Brunswick Layover Environmental Assessment

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Table of Contents

1 Introduction ..........................................................................................................................................1

1.1 NNEPRA and Amtrak Downeaster Background and History.........................................................1

1.2 Purpose and Need.........................................................................................................................2

1.3 Required Approvals and Permits ..................................................................................................3

2 Description of the Proposed Action and Alternatives ..........................................................................4

2.1 No Build Alternative......................................................................................................................4

2.2 Alternatives Eliminated from Further Consideraion.....................................................................4

2.3 Build Alternative- Brunswick West ...............................................................................................8

2.3.1 Site History..........................................................................................................................11

2.4 Amtrak Service Assumptions ......................................................................................................11

2.4.1 Current Service Levels.........................................................................................................11

2.4.2 Potential Future Service Levels...........................................................................................12

2.4.3 Summary Comparison of Train Moves under the No Build and the Build Alternative.......14

3 Affected Environment and Environmental Effects .............................................................................16

3.1 Physical Environment..................................................................................................................16

3.1.1 Air Quality ...........................................................................................................................16

3.1.2 Water Resources.................................................................................................................18

3.1.3 Floodplains..........................................................................................................................19

3.1.4 Noise ...................................................................................................................................19

3.1.5 Vibration..............................................................................................................................24

3.1.6 Geology and Soils................................................................................................................26

3.2 Biological Environment...............................................................................................................26

3.2.1 Ecosystems..........................................................................................................................26

3.2.2 Wetlands.............................................................................................................................27

3.2.3 Threatened or Endangered Species....................................................................................27

3.2.4 Fisheries..............................................................................................................................28

3.2.5 Wildlife Habitat...................................................................................................................29

3.3 Human Environment...................................................................................................................29

3.3.1 Transportation ....................................................................................................................29
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3.3.2 Land Use and Zoning...........................................................................................................31

3.3.3 Prime Farmland...................................................................................................................33

3.3.4 Socio Economic and Environmental Justice........................................................................33

3.3.5 Cultural and Historic Resources..........................................................................................34

3.3.6 Section 4(f) and 6(f) Resources...........................................................................................35

3.3.7 Coastal Zone Management.................................................................................................36

3.3.8 Contaminated Sites and Hazardous Waste.........................................................................37

3.3.9 Utilities................................................................................................................................37

3.3.10 Public Health and Safety .....................................................................................................38

3.3.11 Visual and Lighting ..............................................................................................................38

3.4 Construction Impacts..................................................................................................................40

3.5 Future Additional NNEPRA Projects............................................................................................40

3.6 Indirect Effects............................................................................................................................41

3.7 Cumulative Impacts ....................................................................................................................41

3.7.1 Summary of Project Commitments.....................................................................................42

4 Agency and Public Involvement..........................................................................................................43

5 References ..........................................................................................................................................48

6 List of Preparers..................................................................................................................................50

Appendix A: Agency Correspondence

Appendix B: Amtrak Downeaster Layover Facility Project Siting Report

Appendix C: MaineDOT Investigation of Industrial Site Alternative for Layover Facility

 Parsons Brinkerhoff “Industrial Park” Site Option White Paper, January 2013.

Appendix D: Air Quality Assessment

Appendix E: Noise and Vibration Technical Report

Appendix F: Brunswick Holding Track Categorical Exclusion

Appendix G: MaineDEP TMDL Assessment Summary: Unnamed Tributary to the Androscoggin

Appendix H: Preliminary Geotechnical Data Report, Parsons Brinckerhoff, December 2011

 Geotechnical Report, Summit Geoengineering Services, May 2013
1 Introduction

The Northern New England Passenger Rail Authority (NNEPRA) is proposing to construct a passenger rail

equipment layover facility in Brunswick, Maine to support the operation and expansion of Amtrak 

Downeaster passenger rail service. The proposed facility would consist of a main building, adjoining crew 

building and connecting tracks at the site of the Brunswick freight rail yard located between Church Road

and Stanwood Street on property now owned by NNEPRA (Exhibit 1). The proposed site is approximately 

0.6 miles west of Brunswick Station, which is the eastern terminus of Amtrak Downeaster service. The 

layover facility is intended to 

accommodate the overnight 

storage of a maximum of three 

(3) Amtrak diesel locomotivepowered passenger train sets 

used for the Amtrak Downeaster

service. Dimensions of the 

single story main building are 

approximately 655 feet long by 

70 feet wide with a maximum 

height of 37 feet. Offices, locker 

rooms, wash rooms and storage 

facilities will be incorporated in 

a 180 feet long by 26 feet wide 

structure attached to the north 

side of the proposed layover 

facility.

NNEPRA is funding all planning and design work for the proposed layover facility. However, NNEPRA 

intends to construct the proposed facility using a combination of state and federal funds, including state 

multi-modal and bond funds, and approximately $6 million in federal Congestion Mitigation and Air 

Quality (CMAQ) Improvement Program grant funds from the Federal Highway Administration (FHWA). 

The Federal Railroad Administration (FRA) is the lead Federal agency preparing this Environmental 

Assessment (EA) pursuant the National Environmental Policy Act (NEPA) because NNEPRA intends to 

request transfer of the CMAQ grant funds from FHWA to the FRA for administration. 

This EA, which was prepared by NNEPRA and its consultants in consultation with the FRA, describes the 

purpose and need for the project and evaluates the potential effects on physical, biological and human 

resources that could occur as a result of the proposed action. The EA has been prepared in accordance 

with the National Environmental Policy Act of 1969, (NEPA), as amended, 42 U.S.C. §§ 4321 et. seq.; its 

implementing regulation, 40 Code of Federal Regulations (CFR) 1500-1508; and the FRA’s Procedures for 

Considering Environmental Impacts, 64 FR 28545 (May 26, 1999).

1.1 NNEPRA Downeaster Background and History

NNEPRA is a public transportation authority created in 1995 by the Maine State Legislature to develop 

and provide passenger rail service between Maine and Boston, Massachusetts. As a result of NNEPRA’s 

efforts, in December of 2001 Amtrak began operation of Amtrak Downeaster rail service linking Portland, 

Maine with Boston, Massachusetts following a $60 million investment to upgrade tracks, signal systems 

Exhibit 1: Locus Map

Not to scale
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and to build stations throughout the corridor. Various State and local agencies and Amtrak have made

continuing investments in this corridor service since 2001 to improve service reliability and reduce travel 

times. Currently, 10 scheduled Downeaster passenger trains (five roundtrips) operate daily between 

Portland and Boston. Ridership in fiscal year 2013 was over 556,000 passengers, a 122 percent increase 

since 2005. 

Included in the original plan for the Amtrak Downeaster service, but not possible until additional funding 

was secured, was the extension of the service beyond Portland to Freeport and Brunswick, Maine (Exhibit 

2). This extension is important because it improves mobility for Maine residents, increases tourism and 

supports economic development along the rail corridor. In the spring of 2009, FRA awarded NNEPRA $35 

million in funds from the High Speed Intercity Passenger Rail (HSIPR) Grant Program for construction of 

improvements enabling the extension of Amtrak Downeaster service to Brunswick. The State of Maine 

also agreed to cover any funding shortfalls. In June 2009, the FRA and NNEPRA prepared an EA covering 

improvements needed to extend Amtrak 

Downeaster Service to Freeport and 

Brunswick. The FRA issued a Finding of No 

Significant Impact (FONSI) in July 2009 and 

Amtrak Downeaster service to Brunswick 

was initiated in November 2012. Track 

capacity and usage agreements permit the 

extension of up to six one-way Amtrak 

Downeaster trips between Portland and

Brunswick each day. However, only four

Amtrak Downeaster trains travel between 

Brunswick and Boston each day. Because 

equipment is currently stored and serviced 

in Portland overnight, the remaining two 

train trips must be used just to position 

equipment between Portland and 

Brunswick at the start and end of the day.

Service levels between Brunswick and 

Boston could increase from four to six trips 

daily if equipment was stored and serviced overnight in Brunswick because the two Portland to Brunswick 

equipment positioning moves no longer needed would be replaced by Brunswick to Boston revenue runs. 

The level of service between Brunswick and Boston could potentially be increased from six to ten daily 

trips in the future, however additional passing track capacity between Portland and Freeport would be 

necessary to accommodate the additional trains. NNEPRA intends to pursue funding to construct that 

track. 

1.2 Purpose and Need

The purpose of the Brunswick Layover project is to construct an indoorlayover facility to store and provide 

routine servicing of Amtrak Downeaster passenger train sets near Brunswick Station, which in 2012 

became the eastern terminus of the Amtrak Downeaster rail service. The layover facility proposed would 

be comprised of a main building for storage and servicing of equipment, an attached crew building, and 

ancillary track, access road and parking improvements as described in section 2.3 Build Alternative.

The proposed project is needed for several reasons:

Exhibit 2: Amtrak Downeaster Route Map
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 Amtrak requires a facility to store, restock and perform routine light maintenance such as 

cleaning and refueling of passenger rail equipment used for Amtrak Downeaster service. 

 A layover facility in Brunswick is required to allow Amtrak train sets to power down during 

midday periods, reducing fuel consumption, emissions, vibration and noise otherwise produced 

by idling trains between scheduled service runs of the Amtrak Downeaster.

 An enclosed facility is needed to reduce wear and tear on Amtrak rolling stock and allow 

Amtrak’s contractor to service and restock equipment overnight, particularly during harsh 

Maine winter months. The safety, efficiency and security of this operation will be significantly 

improved by providing an enclosed, climate-controlled facility. Such a facility will also facilitate 

snow and ice melt off of equipment during the winter.

 Crew quarters are needed to provide accommodations for Amtrak workers and contractors, 

such as a break room, restroom, briefing room, commissary and similar workplace amenities.

 A layover facility located near the terminus of Amtrak Downeaster service (Brunswick Station) is 

needed to reduce train movements between Brunswick and the current layover location in 

Portland that are required now to position equipment for the morning runs (as described in 

section 2.3). These trips back to Portland from Brunswick at night and then back from Portland 

to Brunswick in the morning carry very few passengers, increase fuel use and operating costs,

and create additional night-time disturbances to abutters along the 28-mile Portland –

Brunswick route.

1.3 Required Approvals and Permits

The Brunswick Zoning Ordinance, adopted by the Town Council in May 1997, establishes dimensional 

standards, including maximum building footprint. In the MU2 zone, where the proposed facility will be 

located, the maximum allowed building footprint is 20,000 square feet, unless a variance is granted. 

However, Federal law (see 49 U.S.C. § 10501(b)) generally preempts railroads from such ordinances 

where, as here, the facility is to be used in “transportation by rail carriers” and the “construction . . . of . . 

. facilities . . . .” 49 U.S.C. § 10501(b). The term “transportation” includes a “warehouse . . . yard, property, 

facility, instrumentality, or equipment of any kind related to the movement of passengers or property, or 

both, by rail” 49 U.S.C. § 10102. Hence, local zoning regulations are not applicable in this case, and a 

variance is not required. In addition, Federal law provides that “[n]o State or local building, zoning, 

subdivision, or similar or related law” shall apply in connection with the construction, ownership, use or 

operation of any “improvement” undertaken for the benefit of Amtrak as part of, or in furtherance of, 

Amtrak intercity rail service on routes such as the Downeaster (see 49 U.S.C. § 24902(j)). Because the 

proposed facility is such an “improvement,” local zoning does not apply.

Prior to the determination that Brunswick’s zoning regulations would not apply to the project, NNEPRA 

representatives attended the April 21, 2011 Brunswick Zoning Board meeting to request a dimensional 

variance for the construction of a layover facility. NNEPRA gave a presentation about Amtrak Downeaster

service and outlined the initial concept to construct a layover facility at the Brunswick West rail yard. The 

variance was granted, though the Town of Brunswick subsequently determined that the proposed facility 

would be exempt from local zoning requirements and that the variance was therefore not required.

Prior to construction of the proposed project, NNEPRA would be required to obtain a Maine Multisector

Industrial Stormwater Permit and file a Notice of Intent (NOI) to comply with Maine Construction General 

Permit (MCGP). Local utility permits will also be required. 
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2 Description of the Proposed Action and Alternatives

This EA considers two alternatives: a No Build Alternative and the Build Alternative, which would construct 

a layover facility at the Brunswick rail yard. NNEPRA initially considered a total of six locations for a layover 

facility. All except the Brunswick rail yard (Brunswick West) were eliminated from consideration as a Build 

Alternative in the EA because they did not adequately address the project’s purpose and need with 

respect to having the operational or functional characteristics (size, topography, location) necessary to 

support the facility, or because they would create additional adverse environmental and cost impacts.

The dismissed alternatives and the initial alternatives assessment process are described in section 2.2. 

The No Build Alternative also does not meet the project’s purpose and need, but is included in this EA to 

provide a basis for evaluation and comparison of the Build Alternative.

2.1 No Build Alternative

Under the No Build Alternative, the proposed enclosed layover facility would not be constructed. Instead, 

Amtrak would continue to service and park Amtrak Downeaster trains overnight in Portland. To position 

equipment at the start and end of the service day, a train would continue to operate from Portland to 

Brunswick in the morning, with another returning to Portland at the end of the day (a distance of 

approximately 28 miles each way), generating little or no revenue. Between scheduled service runs during 

the operating day, trains would continue to idle outdoors in the Brunswick rail yard or on tracks between 

the rail yard and Brunswick Station. Brief daytime servicing activities such as restocking supplies in food 

service cars and coach cleaning would also take place out in the open at these locations during these 

times. Further details regarding service activities are detailed in section 2.4.

2.2 Alternatives Eliminated from Further Consideration

As articulated in the purpose and need statement, an enclosed, indoor layover facility is required to allow 

for storage, servicing and maintenance of equipment. Therefore, alternatives that did not include or allow 

for construction of an enclosed, indoor layover facility were not considered as viable alternatives. 

The purpose and need also describes the need for a layover facility in close proximity to Brunswick Station 

in order to minimize operating costs and rail corridor abutter effects associated with longer non-revenue 

trips needed to position or service equipment. Therefore, sites outside of Brunswick were not considered 

to be viable alternatives.

In total, NNEPRA identified six sites in Brunswick adjacent to the existing rail corridor as potential locations 

for the layover facility. NNEPRA eliminated five sites from further consideration. The six sites, depicted 

in Exhibit 3, are: 

 Brunswick Industrial Park (1.4 miles west of Brunswick Station) 

 Brunswick West (0.6 miles west of Brunswick Station)

 Naval Air Station Brunswick (1.4 miles east of Brunswick Station) 

 Opposite 175 Bath Road (2.2 miles east of Brunswick Station) 

 East Brunswick (3.0 miles east of Brunswick Station) 

 393 Bath Road (4.1 miles east of Brunswick Station) 

The site noted as “West Brunswick” in Exhibit 3 is the Build Alternative described subsequently in section 

2.3 and discussed in more detail in this EA.
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Exhibit 3: Sites Initially Considered

NNEPRA conducted an initial alternatives assessment which compared the physical and functional merits 

of all six sites against the same criteria to evaluate their potential viability to be considered as a site for 

the proposed layover facility. This assessment is documented in the Downeaster Layover Facility Project 

Siting Report (August 18, 2011), which is included as Appendix B of this EA. As part of the Alternative 

Analysis, NNEPRA conducted a series of public meetings, between June 23, 2011 and August 18, 2011, to 

give the public information about these alternatives. These and other outreach efforts are described in 

Section 4: Agency and Public Involvement.

Sites West of Brunswick Station

NNEPRA identified two potential sites west of the Brunswick Station: the Industrial Park Site and the 

Brunswick West Site (Build Alternative). Establishment of a layover facility at either site would result in 

train movements between Brunswick Station and the layover site for midday servicing and positioning 

train sets at the start and end of the operating day. These short trips would operate within signalized 

territory and over the same tracks used by scheduled Amtrak Downeaster service today.

Industrial Park Site

The Brunswick Industrial Park site refers to an undeveloped area of land situated to the north of the 

existing railroad main line and adjacent to the Brunswick Industrial Park. In addition to the initial site 

analysis, the Industrial Park site was further examined in 2012 by Parsons Brinkerhoff (see Appendix C) 

with respect to design, environmental, cost and constructability issues. The Maine Department of 

Transportation (MaineDOT) evaluated the cost and schedule implications associated with developing the 

Industrial Park site in comparison with the Brunswick rail yard (Brunswick West) site, determining that the 

Industrial Park site development would likely take 2.5 years and incur an additional cost of $2.75 million 

due to site constraints and environmental conditions (see Appendix C). The site is currently zoned 

Industrial 4 and Highway Commercial 1 by the Town of Brunswick. 

Development of the site would require acquisition of undeveloped portions of five parcels of land, which 

are currently in private ownership. Moreover, significant costs and environmental remediation associated 

with site preparation work unique to this location would be involved. Specifically, the terrain at this site 
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slopes steeply down from the railroad track bed and consequently an extensive amount of filling and 

grading would be required in order to prepare the site for construction of the layover facility. Vehicular 

access to the site would require construction of a new roadway, either to the south –necessitating a new 

grade crossing - or to the north connecting to Route 1. Road construction to the north would necessitate 

additional grading, filling and disturbance of undeveloped land. Trains traveling between the station and 

this site would travel 1.4 miles in each direction, passing through three existing grade crossings.

An unnamed tributary to the Androscoggin River is located on the site. This waterway is a Class B 

freshwater stream that has been identified by the Maine Department of Environmental Protection 

(MaineDEP) on the 303(d) list of impaired waters (see Appendix G). The MaineDEP assessment identified 

measures that should be taken to improve water quality on this tributary, which include improvements 

to existing storm runoff deficiencies and installation of measures to prevent further degradation of the 

waterway. If NNEPRA built the layover facility at this site, water quality impacts related to storm water 

runoff, loss of habitat, and unstable stream slopes would be of foremost concern, and costly mitigation 

measures would be necessary. For these reasons, NNEPRA eliminated from further consideration the

Industrial Park Site for the layover facility.

Brunswick West/Rail Yard Site (Build Alternative)

The Brunswick West Site is comprised of a portion of the former Brunswick rail freight yard located on the 

north side of the railroad corridor between Church Road and Stanwood Street. This site is long and linear 

in shape and located on level ground. It has been used for railroad activities for more than a century and 

is zoned Mixed Use 2 – Intown Railroad Corridor (MU2). The property is owned by NNEPRA, and is

adjacent to the rail corridor currently used by the Amtrak Downeaster, which is owned by the Maine 

Department of Transportation. The site is easily accessed from the existing street network and is located 

close to Route 1. Trains would travel 0.6 miles through two existing grade crossings to access the site.

NNEPRA determined that the Brunswick West site would best meet the operational requirements of the 

Amtrak Downeaster, would fully address all the project’s purpose and need, and would have the least 

environmental impact. The Brunswick West site is zoned as an Intown Railroad Corridor, has favorable 

topography and site conditions, would not require significant grading or fill, would not impact waterways, 

would minimize the duration of train movements, would require the least number of grade crossings

because it is the closest site to the Brunswick Station, and would not require the acquisition of additional 

property (all other sites are currently under private ownership). This site was carried forward for 

evaluation in this EA as the Build Alternative, and is described in greater detail in section 2.3.

Sites East of Brunswick Station

NNEPRA identified four potential sites east of the Brunswick Station. In order to reach any site east of 

Brunswick Station, Amtrak Downeaster trains would have to proceed beyond the signalized territory, 

which is controlled and dispatched by Pan Am Railways, and enter onto a section of non-signalized 

territory on the Rockland Branch which is currently operated by the Maine Eastern Railroad under 

contract with MaineDOT. Operations over the Rockland Branch would be limited to slower speeds and 

subject to potential delays associated with receiving train orders from a separate dispatch authority. The 

time required to travel to the sites identified along this route would require upwards of 30 minutes in 

each direction, and would preclude the opportunity of performing any midday servicing at the 

facility. Layover operations east of Brunswick Station would also introduce additional trains into the 

downtown Brunswick area and increase grade crossings at Maine Street and other roadways to the east, 

as detailed in Appendix B: Downeaster Layover Facility Project Siting Report.

Freight service and seasonal passenger excursion service operates over the Rockland branch east of 
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Brunswick Station, which would complicate dispatching on this single track section. Any of the sites 

located east of Brunswick Station would require Amtrak Downeaster service to operate along with freight

trains, and seasonal passenger excursion trains, over the single track, on the non-signalized Rockland 

Branch, resulting in slower travel. The situation could be compounded in the future should excursion or 

freight service increase. Conversely, layover sites west of Brunswick Station would not necessitate joint 

operation over the Rockland Branch, and would allow both Amtrak Downeaster and excursion services 

unencumbered access to Brunswick Station, which has passenger waiting areas, the mainline track, and a 

siding track, allowing accommodation of two trains simultaneously.

Brunswick Naval Air Station Site

The Brunswick Naval Air Station (BNAS) site is a former military base located south of Bath Road (Maine 

Route 24) east of downtown Brunswick, now owned by the Midcoast Regional Redevelopment Authority. 

The site is located within the BRU (Brunswick Naval Air Station Reuse District), and the reuse of the site is 

described by the BNAS Reuse Master Plan, which envisions professional office development and mixed 

use (retail and commercial) on the portions of the property closest to the existing mainline track- (i.e. –

bordering Bath Road). About half of the frontage bordering Bath Road also lies within the town’s Aquifer

Protection Zone 2.

The BNAS site sits roughly 15 feet higher than the mainline track, which would mean that the new 

connecting track would need to be steeply graded and considerable regrading of the site itself would be 

required. In order to reach the Brunswick Naval Air Station Brunswick (BNAS) site, Amtrak Downeaster

trains would enter onto a section of non-signaled tracks on the Rockland Branch. Access to the BNAS site 

would require construction of a new grade crossing at Bath Road (Maine Route 24), a busy road carrying 

approximately 12,200 vehicles` daily (MaineDOT, 2013). In addition, three additional existing grade 

crossings would be traversed by every train movement to and from a BNAS located facility, including 

Maine Street in downtown Brunswick. Development of a railroad storage and maintenance facility on the 

site is not in conformance with current redevelopment plans for the BNAS. NNEPRA eliminated this 

location from further consideration due to difficult site access from the existing mainline track, the need 

to introduce a new grade crossing on one of Brunswick’s busier arterial highways, and incompatibility with 

redevelopment plans for the property.

Site Opposite 175 Bath Road

The site located behind 175 Bath Road presently includes a residential development (manufactured 

housing), parking and access from Bath Road for a retail mall located north of Bath Road, and undeveloped

land near the interchange with US Route 1. The site is zoned CC (Cooks Corner Center), a commercial 

district where industrial uses are allowed only by Special Permit. A portion of the site is also covered by 

a Manufactured Housing Overlay District. NNEPRA found the 175 Bath Road site to be of insufficient size 

to accommodate necessary siding tracks and buildings. Additional property takings of developed 

residential and commercial sites would be needed to provide sufficient space to accommodate the 

required facility. NNEPRA eliminated this site from further consideration because it does not meet the 

project’s need for a site suitable to construct the layover facility. Further, each train movement to the 

site would have to enter a section of non-signaled tracks on the Rockland Branch, and would traverse four 

additional grade crossings.
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East Brunswick Site

The East Brunswick site is comprised of a presently vacant set of parcels located along Bath Road at the 

northeast corner of the intersection with Old Bath Road, also known as Cooks Corner. The flat graded site 

appears suitable for development as a railroad layover facility. The site is zoned CC (Cooks Corner Center), 

a commercial district where industrial uses are allowed only by Special Permit. The Cooks Corner Master 

Plan establishes a vision for a mixed use commercial hub in this area and Town staff has indicated that a 

layover facility would not be consistent with current zoning nor the Master Plan. (See Appendix A –

Breinich) Accessing the site by rail is problematic for several reasons:

 This site has not been used for rail purposes in the past and the existing configuration of the 

single mainline track does not provide a lead into the property. Therefore, a second track would 

need to be constructed through the Old Bath Road grade crossing and a track switch would need 

to be installed just west of Old Bath Road to access the site.

 This site is three miles from the Brunswick Station and the time to traverse this route of nonsignaled tracks on the Rockland Branch is estimated at thirty two minutes, which would 

adversely affect operating schedules and costs and could preclude the opportunity of 

performing midday “turnaround” servicing at the facility.

 Six additional grade crossings, which are not included in the Amtrak Downeaster route, would 

be traversed by every Amtrak Downeaster train movement to and from a Brunswick East facility, 

including Maine Street in downtown Brunswick and the ramp from US Route 1 (Cooks Corner), 

which carries approximately 21,120 vehicles daily (MaineDOT, 2013). 

Given the operational difficulties associated with accessing the East Brunswick site, NNEPRA eliminated it 

from further study.

393 Bath Road Site

The 393 Bath Road site encompasses private property adjacent to a commercial facility north of Bath 

Road. A portion of the site is used for employee parking in a paved lot. The vehicle access route to the 

commercial facility from Bath Road through the parking lot would require relocation. The majority of the 

site is zoned I3 (Industrial 3), which allows industrial uses by right. The eastern end of a layover facility at 

this site would extend into the FF3 (New Meadows River Area) Rural zoning district, where industrial uses 

are specifically prohibited.

NNEPRA found the 393 Bath Road site to be of insufficient size to accommodate necessary siding tracks 

and buildings. Additional property takings of developed residential and commercial sites would be 

needed to provide sufficient space to accommodate the required facility. NNEPRA eliminated the site 

from further consideration because it does not meet the project’s need for a site suitable to construct the 

layover facility. Further, each train movement to the site would have to enter a section of non-signaled 

tracks on the Rockland Branch, and would traverse eight additional grade crossings. 

2.3 Build Alternative – Brunswick West

The Build Alternative (Brunswick West) site is located at the Brunswick rail yard between Stanwood Street 

and Church Road. The proposed layover facility would be constructed on NNEPRA-owned property 

(historically know as the Brunswick rail yard), located on the north side of the railroad main line corridor

and situated 0.6 miles west of Brunswick Station (Exhibit 1), the terminus of expanded Downeasterservice

(Exhibit 2). The adjacent railroad main line and freight siding tracks are located on property owned by the 
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MaineDOT.

The project includes a layover facility constructed to support the overnight storage and turnaround 

servicing of Amtrak Downeaster rolling stock and includes the following components:

 A main building spanning three railroad tracks for storage and routine servicing of Amtrak 

equipment;

 An attached crew building;

 Three storage tracks accessing the main building;

 A fourth siding track along the south side of the proposed main building;

 A parking lot with space for approximately 35 vehicles;

 An access road connecting to Lombard Street; and

 Utility connections via Lombard Street, Turner Street and Church Road.

The proposed facility will be designed to accommodate the overnight storage of a maximum of three (3) 

diesel locomotive-powered passenger train sets used for the Amtrak Downeaster service. A typical train 

set is comprised of a locomotive, three to five passenger coach cars, a café car, and a non-powered control 

unit. The facility will include a main building that will span three railroad tracks, with approximate 

dimensions of 655 feet long by 70 feet wide and with a maximum height of 37 feet at the roof’s peak. 

Offices, locker rooms, wash rooms and storage facilities will be incorporated through construction of an

attached building on the north side of the main building, 180 feet long by 26 feet wide and with a 

maximum height of approximately 22 feet at its peak. The building will be equipped with a ventilation 

system designed to handle diesel locomotive exhaust and to keep workplace temperature within 

Occupational Safety and Health Administration (OSHA) compliant ranges. 

The building will be used for overnight storage of Amtrak Downeaster train sets and allow for all cleaning, 

servicing and light repair work to be performed indoors. Trains will enter the building via “rollup” type 

overhead doors. One train set will be assigned to each of the three tracks. End doors of the facility may 

occasionally be opened to augment ventilation (cooling) of the building, but typically only when train 

locomotives are shut down.

Three tracks will also be constructed as part of the proposed action. These tracks will access the ends of 

the main building on both the east and west sides, connecting through a series of switches to the 

MaineDOT-owned railroad main line. A fourth siding track had been considered as part of the proposed 

action outdoors adjacent to the south side of the building to allow for the possible storage of spare 

passenger cars, but has since been eliminated from the facility design. The building and yard tracks will 

have a “double-ended” configuration to allow for trains to arrive or depart in either direction, though 

typical operations will involve trains entering and exiting from the east end of the building to minimize 

grade crossings at Church Road. The layout of the facility is depicted in Exhibit 4.

Office, accommodation and storage space will be provided within the building for Amtrak train crews, 

train maintenance workers and the café contractor’s employees. Approximately thirty-five on-site parking 

spaces would be constructed as part of the proposed action for use by employees or occasional visitors. 

Improvements to the existing access road connecting the property to Lombard Street would provide 

access to the facility. A second, unpaved access way would be provided to Church Road.
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Exhibit 4: Proposed Site Layout of Build Alternative
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There will be no on-site storage of diesel fuel supplies. Locomotives will be re-fueled indoors by truck, 

with the tank truck discharging directly into the locomotive fuel tank via a hose connection.

The Build Alternative would be constructed by NNEPRA by means of a design-build procurement, with the 

selected contractor being responsible for developing the final design to meet established operational 

criteria, design criteria and specifications. NNEPRA will have review and approval authority for the designbuild contractor’s designs and construction procedures. 

Following a public and competitive solicitation process for a design/build contractor, NNEPRA entered 

into an agreement with Consigli Construction of Portland, Maine to complete the design of the layover

facility. Construction of the facility will not begin until the environmental review process has been 

completed and a Finding of No Significant Impact (FONSI) or further environmental review and Record of 

Decision (ROD) has been issued by the FRA. 

Despite the existence of this contract, the location of a layover facility built with Federal funding is not 

determined until FRA has completed its NEPA-required review, including a decision document per 40 CFR 

1508.13 (i.e., a FONSI following completion of this EA) or 40 CFR 1505.2 (i.e., ROD following the 

development of an environmental impact statement). If FRA does not agree with the Build Alternative

and NNEPRA continues to advance the site, Federal funding would be withdrawn from the project.

2.3.1 Site History

The site is comprised of the former Brunswick rail freight yard located on the north side of the railroad 

corridor between Church Road and Stanwood Street. The yard, developed by the predecessors of the 

Maine Central Railroad in the 1850’s, 

once consisted of numerous siding 

tracks with a total capacity of 95 

freight cars (Maine Central Railroad 

Operating Rulebook, May 14, 1978). 

Several wood frame railroad office, 

storage, crew, equipment storage 

and rail car inspection buildings also 

once occupied the perimeter of the 

site. Exhibit 5 shows the site circa 

1981. The Brunswick yard served as 

the interchange point for freight 

between the Maine Central’s Lower 

Road main line and the Rockland and Lewiston Lower Branches. In the late 1980’s, the railroad buildings 

were removed along with much of the yard track. However, the location continues to function as a freight 

interchange for Pan Am Railways and the Maine Eastern Railroad and is also a holdover location for 

Amtrak Downeaster trains. 

2.4 Amtrak Service Assumptions

2.4.1 Current Service Levels

Current track usage agreements between NNEPRA, Amtrak and the freight railroads operating in the area 

and track capacity constraints limit the number of Amtrak Downeaster trains to six daily round trip train 

trips that can operate between Portland and Brunswick. As of November 2012, four of the ten Amtrak 

Downeaster passenger trains operating daily between Boston, Massachusetts and Portland have been 

extended to Brunswick. Amtrak Downeaster train sets that serve Brunswick are currently stored and 

Exhibit 5: Brunswick Rail Freight Yard circa 1981
Brunswick Layover Environmental Assessment

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12

serviced in Portland overnight, with restocking of supplies occurring during the day in Brunswick. This 

arrangement requires a train movement between Brunswick and Portland at the start and end of each 

day to position equipment in Brunswick for the morning Brunswick – Portland – Boston run, as well as a 

return train movement at the end of the service day. While these two Portland – Brunswick trains are 

operated as passenger service, ridership is quite low and the trains operate primarily to position 

equipment at the start and end of the day. The first Amtrak Downeaster arrives at Brunswick Station at 

6:45 AM, and the last train returnsto Portland at approximately 8:30 PM. The current Amtrak Downeaster

schedule is shown in Exhibit 6.

Two ancillary train movements to either the Brunswick rail yard or nearby track typically occur on a daily 

basis for midday layover of one train set.

No Build

At current service levels, the current operating parameters as described above would continue under the 

No Build.

Build Alternative

With the Build Alternative, trains would start and end the day at the Brunswick layover facility rather than 

in Portland. This would allow Amtrak to eliminate the two Portland – Brunswick train movements at the 

start and end of each service day, and instead operate six daily Amtrak Downeaster passenger trains over 

the entire Brunswick – Portland – Boston route. 

Train movements in Brunswick would depend in part on which additional Boston – Portland trains were 

extended to Brunswick. These are likely to include a midday scheduled service leaving Brunswick at 

approximately 11:45 AM, and a late night return train arriving at approximately 2:30 AM. This late night 

train would allow passengers attending evening events in Boston to catch a returning train to Brunswick. 

Under the Build Alternative, each of two train sets would idle indoors for up to 30 minutes each morning 

for equipment testing upon startup, occurring at 6:05 AM and 10:50 AM. The third Amtrak Downeaster

train set would begin its day in Portland. A total of six ancillary train movements would occur between 

the proposed layover site and Brunswick Station between approximately 6:45 AM and 2:30 AM each day 

to allow for servicing of train sets. Midday servicing would occur indoors, and trains would shut diesel 

engines down and switch to electric power during this time.

2.4.2 Potential Future Service Levels

Additional Amtrak Downeaster trips could potentially be extended to operate between Portland and 

Brunswick Station. The potential service levels under either the No Build or Build Alternative should all 

ten scheduled Amtrak Downeaster trains be extended to Brunswick in the future are described below.

No Build

In order to accommodate ten scheduled daily Amtrak Downeaster trips under the No Build Alternative, 

an additional six train trips would be required to shuttle train sets to or from the overnight storage area 

in Portland. These would either operate as non-revenue service (carrying no passengers), or as scheduled 

passenger service expected to carry very few passengers. 

Four additional ancillary movements between Brunswick Station and Brunswick rail yard would be 

necessary during the day to layover Amtrak train sets between scheduled service runs. These train sets 

would idle in the yard for up to two and a half hours daily, in total. Trains would operate through the area 
Brunswick Layover Environmental Assessment

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13

Exhibit 6: Current Amtrak Downeaster Schedule

Source: Retrieved May 2013 from http://www.amtrakdowneaster.com/schedule/full
Brunswick Layover Environmental Assessment

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14

on nearly a 24-hour basis, with the first train passing by the Brunswick rail yard at 4:00 AM each morning, 

and the last train returning to Portland at approximately 2:50 AM the following day.

Build Alternative

The Build Alternative would also accommodate ten scheduled Amtrak Downeaster trips, but would 

eliminate the need for the six Brunswick – Portland train movements needed to position train sets. 

Instead, trains would travel between the layover facility at the Brunswick rail yard and Brunswick Station, 

with a total of ten such movements needed during the course of the day.

Trains would operate at similar times as for the No Build, with the first train leaving the layover facility in 

the Brunswick rail yard at 4:00 AM each morning and the last train returning to the layover facility at 

approximately 2:50 AM the following day. Each train set would idle indoors for approximately 30 minutes 

each morning upon startup, occurring at 3:30 AM, 6:30 AM and 10:50 AM. Midday servicing would occur 

indoors, and trains would shut down and switch to electric power during this time.

2.4.3 Summary Comparison of Train Moves under the No Build and the Build Alternative

In summary, Exhibit 7 compares Amtrak train movements with and without the Build Alternative, while 

Exhibits 8 and 9 diagram the volume of Amtrak train traffic on segments between Portland and Brunswick 

Station. Under current service levels, the Build Alternative would not affect total train moves between 

Portland and Brunswick, though all six trains would operate as scheduled Amtrak Downeaster service for 

the full length of the Brunswick – Portland – Boston route, maximizing ridership potential. In total, twelve 

trains would operate over trackage between the Brunswick rail yard and Brunswick Station – a distance 

of about 0.6 miles – under the Build Alternative. This would include the six Amtrak Downeaster trains and 

six ancillary train movements. Under the No Build, eight trains would operate over this segment in total.

Under potential future service levels, the total number of train movements between Portland and 

Brunswick, a distance of 29 miles, would be ten with the Build Alternative, compared to 16 for the No 

Build, a reduction of six trains daily. The Build Alternative would increase the number of trips between 

Brunswick Station and the Brunswick rail yard, a distance of 0.6 miles, from four to ten. Hours of 

operation would be similar under either the No Build or Build Alternative.

Exhibit 7: Comparison of Amtrak Train Movements

Current Service

Levels

Potential

Future Service

No Build

Build 

Alternative No Build

Build 

Alternative

Brunswick - Portland – Boston Amtrak Downeaster Service 4 6 10 10

Brunswick – Portland Amtrak Downeaster Service 2 0 6 0

Total Amtrak Downeaster trips between Portland –

Brunswick 6 6 16 10

Additional ancillary train movements between the 

Brunswick Yard and Brunswick Station 2 6 4 10
Brunswick Layover Environmental Assessment

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Exhibit 8: Daily Amtrak Train Moves by Segment – Current Service Levels

Exhibit 9: Daily Amtrak Train Moves by Track Segment – Potential Future Service Levels

0

2

4

6

8

10

12

14

16

18

20 Portland Freeport Brunswick rail yard Brunswick Station Amtrak Trains Daily

No Build

0

2

4

6

8

10

12

14

16

18

20 Portland Freeport Brunswick rail yard Brunswick Station Amtrak Trains Daily

Project

0

2

4

6

8

10

12

14

16

18

20 Portland Freeport Brunswick rail yard Brunswick Station Amtrak Trains Daily

No Build

0

2

4

6

8

10

12

14

16

18

20 Portland Freeport Brunswick rail yard Brunswick Station Amtrak Trains Daily

Project
Brunswick Layover Environmental Assessment

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16

3 Affected Environment and Environmental Effects

3.1 Physical Environment

3.1.1 Air Quality

Affected Environment

Under authority of the Clean Air Act of 1990, the United States Environmental Protection Agency (EPA) 

monitors pollutants of concern pursuant to National Ambient Air Quality Standards (NAAQS). Standards 

are established for average concentrations of ozone (O3), carbon monoxide (CO), nitrogen dioxide (NO2), 

sulfur dioxide (SO2), particulate matter (PM10,PM2.5), and lead (Pb). 

The project site is located in Cumberland County, Maine, which meets all applicable NAAQS and is 

therefore designated as an attainment area with regard to all NAAQS.

Activities in Brunswick and surrounding areas which contribute to air pollution include automobile traffic, 

train traffic, and light industrial uses. US Route 1 passes approximately 600 feet to the north of the project 

site, carrying 25,090 to 29,070 vehicles per day (MaineDOT, 2012) between Church Road and Stanwood 

Street. The MaineDOT Brunswick Branch mainline borders the project site to the south. Automobiles 

primarily generate CO and NO2, whereas particulate matter and NO2 are the primary emissions generated 

by diesel locomotives. 

Freight train activity today is typically limited to two passing freight trains per week. Occasionally, freight 

locomotives will idle in the Brunswick rail yard. Amtrak Downeaster service consisting of six daily trips 

began in November 2012. The EA conducted for the Amtrak Downeaster service extension to Brunswick 

noted that the added passenger trains “would result in a negligible increase in emissions” and “would 

have no significant impact on current or future air quality standards or lead to the establishment of a nonattainment area.” The EA also noted that the additional trains “would potentially improve the air quality 

in the region by diverting vehicles from the roads and highways between Portland and Brunswick.” (EA 

for Amtrak Downeaster North Expansion Project, 2009). Subsequent analysis conducted for this EA, and 

included as Appendix D, confirms that emissions associated with Amtrak Downeaster operations are well 

below applicable NAAQS limits, as detailed in the Environmental Effects section below.

Environmental Effects

Air quality analysis demonstrates that projected emissions of criteria pollutants and non-criteria TAC’s 

are well below acceptable thresholds. Foreseeable future service levels would not generate enough 

additional emissions to approach these thresholds. Further, assuming reductions in automobile 

emissions associated with increased ridership at future service levels, the Build Alternative may reduce 

total emissions regionally relative to the No Build. 

Current Service Levels

EPA promulgated final general conformity regulations at 40 C.F.R. Part 93 Subpart B for all federal 

activities except those covered under transportation conformity. FRA activities are not covered under 

transportation conformity; therefore general conformity regulations apply. General conformity 

regulations apply to a federal action in a nonattainment or maintenance area if the total of direct and 

indirect emissions of the relevant criteria pollutants and precursor pollutants caused by the federal action 

equal or exceed certain de minimis emission rates, thus requiring the federal agency to make a 

determination of general conformity. 
Brunswick Layover Environmental Assessment

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17

Under the Build Alternative, the number of train trips between Brunswick and Portland would remain the 

same; six one-way trips daily. All six of these trips would operate as scheduled passenger service over the 

entire Brunswick – Portland – Boston route, compared to four under the No Build (with two trips operating 

only between Brunswick and Portland primarily to position equipment). Thus, the Build Alternative is 

likely to attract more ridership, diverting additional automobile trips to rail and in turn reducing

automobile emissions.

The layover facility would service and store passenger rail cars and locomotives. Locomotive emissions 

associated with the facility would be generated mostly during locomotive start-up periods in the morning 

and while traveling the 0.6-mile distance route between Brunswick Station and the Brunswick rail yard to

restock and clean train sets.

A screening-level air quality analysis was conducted in support of the Amtrak Downeaster Layover Facility 

Siting report in August 2011 (Appendix D). This was performed to determine if the proposed project could 

potentially result in emissions that exceed standards established by the NAAQS and EPA Acute Hazard 

Index. The analysis evaluated conditions consistent with the Build Alternative at current service levels (six

scheduled Amtrak Downeaster trains). Criteria pollutants (i.e. pollutants for which NAAQS have been 

established) and non-criteria toxic air contaminants (TACs) for which health risk values were developed 

by the U.S. Environmental Protection Agency (EPA) were considered in this analysis of potential localized 

impacts. 

The analysis shows that maximum estimated criteria pollutant concentrations at nearby sensitive land 

uses do not exceed the NAAQS (Exhibit 10). Because the increase in emissions will be well below the de 

minimus threshold, and it would not cause any exceedance of the NAAQS at nearby sensitive land uses, a 

general conformity analysis is not required.

Exhibit 10: Total Estimated Concentration of the Criteria Pollutants 

Pollutant

Time

Period

Estimated 

Impacts

(ug/m3)

Background 

Conc.

(ug/m3)*

Total Estimated 

Concentrations

(ug/m3)

NAAQS

(ug/m3)

Exceed 

NAAQS?

NO2 Annual 23.4 22.6 46 100 No

PM10 24-hr 4.0 56.0 60 150 No

PM2.5

24-hr 3.8 20.2 24 35 No

Annual 0.8 10.42 11 15 No

*These are the highest values recorded at any of the State’s ambient monitors in Portland Maine in 2008.

The maximum estimated concentrations of representative TACs were used to calculate cumulative cancer 

risks, chronic non-cancer and acute hazard indexes associated with layover facility operations. Pollutants 

considered were acrolein, formaldehyde, benzene, xylene, toluene, and diesel particulate (PM10). Three 

of these pollutants (benzene, acetaldehyde, and formaldehyde) are considered carcinogens by the EPA. 

As summarized in Exhibit 11, the estimated concentrations of these TACs are well below applicable 

thresholds for determining impacts established by the United States Environmental Protection Agency’s

(EPA) Human Health Risk Assessment Protocol (HHRAP). Therefore, there are no significant impacts 

associated with TACs.
Brunswick Layover Environmental Assessment

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Exhibit 11: Total Estimated Concentration of the Criteria Pollutants 

TAC Risk Category

Estimated 

Concentration

Applicable EPA 

Threshold Value

Threshold 

Exceeded?

Cumulative Cancer Risk (dCr) 0.052E-06 1.0E-6 No

Non-cancer Hazard Index 

(HQ)

0.0072 1.0 No

Acute Hazard Index (AHQ) 0.078 1.0 No

dCR individual lifetime cancer risk through direct inhalation of carcinogen (EPA HHRAP, Appendix C, Table C-2-1)

HQ hazard quotient for direct inhalation of non-carcinogen (HHRAP, Appendix C, Table C-2-2)

AHQ acute hazard quotient (HHRAP, Appendix C, Table C-4-1)

Potential Future Service Levels

Should scheduled Amtrak Downeaster service be expanded to ten trains as described under “Potential 

Future Service Levels” in section 2.3.2, increased emissions from diesel locomotive operations and further 

reduction in regional automobile emissions would likely occur relative to current service levels under 

either the Build Alternative or No Build. The Build Alternative would provide the same amount of 

passenger rail service as the No Build, but would reduce overall emissions from diesel locomotive 

operations since longer train movements between Portland and Brunswick required to position 

equipment at the beginning and end of the day would be replaced by shorter trips between Brunswick 

Station and the Brunswick rail yard.

The air quality analysis for initial Amtrak Downeaster service described previously demonstrates that 

projected emissions of criteria pollutants and non-criteria TACs are well below applicable thresholds. 

Foreseeable future service levels would not generate enough additional emissions to approach these 

thresholds. Further, because increased ridership would result in fewer automobile emissions at future 

service levels, the Build Alternative would likely reduce total emissions regionally relative to the No Build. 

3.1.2 Water Resources

Affected Environment

Surface Waters

The project site is located within the Androscoggin River watershed (Maine Geographical Information 

System 2012). There are no surface waters within the project site. A two- to four-foot deep ditch, 

constructed along the northern perimeter of the project site, carries surface runoff to the east into a 

perennial stream. The unnamed, ditched, perennial stream crosses the railroad tracks east of the project 

site and flows north approximately 1,500 feet to the Androscoggin River. This stream is mapped by the 

Town of Brunswick as a Natural Resource Protection Zone (NRPZ), which includes land within 75 feet, 

horizontal distance, of the normal high-water line of the stream (Brunswick 2009 and 2013). 

There are no watersheds or water bodies within the project vicinity that have been designated as most at 

risk from development under Maine Chapter 502. An unnamed tributary of the Androscoggin River near 

River Road, located west of the project site, is listed as an urban impaired stream (Maine Department of 

Environmental Protection 2006). The stream’s watershed extends to Church Road and Paul Street but 

does not include the Build Alternative site (Maine Department of Environmental Protection 2012).
Brunswick Layover Environmental Assessment

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Groundwater

Public water supply areas and public water supply wells are protected by the Maine Department of 

Environmental Protection (Maine DEP) State Drinking Water Program, as part of the Federal Safe Drinking 

Water Act (42 U.S.C. 300 f et seq.; 6939b; 15 U.S.C. 1261 et seq.). Based on a review of available resource 

information, there are no public water supplies within or adjacent to the project site and the site is not 

within a public water supply watershed (Maine Center for Disease Control 2012 a,b). 

Maine Geological Survey (MGS) prepares maps of significant sand and gravel aquifers in the state. The 

Build Alternative site is located within a mapped Significant Sand and Gravel Aquifer (Maine Geological 

Survey 1999). The aquifer is rated at 10-50 gallons per minute. A sand and gravel deposit is considered 

by the Maine Geological Survey (MGS) as significant when a well in that deposit is capable of being 

continuously pumped at a rate of 10 gallons per minute (gpm) or more. To sustain a yield of 10 gpm or 

more, a deposit must be permeable enough for water to flow readily into the well as it is pumped, and 

there must be a sufficient depth of water in the well so that it will not be pumped dry. The Town of 

Brunswick has enacted land use ordinances that protect natural resources. One of these is the Aquifer 

Protection District. The Build Alternative site is not within the Town’s Aquifer Protection Zone (Brunswick, 

2011).

Environmental Effects

The Build Alternative would not have any temporary or permanent impacts to surface or groundwater. 

Two geotechnical boring explorations (included in Appendix H) have been conducted on the Brunswick 

West site and the building design will incorporate the recommendations made based on the geotechnical 

considerations identified. NNEPRA would institute a spill containment plan at the site according to 

Federal regulations – EPA Spill Prevention, Control and Countermeasure (SPCC) Rules 40 CFR Part 112 and 

state regulations Title 38 MSRA s570 K(5) to ensure that there is no potential for surface and groundwater 

contamination. During construction of the Build Alternative, best management practices for erosion and 

sediment control would be used to protect off-site surface waters from runoff. There would be no impact 

to surface and groundwater by the No Build Alternative.

3.1.3 Floodplains

Affected Environment

Executive Order 11988, Floodplain Management, requires that all federally-funded projects determine 

whether a proposed project will occur in a floodplain and to consider alternatives to avoid adverse effects 

and incompatible development in floodplains. The Build Alternative site is not located within a mapped 

100-year floodplain (Federal Emergency Management Agency 1986).

Environmental Effects

The Build Alternative would not impact floodplains. The No Build Alternative also would not impact 

floodplains.

3.1.4 Noise 

Affected Environment

An operational noise and vibration analysis was performed to evaluate the potential effects associated 

with the introduction of the proposed layover facility for both current and potential future Amtrak 
Brunswick Layover Environmental Assessment

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20

Downeaster service levels. Both the FRA1 and Federal Transit Administration2(FTA) have published 

guidance manuals for the assessment of noise and vibration impacts from passenger rail and transit 

projects. This assessment is consistent with the guidance and procedures of both agencies. The Brunswick 

Layover Noise and Vibration Technical Report (March 2013), which is included as Appendix E of this EA, 

documents this assessment in detail. Noise assessment is described in this section, while vibration 

analysis is subsequently summarized in section 3.1.5 Vibration.

Existing noise sources in the vicinity of the proposed project site include motor vehicle traffic, commercial 

and industrial activity, noise from existing freight rail operations and Amtrak Downeaster passenger trains, 

and sounds generated from nearby neighborhoods. Existing train activity typically includes two passing 

freight trains per week with occasional idling and switching in the Brunswick rail yard. Amtrak Downeaster

service, which began in November 2012, results in six passing trains daily, as well as noise from occasional 

Amtrak movements (typically two daily) in the Brunswick rail yard. 

Community Receptor Sites and Ambient Noise Measurements

Three noise and vibration sensitive receptors were selected for evaluation purposes in this study as shown 

in Exhibit 12. The receptors were selected in order to represent the closest abutters surrounding the 

proposed project, with three locations being necessary to fully assess noise levels on all sides of the 

project site. 

In order to establish existing noise levels in accordance with FRA/FTA requirements, existing ambient 

noise levels were measured at each of the three receptor locations from February 13, 2013 to February

20, 2013. Only noise data measured during periods of acceptable meteorological conditions (i.e. no snow, 

rain, or strong winds) were included in the results, which were then expressed as average noise levels for 

each of the 24 hours. Weather data were taken from the weather station located nearby at the Wiscasset

Airport.

The noise metric of interest in performing a noise assessment in accordance with FRA/FTA guidelines is 

the Day-Night Sound Level (Ldn) for Category 2 land-use residential receptors. Ldn noise levels at the 

three receptor sites are also listed in Exhibit 12.

Amtrak Downeaster service was fully operational during the noise monitoring period, so noise from the 

existing Amtrak Downeaster service is part of the measured ambient noise levels. The existing Amtrak 

Downeaster service includes six scheduled Amtrak Downeaster trips between Portland and Brunswick 

daily. Five of the train trips occur during daytime hours (7 AM to 10 PM) and one occurs during the 

nighttime period (10 PM to 7 AM), with each passing train sounding its horn at both the Stanwood Street 

and Church Road at-grade crossings. A typical Amtrak Downeaster train set consists of a diesel locomotive 

with three to five passenger coach cars, a café car, and a non-powered control unit, all owned by Amtrak. 

Currently, Amtrak Downeaster trains idle outside during midday hours at the Brunswick rail yard or on 

track between the rail yard and Brunswick Station. The Ldn noise levels shown in Exhibit 12 intentionally 

do not include noise from the idling train because they currently only occur at the Brunswick rail yard on 

an occasional basis. Further, higher ambient noise levels would generally lead to higher (less restrictive) 

noise impact criteria.

 

1

FRA High Speed Ground Transportation Noise and Vibration Impact Assessment, September 2012.

2

FTA Transit Noise and Vibration Impact Assessment, May 2006.
Brunswick Layover Environmental Assessment

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Exhibit 12. Community Receptor Sites and Measured Day-Night Ambient Sound Level

Site 

No. Address

FRA/FTA LandUse CategoryMeasured Noise 

Level

(Ldn, dBA)

1 Knights Inn at 133 Pleasant Street, Apartment H8 2 53

2 Residence at 22 Bouchard Drive 2 53

3 Resource Systems Engineering at 30 Parkers Way 2 54

Environmental Effects

The FRA/FTA’s detailed noise assessment procedure was followed in order to predict noise levels 

associated with the operation of the proposed layover facility at the three community receptor sites. This 

analysis demonstrates that the Build Alternative would not create significant noise impacts under current 

or potential future service levels.

Although the proposed facility will not exceed federal noise regulations, local residents have expressed 

concern related to noise impacts associated with the facility. Therefore, NNEPRA has agreed to design 

the facility to include additional noise mitigation features such as enhanced insulation, the use of double 

sets of trackway doors (to achieve an STC level of 44) and low noise fans. In addition, tracks will be of 

welded rail construction to reduce rail joint noise and switch heaters are being installed to prevent delays 

to trains passing through switches during winter.

Current Service Levels

In accordance with FRA/FTA methods, the impact criteria levels for moderate and severe impact are based 

on the existing measured ambient noise level and the land-use category of each receptor site.

Current service levels reflect current track usage agreements and capacity constraints, which limit the 

number of Amtrak Downeaster trains that can operate between Portland and Brunswick to six daily train 

trips under either the No Build or the Build Alternative. These trains operate presently as noted under 

the Affected Environment discussion, and are part of the ambient noise levels.

The layover facility is expected to generate minimal sound of its own. No heavy equipment, major 

Site 3

Site 1

Site 2
Brunswick Layover Environmental Assessment

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maintenance, or major cleaning activities will be conducted at the facility. The trains and any light 

housecleaning equipment will be housed inside the facility building. It is assumed that two forklifts, two 

air compressors, and up to two pneumatic tools may be used inside the facility for a couple hours per day. 

At most, 40 staff and 8 service vehicles (trucks) may visit the facility over a 24-hour period. Parking will 

be located on the north side of the building with access from Lombard Street and Church Road.

Amtrak Downeaster train sets would make six daily trips between Brunswick Station and the layover

facility. All trains will typically enter and exit on the east side of the facility, so the project will cause no 

additional horn blows at the Church Road crossing. Trains will travel at 10 mph within Brunswick yard. 

Four train movements between Brunswick station and the facility will occur during the daytime (7 AM to 

10 PM) and two will occur at night (10 PM to 7 AM), each with an associated horn sounding at the 

Stanwood Street crossing.

Up to three trains at a time may be housed inside the layover facility. They will remain shut-off during 

servicing then be powered up to allow for about a half-hour warm up period before each run to test 

equipment. Train horns will then be tested briefly with a “short toot” inside the facility before exiting. 

The building’s roll-up doors are expected to be closed while engines are running in the building, except to 

allow trains to enter and exit or to occasionally augment ventilation.

Noise analysis results demonstrate that the facility will meet applicable FRA/FTA noise regulations with a 

minimum composite STC3(walls and roof) rating of STC 21. However, in response to concerns expressed 

by the Building Advisory Group, the proposed building will be constructed to a higher composite STC 44 

or greater rating (see section 4 Agency and Public Involvement for more information on the Building 

Advisory Group).

The ventilation system design will continue to evolve during the design process. For purposes of the noise 

assessment, it was assumed that four rooftop mounted ventilation fans will be required to provide 

adequate airflow inside the facility building. NNEPRA has agreed that these fans will be of the low-noise 

emission variety, which are typically about 10 decibels quieter than standard fans. 

Exhibit 13 summarizes noise assessment findings for current service levels. Under the Build Alternative, 

project-generated noise levels are estimated at 43 to 49 dBA Ldn, which is below applicable FRA/FTA 

impact criteria. The Build Alternative is therefore not considered to have either a moderate or severe 

noise impact.

Exhibit 13. Summary of Predicted Noise Levels under Current Service Levels

Site No.

Measured 

Ambient 

Noise

FRA/FTA Project Noise Impact 

Criteria

Predicted Build 

Alternative Noise

Exceeds 

Impact

Moderate Severe Criteria?

Ldn, dBA Ldn, dBA Ldn, dBA Ldn, dBA

1 53 54 60 49 No

2 53 54 60 48 No

3 54 55 61 43 No

 

3

STC (Sound Transmission Class) is defined by the American Society for Testing and Materials (ASTM) standard E90. STC is an index number related to a wall’s ability to block noise. Higher STC values correspond to less noise 

propagation.
Brunswick Layover Environmental Assessment

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Under the No Build, a layover facility would not be constructed. Ambient sound measurements at the 

Brunswick rail yard reflect the noise associated with current service levels under the No Build when the 

Amtrak Downeaster train set lays over elsewhere during the midday. Over the longer-term, it is possible 

that the rail yard would become the regular location for midday layovers under the No Build. The noise 

emission levels of the idling Amtrak Downeaster train set were measured in February 2013. A comparison 

of the two conditions revealed that noise levels at the three receptor locations were elevated by an 

average of 2 to 7 dBA while the train was idling in the Brunswick rail yard.

Potential Future Service Levels

The project-generated noise assumptions for future service levels include noise associated with the 

expanded Amtrak Downeaster service, the layover facility itself, and any trains accessing it. While the 

expansion of Amtrak Downeaster service is not a part of the proposed action (and service expansion could 

foreseeably occur with or without the proposed layover facility), noise associated with the expanded 

service has been included in the project-generated noise predictions to be conservative and allow for 

direct comparison to the Current Service Levels scenario. 

Potential future service levels were assessed assuming ten daily Amtrak Downeaster trips between 

Portland and Brunswick. A typical Amtrak Downeaster train set consists of a diesel locomotive with three 

to five passenger coach cars, a café car, and a non-powered control unit. Eight of the train trips will occur 

during daytime hours and two will occur during the nighttime period (see section 2.4 for additional 

information regarding scheduled train times) with trains assumed to be traveling at 30 mph. Each passing 

train will sound its horn at both the Stanwood Street and Church Road at-grade crossings. 

Noise from the existing Amtrak Downeaster service (six daily trips) is already accounted for in the ambient 

noise measurements and factored into the noise impact criteria. Therefore, the increase in operations 

associated with further expanding the Amtrak Downeasterservice to 10 daily trips would be three daytime 

passbys and one nighttime passby, each with an associated horn sounding at the Stanwood Street and 

Church Road at-grade crossings. 

Amtrak Downeaster train sets would also make ten trips between Brunswick Station and the proposed 

layover facility daily. Seven of these trips would occur during the daytime (7 AM to 10 PM) and three 

would occur at night (10 PM to 7 AM), each with an associated horn sounding at the Stanwood Street 

crossing. All trains will enter and exit on the east side of the facility and travel at 10 mph within Brunswick 

yard. 

Exhibit 14 summarizes the predicted noise levels and noise impact assessment for future Amtrak 

Downeaster service levels relative to FRA/FTA criteria. The predicted project-generated noise level is 51 

dBA Ldn at Sites 1 and 2, where the FRA/FTA noise limits are 54 and 60 dBA Ldn for moderate and severe 

impact, respectively. The predicted project-generated noise level at Site 3 is expected to be 50 dBA Ldn 

where the FRA/FTA noise limits are 55 and 61 dBA Ldn for moderate and severe impact, respectively. The 

predicted noise levels in all cases are three decibels or more below the threshold for moderate impact. 

The results show that project-generated noise levels are not predicted to exceed FRA/FTA noise criteria 

limits at any receptor site, even when considering the additional noise levels associated with potential 

Amtrak Downeaster service expansion. 
Brunswick Layover Environmental Assessment

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Exhibit 14. Summary of Predicted Noise Levels under Potential Future Service Levels

Site No.

Measured 

Ambient 

Noise

FRA/FTA Project Noise Impact 

Criteria

Predicted Build 

Alternative Noise

Exceeds 

Impact

Moderate Severe Criteria?

Ldn, dBA Ldn, dBA Ldn, dBA Ldn, dBA

1 53 54 60 51 No

2 53 54 60 51 No

3 54 55 61 50 No

Comparison to State and Local Noise Regulations

While the relevant measurement of noise impact for purposes of NEPA is the Federal standard discussed 

above, the State of Maine Department of Environmental Protection (MaineDEP) and Town of Brunswick 

both also have regulations that govern noise. For purposes of comparison, NNEPRA calculated the noise 

impacts of the facility relative to the State and local noise regulations as well.

The MaineDEP and Town of Brunswick noise limits both apply to the hourly equivalent sound level (Leq(h)) 

noise metric. Exhibit 15 summarizes the applicable limits, as well as modeled project-related noise under 

the Build Alternative.

The noise levels associated with the Build Alternative are lower than MaineDEP standards at all receptor 

sites during the day, and at Sites 1 and 3 during the night. The projected highest hourly noise level during 

the night is three decibels higher than MaineDEP limits for nighttime at the property line of Site 2. 

The noise levels associated with the Build Alternative are lower than Brunswick’s standards at all receptor 

sites during the day. At night, the projected highest hourly noise level is seven decibels higher than 

Brunswick’s standard at the property line of Site 1, three decibels higher at the building location of Site 2, 

and eight decibels higher than at the property line of Site 2. It should be noted that people would not be 

expected to be present near the property line during nighttime hours, so noise levels at building locations 

are better indicators of exposure to noise.

Other noise not related to the proposed project also occurs during nighttime hours, such as traffic noise, 

noise from existing train services (passenger and freight), wind, heating and cooling equipment, etc. 

Ambient noise measurements confirm that other activities already generate noises at higher levels at the 

three receptor sites than those that would be associated with the Build Alternative. Leq(h) readings 

exceeding 55 decibels were recorded at the building locations for Sites 1 and 2, and over 60 decibels at 

the building location for Site 3. 

3.1.5 Vibration

Environmental vibration can be generated by transportation systems such as trains, subways, trucks, 

automobiles; construction activities such as heavy earth moving equipment, blasting, pile driving; power 

generation or other large mechanical systems; or by actual seismic motion. While vibratory motion can 

be generated in all directions, only the vertical component is addressed in environmental studies. Vertical 

vibration typically contains more energy than either the longitudinal or latitudinal directions.

The FRA/FTA’s general method ground-borne vibration model was used to predict vibration levels 

potentially affecting the three receptor locations. The model predicts vibration velocity levels in units of 
Brunswick Layover Environmental Assessment

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25

VdB based on a train’s speed, distance to the receptor, number of events per day, coupling efficiency of 

the receptor’s foundation to the ground, and any special track or ground conditions that may accentuate 

or diminish vibration. The vibration analysis is fully documented in the Brunswick Layover Noise and 

Vibration Technical Report (March 2013), which is included as Appendix E.

Ambient Vibration Measurements

Ambient vibration levels were measured in September 2011 with no Amtrak Downeaster train activity 

present, and again in February 2013 to document the levels with Amtrak Downeaster train service on the 

mainline. Both of these conditions represent ambient or existing vibration conditions as they are not 

generated by the proposed project. Measurements were conducted at the three receptor locations 

identified previously. As shown in Exhibit 15, vibration levels exterior to the buildings ranges from 44 to 

48 VdB during non-event time periods, and can be as high as 63 to 65 VdB during passbys of an Amtrak 

Downeaster train. 

Exhibit 15. Measured Exterior Ambient Vibration Level

Site 

No. Address

Measured Exterior 

Ambient Vibration 

Level (VdB)

Measured Exterior 

Ambient Vibration 

Level (VdB)

Non-event (no 

train)

Amtrak Downeaster

pass-by

1 Knights Inn at 133 Pleasant Street, Apartment H8 48 64

2 Residence at 22 Bouchard Drive 44 65

3 Resource Systems Engineering at 30 Parkers Way 47 63

Environmental Effects

The layover facility is expected to generate negligible vibration of its own. No heavy earth-moving 

equipment will be used at the facility, nor will any drilling, blasting or impact-type work be performed. As 

such, the only notable potential vibration generating source to consider is the movement of Amtrak 

Downeaster trains in/out of the layover facility at slow speed.

Exhibit 16 summarizes the findings of the vibration analysis. The predicted vibration associated with

project-related train operations are generally similar to that experienced currently when Amtrak 

Downeaster trains pass by on the mainline (shown previously in Exhibit 16), but well below applicable

FRA/FTA vibration criteria. 

Exhibit 16: Predicted Vibration Levels

Site 

No.

Land-Use

(FTA Category)

Modeled Distance 

from Train to 

Receptor (feet)

Predicted Interior

Train Movement Vibration 

Level (VdB)

FRA/FTA

Vibration 

Criteria (VdB)

1

Residential

(Category 2) 200 73 80

2

Residential

(Category 2) 490 66 80

3

Commercial

(Category 3) 870 61 83
Brunswick Layover Environmental Assessment

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3.1.6 Geology and Soils

Affected Environment

The Maine Geological Survey (MGS) has mapped surficial and bedrock geology of the project site. The 

surficial geology consists of glaciomarine deposits, fine grained and medium grained. The dominant 

bedrock geology of the area is Precambrian-Ordovician, which includes a wide range of volcanic and 

marine sedimentary rocks that have been metamorphosed to gneiss and schist (Loiselle and Marvinney 

2002). 

The Natural Resource Conservation Service (NRCS) soil survey indicates that the dominant soil series 

within the site are Adams loamy sand and Au Gres loamy sand. Adams soils are deep, excessively drained, 

medium sands (Natural Resource Conservation Service 2012a). The Au Gres soils are somewhat poorly 

drained. Permeability is rapid in both series, although the seasonal high water table in the Au Gres series 

impedes internal drainage. Neither series is considered highly erodible by the NRCS. A rating of highly 

erodible indicates a potential to erode at a rate greater that what is considered tolerable soil loss (Natural 

Resource Conservation Service 2006, 2012b). 

Au Gres soils are considered hydric, defined as being saturated, flooded, or ponded long enough during 

the growing season to develop anaerobic conditions in the upper part. However, an on-site review at the 

Build Alternative determined that the soils are somewhat poorly drained and therefore do not meet the 

hydric criteria.

Environmental Effects

The Build Alternative would disturb existing soils, covering them with a structure. These soils are not 

unique or regionally important. During construction of the Build Alternative, best management practices 

for erosion and sediment control would be used to protect off-site surface waters from runoff. Coal ash 

and stockpiled soils with contaminants are present on site. These will be managed in accordance with 

provisions specified by the Maine Department of Ecology, which are summarized in section 3.3.8 

Contaminated Sites and Hazardous Waste.

The No Build Alternative would not affect geology or soils.

3.2 Biological Environment

3.2.1 Ecosystems

Affected Environment

The Build Alternative site is within the Casco Bay Coast Biophysical Region (Maine Forest Service 2000). 

The landscape is flat to gently-rolling terrain. The vegetation of the region reflects the moderating 

influence of the Gulf of Maine. The site is part of a pre-existing rail corridor with two siding tracks and a 

mainline track. Previous construction of the rail corridor included grading and ditching, which altered site 

vegetation. Shrubs and saplings have grown up along the perimeter of the right-of-way and unmanaged 

areas within the corridor. Common species within the site include white pine, red maple, locust, red oak, 

quaking aspen, black cherry and gray birch within the overstory. Herbaceous species include wild 

sarsaparilla; bracken, cinnamon and royal fern; milkweed; wintergreen; goldenrod species; Japanese 

knotweed (an invasive) and various species of grasses. 
Brunswick Layover Environmental Assessment

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Environmental Effects

The Build Alternative would disturb small quantities of vegetation that have regrown within the existing 

footprint of past railroad activities.

The No Build Alternative would not cause further disturbance within the project site.

3.2.2 Wetlands

Affected Environment

MaineDEP has jurisdiction over wetlands and water bodies under the Natural Resources Protection Act 

(NRPA, 38 M.R.S.A §480-A to 480-HH). The NRPA identifies sensitive wetland areas as Wetlands of Special 

Significance (WSS), which include: 

 Peatlands (including heaths); 

 Critically imperiled or imperiled communities;

 Significant wildlife habitat;

 Locations near coastal wetland;

 Locations near Great Ponds Act (GPA) great ponds (GPA defined as water quality suitable for 

drinking water, recreation, etc., 38 M.R.S.A. §465-A);

 At least 20,000 square feet of aquatic vegetation, emergent marsh vegetation or open water;

 Wetlands subject to flooding; and

 Wetlands located within 25-feet of a river, stream or brook.

Impacts to WSS require more rigorous review and permitting than non-WSS wetlands and frequently 

require compensation through restoration, enhancement or preservation. Significant wildlife habitat as 

defined by Chapter 335 of the NRPA includes seabird nesting islands, significant vernal pools, high and 

moderate value waterfowl and wading bird habitat. There are no significant wildlife habitats within or 

adjacent to the Build Alternative site (Appendix A, Maine Department of Inland Fisheries and Wildlife 

(MDIFW) 2012a,b).

Reviews of the Build Alternative site conducted on October 21, 2011 and April 20, 2012 found that no 

wetlands or potential vernal pools occur within the site. The US Fish and Wildlife Service (USFWS) National 

Wetlands Inventory (US Fish and Wildlife Service 2012) did not identify any wetlands within the site. No 

vernal pools have been mapped in the vicinity of the site (Appendix A, MDIFW, 2012c). Small areas of 

wetland occur off-site to the south and a ditched perennial stream crosses the rail corridor to the east of 

the site.

Environmental Effects

The Build Alternative would not impact wetlands or streams.

The No Build Alternative would not impact on wetlands or streams.

3.2.3 Threatened or Endangered Species

Affected Environment

Section 7 of the Endangered Species Act (ESA) requires that for any project in which there is a federal 

action that “may affect” listed species or their critical habitat, the action agency must consult with either 
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the US Fish and Wildlife Service (USFWS) or National Marine Fisheries Service (NMFS). Critical habitat for 

the Atlantic Salmon Gulf of Maine Distinct Population Segment has been designated for the lower 

Androscoggin River watershed (National Oceanic and Atmospheric Administration 2012). The Build 

Alternative site is included within the mapped critical habitat. However, there is no suitable habitat for 

Atlantic salmon within the site (Appendix A, Dube 2012).

There are currently 33 species of fish and wildlife listed as endangered or threatened under Maine’s 

Endangered Species Act (MDIFW 2012c). Three of those species are also federally listed species under 

the U.S. Endangered Species Act. There are no federally-listed, threatened or endangered species or 

critical habitat within the Build Alternative site (Appendix A, Zicari 2012). The bald eagle was removed 

from the federal threatened list on August 9, 2008 and is now protected under the Bald and Golden Eagle 

Protection Act and the Migratory Bird Treaty Act and reviewed under the 2007 National Bald Eagle 

Management Guidelines. No bald eagle nest sites were observed within the site. Additionally, there are 

no federally-listed or proposed threatened or endangered species and/or designated critical habitat for 

listed species within the site under the jurisdiction of the National Marine Fisheries Service (NMFS) 

(Appendix A, Colligan 2012).

An on-site review for endangered species was not conducted, but due to the developed nature of the site 

and surrounding area, the likelihood that endangered species are present within the site is very low. 

Agencies responsible for state-listed species reviewed their databases and determined that there are no 

resources under their purview within the Build Alternative area (Appendix A, Swan 2012, Walker 2012).

The MDIFW oversees the Maine Endangered Species Act (12 MRSA Part 13, Subchapter 3), which

designates mapped “Essential Habitat” for species listed as endangered or threatened, which includes 

habitats for least terns, roseate tern and piping plovers. These species require sandy beaches for nesting;

as the Build Alternative site is located within the town of Brunswick, it does not provide habitat for any of 

these species.

The Maine Natural Areas Program (NAP) conducted a review of the Program’s Biological and Conservation 

Data System files for rare botanical features in the Build Alternative area. Based on the information in 

the NAP files and the landscape context of the Build Alternative site, there is a low probability that rare 

or significant botanical features occur within the site (Appendix A, Cameron 2012). 

Environmental Effects

Due to the disturbed nature of the site, rare, threatened and endangered species are not likely to occur 

on the site and therefore would not be impacted by the Build Alternative. Best management practices for 

erosion and sediment control would be utilized during construction of the proposed project to protect 

off-site habitats within the Androscoggin River.

The No Build Alternative would have no impact on rare, threatened or endangered species. 

3.2.4 Fisheries

Affected Environment

A wild brook trout fishery is defined by MDIFW as a body of water that has not been directly stocked with 

brook trout in the previous 25 years. A review of available resource data found that there are no wild 

brook trout ponds or lakes within the Build Alternative site’s vicinity or within the Build Alternative site 

(Maine Council of Trout Unlimited 2012). A review of the MDIFW database for rare, threatened, or 

endangered species determined that there are no documented occurrences within the Build Alternative

site. MDIFW confirmed that there are no Essential or Significant Wildlife habitats or Fisheries Habitats 
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within the Build Alternative area (Appendix A, Walker 2012). A review of the National Marine Fisheries 

(NMFS) Habitat Conservation Division website confirmed that there are no Essential Fish Habitats within 

the Build Alternative area, and there is no fisheries habitat on the site.

Environmental Effects

There are no fisheries resources on the Build Alternative site; therefore, the Build Alternative would have 

no impacts to fisheries. Best management practices for erosion and sediment control would be utilized 

during construction of the proposed project at the Build Alternative site to protect off-site resources.

The No Build Alternative would not impact fisheries.

3.2.5 Wildlife Habitat

Affected Environment

Under Chapter 335 of the Maine Natural Resources Protection Act (NRPA), Significant Wildlife Habitat

includes endangered or threatened species habitats; high and moderate valued deer wintering areas 

(DWA) and travel corridors; critical spawning and nursery areas for Atlantic salmon; vernal pools; MDIFWmapped moderate and high value inland waterfowl/wading bird habitats and MDIFW-mapped shorebird 

nesting, feeding and staging areas. The Build Alternative site does not contain deer wintering habitat 

based on the developed nature of the site and surrounding area. The site does not provide Atlantic salmon 

habitat (National Oceanic and Atmospheric Administration 2012). A review of MDIFW significant wildlife 

habitat mapping (MDIFW 2012a,b,d) indicates that the Build Alternative site does not contain inland 

waterfowl/wading bird habitat, shorebird roosting, nesting habitat, or vernal pool habitat. A site review 

confirmed that there are no vernal pools within the site.

The Build Alternative site has limited wildlife value because it is surrounded by roads, residences and the 

railroad. The site could support some wildlife including songbirds and small mammals that reside in urban 

environments such as gray squirrel, mice, house sparrows, crows, and blue jay. 

Environmental Effects

No impacts to significant wildlife habitat, as defined under Chapter 335 of the NRPA, would occur by the 

construction of the proposed project at the Build Alternative site. A small amount of wildlife habitat would 

be lost and wildlife displaced as a result of the Build Alternative. However, the site has low wildlife value 

due to past vegetation management activities.

The No Build Alternative would not impact wildlife habitat.

3.3 Human Environment

3.3.1 Transportation

Affected Environment

Rail Transportation

The Build Alternative site borders the Brunswick Branch, a rail line owned by the State of Maine that 

connects Brunswick to Royal Junction, where connections are made to main line tracks to Portland. Also 

adjacent to the proposed site is the Brunswick rail yard, which at present consists of two siding tracks. 

Freight service is operated by Pan Am Railways, which typically operates two trains per week (one round 

trip) over the Brunswick Branch between Brunswick and Royal Junction. West of Royal Junction, freight 
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service operates more frequently, with six daily trains typical between Portland and Royal Junction.

The siding track in the Brunswick rail yard facilitates interchanges between Pan Am Railways and Maine 

Eastern Railroad, which operates freight service between Brunswick and points east. These switching 

movements do not necessarily coincide, as one railroad will leave cars on the siding for pick up by the 

other at another time. Interchanges typically occur once per week.

Amtrak Downeaster passenger service to Brunswick began operation in November 2012. Six Amtrak 

Downeaster trains operate daily between Brunswick and Portland, four of which are extensions of Boston, 

Massachusetts – Portland Amtrak Downeaster service. 

Highways and Roads

The Build Alternative site is located south of US Route 1 (Pleasant Street), which is a primary corridor 

connecting Brunswick to the interstate highway system. US Route 1 has four lanes and carries on average 

between 25,090 and 29,070 vehicles per day in the vicinity of the proposed site.

4

 Access to the site would 

be by Lombard Street and Church Road. Lombard Street is a lightly traveled, dead-end road that provides 

local access from US Route 1 to three businesses, which also have access to other roadways, as well as six 

single family residences. Church Road is a local street that provides access to the proposed project site. 

Daily traffic on Church Road averages 6,680 vehicles. Church Road intersects US Route 1 at a signalized 

intersection.

Environmental Effects

Rail Transportation

NNEPRA, working with MaineDOT and Pan Am Railways, has determined that the existing rail 

infrastructure between Brunswick and Portland can support six daily passenger train trips. Under the No 

Build, the current schedule would continue, with four scheduled Amtrak Downeaster trains daily (two 

roundtrips) operating over the full length of the Brunswick – Portland – Boston route, with two additional 

trains operating between Brunswick and Portland only. Under the Build Alternative, the two Brunswick –

Portland trains needed to position equipment at the start and end of each operating day could be 

eliminated, enabling two additional Portland – Boston Amtrak Downeaster trains to be extended to 

Brunswick. The extended services would likely include a midday train originating in Brunswick, and a late 

night return from Boston arriving in Brunswick at approximately 2:30 AM.

Any expansion of service beyond six trains daily would likely require construction of passing tracks at Royal 

Junction to increase capacity of the main line to operate efficiently. Future service expansion could 

potentially result in extension of all ten daily Amtrak Downeaster trains to Brunswick. Because trains 

would continue to layover in Portland overnight under the No Build Alternative, this would also require 

six additional trips between Portland and Brunswick to position equipment each day, for a total of sixteen 

trains daily between Portland and Brunswick.

The Build Alternative would allow all ten daily Amtrak Downeaster trains to be extended to Brunswick 

without requiring additional moves between Portland and Brunswick to position equipment. Train sets

would instead overnight at the layover facility in the Brunswick rail yard. The potential to adversely affect 

freight operations is lower under the Build Alternative than the No Build since fewer trips between 

Brunswick and Portland would be required to support the same amount of Brunswick – Portland – Boston 

Amtrak Downeaster service.

 

4 Maine Office of GIS, Roads - DOT (MEDOTPUBRDS) layer (8/11/2011).
Brunswick Layover Environmental Assessment

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Highways and Roads

The No Build would not affect transportation to the site or on area roadways.

Under the Build Alternative, access to the site would be provided from Lombard Street and Church Road, 

which connect to nearby US Route 1. Daily trip generation at the site is expected to include two to four 

truck trips for delivery of fuel and supplies or garbage/recycling pick up, as well as occasional visitor trips. 

Three shifts of employee arrivals and departures typically consisting of approximately ten to twelve 

vehicle trips each are expected. The project will not adversely affect traffic operations on area roadways.

The project would enable two additional Boston – Portland Amtrak Downeaster trips to be extended to 

Brunswick, replacing two trips that only operate between Portland and Brunswick today. The additional 

service is expected to result in increased ridership, which would attract additional automobile trips to 

Brunswick Station (likely on the order of 15 to 20 vehicles per day). Conversely, some decrease in auto 

travel between Brunswick and Portland on the I-295 corridor could be realized if the additional service 

results in drivers shifting to rail travel. 

3.3.2 Land Use and Zoning

Affected Environment

The Build Alternative project site is an existing Brunswick rail yard located on the north side of the existing 

rail corridor between Church Road and Stanwood Street in Brunswick, Maine. The site is presently vacant

of buildings, while the adjacent rail corridor functions as a freight interchange location for Pan Am 

Railways and Maine Eastern Railroad. Two siding tracks located in the rail yard are in use today.

Properties to the north of the site are a mix of industrial, commercial and residential uses, including a fuel 

storage facility. Industrial and commercial uses are also present on Church Road to the west and on 

Stanwood Street to the east. A residential neighborhood was constructed on the south side of the site in 

the 1970’s and 1980’s on property directly adjacent to the railroad mainline which had been zoned 

industrial until the 1960’s. This neighborhood includes approximately twenty single family houses on 

Bouchard Drive with building locations that range between 140 feet and 400 feet from the existing 

mainline tracks, and approximately 300 to 1000 feet from the proposed facility.

The site is located in an area identified as a Commercial Connector Growth Area in the Town’s 

Comprehensive Plan, and is zoned Mixed Use 2 - Intown Railroad Corridor (MU2), as shown in Exhibit 17. 

A range of commercial, residential and industrial uses are permitted in the MU2 zone. The Comprehensive 

Plan specifies that non-residential uses are most appropriate for the Commercial Connector Growth 

Areas.

Environmental Effects

The Build Alternative would not have a significant impact on land use or zoning. The proposed project 

site is owned by NNEPRA and is zoned Mixed Use 2 – In-town Railroad Corridor (MU2). The site is 

functioning as a rail yard, has two siding tracks located in the rail yard that are in use today, and borders 

the State of Maine owned Brunswick Branch mainline tracks. Continued use and development of this site 

for railroad transportation activities is consistent with the Town of Brunswick’s zoning and with its 

Comprehensive Plan. In addition, the Town determined that the contemplated layover facility is a 

permitted use and is consistent with its zoning and Comprehensive Plan (Appendix A, Breinich 2011). 
Brunswick Layover Environmental Assessment

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Exhibit 17: Current Zoning

Source: Town of Brunswick

The proposed facility will be designed to accommodate the overnight storage of a maximum of three (3) 

diesel locomotive-powered passenger train sets used for the Amtrak Downeaster service. The facility will 

include a main building that will span three railroad tracks, with approximate dimensions of 655 feet long 

by 70 feet wide and with a maximum height of 37 feet at the roof’s peak. Offices, locker rooms, wash 

rooms and storage facilities will be incorporated through construction of an attached building on the north

side of the main building, 180 feet long by 26 feet wide and with a maximum height of approximately 22 

feet at its peak. The building will be equipped with a ventilation system designed to handle diesel 

locomotive exhaust and to keep workplace temperature within OSHA compliant ranges.

The Brunswick Zoning Ordinance specifies dimensional standards which, with the exception of building 

footprint, would be met by the proposed facility. In the MU2 zone, the maximum allowed building 

footprint is 20,000 square feet, unless a variance is granted. However, Federal law (see 49 U.S.C. § 

10501(b)) generally preempts railroads from such ordinances where, as here, the facility is to be used in 

“transportation by rail carriers” and the “construction . . . of . . . facilities . . . .” 49 U.S.C. § 10501(b). The 

term “transportation” includes a “warehouse . . . yard, property, facility, instrumentality, or equipment of 

any kind related to the movement of passengers or property, or both, by rail” 49 U.S.C. § 10102. Hence, 

local zoning regulations are not applicable in this case, and a variance is not required. In addition, Federal 

law provides that “[n]o State or local building, zoning, subdivision, or similar or related law” shall apply in 

connection with the construction, ownership, use or operation of any “improvement” undertaken for the 

benefit of Amtrak as part of, or in furtherance of, Amtrak intercity rail service on routes such as the Amtrak 

Downeaster (see 49 U.S.C. § 24902(j)). Because the proposed facility is such an “improvement,” local 

zoning does not apply.

Prior to the determination that Brunswick’s zoning regulations would not apply to the project, NNEPRA 

officials attended the Brunswick Zoning Board meeting of April 21, 2011 to request a dimensional variance 

for the construction of a layover facility. NNEPRA gave a presentation about Amtrak Downeaster service 

and outlined the initial concept to construct a layover facility at the Brunswick West rail yard. The 
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variance was granted, though the Town of Brunswick subsequently determined that the proposed facility 

would be exempt from local zoning requirements and that the variance was therefore not required.

The No Build would not have a significant impact on land use or zoning.

3.3.3 Prime Farmland

Affected Environment

The Farmland Protection Policy Act (FPPA, 7 U.S.C. 658) of 1981 mandates that Federal agencies consider 

the impact of their activities on farmland, including prime, unique and farmland of statewide importance. 

Prime farmland is land that has the best combination of physical and chemical characteristics for 

producing food, feed, forage and fiber. Prime farmland cannot include developed or urban lands or areas 

of water. Unique farmland is land other than prime farmland used for the production of specific high 

value food and fiber crops. Farmland of statewide importance is farmland that is nearly prime farmland 

and that economically produces high yield crops when treated and managed according to acceptable 

farming methods (NRCS 2012). 

There is no mapped prime farmland within the Build Alternative site. Adams (Windsor) loamy sand is 

considered Farmland of Statewide Importance and is a dominant soil type within the project site. The 

FPPA considers land that is within city limits to be “committed to other uses” and such land needs no 

further evaluation. 

No further evaluation would be required under the FPPA for the proposed project. 

Environmental Effects

The Build Alternative would not impact Prime or Unique Farmland, but is located over Farmland Soils of 

Statewide Importance. As the site is within a highly developed area, these soils are considered 

“committed to other uses”. Therefore, the Build Alternative would not adversely affect farmland soils of 

any type.

The No Build Alternative would not impact Prime Farmland, Unique Farmland, or Farmland of Statewide 

Importance.

3.3.4 Socio Economic and Environmental Justice

Affected Environment

The Town of Brunswick was incorporated in 1739 and hosts a mix of retail, professional and art-related 

businesses, in addition to light and medium industry. Major employers include Bath Iron Works, Bowdoin 

College, L.L. Bean, and Mid Coast Hospital. Total population is 20,278 based on the 2010 US Census. The 

proposed project area is located approximately 1⁄2 mile west of the historic downtown centered along 

Maine Street. The proposed project area consists of residential properties interspersed with commercial 

and light industrial properties. Much of this commercial activity is focused along US Route 1 (Pleasant 

Street) along the northern portion of the project area, while neighboring residential uses are located south 

of the exiting mainline track. 

Federal Executive Order 12898 requires that projects involving Federal agencies or receiving Federal 

funding not disproportionately impact minority or low income populations. These environmental justice 
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considerations are summarized in Exhibit 18. Minority populations are those persons identified in the 

2010 US Census as having an ethnic/racial heritage other than non-Hispanic white.

Census tract 112.01 encompasses the proposed project site and surrounding neighborhoods. Minorities 

comprise 5.9 percent of the population within this area, compared to 9.0 percent for Brunswick as a whole 

and 8.2 percent for Cumberland County. The share of minorities statewide is 5.6 percent. According to 

the American Community Survey, 5.3 percent of the population in the project area has a household 

income below the poverty line. This compares to 11.0 percent for the entire town, 10.5 percent for 

Cumberland County, and 12.6 percent statewide.

Exhibit 18: Envionmental Justice Populations

Percent Minority 

(2010)

Percent below 

Poverty Level

(2006-2010)

Census Tract 112.01 5.9% 5.3%

Brunswick 9.0% 11.0%

Cumberland County 8.2% 10.5%

Maine 5.6% 12.6%

Source: US Census Bureau, 2010 Census and 2006-2010 American Community Survey

Environmental Effects

The Build Alternative is proposed to be located adjacent to the north side of an active rail line on property 

which has been used for railroad purposes since the late 1850’s. The site contained numerous tracks and 

buildings through the late 1980’s and currently serves as a freight car storage and interchange location 

for Pan Am Railways and Maine Eastern Railroad, as well as a day-time hold-over location for Amtrak 

Downeaster trains. Moreover, the proposed layover facility has been designed to mitigate the potential 

impacts of noise and lights on the nearby residents, and therefore would not significantly alter the 

character of the locality. Therefore, no significant change to the local residential or business economic 

community is anticipated. 

In addition, the Build Alternative would support ongoing efforts to improve mobility by rail for residents 

of Brunswick and neighboring communities, as well as support efforts to improve access to the Brunswick

region for business, recreational and educational activities. The Build Alternative will create short-term 

work opportunities during the construction period, as well as support long-term employment positions

involving train maintenance activity and train operating personnel. Operation of the Build Alternative will 

result in the purchase of consumables from local suppliers, including cleaning supplies, fuel and food 

service supplies.

There are no affected minority or low income populations near the proposed project site. Therefore, the 

Build Alternative would also not disproportionately affect minority or low income populations.

The No Build would not disproportionately affect minority or low income populations.

3.3.5 Cultural and Historic Resources

Affected Environment

The proposed project site has been in use as a rail yard since the early 20th century. The rail yard originally 
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consisted of numerous siding tracks and several wood frame railroad office, storage, crew, car inspection 

and equipment storage buildings. The railroad buildings have previously been removed along with much 

of the yard track by the early 1990’s. There are no structures or features of historic interest on the site. 

Neighboring sites to the north are a mix of commercial, industrial and residential uses. A single family 

residential subdivision was built adjacent to the south border of the railroad right-of-way in the 1970’s 

and 1980’s with houses located approximately 140 to 500 feet from the mainline track. 

The Maine Historic Preservation Commission (MHPC) was contacted to initiate consultation for the 

project. The MHPC requested additional information on the project including proposed site plans and 

elevation drawings of the facility, photos of any buildings that are 50 years or older that are either in or 

adjacent to the site, and whether federal and/or state permitting, funding, or licensing will be required 

for the project (Appendix A, Reed 2011). Town files were reviewed (assessor and code enforcement) to 

identify potential structures that are 50 years or older (built prior to 1962) within the proposed Build 

Alternative project site and abutting parcels. There are no structures that are 50 years or older within or 

immediately adjacent to the proposed facility. The oldest structures included a building (Map U23 Lot 47) 

built in 1969 and a house (Map U28 Lot 7) that was estimated to have been built in 1968. The results of 

this “preliminary assessment” were submitted to the MHPC on May 10, 2012 (Appendix A). On July 25, 

2012, MHPC requested additional clarification on the project funding and lead agency. Normandeau 

provided additional information on May 22, 2013. MHPC requested that the lead Federal agency submit 

a finding of effect (for Section 106 of the National Historic Preservation Act) for the proposed project.

A request was submitted to the five Maine Indian Tribes for a review of their databases. Two Tribes – The 

Penobscot Tribe and the Aroostook Band of Micmacs – responded. No response was received from the 

other three Tribes. The Penobscot Tribe found no resources of historic, architectural or archaeological 

significance within the proposed project site (Appendix A, Newsom 2012). The Aroostook Band of 

Micmacs indicated that they have no knowledge of any specific sites or cultural features within the 

proposed project site. They did request that if during the course of excavation/construction activities, 

human remains, artifacts, or any other evidence of Native American presence are encountered, that site 

activities in the vicinity of the discovery immediately cease, pending notification to the Tribe. The Tribe 

also requests that if any wetland mitigation is proposed that black ash (Fraxinus nigra) be planted as it has 

great value to the Tribe and to wildlife yet is in decline in the northeast (Appendix A, Dennis 2012). 

Environmental Effects

The Build Alternative would not affect any historically-significant resources. Consultation was initiated 

with the State Historic Preservation Office, who concurred with this finding (Appendix A: Mohney 

concurrence with letter from Quinn 2013). There are no archeological resources on the proposed project 

site; therefore, the Build Alternative would have no adverse effects.

The No Build Alternative would not impact cultural or historic resources.

3.3.6 Section 4(f) and 6(f) Resources

Affected Environment

Section (4f) Resources

Section 4(f) (recodified as 49 U.S.C. 303) of the Department of Transportation Act requires consideration 

of:
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 Parks and recreational areas of national, state, or local significance that are both publicly owned 

and open to the public.

 Publicly owned wildlife and waterfowl refuges of national, state, or local significance that are 

open to the public to the extent that public access does not interfere with the primary purpose 

of the refuge.

 Historic sites of national, state, or local significance in public or private ownership regardless of 

whether they are open to the public (See 23 U.S.C. § 138(a) and 49 U.S.C. § 303(a)); Historic 

properties are evaluated under the Section 106 process (see section 3.3.5 Cultural and Historic 

Resources).

No parks or recreation areas are located in the proposed project area. No wildlife or waterfowl refuges 

are located within the proposed project area.

As described in section 3.3.5 Cultural and Historic Resources, no properties of historic significance have 

been identified in or abutting the proposed project area.

Section (6f) Resources

Section 6(f) of the Federal Land and Water Conservation Fund (LWCF) Act of 1964 provides financial 

assistance for the acquisition and development of public lands to create parks and open spaces; protect 

wilderness, wetlands and refuges; preserve wildlife habitat; and enhance recreational opportunities. 

Lands acquired or improved with these funds are subject to Federal regulations administered by the US 

Department of the Interior (USDOI). Pursuant to these regulations, any land subject to Section 6(f) cannot 

be “converted” to another use for purposes inconsistent with the Act without the approval of the USDOI 

and without being replaced with other land that is of equal use and value to the land proposed for 

conversion. 

The Maine Department of Conservation (MDC) Community Grants Program response found no LWCF 

properties within or adjacent to the project site (Appendix A, Rogers 2011). A review of the Maine Bureau 

of Parks web data confirmed that there are no State, Federal or private conservation lands within or 

adjacent to the project site (MDC 2012).

Environmental Effects

The Build Alternative would not affect any Section 4(f) State, Federal or private conservation lands, 

refuges, parks, or other national, state or locally significant publically owned lands. Therefore, a 4(f) 

statement for this project is not required. There are no Section 6(f) public lands or recreation areas within 

the project site; therefore, the Build Alternative would not impact these resources.

The No Build Alternative would not impact 4(f) or 6(f) resources.

3.3.7 Coastal Zone Management 

Affected Environment

Section 307 of the Coastal Zone Management Act, the federal consistency provision, provides a 

mechanism for states to manage the use of coastal resources and to facilitate cooperation and 

coordination with federal agencies. In Maine, activities affecting the coastal zone that are proposed by 

federal agencies require federal licenses or permits, or are conducted in a manner consistent with the 
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enforceable policies of the Maine Coastal Program (MCP). The enforceable policies of the MCP are 

contained in various state laws and implementing regulations (Maine State Planning Office 2006). 

Although the project is within the Coastal Zone, it is not required to file for federal consistency review as 

the activity is not listed in the MCP (Appendix A, Leyden 2012). 

Environmental Effects

The project is not required to file for consistency review under the MCP.

3.3.8 Contaminated Sites and Hazardous Waste

Affected Environment

A Phase I and Limited Phase II assessment were completed and submitted to the Maine Department of 

Environmental Protection (MaineDEP). These assessments and on-site sampling determined that coal ash 

and stockpiled soils with contaminants were present on the Build Alternative site, which is consistent with 

the prior rail use of the site. The Phase I report also indicated the presense of underground piping of 

undetermined origin or use.

Environmental Effects

The Build Alternative would remediate existing contamination as specificed by a recommended action 

plan, which the MaineDEP concurred with (Appendix A, Firth September 12, 2011), as follows:

 Coal ash and stockpiled contaminated soils will either be removed to an appropriate 

disposal/remediation site or capped on site.

 If contaminated materials remain on site, a soils maintenance plan must be submitted and 

approved by the MaineDEP.

 Underground piping will be investigated further to determine whether remedial actions are 

necessary.

 Deed restrictions prohibiting groundwater extraction and adherence to the soils maintenance 

plans shall be established.

Activities conducted at the site would not further contribute to contamination of the site. Trains will be 

refueled on site by fuel trucks. Fuel for trains will not be stored on site. Small quantities of gasoline may 

be stored on site for incidental use (e.g. – lawnmower) or if an emergency generator is provided. Floor 

drains will be installed inside of the main building to catch any materials that drip, melt or fall from the 

train sets. These will be collected into a containment tank and removed from the site as necessary. 

No heavy maintenance, external washing, or painting of train sets will occur on site.

The No Build would neither disturb nor remediate exisiting contaminants at the site.

3.3.9 Utilities

Affected Environment

Utilities are available nearby to the Build Alternative site in the Church Road, Turner Street and Lombard 

Street corridors, including electric, gas, sanitary and water. There are no existing utilities on the proposed 
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project site that would need to be relocated.

Environmental Effects

Proposed water connections will be made under Church Road. Electric connections will be made to 

existing overhead service on Turner Street. Sewer connections to existing service lines will be made 

under Lombard Street. Temporary impacts and local disruptions may be necessary during construction 

to splice into existing services.

3.3.10 Public Health and Safety

Affected Environment

The Build Alternative site is located on vacant land adjacent to an active rail line and rail yard. Nearby 

uses are a mix of industrial, commercial and residential uses. 

Environmental Effects

The Build Alternative would not have an adverse impact on public health or safety. Instead, it would move

maintenance and storage of train sets currently stored outside during the daytime hours, to an inside area 

secure from the environment and access by the public. Moreover, no air quality or other ill health effects 

are anticipated as a result of the project.

Grade crossings along the 30-mile right of way between Brunswick and Portland have been updated as a 

result of prior work detailed in the EA for the Amtrak Downeaster Portland North Expansion Project 

(2009). Train activity, including use of grade crossings, would depend on whether the Build Alternative is

constructed. The Build Alternative would increase passenger train activity between Brunswick Station 

and the layover site at the Brunswick rail yard from eight to 12 trains daily under current service levels. 

Under potential future service levels, the amount of service operated between Brunswick rail yard and 

Portland would decrease relative to the No Build; ten trains compared to 16. Activity between Brunswick 

Station and Brunswick rail yard would be the same under potential future service levels; 20 trains daily 

for either the No Build or Build Alternative. In neither case would the amount of train activity have an 

appreciable impact to public health or safety because the increase in grade crossing activity is not 

significant and will continue to occur at slow speeds.

Under the No Build, midday storage and some light service of equipment would occur outdoors in the

Brunswick rail yard.

3.3.11 Visual and Lighting

Affected Environment

The site is cleared, undeveloped property that was previously used as a rail yard (Exhibit 19). It sits 

adjacent to an active rail line and siding track. A canopy of trees and brush separate the site from abutters 

to the north, as well as neighboring properties to the south that abut the rail line.
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Exhibit 19: Existing Site Conditions (looking West along Adjacent Rail Line)

Environmental Effects

The Build Alternative would not degrade the visual appearance of the site, nor would lighting of the 

property at night impact neighbors. The Build Alternative would construct an approximately 655-foot

long by 70-foot wide main building, with an attached 180-foot by 26-foot crew building. The main building 

will have a peaked roof of approximately 37 feet maximum height. The building will be constructed in an 

area that is largely cleared of vegetation today. Existing vegetation would screen views of the building 

from neighboring areas, especially when deciduous plants have leaves during spring, summer and autumn

(Exhibit 20). In addition, NNEPRA will plant vegetation (arborvitae or similar) along an approximate 240-

foot section of the access road to Church Road to further provide vegetative cover for the project.

External lighting at the facility will be provided for the roadway and parking areas, as well as on the 

exterior of the building where activity is expected (doorways, walkways) and will not have an adverse 

impact. Lighting will be mounted on poles and/or the side of the building and will be designed to direct 

light downward. NNEPRA’s contractor will design a lighting plan that illuminates these exterior areas as 

required for safety, and will utilize cut-off lighting fixtures to avoid or minimize light spillover from the 

site.

The No Build would not affect the appearance of the site.

Exhibit 20: Layover Facility Concept Sketch

Note: Conceptual illustration, not to scale. 
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3.4 Construction Impacts

Construction is anticipated to require approximately 9 to 12 months. During this time, temporary impacts 

associated with construction are expected, including noise, dust, and emissions from construction 

equipment (e.g. - Backhoes, graders, cranes, air compressors, track laying equipment). 

The initial construction activity would be to clear and grub the area of tree and shrub growth within the 

footprint of the proposed building and pavement of the project site. A new access road would be 

constructed from both Church Road (unpaved) and Lombard Street (paved) to the building. This would

require grading, and installation of aggregates, sub base and pavement, as applicable.

The foundations for the building would be excavated. All excess excavated material would remain and be 

reused on site. The concrete footings would be poured, and then the building slab. The building structure 

would be erected, followed by fit-out of the building interior, including partitions, ceilings, doors and 

windows, mechanical and electrical systems, and finishes.

The site work would include new utility connections to the existing lines in the public streets. Water, 

sewer and gas would be underground pipes and trenches would be excavated and backfilled. Disturbance 

to existing roads and utilities would be minimal, primarily localized where the new access roads meet

Church Road and Lombard Street. Electrical service and communications are anticipated to be overhead, 

and new utility poles would be installed and the lines strung on the poles.

Utilities would be installed to the building, which will require trenching and backfilling. A paved area 

would be provided on the north side of the building, which will also require grading, and installation of 

aggregates, sub base and pavement. A perimeter fence with visual screening would be installed around 

the site.

New tracks would be installed to connect the main building to the rail yard, including grading, and 

installation of ballast, ties and rails. No impact to services operating on the mainline are expected.

Best management practices to be employed during construction would include:

 Prior to the start of any construction activities, sedimentation and erosion control measures 

would be installed.

 Dust control measures would be used.

 The contractor would be required to fence in the site during construction to secure the site.

 Construction activities would only take place between 7:00am and 7:00pm. 

The project would not impinge on any party’s access to their property, as it is located in the interior of the 

project site and the site access from Church Road and Lombard Street would be new access roadwaysthat

would not interfere with others’ access to their properties.

3.5 Future Additional NNEPRA Projects

Amtrak Downeaster service to Freeport and Brunswick began in November 2012. Current service 

frequencies are four scheduled one-way trips each day operating over the full route between Brunswick, 

Portland and Boston. In addition, two additional trains operate daily between Portland and Brunswick, 

primarily to position equipment at the start and end of the day.

NNEPRA is planning other track improvements and upgrades separately from the proposed project. These 
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actions are separate and independent from the proposed Brunswick Layover project evaluated in this EA, 

and each may be constructed with or without the Brunswick Layover facility.

Ultimately, NNEPRA’s goal is to extend all ten scheduled daily Amtrak Downeastertrips to Brunswick when 

funding becomes available to construct the passing track between Portland and Freeport, which is 

required to support additional frequencies. NNEPRA plans to construct this second mainline track section 

at Royal Junction in Yarmouth, Maine, establishing a double track section that would allow trains traveling 

in opposite directions to pass at speed. The Royal Junction project would provide the needed passing 

capacity to allow for reliable operation if all ten scheduled daily Amtrak Downeaster trains were extended 

to Brunswick. There is currently no funding identified for the Royal Junction project.

Scheduled Amtrak Downeaster service levels are independent of the proposed action to construct a 

layover facility in Brunswick. All ten current Amtrak Downeaster trips could feasibly be extended to 

Brunswick with or without the proposed action. However, the specific movements of trains for any given 

service level would differ if the facility was constructed in the Build location. Further details regarding 

operations with or without the layover facility are provided in section 2.4. 

NNEPRA had proposed to construct a Brunswick Yard holding track at the site, but subsequent design on 

the proposed layover facility has determined that the holding track will not be needed. Other 

track/roadbed improvements between Portland and Brunswick that were proposed at the same time as 

the holding track are proceeding. The FRA completed a Categorical Exclusion on these projects in 2012

(Appendix F). 

3.6 Indirect Effects

Indirect effects are foreseeable potential consequences of an action that occur later in time or at greater 

distance than those direct impacts described previously. The potential for indirect effects under the Build 

Alternative includes improved mobility by rail for residents of Brunswick and neighboring communities, 

as well as access to the Brunswick region for business, recreational and educational activities. Over time, 

a greater share of employees who work at the layover site or are otherwise associated with operating the 

Amtrak Downeaster service may choose to reside in Brunswick or nearby communities, slightly increasing 

demand for housing.

The Build Alternative would improve transportation mobility to and from Brunswick under current service 

levels by allowing two additional revenue service Amtrak Downeaster trips. Further, establishment of a 

layover facility may increase the probability of eventually achieving the higher service levels described 

under potential future service levels, since operating costs and scheduling complications associated with 

train movements needed to position equipment would be reduced compared to the No Build. To the 

extent that the Build Alternative improves transportation mobility to and from Brunswick, it may 

contribute to a more favorable environment for economic development and potential to induce some 

additional residential or commercial growth.

Because the proposed site for the Build Alternative is an existing rail yard, it is not anticipated that the 

project would have any long term indirect negative impact on the surrounding community.

3.7 Cumulative Impacts

Cumulative impacts are the results of the combined implementation of foreseeable individual actions, 

which may have effects that differ from the implementation of each individual action.
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No other planned or proposed projects have been identified near the project site. NNEPRA plans to 

construct a second mainline track section at Royal Junction in Yarmouth, Maine, establishing a double 

track section that would allow trains traveling in opposite directions to pass at speed. The Royal Junction 

project would provide the passing capacity to increase the number of scheduled daily Amtrak Downeaster

trains to Brunswick from six to ten. The discussion of effects relative to potential future service levels of 

ten revenue roundtrips (under the heading “Potential Future Service Levels” where relevant) captures the

cumulative effects of the Build Alternative and other NNEPRA actions. No significant impacts were 

identified.

3.7.1 Summary of Project Commitments

Project commitments/mitigations measures agreed to by NNEPRA for the proposed facility are 

summarized below.

Noise

 In response to concerns expressed by the Building Advisory Group, the project specification for 

the proposed building will be established requiring an overall net Sound Transmission Class 

(STC) 44 or greater.

 The project will employ low-noise generating fans or similarly quiet ventilation apparatus.

 Tracks will be of welded rail construction to reduce rail joint noise.

 Switch heaters will be installed to prevent delays to trains passing through switches during 

winter.

Visual and Lighting

 On-site lighting will be designed to illuminate the project area sufficiently for safety and security 

purposes, but will to the extent practical employ fixtures and light placement that limits light 

spillover onto adjacent parcels.

 The project will plant vegetation (arborvitae or similar) along an approximate 240-foot section 

of the access road to Church Road.

Construction

 The project will follow the action plan specified by the State Department of Environmental 

Protection for management of hazardous materials (see section 3.3.8).

 The project will employ construction best practices, such as:

 Prior to the start of any construction activities, sedimentation and erosion control measures 

will be installed.

 Dust control measures will be used.

 The contractor will be required to fence in the site prior to starting construction to secure 

the site.

 Construction activities will only take place between 7:00am and 7:00pm.
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4 Agency and Public Involvement

Correspondence with agencies regarding technical aspects of the proposed project are detailed in relevant 

sections of this document and are compiled in Appendix A.

The project proponent, NNEPRA, has coordinated with the public and federal, state and local agencies 

throughout the development of the proposed project. This included NNEPRA Board meetings and three 

public meetings held in Brunswick to describe the proposals and solicit public feedback. The public 

meetings were well attended and publicized in the local media (newspaper, cable television). In addition, 

an advisory group comprised of officials from the Town of Brunswick, the Brunswick Town Council, the 

MaineDOT, Amtrak, and members of the Brunswick community was convened in December 2011 and has 

met on three occasions.

A summary of public and agency meetings is presented below.

April 21, 2011 – Brunswick Zoning Board Meeting

NNEPRA Executive Director Patricia Quinn, NNEPRA Project Manager James Russell and NNEPRA attorney 

Nathaniel Rosenblatt attended the public Brunswick Zoning Board meeting to request a dimensional 

variance for the construction of a layover facility. Ms. Quinn gave a PowerPoint presentation about 

Amtrak Downeaster service and outlined the initial concept to construct a layover facility at the Brunswick 

West rail yard. The variance was granted, though the Town subsequently determined that the proposed 

facility would be exempt from local zoning requirements and that the variance was therefore not required.

April 25, 2011 – NNEPRA Board Meeting

Ms. Quinn reported that the dimensional variance for a layover was granted by the Brunswick Zoning 

Board and that NNEPRA staff would begin the process of developing design specifications for a Brunswick 

Layover facility. 

May 23, 2011- NNEPRA Board Meeting

Ms. Quinn reported that a procurement process for an engineering consulting firm to assist in the design 

and development of a layover facility in Brunswick had begun. Brunswick residents in attendance at the 

meeting asked if other sites had been considered. Ms. Quinn responded that the engineering firm to be 

selected would be responsible for site evaluations(including consideration of alternatives), environmental 

assessments, and facility design development. She also stated that once a firm was retained, it was 

NNEPRA’s full intention to hold public meetings to discuss plans for the facility to get input from neighbors. 

When asked specifically about a site in the industrial park, Ms. Quinn reiterated that a preliminary 

evaluation of other sites had been conducted, but that the engineering consultant would be responsible 

for a full site assessment, including alternatives. 

June 23, 2011 – NNEPRA Hosted Public Meeting, Brunswick, Maine

NNEPRA provided an overview of the layover facility project, and introduced the consultant team from 

Parsons Brinckerhoff (PB). The PB project manager discussed the consultant’s scope of work and schedule 

for the project. Mention was made of NNEPRA’s intention to “stand down” from proceeding with 

advanced design of the layover facility, and instead provide an opportunity to consider alternative sites 

and review the basic facility configuration and operating needs with the public and elected officials at a 

series of meetings. Consultant staff called attention to the fact that because presently there was no 

federal involvement with the layover facility, a formal environmental assessment under NEPA would not 

be required. However, the Consultant’s scope of work included preparation of an Environmental Report, 
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which would be performed in a manner akin to a federal environmental document. 

The overall operating needs and functions of the layover facility were explained by the consultant team 

and by the Amtrak General Superintendent, emphasis being made as to the overnight storage and

servicing function of the facility, with traditional maintenance, inspection and repair work being 

performed by Amtrak at established remote locations such as Boston. It was explained at the meeting 

that PB would be performing an analysis of potential site locations during the next ten weeks, and

Brunswick residents were provided an opportunity to ask questions and present their thoughts and 

opinions about the facility. Many questions addressed the process and schedule, which were responded 

to by staff with an indication of alternatives analysis lasting through August 2011, with site 

recommendation and a transition to design occurring in September 2011. Meeting participants were 

encouraged to contact NNEPRA and PB staff with suggestions for potential sites. A follow-up public 

meeting was scheduled for July 14, 2011. 

June 27, 2011 – NNEPRA Board Meeting

Ms. Quinn provided an overview of the June 23rd meeting and explained that once a site was selected, 

an environmental review including noise and air quality analyses would be conducted.

Brunswick residents attended the meeting and had an opportunity to ask questions and state concerns. 

July 14, 2011 – Public Meeting, Brunswick, Maine

The PB Team provided an overview of six potential sites for a layover facility within a four mile vicinity of 

the Brunswick Station. During PB’s presentation, consultant staff outlined the potential footprint of the 

facility and the land requirements. By virtue of being a railroad yard with its required track work

geometry, the layover facility has a long, narrow rectangular configuration and needs to be adjacent to 

the railroad main line. PB staff noted that they had investigated several potential sites including those 

identified by real estate representatives of the present owners.

Based on further analysis, four sites were eliminated due to unsuitable configuration of the 

available/offered property and the resultant need for additional property takings and relocations. It was 

explained that the three sites remaining after this initial screening; East Brunswick, Brunswick West and 

the Brunswick Industrial Park; would be evaluated in greater detail and that PB would provide their 

recommendations to the NNEPRA Board and the public for review and comment. 

Public comments and questions centered on the specifics of Amtrak maintenance facility operations and 

on how non-quantitative issues, such as quality of life, would be addressed in the recommendation 

process and on the manner in which NNEPRA would act on the recommendations. The materials 

presented at this meeting were posted on the NNEPRA website for public review. 

August 17, 2011 – Press Conference

A Press Conference was held at the NNEPRA office in the afternoon to publicize the release of the 

Brunswick Layover Siting Analysis Report prepared by PB so that it would be available to the public in 

advance of the next public meeting. 

August 18, 2011 – Special NNEPRA Board Meeting, Brunswick, Maine

The NNEPRA Board hosted a special meeting in Brunswick at which time the PB consultants provided a 

PowerPoint presentation, directed to the public and the NNEPRA Board, of their findings and 

recommendation that the Brunswick West rail yard was the best location for the Amtrak Downeaster
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layover facility. The presentation was a summarization of a “Siting Report” and included a listing of 

design, operational and environmental issues, renderings of the facility at each proposed site and a set of 

project evaluation criteria. The presentation also included a two-part narrated video presentation which 

provided an on-site overview of existing Amtrak Downeaster layover operations at Portland and an onthe-ground tour of each of the three Brunswick sites still under consideration. The public was provided 

the opportunity to comment and ask questions of the NNEPRA Board,staff and consultant staff. The entire 

proceedings were broadcast over local community television. 

August 22, 2011 – Regular meeting of the NNEPRA Board of Directors, Portland, Maine

The NNEPRA Board voted unanimously to accept the PB recommendation to continue with the 

development of a layover facility at the West Brunswick rail yard location. The Board also voted to 

establish a Building Advisory Group comprised of officials from the Town of Brunswick, the Brunswick 

Town Council, the MaineDOT, Amtrak, and members of the Brunswick community to participate with 

NNEPRA and PB on the development of a layover facility at that location. 

September 8, 2011 – NNEPRA meeting with Brunswick residents, Portland, Maine

NNEPRA Executive Director, Patricia Quinn and Passenger Services Manager, Brian Beeler, met with three 

residents from the Brunswick West neighborhood at the Portland Layover Facility to provide more 

information about the building development process and explain the operations of a layover facility. The 

meeting concluded with a “tour” of the facility, conducted by Amtrak Assistant Superintendent Steve 

Corcoran. The residents were able to watch an Amtrak Downeaster train arrive into the station/layover. 

September 2011

Brunswick West neighbors were notified when and where noise receptors were to be placed for the 

purposes of noise and vibration analyses in September 2011. Mr. Charles Wallace, the neighborhood 

group’s resident sound engineer, was specifically included in the notification of noise receptor placement. 

Mr. Wallace accompanied the PB noise engineer, Mr. Erich Thalheimer, for much of the placement 

process and was provided an opportunity to place independent receptors to verify findings, which he did.

December 2, 2011 – Brunswick Building Advisory Group Meeting

At the first Building Advisory Group meeting, PB’s noise engineer Erich Thalheimer provided an in-depth 

presentation of PB’s noise and vibration analysis and its findings. A brief overview of the layover facility 

site design and the building’s functions and systems was also provided. Ken Macumber of PB presented 

design plans for the facility, which were still in development. The group was advised that preparation of 

the design-build specifications was well underway, with a package of materials being planned for 

distribution to the group for review in late December. 

December 29, 2011 – Building Specification Outline released

An outline of the specifications for the layover facility was provided to members of the Building Advisory 

Group for review and comment. 

January 12, 2012 – Brunswick Building Advisory Group Meeting

PB’s engineering team, including Rachel Burckardt, Ken Macumber and Jan Okolowicz, provided an indepth presentation covering the design-build process, schedule, and the requirements and specifications 

that would be included in the design-build specifications for the Brunswick layover facility. The PB 

engineering team provided an opportunity for members to ask questions and provide comments. 
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February 6, 2012 – Brunswick Town Council Meeting

At the request of neighbors to the rail yard, the Brunswick Town Council deliberated whether or not to 

send a letter to NNEPRA to ask that NNEPRA agree to develop a facility which meets State and local noise 

requirements, in addition to FTA requirements, and to request that NNEPRA bring an Amtrak Downeaster

train to the Brunswick West rail yard so that the neighbors could take noise measurements. NNEPRA’s

Executive Director, Patricia Quinn, attended the meeting to answer questions. Because the Town had 

determined that State and local guidelines did not apply to the Amtrak Downeaster project and that the 

building would be built in compliance with FTA/FRA regulations, the discussion was tabled.

February 23, 2012

In direct response to questions regarding whether layover noise impacts would be within MaineDEP and 

Town of Brunswick noise limits, a technical memorandum prepared by PB was released to the public which 

re-evaluated noise impacts of the Brunswick layover using the MaineDEP and Brunswick Town noise 

guidelines. 

February 27, 2012 – Brunswick Town Council Meeting

NNEPRA Executive Director, Patricia Quinn, was invited to make a presentation to the Brunswick Town 

Council. Ms. Quinn reported at that meeting that although it was not a requirement, NNEPRA asked PB 

to re-evaluate the noise and vibration associated with the layover based relative to State and Town noise 

requirements. Based on operating assumptions established at this point, it was determined that the 

facility was not expected to exceed those limits. It was reiterated that efforts would be made to bring a 

train to Brunswick for measurements in the spring.

March 2, 2012 – Brunswick Building Advisory Group Meeting

Mr. Thalheimer again reviewed the Draft Noise & Vibration Analysis dated October 2011, focusing on the 

elements of the report which provided the essential assumptions which could be used to reproduce an 

independent noise analysis to validate his findings. He specifically referenced the future ambient noise 

assumptions (outlined on page 5), explained the tables, and reviewed the project-related noise 

assumptions (found on page 11) including train movements, staff vehicles and service vehicles outside the 

facility plus rooftop fans, three idling trains, forklifts and three horn tests occurring within the facility 

simultaneously. 

He further provided a detailed review of his February 23, 2012 memo, explaining that the assumptions in 

this re-evaluation also included the noise of three idling train sets, two forklifts, four fans, employee 

vehicles and service trucks running simultaneously. He explained that the new analysis considered hourly 

(not daily) noise impacts and measured those impacts from property boundaries, not structures. He 

further explained that train movements outside the building were based on the assumption that trains 

would be moving through the yard at 10 mph at an engine notch of 3. The memo concluded that a 

Brunswick layover facility was not expected to exceed Federal (FRA/FTA), MaineDEP or Town of Brunswick 

noise limits given anticipated service levels and current assumptions.

Amtrak General Superintendent Fred Fournier, who was present at all Building Advisory Group meetings, 

illustrated the operation of trains into and out of the layover facility, provided an overview of operations 

that would take place within and outside of the facility, and concurred that the assumptions used in the 

noise analyses were consistent with the proposed operational plan. Both gentlemen answered all 

questions from the group. 
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May 14, 2012

Brunswick West neighbors asked for the opportunity to take noise and vibration measurements from an 

Amtrak train on the mainline adjacent to the location of the proposed layover facility. They were granted 

this opportunity and took measurements while a Downeaster train set idled in the rail yard.

December 2012 – January 2013

Brunswick West neighbors contacted MaineDOT expressing concern that the Industrial Park site had not 

been fully considered. In response, Parsons Brinkerhoff provided additional information regarding the 

Industrial Park site as a potential Build alternative, and MaineDOT conducted an independent 

investigation of the site (see Appendix C: MaineDOT Investigation of Industrial Site Alternative for Layover 

Facility). NNEPRA assisted by providing MaineDOT with information regarding the project requirements 

and prior analysis of alternatives (Appendix B: Downeaster Layover Facility Project Siting Report). NNEPRA 

also reconfirmed the findings documented in section 2.2 Alternatives Considered but Eliminated from 

Detailed Evaluation.

July 9, 2013

A meeting of the Brunswick Layover Advisory Group was held at the NNEPRA office. At this meeting, the 

Consigli design-build team presented the group with a detailed overview of the proposed facility design 

to date and answered questions. Representatives from the Brunswick West neighborhood requested 

additional information about facility operations. NNEPRA staff prepared a detailed overview of layover 

functions and activities which was made available, along with other information and pertinent reports, 

on the NNEPRA.com website. 

July 23, 2013

A meeting of the Brunswick Layover Advisory Group was held at the Brunswick Town Council Chambers. 

At this meeting, members representing the Brunswick West neighborhood raised questions including 

concerns about air quality and noise impacts associated with the operation of trains in the area and 

proposed facility. They also requested that safety fencing be considered by MaineDOT between the 

railroad right-of-way and private abutting property to alleviate trespassing through the rail yard and 

asked for verification that the facility would not impact the local water table. A subsequent meeting 

was scheduled for August 20, 2013, but postponed due to schedule conflicts to September 12, 2013.
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5 References

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http://www.brunswickme.org/wp-content/uploads/2012/01/BrunswickZoningMap2009.pdf Accessed 

May 22, 2013.

Brunswick, Town of. 2011. Zoning Map, Town of Brunswick, Maine. November 17, 2011, Brunswick, ME.

Brunswick, Town of. 2013. Zoning Ordinance, Adopted April 7, 1997, last revision effective January 16, 

2013.

Federal Emergency Management Agency. 1986. Flood Insurance Rate Map, Town of Brunswick, Maine, 

Cumberland County. Panel 15 of 35, Community Panel Number 230042 0015B. January 3, 1986.

Loiselle, M. and R.G. Marvinney. 2002. Simplified Bedrock Geologic Map of Maine. Department of 

Conservation, Maine Geological Survey. Modified from Osberg, P.H., Hussey, A.M.,II, and Boone, G.M., 

Bedrock Geological Map of Maine, 1985, Maine Geological Survey. Augusta, ME.

Maine Center for Disease Control & Prevention. 2012a. Public drinking water buffers. 

http://www.maine.gov/megis/catalog/

http://www.maine.gov/dep/gis/datamaps/DWP_Wells/public/index.html. Accessed April 11, 2012.

Filename: WELLSBUF

Maine Center for Disease Control & Prevention. 2012b. Public drinking water surface supply watersheds. 

http://www.maine.gov/megis/catalog/; http://www.maine.gov/dep/gis/datamaps/DWP_Wells/public/index.html; 

Filename: DIRSHED

Maine Coastal Program. 2006. Maine Guide to Federal Consistency Review. Maine State Planning Office, 

Augusta, ME.

Maine Council of Trout Unlimited. 2012. Wild Brook trout ponds and lakes. 

http://tumaine.org/brooktroutwaters.htm. Accessed April 12, 2012.

Maine Department of Conservation. 2012. Conservation Lands. 

http://www.maine.gov/doc/parks/gis/index.html . Accessed May 22, 2013.

Maine Department of Environmental Protection. 2006. Chapter 502, Direct Watersheds of Lakes Most 

at Risk from New Development, and Urban Impaired Streams. Augusta, ME.

Maine Department of Environmental Protection. 2012. Chapter 502, Urban Impaired Stream 

Watersheds. GIS Data and Maps, June 8, 2012 Augusta, ME. Accessed May 22, 2013. 

http://www.maine.gov/dep/gis/datamaps/index.html#uisw

Maine Forest Service. 2000. Biophysical Regions of Maine. Scale: 1:200,000. 

http://www.maine.gov/doc/mfs/biophysi.htm , Accessed April 12, 2012.
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Maine Department of Inland Fisheries and Wildlife.2012a. Inland waterfowl and wading bird habitat. 

http://www.maine.gov/dep/gis/datamaps/#NRPA_Bird. Accessed April 13, 2012.

Maine Department of Inland Fisheries and Wildlife. 2012b. Shorebird nesting, roosting habitat. 

http://www.maine.gov/dep/gis/datamaps/#NRPA_Bird; Filename: shorebird; 2006. Accessed April 13, 

2012.

Maine Department of Inland Fisheries and Wildlife. 2012c. Maine Endangered Species Program. 

http://www.maine.gov/ifw/wildlife/species/endangered_species/species.htm; April 13, 2012.

Maine Department of Inland Fisheries and Wildlife. 2012d. Significant Vernal pools. 

http://www.maine.gov/dep/gis/datamaps/; Filename: Svpcenterpts; Feb. 2, 2012 data. Accessed April 

12, 2012.

Maine Geographical Information System. Roads - DOT. http://www.maine.gov/megis/catalog/; 

Filename: MEDOTPUBRDS. Accessed May 16, 2012.

Maine Geographical Information System. Watershed boundaries, Androscoggin River. 

http://www.maine.gov/megis/catalog/; Filename: MEDRDVD. Accessed April 11, 2012.

Maine Geological Survey. 1999. Significant sand and gravel aquifers. 

http://www.maine.gov/dep/gis/datamaps/DWP_Wells/public/index.html; 99-18. Accessed April 13, 

2012.

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SURF. Accessed April 11, 2012.

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http://www.nero.noaa.gov/prot_res/altsalmon/dpsmaps.html. Accessed April 13, 2012.

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Accessed June 24, 2012.

USDA Natural Resource Conservation Service. 2012a. National Soil Survey Handbook, Title 430-VI. 

Available online at http://soils.usda.gov/technical/handbook/ . Accessed April 13, 2012.

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Cumberland County, Maine. Available online at http://www.maine.gov/spo/landuse/, Accessed April 

13, 2012.
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6 List of Preparers

Federal Railroad Administration (FRA)

Colleen Vaughn, FRA, Federal Preservation Officer, Environmental Protection Specialist

Linda Martin, FRA, Senior Attorney

Northern New England Passenger Rail Authority (NNEPRA)

Patricia Quinn, Executive Director 

Marina Douglass, Manager, Budget and Administration

James Russell, Special Projects Manager

Parsons Brinckerhoff

Jan Okolowicz, Project Manager

Stephen Rolle, Senior Supervising Planner/Engineer

Rachel Burckardt, Senior Supervising Civil/Rail Engineer

Sarah Deschaine, Civil Engineer

Erich Thalheimer, Senior Noise and Vibration Engineer

Jacob Poling, Acoustics and Noise Engineer

Joel Soden, Senior Supervising Air Quality Engineer

Jeffrey Lowe, Architect

Caroline Ducas, Planner/Engineer

Normandeau Associates, Inc.

Marcia Bowen, Project Manager and Senior Aquatic Ecologist 

Jennifer West, Professional Wetland Scientist /Certified Soil Scientist

William McCloy, Professional Wetland Scientist 

ATC, Inc.

John Kubiczki, Branch Manager