19-0053_Iredell_R3833C_State EAFONSI_final_May2018

PROJECT COMMITMENTS
BRAWLEY SCHOOL ROAD (SR 1100) IMPROVEMENTS IREDELL COUNTY W.B.S. NO. 34554.1.FD1 STIP PROJECT R-3833C
NCDOT Division 12
•One (1) noise wall was found to meet NCDOT’s criteria for feasibility and reasonableness
and qualifies for further consideration and possible inclusion in the project. A more
detailed analysis is recommended once final design plans are available. The final decision
on installation of the noise barrier will be made upon completion of the project final design,
compliance with NCDOT Policy, and the public involvement process.
•Due to the proximity of streams with a Best Usage Classification of CA (Critical Area) and
the Catawba River Buffer Rules (Lake Norman), sedimentation and erosion control
measures shall adhere to the Design Standards in Sensitive Watersheds (15A NCAC
4B .0124) per standard NCDOT practice.
•Due to the presence of fly ash fill material on the State Employees Credit Union site,
(located at he intersection of Brawley School Road and US 21) NCDOT will send any fly
ash material removed during the construction of the project to a permitted disposal
facility.
CONTENTS
I. Description of Proposed Action………………………..………….……………………….…………………………………...1
II.Purpose and Need for the Proposed Project…………………………………………….……………………………….1
III.Existing Conditions…………………………………………………………………………………….………………………………….2
IV.Other proposed highway improvements in the Project Corridor………………………………................3
V. Alternatives considered……………………………………………………………………………………………………………...3
VI.Estimated Costs…………………………………………………………………………………………....................................4
VII.Environmental Effects of Proposed Action…………………………………………………………………………………4
A. Natural Resources…..………………………………………………………………………......................4
B. Community Impacts And Land Use…..………………………………………………….…..…...……..7
C. Cultural Resources………………..…………………………………………………….…….….…….......8
D. Public Lands And Scenic, Recreational, And State Natural Areas………….………...….………8
E. Air Quality…..…………………………………………………………………………….………………......8
F. Noise Levels…..……………………………………………………………………………………..…….....8
G. Floodplains…..……………………………………………………………………….….………...….…...10
H. Hazardous Material Sites/Underground Storage Tanks…..………………….………......………....10
I. Utilities….……………………………………………………………………………….…....…….……….....11
J. Indirect and Cumulative Impacts…….………………………………………….…………….…….…11
K. Farmland..…………………………………………………………………………….……………….…….11
L. Summary of Environmental Impacts...…………………………………………………………….…....11
Public Involement……………………………………………………………..………………………...13
State and Federal Permits Required….…………………………………………………..……...………………………..13
X. ………………………………………..………………………………………..…13
………………………………………………..…………………………….…13
………………………………………………………………………………...……………………………………………......14
Figures
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Appendices
1

I. DESCRIPTION OF PROPOSED ACTION
The North Carolina Department of
Transportation (NCDOT) proposes to improve
the existing 1.1-mile section of State Route
(SR) 1100 (Brawley School Road) from just
east of the intersection of Brawley School
Road and Talbert Road to just east of the
intersection of Brawley School Road and US
21 in Mooresville. The project also includes
improvements to a 0.8-mile section of US 21
from just north of Dry Dock Loop/ Vandalia
Road to Abberly Green Boulevard.

The proposed improvements integrate a
range of cross-sections to accommodate
future traffic volumes. The four-lane typical
sections, combined with the variable median
widths, turn lanes, and U-turn bulbs require a
proposed right-of-way width of 103 feet. The proposed project would include 14-foot outside
travel lanes to accommodate bicycles and two 5-foot wide sidewalks for pedestrian traffic. Figure
1 shows the project corridor.

The proposed project is included in the 2015-2025 State Transportation Improvement Program
(STIP) as Project No. R-3833C. Right-of-way acquisition and construction for the project are
scheduled for 2018 and 2020, respectively.

This project was previously included as part of STIP Project R-3833. An Environmental Assessment
for the R-3833 project was completed in 2003, followed by a Finding of No Significant Impact in
2005. The R-3833 project corridor extended approximately 5.9 miles, from SR 1177 (Chuckwood
Road) to US 21 and included a proposed interchange at I-77. The R-3833 project corridor was
divided into three sections: A, B, and C. STIP Projects R-3833A and R-3833B extended from
Chuckwood Road to I-77, and were completed and constructed in 2012 and 2013, respectively.
Due to the age of the original R-3833 environmental documents, a re-evaluation of Section C (R-
3833C) was warranted.

This combined State Environmental Assessment/Finding of No Significant Impact (SEA/FONSI) was
prepared in accordance with the North Carolina State Environmental Policy Act (SEPA) of 1971.
II. PURPOSE AND NEED FOR THE PROPOSED PROJECT
The purpose of the proposed project is to improve the level-of-service (LOS), travel conditions, and
sight distance issues along this section of Brawley School Road.

Many of the intersections in the project corridor currently operate at an unacceptable level-of-
service (LOS). Table 1 shows Traffic conditions exceeding LOS D (E and F) are deemed
unacceptable. Most of the intersections that failed are unsignalized; however, the signalized
intersection at US 21 and Brawley School Road operates at LOS F in the existing year during both
peak hours. These undesirable LOS conditions represent substantial travel delay, increased
accident potential, and inefficient motor vehicle operation. Table 1 shows the intersection LOS
and delay along Brawley School Road within the project corridor based on Base year (2015) traffic
volumes and No-Build traffic volumes for the design year (2040). As discussed above, without
Northbound US 21 at Brawley School Road
2

improvements, most intersection along the corridor will be operating at a failing LOS in 2040 which
will contribute to congestion along the corridor.
Table1. Overall Intersection Delay and Level of Service (LOSS)
NOTES: u – Unsignalized Intersection; S – Signalized Intersection; X (XX) – LOS (Delay in seconds);
## - Delay exceeds 300 seconds. Unsignalized intersection delay and level of service
shown are for the approach with the worst delay at the intersection.
III. EXISTING CONDITIONS
Brawley School Road is classified as a major
collector and predominately consists of two
through-lanes, with turn-lanes, throughout the
project corridor. Currently, there are no
bicycle and pedestrian facilities along
Brawley School Road. Wilson Avenue and US
21 are classified as minor collector and minor
arterial facility types respectively.

Brawley School Road serves a large residential
population and is a primary commuter route
for thousands of Mooresville-area residents
making it one of the busiest east-west
corridors connecting Mooresville residents to
recreational activities at Lake Norman. This
area is rapidly urbanizing, with continued
commercial retail and residential growth
expected.

In 2015, Brawley School Road had an annual daily traffic (ADT) count of approximately 18,500
vehicles per day(vpd) within the project corridor. The traffic volumes along Brawley School Road
are expected to increase to 28,200 vpd by 2040. The posted speed limit along Brawley School
Road is 45 miles per hour. There are no schools identified along the project corridor; however,
AM PM AM PM AM PM
Brawley School Rd @ I-77 S C (24.8) C (24.0) C (27.0) E (68.4) D (40.4) D (39.9)
Brawley School Rd @ Talbert Rd / Sunfish Dr S C (28.4) D (43.1) E (69.8) F (88.4) C (31.2) B (18.2)
Brawley School Rd @ Winghaven St U F (82.3) F (68.4) F (161.2) F (168.2) F (108.0) F (97.9)
Brawley School Rd @ Citation
Dr/Secretariat Ln U C (21.6) D (27.0) F (257.8) F (191.3) F (78.7) F (82.0)
Brawley School Rd @ Roundkeep
Ln/Commerce Park Rd U E (41.5) F (##) F (##) F (##) E (44.5) E (35.4)
US 21 @ Brawley School Rd/Wilson Ave S F (174.9) F (173.8) F (230.5) F (221.6) C (20.3) B (14.2)
US 21 @ Commerce Park Rd U F (157.2) F (174.3) F (##) F (156.5) C (21.3) B (11.4)
Brawley School Rd @ Balmy Ln S -- -- -- -- B (10.7) B (12.5)
US 21 NB U-turn S -- -- -- -- B (16.0) B (16.2)
US 21 SB U-turn S -- -- -- -- B (15.0) C (21.1)
LOS/Delay Summary
Intersection Traffic Control Existing No Build Build
2040 2015
Eastbound on Brawley School Road at US 21
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there are multiple schools located west of I-77 on Brawley School Road and east of US 21 on Wilson
Avenue. There are several school busses making approximately two- three trips per day using
Brawley School Road. Mooresville Fire Station 5 is also in the project corridor, located southwest of
the Brawley School Road/US 21 intersection. NCDOT will maintain ongoing coordination with
Iredell County Emergency Services to make the necessary temporary reassignments to primary
response units prior to construction.
IV. OTHER PROPOSED HIGHWAY IMPROVEMENTS IN THE PROJECT CORRIDOR
Several roadway improvement projects included in the 2018-2027 STIP are located in the vicinity
of the project study area. Table 2 provides a brief description of these projects, along with their
current schedules.
Table 2. Other STIP Projects in the Area
Source: North Carolina Department of Transportation, State Transportation Improvement Program (NCBOT
Amended STIP – July 2016)
V. ALTERNATIVES CONSIDERED
No-Build Alternative – The No- Build Alternative includes only maintenance activities to ensure the
safety and continued operation of the existing highway. The no-build-alternative would be
constructed within existing right-of-way and would avoid any adverse environmental impacts or
residential relocations. Adverse social and economic impacts could occur; however, since future
traffic volumes may result in a greater breakdown of traffic service along this section of Brawley
School Road. The no-build alternative would not meet the purpose and need of the project which
include improving the LOS for local, regional, and statewide traffic along the Brawley School Road
corridor, and enhancing the ability of Brawley School Road to serve the regional transportation
function in accordance with the Strategic Highway Corridors Plan vision. The no-build-alternative
would not be consistent with adopted local, regional, and state transportation plans.

Although the no-build alternative does not meet the purpose and need for this project, or alleviate
transportation needs, it provides a baseline comparison against impacts associated with the build
alternative.

Build Alternative – The build alternative was developed using a ‘best-fit’ approach to address
geometric deficiencies along Brawley School Road. The best-fit alignment incorporates a
STIP Project No.
Description Right of Way Scheduled to Begin
Construction Scheduled to Begin
U-6037 US 21 from NC 150(Plaza Drive) to SR
1245 (Medical Park Road). Widen to 4-
Lanes Divided.
2019 2019
R-2307 NC 150 From Harvel Road to US 21 2017 2019
U-5816 Midnight/Oates Road from SR 1474
(Bluefield Road) to US 21 (Charlotte
Highway) Widen to three-lanes with
overpass over I-77.
2019 2021
U-5817 Extend SR 1246 (Fairview Road) over I-
77 to connect with SR 1206 (Alcove
Road).
2019 2021
R-5100 Williamson Road (SR 1109) Widening 2019 2021
4

combination of symmetrical and asymmetrical widening and avoids and/or minimizes impacts to
the human and natural environments. Several intersection treatments were evaluated along
Brawley School Road. The build alternative meets the purpose and need for this project by
providing increased capacity and improved LOS.

Proposed improvements include widening existing Brawley School Road to a divided 23-foot
raised median facility, with 12-foot lanes, turn lanes, 5-foot bicycle lanes and 5-foot sidewalks.
Traffic signals will be provided at intersections warranting them. The proposed improvements are
shown in Figure 2A. As shown in Figure 2B, US 21 would be reconfigured as a ‘Michigan Left’
intersection. This design would redirect left-turning drivers to use the proposed U-turn bulbs on US
21. The Michigan Left intersection design will provide improved progression and reduced delay for
drivers on all approaches. Proposed typical sections (Figures 3A and 3B) for roads intersecting
Brawley School Road are variable width, curb and gutter that will tie in with the existing roadway.

Access at St. Therese Catholic Church would be modified to allow the westbound left-turn
movement to enter the eastern driveway. Eastbound right-turn movements would be allowed at
both the eastern and western driveway entrances. Eastbound exiting movements would be able
to utilize both driveways, however, westbound exiting movements would turn right out of the
western driveway to access an unsignalized U-turn bulb west of the church.

The traffic signal at the intersection of Brawley and Talbert would be modified to accommodate
the widened roadway. Balmy Lane will be reconnected to Brawley School road at a proposed
signalized intersection.
VI. ESTIMATED COSTS
The estimated costs, based on 2017 prices, are as follows:
Table 3. Cost Estimates

Preferred Alternative
Total Construction

$28,794,228
Right-of-way

$10,088,500
Utilities

$2,905,728
Stream Mitigation

$94,000
Total Project Cost $28,794,228

VII. ENVIRONMENTAL EFFECTS OF PROPOSED ACTION

A. NATURAL RESOURCES
Field work was conducted between September 14 and 16, 2016 and field verification meetings
for jurisdictional areas were held on November 18, 2016 for the natural resources technical report
(NRTR).
5

(1) Water Resources – Water resources in the
study area are part of the Catawba River Basin
[U.S. Geological Survey (USGS) Hydrologic Unit
03050101]. Three streams were identified in the
study area. There are no High Quality Waters
(HQWs), Outstanding Resource Waters (ORWs),
303d-listed impaired streams, trout waters,
primary nursery areas, or anadromous fish waters
within the study area. Additionally, there are no
HQWs, ORWs, or 303d-listed impaired streams (for
sediment/turbidity) within one mile downstream
of the study area. Lake Norman is a water supply
lake and it, and its tributaries, are designated as
Water Supply-IV, Class B, Critical Area waters.

The project study area falls within the Catawba
River Basin and is therefore protected under the
provisions of the Catawba River Buffer Rules administered by NCDWR. These rules apply to a 50-
foot wide riparian buffer along the Catawba River mainstem below Lake James and along the
mainstem lakes in the Catawba River Basin, excluding wetlands. The Catawba River mainstem
and the mainstem lake shorelines are not located within the project study area and no riparian
buffers rules apply.

Three jurisdictional streams were identified within the study area. The location of these streams is
shown in Figure 5. The physical characteristics and water quality designations of each
jurisdictional stream are shown below in Table 4. All jurisdictional streams in the study area have
been designated as warm water streams for the purposes of stream mitigation.
Note: All waters within the project corridor are classified as WS-IV, CA, and B

(2) Wetlands – There are no jurisdictional wetlands within the project corridor.

(3) Biotic Resources – Terrestrial communities were classified using “NC WAM User Manual, Version
4.1” and “Classification of the Natural Communities of North Carolina, Third Approximation”. Four
terrestrial communities were identified in the project corridor: maintained/disturbed, dry oak
hickory forest, mesic mixed hardwood forest, and successional forest (pine/cedar). Figure 6 shows
terrestrial communities found within the project corridor.

(4) Aquatic Communities – Aquatic communities in the project corridor consist of both perennial
and intermittent piedmont streams. Perennial streams in the project corridor could support
bluehead chub, redlip shiner, northern dusky salamander, and redbreast sunfish. Intermittent
streams in the project corridor would likely support aquatic communities of spring peeper, crayfish,
and various benthic macroinvertebrates. The proposed project includes replacing existing
culverts at two stream crossings. The proposed updates will remove the existing corrugated metal
arched pipe culverts and replace it with reinforced concrete box culverts using staged
construction.
Table 4. Jurisdictional Characteristics of Water Resources in Project Corridor
Map ID Length within Project Corridor (linear feet) Classification Compensatory Mitigation Required River Basin Buffer
SA 382 Perennial Yes None
SB 175 Intermittent Yes None
SC 597 Perennial Yes None
Stream SA at culvert under Brawley School Road
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(5) Federally Protected Species – As of April 28, 2017, the United States Fish and Wildlife Service
(USFWS) lists three federally protected species for Iredell County (Table 5). Following is a brief
description of each species’ habitat requirements, as well as the Biological Conclusion rendered
based on field observation and survey results in the study area. Habitat requirements for each
species are based on best available information from the USFWS.
Table 5. Federally protected species listed for Iredell County
Scientific Name Common Name Federal Status Habitat Present Biological Conclusion
Hexastylis naniflora Dwarf-flowered heartleaf T No No effect
Myotis septentrionalis Northern long-eared bat E Yes *
Clemmys muhlenbergii Bog turtle T(S/A) No Not required
E – Endangered
T – Threatened
T(S/A) – Threatened due to similarity of appearance
*-May Affect, Not Likely to Adversely Affect. NLEB is exempt due to consistency with the 4(d) rule.

Dwarf-flowered heartleaf
Biological Conclusion: No effect
Suitable habitat for the dwarf-flowered heartleaf does not exist within the study area. Additionally,
a review of the NCNHP database, revealed no known occurrences of this species within 1.0 mile
of the project study area.

Northern long-eared bat
Biological Conclusion: May Affect Not Likely to Adversely Affect
A review of the NC Natural Heritage Program Database (June 8, 2017) indicates no known
occurrence of NLEB within 1.0 miles of the study area. A review of USFWS GIS data indicates no
confirmed hibernation or maternity sites have been located in Iredell County as of June 1, 2016.
NCDOT has determined that the proposed action does not require separate consultation on the
grounds that the proposed action is consistent with the final Section 4(d) rule, codified at 50 C.F.R.
§ 17.40(o) and effective February 16, 2016. NCDOT may presume its determination is informed by
best available information and consider Section 7 responsibilities fulfilled for NLEB.

Bog turtle
Biological Conclusion: Not required
Suitable habitat for the bog turtle does not exist in the study area as there are no wetlands within
the study area. A review of NCNHP Natural Heritage Element Occurrences (NHEO) (April 2017
dataset) indicates no known occurrences of bog turtle within 1.0 miles of the study area.
Bald Eagle and Golden Eagle Protection Act
Habitat for the bald eagle primarily consist of mature forest in proximity to larger bodies of open
water for foraging. Large dominant trees are utilized for nesting sites, typically within 1.0 mile of
open water.
A desktop-GIS assessment of the project study area, as well as the area within a 1.13-mile radius
(1.0 mile plus 660 feet) of the project limits, was performed in September 2016 using 2015 color
aerials. There are water bodies large enough and sufficiently open to be considered potential
feeding sources within 1.13 miles of the project limits. No nests were observed within 660 feet
beyond the project study area. As of April 2017, the bald eagle is not listed by the USFWS for Iredell
County.

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B. COMMUNITY IMPACTS AND LAND USE

(1) Land Use –The project corridor is urban in nature which consists primarily of low density,
residential development and scattered, low density, commercial development. A commercial
node, located in the southeast quadrant of the project corridor includes a tutoring center, barber
shop, and several office buildings. A commercial area that includes a shopping center,
restaurants, a retail store, and laundry mart is in the northeast quadrant of the project corridor.
There are few areas along the corridor that are relatively undeveloped consisting of forest areas.
The area is currently zoned as Residential Office (R2, R5) along Brawley School Road, and Highway
Business (HB) along US-21. The activities associated with the proposed corridor widening are
compatible with the area’s zoning designation. The project would not induce land use changes.

St. Therese Catholic Church is located
approximately 1080 feet east of Talbert Road. A
paved extension of SR 1100 (Brawley School
Road) provides access to the church entrance.
The project would make minor alignment shifts to
both the church entrances. The proposed design
would have no impact on the parking lot but
utilizes temporary construction easement along
the edge of the church adjacent to Brawley
School Road.

The State Employee Credit Union is located at the
intersection of Brawley School Road and US-21.
The project would re-configure the parking lot
which would result in loss of some parking spaces.

(2) Environmental Justice & Title VI Evaluation – Table 6 shows the Environmental Justice data for
the project corridor. While low-income and minority populations are present in the project
corridor, the percentage is lower than the County average. Except for mobile home parks
located northwest of US-21, there are no specific neighborhoods or other concentrations of low-
income populations in the project corridor. There are no specific neighborhoods or other
concentrations of minority populations in the project corridor. Relocations associated with the
proposed project would not affect the mobile home park or any other identified low-income or
minority populations. There are no disproportionately high or adverse impacts to minority
populations. Benefits and burdens resulting from the project are anticipated to be equitably
distributed throughout the community.

NCDOT adheres to Title VI of the Civil Rights Act, which provides that no person in the United States
shall, on the grounds of race, color, or national origin, be excluded in participation in, be denied
the benefits of, or be subjected to discrimination under any program or activity receiving Federal
financial assistance.
Table 6. Environmental Justice Data
Category Project Corridor County Average State Average
Minority Population 30% 37% 36%
Low Income Population 27% 39% 38%
Linguistically Isolated
Population 2% 3% 3%
Source: USEPA EJSCREEN: Environmental Justice Screening and Mapping Tool. Accessed September 2017

St. Therese Catholic Church
8

C. CULTURAL RESOURCES

The NCDOT Human Environment Section, under the provisions of a Programmatic Agreement with
FHWA, NCDOT, HPO, OSA and the Advisory Council on Historic Preservation (effective July 1, 2009),
reviewed the proposed project and determined no historic structures are in the project corridor
and the project would have no impacts to archaeological resources. No surveys for historic
architectural or archaeological resources are required (supporting documentation is provided in
Appendix A). D. PUBLIC LANDS AND SCENIC, RECREATIONAL, AND STATE NATURAL AREAS.
The Mooresville Municipal Golf Course is located in the southeast region of the project corridor.
The northwest parcel is currently being developed into residential real estate. There would not be
any impacts to the recreational facility, easement would run 500 feet adjacent to East Wilson
Road, away from the Golf Course. E. AIR QUALITY

A project-level air quality analysis was prepared for this project. A copy of the unabridged version
of the full technical report entitled Air Quality Report, SR 1100 (Brawley School Road) and US 21
Widening dated October 9, 2017 is included in Appendix B. Iredell County is in a Partial County-
8-Hour Ozone Maintenance Area. Iredell County is within the Charlotte maintenance area for the
2008 ozone (O3) standard as defined by the EPA. This area was designated marginal
nonattainment under the 2008 eight-hour ozone standard on July 20, 2012. Due to improved
regional air quality, the region was re-designated as a maintenance area on August 27,
2015. Section 176(c) of the CAAA requires that transportation plans, programs, and projects
conform to the intent of the state air quality implementation plan (SIP). The current SIP does not
contain any transportation control measures for Iredell County.

The Charlotte Region Transportation Planning Organization 2040 Metropolitan Transportation Plan
(MTP) and the 2016 - 2025 Transportation Improvement Program (TIP) conform to the intent of the
SIP. The USDOT made a conformity determination on the MTP on 4/20/2016 and the TIP on
4/20/2016. The current conformity determination is consistent with the final conformity rule found
in 40 CFR Parts 51and 93. There are no significant changes in the project’s design concept or
scope, as used in the conformity analyses. The project is not anticipated to create any adverse
effects on the air quality of the area. This evaluation, as presented in the Air Quality Report,
completes the assessment requirements for air quality of the 1990 Clean Air Act Amendments
and the SEPA process.

F. NOISE ANALYSIS

In accordance with Title 23 Code of Federal Regulations Part 772, Procedures for Abatement of
Highway Traffic Noise and Construction Noise (Title 23 CFR 772) and the North Carolina
Department of Transportation Traffic Noise Policy, each Type I highway project must be analyzed
for predicted traffic noise impacts. In general, Type I projects are proposed State or Federal
highway projects for construction of a highway or interchange on new location, improvements of
an existing highway which substantially change the horizontal or vertical alignment or add new
through lanes, or projects that involve new construction or substantial alteration of transportation
facilities such as weigh stations, rest stops, ride-share lots or toll plazas.

Traffic noise impacts are determined through implementing the current Traffic Noise Model
(TNM®) approved by the Federal Highway Administration (FHWA) and following procedures
detailed in Title 23 CFR 772, the NCDOT Traffic Noise Policy and the NCDOT Traffic Noise Manual.
9

When traffic noise impacts are predicted, examination and evaluation of alternative noise
abatement measures must be considered for reducing or eliminating these impacts. Construction
noise impacts may occur if noise-sensitive receptors are in close proximity to project construction
activities. All reasonable efforts should be made to minimize exposure of noise sensitive areas to
construction noise impacts.

The source of this traffic noise information is Traffic Noise Report, SR 1100 (Brawley School Road)
and US 21 Widening (Stantec, June 2018).

Traffic Noise Impacts and Noise Contours
The maximum number of receptors in each project for the build alternative predicted to become
impacted by future traffic noise is shown in the table below. Table 7 includes those receptors
expected to experience traffic noise impacts by either approaching or exceeding the FHWA
Noise Abatement Criteria or by a substantial increase in exterior noise levels as defined in the
NCDOT Traffic Noise Policy.
Table 7. Predicted Traffic Noise Impacts*

Alternative Traffic Noise Impacts
Residential
(NAC B)
Places of Worship/Schools,
Parks, etc. (NAC C & D)
Businesses
(NAC E)
Total
Build 1 20 1 0 21
*Per TNM 2.5 and in accordance with 23 CFR Part 772

Traffic Noise Abatement Measures

Measures for reducing or eliminating the traffic noise impacts were considered for all impacted
receptors in each alternative. The primary noise abatement measures evaluated for highway
projects include highway alignment changes, traffic system management measures,
establishment of buffer zones, noise barriers and noise insulation (NAC D only). For each of these
measures, benefits versus allowable abatement measure quantity (reasonableness), engineering
feasibility, effectiveness and practicability and other factors were included in the noise
abatement considerations.

Substantially changing the highway alignment to minimize noise impacts is not considered to be
a viable option for this project due to engineering and/or environmental factors. Traffic system
management measures are not considered viable for noise abatement due to the negative
impact they would have on the capacity and level of service of the proposed roadway. Costs to
acquire buffer zones for impacted receptors will exceed the NCDOT base dollar value of $22,500
per benefited receptor plus an incremental increase as defined in the NCDOT Traffic Noise
Manual, causing this abatement measure to be unreasonable.

Noise Barriers

Noise barriers include two basic types: earthen berms and noise walls. These structures act to
diffract, absorb and reflect highway traffic noise. For this project, earthen berms are not found to
be a viable abatement measure because the additional right of way, materials and construction
costs are estimated to exceed the NCDOT maximum allowable base quantity of 4,200 cubic yards
per benefited receptor plus an incremental increase as defined in the NCDOT Traffic Noise Policy.
10

A noise barrier evaluation was conducted for this project utilizing the Traffic Noise Model (TNM 2.5)
software developed by the FHWA. Table 8 summarizes the results of the evaluation. The potential
barrier location evaluated with TNM is north of Brawley School Road between Citation Drive and
Roundkeep Lane in Noise Study Area (NSA) 2. Based upon criteria defined in the NCDOT Traffic
Noise Policy, this barrier is preliminarily justified and is recommended for construction, contingent
upon completion of the project design and the public involvement process.
Table 8. Preliminary Noise Barrier Evaluation Results

Alternative (Noise Barrier Location)
Length (linear feet)
Square Footage
Number of Benefited Receptors
Square Feet per
Benefited Receptor / Allowable Square Feet per Benefited Receptor
Preliminarily
Recommended for Construction
1
Build Alternative
(Noise Study
Area 2 – North of
Brawley School
Road between
Citation Drive
and Roundkeep
Lane)
1,005 14,089 21 671/1,500 Yes
1The recommendation for barrier construction is preliminary and subject to change, pending completion of final design
and the public involvement process.

Summary

A traffic noise evaluation was performed that preliminarily identified one noise barrier that meets
feasible and reasonable criteria found in the NCDOT Traffic Noise Policy. A more detailed analysis
will be completed during project final design. Noise barriers found to be feasible and reasonable
during the preliminary noise analysis may not be found to be feasible and reasonable during the
final design noise analysis due to changes in proposed project alignment and other design
considerations, surrounding land use development, or utility conflicts, among other factors.
Conversely, noise barriers that were not considered feasible and reasonable may meet the
established criteria and be recommended for construction. This evaluation was conducted in
accordance with the highway traffic noise requirements of Title 23 CFR Part 772.

In accordance with NCDOT Traffic Noise Policy, the Federal/State governments are not
responsible for providing noise abatement measures for new development for which building
permits are issued after the Date of Public Knowledge. The Date of Public Knowledge of the
proposed highway project will be the approval date of the Categorical Exclusion (CE).

G. FLOODPLAINS

The proposed project is not located in a flood hazard zone.

H. HAZARDOUS MATERIAL SITES/UNDERGROUND STORAGE TANKS

According to NC One Map GIS data, there is a registered underground storage tank (UST),
currently a Gas Station, approximately 262 feet east of Round Keep Lane and 690 feet west of US-
21. The proposed design will avoid the USTs by widening the proposed design further south onto
the State Employees Credit Union property.
11

I. UTILITIES

Due to the suburban and urban setting of the project corridor, several utilities are present within
the project corridor. The project would require construction beyond the limits of the current
roadway and fill slopes. The Utility Estimate Worksheet is provided in Appendix E.
J. INDIRECT AND CUMULATIVE IMPACTS

The proposed project is not expected to have a notable indirect effect on future land use. Any
direct natural environmental impacts by the project would be addressed by avoidance,
minimization, or mitigation. Developers are required to follow local, state, and federal guideline
and permitting regulations.
K. FARMLAND

North Carolina Executive Order Number 96 requires all state agencies to consider the impacts of
land acquisition and construction projects on prime farmland soils, as designed by the U.S. Natural
Resources Conservation Service (NRCS). The proposed project was evaluated in accordance
with the Farmland Protection Policy Act (FPPA). Because the project is in a location defined as an
‘urbanized area’ on a USGS census mapping, it is exempt under the Farmland Protection Policy
Act (FPPA) [7 CFR 658.2(a)]. The proposed project complies with the FPPA and does not require
the submittal of a Farmland Conversion Impact Rating Form. L. Summary of Environmental Impacts

Table 9 summarizes impacts associated with the Preferred Alternative.

Table 9. Summary of Impacts
Resource Applicability/Resources in Project Study Area
General Project Information
Length of project (approximate in miles) 1.1
Crossing or Intersecting roadways (#) 4
Cultural Resources
NRHP (and eligible sites, districts, other properties) (#) None
Human Environment
Community Resources (#) 1– Church
1- Day Care
Public Parks/Section 4(f) Properties (#) Mooresville Municipal Golf Course
Greenways, Game Lands, Land and Water Conservation Fund
Properties, Bicycle Routes, etc. (#) None
Residential Properties (# potentially affected) 8
Business Properties (# potentially affected) 4
High % Special Populations (Low-income, Minority) None Observed
Natural Environment
Streams (# of stream crossings) 1 major crossing - Potential parallel impacts
Floodplain crossing 0
Wetlands (est. acres) 0
Ponds (est. acres connected to jurisdictional waters) 0 (Pond was located North of Mooresville Golf Course)
Critical Water Supply Watersheds None
Riparian Buffer Rules apply NA (Catawba River Basin)
Outstanding Resource Waters / High Quality Resource Waters 0
303(d) Listed Streams 0
12

Resource Applicability/Resources in Project Study Area
Identified Critical Habitat/ESA Spp. (# known)
No Critical Habitat
Iredell County Federally-listed species: Dwarf-flowered
heartleaf, Northern Long-eared bat
Physical Environment
Hazardous Materials (# suspected/known sites) USTs - 1
Fly Ash 1 area – 60,000 cubic yards used as structural fill on
State Employees Credit Union site
Utilities Urban corridor – all utilities present
Active agriculture (Voluntary Agricultural District) None
FEMA Buyout Properties None
NOTES:
1) Impact quantities are based on construction limits plus an additional 25 feet. Impacts to wetland forest communities are
shown separately.
2) The Relocation Report is located in Appendix C.
3) Right-of-Way (ROW) and Utility cost estimates are included in Appendix D. VIII. PUBLIC INVOLVEMENT
A Local Officials Meeting and Public Meeting for the proposed project were held on October 3,
2017 at Saint Therese Catholic Church. The postcard notice, handout and comment form are
included in Appendix E.
Local Officials Meeting: The Local Officials Meeting began at 2:00 PM with approximately eleven
attendants. The local officials’ invitation letter and mailing list can be found in Appendix E. Public Meeting: A total of 990 postcard notices were mailed informing the public of the purpose,
date, and location of the Public Meeting. One hundred twelve (112) people that attended the
public meeting. The public meeting, held from 4:00 PM until 7:00 PM, was presented in an informal,
open-house format with no formal presentation. During conversations with the project team,
attendees provided verbal comments generally related to access and property acquisition (Right-
of-Way).

Four comment forms were received during the Public Meeting and additional comment forms
were received via e-mail or through the mail after the public meeting. Written comment
summaries and responses are provided in Appendix E.
St. Therese Catholic Church Traffic Operations Meeting: The project team met with several of the
church staff and parishioners of St. Therese on January 23, 2018. The meeting was intended to
address concerns regarding access into and out of the church parking lot before and after
services and special events. During the public meeting and in the written comments received
from parishioners, the project team received multiple comments regarding access to the church.
Because of this feedback, NCDOT conducted a weekend traffic count and subsequent traffic
analysis at the church driveways and along Brawley School Road for the existing and proposed
build conditions.

The analysis showed that traffic will operate at LOS C or better at the two church driveways without
the assistance of off-duty police officers once the project is opened to traffic. However, LOS will
reach a level of F towards the end of the design period in 2040. Therefore, NCDOT recommended
that the church could pursue alternatives such as the utilization of off-duty police officers in the
future at their western driveway and /or at the U-turn bulb on Brawley School Road. Meeting
materials are provided in Appendix E.
13

IX. STATE AND FEDERAL PERMITS REQUIRED
The proposed project would require an Erosion and Sediment Control Plan (15A NCAC 2H .1000)
subject to review and approval by the NC Department of Environment Quality (NCDEQ).

A Regional General Permit (RGP) 31 will likely be applicable. The USACE holds the final discretion
as to what permit will be required to authorize project construction. If a Section 404 permit is
required, then a Section 401 Water Quality Certification (WQC) from the NCDWR will be needed.
Other federal, state, or local permits, approvals, or authorizations may also be required.

X. COORDINATION AND AGENCY COMMENTS
NCDOT has sought input from the following agencies as a part of the project development: US
Army Corps of Engineers, US Environmental Protection Agency, NC Department of Environmental
Quality, US Fish & Wildlife Service, N.C Wildlife Resource Commission, NC Division of Parks &
Recreation, and the North Carolina State Historic Preservation Office. XI. BASIS FOR FINDING OF NO SIGNIFICANT IMPACT
Based upon a study of the proposed project documented in this assessment and upon comments
received from federal, state, and local agencies, it is the finding of the NCDOT that this project
would not have significant adverse impacts upon the human or natural environment. The project,
as proposed, is consistent with local, regional, and statewide planning efforts and would not
disrupt the communities adjacent to it. Per this evaluation, a Finding of No Significant Impact is
applicable to this project. Therefore, a state environmental impact statement is not required.

The following person may be contacted for additional information regarding this proposal and
statement:

Mark Stafford, PE
Division Engineer
Highway Division 12
1710 E. Marion St. (US 74 Business)
Shelby, North Carolina 28151-0047
Telephone [phone]

14

XI. REFERENCES
Connect NCDOT. Project Breakdown Map 2015
https://connect.ncdot.gov/projects/planning/Project%20Breakdown%20Maps/R3833.pdf

Federal Emergency Management Agency (FEMA). 2017. Flood Map Service Center.
https://msc.fema.gov/portal

Federal Highway Administration (FHWA). 1987. Guidance for Preparing and Processing
Environmental and Section 4(f) Documents. US Department of Transportation. FHWA
Technical Advisory No. T 6640.8A. http://wwwcf.fhwa.dot.gov/environment

General Assembly of North Carolina. Session 2015. House Bill 795.
http://www.ncleg.net/EnactedLegislation/SessionLaws/PDF/2015-2016/SL2015-90.pdf

North Carolina Department of Environmental Quality (NCDEQ). 2010. North Carolina Wetland
Assessment Method User Manual, Version 4.1. https://ncdenr.s3.amazonaws.com/s3fs-
public/Water%20Quality/Surface%20Water%20Protection/PDU/NC%20WAM/NCWAM%20
Users%20Manual%20and%20appendices%20v4.1.pdf

NCDOT, Traffic Engineering Accident Analysis System. March 2015. Strip Analysis Report for
R-3833C.

North Carolina Natural Heritage Program. 1990. Classification of the Natural Communities of
North Carolina, Third Approximation.
https://www.nrc.gov/docs/ML0915/ML091520177.pdf

North Carolina Department of Transportation (NCDOT), Project Development and Environmental
Analysis Branch. December 2003. Environmental Assessment (EA). Mooresville, Iredell
County. TIP R-3833 SR 1100 (Brawley School Road) Improvements.

North Carolina Department of Transportation (NCDOT), Project Development and Environmental
Analysis Branch. April 2005. Finding of No Significant Impact (FONSI). Mooresville, Iredell
County. TIP R-3833 SR 1100 (Brawley School Road) Improvements.

United States Department of Agriculture (USDA), Natural Resources Conservation Service (NRCS).
2017. Johnston County Web Soil Survey.
https://websoilsurvey.sc.egov.usda.gov/App/HomePage.htm

United States Environmental Protection Agency (UESPA). 2015 Annual Drinking Water Quality
Report – Town of Kenly. Town of Kenly Public Works.
http://www.townofkenly.com/images/kenly-forms-downloads/public-works/2015-water-
qual-report.pdf

United States Geological Survey (USGS). 2017. Earth Science Concepts, Geology by Region.
North Carolina Map.

FIGURES
""150
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Figure 1Vicinity Map
I
0 1,000 2,000 3,000500Feet
SR 1100 (Brawley School Road) Widen to Multi-Lanes from I-77 to US 21 Iredell County
STIP R-3833C
Iredell County
Study Area
North Carolina Department of
TransportationDivision of Highway Divsion 12
§¨¦77
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St. Therese Catholic Church
The Church of Jesus Christ of Latter-day Saints
Mooresville Golf Course
Windsor Woods
Churchill Estates
Reed Creek
Abberly Green Apartment Homes
Country ClubApartments
£¤21
89:LMNO RETAINING WALL
RETAINING WALL
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SR 1100 (Brawley School Road)Widen to Multi-Lanes from I-77 to just west of US 21Iredell CountySTIP R-3833C
I
1 inch = 400 feet0200400600100Feet DateApril 2018
North Carolina Department of Transportation Division of Highway Divsion 12 2A
Figure
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Existing Property Line
NCDOT Right of Way
Proposed Right of Way
Proposed Concrete Island
Proposed Roadway
Proposed Roadway Culvert
Proposed Retaining Wall
INSET 1
INSET 1
BEGINPROJECT
END PROJECT
INSET 2
Proposed Improvements
Figure
2BNorth Carolina Department of Transportation Division of Highway Divsion 12
SR 1100 (Brawley School Road)Widen to Multi-Lanes from I-77 to just west of US 21 Iredell CountySTIP R-3833C
INSET 2
Proposed Improvements
GRADE
POINT
.02 .02.02
2'
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2'-6" C&G
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GRADE TO THIS LINE
GRADE TO THIS LINE
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.02.02
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TYPICAL SECTION NO. 1
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GRADE TO THIS LINE
.02.02
TYPICAL SECTION NO. 2
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2:1
4:1
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ORIGINAL
4:1
VARIES
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.02
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2:1
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ORIGINAL
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-Y- US-21
LOCATION VARIES FROM LEFT TO CENTER
EXISTING PAVEMENT
EXISTING PAVEMENT
2'-6" C&G GRADE TO THIS LINE
GROUND
ORIGINAL
SHEET 4
DATE: MARCH 2017
FROM SOUTH OF DRY DOCK LOOP TO ABBERLY GREEN BLVD.
17.5' (WEST WILSON AVE)
SIDEWALK SIDEWALK
WEST WILSON AVE
-L- BRAWLEY SCHOOL ROAD
**
*
FROM TALBERT ROAD TO WEST WILSON AVE
NO BIKE LANES OR SIDEWALK ON WEST WILSON AVE
INCOMPLETE PLANS
DO NOT USE FOR R/W ACQUISITION
DO NOT USE FOR CONSTRUCTION
PRELIMINARY PLANS
SR 1100 (Brawley School Road)Widen to Multi-Lanes from I-77 to just west of US 21 Iredell CountySTIP R-3833C
Figure 3A
Typical Section
North Carolina Department of Transportation
Division of Highway
Divsion 12
R-3833C
GRADE
POINT
.02
2'
.02
2'-6" C&G
CL
1'-6" C&G
0.75'
.02
TYPICAL SECTION NO. 4
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EXISTING PAVEMENTEXISTING PAVEMENT
SHEET 5
DATE: MARCH 2017
FROM TALBERT ROAD TO US-21
GRADE
POINT
.02 .08
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GRADE TO THIS LINE
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6:14:16:1
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SLOPES
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ORIGINAL
GROUND
ORIGINAL
GROUND
ORIGINAL
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6'
TYPICAL SECTION NO. 3
12'
.02.08
FDPS
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SLOPES
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GROUND
ORIGINAL
GROUND
ORIGINAL
GROUND
ORIGINAL
FILL HING
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6'12'
.02 .02
CL-Y1- TALBERT ROAD
8'
11' W/GR 11' W/GR
8'12'12'
FROM SOUTH OF REED CREEK ROAD TO BRAWLEY SCHOOL ROAD
SUBDIVISION ROADS
EXISTING PAVEMENT
GRADE TO THIS LINEGRADE TO THIS LINE
INCOMPLETE PLANS
DO NOT USE FOR R/W ACQUISITION
DO NOT USE FOR CONSTRUCTION
PRELIMINARY PLANS
SR 1100 (Brawley School Road)Widen to Multi-Lanes from I-77 to just west of US 21 Iredell County
STIP R-3833C
North Carolina Department of Transportation
Division of Highway
Divsion 12
Figure 3B
Typical Section
3
SR 1100 (Brawley School Road) Widen to Multi-Lanes from I-77 to US 21 Iredell County
STIP R-3833C
Environmental Features
î
î
4
89:s
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Mooresville Golf Course
Windsor Woods
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Country ClubApartments
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UTtoLakeNorman
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1 inch = 500 feet
0 500 1,000250Feet Date4/2017
Flood Zone AE (100-Year Floodplain)
Jurisdictional perennial stream
Jurisdictional intermittent stream
Ephemeral Stream (non-jurisdictional)
Ditch (non-jurisdictional)
NHD Streams
Study Area
Registered UST Tank
89:s Mooresville Fire Station 5
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Summit Place Assisted Living Memory Care
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W WILSON

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4
North Carolina Department of Transportation
Division of Highway
Divsion 12
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Jurisdictional Features
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Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community
SR 1100 (Brawley School Road) Widen to Multi-Lanes from I-77 to US 21 Iredell CountySTIP R-3833C
I
1 inch = 500 feet05001,000250Feet
Natural Resource Survey Study Area
Parcel
Jurisdictional perennial stream Jurisdictional
intermittent stream Date6/2017
SC
SB
SA
Figure
5
North Carolina Department of Transportation
Division of Highway
Divsion 12
Terrestrial Communities Map
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SR 1100 (Brawley School Road) Widen to Multi-Lanes from I-77 to US 21 Iredell County
STIP R-3833C
I
1 inch = 500 feet
0 400 800200Feet
Natural Resource Survey Study Area
Natural Communities
Dry Oak-Hickory Forest
Maintained-Disturbed
Mesic Mixed Hardwood Forest
Successional Forest (Pine/Cedar)
Date6/2017Iredell County
BrawleySchoolRd
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Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AeroGRID, IGN, and the GIS User Community
Figure
6
North Carolina Department of Transportation
Division of Highway
Divsion 12
APPENDIX A
Cultural Resources
Project Tracking No.:
“No ARCHAEOLOGY SURVEY REQUIRED” form for the Amended Minor Transportation Projects as Qualified in the 2015 Programmatic Agreement. 1 of 4
17-03-0005
NO ARCHAEOLOGICAL SURVEY REQUIRED FORM
This form only pertains to ARCHAEOLOGICAL RESOURCES for this project. It is not
valid for Historic Architecture and Landscapes. You must consult separately with the Historic Architecture and Landscapes Group. PROJECT INFORMATION

Project No: R-3833 County: Iredell
WBS No: 34554.1.FD1 Document: MCC
F.A. No: N/A Funding: State Federal
Federal Permit Required? Yes No Permit Type: usace

Project Description: NCDOT proposes to widen SR 1100 (Brawley School Road) to multi-lanes from I-77 to US 21 in Iredell County. The roadway would be widened to include additional lanes, a median and
possibly bike lanes and sidewalks. The total length, which includes intersection improvements at US 21,
is estimated at 1.97 miles. While the width varies, a typical range of 100-200 feet includs most segments and includes easements and cut or fill lines that otherwise extend beyond the ROW. For purposes of this
archaeological review, the Area of Potential Effects (APE) covers the entire length of the project and width of final construction limits.
This is a state funded project, however, federal permitting is expected from USACE. Therefore, Section
106 of the National Historic Preservation Act applies for this federal undertaking.

SUMMARY OF CULTURAL RESOURCES REVIEW

Brief description of review activities, results of review, and conclusions:
Conceptual design mapping and design was available which, combined with verbal description, provided
the basis to establish the APE. The project was viewed on topographic and aerial mapping (Figures 1 and 2). The project area is developed with modern infrastructure, driveways and parcels. Much of the APE is
assumed to be modified, disturbing the soils and archaeological context.
The Office of State Archaeology was visited to review archaeological mapping and to reference any known archaeological surveys. Archaeological reviews in the nearby vicinity have been considered. Of particular
interest is ER 00-9912 which covers the same TIP # R-3833 which is described as "Improvements to SR
1101, Bawley School Road, from SR 1177 [River Loop Road] to US 21 with Interchange at I-77." This review concluded that no archaeological investigation was warranted based the eroded nature of the soils,
then recent archaeological surveys in the immediate vicinity, and a nearby site consisting of a single flake,
31Id285 which was not eligible for the National Register of Historic Places (see attached memo from HPO to NCDOT dated August 23, 2000). Several other environmental reviews are noted nearby the project area,
including NCDOT survey of Gibbs Road immediately west of the current APE during which no archaeological sites were identified (ER 00-99121, Glover April 2008).
Project Tracking No.:
“No ARCHAEOLOGY SURVEY REQUIRED” form for the Amended Minor Transportation Projects as Qualified in the 2015 Programmatic Agreement. 2 of 4
17-03-0005
Brief Explanation of why the available information provides a reliable basis for reasonably predicting
that there are no unidentified historic properties in the APE:
The scale of new expansion in a develeoped, disturbed context over generally eroded soils suggest that intact, signficant archaeological sites would not be encountered by the construction of the undertaking, a large road widening project. Background checks did not reveal any recorded significant archaeological
sites in the immediately proximity of the project. Rather, the APE for the expansion of SR 1100, Brawley School Road, has already been reviewed by the NC HPO and OSA resulting in a recommendation that no archaeological survey is warranted. We concur with the recommendation, noting that development and soil
disturbances has increased in the area over the past nearly two decades. No archaeological survey is recommended for this road widening project. Should archaeological remains be encountered during
construction, contact this office for further unanticipated discovery guidance.
SUPPORT DOCUMENTATION
See attached: Map(s) Previous Survey Info Photos Correspondence Photocopy of County Survey Notes Other:
FINDING BY NCDOT ARCHAEOLOGIST
NO ARCHAEOLOGY SURVEY REQUIRED
4/11/2018
NCDOT ARCHAEOLOGIST Date
Project Tracking No.:
“No ARCHAEOLOGY SURVEY REQUIRED” form for the Amended Minor Transportation Projects as Qualified in the 2015 Programmatic Agreement. 3 of 4
17-03-0005

Figure 1. Vicinity of TIP # R-3833C, SR 1100 Brawley School Road on USGS topographic mapping (Mooresville).
I-77
I-77
NC-150
NC-1
1
5
SR-1109
SR-1100
SR-1116
SR-1196
SR-1190
SR-1135SR-1191
SR-1306
SR-1132
SR-1125
SR-3288
SR-1254
SR-1209
SR-2906
SR-1288
SR-3223
SR-3090
SR-1291
SR-1275
SR-3092
SR-1474
SR-1130
SR-1131
SR-2907
SR-3187 SR-2993
SR-2700
SR-1289
SR-3003
SR-3290
SR-1100
US-21
Reeds Creek
West Branch Rocky RiverCopyright:© 2013 National Geographic Society, i-cubed, Esri, HERE, Garmin, © OpenStreetMap contributors,
and the GIS user community
b
0 2,000 4,0001,000 Feet
Project Tracking No.:
“No ARCHAEOLOGY SURVEY REQUIRED” form for the Amended Minor Transportation Projects as Qualified in the 2015 Programmatic Agreement. 4 of 4
17-03-0005
Figure 2. Recent aerial mapping showing the APE of the TIP # R-3833C project which proposes widening SR 1100, Brawley
School Road. Previous reviews for the project by HPO/OSA recommended no survey based on eroson and other factors.
Mooresville
I-77
I-77
SR-1100
SR-1116
SR-
2906
SR-1196
SR-2907
SR-2993
SR-1100
US-21
Reeds Creek
Source: Esri, DigitalGlobe, GeoEye, Earthstar Geographics, CNES/Airbus DS, USDA, USGS, AEX,Getmapping, Aerogrid, IGN, IGP, swisstopo, and the GIS User Community
b
0 800 1,600400 Feet
APPENDIX B
Air Quality Analysis Report

AIR QUALITY REPORT

SR 1100 (Brawley School Road)
and US 21 Widening

Mooresville, Iredell County

WBS Element No. 34554.1.1
STIP Project No. R-3833C
Prepared for:
North Carolina Department of Transportation
Environmental Analysis Unit
Traffic Noise and Air Quality Group
Submitted by:
Stantec Consulting Services, Inc.

October 2017
October 9, 2017
i
Table of Contents
Table of Contents ........................................................................................................................... i
1. Introduction .......................................................................................................... 1
2. Air Quality Analysis ............................................................................................. 1
3. Attainment Status ................................................................................................. 2
4. Carbon Monoxide ................................................................................................. 3
5. Ozone & Oxides ................................................................................................... 3
6. Particulate Matter & Sulfur .................................................................................. 3
7. Lead ...................................................................................................................... 4
8. Mobile Source Air Toxics (MSAT) ...................................................................... 4
8.1. Background .......................................................................................................... 4
8.2. Motor Vehicle Emissions Simulator (MOVES)................................................... 4
8.3. MSAT Research ................................................................................................... 5
8.4. NEPA Context ...................................................................................................... 5
8.5. Consideration of MSAT in NEPA Documents ...................................................... 6
8.6. Qualitative MSAT Analysis ................................................................................. 9
8.7. Incomplete or Unavailable Information for Project-Specific MSAT Health
Impacts Analysis ................................................................................................ 11
8.8. MSAT Conclusion.............................................................................................. 12
9. Construction Air Quality .................................................................................... 13
10. Summary ............................................................................................................ 13
List of Tables
Table 1. National and North Carolina Ambient Air Quality Standards (NAAQS) ........................ 2
Table 2. Vehicle Miles Traveled ................................................................................................... 10
List of Figures
Figure 1. National MSAT Emission Trends 2010 - 2050 for Vehicles Operating on Roadways
Using EPA's MOVES2014a Model ................................................................................................ 7
Figure 2. Project Vicinity Map ..................................................................................................... 14
Figure 3. Build Alternative 1 ........................................................................................................ 15
Figure 4. Build Alternative 1 (cont.) ............................................................................................. 16
1
1.Introduction
The North Carolina Department of Transportation (NCDOT) proposes widening SR 1100 (Brawley School Road) from just east of I-77 to 1000’ east of US 21 and widening US 21 approximately 2300’ north and 1950’ south of Brawley School Road. The roadway cross
section will go from a two-lane facility to a four-lane divided section with a 23’ to 35’ raised
median. The total approximate length of the project is 1.9 miles. The proposed project is in
Mooresville in Iredell County, as shown in Figure 2.
The proposed project is needed to relieve traffic congestion and improve the Level of Service (LOS) on Brawley School Road and US 21. Due to its location and geography, Brawley School
Road is the sole route home for thousands of Mooresville and Mooresville-area residents, as
well as one of the busiest east-west corridors connecting downtown Mooresville and Lake
Norman. Over time, especially the recent decade, this major thoroughfare has been the most rapidly urbanizing area of Mooresville. The primary purpose of the proposed project is to provide improved travel conditions and safety by widening Brawley School Road and US 21 to
four-lane facilities, as well as a Michigan left configuration at Brawley School Road and US 21,
with U-turn movements on US-21 as shown in Figure 3.
A State Environmental Assessment (SEA) and a Finding of No Significant Impact (FONSI) are being prepared for the project. Funding will be provided through the State Highway Trust Fund. The project is listed in the 2018–2027 State Transportation Improvement Program (STIP) as
Project No. R-3833C.
2.Air Quality Analysis
Air pollution originates from various sources. Emissions from industry and internal
combustion engines are the most prevalent sources. The impact resulting from highway
construction ranges from intensifying existing air pollution problems to improving the ambient
air quality. Changing traffic patterns are a primary concern when determining the impact of a new highway facility or the improvement of an existing highway facility. Motor vehicles emit carbon monoxide (CO), nitrogen oxide (NO), hydrocarbons (HC), particulate matter, sulfur
dioxide (SO2), and lead (Pb) (listed in order of decreasing emission rate).
The Federal Clean Air Act of 1970 established the National Ambient Air Quality Standards
(NAAQS). These were established in order to protect public health, safety, and welfare from known or anticipated effects of air pollutants. The NAAQS contain criteria for SO2, particulate matter (PM10, 10-micron and smaller, PM2.5, 2.5 micron and smaller), CO, nitrogen dioxide
(NO2), ozone (O3), and lead (Pb). The National and North Carolina Ambient Air Quality
Standards are presented in Table 1.
The primary pollutants from motor vehicles are unburned hydrocarbons (HC), Nitrogen oxides (NOx), CO, and particulates. HC and NOx can combine in a complex series of reactions catalyzed by sunlight to produce photochemical oxidants such as O3 and NO2. Because these
reactions take place over a period of several hours, maximum concentrations of photochemical
oxidants are often found far downwind of the precursor sources. These pollutants are regional
problems.
2
Table 1. National and North Carolina Ambient Air Quality Standards (NAAQS)
Pollutant Primary/ Secondary Averaging Time Level Form
Carbon Monoxide
(CO)
primary 8 hours 9 ppm Not to be exceeded more than once per year 1 hour 35 ppm
Lead (Pb)
primary and secondary Rolling 3 month average 0.15 μg/m3 (1) Not to be exceeded
Nitrogen Dioxide (NO2)
primary 1 hour 100 ppb
98th percentile of 1-hour daily
maximum concentrations, averaged over 3 years
primary and secondary 1 year 53 ppb (2) Annual Mean
Ozone (O3)
primary and secondary 8 hours 0.070 ppm (3) Annual fourth-highest daily maximum 8-hour concentration,
averaged over 3 years
Particle Pollution
(PM)
PM2.5
primary 1 year 12.0 μg/m3 annual mean, averaged over 3 years
secondary 1 year 15.0 μg/m3 annual mean, averaged over 3 years
primary and secondary 24 hours 35 μg/m3 98th percentile, averaged over 3 years
PM10 primary and
secondary 24 hours 150 μg/m3 Not to be exceeded more than once per year on average over 3
years
Sulfur Dioxide (SO2)
primary 1 hour 75 ppb (4) 99th percentile of 1-hour daily maximum concentrations, averaged over 3 years
secondary 3 hours 0.5 ppm Not to be exceeded more than once per year
(1) In areas designated nonattainment for the Pb standards prior to the promulgation of the current (2008) standards, and for
which implementation plans to attain or maintain the current (2008) standards have not been submitted and approved, the previous standards (1.5 µg/m3 as a calendar quarter average) also remain in effect.
(2) The level of the annual NO2 to the 1-hour standard level.
(3) Final rule signed October 1, 2015, and effective December 28, 2015. The previous (2008) O3 standards additionally remain in effect in some areas. Revocation of the previous (2008) O3 standards and transitioning to the current (2015) standards will be addressed in the implementation rule for the current standards.
(4) The previous SO2 standards (0.14 ppm 24-hour and 0.03 ppm annual) will additionally remain in effect in certain areas: (1) any area for which it is not yet 1 year since the effective date of designation under the current (2010) standards, and (2) any area for which implementation plans providing for attainment of the current (2010) standard have not been submitted and approved and which is designated nonattainment under the previous SO2 standards or is not meeting the requirements of a SIP
call under the previous SO2 its State Implementation Plan to demonstrate attainment of the require NAAQS.
Source: US EPA, https://www.epa.gov/criteria-air-pollutants/naaqs-table, accessed September 14, 2017.
3. Attainment Status
The project is in Iredell County, which is within the Charlotte maintenance area for the 2008 ozone (O3) standard as defined by the EPA. This area was designated marginal nonattainment under the 2008 eight-hour ozone standard on July 20, 2012 and due to improved air quality in
the region was re-designated as a maintenance area on August 27, 2015. Section 176(c) of the
CAAA requires that transportation plans, programs, and projects conform to the intent of the
3
state air quality implementation plan (SIP). The current SIP does not contain any transportation
control measures for Iredell County. The Charlotte Region Transportation Planning
Organization 2040 Metropolitan Transportation Plan and the 2016-2025 Transportation
Improvement Program (TIP) conform to the intent of the SIP. The USDOT made a conformity
determination on the MTP on April 20, 2016 and the TIP on April 20, 2016. The current conformity determination is consistent with the final conformity rule found in 40 CFR Parts
51and 93. There are no significant changes in the project’s design concept or scope, as used in
the conformity analyses.
4. Carbon Monoxide
Carbon monoxide is a colorless, odorless gas that is formed when carbon in fuel is not burned
completely. It is a component of motor vehicle exhaust, which contributes approximately 56
percent of all carbon emissions nationally. State and federal guidance suggests using CO predictions as the primary indicator for vehicular induced pollution. CO is sensitive to variations in temperature; emissions are twice as high in winter months as compared to summer
months. CO is also sensitive to vehicle speed; emissions decrease with an increase in speed (up
to 50 mph), and then increase again at higher speeds. Idling and low speeds (less than 15 mph)
can produce the highest CO levels. Recent trends in air quality indicate CO levels have dramatically improved. The decline in CO concentrations is primarily due to stricter controls on automobile exhaust resulting in cleaner cars. This drop is remarkable because it is occurring
while the nation’s population is growing rapidly yielding more traffic and urban sprawl.
CO regional and project-level conformity requirements in North Carolina have ended.
Therefore, regional and project-level transportation conformity requirements no longer apply to CO in North Carolina. As such, project-level CO hot-spot analyses using MOVES2014 and CAL3QHC emission and dispersion models are no longer required in North Carolina as part of
the NEPA/SEPA process.
5. Ozone & Oxides
Automobiles are regarded as sources of HC and NOx. HC and NOx emitted from cars are
carried into the atmosphere where they react with sunlight to form O3 and NO2. Automotive
emissions of HC and NOx are expected to decrease in the future due to the continued
installation and maintenance of pollution control devices on new cars. However, regarding area-wide emissions, these technological improvements may be offset by the increasing number of cars on the transportation facilities of the area.
The photochemical reactions that form O3 and NO2 require several hours to occur. For this
reason, the peak levels of ozone generally occur ten to twenty kilometers downwind of the
source of HC emissions. Urban areas as a whole are regarded as sources of HC, not individual streets and highways. The emissions of all sources in an urban area mix in the atmosphere, and, in the presence of sunlight, this mixture reacts to form O3, NO2, and other photochemical
oxidants. The best example of this type of air pollution is the smog that forms in Los Angeles,
California.
6. Particulate Matter & Sulfur
Automobiles are not regarded as significant sources of particulate matter (PM) and SO2.
Nationwide, highway sources account for less than seven percent of PM emissions and less than
4
two percent of SO2 emissions. PM and SO2 emissions are predominantly the result of non-
highway sources (e.g., industrial, commercial, and agricultural). Because emissions of PM and
SO2 from automobiles are very low, there is no reason to suspect that traffic on the proposed
project will cause air quality standards for PM and SO2 to exceed the NAAQS.
This project is within an attainment area for PM2.5 and PM10 and does not include significant increases in diesel traffic. Therefore, no quantitative PM2.5 or PM10 analysis is required.
7. Lead
Automobiles without catalytic converters can burn regular gasoline. The burning of regular gasoline emits lead as a result of regular gasoline containing tetraethyl lead, which is added by
refineries to increase the octane rating of the fuel. Newer cars with catalytic converters burn
unleaded gasoline, thereby eliminating lead emissions. Also, the United States Environmental
Protection Agency (EPA) has required the reduction in the lead content of leaded gasoline. The overall average lead content of gasoline in 1974 was approximately 0.53 gram per liter. By 1989, this composite average had dropped to 0.003 gram per liter. The Clean Air Act
Amendments of 1990 (CAAA) made the sale, supply, or transport of leaded gasoline or lead
additives unlawful after December 31, 1995. Because of these reasons, it is not expected that
traffic on the proposed project will cause the NAAQS for lead to be exceeded.
8. Mobile Source Air Toxics (MSAT)
8.1. Background
Controlling air toxic emissions became a national priority with the passage of the CAAA,
whereby Congress mandated that the EPA regulate 188 air toxics, also known as hazardous air
pollutants. The EPA assessed this expansive list in its rule on the Control of Hazardous Air
Pollutants from Mobile Sources (Federal Register, Vol. 72, No. 37, page 8430, February 26, 2007), and identified a group of 93 compounds emitted from mobile sources that are part of
EPA’s Integrated Risk Information System (IRIS).1 In addition, EPA identified nine
compounds with significant contributions from mobile sources that are among the national and
regional-scale cancer risk drivers or contributors and non-cancer hazard contributors from the
2011 National Air Toxics Assessment (NATA).2 These are 1,3-butadiene, acetaldehyde, acrolein, benzene, diesel particulate matter (diesel PM), ethylbenzene, formaldehyde,
naphthalene, and polycyclic organic matter. While FHWA considers these the priority MSAT,
the list is subject to change and may be adjusted in consideration of future EPA rules.
8.2. Motor Vehicle Emissions Simulator (MOVES)
According to EPA, MOVES2014 is a major revision to MOVES2010 and improves upon it in
many respects. MOVES2014 includes new data, new emissions standards, and new functional
improvements and features. It incorporates substantial new data for emissions, fleet, and activity developed since the release of MOVES2010. These new emissions data are for light-
and heavy- duty vehicles, exhaust and evaporative emissions, and fuel effects. MOVES2014
also adds updated vehicle sales, population, age distribution, and vehicle miles travelled (VMT)
data.

1 https://www.epa.gov/iris
2 https://www.epa.gov/national-air-toxics-assessment
5
MOVES2014 incorporates the effects of three new Federal emissions standard rules not
included in MOVES2010. These new standards are all expected to impact MSAT emissions
and include Tier 3 emissions and fuel standards starting in 2017 (79 FR 60344), heavy-duty
greenhouse gas regulations that phase in during model years 2014-2018 (79 FR 60344), and the
second phase of light duty greenhouse gas regulations that phase in during model years 2017-2025 (79 FR 60344). Since the release of MOVES2014, EPA has released MOVES2014a. In
the November 2015 MOVES2014a Questions and Answers Guide,3 EPA states that for on-road
emissions, MOVES2014a adds new options requested by users for the input of local VMT,
includes minor updates to the default fuel tables, and corrects an error in MOVES2014 brake
wear emissions. The change in brake wear emissions results in small decreases in PM emissions, while emissions for other criteria pollutants remain essentially the same as
MOVES2014.
Using EPA’s MOVES2014a model, as shown in Figure 1, FHWA estimates that even if VMT
increases by 45 percent from 2010 to 2050 as forecast, a combined reduction of 91 percent in
the total annual emissions for the priority MSAT is projected for the same time period.
Diesel PM is the dominant component of MSAT emissions, making up 50 to 70 percent of all
priority MSAT pollutants by mass, depending on calendar year. Users of MOVES2014a will
notice some differences in emissions compared with MOVES2010b. MOVES2014a is based
on updated data on some emissions and pollutant processes compared to MOVES2010b, and
also reflects the latest Federal emissions standards in place at the time of its release. In addition, MOVES2014a emissions forecasts are based on lower VMT projections than
MOVES2010b, consistent with recent trends suggesting reduced nationwide VMT growth
compared to historical trends.
8.3. MSAT Research
Air toxics analysis is a continuing area of research. While much work has been done to assess
the overall health risk of air toxics, many questions remain unanswered. In particular, the tools
and techniques for assessing project-specific health outcomes as a result of lifetime MSAT exposure remain limited. These limitations impede the ability to evaluate how potential public
health risks posed by MSAT exposure should be factored into project-level decision-making
within the context of National Environmental Policy Act (NEPA).
Nonetheless, air toxics concerns continue to arise on highway projects during the National
Environmental Policy Act (NEPA) process. Even as the science emerges, the public and other agencies expect FHWA to address MSAT impacts in its environmental documents. The
FHWA, EPA, the Health Effects Institute, and others have funded and conducted research
studies to try to more clearly define potential risks from MSAT emissions associated with
highway projects. The FHWA will continue to monitor the developing research in this field.
8.4. NEPA Context
The NEPA requires, to the fullest extent possible, that the policies, regulations, and laws of the
Federal Government be interpreted and administered in accordance with its environmental protection goals, and that Federal agencies use an interdisciplinary approach in planning and
decision-making for any action that adversely impacts the environment (42 U.S.C. 4332). In
3 https://www.epa.gov/moves/moves2014a-latest-version-motor-vehicle-emission-simulator-moves
6
addition to evaluating the potential environmental effects, FHWA must also take into account
the need for safe and efficient transportation in reaching a decision that is in the best overall
public interest (23 U.S.C. 109(h)). The FHWA policies and procedures for implementing
NEPA are contained in regulation at 23 CFR Part 771.
8.5. Consideration of MSAT in NEPA Documents
The FHWA developed a tiered approach with three categories for analyzing MSAT in NEPA
documents, depending on specific project circumstances:
(1) No analysis for projects with no potential for meaningful MSAT effects;
(2) Qualitative analysis for projects with low potential MSAT effects; or
(3) Quantitative analysis to differentiate alternatives for projects with higher potential
MSAT effects.
For projects warranting MSAT analysis, all nine priority MSAT should be considered.

7
Figure 1. National MSAT Emission Trends 2010 - 2050 for Vehicles Operating on Roadways Using EPA's MOVES2014a Model
Source: EPA MOVES2014a.
8
(1) Projects with No Meaningful Potential MSAT Effects, or Exempt Projects.
The types of projects included in this category are:
• Projects qualifying as a categorical exclusion under 23 CFR 771.117;
• Projects exempt under the Clean Air Act conformity rule under 40 CFR 93.126; and
• Other projects with no meaningful impacts on traffic volumes or vehicle mix.
For projects that are categorically excluded under 23 CFR 771.117, or are exempt from
conformity requirements under the Clean Air Act pursuant to 40 CFR 93.126, no analysis or discussion of MSAT is necessary. Documentation sufficient to demonstrate that the project qualifies as a categorical exclusion and/or exempt project will suffice. For other projects with
no or negligible traffic impacts, regardless of the class of NEPA environmental document, no
MSAT analysis is recommended. However, the project record should document the basis for
the determination of no meaningful potential impacts with a brief description of the factors considered.
(2) Projects with Low Potential MSAT Effects
The types of projects included in this category are those that serve to improve operations of
highway, transit, or freight without adding substantial new capacity or without creating a
facility that is likely to meaningfully increase MSAT emissions. This category covers a broad range of projects.
FHWA anticipates that most highway projects that need an MSAT assessment will fall into
this category. Examples of these types of projects are minor widening projects; new
interchanges; replacing a signalized intersection on a surface street; and projects where design
year traffic is projected to be less than 140,000 to 150,000 annual average daily traffic (AADT).
For these projects, a qualitative assessment of emissions projections should be conducted.
This qualitative assessment should compare, in narrative form, the expected effect of the
project on traffic volumes, vehicle mix, or routing of traffic and the associated changes in
MSAT for the project alternatives, including no-build, based on VMT, vehicle mix, and speed. It should also discuss national trend data projecting substantial overall reductions in emissions due to stricter engine and fuel regulations issued by EPA. Because the emission effects of
these projects typically are low, FHWA expects there would be no appreciable difference in
overall MSAT emissions among the various alternatives.
In addition to the qualitative assessment, a NEPA document for this category of projects must include a discussion of information that is incomplete or unavailable for a project specific assessment of MSAT impacts, in compliance with the Council on Environmental Quality
(CEQ) regulations (40 CFR 1502.22(b)). This discussion should explain how current
scientific techniques, tools, and data are not sufficient to accurately estimate human health
impacts that could result from a transportation project in a way that would be useful to decision-makers. Also in compliance with 40 CFR 150.22(b), this discussion should contain information regarding the health impacts of MSAT.
9
(3) Projects with Higher Potential MSAT Effects
This category includes projects that have the potential for meaningful differences in MSAT
emissions among project alternatives. FHWA expects a limited number of projects to meet
this two-pronged test. To fall into this category, a project should:
•Create or significantly alter a major intermodal freight facility that has the potential to
concentrate high levels of diesel PM in a single location, involving a significant
number of diesel vehicles for new projects or accommodating with a significant
increase in the number of diesel vehicles for expansion projects; or
•Create new capacity or add significant capacity to urban highways such as Interstates,
urban arterials, or urban collector-distributor routes with traffic volumes where the
AADT is projected to be in the range of 140,000 to 150,0004 or greater by the design
year;
And also
•Be proposed to be located in proximity to populated areas.
Projects falling within this category should be more rigorously assessed for impacts. If a
project falls within this category, the project sponsor should contact the Office of Natural
Environment (HEPN) and the Office of Project Development and Environmental Review (HEPE) in FHWA Headquarters for assistance in developing a specific approach for assessing impacts. This approach would include a quantitative analysis to forecast local-specific
emission trends of the priority MSAT for each alternative, to use as a basis of comparison.
This analysis also may address the potential for cumulative impacts, where appropriate, based
on local conditions. How and when cumulative impacts should be considered would be addressed as part of the assistance outlined above.
If the analysis for a project in this category indicates meaningful differences in levels of
MSAT emissions among alternatives, mitigation options should be identified and considered.
The project sponsor should also consult with HEPN and HEPE if a project does not fall within
any of the types of projects listed in Category (3) above, but may have the potential to substantially increase future MSAT emissions.
Project R-3833C falls under Category (2) because it does not qualify as a categorical exclusion
under 23 CFR 771.117; is intended to improve the operations of the existing road network;
and the 2040 Design Year traffic is not projected to meet or exceed the 140,000 to 150,000
AADT criterion. The project’s Design Year traffic ranges from 19,900 to 32,100 AADT on Brawley School Road and 27,500 to 32,000 AADT on US 21.
8.6. Qualitative MSAT Analysis
A qualitative analysis provides a basis for identifying and comparing the potential differences among MSAT emissions, if any, from the various alternatives. The qualitative assessment
presented below is derived in part from a study conducted by FHWA entitled A Methodology
4 Using EPA's MOVES2014a emissions model, FHWA determined that this range of AADT would result in
emissions significantly lower than the Clean Air Act definition of a major hazardous air pollutant (HAP) source, i.e.,
25 tons/yr. for all HAPs or 10 tons/yr. for any single HAP. Variations in conditions such as congestion or vehicle mix could warrant a different range for AADT.
10
for Evaluating Mobile Source Air Toxic Emissions Among Transportation Project Alternatives,
found at:
https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/mobile_so
urce_air_toxics/msatemissions.cfm.
The amount of MSAT emitted would be proportional to the vehicle miles travelled, or VMT, for both the Build alternative and the No-Build alternative, assuming other variables such as
fleet mix are the same. The estimated VMT between the No-Build alternative and the Build
alternative vary. The difference in VMT for Brawley School Road is an increase of 25.5% in
the design year and a reduction of 6.8% for US 21 in the design year. Refer to Table 2. Because
the VMT estimated for the No-Build alternative is less than for the Brawley School Road Build alternative and 6.8% more than for the US 21 Build alternative, it can be said that, overall,
higher levels of MSAT are expected from the project.

Table 2. Vehicle Miles Traveled
Scenario 2040 Vehicle Miles Traveled (VMT) Compared to No-Build

However, emissions will likely be lower than present levels in the design year because of the EPA’s national control programs that are projected to reduce annual MSAT emissions by over
90 percent from 2010 to 2050 (Updated Interim Guidance on Mobile Source Air Toxic Analysis
in NEPA Documents, Federal Highway Administration, October 18, 2016). Local conditions
may differ from these national projections in terms of fleet mix and turnover, VMT growth
rates, and local control measures. However, the magnitude of the EPA-projected reductions is so great (even after accounting for VMT growth) that MSAT emissions in the project study area
are likely to be lower in the future in virtually all locations.
There may be localized areas where VMT would increase, and other areas where VMT would
decrease. Therefore, it is possible that localized increases and decreases in MSAT emissions
may occur. The localized increases in MSAT emissions would likely be most pronounced where the widening of Brawley School Road brings the roadway closer to existing buildings.
However, even if these increases do occur, they will be substantially reduced in the future due
to implementation of EPA's vehicle and fuel regulations. The MSAT emissions along US 21
would decrease due to a decrease in VMT.
In sum, in the design year it is expected there would be reduced MSAT emissions in the immediate area of the project, relative to the No-Build Alternative, due to EPA's MSAT
reduction programs.

11
8.7. Incomplete or Unavailable Information for Project-Specific MSAT Health Impacts Analysis
In FHWA’s view, information is incomplete or unavailable to credibly predict the project-
specific health impacts due to changes in MSAT emissions associated with a proposed set of
highway alternatives. The outcome of such an assessment, adverse or not, would be influenced
more by the uncertainty introduced into the process through assumption and speculation rather than any genuine insight into the actual health impacts directly attributable to MSAT exposure
associated with a proposed action.
The EPA is responsible for protecting the public health and welfare from any known or
anticipated effect of an air pollutant. They are the lead authority for administering the Clean
Air Act and its amendments and have specific statutory obligations with respect to hazardous air pollutants and MSAT. The EPA is in the continual process of assessing human health
effects, exposures, and risks posed by air pollutants. They maintain the Integrated Risk
Information System (IRIS), which is “a compilation of electronic reports on specific substances
found in the environment and their potential to cause human health effects” (EPA,
https://www.epa.gov/iris/). Each report contains assessments of non-cancerous and cancerous effects for individual compounds and quantitative estimates of risk levels from lifetime oral and
inhalation exposures with uncertainty spanning perhaps an order of magnitude.
Other organizations are also active in the research and analyses of the human health effects of
MSAT, including the Health Effects Institute (HEI). A number of HEI studies are summarized
in Appendix D of FHWA’s Updated Interim Guidance on Mobile Source Air Toxic Analysis in NEPA Documents. Among the adverse health effects linked to MSAT compounds at high
exposures are: cancer in humans in occupational settings; cancer in animals; and irritation to the
respiratory tract, including the exacerbation of asthma. Less obvious is the adverse human
health effects of MSAT compounds at current environmental concentrations (HEI Special
Report 16, https://www.healtheffects.org/publication/mobile-source-air-toxics-critical-review-literature-exposure-and-health-effects) or in the future as vehicle emissions substantially
decrease.
The methodologies for forecasting health impacts include emissions modeling; dispersion
modeling; exposure modeling; and then final determination of health impacts – each step in the
process building on the model predictions obtained in the previous step. All are encumbered by technical shortcomings or uncertain science that prevents a more complete differentiation of the
MSAT health impacts among a set of project alternatives. These difficulties are magnified for
lifetime (i.e., 70 year) assessments, particularly because unsupportable assumptions would have
to be made regarding changes in travel patterns and vehicle technology (which affects
emissions rates) over that time frame, since such information is unavailable.
It is particularly difficult to reliably forecast 70-year lifetime MSAT concentrations and
exposure near roadways; to determine the portion of time that people are actually exposed at a
specific location; and to establish the extent attributable to a proposed action, especially given
that some of the information needed is unavailable.
12
There are considerable uncertainties associated with the existing estimates of toxicity of the
various MSAT, because of factors such as low-dose extrapolation and translation of
occupational exposure data to the general population, a concern expressed by HEI (Special
Report 16, https://www.healtheffects.org/publication/mobile-source-air-toxics-critical-review-
literature-exposure-and-health-effects). As a result, there is no national consensus on air dose-response values assumed to protect the public health and welfare for MSAT compounds, and in
particular for diesel PM. The EPA states that with respect to diesel engine exhaust, “[t]he
absence of adequate data to develop a sufficiently confident dose-response relationship from the
epidemiologic studies has prevented the estimation of inhalation carcinogenic risk
(https://www.epa.gov/iris).”
There is also the lack of a national consensus on an acceptable level of risk. The current
context is the process used by the EPA as provided by the Clean Air Act to determine whether
more stringent controls are required in order to provide an ample margin of safety to protect
public health or to prevent an adverse environmental effect for industrial sources subject to the
maximum achievable control technology standards, such as benzene emissions from refineries. The decision framework is a two-step process. The first step requires EPA to determine an
“acceptable” level of risk due to emissions from a source, which is generally no greater than
approximately 100 in a million. Additional factors are considered in the second step, the goal
of which is to maximize the number of people with risks less than 1 in a million due to
emissions from a source. The results of this statutory two-step process do not guarantee that cancer risks from exposure to air toxics are less than 1 in a million; in some cases, the residual
risk determination could result in maximum individual cancer risks that are as high as
approximately 100 in a million. In a June 2008 decision, the U.S. Court of Appeals for the
District of Columbia Circuit upheld EPA’s approach to addressing risk in its two-step decision
framework. Information is incomplete or unavailable to establish that even the largest of highway projects would result in levels of risk greater than deemed acceptable
(https://www.cadc.uscourts.gov/internet/opinions.nsf/284E23FFE079CD59852578000050C9D
A/$file/07-1053-1120274.pdf).
Because of the limitations in the methodologies for forecasting health impacts described, any
predicted difference in health impacts between alternatives is likely to be much smaller than the uncertainties associated with predicting the impacts. Consequently, the results of such
assessments would not be useful to decision makers, who would need to weigh this information
against project benefits, such as reducing traffic congestion, accident rates, and fatalities plus
improved access for emergency response, that are better suited for quantitative analysis.
8.8. MSAT Conclusion
What is known about MSAT is still evolving. As the science progresses, FHWA will continue
to revise and update their guidance. FHWA is working with Stakeholders, EPA and others to better understand the strengths and weaknesses of developing analysis tools and the
applicability on the project-level decision documentation process.
13
9. Construction Air Quality
Air quality impacts resulting from roadway construction activities are typically not a concern when contractors utilize appropriate control measures. During construction of the proposed project, all materials resulting from clearing and grubbing, demolition or other operations will
be removed from the project, burned or otherwise disposed of by the Contractor. Any burning
done will be done in accordance with applicable local laws and ordinances and regulations of
the North Carolina State Implementation Plan (SIP) for air quality in compliance with 15A NCAC 2D.1903. Care will be taken to ensure burning will be done at the greatest distance practical from dwellings and not when atmospheric conditions are such as to create a hazard to
the public. Operational agreements that reduce or redirect work or shift times to avoid
community exposures can have positive benefits. Burning will be performed under constant
surveillance.
During construction, measures will be taken to reduce the dust generated by construction, by wet suppression or equivalent, when the control of dust is necessary for the protection and
comfort of motorists or area residents.
10. Summary
Vehicles are a major contributor to decreased air quality because they emit a variety of
pollutants into the air. Changing traffic patterns are a primary concern when determining the
impact of a new highway facility or the improvement of an existing highway facility. New
highways or the widening of existing highways increase localized levels of vehicle emissions, but these increases could be offset due to increases in speeds from reductions in congestion and because vehicle emissions will decrease in areas where traffic shifts to the new roadway.
Significant progress has been made in reducing criteria pollutant emissions from motor vehicles
and improving air quality, even as vehicle travel has increased rapidly.
The proposed project is in Iredell County, which is within the Charlotte maintenance area for the 2008 ozone (O3) standard as defined by the EPA. The project is not anticipated to create any adverse effects on the air quality of the area. This evaluation completes the assessment
requirements for air quality of the 1990 Clean Air Act Amendments and the SEPA process. No
additional reports are necessary.

SU-30
SU-30
PASS
0
Project Location
Iredell County
Figure 2
Project Vicinity
Scale: 1" = 1500'
1500750750375
150
150
Note: Aerial photo from NC OneMap & Google Earth
Iredell County, North Carolina
STIP No. R-3833C
Brawley School Road and US 21 Widening
Study Area
21
21
Brawley School Rd
Sun
fish Dr
Talbert Rd
Secretariat Ln
Roundkeep Ln
INTERSTATE
77
INTERSTATE
77
W Wilson Ave
Smith Dr
W
ing
h
aven Ct
Citation
Dr
0 150 30075150
Iredell County, North Carolina
STIP No. R-3833C
Brawley School Road and US 21 Widening
MATCHLINE FIGURE 2
MATCHLINE FIGU
RE 2
Abberly Green Apartments
St Therese Catholic Church &
Little Way Preschool of St. Therese
Church of Jesus Christ (LDS)
Figure 3
Build Alternative
Scale: 1" = 300'
Brawley Schoo
l Rd
Talbert Rd
21
Tutor Time Child Care
Summit Place Assisted Living
Shining
Armor Ct
Legend
Proposed Right of Way
Proposed Improvements
Existing Right of Way and Property Lines
Brawley School Rd
Mooresville Golf Course
INTERSTATE
77
Bluegrass Cir
Secretariat Ln
Diamond Dr
Drawbridg
e Ct
State Employes Credit Union
21
MATCHLINE FIGURE 1
MATCHLINE FIGU
RE 1
MATCHLINE FIGURE 1
Figure 4
Build Alternative
Scale: 1" = 300'
861.38
861.16
828.73
836.50
819.51
822.80
0 150 30075150
Iredell County, North Carolina
STIP No. R-3833C
Brawley School Road and US 21 Widening
W Wilson Ave
W Wilson Ave
21
21
Trinity Healthcare
Town & Country Storage
Mooresville Golf Course
Country Club Apartments
Marathea Plaza
Dry Dock Loop
Vandalia Rd
Wilson
Ave
Ston
e Ridg
e Ln
Glynwater Dr
Legend
Proposed Right of Way
Proposed Improvements
Existing Right of Way and Property Lines
Mary Ida Ln
Dry Dock Loop
APPENDIX C
Relocation Report
APPENDIX D
ROW and Utility Cost Estimates
Page 1 of 1
REQUEST FOR R/W COST ESTIMATE / RELOCATION EIS
COST ESTIMATE REQUEST RELOCATION EIS REPORT
NEW REQUEST: UPDATE REQUEST:REVISION REQUEST:
Update to Estimate Revision to Estimate
Revision No.:
DATE RECEIVED: 03/09/18 DATE ASSIGNED: 03/09/18 # of Alternates Requested: 1
DATE DUE: 05/18/18 ext: 05/25/18
TIP No.: R-3833C
DESCRIPTION: SR 1100 Brawley School Rd / Wilson Rd from Talbert Rd to 1000' East of
US 21
WBS ELEMENT: 34554.1.3 COUNTY: Iredell DIV: 12 APPRAISAL OFFICE: 4
REQUESTOR: Bryan Sowell DEPT: Div 12
TYPE OF PLANS: HEARING MAPS | LOCATION MAP | AERIAL | VICINITY | PRELIMINARY | CONCEPTUAL
** Based on past project historical data, the land and damage figures have been adjusted to include condemnation
and administrative increases that occur during settlement of all parcels.**
APPRAISER: Ed Welborn - Telics COMPLETED: 05/21/18 # of Alternates Completed: 1
TYPE OF ACCESS:
NONE:LIMITED:
PARTIAL:FULL:
ESTIMATED NO. OF PARCELS: 80
RESIDENTIAL RELOCATEES: 8 $ 320,000
BUSINESS RELOCATEES: 4 $ 250,000
GRAVES: - $ -
CHURCH / NON – PROFIT: - - $ -
MISC: - - $ -
SIGNS: 23 $ 313,500
LAND, IMPROVEMENTS, & DAMAGES: $ 8,725,000
ACQUISTION: $ 480,000
TOTAL ESTIMATED R/W COST: $ 10,088,500
** The estimated number of above relocatees includes those parcels where the proposed acquisition areas involve
relocation of livable or business units only. **
NOTES:

TIP No: R-3833C
WBS Element No: 34554.1.3
State Project No:
Fed. Project No:
County: Iredell
UTILITY ESTIMATE WORKSHEET
Description: • SR 1100 BRAWLEY SCHOOL ROAD/WILSON ROAD FROM TALBERT ROAD TO 1000' EAST
OF US 21
• US 21 FROM 2300’ NORTH TO 1950’ SOUTH OF BRAWLEY SCHOOL ROAD
The proposed project will widen Brawley School Road and US 21’s two lane roads to a 4-lane raised
23’ median superstreet corridor with U-turn bulbs

Field Inspection • Evidence of Utilities

Gas: Yes Electric: Yes
Telephone: Yes CATV:
Water: Yes Sewer: Yes Drainage: Yes Other:
Anticipated Relocation
Gas: Yes Electric: Yes Telephone/Fiber Optic: Yes CATV:
Water: Yes Sewer: Yes CATV: Yes Other:
Summary: Single Alternate
Requesting Party: Stantec
Estimate Date: 5/1/2018

Relocation Totals

Power Poles: $2,239,086.40
Power Items:
Telephone Poles
Telephone Items
Gas Line: $143,075.00
Gas Items:

Water Line:
Water Items:
Sewer Line:
Sewer Items:
Misc.Items:

Construction Total

Power Poles:
Power Items:
Telephone Poles
Telephone Items
Gas Line:
Gas Items:

Water Line: $225,500.00

Water Items:

Sewer Line: $264,470.00
Sewer Items: $ 33,597.00
Misc.Items:

Alternate Totals
Relocation Total $2,382,161.40
Construction Total $523,567.00

Alternate Total $2,905,728.40

Detail: Single Alternate
Power Poles
Type
Distribution Pole single Phase
Distribution Pole Three Phase

Distribution Line Single Phase
Distribution Line Three Phase
Clearing Per Acre

Location

Number Cost/ Pole Total Cost
24 $14684.00 $352,416.00

38 $18,240.00 $693,120.00
23,100 ft $26.00/ft $600,600.00
17,200 ft $34.00/ft $584,800.00
3.8 acres $2,133.00/ac $8,150.40
Total: $2,239,086.40
Telephone Poles
Type
Three Cable Telephone Pole

Location

Number Cost/ Pole Total Cost

Total:
Gas Lines
Line Type Location Length Cost per Ft. Total Cost
8" Gas Line Per Linear Foot 975 $97.00 $94,575.00
4" Gas Line Per Linear Foot 500 $97.00 $48,500.00
Total: $143,075.00
Waterlines
Line Type Location Length Cost per Ft. Total Cost
16" PVC Water Line Per Linear Foot
12" PVC Water Line Per Linear Foot
8" PVC Water Line Per Linear Foot
16" Valve Per Each
12" Valve Per Each
8" Valve Per Each
500 $139.00 $69,500.00
500 $102. .00 $51,000.00
500 $80.00 $40,000.00
5 $5,400.00 $27,000.00
10 $2400.00 $24,000.00
10 $1400.00 $14,000.00
Total: $225,500.00
Sewer Lines
Line Type Location Length Cost per Ft Total Cost
36" Encasement pipe Per Linear Foot
24" Encasement pipe Per Linear Foot
24" DIP Sewer Line Per Linear Foot
12" DIP Sewer Line Per Linear Foot
8" DIP Sewer Line Per Linear Foot
DI Fitting Per Pound

70 $162.00 $11,340..00
300 $118.00 $35,400.00
150 $145.00 $21,750.00
600 $66.00 $39,600.00
2900 $52.00 $150,800.00
1500 $3.72/# $5,580.00
Total : $264,470.00
Sewer Items
Items Location Number Unit Cost Total Cost
Manholes( New)
9 $3,733.00 $33,597.00
Total: $33,597.00
Alternate Total $2,905,728.40

APPENDIX E
Public Involvement
STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
ROY COOPER JAMES H. TROGDON, III
GOVERNOR SECRETARY
Mailing Address:
NC DEPARTMENT OF TRANSPORTATION
DIVISION OF HIGHWAYS, DIVISION 12PO BOX 47SHELBY, NC 28151-0047
Location:
1710 E. MARION STREET SHELBY, NC 28151
September 25, 2017
RE: Invitation to Local Official's Informational Meeting for the SR-1100 (Brawley School Road
Improvements) from just east of the I-77 interchange to just east of the intersection of Brawley School Road and
U.S. 21 in Mooresville. STIP Project Number R-3833C.
The North Carolina Department of Transportation invites you to attend a Local Official's Informational
Meeting tor the above referenced project. The meeting is scheduled as follows:
Date: Tuesday, October 3, 2017Time: 2:00 p.m. - 3:00 p.m.Location: Saint Therese Catholic Church, 217 Brawley School Road, Mooresville
The North Carolina Department of Transportation (NCDOT) proposes to widen an existing 1.1-mile
section of SR 1100 (Brawley School Road) from just east of the I-77 Interchange to just east of the intersection of
Brawley School Road and U.S. 21 in Mooresville. The project also includes improvements along U.S. 21 from just
north of Dry Dock Loop/Vandalia Road to Abberly Green Blvd.
The purpose of these meetings is to provide an opportunity to review and discuss the proposed designs
with NCDOT and their representatives as well as to gather your comments regarding the proposed improvements.
An informal, drop-in style open house will follow the Local Official's Informational Meeting from 4:00 p.m. until 7:00 pm.
Please contact the NCDOT Project Engineer, Mr. Bryon Sowell, if you and/or your representative(s) will
attend the meeting. Mr. Sowell can be reached at [e-mail] or at [phone]. Thank you and we
look forward to meeting with you.
Sincerely, Bryan Sowell, PE, NCDOT Project Engineer
cc: Mark Stafford, PE, NCDOT Division 12 Engineer
Larry Carpenter, PE, NCDOT Division 12 Construction Engineer
Michael Poe, PE, NCDOT Division 12 Project Development Engineer
Jackie McSwain, NCDOT Division 12 Project Team Lead

Widening Improvements to SR-1100 (Brawley School Road):
TIP Project R-3833C
Iredell County, NC
NCDOT Mission: Connecting people, products and places safely and efficiently, with customer focus,
accountability and environmental sensitivity to enhance the economy and vitality of North Carolina.

Tuesday October 3, 2017
Open House Public Meeting
4 p.m. to 7 p.m.

St. Therese Catholic Church
Multi Purpose Room in the Parish
Life Center
217 Brawley School Road
Mooresville, NC 28117

The N.C. Department of Transportation will hold an informal public meeting for the following pro-
ject: Widening improvements to Brawley School Road (TIP No. R-3833C). Project R-3833C proposes
to widen Brawley School Road from just east of the I-77 Interchange to just east of the intersection
of Brawley School Road and U.S. 21 in Mooresville. The project also includes improvements along
U.S. 21 from just north of Dry Dock Loop/Vandalia Road to Abberly Green Blvd.

The purpose of this meeting is for NCDOT representatives to provide information and answer ques-
tions regarding this project. No formal presentation will be made but interested citizens can attend
any time between the hours of 4 PM to 7 PM. Written comments or questions can be submitted at
the meeting or via mail/e-mail by November 3, 2017.

NCDOT will provide auxiliary aids and services under the Americans with Disabilities Act for disabled
persons who wish to participate in this meeting. Anyone requiring special services should contact;
Jamille Robbins, Human Environment Section, via e-mail at [e-mail] or by phone (919)
707-6085 as early as possible so that arrangements can be made.
PRSRT STD
U.S. POSTAGE
PAID
CITY, STATE
*********ECRWSSEDDM****

Postal Customer
Open-House
Public Meeting
Aquellas personas que hablan español y no hablan inglés, o tienen limitaciones para
leer, hablar o entender inglés, podrían recibir servicios de interpretación si los
solicitan llamando al 1-800-481-6494.

Please visit our Web Site for the latest
project information:
http://www.ncdot.gov/projects/publicmeetings

Project Managers

Andrea Dvorak-Grantz, AICP Stantec Consulting 801 Jones Franklin Road, Suite 300 Raleigh, NC 27606 Phone: [phone] E-mail: [e-mail] Bryan Sowell, PE NCDOT Division 12 Project Engineer P O box 47 Shelby, NC 28151-0047
Phone: [phone] E-mail: [e-mail]
Comments will be accepted until
November 3, 2017.
Questions? Comments?
Concerns?
Please Contact Us!
Widening Improvements to SR-1100
(Brawley School Road): TIP Project R-3833C
Iredell County, NC

Your Input Is Important

Public involvement is an important part of the project
development process. The North Carolina Department of
Transportation (NCDOT) encourages citizen involvement on
transportation projects, and will consider your suggestions
and address your concerns. Today’s meeting is another
important step in NCDOT’s efforts to keep you, the public,
involved. Comments should be submitted by November 3,
2017.

Project Managers
Bryan Sowell, PE NCDOT Division 12 Project Engineer P O box 47 Shelby, NC 28151-0047 Phone: [phone] E-mail: [e-mail] Andrea Dvorak-Grantz, AICP Stantec Consulting 801 Jones Franklin Road, Suite 300 Raleigh, NC 27606 Phone: [phone] E-mail: [e-mail]
STIP Project R-3833C Project Schedule

Preliminary Designs…………………….Complete
Right of Way Acquisition……………….Fall 2018
Construction …………........................Fall 2020
Proposed Widening Improvements to SR-1100
(Brawley School Road)
October 3, 2017 Iredell County

Connecting people, products and places safely and efficiently with customer focus, accountability and environmental sensitivity to enhance the economy and vitality of North Carolina
Purpose of this Public Meeting
Today’s meeting is an important step in the North Carolina
Department of Transportation’s (NCDOT) procedure for making
you, the public, a part of the project development process. The
purpose of the meeting is to:

• Present preliminary designs for the project

• Provide information and answer questions

• Obtain public input on the location and design of the
recommended improvements

Copies of the meeting map have been made available for public
review at the following locations:

• NCDOT Division 12 Office, located at 1710 E. Marion St.
(US 74 Business), Shelby, NC 28151
• NCDOT District 2 Office, located at 124 Prison Camp
Road, Statesville, NC 28625
• The Town of Mooresville, located at 413 N Main St,
Mooresville, NC 28115

Next Steps
After the comment period ends on November
3, 2017, the project team will meet to review
the comments received and determine which,
if any, modifications will be made to the
recommended build alternative. You can
request a copy of the meeting summary by
indicating on the attached comment sheet.

The summary of the public comments will be
included in the final environmental document,
a State Environmental Assessment/Finding of
No Significant Impact (SEA/FONSI). The
SEA/FONSI will include a reevaluation of the
resources in the project study area (human
and natural environment) and updated
preliminary designs. The SEA/FONSI will be
distributed to state environmental resource
and regulatory agencies for comment.

Comments or questions
can be submitted to:

Spring Lake, Cumberland County
.
Project Impact Summary
Residential
Proximity Impacts to Properties
*Right-of-Way impacts may be reduced/minimized during final design.
Project Description
The North Carolina Department of Transportation
(NCDOT) proposes to widen an existing 1.1-mile section
of SR 1100 (Brawley School Road) from just east of the I-77 Interchange to just east of the intersection of
Brawley School Road and U.S. 21 in Mooresville. The
project also includes improvements along U.S. 21 from
just north of Dry Dock Loop/Vandalia Road to Abberly
Green Blvd.
The proposed project is included in the 2018-2027 State
Transportation Improvement Program (STIP) as R-
3833C. Right of way acquisition and construction for
the project are proposed for fiscal years 2018 and 2020,
respectively.
Background and Details
Brawley School Road, located in a rapidly urbanizing
area of Mooresville, serves as one of the busiest east-
west corridors, connecting downtown Mooresville and
Lake Norman. The purpose and need for the project is
to reduce congestion and improve safety along the
facility.
the overall R-3833 project which included the widening of
Brawley School Road from S.R. 1177 (Chuckwood Road)
to U.S. 21. Two of the three sections, Section A and
Section B, have been built. Due to the time lapse between
the signing of the original Environmental Assessment
(December 2003), a new analysis of Section C was
initiated.
The proposed build alternative includes widening existing
Brawley School Road, which is currently a two-lane
undivided roadway with grass shoulders, to a four-lane,
raised median divided facility with curb and gutter.
Provisions for sidewalks are accommodated within the
existing right-of-way (ROW), and includes 4-foot bike
lanes on each side of the roadway.
Along U.S. 21, the existing two-lane undivided roadway
will be converted to a four-lane raised median divided
facility with curb and gutter. Provisions for sidewalks are
accommodated within the existing ROW. Due to the
substantial traffic volumes, the intersection at Brawley
School Road and U.S. 21 incorporates an innovative
design using redirected left turn lanes for both the
Brawley School Road and U.S. 21 approaches since a
traditional 8-phase intersection would not be able to
STIP Project No. R-3833C
Proposed Widening Improvements to SR-1100
(Brawley School Road)
October 3, 2017 Iredell County
Connecting people, products and places safely and efficiently with customer focus, accountability
and environmental sensitivity to enhance the economy and vitality of North Carolina

W

North and South of the U-turn bulbs on US 21
65

TITLE VI PUBLIC INVOLVEMENT FORM
Completing this form is completely voluntary. You are not required to provide the information requested in order to participate in
this meeting.
Meeting Type: Public Meeting
Location: Saint Therese Catholic Church, 217 Brawley School Road, Mooresville, NC 28117
Date: October 3, 2017
STIP No.: R-3833C proposes to widen Brawley School Road from just east of the I-77 Interchange to just
east of the intersection of Brawley School Road and U.S. 21 in Mooresville.
In accordance with Title VI of the Civil Rights Act of 1964 and related authorities, the North Carolina Department of Transportation (NCDOT) assures that no person(s) shall be excluded from participation in, denied the benefits of, or subjected to discrimination under any of the Department’s programs, policies, or activities, based on their race, color, national origin, disability, age, income, or gender.
Completing this form helps meet our data collection and public involvement obligations under Title VI and NEPA, and will improve how we serve the public. Please place the completed form in the designated box on the sign-in table, hand it to an NCDOT official or mail it to the PDEA-Human Environment Section, 1598 Mail Service Center, Raleigh, NC 27699-1598. All forms will remain on file at the NCDOT as part of the public record.
Zip Code: _____________________
Street Name:
(i.e. Main Street)
Gender: Male Female
Age:
Less than 18 45-64
18-29 65 and older
30-44
Total Household Income:
Less than $12,000 $47,000 – $69,999
$12,000 – $19,999 $70,000 – $93,999
$20,000 – $30,999 $94,000 – $117,999
$31,000 – $46,999 $118,000 or greater
Have a Disability: Yes No
Race/Ethnicity:
White Asian
Black/African American Hispanic/Latino
American Indian/Alaskan Native
Native Hawaiian/Pacific Islander
Other (please specify): _______________________
National Origin: (if born outside the U.S.)
Mexican
Central American: ____________________
South American: _____________________
Puerto Rican Vietnamese
Chinese Korean
Other (please specify): __________________
How did you hear about this meeting? (newspaper advertisement, flyer, and/or mailing) _______________________ For more information regarding Title VI or this request, please contact the NCDOT Title VI Section at [phone] or toll free at 1-800-508-1886, or by email at [e-mail].
Thank you for your participation!
STIP Project No. R-3833C
Proposed Widening Improvements to SR-1100
October 3, 2017 Iredell County

COMMENT SHEET
October 3, 2017

NAME:

ADDRESS:

EMAIL:

COMMENTS and/or QUESTIONS:

____________________________________________________________________________________________

Comments may be mailed or emailed by November 3, 2017:

Bryan Sowell, PE
NCDOT Division 12, Project Engineer
P O Box 47
Shelby, NC 28151-0047
[e-mail]
Davidson County

Y-5500IBHillcrest Circle Rail-Crossing
Rail Closure and Modification – Your Thoughts
Proposed Widening Improvements to SR-1100

October 3, 2017 Iredell County

bksow

PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
PUBLIC COMMENT RESPONSE
St Therese Church Concerns/Comments
Traffic Signal
Why not have a traffic light that operates only on Sundays to allow access to exit 35 instead of turning right to
a turnabout?
Please put a stop light at the exit of St Therese Church so we can turn left to the entrance.
There needs to be a traffic light at the upper parking lot with the ability to turn left and go west to exit 35 with
access to I-77.
We need a traffic light at U-turn bulb coming out of St. Therese Church.
I am a member of St Therese Church and although I appreciate change and development,I am concerned
about the new road (extension)on Brawley School Road and how it will affect traffic leaving the church,why
not install a stop light it would keep everyone safe.
No left turns out of the St. Therese property, on Brawley School Road, will have a very detrimental effect on
the flow of traffic, a traffic light at the west entrance/exit would better address the traffic issues.
My husband and I would like to see the lower (East)entrance open during this highway construction to prevent
traffic congestion and we would like the plan to consider turn lanes (right and left)into the entrance for traffic
entering and exiting west.A traffic signal at our east entrance /exit (to be activated on Sundays)will improve
safety of all vehicles as well as pedestrians.
The proposal does not make any sense,trying to turn right hoping to get into the left lane to make a U-turn is
nonsensical;having two lanes of east-bound,45 to 55 mph,is worse than one lane east-bound.Putting in a
stop light used only for peak hours would be more beneficial and safe.
I need a light at the St Therese parking lot, so I will not be late going to mass and home.
I would like a stop light at the exit of St Therese Church parking lot to allow a left turn onto Brawley School
Road.
Please consider placing a traffic light at the lower entrance of St Therese Church,a turn lane will present
tremendous safety problem.
Your proposal appears to provide only and unsignalized U-turn lane that due to the heavy westbound traffic
will resulting a long backlog of cars attempting to U-turn,if this is the only provision to travel West,at least
there should be 2 long U-turn lanes with a traffic light to accommodate the traffic.
To send all the parishioners to exit east would be almost impossible with traffic back-up,place a traffic signal
at the already existing West exit to the Church parking lot or purchase the property on Sunfish to create an
exit road to come from the rear of the Church parking lot to Sunfish and use of the already existing signal light.
Proposed plans are not safe and do not consider the church traffic,please revise,and cancel the I-77
contracts.
St Therese Church is a growing church with registered 4,179 registered families and weekly preschool with
enrolment of 75.We welcome the upgrades to Brawley,but we have few concerns.We believe a significant
majority of our traffic comes from the west,and exits to the west.When we are doing a turnover of the
parking lot following Sunday mass,we do not believe that current plans sufficient capacity to handle our
current load,let alone future growth.I you plan to do traffic study specifically aimed at the church,we strongly
recommend it be done to include Sunday and evening traffic.
We understand your concern about the traffic
accommodations in the church area and based on public
comments from the meeting and emails like yours, NCDOT
conducted a weekend traffic count on November 11, 2017 at
the church’s driveways and along Brawley School Road to
conduct further traffic analysis for existing and proposed build
conditions. The analysis report showed that traffic counts did
not warrant a traffic light at the exit of ST. Therese Church.
Representatives from NCDOT met with church staff and
parishioners of St. Therese on January 23 to discuss the
results of the traffic study and hear their concerns regarding
access into and out of the church parking lot before and after
services and special events.
Page 1
PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
There has to be an alternate plan that can continue to allow St Therese folks to leave parking lot and go
wet/east, the current plan will cause traffic congestion and accidents.
Construction Phasing
Also,having only one driveway open during construction will be a nightmare with 500 cars coming and going
out of one exit.
The drive will need to be closed temporarily to tie it to Brawley
School Road which will need to be raised to achieve an
acceptable design speed over the stream.This concern has
been noted and contract language can be written to require
the contractor to construct it as quickly as possible reducing
the disruptions to the traffic for the church.
U-Turns
I agree with the widening,but not with the current plan.It will not work coming out of St Therese with the
number of cars needing to go west to I-77, the proposed plan cannot handle the volume.
We like the overall plan,but only negative comment is that we believe the left U-turn lanes as one exits St
Therese Church are woefully inadequate at both the east and west exit points.As absolute minimum,there
should be double load lanes to make the left/U-turn and head west on Brawley School Road at both Citation
Dry/Secretariat Dr.and the lane for the west exit from the Church.The parish is growing at a very rapid rate
which will only compound the problem going forward.
The proposed U-turn will not accommodate the traffic flow from the church after services,you should rethink
your entrance and exit plans for the church, what you have proposed is inadequate.
Every Sunday 99%of the parishioners turn left leaving the church facility going to I-77,it would be a huge
traffic problem by forcing everyone to turn only right and make a U-turn,please re consider the layout of the
road going from I-77 past St. Therese.
I cannot welcome the dramatic impact on safe and efficient exit from our church property in a westward
direction on Brawley School that the proposed plan would bring.
Widening Brawley School Road is a good,much needed improvement,however;not allowing left turns from St
Therese Catholic Church is going to worsen the traffic problem.
No left turns out of St Therese Church seems like it would back up traffic further along that section,when
adding the projected Costco development traffic, especially on weekends it will create more of a traffic jam and
not less.
Putting limitations on entering and exiting the church campus will affect safety of all those involved in the
church activities but also those drivers who are on Brawley School Road.
We are parishioners of St Therese Catholic Church and reside west of interstate I-77.It would be extremely
inconvenient and potentially dangerous if we could not make a left hand turn out of the church parking lot,the
proposed plan would cause large back-up of vehicles at the place designated for a U-turn,which is quite
inefficient and possibly hazardous.
I have concerns about our ability to enter and exit our church during and after construction and the inability to
turn left (west) after the plan is completed.
We are concerned about not having easy and safe access to leaving St.Therese Church heading towards I-
77.
As concerned citizens and residents of Mooresville,we are opposed to your plan to only have a right turn out
of St Therese Church, please come up with a better plan.
We need a left turn to go west, St Therese Church is a 7 day a week church accommodating several events.
We understand your concern about the traffic accommodations in the church area and based on public comments from the meeting and emails like yours, NCDOTconducted a weekend traffic count on November 11, 2017 atthe church’s driveways and along Brawley School Road toconduct further traffic analysis for existing and proposed buildconditions. The analysis report showed that traffic counts didnot warrant a traffic light at the exit of ST. Therese Church. Representatives from NCDOT met with church staff andparishioners of St. Therese on January 23 to discuss theresults of the traffic study and hear their concerns regardingaccess into and out of the church parking lot before and after services and special events.
We understand your concern about the traffic
accommodations in the church area and based on public
comments from the meeting and emails like yours, we
reevaluated traffic conditions under the existing configuration
and the proposed configuration and determine if additional
improvements were required to the proposed design. Data
from public comments such as yours and from the additional
evaluations were discussed in a design team meeting to
decide how to proceed. It was decided that the proposed
design of left U-turn lanes exiting St. Therese will reduce
vehicular congestion and lessen the waiting time for those
motorists making the traffic movement. Compared to
traditional intersections, the superstreet corridor design will
handle traffic more efficiently and provides a higher level of
safety for cars and pedestrians, using less lanes, at a low-
cost. Motorist, including emergency vehicles, will move
through the corridor efficiently as they spend less time
traveling a minimal distance to use the U-turn bulbs in the
proposed design than waiting at traditionally designed
signalized or un-signalized intersections. NCDOT has made
every effort to ensure safe and efficient church access and
believes that it has provided a solution that will function safely
and efficiently without the need for additional traffic control
such as police officers until near the end of the design horizon
period in 2040.
Page 2
PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
With the additional oncoming lane,we foresee increased difficulties for people leaving up to make that turn,
changes to roads are meant to improve traffic flow not worsen it as we foresee this doing for either direction.
We need an entry to I-77 when entering and exiting the church.
I am a member of St Trees Church and the proposed configuration of the Brawley School Road widening is
going to cause an impossible traffic situation that will adversely affect traffic in both directions
I live on Talbert and attend St Therese church,we are a large church and after mass majority of the traffic
wants to head west,as it stands right now the police empties out traffic in about 15 minutes,with the proposed
configuration if everyone must turn right this will cause traffic back-up and will take hours to go get out.
Not being able to go left from I-77 when leaving church would be a disaster,the U-turns as proposed would be
completely insufficient, especially for the after-mass volume.
I support the project,but I am concerned on how this will impact my ability to attend mass and other occasions
at the St. Therese Church.
Thousands of people will be exiting the church facility and be forced to turn east,away from I-77 to go a
quarter mile and make a U-turn; traffic will be backed-up out the parking exit and down Brawley school Road.
The large majority of the people live to the west of the church,no signal light is located at this U-turn location
yet you expect 200 cars to make a U-turn across two lanes of traffic and not cause accidents,please rethink
this design, it needs a great deal of work.
Concerned about right turn out of St Therese, would like the ability to turn left.
We need a better option to leave the church.
The proposed widening does not take into account the number of people entering/exiting St Therese Church,
this plan will adversely affect my ability to come in with ease please consider a different plan.
My husband and I are in our mid 80s and we are worried and out this widening project,we have trouble getting
out of the parking lot now and also with the Costco coming next to us there has to be a better plan.
I am 84 years old and I would greatly appreciate any consideration you could make for many of us traveling
from West to Church and also using the left turn out of the parking lot to return home or travel to the YMCA.
Additional Drive
It is too bad access could not be built between Sunfish Drive and the St.Therese Church campus,that would
take the objections to the lack of a left turn ability at either entry and exit.As proposed,we would lose the use
of the left lane east bound soon after the church because of all the U-turning traffic at Balmy Lane/Brawley
School Road, I see no improvement in this.
A new driveway as described could be pursued by St. Therese
and would benefit entering and exiting the church.
As the widening proposal addresses right of way acquisition along Brawley School Road,I ask that you
include right of way acquisition for ST.Therese by providing a roadway from our property to Sunfish to allow
access/exit at the existing traffic signal.
NCDOT is not responsible to acquire private properties to
address private traffic concerns.
New Traffic Study at St Therese Catholic Church
A new traffic study needs to be done to include Sunday,and evening to understand the traffic flow to and from
our parking lot.
Did any of the traffic studies include out flow of traffic to and from St Therese Church?
We understand your concern about the traffic accommodations in the church area and based on public comments from the meeting and emails like yours, wereevaluated traffic conditions under the existing configurationand the proposed configuration and determine if additionalimprovements were required to the proposed design. Datafrom public comments such as yours and from the additionalevaluations were discussed in a design team meeting todecide how to proceed. It was decided that the proposeddesign of left U-turn lanes exiting St. Therese will reduce vehicular congestion and lessen the waiting time for those motorists making the traffic movement. Compared totraditional intersections, the superstreet corridor design willhandle traffic more efficiently and provides a higher level ofsafety for cars and pedestrians, using less lanes, at a low-cost. Motorist, including emergency vehicles, will movethrough the corridor efficiently as they spend less time traveling a minimal distance to use the U-turn bulbs in theproposed design than waiting at traditionally designedsignalized or un-signalized intersections. NCDOT has madeevery effort to ensure safe and efficient church access andbelieves that it has provided a solution that will function safely and efficiently without the need for additional traffic controlsuch as police officers until near the end of the design horizonperiod in 2040.
We understand your concern about the traffic
accommodations in the church area and based on public
comments from the meeting and emails like yours, NCDOT
conducted a weekend traffic count on November 11, 2017 at
the church’s driveways and along Brawley School Road to
conduct further traffic analysis for existing and proposed build
conditions. Representatives from NCDOT met with church
staff and parishioners of St. Therese on January 23 to discuss
the results of the traffic study and hear their concerns
regarding access into and out of the church parking lot before
and after services and special events.
I would like to invite NCDOT members to experience the congestion when hundreds of cars are trying to
exit/enter the parking lot.
Page 3
PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
Property Impacts
I own property on Charlotte Hwy at Dry Dock Loop,is there any way that you can provide me with the
proposed improvements I am curious on how, if any of this will affect my business.
A Division 12 representative addressed this comment by
sending an inset of the public meeting map and saying..."The
area around Dry Dock Loop Rd. is shown in the inset. I have
also attached the handout that was distributed at the public
meeting. The handout contains a rendering of what the
roadway will look like once completed. US 21 will be 4 lanes
divided by a grass median up to the southernmost intersection
with Dry Dock Loop Rd. and two lanes two way from there
past the northernmost intersection with Dry Dock Loop Rd."
Looking at the diagram,NCDOT will be encroaching on the berm in the back of our house,will you beautify
the berm,also with additional lanes,are you putting up a privacy sound wall for noise and protection form
autos since we will be much lower and will my shrubs be replaced.
NCDOT will compensate for damages occurred during
construction,however,NCDOT will not physically replace and
shrubs/plant.Right -of-way agents will be in contact to discuss
further detail.Noise impacts will be studied throughout the
corridor and if the area is determined eligible for noise barrier,
NCDOT will contact the community.
It is confusing to understand where the U-turn bulbs are on US-21 and how it will affect our properties.
NCDOT is showing taking our properties on the east side of US 21 while NCDOT has owned sufficient
property on the west side of US 21,and you are not showing using any of this land.We oppose the taking of
our property and potentially my brothers home located on the east side where his septic tank is located in the
front yard where the map indicates as a section of the land possibly being taken.
The northern U-Turn Bulb will be located at 2774 Charlotte
Highway across from the northern entrance to Marathea Plaza
shopping center entrance. The southern U-Turn bulb will be
located at 2861 Charlotte Highway across from Balmy Lane.
Land owned by NCDOT on the west side of US 21 will be
used when US 21 will be widened to a four-lane roadway. We
understand your opposition to the acquisition of your property
but the land is needed to provide for growing traffic in the area.
You will be compensated by NCDOT for the land acquired and
septic tank impacts.
the church’s driveways and along Brawley School Road to
conduct further traffic analysis for existing and proposed build
conditions. Representatives from NCDOT met with church
staff and parishioners of St. Therese on January 23 to discuss
the results of the traffic study and hear their concerns
regarding access into and out of the church parking lot before
and after services and special events.
Page 4
PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
Concerns:
1 -The possible loss of one egress point and the new property ingress and egress pattern.It is confusing and
the current parking design and flow will not support the increase in parking lot traffic throughout.
2 -The possible loss of parking lot spaces due to right of way expansion.This will create parking lot
congestion for tenants and patrons during peak operating hours.
3 -The increase in traffic congestion around the general area during the construction phase,which will have a
negative on impact on tenants' business operations.
We understand your concerns and offer these comments:
1 -According to the preliminary designs,two of the three
existing drives to your property will be maintained and traffic
from the third drive will be simply rerouted to a safer
connection down Wilson Road further away from the
intersection.There will not be an increase in parking lot traffic
due to this reconfiguration.
2 -The "current parking lot design"that you refer to could be
greatly improved with the addition of striping allowing more
cars to utilize the remaining area after the project is complete.
3 -There will be temporary traffic congestion during the
construction of the project but the result will be a roadway that
will allow customers to reach the tenant's business operations
far into the future.
I own and live in at 174 Brawley School Road and the proposed sidewalk would come right up to my front
door, I would appreciate any additional information that you can give me concerning my property
As we discussed at the Public Meeting, your house will not be
encroached upon by the fill dirt required to build the road but it
will be coming close to it. Since the Public Meeting however, it
has been determined that your driveway will be covered with
the fill dirt required to build the road and there will not be
enough driveway left over to park your car afterward therefore
NCDOT will be acquiring your home in order to build the road.
You will be contacted by NCDOT right-of-way agents to
determine compensation and reach a settlement.
Will this widening affect Brawley School Road at I-77 and Brawley School Road on Sunfish side,if so are they
taking more property that the first they took? I am concerned about 299 Brawley School Road property.
Division 12 representative called and discussed the situation.
Right-of way purchased on the R-3833B project will contain
the proposed plans for R-3833C on the south side of Brawley
School Road.However,additional right of way will need to be
purchased on the north side of Brawley School Road east of
Talbert.
US 21 Concerns/Comments
I am not in favor of the “Michigan”left turn lanes at Hwy 21 and Brawley as they cause traffic back up for
oncoming traffic and increases the likelihood of accidents.
Previous installations of Michigan left intersections have
proven to be safer than traditional intersections due to the
reduction of conflict points.NCDOT has calculated the length
of storage needed for waiting cars and provided enough so
that they do not back up into the through traffic.
How far north and south of the U-turn bulbs on US 21 will the divided highway go,and is that divided highway
for US 21 part of this project of is there another project covering that work effort?
The divided highway will continue ~850 feet north and ~500
feet south of the U-turn bulbs under this project.However,
this is an interim traffic pattern for the current project.The
future US 21 widening project is anticipated to be a divided
roadway with left and U-turns.
Page 5
PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
I reside at 125 Vandalia,a road off of US 21 that is included in this project.During heavy traffic,Vandalia
Road residents typically only turn right,but adding a median will impede residents from turning left during slow
traffic periods and it will also block us from turning onto our road when traveling south on US 21.In addition,
the traffic volume on US 21 will greatly increase from motorists who have to drive past Vandalia to get to the U-
turn area, this will add to wait time at the stop light and increases traffic accidents.
We understand your concern and realize that the median will
impede left turns into and out of Vandalia.A safer solution for
your entrance and exit will be addressed with the future US 21
widening project.Traffic volumes on US will increase in the
future but not due to the need to get to the U-Turn areas.
The proposed configuration will force me to go south on Hwy 21 to a light,make a U-turn,go through two
more lights,make a U-turn and then a right into the “Gas Station”.Travelers are creatures of habit and like
simplified access to the places they shop.I have been using this gas station for many years and now I am less
likely to use it because of your poorly thought out system of complex roads.
We realize that travelers are creatures of habit but in order to
accommodate the growing traffic volumes in the area,the
roadways must be reconfigured to handle the increased
volumes.Although the proposed design might appear
complex,Michigan left turns are proven to be safer than
traditional intersections by providing reduction of conflict
points.In addition,it reduces the number of different traffic
light phases, significantly increasing traffic flow.
The existing intersection of US 21/Brawley School Road seems to work fine and adding the U-turns will only
increase hazards and add more confusion.
Although the existing intersection at Brawley School Road
seems to be operating acceptably,traffic projection shows it
failing below the acceptable level of service (LOS)by 2025.
The proposed design will keep traffic functioning at the
acceptable level of operation through 2040.Concerning
hazards,Michigan left turns are proven to be safer than
traditional intersections by providing reduction of conflict points
and have proven to not be confusing once the drivers learn the
new traffic pattern.
There are U-turns North,South,and West of the intersection of Brawley School and US 21,there is none East
of the intersection,why was it omitted from the plan,also the subdivision and apartment complex would
benefit from the addition of U-turn East of the intersection.
Based on this comment, an eastbound leftover was
added into the apartment complex once it was confirmed
that the addition of a U-turn bulb east of the intersection
was not feasible.
Miscellaneous
I would like to see drawing of the preliminary plans.
A Division 12 representative answered the comment by
providing a web link for the handout and map of the public
meeting.
Will the Brawley widening project and the Costco road improvement project be done together?
A Division 12 representative answered the comment by saying
-At this time we do not know the time frame for the Costco
site construction,once we do we will coordinate with them as
much as possible.
When is the Environmental Document expected to be available?And are the public meeting documents
available online?
A Division 12 representative provided a link for public meeting
map and handout and informed them that they hoped to have
the environmental document complete by the end of 2017.
Page 6
PUBLIC MEETING COMMENT RESPONSE MATRIX - DRAFT
OCTOBER 03, 2017 PUBLIC MEETING
Brawley School Road Improvements, Iredell County
STIP Project Numbers R-3833C
I am against the I-77/Brawley School Road widening improvements,I think all the commercial development
that has been happening in the area is irresponsible and I am against future developments until the current
problems are resolved.
The proposed Brawley School widening improvements are
intended to address the current traffic problems mentioned
while providing for the approved commercial developments
future traffic.
We ask you take care in handling our church signs and monuments near each church’s entrance,as well as
providing safety barriers between our parking lots and the construction area.
NCDOT will accommodate the utility relocation request.
Adequate safety barriers will be provided during construction,
however,coordination with St Therese Church members is
recommended to further improve work zone safety.
I would like to receive the meeting summary (Maggie Callen 119 Chestnut Tree Rd Mooresville NC 28117)
NCDOT will meet with the design team to discuss public
meeting comments.The finalized responses will be made
available on the NCDOT website.If you are not able to access
the information please contact the Division 12 project manger.
As a long-distance bicyclist,I see some problems with the merging of 4-lanes to 2-lanes most especially
northbound on US 21, also are you going to mark the thru lane?
The distance used to merge 4 lanes to 2 lanes adheres to
federal highway design guidelines.The merge will be
eliminated when the US 21 widening project is constructed.
The thru lane will be marked.
Lake Norman Regional Hospital is on the south side of the Brawley School Road intersection and anyone
needing to go there will have to travel to the right and make a U-turn to get to the hospital,I feel this would be
dangerous especially if it involves an emergency situation.
Although it may seem dangerous,Michigan left turns are
proven to be safer than traditional intersections by providing
reduction of conflict points.The intersection has been
designed to allow emergency vehicles to turn directly left.
At the completion of construction will trees be planted to replace those outgrowing between the church parking
lot and the roadway, if not will there be other protective barrier considered? The trees will not be replaced as a part of this project.
Safety for our children during construction in/around the church is a concern.
What are the plans to build barriers for safety at St Therese Church? Move signage?
There appears to be no safety barrier between our parking lot and the construction zone to protect
pedestrians, especially children who will want to see what is going on.
I think the Faith Rd and Hwy 115 intersection should take priority over the Brawley School Road project.It was
supposed to have been done, when will this be done?
NCDOT District Engineer in Statesville indicates that there is a
project currently underway at NC 115/Faith Rd.that should
start soon.There is also a resurfacing project on Faith Rd.
that has been awarded,but the contractor has not started on it
yet.
The safety of the church's children is also a concern of
NCDOT's. Precautions will be taken to delineate the work site
from the church property but it is also suggested that the
church publish warnings to the parishioners before and during
the construction period especially focusing on the children’s
safety. Church signage will be carefully moved during the
utility relocation phase of the project.
Page 7
R‐3833C Brawley School Road Widening
St. Therese Catholic Church Traffic Operations
Project: R-3833C Brawley School Road Location: St Therese Catholic Church, Mooresville, NC Date: January 23, 2018 Subject: St. Therese Catholic Church Traffic Operations
Summary
The project team for the R‐3833C Brawley School Road project, consisting of engineers from NCDOT and 
Stantec Consulting, Inc., met with several of the church staff and parishioners of St. Therese on January 
23 to discuss their concerns regarding access into and out of the church parking lot before and after 
services and special events.   
A PowerPoint presentation was shown that provided some project background and design information, 
and then detailed  data collection time periods and results,  traffic capacity analysis, and the traffic 
simulation results.  The analysis showed that traffic will operate at LOS C or better at the two driveways 
without the assistance of off‐duty police officers once the project is opened to traffic with level of 
service reaching F towards the end of the design period in 2040. The NCDOT and Stantec recommend 
that at this point in the future, the church could pursue alternatives such as the utilization of off‐duty 
police officers as they do now, but located at their western driveway and/or at the U‐turn bulb. 
At the end of the meeting, the church asked if we had any information or materials that we could share 
with them to help them communicate to their members that the proposed design will work.  This 
document is a result of that request. 
Background
At the public meeting last October and in the written comments the project team received during the 
public comment period, access to the church during services and holidays was a major concern. As a 
result of this feedback, NCDOT asked Stantec to get weekend traffic counts at the church driveways and 
along Brawley School Road and perform a traffic analysis for the existing conditions and the proposed 
build conditions.  Stantec collected counts during the weekend of Nov. 11‐12, 2017, and their traffic 
engineer was on site from 9AM – 1:30PM on Sunday, Nov. 12 to observe traffic operations since that is 
when the off‐duty Mooresville police officers who direct traffic indicated was the highest traffic time 
period.  
R‐3833C Brawley School Road Widening – St. Therese Catholic
Church Traffic Operations – Meeting Notes
Meeting Discussion Points
Question: Has church growth been considered in its models?
Response:  The current parking is almost at capacity. Significant congregation growth and 
campus expansion would likely result in additional driveway permit requirements from the 
NCDOT and Town of Mooresville. 
Question: Why isn’t’ anything being done to help the amount of traffic on westbound Brawley
School Road?
Response:  Westbound Brawley School Road is being widened from one lane to two which will 
provide additional roadway capacity. 
Question: How is making a right turn and then a U‐turn in order to make a left turn better/safer
than being able to turn left out of the parking lot?  The simulation does not accurately reflect
traffic patterns during services.
Response: Separating these traffic movements at the intersection of the church driveway and
Brawley School Road will reduce vehicular congestion and lessen the waiting time for those
motorists making the traffic movement. Compared to traditional intersections, the superstreet
corridor design will handle traffic more efficiently and provides a higher level of safety for cars
and pedestrians, using less lanes, at a lower cost.  Motorists, including emergency vehicles, will
move through the corridor efficiently as they spend less time traveling a minimal distance to use
the U‐turn bulbs in the proposed design than waiting at traditionally designed signalized or un‐
signalized intersections. Regarding the traffic patterns displayed on the traffic simulation model,
the simulation software has limitations with respect to presentation of a superstreet; however,
all traffic is accurately and appropriately accounted for in terms of turning movements at each
intersection in the simulation.
Question: Can the entrance to the east drive be handled with a “flyover bridge”?
Response:  Costs prevent this option from being viable.  These “costs” included reduction of 
church parking, environmental impacts, more homes being taken, and the extra expense of the 
bridge and earthen fill to build up the drive to pass over Brawley School Road.     
Question: Can the entrance to the east drive be handled with a tunnel under the road near
where the culvert is currently located?
Response: Again, costs prevent this from being a viable option. This would have severe impacts 
to the stream that empties directly into Lake Norman and would probably not be approved by 
the environmental agencies if there were an option that had lesser impacts such as the one 
proposed at the public meeting.  Extra costs associated with a tunnel would also include raising 
the existing road higher than what is proposed now resulting in loss of church parking, more 
homes being taken, difficulty of constructing under traffic, and extra expense for the tunnel 
structure.   
Question: Can the entrance to the east drive of the church be handled using a median barrier
that could be removed for church services?
Response: The exposure to danger while removing and replacing the barrier as well as the safety 
concerns of allowing a left turn out of the drive and across four lanes of traffic plus a median is 
too great for this option to be acceptable. 
Question: Will the eastern drive remain open throughout the project?
Response: The drive will need to be closed temporarily to tie it to Brawley School Road which 
will need to be raised to achieve an acceptable design speed over the stream.  This concern has 
been noted and contract language can be written to require the contractor to construct it as 
quickly as possible reducing the disruptions to the traffic for the church. 
Question: Will there be safety barriers between the church and the construction?
Response: Precautions will be taken to delineate the work site from the church property but it 
was also suggested that the church publish warnings to the parishioners before and during the 
construction period especially focusing on the children’s safety.  
Question: Is the timing of the signal at Brawley School Road / Talbert / Sunfish currently correct?
The church posts a police officer at the signal to alter the current timing to allow exit from the
church drives.
Response: NCDOT will investigate and improve the timing if possible. 
The NCDOT has made every effort to ensure safe & efficient church access and believes that it has 
provided a solution that will function safely and efficiently without the need for additional traffic control 
such as police officers until near the end of the design horizon period.  
Additional Discussion Point
Although not discussed in the meeting at the church, it should be noted that current sight distance 
exiting the church drives is substandard but will be improved up to current design standards with the 
widening of the road and flattening of the ditch’s back slopes, allowing parishioners to see much further 
down the road.  This will result in a much safer exiting experience from both drives than is experienced 
now.   

Attendees
Name Organization Email 
Michael Poe NCDOT [e-mail] 
Jackie McSwain NCDOT [e-mail] 
Bryan Sowell NCDOT [e-mail] 
Byron Engle NCDOT [e-mail] 
Melinda Drury St. Therese [e-mail] 
Wesley Weaver St. Therese [e-mail] 
Rick Fabrize St. Therese [e-mail] 
Ed Kane St. Therese [e-mail] 
Rev Mark Lawlor St. Therese, Pastor [e-mail] 
Bob Frohman St. Therese [e-mail] 
Dean Sarvis Stantec [e-mail] 
Andrea Dvorak‐Grantz Stantec [e-mail] 
Kellie Reep Stantec [e-mail] 

R‐3833C Brawley School Road Widening – St. Therese Catholic
Church Traffic Operations – Traffic Engineering Presentation
Data Collection
Traffic count data was collected from 4:00pm to 7:00pm on Saturday, November 10 and from
7:00am to 7:00pm on Sunday, November 11, 2017.
A traffic engineer was stationed in the field from 9:00am to 1:30pm on Sunday, November 11,
2017 to observe existing traffic operations and backups on a typical Sunday during the peak
Mass times. Significant queuing was observed between approximately 11:10am and 11:25am on
the western church driveway and along Brawley School Road. It was also noted that most
parking spaces were occupied during the 10:00am Mass, indicating that there is limited capacity
for additional growth of the church.
Traffic Analysis Methodology
The traffic along Brawley School Road and on the church driveways was analyzed using a traffic
analysis program called Synchro. Synchro is widely used in the field of traffic engineering. It
estimates the average delay that a vehicle will experience waiting to make a desired movement
either at a traffic signal or a stop sign as well as the length of the queue on a given approach.
The average delay is summarized using what is called a Level of Service, or LOS. The tables below
summarize the average delay and corresponding level of service for an intersection.

Existing (2017) Traffic Operations
Analysis of Existing Lane Configurations 
 Traffic counts showed that the peak hours were Saturday from 5:45pm to 6:45pm and Sunday 
from 10:45am to 11:45am. Existing traffic counts are shown below. The first number is the 
volume during the peak hour on Saturday evening and the second number (in parentheses) is 
the peak hour volume on Sunday morning. 

 All scenarios (including the proposed design) were analyzed using the assumption that no police 
officer was present to direct traffic.  
 Analysis of existing operations shows that the western church driveway would experience 
significant delay on both Saturday and Sunday without the presence of a police officer. Average 
vehicle delays coming out of the church are estimated at 11.5 minutes long on Sunday. Queues 
into the church site at the western driveway were estimated to extend approximately 1100 feet, 
or roughly 44 cars long. The figure below shows a summary of the existing operations, with no 
police officer in place. 
Analysis of Proposed Lane Configurations 
Existing traffic volumes were re‐routed using logical paths to evaluate operations with the
proposed “Superstreet” in place. The volumes shown in the figure below were assumed in the
analysis of the proposed design.
Evaluation of the revised traffic pattern shows that delays are reduced significantly to less than
15 seconds at all locations on Saturday and less than 25 seconds at all locations on Sunday.
Backups into the church driveway are estimated at a maximum of 172 feet, or roughly 7 cars.

Future (2040) Traffic Operations
Analysis of Existing Lane Configurations 
Existing traffic counts along Brawley School Road were grown up to estimate projected volumes
in the year 2040. The traffic volumes used in this analysis are shown below.
Analysis of these volumes showed that delay on the church driveways will increase significantly
over the next 23 years if nothing is done to improve operations. Delays and queuing on the
western driveway were too high for the analysis software to estimate. The figure below shows a
summary of the 2040 analysis.
Analysis of Proposed Lane Configurations 
The volumes shown above were re‐routed to evaluate future operations with the proposed
“Superstreet” in place. The volumes shown below were assumed in the analysis of the proposed
design.
Evaluation of the proposed traffic pattern shows that both church driveways are expected to
operate at a level of service F, but compared to the “do nothing” approach shown above, delays
and queuing are reduced significantly. Queues at the western church driveway are expected to
be 384 feet, or about 23 vehicles long.
Attendees
Name Organization Email 
Michael Poe NCDOT [e-mail]
Jackie McSwain NCDOT [e-mail]
Bryan Sowell NCDOT [e-mail]
Byron Engle NCDOT [e-mail]
Melinda Drury St. Therese [e-mail]
Wesley Weaver St. Therese [e-mail] 
Rick Fabrize St. Therese [e-mail]
Ed Kane St. Therese [e-mail]
Rev Mark Lawlor St. Therese, Pastor [e-mail]
Bob Frohman St. Therese [e-mail]
Dean Sarvis Stantec [e-mail]
Andrea Dvorak‐Grantz Stantec [e-mail]
Kellie Reep Stantec [e-mail]