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Section 2 • Aft- 1(d t r vn( .,iid t n"if--l—it, l C ,;; .t qu! mn grade crossings simultaneously through Indian River county. The train speeds as shown on Tables 5.1.3-1 & 5.1.2-4 for both passenger and freight appear to assume the speeds will be constant throughout the N -S Corridor and/or counties. This assumes all the existing and proposed track length through the counties can accommodate the stated speed and that no trains will require crossing over to the adjacent track or stopping within Indian River County. The DEIS fails to use the proper model for impacts to at -grade crossings or the results of multiple trains at rail crossings and fails to adequately address mitigation for such impacts. The DEIS does state using Rail Traffic Controller (RTC) model is an acceptable method to predict train movements; however, the report stated results of this model for bridge closures over navigable waterways but not for impacts to at -grade crossings or the results of multiple trains at rail crossings The software will provide time -table and track occupancy results and animation (see www.berkelysimiulation.com) and take into account speed. The report does mention the addition of passing tracks and or universal crossovers (pg 3-37) to accommodate trains passing each other; however, there are no indications where these may occur. The DEIS does not present design plans to identify passing options. The DEIS does state there will be adverse environmental effects to at -grade crossings and that each crossing will be reviewed and mitigation measures installed to reduce these impacts (DEIS S-8). Again there are no design plans showing these mitigation measures or what the impact will be to the local authorities for the capital investment or additional maintenance costs. In addition, it is anticipated that there will be possible footprint increases to the existing roadway at intersections and possible additional traffic pre-emption signal heads. 2 1 5 Pedesti ian and Epicycle Impacts The DEIS overlooks impacts on bicycle and pedestrian traffic. Many of the railroad crossings are located in heavily populated and densely developed areas that generate a substantial amount of bicycle and pedestrian traffic. The impact to this growing segment of the traveling population has not been addressed. The DEIS does state (section 3.3.1) that "pedestrian at -grade crossings would be upgraded to enhance safety." The DEIS does not address additional risks to pedestrians crossing the tracks outside of grade crossings as a result of increased freight and new passenger rail traffic traveling at high speeds on two tracks. There are no future projections of greenways stated or statements that discussions have been made to local Transportation/Metropolitan Planning Organizations about their projections for bicycle/pedestrian volumes and about their future plans for greenways. 2 1.6 Finer -ency Vehicle Mobility Without the appropriate data, the DEIS does not adequately address the impact on emergency response vehicles. Indian River County has a significant number of hospitals and fire stations that will be impacted by additional railroad crossing blockages. Fire truck and ambulance movements are anticipated to be more inhibited when trains are moving through the grade crossings due to increase rail freight and passenger trains. As stated earlier, the DEIS does state the applicant used an RTC model (see section 4.3.4 on what the software will provide) for projected train movements; however, there is no data given on the projected impacts to at -grade crossings. In addition, there was no indication the local emergency routes were input into the RTC model to render a solution on possible delay impacts. 2.2 Noise and Vibration Impacts The DEIS failed to include an in-depth assessment of the noise and vibration impacts caused by the Proposed Project. High Speed Ground Transportation Noise and Vibration Impact Assessment Smith 3 0 A 3 2-3