Downeaster Portland North Expansion Project 

Portland to Brunswick 

Cumberland County, Maine 

FINDING OF NO SIGNFICANT IMPACT 

Statement of Purpose and Need:

The project area is an approximately 30-mile long existing freight rail line between Portland and 

Brunswick. The existing freight train operation consists of six trains per day (three) locomotives 

and 50 cars per train) between Portland and the Royal Junction (located approximately one-third 

of the way between Portland and Brunswick), and two trains per week (one locomotive and six 

cars per train) between the Royal Junction and Brunswick. The freight train speed varies between 

30 - 40 mph. Passenger rail is currently not available between Portland and Brunswick. Instead, I295 is used for vehicular travel between these two locations. 

The Amtrak Downeaster (Downeaster) currently operates ten daily trips (or five round trips) 

between Portland, Maine, and Boston, Massachusetts. The Northern New England Passenger 

Rail Authority (NNEPRA) seeks to extend four of these daily trips further north to Brunswick, 

Maine and add two additional trips between Portland and Brunswick. NNEPRA is proposing to 

rehabilitate approximately thirty miles of existing freight rail line between the Portland 

Transportation Center (PTC) in Portland, Maine, and the proposed Maine Street Station in 

Brunswick, Maine in order to offer this service. 

Through this project, NNEPRA seeks to enhance mobility, reduce congestion and improve safety. 

Since 2001, the Downeaster has linked northern New England communities to ferries, airports, 

subways, intercity and regional bus trips, and Amtrak’s northeast corridor by providing ten daily 

trips between Boston, Massachusetts and Portland, Maine. The Downeaster’s 160 million 

passenger-miles and two million passengers since service initiation provide evidence of the 

regional demand for rail service in northern New England. Ridership has grown 87% since 

FY2005 and is expected to reach 468,000 passengers in FY2009.

 

The I-295 corridor has experienced substantial growth in traffic volume since the 1950s, and thus 

there is a growing need to reduce congestion and enhance safety in this area. Chronic 

congestion and delays occur due to inadequate roadway capacity. Furthermore, the increase in 

traffic volume has created an increase in traffic accidents, which creates hazards by temporarily 

reducing highway capacity and producing lengthy backups. The growth in traffic volume is 

projected to continue in the future; approximately 50,000 vehicles per day currently travel north of 

Portland on I-295, and traffic is expected to increase 20 percent by 2030. Expansion of the I-295 

corridor is unlikely due to the potential for a large number of displacements and other substantial 

environmental impacts. However, expanding regional passenger rail service to the Brunswick 

area will enhance mobility and improve safety in the region and along the I-295 corridor. 

Alternatives: 

NNEPRA consulted with the city of Portland, the Towns of Freeport and Brunswick, Pan Am 

Railways, MaineDOT, and public stakeholders during the development of alternatives. They 

identified and considered three alternatives: the No-build alternative, the Preferred Alternative, 

and a build alternative. NNEPRA evaluated the alternatives based upon their ability to meet the 

project purpose and need, to satisfy engineering design criteria, and to avoid or minimize adverse 

environmental impacts. 

The No-build alternative would consist of the operation of the current track, with the present level 

of service and maintenance and no appreciable change to the current track configuration or 

operating conditions. NNEPRA fully analyzed the No-build alternative, and its consequences 

were fully developed to allow equal comparison to the preferred alternative and to help decision-
makers and the public understand the ramifications of taking no action. However, NNEPRA 

concluded that the no-build alternative would not meet the project purpose and need because it 

would not enhance mobility or improve safety in the I-295 corridor. If NNEPRA proceeds under 

the No-build alternative, travel cost savings from reduced congestion would not be realized. 

Furthermore, chronic congestion and delays on I-295 north of Portland would continue and 

worsen as traffic volume increases through 2030. The potential for greater frequency of traffic 

incidents, possibly resulting in personal injury or loss of life, would increase as traffic volume 

increased. 

NNEPRA also considered a build alternative that more closely followed I-295 between Portland 

and Yarmouth. This alignment would have required the development of a new rail corridor in the 

designated alignment beginning at the Portland Transportation Center (PTC), crossing Forest 

Avenue and then running parallel to I-295 through the Bayside area of Portland, construction of a 

new 1,700-foot rail bridge over Back Cove, and a connection to the St. Lawrence and Atlantic 

Railroad freight line, which would be rehabilitated between Portland and Yarmouth Junction. At 

Yarmouth Junction, this alternative would connect with the Brunswick Branch and continue on the 

same alignment as the preferred alternative. However, because the alternative build would 

require the construction of new rail and a new 1,700-foot rail bridge, the alternative had a 

substantially higher cost and the potential for greater adverse environmental impacts than the 

Preferred Alternative and was dismissed from detailed analysis. 

The Preferred Alternative proposes to rehabilitate approximately thirty miles of an existing freight 

rail line between Portland and Brunswick. This rehabilitation would support the planned 

Downeaster passenger rail service extension from its existing terminus at the PTC to the 

proposed Maine Street Station in Brunswick. The Preferred Alternative would consist of track 

upgrades, special trackwork, the construction of platforms in Freeport and Brunswick, a siding at 

Brunswick, the rehabilitation of three stone arch culverts, the replacement or repair of 14 culverts, 

drainage improvements at the ‘deep cut’ north of Freeport, and signal upgrades. 

Benefits of Preferred Alternative

The Preferred Alternative follows entirely within existing rail corridor rights-of-way, avoiding 

impacts from construction of a new corridor, while still meeting the mobility and safety needs of 

northern New England. The preferred alternative would support the planned Downeaster 

passenger rail service extension from its existing terminus at the PTC to the proposed Maine 

Street Station in Brunswick. Passenger rail service has the potential to play an important role in 

keeping Maine's economy competitive for the future by enhancing quality of life for Maine's 

employers, employees, residents and visitors. Investment in the passenger rail system helps fulfill 

state and federal transportation policies. Improvements to the track infrastructure for the 

proposed project would also benefit the freight rail service, which uses the same line. 

Procedural History

In May 2008, NNEPRA submitted the Downeaster Portland North Expansion Project 

Railroad Rehabilitation and Improvement Financing Program Application (RRIFPA) / 

Categorical Exclusion to the FRA for approval. The categorical exclusion (CE) worksheet 

indicated that the Preferred Alternative qualified as a CE because the proposed project intended 

to provide “operating assistance to a railroad to continue existing service or increase service to 

meet demand, where the assistance will not result in a change to the environment.” However, 

FRA determined that the project scope was not consistent with this category, and NNEPRA 

resubmitted the CE worksheet with supporting environmental documentation under “maintenance 

of existing railroad equipment” and “minor rail line additions.” 

After review of the resubmitted CE worksheet, FRA requested a more detailed environmental 

analysis regarding noise impacts and mitigation measures to address potential noise impacts. 

FRA concluded in December 2008 that NNEPRA should prepare an Environmental Assessment 

(EA). 
Based upon the attached EA, which was completed in August 2008, FRA has concluded that the 

Preferred Alternative, including proposed mitigation measures, is not likely to incur significant 

environmental impacts. FRA concurs with the preferences of NNEPRA and finds that the 

Preferred Alternative is best able to achieve the project purpose and need without significant 

environmental impacts. 

The FRA Office of Railroad Development has reviewed the attached EA. The potential for 

environmental impact is summarized for each resource category as follows: 

Air Quality: 

The proposed project would result in six additional passenger train trips per day along an 

approximately 30-mile corridor between Portland and Brunswick, which would lead to a negligible 

increase in emissions and could potentially improve the air quality in the region by diverting 

vehicles from the roads and highways between Portland and Brunswick. The project would have 

no significant impact on current or future air quality standards or lead to the establishment of a 

non-attainment area. 

Water Quality: 

The Preferred Alternative would not permanently impact water quality and would not cause a 

change in the Class B water quality classification. Construction of the project would temporarily 

impact water quality, with 17 waterways temporarily impacted by culvert and stone arch 

replacement and rehabilitation. These impacts would cease when construction was completed. 

NNEPRA will minimize the temporary impacts to waterways by the use of best management 

practices and by following the standards for culvert replacement under the Maine Natural 

Resources Protection Act (NRPA). 

Water Bodies and Waterways: 

The Preferred Alternative would not permanently impact waterways. Several culverts convey flow 

under the rail line from waterways not indicated on U.S. Geological Survey mapping. Culverts 

convey flow from an unnamed tributary to the East Branch Presumpscot River, an unnamed 

tributary to Davis Brook, and Mill Stream. The Davis Brook, Todd’s Brook, and Cousins River 

Stone Arches convey flow from their respective waterways. During the repair and replacement of 

the fourteen culverts and three stone arches, seventeen waterways would be temporarily 

impacted. However, temporary impacts would cease immediately after the activity is completed. 

While some specific construction impacts cannot be estimated at this time because they depend 

on several factors that would be determined either during final design or by the contractor before 

or during construction, NNEPRA will minimize the impact to waterways by following best 

management practices and the standards for culvert replacement under the NRPA. Permits or 

approvals would be required from the United States Army Core of Engineers (USACE) and the 

Maine Department of Environmental Protection (MDEP). 

Floodplains: 

The Preferred Alternative would not permanently impact 100-year floodplains. Culvert 

replacement and stone arch repair would temporarily impact Davis Brook and two of its unnamed 

waterways, Todd’s Brook, and Cousins. However, these temporarily impacted areas would be 

restored following construction. 

Wetlands: 

The Preferred Alternative would not permanently impact wetlands. Four wetlands would be 

temporarily impacted during the repair and replacement of the culverts and stone arches and the 

excavation at Deep Cut. The wetlands that would be temporarily impacted are adjacent to the 

Presumpscot River, an unnamed waterway to the East Branch of the Piscataqua River, Todd’s 

Brook, the Cousins River, and Mill Stream. The Deep Cut excavation would temporarily impact 

the headwaters of the unnamed waterway to Bunganuc Stream. Underdrains would convey water 

into the wetland east of Deep Cut, but as this is a minor redirection of water that is already 
present onsite. FRA does not expect any adverse impacts to occur. The temporary impacts 

would cease immediately after the activity is completed. Some minor and temporary construction 

impacts cannot be estimated at this time because they depend on several factors that would be 

determined either during final design or by the contractor before or during construction. However, 

NNEPRA will minimize the temporary impacts to wetlands by using best management practices 

and by following the standards for culvert replacement under the NRPA. 

Coastal Zones: 

The project would not impact coastal zones. Maine’s coastal zone encompasses all political 

jurisdictions in Maine that have land along the coast or a tidal waterway, such as a river or bay. 

Because the municipalities in the project area are located in Maine’s coastal zone, the Coastal 

Zone Management Act (CZMA) requires a federal consistency review. NNEPRA is working with 

the Maine State Planning Office (SPO), the federally-designated authority, to complete a 

consistency review for the project. The SPO has stated that CZMA review for this action is not 

required at this time. The SPO will perform its consistency review and issue its CZMA 

consistency determination at a later stage in the project following review and approval of the 

NRPA permit application by the MDEP. 

Noise/Vibration: 

The Preferred Alternative, involving the addition of six passenger trains per day between Portland 

and Brunswick, would not result in significant vibration impacts or severe noise impacts. The 

Preferred Alternative would result in moderate noise impacts to 83 sensitive receivers 

(residences) due to the train horn blowing at grade crossings; increased passenger rail without 

the horn would not cause moderate or severe impacts. Total exposure noise levels would 

generally be higher within rural portions of the project area due to low background noise levels 

and the absence of the shielding effects provided by rows of buildings near the tracks (typically 

not present in rural areas). The number of impacted residences would not exceed eight per grade 

crossing. To minimize the noise impacts and crossings associated with the proposed project, 

NNEPRA would implement the following mitigation plan: 

• The corridor located between Congress Street in Portland and Falmouth Road in 

Falmouth is already an established Quiet Zone. The noise along this densely populated 

section of the corridor is already mitigated. 

• Crossings between Fields Road in Falmouth and Hunter Road in Freeport are in rural 

areas. No additional mitigation is proposed for these areas. 

• Crossings between West Street and East Street in Freeport are located in a mixed 

commercial/residential area and horns on trains passing some of these crossings have 

the potential to create a negative impact. At this time, officials from the Town of Freeport 

fully support the restoration of train service and are not requesting that noise mitigation 

measures be included in the initial expansion project. Should negative noise impacts 

arise as a result of the expanded Downeaster service, then NNEPRA and the Town of

Freeport will work to mitigate those impacts, most likely through the installation of 

wayside horns. 

• Crossings between Upper Mast Head Landing in Freeport and Union Street in Brunswick 

are located in either rural or commercial/industrial areas. No additional noise mitigation is 

proposed for these areas. 

• Although the Downeaster does not cross Maine Street in Brunswick, it would travel up to 

that crossing. Maine Street is currently designated as part of a Quiet Zone. The upgraded 

signals and gates installed as part of this project would provide for the Town of Brunswick 

to apply to extend the Quiet Zone to Stanwood Street if they deemed it necessary. 

Threatened or Endangered Species, Biology and Ecological Systems: 

According to the U.S. Fish and Wildlife Service (USFWS), there are no known, listed or proposed, 

federal threatened or endangered species in the project area. According to the Maine Department 

of Inland Fisheries and Wildlife (MDIFW) and the Maine Natural Areas Program (MNAP), there 

are no known state listed or proposed threatened or endangered species in the project area. The 

project would not impact federal- or state-listed or proposed threatened or endangered species. 
The project would also not impact ecological systems. The MDIFW has concurred that the 

project area does not contain sensitive ecological systems. 

Transportation: 

The Preferred Alternative would not have significant negative impacts on freight rail 

transportation. Current freight rail operations for the Freight Main Line, Brunswick Branch, or 

Rockland Branch would not be affected by six additional passenger train trips. The proposed 

siding at Brunswick would have a positive effect on existing and proposed freight rail traffic. 

NNEPRA will perform track rehabilitation according to best management practices to ensure 

minimal temporary impacts to existing freight rail operations during construction. The Preferred 

Alternative would have a positive impact on passenger rail transportation by offering new service 

between Portland and Brunswick. 

The Preferred Alternative would also have a positive impact on vehicular transportation along the 

I-295 corridor by offering an alternate form of transportation to commuters, residents and tourists 

in Portland, Freeport and Brunswick. An alternate transportation mode would reduce congestion, 

thereby resulting in travel cost savings, as well as decreasing the potential for traffic incidents. 

The Preferred Alternative would not have a significant impact on local vehicular transportation. 

The Preferred Alternative would neither lower the Level of Service on roadways or at 

intersections near platforms nor have a substantial adverse effect on pedestrians or cyclists. 

Signal and circuit upgrades performed as part of the track rehabilitation would occur within the 

railroad right of way and would not substantially impact traffic on intersecting municipal roadways. 

In terms of parking, the Preferred Alternative would have a negligible impact on parking 

availability in downtown Freeport and Brunswick. The Preferred Alternative is expected to 

generate minimal parking demand of about twelve cars per day at the Freeport platform. The 

demand is estimated at twenty spaces per day for the estimated twenty riders originating from 

Brunswick, which could be easily accommodated by the MaineDOT Park and Ride lot. 

The rail siding would have a positive effect on existing and proposed freight rail traffic. However, 

if a small strip take is needed from Hannaford’s Supermarket and the bank parking lot to relocate 

a chain link face, which was built within the existing railroad right of way, the proposed rail siding 

at Brunswick may have a minor effect on traffic circulation and parking around these businesses. 

It is envisioned that these impacts would be minor and not significant. There would be minor 

temporary impacts to transportation during construction from the operation of equipment and the 

potential temporary short-term closure of Union Street to install a portion of the siding across the 

street. NNEPRA will use proper implementation and maintenance of traffic control measures to 

minimize the temporary impacts. These minor temporary impacts would cease upon completion 

of construction. 

Land Use, Zoning, and Property Acquisition: 

The Preferred Alternative would not have a significant impact on land use, zoning consistency or 

property acquisition. The proposed Freeport platform would be located within a commercial zone, 

immediately adjacent to the existing rail lines. The proposed project would not present a conflict 

with existing uses in the area and would not require property takings since the platform is planned 

within the right-of-way. The proposed Brunswick platform would be located on a site purchased 

by the town. The site is zoned as a town center, and a railroad station would be consistent with 

the surrounding commercial land uses. The proposed Brunswick siding would likely be located 

entirely within the existing rail line right of way. NNEPRA may need to acquire a minor strip of 

land from the adjacent access drive from the Hannaford’s Supermarket and from the parking area 

for the bank. As MaineDOT prepares the preliminary plan for the proposed rail siding, MaineDOT 

will ultimately determine whether there is a need for this minor strip. 

Environmental Justice: 
The Preferred Alternative would not result in disproportionate adverse impacts to minority or lowincome residents or populations. The Preferred Alternative would benefit residents by providing 

additional public transportation services between communities, employment, shopping centers, 

and recreational amenities within the region. 

Public Health and Safety: 

The addition of six additional train trips on an existing, active rail line would not have an 

appreciable negative impact on public health and safety. The Preferred Alternative would improve 

public health and safety by upgrading out of date grade-crossing signal equipment. Furthermore, 

by diverting some commuter traffic from I-295 and local roads between Portland and Brunswick, 

the Preferred Alternative would likely reduce congestion and thus improve safety on the roads 

and highway. 

Contaminated Sites and Hazardous Waste: 

According to the EPA National Priority List and the MDEP Remediation Sites (Institutional 

Controls) Database, the project area does not contain known contaminated or hazardous waste 

sites. A Phase I Site Investigation was not prepared. The Preferred Alternative would not impact 

known contaminated sites or hazardous waste. 

Cultural Resources: 

The Maine Historic Preservation Commission (MHPC) stated that the Preferred Alternative would 

not impact prehistoric archaeological resources and would have no adverse effect upon historic 

properties. Previous study of historic architectural resources for the portion of the rail corridor 

north of Yarmouth Junction revealed three known resources eligible for the National Register of 

Historic Places (NRHP); two stone arch culverts (one in Yarmouth and one in Freeport) and one 

bridge (South Main Street crossing in Freeport). A cultural resources survey was performed for 

the 12-mile segment of Pan Am Railways between the Portland Wye in Portland and Yarmouth 

Junction, which had not previously been surveyed. The survey identified three bridges (one in 

Yarmouth, one in Cumberland, and one in Falmouth) within the project’s Area of Potential Effects 

(APE) that are eligible for listing in the NRHP (VHB 2009). None of the culverts within this 

segment were determined to be eligible for listing in the NRHP. The survey also identified 

another bridge on the route, the Park Avenue Bridge in Portland, which had previously been 

studied and determined eligible for listing in the NRHP (VHB 2009). 

The Preferred Alternative involves steel rail and wood tie replacements with new rails and ties in 

order to upgrade the line for passenger service. This work will not affect the integrity of any 

existing bridge structures, as the ties and rail will be attached to existing or replacement bridge 

timbers with the rails laid on top of the new ties. Based on this description of the proposed work, 

there will be no adverse effect to any of the inventoried bridges that are recommended eligible or 

are already determined eligible for the National Register. 

Three stone arch culverts are being rehabilitated as part of the project, and one of these has 

been determined as eligible for the NRHP. Since the work to be conducted on the arches is 

limited to repair and rehabilitation, there will be no adverse effect. 

MHPC concurred that the Preferred Alternative would not impact prehistoric archaeological 

resources and would have no adverse effect upon historic properties. See Appendix A to the 

Environmental Assessment for the correspondence with MHPC. FRA agrees with the MHPC’s 

determination that the proposed project would not have an adverse effect on any of the identified 

resources. 

Section 4(f): 

Section 4(f) resources are located within the project area. Two stone arch culvert and five bridge 

structures along the corridor have been determined eligible for the NRHP. 
The Preferred Alternative will not affect the integrity of any existing bridge structures, as the work 

necessary for upgrades to passenger service are limited to rail and tie replacement, which will be 

attached to existing or replacement bridge timbers, with the rails laid on top of the new ties.

Based on this description of the proposed work, there will be no adverse effect to any of the 

inventoried bridges that are recommended eligible or are already determined eligible for the 

National Register. 

The Preferred Alternative will not affect the integrity of the two stone arch culverts determined 

eligible for the NRHP, as the work is only to be performed on one of the stone arch culverts, and 

the proposed work is limited to repair and rehabilitation. Based on this description of the 

proposed work, there will be no adverse effect to the stone arches. 

The Preferred Alternative would not have an adverse effect on Section 4(f) Resources. 

Construction Impacts: 

Construction of the Preferred Alternative would not have permanent impacts on resources within 

the project area (MDIFW 2009 and MNAP 2009). Due to the operation of equipment and the 

potential short-term closure of Union Street in Brunswick, the Preferred Alternative would create 

temporary construction impacts to traffic, air quality and noise. However, NNEPRA will use proper 

implementation and maintenance of control measures (e.g., traffic control, dust/ erosion and 

sedimentation controls, properly fitted emission control devices and mufflers, etc.) to minimize the 

temporary impacts. These minor and temporary impacts would cease upon completion of 

construction. 

Construction of the Preferred Alternative would temporarily impact floodplains, wetlands, streams, 

and surrounding streambanks. The arch rehabilitation at Todd’s Brook, Cousins River, and Davis 

Brook and two of its unnamed waterways would impact regulated 100-year floodplains, while four 

wetlands would be temporarily impacted during the repair and replacement of the culverts and 

stone arches and the excavation at Deep Cut. The wetlands that would be temporarily impacted 

are adjacent to the Presumpscot River, an unnamed waterway to the East Branch of the 

Piscataqua River, Todd’s Brook, the Cousins River, and Mill Stream. The Deep Cut excavation 

would temporarily impact the headwaters of the unnamed waterway to Bunganuc Stream. 

Underdrains would convey water into the wetland east of Deep Cut, but as this is a minor 

redirection of water that is already present onsite, NNEPRA expects no adverse impact. The 

Preferred Alternative would also impact seventeen waterways and their surrounding streambanks 

by potentially increasing soil erosion within the disturbed portions of the project area. The 

temporary impacts would cease immediately after the activity is completed and would be 

minimized by using best management practices and by following the standards for culvert 

replacement under the NRPA. Construction activities would follow federal, state, and local 

statutes, regulations and ordinances and the proper permits would be obtained. Following 

construction, temporarily impacted floodplains, wetlands, streams, and surrounding streambanks 

would be restored to their natural condition. 

Secondary and Cumulative Impacts: 

The Preferred Alternative would result in secondary impacts by creating the potential for 

development of additional platforms, as well as further transit-oriented development near the 

proposed stops, similar to the Freeport Village Station and the Brunswick Maine Street Station 

currently under construction. This transit-oriented development would likely occur in already builtup areas. Local review boards would be responsible for investigating the impacts to water, sewer, 

and traffic from future transit oriented development. 

The Preferred Alternative would have slight beneficial contributions to cumulative impacts. The 

proposed extension of passenger rail service is expected to provide an overall benefit to air 

quality. The rail service is expected to provide service to motorists who would otherwise travel 

between Portland and Brunswick by motor vehicle. This shift in travel mode is expected to reduce 

overall vehicle emissions. The addition of passenger rail service would also encourage further