‘Table ES-3

Summary of Potential Human/Natural Impacts and Benefits of the Study Area Alternatives

Environmental Information
. A B c D E F G H J
Water Supply Watersheds 27 33 19 28 35 21 27 34 21
Major Rivers (potential
crossings) 29 28 29 31 30 33 29 28 31
Wetlands (NWI & hydric soils 117.3 115.8 117.0 124.0 122.5 123.7 190.7 189.2 190.4
in acres)
FEMA 100-year Floodplain
crossings 83 76 44 89 82 50 97 90 58
Mineral Resources ( Mines ) 36 37 40 37 38 41 33 34 37
Hazardous Materials Sites 412 441 252 427 456 267 454 483 294
Air Quality-Net reduction in NOx
emissions (Ibs/yr) 554,889 530,895 279, 065 547,392 517,065 269,540 589,505 553,099 298,179
Annual 2025 Trip Diversions
-From auto to rail 865,349 841,840 595,092 858,004 828,290 585,761 899,266 863,596 613,822
-From air to rail 320,061 311,365 220,103 242,001 233,620 165,215 171,289 164,494 116,918
Estimated Relocations
-Residential dwellings (each) 365 371 220 405 411 260 301 307 156
-Business (square footage) 65,145 110,920 57,374 62,191 107,966 54,420 70,344. 116,119 62,573
Noise & Vibration Category 9
sensitive receptors 333 342 259 371 371 287 369 372 284
Prime farmland (acres) 37,219 39,360 26,523 45,137 46,992 34,308 57,346 59,134 46,670
Protected Species - # of known 33 35 45 44 46 56 43 49 51
populations identified
National Rivers Inventory 1 11 13 10 11 13 12 13 14
Estimated Relocations
-Residential dwellings (each) 365 371 220 405 411 260 301 307 156
-Business (square footage) 65,145 110,920 67,374 62,191 107,966 54,420 70,344 116,119 62,573
Historic Sites
-National Register Sites 333 333 304 333 333 304 320 320 211
-Study List Sites 102 102 58 165 165 121 168 168 124
Parks 14 15 1 14 15 11 15 16 12
Gamelands/Public lands (ac.) 5.7 5.7 14 5.7 15.7 15.3 5.7 5.7 15.3
Areas of Environmental.
Complexity (high)* 6 8 4 5 7 3 7 9 5

*Refers to the level of difficulty required to avoid or minimize environmental impacts in a certain area. High areas of complexity are those that would require creative avoidance and
minimization techniques and add to the overall construction effort and would require public agency coordination and involvement.

Source: Carter & Burgess, Inc. 2001, compiled the Resource Group May 2001

SEHSR Washington, DC to Charlotte, NC
Final Tier | Environmental Impact Statement (abbreviated format)

a4



Note: This chart includes all twelve trains in the Washington, DC to Charlotte, NC corridor (eight SEHSR trains plus existing Amtrak
Crescent and three silver service trains).

SEHSR Washington, DC to Charlotte, NC
Final Tier | Environmental Impact Statement (abbreviated format)


APPENDIX

SEHSR Washington, DC to Charlotte, NC
Tier | Final Environmental Impact Statement (abbreviated format)



Alternative B Alternative E Alternative H
[Alternative A NCRR via Alternative C| Alternative D NCRR via Alternative F | Alternative G NCRR via Alternative J
NCRR+S- | Winston-Salem + | ACWR+S- NCRR + Winston-Salem| ACWR+ | NCRR+A-Line | Winston-Salem | ACWR+A-
Line S-Line Line Weldon + Weldon Weldon + A-Line Line
IREVENUES:
[Transportation 98,410,000} 100,380,000) __77,770,000 90,670,000 93,060,000} 86,060,000} 72,110,000} 88,250,000] 68,900,000)
|Food and Beverage 4,920,000} 5,019,000} 3,888,500} 4,533,500) 4,653,000} 4,303,000} 3,605,500} 4,412,500 3,445,000}
|Mail, Express and Baggage it) 0} 0} Ol it) 0) i) 0} 0]
[Total Revenue 103,330,500} 105,399,00 81,658,500} 95,203,500} 97,713,000} 9 0] 75,715,500} 92,662,500} 72,34!
2

IEXPENSE: : | ig
[Train & Engine Crew Labor 7,895,000} 8,764,000} 7,881,000} 7,955,000} 8,893,000} 8,000,000)7.955,000 8,993,000} 8,000,000}
|Fuel & Power 6,078,000} 6,249,000} _ 5,850,000} 6,193,000} 6,364,000} 6,266,00 5,963,000} 6,438,000] __ 6,039,000]
|On Board Service Labor 4,795,000 4,906,000} _ 4,560,000} 4,890,000} 5,022,000} 4,967,000} 4,730,000} 5,118,000] __ 4,767,000}
Food & Beverage Supplies 5,161,000} 5,265,000} _ 4,079,000} 4,756,000} 4,881,000) 4,514,000} 3,782,000) 4,629,000} _ 3,613,000]
|Crew Support 1,407,000) 1,440,000 1,338,000 1,434,000} 1,473,000) 1,456,000 1,386,000) 1,501,000} 1,398,000)
|Contract Railroad Payments 2,319,000} 2,433,000} _ 2,165,000} 2,392,000} 2,505,000} 2,442,000} 2,238,000} 2,556,000} __ 2,291,000}
|Contract Railroad Incentives 3,126,000} 3,277,000} 2,925,000} 3,227,000] 3,378,000} 3,292,000 3,026,000} 3,443,000 3,091,000)
Maintenance of Way -- NEC 4,431,000 4,431,000} 4,431,000 4,431,000} 4,431 ,000| 4,431,000} 4,431,000} 4,431,000 4,431,000
Insurance 5,963,000) 6,156,000} 5,182,000} 6,063,000} 6,239,000} 6,058,000} 5,279,000} 6,222,000} 5,300,000)
Maintenance of Equipment 12,474,000} 12,584,000] 12,329,000] 12,547,000 12,656,000 12,595,000} 12,403,000} 12,703,000] 12,450,000)
Marketing and Sales 8,000} 8,000} 8,000} 8,000] 8,000} 8,000} 8,000} 8,000} 8,000}
|\Commissions 4,853,000} 4,950,000} 3,835,000} 4,471,000} 4,589,000} 4,244,000) 3,556,000} 4,352,000] __ 3,398,000]
[Station Services 414,000) 770,000 461,000} 414,000} 770,000} 414,000) 461,000} 770,000} 461,000}
[Reservations and Information 3,255,000} 3,190,000} 2,452,000) 3,077,000] 3,003,000} 3,015,000} 2,326,000} 2,930,000} 2,282,000}
[Train and Route Expenses 62,179,000} 64,423,000] 57,496,001 61,858,000} 64,212,000 61,702,000} 57,544,000} 64,094,000} _ 57,529,000}
|Overhead and G&A 18,654,000} 19,327,000} 17,249,000} 18,557,000} 19,264 ,000| 18,511,000} 17,263,001 19,228,000] __ 17,259,000]
30%
{Total Expenses 80,833,000} 83,750,000] _74,745,000} 80,415,000} 83,476,000 80,213,000} 74,807,000} 83,322,000} 74,788,000}
INet Operating Income/(Loss) 22,497,000} 21,649,000] _ 6,913,500} 14,788,500} 14,237,000 10,150,000 908,500) 9,340,500} (2,443,000)
[Train Miles 2,473,240| 2,560,840} 2,356,440 2,531,640} 2,619,240} 2,569,600} 2,414,840] 2,657,200} 2,452,800}
Passenger Miles (000's) 443,900,000 453,500,000} 341,500,000} _ 445,400,000] 451,900,000] 434,300,000] _ 342,300,000) 438,500,000] 335,500,000)
IPM/TM 179} 177 145] 176| 173] 169] 142) 165] 137|
IRevenue/Cost Ratio 127.83%| 125.85%| 109.25%| 118.39%| 117.06%| 112.65%| 101.21%| 111.21%| 96.73%
(Contribution (Loss)/Passenger
[Mile $0.0507| $0.0477| $0.0202| $0.0332} $0.0315| $0.0234) $0.0027| $0.0213} ($0.0073)

field $0.22 $0.22} $0.23} $0.20} $0.21 $0.21 $0.21 $0.20} $0.21

Source: KPMG Estimates, October 2000 (Note: Data is for 8 SEHSR trains only)

SEHSR Washington, DC to Charlotte, NC At
Final Tier | Environmental Impact Statement (abbreviated format)



Table ES-2
Operational and Physical Characteristics Summary Information for Study Area Alternatives

Summary Information A B c D E F G H J
Length (route miles) 448 463 428 468 483 448 481 496 461
Average Total Travel Time 6.23 hrs. 6.90 hrs. 6.20 hrs. 6.55 hrs. 7.23 hrs. 6.53 hrs. | 6.75 hrs. 7.43 hrs. 6.73 hrs.

(Washington, DC to
Charlotte, NC)

Annual Ridership in 2025 1,790,600 1,756,700 1,400,900 | 1,700,700 1,660,600 1,333,300 | 1,669,700 1,625,000 | 1,312,000

Net operating contribution | $26.340 $25.270 $13.160 $18.980 18.120 $18.30 $20.06 $13.570 $4.090
or (loss) in year 2025 million million million million million million million million million
Conceptual Capital Cost* $2.611 $2.720 $2.515 $2.711 $2.820 $2.615 $2.848 $2.957 $2.752

{In Billions of dollars)

Areas of Engineering
Complexity (high)* 18 23 25 20 25 27 19 24 26

Potential right of way 678 731 930 620 674 872 545, 598 797
needs (in acres)

Estimated Relocations

-Residential dwellings 365 371 220 405 411 260 301 307 156
(each)
-Business (square footage) | 65,145 110,920 87,374 62,191 107,966 54,420 70,344 116,119 62,573

Annual 2025 Trip

Diversions

-From auto to rail 618,106 601,314 425,066 612,859 591,635 418,400 642,333 616,854 438,444
-From air to rail 320,061 311,365 220,103 242,001 233,620 165,215 171,289 164,494 116,918
Fuel consumption (gal./trip) | 403 432.3 383.5 421.2 450.5 401.7 434.2 463.5 414.7
At grade crossings 1,053 1,172 918 1,134 1,254 1,100 1,115 1,235 963

*All monies are in year 2000 dollars. Costs do not include equipment or station improvements.

** The complexity of the engineering required to design or construct the proposed project was based upon conceptual engineering assuming use
of the existing railroad rights of way. An area was considered high if it involved considerable realignments or if physical constraints offered major
challenges to developing acceptable engineering solutions.

Source: Carter & Burgess, Inc.,; KPMG Ridership and Revenue Report September 2000: and William Gallagher and Associates.

SEHSR Washington, DC to Charlotte, NC A-2
Final Tier | Environmental Impact Statement (abbreviated format)