Rush jobs always have major libilities on the back side. Remember I40? Don't be sold on the rush for "federal money". It's all taxpayer money in the end taken out of the control of the taxpayer. Would you let a gambler manage your checking account? This could turn into a money pit to beat all money pits without due dillegence.

I vote for an intellegent,prudent and detail rich proceedure.

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Amazingly – NCDOT has already published a preliminary review of the Alt-NC1/2 alternative published in The Independent and now calls the alternative “infeasible” for suggested reasons noted in the document which can be accessed and viewed at:

http://www.indyweek.com/images/blogimages/…

The main problem outlined by NCDOT’s Memo is that the proposed alternative still routes the line through the existing “choke-point” behind the Cotton Mill and there are elevation issues which NCDOT suggests cause an unacceptable grade for the HSR route (2+ degrees).

The solution to these issues which fix most of the issues outlined by NCDOT is to move the Alt NC-1/2 diverging route to a point PRIOR to reaching the “choke-point” at the Cotton Mill, then cross-over Capital to follow a line adjacent to the Peace Street exit ramp off Capital Blvd (elevated) and then flying over to North St. in a similar fashion to the first Alt NC1/2 route and into the downtown Union Station (into a central platform).

This revised alternative avoids the choke-point behind Cotton Mill which NCDOT cites in suggesting that this route is “infeasible.” It is NOT infeasible . . . and it is prudent as well. It also avoids the elevation issues noted by NCDOT as the route would cross Capital at a low point prior to the road coming to a “hump” where it is bridged over Peace and goes uphill into downtown. The original proposed alternate crosses Capital at a point where it rises in elevation coming into downtown requiring the rail bridge in the proposed alternate to elevate at a steeper pitch than NCDOT suggests is permitted in order to get over it.

The existing elevation of CSX corridor at the location prior to the “choke-point” behind the Cotton Mill is about 300’. At the location where it could cross Capital and track the Peace Street exit ramp the elevation of the vehicle roadbed is approximately 270 feet. There is sufficient area prior to these points along the CSX corridor to lift an approach for the rail bridge over Capital without any steep inclines (2 degrees or less) while also maintaining symmetry with the approach into the NC3 route near North Street so there is no drastic change in elevation across this area. They are proposing elevating the NC3 track bed in this location by about 5’ in any event so the elevation here should be workable and there is enough real estate between the crossing at Capital and a proposed connection near North Street to get the bridge aligned vertically with less than a 2 degree grade.

The other benefits to this revised alternative approach are (1) it uses a small slice of City of Raleigh property along Capital to make it work and the City should be more than willing to chip that in gratis; (2) by my count only 7 other properties would be taken which collectively have a tax value (probably FMV in this market) of less than $7M. There might be one or two more properties that could be impacted or taken but it would appear that the tax value of all such properties would be less than $10-12M. In comparison, the value of the impacts to the NS yard along NC3 would likely be far in excess of $15M alone without even considering all the other impacted and taken properties along the NC3 route.

The alternate NC1/2 route (i) avoids all of these impacts, (ii) will save money from fewer property takings/relocations and impact mitigation (or be cost neutral on account of additional costs to bridge Capital), (iii) keeps West/Harrington open, (iv) has the same impact re closing Jones street (this is neutral), and (v) preserves the NC-1/2 approach into Union Station for a center platform.

It deserves careful study by NCDOT and COR – at a minimum.

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All residents of Raleigh and the Triangle should realize that rushing to a solution because there is Federal stimulus money available is not a good idea (just see the Wade Av resurfacing project- the road has been cut 4 time already after the new asphalt has been put on!!!). Especially because we are talking about 100 + years of investment in the rail infrastructure. Regarding High Speed Rail the City and NC DOT should really sit down with a map of the state of NC, look at the existing Amtrak passenger lines, NS lines, CSX lines, look at the existing and projected ridership, figure out how NOT TO COMPETE with Amtrak (which continues losing money) but to join forces and come up at a solution that is beneficial to the whole Triangle area (Raleigh, Durham Ch Hill, Apex, etc etc.). This might be option NC 4 or NC 5 (HS Rail to RDU?) or whatever the logic and common sense will dictate.

This also should be done from the start with the communities that will be affected by whatever plan will be adopted.

Proceeding this way a final alternative might be NO BUILT as Mitch Silver , Director from the City of Raleigh Planning Dept. pointed out several times before.

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City of Raleigh must review their own Comprehensive Plan re rail and transportation policies. Below is a direct quote from The Comp Plan governing long-range planning rail/transportation initiatives throughout the city . . . . .


"City of Raleigh 2030 Comprehensive Plan

Action T 4.3 - Intercity Fixed Route Transit

Explore, develop, and promote option for an intercity fixed-route transit system that will link neighborhoods to major activity centers in the region. Work with regional partners to use existing rail lines within the next 10 to 15 years, but also allow for services to run outside of existing rail lines in the longer-term."

See Comp Plan, p. 83.

NOTE the reference at the end of this Policy Statement to consideration of rail services OUTSIDE of existing CSX and NS lines as a planning policy that is supposed to GUIDE the City of Raleigh in the "longer-term" in connection with inter-city regional rail projects. Indeed, the City is OBLIGATED by the very planning document they adopted about a year ago to consider alternatives outside of the existing NC3 and NC1/2 routes.

See proposed Alternate NC-1/2 which utilizes a corridor outside of the existing NC3 and NC1/2 corridors. The City and DOT must study this alternative closely.

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It seem there has been a rush to push through NC3. I think City Council and DOT should take a deep breath, step back, and look at all posibilities with fresh eyes and an open mind. Thank you Russ Stephenson and Eric Lamb for your willingness to look at another option.

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There seems to be a frenzy to push through NC3. I think the City and DOT should take a step back, breathe and look at ANY and ALL possibilites with a fresh eye.

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Finally - someone with some sense to take a deep breath and six months to study these impacts closely. At a minimum, such is required for impacts so deep and long term. Once reviewed in detail, one will be unable to logically look at NC3 as the "least bad" of three bad options. It is, in fact, the worst.

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