and future maintenance
over the life of the facility. Labor, energy and natural resources will also be used in the fabrication and
preparation of construction materials. However, none of these resources are in short supply and their use
will not have an adverse effect upon the continued availability of these resources.


elements, but would require a parking structure. The Parker Street site offers vehicle access to both
platforms and would not need a parking structure. During the public comment period the Town of
Wallingford made a clear recommendation that their preferred alternative was the Parker Street/North
Colony Street site for a new station. CTDOT concurs with this recommendation. A copy of the Town of
Wallingford’s letter is included in Appendix B.

Meriden Station: High-level platforms and a parking structure will be added to support use of the existing
station.

Berlin Station: High-level platforms will be constructed near the existing station building, which will be
renovated by the Town of Berlin as part of a separate project.

Hartford Union Station: At this existing station, the single 500-foot-long platform will be retrofitted or
elevated to provide high-level boarding to trains.

Windsor Station: High-level platforms will be constructed near the existing station on Mechanic Street.

Additional parking will be added on the east side of the tracks. t

Windsor Locks Station: Two alternative station site options, each including improvements to support a
bus shuttle connection to Bradley International Airport, were considered for this station: 1) the existing
station location on South Main Street (Route 159) adjacent to the Connecticut River, near Interchange 42
of Interstate 91 and approximately 1 mile south of the Town’s central business district; and 2) north of the
town’s central business district, as part of a proposed renovation and expansion of the Windsor Locks
Commons development, and adjacent to an existing historic station structure. The CTDOT supports the
Town’s goal of Transit oriented development (TOD) and revitalization. Insofar as Phase 3B (which
includes the Windsor Locks station) is not currently funded, future funding sources would need to be
identified in order to construct any station improvements in Windsor Locks.

Springfield Union Station: High-level platforms will be constructed for one or more of the platforms
served by passenger trains at the existing Amtrak Springfield Union Station.

Layover and Light Maintenance Facility: The Project includes construction of a train layover and light
maintenance facility in the Springfield, MA vicinity. The facility, required to support the planned 2030
service level, will be used for overnight storage, cleaning, and light maintenance of three regional trains.
Three sites are being considered for the Springfield layover and maintenance activities: Armory Street site
the Amtrak Sweeney Yard Site south of Springfield Union Station, and a site along the tracks within
Springfield Union Station. Prior to the release of construction funding for this facility, CTDOT will
undertake additional site-specific NEPA evaluations in consultation with FRA.

Sidings: Construction of two new railroad passing sidings is included in the Project. The sidings will run
parallel to the main line tracks and will be used to hold freight trains to avoid delays to passenger trains.
For the sidings, sufficient analysis has been completed in the EA/EIE to meet the requirements of a Tier-2
site-specific (or Project) environmental review, so no further analysis will be conducted. The sidings will
be located as follows:

Berlin Siding (MP 26.6-27.8): This siding will reduce train conflicts south of Hartford for Connecticut
Southern Railroad (CSO) trains serving local area shippers.

Hartford Yard Siding (MP 37.2-38.8):

Yard and provide storage for freight tr
turning passenger trains.

his siding will be located within the existing Hartford Railroad
ns operating to and from the yard and adjoining branch Lines and


Section 2.6 of Volume II Delete the Hazardous Materials and Leachate Waste maps (28 sheets) in
their entirety and replace with Appendix B of this FONSI.


New Haven-Hartford-Springfield Rail Corridor
High-Speed Intercity Passenger Rail Project

Federal Railroad Administration

FINDING OF NO SIGNIFICANT IMPACT

1. INTRODUCTION

The Connecticut Department of Transportation (CTDOT) is proposing the New Haven-Hartford-
Springfield (NHHS) High-Speed Intercity Passenger Rail Project (Project), a program of rail
infrastructure and service improvements under the Federal Railroad Administration’s (FRA) High-Speed
Intercity Passenger Rail (HSIPR) Project along the existing 62-mile NHHS Rail Corridor between New
Haven, Connecticut and Springfield, Massachusetts. The 62-mile NHHS Rail Corridor is owned and
operated by the National Railroad Passenger Corporation (Amtrak). Historically, the NHHS Rail
Corridor included two or more tracks along its entire length, but today consists of just 23.3 miles of
double track and 38,7 miles of single track. The southern and northern termini are, respectively, at Union
Station in New Haven, Connecticut, and just east of Springfield Union Station in Springfield,
Massachusetts.

The FRA awarded to CTDOT three grants totaling $190.9 million toward the cost of designing and
constructing the NHHS Project. As the lead federal agency, FRA has overall responsibility for
completing the environmental review process and ensuring CTDOT complies with the environmental
review requirements in the National Environmental Policy Act (NEPA) 42 U.S.C. 4331 et seq., NEPA’s
implementing regulations at 40 CFR Part 1500 et seq., and FRA’s Procedures for Considering
Environmental Impacts (“FRA Environmental Procedures”) (64 FR 28545, May 26, 1999).

This Finding of No Significant Impact (FONSI) is for the NHHS Project and is being made at the Tier 1
level of review. FRA, the Federal Transit Administration (FTA; Cooperating Agency) and CTDOT
prepared a Tier-1 Environmental Assessment (EA/EIE) in May 2012 to analyze the potential
environmental impacts of the proposed improvements. The EA/EIE was also prepared in accordance with
the Connecticut Environmental Policy Act (CEPA), Connecticut General Statutes Sections 22a-la
through 22a-th, and meets the requirements for preparation of an Environmental Impact Evaluation
(EIE). The Tier 1 EA/EIE was consistent with FRA’s guidance on Compliance with NEPA in
Implementing the HSIPR, issued August 13, 2009 (which describes Service NEPA for corridor
programs).’ Prior to release of construction funding for the remaining individual phases and site-specific
Projects within the NHHS Rail corridor, FRA or FTA, CTDOT and/or Massachusetts DOT (MASSDOT)
will complete all required site-specific (Tier-2) NEPA evaluation, documentation, and required
determinations.

' Tiering is a concept encouraged by the Council on Environmental Quality (CEQ) in environmental impact assessment reviews,
So as to eliminate repetitive discussions of the same issues and focus on the actual issues for decisions at each level of
environmental review (see 49 CFR §1502.20 and §1508.28). This Tier-1 Service-level NEPA addresses broader issues and likely
environmental effects for the entire Rail Corridor relating to the type of service(s) being proposed, including cities and stations

‘ved, route alternatives, ‘368 of operations (speed, electric, or diesel powered), ridership Projections,
major intrastructure components, and identification of major termunai area or facility capacity constraints.



CTDOT will be required to secure a Flood Management Certification from the CT DEEP for all work
involving impacts to the 100-year floodplain or floodways in Connecticut. In addition, a SCEL permit
will be required from the CT DEEP. For any locations where flood storage volumes and/or flooding are
projected to be adversely affected, compensatory mitigation will be required. This may involve creation
of new flood storage capacity to offset lost flood storage, provided cither at or immediately adjacent to the
site of the impact.

B. NATURAL ENVIRONMENT

Critical Environmental Areas and Threatened and Endangered (T&E) Species: A variety of TRE
species and/or their habitats occur near many of the Project’s improvements in Connecticut. No species
or habitats of concern were identified near the proposed Armory Street site being considered for a
layover/maintenance yard in Springfield. The other layover/maintenance sites under consideration
(Springfield Union Station and the Sweeny site) would require virtually no improvements. Therefore, no
impacts to T&E species and/or their habitats will result from the Massachusetts potion of the Project.

Many of the 18 Connecticut-listed species are located in the vicinity of several regional rail station sites
and double-tracking segments in Connecticut. Therefore, potential impacts could occur along the
corridor. As the Project design advances, additional coordination with the CT DEEP will be required to
determine whether the species and habitats of interest actually occur at the specific improvement sites and
to identify the need for field surveys and avoidance and/or protective measures for the particular
location(s).

Water Resources and Water Quality: No impacts to groundwater are anticipated with the Project. Some
potential exists for adverse impacts to surface waters from changes in stormwater flows from impervious
surfaces and erosion and sedimentation during the period of active construction. There may be temporary
impacts to some surface waters during construction, particularly during repairs and/or replacement of
culverts and bridges. The installation of the new Berlin siding has the potential to affect Piper Brook near
the Newington/New Britain Town Line. This siding is being deferred to a later stage of funding so it is
being evaluated only to the Tier 1 level. During final design the track length, track centers, and track bed
will be adjusted to minimize impact to this waterway and its tributary. In order to avoid or substantially
reduce potential water quality impacts associated with the Project, design details will be developed to
avoid adverse impact. Final designs will be coordinated and permitted with the CT DEEP and
Massachusetts Department of Environmental Protection (MADEP) and other resource agencies.

Wetlands: Forty (40) wetland systems have been identified within the study corridor from Hamden,
Connecticut, to Longmeadow, Massachusetts. Restoration of double-tracking and construction of rail
sidings would directly impact approximately 3.9 acres of wetlands along the NHHS Rail Corridor in
Connecticut; .6 acre due to sidings and .7 acre due to double track in the EA/EIA and 2.6 acres due to
double track in the CEs for Phases 1 and 3A. Potential indirect impacts to off-site wetlands, particularly
from stormwater runoff, will be negligible due to application of pertinent design and construction
standards during later design phases of the Project. Wetland impacts are also anticipated from culvert and
bridge repairs or replacements. As the Project's design progresses, any direct wetland impact that cannot
be avoided will be minimized through design measures, to the greatest extent practicable. CTDOT will
mitigate all wetland impacts in coordination with the ACOE and the CT DEEP and following the
guidelines set forth in the ACOE New England District Compensatory Mitigation Guidance (July 20,
2010).

Wild and Scenic Rivers, Navigable Waterways, and Coastal Resources: No watercourses within the
study corridor are included in the National Wild and Scenic Rivers System or are currently under
consideration for such a designation. Navigabie waterways that cross the study corridor inciude major

12:


A. PHYSICAL ENVIRONMENT

Air Quality: The Project will not result in any local or regional short-term or long-term adverse air
quality impacts. As the proposed Project will comply with current contro! measures and will be
consistent with emissions budgets, it is determined to be in conformity with the Clean Air Act, as
amended, pursuant to all applicable U.S. Environmental Protection Agency (EPA) regulations.

Noise and Vibration: There are 49 existing at-grade crossings on the NHHS Rail Corridor. At each of
these locations, trains will be sounding their horns as a safety warning to alert people near the railroad
right-of-way of an oncoming train. To assess noise impacts, CTDOT used the FRA Horn Noise model.
Additional noise analysis will be required when the permanent layover/maintenance facility is advanced
to Tier 2 environmental documentation to support the 2030 level of train service, as there are residences
within 250 feet of the preferred alternatives proposed facilities and tracks. However, the presumption is
that train horn noise will result in moderate to severe noise impacts when the Project is operating at the
year 2030 level. As the Project advances to final design, mitigation options will be evaluated to
determine their appropriateness and feasibility. CTDOT will evatuate potential vibration-sensitive
receptors on a case-by-case basis and determine the impact and the need for mitigation, basedjon the
proposed Project’s track configuration determined during the final design phase or Project development.

As part of the proposed Project, Amtrak will add supplemental safety devices at all public crossings along
the NHHS Rail Corridor, as necessary, to meet Quiet Zone requirements and to provide additional safety
protection to prevent motorists from attempting to drive around the gates. This would enable the affected
municipalities and Amtrak to jointly apply to FRA, which would make a determination on the
appropriateness of the Quiet Zone designations. Other options for horn noise mitigation include wayside
horns, barriers, or insulation. CTDOT is committed to assisting the local communities in applying for
Quiet Zone designation which would be used to mitigate severe train-horn noise impacts.

Topography and Geology: The topography, geology, seismicity, and soils within the study corridor are
stable and suitable for the Project, which would not result in impact to topography or geology. During the
final design phase of the Project, more detailed geotechnical analyses will be performed, including test
borings along the corridor to enable the final design to accommodate all of the conditions encountered at
specific locations of construction. Details of this analysis are provided in the Environmental Resource
Analysis reference document which is part of the EA/EIE.

Floodplains and Stream Channel Encroachment Lines: Relative to Executive Order 1 1988 on
floodplain management, every effort will be made to avoid Project-related impacts to floodplains. Impact
avoidance, minimization, and mitigation measures will be investigated and implemented, as appropriate,
in conformance with Federal Emergency Management Agency (FEMA) and State of Connecticut
regulations.

Impacts to 100-year floodplains will total approximately 10.7 acres of encroachment. Most of this
acreage will be associated with improvements at existing stations and construction of new stations. Other
impacts will result from restoration of double track and construction of the Berlin Siding (MP26.6-27.8).
Some of the station work in floodplains will be for surface parking lots, which will be constructed to
match existing grades, to the extent possible, thereby minimizing fill volumes in the floodpiain, which
could otherwise cause adjacent flooding effects. Proposed parking garages and overpass structures at the
stations could also reduce the flood storage capacity of the floodplains. Additional encroachment impacts
will affect approximately 1.0 acre of floodways and approximately 2.1 acres of SCELs due to the
restoration of double track and construction of the new rail siding.


4, ALTERNATIVES EVALUATION

Two alternatives were considered for the proposed Project, the No-build Alternative and the proposed
Action (Build Alternative). There are no other reasonable alternatives to the proposed action and the
build alternative involves little right of way (ROW) acquisition, and does not involve significant social,
economic, or environmental impacts.

No-Build Alternative

The No-Build Alternative assumes that passenger rail infrastructure in the NHHS Rail Corridor would be
maintained in a state of good repair, potentially including any necessary safety and state-of-good repair
improvements to the Connecticut River Bridge and the Hartford Viaduct. The No-Build Alternative also
includes standard maintenance of up to 46 bridges and 115 culverts throughout the corridor that are not
included in the Project. No restoration, improvement or new construction of passenger rail infrastructure
would be undertaken in the corridor except as required by Amtrak to maintain safe rail operations. The
No-Build does not meet the Project’s Purpose and Need of improving safety of the existing rail service,
providing greater mobility by increasing train speeds, and improving access by increasing the;number of
daily trains.

Build Alternative
The Build Alternative includes the following operational improvements to the rail infrastructure
improvements:

Double Tracking: Replacement or restoration of approximately 35 miles of second track. The new or
restored track wil] be aligned to support speeds of up to 110 mph. There are five sections of new double
track:

North Haven to Meriden (MP 7.1 to MP 17)

Meriden to Newington (MP 20.3 to MP 31.1) (Phase 1 CE, App. 1)
Hartford (MP 31.1 to MP 35.1)

Hartford to Windsor (MP 37.2 to MP 43.0) (Phase 3A CE, App. 1)
Windsor to Enfield (MP 46.7 to MP 49.0 and MP 50.4 to MP 54.8)

Amtrak also plans to widen the distance between the two tracks by two feet (to 15 feet between track
centers) where feasible, to enhance ride quality and simplify track maintenance.

Existing Intercity Stations: The existing train stations at New Haven, Wallingford, Meriden, Berlin,
Hartford, Windsor, Windsor Locks, and Springfield will continue to provide Amtrak intercity rail service;
however, improvements to some of those stations are planned, as follows:

Wallingford Station: The existing station location is not compatible with addition of high-level platforms,
which would block local streets. Three alternative sites were considered for relocation of this station: 1)
just north of the existing station on North Cherry Street; 2) further north near the intersection of Parker
and North Colony Streets, with split parking accessed from both North Cherry and North Colony Streets);
and 3) south of the existing station on Ward Street, adjacent to Judd Square. The North Cherry Street
location was dismissed from further consideration because roadway traffic across downtown Wallingford
would experience unreasonable delays when at-grade crossing gates are deployed while the train is
stopped for passengers. Moving the station to Parker Street or Judd Square would reduce (but not
eliminate) delays in the center of Wallingford related to gate closures. A station at the Judd Square site
would be co-located with high-density housing an¢ could incorporate more transit-oriented design


Appendix B:
Errata to the EA/EIE


near the tracks or the
grade crossing would be
impacted by project-
related train noise.
Vibration: No vibration
impacts anticipated.

Topography and

No impacts anticipated.

No impacts anticipated.

No impacts anticipated.

Geology
Floodplains and Anticipated impacts of up | No impacts anticipated. Up to 1.0 acre of floodplain
Stream Channel to 0.5 acres floodway, 2.1 impacts at Meriden station.
Encroachment acres floodplains, and 0.3
Lines acres stream channel

encroachment lines

(SCEL) from double-

tracking and rail siding.

Additional impacts from

bridges and culverts.
Critical 17 listed species and/or No impacts anticipated. Two listed species and/or their
Environmental their habitats occur in CT habitats occur in CT i vicinity of
Areas and in vicinity of double-track Wallingford station.
Threatened and areas.
Endangered
Species
‘Water Resources No impacts anticipated to_| No impacts anticipated. No impacts anticipated to ground

and Water Quality

ground water, some
potential impacts to
surface water,

water, some potential impacts to
surface water.

Wetlands

Up to 0.8 acres of
potential impact from
double-tracking and rail
siding. Additional impacts
from bridges and culverts.

No impacts anticipated.

No impacts anticipated.

Wild and Scenic
Rivers, Navigable
Waterways, and
Coastal Resources

No impacts anticipated.

No impacts anticipated.

No impacts anticipated.

Prime Farmlands
and Farmlands of

Potentially a total of 2.2
acres of impact along the

No impacts anticipated.

No impacts anticipated.

Statewide entire project.

Importance

Land Use and No impacts anticipated, No impacts anticipated. Proposed use is consistent with
Zoning local zoning. Both beneficial and

adverse impacts for station
locations. No other anticipated
land use impacts.

Consistency with
State, Regional and
Local Plans

No impacts anticipated.

No impacts anticipated.

The Towns of Wallingford and
Windsor Locks have selected a
preferred station location.

Property
Acquisitions and
Displacements

No impacts anticipated.

No impacts anticipated.

8 full and ! partial property
acquisitions, which would be
consistent with local development
plans.

Socio-economics

No impacts anticipated.

Project related impacts on
socioeconomic conditions
| would be beneficial.

No impacts anticipated.



addition, potential mitigation measures will be identified and developed under the terms of the PA in
consultation with FRA and the CTSHPO.

Section 4(f) Resources: Under Section 4(f) of the Department of Transportation Act of 1966, (now
codified at 49 U.S.C. § 303), FRA may not approve the use of a Section 4(f) property, unless it
determines that there is no feasible and prudent alternative to avoid the use of the property and the action

" includes all possible planning to minimize harm resulting from such use or the Project has a de minimis
impact consistent with the requirements of 49 U.S.C. § 303(d). Section 4(f) properties are publicly
owned parks, recreation areas, or wildlife and waterfowl refuges or properties of a historical site of
national, state, or local significance as determined by the federal, state, regional, or local officials having
jurisdiction over the resource.

No publicly owned parks, recreational areas, wildlife or waterfowl refuges will be used by the proposed
Project. However, the NHHS Rail Corridor contains historic districts and individual historic properties
that are either eligible for or listed on the NRHP. Potential Impacts include physical alteration or
demolition of some historic resources. The exact nature of those impacts has not yet been identified
because some of the Project’s infrastructure improvements have been only conceptually designed or have
not yet advanced to that stage. Final determinations of Section A(f) applicability and use will-bé made by
the FRA. FRA will undertake further section 4(f) analysis as a part of the Tier 2 environmental reviews.
These analyses will be completed following the identification of National Register listed or eligible
historic properties that would be impacted by the Project and, therefore, are Section A(f) properties. Any
Section 4(f) evaluation(s) will be incorporated into a decision document(s), which will be issued by the
FRA.

Section 6(f) Resource: Section 6(f) resources are municipal parks or open space properties that have
either been purchased, maintained or enhanced with funding from the 1965 LWCFA. There are no
Section 6(f) properties located with the Project area.

Transportation: Increased rail service associated with the Project will provide increased mobility and
accessibility for pedestrian and bicycle traffic as well:as afford intermodal opportunities with public
transit. Increased ridership may adversely impact roadway Levels of Service (LOS) adjacent to station
areas; however the major roadways within the study area will have an overall reduction in Vehicle-Miles
Traveled (VMT).

Railroad: A detailed NHHS operations modeling simulation was performed to determine the projected
performance of the future freight and passenger service, compared to the existing service. As the
frequency of passenger rail service grows, freight service tonnage will also likely grow at 1.5 to 2 percent
(1.75 percent average) compounded annually. Passenger train speed limits will be increased to a
maximum of 110 mph at selected locations. During final design, the schedules for the future passenger
and freight service will be optimized and an overall robustness study of the operating infrastructure will
be completed for the corridor to validate infrastructure location. As the launch of service approaches,
CTDOT and Amtrak will perform additional modeling to determine the ability of the schedule to react to
random unforeseen delays. Based on this modeling the train schedules will be refined so that the service
is more robust, meaning that a delay to one train does not cause a cascading effect that delays subsequent
trains in the schedule.

Traffic: The Project may cause adverse traffic impacts at station access driveways, intersections near
Stations and at several grade crossings. Mitigation to address traffic congestion at grade crossings and
intersections will include signal timing, intersection improvements, and changes in railroad pre-emption
operation.


There is also a high risk for encountering contaminated soils or debris in the existing railroad track bed
during Project construction. In the vicinity of the Springfield Layover site, there is a strong probability
for encountering contamination during Project construction. Springfield Layover work would be
addressed in future Tier 2 environmental documents. Older building structures in the NHHS Rail
Corridor requiring demolition can contain lead and asbestos. There is a potential hazardous waste source
on the site of the proposed North Haven Station consisting of treated industrial discharge from a chemical
company. The property at 17~35 Bartholomew Avenue in Hartford, which is listed as a brownfields site
and is near a proposed section of double tracking to be restored, has a probability of the presence of oil
and hazardous materials OHMs.

For identified potential environmental risk and hazardous material sites in Connecticut, State of
Connecticut regulatory requirements will be followed by CTDOT through its environmental compliance
process as the Project progresses to final design and construction. All Massachusetts work involving
potential hazardous materials or sites will be further assessed in future Tier 2 environmental documents.

Safety and Security: The Project will not appreciably impact public health, safety and security in the
NHHS Rail Corridor because the rail line is currently active and operational with safety measures such as
crossing gates in place. While greater frequency of trains may increase the frequency of opportunities for
conflict between trains and vehicles or people, safety improvements at crossings and improved
communications among emergency responders will be a beneficial impact, serving to minimize potential
conflicts and their consequences. Implementation of the Project will conform to all applicable safety
requirements, regulations, standards and certifications. The NHHS Rail Project will conform to all
applicable FRA, FTA, Occupational Safety and Health Administration (OSHA), Amtrak and state safety
and security requirements, regulations, standards, and certifications. These measures will be incorporated
into a comprehensive NHHS System Safety Program (SSP) that ensures the development and
coordination of responsibilities for implementing key safety and security policies.

Environmental Justice: Concentrations of Environmental Justice (EJ) populations (minority and/or low-
income) exist throughout the NHHS Rail Corridor study area, notably in the larger cities of New Haven,
Hartford and Springfield, MA. The NHHS Rail Corridor service enhancements will have a beneficial
impact on EJ populations in the vicinity of improved existing stations and relocated and proposed new
stations. The Project will provide new or improved access to regional rail transit services with station
locations nearer to some EJ populations, thereby improving mobility options for those who are transit-
dependent for work-related and other travel. With increases to frequency of service, there may be adverse
effects to EJ populations along the tracks such as a change in traffic patterns, access across the tracks, or
increased noise levels. Adverse impacts due to traffic and noise that would affect EJ populations will be
mitigated in the form of intersection improvements, possible Quiet Zones, and noise insulation of some
homes. Consistent with Executive Order 12898, Federal Actions to Address Environmental Justice in
Minority and Low-Income Populations, FRA has determined that the Project will not have
disproportionately high and adverse human health or environmental effects on minority populations or
low-income populations.

D. SECONDARY AND CUMULATIVE IMPACTS

Secondary Impacts: Secondary impacts are those that are caused by the Project and are later in time or
farther removed in distance than are direct impacts, but are still reasonably foreseeable. Secondary
impacts associated with the Project’s improvements to existing passenger rail stations and introduction of
new regional rail stations are expected to be generally beneficial and occur primarily from induced
development. Increased human activity (such as pedestrian circulation) associated with a rail station can
ereate a positive economic climate within which businesses want to locate. Such development and


September 14, 2011 for this Phase, contingent on section 106 and consultation with DEEP and the
USACOE being completed.

Phase 3B (Windsor-Springfield): Additional federal funding would be needed to complete the remaining
improvements between Windsor and Springfield, including stations at Windsor, Windsor Locks and
Springfield, and improvements to facilitate shuttle bus connections between Bradley International Airport
and the Windsor Locks Station. The work includes installation of double track, at-grade crossing
improvements, rehabilitation of bridges and culverts and construction of a permanent layover and light
maintenance facility in the Springfield area. Prior to the release of construction funding, CTDOT, and or
MASSDOT together with the appropriate funding agency, will complete all required site-specific (Tier-2)
NEPA evaluation, documentation, and required determinations for this component phase.

Regional Rail Stations: To increase the benefits of improved rail service along the NHHS Rail Corridor,
CTDOT intends to apply for FTA funding to add four new regional rail stations at Enfield, West Hartford,
Newington, and North Haven, as well as an additional platform at the existing New Haven State Street
Station. Prior to the release of construction funding, CTDOT, together with the appropriate funding
agency, will complete all appropriate site-specific (Tier-2) NEPA evaluation, documentation, and
required determinations for this phase. 4

This FONSI is conditioned on:

¢ Commitment from CTDOT that Tier 2 Project-specific environmental documentation will be
prepared where appropriate.

¢ Commitment from CTDOT that all applicable permits and approvals are in place before
construction begins.

¢ Commitment from CTDOT that any mitigation discussed in this FONSI will be performed.

A summary of the EA/EIE’s environmental impact evaluation is provided in Table 1.

TABLE 1

Environmental
Resource

Environmental Impact Evaluation

Reinstall Track: Mile
Posts 7.1 to 17.0, and
31.1 to 35.1. New
Siding: Mile Posts 26.6
to 27.8

Increased Passenger
Train Frequency and
Speed

(Outcome of Proposed
Improvements)

Station Improvements
(AIl stations identified are
included in this project)

Air Quality

No impacts anticipated.

No impacts anticipated.
A shift to public
transportation should
teduce vehicle miles
traveled and improve air
quality.

No impacts anticipated.

Noise and
Vibration

No impacts anticipated.

Noise: The increased
number of trains, as wel!
as associated sounding of
horns, would result in the
greatest noise impacts
along the rail corridor at
crossings. Only those

j Teceptors located very

No impacts anticipated.

The duration of train horn noise at
stations would be very brief and is
not considered an adverse impact.



Appendix C:
Programmatic Agreement


The NHHS Project phases comprise the following:

Phase | (Meriden-Newington) (CE): Using $40 million in federal obligated American Recovery and
Reinvestment Act (ARRA) funding and $20 million in state funding, the 10.2 miles of track between
Meriden and Newington will be upgraded by construction of a second track, installation of new signal and
power cables and rehabilitation of bridges and culverts. FRA issued a categorical exclusion
determination (CE) on September 14, 2011 for this Phase (determining that implementing these
improvements would not have a significant impact on the environment), contingent on section 106 and
consultation with the Connecticut Department of Energy and Environmental Protection (DEEP) and the
U.S. Army of Corps of Engineers (USACOE) being completed.

Phase 2 (New Haven-Hartford): The May 2012 EA/EIE contains sufficient analysis to meet the
requirement of a Tier-2 NEPA environmental review for this phase of the Project conditional upon
completion of Section 106 requirements. Once the $120.9 million in federal funding is obligated, along
with a state match of $141 million, the following infrastructure improvements will be implemented:

© Upgrade the existing single track to double track from Mile Post (MP) 7.1-17.0. i
Construct Parkville Siding, MP 34.3-34.8, .

Install signal, communications, and train control system between New Haven and Hartford, with
the exclusion of the work already included in Phase 1.

Install three new interlockings at MP 8.2 (“Cedar”), MP 16.5 (“Holt”), and MP 26.6 (“Willow”).
Upgrade seventeen highway/rail at-grade crossings.

Close four private highway/rail at-grade crossings.

Close public highway/rail at-grade crossing at Brook Street (MP 18.75).

Repair, rehabilitate or replace bridge and culvert structures at the following locations:

7.46 North Haven 8’ stone arch over stream Rehab/Repair
7.99 North Haven 2’-8”x2’-6” stone box Rehab/Repair
10.46 Wallingford 17’ stone arch over Wharton Brook Rehab/Repair
12.91 Wallingford 5” rail top over stream Replace/Remove
13.96 Wallingford —10’stone arch over waterway Rehab/Repair
15.00 Wallingford 6’ rail top over stream Replace
15.26 Yalesville 58’ 3-span concrete beam over Falls brook Rehab/Repair
15.66 Yalesville 20° stone arch over route 50 Rehab/Repair
16.19 Wallingford 2’ x 3” brick arch Rehab/Repair
16.78 Meriden 28° deck girder over Gypsy Lane Rehab/Repair
16.84 Meriden 18” corrugated metal pipe with brick arch Rehab/Repair
17.00 Meriden 3’ x 4’ brick arch Rehab/Repair
21.12 Meriden Overhead bridge abutment Remove

© Upgrade stations to provide 500’ high-level platforms on both sides of the tracks, connected with
a pedestrian bridge, including parking to accommodate the projected ridership at Wallingford,
Meriden, and Berlin. The Hartford, Union Station, platform will be upgraded to provide high-
level boarding over the platform’s entire length.

Phase 3A (Hartford-Windsor) (CE): Using $30 million in federal obligated ARRA funding and a state
match of $12.8 million, the railroad infrastructure between Hartford and Windsor will be upgraded. The
work includes installation of double track, at-grade crossing improvements, and rehabilitation of bridges
and culverts. In addition, new signal and power cables will be installed between Hartford and Springfield
in order to compiete installation of the cables along the entire NHHS Rail Corridor. FRA issued a CE on



rivers, tidal waters and tributaries to the river’s head or upper limit of tide and include the Mill,
Quinnipiac and Connecticut rivers, Only portions of the City of New Haven and Towns of Hamden and
North Haven in the NHHS Rail Corridor lie within Connecticut’ s designated coastal zone. However, tidal
influences along the Connecticut River extend as far north as South Windsor. Most of the NHHS Rail
Corridor within Connecticut’s coastal boundary is already double-tracked with the exception of a small,
single-track segment in North Haven. Restoration of the second track would occur within the existing
railroad track bed and consistent with the transportation use of the existing facility. Accordingly, no
impact to coastal resources is anticipated with the Project. Any potential impacts to navigable waterways
and coastal resources will be further assessed to determine avoidance/minimization measures. This
assessment will occur during Project design and permitting. Restoration of double track through Windsor
Locks between the existing track and the Connecticut River will be completed in coordination with the
U.S. Coast Guard, ACOE and the CT DEEP; final track design will locate the track improvements to
avoid encroaching on the Connecticut River, designated a National Heritage River. The Project includes
no improvements to the Connecticut River Bridge.

Prime Farmlands and Farmlands of Statewide Importance: The Project will have no impacts to prime
and statewide important farmland soils as a result of construction of the Springfield layover area or station
improvements. There are potential impacts due to the restoration of double track and new sidings.
Restoration of double-track and new sidings could impact up to 4.0 acres of prime and statewide
important farmland soils in the event track centers and track bed shoulders are widened, Once the direct
impacts are quantified, a Farmland Conversion Impact Rating Form (Form AD-1006) will be completed
in coordination with the Natural Resources Conservation Service (NRCS). The NRCS will evaluate the
information using a land evaluation and site assessment (LESA) system to establish a farmland
conversion impact rating score and determine mitigation requirements.

Cc HUMAN ENVIRONMENT

Land Use and Zoning: The Project will result in no direct or indirect land use impacts associated with
non-station area improvements. No direct impacts will result from the proposed improvements at six of
the 12 station locations. At six stations, direct impacts will be either neutral or positive and could include
complementing TOD plans and other improvements planned by others for the station areas, while
increased activity at the stations could result in direct impacts to access surrounding land uses. The local
municipalities and CTDOT agreed upon the following ongoing considerations for final station design to
ensure the compatibility of rail station design with local future land use plans:

e The Meriden station parking will be located to integrate into the TOD plan for the area.

¢ Parking for the Berlin station will be designed to be integrated into the TOD plan for the area.

¢ There will be ongoing coordination with the City of Hartford to respond to parking demand for
rail patrons as City redevelopment plans for the area take shape.

¢ CTDOT will work with the Town of Enfield and Bigelow Commons’ ownership to co-locate a
portion of the Enfield Station parking within the Bigelow Commons development; minimize use
of riverfront access for parking; and, at the same time, work to minimize adverse effects to access
or parking for Bigelow Commons residents.

Consistency with State, Regional and Local Plans: Based on a review of local, regional, and state
planning documents, the implementation of new and improved passenger rail service would be consistent
with the stated goals, objectives, policies and actions of the state, regional and all but two locai plans.
Two station location options for both the Towns of Wallingford and Windsor Locks were included in the
HA/ENE, During the public process period the Town of Wallingford selecied the Parker Street/North


Transit, Parking, and Pedestrian Access: The increase in train service will increase the number of
passengers arriving and departing at each station and, in turn, increase the need for timed connectivity
with local transit, as well as with commuter and Amtrak trains at New Haven connecting to points
south/west and north/east. Parking at existing stations is not adequate to support the projected ridership
Project related enhancements include increased connections to and from local bus transit by providing
two to four bus stalls at each rail station, with two additional stalls at the Windsor Locks Station to
provide an express shuttle to Bradley International Airport. Bus stalls for private services at the current
rail stations will be maintained. Access to the New Britain — Hartford Busway buses will be integrated
into the station designs at Newington and West Hartford. Parking will be increased at all stations except
New Haven Union, New Haven State Street, Hartford Union and Springfield Union. At these stations,
parking will continue to be provided by the local parking authority.

All stations that are reconstructed, relocated, or newly constructed with the proposed Project will be
provided with Americans with Disabilities Act (ADA)-accessible routes from the existing sidewalks at
the edge of the respective station to the boarding platforms. High-level platforms, connected by an aerial
pedestrian overpass, will provide safe, faster, and more integrated access to the platforms and the trains.
All stations will receive high-level platforms and pedestrian overpasses except Springfield, Hartford,
(which will receive high-level platforms only) and New Haven (where they already exist). THe sites will
be designed to provide access by bicycle on the station drives and bicycle storage.

Public Utilities and Energy: Construction of the Project will involve site work that will result in utility
relocation during Project construction and utility disruptions for nearby customers. It is anticipated that
all utility work can be planned and scheduled with no significant disruptions. Overhead utilities at the
Newington and North Haven stations may have to be raised to clear the proposed pedestrian crossover.
Level 3 fiber optic cables running within and along the NHHS Rail Corridor will have to be replaced. In
addition, Amtrak intends to install new power, signal, and communications cables along the west side of
the corridor. CTDOT and MASSDOT have met with utility owners along the corridor to advise them of
the Project and to seek as-built and other design plans to help identify the location of utility crossings and
their depth. As design advances, CTDOT will work with the utility owners to optimize the scheduling of
utility relocations.

The Project will have a positive impact on energy requirements as increased regional rail ridership will
result in a reduction in personal automobile usage and reduced fossil fuel consumption with increased
regional rail ridership, particularly during peak hours of travel. The resulting reduction in regional
consumption of fossil fuels will reduce greenhouse gas emissions. Utility service disruptions during
construction will be minimized through close coordination of construction activities, scheduling with
utility providers, and advanced notice of any anticipated outages to nearby customers.

Hazardous Materials: Hazardous waste sites within the Project area were identified using the
EPA’s Comprehensive Environmental Response, Compensation, and Liability Information
System (CERCLIS) GIS coverage for towns located in the NHHS Rail Corridor in Connecticut and
Massachusetts. The EPA’s Brownfield Mapping, CT DEEP GIS coverage, Landfill Leachate and
Wastewater Discharges, and MassGIS (MassDEP) were used to augment the CERCLIS information
obtained for the study area. Potential impacts from environmental risk sites and hazardous materials
were evaluated based on the proximity of the Project site(s) to the mapped CERCLIS-listed sites and
other potentiai iazardous risk sites. Potential hazardous materials sites located within 250 feet of the
Project footprint were identified as potential risk/impact areas.

Based on the analysis, the NHHS Rail Corridor contains no CERCLIS-listed sites within 250 feet of the
Project footprint. Twenty-four leachate, waste water, or potential hazardous material sites were
identified.