AFFECTED ENVIRONMENT

Section

4

4. Affected Environment
Springfield Rail Improvements Project 4-1 Volume II

4.0 Affected Environment

This section describes the existing environmental conditions in the Springfield Rail

Improvements Project area. The Springfield project area is defined as the area of 

potential impact by the project alternatives carried forward for further study (i.e., the 

Preferred Alternative and Alternative 2B). The project area for the retained alternatives 

is about four blocks wide (about 1,000 feet) along the 10th Street railroad corridor (two 

blocks on either side of the existing railroad tracks). The project area also includes the 

grade separations on 19th Street at South Grand Avenue and Ash Street, and 15th Street 

and North Grand Avenue. The project area extends about 4 miles from Stanford Avenue 

north to Sangamon Avenue. Environmental resources and issues of the affected 

environment are land use, social and economic conditions, energy, agriculture, cultural 

resources, natural resources, air quality, noise and vibration, water quality and 

resources, floodplains, wetlands, special waste, and special lands.

4.1 Existing Land Use

The project area lies within Sangamon County and Springfield. Land uses in Springfield

are generally mixed around the railroad, with a high concentration of government 

buildings and commercial businesses in the downtown as well as a Springfield train 

station. Notable land uses within the project area are commercial and residential along 

with community and government facilities. The concentration of Abraham Lincoln 

historic sites, government institutions, and research and conference facilities generates

high levels of tourist activity throughout Springfield. Abraham Lincoln historic sites 

within Springfield consist of the Abraham Lincoln Presidential Library, Lincoln Home, 

Lincoln Tomb, Lincoln Depot (Great Western Railroad Depot), Lincoln Pew, and the Old 

State Capitol. Only the Lincoln Depot is in the project area along the 10th Street rail 

corridor. Table 4-1 summarizes the land uses adjacent to the retained alternatives, and 

Exhibit 4-1 depicts the listed land uses within the project area. 

Table 4-1. Land Uses Within the Project Area

Land Use Percent of Land

Within Project Area

Residential 27.8

Commercial 21.3

Industrial 0.3

Institutional/Government 18.4

Farmland 3.1

Railroad 5.5

Roadway 23.6
Springfield Rail Improvements Project 4-2 Volume II

Exhibit 4-1. Existing Land Use
Springfield Rail Improvements Project 4-3 Volume II

The Springfield-Sangamon County Regional Planning Commission (SSCRPC) serves as 

the joint planning body for Springfield and Sangamon County and as the Metropolitan 

Planning Organization for the Springfield Metropolitan Planning Area (MPA). The 

Springfield Metropolitan Planning Area (MPA) lies within Sangamon County and is 

comprised of the cities and villages of Springfield, Chatham, Clear Lake, Curran, 

Grandview, Jerome, Leland Grove, Riverton, Rochester, Sherman, Southern View, 

Spaulding, and surrounding unincorporated areas. The SSCRPC is currently developing 

a regional long range comprehensive plan that is intended to provide planning and land 

use guidance through the year 2030. The SSCRPC prepared the Springfield 

Comprehensive Plan 2020, which was adopted by Springfield in 2001 and amended in 

2002, 2003, and 2007 (SSCRPC, 2007).

4.2 Socio-economic and Environmental Justice Population 

Characteristics 

4.2.1 Population and Population Distribution

Table 4-2 lists the 2010 and 2000 population data for the project area and Springfield. 

The table also includes the percentage of change in population between the 2000 census 

and 2010 census. The project area and Springfield experienced a population growth 

between the 2000 census and the 2010 census. 

Table 4-2. Populations and Households

Project Area 10th

Street Corridor Springfield

Land Area 

(square miles) 1.9 54

Total Population

2010 9,367 116,250

Total Population 

2000 8,337 111,454

Percent Change 

2000-2010 12.4 4.1 

Population Density 

per square mile 4,930 2,152

Total Households

2010 3,842 50,714

Source: U.S. Census Bureau, Census 2000 and Census 2010

4.2.2 Demographics

The demographics within the project area and Springfield is predominantly white, as 

illustrated in Table 4-3 below. Within the project area, minority populations are 

concentrated within Springfield. 
Springfield Rail Improvements Project 4-4 Volume II

Table 4-3. Population by Racial Composition (2010)

Project Area 10th

Street Corridor 

City of 

Springfield

Total Percent Total Percent

White 6,016 64.2 88,092 75.8 

Black or African American 2,781 29.7 21,510 18.5 

American Indian or Alaska 

Native 31 0.3 239 0.2

Asian 60 0.6 2,555 2.2

Native Hawaiian or Other 0 0.0 25 0.0

Some Other Race 78 0.9 766 0.7

Two or More Races 401 4.3 3,063 2.6

Source: U.S. Census Bureau, 2010 Census, block level

4.2.3 Economics and Employment

Springfield had a lower unemployment rate in 2010 than the national unemployment 

rate of 9.6 percent. The unemployment rate within the project area was about 70 percent 

higher than Springfield as a whole. Details of the 2010 labor force are shown in Table 4-

4.

Table 4-4. Labor Force Estimates for 2010

Project Area 10th

Street Corridor Springfield

Labor Force

(civilian) 14,147 61,366

Employed 12,303 56,468

Unemployed 1,844 4,898

Unemployment 

Rate (percent) 13.7 8.1

Source: U.S. Census Bureau, American Community Survey, 2006-2010

Employment in Sangamon County is predominately wholesale and retail trade, health 

care and public administrations professions (Illinois Department of Employment 

Security, 2011). Springfield is the state capital and state government is the largest 

employer for the county. Health care accounts for five of the top 10 employment 

providers in Sangamon County. Regional health care in Sangamon County serves over 

1.6 million people in over 40 counties throughout the state. Within the City of 

Springfield the one square mile Medical District has over two million square feet of 

hospital space. Tables 4-5 and 4-6 detail the employment by industry and the top 

employers within Sangamon County in 2009. Not only do the types of businesses across 

the project area vary, the geographic diversity of the employment areas in the project 

area vary, as illustrated in Exhibit 4-2.
Springfield Rail Improvements Project 4-5 Volume II

Table 4-5. Employment by Industry Category for Sangamon County for 2009

Number 

of Firms

Number of 

Workers

Percent

of 

Workers

Agriculture, Forestry & Hunting 33 242 0.2

Mining and Utilities 20 593 0.5

Construction 650 3,539 2.8

Manufacturing 146 3,287 2.6

Wholesale & Retail Trade, 

Transportation & Warehousing 1,032 16,063 12.7

Finance, Insurance, Real Estate & 

Management 555 7,794 6.2

Information, Professional & Technical 711 7,735 6.1

Administrative Support and Other 

Services 865 9,744 7.7

Educational Services 83 9,231 7.3

Health Care & Social Assistance 408 17,389 13.8

Accommodations, Food & 

Entertainment 562 9,648 7.7

Public Administration 162 40,706 32.3

Unclassified 32 33 0.0

Source: Greater Springfield Chamber of Commerce, 2010.

Table 4-6. Major Employers in Sangamon County (November 2009)

Company Product Number 

Employed

State of Illinois Government 17,300

Memorial Health System Health Care 5,899

St. John’s Hospital Health Care 3,267

Springfield Public Schools Education 2,240

University of Illinois Springfield Education 2,092

Springfield Clinic, LLC Health Care 1,847

Illinois National Guard Government 1,819

City of Springfield Government 1,726

SIU School of Medicine Education/

Health Care

1,661

AT&T Telecommunications 1,254

Source: Greater Springfield Chamber of Commerce, 2010.
Springfield Rail Improvements Project 4-6 Volume II

Exhibit 4-2. Economic Activity Centers
Springfield Rail Improvements Project 4-7 Volume II

Springfield has been evolving from having a single central urban core of economic 

activity to having multiple areas of concentrated economic activity. These economic 

activity centers serve many functions and support a broad array of land uses, ranging 

from residential to commercial to industrial and governmental activities. Many of these 

corridors function as essential parts of commercial districts, providing a marketplace of 

goods and services that serve users ranging from the local neighborhoods to regional 

populations.

4.2.4 Income and Wages

Table 4-7 shows the median income per household in the project area and Springfield in 

1999 dollars and inflation-adjusted 2010 dollars. The projected median income in 

Springfield was expected to rise by about 18 percent between 2000 and 2009. The actual 

increase in median income (about 20 percent) for the city was slightly higher than the 

projection. Since the American Community Survey eliminate the need for the decennial 

census long-form questionnaire, the 2010 census does not provide income estimates. 

Median income in the project area was lower than Springfield median income.

Table 4-7. Median Household Income

Project Area 10th Street 

Corridor 

Springfield

Median Household Income

(1999 dollars) $29,250(1) $39,388

Median Household Income

(2009 inflation adjusted) $30,476(2) $47,209

Percent Change in Median 

Household Income 4.2 19.9 

(1)Block Group Level

(2)Census Tract Level

Source: U.S. Census Bureau, American Community Survey (2006-2010) and the Census 

2000

4.2.5 Environmental Justice and Title VI

Executive Order 12898 (EO 12898), Federal Actions to Address Environmental Justice in 

Minority Populations and Low-Income Populations (February 11, 1994), directs FRA to 

identify and address any disproportionate and adverse impacts on minority and/or lowincome populations that could result from the implementation of the Preferred 

Alternative proposed in Volume II of the Environmental Impact Statement. In addition, 

this environmental justice analysis was prepared pursuant to the U.S. Department of 

Transportation (DOT) Order 5610.2(a), Final DOT Environmental Justice Order, issued 

May 2, 2012. 

The DOT Environmental Justice Order 5610.2(a) is a key component of DOT’s June 21, 

1995 Environmental Justice Strategy (60 FR 33896). The Order reaffirms a process by 

which DOT and its Operating Administrations will integrate the goals of the Executive 

Order into their operations. This is to be done through a process developed within the 
Springfield Rail Improvements Project 4-8 Volume II

framework of existing requirements, primarily the National Environmental Policy Act 

(NEPA), Title VI of the Civil Rights Act of 1964 (Title VI), the Uniform Relocation 

Assistance and Real Property Acquisition Policies Act of 1970, as amended (URA), the 

Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), and other DOT 

applicable statutes, regulations and guidance that concern planning; social, economic, or 

environmental matters; public health or welfare; and public involvement. 

The Order is an internal directive to the various components of DOT and does not create 

any right to judicial review for compliance or noncompliance with its provisions. 

However, it directs federal agencies to “promote nondiscrimination in federal programs 

substantially affecting human health and the environment, and provide minority and 

low-income communities access to public information on, and an opportunity for public 

participation in matters relating to human health or the environment.” The EO directs 

agencies to use existing laws to ensure that when they act:

 They do not discriminate on the basis of race, color, or national origin;

 They identify and address disproportionately high and adverse human health or 

environmental efforts of their actions on minority and low-income communities; 

and

 They provide opportunities for community input during the National 

Environmental Policy Act (NEPA) process, including input on potential efforts and 

mitigation measures.

EO 12898 also requires federal agencies to work to ensure greater public participation in 

the decision-making process. For the Preferred Alternative, this requirement has been 

satisfied by the review process under the National Environmental Policy Act (NEPA). 

This report analyzes the Preferred Alternative’s potential effects on minority and lowincome populations, to determine if disproportionately high and adverse impacts on 

those populations would result. This environmental justice analysis assesses the 

potential environmental and health effects of the Preferred Alternative on minority and 

low-income populations. 

EO 12898 does not define the terms “minority” or “low-income.” However, guidance 

provided by the Council on Environmental Quality (CEQ) describes the terms in the 

context of an environmental justice (EJ) analysis. These definitions are unique to EJ 

analysis and are the basis for the methodology that follows:

 Minority Individual – A minority individual is classified by the U.S. Census Bureau 

as belonging to one of the following groups, American Indian or Alaskan Native, 

Asian or Pacific Islander, Black and Hispanic.

 Minority Populations – According to the CEQ guidelines, minority populations 

should be identified where either (a) the minority population of the affected area 

exceeds 50 percent or (b) the minority population percentage of the affected area is 
Springfield Rail Improvements Project 4-9 Volume II

meaningfully greater than the minority population percentage in the general 

population or other appropriate unit of geographic analysis. The established 

screening criteria for this Volume II analysis were minority populations of the 

affected area which exceeded 50 percent. 

 Low-income population – Low-income populations are identified where 

individuals have incomes below the U.S. Department of Health and Human 

Services poverty guidelines. A low-income population is either a group of lowincome individuals living in proximity to one another or a set of individuals who 

share common conditions of environmental exposure or effect.

 Adverse Impact – The totality of meaningful individual or cumulative human 

health or environmental effects, including interrelated social and economic effects.

 Disproportionately High and Adverse Impact – An impact that is predominantly 

borne by a minority population and/or low-income population or, suffered by the 

minority population and/or low-income population and that is appreciably more 

severe or greater in magnitude than the adverse effect that will be suffered by the 

non-minority population and/or non-low-income population.

Title VI of the Civil Rights Act of 1964 and related statutes provide that no person shall 

on the ground of race, color, national origin, age, gender, disabilities, or religion be 

excluded from participation in, be denied the benefits of, or be subjected to 

discrimination under any program or activity receiving federal funds. This 

Environmental Justice analysis utilized key efforts to ensure, demonstrate, and 

substantiate compliance with Title VI in conjunction with Environmental Justice 

requirements. These efforts included identifying socio-economic and environmental 

impacts, determining whether the potential for disproportionate or discriminatory 

impacts were adequately addressed, and soliciting adequate involvement from the 

public. 

Detailed information regarding minority and low-income populations in the project area 

was compiled from the 2010 Census and the American Community Survey 2006-2010 data. 

An Environmental Justice Analysis Technical Report was prepared for this project and 

can be referenced in Appendix. C. 

Table 4.8 summarizes the percent of each race for the blocks located in the study area 

and in Springfield. Exhibit 4-3 depicts the racial composition within the study area and 

Springfield as depicted in this exhibit, the composition of the study area is 

predominantly white. Of the minority population, black or African American is the 

predominant race within the project area and Springfield. The “Other Race” category 

reflects individuals who reported themselves as “some other race alone” and “two or 

more races.” Minority populations other than black or African American (American 

Indian and Alaskan native, Asian American, native Hawaiian and other Pacific Islander, 

and other) in the study area and Springfield comprised about six percent of the total 

population.
Springfield Rail Improvements Project 4-10 Volume II

Table 4-8. Race and Ethnic Characteristics in 2010 by Percent

Race Characteristics

Ethnic 

Characteristics

Area White

Black or 

African 

American

American 

Indian 

and 

Alaska 

Native

Asian 

American

Native 

Hawaiian 

and 

Other 

Pacific 

Islander Other

Hispanic or 

Latino

Study 

Area 64.2 29.7 0.3 0.6 0.0 5.2 2.1

City of 

Springfield 75.8 18.5 0.2 2.2 0.0 3.3 2.0

Source: U.S. Census Bureau, 2010 Census, block level.

See Appendix A for individual block data.

Table 4-8 also summarizes the percent of Hispanic or Latino populations in the study 

area and Springfield. Both geographies were comprised of about two percent of this 

ethnicity.

Refer to Appendix C for detailed census block data of individual blocks in the study 

area.

Information regarding income and poverty levels was compiled at the census tract level 

from the 2006-2010 American Community Survey. Table 4-9 summarizes the median 

household income and the percent of individuals below the poverty level in the study 

area and Springfield. Median household income in the project area (average of all tract 

values) was $16,733 lower than the median household income for all of Springfield. The 

number of individuals in the study area who reported income below the census poverty 

level was 9.8 percent higher than those in Springfield as a whole. 

Table 4-9. Median Household Income and Poverty Status in 2010

Area

Median Household Income

($)

Population below Poverty 

Level

(%)

Project Area 30,476 26.0

City of Springfield 47,209 16.2

Source: U.S. Census Bureau, American Community Survey, 2006-2010, tract level.

See Appendix A for individual tract data.

Refer to Appendix C for detailed Census tract data of individual tracts in the project 

area.
Springfield Rail Improvements Project 4-11 Volume II

Based on the census data gathered for racial and ethnic populations, and poverty, an 

overall characterization of the project area was calculated and compared to Springfield. 

Table 4-10 summarizes the percent of racial minorities, Hispanic or Latino, and lowincome populations of the study area and Springfield. The study area had higher 

populations for both percent racial minority and low-income, but the percent of 

Hispanic or Latino population was identical for both geographies.

Appendix C lists the racial and ethnic characteristics of the 325 individual census blocks 

in the project area. Of the 325 blocks, 75 blocks have minority populations greater than 

50 percent. These 75 blocks represent communities of concern within the project area. 

Table 4-10. Racial and Ethnic Minorities, and Low-Income Populations

Area

Percent Racial 

Minority

Percent Hispanic or 

Latino Percent Low-Income 

Project Area 35.8 2.1 26.0

City of Springfield 24.2 2.0 16.2

Source: U.S. Census Bureau, 2010 Census (block level) and American Community Survey, 2006-2010 (tract level).

See Appendix A for individual tract and block data.

Exhibit 4-3 depicts the location of racial minority communities of concern in the study 

area and the surrounding city. The majority of these minority population blocks are 

located in the central portion of the study area between North Grand Avenue and Ash 

Street and east of the NSRR and east of the NS Railroad corridor, although most are not 

directly adjacent (about 500 feet away). 

Exhibit 4-4 depicts the blocks having greater than 50 percent black or African American 

populations, and Exhibit 4-5 depicts the blocks having greater than 50 percent of 

minorities other than black or African American. These exhibits illustrate the majority of 

racial minority composition as black or African American within the study area and the 

Springfield. Only two blocks having populations of minorities other than black or 

African American greater than 50 percent area located within the study area. These two 

blocks have total populations of only 1 and 3, and are located on the fringe of the study 

area.

Exhibit 4-6 depicts the census blocks within the project area and Springfield having 

greater than 50 percent Hispanic or Latino populations. Of the 325 total census blocks 

within the project area, no blocks have Hispanic or Latino populations greater than 50 

percent. 

Exhibit 4-7 depicts census tracts within the project area and Springfield having greater 

than 50 percent low-income populations. No tracts have low-income populations greater 

than 50 percent. Therefore, Environmental Justice populations of minorities exist in the 

study area based on the CEQ definitions and the Tier 2 screening criteria.
Springfield Rail Improvements Project 4-12 Volume II

Exhibit 4-3. Racial Minority Percentages by Census Block
Springfield Rail Improvements Project 4-13 Volume II

Exhibit 4-4. Black Population Percentages by Census Block
Springfield Rail Improvements Project 4-14 Volume II

Exhibit 4-5. Racial Minorities other than Black Percentages by Census Block
Springfield Rail Improvements Project 4-15 Volume II

Exhibit 4-6. Hispanic or Latino Minority Percentages by Census Block
Springfield Rail Improvements Project 4-16 Volume II

Exhibit 4-7. Low-Income Percentages by Census Tract
Springfield Rail Improvements Project 4-17 Volume II

4.2.6 Transportation Network

Overall, the Springfield area has a well-developed transportation system, including 

interstates and other roads into Springfield and streets within Springfield (see Exhibit 4-

8). Thirty-five intrastate and 74 interstate trucking companies serve Springfield, and the 

city currently supports 41 truck terminals. These are primarily located along I-55 and I72 and are not affected by the project. 

A number of streets, primarily east-west streets, cross the three railroad corridors. These 

streets, along with their functional classification and traffic are shown in Table 4-11.

Greyhound Lines provides bus service to and from Springfield. Their station is located 

on Dirksen Parkway and is not affected by the project. Because of its tourism industry, 

Springfield supports a large number of non-resident travelers, most of whom arrive by 

auto, with a smaller number coming by bus, air, and rail. 

Within Springfield, public bus services are provided by the Springfield Mass Transit 

District (see Exhibit 4-9). Nine regular bus routes operate Monday through Saturday 

between 6:00 a.m. and 6:00 p.m. The central transfer point (where passengers may 

transfer between busses that serve different areas) consists of an area in downtown 

Springfield near 5

th and Capitol Streets. East-west bus routes frequently enter and exit 

the transfer point by way of at-grade crossings of the 3

rd and 10th Street rail corridors at 

Jefferson, Washington, Adams, Monroe, and Capitol.

Five railroads serve Springfield and Sangamon County. These include the Norfolk 

Southern, the Canadian National-Illinois Central, Kansas City Southern, the Illinois 

Midland, and the Union Pacific. Passenger rail service is provided by Amtrak trains

operating on UP tracks, which operates from Chicago to St. Louis and beyond on the UP 

rail line which runs along 3rd Street. See Section 2.2 for details related to these corridors 

and their association with the project purpose and need. 

The Abraham Lincoln Capital Airport (SPI) is a joint civil-military public airport in the 

northwest portion of Springfield. It is not in the project area, nor are its customers 

affected by rail operations. 

4.2.7 Communities, Facilities, and Services

The project area affects neighborhoods associated with five neighborhood associations 

including Pillsbury, Downtown Springfield, Iles Park, Harvard Park, and Springfield 

South Corridor (see Exhibit 4-10).

Schools, fire stations, and hospitals serve the daily needs of residents within the project 

area (Exhibit 4-11). 
Springfield Rail Improvements Project 4-18 Volume II

Exhibit 4-8. Roadways
Springfield Rail Improvements Project 4-19 Volume II

Table 4-11. Streets Crossed by Rail Corridor

Railroad Crossing Number Cross Street Roadway 

Classification 2009 ADT

UP 294287N Sangamon Principal Arterial GS

UP 294289C Ridgely Collector 1,400

UP 294291D 9th Principal Arterial GS

UP 294292K 8th Local 1,850

UP 294293S Eastman/Converse Collector 2,150

UP 294294Y North Grand Minor Arterial 14,500

UP 294295F 6th Minor Arterial 2,600

UP 294297U 5th Minor Arterial 4,050

UP 294299H 4th Collector 1,200

UP 294300A Dodge Collector GS

UP 294301G Union Local 950

UP 294302N Carpenter Minor Arterial 11,500

UP 294303V Madison Principal Arterial 13,700

UP 294305J Jefferson Principal Arterial 13,100

UP 294306R Washington Minor Arterial 2,000

UP 294308E Adams Local 3,050

UP 294310F Monroe Minor Arterial 4,950

UP 294311M Capitol Collector GS

UP 294312U Jackson Local 1,500

UP 294313B Cook Minor Arterial 7,100

UP 294314H Lawrence Minor Arterial 5,700

UP 294315P Canedy Local 650

UP 294316W Scarritt Local 600

UP 294317D Allen Local 1,100

UP 294318K South Grand Minor Arterial 20,000

UP 294319S Cedar Local 375

UP 294320L Laurel Collector 7,600

UP 294321T Ash Minor Arterial 8,900

Total 28 130,525

Railroad Crossing Number Cross Street Roadway 

Classification 2009 ADT

NS 479305Y Dirksen Principal Arterial GS

NS 479307M Wolfe Collector 2,000

NS 479308U Albany Collector 3,300

NS 479309B 19th Minor Arterial 6,200

NS 479313R North Grand Minor Arterial 9,900

NS 479312J 13th (Reservoir) Local 900

NS 479319G 11th (Division) Minor Arterial 6,000

NS 479320B Enterprise Local 1,150

NS 479322P Enos Collector 800

NS 479323W Miller Local 500
Springfield Rail Improvements Project 4-20 Volume II

NS 479324D Carpenter Minor Arterial 7,700

NS 479325K Reynolds Local 700

NS 479327Y Madison Principal Arterial 11,000

NS 479328F Jefferson Principal Arterial 10,600

NS 479329M Washington Minor Arterial 1,700

NS 479330G Adams Local 2,250

NS 479331N Monroe Local 2,450

NS 479332V Capitol Collector 1,600

NS 479334J Jackson Local 350

NS 479336X Cook Minor Arterial GS

NS 479337E South Grand Minor Arterial GS

NS 479338L Laurel Collector 5,500

NS 479340M Ash Minor Arterial 7,400

NS 479342B 6th Principal Arterial GS

NS 479343H 5th Principal Arterial GS

Total 25 82,000

Railroad Crossing Number Cross Street Roadway 

Classification 2009 ADT

CN 295585S Dirksen Principal Arterial GS

CN 295584K Keys Local 200

CN 328469Y North Grand Minor Arterial 9,900

CN 313631S Clear Lake

CN 295603M Washington Local 100

CN 295604U Adams Local 1,400

CN 295605B Capitol Local 1,650

CN 295606H Jackson Local 1,750

CN 295607P Edwards Local 650

CN 295608W Cook Minor Arterial GS

CN 295609D Clay Local 800

CN 295610X Stuart Local 850

CN 295611E South Grand Minor Arterial 14,600

CN 295612L Cedar Local 350

CN 295613T Laurel Collector 4,750

CN 295614A Ash Minor Arterial 7,900

CN 295616N Truman Local 100

CN 294963G 4th Collector GS

CN 294964N 5th Principal Arterial GS

CN 294965V 6th Principal Arterial GS

CN 328454J 11th Minor Arterial 11,500

CN 328455R 15th Local 400

CN 294966C Fox Collector 1,200

Total 23 56,900
Springfield Rail Improvements Project 4-21 Volume II

Railroad Crossing Number Cross Street Roadway 

Classification 2009 ADT

I&M 169957M Griffiths Collector 1,950

I&M 169959B Converse Collector 1,850

I&M 169960V North Grand Minor Arterial 9,900

I&M 169961C Moffat Local 1,700

I&M 169962J Carpenter Minor Arterial 7,200

I&M 295588M Mason Local 30

Total 6 22,630

Springfield is considered a premier health care and medical center within central Illinois. 

The city has three major hospitals and over 40 clinics. These health centers include: St. 

John’s Hospital, Prairie Heart Institute, Carol Jo Vecchie Women’s and Children Center, 

Southern Illinois Trauma Center (located at both St. John’s Hospital and Memorial 

Medical Center), St. John’s College Department of Nursing, Memorial Medical Center 

and the Springfield Clinic. The State of Illinois created the Mid-Illinois Medical District 

to support the advancement of health service and serves within medical facilities in a 

one-square-mile area of Springfield (Benson and Fulgenzi, 2009). 

St. John’s Hospital, one ambulance service, and three fire stations are less than six blocks 

from the NS corridor (10th Street). One hospital, one ambulance service, and one fire 

station are between the 3

rd and 10th Street corridors (Lewis and Bergeron, 2010). 

Emergency vehicles going to or from these facilities must frequently cross the rail lines. 

Seven schools are less than six blocks from the NS corridor (10th Street). Six blocks were 

selected as an average maximum distance that students would walk to school. Three 

schools are between the 3

rd and 10th Street corridors. Many students attending each of 

these schools must cross the rail lines. 

The Illinois EPA headquarters is at 1021 North Grand Avenue East. The Illinois EPA is 

an Illinois agency whose mission is to safeguard environmental quality, consistent with 

the social and economic needs of the state, so as to protect health, welfare, property, and 

the quality of life. The agency’s primary function is to enforce the environmental laws of 

the state.

The Salvation Army is at 221 N. 11th Street. The Salvation Army is an evangelical 

Christian church known for charitable work. This parcel is the site for their Main Thrift 

Store and Adult Rehabilitation Center. Currently, the Salvation Army has plans to move 

to a recently purchased location at 100 N. 9

th Street.

The Planned Parenthood Springfield Health Center at 1000 E. Washington Street is a 

provider of sexual and reproductive health care, education, and information. Their 

services include family planning, abortion and birth control services, HIV and other STD 

testing, and men and women’s health services. 

The Springfield Park District provides year-round community recreational programs at 

its 30 public parks. Park resources are discussed in Section 4.15. 
Springfield Rail Improvements Project 4-22 Volume II

Exhibit 4-9. Bus Routes
Springfield Rail Improvements Project 4-23 Volume II

Exhibit 4-10. Neighborhood Associations
Springfield Rail Improvements Project 4-24 Volume II

Exhibit 4-11. Community Facilities 
Springfield Rail Improvements Project 4-25 Volume II

A number of Sangamon County municipal streets have sidewalks on one or both sides 

of the roadway, although many municipal and unincorporated areas lack sidewalks or 

have sidewalks in need of repair. Almost all of the streets in the project area have 

sidewalks as they approach the rail corridors. The greater Springfield area currently has 

about 35 miles of bikeway, consisting of about 21 miles of trail and 14 miles of bike lanes 

or wide shoulders. Existing trails and routes are shown in Exhibit 4-12. None of the 

existing trails cross the rail corridors in the project area at-grade.

4.3 Energy

Transportation energy consumption within the project area occurs with rail, bus, and 

automobile. Travel by automobile is generally the most prevalent mode of 

transportation in the project area. The vehicle delays noted in the project purpose and 

need results in wasted automobile energy consumption as vehicles idle at crossings. 

Reduced delays would result in a reduction of wasted energy consumption.

4.4 Agriculture

The State of Illinois is primarily an agricultural state. Eighty-two percent of Sangamon 

County is farmland used for the production of crops or livestock, (USDA NRCS, 2004). 

Prime farmland is defined by the USDA as land that has the best combination of 

physical and chemical characteristics for producing food, feed, forage, fiber, and oilseed 

crops and is available for these uses. Nearly 83 percent of Sangamon County meets the 

requirements for prime farmland. 

The project area is primarily urban, supporting government offices and attractions, 

commercial and industrial businesses, and residential neighborhoods; however, about 3 

percent of the project area is in agricultural production. 

The small area of farmland is located at the southern portion of the project area and is 

currently for sale for business development.

4.5 Cultural Resources

Cultural resources include historic, architectural, and archaeological sites and structures 

within the project area. Section 106 of the National Historic Preservation Act of 1966 (as 

amended) and Section 707 of the Illinois State Agency Historic Resource Preservation 

Act requires federal and Illinois state agencies to consider the effects of their projects on 

historic, architectural, and archaeological resources that are either listed in or have been 

determined to be eligible for listing in the National Register of Historic Places. 
Springfield Rail Improvements Project 4-26 Volume II

Exhibit 4-12. Bike Trails
Springfield Rail Improvements Project 4-27 Volume II

The National Register of Historic Places (NRHP), which is administered by the National 

Park Service, recognizes historically significant buildings, structures, sites, objects, and 

districts. Eligibility to the National Register is based on four broad criteria that are 

defined by the National Park Service and used to guide the evaluation process. These 

criteria state that:

The quality of significance in American history, architecture, archaeology, and culture is 

present in districts, sites, buildings, structures, and objects that possess integrity of 

location, design, setting, materials, workmanship, feeling, and association, and

A. that are associated with events that have made a significant contribution to the 

broad patterns of our history; or

B. that are associated with the lives of persons significant to our past; or

C. that embody the distinctive characteristics of a type, period, or method of 

construction or that represent the work of a master, or that possess high artistic 

values, or that represent a significant and distinguishable entity whose 

components may lack individual distinction; or

D. that have yielded, or may be likely to yield, information important in prehistory 

or history (36CFR60.4 Criteria for Evaluation).

Three properties listed on the National Register are within the project area, mostly in 

urban Springfield (Exhibit 4-13). 

A Phase I cultural (historical and archaeological) resource evaluation was conducted for 

the Area of Potential Effects, for the Preferred Alternative and Alternative 2B. The Area 

of Potential Effects (APE) includes properties within two blocks of the existing 10th Street

tracks and within two blocks of the proposed grade separations on the 19th Street track 

and at the NS grade separation on North Grand Avenue. 

The results of the resource review are documented in a technical report titled Phase I 

Cultural Resources Evaluation: Springfield Rail Improvements Project, Springfield, Sangamon 

County, Illinois (Fever River Research, 2011). Correspondence on the eligibility for 

inclusion in the NRHP for directly affected properties from the Illinois Historic 

Preservation Agency (IHPA) is included in Appendix A. 
Springfield Rail Improvements Project 4-28 Volume II

 

Exhibit 4-13. National Register Sites within the Area of Potential Effect (APE)
Springfield Rail Improvements Project 4-29 Volume II

4.5.1 Historic Resources in the Area of Potential Effect

Fifty-six properties identified as architecturally notable are within the APE along the 10th

Street corridor (Table 4-12). These resources are also shown in Exhibits B-1 and B-2 in 

Appendix B. 

One National Register property is also a National Historic Landmark. This property is 

the Abraham Lincoln Home at the corner of the 8

th and Jackson streets (see Exhibit 4-9). 

It is the centerpiece of the Abraham Lincoln Home National Historic District, which 

covers much of the two-block area bounded by Capitol, Edwards, 7

th and 9th streets and 

is administered by the National Park Service. The historic district lies on the western 

edge of the APE. The Lincoln Home itself is nearly two blocks west of the NS tracks. 

Aside from the Lincoln Home, the two other National Register properties along the 10th

Street corridor are the Lincoln Colored Home at 427 South 12th Street and the Mine 

Rescue Station at 609 East Princeton Avenue. The Lincoln Colored Home is well 

removed from the NS tracks, being on the eastern edge of the APE. The Mine Rescue 

Station, however, is situated a short distance from the railroad, close to the 6

th Street 

viaduct.

There are 14 properties listed on the National Register as contributing properties to the 

Lincoln Home National Historic Site. All are former residences and six of the 14 are in 

the APE. The contributing buildings to the historic district presently are utilized for 

interpretive purposes and administrative office space.

Eight potentially eligible properties (designated as City Landmarks) lie within the APE. 

Six of these are within the east half (east of 8th Street) of the Lincoln Home neighborhood 

and are contributing resources to the National Historic District. Another is the Lincoln 

Colored Home, which—as noted above—also is listed on the National Register of 

Historic Places. The two remaining in the APE are the Old Southtown Marque at 1110 

East South Grand Avenue and the Claus Grocery Store at 1700 South 11th Street. Both of 

these properties lie at least one block east of the 10th Street tracks.

There are 34 residences within the APE that are thought to predate 1861. Eleven of these 

properties are in the Lincoln Home National Historic Site itself, while three more lie in 

close proximity to it. Thirteen others are on the 800-1200 blocks of South 11th and 12th

streets. Another concentration of pre-1861 residences lies on the southern end of the 

Pillsbury neighborhood. Although many of the pre-1861 homes in the 10th Street 

corridor outside of the Lincoln Home area have poor integrity, they nonetheless 

represent the earliest generation housing in their respective neighborhoods (and indeed 

are amongst the oldest surviving in Springfield) and may offer significant data 

regarding construction methods and materials. 

One property in the APE has been previously identified as being potentially eligible for 

listing on the National Register, this being the old store building at 622 South 8

th Street. 

Other potential candidates for National Register eligibility are present within the APE as 

indicated in Table 4-12. 
Springfield Rail Improvements Project 4-30 

Table 4‐12. NHRP and NHRP‐Eligible Resources within the APE ‐ 10th Street Corridor (1

Exhibit

ID Resources Address National Register

Prelimi

Regis

1 Illinois State Fairgrounds Sangamon & Peoria Rd. X2 Ridgely Interlocking Tower(2) 1501 Percy Avenue 3 1120 East Ridgely 4 Lanphier HS Gymnasium 1121 East North Grand 5 [Brick Italianate Commercial] 1001 North 9th 6 Springfield Furniture Factory(2) 819 North 11th 7 Concordia Seminary North 12th & Enos 8 [Queen Anne Cottage] 1021 East Phillips 9 [Frame Queen Anne Cottage] 919 North 9th 

10 [Frame House] 901 North 9th 11 [Frame House] 809 North 9th 12 1105 East Miller 13 1106 East Miller 14 1122 East Miller 15 Municipal Substation 1013 East Reynolds No16 1121 East Reynolds 17 801 East Miller 18 St. Johnʹs Hospital 800 East Carpenter 19 GIPS Co. General Warehouse 217 North 9th 20 Great Western RR Depot(2) East Monroe & 10th 21 Fireproof Storage House No. 3(2) 1000 East Monroe No22 Lincoln School 1115 East Capitol 23 Lincoln Colored Home 427 South 12th X24 1201 East Edwards 25 Sacred Heart Rectory 722 South 12th 26 Sacred Heart RC Church South 12th & Lawrence 27 Morse, James, House 818 East Capitol Contribu28 Abraham Lincoln Home South 8th & Jackson X29 Charles Arnold House 810 East Jackson Contribu30 Cook House 508 South 8th Contribu
Springfield Rail Improvements Project 4-31 

Table 4‐12. (continued) NHRP and NHRP‐Eligible Resources within the APE ‐ 10th Street Corr

Exhibit

ID Resources Address National Register

Prelimi

Regis

31 Henson Robinson House 520 South 8th Contribu32 Solomon Allen Barn 530 South 8th Contribu33 [Frame Queen Anne House] 814 East Edwards 34 810 East Edwards 35 [Frame Queen Anne House] 802 East Edwards 37 [Italianate Frame House] 718 South 8th 38 612 South 8th 39 805 South 12th 40 809 South 12th 41 902 South 12th 42 920 South 11th 43 1019 South 11th 44 1104 South 11th 45 1122 South 11th 46 1124 South 11th 47 1209 South 12th 48 1219 South 12th 49 Old Southtown Theater Marquee 1110 East South Grand 50 [Victorian Frame House] 1314 South 8th 51 Claus Grocery Store 1700 South 11th 52 First Brethren Church 2117 South Yale 53 Iles Park Shelter East Ash & 6th 54 Peabody Coal Company Office(2) 2135 South 9th No55 Weaver Building 2150 South 9th 56 Mine Rescue Station(2) 609 Princeton Avenue X

1) The Area of Potential Effect represents two blocks on either side of the tracks.

2) Denotes properties within or adjacent to NS right‐of‐way.

3) A Contributing Resource to the Abraham Lincoln Home National Register Historic District.
Springfield Rail Improvements Project 4-32 Volume II 

A Phase I cultural resource evaluation was conducted for the retained alternatives along

the APE of the 10th Street corridor. Architectural and historic structures within the APE

of the retained alternatives are shown in Exhibits B‐1 and B‐2 of Appendix B. A total of

56 architecturally notable properties are within the corridor for the Preferred Alternative

and Alternative 2B. FRA has made a preliminary determination of eligibility for

surveyed properties as shown in Table 4‐12. This determination is pending IHPA’s

concurrence.  

4.5.2 Archaeological Resources 

The archaeological investigations undertaken in the APE in the past have been centered

in the Lincoln Home National Historic Site, which has been scene of extensive

archaeology since the middle 1950s. In 1985, archaeological investigations were

conducted adjacent to the Lincoln Home in conjunction with the restoration then being

undertaken.  Subsequent investigations in the neighborhood have been driven by the

National Park Service’s ongoing restoration program, which is directed at restoring the

streetscape and surviving homes on the 400 and 500 blocks of South 8th Street to their

circa 1860 appearance. The National Park Service’s Midwest Archaeological Center

excavated on multiple lots during the 1980s and 1990s.  Since that time, archaeological

investigations occurred within the historic district—beginning with the Sprigg Site in

1997 and with the Aitken Barn at the DuBois Site in the winter of 2009‐2010.  Eighteen of

the lots in the neighborhood have been investigated to some extent to date. None of

these lots are in the APE. Furthermore, there are no known/previously identified

archaeological sites within the APE.

No archaeological surveys or testing were conducted as part of this project because these

areas are on private property. As right‐of‐way is purchased for construction,

archaeological surveys will be conducted, as necessary, per a Programmatic Agreement

with the SHPO.  However, some general assessments can be made regarding the

potential for archaeological resources in the APE based on prior experience.  Springfield

is a mature urban center with nearly 200 years of Euro‐American settlement.  Previous

investigations have amply demonstrated the presence of significant historical

archaeological resources with good integrity in the city.  That this has been illustrated in

residential areas like the Lincoln Home neighborhood is perhaps not that surprising.   

However, it also was proven in the Abraham Lincoln Presidential Library investigations,

where multiple components were documented with good integrity—despite successive

rebuilding episodes on their respective lots.  This illustrates the high potential for

significant archaeological resources being present elsewhere in the Central Business

District along 3rd Street and adjoining areas comprising early Springfield.  The resources

along the 10th Street corridor were developed later in time (early 1900s) and are much

less concentrated than those in the 3rd Street corridor; therefore, there is a much lower

probability for significant findings along the 10th Street corridor.   
Springfield Rail Improvements Project 4-33 Volume II

4.6 Natural Resources

4.6.1 Ecological Resources

4.6.1.1 Vegetation and Habitat

Sangamon County is part of the Grand Prairie Natural Division of Illinois. There are no 

native prairies or sensitive vegetation habitats within the Preferred Alternative and 

Alternative 2B. The Preferred Alternative and Alternative 2B are almost entirely in an 

urban setting along an existing railroad corridor. The vegetative communities off the 

railroad right-of-way include primarily non-native grasses, mostly residential lawns. 

The existing railroad right-of-way consists of non-native grasses as well, and also shrubs 

and trees common to the area. Common species include: silver maple, slippery elm, box 

elder, hackberry, wild cherry, blackberry, multi-flora rose, poison ivy, foxtail, and 

common fescue. About 3 percent of the project area is cropland, located at the southern 

end of the 10th Street corridor near Stanford Avenue. Natural areas within the project 

area are non-existent (Illinois Department of Natural Resources, 1996).

Railroad rights-of-way and their associated vegetative cover can provide habitat for 

many wildlife species. The linear characteristics of a rail line offers not only localized 

habitat value, but also continuity of open space, linking diverse habitat features. This 

linkage can be important, especially where the right-of-way passes through 

predominantly agricultural or urban areas that otherwise offer limited habitat value and 

diversity. However, FRA has regulations for vegetation control of track. The railroad 

right-of-way has a cleared portion of trackbed and track and brush and trees are 

controlled to prevent overhang and intrusion into the track area. The railroad right-ofway is also periodically sprayed with a contact herbicide to control vegetation growth. 

4.6.1.2 Forest

As discussed in Section 4.5.2.2 above, contiguous forested habitat is not present within

the project area. Individual trees are present along the Preferred Alternative and 

Alternative 2B in residential yards, along streetscapes and in city parks. Typical dry to 

mesic tree species include shagbark hickory, white ash, white oak, red oak, black oak,

sugar maple, shadbush, blue beech, hop hornbeam, redbud, black cherry, sassafras, 

slippery elm, bitternut hickory, bur oak, basswood, hackberry, black walnut, and Ohio 

buckeye. Typical mesic to wet tree species include American elm, slippery elm, 

hackberry, swamp white oak, bur oak, green ash, shingle oak, box elder, red mulberry, 

paw paw, silver maple, pin oak, honey locust, sycamore, sandbar willow, black willow, 

and cottonwood.

4.6.1.3 Birds

Bird species composition in the project area is expected to be fairly typical of the urban 

areas of Illinois. H. David Bohlen, A Study of the Birds of Sangamon County, Illinois, Illinois 

State Museum, lists 355 species of song birds, aquatic birds, game birds, and raptors 

known or likely to occur within or passing through the project area. 
Springfield Rail Improvements Project 4-34 Volume II

4.6.1.4 Mammals

The Illinois Natural History Survey lists 47 species of mammals (including those species 

that are threatened or endangered) known or likely to occur in the Lower Sangamon 

River Sub-basin (INHS, 2001). The 47 species represent about 80 percent of the mammal 

species that currently inhabit Illinois. Mammals such as mice, moles, voles, rats, 

squirrels, rabbits, raccoons, fox, and deer are likely to occur within the project area.

Many mammal species are generalists that use a variety of habitat types and have 

adapted to living in landscapes that have been altered by human activity. Larger 

mammals that now commonly inhabit agricultural and urban areas include the Virginia 

opossum, eastern cottontail, fox and gray squirrels, coyote, red fox, raccoon, striped 

skunk, and white-tailed deer. Several small mammals, including the eastern mole, 

northern short-tailed shrew, thirteen-lined ground squirrel, deer mouse, and prairie and 

meadow voles, can occupy fence rows, pastures, and hay fields as well as maintained 

areas such as highway and railroad rights-of-way, cemeteries, parks, and lawns. Some 

bats, especially big brown and little brown bats, roost primarily in buildings and other 

small mammals such as the white-footed mouse sometimes enter buildings in search of 

food and shelter.

4.6.1.5 Reptiles and Amphibians

The Illinois Natural History Survey lists 16 amphibian species and 29 reptile species that 

are known or likely to occur within the Lower Sangamon River Sub-basin (INHS, 2001). 

Common amphibians typically occurring in the project area are the American toad, 

cricket frog, spring peeper, and bullfrog. Common reptiles typically occurring in the 

project area include the Eastern box turtle, common kingsnake, and the common garter 

snake. Most amphibian and reptile species are not restricted to a single habitat type. 

Reptiles are usually found in close proximity to aquatic habitats because they can find 

abundance of prey in these productive habitats. 

4.6.1.6 Invasive Species

An invasive species is typically a non-native species whose introduction causes or is 

likely to cause economic or environmental harm or harm to human health, for example, 

by:

 Out-competing native species for resources and pollinators

 Altering the ecology of natural areas

 Weakening or damaging equipment and infrastructure

 Spreading pathogens and parasites

By reproducing rapidly, invasive species spread over large areas of the landscape and 

have few, if any, natural controls, such as predators or diseases, to keep them in check.

Common invasive species found in Illinois and possibly in the project area include: 

Narrow-leaved cattail, Multiflora rose, Japanese honeysuckle, garlic mustard, common 

reed, common chickweed, and Norway rat.
Springfield Rail Improvements Project 4-35 Volume II

4.6.2 Threatened and Endangered Species

The Federal Endangered Species Act (ESA) of 1973, as amended, was passed in an 

attempt to control the loss of at-risk birds, mammals, reptiles, mussels, fish, amphibians, 

invertebrates, and plants. Section 7 of the ESA requires the projects being authorized, 

funded, or carried out by federal agencies demonstrate that the action would not 

jeopardize the continued existence of any listed species or modify their critical habitat. 

If federally listed species are known to exist on a proposed site, the lead federal agency 

initiates Section 7 consultation with the US Fish and Wildlife Service (USFWS) to ensure 

that the species and /or critical habitat would not be adversely affected by the project.

The FRA fulfilled their Section 7(a)(2) obligations through early coordination with 

USFWS and by utilizing their technical assistance website tool to identify endangered, 

threatened, proposed and candidate species, and proposed and designated critical 

habitat within the project area. 

Federally-listed species included within Sangamon County are listed below. There are 

no Candidate species or designated Critical Habitat occurring within the vicinity of the 

project area. 

 Mammals

 Indiana Bat (Myotis sodalis) – Endangered

 Plants

 Eastern Prairie Fringed Orchid (Platanthera leucophaea) – Threatened

 Invertebrates

 Sheepnose Mussel (Plethobasus cyphyus) - Endangered

The Indiana Bat hibernates during winter in caves or occasionally in abandoned mines.

During the summer they roost under the peeling bark of dead and dying trees in 

hardwood forests. They prefer hunting flying insects along rivers, lakes, or open 

grasslands and croplands.

The Eastern Prairie Fringed Orchids prefer mesic prairies and wetlands such as sedge 

meadows, marsh edges, even bogs. It requires full sun for optimum growth and 

flowering and a grassy habitat with little or no woody encroachment. A symbiotic 

relationship between the seed and soil fungi, called mycorrhizae, is necessary for 

seedlings to become established. This fungi helps the seeds assimilate nutrients in the 

soil.

The Sheepnose Mussel prefers living in the coarse sand and gravel bottoms of larger 

freshwater rivers and streams. They are usually found in shallow areas with moderate 

to swift currents.
Springfield Rail Improvements Project 4-36 Volume II

The Illinois Endangered Species Protection Act (IESPA) of 1972 (as amended) is similar 

to the ESA but is implemented at the state level. The state act protects state-listed 

animals and plants from unauthorized actions. This act requires agencies of the state and 

local governments to enter into a consultation process with the Illinois Department of 

Natural Resources to evaluate whether actions authorized, funded or implemented by 

these entities are likely to jeopardize the continued existence of state-protected species or 

are likely to result in the destruction or adverse modification of designated essential 

habitat of any listed species.

Through scoping with the Illinois Department of Natural Resources (IDNR), the 

following list was developed that included state threatened and endangered species 

potentially occurring in central Illinois (see Appendix A):

 Birds

 Northern Harrier (Circus cyaneus) - Endangered

 Peregrine Falcon (Falco peregrinus) - Threatened

 Least Bittern (Ixobrychus exilis) - Threatened

 Loggerhead Shrike (Lanius ludovicianus) - Endangered

 Black-crowned Night Heron (Nycticorax nycticorax) - Endangered

 Mammals

 Franklin’s Ground Squirrel (Poliocitellus franklinii) - Threatened

 Reptiles

 Kirtland’s Snake (Clonophis kirtlandi) - Threatened

 Ornate Box Turtle (Terrapene ornate) - Threatened

 Lined Snake (Tropidoclonion lineatum) - Threatened

 Plants

 Virginia Bunchflower (Melanthium virginicum) - Threatened

 Heart-leaved Plantain (Plantago cordata) - Endangered

 Tubercled Blossom (Epioblasma torulosa) - Threatened

No further consultation has occurred for this project with USFWS or IDNR (Illinois 

Endangered Species Protection Board, 2011). 

4.6.2.1 Threatened and Endangered Species Preferred Habitat

Birds

The Northern Harrier prefers open county, like grasslands, steppes, wetlands, meadows, 

pastures, croplands, and riparian woodlands.
Springfield Rail Improvements Project 4-37 Volume II

The Peregrine Falcon prefers perching or nesting on tall structures near water such as 

bridges, skyscrapers, water towers, ledges of rocky cliffs, and power pylons.

The Least Bittern prefers dense emergent vegetation in freshwater marshes and 

occasionally saltwater or brackish marshes. Sometimes they are seen on the edges of 

mud flats in the marsh or on the edges of canal banks.

The Loggerhead Shrike prefers open woodlands, meadows, and grassy pastures that are 

well-grazed or mowed. They are often seen perched on dead branches, utility wires, or 

fences. Usually found nesting in dense trees or shrubs.

The Black-crowned Night Heron prefers fresh and salt-water wetlands, mudflats, ponds, 

rivers, reservoirs, and mangroves. They ambush prey at the water’s edge mainly at 

night or early morning. Often found nesting or roosting in nearby trees or bushes 

during the day.

Mammals

The Franklin’s Ground Squirrel prefers tallgrass prairie, weedy fields, wastelands, and 

railroad beds overgrown with weeds. They also may be found in fence rows, old fields, 

roadsides (if not mowed frequently), cemetery prairies, and ditch banks. They spend 

the majority of their time in their burrows, and hibernate about seven months a year.

Reptiles

The Kirtland’s Snake prefers moist, open meadows, and wet prairies. Some of the 

largest known populations exist in parks and other urban settings in open grassy areas 

with a nearby water source, such as a creek, pond, or ditch. They may also be found 

under objects such as boards, logs, rocks, leaves, and even in rodent or crayfish burrows 

in wet grasslands, along ditches, ponds, lakes, creeks, and swamps. 

The Ornate Box Turtle prefers mesic woodlands and grasslands. 

The Lined Snake prefers prairies, grasslands, pastures, woodland edges, and even parks, 

city lots, cemeteries, and backyards.

Plants

The Virginia Bunchflower prefers wet areas of meadows, prairies, and savannas.

The Heart-leaved Plantain prefers swamps, floodplains, and streambanks shaded by 

mesic hardwood forests and are often found growing in rock crevices or gravel bars in 

shallow streams in heavily wooded areas. 

Tubercled Blossoms prefer living in the sand or gravel bottoms of free-flowing, clean 

water streams and rivers.
Springfield Rail Improvements Project 4-38 Volume II

4.6.2.2 Potential for Habitat or Species Presence in the Project Area

Since no suitable habitat exists in the project area for any of the species mentioned 

above, no additional studies are anticipated. 

There were no reports of occurrences from the Illinois Department of Natural Resources 

or the USFWS regarding previous sightings or the potential for suitable habitat for any 

of the state or federally threatened or endangered species (see Appendix A). 

However, public comments were received about the state threatened Franklin’s Ground 

Squirrel (Spermophilus franklinii) as potentially occurring within the project area. 

A local environmental group (Friends of the Sangamon Valley) reported that the 

Franklin’s ground squirrel is known to occur on abandoned railroad right-of-way on the 

far west side of Springfield. The preferred habitat at this location consists of abandoned, 

undisturbed railroad ballast for denning, with non-native grasses adjacent to the 

railroad embankment and large agricultural fields in close proximity for forage. 

The project area was field surveyed in August 2010 for similar, suitable habitat, and 

evidence of any active colonies. No suitable habitat or colony activity was observed. 

This is likely as a result of the active nature of the railroad line and the high disturbance 

from roadways, residents, and railroad right-of-way spraying for weed and brush 

control. No federal considerations are required for this state-threatened species during 

subsequent phases of this project. 

4.6.3 Natural Areas

According to the Illinois Natural Heritage Database, there are no Illinois Natural Area 

Inventory (INAI) sites within the project area.

4.7 Air Quality

4.7.1 Air Quality Conformity

Air quality refers to the condition of the atmosphere and the relative level of pollution in 

the air. Transportation sources produce several pollutants that can degrade the 

atmosphere. As required by the Clean Air Act (CAA) and the 1990 Clean Air Act 

Amendments, the U.S. Environmental Protection Agency (USEPA) has established 

National Ambient Air Quality Standards (NAAQS) for six major air pollutants. These 

six criteria air pollutants are carbon monoxide (CO), lead (Pb), nitrogen dioxide (NO2), 

particulate matter (PM10 and PM2.5), ozone (O3), and sulfur dioxide (SO2). Areas in 

which air pollution levels persistently exceed the NAAQS may be designated as 

"nonattainment." States with a nonattainment area must develop and implement a State 

Implementation Plan (SIP) containing policies and regulations that would bring about 

attainment of the NAAQS. Areas that had been designated as nonattainment but that 

have attained the NAAQS for the criteria pollutant(s) associated with the nonattainment 

designation, would be designated as maintenance areas.
Springfield Rail Improvements Project 4-39 Volume II

The CAA requires federal agencies to ensure that their actions conform to the 

appropriate SIP. Conformity regulations apply to federal actions occurring in air basins 

designated as nonattainment for criteria pollutants or in attainment areas subject to 

maintenance plans. Federal actions occurring in areas that are in attainment with 

criteria pollutants are not subject to the conformity rule. No portion of Sangamon 

County is within a designated nonattainment area or maintenance area.

4.7.2 Mobile Source Air Toxics

In addition to the criteria pollutants for which there are NAAQS, the USEPA regulates 

mobile source air toxics (MSATs). MSATs are compounds, such as benzene and other 

hydrocarbons, emitted from highway vehicles and nonroad mobile sources (e.g., trains) 

which are known or suspected to cause cancer and other serious health and 

environmental effects. The CAA identified 188 air toxics, also known as hazardous air 

pollutants. The USEPA identified a group of 93 compounds emitted from mobile 

sources, and identified a subset of this list of 93 that are considered the seven priority 

MSATs. These are acrolein, benzene, 1,3-butidiene, diesel particulate matter plus diesel 

exhaust organic gases (diesel PM), formaldehyde, napthlalene, and polycyclic organic 

matter. No federal ambient standards currently exist for MSATs.

4.7.3 Ambient Air Quality

The Illinois EPA and contributing local agencies maintain air quality monitors 

throughout Illinois. Monitors for sulfur dioxide, carbon monoxide, ozone, and 

particulate matter (PM2.5) are established in Springfield. Table 4-13 lists the last three 

years of monitored data for Springfield. No exceedances of the NAAQS were reported 

for Springfield in years 2007, 2008, and 2009 (Illinois Environmental Protection Agency, 

2008-2010).

Table 4-13. Air Quality Monitor Data for Springfield, Illinois (2007-2009)

Ozone Number of Days Greater Than

Highest Samples (ppm)

1-hr 8-hr

Year

0.12 

ppm(1)

0.08 

ppm(2)

0.075 

ppm(3) 1st 2nd 3rd 1st 2nd 3rd

2007 0 0 2 0.093 0.090 0.079 0.081 0.079 0.075

2008 0 0 0 0.073 0.073 0.071 0.064 0.061 0.059

2009 0 0 0 0.072 0.068 0.067 0.064 0.064 0.062

Particulate 

Matter (PM2.5) Number of Samples 98th 

Percentile

Value Highest Samples (μg/m3)

Annual 

Arithmetic 

Year Total >35μg/m Mean 3

2007 102 0 34.3 34.6 34.3 34.3 32.0 13.0

2008 112 0 24.1 29.9 27.3 24.1 23.8 11.0

2009 115 0 21.7 23.0 22.4 21.7 21.5 10.6

Carbon Number of Samples Highest Samples (ppm)
Springfield Rail Improvements Project 4-40 Volume II

Monoxide 1-hr 8-hr 1-hr Average 8-hr Average

Year Total >35 ppm >9 ppm 1st 2nd 3rd 1st 2nd 3rd

2007 8707 0 0 3.0 2.9 2.8 2.0 1.4 1.3

2008 8716 0 0 2.5 2.2 2.1 1.5 1.4 1.3

2009 8650 0 0 4.5 2.0 1.7 1.2 1.2 1.2

Sulfur Dioxide Number of Samples Highest Samples (ppm)

3-hr 24-hr 3-hr Average 24-hr Average Annual 

Arithmetic 

Year Total >0.5 >0.14 1st 2nd 1st 2nd Mean

2007 8672 0 0 0.122 0.120 0.053 0.051 0.003

2008 8707 0 0 0.117 0.095 0.049 0.037 0.003

2009 8707 0 0 0.032 0.021 0.005 0.005 0.001

(1) USEPA revoked the one-hour ozone standard (0.12 parts per million (ppm)) in 1997.

(2) Although the current eight-hour ozone standard is 0.075 ppm, nonattainment designations currently only exist for the 

1997 ozone standard (0.08 ppm).

(3) Two days having greater than the 0.075 ppm standard is acceptable since the fourth-highest daily maximum eight-hour 

concentration is used.

The Air Quality Index (AQI) is the national standard method for reporting air pollution 

levels to the general public. The AQI uses a single number and a short descriptor to 

define the air quality. The AQI is based on the short-term federal NAAQS, episode 

criteria, and significant harm levels for six of the criteria pollutants, namely ozone, 

sulfur dioxide, carbon monoxide, particulate matter (PM10), particulate matter (PM2.5), 

and nitrogen dioxide. The AQI number ranges from 0 to 301 and above and the 

corresponding descriptor categories are: Good (0-50), Moderate (51-100), Unhealthy for 

Sensitive Groups (101-150), Unhealthy (151-200), Very Unhealthy (201-300), and 

Hazardous (301 and above). The Springfield, Illinois, sector (meaning the Springfield 

metropolitan area), had greater than 73 percent days in the Good air quality category for 

years 2007, 2008, and 2009; and no days in the sector were worse than the Moderate air 

quality category.

4.8 Noise/Vibration

In accordance with Federal Transit Administration (FTA) and Federal Railroad 

Administration (FRA) guidelines, a noise impact assessment was conducted for the 

proposed project. This section presents background information on noise and vibration, 

the criteria used to assess noise and vibration impact along with the methodology used 

to characterize the existing noise and vibration conditions for the project area in 

accordance with FTA and FRA guidelines. More information can be found in the noise 

and vibration technical report (Harris Miller Miller & Hanson, 2011) prepared for this 

project.

4.8.1 Noise and Vibration Impact Criteria

Noise and vibration impact for this project is based on the criteria as defined in the FTA 

guidance manual Transit Noise and Vibration Impact Assessment (FTA-VA-90-1003-06, 
Springfield Rail Improvements Project 4-41 Volume II

May 2006). The FRA has adopted the criteria and methodology used in the FTA 

guidance manual for use on freight rail projects.

4.8.1.1 Rail Noise Criteria

FTA noise impact criteria are founded on well-documented research on community 

reaction to noise and are based on change in noise exposure using a sliding scale. 

Although higher rail noise levels are allowed in neighborhoods with high levels of 

existing noise, smaller increases in total noise exposure are allowed with increasing 

levels of existing noise. The FTA Noise Impact Criteria place noise sensitive land uses 

into the three categories as indicated in Table 4-14.

Table 4-14. FTA Land Use Categories

Land Use

Category

Noise Metric

(dBA) Description of Land Use Category

1 Outdoor Leq(h)*(1)

Tracts of land where quiet is an essential element in their intended 

purpose. This category includes lands set aside for serenity and quiet, 

and such land uses as outdoor amphitheaters and concert pavilions, as 

well as National Historic Landmarks with significant outdoor use. 

Also included are recording studios and concert halls.

2 Outdoor Ldn(2)

Residences and buildings where people normally sleep. This category 

includes homes, hospitals, and hotels where a nighttime sensitivity to 

noise is assumed to be of utmost importance.

3 Outdoor Leq(h)*

Institutional land uses with primarily daytime and evening use. This 

category includes schools, libraries, theaters, and churches where it is 

important to avoid interference with such activities as speech, 

meditation and concentration on reading material. Places for 

meditation or study associated with cemeteries, monuments, 

museums, campgrounds and recreational facilities can also be 

considered to be in this category. Certain historical sites and parks are 

also included.

*

 Leq for the noisiest hour of transit-related activity during hours of noise sensitivity.

1) Leq(h) represents the noisiest level of sound measured during the sampling period.

2) Ldn represents the cumulative noise exposure levels for a 24-hour period (day-night).

Source: FTA, May 2006

The day-night average sound level (Ldn) is used to characterize noise exposure for 

residential areas (Category 2). For other noise-sensitive land uses, such as outdoor 

amphitheaters and school buildings (Categories 1 and 3), the maximum one-hour Leq 

during the operating period is used. Leq is the average noise level for the sampling 

period, and Leq(h) is the peak level of that same period of sampling. 

There are two levels of impact included in the FTA criteria. The interpretation of these 

two levels of impact is summarized below:

 Severe Impact: Project-generated noise in the severe impact range can be expected 

to cause a significant percentage of people to be highly annoyed by the new noise 

and represents the most compelling need for mitigation. Noise mitigation would 

normally be specified for severe impact areas unless there are truly extenuating 

circumstances which prevent it.

 Moderate Impact: In this range of noise impact, the change in the cumulative noise 

level is noticeable to most people but may not be sufficient to cause strong, adverse 

reactions from the community. In this transitional area, other project-specific 
Springfield Rail Improvements Project 4-42 Volume II

factors must be considered to determine the magnitude of the impact and the need 

for mitigation. These factors include the existing level, the predicted level of 

increase over existing noise levels, the types and numbers of noise-sensitive land 

uses affected, the noise sensitivity of the properties, the effectiveness of the 

mitigation measures, community views, and the cost of mitigating noise to more 

acceptable levels.

According to FTA guidance, historically significant sites fall into noise-sensitive 

categories according to their land use activities. Sites where outdoor interpretation is 

important fall into Category 1. Buildings in commercial or industrial areas that are 

significant for a particular style of architecture or for their designers are not intrinsically 

noise-sensitive. They may be protected under other legislation (Section 4(f) of the 

Department of Transportation (DOT) Act of 1966 and Section 106 of the National 

Historic Preservation Act of 1966), but do not fall into any of the land use categories 

associated with noise sensitivity.

The noise impact criteria are summarized in graphical form in Chart 4-1. This chart 

shows the existing noise exposure and the additional noise exposure from the rail 

project that would cause either “moderate” or “severe” impact. The future noise 

exposure would be the combination of the existing noise exposure and the additional 

noise exposure caused by the proposed rail project. Chart 4-2 expresses the same criteria 

in terms of the increase in total or cumulative noise that can occur in the overall noise 

environment before impact occurs.

Chart 4-1. FTA Project Noise Impact Criteria
Springfield Rail Improvements Project 4-43 Volume II

Chart 4-2. Increase in Cumulative Noise Exposure Allowed by FTA Criteria

4.8.1.2 Rail Ground-Borne Vibration Criteria (GBV)

The FTA GBV impact criteria are based on land use and operational frequency, as shown 

in Table 4-15 and are given in terms of the maximum root mean square amplitude (RMS)

vibration level for an event. There are some buildings, such as medical facilities, concert 

halls, recording studios and theaters that can be very sensitive to vibration but do not fit 

into any of the three categories listed in Table 4-15. Because of the sensitivity of these 

buildings, they usually warrant special attention during the environmental assessment 

of a rail project. Table 4-16 gives criteria for acceptable levels of GBV for various types 

of special buildings.

It should be noted that Table 4-15 and Table 4-16 include separate FTA criteria for 

ground-borne noise; the "rumble" that can be radiated from the motion of room surfaces 

in buildings as a result of GBV. Although expressed in dBA, which emphasizes the 

more audible middle and high frequencies, the criteria are set significantly lower than 

for airborne noise to account for the annoying low-frequency character of ground-borne 

noise. Because airborne noise often masks ground-borne noise for above ground (i.e., atgrade or elevated) transit systems, ground-borne noise criteria are primarily applied to 

subway operations where airborne noise is not a factor. For above-grade rail systems, 

ground-borne noise criteria are applied only to buildings that have sensitive interior 

spaces that are well insulated from exterior noise.

(dBA)

(dBA) A
Springfield Rail Improvements Project 4-44 Volume II

Table 4-15. FTA Ground-Borne Vibration and Ground-Borne Noise Impact Criteria

Land Use Category Ground-Borne Vibration Impact Levels

(VdB re 1 micro-inch/sec)

Ground-Borne Noise Impact Levels

(dB re 20 micro Pascals)

Frequent 

Events1

Occasional 

Events2

Infrequent 

Events3

Frequent 

Events1

Occasional 

Events2

Infrequent 

Events3

Category 1: Buildings where 

vibrations would interfere with 

interior operations.

65 VdB4 65 VdB4 65 VdB4 N/A4 N/A4 N/A4

Category 2: Residences and 

buildings where people 

normally sleep.

72 VdB(6) 75 VdB 80 VdB 35 dBA 38 dBA 43 dBA

Category 3: Institutional land 

uses with primarily daytime use. 75 VdB 78 VdB 83 VdB 40 dBA 43 dBA 48 dBA

(1) "Frequent Events" is defined as more than 70 vibration events of the same source per day. Most rapid transit projects fall into 

this category.

(2) “Occasional Events” is defined as between 30 and 70 vibration events of the same source per day. Most commuter trunk lines 

have this many operations. 

(3) "Infrequent Events" is defined as fewer than 30 vibration events of the same kind per day. This category includes most 

commuter rail branch lines.

(4) This criterion limit is based on levels that are acceptable for most moderately sensitive equipment such as optical microscopes. 

Vibration-sensitive manufacturing or research would require detailed evaluation to define the acceptable vibration levels. 

Ensuring lower vibration levels in a building often requires special design of the HVAC systems and stiffened floors.

(5) Vibration-sensitive equipment is generally not sensitive to ground-borne noise.

(6)VdB represents vibration velocity levels in decibels.

Source: FTA, May 2006

Table 4-16. Ground-Borne Vibration and Noise Impact Criteria for Special Buildings

Land Use Category GBV Impact Levels

(VdB re 1 micro-inch/sec)

GBN Impact Levels

(dB re 20 micro Pascals)

Frequent 

Events1

Occasional or

Infrequent Events2

Frequent 

Events1

Occasional or

Infrequent Events2

Concert Halls 65 VdB(4) 65 VdB 25 dBA 25 dBA

TV Studios 65 VdB 65 VdB 25 dBA 25 dBA

Recording Studios 65 VdB 65 VdB 25 dBA 25 dBA

Auditoriums 72 VdB 80 VdB 30 dBA 38 dBA

Theaters 72 VdB 80 VdB 35 dBA 43 dBA

(1) "Frequent Events" is defined as more than 70 vibration events of the same source per day. Most rapid transit 

projects fall into this category.

(2) "Occasional or Infrequent Events" is defined as fewer than 70 vibration events per day. This category 

includes most commuter rail systems. 

(3) If the building would rarely be occupied when the trains are operating, there is no need to consider impact. 

As an example, consider locating a commuter rail line next to a concert hall. If no commuter trains would 

operate after 7 p.m., it should be rare that the trains interfere with the use of the hall.

(4) VdB represents vibration velocity levels in decibels. 

Source: FTA, May 2006
Springfield Rail Improvements Project 4-45 Volume II

4.8.1.3 Construction Noise Criteria

Construction noise criteria are based on the guidelines provided in the FTA Guidance 

Manual. These criteria, summarized in Table 4-17 below, are based on land use and time 

of day and are given in terms of Leq for an 8-hour work shift.

Table 4-17. FTA Construction Noise Criteria

Land Use Noise Limit, 8-Hour 

Daytime Leq (dBA) Nighttime

Residential 80 70

Commercial 85 85

Industrial 90 90

Source: FTA, May 2006

4.8.2 Existing Conditions

4.8.2.1 Existing Noise Environment

The existing noise environment in Springfield varies depending on proximity to rail 

lines and frequency of rail traffic. Sources of existing noise include local roadway traffic,

local community noise, air traffic, and freight and passenger trains. The majority of the 

land use within the study area is Category 2, which includes all residential land use, 

along with hotels and other land use with nighttime sensitivity. There are scattered 

Category 3 land uses, including primarily churches and schools.

To establish a base of existing environmental noise levels for the project noise impact 

assessment, a series of noise measurements was conducted within the study area. 

Existing ambient noise levels in the project area were characterized through direct 

measurements at selected sites along the project corridors during the period from March 

29 through April 2, 2010. The measurements consisted of long-term (24-hour) and shortterm (60-minute) monitoring of the A-weighted sound level at representative noisesensitive locations. Twelve long-term and seven short-term noise measurements were 

conducted. The locations were selected to be representative of the noise environment in 

general and especially at locations most likely to be impacted by train noise. At each 

site, the measurement microphone was positioned to characterize the exposure of the 

site to the dominant noise sources in the area. Larson Davis noise monitors models 820 

and 870 were used for gathering noise data. The noise measurement locations are shown 

in Exhibit 4-14.

The results of the existing ambient noise measurements, presented in Table 4-18, serve 

as the basis for determining the existing noise conditions at all noise-sensitive receptors 

along the proposed rail alignment. For each site, the table lists the adjacent corridor(s), 

site location, measurement details, and the measured noise level. The results at each site 

are further described below. For each of the short-term measurement sites the measured 

Leq was used to estimate the Ldn by subtracting 2 decibels according to methodology in 

Appendix D: Determining Existing Noise, in the FTA guidance manual. The short-term 

sites are designated as (ST) in Table 4-18.
Springfield Rail Improvements Project 4-46 Volume II

Exhibit 4-14. Noise and Vibration Locations
Springfield Rail Improvements Project 4-47 Volume II

Table 4-18. Summary of Existing Ambient Noise Measurement Results

Site 

No. Corridor Measurement Location Description

Start of 

Measurement

Distance to 

Existing 

Track (ft)

Meas.

Duration 

(hrs)

Noise Exposure1

(dBA)

Date Time Ldn Leq

LT-1 UP/NS 2553 Burton St 3-29-10 12:00 178 24 65 --

LT-2 UP 232 Pine St 3-29-10 13:00 42 24 76 --

LT-3 CN 1140 Stanford Ave 3-29-10 15:00 70 24 56 --

LT-4 CN 2949 Foxbridge St 3-29-10 16:00 144 24 63 --

LT-5 I&M 1819 Fairfield St 3-30-10 14:00 163 24 63 --

LT-6 UP 1307 Peoria St 3-30-10 15:00 41 24 75 --

LT-7 CN 2107 Ash St 3-30-10 17:00 198 24 71 --

LT-8 UP 1137 4th Court 3-30-10 18:00 40 24 78 --

LT-9 NS 1104 E Mason St 3-31-10 16:00 439 24 72 --

LT-10 NS/I&M 1516 Wieland Ave 3-31-10 16:00 46 24 81 --

LT-11 NS 2330 Ramsey Ave 3-31-10 19:00 51 24 80 --

LT-12 NS 2331 6th St 3-31-10 20:00 82 24 67 --

ST-1 UP Central Baptist Church 3-30-10 11:43 41 1 56 58

ST-2 CN S Grand Ave and McCreery Ave 3-31-10 9:50 58 1 61 63

ST-3 UP Black St and 11th St 3-31-10 16:39 92 1 72 74

ST-4 UP Dodge St and 3rd St 4-1-10 10:55 168 1 69 71

ST-5 CN Scope Daycare 4-1-10 12:16 151 1 53 55

ST-6 NS Barrett St and Kansas St 4-1-10 16:26 187 1 57 59

ST-7 NS Pine St and 10 1⁄2 St 4-2-10 9:44 115 1 64 66

1.

 For sites ST-1 through ST-7, the Leq measurements (highlighted in yellow) were used to estimate the Ldn at all 

locations using methodology in Appendix D of the FTA guidance manual for estimating noise exposure. This approach 

tends to be conservative and underestimate the existing noise levels, which can result in higher levels of noise impact 

for a project. 

Site LT-1: 2553 Burton Street. The Ldn measured over a 24-hour period in the backyard 

of this single-family residence was 65 dBA. Freight and passenger trains on both the UP 

and NS rail lines contributed to the noise environment at this location. Local roadway 

traffic on Burton Street and residential community activity also contributed to the noise 

level.

Site LT-2: 232 Pine Street. The Ldn measured over a 24-hour period in the backyard of 

this single-family residence was 76 dBA. UP rail traffic and local roadway traffic on Pine 

Street, 3rd Street, South Grand Avenue, and Cedar Street contributed to the noise 

environment at this location. Residential community activity also contributed to the 

noise level.

Site LT-3: 1140 Stanford Avenue. The Ldn measured over a 24-hour period in the backyard of this single-family residence was 56 dBA. Local roadway traffic on Stanford 

Avenue and 11th Street and residential community activity contributed to the noise 

environment at this location. Although the site was located adjacent to the CN railroad, 

rail traffic did not contribute to the noise level as no train pass-bys occurred.
Springfield Rail Improvements Project 4-48 Volume II

Site LT-4: 2949 Foxbridge Street. The Ldn measured over a 24-hour period in the front 

yard of this single-family residence was 63 dBA. Local roadway traffic on Foxbridge 

Street and rail traffic on the CN line contributed to the noise environment at this 

location. Residential community activity also contributed to the noise level.

Site LT-5: 1819 Fairfield Street. The Ldn measured over a 24-hour period in the back 

yard of this single-family residence was 63 dBA. Local roadway traffic on Fairfield 

Street and rail traffic on the I&M line contributed to the noise environment at this 

location. Residential community activity also contributed to the noise level.

Site LT-6: 1307 Peoria Road. The Ldn measured over a 24-hour period in the front yard 

of this single-family residence was 75 dBA. Local roadway traffic on Peoria Road, North 

Grand Avenue, and Eastman Avenue contributed to the noise environment at this 

location. UP rail traffic and residential community activity also contributed to the noise 

level.

Site LT-7: 2107 Ash Street. The Ldn measured over a 24-hour period on the property of 

this single-family residence was 71 dBA. Local roadway traffic on Ash Street and rail 

traffic on the CN line contributed to the noise environment at this location. Residential 

community activity also contributed to the noise level.

Site LT-8: 1137 4th Court. The Ldn measured over a 24-hour period on the property of 

this single-family residence was 78 dBA. Freight and passenger trains on the UP rail line 

and local roadway traffic on 4th Street and 4th Court contributed to the noise 

environment at this location. Residential community activity also contributed to the 

noise level.

Site LT-9: 1104 East Mason Street. The Ldn measured over a 24-hour period on the 

property of this multi-family residence was 72 dBA. Local roadway traffic on Mason 

Street, 11th Street, and Reynolds Street contributed to the noise environment at this 

location. NS rail traffic and residential community activity also contributed to the noise 

level.

Site LT-10: 1516 Wieland Avenue. The Ldn measured over a 24-hour period on the 

property of this single-family residence was 81 dBA. Rail traffic on both the NS and 

I&M lines contributed to the noise environment at this location. The noise environment 

was also added to by local roadway traffic on North Grand Avenue, Wieland Avenue, 

16th Street, and other nearby local roads. Residential community activity and industrial 

activity also contributed to the noise level. This site is across from Lanphier High 

School.

Site LT-11: 2330 Ramsey Avenue. The Ldn measured over a 24-hour period in the backyard of this single-family residence was 80 dBA. NS rail traffic and local roadway traffic 

on Ramsey Avenue contributed to the noise environment at this location. Residential 

community activity also contributed to the noise level, including outdoor activity at 

Learning Nook Preschool (approximately 300 feet away).
Springfield Rail Improvements Project 4-49 Volume II

Site LT-12: 2331 6th Street. The Ldn measured over a 24-hour period in the backyard of 

this single-family residence was 67 dBA. Rail traffic on the NS line and local roadway 

traffic on 6th Street contributed to the noise environment at this location. Residential 

community activity also contributed to the noise level.

Site ST-1: Central Baptist Church – 501 South 4th Street. The Leq measured over a onehour period on the property of this church was 58 dBA, resulting in a predicted Ldn of 

56 dBA. Local roadway traffic on Jackson Street, 3rd Street, and 4th Street contributed to 

the noise environment at this location. The site was adjacent to the UP rail line, but no 

train pass-bys occurred during the measurement. Urban community activity also 

contributed to the noise level.

Site ST-2: South Grand Avenue and McCreery Avenue. The Leq measured over a onehour period at this intersection was 63 dBA, resulting in a predicted Ldn of 61 dBA. 

Local roadway traffic on South Grand Avenue and residential community activity

contributed to the noise environment at this location. The site was adjacent to the CN 

rail line, but no train pass-bys occurred during the measurement.

Site ST-3: Black Street and 11th Street. The Leq measured over a one-hour period at this 

intersection was 74 dBA, resulting in a predicted Ldn of 72 dBA. Local roadway traffic 

on 11th Street and passenger trains on the UP rail line contributed to the noise 

environment at this location. 

Site ST-4: Dodge Street and 3rd Street. The Leq measured over a one-hour period at this 

intersection near Memorial Medical Center was 71 dBA, resulting in a predicted Ldn of 

69 dBA. Freight train traffic on the UP rail line and local roadway traffic on 3rd Street 

and Dodge Street contributed to the noise environment at this location. Residential 

community and hospital activity also contributed to the noise level.

Site ST-5: Scope Daycare – 2715 South 4th Street. The Leq measured over a one-hour 

period on the property of this daycare and school was 55 dBA, resulting in a predicted 

Ldn of 53 dBA. The noise environment at this location was contributed to by local 

roadway traffic on Stanford Avenue and 4th Street. There were no train pass-by events 

during the measurement period. 

Site ST-6: Barrett Street and Kansas Street. The Leq measured over a one-hour period at 

this intersection was 59 dBA, resulting in a predicted Ldn of 57 dBA. NS rail yard 

traffic, local roadway traffic on 11th Street, and residential community activity

contributed to the noise environment at this location. 

Site ST-7: Pine Street and 10 1⁄2 Street. The Leq measured over a one-hour period at this 

intersection was 66 dBA, resulting in a predicted Ldn of 64 dBA. NS trains and rail yard 

traffic, local roadway traffic on 10 1⁄2 Street and 11th Street, and residential community 

activity contributed to the noise environment at this location. 
Springfield Rail Improvements Project 4-50 Volume II

4.8.2.2 Existing Vibration Environment

The existing vibration environment in Springfield varies depending on proximity to rail 

lines and frequency of rail traffic. To characterize existing vibration levels, vibrations 

from freight and Amtrak trains were measured on the UP and NS rail lines. Vibration 

levels were also measured at several vibration-sensitive locations, including the Dana 

Thomas House, St. John’s Hospital and Memorial Medical Center to determine the 

potential for vibration impact from increased rail traffic. Measurements were made 

using PCB 393A and 393C accelerometers and a TEAC LX-110 digital recorder. The 

vibration measurement locations are shown in Exhibit 4-14. The existing vibration 

locations are shown in Table 4-19 and described in detail below.

Vibration levels for a number of trains were measured in Springfield. The measured 

data are consistent with the typical locomotive vibration level versus distance curve in 

the FTA guidance manual. 

Site V-1: Dana Thomas House – 301 East Lawrence Avenue. Vibration levels were 

measured on the sidewalk next to this National Historic Landmark at four distances 

from the UP tracks at 45 feet, 75 feet, 105 feet, and 130 feet. The edge of the building sits 

105 feet from the existing tracks.

Site V-2: Lincoln Depot – 10th Street and Monroe Street. Vibration levels were measured 

in the parking lot of this National Historic Landmark at three distances from the existing 

NS tracks at 30 feet, 55 feet and 70 feet. The edge of the building sits 30 feet from the 

tracks.

Site V-3: St. John’s Hospital – 800 East Carpenter Street. Vibration levels were measured 

from the building edge of this hospital at 450 feet from the existing NS tracks. 

Site V-4: Black Street and 11th Street. Vibration levels were measured in a field by this 

intersection at five distances from the existing UP tracks at 60 feet, 85 feet, 110 feet, 135 

feet, and 160 feet. 

Site V-5: Memorial Medical Center – 701 North 1

st Street. Vibration levels were 

measured from the building edge of this hospital at 595 feet from the existing UP tracks.

Site V-6: Oak Street and 8

th Street. Vibration levels were measured on a concrete lot by 

this intersection at five distances from the existing NS tracks at 45 feet, 75 feet, 95 feet, 

120 feet, and 145 feet. This site is adjacent to Iles Park. 

Table 4-19 Existing Vibration Measurement Locations (1)

Site No. Corridor Measurement Location Description Date

V-1 3

rd Dana Thomas House - 301 East Lawrence Avenue 3-29-10

V-2 10th Lincoln Depot - 10th Street and Monroe Street 3-30-10

V-3 10th St. John’s Hospital - 800 East Carpenter Street 3-31-10

V-4 3

rd Black Street and 11th Street 3-31-10, 4-1-10
Springfield Rail Improvements Project 4-51 Volume II

V-5 3

rd Memorial Medical Center - 701 North 1st Street 4-1-10

V-6 10th Oak Street and 8th Street 4-1-10

(1) Vibration measurements were taken from multiple locations at each site; therefore, the measurement data is not included in 

this table. 

4.9 Water Quality/Resources

4.9.1 Surface Water Resources

The project area is within the Lower Sangamon River Sub-basin of the larger Sangamon 

River Drainage Basin (see Exhibit 4-15) (McConkey, et. al, 2011). This basin forms the 

largest watershed of any tributaries to the Illinois River. The Sangamon River Basin 

ultimately drains an area of 5,419 square miles to the Mississippi River via the Illinois 

River (IEPA, 2011).

The surface water resources closest to the project area are Lake Springfield, the 

Sangamon River, Spring Creek, and Sugar Creek. The surface water resources and 100-

year floodplains near the project area are shown on Exhibit 4-16. None of these surface 

water resources are within the project area; however, treated surface water from the 

project area eventually flows into the Sangamon River via Sugar Creek and Spring 

Creek. 

The Sangamon River and tributaries drain most of Sangamon County, including the 

project area, and the natural drainage is westward. It drains mostly rural agricultural 

lands in Sangamon County, and then drains north-northwest into Menard and Cass 

counties before joining the Illinois River north of Beardstown, Illinois. Sugar Creek and 

Spring Creek are two of its main tributaries.

Exhibit 4-15. Watersheds
Springfield Rail Improvements Project 4-52 Volume II

Exhibit 4-16. Streams and Floodplains
Springfield Rail Improvements Project 4-53 Volume II

4.9.2 Water Quality

Water quality standards set by the Illinois Pollution Control Board (IPCB) are based on 

the degree to which a water feature provides the “designated use.” The Illinois 

Environmental Protection Agency’s Illinois Integrated Water Quality Report and Section 

303(d) List - 2010 (IEPA, 2011) summarize water quality features of perennial streams 

within the project area. The IEPA report provides an evaluation of the water quality on 

the state’s aquatic resources. This report describes water quality conditions in terms of 

degree to which the various waters attain their designated uses. For each designated 

use, an IEPA assessment concludes one of two possible use-support levels: “Fully 

Supporting” or “Not Supporting.” Fully Supporting means that the designated use is 

attained; Not Supporting means the use is not attained. Waters in which at least one 

applicable use is not fully supported are called “impaired.” 

The Sangamon River did not support the designated uses of fish consumption and

primary contact but did fully support aquatic life use. Causes for these impairments 

include elevated concentrations of polychlorinated biphenyls and fecal coliform. The 

sources for these pollutants are unknown. Spring Creek did not support the designated 

uses of aquatic life, fish consumption, and primary contact. Causes for these 

impairments are elevated levels of sedimentation/siltation, polychlorinated biphenyls, 

and fecal coliform. The sources for these pollutants are crop production, urban 

runoff/storm sewers, and other unknown sources. Sugar Creek did not support aquatic 

life use due to elevated levels of boron from industrial point source discharges. 

Section 303(d) of the Clean Water Act requires states to submit to USEPA a list of water 

quality-limited waters (i.e., waters where uses are impaired), the pollutants causing 

impairment to those waters and a priority ranking for the development of Total 

Maximum Daily Load (TMDL) calculations. This list is often called the 303(d) List. 

Because of the impairments to the Sangamon River, Spring Creek, and Sugar Creek, 

these water bodies are included on the 2010 303(d) List.

4.9.3 Groundwater

Groundwater occurs in water-bearing units called aquifers. In Illinois, aquifers are 

sand-and-gravel aquifers, shallow bedrock aquifers, or deep bedrock aquifers. There are 

no shallow bedrock or deep bedrock aquifers in the project area (Brown, 2004). There are 

community water supply wells associated with the sand-and-gravel aquifer within the 

Sangamon River floodplain. At this time, there are no sole source aquifers in Illinois. No 

regulated groundwater recharge areas are within the project area.

4.10 Floodplains 

Floodplains function as wildlife habitat, food chain support, nutrient retention and 

removal through plant uptake, erosion control through sediment trapping, and most 

importantly floodwater storage. Floodwater storage and erosion control are important 

functions that benefit human populations primarily during storms events. The 

dissipation of stormwater over floodplains reduces flow velocity and results in the 
Springfield Rail Improvements Project 4-54 Volume II

retention of waterborne silt. Floodplains also serve as important wildlife corridors for 

larger animal species such as white-tailed deer. Wildlife use the cover of riparian habitat 

along streams to roam within their home range. The deposition of nutrient rich silt is 

also a valuable resource to farmers for agricultural production. Impacts to floodplains 

have the potential to affect these resources and to alter the natural elevations of seasonal 

flooding. 

Federal Emergency Management Agency (FEMA) mapping for the Springfield area was 

reviewed. There are no 100-year floodplains present in the project area.

4.11 Wetlands

There are nearly 13,000 acres of wetlands within Sangamon County that accounts for 2.3 

percent of the total land cover in the county. A field reconnaissance survey to identify 

wetlands within the project area of the retained alternatives was conducted in 

accordance with the Corps of Engineers Wetlands Delineation Manual (1987) and 

Regional Supplement (2010) during the spring of 2011. Only areas that met the three 

parameters required by the manual, i.e., hydrophytic vegetation, hydric soils, and 

wetland hydrology, were identified as jurisdictional wetlands. The USFWS’s National 

Wetlands Inventory (NWI) mapping depicts a couple of potential wetlands areas within 

the project area at the north and south limits of the corridor (see Exhibit 4-17).

One area, near Stanford Avenue is described by the NWI as a palustrine, forested, 

broad-leaved deciduous, temporarily-flooded area (PF01A). An adjacent area to the 

north is classified by the NWI as a palustrine, emergent/scrub-shrub, temporarilyflooded area (PEM/SS1A) (Cowardin, et al, 1979). The PF01A area extends about 860 feet 

along the existing railroad tracks, and the PEM/SS1A extends another 580 feet to the 

north. Both of these areas did not meet the hydric soils and hydrologic criteria for 

jurisdictional wetlands at the time of the survey.

One additional area, near Sangamon Avenue, is also depicted by the NWI as a PF01A, 

and is about 700 feet along the east side of the existing rail line. This area has been 

drained and developed for residential housing. Therefore, this area no longer meets the 

jurisdictional criteria for a wetland. 

No jurisdictional wetlands or waters of the United States were identified within the 

project limits of the Preferred Alternative and Alternative 2B. The U.S. Army Corps has 

not commented on the retained alternatives of this document.

4.12 Utilities

In an urban area such as Springfield most streets include underground and aerial utility 

lines that include fiber, gas, water, telephone, electric, sewer, and communication lines 

in or adjacent to the street right-of-way. The railroad right-of-way contains 

communication lines for the rail companies and tenant fiber optic lines. These utility 

lines are owned by a variety of licensed and franchised utility companies. The water and 
Springfield Rail Improvements Project 4-55 Volume II

Exhibit 4-17. NWI Mapped Wetlands
Springfield Rail Improvements Project 4-56 Volume II

electric lines are owned by the City’s utility (CWLP). The storm sewers are owned by the 

City, and sanitary sewers are owned by the Springfield Metro Sanitary District. Gas lines 

are owned and operated by Ameren Inc.

Utilities may need to be relocated in areas of construction and at locations where rightof-way ownership may be transferred. The most costly utilities to relocate would be the 

fiber optic lines along the UP corridor and the large diameter storm sewer on Ash Street.

The existing storm sewers are typically three feet to 10 feet below ground level. 

Underpasses will likely require pump stations to remove storm water since the roadway 

elevation will be below the elevation of the sewers. 

4.13 Visual and Aesthetic Quality

This section describes the existing visual and aesthetic environment of the project area of 

the Preferred Alternative and Alternative 2B. Visual and aesthetic resources are natural 

and cultural landscape features that people see and that contribute to the public’s 

appreciative enjoyment of the environment. Visual and aesthetic resources along the 10th

Street rail corridor were inventoried using aerial mapping, conducting field visits, 

reviewing various historical and local land use documents, and gathering public input. 

The landscape of the project area is entirely urban and is located on mostly flat terrain. 

Three distinct landscape units comprise the existing visual landscape of the 10th Street 

rail corridor from Stanford Avenue to Sangamon Avenue. Generally, a typical urban 

residential viewshed occurs from Stanford Avenue to 6th Street and from Phillips to 

North Grand Avenue. A mixed residential/commercial/light industrial viewshed occurs 

from 6th Street to Cook Street and from Ridgely Avenue to Sangamon Avenue. The third 

viewshed comprised of a mixed inner urban setting occurs from Cook Street to Phillips 

Street and from North Grand Avenue to Ridgely Avenue. This visual setting located east 

of downtown Springfield is marked by government and community buildings, parking 

lots, commercial lots, and warehouses.

The project area has limited individual visual resources in terms of visual character, 

visual quality, and visually sensitive resources. Notable resources are historic or 

architectural buildings such as the Great Western Railway Station. These buildings are 

identified in Section 4.5.1 and depicted in Appendix B. No other sensitive visual 

resources were identified within the project area.

4.14 Special Waste

EDR DataMap® - Area Study reports from Environmental Data Resources, Inc. (EDR) 

were obtained in January 2010 for information on regulated environmental sites within 

the three railroad corridors (EDR, 2010). The EDR report summarizes publicly available 

information on sites listed in certain federal, state, and local regulatory databases and 

within search distances recommended by ASTM International Practice E 1527-05. The 

EDR Report includes a radius map that illustrates the approximate locations of the 
Springfield Rail Improvements Project 4-57 Volume II

reported sites relative to the railroad corridors. Appendix D includes the radius maps 

and summary of sites reported within the three railroad corridors.

Some of the databases list regulated environmental sites that may indicate potential 

hazardous or special waste within the corridors. Those databases are described below. 

Various other special waste sites were also reported. Records that do not indicate 

potential hazardous or special waste that may be encountered during construction were 

excluded from further consideration. 

Databases consulted were:

 Federal CERCLIS (Comprehensive Environmental Response, Compensation and 

Liability Information System) – This database contains information on potential 

hazardous waste sites that have been reported to the USEPA by states, 

municipalities, private companies and private persons. CERCLIS contains sites 

which are either proposed to or on the National Priorities List (NPL) and sites 

which are in the screening and assessment phase for possible inclusion on the NPL. 

 CERCLIS-NFRAP (No Further Remedial Action Planned) – This database includes 

sites that have been removed and archived from the inventory of CERCLIS sites. 

Archived status indicates that, to the best of EPA’s knowledge, assessment at a site 

has been completed and that EPA has determined no further steps would be taken 

to list the site on the NPL. 

 RCRA-LQG (Resource Conservation and Recovery Act – Large Quantity 

Generators) – This database includes sites that generate, transport, store, treat 

and/or dispose of hazardous waste. Large quantity generators (LQG) generate over 

1,000 kg of hazardous waste, or over 1 kg of acutely hazardous waste per month. 

 RCRA-SQG (Resource Conservation and Recovery Act – Small Quantity 

Generators) – This database includes sites that generate, transport, store, treat 

and/or dispose of hazardous waste. Small quantity generators (SQG) generate 

between 100 kg of hazardous waste and 1,000 kg of hazardous waste per month. 

 ERNS (Emergency Response Notification System) – This database records and 

stores information on reported releases of oil and hazardous substances. 

 SHWS (State Hazardous Waste Sites) – This database includes state hazardous 

waste sites that may or may not be listed in the federal CERCLIS database. 

 SWF/LF (Solid Waste Facilities/Landfill Sites) – This database includes solid waste 

disposal facilities or landfills. 

 LF (Landfill) SPECIAL WASTE – This database includes landfills that accept nonhazardous special waste. 
Springfield Rail Improvements Project 4-58 Volume II

 LUST (Leaking Underground Storage Tank) – This database includes reported 

leaking underground storage tank incidents. 

 UST (Underground Storage Tank) – This database includes registered 

underground storage tanks.

 SRP (Site Remediation Program) – This database identifies the status of all 

voluntary remediation projects administered through the site remediation program. 

 DRYCLEANERS – This database includes dry cleaning facilities that are required to 

apply for a license through the Illinois Drycleaner Environmental Response Fund.

 MGP (Manufactured Gas Plant) – This database includes records of former 

manufactured gas plants that were used in the 1800s to the 1950s to produce a gas 

that could be used as fuel.

Based on a February 10, 2012, review, two CERCLIS sites are within or adjacent to the 

project area and are shown in Table 4-20.

Table 4-20. CERCLIS Sites within the Project Area

Site Name Address

Distance from the 

Preferred Alternative and 

Alternative 2B

Nutronics, Inc. 1703 Peoria Road, 

Springfield, IL 62702 Adjacent to project area

Springfield Iron 

Company

NE corner of Ridgely and 

Factory Street, 

Springfield, IL 62794

Within project area

Table 4-21 contains the number of hazardous material sites that may indicate potential 

hazardous or special waste within the project area (10th Street corridor). Additional 

information on these sites can be referenced in Appendix C.

Table 4-21. Hazardous Materials Sites within Project Area (10th Street Corridor)

Number of Sites Database

2 Federal CERCLIS

4 CERC NFRAP

1 RCRA-LQG

38 RCRA-SQG

3 ERNS

5 SHWS

4 SWF/LF

1 LF Special Waste

91 LUST

101 USTs

12 SRPs
Springfield Rail Improvements Project 4-59 Volume II

Number of Sites Database

2 Drycleaners

3 MGP

The two CERCLIS sites are Nutronics, Inc. and the Springfield Iron Company. 

Nutronics, Inc., located at 1703 Peoria Road, contains an abandoned brick building and 

was a metal plating and metal finishing facility, which primarily manufactured circuit 

boards. This site met the criteria for a time-critical removal action upon discovery by the 

Illinois EPA in March 2010. The site contained over 100 drums, vats, and other 

miscellaneous containers of hazardous wastes. The CERCLIS database lists Nutronics, 

Inc. as a removal-only site (no site assessment work needed). Removal action of the 

wastes was completed in July 2011.

The Springfield Iron Company historically occupied approximately 50 acres of property

at the northeast corner of the intersection of Ridgely Avenue and Factory Street from 

1871 to 1900. The facility manufactured steel rail, iron, fish plates, and track bolts. 

During the years of operation, four manufactured gas houses and at least one coal tar 

disposal area were present. In 2010, several areas located near the old facility were 

observed to have coal tar migrating to the surface. A preliminary assessment was 

completed in March 2012. The CERCLIS database listing for the Springfield Iron 

Company indicates that the site has been referred to removal – no further remedial 

action planned (NFRAP). 

Most of the LUST sites have completed remediation activities; 14 LUST sites do not have 

No Further Remediation (NFR) letters issued, indicating that remediation activities have 

not been completed. The individual listing of an environmental site within the corridor 

does not necessarily indicate that contamination associated with that site would be 

encountered during construction. Additional information would need to be gathered to 

determine if a reported site may have produced contamination that may be encountered 

during the construction project. The other sites listed in Table 4-19 have been previously 

remediated and closed, or constitute newer facilities operating under current regulations 

and do not pose an unknown threat for contamination. Based on the information 

reviewed at this time, construction may encounter petroleum-contaminated soils at 

several locations within the corridor. Construction activities may require coordination 

with the responsible parties of the LUST sites and other reported sites concerning the 

disposal of excavated materials. However, these sites should not present major

impairments to improvements within the project corridor.

4.15 Section 4(f)/6(f) and Parklands

4.15.1 Section 4(f) Resources

It is national policy that special effort should be made to preserve public park and 

recreation lands, wildlife and waterfowl refuges, and historic sites. 49 USC 303, 

commonly known as Section 4(f) of the Department of Transportation Act of 1966 
Springfield Rail Improvements Project 4-60 Volume II

(Public Law 89-665), provides that the Secretary of the U.S. Department of 

Transportation:

. . . may approve a transportation program or project requiring the use of 

publicly owned land of a public park, recreation area, or wildlife and waterfowl 

refuge, or land of an historic site of national, state, or local significance (as 

determined by the federal, state, or local officials having jurisdiction over the 

park, recreation area, refuge, or site) only if:

1) there is no feasible and prudent alternative to using that land; and

2) the program or project includes all possible planning to minimize harm to the 

park, recreation area, wildlife and waterfowl refuge, or historic site resulting 

from the use.

A de minimis finding also can be determined for minor impacts to Section 4(f) resources. 

For publicly owned public parks, recreation areas, and wildlife and waterfowl refuges, a 

de minimis impact is one that will not adversely affect the activities, features, or attributes 

of the property. For historic sites, a de minimis impact can be determined if the project 

will have “no adverse effect” on the historic property. A de minimis impact 

determination does not require analysis to determine if avoidance alternatives are 

feasible and prudent, but consideration of avoidance, minimization, mitigation, or 

enhancement measures should occur. 

For this project, impacts to Section 4(f) resources would require a separate Section 4(f) 

evaluation, which must be approved by the Federal Railroad Administration (FRA). This 

project did not require this evaluation. The Section 4(f) statute requires all possible 

planning to minimize harm, which should be determined through consultation with the 

official or agency owning or administering the land. The replacement of Section 4(f) 

land used for transportation projects is not required; however, mitigation measures can 

involve replacement of land and facilities of comparable value and function or monetary 

compensation which could be used to enhance the remaining land.

An inventory of parks within the project area was conducted based on mapping and 

coordination from the Springfield Park District. Three parks are within the project area 

(i.e, 11th and Black, Lanphier, and Iles Parks) (SSCRPC, 2009). Exhibit 4-18 depicts the 

locations of the parks within the project area.

Table 4-10 lists properties eligible for inclusion in the NHRP that are in the Area of 

Potential Effect of the Preferred Alternative and Alternative 2B (see Section 4.5.1).

The greater Springfield area currently has about 35 miles of bikeway, consisting of about 

21 miles of trail and 14 miles of bike lanes or wide shoulders. Existing trails and routes 

are shown in Exhibit 4-12. Recreational trails are only protected if they are part of a park 

and not solely a transportation facility. The Preferred Alternative and Alternative do not 

cross any recreational trails that are part of a park. 
Springfield Rail Improvements Project 4-61 Volume II

Exhibit 4-18. Section 4/6(f) Parks and Recreational Facilities
Springfield Rail Improvements Project 4-62 Volume II

4.15.2 Section 6(f) Lands

In addition, 16 USC 4601-8(f)(3), commonly known as Section 6(f) of the Land and Water 

Conservation Fund (LWCF) Act of 1965 (Public Law 88-578), requires that:

. . . No property acquired or developed with assistance under this section or 

Section 1010 of the Urban Park and Recreation Recovery Act of 1978) shall, 

without the approval of the Secretary (Secretary of the U.S. Department of 

Interior), be converted to other than public outdoor recreation uses. The 

Secretary shall approve such conversion only if he finds it to be in accord with 

the then existing comprehensive statewide outdoor recreation plan and only 

upon such conditions as this deems necessary to assure the substitution of other 

recreation properties of at least equal fair market value and of reasonably 

equivalent usefulness and location. Impacts to Section 6(f) properties must be 

coordinated through the regional director of the National Park Service (NPS). 

There are three known special lands within Springfield that have Land and Water 

Conservation (LAWCON) funds involved in their purchase or development. These 

include Cornell Avenue Park (presently Eisenhower Park), Indian Hills Park, and Union 

Square Park. None of these properties are within the project area affected by the 

Preferred Alternative and Alternative 2B. 

4.16 Safety and Security

FRA has primary authority over railroad safety. FRA’s regulations, which apply to all 

railroads, govern aspects of railroad safety, including rail operations, track, and 

signaling, as well as rolling stock, such as locomotives and freight cars (49 CFR Chapter 

II). The states also have an important role in rail safety, especially at highway/rail at‐

grade crossings. Other groups that establish standards and practices for the industry 

include the Association of American Railroads (AAR), the American Short Line and 

Regional Railroad Association (ASLRRA), and the American Railway Engineering and 

Maintenance‐of‐Way Association (AREMA).

4.16.1 Rail Operations Safety and Security

4.16.1.1 Train Operations

FRA’s Track Safety Standards (49 CFR Part 213) are based on classifications of track that 

determine maximum operating speed limits, inspection frequencies, and standards of 

maintenance, among other issues. Higher track classes require more stringent 

maintenance standards to support higher allowable maximum operating speed. The 

existing passenger service is designated Class 4, allowing maximum speeds up to 79 

mph. Existing maintenance and inspection requirements, as documented in the existing 

service plan, meet FRA Class 4 standards.
Springfield Rail Improvements Project 4-63 Volume II

In the current security climate, rail line security continues to be a prominent concern. 

Access points are of particular concern. Each of the corridors through Springfield is 

accessible from many miles of arterial and secondary roadways where no security 

measures are practicable.

4.16.1.2 Passenger Areas

Passengers interact with the rail system at stations, on platforms, and within passenger 

trains. These facilities are susceptible to a range of safety and security threats ranging 

from personal accidents (e.g., slips or trips) to criminal activity (e.g., theft or terrorism in

Passenger Areas). Platform areas add risks associate with moving trains and train 

boarding. Finally, once on the train, passengers are at risk for these same incidents. 

Amtrak has previously reviewed the Springfield passenger station to ensure that 

appropriate safety measures, tailored to the specific setting, are in place. Each station 

and train includes a set of security infrastructure to deter or respond to safety or security 

incidents that may include:

 Lighting

 Fire/life safety systems

 Video cameras

 Public address systems

Amtrak, along with the Amtrak Police Departments, has a range of behind-the-scenes 

and front-line security measures in place to ensure passenger rail security. Among these 

security measures, some of which are conducted on an unpredictable or random basis, 

passengers may notice any of the following in stations or onboard trains: 

 Uniformed police officers and Special Operations Units

 Random passenger and carry-on baggage screening and inspection

 K-9 units

 Checked baggage screening

 Onboard security checks

 Identification checks

These measures are customized to each setting based on reviews of potential incidents 

and occurrence risk. 

4.16.2 Crossing Safety

4.16.2.1 Rail-Rail Crossings

The existing alignment utilized for passenger service from Chicago to St. Louis includes 

two locations in the Springfield project area where it crosses another rail line at-grade –

the I&M crossing south of Sangamon Avenue and the NS crossing north of Stanford 

Avenue. The movement of rail traffic through these intersections, called interlocking, is 

governed similarly to a highway intersection. Traffic signals show a green light in one 

direction and a red light in another direction to eliminate conflicting movements. 
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Railroad interlockings differ slightly in that priority can be assigned by the interlocking 

controller.

A dispatcher controls the movement of both passenger trains and freight trains on the 

same track or tracks. Redundant safeguards are in place to avoid conflicting movements 

that could result in a collision. Nevertheless, the risk does exist for accidents to occur 

that could impact the safety of passengers aboard trains or train crews. Potential risks 

include two types of accidents: either a collision of two trains on the same track, or a 

derailed train on one track being struck by a moving train on the adjacent track. All 

such accidents are reported to FRA, who has jurisdiction over safety and maintains a 

database of such accidents. 

4.16.2.2 Highway-Rail Crossings

There are two kinds of crossings: highway-rail and pedestrian-rail. Where a roadway, 

sidewalk, or pedestrian trail/bikeway crosses the track at the same elevation, this is 

called a “grade” crossing. Where a roadway, sidewalk, or pedestrian trail/bikeway 

passes over the tracks via an “overpass” bridge structure or passes under a railroad 

track via an underpass bridge structure, these crossings are referred to as “grade 

separated.”

FHWA and FRA have regulatory jurisdiction over safety at crossings, pursuant to the 

Highway Safety Act of 1966 (HSA) (23 USC 401 et seq.). The HSA governs the 

distribution of federal funds to states aimed at eliminating hazards at highway-rail 

grade crossings. USDOT has issued regulations that address crossing safety and 

provides federal funding for the installation and improvement of warning devices 

through state departments of transportation. In addition to federal oversight and 

funding, states also monitor crossings and, in many cases, designate funding to 

complement the federal funds.

Jurisdiction over highway-rail grade crossings falls primarily to the states. This 

authority is set forth in the Railroad-Highway Grade Crossing Handbook (FHWA 

2007a). Each state department of transportation is required to periodically inspect 

highway-rail grade crossings and to determine the adequacy of warning devices at each 

location, as well as to order safety improvements. USDOT oversees and approves the 

state determinations.

In Illinois, the Illinois Commerce Commission (ICC) has regulatory jurisdiction over 

safety at all public crossings (625 ILCS 5/18c-7401). No public road, highway, street, 

sidewalk, or pedestrian trail/bikeway shall be constructed across the track of any rail 

carrier at grade, nor shall the track of any rail carrier be constructed across a public road, 

highway, street, sidewalk, or pedestrian trail/bikeway at grade, without permission of 

the ICC.

The ICC also has the power to require the separation of grades at any proposed crossing 

where a public road, highway, street, sidewalk, or pedestrian trail/bikeway may cross 

the tracks of a rail carrier.
Springfield Rail Improvements Project 4-65 Volume II

All warning signs or automatic warning devices installed at public crossings in Illinois 

must meet the minimum requirements of 92 Illinois Administrative Code 1535. In 

addition, all warning signs or warning devices installed at crossings must comply with 

FHWA’s Manual on Uniform Traffic Control Devices (MUTCD) (23 CFR 646.214[b][1[). 

The MUTCD provides standards for the types of warning devices that must be installed 

at all highway-rail grade crossings (FHWA 2007b).

FRA regulations impose minimum standards for highway-rail grade crossings (49 CFR 

Part 234). FRA maintains information for each highway-rail grade crossing based on 

information provided by the states and the railroads. FRA and FHWA coordinate 

research efforts related to highway-rail grade crossing collisions and provide guidance 

and solutions to problems.

Information on the number and location of grade crossings in Springfield is available in 

Section 2.2.2.2.