Dearborn Intermodal Rail Passenger Facility

City of Dearborn

Wayne County, Michigan 

Federal Railroad Administration 

FINDING OF NO SIGNIFICANT IMPACT 

and 

SECTION 4(f) DETERMINATION

The City of Dearborn, Michigan (City) and the Michigan Department of Transportation (MDOT) 

have proposed to construct the Dearborn Intermodal Rail Passenger Facility (Facility), an 

approximately 23,000 square foot intermodal rail passenger facility, to replace an existing 

facility and combine two existing rail stops in Dearborn (the Project). The Project would support 

the existing National Passenger Railroad Corporation (Amtrak) intercity passenger rail service 

between Detroit-Pontiac, Michigan and Chicago, Illinois, the planned Midwest High Speed Rail 

service between Detroit and Chicago, and the planned regional commuter rail service. The 

Federal Railroad Administration (FRA) selected the application for the Dearborn Intermodal Rail 

Passenger Facility, submitted by MDOT, for funding under the High-Speed Intercity Passenger 

Rail (HSIPR) program. 

Statement of Purpose and Need: 

The purpose of the Project is to develop an intermodal transportation facility that increases 

connectivity among a variety of transportation modes and serves the community in a civic 

function. As an intermodal facility, it would provide a smooth transfer area between motorized 

and non-motorized transportation modes (i.e., bus, rail, air, automobile, bicycle, vans, and 

walking, etc.). As a civic facility, it would serve as a gateway to the many cultural and 

recreational opportunities of the City. 

The Project need derives from deficient transit linkages in the Project area. At the station level, 

the need for the Project arises from three important factors: the size of the existing station, 

connectivity, and enhancing pedestrian safety (by combining the two stops in the City). The 

current Dearborn station is the smallest of the Amtrak standard models (about 2,500 square feet), 

providing seating for fewer than 70 people and cramped support facilities. Americans with 

Disabilities Act (ADA) accessibility has been accommodated through a series of makeshift 

improvements over the years. Current demands on the station cause regular overcrowding 

during summer months and the need for a larger waiting room. Use beyond current demands 

will overwhelm the facility.

The current station is located on an auto centric site, which was developed in the 1970s when the 

trend in the community was to design for the automobile. As a result, connectivity from the 

station to other transportation systems is minimal except for roads and large surface parking 

areas. Fixed line bus routes do not service the station and there are no non-motorized facilities in 

the vicinity of the station.

The large tourist population visiting Dearborn annually led to the development of a flag stop at 

the Henry Ford, a venue attracting 1.7 million people annually. Although this stop does provide 
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an opportunity to access the Henry Ford’s Smith Creek Station, it requires visitors to step down 

from the train and cross tracks to access the station, creating a pedestrian safety concern. 

Alternatives: 

The proposed Project is located in the City, within Wayne County, Michigan, approximately 10 

miles southwest of downtown Detroit. The City is rich in heritage, social and business diversity, 

and is a world famous industrial center. The City is best known as the location of the Ford Motor 

Company World Headquarters. Major tourist attractions include the Henry Ford and the Henry 

Ford Estate – Fair Lane. Three major Southeast Michigan transportation corridors are adjacent 

to the City: 1) Michigan Avenue (US-12), a state trunk line, which bisects the City extending 

from Detroit to Chicago; 2) the Norfolk Southern (NS) rail line that runs from Detroit to Lansing 

and extends into Illinois; and, 3) the Southfield Freeway, also known as M-39, which links the 

City with the interstate system. 

The City is currently served by SMART (Suburban Mobility Authority for Regional 

Transportation) and Detroit Department of Transportation (DDOT) bus service and Amtrak train 

service. SMART serves Wayne County with fixed route service and “community transit 

service,” i.e., curb-to-curb service to accommodate the special needs of people who are unable to 

access the fixed route service. DDOT serves the Detroit area and has one bus route that provides 

service to the City. Two Amtrak stations currently operate in the City. The Dearborn Station is 

located in east Dearborn at 16121 Michigan Avenue, behind the Civic Center. The Smith Creek 

Station is located in west Dearborn, providing access to the Henry Ford. Amtrak rail service 

includes the “Wolverine” with travel daily between Pontiac and Chicago. 

MIDOT and the City consulted with the Greenfield Village and the Henry Ford Museum, Ford 

Motor Company, local businesses and downtown development proponents during the 

development of alternatives for the Facility. A study area was developed within proximity of the 

existing Smith Creek and Dearborn Stations (the Study Area). The Study Area extends along the 

Michigan Avenue corridor between downtown East Dearborn and downtown West Dearborn. It 

is bounded by Michigan Avenue on the north, the NS rail line and the Rouge River on the south, 

Oakwood Boulevard on the west, and Greenfield Road on the east. A number of alternatives 

were considered in the Environmental Assessment (EA) based on prior studies, agency and 

public comment and stakeholder input. The alternatives were identified and evaluated by their 

ability to meet the Project purpose and need, meet engineering, planning and design criteria, 

avoid or minimize adverse environmental impacts, and account for benefits to tourism and 

economic development. 

Alternatives Eliminated from Further Consideration: 

The three alternatives dismissed from further consideration in the EA were: expansion and 

renovation of the existing Dearborn Station site; construction of a new station at Site 2 south of 

Michigan Avenue and east and west of Evergreen Road; and construction of a new station at Site 

3 south of Michigan Avenue, north of the Rouge River and west of Southfield Freeway. 

The existing Dearborn Station is located behind the Civic Center and police station complex 

south of Michigan Avenue, and provides easy access to both Michigan Avenue and Greenfield 

Avenue. However, the route to the station is circuitous and its location behind the Civic Center 

makes visibility poor. Current traffic control is adequate. Modifications would be required to 

accommodate large traffic volumes. Expansion of the site to accommodate intermodal 
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connections (e.g., bus and commuter van) could require taking community recreational property. 

As a result of the negative factors identified above, this alternative was dismissed. 

Site 2 is between Michigan Avenue and the NS rail line, is approximately 15 acres, and has good 

visibility from adjacent roads. However, the site is narrow, and buses and large vehicles would 

have difficulty maneuvering into and within the site. In general, access to the site would be 

limited. Future expansion of the facility would not be possible. Use of Site 2 would require 

realignment of Michigan Avenue and the combining of five existing signalized intersections into 

one at Evergreen Road. Major geometrical improvements would be required to provide access to 

the site. Five percent of the site is open land; a portion of the site is designated as floodplain and 

the parcel contains the only wetland in the Study Area. As a result of these conditions, Site 2 

was dismissed from consideration. 

Site 3, comprised of approximately 20 acres of open land, is located immediately north of the 

Rouge River, south of Michigan Avenue, and west of the Southfield Freeway. Prior study has 

indicated that contamination may exist on-site. Single-lane frontage roads along Southfield 

Freeway may not be adequate for projected traffic, and the only entrance to the site is hidden 

behind a railroad bridge. To provide adequate access would require major transportation 

improvements including spans over the railroad and across the Rouge River; vehicles entering 

the site would be required to negotiate over loop ramps of the Michigan Avenue/Southfield 

Freeway interchange. Because of the major improvements needed to provide access, the 

alternative was dismissed. 

Alternatives Retained for Consideration: 

Two alternatives were retained for further consideration: the No-Build Alternative and Site 1. 

Site 1 was identified as the Preferred Alternative in the EA.

The No-Build Alternative would consist of routine maintenance and repairs to the existing road 

and transit systems. The existing Dearborn Station would remain in use, solely as an Amtrak 

station, and the Smith Creek Station would continue to serve the Henry Ford. No initiatives 

would be taken to develop an intermodal facility in the Study Area. The No-Build Alternative 

would not meet the Project purpose and need because it would not enhance connectivity between 

transportation modes or pedestrian safety, and because the existing Dearborn Station is 

undersized to meet current and future needs. 

The second retained alternative entails the construction of a new intermodal transportation 

facility at Site 1. Elements of the proposed ADA-compliant Facility include: restoration of 2,100 

feet of mainline track to provide a double track system through the station area; westbound and 

eastbound station platforms with a grade-separated overhead walkway providing access to the 

station platforms; a 331-car surface parking facility; a drop-off area for those not needing to

park; bus, van, taxi and limousine service area; daily bicycle storage area; and a small open space 

that would serve as a trailhead to the proposed Rouge River Greenway. The Facility would offer 

direct access to eastbound and westbound trains without requiring users to cross tracks on foot, 

thus representing a safety enhancement over current conditions. The pedestrian overpass would 

also provide access to the Henry Ford located to the south. 

Site 1 is located in the southeast quadrant of the Michigan Avenue/Elm Street intersection and 

contains approximately 7.5 acres. The site is an unused surface parking lot owned by the Ford 

Motor Land Services Corporation and is bordered by Michigan Avenue on the north, the Water 
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Works Office Building on the east, the NS rail line tracks on the south, and Elm Street to the 

west. The site is within the West Dearborn Business District in the City of Dearborn and is 

accessed from Michigan Avenue and from Elm Street. 

Site 1 is located adjacent to the NS rail line along the south property line and would be designed 

to maximize views from Michigan Avenue, making the Facility easy to find and easy to access, 

which will also help facilitate transfers between travel modes. The site amenities would include 

an approximately 300-car surface parking lot located adjacent to an approximately 23,000 square 

foot intermodal passenger facility. This surface parking lot would be designed to be accessed 

from either Elm Street (which would become a public street) or along Station Drive, a new road 

that parallels the tracks and loops in front of the station, allowing easy pick-up and drop-off 

options. An additional spur connecting the drop-off area to Michigan Avenue is also planned for 

those not needing to park. The pedestrian overpass would extend to the north to pass over 

Michigan Avenue, providing a connection to the existing greenway/bike trail to the University of 

Michigan – Dearborn Campus, the Henry Ford Community College, and the Fairlane Town 

Center.

The Site 1 Alternative would combine the existing Amtrak Station with the Smith Creek Station 

and would have direct access to westbound trains. The Project would include restoration of 

approximately 2,100-feet of double-track through the intermodal facility. Passenger platforms 

for both the westbound and eastbound tracks would be constructed. A pedestrian overpass with 

elevators and stairways would provide passenger access to/from eastbound trains, as well as 

visitor access to the Henry Ford located south of the tracks. Additional improvements to 

facilitate visitor access to the Henry Ford include relocation of approximately 100 feet of 

existing Henry Ford rail track, relocation of an existing coal tender and locomotive and 

construction of a plaza/gathering space associated with the south tower. Grading, drainage, new 

sidewalk and landscaping will complete the connection to the controlled access at the Henry 

Ford Museum. 

A new bus facility at the Site 1 Facility would replace the bus transit pulse point at the Fairlane 

Town Center mall, approximately one-half mile to the north and east. The mall is the current 

westernmost stop for DDOT and serves an important transfer interface for DDOT and SMART, 

the suburban bus system. Modal connectivity would be dramatically improved with the 

relocation of the pulse point to the Intermodal facility since the current connectivity is only 

between buses. Some buses would continue to service the mall for the large employment base in 

its vicinity. For bus and work van vehicles, a separate entrance at the eastern edge of the site is 

designed to separate the regularly scheduled bus traffic from automobiles and keep buses on the 

higher capacity section of Michigan Avenue.

A small open space is planned in front of the passenger drop-off plaza. The open space would 

serve as the trailhead for a greenway trail extending east to the Rouge River Greenway, a 

proposed 16-mile trail system that links historical, recreational, and environmental resources in 

the area. Per the lease agreement, the existing station reverts to the City once it is no longer used 

for Amtrak service. Since the station is located in a multi-purpose civic center complex, it would 

be reprogrammed for another use. The City and the Henry Ford are currently developing a 

concept to reuse the former station and parking lot area as a recreational vehicle (RV) camping 

site with the station becoming the service building for the facility. Many visitors come to the 

Henry Ford via RVs and this facility would provide them with the opportunity to camp and stay 

in the City with amenities not currently found in the area. It has been a planned addition to the 
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Henry Ford for several years, and would fulfill their needs while adding another amenity to the 

community for visitors and tourists. 

The FRA has selected construction of the Facility at Site 1 for design and development. 

Benefits of the Selected Alternative: 

Site 1 has been chosen as the Selected Alternative because it meets the purpose and need of the 

study and, compared to the other alternatives, limits impacts to areas with open space and natural 

features, reduces the need for major transportation improvements, and provides the greatest 

potential for transit oriented development (TOD). 

Site 1 would accommodate all of the planned amenities for the Facility, including adequate areas 

for buses, vans and private vehicles, as well as ample indoor space for users. The Facility would 

be located and designed to maximize visibility from Michigan Avenue. The Facility would be 

accessed from both Michigan Avenue and Elm Street, making the Facility easy to find and easy 

to access, which would also help facilitate transfers between travel modes. Michigan Avenue is 

a boulevard at this location, which promotes slow driving and thereby enhances the safe 

operation of the intersection. The site's size and configuration would allow for a separate 

entrance for bus and work van vehicles. A bus facility at the new station would replace the bus 

transit pulse point at the Fairlane Town Center mall, efficiently concentrating transit modes at 

one location. Site 1 would also provide improved access to the Henry Ford. 

Environmental Consequences: 

The City and MIDOT have analyzed the context and intensity of the Project's environmental 

impacts in the EA. Based upon the EA, included by reference in this Finding of No Significant 

Impact (FONSI) in its entirety, FRA has concluded that the Selected Alternative, including 

proposed mitigation measures for unavoidable impacts, would have no foreseeable significant 

impact on the quality of the natural and human environments. FRA concurs with the preferences 

of the City and MIDOT and finds that Site 1 is best able to achieve the Project purpose and need 

without significant environmental impacts.

This FONSI focuses only on those resources that have a reasonable likelihood to be affected by 

the proposed action. The following resources are not located within the Study Area or would 

otherwise not be affected by the Project, and therefore are not affected by the retained 

alternatives: solid waste disposal systems; ecological systems; coastal zones; use of water, 

mineral, or timber resources; wild and scenic/natural rivers; and farmlands. Thus, these 

resources are not discussed in this finding. 

The potential of the Project to result in an environmental impact is described as follows. 

Air Quality: 

The potential for the Project to impact air quality was assessed considering traffic trends 

evidenced by existing traffic counts as well as the Southeast Michigan Council of Government’s 

(SEMCOG's) 2009 Regional Transportation Plan and MIDOT's Transportation Improvement 

Program. The assessment concluded that the proposed Project would conform with applicable 

air quality standards. 

Michigan Avenue is a major state trunk line in the MIDOT system. Given the long term and 

dramatic changes to the American auto industry and the direct impacts on the City attributable to 
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the Ford Motor company contraction, current traffic counts on this arterial, approximately 40,000 

vehicles daily, are far below Michigan Avenue’s capacity. The Project is located on a site that 

was previously a 700-car parking lot and does not propose any capacity improvements in the 

surrounding road network. Although it is anticipated that the new station will attract users, the 

overall effect of increased use of alternative transportation will ultimately decrease vehicle miles 

traveled. No new passenger trains are being proposed as part of this Project. Consequently, no 

additional diesel train emissions are anticipated. The Project does not include increased train or 

bus service and would not result in an increase in vehicular capacity. It is expected that the 

Project would potentially improve the long-term air quality in the region by diverting travelers 

from the roads and highways to public transit. The Project will not have a long-term impact on 

current or future air quality standards including greenhouse gases. 

The Project will temporarily increase construction-related vehicle exhaust and emissions and 

airborne particulate matter during equipment operation and the hauling of material. Construction 

dust associated with exposed soils would be controlled, if necessary, with the application of 

water and other approved dust palliatives. In addition, any hydrocarbon, nitrous oxide, or sulfur 

dioxide emissions, as well as airborne particulates created by fugitive dust plumes, would be 

rapidly dissipated because the location of the site and prevailing winds allows for good air 

circulation. Overall, there could be a short-term, temporary degradation of local air quality 

during construction activities. However, temporary impacts are not anticipated to be significant 

and would cease immediately after the construction activity is completed. 

The Project would not result in significant impacts to air quality. 

Water Quality: 

Surface water impacts would include those associated with storm water runoff from impervious 

surfaces, which would carry pollutants into nearby surface waters (the Rouge River) and into the 

existing storm drainage system. The Project site formerly was used as a surface parking lot. The 

pavement at the site still exists and, as such, creates storm water runoff. Upon completion of the 

Project, the amount of impervious surface at Site 1 would decrease. This decrease and the 

incorporation of appropriate storm water management techniques into the design and 

construction of the Facility would reduce existing runoff impacts from impervious surfaces. 

Facility site improvements would include storm water management systems that would include 

Low Impact Development (LID) techniques such as planted medians, grass swales, and 

landscaping with native species. A portion of the site would be developed as open space. The 

Project would comply with the Wayne County Department of Environmental Quality 

Stormwater Ordinance. 

A boardwalk on piles is proposed crossing the eastern corner of the existing storm water 

detention pond on the Henry Ford property. The design of this boardwalk will comply with 

Wayne County Storm Water Management Standards as required under the County’s certificate of 

coverage (Permit No. MIG6190040) and the General Permit (Permit No. MIG619000), which 

are administered jointly by the Wayne County Department of Public Services (WCDPS) and the 

Wayne County Department of Environment (WCDOE) as well as the Michigan Natural 

Resource & Environmental Protection Act (NREPA), Act 451 of 1994, as amended, Part 31 - 

Water Resources Protection, Storm Water Management.

During construction, surface waters and storm sewer systems would be protected through the use 

and enforcement of the Soil Erosion and Sedimentation Control and the National Pollutant 
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Discharge Elimination System Permits. These permits require Best Management Practices 

(BMPs) such as silt fences, check dams, and appropriately sized sediment basins. Following 

construction, permanent BMPs would be implemented to further reduce impacts. These 

permanent BMPS may include permanent seeding, establishment of no mow zones near and/or 

adjacent to water courses, detention basins with restricted outlets, and the use of native 

vegetation incorporated into the final landscape design. 

The Project would not result in significant impacts to water quality. 

Noise and Vibration: 

The Project area is located within a commercial and industrialized area. Residences, hospitals, 

schools and other sensitive areas where noise or vibration could interfere with the orderly 

conduct of day-to-day activities are not located in the Study Area. Existing passenger and freight 

rail activity at existing crossings, and vehicular traffic on adjacent roadways, account for the 

majority of the existing noise and vibration present in the Study Area.

The Project would serve existing and future rail and bus services. Traffic noise associated with 

new parking and drop-off areas and rail noise and vibration associated with the rail service 

would increase. However, there would be no permanent noise or vibration impacts on sensitive 

areas because of their distance from the Project. 

There would also be increases in noise and vibration levels during construction activities for the 

Project. These activities would be focused between 7:00am and 7:00pm, and would occur only 

during the period of construction. Given the surrounding land uses, which do not include any 

sensitive areas within an unobstructed distance of 200 feet from the site, the temporary 

construction-related noise and vibration impacts are not anticipated to be severe. Additionally, 

any temporary impacts would cease immediately after the construction activity is completed.

The Project would not result in significant impacts in terms of noise or vibration. 

Wetlands: 

There are no wetlands on or adjacent to the Project site. The Project would not result in 

significant impacts to wetlands.

Threatened and Endangered Species:

The U.S. Fish and Wildlife Service (USFWS) and the Michigan Department of Natural 

Resources (MDNR) Wildlife Division were contacted to determine the potential presence of 

federal or state-listed threatened or endangered species. According to the USFWS, there are no 

listed or proposed federal threatened or endangered species known to exist in the Study Area. 

The MDNR provided information on two state listed threatened species in the Study Area, the 

compass-plant (Silphium laciniatum) and the cup-plant (Silphium perfoliatum). Surveys 

identified a small population of 50 compass-plants located on the north side of the existing rail 

embankment approximately 2,000 feet east of the Project site; no cup-plants were found during 

the survey. The MDNR concluded in 2002 and 2007 that the proposed Project should have no 

impact on the compass-plant population. 

The Project would therefore not result in significant impacts to threatened and endangered 

species.

Floodplains: 
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The Project site is located outside of the 100-year floodplain associated with the Rouge River. 

The Project would not result in significant impacts to floodplains. 

Energy Use: 

Energy and materials would be used to construct the Project. The Project would require energy 

for day-to-day operations. The Project would minimize the short- and long-term environmental 

impacts of development and other activities through resource conservation, recycling, waste 

minimization, and the use of energy-efficient and ecologically responsible materials and 

techniques. This effort is exemplified by the drive to attain Leadership in Energy & 

Environmental Design (LEED) certification for the Facility. LEED (“green building”) 

certification indicates that the energy-efficient and environmentally friendly design elements, 

e.g., graywater recycling, compact fluorescent lighting, etc., would be incorporated in Facility 

design and construction. Further, fuel savings would be realized in the long-term due to 

improved efficiencies in the movement of passenger rail to and from intermodal facilities. There 

would also be expected fuel savings consistent with the reduction of vehicle miles of travel

shifting from automobile to passenger rail. 

The Project would not result in significant impacts in terms of energy use.

Visual Resources: 

The Facility would improve the visual interest of the site and would be a landmark in the area. 

Architecturally, it would provide strong visual interest and would serve as a gateway to west 

Dearborn. While decisions regarding the architectural style of the building will be made during 

final design, the style, ranging from modern to historic, has been the topic of public meetings. 

The local preference for the station is for a “transitional” style which incorporates contextual 

design cues from the historical roots of the adjacent Henry Ford industrial/crafts building 

complex, with features such as brick masonry, metal side gable roof forms, Romanesque window 

arches, limestone roof eave bracket elements, limestone water table, and a front facade clock 

tower element.

In addition to the building, the site would be landscaped to decrease the mass of the former

surface parking lot. A new open space in the foreground of the station would provide increased 

green space thereby improving the viewshed. 

The Project would not result in significant impacts to visual resources. 

Transportation: 

Rail: 

The Project would provide three principal benefits to freight operations on the NS rail line. First, 

elimination of the Smith Creek Station and the pedestrian grade crossing would reduce the 

passenger train dwell time, thereby keeping that segment of track clear for use by freight trains 

as well as other passenger trains. Second, the track extension from CP Mort to Oakwood with 

construction of both north and south side platforms would enable freight trains to pass stopped 

passenger trains. Under the current single track configuration, passenger trains running in either 

direction effectively tie up the track segment to freight operations. Third, the existing pedestrian 

at-grade track crossings would be eliminated, thus improving safety and eliminating 

train/pedestrian conflicts. 
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The Project would address the need for the existing Smith Creek Station at the Henry Ford and 

the need for the existing Dearborn Station behind the Dearborn Civic Center with a single 

station, west of the current Smith Creek Station. Currently, the Smith Creek Station has limited 

hours of service and very low ridership. Combining this station with the new, larger intermodal 

facility that would operate 24 hours a day would provide positive benefits for passengers. The 

Project would serve commuter, intercity and high speed passenger rail services. It would provide 

a connection to SMART and DDOT bus services and proposed interstate bus and van service, 

which would provide enhanced services and conveniences for passengers. 

The impact of the Project on passenger rail operations would be positive, as the Facility would 

provide better linkages for public transit commuters to destinations locally and regionally, and 

would be able to accommodate existing and proposed rail passenger alternatives.

The Project would not result in significant adverse impacts to rail transportation.

Bus: 

The impact of the Project on bus service would be positive, as the Facility would provide better 

linkages for public transit commuters to destinations locally, regionally and outside the state. 

The Project would cause a restructuring of existing bus services in the area to serve the new train 

station and by causing a change in travel patterns for existing commuters. However, these 

effects are considered benefits. Once the station is completed, SMART would need to reroute 

some of the fixed route buses to serve the Facility. The bus transfer facility, which is currently 

located at the Fairlane Town Center, would also be relocated to the Facility. Any changes to 

origin or destinations along the fixed route bus lines would create a change in travel pattern for 

commuters. However, bus service to Fairlane Town Center will be maintained. A separate 

entrance for buses at the eastern edge of the Facility is proposed to allow buses to avoid 

traversing the passenger vehicle parking areas, and separate bus stop areas would provide for the 

discharge and pickup of bus passengers. These effects to bus transportation would be considered 

benefits as the Facility would better serve intermodal transfers for rail commuters as well as bus 

transfers.

The Project would not result in significant adverse impacts to bus transportation. 

Motor Vehicle Traffic: 

Additional motor vehicle traffic adjacent to the Project would be generated by the Facility, and 

existing traffic patterns would likely shift. Traffic access to the site would be provided at two 

points, the existing parking lot entrance on Michigan Avenue and a new entrance on Elm Street. 

The Michigan Avenue/Oakwood Boulevard and Michigan Avenue/Facility parking lot entrance 

intersections would see little change over existing conditions. However, the Michigan 

Avenue/Elm Street intersection would likely incur additional delay due to the shift in traffic 

patterns. 

The Project would not result in significant impacts to motor vehicle traffic.
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Parking: 

The Project makes use of a former 700-space parking lot that was previously used by Ford Motor 

Company for a large engineering facility located south of the NS rail line. Ford Motor Company 

also had over 1,200 additional parking spaces located adjacent to the engineering facility in 

surface parking lots on the south side of the NS rail line. The engineering facility is now closed, 

leaving these parking lots available for other uses including the intermodal station parking, 

accommodation of multi-modal requirements (buses, shuttles, limousines, taxis, bicycles and 

pedestrians), and future attraction development by the Henry Ford. Ample parking is therefore 

available for all anticipated intermodal activities in West Dearborn. Approximately 300 surface 

parking spaces are proposed as part of the Project. 

The Project would not result in significant impacts to parking. 

Bicycle and Pedestrian: 

The Project would provide access to the existing greenway trail north of Michigan Avenue, and 

would facilitate use of a proposed 16-mile non-motorized trail proposed under the Rouge River 

Gateway project. In addition, non-motorized trail users would realize new opportunities for 

access to a range of transit options at the new Facility. 

The Project would not result in significant impacts to bicycle and pedestrian transportation. 

Barriers to the Elderly and Handicapped: 

The Project site is located on flat, level terrain that would not create barriers to access for the 

elderly or handicapped. The Facility would be built in compliance with ADA requirements 

including accessible entrances, escalator and elevator access to the overhead walkway to the 

south platform, and platforms that would accommodate same height entry to passenger trains. 

The Project would not result in significant impacts in terms of new barriers to the elderly and 

handicapped. 

Land Use, Zoning, and Property Acquisitions: 

The Project site was formerly a surface parking lot and is owned by the Ford Motor Land 

Services Corporation. The Project would require acquisition of the proposed 7.5-acre site and 

would be consistent with surrounding land use and local zoning. The site is zoned General

Business District (B-C). Transit facilities are a permitted use under current zoning (Dearborn, 

1993). The Project is consistent with all local plans within the City, including the Master Plan 

for the City of Dearborn (1997), which specifically recommends a rail transit station for the 

Project vicinity. There would be no displacements of residences or businesses. 

Construction of the Project on the site would involve the closure of the existing Dearborn 

Amtrak station to passenger rail. The City currently is exploring reuse plans for the station and 

its surrounding property. The Smith Creek Station, which provides rail access only to The Henry 

Ford, also would be closed. 

Further, the City is examining the Project area and its proximity to the west downtown as a TOD 

district. Similarly, as the Master Plan update moves forward, the City’s zoning ordinance will be 

updated to match the requirements of form based design and TOD in this and several other 

special development areas in the City. 
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The Project would not result in significant impacts in terms of land use, zoning, or property 

acquisitions. 

Socioeconomic Resources: 

A number of community facilities and services are found adjacent to the Study Area including 

police, fire, schools, and religious institutions. However, there are no community facilities 

located within the Study Area or on the Project site. Use of the site for the Facility would not 

adversely affect any community facilities in the City area. Emergency response time would not 

be affected.

There is no residential population within the Study Area. The Project site is in an area zoned for 

general business. The Project would not affect population or housing. 

Use of the site would not adversely affect economic resources in the Study Area. The site

formerly was used as a private parking lot for Ford employees and currently does not 

accommodate any public use. It is anticipated that construction of the Facility would stimulate 

investment in new commercial ventures adjacent to it. This would improve the City’s economy 

by providing additional tax base and employment opportunities.

Based on the above analysis, the Project would not result in significant impacts to socioeconomic 

resources.

Environmental Justice: 

Pursuant to Executive Order 12898, potential disproportionately high or adverse impacts to 

minority or low-income communities were considered. There are no residential populations 

within the Project area or any adverse community or socioeconomic impacts. Economic data 

from the 2000 Census indicates that zero to eight percent of the population adjacent to the Study 

Area are below the poverty level, but this percentage is below the average of 16 percent for 

Wayne County and the City. Data from the 2000 Census indicates that at the block level, 

minority populations are present; however, there are no minority populations greater than six 

percent, which is the percent minority of the surrounding area of the City. In addition, the 

Project would benefit residents by providing additional public transportation connectivity 

between communities, employment and shopping centers, and recreational amenities within the 

region. 

The Project would not result in any disproportionately high or adverse impacts to minority or 

low-income communities.

Public Health and Safety:

The Project would improve public health and safety by replacing outdated facilities. Currently, 

an automatic crossing gate and flashers provide warning of a train approaching the Elm Street 

crossing. Electronic track circuits activate the warning system in the presence of a train. 

Additional warning devices include signage and pavement markings. The signage and warning 

systems are anticipated to remain in place. The remainder of the rail corridor is fenced in this 

area to prevent pedestrian access.

Passenger safety would be enhanced when the two-track pedestrian crossing at the Smith Creek 

Station would be closed, eliminating the current potential pedestrian/train conflict. The single 

track boarding operation at the existing Dearborn Station would also be eliminated through the 

restoration of the second track. No train passengers would be required to cross or occupy the 
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tracks to board or depart from a train. In addition, the Facility would be ADA compliant; ADA 

wheelchair access to the trains would be provided by portable platforms or train-mounted lifts. 

The Project would not result in significant impacts to public health and safety. 

Contaminated Sites and Hazardous Waste: 

A Phase I Environmental Site Assessment (ESA) was completed for the Project site to determine 

the presence or likely presence of hazardous substances or petroleum products on the property. 

The records reviewed as part of the ESA indicated one closed leaking underground storage tank 

(LUST) site within a one-eighth-mile radius from the Project site. This site was remediated in 

accordance with regulatory guidelines, and no residual contamination exists. 

Additional sites identified from the ESA records review are more than one-eighth mile from the 

Project site. Given the distance, prevailing subsurface conditions of clay soils and lack of a 

shallow aquifer in the Study Area, it is not expected that the identified sites would impact or be 

impacted by the Project. In addition, no spills or other incidents of concern have been recorded 

for the site, and no known landfill sites are within one-half-mile of the Project site. If 

unanticipated contaminated soil should be encountered during construction, proper disposal 

methods would be used to minimize any potential impacts. 

Based on the findings of the ESA, the Project would not result in significant impacts to known 

contaminated sites or hazardous waste.

Parks and Recreational Areas: 

The Rogue River greenway system is located near the Project site. Construction of the Facility 

would have beneficial effects to the Rouge River greenway system by providing a small open 

space in front of the passenger drop-off plaza that would serve as a trailhead and provide signage 

to promote recreational use of a greenway trail extending east to the Rouge River Greenway. 

There would be no direct impact to the Greenway.

The Project would not result in significant impacts to parks and recreational areas. 

Cultural Resources: 

FRA has undertaken consultation with the Michigan State Historic Preservation Officer (MI 

SHPO) pursuant to Section 106 of the National Historic Preservation Act. Three architectural 

historic properties were identified within the area of potential effects: the Greenfield Village and 

the Henry Ford Museum National Historic Landmark (NHL) (established late 1920s-30s), Fair 

Lane NHL (built 1914-15), and the National Register of Historic Places (NRHP) eligible Ford 

Motor Company Engineering Laboratory and Power Plant (built 1923-25 with later additions). 

The laboratory and power plant was recommended eligible for the NRHP in August 2008 (before 

FRA became the lead federal agency), with concurrence from the MI SHPO received on 

September 8, 2008. During that consultation, it was determined that there was a low potential 

for archaeological recovery, and so no further investigation for archaeological resources was 

conducted. 

The Project would directly affect the Greenfield Village and the Henry Ford Museum NHL by 

improving a portion of the northern section of the historic district. Improvements would 

construct a visitor access to the museum complex. However, the improvements would follow the 

path of an existing walkway, improve the walkway, and add landscaping and an associated 

plaza/gathering space that would be accessed from the overhead walkway from the new Facility 
13

building. In addition, the alterations would follow the Secretary of the Interior’s Rehabilitation 

Standards for the Treatment of Historic Properties (36 CFR Part 68) and applicable rehabilitation 

guidelines. 

Greenfield Village and the Henry Ford Museum NHL district contributors, Fair Lane, and the 

Ford Motor Company Engineering Laboratory and Power Plant would be located within the 

indirect APE adjacent to the rail line. However, trees and other vegetation would protect the 

viewsheds and other qualities of these historic properties from the undertaking. In addition, 

given the presence of Michigan Avenue and the existing rail line, no adverse atmospheric or 

audible elements would be introduced. 

Therefore, a finding that this undertaking would have No Adverse Effect on historic properties 

was presented to the MI SHPO on April 29, 2011 (see Appendix). The MI SHPO concurred on 

June 7, 2011. Because of the existence of two NHLs within the APE, correspondence was also 

sent to the Secretary of the Interior on April 29, 2011, with a response received on May 26, 2011, 

concurring with the finding of No Adverse Effect. 

Based on these findings, the Project would not result in significant impacts to cultural resources.

Section 4(f) Resources:

Section 4(f) of the U.S. Department of Transportation Act of 1966 as amended (49 USC Section 

303) stipulates that the FRA and other U.S. Department of Transportation (USDOT) agencies 

cannot approve the use of land from a significant publicly owned public park, recreation area, 

wildlife or waterfowl refuge, or any significant historic site unless the following conditions 

apply: 

• There is no feasible and prudent avoidance alternative to the use of land from the property, 

and the action includes all possible planning to minimize harm to the property resulting 

from such use; or 

• The use of the Section 4(f) properties, including any measures to minimize harm (such as 

avoidance, minimization, mitigation, or enhancement measures) committed to by the 

applicant, will have a de minimis impact on the property. 

One Section 4(f) property, the Greenfield Village and the Henry Ford Museum NHL, would be 

directly affected by the Project, resulting in a Section 4(f) use. The Fair Lane NHL, and the 

NRHP eligible Ford Motor Company Engineering Laboratory and Power Plant are also Section 

4(f) properties; however, use of these properties has been avoided. 

FRA notified the MI SHPO and the National Park Service (NPS) on April 29, 2011 of the intent 

to make a de minimis impact determination pursuant to 49 USC § 303, subject to their agreement 

that the Project would have no adverse effect on the Greenfield Village and Henry Ford Museum 

NHL. As noted above, FRA received written concurrence from the MI SHPO and the Secretary 

of the Interior for a finding of No Adverse Effect. Therefore, FRA determines that the use of the 

Section 4(f) property will have a de minimis impact. 

Implementation of the Project would therefore not result in significant impacts to Section 4(f) 

resources.
14

Construction Impacts: 

Construction of the Project would create temporary noise impacts and temporary impacts to air 

and water during construction. MIDOT would ensure that the construction contract 

specifications require that the selected construction contractor adhere to all federal, state, and 

local noise abatement and control requirements. Noise would be controlled by measures such as, 

but not limited to, ensuring construction equipment is in good repair and fitted with manufacturer 

recommended mufflers. 

MIDOT would also encourage measures that reduce engine activity or reduce emissions per unit 

of operating time. Construction equipment would be kept clean and in good operating condition. 

MIDOT’s Standard Construction Specification Sections 107.15(A) and 107.19 apply to control 

fugitive dust during construction and cleaning of haul roads. All MIDOT vehicles and 

equipment must follow MIDOT Guidance #10179 Vehicle and Equipment Engine Idling. 

Additionally, sediment and erosion control measures would be used to minimize any water 

quality impacts during construction. Any minor temporary impacts would cease upon 

completion of construction. 

Construction would not affect existing passenger rail operations, as the new Facility would be 

completed and operational before the existing stations (Dearborn and Smith Creek) are closed. 

Construction would also not affect automobile traffic. 

Implementation of the Project would not result in significant construction impacts.

Indirect and Cumulative Impacts: 

The Council on Environmental Quality (CEQ) regulations define indirect (secondary) impacts as 

those that are “...caused by the action and are later in time or farther removed in distance, but are 

still reasonably foreseeable. Indirect effects may include growth inducing effects and other 

effects related to induced changes in the pattern of land use, population density or growth rate, 

and related effects on air and water and other natural systems, including ecosystems.” 40 CFR § 

1508.8b. Cumulative effects are defined as “...the impact on the environment which results 

from the incremental impact of the action when added to other past, present, and reasonably 

foreseeable future actions regardless of what agency (federal or nonfederal) or person undertakes 

such other actions. Cumulative effects can result from individually minor but collectively 

significant actions taking place over a period of time.” 40 CFR § 1508.7. 

The Project may accelerate land use changes in the area surrounding the new station that are 

recommended in the City of Dearborn Master Plan or plans of adjacent communities. The land 

use surrounding the Facility may shift to land use compatible with the new transit opportunities 

such as TOD of mixed-use residential or commercial. 

There is also the potential for the Project to spur growth of residential development (new or 

reuse) providing greater housing opportunities and improved access to jobs. The increased 

density may spur further development and redevelopment of residential and commercial 

properties. The improved access to transit alternatives could provide more opportunity for 

minorities and persons in lower income brackets to access the City to live and/or work, therefore, 

increasing socioeconomic diversity. In addition, greater access to bus and passenger rail may 

encourage mode shifts and decrease automobile usage, which could result in less congestion, 

energy savings, and air quality improvements.
15

Additionally, the Project could result in an increased tax base due to an increase in commercial, 

industrial and residential development. It is anticipated that there would be an increase in 

employment opportunities and worker productivity due to improved transit and access to a 

skilled labor pool residing outside the Dearborn community. Increased pedestrian activity could 

result in greater patronage of local businesses and the likelihood of visitors accessing local, civic, 

and recreational resources.

The Project could result in indirect beneficial development and would not result in any 

significant adverse indirect or cumulative impacts.

Commitments and Mitigation Measures: 

The following Federal regulations, statutes, and orders apply to this Project: 

• Clean Water Act of 1977 (33 USC § 1251-1376) 

• Endangered Species Act (50 CFR 17) 

• Executive Order 11988, Floodplain Management (42 Federal Register [FR] 26951) 

• Executive Order 11990, Protection of Wetland (42 FR 26961) 

• Executive Order 12898, Federal Actions to Address Environmental Justice in Minority 

Populations and Low-Income Populations (59 FR 7629) 

• Executive Order 13166, Improving Access to Services for Persons with Limited English 

Proficiency (65 FR 50121) 

• Federal Railroad Administration Procedures for Considering Environmental Impacts (64 

FR 28545 and 49 CFR Part 260.35) 

• National Environmental Policy Act of 1969 (42 USC § 4321 et seq., signed January 1, 

1970) 

• Regulations for Implementing the Procedural Provisions of the National Environmental 

Policy Act (40 CFR 1500–1508) 

• Section 4(f) of the U.S. Department of Transportation Act of 1966 (49 USC § 303) 

• Section 6(f) of the Land and Water Conservation Act of 1965 (16 USC § 460) 

• Sections 9 and 10 of the Rivers and Harbors Act of 1899 (33 USC § 401) 

• Section 106 of the National Historic Preservation Act, as amended (16 USC § 470) 

• Section 404 of the Federal Water Pollution Control Act (33 USC § 1344) 

• Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as 

amended (42 USC § 61) 

• Americans with Disabilities Act of 1990 (42 USC Chapter 126, and 47 USC Chapter 5) 

The following Project commitments and mitigation measures have been identified to further 

reduce impacts of the Selected Alternative. Additional measures may also be implemented as 

necessary and as identified. 
16

Air Quality: 

Construction dust associated with exposed soils will be controlled, if necessary, with the 

application of water and other approved dust palliatives. MIDOT would also encourage 

measures that reduce engine activity or reduce emissions per unit of operating time. 

Construction equipment would be kept clean and in good operating condition. MIDOT’s 

Standard Construction Specification Sections 107.15(A) and 107.19 apply to control fugitive 

dust during construction and cleaning of haul roads. All MIDOT vehicles and equipment must 

follow MIDOT Guidance #10179 Vehicle and Equipment Engine Idling. 

Water Quality: 

The Facility will incorporate such storm water management techniques as LID to minimize 

runoff impacts from impervious surfaces. Inclusion of landscaped areas and a small open space 

within the site also will lower the amount of impervious surface and aid in storm water 

management. During construction, surface waters and storm sewer systems will be protected 

through the use and enforcement of Soil Erosion and Sedimentation Control and the applicable 

National Pollutant Discharge Elimination System Permits. These permits employ BMPs such as 

silt fences, check dams and appropriately sized sediment basins. Following construction, 

permanent BMPs would be implemented to reduce impacts to water quality. These BMPs may 

include permanent seeding, establishment of no-mow zones near or adjacent to water courses, 

detention basins with restricted outlets, and the use of native vegetation. 

Noise and Vibration: 

Construction activities would be focused between 7:00am and 7:00pm so as to confine the 

timespan of noise and vibration impacts. Noise would be controlled by measures such as, but not 

limited to, ensuring construction equipment is in good repair and fitted with manufacturer 

recommended mufflers.

Energy Use: 

The Facility will be designed and constructed to meet LEED standards, which will minimize 

energy use. Impacts to energy use will be minimized through resource conservation, recycling, 

waste minimization, and the use of energy-efficient and ecologically responsible materials and 

techniques. 

Barriers to the Elderly and Handicapped: 

The Facility will be constructed in compliance with ADA requirements including accessible 

entrances, an overhead walkway to the south platform that would eliminate pedestrian/vehicle 

conflicts, elevator access to that overhead walkway, and accommodations for a wheelchair lift on 

each platform.

Contaminated Sites and Hazardous Waste: 

If any contamination is encountered during construction of the Facility, the City will remove and 

dispose of contaminants in accordance with the Hazardous Waste Program administered by the 

MDNRE.

Cultural Resources: 

The Project will result in better pedestrian access to the Greenfield Village and the Henry Ford 

Museum, and appropriate landscaping would visually improve the portion of this NHL property 

18

This document has been prepared in accordance with FRA’s Procedures for Considering 

Environmental Impacts by the Office of Railroad Policy and Development, with assistance from 

the Office of Chief Counsel. This document was prepared in June and July, 2011. For further 

information regarding this document, contact: 

Wendy Messenger

 1200 New Jersey Avenue SE 

Washington, DC 20590 

Phone: (202) 493-6396