Appendix B.1 Environmental Documents.pdf

Appendix B

Environmental Documents

Categorical Exclusion (CE) National Register Nomination Form

Cultural Landscape Report for Colonial Parkway, Site History, and Existing Conditions Analysis (1998)

Colonial Parkway Cultural Landscape Report (1997)

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03)

VA NP COLO 1A21 B42 C18 D51

Eastern Federal Lands Highway Division NEPA Categorical Exclusion Form

Project Number: VA NP COLO 1A21 B42 C18 D51 Date: 1/18/2022

Project Name: Rehabilitation of Colonial Parkway, Phase I

Location: Colonial National Historical Parkway York County and the City of Williamsburg, Virginia

CE Category 23 CFR 771.117 (c)(22): Projects, as defined in 23 U.S.C. 101, that would take place entirely within the existing operational right-of-way [...]

See 23 CFR 771.117 for full description of CE categories, including additional requirements when applying (c)26-28.

Project Description The Eastern Federal Lands Highway Division of the Federal Highway Administration (FHWA), in cooperation with the National Park Service (NPS), proposes to rehabilitate and reconstruct Segments A, D, E, F and G of Colonial Parkway located in the southern tidewater region of the Commonwealth of Virginia, on the peninsula between the James and York Rivers. The Colonial Parkway (Parkway) provides a scenic 23-mile long drive between Historic Yorktown, Jamestown, and Williamsburg. The purpose of the proposed project is to address the deteriorating condition of the Parkway pavement, drainage elements, and bridges, as well as to extend the Parkway’s useful life.

Proposed construction activities would include Parkway slab replacement, spall repairs, resealing joints, installing traffic counters, mill and overlay asphalt access ramps, bridge cleaning, repairs, and maintenance, tunnel repairs and new lighting, repairing or replacing/upsizing culverts and headwalls, implementing stormwater Best Management Practices (BMPs), shoulder grading and stabilization, curb replacement, tree well rehabilitation, steel-backed timber guardrail replacement, sign replacement, vegetation management, and other miscellaneous work. See the NPS Categorical Exclusion Documentation Form, PEPC Project Number 91445, for a detailed description of all proposed work.

Environmental Commitments and Mitigation Measures For a complete list of Environmental Commitments and Mitigation Measures, refer to the NPS Categorical Exclusion Documentation Form, PEPC Project Number 91445, and associated compliance documents.

https://www.ecfr.gov/cgi-bin/text-idx?SID=842bb87055f89f1d0ff242f2b9e20ff7&mc=true&node=pt23.1.771&rgn=div5#se23.1.771_1117

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03)

Below is an incomplete summary of project Environmental Commitments and Mitigation Measures:

Wetlands, Waters of the U.S, Water Quality Mitigations

• Before starting culvert repairs, the contractor shall complete a functional wetland delineation for each site where wetlands may be impacted.

• State required stormwater and sediment controls would be implemented to minimize the potential for impacts from in-water work. Temporary stream diversions to isolate the work area would be put in place, turbidity curtains to contain suspended sediment, and filter bags to remove sediment pumped water.

• Debris would be brushed/swept, shoveled and disposed of offsite before pressure washing bridges. Dirt, debris, and water will be contained with debris shields and disposed of offsite. The amount of debris entering the water below would be minimized to the maximum extent possible.

Vegetation Management, Re-vegetation

• Clearing would be limited to within 10 feet of bridges and drainage structures.

• Strategic replanting with native trees and/or shrubs on slopes would be completed around culverts and bridges after construction in areas that would not impact the headwalls and culverts.

Wildlife/Wildlife Habitat

• Project work shall comply with the January 5, 2016 Programmatic Biological Opinion on Final 4(d) Rule for the Northern Long-eared Bat (NLEB).

• Tree removal would not be permitted from April 1st to September 30th to avoid impacts to the NLEB

Cultural Landscape

• The width of the existing roadway surface and shoulders would be maintained, although slab length and thickness may vary slightly. Minimize impacts by maintaining character-defining features and contributing elements identified in the Cultural Landscape Report and the National Register nomination.

• Any existing historic brick headwalls on culverts that are upsized would be removed and reassembled around the new pipe. Arch pipes would be used when possible to avoid excavation in previously undisturbed areas. Hand chisel tools and pressurized water

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03) would be used to clean historic brick. Repair of concrete elements would match existing color and texture. Existing historic brick would be re-used on historic headwall and bridge features in locations that are visible from the Parkway. The new brick and mortar would match the existing materials in color and texture.

• Archeological Monitoring in areas with known archeological sites would be conducted by an archeologist who meets the Department of Interior professional qualifications.

Summary of Section 7 of the Endangered Species Act Compliance The NPS reviewed the U.S. Fish and Wildlife Service’s (USFWS) Information for Planning and Consultation (IPaC) website to obtain an official species list on October 17, 2021. Two listed species and one candidate species were identified as having the potential to occur in the project area. Based on the species determination keys and ESA evaluation, the NPS prepared a Biological Assessment (BA) for the Northern Long Eared Bat (NLEB) and Small Whorled Pogonia.

The NPS BA concluded that the proposed action would have no effect on the Small Whorled Pogonia as preferred habitat is not present in the project area. Although the BA also concluded that the proposed project would have no effect on the NLEB, FHWA and NPS will adhere to the recommendations of the January 5, 2016 Programmatic Biological Opinion Final 4(d) Rule for the NLEB.

The USFWS responded to the NPS BA submission on November 19, 2021, that they had no comments, questions, or concerns with the NPS’s findings that the proposed project would have no effect on the Small Whorled Pogonia or the NLEB.

Summary of Section 106 of the National Historic Preservation Act Compliance The NPS requested concurrence from the Virginia Department of Historic Resources (VDHR) that the proposed action would have no adverse effect to historic properties. In a letter dated October 29, 2021, VDHR concurred that historic properties within the project Area of Potential Effect would not be adversely affected by the proposed project. VDHR requested that “all final scopes of work for the planned repairs and material specification be submitted to VDHR for comment as they become available.”

The NPS also consulted with the Catawba Indian Nation, Chickahominy, Chickahominy Eastern Division, Delaware Nation, Mattaponi, Nansemond, Pamunkey, Rappahannock, and Upper Mattaponi on November 16, 2021. A consultation session between the NPS and Tribal Leaders or representatives from the Catawba Indian Nation, Chickahominy, Chickahominy Indian Tribe- Eastern Division, Nansemond, Pamunkey, Rappahannock, and Upper Mattaponi was held on

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03)

January 6, 2022. None of the Tribes expressed concerns about the project as proposed and requested to be included in future discussions as project plans are developed. Tribal consultation will continue throughout project development.

Additional Agency Coordination and Compliance The NPS categorically excluded the project from further NEPA analysis in a CE Documentation Form signed on December 3, 2021 (PEPC Project Number 91445). Additional environmental compliance documents have also been filed by the NPS under PEPC Project Number 91445.

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03)

Categorical Exclusion Recommendation:

On the basis of the environmental impact information in the statutory compliance file, with which I am familiar, I believe the project should be categorically excluded from further NEPA analysis.

Kim Campo-Allen Environmental Protection Specialist

Federal Highway Administration

Categorical Exclusion Determination:

On the basis of the environmental impact information in the statutory compliance file, with which I am familiar, I am categorically excluding the described project from further NEPA analysis. The project meets the 23 CFR 771.117(a) definition of a categorical exclusion. No unusual circumstances per 23 CFR 771.117(b) apply.

Kevin S. Rose Environmental Team Leader

Federal Highway Administration

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03)

Appendix A: Environmental Checklist

Section 7 of the Endangered Species Act:

• Are Federally-listed species potentially present in the study area? ☒Yes, see Notesi ☐No

If Yes, effects determination:

☒No Effect ☒May Affect, Not Likely to Adversely Affect ☐May Affect, Likely to Adversely Affect

Section 106 of the National Historic Preservation Act:

• Are historic properties known to be present in the study area? ☒Yes ☐No

If Yes, will they be impacted by the project? ☒Yes ☐No

• Will previously undisturbed ground be disturbed?

☐Yes ☒No

• Effects determination:

☐No Historic Properties Affected ☒No Adverse Effect ☐Adverse Effect, MOA Executed

• Was tribal consultation completed? ☒Yes ☐No

Water and Wetlands:

• Section 404 of the Clean Water Act

Are impacts to Waters of the US anticipated? ☒Yes ☐No If Yes, approval anticipated:

☒Nationwide Permit (NWP) ☐Regional General Permit ☐Individual Permit

• Section 401 of the Clean Water Act ☒NWP certified by State ☐Individual Certification

• Section 402 of the Clean Water Act (National Pollutant Discharge Elimination System) Will the land disturbance threshold likely be exceeded to require a permit and SWPPP?

☒Yes ☐ No

• Is post-construction stormwater management review/approval anticipated? ☐Yes ☒No

• ☒Project is consistent with Executive Order 11990, Protection of Wetlands

Floodplains:

• Is the project in a FEMA floodplain?

☒Yes ☐No ☐ Floodplain not mapped

• ☒ Project is consistent with Executive Order 11988, Floodplain Management

Section 4(f) of the USDOT Act:

• Does the project meet the Section 4(f) exemption for Federal lands transportation facilities under

Section 1119(c)(2) of MAP-21, 23 U.S.C. 138(a)? ☒Yes ☐No

• Is there a use of a Section 4(f) property in the study area? ☐Yes ☐No

If Yes, De Minimis Finding:☐ Programmatic:☐ Individual 4(f): ☐ Section 6(f) of the Land and Water Conservation Fund:

• Was the property purchased with grant funds from the Land and Water Conservation Fund?

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03)

☐Yes ☒No

• If Yes, was documentation of approval from National Park Service Director received for the conversion or replacement of 6(f) property? ☐Yes ☐No Coastal Zone Management Act of 1972:

• Is the project in a Coastal Zone? ☒Yes, see Notesii ☐No

• If yes, will a Federal Consistency Review be completed? ☐Yes ☒No

Right of Way:

• Is the project completely within the transportation facility’s right-of-way? ☒Yes ☐No

• If no, will the project require relocations or easements? ☐Yes ☐No

Hazardous Waste and Materials:

• Are hazardous materials or contamination exceeding regulatory thresholds (as set by U.S. EPA, County Environmental Health, etc.) present? ☐Yes ☒No

• If Yes, is the nature and extent of the hazardous materials or contamination fully known? ☐Yes ☐No, plan for securing information provided in Notes Section 7(a) of the Wild and Scenic Rivers Act:

• Are there Wild and Scenic Rivers? ☐Yes ☒No ☐Eligible If Yes, has review by the river-administering agency been completed? ☐Yes ☐No

Clean Air Act:

• Is the project in a non-attainment area? ☐Yes ☒No

If Yes, is the project on the Transportation Improvement Program(TIP)/State Implementation Plan(SIP)? ☐ Yes ☐No

Highway Traffic and Construction Noise Regulations:

• ☐ The proposed project is a Type I project (highway on a new location, substantial horizontal or vertical alteration, new through or auxiliary lanes). Noise analysis is required.

• ☐ The proposed project is a Type II project (retrofit for noise abatement).

• ☐ The proposed project is a Type III project (noise analysis not required).

• ☒ Does not apply.

Environmental Justice and Title IV Act:

• Is an Environmental Justice population, as identified in Executive Order 12898, present?

☐Yes, explanation provided in Notes section ☒No

• Will the project induce disproportionately high and adverse impacts to minority, low income, or special groups? ☐Yes, additional analysis is needed ☒No Farmland Protection Policy Act for Highway Projects:

• Does the project displace, require acquisition of, or require an easement from farmland?

☐Yes ☒No

Does the project affect any other resources not listed above? Explain below and list anticipated permits:

EFLHD NEPA Categorical Exclusion Form EFL-TM-ENV-03(03) i Federally-listed species per U.S. Fish and Wildlife Service’s IPaC: Northern Long-Eared Bat (Myotis septentrionalis) and Small Whorled Pogonia (Isotria medeoloides).

ii Maintenance of Colonial Parkway is included in the Colonial National Historical Park Management Plan which received Coastal Consistency approval in September 1993; there have been no updates to the Park’s Management Plan. Additionally, the NPS and FHWA have determined that the proposed project will not result in reasonably foreseeable effects on any coastal use or resource as defined by 15 CFR § 930.11(g).

National Park Service U.S. Department of the Interior

Colonial National Historical Park Date: 12/02/2021

Categorical Exclusion Documentation Form (CE Form)

Project: Rehabilitate Colonial Parkway Phase I PEPC Project Number: 91445 Description of Action (Project Description):

The Park proposes to repair, rehabilitate and reconstruct Segments A, D, E, F and G of the Colonial Parkway to extend its useful life by up to 50 years (see project location map). A major goal of the project is to complete these repairs utilizing materials and methods that would retain the historic and scenic character of the Parkway. The proposed construction activities would include Parkway slab replacement, spall repairs, resealing joints, installing traffic counters, mill and overlay asphalt access ramps, bridge cleaning and repairs, tunnel repairs and new lighting, repairing or replacing/upsizing culverts and headwalls, implementing stormwater Best Management Practices (BMPs), shoulder and ditch grading and stabilization, curb replacement, tree well rehabilitation, steel-backed timber guardrail replacement, and sign replacement. Project components and related actions are described in more detail below. Staging locations for vehicles, equipment and materials would be confined to paved areas. No construction activities would take place outside the previously disturbed areas of the Parkway. The areas of disturbance for the project activities related to drainage work have been calculated for each Segment in the project area (see Areas of Disturbance documents and diagram) Please see all supporting documents, plans and drawings, bridge reports, Categorical Exclusion documentation, and other references for additional information. These materials have been uploaded to this project #91445.

Pavement Replacement The deteriorated Parkway exposed aggregate concrete slabs in Segments A, D, E, F and G would be replaced in kind, including concrete access ramps and wayside pullouts. Approximately 80% of the slabs in these segments exhibit deterioration, including spalling, cracking, and faulting and require replacement. Deteriorated slabs would be removed carefully in a manner that avoids damage to adjacent slab sections that remain in place. Slab replacement would maintain the same depth, grade, alignment and super-elevation of the existing slabs. Transition areas between new and existing slabs would be designed to accommodate the change in slab thickness while maintaining continuity of support and deflection and would provide a smooth ride throughout the transition between pavement sections. Design of transition areas is subject to the same disturbance limitations as for other pavement sections. Additionally, all new pavement surfaces would match existing pavement finish in terms of color, size, texture, and type of aggregate, as well as color and texture of concrete.

Degree of aggregate exposure would be as close as practical to adjacent slabs. Longitudinal joint spacing along direction of travel would remain the same (10-foot wide slabs in most areas). Transverse joint spacing would be reduced to 30 linear feet to reduce slab-cracking potential, and to reduce future costs for replacing a failed slab. Joint spacing in transition areas (interchanges, etc) would be adjusted slightly to avoid very short or odd-shaped slabs that would be more likely to crack.

Joint material would be of similar type and color as that of previously approved for the joint replacement projects.Grout injections would be made to stabilize the slabs by drilling holes at load transfer points between new slabs and existing slabs that are to remain. These would occur at approximately 70 locations over a 10.3 mile stretch, resulting in about 350 drill holes, affecting about 210 (4%) of the total of about 5,100 existing slabs in the project area. The depth that the polyurethane grout will go through the slab and then approximately 7" into the base course. Asphalt pavement on ramps would be milled and overlaid, and any areas determined to need full depth repairs would include pavement removal, sub-base augmentation or other base strengthening method, and full depth asphalt replacement.

Treatment of Shoulders, Ditches and Paved Waterways Design elements to improve drainage consistent with storm water BMPs would be implemented in locations that are feasible and would most likely consist of Sheet Flow to Conserved Open Space and Grass Channels. Stormwater BMPs may require curb cuts, engineered level spreaders, and changes to grading.

Approximately 500 linear feet of paved waterway would be replaced with the original grassy swales to reduce the velocity of the waterflow and minimize the potential for future erosion. These paved waterways, although identified in the CLR as contributing historic elements, were constructed in the 1950s and are not part of the original design of the Parkway, and have exacerbated erosion and runoff from the road corridor. All grassy shoulders would be stabilized with a 50-50 mix of aggregate and soil, graded and seeded, and the woody vegetation resulting from previous maintenance deficiencies would be cleared within 7' of the edge of pavement in keeping with the original design of the Parkway.

Culverts and Headwalls Approximately 18 headwalls (18% of the total number within the project area) would be removed in order to accommodate work of upsizing the associated culverts. All culverts would be evaluated to determine whether there are capacity or performance problems. Culverts that have insufficient hydraulic capacity would be replaced and upsized. The appropriate size of the new pipe, box or arch culvert would be determined during the design process. Culverts that have a critical, poor, or fair condition or performance rating would be restored in place when possible or replaced. For culverts restored in place, the historic brick headwalls would be cleaned, repaired and repointed. New headwalls would be compatible but distinguishable from the other existing historic headwalls. Historic concrete headwalls would be constructed of new concrete, and the brick headwalls would replaced with new brick that was of the same color and consistency as the historic brick. Restoration of larger culverts in place may include pipe lining, manhole and inlet repairs, removal of sediment build up, or addition of scour protection. Eroding drainage ditches would be reconditioned by reshaping the channel and installing riprap where necessary. Hydrologic studies and culvert inspection would be used to determine if larger pipes are required.

When feasible, existing culvert inverts would be maintained and existing manhole and inlet structures would be reused.

Bridge and Tunnel Repairs The work would generally consist of cleaning, repointing, and repairing or replacing in kind. See bridge reports and drawings for details. The following items would be addressed at any/all bridges where applicable and as needed:

Expansion joints would be removed and resealed at curbs and parapet walls, in vertical joints in wingwalls and tunnel lining, and in bridge decks. Repost all vertical clearance signs with new signs. Brick and concrete components would be cleaned to remove all dirt, vegetation, graffiti, and efflorescence. Loose bricks would be reset, and damaged or missing bricks would be replaced in kind. Mortar joints would be cleaned and repointed to match existing, as needed. Vegetation would be cleared approximately 10 feet from the side of each abutment, wingwall or portal to install scaffolding for the masonry repairs.

Substructure concrete repairs would be preformed which would match existing concrete color and texture. Structural concrete cracks would be injected, as needed.

BMPs would be implemented during all cleaning activities. Hand tools and low-pressurized air or water would be used to clean the bridges, with appropriate methods and limitations detailed in the Special Contract Requirements and include, but are not limited to: wire brushes will not be used for cleaning; efflorescence will be removed from brick surfaces with a dry brush (no pressure washing); debris would be brushed/swept, shoveled, and disposed offsite before pressure washing; dirt, debris, and water would be contained with debris shields and disposed offsite; water would not be drawn from an on-site source; care would be taken to avoid damaging paint or other coatings.

Cleaning and repairs would be scheduled to avoid times of year when protected bird species are nesting and when anadromous fish are migrating, as described below in the mitigation section.

Mitigations and BMPs as described in the project plans and SCRs would be implemented to minimize the potential for impacts from in-water work (Yorktown Creek, C&O Railroad, Lafayette Street, and Papermill Creek). BMPs would include temporary stream diversions to isolate the work area, turbidity curtains to contain suspended sediment, and filter bags to remove sediment from pumped water. Temporary stream diversions would each impact approximately 3,000 square feet of wetlands/waters of the United States.

Mitigations and BMPs would be implemented to minimize the potential for impacts resulting from earth disturbance. BMPs would include the installation of fiber roll or silt fence as a perimeter control, rolled erosion control blankets to protect steep slopes, and temporary and permanent vegetative stabilization of exposed bare soil. Temporary stabilized construction entrances/exits would be installed to minimize soil rutting and the track of sediment onto the Parkway.

FHWA is assessing the crashworthiness of the existing bridge rails (parapet walls). Modifications to the steel-reinforced concrete core are anticipated, but are not expected to change the external brick appearance or dimensions, other than height.

As-built drawings show the height as 31.5 inches. Field measurements show a range of 33-35 inches. The new walls are anticipated to be 35 inches tall. All measurements include the brick coping. The only bridges that will receive the new bridge rails in this project are the Yorktown Creek Bridge and the Parkway over Route 17 Bridge, due to full deck, curb and rail replacement.

The location of the steel-backed timber guardrail adjacent to the bridge ends may be adjusted slightly. This project will position the face of the guardrail flush with the face of the adjoining brick posts/pillars to meet current safety standards by eliminating any potential snag point in the event of a vehicle crash. Current positioning has the guardrail faces about zero to two inches back from the face of the posts/pillars (varies from bridge to bridge). Guardrail to be secured next to bridge with below-grade concrete footers without attaching to bridge structure.

In addition to the common work described above, the proposed work unique to each bridge is listed below:

Yorktown Creek - Remove abandoned sewer main under the bridge deck; replace missing connection bolts; replace exposed aggregate concrete deck and concrete curb (full width and length of bridge) in-kind; remove and replace concrete bridge rails encapsulated by the brick parapet walls (which are constructed on top of the curb) by reconstructing the inner bridge rail concrete core to meet modern crashworthy standards; reconstruct parapet wall using existing brick to extent possible;

supplement with new bricks to match existing; appearance and shape of parapet wall are anticipated to match existing, except as noted above (height); clean and paint steel superstructure; replace bearings with elastomeric bearings. Parkway over U.S.

Route 17 - Replace exposed aggregate concrete deck and concrete curb (full width and length of bridge) in-kind; remove and replace concrete bridge rails encapsulated by the brick parapet walls (which are constructed on top of the curb) by reconstructing the inner bridge rail concrete core to meet modern crashworthy standards; reconstruct parapet wall using existing brick to extent possible; supplement with new bricks to match existing; appearance and shape of parapet wall are anticipated to match existing, except as noted above (height); clean and paint steel superstructure; replace bearings with elastomeric bearings; remove temporary storm drain (circa 2017) and restore brickwork in wingwall. Old Williamsburg Road

- Repair spalling and seal cracks in abutment stone blocks; clean weepholes and install filters; regrade aggregate road base to repair potholes and settlement; replace asphalt overlay. Penniman Road - Replace top 4" of deck surface with exposed aggregate concrete from curb to curb over full length of the bridge; collision repairs to underside of deck. Hubbard's Lane - Clean, repair damaged exposed aggregate concrete to match existing and seal deck surface; collision repairs to underside of deck. Parkway Drive - Replace curb and gutter and reseal curb joint with sidewalk; replace asphalt overlay; clean and reseal slope paving joints. Page Street - Repair spalling and seal cracks in abutment stone blocks; replace asphalt overlay. C & O Railroad - Clear vegetation including trees growing trackside; install weeps in brick veneer arch lining. Lafayette Street - Conduct roadway excavation; install waterproof membrane at crowns of arches below roadway fill; regrade aggregate base;

replace asphalt overlay; replace deteriorated portion of timber pedestrian rail under west span. Williamsburg Tunnel - Remove and replace subsurface waterproofing membrane above ends of tunnel behind portals; remove and replace drain system behind the retaining walls; repair and repaint the concrete lining; replace the lighting system to meet current safety standards, to include the addition of a few lights near each end of the tunnel; lights would be low-profile and flush at the original recessed lighting locations over the length of the tunnel; the exposed conduit (painted to match the tunnel lining) would replace the 1970s era exposed conduit; stabilize/regrade slopes outside tunnel ends, as needed; remove overstory trees damaging retaining and portal walls; plant replacements an appropriate distance from walls; plant native understory trees and shrubs described in the 1930s - 1960s planting plans. Newport Ave - Replace curb and gutter and reseal curb joint with sidewalk; regrade aggregate road base to repair potholes and settlement; and replace asphalt overlay. Papermill Creek - Repair bank erosion; add to existing riprap; remove debris and sediment build-up from culvert barrels, and just upstream and downstream of the culvert barrels. Total sediment removal is expected to be less than 0.1 acre.

Other minor modifications All existing steel-backed timber guardrails would be removed and replaced in kind. Guardrail height is expected to be raised from 27" to about 29", pending ongoing FHWA crashworthy testing. Crashworthy end-terminal sections and transitions to structures would be installed on the new guardrails. End-terminals would be flared and tapered down into the ground, secured to a below-grade concrete footer. They would be replaced where they already exist, and would be added where they currently do not exist, extending the guardrail section by about thirty feet. Similarly, transitions to structures such as bridges would be accomplished by installing a double post at the guardrail end, secured by a large, below-grade concrete footer. Guardrails would not be attached to the structures. Replacement curbing would be of the same materials, size, and shape, and placed in the same locations as the existing curbing, except that short curb cuts and/or minor adjustments in length may be required to improve drainage. All regulatory, informational, directional and interpretive signs would be replaced to meet modern sign design and retro-reflectivity standards, as needed. Repair and replacement of missing and broken brick, repointing, and clearing of excess vegetation would be completed in the tree wells.

Project Locations:

Location 1 County: Williamsburg city State: VA

Location 2 County: York State: VA

Mitigation(s):

• The route of construction roads shall be selected so that heavy cut and fill, sharp curves, steep grades, ledges, wet areas and unnecessary stream crossings are avoided. Where practical, existing roads shall be utilized and/or upgraded as necessary to provide access to project locations.

Comment: Before starting culvert repairs, the contractor will complete a functional wetlands delineation for each site where wetlands can be impacted.

• All project planning shall include field surveys for wetlands. Survey findings shall be reviewed by the NPS's Water Quality Division.

• Water quality/quantity - Temporary stream diversions/in water work; fencing for perimeter control, turbidity curtains, filter bags to remove sediment, erosion control blankets would be used on steep slopes. State required stormwater and sediment controls would be implemented to minimize the potential for impacts from in-water work.

Temporary stream diversions to isolate the work area would be put in place, turbidity curtains to contain suspended sediment, and filter bags to remove sediment pumped water. Debris would be brushed/swept, shoveled and disposed of offsite before pressure washing the bridges. Dirt, debris, and water will be contained with debris shields and disposed of offsite. The amount of debris entering the water below would be minimized to the maximum extent possible. Water would not be drawn from an on-site source. Vegetation: Planting in grassy swales is a basic grass mix which will be non native, but would not be introducing any new species. Clearing would be limited to within 10 feet of bridges and drainage structures. Strategic replanting with native trees and/or shrubs on slopes would be completed around culverts and bridges after construction in areas that would not impact the headwalls and culverts.

Wetlands: The level of the culvert repair work can be considered an accepted action based on 77-1, section 4.2.7, minor repairs with temporary wetlands impacts (<0.1 acre), based on the fact that it is a water dependent work, each culvert as a independent entity, and the original culverts were installed prior to May 28, 1980, The project will exceed at least one of the BMPs in Appendix 2 of the Wetlands guidance. Wildlife/wildlife habitat: Work would be scheduled to avoid protected species during nesting or fish spawning. Vegetation will be replaced to maintain habitat function for resident species.

• Visitor access - Single lane closures? Full closures of segments with detours? Duration? Public notification?

• Cultural Landscape - The width of the existing roadway surface and shoulders would be maintained, although slab length and thickness may vary slightly. Minimize impacts by maintaining character-defining features and contributing elements identified in the Cultural Landscape Report and the National Register nomination. Debris, dirt and water would be contained and disposed of off-site. Construction entrances/exits would be stabilized to minimize soil rutting and tracking of sediment onto the Parkway. All existing steel-backed timber guardrails would be removed and replaced in kind. Damaged concrete curbing would be replaced in kind, in the same locations.

Strategically replant with native trees and/or shrubs on slopes once work is complete to screen unwanted visual intrusions. Historic Structures - Minimize impacts from drainage repair by restoring as many culverts in place as possible. Original construction reports indicate that the pipes are reinforced concrete pipe with clay end sections.

Pipes would be replaced in kind where feasible; if clay end sections are no longer available, concrete end sections would be used. Any existing historic brick headwalls on culverts that are upsized would be removed and reassembled around the new pipe. Arch pipes would be used when possible to avoid excavation in previously undisturbed areas. Hand chisel tools and pressurized water would be used to clean historic brick. Repair of concrete elements would match existing color and texture. Existing historic brick would be re-used on historic headwall and bridge features in locations that are visible from the Parkway. The new brick and mortar would match the existing materials in color and texture. The new headwalls would be photographed and a drawing would be completed of each, in order to document the use of the new and historic brick courses. Bridge railings that would be replaced to meet safety standards would be constructed of a concrete core and faced with brick. The new rail heights would match the existing heights. Archeology - Minimize impacts to the resources by confining construction activities to the maintenance of the original line and grade of the roadway and within the road prism or previously disturbed areas. Signs within archeological sites should be replaced in the same hole or should be adjusted as necessary.

Archeological Monitoring in areas with known archeological sites would be conducted by an archeologist who meets the Department of Interior professional qualifications. The park would have an inadvertent discovery plan in place

CE Citation: C.9 Repair, resurfacing, striping, installation of traffic control devices, repair/replacement of guardrails, etc., on existing roads.

CE Justification:

Following National Park Service Management Policies (2006), Director's Order #12: Conservations Planning, Environmental Impact Analysis, and Decision-Making (2011), and the National Park Serve NEPA Handbook (2015) policy and guidance, CE "3.3 C.9, Repair, resurfacing, striping, installation of traffic control devices, repair/replacement of guardrails, etc., on existing roads," was chosen because the proposed activities including the slab replacement would occur on existing road sections within the Parkway road prism. Minor planned modifications also consistent with this exclusion citation include culvert repair and replacement, signage, guardrail and curbing, and bridge repairs.

Decision: I find that the action fits within the categorical exclusion above. Therefore, I am categorically excluding the described project from further NEPA analysis. No extraordinary circumstances apply.

Signature

Superintendent: Date:

Steven Williams

Extraordinary Circumstances:

If implemented, would the proposal... Yes/No Notes A. Have significant impacts on public health or safety? No

B. Have significant impacts on such natural resources and unique geographic characteristics as historic or cultural resources; park, recreation, or refuge lands; wilderness areas; wild or scenic rivers; national natural landmarks; sole or principal drinking water aquifers; prime farmlands; wetlands (Executive Order 11990);

floodplains (Executive Order 11988); national monuments; migratory birds; and other ecologically significant or critical areas?

No

C. Have highly controversial environmental effects or involve unresolved conflicts concerning alternative uses of available resources (NEPA section 102(2)(E))?

D. Have highly uncertain and potentially significant environmental effects or involve unique or unknown environmental risks?

E. Establish a precedent for future action or represent a decision in principle about future actions with potentially significant environmental effects?

G. Have significant impacts on properties listed or eligible for listing on the National Register of Historic Places, as determined by either the bureau or office?

H. Have significant impacts on species listed or proposed to be listed on the List of Endangered or Threatened Species, or have significant impacts on designated Critical Habitat for these species?

I. Violate a federal, state, local or tribal law or requirement imposed for the protection of the environment? No

J. Have a disproportionately high and adverse effect on low income or minority populations (EO 12898)? No

K. Limit access to and ceremonial use of Indian sacred sites on federal lands by Indian religious practitioners or adversely affect the physical integrity of such sacred sites (EO 130007)?

L. Contribute to the introduction, continued existence, or spread of noxious weeds or non-native invasive species known to occur in the area or actions that may promote the introduction, growth, or expansion of the range of such species (Federal Noxious Weed Control Act and Executive Order 13112)?

Colonial National Historical Park

Date: 11/29/2021

Mitigations List Form

Date: November 29, 2021

Park: Colonial National Historical Park Project: Rehabilitate Colonial Parkway Phase I PEPC Project Number: 91445 Project Description:

The Park proposes to repair, rehabilitate and reconstruct Segments A, D, E, F and G of the Colonial Parkway to extend its useful life by up to 50 years (see project location map). A major goal of the project is to complete these repairs utilizing materials and methods that would retain the historic and scenic character of the Parkway. The proposed construction activities would include Parkway slab replacement, spall repairs, resealing joints, installing traffic counters, mill and overlay asphalt access ramps, bridge cleaning and repairs, tunnel repairs and new lighting, repairing or replacing/upsizing culverts and headwalls, implementing stormwater Best Management Practices (BMPs), shoulder and ditch grading and stabilization, curb replacement, tree well rehabilitation, steel-backed timber guardrail replacement, and sign replacement. Project components and related actions are described in more detail below. Staging locations for vehicles, equipment and materials would be confined to paved areas. No construction activities would take place outside the previously disturbed areas of the Parkway. The areas of disturbance for the project activities related to drainage work have been calculated for each Segment in the project area (see Areas of Disturbance documents and diagram) Please see all supporting documents, plans and drawings, bridge reports, Categorical Exclusion documentation, and other references for additional information. These materials have been uploaded to this project #91445.

Pavement Replacement The deteriorated Parkway exposed aggregate concrete slabs in Segments A, D, E, F and G would be replaced in kind, including concrete access ramps and wayside pullouts. Approximately 80% of the slabs in these segments exhibit deterioration, including spalling, cracking, and faulting and require replacement. Deteriorated slabs would be removed carefully in a manner that avoids damage to adjacent slab sections that remain in place. Slab replacement would maintain the same depth, grade, alignment and super-elevation of the existing slabs. Transition areas between new and existing slabs would be designed to accommodate the change in slab thickness while maintaining continuity of support and deflection and would provide a smooth ride throughout the transition between pavement sections. Design of transition areas is subject to the same disturbance limitations as for other pavement sections. Additionally, all new pavement surfaces would match existing pavement finish in terms of color, size, texture, and type of aggregate, as well as color and texture of concrete.

Degree of aggregate exposure would be as close as practical to adjacent slabs. Longitudinal joint spacing along direction of travel would remain the same (10-foot wide slabs in most areas). Transverse joint spacing would be reduced to 30 linear feet to reduce slab-cracking potential, and to reduce future costs for replacing a failed slab. Joint spacing in transition areas (interchanges, etc) would be adjusted slightly to avoid very short or odd-shaped slabs that would be more likely to crack.

Joint material would be of similar type and color as that of previously approved for the joint replacement projects.Grout injections would be made to stabilize the slabs by drilling holes at load transfer points between new slabs and existing slabs that are to remain. These would occur at approximately 70 locations over a 10.3 mile stretch, resulting in about 350 drill holes, affecting about 210 (4%) of the total of about 5,100 existing slabs in the project area. The depth that the polyurethane grout will go through the slab and then approximately 7" into the base course. Asphalt pavement on ramps would be milled and overlaid, and any areas determined to need full depth repairs would include pavement removal, sub-base augmentation or other base strengthening method, and full depth asphalt replacement.

Treatment of Shoulders, Ditches and Paved Waterways Design elements to improve drainage consistent with storm water BMPs would be implemented in locations that are feasible and would most likely consist of Sheet Flow to Conserved Open Space and Grass Channels. Stormwater BMPs may require curb cuts, engineered level spreaders, and changes to grading.

Approximately 500 linear feet of paved waterway would be replaced with the original grassy swales to reduce the velocity of the waterflow and minimize the potential for future erosion. These paved waterways, although identified in the CLR as contributing historic elements, were constructed in the 1950s and are not part of the original design of the Parkway, and have exacerbated erosion and runoff from the road corridor. All grassy shoulders would be stabilized with a 50-50 mix of aggregate and soil, graded and seeded, and the woody vegetation resulting from previous maintenance deficiencies would be cleared within 7' of the edge of pavement in keeping with the original design of the Parkway.

Culverts and Headwalls Approximately 18 headwalls (18% of the total number within the project area) would be removed in order to accommodate work of upsizing the associated culverts. All culverts would be evaluated to determine whether there are capacity or performance problems. Culverts that have insufficient hydraulic capacity would be replaced and upsized. The appropriate size of the new pipe, box or arch culvert would be determined during the design process. Culverts that have a critical, poor, or fair condition or performance rating would be restored in place when possible or replaced. For culverts restored in place, the historic brick headwalls would be cleaned, repaired and repointed. New headwalls would be compatible but distinguishable from the other existing historic headwalls. Historic concrete headwalls would be constructed of new concrete, and the brick headwalls would replaced with new brick that was of the same color and consistency as the historic brick. Restoration of larger culverts in place may include pipe lining, manhole and inlet repairs, removal of sediment build up, or addition of scour protection. Eroding drainage ditches would be reconditioned by reshaping the channel and installing riprap where necessary. Hydrologic studies and culvert inspection would be used to determine if larger pipes are required.

When feasible, existing culvert inverts would be maintained and existing manhole and inlet structures would be reused.

Bridge and Tunnel Repairs The work would generally consist of cleaning, repointing, and repairing or replacing in kind. See bridge reports and drawings for details. The following items would be addressed at any/all bridges where applicable and as needed:

Expansion joints would be removed and resealed at curbs and parapet walls, in vertical joints in wingwalls and tunnel lining, and in bridge decks. Repost all vertical clearance signs with new signs. Brick and concrete components would be cleaned to remove all dirt, vegetation, graffiti, and efflorescence. Loose bricks would be reset, and damaged or missing bricks would be replaced in kind. Mortar joints would be cleaned and repointed to match existing, as needed. Vegetation would be cleared approximately 10 feet from the side of each abutment, wingwall or portal to install scaffolding for the masonry repairs.

Substructure concrete repairs would be preformed which would match existing concrete color and texture. Structural concrete cracks would be injected, as needed.

BMPs would be implemented during all cleaning activities. Hand tools and low-pressurized air or water would be used to clean the bridges, with appropriate methods and limitations detailed in the Special Contract Requirements and include, but are not limited to: wire brushes will not be used for cleaning; efflorescence will be removed from brick surfaces with a dry brush (no pressure washing); debris would be brushed/swept, shoveled, and disposed offsite before pressure washing; dirt, debris, and water would be contained with debris shields and disposed offsite; water would not be drawn from an on-site source; care would be taken to avoid damaging paint or other coatings.

Cleaning and repairs would be scheduled to avoid times of year when protected bird species are nesting and when anadromous fish are migrating, as described below in the mitigation section.

Mitigations and BMPs as described in the project plans and SCRs would be implemented to minimize the potential for impacts from in-water work (Yorktown Creek, C&O Railroad, Lafayette Street, and Papermill Creek). BMPs would include temporary stream diversions to isolate the work area, turbidity curtains to contain suspended sediment, and filter bags to remove sediment from pumped water. Temporary stream diversions would each impact approximately 3,000 square feet of wetlands/waters of the United States.

Mitigations and BMPs would be implemented to minimize the potential for impacts resulting from earth disturbance. BMPs would include the installation of fiber roll or silt fence as a perimeter control, rolled erosion control blankets to protect steep slopes, and temporary and permanent vegetative stabilization of exposed bare soil. Temporary stabilized construction entrances/exits would be installed to minimize soil rutting and the track of sediment onto the Parkway.

FHWA is assessing the crashworthiness of the existing bridge rails (parapet walls). Modifications to the steel-reinforced concrete core are anticipated, but are not expected to change the external brick appearance or dimensions, other than height.

As-built drawings show the height as 31.5 inches. Field measurements show a range of 33-35 inches. The new walls are anticipated to be 35 inches tall. All measurements include the brick coping. The only bridges that will receive the new bridge rails in this project are the Yorktown Creek Bridge and the Parkway over Route 17 Bridge, due to full deck, curb and rail replacement.

The location of the steel-backed timber guardrail adjacent to the bridge ends may be adjusted slightly. This project will position the face of the guardrail flush with the face of the adjoining brick posts/pillars to meet current safety standards by eliminating any potential snag point in the event of a vehicle crash. Current positioning has the guardrail faces about zero to two inches back from the face of the posts/pillars (varies from bridge to bridge). Guardrail to be secured next to bridge with below-grade concrete footers without attaching to bridge structure.

In addition to the common work described above, the proposed work unique to each bridge is listed below:

Yorktown Creek - Remove abandoned sewer main under the bridge deck; replace missing connection bolts; replace exposed aggregate concrete deck and concrete curb (full width and length of bridge) in-kind; remove and replace concrete bridge rails encapsulated by the brick parapet walls (which are constructed on top of the curb) by reconstructing the inner bridge rail concrete core to meet modern crashworthy standards; reconstruct parapet wall using existing brick to extent possible;

supplement with new bricks to match existing; appearance and shape of parapet wall are anticipated to match existing, except as noted above (height); clean and paint steel superstructure; replace bearings with elastomeric bearings. Parkway over U.S.

Route 17 - Replace exposed aggregate concrete deck and concrete curb (full width and length of bridge) in-kind; remove and replace concrete bridge rails encapsulated by the brick parapet walls (which are constructed on top of the curb) by reconstructing the inner bridge rail concrete core to meet modern crashworthy standards; reconstruct parapet wall using existing brick to extent possible; supplement with new bricks to match existing;…