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APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS
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CH. 1 PURPOSE AND NEED FOR ACTION
1.1 PROPOSED ACTION
The North Carolina Turnpike Authority (NCTA) proposes to construct a project known as the
Gaston East-West Connector, which would be a controlled-access toll road extending from I-85
west of Gastonia in Gaston County to I-485 near the Charlotte-Douglas International Airport in
Mecklenburg County. The purpose of the project is to improve east-west transportation mobility
in the area around the City of Gastonia and other municipalities in southern Gaston County
(between Gastonia and the Charlotte metropolitan area), with special emphasis on establishing
direct access between the rapidly growing areas of southeast Gaston County and west
Mecklenburg County. Figure 1-1 shows the general project location.
The project is included in the North Carolina Department of Transportation (NCDOT) 2009-2015
State Transportation Improvement Program (STIP) as STIP Project U-3321. The project is
known as the “Gaston East-West Connector” and as the “Garden Parkway.” This study refers to
the project as the Gaston East-West Connector.
North Carolina roads traditionally have been built with taxpayer funds, either through the state
transportation budget or federal-aid highway funds allocated to the state. There are many other
priority projects statewide and, due to funding constraints, there is not enough funding available
from traditional sources in the foreseeable future to construct all priority projects. The current
NCDOT 2009–2015 STIP includes the project as a toll facility, and traditional (non-toll)
transportation funding for this project is not likely in the foreseeable future (as acknowledged in
the May 21, 2007, letter from the NCTA to the NCDOT [Appendix A-5]). Section 2.2.7.3
includes additional discussion of financial feasibility.
The purpose and need for the project are documented in detail in the Updated Purpose and Need
Statement for the Gaston East-West Connector (PBS&J, October 2008), incorporated by reference,
and available on the NCTA Web site (www.ncturnpike.org/projects/gaston).
1.2 NEED FOR PROJECT
The primary needs for the proposed action are summarized below. Detailed discussions of
existing and projected conditions within the Project Study Area are presented in Sections 1.5
through 1.8.
Chapter 1 summarizes the Purpose and Need Statement for the project and why the proposed action is needed.
Supporting information includes the project history; a description of the existing roadway network and how it operates
now and in the future; and data on population and employment, southern Gaston County attractions, other
transportation modes, and area transportation and land use plans. The purpose and need drive the process for
alternatives consideration and in‐depth analysis.
PURPOSE AND NEED FOR ACTION Chapter 1
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Poor Transportation Connectivity Between Gaston County and Mecklenburg County
and Within Southern Gaston County.
• Limited crossings of the Catawba River are constraining travel between Gaston and
Mecklenburg Counties. The Catawba River separates Gaston and Mecklenburg Counties.
Presently, there are only four crossings of the river, with none of them located in the
southern half of Gaston County (Section 1.5.1.3).
• Projected growth in southern Gaston County and western Mecklenburg County will
continue to increase demands for accessibility and connectivity between the two counties.
A review of tax parcel data shows that from 2000 to 2008, the number of residences in
southern Gaston County and western Mecklenburg County has increased approximately
24 percent (Sections 1.6.1 and 1.7.1).
• South of I-85 in Gaston County, a lack of connecting east-west roadways makes travel
circuitous and limits mobility for travel in southern Gaston County. Currently, there are
no continuous east-west routes in southern Gaston County. The roads in southern
Gaston County generally run north-south (Section 1.6.1).
• Planned growth in southern Gaston County will result in an increased need for east-west
mobility. Between 1990 and 2000, southeastern Gaston County was the fastest growing
part of the county. This part of the county is expected to continue to experience high
residential growth through 2020 (Gaston County Comprehensive Plan, Gaston County,
July 2002) (Sections 1.6.1, 1.7.1, and 1.8.3.1).
• The Gaston Urban Area Metropolitan Planning Organization (GUAMPO) and the
Mecklenburg-Union MPO (MUMPO) show in their plans a new location roadway running
through southern Gaston County and connecting over the Catawba River to Mecklenburg
County (Section 1.8.2).
• The Gaston East-West Connector is a Strategic Highway Corridor (SHC). The Gaston
East-West Connector is designated as a new freeway facility within the Strategic
Highway Corridors Vision Plan (SHCVP) (Section 1.8.1.2).
Existing and Projected Poor Levels of Service on the Project Area’s Major Roadways.
• Traffic volumes are projected to increase on I-85, I-485, US 29-74, and US 321 in the
Project Study Area through 2030. On I-85, traffic volumes are projected to increase 29-50
percent between 2006 and 2030, to 105,000-198,400 vehicles per day (Section 1.6.2).
• There are existing poor levels of service (LOS) on segments of I-85 in the Project Study
Area. Based on 2006 traffic volumes, I-85 is operating at an LOS E or F from Exit 19
(NC 7 [Ozark Avenue]) through Exit 27 (NC 273 [Park Street]) in Gaston County
(Section 1.6.2.3).
• Levels of service on I-85, US 29-74, and US 321 are projected to worsen in the future
(Section 1.6.2).
• Congestion and frequent incidents on I-85 inhibit regional travel and diminish the ability
of I-85 to function as a Strategic Highway Corridor and Intrastate Corridor
(Section 1.6.2.3).
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1.3 PROJECT PURPOSE
The purpose of the proposed action is to improve east-west transportation mobility in the area
around the City of Gastonia, between Gastonia and the Charlotte metropolitan area, and
particularly to establish direct access between the rapidly growing area of southeast Gaston
County and western Mecklenburg County. This project purpose is based on the following needs:
• Need to improve mobility, access, and connectivity within southern Gaston County and
between southern Gaston County and western Mecklenburg County.
• Need to improve traffic flow on the sections of I-85, US 29-74 and US 321 in the Project
Study Area and improve high-speed, safe, reliable regional travel service along the I-85
corridor.
Several performance measures were used in the first screening of various alternative concepts to
evaluate their ability to meet the project’s purpose, including the east-west mobility and direct
access components as stated above. The evaluation methods and results are discussed in
Section 2.2. To evaluate their ability to meet the purpose and need, alternative concepts were
evaluated to determine whether they would:
• Reduce travel distances and/or travel times between representative origin/destination
points within southern Gaston County and between southern Gaston County and
Mecklenburg County.
• Provide a transportation facility with a mainline that would operate at acceptable levels
of service (generally LOS D or better on the mainline) in the design year (2030) for travel
between Gaston County and Mecklenburg County.
• Reduce congested vehicle miles traveled and/or congested vehicle hours traveled in
Gaston County compared to the No-Build Alternative in 2030.
To meet the purpose and need, an alternative must provide more than a minor improvement. An
improvement would be considered minor if it is localized, temporary, and/or largely unnoticeable
to the typical user of the transportation system. Alternatives that provide only a minor
improvement do not meet the purpose and need, and therefore are not reasonable alternatives.
1.4 BACKGROUND INFORMATION
1.4.1 PROJECT SETTING
As shown in Figure 1-1, the Project Study Area is located in
southern Gaston County and western Mecklenburg County,
within the unincorporated areas of these counties and within the
municipalities of Gastonia, Bessemer City, McAdenville,
Cramerton, Belmont, and Charlotte. The nearest major city is
Charlotte, which is approximately 20 miles to the east in
Mecklenburg County.
Project Setting
The topography in the study
area is gently rolling to hilly,
with Crowders Mountain
State Park on the west and
the Catawba River on the
east. Land uses are primarily
suburban and rural.
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The Project Study Area consists of the following general boundaries: I-85 to the north, the South
Carolina state line to the south, Charlotte-Douglas International Airport to the east, and the I-85
and US 29-74 junction and Crowders Mountain State Park to the west.
The Mecklenburg-Gaston County area has a temperate climate. The topography of the project
area is gently rolling to hilly, with several pronounced ridges. The most prominent natural
features in the project area are Crowders Mountain to the west in Crowders Mountain State Park
and the Catawba River to the east. The Catawba River is the boundary between Gaston County
and Mecklenburg County. In the Project Study Area, the Catawba River is dammed, creating
Lake Wylie.
Outside the municipal boundaries, the land uses in southern Gaston County are suburban and
rural, with residential subdivisions scattered among large tracts of undeveloped property and
agricultural land. The Mecklenburg County portion of the Project Study Area is one of the few
remaining relatively undeveloped areas near Charlotte, and it is rapidly being developed. The
major feature nearby is the Charlotte-Douglas International Airport, located on the east side of
I-485. There are business and commercial uses surrounding this facility.
1.4.2 HISTORY OF PROJECT
1.4.2.1 Local Project Planning Efforts
Plans to improve east-west mobility in southern Gaston County
through construction of a new location roadway have been
discussed by the GUAMPO since the late 1980s. A timeline is
provided below.
• 1989: Need for improved east-west mobility and a southern bypass first identified with
update of the Gaston Urban Area Thoroughfare Plan. GUAMPO held eleven
workshops/meetings and thirteen formal public hearings.
• 1991: The “US 321/74 Bypass” included on Thoroughfare Plan.
• 1992: The GUAMPO Transportation Advisory Committee (TAC) requested MUMPO
place the US 321/74 Bypass on the MUMPO Thoroughfare Plan.
• 1994: MUMPO adopts a Thoroughfare Plan that includes the US 321/74 Bypass.
• 1996: A citizens’ advisory council was formed to serve as an advisory board to GUAMPO
TAC. This group, later called the US 321/74 Bypass Citizens’ Committee, met from 1997
to 1998 and recommended a corridor for the US 321/74 Bypass.
• 1998: The GUAMPO holds a public hearing regarding the US 321/74 Bypass location.
• 1999: The proposed US 321/74 Bypass location appears on the GUAMPO Thoroughfare
Plan.
• 2000: GUAMPO TAC passed a resolution stating its support of the use of “alternative
funding methods to accelerate construction of the US 321/74 Bypass, including methods
that would require the payment of a toll by motorists” (GUAMPO, 2030 LRTP, May 2005,
p. 74).
Local Planning
Local planning efforts for
the project have been
underway since the late
1980s.
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NCTA
NCTA selected the Gaston
East‐West Connector as a
candidate toll facility in
February 2005.
• 2001: GUAMPO TAC approved a motion to use the name “Garden Parkway” in reference
to the US 321/74 Bypass.
• 2004: GUAMPO TAC adopts a corridor for the Garden Parkway, shown in Figure 1-2.
• 2005: The GUAMPO 2030 Long Range Transportation Plan
recognizes the Garden Parkway as two projects: The
Gaston East-West Connector (STIP Project U-3321, from
I-85 east to I-485) and the US 321 Bypass (STIP Project R-
2608, from US 321 south to I-85) (GUAMPO, 2030 LRTP,
May 2005, p. 71). Each project has independent utility and
logical termini. Both would connect controlled-access
facilities with another controlled-access facility. Each would serve separate purposes and
would function even if the other project was not constructed (Memorandum – Gaston
County East-West Connector – TIP Project U-3321 – Logical Termini, PBS&J, May 2008,
incorporated by reference).
• 2001-2008: GUAMPO and MUMPO representatives participate on the Agency
Coordination Team involved in the preparation of the Gaston East-West Connector Draft
EIS.
1.4.2.2 Planning by NCDOT and NCTA
The NCDOT began planning for the Gaston East-West Connector in 2001. NCTA’s involvement
began in 2005. A timeline is outlined below.
• 2001: NCDOT began studies of STIP Project U-3321 to comply with the National
Environmental Policy Act (NEPA).
• 2001-2005: While under the administration of NCDOT, the project followed the
NEPA/404 Merger 01 Process for concurrence and coordination with environmental
resource and regulatory agencies. This process is described in Section 9.2.3.
• October 2002: The NC General Assembly established a law creating the NCTA. The law
authorized the NCTA to study, plan, develop, and undertake preliminary design work on
up to nine Turnpike projects, with the Gaston East-West Connector specifically
mentioned as one of the projects (NCGS 136-89.183).
• 2004: the NCDOT Board of Transportation established a system of Strategic Highway
Corridors for the state. The Gaston East-West Connector is part of this Strategic
Highway Corridor program (Section 1.8.1.2).
• February 2005: The NCTA Board of Directors selected the Gaston East-West Connector
as a candidate toll facility.
• 2005-2008: The NCTA continued to meet with the environmental resource and regulatory
agencies through Turnpike-Environmental Agency Coordination (TEAC) meetings, in
accordance with a Coordination Plan developed for this project pursuant to 23 USC 139,
also know as Section 6002 of the Safe, Accountable, Flexible, Efficient Transportation
Equity Act: A Legacy for Users (SAFETEA-LU) (Sections 9.2.3.2 and 9.2.3.3). The
Coordination Plan for this project is modeled on the NCDOT NEPA/404 Merger 01
Process.
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• April 2006: The Notice of Intent to prepare a Draft Environmental Impact Statement
(EIS) for the project was issued by the Federal Highway Administration (FHWA)
(Section 9.2.2 provides more details).
• May 2007: The NCDOT and the NCTA agree that NCDOT would not likely implement
the project as a non-toll facility and only toll alternatives should be evaluated (Letter
from NCTA to NCDOT dated May 21, 2007, included in Appendix A-5).
• 2006-2008: Numerous field studies and analyses were conducted to aid in developing
alternatives, preparing engineering designs, and evaluating alternatives.
1.4.2.3 Public and Agency Involvement in Development of the Purpose
and Need
Public and agency coordination for the project is discussed in Chapter 9. This section briefly
summarizes the coordination and involvement activities relating to the project’s purpose and
need.
The purpose and need for the project was first developed in 2002, when the project was being
planned by NCDOT. The purpose and need for the project was updated by NCTA in 2008 to
include the 2030 travel demand forecasts (Section 1.4.2.4) and recent updates to transportation
and land use plans. The environmental resource and regulatory agencies concurred on the
original purpose and need in July 2002 and on the updated purpose and need in October 2008
(Section 9.2.3.3).
Public comment on the purpose and need was solicited at the first series of Citizens
Informational Workshops held September 30 and December 9 and 10, 2003 (Section 9.1.1.1). A
majority of the citizens providing written comments on the project supported a new location
roadway and the purpose of the project.
The Updated Purpose and Need Statement for the Gaston East-West Connector (PBS&J, October
2008) was presented to the public at the third series of Citizens Informational Workshops held
August 6, 7, and 11, 2008. The document also was available for download on the project Web site.
Written comments were submitted both supporting and disagreeing with the need for the project.
No substantive comments regarding the specifics of the purpose and need were received.
1.4.2.4 Traffic Forecasting for the Purpose and Need
When the purpose and need for the project was first developed in 2002, the planning horizon year
was 2025. The 2002 version of the project’s purpose and need was based on traffic forecasts for
2025 using the two travel demand models that covered the Project Study Area, one for Gaston
County and one for Mecklenburg County (forecasts later compiled in Gaston County East-West
Connector Study – Transportation Demand Modeling Technical Memorandum,
(Martin/Alexiou/Bryson, February 2005), incorporated by reference.
The current travel demand model used for the 2008 update to the project’s purpose and need (the
Metrolina travel demand model) has a planning horizon of 2030. It covers a thirteen-county
region that includes both Gaston County and Mecklenburg County. The 2030 traffic forecasts for
the No-Build Alternative are included in the Gaston East-West Connector (U-3321) Traffic
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Forecasts for Toll Alternatives (Martin/Alexiou/Bryson, August 2008), incorporated by reference
and available on the NCTA Web site (www.ncturnpike.org/projects/gaston). The 2030 forecasts
are discussed in more detail in Section 1.6.2.
Both the 2025 forecasts and the 2030 forecasts predict increasing traffic volumes on the Project
Study Area’s major roadway network over existing conditions. The updated 2030 forecasts
reaffirmed the need for the project.
1.5 EXISTING TRANSPORTATION SYSTEM
1.5.1 EXISTING ROAD NETWORK
1.5.1.1 Major Roadways and their Characteristics
The primary east-west routes through Gaston County are I-85 and
US 29-74. The I-85/US 29-74 travel corridor is used by most of the
traffic traveling east to west within the Project Study Area, and there
are no other crossings of the Catawba River in Gaston County south
of these two roadways.
The major arterials that connect to the I-85/US 29-74 travel corridor in Gaston County are, from
west to east: US 321, NC 274 (Union New Hope Road), NC 279 (South New Hope Road), and
NC 273 (Southpoint Road).
US 321 is the primary north-south route through the county. It intersects the I-85/US 29-74
corridor in the center of Gastonia. I-485 provides north-south travel in the Mecklenburg County
portion of the Project Study Area.
NC 279 and NC 273 provide north-south connections to southeastern Gaston County parallel to
either side of the South Fork Catawba River. Minor arterials that intersect NC 273 and NC 279
generally traverse in a northeast-southwest direction. South of I-85 and US 29-74, east-west
travel in southern Gaston County is circuitous, as there are no direct east-west routes across
southern Gaston County.
Figure 1-3 shows the characteristics of the major roadways in the Project Study Area. These
roads are described below:
I-85. I-85 is a controlled-access north-south interstate route that traverses Gaston County in an
east-west direction. I-85 extends from Richmond, Virginia, through Atlanta, Georgia. I-85
connects Gaston County with Charlotte to the northeast and Greenville-Spartanburg, South
Carolina, to the southwest.
In the Project Study Area, I-85 (Exit 10 [US 29-74] to Exit 30 [I-485]) varies between six and
eight lanes, with posted speed limits from 55 to 65 miles per hour (mph). There are thirteen
interchanges along this segment, eleven in Gaston County and two in Mecklenburg County.
I-485. I-485 is a partially-completed outer loop of Charlotte in Mecklenburg County. Within the
Project Study Area, it is located on the west side of Charlotte-Douglas International Airport, and
extends just north of I-85 to NC 16. It is six lanes wide (three in each direction) with a posted
Interstate 85
I‐85 is the only
controlled access east‐
west highway through
Gaston County.
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speed limit of 65 mph. Within the Project Study Area, there are interchanges at I-85, US 29-74
(half clover), and Steele Creek Road (NC 160) (partial clover).
US 29-74. US 29 and US 74 are coinciding routes through most of Gaston County and part of
Mecklenburg County. The road is also called Franklin Boulevard (west of Redbud Drive in
Gaston County) and Wilkinson Boulevard (east of Redbud Drive). US 29-74 is south of and
parallel to I-85, and travelers driving between Gaston or Cleveland Counties and Mecklenburg
County can use US 29-74 as an alternative to using I-85, especially in the event of congestion or
incident delays.
The number of lanes varies from four (at the South Fork Catawba River crossing and west of
Myrtle School Road [SR 1136]) to seven, with posted speed limits between 35 and 50 mph. Access
control along US 29-74 varies from partial control of access to no control of access, with numerous
signalized and unsignalized intersections and residential and commercial driveways.
US 321. US 321 is the only north-south US route in Gaston County. It connects to I-40, Hickory,
and Boone to the north and with South Carolina to the south. US 321 from Dallas, North
Carolina, to Hickory is mostly a full-control-of-access, four-lane divided facility. Consequently,
US 321 serves as an alternative north-south route to I-77 that connects to I-40. Within the
Project Study Area, US 321 varies from four to six lanes, with posted speed limits ranging from
35 to 55 mph. There is no control of access on US 321 within the Project Study Area. Through
downtown Gastonia, US 321 is a one-way pair of streets (Chester Street is southbound and York
Road is northbound).
NC Routes. Segments of four NC routes are located in southern Gaston County. These NC
routes are NC 7, NC 273, NC 274, and NC 279. Segments of one NC route, NC 160, are located
within the western Mecklenburg County portion of the Project Study Area.
1.5.1.2 Types of Travel on Existing Roadways
Local travel statistics are available for the project area. The Greater
Charlotte Region Household Travel Survey (NCDOT, SCDOT, City of
Charlotte DOT, September 2002), collected travel information from
a sample population of 3,333 households (including 7,418 people)
from ten counties. In this study, the Greater Charlotte Region
includes Mecklenburg County, Gaston County, Lincoln County,
Cabarrus County, Rowan County, Stanly County, Union County,
portions of Iredell and Cleveland Counties, and York County, South
Carolina. For the region, there were 1.99 vehicles per household, and each vehicle traveled an
average of 24.2 miles per day.
The predominant transportation type for the region is car, van, or truck (92.6 percent), followed
by school bus (3.8 percent), and walking (2.2 percent). Transit bus, bicycle, and motorcycle are
used for only 1 percent of the trips in the region, according to the survey. Overall, each
household made 7.93 vehicle trips per day, distributed mainly among trips to home
(33.5 percent), work (16.8 percent), personal business (10.9 percent), and shopping (9.4 percent).
Data on commuting patterns is available from the US Census. Table 1-1 shows commuting
patterns within the Charlotte Metropolitan Statistical Area (MSA) based on 2000 Census data.
Commuters
Approximately 37 percent
of workers living in Gaston
County work outside the
county. Of these, 70
percent work in
Mecklenburg County.
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TABLE 1-1: Commuting Patterns in Charlotte Metropolitan Statistical Area based on 2000
Census Data
County of Work
County of
Residence Cabarrus Gaston Lincoln Meck‐
lenburg Rowan Union York,
SC Elsewhere
Total #
Workers
Living in
County
Cabarrus 35,032 400 92 22,693 4,025 525 282 2,933 65,982
Gaston 423 56,321 1,868 23,101 1,046 226 1,602 4,754 89,341
Lincoln 195 3,166 15,249 6,545 320 93 99 6,136 31,803
Mecklenburg 6,694 3,948 748 329,498 1,284 4,853 4,217 11,654 362,932
Rowan 8,155 232 99 4,942 40,721 181 122 5,847 60,299
Union 551 184 7 24,892 87 32,613 608 2,275 61,217
York, SC 279 2,526 155 23,907 228 439 47,898 4,490 79,922
Elsewhere 5,626 8,339 2,991 40,131 10,665 6,646 8,726 N/A N/A
Total # Working
in County 56,955 75,116 21,209 475,709 58,376 45,576 63,554 N/A ‐‐
Source: 2000 US Census
As shown in Table 1-1, Mecklenburg County attracts the majority of commuters in the region.
In 2000, more than 33,000 people left Gaston County daily to go to work, with the overwhelming
majority (23,101 commuters, or 70 percent) traveling to Charlotte or elsewhere in Mecklenburg
County. Conversely, nearly 4,000 people commuted from Mecklenburg County to Gaston County
each workday. Altogether, there are more than 27,000 workers commuting between Gaston and
Mecklenburg Counties, which demonstrates a need for connectivity between the counties.
1.5.1.3 Roadway Connections between Gaston and Mecklenburg
Counties
Gaston County is separated from Mecklenburg County, the
region’s largest employment and destination generator, by the
Catawba River. There are only four roadway connections
between Gaston and Mecklenburg Counties over the Catawba
River. Two of these crossings, NC 16 and NC 27, are both
four-lane roadways located in the northern half of Gaston
County. In the center of Gaston County, the two adjacent parallel connections across the river
are I-85 and US 29-74. The next crossing of the Catawba River is outside Gaston County on
NC 49, connecting to York County, South Carolina, approximately 11 miles to the south.
According to 2006 annual average daily traffic (AADT) maps from NCDOT, there were
approximately 17,000 vehicles per day (vpd) using the NC 16 crossing and 12,000 vpd using the
NC 27 crossing. The 2006 AADT volumes for the I-85 and US 29-74 crossings were
approximately 121,000 vpd and 19,000 vpd, respectively. Based on the AADT information, the I-
85/US 29-74 corridor carries approximately 82 percent of the traffic volume traveling between
Gaston and Mecklenburg Counties.
Catawba River Crossings
There are only four bridges over the
Catawba River between Gaston and
Mecklenburg Counties. None are in
southern Gaston County.
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1.5.2 OTHER TRANSPORTATION MODES
1.5.2.1 Railways
There is one major rail line in the Project Study Area. It runs east-west near I-85 (Figure 1-1).
This Norfolk-Southern and CSX rail line carries freight traffic and Amtrak passenger rail service.
There is also a freight rail line running north-south parallel to the east side of US 321, and a spur
route serving Duke Energy Corporation’s Allen Steam Station running north-south along the
west side of the Catawba River.
1.5.2.2 Airports
The Gastonia Municipal Airport is in the Project Study Area in
Gaston County, and Charlotte-Douglas International Airport
is the closest airport in Mecklenburg County.
The Gaston Municipal Airport is a general aviation airport
adjacent to the east side of NC 274 (Union Road), south of
downtown Gastonia. Access to the airport is from NC 274
(Union Road) via Gaston Day School Road (SR 2444) and Airport Road (SR 1903).
Charlotte-Douglas International Airport is located on approximately 5,000 acres in west
Charlotte (Figure 1-1). More than 100,000 jobs in the region are directly or indirectly related to
the airport and its services (Charlotte-Douglas International Airport Web site:
www.charmeck.org/Departments/Airport/About+CLT/Economic+Asset.htm).
Access to the airport is possible from multiple directions. From uptown Charlotte or Gaston
County, access is along US 29-74 (Wilkinson Boulevard). From southern Charlotte, the airport is
accessed via US 521 (Billy Graham Parkway) or I-485. Regional access occurs primarily from
I-85.
The airport is currently constructing a third parallel runway, with a scheduled completion date of
January 2010 (Charlotte-Douglas International Airport Web site:
www.charmeck.org/Departments/Airport/Construction+Update+.htm). The runway expansion
project requires the relocation of two area roads, Old Dowd Road (SR 1191) and Wallace Neel
Road (SR 1195), which will be reconstructed to maintain road connections to the airport. In
addition, West Boulevard (NC 160) is being relocated to the south of the present road to
accommodate the runway construction. As funding becomes available, the roadway will be
expanded to a four-lane highway. (Charlotte-Douglas International Airport Web site:
www.charmeck.org/Departments/Airport/Runway+Road+Relocations.htm).
Charlotte-Douglas International Airport has plans for an “intermodal zone” that would combine
direct rail and truck access with incoming air cargo. The intermodal facility would be located
between the new runway and the existing runways and is expected to have a 10-track rail yard
and approximately 2,500 trailer parking spaces. Additional truck traffic generated from the site
would use the relocated NC 160 (West Boulevard) to access I-485 (Charlotte-Douglas
International Airport Web site:
www.charmeck.org/Departments/Airport/Runway+Road+Relocations.htm). According to the
Airport 2007 Annual Report to the Community, planning for this facility is underway, but no
Charlotte‐Douglas International
Airport
This major employer in west
Mecklenburg County is expanding
with the addition of a third runway.
A freight intermodal facility is also
planned.
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opening date was provided. However, it is likely it would open after the runway project is
complete in January 2010.
1.5.2.3 Mass Transit
There is limited mass transit service in the Project Study Area. Gastonia Transit provides bus
service in Gastonia. All bus routes begin and end at Bradley Station at the corner of Oakland
Street (SR 1001) and Main Avenue in Gastonia. There is a total of nine bus routes, of which
three serve US 29-74 and three serve US 321 (Gastonia Transit, Route Map Web site:
www.cityofgastonia.com/city_serv/general/_pdf%20files/NC%20Gastonia%20Int%20%2005.pdf).
The Charlotte Area Transit System (CATS), in partnership with Gastonia, has established
Express Bus service between Bradley Station and uptown Charlotte. Route 85x, the Gastonia
Express, runs four times in the morning and twice in the evening. In western Mecklenburg
County, CATS’ Route 2 runs along US 29-74 (Wilkinson Boulevard) to Old Dowd Road at
Distribution and Marketing Services, Inc. on weekdays only (CATS Web site:
www.charmeck.org/Departments/CATS/Home.htm).
1.6 PERFORMANCE OF THE EXISTING ROADWAY
SYSTEM
1.6.1 MOBILITY AND CONNECTIVITY ISSUES
Within southern Gaston County (south of I-85), a lack of
connecting east-west roadways makes travel circuitous and
limits mobility. In addition, mobility is inhibited between
southern Gaston County and Mecklenburg County by the
limited number of bridges over the Catawba River, which acts
as natural barrier between the two counties.
Travel Within Southern Gaston County. Currently, there are no continuous east-west routes
in southern Gaston County. The roads in southern Gaston County generally run north-south. As
can be seen in Figure 1-3, a person wishing to travel from the residential subdivisions on the
Belmont peninsula (the land between the South Fork Catawba River and Catawba River) to
businesses and industries along US 321 in southern Gaston County cannot do so directly. They
must first travel north to use westbound I-85 or US 29-74 to US 321, then south on US 321 or
travel a circuitous route that might include NC 273 (Armstrong Road), NC 279 (South New Hope
Road), Union New Hope Road (SR 2435), NC 274 (Union Road), Robinson Road (SR 2416), Little
Mountain Road (SR 2412), or Forbes Road (SR 2420) to US 321.
The need for improved connectivity and east-west mobility within southern Gaston County will
continue to increase as the population in this area grows. Between 1990 and 2000, southeastern
Gaston County had the largest population increase in the county. The Project Study Area has
continued to grow since then. A review of tax parcel data for southern Gaston County and
western Mecklenburg County show that, overall, there has been an approximately 24 percent
increase in the numbers of residences in this area from 2000 to 2008. New subdivisions are
located throughout southern Gaston County and western Mecklenburg County. The
Mobility in Southern Gaston County
A lack of connecting east‐west
roadways in southern Gaston County
makes travel circuitous and limits
mobility.
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southeastern part of the County is expected to continue experiencing high residential growth
through 2020 (Gaston County Comprehensive Plan, Gaston County, July 2002).
Travel Between Southern Gaston County and Western Mecklenburg County.
Mecklenburg County is the hub of the thirteen-county Charlotte region and is the primary center
for employment, shopping, and other economic activities. The linkage between Gaston County
and Mecklenburg County, and the need for connectivity between the counties, is demonstrated by
commuting patterns described in Section 1.5.1.2.
There is demand for regional accessibility through Gaston County. The Charlotte region is a
major trucking center, and destinations to the southwest (e.g., Greenville-Spartanburg, South
Carolina, and Atlanta, Georgia), west (e.g., Asheville, North Carolina), and northwest (e.g.,
Hickory, North Carolina) are reached by traveling on I-85 and US 321 through Gaston County.
Tourists from the Charlotte metropolitan area traveling to the mountains of western North
Carolina and Tennessee also use I-85 and US 321 through Gaston County.
Accessibility and regional travel between southern Gaston County and Mecklenburg County is
inhibited because existing connections across the Catawba River are limited, as discussed in
Section 1.5.1.3.
Many segments of I-85 in the Project Study Area (Exit 19 (NC 7 [Ozark Avenue]) through Exit 27
(NC 273 [Park Street])) are currently operating at or above capacity, and congestion is projected
to worsen through the design year 2030. In addition, there are frequent incidents (events that
slow traffic or close a lane, such as vehicle breakdowns) on I-85, contributing to unexpected
delays. US 29-74 is not access-controlled and has numerous closely-spaced signalized
intersections, so speeds are limited.
Residential growth projected in southern Gaston County and residential and employment growth
in western Mecklenburg County will continue to increase demand for accessibility and
connectivity between the two counties. Gaston County expects future residential growth to be
focused in southeastern Gaston County due to its proximity to Mecklenburg County (the
economic center of the region) and distance away from the watershed area of Mountain Island
Lake to the northeast.
Charlotte-Douglas International Airport (in western Mecklenburg County) employs more than
16,000 people and is in the process of expanding through construction of a new runway. The
airport has future plans for an intermodal facility (combining rail, truck, and air cargo transport)
that would generate employment opportunities and substantial numbers of regional truck trips.
The Dixie-Berryhill Strategic Plan (Charlotte-Mecklenburg Planning Department, April 2004)
calls for mixed-use and transit-oriented development in the sparsely developed part of western
Mecklenburg County, directly across the Catawba River from southeastern Gaston County. This
mixed-use area will create more employment opportunities in proximity to Gaston County, in
addition to existing office and industrial parks and Charlotte-Douglas International Airport.
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Traffic Volumes
Traffic volumes are projected to
increase substantially from 2006 to
2030 on the Project Study Area’s
major roadways.
1.6.2 TRAFFIC VOLUMES AND OPERATIONS ON EXISTING ROADWAYS
1.6.2.1 Travel Demand Modeling
Travel demand is a function of socioeconomic conditions such
as residential densities, locations of jobs and services, and
trip lengths and distributions for the various types of trip
purposes. Travel demand models are used for simulating
current travel conditions and forecasting future travel
patterns and conditions.
Traffic forecasts prepared for the project are described in a separate technical memorandum
(Gaston East-West Connector (U-3321) Traffic Forecast for Toll Alternatives,
Martin/Alexiou/Bryson, August 2008). The Metrolina Regional Model was used to forecast traffic
for the 2006 base year and the 2030 design year No-Build Alternative. This model, provided by
the Charlotte Department of Transportation, covers a thirteen-county region including Gaston
County and Mecklenburg County. The April 13, 2006 version of the 2030 Metrolina travel
demand model was used as the base model because this was the current version at the time the
updated forecasting activities began, and all scenarios were able to be forecasted from the same
base model.
The 2030 No-Build Alternative model assumed that the proposed action is not constructed.
Other projects included in the 2009-2015 STIP and the MPOs’ fiscally constrained long range
transportation plans (GUAMPO, 2030 LRTP and MUMPO, 2030 LRTP) were assumed to be
constructed (Section 1.8.1), with the exception of the US 321 Bypass, which is shown in the
GUAMPO 2030 LRTP. The US 321 Bypass project is shown in the GUAMPO 2030 LRTP as a
new location freeway from I-85 (at the western terminus of the Gaston East-West Connector)
north to US 321. The US 321 Bypass was not included in the transportation network for
purposes of the 2030 No-Build Alternative forecasts because no funding sources have been
identified for the project, there are no plans to begin studies for that project at this time, and it is
uncertain whether or when that project will be constructed.
1.6.2.2 Traffic Operations Analysis Methodology
The level of service (LOS) is a “qualitative measure describing operational conditions within a
traffic stream” (Transportation Research Board 2000:2-2). The LOS is defined with letter
designations from A to F that can be applied to both roadway segments and intersections. LOS A
represents the best operating conditions and LOS F the worst. In urban areas, LOS D and better
is generally considered acceptable, while in rural areas LOS C and better is considered
acceptable.
All analyses, as applicable, were performed in accordance with “NCDOT Congestion Management
Capacity Analysis Guidelines” using the North Carolina Level of Service (NCLOS) software,
Version 1.3. The NCLOS software provides an overall level of service, representative of general
peak hour conditions. NCLOS software uses field data collected from North Carolina roadways
to estimate LOS along NC facilities for a given AADT volume. Roadway capacity is based on
inputted existing or projected traffic and roadway design criteria. The LOS thresholds
(density/speed) for each facility type are based on Highway Capacity Manual 2000
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(Transportation Research Board Special Report 209) methodology. A freeway capacity analysis
was performed for the I-85 and I-485 mainlines and an arterial capacity analysis was performed
for US 29-74 and US 321. The analysis is documented in Final Traffic Operations Technical
Memorandum for I-85, I-485, US 29-74, and US 321 Under Various Scenarios – Gaston East-West
Connector (PBS&J, September 2008), incorporated by reference and available on the NCTA Web
site (www.ncturnpike.org/projects/gaston).
1.6.2.3 Traffic Volumes and Operations on I-85
Table 1-2 presents existing (2006) and projected (design year 2030) traffic volumes and levels of
service for I-85. Figures 1-4 and 1-5 present the same information graphically.
In the Project Study Area, base year (2006) annual average daily traffic volumes (AADT) on I-85
ranged from 73,800 to 134,000 vpd, with the highest traffic volumes closest to Charlotte. By
2030, traffic volumes are projected to increase 29–50 percent (to 105,000–198,400 vpd), with an
average increase of 40 percent. The highest percent increase is expected between Exit 29 (Sam
Wilson Road) and Exit 30 (I-485) in Mecklenburg County.
Currently, the I-85 mainline is operating at LOS D on the west end of the Project Study Area,
degrading to LOS E and F from around Exit 19 (NC 7 [Ozark Avenue]) to Exit 27 (NC 273 [Park
Street]). East of Exit 27, the level of service improves to D, where I-85 is an eight-lane facility.
By 2030, the LOS on I-85 is projected to degrade to LOS E or F, indicating congestion on I-85
throughout the Project Study Area.
TABLE 1-2: I-85 – Existing and Projected Traffic Volumes and Levels of Service
I‐85 Segment
From To
2006
AADT1
2006
LOS2
2030
AADT1
2030
LOS2
Exit 10 –
US 29‐74 (W Franklin Blvd) Exit 13– Edgewood Rd (SR 1307) 73,800 D 105,000 E
Exit 13 Exit 14 – NC 274 (Bessemer City Rd)79,400 D 115,400 F
Exit 14 Exit 17 – US 321 (Chester St) 84,200 D 119,200 F
Exit 17 Exit 19 – NC 7 (Ozark Ave) 97,400 D 134,600 F
Exit 19 Exit 20 – NC 279 (New Hope Rd) 109,600 E 147,200 F
Exit 20 Exit 21 – Cox Rd (SR 2200) 111,200 E 151,000 F
Exit 21 Exit 22 – Main St (SR 2201) 118,200 F 153,000 F
Exit 22 Exit 23 – NC 7 (McAdenville Rd) 123,600 F 161,600 F
Exit 23 Exit 26 – Belmont Mount Holly Rd
(SR 2093) 125,000 F 169,200 F
Exit 26 Exit 27 – NC 273 (Park Street) 126,800 F 178,600 F
Exit 27 Exit 29 – Sam Wilson Rd (SR 1625) 134,000 D 193,600 F
Exit 29 Exit 30 – I‐485 130,000 D 198,400 F
1. AADT – Annual Average Daily Traffic Volumes (vehicles per day). Source: Gaston East‐West Connector (U‐3321) Traffic Forecast for
Toll Alternatives (Martin/Alexiou/Bryson, August 2008).
2. LOS (Level of Service) – A measure of congestion. Source: Final Traffic Operations Technical Memorandum for I‐85, I‐485, US 29‐74,
and US 321 Under Various Scenarios – Gaston East‐West Connector (PBS&J, September 2008).
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In addition to high traffic volumes creating congestion, incidents such as vehicle breakdowns or
accidents occur on I-85. These incidents frequently affect travel on I-85 by causing traffic
slowdowns and occasional lane closures and temporary detours onto US 29-74 (a roadway with no
access control and numerous commercial driveways).
1.6.2.4 Traffic Volumes and Operations on US 29-74
Table 1-3 presents existing (2006) and projected (design year 2030) traffic volumes and levels of
service for US 29-74. Figures 1-4 and 1-5 present the same information graphically.
Along US 29-74, the highest base year (2006) AADT volume (45,100 vpd) was reported between
Catawba Street and Old Dowd Road. Volumes are projected to increase by 22 to 107 percent by
2030, with the highest percent increase (107 percent) expected between Linwood Road and
Chester Street.
All segments of US 29-74 are currently operating at acceptable levels of service (LOS D or better),
with the exception of the following segments that operate at LOS E–F: Between Myrtle School
Road and NC 274 (Bessemer City Road/Garrison Boulevard), between Franklin Square Shopping
Center and Lineburger Road, between NC 7 (Catawba Street) and Old Dowd Road, and between
Sam Wilson Road and the I-485 ramps.
By 2030, all segments from Wesleyan Drive/Market Street in McAdenville to east of the I-485
ramps (a distance of approximately six miles) are expected to operate at LOS F. Most other
segments within the Project Study Area are projected to operate at LOS C or D.
TABLE 1-3: US 29-74 – Existing and Projected Traffic Volumes and Levels of Service
Segment
From To
2006
AADT1
2006
LOS2
2030
AADT1
2030
LOS2
Sparrow Springs Rd (SR 1125) Edgewood Rd (SR 1307) 29,100 B 37,200 D
Edgewood Rd (SR 1307) Shannon Bradley Rd (SR 1135) 28,800 B 35,600 C
Shannon Bradley Rd (SR 1135) Myrtle School Rd (SR 1136) 29,100 C 35,400 E
Myrtle School Rd (SR 1136) NC 274
(Bessemer City Rd/Garrison Blvd) 26,200 E 32,200 F
NC 274
(Bessemer City Rd/Garrison Blvd) Linwood Rd (SR 1131) 13,400 C 21,500 D
Linwood Rd (SR 1131) US 321 (Chester St) 7,900 C 16,400 D
US 321 (Chester St) Avon St 15,900 D 21,800 D
Avon St Thomas St/Belvedere Ave 16,100 D 22,700 D
Thomas St/Belvedere Ave NC 279 (New Hope Rd) 20,000 C 27,100 C
NC 279 (New Hope Rd) Cox Rd/Armstrong Park Rd 15,500 C 24,700 C
Cox Rd/Armstrong Park Rd (SR
2200) Franklin Square Shopping Ctr 24,600 C 39,200 D
Franklin Square Shopping Ctr Lineburger Rd 24,600 E 39,200 F
Lineburger Rd S Main St/Redbud Dr (SR 2329) 22,800 C 39,500 D
S Main St/Redbud Dr (SR 2329) Wesleyan Dr/Market St 33,100 C 42,300 D
Wesleyan Dr/Market St Lakewood Rd 33,900 D 59,700 F
Lakewood Rd NC 273 (Park St) 33,600 D 60,100 F
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TABLE 1-3: US 29-74 – Existing and Projected Traffic Volumes and Levels of Service
Segment
From To
2006
AADT1
2006
LOS2
2030
AADT1
2030
LOS2
NC 273 (Park St) NC 7 (Catawba St) 43,700 D 72,700 F
NC 7 (Catawba St) Old Dowd Rd (SR 1191) 45,100 F 70,500 F
Old Dowd Rd (SR 1191) Sam Wilson Rd (SR 1625) 31,900 D 52,600 F
Sam Wilson Rd (SR 1625) I‐485 SB Ramps 36,000 E 58,400 F
I‐485 SB Ramps I‐485 NB Ramps 34,900 F 55,100 F
East of I‐485 NB Ramps 29,800 D 45,000 F
1. AADT – Annual Average Daily Traffic Volumes (vehicles per day). Source: Gaston East‐West Connector (U‐3321) Traffic Forecast for
Toll Alternatives (Martin/Alexiou/Bryson, August 2008).
2. LOS (Level of Service) – A measure of congestion. Source: Final Traffic Operations Technical Memorandum for I‐85, I‐485, US 29‐74,
and US 321 Under Various Scenarios – Gaston East‐West Connector (PBS&J, September 2008).
Along US 29-74, traffic flow is significantly influenced by traffic signals since most of the
signalized intersections are within two miles of each other. In Gastonia, signalized intersections
control the capacity and govern the LOS provided to the motoring public on existing US 29-74.
1.6.2.5 Traffic Volumes and Operations on US 321
Table 1-4 presents existing (2006) and projected (design year 2030) traffic volumes and levels of
service for US 321. Figures 1-4 and 1-5 present the same information graphically.
On US 321, base year (2006) AADT volumes ranged from 13,500–41,600 vpd, with the highest
traffic volumes (41,600 vpd) occurring between the I-85 northbound ramp and Rankin Lake Road.
By 2030, US 321 is expected to see changes in volumes ranging from -4 to +67 percent. The 4
percent decrease in volume is projected between West Franklin Boulevard and West Rankin
Avenue (just north of downtown), and is likely due to the limitations of the travel demand model,
not an indication of an actual trend downward. The highest percent increase (67 percent) is
projected between the North Carolina/South Carolina state line and Forbes Road/Superior
Stainless Road.
The majority of segments along US 321 are operating at LOS D or better and are expected to
continue operating at LOS D or better through 2030. The exceptions are the segments near the I-
85 ramps, which are operating at LOS E and F, and are expected to remain congested through
2030.
TABLE 1-4: US 321 – Existing and Projected Traffic Volumes and Levels of Service
Segment
From To
2006
AADT1
2006
LOS2
2030
AADT1
2030
LOS2
NC/SC State Line Forbes Rd (SR 2420) 18,500 A 30,900 A
Forbes Rd (SR 2420) Crowders Creek Rd (SR 1103) 13,500 B 20,700 B
Crowders Creek Rd (SR 1103) Stagecoach Rd (SR 1136) 15,500 C 23,400 C
Stagecoach Rd (SR 1136) Davis Park Rd (SR 1153) 16,100 B 23,000 C
Davis Park Rd (SR 1153) Hudson Blvd (SR 1255) 15,600 D 23,000 D
Hudson Blvd (SR 1255) Jackson Rd 20,000 D 22,800 D
Jackson Rd W 3rd Ave 15,600 C 17,400 C
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TABLE 1-4: US 321 – Existing and Projected Traffic Volumes and Levels of Service
Segment
From To
2006
AADT1
2006
LOS2
2030
AADT1
2030
LOS2
W 3rd Ave US 29‐74 (W Franklin Blvd) 15,600 C 17,400 C
US 29‐74 (W Franklin Blvd) W Airline Ave/W Long Ave 21,400 C 20,500 C
W Airline Ave/W Long Ave W Rankin Ave 21,400 C 20,500 C
W Rankin Ave Radio St 16,800 C 19,900 D
Radio St I‐85 NB Ramps 18,600 C 22,000 D
I‐85 NB Ramps I‐85 SB Ramps 30,100 F 34,500 F
I‐85 SB Ramps Rankin Lake Rd 41,600 E 47,000 E
1. AADT – Annual Average Daily Traffic Volumes (vehicles per day). Source: Gaston East‐West Connector (U‐3321) Traffic Forecast for
Toll Alternatives (Martin/Alexiou/Bryson, August 2008).
2. LOS (Level of Service) – A measure of congestion. Source: Final Traffic Operations Technical Memorandum for I‐85, I‐485, US 29‐74,
and US 321 Under Various Scenarios – Gaston East‐West Connector (PBS&J, September 2008).
1.6.2.6 Traffic Volumes and Operations on I-485
Table 1-5 presents existing (2006) and projected (design year 2030) traffic volumes and levels of
service for I-485. Figures 1-4 and 1-5 present the same information graphically.
TABLE 1-5: I-485 – Existing and Projected Traffic Volumes and Levels of Service
Segment
From To
2006
AADT1
2006
LOS2
2030
AADT1
2030
LOS2
Exit 4 – Steele Creek Rd (NC 160) Exit 9 – US 29‐74 (Wilkinson Blvd) 52,000 C 100,000 E
Exit 9 Exit 10 – I‐85 16,1003 A 41,9003 B
1. AADT – Annual Average Daily Traffic Volumes (vehicles per day). Source: Gaston East‐West Connector (U‐3321) Traffic Forecasts for
Toll Alternatives (Martin/Alexiou/Bryson, August 2008).
2. LOS (Level of Service) – A measure of congestion. Source: Final Traffic Operations Technical Memorandum for I‐85, I‐485, US 29‐74,
and US 321 Under Various Scenarios – Gaston East West Connector (PBS&J, September 2008).
3. AADT is for the mainline and does not include AADT on the collector/distributor roads between the two interchanges.
Source: Gaston East‐West Connector(U‐3321) Traffic Forecasts for Toll Alternatives (Martin/Alexiou/Bryson, August 2008).
In the Project Study Area, base year (2006) AADT volumes on I-485 were approximately 52,000
vpd. By 2030, traffic volumes were projected to double to approximately 100,000 vpd.
I-485 mainline in the Project Study Area is currently operating at acceptable levels of service
(LOS D or better). By 2030, I-485 is projected to continue to operate with an acceptable LOS
between Exit 9 (US 29-74 [Wilkinson Blvd]) and Exit 10 (I-85), but south of Exit 9, I-485 is
projected to degrade to LOS E.
1.7 SOCIAL AND ECONOMIC
CONDITIONS
1.7.1 POPULATION CHARACTERISTICS
Gaston County has 15 municipalities entirely within the
county. Gastonia, centrally located in the county, is the
county’s largest city and its seat. Most of the population
Population Growth
Gaston County’s population is
expected to increase 12.8 percent
from 2006 to 2030, with most
growth occurring in southeast
Gaston County. Mecklenburg
County’s population is projected to
increase 68.2 percent between 2006
and 2030.
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growth in Gaston County between 1980 and 2000 occurred in the county’s eastern towns (near
the Mecklenburg County border), including Mount Holly, Belmont, and Cramerton (Gaston
County Comprehensive Plan, Gaston County, July 2002). Mecklenburg County has seven
municipalities, with the largest being Charlotte, the county seat.
Gaston County has been growing at an average rate of approximately 1 percent per year since
1990. In 1990, the population of Gaston County was 175,093, rising to 190,365 in 2000 and
199,397 in 2006. The percent change in Gaston County’s population between 2000 and 2006 was
4.8 percent, compared to a 10.1 percent change for the state of North Carolina and a 19 percent
change for Mecklenburg County during the same period. From 1990 to 2000, Mecklenburg
County’s population increased 36 percent, from 511,433 to 695,454. The population grew to
827,445 in 2006 (US Census Bureau Web site: www.census.gov).
In an effort to focus on the unique qualities of the County’s various communities, the Gaston
County Comprehensive Plan divided the County into five “Small Areas.” The Project Study Area
is included in the Southwest and Southeast Small Areas. Among the five Small Areas within
Gaston County, the population grew fastest between 1990 and 2000 in the Southeast Small Area,
accounting for approximately 58 percent (8,947 persons) of the population growth in Gaston
County from 1990 to 2000. Figure 1-6 displays the population growth between 1990 and 2000
for the five Small Areas.
The populations of both Gaston and Mecklenburg Counties are expected to increase through
2030, although Mecklenburg County is projected to grow more rapidly. The population of Gaston
County is projected to grow 12.8 percent from 2006 to 2030, while Mecklenburg County’s
population is expected to grow 68.2 percent (to 1,391,703 people) during the same period
(NC State Demographics Web site: www.demog.state.nc.us).
As part of the development of its 2030 LRTP, GUAMPO developed population projections for
2010, 2020, and 2030 for the Gaston Urban Area (Section 1.8.4.2). These population projection
maps are included as Appendix B. GUAMPO projects that the largest increases in population
will occur on the eastern side of Gaston County, particularly south of I-85.
As discussed above, current and future growth in Gaston and Mecklenburg Counties will require
improvements to area infrastructure to support the needs of a growing population.
1.7.2 ECONOMIC DATA
Gaston County’s reputation as an industrial center began
more than a century ago with the advent of textile industries.
Today, Gaston County is home to a diverse set of industries,
including health services, transportation equipment
manufacturing, retail, restaurants, business services, food
stores, industrial machinery and equipment manufacturing,
as well as the government sector (Gaston County Economic
Development Commission Web site: www.gaston.org).
The manufacturing sector employs the largest number of people in Gaston County, and accounts
for 21.8 percent of the county’s total employment (NC Department of Commerce Web site:
www.nccommerce.com/NCDOCWEBAPP/Resources/CountyProfiles/pdf/Gaston_2007Q4.pdf).
Employment
The manufacturing sector
employs the most workers in
Gaston County. The government
sector employs the most workers
in Mecklenburg County.
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The health care and social assistance sector is second to manufacturing in total employment,
accounting for 15.2 percent of total employment in the county, followed closely by retail trade
with 13.6 percent and government with 12.8 percent. While approximately 65 percent of the total
acreage of Gaston County is classified as farmland, agricultural employment is minimal. Only 0.1
percent of total county employment is in the agricultural sector (NC Department of Commerce
Web site:
www.nccommerce.com/NCDOCWEBAPP/Resources/CountyProfiles/pdf/Gaston_2007Q4.pdf).
Most of the employment growth in Gaston County will occur in the services industry, which is
forecasted to represent 26.7 percent of total employment in 2010 (Gaston County Comprehensive
Plan, Gaston County, July 2002).
The government sector employs the largest number of people in Mecklenburg County, accounting
for 10.8 percent of total employment within the county. The retail trade sector is second in total
employment, accounting for 10.4 percent, followed by finance and insurance at 9.6 percent, and
accommodation and food services at 8.4 percent (NC Department of Commerce Web site:
www.nccommerce.com/NCDOCWEBAPP/Resources/CountyProfiles/pdf/Mecklenburg_2007Q4.
pdf).
1.7.3 MAJOR ATTRACTIONS IN SOUTHERN GASTON COUNTY
1.7.3.1 Daniel Stowe Botanical Garden
Daniel Stowe Botanical Garden (DSBG), in the
southeastern portion of Gaston County (Figure 1-1), is a
privately-owned major tourist attraction in Gaston County.
In 2006, the 450-acre botanical garden attracted
approximately 84,000 visitors. With planned
improvements to the DSBG, visitor attendance is expected
to reach 250,000 by 2011 (DSBG, Annual Report, 2006).
The botanical garden employs about 40 people (Telephone interview, DSBG Human Resources,
April 22, 2008).
The only visitor entrance to the DSBG is off NC 279 (New Hope Road). Vehicles entering and
leaving the botanical garden often experience delays on NC 279 (New Hope Road), particularly
during major events hosted throughout the year. Traffic entering the DSBG during the Fourth of
July holiday has queued on NC 279 (New Hope Road) for about 1.5 miles north of the visitor
entrance (Telephone interview, DSBG staff, November 13, 2001).
1.7.3.2 Crowders Mountain State Park
Crowders Mountain State Park is located near the North Carolina/South Carolina state line in
southwest Gaston County (Figure 1-1). Crowders Mountain State Park is publicly-owned and is
administered by the NC Department of Environment and Natural Resources (NCDENR),
Division of Parks and Recreation. The state park currently has twelve full-time employees and
five part-time employees (Telephone interview, Crowders Mountain State Park superintendent,
April 11, 2008).
Attractions
The DSBG attracted 84,000 visitors
in 2006.
Crowders Mountain State Park had
more than 400,000 visitors in 2007.
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Crowders Mountain State Park contains 5,096 acres, including the peaks of Crowders Mountain
and Kings Pinnacle, which is approximately 800 feet above the surrounding countryside. The
significant scenic resources of the park include the contrast between rolling Piedmont hills and
the sheer rock outcrops of the Kings Mountain Range. Numerous opportunities exist to view the
panoramic Piedmont plateau from the park’s cliffs.
Crowders Mountain State Park had more than 400,000 visitors in 2007, compared to less than
300,000 visitors in 2001 (Telephone interview, Crowders Mountain State Park staff, April 11,
2008). The Park experiences its largest crowds of visitors from early spring through mid-
summer.
Regional access to Crowders Mountain is provided primarily by I-85. The main park entrance is
located off of Sparrow Springs Road, which is accessed from Franklin Boulevard (US 29-74) to the
north or Lake Montonia Road/Pinnacle Road to the south. There is also an access point on the
northern end of the park off Linwood Road.
1.8 TRANSPORTATION PLANS AND LAND USE PLANS
As discussed in this section, the proposed project is included in state and local transportation
plans as a controlled-access facility. Land use plans in both Gaston and Mecklenburg Counties
show that the Project Study Area is being planned for intensified development and increases in
population and employment.
1.8.1 STATE TRANSPORTATION PLANS
1.8.1.1 NCDOT State Transportation Improvement Program
The proposed action is included as Project U-3321 in the
NCDOT 2009–2015 STIP. Project U-3321 is programmed
as a toll road for a planning and environmental study.
Fifteen other projects in the 2009–2015 STIP are in the
general vicinity of the proposed action. Two of these
projects are rural projects (R-2608 and R-2248). Seven
projects are urban projects (U-2408, U-2713, U-3405, U-
3411, U-3425, U-3806, and U-2325). Five projects are
bridge replacement projects (B-4517, B-4752, B-4753, B-4860, and B-4344). There is one
interstate project (I-5000). These proposed projects are described in the Updated Purpose and
Need Statement for the Gaston East-West Connector (PBS&J, October 2008). Figure 1-7 shows
the general locations of these projects in relation to STIP Project U-3321.
1.8.1.2 NCDOT Strategic Highway Corridors
Initiative
On September 2, 2004, the North Carolina Board of
Transportation established a system of Strategic Highway
Corridors (SHC) for North Carolina as part of the State’s
Long-Range Statewide Multimodal Transportation Plan.
NCDOT STIP
The STIP is the State’s 7‐year plan
for funding transportation projects
statewide, including roads, ferries,
public transportation, aviation, and
passenger rail projects. It is
updated every 2 years.
Strategic Highway Corridors
I‐85, I‐485, US 321, STIP Project
U‐3321 (Gaston East‐West
Connector) and STIP Project R‐2608
(US 321 Bypass) are included in the
Strategic Highway Corridors
program.
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The primary purpose of the SHC Concept is to provide “a safe, reliable, and high-speed network
of highways that connect to travel destinations throughout and just outside of North Carolina.”
(SHC Concept Development Report, NCDOT, October 2005) A related goal is to use the SHC
Concept as a tool to influence and affect ongoing planning and project-related decisions in order
to realize the stated vision for each route.
For each SHC corridor, a Vision Plan was established by NCDOT that identified the minimum
preferred type of roadway for the corridor. The proposed facility types are primarily based upon
the function of the roadway, level of mobility and access, and whether the facility has (or will
have) traffic signals, driveways, and/or medians. The facility types on the SHC system are:
Freeway, Expressway, Boulevard, and Thoroughfare.
Figure 1-8 shows the SHC Vision Plan for NCDOT Division 12, which includes the Project Study
Area. Strategic Highway Corridors in the Project Study Area include US 321 (north of I-85), I-85,
I-485, the Gaston East-West Connector (STIP Project U-3321), and STIP Project R-2608. They
are all designated as Freeways within the SHC Vision Plan.
1.8.1.3 North Carolina Intrastate System
The Intrastate System has been established by statute in North Carolina (NCGS 136-178). The
purpose of the Intrastate System is to provide “high-speed, safe travel service throughout the
State.” The statute governing the development of the Intrastate System requires a route on the
system be a four-lane, access-controlled roadway if such a facility is warranted by traffic volumes
and is not precluded by environmental constraints.
In the Project Study Area, I-85 and I-485 are designated as existing multi-lane intrastate
corridors.
1.8.2 LOCAL TRANSPORTATION PLANS
1.8.2.1 Gaston Urban Area Thoroughfare Plan
A Thoroughfare Plan identifies a roadway system that is
expected to serve the area’s future travel demand. It shows
the conceptual alignments of major roadways, and provides a
starting point for MPOs to determine which roadways will
require upgrades in 10 to 20 years.
Figure 1-9 shows the currently approved Gaston Urban Area Thoroughfare Plan (last revised in
May 2006) and Mecklenburg-Union Thoroughfare Plan. These thoroughfare plans show the
Gaston East-West Connector (STIP Project U-3321) and the US 321 Bypass (STIP Project
R-2608) as proposed four-lane freeways. Please note that the alignments shown in Figure 1-9
for the Gaston East-West Connector at the Catawba River do not line up. The Gaston Urban
Area Thoroughfare Plan and Mecklenburg-Union Thoroughfare Plan show the corridors in
slightly different locations at the Catawba River.
Thoroughfare Plans
Thoroughfare plans identify
roadway projects needed to serve
an area’s future travel demand in
10 to 20 years. Thoroughfare plans
are used as a starting point to
prioritize projects.
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1.8.2.2 Gaston Urban Area MPO 2030 Long Range Transportation Plan
Long Range Transportation Plans (LRTP) are developed
by MPOs to guide long-range transportation
investments in their areas. The LRTP “is a
comprehensive Transportation Plan that defines a
transportation network that will serve both the present
and future volumes of vehicular traffic and transit use
in and around an urban area” (GUAMPO, 2030 LRTP,
p. 2). MPOs are required by federal law (23 USC 134) to
develop LRTPs as a condition of receiving federal
transportation funding.
The GUAMPO 2030 LRTP was last updated on May 24, 2005. Figure 1-10 shows the 2030
LRTP project map. One of the main objectives of the plan is to require transportation
improvements to better connect Gaston County to other geographic entities within the region,
particularly Mecklenburg County and Charlotte. Specifically, the plan promotes additional
bridge crossings over the Catawba River (Gaston East-West Connector, Mount Holly North Loop,
and widen existing roadways) to handle increases in traffic on I-85 and US 29-74, and to
strengthen connections to the regional network (GUAMPO, 2030 LRTP, p. 8).
GUAMPO is in the process of preparing an update to the 2030 LRTP. For additional information
regarding the plan update, refer to Section 4.2.2.
The GUAMPO TAC considers the Garden Parkway “the most significant project of all the
facilities proposed for Gaston County,” and has ranked the project #1 on its Unmet Needs List.
GUAMPO acknowledges that the Garden Parkway is two separate projects. “The MPO initially
proposed the Garden Parkway to be one contiguous project; however the project was split into two
portions in the STIP. One portion is STIP Project R-2608 (321 Bypass) which constitutes the
segment from I-85 to US 321 north of Gastonia. The other portion is STIP Project U-3321
(Gaston East-West Connector) and is the segment that begins in Mecklenburg County at NC 160
(West Boulevard) and extends across southern Gaston County terminating at I-85.” (GUAMPO,
2030 LRTP, p. 71). FHWA has determined that the Gaston East-West Connector and the US 321
Bypass meet the regulatory requirements for being considered as separate projects for purposes
of compliance with NEPA. The basis for this determination is documented in the project file
(Memorandum – Gaston County East-West Connector – TIP Project U-3321 – Logical Termini,
PBS&J, May 2008).
1.8.2.3 Mecklenburg-Union Thoroughfare Plan
Figure 1-9 shows the western section of the currently adopted Mecklenburg-Union Thoroughfare
Plan (last revised in March 2007). The Thoroughfare Plan shows the West Boulevard Extension
(STIP Project U-3411) as a major thoroughfare between NC 160 and I-485. The portion of the
Gaston East-West Connector (STIP Project U-3321) from I-485/NC 160 to the Gaston County line
is shown as a freeway.
Long Range Transportation Plans
An LRTP guides a region’s transportation
investments over a 20‐year period. Federal
law requires that the plan shall “include
both long‐range and short‐range program
strategies/ actions that lead to the
development of an integrated multimodal
transportation system to facilitate the safe
and efficient movement of people and
goods.” (23 CFR 450C, Sec. 450.322).
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1.8.2.4 Mecklenburg-Union MPO 2030 Long Range Transportation Plan
The Mecklenburg-Union MPO (MUMPO) 2030 LRTP was adopted April 20, 2005 and amended in
September 2005 and May 2007. Figure 1-10 shows the portion of the Mecklenburg-Union 2030
LRTP in western Mecklenburg County. The 2010 planning horizon includes the West Boulevard
Extension (STIP Project U-3411) from NC 160 to I-485 as a new four-lane facility. This project is
not currently ranked in the 2030 LRTP. The 2020 planning horizon includes the 1.89-mile
portion of STIP Project U-3321 from I-485 to the Gaston County line. This project is ranked
No. 81 in the MUMPO 2030 LRTP. MUMPO is in the process of preparing an update to the 2030
LRTP. For additional information regarding the plan update, refer to Section 4.2.2.
1.8.3 LOCAL LAND USE PLANS
1.8.3.1 Gaston County Comprehensive Plan
The Gaston County Comprehensive Plan, dated July 2002, was formally adopted in November
2002. The Gaston County Comprehensive Plan is intended to serve as a guide for managing
growth in the county, as well as to inform the planning processes of the county’s fifteen
municipalities. The plan serves as a common framework to help guide municipalities as they
develop and update their own plans.
Figure 1-11 is the future land use map developed in conjunction with the Gaston County
Comprehensive Plan. Gaston County refers to this map as the Composite Initiatives Map (Gaston
County Web site: www.co.gaston.nc.us/CompPlan/maps.htm). It generally shows recommended
future land uses for various areas of the county. The south and southeastern portions of the map
are shown to have primarily residential and mixed use potential.
1.8.3.2 Mecklenburg County Southwest District Future Land Use Map
The Charlotte-Mecklenburg Planning Department divides Mecklenburg County into six districts
for planning purposes. The Project Study Area is in the Southwest District.
The current Future Land Use Map for the Southwest District was last revised on July 9, 2007,
and is presented as Figure 1-12. The area is planned for mixed-use development, including
multi-family, office and retail uses just west of I-485 and more single-family uses closer to the
Catawba River.
1.8.3.3 Mecklenburg County Dixie-Berryhill Strategic Plan
The Dixie-Berryhill Strategic Plan, adopted in April 2003, is a subset of the Southwest District
that encompasses approximately 7,594 acres west of the Charlotte-Douglas International Airport.
As of 2000, approximately 80 percent of the land in the Dixie-Berryhill area consisted of vacant
land or very large parcels with single dwellings.
Figure 1-13 is the Proposed Land Use map from the Dixie-Berryhill Strategic Plan. On the map,
Mixed-Use Communities B and C are in the vicinity of the proposed project, with more non-
residential uses near Charlotte-Douglas International Airport, and more residential uses in the
western portions of these communities.
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Regarding transportation, the Dixie-Berryhill Strategic Plan refers to a West Boulevard
Extension from I-485 through the Dixie-Berryhill area and across the Catawba River in the same
general location as the Gaston East-West Connector. However, the Plan recommends that this
extension should be a “major thoroughfare”.
It should be noted that the Mecklenburg-Union Thoroughfare Plan, which was last updated by
MUMPO in March 2007 (four years after adoption of the Dixie-Berryhill Strategic Plan),
recommends the Gaston East-West Connector as a freeway facility with a service interchange at
the proposed major thoroughfare (Dixie River Road), as well as a freeway-to-freeway interchange
at I-485.