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HomeMy WebLinkAbout20100752_Reports_20061006vepartment of EnvIrOlllnei L aiiu 114iui al XXV0VU.I,,,
Office of Legislative and Intergovernmental Affairs
Project Review Form
Project Number: 07-0120 County: Caldwell and Watauga
Due Date: 10/31/2006
Date Received: 10/06/2006
Project Description: Improvements to US 321 in Caldwell and Watauga counties from Blackberry Rd north to US 221
in Blowing Rock. TIP No. R-2237C
This Project is being reviewed as indicated below:
Regional Office Regional Office Area In-House Review
Asheville Air Soil & Water Marine Fisheries
Fayetteville Water Coastal Management Water Resources
Wildlife Environmental Health
Mooresville Groundwater
Raleigh Solid Waste Mgmt
Land Quality Engineer Wildlife - DOT
Washington Radiation Protection
V Forest Resources
Wilmington Other
v/ Winston-Salem Land Resources
Parks & Recreation
Water Quality
Water Quality - DOT
Air Quality
Manager Sign-Off/Region: Date: In-House Reviewer/Agency:
Response (check all applicable)
No objection to project as proposed. No Comment
Insufficient information to complete review Other (specify or attach comments)
Regional Office Only:
Please log into the IBEAM system and update your comments in the DSS (Decision Support System) application,
SEPA module. If you have any questions, please contact:
Melba McGee, Environmental Coordinator at melba.mcgee@ncmail.net
Department of Environment and Natural Resources
Office of Legislative and Intergovernmental Affairs
Project Review Form
Project Number: 07-0120 County: Caldwell and Watauga Date Received: 10/06/2006
Due Date: 10/31/2006
Project Description: Improvements to US 321 in Caldwell and Watauga counties from Blackberry Rd north to US 221
in Blowing Rock. TIP No. R-2237C
This Project is being reviewed as indicated below:
Regional Office Regional Office Area In-House Review
Asheville Air Soil & Water Marine Fisheries
Fayetteville Water Coastal Management Water Resources
Wildlife Environmental Health
Mooresville
Groundwater
Solid Waste Mgmt
"Raleigh ?/ Land Quality Engineer Wildlife - DOT " " .
Washington v,' Forest Resources Radiation Protection
Wilmington Other
v/ Winston-Salem Land Resources
Parks & Recreation
Water Quality
Water Quality - DOT
Air Quality
Manager Sign-Off/Region: Date: In-House Reviewer/Agency:
Response (check all applicable)
No objection to project as proposed. No Comment
Insufficient information to complete review Other (specify or attach comments)
Regional Office Only:
Please log into the IBEAM system and update your comments in the DSS (Decision Support System) application,
SEPA module. If you have any questions, please contact:
Melba McGee, Environmental Coordinator at melba.mcgee@ncmail.net
US 321 Improvements Project
From Blackberry Road to US 221
at Blowing Rock
Caldwell and Watauga Counties, North Carolina
State Project No. 6.739001T
TIP No. R-2237C
Final Environmental Impact Statement
Volume I
North Carolina Department of Transportation
Submitted Pursuant to the
North Carolina Environmental Policy Act (NCGS 113A-1)
A highway improvement project is proposed for US 321 in Caldwell and Watauga Counties from Blackberry Road north to US 221
in Blowing Rock. A No-Build Alternative and five Build Alternatives are examined, The Build Alternatives include widening
US 321 along its current alignment (Preferred Alternative) and four Bypass Alternatives; Two Bypass Alternatives would pass
through the east side of Blowing Rock and two would remain outside Blowing Rock, following the Blue Ridge escarpment to a
tunnel under the Blue Ridge Parkway: This report documents the project purpose and need, examines the alternatives, describes
the studies that led to the selection of the Bypass Alternatives, and describes each alternative's design features. The
characteristics of the existing environment are described. The direct, secondary, and cumulative impacts of the proposed project
are assessed, including community, visual, cultural resource, natural resource, and environmental quality considerations.
t
APPROVED:
(.f (/ r?
Il to Gregory Thorpe, PhD, Manager
Project Development. and Environmental Analysis g ,anch`
North Carolina Department of Transportation
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US 321 Improvements Project
From Blackberry Road to US 221
at Blowing Rock
Caldwell and Watauga Counties, North Carolina
State Project No. 6.739001T
TIP No. R-2237C
Final Environmental Impact Statement
Volume I
Documentation prepared by:
Parsons Brinckerhoff Quade & Douglas, Inc.
in association with:
Corporate Services, Inc.
EcoScience Corporation
GEOTEK & Associates, Inc.
Golder Associates, Inc.
Mattson, Alexander & Associates, Inc.
Ralph J. Trapani, P.E.
)0,-
Date 'Am 1139'e, AICIP, CEP
arsons Brinckerhoff Quade & Douglas, Inc.
Project Manager
for the
North Carolina Department of Transportation
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TIP Project R-2237C
In addition to the Section 404 Conditions, Regional Conditions, State Consistency Conditions, the
NCDOT's Guidelines for Best Management Practices for the Protection of Surface Waters,
General Certification Conditions; and Section 401 Conditions of Certification, the following
special commitments were agreed to by the NCDOT. These include, but are not limited to, those
commitments stipulated in the Section 106 Memorandum of Agreement between the NCDOT,
US Army Corps of Engineers, and the State Historic Preservation Office and the Memorandum of
Understanding between the NCDOT and the Town of Blowing Rock:
Roadway Design
Plan Review. NCDOT will provide preliminary roadway design plans at approximately 25
percent, 50 percent, and 80 percent of completion to the Blowing Rock Town Board and the State
Historic Preservation Officer (SHPO) for review and comment. A set at each of these stages of
completion also will be placed in the Blowing Rock Town Library for public review and
comment
Guardrail. Where guardrail is required, the NCDOT'will install approved wooden-faced guardrail
where it can be installed and meet safety requirements.; If, during final design, locations are
identified where wooden-faced guardrail cannot be installed, or where, in order to meet safety,
requirements, installation would cause an undesirable increase in project right of way to provide
necessary roadside clear areas, the NCDOT will coordinate with the Town (and the SHPO within,
the Green Park Historic District) to find an acceptable guardrail alternative prior to finalizing the
plans.
Lane Width. The width of lanes wit1ii-n the limits of the Green Park Historic District will be
limited tol l-feet; 12-foot lanes will be constructed elsewhere along the project.
Goforth Road. The NCDOT will terminate Goforth Road just east of US 321 rather than rebuild
its intersection with US 321.
Median. The NCDOT will not construct a median within the limits of the Green Park Historic
District. The NCDOT will not construct a median between Green Hill Road and US 321
Business in order to narrow the footprint of the proposed improvement.
Sidewalks. The NCDOT will provide a sidewalk, five feet inwidth, on the east side of US 321
from Green Hill Road to US 321 Business (which includes the part of the project within the
historic district) so that the west side berm may be used for more concentrated landscaping. The
US 321 Improvements (R-2237Q
September 2006
Final Environmental Impact Statement
Page I of 7
Rn cin'.
Emeri4eney Vehicle Access. The NCDOT will rebuild the?emergency vehicle access at The Pines,
(a residential>subdivision), or replace it with something,that will serve the same function..: The
\
goal is to insure that emergency vehicles can access
the-subdivision'directly from US 321 since
the neighborhood streets and turning radii are too narrow for emergency vehicles to navigate.
Fire/EMS Crossover. The NCDOT will provide: an emergency crossover (with pavers that will
allow grass to grow through 'them) at the planned Fire%EMS station (parcel no: 1504 on the
Corridor'Public Hearin(* Map):' This crossover will permit voluriteer`fire fighters to turn left into
the station and-fire tricks to turn left out of the station. No signal of any kind will be "provided at
this location, -but it will be signed for emergency use only.
Retaining? Wall to Reduce Wetland Impact. A retaining wall will be used to reduce. the 0.07-acre
impact on wetlands associated with jurisdictional crossing 2. The retaining wa11 will be included.
in the area of preliminary design stations 679+00 to 681+00. At the other locations where
jurisdictional areas will be affected, the design depicted in the EIS minimizes impacts.
Highway Lighting. The NCDOT will not install highway lighting within the limits of the Green
Park Historic District. If the Town wants highway lighting outside of the Green Park Historic
District, the Town will purchase, install, and maintain the roadway lighting equipment of its
choice. The NCDOT will reimburse the Town for the cost of said roadway lights. The NCDOT
will coordinate with the Town to ensure American Association of State Highway and
Transportation Officials' (AASHTO) lighting requirements are met. The NCDOT's Utility Agent
will handle any right of way encroachment associated with Town lighting. If right of way and
berm widths are not wide' enoughto accommodate poles outside the clear zone, breakaway poles
will be required. Any breakaway or non=breakaway light poles will be placed behind the
sidewalk.
Stone Walls. The NCDOT will replace all existing stone walls within the Town of Blowing
Rook's limits {including the Green Park_Historic District) removed by the undertakng-with new
in-kind stone' walls. Allother retaining walls along the undertaking within the town limits will be
formed concrete,walls with simulatedmasonry surface treatment..The surface treafindn' will be
designed to resemble the existing stone walls in the historic district (e.g., the low wall in front of
the Green Park Inn). The appearance of the surface treatment will be coordinated with the Town; ,- '
and asample of the surface treatment will be fabricated for the Town's and the SHPO's comment
'
'
and the NCDOT
s approval prior to permanent installation on the project.
Blowing Rock Country Chub Golf.Course. The NCDOT will constrict a retaining wall on the " ; . .,
east side of US 32 t at the Blowing hock' Country Chub (Hole No. 4) in order to minimize impacts
to the course.
Tree Preservation. The NCDOT will make a special effort to preserve trees of particular value
identified by the Town that are outside the clear recovery area. Any trees within14 feet of the "
face of curb would need to meet the NCDOT guidelines for plantings before hey could be
;..
.
preserved: "
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US 321 linp oi,einents (R-X23 7(') ? 1V FIJtQI E7Il'li'01771te7tIQ11717jJQC1 SlClfell7C')II
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ScIvember"Z006 Page of, 7
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Traffic Engineering Branch and Traffic Control Unit
Plan Review. NCDOT will provide preliminary traffic control plans, preliminary pavement
marking plans, and preliminary signing plans to the Blowing Rock Town Board and the SHPO
for review and comment. A set will also be placed in the Blowing Rock Town Libraryfor public
review and comment.
Signal Poles. NCDOT will use standard mast-arm signal poles for traffic signals, including the
one(s) proposed in the Green Park Historic District. If the Town of Blowing Rock chooses a
decorative mast arm pole that exceeds the cost of the NCDOT-standard mast-arm pole, then the
Town will pay the incremental cost difference.
Coordinated Signal System. The NCDOT will design and install a coordinated traffic signal
system as part of the undertaking.
i
Fog Safety Study. The NCDOT will evaluate flashing warning lights; pavement, markers, rumble
strips and/or stripes, delineation,. warning signs, and/or lighting that would be appropriate to
increase safety, and improve driver behavior during fog occurrences. The plans submitted by the
NCDOT to the SHPO and the Town for review will show the results of the NCDOT's evaluation
and the resulting recommendations,
Ste. The Town will identify locations where proposed signs may create an aesthetic concern.
The NCDOT will coordinate with the Town to establish the number, size, and placement of signs
to the degree that the Manual on Uniform Traffic 'Control Devices allows.
r Restriction of Traffic Detours from US 321 to US 321 Business (Main Streetl. If.a decision is _
made to restrict traffic detours on this stretch of Main Street, it must be carefully articulated in the
contractor documents (bid package). The NCDOT will discuss this matter with the Town of
Blowing Rock during final design development to decide on appropriate restrictions to include.
Speed Limit. The speed limit within the Green Park Historic District will be posted 35 mph after
construction of the Preferred Alternative.
Roadside Environmental Unit
Plan Review. NCDOT will provide preliminary post-construction landscape design plans and
preliminary sedimentation and erosion control plans .to the Blowing; Rock Town Board and the
SHPO for review and comment. A set of each will also be placed in the Blowing Rock Town
?.
Library for public review and comment
Post Construction Landscape Plan. The NCDOT will design and implement a post-construction
landscape plan that will include the following elements:
• A median on US 321 from US 321 Business to the project terminus at Possum Hollow Road.
The median will either be vegetated or decorative concrete (the Town's choice). If the
median is vegetated, it will be planted with vegetation of the NCDOT's choosing that is both
cold-hardy and salt-hardy where safety conditions allow. If the median is to be decorative
concrete, then the aesthetic details will be coordinated with the Town, and a sample will be
fabricated for the Town's review and comment and the NCDOT's approval prior to
permanent installation on the project.
US 321 Improvements (R-2237Q v Final Environmental Impact Statement
September 2006 Page 3 of 7
• . Decorative pede?stia, lights (e !c°ach lii gh );;tlle st oaf ;1uc1?,'s,to be agr ed to, by tare
1,1-1 ?j
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concentrated MN? gt tm RIF W,
aapprovethe Special Desr, o he'NCDOT_s
KIP L ' -1 R: ' `CDOT will pay forthe liglifing: equipment "and installation, and
the NCDQT willinstall,?the lights as part of theIandscapepl'an implementation:. The NCDOT
may choose to do atwo-phase post-construction landscape implementation. The first phase
would be'the hardseape elements, which would include pedestrian lights, to be overseen by
the Resident Engineer. ' The second phase would be the landscape design and development,
which would be overseen byahe Roadside Environmental The Town will assume
ownership of the lights and will pay for utility (electricity) costs.,'
• Broader.areas of more concentrated landscaping where right of way; roadway. elements,
terrain, and safety conditions allow:
• Plantings planned in-accordance with,the NCDOT's Guidelines for Planting within Highway
Right-of-Way.
• Design and construction of a park on Business/Main Street at US 321 (near Shoppes on the
Parkway). The park construction will be part of the landscape contract, which will be
awarded to a landscape contractor after the roadway construction contract is complete. The
NCDOT will convey its interest in this property to the Town, and the Town will assume
maintenance for the park.
• The blueberry bushes near Rock Road will be relocated or replaced if they are in the right of
way of the Preferred Alternative.
Utilities Coordination Unit
Utilities. The NCDOT will place existing overhead utility, lines .(electrical, telephone, and cable
television) underground between Green Hill Road and Possum Hollow Road.
Division 11
Y
Unanticipated Discovery of Archaeological or Architectural Resources In accordance with Title
36 of?ihe Code of Federal Reg'itlgtions; Section 80011"(a), and prior to niitiation of construction ; ?activities, the NCDQT willensure'pre' ration of a plan of action should archaeolo ical or
architectural resources 6e inadvertently or accidentally discovered during the construction phase s
of the project. The plan will, provide for an assessment of the signifi?cance_of the A
s,covery in
consultation amongst the NCDQT, the USAGE, and the SHPO. Inadvertentor accidental
discovery of human remains will be handled in accordance with North Carolina General Statutes
65 and 70.
Blastin-. The NCDOT-and-the contractor will limit blasting to specifictimes. Those times will
be posted on the aforementioned project Nvcbsite. Ill addition blasting activities will be
announced to the media as to be outlined in a public information plan (PIP).
Dust Murrnuzatron. The NCDOT, and the, contractor will utilize a truck to periodically'spray
water on dry; exposed soiLto _control_dust'to the greatest- extent possible: ` .
US 32-1 Iniproi?enrents (R-21370) Vi Fi?ral Em ironMental hnpaet-.Sta1e7nc n1 -
-- SCI'venthe r 2006 --- - _ - -- Pu ? 4 of ?,,.
Reseeding Exposed Dirt. In accordance with the NCDOT's Best Management Practices for
Protection of Surface Waters, the NCDOT and the contractor will seed exposed soil with grass in
order to control run-off, erosion, and dust.
Covered Truck Beds. The NCDOT will require all construction trucks traveling at speeds greater
than 25 mph to cover their truck beds in order to reduce the amount of dust and debris.
Staging Areas. The NCDOT will not permit staging areas within the Green Park Historic
.
District. The NCDOT may permit overnight parking of equipment and storage of materials,
associated with current construction needs, within the construction right-of-way limits along any
at of the proJect corridor
p .
Waste Sites. Borrow Pits, and Construction Offices. The NCDOT will not permit waste deposits,
borrow pits, or'construction offices within the Green Park Historic District.
Pre-Construction Surveys. The NCDOT. will conduct pre-construction surveys of all structures
adjacent to US 321 within the historic district to record a"before" condition so that any
construction-related damage can be accurately identified.
Contact with Resident Engineer. The NCDOT's construction project manager will be the
Resident Engineer. He or she is the only individual with the authority to stop construction.
Citizens may directly contact the Resident Engineer (and assistants) with questions or concerns so
that"the Resident Engineercan immediately address any project concerns.
Construction Unit
"Smart Zone" Techniques. The NCDOT will use "Smart Zone" techniques in the maintenance of
r traff c`during construction. These techniques may include methods such as advance notification
of delays, lane closures, real time monitoring, and the use of Digital Message Systems. In
¦ addition, the NCDOT will maintain a website that will provide information on anticipated delays
based on scheduled construction activities.
'
s Construction Unit IMPACT Public Information
Public Information Plan. The NCDOT
Program will work with the Town of Blowing Rock to develop an appropriate PIP.
?i "Kick-Off' Meeting. As part of the PIP, the NCDOT will hold a pre-construction "kick-off'
meeting to introduce the contractor and the construction process to area residents.
Project Website. The NCDOT will develop, maintain, and consistently update a project website
to provide current information about the schedule and development of the project, .project_
progress, project contact information, and notification of any anticipated delays; based on '
scheduled construction activities.
Geotechnical Unit
Development of Vibration Monitoring Plan. The NCDOT will develop a vibration monitoring
plan for the project, to include on-site research during final design as well as monitoring during
construction. The recommendations of the plan will be provided tothe USACE, the SHPO,-the
Town, and other parties concurring with the MOA for their comments prior to adoption of the
plan.
US 321 Improvements (R-22370) , vii Final Environmental Impact Statement
September 2006 Page 5 of 7
i
BasehncStudies qji siteresearch done pric
Vibration'Monitorn--. Vibration monitoring will be conducted on key structures"within;the
historic district (to be recommended iii the aforementioned vibration;inonitoring plan). When a
reading. exceeds an established.threshold;.an alarm will sound-and anyone ho,hears it, e:g.,
property owners staff or contractor personnel, will immediately contact the NCDOT's Resident
Engineer.
Project Development'and Environmental Analysis Branch
Historic Resources Documentation
GGreen Park Historic District. Prior to the initiation of constructiowactiuities the NCDOT will
record the existing conditions of the Green Park Historic District and its surroundings in -
accordance with the Historic Structures and Landscape-Recordation Plan contained in the
Appendix of the Memorandum of Agreement for the Preferred Alternative. This will include a
videoto document US 321 and the surrounding landscape and structures within the historic
district, as well as keying the locations of the filming to an aerial photograph of the historic
district adjacent to US 321.
Individual Structures. Prior to the initiation of construction activities, the NCDOT-will record the
existing conditions of the following structures and their immediate surroundings in accordance
with the Historic Structures and Landscape Recordation Plan. The structures are: the Green Park
Inn, Cottage No. 21 (as referred to in the 1994 National Register Nomination), and the A.G. Jonas
Cottage.
Existing Stone Walls. Prior to the initiation of construction activities, the NCDOT will record the
existing stone walls along US 321 within the historic district. The NCDOT will replace all
existing stone walls within the town limits removed by the project with new in-kind stone walls.
Blowing Rock Country Club,Golf Course Hole Number 4. Prior to the initiation of construction
activities, the;NCDOT will record the existing conditions of hole number 4=in accordance with
the Historic Structures and Landscape Recordation Plan.
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Green-Park Inn. The NCDOT, in consultation witli SHPO and the property owners, will develop
measures to reduce the Adverse Effect ofthe-undertaking on the Green Parklnn. These measures
may include; but are not limited to the following:
• Replacement of the existing stone walls,
• Replacement of the existing-sidewalk;
• Reconfiguration of the existing parking lot
. Sound abatement/buffering; and/or „ t
• Landscaping.
US 321,hnprovernents (R-223,7Q. Final Etrn,irorinu rztcil-bnpact Statctnctit -
n
Septetiher 2006 Page of 7
6
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A.G. Jonas Cottage. The NCDOT, in consultation with SHPO and the property owners, will
.
develop measures to reduce the Adverse Effect of the undertaking on the A.G. Jonas Cottage.
These measures may include, but are not limited to the following-
• Construction of a retaining wall;
• Construction of aprivacy fence;
?. • Sound abatement/buffering; and/or
• Landscaping.
Cottage No.21 (as referred to in the 1994 National Register Nomination). In the event that this
property is not determined to be. a relocation in the final design, the NCDOT, in consultation with
the SHPO, and the property owners, will develop measures to reduce the adverse effect of the
undertaking on Cottage No.21. These measures may include, but are not limited to the following.
• Providing alternative access to the property;
• Construction of a retaining wall; and/or' i
• Landscaping.
Bollinger-Hartley House. The NCDOT will construct a retaining wall at the Bollinger-Hartley
House to minimize the project's impact on that property. Landscaping on the Bollinger-Hartley
House property will be discussed with the SHPO and the property owners and will be included in
the post-construction landscape plan.
Issue Resolution
Dispute Resolution Related to the Memorandum of Agreement. Should the North Carolina
SHPO, object within (30) days, to,any plans or documentation provided for review, pursuant to the
Section 106 Memorandum of Agreement, the NCDOT will consult with the SHPO to resolve the
objection. If the USACE or the SHPO determines that the objection cannot be resolved, the
USACE will forward all documentation relevant to the dispute to the Advisory Council on
Historic Preservation (Council). Within thirty (30) days after receipt of all pertinent
documentation, the Council will either:
• Provide the USACE with recommendations that the USACE will take into account in
reaching a final decision regarding-the dispute, or
• Notify the USACE that it will comment pursuant to Title 36 of the Code of Federal
Regulations, Section 800.7(c) and proceed to comment. Any Council comment provided'
response to such 'a request will be taken into account by the USACE in accordance with Title
36 of the Code of Federal Regulations, Section 800.7 (c) (4) with reference to the subject of
the dispute.
Issue Resolution Related to the Memorandum of Understanding. The NCDOT and the Town
recognize that engineering; constraints may arise and engineering standards may change between
the date of the MOU and the time of project completion. Should an engineering issue arise that
complicates the fulfillment of any of the measures contained in the MOU, the NCDOT will
initiate discussions with the Town to resolve the issue.
US 321 Improvements (R-223 7Q ix Final Environmental Impact Statement
September 2006 Page 7 of 7
SUMMARY
1. Contacts
Gregory J. Thorpe , PhD
Environmental Management Director
Project Development and Environmental
Analysis Branch
North Carolina Department of Transportation
1548 Mail Service Center
Raleigh, North Carolina 27699-1548
(912) 733-3141
2. Brief Description of the Project
In August 1993, the North Carolina Department of Transportation (NCDOT) prepared an
Environmental Assessment (EA) that recommended widening US 321 from two to four lanes
from NC 268 in Patterson to US 221 in the resort community of Blowing Rock. The proposed
improvements are in northern Caldwell County and southern Watauga County. It was expected
that the widening would improve traffic flow and reduce the potential for crashes. Current crash
rates on US 321 within the Town of Blowing Rock are far higher than statewide averages for
similar roads. The proposed improvements are included in county thoroughfare plans and the
NCDOT's 2006 to 2012 Transportation Improvement Plan (TIP).
However, many residents of Blowing Rock strongly preferred a project that included a bypass
around Blowing Rock. Therefore, it was decided that an Environmental Impact Statement (EIS)
would be prepared for the northern 4.3 miles of the EA's project area (from Blackberry Road to
US 221 in Blowing Rock). The EIS compares a widening alternative with several bypass
alternatives.
A No-Build and five Build Alternatives are evaluated in this EIS. The No-Build Alternative fails
to meet the "purpose and need" of the proposed project because it neither increases capacity nor
decreases the potential for crashes. The five Build Alternatives, shown in Figure S-1 and
described below, are the Preferred (Widening) Alternative, Bypass Alternative 1A, Bypass
Alternative 1B, Bypass Alternative 4A, and Bypass Alternative 4B. All of the Build Alternatives
meet the purpose and need of the proposed project.
With one exception, all of the build alternatives would call for four lanes and a design speed of 50
miles per hour (mph) and a posted speed of 45 mph. In the Town of Blowing Rock, the Preferred
Alternative would have a design speed of 40 mph and a posted speed of 35 mph. Because of the
steep terrain of the project area, retaining walls are an important characteristic of all the Build
Alternatives. The five Build Alternatives are compared with the No-Build Alternative in
Table S-1 and the findings are summarized below.
US 321 Improvements (R-2237Q Xi Final Environmental Impact Statement
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xvii Final Environmental Impact Statement
This alternative would widen US 321 from two lanes to four lanes from Blackberry Road through
the Town of Blowing Rock. Curves would be eased south of Blowing Rock and in the Norwood
Circle and County Club Drive area of Blowing Rock. The project would include a four-lane
section with shoulders until the Gideon Ridge area south of the Blowing Rock town limits, a four-
lane section with curb and gutter and some turn lanes in Blowing Rock south of US 321 Business,
and four lanes with a landscaped median north of US 321 Business. Several intersections also
would be improved. The total cost of the Preferred Alternative, including both right-of-way and
construction costs, is expected to be $53.9 million in 2005 dollars. This amount reflects increases
in costs for transportation projects statewide that have occurred since the costs presented in the
Draft Environmental Impact Statement (DEIS) were prepared in 2001, which estimated a cost of
$45.9 million for the Preferred Alternative.
The Preferred Alternative would meet the project's Purpose and Need. The Preferred Alternative
would improve traffic operations along the entire length of US 321 to LOS D or better through
2025. The project would achieve the desired peak hour LOS C along the roadway at all locations
except between US 221 and Shoppes on the Parkway where an acceptable LOS D would occur.
The Preferred Alternative would also help reduce the potential for crashes and increase safety
along existing US 321 through more gentle curves, wider lanes, and other geometric
improvements.
2.2. Bypass Alternatives 1A and 1 B
Bypass Alternatives IA and 113 would follow the current US 321 alignment between Blackberry
Road and the Gideon Ridge area. They would then follow along the side of Green Hill, pass
under Green Hill Road, and then through the east part of Blowing Rock. They rejoin US 321 at
its intersection with Possum Hollow Road. The bypass includes four 12-foot lanes and a 4-foot
painted median. These alternatives assume that no improvements are made to US 321 north of its
southern intersection with the bypass. The total cost for Bypass Alternative IA is estimated to be
$75.1 million. The total cost for Bypass Alternative 113, including both right-of-way and
construction costs, is estimated at $92.2 million.
The impacts of Bypass Alternative 1B are essentially the same as Bypass Alternative IA.
However, instead of a major fill east of Gideon Ridge, Alternative 113 includes a cut at Gideon
Ridge, which eliminates the only curves that do not meet the project's horizontal curve criteria.
Building the Bypass Alternatives IA or 1B would meet the purpose and need of the project. This
bypass would attract an average of 12,300 vehicles per day in 2025. Traffic would drop 30 to 78
percent on existing US 321, with the greatest drops occurring south of Sunset Drive. A peak hour
LOS B would occur the full length of the bypass. Improvements to US 321 however, would be
needed to maintain LOS C on existing US 321 between the southern end of the bypass and Green
Hill Road (LOS D), Sunset Drive to the Food Lion Driveway (LOS D), and the Food Lion
driveway to US 221 (LOS E).
Bypass Alternatives lA and 1B would not include the road improvements that would reduce the
potential for crashes on the existing road (except south of Blowing Rock). These alternatives would
reduce traffic on the existing road, however, reducing the opportunity for crashes. In terms of
reducing the potential for crashes, traffic on the bypass would have the advantage of wider
US 321 Improvements (R-2237Q xviii Final Environmental Impact Statement I
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pavement, gentler curves, wider shoulders, only a few intersections, and few opportunities for
direct access from adjoining properties.
2.3. Bypass Alternatives 4A and 4B
Bypass Alternatives 4A and 4B would completely bypass the Town of Blowing Rock. These
alternatives would cross a valley at their southern end, follow the Blue Ridge escarpment (see
Figure S-1) to a tunnel under the Blue Ridge Parkway, follow a side hill paralleling Thunder
Mountain Road, and end at Aho Road north of the Parkway. The bypass includes four 12-foot
lanes and a 4-foot painted median. The alternatives assume that no improvements are made to
US 321 north of its southern intersection with the bypass. Both alternatives have the highest
right-of-way and construction costs. The total cost to implement Bypass Alternative 4A,
including both right-of-way and construction costs, is estimated at $170.5 million. The total cost
for Bypass Alternative 4B, including both right-of-way and construction costs, is estimated at
$250.3 million.
The major difference between Bypass Alternative 4A and Bypass Alternative 4B is that 4B utilizes
a greater number of bridges to reduce earthwork, changes in the terrain, natural resource loss, and
visual impacts. Bypass Alternative 4A includes five bridges; Alternative 4B includes 12 bridges.
Building either Bypass Alternative 4A or 4B would meet the Purpose and Need of the project.
This bypass would attract an average of 10,400 vehicles per day (vpd) in 2025. Traffic would
drop 40 to 70 percent on existing US 321, with the greatest drops occurring south of Sunset
Drive. This bypass would attract less traffic than Bypass Alternatives IA and 1B because its
northern terminus is north of the Blue Ridge Parkway. Thus, traffic traveling between the
Parkway and points south would pass through Blowing Rock rather than use the Bypass
(Alternative 4A or 4B). Since they would begin just north of Blackberry Road, Bypass
Alternatives 4A and 4B would include almost no road improvements on the existing road that
would reduce the potential for crashes. Like Bypass Alternatives IA and 1B, they would reduce
the traffic on the existing road, thus reducing the opportunity for crashes. Traffic on the bypass
would have the advantage of wider pavement, gentler curves, wider shoulders, only a few
intersections, and few opportunities for direct access from adjoining properties.
3. Other Proposed Actions
The following additional transportation improvement projects are near the project area:
R-2237B Widen US 321 to a multi-lane road from SR 1370 (Nelson Chapel Road) to
SR 1500 (Blackberry Road) in Caldwell County. Construction began on this
project in January 2005.
R-529 Widen US 421 to a multi-lane road from NC 194 in Boone to two miles east of
US 221 in Watauga County. This project's construction was completed in
January 2004.
U-3800 Widen US 321 (Harden Street), to five lanes from Rivers Street to US 421/
NC 194 in Boone. This project's construction was completed in June 2002.
R-2566 Widen NC 105 to a multi-lane road from US 221 in Avery County to SR 1107 in
Boone. This project is identified as a future need only.
US 321 Improvements (R-2237C) xix Final Environmental Impact Statement
R-2615 Widen US 421 to a multi-lane road from US 221 in Boone to the Tennessee State
R-2915 Widen US 221 to a four-lane divided road from US 421 in Watauga County to
US 221 Bypass South of West Jefferson. Right-of-way acquisition is scheduled
to begin in FFY 2009 and 2010, and construction is scheduled to begin in FFY
2010 and 2011.
U-2703 US 421 proposed bypass south of Boone, part on new location. This project is
identified as a future need only. It is scheduled for an environmental review.
U-4020 Widen US 421 (King Street) to a multi lane road from US 221 to US 321
(Harden Street) in Boone. Right-of-way acquisition is scheduled for FFY 2008;
construction is scheduled for FFY 2010.
U-2211 Widen SR 1001 (Connelly Springs Road), southwest loop to east of US 321 in
Lenoir. Widen to multi-lanes with curb and gutter, part on new location and
construct an interchange at US 321. Part of the project already completed. For
the remainder, right-of-way acquisition is scheduled for FFY 2008; construction
is scheduled for FFY 2009.
U-4435 Construct an interchange at the intersection of US 64 and US 321 in Lenoir. This
project is programmed for a planning and environmental study only.
E-4569 Restoration of historic pedestrian walkway along US 321 Business (South Main
Street), downtown Blowing Rock to Chestnut Drive. This project is under
construction.
FS-0511A Widening US 321 to multi-lanes from US 421 to the Tennessee State Line is
scheduled for a feasibility study.
The locations of these projects are shown in Figure 1-1 in Chapter 1.
4. Other Alternatives Considered
4.1. Alternatives to a Four-Lane Project
Potential alternatives to a four-lane project include the No-Build Alternative; postponement of
improvements; redesignation of US 321; improving the connection between Hickory, NC and
US 421; transit; transportation systems management improvements (improved two-lane and
three-lane alternatives), and a partial four-lane alternative.
No-Build Alternative
The No-Build Alternative would only call for the transportation improvements listed for Blowing
Rock and northwestern North Carolina in the NCDOT Transportation Improvement Program for
2006 to 2012. The No-Build Alternative would not increase the capacity of US 321 in the project
area or change the road features that contribute to the area's high crash rates. Therefore, this
alternative would not meet the purpose and need for the project. The No-Build Alternative is
compared with the five Build Alternatives in the DEIS. There are no direct environmental
impacts associated with the No-Build Alternative.
US 321 Improvements (R-2237Q xx Final Environmental Impact Statement
L
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Postponement of Improvements
With this alternative, no immediate improvements would be made to US 321. Postponement
would result, however, in steadily increasing traffic flow and crashes as traffic volumes continue
to rise. Property acquisition and construction costs would also rise. Project impacts would
ultimately occur and could become more severe over time. Thus, postponing the implementation
of improvements is not proposed.
Redesignation of US 321 between Lenoir, NC and Hampton, TN
During the preparation of the 1993 Environmental Assessment, a citizens group proposed that a
different highway route between Lenoir, North Carolina, and Hampton, Tennessee, be designated
as US 321. This alternative was evaluated in 1992 and again in the fall of 2000. The studies
found that the citizen-proposed route would not serve as an alternative to widening US 321 from
Patterson to Blowing Rock because the amount of traffic that would shift to the redesignated
route would be small and the capacity and safety needs of US 321 in the project area would not
change.
Improving the Connection between Hickory, NC and US 421
Improving the connection between Hickory, North Carolina and US 421 as an alternate route to
US 321 for travelers between Hickory and Boone was considered based on comments made at the
DEIS Public Hearings. The distance from Hickory to Boone was found to be substantially greater
when taking such an alternate route instead of US 321, so through travelers are unlikely to choose
this alternate route. Therefore, it was concluded that this alternative could not meet the purpose
and need of the project.
Transit Alternative
A transit alternative was also evaluated for the project area. It was determined that less than two
percent of the trips in the Blowing Rock area were likely to be attracted to transit, while as much
as 70 percent of all peak-hour traffic on US 321 in 2025 would have to be served by transit to
achieve an acceptable level of service. Therefore, it was concluded that transit could not meet the
purpose and need of the project.
I Transportation Systems Management (Two-Lane and Three-Lane Alternatives)
Transportation Systems Management (TSM) is defined as modest physical and operational
improvements to traffic performance, safety, and management. Potential TSM strategies that
could be applied to the US 321 corridor include left- and right-turn lanes and/or a third turning
lane; widening of existing lanes to 12-foot lanes with standard shoulders; straightening of
substandard horizontal curves; and elimination or substantial reduction of curb cuts (driveways).
Studies found that, for the project area, TSM improvements would not provide an adequate level
of traffic service through 2025.
Partial Four-Lane Alternative
In response to comments made at the Public Hearing, a partial four-lane alternative was
examined. Two design variations were examined from a traffic operations perspective. One
assumed one-lane in each direction and a landscaped median with left turn lanes on US 321 from
Green Hill Road to south of Pinnacle Avenue. The other extended this design configuration to
Sunset Drive. Four lanes were assumed elsewhere. It was concluded that this alternative would
pose substantial safety and operational issues in the future, in terms of queuing at intersections,
poor level-of-service, and the difficulty of safely transitioning from four lanes to two in the area
immediately south of Blowing Rock. Thus, this alternative would not meet the project's purpose
and need.
US 321 Improvements (R-223 7Q xxi Final Environmental Impact Statement
1
4.2. Other Build Alternatives
resource, natural resource, and visual considerations were taken into account in comparing the
potential bypass alternatives. At the end of the bypass alternatives study in 1997, four of the 17
alternatives were selected for detailed evaluation in the DEIS (Bypass Alternatives 1 through 4).
The 13 alternatives were eliminated from further consideration for one or more of the following
reasons:
• Higher cost;
• Substantially more earthwork;
• Greater natural resource impacts;
• Social impacts to the rural communities south of Blowing Rock;
• A substantial segment of US 321 would be left unimproved;
• Steep grades and sharp curves on US 321 would not be bypassed;
• Alternatives were essentially different design variations in the same corridor;
• Northern ending point was opposed; and
• Potential impacts to the Blowing Rock Assembly Grounds (a church camp).
In July 1999, based on stakeholder comment, the NCDOT decided that the Widening (Preferred)
Alternative, Bypass Alternative 1, and Bypass Alternative 4 would be evaluated in detail in the
EIS. This decision to carry forward the Widening (Preferred) Alternative and Bypass Alternative
1 was affirmed in early 2001 in a joint decision with state and federal regulatory and
environmental resource agencies. State and federal agencies did not agree that Bypass
Alternative 4 should be included in the EIS as a detailed study alternative. Although Bypass
Alternative 4 would have a high cost and substantial natural resource and visual impacts, it is
evaluated in detail because it has strong public support. Bypass Alternative 1 was evaluated in
detail because it avoids all impacts to historic properties. Bypass Alternatives 2 and 3 were
dropped from further consideration because of visual impacts, substantial earthwork, impacts to
the Blowing Rock Assembly Grounds, and lack of public support.
For each of the Bypass Alternatives chosen for full evaluation in the EIS (Alternatives 1 and 4),
two preliminary designs were developed. Bypass Alternative designs IA and 1B and Bypass
Alternative designs 4A and 4B were described in Section 2.
5. Major Environmental Impacts
Major environmental impacts associated with the Build Alternatives are summarized in
Table S-1. A general description of the impacts for each alternative follows.
5.1. Preferred Alternative (Widening Alternative)
The Preferred Alternative would involve relocating 15 residences and eight businesses. This
alternative features four lanes, additional traffic signals, and flatter curves, particularly south of
US 321 Business. It would give the Town of Blowing Rock a more urban feel, diminishing the
current small town atmosphere of this resort community. A landscape plan would be
implemented to mitigate this impact. Because the alternative would be along the existing
highway corridor, it would not pass through any Blowing Rock neighborhoods or rural
communities. Persons choosing to cross US 321 on foot (with or without a bicycle) would have
more pavement to cross. None of the alternatives would adversely affect community facilities or
US 321 Improvements (R-2237C) xxii Final Environmental Impact Statement I
resources. There are no concentrations of any one racial or ethnic group or low-income
populations within the three project corridors.
The Preferred Alternative would have an adverse impact on the Green Park Historic District and
on the Green Park Inn. A total of approximately 3.7 acres of new right-of-way would be acquired
and converted to highway use within the Green Park Historic District. One contributing structure
(a second contributing structure that was to be displaced by the project collapsed since the release
of the DEIS) and low stone walls would be displaced. Views from the properties within the
district and views of the district from the road would change.
The Preferred Alternative would cross six streams and 27 acres of natural plant communities. It
would involve the greatest amount of fill in streams (1,070 linear feet). All alternatives would
affect less than one acre of wetlands. The Preferred Alternative would involve the least wildlife
habitat fragmentation because of the urbanized nature of its corridor.
1 The predicted noise levels for the Preferred Alternative are expected to exceed the FHWA Noise
Abatement Criteria (NAC) at 28 of 182 modeled sites. These sites are adjacent to US 321 in
areas where the widening would move the roadway and, therefore, vehicular traffic, closer to
residences. In no case would the Preferred Alternative cause a substantial increase in noise
levels.
The Preferred Alternative would have little effect on development projects under way in Blowing
Rock or on development trends. The cumulative community impacts of the Preferred Alternative
would be primarily associated with the project's direct community impacts and current
development trends. The Preferred Alternative would add to indirect impacts to stream
hydrology and headwater drainage of the Yadkin River.
NCDOT representatives met with the Town Council of Blowing Rock on May 16, 2003, June 12,
2003, July 10, 2003, and October 7, 2003 to reach an agreement on a strategy for mitigating the
impact of the Preferred Alternative on the Town of Blowing Rock. The resulting Memorandum
of Understanding was adopted by the North Carolina Board of Transportation on October 7, 2004
and adopted by the Town Board of Blowing Rock on October 12, 2004. The State Historic
Preservation Officer (October 25, 2004), the NCDOT (November 4, 2004), and the US Army
Corps of Engineers (USACE) (November 15, 2004) signed a Memorandum of Agreement
(MOA) stipulating measures to mitigate the Adverse Effects the Preferred Alternative will have
on the Green Park Historic District. This MOA was developed under the terms of Section 106 of
the Historic Preservation Act of 1966 (16 U.S.C. § 470f). Both these agreements identify
roadway features, landscape features, design review opportunities, and construction procedures
that would be implemented with construction of the Preferred Alternative. Notable results of the
discussions included: reduction of lane widths in the Green Park Historic District north of Green
Hill Road from 12 feet to 11 feet; removal of the median at the Green Park Inn, construction of a
sidewalk on the east side of US 321 between Green Hill Road and US 321/US 321 Business
intersection, elimination of the Goforth Road intersection with US 321, and the definition of
landscape elements.
5.2. Bypass Alternative 1A
' Bypass Alternative lA would displace 24 residences and one business. This alternative would
pass through a developing residential area of Blowing Rock and add a thoroughfare to an area of
local streets and single-family homes, in some cases dividing neighborhoods. It is the least
desirable alternative from the perspective of land use planning.
US 321 Improvements (R-2237C) xxiii Final Environmental Impact Statement
With Bypass Alternative 1A, existing US 321 in the Town of Blowing Rock would be
unchanged. Traffic volumes between US 321 Business and US 221 would be similar to what
they are today. Traffic would continue to increase north of US 221. South of US 321 Business,
volumes would be roughly half of what they are today.
The most substantial visual impacts would occur where the bypass passes through several
subdivisions in east Blowing Rock. Features in this area would include the pavement surface,
cut-and-fill slopes, bridges, vegetation clearing, and retaining walls. These features would
markedly change the scale of existing views. Trees would be planted on the slopes adjacent to
both sides of the proposed roadway where the existing landscape would be altered. The impact of
Bypass Alternative IA on Parkway views would be minimal; it would not diminish the integrity
of the Parkway's significant historic and parkland features. Bypass Alternative IA will have No
Adverse Effect on historic resources.
Bypass Alternative 1A (and Bypass Alternative 1B) would have a substantially greater noise
impact than the other alternatives.
Bypass Alternative lA would cross five streams and use 39 acres of natural plant communities.
Implementation of this alternative would have intermediate wildlife impacts in comparison to the
other alternatives and would have the least amount of jurisdictional stream impacts (730 to 780
feet). Bypass Alternative IA would not affect a 100-year floodplain or a floodway.
Because a part of the Bypass Alternative lA corridor would be in areas currently developed or
being developed for residential use, the desirability of the remaining lots near the project corridor
would likely decrease because of visual change and traffic noise. The loss of subdivided lots and
the reduced desirability of remaining nearby lots could shift anticipated residential growth to
other parts of Blowing Rock and the region. The cumulative community impacts of Bypass
Alternative lA would be primarily associated with the project's direct community impacts and
their affect on current residential development patterns.
Bypass Alternative IA would eliminate almost all horizontal curve design exceptions along
US 321 up to the Blackberry Condominiums by decreasing the cuts into the existing terrain and
increasing the fills on the east side of the road. This bypass, however, would include a major
exception to the project's horizontal design criteria where two sharp curves would remain along
the road. Although such curves could be marked to warn drivers to slow down, their presence
would violate the expectations of southbound drivers, who would up to that point have
experienced mostly gentle curves on the bypass and would be traveling downhill on a steep (6
percent) grade. Northbound travelers would reach these curves up hill on a 7 percent grade on a
generally curvier road, similar to what exists today.
Bypass Alternative lA would require extensive fill south and east of Gideon Ridge. Because the
majority of the excavation would occur north of Green Hill Road and the majority of the fill
would occur south of Gideon Ridge, substantial amounts of material would have to be trucked
from the northern to the southern part of the project area during construction.
5.3. Bypass Alternative 1 B
The impacts of Bypass Alternative 113 are essentially the same as Bypass Alternative IA.
However, instead of a major fill east of Gideon Ridge, Alternative 1B would include a cut at
Gideon Ridge, which would eliminate the only curves that do not meet the project's horizontal
curve criteria. The cut would increase community impacts. In order to lessen the visual impacts,
US 321 Improvements (R-2237C) xxiv Final Environmental Impact Statement
landscape treatments would include cut and fill slope planting along the entire length of all
bypass alternatives.
'
s alignment between Gideon Ridge and
With Alternative 1B, the combination of the alternative
Green Hill, the large cut into Gideon Ridge, and the series of cuts that occur as the bypass passes
through Blowing Rock make it more difficult to balance the earthwork than with Bypass
Alternative 1A. Earthwork is balanced when the amount of earth and rock excavated from hills is
the same as the amount needed to fill depressions. Preliminary earthwork computations for
Bypass Alternative 1B show that there would be approximately 1.4 million cubic yards of surplus
material. The logistics involved with disposal of 1.4 million cubic yards of earth and rock are
daunting. To achieve maximum benefit (and least cost), the disposal location should be adjacent
to the Bypass Alternative 1B project corridor. One possible location in the project corridor would
be next to US 321 just north of where the bypass leaves the cut into Gideon Ridge and begins to
proceed towards Green Hill. Hauling this much surplus along area highways would require
approximately 155,000 trips.
5.4. Bypass Alternative 4A
Bypass Alternative 4A would displace eight residences and one business. This alternative would
substantially affect two rural communities by introducing a thoroughfare to an area of mostly
isolated homes. It would make rural land more accessible to development and thus not be
compatible with the goals of local land use plans.
Features of Bypass Alternative 4A would include the new pavement surface, two bridges,
vegetation clearing, cut-and-fill slopes, and four retaining walls measuring up to 60 feet in height
and as long as 630 feet on the west side of the road. The impact of the introduction of the
roadway in this area would worsen as it approaches the Blue Ridge Parkway. A revegetation plan
has been proposed as mitigation. The visual change caused by Bypass Alternative 4A would
have an Adverse Effect on the Parkway from an historic resource perspective given the nature of
the impact, the goals of the Parkway, and the value of the Thunderhill overlook view. None of
the Build Alternatives would use land from the Blue Ridge Parkway.
Bypass Alternative 4A would have the greatest effect on ecological resources in the project area,
crossing 20 streams (six would be bridged), using 93 acres of natural plant communities, and
involving the greatest fragmentation of habitat. Long-term displacement would be expected for
forest-interior species.
The cumulative community impacts of Bypass Alternative 4A would primarily be associated with
its direct community impacts and their effect on development patterns in rural Caldwell and
Watauga counties. Cumulative natural resource impacts would include long-term increases in
sedimentation and intensity of runoff flows; deposition of petroleum products, fertilizers, and
road salt into Yadkin and New River Basins; the potential elimination of many plant species in
these areas; and fragmentation of large forested areas on the Blue Ridge escarpment.
Bypass 4A would require 3 million cubic yards of earthwork, the most of any alternative.
5.5. Bypass Alternative 4B
Bypass Alternative 4B would displace six residences and one business. Its compatibility with
area land use plans would be similar to Bypass Alternative 4A.
US 321 Improvements (R-2237Q xxv Final Environmental Impact Statement
Visually, this bypass would be in a location similar to Bypass Alternative 4A, but would use more
bridges. A revegetation plan is proposed as mitigation. Features of this alternative include the
new pavement surface, eight bridges, vegetation clearing, cut-and-fill slopes, and four retaining
walls measuring up to 60 feet in height and as long as 700 feet on both the west and east sides of
the road. Like 4A, the impact of the roadway would worsen as it gets closer to the Blue Ridge
Parkway. The impacts on views from Thunderhill overlook would not be as substantial as with
Bypass Alternative 4A. The impacts would remain, however, great enough to constitute an
Adverse Effect on the Blue Ridge Parkway from a historic resources perspective.
The introduction of bridges to create Bypass Alternative 4B would reduce the impact to 20
streams crossed (14 would be bridged) and would use 38 acres of natural plant communities.
Habitat fragmentation would also be reduced. While following a path similar to that of Bypass
Alternative 4A, implementation of Bypass Alternative 4B would result in substantially less plant
community impact and fragmentation because of extensive use of bridges.
Bypass Alternative 4B would be the most expensive alternative with a cost of $250 million. The
cumulative community and natural resource impacts of Bypass Alternative 4B would be
essentially the same as Alternative 4A.
6. Areas of Controversy
During the process of project scoping, interagency involvement, and citizen participation,
including the Public Hearing, the principal issues of concern were:
• The appropriateness of placing a four-lane road through a historic district and a resort
community (Blowing Rock), given the disruption caused by the construction period and the
permanent community and visual change associated with a four-lane road.
• The appropriateness of leaving increasing through-traffic volumes on a widened US 321 in
Blowing Rock, particularly since traffic could grow to the point where a bypass around
Blowing Rock would be needed anyway.
• The appropriateness of the presence of a four-lane thoroughfare anywhere within the Town of
Blowing Rock.
• The appropriateness of placing a four-lane bypass through a rural and natural environment,
given that there is an improvable existing road that serves the same traffic.
• The appropriateness of placing a new thoroughfare within the viewshed of a valued view
from the Blue Ridge Parkway.
These concerns are addressed in this EIS.
7. Major Unresolved Issues with Other Agencies
There are no major unresolved issues with other agencies.
8. Federal Actions Required for the Proposed Project
A US Army Corps of Engineers Dredge and Fill Permit would be required with any of the
alternatives. No other federal actions would be required.
US 321 Improvements (R-2237Q xxvi Final Environmental Impact Statement I
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TABLE OF CONTENTS
Volume 1
Page
PROJECT COMMITMENTS "'
SUMMARY .................................................................................................................................. Xi
1.0 PURPOSE OF AND NEED FOR ACTION .................................................................1-1
1.1 Project Need ........................................................................................................... 1-1
1.2 Project Purpose .....................................................................................................1-2
1.3 Background Information ...................................................................................... 1-2
1.3.1 Setting and Land Use ...............................r ................................................. 1-2
1.3.2 Population Growth ................................... .................................................. 1-5
1.3.3 Project History ...........................................................................................1-5
1.4 Thoroughfare Planning ......................................................................................... 1-6
' 1.4.1 Overview of the Thoroughfare Planning Process ....................................... 1-6
1.4.2 Caldwell and Watauga County Thoroughfare Planning ............................. 1-6
1.4.3 North Carolina Transportation Improvement Program .............................. 1-6
1.5 Transportation Network and Operating Characteristics .................................. 1-7
1.5.1 Existing Road Network .............................................................................. 1-7
1.5.2
1.5.3 Roadway Characteristics and Posted Speeds .............................................
Sidewalks and Pedestrian Movements ....................................................... 1-7
1-8
1.5.4 Intersections and Access Control ............................................................... 1-8
1.5.5 Traffic Volumes ......................................................................................... 1-8
' 1.5.6 Level of Service ....................................................................................... 1-10
1.5.7 Crashes/Safety ..........................................................................................1-13
1.6
1.7 Modal Interrelationships ....................................................................................
Summary .............................................................................................................. 1-15
1-15
2.0 ALTERNATIVES CONSIDERED .............................................................................
...............................................
2.1 Study Chronology................................................
2.1.1 1990 to 1994 Environmental Assessment and Finding of No ..2-1
..2-1
Significant Impact ....................................................................................
2.1.2 1995 to 1997 Blowing Rock Bypass Studies ........................................... .. 2-2
.. 2-2
2.1.3 1998 to 1999 Studies ................................................................................ .. 2-6
2.1.4 2000 to 2005 DEIS Preparation, Public Hearings, Selection of a
Preferred Alternative, and Negotiation of Mitigation Agreements ..........
.. 2-7
2.2 Selection of the Blowing Rock Bypass Alternatives for Evaluation
in the EIS ..............................................................................................................
2.2.1 1990 to 1993 Blowing Rock Bypass Corridor Studies ............................. ..2-8
.. 2-8
2.2.2 1995 to 1997 Blowing Rock Bypass Corridor Studies ............................. 2-10
' 2.2.3 1999 Widening Proposal ..........................................................................
2.2.4 Selection of the Alternatives to be Evaluated in the EIS ......................... 2-37
2-38
2.3 Alternatives to a Four-Lane Project .................................................................. 2-39
2.3.1 No-Build ................................................................................................... 2-39
' US 321 Improvements (R-2237Q xxvii Final Environmental Impact Statement
TABLE OF CONTENTS (continued)
2.3.2 Postponement of Improvements ............................................................... 2-39
2.3.3 Redesignation of US 321 between Lenoir, NC and Hampton, TN .......... 2-39
2.3.4 Improving the Connection between Hickory, NC and US 421 ................ 2-46
2.3.5 Transit Alternative ................................................................................... 2-46
2.3.6 Transportation Systems Management (Two-Lane and
Three-Lane Alternatives) ......................................................................... 2-49
2.3.7 Partial Four-Lane Alternative ................................................................... 2-55
3.0
2.4 Description of Build Alternatives, Including the Preferred Alternative ........ 2-61
2.4.1 Preferred Alternative ................................................................................ 2-61
2.4.2 Bypass Alternatives lA and 1B ............................................................... 2-75
2.4.3 Bypass Alternatives 4A and 4B ............................................................... 2-83
2.4.4 Landscaping and Revegetation ................................................................. 2-95
2.4.5 Permits Required ...................................................................................... 2-97
AFFECTED ENVIRONMENT .....................................................................................3-1
3.1 Population, Economics, and Land Use ................................................................3-1
3.1.1 History of Development ....................
3.1.2 Population .................................................................................................. 3-2
3.1.3 Economics and Employment Trends .......................
3.1.4 Existing Land Use .................................................................................... 3-11
3.1.5 Comprehensive Planning ......................................................................... 3-13
3.1.6 Farmlands ................................................................................................. 3-17
3.2 Neighborhoods and Community Services ......................................................... 3-17
3.2.1 Communities and Neighborhoods ............................................................ 3-17
3.2.2 Community Facilities and Resources ....................................................... 3-19
3.3 Minority and Low-Income Populations ............................................................ 3-20
3.3.1 Minority and Low-Income Definitions .................................................... 3-20
3.3.2 Concentrations of Minority and Low Income Populations ...................... 3-20
3.4 Visual and Aesthetic Quality .............................................................................. 3-21
3.4.1 General Characteristics of the Existing Landscape and its Viewers ........ 3-22
3.4.2 Description of Landscape Units ............................................................... 3-23
3.5 Air Quality ...........................................................................................................3-33
3.6 Noise ..................................................................................................................... 3-34
3.6.1 Fundamental Concepts of Highway Noise ............................................... 3-34
3.6.2 Ambient Noise Measurements ................................................................. 3-35
3.6.3 Noise Prediction Model Validation .......................................................... 3-35
3.6.4 Predicted Existing Noise Levels .............................................................. 3-38
3.7 Historic and Archaeological Resources ............................................................. 3-39
3.7.1 Historic Resources ................................................................................... 3-39
3.7.2 Archaeological Resources ........................................................................ 3-53
3.8 Parks and Recreation Areas ............................................................................... 3-53
3.8.1 Blowing Rock Assembly Grounds ....................................................
.......
3-53
3.8.2 The Blowing Rock Country Club ............................................................. 3-53
3.8.3 The Blue Ridge Parkway ......................................................................... 3-54
US 321 Improvements (R-2237C) xxviii Final Environmental Impact Statement I
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TABLE OF CONTENTS (continued)
4.0
3.9 Fog ........................................................................................................................ 3-58
3.10 Ecological Resources ...........................................................................................3-59
3.10.1 Terrestrial Resources ................................................................................ 3-59
3.10.2 Aquatic Resources .................................................................................... 3-67
3.10.3 Threatened or Endangered Species .......................................................... 3-78
3.10.4 Natural Resource Protection Policies and Goals ...................................... 3-81
3.11 Floodplains and Regulatory Floodways ............................................................ 3-81
3.12 Hazardous Material Sites and Underground Storage Tanks ..........................3-84
3.13 Utilities ................................................................................................................. 3-84
3.13.1 Water and Sewer ...................................................................................... 3-84
3.13.2 Telephone .................................................................................................3-85
3.13.3 Electric and Cable Lines .......................................................................... 3-85
ENVIRONMENTAL CONSEQUENCES ........................................................................ 4-1
4.1 Community Impacts ............................................................................................ .. 4-2
4.1.1 Relocation ................................................................................................ .. 4-3
4.1.2 Economic Impacts .................................................................................... .. 4-6
4.1.3 Land Use Plan Compatibility ................................................................... 4-20
4.1.4 Farmlands ................................................................................................. 4-23
4.1.5 Neighborhoods and Community Cohesion .............................................. 4-23
4.1.6 Community Facilities and Resources ....................................................... 4-29
4.2 Minority and Low-Income Populations ............................................................ 4-30
4.3 Visual and Aesthetic Quality .............................................................................. 4-30
4.3.1 Assessment Factors .................................................................................. 4-31
4.3.2 Preferred Alternative ................................................................................ 4-32
4.3.3 Bypass Alternative IA ............................................................................. 4-39
4.3.4 Bypass Alternative 113 .............................................................................. 4-45
4.3.5 Bypass Alternative 4A ............................................................................. 4-48
4.3.6 Bypass Alternative 4B .............................................................................. 4-55
4.4 Air Quality ...........................................................................................................4-62
4.4.1 Regional Air Quality ................................................................................ 4-62
4.4.2 Microscale Air Quality Analysis .............................................................. 4-63
4.4.3 Potential Air Quality Impacts ................................................................... 4-65
4.4.4 Air Quality Conformance ......................................................................... 4-65
4.4.5 Mobile Source Air Toxics ........................................................................ 4-65
4.5 Noise and Vibration ............................................................................................ 4-66
4.5.1 Noise Standards and Criteria .................................................................... 4-66
4.5.2 Traffic Noise Model ................................................................................. 4-68
4.5.3 Predicted Noise Levels ............................................................................. 4-68
4.5.4 Analysis .................................................................................................... 4-75
4.5.5 Project Noise Abatement .......................................................................... 4-75
US 321 Improvements (R-2237C) xxix Final Environmental Impact Statement
TABLE OF CONTENTS (continued)
4.6 Historic and Archaeological Resources .............................................................4-77
4.6.1 Historic Resources ................................................................................... 4-78
4.6.2 Archaeological Resources ...................................................................... .. 4-91
4.7 Parks and Recreation Areas ............................................................................. ..4-91
4.7.1 Blowing Rock Assembly Grounds .......................................
4.7.2 The Blowing Rock Country Club ........................................................... .. 4-92
4.7.3 The Blue Ridge Parkway ....................................................................... .. 4-93
4.8 Fog ..... ................................................................................................................. 4-101
4.9 Ecological Resources ......................................................................................... 4-102
4.9.1 Physical Resource Impacts ..................................................................... 4-102
4.9.2 Terrestrial Resource Impacts .................................................................. 4-104
4.9.3 Jurisdictional Area Impacts .................................................................... 4-107
4.9.4 Threatened or Endangered Species ........................................................ 4-116
4.10 Floodplains and Regulatory Floodways .......................................................... 4-119
4.11 Hazardous Material Sites and Underground Storage Tanks ........................ 4-120
4.12 Energy ................................................................................................................ 4-121
4.13 Mineral Resources ............................................................................................. 4-121
4.14 Utilities ............................................................................................................... 4-121
4.14.1 Water and Sewer Impacts ....................................................................... 4-121
4.14.2 Telephone Line Impacts ......................................................................... 4-122
4.14.3 Electric and Cable Line Impacts ............................................................ 4-122
4.14.4 Relocation Procedures ............................................................................ 4-122
4.15 Second ary and Cumulative Impacts ................................................................ 4-123
4.15.1 No-Build Alternative .............................................................................. 4425
4.15.2 Preferred Alternative .............................................................................. 4428
4.15.3 Bypass Alternatives IA and 1B ............................................................. 4-132
4.15.4 Bypass Alternatives 4A and 4B ............................................................. 4435
4.15.5 Blue Ridge Parkway Cumulative Impacts of Highway Projects............ 4439
4.15.6 Cumulative Impacts of Improvements to US 321 from NC 168
at Patterson to Blowing Rock ................................................................. 4-140
4.16 Construction Impacts ........................................................................................4-141
4.16.1 Construction Contract Specifications ..................................................... 4-143
4.16.2 Potential Special Contractor Incentives ................................................. 4-143
4.16.3 Innovative Techniques ........................................................................... 4-145
4.16.4 Excavation Procedures (Including Blasting) .......................................... 4-148
4.16.5 Earthwork Borrow and Waste ................................................................ 4-152
4.16.6 Erosion Control ...................................................................................... 4-153
4.16.7 Air Quality ............................................................................................. 4-155
4.16.8 Noise Control ......................................................................................... 4-156
4.16.9 Tree Protection ....................................................................................... 4-156
4.16. 10 Utility Relocation ................................................................................... 4-157
4.16. 11 Geodetic Survey Markers ....................................................................... 4-157
US 321 Improvements (R-2237C) xxx Final Environmental Impact Statement
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TABLE OF CONTENTS (continued)
4.17 The Relationship Between Local Short-Term Uses of Man's
Environment and the Maintenance and Enhancement of Long-Term
Productivity ....................................................................................................... 4-157
4.17.1 Preferred Alternative .............................................................................. 4-157
4.17.2 Bypass Alternatives IA and 1B ............................................................. 4-158
4.17.3 Bypass Alternatives 4A and 413 ............................................................. 4-159
5.0
6.0
7.0
4.18 Irreversible and Irretrievable Commitments of Resources ........................... 4-160
LIST OF PREPARERS ................................................................................................. 5-1
5.1 North Carolina Department of Transportation (NCDOT) ............................... 5-1
5.2 Parsons Brinckerhoff Quade & Douglas, Inc ..................................................... 5-1
5.3 Corporate Services, Inc ......................................................................................... 5-3
5.4 EcoScience Corporation ....................................................................................... 5-3
5.5 GEOTEK & Associates, Inc ................................................................................. 5-3
5.6 Golder Associates, Inc ........................................................................................... 5-3
5.7 Mattson, Alexander & Associates, Inc ................................................................. 5-3
5.8 Ralph J. Trapani, P.E . .......................................................................................... 5-4
LIST OF AGENCIES, ORGANIZATIONS, AND PERSONS TO
WHOM COPIES OF THE STATEMENT ARE SENT ............................................. 6-1
6.1 Federal Agencies .................................................................................................... 6-1
6.2 State Agencies ........................................................................................................ 6-2
6.3 Local Governments and Agencies ........................................................................ 6-2
6.4 Interest Groups ...................................................................................................... 6-3
6.5 Public Libraries ...................................................................................................6-3
COMMENTS AND COORDINATION .......................................................................7-1
7.1 Earlier EA and FONSI Preparation ....................................................................7-1
7.2 DEIS Scoping .........................................................................................................7-1
7.2.1 Scoping Letter Responses .......................................................................... 7-2
7.2.2 February 1, 1996 Agency Scoping Meeting ............................................... 7-3
7.2.3 Citizen Participation in Scoping ................................................................. 7-3
7.3 Bypass Alternatives Study .................................................................................... 7-3
7.3.1 Citizen Involvement ................................................................................... 7-4
7.3.2 December 17, 1996 Interagency/Steering Committee Meeting ................. 7-8
7.3.3 Alternatives Assessment Questionnaire ..................................................... 7-9
7.3.4 March 8, 1999 Video Presentation ............................................................. 7-9
US 321 Improvements (R-2237C) xxxi Final Environmental Impact Statement
TABLE OF CONTENTS (continued)
7.4 DEIS Preparation ................................................................................................ 7-10
7.4.1 NEPA/Section 404 Merger Team Meetings ............................................. 7-10
7.4.2 Cultural Resource Agency Meetings ........................................................ 7-12
7.4.3 Citizens Advisory Committee .................................................................. 7-13
7.5 General DEIS Outreach Programs .................................................................... 7-13
7.5.1 Newsletters ............................................................................................... 7-13
7.5.2 Small Group Meetings ............................................................................. 7-15
7.5.3 Toll Free Project Information Line .......................................................... 7-15
7.5.4 Website ..................................................................................................... 7-15
7.6 Pre-Hearing Workshops ..................................................................................... 7-15
7.7 Public Hearing ..................................................................................................... 7-16
7.8 Public Comments and Responses ....................................................................... 7-16
7.8.1 Comments Against Widening Alternative ............................................... 7-17
7.8.2 Comments in Support of Widening Alternative ....................................... 7-23
7.8.3 Comments in Support of a Bypass ........................................................... 7-25
7.8.4 Comments Against a Bypass .................................................................... 7-27
7.8.5 Comments in Support of No-Build Alternative ....................................... 7-29
7.8.6 Potential Greater Influence of Bypass Supporters ................................... 7-29
7.9 Agency Comments and Responses ....................................................... .............. 7-32
7.9.1 Federal ...................................................................................................... 7-33
7.9.2 State .......................................................................................................... 7-44
7.9.3 Regional and Local .................................................................................. 7-54
7.10 NCDOT Post Hearing NEPA/404 Merger Team Meetings ............................. 7-55
7.10.1 NEPA/404 Concurrence Point 3 Merger Meeting ................................... 7-55
7.10.2 Concurrence Point 4A and 2A Meeting ................................................... 7-56
7.11 Blowing Rock Town Council Mitigation Meetings .......................................... 7-56
7.11.1 May 16, 2003 Meeting ............................................................................. 7-57
7.11.2 June 12, 2003 Meeting ............................................................................. 7-57
7.11.3 July 10, 2003 Meeting .............................................................................. 7-57
7.11.4 October 7, 2003 Meeting .......................................................................... 7-57
7.12 Section 106 Consulting Party Meetings ............................................................. 7-58
7.12.1 June 24, 2003 A.G. Jonas Cottage Meeting ............................................. 7-58
7.12.2 June 24, 2003 Blowing Rock Country Club Meeting .............................. 7-59
7.12.3 June 25, 2003 Hayes Meeting .................................................................. 7-59
7.12.4 June 25, 2003 Green Park Inn Meeting .................................................... 7-59
7.12.5 July 25, 2003 Meeting with the Owner of the Green Park Inn ................ 7-60
7.12.6 July 31, 2003 Section 106 Consulting Parties Open House ..................... 7-60
7.12.7 October 29, 2003 Small Group Meeting .................................................. 7-60
7.12.8 August 6, 2004 Small Group Meeting ..................................................... 7-60
7.13 October 3, 2003 Meeting with The Pines ........................................................... 7-61
INDEX .......................................................................................................................................IN-1
US 321 Improvements (R-2237Q xxxii Final Environmental Impact Statement
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TABLE OF CONTENTS (concluded)
Volume 2
APPENDIX A AGENCY CORRESPONDENCE ........................................................... A-1
APPENDIX B CORRIDOR PUBLIC HEARING TRANSCRIPT
AND COMMENTS ................................................................................... B-1
APPENDIX C RELOCATION REPORTS ..................................................................... C-1
APPENDIX D DESIGN AND LANDSCAPE DRAWINGS FOR THE BUILD
................................................. D-1
ALTERNATIVES ....................................
APPENDIX E LIST OF REFERENCES AND TECHNICAL REPORTS .................. E-1
APPENDIX F NEPA/404 MERGER CONCURRENCE FORMS .................................F-1
APPENDIX G MEMORANDUM OF UNDERSTANDING AND
MEMORANDUM OF AGREEMENT ..J ................................................ G-1
US 321 Improvements (R-2237Q xxxiii Final Environmental Impact Statement
LIST OF TABLES
Page ,
Table S-1. Summary Comparison of Alternatives .............................................................. .. xiii
Table 1-1. Existing (1998) and Forecast Average Daily Traffic (ADT) and
Forecast Design Hour Volume ........................................................................... 1-10
Table 1-2. Level of Service Criteria .................................................................................... 1-11
Table 1-3. Design Hour Roadway Level of Service ............................................................ 1-12
Table 1-4. Design Hour Intersection Level of Service ........................................................ 1-13
Table 1-5. Crash Rates ........................................................................................................ 1-14
Table 2-1. 1997 Comparison of Potential Bypass Alternatives (Part 1) ............................. 2-16
Table 2-2. 1997 Comparison of Potential Bypass Alternatives (Part 2) ............................. 2-21
Table 2-3.
Percent of Local Automobile Trips and Automobile Trips with a '
Blowing Rock Origin or Destination that Must Use Transit to
Table 2-4. Achieve Various Levels of Service (Excludes Through Trips) .........................
Percent of All Automobile Trips that Must Use Transit to Achieve 2-48 ,
Various Levels of Service .................................................................................. 2-49
Table 2-5.
Table 2-6. 2025 Link Level of Service (LOS) for Partial Four-Lane Designs ....................
Impact of Grade on Truck Speed ....................................................................... 2-56
2-59
Table 2-7. Key Design Criteria for the Build Alternatives .................................................. 2-63
Table 2-8. Retaining Wall Design Criteria .......................................................................... 2-66
Table 2-9. Location and Purpose of Intersection Improvements with
the Preferred Alternative .................................................................................... 2-67
Table 2-10. Retaining Walls Included in the Preferred Alternative ...................................... 2-68
Table 2-11. Cut and Fill Requirements for the Preferred Alternative ................................... 2-68
Table 2-12. Average Daily Traffic Forecasts ........................................................................ 2-74
Table 2-13. Design Hour Level of Service ............................................................................ 2-74
Table 2-14. Design Hour Intersection Level of Service ........................................................ 2-75
Table 2-15. Intersections and Other Road Crossings with Bypass
Alternatives IA and 1B ...................................................................................... 2-78
Table 2-16.
Table 2-17. Retaining Walls Included in Bypass Alternatives IA and 1B ...........................
Bridges Included in Bypass Alternatives IA and 113 ......................................... 2-79
2-79
'
Table 2-18. Cut and Fill Requirements for Bypass Alternatives IA and 113 ....................... 2-80
Table 2-19.
Table 2-20. Retaining Walls Included in Bypass Alternatives 4A and 4B ...........................
Bridges Included in Bypass Alternatives 4A and 413 ......................................... 2-85
2-86
Table 2-21. Cut and Fill Requirements for Alternatives 4A and 4B ..................................... 2-86
Table 3-1. Permanent Population in Town of Blowing Rock and Caldwell
and Watauga Counties ......................................................................................... 3-3
Table 3-2. Population Forecasts for Caldwell and Watauga Counties ................................. 3-3
Table 3-3. Population Above Age 65 .................................................................................... 3-4
Table 3-4. Non-White Population ......................................................................................... 3-4 ,
Table 3-5. Population Below Poverty Line ........................................................................... 3-4
Table 3-6. Median Household Income .................................................................................. 3-5
Table 3-7. Employment by Sector ........................................................................................ . 3-6
Table 3-8. Housing Units in Town of Blowing Rock and Caldwell
and Watauga Counties ........................................................................................ . 3-8
Table 3-9. Single-Family Building Permits Issued (Percent Change from
Previous Year) ............. ..........................................................................
. 3-9
Table 3-10. Housing Values in Town of Blowing Rock and Caldwell and
Watauga Counties .............................................................................................. 3-10
US 321 Improvements (R-2237C) xxxiv Final Environmental Impact Statement ,
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11
1
LIST OF TABLES (continued)
Table 3-11. Housing Vacancy Rates in Town of Blowing Rock and Caldwell and
Watauga Counties ..............................................................................................3-10
Table 3-12. Minority and Low-Income Populations, 2000 ................................................... 3-21
Table 3-13. Measured Ambient Noise Levels (dBA) ............................................................ 3-38
Table 3-14. Existing Condition Noise Levels at Receptors Adjacent to US 321 .................. 3-40
Table 3-15. Characteristics of District and Contributing Properties ..................................... 3-45
Table 3-16. Past, Present, and Programmed NCDOT Projects Affecting
the Blue Ridge Parkway ..................................................................................... 3-56
Table 3-17. Percent of Major Land Cover Types in Regional Sub-Basins ........................... 3-65
Table 3-18. Changes In Land Cover in Regional Sub-Basins 1982 to 1992 ......................... 3-65
Table 3-19. Forested Land And Managed Timberland ......................................................... 3-66
Table 3-20. Characteristics of Streams and Stream Crossings .............................................. 3-72
Table 3-21. Federally Protected Species Listed by the US Fish and Wildlife Service ....... .. 3-79
Table 3-22. Species Listed as "Federal Species of Concern ................................................ .. 3-80
Table 4-1. Estimated Maximum Displacees ...................................................................... .... 4-4
Table 4-2. Preferred Alternative Relocation Summary ..................................................... .... 4-4
Table 4-3. Maryland Business and Customer Survey Results ........................................... ..4-11
Table 4-4. Percent Change in Sales by Alternative and Business Type ............................ .. 4-12
Table 4-5. Change in Sales for US 321 Businesses by Alternative ................................... .. 4-13
Table 4-6. Build Alternative Capital Costs ....................................................................... .. 4-16
Table 4-7. Employment and Earnings Impacts of Construction ....................................... .. 4-16
Table 4-8. Average Weekday Changes in System Travel Parameters .............................. .. 4-18
Table 4-9. Annual Transportation System Cost Savings, Selected Build Years ............... ..4-18
Table 4-10. Transportation System Benefits and Costs ...................................................... .. 4-19
Table 4-11. Summary of Economic Benefits and Costs ...................................................... .. 4-21
Table 4-12. Predicted Worst-Case 1-Hour and 8-Hour CO Levels (ppm) .......................... .. 4-65
Table 4-13. Noise Abatement Criteria for Highway Projects ............................................. .. 4-67
Table 4-14. Predicted Existing and Future Noise Levels for the No-Build Alternative
at Receivers Adjacent to US-321 ..................................................................... .. 4-69
Table 4-15. Predicted Existing and Future Noise Levels for the Preferred Alternative
at Receivers Adjacent to US-321 ..................................................................... .. 4-70
Table 4-16. Predicted Existing and Future Noise Levels for Bypass Alternative IA......... .. 4-71
Table 4-17. Predicted Existing and Future Noise Levels for Bypass Alternative 1B ......... .. 4-72
Table 4-18. Predicted Existing and Future Noise Levels for Bypass Alternative 4A ......... .. 4-73
Table 4-19. Predicted Existing and Future Noise Levels for Bypass Alternative 4B ......... .. 4-74
Table 4-20. Number of Noise Sensitive Receptors Affected by Alternative ...................... .. 4-75
Table 4-21. Determination of Effect for Project Area Historic Resources .......................... .. 4-79
Table 4-22. District and Contributing Properties Affected ................................................. .. 4-81
Table 4-23. Visual Change in District and at Contributing Properties ................................ .. 4-82
Table 4-24. Areas of Each Plant Community by Alternative .............................................. 4-104
Table 4-25. Jurisdictional areas that Occur Within the Construction Limits
of the Preferred Alternative .............................................................................. 4-108
Table 4-26. Jurisdictional Areas that Occur Within the Construction Limits
of Bypass Alternative IA ................................................................................. 4-108
Table 4-27. Jurisdictional Areas that Occur Within the Construction Limits
of Bypass Alternative 1B ................................................................................. 4-108
Table 4-28. Jurisdictional Areas that Occur Within the Construction Limits
of Bypass Alternative 4A ................................................................................. 4-109
US 321 Improvements (R-2237Q xxxv Final Environmental Impact Statement
LIST OF TABLES (concluded)
Table 4-29. Jurisdictional Areas that Occur Within the Construction Limits
of Bypass Alternative 4B ................................................................................. 4-109
Table 4-30. Jurisdictional Streams and Wetlands Within Each Alternative ....................... 4-110
Table 4-31. Alternatives that Contain Streams Affected by Parallel Fill ............................ 4-110
Table 4-32. Preferred Alternative Stream Characteristics and Impact ................................ 4-112
Table 4-33. Preferred Alternative Wetland Characteristics and Impact .............................. 4-113
Table 4-34. Major Stream Crossing .................................................................................... 4-113
Table 4-35. Species Potentially Triggering High Quality Resource Designation . .............. 4-113
US 321 Improvements (R-2237Q xxxvi Final Environmental Impact Statement
I
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LIST OF FIGURES
Page
Figure S-1. Build Alternatives ................................................................................................. xii
Figure 1-1. Regional Map and TIP Projects ......................................................................... .. 1-3
Figure 1-2. Project Area Map ............................................................................................... ..1-4
Figure 1-3. Existing and Forecast Traffic Volumes ............................................................. ..1-9
Figure 2-1. 1993 Blowing Rock Bypass Alternatives .......................................................... .. 2-3
Figure 2-2. 1993 "Most Reasonable" Blowing Rock Bypass Alternative ............................ .. 2-4
Figure 2-3. 1995 to 1997 Project Area Map ......................................................................... 2-11
Figure 2-4. 1995 to 1997 Initial Bypass Alternatives ........................................................... 2-12
Figure 2-5. 1995 to 1997 Additional Bypass Alternatives ................................................... 2-14
Figure 2-6. 1995 to 1997 South End Corridor Alternatives .................................................. 2-25
Figure 2-7. 1995 to 1997 North End Corridor Alternatives .................................................. 2-26
Figure 2-8. Bypass Alternatives 1 to 4 ................................................................................. 2-36
Figure 2-9. US 321 Redesignation Alternative ..................................................................... 2-41
Figure 2-10. Alternate Route from Hickory to Boone ............................................................ 2-47
Figure 2-11. Peak Hour Volume & Capacity Blackberry Road to Green Hill Road .............. 2-52
Figure 2-12. Peak Hour Volume & Capacity Green Hill Road to US 321 Business .............. 2-53
Figure 2-13. Peak Hour Volume & Capacity US 321 Business to US 221 ............................ 2-54
Figure 2-14. 2025 Control Delay at US 321 Intersections in Blowing Rock ......................... 2-56
Figure 2-15. 2025 Network Delay at US 321 Intersections in Blowing Rock ........................ 2-57
Figure 2-16. 2025 Queues along US 321 in Blowing Rock ................................................... 2-57
Figure 2-17. 2025 Network Delay .......................................................................................... 2-58
Figure 2-18. Preferred Alternative Typical Sections .............................................................. 2-64
Figure 2-19. Bypass Typical Sections .................................................................................... 2-77
Figure 2-20. Bifurcation Typical Cross Section ..................................................................... 2-90
Figure 3-1. Existing Land Use .............................................................................................. 3-12
Figure 3-2. Generalized Blowing Rock, Watauga County and Caldwell
County Zoning ................................................................................................... 3-14
Figure 3-3. Landscape Units in the Project Area .................................................................. 3-24
Figure 3-4. Visual Features of the Project Area ................................................................... 3-25
Figure 3-5. Noise Sensitive Areas ........................................................................................ 3-36
Figure 3-6. Historic Resources and Park and Recreation Areas ........................................... 3-42
Figure 3-7. Green Park Historic District ............................................................................... 3-43
Figure 3-8. Relation of Historic District Features to Preferred Alternative .......................... 3-50
Figure 3-9. Section 404 Jurisdictional Areas ........................................................................ 3-70
Figure 3-10. Floodplains and Regulatory Floodways ............................................................. 3-82
Figure 4-1. Preferred Alternative with Landscape Plan in the Green Park Inn Area ........... 4-35
Figure 4-2. Preferred Alternative with Landscape Plan in the Sunset Drive Area ............... 4-38
Figure 4-3. Bypass Alternative IA at Blowing Rock ........................................................... 4-40
Figure 4-4. Bypass Alternative IA Viewed from the Blackberry Condominiums ............... 4-42
Figure 4-5. Bypass Alternative 1B at Blowing Rock ........................................................... 4-46
Figure 4-6. Bypass Alternative 4A Following the Blue Ridge Escarpment ......................... 4-49
Figure 4-7. Bypass Alternative 4A View South from Thunderhill Overlook
on the Blue Ridge Parkway ................................................................................ 4-52
Figure 4-8. Bypass Alternative 4B Following the Blue Ridge Escarpment ......................... 4-56
US 321 Improvements (R-2237C) xxxvii Final Environmental Impact Statement
LIST OF FIGURES (concluded)
Figure 4-9. Bypass Alternative 4B View South from Thunderhill Overlook
on the Blue Ridge Parkway ................................................................................ 4-58
Figure 4-10. Air Quality Analysis Site ...................................................................................4-64
Figure 4-11. Preferred Alternative at Green Park Inn ............................................................ 4-85
Figure 4-12. Preferred Alternative at the A.C. Jonas Cottage ................................................ 4-86
Figure 4-13. Potential Stream Mitigation Sites .................................................................... 4-115
US 321 Improvements (R-2237C) xxxviii Final Environmental Impact Statement
i
Chantey 1
Purpose of and
Need for Action
I X PURPOSE OF AND NEED FOR
ACTION
The North Carolina Department of Transportation's (NCDOT, 2005) 2006-2012 Transportation
Improvement Program (TIP) includes a highway improvement project in Caldwell and Watauga
' counties at Blowing Rock from SR 1500 (Blackberry Road) north to US 221 in Blowing Rock.
Consequently, studies are underway in accordance with the requirements set forth in the North
Carolina Environmental Policy Act (NCEPA). This purpose and need statement explains why an
improvement should be implemented.
1.1 Project Need
The primary needs of the proposed action include:
• Traffic service deficiencies exist along US 321 within the project area and service will
continue to deteriorate.
US 321 currently operates at a peak hour level of service (LOS) F between Blackberry Road
and Green Hill Road (in Blowing Rock). Since LOS F reflects traffic volumes greater than
the capacity of the road, it indicates high delays and basically no passing opportunities exist
during peak periods. A primary reason for this condition is the mountainous terrain of the
southern half of the project, which results in slow uphill truck speeds. Within the balance of
the project area in Blowing Rock, the level of service is undesirable (LOS D/E) all along
US 321.
' In 2025, US 321 south of Green Hill Road would continue to operate at LOS F in the peak
periods, although delays would increase substantially as traffic grows. Operations on US 321
through Blowing Rock would operate at LOS E between Green Hill Road and US 321
Business. Between US 321 Business and US 221, US 321 would operate at LOS F. Traffic
under these conditions would be extremely congested during peak periods.
' Refer to Table 1-3 and Table 1-4 in Section 1.5.6, "Level of Service," for the exact locations
expected to operate at undesirable levels of service and Table 1-2 for level of service
definitions.
• Crash rates on existing US 321 within the Town of Blowing Rock are far higher than
statewide averages for similar roads.
The total crash rate for existing US 321 within Blowing Rock is higher than for similar urban
US routes in North Carolina. Statewide and critical crash rates were exceeded by the total,
' night, and wet crash categories. Critical rates were exceeded because of rear end and lane
departure crashes. The primary contributing factors for exceeding critical rates were grade,
horizontal curvature, darkness, and weather.
Refer to Table 1-5 in Section 1.5.7, "Crashes/Safety," for more specific details on the types
and locations of crashes.
1
' US 321 Improvements (R-2237Q 1-1 Final Environmental Impact Statement
Furthermore, in the 1989 Highway Trust Fund Act, the North Carolina State legislature
designated a network of US and North Carolina highways as intrastate corridors. The Intrastate
System was established to connect major population centers and.provide safe, convenient travel
for motorists. The intrastate system plan calls for the widening of the system's existing two-lane
roads to at least four travel lanes. US 321 from the South Carolina border south of Gastonia to its
junction with US 421 west of Boone is part of the Intrastate System. This corridor is defined as
the principal north-south route uniting the western Piedmont region of North Carolina. The
section of US 321 in the project area is the last segment of US 321 in the intrastate system for
which the approach to building four lanes remains unresolved.
US 321 from Gastonia to Johnson City, Tennessee, which includes the project area, is Corridor 15
in North Carolina's Strategic Highway Corridors System. The designation of Strategic Highway
Corridors recognizes the need to improve, protect, and maximize the use of a set of primarily
existing highways critical to statewide mobility and regional connectivity. Each corridor
represents an opportunity for the NCDOT and stakeholders to consider long-term vision,
consistency in decision-making, land use partnerships, and overarching design and operational
changes.
1.2 Project Purpose
The primary purposes of the proposed action include the following:
• Improve traffic flow and level of service on US 321 from Blackberry Road to US 221.
Without road improvements, the forecast traffic along this section of US 321 will exceed the
road's capacity (and already does in some places), creating undesirable levels of service. The
proposed improvement would provide congestion relief.
• Reduce crash potential on US 321 within Blowing Rock.
Without road improvements, high crash rates are expected to continue. The number of
crashes will likely rise as traffic volumes continue to rise. Improvements would increase
sight distances by straightening curves, thereby providing a new facility with better horizontal
and vertical alignments. The improvements would also provide wider lanes, separate lanes
for drivers turning left at key locations, and provide drivers with an additional through lane.
Furthermore, it is a purpose of the proposed action to achieve the system continuity objectives of
the Highway Trust Fund Act. Improvements to US 321 in the project area also are an
acknowledgement of the importance of US 321 as a Strategic Corridor.
1.3 Background Information
1.3.1 Setting and Land Use
The project area is in western North Carolina (see Figure 1-1) and encompasses the northern part
of Caldwell County and the southern part of Watauga County, including the resort community of
Blowing Rock (see Figure 1-2). The project area extends well east of US 321 to encompass the
locations of potential bypass alternatives. Land use in the project area includes scattered rural
residential development in Caldwell County and eastern Blowing Rock, as well as concentrated
US 321 Improvements (R-2237Q 1-2 Final Environmental Impact Statement
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low-density residential, commercial, and recreational development in Blowing Rock, both east
and west of US 321. Within Blowing Rock, US 321 passes through a district that is listed in the
National Register of Historic Places (NRHP). US 321 is adjacent to the Green Park Inn and the
Blowing Rock Country Club, which are included in the historic district. It is adjacent to the
Bollinger-Hartley House, a residential structure also listed in the National Register. Development
along US 321 in the southern portion of Blowing Rock is primarily low-density residential, while
' the primary development along US 321 in the northern portion of Blowing Rock is highway
commercial. Development in Blowing Rock off of US 321 is primarily single-family residential
' with very few commercial structures. The Blue Ridge Parkway is not crossed by the existing
road within the project limits, but a bypass alternative assessed in this document would pass
under the Parkway in a tunnel.
1.3.2 Population Growth
Traditionally, Caldwell County's population has increased at a slower rate than the surrounding
' counties and the State of North Carolina. However, Caldwell County's population grew 4.4
percent (67,746 to 70,709) from 1980 to 1990; between 1990 and 2000, the County experienced a
9.5 percent growth in population (70,709 to 77,415). The population is expected to increase to
86,577 by 2020, a 15.1 percent growth rate.
Watauga County's population grew by 16.7 percent from 1980 to 1990 (31,666 to 36,952); a 15.5
percent increase in population was experienced for the period 1990 to 2000 (36,952 to 42,695).
' The population is expected to increase 8.8 percent over the next 20 years (42,695 to 51,567). The
permanent population of the Town of Blowing Rock has not changed substantially since 1980. It
was 1,423 in June 2000. The census population figures do not represent the seasonal/part-year
' residents. Blowing Rock's population rises to about 10,000 persons in the summer months, as
estimated by Blowing Rock town planners.
'
1.3.3 Project History
In 1993, an Environmental Assessment (EA) (NCDOT, August 1993) was prepared that
recommended widening US 321 from NC 268 in Patterson to US 221 in Blowing Rock. Based
on comments from state and Federal regulatory and environmental resource agencies, including
the State Historic Preservation Officer, and the general public, a Finding of No Significant Impact
(FONSI) (NCDOT, September 1994) was prepared for the southern 10.8 miles of the project area,
from NC 268 to SR 1500 (Blackberry Road). This section has independent utility and its
selection did not preclude consideration of alternatives in the Blowing Rock area. Because of the
mountainous terrain, steep grades and poor alignment, improvements from NC 268 to SR 1500
(Blackberry Road) are much needed from a safety and capacity standpoint. At public hearings,
representatives of government, businesses, Appalachian State University, and the public spoke in
favor of a four-lane US 321 between NC 268 and US 221. However, many citizens from
' Blowing Rock strongly supported a project that included a bypass around Blowing Rock. The
FONSI therefore indicated that an environmental impact statement (EIS) would be prepared for
the northern 4.3 miles of the EA's project area (from Blackberry Road to US 221 in Blowing
Rock) that compared the Widening Alternative with a Blowing Rock bypass.
US 321 Improvements (R-2237Q 1-5 Final Environmental Impact Statement
1.4 Thoroughfare Planning
1.4.1 Overview of the Thoroughfare Planning Process
The thoroughfare planning process is a comprehensive transportation planning process that
integrates urban area planning practices with local, regional, and statewide transportation
planning practices. The process identifies transportation planning needs by evaluating land
development and population growth trends in rural counties and urbanized areas. The process
begins through a cooperative effort between the NCDOT's Statewide Planning Branch and local
planning officials. Socio-economic data is collected, including business and residential area
inventories, existing street inventories, identification of environmental constraints, and
information about the history of the area. A base year transportation model is built. Utilizing
input from local planning officials, land development and population growth trends are projected
and applied to the model. Through this modeling process and local knowledge of the area's
socio-economic conditions, the thoroughfare planning team identifies transportation deficiencies
and determines short- and long-term solutions for eliminating or diminishing those deficiencies.
1.4.2 Caldwell and Watauga County Thoroughfare Planning
Watauga County adopted the Watauga County Thoroughfare Plan in July 2002 (NCDOT, 2002).
The plan states that US 321 is currently over capacity, so without any improvements, congestion
will worsen based on traffic growth projections. The plan calls for improving US 321 to four
lanes in the Blowing Rock area. The current Caldwell County plan is an urban area thoroughfare
plan (NCDOT, November 2001). The Blowing Rock portion of the county is not included in the
plan, which focuses on the Lenoir area and points southeast of Lenoir.
1.4.3 North Carolina Transportation Improvement Program
The project is included as TIP Project No. R-2237C in the 2006-2012 NCDOT Transportation
Improvement Program (NCDOT, 2005) covering the period from Federal Fiscal Year (FFY)
2006 (October 2005) to FFY 2012 (September 2012).
The following planned or recently completed transportation improvement projects are near the
project area:
R-2237B Widen US 321 to a multi-lane road from SR 1370 (Nelson Chapel Road) to
SR 1500 (Blackberry Road) in Caldwell County. Construction began on this
project in January 2005.
R-529 Widen US 421 to a multi-lane road from NC 194 in Boone to two miles east of
US 221 in Watauga County. This project's construction was completed in
January 2004.
U-3800 Widen US 321 (Harden Street), to five lanes from Rivers Street to US 421/
NC 194 in Boone. This project's construction was completed in June 2002.
R-2566 Widen NC 105 to a multi-lane road from US 221 in Avery County to SR 1107 in
Boone. This project is identified as a future need only.
R-2615 Widen US 421 to a multi-lane road from US 221 in Boone to the Tennessee State
Line. This project is identified as a future need only.
US 321 Improvements (R-2237C) 1-6 Final Environmental Impact Statement
r
1
Y
R-2915 Widen US 221 to a four-lane divided road from US 421 in Watauga County to
US 221 Bypass South of West Jefferson. Right-of-way acquisition is scheduled
to begin in FFY 2009 and 2010, and construction is scheduled to begin in FFY
2010 and 2011.
U-2703 US 421 proposed bypass south of Boone, part on new location. This project is
identified as a future need only. It is scheduled for an environmental review.
U-4020 Widen US 421 (King Street) to a multi lane road from US 221 to US 321
(Harden Street) in Boone. Right-of-way acquisition is scheduled for FFY 2008;
construction is scheduled for FFY 2010.
U-2211 Widen SR 1001 (Connelly Springs Road), southwest loop to east of US 321 in
Lenoir. Widen to multi-lanes with curb and gutter, part on new location and
construct an interchange at US 321. Part of the project already completed. For
the remainder, right-of-way acquisition is scheduled for FFY 2008; construction
is scheduled for FFY 2009.
U-4435 Construct an interchange at the intersection of US 64 and US 321 in Lenoir. This
project is programmed for a planning and environmental study only.
E-4569 Restoration of historic pedestrian walkway along US 321 Business (South Main
Street), downtown Blowing Rock to Chestnut Drive. This project is under
construction.
FS-0511A Widening US 321 to multi-lanes from US 421 to the Tennessee State Line is
scheduled for a feasibility study.
The locations of these projects are shown in Figure 1-1.
1.5 Transportation Network and Operating Characteristics
1.5.1 Existing Road Network
US 321 is designated as a principal arterial in the statewide highway network and carries both
local and through traffic. It is a part of North Carolina's intrastate system. It is an important
transportation link uniting the western Piedmont region of North Carolina from Charlotte to the
mountains. It is a two-lane road within the project area and there is no control of access. Other
US routes in Watauga and northern Caldwell counties are US 421, which passes east to north
through Watauga County and Boone, and US 221, which passes southwest to northeast through
Watauga County via Blowing Rock and Boone. NC 105 and NC 194 also serve Watauga County.
I-40 is the interstate highway nearest the project area; its interchange with US 321 is 40 miles
southeast of Blowing Rock. (See Figure 1-1.)
1.5.2 Roadway Characteristics and Posted Speeds
The roadway in the project area can be described best in three sections, each with common
characteristics:
• The rural section south of Blowing Rock.
• The urban section between Green Hill Road and US 321 Business in Blowing Rock.
US 321 Improvements (R-2237C)
1-7 Final Environmental Impact Statement
• The urban section between US 321 Business and US 221 in Blowing Rock.
The two-lane rural section south of Blowing Rock has a 22-foot paved travelway with a 1-foot
paved shoulder on each side and a speed limit of 50 miles per hour (mph). The horizontal
alignment is poor with numerous sharp curves up to 30 degrees (the design speed is
approximately 25 mph). In addition, the terrain is mountainous with nearly continuous grades
between six and eight percent uphill into Blowing Rock.
The two-lane urban section of US 321 between the Green Hill Road area and US 321 Business
(which passes through the Green Park Historic District) has a 24-foot pavement width and a 22-
foot travelway. The speed limit is 35 mph. Grass shoulders are either non-existent or very
narrow. The horizontal alignment is fair with a series of four reverse curves up to 24 degrees (the
design speed is approximately 30 mph).
The urban section between US 321 Business and US 221 has two lanes with a pavement width
varying between 20 and 22 feet and a speed limit of 35 mph. Shoulders here are still narrow.
The northernmost 0.1 mile of this section has four lanes. The alignment is generally straight on
rolling terrain with a maximum grade of five percent.
Passing opportunities along the entire project length are limited because of the terrain and sight
distance restrictions.
1.5.3 Sidewalks and Pedestrian Movements
There are no sidewalks along the project, except for a single existing sidewalk in front of the
Green Park Inn. Concentrations of pedestrian travel across US 321 occur at three points in
Blowing Rock: the Green Park Inn, Sunset Drive, and Possum Hollow Road. In the Green Park
Inn area, pedestrians cross US 321 between the Green Park Inn and a parking lot opposite the Inn.
1.5.4 Intersections and Access Control
The intersections at US 221, Sunset Drive, and Possum Hollow Road/Shoppes on the Parkway in
Blowing Rock are signalized. Traffic volumes on most intersecting roads are low. No restriction
on access to abutting properties currently applies.
1.5.5 Traffic Volumes
Figure 1-3 and Table 14 show the 1998 Average Daily Traffic (ADT), the 2025 forecast ADT,
and the Design Hourly Volume (DHV) for each major link on US 321.
The starting point for these traffic projections were 1994 traffic counts taken in May as a part of
preparation of a new Boone thoroughfare plan. May was chosen for the counts by the NCDOT
after consultation with local officials; it represents an "average" month in this area, which
experiences high degrees of seasonal traffic variations. The forecast traffic volumes for the
design year 2025 are based on regional population and employment growth objectives and trends
and the NCDOT's 1998 Blowing Rock Origin and Destination Study. The 1998 ADT figures are
interpolated volumes calculated by the NCDOT between its 1994 traffic counts and its 2025
forecasts. The DHV is the volume the project is being designed to serve. New or improved roads
in North Carolina are designed to serve, at a desirable level of service, the "design hourly
volume" 20 to 25 years in the future. This volume is usually expressed as a percentage of the
US 321 Improvements (R-2237Q 1-8 Final Environmental Impact Statement
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Shoppes
on the
Parkway LD9 0 0
3,050
US 221
6
8,350
T T °77@0 2,910
20,8001
Food Lion Shopping Ctr.
2,200
?s ° ° 2,980
21,3001
I US 321
Business
C \1
26,150 13,660
/ Goforth Road
S0
300
? 12,230
15,900
\2,230
15,9001
512,120
15,150 /
909T@ Green Hill
2,000 Z Road
1wwpm@ 1,970"
450
G
OOV,
0 1046
0
A
LEGEND
9°
• 0 12025
2025 DHV
AADT
AADT = Average Annual Daily Traffic
DHV = Design Hour Volume (US 321
Only)
Figure 1-3
Existing and
Forecast Traffic
Volumes
7,550
Possum Hollow Road
750
%OOM 27,450 (3,840
T 13,020
21,600
fl9 ' 12,970
21,200
Sunset Drive
9D??
1,600
?o 00012,440
17,400
15,0001 2,100
S3
5,300 2,370
16,9001
Table 1-1. Existing (1998) and Forecast Average Daily Traffic (ADT)
and Forecast Design Hour Volume
may
1 in lIalimum
77
Link Description 1,998
(A DT) 2025
(ADT) 2025 (Design
Hour Volnmc' % Gros th 1998
to 2025
South of Green Hill Road 7,525 14,100 1,970 87.4%
Green Hill Road-Goforth Road 8,925 15,900 2,230 78.2%
Goforth Road-US 321 Business 9,525 16,900 2,370 77.4%
US 321 Business-Sunset Drive 10,000 17,400 2,440 74.0%
Sunset Drive-Food Lion Driveway 12,300 21,300 2,980 73.2%
Food Lion Driveway-US 221 12,275 21,600 3,020 76.0%
US 221-Possum Hollow Road 15,350 27,450 3,840 78.8%
North of Possum Hollow Road 14,525 26,150 3,660 80.0%
114 percent of Average Annual Traffic
ADT. For existing US 321 in 2025, the design hour volume was selected as 14 percent of the
ADT. The selected 14 percent factor is consistent with the Highway Capacity Manual's
(Transportation Research Board, 1985) criteria for selecting a design hour volume.
As indicated in Figure 1-3, the 1998 ADT was 7,525 vehicles south of Blowing Rock, 8,325 to
10,000 vehicles south of Sunset Drive in Blowing Rock, and 11,750 to 15,350 vehicles north of
Sunset Drive.
The 2025 ADT is forecast to be 14,100 vehicles south of Blowing Rock (south of Green Hill
Road); 15,150 to 17,400 vehicles south of Sunset Drive in Blowing Rock; and 21,300 to 27,450
vehicles north of Sunset Drive. Traffic is expected to grow between 73 and 87 percent between
1998 and 2025.
The 2025 design hour volumes for each US 321 link are also shown in Figure 1-3 and range
between 1,970 and 3,840 vehicles per hour depending on the link.
The traffic volumes include eight percent daily truck traffic on US 321, including three percent
tractor-trailers and five percent other trucks. Because non-truck traffic makes up a higher
percentage of total traffic during peak hours, the peak hour truck percentages are estimated to be
one-half of the daily percentages (four percent daily truck traffic, 1.5 percent tractor-trailers and
2.5 percent other trucks).
1.5.6 Level of Service
Level of service (LOS) is a qualitative measure that characterizes the operational conditions
within a traffic stream and represents the perception of traffic service by motorists and
passengers. The different levels of service characterize these conditions in terms of such factors
as vehicle speed, travel time, freedom to maneuver, traffic interruptions, comfort, and
US 321 Improvements (R-2237Q 1-10 Final Environmental Impact Statement I
t
convenience. Six levels are used to measure level of service. They range from the letter A to F.
For roadways, LOS A indicates no congestion and LOS F represents more traffic demand than
road capacity and extreme delays.
Table 1-2 provides a general description of various levels of service for roadways as given in the
2000 Highway Capacity Manual, as well as descriptions for signalized and unsignalized
intersections. Specific level of service definitions vary for two-lane highways, multi-lane
highways, and intersections. In addition, the level of service for signalized and unsignalized
intersections cannot be compared directly. In general, a poor level of service rating still can be
considered acceptable for an unsignalized intersection. This is because the unsignalized
intersection analysis is based upon the delay for minor street drivers as they await sufficient gaps
in major street traffic. The signalized intersection analysis provides an overall average delay and
level of service for the entire intersection.
1
ri
Table 1-2. Level of Service Criteria
Lc? el of
'T'raffic Flow on Roadways Delay at Signalized Delaat T4??o-«'ay
Service Intersection Stop Intersection
A Free flowing traffic with little or no <= 5 sec <=5 sec
delays.
B A stable flow with few congestion- 5-15 sec 5-10 sec
related restrictions on operating speed.
C Stable flow but with more restrictions on 15-25 sec 10-20 sec
speed and changing lanes.
D Approaches unstable conditions and 25-40 sec 20-30 sec
passing becomes extremely difficult.
Motorists are delayed an average of 75
percent of the time.
E The capacity of a roadway. Passing is 40-60 sec 30-45 sec
virtually impossible, speeds drop when
slow vehicles or other interruptions are
encountered.
F Heavily congested flow with traffic >60 sec >45 sec
demand exceeding the capacity of the
highway.
New or upgraded roads in rural areas in North Carolina typically are designed for LOS C for the
peak hour volume in the design year (design hourly volume). This policy is based on pages 84 to
88 of A Policy on Geometric Design of Highways and Streets (American Association of State
Highway and Transportation Officials, 2001). For urban areas, LOS D is typically acceptable
when it is too costly or environmentally damaging to design for a better level of service, but LOS
C is preferred. The goal for the US 321 improvements is LOS C or better in 2025.
US 321 Improvements (R-2237Q 1-11 Final Environmental Impact Statement
1998
Table 1-3 presents the design hour level of service for each roadway link. As shown, US 321
currently operates at LOS F south of Green Hill Road (and Blowing Rock). Since LOS F reflects
traffic volumes greater than the capacity of the road, it indicates high delays and basically no
passing opportunities exist during peak periods. A primary reason for this condition is the
mountainous terrain, which results in slow truck speeds. Through Blowing Rock, the level of
service is undesirable (LOS D/E) in all locations, except north of the signalized intersection of US
221, where it improves to LOS C. The better level of service (LOS B) north of Possum Hollow
Road occurs because US 321 has four lanes north of that point.
Table 1-3. Design Hour Roadway Level of Service
Link Description 1998 2025
South of Green Hill Road F F
Green Hill Road-Goforth Road D E
Goforth Road-US 321 Business D E
US 321 Business-Sunset Drive D F
Sunset Drive-Food Lion Driveway E F
Food Lion Driveway-US 221 E F
US 221-Possum Hollow Road C F
North of Possum Hollow Road B C
Table 1-4 summarizes the level of service for each intersection. All signalized and unsignalized
intersections currently operate at LOS C or better. However, a few of the side-street movements
at the unsignalized intersections are experiencing long delays (LOS F) during peak periods.
2025
Table 1-3 also includes level of service for year 2025 forecast traffic. The road south of Blowing
Rock would continue to operate at LOS F in the peak periods although delays would increase
substantially. US 321 through Blowing Rock would operate at LOS E between Green Hill Road
and US 321 Business. Between US 321 Business and Possum Hollow Road, US 321 would
operate at LOS F. Traffic flow under these conditions would be extremely congested during the
design hour.
The level of service at all existing signalized intersections on US 321 would deteriorate to a poor
LOS F, as shown in Table 1-4. The level of service of the unsignalized intersections at Green
Hill Road, US 321 Business, and the Food Lion entrance also would deteriorate to F. A planning
level signal warrant analysis [using ADT and peak hour-based warrants and the Institute of
Transportation Engineers' (Kell and Fullerton, 1982) Manual of Traffic Signal Design, Second
Edition] indicates the need for traffic signals at these intersections by 2025, although not as a part
of an initial improvement. Even with signals, however, traffic at two of the three intersections
would continue to operate at LOS F.
US 321 Improvements (R-2237Q 1-12 Final Environmental Impact Statement
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1
Table 1-4. Design Hour Intersection Level of Service
Intersection 1 98 245
US 321/Green Hill Road (Unsignalized) D F*
(Signalized) - F1
US 321/Goforth (Unsignalized) C F
US 321/US 321 Business (Unsignalized) F F*2
(Signalized) - D
US 321/Food Lion (Unsignalized) F 3 F*3
(Signalized) - F1
US 321/Sunset Drive (Signalized) C F*
US 321/US 221 (Signalized) B F*
US 321/Shoppes on the Parkway (Signalized) B F*
Notes:
LOS F* indicates level of service worse than F and V/C
(volume/capacity ratio) greater than 1.2.
1 US 321 through traffic would operate at LOS F.
z Signal may be warranted.
3 Traffic signals on either side of this intersection create large gaps. This may
result in better levels of service in reality than the level of service analysis
indicates.
1.5.7 Crashes/Safety
Crash data for the project area were assessed for the period between June 1, 2001 and May 31,
2004. Crash rates, categorized by fatal crashes, non-fatal injury crashes, night crashes, wet
weather crashes, and total number of reported crashes, were compared to average rates for other
roads with similar characteristics in North Carolina. Average crash rates for various roads in
North Carolina are based on NCDOT data for the years 2000 through 2002.
A simple comparison of roadway crash rates versus average crash rates would identify nearly
one-half of all locations as having a potential highway safety concern. Thus, critical crash rates
also were calculated. This is a tool that identifies at what pointlover the mean (average) crash
rate, the number of actual crashes on a road segment becomes statistically significant. If a road
segment has an actual crash rate higher than the critical rate, the location is considered to have a
potential highway safety deficiency. The critical crash rate also accounts for exposure (the
number of vehicle-miles traveled on the road segment being assessed) so that locations with a
short segment of road or a segment of road with low traffic volumes are not over identified as
having an accident problem when compared to locations with high traffic volumes and high crash
counts.
The accident rates are summarized as crashes per 100 million vehicle-miles driven. For example,
if a 10-mile section of road carries an average of 10,000 vehicles per day, in one year 36.5 million
vehicle-miles of travel would occur on that 10-mile stretch of road (10 miles times 10,000
vehicles per day times 365 days per year). If five crashes occur on this 10-mile section of road in
a three-year period, the crash rate is 4.6 crashes per 100 million vehicle-miles. The 4.6 crashes
per 100 million vehicle-miles assumes that over the three-year period 109.5 million vehicle-miles
US 321 Improvements (R-2237Q 1-13 Final Environmental Impact Statement
of travel occur (36.5 million times 3). The 4.6 is calculated by dividing 100 million vehicle-miles
by 109.5 million vehicle-miles and multiplying the result by 5. If one were interested in the
average number of crashes per year, one would divide 5 by 3 for an average of 1.7 crashes per
year.
Table 1-5 shows the number of crashes along the studied section of US 321 from 2001 to 2004
and crash rates for the existing roadway compared with the average rates for similar US routes in
North Carolina and critical crash rates. Fatal crash rates are not statistically significant because of
the small frequency of these types of crashes.
Table 1-5. Crash Rates'
Rate Crashes US 321 Rate' Statewide Rate Critical Rate
Rural Section South - SR 1500 (Blackberry Road) to Blowing Rock Town Limits
TOTAL 44 310.63 170.47 231.07
Fatal' 1 7.06 2.12 12.01
Non-Fatal Injury 13 91.78 74.31 115.62
Night 15 105.90 50.49 85.08
Wet 6 42.36 30.42 58.06
Urban Section - Town Limits (south) to Town Limits (north of Possum Hollow Road)
TOTAL 104 407.70 321.84 382.23
Fatal' 0 0.00 0.98 6.16
Noon-Fatal Injury 27 105.84 117.08 154.28
Night 25 98.00 62.62 90.35
Wet 28 109.76 53.87 79.74
Rates based upon 100 million vehicle-mile exposure.
2 NCDOT accident data 6/1/01 through 5/31/04.
3 Statewide average rates prepared by the NCDOT for all rural (2,664 system miles) and urban (494
system miles) two-lane undivided US routes for 2000-2002.
4 Based on the statewide crash rate (95 percent level of confidence).
5 Fatal crash rates are not statistically significant because of the small frequency of these types of crashes.
Rural Section
The rural portion of US 321 starts at SR 1500 (Blackberry Road) and ends at the Blowing Rock
town limits, 0.2 mile south of the intersection with Green Hill Road. It has a total length of 1.8
miles. The predominate crash types were lane departure crashes (48 percent), which include run
off road, sideswipe (opposite direction), head on, and fixed object crashes, and rear end crashes
(27 percent). Statewide crash rates were exceeded in all categories, and the critical rates were
exceeded for the total crash and night crash categories. The critical rate analysis indicated that
critical rates were exceeded because of lane departure crashes and that primary contributing
factors for exceeding critical rates were grade and horizontal curvature.
US 321 Improvements (R-2237Q 1-14 Final Environmental Impact Statement
G'
fl
6
Urban Section
The urban section of US 321 is a 2.3-mile route through the Town of Blowing Rock. It starts at
the town limits, just south of Green Hill Road, and ends just north of Possum Hollow Road. The
existing crash rates in the urban section are presented and compared with North Carolina averages
and critical crash rates in Table 1-5. The predominate crash types were rear end crashes (49
percent), and lane departure crashes (29 percent), which include run off road, sideswipe (opposite
direction), head on, and fixed object crashes. Angle and turning vehicle crashes accounted for an
additional 12 percent of the total crashes. Statewide and critical crash rates were exceeded by the
total, night, and wet crash categories. The critical rate analysis indicated that critical rates were
exceeded because of rear end and lane departure crashes, and that primary contributing factors for
exceeding critical rates were grade, horizontal curvature, darkness, and weather.
1.6 Modal Interrelationships
The project area is not served by rail. An airport is in Boone. There is no relationship between
the proposed project and the airport in Boone.
1.7 Summary
The proposed improvement is included in the county thoroughfare plans and the NCDOT's 2004-
2010 Transportation Improvement Program. Without the proposed action, the forecast traffic
along this section of US 321 will exceed the road's capacity by 2025, creating undesirable levels
of service. Improvements are needed to provide improve mobility. In addition, without
improvement, high crash rates are expected to continue. The number of crashes will likely rise as
traffic volumes continue to rise. Improved sight distances can be created by straightening curves
and by providing separate lanes for drivers turning left or by providing an additional through lane
so through traffic has the opportunity to pass those turning.
This portion of US 321 is part of the North Carolina Intrastate System. The US 321 corridor is
defined as the principal north-south route uniting the western Piedmont. The intrastate system
plan calls for the widening of the system's existing two-lane roads to at least four travel lanes.
The proposed project is necessary for system continuity and a reasonable expenditure of public
funds even if no additional improvements are made.
US 321 Improvements (R-2237Q 1-15 Final Environmental Impact Statement
1
a
Chantey 2
Alternatives
Considered
E
2.0 ALTERNATIVES CONSIDERED
This chapter describes the No-Build Alternative and the five Build Alternatives evaluated in this
1 Final Environmental Impact Statement (FEIS). It also describes other alternatives considered but
not retained for detailed evaluation. Chapter 2 is divided into the following four major sections:
• Study Chronology, beginning on page 2-1, which lists the key events in the study process
between 1990 and 2005;
• Selection of the Blowing Rock Bypass Alternatives, beginning on page 2-8, which describes
in detail the bypass decision-making process between 1990 and 1999;
• Alternatives to a Four-Lane Project (including the No-Build Alternative), beginning on page
2-39, which describes the assessment of potential alternatives to a four-lane project and the
finding that they would not meet the project's purpose and need; and
• Description of Build Alternatives, beginning on page 2-61, which describes the
characteristics of the build alternatives evaluated in detail in Chapter 4.
2.1 Study Chronology
This section lists and briefly describes the key events in the US 321 study from 1989 to 2005. Its
purpose is to provide the reader with an overview of the study process. Although the key events
in the bypass alternatives studies are listed, a detailed discussion of the bypass studies conducted,
the decisions made, and the reasons for those decisions are presented in Section 2.2. The US 321
study process consisted of the following stages or phases:
• 1989 to 1994 preparation of an Environmental Assessment (EA) that assessed US 321
improvements between NC 168 at Patterson to US 221 in the Town of Blowing Rock and a
Finding of No Significant Impact (FONSI) that assessed US 321 improvements between
NC 168 at Patterson to SR 1500 (Blackberry Road) south of the Town of Blowing Rock. The
study concluded that the portion of the project from Blackberry Road to US 221 in Blowing
Rock should be re-examined as a part of an Environmental Impact Statement.
• 1995 to 1997 Blowing Rock bypass studies that examined (with the help of a Citizens
Advisory Committee) numerous options for a bypass around the Town of Blowing Rock.
Four bypass corridor alternatives were selected for evaluation in an Environmental Impact
Statement.
• 1998 to 1999 studies that revisited the decisions made in the 1995 to 1997 bypass studies and
examined the use of landscaping as a means for mitigating the impacts of widening existing
US 321. The number of bypass corridor alternatives to be evaluated in an Environmental
Impact Statement (EIS) was narrowed from four to two.
' • 1999 to 2005 preparation and release of the Draft Environmental Impact Statement (DEIS),
pre-hearing workshops and a public hearing, selection of a preferred alternative, negotiation
of mitigation agreements, and preparation of the Final Environmental Impact Statement
1 (FEIS).
I US 321 Improvements (R-2237C) 2-1 Final Environmental Impact Statement
2.1.1 1990 to 1994 Environmental Assessment and Finding of No
Significant Impact
The US 321 improvements study began in late 1989 as strictly a widening project from NC 268 at
Patterson to Possum Hollow Road in Blowing Rock (see Figure 1-1). The EA approved in
August 1993 evaluated a preferred Widening Alternative. Potential bypass alternatives were
examined in the EA, but were not considered reasonable alternatives for implementation (see
Figure 2-1), although a single "most reasonable" bypass alternative was compared with the
Widening Alternative (see Figure 2-2). The current Bypass Alternative IA is a refined version of
this alternative.
Following a public hearing, a FONSI was released in September 1994 for widening US 321
between NC 268 and Blackberry Road stated that an EIS would be prepared for US 321
improvements from Blackberry Road to US 221 and Possum Hollow Road. Consideration of a
Blowing Rock bypass would be included in the EIS.
2.1.2 1995 to 1997 Blowing Rock Bypass Studies
A new study of potential bypass alternatives began in 1995. On July 12, 1995, the first meeting
of a project Citizens Advisory Committee was held to introduce the bypass alternatives study and
to discuss key issues associated with the study. (See Section 7.3.1 of Chapter 7 for a description
of the membership of the Citizens Advisory Committee)
In August 1995, a scoping letter was distributed to Federal and state environmental resource and
regulatory agencies to solicit comments on the EIS study, initiate coordination for the project, and
provide notice of an interagency scoping meeting, to be held on February 1, 1996.
On August 29, 1995, a Citizens Informational Workshop was held in Blowing Rock to solicit
comments on potential alternatives and environmental impact issues. A land suitability map showing
community, cultural, and natural features in the project area was displayed. The desire for an
alternative that crossed the Blue Ridge Parkway, including a tunnel crossing, was expressed.
Conceptual design criteria specifying grade and curve requirements and a roadway typical section
were prepared. Potential bypass alternatives were developed, including four alternatives
proposed by the Concerned Citizens of Blowing Rock. None of the alternatives proposed crossed
the Blue Ridge Parkway.
A second Citizens Advisory Committee meeting was held on November 11, 1995 to review
citizen and agency comments and the potential bypass alternatives. On February 1, 1996, an
Interagency/Steering Committee meeting was held. Traffic forecasts for the potential bypass
alternatives were presented. A third Citizens Advisory Committee meeting was held on March
27, 1996 to review the traffic forecasts, levels of service, and design criteria for the potential
bypass alternatives. The feasibility of a Parkway crossing also was discussed.
Functional designs for ten bypass alternatives were prepared. The alternatives recommended by
the Concerned Citizens of Blowing Rock were refined to form four alternatives. A fifth
alternative was a refined version of the bypass alternative presented as the "most reasonable"
bypass alternative in the 1993 Environmental Assessment. Five additional alternatives were
developed by the study team to reflect alternate ways for passing through the Blowing Rock
US 321 Improvements (R-2237Q 2-2 Final Environmental Impact Statement I
r
i
Z
I
klrl ?,?
yad YY?,:
LEGEND East Blowing Rock Corridor
Bailey Camp/Blackberry Valley Corridoe 1993 Blowing Rock Figure
Far South and East Corridor Bypass Alternatives 2-1
- - - - Representative Routes
k
N
o t
SCALE IN MILES
• •vv?? ?? t -V
/ ?
Ridge Top / ? Ridge Slope ?? ??
A COUNTY
.. ?... ?„ ...... f ....
????? CALDWELL COUNTY
BailFy i
Camp
r, 1
r .
. Richland
Finley
,x'1'1
-- - 1993 BLOWING ROCKTOWN UAIITS
I 11\\
I
r-I
Broyhill Park
J
Mayview
' M
Laurel
k
N
NTS
Echo Park
o Mt. Bethel
Church
y
Blowing Rock
Church Assembly
Grounds
1
????• (J1Ir i
Golf Course
Blowing Rock
I
I
I
? I
1
areen Hill
? O
r
Round `
Mountain
r9g3e?ow/"?ROOO;Ov ?? U E
W
LEGEND mmmo 1993 Most Reasonable Blowing Rock
Bypass Alternative
- - - - Town Limits
1993 Figure 2-2
"Most Reasonable"
Blowing Rock
Bypass Alternative
1
1
Assembly Grounds. The refinements to the Concerned Citizens of Blowing Rock's alternatives
allowed the alternatives to more closely follow the existing terrain, reducing the amount of
potential earth work and cost.
A fourth Citizens Advisory Committee meeting was held on July 31, 1996 to discuss the ten
bypass alternatives and their potential traffic, social, natural resource, and visual impacts.
Committee members were asked to list the criteria they considered important when selecting
reasonable bypass alternatives and to identify the alternatives they believed should be compared
to the Widening Alternative in a DEIS. The selection criteria identified most by committee
members, in order, were community impact, safety, efficiency of traffic movement, and cost. The
North Carolina Department of Transportation (NCDOT) re-affirmed its decision not to pursue
bypass alternatives that cross the Blue Ridge Parkway.
A second Citizens Informational Workshop was held on August 1, 1996 to present the ten bypass
alternatives and their potential impacts to the public. Opposition to the bypass alternatives
developed by the study team was universal. Citizens living in Caldwell County and in the rural
areas in Watauga County generally supported the Widening Alternative. Most others indicated
that an alternative that completely bypassed Blowing Rock was the only reasonable option.
At the urging of the Blowing Rock Town Council, and the Concerned Citizens of Blowing Rock
the NCDOT decided to examine several new alternatives proposed by the Concerned Citizens of
Blowing Rock. Seven alternatives were ultimately developed. The Concerned Citizens provided
maps showing its preferred bypass locations and design parameters. The study team met with
representatives of the Concerned Citizens prior to completing its designs to affirm that the
designs met their expectations. Several alternatives included a tunnel under the Blue Ridge
Parkway. The only expectation not met was tunnel length. The Concerned Citizens wanted a
tunnel less than 800 feet.
A second Interagency/Steering Committee Meeting was held on December 17, 1996. The 10
original alternatives and the seven additional alternatives were presented along with an
assessment of each. A request was made that the assessment be restructured and mailed to
members of the Interagency/Steering Committee. Thus, a questionnaire was developed that
presented the advantages and disadvantages of the alternatives and asked for preferences. Copies
were sent to members of the Citizens Advisory Committee and representatives of various cultural
and natural resource agencies. Responses to the questionnaires were used to help select those
bypass alternatives that would be compared to the Widening Alternative in the DEIS.
In 1997, the NCDOT selected four bypass alternatives to be evaluated in detail in the DEIS,
which were designated Bypass Alternatives 1, 2, 3, and 4. Each of the four alternatives in
combination with the Widening Alternative appeared to be a set of alternatives that best represent
all the differing issues and concerns associated with the US 321 improvements project.
The decision to pursue the four bypass alternatives and the Widening Alternative was presented
for discussion at a fifth meeting of the Citizens Advisory Committee on June 24, 1997. Blowing
Rock and other local officials were invited to the meeting, and numerous citizens observed the
meeting. The Blowing Rock Town Council passed a resolution on October 20, 1997 saying that
all five alternatives were "unacceptable in addressing the Town's transportation needs." They
suggested no other alternatives.
US 321 Improvements (R-2237Q 2-5 Final Environmental Impact Statement
2.1.3 1998 to 1999 Studies
In 1998, the NCDOT conducted a geotechnical investigation of the Widening Alternative and
four bypass alternatives. This investigation provided slope recommendations for the preliminary
designs presented in Appendix D.
An Origin and Destination Study (O&D) was conducted in September 1998 to determine the
amount of traffic going through Blowing Rock without stopping. On a single day, a random
sample of drivers was stopped at two locations on US 321, just south of the Blue Ridge Parkway
and in the Blackberry Road area. Drivers were asked where their trip started and where it would
end. They were asked the purpose of their trip. In addition, traffic counts were taken that day at
three locations on US 321: at the Blowing Rock Town Limits, just south of Green Hill Road,
between the intersections of US 321 Business and Sunset Drive, and in the Aho Road area north
of the Blue Ridge Parkway.
There were 5,000 through trips passing through Blowing Rock on the day of the survey. These
trips included 4,400 passenger vehicles, 300 medium-duty trucks and buses, and 275 heavy
trucks. The origins of the through trips were as follows:
• 34.5 percent began their trip in Watauga County and its principle urban area, Boone;
• 29.2 percent began their trip in Caldwell County and its principle urban area, Lenoir; and
• 22.9 percent began their trip in one of the counties whose borders abut Watauga and Caldwell
counties.
Thus, 87 percent of the through trips originated in Caldwell, Watauga, and the surrounding
counties. There were few long distance trips passing through the project area. In addition, nearly
75 percent were trips between home and work.
Of the rest of the through trips: 7.9 percent originated in Tennessee, Virginia, or other North
Carolina counties along US 321, 4.1 percent began their trip in other locations in North Carolina,
and 1.5 began their trip in states other than North Carolina, Virginia, Tennessee, or South
Carolina.
A video was prepared to present the results of the geotechnical and O&D studies and the
NCDOT's concerns related to the bypass alternatives. The video proposed that project studies
focus on a widening alternative that included landscaping and other amenities. This presentation
was shown to local officials and the Citizens Advisory Committee members on March 8, 1999.
Members of the public also attended.
The NCDOT asked for comments on the presentation to be submitted by May 10, 1999. Nearly
200 comments were received. About half of the respondents favored the Widening Alternative,
while the other half favored Bypass Alternative 4.
In a July 20, 1999 letter to various local officials and the Citizens Advisory Committee, the
NCDOT announced that it would evaluate the Widening Alternative, Bypass Alternative 1 and
Bypass Alternative 4 in the Environmental Impact Statement. Bypass Alternatives 2 and 3 were
eliminated from further consideration because of impacts to the Blowing Rock Assembly
Grounds and lack of public support. In addition, they both required extensive cuts into the
existing terrain that would result in large amounts of wasted rock and earth. Disposal of this
excess material would be difficult.
US 321 Improvements (R-2237Q 2-6 Final Environmental Impact Statement
This decision to eliminate Bypass Alternatives 2 and 3 from further consideration and to carry
forward the Widening Alternative and Bypass Alternative 1 was affirmed at a January 18, 2001
meeting between the NCDOT and state and federal environmental resource and regulatory
agencies. Representatives of the Federal Highway Administration (FHWA) also participated in
the meeting. Although the agencies did not agree that Bypass Alternative 4 should be retained for
further study (because of its natural resource, social, and visual impacts), the NCDOT carried it
forward based on public support.
2.1.4 2000 to 2005 DEIS Preparation, Public Hearings, Selection of a
Preferred Alternative, and Negotiation of Mitigation Agreements
DEIS Preparation and Public Hearings
After the selection of the alternatives to evaluate in detail in the DEIS in 1999 and the affirmation
of that decision in 2001, the DEIS was prepared. The DEIS was signed on June 3, 2002 and
released for public and environmental resource and regulatory agency review. Pre-Hearing Open
House Workshops were held on August 19, 20, and 22, 2002. The public was invited to meet
one-on-one with the study team at these open house sessions and discuss the findings of the
DEIS. The public hearing was held on August 26, 2002. More detail about these open houses
and the hearing is found in Sections 7.6 and 7.7 in Chapter 7. Comments submitted by the public
and environmental resource and regulatory agencies and associated responses are presented in
Sections 7.8 and 7.9 of Chapter 7.
Selection of the Preferred Alternative
On January 15, 2003, the NCDOT met with state and federal environmental resource and
regulatory agencies and identified (majority, not consensus) the Widening Alternative as the
Least Environmentally Damaging Practicable Alternative (LEDPA) for US 321 improvements in
Blowing Rock (Project Merger Team Concurrence Point 3 Meeting). A description of third
meeting is presented in Section 7.10.1 of Chapter 7. The concurrence form associated with this
agreement is presented in Appendix F.
Impact Mitigation Agreements
The NCDOT met with the state and federal environmental resource and regulatory agencies on
April 20, 2004 and agreed on the proposed major drainage structures and water resource
avoidance and minimization efforts incorporated into the Preferred Alternative design (Project
Merger Team Concurrence Point 2a and 4a Meeting). The concurrence form associated with this
agreement is presented in Appendix F. i
11
NCDOT representatives met with the Town Council of Blowing Rock on May 16, 2003, June 12,
2003, July 10, 2003, and October 7, 2003 to reach an agreement on a strategy for mitigating the
impact of the Widening (Preferred) Alternative on the Town of Blowing Rock. The resulting
Memorandum of Understanding was adopted by the North Carolina Board of Transportation on
October 7, 2004, adopted by the Town Board of Blowing Rock on October 12, 2004 and executed
by the NCDOT on October 7, 2004. The Memorandum of Understanding is reproduced in
Appendix G.
The State Historic Preservation Officer (October 25, 2004), the NCDOT (November 4, 2004),
and the US Army Corps of Engineers (USACE) (November 15, 2004) signed a Memorandum of
Agreement (MOA) stipulating measures to mitigate the adverse effects the Widening (Preferred)
Alternative will have on the Green Park Historic District This MOA was developed under the
terms of Section 106 of the Historic Preservation Act of 1966 (Title 36, Code of Federal
US 321 Improvements (R-2237Q 2-7 Final Environmental Impact Statement
Regulations, Part 800). Section 106 requires that federal agencies take into account the effects of
their undertakings on historic properties. In this case, the federal undertaking will be the issuance
of an US Army Corps of Engineers permit for excavation and fill into waters of the United States
required by the Widening (Preferred) Alternative, in compliance with the Clean Water Act. In
the course of developing the components of the Memorandum of Agreement, the NCDOT, the
State Historic Preservation Officer's (SHPO) representatives, and the USACE representatives met
on several occasions with property owners and other interested parties, including an open house
on July 31, 2004. A draft of the MOA was available for public review before the agreement was
finalized and signed by the NCDOT, the SHPO, and the USACE. Property owners and interested
parties who so desired signed the MOA as concurring parties. The finalized Memorandum of
Agreement is reproduced in Appendix G.
A description of the agency and public involvement associated with mitigation development
activities is presented in Sections 7.10 to 7.12 of Chapter 7.
2.2 Selection of the Blowing Rock Bypass Alternatives for
Evaluation in the EIS
As described above, the two Bypass Alternative corridors (1 and 4) evaluated in Chapter 4 are the
product of several studies conducted between 1990 and 1999. The character of the Widening
Alternative evolved in 1999 to include a landscape plan. Such plans are now a part of all of the
alternatives. The previous section listed the sequence of events that led to the selection of
alternatives for evaluation. This section describes in greater detail:
• The bypass studies conducted between 1990 and 1993 in association with the preparation of
an EA for widening US 321 from NC 268 to US 221;
• The bypass studies conducted between 1995 and 1997;
• A 1999 proposal to add landscape amenities to the Widening Alternative; and
• The final selection of the alternatives evaluated in Chapter 4.
2.2.1 1990 to 1993 Blowing Rock Bypass Corridor Studies
An EA prepared in 1993 assessed several Blowing Rock bypass alternatives. The following is a
summary of the corridor studies described in the EA, which included a general screening of a
long list of location options and a comparison of the Widening Alternative and a "most
reasonable" bypass alternative.
Long List Screening of Location Options
The bypass alternatives examined fell into three general corridors: East Blowing Rock,
Blackberry Valley, and Far South and East as shown in Figure 2-1. Representative routes were
selected to provide a basis for comparing the basic approaches available for placing a bypass
within each corridor (Figure 2-1). For the East Blowing Rock Corridor, four representative routes
were examined. They are the four potential combinations of-
• Following the slope of the Blue Ridge escarpment;
• Following the top of the escarpment;
US 321 Improvements (R-2237Q 2-8 Final Environmental Impact Statement
1
1
1
• Crossing the Blue Ridge Parkway to return to existing US 321; and
• Returning to existing US 321 south of the Blue Ridge Parkway.
A single alternative route following Blackberry Valley from Bailey Camp was examined for the
Bailey Camp/Blackberry Valley Corridor. For the Far South and East Corridor, the tradeoffs
involved with following a river valley route versus the ridge line route were examined.
The comparison of these alternatives presented in the 1993 EA concluded that all the bypass
alternatives would result in substantially more impacts than the Widening Alternative. The
Bailey Camp/Blackberry Valley and Far South and East routes would require a larger number of
bridges and more earth moving operations. These two factors would translate into higher cost
than the Widening Alternative. Among the bypass alternatives, the East Blowing Rock Corridor
would cross the least amount of severe terrain. Within the corridor, the two East Blowing Rock
ridge top routes would cross less severe terrain than the two East Blowing Rock ridge slope
routes. The severe terrain crossed by the ridge top routes, however, would be 2.3 times that of the
comparable segment of the Widening Alternative. The two East Blowing Rock ridge slope routes
would cross 3.2 to 3.4 times more severe terrain than the Widening Alternative. This study
concluded that the East Blowing Rock corridor would offer the least potential for environmental
impact; the Bailey Camp/Blackberry Valley and Far South and East alternatives would have the
greatest potential for natural resource impacts. The East Blowing Rock corridor would have the
greatest potential for community impacts.
Based on these findings, The East Blowing Rock Corridor (Ridge Top/North Blowing Rock
route), as shown in Figure 2-1, was determined the "most reasonable" bypass alternative. This
alternative, however, would involve substantial relocations and the introduction of highway
traffic to existing urban and rural communities. This alternative is similar to the current Bypass
Alternative IA.
Comparison of the Widening Alternative and "Most Reasonable" Bypass Alternative
Further engineering studies were conducted for the "most reasonable" bypass alternative, shown
in Figure 2-2. Basic construction quantities and right-of-way requirements were determined for
both the "most reasonable bypass" alternative and the Widening Alternative. Cost estimates were
developed based on these quantities. A comparison of the Widening Alternative and the "most
reasonable" bypass alternative concluded that:
• The amount of additional right-of-way required for the bypass alternative would be
approximately three times greater than with the Widening Alternative;
• Construction and right-of-way costs would be substantially more than with the Widening
Alternative;
• The earth work required would be roughly 10 times that required for the Widening
Alternative;
• The bypass alternative would introduce highway traffic into Blowing Rock's Green Hill
neighborhood and several other concentrations of development at the north end through
which only local residential traffic now passes. It also would result in traffic traveling along
part of Blowing Rock ridge lines, reducing further the availability of land with valley views
for private homes and non-highway related public overlooks;
US 321 Improvements (R-2237Q 2-9 Final Environmental Impact Statement
• The potential for relocation impacts would be greater than with of the Widening Alternative;
and
• The bypass alternative also would have a greater potential for forest habitat loss and wildlife
impact. Wildlife habitat would be fragmented.
In the 1993 EA, the Widening Alternative was described as the preferred alternative.
2.2.2 1995 to 1997 Blowing Rock Bypass Corridor Studies
Following the 1994 approval of the FONSI, a new corridor study for potential bypass alternatives
was initiated. This study and its results are documented in the Alternatives Study Report (Parsons
Brinckerhoff Quade & Douglas, Inc., 1997). This section summarizes the key components of this
work and its findings. The study area is shown in Figure 2-3.
Initial Bypass Alternatives
The initial location selection criteria assumed that bypass alternatives would neither cross nor use
lands from the Blue Ridge Parkway, would avoid concentrations of development, would avoid
historic cultural resources, would follow the natural terrain as much as possible to minimize
heights of cuts and fills, would meet federal and state design criteria for roads, and would
consider locations suggested by citizens. All of the initial alternatives ended at Possum Hollow
Road.
Ten bypass alternatives were developed initially for evaluation by the study team. They are
shown in Figure 2-4 and are:
• A - Begins just south of Falcon Crest Road, proceeds in a northerly direction, turns west to
climb the Blue Ridge escarpment, follows along the top of the Blue Ridge escarpment to near
the Blue Ridge Parkway, then passes between the Blowing Rock Assembly Grounds Lodge
and the Parkway to end at Possum Hollow Road.
• AG - Same as A, except it passes south of the Assembly Grounds lodge to end at Possum
Hollow Road.
• B - Begins just north of Harrison Cemetery, proceeds in a northerly direction, turns west near
the Blue Ridge Parkway, and passes between the Assembly Grounds lodge and the Parkway
to end at Possum Hollow Road.
• BG - Same as B, except it passes south of the Assembly Grounds lodge to end at Possum
Hollow Road.
• C - Begins near Greene Cemetery, proceeds in a northerly direction, turns west near the Blue
Ridge Parkway, and passes between the Assembly Grounds lodge and the Parkway to end at
Possum Hollow Road.
• CG - Same as C, except it passes south of the Assembly Grounds lodge to end at Possum
Hollow Road.
US 321 Improvements (R-2237Q 2-10 Final Environmental Impact Statement
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• D - Begins just south of the Watauga County line, proceeds in a northerly direction, turns
west near the Blue Ridge Parkway, and passes between the Assembly Grounds lodge and the
Parkway to end at Possum Hollow Road.
• DG - Same as D, except it passes south of the Assembly Grounds lodge to end at Possum
Hollow Road.
• E - Begins just south of the Watauga County line, proceeds in a northerly direction, turns
northwest just east of Green Hill, and passes between the golf course and the Assembly
Grounds to end at Possum Hollow Road. This corridor is a refinement of the "most
reasonable" bypass alternative presented in the 1993 EA.
• F - This corridor is the same as E except it passes closer to the Blue Ridge Parkway as it
joins Possum Hollow Road (like A through D).
The bypass alternatives considered were all east of US 321. No alternatives were considered west
of Blowing Rock or suggested by project stakeholders because of unsuitable steep terrain.
Additional Bypass Alternatives
The Blowing Rock Town Council, the Concerned Citizens of Blowing Rock, and other citizens
felt that their interests were not represented by the initial bypass locations. Therefore, the study
team evaluated several additional alternatives. Location criteria particularly important to the
Concerned Citizens of Blowing Rock were:
• Preferably begin the bypass south of the "S" curves at the last passing section on US 321
before the south town limits of Blowing Rock;
• Definitely begin south of the final sharp curves just south of the Blowing Rock town limits;
• Avoid displacement;
• Stay out of Blowing Rock completely;
• Cross the Blue Ridge Parkway in a short tunnel or, if the road remains south of the Parkway,
parallel the Parkway as closely as possible; and
• Minimize the use of grades steeper than six percent.
The alternatives developed in response to these comments and suggested criteria are shown in
' Figure 2-5 and are:
I
1. CC-AI - Begins just south of Falcon Crest Road, proceeds north across Bolick Road on a
' bridge, (Alternative CC-A), crosses the Blue Ridge Parkway in a tunnel, and following a
route west of Thunder Mountain Road, returns to existing US 321 at Aho Road.
2. CC-BI - Begins just south of Harrison Cemetery, proceeds north along Alternative CC-B to
merge quickly with Alternative CC-AI.
3. CC-CI - Begins near Greene Cemetery, and proceeds north along Alternative CC-C to merge
quickly with Alternative CC-AI.
4. AJ - Begins just south of Falcon Crest Road, proceeds north across Bolick Road on fill east
' of Patterson, crosses the Blue Ridge Parkway in a tunnel, and following a route east of
Thunder Mountain Road, returns to existing US 321 at Aho Road.
' US 321 Improvements (R-2237Q 2-13 Final Environmental Impact Statement
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Ridge Parkway, (Alternative CC-A) and turns west to parallel the Parkway until returning to
existing US 321 near the New River Inn.
6. CC-BH - Begins just south of Harrison Cemetery and proceeds north along Alternative CC-B
to merge quickly with Alternative CC-AH.
7. CC-CH - Begins near Greene Cemetery, and proceeds north along Alternative CC-C to
merge quickly with Alternative CC-AH.
Assessment of Potential Bypass Alternatives
Engineering, traffic, social, cultural resource, natural resource, and visual considerations were
taken into account in comparing the potential bypass alternatives. Table 2-1 and Table 2-2
summarize this comparison for the 17 bypass alternatives. All comparisons assume complete and
equivalent projects. As shown in Figure 2-4 and Figure 2-5 and described in Table 2-1 and Table
2-2 can be divided into two geographic areas: south end corridor alternatives (A, CC-A, B, CC-
B, C, CC-C, D, E, and F) and north end corridor alternatives (E, F, G, H, I, J). Most of the south
end and north end alternatives can be mixed and matched to create additional corridor
alternatives. Although the alternatives begin and end at different locations, they all follow the
Blue Ridge escarpment at Green Hill near the county line. This division is illustrated in Figure
2-6 and Figure 2-7. With the exception of E and F, any south end alternative could be combined
with any north end alternative.
The paragraphs below assess each of the alternatives based on the above divisions. The
advantages and disadvantages of each alternative are described.
The participation of the Federal and State environmental regulatory and resource agencies and the
citizens of Blowing Rock was an important component of the study. This participation is
described in Chapter 7 of this document. In January 1997, the advantages and disadvantages of
each alternative were distributed to the project's Citizens' Advisory Committee and Federal and
State agencies in a questionnaire that asked recipients to indicate when alternatives should be
evaluated in detail in the Environmental Impact Statement (EIS). The responses to this
questionnaire are described below. Eighteen responses were received, ten from members of the
Citizens' Advisory Committee and eight from Federal and State agencies. Of the 18 persons who
responded to the questionnaire, five responded none of the alternatives were reasonable and none
should be evaluated. Another three respondents did not indicate preferences for specific
alternatives. The others indicated one or more preferences for particular alternatives, as indicated
in the paragraphs that follow.
South End Alternatives "A", "CC-A", "B", and "CC-B". These alternatives would start south of
the existing "S" curves on US 321 just south of the Falcon Crest subdivision.
a Advantages
- Traffic. These alternatives start the farthest south. The farther south the bypass begins,
the less road construction US 321 users would encounter. Also, the farther south the
bypass begins, the more opportunity there is for travelers to avoid the six to eight percent
grades that occur on the existing road. There is, approximately 0.6 mile of grades greater
than six percent between the starting point of these alternatives and the starting point of
the "C" and "CC-C" alternatives. The balance of this portion of US 321 has grades of 1.5
to 5 percent. Bypass users also would avoid seven curves with a less than 50 mph design
US 321 Improvements (R-2237Q 2-15 Final Environmental Impact Statement
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US 321 Improvements (R-2237C) 2-24 Final Environmental Impact Statement
A ?
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LEGEND o s 1 km
1111111111111 111111111 'A", "B", "CC A", & "CC-B" alternatives. o s 1 mile
¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ ¦ "C" & "CC-C" alternatives. SCALE
••••••oooooo•• D" alternative. Figure 2-6
• • - Alternatives 'F& T.
1995 to 1997
Area where multiple alternatives merge.
"
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,
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alternatives
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M 11 M 11 M I Alternative "F'• 0 .5 1 km
OMOMO? Alternative "P'.
0 .5 1 mile
* 0 * 0 0 9 0 Location associated with original Alternatives "A", "B", "C", and T".
¦ ¦ ¦ ¦ ¦ ¦ 1 "G" alternative. SCALE
M M M M "H' alternative.
11111111111111 "1" and "J" alternatives. Figure 2-7
Areas where multiple alternatives merge. 1995 to 1997
Note: All north end alternatives except "Fand "P' merge into one corridor North End Corridor
on the Blue Ridge Escarpment. On the Blue Ridge Escarpment, Alternatives "F' and "P' also merge.
All alternatives except "H', 'T, & "J" merge into one corridor at Possum Hollow Road. Alternatives
speed just south of Blowing Rock. These curves would not be improved by the Widening
Alternative.
' - Community Impacts. Displacement of existing land uses would be less with the bypass
alternatives that begin south of the "S" curves would relocate one or two homes and
alternative "B" would relocate approximately eight homes south of Blowing Rock. Also
diverting traffic from the more developed areas at Blowing Rock would reduce noise
levels at homes along existing US 321.
• Disadvantages
- Cost. Starting farther south would increase total project cost. For example, the non-
tunnel bypass alternatives using the "A", "CC-A", "B", and "CC-B" south end
alternatives would have construction costs of $47.5 to $92.6 million (1996 dollars). The
bypass alternatives using the "D" south end alternatives which begins near the town limits
' of Blowing Rock, would costs $41.9 to $43.8 million (1996 dollars).
The farther south the bypass begins, the fewer improvements would be made to existing
US 321 south of Blowing Rock. Narrow lanes, sharp curves, and steep grades would be
improved by widening the existing road and starting the bypass farther north. The "A"
and "CC-A" alternatives would leave 3.5 miles of existing US 321 south of Blowing
Rock unimproved. The "B" and "CC-B" alternatives would leave 2.7 to 2.8 miles of
existing US 321 south of Blowing Rock unimproved.
- Natural Resource Impacts. The farther south the bypass begins, the greater the loss of
undisturbed wildlife habitat.
- Community Impacts. The longer bypass routes would introduce more new thoroughfare
into rural communities, primarily Bailey Camp and Blackberry Valley, which now have
low volumes of local traffic passing through them. These alternatives also could displace
the Bailey Camp Baptist Church and cemetery or place a large fill or retaining wall
' adjacent to the church cemetery. Saving the church and cemetery would add
approximately $15 million (1996 dollars) to the costs of these alternatives.
' The "CC-A" and "CC-B" alternatives would cross Bolick Road on a long, high-level
bridge. This bridge, which would be 1,600 feet long, and would have an average height
of 115 feet and a maximum height of 184 feet, would be a substantial new visual feature
in the community served by Bolick Road. The bridge would add $4.4 million to project
costs (compared to the "A" and "B" alternatives that do not cross the valley).
Historic Resource Impacts. These alternatives would pass through a property that is
' potentially eligible for the National Register of Historic Places (property has since lost
eligibility because of modifications made by owner).
• Citizens' Advisory Committee and Agencies Responses
There was little support among Citizens' Advisory Committee and agency representatives for
a bypass with a terminus this far south. Several members of the Citizens' Advisory
Committee were concerned about the potential impacts of these alternatives on the Bailey
Camp Church and cemetery and the rural communities in the valley. Cost and natural
resource impacts were concerns for almost everyone. Concern also was expressed as to
US 321 Improvements (R-2237Q 2-27 Final Environmental Impact Statement
whether truck drivers would fmd such a bypass preferable over the existing route. Those who
indicated a preference for these alternatives considered them desirable because bypass users
would avoid more of the steep grades and sharp curves on existing US 321. They suggested
that impacts to the church and community could be minimized.
South End Alternatives "C" and "CC-C". These alternatives would start north of the existing "S"
curves but south of the east curves before the Town of Blowing Rock near Greene Cemetery.
• Advantages
- Cost. Construction costs for the "C" and "CC-C" alternatives would be less than for the
longer "A", "CC-A", "B", and "CC-B alternatives.
- Traffic. Bypass users would avoid seven curves with less than a 50 mph design speed.
These curves between Bailey Camp and Blowing Rock would be improved with the
Widening Alternative. The south end alternatives would leave 1.5 miles of existing
US 321 south of Blowing Rock. By widening the existing road and starting the bypass
farther north.
- Natural Resource Impacts. The loss of undisturbed wildlife habitat would be less with
the "C" and "CC-C" alternatives than with the "A", "CC-A", "B", and "CC-B"
alternatives. Approximately 60 acres of land would be cleared and grubbed below the
top of the Blue Ridge escarpment with the "CC-C" alternative. The "CC-A" alternative
would require 120 acres of land to be cleared and grubbed below the top of the Blue
Ridge escarpment (some of that area was recently clear-cut).
- Community Impacts. Fewer miles of new thoroughfare would be introduced into rural
communities than with the bypass alternatives that begin farther south. The "CC-A"
alternative would introduce 3.8 miles of new road south of the Watauga-Caldwell county
line. The "CC-C" alternative would introduce 1.9 miles of new road south of the
Watauga-Caldwell county line.
• Disadvantages
- Traffic. Traffic on US 321 would pass through an additional 1.2 to 2.0 miles of road
construction than with the "A", "CC-A", "B", and "CC-B" alternatives. An additional
disadvantage from the traffic perspective is that less opportunity would exist for travelers
to avoid 6 to 8 percent grades on the existing road with the "C" and "CC-C" alternatives
than the "A" and "CC-A" alternatives.
- Community Impacts. Approximately 14 homes south of Blowing Rock would be
relocated with the "C" and "CC-C" alternatives. These relocations would occur primarily
along the widening portion of the alternatives. Additionally, most noise impacts
associated with the Widening Alternative would remain.
- Historic Resource Impacts. These alternatives would pass through a property that is
potentially eligible for the National Register of Historic Places. (Property has since lost
eligibility because of modifications made by owner).
US 321 Improvements (R-2237Q 2-28 Final Environmental Impact Statement
r
1
Citizens' Advisory Committee and Agencies Responses
Several agency and Citizens' Advisory Committee representatives responded that the
community and natural resource impacts to the Blackberry Valley and Bailey Camp areas
would be too great with these alternatives to warrant further consideration. However, a few
Citizens' Advisory Committee members indicated a preference for this southern terminus.
They thought this is as close as a bypass could come to the Town of Blowing Rock without
having adverse community and environmental impacts. They also indicated that bypass users
would avoid several of the sharp curves on US 321 south of the Town Limits.
South End Alternatives "D", "E", and "F". These south end alternatives would begin just south
of the Blowing Rock Town Limits.
• Advantages
- Cost. Alternatives that begin at this point would have the lowest construction costs.
- Traffic. These alternatives would leave very little (0.0 to 0.25 mile) of existing US 321
south of Blowing Rock unimproved. This means that users of the existing highway
would not have to negotiate the narrow lanes and many of the sharp curves currently
found on the existing route. However, they would have to pass through the curves on
existing US 321 between Bailey Camp and Blowing Rock, an area where sharp curves
(20 to 45 mph design speeds) and steep grades (6.6 to 7.6 percent) would remain with the
Widening Alternative.
- Natural Resource Impacts. These alternatives would avoid the undisturbed wildlife
habitat south of Blowing Rock.
- Community Impacts. These alternatives would have the least impact on communities
south of Blowing Rock.
• Disadvantages
Traffic. A bypass using the "D" south end alternative would be longer than the existing
road, making it less attractive to local traffic. This is not the case with Alternatives E and
F or any other of the alternatives that end south of the Blue Ridge Parkway.
Traffic on US 321 would pass through 2.5 to 3.5 miles more of road construction than
with "A", "CC-A", "B", and "CC-B" alternatives and 1.3 to 1.5 miles more than with the
"C" and "CC-C" alternatives.
Furthermore, these alternatives, offer fewer opportunities for travelers to avoid the six to
eight percent grades on the existing road: 1.9 to 2.1 miles more of the six to eight percent
grades with the "D" alternative than the "A" and "CC-A" and 1.3 to 1.5 miles more than
with "C" and "CC-C". Traffic would pass through five ("D" alternatives) to seven
(alternatives E and F) curves with less than a 50 mph design speed.
' - Community Impacts. The southern portion of these alternatives is primarily widening
existing US 321. Twelve homes would be relocated and the noise impacts associated
with traffic on existing US 321 would remain.
US 321 Improvements (R-2237Q 2-29 Final Environmental Impact Statement
- Historic Resource Impacts. Alternatives E and F would be designed to avoid impacts to
historic resources. Alternative D would affect a property potentially eligible for the
National Register of Historic Places.
Citizens' Advisory Committee and Agencies Responses
A majority of the agencies indicated a preference for a bypass alternative with a southern
terminus because of its lower cost and minimization of natural resource and community
impacts in the rural areas south of Blowing Rock. Citizens' Advisory Committee members
were less enthusiastic. The majority believed that these alternatives were too close to
Blowing Rock and would have detrimental effects on the Town.
North End Alternative E. Alternative E would begin just east of Green Hill and end at the
Possum Hollow Road/JS 321 intersection.
• Advantages
- Cost. This alternative is the lowest cost bypass alternative for the following reasons:
1) it would require the least amount of earthwork, 2) it would have the narrowest
footprint, and 3) it would be the shortest alternative.
- Traffic. Alternative E would divert the most amount of traffic from existing US 321.
- Visual Impacts. According to representatives of the National Park Service, this
alternative would have the least visual impact on the Blue Ridge Parkway.
- Community Impacts. This alternative would have the least effect on the Blowing Rock
Assembly Grounds.
- Historic Resource Impacts. Alternative E could avoid use of National Register eligible
properties.
• Disadvantages
- Natural Resource Im acts. This alternative would cross one wetland, resulting in a loss
of 0.7 acre.
- Community pacts. Alternative E would relocate 20 homes. Most of this displacement
would occur in the Green Hill Road, Wonderland Drive, and Possum Hollow Road
communities. This alternative would be closest to the most heavily developed areas of
Blowing Rock; however, displacement of homes on top of Green Hill generally would be
avoided.
Citizens' Advisory Committee and Agency Response
One member of the Citizens' Advisory Committee r supported this alternative. Most of the
other members believed the community impacts in Blowing Rock would be too severe,
particularly in the Green Hill neighborhood and along Green Hill and Possum Hollow Roads.
Agency representatives who supported this alternative cited cost, minimal impacts to natural
resources, and minimal visual impacts on the Blue Ridge Parkway as their reasons.
US 321 Improvements (R-2237Q 2-30 Final Environmental Impact Statement
t
North End Alternative F. Alternative F would begin east of Green Hill and pass north of the
Blowing Rock Assembly Grounds Lodge before ending at US 321 in the Possum Hollow Road
area.
• Advantages
- Cost. This alternative would have the second lowest total construction cost.
- Traffic. This alternative would attract substantial traffic from existing US 321.
- Visual Impacts. Alternative F would be second best (compared to Alternative E) in
minimizing visual impact to the Blue Ridge Parkway.
• Disadvantages
- Natural Resource Impacts. This alternative would result in the loss of 1.1 acres of
wetlands.
- Community Impacts. This alternative is one of several that would have the greatest
impact on the Blowing Rock Assembly Grounds. It would replace current forest views
from the lodge with views of the bypass. In addition, natural areas used by retreat
participants and a marked trail would be displaced, and the entrance to the Assembly
Grounds would be altered.
' Additionally, the potential for displacement is greatest with this north end alternative.
Although homes on top of Green Hill would be avoided, 23 homes (in 1997) would be
displaced in the Green Hill Road, Wonderland Drive, Goforth Road, and Possum Hollow
Road communities.
- Historic Resource Impacts. Alternative F would not affect any National Register eligible
properties.
• Citizens' Advisory Committee and Agency Response
As with Alternative E, there was little support among Citizens' Advisory Committee
members and widespread support among agency representatives for this alternative. The
reasons cited were generally the same as with Alternative E for both groups. Agency
' representatives believe it would be less costly and minimize natural resource impacts;
Citizens' Advisory Committee members believe it would involve substantial community
impacts to the Green Hill and Possum Hollow Road areas.
Original North End Alternatives A, B, C, and D. This north end alternative would pass between
the Assembly Grounds' lodge and the Blue Ridge Parkway and end at Possum Hollow Road.
• Advantages
- Traffic. As with many other north end alternatives, this one would attract substantial
traffic from existing US 321.
- Visual Impacts. North of the Green Hill Road area, views from the Blue Ridge Parkway
would be blocked by the terrain.
US 321 Improvements (R-2237Q 2-31 Final Environmental Impact Statement
• Disadvantages
- Cost. The cost of this north end alternative could be the lowest of the corridors that top
the Blue Ridge escarpment near the Blue Ridge Parkway, but only if an eight percent
grade were maintained from the Blowing Rock Assembly Grounds to almost the
US 321/Possum Hollow Road intersection. If a shallow grade were introduced
approximately 1,100 feet from US 321, the earthwork would increase and costs would
increase by about $10 million (1996 dollars).
- Visual Impacts. This alternative would replace current forest views from the Assembly
Grounds lodge with views of the bypass. In addition, it would be within views from the
Thunderhill overlook and within views of the Green Hill Road area from the Blue Ridge
Parkway.
- Community Impacts. Along with Alternative F, this north end alternative would have the
greatest impact on the Assembly Grounds. Natural areas used by retreat participants and
a marked trail would be displaced, and the entrance to the Assembly Grounds would be
altered.
Furthermore, up to 20 homes (as of 1997) could be displaced in the Green Hill Road
(Craig farm area), Goforth Road, and Possum Hollow Road communities. This number
could be reduced substantially (as of 1997) in the Heather Ridge Lane area, but
earthwork costs would increase.
Citizens' Advisory Committee and Agency Response
Neither the Citizens' Advisory Committee nor the agency representatives expressed support
for this north end alternative. Concerns included visual impacts to the Blue Ridge Parkway,
impacts to the residential communities in the Green Hill and Possum Hollow Road areas, and
impacts to the Blowing Rock Assembly Grounds. Many Citizens' Advisory Committee
members expressed concerns about congestion and safety at the intersection of US
321/Possum Hollow Road/Shoppes on the Parkway. This concern also would apply to
Alternatives E and F and any "G" alternative.
North End Alternative G. This alternative, which was used to form Alternatives AG, BG, CG,
and DG, would pass through the southeast part of the Blowing Rock Assembly Grounds and
continue to Possum Hollow Road.
• Advantages
- Cost. Costs for the "G" alternative are only slightly higher than for the original A, B, C,
and D alternatives described in the previous section. "G" would include flatter grades
(6.5 percent maximum) also.
- Traffic. As with the previous north end alternatives, this alternative would attract
substantial traffic from existing US 321.
- Visual Impacts. North of the Green Hill Road area, views from the Blue Ridge Parkway
would be blocked by the terrain.
US 321 Improvements (R-2237Q 2-32 Final Environmental Impact Statement I
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- Community Impacts. The "G" alternative would have less impact on the Blowing Rock
Assembly Grounds' operations than north end Alternatives.
• Disadvantages
- Visual Impacts. This north end alternative would be within views from Thunderhill
overlook and within views of the Green Hill Road area from the Blue Ridge Parkway.
- Community Impacts. Nineteen (19) homes (as of 1997) could be displaced within the
Green Hill Road area, Goforth Road, and Possum Hollow Road communities. As with
the previous north end alternative, displacement could be reduced substantially (as of
1997) in the Heather Ridge Lane area, but earthwork costs would increase.
Citizens' Advisory Committee and Agency Response
Citizens' Advisory Committee members indicated that, although this north end alternative
would have less impacts on the Blowing Rock Assembly Grounds than the original A, B, C,
and D north end alternatives, it still would have substantial community impacts and, therefore,
was unacceptable. There was more support from agency representatives to this alternative
primarily because it would have less of a visual impact on the Blue Ridge Parkway.
North End Alternative H. The "H" alternative would parallel closely the Blue Ridge Parkway
and end at US 321 between the Parkway and Moses Cone Park.
• Advantages
- Traffic. As with the others, this alternative would attract substantial traffic from existing
US 321.
- Visual Impacts. North of the Green Hill area, views from the Blue Ridge Parkway would
be blocked by the terrain. It would not be within views from the Blowing Rock
Assembly Grounds' lodge.
Community Impacts. This north end alternative would avoid most of the communities
south of the Parkway; however, it would pass through a developing area on Green Hill
Road and undeveloped portions of the Hillwinds Estate's off Possum Hollow Road. It
would displace two homes and a restaurant/motel.
• Disadvantages
- Cost. Of all the north end alternatives, the "H" alternatives would pass through higher
terrain with the most regularity, increasing the amount of earthwork and construction
costs. Steeper grades would reduce the amount of earthwork and the cost of this
alternative.
- Visual Impacts. This alternative would be within view from Thunderhill overlook and
the Green Hill Road area from the Blue Ridge Parkway. Parkway officials consider this
north end alternative to have the greatest potential for visual impact because, if the
existing forest were to die, the bypass would be visible clearly from the Parkway for its
full length parallel to the Parkway.
US 321 Improvements (R-2237C) 2-33 Final Environmental Impact Statement
- Communi1y Impacts. This alternative would pass through a developing area on Green
Hill Road and undeveloped portions of Hillwinds Estates. It would displace a
restaurant/motel on US 321. Also, at the Blowing Rock Assembly Grounds, it would
displace natural areas used by retreat participants and a marked trail.
• Citizens' Advisory Committee and Agency Response
One member of the Citizens' Advisory Committee and no agency representatives indicated
that this north end alternative should be carried forward to the DEIS. Among the reasons
cited for eliminating this alternative from further consideration were high costs and visual
impact on the Blue Ridge Parkway.
North End Alternatives I and J. These north end alternatives would cross the Parkway in a tunnel
and continue north to US 321 at Aho Road.
• Advantages
- Community Impacts. The "I" and "J" alternatives would pass through only one
community, the Thunder Mountain Road community. They would avoid completely the
communities within Blowing Rock. They also would avoid the Blowing Rock Assembly
Grounds.
• Disadvantages
- Cost. These would be the most expensive north end alternatives because of the tunnel
under the Blue Ridge Parkway.
- Traffic. These north end alternatives would attract the least amount of traffic from
US 321 to the bypass.
- Visual Impacts. The alternative would be visible from the Thunderhill overlook and
according to Parkway officials, would have a substantial visual impact on the Parkway.
- Community/Natural Resource Impacts. Both of these alternatives would pass through the
Thunder Mountain Road community. The "I" alternative would displace 21 homes
(including a mobile home park with 19 mobile homes) and would avoid wetlands. The
"J" alternative would avoid the 21 homes but would fill wetlands (3.44 acres).
Citizens' Advisory Committee and Agency Response
The majority of the Citizens' Advisory Committee members supported one of these north end
alternatives. The Town Council of Blowing Rock also indicated unanimous support for an
alternative that crossed the Parkway in a tunnel. Some citizen advisory committee members
believe the only "true bypass" is one that avoids Blowing Rock's residential communities
completely. Agency representatives and the Citizens' Advisory Committee members who
opposed these north end alternatives cited costs and impacts to the Blue Ridge Parkway as
primary concerns.
Alternatives Eliminated from Detailed Evaluation in the DEIS
South End Alternatives. The study team eliminated the "A", "CC-A," "B", and "CC-B"
alternatives from further consideration because they would involve higher costs, more earthwork,
US 321 Improvements (R-2237Q 2-34 Final Environmental Impact Statement I
greater natural resource impacts, social impacts to the rural communities south of Blowing Rock,
and would leave a substantial length of US 321 unimproved. The study team concluded that the
advantages of these alternatives were not great enough to outweigh the disadvantages. The
section of widening between the start of these alternatives and the start of the "C" and "CC-C"
alternatives would meet the project's design criteria for horizontal curves. In this same section,
the widening project would have only three locations where the grades were greater than six
percent. The "D" alternative was eliminated from further consideration because it did not address
one of the primary concerns of several members of the Citizens' Advisory Committee: it would
not bypass an approximately two-mile section of steep grades and sharp curves on existing
US 321 (neither does E or F) as it approaches Blowing Rock.
The "C" and the "CC-C" alternatives are design variations within the same corridor. The "C"
design was eliminated in favor of the "CC-C" design because the "CC-C" design would connect
to two of the selected north end alternatives and includes two features favored by several
members of the Citizens' Advisory Committee: flatter grades and fewer relocation impacts.
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North End Alternatives. All the alternatives that end at Possum Hollow Road except Alternative
E were eliminated from further consideration because this northern ending point was opposed by
most members of the Citizens' Advisory Committee, citizens attending the August 1, 1995
Citizens Informational Workshop, and the Blowing Rock Town Council. The potential impacts
of these alternatives to the Blowing Rock Assembly Grounds also were a factor.
The "T' tunnel and design north of the Blue Ridge Parkway also were dropped from further
consideration. The differences between the "T' route and the selected "I" route are small.
Alternatives Selected in 1997 for Detailed Evaluation in the DEIS
At the end of the 1997 study, four alternatives were selected for detailed evaluation in the DEIS.
These alternatives are shown in Figure 2-8. Alternative E; FH, a combination of Alternative F
with the northern ending point used for Alternatives CC-AH, CC-BH, and CC-CH; CC-CH; and
CC-CI (includes a tunnel) were selected for the following reasons:
• Alternative E (Bypass Alternative 1)
- It is the shortest and least expensive bypass alternative.
- It can be designed to avoid area historic resources.
- It would have the least visual impact on the Blue Ridge Parkway.
- It would have a minimal impact on the Blowing Rock Assembly Grounds when
compared to the other alternatives ending south of the Blue Ridge Parkway.
0 Alternative FH (Bypass Alternative 2)
- It can be designed to avoid area historic resources.
- Its northern terminus is between the Blue Ridge Parkway and Possum Hollow Road. The
Blowing Rock Town Council and many members of the Citizens' Advisory Committee
objected to a northern terminus at Possum Hollow Road.
I US 321 Improvements (R-2237Q 2-35 Final Environmental Impact Statement
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• Alternative CC-CH (Bypass Alternative 3)
- Representatives from the Concerned Citizens of Blowing Rock supported a US 321
bypass that remained south of the Parkway and as close to the Parkway as possible.
- It bypasses the final curves on existing US 321 before Blowing Rock. This section of
existing US 321 would remain unimproved with the Widening Alternative. This feature
is also important to many citizens.
• Alternative CC-CI (Bypass Alternative 4)
- It avoids the Town of Blowing Rock by ending north of the Parkway, a feature important
to the Town Council of Blowing Rock and too many members of the Citizens' Advisory
Committee.
- It bypasses the final curves on existing US 321 before Blowing Rock, like CC-CH.
These alternatives were selected for comparison to the Widening Alternative. Each offered
different advantages and disadvantages for particularly costs, social impacts, and natural resource
impacts. The support each has from agencies, the Citizens' Advisory Committee, and citizens in
general differs.
2.2.3 1999 Widening Proposal
The NCDOT, concerned about the large amount of earthwork, the cost, natural resource impacts,
and visual impacts associated with the Bypass Alternatives, held a meeting in March 1999 with
the Town Council of Blowing Rock, Caldwell County and Watauga County Commissioners, and
the Citizens Advisory Committee. Members of the public also attended. The Secretary of
Transportation presented a video that proposed that Bypass Alternatives 2, 3, and 4 be dropped
from further consideration. Bypass Alternative 1 would be retained for analysis because it
avoided historic properties impacts.
The Secretary observed that Bypass Alternatives 3 and 4 would require the greatest amounts of
earthwork. Based on conceptual designs prepared in 1998 that considered geotechnical studies
conducted by the NCDOT in 1998, Bypass Alternative 4 would require the movement of nearly
10 million cubic yards of earth and rock. This amount of material would fill over 150 football
fields to the top of the goal posts. Bypass Alternative 3 would require over 12 million cubic
yards of earth and rock movement. The Widening Alternative (based on the 1994 design) would
require, by contrast, the removal of about 800,000 cubic yards, almost all of which would be
outside of Blowing Rock. Large amounts of earthwork or retaining walls result in high costs,
with Bypass Alternative 4, the tunnel alternative, being the most costly at $108 million dollars.
The cost of the other bypass alternatives would range from $44.4 to $77.1 million. The Widening
Alternative would cost about $23.5 million. These are all 1998 construction cost estimates using
the 1994 widening design and 1998 conceptual bypass designs.
The NCDOT also acknowledged that while the concerns of cost, earthwork, natural resource loss,
rural community disturbance, and visual impact that are associated with the bypass alternatives
are important, they are no less important than the concerns of possible adverse effects to the
unique and historic character of Blowing Rock.
The NCDOT recognized that the concerns associated with the Widening Alternative must be
directly and creatively addressed. The NCDOT proposed, as a part of the Widening Alternative,
to pay for landscaping and other amenities along the widened road. One approach was illustrated
US 321 Improvements (R-2237Q 2-37 Final Environmental Impact Statement
using four photorealistic simulations of the widened road. Utilities would be moved
underground. A landscaped median was proposed in front of the Green Park Inn. Existing small
rock walls displaced by the widening would be replaced and extended. Period lampposts could
be added at the Green Park Inn to enhance the historic feel of the area and the pedestrian crossing
could be accentuated with contrasting paving materials. Along the commercial section of
US 321, the NCDOT suggested a landscape design plan to bring this area closer in line with the
character of the rest of the community.
The NCDOT committed to the citizens of Blowing Rock that it would work with the community
to create a construction phasing and traffic management plan that would minimize construction
impacts. These commitments are reflected in the landscape plans in Appendix D and the
construction discussion in Section 4.16 of Chapter 4, the Memorandum of Agreement signed in
2004 and presented in Appendix G, and the Memorandum of Understanding signed in 1994 and
presented in Appendix G.
The NCDOT asked meeting attendees to provide comments on its proposal. Those comments
included support for both the Widening Alternative and Bypass Alternative 4.
2.2.4 Selection of the Alternatives to be Evaluated in the EIS
In July 1999, the NCDOT amended its 1997 decision and decided that the Widening Alternative,
Bypass Alternative 1, and Bypass Alternative 4 would be evaluated in detail in the EIS. This
decision was discussed with state and federal environmental resource and regulatory agencies.
The FHWA also participated in these discussions. The evaluation of these alternatives is
presented in Chapter 4 of the FEIS. They are described in this chapter in Section 2.4.
July 1999 Decision
In a July 20, 1999 letter to area public officials and the Citizens Advisory Committee, the
NCDOT announced its decision to evaluate in detail three alternatives in the EIS: the Widening
Alternative, Bypass Alternative 1, and Bypass Alternative 4. Bypass Alternatives 2 and 3 were
eliminated from further consideration.
In the letter, the NCDOT noted that although Bypass Alternative 4 would have high cost and
substantial natural resource and visual impacts, it would be evaluated in detail because it has strong
public support. Bypass Alternative 1 would be evaluated in detail because it avoids all impacts to
historic properties.
Agency Approval of Alternatives
The NCDOT, the FHWA (for federally-funded projects), and the US Army Corps of Engineers
(USACE) entered into an agreement in 1997 to integrate the regulatory requirements of the
National Environmental Policy Act and Section 404 of the Clean Water Act. This agreement
ensures that state and federal environmental regulatory resource agencies that have an interest in
the issuance of USACE dredge and fill permits for wetland and stream impacts-under the terms of
Section 404 are afforded the opportunity to participate in the transportation decision-making
process. The agreement stipulates concurrence among participants or "merger-team members", at
various decision making points in the integration or "merger process", including step 1: purpose
and need, step 2: alternatives for detailed study, step 2a: bridge locations and lengths, step 3:
identification of Least Environmentally Damaging Practicable Alternative (LEDPA), and steps
4a, 4b, and 4c: impact avoidance and minimization at various points in the design. The merger
process was implemented for the US 321 project at step 2- alternatives for detailed study. The
US 321 Improvements (R-22370) 2-38 Final Environmental Impact Statement I
NCDOT requested concurrence from the merger team for the three alternatives selected in July
1999. The majority of the merger team members indicated that they did not agree Bypass
Alternative 4 should be studied in detailed in the EIS. The NCDOT emphasized that this corridor
was preferred by many citizens and that it was critical it be evaluated in full in the EIS. Most
agency representative declined to sign a concurrence form that included Bypass Alternative 4.
Consequently, the language for the signed concurrence agreement indicates concurrence on the
Widening Alternative and Bypass Alternative 1 only. The merger team understood that the
NCDOT would evaluate Bypass Alternative 4 in full in the EIS.
2.3 Alternatives to a Four-Lane Project
This section discusses the characteristics of alternatives to the four-lane Build Alternatives and
their ability to meet the capacity and safety needs for the proposed project. These alternatives
are: the No-Build Alternative; Postponement of Improvements; Redesignation of US 321;
Transit; and Transportation Systems Management improvements (improved two-lane and three-
lane alternatives). None of these alternatives would meet the purpose and need of the US 321
improvements project. The alternatives are listed as follows:
• No-Build;
• Postponement of Improvements;
• Redesignation of US 321;
• Improving the Connection Between Hickory, NC and US 421;
• Transit;
• Transportation System Management (TSM); and
• Partial Four-Lane Project.
2.3.1 No-Build
The No-Build Alternative consists of the existing transportation system plus the other
programmed transportation improvements listed for Blowing Rock and northwestern North
Carolina in the NCDOT 2006-2012 Transportation Improvement Program. These projects are
listed in Section 1.4.3 of Chapter 1. The No-Build Alternative would not increase the capacity of
US 321 in the project area or change road features that contribute to the area's high crash rates.
However, the No-Build Alternative is always an alternative that could be selected as the Preferred
Alternative; therefore, it is compared with the Build Alternatives in Chapters 4 and 5 of the EIS.
2.3.2 Postponement of Improvements
With this alternative, no immediate capital investment in US 321 improvements would be made.
Consequently, postponement would result, in steadily worsening traffic flow and crash
conditions. Right of way costs would almost certainly rise because of increased property values.
Construction cost also would increase. Project impacts would ultimately occur and could be
worse in the future because of additional development. Thus, delaying implementation of the
improvement project is not proposed.
2.3.3 Redesignation of US 321 between Lenoir, NC and Hampton, TN
During the preparation of the 1993 Environmental Assessment, the Concerned Citizens of
Blowing Rock citizens group proposed that a different highway route between Lenoir, North
I US 321 Improvements (R-2237Q 2-39 Final Environmental Impact Statement
Carolina and Hampton, Tennessee be designated as US 321. The redesignation would be made as
an alternative to widening US 321 from Patterson to Blowing Rock.
The location of the citizen-proposed route and existing US 321 is illustrated in Figure 2-9. The
citizen-proposed route follows the following roads from Lenoir to Hampton:
• Southwest Lenoir Bypass from US 321 to NC 18;
• A proposed new road from NC 18 to SR 1310;
• SR 1310 to NC 90;
• NC 90 to SR 1337;
• SR 1337/SR 1335/SR 1405 to NC 181;
• NC 181 (including the segment between Pineola and the Linville Bypass that is also
designated as US 221) to NC 194 at Linville, North Carolina (including the Linville Bypass);
• NC 194 via Newland, North Carolina to US 19E near Elk Park, North Carolina; and
• US 19E to US 321 at Hampton.
The citizen-proposed route is 69 miles long. Existing US 321 from Lenoir to Hampton is 66
miles long.
A study of the merits of this alternative was conducted in 1992. The study was:
• Designed as a general look at the proposed route's opportunities and difficulties. It was
assumed that additional, more detailed studies would be conducted if the findings of the
general study were inconclusive or indicated that the citizen-proposed route was a reasonable
alternative to widening US 321.
• Designed to focus on the various merits of the proposed route that were identified by citizens
that proposed the alternative.
The study found no particular roadway design or environmental issues that would make the
redesignation of the citizen-proposed route as US 321 difficult. However, the citizen-proposed
route would not serve as an alternative to widening US 321 from Patterson to Blowing Rock
because:
• The amount of traffic that would shift to the redesignated route would be small, and
• The capacity and safety needs of US 321 between Patterson and Blowing Rock would not be
changed.
Study methods and findings are described in Evaluation of an Alternative Route for US 321
between Lenoir, North Carolina and Hampton, Tennessee (Parsons Brinckerhoff Quade &
Douglas, Inc., June 25, 1992). The paragraphs that follow present the key discussions of findings
contained in that study with relevant updates. The study area was re-visited in the fall of 2000
and no reason was found to alter the conclusions of the 1992 study.
US 321 Improvements (R-2237C) 240 Final Environmental Impact Statement I
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Roadway Design Findings
The study did confirm the citizens' observation that their proposed route was of generally good
quality. No particular roadway design issues were identified that would impede the redesignation
of the citizen-proposed route as US 321. At a minimum, however, 13.6 miles of the route (from
SR 1310 to NC 181) would need to be upgraded to current two-lane rural highway design
standards. This section has narrow lanes, inadequate shoulders, and substandard sight distances.
Sharp bends at the intersections of SR 1310/NC 90 and SR 1405/NC 181 also should be
corrected. These conclusions were based on the existing characteristics and planned
improvements described in the subsections below. Finally, as discussed below under "Traffic
Findings," the redesignation should not significantly change traffic volumes on the citizen-
proposed route, thus other design changes do not appear warranted based solely on a
redesignation.
Existing Characteristics. The proposed route is primarily a two-lane facility. Four-lane sections
occur at each end and have a total distance of 9.5 miles. Passing lanes occur along the northern
half of the proposed route. They are almost continuous in Tennessee. Standard 12-foot lanes are
found on all but the 13.6 miles of the route that follow Secondary Roads (SR). An adequate
shoulder, although not always to current standards, is provided along 60 percent of the route's
length. With the exception of posted curves (primarily along a 15.2-mile section of NC 181), the
horizontal alignment can be driven by a passenger car at the posted speed. This may not hold true
for semi-trucks since road operating characteristics vary. The vertical alignment along
approximately 18.7 miles of the route limits sight distances at crests of vertical curves. Most of
this concern is along the 13.6 miles of SR portions used at the southern end of the route. Steep
grades occur in two sections (totaling 13.4 miles) of the route.
Conversations with the NCDOT's Division 11 (Caldwell and Avery Counties) and Division 13
(Burke County) engineers, as well as the Burke County Maintenance Engineer (at the suggestion
of the Division 13 engineer) yielded the following information:
• In their experience the weather-related problems at upper elevations of the citizen-proposed
route and existing US 321 are not substantially different;
• The only new improvement planned as of 1992 by the Divisions for the citizen-proposed
route is repaving in the Cold Springs area (near Upper Creek in Burke County);
• Truck escape ramps should be considered for the long, steep grade on NC 181 in Burke
County; and
• Slope stability and maintenance (except in the area to be repaved) are not a problem along the
proposed route.
Planned Improvements. The North Carolina Transportation Improvement Plan for 1993 to 1999
(August 1992) listed two improvements along the citizen-proposed route. The first was a new
road from NC 18 to SR 1310 (R-2626) that is listed above as a part of the citizen-proposed route.
The second is widening US 22I NC 181 to four lanes between Pineola and the Linville Bypass.
The Tennessee Department of Transportation had no plans at that time to improve either existing
US 321 or US 19E (citizen-proposed route) from the North Carolina line to Hampton.
US 321 Improvements (R-2237Q 2-42 Final Environmental Impact Statement I
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Traffic Findings
If it were designated as US 321, the amount of traffic that would shift to the citizen-proposed
route, including trucks, would be small. The future capacity needs of US 321 between Patterson
and Blowing Rock would not be changed. Currently, far fewer vehicles use US 321 for trips
between North Carolina and Tennessee than use US 19E. Planned Interstate highway
improvements in the western North Carolina/eastern Tennessee region (now completed) were
expected to further reduce the limited desirability of US 321 as a through route from Tennessee to
Lenoir.
Annual Average Daily Traffic. Existing traffic volumes on the citizen-proposed route were
generally low. Volumes are the greatest at the northern end of the route. Annual average daily
traffic (AADT) on SR 1310/NC 90 was 1,500 to 1,800 vehicles in 1991. The AADT was only
700 vehicles on the SR 1337/SR 1335/SR 1405 section of the route and was 1,800 to 2,100
vehicles on NC 181. Average daily volumes on NC 194 and US 19E to the state line were 5,000
to 5,300 vehicles in 1991. In Tennessee, the 1991 AADT rose from 5,640 vehicles at the state
line to 8,170 at Hampton.
On existing US 321, the 1991 AADT was greatest in the Lenoir (9,200 to 10,000 vehicles
between Lenoir's north city limits and NC 268) and Boone (11,400 to 14,900 vehicles) areas.
There were 5,800 to 6,200 vehicles between NC 268 and Blowing Rock, 6,800 vehicles in
Blowing Rock, and volumes declined west of Boone to only 1,110 at the state line. Thus, far
fewer persons used US 321 for trips between North Carolina and Tennessee (1,110 AADT) than
use US 19E (5,300 to 5,640 AADT). In Tennessee, volumes on US 321 rose from the 1,110
vehicles at the state line to 5,400 vehicles at Hampton. Much of the rise is probably attributable
to Tennessee residents traveling to the Watauga Lake recreation area.
The NCDOT's 2003 Annual Average Daily Traffic maps show a pattern similar to the 1991
maps. Again, AADT declines on US 321 as one moves west of Boone, from 15,000 vehicles per
day west of SR 1107 to 460 vehicles per day at the Tennessee State Line. In 2003 like 1991, far
fewer persons used US 321 for trips between North Carolina and Tennessee (460 AADT) than
use US 19E (5,900 AADT)
Potential for Through Trip Diversion. The potential for diverting through trips moving between
Hampton, Tennessee and Lenoir, North Carolina from existing US 321 to the citizen-proposed
route is small because the number of through trips between Hampton and Lenoir was small in
both 1991 and in 2003, and is expected to continue to be small.
The 460 vehicles per day that reached the State Line on US 321 in 2003 represents less than five
percent of the 1998 average annual daily traffic of 15,000 vehicles per day on US 321 just south
of Sunset Drive in Blowing Rock. In addition, it can be assumed that only a fraction of the 460
vehicles reaching the State Line represent travelers driving from Lenoir to Hampton, Tennessee
given the distance between the two cities and the large number of potential origins and
destinations in between, including the Town of Boone. For example, the 1992 assessment of this
alternative found that in 1989 approximately 47 vehicles per day operated on US 321 between the
Watauga/Caldwell County line south of Blowing Rock and the Tennessee line, passing through
Blowing Rock to and from Tennessee. This number was expected to rise to approximately 70
vehicles per day by 2020. This finding says that 100 percent diversion to the citizen-proposed
route would only divert 70 trips through Blowing Rock per day in 2020.
US 321 Improvements (R-2237Q 2-43 Final Environmental Impact Statement
Thus, designation of the citizen-proposed route as US 321 would have no impact on the capacity
needs of US 321 in Blowing Rock. In addition, the small shift in traffic would not affect the
capacity needs of the citizen-proposed route.
Planned Interstate Highway Improvements in the Region. The 1992 study said that planned
Interstate highway improvements in the western North Carolina/eastern Tennessee region were
expected to reduce further the limited desirability of US 321 as a through route from Tennessee to
Lenoir. Tennessee was in the process of improving US 23 between Erwin, Tennessee and the
North Carolina state line to Interstate highway standards. Tennessee had already completed
improving US 23 to interstate standards from I-81 to Erwin (via Johnson City and currently
designated as I-181). North Carolina had programmed (project A-10) the construction of a four-
lane freeway from Asheville to connect to the Tennessee project at the state line. The completed
freeway was designated I-26. These projects are now complete and perhaps explain why the
AADT on US 321 at the Tennessee State Line declined between 1991 and 2003.
Potential for Through Truck Trip Diversion. The potential for diverting through truck trips in
Blowing Rock by designating the citizen-proposed route as US 321 is small because the number
of through commercial trips between Hampton and Lenoir is small. For example, a 1989 Boone
origin-destination study found that 31.5 percent of the through trips in Boone that moved between
the US 421/321 intersection west of Boone and US 221 at Blowing Rock were commercial
vehicles. Based on this percentage, it is estimated that approximately 15 commercial vehicles per
day operated on US 321 between the Watauga/Caldwell County line south of Blowing Rock and
the Tennessee line, passing through Blowing Rock to and from Tennessee. The 1992 study
concluded that this number was expected to rise to approximately 22 vehicles per day by 2020.
This finding says that 100 percent diversion to the citizen-proposed route would only divert 22
commercial trips through Blowing Rock per day in 2020.
Crashes. The Division 11 and Division 13 traffic engineers indicated that they knew of no
particular crash problems on the citizen-proposed route.
Environmental Impact Findings
No particular environmental impact issues were identified that would impede the redesignation of
the citizen-proposed route as US 321. If improvements were made to the route, impacts to the
human and natural environments would occur, as they do for most highway improvement
projects. The human and natural environments along the citizen-proposed route can be
characterized as follows:
Rural with concentrations of homes and sometimes businesses in small communities along
the road. Concentrations of rural development can be found along approximately 15 percent
(8 of 52 miles) of the citizen-proposed route in North Carolina and most of the 17 miles in
Tennessee. Less than 2 percent of the 13.6 miles of the citizen-proposed route that would
need to be improved to meet current two-lane rural road standards has concentrations of rural
development. Urban residential and industrial development occurs along the five-mile, four-
lane Southwest Lenoir Bypass.
Christmas trees and nursery stock are grown along much of combined SR 1337/SR 1335/SR
1405.
Streams parallel the road for approximately 31 percent (16 of 52 miles) of the citizen-
proposed route in North Carolina and most of the 17 miles in Tennessee. Seven percent of
the 13.6 miles of the citizen proposed route that must be improved parallel streams. Only one
US 321 Improvements (R-2237Q 2-44 Final Environmental Impact Statement I
' '
large wetland area was identified during the 1992 study
s field reconnaissance, although there
are undoubtedly smaller wetlands that were not readily apparent.
• The following streams along the citizen-proposed route are classified as trout waters by the
State of North Carolina:
Relation to Citizen-
Trout Stream Name Proposed Route
- Wilson Creek crossed
- Carroll Creek crossed and paralleled
- Upper Creek
- Camp Creek crossed
paralleled
- Linville River crossed and paralleled
- Stacey Creek crossed and paralleled
- Kentucky Creek crossed and paralleled
- North Toe River crossed
- Blood Camp Branch crossed
- Whiteoak Creek paralleled
- Blevins Creek paralleled
- Cranberry Creek crossed
- Little Elk Creek crossed
Wilson Creek, which would be crossed, is also classified as an Outstanding Resource Water.
Upper Creek (crossed) and Steels Creek (both crossed and paralleled) are classified as High
Quality Waters. Steels Creek is not a trout water.
Wilson, Carroll, and Upper Creek are found along the segment of the citizen-proposed route
that would need to be improved. These three streams plus Camp Creek, Steels Creek, and the
Linville River are found along the citizen-proposed route between Lenoir and US 221 south
of Linville.
Representatives of the Pisgah National Forest, Cherokee National Forest and the North
Carolina Division of Environmental Management indicated that if the NCDOT decided to
improve the citizen-proposed route, the NCDOT would have to handle the usual array of
natural resource issues and follow the usual procedures for identifying impacts and mitigation
measures. They identified no highly unique resources for which impacts would be
extraordinarily difficult to mitigate. NC 181 passes through the midst of the Pisgah National
Forest for 17.6 miles. The Cherokee National Forest flanks US 19E from the state line to
Hampton, Tennessee; however, almost all of the land adjoining US 19E is in private hands.
The potential for environmental impact would depend upon whether a redesignated US 321 is
improved only along the 13.6 miles of SR roads or if more extensive modifications are deemed
necessary. The principal environmental issues related to improving the 13.6 miles of SR roads
appear to be farmland loss and protection of trout waters and an outstanding resource water.
Some displacement of homes is also possible. If the decision was made to designate the citizen-
proposed route between Lenoir and US 221 south of Linville as US 321 and a North Carolina
intrastate corridor, approximately 33 miles of widening to four lanes would be required. The
length of existing US 321 from Patterson to Blowing Rock is 15.1 miles. In addition to length,
the magnitude of the impact of four lanes would depend on the width of the four-lane typical
I US 321 Improvements (R-2237C) 2-45 Final Environmental Impact Statement
section used and the earthwork that would be involved, particularly where streams are paralleled.
Principal environmental issues appear to be protection of trout, outstanding resource, and high
quality waters; use of National Forest lands; avoiding stream modifications and floodplains;
wildlife habitat loss; displacement (particularly at Jonas Ridge); and farmland loss along the 13.6
miles of SR roads.
2.3.4 Improving the Connection between Hickory, NC and US 421
Improving the connection between Hickory, North Carolina and US 421 as an alternate route to
US 321 for travelers between Hickory and Boone was considered based on comments made at the
Public Hearings. The distance from Hickory to Boone was found to be substantially greater when
taking such an alternate route instead of US 321. For example, the distance from Hickory to
Boone using US 321 is 48 miles; using US 321, NC 18 and US 421 the distance is 80 miles, so
through travelers are unlikely to choose this alternate route. The two routes are illustrated in
Figure 2-10.
2.3.5 Transit Alternative
The potential for transit to meet the project's purpose and need was examined from two
perspectives. First, a trip end model was used to estimate a potential transit ridership rate.
Second, an estimate was made of the percent of the design hour automobile traffic using US 321
that would have to change modes, that is, use transit instead of the automobile, to achieve the goal
of level of service (LOS) C on US 321 in 2025. Table 1-2 in Chapter 1 defined the LOS
designations. The model concluded that less than one percent of the trips in the Blowing Rock
area were likely to use transit. The second analysis found that at one location, 55 percent of all
design hour automobile traffic on US 321 in 2025 would have to change modes to achieve LOS
C. At another location, 70 percent would need to change modes. The above studies indicate that
transit could not meet the purpose and need of the project.
Modeled Estimate of Potential Transit Ridership Rates
Mode choice and transit usage can be estimated using trip end models. These models determine
the percentage of total person trips that would use transit and are based on land use or
socioeconomic characteristics of an area. The following trip end equation was used:
Urban Travel Factor = ) x ( Households ) x J (Garber, 1997)
1 1 000) (Automobiles) Square Persons mile)
Using data from the 1990 US Census, this equation applied to Blowing Rock is:
000)x( 0559 33)x( 13331_081%
Urban Travel Factor
Using the same relationships of persons per household and automobiles per household as the
1990 Census but with the current estimated 10,000-person summer population of Blowing Rock,
the equation would be:
Urban Travel Factor = (1000) x (7800) x (10,000) _ 1.80%
US 321 Improvements (R-2237Q 2-46 Final Environmental Impact Statement I
e
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This method indicates less than two percent (0.81 to 1.80 percent) of automobile users in Blowing
Rock could be expected to use transit, far less than the number needed to make transit a viable
alternative to capacity improvements for US 321.
US 321 Traffic That Would Need to Change Modes
In addition to the basic modeled estimate, a sensitivity analysis also was conducted to determine
how successful transit would need to achieve LOS C on US 321 in 2025. Realistically, only
some types of automobile trips could also be served by transit. Three basic trip types were
examined: through trips, trips with an origin or destination in Blowing Rock, and trips within
Blowing Rock. Two analyses were conducted, one excluding through trips as likely transit users
and the other assuming that transit users could be attracted from all trips.
The analysis assumed that the goal was to reduce design hour trips. The first analysis assumed that
through trips were not viable sources for transit trips because weekend trips would include
substantially fewer work trips than weekday trips and would include travelers with the greatest
range of origins and destinations. The development of a park-and-ride system at the outskirts of
Blowing Rock means that some trips (excluding trucks) to Blowing Rock or from Blowing Rock to
other destinations could use transit. Residents and guests in Blowing Rock could use local buses
that circulate on collector and arterial streets such as US 321, Sunset Drive, Main Street, Goforth
Road, Green Hill Road, and Wonderland Drive.
As shown in Table 2-3, for two representative locations with different capacities and traffic
volumes, even if all of these two types of trips used transit, the desired LOS C could not be fully
achieved.
The second analysis of the model analyses was conducted that assumed all trips (except trucks)
would consider using transit. The results of this assumption are shown in Table 2-4. Given the
results of the model analysis, it is unlikely that transit would alleviate the need to improve the
US 321 corridor since 55 to 70 percent of all automobile trips would need to change modes to
achieve LOS C. According to Highway Capacity Manual (Transportation Research Board,
1998), 40 percent transit use is the maximum achieved in large cities with bus transit.
Table 2-3. Percent of Local Automobile Trips and Automobile Trips
with a Blowing Rock Origin or Destination that Must Use
Transit to Achieve Various Levels of Service (Excludes Through Trips)
US 321 at Goforth Road CS 321 at Sunset I)rixe
Existing 2025 Existing 2025
C - Desired 55% NAI 15% 100%
D 0% 90% 0% 75%
E 15% 65%
F 0% 0%
1 LOS C would require greater than 100 percent usage.
US 321 Improvements (R-223 7Q 2-48 Final Environmental Impact Statement I
1
t
Table 2-4. Percent of All Automobile Trips that Must Use
Transit to Achieve Various Levels of Service
LOS 321 oforth Road li 21 t S'jct Driv
Existing 2025 2025
C - Desired 30% 70% 9% 55%
D 0% 50% 0% 45%
E - 8% - 35%
F - 0% - 0%
2.3.6 Transportation Systems Management (Two-Lane and Three-Lane
Alternatives)
Transportation Systems Management (TSM) is defined as modest physical and operational
improvements to traffic performance, safety, and management. These projects typically do not
involve large capital outlays, and as a result, most (but not all) projects with substantial right-of-
way acquisition are not considered TSM improvements. Potential TSM strategies that could be
applied to the US 321 corridor include:
• Left- and right-turn lanes and/or a third turning lane;
• Widening the existing lanes to 12-foot lanes and standard shoulders;
• Straightening of sub-standard horizontal curves; and
• Elimination or substantial reduction of curb cuts (driveways).
Several references were consulted to perform the TSM analyses, including the Highway Capacity
Manual (Transportation Research Board, 1998) and the Florida level of service tables (Florida
Department of Transportation, 1995. Use of these sources is accepted by the NCDOT as a
method of analyzing or determining level of service. Based on these references, eliminating
driveways and improving curves would mainly improve safety and make only limited
improvements in capacity. Thus, the focus of the TSM analyses is on the first two strategies,
which historically provide the greatest improvements in traffic movement in a congested corridor.
Given the community, cultural, and natural resource priorities in the project area, the TSM
analysis also examined two conservative assumptions for the TSM alternative:
1. That LOS D would be acceptable in the design year; and
2. That community, cultural, and natural resource priorities would take precedent over the travel
comfort of October and summer weekend travelers so long as LOS D was achieved during
weekday peaks.
The assessment of these strategies was applied to the US 321 corridor for three sections:
1. Blackberry Road to Green Hill Road;
2. Green Hill Road to US 321 Business; and
I US 321 Improvements (R-2237Q 2-49 Final Environmental Impact Statement
3. US 321 Business to US 221.
Data Used
Daily peak period traffic volumes were collected at the two Automated Traffic Recording (ATR)
stations on US 321 in the Blowing Rock area.
ATR Station 1302 is between Blackberry Road and Green Hill Road. Data from this station was
collected for the period of October 1, 1998 to September 30, 1999. The days where data was not
complete or was questionable because of counter errors were omitted from the analysis. This data
showed that the highest hourly volumes over the year corresponded to weekend traffic during the
fall colors, a peak tourist period. A typical weekday peak occurred at about the 190th highest
peak hour over the course of a year.
ATR Station 9403 is on US 321 between US 321 Business and US 221. Data from this station
was collected for the period from November 1, 1998 to October 31, 1999. The days where data
was not complete or was questionable because of counter errors were omitted from the analysis.
The highest hourly volumes corresponded to weekend traffic volumes during the peak fall tourist
period. The typical weekday peak occurred at about the 375th highest hour over the course of a
year.
No ATR station is between Green Hill Road and US 321 Business so an average of the two
surrounding segments was used as the basis for the segment's peaking characteristics.
Road Capacity Changes with the TSM Options
The addition of left- and right-turn lanes or a third turning lane could increase capacity on US 321
by five to 15 percent. Turn lanes also would improve the safety of the roadway by removing
turning vehicles from the traffic stream. Capacity changes for the three sections would be:
• Blackberry Road to Green Hill Road (Rural Section): five percent increase in through
capacity with turn lanes (reflecting that there are few turns made on this mostly undeveloped
section of US 321);
• Green Hill Road to Business US 321 (Transitioning Section): 10 percent increase in through
capacity with turn lanes; and
• US 321 Business to US 221 (Urban Section): 15 percent increase in through capacity with
turn lanes, five percent with a median at locations with existing turn lanes.
The widening of through lanes and shoulders could potentially increase capacity on US 321 by
three to 20 percent. Highway capacity studies indicate that traffic tends to flow better with
standard lanes and shoulders because drivers feel safer. The standard width of a traffic lane is 12
feet and the standard width of a roadway shoulder is six feet for a road of US 321's functional
classification and traffic volumes. Lane widths along existing US 321 vary from 10 to 11 feet,
and shoulder widths are typically about two feet. Shoulder width is a factor on the rural section
of US 321 only because urban sections do not have shoulders and there is no room to add them.
The safety of the roadway would be improved by adding turn lanes and by widening existing
travel lanes and shoulders. Capacity changes for the three analysis sections would be:
• Blackberry Road to Green Hill Road (Rural Segment): 19 percent increase in through
capacity for widening to standard lane and shoulder widths;
US 321 Improvements (R-2237Q 2-50 Final Environmental Impact Statement I
• Green Hill Road to US 321 Business (Transitioning Segment): three percent increase in
through capacity for widening to standard lane widths; and
• US 321 Business to US 221 (Urban Segment): three percent increase in through capacity for
widening to standard lane widths.
Capacity Analysis
The existing and improved capacities for the three sections of the US 321 were plotted against the
peak hourly volume curves (highest peak to lowest) for 1998 and 2025 (both based on the
peaking pattern shown at the ATR stations) to determine where the various peak hours
correspond to road capacity. These results are shown in Figure 2-11 to Figure 2-13. The design
hour volume used in Chapter l for existing conditions and later in this Chapter for the Build
Alternatives was 14 percent of the Average Daily Traffic.
Blackberry Road to Green Hill Road (Rural Section). Capacity on the rural section of US 321
could be increased up to 24 percent with wider lanes and shoulders and turn lanes. However, this
section of US 321 would continue to operate at an undesirable design hour level of service with
current traffic and in 2025, even during a typical weekday design hour. (See Figure 2-11.)
Green Hill Road to Business US 321 (Transitionin?z Section). Capacity on this section of US 321
could be increased up to 13 percent with wider lanes and shoulders and turn lanes. As shown in
Figure 2-12, these improvements would result in LOS D in all design periods with current traffic
volumes. By 2025, typical weekday design hour traffic would nearly LOS E. Weekend design
hour traffic would also operate at undesirable levels.
US 321 Business to US 221 (Urban Section). Capacity on this section of US 321 could be
increased up to eight percent with wider lanes and shoulders and turn lanes. As shown in Figure
2-13, these improvements would result in LOS D in all design periods with current traffic
volumes. Like the previous section, typical weekday design hour traffic would operate nearly
LOS E by 2025. Weekend design hour traffic would operate at undesirable levels.
Ability to Meet the Project's Purpose and Need
The above analysis found that four lanes would be needed south of Blowing Rock even if one
were to lower the benchmark of an acceptable level of service to the average weekday peak
period. With an improved two-lane road, a peak hour level of service D would not be achieved in
2025 anywhere in the project area on a typical weekday peak period. With three lanes, the
segment between Green Hill Road and US 321 Business would just achieve level of service D
during the weekday peak period in 2025. Elsewhere in the project area, typical weekday traffic
would be at best level of service E (congested conditions) with three lanes. Because an improved
two-lane road and a three-lane road performed poorly even on a typical weekday and therefore
worse during October and summer weekend travel peaks, TSM improvements would not meet the
purpose of providing an adequate level of traffic service through 2025.
I US 321 lmproveinents (R-22370) 2-51 Fiaul Environmental Impact Statement
Figure 2-12. Peak Hour Volume & Capacity
Green Hill Road to US 321 Business
1998
3,200
2, 800
2,400
w
N
E
= 2,000
0
L 1,600
O
M
1,200
800
400
° °° 0 ° ° °0 0 ° ° o ° ° ° ° ° °0
T N c'7 V L0 (D ? co 0) 0
2025
3,200
2,800
2,400
N
d
_3 2,000
O
> 1,600
3
O
2 1,200
400
800
0 0 0 0 0 0 0 0 0 0 0
° Cl) Lo (D rl_ CC) 8
Ill
*Highest peak hour volume to I000`h highest peak hour volume
-Peak Hour Volume
Improved 2-Lane
Road LOS D/E
Improved 3-Lane
Road LOS D/E
Existing LOS D/E
? Typical Weekday
Peak Hour Volume
* Typical October
Weekend Peak Hour
Volume
US 321 Improvements (R-2237C) 2-53 Final Environmental Impact Statement
Figure 2-13. Peak Hour Volume & Capacity
US 321 Business to US 221
3,200 1998
2,800
2,400
a?
E
= 2,000
0
i 1,600
0
x
1,200
800
400 CD CD CD
° °° °° °° °° °° °° °° O O O
N Cl) V Ln co ? CC) M °
3,500
3,000
Y) 2,500
E
M
> 2,000
L
2 1,500
1,000
-Peak Hour Volume
-Improved 2-Lane Road
LOS D/E
-- Improved 3-Lane Road
LOS D/E
-Existing LOS D/E
? Typical Weekday Peak
Hour Volume
Typical October
Weekend Peak Hour
Volume
500
° O O 0 CD CD (D O O O O O O O C
N co V LO Lfl rl- CO M T
Rank*
*Highest peak hour volume to 1000°i highest peak hour volume
US 321 Improvements (R-2237C) 2-54 Final Environmental Impact Statement
Figure 2-11. Peak Hour Volume & Capacity
Blackberry Road to Green Hill Road
3,200
2,800
1998
to
2,400
E
2
2,000
1,600
0
2 1,200
800
400
0 0 0 0 0 0 0 0 0 0 0
0 0 0 0 0 0 0 0 0 0
r N C) d Ln co I? co M O
Rank*
2025
3,200
2,800
2,400
E
0 2,000
>
a
65 1,600
0
x
1,200
800
400
° O O 0 CD C) C) 0 CD 0 O O O O O O O O
N co V U-) (0 ti CO 0) O
Rank*
*Highest peak hour volume to 1000`h highest peak hour volume
-Peak Hour Volume
-Improved 2-Lane
Road LOS D/E
Improved 3-Lane
Road LOS D/E
Existing LOS D/E
O Typical Weekday
Peak Hour Volume
Typical October
Weekend Peak Hour
Volume
US 321 Improvements (R-2237C) 2-52 Final Environmental Impact Statement
2.3.7 Partial Four-Lane Alternative
In response to comments made at the public hearing that expressed concerns about widening
US 321 to four lanes through the Green Park Historic District and Blowing Rock as a whole, a
partial four-lane alternative was examined. Two design variations were examined from a traffic
operations perspective. These two design variations were:
• One-lane in each direction and a landscaped median with left turn lanes on US 321 from
Green Hill Road to south of Pinnacle Avenue and
• One-lane in each direction and a landscaped median with left turn lanes from Green Hill
Road to Sunset Drive.
These two partial four-lane design configurations assumed that a four-lane US 321 would be
provided north and south of these segments. These configurations were analyzed to determine
how well they would perform in terms of meeting geometric, traffic capacity, truck operations,
and safety requirements.
Capacity Analysis
Methodology and Assumptions. The Widening Alternative with the two design variations were
modeled using the Synchro-SimTraffic model (Version 5.0). The Synchro part of this model
utilizes the capacity analysis methodology for signalized and unsignalized intersections
developed as part of the 2000 Highway Capacity Manual (Transportation Research Board, 2000).
The SimTraffic component takes the Synchro model input and simulates the operation of each
vehicle through the roadway network and collects delay and other operational statistics such as
queues. The analysis of the two design variations used the same estimated capacity to carry
traffic that was used in the TSM Alternative analyses discussed in Section 2.3.5. Peak period or
design hour traffic assumptions used in this analysis were the same as in the other level of service
(LOS) analyses presented in this FEIS.
Link level of service was determined using a combination of Florida LOS and Highway Capacity
Manual methodologies. The Florida LOS methodology is tool with capacity principles similar to
Highway Capacity Manual. It is used because the Highway Capacity Manual -based capacity
analysis methodology for urban arterials does not include two-lane urban arterials with design
speeds less than 50 mph, which is the case for the two design variations in the urban segment of
US 321.
Link Level of Service. Table 2-5 shows the 2025 link LOS for the Widening Alternative, with
the two design variations, through the Historic District for four road segments. The LOS
comparison shows that the design variations would worsen link-level traffic operational
conditions to unacceptable levels of LOS E and F.
I US 321 Improvements (R-2237Q 2-55 Final Environmental Impact Statement
Table 2-5. 2025 Link Level of Service (LOS) for Partial Four-Lane Designs
US 321 Link Widening
Alternative Two Lanes with Left Turn Lanes
South of Blackberry Condominiums B F
Blackberry Condominiums to-Green Hill
Road B F
Green Hill Road-Goforth Road C E / F
Goforth Road-US 321 Business C E / F
Intersection Level of Service. The 2025 intersection LOS results for the Widening Alternative
with the two design variations are shown in Figure 2-14 for six signalized intersections and one
unsignalized intersection along US 321. The LOS results in Figure 2-14 are based on Synchro's
2000 Highway Capacity Manual analysis results, where each intersection was analyzed based on
isolated operational conditions. In contrast, Figure 2-15 depicts LOS results for the same seven
intersections derived from a traffic simulation run using SimTraffic, where operation of one
intersection could affect nearby intersections. In both analyses, the Green Hill Road intersection
shows worsening traffic conditions with the two design variations, generally up to LOS D. The
LOS deficiency (LOS F) at the Goforth Road intersection is only for the minor street and not
applicable to traffic along US 321. In addition, the Memorandum of Understanding with the
Town of Blowing Rock presented in Appendix G makes closing the Goforth Road intersection a
part of the Preferred Alternative. The two-lane with left turn lanes design from Green Hill Road
to Sunset Drive would cause a substantial bottleneck at the Sunset Drive intersection (i.e., LOS F
with very high delay).
Figure 2-14. 2025 Control Delay at US 321 Intersections in Blowing Rock
2025 LOS -> A B D E F
Green Hill Road/Rock Road
Goforth Rd (Unsignalized)
US 321 Business/Skyland Drive
12
Sunset Drive
Food Lion
US 221/Westview Drive
®4 Lanes Except 2+L Lanes from Green Hill Rd
to Sunset Dr
Shoppes on the Parkway/Possum 04 Lanes Except 2+L Lanes from Green Hill to south of Pinnacle Ave
Hollow Road 04 Lanes
0 10 ,
20 30 40 50 60 70 80 90 100 110
Average Control Delay in Second per Vehicle (Highway Capacity Manual 2000 Method)
US 321 Improvements (R-2237Q 2-56 Final Environmental Impact Statement
1
1
1
1
1
1
1
1
1
1
1
1
i
1
Figure 2-15. 2025 Network Delay at US 321 Intersections in Blowing Rock
Equivalent LOS --> A B D E F
Green Hill Road/Rock Road
Goforth Rd (Unsignalized;
US 321 Business/Skyland Drive
Sunset Drive
Food Lior
US 221/Westview Drive
Shoppes on the Parkway/Possum
Hollow Road
Maximum Queues
®4 anes Except 2+LT anes from Green Hill R to Sunset Dr
04 anes Except 2+LT anes from Green Hill R to south of Pinnacle Ave
134 anes
0 10 20 30 40 50 60 70 80 90 100 110
Simulation Delay in Seconds per Vehicle (SimTraffic 5.0 Method)
Figure 2-16 presents the 2025 maximum queue lengths observed at the US 321 intersections
using the SimTraffic model. The Sunset Drive and the Green Hill Road intersections would have
substantial queuing problems with a two-lane with left turn lanes design.
Figure 2-16. 2025 Queues along US 321 in Blowing Rock
Stopped Cars per Lane -> 10 2 40 50
Green Hill Road/Rock Road
Goforth Rd (Unsignalized)
US 321 Business/Skyland Drive
Sunset Drive
Food Lion
US 221/Westview Drive
Shoppes on the Parkway/Possum
Hollow Road
? L [
I L
___ ____ ------- ------- _
¦4 Lanes Except 2+LT from Green Hill Rd to Sunset Dr
E34 Lanes Except 2+LT from Green Hill Rd to south of Pinnacle Ave
04 Lanes
0 250 500 750 1000 1250 1500 1750 2000 2250 2500 2750 3000
Max Queue Length in the Peak Direction In Feet (SlmTraffic 5.0 Method)
Note: Queue at the Goforth Road intersection is on Goforth Road and not on US 321.
Queues at all other intersections represent the maximum queue length along US 321 in the
peak direction of travel and were based on one-hour of traffic simulation.
US 321 Improvements (R-2237Q
2-57 Final Environmental Impact Statement
Urban Corridor Delay
Figure 2-17 depicts the average delay through Blowing Rock for the Widening Alternative and
the two design variations. Two lanes with left turn lanes from Green Hill Road to Sunset Drive
would increase delay over the four-lane widening by 133 percent, and the shorter two lanes with
left turn lanes segment would increase delay by 26 percent.
Figure 2-17. 2025 Network Delay
250
200
Rm
o t 150
s m
K
2 w
m ?
? C
0 100
d d
Q N
50
(Averaged over the US 321 Corridor from south of Green Hill Rd to Possum Hollow Rd)
+_133..%
ning
from
to
1
2
Alternative
3
Geometric Issues
In addition to capacity considerations, two geometric factors also were considered. The factors
considered were:
• Impact of grade on truck operations and
• Lane transitions from a four-lane section to two lanes with left turn lanes.
In developing a transition from the four-lane rural section south of Blowing Rock into two travel
lanes with left turn lanes at the Green Park Historic District, the seven percent approach grade
and the eight percent daily truck volume pose a substantial design challenge. Using the speed-
distance curves from the American Association of State Highway and Transportation Officials
(AASHTO) manual on design geometrics (AASHTO, 2001), estimates of the average truck speed
were developed as shown in Table 2-6.
US 321 Improvements (R-2237Q 2-58 Final Environmental Impact Statement I
FJ
Table 2-6. Impact of Grade on Truck Speed
ocatio Average Truck Speed t Grade
Just South of Blowing Rock 20 mph At end of 7% upgrade of over 8,000 feet and
beginning of 3.5% upgrade
Near Blowing Rock Town Limits 25 mph 3.5% upgrade
Near Green Hill Road
intersection 30 mph End 3.5% upgrade and begin 0.7% upgrade
Near Goforth Road 35 mph Crest of hill, begin 1.5% downgrade
The AASHTO manual identifies several criteria that can justify a truck-climbing lane. The rural
segment of US 321 south of Blowing Rock meets the criteria for size of upgrade traffic flow, size
of upgrade truck flow, and speed reduction because of the grade or level of congestion.
Safety considerations also would justify the addition of a climbing lane. Studies show that speed
deviation is one of the major factors in increasing the likelihood of crashes, as well as their
severity. As shown in the AASHTO manual (Exhibit 3-62), the crash rate for specific vehicles
' can increase by more than ten times for a vehicle with over a 20 mph speed differential with other
traffic. For this reason, a truck-climbing lane can improve safety by separating the slower truck
traffic from the faster traffic.
According to AASHTO, the ideal design extends a truck climbing lane to a point beyond the crest
of the change in grade from steep to shallow, or alternatively to a point at which a truck can attain
a speed within 10 mph of the speed of other vehicles. It is recognized, however, that this is not
always practical. In such situations, a practical point to end the added lane is where trucks can
return to the normal lane without undue interference from other traffic and with sufficient sight
distance. For 30 to 40 mph design speeds, a passing sight distance of 1,040 feet is required, with
an additional 200 feet of straight road, followed by 200 feet of tapering road, resulting in a total
distance of over 1,400 feet of sight distance and transitional road.
Based on this AASHTO criteria, the only place on the corridor to the south of the Green Park
Historic District that a truck climbing (or a second northbound) lane could be ended with
sufficient sight distance is along the straight part of US 321 south of Blowing Rock in the Cone
Orchard Road area (between Stations 640+00 and 655+00 on the design drawings included in
Appendix D). However, the US 321 upgrade is also seven percent at this location. Thus, it also
meets the criteria for a truck-climbing lane. To end a truck climbing (or second northbound) lane
here would therefore create a congestion bottleneck and introduce safety problems on US 321
south of Blowing Rock.
' Another option would be to eliminate the truck climbing (or second northbound) lane after the
steep grade and the sharp curves have ended, which would be on the straight portion of US 321
within the Green Park Historic District. In this scenario, the transition would not begin until
somewhere near Green Hill Road. The transition would end adjacent to the Blowing Rock
Country Club golf course, which is well within the Historic District. While this would work from
a traffic operations perspective, two northbound travel lanes would be retained through most of
the Historic District because of these severe geometric constraints.
US 321 Improvements (R-2237Q 2-59 Final Environmental Impact Statement
Safety Issues
Despite the justification for providing a truck climbing (or second northbound) lane south of
Green Hill Road, an analysis of the impact of terminating the lane south of the Green Park
Historic District was performed, since narrowing the footprint through the Historic District would
be the primary goal. The analysis focused upon general design and signing principles in order to
determine site-specific safety issues. For the section of US 321 over a 2,000-foot distance south
of Green Hill Road, several safety issues occur:
• Severe horizontal curvature and restricted sight distance;
• The interaction of trucks and automobiles through mountainous terrain and curves; and
• Safety at the Green Hill Road intersection.
With regard to the Green Hill Road intersection, the two-lane with left turn lane design variations
would be likely to increase the potential for rear-end crashes at the Green Hill Road intersection
because of the long queues that would be anticipated to occur on the northbound approach and
that would extend to the curves in US 321 south of Green Hill Road (see Figure 2-16).
Safety at the Green Hill Road intersection may be further compromised by the complex merging
and acceleration decisions that would be required from different vehicle types. Trucks would be
expected to accelerate and merge into oncoming traffic if there were a lane drop at Green Hill
Road (or alternatively cars would merge into accelerating truck traffic), which would likely cause
unsafe lane merging operations at the intersection.
Although signing could be provided to alert drivers to the upcoming lane drop, traffic signal, and
low speed curves, it is unlikely that adequate sign spacing is available to sign properly for all
three of these operational conditions. In addition, trucks could substantially restrict the visibility
of signs to drivers in the left lane. The introduction of overhead signing would improve sign
visibility, but would still not be adequate to resolve operational concerns.
Ability to Meet the Project's Purpose and Need
Based on the above analysis it is concluded that a partial four-lane alternative with two lanes with
left turn lanes in parts of Blowing Rock would pose substantial safety and operational issues in
the future and thus not meet the project's purpose and need. Specifically:
• Queues would increase substantially at the signalized intersections along US 321;
• The two-lane with left turn lane sections would operate at a congested LOS E or F;
• A truck climbing (or two northbound) lanes would be required for operational safety south of
Blowing Rock;
• A distance of 1,400 feet would be needed to transition from a truck climbing (or two
northbound) lanes to a single northbound lane with left turn lanes;
• Only two places exist where a climbing lane could possibly be terminated. One of these
locations would be on a seven percent grade, which would undermine the effectiveness of the
climbing lane and would cause a bottleneck, and the other would be in the Green Park
US 321 Improvements (R-2237C) 2-60 Final Environmental Impact Statement I
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Historic District, which would fail to realize the primary benefit of eliminating the fourth
lane, which is to minimize the road's footprint in the historic district;
• The anticipated travel speed differential between trucks and cars would increase the
probability of crashes in the transition area; and
• The anticipated long queue at the Green Hill Road intersection with the associated road
curves south of the intersection would increase the potential for rear-end crashes and affect
truck acceleration.
2.4 Description of Build Alternatives, Including the
Preferred Alternative
This section describes the characteristics of the Build Alternatives evaluated in Chapter 4,
including the Preferred Alternative. For each alternative, the following is addressed: key design
criteria, design characteristics, final design opportunities, construction period procedures and
options, and ability to serve the project's purpose and need. The cost for each alternative and
permit requirements are discussed at the end of this section.
The Preferred Alternative is the Widening Alternative, which calls for widening existing US 321
to four lanes. On January 15, 2003, the NCDOT met with state and federal environmental
resource and regulatory agencies. This group (the Merger Team), with one Merger Team
member agency (the State Historic Preservation Office) abstaining, identified the Widening
Alternative as the Least Environmentally Damaging Practicable Alternative (LEDPA) for US 321
improvements in Blowing Rock (see Section 7. 10.1 of Chapter 7). This identification of the
LEDPA and the NCDOT's selection of the Widening Alternative as the Preferred Alternative
considered each alternatives' ability to meet the project's purpose and need, environmental
consequences, opportunities available to mitigate impacts, cost, public and agency comment on
the findings of the DEIS, and other findings presented in the DEIS and this FEIS.
The designs and the associated landscape plans for each Build Alternative are included in
Appendix D. One design was developed for the Preferred Alternative, and two designs were
developed for each of the two bypass corridors described in Section 2.2. These alternatives are
described in the paragraphs that follow.
In order to identify the location of specific design features, the text occasionally refers to
"station" numbers. The drawings in Appendix D show these numbers along the preliminary
centerline of each alternative. The station numbers indicate roadway length in hundreds of feet.
For example, the distance between stations 635 and 640 is 500 feet. The distance between
stations 635 and 640+50 is 550 feet.
2.4.1 Preferred Alternative
The Preferred Alternative would widen existing US 321 from Blackberry Road through the Town
of Blowing Rock to Possum Hollow Road from two lanes to four lanes. Curves would be
flattened south of Blowing Rock and in the Norwood Circle and Country Club Drive area of
Blowing Rock. The project would include a four-lane section with shoulders south of the
Blowing Rock town limits; a four-lane section with curbs and gutters and some turn lanes in
Blowing Rock south of US 321 Business; and four lanes with a landscaped median north of US
321 Business. Several intersections also would be improved.
US 321 Improvements (R-2237Q 2-61 Final Environmental Impact Statement
Key Design Criteria
Roadway. Design criteria for all Build Alternatives would be in accordance with NCDOT and
AASHTO standards. For the Preferred Alternative, these criteria vary in four distinct segments as
shown in Table 2-7. The Preferred Alternative's design criteria are based on its two functional
classifications: 1) rural arterial south of the Blowing Rock town limits and 2) urban principal
arterial north of the town limits. The typical cross sections for the Preferred Alternative are
illustrated in Figure 2-18.
Cut and Fill Slopes. The terrain of the project area necessitates either cuts (excavation) from the
hillsides or fills into valleys. Slope criteria for the project were developed based on the 1998
geotechnical survey described in Section 2.1.3 and on experience gained from other construction
projects in the area. All of the Build Alternatives would use 2:1 fill slopes (increase in height of 1
foot (0.3 meter) for every 2 feet of horizontal distance). The only exception to that criterion is at
the southern end of the project where the Build Alternatives would use a 1.75:1 slope to avoid
creating a large fill at Blackberry Road. Cut slopes would be 1.75:1 when the cut is less than 20
feet high. Cut slopes greater than 20 feet high, would have slopes between 1.5:1 and 1.75:1. The
location where each type of cut slope was allowed was specified by the Geotechnical Engineering
Unit of the NCDOT. These overall slopes provide space for steeper 0.5:1 to 1.5:1 rock cuts with
a 30-foot wide catchments area at base and a 30-foot wide bench at transition from rock to soil.
The slopes that would be used during final design would be based on a soil and rock drilling
program to identify the depth of soil and more specific rock characteristics.
Retaining Walls. Because of the steep terrain of the project area, retaining walls are an integral
design characteristic of all the Build Alternatives. They would be used primarily to avoid or
minimize impacts to sensitive resources or neighborhood communities. Types of walls included
in the designs of the Build Alternatives are identified later in Table 2-8.
Bridges. No bridges are proposed for the Preferred Alternative. Streams would be crossed by
extending existing culverts.
Other Design Assumptions. Current and proposed development was considered in developing the
Preferred Alternative, including reducing impacts to the Green Park Historic District, the
proposed Blowing Rock Performing Arts Center, a planned Blowing Rock fire and emergency
response facility, and a development proposed at the intersection of US 321 and US 221.
Design Characteristics
The designs described below and evaluated in this document are included in Appendix D. Some
of the features described below are specifically discussed in a Memorandum of Understanding
between the Town of Blowing Rock and the NCDOT and the Section 106 Memorandum of
Agreement (see Appendix G).
Lane Location. From Blackberry Road to the Gideon Ridge, the new pavement would be on the
west to avoid fills into the valley on the east. In the Gideon Ridge area, the pavement would be
widened to the east to avoid affecting the Green Park Historic District and cuts into Gideon
Ridge. Within the Green Park Historic District, the pavement would be widened to the west to
avoid impacts to the Green Park Inn and the fourth hole fairway and green of the Blowing Rock
Country Club. Between the fourth hole fairway and the intersection of US 321/US 321
US 321 Improvements (R-2237Q 2-62 Final Environmental Impact Statement I
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US 321 Improvements (R-2237C)
2-63 Final Environmental Impact Statement
SECTION 1 - SR 1500 to Southern Area of Green Park Historic District
US 321
SECTION 2 - From the Green Park Inn North Through the Historic District
(Station 688 to Station 698)
US 321
SECTION 3 - From Pinnacle Drive to US 321 Business
11'
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SECTION 4 - From US 321 Business to US 221
Q Exist i US 321
Table 2-8. Retaining Wall Design Criteria
Type of Retaining Nall Priinary U " aximum Height
Rock and soil anchor walls Used primarily for cuts 70 feet
Mechanically stabilized earth walls (MSE) Used primarily for fills None
Gravity Walls Used for retaining walls less than 8 feet < 8 feet
Business, the roadway would be widened east of the existing road centerline to reduce existing
curvature. From the intersection of US 321/US 321 Business to Sunset Drive the new pavement
would be to the east. North of Sunset Drive, some new pavement would be on the west to reduce
cuts into the hillside.
Curve Improvements. The horizontal curves east and south of Gideon Ridge would be improved,
to the extent permitted by the project area's severe terrain although several would remain
exceptions to the project's design criteria. Exceptions to the curve criteria would occur south of
Green Hill Road and south of US 321 Business also. This means that the design speed of the
Preferred Alternative would be lower at these locations than the design criteria recommended. In
general, the exceptions to the design criteria were made in order to avoid additional earthwork
and right of way acquisitions and to avoid impacts to the Green Park Historic District. Curves in
the Country Club Drive and Norwood Circle area would be improved to meet the project's curve
criteria, increasing sight distances for motorists turning onto and off US 321.
Intersection Improvements and Siggalization. All intersections with US 321 would remain at-grade.
Stop signs would be placed on the cross streets of unsignalized intersections. The improvements
are identified in Table 2-9. They include adding traffic signals at the intersections with Green
Hill/Rock Road, US 321 Business, and the Food Lion entrance. Traffic studies show that a signal
may not be warranted at the Food Lion entrance initially but would be needed by 2025. A
coordinated traffic signal system would be installed. An emergency median crossover would be
provided at a new fire/emergency medical service station planned by the Town of Blowing Rock for
US 321 between Church Street and Sunset Drive.
Left turn lanes were considered at Country Club Drive and Norwood Circle. In order to provide a
left turn lane at both intersections, a continuous five-lane section would be required between the
Pinnacle Avenue area and US 321 Business. At these two intersections, the proposed four lanes
would provide adequate capacity for forecasted left turns and through volumes without left turn
lanes. The Preferred Alternative would include gentler curves than exist today and cleared
shoulders and, thus, sight distances would be improved. Widening the road to four lanes is in
keeping with the NCDOT objective of finding a balance between the traffic flow and safety
objectives of the project and protecting the village character of Blowing Rock. However, while
persons turning at Norwood Circle would have the option of reaching their destination from an
improved Skyline Drive/US 321 intersection, Country Club Drive destinations do not have a
second point of access to US 321. A left turn lane can be included at Country Club Drive alone
with only a small amount of additional right-of-way, and thus, it is included in the Preferred
Alternative.
At the Green Park Inn, guests regularly cross US 321 between the Inn and its parking area on the
opposite side of the road. This parking area no longer belongs to the Green Park Inn. The Green
Park Inn is allowed to use the parking by the current property owner. This lot would not be
replaced. The US 321/Goforth Road intersection north of the Inn would be permanently closed.
US 321 Improvements (R-2237Q 2-66 Final Environmental Impact Statement
1
Table 2-9. Location and Purpose of Intersection Improvements
with the Preferred Alternative
Mr-wStreet/Roaf UFFP%e4?entffi VA Im rovement La. A
Rocky Knob Road Geometric improvement and Construction of a "T" style intersection
relocation
Cone Orchard Lane Geometric improvement and Construction of a "T" style intersection
relocation
Rock Road/Green Hill Road Capacity Signal and left turn lanes (on US 321 and
Green Hill Road)
Goforth Road Requested by the Town of Closure
Blowing Rock
Country Club Drive Turning improvement Left turn lane on US 321
US 321 /US 321 Business/Skyland Geometric and capacity Creation of a four-legged intersection, signal,
Drive improvement and left turn lanes (on US 321 Business,
Skyland Drive, and US 321)
Ransom Street Access Left turnlane on US 321
Sunset Drive Capacity Left turn lane on eastbound Sunset Drive
Road at Station 779+50 (Blowing Geometric improvement Left turn lane on US 321
Rock Community Arts Center)
Food Lion entrance Geometric improvement and Left turn lane on US 321 and signal
capacity
US 321/US 221/Westview Drive Geometric improvement and New signalized intersection created 600 feet
capacity south of existing intersection for the purpose
of creating adequate separation between this
intersection and the US 321/Possum Hollow
Road/Shoppes on the Parkway intersection
Possum Hollow Road/Shoppes on Geometric Improvement Widened with right turn lanes
the Parkway
Retaining Walls. Eleven retaining walls are proposed with the Preferred Alternative. Their
location and characteristics are shown in Table 2-10. Retaining walls would be of formed
concrete with a simulated masonry surface treatment designed to simulate the existing stone walls
in the Green Park Historic District.
Earthwork. The NCDOT seeks to balance the amount of cut and fill material generated and used
by each alternative. Table 2-11 lists the amounts of cut and fills material required for the
Preferred Alternative by segment. The bulk of the excavation would occur near SR 1373 (Rocky
Knob Road). The bulk of the fill material would be required east of the last major curve at
Gideon Ridge before entering the Blowing Rock corporate limits. The Preferred Alternative is
anticipated to require approximately 40,000 cubic yards of borrow (excess fill material).
Geotechnical drilling during final design could provide more information about subsurface
conditions and perhaps allow for steeper cuts in rock at some locations.
Control of Access. There would be no control of access along the Preferred Alternative. Existing
driveway connections to US 321 would be retained or replaced. The existing emergency access
for The Pines residential subdivision would be replaced.
Fog. Mechanisms for increasing safety and improving driver behavior during fog occurrences
would be evaluated and included in the project as recommended by the NCDOT Traffic
Engineering Branch and after review by the Town of Blowing Rock and the State Historic
Preservation Office.
i
I US 321 Improvements (R-2237Q 2-67 Final Environmental Impact Statement
Table 2-10. Retaining Walls Included in the Preferred Alternative
Station V?umber
General Location Height Rangy*e
?(ft)z ?
Purpose
618+50- 620+00 Rocky Knob Road 6.0-11.0 Allow for widening US 321 toward Rocky Knob
Road
651+00 -655+00 Gideon Ridge 7.0-22.5 Eliminate large fills
655+50 -658+00 Gideon Ridge 5.0-14.5 Eliminate large fills
692+00 -698+00 Golf Course 1.5-7.0 Provide for an 8-foot wide flat area or berm
adjacent to the curb
696+50 -597+50 A.G. Jonas Cottage 2.4-5.3 Reduce impact to historic property.
711+50 -714+00 Norwood Circle 9.5-22.5 Eliminate large fill
716+50- 717+00 North of Norwood
Circle 4.0 Eliminate impact to property
736+00 -738+50 Day's Inn 2.5-5.0 Avoid encroachment onto existing parking lot
772+00 -775+00 Bollinger-Hartley
House 3.5-12.5 Avoid historic property
786+50 -789 US 221 7.0-17.0 Avoid impact to lake by the realignment of
US 221
793+50- 795+00 Shoppes on the
Parkway 1.5-2.5 Avoid impacts to stream
Station locations are to the nearest 50 feet. The station numbering is that on the drawings included in Appendix D.
z Retaining wall height is to the nearest 0.5 foot.
Table 2-11. Cut and Fill Requirements for the Preferred Alternative
Sta(ion' Lxcavation (yd') Fill (yd')
581+00 to 600+00 85,386 45,815
600+00 to 630+00 530,103 26,018
630+00 to 660+00 7,422 150,993
660+00 to 672+00 30 525,948
672+00 to 690+00 17,654 16,652
690+00 to 720+00 50,577 8,438
720+00 to 750+00 39,383 6,918
750+00 to 780+00 23,258 8,598
780+00 to 800+00 15.627 7.457
Total 769,440 796,837
'The station numbering is that on the drawings included in Appendix D.
US 321 Improvements (R-2237Q 2-68 Final Environmental Impact Statement '
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Sidewalks, Parking, Guard Rail, and Utilities. The Preferred Alternative would include sidewalks
on both sides of US 321 between US 321 Business and Possum Hollow Road and on the east side
of US 321 from Green Hill/Rock Road to US 321 Business. When guard rail is required, a wood-
faced guard rail would be used unless it is found to unsatisfactorily increase the area disturbed by
the project. In Blowing Rock between Green Hill/Rock Road and Possum Hollow Road, utilities
would be placed underground. Above ground utilities (power, telephone, cable, etc.) would be
placed into an underground conduit bank on one side of the proposed alignment. Sewer and
water lines within this area would be placed in a utility corridor on the side of the road opposite
the power (etc.) conduit. Other utilities in conflict with the proposed alignment would be
relocated as needed.
Landscaping. A landscaping plan would be developed and implemented. Existing stone walls
removed would be replaced in kind. A median would be included in the road between US 321
Business and Possum Hollow Road. It would be either vegetated or decorative concrete,
according to the Town of Blowing Rock's preference. Decorative pedestrian lamps would be
placed along the road at selected locations in Blowing Rock. Broad areas of landscaping would
be included along the road where right-of-way, roadway elements, terrain, and safety conditions
allow. Efforts would be made to preserve trees of identified to be of particular value by the Town
of Blowing Rock. The project would include development of a park in the unused right-of-way
left from the relocation of the US 221/US 321 intersection.
Design Coordination with the Town of Blowing and Others. The NCDOT would coordinate with
the Town of Blowing Rock on final design features. The Town would be given the opportunity to
review and comment on the design plans at three stages of their development (approximately 25
percent when horizontal and vertical alignments are complete; 50 percent when drainage,
construction limits, right of way, and easements are defined; and 80 percent just prior to
finalizing the plans). The Town of Blowing Rock also would be given the opportunity review
and comment on: the surface treatment for retaining walls and decorative concrete medians,
preliminary traffic control plans, preliminary signing plans, preliminary pavement marking plans,
and preliminary post-construction landscape plans. These same opportunities would be given to
the State Historic Preservation Office. These preliminary plans would be available for review at
the Blowing Rock Town Library.
Cost
The Preferred Alternative and landscaping features would have the following costs:
DEIS Cost FEIS Cost
Right-of-Way $23,400,000 $23,400,000
Construction $22,500,000 $30,500,00
TOTAL $45,900,000 $53,900,000
The FEIS construction cost is in 2005 dollars and reflects increases in construction costs for
transportation projects statewide since the costs presented in the DEIS were prepared. The right-
of-way cost has not been revisited since the DEIS.
Construction Period Procedures and Options
Sequence of Operations. Following is general discussion of possible ways to handle the
challenges of constructing the Preferred Alternative. It is provided as an example of what could
occur based on typical approaches to road construction. NCDOT has made commitments to the
Town of Blowing Rock and the State Historic Preservation Office for mitigating impacts during
the construction period (see Section 4.16 of Chapter 4 and Appendix G). Additional, more
US 321 Improvements (R-2237Q 2-69 Final Environmental Impact Statement
detailed construction procedure planning, would be done during final design and the development
of contractor documents.
Before construction begins, the contractor would secure one or more staging area(s) and mobilize
its equipment, fuel and water tanks, and field office. The existing NCDOT salt storage facility
south of Blowing Rock is one potential staging area for all of the alternatives. The contractor
may seek to secure multiple staging area(s) by approaching private landowners for additional
sites. No staging areas or construction offices would be located in the Green Park Historic
District.
The construction sequence would begin with clearing, installing erosion control devices, and
clearing initial earthwork areas. During the clearing phase, the contractor would likely proceed
concurrently with structure demolition (demolition of buildings that are taken as part of right of
way acquisition and are in conflict with construction). The next step would be earthwork
operations (which would involve blasting) and installation of storm sewer pipe and structures.
The contractor would sequence any required utility relocations to accommodate earthwork
operations.
Utility relocation for the Preferred Alternative would likely be the most challenging construction
element. Strategies for accomplishing this work are discussed in Section 4.14 of Chapter 4.
The contractor would sequentially construct half of the new roadway in sections, shift traffic onto
the newly completed half sections, and construct the remaining half. The following is a potential
section-by-section phasing of construction of the Preferred Alternative. The actual phasing
would be determined by the contractor, guided by final design and NCDOT contractor
documents. The designations of "left" and "right" refer to the lanes and shoulders on either side
of the center of the widened roadway as observed by a motorist traveling northbound on US 321.
"Short closures" is defined as approximately 20 minutes. The station numbering is that on the
drawings included in Appendix D.
• Section 1, Station 581+00 to 591+00
Side hill fill to right, switch traffic to right two new lanes, small cuts to left, final grade and
pave.
• Section 2, Station 591+00 to 595+00
Side hill cut (shallow) to right, switch traffic to right on two new lanes, cut to left, final grade
and pave.
• Section 3, Station 595+00 to 604+00
Uphill cut to left; if soil cut, use pilot car with one lane operation (alternating one-way traffic
that is controlled by one or more dedicated vehicle(s) that lead(s) public traffic through the
work zone) during contractor working hours for approximately 6 weeks; if rock blasting, use
short closures for blast and muck removal over a period of approximately ten weeks; final
grade and pave.
• Section 4, Station 604+00 to 606+50
Fill depression to left, final grade and pave.
US 321 Improvements (R-2237C) 2-70 Final Environmental Impact Statement I
• Section 5, Station 606+50 to 611+00
Rock cut left, short closures for blast and muck removal, final grade and pave.
• Section 6, Station 611+00 to 621+00
Cut left for Rocky Knob Road, which transitions to mainline cut, short closures for blast and
muck removal, final grade and pave.
• Section 7, Station 621+00 to 623+50
Fill to left, final grade and pave.
• Section 8, Station 623+50 to 628+00
I
Cut to left, short closures for blast and muck removal, final grade and pave.
• Section 9, Station 628+00 to 635+00
Reconstruct on existing level area adjacent to the existing roadway, traffic switches between
existing lanes and new lanes to construct one side at a time.
' • Section 10, Station 635+00 to 638+00
Construct temporary pavement left within the existing right-of-way, move traffic left,
construct fill to right, final grade and pave.
• Section 11, Station 638+00 to 640+50
S
Reconstruct on existing roadway platform, traffic switches between existing lanes and new
lanes to construct one side at a time.
1 • Section 12, Station 640+50 to 648+00
Move traffic as far left as practical on the existing pavement section, construct fill to right,
final grade and pave.
i
• Section 13, Station 648+00 to 651+00
Reconstruct on existing roadway platform, traffic switches between existing lanes and new
lanes to construct one side at a time.
• Section 14, Station 651+00 to 658+00
' Construct wall to the right, final grade and pave.
• Section 15, Station 658+00 to 660+00
' Excavate rocky knob to the right, short delays to remove muck.
' US 321 Improvements (R-2237Q 2-71 Final Environmental Impact Statement
• Section 16, Station 660+00 to 685+00
Construct side hill fill to right, move traffic to right, fill on existing left side, final grade and
pave.
• Section 17, Station 685+00 (Rock Road) to Station 697+00
Construct walls, reconstruct on existing roadway platform, traffic switches between existing
lanes and new lanes to construct one side at a time.
0 Section 18, Station 697+00 to Station 731+00 (Ransom Street)
This is a tight area. The existing roadway meanders across the new alignment at multiple
locations and there is insufficient shoulder width adjacent to the existing roadway to
accommodate efficient construction without a lane closure. Thus, this section would require
0.64-mile (1.03 km) long pilot car operation during working hours for approximately five to
ten months (depending upon the time of year when the contractor commenced the operation)
to allow reconstruction on existing roadway platform one side at a time. The one-lane pilot
car operation is needed to provide space for equipment and because the new and old
roadways are at different elevations.
• Section 19, Station 731+00 to 765+00
Construct the new northbound lanes, move two-way traffic onto the completed northbound
lanes, construct retaining wall and fills to the left, final grade, and pave.
• Section 20, Station 765+00 to 785+00
This also is a very tight section, particularly with the rock cut (right) below the Cliff Dwellers
Inn at Station 783+00. To construct section 20 without a detour, the contractor would need
approximately four to five months using short closures to blast and remove muck. An option
would be to allow a detour during construction from US 321 to Main Street to Ransom Street
to Sunset Street back to US 321. This would allow expeditious rock excavation and
construction to the right in about six weeks or less. It would, however, bring US 321 traffic
though a residential area. The contractor would provide local access for businesses and
residences along the detoured section of US 321. The detour option would enhance safety by
providing more distance between motorists and the blast zone. A decision on such trade-offs
would be made with the Town Council of Blowing Rock with input from citizens.: If a
decision is made to restrict traffic detours on this stretch of Main Street, it must be carefully
articulated in the contractor documents (bid package). NCDOT will discuss this matter with
the Town of Blowing Rock during the final design development to decide on appropriate.
restrictions to include.
In evaluating the possible sequencing of these sections, the linear nature of highway construction
needs to be considered. Sections are identified as areas that have similar characteristics of
roadway construction and traffic handling. To produce a project that is economical to construct, a
contractor would need to work several adjacent sections concurrently. As the planning and
design process continues, these individual sections would be merged into an overall construction
phasing strategy that best addresses the project goals.
US 321 Improvements (R-2237Q 2-72 Final Environmental Impact Statement
1
u
Timing of Operations. Construction of the Preferred Alternative would take two to three
construction seasons, plus an additional season in advance of road construction to place utilities
underground. In the absence of contract controls, the timing of operations is the responsibility of
the contractor. The most basic approach to owner control is to monitor the contractor by requiring a
detailed baseline construction schedule, methods statement, and monthly schedule updates. For a
project of this complexity and because of sensitive community issues, additional contract controls
would be imposed by the NCDOT. They would be developed in association with the community
officials. They could consider daily, weekly, and seasonal peak periods. They could include
requirements through the contract specifications such as maintaining a minimum number of lanes
open during certain periods of the day, blasting requirements, and "no disruption of traffic" days for
specific community events. They could provide contractor incentives to complete critical
operations within a defined window of time. An example of a time restriction would be to prohibit
the contractor from working within the right-of-way between 11:00 p.m. and 7:00 a.m. An example
of an activity restriction would be to require the contractor to set off explosives ("fire shots" or
"shoot") between the hours of 3:00 p.m. and 4:00 p.m. By setting the window between 3:00 p.m.
and 4:00 p.m., the contractor would have the maximum available daylight to prepare for the shot
while minimizing disruption to the afternoon commuter period.
Traffic Control. The NCDOT would use "Smart Zone" techniques in the maintenance of traffic
during construction. Such techniques could include advance notification of delays, lane closures,
real time monitoring, and digital messaging systems. Traffic control during construction of the
Preferred Alternative also could include: temporary signalization (or temporary adjustments to
existing signal timing), pilot and trailing vehicles, and flag persons to handle side street traffic
and business/residential driveway access during one-lane operations. The NCDOT would
provide preliminary traffic control plans to the Town of Blowing Rock for review and comment
before they are finalized.
Maintenance of Access. Access to residences and businesses during construction would be
maintained. Temporary access to businesses would be signed.
Ability to Serve the Project's Purpose and Need
The average daily traffic forecasts and the design hourly levels of service for the Preferred
Alternative are shown in Table 2-12 and Table 2-13, respectively. The design hour is the hour
with a traffic volume that represents a reasonable value for guiding design decisions. The hourly
volume used to determine the level of service of the US 321 Improvements alternatives (design
hour volume) is equal to 14 percent of the average daily traffic. The Preferred Alternative would
improve traffic operations along the entire length of US 321 to LOS D or better through 2025.
The project would achieve the desired design hour LOS C along the roadway at all locations
except between US 221 and Shoppes on the Parkway where an acceptable LOS D would occur.
Table 2-14 indicates that the intersections along US 321 would operate at the desirable LOS C in
2025 except at Sunset Drive. The Sunset Drive intersection would operate at LOS C with dual
left turn lanes on Sunset Drive for west to northbound movements. However, these are not
proposed as part of the project in order to avoid impacts to adjoining land uses. LOS D is
acceptable in urban areas.
The Preferred Alternative would help reduce crash potential and increase safety along existing
US 321 through more gentle curves and wider lanes. Specific features that would reduce crash
potential are:
• Green Hill Road intersection - left turn lane;
US 321 Improvements (R-2237Q 2-73 Final Environmental Impact Statement
Table 2-12. Average Daily Traffic Forecasts
1948 2025
Link
#
Description
Existing Under No-
Build
Alternative
nario Under
Preferred
Alternative
Sc a 'v Under
B} pass
Alternative
1 Scenario Under°
Bypass
Alternative
nario
Traffic on Existing US 321
1 South of New Bypass 7,525 14,100 14,100 14,100 14,100
2 New Bypass-Green Hill Road 7,525 14,100 14,100 3,100 4,300
3 Green Hill Road-Goforth Road 8,925 15,900 15,900 4,000 6,050
4 Goforth Road- US 321 Business 9,525 16,900 16,900 5,150 71150
5 US 321 Business-Sunset Drive 10,000 17,400 17,400 6,900 7,000
6 Sunset Drive-Food Lion Driveway 12,300 21,300 21,300 11,750 10,200
7 Food Lion Driveway-US 221 12,750 21,200 21,200 12,600 10,400
8 US 221-Shoppes on the Parkway 15,350 27,450 27,450 19,300 17,400
9 North of Shoppes on the Parkway 14,525 26,150 26,150 26,150 16,250
9a Blue Ridge Parkway to Bypass - - - - 16,075
9b North of Bypass - - 24,700
Traffic on New Bypass
10 US 321-Possum Hollow Road - 12,300 10,400
11 Possum Hollow Road-Forest Lane - - - 12,850 10,400
12 Forest Lane-US 321 - 13,000 10,400
?13 US 321-US 321 - - - - 10,400
Table 2-13. Design Hour Level of Service'
- 1998 2025 - - -
ink Description Existing No-Build
Ahernatilve Preferred
Alternative Bypass
Alternative 1 Bypass
Alternative 4
S 321
1 South of New Bypass E F B B B
2 New Bypass-Green Hill Road E F B D D
3 Green Hill Road-Goforth Road D F C B C
4 Goforth Road- US 321 Business D F C C D
5 S 321 Business-Sunset Drive C F C C C
6 Sunset Drive-Food Lion Driveway D F C D C
7 Food Lion Driveway-US 221 D F C E D
8 S 221-Shoppes on the Parkway C E D C E
9 North of Shoppes on the Parkway B C C C B
9a lue Ridge Parkway to Bypass - - - - B
9b Worth of Bypass - - - - C
New Bypass
10 S 321-Possum Hollow Road - - - B A
11 Possum Hollow Road-Forest Lane - - - B A
12 Forest Lane-US 321 - - - B A
13 S 321-US 321 - - - - A
'Design hour traffic equals 14 percent of Average Daily Traffic
US 321 Improvements (R-22370) 2-74 Final Environmental Impact Statement
0
Table 2-14. Design Hour Intersection Level of Service
t9,y 2 2
Intersection
Eaistinh No-Build
Alternative Preferred
Alternative Bypass
Alternative 1 Bypass
Alternative d
US 321 Intersections
Green Hill Road (Unsignalized) D F* - A C
(Signalized) - - B - -
Goforth Road (Unsignalized) C F closed A B
US 321 Business (Unsignalized) F F* - C D
(Signalized) - D1 B B1 B1
Sunset Drive (Signalized) C F* D F F
Food Lion (Unsignalized) F F* - F F
(Signalized) - - B B1 B1
US 221 (Signalized) B F* C B D
Shoppes on the Parkway (Signalized) B F* B C C
Bypass Intersections
Bypass/US 321 South Terminus
(Signalized) B B
Bypass/Possum Hollow Road
(Unsignalized) F _
Bypass/Forest Lane (Unsignalized) - - -
Bypass/North Terminus (Signalized) - - - C B
' For unsignalized intersections - "(F)" indicates the worst movement LOS
F* indicates level of service worse than F and V/C (volume/capacity ratio) greater than 1.2.
1 Not a part of this alternative but could be installed as a part of a minor improvement project
• Road section that includes intersections with Pinnacle Avenue and Country Club Road -
gentler curves with improved sight distance and left turn lane at Country Club Drive;
• US 321 Business intersection - left turn lanes; realignment of intersection and Skyland Drive;
traffic signal; combined driveway for three land uses near the intersection;
' • Sunset Drive - intersection widened; and
• Possum Hollow Road/Shoppes on the Parkway signalized intersection - US 221 intersection
moved further away.
Geometric improvements such as these have been found in other settings to reduce the number of
' crashes approximately 22 to 25 percent. (FHWA, 1982 and Kentucky Transportation Center,
1996).
' 2.4.2 Bypass Alternatives 1A and 1B
Two design options, named Bypass Alternatives lA and 1B, were developed for the Bypass
Alternative 1 corridor. The major difference between the two options is that Alternative 1B
includes a cut at Gideon Ridge, which would eliminate the existing sharp curves that do not meet
the project's horizontal curve criteria. Bypass Alternatives IA and 1B would follow the current
' US 321 roadway between Blackberry Road and Gideon Ridge. They would then follow along
US 321 Improvements (R-2237Q 2-75 Final Environmental Impact Statement
Green Hill, cross under Green Hill Road, and pass through the east part of Blowing Rock. They
would rejoin US 321 at the Possum Hollow Road intersection. The bypass would have four 12-
foot lanes and a 4-foot painted median. The alternative assumes that no improvements are made
to existing US 321 north of its southern intersection with the bypass.
Key Design Criteria
The typical cross sections for Bypass Alternatives 1A and 1B are illustrated in Figure 2-19. Both
a roadway and bridge typical cross section are shown. Roadway design criteria are shown in
Table 2-7. Cut and fill slopes and retaining walls would follow the same criteria described for the
Preferred Alternative. Efforts were made to balance the amount of material excavated from cuts
with the amount of material needed for fills.
Design Characteristics
The designs described below and evaluated in the EIS are included in Appendix D.
Location. This alternative would follow existing US 321 from Blackberry Road to Gideon Ridge.
All horizontal curve exceptions present along the existing roadway up to the Blackberry
Condominiums would be eliminated. This is achieved by decreasing the cuts into the existing
terrain and increasing the fills on the east side of the road. North of the Blackberry
Condominiums, Bypass Alternative lA leaves two curves that do not meet the horizontal design
criteria. Bypass Alternative 1B eliminates those curves via a deep cut into Gideon Ridge. North
of Gideon Ridge, Bypass Alternatives IA and 1B leaves existing US 321 and begin a side hill
route along Green Hill. The alternatives follow the ridge to Green Hill Road and turn to the
northwest crossing underneath Green Hill Road. Green Hill Road would pass over the bypass on
a bridge. The alternatives continue north, crossing Wonderland Wood Drive and Wonderland
Drive on a bridge. They pass under Goforth Road at the entrance to the Blowing Rock Assembly
Grounds and rejoin US 321 on the north at the present intersection with Possum Hollow Road.
Intersections and Other Road Crossinss. Alternatives lA and 1B would affect several existing
roads and intersections. Table 2-15 describes the proposed changes. The bypass would not
intersect with any local roads between US 321 on the south and Possum Hollow Road on the north.
Bypass Alternatives lA and 1B rejoin US 321 at and Possum Hollow Road. The majority of the
traffic on the bypass would be making a right-turn onto US 321 toward Boone. Traffic volumes
on US 321 north and south of the intersection would be greater than those on the bypass. Thus,
the bypass would intersect existing US 321 in a manner that requires bypass users coming from
the north or going north to turn to and from the bypass. The US 221 intersection with US 321
would be moved south to avoid traffic congestion and increase safety.
Retaining; Walls and Bridges. Several retaining walls would be included in Bypass Alternatives
lA and 1B. They are described in Table 2-16.
Bypass Alternatives 1A and 1B would include four bridges. One bridge would.take US 321 over
an unnamed tributary of the Yadkin River as the bypass leaves existing US 321 and one bridge
would span Wonderland Drive and Wonderland Wood Drive. The other two structures would
carry Green Hill Road and Goforth Road. Table 2-17 identifies the bridges included in Bypass
Alternatives IA and 1B.
Earthwork. Table 2-18 presents the amounts of cut and fills material associated with Bypass
Alternatives IA and 1B. Bypass Alternative IA would require extensive fill south and east of
US 321 Improvements (R-2237Q 2-76 Final Environmental Impact Statement I
BYPASS ROADWAY TYPICAL SECTION
US 321
52'
Varies 12' 10' 12' 12' 4' 12' 12' 10' 3, Varies
i 41-61
i
i
°U - ------ --- B----------------
Grade i
V ?fol Point i
1/4'lFt 1/4yFt IM
_AJ
?.•7
---------------- -----
IBYPASS BRIDGE TYPICAL SECTION
US 321
72' Out to Out
2' 2'
t 1?- t t
TUNNEL TYPICAL SECTION
ALTERNATIVE 4A AND 4B
Tunnel Tunnel
US 321
2' i 2' 12' i 12'
i
jIR14- 12'
i
25' 25'
?? .•. _
Figure 2-19
Bypass
Typical Sections
cc i
Grade
j Point point
68' (Clear Roadway)
34' 34'
8' 12' i
12' 4' 12'
12' 8'
Grade
R Vanes Point ? i canes
i ?
i cd
Grade i
1/;
/Fr
t i
Table 2-15. Intersections and Other Road Crossings with Bypass Alternatives 1A and 1B
ZR_ Road Proposed Change
Rocky Knob (SR 1373) Realignment with US 321.
Cone Orchard Road Small shift in the roadway with US 321 to the southeast.
Gideon Ridge Road No change with Bypass Alternative 1A; section removed with Bypass Alternative
1B.
Blackberry Condominiums No substantial change with Bypass Alternative 1A; Access to the south via a then-
former section of US 321 with Bypass Alternative 1 B.
Existing US 321 Existing US 321 would intersect the bypass at a signalized "T" intersection.
Green Hill Road Green Hill Road would be relocated slightly to the north and pass over the bypass
on a bridge. The intersection of Fairway Court and Green Hill Road would be
shifted to the west.
Wonderland Drive The bypass would pass over Wonderland Drive on a bridge.
Goforth Road Goforth Road would pass over the bypass on a bridge. The intersection of
Goforth Road and the Blowing Rock Assembly Grounds driveway/entrance would
be relocated.
Forest Lane Forest Lane would intersect the bypass at-grade.
Hughes Road Hughes Road would be realigned and intersect the bypass at-grade.
Possum Hollow Road Possum Hollow Road would intersect the bypass at-grade 1,800 feet from its
intersection with US 321. The bypass would replace Possum Hollow Road from
this point to the end of the project.
US 321 The bypass would end at a four-legged signalized intersection with the Shoppes
on the Parkway driveway. Travelers would make a turn to enter the bypass. This
configuration is the only one that would allow the intersection to meet a LOS C in
2025.
US 221 The US 221 signalized intersection would be moved in the same manner as the
Preferred Alternative in order to achieve LOS C in 2025 at both the US 221 and
the Shopped on the Parkway/bypass intersections.
US 321 Improvements (R-2237Q 2-78 Final Environmental Impact Statement
t
Table 2-16. Retaining Walls Included in Bypass Alternatives 1A and 1B
1
Station Number
C n 1 % e ti Height Range
(ft) - -AP
Msign NM
rpose -PC lim
630+50 -632+50 Former salt bin south 1.0-4.5 lA & 1B Avoid Green Park Historic
of Blowing Rock District
634+50 -635+00 Just north of former 19.0-21.0 lA & 1B Avoid Green Park Historic
salt bin south of District
Blowing Rock
649+00 -656+50 Blackberry 2.0-27.0 lA Minimize fills
Condominiums
664+00 -667+00 Between Blackberry 1.5-21.5 IA Avoid impacts to a neighborhood
Condominiums and
town limits
669+50 -672+00 Between Blackberry 12.5-35.5 113 Minimize fills
Condominiums and
town limits
672+00 -687+50 Side of Green Hill 1.0-60.0 113 Minimize cuts
674+50 -678+50 Side of Green Hill 7.5-37.0 IA Minimize fills
676+00 -689+50 Side of Green Hill 3.0-49.5 113 Minimize fills
677+00 -696+00 Side of Green Hill to 5.5-60.0 lA Minimize cuts and impacts to
Green Hill Road homes
680- 688+50 Side of Green Hill 3.5-46.5 IA Minimize impacts
688+50 -696+00 Side of Green Hill to 8.5-67.0 1B Minimize cuts
Green Hill Road
695+50 -701+00 Green Hill Road 20.0-48.5 lA & lB Reduce length of Green Hill
Road bridge
751+50 -755 Possum Hollow Road 4.5-22.0 lA & 1B Eliminate impacts to stream
758+00- 764+00 Possum Hollow Road 19.5-41.5 lA & 1B Minimize impacts to properties
along Forest Lane
' Station locations are to the nearest 50 feet. The station numbering is that on the drawings included in Appendix D.
z Retaining wall height is to the nearest %z-foot.
Table 2-17. Bridges Included in Bypass Alternatives 1A and 1B
Beginning Bridge Length
Alternative
Comments
Station (ft.)
668+50 575 IA Crosses unnamed creek and avoids fill
655+00 1,350 113 Crosses unnamed creek, eliminates major curve, avoids
fill
696+00 180 IA Green Hill Road crosses over US 321
696+00 240 113 Green Hill Road crosses over US 321
713+50 400 IA, 1B Bridge over Wonderland Drive, Wonderland Wood
Drive, and Middle Fork
736+00 215 IA, 1B Goforth Road crosses over US 321
'The station numbering is that on the drawings included in Appendix D.
US 321 Improvements (R-2237Q
2-79 Final Environmental Impact Statement
Table 2-18. Cut and Fill Requirements for
Bypass Alternatives 1A and 1B
S 01 hxcavati Fill (-,-d3)
Bypass Alternative IA
581+00 to 600+00 123,856 51,584
600+00 to 630+00 325,342 300,962
630+00 to 660+00 35,195 288,790
660+00 to 690+00 41,704 461,918
690+00 to 720+00 417,665 41,641
720+00 to 750+00 413,977 46,001
750+00 to 772+00 107.213 49.116
Total for 1A 1,464,952 1,240,012
Bypass Alternative 1B
581+00 to 600+00 123,856 51,584
600+00 to 630+00 325,342 300,962
630+00 to 637+50 5,684 49,061
637+50 to 660+00 667,313 129,785
660+50 to 678+50 100,144 7,699
685+00 to 690+00 4,374 20,047
690+00 to 711+50 348,275 3,666
711+50 to 720+00 8,527 49,731
720+00 to 750+00 413,977 46,001
750+00 to 772+00 107.213 49.116
Total for 113 2,104,705 707,652
'The station numbering is that on the drawings included in
Appendix D.
Gideon Ridge. The majority of the excavation would occur north of Green Hill Road and the
majority of the fill would occur south of Gideon Ridge. Bypass Alternative IA is anticipated to
produce approximately 250,000 cubic yards of waste material.
Bypass Alternative 1B would require extensive excavation through the majority of the corridor
while requiring moderate fill north of Gideon Ridge. Bypass alternative 1B is anticipated to
produce approximately 1.4 million cubic yards of waste material. Hauling this much material off-
site would require approximately 155,000 trips. A disposal location is close proximity to the
project would be required.
Control of Access. Intersections with existing roads would be maintained at grade. Access to the
bypass would be controlled from the point where the bypass leaves existing US 321 on the south
until it returns to US 321 on the north.
Gideon Ridge Tunnel for Bypass Alternative 113. A tunnel to avoid and minimize community
impacts associated with the deep cut into Gideon Ridge. Portal location criteria used in siting the
tunnel include a soil cover of 25 to 30 feet and a minimum of 20 feet of rock cover over the
tunnel crown. These assumptions result in an excavation depth of 70 to 80 feet. These
assumptions would place the south portal between station 651+00 and station 651+50 shown on
US 321 Improvements (R-2237Q 2-80 Final Environmental Impact Statement
1
I!
the design drawings included in Appendix D and the north portal at approximately station
654+00. Overall length portal-to-portal would be in the range of 250 to 300 feet. Very little of
the deep cut north of station 646+00 would be eliminated. Therefore, the possible benefits of a
tunnel from the perspective of community impact avoidance do not exist. Excavation for portal
construction at either end of the short tunnel also would be extensive and the right of way would
have to be widened as the tunnel is approached, increasing the height of sidehill cut. An
alternative approach would be to build a straight road from approximately station 636+00 to
approximately station 671+00. This approach, however, would require a sidehill cut within the
limits of the Green Park Historic District.
Cost
Bypass Alternatives lA and 1B and landscaping features would have the following costs (2001
dollars):
Bypass Bypass
Alternative 1A Alternative 1B
Right-of-Way $24,500,000 $25,200,000
Construction $50,600,000 $67,000,000
TOTAL $75,100,000 $92,200,000
Final Design Opportunities
In creating the design assessed in the EIS for Bypass Alternatives lA and 113, the engineering and
landscape architecture team made some decisions, including the components of the re-vegetation
plan described in Section 2.4.4, that, if one of these alternatives were selected as the preferred
alternative, could be re-visited based on public comment and coordination with local officials. In
addition, geotechnical drilling could provide more information about subsurface conditions and
perhaps allow for steeper cuts in rock at some locations.
Construction Period Procedures and Options - Bypass Alternative IA
Following is general discussion of possible ways to handle the challenges of constructing Bypass
Alternative 1 A.
Sequence of Operations. As with the Preferred Alternative, construction would begin with
staging, clearing, structure demolition, and then earthwork and utility relocations. For the section
at the south end of the project that follows the existing road for approximately 1.4 miles, the
contractor would follow the same construction sequence as with the Preferred Alternative, by
sequentially constructing half of the new roadway in sections, shifting traffic onto the newly
completed half sections, and constructing the remaining half. Final efforts would include grading
outside the completed pavement sections, guardrail installation, pavement markings,
signalization, seeding, and landscaping.
Building the new Green Hill Road Bridge over Bypass Alternative IA would be a straightforward
effort. The contractor would construct the new Green Hill Road/Fairway Court connection and
also construct temporary paving in this area so that traffic could continue to use existing Green
Hill Road outside the area of the proposed bridge. The contractor would then construct the new
bridge and approaches outside of traffic and then connect the new bridge approaches to the
existing roadway carrying traffic.
The new Bypass Alternative lA bridge over Wonderland Drive and Wonderland Wood Drive
could be constructed with a minimal effect on existing traffic. The contractor would construct the
US 321 Improvements (R-2237Q 2-81 Final Environmental Impact Statement
north and south abutments and piers, then hold Wonderland Drive and Wonderland Wood Drive
traffic for short closures while setting girders. Once the girders are set, the contractor would deck
the bottom girder flanges to prevent construction debris from falling onto the two roadways.
Bridge deck construction would then proceed without interrupting traffic.
The most challenging area of construction would be at Goforth Road over Bypass Alternative IA
because the cut for Bypass Alternative IA would create the clearance for Goforth Road to pass
over Bypass Alternative IA. The construction sequence would be to construct the new Assembly
Road connection to Goforth Road, improve the "west branch" of the Assembly Road connection,
and then detour Goforth Road traffic onto Assembly Road and the new connection. This would
allow the contractor to take down the cut for Bypass Alternative 1A and construct the Goforth
Road bridge. If a detour using this short section of Assembly Road were not feasible, then the
contractor would need to maintain traffic on Goforth Road while cutting the Bypass Alternative
IA mainline to grade. If the cut at the crossing of Bypass Alternative IA and Goforth Road
requires blasting, the contractor must detour Goforth Road traffic.
Independent of the challenge of maintaining traffic during construction of the Goforth Road
bridge, Bypass Alternative IA is almost all in cut north of Goforth Road. This means that the
contractor would need to haul cut material along the Bypass Alternative IA alignment across
Goforth Road (or the Goforth Road detour described above) to fills at the south end of the project,
thus adding construction earth hauling equipment traffic to the Goforth Road area. An option
would be to truck this cut material on existing US 321 through Blowing Rock. The advantage of
this option would be that haul equipment would not have to cross Goforth Road or a detour of
Goforth Road. The disadvantage would be the addition of truck traffic through town on existing
US 321. The construction contract should address whether earthwork trucking on existing
US 321 would be permissible and under what conditions. Based on the preliminary design,
approximately 250,000 cubic yards of excavated material would have to be moved from north of
Goforth Road to the south end of the project.
Construction along Possum Hollow Road would progress with half section construction, with the
contractor first placing cuts and fills outside the existing roadway section to the new grade,
shifting traffic onto the new half section, and then completing the final half section and associated
fills. The sequence of operations for Bypass Alternative lA improvements to existing
US 32 VUS 221 would be the same as for the Preferred Alternative.
Timing of Operations. The discussion under the Preferred Alternative is applicable to Bypass
Alternative IA. Bypass Alternative lA would be in essentially a residential corridor.
Accordingly, the contractor's schedule would be managed to minimize the impacts to the
community while taking advantage of the sections of Bypass Alternative IA that are on new
alignment where traffic disruption is a concern only at road crossings.
Traffic Control and Maintenance of Access. Traffic control along Bypass Alternative IA is a
different management challenge than the Preferred Alternative. Bypass Alternative 1A would
essentially traverse residential developments. Much of the contractor's maintenance of traffic
operations would be to control earthwork hauling equipment's crossings of residential roadways.
With the cut material at the north half of the project and the fills at the south half, the contractor
would be hauling north to south across Forest Lane, Goforth Road, Wonderland Drive,
Wonderland Wood Drive, Fairway Court and Green Hill Road. The bridges would be built early
to facilitate earthwork operations in the corridor. School traffic and mail deliveries would play a
large role in influencing the approach used.
US 321 Improvements (R-2237Q 2-82 Final Environmental Impact Statement
r
Construction Period Procedures and Options - Bypass Alternative 1B
Following is general discussion of possible ways to handle the challenges of constructing Bypass
Alternative 1B.
Bypass Alternative 113 is identical to Bypass Alternative IA except in the Gideon Ridge cut south
of the Town of Blowing Rock. Thus, the sequence and timing of operations and traffic control
and maintenance of access issues for Bypass Alternative 1B would be similar to Bypass
Alternative 1A. Gideon Ridge would likely be an early cut because the contractor could use the
material to construct fills on the east side of the existing roadway.
Ability to Serve the Project's Purpose and Need
Building the Bypass Alternatives IA or 1B would meet the purpose and need of the project. As
shown in Table 2-12, this bypass would attract an average of 12,300 vehicles per day in 2025.
Traffic would drop 30 to 78 percent on existing US 321, with the greatest drops occurring south
of Sunset Drive. As shown in Table 2-13, a design hour LOS B would occur the full length of the
bypass. Improvements to US 321 would, however, be needed to maintain LOS C on existing
US 321 between the southern end of the bypass and Green HillI Road (LOS D), Sunset Drive to
the Food Lion Driveway (LOS D), and the Food Lion driveway to US 221 (LOS E). LOS D is
typically acceptable in urban areas when it is too costly or environmentally damaging to design
for a better level of service, but LOS C is preferred. i
As shown in Table 2-14, intersections along US 321 would operate at the desirable LOS C in
2025 except at Sunset Drive (LOS F). Improved signal timing and phasing would help lessen the
delays, but only geometric improvements to the Sunset Drive approaches before 2025 would
improve the intersection to better than LOS F. Two of the unsignalized intersections show a LOS
F on the worst leg of the intersection. In both cases, the poor level of service would be on the
side street and not US 321 or the bypass. In transportation planning, this is acceptable so long as
the overall level of service is LOS C or better.
7
F7
L
Bypass Alternatives lA and 1B would not include road improvements on the existing road
(except south of Blowing Rock) that would reduce crash rates. They would reduce, however,
traffic on the existing road, reducing the opportunity for crashes. Traffic on the bypass would
have the advantage of wider pavement, gentler curves, wider shoulders, only a few intersections,
and few opportunities for direct access from adjoining properties. The intersections in the
US 221/ Possum Hollow Road/Shoppes on the Parkway area would be improved in a manner
similar to the Preferred Alternative.
Bypass Alternative 1A, however, would include a major exception to the project's horizontal
design criteria where two sharp curves would remain on a road that otherwise meets the
alternative's 50 mph design speed criteria. Although such curves could be marked to warn
drivers to slow, their presence would violate the expectations of southbound drivers who would
up to that point have experienced mostly gentle curves on the bypass and who would be traveling
downhill on a steep (6 percent grade) as they approach these sharp curves. Northbound travelers
would be traveling to reach these curves up hill on a 7 percent grade on a generally curvier road
similar to what exists today.
2.4.3 Bypass Alternatives 4A and 4B
Two design options also were developed for the Bypass Alternative 4 corridor, named Bypass
Alternatives 4A and 4B. The major difference between the two designs is that Bypass Alternative
4B would utilize a greater number of bridges to reduce earthwork, changes in the terrain, natural
resource loss, and visual impacts. Both designs would completely bypass the Town of Blowing
US 321 Improvements (R-2237C) 2-83 Final Environmental Impact Statement
Rock. The alternatives would be almost entirely on new location, crossing a valley at their
southern end, following the Blue Ridge escarpment to a tunnel under the Blue Ridge Parkway,
following a side hill paralleling Thunder Mountain Road and ending at Aho Road north of the
Parkway. The bypass would have four 12-foot lanes and a 4-foot painted median. The
alternative assumes that no improvements are made to existing US 321 north of its southern
intersection with the bypass.
Key Design Criteria
The typical cross sections for Bypass Alternatives 4A and 4B are the same as for Bypass
Alternatives IA and 1B and are illustrated in Figure 2-19. Both a roadway and bridge typical
cross section are shown. Roadway design criteria again are shown in Table 2-7 and are the same
as for Bypass Alternatives IA and 1B. Cut and fill slopes and retaining walls would follow the
same criteria described for the Preferred Alternative. Again, efforts were made to balance the
amount of material excavated from cuts with the amount of material needed for fills.
Roadway and Bridge Design Characteristics
The designs described below and evaluated in the EIS are included in Appendix D.
Location. These alternatives would leave existing US 321 in the Greene Cemetery area, just
north of Blackberry Road. They would follow similar but slightly different alignments. These
alternatives would have no design exceptions. At their southern end, they would cross a rural
valley on a first bridge and then a high fill with Bypass Alternative 4A or a bridge and then a
smaller fill with Bypass Alternative 4B. Both would pass below the Blackberry Condominiums
to Green Hill. These alternatives would be lower on Green Hill than Bypass Alternatives lA and
1B. They would then follow the side of the Blue Ridge escarpment below most of the homes that
line the top of the escarpment, rising in elevation to a tunnel under the Blue Ridge Parkway.
Bypass Alternative 4A would rely mostly on cuts and fills on the escarpment to reach the
Parkway with only two bridges in this area. Bypass Alternative 4B would rely on a combination
of several bridges and smaller cuts and fills. North of the Parkway, the bypass would pass
through a rural area on the side of a hill overlooking Thunder Mountain Road and meet US 321 at
Aho Road. Again, Bypass Alternative 4B would rely more on bridges and less on cuts and fills
than Bypass Alternative 4A.
Intersections and Other Road Crossings. Unpaved rural roads would be altered with Bypass
Alternative 4A and with Bypass Alternative 4B. These changes are shown on the drawings
contained in Appendix D. Near the north end, Aho Road would intersect with the bypass.
Existing US 321 would end in a "T" intersection at both its intersections with the bypass. Both
intersections would be signalized.
Retaining Walls and Bridges. Both alternatives would utilize retaining walls and bridges in order
to reduce the environmental and visual impacts. The location and size of the retaining walls
required for Bypass Alternatives 4A and 4B are listed in Table 2-19. Alternatives 4A and 4B
would both require bridges. Bypass Alternative 4A would have five bridges and Alternative 4B
would have 12 bridges. Table 2-20 lists the location and length of each bridge for both design
alternatives.
Earthwork. Bypass Alternatives 4A and 4B would be situated in steeper and more rugged terrain
than the other Build Alternatives. As a result, Bypass Alternative 4A would have substantially
more earthwork. The use of bridges on Bypass Alternative 4B would greatly reduce the total
amount of earthwork required to a level similar to that required by Bypass Alternative 1A. Table
2-21 lists the amounts of cut and fill material associated with Bypass Alternatives 4A and 4B.
Bypass Alternative 4A as currently designed would produce 91,900 cubic yards of waste. Bypass
US 321 Improvements (R-2237C) 2-84 Final Environmental Impact Statement I
I Table 2-19. Retaining Walls Included in Bypass Alternatives 4A and 4B
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General Location
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Purpose
632+00- Below Blackberry Condominiums 8.5-60.0 4A Minimize cut
636+50
649+00- On Blue Ridge escarpment below 8.5-47.0 4B Minimize fill
651+50 Green Hill
658+50- On Blue Ridge escarpment below 28.5-50.5 4B Minimize fill
661+00 Green Hill
664+00- On Blue Ridge escarpment below 14.5-60.0 4B Fill/cut transition
665+50 Green Hill
665+50- On Blue Ridge escarpment below 16.0-60.0 4B Minimize cut
672+00 Green Hill Road
667+50- On Blue Ridge escarpment below 2.5-60.0 4A Minimize cut
671+00 Green Hill Road
673+00- On Blue Ridge escarpment below 1.5-52.0 4A Minimize cut
676+00 Green Hill Road
683+00- On Blue Ridge escarpment below 7.5-13.5 4A Minimize cut
683+50 Green Hill Road
685+00- On Blue Ridge escarpment below 8.5-60.0 4A Minimize cut and
691+50 Heather Ridge Lane impacts to residences
687+50- On Blue Ridge escarpment below 8.0-60.0 4B Minimize cut and
694+50 Heather Ridge Lane impacts to residences
692+00- On Blue Ridge escarpment below 19.0-29.5 4B Minimize impacts, ties
694+00 Heather Ridge Lane into bridge
696+00- Near south tunnel portal 6.5-53.5 4A Minimize fill
699+00
697+00- Near south tunnel portal 8.5-45.0 4B Reduce cut
700+00
698+50- Near south tunnel portal 4.0-54.5 4B Minimize fill
702+00
716+00- At north tunnel portal 6.0-60.0 4A Eliminate cut into
724+50 Parkway right-of-way
719+00- At north tunnel portal 9.5-60.0 4B Eliminate cut into
726+50 Parkway right-of-way
1 Station locations are to the nearest 50 feet. The station numbering is that on the drawings included in Appendix D.
2 Retaining wall height is to the nearest 0.5-foot.
I US 321 Improvements (R-2237C) 2-85 Final Environmental Impact Statement
Table 2-20. Bridges Included in Bypass Alternatives 4A and 4B
Beginning
SlaiionI 713,idg, Length
(feel) Re,
Alternative Comments
Bypass Alternative 4A
596+00 1,000 4A Crosses minor roads and small creeks and eliminates fill
651+00 500 4A Eliminates fill
657+00 600 4A Eliminates fill
764+00 600 4A Crosses wetlands and streams
778+50 300 4A Crosses Middle Fork of the New River
Bypass Alternative 4B
595+00 1,785 413 Crosses minor roads and small creeks and eliminates fill
621+50 750 413 Crosses small creek and eliminates fill
635+50 500 413 Crosses small creek and eliminates fill
644+50 400 4B Crosses small creek and eliminates fill
650 -652+00 600 413 Minimize fill and cut
671+90 1,120 413 Crosses small creek and eliminates fill
694+00 350 413 Crosses small creek and eliminates fill
731+10 500 4B Crosses small creek and eliminates fill
746+60 1,240 413 Crosses minor road and small creek
761+00 850 413 Crosses small creek and wetlands
778+50 300 413 Crosses Middle Fork of the New River
'The station numbering is that on the drawings included in Appendix D.
Table 2-21. Cut and Fill Requirements for
Alternatives 4A and 4B
Station' Excavation (yd3) z Fill (yd3)
Bypass Alternative 4A
581+00-600+00 29,565 81,184
600+00- 630+00 679,395 999,648
630+00 -660+00 585,132 670,736
660+00 -690+00 782,045 447,995
690+00 -720+00 182,593 476,349
720+00- 750+00 345,462 231,005
750+00- 789+00 434,648 40 029
Total for 4A 3,039,840 2,946,946
Bypass Alternative 4B
581+00 -600+00 29,622 44,654
600+00- 630+00 140,666 141,193
630+00- 660+00 136,215 140,957
660+00- 690+00 189,325 536,212
690+00 -703+50 100,230 18,000
719+00 -750+00 193,800 185,771
750+00 -780+00 185,920 20,508
780+00- 789+00 0 13,629
Total for 4B 975,778 1,100,924
' The station numbering is that on the drawings included in Appendix D.
2 Does not include material from excavation of the tunnel.
US 321 Improvements (R-2237C) 2-86 Final Environmental Impact Statement
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Alternative 4B would require 125,000 cubic yards of borrow. If Alternative 4B were selected as
the preferred alternative, final design would bring the alternative further into balance.
Access Control. It would be possible to control access from adjoining properties for most of the
bypass. Access to adjoining parcels may be required (no other access available) at parcels in
rural areas at the southern and northern ends of the bypass. Unpaved rural roads would intersect
Bypass Alternative 4A at three locations near its southern end and intersection Bypass Alternative
4B at one location. A final decision regarding access to parcels that would be denied access from
the bypass would be determined by NCDOT Division Right-of-Way staff during the preparation
of right-of-way plans if one of these alternatives were selected as the preferred alternative.
Utilities. A power substation at Aho Road would have to be relocated.
Tunnel Design Characteristics
The Bypass Alternative 4 tunnel would include the tunnel, an administration building and
emergency vehicle garage near the north portal, and an operations facility at the south portal.
Design Features. The tunnel would consist of two parallel tunnels constructed using controlled
blasting methods. Each tunnel would contain two 12-foot wide traffic lanes, a 4-foot partial
shoulder, a 2-foot partial shoulder, and an elevated pedestrian walkway. Five cross-passages
would be evenly spaced along the tunnel to facilitate the evacuation of vehicle occupants to the
adjacent tunnel in the event of an emergency. Closed Circuit Television (CCTV), smoke and heat
detectors, and exhaust emission sensors would monitor the tunnel environment. All monitoring
information would be continuously displayed in the control room of the Administration Building.
A typical tunnel section is shown in Figure 2-19.
Tunnel Ventilation. During normal operating conditions, the tunnel would be self-ventilating.
However, mechanical ventilation must be provided for congested conditions and for a fire
emergency condition. The governing document is National Fire Protection Association (NFPA)
502, Standard for Road Tunnels, Bridges, and Other Limited Access Highways (NFPA, 1998).
Chapter 7 of the Standard requires mechanical ventilation for tunnels with a length greater than
800 feet. The Bypass Alternatives 4A and 4B tunnel, with a portal-to-portal length of 1,500 feet,
is subject to this requirement.
The proposed tunnel ventilation scheme is a longitudinal ventilation scheme. This is the most
cost-effective ventilation scheme, requiring the minimum tunnel excavation and the minimum
size of ancillary buildings. In this ventilation scheme, axial flow fans are installed at intervals
along the tunnel. The fans are reversible and pull air and smoke in either direction. The design
fire for the Bypass Alternatives 4A and 4B tunnel would be a 20 MW fire (a 20 MW fire is
equivalent to a burning motor coach or a large truck). Ten axial flow fans would be required in
each tunnel to meet ventilation requirements associated with the design fire. Fans would be
installed in pairs at each of the cross-passages. Within the tunnel, spacing between locations of
fans and cross-passages would be 300 feet.
Tunnel Staffing and Vehicle Requirements. Requirements for emergency response are contained
in Chapter 9 of NFPA 502. Because of its remote location, it is recommended that the tunnel be a
manned facility to provide an effective and timely response to emergencies. Further studies of
manning requirements would be performed, if either of these alternatives were selected as the
preferred alternative.
US 321 Improvements (R-2237C) 2-87 Final Environmental Impact Statement
Although the tunnel operators would normally report to a higher administrative unit, it is common
practice for a tunnel to be a self-contained operational facility, containing on site all personnel
required to manage, maintain, and operate the facility and to provide an effective emergency
response. This principle has served as the basis for developing an operational plan for the tunnel.
Maintaining the tunnel as a self-contained operational facility would provide the NCDOT with
the option of operating the facility itself or retaining an outside contractor to maintain and operate
the tunnel
Because of its remote location, it is recommended that the tunnel be manned 24 hours a day,
seven days a week to provide for an effective and timely response to emergencies. Staff
requirements are divided into three functional groups: administration, operations, and emergency
response and maintenance.
The administration group would consist of three persons who would work a five-day, 40-hour
week. The operations and emergency response group would consist of the following job
classifications: supervisor (one providing five-day, 40-hour coverage and on call at other times),
control room operator (five providing seven-day, 24-hours per day, coverage), and emergency
response (nine providing seven-day, 24-hours per day coverage.)
The maintenance group would be required to perform first echelon maintenance and repair of the
various mechanical, electrical, and electronic systems necessary to operate the tunnel. A staff of
eight persons would be exclusively dedicated to tunnel operation. Although scheduled for a five-
day, 40-hour week, maintenance group staff would be on-call 24 hours a day, seven days a week
to respond to tunnel emergencies.
Several vehicles also would be necessary to support tunnel operations.
Portal Location. The following factors were considered in selecting the portal locations shown in
Appendix D.
• Site geological conditions;
• Portal cut stability;
• Mixed face tunneling; and
• Ground loss.
The combined thickness of colluvium (a soil type), residual soil and saprolite (rock/soil) was
assumed to range from 25 feet to 30 feet in thickness. Actual thickness of soil units and the
degree of weathering of the underlying bedrock would be evaluated by soil borings if Bypass
Alternative 4A or 4B were selected as the preferred alternative.
Instability in portal excavations can result in landslides that would affect facilities or structures
upslope of the excavation. Facilities that could be affected by slides at the Bypass Alternatives
4A and 4B tunnel site would include the Blue Ridge Parkway and the Craig Cemetery.
Excavations in colluvium, residual soil and saprolite often encounter stability problems. In
general, the depth of excavation at the tunnel portal should be minimized to reduce the possibility
of stability problems.
Also of importance are the possibilities of mixed-face tunneling conditions and possible ground
loss. Mixed-face tunneling is a tunneling operation in which both soil and rock are
simultaneously exposed in the excavation face. Mixed-face excavation is the most costly form of
US 321 Improvements (R-2237Q 2-88 Final Environmental Impact Statement
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tunneling because it involves the concurrent use of soil and rock excavation methods in the
tunnel. Situations in which both saprolite and rock are exposed in the face would be considered
mixed-face tunneling. Given the current state of knowledge of subsurface conditions, some
mixed-face tunnel excavation would be expected but the portals were sited to minimize the
possibility of mixed face tunneling.
Ground loss is the intrusion of excess material into the excavation. Ground loss can result in
surface subsidence and the undermining of surface structures. Ground loss, as its name applies, is
the loss of ground at the heading. The heading is the temporary vertical excavation face. Ground
loss is often experienced in mixed-face tunneling or when tunneling in weathered rock. On
occasion, ground loss at the heading can propagate rapidly in a vertical direction, resulting in
subsidence or the development of sinkholes. At the Bypass Alternatives 4A and 4B tunnel site,
ground loss could affect the Blue Ridge Parkway, resulting in pavement subsidence or collapse.
The most effective way to minimize the potential of ground loss is to increase the effective rock
cover at sensitive areas and to reduce or eliminate mixed-face tunneling, often associated with
ground loss.
Based on the above considerations, portal location criteria used for the design presented in
Appendix D was follows:
i
• Minimize depth of portal excavation, reducing cost and enhancing stability;
• Minimize length of mixed-face tunneling, reducing cost and risk; and
• Minimize potential ground loss at sensitive locations by increasing rock cover, reducing risk.
Using these criteria, the following portal locations were used in the designs for Bypass
Alternatives 4A and 413:
A south portal location at approximate station 701+00 for Bypass Alternative 4A on the
design drawings included in Appendix D and the equivalent location with Bypass Alternative
4B (703+82). At this location, depth of portal excavation would be approximately 80 feet
and total cover above the tunnel crown would be approximately 50 feet. Beyond this point,
the ground line begins to rise, increasing portal construction cost and the risk of instability.
The 50 feet of total cover at this location also would provide a reasonable degree of
confidence that rock tunneling conditions would be encountered at the portal location, with
minimum potential for mixed-face conditions.
A north portal at approximate station 716+00 for Bypass Alternative 4A and the equivalent
location with Bypass Alternative 4B (718+82). At this location, depth of portal excavation
would be approximately 70 feet and total cover above the tunnel would be approximately 35
feet. Establishing the portal location at this location would result in a total cover above the
tunnel crown of approximately 40 feet at the border of the Blue Ridge Parkway. Although
some mixed-face tunnel construction is near this portal, the total cover of 40 feet at the
Parkway boundary would provide a reasonable degree of confidence that mixed-face
conditions would not be encountered when tunneling beneath the Parkway.
Bifurcated Typical Section. Bifurcation was considered as an option for minimizing visual and
vegetative impacts of a bypass in the Bypass Alternative 4 corridor. A road is bifurcated when
one direction of travel is at a different elevation than the other. A bifurcated typical section is
shown in Figure 2-20. A conceptual bifurcated design was developed. It was found that
I US 321 Improvements (R-2237C) 2-89 Final Environmental Impact Statement
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bifurcation would not reduce the extent earthwork and changes in the terrain needed in this
corridor. This situation occurs for two reasons:
• Bifurcation only can be used along the side of the Blue Ridge escarpment. The length of
bypass in this area is too short to separate the lanes vertically, bring them back together at the
i tunnel, and still leave a substantial length of separated roadway.
• The escarpment undulates with ridge lines (peaks) and swales (valleys) emanating from the
escarpment. Thus, the bypass is not just following a side hill. It also cuts through ridges and
fills or bridges swales. Without a consistent side hill, the escarpment does not lend itself well
to bifurcation.
Cost
Bypass Alternatives 4A and 4B and landscaping features would have the following costs (2001
dollars):
Bypass Bypass
Alternative 4A Alternative 4B
Right-of-Way $9,400,000 $8,900,000
Construction $161,100,000 $241,400,000
TOTAL $170,500,000 $250,300,000
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In creating the design assessed in the EIS for Bypass Alternatives 4A and 413, the engineering and
landscape design team made some decisions, including the components of the revegetation plan
described in Section 2.4.4, that could be re-visited, were either Alternative 4A or 4B selected as
the preferred alternative, based on public comment and coordination with local officials and the
National Park Service. In addition, geotechnical drilling could provide more information about
subsurface conditions and perhaps allow for steeper cuts in rock at some locations.
Construction Period Procedures and Options - Bypass Alternative 4A
i Following is general discussion of possible ways to handle the challenges of constructing Bypass
Alternative 4A. The station numbering is that on the drawings included in Appendix D.
Sequence of Operations. As with the Preferred Alternative, construction would begin with
staging, clearing, structure demolition, and then earthwork and utility relocations. Contractor
access for equipment mobilization would be challenging with this alternative. There are
contractor access points for equipment mobilization at the south end of the alternative via Cone
Orchard Lane. Access north on Cone Orchard Lane would be tenuous, with only the potential for
the contractor to negotiate access via a vacant or NCDOT-acquired residential lot off Heather
Ridge Lane between stations 685+00 and 688+00 and/or via contractor-negotiated access off
Heather Ridge Lane between stations 690+00 and 696+50. Because there is a prohibition on
trucks on the Blue Ridge Parkway, use of the Parkway to reach Heather Ridge Lane is not an
option. Equipment access to Heather Ridge Lane from US 321 in Blowing Rock would be
circuitous on narrow roads with tight turns. One possible route would be via Possum Hollow
Road, Sunset Drive, Goforth Road, Wonderland Drive, Green Hill Road, and an unnamed
connection between Green Hill Road and Heather Ridge Road. The contractor would need
specialized haul equipment with a steerable tail end, and other support including pilot cars, flag
persons, and police assistance to negotiate the grades and tight curves along this route. In
addition, the effort would require close coordination with the public to plan for equipment
US 321 Improvements (R-2237Q 2-91 Final Environmental Impact Statement
deliveries. Lastly, the NCDOT would plan for pavement repairs along the haul route to repair
damage caused by loads that may exceed the existing road capacity.
Once equipment is on site in the Cone Orchard Lane and Heather Ridge Lane areas, the
contractor would build a narrow pioneer access road along the bypass alignment for its work
force, additional construction equipment, and material deliveries. The "pioneer" access road
would start as a logging road suitable only for track equipment, which the contractor would then
widen to approximately 20 to 25 feet, with horizontal and vertical curves sufficient to
accommodate rock trucks at a maximum speed of 20 miles per hour. Concurrent with the
earthwork operations south of Blue Ridge Parkway, the contactor would likely push access along
the new alignment from Aho Road to the north portal of the new tunnel so that tunnel
construction could start as soon as practicable.
Tunnel construction would be a "critical path" activity. This means that tunnel construction
would be an activity that, if delayed, would extend the project completion date. Because of the
longer time required to construct the new roadway grade to the south tunnel portal, the tunnel
would progress from the north portal only. Accordingly, the contractor would need to accelerate
access to the north portal. The best opportunity to accelerate access is for the contractor to use
Aho Road to Thunder Mountain Road to the driveway that provides access to a storage shed west
of Station 745+00. The driveway branches off Thunder Mountain Road several hundred feet
north of the residences that are east of Station 745+00 (opposite the storage shed). From Station
745+00, the contractor would pioneer a road within the proposed right of way to the north tunnel
portal. Concurrently, earthwork would start along the Bypass Alternative 4A corridor beginning
at US 321 (north terminus) to facilitate the use of the graded bypass to support of the tunneling
operation. An alternative but slower approach would be for the contractor to pioneer an access
road following the bypass right-of-way from the point it departs Aho Road. This approach would
add approximately 5 to 16 months to the construction schedule. The 16-month extension assumes
conventional bridge construction for the new bridge from approximately Station 764+25 to
770+25. An alternative technique would be to use precast concrete arches for the bridge. The
precast concrete arch design alternative would reduce the bridge construction time and the
schedule extension by approximately 11 months down to 5 months.
Timing of Operations, Traffic Control, and Maintenance of Access. The estimated construction
duration for Bypass Alternative 4A is four construction seasons. Bypass Alternative 4A would
present less interference with traffic and community life during construction than the Preferred
Alternative, so the contractor could be afforded more latitude. Restrictions would be considered
for the timing of blasting shots, minimizing traffic interference at existing roads on the two ends
of the project, and criteria for working within close proximity of Green Hill and other residential
locations along the alternative.
Construction Period Procedures and Options - Bypass Alternative 4B
Following is general discussion of possible ways to handle the challenges of constructing the
Bypass Alternative 4B.
Sequence of Operations. As with the Preferred Alternative, construction would begin with
staging, clearing, structure demolition, and then earthwork and utility relocations. Contractor
access for equipment mobilization, tunnel construction, and sequencing of work north of the Blue
Ridge Parkway for Bypass Alternative 4B would be identical to the access and sequencing of
work for Bypass Alternative 4A.
US 321 Improvements (R-2237Q 2-92 Final Environmental Impact Statement
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Bypass Alternative 4B would lend itself to bridge construction using overhead erection
techniques, which can be more environmentally benign than conventional methods of bridge
construction. However, ground access would be needed to build bridge pier foundations.
Equipment access procedures for Bypass Alternative 4B thus would be similar to Bypass
Alternative 4A. The route of access roads for Bypass Alternative 4B, because of the extensive
use of bridges, could be different from those of Bypass Alternative 4A since the access roads to
bridge pier foundations would not need to follow the project alignment. The location and width
of these access roads would be influenced by topography, a desire to minimize the extent of
access roads, the pier foundation design(s) as driven by geotechnical data, and the type of
equipment needed to build the selected pier foundation design. For example, the narrow width of
the pioneer access roads used to build Bypass Alternative 4A would be insufficient for
constructing drilled shaft (a hole drilled in the ground and filled with concrete and reinforcing
steel) pier foundations. A minimum-width pioneer road would neither accommodate the drill rig
nor accommodate the volume of concrete delivery trucks needed for drilled shafts.
From a basic access or haul road that would extend through the entire corridor, the contractor
would need to construct "finger" access points to construct each substructure element. (The
"substructure" consists of the foundations and piers that hold up the bridge spans; the
"superstructure" consists of the girders that span the piers and the road deck.) The number,
length, width, and location of the finger accesses would vary with the location of the access road
relative to the location of the pier element. For example, in locations where the access road could
be cut within 40 feet of a pier, the access to the pier would literally be a wide spot in the access
road. In other locations where the access road is a greater distance from the pier site, the finger
access could switchback for a distance of more than 100 feet from the access road. The finger
accesses would likely be a minimum of 25 feet in width to accommodate "rough-terrain"
hydraulic cranes to assist in the construction of bridge foundations and piers.
As noted above, the selection of bridge foundation types would influence access road requirements.
For example, where piles (a prefabricated foundation element driven into the ground) are an option
for certain foundation locations, the likely selection should be steel piles (typically, steel "H" piles
or steel pipe piles) rather than concrete piles. The advantage of steel piles is that they can be
transported to the foundation location in manageable lengths and welded on location. Concrete
piles, by contrast, are considerably heavier, more prone to handling damage, and unsuitable for hard
tip, end bearing installations. Drilled shafts may be an option, provided that shaft lengths are less
than approximately 60 feet. Shaft lengths greater than approximately 60 feet would pose a severe
challenge for handling assembled drilled shaft reinforcing steel cages because of the limited work
area at foundation locations. Another potential foundation type would be micro piles. A typical
installation of micro piles would be to drill a series of holes approximately 5 to 6 inches in diameter
and insert a bundle of reinforcing steel bars. The bar bundles are then grouted in place. The
advantage of micro piles is that the contractor uses a rock drill to drill the holes. Rock drills are
among the most mobile and versatile pieces of equipment on irregular terrain. Where high bearing
capacity rock is shallow (less than 15 feet below existing ground), spread footings may be
appropriate. However, spread footings deeper than 15 feet would require an unreasonable amount
of shoring to hold the uphill slope above the footing excavation. Spread footings are advantageous
in that the reinforcing steel required to construct them would be of manageable dimensions for
handling and installation. For locations where there are multiple design options for foundations, the
designer would likely develop at least two solutions and afford the contractor the opportunity to
select from among them.
Because of the expense and time that would be required to construct bridge foundations along
Bypass Alternative 4B, it is crucial to invest sufficient effort in the geotechnical investigations to
US 321 Improvements (R-2237Q 2-93 Final Environmental Impact Statement
allow the design of foundations that are appropriate for each location. The geotechnical
investigation would include a rock core at each pier foundation location, and at least three cores at
each abutment (placed where bridges end) - one along the back wall and one for each wing wall.
A pier cap would be cast on top of the piers (columns) to support the superstructure that would
likely be cast-in-place concrete.
Bridge construction methods where the superstructure is erected from an adjoining completed
bridge span (overhead construction or "top-down" construction) rather than from the ground have
been successfully accomplished for decades in the United States. Concrete superstructures using
both cast-in-place and precast segmental construction could be appropriate. Erection equipment
is available to allow overhead construction on alignments with curvature of up to seven degrees,
which is sufficient to accommodate all of the proposed structures on Bypass Alternative 4B.
Steel girders also could be used with a cast-in-place concrete deck. These techniques would
preclude the need for large crane pads and cranes under the bridge with the associated vegetation
and terrain disturbances. Overhead superstructure erection is assumed in the cost estimates for
this alternative.
If precast concrete segments are used to build the superstructure, there is a possible concrete
batch plant site on existing US 321 within 10 miles from the south end of the project. About 0.75
mile south of the potential batch plant site there is an approximate 7 or 8-acre site that could be
used for casting precast elements and storage. It also appears that a railhead exists in Lenoir,
crossing Morganton Road, which might be used for delivery of steel girders. Girders would be
off-loaded from rail cars and trucked to the site. As the contractor completed substructure
elements, superstructure construction would proceed most likely from south to north, followed by
approach slabs and deck concrete. Lastly, the contractor would construct parapet walls, tie in
guardrails, and apply pavement markings.
Timing of Operations, Traffic Control, and Maintenance of Access. The discussion of this
element for Bypass Alternative 4A is also applicable to Bypass Alternative 4B. In addition, it is
important to recognize that construction of a large number of bridges would entail a high volume
of material and supplier deliveries. The use of precast concrete wall panels, piers, and precast
segmental bridge units would eliminate the need for the multiple on-site truck trips necessary to
form, reinforce, and place concrete and to remove forms. Trucks carrying precast concrete
elements would replace these truck trips. --Depending upon the number of bridge erection crews,
the contractor could receive as many as 20 to 30 deliveries of precast units per day at the peak of
construction, as compared with more than 100 deliveries per day for similar production with cast
in place construction. Assuming both a 10-hour workday and evenly spaced deliveries
throughout the day, 20 to 30 deliveries per day would mean that a haul truck would be traveling
from the casting yard and entering and leaving the site every 20 to 30 minutes. Accordingly,
maintenance of traffic at the construction entrance off existing US 321 in consideration of the
timing of deliveries would be an important element. Restricting the hours during which the
contractor could take delivery of permit loads would be considered.
Ability to Serve the Project's Purpose and Need
Building either Bypass Alternative 4A or 4B would meet the purpose and need of the project. As
shown in Table 2-12, this bypass would attract an average of 10,400 vehicles per day (vpd) in
2025. Traffic would drop 40 to 70 percent on existing US 321, with the greatest drops occurring
south of Sunset Drive. This bypass would attract less traffic than Bypass Alternatives IA and 113
because its northern terminus is north of the Blue Ridge Parkway. Thus, traffic traveling between
the Parkway and points south would pass through Blowing Rock rather than use the Bypass
US 321 Improvements (R-2237Q 2-94 Final Environmental Impact Statement
(Alternative 4A or 413). Also, Bypass Alternatives lA and 1B would be used by some travelers
moving between commercial uses on the north side of Blowing Rock and points south of Blowing
Rock. Bypass Alternatives 4A and 4B would not attract this traffic.
As shown in Table 2-13, a design hour LOS A would occur the full length of the bypass.
Improvements to US 321 would, however, be needed to maintain LOS C on existing US 321
between the southern end of the bypass and Green Hill Road (LOS D), between Goforth Road
and US 321 Business (LOS D), from the Food Lion driveway to US 221 (LOS D), and between
US 221 and Shoppes on the Parkway (LOS E). LOS D is typically acceptable in urban areas
when it is too costly or environmentally damaging to design for a better level of service, but LOS
C is preferred. The one LOS E is a result of heavy volumes on this short segment of US 321 that
is encompassed by traffic signals. LOS D on the other segments reflects a need for intersection
improvements and the lack of turn bays along existing US 321.
As shown in Table 2-14, intersections along US 321 would operate at the desirable LOS C in
2025 except at Sunset Drive (LOS F) and US 221 (LOS D). Improved signal timing and phasing
would help lessen the delays, but only geometric improvements to the Sunset Drive approaches
before 2025 would improve the intersection to better than LOS F. One of the unsignalized
intersections shows a LOS F on the worst leg of the intersection. This poor level of service
would be on the side street and not on US 321 or on the bypass In transportation planning, this is
acceptable so long as the overall intersection level of service is LOS C or better.
Since they would begin just north of Blackberry Road, Bypass Alternatives 4A and 4B would
include almost no road improvements on the existing road that would reduce crash rates. Like
Bypass Alternatives IA and 1B, they would reduce the traffic on the existing road, thus reducing
the opportunity for crashes. Traffic on the bypass would have the advantage of wider pavement,
gentler curves, wider shoulders, only a few intersections, and few opportunities for direct access
from adjoining properties.
2.4.4 Landscaping and Revegetation
Landscape architects prepared the landscape designs illustrated in Appendix D and contributed to
engineering design decisions to foster the development of landscape architectural design
treatments that would be both functional and aesthetically pleasing. These design treatments
incorporate elements of context sensitive design, reflect environmental and community concerns,
and include hard (e.g., lights, decorative walls, etc.) and soft landscape elements (e.g., plants).
These drawings represent conceptual landscape plans; final landscape plans would be developed
closer to project construction and made available to the Town of Blowing Rock for review and
comment before they are finalized.
Design Criteria
The design criteria for the landscape and replanting plans incorporated applicable elements of the
NCDOT's Roadside Environmental Unit's Guidelines for Planting within Highway Right-of-Way
(NCDOT, no date). The American Association of State Highway and Transportation Officials' A
Guide for Transportation Landscape and Environmental Design (AASHTO, June 1991) and the
FHWA's Flexibility in Highway Design (FHWA, 1997) were also consulted during the design
process. Design concepts developed by the NCDOT in late 1998 and presented in the March
1999 video also were considered.
The underlying concern of the design was that the roadway design alternatives possess the
functional and aesthetic qualities of good roadway design, while providing hard and soft
US 321 Improvements (R-2237C) 2-95 Final Environmental Impact Statement
landscape elements where warranted, incorporate native plant materials to the greatest extent
possible, and reflect the level of perpetual maintenance (do not want to plant what NCDOT is not
willing to maintain) to be provided. In addition to providing visual enhancement, the landscape
planting design would address slope stabilization, revegetation, and reforestation requirements.
To achieve the aforementioned design criteria, a plant materials list, and strategy for each of the
alternatives was developed.
A project plant list was developed from the "1994 Tree and Shrub Recommendations for
NCDOT Highway Plantings" (NCDOT, 1994d) and the Town of Blowing Rock's "Lists of
Recommended Trees and Shrubs" (Town of Blowing Rock, no date). The plant list includes
plant materials that are: 1) from Plant Hardiness Zone 5 or lower, 2) have proven success for
inclusion in transportation projects, and 3) are native to the northwest region of North Carolina.
Plant Materials
The proposed landscape plantings would include 2 to 5 feet tall deciduous trees on the slopes; 1.5
inch caliper deciduous trees on the slopes immediately adjacent to the roadside; and 3-inch
caliper trees in flatter areas or areas of prominence. Evergreen trees would range from 2 to 18
feet in height, with the smaller trees being planted on the slope areas and the larger trees being
planted on flatter areas.
There would likely be planting limitations on the proposed cut slopes. Excavations in excess of
20 feet are expected to expose the native stone, thereby eliminating a soil layer for planting.
Accordingly, the preliminary planting plans illustrate those areas where less than 20 feet of
excavation would occur and would allow trees to be planted upon the slope.
Preferred Alternative
In addition to the plant materials, the design for the Preferred Alternative includes several
additional features:
Sidewalks. The exiting sidewalk in front of the Green Park Inn is within a planned construction
easement. It would be restored as a hard landscape element to provide visual separation from
US 321 and the Green Park Inn and to serve as a functional accessory for patrons of the Green
Park Inn. Sidewalks would be built on the east side of US 321 (golf course side) from the Green
Park Inn to US 321 Business. New sidewalks would be built on both sides of the alignment from
US 321 Business to the Shoppes on the Parkway. The sidewalks would tie into existing or
planned sidewalk expansion by the Town of Blowing Rock, particularly at the intersection of US
321/US 221.
Street Lights. During the development of final landscape plans, decorative pedestrian lights
would be included at select locations along the entire project.
Reconstructed/Constructed Native Stone Walls. NCDOT will replace all existing stone walls
within the Town limits removed by the project with new in-kind stone walls.
At the suggestion of one citizen, the feasibility of a pedestrian bridge (overpass) at Sunset Drive
was considered. After analyzing the requirements for construction, it was determined that the
right-of-way needed would have too great an impact on the existing character of the intersection
physically and visually.
US 321 Improvements (R-2237Q 2-96 Final Environmental Impact Statement
Bypass Alternatives
Landscape treatments would include cut and fill slope planting along the entire length of all
alignments, including the neighborhoods through which these alternatives would pass.
Treatments for Bypass Alternatives 1A and 1B would differ in that Bypass Alternative IA would
require landscaping of a major fill east of Gideon Ridge and Bypass Alternative 1B would require
a deep cut at Gideon Ridge that would require landscaping along both sides of the alignment.
The Bypass Alternatives 4A and 4B corridor is primarily rural in nature and would require
extensive cut and fills along its length. Landscape treatments would be used to lessen the visual
impact of a new road in this area, including impacts to views from the Blue Ridge Parkway.
Bypass Alternative 4B would require less landscaping because its design includes more bridges,
which reduces the total number of cuts and fills.
2.4.5 Permits Required
A USACE Section 404 permit would be required under 33 CFR Part 323 for discharges of
dredged or fill material into Waters of the United States for any of the Build Alternatives. The
Clean Water Act provides for public notice and review of Section 404 permit applications, as well
as review by the US Fish and Wildlife Service and approval by the US Environmental Protection
Agency (EPA). Projects in trout waters require review by the NC Wildlife Resources
Commission (NCWRC). Additionally, an EPA National Pollutant Discharge Elimination System
permit for stormwater discharge would be required under 40 CFR Part 122.
A Water Quality Certification pursuant to Section 401 of the Clean Water Act would be needed
from the North Carolina Department of Environment and Natural Resources (DENR), Division of
Water Quality. This permit is required in association with the USACE Section 404 permitting
process.
Finally, a sedimentation and erosion control permit would be required from DENR. A local
blasting permit would be required from the Town of Blowing Rock.
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Chantey 3
Affected
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3.0 AFFECTED ENVIRONMENT
This chapter describes the existing conditions and characteristics in the project area that could be
affected by the project alternatives. The characteristics described are those relevant to the
assessment of direct, secondary, and cumulative impacts presented in Chapter 4. As appropriate
to the assessment of impacts, the information presented under each topic focuses on the project
area, the Town of Blowing Rock, Caldwell and Watauga counties in general, or other social and
natural regions. The following topics are addressed:
• Population, Economics, and Land Use, beginning on page 3-1;
• Neighborhoods and Community Services, beginning on page 3-17;
• Minority and Low-Income Populations, beginning on page' 3-20;
• Visual and Aesthetic Quality, beginning on page 3-21;
• Air Quality, beginning on page 3-33;
• Noise, beginning on page 3-34;
• Historic and Archaeological Resources, beginning on page 3-39;
• Parks and Recreation Areas, beginning on page 3-53;
• Fog, beginning on page 3-58;
• Ecological Resources, beginning on page 3-59;
• Floodplains and Regulatory Floodways, beginning on page 3-81;
• Hazardous Material Sites and Underground Storage Tanks, beginning on page3-84; and
• Utilities, beginning on page 3-84.
3.1 Population, Economics, and Land Use
This section provides a description of the population, employment, economic, and land use
characteristics of the project area. Also included in this section is a discussion of the history of
development, housing, comprehensive planning, and farmlands.
>! 3.1.1 History of Development
Blowing Rock
The Town of Blowing Rock has been a summer resort for more than 150 years. Its borders are
shown in Figure 1-2 in Chapter 1. By the end of the Civil War, a full-fledged summer resort
business had developed in Blowing Rock, and by the late 1800s the town had become one of the
US 321 Improvements (R-2237Q 3-1 Final Environmental Impact Statement
South's main summer resorts, as wealthy families sought to escape the flatland's heat and disease
(Buxton, 1989). In 1850, a toll road, currently US 321 and US 321 Business in Blowing Rock?,
was built across the Blue Ridge from Lenoir to Blowing Rock, facilitating traffic for tourists and
seasonal residents (Caldwell County, 1995). By the late 1800s, railroad expansion opened
Blowing Rock to tourists from other areas of the southeastern United States. The Town of
Blowing Rock was incorporated in 1889, and continued as a resort community through the 20th
century. During the 1970s and the 1980s, the town experienced considerable growth pressure that
led town leaders to adopt policies and ordinances to preserve the town's village atmosphere
(Watauga County, 1992).
Watauga County
Watauga County experienced growth pressure starting in the late 1960s as Appalachian State
University (ASU) expanded and the tourist industry developed. Between 1960 and 2000, the
population of the county more than doubled, increasing from 17,529 to 42,695 persons. Despite
the growth, Watauga remains a primarily rural county with one major population center (Boone,
which contains approximately 32 percent of the county's population). ASU is within the City of
Boone and has an enrollment of approximately 14,500 students. Watauga County's population
increases by an estimated 10,000 persons during the summer months, with seasonal residents in
the towns of Blowing Rock, Seven Devils, and Beech Mountain, as well as in the unincorporated
communities of Valle Crucis, Foscoe-Grandfather, Triplett, Aho, Bamboo and Todd (Watauga
County, 1992). Most of the project area is in Watauga County (see Figure 1-2 in Chapter 1).
Caldwell County
Caldwell County was organized in 1841. The economy of the county in the early days was based
principally on small farms and timber. In 1889, the first modern furniture factories were
organized in the county. By 1970, the county had 30 furniture plants and 20 related industries
employing 10,216 people. More wood furniture was produced in Lenoir and Caldwell County
than any other place in the south, earning Lenoir the nicknames "Furnitureland" and "The
Furniture Center of the South" (Caldwell County, 1995). The county's economic base continues
to be driven by manufacturing and the furniture industry. A small part of the project area is in
northern Caldwell County (see Figure 1-2 in Chapter 1).
3.1.2 Population
Permanent
Caldwell and Watauga Counties experienced continued but slow population growth from 1980 to
2000, as seen in Table 3-1. Caldwell County's population grew 4.4 percent from 1980 to 1990,
and 9.5 percent from 1990 to 2000. Watauga County's population grew by 16.7 percent from
1980 to 1990, and by 15.5 percent for the period 1990 to 2000. Blowing Rock, Caldwell County,
and Watauga County all grew at a faster rate than the state during the 1970s and 1980s. Since
1990, the rate of growth within Caldwell County has slowed to lower levels than surrounding
counties and the State of North Carolina. The census population figures do not include the
seasonal/part year residents.
The Town of Blowing Rock experienced little growth in its permanent population until the 1970s,
but grew by 66.9 percent during the period from 1970 to 1980. The permanent population of the
Town of Blowing Rock has not changed substantially, however, since 1980. The census
population figures for Blowing Rock in Table 3-1 include only the permanent population, and not
the large seasonal population.
US 321 Improvements (R-2237Q 3-2 Final Environmental Impact Statement I
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Table 3-1. Permanent Population in Town of Blowing Rock and
Caldwell and Watauga Counties
131mvi ng Rock' CaIdIFell C unty Watauga County NC
Year
Population % Change
from the
Previous
Dec e
Population
% Change
Population
% Change
% Change
1950 653 - 43,352 - 18,342 - -
1960 711 +8.9% 49,552 +14.3% 17,529 -4.4% +12.2%
1970 801 +12.7% 56,699 +14.4% 23,404 +33.5% +11.5%
1980 1,337 +66.9% 67,746 +19.5% 31,666 +35.3% +15.7%
1990 1,257 -6.0% 70,709 +4.4% 36,952 +16.7% +12.7%
2000 1,418 +12.8% 77,415 +9.5% 42,695 +15.5% +21.4%
Source: US Bureau of the Census
Seasonal
Blowing Rock's permanent population in 2000 was 1,418 (US Census, 2000). According to the
2000 census, approximately 47 percent of the dwelling units in Blowing Rock are used only
seasonally. In 2000, there were 812 permanent dwelling units and 712 seasonal dwelling units.
Blowing Rock's population rises to about 10,000 persons in the summer months, as estimated by
a Blowing Rock zoning administrator (conversation with Wayne Greene, March 22, 2000).
Population Forecast
The North Carolina Office of State Planning projects that the rate of population growth for
Caldwell and Watauga Counties will steadily decrease after 2000, as shown in Table 3-2. While
Watauga County's population increased by 15.5 percent (5,743 persons) from 1990 to 2000; the
population is expected to increase by 6,076 persons from 2000 to 2020. Caldwell County's
population increased by 9.5 percent (6,706 persons) from 1990 to 2000, and the population is
expected to increase by 9,841 persons from 2000 to 2020.
Table 3-2. Population Forecasts for Caldwell and Watauga Counties
E 2000 2010 2020
County 1990 %Change %, Change Change
Population 1990-2000 Population 2000-2010 Population 2010-2020
Caldwell 70,709 77,415 +9.5% 82,111 +6.1% 87,256 +6.3%
Watauga 36,952 42,695 +15.5% 45,514 +6.6% 48,771 +7.2%
Source: NC Office of State Planning
Social Groups
Table 3-3, Table 3-4 and Table 3-5 present statistics related to the population over the age of 65,
non-white population, and persons below the poverty line, respectively, in the Town of Blowing
Rock, the two counties (Caldwell and Watauga) and the state.
I US 321 Improvements (R-2237Q 3-3 Final Environmental Impact Statement
Table 3-3. Population Above Age 65
L Blowing Rock Caldwell County Watauga County North Carolina
Year
Total of Total
% o of n
`total
Percent
Total
Percent
Total
Percent
1950 ** ** 2,168 5.0% 1,192 6.5% 227,468 5.6%
1960 100.' 10.2% 3,020 6.1% 1,530 8.7% 314,375 6.9%
1970 166.' 12.6% 3,936 6.9% 1,979 8.5% 411,647 8.2%
1980 268 20.0% 6,369 9.4% 3,030 9.6% 605,822 10.3%
1990 300 23.9% 8,549 12.1% 3,931 10.6% 804,341 12.7%
2000 369 26.0% 10259 13.3% 4,683 11.0% 969,048 12.0%
' Based on population of Blowing Rock Township, US Bureau of the Census
Source: US Bureau of the Census
Table 3-4. Non-White Population
Blowing Rock (Caldwell Comm, n ItVatatwa County North Carolina
Vear Total % of Total
Population Total Percent Total Percent Total Percent
1950 ** ** 2,998 6.9% 228 1.2% 1,078,808 26.6%
1960 2.' 0.2% 3,497 7.1% 234 1.3% 1,156,870 25.4%
1970 2.' 0.2% 3,574 6.3% 225 1.0% 1,179,038 23.2%
1980 11 0.8% 4,007 5.9% 511 1.6% 1,423,387 24.2%
1990 13 1.0% 4,203 5.9% 1,022 2.8% 1,622,342 24.4%
2000 29 2.1% 6,398 8.3% 1,514 3.6% 21244,657 27.9%
' Based on population of Blowing Rock Township, US Bureau of the Census
Source: US Bureau of the Census
Table 3-5. Population Below Poverty Line
lolving Rock Caldwell County Watauga County North Carolina
Year Total % of Total
Population Total Percent Total Percent Total Percent
1950 ** ** ** ** ** ** ** **
1960 ** ** ** ** ** ** ** **
1970 ** ** 8,122 14.4% 5,703 27.8% 1,026,576 20.2%
1980 176 13.0% 7,046 10.4% 6,251 19.7% 870,501 14.8%
1990 145 11.5% 7,493 10.8% 6,994 18.9% 556,805 8.4%
2000 123 8.7% 8,161 10.5% 6,761 15.8% 958,667 11.9%
- vata not available
Source: US Bureau of the Census
Since 1950, the elderly population in Caldwell and Watauga Counties has closely resembled the
percentage of the population above age 65 in the state, marginally increasing over the years. The
percentage of population that is elderly in Blowing Rock, on the other hand, has been nearly
US 321 Improvements (R-2237Q 34 Final Environmental Impact Statement
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twice that of the state average and the surrounding counties since 1980. In 2000, more than a
quarter (26.0 percent) of Blowing Rock's population was over age 65.
The percentage of non-white residents in the Town of Blowing Rock, Caldwell County, and
Watauga County has remained relatively unchanged since 1950, with each jurisdiction having a
much smaller percentage of non-white residents than the State of North Carolina as a whole.
According to the 2000 Census, only 29 (2.1 percent) of Blowing Rock's 1,418 permanent
residents were non-white, as compared to 8.3 percent for Caldwell County, 3.6 percent for
Watauga County, and 27.9 percent for the state.
According to the 2000 Census, since 1970, the percentage of the population below the poverty
line (a household income at or below the Department of Health and Human Services poverty
guidelines) in Caldwell County has generally been less than for the state as a whole. Watauga
County, on the other hand, has had a higher percentage below the poverty line than the state; in
2000, Watauga County had 15.8 percent of the population below the poverty line, compared to
11.9 percent for the state of North Carolina as a whole. The Town of Blowing Rock experienced
a slight decrease in the percentage of population below the poverty line from 1990 to 2000, from
11.5 percent to 8.7 percent.
3.1.3 Economics and Employment Trends
Income
Table 3-6 compares median household income for the Town of Blowing Rock, Caldwell County,
Watauga County, and North Carolina for the period 1950 to 2000. This data was only available
for Blowing Rock for the years 1990 and 2000, and is included for comparative purposes for
those two years. In 1990, Blowing Rock had nearly the same median household income
($25,521) as Caldwell County ($25,691) and the State of North Carolina ($26,647), and was 26
percent higher than Watauga County ($20,252). By 2000, Blowing Rock had a substantially
higher median household income ($54,271) than Caldwell County ($35,739), Watauga County
($32,611), and the State of North Carolina ($39,184). From 1950 to 1980, the median household
income was generally higher for Caldwell County than for the state, and was generally lower for
Watauga County. In 1990, the state median household income surpassed that of both Caldwell
and Watauga Counties, a trend that continued through 2000. In general, since 1950 the median
household income for Caldwell County has been higher than that of Watauga County.
Table 3-6. Median Household Income
Year Blowing Rock Caldwell Count}' Watauga County North Carolina
1950 ** $2,074 $861 $1,868
1960 ** $4,092 $3,158 $3,334
1970 ** $7,955 $6,149 $7,025
1980 ** $14,552 $11,039 $14,481
1990 $25,521 $25,691 $20,252 $26,647
2000 $54,271 $35,739 $32,611 $39,184
** Data not available
Source: US Bureau of the Census
US 321 Improvements (R-2237Q 3-5 Final Environmental Impact Statement
Employment
In 1997, the total number of employed people in Caldwell County was 29,134. In Watauga
County, the 1997 total of employed people was 14,604. The two counties together comprise
1.4 percent of the state's total employment of 3,167,303.
Table 3-7 compares the employment statistics for Caldwell County and Watauga County to the
State of North Carolina overall for the years 1977, 1987, and 1997.
In 1997, the employment in Caldwell County was 55.4 percent manufacturing, 18.3 percent
wholesale and retail trade, 16.5 percent services, 4.7 percent transportation and public utilities,
and 5.1 percent others. The major employment opportunities in Caldwell County were in the
manufacture of furniture and textiles. Of the total manufacturing jobs, 57.6 percent were in
furniture. Textiles, a major industry in North Carolina, play a smaller role in the Caldwell
County economy with 8.2 percent of the manufacturing sector market. Overall the county's
economy has been highly dependent on the furniture and textiles manufacturing industries, which
are responsible for over one third of all jobs in the county.
Table 3-7. Employment by Sector
Cald?tell County N4atauga (ounty North Carolina
Sector
1997 1987 1977 1997 1987 1977 1997 1987 1977
Total 29,134 25,997 23,460 14,604 9,292 6,381 3,167,303 2,398,725 1,726,816
Agricultural
services, forestry,
(b) 23
(a) 91 39 25 21,898 11,219 5,013
and fishing (0.1%) (0.6%) (0.4%) (0.4%) (0.7%) (0.5%) (0.3%)
Mining (a) (b) (a) 33 (b) (a) 3,827
. 3,81
3 4,682
(0.2%) (0
1 /o) °
(0-10%) (0.3 /o)
Construction 920 941 623 1,076 653 380 197,727 151,909 104,034
(3.2%) (3.6%) (2.7%) (7.4%) (7.00%) (6.0%) (6.2%) (6.3%) (6.0%)
Manufactutin
Manufacturing 16,130 16,243 16,684 1,312 1,519 2,080 835,919 844,253 756,088
(55.4%) (62.5%) (64.20%) (9.0%) (16.3%) (32.6%) (26.4%) (35.2% (43.8%)
Transportation
and public 1,380 1,058 816 492 402 245 164,300 136,288 94,042
utilities
(4.7%)
(4.10%)
(3.5%)
(3.4%)
(4.3%)
(3.8%)
(5.2%)
(5.7%)
(5.4%)
Wholesale trade 921 562 829 470 331 412 183,702 143,053 109,899
(3.2%) (2.2%) (3.5%) (3.2%) (3.6%) (6.5%) (5.80%) (6.0%) (6.4%)
Retail trade 4,414 3,747 2,259 5,272 3,264 1,615 649,837 485,382 298,246
(15.2%) (14.40%) (9.6%) (36.1%) (35.1%) (25.3%) (20.5%) (20.2%) (17.3%)
Finance,
insurance, and 485 404 300 536 630 283 174,802 128,635 90,410
real estate (1.7%) (1.6%) (130/,) (3.7%) (6.8%) (4.4%) (5.5010) (5.40/6) (5.2%)
Services 4,812 2,952 1,929 5,321 2,401 1,315 934,520 488,990 262,531
(16.5%) (11.4%) (8.2%) (36.4%) (25.8%) (20.6%) (29.5%) (20.4%) (15.2%)
Unclassified (a) (b) - 1 (b) (a) 771 5,183 1,881
establishments (0.2%) (0.10/.)
Note: Excludes most government employees, railroad employees, and self-employed persons. Percentages represent share of total
employment.
(a) 0-19 employees
(b) 20-99 employees
Source: County Business Patterns, US Census Bureau
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For the past three decades, Watauga County has had a diversified economic base, comprised of
manufacturing, retail, educational, service, and tourism. Since 1981, the county has been losing a
substantial number of its manufacturing jobs because of plant closings and cutbacks. By 1997, as
shown in Table 3-7, manufacturing accounted for only 9.0 percent of the employment in the
county. The largest sector of the work force was retail/wholesale trade with 39.3 percent of the
jobs, followed by services at 36.4 percent, 7.3 percent construction, and 8.0 percent others.
Employment in Blowing Rock and its immediate environs is primarily retail and service-oriented.
Tourism and Retail
The tourism and retail sectors have experienced extraordinary growth during the past 20 years,
offsetting the losses in manufacturing. The population of Blowing Rock swells from
approximately 1,600 (including some temporary residents) during the off-season, up to 10,000 (as
described above under "Seasonal") during the summer months. This dramatic increase is because
of the influx of short-term vacationers who rent vacant or for-rent housing units for short periods
of time, as well as the return during summer months of homeowners who live elsewhere during
the off-seasons, leaving their homes vacant during those periods of absence.
Tourism accounts for approximately 2,430 jobs in Watauga County that cumulatively earned
over $31 million in 1997. Tourists spent over $120 million in the same year and tourism
contributed $4.12 million in local tax revenue. Approximately 25 percent of the jobs in
Watauga County are tourism-related. Blowing Rock has sponsored or supported numerous
tourism-related events and attractions to nurture this important sector of the local economy,
including Art in the Park exhibitions, Independence Day festivities, Blowing Rock Stage
Company performances, and others.
Although tourism brings in large amounts of revenue for the county, many of the tourism-related
jobs are low paying and seasonal. Some residents are forced to seek employment outside the
county because they can no longer afford to live there on low wages.
Blowing Rock has developed into a foremost recreational destination. The old downtown area
includes a myriad of craft boutiques, antique shops, and restaurants that contribute to Blowing
Rock's small town charm and draw many to stay there each year. The Green Park Inn,
established in 1882, and the Blowing Rock Country Club golf course serve as an anchor for the
National Register of Historic Places-listed Green Park Historic District.
One attraction is The Blowing Rock, named for a Cherokee legend and lends its name to the
town. According to the legend, when an object is thrown from this rock, it is said to be blown
directly back by winds, resisting gravity's pull. As one of North Carolina's oldest attractions,
the site brings people to Blowing Rock year round. The site offers spectacular views of the
valley below.
The Town of Blowing Rock has over 80 hotels, motels, inns, and resorts ranging from rustic to
extravagant. In addition to the Green Park Inn, one of the oldest accommodations that brings
repeat customers is the Chetola Mountain Resort, founded in 1846 as a privately owned
recreational and therapeutic estate. The Chetola Resort is immediately west of the intersection of
US 321 and US 221, bordered on the east by Lake Chetola and the "Shoppes on the Parkway"
shopping center. While the hotel business is slow during the early winter and spring, these
establishments are largely booked for the duration of the summer and into fall, when tourists
come to view the fall foliage. Bookings may or may not be heavy during the ski season,
depending on weather conditions.
US 321 Improvements (R-2237C) 3-7 Final Environmental Impact Statement
Blowing Rock offers over 30 restaurants, again reflecting the high rate of tourism. Like many of
the shops along Main Street, a substantial percentage of these restaurants are seasonal, usually
open from May through October. During the winter, the town caters to a smaller, but consistent,
stream of visitors who come to ski at one of the local mountains. There are five resorts in the
region, as well as the French-Swiss Ski College.
In addition to hosting short-term visitors, Blowing Rock has a sizable second home market. The
2000 Census lists 46.7 percent of the housing units in Blowing Rock as vacant for seasonally,
recreational, or occasional use. Real estate sales in Watauga County amounted to $39,795,500 in
1999 alone, up from $9,759,200 in 1990. Further, Blowing Rock building permit values
increased from $5,021,724 in 1990 to $16,193,120 in 1999.
The "Shoppes on the Parkway," at the intersection of US 221 and US 321 in Blowing Rock, is a
discount shopping mall. The mall is similar to many that have been developed throughout the
United States, typically in areas of high tourism. A substantial share of the sales activity at this
mall is tourist-oriented.
The single largest employer in Watauga County is Appalachian State University (ASU), north of
the project area in the City of Boone. The Watauga County Economic Development Commission
estimated the annual economic impact of the University at $407 million in 2000.
Housing Growth in Blowing Rock and Caldwell and Watauga Counties
Population growth in the Town of Blowing Rock, Caldwell County and Watauga County has
been accompanied by new housing development. Table 3-8 shows the growth of total housing
units in Caldwell County and Watauga County from 1950 to 2000 and in the Town of Blowing
Rock from 1980 to 2000. A surge in new housing units in Caldwell County and Watauga County
between 1970 and 1980 corresponds to a substantial increase in population during this time
period.
Table 3-8. Housing Units in Town of Blowing Rock and Caldwell and Watauga Counties
Blovvin Roma Caldw Cownty; N t4;aWmy
Year
Total
® % Change
Since Last
Decade
Total
% Change
Total
% Chan
1950 ** ** 11,082 - 4,945 -
1960 ** ** 13,870 +25.2% 5,554 +12.3%
1970 ** ** 18,064 +30.2% 8,595 +54.8%
1980 1,214 - 25,557 +41.5% 14,662 +70.6%
1990 19427 +17.5% 29,454 +15.2% 19,538 +33.3%
2000 1,524 +6.8% 33,430 +13.5% 23,155 +18.5%
** Data not available
Source: US Bureau of the Census
US 321 Improvements (R-2237Q 3-8 Final Environmental Impact Statement I
'
s population between 1980 and 2000 (Table 3-1) to
When comparing the Town of Blowing Rock
the growth in housing units during the same period, it appears that most of the increase in housing
units is related to seasonal housing. The number of housing units increased by 213 (17.5 percent)
while the permanent population decreased by 80 persons (6 percent). By 2000, the growth in
housing units increased at a rate closer to that of the permanent population.
Building Permits
As shown in Table 3-9, the number of single-family residential building permits issued annually
by the Town of Blowing Rock increased from nine in 1990 to 38 in 1998, reflecting the steady
increase in permits issued in both Caldwell and Watauga counties and statewide. In this same
period, the number of permits issued in North Carolina more than doubled. The number of
building permits issued in Blowing Rock declined in 1999 and 2000 to 27 from a 1998 high of
but remained consistently higher than the number issued prior to 1996.
38
,
i
Table 3-9. Single-Family Building Permits Issued
(Percent Change from Previous Year)
t
1
F11
f
Fear Blowi 9 Roc r Caldlr l County NVatau Count, North Carolina
9 276 248 30,471
1990 H H (r) (-)
17 273 263 30,648
1991 (+88.9%) (-1.0%) (+6.0%) (+5.8%)
16 305 299 38,896
1992 (-5.9%) (+11.7%) (+13.7%) (+26.9%)
12 348 318 42,675
1993 (-25.0%) (+14.1%) (+6.4%) (+9.7%)
15 286 295 46,425
19,94 (+25.0%) (47.8%) (-7.2%) (+8.8%)
17 322 307 47,182
1995 (+13.3%) (+12.6%) (+4.1%) (+1.6%)
17 368 339 51,441
1996 (+0.0%) (+14.3%) (+10.4%) (+9.0%)
27 310 346 54,654
1997 (+58.8%) (-15.8%) (+2.0%) (+6.2%)
38 346 381 61,319
1998 (+40.7%) (+11.6%) (+19.1%) (+12.2%)
27 448 461 62,616
1999 (-28.9%) (+29.5%) (+30.0%) (+2.1%)
2000 7 Not Available Not Available Not Available
(0
Source: Town of Blowing Rock and North Carolina Department of Labor
Housing Value
Because US Census data for housing values only accounts for owner-occupied units, information
on the average value of all housing units in the counties and Town of Blowing Rock is not
available. But the US Census data does indicate that Caldwell County and Watauga County
experienced a substantial increase in the median value of owner-occupied housing between
1970 and 1980 (187.9 percent and 205.7 percent increase from ten years previous,
respectively), as shown in Table 3-10. These increases are consistent with the increase seen
US 321 Improvements (R-2237Q 3-9 Final Environmental Impact Statement
Table 3-10. Housing Values in Town of Blowing Rock and Caldwell and Watauga Counties
Blowing Rock Caldwell CountN Watauga County North Carolina
Year N edian
Value %
® Change Median
Value %
iAange Aledian
Value, ? %
Change Median
Value %
Chan e
1950 ** ** $3,804.' - $4,765.1 - $4,901.1 -
1960 ** ** $6,300.2 +65.6% $9,000. +88.9% $8,000.2 +63.2%
1970 ** ** $10,700.2 +69.8% $14,100.2 +56.7% $12,800 +60.0%
1980 $53,000.2 - $30,800.2 +187.9% $43,1002 +205.7% $36,000 +181.3%
1990 $98,400 +85.7% $51,600 +67.5% $73,200 +69.8% $65,800 +82.7%
2000 $252,000 +156.1% $86,700 +68.0% $139,300 +90.3% $108,300 +64.6%
' Owner-occupied 1 dwelling-unit properties, US Bureau of the Census
2 Owner-occupied units, US Bureau of the Census
**Data not available
Source: US Bureau of the Census
across the state as a whole (181.3 percent) during that period. Since 1950, the median value of
owner-occupied housing in Caldwell County has generally been lower than the North Carolina
median value, while Watauga County's median house value has been slightly higher than the
state median value. In 2000, the median value of owner-occupied houses in the Town of
Blowing Rock was $252,000, compared to $108,300 for the state.
Vacancy Rates
Vacancy rates, shown in Table 3-11, also provide insight into the growth of seasonal housing in
the Town of Blowing Rock and Caldwell and Watauga counties. These rates are based on the
number of housing units that are not occupied when the US Census is taken (in April) compared
to the total number of housing units. Vacancies do not necessarily indicate a seasonal housing
unit, but they do serve as a reasonable measure, particularly when weighed against the state
vacancy figures. A comparison to the state's vacancy rate of 11.1 percent in 2000 reveals the
significance of seasonal housing, especially in Blowing Rock and Watauga County. The
proportion of vacant residences in Watauga County (28.6 percent) was 2.5 times the state rate
(11.1 percent) in 2000, while the proportion of vacant residences in Blowing Rock (56.7 percent)
was approximately five times the state rate.
Table 3-11. Housing Vacancy Rates in Town of Blowing Rock and
Caldwell and Watauga Counties
Blowing Rock
Caldwell Lunt)
Watauga County e
North Carolina
Year Housing
Units °/1
Vacant Housing
Units %
Vacant
Housing
Units
%
Vacant
Housing
Units "
/o
Vacant
1980 1,227 33.7% 25,557 6.4% 14,662 17.4% 2,274,737 8.0%
1990 1,427 60.9% 29,454 7.7% 19,538 29.9% 2,818,193 10.7%
L 2000 1,519 56.7% 33,430 8.0% 23,155 28.6% 3,523,944 11.1%
Sources: US Bureau of the Census, NC Data Center, Region D Council of Governments
US 321 Improvements (R-2237C) 3-10 Final Environmental Impact Statement I
3.1.4 Existing Land Use
Project Area Summary
The project area is in western North Carolina and encompasses a part of northern Caldwell County
and a part of southern Watauga County, including the resort community of Blowing Rock. Land
use in the project area includes scattered rural residential development in Caldwell County and
eastern Blowing Rock, as well as concentrated low-density residential, commercial, and recreational
development in Blowing Rock both east and west of US 321. Within Blowing Rock, US 321
passes through the Green Park Historic District, which is listed in the National Register of Historic
Places. US 321 passes adjacent to the Green Park Inn and the Blowing Rock Country Club golf
course, which are included in the historic district. Development along US 321 in the southern
portion of Blowing Rock is primarily low-density residential, while the primary development along
US 321 in the northern portion of Blowing Rock is commercial. Development in Blowing Rock off
of US 321 is primarily single-family residential. The Blue Ridge Parkway is to the north of
Blowing Rock. Within Caldwell and Watauga Counties the Blue Ridge Parkway provides a
significant source of recreational open space for local residents and national visitors to the area.
The Parkway is eligible for listing on the National Register of Historic Places. The Blowing Rock
Assembly Grounds is adjacent to the Parkway. Between the Blue Ridge Parkway and Aho Road
(the northern boundary of the project area), the small amount of development is primarily rural
residential. Along US 321, between the Parkway and Aho Road, there are a few commercial
establishments on the east side. At the intersection of US 321 and Aho Road, there is a mobile
home park. A generalized land use map is presented in Figure 3-1.
Existing Land Use
Residential. The principal concentration of residential development in the project area is in the
Town of Blowing Rock. Residential densities are the greatest there, and in many instances
shrubbery, ornamental trees and private fences are directly adjacent to US 321. Approximately
82 single-family dwellings within Blowing Rock are in proximity (either direct access or second
tier lots) to US 321. Most are within 1.3 miles of the town's southern limits (south of US 321
Business). Twenty-six residential units have direct access to the existing US 321 right-of-way
within Blowing Rock. Setbacks from the roadway vary from 50 feet to 250 feet. The majority of
the residential structures along US 321 are free standing single-family dwellings, although some
units are multifamily. The condition of the dwelling units varies widely, although the majority
are in good condition. The project area to the east of US 321 is primarily low density residential,
including the Green Hill and Wonderland Drive neighborhoods.
A few multifamily dwellings are in Blowing Rock along US 321. The six-unit Blackberry Ridge
condominium is on US 321, 1/2 mile south of the Watauga/Caldwell County border. Two
multifamily dwellings are adjacent to US 321 on the west side at its intersection with Pinnacle
Avenue and Fairway Villas condominiums are on the opposite side of US 321.
The Bailey Camp community is approximately 1.5 miles south of Blowing Rock, near the
southern terminus of the project area. About six residences are close to the existing roadway in
this area. Scattered rural homes are on the hillside overlooking Blackberry Valley near US 321.
Two families live along Thunder Mountain Road north of the Blue Ridge Parkway. At the
intersection of US 321 and Aho Road, there is a mobile home park.
Commercial. Approximately 41 commercial establishments are along US 321 in Blowing Rock.
They are highway-oriented businesses, including gas and convenience stations, gift and craft
stores, hotels, restaurants, grocery stores, and furniture stores.
US 321 Improvements (R-2237Q 3-11 Final Environmental Impact Statement
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LEGEND
------ Blowing Rock
Assembly Grounds
Boundary
e e Single Family
Residential
© Park & Recreation
® Commercial
Institutional
Hotel
® Vacant Land
snommo.... Bypass Alternative
NN=ums Bridge
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NOTE. Police station, fire station, EMS,
hospital and elementary school are to
the west of the map area.
Figure 3-1
Existing
Land Use
Within Blowing Rock, the Green Park Inn is a prominent business establishment and a historic
structure. Access and parking for the Inn are adjacent to US 321 and across US 321 from the Inn.
The Blowing Rock Country Club and golf course, in proximity of the Green Park Inn, are also
adjacent to US 321. North of the Green Park Inn, the fourth hole of the current 18-hole course is
adjacent to the eastern border of US 321.
r Other Blowing Rock commercial properties that are near US 321 and south of its juncture with US
321 Business are the Gideon Ridge Inn (high on a ridge, with no direct access to US 321) and
Canyon's of the Blue Ridge Restaurant at the intersection of Pinnacle Avenue and US 321.
Between its two junctures US 321 Business and with US 221, US 321 has approximately 33
commercial establishments, including motels, restaurants, a community shopping center, gift stores,
gas stations, and offices. The Shoppes on the Parkway outlet mall is just north of the intersection
with US 221.
Industrial. No industries exist within the project area.
Institutional. The Blowing Rock Elementary School is outside of the project area on Sunset
Drive between US 321 and US 321 Business in Blowing Rock, approximately 1,300 feet west of
US 321. No public schools are within the project area.
Eight churches are along or near US 321, or are within the general project area. They are:
• Church of the Epiphany
• United Church of Christ, Blowing Rock Assembly Grounds
• Bethany Baptist Church
• St. Mark's Lutheran Church
• Bailey Camp Missionary Baptist Church
• Church of God in Blowing Rock
• Christian Science Society in Blowing Rock
• First Independent Baptist Church
One cemetery, the Greene Cemetery, is near the US 321 right-of-way in Caldwell County, just
north of and across from St. Mark's Lutheran Church, at the southern end of the project area.
3.1.5 Comprehensive Planning
Caldwell County, Watauga County and the Town of Blowing Rock all have comprehensive land
use plans that guide development within the project area. Caldwell County and Blowing Rock
have zoning ordinances, while Watauga County has not adopted a zoning ordinance. The
following provides a description of the planning objectives and the future land use goals of each
of these jurisdictions, as defined in the respective comprehensive plans. Figure 3-2 illustrates the
combined zoning classifications for the project area.
The Blue Ridge Parkway also conducts comprehensive land use planning for guiding
development within its boundary. There are strategic and annual work plans that guide
management of the Parkway and the park is currently preparing a general management plan that
is very similar to a county comprehensive land use plan.
1
US 321 Improvements (R-2237Q 3-13 Final Environmental Impact Statement
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LEGEND
Rural Residential (R-R)
Residential 15 (R-15)
® Residential 10 (R-10)
- - : • Residential 6 (R-6)
Planned Unit Development
R-6 (PUD R-6)
Residential Multi-Family
(RMF)
® General Business (GB)
Figure 3-2
' Generalized Blowing
R-R i. €'•. it
Rock, Watauga County
` and Caldwell County
' a y Zoning Ma
Caldwell County
Caldwell County has an official countywide zoning ordinance and zoning map. The US 321
corridor is zoned R-R (Rural-Residential). The regulations of this district are intended to
discourage any use that, because of its character, would substantially interfere with the
development of single family residences in the district and would be detrimental to the quiet
residential nature of the areas included within this district. Manufactured homes are not allowed
within this district. In general, uses that are permitted include: single-family dwellings with a
minimum lot area of 20,000 square feet (0.46 acre); accessory buildings to residential uses;
agriculture or horticulture; churches; and home occupation businesses. Existing businesses and
mobile homes are classified as non-conforming uses. The area in Caldwell County that is east of
US 321 is zoned RA-20 (Residential - Agricultural District). The principle use of land within
this district is for residential and agricultural purposes. Modular homes and manufactured homes
are permitted uses.
Caldwell County's Comprehensive Plan was adopted in 1995. !The plan notes that the county has
experienced steady growth over the last 100 years and has shifted from an agricultural economy
to an industrial economy. Agriculture still plays an important role in the county's economy,
however, particularly in the southern portion of the county. The plan anticipates that limited
residential development will occur to the extreme north near the Watauga/Caldwell County line at
Blowing Rock, and that commercial development potential is closely related to residential land
use. According to the plan, much of the commercial development is projected to occur in or near
Lenoir and Hudson along the major transportation routes, well away from the project area.
Development is limited in the project area because of the lack of available sites with both water
and sewer services and appropriate zoning requirements. The Comprehensive Plan also contains
a series of broad, long-range objectives for the future development of Caldwell County. Among
these goals are the following, which relate to the US 321 improvements project:
• Coordinate the physical, economic and social development of Caldwell County;
• Provide an environment for living encompassing all the institutions, services and facilities
necessary for the convenience and well-being of residents;
• Encourage a unified approach to the related problems and potentials of physical development
that will promote the general welfare of the residents of Caldwell County; and
hi
h
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h
f l
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ways coord
nate
w
t
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e pattern o
• Provide a comprehensive system of streets and
use to achieve the safe, efficient movement of people and goods in the County.
W
C
ounty
atauga
Watauga County does not have a countywide zoning ordinance, but does have a comprehensive
plan, adopted in 1992. The purpose of the plan is "to stimulate actions which will improve or
enhance the overall quality of life in Watauga County." As part of the Comprehensive Plan
process, citizens identified the county's strengths and weaknesses. Among the county's most
commonly cited strengths were: aesthetics, the environment, natural beauty, clean air and water,
friendly people, recreation, services, and the presence of ASU. The two most common
weaknesses identified were transportation and over development, or uncontrolled growth. These
US 321 Improvements (R-2237Q 3-15 Final Environmental Impact Statement
strengths and weaknesses helped to identify key issues, which were in turn addressed by county
goals. The following general goals were established:
• Preserve and improve the physical environment, especially water quality;
• Protect and maintain the rural atmosphere and visual quality of the county;
• Strive for a stable, balanced local economy; and
• Improve transportation in the county.
Blowing Rock
The Town of Blowing Rock has a zoning ordinance and zoning map. The zoning districts along
US 321 are R-15 (low density residential), R-IOM (medium density residential) and R-6M (high
density residential) residential from the southern town limits to US 321 Business, and general
business (GB) between US 321 Business and US 221. The eastern part of town, including the
Green Hill Road and Wonderland Drive areas, are zoned R-15. (See Figure 3-2.) The R-15
zoning district is intended to be a low-density residential district in which single-family
residences constitute the predominant use. The R-IOM district is a medium density residential
district in which multi-family residences are the primary use. The R-6M district is a higher
density residential district in which two-family and multi-family residences predominate. The
GB district is designed to accommodate the widest range of commercial activities permitted
within the town, particularly those that are auto-oriented (Town of Blowing Rock, 1999).
The Blowing Rock Comprehensive Plan (2004) contains policy statements for the future growth,
development, and protection of the quality of life for the town's residents. The policy statements
in this plan address residential development, natural resources and historic preservation,
recreation and cultural resources, economic development, and community services. It also
contains a plan implementation and maintenance schedule.
The overall direction of the document is the preservation of the resort village character of
Blowing Rock. According to the plan, the town is characterized by natural scenic beauty and
historic village atmosphere and that character should be the standard for determining the
"appropriateness" of new development in the administration of land use codes. The plan stresses
the preservation of historically significant buildings, walls, and other structures, as well as the
preservation of the characteristic natural vegetation. Additionally, the plan specifically addresses
the nature of commercial development in the town, focusing on the necessity of maintaining the
"upscale" appearance and character of the community.
The plan also calls for improvements to US 321 from US 321 Business to US 221. The plan
states that the roadway "... should be improved to include curb and gutter, sidewalks, coach
lights, landscaping, and proper NCDOT standard driveway connections with curb stops to
promote the village character and public safety." The plan does not specify a recommended
number of travel lanes.
Blue Ridge Parkway
While the Blue Ridge Parkway has no zoning or management jurisdiction that extends beyond the
boundary it does greatly influence the local tourism economy, transportation system
US 321 Improvements (R-2237Q 3-16 Final Environmental Impact Statement
r '
s strategic plan
improvements and recreational open space for local communities. The parkway
and corridor management plan set forth several purposes for which the Parkway is managed:
Mountains National Parks b
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nd Gr
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"national rural parkway"- a recreational destination-oriented motor road traveling through a
variety of scenic ridge, mountainside and pastoral farm landscapes.
• Manage the scenic, natural and cultural resources of the Parkway's designed and natural areas
to preserve the integrity of resources and to provide a quality visitor experience.
• Influence the protection of the scenic, natural and cultural resources of the Parkway's
designed and natural areas to preserve the integrity of resources and to provide a quality
visitor experience.
• Conserve and provide for the enjoyment and understanding of the natural resources and
cultural heritage of the Central and Southern Appalachian Mountains.
• Provide opportunities for visitors to experience the scenic qualities, recreational uses and
natural and cultural resources of the Blue Ridge Parkway and its corridor.
3.1.6 Farmlands
The US Department of Agriculture, Natural Resource Conservation Service (formerly Soil
Conservation Service) has identified three general categories of important farmland soils -- prime,
unique, and statewide and local important. Prime farmlands consist of soils that are best suited
' for producing food, forage, fiber, and oilseed crops. Such soils have properties that are favorable
for production of sustained high yields with minimal inputs of energy and resources. Farmland of
statewide and local importance consists of soils that do not meet all of the requirements for prime
farmland because of steepness of slope, permeability, susceptibility to erosion, low available
water capacity, or some other soil property. Statewide and locally important farmland, however,
is considered valuable in the production of crops when managed according to modern farming
methods, including drainage to control excess water. Soils that have a special set of properties
that are unique to producing certain high-value crops meet the requirements for unique farmland.
About seven percent, or 20,686 acres, of Caldwell County meets the requirements for prime
farmland. There is no statewide or locally important farmland in Caldwell County. About 2.5
percent, or 5,140 acres, meets the requirements for prime and statewide (but not locally)
important in Watauga County. There is no prime, statewide, or locally important farmland within
the project area.
3.2 Neighborhoods and Community Services
3.2.1 Communities and Neighborhoods
Caldwell County
The Caldwell County portion of the project area is in Patterson Township and consists primarily
of the Blackberry Valley/Bailey Camp community area. Patterson Township, as a whole, is
predominantly white (99 percent), with an elderly population of 13 percent and a low-income
population of 12 percent. These figures are slightly higher than those for the county as a whole
r
US 321 Improvements (R-2237Q 3-17 Final Environmental Impact Statement
(US Census, 2000). The median household income for the township is $21,767 compared to
$25,691 for Caldwell County.
Blackberry Valley/BaileCmp Communi Area. The Blackberry Valley/Bailey Camp
communities are sparsely populated and rural, consisting largely of farms and forest. The area,
approximately 1.5 miles southeast of Blowing Rock, is traversed by unpaved, narrow, winding
roads with sections of steep grades. The two primary roads are Blackberry Road and Bolick
Road. Blackberry Road is paved. Most homes are in the valleys, although some are clustered on
ridges and upland slopes. Community facilities include two churches, a school and a "country"
store. Several cemeteries are in the area. Along US 321, one can find a few single-family homes
and the former Valley View Motel (renovated for condominiums), which overlooks Blackberry
Valley. Blackberry Ridge condominium, a six-unit multi-family structure, is on the east side of
US 321 north of this area.
Blowing Rock. The southern end of Blowing Rock is in Caldwell County and consists primarily
of low-density, single-family units west of US 321.
Watauga County
The Watauga County portion of the project area consists primarily of the Town of Blowing Rock
and the area north of the Blue Ridge Parkway. The town is approximately 99 percent white, with
an elderly population of 24 percent (compared to 96.5 percent and 11 percent, respectively, for
Watauga County). According to the Blowing Rock zoning administrator, the seasonal population
is as high as 10,000, just over seven times the permanent population in 2000. Census figures
indicate that 46.7 percent of the dwelling units in Blowing Rock are vacant for seasonal,
recreational, or occasional use In 2000, the median income for Blowing Rock was $54,271
compared to $32,611 for Watauga County (US Census, 2000).
Green Hill/Green Hill Road Area. This area of Blowing Rock consists primarily of single-family
second homes, many overlooking the Blackberry Valley/Bailey Camp area. Traveling north on
Green Hill Road nearing the Blue Ridge Parkway, development transitions into a more rural, farm
community. New second home subdivisions are developing adjacent to Green Hill Road. The
Blowing Rock Country Club golf course and a church are also in this area.
The farming community near the north end of Green Hill Road includes the Craig farm. The
Craig property is adjacent to the Blue Ridge Parkway on Green Hill Road and between the Blue
Ridge Parkway and Blowing Rock Assembly Grounds and north of the Parkway. The property
was split in 1935 when right-of-way was acquired for the Blue Ridge Parkway. The construction
of Green Hill Road and Wonderland Drive further divided the original property. Descendants of
the Craig family own individual homes in the area.
Wonderland Drive Area. This area lies between Green Hill Road and Goforth Road. Many of
the homes along this winding, paved road are adjacent to the golf course, and much of the land
along it was subdivided for residential development, and new local streets have been built, in the
last seven years.
Possum Hollow Road Area. This area, east of US 321, extends from Sunset Drive to the US
321/Shoppes on the Parkway intersection. It contains a mixture of old and new homes and some
commercial properties near the intersection of Possum Hollow Road and US 321. An electrical
substation is also near this intersection. The First Independent Baptist Church, the former
Blowing Rock Negro Community Church, is near Possum Hollow Road. The entrance to the
Hillwinds Estates subdivision is on Possum Hollow Road.
US 321 Improvements (R-2237Q 3-18 Final Environmental Impact Statement I
Thunder Mountain Road/Aho Road Area. This area lies just north of the Blue Ridge Parkway
and includes a cluster of homes on Thunder Mountain Road and its environs and a mobile home
park on Aho Road at its intersection with US 321. Near the Parkway, the area consists largely of
farmland and forest.
1 3.2.2 Community Facilities and Resources
Schools
No schools are on US 321. Blowing Rock Elementary School is on Sunset Drive, between
US 321 and US 321 Business. Existing school bus routes for both the elementary school and
Watauga High School in Boone use US 321. The school buses load and unload children at
designated bus stops along US 321. The buses frequently enter and exit US 321, but because of
the arrangement of the route, the children do not need to cross the roadway to load or unload.
Public Transportation
AppalCART, a federally and locally subsidized transportation service in Boone, serves ASU and
provides access for the elderly to shopping areas. Although service to Blowing Rock is not a
designated Appa1CART route, a partnership between Appa1CART and a local Human Service
agency provides a van for morning and afternoon service, Monday through Friday and a mid-
morning and mid-afternoon service on Mondays, Tuesdays and Fridays. Ridership averages six
passengers per trip. Currently there is no commercial bus service to Blowing Rock. As of 2004,
Greyhound Lines, Inc. is considering reestablishing a discontinued service from Charlotte to
Boone via US 321, however, it is not known whether a station will be placed in Blowing Rock.
Hospitals
Hospitals that serve the project area are:
• Blowing Rock Hospital in Blowing Rock;
• Watauga County Hospital in Boone; and
• Caldwell Memorial Hospital in Lenoir.
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US 321
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Fire and Police Protection
Blowing Rock has one volunteer fire station that serves a five-mile radius around the town,
including the area in the North Caldwell Fire Services District. The station is on Park Avenue, a
block west of US 321 Business and adjacent to the Police Department and City Hall. The Town
of Blowing Rock has identified and purchased a parcel on the east side of US 321 south of Sunset
Drive for a new fire and emergency medical service station. The new station will increase the
volunteer fire department's ability to respond in a timely manner to emergencies. Blowing Rock
has ten police officers, whose jurisdiction is within the Blowing Rock town limits. Police
protection along the remainder of the corridor is provided by the Caldwell County and Watauga
County Sheriff's Departments.
Ambulance Service
The Town of Blowing Rock has 15 trained volunteers, three ambulances, and a crash truck,
serving a 5-mile radius around the town. Secondary response service is provided by Watauga
County Emergency Medical Service (EMS) in Boone. The Lenoir Ambulance Service and the
' US 321 Improvements (R-2237Q 3-19 Final Environmental Impact Statement
Caldwell County Protective Services Department are responsible for the remainder of Caldwell
County along US 321.
National Parks System Units
The Blue Ridge Parkway is administered as a national Parkway by the National Park Service, an
agency of the federal government. Some 26.5 miles of the Blue Ridge Parkway traverses
Watauga County offering 55 view areas - 17 overlook parking areas and 38 roadside vistas. Just
south of the current US 321 crossing of the Parkway is the 3500-acre Moses Cone Memorial Park
that is also administered by the Blue Ridge Parkway. Only two view areas are directly affected
by the bypass alternatives, while no other Parkway visitor facilities are within the alternative
corridors.
National Forest
South of US 321 Business, the Pisgah National Forest lies to the west of this section of US 321.
The Grandfather Ranger District of the Pisgah National Forest includes 187,000 acres that are
between I-40 at Ridgecrest, North Carolina, and US 321 near Blowing Rock, and between the
Blue Ridge Parkway and the foot of the mountains to the south of the Parkway. No formal
recreation areas or facilities in the forest are near US 321. The national forest is west of private
property abutting US 321. Thus, no part of the national forest lies within the alternative
corridors.
3.3 Minority and Low-Income Populations
3.3.1 Minority and Low-Income Definitions
"Minority" is defined here as Black, Hispanic, Asian American, American Indian or Alaskan
Native populations. Low-income is defined here as a household income at or below the
Department of Health and Human Services poverty guidelines (Federal Highway Administration
(FHWA), December 1998). A minority population or a low-income population is any readily
identifiable group of minority or low-income persons who live in geographic proximity, and, if
circumstances warrant, geographically dispersed/transient persons who would be similarly
affected by a proposed transportation improvement.
3.3.2 Concentrations of Minority and Low Income Populations
Census tract and block group data from the 2000 US Census were used to identify any
concentrations of minority and low-income populations. The 2000 Census contains the most
current information available at the block group level of detail. Table 3-12 shows the distribution
of non-white and low-income populations at the block group level for the project area, as well as
for the town of Blowing Rock and Caldwell and Watauga Counties. In some instances, the block
group areas are larger than the project area, but all block groups that are either adjacent to or
traversed by any of the project alternatives were included.
The data illustrated in Table 3-12 indicate that minority residents and low-income residents are not
disproportionately represented in the project area. None of the four block groups in the project area
has more than a 2.5 percent non-white population. The percent of Hispanics in the four block
groups in the project area is similar. Block group 2 (of census tract 980800) (with 22 non-white
minority persons and three Hispanic persons in 2000) has US 321 north of the US 321 Business
intersection as its eastern border, an area of mostly commercial development. Thus, it is unlikely
US 321 Improvements (R-2237Q 3-20 Final Environmental Impact Statement I
?J
Table 3-12. Minority and Low-Income Populations, 2000
Area
?L -1 Population Non-White
k Msp is Below 'overty Line
Census Tract 9808 (Watauga County)
Block Group 1 1,434 36(2.5%) 21(l.5%) 110 (7.7%)
2 1,005 22(2.2%) 3(0.3%) 116 (11.5p)
Census Tract 0310 (Caldwell County)
Block Group 1 1,391 28(2.0%) 4(0.3%) 61 (4.4%)
2 1,331 32(2.4%) 11 (0.8%) 196 (14.7p)
Blowing Rock 1,418 29(2.0%) 9(0.6%) 123 (8.7%)
Watauga County 42,695 1,514 (3.5%) 622(l.5%) 6,761 (15.8%)
Caldwell County 77,415 6,398 (8.3%) 1,927 (2.5%) 8,161 (10.5p)
Percent based on population for whom poverty status is determined
Note: Percentages represent share of total population
Source: US Bureau of the Census
that this small population would be in the area of affect of any of the project alternatives. The Town
of Blowing Rock has a two percent non-white population, less than the non-white populations of
Watauga (3.5 percent) and Caldwell (8.3 percent) counties. The Town has a less than one percent
Hispanic population (0.6 percent), less than the Hispanic populations of Watauga (1.5 percent) and
Caldwell (2.5 percent) counties.
In terms of low-income residents in the four block groups, the highest percentage in any single
block group is 14.7 percent in Caldwell County. This also is a larger percentage than the county
as a whole. This block group covers a large rural area and has US 321 south of its intersection
with US 321 Business as its eastern border. Watauga County Block group 2 (of census tract
031000) has a low-income population of 11.5 percent, also higher than the county as a whole.
Field observations of the housing along US 321 in these areas found that it is unlikely that a
concentration of low-income persons exists in the portion of the block groups that could be
affected by the proposed project. The other two block groups have comparable or lower percents
of low-income residents to those of Blowing Rock and Caldwell and Watauga counties as a
whole. Therefore, it is unlikely that concentrations of low-income households exist in the rest of
the project area.
3.4 Visual and Aesthetic Quality
This description of visual and aesthetic quality in the project area was developed using the
procedures found in "Visual Impact Assessment for Highway Projects" (US Department of
Transportation (USDOT), 1983) and "Visual Impact Discussion" (Federal Highway
Administration, undated). The first document uses three criteria to judge visual quality:
vividness, intactness and unity. The presence of one of the criteria does not connote visual
quality. Rather, "all three must be high to indicate high quality" (USDOT, 1983). These
procedures are commonly used in the assessment of the visual impacts of proposed highway
projects.
US 321 Improvements (R-2237Q 3-21 Final Environmental Impact Statement
Vividness is described as "the visual power or memorability of landscape components as they
combine in striking and distinctive visual patterns;" intactness as "the visual integrity of the
natural and man-built landscape and its freedom from encroaching elements," and unity as "the
visual harmony of the landscape considered as a whole" (USDOT, 1983). The "Visual Impact
Discussion" suggests that the visual environment of a project can be defined as identifiable
geographic areas referred to as landscape units and their associated viewers. Following this
guidance, the existing landscape of each unit in the US 321 project area is described in this
section using three factors: existing visual character, visual quality and visually sensitive
resources. The visual character of the particular geographic area is discussed in terms of
landform, water, vegetation and manmade development found within the area. Visual quality is
discussed in terms of the vividness, intactness and unity of the landscape elements in a particular
area. Visual quality of the existing area is considered high when "its landscape components
(landform, water, vegetation, manmade development) have striking characteristics that convey
visual excellence". Visually sensitive resources are noted that may be important for historic,
scientific or recreational reasons. Material prepared by the National Park Service defining scenic
resources along the Blue Ridge Parkway that could be affected by project alternatives also is
presented (National Park Service, August 21, 2000).
Along the existing road, two kinds of viewers are identified: those who have a view from the road
and those who have a view of the road. Away from the existing road, the viewers of the area into
which a bypass alternative is proposed also are described.
3.4.1 General Characteristics of the Existing Landscape and its Viewers
Landform
Tall ridges and deep valleys dominate the topography or landform in the project area outside the
Town of Blowing Rock. Within Blowing Rock one finds a rolling terrain. Roads are also in
evidence from the beginning to the end of the project area and typically follow the natural
features of the landscape. Rock faces are visible along existing US 321, both as remnants of
previous road building and as features in the landscape. Vegetation also is a prevalent landform
and influences the visual quality of the area.
Water
Blowing Rock is at the divide of three major watersheds: the New River, the Catawba River, and
the Yadkin River. There are, however, no major lakes or streams except for a reservoir near the
intersection of US 321 and US 221. Thus, water is not a substantial component of the area's
landscape.
Vegetation
The vegetation in the project area consists of deciduous, coniferous, and broadleaf evergreen trees
and understory shrubs. The deciduous trees lose their leaves in the fall and remain defoliated
until late spring because of the high elevation. Broadleaf evergreen and deciduous shrubs form a
dense understory layer of vegetation and often impede views at eye level year round. There is a
great difference between the winter landscape and the summer landscape. In the winter, the
mountains are more evident, while they are less visible in summer.
Manmade Development
Manmade development in the area varies from sparse rural development south of Blowing Rock
and north of the Blue Ridge Parkway, to residential and open space areas in most of Blowing
Rock, to commercial uses along US 321 between US 321 Business and the northern Blowing
US 321 Improvements (R-2237Q 3-22 Final Environmental Impact Statement
Rock town limits. The existing US 321 corridor passes through a National Register historic
district that includes residences, several inns and a golf course associated with a country club.
The Blue Ridge Parkway is an important man-made recreational feature.
Viewers
The viewers of the affected area consist of those who view the road and its environs while
traveling along it and those who view the road from a fixed point, such as a residence or business.
Typical viewer groups in the project area include: year round and seasonal residents in Blowing
Rock and rural areas, visitors and tourists traveling through the area or visiting Blowing Rock and
work-related and commercial travelers on US 321.
3.4.2 Description of Landscape Units
The existing US 321 corridor is separated into seven landscape units shown in general in Figure
3-3. Areas not examined within the project area are those that would be unaffected by the project
alternatives. An aerial photograph (Figure 3-4, Photograph 1) illustrates the visual characteristics
of much of the project area.
Landscape Unit One
This area extends along all alternatives from Blackberry Road at the south end of the project area
to the beginning of the Green Park Historic District (shown on Figure 3-6 in Section 3.7. 1) near
Blowing Rock's Town Limits
Visual Character. The landscape south of Blowing Rock (see Figure 3-4, Photograph 2) is rural
in nature, and the road twists and turns through the mountainous area. A ridge on the left as one
drives northbound and a valley on the right characterize it. Dense trees cover the area, which
obscures most views of the valley. A church, a few homes or clusters of homes, a former motel,
and a condominium apartment building (Blackberry Condominiums) are along the road (see
Figure 3-4, Photograph 3). The Pisgah National Forest lies west of the project area in Caldwell
County. However, private property and a ridge lie between the road and the forest so the forest
cannot be seen in this area.
Visual Quality. The landscape components of the areas on both sides of the roadway create
scenes of visual excellence. The combination of interesting forms, varied textures, strong lines
and contrasting colors conveys a complex composition that is pleasing to the eye. The
relationship of the characteristics of vividness, intactness and unity is high as the landscape is a
combination of striking natural forms, subdued man-made elements and a lack of intrusive
elements that do not contribute to the overall composition.
Visually Sensitive Resources. This portion of US 321 affords brief scenic views of the Blue
Ridge Mountains, Blackberry Valley, rural churches, and small hamlets as well as views of other
distant vegetation and landforms. The interaction between landforms that are by turn close to and
far away from the road and deciduous and coniferous vegetation creates varied views of the
surrounding area from the road (see Figure 3-4, Photograph 4). The wooded ridge from design
station 633+00 to 647+00 (a distance of approximately 1,400 feet) across from the former Valley
View Motel is within the Green Park Historic District.
' Viewers. Groups who have a view from US 321 include residents who live or work in Caldwell
and/or Watauga County and use the highway for local commuting, as well as tourists traveling to
Blowing Rock, the Blue Ridge Parkway, and other destinations. Their views are mostly limited
US 321 Improvements (R-2237Q 3-23 Final Environmental Impact Statement
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Landscape Unit 2
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Landscape Unit 4
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Landscape Unit 6
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Photograph 2. Landscape South of Blowing Rock at
Blackberry Road (Landscape Unit # 1)
Photograph 1.
Aerial View of Most of
the Project Area
Photograph 5. US 321 Viewed from the Gideon Ridge Inn
- (Landscape Unit # 1)
Pnofograpn 3. LooKing Nortn Along U,? J27 1 owards the
Blackberry Condominium (Landscape Unit # 1)
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Photograph 4. Looking South Along US 321 from Rock
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Photograph 6. Looking North from Green Hill Road at the Photograph 7. Blowing Rock Country Club Gold Course
Green Park Inn and US 321 from US 321
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Photograph 10. Looking North from the Norwood Circle Photograph 11. Looking South from the Country Club Drive
Area (Landscape Unit #3) Area (Landscape Unit #3)
Figure 3-4B
Visual Features of
the Project Area
Photograph 14. Looking North Between Church Street and
Sunset Drive (Landscape Unit #4)
rnorograpn Jz. rooKing bourn ar rrnnacre unve and a
Restaurant (Landscape Unit #3)
Photograph 13. Looking North at US 3211US 321 Business
Intersection (Landscape Unit #4)
Photograph 16. Residence in the Green Hill Area
(Landscape Unit #5)
rnorograpn ?8. Lanoscaprng ai me rrrooKsioe Inn
(Landscape Unit #4)
Photograph 17. Wonderland Drive Area
(Landscape l init #.5)
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Photograph 21. Looking Southeast Towards Blowing Rock
from Thunder Hill Overlook (Landscape Unit #6)
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Photograph 23. Looking North from the Blue Ridge
Parkway (Landscape Unit #7)
Photograph 18. Goforth Road/Blowing Rock Assembly
Grounds Area(Landscape Unit #5)
rnorograpn tu. russwn nunuw rSUau Mica
(Landscape Unit #5)
Photograph 20. Looking Normeast Hiong me btue rouge
Parkway from Thunder Hill Overlook (Landscape Unit #6)
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Green Hill (Landscape Unit #6)
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to areas immediately adjacent to the road by terrain and tree cover. There are two locations
where one can pull off the road, but these locations are not developed. They are essentially flat
spots next to the road where US 321 once was prior to curve improvements. Limited views can
' be seen through the tree cover. Guests at the former Valley View Motel and the Blackberry
Valley Condominiums have broad views of Blackberry Valley and other parts of the rural
countryside east of US 321. Groups who have a view of the road are primarily those who live in
' the area. These viewers include those with homes along the road and with homes on Gideon
Ridge overlooking US 321, as well as viewers from the Gideon Ridge Inn (see Figure 3-4,
Photograph 5). Limited views of US 321 and its environs occur through the tree cover at the
which is on a ridge above US 321
arking lot for The Blowing Rock tourist attraction
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Landscape Unit Two
' This area is the portion of the project area within the Green Park Historic District (shown on
Figure 3-6 in Section 3.7.1).
Visual Character. US 321 enters the Green Park Historic District approximately 700 feet south of
the intersection of US 321 and Rock Road/Green Hill Road. The overall visual character of the
Green Park Historic District is generally considered to be charming and attractive. Visual
components include late 19th to early 20th century homes built in the Victorian/Queen Anne or
Craftsman style and the National Register-listed Green Park Inn (see Figure 3-4, Photograph 6),
which serves as the visual anchor of the Green Park Historic District. US 321 passes in front of
the Green Park Inn. Another component is the Blowing Rock Country Club golf course, which
abuts US 321 (see Figure 3-4, Photograph 7). As one drives northward, much of the land on the
left and immediately adjacent to the road is undeveloped, including a former golf course hole
south of Rock Road, a grassy hillside opposite the Green Park Inn, and a wooded slope opposite
the golf course. A partially wooded and partially open hillside (another former golf course hole)
is on the right side of the road as one enters the district from the south. Residential landscapes are
also a primary component as they form a visual connection between the mountain vegetation and
the man-made development of the historic district. The landscape treatment in the district
consists of mature evergreen and deciduous trees and shrubs. Rhododendron and laurel are
abundant and screen residences from view.
Visual Quality. The characteristics of vividness, intactness and unity are evident in this area.
The Green Park Historic District is memorable for the impression of a mixture of well-maintained
largely single-family homes and yards and the golf course. The built and non-built environments
have been in place for many years and present a harmonious composition.
Visually Sensitive Resources. The local population views the Green Park Historic District as a
valuable resource. In addition, the district is listed on the National Register of Historic Places.
The Green Park Inn also is listed individually on the National Register.
Viewers. Groups of people who have a view from the road are likely to be the same as the group
discussed in the previous section - local commuters or those with regional business, tourists and
through traffic. Groups that might have a view of the road are likely to be greater in number
because this area is more densely populated. Discrete locations are the porch at the Green Park Inn,
where chairs are provided for guests (see Figure 3-4, Photograph 8), and the golf course fairway
that parallels US 321. Views occur from individual residences but generally are partially obscured
by tree cover. These homes are generally at a higher elevation than US 321 and include homes on
Gideon Ridge Road and Pinnacle Avenue on the southwest and homes on Green Hill Road, Tarry
Acres Circle, and Goforth Road on the northeast. Condominium apartments on Goforth Road have
US 321 Improvements (R-2237C)
3-29 Final Environmental Impact Statement
views across the golf course to US 321. Drivers and pedestrians on Pinnacle Avenue look down a
grass slope to US 321 and the Green Park Inn (see Figure 3-4, Photograph 9).
Landscape Unit Three
This area extends from the north end of the Green Park Historic District to the US 321/Business
US 321 Intersection (only along the Preferred Alternative).
Visual Character. This area is characterized by the presence of single-family and multi-family
residences (see Figure 3-4, Photograph 10 and Photograph 11), intersections with secondary
roads, the Canyon's of the Blue Ridge Restaurant and associated parking lot (see Figure 3-4,
Photograph 12), and open space. Residential use is predominant throughout the area directly
adjacent to US 321 as well as along nearby streets such as Norwood Circle, Country Club Drive
and Fairway Lane. Trees are close to the road through much of this unit. US 321 has a series of
five curves as it winds through this area.
Visual Relationship. The characteristics of vividness, intactness and unity are somewhat less
apparent in this unit than in the previous one. The presence of several large asphalt parking areas
associated with the restaurant and two condominium apartments are incongruous with the
adjacent residential uses. However, many of the residences in the area have mature trees and
other vegetation in their yards. A variety of stone and wood retaining and privacy walls provide a
sense of separation between residences and the road, creating a sense of unity among the different
residential styles.
Visually Sensitive Resources. Although this area does not share all of the characteristics that
contribute to the importance of the landscape in the previous unit, it is visually sensitive in that it
contains many of the visual elements that the residents and visitors of Blowing Rock find
valuable. This landscape unit and the previous one are the only two locations in the project area
in Blowing Rock that present these characteristics to the general traveling public. A long-
distance view of the Pisgah National Forest occurs in the Norwood Circle area.
Viewers. Groups with views from the road include many of the same groups already mentioned -
those making trips related to work or other local destinations and seasonal visitors. Groups that
have a view of the road are limited to those whose houses or businesses overlook the US 321
corridor. In addition, visitors at The Blowing Rock tourist attraction can see this area in the
distance, approximately 3,500 feet away.
Landscape Unit Four
This area extends from the US 321/US 321 Business intersection (see Figure 3-4, Photograph 13)
to Possum Hollow Road at the northern end of the project area along US 321 in Blowing Rock.
Visual Character. The visual character of US 321 is strongly related to its highway commercial
land use (see Figure 3-4, Photograph 14), although much of the east or right side of the road is
undeveloped. This portion of the corridor is straight and exhibits little of the charm and appeal of
the previously examined curving portions of US 321. Guidelines are in place, however, to ensure
new construction is integrated into the landscape via landscape material such as trees and shrubs.
Planting requirements for land development can be found in the Town Code for Blowing Rock, in
Chapter 16 - Land Use Ordinance, Appendix E - Screening and Trees. The ordinance's
Appendix E contains descriptive information such as guidelines to protect existing large trees
during and after construction; typical locations for trees in parking lots; common practices in tree
planting; and lists of recommended trees and shrubs. The information in the ordinance's
Appendix E also is meant to ensure that plant material is provided an environment in which it can
US 321 Improvements (R-2237C)
3-30 Final Environmental Impact Statement
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establish itself and thrive. Several businesses have plantings that contribute positively to the
visual character of the area. Examples include the Day's Inn front entry treatment, the Brookside
Inn (see Figure 3-4, Photograph 15), and the Christian Science Church.
Visual Quality. The characteristics of vividness, intactness and unity are not high in this area.
The visual character is not memorable, nor do the elements of form, line, color, and texture
combine to create distinctive visual patterns. The area has little intactness because of the lack of
integration between natural and built environments, which co-exist uneasily rather than
complement each other. The area does not rate high in unity because of the uncoordinated nature
of development along the corridor. Overall, the area does not consistently exhibit the
architectural and landscape characteristics that are considered to be important contributing
elements to the value of Blowing Rock as a resort community.
Visually Sensitive Resources. There were no visually sensitive resources in the area noted, with
the exception of man-made landscape elements associated with some of the land uses in this area.
Viewers. Groups with views from the road are likely to include many of the same groups already
mentioned, i.e., those making trips related to work or other local destinations, and seasonal
tourists taking advantage of the travel-oriented establishments within the corridor. Residents also
frequently pass through this area on their way to the businesses along this portion of US 321 and
other parts of Blowing Rock, particularly downtown Blowing Rock, which is several blocks to
the west. Groups that have a view of the road are limited to those whose houses overlook the
corridor (primarily along Skyland Drive on the east and Ransom Drive on the west), motel guests,
and business operators and customers.
Landscape Unit Five
This area encompasses the area in the vicinity of portions of Green Hill Road, Wonderland Drive,
Goforth Road, and Possum Hollow Road (along Bypass Alternatives 1 A and 1 B only).
Visual Character. The visual components of this unit combine to create a pleasant visual pattern.
The predominant landforms within this large geographic area are the curving roadways, well-
maintained single family homes on hillside and valley lots, and lush landscapes that have been
encouraged to grow from forest remnants or that have been established by homeowners. In many
instances, it appears that trees and shrubs were accommodated during the building process and
thus make an effective screening element between the road and the home (see Figure 3-4,
Photograph 16). A wooded area near Wonderland Drive is developing with homes.
Visual Quality. The characteristics of vividness, intactness, and unity are evident in this area.
While there is a large man-made component consisting of roads and houses, the overall effect is
pleasing. Narrow curving roads and attractive single and multi-story homes, many made of
indigenous materials, such as stone and wood, are sited to take full advantage of surrounding
views.
Visually Sensitive Resources. Visually sensitive resources in the area consist of the established
' homes and hillside neighborhoods (see Figure 3-4, Photograph 17 to Photograph 19). Another
sensitive resource is the Assembly Grounds in the northern part of the project area. Homes
overlook the Blowing Rock County Club's golf course at one location in this area. The northern-
most corner of the Green Park Historic District is in this general area, encompassing two
contributing structures.
Viewers. Viewers in this area are primarily full-time and seasonal residents of the area.
' US 321 Improvements (R-2237Q 3-31 Final Environmental Impact Statement
Landscape Unit Six
This area includes views of Blackberry Valley from homes along Green Hill Road and Heather
Ridge Lane and from the Blue Ridge Parkway (along Bypass Alternatives IA, 1B 4A and 4B).
Visual Character. The visual character of the Blue Ridge Parkway (see Figure 3-4, Photograph
20) and all views from ridges into the valleys below are exceptional. The Parkway was originally
conceived as a way to join two National Parks - the Shenandoah in Virginia and the Great Smoky
Mountains in Tennessee. Its views of the lands are a valued but diminishing scenic resource.
Tourists travel some or all of its 469 miles for the beautifully designed Parkway experience it
provides. Blue Ridge Parkway officials describe the view from the Thunderhill overlook area,
which is oriented towards the south, as:
A classic Blue Ridge icon shot looking out over 60 miles of the Carolina Piedmont with
the immediate valley on 1/2 mile below. It is the depth, as you scan ridge after rippling
ridge to the distant horizon that generates such high visual interest and variety. Only two
other locations in Watauga County offer these same qualities, but none as fully and as
well presented as at Thunderhill WA-32 (A) [the number assigned by the Parkway to the
view].
The overlook sits at the very edge of the Blue Ridge Escarpment with an expansive 180
degree position on that edge. Even with lateral openness, the view is well framed with
Green Hill and a minor ridge to the north forming good edges to the composition creating a
bowl that the viewer looks directly down into. The valley and ridges appear as a smooth
carpet of green and brown with a continuous cover of deciduous hardwood forest that
appear magnified by the illusion of nearness created from the elevated viewer position.
The escarpment edge creates constant wind making it an ideal location to view weather
events and local raptors soaring on the uplifts. Along with a terrific viewer position to see
fall color display, Thunderhill received full points for strong ephemeral images. (National
Park Service, August 21, 2000) (See Figure 3-4, Photograph 21.)
US 321 can be seen from the overlook between 1.5 to 2 miles away.
This description also characterizes views of the same valley from Green Hill and homes along the
Blue Ridge escarpment off Green Hill road and Heather Ridge Lane (see Figure 3-4, Photograph 22).
Visual Ouality. The Blue Ridge Parkway, views from the Parkway, and views from homes on
Green Hill and lining the Blue Ridge escarpment along Green Hill Road and Heather Ridge Lane
rate high in the characteristics of vividness, intactness and unity. The designs of both the
Parkway and the landscape surrounding the Parkway are highly memorable, as well as intact.
Natural and built elements are designed and addressed in an integrated manner that complements
both landscape and the Parkway, and harmonize with the existing landscape.
Parkway officials have assigned the southern view from the Thunderhill overlook area a Scenic
Quality Assessment (SQA) score of 15.5 out of a possible 18. This scoring system was applied to
all parts of the Parkway as a mechanism for Parkway officials to identify the scenic views most
critical to protect (Johnson, et al, 1997). It is the highest rated view in Watauga County (of 55)
and only one of seven panoramas overlooking forested ridges and valleys within an 80-mile
region. It received 4.5 points of 5 for vividness, 2.5 of 3 for intactness, and 3 of 3 for uniqueness.
(National Park Service, August 21, 2000)
US 321 Improvements (R-2237C)
3-32 Final Environmental Impact Statement
Visually Sensitive Resources. As reflected in the descriptions of visual quality and character, this
entire unit is visually sensitive.
' Viewers. There are three types of viewers in this unit. The first type is Parkway users who stop
at the Thunderhill overlook and pause to absorb the scenery. The overlook focuses on the views
to the south. Some viewers may choose to walk across the Parkway and either up a small rise or
' down the road several hundred feet to see the views to the north. This view, however, cannot be
seen from the parking lot for the overlook to the south.
' The second type is Parkway users driving by who can briefly see the views both north and south
of the Parkway in the Thunderhill area. The third type is residents of homes lining the Blue
Ridge escarpment.
Landscape Unit Seven
This area (along Bypass Alternatives 4A and 4B) includes the valley and hillsides seen to the
north from the Blue Ridge Parkway (see Figure 3-4, Photograph 23) and the area of Aho Road
where it approaches and intersects with US 321. Aho Road is a rural highway serving the local
community. Landscape Unit Seven encompasses the portion of the project area north of the Blue
Ridge Parkway. Parkway officials describe the view to the north in the Thunderhill overlook area
' as a "panorama view into a broad rural valley with framing hills (mix of agriculture and forest
land use)." (National Park Service, August 21, 2000)
r Visual Character. This is primarily a sparsely developed rural area with grassy valleys and
wooded hillsides. Two families live in this area along Thunder Mountain Road. A stream and a
marshy area parallel Aho Road. A mobile home park and a business are at the intersection of
US 321 and Aho Road.
Visual Quality. The Parkway view of this unit is assigned a SQA score of 13. It received 4 of 5
points for vividness, 2.5 of 3 for intactness, and 2.5 of 3 for uniqueness. It is also one of the
higher rated views along the Parkway in Watauga County. "Only two other locations in Watauga
County offer these same qualities, but none as fully and as well presented as at Thunderhill WA-
32 (B)."
Visually Sensitive Resources. Visually sensitive resources are those features that make up the
rural character of the area. These features are primarily important to those who live within or
near the area. This unit is also important to users from the Parkway, as described above.
i
Viewers. Viewers include residents at the end of Thunder Mountain Road, Aho Road users, and
users of the Blue Rid
e Parkwa
g
y.
3.5 Air Quality
Air pollution results from industrial emissions and emissions from internal combustion engines.
The construction of a new highway or the improvement of an existing highway can aggravate
existing air pollution problems or improve air quality conditions. The primary pollutant emitted
from automobiles is carbon monoxide (CO). Automobiles are considered to be the major source
of CO in the project area. The State and National Ambient Air Quality Standards (NAAQS) for
carbon monoxide are:
• 1-hour - 35 parts per million (ppm) not to be exceeded more than once per year.
1 US 321 Improvements (R-2237C) 3-33 Final Environmental Impact Statement
8-hour 9 ppm not to be exceeded more than once per year.
Any concentration above 35 ppm that lasts for at least one hour or concentration above 9 ppm
that lasts for at least eight hours is considered a violation of the standards.
Automobiles also are sources of hydrocarbons and nitrogen oxides. Hydrocarbons and nitrogen
oxides emitted from cars in an urban area are mixed together in the atmosphere where they react
with sunlight to form ozone, nitrogen dioxide, and other photochemical oxidants. It is the
photochemical oxidants that can be of concern and not the precursor hydrocarbons and nitrogen
oxides. The photochemical reactions that form ozone and nitrogen dioxide require several hours
to occur. For this reason, the peak levels of ozone generally occur 6 to 12 miles downwind of the
source of pollutant emissions. Regions, particularly urban areas, generally are regarded as
sources of photochemical oxidants, not individual streets and highways. The best example of this
type of air pollution is the smog that forms in Los Angeles, California. Area-wide automotive
emissions of hydrocarbons and nitrogen oxides are expected to decrease in the future because of
the continued installation and maintenance of pollution control devices on new cars.
Automobiles are not substantial sources of particulate matter and sulfur dioxide. Nationwide,
highway sources account for less than seven percent of particulate matter emissions and less than
two percent of sulfur dioxide emissions. Particulate matter and sulfur dioxide emissions are
predominantly the result of non-highway sources (e.g., industrial, commercial, and agricultural
activities).
Automobiles can emit lead as a result of burning gasoline containing tetraethyl lead. Lead levels
in the environment from mobile sources have substantially decreased because of the federally
mandated switch to lead-free gasoline.
Section 107 of the 1977 Clean Air Act Amendments requires the US Environmental Protection
Agency (EPA) to publish a list of all geographic areas in compliance with the NAAQS, as well as
those not in attainment of the NAAQS. Watauga and Caldwell Counties are in attainment (in
compliance with NAAQS) for all criteria pollutants (carbon monoxide, ozone,. nitrogen dioxide,
particulate matter, sulfur dioxide, and lead).
In addition to the criteria pollutants, the EPA also regulates air toxics. Most air toxics originate
from human-made sources, including on-road mobile sources, non-road mobile sources (e.g.,
airplanes), area sources (e.g., dry cleaners) and stationary sources (e.g., factories or refineries).
Mobile Source Air Toxics (MSATs) are a subset of the 188 air toxics defined by the Clean Air
Act. The MSATs are compounds emitted from road vehicles and non-road equipment. Some
toxic compounds are present in fuel and are emitted to the air when the fuel evaporates or passes
through the engine unburned. Other toxics are emitted from the incomplete combustion of fuels
or as secondary combustion products. Metal air toxics also result from engine wear or from
impurities in oil or gasoline.
3.6 Noise
3.6.1 Fundamental Concepts of Highway Noise
Environmental noise, intensity, or level is quantified in decibels (dB). The most commonly used
measure of noise level is the A-weighted sound level (dBA). Scientists have found that the
human ear is more sensitive to midrange frequencies than it is to either low or very high
US 321 Improvements (R-2237Q
3-34 Final Environmental Impact Statement
I'.
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frequencies. At the same sound level, midrange frequencies, therefore, are heard as louder than
low or very high frequencies. This characteristic of the human ear is taken into account in an A-
weighted sound level.
An understanding of the following relationships is helpful in providing a subjective impression of
changes in the A-weighted sound level:
1. Except in carefully controlled laboratory experiments, an increase of only 1 dB in A-
weighted level cannot be perceived.
2. Outside of the laboratory, a 3 dB increase in A-weighted level is considered a just-noticeable
difference.
3. A change in A-weighted level of at least 5 dB is required before any significant change in the
noise level in a community would be perceived.
4. A 10 dB increase in A-weighted level is heard subjectively as approximately a doubling in
loudness, independent of the existing noise level.
The sound level from any roadway fluctuates from moment to moment as time passes. To take
this into account, a common descriptor for environmental noise is Leq. Leq is defined as the
constant A-weighted sound level that in a given time period contains the same energy as the
actual time-varying sound during that period. Les has been shown to be a particularly stable
descriptor for traffic noise assessment. Leq typically is evaluated over a one-hour period. All
noise levels determined in this study are one-hour Leq.
3.6.2 Ambient Noise Measurements
Ambient noise measurements were recorded along the project alternatives on January 10 and 11,
2001. The purposes of the measurements are twofold: 1) to document existing noise levels and
2) to compare the measured noise levels with the predicted noise levels to verify that the
agreement between the predictions and measurements is within acceptable limits (model
calibration). Nine measurement sites were selected to represent typical noise sensitive land uses
within the project area. The selected locations had no buffers or barriers between the roadway
and receivers. Figure 3-5 illustrates the nine measurement sites. Table 3-13 lists the locations
where measurements were made and the measured levels.
' All measurements were conducted according to procedures described in Measurement of
Highway-Related Noise (Report No. FHWA-PD-96-046, May 1996). These procedures are
followed when conducting highway noise measures for all NCDOT projects. Noise levels were
measured with a calibrated Quest 2900 Sound Level Meter with microphone and windshield. The
' microphone was mounted at an approximate height of 5 feet above ground level, which is equal
to the average height of the human ear. All measurements were performed under acceptable
climatic and street surface conditions.
3.6.3 Noise Prediction Model Validation
Where possible, counts of vehicles by classification were recorded concurrent with the noise
measurements. Notations were made of unusual noise events (sirens, pedestrian noises, barking
dogs, aircraft, trains, etc.). Ambient noise measurement results presented in Table 3-13 were
' US 321 Improvements (R-2237C) 3-35 Final Environmental Impact Statement
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Table 3-13. Measured Ambient Noise Levels (dBA)
Location Representative
Date 1lteasured L
C0
Predicted l,, (dBA)
La yd IIse (dBA)
US 321 approx. 1,350 feet north of
Blackberry Road Residential 1/11/01 67.5 65.4
US 321 approx. 1,400 feet south of
Residential
1/11/01
63
4
64
7
Green Hill Road . .
Southwest corner of US 321 and the
Green Hill Road intersection Residential 1/11/01 66.7 66.1
Blowing Rock Stage Company parking
lot (US 321/US 321 Business Residential 1/11/01 64.1 63.9
intersection)
US 321 approx. 1,000 feet north of
Ransom Street Residential 1/11/01 65.2 62.4
Grandfather View Road approx. 200 feet
east of Blowing Rock Water Tank
Residential
1/11/01
37.1 ambient measurement
onlyl
(vicinity of Bypass Alt. IA/1B)
United Church of Christ entrance
Residential
1/11/O1
53
4 ambient measurement
(vicinity of Bypass Alt. IA/1B) . only
Cone Orchard Road approx. 1,300 feet
east of US 321 edge of pavement
Residential
1/10/01
35.8 ambient measurement
(vicinity of Bypass Alt. 4A/4B) only
SR 1533 approx. 750 feet east of US 321
edge of pavement (vicinity of Bypass Alt
Residential
1/10/01
60.2 ambient measurement
4A/4B) only
Traffic in these rural areas is not great enough for the Federal Highway Administration's Traffic Noise Model to
apply and create a predicted L,. The measured level is used in Chapter 4's noise impact assessment to contrast
noise levels with and without the Build Alternatives. The FHWA's Traffic Noise Model is used for predicting
noise levels on all NCDOT projects.
compared with the levels predicted by the Federal Highway Administration's (FHWA) Traffic
Noise Model (TNM) version 1. 1, computerized highway noise prediction model. The FHWA's
Traffic Noise Model is used for predicting noise levels on all NCDOT projects.
The noise level prediction model is approved for use if measured and predicted noise levels are
within the accepted tolerance standard of f3 dBA. As shown in Table 3-13, the ability of the
TNM to predict accurately noise levels for this project was confirmed as the levels are within the
tolerance standard.
3.6.4 Predicted Existing Noise Levels
A noise sensitive site is any property (owner occupied, rented, or leased) where frequent exterior
human use occurs and where a lowered noise level would be of benefit. These sites are referred
to as receivers. Where more than one site is clustered together, a single receiver may be
considered as representative of the group. Noise levels are assessed for exterior areas where
frequent human activity occurs.
The receivers along the corridors were organized into 23 noise sensitive areas (NSA, depicted in
Figure 3-5). At 15 of those noise sensitive areas, motor vehicle traffic is the dominant noise
source. Thus, existing peak hour traffic noise levels were predicted using TNM version 1. 1,
US 321 Improvements (R-2237C) 3-38 Final Environmental Impact Statement
t
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highway noise prediction model. Input parameters necessary to run TNM include traffic volumes
and speeds, vehicle types, noise sensitive site (or receiver) location and height, roadway
geometry, type of intervening ground surface (hard site versus soft site), variations in terrain
between the noise source and receiver, and the presence of any building rows, barriers, and/or
buffers.
In the 15 noise sensitive areas where traffic is the dominant noise source, there are 182 receivers
adjacent to US 321. The results of noise modeling for the 182 receivers indicates that the
predicted noise levels for the existing condition are similar in most noise sensitive areas and
could be represented by 28 representative receivers. Predicted noise levels under the existing
conditions at the 15 noise sensitive areas are presented in Table 3-14.
At the remaining eight of the total 23 noise sensitive areas, traffic is infrequent. All of these areas
are greater than 500 feet from US 321, but may be affected by a proposed project alternative.
These eight areas contain an additional 103 noise sensitive sites, which are grouped under 18
representative receivers. Where existing US 321 traffic affects, noise levels in these area, existing
noise levels were predicted with the TNM. In areas where existing US 321 traffic has no affect
on existing noise levels, nearby measured levels represent the existing conditions. These are
shown in Table 3-14.
3.7 Historic and Archaeological Resources
This project is subject to Section 106 of the National Historic Preservation Act of 1966, as
amended (16 U.S.C. § 470f), and implemented by the Advisory Council on Historic
Preservation's Regulations for Compliance with Section 106, codified as Title 36 of the Code of
Federal Regulations, Part 800. Section 106 requires federal agencies to take into account the
effects of their undertakings (federally-funded, licensed, or permitted) on properties included in
or eligible for inclusion in the National Register of Historic Places and to afford the Advisory
Council a reasonable opportunity to comment on such undertakings. Section 106 regulations are
procedural rather than substantive. The regulations do not ordain preservation but are grounded in
consultation among stakeholders to resolve conflicts. Section 106 regulations apply to this
project for adverse impacts to the Green Park Historic District because water resources under the
jurisdiction of the US Army Corps of Engineers (USACE) within the district are also affected. A
dredge and fill permit from the USACE will be required for the effects to jurisdictional water
resources under the requirements of Section 404 of the Clean Water Act.
3.7.1 Historic Resources
An architectural survey was conducted in 1997 (Mattson, Alexander & Associates, May 1997) in
order to identify historic architectural resources within an area of potential effects (APE). The
survey identified an APE that included areas that may face increased development pressures
because of the highway construction as well as those areas that may be directly affected by the
proposed undertaking. The APE included an area beginning 100 feet west of existing US 321 and
continuing east into Blackberry Valley and north across the Blue Ridge Parkway to Aho Road. It
also encompassed the entire Green Park Historic District.
The methodology for the survey consisted of background research into the historical and
architectural development of the area and a field survey of the APE. All structures 50 years of
US 321 Improvements (R-2237Q
3-39 Final Environmental Impact Statement
Table 3-14. Existing Condition Noise Levels at Receptors Adjacent to US 321
Noise Sensitive
Areas Representative
Receiver No.
Number of Receivers L,(h)
(dBA)
1 2 4 65.7
2 3 3 58.6
3 6 2 54.7
11 5 47.4
4 12 4 54.0
16 5 42.0
5 18 2 56.2
19 2 54.2
6 23 2 63.8
25 16 54.2
32 7 51.4
7 38 13 61.4
39 3 67.6
8 44 5 68.0
50 9 60.5
9 56 16 61.4
57 2 63.9
10 70 7 63.8
74 21 60.9
11 89 14 60.9
12 93 3 60.9
97 9 61.7
13 99 11 59.5
108 4 63.5
14 113 1 62.5
114 5 54.9
15 117 2 52.1
120 5 51.5
Total: 28 182
16 129 7 47.6
130 6 47.3
17 136 2 46.1
139 4 44.7
141 2 44.7
18 143 1 43.2
145 10 42.5
155 9 43.3
19 159 3 39.9
192 1 37.1
20 163 10 37.1
167 5 35.2
177 5 40.8
21 179 2 39.8
185 5 41.5
188 6 45.8
22 195 3 35.8
23 197 22 60.2
Total: 18 103
US 321 Improvements (R-22370)
3-40 Final Environmental Impact Statement
i
age and older were photographed, mapped, and surveyed and evaluated for National Register
eligibility. A total of 29 resources that appeared to have been built prior to 1946 were identified
and evaluated.
The survey found three resources that are listed in the National Register plus one eligible for
listing. They are:
1. Green Park Historic District;
2. Green Park Inn;
3. Bollinger-Hartley House; and
4. Blue Ridge Parkway (eligible for listing)
' Their locations are shown in Figure 3-6
Green Park Historic District
The Green Park Historic District is in the southern section of the Town of Blowing Rock, on the
top of the Blue Ridge escarpment, at an elevation of about 3,640 feet above sea level. It is in both
Caldwell and Watauga counties and is approximately 177 acres in size. The Green Park Historic
District was developed between 1891 and 1944. It is a residential resort community that contains
the Green Park Inn, the Blowing Rock Country Club golf course, and Mt. Bethel Reform Church
and Cemetery. Of the 97 resources in the district, 51 are contributing, including 46 buildings,
three sites, and two structures. One building that is adjacent to US 321 was contributing but has
collapsed and thus is no longer a contributing building. The district is listed under National
Register criteria A (associated with events that have made a significant contribution to the broad
patterns of our history) and C (distinctive architectural design). The field surveys for this project
identified a National Register-eligible extension of the district at its northern end.
The Green Park Inn, the state's second oldest surviving resort hotel, was built in 1891 and is on
the east side of US 321 in Blowing Rock. Existing US 321 passes through the Green Park
Historic District and in front of the Green Park Inn. The Green Park Inn forms both an historical
and architectural anchor for the Green Park Historic District and for the Town of Blowing Rock.
Architectural and landscape elements similar to those found within the district are evident
elsewhere in the town. The overall direction of the Blowing Rock Comprehensive Plan (2004) is
the preservation of the resort village character of Blowing Rock, a character that was developed
in large measure because of the contributing structures and landscaping of the Green Park
Historic District.
Boundary and Contributing Features. The boundaries of the district are defined by four
contributing groups of property, as shown on Figure 3-7:
1. The existing National Register Historic Property boundaries of the Green Park Inn
nomination (1982).
2. The Blowing Rock Country Club Golf Course (excluding contemporary expansions).
3. The Leak and Wall Tract Subdivision.
J
1
4. The "Stevens and Thompson Group," consisting of "The Blowing Rock, " the associated
Blowing Rock Gift Shop, and adjacent contributing structures, that was surveyed by
Elizabeth Stevens and Deborah Thompson in 1988 and 1989. Many of the structures are on
properties developed by C.V. Henkel and the Craig family in the early twentieth century.
I US 321 Improvements (R-2237Q 3-41 Final Environmental Impact Statement
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LEGEND
Blue Ridge Parkway
SF Boundary
Bollinger-Hartley
House
Blowing Rock
Assembly
Blowing Rock Country
® Club/Golf Course
................... Green Park Historic
District Boundary
Figure 3-6
Historic Resources
and Park and
Recreation Areas
t
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numuwmuu Potential Addition to
District
® Stevens and
Thompson Group
® Leak and Wall Tract
0 Green Park Inn
National Register
Listing Area
Golf Course
Figure 3-7
Green Park
Historic District
Table 3-15 identifies the properties contributing to the district, dates of construction, and the
attributes that make them eligible for the National Register. This information was taken from the
National Register nomination (National Park Service, August, 1994) and a 1997 survey
conducted as a part of preparation of the DEIS. The 1997 survey identified a National Register-
eligible extension to the district (Mattson, Alexander & Associates, May 1997). Table 3-15 also
describes the properties' relationship to US 321 in terms of distance and vegetative cover. The
locations of contributing properties near US 321 are shown in Figure 3-8.
Use and Ownership. Most of the contributing properties in the district are residential, privately
owned, and used as second or vacation homes. In some instances, these properties are occupied
by year-round residents. The four non-residential contributing properties are the Green Park Inn,
Gideon Ridge Inn, "The Blowing Rock" attraction and the associated Blowing Rock Gift Shop,
and Blowing Rock County Club golf course, all of which are privately owned.
Architectural and Landscape Features. The Queen Anne-style Green Park Inn was an integral
feature in the development of this mountain-top area for resort estates and cottages in the late
nineteenth and early twentieth centuries. The golf course, constructed shortly after 1915,
increased the recreational opportunities of the area, which in turn supported the continued success
of the hotel and the marketability of residential properties in the Green Park area. The residential
neighborhoods are contributing elements to the district because of
1. Variations on vernacular architectural designs that have in common many design and
decorative features.
2. Construction for similar purposes (i.e., as a resort house), and during a specific period
(i.e., 1920 to 1930).
3. A common social focus on the Green Park Inn and the golf course/country club.
The three elements - hotel, golf course, and neighborhoods - are spatially contiguous and related
historically. In addition, the landscaping of the area has been relatively stable for the last three-
quarters of a century, creating an environment of mature trees, rhododendron and laurel thickets
and well-kept lawns.
To date, there has been little intrusive development to interrupt the visual character of the area.
While several structures post-dating the formative context of the district have been built within
the district, these additional structures are of styles and materials making them compatible and
consistent with the contributing structures. A new set of condominiums was built behind and to
the north of the Green Park Inn in 2001. In 2000, a developer proposed the construction of
condominiums on the opposite side of US 321 from the golf course, which would displace one
contributing structures. The condominiums have not been built.
Common architectural styles of the late nineteenth and early twentieth century exhibited by
contributing structures include the late Victorian (Queen Anne), Tudor Revival; American
Foursquare, and Craftsman styles. Some contributing structures have original chestnut bark
siding, a type of exterior siding characteristic to the area. Another common architectural
component is the use of stone for exteriors, chimneys and fireplaces, foundations, and walls.
US 321 Improvements (R-2237C)
3-44 Final Environmental Impact Statement
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Views. Situated atop the Blue Ridge escarpment, residents and visitors have spectacular views of
the surrounding Blue Ridge Mountains. The Green Park Inn and other contributing properties in
the historic district are among the first properties viewed by people traveling north on US 321
from points south. Viewers from the road see the park-like setting created by the mature trees
and well-established landscaping, homes set back from the road and partially obscured by the
landscaping, and the entrance to the Inn adjacent to the roadway. Dense woods tend to obscure
the view of the road from most of the contributing structures in the district. Exceptions are views
from the front of the Green Park Inn and from several homes on Pinnacle Avenue. Viewers at the
Inn, within 65 feet of US 321, have an unobstructed view of the roadway from the front porch.
Traffic and Pedestrian Movement. Vehicular traffic in the Green Park Historic District is carried
on US 321 and on local streets. Approximately 30 gravel parking spaces used by Green Park Inn
patrons are across from the Inn on the west side of US 321; people using these spaces must cross
US 321 on foot to reach the Inn. This parking is not owned at this time by the Green Park Inn,
although it was at one time. The current owner of the land allows the Inn to continue to use the
spaces.
Noise. An existing peak hour noise level of 61.4 dBA (Leq) was modeled at the Green Park Inn
(see Section 3.6, receptor 38 on Table 3-14).
Green Park Inn
The Green Park Inn was listed on the National Register of Historic Places (NRHP) on June 3,
1982. Its National Register property boundary is shown in Figure 3-6. Its location is shown on
Figure 3-7 The original portion of the structure was built in 1882. The property borders the
right-of-way of-existing US 321. The main entrance of the Inn is approximately 65 feet from the
road, although the edge of the driveway canopy is within 32 feet of the roadway.
Characteristics. The Green Park Inn is considered significant because of its importance in the
early development of the tourist industry in western North Carolina. The original 1882 wood
frame structure was built in the Queen Anne style of architecture and today it is considered a
well-maintained example of "grand frame resort architecture" of the late Victorian era (Swaim
and Hutchison, 1981). Twentieth century alterations and additions of frame and brick
complement the original style. The foundation of the original structure is wood piles set in
concrete or brick footings.
The 1982 Green Park Inn National Register property boundary represents the extent of the Green
Park Hotel property as late as 1950. Included in this boundary are three structures contributing to
the Green Park Historic District - the Green Family Cottage (#29 in Table 3-15), the Charles
Calvert Smoot III Cottage and garage (#33), and the James Ross Cannon Cottage (#35). The
forested landscaping in the area is consistent with the aesthetic environment of the Green Park
Inn and the adjacent district.
Use and Ownership. The Green Park Inn is privately owned. It has been used as a resort hotel
since its construction in 1882. The Inn is also used for dining, catering, and meetings. Outdoor
activities for the guests include sitting on the front porch (facing US 321) and swimming in the
pool on the north side of the Inn. A patio is available for outdoor sitting on the south side of the
hotel; the road is not visible from this patio.
The Inn has sleeping accommodations and dining operations. There are 85 sleeping rooms, 12
meeting rooms, and approximately 450 seats for restaurant service. The Inn caters not only to
US 321 Improvements (R-2237C) 3-51 Final Environmental Impact Statement
tourists for overnight and resort accommodations but also to tourists and residents for dining
service and meetings.
Because of the mountain setting, the Inn is not air-conditioned. Windows in the rooms are
opened in the spring, summer, and fall seasons to take advantage of mountain breezes.
The peak season for tourist activity is April through October, although the Inn and its restaurants
are open year round. The peak season guests are generally traveling to the area to enjoy the
cooler weather, the mountain setting, and the tourist attractions. In the winter, the Inn receives
guests traveling to the area for the winter sports (skiing) and for Inn and restaurant promotions.
Access. Guest Movements, and Parking. Vehicular access to the Green Park Inn is via US 321
and Green Hill Road. Parking for guests is available on the south side of the Inn (east of US 321)
and west of the Inn across US 321. Paved parking spaces for guests are available south of the
Inn. Inn patrons may use a gravel parking area west of the highway, although the land is not
currently owned by the Green Park Inn. Guests parking on the west side of US 321 must cross
US 321 on foot to and from the Inn. Parking spaces for employees are available to the rear of the
Inn.
Bollinger-Hartley House
North of the Green Park Historic District, the Bollinger-Hartley House is in Blowing Rock west
of US 321 and north of Sunset Drive. It was constructed in 1914 and was listed on the National
Register in 1995. The house satisfies Criterion C for listing in the National Register. It is
important in the architectural history of Blowing Rock and Watauga County as an intact example
of the bungalow style that developed as a popular house design for local residents during the
tourist boom of the early 20th century. Although the home does not have direct access to US 321,
the boundary of the property is adjacent to the US 321 right-of-way. The home is approximately
25 feet from the US 321 right-of-way and 55 feet (16.8 meters) from the current edge of
pavement. The ground upon which the home sites is approximately 12 feet lower than the
elevation of US 321.
Blue Ridge Parkway
The Blue Ridge Parkway is a 469-mile scenic highway that extends through 17 counties of
western North Carolina (plus 12 counties in Virginia). Construction began in 1935. The
Parkway was designed to connect the Shenandoah National Park in Virginia with the Great
Smoky Mountains National Park in North Carolina, providing drivers with a variety of mountain
views along the route. It is considered one of the crowning achievements of the federal public
works projects of the 1930s. To ensure control over key vistas beyond the 100 foot right-of-way,
the parkway planners at the National Park Service and the Bureau of Public Roads purchased
numerous adjoining parcels and scenic easements and created overlooks and wayside parks. The
beautiful rock bridges, built by Italian and Spanish masons, are among the parkway's signature
features. Concern for protecting the parkway and its vistas in the face of increasing mountain
development has spurred a variety of conservation efforts in recent years. The Parkway runs for
27 miles in Watauga County and has 55 view areas in the county. The Parkway crosses US 321
via an overpass immediately north of Blowing Rock. The Blue Ridge Parkway is described
further in Section 3.8.3, "Parks and Recreation Areas."
US 321 Improvements (R-2237Q 3-52 Final Environmental Impact Statement I
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3.7.2 Archaeological Resources
An archaeological survey was conducted of the alternative project corridors. The APE for this
work was defined by the cut and fill limits of the design alternatives and included approximately
375 acres. The purpose of the survey was to determine if archaeological resources that are listed
on or potentially eligible for, the National Register of Historic Places (NRHP) are within the
alternative corridors. Resource eligibility was assessed against NRHP criteria.
Background research was conducted at the North Carolina Office of State Archaeology (OSA) in
Raleigh. This research found that there are no previously recorded archaeological sites in or
adjacent to the APE.
The APE was surveyed in the field to identify previously unrecorded archaeological sites.
' Portions of the APE that could be safely accessed were surveyed. Areas of steep terrain,
disturbed areas, and wet areas were not surveyed. Shovel tests, were conducted in the areas
surveyed. No archaeological sites were found. The surveyors recommended that no additional
archaeological work was needed. The State Historic Preservation Officer (SHPO) confirmed in a
letter dated June 13, 2001 that no further archaeological studies were needed (see Appendix A).
3.8 Parks and Recreation Areas
There is only one public park in the project area, the Blue Ridge Parkway. Three private
recreation opportunities, The Blowing Rock (which was described under "Tourism and Retail" in
Section 3.1.3), the Blowing Rock Country Club, and a church assembly grounds are in the project
area. The locations of these areas are shown in Figure 3-6.
3.8.1 Blowing Rock Assembly Grounds
The Blowing Rock Assembly Grounds, founded in the late 1940s, is a conference and retreat
center sponsored by the United Church of Christ. Its entrance is on Goforth Road and the
grounds extend north to the Blue Ridge Parkway. Most buildings are congregated in one area and
include a lodge, dormitories and a gym. Six two-bedroom cottages are also on the property. Two
miles of hiking trails and an open field used for recreation lie between the lodge and the Blue
Ridge Parkway. The woods in this area are used for high school retreats with an ecology theme.
A spring on the property is the source of the New River. The Assembly Grounds can house
approximately 400 guests. Homes lie along Goforth Road opposite the Assembly Grounds.
I
3.8.2 The Blowing Rock Country Club
A portion of the Blowing Rock Country Club golf course is adjacent to US 321. It is a private
club. Motor vehicle access to the Country Club is via Country Club Drive, which intersects with
US 321. The fairway for the number 4 hole of the 18-hole course parallels US 321. The green is
near Goforth Road and the tee is near Country Club Drive. The fourth hole is considered to be
the club's signature hole, with its views of the Green Park Inn and Green Hill. Country club
officials have indicated that the several houses that lie between US 321 and a portion of the
fairway serve to prevent errant drives from the tee from reaching US 321 and striking passing
motor vehicles.
I US 321 Improvements (R-2237Q 3-53 Final Environmental Impact Statement
3.8.3 The Blue Ridge Parkway
The Blue Ridge Parkway links the Shenandoah and Great Smoky Mountains National Parks with
a 469-mile long "national rural Parkway." It is dedicated to enhancing the outstanding scenic and
recreational qualities of the corridor that it traverses, conserving unimpaired its significant natural
and cultural resources, and promoting the public enjoyment and appreciation of the Central and
Southern Appalachian mountains.
Purpose
"A national Parkway is a federally-owned, elongated park featuring a road designed for pleasure
travel and embracing scenic, recreational or historic features of national significance. Access
from adjoining properties is limited, and commercial traffic is not permitted. A national Parkway
has sufficient merit and character to make it a national attraction and not merely a means of travel
from one region to another." (National Park Service, 1964) The purpose of the Blue Ridge
Parkway is to:
1. Manage the scenic, natural and cultural resources of the Parkway's designed and natural areas
to preserve the integrity of resources and to provide a quality visitor experience;
2. Influence the protection of the scenic, natural and cultural resources within the corridor
comprised of those lands that are visible from the Parkway and/or situated adjacent to the
boundary; and
3. Conserve and provide for the enjoyment and understanding of the natural resources and
cultural heritage of the Central and Southern Appalachian Mountains.
The Blue Ridge Parkway was established on June 30, 1936, as the first rural national Parkway by
Congressional Act, Public Law 848 and is administered by the National Park Service. The
legislative intent of the Parkway emphasized scenery. In a 1936 letter, Harold L. Ickes, Secretary
of the Interior, wrote to the Chairman of the Committee on the Public Lands of the US House of
Representatives that certain areas adjacent to the Parkway present "fine possibilities of scenic or
recreational development for the benefit of the public." A 1936 House of Representatives report
(No. 2544) stressed that the purpose of the Blue Ridge Parkway is to provide a connecting scenic
highway and adjacent roadside recreational area between the Shenandoah National Park in
Virginia, and the Great Smoky Mountains National Park in North Carolina and Tennessee (Blue
Ridge Parkway Position Paper, 2000).
Value
The Blue Ridge Parkway has been considered for a nomination in the category of parkways for
National Historic Landmark status. The Parkway would be the first landmark in the Parkway
category because no other park in the country better represents the art of Parkway design and
construction as practiced in the 1930s (Blue Ridge Parkway Position Paper, 2000).
A National Historic Landmark Theme Study described the Blue Ridge Parkway as being
conceived of and. constructed as a true Parkway, not a park road; it was planned as a corridor
park, not as a road providing access within a larger park. The Theme Study further concludes
that as a surviving example of Parkway design of the 1930s, the Blue Ridge Parkway is
unparalleled. Elsewhere, modernizations and widenings have all but eliminated the historic
landscape designs of other early non-federal parkways. The Blue Ridge Parkway - protected by
its Federal ownership and its relatively remote location - is considered to be the most significant
US 321 Improvements (R-2237Q 3-54 Final Environmental Impact Statement I
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remaining example of pre- and post-war automotive Parkway design with the greatest degree of
integrity in the United States (National Park Service, August 2000).
Because of its diverse topography and its numerous vista points, the Parkway provides the most
accessible way to visit and experience Southern Appalachian rural landscapes and forested
mountains along a 469-mile long protected corridor. The Parkway is a primary catalyst for the
promotion of regional travel and tourism by serving as a unifying element for 29 counties in
North Carolina and Virginia through which it passes. It is a major contributor to the economic
vitality among the different counties. The Blue Ridge Parkway has been determined to be
eligible for the National Register of Historic Places.
Development Issues
The Park Service has commented on the issues that influence protection of the Parkway's
viewshed and how these issues have changed over time: "At the time of construction, the views
beyond the narrow boundary of the Parkway were either idyllic rural farmsteads or views into
forests. Today, those `views to the horizon' are changing. Virginia and North Carolina have
become top retirement destinations. This distinction has brought a flurry of residential
construction. In addition, restrictions to logging old growth timber in the Northwest have added
pressure to cutting stands of timber in the Southeast (National Park Service, 2001)."
The National Park Service has no jurisdiction over land use or appearance, beyond the Parkway
right-of-way boundary. Instead, county ordinances are relied upon to protect scenic beauty near
the Parkway. Not all counties have established such ordinances. Watauga County, however, has
adopted minimal viewshed protection ordinances for the Blue Ridge Parkway (conversation with
Larry Hultquist, National Park Service, February 5, 2001).
Notable Features in the Project Area
The Blue Ridge Parkway passes though the US 321 improvements project area. The most notable
feature of the Parkway in the project area is the panoramic view to the south of Blackberry Valley
in Caldwell County from Thunderhill overlook. Views to the north in this area are also notable.
The characteristics of these views are described in detail in Section 3.4.2 of the visual and
aesthetic quality discussion under the heading "Landscape Unit Six." Green Hill Road intersects
the Parkway in the project area. Here views are of mostly undeveloped farmland. To the west of
this point, views of lands surrounding the Parkway are blocked either by terrain or forest.
Effects of Other NCDOT Projects on the Parkway
Table 3-16 lists past, present, and programmed NCDOT projects that affect the Blue Ridge
Parkway. The earliest project (widening US 321 from Blowing Rock to Boone) dates to the late
1970s. The other projects were planned or programmed in the 1990s or in 2000. All are road
improvement projects, either widening or upgrading existing roads that cross or end at the
Parkway. None of the projects involves new crossings of the Parkway. Issues raised regarding
impacts on the Parkway primarily related to the appearance of replacement bridges and the loss of
vegetation to the improved road and the associated changes in ramps between the improved road
and the Parkway. The volume of projects in the last 10 years and planned future projects reflects
growth in population, employment, and tourists in the regions surrounding the Parkway and
associated growth in traffic. All but one of the projects that involve widening roads are either in
the Asheville metropolitan area or in Watauga County on roads leading to Boone. The exception
is a proposed widening of US 221. Other projects outside of the Asheville area or Watauga
County are upgrades of two-lane roads, such as creating standard width lanes or adding climbing
lanes.
US 321 Improvements (R-2237Q 3-55 Final Environmental Impact Statement
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I US 321 Improvements (R-2237C) 3-57 Final Environmental Impact Statement
The replacement bridge built to take the Parkway over the widened US 321 was criticized
because it was not designed to imitate the stone arch bridges used elsewhere along the Parkway.
It is now considered to have had a negative impact on the Parkway, particularly on views of the
Parkway from US 321. The use of a modern bridge structure when widening roads crossing the
Parkway has not been requested. (Note the US 421 project - R-529B - described in Table 3-16.)
3.9 Fog
In 1999, 16 accidents in Caldwell and Watauga counties were reported to occur under fog
conditions. The fog related to these accidents was probably widespread since there was a close
correspondence between fog reports at two western North Carolina airports (Asheville, North
Carolina and Tri-City in the Johnson City/Bristol/Kingsport, Tennessee area) and the accidents.
Low-level fog occurs when the air layer nearest to the ground becomes saturated with water
vapor such that the vapor condenses into tiny liquid water droplets that are suspended in the air.
The suspended water droplets form a cloud that reduces the atmosphere's transparency (visibility)
near the ground. Low-level fog can form by several different natural processes, all of which
cause fogging by one of the following two methods:
8. Cooling the atmosphere to its dew point (or moisture saturation) temperature, or
9. Evaporating additional moisture into the atmosphere until saturation is reached.
The most likely types of fog in the project area are radiation, advection, and upslope. Radiation
fog, also called nocturnal or ground fog, can occur on clear and calm nights when the heat from
the surface radiates into the atmosphere. As the heat radiates, the layer of air nearest to the
ground cools the fastest, until its dew point temperature is reached. Fogging then begins and
increases through the nighttime. Once formed, radiation fog often spreads upward in the
atmosphere to depths of over several hundred feet. Radiation fog generally dissipates within
several hours after sunrise, as the sun's rays heat up the air layer closest to the surface, thereby
lifting and evaporating the surface fog.
Advection fog is formed when warmer, moister air moves into a region replacing colder air that
has cooled the surface. As the warm, moist air flows over the cooled surface, fog begins to form
at the surface from the contact cooling of the moist air. This type of fog is very common over
snow-covered areas and can often become extremely dense under calm wind conditions. This
type of fog can persist until the local wind speed increases or until drier air enters the area.
Upslope fog occurs when air blowing up a mountain slope expands and cools until the air's dew
point temperature is reached. Upslope fog can occur any time of the day, but primarily occurs
during the daytime and ends when the upslope wind direction changes.
The radiation and advection are regional fogs and upslope is more likely to occur in isolated areas.
The rural nature of Watauga County means fog is more likely to occur over a large area. Localized
features that affect fogging occurrence or duration are not substantially different between the
corridors for the project alternatives. More data are needed to understand the severity, frequency,
and duration of local fog occurrences. There are not enough data currently available to know
whether or not the fog in Blowing Rock is any worse than anywhere else in the region or whether it
warrants more attention than anywhere else in the region. (Golder & Associates, 2000)
US 321 Improvements (R-2237C) 3-58 Final Environmental Impact Statement I
3.10 Ecological Resources
3.10.1 Terrestrial Resources
Topography
The project area is situated in the Blue Ridge physiographic province. Topographically, the
project area can be separated into two regions. The southern and eastern portions of the project
area include the eastern escarpment of the Blue Ridge Mountains and are characterized by steep,
deeply dissected slopes. The northern and western portions of the project area, the Blue Ridge
Plateau, are above the Blue Ridge escarpment where topography is much less severe. This region
is characterized by undulating terrain with scattered knobs, ridges, and low mountains.
Elevations range from a low of approximately 2,830 feet (mean sea level (MSL) at Bailey Camp
Creek to a high of approximately 3,890 feet MSL near the Blowing Rock Assembly grounds.
Geology, Minerals, and Soils
Blowing Rock is within the Blue Ridge Geologic Province, more specifically, the Grandfather
Mountain Window. The project area is underlain predominantly by lateral belts of Blowing Rock
gneiss (NCDNRCD, 1985). In Cambrian time, about 550 million years ago, riverine sediments
were deposited along the edge of the continent; while concurrently, offshore ocean sediments
were mixed with magma and crystallized into various igneous rocks. Through two major
mountain building episodes, the sedimentary rock and deeply buried rock were thrust up in a
complex mixture of granite, gneiss, volcanic, and sedimentary rock that were compressed,
broken, faulted, and twisted into folds. For the past 90 million years, erosion and weathering
have reduced the once lofty mountains into the present-day landscape of the Blue Ridge
Mountains (Division of Land Resources, 1999). The Grandfather Mountain Window is a hole
through the various thrust sheets where erosion has exposed younger rocks.
Fresh rock is generally massive and discontinuities are widely spaced. In the past it has been
necessary to scale loose rock and trim overhangs in some of the rock cuts along US 321 between
SR 1370 (south of the project area where US 321 begins to climb out of the Yadkin River valley)
and US 321 Business. In addition, there have been some serious maintenance problems at several
fill locations, mainly because the original embankments were constructed on extremely steep
slopes with poor material that was not sufficiently compacted.
In general, there is very little potential for pyritic shale in the project area (pyritic shale leaches
acid when disturbed by construction). During geotechnical investigations associated with final
design, the North Carolina Department of Transportation (NCDOT) will screen existing slopes
and rock core samples for pyritic shale. If pyritic shale is found, the NCDOT will coordinate
with federal and state fisheries and water quality control agencies in developing a plan for
preventing the water quality impacts associated with the exposure of pyritic shale.
There are no known mineral resources of an economic value within the project area.
The project extends through three soil series in Caldwell County (USDA, 1989) and eight soil
series in Watauga County (USDA, 1944). Soils on the steep, deeply dissected slopes of the Blue
Ridge escarpment consist primarily of the Chestnut-Edneyville Association (Typic Dystrudepts)
and Tate (Typic Hapludults) series in Caldwell County, and the Ashe-Chestnut complex (Typic
Dystrudepts) and Cullasaja (Humic Dystrudepts) series in Watauga County. A variety of soil
mapping units occur in the area around Blowing Rock (above the Blue Ridge escarpment).
Ridges and slopes are mapped as the Porters-Unaka complex (Typic Dystrudepts) and Saunook
(Humic Hapludults) series. Stream margins and floodplains are mapped as the Nikwasi (Cumulic
US 321 Improvements (R-2237Q 3-59 Final Environmental Impact Statement
Humaquepts) series and the Reddies (Oxyaquic Dystrudepts) series. Heavily developed areas are
mapped as Urban Land (Udorthents). No hydric soils are mapped within the project area (USDA,
1991; USDA, 1997). The following is a brief description of the nine main soil series within the
project area.
Chestnut-EdnWJlle Association. These are moderately deep, well drained, loamy soils. Gravel
and cobble is present throughout these soils, with occasional stones scattered over the surface.
Chestnut and Edneyville soils commonly occur on 15 to 90 percent slopes at elevations ranging
from 1,400 to 4,800 feet. These soils formed in the residuum of weathered metamorphic rock. Soft
bedrock (saprolite) is within 20 to 60 inches of the soil surface. Permeability is moderately rapid.
Runoff is high on steeper slopes. Erosion is a severe hazard in areas where the surface is bare or
has been disturbed. These soils occur on side slopes and ridges along the Blue Ridge escarpment.
Tate Series. These are very deep, well drained, loamy soils. Flakes of mica could be prevalent in
these soils. These soils occur on moderate slopes in coves and drainageways and have formed in
colluvium derived from weathered metamorphic and igneous rock. Permeability is moderately
rapid. Runoff is low to high depending on slope. Runoff is lower where the surface has little or
no disturbance. These soils are found in drainages along the escarpment.
Ashe-Chestnut Series. These soils are moderately deep, well to somewhat excessively drained,
loamy soils. Gravel, cobbles, and stones are present throughout these soils, with occasional
stones scattered over the surface. Ashe and Chestnut soils commonly occur on 15 to 90 percent
slopes at elevations ranging from 1,400 to 5,000 feet. They formed in the residuum of weathered
metamorphic rock. Soft bedrock (saprolite) is within 20 to 40 inches of the soil surface.
Permeability is moderately rapid. Runoff is low to high depending on slope. Erosion is a severe
hazard in areas where the surface is bare or has been disturbed. These soils are on side slopes and
ridges along the Blue Ridge escarpment.
Cullasaia Series. These consist of very deep, well drained, loamy soils. Large amounts of gravel,
cobble, and stone fragments are present throughout these soils. Occasional boulders are scattered
on the surface. These soils occur on toe slopes, coves, and drainageways and have formed in
colluvium derived from weathered metamorphic rock. Permeability is moderately rapid. Runoff
is low to medium depending on slope. Runoff is lower where the surface has little or no
disturbance. These soils are found in drainages along the escarpment.
Porter-Unaka Complex. These are moderate to deep, well drained, loamy soils. Fragments of
gravel, cobble, and stone could be present. Flakes of mica could be prevalent in these soils. The
Porter-Unaka complex occurs on 15 to 50 percent slopes at elevations ranging from 3,000 to
5,000 feet. These soils formed in the residuum of weathered metamorphic and igneous rock.
Depth to bedrock is 20 to 50 inches. Permeability is moderate, and runoff is low to high
depending on slope. Runoff is much lower where the surface has little or no disturbance.
Erosion is a moderate hazard in areas where the surface is bare or disturbed. The complex is
extensive within the Blue Ridge Plateau above the escarpment.
Saunook Series. These consist of very deep, well-drained, sandy loam soils. These soils contain
varying amounts of gravel, cobble, and stone fragments. Mica flakes could be common. These
soils occur on gently sloping to steep toe slopes, benches, and coves. Slopes are commonly five
to 25 percent. Saunook soils formed in colluvium derived from weathered metamorphic rock.
Depth to bedrock is greater than 60 inches. Permeability is moderately rapid and runoff is very
low. These soils are found primarily along toe slopes of drainageways within Blowing Rock.
US 321 Improvements (R-2237Q 3-60 Final Environmental Impact Statement I
1
Nikwasi Series. These consist of moderately deep, poorly to very poorly drained, sandy loam to
loamy sand soils. Large amounts of gravel and cobble are present throughout these soils. Mica
flakes could be common. These soils occur on nearly level, relatively narrow floodplains. Slopes
are commonly between 0 to 3 percent. Nikwasi soils formed in recent alluvium. Depth to
bedrock is greater than 5 feet. Permeability is moderately rapid and very slow to ponded runoff.
These soils are found primarily along the bottom of drainageways within Blowing Rock.
Reddies Series. These consist of moderately deep, moderately drained, loamy soils. Large
amounts of gravel and cobble are present in horizons, 20 to 40 inches below the surface. Mica
flakes could be common. These soils occur on nearly level, relatively narrow floodplains, in the
upper reaches of the watershed. Slopes are commonly between 0 to 3 percent. Reddies soils
formed in recent alluvium. Permeability is moderately rapid and runoff is slow. These soils are
found primarily along the upper portions of drainageways within Blowing Rock.
Urban Land. Urban land is defined as land mostly covered by impermeable surfaces such as
parking lots, streets, buildings, and other structures. Urban land occurs adjacent to major roads in
heavily developed areas, specifically in the vicinity of US 321 in Blowing Rock.
Plant Communities
The geography of the Mountains physiographic province provides cool temperatures, often-
abundant rain, and multiple elevations, aspects, and exposures to wind and solar radiation. These
factors produce varied natural environments from moist, protected coves to exposed, rocky
ridges. Plant communities adapted to these conditions range from spruce-fir forests on the
highest peaks to montane alluvial forests in river valleys.
The North Carolina Forest Service (NCFS) describes the Blue Ridge Escarpment and outlying
foothills, from South Carolina to Virginia, as the Appalachian Highlands and Foothills Forest
Legacy Area. The region is largely dominated by mountain hardwoods, with spruce-fir forests
and acidic coves of eastern hemlock (Tsuga canadensis), tulip poplar (Liriodendron tulipifera),
and rosebay rhododendron (Rhododendron maximum) also very important. On land abandoned
by farmers, pine forests are common (NCFS, 2001).
The project area is in a region of contrasting land uses. The terrain north of the Blue Ridge
Parkway and on the escarpment along the eastern project area boundary is primarily forested.
This terrain contains a few, mostly unpaved roads. Scattered residential lots are accompanied by
small agricultural and neglected pastoral fields and orchards. In contrast, the west-central portion
of the project area includes the rapidly developing east side of Blowing Rock, as described in
Section 3.1.4. Four broad classifications of plant communities were identified. Two natural
communities were noted, including chestnut oak forest and cove forest. Two variations of
disturbed land also were identified: pastoral land and urban/disturbed land.
Chestnut Oak Forest. The chestnut oak forest, as documented by Schafale and Weakley (1990),
is found primarily on dry, rocky slopes and ridge tops at low to moderate elevations up to 4,000
feet. Within the project area, chestnut oak forest is found primarily along the ridges of the Blue
Ridge escarpment. The canopy is dominated by rock chestnut oak (Quercus montana) and scarlet
oak (Quercus coccinea). Other canopy species include northern red oak (Quercus rubra), yellow
birch (Betula alleghaniensis), hickories (Carya spp.), red maple (Acer rubrum), and Carolina
hemlock (Tsuga caroliniana). Understory trees include sourwood (Oxydendrum arboreum),
sassafras (Sassafras albidum), and downy serviceberry (Amelanchier arborea). The shrub layer
varies from open to dense thickets dominated by rosebay rhododendron (Rhododendron
' maximum).
US 321 Improvements (R-2237Q 3-61 Final Environmental Impact Statement
Cove Forest. The cove forest is a diverse community, documented by Schafale and Weakley
(1990) that supports a mixture of hardwoods and conifers in the canopy. This community occurs
on the Blue Ridge escarpment, and northern sections of all of the bypass alternatives. The canopy
is typically characterized by yellow birch, cherry birch (Betula lenta), tulip poplar (Liriodendron
tulipifera), northern red oak, red maple, American basswood (Tilia americana), sweet pignut
hickory (Carya glabra), fraser magnolia (Magnolia fraseri), chestnut oak, and Canadian hemlock
(Tsuga canadensis). The cove forest has a relatively open subcanopy including saplings of
canopy species, umbrella magnolia (Magnolia tripetala), pawpaw (Asimina triloba), witch hazel
(Hamamelis virginiana), hop hornbeam (Ostrya virginiana), and mountain maple (Acer
spicatum).
This community can be separated into two subtypes based on orientation: rich cove forest and
acidic cove forest. The rich cove forest is primarily found on south-facing slopes, which receive
more sunlight and are, therefore, warmer and drier than north-facing slopes. Acidic cove forests
occur on north-facing slopes, which are typically shady, cooler, and moister. The rich cove forest
supports a variety of shrubs and herbs such as violets (Viola spp.), black cohosh (Cimicifuga
americana), white erect trillium (Trillium erectum), impatiens (Impatiens spp), waterleaf
(Hydrophyllum virginianum), and yellow bead lily (Clintonia borealis). Acidic cove forests are
dominated by acid-loving, ericaceous shrubs such as rosebay rhododendron and mountain laurel
(Kalmia latifolia).
In some areas the chestnut oak and cove forests display signs of past logging. These areas were
left with sufficient cull trees and are rapidly succeeding to steady-state conditions. Therefore,
these successional areas are included in this community description.
Pastoral Land. Pastoral land includes the cow and horse pastures found primarily along both
sides of the Blue Ridge Parkway, near the Thunder Hill overlook, northeast of Blowing Rock.
Pastoral land is the least common plant community within the project area. Pastoral land is
dominated by a variety of grasses and herbs. Characteristic species include Johnson grass
(Sorghum halepense), broomsedges (Andropogon spp.), five fingers (Potentilla canadensis),
sedges (Carex spp.), Timothy grass (Phleum pratense), thistle (Carduus spp.), Queen Anne's lace
(Daucus carota), asters (Aster spp.), and goldenrods (Solidago spp.).
Urban/Disturbed Land. Urban/disturbed land includes areas developed and maintained for
residential, commercial, and industrial use, as well as man-made ponds, maintained right-of-
ways, and roads and roadside margins. This community has been substantially altered from
natural conditions and includes common horticultural species such as white pine (Pinus strobus),
rosebay rhododendron, flowering cherry (Prunus sp.), and Canadian hemlock. Lawns containing
a variety of turf grasses are common around residential and commercial buildings.
Rare/Unique Natural Areas
There are no designated rare or unique natural areas identified within the project area according
to Natural Heritage Program (NHP) records. However, the NHP has designated two areas within
2.0 miles of the project area as Significant Natural Heritage Areas (SNHA). The South Fork New
River Aquatic Habitat is on a section of Middle Fork along US 321, approximately 1.0 mile north
of Aho Road, the terminus of Bypass Alternatives 4A and 4B. Blowing Rock Cliff is
approximately 0.2 mile south of The Blowing Rock (NCDPR, 1997). The SNHA designation
offers no formal protection, but such resources are recognized as unique areas and could come
under protection in the future. There are no water bodies deserving of special attention as
denoted under the federal Wild and Scenic Rivers Act of 1968 (Pub. L. No. 90-542, 82 Stat. 906;
US 321 Improvements (R-2237Q 3-62 Final Environmental Impact Statement I
codified and amended at 16 U.S.C. 1217-1287 [1982]) or under the North Carolina's Natural and
Scenic Rivers Act of 1971 (G.S. 113A-30).
t Wildlife
The project area consists of a mosaic of urban/residential areas, deciduous forest, and pastoral
land. These plant communities offer the necessary components (food, water, cover) to support a
wildlife species typical of the Blue Ridge region of the state. Transecting streams and gallery
forests offer potential wildlife travel corridors, while existing roads and fencing provide obstacles
to wildlife movement. Animals may live on land (terrestrial) or in the water (aquatic). Each
species has evolved specialized anatomical features and behavioral strategies in order to adapt to
a particular environment. Some species find adequate or optimum habitat in urban settings where
human modification to natural vegetation is dominant. Other species prefer pastoral, open, or
edge habitat. The majority of wildlife species requires a variety of natural or relatively
undisturbed forest cover.
Mammals. Plant communities within the project area provide suitable habitat for a diverse
mammal population. During field studies, tracks or observations were documented for Virginia
opossum (Didelphis virginiana), eastern cottontail (Sylvilagus floridanus), woodchuck (Marmota
monax), raccoon (Procyon lotor), and white-tailed deer (Odocoileus virginianus). Other species
expected in and around areas of human development include eastern pipistrelle (Pipistrellus
subflavus), eastern gray squirrel (Sciurus carolinensis), Norway rat (Rattus norvegicus),
Allegheny woodrat (Neotoma magister), eastern mole (Scalopus aquaticus), eastern spotted
skunk (Spilogale putorius), striped skunk (Mephitis mephitis), and house mouse (Mus musculus).
Open areas associated with larger streams, pastures, roadsides, and along woodland borders
provide habitat for eastern red bat (Lasiurus borealis), meadow vole (Mocrotus pennsylvanicus),
star-nosed mole (Condylura cristata), southeastern shrew (Sorex longirostris), least shrew
(Cryptotis parva), hispid cotton rat (Sigmodon hispidus), short-tailed deer mouse (Peromyscus
maniculatus), and red fox (Vulpes vulpes).
Mammals typical of hardwood forests in this region of North Carolina include masked shrew
(Sorex cinereus), hairy tailed mole (Parascalops breweri), eastern mole (Scalopus aquaticus),
New England cottontail (Sylvilagus obscurus), southern flying squirrel (Glaucomys volans),
southern red-backed vole (Clethrionomys gapperi), white-footed mouse (Peromyscus leucopus),
wild pig (Sus scrofa), bobcat (Lynx rufus), and black bear (Ursus americanus).
Birds. The presence of both forested and open communities, and variation in altitude, aspect, and
moisture regime, have resulted in a diversity of habitats available to birds. Bird species observed
during field work include common raven (Corvus corax), wild turkey (Meleagris gallopavo),
northern cardinal (Cardinalis cardinalis), Carolina chickadee (Poecile carolinensis), white-
throated sparrow (Zonotrichia albicollis), brown creeper (Certhia familiaris), white-breasted
nuthatch (Sitta caroliniana), song sparrow (Melospiza melodia), winter wren (Troglodytes
troglodytes), Carolina wren (Thryothorus ludovicianus), purple finch (Carpodacus purpureus),
ruby-crowned kinglet (Regulus calendula), American crow (Corvus brachyrhynchos), blue jay
(Cyanocitta cristata), eastern towhee (Pipilo erythrophthalmus), cedar waxwing (Bombycilla
cedrorum), and dark-eyed junco (Junco hyemalis).
The large expanse of deciduous oak forest on the escarpment is particularly suitable for forest
interior bird species. Birds of oak forests could vary considerably depending on elevation,
maturity and species distribution in a particular area. Species associated with these forests
include sharp-shinned hawk (Accipiter striatus), eastern screech owl (Otus asio), hairy
US 321 Improvements (R-2237Q 3-63 Final Environmental Impact Statement
woodpecker (Picoides villosus), downy woodpecker (Picoides pubescens), Acadian flycatcher
(Empidonax virescens), eastern wood pewee (Contopus virens), blue jay, Carolina chickadee, and
tufted titmouse (Baeolophus bicolor). Other species in oak forest include white-breasted
nuthatch, eastern phoebe (Sayomis phoebe), wood thrush (Hylocichla mustelina), rose-breasted
grosbeak (Pheucticus ludovicianus), red-eyed vireo (Vireo olivaceus), and gray catbird
(Dumetella carolinensis). Notable bird species are the large number of migrant warblers
represented, including black-and-white warbler (Mniotilta varia), black-throated green warbler
(Dendroica virens), worm-eating warbler (Helmitheros vermivorus), black-throated blue warbler
(Dendroica caerulescens), blue-headed vireo (Vireo solitarius), ovenbird (Seiurus aurocapillus),
and hooded warbler (Wilsonia citrina).
The avifauna of cove forest is quite diverse and includes most of the species mentioned in oak
forests. Additional birds present during late spring and summer are blue-gray gnatcatcher
(Polioptilla caerulea), northern parula (Parula americana), and summer tanager (Piranga rubra).
Within the cove forest, small, cool streams characterized by pools and rapids are often lined with
characteristic riparian forest species including hemlock and an understory of rhododendron and
mountain laurel. Blackburnian warbler (Dendroica fusca) and Canada warbler (Wilsonia
canadensis) find suitable habitat in these areas.
Floodplain forest is present along larger streams west of the escarpment, and supports early
successional vegetation, such as black willow (Salix nigra), river birch (Betula nigra), and alders
(Alnus serrulata). Summer breeders associated with floodplains include white-eyed vireo (Vireo
griseus), yellow-throated vireo (V. flavifrons), warbling vireo (V. gilvus), yellow warbler
(Dendroica petechia), northern oriole (Icterus galbula), and Louisiana water thrush (Seiurus
motacilla). Birds expected in association with larger streams include wood duck (Aix sponsa),
belted kingfisher (Megaceryle alcyon), and spotted sandpiper (Actitis macularia).
Disturbed areas such as old fields, successional plant communities, and urban development are
prominent in and around Blowing Rock. The original forests in these areas were removed or the
canopy was interrupted. A variety of birds occur within these areas, including turkey vulture
(Cathartes aura), northern bobwhite (Colinus virginianus), mourning dove (Zenaida macroura),
barn swallow (Hirundo rustica), northern mockingbird (Mimus polyglottos), American crow,
European starling (Sturnus vulgaris), American robin (Turdus migratorius), indigo bunting
(Passerina cyanea), house wren (Troglodytes aedon), song sparrow, red-tailed hawk (Buteo
jamaicensis), and horned lark (Eremophila alpestris).
Amphibians and Reptiles. No terrestrial amphibian or reptile was observed during field studies.
Amphibians expected within the project area include numerous salamanders, toads, and frogs.
The numerous streams and seepages within the project area provide suitable habitat for breeding.
The salamander fauna, in particular, is expected to be diverse and could include spotted
salamander (Ambystoma maculatum), seal salamander (Desmognathus monticola), mountain
dusky salamander (Desmognathus ochrophaeus), pigmy salamander (Desmognathus wrighti),
two-lined salamander (Eurycea bislineata), four-toed salamander (Hemidaactylium scutatum),
and redback salamander (Plethodon cinereus) among others. Primarily terrestrial amphibians and
reptiles known to occur in the region include American toad (Bufo americanus), Fowler's toad
(Bufo woodhousii), spring peeper (Pseudacris crucifer), green frog (Rana clamitans), wood frog
(Rana sylvatica), eastern box turtle (Terrapene carolina), five-lined skink (Eumeces fasciatus),
eastern fence lizard (Sceloporas undulatus), worm snake (Carphophis amoenus), northern black
racer (Coluber constrictor), southern ringneck snake (Diadophis punctatus), rat snake (Elaphe
obsoleta), eastern milk snake (Lampropeltis triangulatum), northern water snake (Nerodia
US 321 Improvements (R-2237C) 3-64 Final Environmental Impact Statement
sipedon), queen snake (Regina septemvittata), eastern garter snake (Thamnophis sirtalis),
northern copperhead (Agkistrodon contortrix), and timber rattlesnake (Crotalus horridus).
Game Species. The North Carolina Inland Fishing, Hunting, and Trapping Regulations Digest
(NCWRC, 2000) indicates that big game successfully hunted in Watauga and Caldwell Counties
include white-tailed deer, black bear, wild pig, and wild turkey. Of these species, white-tailed
deer and wild turkey were observed within the project area. Black bear and wild boar are
expected within the bypass alternative corridors particularly on the escarpment. Other primary
game species known to occur within the project area are groundhog, eastern cottontail, gray
squirrel, bobcat, and raccoon.
Regional Land Cover
Table 3-17 gives the 1992 percentages of land by cover types in the major river subbasins
contained in the project area. (Section 3.10.2 describes the subbasins, their component streams,
and boundaries.) In the South Fork New River and Upper Yadkin, land use was primarily forest
and agriculture. Urban and built-up land was more abundant in the Upper Catawba River
subbasin.
Within the three major river drainages containing the project area, acreages of cultivated crops
and forestland have declined, while urban and built-up lands have increased. Table 3-18 indicates
the changes between 1982 and 1992.
Table 3-17. Percent of Major Land Cover Types in Regional Sub-Basins
F1
L
Subbasin Cultivated Uncultivated
Pasture
Forest Urban/
Ofher
Crops Crops Built-up
South Fork 2.0% 6.0% 25.0% 53.0% 6.0% 8.0%
New River
Upper Yadkin 13.0% 3.2% 15.5% 50.9% 9.8% 7.2%
Upper
3
6%
3.4%
5.9%
49.4%
20.0%
17.6%
Catawba .
1 "Other" category includes rural transportation and open water.
Sources: NCDWQ, 1997b, 1999b, 2000a
Table 3-18. Changes In Land Cover in Regional Sub-Basins 1982 to 1992
River
Basin Cultivated
Crops Uncultivated
Crops Pasture Forest Urban/
Built-up Other
New -51.5% +17.7% -3.1% -1.4% +37.3% +8.8%
Yadkin -24.8% -22.1% +19.4% -3.2% +37.7% +26.9%
Catawba -37.7% +12.2% -4.7% -5.6% +35.1% +3.7%
Sources: NCDWQ, 1997b, 1999b, 2000a
I US 321 Improvements (R-2237Q 3-65 Final Environmental Impact Statement
In the last four decades, the amount of developed land within the limits of the Town of Blowing
Rock has increased. NCDOT aerial photos of The Blowing Rock vicinity taken in 1961 and 1994
show increasing residential development at the edges of the town and increased density towards
the center of the town. Also apparent is the incursion of new roads onto the Blue Ridge
Escarpment.
Forestry and Farming
In 1997, agriculture involved the smallest part of the workforce in Watauga County, with 0.6
percent, or 91 workers (see Table 3-7). In 1997, 28 percent of the county's land (56,508 of
200,038 acres) consisted of farms, with an average farm size of approximately 84 acres. Cash
receipts from farming in 1998 were $24 million, placing Watauga County 73rd in North Carolina
in agricultural production (NCDACS, 2000). In contrast, gross retail sales in the county for fiscal
year 1998 to 1999 were $672 million.
In 1997, agriculture was the smallest part of Caldwell County's workforce with less than 100
workers (see Table 3-7). In 1997, 12 percent of the county's land (37,050 of 301,875 acres)
consisted of farms, with the average farm size being 112 acres. Cash receipts in 1998 were $51
million, placing Caldwell County 43rd in North Carolina in agricultural production (NCDACS,
2000). The county's gross retail sales in fiscal year 1998 to 1999 were $666 million.
Forestry is the second largest industry in the state, contributing over $20 billion annually to the
state's economy and providing 144,000 jobs for North Carolinians (North Carolina Cooperative
Extension, 1997). In Watauga and Caldwell Counties, 64 and 75 percent, respectively, of the
county's acreage is managed as timberland (Table 3-19).
Table 3-19. Forested Land And Managed Timberland
County «'atau"a (000s) Caldwell (0005)
Total Acreage 200.0 301.9
Total Forested Land (acres) 137.5 226.9
Area of Timberland by Ownership Class All Ownership 128.7 226.8
(acres/hectares)
Federal Government
0.4
49.3
State Government 0.0 0.0
County and Municipal 0.0 0.0
Forest Industry 128.3 177.5
Source: North Carolina Forest Service. 2004. Forest Statistics for North Carolina, 2002.
Wildlife Habitat Trends
In the immediate vicinity of Blowing Rock, forest habitat has been steadily depleted by
development. Historic aerial photographs illustrate encroaching development in areas that were
forested in 1961. Historic aerial photographs also show that roads have increasingly invaded
forested areas. New roads provide pathways for the invasion of weedy, exotic plant species such
as kudzu (Pueria lobata) and princess tree (Paulownia tomentosa). Pathogenic fungi, diseases,
and insects are also afforded access to forest interiors by new roads.
US 321 Improvements (R-2237Q 3-66 Final Environmental Impact Statement I
I
Population growth, the growth of tourism and recreation interests, and the increasing value of
land for residential lots have brought changes to the character of wildlife habitat in and around
Blowing Rock. Development projects have extended farther into previously remote forested
areas. The resulting fragmentation of large forest tracts favors edge-adapted species like
raccoons, blue jays and white-tailed deer. Meanwhile, more reclusive animals like black bears
and wood thrushes are pushed into smaller tracts of habitat.
Hunting
White-tailed deer harvests have steadily increased from 1980 to 1999 in Watauga and Caldwell
Counties. In Watauga County, the harvest increased from 21 to 653 deer (antlered and button
bucks and does) in the two decades, and from 178 to 853 deer in Caldwell County
(correspondence from V. Evin Stanford, Deer Biologist, NCWRC, January 22, 2001). While
increase in human and deer populations can account for a portion of this harvest increase, deer
hunting as a recreational activity is clearly becoming more important. In addition to white-tailed
deer, the North Carolina Wildlife Resources Commission (NCWRC) notes that black bear, wild
pig, and wild turkey are hunted in Watauga and Caldwell Counties (NCWRC, 2000). Smaller
game species in the region are gray squirrel, eastern cottontail, bobcat, raccoon, bobwhite, and
mourning dove.
Hunting is conducted on the federally managed Pisgah Game Lands, on the western boundary of
the Town of Blowing Rock. The Game Lands are contained in the Pisgah National Forest, to the
west and south of the project area, and stretch into Buncombe County. Hunting is also conducted
on private lands in The Blowing Rock area, including lands on the Blue Ridge escarpment. As
development of undisturbed areas such as the Blue Ridge escarpment progresses, wildlife
becomes scarcer, and hunting is eliminated as a recreational option in some areas.
' 3.10.2 Aquatic Resources
Smaller streams and seeps are frequent on hilly terrain such as the Blue Ridge escarpment in the
eastern project area. Coves gather runoff and subterranean ground flow from adjacent ridges and
collect it into small drainages that flow into larger, perennial streams. The smaller, ephemeral
streams provide habitat for wetland plant communities and associated fauna, including insects,
amphibians, birds and mammals. Wetlands and headwaters are often breeding areas for aquatic
organisms including fish, mollusks, and amphibians. Wetlands and saturated soils adjoining
these waters help absorb rain and runoff, and their vegetative cover helps to hold the soil of the
mountainside in place. Small streams and wetlands in the mountains, as in other geographic
provinces, help to contain floodwaters and temper the flow of precipitation pulses to the main
stem of the river.
Water Resources
Water Resources and Ratings. Blowing Rock is at the divide of three major watersheds, the New
River, Yadkin-Pee Dee, and Catawba. The project would directly affect streams in the New
River and Yadkin-Pee Dee, with lesser impacts to streams and water resources in the Catawba
watershed. Streams and drainages southeast and east of Blowing Rock on the Blue Ridge
escarpment are part of the Yadkin-Pee Dee River Basin (USGS Hydrologic Unit 03040101, North
Carolina Department of Water Quality (NCDWQ) subbasin 03-07-01). Streams and drainages
including most of Blowing Rock, areas north of the Blue Ridge escarpment and the Blue Ridge
Parkway (Blue Ridge Plateau) are part of the New River Basin (USGS Hydrologic Unit
05050001, NCDWQ subbasin 05-07-01). The Catawba watershed includes streams and
US 321 Improvements (R-2237C) 3-67 Final Environmental Impact Statement
drainages south of Blowing Rock along the Blue Ridge escarpment west of US 321 (USGS
Hydrologic Unit 03050101, NCDWQ subbasin 03-08-31).
Yadkin-Pee Dee Basin streams drain the Blue Ridge escarpment in a general southeastern
direction. The project area's named streams within the Yadkin-Pee Dee River Basin are Martin
Branch and Bailey Camp Creek (see Figure 3-9 and Appendix D). These streams are assigned a
best usage classification of C Tr (NCDWQ, 2000c). The C designation denotes aquatic life
propagation and survival, fishing, wildlife, secondary recreation, and agriculture. Secondary
recreation refers to any activity in which bodily contact with water is on an infrequent or
incidental basis. The supplemental designation Tr denotes a stream as suitable for natural trout
propagation and maintenance of stocked trout.
Aho Branch and the Middle Fork of the South Fork of the New River are the only named streams
within the New River Basin portion of the project area. Both streams have been assigned a best
usage classification of WS-IV Tr + (NCDWQ, 2000b). Class WS-IV waters are protected as
water supplies and are generally in moderately to highly developed watersheds. Discharge of
treated waste is granted under permits, and local programs to control non-point source and
stormwater discharge of pollution are required. These waters are also suitable for all Class C
uses. The supplemental designation Tr denotes a stream as suitable for natural trout propagation
and maintenance of stocked trout. The + designation indicates that these waters are subject to a
special management strategy concerning stormwater controls and water quality standards in order
to protect downstream waters designated as Outstanding Resource Waters (ORW).
No streams from the Catawba Basin are within the project area. However, two sections of
US 321 straddle the ridge between the Catawba, Yadkin-Pee Dee, and New River watersheds.
The first section includes approximately 1/2 mile of US 321 between the northern Green Park
Historic District boundary in the Pinnacle Avenue area and the US 3211US 321 Business
intersection. This portion of the Catawba watershed drains into headwaters of Johns River.
Johns River has been assigned a best usage classification of C Tr. The second section of corridor
within the Catawba Basin occurs approximately 2.0 miles south of Blowing Rock, near Greene
Cemetery. A short segment of US 321 could drain into the headwaters of Left Fork Mulberry
Creek. Left Fork Mulberry Creek has been assigned a best usage classification of C Tr High
Quality Waters (HQW) (NCDWQ, 2000a). HQW-designated waters are rated as excellent based
on biological and physical/chemical characteristics including native trout waters primary nursery
areas, critical habitat, and water supply watersheds.
Designated public mountain trout waters (DPMTW) are classified for management by the NCWRC
as either Wild Trout Waters or Hatchery Supported Waters. Wild Trout Waters are high quality
waters that sustain trout populations by natural reproduction. Hatchery Supported Waters must be
stocked periodically in order to sustain a population. They are designated by the NCWRC.
DPMTW is a state fishery management classification, which provides for public access to streams
on both public and private lands. DPMTW is not the same as classification as NCDWQ's Trout
Waters (Tr) water quality management classification. DPMTW has no associated land use or water
quality protection regulations. However, many of the DPMTW are also classified as Trout Waters
and are subject to the water quality rules associated with the NCDWQ supplemental designations
(Faker, 1992).
The Middle Fork New River, extending from the Lake Chetola dam to the South Fork New River,
is designated as Hatchery Supported Trout Waters. No streams within the project area are
designated Wild Trout Waters.
US 321 Improvements (R-2237C) 3-68 Final Environmental Impact Statement I
LI
Locations of surface waters (streams) subject to US Army Corps of Engineers (USACE)
jurisdiction are depicted in Figure 3-9 and Appendix D. The crossing numbers shown in Figure
3-9 represent a jurisdictional system that may contain multiple streams and associated wetlands.
Characteristics of stream crossings are presented in Table 3-20.
Sources of Water Quality Degradation. Water quality is degraded through pollution from point-
source discharges, overland runoff, and toxic substances deposited from the atmosphere or
through rainfall. Pollutants might be sediment, nutrients, toxic or synthetic substances, road salt,
oxygen-consuming wastes, or bacteria.
Transport and redeposition of sediment are among the most essential natural processes occurring
in watersheds. However, land-disturbing activities such as road and building construction,
agriculture, grazing, and logging can cause more soil than usual to be detached from the land and
moved by water. This can result in streams and rivers receiving more sediment than they can
transport. Sediment then accumulates on streambeds, smothering fish and aquatic insect habitat.
In addition, sediment buildup decreases the water storage volume of streams, rivers and lakes,
resulting in more frequent floods. Suspended sediments increase the cost of treating municipal
water supplies.
In the mountains of western North Carolina, where three quarters of the land has a slope
exceeding 30 percent, erosion and sedimentation are major problems. Destructive sedimentation
in water is accompanied by loss of topsoil and decreased soil productivity on land. Building site
preparation, road construction, and other land-disturbing activities compromise the stability of
soils that are shallow and subject to sliding.
Runoff from urban or developed areas carries many non-point source contaminants into streams
including sediment, oil and grease from automobiles, road salt, litter, nutrients, waste materials,
and atmospheric pollutants. The contaminants enter streams directly instead of being allowed to
filter slowly through the soil, partly to completely decomposing as they do so. Declines in water
quality are expected if 10 to 15 percent of a watershed is covered by impervious surfaces such as
roads, rooftops and parking lots (NCDWQ, 2000c).
Urbanization has hydrologic effects in addition to water quality effects. Increased surface runoff
leads to more frequent and intense flood pulses. These effects are exacerbated by piping of
stormwaters and channelization of streams, and they lead to bank scouring and undercutting and
increased sedimentation.
Wastewater discharges are another source of water quality degradation. In 1995, Middle
Fork/South Fork was listed as impaired because of non-point source pollution arising from
sedimentation and urban stormwater runoff and from the discharge of solids from the Blowing
Rock wastewater treatment plant. NCDWQ recommended several strategies to address non-point
source pollution reduction in the Blowing Rock area. In addition, improvements to the sludge
disposal program were completed. The stream has since been removed from the list of impaired
waters (NCDWQ, 2000a).
Sedimentation, wastewater discharge, and non-point source pollution are the three major water
quality concerns in the Middle Fork/South Fork subbasin (NCDWQ, 2000a). In the Upper Yadkin
subbasin, larger downstream reaches have experienced some impairment from turbidity, nutrients,
' and bacteria. However, the upper reaches and smaller streams in the subbasin have Good to
Excellent water quality. Water quality in the upper Catawba River Basin is generally Good to
I US 321 Improvements (R-2237C) 3-69 Final Environmental Impact Statement
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Table 3-20. Characteristics of Streams and Stream CrossinLys
Crossing
Number Stream Name Alternative
Corridor Width (feet) Subs at
Con osition ra Area
(acres) Strea
Type Basin
1 UT` to Yadkin
River WA, IA, 1B*,
4A, 4B* 8 Boulder/Cobble 30 A Yadkin-
Pee Dee
2A UT to Yadkin River WA, IA*, 1B* 10 Sand/Gravel-
Boulder/Cobble 40 C, A Yadkin-
Pee Dee
2B UT to Yadkin River WA 8 Cobble/Sand 10 B Yadkin-
Pee Dee
3 UT to Middle Fork WA 3 Sand/Gravel 10 C Yadkin-
Pee Dee
4 Middle Fork WA 15 Cobble/Sand 630 B, C New River
5 UT to Middle Fork WA 8 Cobble/Bedrock 10 B New River
6 Middle Fork IA*, 1B* 10 Cobble /Sand 120 B, C New River
7A UT to Middle Fork 1A, 1B 12 Cobble/Sand 110 C New River
7B UT to Middle Fork IA, 1B 3 Boulder/Bedrock 10 B Yadkin-
Pee Dee
8A Bailey Camp Creek 4A*, 4B* 12 Boulder/Cobble 210 Cb Yadkin-
Pee Dee
8B UT to Bailey Camp
Creek 4A*, 4B* 5 Cobble/Gravel 10 Bc Yadkin-
Pee Dee
9 UT to Yadkin River 4A, 4B* 12 Bedrock/Boulder 40 A Yadkin-
Pee Dee
10 UT to Yadkin River 4A, 4B* 15 Bedrock/Boulder 90 A Yadkin-
Pee Dee
11 UT to Yadkin River 4A, 4B* 8 Boulder/Cobble 10 A Yadkin-
Pee Dee
12 UT to Yadkin River 4A*, 4B 10 Boulder/Cobble 30 A Yadkin-
Pee Dee
13 UT to Martin
Branch 4B 12 Boulder/Cobble 20 A Yadkin-
Pee Dee
14 UT to Martin
Branch 4A, 4B* 10 Boulder/Cobble 30 A Yadkin-
Pee Dee
15 UT to Martin
Branch 4A 10 Boulder/Cobble 20 A Yadkin-
Pee Dee
16 UT to Martin
Branch 4A, 4B 10 Boulder/Cobble 20 A Yadkin-
Pee Dee
17 Martin Branch 4A, 4B* 8-15 Bedrock/Boulder 40 A Yadkin-
Pee Dee
18 UT to Martin
Branch 4A, 4B 12 Boulder/Cobble 30 A Yadkin-
Pee Dee
19 UT to Alto Branch 4A, 4B 10 Cobble/Gravel 10 B New River
20A UT to Aho Branch 4A, 4B* 8-20 Cobble/Gravel 10 B New River
20B UT to Aho Branch 4A, 4B* 20 Cobble/Gravel 10 B New River
21 UT to Aho Branch 4A, 4B* 8 Cobble/Gravel 20 B New River
22 UT to Aho Branch 4A, 4B 8-15 Cobble/Gravel 30 B New River
23A UT to Alto Branch 4A*, 4B* 15 Cobble/Gravel 230 C New River
23B Alto Branch 4A*, 4B* 15 Cobble/Gravel 900 C New River
24 Middle Fork 4A*, 4B* 60 Cobble/Gravel 4,580 C New River
* Refers to crossings proposed for bridging
I "Crossing Number" refers to Jurisdictional Crossing Numbers in Figure 3-9.
2 "UT" indicates an unnamed tributary.
3 Stream type follows criteria as described by Rosgen (1996).
US 321 Improvements (R-2237Q 3-72 Final Environmental Impact Statement
IL J
1
Excellent. No major water quality problems exist. Johns River and Mulberry Creek are pristine
waters that depend on continued careful management to maintain their high-quality status.
Drinking Water Supply. The Blowing Rock Water Supply System is based in the waters of Lake
Chetola, with a capacity of 45.0 million gallons (MG). The average daily water use is 0.313
million gallons per day (MGD). Based on a projected usage of 0.515 MGD in 2010 and 0.674
MGD in 2020, the demand for water will exceed its supply within the next 10 years. Bass Lake,
to the northwest of Lake Chetola, has been proposed as an alternate water source to meet Blowing
Rock's increased demands for water in the future (NCDWR, 2000). However, Bass Lake does
not have the capacity to meet these needs, based on a withdrawal of 10 percent of the 20-day low
flow volume of the lake. Proposed alternative sources of drinking water are the headwaters of the
Yadkin River and Middle Fork/South Fork north of Blowing Rock, which is currently in use as a
water supply for Boone (conversation with Wayne Greene, Blowing Rock zoning administrator,
January 22, 2001).
Wastewater Management. In 1992, the Blowing Rock wastewater treatment plant averaged 0.22
MGD of discharges into Middle Fork/South Fork. Total permitted discharge capacity is 0.80
MGD (discharge permit number N00027286) (NCDWR, 2000).
t
The Town of Blowing Rock is expanding its sewer lines. The purpose of this expansion is to
provide sanitary wastewater disposal and to provide a more effective alternative to septic tank
systems for sewage disposal. Septic systems often operate at less than optimal capacity in the
steep, often shallow soils typical in the Blowing Rock area. Failure of these systems becomes a
non-point source of bacterial water pollution. The Town of Blowing Rock's sewer expansion
program is progressing with most of the residential and commercial areas within the town limits
being placed on-line as funds permit (Town of Blowing Rock, 1993). Expansions in the project
area include Green Hill, Green Hill Road, Pinnacle Avenue, Wonderland Drive, Possum Hollow
Road, and the Country Club Drive area.
Watershed Protection and Regulations. A permit is required from the North Carolina
Environmental Management Commission for causing or permitting any pollutant to enter into a
defined managed area of state waters for the maintenance or production of harvestable freshwater,
estuarine, or marine plants or animals (General Statute 143-215.1). This statute is pertinent to
most of the stream waters affected by project activities, which maintain natural and/or stocked
populations of trout.
As a result of new stormwater rules enacted by the US Environmental Protection Agency
(USEPA) in 1999, construction or land development activities that disturb 1.0 acre or more of
land are required to obtain a National Pollutant Discharge Elimination System (NPDES)
stormwater permit. The NPDES Stormwater Program is a national program for addressing the
non-agricultural sources of stormwater discharges that adversely affect the quality of the nation's
waters. The permitting mechanism requires the implementation of controls designed to prevent
harmful pollutants from being washed by stormwater runoff into local water bodies. An erosion
and sediment control plan must also be developed for these sites under the state's Sedimentation
Pollution Control Act administered by the North Carolina Division of Land Resources. Site
disturbances of less than 1.0 acre are required to use Best Management Practices (BMPs), but a
permit is not required.
Wildlife
Amphibians and Reptiles. Streams, seepages, and wetlands provide habitat for numerous aquatic
and semi-aquatic wildlife species. The eastern newt (Notophthalmus viridescens) is the only
I US 321 Improvements (R-2237Q 3-73 Final Environmental Impdct Statement
aquatic amphibian or reptile observed during field surveys. Aquatic wildlife expected to be
present include hellbender (Cryptobranchus alleganiensis), shovelnose salamander
(Leurognathus marmoratus), northern dusky salamander (Desmognathus fuscus), blackbelly
salamander (Desmognathus quadramaculatus), spring salamander (Gyrinophilus porphyriticus),
snapping turtle (Chelydra serpentina), bullfrog (Rana catesbeiana), and northern water snake
(Nerodia sipedon).
Fish. Low-gradient, riffle-pool streams, such as Middle Fork and Aho Branch, are expected to
support a more diverse fishery than smaller, high-gradient tributaries. Fish species expected to
occur in larger streams include central stoneroller (Campostoma anomalum), rosyside dace
(Clinostomus funduloides), shiners (Notropis spp.), Kanawah minnow (Phenacobius teretulus),
creek chub (Semotilus atromaculatus), white sucker (Catostomus commersoni), mottled sculpin
(Cottus bairdi), rock bass (Ambloplites rupestris), and darters (Etheostoma spp.). Fish species
expected to occur in high gradient streams include blacknose dace (Rhinichthys atratulus),
longnose dace (R. cataractae), and northern hog sucker (Hypentelium nigricans).
Three dominant species of freshwater trout are found in mountain steams: brook trout (Salvelinus
fontinalis), rainbow trout (Salmo gairdneri), and brown trout (Salmo trutta). The Middle Fork
New River, extending from Lake Chetola dam to South Fork New River, is designated as
Hatchery Supported Trout Waters. No streams within the project area are designated Wild Trout
Waters. Other game fish found in Middle Fork include smallmouth bass (Micropterus dolomieu),
largemouth bass (Micropterus salmoides), and bluegill (Lepomis macrochirus).
Habitat Trends. Increased resource use has altered streamflows and lake levels and degraded
water quality. Wild brook trout, freshwater mussels, and other aquatic species have declined in
response to these factors. Physical causes of in-stream habitat degradation include sedimentation,
bank erosion, channelization, lack of riparian vegetation, loss of pool and riffle structure, and
streambed scour. Typically, degraded streams occur in areas with a large amount of land-
disturbing activities (urbanization, construction, mining, timbering, and agriculture) or a large
percentage of impervious surfaces. Streams that receive a discharge much greater or less than the
natural flow often experience degraded habitat as well. Stocking of wild and imported trout
species is intended to restore fish numbers, but other species, and the interdependent balance of
species, depend on high-quality habitat.
Fishing
The NCWRC stocks brook, rainbow and brown trout in Middle Fork/South Fork, downstream of
Lake Chetola, from March through August of each year. According to the NCWRC, many of the
small headwater streams in the project area also support wild brook trout populations. The
NCDWQ rates headwater creeks of the Yadkin River, Johns River, and Mulberry Creek as trout
waters. Some of the other game fish present in area waterways are largemouth and smallmouth
bass, crappie (Pomoxis spp.), sunfish (Lepomis spp.), and muskellunge (Esox masquinongy).
Section 404 Jurisdictional Areas
Section 404 of the Clean Water Act requires regulation of discharge into "Waters of the United
States" for public and private discharges. Although the principle administrative agency of the
Clean Water Act is the USEPA, the USACE has major responsibility for implementation,
permitting, and enforcement of provisions of the Act. The USACE regulatory program is defined
in Title 33, parts 320-330 of the Code of Federal Regulations (33 CFR 320-330).
US 321 Improvements (R-2237C) 3-74 Final Environmental Impact Statement '
Water bodies such as rivers, lakes, and streams are subject to jurisdictional consideration under
the Section 404 program. However, by regulation, wetlands are also considered "Waters of the
United States." Wetlands are described as:
Those areas that are inundated or saturated by groundwater at a frequency and duration
' sufficient to support, and that under normal circumstances do support, a prevalence of
vegetation typically adapted for life in saturated soil conditions. Wetlands generally
include swamps, marshes, bogs and similar areas. (33 CFR 328.3(b) [1986]).
' Wetlands are defined by the presence of three criteria: hydrophytic vegetation, hydric soils, and
evidence of wetland hydrology during the growing season (USACE, 1987). Open water systems
and wetlands receive similar treatment and consideration with respect to Section 404 review.
' Most of the project area jurisdictional areas consist of surface waters in bank-to-bank streams or
isolated ponds.
Jurisdictional areas within the construction footprints of the project alternatives were delineated
and located using Global Positioning System (GPS) and laser technology in November and
December of 1999 and November of 2000. The delineation was approved by the USACE (Mr.
Steve Lund, Asheville Regional Field Office) after a field visit on December 4, 2000. The
general locations of jurisdictional areas within the project area are indicated in Figure 3-9.
Rivers and streams within the project area are riverine in nature as defined by Cowardin et al.
(1979), while wetlands in the project area are palustrine in nature. Jurisdictional areas in the
project area include primarily surface waters in bank-to-bank streams and vegetated wetlands.
C
I
Wetlands. Vegetated wetlands are limited in extent within the project area, and occur primarily
as two types: forested wetlands and herb-dominated wetlands. Forested wetlands are found in
relatively undisturbed bottomland hardwood communities that receive periodic, overbank
flooding from adjacent streams. These bottomland wetlands are considered palustrine, forested,
broad-leaved deciduous/needle-leaved evergreen semi-permanently flooded (PFO 1/4F) systems.
Within the project area, this wetland type is localized in the floodplain of the Middle Fork, in
eastern Blowing Rock (Figure 3-9A, crossing number 6). The canopy is characterized by a
variety of mesic hardwood and evergreen species. A dense thicket of rosebay rhododendrons is
common throughout the understory. Many herbs and mosses adapted to wetland hydrology
carpet these wetlands. Soils are seasonally saturated from adjacent groundwater slopes and
receive periodic flooding during overbank events. Bottomland hardwood wetlands support a
wide variety of habitats because of structural diversity, variation in topography, and proximity to
riffle-pool streams. This system also receives overland runoff from recent residential
development, roads, and active pastureland upstream. Functionally, these wetlands provide flood
flow attenuation, nutrient removal, production export, sediment/toxicant retention, and a variety
of habitats, including temporary surface water, for local fish and wildlife.
Herb-dominated wetlands are small, and occur adjacent to streams and as isolated systems. These
wetlands are the result of recent disturbance and are dominated by early-successional vegetation.
Herb-dominated wetlands occur in two areas. Two small wetlands occur adjacent to US 321
above the last series of curves south of Blowing Rock (Figure 3-9B, crossing number 2). The
extent of these wetlands is partially because of the maintenance of vegetation from roadside
clearing. Soils are saturated from adjacent groundwater seepage and periodic flooding during
overbank events. These systems also receive overland surface runoff from the adjacent road
network. These wetlands support a diverse herbaceous layer and scattered shrub vegetation.
I US 321 Improvements (R-2237C) 3-75 Final Environmental Impact Statement
l
-
Severa
herb
dominated wetlands have formed in association with a breached impoundment near
the confluence of Aho Branch with Middle Fork (Figure 3-9A, crossing number 23), and two of
these wetland areas would occur within the Bypass Alternative 4 corridor. Wetland soils have
formed as a result of the impounded waters. Currently, the site is drying, with primarily low
depressional areas and abandoned stream channels containing wetland hydrology. Soils are
saturated from adjacent groundwater seepage and overland surface runoff from the adjacent
floodplain and uplands. These wetlands support an early-successional vegetation community. ,
Dominant plants in the wetter areas are cat-tail (Typha sp.), rushes (Juncus spp.), sedges (Carex
spp.), and knotweeds (Polygonum spp.) '
Herb-dominated wetlands adjacent to streams receive high volumes of short-duration flow
following precipitation events. Herb-dominated wetlands without adjacent streams perform
limited functions for the ecosystem. Sediment buildup adjacent to the stream indicates that these ,
wetlands function as sediment and nutrient traps, flood-flow attenuation, pollutant sinks. These
wetlands also provide drinking water for wildlife, and habitat for aquatic and semi-aquatic
organisms. '
The NC Division of Water Quality (DWQ) (formerly the NC Division of Environmental
Management) (NCDEM 1995) has prepared a wetlands assessment procedure entitled Guidance
for Rating Wetlands in North Carolina. The most recent version (fourth) of this procedure was
released in January 1995. The NCDOT considers this method as a standard procedure for
assessing wetlands proposed for roadway impacts. This procedure was used to rate each wetland
identified within the project area (crossing numbers 2, 6, and 23 on Figure 3-9). This procedure '
was not used to rate the jurisdictional areas that are bank-to-bank streams.
The DWQ procedure rates wetlands according to six functional attributes: water storage,
bank/shoreline stabilization, pollutant removal, wildlife habitat, aquatic life value, and
recreational/educational value. Each attribute is given a rating of from "1" to "52" A higher rating
for a functional attribute indicates a higher value for that attribute to the environment. A different '
multiplier is used with each attribute so that the highest possible sum of the six products is "100."
These attributes are weighted (by the multiplier) to enhance the results in favor of water quality
functions. Pollutant removal is weighted as the most important wetland attribute. Water storage, '
bank/shoreline stabilization, and aquatic life functions are given equal weight as secondary
attributes, and wildlife habitat and recreation/education functions are given minimal credit.
The forested wetland associated with Middle Fork (crossing number 6) rated a 64 on a scale from '
0 to 100. The herb-dominated wetlands along US 321 (crossing number 2) and within the
breached impoundment (crossing number 23) rated 55 and 29, respectively. Results of the
NCDWQ procedure analysis for the three project area wetlands indicate that large wetland '
systems generally rate higher than smaller systems. Also, wetlands that are positioned below
discharge areas, and thereby treat man-induced run-off, rate higher than wetlands of equal or
higher quality in undisturbed sites. Inferences regarding the effect of disturbance on these '
wetlands and the isolated or adjacent nature of the wetlands are not readily apparent from the
analysis. Completed NCDWQ Wetland Rating Worksheets are included in Appendix A of the
project's Natural Systems Report (EcoScience, Inc., April 2001). 1
Streams. Three categories of streams were identified within the project area: headwater seeps,
step-pool streams, and riffle-pool streams. Streams are primarily bank-to-bank, surface water '
US 321 Improvements (R-2237Q 3-76 Final Environmental Impact Statement '
1
systems and are considered riverine, upper perennial, unconsolidated bottom, and permanently
flooded (R3UBH) systems. A description of each type is given below.
Headwater Seeps. Headwater seeps are small, poorly defined streams that receive
constant (or regular) groundwater seepage. The presence of these streams is often related
to a strike and dip of metamorphic foliation or fractures in the underlying rock.
Headwater seeps vary in width from 8 to 20 feet, and are very shallow and slow flowing.
Streambed substrate is primarily cobble and small stones. Headwater seeps are found
throughout the project area.
A variety of amphibian species are expected to be regular inhabitants in these shallow,
cold, slow moving waters. Frogs, toads, and salamanders, including American toad,
upland chorus frog, longtail salamander, spring salamander, northern red salamander,
northern dusky salamander, two-lined salamander, and mountain dusky salamander will
feed and lay eggs in seepage areas. Fewer reptiles would be found at these elevations,
but the painted turtle and northern water snake could frequent these habitats. Many
species of birds and mammals use headwater seeps as a source of drinking water as well
as foraging sites for small aquatic and semi-aquatic species (invertebrates, amphibians).
Step-Pool Streams. Step-pool streams are characterized by high gradient "step-pool"
drainages composed of boulders and large rocks. Valley slopes and side slopes along
these streams often exceed 40 percent. These streams are shallow and contain
moderately to rapidly flowing waters. Flows within these streams are flashy, dependent
upon recent rainfall events. These streams are highly variable in width, averaging
approximately 6 to 12 feet wide along most sections to greater than 30 feet where streams
spill over large faces of stone. Streams of this type are found primarily along the
escarpment and steeper slopes within the Blowing Rock plateau.
Water flow through these systems is often too fast to support a high diversity of aquatic
wildlife; however, there are a few species that thrive in the fast currents and sporadic
pools. Small fish, such as blacknose dace, longnose dace, whitetail shiner (Cyprinella
galactura), spotfm shiner (C. spiloptera), and northern hog sucker occur in these systems.
Salamanders, including the seal, two-lined, and blackbelly, are also prevalent along these
streams. Salamanders live and lay eggs on the rocks in and adjacent to these streams and
feed on both aquatic and terrestrial invertebrates. Invertebrates live and thrive on or
under rocks in the cold, fast-flowing, and well-oxygenated water.
i
Riffle-Pool Streams. Riffle-pool streams are the larger systems found in the gently
sloping valleys of the Blue Ridge Plateau. These streams typically have a well-defined
bed and banks; are moderately to strongly meandering; contain a definite riffle-pool
sequence; and have a channel substrate of primarily gravel-, cobble-, and boulder-sized
material. These streams vary in width to over 60 feet.
The riffle-pool stream provides a variety of habitats because of the variation in water
depth, current velocity, and substrate particle size. Rock bass occur where water is deep
and slow flowing; while many species, including the central stoneroller, greenfin darter
(E. chlorobranchium), New River shiner (Notropis scabriceps), and fantail darter
(Etheostoma flabellare), occur in areas with higher velocities. Large streams provide
habitat for game fish (e.g., brown trout, rainbow trout, small-mouth bass), as well as the
various types of prey on which they feed (smaller fish, invertebrates, aquatic plants, and
algae). Streams supporting a diverse fishery also support predatory reptiles, birds, and
US 321 Improvements (R-2237Q
3-77 Final Environmental Impact Statement
mammals. Many reptiles and amphibians utilize the shallow, fast-flowing portions of
mountain streams (e.g., queen snake, hellbender), while others could occur in slow
current or pool areas near banks and aquatic vegetation (northern water snake,
shovelnosed salamander, and blackbelly salamander).
404 Jurisdictional Area Trends. Wetlands and open waters are inevitably affected by ongoing
development. In The Blowing Rock area, streams have been bridged, straightened, dammed, and
filled in. However, substantial areas of free-flowing streams remain in and near Blowing Rock,
especially in more undisturbed locations like the Blue Ridge escarpment.
The USACE Asheville field office and Wilmington District office were contacted concerning
recent trends in impacts to Section 404 jurisdictional areas (wetlands and open waters) in the
project vicinity; however, the requested information on dredge and fill permits is currently not
available. Examination of NCDOT files for Watauga and Caldwell Counties revealed no clear
pattern in impacts of road construction on wetlands and open waters. On a per-project basis,
between 1990 and 2000, yearly impacts to wetlands ranged from 0 acres to 5.99 acres. Lengths
of stream reaches affected ranged from 0 to 7,407 feet. Open water impact areas were 0 acres to
3.29 acres. No trend toward greater or smaller amounts of impacts or sizes of impacts over time
is evident from the available information.
3.10.3 Threatened or Endangered Species
Federal Listed Species
Species with the federal classification of Endangered (E) or Threatened (T) are protected under
the provisions of the Endangered Species Act of 1973, as amended (Title 16, United States Code,
Section 1531 [16 USC 1531 et seq.]). In the case of a state-funded action, where federal water
resource permits are likely to be required, the US Fish and Wildlife Service (USFWS) can require
consultation to ensure that a proposed action does not jeopardize any endangered or threatened
species. Even in the absence of a federal action, the USFWS has the power through the
provisions of Section 9 of the Endangered Species Act, to exercise jurisdiction on behalf of a
protected plant or animal. The USFWS and other wildlife resource agencies also exercise
jurisdiction in this resource area in accordance with the Fish and Wildlife Coordination Act, as
amended (16 USC 661 et seq.). North Carolina laws are also designed to protect certain plants
and animals, where statewide populations are in decline.
The term "Endangered Species" is defined as "any species which is in danger of extinction
throughout all or a significant portion of its range," and the term "Threatened species" is defined
as "any species which is likely to become an Endangered species within the foreseeable future
throughout all or a significant portion of its range" (16 USC 1532). The term "Threatened due to
Similarity of Appearance" authorizes the treatment of species as endangered or threatened even if
they are not listed as endangered or threatened if "a) the species so closely resembles in
appearance an endangered or threatened species that enforcement personnel would have
substantial difficulty distinguishing between listed and unlisted species; b) the effect of this
substantial difficulty is an additional threat to an endangered or threatened species; and c) such
treatment of an unlisted species would substantially facilitate the enforcement and further the
policy of the Act [Endangered Species Act]." The Federally protected species listed by the
USFWS for Caldwell and Watauga Counties as of February 2003 are presented in Table 3-21. A
species description and potential adverse impacts are described in Chapter 4. The USFWS list
also includes a category of species designated as "Federal Species of Concern" (FSC). The FSC
designation provides no protection under the Endangered Species Act.
US 321 Improvements (R-2237Q 3-78 Final Environmental Impact Statement
I Table 3-21. Federally Protected Species Listed by the US Fish and Wildlife Service
1
Com.,71.7a Sti titic Na Sta County
Bog Turtle Glyptemys (Clemmys) muhlenbergii T(S/A) W
Carolina northern flying squirrel Glaucomys sabrinus coloratus E W
Spreading avens Geum radiatum E W
Roan Mountain bluet Houstonia montana E W
Heller's blazing star Liatris helleri T C, W
Spruce-fir moss spider Microhexura montivaga E C, W
Dwarf-flowered heartleaf Hexastylis naniflora T C
Federal status is indicated as Endangered (E), Threatened (T), or Threatened due to Similarity of Appearance
' (T[S/A]).
2 W = Watauga County, C = Caldwell County
Based on a review of NC Natural Heritage Program (NCNHP) files (February 24, 2005), no
federally protected species are known to occur within the project area. However, one species is
known to occur just south of Bass Lake in the Moses Cone Memorial Park on the Blue Ridge
Parkway, approximately 2.0 miles northeast of the project area. This species is bog turtle
(Gleptemys [Clemmys] muhlenbergii), which is Threatened due to Similarity of Appearance.
Additionally, Heller's blazing star (Liatris helleri) was documented at the cliffs of The Blowing
Rock, approximately 0.2 mile south of the Town of Blowing Rock. Species descriptions and
potential adverse impacts are described in Chapter 4.
' The presence of potential suitable habitat (Yes or No) within the project area was evaluated for
FSC species listed for Caldwell and Watauga Counties. The results are presented in Table 3-22.
The North Carolina State status is also listed.
Based on a review of NC Natural Heritage Program (NCNHP) files (February 24, 2005), no FSC
species are known to occur within the project area. However, several FSC species are known to
occur in the Moses Cone Memorial Park on the Blue Ridge Parkway, approximately 2.0 miles
northeast of the project area. These FSC species are Gray's lily (Lilium grayi), Diana fritillary
butterfly (Speyeria diana), and the southern Appalachian yellow-bellied sapsucker (Sphyrapicus
varius appalaciensis). Additionally, the Alleghany woodrat (Neotoma floridana magister) was
' documented at the cliffs of The Blowing Rock, approximately 0.2 mile south of the Town of
Blowing Rock.
State Listed Species
Species of mammals, birds, reptiles, amphibians, and plants with the North Carolina status of
Endangered, Threatened, or Special Concern receive limited protection under the North Carolina
Endangered Species Act (General Statute [GS] 113-331 et seq.) and the North Carolina Plant
' Protection Act of 1979 (GS 106-202.12 et seq.). Based on a review of NCNHP files (February
24, 2005), no state-listed species are known to occur within the project area. However, the
golden tundra-moss (Rhytidium rugosum), a Threatened moss, was documented approximately
2 mile west of the project area near The Blowing Rock
0
.
.
The NCNHP listing also include species designated as Significantly Rare and Candidates for
listing. These designations provide no protection under North Carolina statutes, though special
consideration may be granted. Numerous Significantly Rare plant and animal species were
documented between 1.0 to 2.0 miles northwest of the project area in Moses Cone Memorial
' US 321 Improvements (R-2237C) 3-79 Final Environmental Impact Statement
Table 3-22. Species Listed as "Federal Species of Concern"
Common Name Scientific Name Cb?rnty potential
Habitat States
Status)
Vc brates F. h
Southern Appalachian saw-whet owl Aegolius acadicus C, W No T
Hellbender Cryptobranchus alleganiensis W Yes SC
Cerulean warbler Dendroica cerulea W Yes SR
Southern Appalachian red crossbill Loxia curviostra C, W No --
Alleghany woodrat Neotoma floridana magister C*, W* Yes SC
Southern Appalachian black-capped
chickadee Poecile (Parus) atricapillus practicus C, W No --
Kanawha minnow Phenacobius teretulus W Yes SC
Southern water shrew Sorex palustris punctulatus W* Yes SC
Southern Appalachian yellow-bellied
sapsucker Sphyrapicus varius appalaciensis C, W Yes SC
Appalachian cottontail Sylvilagus obscurus W* Yes --
invertebrales
Green floater Lasmigona subviridus W Yes E
Brook floater Alasmidonta varicosa C, W Yes E
Margarita river cruiser Macromia margarita C* No SR
Edmund's snaketail dragonfly Ophiogomphus edmundo C Yes SR
Diana fritillary butterfly Speyeria diana C, W Yes SR
Vascular Plants
Frasier fir Abies fraseri C, W No --
Mountain bittercress Cardimine clematitis C, W Yes SR-T
Tall larkspur Delphenium exaltatum W Yes E-SC
Glade spurge Euphorbiapurpurea W** Yes SR-T
Bent avens Geum geniculatum C, W Yes T
Butternut Juglans cinerea C, W Yes --
Gray's lily Lilium grayi C, W Yes T-SC
Sweet pinesap Monotropis odorata C* Yes SR-T
Bog bluegrass Poa paludigena W* No E
Riverbank vervain Verbena riparia C* No SR-T
Non-Vascular Plants
A liverwort Plagiochila sullivantii var. sullivantii C Yes SR-T
A liverwort Porella wataugensis W* Yes SR-L
' W = Watauga County, C = Caldwell County
2 The presence of potential suitable habitats within the project area is given (yes or no).
3 North Carolina status: (E - Endangered, T - Threatened, SC - Special Concern, SR - Significantly Rare (T-
throughout, L-Limited).
* Historic record- the species was observed in the county more than 50 years ago.
** Obscure record.
US 321 Improvements (R-2237C) 3-80 Final Environmental Impact Statement
1
n
0
P
Park, including two state listed birds, brown creeper (Certhia americana) and Savannah sparrow
(Passerculus sandwichensis). The tongue-tied minnow (Exoglossum laurae), a Significantly Rare
fish, was documented approximately 2.0 miles north of the project area along US 321 in the
Middle Fork/South Fork. A fruticose lichen (Ephebe americana), a Candidate for listing, was
documented approximately 0.2 mile west of the project area near The Blowing Rock.
3.10.4 Natural Resource Protection Policies and Goals
Land Use Plans and Zoning
The Town of Blowing Rock has adopted zoning rules that are based in part on the position of
properties within or outside of a protected watershed. Residential densities of up to five dwelling
units per acre, with 24 percent impervious surface (roofs, driveways, etc.), are permitted within
an area that encompasses most of the area in Blowing Rock that is east of US 321 Business and
north of US 221. Outside of this area, up to six dwelling units per acre are permitted, with a
minimum lot size of 6,000 square feet per dwelling unit (16-182 of Blowing Rock Town Code).
For development activities adjacent to perennial streams, the Town requires that a 30-foot
vegetated buffer be maintained along the streambanks (16-265.10). Zoning for the Town of
Blowing Rock is shown in Figure 3-2.
Watauga County has adopted state mandated zoning rules that apply to the watershed
encompassing the South Fork New River. The zoning rules allow densities of up to two dwelling
units per acre, with as much as 36 percent built-upon area (Section 302 of the Watauga County
Watershed Protection Zoning Ordinance [WCWPZO]). Watauga County requires maintenance of
a 30-foot vegetated buffer alongside perennial streams (Section 304, WCWPZO) or a 10-foot
buffer for agricultural activities (Section 104, WCWPZO).
Water Quality
Each local government that supplies water to the public has the responsibility to develop and
1 adopt a Water Supply Watershed management and protection program, consistent with minimum
standards set by the State (GS 143-214.5). The Town of Blowing Rock submitted a Water
Supply System Report in 1992, which was adopted by the Department of Environment and
Natural Resources. The plan contains information on water supply, storage, use, and discharge,
future water use, and water conservation data.
3.11 Floodplains and Regulatory Floodways
Protection of floodplains and floodways is a goal during the implementation of improvements to
US 321. The intent is to avoid or minimize encroachments within the 100-year (base) floodplain
by the project, where practicable, and to avoid supporting land use development that is
incompatible with floodplain values. The proximity of US 321 and the bypass corridors to area
floodplains and their assessed regulatory floodway is shown in Figure 3-10. Natural and
beneficial floodplain values of these floodplains include natural moderation of floods, open space,
and wildlife habitat.
The 100-year base floodplain and floodway generally parallel the west side of US 321 from
where the Middle Fork crosses US 321 (just north of New River Lake Drive) to the northern end
of the project area at the intersection of US 321 and Possum Hollow Road. The floodplain and
floodway are adjacent to US 321 at two locations and cross US 321 at these same locations.
US 321 Improvements (R-2237C) 3-81 Final Environmental Impact Statement
ZONE
JAE
X
W
Approximate Scale: 1"=500' I
RM 170'
RM 171
RM 172
160
Blowing
Rocl
Echo Park..
RM
gh 17y ?y^ .
ZONE
A
LEGEND
SPECIAL FLOOD HAZARD
AREAS INUNDATED BY
100-YEAR FLOOD
ZONE A No base flood elevations determined
ZONE AE Base flood elevations determined
OTHER FLOOD AREAS
ZONE X Areas of 500 Year Flood; areas of
100 Year Flood with average depths
of less than 1 foot or with drainage
areas protected by levees from
100 Year Flood
® Identified 1983
3497- Base Flood Elevation Line;
Elevation in Feet
cross Section Line
RM 168x Elevation Reference Mark
SOURCE: Flood Insurance Rate Map dated January 17, 1997
Figure 3-1 OA
Floodplains
and Regulatory
Floodways
3416
ZONE
ZONE
X
ZONE
AE
X
N
mgir.im--Z?
AE
ZONE
AE
3387
ZON / ' 3388 RM 176
X /
ZONE
Q 33 X
0
ZONE
X
3401
340 RM 178
ZONE ZONE
X X
3408 RM 179
ZONE
)NE X ZONE
X X
e
X ZONE
X BRANCH
?ry 0
ZONE
AE
RM
180
;ZOP
X
Approximate Scale: V=.
LEGEND
SPECIAL FLOOD HAZARD
AREAS INUNDATED BY
100-YEAR FLOOD
ZONE A No base flood elevations determined
ZONE AE Base flood elevations determined
r„ OTHER FLOOD AREAS
ZONE X Areas of 500 Year Flood; areas of
100 Year Flood with average depths
of less than 1 foot or with drainage
areas protected by levees from
100 Year Flood
® Identified 1983
-3497- Base Flood Elevation Line;
Elevation in Feet
A A cross Section Line
RM 168 X Elevation Reference Mark
SOURCE: Flood Insurance Rate Map dated January 17, 1997
Figure 3-10B
Floodplains
and Regulatory
Floodways
1
BREACHED 336f
R L1' `
ZONE DAMw _s
< X ?? ^ RM
i 174
ZONE
AE r
ZONE
X
The flood flow passes though a culvert under US 321 just north of New River Lake Drive.
Businesses downstream (south) of the culvert have encountered problems with flooding in the
past. Channel improvements and construction of small levees downstream were completed
within the past five years. None of the businesses downstream has experienced flooding since the
completion of the improvements. However, no major flood events have occurred since the
completion of these projects.
In the Bypass Alternative 1 corridor, the only location where a floodplain is proximate to the
proposed roadway alignment is at the intersection of US 321 and Possum Hollow Road. The
floodplain does not cross the Bypass Alternative 1 corridor.
The Bypass Alternative 4 corridor crosses the floodplain and floodway at two locations at the
northern end of the corridor near the intersection of US 321 and Aho Road, where the Aho
Branch of the Middle Fork runs parallel to Aho Road. An employee of a retail store at the
intersection of US 321 and Aho Road, who has lived in the area for 40 years, said that he has
never seen flood flows overtop the existing upstream road structure (Aho Road over the Middle
Fork of the New River) and has never seen the river flow out its banks.
3.12 Hazardous Material Sites and Underground Storage
Tanks
A field reconnaissance survey was conducted in the vicinity of US 321 and the bypass
alternatives' corridors; geographic information system (GIS) mapping for the project area was
consulted; and a file search of the records of appropriate environmental agencies was conducted
to determine if any hazardous material waste sites, underground storage tanks, regulated landfills,
or unregulated dumpsites were within the corridors of the alternatives. No hazardous material
waste sites, regulated landfills, or unregulated dumpsites occur within the project area. Five
facilities with underground storage tanks were identified in the project corridors. Three of these
facilities are gasoline stations along US 321, one is a furniture establishment, and one is a private
residence. None of the sites appears to be under remediation at this time.
3.13 Utilities
Utilities in the alternative corridors include water and sewer, telephone, electric lines, and cable
television. Charter Communications' cable television shares the electric utility poles. All the
utility types are found along US 321 and in the Bypass Alternative 1 corridor. The only utilities
in the Bypass Alternative 4 corridor are telephone and electric. They are at the corridor's
northern end at Aho Road. Electric power substations are on Possum Hollow Road and on Aho
Road near their intersections with US 321.
3.13.1 Water and Sewer
A private water and sewer line (not owned by the Town of Blowing Rock) is on the east side of
US 321 between the Blackberry Condominiums and a point approximately 600 feet south. The
Town of Blowing Rock's water and sewer service begins in the project area at the intersection of
Rock Road and Green Hill Road with US 321. The water and sewer lines feed both Rock Road
and Green Hill Road. Water service continues north along the east side of US 321 before it
crosses US 321 at Country Club Drive. Water lines continue to run along the west side of US 321
ending near West Cornish Road with lines feeding Ransom Street, New River Lake Drive, Sunset
Drive, and West Cornish Road. A sewer line runs the east side of US 321 and feeds Goforth
US 321 Improvements (R-2237C) 3-84 Final Environmental Impact Statement
Road, Country Club Drive, Norwood Circle, and Skyland Drive. The sewer line crosses existing
US 321 at its intersection with Pinnacle Avenue and follows US 321 on its west side to Ransom
' Street. Another sewer line continues north along US 321 and ends at Church Street and serves
both New River Lake Drive and Church Street to Main Street. Another sewer line then begins on
the east side of US 321 and crosses and ends US 321 at Sunset Drive. It serves Sunset Drive and
West Cornish Road. A sewer line crosses US 321 approximately 400 feet north of West Cornish
Road, serves the Blowing Rock Community Art Center (under construction as of May 2001), and
connects to lines east of US 321 and to Main Street. A private water and sewer line follows the
east side of US 321 beginning at the Food Lion driveway and connects to the lines at Westview
Drive. The main sewer line from the town's wastewater treatment plant and a water line cross
US 321 at Possum Hollow Road and feed Possum Hollow Road and the Shoppes on the Parkway.
It continues along Main Street into Blowing Rock. (The streets referenced are shown on Figure
D-ld to Figure D-Ih.)
In the Bypass Alternative 1 corridor, water and sewer lines are present at the corridor's crossings
of Green Hill Road, Wonderland Drive, and Possum Hollow Road. A water line from the water
tank on Green Hill, which serves all of Blowing Rock, crosses Green Hill Road, Green Hill
Woods (a street), and Fairway Court and ties into a line on Wonderland Drive. A water and
sewer line follows Green Hill Road to its intersection with Wonderland Drive. A force main
crosses over Green Hill Road and runs along Green Hill Woods to its intersection of Green Hill
Road. A water and sewer line follows Wonderland Drive to Goforth Road. Water and sewer
service is provided along Possum Hollow Road from the Shoppes on the Parkway to Sunset
' Drive. (The streets referenced are shown on Figure D-2e to Figure D-2g.)
' There are no water and sewer lines in the Bypass Alternative 4 corridor.
3.13.2 Telephone
BellSouth provides telephone service to the project area. BellSouth has toll and distribution lines
throughout the project area that cross US 321 via overhead wires at several points. BellSouth
also has a buried cable along US 321 that was abandoned over 20 years ago. From the Shoppes
on the Parkway along Possum Hollow Road and along US 321 north to Aho Road, BellSouth has
underground cables with manholes and duct structures.
The Bypass Alternative 1 corridor crosses Green Hill Road, Wonderland Wood Drive, and
Wonderland Drive where BellSouth has single aerial distribution lines. BellSouth has a remote
terminal at Aho Road at the end of the Bypass Alternative 4 corridor.
3.13.3 Electric and Cable Lines
Blue Ridge Electric provides electric service to the project area. Blue Ridge Electric has an aerial
' transmission line that runs behind the Blackberry Condominiums and continues north below US
321 to the area of the Caldwell/Watauga County Line. Along US 321 and throughout the project
area, Blue Ridge Electric has three-phase aerial lines with many taps and feeders to clients in the
area. They have scattered underground lines with the main feeders overhead and mostly single
phase lines on local streets. Blue Ridge Electric owns power substations on Possum Hollow
Road and on Aho Road near their intersections with US 321. Charter Communications' cable
' television shares the electric utility poles.
US 321 Improvements (R-2237C) 3-85 Final Environmental Impact Statement
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Chapter 4,:.
Environmental
Consequences
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4.0 ENVIRONMENTAL CONSEQUENCES
The purpose of this chapter is to describe the anticipated community, cultural resource, natural
resource, environmental quality, and other effects of the five Build Alternatives described in
Chapter 2: the Preferred Alternative (Widening Alternative) and Bypass Alternatives 1A, 113,
4A, and 4B. Where appropriate, the text contrasts these alternatives with the No-Build
Alternative. In general, however, the No-Build Alternative would have no impact on the natural
and man-made environment of the project area.
The chapter is divided into topical discussions in a manner similar to Chapter 3, "Affected
Environment." These sections address the following issues:
• Community Impacts, beginning on page 4-2 and including Community Impacts, Relocation,
Economic Impacts, Farmlands, Neighborhoods and Community Cohesion, and Community
Facilities and Resources;
• Minority and Low-Income Populations, beginning on page 4-30;
• Visual and Aesthetic Quality, beginning on page 4-30;
• Air Quality, beginning on page 4-62;
• Noise and Vibration, beginning on page 4-66;
• Historic and Archaeological Resources, beginning on page 4-77;
• Parks and Recreation Areas, beginning on page 4-91;
• Fog, beginning on page 4-101;
• Ecological Resources, beginning on page 4-102 and including Physical Resource Impacts,
Terrestrial Resource Impacts, Jurisdictional Area Impacts, and Threatened or Endangered
Species;
• Floodplains and Regulatory Floodways, beginning on page 4-119;
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• Hazardous Material Sites and Underground Storage Tanks, beginning on page 4-120;
11 • Energy, beginning on page 4-121;
• Mineral Resources, beginning on page 4-121;
• Utilities, beginning on page 4-121;
• Secondary and Cumulative Impacts, beginning on page 4-123;
• Construction Impacts, beginning on page 4-141
I US 321 Improvements (R-2237Q 4-1 Final Environmental Impact Statement
• The Relationship Between Local Short-Term Uses of Man's Environment and the Maintenance
and Enhancement of Long-Term Productivity, beginning on page 4-157; and
• Irreversible and Irretrievable Commitments of Resources, beginning on page4-160.
The preliminary designs upon which the impact assessment is based are presented in Appendix D.
In order to identify the location of specific impacts, the text occasionally refers to "station"
numbers. The drawings in Appendix D show these numbers along the alignment of each
alternative. The station numbers indicate roadway length in hundreds of feet. For example, the
distance between stations 635 and 640 is 500 feet (along the roadway's alignment). The distance
between stations 635 and 640+50 is 550 feet.
4.1 Community Impacts
This section addresses the direct impacts on the Town of Blowing Rock and the surrounding rural
communities of each Build Alternative. Secondary and cumulative impacts to the community are
addressed in Section 4.15. The types of impacts addressed are: the relocation of homes and
businesses, long-term and short-term economic impacts, compatibility with Blowing Rock and
county land use plans and zoning, farmlands, changes in neighborhood and community cohesion,
and impacts to community facilities and resources. The community impacts of the No-Build
Alternative and the five Build Alternatives can be summarized as follows:
No-Build Alternative. The No-Build Alternative would not relocate homes or businesses. It
generally would be consistent with area land use plans except where they call for improvements
to US 321. Its effects on community cohesion and community facilities would be limited to the
effects on local circulation of congested traffic that would occur on US 321 during peak periods.
Preferred Alternative. The Preferred Alternative would displace 12 residences and five
businesses. The Preferred Alternative generally would be compatible with area land use plans.
In Blowing Rock, however, the Preferred Alternative would alter the existing topography, remove
vegetation, and affect historic resources, including the displacement of one contributing structure
to the Green Park Historic District, (one additional contributing structure that was to be displaced
by the Widening Alternative collapsed since the publication of the DEIS). Blowing Rock's
comprehensive plan calls for the preservation of these features. Citizen representatives have
indicated that the Preferred Alternative would adversely affect the highly valued village character
of Blowing Rock that is evident along US 321. Road improvements would reduce congestion
and facilitate movement of local traffic, school buses, Appa1CART vans, and emergency vehicles.
Persons choosing to cross US 321 on foot would have more pavement to cross. Additional traffic
signals would aid pedestrians crossing US 321.
Bypass Alternative 1A. Bypass Alternative lA would displace 24 residences and one business.
Bypass Alternative IA would pass through a developing residential area of Blowing Rock. As
such, this alternative is incompatible with the Blowing Rock plan and is the least desirable
alternative (along with Bypass Alternative 1B) from the perspective of land use plan
compatibility. Bypass Alternative IA would introduce a thoroughfare to a developing residential
area with resulting substantial negative noise, community cohesion, and visual impacts. On
existing US 321, lower traffic volumes would make local traffic and pedestrian movement easier.
Reductions in traffic growth on existing US 321 would offer modest travel time savings to school
buses, Appa1CART vans, and emergency vehicles.
US 321 Improvements (R-2237Q 4-2 Final Environmental Impact Statement
Bypass Alternative 1B. The impact of this alternative would be virtually the same as Bypass
Alternative IA with the exception of the added displacement and community impacts associated
with a deep cut in Gideon Ridge. Although with Bypass Alternative IA, 24 residences and one
business would be taken, the cut into Gideon Ridge additionally would displace three homes on
the ridge and seven vacant lots with spectacular views of the surrounding valley. Access to the
Blackberry Condominiums would be changed, which could be viewed by residents as a positive
effect on the complex by helping to isolate it from US 321.
Bypass Alternative 4A. Bypass Alternative 4A would displace eight residences and one business.
Since Bypass Alternative 4A would make rural land more accessible for development, it would
not be compatible with the goals in the Caldwell County plan since the plan was developed with
the expectation that the lands along Bypass Alternative 4A would remain rural. This bypass also
would not be compatible with Watauga Country's goals of preserving and improving the physical
environment, and protecting and maintaining the rural atmosphere and visual quality of the
county. The bypass in some locations could introduce the potential for additional development
into the rural countryside. Bypass Alternative 4A, which would place all improvements outside
the town limits of Blowing Rock, would meet the Town of Blowing Rock's Comprehensive
Plan's goal of preserving historic features and natural vegetation. Bypass Alternative 4A would
introduce a thoroughfare, with associated visual and noise impacts, to wooded, rural areas of
isolated homes at its southern and northern ends. The quality of life sought by those who reside
in the rural portion of the community would be affected, particularly for those who would live
near the new or improved facility. Reductions in traffic growth on existing US 321 would offer
modest travel time savings to school buses, Appa1CART vans, and emergency vehicles.
Bypass Alternative 4B. Bypass Alternative 4B would displace six residences and one business.
Its compatibility with area land use plans and benefits to community services would be the
same as Bypass Alternative 4A. The impacts of Bypass Alternative 4B on neighborhood and
community cohesion in the rural communities would be similar to those of Bypass
Alternative 4A.
4.1.1 Relocation
It is the practice of the North Carolina Department of Transportation (NCDOT) to try to keep the
number of relocated homes, businesses, and other land uses to a minimum. However, with any of
the Build Alternatives, relocation would occur. Each of the Build Alternatives would displace a
different number of homes and businesses. Alternative IA or 1B would displace the most
residences (24), and Alternative 4B would displace the least (six). The Preferred Alternative
would displace the most businesses (five), while the other Build Alternatives would displace one
business. The NCDOT's Division of Highways Relocation Program is summarized below. It
outlines the process by which replacement housing or business units would be provided to those
who must be relocated.
Relocations
The relocations would vary by alternative and range from six to 24 homes and one to five
businesses. The Preferred Alternative would displace 12 residences and five businesses. Both
Alternative IA and 1B would displace 24 residences and one business. Alternative 4A would
displace eight residences and one business, while Alternative 4 B would displace six residences
' US 321 Improvements (R-2237Q 4-3 Final Environmental Impact Statement
and one business. No schools or churches would be displaced. The relocations by alternative are
shown in Table 4-1. Detail related to value and replacement dwelling availability with the
Preferred Alternative is shown in Table 4-2. The same information is shown for all alternatives
in the preliminary Relocation Reports in Appendix C.
Table 4-1. Estimated Maximum Displacees
A1ttroat ve DwelHn S/H eh lds Rminessel O r
Preferred Alternative 12 5 0
Bypass Alternative 1A 24 1 0
Bypass Alternative 113 24 1 0
Bypass Alternative 4A 8 1 0
Bypass Alternative 4B 6 1 0
Table 4-2. Preferred Alternative Relocation Summary
Number of Displaced Dwellings
By Value of Owner-Occupied
Homes (000) By Monthls, Rental Rate
$0-20 0 $0-150 0
$20-40 0 $150-250 0
$40-70 0 $250-400 0
$70-100 0 $400-600 0
$100 up 12 $600 up 0
Total 12 Total 0
Number of Decent, Safe, and Sanitary Dwellings Available
By Value of Owner?Occupied
Ffo aes (0(f0) A,
By Moythly Rental Rate
$0-20 0 $0-150 0
$20-40 0 $150-250 0
$40-70 0 $250-400 0
$70-100 0 $400-600 0
$100 up 20+ $600 up 0
Total 20+ Total 0
As shown in Table 4-2, dwellings of comparable value are available for the relocations associated
with the Preferred Alternative. With the Bypass Alternatives, relocation studies found that
sufficient housing may not be available for the four to seven displaced homes in the $40,000 to
$100,000 range. Comparable rental housing is available where rental households would be
displaced with the Bypass Alternatives.
Minorities, large families, disabled persons, or others who would have special problems
relocating would not be encountered.
None of the potentially displaced businesses is known to be minority owned. They employ one to
10 persons. Businesses similar to those displaced would remain in the area. The relocation study
found that there appear to be sufficient business properties and sites available to relocate those
that would be displaced.
US 321 Improvements (R-2237Q 4-4 Final Environmental Impact Statement I
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North Carolina Department of Transportation (NCDOT) Relocation Program
It is the policy of the NCDOT to ensure that comparable replacement housing will be available
prior to the construction of state projects. Furthermore, the North Carolina Board of
Transportation has the following three programs to minimize the inconvenience of relocation:
Relocation Assistance,
Relocation Moving Payments, and
Relocation Replacement Housing Payments or Rent Supplement.
With the Relocation Assistance Program, experienced NCDOT staff will be available to assist
displacees with information such as availability and prices of homes, apartments, or businesses
for sale or rent and financing or other housing programs. The Relocation Moving Payments
Program, in general, provides for payment of actual moving expenses encountered in relocation.
Where displacement will force an owner or tenant to purchase or rent property of higher cost or to
lose a favorable financing arrangement (in cases of ownership), the Relocation Replacement
Housing Payments or Rent Supplement Program will compensate up to $22,500 to owners who
are eligible and qualify and up to $5,250 to tenants who are eligible and qualify.
The relocation program for the proposed action will be conducted in accordance with the North
Carolina Relocation Assistance Act (GS-133-5 through 133-17). The program is designed to provide
assistance to displaced persons in relocating to a replacement site in which to live or do business. At
least one relocation officer is assigned to each highway project for this purpose.
The relocation officer will determine the needs of the displaced families, individuals, businesses,
non-profit organizations, and farm operations for relocation assistance advisory services without
regard to race, color, religion, sex, or national origin. The NCDOT will schedule its work to
allow ample time, prior to displacement, for negotiations and possession of replacement housing
that meets decent, safe, and sanitary standards. The displacees are given at least a 90-day written
notice after NCDOT purchases the property. Relocation of displaced persons will be offered in
areas not generally less desirable in regard to public utilities and commercial facilities. Rent and
sale prices of replacement property will be within the financial means of the families and
individuals displaced, and will be reasonably accessible to their places of employment. The
relocation officer will also assist owners of displaced businesses, non-profit organizations, and
farm operations in searching for and moving to replacement property.
All tenant and owner residential occupants who may be displaced would receive an explanation
regarding all available options, such as (1) purchase of replacement housing, (2) rental of replacement
housing, either private or public, or (3) moving existing owner-occupant housing to another site (if
possible). The relocation officer will also supply information concerning other state or federal
programs offering assistance to displaced persons and will provide other advisory services as needed
in order to minimize hardships to displaced persons in adjusting to a new location.
The Moving Expenses Payment Program is designed to compensate the displacee for the costs of
moving personal property from homes, businesses, non-profit organizations, and farm operations
acquired for a highway project. Under the Replacement Program for Owners, NCDOT will
participate in reasonable incidental purchase payments for replacement dwellings, such as
attorney's fees, surveys, appraisals, and other closing costs and, if applicable, make a payment for
any increased interest expenses for replacement dwellings. Reimbursement to owner-occupants
for replacement housing payments, increased interest payments, and incidental purchase expenses
may not exceed $22,500 (combined total), except under the Last Resort Housing provision.
US 321 Improvements (R-2237C) 4-5 Final Environmental Impact Statement
A displaced tenant may be eligible to receive payment, not to exceed $5,250, to rent a
replacement dwelling or to make a down payment, including incidental expenses, on the purchase
of a replacement dwelling.. The down payment is based upon what the state determines is
required when the rent supplement exceeds $5,250.
It is a policy of the state that no person will be displaced by NCDOT's state construction projects
unless. and until comparable replacement housing has been offered or provided each displacee
within a reasonable period of time prior to displacement. No relocation payment received will be
considered as income for the purposes of the Internal Revenue Code of 1954 or for the purposes
of determining eligibility or the extent of eligibility of any person for assistance under the Social
Security Act or any other federal law.
Last resort housing is a program used when comparable replacement housing is not available, or
when it is unavailable within the displacee's financial means, and the replacement payment
exceeds the federal/state legal limitation. The purpose of the program is to allow broad latitudes
in methods of implementation by the state so that decent, safe, and sanitary replacement housing
can be provided. This program would be implemented, if necessary, as mandated by state law.
4.1.2 Economic Impacts
For each Build Alternative, this section addresses:
• Near-term impacts on established business districts, including impacts on retail sales and the
viability of existing businesses during construction and for several years after the
improvements are in place, and
• Longer term local and regional economic impacts on the commercial character and potential
of the area, business development, and residential markets resulting from changes in traffic
patterns and accessibility.
The analysis is based on existing statistical data, characteristics of businesses in Blowing Rock
derived from site visits, interviews, and surveys, past similar economic studies, and available
literature addressing the effects of transportation facilities on the economy of an area.
The assessment of the impacts on established business/commercial districts focuses on businesses
in the US 321 project area. The analysis considers impacts during the construction phase (i.e.,
would construction of the Preferred Alternative have a substantial negative impact on existing
businesses along US 321 because loss of access and reductions in pass-by traffic), as well as
impacts over time, once one of the Build Alternatives is in place. The assessment begins with
observations of local business persons and realtors, and followed by an analysis of potential
commercial impacts.
Observations of Local Business Persons and Realtors
In order to incorporate the various perspectives of local business persons on the economic impact
of the proposed project, over 20 interviews were conducted with business owners and realtors in
Blowing Rock in Fall 2000.
Comments and concerns gathered through interviews with local business owners and realtors
provided a wide and useful spectrum of opinions on the Build Alternatives. By definition,
however, interviews with existing businesses reflect the specific perspective of each particular
business establishment. Such perspectives tend not to reflect long-term effects on the commercial
US 321 Improvements (R-2237Q 4-6 Final Environmental Impact Statement I
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potential of the location in question, nor do they necessarily reflect the
common good.
For
example, some businesses along US 321 that cater primarily to a drive-by market could be
negatively affected by the bypass alternatives, and they could lose enough customers to make that
particular business non-viable at its present location. Other commercial activities catering to
destination shoppers and tourists (i.e., shoppers who make their trip with the intent of visiting that
particular store or business) however, could replace businesses catering to the drive-by market
and be quite successful, if overall access to the area is improved because of an alternative. These
points of view were reflected in the interview results.
No particular pattern emerged to tie individual preferences to types or locations of businesses, but
a number of common themes surfaced throughout the interviews. These themes were:
• Limited Turning Access Because of the Preferred Alternative. Nearly every business
surveyed along US 321 expressed concern for the potential turning limitations of the
landscaped median of the Preferred Alternative. Fearing that business would decline if
vehicles on the opposite side of US 321 were denied immediate turning access, most
interviewees would rather forego the aesthetic benefits of the median for a four-lane road
without a median.
1 • Altering the Small Town Image by Expanding US 321 to Four Lanes. There was a common
concern, particularly among Realtors, that Blowing Rock would lose its appeal as a quaint
mountain hamlet if US 321 were widened to four lanes. They argued that tourists would take
their business to other, less developed destination towns, which would adversely affect the
local economy.
• Aggravating the Parking Shortage by Wider US 321. Many, interviewees cited parking as a
primary concern with the Preferred Alternative. Blowing Rock is already short on parking
spaces, particularly during the peak tourist season. Some interviewees believe that devoting
' more space to the roadway could increase traffic on US 321 and the number of visitors to
Blowing Rock. Additional visitors would generate more traffic on Main Street in downtown
Blowing Rock during peak seasons. While that is a positive in terms of increased economic
activity, there is insufficient parking to accommodate additional visitors. Blowing Rock will
•
particularly those that rely heavily on drive-by traffic, are opposed to a new bypass because
of the perceived loss of customers who would use the alternative route. Furthermore, several
people suggested that businesses in the downtown also would suffer were traffic to be
diverted around Blowing Rock.
• Detrimental Effects of a Bypass Alternative through a Residential Area. Use of the Bypass
Alternative 1 corridor (Bypass Alternatives lA and 1B) incited opposition from people
concerned that a residential community would be destroyed and that valuable property would
depreciate.
• Implementation Time for Each Alternative. A general remark that was voiced repeatedly was
that the Bypass Alternatives would not solve the immediate problem of traffic congestion. In
particular, a project in the Bypass Alternative 4 corridor would take years to open because of
the complicated engineering and environmental permitting involved.
US 321 Improvements (R-22370) 4-7 Final Environmental Impact Statement
need to Diversion of address this Business parking Because issueof, a perhaps Bypass as part of Alternative an . Many overall b parking businesses along US. management 321, strategy.
• Desire for a Resolution. Regardless of their preferred alternative, most interviewees
expressed a certain amount of frustration with the history of this project and the circular
nature of the discussion.. There was an overwhelming desire for a decision to be made,
putting an end to what many see as a state of limbo.
As noted above, while interview results are valuable and instructive, they lack sufficient
objectivity to provide a solid foundation for economic impact assessment. The next two sections
employ analytic methods to assess first the short-term impacts on existing businesses in the
US 321 travel corridor and second the longer term impacts of the alternatives on the overall
commercial climate and character of Blowing Rock. Short-term impacts first consider the
construction phase, and then consider the first few years after completion, when many of the
same businesses that are present now would still be present.
Existing Business Impacts Because of Construction Activity
For purposes of this analysis, short-term impacts on business activity in the corridor are assumed
to be largely a consequence of reductions in access because of construction activity (e.g., road
closures and construction equipment on the road, etc.) on US 321. This analysis applies only to
the Preferred Alternative. For the most part, the Bypass Alternatives would have far less impact
on US 321 itself during the construction period; with the exception of the proposed intersections
of US 321 with a bypass, construction would not greatly affect access to tourist facilities, retail
stores, or other businesses along US 321.
Studies in research journals and other publications addressing the economic impacts of highway
construction on businesses focus on case studies that ask business owners and operators about the
effects of construction after construction is complete. Buffington et al. (1992) concluded "short-
term business losses ... can be significant but are difficult to document reliably." Their article
includes a summary of abutting business gross sales impact as reported in their review of the
results of economic studies presented in research journals and other publications. This summary
indicates that the percent change in business at traffic servicing businesses during abutting
construction was - 45 percent to +16 percent or a weighted mean of -11 percent. For other
retail/service businesses, the change was -35 percent to +31 percent or a weighted mean of five
percent. Their article acknowledges the considerable variation in effects among comparable
studies. They conclude, however, that "because the studies were not all closely comparable" that
"the weighted comparative mean value was an appropriate measure to use in calculating the
estimated gross sales change." A study commissioned by the Wisconsin State Legislature in
1987 and reported by Ward and McCullough (1993) examined both businesses bypassed by
highway construction and businesses adjacent to construction. It concluded that in either case the
impact on business was negative. Overall business activity was found to decline an average of
10.8 percent. By business category, the declines were: retail, 17 percent; gas and convenient
stores, 13 percent; restaurants and taverns, 16 percent; professional services, two percent; and
wholesale, three percent. The first three business types correspond most closely to the types of
businesses on US 321 in Blowing Rock. While these numbers from different settings and project
types do not represent something that can be directly applied to the US 321 project to produce a
definitive extent of business sales loss during construction of the Preferred Alternative, two
observations can be made:
10. Construction of the Preferred Alternative would result in business loss; therefore,
construction strategies to minimize business disruption during project construction, as
summarized below and discussed in Section 2.4.1, are important.
US 321 Improvements (R-2237Q 4-8 Final Environmental Impact Statement
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11. The percent temporary loss of business during construction presented above does not differ
substantially from the percent permanent loss of sales associated with the Bypass Alternatives
that is presented in the next section. One can reach the conclusion that when contrasting the
Preferred Alternative with the Bypass Alternatives that both will result in sales loss at
existing businesses along US 321 and to select one over the other is to trade-off one type of
potential loss for another (temporary for permanent).
Section 2.4.1 in Chapter 2, under "Construction Period Procedures and Options," indicates that
construction of the Preferred Alternative would occur over three to four construction seasons (two
to three if utilities are not placed underground). During that time, customers would be
inconvenienced by construction-related effects on traffic and business access. It can be assumed
that in the case of at least some customers, construction-related inconvenience would not cause
them to forego a trip to one or more businesses in the construction zone. Consequently, efforts
would be made to minimize customer inconvenience using approaches described in Section 4.1.6.
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US 321 would not be fully closed in any section, except for short periods for blasting and other
critical operations. For a project of this complexity and because of sensitive community issues,
additional contract controls would be imposed by the NCDOT on the construction contractor. The
controls would be developed in association with the community officials, and the controls would
consider daily, weekly, and seasonal peak periods. They could include requirements through the
contract specifications such as keeping a minimum number of lanes open during certain periods of
the day and "no disruption of traffic" days for specific community events. They could provide
contractor incentives to complete critical operations within a defined window of time. Access to
residences and business during construction would be a strict contract requirement. Temporary
access to businesses would be marked with signs. The contractor would maintain access on a
smooth graveled surface during business and delivery hours. There would be, however, periods
of time during which only one lane would be in operation between US 321's intersection with
Pinnacle Avenue and Ransom Street. A single business is at Pinnacle Avenue and several
businesses are between US 321 Business and Ransom Street. Access would be ensured by means
of flaggers.
Near-Term Impacts on Existing Business Following Completion of the Alternatives
Once the alternatives are completed, existing businesses along US 321 could continue to be
affected because of both changes in access directly from the highway (e.g., turning restrictions)
and changes in levels and flows of traffic.
Over time, changes in overall accessibility to and within the region could create the potential for a
new hierarchy of commercial uses within the corridor itself and the larger area of Blowing Rock.
These changes would result in enhanced business activity in some locations and perhaps
reductions in the desirability of some other locations, both as commercial areas and as choice
residential locations. These longer-term effects are discussed below under "Long Term Impacts
on Business Activity and Business Climate."
While the Preferred Alternative's landscaped median would limit left turns, none of the Bypass
Alternatives would affect access from US 321 to adjacent business. In the near-term after
completion, the Bypass Alternatives, however, would substantially lower the amount of traffic
flowing along US 321 and the levels of congestion, while increasing the speed at which traffic
moves. As shown in Table 2-12 in Chapter 2, traffic volumes would not reach current (1998)
levels between US 321 Business and US 221 even by 2025. The impacts of these changes in
traffic volume and flow on the sales revenues of existing business could be important if, as a
US 321 Improvements (R-2237Q 4-9 Final Environmental Impact Statement
result, substantial losses in sales reduce business earnings. In the worst case, reduced sales could
result in business failure if the losses are substantial enough.
To assess this impact, methodologies developed for new highway improvements and bypass
alternatives for a similar (although larger) commercial. corridor in Maryland were utilized
(Parsons Brinckerhoff Quade & Douglas, Inc, August 2000).
This method involves estimation of the potential losses in business/sales activity for various types
of business, both when they are made less directly accessible and when traffic volumes along the
highway are changed.
A fundamental concept in this approach is the extent to which individual businesses are
"destination" versus "opportunity-oriented." "Destination" businesses are those to which
consumers plan to travel in advance. Travelers plan a destination stop because a particular
business provides a special product or attraction, or because of plans to meet a particular
appointment or receive a particular service. "Opportunity" businesses, or traffic-serving
establishments, are those to which consumers do not plan to travel in advance. The opportunity
stop might be made to purchase a convenience good (like gasoline or a soda) or to browse
comparison goods, but in all cases the stop would not have been made if the business were not
easy to access. The opportunity shopper would likely have purchased the same or a similar
product at another business if the chosen establishment were not so visible and/or easy to access.
Of course, no establishment is entirely a destination or opportunity business; most businesses
experience healthy portions of both types of visits. The approximate proportion of opportunity
versus destination customers depends on the characteristics of individual business types. Certain
categories of business are more dependent on opportunity shoppers, relying on visibility and
access from pass-by traffic, whereas others are more dependent on destination shoppers.
As part of the Maryland analysis, (Parsons Brinckerhoff Quade & Douglas, Inc, August 2000)
business and customer intercept surveys, which supplemented by reviews of journals and other
relevant publications, were conducted within the highway corridor in order to ascertain
approximate shares of sales that could be characterized as either destination or opportunity based.
The survey responses entailed a certain amount of judgment on the part of those surveyed. A
sufficient number of surveys were conducted, however, that for given categories of businesses,
average tendencies emerged and clustered within acceptable ranges. These results can be
generalized to other highway corridors, such as the US 321 corridor.
The results of the various surveys and analyses are summarized in Table 4-3. Business types are
grouped into general categories. As shown, no type of business surveyed relies on opportunistic
type shopping visits for more than half of its sales. Convenience stores, gas stations, and auto
sales businesses ranked at the top in terms of the share of opportunity sales. In general, the
majority of business sales for each business type are destination sales, rather than impulse or
opportunity sales. Even convenience stores make only about half of their sales to opportunity, or
impulse, buyers, according to the survey data.
By applying the data in Table 4-3 to the US 321 corridor, potential losses of opportunity sales
along US 321 as a consequence of reductions in access and drive-by traffic were estimated for the
Build Alternatives. In the case of the Preferred Alternative, changed access is the issue. In the
case of the Bypass Alternatives, reductions in drive-by traffic are the issue. This application was
done using the following formula:
US 321 Improvements (R-2237Q 4-10 Final Environmental Impact Statement I
I
t
r
i
Table 4-3. Maryland Business and Customer Survey Results
Type of Business Desti ation Oppo tunny Description of Businesses To tai
Big Business 95% 5% Large supermarket and/or big-box retail (Wal-Mart,
Giant, etc.)
Small Business. - Home wares, construction materials, clothing, other
Other Durable a
95 /0 u
5 /o durable goods
Goods
Hobby Shop 95% 5% Musical instrument store, collectables, gardening, arts
and crafts, etc.
Professional 95% 5% Lawyers, doctors, human services, banks, contractors,
Services insurance, engineers, consultants, etc.
Small Business - 85/0 o 15/o a Hair cutlery, nails, Realty, non-retail/non-
Services wholesale/non-food small businesses
Restaurant/Bar 75% 25% Sit-down restaurants and bars
Hotel/Motel 70% 30% Hotels and motels
Small Business- 60% 40% Liquor, tobacco, hardware, sporting goods, etc.
Specialty Goods
Small Grocer / u
55 /0 o
45 /o Small grocery stores, specialty foods, convenience
Baker foods (e.g., 7-11 stores)
Gas Station 55% 45% Gas stations
Auto Sales 50% 50% Auto sales
Small Business - 50% 50% Dollar stores, gifts, greeting cards, videos, tourist
Convenience Goods stores, fast food restaurants
Note: Destination and Opportunity proportions of business sales were compiled from a combination of
sources including literature reviews, business interviews, and customer intercept surveys.
Source: Parsons Brinkerhoff Quade & Douglas, Inc, August 2000
Percent Change in Sales = (((A x (1-B))+(1-A))-1) x 100
A = Share of revenues dependent on opportunity sales
B = Percentage change in opportunity sales because of access restrictions and less traffic
The formula assumes that destination sales are assumed to remain unchanged, as by definition,
shoppers of this type plan their trips in advance, and are not substantially affected by modest
reductions in access from a roadway.
The results of the assessment of relative impacts on sales for businesses along US 321 are shown
in Table 4-4. The first step in estimating sales effects was to use the traffic forecasts for the Build
Alternatives to estimate the relative changes in opportunity sales attributable to projected
reductions in drive-by traffic for each type of business. This is shown in the columns labeled
"percentage change in opportunity sales because less traffic in 2025." A second factor, in
addition to reductions in drive-by traffic, is the reduction in direct access to businesses because of
the Preferred Alternative's landscaped median, which would restrict (but not eliminate) left turn
access. Left turns still could be made at intersections, particularly signalized intersections at
US 321 Improvements (R-2237Q
4-11 Final Environmental Impact Statement
Table 4-4. Percent Change in Sales by Alternative and Business Type
Percentage Percetage
Change in Change in
Opportunity Opportunity Percentage Change in Overall Sales,
Sales Because Sales Because By Business Type
Opportunity of Less Tragic Access
Business Type Sales as Perce
ta
e of in 2025' ` Restrictions
n
g
Total Sales Preferred
Bypass Preferred Preferred Alternative Bypass
Alternatives
Alternative
Alternative ? ?
Without
Alternative
Landscaped
A Median
Restaurant/Bar 25% -60% -15% -3.75% 0% -15%
Hotel/Motel 30% -60% -15% -4.50% 0% -18%
Small
Specialty 45% -60% -15% -6.75% 0% -27%
Business
as
Station/Auto 45% -60% -15% -6.75% 0% -27%
Sales
Convenience
Store 50% -60% -15% -7.50% 0% -30%
llOther
5% -60% -15% -0.75% 0% -3%
usinesses
' Percent reduction in traffic along US 321 in 2025 compared to the No-Build Alternative between US
321 Business and Sunset Drive (applies to the Bypass alternatives only).
z Applies only to the Preferred Alternative with its center median alternative. Based on background
literature survey.
US 321 Business, Sunset Drive, and US 221, but customers of mid-block businesses would have
reduced access. No data is available to determine precisely the extent of the loss of business. It
was assumed, based on a review of previous literature, that the landscaped median could reduce
opportunity sales by a conservative 15 percent. (This estimate is conservative on the high side,
and thus produces results that may modestly overstate the negative impacts of the Preferred
Alternative.)
Combining the percentage of reductions in traffic with the assumed percentage change in
opportunity sales because of access restrictions, it is possible to compute a percentage change in
overall sales by business type, according to the formula indicated previously, for each alternative.
These percentages, or relative changes in overall business sales, are shown in the three right-most
columns of Table 4-4.
As seen in Table 4-4, the effects of the Bypass Alternatives on sales activity could be substantial, 15
to 30 percent for the business types along US 321 that depend the most on opportunity customers.
The overall effects on commercial activity along US 321 can be determined using the findings in
Table 4-4 and the number of businesses of the various types present within the corridor. That
US 321 Improvements (R-2237Q 4-12 Final Environmental Impact Statement I
assessment is presented in Table 4-5. There, a weighted average of the overall US 321 corridor
effects is obtained, where the weights represent the number of businesses of each type along
US 321 in the project area.
1
Table 4-5. Change in Sales for US 321 Businesses by Alternative
L S321 Corric A Percentage Change in Sales
by Business Type
Number of Preferred
Business Type Businesses in Alternative
ernati
Corridor' Preferred e
Without Bypass
Alternative Alternatives
Landscaped
Median
Restaurants/Bars 7 -3.75% 0% -15.0%
Hotels/Motels 4 -4.50% 0% -18.0%
Small Specialty Business 4 -6.75% 0% -27.0%
Gas Stations/auto sales 3 -6.75% 0% -27.0%
Convenience Stores 1 -7.50% 0% -30.0%
All Other Businesses z 20 -0.75% 0% -3.0%
TOTAL IN US 321
39 -2.90% 0% -11.7%
CORRIDOR
' Based on the results of US 321 Business/Property Owner Survey, March 7, 2000.
z Includes Shoppes on the Parkway
Table 4-5 shows that the Bypass Alternatives would have more substantial impacts on existing
businesses along US 321 than would the Preferred Alternative. It also indicates that the majority
of businesses would not be greatly affected, as only a small share of many businesses' sales
(about five percent as shown in Table 4-4) are made to drive-by customers. The overall
reductions in sales activity of businesses along 321 would probably never exceed 10 to 15
percent of the total business sales within the corridor. However, the businesses relying on
immediate access and catering to heavy drive-by traffic (e.g., convenience stores and fast food
restaurants) could be adversely affected, and some could indeed be out of business in a year or
two after a Bypass Alternative is opened to traffic.
While the preceding analysis is instructive, an important caveat must be added. As a resort area,
the hotels in Blowing Rock (especially the Green Park Inn, which is nationally advertised) are
probably less dependent on opportunity or drive by business than the typical hotel or motel. For
example, while the manager of the Days Inn, during interview sessions, estimated that 25 percent
of her business was drive-by (close to the 30 percent found in the Maryland surveys), the Green
Park Inn almost certainly obtains far fewer of its customers in this way. Thus, the impacts on
well-known tourist destinations in the corridor would probably be much less substantial than
Table 4-5 would suggest. The important tourist-serving businesses in the corridor, and the overall
touristy nature of the historic section of US 321, probably would not be substantially affected if
any of the Bypass Alternatives are implemented.
1
I US 321 Improvements (R-2237Q 4-13 Final Environmental Impact Statement
Long Term Impacts on Business Activity and Business Climate
The Build Alternatives would have a long-term impact on commercial and residential
development patterns. The exact nature of these effects would depend on many factors, such as
changes in traffic volumes, ease of access from US 321, consumers' travel times, and competing
businesses. Unique characteristics of individual businesses, such as sensitivity to opportunity
traffic and site location, would be integral in determining the long-term economic impact. Other
specific factors, such as the management of a particular business or its cost structure, also would
be important, but this assessment assumes that these factors would not vary among the No-Build
Alternative and the Build Alternatives.
Generally speaking, each of the Build Alternatives would improve overall accessibility to, from,
and within the Town of Blowing Rock and its immediate environs. Over the long run, it could be
expected that these improvements would have a positive impact on the viability of existing and
new commercial areas. Some changes in the specific character of certain business areas,
including those along US 321, however, could be expected. In particular, each of the Build
Alternatives, for slightly different reasons, could be expected to reduce the viability of businesses
that cater to drive-by traffic. US 321, however, could become a more desirable location for
destination-type business activity, including those businesses catering to tourists and shopping
areas that have a regional draw, such as the Shoppes on the Parkway. These positive effects
could more than compensate over time for the negative impacts to drive-by oriented businesses
on US 321.
Business Viability/Changes in the Character of Business Areas. The potential long-term impacts
of the Build Alternatives can be inferred, at least in part, from the results of the short-term impact
analysis above. As shown, the principal types of businesses to be affected would be those that
rely in large measure on opportunity sales. US 321 could become over time less of a harbor for
transient, drive by businesses, while destination activities could become more solidly anchored in
the corridor. The following items discuss long-term changes that could be associated with the
Preferred Alternative and the Build Alternatives.
Preferred Alternative. The Preferred Alternative would improve access throughout the
project area, since the additional lanes would offer a less congested, safer route for both
commercial and passenger vehicles. Access to selected commercial locations would improve.
In particular, access to the Shoppes on the Parkway mall would be improved for those
customers coming from the south, so it might become a more attractive site for destination
retailing.
While overall access would improve, the landscaped median included with the Preferred
Alternative would restrict turning access, and could limit, therefore, some of the expected
growth in opportunity sales for the existing establishments. Additionally, the landscaped
median would serve as a deterrent to new strip (opportunity) commercial development with
multiple access points and frequent arrivals and departures by through travelers.
• Bypass Alternatives. If a Bypass Alternative were implemented, opportunity sales could be
expected to drop, and the commercial character of the US 321 corridor could shift toward
businesses catering to destination sales. Because the through traffic that now patronizes the
businesses along US 321 would be detoured out of town, those potential customers would
take their opportunity business somewhere more convenient along their travel route.
Impacts on Tourist-Oriented Businesses. Based on the results of the interviews and surveys, a
principal concern of business owners in Blowing Rock is that any highway improvement would
US 321 Improvements (R-2237C) 4-14 Final Environmental Impact Statement
have a negative impact on the area's tourism-based economy. In particular, local citizens fear
that such improvements would draw more through traffic, thereby destroying the appeal of the
town as a rural mountain hamlet. With only 1,500 permanent residents, Blowing Rock relies
heavily on out-of-towners for its economic well-being.
The merits of the argument that four lanes will attract more through traffic are not supported by
the results of the travel demand forecasts. The improvements project is not planned to serve
specific land development. The travel demand forecasts presented in Section 1.5.5 of Chapter 1
and in Table 2-12 in Chapter 2 are based on regional population and employment forecasts and
objectives and associated travel demand trends estimated independent of road capacity. The
improvements project is proposed to serve that forecast and expected travel demand. As
discussed, in Sections 4.15.3 and 4.15.4 under "Development Trends and Change," the potential
exists for some shifting of development patterns with the Bypass Alternatives.
Second Home Market/Residential Property Values. No empirical techniques or models could be
identified during the background literature review that would enable a projection of impacts on
residential property values. As a result, interviews with Realtors were regarded as the best
available marker for what could happen in this area of economic impact. The major flaw
associated with Realtor input is the inherent bias in realtor responses against any change that
would affect the current, profitable status quo. The market for second homes and summer rentals
is extremely active in Blowing Rock, and any change affecting this market could be viewed with
suspicion by realtors who have an interest in maintaining the current status.
There was a majority opinion among those Realtors surveyed that the Bypass Alternatives would
be more disruptive to traditional residential markets and market values in Blowing Rock than the
Preferred Alternative. This was by no means, however, a complete consensus. Opinions
expressed by Realtors were:
• Current traffic problems render US 321 unsafe and the Preferred Alternative would directly
address this. A Bypass Alternative could do more damage to the residential areas of Blowing
Rock, varying depending on the alignment selected.
• D
li
B
ti
ld
li
i
o
rt
di
th
t
l
t
d
Alt
d
gnmen
ypass
ec
ne
n pr
pe
y
epen
ng on
e a
se
ec
e
, a
erna
ve cou
cause a
value in residential areas, as the environmental impacts of a Bypass Alternatives would be
greater than any negative impacts of the Preferred Alternative.
• A wider US 321 would take away from the charm of Blowing Rock, which is the main selling
point for vacationers and summer residents. Property values along US 321 would depreciate
if the road were to be widened, but negative impacts on property values could be less than the
Bypass Alternatives, depending on the alignment selected.
• Bypass Alternative 1 incited the most opposition from people concerned that a residential
community would be destroyed and that valuable property would depreciate.
None of these views are empirically testable, but the mixed viewpoints among Realtors and lack
of consensus could be viewed as an indication that the negative impacts may not be substantial.
Landscape design elements (see Section 2.4.4 of Chapter 2) to minimize adverse environmental
' impacts of the Bypass Alternatives would help mitigate the negative impacts on residential
values.
US 321' Improvements (R-2237Q 4-15 Final Environmental Impact Statement
Economic Impacts of Construction Expenditures
This section presents an analysis of the impacts of construction activity on local employment and
income. The results of this analysis are important in part to the extent that they contrast with the
observations under "Existing Business Impacts Because of Construction Activity."
This analysis utilizes RIMS II multipliers, which are applied to the direct estimates of
capital/construction costs. The Bureau of Economic Analysis (BEA) of the US Department of
Commerce maintains the national input-output accounts, from which it derives region-specific,
final demand multipliers for output, earnings, and employment by industry/economic sector,
using its Regional Input-Output Modeling System (RIMS II). Economists use input-output
models to analyze how changes in the production of a specific firm or industry alter the flow of
funds into and out of all other industries as well as households. By tracing how production in one
economic sector consumes the output of other sectors as production inputs and how each of these
other sectors in turn influences the demand for the output of yet other sectors, input-output
analysis facilitates the calculation of multipliers. These multipliers provide a quantitative
estimate of the total employment and income impacts within the local economy (state or region)
that compound from initial new expenditures, such as a road improvement project.
The capital costs for the Build Alternatives are shown in Table 4-6. (The capital costs primarily
reflect costs for construction, landscaping, and other physical attributes of the alternatives, but
also include some engineering and other mobilization expenditures and contingency.) Applying
the most recent set of RIMS II multipliers (1997) for the State of North Carolina results in the
direct, indirect, and induced economic impacts from construction spending shown in Table 4-7.
Employment impacts are expressed in person-years of employment.
Table 4-6. Build Alternative Capital Costs
E
l
ti I Build Alternatives
va
ua
on
Category
Preferred
Bypass Al
ternative 1
Bypass Alternative 4
Alternative. A B A B
Right-of-Way $23,400,000 $24,500,000 $25,200,000 $9,400,000 $8,900,000
Construction $22,500,000 $50,600,000 $67,000,000 $161,100,000 $241,400,000
Total $45,900,000 $75,100,000 $92,200,000 $170,500,000 $250,300,000
Table 4-7. Employment and Earnings Impacts of Construction
Construction' Total Employment Total Earnings, including
;Employment' Including Indirect And Indirect and Induced
(person-years) Induced Multiplier Multiplier Impacts
Impacts ers -years) (mj0jA ns of douar
Preferred Alternative 281 1,345 $33.2
Bypass Alternative IA 633 2,200 $54.3
Bypass Alternative 1B 838 2,701 $66.7
Bypass Alternative 4A 2,013 4,996 $123.3
B ass Alternative 4B 3,018 7,334 $181.0
' Based on typical highway project cost estimates, assumes construction labor is approximately 50 percent of
total highway construction cost, not including right-of-way acquisition, and an average burdened
construction wage of $40,000 per year. Multiplier effects are applied against the total construction cost,
including right-of-way acquisition costs. Lower multipliers apply to the right of way acquisition, as only
induced (income) effects occur. Right-of-way acquisition does not involve production of a good or service.
US 321 Improvements (R-2237Q 4-16 Final Environmental Impact Statement
1
These results assume the project is financed entirely with federal funds; they do not reflect the
normal 80 percent federal funds/20 percent state funds ratio used with federally funded highway
projects. Financing from state or local sources would result in a lower multiplier, as the taxes used
to derive the non-federal share would represent a reduction in state or local household income. The
NCDOT would use state funds exclusively to build the Preferred Alternative. As such, the numbers
in Table 4-7 are higher than what might actually occur. The relative differences between
alternatives reflected in Table 4-7 would be the same irrespective of the source of construction
funds.
The results in Table 4-7 show that the short-term economic benefit of construction of a US 321
improvement would rise with project cost and, as such, the greatest construction-related benefit
would be achieved with Bypass Alternative 4B and the least would be achieved with the
Preferred Alternative.
Transportation System Benefits
Fundamental to the economics of a transportation investment is the direct impacts on the
transportation system, its users, and those who may experience external costs because of
transportation system use. This section of the analysis estimates the transportation system
benefits (often in the form of avoided costs) associated with the Build Alternatives. The
methodology has the following steps:
1. Determination of changes in travel parameters, including savings or increases in vehicle-
miles and vehicle-hours traveled. These values were derived from the traffic forecasts and
the length and travel speed associated with each alternative;
2. Annualization of the travel parameters and application of unit cost savings to the travel
parameters;
3. Summation of totals to yield an annual net economic impact; and
4. Computation of a net present value for a stream of benefits, for example, over 30 years, and
comparison with the net present value of the project's direct costs, including capital costs for
initial construction, periodic rehabilitation, and annual maintenance.
The results of the first of these steps, changes in system wide travel parameters, are presented in
Table 4-8. All of the Build Alternatives would result in travel time and distance savings for
travelers in the project area. The greatest savings would be associated with Bypass Alternatives
4A and 4B, primarily because these alternatives are shorter than either the existing road or the
Bypass Alternative 1 (lA and 1B) corridor.
The next steps are to annualize these values, and then to apply "fully loaded" unit costs per
vehicle-hour and vehicle-mile. Those steps and results are shown in Table 4-9. For purposes of
this analysis, the average weekday changes in travel parameters were annualized using a factor of
320 - slightly higher than industry standards but one that is reasonable for a tourist-oriented area.
I US 321 Improvements (R-2237Q 4-17 Final Environmental Impact Statement
Table 4-8. Average Weekday Changes in System Travel Parameters
2010 2018 2025
hauge Change Change
Change in Change in Change in
Alternative
V'4i t'T
m VNIT
T ?
Y'HT'
VNIT
in Vl1'IT HT'
V VHT VNIT in VMT' Vim' WIT
o-Build
Alternative g3 197 2 246
95,717
_61
106,673
2,932
Preferred
Alternative 83,715 518 2,191 -55 96,314 596 2,548 -64 107,338 665 2,860 -72
Bypass
Alternatives 82,399 -798 1,870 -376 94,800 -918 2,175 -437 105,651 -1,023 2,442 -490
lA and 1B
Bypass
ltematives 75,185 -8,011 1,670 -576 86,501 -9,217 1,942 E
-670 96,402 -10,272 2,180 -752
A and 4B
' VMT = vehicle-miles traveled
2 VHT = vehicle-hours traveled
Table 4-9. Annual Transportation System Cost Savings, Selected Build Years
2010 (in thousands) 2025 (in thousands)
Cost Cost Change Change Total Change Change Total
Alternative
per
per in in Annual in
in Annual Annual
VNIT
VH'C Annual Annual Saving (in Annual
VHT Sm'ing (in
VNIT VIIT vs. thousands VNiT
vs. No- thousands
v
s, No-
No-
of 2001
vs. No-
of 2001
Build Build dollars) guild guild dollars)
Preferred
Alternative $0.68 $15.40 166 -18 $164 213 -23 $209
Bypass
Alternatives
lA and 1B $0.68 $15.40 -255 -120 $2,022 -327 -157 $2,641
Bypass
Alternatives
4A and 4B $0.68 $15.40 -2,564 -184 $4,584 -3,287 . -241 $5,956
Note: Negative values indicate savings relative to the No-Build. With the Preferred Alternative, there would be a
small increase in VMT, because of the minor realignments of the roadway. Traffic volumes would be the
same as the No-Build Alternative.
US 321 Improvements (R-2237Q 4-18 Final Environmental Impact Statement
L
1
0
1
Unit cost values are derived from previous research by the economic analyst into the fully loaded
costs of highway travel. That research yielded the following summary values for automobiles
and commercial vehicles:
Per Vehicle-Mile Traveled Auto Commercial
Vehicle operations $0.16 $0.21
Crashes 0.17 0.37
Municipal services 0.02 0.16
Roadway maintenance 0.02 0.15
Environmental impact of travel 0.26 0.40
Total $0.63 $1.29
Per Vehicle-Hour Traveled
Travel time $15.00 $20.00
The commercial values were applied to the eight percent trucks included in the traffic forecasts.
The blended rates are shown in Table 4-9. All values are in constant 2001 dollars.
Transportation System User Benefits vs. Costs
With these single year estimates of benefits in hand, the net present value of a 30-year stream of
transportation system benefits can be derived. Values for intermediate years are arrived at by
interpolation. These are then compared with the capital costs of each alternative. A net present
value and a benefit/cost ratio have been determined based on these data. The results are shown in
Table 4-10.
As shown in Table 4-10, using this method of analysis, none of the alternatives would generate a
positive net present value or benefit/cost ratio greater than one. The cost of all alternatives would
be greater than the travel benefits they would offer. Thus, none of the alternative would warrant
travel distance and time savings sufficient to justify their cost. The two indicators produce
somewhat conflicting results, in that the Preferred Alternative, for example, with the lowest or
poorest benefit/cost ratio displays the least negative or best net present value. Bypass Alternative
lA has the second best present value combined with almost the highest or best benefit-cost ratio.
In this case, the net present value is probably a better indicator of merit (or non-merit) than the
benefit-cost ratio. Had the alternatives generated positive net present value findings, the
benefit/cost ratio can be a good tool for decision making, where investment decisions are made
within a constrained budget.
Table 4-10. Transportation System Benefits and Costs 1
Alternative et' r sent Value
h
(thousands of dollars)
Benefit/Cost
Preferred Alternative -41,000 0.04
Bypass Alternative lA -45,000 0.33
Bypass Alternative 1B -61,000 0.27
Bypass Alternative 4A -101,000 0.34
Bypass Alternative 4B -176,000 0.23
' Over a period of 30 years.
I US 321 Improvements (R-2237Q 4-19 Final Environmental Impact Statement
Combined Benefits and Costs
Table 4-11 provides a summary of the various economic benefits and costs associated with the
Build Alternatives. The findings presented in Table 4-11 are supported by the analysis and data
presented above. No attempt is made to reduce the results to a single benefit/cost number.
Instead, this matrix is designed to highlight key tradeoffs, such as potential benefits for owners of
commercial property versus the disadvantages for existing second/summer homeowners.
The trade-offs presented in Table 4-11 can be summarized as follows:
• The Preferred Alternative would have its greatest impact on business during the construction
period in terms of businesses relocated and business disruption during construction. The
Bypass Alternatives would have a minimal impact on businesses during the construction
period.
The Preferred Alternative's landscaped median from US 321 Business north to the end of the
project would affect "opportunity" businesses, but in a minor way, particularly compared
with the Bypass Alternatives. The Bypass Alternatives would have their greatest impact on
"opportunity" businesses by taking through traffic around Blowing Rock. The businesses
relying on immediate access and catering to heavy drive-by traffic could be negatively
impacted, and some could be out of business in a year or two after a Bypass Alternative is
opened to traffic.
• Bypass Alternatives IA and 113 would have the greatest potential to lower property values.
• The more money spent on US 321 improvements, the greater the short-term economic benefit
in terms of jobs generated in the region. However, the travel cost benefits of all alternatives
do not offset their construction costs. Using this partial measure of economic impact, all of
the Build Alternatives would have a negative net present value, with the more expensive
alternatives having lowest net present value.
4.1.3 Land Use Plan Compatibility
Caldwell County, Watauga County, and the Town of Blowing Rock all have comprehensive land
use plans that guide development within the project area. Caldwell County and Blowing Rock
have zoning ordinances, while Watauga County has not adopted a zoning ordinance. The
compatibility with land use plans of the alternatives under consideration varies by alternative and
by jurisdiction. All the plans seek to maintain the character of the existing rural or resort
landscape. As such, the Preferred Alternative is more compatible with county plans because
landscape changes would occur along the existing highway corridor and Bypass Alternatives 4A
and 4B, which are outside of Blowing Rock, are more compatible with the Blowing Rock plan.
Bypass Alternatives lA and 113, which would pass through a developing residential area of
Blowing Rock, are wholly incompatible with the Blowing Rock plan and are the least desirable
alternative from the perspective of land use plan compatibility.
Caldwell County
None of the five Build Alternatives would adversely affect the enforcement of Caldwell County's
policy goal of keeping US 321 uncluttered and free from new commercial development since that
goal was adopted with the improvement of US 321 in mind. This goal also would be supported
by the No-Build Alternative.
US 321 Improvements (R-2237Q 4-20 Final Environmental Impact Statement
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I US 321 Improvements (R-2237C) 4-21 Final Environmental Impact Statement
The US 321 corridor is zoned R-20, Residential District. The regulations of this district are
intended to discourage any use that, because of its character, would substantially interfere with
the development of single family residences in the district and that would be detrimental to the
quiet residential nature of the areas included within this district. Because this zoning
classification is restrictive, neither the Preferred Alternative nor the No-Build Alternative would
encourage development of inappropriate uses along this section of the roadway. The R-20 zone is
focused on existing US 321. If Bypass Alternative 4A or 4B were built, this classification also
would need to be expanded to encompass the bypass from where it leaves US 321 to the Caldwell
County line in order for Caldwell County to achieve the same objectives along the bypass as
along existing US 321. The current zoning in the area along Bypass 4 is RA-20 (Residential -
Agricultural District). In general, more types of residential or agricultural uses are permitted in
this district than in the R-20 district.
The plan also encourages a comprehensive approach to addressing opportunities and constraints
of the County's physical development that will promote the general welfare of the residents of
Caldwell County and a comprehensive system of streets and highways coordinated with the
pattern of land use. Since Bypass Alternatives 4A and 4B would make rural land more
accessible for development, they would not be compatible with these goals to the extent that the
Caldwell County plan was developed with the expectation that the lands along Bypass
Alternatives 4A and 4B would remain rural.
Watauga County
The purpose of the Watauga County plan is "to stimulate actions which will improve or enhance
the overall quality of life in Watauga County." To achieve the plan's purpose, goals were set to
help guide the plan so that the community would retain its strengths, as identified by its citizens,
and combat its weaknesses. The Build Alternatives would be compatible with some of the plan's
goals but not compatible with others. All of the Build Alternatives would improve transportation
in the county, which is one of the goals of the plan. The No-Build Alternative would not be
compatible with this goal. Bypass Alternatives 4A and 4B, however, would not be compatible
with the plan's goals of preserving and improving the physical environment, and protecting and
maintaining the rural atmosphere and visual quality of the county. The natural resource, rural
community, and visual quality impacts of these two bypass alternatives in unincorporated
Watauga County are discussed in Sections 4.9, 4.1.5, and 4.3, respectively.
Blowing Rock
The overall emphasis of the Blowing Rock Comprehensive Plan is the preservation of the resort
village character of Blowing Rock, including preservation of historic features, characteristic
natural vegetation, and the need for commercial development with an upscale appearance. The
plan also calls for improvements to US 321 from US 321 Business to US 221, but not to four
lanes. Zoning calls for commercial uses along US 321 between US 321 Business and the
northern town limits. Other parts of the project area are zoned residential.
The No-Build Alternative, which would involve no construction, and Bypass Alternatives 4A and
4B, which would place all improvements outside the town limits of Blowing Rock, would meet
the goal of preserving historic features and natural vegetation. None of these alternatives would
offer any improvement to the existing road as defined by the plan, but such improvements would
not be precluded as a part of another project or projects. None of these alternatives should affect
the Town's efforts to seek an upscale appearance for new commercial development.
The Preferred Alternative in some ways would be compatible with the goals of Blowing Rock
plan and in other ways would be incompatible. It would include improvements to US 321 as
US 321 Improvements (R-2237Q 4-22 Final Environmental Impact Statement I
identified in the plan, but it would go still further by constructing a four-lane road with alignment
improvements between Pinnacle Avenue and US 321 Business. The Preferred Alternative would
alter the existing topography, remove vegetation, and affect historic resources, including the
displacement of one contributing structure to the Green Park Historic District. Blowing Rock's
plan calls for the preservation of these features. The alignment and the typical sections of the
Preferred Alternative, however, were developed keeping in mind the need to balance traffic
capacity and safety needs with the objective of promoting Blowing Rock's village character. In
order to reduce impacts of widening the existing highway through town, the NCDOT conducted
post-hearing mitigation discussions with the Town of Blowing Rock and with Section 106
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consulting parties (interested people who wished to consult on ways to mitigate the project
adverse affect on the Green Park Historic District, see Section 4.6.1). The objective of these
discussions were to develop a Memorandum of Understanding (MOU) and Section 106
Memorandum of Agreement (MOA) (see Appendix G). The agreements call for continued
mitigations discussions with the Town officials, other community stakeholders, and the State
Historic Preservation Office as design progresses.
It is not expected that the combination of the Preferred Alternative and the commercial zoning
between US 321 Business and the northern end of the project area would attract inappropriate
land uses for the following reasons:
• The Blowing Rock plan calls for the administration of land use codes in a manner that
supports the village character of the community;
• The project is not expected to attract traffic volumes beyond what would occur without the
project improvements;
• The 16-foot raised landscaped median strip proposed in this area would serve as a deterrent to
new strip commercial development that would require multiple access points and that would
' promote frequent arrivals and departures by through travelers; and
• The landscape plan proposed for this area would complement efforts to bring an upscale
appearance to this area.
Bypass Alternatives 1A and 1B would be incompatible with the Blowing Rock plan. Neither
alternative would involve construction along the existing road, but both would involve the
introduction of a thoroughfare to a developing residential area with resulting substantial negative
noise, community, and visual impacts, including the loss of natural vegetation. The impact of
Bypass Alternative 1B would be the greatest since it includes a large cut into Gideon Ridge.
These impacts are discussed in Sections 4.5, 4.1.5, and 4.3, respectively. This alternative should
not affect the Town's efforts to seek an upscale appearance for new commercial development.
4.1.4 Farmlands
As discussed in Chapter 3, Section 3.1.6, there is no prime, statewide, or locally important
farmland in the
roject area
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4.1.5 Neighborhoods and Community Cohesion
With any of the Build Alternatives, homes near the new roadway could suffer a reduced quality
of life or a loss of valued community character because of the introduction of a wider roadway or
US 321 Improvements (R-2237C) 4-23 Final Environmental Impact Statement
a new through roadway into the community. The Town of Blowing Rock and rural surrounding
communities value their way of life and the setting and character of their communities. Any of
the Build Alternatives would cause a reduction in that community value. The Preferred
Alternative, with its four-lanes, additional traffic signals, and shallower curves, particularly south
of US 321 Business, would give the Town of Blowing Rock a more urban feel, reducing the small
town atmosphere that the resort community has now. Bypass Alternatives IA and 1B would
introduce a thoroughfare to an area of local streets and single-family homes, in some cases
dividing neighborhoods. Bypass Alternatives 4A and 4B would introduce a thoroughfare to a
wooded-rural area of isolated homes, particularly at their southern and northern ends. The quality
of life sought by those who reside in the community would be affected, particularly for those who
live near the new or improved facility. Additional impacts to the community are discussed under
secondary and cumulative impacts in Section 4.15.
No-Build Alternative
The No-Build alternative would not change the characteristics of the existing road nor the
communities that surround it. No additional lanes, turn lanes, or traffic signals would be added.
As shown in Figure 1-3 of Chapter 1, traffic volumes on the existing road would continue to rise.
In 1998, the average daily traffic (ADT) on US 321 ranged from 8,325 to 15,350 vehicles per day
(vpd) through Blowing Rock and was 7,525 vpd south of the town limits. In 2025 with the No-
Build alternative, the ADT would range between 15,000 and 27,450 vpd through Blowing Rock,
depending upon the location, and would be about 14,100 vpd south of the town limits. During the
peak hour, all two-lane sections of US 321 would be highly congested (level-of-service [LOS] F).
By 2025, even the typical weekday peak hour would be congested (at LOS E). The Sunset Drive
signalized intersection would be highly congested during the peak hour. Wait times for persons
trying to exit driveways and unsignalized side streets would be long during the peak hour
(LOS F). At the unsignalized side street intersections, there would not be enough gaps in US 321
traffic during the peak hour to accommodate every driver that wants to enter US 321 from a side
street. This could result in waits longer than 15 minutes (a level of service worse than F as
indicated in Table 2-14 of Chapter 2) or changes in driver behavior, such as making turns during
shorter than otherwise desirable gaps in traffic.
Thus, congestion would make it difficult for local traffic, who must travel on or cross US 321 to
move from one part of Blowing Rock to another.
Sharp curves and short site distances in the Norwood Circle and Country Club Drive area would
remain. For example, a driver coming out of Norwood Circle can only see US 321 traffic for
approximately 260 feet to the north and 280 feet to the south. A vehicle can travel those
distances in about five seconds at 35 mph. A person turning out of Norwood Circle thus is
limited to that amount of time to make safely his/her turn. A similar situation would continue to
exist at County Club Drive. Short sight distances also affect persons turning onto these roads.
Specific locations of pedestrian and bicycle travel or opportunities for pedestrian or bicycle travel
across US 321 are described below in the discussion of the "Preferred Alternative."
Preferred Alternative
US 321 is already a feature of the existing communities along the corridor. The Bailey Camp
community in Blackberry Valley is located away from US 321. The road currently bisects the
Town of Blowing Rock, carrying a mixture of local traffic, visitor traffic, and regional through
traffic. The Preferred Alternative would reduce community cohesion in Blowing Rock because it
would leave growing traffic volumes on US 321 and introduce a wider pavement. It, however,
would also offer some benefits to community cohesion.
US 321 Improvements (R-2237C) 4-24 Final Environmental Impact Statement
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Neighborhood Impacts. Because the alternative would be along the existing highway corridor, it
would not pass through the midst of any Blowing Rock neighborhoods or rural communities, but
rather along their edges. As such, it would not harm patterns of social relationships or
interaction, e.g., residents moving between their homes and those of their neighbors, patterns
already inhibited by traffic on the existing road. Noise levels at homes along US 321 would rise
and in some cases fall slightly compared to existing conditions, as discussed in Section 4.5.
These changes would result from rising traffic volumes and changes in the location of the road in
relation to homes. All increases would be less than 10 dBA (decibels on an A-weighted scale).
The Preferred Alternative would adversely affect, however, the highly valued village character of
Blowing Rock that is evident along US 321, particularly between the town limits and US 321
Business, as discussed in Section 4.3.
Local Traffic Movement. Although traffic volumes would continue to grow on US 321, the
Preferred Alternative would reduce peak hour congestion to desirable levels, LOS C or better
except in the area of the Food Lion where an acceptable LOS D would occur. Both signalized
and unsignalized intersections would operate at acceptable levels of service. The better LOS at
unsignalized intersections would occur in part because new traffic signals would tend to group or
platoon vehicles traveling on US 321, creating gaps in the traffic. Thus, the Preferred Alternative
would make it easier for residents to move around Blowing Rock in their cars and trucks.
In addition, site distances would be improved in the Norwood Circle and Country Club Drive
areas. For example, for drivers on Norwood Circle at US 321, sight distances would increase to
approximately 620 feet to the north and over 1,200 feet to the south. This would provide a driver
turning from Norwood Circle 12 seconds before encountering an unseen southbound vehicle
traveling at 35 mph and over 23 seconds for a northbound vehicle. Even for a speeding vehicle
traveling at 45 mph (10 mph over the posted speed limit), one would have at least 9 seconds
before being reached by an unseen southbound vehicle and about 18 seconds for a northbound
vehicle. A person stopping or slowing on US 321 to turn onto Norwood Circle would receive the
same sight distance benefit. Similar sight distance improvements are proposed at Country Club
Drive. The sight distance improvements also would reduce the risk of rear-end collisions for
people stopping on US 321 to turn onto Norwood Circle and Country Club Drive.
Pedestrian and Bicycle Movement. A primary impact associated with community cohesion
would relate to pedestrian and bicycle access at the locations in Blowing Rock where
opportunities exist for pedestrians and bicyclists to pass from one side of US 321 to another, and
pedestrian and bicycle travel into the central business district for such tasks as picking up daily
mail, shopping and visiting the city park. No formal bicycle paths or pedestrian ways cross
US 321.
Persons choosing to cross US 321 on foot (with or without a bicycle) would have more pavement
to cross. Two locations now appear to generate a significant amount of pedestrian travel. Four
other locations would offer opportunities for people to cross US 321. Concentrations of
pedestrians traveling across US 321 occur at two points in Blowing Rock - the Green Park Inn
and Sunset Drive. At the Green Park Inn, pedestrians cross the highway to reach the Inn from a
parking lot on the opposite side of US 321. An increase in road width along this section would
mean an increase in the roadway distance that pedestrians must cross. However, as a part of this
project the parking lot would be removed and not replaced. The removal of the parking lot would
eliminate the need for pedestrians to cross the street at the Inn. A traffic signal would be placed
at the intersection of US 321 with Rock Road/Green Hill Road. The signal would ease
movements of any pedestrians wanting to cross US 321 at Green Hill Road/Rock Road. A
proposed sidewalk on the east side of US 321 would facilitate pedestrian movement to the Green
US 321 Improvements (R-2237Q 4-25 Final Environmental Impact Statement
Hill Road/Rock Road intersection from the Green Park Inn and other land uses north of the
intersection.
Near US 321's intersection with Sunset Drive in Blowing Rock, a collection of highway oriented
commercial uses has developed, and a traffic signal is currently in place at this intersection. It
now helps pedestrians to cross the highway safely. According to town officials, permanent and
seasonal residents living in the Echo Park neighborhood, east of US 321, cross the road at this
intersection frequently on foot to travel into the central business district for such tasks as picking
up daily mail, shopping, and visiting the city park. Most residents in town pick up their mail at
the post office, which is on Morris Street in the central business district. With the Preferred
Alternative, the amount of pavement would more than double, with the addition of the two extra
lanes and a left turn lane. The traffic signal at this intersection would remain, and it would be
timed to allow pedestrians ample time to cross US 321 in a single cycle.
The other locations where pedestrians might desire to cross US 321 are: the realigned Skyland
Drive/US 321 Business intersection, the realigned Church Street/New River Lake Drive
intersection, the realigned Westview Drive/US 221 intersection, and the Possum Hollow Road
intersection. All except the Church Street/New River Lake Drive intersection would be
signalized, aiding pedestrian crossing. Currently, neither Skyland Drive nor Westview Drive is
signalized. The new signals and the realigned intersections would create opportunities for
pedestrians to cross US 321 that do not exist today. Crossing US 321 at New River Lake Drive
and Church Street where a signal is not proposed, would require crossing a wider pavement
against more traffic than exists today, making pedestrian crossings more difficult. The signals at
Skyland Drive/US 321 Business and Sunset Drive would tend to create platoons of vehicles,
which would create gaps and open more opportunities to cross US 321.
The Preferred Alternative would include sidewalks on both sides of US 321 between US 321
Business and Possum Hollow Road and on the east side of US 321 from Green Hill/Rock Road to
US 321 Business. These sidewalks would facilitate pedestrian movement along US 321 and
between signalized crossings included in the Preferred Alternative.
Bypass Alternative IA
With Bypass Alternative IA, existing US 321 would be unchanged. Traffic on existing US 321
in Blowing Rock in the year 2025 would be less than it is today between the southern starting
point of the new alignment and US 321 Business, as discussed in Chapter 2. Traffic volumes
between US 321 Business and US 221 in 2025 would be similar to what they are today. Traffic
would continue to rise north of US 221.
Along Existing US 321. Because through traffic would be diverted to the bypass, design hour
levels of service would be better at the unsignalized intersections from US 321 Business south. It
would be easier to enter US 321 from driveways and side streets in this area than it is currently.
Short site distances described above in the Norwood Circle and Club Drive areas would remain.
Pedestrians and bicyclists would face less traffic when trying to cross US 321, and they would
only have to cross two lanes. Benefits to pedestrians associated with the several road
realignments would not occur. No changes to the highly valued village character of Blowing
Rock would occur.
Along the Bypass at Fairview Court and Green Hill Road. From Green Hill Road to its terminus
at existing US 321, Bypass Alternative IA would have substantial impacts on several
neighborhoods and their cohesion. This includes both existing neighborhoods and developing
neighborhoods. This section and the ones that follow discuss these impacts by neighborhood.
US 321 Improvements (R-2237Q 4-26 Final Environmental Impact Statement
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Thirteen homes and several lots near the intersection of Fairview Court and Green Hill Road
would be displaced, including the entire eastern half of the Fairview Court subdivision. Access
between remaining homes would be altered. Green Hill Road would bridge the bypass.
Residents in the remaining homes in the neighborhood could have a reduced quality of life
because of the noise and visual impacts. Noise levels would increase 15 to 29 dBA at remaining
homes because existing noise levels are very low. The Federal Highway Administration's
(FHWA) noise abatement criteria as applied by the NCDOT for all highway improvement impact
assessments would be exceeded. Visual and noise impacts, as well as associated mitigation
opportunities, are discussed in Sections 4.3 and 4.5, respectively.
Wonderland Wood and Heritage Lane are two developing subdivisions. As noted in
Figures D2-e and Figure 1324, Bypass Alternative IA would cross Wonderland Wood Drive at
two locations; at the first crossing Wonderland Wood Drive would be turned into a cul-de-sac on
either side of the bypass, and at the second one, it would be crossed via an overpass. Heritage
Lane to the north of Wonderland Drive would be split with two cul-de-sacs. Bypass Alternative
IA would split both subdivisions into two parts. These roadway alterations would take
approximately 14 lots, including nine with homes, leaving approximately 34 lots remaining in the
two neighborhoods. The Wonderland Wood neighborhood would remain connected by a single
street internal to the neighborhood (part of Wonderland Wood Drive). Residents of Heritage
Lane would have to leave the neighborhood and use Wonderland Drive to move between the two
remaining parts of their subdivision.
The bypass would pass through the Wonderland Wood subdivision in a deep cut except at the
neighborhood's northern end of the neighborhood where it would be briefly at grade and then
cross Wonderland Wood Drive, Wonderland Drive, and Middle Fork on a bridge as high as 55
feet above the existing ground. It would be 36 feet high as it crosses Wonderland Wood Drive.
The bypass would pass across Heritage Lane roughly at the current grade. Noise levels in 2025
would be 23 to 34 dBA greater than what they are today and would exceed the FHWA's noise
abatement criteria. (See Sections 4.3 and 4.5 for a fuller discussion of these impacts and
mitigation opportunities.)
The two neighborhoods would be divided. Neighbors would be displaced and many who remain
would lose direct access to neighbors. The alternatives would introduce a thoroughfare to the
rural setting with associated visual and noise impacts. Although the bypass would alter the
circulation patterns within the neighborhood, circulation patterns between neighborhoods would
not be changed in this area for motor vehicles, pedestrians, and bicycles.
Goforth Road Area. This alternative would take homes in this area, including a cluster of three
homes at one end of a small neighborhood. The bypass would create a deep cut (as deep as 40
feet) through this area. As shown in Figure D-2f, Goforth Road would cross the bypass on a
bridge to maintain continuity for travel between this area and homes farther north on Goforth
Road. Noise levels would rise 13 to 30 dBA in this area. The FWHA noise abatement criteria
would be exceeded. The alternatives would introduce a thoroughfare to the rural setting with
associated visual and noise impacts. (See Sections 4.3 and 4.5 for a fuller discussion of these
impacts and mitigation opportunities.)
Possum Hollow Road. The three homes along Possum Hollow Road west of Forest Lane all
' would be displaced. The proposed corridor is shown in Figure D-2g.
US 321 Improvements (R-2237C) 4-27 Final Environmental Impact Statement
Bypass Alternative 1B
The impacts to neighborhood and community cohesion both along the existing road and along the
bypass would be virtually identical to Bypass Alternative 1A, with one major exception. Bypass
Alternative 1B also would eliminate the sharp curves in the existing road near the Blackberry
Condominiums south of the Blowing Rock town limits as shown in Figure D-3c. A deep cut (up
to 250 feet on the west side of the road) would be made in Gideon Ridge to straighten the bypass.
Four homes and six lots (as of 2001) with spectacular views of the surrounding valley would be
lost. These lots are highly valued in the area, although only their owners and not the community
as a whole receive the direct benefit of enjoying the views. The homes and lots are all at the end
of a road (Gideon Ridge Lane), and the existing homes are isolated from other homes in the area
by terrain and distance; thus, no impact to community cohesion would occur. Changes in noise
levels would not be substantial. Neighborhood-related visual impacts would primarily occur as
the bypass emerges from the cut on the north. (See Section 4.3 for a fuller discussion of visual
impacts and mitigation opportunities.)
Access to the Blackberry Condominiums would be changed. At the north end of the cut, the
bypass would cross the old US 321 roadbed approximately 20 feet below. The northbound access
to the condominiums would be eliminated. As shown in Figure D-3c, a portion of existing
US 321 would be maintained to connect the condominiums' south entrance with the new US 321.
These changes would isolate the condominiums from US 321 traffic, which could be viewed as a
benefit given the number of no trespassing signs posted at the condominium's entrances to
discourage nonresidents from entering the property. Visual impacts on views from the
condominiums are discussed in Section 4.3.
Bypass Alternative 4A
The impacts to neighborhoods along the existing road would be virtually the same as those for
Bypass Alternative 1A. Because a bypass in the Bypass Alternative 4 corridor would attract less
traffic than one in the Bypass Alternative 1 corridor, benefits to motorists turning from driveways
and local side streets along existing US 321 would be slightly less.
Bypass Alternative 4A would substantially affect two rural communities by displacing residences.
As shown in Figure D-4a and Figure D-4b, Bypass Alternative 4A would first introduce a
thoroughfare to a rural community of mostly isolated homes between its starting point on its
south end (Station 580) and where the bypass begins to follow the Blue Ridge escarpment in the
Green Hill area (Station 620). Five of the seven homes in this area would be displaced. One
remaining home would be approximately 100 feet from a cut into the terrain associated with the
bypass. The other home would be adjacent to a bridge structure 190 feet high. Noise levels
would increase 16 to 23 dBA in 2025 over existing levels.
For almost its full length north of the Blue Ridge Parkway, Bypass Alternative 4A would divide a
large parcel of land that has a single owner. Two families live in the associated valley. The
home of one of the families would be displaced. Noise levels would increase approximately 31
dBA 2025 over the existing levels. The road would be a substantial visual presence.
In both of the above locations, the bypass would provide at least some access to lands that are
currently isolated, potentially encouraging additional development. Purchase of control of access
could limit to a few locations direct access to the bypass. More specifics on development of
secondary impacts, visual, and noise are presented in Sections 4.1, 4.3, and 4.5, respectively.
A mobile home park is at the northern end of Bypass Alternative 4 corridor. The park would not
be directly affected by the bypass as shown in Figure D-4i.
US 321 Improvements (R-2237Q 4-28 Final Environmental Impact Statement
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Bypass Alternative 4B
The impacts of Bypass Alternative 4B from the perspectives of neighborhood and community
cohesion would be virtually identical to Bypass Alternative 4A north of the Blue Ridge Parkway,
both on the existing road and along the bypass. The primary difference would occur at the south
end of the alternative, between Stations 580 and 625, where the alignment is different from
Bypass Alternative 4A. Three of seven homes would be displaced. The four remaining homes
would have views of the bypass and its associated fills and bridge. Like Bypass Alternative 4A,
this bypass would not directly affect the mobile home park near the corridor's northern end
(Figure D-5i).
4.1.6 Community Facilities and Resources
None of the alternatives would adversely affect community facilities or resources. Any of the
Build Alternatives would offer modest travel time savings to school buses, Appa1CART vans, and
emergency vehicles. The Bypass Alternatives would accomplish this by reducing traffic growth
on existing US 321, while the Preferred Alternative would accomplish this by increasing road
capacity and by providing other improvements.
Schools
The Preferred Alternative would provide left turn lanes and wider shoulders on which buses could
pull off the road. These design features would increase the safety of school children traveling on
US 321. The provision of an additional lane in each direction also would decrease travel times.
Intersection improvements and signals would make it easier for buses to enter US 321 during
peak traffic periods. The Bypass Alternatives would reduce the growth of traffic on US 321,
which would provide similar benefits. These changes would not occur with the No-Build
Alternative.
Public Transportation
Users of the van service (provided by Appa1CART and the Human Service agency and described
in Chapter 3, Section 3.2.2) between Boone and Blowing Rock would be less affected by growing
US 321 traffic volumes within Blowing Rock because of the implementation of any of the five
Build Alternatives. This modest benefit would not occur with the No-Build Alternative.
Emergency Service
With the additional lane in each direction (Preferred Alternative) or the reduction of traffic on
existing US 321 (Bypass Alternatives), ambulance, fire, and other emergency vehicle travel times
would be reduced during peak periods. This benefit would not occur with the No-Build
Alternative. An emergency medical service (EMS) representative in Blowing Rock indicated it
would take an EMS vehicle longer to reach a traffic related emergency along a bypass than it
would to reach one along existing US 321.
NCDOT proposes an emergency crossover (with pavers that will allow grass to grow through
them) at the planned Fire/EMS station on US 321 between US 321 Business and Sunset Drive.
This crossover would permit volunteer fire fighters to turn left into the station and fire trucks to
turn left out of the station. The crossover would be signed for emergency use only. The Town of
Blowing Rock, during the 2003 to 2004 mitigation discussions with NCDOT, requested that this
crossover be provided.
National Forest
None of the alternatives would affect Pisgah National Forest lands.
US 321 Improvements (R-2237Q 4-29 Final Environmental Impact Statement
4.2 Minority and Low-Income Populations
As documented in Chapter 3, Section 3.3, there are no concentrations of any one racial or ethnic
group or low-income populations within the three project corridors Thus, there is no evidence
that the any of the alternatives under consideration would disproportionately affect low-income or
minority households.
4.3 Visual and Aesthetic Quality
This section describes the visual and aesthetic impacts of the alternatives. The landscape units
referenced are shown in Figure 3-3 and described in Section 3.4.2 in Chapter 3. The No-Build
Alternative would have no impact on visual or aesthetic resources in the project area. The
principal impacts of the five Build Alternatives can be summarized as follows:
Preferred Alternative. The most substantial visual impacts would occur in Landscape Units Two
and Three, which include the Green Park Historic District and the mostly residential area between
the Green Park Historic District and US 321 Business. Here the Preferred Alternative would pass
through a landscape that has historic value and that contributes to the traditional village resort
character of the Town of Blowing Rock. This is the only location where this character is visible
to the through traveler. The changes would reduce the intimacy, unity, and intactness of the
setting. As mitigation along this alternative, a landscaping plan would be developed and
implemented. New slopes would be re-vegetated. In Blowing Rock, existing stone walls
removed would be replaced in kind. A median would be included in the road between US 321
Business and Possum Hollow Road. It would be either vegetated or decorative concrete (Town of
Blowing Rock's choice). Decorative pedestrian lamps would be placed along the road at selected
locations in Blowing Rock. Broader areas of landscaping would be included along the road
where right-of-way, roadway elements, terrain, and safety conditions allow. Efforts would be
made to preserve trees of particular value identified by the Town of Blowing Rock. When guard
rail is required, a wood-faced guard rail would be used. The project would include development
of a park in the unused right-of-way left from the relocation of the US 221/US 321 intersection.
Visual impact mitigation is addressed in both a MOA with US Army Corps of Engineers
(USACE) and the State Historic Preservation Office for the Green Park Historic District and a
Memorandum of Understanding (MOU) with the Town of Blowing Rock (see Appendix G).
Bypass Alternative 1A. The most substantial visual impacts would occur in Landscape Unit Five
where the bypass would pass through several subdivisions. The intactness of the rolling
landscape in the unit would be broken by the comparatively level highway and the need to cut,
fill, retain, and bridge the landscape to maintain its design criteria. Substantial visual impacts
would occur in the Fairview Court/Green Hill Road area, the Wonderland Drive area, Goforth
Road area and the Possum Hollow Road area west of Forest Lane. Deep cuts and a tall bridge
would be adjacent to homes. Exposed slopes would be re-vegetated, although deep cuts could not
be fully re-vegetated because of a lack of topsoil.
Bypass Alternative 1B. The impacts described above for Bypass Alternative IA also would
occur with Bypass Alternative 1B. In addition, a deep cut would be made in Gideon Ridge that
would affect views in Landscape Units One and Six. The primary viewers of the change would
be residents on Green Hill and at the Blackberry Condominiums.
Bypass Alternative 4A. The most substantial visual impacts of this alternative would be to rural
residents in Landscape Unit One, viewers at Thunderhill overlook on the Blue Ridge Parkway in
Landscape Unit Six and rural residents in Landscape Unit Seven. In Landscape Unit One, Bypass
US 321 Improvements (R-22370) 4-30 Final Environmental Impact Statement
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Alternative 4A would introduce a thoroughfare into a rural community of mostly isolated homes
(Station 580 to Station 620). Although slopes would be re-vegetated, this bypass would be a
substantial visual presence that could not be hidden from its viewers. It would damage the
' intactness of the landscape. In Landscape Unit Six, the combination of the extensive changes in
the terrain along the escarpment, proximity to the Parkway and the high value placed on natural
views from Thunderhill overlook would combine to create a substantial visual impact in this area.
In Landscape Unit Seven, the road would be a substantial visual presence in what is now an
isolated rural valley.
Bypass Alternative 4B. This bypass would be in a location similar to Bypass Alternative 4A, but
would use more bridges. Its most substantial impacts would occur in the same landscape units as
with Bypass Alternative 4A. In Landscape Units One and Seven, the impacts would be different
but still substantial for rural residents. Along the Blue Ridge escarpment, most of the large fills
that would be a part of Bypass Alternative 4A would be replaced by four bridges. The bypass
would still change the landscape as viewed from the Parkway and Thunderhill overlook, but with
the bridges the changes would be less extensive than with Bypass Alternative 4A. The bypass,
however, would be an obvious imposition on the landscape
' Other visual impacts would occur along each of these alternatives. They are described in detail
along with those noted above in the sections that follow.
' 4.3.1 Assessment Factors
The FHWA documents "Visual Impact Assessment for Highway Projects" (FHWA, 1983) and
' "Visual Impact Discussion" (FHWA, undated) describe procedures for visual impact assessment.
These procedures are commonly used in the assessment of the visual impacts of proposed
highway projects and were used in this assessment of visual impacts. Based on this guidance, the
following questions were considered in evaluating visual impacts:
1. What would be the views of the project and from the project? Who are the viewers?
2. Which of the seven landscape units in the project area would be affected? The characteristics
of the landscape units were described in Chapter 3, Section 3.4 and their location is shown on
Figure 3-3.
3. The changes to the existing landscape, including, as applicable, examining the following
questions:
a. What features would be introduced, e.g., cut slopes, fill slopes, pavement surface,
retaining walls, and vegetation clearing?
b. Which landscape units would be affected by which alternative?
c. Would any existing views be blocked, partially opened, or fully opened?
d. What existing landscape features would be lost?
e. What new lines, textures, colors, or shapes would be introduced to the landscape?
f. Would spatial relationships between the components of the landscape changed or are new
' interrelationships introduced?
' US 321 Improvements (R-2237Q 4-31 Final Environmental Impact Statement
g. What differences in size or scale would be introduced?
4. The significance of the change, including, as applicable, examining the following questions:
a. Would the landscape have the ability to absorb or hide the change, would the change
have a high degree of contrast with the surrounding landscape?
b. Would the character of the landscape be adversely affected in terms of loss of intactness,
variety, order, and/or harmony?
c. Would the perceived value of the lost or changed visual resources from the perspective of
their viewers and those responsible for maintaining visual quality in the project area?
d. How close or far would be the change from the viewer?
e. What is the length of time the change would be viewed (brief drive-by; stop and
contemplate, etc.)?
f. Would the change be temporary or permanent?
g. What opportunities or commitments exist for mitigating the visual impact?
The assessment of visual impacts on the Blue Ridge Parkway relied in part on viewshed mapping
developed by North Carolina State University for the National Park Service. Its components and
assumptions are described in Section 4.3.5, "Bypass Alternative 4A."
4.3.2 Preferred Alternative
The Preferred Alternative would follow existing US 321. It would affect Landscape Units One to
Four and Six.
Landscape Unit One
Landscape Unit One extends from Blackberry Road at the south end of the project area to the
project's entry into the Green Park Historic District near Blowing Rock's town limits. Features
introduced in Landscape Unit One by the Preferred Alternative would consist of increased
pavement surface, cut and fill slopes, retaining walls, and vegetation clearing. Several curves are
straightened. A traffic signal would be added at the Rock Road/Green Hill Road intersection with
US 321. A re-vegetation plan (described in Section 2.4.4 in Chapter 2 and included as a
commitment in a Memorandum of Understanding (MOU) with the Town of Blowing Rock,
Appendix G) would be developed and implemented. Existing overhead power and telephone
lines would be placed underground. New alignments for Rocky Knob Road and Cone Orchard
Road would occur in the southern half of the unit.
The project calls for widening the existing road to 52 feet with a shoulder type cross-section in
roughly the southern half of the unit and a curb and gutter beyond that point. In the southern
portion of the unit, the proposed project would involve laying back the slope on the west side of
the road to accommodate the increased road width. Cuts would be as high as 160 feet. Large fill
slopes would occur in the Blackberry Road area, at the former Valley View Motel, and between
the Blackberry Condominiums and the Blowing Rock town limits. No cuts would occur into the
hillside that includes a portion of the Green Park Historic District. Retaining walls would be
US 321 Improvements (R-2237Q 4-32 Final Environmental Impact Statement
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introduced at two locations. The primary landscape feature lost would be forest cover. Two
homes also would be displaced.
The scale, shape, lines, and texture of views would change with the wider pavement surface, the
flatter adjoining slopes, the straighter road, and the loss of tree cover. Therefore, the intactness
and unity of the landscape would be reduced by the introduction of project features, particularly
in the area of large cuts in the southern half of the unit.
Views from Landscape Unit One would consist of new cut slopes and the new alignment of
Rocky Knob Road, which includes two retaining walls approximately 8 to 12 feet high. The
primary viewers of these changes would be the residents of four homes and commuters, residents,
and tourists on the road. Cut slopes also could be viewed from homes on Gideon Ridge and, in a
very limited manner, through dense forest cover adjacent to The Blowing Rock attraction parking
lot. The ridge on the west side of the road would continue to block views to the west. The
sizable rock outcrop that partially shields the Blackberry Condominiums from views of US 321
would be reduced substantially, exposing the nearby road to condominium residents.
The three large fills on the east side of the road would be visible; one would be viewed from
nearby homes, two the former Valley View Motel (now condominiums), and one from the
Blackberry Condominiums. For the two condominium complexes, which have broad, high
quality views, the fills would represent an intrusion into a portion of the foreground of those
' views. The fills also would open views of the adjoining Blackberry Valley to drivers on the road,
views that are currently limited by vegetation.
As mitigation, plantings, consisting of deciduous and evergreen trees native to the area, would be
placed on the slopes adjacent to both sides of the proposed roadway where the existing landscape
would be altered. Such planting would begin approximately 20 feet from the roadway edge.
Both cut and fill slopes would be planted. However, cut slopes would be less conducive to plant
growth. It is likely to require greater effort and time to achieve' vegetated cover on the cut slopes
than the fill slopes. In addition, the cut slopes could not be planted where topsoil and subsoil are
insufficient to provide a suitable plant-growing medium. Proposed landscape plans assume this is
true for cuts or portions of cuts greater than 20 feet deep. Thus, for much of the deep cut slopes
in the southern half of Landscape Unit One, exposed rock would remain in view of drivers,
creating a substantial long-term change in views.
Landscape Unit Two
Landscape Unit Two begins at the project's entry into the Green Park Historic District near the
town limits of Blowing Rock and ends at the northern limit of the District. Features introduced in
this unit by the Preferred Alternative would consist of a wider pavement surface, cut and fill
slopes, two retaining walls, and vegetation clearing A landscaping plan would be developed and
implemented.
The Preferred Alternative would continue to have a 52-foot wide curb and gutter roadway
section for a short distance in Landscape Unit Two and then gradually widen to accommodate
turn lanes at the Green Hill Road/Rock Road intersection. It would then narrow to 48 feet as
the road lane width would narrow from 12 feet to 11 feet through the Green Park Historic
District. The increased road width would occur on the west side of the road only. Cuts and
fills on the west side of the road would be made to accommodate the increased road width.
' Neither cuts nor fills would be greater than 8 feet in height. Trees and, in three locations, low
stone walls on the west side of US 321 would be removed. One home on the west side of
US 321, which is a contributing structure to the historic district, would be displaced. Retaining
' US 321 Improvements (R-2237Q 4-33 Final Environmental Impact Statement
walls would be introduced between US 321 and the Blowing Rock Country Club property line
to accommodate an 8-foot wide flat berm between the curb, as well as in front of the A.G.
Jonas Cottage to reduce loss of vegetation.
As mitigation, plantings, consisting of deciduous and evergreen trees native to the area, would be
placed on the slopes adjacent to both sides of the proposed roadway where the existing landscape
would be altered on both cut and fill slopes. Such planting would begin approximately 20 feet '
from the roadway edge. Currently trees often are within only a few feet of the edge of pavement.
Plantings would soften the edges of the new cuts and fills. Efforts would be made to preserve
trees of particular value identified by the Town of Blowing Rock. Existing low stone walls
'
would be replaced in kind. Retaining walls would be of formed concrete with a simulated
masonry surface treatment designed to simulate the existing stone walls. Decorative pedestrian
lamps would be placed along the road at selected locations. Existing overhead power and
telephone lines would be placed underground. When guard rail is required, a wood-faced guard
rail would be used.
,
The primary viewers of these changes would be the residents of several homes on Pinnacle
Avenue, Gideon Ridge Lane, and Tarry Acres, residents of the condominiums on Goforth Road,
guests of Green Park Inn, Blowing Rock Country Club members playing golf at the fourth hole
(the course's signature hole), and road users.
Although trees would be replaced on cut and fill slopes, the scale of views of the road would
change with the wider road and the loss of tree cover near the road. The changes would make
views of paved surfaces broader and reduce the intimacy, unity, and intactness of the setting. The
retaining wall (approximately 6 feet tall) along the golf course and at the A.G. Jonas Cottage
(approximately 4 feet tall) would change the shape, lines, and texture of views of the road. The '
A.G. Jonas Cottage is a contributing structure to the historic district.
The retaining wall along the golf course would be the primary alteration in the view of users of '
the golf course's signature fourth hole. In order to avoid affecting use of the golf course hole,
new vegetation is not proposed to hide the wall. The NCDOT would continue to work with golf
course officials regarding the look of the wall and any associated landscaping to complement the
existing scene and minimize the effect of the change. A potential landscape plan in the Green
Park Inn area is illustrated in Figure 4-1.
The depth of vegetation blocking views of US 321 from the A. G. Jonas Cottage would be '
reduced from the existing 65 feet to approximately 25 feet,. The impact of this loss of vegetation
was reduced from what was depicted in the DEIS by the inclusion of a retaining wall
approximately four feet high at the western proposed right-of-way line rather than use of a cut '
slope. A fence approximately 12 feet high would be placed along and just inside the property line
(along US 321 and a short distance perpendicular to US 321) of the A.G. Jonas Cottage, blocking
the view of the road from the home and the view of the home from the road. The description of
the A.G. Jonas Cottage can be found in the historic district discussion in Section 3.7.1 of
Chapter 3. The location of the fence is illustrated in Figure D-le in Appendix D.
Overall, the visual changes in this area would not be large; however, they, along with the loss of a
contributing structure, are considered an Adverse Effect on the Green Park Historic District per
Section 106 of the National Historic Preservation Act. (See the introduction to Section 3.7 in
Chapter 3 for a description of Section 106 and its applicability to this project.) ,
1
US 321 Improvements (R-2237Q 4-34 Final Environmental Impact Statement
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Existing
Preferred Alternative
Landscape Unit Three
Landscape Unit Three begins at the northern limit of the Green Park Historic District along
US 321 and ends at the US 3211US 321 Business intersection. Features introduced in Landscape
Unit Three by the Preferred Alternative would consist of increased paved surface, two structural
retaining walls, vegetation clearing and cut-and-fill slopes. Several curves would be straightened.
As with Landscape Unit Two, a landscaping plan would be developed and implemented.
Here, the widened roadway would widen to 52 feet wide and would gradually widen to 68 feet to
accommodate a left turn lane at the US 321 Business intersection. The Preferred Alternative would
involve cuts and fills on the west and east sides of the road to accommodate the increased road
width and the straightening of the horizontal alignment. Low stone walls and associated short
stairways would be removed in front of four existing homes; two of the homes would be displaced.
Two areas would see substantial change. From Pinnacle Avenue to Norwood Circle, US 321
would be straightened, leaving shallow curves. Several homes on the east side of the road would
be displaced. The road would be placed farther away from homes on the west. Between Pinnacle
Drive and US 321 Business, a large cut would occur on the east. Here a vertical rock cut
approximately 20 feet high is currently adjacent to US 321. The widened road would cut into this
existing cut and a shallower cut (rising 1 vertical foot for every 2 feet of horizontal distance)
would replace the existing vertical cut, affecting an area as wide as 140 feet. The primary
landscape feature lost would be vegetative cover. A retaining wall approximately 24 feet high
would hold a fill at the revised Norwood Circle intersection.
The scale, shape, lines, and texture of views would change with the wider pavement surface, the flatter
adjoining slopes, the straighter road, and the loss of tree cover. As in Landscape Unit Two, these
changes would reduce the intimacy, unity, and intactness of the setting. The extent of the change
would be greater than in Landscape Unit Two. Although not within the Green Park Historic District,
the existing features of this area also reflect the highly valued village character of Blowing Rock.
Landscape Units Two and Three are the only locations along existing US 321 where this
character dominates and where it is in view of those using US 321. The Preferred Alternative,
while meeting both the standards of a contemporary roadway with shallow curves and improved
sight distances and the needs of increasing traffic, would not retain the character of the existing
road.
As mitigation, plantings consisting of deciduous and evergreen trees native to the area would be
placed on the slopes adjacent to both sides of the proposed roadway where the existing landscape
would be altered. Such plantings would begin approximately 20 feet from the roadway edge.
Both cut and fill slopes would be planted, but cut slopes would be less conducive to plant growth.
For a portion of the cut slope between Norwood Circle and US 321 Business, exposed rock would
remain in view of drivers. Exposed rock exists here today. Efforts would be made to preserve
trees of particular value identified by the Town of Blowing Rock. Existing low stone walls
would be replaced in kind. A 200-foot retaining wall would be introduced on the west between
Country Club Drive and Norwood Circle. Retaining walls would be of formed concrete with a
simulated masonry surface treatment designed to simulate the existing stone walls. Decorative
pedestrian lamps would be placed along the road at selected locations. Existing overhead power
and telephone lines would be placed underground. When guard rail is required, a wood-faced
guard rail would be used.
The primary viewers of these changes would be the residents of homes along US 321 and
adjacent streets and US 321 users. The most substantial change for viewers of the road would be
US 321 Improvements (R-2237Q 4-36 Final Environmental Impact Statement
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from homes along the Pines, Norwood Circle, and Trillium Lane. Views that do not now exist of
US 321 from several homes would be opened by cuts, vegetation loss and displacement of other
homes. This impact would be mitigated by re-vegetation. Re-vegetation would block existing
views of US 321 from homes on the left (west) between Country Club Lane and Norwood Circle.
The 24-foot high retaining wall at Norwood Circle would be introduced to the northern-most of
these homes where a vegetated slope now exists.
Landscape Unit Four
Landscape Unit Four begins at the US 321 /US 321 Business intersection and ends at Possum
Hollow Road at the northern end of the project area. Features introduced in Landscape Unit Four
by the Preferred Alternative would consist of increased pavement surface, new sidewalks on both
sides of the road, reconfiguration of three roads that intersect US 321, (Church Street, Skyland
Drive, and US 321 Business), four structural retaining walls, vegetation clearing, and cut and till
slopes. As with Landscape Units Two and Three, a landscaping plan would be developed and
implemented.
The widened roadway would be 68 feet wide and would include left turn lanes or a raised median
within this unit. For most of its length through the unit, the new pavement would be placed on
the east side of the existing road. Beginning approximately 500 feet north of Sunset Drive, new
pavement would be placed on both sides of the existing road. The most substantial changes to the
existing terrain would occur between Ransom Street and a point approximately 1,200 feet north
of Ransom Street; between West Cornish Road and a point approximately 1,100 feet north of
West Cornish Road; at the National Register of Historic Places-listed Bollinger-Hartley House;
and in the area of the Westview Drive and US 221 intersections. In the Ransom Drive area, an
existing cut into the hillside would be moved back to accommodate the wider pavement,
displacing several homes on nearby Skyland Drive. The slope of the new cut would be similar to
the existing cut. The same type of change also would occur in the West Cornish Road area; one
cut would be as high as approximately 45 feet and as wide as approximately l 10 feet. The slope
of these cuts would be similar to the existing hillside. The Bollinger-Hartley House is below the
existing road. A steep vegetated slope rises from the home to the existing road. Here, a portion
of the widening would occur adjacent to the home. A retaining wall would be built to hold the
widened road and replace a portion of the slope. The wall would be as high as 12 feet and would
be approximately 40 feet from the home within the existing right-of-way. A portion of the
vegetated slope would remain between the home and the wall. The US 221 intersection would be
realigned to the same location as the existing Westview Drive intersection with US 321. Existing
US 221 is currently lower in elevation than US 321 at this point. US 221 would be raised to
create the intersection. A retaining wall as high as 18 feet would be used to retain the raised road
on its north side where it is adjacent to Lake Chetola.
To mitigate impacts, plantings, consisting of deciduous and evergreen trees native to the area,
would be placed on both sides of the proposed roadway and in the median. Such plantings would
begin approximately 20 feet from the roadway edge. Both cut and fill slopes would be planted,
but cut slopes are likely to require greater effort and time to achieve vegetated cover. Existing
overhead power and telephone lines would be placed underground. Retaining walls would be of
fonned concrete with a simulated masonry surface treatment designed to simulate the existing
stone walls. Decorative pedestrian lamps would be placed along the road at selected locations.
When guard rail is required, a wood-faced guard rail would be used. A potential landscape plan
................
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US 321 Improvements (R-2237C) 4-37 Final Environmental Impact Statement
Existing
Preferred Alternative
L7
In general, the changes would not adversely affect the area from a visual perspective. The
changes would not contrast sharply with the area's existing visual features and character. Street
' trees proposed in the median and on the west side of the road would add vegetation to the setting.
The primary viewers of the changes would be road users, owners, and patrons of businesses along
US 321, and residents of homes on Skyland Drive and in the West Cornish Road and Sunset Drive
area. The quality of views would be reduced from the Bollinger-Hartley House and from the
Chetola Resort across Lake Chetola, with the introduction of retaining walls into their views.
Pedestrians walking between downtown Blowing Rock and the Shoppes on the Parkway would
' walk adjacent to the US 221 retaining wall, but their views of Lake Chetola would be unimpeded.
The relocation of the US 221 intersection would create a wider area of former right-of-way (an
uneconomic right-of-way remnant) for walkers between the new intersection and the Shoppes on
the Parkway. Pedestrians would no longer walk adjacent to US 221 in this area. The Preferred
Alternative would include development of a park in this former right-of-way, and the NCDOT
would convey its interest in this property to the Town. The Town would assume maintenance for
the park.
Landscape Unit Six
Landscape Unit Six differs substantially from Landscape Units One through Five in that it
consists primarily of views of Blackberry Valley. Whereas previous discussions addressed places
in the landscape into which the widened road would be introduced and how the corridor would be
viewed, this unit is concerned with how the alternative would be seen from fixed features in the
landscape such as existing homes in surrounding areas.
Blackberry Valley constitutes all of the area on the cast side of US 321 roadway to the Blue
Ridge Parkway. The large fill north of the Blackberry Condominiums would be seen by residents
of homes on Green Hill. The fill also would be seen frorn homes on Gideon Ridge and from the
Gideon Ridge Inn. The shape and texture of the landscape would be changed by the fill. The fill,
however, would be re-vegetated with new trees.
It would also be possible to see glimpses of the Preferred Alternative from the Blue Ridge Parkway.
Given that the Parkway is at least 1.5 miles away from the Preferred Alternative and that the cuts
and fills of the Preferred Alternative would not change the profile of the terrain as viewed from the
Parkway, the impact of the Preferred Alternative on Parkway views would be minimal.
4.3.3 Bypass Alternative 1A
Bypass Alternative I A would follow existing US 321 until just south of the Blowing Rock town
limits. From that point, it would follow along the side of Green Hill, then pass through several
neighborhoods and wooded areas until it reaches existing US 321 at its intersection with Possum
Hollow Road. It would affect Landscape Units One, Five, and Six. The preliminary design calls
for a 52-foot-wide pavement for the entire length of the alternative. Except at bridges and
sections with retaining walls, the road would have a drainage ditch. Figure 4-3 shows the cuts
and fills and other features associated with Bypass Alternative I A overlaid on an aerial
photograph showing the bypass passing through Blowing Rock.
I
1 US 321 Inrprovenients (R-22370 4-39 Final Etwironmentallmpact Statement
Bypass Alternative IA
t
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Landscape Unit One
' Landscape Unit One extends from Blackberry Road at the south end of the project area to the
project's entry into the Green Park I listoric District near the town limits of Blowing Rock. The
impact to the unit by Bypass Alternative IA is very similar to that of the Preferred Alternative.
Cut and fill slopes differ between the two alternatives. In the Rocky Knob Road area, the
Preferred Alternative has larger and deeper cuts into the slope on the west. Bypass Alternative
IA relies on a combination of lower cuts on the left and larger fills on the east.
'
Features introduced to Landscape Unit One by Bypass Alterative IA would consist of increased
pavement surface, cut and fill slopes, retaining walls, and vegetation clearing. The horizontal
alignment of Alternative 1 A is straighter than that of the Preferred Alternative. A re-vegetation
plan (described in Section 2.4.4 of Chapter 2) would be used as mitigation.
In the southern portion of the unit, the alternative would involve cutting into the slope on the west
side of the road to accommodate the increased road width. Cuts would be as high as 210 feet at
one location. Large fill slopes would occur in the Blackberry Road area, at the former Valley
View Motel, and between the Blackberry Condominiums and the Blowing Rock town limits. Cut
' slopes would occur around Rocky Knob Road and south of Gideon Ridge Lane. No cuts would
occur into the hillside that includes a portion of the Green Park Historic District. Retaining walls
would be at three locations. New approach alignments for roads that intersect US 321 would be
built at Cricket Lane, Rocky Knob Road, and Cone Orchard Road. The primary landscape
feature lost would be forest cover. Two homes would be displaced.
' The scale, shape, lines, and texture of views would change. The wider pavement surface and
straighter road would increase the scale of the roadway corridor and change the existing pattern
and shapes of curving lines to straighter lines. Therefore, the intactness and unity of the
landscape would be reduced by the introduction of project features, particularly in the area of
large cuts in the southern halm of the unit.
Views from Landscape Unit One would consist of new cut and fill slopes, and accompanying views
of exposed rock, and new road configurations. The primary viewers of these changes would be the
residents of two homes and the Blackberry Condominiums, and commuters, residents and tourists
on the road. Cut slopes also could be viewed from homes on Gideon Ridge and, in a very limited
manner, through dense forest cover adjacent to The Blowing Rock attraction parking lot. The ridge
on the west side of the road would continue to block views to the west. The sizable rock outcrop
that partially shields the Blackberry Condominiums from views of US 321 would be reduced
substantially in size, exposing the nearby road to condominium residents.
The large fills on the right side of the road would be viewed from adjoining homes, the former
Valley View Motel, and the Blackberry Condominiums. For the motel and condominiums, which
have broad, high quality views, the fills would represent an intrusion into a portion of the
foreground of those views. The fills also would open views, which are currently limited by
vegetation, of the adjoining Blackberry Valley to drivers on the road. The view from the
Blackberry Condominiums is illustrated in Figure 4-4.
Residents of the Blackberry Condominiums would view the bypass and its associated bridge and
retaining walls as it passes along the side of Green Hill. Retaining walls on Green Hill (above
;uvl }iolnµi t]ZC road) wOUld bei1C'iaiiy be al-out w iC Illgll and 1,9 15 feet In length. The bypass
world disappear from view where it passes under Green Hill Road.
US 3211mprovements (R-2237C) 4-41 Final Environmental Impact Statement
Existing
Alternative 1 A
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Plantings consisting of deciduous and evergreen trees native to the area would be placed on the
slopes adjacent to both sides of the proposed roadway where the existing landscape would be
altered. Such planting would begin approximately 20 feet from the roadway edge. Both cut and
fill slopes would be planted, but as discussed under Landscape Unit One for the Preferred
Alternative, cut slopes would be less conducive to plant growth. Thus, for much of the deep cut
slopes in the southern part of this landscape unit, exposed rock would remain in view of drivers,
thereby creating the most substantial long-term change in views in this landscape unit.
Landscape Unit Five
Landscape Unit Five is in the undulating terrain that lies on the east side of Blowing Rock. It
begins as the project passes under Green Hill Road and continues to the project terminus at
US 321 and Possum Hollow Road. At US 321, the intersection of US 221 would be relocated to
intersect with Westview Drive. Green Hill Road and Goforth Road would pass over the bypass
on a bridge. The bypass would bridge Wonderland Drive and one section of Wonderland Wood
Drive, including Middle Fork of the New River.
Features introduced in this unit would include the pavement surface, cut-and-fill slopes, the
bridges, vegetation clearing, and retaining walls. These features would markedly change the
scale of existing views. New lines would be created by the roadway and by the demarcation
between vegetated and non-vegetated slopes. New shapes and forms would be created by the
introduction of flat paved surfaces and retaining walls. Clearing existing vegetation, exposing
subsurface material, and waiting for replantings on slopes to achieve maturity would create new
textures. Therefore, in general, the qualities of intactness and unity, described in Section 3.4.2 of
Chapter 3, would be adversely affected by the introduction of project features.
Plantings consisting of deciduous and evergreen trees native to the area would be placed on the
slopes adjacent to both sides of the proposed roadway where the existing landscape would be
altered. As previously described, while both cut and fill slopes would be planted, cut slope
plantings would require greater effort and time to achieve vegetated cover, than the fill slopes,
and cut slopes could not be planted where topsoil and subsoil are insufficient to provide a suitable
plant-growing medium. Thus, for much of the deep cut slopes in this landscape unit, exposed
rock would remain in view of drivers and some viewers of the road.
The following paragraphs describe specific impacts at several locations along the unit.
Fairview Court/Green Hill Road Area. Thirteen homes and several lots near the intersection of
Fairview Court and Green Hill Road would be displaced, including the entire eastern half of the
Fairview Court subdivision. Access between remaining homes would be altered. Green Hill
Road would bridge the bypass. A retaining wall up to 22 feet in height and 600 feet in length
would be used on the east sides of the road as the road passes under Green Hill Road to lessen the
impact on Green Hill Road. The retaining wall would introduce a new, flat, vertical texture to the
landscape. The bypass would generally be in a cut in this area. It would be cut into a slope that
goes downhill from Green Hill Road to the Blowing Rock Country Club's golf course. The
intactness of the rolling landscape would be broken by the comparatively level highway and its
need to cut, fill, retain, and bridge the landscape to maintain its design criteria. Remaining homes
generally would not be immediately adjacent to the bypass. The bypass, however, would be a
substantial visual presence for drivers on Green Hill Road and be constantly in view from homes
on Green Hill with a view to the north. Drivers on the Green Hill Road bridge, traveling to and
from their homes, wmild have a view of the bypass as it passes along the,,idc of Green Hill and
north along the road for approximately 4,000 feet. They would look down on the new road,
making the change difficult to hide. Viewers from the golf course and homes downhill from the
US 321 Improvements (R-2237C) 4-43 Final Environmental Impact Statement
bypass would generally see the tops of the retaining wall or cut slopes on the right (east) side of
the road, looking through wood that varies in depth from zero (briefly) to 150 feet.
Wonderland Drive Area. The bypass would pass through Wonderland Wood subdivision in a
deep cut (up to 54 feet deep) except at its northern end where it would be briefly at grade and then
cross Wonderland Wood Drive, Wonderland Drive, and Middle Fork on a bridge as high as 55
feet above the existing ground. The bypass would be 36 feet high as it crosses Wonderland Wood
Drive. The bypass would pass through the Heritage Lane subdivision roughly at the current
grade. Nine homes would be displaced. The bypass would pass through the middle of these
subdivisions. The bypass would be a substantial visual presence in the two subdivisions and not
in keeping with the character of the area. The scale and lines of the bypass would conflict with
those of the surrounding area, which are marked by woods, narrow roads that follow the
undulating terrain and single-family homes. The deep cuts, high bridge, and the pavement at
different locations would be immediately adjacent to homes and constantly in view. The 36-foot
high bridge would tower over homes on adjacent lots. There would be little opportunity to absorb
or hide the changes given their scale. The intactness of the rolling landscape would be broken by
the comparatively level highway and its need to cut, fill, and bridge the landscape to maintain its
design criteria.
Between Heritage Lane and Goforth Road. North of Heritage Lane, the bypass would not be a
visual presence until it reaches Goforth Road as it moves into an undeveloped area. Here the
bypass would be at-grade or on low fills. Slopes would be re-vegetated, further blocking
potential views of the road.
Goforth Road Area. In the Goforth Road area, the road would again be in a deep cut (as deep as
40 feet). Homes would be taken in this area, including a cluster of three homes at one end of a
small neighborhood. Goforth Road would cross the bypass on a bridge to maintain continuity for
travel between this area and homes farther north on Goforth Road. Except for the crossing at
Goforth Road, terrain and surrounding vegetation would shield the bypass from view. Drivers on
the Goforth Road bridge, traveling to and from their homes, would have a view of the bypass for
about 1,000 feet up and down the bypass. Here, as in other places on the bypass, the intactness of
the rolling landscape would be broken by the comparatively level highway, with its straight lines
and its need to cut, fill and bridge the landscape to maintain its design criteria.
Goforth Road to Possum Hollow Road. After Goforth Road, the bypass would enter another
undeveloped area in a cut that is shallow on the west and deep on the east. Existing forest would
generally block views of the bypass until its intersection with Possum Hollow Road.
Possum Hollow Road Area. For approximately 1,750 feet along Possum Hollow Road, the
bypass would be cut into the hillside on the east side of the road with either a cut slope or
retaining walls. On the west fill would be placed. The stream paralleling Possum Hollow Road
would be unaffected. Retaining walls 17 to 40 feet high would be used in this area to reduce
impacts on the existing features. Cut slopes would be as high as 130 feet. The three homes along
Possum Hollow Road northwest of Forest Lane all would be displaced. The scale, shape, lines,
and texture of the landscape would change substantially in this area. Again, the intactness of the
natural landscape would be broken by the comparatively level highway, with its straight lines and
its need to cut, fill, and retain the landscape to maintain its design criteria. Homes in the Echo
Park subdivision, north of the bypass, and persons traveling along the bypass to and from their
homes would view the change.
US 321 Improvements (R-2237Q 4-44 Final Environmental Impact Statement
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As with the Preferred Alternative, the US 221 intersection would be realigned to the same
location as the existing Westview Drive intersection with US 321. Existing US 221 is currently
lower in elevation than US 321 at this point. US 221 would be raised to create the intersection.
A retaining wall as high as 18 feet would be used to retain the raised road on its north side
where it is adjacent to Lake Chetola. The quality of views would be reduced for the Chetola
Resort across Lake Chetola, with the introduction of a retaining wall into its views. Pedestrians
walking between downtown Blowing Rock and the Shoppes on the Parkway would walk
adjacent to the US 221 retaining wall, but their views of Lake Chetola would be unimpeded.
The relocation of the US 221 intersection would create a wide park-like setting for walkers
between the new intersection and Shoppes on the Parkway. Pedestrians would not longer walk
adjacent to US 221 in this area. Trees are included in the re-vegetation plan to enhance this
opportunity. As with the Preferred Alternative, a park could be developed at this location.
Landscape Unit Sir
As noted for the Preferred Alternative, Landscape Unit Six consists primarily of views of
Blackberry Valley.
The large fill north of the Blackberry Condominiums, the southern intersection of US 321 and the
bypass, and the portion of the bypass south of Hemlock Lane would be seen by residents of
homes on Green Hill. These features also would be seen from homes on Gideon Ridge and from
the Gideon Ridge Inn. The shape and texture of the landscape would be changed by these
features. The till, however, would be re-vegetated with new trees. Between Hemlock Lane and
Green Hill Road, trees, the retaining wall of the bypass and the slope of the hillside should hide
the bypass from the views of residents on Green Hill.
It would also be possible to see glimpses of Bypass Alternative 1 A from the Blue Ridge Parkway.
Given that the Parkway is at least 1.5 miles away from the visible portions of the bypass and the
cuts and tills of the bypass would not change the profile of the terrain as viewed from the
Parkway, the impact of Bypass Alternative IA on Parkway views would be minimal.
4.3.4 Bypass Alternative 1 B
The features and visual impacts of Bypass Alternative 1 B would be identical to those of Bypass
Alternative IA, except in the Gideon Ridge area where a deep cut into Gideon Ridge would affect
views in Landscape Units One and Six. Figure 4-5 shows the cuts and fills and other features
associated with Bypass Alternative IA overlaid on an aerial photograph showing Blowing Rock.
Gideon Ridge is a prominent landscape feature that US 321 follows. Whereas Bypass Alternative
1 A would follow the existing US 321 alignment and skirt the bottom of Gideon Ridge, Bypass
Alternative 1 B pass through Gideon Ridge in a deep cut (up to 250 feet on the west side of the
road). Much of the slope that would be created would remain exposed rock because the amount
of topsoil and subsoil removed would not allow the slope to be re-vegetated.
' As the roadway would continue to curve to the left around Gideon Ridge, the roadway would
become a bridge approximately 1,400 feet long and up to 200 feet high. Elevating the roadway
here would reduce the impacts of cut and fill slopes and vegetation clearing on the surrounding
landscape.
US 321 Improvements (R-2237C) 4-45 Final Environmental Impact Statement
Bypass Alternative 1B
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Landscape Unit One
Views from Landscape Unit One would consist of new cut and fill slopes, accompanying views
of exposed rock, new road configurations of US 321 and new bridges. In this landscape unit, the
primary viewers of these changes would be the residents of two homes and the Blackberry
Condominiums, and commuters, residents and tourists on the road.
The primary landscape features lost in the Gideon Ridge area would be forest cover and the rock
formation that is Gideon Ridge. Three homes and seven lots (one with construction of a home
just beginning in early 2001) with spectacular views of the surrounding valley would be lost.
These lots are highly valued in the area, although only their owners and not the community as a
whole receive a direct benefit of enjoying the views. The scale, shape, lines, and texture of views
would change. The wider pavement surface, the straighter road and the larger curve around
Gideon Ridge would increase the scale of the roadway corridor and change the existing pattern
and shapes of twisting and curving lines to straighter lines. The short-term loss of vegetation and
tree cover and the addition of more pavement width would also make the surface texture of the
corridor smoother. The long-term difficulty of re-vegetating the cut slopes would permanently
change the landscape, and change its intactness and unity.
Most viewers on Gideon Ridge, including the guests of the Gideon Ridge Inn would not see much
of the cut since they would be on the high side of the cut. The residents of Blackberry
Condominiums would benefit from the alignment of this bypass because it would move the
roadway away from the condominiums and retain the rock outcrop that partially shields the
condominiums from view. They, however, would see the road emerge at the north end of the cut
approximately 20 feet below the elevation of the existing road as well as the bridge that will span
the gap between existing US 321 and Green Hill.
South of Gideon Ridge, the impacts in Landscape Unit One would be identical to those for
Bypass Alternative IA.
Landscape Unit Five
Impacts in Landscape Unit Five would be identical to those described for Bypass Alternative IA.
Landscape Unit Six
The substantial cut into Gideon Ridge, the southern intersection of US 321 and the bypass, and
the portion of the bypass south of Hemlock Lane would be seen by residents of homes on Green
Hill. The intersection of US 321 and the bypass and the portion of the bypass south of Hemlock
Lane would be seen from homes on Gideon Ridge and from the Gideon Ridge Inn. The shape
' and texture of the landscape would be changed by these features. Between Hemlock Lane and
Green Hill Road, trees, the use of a retaining wall on the bypass, and the slope of the hillside
should hide the bypass from view from homes on Green Hill.
It would also be possible to see glimpses of Bypass Alternative 1 B from the Blue Ridge Parkway.
Given that the Parkway is at least 1.5 miles away from the visible portions of the bypass, the
impact would generally be small. However, the cut into Gideon Ridge would change the profile
the terrain as viewed from the Parkway. The largest part of the cut (250 feet high, with a face as
long as 440 feet vertically) would be exposed to parkway viewers. Thus, the impact of Bypass
Alternative 113 on the Parkway would be greater than with Bypass Alternative IA.
I US 321 Improvements (R-2237Q 4-47 final Environmental Impact Statement
4.3.5 Bypass Alternative 4A
Bypass Alternative 4A would only briefly follow existing US 321 before passing across a valley
to follow the Blue Ridge escarpment to a tunnel under the Blue Ridge Parkway and then to
intersect US 321 at Aho Road. The area affected is mostly forested with some rural development
at its south and north ends. It would affect Landscape Units One, Six, and Seven. The
preliminary design calls for a 52-foot-wide pavement for the entire length of the alternative.
Except at bridges and sections with retaining walls, the road would have a drainage ditch. Figure
4-6 shows the cuts and fills and other features associated with Bypass Alternative 4A overlaid on
an aerial photograph showing the Blue Ridge escarpment.
A re-vegetation plan (described in Section 2.4.4 of Chapter 2) is proposed as mitigation. As
described for other alternatives, plantings consisting of deciduous and evergreen trees native to
the area would be placed on the slopes adjacent to both sides of the proposed roadway where the
existing landscape would be altered. Such planting would begin approximately 20 feet from the
roadway edge. Both cut and fill slopes would be planted, but cut slopes would be less conducive
to plant growth. Thus, on deep cut slopes, exposed rock would remain in view.
Blue Ridge Parkway Viewshed Mapping
The assessment of impacts to Blue Ridge Parkway views relies on viewshed mapping developed
for Blue Ridge Parkway officials by Design Research at North Carolina State University (NCSU).
This mapping identifies and classifies visually sensitive lands adjacent to the Blue Ridge
Parkway. The maps identify which lands are visible from the Blue Ridge Parkway and evaluate
their varying degrees of visual sensitivity. The mapping was developed by combining three-
dimensional digital terrain models, computer simulations of multiple viewpoints along the
Parkway, and cartographic visualization techniques. The mapping considered only terrain, not
vegetation that could obscure views. Vegetation is taken into account, however, in the
assessment of visual impacts presented in this section.
The digital landscape model employed was assembled from digital elevation models produced
and distributed by the US Geological Survey (USGS). Each point on the landscape or digital cell
has an assigned elevation, latitude, and longitude. The alignment of Blue Ridge Parkway was
manually digitized unto the USGS digital model. Overlooks were included; tunnels, underpasses,
and entry/exit ramps were excluded. The digital Parkway cells served as the viewpoints used in
mapping views.
The procedure for the mapping visual sensitivity of the terrain surrounding the Parkway was a
cumulative application of a viewshed-mapping algorithm. The viewshed-mapping algorithm
identified all terrain model cells visible from or to a given point or cell on the Parkway. This is
accomplished by examining a large number of lines of sight constructed from each Parkway cell
to the terrain model perimeter and testing each cell along each line of sight to determine whether
it is obscured from the Parkway viewpoint by intervening cells (Fels 1991). Each terrain cell may
be seen from one or more Parkway viewpoint cells. The interaction of multiple viewpoints
determines visual sensitivity. The basic mapping algorithm assigns a score of one to visible cells
while those not visible retain a score of zero. This procedure is repeated many times, once for
each viewpoint cell associated with the Parkway, and scores of each terrain cell are continually
summed. When the procedure is complete (typically 1,000 to 1,500 applications of the viewshed
mapping algorithm), the total score in each terrain model cell indicates the number of Parkway
cells from which it was found visible. This is interpreted as the degree of exposure or visual
sensitivity of each terrain cell (Fels 1992a, 1992b).
US 321 Improvements (R-2237Q 4-48 Final Environmental Impact Statement
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Bypass Alternative 4A
Visual sensitivity also can be expressed in terms of the length of Parkway exposed to each
terrain cell. Parkway length was converted to an estimate of exposure time by assuming an
average driving speed of 40 miles per hour. Thus, a total Parkway length of 4 miles is
equivalent to 6 minutes of potential exposure for the Parkway traveler. The exposure time of a
terrain cell to a traveler of 4 minutes or more indicates a portion of the terrain that is extremely
sensitive. Less than 1 minute of exposure is considered low sensitivity. The classification
system uses the following categories: none, low, moderate, high, very high, and extreme.
The model further took into account the idea that cells further away from the Parkway have less
visual sensitivity that those near the Parkway. Both a 1-mile and a 3-mile weighting system were
examined by modelers. This analysis of bypass impacts uses the 3-mile weighting system.
Under this system, scores decrease linearly with increasing distance until they reach zero at 3
miles and beyond 3 miles the cells are not scored. For example, the scores of terrain cells 1-mile
away and visible from the Parkway are multiplied by 0.67, while cells 2-miles away are
multiplied by 0.33; and cells further than 3-miles are multiplied by zero.
The viewshed mapping for this analysis was used in two ways. For views from Thunderhill
overlook, all locations with a score greater than zero are considered extremely sensitive because it
was assumed that persons at the overlook would view the surrounding terrain for more than four
minutes. For persons driving along the Parkway, the different classifications of the 3-mile
mapping are discussed. Where applicable, field observations related to terrain and vegetation are
included in the discussion.
Landscape Unit One
As shown in Figure 3-3 in Chapter 3, features introduced by Bypass Alternative 4A into
Landscape Unit One would include the pavement surface, one bridge, vegetation clearing, cut and
fill slopes, an intersection of US 321 and the bypass, and realignment of unpaved rural roads in
four locations, including three roads that would intersect with the bypass.
In Landscape Unit One, Bypass Alternative 4A would introduce a thoroughfare into a rural
community of mostly isolated homes. Five of the seven homes in this area would be displaced.
One remaining home (Figure D-4b, Station 620) would be approximately 100 feet from a cut into
the terrain about 75 feet deep and as wide as 500 feet. The residents of this home would look
over the cut. Views of trees and neighboring homes (which would be displaced) would be
replaced by a large hole in the terrain. The other home (Figure D-4b, Station 603) would be
adjacent to a bridge structure 190 feet high. The bridge would loom over the adjacent home,
being substantially taller, and block views of the sky. It would split the resident's property in
two. Bridge piers would be another addition to the views of the home and property. The bridge
also would be viewed from homes along Bolick Road, beginning approximately 1,500 feet south
of the bridge. Two fills would be on either side of, and within the views of two homes just off
US 321. The bridge, an adjoining fill as high as 180 feet and the cut noted above would be
viewed from homes on Gideon Ridge, the former Valley View Motel and the Blackberry
Condominiums.
Although slopes would be re-vegetated, the bypass would be a substantial visual presence that
could not be hidden from its viewers. The introduction of the bridge and fill across a valley and
the large cut would damage the intactness of the landscape by introducing new lines, shapes, and
textures on a large scale. The value of the views of this area would be diminished. This
alternative would cause substantial impacts to views in this area.
US 321 Improvements (R-2237Q 4-50 Final Environmental Impact Statement
In addition, approximately 1,900 feet of the bypass, from Blackberry Road to approximately
Station 600 (see the drawings in Appendix D to identify the design station numbers), cuts and
fills and the southern end of the bridge structure would be in view from the Blue Ridge Parkway.
The bypass would be over 2 miles away from the Parkway at this point, the roadway and its
changes in the landscape would be roughly perpendicular to the Parkway viewer's sight line, and
the profile of the terrain as created by the peaks of ridgelines would not be altered. From the
perspective of vehicles moving along the Parkway, the visual sensitivity of this area as defined by
NC State's visual sensitivity mapping is low to moderate. Given these factors, the visual impact
of this portion of the bypass on the Parkway in this area would not be substantial. From
approximately Station 600 to Station 620 near the Blackberry Condominiums and within
Landscape Unit Six, the terrain would obscure views of the bypass.
Landscape Unit Si_v
Landscape Unit Six encompasses the views of Blackberry Valley fi-om the Blue Ridge Parkway
and from the Blue Ridge escarpment and Gideon Ridge. Features introduced to this unit by
Bypass Alternative 4A would include the new pavement surface, two bridges, vegetation
clearing, cut-and-fill slopes and four retaining walls measuring up to 60 feet in height and as long
as 630 feet in length on the west side of the road. One home on Heather Ridge Lane would be
displaced. The bypass would change the shape, lines, and texture of the landforms that make up
current views. The impact of the introduction of the roadway in this unit would worsen as the
bypass approaches the Blue Ridge Parkway. Bypass Alternative 4A as seen from the Thunderhill
overlook is illustrated in Figure 4-7. Substantial visual impacts would occur to views from
Thunderhill overlook on the Blue Ridge Parkway and to views from Green Hill, from the
Blackberry Condominiums and from Gideon Ridge.
Views South from the Thunderhill Overlook Area. From this area, viewers would see three
segments of Bypass Alternative 4A. The first was discussed above under Landscape Unit One.
The bypass, from Station 620 to approximately Station 655, a distance of approximately 3,500
feet, in the area of the Blackberry Condominiums would then be in view of the Parkway. This
portion of the bypass would include several large cuts and fills. It would end at the beginning of
the first bridge in the unit. The most prominent feature of the bypass in this area would be a fill
that begins at Station 622 and continues to approximately Station 626, a distance of about 400
feet. At its longest point, the fill would show a face approximately 600 feet vertically. The
vertical bypass would then enter an area where the road cuts into the terrain. Cut slopes would be
on both sides of the road so only a portion of the cut would be exposed to views from the
Parkway, but the exposed face would be as much as 240 feet high vertically. A retaining wall as
high as 48 feet would be in view from Station 635 to 636 150, a distance of 150 feet. Two
additional tills with exposed faces as long as 320 feet vertically would occur before the bypass
would disappear again from view. The road alignment and the terrain changes generally would
be perpendicular to the viewer's sight line. From the perspective of vehicles moving along the
Parkway, the visual sensitivity of the location of the first fill is high. The other areas are low to
moderate. This area is approximately 1.5 miles from Thunderhill overlook. Plantings would be
placed on the slopes where the existing landscape is altered. Both cut and fill slopes would be
planted. The most substantial changes to the landscape in this area are on the fill slopes where re-
vegetation can be more extensive. Although the impact to Parkway views here is greater than
when the bypass is within Landscape Unit One, the visual impact of this part of the bypass on the
Parkway would not be substantial because of distance, the orientation to the Parkway, and re-
vegetation onportunitic1c
US 321 Improvements (R-2237C) 4-51 Final Fnvironme ntal Impact Statement
Existing
Alternative 4A
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Terrain would again obscure Parkway views of the bypass from Station 655 to about Station 665,
a distance of 1,000 feet. The bypass would then remain in view from the Parkway and
Thunderhill overlook as it follows the Blue Ridge escarpment until vegetation on the hillside
would obscure views beginning at about Station 689, a distance of about 2,400 feet. Without
vegetation, views would remain until about Station 696, including views of a large fill. This
segment of the bypass would contain substantial cuts and fills as it passes along the undulating
terrain of the Blue Ridge escarpment. The change in the landscape as viewed from the Parkway
and Thunderhill overlook would be extensive. The changes would be less than a mile from the
Parkway and the cuts and fills would be seen at a 45-degree angle, which would make the
alteration of the terrain more obvious than if they were viewed at a 90-degree angle
(perpendicular to the viewer's sight line). Today when one looks at the Blue Ridge escarpment,
one sees a steeply sloping terrain that undulates in and out as the ridges (high points) and swales
(low points) that extend out at 90 degrees (perpendicular) from the escarpment rise and fall. Into
that setting would be imposed new man-made shapes, including: the flat, linear plane of the
roadway and a two-sided cut into perpendicular ridges at two locations, which would create
unnatural gouges in the terrain as deep at the center as 130 feet for one and 80 feet for the other,
respectively. The face of these two cuts as viewed from the Parkway would be 440 and 330 feet
high vertically, respectively. Three swales would be filled, exposing a surface as high vertically
as 620, 420, and 360 feet, respectively. From the perspective of vehicles moving along the
Parkway, the visual sensitivity of the location of the first and deepest cut and of the first fill is
high. The other areas are of low to moderate sensitivity. Nighttime viewers would see the
headlights and taillights of motor vehicles moving along the escarpment. The extensive changes
in the terrain along the escarpment, the proximity to the Parkway, and the high value placed by
Parkway officials on natural views from Thunderhill overlook would combine to create a
substantial visual impact in this area. Trees would be planted on the slopes where the existing
landscape is altered. The plantings would soften the edges of the altered landforms and
ultimately cover the large fills. However, because of the view angle and limits on planting in
cuts, the bypass would remain an obvious imposition on the landscape, particularly in the two
areas where deep cuts would be made into the ridgelines emanating from the escarpment.
Views from Homes Along the Blue Ridge Escarpment. In the Green Hill area, the bypass would be
lower on the escarpment and farther way from the homes on Green Hill than Bypass Alternatives
1 A and 113. In addition, the bypass would generally be on fills or bridges taller than surrounding
trees. The fills are often on both sides of the bypass, placing the bypass above the existing terrain.
As such, the bypass would be visible from homes in the Green Hill area. Foreground views where
the viewer looks down the escarpment would be changed with the introduction of the flat surface of
the road and the fills. The fills, however, would be re-vegetated with trees.
Long distance views of Blackberry Valley from Green Hill would not be affected except to the
southeast where the bypass would pass along the slope below the Blackberry Condominiums with
the associated large cuts, fills, and retaining wall described above in the discussion of Thunderhill
overlook views. As viewed from the Green Hill area, this part of the bypass would present a
substantial change in the shape and texture of the landscape. The intactness of the natural
landscape would be broken by the comparatively level highway and its need to cut, fill, and
bridge the landscape to maintain its design criteria. This same change would be experienced by
viewers from Gideon Ridge and the Blackberry Condominiums.
For the homes along Green Hill Road and Heather Ridge Lane that line the top of the Blue Ridge
escarpment, the large cut in the area of Stations 665 to 671 would be introduced to foreground
views. North of that point, the fills on the east could occasionally be visible, but generally the
road and fills should be obscured by existing trees because fills are generally only on one side of
I US 321 Improvements (R-2237C) 4-53 Final Environmental Impact Statement
the road, helping to nestle the roadway into the mountainside instead of elevating it above the
terrain. Therefore, the bypass is not perched high on the ridge. The cut at Stations 685 to 688
would be seen by viewers at the homes adjacent to the cut. This cut would rise high on the
escarpment and displace an existing neighboring home. The final fill near the tunnel is near the
top of the escarpment and includes a section where fill slopes are on both sides of the road,
raising the bypass over the existing terrain. Here the bypass would be a substantial presence for
viewers at the top edge of the escarpment. As of early 2001, no homes were at this location. The
tunnel portal also would be seen from homes along the escarpment.
Views from the Bypass. Views from the bypass for bypass users would first include the cuts and
fills of the bypass itself. Except for the locations where the bypass cuts through a ridge
emanating from the escarpment, drivers would be able to enjoy long distance views of Blackberry
Valley. These views generally would be seen through the replacement trees on the fill slopes and
would eventually be obscured as vegetation establishes itself on the slope. Views of Blackberry
Valley from the two bridges included in the bypass within this landscape unit would not be
obscured except by guard rails.
Landscape Unit Seven
Bypass Alternative 4A would enter Landscape Unit Seven as it exits the north end of the tunnel
under the Blue Ridge Parkway. It would follow the side of a ridge and would end at the
intersection of US 321 and Aho Road. Features in this unit would continue to include the new
pavement surface, two bridges over streams, vegetation clearing, cut and fill slopes, and two
retaining walls. The largest retaining wall would be up to 60 feet in height and 845 feet long on
the west side of the road. An additional feature would be the support facilities associated with the
tunnel, including an administration building, emergency vehicle garage, parking, and a helipad.
Cuts in the existing slope to accommodate the roadway would measure as high as 150 feet and
fills (measured vertically from the proposed top of pavement to the existing elevation) up to 70
feet. A home would be displaced. Again, the intactness of the natural landscape would be broken
by the comparatively level highway and its need to cut, fill, and bridge the landscape to maintain
its design criteria.
Views North from the Blue Ridge Parkway. Parkway viewers could view the portion of the
bypass north of the Parkway from two perspectives. First, the bypass would be in view for
drivers on the Parkway looking to the northwest. Second, persons stopped at Thunderhill
overlook could cross the Parkway on foot and either climb a small ridge or walk several hundred
feet east to view the bypass from the same vantage point as those driving on the Parkway. From
the perspective of drivers, the 3-mile visual sensitivity mapping for the Parkway generally
classifies the area that would be occupied by the bypass as visible but of low sensitivity given the
brief time that it would be viewed. Terrain would block views of the first approximately 800 feet
of the bypass (to Station 724) after it emerges from the tunnel. Views of the bypass should for
the most part disappear from Parkway views at Station 755. Thus, the bypass would be visible
from the Parkway for about 3,100 feet. The tunnel administration building and emergency
vehicle garage also would be seen. For the first 1,000 feet north of the tunnel, the bypass would
be built on fill with a face 20 to 160 feet long vertically. The next 700 feet would involve a cut
into the terrain with the longest part of the exposed vertical face being about 160 feet long. For
500 feet the bypass would again be on fill as high as 60 feet above the existing terrain and vertical
face as long as 170 feet. The final 900 feet would include a large cut in the hillside with a vertical
face as high as 250 feet. Existing terrain would likely obscure the lower portion of this cut. The
views of these cuts and fills would be 2,000 to 3,800 feet away from the Parkway. The trees for
the proposed re-vegetation plan would ultimately hide the fill areas from view. Both the cuts and
fills of this section are much lower than those along the Blue Ridge escarpment. Although
US 321 Improvements (R-2237Q 4-54 Final Environmental Impact Statement
considered a valuable view by Parkway officials, this view does not have the value or the
opportunity for lingering viewers offered by the view to the south. Thus the portion of the bypass
north of the Parkway alone would not have a substantial visual impact to the Parkway, but they
would make a notable contribution to the overall visual impact when combined with the visual
impacts south of the Parkway.
Views in the Thunder Mountain Road Area. For almost its full length north of the Blue Ridge
Parkway, Bypass Alternative 4A would divide a large parcel of land. Two families live in the
associated valley. The home of one of the families would be displaced. The road would be a
substantial visual presence in what is now an isolated rural valley. The cut and till slopes described
above, which would continue almost to Aho Road, would occupy the slope that forms western side
of the valley. Existing and proposed vegetation would obscure the presence of the bypass in part,
but as elsewhere, the flat road and its associated cuts and tills would break the intactness of the
landscape by introducing new shapes and textures. The tall till described above would be
immediately adjacent to the remaining homes along Thunder Mountain Road and would displace
one home. The fill would be a substantial new visual presence for the remaining homes since the
toe (bottom) of the fill slope would be only 50 feet way from the nearest home. The value of this
area as a rural setting would be diminished with the presence of the bypass, a thoroughfare.
Views at Aho Road. A large cut into the hillside (as high as 150 feet) would be added to views
from the mobile home park at the intersection of Aho Road and US 321. The hillside is currently
forested and would be partially re-vegetated but lack of topsoil would prevent the cut from being
fully re-vegetated.
' Views from the Bypass. Views from the bypass for bypass users would first include the cuts and
fills of the bypass itself. Drivers would be able to enjoy views across the shallow valley next to
the bypass as it passes through the Thunder Mountain Road area.
4.3.6 Bypass Alternative 4B
Bypass Alternative 4B would be in approximately the location of Bypass Alternative 4A;
however, Bypass Alternative 4B would include fewer cuts and fills and more bridge structure.
The bypass alternative also would follow a slightly different alignment. Bypass Alternative 4B
would only briefly follow existing US 321 before passing across a valley to follow the Blue
Ridge escarpment to a tunnel under the Blue Ridge Parkway and on to intersecting US 321 at
Aho Road. Like Bypass Alternative 4A, it would affect Landscape Units One, Six, and Seven.
The preliminary design calls for a 52-foot-wide pavement for the entire length of the alternative.
Except at bridges and sections with retaining walls, the road would have a drainage ditch. Figure
4-8 shows the cuts, fills, bridges and other features associated with Bypass Alternative 413
overlaid on an aerial photograph showing the Blue Ridge escarpment. A re-vegetation plan
(described in Section 2.4.4 of Chapter 2) would be used as mitigation.
Landscape Unit One
Features introduced by Bypass Alternative 4B into Landscape Unit One would include the
pavement surface, a bridge, vegetation clearing, cut and till slopes, an intersection of US 321 and
the bypass and realignment of one unpaved rural road, which would intersect with the bypass. In
this landscape unit, this bypass diflcrs from Bypass Alternative 4A in that it has a slightly
different alignment, would use a longer bridge (1,800 feet rather than 1,000 feet), and would
mvuivc iuwcr changes in the existing terrain.
US 321 Improvementy (R-22370) 4-55 Final Cnviroimre W11Impact Statement
Bypass Alternative 4B
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Like Bypass Alternative 4A, this alternative would introduce a thoroughfare into a rural
community of mostly isolated homes. Two of the seven homes in this area would be displaced.
Four of the five remaining homes (located between Stations 610 and 625 - Figure D-5b) would be
between 20 and 200 feet from a cut into the terrain as deep as 50 feet deep and as wide as 350
feet. Vegetation should block the view of the cut from one home. The residents of two homes
would look over the cut. Residents of the fourth home would view the higher side of the cut. The
fifth remaining home would be adjacent to the end of the bridge and the beginning of a fill. The
home would be uphill from both the bridge and fill. The view of the woods from this home
would be replaced by the bypass. The bridge also would be viewed from homes along Bolick
Road, beginning approximately 1,500 feet south of the bridge. Two fills would be on either side
of, and within the views of, two homes just off US 321. The bridge (as high as 200 feet), an
adjoining fill, and the cut noted above would be viewed from homes on Gideon Ridge, the former
Valley View Motel and the Blackberry Condominiums.
Although slopes would be re-vegetated, the bypass would be a substantial visual presence that
could not be hidden from its viewers. The introduction of the bridges, fill and cut across a valley
would reduce the intactness of the landscape by introducing new lines, shapes, and textures on a
large scale. The value of the views of this area would be diminished. However, the impact here
' would not be as great as the corresponding portion of Bypass Alternative 4A because the
disturbance to the existing terrain would be less. The cut and fills would be smaller in scale. The
terrain would be virtually unchanged under the longer bridge. Trees lost during the construction
' could be replanted and equipment hatil roads regraded to the lines of the original terrain. From
the perspective of long distance viewers overlooking the valley, the long, tall bridge could be
viewed as an interesting and attractive addition to the views.
F
In addition, like Bypass Alternative 4A, approximately 1,900 feet of the bypass, from Blackberry
Road to approximately Station 600, including cuts, fills and the southern end of the bridge
structure, (a distance of 1,900 feet) for the bypass would be in view from the Blue Ridge
Parkway. As with Bypass Alternative 4A, the visual impact on the Parkway in this area would
not be substantial. The terrain would obscure views of the bypass until approximately Station
620, near the Blackberry Condominiums and within Landscape Unit Six.
Landscape Unit S&
Landscape Unit Six encompasses the views of Blackberry Valley from the Blue Ridge Parkway
and from the Blue Ridge escarpment and Gideon Ridge. Features introduced to this unit by
Bypass Alternative 4B would include the new pavement surface, eight bridges, vegetation
clearing, cut-and-fill slopes and four retaining walls measuring up to 60 feet in height and up to
700 feet in length on both the west and east sides of the road. One home on I leather Ridge Lane
would be displaced. As in Landscape Unit One, this bypass differs from Bypass Alternative 4A
in that it has a slightly different alignment, would use multiple bridges, and would involve fewer
changes in the existing terrain.
The bypass would change the shape, lines, and texture of the landforms that make up current
views. Like Bypass Alternative 4A, the impact of the introduction of the roadway in this unit
would worsen as the roadway gets closer to the Blue Ridge Parkway. Bypass Alternative 4B as
seen from the Thunderhill overlook is illustrated in Figure 4-9. Visual impacts would occur to
views from Thunderhill overlook on the Blue Parkway and to views from Green Hill, from the
Blackberry Condominiums and from Gideon Ridge. The impacts on views fi-om Thnndr;-11111
overlook, however, would not be as substantial as with Bypass Alternative 4A.
US 321 Improvements (R-2237C) 4-57 Final Enviromnental Irnpact Statement
Existing
Alternative 4B
I
J
s
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f'
F
Views South from the Thunderhill Overlook Area. As with Bypass Alternative 4A, viewers
looking south from Thunderhill overlook would see three segments of Bypass Alternative 4A.
The first was discussed above under Landscape Unit One. The bypass, from Station 620 to
approximately Station 655, a distance of approximately 3,500 feet, in the area of the Blackberry
Condominiums would then be in view of the Parkway.
Most of the large fills that would be a part of Bypass Alternative 4A would be replaced by four
bridges. The bridges would be approximately 750, 800, 400, and 600 feet long, respectively.
Only part of the last bridge would be seen from the Parkway. The bridges would be as high as
approximately 150, 120, 75, and 100 feet, respectively. The unit would include one large fill in
this area. It would begin at Station 632 and continue to approximately Station 635, a distance of
about 300 feet. At its longest point, the fill would show a face approximately 390 feet long
vertically. A cut, showing a face as long as 240 feet, would be above the fill. The road alignment
and the terrain changes generally would be perpendicular (90 degrees) to the viewer' line of sight.
From the perspective of vehicles moving along the Parkway, the visual sensitivity of the location
of the one large cut and fill is high. The other areas are low to moderate. This area is
approximately 1.5 miles from Thunderhill overlook. Plantings would be placed on the slopes
where the existing landscape is altered. Both cut and fill slopes would be planted. The visual
impact of this part of the bypass on the parkway would not be substantial because of distance, the
orientation to the Parkway, the use of bridges and re-vegetation opportunities. The impact that
would occur would be less than that of Bypass Alternative 4A.
Like Bypass Alternative 4A, terrain would again obscure views from the Parkway from Station
655 to about Station 665, a distance of 1,000 feet. From this point to about Station 689 (a
distance of about 2,400 feet), the bypass would remain in view as it follows the Bridge Ridge
escarpment. Around Station 689, hillside vegetation would begin to obscure views. Without
vegetation, views would remain until about Station 696.
This segment of the bypass, as it passes along the undulating terrain of the Blue Ridge
escarpment, would contain one substantial cut and one large fills (although smaller than any of
the fills in this area associated with Bypass Alternative 4A). Bridges would replace much of the
cuts and fills associated with Bypass Alternative 4A. Like 4A, Bypass Alternative 4B would
include several retaining walls in this section. The bypass would change the landscape as viewed
from the Parkway and Thunderhill overlook, although the changes would be less extensive than
Bypass Alternative 4A. The changes, however, would be less than a mile from the Parkway and
the cuts and fills would be seen at a 45-degree angle, which would make the alteration of the
terrain more obvious than if they were viewed at a 90-degree angle (perpendicular to the viewer's
sight line). The vertical changes to the landscape in this area would include:
• A retaining wall above the road that is approximately 640 feet long and as high as 60 feet, for
approximately 250 feet below the road would be a fill showing a face as long as 80 feet
vertically.
• Abridge approximately 1,100 feet long and as high as 170 feet.
• A fill for approximately 450 feet showing a vertical face as high as 600 feet.
• A two-sided cut into a perpendicular ridge, which would create an unnatural gouge in the
terrain as deep at the center as 90 feet. In the cut is a retaining wall as high as 60 feet, and
above the wall, a cut showing a face as long as 290 feet vertically. Two homes at the top of
' US 321 Improvements (R-2237Q 4-59 Final Environmental Impact Statement
the escarpment would be displaced. It is at this point that the view of the bypass from the
Parkway would begin to be obscured by trees.
The flat, linear plane of the roadway also would be introduced to views.
From the perspective of vehicles moving along the Parkway, the visual sensitivity of the location
of the first fill is high. The other areas are of low to moderate sensitivity. Nighttime viewers
would see the headlights and taillights of motor vehicles moving along the escarpment.
The combination of the changes in the terrain along the escarpment, proximity to the Parkway,
and the high value placed on natural views from Thunderhill overlook would combine to create a
visual impact in this area. The impact, however, would be less than the substantial impact
associated with Bypass Alternative 4A. There would be fewer and shallower fills and only one
deep cut into the ridges emanating from the escarpment instead on two. Thus, much of the
existing slope emanating from the escarpment would be unchanged. Trees would be planted on
the slopes where the existing landscape is altered. The plantings would soften the edges of the
altered landforms and ultimately cover fills. Trees lost during the construction could be replanted
and equipment haul roads regraded to the lines of the original terrain. The bypass, however,
would create an obvious change to the landscape, particularly in the location where a deep cut
would be made into a ridgeline emanating from the escarpment.
Views from Homes Along the Blue Ridge Escarpment. In the Green Hill area, the bypass would
be lower on the escarpment and farther away from the homes on Green Hill than Bypass
Alternatives IA and 113. In addition, the bypass would generally be on fills or bridges taller than
surrounding trees. As such, like Bypass Alternative 4A, this bypass would be visible from homes
in the Green Hill area. Foreground views where the viewer looks down the escarpment would be
changed with the introduction of the flat surface of the road and the fills. The fills, however,
would be re-vegetated with trees, and the changes in the terrain would be less than with Bypass
Alternative 4A.
Long distance views of Blackberry Valley from Green Hill would not be affected except to the
southeast where the bypass would pass along the slope below the Blackberry Condominiums with
the associated bridges and one large fill described above in the discussion of Thunderhill
overlook views. As viewed from the Green Hill area, this part of the bypass would present a
change in the shape and texture of the landscape. The change would be substantial at the one
large fill. The intactness of the natural landscape would be broken by the comparatively level
highway, but as in other locations, the change would not be as great as with Bypass Alternative
4A. This change in views would be experienced by those with views from Gideon Ridge and
from the Blackberry Condominiums.
For the homes along Green Hill Road and Heather Ridge Lane that line the top of the Blue Ridge
escarpment, the long bridge in the area of Stations 665 to 683 would be introduced to foreground
views. The cut at Stations 688 to 691 would be seen by viewers at the homes adjacent to the cut.
This cut would rise high on the escarpment and displace two existing neighboring homes. This
bypass would approach the tunnel near the top of the escarpment on a section of bridge and a
section of retained fill. The bypass would be seen by viewers at the top edge of the escarpment.
Currently no homes where the bypass approaches the southern tunnel portal are at this location.
The tunnel portal also would be seen from homes along the escarpment.
Views from the Bypass. Views from the bypass for bypass users would first include the cuts,
fills, and bridges of the bypass itself. Except for the single location where the bypass would cut
US 321 Improvements (R-2237Q 4-60 Final Environmental Impact Statement 1
through a ridge emanating from the escarpment, drivers would be able to enjoy long distance
views of Blackberry Valley. In some cases, these views would be seen through the replacement
' trees on the fill slopes and would eventually be obscured as vegetation establishes itself on the
slope. Views from the bridges, which make up approximately 2,850 feet of the 3,900 feet
(73 percent) of bypass between Station 665 and the tunnel portal, would generally remain un-
obscured except by guard rails. These views from the bridges likely would be considered an
attractive viewer experience.
Landscape Unit Seven
Like 4A, Bypass Alternative 4B would enter Landscape Unit Seven as it exits the north end of the
tunnel under the Blue Ridge Parkway. It would follow the side of a ridge and would end at the
' intersection of US 321 and Aho Road.
Features in this unit would continue to include the new pavement surface, four bridges, vegetation
clearing, cut and fill slopes and a retaining wall near the tunnel portal. The retaining wall would
be up to 60 feet in height and 730 feet long on the left (west) side of the road. An additional
feature would be the support facilities associated with the tunnel, including an administration
building, emergency vehicle garage, parking, and a helipad. Cuts in the existing slope to
accommodate the roadway would measure as high as 170 feet and fills as high as 85 feet. A
home would be displaced. The intactness of the natural landscape would be broken by the
comparatively level highway and its need to cut, fill, and bridge the landscape to maintain its
design criteria.
Views North from the Blue Ridge Parkway. Like Bypass Alternative 4A, viewers at the Parkway
could view the portion of the bypass north of the Parkway by driving by or from Thunderhill
overlook. From the perspective of drivers, the 3-mile visual sensitivity mapping for the Parkway
generally classifies the area that would be occupied by the bypass as visible but of low sensitivity
given the brief time that it would be viewed. Terrain would block views of approximately the
first 800 feet of the bypass (to Station 727) as it emerges from the tunnel. The bypass should for
the most part disappear from Parkway views at Station 758. Thus, like Bypass Alternative 4A,
this bypass would be visible from the Parkway for about 3,100 feet between Stations 727 and
758. The tunnel administration building and emergency vehicle garage also would be seen. For
the first 500 feet, the bypass would be built on fill with a face 30 to 160 feet long vertically.
Unlike Bypass Alternative 4A, which would continue on fill, the next 500 feet of this bypass
' would be on a bridge as high as 70 feet. Approximately the next 600 feet would involve a cut
into the terrain with the longest part of the exposed vertical face being about 160 feet, similar to
Bypass Alternative 4A. For 500 feet the bypass would again be on fill as high as 85 feet above
the existing terrain with a face as long as 180 feet vertically. The final 1,000 feet would be on a
bridge as high as 65 feet. Existing terrain would likely obscure the final segment of this bridge.
The views of these cuts, fills, and bridges would be 2,000 to 3,800 feet away from the Parkway.
The trees for the proposed re-vegetation plan would ultimately hide the fill areas from view. The
' length of cut in view of the Parkway would be less with this bypass than with Bypass Alternative
4A (approximately 600 feet versus 1,600 feet). Although considered a valuable view by Parkway
' officials, this view does not have the value or the opportunity for lingering stays by viewers
offered by the view to the south, as described in Section 3.4.2 of Chapter 3. Thus, alone the
visual impacts to the Parkway of the portion of the bypass north of the Parkway would not be
substantial, but they would make a contribution to the overall visual impact when combined with
the visual impacts south of the Parkway. Overall, however, the impact to Parkway views would
be much less with Bypass Alternative 4B when compared with Bypass Alternative 4A.
?J
US 321 Improvements (R-2237Q 4-61 Final Environmental Impact Statement
Views in the Thunder Mountain Road Area. Like Bypass Alternative 4A, this bypass, for almost
its full length north of the Blue Ridge Parkway, would divide a large parcel of land that has a
single owner. Two families live in the associated valley and one of their homes would be
displaced. Despite the changes that would reduce the visual impact of the alternative as viewed
from the Parkway, this bypass also would be a substantial visual presence in the more intimate
setting of the valley. The cuts, fills, and bridges described above, which would continue almost
to Aho Road, would occupy the slope that forms the western wall of the valley. Existing and
proposed vegetation would obscure the presence of the bypass in part, but as elsewhere, the
bypass would break the intactness of the landscape, by introducing new shapes and textures. The
second fill and the second bridge described above would be immediately adjacent to the
remaining homes along Thunder Mountain Road. They would be a substantial new visual
presence for the remaining homes and the bridge would be only 50 feet away from the nearest
home at a point where it would be 40 feet high. The value of this area as a rural setting would be
diminished with the presence of the bypass, a thoroughfare.
Views at Aho Road. A large cut into the hillside (as high as 170 feet) would be added to views
from the mobile home park at the intersection of Aho Road and US 321. The hillside is currently
forested and would be partially re-vegetated, but the lack of topsoil would prevent the cut from
being fully re-vegetated.
Views from the Bypass. Views from the bypass for bypass users would first include the cuts,
fills, and bridges of the bypass itself. Drivers would be able to enjoy views across the shallow
valley next to the bypass as it passes through the Thunder Mountain Road area.
4.4 Air Quality
The air quality analysis of the US 321 project was conducted at the microscale level. The
microscale (project level) analysis was conducted for mobile source emissions and for estimating
pollutant concentrations near roadway intersections. The maximum one-hour and eight-hour
carbon monoxide (CO) levels predicted at the analysis site indicate that the project is not
anticipated to cause or exacerbate a violation of the National Ambient Air Quality Standards
(NAAQS) for CO. With the Preferred Alternative, Mobile Source Air Toxics (MSAT) emissions
would be similar to the No-Build Alternative, and MSAT emissions would be lower with the
Bypass Alternatives. The details of these analyses are provided in the discussion below.
4.4.1 Regional Air Quality
The proposed project is included as part of a regional transportation network. Projects included
in this network are part of the State's Transportation Improvement Program (TIP). The TIP is
the basis for the area's regional emissions analysis, which utilizes vehicle miles traveled (VMT) /
vehicle kilometers traveled (VKT) and vehicle hours traveled (VHT) within the region to estimate
daily pollutant burden levels. The results of this analysis determine whether an area is in
conformity with regulations set forth in the Clean Air Act Final Conformity Rule.
The regional analysis performed for the TIP incorporates the effects of this project and, therefore,
would satisfy the requirements set forth in the Final Conformity Rule. Thus, the potential for the
proposed project to exceed NAAQS for localized CO concentrations and MSATs are the only air
quality impact assessments needed. Analyses for hydrocarbons, nitrogen oxides, ozone,
particulates (no increase in regional truck percentages are expected), sulfur dioxide, and lead are
not needed for reasons presented in Section 3.5 in Chapter 3.
US 321 Improvements (R-2237Q 4-62 Final Environmental Impact Statement
4.4.2 Microscale Air Quality Analysis
Project level or "microscale" air quality modeling for CO was performed using the EPA mobile
source emission factor model (MOBILE 5B) for vehicular emissions and the CAL3QHC version
2 air quality dispersion model for estimating pollutant concentrations near roadway intersections.
Following the guidelines set forth in EPA's Guidelines for Modeling Carbon Monoxide From
Roadway Intersections (EPA-454/R-92-005) and North Carolina Department of Environment and
Natural Resource's (DENR) Guidelines for Evaluating the Air Quality Impacts of Transportation
Facilities, CO levels in the project area were estimated for the existing, No-Build, and Build
Alternatives. These models and procedures are approved by the EPA for use in assessing the
potential for CO impacts for proposed highway projects nationwide.
The microscale CO analysis was performed for the peak one-hour traffic period. This is the
period when the greatest air quality effects of the proposed project are expected.
The CO levels resulting from motor vehicles using the proposed project and associated roadways
' were estimated at one traffic intersection, Sunset Drive/US 321111. The site was selected through a
screening process used to determine which sites were expected to demonstrate the greatest
project-related air quality impacts. IfNAAQS for CO are not exceeded at this one "worst case"
location, assuming "worst case" meteorological conditions, it can be concluded that NAAQS for
CO would not be exceeded at any other location in the project area. Signalized intersections are
often the "worst case" locations in CO concentration analyses because high CO concentrations
typically occur where vehicles are stopped and not where traffic is flowing freely. Sunset Drive
is the "worst case" location with either the Preferred Alternative or the Bypass Alternatives since
it is the intersection with the poorest level of service (longest vehicle waiting times) with the
Preferred Alternative (level of service D), and it operates at level of service F with the Bypass
Alternatives.
The Sunset Drive/US 321 analysis site is shown in Figure 4-10. Receptors were chosen at each
intersection in accordance with the guidelines found in EPA's Guideline for Modeling Carbon
Monoxide from Roadway Intersections (EPA-454/R-92-005).
The transport and concentration of pollutants emitted from motor vehicles are influenced by three
principal meteorological factors: wind direction, wind speed and the temperature profile of the
atmosphere. The values for these parameters were chosen to maximize pollutant concentrations
at each prediction site (i.e., to establish a conservative, worst-case situation).
The CO levels estimated by the model generally are the maximum concentrations which could be
expected to occur at each air quality receptor site analyzed. This is because of the assumption of
' the simultaneous occurrence of all worst-case parameters (peak hour traffic conditions,
conservative vehicular operating conditions, low wind speeds, low atmospheric temperature,
neutral atmospheric conditions, and maximizing wind direction).
Peak 8-hour concentrations of CO were obtained by multiplying the highest peak hour CO
estimates by 0.61. This factor, recommended by the DENR's Division of Air Quality, takes
account of the fact that over 8 hours (as distinct from a single hour) vehicle volumes will
fluctuate downwards from the peak, vehicle speeds may vary, and meteorological conditions
including wind speed and wind direction will vary as compared to the very conservative
assumptions used for the single hour.
' US 321 Improvements (R-2237C) 4-63 Final Environmental Impact Statement
07
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Alternative4 B
c v Alternative 4A
T?"cur dr-t-\M11
? _br v o F^ _Ts. ??
• - Preferred a I ? ? ?
Alternative 1A
Alternative and 1B t
?VATA
Alternative 1 B
trc,tiIY
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Alternative 1A
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Scale: 1" = 2000'
LEGEND
O Air Analysis Site
¦.¦¦¦¦.¦¦. Preferred Alternative
mmmmumui Bypass Alternative 1 A
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mumumu Bypass Alternative 4A
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Figure 4-10
Air Quality
Analysis Site
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Project-level modeling is used to predict CO concentrations resulting from emissions from motor
vehicles using roadways immediately adjacent to the location at which predictions are being
made. A CO "background" level must be added to this value to account for CO entering the area
from other sources upwind of the receptors. In consultation with the DENR's Division of Air
Quality, a 1-hour value of 1.8 ppm and an 8-hour value of 1.1 ppm were used as background
levels for this analysis.
4.4.3 Potential Air Quality Impacts
Maximum 1-hour and 8-hour CO levels predicted at the analysis site are shown in Table 4-12. At
the analysis site, CO levels were estimated at 28 receptor locations. The total predicted CO level
at a receptor includes the contributions of the roadway links plus the background concentration.
All predicted concentrations are below the applicable federal and state standards.
Table 4-12. Predicted Worst-Case 1-Hour and 8-Hour CO Levels (ppm)
B-,Pass Bypass
Nu- Preferred
Existing Alternatives Alternatives
tileasureroent Description 1999 Build Alternative 1A and 1 B 4A and 4B
2025 202
2025 2025
1-Hour Sunset Drive & US 321 5.1 7.5 7.7 5.4 5.3
8-Hour Sunset Drive & US 321 3.1 4.6 4.7 3.3 3.2
National and State 1-hour standard = 35 ppm
One-hour values include 1-hour background= 1.8 ppm
National and State 8-hour standard = 9 ppm
Eight-hour values include 8-hour background =1.1 ppm
The highest predicted 1-hour and 8-hour CO concentration, 7.7 ppm and 4.7 ppm respectively,
occurs in the Preferred Alternative. Though the No-Build and Preferred Alternative have the
same traffic volumes, widening the roadway increases the source strength slightly for the
receptors near the intersection, resulting in the highest predicted CO levels for all the alternatives
analyzed. The source strength increases for the receptors near the intersection in the Preferred
Alternative because the widened road is closer to the receptors. Bypass Alternatives 1A, 1B, 4A
and 4B have the lowest predicted CO levels. This is because of the large reduction in traffic
along the existing US 321 bypass anticipated with each of these alternatives.
The project is not predicted to cause or exacerbate a violation of the NAAQS for CO.
4.4.4 Air Quality Conformance
Since the project comes from an approved TIP and it is not predicted to cause or exacerbate a
violation of the CO standard, the project conforms to the State Implementation Plan (SIP) and the
goals set forth in the Clean Air Act Amendments (CAAA) and the Final Conformity Rule.
4.4.5 Mobile Source Air Toxics
For each alternative in this FEIS, the amount of MSATs emitted would be proportional to the
vehicle-miles traveled (VMT), assuming that other variables such as fleet mix are the same for
each alternative. VMT is the total number of miles traveled in a year by all vehicles on US 321
US 321 Improvements (R-2237Q 4-65 Final Environmental Impact Statement
within the project area. The VMT for the Preferred Alternative would be identical to the VMT
for the No-Build Alternative since they would follow the same route. The VMT for the Bypass
Alternatives would be lower than the VMT for the No-Build Alternative because the existing
route is longer than the bypasses. Existing US 321 is approximately 5.8 miles long from the
project's southern terminus at Blackberry Road (SR 1500) to Aho Road (SR 1533) north of
Blowing Rock where Bypass Alternatives 4A and 4B would terminate. If US 321 was relocated
along Bypass Alternatives lA or 113, the distance traveled for those using the bypass would drop
0.4 miles to 5.4 miles. If US 321 was relocated along Bypass Alternatives 4A or 413, the distance
traveled for those using the bypass would drop 1.9 miles to 3.9 miles.
Thus, with the Preferred Alternative, MSAT emissions would be similar to the No-Build
Alternative, and MSAT emissions would be lower with the Bypass Alternatives. MSAT
emissions also would be somewhat lower for the Build Alternatives because of increased peak
period speeds. According to the US Environmental Protection Agency's (USEPA) MOBILE6
emissions model, emissions of all of the priority MSATs except for diesel particulate matter
decrease as speed increases. The extent to which these speed-related emissions would reduce
VMT-related emissions cannot be reliably projected because of the inherent deficiencies of
current technical models.
Also, regardless of the alternative chosen, emissions would be lower in 2025 than present levels
as a result of the USEPA's national control programs that are projected to reduce MSAT
emissions by 57 to 87 percent between 2000 and 2020. Local conditions may differ from these
national projections in terms of fleet mix and turnover, VMT growth rates, and local control
measures.
The Build Alternatives would move some traffic closer to nearby homes; therefore, there could be
localized areas where ambient concentrations of MSATs could be higher. The localized increases
in MSAT concentrations likely would be most pronounced along the Preferred Alternative and
Bypass Alternatives IA and 1B because they both pass through developed areas. However, as
discussed above, the magnitude and the duration of these potential increases compared to the No-
Build Alternative cannot be accurately quantified because of the inherent deficiencies of current
models.
4.5 Noise and Vibration
4.5.1 Noise Standards and Criteria
The noise impacts for US 321 were assessed in accordance with FHWA procedures published in
Title 12, Part 772 of the Code of Federal Regulations (23 CFR 772) for determining when traffic
noise impacts will occur. The NCDOT uses FHWA procedures for noise impact assessment and
abatement analysis for all its highway noise impact assessments. These procedures involve the
following seven steps:
1. Identify existing land uses and activities, developed lands, and undeveloped lands for which
development is planned, designed; and programmed and that could be affected by traffic-
related noise;
2. Determine existing noise levels in the project area;
US 321 Improvements (R-2237C) 4-66 Final Environmental Impact Statement I
1 1 Predict future design year noise levels that would occur under No-Build and Build conditions;
4. Compare future noise levels with existing noise levels and with the FHWA's Noise
' Abatement Criteria (NAC) to identify traffic noise impacts and the need for abatement;
' 5. Identify areas at which noise impacts would be anticipated;
6. Identify areas for which noise abatement must be considered; and
' 7. Investigate various noise abatement measures that might be used to reduce or eliminate traffic
noise impacts.
As described in Section 3.6.1 of Chapter 3, FHWA noise assessment procedures identify noise
levels in decibels (dBA) based on the Leq(h) noise descriptor and identify noise abatement criteria
(NAC) levels at which abatement must be considered. The FHWA's NAC are shown in Table
4-13. The NAC apply to areas having regular human use and where lower noise levels are
' desired. FHWA noise assessment procedures indicate that noise impacts occur when the
predicted peak hour traffic noise levels approach or exceed the NAC levels, or when the predicted
design year (2025 for this project) traffic noise levels substantially exceed the existing noise
levels even though the predicted noise levels may not exceed the NAC.
LJI
Table 4-13. Noise Abatement Criteria for Highway Projects
Acti%ity L,(h) (dB ?k) Description otActivity
Catehorv
57 Lands on which serenity and quietness of extraordinary significance serve an
A
Exterior important public purpose and where the preservation of those qualities is essential
if the area is to continue to serve its intended purpose.
B 67 Picnic areas, recreation areas, playgrounds, active sports areas, parks, residences,
Exterior motels, hotels, schools, churches, libraries, and hospitals.
C
72
Ext
erior
Developed lands, properties, or activities not included in Categories A or B.
D - Undeveloped lands.
E 52 Residences, motels, hotels, public meeting rooms, schools, churches, libraries,
Interior hospitals, and auditoriums.
Source: FHWA 23 CFR Part 772, USDOT, April 1992.
' The NCDOT Traffic Noise Abatement Policy defines the "approach" noise level as the level
within 1 dBA of the NAC. For Activity Category B, which applies to most of the project area,
this level is 66 dBA. The NCDOT defines a substantial increase in traffic noise level to be an
' increase of 15 dBA or more where the existing noise level is 50 dBA or less, or 10 dBA or more
where the existing noise level is greater than 50 dBA.
The NAC are used by the NCDOT to establish noise impact thresholds for considering noise
impact abatement measures. The NAC are not attenuation criteria or targets. The basic goals of
the NAC are to help minimize the adverse noise impacts on the community during the operation
of the project and, where necessary and appropriate, to provide feasible and reasonable noise
abatement.
1 US 321 Improvements (R-2237Q 4-67 Final Environmental Impact Statement
4.5.2 Traffic Noise Model
Existing and future traffic noise levels were predicted using FHWA's Traffic Noise Model
(TNM) version 1.1 highway noise prediction model. The FHWA's TNM is used for predicting
noise levels on all NCDOT projects. Input parameters necessary to run TNM include average
daily and peak hour traffic volumes and speeds, vehicle types, receiver locations and elevations,
roadway geometry, variations in terrain between the noise source and receiver, and the presence
of any building rows, barriers and/or buffers.
4.5.3 Predicted Noise Levels
A total of 201 noise sensitive receivers, representing the 285 noise sensitive sites described in
Section 3.6.4 of Chapter 3, were modeled in TNM for 2025 for the No-Build Alternative and the
five Build Alternatives. The results are presented in the following tables, Table 4-14 through
Table 4-19. Each table identifies the difference in noise levels between the existing condition and
2025 noise levels. The results are organized by the noise sensitive areas presented in Figure 3-5
in Chapter 3.
No-Build Alternative
Table 4-14 presents the predicted existing and 2025 design hour noise levels for the No-Build
Alternative by receiver within the 15 noise sensitive areas along US 321. A total of 182 noise
sensitive sites were evaluated for this alternative.
As shown in Table 4-14, the predicted noise levels at all of the noise sensitive areas for the
No-Build Alternative are expected to exceed the existing condition noise levels by less than 3
dBA. However, under the No-Build Alternative, 19 noise sensitive sites (residences) would have
noise levels that approach or exceed the NAC level. It is widely accepted that the average human
ear can barely perceive noise level changes of 3 dBA or less. Therefore, the changes in noise
levels from the existing condition to the 2025 No-Build Alternative would be negligible. The
increases in future noise levels under the No-Build Alternative are related to an increase in
projected traffic volumes.
Preferred Alternative
Table 4-15 presents the predicted existing and future noise levels for the Preferred Alternative by
receiver within the 15 noise sensitive areas along US 321. A total of 182 noise sensitive sites
were evaluated for this alternative.
As shown in Table 4-15, the predicted noise levels for the Preferred Alternative are expected to
exceed the NAC at 28 of the 182 modeled sites (Receivers 2, 23, 39, 44, 57, 70, 97, and 113).
These sites are adjacent to US 321 in areas where the widening would move the roadway, and
therefore, vehicle traffic, closer to the residences. A less than 1 dBA reduction in future noise
levels is also expected to occur at the 27 residences represented by Receivers 74 and 120. In
these noise sensitive areas, the widening of US 321 would move vehicle traffic farther away from
the residences. In no case would the Preferred Alternative cause a substantial increase in noise
levels; the highest predicted increase is 7.3 dBA.
Bypass Alternative IA
Table 4-16 presents the predicted existing and 2025 noise levels for Bypass Alternative IA at
receivers within the alternative's corridor, noise sensitive areas 1 through 6 and 14 through 21. A
total of 136 noise sensitive sites were evaluated for this alternative.
US 321 Improvements (R-2237Q 4-68 Final Environmental Impact Statement I
Table 4-14. Predicted Existing and Future Noise Levels for the No-Build Alternative at
Receivers Adjacent to US-321
n
n
J
Noise Representative Nu A' er of N AC w [,,q(h) (dBA)
Sensitive'
Area Receiver
Number Sensitive
Receptors (dBA) Existing
Condition 2025 No-Build
Alternative Differenc -
1 2 4 66 65.7 68.5 2.8
2 3 3 66 58.6 61.3 2.7
3 6 2 66 54.7 57.4 2.7
11 5 66 47.4 50.2 2.8
12 4 66 54.0 56.7 2.7
4
16
5
66
42.0
44.7
2.7
5 18 2 66 56.2 59.0 2.8
19 2 66 54.2 56.9 2.7
23 2 66 63.8 66.4 2.6
6
25
16
66
54.2
56.8
2.6
32 7 66 51.4 54.1 2.7
7 38 14 66 61.4 63.9 2.5
39 2 66 67.6 70.1 2.5
8 44 5 66 68.0 70.4 2.4
50 9 66 60.5 63.0 2.5
56 17 66 61.4 63.9 2.5
9
57
1
66
63.9
66.3
2.4
10 70 5 66 63.8 66.2 2.4
74 23 66 60.9 63.4 2.5
11 89 14 66 60.9 63.4 2.5
12 93 3 66 60.9 63.4 2.5
97 9 66 61.7 64.1 2.4
13 99 11 66 59.5 62.0 2.5
108 4 66 63.5 65.9 2.4
14 113 1 66 62.5 65.1 2.6
114 5 66 54.9 57.5 2.6
117 2 66 52.1 54.7 2.6
15
120
5
66
51.5
54.0
2.5
Total Number of Noise 182
Sensitive Sites
US 321 Improvements (R-2237Q 4-69 Final Environmental Impact Statement
Table 4-15. Predicted Existing and Future Noise Levels for the Preferred Alternative at
Receivers Adjacent to US-321
N'Olse `Representative -'Number of
NA Lw(h) (dBA) ?
Sensitive
Area Receiver
?Number Sensitive
Receptors C
{dBA?
A IL
Existin Condition
2025 Preferred
Alter ative
_'J 11 Difference
1 2 4 66 65.7 69.3 3.6
2 3 3 66 58.6 62.3 3.7
3 6 2 66 54.7 58.7 4.0
11 5 66 47.4 49.7 2.3
4 12 4 66 54.0 57.3 3.3
16 5 66 42.0 45.0 3.0
5 18 2 66 56.2 60.0 3.8
19 2 66 54.2 59.0 4.8
6 23 2 66 63.8 67.1 3.3
25 16 66 54.2 58.4 4.2
32 7 66 51.4 53.8 2.4
7 38 13 66 61.4 61.4 0.0
39 3 66 67.6 74.9 7.3
8 44 5 66 68.0 70.3 2.3
50 9 66 60.5 60.9 0.4
9 56 16 66 61.4 61.8 0.4
57 2 66 63.9 71.2 7.3
10 70 6 66 63.8 68.9 5.1
74 22 66 60.9 60.1 -0.8
11 89 14 66 60.9 65.8 4.9
12 93 3 66 60.9 65.8 4.9
97 5 66 61.7 68.5 6.8
13 99 13 66 59.5 65.8 6.3
108 6 66 63.5 65.6 2.1
14 113 1 66 62.5 66.2 3.7
114 5 66 54.9 57.9 3.0
15 117 2 66 52.1 57.2 5.1
120 5 66 51.5 51.3 -0.2
Total Number of Noise 182
Sensitive Sites
US 321 Improvements (R-2237C) 4-70 Final Environmental Impact Statement
Table 4-16. Predicted Existing and Future Noise Levels for Bypass Alternative 1A
t
Li
Noise Representative Number of NAC' L",(h) (dBA)
Sensitive
Area Receiver
Vu er Sensitive
Receptors (dSA) Existing Condition 2025 Bypass
I
Alternative l A Difference
1 2 4 66 65.7 73.7 8.0
2 3 3 66 58.6 64.8 6.2
3 6 2 66 54.7 61.8 7.1
11 5 66 47.4 51.2 3.8
4 12 4 66 54.0 58.5 4.5
16 5 66 42.0 46.8 4.8
18 2 66 56.2 62.7 6.5
5
19
2
66
54.2
62.7
8.5
6 23 2 66 63.8 69.0 5.2
25 16 66 54.2 58.4 4.2
14 113 1 66 62.5 64.9 2.4
114 5 66 54.9 60.9 6.0
117 2 66 52.1 65.4 13.3
15
120
5
66
51.5
57.8
5.8
129 6 66 47.6 55.3 7.7
16 130 6 66 47.3 67.0 19.7
134 1 66 45.7 73.6 27.9
136 2 66 46.1 63.5 17.4
17
139
4
66
44.7
74.1
29.4
141 2 66 44.7 72.7 28.0
18 143 1 66 43.2 57.9 14.7
145 10 66 42.5 62.7 20.2
155 9 66 43.3 66.2 22.9
19 159 3 66 39.9 74.0 34.1
192 1 66 37.1 60.6 23.5
163 10 66 37.1 74.6 37.5
20 164 1 66 36.2 53.5 17.3
167 4 66 35.2 48.2 13.0
177 5 66 40.8 56.4 15.6
1 179 2 66 39.8 70.1 30.3
2 185 5 66 41.5 66.5 25.0
188 6 66 45.8 59.0 13.2
Total Number of Noise 136
Sensitive Sites
US 321 Improvements (R-2237C) 4-71 Final Environmental Impact Statement
As shown in Table 4-16, the future noise levels for the proposed Bypass Alternative lA would
exceed the NAC at six of the modeled residences (Receivers 2 and 23). An additional 21
residences (Receivers 117, 136, 145, 164, 177, and 192) would experience a substantial increase
in future noise levels. Also, the prediction results indicate that 42 residences (Receivers 130, 134,
139, 141, 155, 159, 163, 179, and 185) would be exposed to both an exceedance of the NAC and
a substantial increase above existing noise levels. All but six of the 80 affected residences would
be along the new right-of-way after, it leaves existing US 321. Predicted increases would be as
high as 37.5 dBA.
Bypass Alternative IB
Table 4-17 presents the predicted existing and 2025 noise levels for Bypass Alternative 1B at
receivers within its corridor, the same corridor as Bypass Alternative 1A. A total of 136 noise
sensitive sites were evaluated for this alternative.
Table 4-17. Predicted Existing and Future Noise Levels for Bypass Alternative 1B
Noise Representative ; INoniber of \AC L,,(h) WBA)
Sensitive
Area Receiver
Number Sensitive
Receptors
(dB=?)
Lxisthw Condition 2025 Bypass
Alternative 1B Difference. ?
1 2 4 66 65.7 73.6 7.9
2 3 3 66 58.6 64.8 6.2
3 6 2 66 54.7 61.7 7.0
11 5 66 47.4 51.3 3.9
4 12 4 66 54.0 56.9 2.9
16 5 66 42.0 46.0 4.0
5 18 2 66 56.2 59.5 3.3
19 2 66 54.2 63.1 8.9
6 23 2 66 63.8 65.2 1.4
25 16 66 54.2 57.8 3.6
14 113 1 66 62.5 64.7 2.2
114 5 66 54.9 61.3 6.4
15 117 2 66 52.1 61.8 9.7
120 5 66 51.5 57.0 5.5
16 129 6 66 47.6 55.7 8.1
130 7 66 47.3 66.2 18.9
17 136 5 66 46.1 60.9 14.8
139 1 66 44.7 74.1 29.4
141 2 66 44.7 68.9 24.2
18 143 1 66 43.2 57.7 14.5
145 10 66 42.5 62.6 20.1
155 2 66 43.3 66.8 23.5
19 159 1 66 39.9 73.9 34.0
192 10 66 37.1 62.0 24.9
20 163 8 66 37.1 74.5 37.4
167 7 66 35.2 47.7 12.5
177 12 66 40.8 56.0 15.2
21 179 2 66 39.8 69.5 29.7
185 2 66 41.5 66.7 25.2
188 2 66 45.8 58.8 13.0
Total Number of Noise 136
Sensitive Sites
US 321 Improvements (R-2237C) 4-72 Final Environmental Impact Statement 1
t
I
I
u
As shown in Table 4-17, above, the predicted noise levels for the proposed Bypass Alternative 1B
would exceed the NAC at four of the 136 modeled residences (Receiver 2). An additional 32
residences (Receivers 145, 177, and 192) would experience a substantial increase in future noise
levels. Also, the prediction results indicate that 25 residences (Receivers 130, 139, 141, 155, 159,
163, 179, and 185) would be exposed to both an exceedance of the NAC and a substantial increase
above existing noise levels. All but four of the 76 affected residences would be along the new right-
of-way after it leaves existing US 321. Predicted increases would be as high as 37.4 dBA.
Bypass Alternative 4A
Table 4-18 presents the predicted existing and 2025 noise levels for Bypass Alternative 4A at
receivers within the corridor's noise sensitive areas (1 through 6, 15 through 20, 22 and 23). A
total of 137 noise sensitive sites were evaluated for this alternative.
Table 4-18. Predicted Existing and Future Noise Levels for Bypass Alternative 4A
Noise Representalive ' Number of \AC L,. (h) (dBA)
Sensitive
Area Receiver
Number Sensitive
Receptors
(dBA)
Ezistina Condition By ass
%ltern?tive 4A Difference
1 2 4 66 65.7 73.8 8.1
2 3 3 66 58.6 65.1 6.5
6 2 66 54.7 53.9 -0.8
3
11
5
66
47.4
53.4
6.0
12 4 66 54.0 53.2 -0.8
4 15 1 66 44.3 67.3 23.0
16 4 66 42.0 58.0 16.0
18 2 66 56.2 56.4 0.2
5
19
2
66
54.2
57.8
3.6
23 2 66 63.8 62.0 -1.8
6 25 16 66 54.2 52.2 -2.0
118 2 66 52.7 51.6 -1.1
15 122 5 66 47.7 53.5 5.8
1 129 6 66 47.6 50.2 2.6
6 130 7 66 47.3 57.4 10.1
17 139 6 66 44.7 53.1 8.4
143 2 66 43.2 58.9 15.7
18 145 9 66 42.5 54.3 11.8
151 2 66 40.2 60.0 19.8
155 9 66 43.3 45.4 2.1
19 159 3 66 39.9 45.7 5.8
192 1 66 37.1 45.7 8.6
2 163 6 66 37.1 43.1 6.0
0 167 9 66 35.2 54.5 19.3
22 195 3 66 27.0 58.2 31.2
23 197 22 66 60.2 61.7 1.5
Total Number of Noise 137
Sensitive Sites
US 321 Improvements (R-2237C)
4-73 Final Environmental Impact Statement
As shown in Table 4-18, the predicted noise levels for the proposed Bypass Alternative 4A would
exceed the NAC at four of the 155 modeled residences (Receiver 2). An additional 20 residences
(Receivers 16, 130, 143, 151, 167, and 195) would experience a substantial increase in future
noise levels. In addition, the prediction results indicate that one residence (Receiver 15) would be
exposed to both an exceedance of the NAC and a substantial increase above existing conditions.
These increases would occur in areas east of Blowing Rock and north of the Blue Ridge Parkway
where the proposed bypass would be constructed on new location. Predicted increases would be
as high as 31.2 dBA.
Bypass Alternative 4B
Table 4-19 presents the predicted existing and 2025 noise levels for the Bypass Alternative 4B by
receivers within its corridor, the same corridor as Bypass Alternative 4A. A total of 137 noise
sensitive sites were evaluated for this alternative.
Table 4-19. Predicted Existing and Future Noise Levels for Bypass Alternative 4B
Noise Representative Number of NAC 1111(h) (dB;A)
Sensitive
Area Receiver
Number Sensitive
Rece tors
1
(dB'4)
Existing Condition B} pass
Alternative =1i3 Difference
1 2 4 66 65.7 73.8 8.1
2 3 3 66 58.6 65.3 6.7
3 6 2 66 54.7 53.7 -1.0
11 5 66 47.4 56.3 8.9
4 12 4 66 54.0 52.6 -1.4
16 5 66 42.0 62.4 20.4
5 18 2 66 56.2 56.2 0.0
19 2 66 54.2 58.0 3.8
6 23 2 66 63.8 62.1 -1.7
25 16 66 54.2 52.1 -2.1
15 118 2 66 52.7 51.9 -0.8
122 5 66 47.7 54.5 6.8
16 129 6 66 47.6 50.2 2.6
130 7 66 47.3 58.1 10.8
17 139 6 66 44.7 52.6 7.9
143 2 66 43.2 56.7 13.5
18 145 9 66 42.5 53.4 10.9
151 2 66 40.2 58.7 18.5
155 9 66 43.3 44.3 1.0
19 159 3 66 39.9 46.0 6.1
192 1 66 37.1 59.8 22.7
20 163 6 66 37.1 44.6 7.5
167 9 66 35.2 55.5 20.3
22 193 2 66 28.2 60.0 - 31.8
195 1 66 27.0 66.0 39.0
23 197 22 66 60.2 60.3 0.1
Total Number of Noise 137
Sensitive Sites
US 321 Improvements (R-2237C) 4-74 Final Environmental Impact Statement
Cl
As shown in Table 4-19, the predicted noise levels for the proposed Bypass Alternative 4B would
exceed the NAC at four of the 137 modeled residences (Receiver 2). An additional 19 residences
(Receivers 16, 151, 167, 192, and 193) would experience a substantial increase in future noise
levels. In addition, the prediction results indicate that one residence (Receiver 195) would be
exposed to both an exceedance of the NAC and a substantial increase above existing conditions.
Like Bypass Alternative 4A, these increases would occur in areas east of Blowing Rock and north
of the Blue Ridge Parkway where the proposed bypass would be constructed on new location.
Predicted increases would be as high as 39 dBA.
4.5.4 Analysis
The relation of the predicted noise levels to the NAC and existing levels is summarized in Table
4-20. The Preferred Alternative would raise noise levels to a point approaching or exceeding the
NAC at 28 sensitive receptors, an increase of nine over the No-Build Alternative, which follows
the same corridor. Bypass Alternatives IA and 1B, which would pass through residential
neighborhoods would have a substantially greater noise impact' than the other alternatives, with
61 to 69 noise sensitive receptors. Bypass Alternative 4A and 4B also would have a substantial
impact on 24 to 25 noise sensitive receptors.
Table 4-20. Number of Noise Sensitive Receptors Affected by Alternative
Type of Noise N
B
ild Preferred Bypass A lternatives
Impact o-
u Alternative lA IB 4A 4B
Exceeds NAC 19 28 6 4 4 4
Substantial Increase 0 0 21 32 20 19
Both 0 0 42 25 1 1
Total 19 28 69 61 25 24
' With the Bypass Alternatives, a small reduction in traffic noise levels would occur for receivers
adjacent to US 321 in Blowing Rock because of the diversion of traffic to the proposed bypass. The
diversion of vehicle traffic to Bypass Alternatives lA and 1B would result in an average noise
' reduction of 3.4 dBA. The average noise reduction associated with Bypass Alternatives 4A and 4B
would be less than 1 dBA. The small benefit would be greater with Bypass Alternatives lA and 1B
because they would divert more traffic to the bypass than would Bypass Alternatives 4A and 4B.
F-1
4.5.5 Project Noise Abatement
Since noise levels at certain receivers along each of the Build Alternatives were determined to
exceed the NAC of 66 dBA, present a substantial increase over existing conditions, or both, the
feasibility and reasonableness of noise abatement measures were evaluated for all of the affected
sensitive sites. Feasibility of an abatement measure deals primarily with design and engineering
considerations. Reasonableness is a more subjective measure and demonstrates that good
judgment and common sense were used in making a decision with respect to the abatement
measure.
As outlined in 23 CFR 772, abatement may include the following mitigation measures: noise
barriers, traffic system management, alignment modifications, and land use control. When noise
1 US 321 Improvements (R-2237C) 4-75 Final Environmental Impact Statement
abatement measures are being considered, every effort should be made to obtain substantial noise
reduction at the affected receivers. The design goal of an abatement measure is a reduction of 8
dBA or more. If a minimum reduction of 5 dBA cannot be achieved, an abatement measure is not
considered feasible.
The following sections discuss the noise abatement measures that were investigated for this
project.
Noise Barriers
Noise barriers reduce noise levels by blocking the sound path between the roadway and noise
sensitive sites. To be effective in reducing traffic noise impacts, a noise barrier must have certain
characteristics. The barrier must be long (the barrier should extend four times as far in each
direction as the distance from the receiver to the barrier), must be continuous (with no gaps or
discontinuities in the design whether they be for pedestrian access, cross-street penetration, or
access to the roadway for maintenance purposes), and must be sufficiently high to provide the
necessary reduction in noise levels at an affected site.
In order for a barrier to be considered feasible and reasonable, it must meet the following
minimum criteria:
• Provide a minimum insertion loss (noise reduction) of 5 dBA to all of the affected sites, with
a design goal of 8 dBA for the receivers immediately behind the barrier.
• The cost to construct the barrier should not exceed $35,000 per benefited receptor plus an
incremental increase of $500 per dBA average increase in the predicted exterior noise levels
of the impacted receptors of the area. For purposes of this determination, benefited receptors
are those that would experience a reduction of 5 dBA or more in the level of traffic noise as a
result of the noise barrier.
Barrier analyses were conducted at receptors where predicted noise levels for the Build
Alternatives would exceed the NAC and/or show a substantial increase above predicted existing
noise levels. The TNM computer program was utilized to evaluate the cost-effectiveness and
acoustic-effectiveness of noise barriers. Noise barriers of varying heights and lengths were
modeled at each location considered. The results of the noise barrier analyses were compared to
the minimum criteria.
After review of the noise level results and geometry of the project, it is not considered reasonable
or feasible to construct noise barriers at affected sensitive receptors, except for one area along
Bypass Alternatives Al and A2, for the following reasons:
• The noise sensitive sites along the project corridors are often scattered and low-density
residences. Noise barriers are not cost-effective in such settings.
• For the noise sensitive areas along US 321, acoustically effective noise barriers would block
or limit the access of residents to US 321 by blocking driveways and side streets.
• At noise sensitive areas 16 and 17 along the Blue Ridge escarpment, the residences are
elevated as much as 80 to 90 feet above the proposed bypass alternatives. A barrier placed
along the proposed right-of-way would not be effective since the maximum barrier height
allowed by NCDOT standards is 25 feet. The most acoustically effective barrier location
would be at the highest point relative to the roadway. One option might be to construct the
US 321 Improvements (R-2237C) 4-76 Final Environmental Impact Statement 1
barriers near the homes and outside of the NCDOT right-of-way. This option would require
the homeowners to grant a dedicated easement for the maintenance of the barrier. Also, the
' barrier would obstruct the panoramic views from these homes of Blackberry Valley.
In noise sensitive area 19 (see Figure 3-5 in Chapter 3), a noise reduction of 5 to 12 dBA could be
achieved at four receptors. (Four other receptors would receive smaller reductions from the same
barrier.) The average cost for protecting the four receptors with a greater than 5 dBA reduction
would be $41,940 per receptor. The increase in noise levels with Bypass Alternatives lA and 1B
at the four receptors would be 15.5-29.9 dBA from 41.5-43.3 dBA (existing) to 59.0-71.4 dBA
(with Bypass Alternatives lA or 1B). The large amount of increase adds $14,950 ($500 times
29.9 dBA) to the base $35,000 cost effectiveness measure for a total of $49,950, making this
barrier cost-effective.
Traffic System Management Measures
Traffic system management measures that limit motor vehicle speeds and reduce traffic volumes
' can be effective noise mitigation measures. However, these measures also negate a project's
ability to accommodate forecast traffic volumes.
' Alignment Modifications
Alignment modifications generally involve orientating and/or siting the roadway at sufficient
distances from noise sensitive areas to minimize noise impacts. As discussed in Section 2.2 of
Chapter 2, the study team evaluated numerous locations for the Build Alternatives. The locations
of the alternatives under consideration offer the best set of alternatives that balance engineering
criteria, limitations imposed by terrain and the various community, cultural resource, and natural
resource impacts.
Land Use Controls
Another noise abatement measure is the use of land use controls to minimize impacts to future
development. Local government and planning agencies with land use control authority could
consider anticipated noise level changes along the Preferred Alternative so new homes and other
sensitive uses are set back from the road sufficiently to avoid noise impact. A setback distance of
200 feet from the center of the nearest travel lane of the Build Alternatives to the 66 dBA noise
level was calculated. Traffic noise levels should not exceed 66 dBA at new homes set back at
' least 200 feet from the road.
4.6 Historic and Archaeological Resources
' This section describes the effect of the alternatives on historic and archaeological resources. The
material follows guidance associated with Section 106 of the National Historic Preservation Act
of 1966 (36 CFR Part 800). Section 106 requires federal agencies to take into account the effects
of their undertakings (federally-funded, licensed, or permitted) on properties included in or
eligible for inclusion in the National Register of Historic Places and to afford the Advisory
Council on Historic Preservation a reasonable opportunity to comment on such undertakings.
The Preferred Alternative is subject to Section 106 because a Section 404 Clean Water Act permit
is required from the USACE for dredge and fill impacts to waters of the United States within the
boundary of the Green Park Historic District. The other alternatives may not be subject to
Section 106, since no federal permit or license applies to the portion of the alternatives that effect
eligible properties, and since no federal funds are being used. Nonetheless, Section 106
consultation occurred for all detailed study alternatives and is reported here. Compliance with
Section 106 meets and exceeds compliance with G.S. 121-12(a), the state statute that requires
US 321 Improvements (R-2237Q 4-77 Final Environmental Impact Statement
review of state undertakings that affect historic properties listed on the National Register. None
of the alternatives would affect archaeological resources. The Preferred Alternative would have
an Adverse Effect on the Green Park Historic District and on the Green Park Inn. Bypass
Alternatives 4A and 4B would have an Adverse Effect on Blue Ridge Parkway. [The other
alternatives would have no Adverse Effect on historic resources.]
4.6.1 Historic Resources
As described in Chapter 3, in Section 3.7.1 and for the Blue Ridge Parkway in Section 3.8.3 three
historic resources listed on the National Register of Historic Places (NRHP) are present in the
project's area of potential effects (APE): the Green Park Historic District, the Green Park Inn,
and the Bollinger-Hartley House. The Blue Ridge Parkway is eligible for inclusion in the
National Register. All of the Build Alternatives would affect historic resources listed on or
eligible for inclusion in the National Register of Historic Places. Only three alternatives would
have an Adverse Effect on such resources: the Preferred Alternative would have an Adverse
Effect on Green Park Historic District and the Green Park Inn. Bypass Alternative 4A and 4B
would have an Adverse Effect on the Blue Ridge Parkway. The No-Build Alternative would not
have an effect on any historic properties.
An Adverse Effect is defined in the regulations of the Advisory Council on Historic Preservation
that implement Section 106 of the National Historic Preservation Act of 1966 (36 CFR Part
800.5(a)(1)) as:
An Adverse Effect is found when an undertaking may alter, directly or indirectly, any of the
characteristics of a historic property that qualify the property for inclusion in the National
Register in a manner that would diminish the integrity of the property's location, design,
setting, materials, workmanship, feeling, or association. Consideration shall be given to all
qualifying characteristics of a historic property, including those that may have been identified
subsequent to the original evaluation of the property's eligibility for the National Register.
Adverse effects may include reasonably foreseeable effects caused by the undertaking that may
occur later in time, be farther removed in distance or be cumulative.
The regulations also present the following examples of adverse effects:
(i) Physical destruction of or damage to all or part of the property;
(ii) Alteration of a property, including restoration, rehabilitation, repair, maintenance,
stabilization, hazardous material remediation, and provision of handicapped access, that is not
consistent with the Secretary's standards for the treatment of historic properties (36 CFR part
68) and applicable guidelines;
(iii) Removal of the property from its historic location;
(iv) Change of the character of the property's use or of physical features within the property's
setting that contribute to its historic significance;
(v) Introduction of visual, atmospheric or audible elements that diminish the integrity of the
property's significant historic features;
US 321 Improvements (R-2237Q 4-78 Final Environmental Impact Statement
(vi) Neglect of a property which causes its deterioration, except where such neglect and
deterioration are recognized qualities of a property of religious and cultural significance to an
' Indian tribe or Native Hawaiian organization; and
(vii) Transfer, lease, or sale of property out of Federal ownership or control without adequate
and legally enforceable restrictions or conditions to ensure long-term preservation of the
property's historic significance.
The determinations of effect by resource and alternative are shown in Table 4-21. These
' determinations were affirmed during the DEIS review by the study's historic resource consulting
parties, including the USACE, State Historic Preservation Officer, for resources affected by the
Preferred Alternative. The State Historic Preservation Office/NCDOT concurrence form for the
assessment of effects is presented in Appendix A as a part of "Other Correspondence" with the
"NC Department of Cultural Resources."
!I
F
F
F
Table 4-21. Determination of Effect for Project Area Historic Resources
Preferred Bypass Alternative
Alternative I A 1 B 42 k 413
Bollinger- No Adverse Not in APE' Not in APE Not in APE Not in APE
Hartley House Effect
Green Park No Adverse No Adverse
Historic Adverse Effect Effect Effect Not in APE Not in APE
District
Green Park Inn Adverse Effect Not in APE Not in APE Not in APE Not in APE
Blue Ridge No Effect No Adverse No Adverse Adverse Effect Adverse Effect
Parkway Effect Effect
' APE =area of potential effects
The Preferred Alternative was determined to have an Adverse Effect on two historic resources,
the Green Park Historic District and the Green Park Inn. Section 7.11 of Chapter 7 describes the
continued consultation with consulting parties to develop means for minimizing and mitigating
the Adverse Effects and the resulting MOA (Appendix G) between the NCDOT, the USACE, and
the State Historic Preservation Office.
The following paragraphs describe the potential impacts to the four historic resources and the
basis for the determinations of effect in Table 4-21.
Bollinger Hartley House
The Bollinger-Hartley House is west of US 321 north of Sunset Drive. It is below the elevation
of existing road and cannot be seen from the road. The house is important in the architectural
history of Blowing Rock and Watauga County. The Preferred Alternative would remain within
the existing right-of-way adjacent to the Bollinger-Hartley House and would not encroach on the
National Register boundaries of the property. The house, however, would be affected by the
Preferred Alternative.
I US 321 Improvements (R-2237Q 4-79 Final Environmental Impact Statement
Behind the house, a steep vegetated slope rises from the home to the existing road. Here, a
portion of the Preferred Alternative would occur adjacent to the home. A retaining wall would be
built to hold the widened road and to replace a portion of the slope. The wall would parallel the
east property boundary for approximately 230 feet. At the southern boundary of the property, the
wall would be 12 feet high. The wall's height would diminish to zero as it continues north.
Adjacent to the house the wall would be about 4 feet high and set on the hillside at a higher
elevation than the home. The wall would be within the existing right-of-way approximately 40
feet from the back of the home. A portion of the vegetated slope would remain between the home
and the wall.
Peak hour noise levels in 2025 at the house (65.6 dBA) would not exceed the FHWA's Noise
Abatement Criteria. Noise levels would increase by less than 3 dBA over existing levels (63.5
dBA). A nearly identical increase would occur with the No-Build Alternative (to 65.9 dBA).
The retaining wall would not substantially change the character of physical features within the
property's setting that contribute to its historic architectural significance. The visual and auditory
elements of the Preferred Alternative would not rise to the level that they would diminish the
integrity of the resource's significant historic architectural features. Therefore, the Preferred
Alternative would have No Adverse Effect on the Bollinger-Hartley House.
Green Park Historic District - Effect of the Preferred Alternative
In the Green Park Historic District, the Preferred Alternative would be a four-lane road with curbs
and gutters and no median. Left turn lanes would be provided for those turning from US 321 to
Green Hill Road or Rock Road. The Preferred Alternative would adversely affect the District by
converting approximately 3.7 acres of District land to highway right-of-way. It would displace
one contributing structure and its associated stone walls. It would take a portion of the property
from two additional contributing structures. In addition to requiring some property within the
District, the Preferred Alternative would have visual and construction related impacts.
The potential impacts to the Green Park Historic District and its contributing properties, including
the Green Park Inn, are discussed below under the following subheadings: displacement and area
affected, potential for incompatible development, visual change, traffic operations, drainage, air
quality, noise, Blowing Rock Country Club hole #4, and construction. Figure 3-8 in Chapter 3
shows the relation of the historic district to the Preferred Alternative.
Displacement and Land Area Affected. Table 4-22 indicates the effects of the Preferred
Alternative on contributing properties. A total of approximately 3.0 acres of new property from
the District would be acquired as highway right-of-way. This area would be reduced slightly by
the use of 11-foot lanes within the District. The thin solid line that parallels the proposed
pavement shown in Figure 3-8 in Chapter 3 and Figure D-1 c to Figure D-1 e (in Appendix D) is
the proposed right-of-way line. One contributing structure, the Cottage (#21 in Table 4-22),
would be displaced. Two other contributing structures would lose a portion of their associated
grounds through the acquisition of additional right-of-way. Approximately 280 square feet from
of the rear portion of the Shuford Family Cottage (#10) property and 0.17 acre of the front yard of
the A.G. Jonas Cottage (#23) property would be purchased for new right-of-way. Included in the
loss of land would be the removal of the associated landscaping elements that are characteristic of
the District (see the discussion of "Visual Change" below).
The Preferred Alternative would also result in the temporary displacement during construction of
the business sign for the Green Park Inn on the west side of US 321, stone walls along the west
side of US 321, and a sidewalk on the east side of US 321 in front of the Green Park Inn. These
US 321 Improvements (R-22370 4-80 Final Environmental Impact Statement
F-1
II
Table 4-22. District and Contributing Properties Affected'
Number Pro ,erty Name Structu Dis ed Other F t r .
Green Park Historic District Cottage (#21 in Informal and densely wooded landscaping
Table 3-15) and stone walls along west side of US 321
removed and replaced.
District Contributing Properties:
10 Shuford Family Cottage No None
and garage
20 Green Park Inn No Sidewalk removed and rebuilt during
(individually National construction; sign on west side of US 321
Register listed) is within the new right-of-way. It would be
replaced. The parking lot on the west side
would not be replaced because it is no
longer owned b the Green Park Inn.
21 Cottage Yes Home, driveway, and associated stone wall
removed.
23 A.G. Jonas Cottage No 40 feet of densely wooded landscaping
between house and road removed, leaving
25 feet
39 Blowing Rock Golf Course No An approximately 6-foot-high retaining
wall replaces a slope at the edge of the
IL_ fairway of hole #4
1 No property is affected by the Preferred Alternative from the contributing structures that are not included in this table.
features would be reconstructed or relocated during construction. The Green Park Inn sign is on
property not owned by the Inn and would likely need to be replaced on the east side of US 321 on
property owned by the Inn. An approximately 6-foot-high retaining wall would be constructed
along the edge of the golf course, adjacent to hole #4. The retaining wall would replace an
existing embankment that lies between the existing US 321 pavement and the golf course. Use of
a retaining wall here would permit the creation of an 8-foot-wide flat berm between the curb of
the Preferred Alternative and the golf course, in keeping with standard NCDOT highway design
practice. A railing would be placed on top of the retaining wall for pedestrian safety.
Potential for Incompatible Development. Since the purpose of the Preferred Alternative is to
improve safety and serve traffic associated with already anticipated growth, there is no reason to
believe that the Preferred Alternative would influence existing development trends one way or
' another in the District. In addition, the Preferred Alternative would not increase the accessibility
of vacant properties. These findings apply both to vacant District lands along US 321 and other
parts of the District where vacant land exists.
F
The overall direction of the Blowing Rock Comprehensive Plan (1993) is the preservation of the
resort village character of Blowing Rock, a character that was developed in large measure
because of the contributing structures and landscaping of the District. Thus, given these policies,
the design of any new development in the District would likely complement the surrounding
historic structures. New structures, however, would be contemporary and non-contributing. Full
development of the vacant lands along US 321 in the District would create a line of contemporary
structures that would separate the part of the District east of US 321 from the part west of
US 321.
Visual Chance. Visual impacts of the Preferred Alternative and the other alternatives being
evaluated are described in Section 4.3. Table 4-23 describes changes the Preferred Alternative is
expected to cause to the visibility of US 321 within the district and from its contributing
structures. Visual changes would result from the increase in the number of lanes from two to four
US 321 Improvements (R-2237Q 4-81 Final Environmental Impact Statement
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US 321 Improvements (R-2237C)
4-83 Final Environmental Impact Statement
and accompanying topographic changes and vegetation losses. Views from the properties within
the district and views of the district from the road would both change. Change would be
associated with the roadway, the view of the road, and the view from the road would be as
follows:
• Roadway Changes
- Roadway Width. The Preferred Alternative would increase the existing 24-foot
pavement width to 48 feet, except in the Green Hill Road/Rock Road Intersection area
where it would increase to 60 feet because of the installation of left turn lanes.
- Topographic Changes. Excavation to accommodate the widened roadway surface would
alter the existing topography within the planned right-of-way. The proposed area of
excavation is the dashed line adjacent to the proposed pavement shown in Figure D-lc to
Figure D-le (in Appendix D). The relationship of the Green Park Inn and the A.G. Jones
Cottage to proposed excavation of the existing ground is illustrated in Figure 4-11 and
Figure 4-12. These are the two contributing structures closest to the Preferred
Alternative.
- Vegetation and Other Landscape Features Lost or Changed. The widening of existing
US 321 through the District would result in some loss of upper and lower story
vegetation that currently contributes to the turn-of-the-century resort village character and
blocks views of US 321 for many of the structures in the district. The loss of vegetation
would be confined to the portion of the district through which existing US 321 passes in
Blowing Rock. Low decorative stone walls would be removed from in front of the
contributing structure that would be displaced. A landscape plan would be designed and
implemented to replace vegetation. Stone walls displaced would be replaced.
• View of the Road
As shown in Table 4-23, the Preferred Alternative would result in changes in the view of the
road from several of the properties contributing to the Green Park Historic District.
- Green Park Inn. The existing roadway is clearly visible from the front of the Inn
(including the front porch), and the Preferred Alternative would remain clearly visible.
The view from the Inn would be of a wider roadway surface with the Preferred
Alternative. There would be no change in the distance of the near lane to the Inn. The
new pavement would be added to the west side of the road, away from the Inn (see Figure
3-8 in Chapter 3). The surface of the new road would be lower than the existing road by
about 6 inches to accommodate the installation of curbs without acquiring any Inn
property. The sidewalk along the front of the Inn would be removed during the
construction of the project, but it would be replaced. The removal of upper and lower
story vegetation along the west side of the road would also open up views from the Green
Park Inn of contributing and compatible structures in the District. Views of features
outside the district would not be opened.
Blowing Rock Country Club Golf Course. The golf course users now have a clear view
of approximately 400 feet of US 321 beginning at Goforth Road and continuing north
until tree cover and structures begin to obstruct the view from the course. The Widening
US 321 Improvements (R-2237Q 4-84 Final Environmental Impact Statement
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Alternative would remove two structures currently blocking the view of US 321 from the
course; beyond that point, the existing structures and vegetation would continue to block
the view. For approximately 500 feet beginning at Goforth Road, the near lane would be
no closer to the golf course than the existing road; beyond that point the new pavement
would begin to shift to the golf course's side of the road but would not acquire any
property from the golf course. (See Figure D-lg and Figure D-lh in Appendix D.) The
road generally would be 48 feet wide in front of the golf course, an increase of 24 feet.
The road surface would remain above the level of the golf course and would not be seen.
A retaining wall approximately 6 feet high would be introduced between US 321 and the
Blowing Rock Country Club property line to accommodate an 8-foot wide flat berm
between the curb and the wall. Currently, the terrain slopes downward from the edge of
the existing pavement to the golf course. Changes in the topography and vegetation lost
to the widened right-of-way on the west side of US 321 would be seen from the golf
course. These change would be adjacent to hole #4, th I e course's signature hole.
Other Contributing Properties. For five of the contributing properties, the views of the
roadway would be altered by a decrease in the depth of vegetation between the property
and the widened roadway or by the introduction of the widened roadway into already
clear views of existing US 321 (see Table 4-23). Changes would be as follows:
The Blowing, Rock and Reception Center/Gift Shop. Views from The Blowing Rock and
Reception Center/Gift Shop are of portions of US 321 outside the historic district. From
The Blowing Rock and the parking lot of the gift shop, the view to the north across the
gorge for approximately 2,600 feet would include a new rock cut on the Preferred
Alternative west of Norwood Circle. A portion of the cut would be landscaped with new
trees. To the southeast, US 321 would remain mostly obscured.
Charles. H. Turner Cottage. The existing 20 feet of vegetation between this structure and
US 321 would be removed by the right-of-way. Although now obscured from structure
views, approximately 600 feet of US 321 and its widened pavement would become
clearly visible to the north of this structure. The near lane, however, would be 430 feet
away. In addition, re-vegetation in the right-of-way would replace some of the trees lost.
US 321 at its location southeast of the structure would remain obscured.
Jack Dunavant Cottage. The 20 feet of existing vegetation between this structure and
US 321 would be removed by the right-of-way. Although now partially obscured, an 800-
foot length of US 321 and its widened pavement would become clearly visible to the north
of this structure. The near lane, however, would be 430 feet away. In addition, re-
vegetation in the right-of-way would replace some of the trees lost. A potential view of
US 321 to the southeast would remain obscured.
Henkel Family Cottage. The wider pavement would be visible from this home.
Landscaping would partially shield these views.
A.G. Jonas Cottage. Forty feet of vegetation between this structure and US 321 would be
removed by the right-of-way; 25 feet of vegetation would remain. A fence approximately
12 feet high would be built along the property line blocking US 321 and its widened
pavement from view. The near lane of US 321 would be 54 feet away from the nearest
corner of the house rather than 80 feet. The right-of-way line would be 33 feet away
from the structure. (See Figure 4-12.) The Preferred Alternative would require 0.17 acre
US 321 Improvements (R-2237C) 4-87 Final Environmental Impact Statement
of land associated with this structure. The impact here reflects a reduction achieved since
the DEIS preliminary designs by the addition of a retaining wall at this location.
- Other Properties in the District. Nineteen other properties would have little or no change
in their existing views of US 321, as described in Table 4-23. The view of the road
would remain partially to totally obscured by vegetation and/or intervening structures.
All but two of these properties would be at least 200 feet away from the near edge of
pavement. The two closer properties would be 100 and 120 feet away.
• View from the Road
With the Preferred Alternative, the loss of vegetation would open the fronts of some
contributing structures on Gideon Ridge Road and Pinnacle Avenue to motorists' views. The
reduction in the density of vegetated cover at the A.G. Jonas Cottage could open the now
private space to partial view by US 321 users. However, that view would be blocked by the
provision of a fence approximately 12 feet high just inside the property line. Views of
incompatible features outside the boundaries of the district would not be opened.
Traffic Operations. The Green Park Inn and one contributing home are the only structures in the
District with direct access to US 321. The contributing home would be displaced. The entrance
to the Inn would be unchanged. An approximately 30-space parking lot for the Green Park Inn on
the west side of US 321 and outside the Inn's National Register boundary (but within the District)
would be displaced by the Preferred Alternative and not replaced since it is no longer owned by
the Green Park Inn. The sign for the Green Park Inn would be displaced and replaced in some
form, although it would need to be relocated to property owned by the Green Park Inn.
A concentration of pedestrians traveling across US 321 occurs at the Green Park Inn. Pedestrians
cross the highway to reach the Inn from the parking lot just described. That movement would no
longer occur with the removal of the parking lot.
Noise. With the No-Build Alternative, increased traffic volumes would raise peak hour noise
levels less than 3 dBA at sensitive receptors. It is widely accepted that the average human ear can
barely perceive noise level changes of 3 dBA or less. With the Preferred Alternative, most
sensitive receptors in the District would experience either no change in noise levels or an increase
that is less than 3 dBA over existing levels. At three homes, levels would rise 7.3 dBA from 67.6
dBA to 74.9 dBA and would exceed the Federal Highway Administration's (FHWA) noise
abatement criteria (NAC). Noise barriers would not be cost-effective at these homes and would
introduce an additional non-historic feature into the District. (See Section 4.5.)
The A.G. Jonas Cottage is one of the homes that would be affected by an increase in noise with
the Preferred Alternative. As part of developing an impact mitigation plan for the Green Park
Historic District, a detailed noise barrier analysis was conducted at the A.G. Jonas Cottage. It
reaffirmed that a noise barrier at the Jonas Cottage would not be reasonable because first it would
protect a single receptor. In addition, the barrier required would be 137 feet long and 12 feet
high. It would need to be placed along the US 321 right-of-way line, extending both north and
south of the Jonas property, creating a substantial additional change in the appearance of this part
of the District.
Given that the Jonas Cottage is a contributing structure to the district, the barrier analysis was
revisited from the perspective of whether a fence with sound mitigation properties could be built
on the Jonas property and achieve the minimum insertion loss both in the yard next to the house
US 321 Improvements (R-2237Q 4-88 Final Environmental Impact Statement
l
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and at a second floor level balcony facing US 321. Unlike a noise barrier, which would be within
the US 321 right-of-way and parallel the road, a fence would be on the Jonas property and
enclose the yard adjacent to US 321. A noise barrier analysis determined that a 12-foot privacy
fence enclosing the yard would provide a noticeable noise loss in the yard and on the balcony.
Along US 321, the total height of the fence and the planned retaining wall would be 16 feet.
With the fence, peak period noise levels for the Preferred Alternative would drop at the yard from
67.6-68.8 dBA to 60.9-59.1 dBA, a drop of 6.7-9.7 dBA. Noise levels at the balcony would drop
from 70.0-70.7 dBA to 64.5-64.2 dBA, a drop of 5.5-6.5 dBA.
Drainage. Members of the Blowing Rock Country Club expressed the concern that runoff from
the widened pavement would tax the capacity of a storm sewer under the golf course. US 321
roadway drainage in the Green Park Historic District would be channeled by curbs and gutters
and conveyed via a closed storm drain system to a suitable new outfall.
The vertical alignment (profile) of the roadway directly controls the location and placement of
drainage structures. Utilizing gravity flow, drainage systems usually begin several hundred feet
downhill of crests (tops of hills or high points) and flow toward a sag (low points). Upon
reaching a sag, the drainage system discharges to an available natural outfall that is of sufficient
size to handle the expected peak flow. The Preferred Alternative would have sags at
approximately 500 feet south of Green Hill Road, the intersection of Country Club Drive, and the
intersection of US 321 Business. Crests would be at the intersection of US 321 with Goforth
Road and at the intersection with Norwood Circle.
On-site (highway) and off-site (flowing onto the highway from the surrounding terrain) runoff
would be handled by pipe drainage systems. The off-site runoff would be from a catchment area
west of US 321 and bounded by Pinnacle Avenue. Rather than allowing this runoff to pass
through the Blowing Rock Country Club on the east side of US 321, the new US 321 drainage
system would catch the flow. The on-site and off-site flow would then exit the storm drain at one
of the natural outfalls. The natural outfalls are at the swale at approximately 500 feet south of
Green Hill Road, the swale opposite Country Club Road, and the Swale along US 321 before
US 321 Business.
Blowing Rock Country Club Hole #4. Two homes outside the District but adjacent to the
Blowing Rock Country Club golf course hole #4 would be displaced. Country club officials have
indicated that the displacement of the two homes adjacent to hole #4 would increase their liability
risk because these homes help prevent errant drives from the tee from reaching US 321 and
striking passing motor vehicles. i
Construction. Chapter 2 in Section 2.4.1 describes a sequence of construction operations and
discusses timing, traffic control, and maintenance of access for the Preferred Alternative. Section
4.16 addresses topics related to contractor control, excavation procedures, (including blasting),
control of erosion, dust, and noise, and other construction issues.
In the Green Park Inn Historic District, construction of the Preferred Alternative would not be
complex. First, the two new lanes would be constructed and then traffic would be switched to the
new lanes during reconstruction of the existing lanes. In the road section to the north of the
District where existing curves are being straightened, a pilot car operation would be needed for
approximately 5 to 10 months (depending upon the time of year when the contractor commenced
the operation) to allow for one lane of travel. Traffic waiting to go northbound on the single
available lane could back-up into the District. The access points to the Green Park Inn would be
US 321 Improvements (R-2237Q 4-89 Final Environmental Impact Statement
kept open. Dust and noise would affect the Inn's guests. The Inn is not air-conditioned, and the
windows are open in the summer. Sitting on the front porch is a common activity of guests.
In developing and implementing its construction projects, the NCDOT endeavors to minimize
inconveniences and disturbances and would do so with the Preferred Alternative, as discussed in
Section 4.16. Construction operations would be conducted in a manner that minimizes noise and
dust, protects landscaping outside the proposed right-of-way, maintains traffic flow and access,
and protects historic structures from damage during blasting.
Mitigation Defined in Memorandum of Agreement. An MOA on mitigation of adverse effects of
the Preferred Alternative on the Green Park Historic District between the USACE, the NCDOT,
and the NC State Historic Preservation Officer was signed in September 2004. Several others
also signed the MOA as concurring parties (Town of Blowing Rock, Caldwell County, the owner
of the Green Park Inn, the owner of Cottage #21, and the Blowing Rock Country Club). The
Concerned Citizens of Blowing Rock, Blowing Rock Historical Society, and the owners of the
A.C. Jonas Cottage were given the opportunity to sign as concurring parties but chose not to sign.
The MOA is presented in Appendix G. Its stipulations include:
• The documentation of existing conditions in the District prior to construction;
• The components of a construction vibration control program;
• A community communications program for the construction period;
• Requirements for design features and design review;
• Development implementation of a landscape plan, including replacing stone walls displaced
by the Preferred Alternative;
• Strategies for reducing construction period impacts; and
• Provisions for consultation with the State Historic Preservation Officer (SHPO) and property
owners on the specifics of impact mitigation at contributing structures and features.
It also includes provisions for dispute resolution.
Green Park Historic District --Effect of Bypass Alternatives IA and IB
Earthwork that would place Bypass Alternatives IA and 1B on a cut below the existing terrain
would be within 65 feet of the National Register-eligible extension of the District described in
Chapter3, Section 3.7.1 that includes the contributing Young-Shaw-Steele House. Trees planted
as a part of the landscape plan would block views of the cut from the Young-Shaw-Steele House.
This contributing structure is the only one that would be affected by Bypass Alternatives 1A and
1B. Goforth Road would be realigned slightly to be adjacent to one part of the boundary. Traffic
noise would increase in the area, as discussed in Section 4.5.3. The changes in the setting and the
increased traffic noise would not diminish the integrity of the District's or the contributing
structure's significant historic features. Architecture is the structure's contributing feature. Thus,
Bypass Alternatives lA and 1B would not adversely affect the District.
Green Park Historic District --Effect of Bypass Alternatives 4A and 4B
Bypass Alternatives 4A and 4B would not have an effect on the Green Park Historic District.
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Green Park Inn
The Green Park Historic District is within the APE of the Preferred Alternative. The Preferred
Alternative would require rebuilding the sidewalk in front of the Inn. The Preferred Alternative
would not affect the Inn itself, the stone walls in front of the Inn, or any other historic element
within the Inn's property boundaries. The adverse impacts to the Green Park Inn would relate to
changes in its setting and construction-related impacts (described above for the District). Impacts
to the Green Park Inn are addressed in the MOA developed for the District (Appendix G).
None of the bypass alternatives (lA, 113, 4A, or 4B) would have an effect on the Green Park Inn.
Blue Ridge Parkway
The Preferred Alternative would have No Affect on the Blue Ridge Parkway. Bypass
Alternatives IA and 1B would affect the Blue Ridge Parkway, but it would not be adverse.
Bypass Alternatives 4A and 4B would have an Adverse Effect. The introduction of new visual
elements into the viewshed of the Parkway is the only effect of the Build Alternatives on the Blue
Ridge Parkway. Only in the case of Bypass Alternatives 4A and 4B would the introduction of
these visual elements rise to the level that they would diminish the integrity of the Parkway's
significant historic features. The visual impacts of Bypass Alternatives 4A and 4B would
indirectly alter a portion of the characteristics of the Parkway that qualify the property for
inclusion in the National Register. This change would occur in a manner that would diminish the
integrity of the property's setting, feeling, and association. Alternative 4B would have a smaller
impact that Alternative 4A because of the introduction of additional bridges. The additional
bridges would reduce the amount of earthwork, changes in the shape of the landscape, and
vegetation loss. The nature and extent of those visual impacts is described in Section 4.7.3, the
parks and recreation impact discussion. They also are presented in Section 4.3, "Visual and
Aesthetic Quality." Cumulative impacts of NCDOT projects affecting the Parkway are discussed
in Section 4.15.5.
4.6.2 Archaeological Resources
Background research and field surveys revealed no known or potential archaeological resources
in the project area. The SHPO confirmed in a letter dated June 13, 2001 that no further
archaeological studies were needed (see Appendix A). Therefore, none of the alternatives would
affect such resources. The MOA stipulates that the NCDOT will prepare a plan of action to be
implemented should archaeological resources inadvertently accidentally be discovered during
construction of the Preferred Alternative. It includes provisions for the assessment of the
significance of discovered resources. (See Appendix G.)
4.7 Parks and Recreation Areas
The Build Alternatives would affect two recreation resources and one park. The Blowing Rock
Assembly Grounds, a camp owned by the United Church of Christ, would be affected by Bypass
Alternatives 1A and 1B. Two ancillary buildings would be displaced and its entrance would be
changed. Noise levels would increase near the bypass. The Preferred Alternative would affect
the Blowing Rock Country Club golf course. A retaining wall and other changes to the landscape
on US 321 would be introduced to views from the fairway of the course's signature hole. Two
adjoining homes that block errant tee shots would be displaced. All the Build Alternatives would
affect the Blue Ridge Parkway, a national park. The introduction of new visual elements into the
viewshed of the Parkway would be the only effect of the Build Alternatives on the Parkway.
I US 321 Improvements (R-2237C) 4-91 Final Environmental Impact Statement
4.7.1 Blowing Rock Assembly Grounds
The only alternatives that would affect the Blowing Rock Assembly Grounds would be Bypass
Alternative IA and 113, both of which would have the same impact to the grounds. The bypass
would pass through a corner of the southern portion of the Blowing Rock Assembly Grounds in a
deep cut (as deep as 40 feet). It would displace two of its structures, a garage and a barn. The
NCDOT would pay for both structures and the land. Adequate time would be provided for the
Assembly Grounds to replace these structures prior to their demolition.
The entrance to the Blowing Rock Assembly Grounds from Goforth Road would be permanently
relocated approximately 500 feet further north on Goforth Road. (See the drawings in
Appendix D.) Access would be maintained to the Assembly Grounds during construction.
During excavation in the Goforth Road area, maintenance of Goforth Road traffic could require
the temporary detour of Goforth Road traffic onto Assembly Grounds property at its realigned
intersection with Goforth Road.
The proposed deep cut would change the view of the landscape at the Assembly Grounds
entrance. A bridge would be built to take Goforth Road across the bypass. Changes in views
would be concentrated at the entrance to the Grounds. Plantings would be placed on the slopes
adjacent to both sides of the proposed bypass where the existing landscape would be altered. The
bypass would not affect hiking trails on the Grounds.
Traffic noise would be heard at Assembly Grounds cabins near the bypass.
4.7.2 The Blowing Rock Country Club
Only the Preferred Alternative would affect the privately owned Blowing Rock Country Club.
Impacts would occur where existing US 321 parallels the fairway of the fourth hole. The
pavement would be 48 feet wide at the golf course, an increase of 24 feet. The nearest lane of the
Preferred Alternative would be no closer to the golf course than the existing pavement. The
widened road would move back the slope on the side of US 321 opposite from the golf course and
existing vegetation and a home would be lost. The road would remain above the level of the golf
course. As it would continue north from the course, the Preferred Alternative would remove two
structures currently blocking the view of US 321 from the course; beyond that point, the existing
structures and vegetation would continue to block the view of US 321 from the course.
An approximately 6-foot-high retaining wall would be constructed along the edge of the golf
course, adjacent to the fourth hole. The retaining wall would replace an existing embankment
that lies between the existing US 321 pavement and the golf course. Use of a retaining wall here
would permit the creation of an 8-foot-wide flat berm between the curb of the Preferred
Alternative and the golf course, in keeping with standard NCDOT highway design practice. A
sidewalk, five feet in width, would be constructed on this berm on the east side of US 321 from
Green Hill road to US 321 Business. A railing would be placed on top of the retaining wall.
The changes in the topography, lost vegetation, and displacement described above would be seen
by users of the golf course, particularly those at the fourth hole. The fourth hole is considered the
club's signature hole, with its signature views of the Green Park Inn and Green Hill. Country
club officials have indicated that the displacement of the two homes adjacent to the fourth hole
would increase their liability risk because these homes help prevent errant drives from the tee
from reaching US 321 and striking passing motor vehicles.
US 321 Improvements (R-2237Q 4-92 Final Environmental Impact Statement I
With the Preferred Alternative, the NCDOT would coordinate with the country club officials to
mitigate visual impacts to the golf course related to the retaining wall and liability issues related
to the displacement of the two homes. Retaining walls would be of formed concrete with a
simulated masonry surface treatment designed to simulate the existing stone walls in the area.
Additional plantings could be placed in front of the wall. Mitigation opportunities related to the
loss of the homes could include: 1) use of a retaining wall and revised driveway to eliminate the
need to displace the homes (planning such an idea would be discussed and would involve the
homes' owner), or 2) trees and other vegetation to serve as an alternative means for blocking
errant drives.
4.7.3 The Blue Ridge Parkway
None of Build Alternatives would require land from the Blue Ridge Parkway. Bypass
Alternatives 4A and 4B would include a tunnel under the Parkway, but the portals would be
outside the Parkway boundaries. As discussed in Section 4.6.1, the Blue Ridge Parkway is
It also is a national park
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The five Build Alternatives would all affect the Blue Ridge Parkway. The introduction of new
visual elements into the viewshed of the Parkway is the only effect of the Build Alternatives on
the Blue Ridge Parkway. Only in the case of Bypass Alternatives 4A and 4B would the
introduction of these visual elements be a substantial impact. Alternative 4B would have a
smaller impact that Alternative 4A because of the introduction of additional bridges. The
additional bridges would reduce the amount of earthwork, changes in the shape of the landscape,
and vegetation loss. The nature and extent of those visual impacts are described in this section.
They also are presented in Section 4.3, "Visual and Aesthetic Quality." Cumulative impacts of
NCDOT projects affecting the Parkway are discussed in Section 4.15.5.
As documented in Section 3.8.3 of Chapter 3, the Blue Ridge Parkway is an "elongated park
featuring a road designed for pleasure travel and embracing scenic, recreational, or historic
features of national significance." The purposes of the Blue Ridge Parkway include influencing
the protection of the scenic, natural, and cultural resources within the corridor; i.e., those lands
that are visible from the Parkway and/or situated adjacent to the boundary. Efforts by the
National Park Service to ensure the conservation of key vistas have included the purchase of
adjoining parcels and scenic easements. Concern for protecting the parkway and its vistas in the
face of increasing mountain development have spurred a variety of conservation efforts in recent
years. According to a National Historic Landmark Theme Study prepared by Blue Ridge
Parkway officials, the parkway is identified as an unparalleled surviving example of parkway
design of the 1930s and remains the most significant example of pre- and post-war automotive
parkway design with the greatest degree of integrity in the United States (National Park Service,
August 21, 2000).
The most notable feature of the Parkway in the project area is the southward panoramic view of
Blackberry Valley in Caldwell County from Thunderhill overlook. It is the Parkway's highest
rated view in Watauga County (of 55) and only one of seven panoramas overlooking forested
ridges and valleys within an 80-mile region (National Park Service, August 21, 2000). Parkway
officials describe the view to the north in the Thunderhill overlook area as a "panorama view into
a broad rural valley with framing hills (mix of agriculture and forest land use)." The view to the
north in the Thunderhill overlook area also is considered important. The characteristics of these
views are described in detail in Section 3.4.2 in Chapter 3 under "Landscape Unit Six."
US 321 Improvements (R-2237Q 4-93 Final Environmental Impact Statement
Preferred Alternative
Glimpses of the Preferred Alternative may be possible from the Blue Ridge Parkway, including
Thunderhill overlook. Here the Parkway is, however, at least 1.5 miles away from the Preferred
Alternative and the cuts and fills of the Preferred Alternative would not change the profile of the
terrain as viewed from the Parkway. From the perspective of vehicles moving along the
Parkway, the visual sensitivity of this area as defined by NC State's visual sensitivity mapping
(described in Section 4.3.5) is low to moderate. Thus, the impacts of the Preferred Alternative on
Parkway views would be minimal and the visual impacts of the Preferred Alternative would not
rise to the level that they would diminish the integrity of the Parkway's significant historic
features.
Bypass Alternative lA
It would also be possible to see glimpses of Bypass Alternative IA from the Blue Ridge Parkway,
including Thunderhill overlook. As with the Preferred Alternative, the Parkway is at least 1.5
miles away from the visible portions of the bypass and the cuts and fills of the bypass would not
change the profile of the terrain as viewed from the Parkway. From the perspective of vehicles
moving along the Parkway, the visual sensitivity of this area is low to moderate. Thus, the impact
of Bypass Alternative IA on Parkway views would be minimal and would not rise to the level
that they would diminish the integrity of the Parkway's significant historic features.
Bypass Alternative IB
The location and appearance of Bypass Alternative 1B from the Blue Ridge Parkway would be
similar to that of Bypass Alternative IA. However, the cut into Gideon Ridge would change the
profile of the terrain as viewed from the Parkway. The largest part of the cut (with a face as high
as 440 feet vertically) would be exposed to parkway viewers. Thus, the impact of Bypass
Alternative 1B on the Parkway would be greater than that of Bypass Alternative IA. However,
given that the Parkway is at least 1.5 miles away from the visible portions of the bypass and that
Gideon Ridge is only a small, distant component of the overall view, the impact would not rise to
such a level that it would diminish the integrity of the Parkway's significant historic features.
Bypass Alternative 4A
Four segments of Bypass Alternative 4A would be seen from the Blue Ridge Parkway from two
viewer perspectives. Three segments would be seen from viewers looking south, including
Thunderhill overlook. This is the same viewpoint from which the Preferred Alternative and
Bypass Alternatives lA and 1B would be seen. Ridge lines extending from the Blue Ridge
escarpment would block views of Bypass Alternative 4A in two locations as it moves from
Blackberry Road on existing US 321 to the tunnel under the Parkway. The view from
Thunderhill overlook with and without Bypass Alternative 4A is presented in Figure 4-7. The
second viewer perspective looks to the north.
Blackberry Road to Where the Alternative Leaves the Existing Road. For a distance of 1,900 feet
from Blackberry Road to approximately Station 600 (see the drawings in Appendix D to identify
the design station numbers), which is shortly after the alternative leaves the existing road, cuts
and fills and the southern end of a bridge that make up the bypass would be in view from the Blue
Ridge Parkway, including Thunderhill overlook. This is the same area that would contain the
terrain changes associated with the Preferred Alternative and Bypass Alternatives IA and. 1B.
Here, Bypass Alternative 4A would be over 2 miles away, the new roadway and the resultant
changes in the landscape would be roughly perpendicular to the viewer's sight line, and the
profile of the terrain as created by the peaks of ridgelines would not be altered. From the
perspective of vehicles moving along the Parkway, the visual sensitivity of this area is low to
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moderate. Given these factors, the visual impact on the Parkway of this part of the bypass would
not be substantial. The terrain would then obscure views of the bypass from approximately
Station 600 until approximately Station 620 near the Blackberry Condominiums.
Blackberry Condominium Area. In the area of the Blackberry Condominiums, the bypass would
come back into view from the Parkway. It would be in view from Station 620 to approximately
Station 655, a distance of approximately 3,500 feet. This portion of the bypass would include
several large cuts and fills. The most prominent feature of this part of the bypass would be a fill
that begins at Station 622 and continues to approximately Station 626, a distance of about 400
linear feet. At its longest point, the fill would show a face approximately 600 feet long vertically.
The bypass would then enter an area where the road cuts into the terrain. Cut slopes would be on
both sides of the road so only a portion of the cut would be exposed to views from the Parkway,
but the exposed face would be as much as 240 feet long vertically. A retaining wall as high as 48
feet would be in view from Station 635 to 636+50, a distance of 150 feet. Two additional fills
with exposed vertical faces as high as 320 feet would occur before the bypass would disappear
again from view. The road alignment and the terrain changes generally would be perpendicular
(90 degrees) to the viewer's sight line. From the perspective of vehicles moving along the
Parkway, the visual sensitivity of the first fill is high. The other areas are low to moderate. This
area is approximately 1.5 miles from Thunderhill overlook. Plantings would be placed on the
slopes where the existing landscape would be altered. Both cut' and fill slopes would be
replanted. The most substantial changes to the landscape in this area would be on the fill slopes
where re-vegetation can be more extensive. Although the impact to Parkway views is greater for
this segment of the bypass than for the first segment in view, the visual impact of this part of the
bypass on the parkway would not be substantial because of distance, the orientation to the
Parkway of the terrain changes, and re-vegetation opportunities.
South of the Parkway, Bypass Alternative 4A and rural road intersections providing access points
to adjoining properties would cause a portion of the area between the start of the bypass and the
Blackberry Condominiums to be less isolated and potentially enhance the desirability for
residential development. The land made more accessible would be at much lower elevations
(3,200 feet) than the existing homes with valued views (3,500 to 3,900 feet) in elevation. Thus,
Bypass Alternative 4A would not create the potential for additional lots with valued views and
any development generated would tend to be below the elevation of the bypass. These factors
combined with the distance to the Blue Ridge Parkway, do not create a substantial additional
visual impact on the Parkway for induced development.
Along the Blue Ridge Escarpment. Terrain would again obscure views from the Parkway and
Thunderhill overlook of the bypass from Station 655 to about Station 665, a distance of 1,000
feet. The bypass would then remain in view for a distance of about 2,400 feet as it follows the
Blue Ridge escarpment until about Station 689, where vegetation would begin to obscure views.
If vegetation were not present, the bypass, including one large fill, would remain in view until
about Station 696. This segment of the bypass would contain substantial cuts and fills as it passes
along the undulating terrain of the Blue Ridge escarpment. The change in the landscape as
viewed from the Parkway and Thunderhill overlook would be extensive. The changes would be
less than a mile from the Parkway and the cuts and fills would be seen at a 45-degree angle,
which would make the alteration of the terrain more obvious than if they were viewed at a
viewer's sight line. Today, when one looks at the Blue Ridge escarpment from the Parkway, one
sees a steeply sloping terrain that undulates in and out as the ridges (high points) and swales (low
points) that extend out at 90 degrees (perpendicular) from the escarpment rise and fall. Into that
setting would be imposed new man-made shapes, including the flat, linear plane of the roadway
and a two-sided cut into perpendicular ridges at two locations. These two-sided cuts would create
US 321 Improvements (R-2237Q 4-95 Final Environmental Impact Statement
unnatural gouges in the terrain as deep at the center as 130 and 80 feet, respectively. The tallest
side vertical surface of these two cuts, which would be exposed to view, would be 440 and 330
feet high, respectively. Three swales would be filled, creating a surface as long as 620, 420, and
360 feet vertically, respectively. From the perspective of vehicles moving along the Parkway (as
defined by the Parkway's visual sensitivity mapping), the visual sensitivity of the first and
deepest cut and the first fill is high. The other areas are of low to moderate sensitivity. Nighttime
viewers would see the headlights and taillights of motor vehicles moving along the escarpment.
The extensive changes in the terrain along the escarpment, the proximity to the Parkway and the
high value placed on natural views from Thunderhill overlook would combine to create a
substantial visual impact in this area. Trees would be planted on the slopes where the existing
landscape would be altered. The plantings would soften the edges of the altered landforms and
ultimately cover the large fills. However, because of the view angle and limits on planting in
cuts, the road would remain an obvious imposition on the landscape, particularly in the two areas
where deep cuts would be made into the ridgelines emanating from the escarpment.
As illustrated by Figure 4-7, the three segments described above do appear to merge into one as
each winds along the terrain. Thus, with Bypass Alternative 4A, viewers on the Parkway at
Thunderhill overlook would see a continuous series of cuts and fills from the start of the
alternative at Blackberry Road to where it disappears from view near the Parkway.
If control of access were purchased along the bypass, there would be no change in the
accessibility to properties along the Blue Ridge escarpment and no additional potential for
development created along the escarpment. If control of access were purchased, properties below
Green Hill would not have access to the bypass but would continue to use their existing access
point along existing US 321 and rural roads.
North from the Blue Ridge Parkway. Viewers on the Parkway could view the portion of the
bypass north of the Parkway in two ways. First, the bypass would be in view looking to the
northwest for drivers on the Parkway. Second, persons stopped at Thunderhill overlook could
cross the Parkway on foot and either climb a small ridge or walk several hundred feet east to view
the bypass from the same vantage point as those driving on the Parkway. From the perspective of
drivers, the visual sensitivity mapping for the Parkway generally classifies the area that would be
occupied by the bypass as visible but of low sensitivity given the brief time that it would be
viewed. Terrain would block views of the bypass from where it emerges from the north end of
the tunnel to about Station 724, a distance of approximately 800 feet. The bypass would come
into view about Station 724 and would remain in view until about Station 755. The bypass
should for the most part disappear from Parkway views at Station 755. Thus, the bypass would
be visible from the Parkway for about 3,100 feet. The tunnel administration building and
emergency vehicle garage also would be seen. For the first 1,000 feet of this 3,100 feet, the
bypass would be built on fill with a face 20 to 160 feet long vertically. The next 700 feet would
involve a cut into the terrain with an exposed face being about 160 feet long vertically. For 500
feet the bypass would again be on fill as high as 60 feet above the existing terrain and with a
vertical face as high as 170 feet. The final 900 feet would include a large cut in the hillside with a
vertical face as high as 250 feet. Existing terrain would likely obscure the lower portion of this
cut. These cuts and fills would be 2,000 to 3,800 feet away from the Parkway. The trees for the
proposed re-vegetation plan would ultimately hide the fill areas from view. Both the cuts and
fills of this section of the bypass are much lower than those cuts and fills along the Blue Ridge
escarpment. Although considered a valuable view by Parkway officials, this view does not have
the value or the opportunity for lingering stays by viewers offered by the view to the south. Thus,
a portion of the bypass north of the Parkway would not have substantial visual impacts but they
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would make a notable contribution to the overall visual impact when combined with the v
impacts south of the Parkway.
North of the Parkway, the bypass divides a single property. Either the NCDOT would replace
access removed by the construction of the bypass or pay damages to the property owner for the
removal of access. The introduction of the road into this area would reduce the quality of life in
the area and adversely affect the rural values that caused the area's two families to make their
homes in this setting. This loss of values could serve as an incentive for the owners to seek an
alternative use for the land, such as residential or commercial development. The purchase of
control of access would reduce or eliminate the potential for commercial development. However,
even with control of access along the bypass, this area would still be accessible via Thunder
Mountain Road. Consequently, development could still occur. However, the lack of access from
the bypass might make this area less appealing for certain types of development (e.g.,
commercial). The presence of the bypass and the lack of infrastructure could initially be a
limiting factor. The area is developable all the way to the Parkway boundaries and any secondary
development would have a substantial impact on Parkway views to the north.
Conclusion. Bypass Alternative 4A would have an adverse impact on the Parkway. This
conclusion is based on:
• The value of preserving the viewshed of the Blue Ridge Parkway as a whole;
• The presence of the Thunderhill overlook, which provides a place for Parkway users to stop
and linger, enjoying the view from this part of the Parkway;
• The high value Parkway officials place on views from Thunderhill overlook and other views
from the Thunderhill overlook area;
• The extent of the terrain changes on the Blue Ridge escarpment, including large fills and two
deep cuts into ridge lines emanating from the escarpment;
• The fact that viewers looking from Thunderhill overlook would see a continuous series of
cuts and fills from the start of the alternative at Blackberry Road to where it disappears from
view near the Parkway; and
• The additional impacts to views north of the Parkway for drivers and for those stopped at
Thunderhill overlook who may choose to walk across the Parkway.
If this bypass were the preferred alternative, Blue Ridge Parkway officials would be consulted
and would be expected to provide important input into final design decisions. It is also
recognized that final design work would seek opportunities to reduce the visual affect of this
alternative on the Parkway, perhaps by including some of the components of Bypass Alternative
4B. The potential for new development north of the Parkway would need to be investigated
further. If a strong likelihood exists that such development could occur, then measures would be
1 considered to reduce that potential.
Bypass Alternative 4B
Similar to Bypass Alternative 4A, four segments of this alternative would be seen from the Blue
Ridge Parkway from two viewer perspectives. Again, three segments would be seen from
viewers looking south, including Thunderhill overlook. The views from Thunderhill overlook
US 321 Improvements (R-2237Q 4-97 Final Environmental Impact Statement
with and without Bypass Alternative 4B is presented in Figure 4-9. Again, the forth segment
would be seen by viewers looking to the north.
Blackberry Road to Where the Alternative Leaves the Existing Road. Like with Bypass
Alternative 4A, cuts, fills, and part of a bridge would be in view of the Parkway for the southern
1,900 feet of this alternative. Similarly, the visual impact of this part of the bypass on the
Parkway in this area would not be substantial. The terrain would then obscure views of the
bypass until approximately Station 620 near the Blackberry Condominiums.
Blackberry Condominium Area. In the area of the Blackberry Condominiums, the bypass would
then be in view of the Parkway from Station 620 to approximately Station 655, a distance of
approximately 3,500 feet. Most of the large fills that would be a part of Bypass Alternative 4A
would be replaced by four bridges. The bridges would be approximately 750, 800, 400 and 600
feet long, respectively. Only part of the last bridge would be seen from the Parkway. The
bridges would be as high as approximately 150, 120, 75, and 100 feet, respectively. One large fill
would occur in this area. It would begin at Station 632 and continue to approximately Station
635, a distance of about 300 feet. At its highest point, the fill would show a face approximately
390 feet long vertically. A cut, showing a face as long as 240 feet (73 meters) vertically, would
be above the fill. The road alignment and the terrain changes generally would be perpendicular
(90 degrees) to the viewer's sight line. From the perspective of vehicles moving along the
Parkway, the visual sensitivity of the one large cut and fill is high. The visual sensitivity of other
areas is low to moderate. This part of the bypass is approximately 1.5 miles from Thunderhill
overlook. Plantings would be placed on the slopes where the existing landscape would be altered.
Both cut and fill slopes would be replanted. The visual impact of this part of the bypass on the
Parkway would not be substantial because of distance, the orientation to the Parkway, the use of
bridges and re-vegetation opportunities. The impact that would occur would be less than that of
Bypass Alternative 4A.
Since Bypass Alternative 4B, as designed for this assessment, would provide one point of access,
the potential for induced development, while present, is less than what is would be for Bypass
Alternative 4A.
Along the Blue Ridge Escarpment. Like with Bypass Alternative 4A, terrain would again
obscure views from the Parkway of the bypass from Station 655 to about Station 665, a distance
of 1,000 feet. The bypass would come into view about Station 665 and remain in view for a
distance of about 2,400 feet as it follows the Blue Ridge escarpment until about Station 689,
where vegetation would begin to obscure views. If vegetation were not present, views would
remain until about Station 696.
This segment of Bypass Alternative 4B would contain one substantial cut and one large fill
(although smaller than any of the fills in this area associated with Bypass Alternative 4A) as it
passes along the undulating terrain of the Blue Ridge escarpment. Bridges would replace much
of the cuts and fills associated with Bypass Alternative 4A. As with Bypass Alternative 4A,
Bypass Alternative 4B would include several retaining walls in this section. The bypass would
change the landscape as viewed from the Parkway and Thunderhill overlook, although the
changes would be less extensive than with Bypass Alternative 4A. The changes, however, would
be less than a mile from the Parkway and the cuts and fills would be seen at a 45-degree angle,
which would make the alteration of the terrain more obvious than if they were viewed at a 90-
US 321 Improvements (R-2237Q 4-98 Final Environmental Impact Statement I
degree angle (perpendicular to the viewer's sight line). The vertical changes to the landscape in
this area would include:
• A retaining wall approximately 670 feet long and as high as 50 feet, for approximately 250
feet below the road would be a fill showing a face as long as 80 feet vertically.
• A bridge approximately 1,100 feet long and as high as 170 feet long.
• A fill for approximately 450 feet showing a face as long as 600 feet vertically.
• A two-sided cut into a perpendicular ridge, which would create an unnatural gouge in the
terrain as deep at the center as 90 feet. In the cut is a retaining wall of 60 feet, and above the
wall, a cut showing a face as long as 290 feet vertically. Two homes at the top of the
escarpment would be displaced. It is at this point that the view of the bypass from the
Parkway would begin to be obscured by trees.
• The flat, linear plane of the roadway also would be introduced to views.
From the perspective of vehicles moving along the Parkway, the visual sensitivity of the location
of the first fill is high. The other areas are of low to moderate sensitivity. Nighttime viewers
would see the headlights and taillights of motor vehicles moving along the escarpment.
The combination of the changes in the terrain along the escarpment, the proximity to the
Parkway, and the high value placed on natural views from Thunderhill overlook would combine
to create a visual impact in this area. The impact, however, would be less than the impact
associated with Bypass Alternative 4A. The fills would be fewer and shallower, and only one
deep cut into the ridges instead of two, would emanate from the escarpment. Thus, much of the
existing slope emanating from the escarpment would be unchanged. Trees would be planted on
the slopes where the existing landscape would be altered. The plantings would soften the edges
of the altered landforms and ultimately cover fills. Trees lost during the construction would be
replanted and equipment haul roads regraded to the lines of the original terrain. The bypass,
however, would create an obvious change to the landscape, particularly in one location where a
deep cut would be made into a ridgeline emanating from the escarpment.
As with Bypass Alternative 4A, the three segments described above, from the perspective of the
Parkway viewer, appear to merge into one as each winds along the terrain. With Bypass
Alternative 4B, viewers would see three substantial areas of earthwork, two in the background
more than a mile away and one near the tunnel just before the bypass disappears from view.
From the two background areas of earthwork (near the Blackberry Condominiums) to the
foreground cut and fill near where the bypass would again disappear, the bypass would be seen as
an almost continuous bridge, with few evident changes in the existing terrain in evidence. (See
Figure 4-9.)
Like Bypass Alternative 4A, if control of access were purchased along the bypass, there would be
no change in the accessibility to properties along the Blue Ridge escarpment and no additional
potential for development created along the escarpment. If control of access were purchased,
properties below Green Hill would not have access to the bypass and would continue to use their
existing access points along US 321 and rural roads.
North from the Blue Ridge Parkway. Like Bypass Alternative 4A, viewers at the Parkway could
view the portion of the bypass north of the Parkway by driving by or walking from Thunderhill
I US 321 Improvements (R-2237C) 4-99 Final Environmental Impact Statement
overlook. From the perspective of drivers, the 3-mile visual sensitivity mapping for the Parkway
generally classifies the area that would be occupied by the bypass as visible but of low sensitivity
given the brief time that it would be viewed. Terrain would block views of the bypass from
where it emerges from the north end of the tunnel to about Station 727, a distance of about 800
feet. The bypass would come into view about Station 727 and would remain in view until about
Station 758. The bypass should for the most part disappear from Parkway views at Station 758.
Thus, like Bypass Alternative 4A, this bypass would be visible from the Parkway for about 3,100
feet. The tunnel administration building and emergency vehicle garage also would be seen. For
the first 500 feet of this 3,100 feet, the bypass would be built on fill with a face 30 to 160 feet
long vertically. Unlike Bypass Alternative 4A, which would continue on fill, the next 500 feet of
this bypass would be on a bridge as high as 70 feet. The next approximately 600 feet would
involve a cut into the terrain with the longest part of the exposed vertical face being about 160
feet, similar to Bypass Alternative 4A. For 500 feet the bypass would again be on fill as high as
85 feet above the existing terrain and with a face as long as 180 feet vertically. The final 1,000
feet would be on a bridge as high as 65 feet. Existing terrain would likely obscure the final
segment of this bridge. The views of these cuts, fills and bridges would be 2,000 to 3,800 feet
away from the Parkway. The trees for the proposed re-vegetation plan would ultimately hide the
fill areas from view. The length of cut in view of the Parkway would be less with this alternative
than with Bypass Alternative 4A (approximately 600 feet versus 1,600 feet). Although
considered a valuable view by Parkway officials, this view does not have the value nor the
opportunity for lingering stays by viewers offered by the view to the south. Thus, alone the
visual impacts to the Parkway of the portion of the bypass north of the Parkway would not be
substantial, but they would contribute to the overall visual impact when combined with the visual
impacts south of the Parkway. Overall, however, the impact to Parkway views would be less
with Bypass Alternative 4B compared with Bypass Alternative 4A.
The nature of Bypass Alternative 4B's impacts to the rural community north of the Parkway
would be similar to that of Bypass Alternative 4A. Thus, the factors that create a potential for
encouraged development in the area are the same as with Bypass Alternative 4A. Again, the
presence of the bypass and the lack of infrastructure could initially be a limiting factor. The area
is developable all the way to the Parkway boundaries and any secondary development would have
a substantial impact on Parkway views to the north.
Conclusion. Like Bypass Alternative 4A, Bypass Alternative 4B would affect the viewshed of the
Parkway. As noted for 4A, Parkway officials place a high value on preserving the viewshed of the
Blue Ridge Parkway as a whole. In addition, the Thunderhill overlook provides a place for
Parkway users to stop and linger at the view from this part of the Parkway, and Parkway officials
place a high value on views from Thunderhill overlook and other views from the Thunderhill
overlook area. The portion of the viewshed affected by Bypass Alternative 4B is the same as
Bypass Alternative 4A, but throughout the viewshed both north and south of the Parkway, the
visual impact of 4B would be less than 4A. This difference can be best illustrated by comparing
Figure 4-7, which shows 4A as seen from Thunderhill overlook, and Figure 4-9, which shows 4B as
seen from Thunderhill overlook. As described above, three segments of these bypass alternatives
appear to merge into one as each Alternative winds along the terrain. With Bypass Alternative 4A,
one would see a continuous series of cuts and fills from the start of the alternative at Blackberry
Road to where it disappears from view near the Parkway. With Bypass Alternative 4B, viewers
would see three substantial areas of earthwork. From the distant cut and fill at the Blackberry
Condominiums to the cut and fill near where the bypass would again disappear, the bypass would
be seen as an almost continuous bridge, with only minimal changes in the existing terrain in
evidence. Additional bridges would be in views to the north, as well. A potential exists for induced
development that would affect the viewshed of the parkway.
US 321 Improvements (R-2237Q 4-100 Final Environmental Impact Statement I
Although a different type of visual feature than exists today, views of the bridges associated with
this alternative could be seen by some viewers as an intriguing man-made structure.
Although the visual impact would be less, it is concluded that Bypass Alternative 4B would have an
adverse impact on the Blue Ridge Parkway, once again based on:
• The value of preserving the viewshed;
• The presence of the Thunderhill overlook and its visitors;
0 The value of the views from the Thunderhill overlook area; and
• The remaining changes to the Blue Ridge escarpment made by the alternative.
As with Bypass Alternative 4A, if this bypass were the preferred alternative, Blue Ridge Parkway
officials would be consulted and would be expected to provide important input into final design
decisions. It is also recognized that final design work should seek opportunities to reduce further
the visual affect of this alternative on the Parkway. As with Bypass Alternative 4A, the potential
for new development north of the Parkway would need to be investigated further and measures
identified to reduce the potential for such development.
4.8 Fog
As discussed in Section 3.9 of Chapter 3, localized features that affect fog occurrence or duration
are not substantially different among the Build Alternatives. Therefore, based on available data,
it can be concluded that there is no difference in the potential for fog between the five Build
Alternatives.
1
Techniques for mitigating the effects of regional-scale fog are to provide either advance
notification to the motoring public or to increase visibility using special roadway lighting. These
techniques include one or more of the following: variable-message or general warning signs,
flashing warning lights, rumble strips, special in-pavement lights or markers, and overhead
lighting. Lighted warning devices are triggered automatically by local fog detection devices.
Automated, low-power localized radio bulletins or broadcasts (highway advisory radios) also can
be remotely or automatically activated or deactivated as weather conditions change. These
techniques would be effective with any of the Build Alternatives and the No-Build Alternative.
More data could be useful to understanding the severity, frequency, and duration of local fog
occurrences. Such data gathering could involve a monitoring ;program implemented over two
years. The monitoring network would have at least four monitoring stations. Each monitoring
station would consist of a 30-foot-high meteorological tower, sensors, a fog detector, a data
acquisition system and a data telemetry system. Where electrical line power is unavailable,
solar panels and batteries would be employed. If such monitoring program were conducted, the
fog monitoring network could be made permanent. It could be used to detect, on a real-time
basis, low visibility weather conditions, and in turn, to alert targeted regional agencies to take
action and to activate automatic warning equipment. Any decision on the characteristics and
extent of a fog data gathering program would have to be made in consideration of the fact that
there is not enough regional data available to know whether the fog in Blowing Rock is any
worse than anywhere else in the region and whether it warrants more attention than anywhere
else in the region.
As described in the MOU with the Town of Blowing Rock (Appendix G), the NCDOT will
evaluate during final design flashing warning lights, pavement markers, rumble strips and/or
US 321 Improvements (R-2237Q 4-101 Final Environmental Impact Statement
stripes, delineation, warning signs, and/or lighting that would be appropriate to increase safety
and improve driver behavior during fog occurrences. The plans would be submitted by the
NCDOT to SHPO and the Town for review, including the results of the evaluation that led to the
selection of particular warning devices.
4.9 Ecological Resources
Bypass Alternative 4A would have the greatest effect on ecological resources in the project area,
crossing 20 streams (six would be bridged), using 93 acres of natural plant communities, and
involving the greatest fragmentation of habitat. The introduction of bridges to create Bypass
Alternative 4B would reduce that impact to 20 streams crossed (14 would be bridged) and the use
of 38 acres of natural plant communities. Habitat fragmentation also would be reduced. Bypass
Alternatives 1A and 1B would each cross five streams and use 39 to 40 acres of natural plant
communities. Bypass Alternative 4B would have additional temporary habitat disturbance for
haul roads associated with bridge construction. The Preferred Alternative would cross six
streams and would use 27 acres of natural plant communities. It would involve the least habitat
fragmentation. It would involve the greatest amount of parallel fills in streams (1,070 linear feet).
All alternatives would affect less than an acre of wetlands. Impacts to stream and wetland areas
would require a permit from the USACE. A review of potential stream restoration sites
surrounding the project area indicates that adequate options exist to offset stream impacts
associated with any of the five Build Alternatives. The project area contains appropriate habitat
for only one Federally listed Endangered or Threatened species, Heller's blazing star. A survey
for Heller's blazing star was conducted in August 2003 to determine potential impacts of the
project after the selection of the preferred alternative. No examples of the Heller's Blazing Star
were found. The No-Build Alternative would not affect ecological resources.
The following paragraphs describe in detail the impacts related to physical resources, particularly
impacts on water quality, terrestrial resource impacts, jurisdictional area (stream and wetland)
impacts, and the potential for impacts to threatened and endangered species.
4.9.1 Physical Resource Impacts
Project impacts on topography and soils would be restricted to the cut-and-fill limits of the
selected alternative. The use of existing urban land, widening of the existing road, bridging of
major river and stream crossings, and the location of the alignments through areas of low to
moderate relief would minimize impacts to soils and topography. Erosion is a severe hazard on
the steep side slopes and ridges along the Blue Ridge escarpment, particularly in areas where the
surface is bare or has been disturbed.
The Preferred Alternative would include crossings of six streams, and all crossings would utilize
culverts. The Preferred Alternative would follow primarily along the existing US 321 alignment,
where impacts would be minimized because of the presence of existing development. A portion
of the Preferred Alternative would cross the steep drainage above Bailey Camp Creek and an
unnamed tributary of the Yadkin River (jurisdictional crossing numbers 1, 2A, and 2B in Figure
3-9 in Chapter 3). Most of this alternative, however, is in the watershed of the Middle Fork New
River, where US 321 crosses and parallels the Middle Fork for approximately 0.8 mile, crossing
two of its tributaries (jurisdictional crossings 3 and 5) and the Middle Fork itself (jurisdictional
crossing 4). Elevation gradients along the Preferred Alternative would be minor in comparison to
the steeper gradients that characterize the other alternatives, and would, therefore, minimize the
potential for erosion and sedimentation in receiving waters. Generally, streams within this
US 321 Improvements (R-2237Q 4-102 Final Environmental Impact Statement
alternative have low-moderate gradient, meandering riffle-pool channels (see Section 3.10.2 in
Chapter 3).
Bypass Alternatives lA and 1B, with five crossings each, would affect the fewest streams. This
route would cross the headwaters of the Middle Fork (jurisdictional crossing 6), and parallel an
unnamed tributary of Middle Fork at its northern terminus (jurisdictional crossing 7). A large
section of Bypass Alternative lA would be within the headwaters of the Middle Fork. The terrain
varies significantly but is substantially less severe than the gradients of Bypass Alternatives 4A
and 4B. Streams within this alternative vary according to local topography, but are riffle-pool
channels or high gradient, low sinuous, step-pool channels.
Bypass Alternative 4A would cross 20 streams (jurisdictional crossings 1, 8A to 12, 14 to 24), of
?. which six would be bridged. Beginning at the southern terminus, Bypass Alternative 4A would
cross numerous step-pool streams on the steep, undulating ridge and cove topography of the Blue
Ridge escarpment. North of the Blue Ridge Parkway, Bypass Alternative 4A would negotiate
less severe topography. Streams within this watershed are predominantly moderate gradient,
riffle-pool streams.
Bypass Alternative 4B would follow a similar path along the escarpment as Bypass Alternative 4A.
Again, 20 streams (jurisdictional crossings 1, 8A to 14, 16 to 24) would be crossed. However, this
alternative would include 14 bridges, which would reduce impacts to soils and streams.
None of the alternatives would directly affect streams designated as Water Supply I (WS-1),
Water Supply II (WS-II), High Quality Waters (HQW), or Outstanding Resource Waters
(ORW). Middle Fork (crossed by the Preferred Alternative and Bypass Alternative IA),
however, is under special management to protect downstream waters designated as ORW, and
Left Fork Mulberry Creek is designated a HQW.
Temporary construction impacts caused by erosion and sedimentation would be minimized
through implementation of a stringent erosion control schedule and the use of NCDOT's Best
Management Practices (BMPs). The contractor would follow contract specifications pertaining to
erosion control measures as outlined in 23 CFR 650, Subpart B and Article 107-13 entitled
"Control of Erosion, Siltation, and Pollution" (NCDOT, July 1995). These measures include the
use of dikes, berms, silt basins, and other containment measures to control runoff, elimination of
construction staging areas in floodplains and adjacent to waterways; re-seeding of herbaceous
cover on disturbed sites; management of chemicals (herbicides, pesticides, de-icing compounds)
with potential negative impacts on water quality; and avoidance of direct discharges into streams
by catch basins and roadside vegetation.
The North Carolina Water Supply Watershed Protection Act of 1989 (House Bill 156) requires all
local governments that have land-use jurisdiction within water supply watersheds, or a portion
thereof, to be responsible for implementation and enforcement of nonpoint source management.
In accordance with this act, Caldwell and Watauga Counties and the Town of Blowing Rock have
adopted watershed protection ordinances requiring 30-foot stream buffers, density limits, and
BMPs. However, while road crossings are exempt from locally-designated buffer area impacts,
road-building activities should attempt to minimize the project footprint in buffer areas, direct
runoff away from surface waters, and maximize the utilization of storm-water BMPs.
Short- and long-term impacts to stream geomorphology would be limited to stream reaches
within the road footprint. Short-term impacts to stream reaches adjacent to the road footprint
would be temporary and localized during construction and could include sediment deposition and
US 321 Improvements (R-2237C) 4-103 Final Environmental Impact Statement
erosion. Long-term impacts to adjacent reaches, resulting from construction, could include
altered surface flows resulting from increases in impervious surfaces, increased nutrient inputs,
and various pollutants (e.g., volatile organic compounds [VOC]). Temporary and permanent
containment and diversionary measures would be installed to control and filter roadside runoff.
Impacts by stream realignment would be minimized through proper channel construction
sequencing and adequate stabilization of the new stream bank through a combination of hardened
structures and vegetation plantings.
4.9.2 Terrestrial Resource Impacts
The alternatives' construction footprint would range from a low of 58 acres for Bypass
Alternative 4B to a high of 108 acres for Bypass Alternative 4A. The Preferred Alternative
would result in adverse effects to the least amount of natural communities (27 acres).
Implementation of Bypass Alternative 4A would result in the greatest habitat loss of the
alternatives, because 93 acres of the 108 acres of affected plant communities is currently
generally undisturbed, closed canopy forest. Potential plant community impacts within Bypass
Alternatives IA, 1B and 4B would include similar amounts of natural communities (39 to 47
acres). The Preferred Alternative would result in the least adverse impacts to wildlife because of
the existing urbanized nature of its corridor (49 acres of the 76 acres of plant communities
affected are classified as urban/disturbed). Long-term displacement would be expected for forest-
interior species with Bypass Alternative 4A and to a lesser extent with Bypass Alternative 4B.
There are no designated rare or unique natural areas within the project area.
Plant Community Impacts
Potential impacts to plant communities that would result from the five Build Alternatives reflect
the relative abundance of communities within the project area. Table 4-24 lists the approximate
coverage of plant communities within each alternative. Data presented in the table are based on
the construction footprint contained in the preliminary designs for these alternatives (see
Appendix D), aerial photography, and field reconnaissance.
Table 4-24. Areas of Each Plant Community by Alternative
1'lantCuminunity Preferred Bypass
Alternative Alternative 1:1 Bypass
Alternatiie 7B Bypass
Alternative 4A Bypass
Alternative 4B
Chestnut Oak Forest 18 / 24%1 24 / 26% 28 / 33% 33/31% 17 / 29%
Cove Forest 9 / 12% 15 / 17% 12 / 14% 60 / 55% 30 / 52%
NATURAL PLANT
COMMUNITY
SUBTOTAL
27 / 36%
39 / 43%
40 / 47%
93 / 86%
47 / 81%
Pastoral - - - 11/10% 8 / 14%
Urban/Disturbed 49 / 64% 55 / 57% 45 / 53% 4/4% 3/5%
TOTAL 76 / 100% 94 / 100% 85 / 100% 108 / 100% 58 / 100%
t Impact areas are given in acres / percent of total impact for each alternative
The construction footprints of the alternatives would range from a low of 58 acres for Bypass
Alternative 4B to a high of 108 acres for Bypass Alternative 4A. Much of the Preferred
Alternative would be within residentially and commercially developed areas of Blowing Rock
US 321 Improvements (R-2237Q 4-104 Final Environmental Impact Statement I
and existing road rights-of-way, where urban/disturbed land, characterized by a high degree of
impervious surface, is the dominant mapped community (64 percent). The Preferred Alternative
would result in adverse affects to the least amount of natural communities (chestnut oak forest
and cove forest).
Potential plant community impacts within Bypass Alternatives IA, 113 and 4B would include
similar amounts of natural communities (39 to 47 acres). The areas of disturbed land within
Bypass Alternatives IA and 113 would include more residential land and less commercial land as
compared to the Preferred Alternative. Land disturbed and maintained for residential use is
typically characterized by a greater coverage of vegetation and more diverse vegetation and
smaller impervious surfaces than areas maintained for commercial use.
Bypass Alternative 4A would include both the greatest amount of land and the greatest coverage of
natural communities (93 acres). Natural communities within Bypass Alternatives 4A and 4B are
more remote and less disturbed regions than those of the other alternatives.
r I
Wildli
mpacts
fe
Forest fragmentation and loss of wildlife habitat are unavoidable consequences of highway
development. However, depending upon the alternative, a varying degree of wildlife impacts
would be expected. In addition, the adaptability of wildlife species would determine their
reaction to highway construction. Species habituated to human disturbance (raccoon, opossum,
white-tailed deer, American crow, northern mockingbird, rat snake) would respond to
construction with only short-term displacement. At the other end of the spectrum, species that
avoid habitat edges (including new edges created by a road project's fragmentation of habitat),
known as forest-interior species (e.g., some neotropical migrant birds such as wood thrush and
ovenbird), as well as species with a low tolerance for environmental pollutants (many fish, most
frogs and salamanders), and species with a general tendency to avoid human disturbance (e.g.,
black bear) would likely be eliminated from the vicinity of the constructed alternative.
Impacts to aquatic species would result from habitat loss or degradation of water quality. Minor to
moderate stream modifications would be expected in connection with culvert extensions, culvert
?. installation and stream channel modifications. These modifications could lead to various short-term
and long-term impacts to aquatic wildlife. Short-term impacts would include loss of existing
riparian vegetation and increased turbidity and sedimentation associated with construction. Long-
term impacts would include loss of streambed habitat, increase in stream velocities and migration
barriers if culverts were installed improperly. Impacts to aquatic life would be minimized with the
implementation of an erosion control plan (see Section 4.16.6) during the construction phase and
with proper design and installation of culverts and relocated channels.
The Preferred Alternative would result in the least adverse impacts to wildlife because of the
existing urbanized nature of its corridor (only 27 of the affected 76 acres of plant communities are
relatively undisturbed at present). No additional fragmentation would result from this alternative
because it would follow the existing road. Short-term displacement of local wildlife populations
would occur during and immediately following construction. Most local species are habituated to
man-made disturbances and would be expected to move back into the vicinity of the construction
area. Movement through the area would become more dangerous for many transient species
because of the increase in width of the new roadway. The Preferred Alternative would be
unlikely to affect economically important game species because of the alternative's urban and
suburban setting. Culvert extensions at the six stream crossings would have minimal impact to
aquatic species.
I US 321 Improvements (R-2237Q 4-105 Final Environmental Impact Statement
Implementation of Bypass Alternatives lA or 1B would have intermediate impacts in comparison to
the other alternatives. Implementation of one of these alternatives would result in the loss of 85 to
94 acres of plant communities, although 45 to 55 acres for each alternative is currently subject to
some kind of maintained or disturbed state. Approximately 0.5 mile of both alternatives would
result in fragmentation of natural forests on the Blue Ridge escarpment; however, this new
fragmentation is in close proximity to areas that are currently disturbed. Disturbed areas along these
alternatives are primarily residential development and are characterized by substantial canopy cover
and habitat for species habituated to anthropogenic activities. The effect of Bypass Alternatives lA
and 1B on economically important game species would be slight, as little of these alternatives
would occur in undisturbed areas outside of Blowing Rock town limits. Stream culverts would
continue to allow limited movement of terrestrial and aquatic species across the highway corridor.
Potential short and long term impacts of culverts to aquatic species would include those listed
above.
Implementation of Bypass Alternative 4A would result in the greatest habitat loss of the
alternatives, because 93 acres of the 108 acres of affected plant communities are generally
undisturbed, closed canopy forest. Additionally, some of the affected areas, found both on the
escarpment and north of the Blue Ridge Parkway on the Blue Ridge plateau, are remote.
Removal of these communities would generate over 2.0 miles of cleared highway corridor
through previously undisturbed areas. The primary impacts to animal life would occur from
direct removal of the large and the structurally complex forest habitat by cutting, filling, clearing,
grading and paving. This change would result in the reduction in wildlife diversity and a
population composition change that would include more species adapted to anthropogenic
disturbance near the alternative's corridor and between the alternative's corridor and Blowing
Rock. Since immediately adjacent habitat of similar type would be undisturbed, animals such as
small mammals, many passerine birds and reptiles would be able to reestablish themselves in
adjacent undisturbed areas. Songbirds and small mammal populations in the area enjoy sufficient
mobility to find suitable habitats in proximity to the disturbed area. Bridged sections of this
alignment would allow for migration of terrestrial animals along riparian and valley slopes.
Stream culverts would continue to allow terrestrial and aquatic species limited movement across
the highway corridor. Potential short and long-term impacts of culverts to aquatic species would
include those listed above.
Long-term displacement would be expected for forest-interior species. Movement through the
area would become more dangerous and restrictive for many transient species because of the
presence of new barriers and traffic. The effect on economically important game species would
be mixed. Habitat fragmentation would improve habitat for some species (i.e., white-tailed deer,
eastern cottontail, groundhog and raccoon) and degrade habitat for other species (i.e., black bear,
wild turkey and wild boar).
While following a similar path as Bypass Alternative 4A, Bypass Alternative 4B would result in
substantially less plant community impact and fragmentation. Extensive use of bridging by
Bypass Alternative 4B would result in the smallest amount of plant community impacts (58 acres)
of the five Build Alternatives and would ameliorate remaining impacts by spanning valleys and
associated riparian corridors. Implementation of this alternative would require construction of
haul roads to reach the isolated cut and fill areas and bridgework. Approximately 2.0 miles of
haul roads would be cleared through previously undisturbed areas. As with Bypass Alternative
4A, much of the affected areas are relatively remote and include primarily undisturbed, closed
canopy forest (47 out of 58 acres is undisturbed). In portions of the alignment that would not be
bridged, potential impacts to habitat would be similar to those expected for Bypass Alternative
US 321 Improvements (R-2237Q 4-106 Final Environmental Impact Statement I
fi
1
1
fl
1
4A. The extensive bridging proposed for Bypass Alternative 4B would allow terrestrial species
passage across the highway corridor and minimize impacts to stream habitat.
Rare and Unique Natural Areas
There are no designated rare or unique natural areas identified within the project area according
to Natural Heritage Program (NHP) records. Thus, no impacts would occur with any of the
alternatives.
4.9.3 Jurisdictional Area Impacts
Jurisdictional areas are streams and wetlands regulated by the USACE, as described in
Section 3.10.2 in Chapter 3. Bypass Alternatives lA and 113 would have the least amount of
jurisdictional stream impacts (580 to 730 feet). Jurisdictional streams would be affected the most
by Bypass Alternative 4A (5,935 feet). Bypass Alternative 413'which shares a similar route as
Bypass Alternative 4A, would reduce jurisdictional impacts in this corridor substantially (to 1,120
feet) by incorporating additional bridges. The Preferred Alternative would have similar stream
impacts to Bypass Alternative 4B (1,440 feet). All alternatives would affect less than an acre of
wetlands. Impacts to jurisdictional areas would require a permit from the USACE. A review of
potential stream restoration sites surrounding the project area indicates that adequate options exist
to offset stream impacts associated with any of the five Build Alternatives.
Impacts
The five Build Alternatives would infringe upon existing jurisdictional areas (open waters and
vegetated wetlands). Total jurisdictional areas within each of the five alternative corridors are
tabulated in Table 4-25 to Table 4-29 and summarized in Table 4-30. These areas are based on
the construction limits presented in the preliminary designs found in Appendix D. Bypass
Alternatives lA and 113 would have the least amount of jurisdictional impacts, including no
wetland impacts and 580 linear feet and 730 linear feet of stream impacts, respectively.
Jurisdictional areas would be affected the most by Bypass Alternative 4A with approximately
5,935 linear feet of stream impacts and 0.09 acre of wetlands. Bypass Alternative 413, which
shares a similar route as Bypass Alternative 4A, would minimize jurisdictional impacts with
additional bridges, reducing the impacts to 1,120 linear feet of stream and 0.01 acre of wetland.
The Preferred Alternative would have approximately 1,440 linear feet of stream impacts and 0.07
acre of wetland impacts.
In most cases, affected streams would be crossed perpendicularly with the use of a culvert. In
some cases, the impact would involve a parallel fill (see Table 4-31). Parallel fills refer to
streams that run parallel to the new alignment and must be filled and moved in order to
accommodate the new roadway. Three of the alternatives, the Preferred Alternative, Bypass
Alternative 113, and Bypass Alternative 413, would contain parallel fills.
Bypass Alternative 1B would contain 590 linear feet of parallel fill in streams. This would
account for over 80 percent of the 730 linear feet of streams affected by Bypass Alternative 1B.
Bypass Alternative 4B would contain 125 linear feet of parallel fill in streams. This would
account for less than 15 percent of the nearly 1,120 linear feet of streams affected by Bypass
Alternative 4B. The Preferred Alternative would contain 1,070 feet of parallel fill in streams.
This would account for 74 percent of the 1,440 linear feet of streams affected by the Preferred
Alternative and be the greatest parallel stream impact of all the Build Alternatives.
US 321 Improvements (R-2237Q 4-107 Final Environmental Impact Statement
Table 4-25. Jurisdictional areas that Occur Within the
Construction Limits of the Preferred Alternative
Streamst
Crossing Number
9
6W
Culp°erted Length
Parallel Fill
. __a I Weiland; Impacts
1 200 / 0.04 200 / 0.04 - -
2 1,045/0.24 50 / 0.01 995 / 0.23 0.07
3 75/0.01 - 75/0.01 -
4 100 /0.01 100/0.01 - -
5 20 / 0.00 20 / 0.00 - -
TOTAL 1,440/0.30 370 / 0.06 1,070/0.24 0.07
1 Stream impacts include both culverted streams, filled streams and streams adjacent to the proposed alignment to be
moved (i.e., parallel fill). Stream impacts are given in linear feet / acres. Wetland impacts are measured in acres.
Crossing numbers are depicted in Figure 3-9 in Chapter 3.
Impacts shown in bold are impacts identified as wholly or partially avoidable as discussed below under "Mitigation."
Table 4-26. Jurisdictional Areas that Occur Within the
Construction Limits of Bypass Alternative 1A
Cr
si
N
b Streams' -
W
l
d t
os
ng
um
er
Total Impacts
Cuherted Length
Parallel fill ei
an
n?pacts
1 250 / 0.06 250/0.06 - -
7 330 /0.06 140 / 0.01 190 / 0.05 -
TOTAL 580 / 0.12 390 / 0.07 190 / 0.05 -
I Stream impacts include both culverted streams, filled streams and streams adjacent to the proposed alignment to be
moved (i.e., parallel fill). Stream impacts are given in linear feet / acres. Wetland impacts are measured in acres.
Crossing numbers are depicted in Figure 3-9 in Chapter 3.
Impacts shown in bold are impacts identified as wholly or partially avoidable as discussed below under "Mitigation."
Table 4-27. Jurisdictional Areas that Occur Within the
Construction Limits of Bypass Alternative 1B
r
in
Cro
N
b Streams`
W
l
d I
g
um
er
ss
Total Impacts
Cuh?erled Length
Parallel Dill et
an
mpacts
2 400 / 0.09 - 400 / 0.09 -
7 330 / 0.06 140 / 0.01 190 / 0.05 -
TOTAL 730 / 0.15 140 / 0.01 590 / 0.14 -
1 Stream impacts include both culverted streams, filled streams and streams adjacent to the proposed alignment to be
moved (i.e., parallel fill). Stream impacts are given in linear feet / acres. Wetland impacts are measured in acres.
Crossing numbers are depicted in Figure 3-9 in Chapter 3.
Impacts shown in bold are impacts identified as wholly or partially avoidable as discussed below under "Mitigation."
US 321 Improvements (R-2237Q 4-108 Final Environmental Impact Statement I
1
1
I
t
Table 4-28. Jurisdictional Areas that Occur Within the Construction Limits of
Bypass Alternative 4A.
i
N
b
C a Streams .
W
tl
d I
t
ross
ng
um
er
1 EM
Total Impa gtj`
Culverte Length
Parallel Fill an
mpac
e
s
1 475 / 0.09 475 / 0.09 - -
9 725 / 0.20 725 / 0.20 - -
10 675/0.21 675/0.21 - -
11 150/0.03 150/0.03 - -
14 625/0.14 625/0.14 - -
15 225 / 0.05 225 / 0.05 - -
16 400 / 0.11 400 / 0.11 - -
17 1,350/0.31 1,350/0.31 - -
18 200 / 0.06 200 / 0.06 - -
19 20 / 0.00 20 / 0.00 - -
20 390 / 0.17 390 / 0.17 - -
21 325 / 0.06 325 / 0.06 - -
22 375 / 0.11 375 / 0.11 - -
23 - - - 0.09
TOTAL 5,935/1.53 5,935/1.53 - 0.09
1 Stream impacts include both culverted streams, filled streams and streams adjacent to the proposed alignment to be
moved (i.e., parallel fill). Stream impacts are given in linear feet / acres. Wetland impacts are measured in acres.
Crossing numbers are depicted in Figure 3-9 in Chapter 3.
Impacts shown in bold are impacts identified as wholly or partially avoidable as discussed below under "Mitigation."
1
1
1
1
Table 4-29. Jurisdictional Areas that Occur Within the
Construction Limits of Bypass Alternative 4B
C
i
N
b Streams'
tla
d Im
a
t
W
ng
ross
um
er
Total Impacts
Cuh,erted Length
Parallel Fill n
p
s
e
c
1 75/0.01 - 75/0.01 -
12 350 / 0.08 350 / 0.08 - -
13 10/0.00 10/0.00 - -
16 325 / 0.07 325 / 0.07 - -
18 160/0.04 160/0.04 - -
19 150/0.03 150/0.03 - -
20 50 / 0.02 - 50 / 0.02 -
23 - - - 0.01
TOTAL 1,120/0.27 995 / 0.24 125 / 0.04 0.01
1 Stream impacts include both culverted streams, filled streams and streams adjacent to the proposed alignment to be
moved (i.e., parallel fill). Stream impacts are given in linear feet / acres. Wetland impacts are measured in acres
(hectares). Crossing numbers are depicted in Figure 3-9 in Chapter 3.
Impacts shown in bold are impacts identified as wholly or partially avoidable as discussed below under "Mitigation."
I US 321 Improvements (R-2237Q 4-109 Final Environmental Impact Statement
Table 4-30. Jurisdictional Streams and Wetlands Within Each Alternative
Alternatives
W-A Stream Crossing'
Tot Streams
- ,
Impacted Total Stream
pacts
,An' Total Wetland
acti
'
Preferred Alternative 5 5 1,440/0.30 0.07
Bypass Alternative IA 4 2 580 / 0.12 -
Bypass Alternative 1B 5 2 730 / 0.15 -
Bypass Alternative 4A 19 13 5,935/1.53 0.09
Bypass Alternative 4B 21 7 1,120/0.27 0.01
1 A jurisdictional crossing may contain multiple streams and associated wetlands
2 Stream impacts are measured in linear feet / acres.
3 Wetland impacts are measured in acres.
Table 4-31. Alternatives that Contain Streams
Affected by Parallel Fill
Alternatives Crossing Number' Parallel Pill Impacts
P
f
d Alt
ti 2 995 / 0.23
re
erre
erna
ve
3
75 / 0.01
Bypass Alternative IA 7 190 / 0.05
B
Alt
ti
113 2 400 / 0.09
ypass
erna
ve 7 190 / 0.05
B
Alt
ti
4B 1 75 / 0.01
ypass
erna
ve 20 50 / 0.02
1 Refers to crossing numbers in Figure 3-9 in Chapter 3.
2 Parallel fill impacts are given in feet / acres.
Permitting
Impacts to jurisdictional areas would require a permit from the USACE. Permits would be
required for encroachment into jurisdictional wetlands/surface waters regardless of the chosen
alternative and final alignment. The USACE in their comments on the DEIS indicated that an
individual permit would be required rather than a nationwide or general permit.
Section 401 of the Clean Water Act requires each state to certify that state water quality standards
would not be violated for activities that: 1) involve issuance of a federal permit or license; or 2)
require discharges to "waters of the United States." The USACE cannot issue a Section 404
permit until Section 401 certification is issued. Therefore, the NCDOT would need to apply to
North Carolina Department of Water Quality (NCDWQ) for Section 401 certification as part of
the USACE permit process.
Caldwell and Watauga counties are among the 25 mountain counties designated as having trout
waters. Projects in trout waters require review by the NC Wildlife Resources Commission
(NCWRC). Several streams in the project area, including the Middle Fork, Bailey Camp
Creek, an unnamed tributary to the Yadkin River, Martin Branch, Aho Branch, and an unnamed
tributary to Aho Branch are designated by the NCWRC as Public Mountain Trout Waters and
are managed under Hatchery Supported Regulations.
US 321 Improvements (R-2237C) 4-110 Final Environmental Impact Statement I
ri
Mi
i
i
on
t
gat
Mitigation policy is recommended in accordance with Section 404(b)(1) Guidelines of the Clean
Water Act (40 CFR 230), mitigation policy mandates articulated in a USACE/US Environmental
Protection Agency (USEPA) MOA; Page and Wilcher (1990), Executive Order 11990 (42 FR
26961 [19771), and US Fish and Wildlife Service (USFWS) mitigation policy directives (46 FR
7644-7663 [1981]).
Mitigation is defined as efforts that a) avoid, b) minimize, c) rectify, d) reduce or eliminate, or e)
compensate for adverse impacts to the environment. Section 404(b)(1) Guidelines, the
USACE/USEPA MOA, and Executive Order 11990 stress avoidance and minimization as
primary considerations. Avoidance and minimization must be fully evaluated before
compensatory mitigation can be discussed.
The USFWS policy also emphasizes avoidance and minimization. However, for unavoidable
losses, mitigation efforts should be based on the value and scarcity of the habitat at risk. Methods
used to achieve this goal include the physical modification of replacement habitat for conversion
to the type that is lost; restoration of previously altered habitat; increased management of similar
replacement habitat so that in-kind value of the lost habitat is replaced; or a method combining
any or all parts of these measures.
Existing policy guidelines on mitigation sequencing would be employed for this project.
Measures to avoid, minimize, and compensate for wetland impacts would be employed in
descending order of priority where feasible.
Decisions on whether the Preferred Alternative avoided or minimized jurisdictional area impacts
to the extent practicable were made at the NEPA/404 Merger Team's Concurrence Point 4A/2A
meeting on April 20, 2004. (See Section 7.10.2 of Chapter 7 for a description of that meeting.)
Additional information presented at the meeting on the characteristics of jurisdictional areas
affected and the impacts of the Preferred Alternative are shown in Table 4-32 and Table 4-33.
Avoidance. All alternatives would contain jurisdictional areas, so complete avoidance is not
possible by selection of one alternative over another. Bridging jurisdictional systems is proposed in
the preliminary designs for the larger stream systems. Additional avoidance could be achieved
through use of bottomless culverts, replacement of fill slopes and additional bridging at locations
noted in Table 4-25 to Table 4-29. Identified avoidance areas include most of the wetlands impacts
within the project area (jurisdictional crossings 2 and 23), as well as stream segments identified as
parallel fill in Bypass Alternatives 113 and 4B.
The practicability of avoiding the impacts was addressed during the Merger Team's Concurrence
Point 4A/2A meeting for the Preferred Alternative. Jurisdictional crossing 4 represents the only
major stream crossing affected by the Preferred Alternative. Avoiding this impact and impacts to
jurisdictional system 5 are not practicable because the existing road crosses these streams.
Avoidance of jurisdictional systems 1, 2, 3, which parallel US 321, were not considered practicable
because of added community impacts and cost associated with the design changes needed to avoid
the impact. The Merger Team's concurrence on these avoidance efforts is documented on
concurrence forms found in Appendix F.
Not placing staging areas in lowland sites, careful containment of toxic or hazardous materials
near creeks and tributaries, and employment of strict erosion and sediment control procedures
are practices that would be employed to avoid impacts to wetlands adjacent to the project
during construction.
US 321 Improvements (R-2237C) 4-111 Final Environmental Impact Statement
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US 321 Improvements (R-2237C) 4-112 Final Environmental Impact Statement
I Table 4-33. Preferred Alternative Wetland Characteristics and Impact
Wetland Type
DN'Q
Riverine or
Isolated or Parallel
System Number (Cowardin
Rating
Non-Riverine
Contiguous Impacts
Classification) (acres)
2 PSS6/7 55 Riverine Contiguous 0.07
Minimization. Because many of the jurisdictional areas are bank-to-bank systems, with little if
any adjacent wetlands, construction of culverts with cross-sectional areas at least equal to the
original stream channel would minimize impacts upon such arenas. Reductions of fill slopes,
canopy removal in or near floodplain systems, and reductions of median widths at stream/wetland
crossings could reduce jurisdictional stream and wetland losses.
The minimization of impacts was addressed during the Merger Team's Concurrence Point 4A/2A
meeting for the Preferred Alternative. It was agreed that at jurisdictional crossing 4, a replacement
of the existing culvert would be the appropriate structure for the Preferred Alternative at this
location. Table 4-34 lists the design characteristics of this structure. One component of the
decision on whether to include a culvert was whether species that potential trigger a high quality
resource designation were at the stream location under consideration. Such species in the project
area are shown in Table 4-35. The team agreed that these species are not present at jurisdictional
crossing 4.
1
L
Table 4-34. Major Stream Crossing
S Existin« Structure Required Structure Estimated
ystem
Number Name Design
Len«th Design
Len-th Construction
Characteristics Characteristics Cost
2 @ 8'X 6'
Middle Fork Reinforced Extend existing
4 of the New 44 feet 94 feet $96,000.00
River Concrete Box structure.
Culvert Table 4-35. Species Potentially Triggering High Quality Resource Designation.'
Common Name Scientific Name Countq State Ranking"
Bog Turtle Clemmys muhlenbergii Watauga S2G3
Kanawha minnow Phenacobius teretulus Watauga S2G3G4
Green floater Lasmigona subviridus Watauga S IG3
Brook floater Alasmidonta varicosa Caldwell and Watauga S 1G3
Bent avens Geum geniculatum Caldwell and Watauga S2G2
' Species have not been surveyed in the project area. They may or may not exist.
2 http://ils.unc.edu/parkproject/nhp/inven.htm
I US 321 Improvements (R-2237Q 4-113 Final Environmental Impact Statement
It was agreed that a retaining wall would be used to reduce the 0.07-acre impact on wetlands
associated with jurisdictional crossing 2. The retaining wall would be included in the final design
of the Preferred Alternative in the area of design stations 679+00 to 681+00. At the other locations
where jurisdictional areas would be affected by the Preferred Alternative, it was agreed that the
design depicted in the DEIS and FEIS minimized impacts. The Merger Team's concurrence on
these minimization efforts is documented on concurrence forms found in the Appendix F.
Compensation. Since avoidance and minimization would be emphasized, only minor
jurisdictional wetland area loss would occur. However, impacts to streams, depending on the
alternative, would be great enough to require compensatory mitigation. The on-site relocation of
streams affected by parallel fills could provide the mitigation needed at these sites.
Compensatory mitigation is recommended for all additional unavoidable stream and wetland
losses. A few on-site restoration opportunities are available in or near the project area and would
be investigated further during mitigation planning for the preferred alternative. A review of
potential mitigation sites was conducted. Refer to Figure 4-13 for the location of these sites.
Brief descriptions of these sites are as follows:
Stream restoration is available for approximately 500 linear feet of the unnamed tributary to
Middle Fork that parallels Possum Hollow Road (Site 1 on Figure 4-13). The lower reach
segment of stream was channelized and is devoid of riparian vegetation. Remnants of the old
channel remain on the adjacent, abandoned floodplain. Restoration efforts would attempt to
target natural channel conditions of the stream prior to disturbance. Stream restoration could
include channel reconfiguration/construction, bank stabilization and buffer reforestation.
Stream restoration is available for several degraded streams because of livestock activity
(Sites 2, 3, 4). The lack of fencing adjacent to these tributaries has allowed livestock access
to the channel, causing bank erosion and channel entrenchment. Restoration efforts could
include channel reconfiguration/construction, bank stabilization, buffer reforestation and
exclusion of livestock from the channel. Based on the review of potential sites, Sites 2, 3 and
4 combined contain approximately 2,500 linear feet of stream that are potentially available
for stream mitigation activities. Site 3 also contains recent fill material over a wet meadow
plant community, which could afford approximately 0.5 acre of wetland restoration.
Stream restoration could be available for portions of the trout-supporting waters of Aho
Branch and its unnamed tributary as result of areas exposed by a breached impoundment and
agricultural practices (Site 5). The channels are experiencing severe degradation, including
entrenchment, erosion sedimentation and bank collapse. Wetland restoration/enhancement
also could be available in the adjacent floodplain. Disturbances from land clearing and
flooding have decreased wetland functions. Stream restoration activities and reforestation
should enhance or restore wetland functions. Stream restoration activities could include
channel reconfiguration/construction, bank stabilization and buffer reforestation. Based on
preliminary analysis approximately 3,300 linear feet of stream could be available for
restoration activities
• Additional mitigation opportunities could include removal of old fill material from the
vicinity of jurisdictional areas, enhancement of stream corridors within and downstream of
developed areas and preservation of riparian fringe forests through conservation easements.
US 321 Improvements (R-2237Q 4-114 Final Environmental Impact Statement I
I
1
0
1
1
w
u
1
1
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Alternative4 B
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and 1B
4?' ?bp, ;mss*?? i OD
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?+ .......... Preferred Alternative
Alternative 1A;? Bypass Alternative 1A
and Preferred Alt ,
i
1 B
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B
Al
ternat
ve
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ypass
US A Bypass Alternative 4A
. $ '" Bypass Alternative 4B
Alternative 1A
and 113
Figure 4-13
Potential Stream
=P Mitigation Sites
I
This review of potential stream restoration sites surrounding the project area indicates the
potential for adequate options to offset stream impacts associated with any of the five Build
Alternatives. A specific mitigation program for the Preferred Alternative would be developed
during final design and the permit application process.
If the above opportunities do not provide needed compensatory mitigation, off-site mitigation
options would be investigated. In accordance with the "Memorandum of Agreement Among the
North Carolina Department of Environment and Natural Resources [NCDENR], the NCDOT, and
the USACE, Wilmington District," July 22, 2003, the NCDENR's Ecosystem Enhancement
Program (EEP), would be requested to provide off-site mitigation to satisfy the federal Clean
Water Act compensatory mitigation requirements for the preferred alternative.
Wetlands Finding
Based on the above considerations, it is determined that there is no practicable alternative to the
proposed construction in wetlands, and that the proposed action includes all practicable measures
to minimize harm to these resources.
4.9.4 Threatened or Endangered Species
The project area contains appropriate habitat for only one Federally listed Endangered or
Threatened species, Heller's blazing star. Based on systematic searches conducted within areas
of suitable habitat along the Preferred Alternative during the flowering period, it was concluded
that the Preferred Alternative may affect, but is not likely to adversely affect, Heller's blazing
star. No impacts are expected by the Build Alternatives to the other Federally-listed species in
the counties containing the proposed project (see Table 3-21 in Chapter 3).
Bog turtle is a small turtle reaching an adult size of approximately 3 to 4 inches. This otherwise
darkly-colored species is readily identifiable by the presence of a bright orange or yellow blotch
on the sides of the head and neck (Martof et. al. 1980). The bog turtle population has declined
drastically within the northern portion of its range because of over-collection and habitat
alteration. As a result, the bog turtle is listed as Threatened within the northern portion of its
range, and as Threatened because of Similarity of Appearance (T[S/A]) to the northern
population within the southern portion of its range, which includes North Carolina. The listing
bans the collection and interstate and international commercial trade of bog turtles from the
southern population. The listing allows incidental take of bog turtles in the southern population
resulting from otherwise lawful activity.
The bog turtle is typically found in bogs, marshes and wet pastures, usually in association with
aquatic or semi-aquatic vegetation and small, shallow streams over soft bottoms (Palmer and
Braswell 1995). In North Carolina, bog turtles have a discontinuous distribution in the mountains
and western Piedmont. The NC Natural Heritage Program (NCNHP) records indicate no
documented occurrences of bog turtle within 2.0 miles of the project area.
Landscape and drainage alteration by humans and continual disturbance in commercial and
residential areas make it is highly unlikely that bog turtles occur in the project area wetlands.
However, the emergent wetlands found near the northern terminus of Alternatives 4A and 4B
(jurisdictional crossing 23 shown on Figure 3-9 in Chapter 3) could contain habitat suitable for the
bog turtle. No detailed field surveys of the bog turtle were conducted.
T(S/A) species are not subject to Section 7 (of the Endangered Species Act) consultation with the
USFWS and a biological conclusion is not required.
US 321 Improvements (R-2237Q 4-116 Final Environmental Impact Statement I
Northern flying squirrel is a nocturnal denizen of mixed and coniferous forests in the northern
United States and Canada. Adults range in size from 10.5 to 12.5 inches long. This squirrel has a
loose, furred fold of skin on each side of the body between the wrists and the ankles, which can
be spread to form wings for gliding. The northern flying squirrel is known from high-elevation,
isolated pockets in the mountains of North Carolina, including Roan Mountain, Mt. Mitchell, and
The Great Smokey Mountains (Weigl, 1987).
BIOLOGICAL CONCLUSION: NCNHP records indicate no documented occurrences of the
northern flying squirrel within 2.0 miles of the project area, and no flying squirrels were
observed during field surveys. No project alternatives would adversely affect the northern
flying squirrel because of an absence of appropriate habitat (high-elevation spruce-fir forests)
within the project area. NO EFFECT
Spreading Avens is an erect, densely hairy, perennial herb ranging to 20 inches tall. A basal
rosette of odd-pinnately compound leaves is produced from a horizontal rhizome. These leaves
are long stalked and terminated by a large kidney-shaped lobe; tiny leaflets are usually present
below the terminal lobe (Kral, 1983). Small, sessile, serrated leaves are found on the flowering
stem. Lanceolate sepals and relatively long petal lengths of 0.5 to 0.8 inches help differentiate
spreading avens from related species (Massey et al., 1983). Bright yellow, five-petaled flowers
approximately 2.4 to 3.1 inches across are produced from June to August; these are followed
between July and October by hairy achenes with a persistent, straight style approximately 0.2
inches long (Massey et al., 1983). Vegetative parts emerge in May and persist through October.
Spreading avens usually occurs at elevations greater than 5,000 feet in mountain grass balds,
grassy clearings in heath balds, as well as in crevices of granitic rock. Spreading avens cannot
tolerate shading or crowding (Kral, 1983). Spreading avens is found in a few northwestern
counties of North Carolina, and in nearby counties of Tennessee.
BIOLOGICAL CONCLUSION: NCNHP records indicate that spreading avens has not been
documented within 2.0 miles of the project area, and spreading avens was not observed
during the field visit. No project alternative would adversely affect spreading avens because
of a lack of potential habitat (elevations greater than 5,000 feet and mountain balds) within
the project area. NO EFFECT
Roan Mountain bluet, formerly treated as a variety of the summer bluet (Houstonia [=Hedyotis]
purpurea), is a low, erect to spreading perennial herb with a squarish stem, typically growing to 6
inches high. The leaves are opposite, sessile, rounded basally but taper to a pointed tip and have
smooth, toothless margins. Small, deep purple, tubular flowers are produced on small terminal
clusters in June and July with fruiting occurring in July and August. It differs from the more
common H. purpurea by having larger, smooth-edged leaves, and by larger flowers, capsules and
seeds (Weakley, unpublished).
Roan Mountain bluet is endemic to the high Blue Ridge Mountains of North Carolina and
Tennessee, mostly from 4,200 to 6,300 feet in elevation. It grows in crevices of rock outcrops as
well as in thin, gravelly soils of grassy balds near summit outcrops (Weakley, 1993).
BIOLOGICAL CONCLUSION: NCNHP records indicate no documented occurrences of the
Roan Mountain bluet within 2.0 miles of the project area, and none were observed during
field surveys. No project alternative would adversely affect Roan Mountain bluet because of
an absence of appropriate habitat (rock outcrops and grassy balds) within the project area.
NO EFFECT
US 321 Improvements (R-2237C) 4-117 Final Environmental Impact Statement
Heller's blazing star is an erect herbaceous perennial with glabrous stems that reaches heights of
4 to 20 inches. The leaves are simple, linear to lanceolate, alternate and arranged spirally along
the stem. Leaf size is variable, with a gradual decrease in size up the stem. The inflorescence
consists of compact heads arranged in a raceme-like fashion along the stem. The heads typically
contain seven to ten tubular florets, which may be purple to lavender in color. Heller's blazing
star is distinguished from related species by shorter height and relatively short pappus (modified
calyx lobes), half or less of the length of the corolla tube. Flowers are produced from July to
September, with fruiting occurring from August to October (Massey et al., 1983).
Heller's blazing star has been found on rocky summits at high elevations in the mountains of
western North Carolina. This species typically is found in full sun growing in shallow, acidic
soils on or around granitic outcrops, ledges and cliff faces (Kral, 1983; Massey et al., 1983).
An August 2003 protected species survey during the flowering period determined that there are
rock outcroppings, ledges, and cliffs presenting suitable habitat for Heller's blazing star at five
sites along US 321. None of these five sites, however, are natural rock outcroppings. They are
bedrock exposed from the existing road cut. The sites range from approximately 15 to 100 feet in
height above the road surface and receive full to partial sun exposure with southeast, east, or
northeast facing slopes. All the sites exhibit scattered, small ledges and crevices along the rock
face with shallow soil supporting herbaceous and woody vegetation. During the survey of these
five sites, neither Heller's blazing star, nor any other Liatris species, was found. Incidental plants
observed on vegetated areas of rock faces and ledges were blue curls (Trichostema dichotomum),
hawkweed (Heiracium sp.), evening primrose (Oenothera biennis), common mullein (Yerbascum
thapsus), spotted knapweed (Centaurea biebersteinii), saxifrage (Saxiaga sp.), goldenrod
(Solidago sp.), sunflower (Helianthus sp.), greater coreopsis (Coreopsis major), aster (Aster sp.),
narrow-leaved vetch (Vicia angustifolia), Deptford pink (Dianthus armeria), staghorn sumac
(Rhus hirta), winged sumac (Rhus copallinum), blackberry (Rubus sp.), Virginia pine (Pinus
virginiana), mountain laurel (Kalmia latifolia), blueberry (Vaccinium sp.) and bracken fern
(Pteridium aquilinum).
BIOLOGICAL CONCLUSION: Heller's blazing star was documented approximately 0.2
mile west of the project area near The Blowing Rock (NCNHP records), but not within the
project area. Suitable habitat for this species (granitic outcrops) occurs in the project area;
however, a field survey along the Preferred Alternative during the flowering period found no
examples of this species. MAY AFFECT, NOT LIKELY TO ADVERSELY AFFECT
Spruce-fir moss spider inhabits moss mats that grow on rocks and boulders under high-altitude
spruce-fir forests in the southern Appalachian Mountains. Adults are 0.1 to 0.2 inches in length.
This species is extremely vulnerable to desiccation, and is adapted to the high rainfall of these
mountains and the moist environment provided by the mosses (Harp, 1992).
BIOLOGICAL CONCLUSION: NCNHP records indicate no documented occurrences of the
spruce-fir moss spider within 2.0 miles of the project area. No project alternative would
adversely affect northern spruce-fir moss spider because of an absence of appropriate habitat
(high-elevation spruce-fir forests) within the project area. NO EFFECT
Dwarf-flowered heartleaf is a small, spicy-smelling, rhizomatous perennial herb with long-stalked
leaves and flowers. Leaves are heart-shaped, evergreen, leathery, and dark green above and paler
below; the upper leaf surface is often patterned with pale green reticulate mottles. The leaves
grow to about 2.4 inches in length and form a dense, spreading rosette. The flowers, which
appear in April and May, are solitary, flask-shaped, fleshy and firm, and have three triangular
US 321 Improvements (R-2237Q 4-118 Final Environmental Impact Statement I
lobes. This species differs from related species by having smaller flowers with calyx tubes that
narrow distally rather than broaden (Kral 1983).
Dwarf-flowering heartleaf is found in acidic sandy loam on north-facing wooded slopes of
ravines in the Piedmont of North and South Carolina. This species typically occurs in oak-
hickory-pine forest where hydrologic conditions range from moist to relatively dry, but also may
be present in adjacent pastured woodland. This species typically is found in or under moist duff
at the bases of trees or mountain laurel (Kalmia latifolia) (Kral 1983). In North Carolina, dwarf-
flowered heartleaf is known from a few southwestern Piedmont counties (Amoroso and Finnegan
2004).
A thorough search of suitable habitat for dwarf-flowered heartleaf along an approximately 1.9-
mile section of the Preferred Alternative in Caldwell County, on the headwaters of an unnamed
tributary to the Yadkin River south of the Green Park Inn, failed to disclose any individuals of the
genus Hexastylis. It was expected that any occurrences of this evergreen genus would be readily
observed, since very few understory plants were green and actively growing during the field
surveys (one exception was an unknown plant in the family Asteraceae). In addition, leaf litter
from the previous autumn was partially decomposed and did not obscure ground-level plants to a
substantial degree.
i
BIOLOGICAL CONCLUSION: The NCNHP does not record any occurrences of dwarf-
flowered heartleaf within 2 miles of the Preferred Alternative. Although suitable habitat
for the plant is present along an approximately 1.9-mile section of the Preferred
Alternative, a thorough search in March 2006 failed to disclose any individuals in its
genus. Based on NCNHP data, systematic searches, and professional judgment, the
Biological Conclusion is NO EFFECT.
The Virginia big-eared bat (Corynorhinus townsendii virginianus) is a subspecies of Townsend's
big-eared bat. It is listed as federally endangered by the US Fish and Wildlife Service. It is listed
by the State of North Carolina as a rare and endangered species. It is a medium-sized bat with
forearms measuring 1.5 to 1.9 inches long and weighing 0.25 to 0.42 ounces. Total body length
is 3.9 inches, the tail is 1.8 inches, and the hind foot is 0.4 inches. This bat's long ears (1 inch)
and facial glands on either side of the snout are distinctive. Fur is light to dark brown. This bat
utilizes caves year-round as roost sites. Grandfather Mountain (Avery County) has the only
known population of these rare mammals in North Carolina, although members of the colony are
known to travel as far as Wilson Creek to the east and the Cranberry Iron Mines to the west.
BIOLOGICAL CONCLUSION: Although the Virginia big-eared bat is not listed for
Watauga or Caldwell Counties, the US 321 project is approximately 8 miles away from
Grandfather Mountain. On March 24, 2005, biologists assessed the project area for habitat
suitable for the Virginia big-eared bat. The assessment was done at the request of the
US Fish and Wildlife Service. Rock overhangs and hollows within approximately 165 feet of
US 321 were visually inspected for bats and bat guano. Only a few small overhangs were
found in close vicinity to the road and none appeared to be suitable for bats. No suitable
roosting habitat for the Virginia big-eared bat exists in the project impact area. Effects from
this project are expected to be small and confined to existing disturbed areas. NO EFFECT
1 4.10 Floodplains and Regulatory Floodways
The Preferred Alternative would affect 100-year floodplains in two areas. Where Middle Fork
crosses US 321, the existing culvert would be extended and the widened pavement would
US 321 Improvements (R-2237Q 4-119 Final Environmental Impact Statement
encroach on the floodplain at the crossing for approximately 40 feet (12.2 meters). The
floodplain encompasses the existing intersection of US 221 and US 321 at the northern end of
US 321 in Blowing Rock. The widened pavement of the Preferred Alternative would be in the
floodplain for approximately 800 feet. The US 321/US 221 intersection would be moved out of
the floodplain. In neither location would the floodway be affected.
Bypass Alternatives IA and 1B would not affect a 100-year floodplain or a floodway.
Bypass Alternatives 4A and 4B would cross a 100-year floodplain on its northern end via on
bridges at two points. The Aho Branch of the Middle Fork and a tributary would be crossed. The
floodplain and floodway would be unaffected by these crossings. North of the second crossing,
where the Aho Branch of the Middle Fork runs parallel to Aho Road, less than 0.1 acre (0.04
hectare) of fill would be placed in the floodplain.
The No-Build alternative would have no floodplain impacts.
Flooding impacts by the Build Alternatives would be minimal for the following reasons:
1. The placement of fill material for roadway embankments in the 100-year floodway would not
be of sufficient quantity to affect floodway flows.
2. Existing waterway openings would be maintained.
3. Where fill in the floodplain would be required, modeling would be done during detailed
design to ensure that any increases in backwater levels would be less than that permitted by
federal law and local ordinances. If the increases exceed what is permitted, the design would
be revised to correct the problem.
4. Where culverts penetrate the existing embankment, they would be lengthened so that the
existing drainage function would be preserved. Existing culverts would be used at stream
crossings with the Preferred Alternative, except where US 321 crosses a tributary of Middle
Fork in Blowing Rock. At that location, the culvert would be replaced by another of the same
size. Additional culvert improvements would be made during final design, if necessary,
based on a hydraulic capacity analysis.
5. No substantial constraints to flow would be placed in floodways and the flood stage elevation
upstream of the project would not be affected with any of the Build Alternatives.
4.11 Hazardous Material Sites and Underground Storage
Tanks
Based on coordination with the Environmental Protection Agency (EPA) and the North Carolina
Department of Environment and Natural Resources, it was determined that no hazardous
materials sites exist in the corridors of the five Build Alternatives, but five underground storage
tank sites were identified. The Preferred Alternative would affect three gas stations and one
furniture business; Bypass Alternative IA and 1B would affect one gas station; and Bypass
Alternative 4A and 4B would affect one private residence with underground storage tanks.
If the Preferred Alternative cannot be designed to avoid any of the properties with underground
tanks, a full site investigation would be conducted during right-of-way acquisition to determine
whether the storage tanks have leaked into surrounding soils. If contaminated soils are present,
US 321 Improvements (R-2237Q 4-120 Final Environmental Impact Statement 1
they would be removed and disposed as per state and federal requirements for transportation,
treatment, storage, and disposal of such soils. Extra costs associated with handling contaminated
soils would be taken into account when negotiating the purchase price or proposed right-of-way
containing such soils. The storage tanks would be removed.
No contaminated soils would be disturbed with the No-Build Alternative.
4.12 Energy
The amount of energy required to construct a highway project of this type is substantial but
temporary in nature and generally leads to reduced operating costs and energy use once the
project is completed. A reduction in costs would come from improved access, travel time, and
safety. The Build Alternatives would reduce congestion in Blowing Rock and increase
operational safety. These factors generally make the operational cost and energy use of the Build
Alternatives less than those for the No-Build Alternative. In the long run, the operational savings
of Build Alternatives would tend to offset the construction energy requirements and result in
future net savings.
Energy use during construction is directly related to construction cost. Therefore, the lowest cost
alternative that would achieve the project's traffic movement objectives would use the least
energy overall, and any net savings would be achieved at an earlier date. The estimated
construction costs of the five Build Alternatives (in constant 2001 dollars), in order of increasing
cost, and therefore, increasing energy use, are:
• Preferred Alternative: $22.7 million;
• Bypass Alternative IA: $50.6 million;
• Bypass Alternative 1B: $67.0 million;
• Bypass Alternative 4A: $161.2 million; and
• Bypass Alternative 4B: $241.4 million.
As such, the Preferred Alternative would be more efficient than the Bypass Alternatives in terms
of the energy use, with the Bypass Alternatives using progressively more energy.
4.13 Mineral Resources
There are no known mineral resources of an economic value within the project corridor.
4.14 Utilities
All of the Build Alternatives would relocate utilities. The extent of utility relocations would vary
by alternative. All relocations would be coordinated with utility companies.
4.14.1 Water and Sewer Impacts
For the Preferred Alternative, water and sewer lines would be relocated from the Country Club
Drive area through to the north end of the project. The private line near the Blackberry
Condominiums would be relocated with the Preferred Alternative as it would with Bypass
Alternatives IA and 1B. Also with Bypass Alternatives lA and 1B, water and sewer lines would
be relocated to accommodate the cut in the terrain at Green Hill Road, construction on Possum
' US 321 Improvements (R-2237Q 4-121 Final Environmental Impact Statement
Hollow Road at Forest Lane, the relocation of the US 221 intersection, and the intersection with
US 321 at the north end of the project. Bypass Alternatives 4A and 4B would affect no water and
sewer lines.
4.14.2 Telephone Line Impacts
Toll and distribution lines cross US 321 at various points. A distribution line runs along US 321.
These would be relocated. Lines within Blowing Rock in the Preferred Alternative corridor
would be placed underground. Underground cables would be relocated at the Possum Hollow
Road intersection.
Where the Bypass Alternatives would follow the existing road, toll and distribution lines would
be relocated. With Bypass Alternatives IA and 1B, aerial lines would be relocated in the Green
Hill Road area, the Wonderland Drive area, the Goforth Road area and the Possum Hollow Road
area. An underground cable would be relocated at Bypass Alternatives 4A and 4B's intersection
with US 321 at Aho Road. A remote terminal also would be relocated at Aho Road.
4.14.3 Electric and Cable Line Impacts
The Preferred Alternative would require the relocation of a main electric line for most of the
Alternative's length from the Blackberry Condominiums northward, and feeder lines would have
to be retapped into the mainline. The same lines would be affected by Bypass Alternatives IA
and 1B until they diverge from existing US 321. In Blowing Rock, the electrical lines within the
US 321 corridor would be placed underground. Blue Ridge Electric owns power substations on
Possum Hollow Road and Aho Road near US 321. The substation on Possum Hollow Road
would not be affected by any alternative. Bypass Alternatives 4A and 4B would relocate the Aho
Road station. With Bypass Alternatives IA and 113, aerial lines would be relocated in the Green
Hill Road area, the Wonderland Drive area, the Goforth Road area and the Possum Hollow Road
area.
4.14.4 Relocation Procedures
Utility relocation work for the Preferred Alternative likely would be its most challenging
construction element. The challenge stems from the decision to bury utilities within Blowing
Rock as a part of mitigating visual impacts in the community. Existing aerial utilities would need
to be buried in rock, and existing underground utilities would be upgraded concurrently with road
construction. In locations where the terrain is relatively flat, it would be possible to move utilities
underground in advance of road construction. With the widely varying topography of Blowing
Rock, however, the depth of soil and rock in areas where the road would be cut into the terrain is
too great to trench in advance of road construction. In addition, fills to build the existing terrain
up to the elevation of the widened road must be in place before utility relocations commence.
The affected utilities must be relocated underground without conflicting with roadway storm
sewer, power and signal service. Potential strategies for managing this situation that would
include:
The NCDOT's close and continual coordination with the Town of Blowing Rock and utility
company representatives;
US 321 Improvements (R-2237Q 4-122 Final Environmental Impact Statement
• An integrated utility relocation plan that includes:
- Designated berths for underground relocations,
- Stacked utilities in common trenches,
- Phasing of relocations to accommodate roadway construction activities,
- Temporary aerial relocations,
- A blasting program that includes utility trench blasting with roadway cuts,
- Provisions for coordinating temporary (24 hours or less) outages with affected customers,
and
- Contingency plans for temporary or alternate utility service connections to customers;
• A dedicated, full time utility coordinator to represent the NCDOT;
• Conduits and sleeves for planned utilities that are part of the project design (usually steel
pipes installed under a roadway to accommodate later installation of water or sewer line; once
installed, sleeves eliminate the need to excavate the roadway for the utilities that pass through
the sleeves),
• Installed but unused (spare) conduits for future potential underground utility road crossings at
each leg of an intersection and at selected intermittent locations along the main line; and
• Spare conduits parallel to US 321 for future potential services.
A contractor's quality bonus program might be suitable for the Preferred Alternative. Such a
program could measure the contractor's bonus eligibility by such criteria as effective
management of utility relocations to minimize disruption of service.
' Steps that could be used to avoid damaging existing buried pipes and utilities during required
blasting could include stringent pre-qualification requirements, blasting controls, blast plan
submittals and reviews, careful inspection of work, blast effects monitoring, and blasting effect
evaluation studies.
Utility relocation work on both Bypass Alternatives IA and 1B would be less complex and
involved than on the Preferred Alternative. The contractor would sequence utility relocations to
accommodate earthwork. It could be advantageous to relocate utilities temporarily from their
location in the terrain to be excavated.
The relocation of utilities would be the least complicated with Bypass Alternatives 4A and 4B.
No underground utilities exist in their corridor, and generally only limited aerial electric and
telephone connections to rural dwellings are present. The contractor would sequence utility
relocations to accommodate earthwork. This is a much simpler process than the complex phasing
required.for the Preferred Alternative and its proposed underground utilities.
4.15 Secondary and Cumulative Impacts
This section describes the secondary (indirect) and cumulative impacts that would occur with the
Preferred Alternative and the four Bypass Alternatives and how they relate to development and
r resource use trends associated with the No-Build Alternative. These conclusions are based on the
information presented in Chapter 3, including past trends, planned actions, and goals for the
future.
US 321 Improvements (R-2237Q 4-123 Final Environmental Impact Statement
The President's Council on Environmental Quality (CEQ) defines secondary (indirect) effects as
those that are caused by the action and are later in time or farther removed in distance, but are still
reasonably foreseeable (Code of Federal Regulations, Title 40, Section 1508(1)). Such effects
may include the effects of induced growth and induced changes in the pattern of land use,
population density or growth rate, including effects on air and water and other natural systems,
including ecosystems. The CEQ defines a cumulative impact as an impact on the environment
which results from the incremental impact of a proposed action when added to other past, present,
and reasonably foreseeable future actions regardless of what agency or person undertakes such
other actions. Cumulative impacts can result from individually minor but collectively significant
actions taking place over a period of time.
Secondary and cumulative impacts associated with the proposed US 321 Improvements Project
would arise from reasonably foreseeable development, changes in the location of development
because of the presence of a Build Alternative, and from the improvements project itself. None
of the alternatives is expected to induce growth. The improvement to US 321 would serve
already expected growth. The impacts of foreseeable development that would occur with the No-
Build Alternative provide the starting point for the assessment.
This section first focuses its attention on community and natural resource secondary and
cumulative impacts of each alternative. The area of concern or study area for this analysis
reflects the expected area of influence of the Build Alternatives, which is the area of direct
impact, the area surrounding each Build Alternative where impacts such as noise, visual change,
and changes in accessibility could affect local development patterns, and water resources that
could be affected by construction and development runoff.
The next subsection addresses cumulative visual impacts to the Blue Ridge Parkway by the Build
Alternatives and other highway improvement projects in North Carolina that have or will impact
the Parkway. The final subsection addresses cumulative impacts that could be associated with
improving US 321 from NC 268 in Caldwell County to Blowing Rock, the project defined in a
1993 Environmental Assessment for US 321 improvements.
Except for the assessment of the cumulative impacts associated with improving US 321 from
NC 268 in Caldwell County to Blowing Rock, the other TIP projects in the region (see Figure 1-1
in Chapter 1) are not assessed for cumulative impacts because the other TIP projects are not in
proximity to the US 321 improvements project. As such, they would affect different communities
and natural systems and thus together would not contribute multiple impacts to a single
community or natural system.
Cumulative community impacts vary primarily by the location of the alternative as follows:
• All of the Build Alternatives would improve traffic flow on US 321 to an acceptable LOS
through the design year. The No-Build Alternative would not provide an adequate LOS and
congestion would make it difficult for local traffic that depends on US 321 to move around
the community.
• The Preferred Alternative would not support Blowing Rock's goals for maintaining the
village character of the community and its historic resources.
Bypass Alternatives lA and 1B would bisect existing and developing neighborhoods. Bypass
Alternatives IA and 1B would make an existing developing area less desirable for residential
development.
US 321 Improvements (R-2237C) 4-124 Final Environmental Impact Statement
• Community impacts with Bypass Alternatives 4A and 4B would be focused on the disruption
of small rural communities at the southern and northern ends of the bypass. Bypass
Alternatives 4A and 4B would provide incentives for development at their southern and
northern ends.
Impacts to water quality and hydrological integrity of area waterways are foreseeable for each
Build Alternative. Included in these impacts are:
• Continued increased erosion of watershed soils;
• Sedimentation of stream, pond and lake waters;
• Scour and erosion of streambeds and banks; and
' • Increased turbidity of waters.
Runoff from an increase in impervious surfaces associated with development would result in
more sudden and intense pulses of flow after precipitation events, altering the amounts, velocities,
and patterns of stream currents and contributing to the degradation of streambed structure.
Pollutant loads carried in such runoff could include gasoline and oil, road salt, atmospheric
depositions of toxic substances, pesticides, fertilizers, and bacterial contaminants. Degradation of
habitat for aquatic organisms is an inevitable result of these impacts.
i
Road construction and other development would predictably result in eradication and
fragmentation of plant communities, including generally undisturbed forests. These natural
habitats also would be affected by changes in light, temperature, and humidity, and by the
invasion of weedy and exotic species. Terrestrial animal habitats would incur predictable loss
and degradation from changes in plant communities.
4.15.1 No-Build Alternative
The No-Build Alternative would include no improvements to existing US 321. Currently,
Blowing Rock and its surrounding areas are undergoing an expansion of residential development.
The Town's infrastructure and jurisdiction are expanding. Traffic studies (see Section 1.5.6 in
Chapter 1) indicate that US 321 will exceed its capacity during high-use periods. These
reasonably foreseeable activities are the causes of cumulative impacts for the No-Build
Alternative and are discussed in this section. Increasing congestion would affect the quality of
life in Blowing Rock, primarily for those in existing neighborhoods who depend on US 321 to
reach homes, shopping and other activities. Development, particularly in undisturbed areas,
would increase sedimentation in streams, increase the generation of wastewater and cause the loss
and fragmentation of natural areas.
Development Trends
' Blowing Rock is currently nearing its limits of residential and commercial build-out. The natural
beauty of the Blowing Rock area and a demand for recreational housing have driven continued
residential development and growth, even in areas with steep terrain. New development in
Blowing Rock is focused mainly in the eastern section of the Town and on the outer margins of
the Town limits, where undeveloped property still exists. The Wonderland Drive and Green Hill
Road areas are among those in which available land is quickly being utilized for residential
development. Development is proceeding outside of the Town also, primarily to the northwest.
' The Town of Blowing Rock has applied to Watauga County for a 1-mile extraterritorial
jurisdiction to ensure that new development nearby meets the Town's standards and expectations.
US 321 Improvements (R-2237Q 4-125 Final Environmental Impact Statement
This development is expected to continue, even if US 321 remains unimproved in the Blowing
Rock area.
Increased congestion on US 321 is not expected to induce changes in development trends because
the regular use of US 321 is not essential to persons living in developing areas and as a result, it
would not generate associated secondary impacts such as additional or changed natural resource
loss. New development in the Blowing Rock area is occurring in areas away from US 321.
These areas already have access to current four-lane highways north via Possum Hollow Road,
access on local roads to Downtown via the signalized intersection of US 321 at Sunset Drive
(although the intersection would be congested during peak periods), and access to the northeast
via the Blue Ridge Parkway. In addition, a project is programmed that will to widen US 321 to
four lanes from Patterson to Blackberry Road and within 2 miles of Green Hill Road. Thus, for
the most part, residents in the developing areas of Blowing Rock do not need to use US 321
except to visit the businesses along it. From a day-to-day perspective, the most important is the
Food Lion grocery, approximately 1,500 feet north of the intersection of US 321 and Sunset
Drive. Residents could choose to travel to the Food Lion and other businesses along US 321
during off-peak periods. Finally, the peak traffic periods along this section of US 321 are
currently associated with tourism on weekends, with the highest peak in October (during the
height of the fall foliage) and the next highest in the summer months. Thus, in the near future,
daily local travel on US 321 would remain uncongested. As traffic continues to grow, however,
weekday commuting peak periods also would begin to see congestion.
In addition, in terms of local travel, the comprehensive plans for the Town of Blowing Rock
(2004) and Caldwell County (June 1995) call for a sidewalk system and a summer transit system.
The Alternative Transportation Plan for Boone and Blowing Rock (Boone Town Council and
Blowing Rock Town Commission, 1994) includes a system of sidewalks and bicycle and
pedestrian paths. Implementation of these plans also would provide an alternative circulation
system for residents of developing areas in the eastern part of Blowing Rock.
Community Impacts
The cumulative community impacts of the No-Build Alternative are associated with anticipated
new development and growing traffic. As described above, the No-Build Alternative is not
expected to affect current residential development trends and generate associated secondary
impacts. The Town of Blowing Rock's Comprehensive Plan states that "preserving the village
character should be of paramount concern in considering appropriateness." The plan also seeks
to promote and encourage orderly development of the Town. It seeks improve its downtown;
preserve historic features; establish parks, bicycle and pedestrian ways; and the provision of mass
transit during the summer. The No-Build Alternative would not preclude these efforts.
The primary impact of the No-Build Alternative would be associated with congestion on US 321.
Congestion would adversely affect the quality of life in Blowing Rock for those who depend on
US 321 to reach homes, shopping and other activities. Residents in neighborhoods on Gideon
Ridge and along Pinnacle Avenue, Country Club Drive, Norwood Circle, Skyland Drive, New
River Lake Drive and Westview Drive must use US 321 to reach shopping and other activities.
The only way to reach the Blowing Rock Country Club is via US 321. Guests of the Green Park
Inn, the Days Inn, the Brookside Inn, and the Cliff Dwellers Inn all must go to and from their
accommodations via US 321.
During the peak hour, all two-lane sections of US 321 would be highly congested in 2025
(LOS F). By 2025, even the typical weekday peak hour would be congested (at least LOS E).
The Sunset Drive signalized intersection would be highly congested during the design hour. Wait
US 321 Improvements (R-2237Q 4-126 Final Environmental Impact Statement
times for persons trying to exit driveways and unsignalized side streets would be long during the
design hour (LOS F). Thus, congestion would make it difficult for local traffic that depends
heavily on US 321 to move from one part of the community to another.
Natural Resources
Water Resources. Impacts from sedimentation are expected to continue during construction of
' new development. Construction in Blowing Rock, including the Wonderland Drive and Green
Hill Road areas, would affect the water quality of Middle Fork South Fork of the New River.
New development in areas north of the town limits would also affect Middle Fork. Increased
' sediment loads in these Blue Ridge plateau streams would degrade their riffle and pool channel
structures and destabilize the streambed and banks. Structural degradation of these streams
would be accompanied by altered water chemistry and compromised biological integrity. Loss of
aquatic diversity and invasion of opportunistic, exotic species become likely in such
compromised systems.
Increased sedimentation within headwaters of the Middle Fork would have repercussions for the
functioning of Blowing Rock's Chetola Lake water supply. Headwater streams near potential
residential construction areas, such as in the Wonderland Drive area, eventually transport
sediment into Chetola Lake. Sediment buildup in the lake must be periodically removed to
maintain the water retention capacity of the lake and relieve pressure on the dam structure.
Increased water turbidity induced by sediment also raises the cost of drinking water treatment.
On the top of the Blue Ridge escarpment, residential construction activities would cause
sedimentation in Bailey Camp Creek, Martin Branch and the headwaters of the Yadkin River.
After construction is completed, all of these stream systems would be left with altered hydrology
because of a new component of impervious surface in their respective watersheds. The degree of
alteration would depend on the amount of impervious surface introduced. More extreme pulses
in floodwater and runoff during rain events and subsequent streambank erosion and streambed
scouring would be expected. In addition, removal of vegetative groundcover in developed areas
would subject soils to continuing erosion and possible slipping and rockslides.
In developing areas where sewer systems have not been established and are not planned, septic
systems would be installed. Septic systems are sometimes problematic, especially in the steep
and sometimes shallow and rocky soils of the Blue Ridge escarpment. Effluent from these
systems might easily reach streams because of steep slopes or shallow soils and would adversely
affect water quality by bacterial contamination. Improperly draining systems could threaten the
stability of soil on steep slopes.
Plant Communities. The impacts of development to area plant communities would include
development projects currently under way and planned for the area. Plant communities within
developed areas of Blowing Rock are primarily second growth forests, residential yards
supporting a combination of native and exotic species and maintained areas supporting lawns and
early-successional grasses, herbs and shrubs. Thus, loss of vegetation in these areas would not be
a substantial concern.
Both oak-hickory forests on ridge tops and cove forests in hollows would be adversely impacted
by development that is occurring in eastern Blowing Rock and along its outskirts. Ridge top
locations are highly valued for residences because of the superior views they afford of
mountainous terrain. Protected cove locations lower on slopes also would be developed. Impacts
from lot clearing and home construction would include erosion and sediment being carried to
lower elevations, increases in water temperatures as a result of loss of shading vegetation over
' US 321 Improvements (R-2237Q 4-127 Final Environmental Impact Statement
streams, loss of steady-state plant composition and structure, and a decrease in plant species
diversity. Loss of topsoil decreases the productivity and richness of forest ecosystems.
Sedimentation of streams and wetlands has adverse effects on aquatic life forms and water
quality. Forest fragmentation and the likely introduction of exotic and invasive species would
also result from lot clearing. Mature, stable plant communities would be modified into transient
associations of early successional herbs, vines, shrubs and young trees. Sunlight penetrating
moist cove forests would change the ambient temperatures and humidities of the microclimates in
coves, and some species adapted to the cool and moist cove forests would be eliminated.
Wetlands and Open Waters. Impacts to area wetlands and waters could result from development
projects currently under way and planned for the area, primarily in eastern Blowing Rock and
along the Blue Ridge escarpment east of the town.
Because of steep and rocky landscape features, the project region contains only a small amount of
vegetated wetlands. These areas of shallow or intermittent hydrology support hydric vegetation
and sustain saturated soils. Vegetated wetlands absorb and store water, and often provide
important habitat and nursery areas for diverse terrestrial and semi-aquatic fauna. A continuation
of ongoing development in eastern Blowing Rock and along the escarpment is expected to result
in minimal impacts to wetlands. Impacts to wetlands would primarily consist of increased
sediment inputs from adjacent and upstream development and scour resulting from increased
volumes and velocities of runoff following precipitation events.
Impacts to open waters (ponds and streams) were discussed above under "Water Resources." On-
going and planned development near Blowing Rock would have the potential to result in impacts
to three major river basins, but primarily the New River and Yadkin River Basins. Likely
impacts would include increased runoff volumes because of expanding impervious surfaces,
water temperature fluctuations caused by a loss of shade vegetation, increases of chemical
pollutant (fertilizers, fossil fuels, road salt) inputs resulting from direct runoff from developed
areas into regional streams and ponds and a decrease in storage capacity in ponds due to increased
sedimentation.
Fish and Wildlife Populations. Loss of forest cover, fragmentation of plant communities, a decrease
of plant species diversity and degradation of water quality are reasonably foreseeable effects of
development in this region. These impacts would result in a change in the type and amount of food
and cover available to regional wildlife. The No-Build Alternative would support current
development trends and not open new areas for development and degradation of wildlife habitat.
The greatest threat to aquatic habitats, including trout habitat, arising from current development
trends is sedimentation from soil excavation during construction, which could overburden stream
capacities, burying streambeds and destroying characteristic riffle and pool structures. Habitat
niches for trout and their prey species thus could be lost. Any crossing of streambeds with
culverts would modify the natural channel profile of the stream. This channel modification often
results in avoidance of the stream reach by trout and other species, effectively eliminating habitat.
4.15.2 Preferred Alternative
The Preferred Alternative would involve improvements to existing US 321. With the Preferred
Alternative, new development in Blowing Rock would be expected to continue as currently
anticipated since most new residential development is remote from the Preferred Alternative.
Induced changes in future development trends and associated secondary impacts, such as
additional or changed natural resource loss, are not expected since traffic would remain in the
US 321 Improvements (R-2237Q 4-128 Final Environmental Impact Statement 1
r
n
1
1
1
existing corridor and traffic growth would not change. New development plus the Preferred
Alternative would be the causes of cumulative impacts, and these impacts are discussed in this
section. A reduction in congestion associated with the widened roadway's ability to serve the
forecast traffic growth on US 321 would benefit the quality of life in the area. In the area
immediately surrounding the project, however, the Preferred Alternative would not support the
community's goals to maintain the village character of the community and its historic resources.
Development, particularly in undisturbed areas, would increase sedimentation in streams,
increase the generation of wastewater, and cause the loss and fragmentation of natural areas. The
Preferred Alternative would add to development-related impacts, particularly water quality
impacts. The alternative would follow an already developed corridor and as such would add less
impact to the natural environment than the other Build Alternatives being considered.
Development Trends and Change
Among the major considerations in secondary impact assessments of new or improved roadways
are the effects of the activity on the pace and location of local and regional development. Often a
functional relationship can be shown to exist between these events. Although improved roadways
often result in accelerated or new development, this impact is neither consistent nor predictable
(NCHRP, 1998).
The Preferred Alternative would have little effect on development projects that are now being
undertaken in Blowing Rock, or on future development trends that could generate associated
secondary impacts. Widening an existing road improves capacity and traffic flow, but unlike a
new road, it does not change the accessibility of area vacant land. In addition, the FHWA states
in their "Induced Travel: Frequently Asked Questions" (http://www.fhwa.dot.gov/planning/
itfaq.htm#gsup1, 2006) based in part on the research in North Carolina by David T. Hartgen,
(Hartgen, 2003): "The relationship between transportation improvements and land development
is extremely complex, and even less well understood than its impacts on travel behavior. While
improved transportation accessibility in a particular corridor may indeed make land more
attractive for development, other factors such as water and sewer lines, quality of schools and
other public services, undevelopable land (e.g., slope, floodplains, etc.), land acquisition and
development costs, impact fees, and zoning ordinances also play major roles in shaping where
development will take place, its nature, and its intensity." Finally, with the exception of
development on New River Lake Drive, most new residential development is remote from the
Preferred Alternative and is occurring despite growing traffic. For the most part, residents in the
developing areas of Blowing Rock do not need to use US 321. The Preferred Alternative would
make it easier for people in developing areas to move around the community, but this does not
appear to be an effect that could influence development trends, as discussed above for the No-
Build Alternative. New development of these areas is expected to proceed to the maximum
density allowed by zoning.
Community Impacts
The cumulative community impacts of the Preferred Alternative would be primarily associated
with the project's direct community impacts. New development associated with current
development trends is controlled by area development regulations.
Blowing Rock's Comprehensive Plan considers preserving the Town's village character and its
historic resources to be important. The Preferred Alternative would not be compatible with these
objectives within the immediate project area. The Preferred Alternative would not be consistent
with these goals given its adverse impact on the Green Park Historic District, which includes a
wider pavement through the district, displacement of one contributing structure, and loss of stone
US 321 Improvements (R-2237C) 4-129 Final Environmental Impact Statement
walls and vegetation. The appearance of the District would be altered at two of its most notable
features, the Green Park Inn and the Blowing Rock Country Club's golf course. The Preferred
Alternative would straighten curves on US 321 in the Country Club Drive and Norwood Circle
area, changing its character. The part of US 321 near this area and the historic district are the
only places on US 321 where the traditional village character of Blowing Rock can be viewed by
the general traveler. Citizen representatives have expressed the opinion that a four-lane road
anywhere in Blowing Rock is inconsistent with the community's village character. Because the
Green Park Historic District is considered a central component of what makes Blowing Rock
unique, there is concern that introducing a four-lane road into the district would lead to the long-
term decline of Blowing Rock as a "special place" and preferred destination. Outside the area
directly affected by the project, the Preferred Alternative would not preclude efforts to maintain a
village character and associated development goals.
The MOU and MOA proposed as a part of the Preferred Alternative would help mitigate these long-
term community impacts, including narrowing the roadway width to 11 feet, planting new vegetation,
and replacing stone walls in the historic district. The MOU and MOA also would have a great benefit
north of US 321 Business where decorative landscaping is limited to individual developments and
does not consistently occur. Sidewalks shown in the Alternative Transportation Plan for Boone and
Blowing Rock are included in the Preferred Alternative. These sidewalks also would be consistent
with Blowing Rock's Comprehensive Plan, which encourages connecting the businesses along
US 321, Shoppes on the Parkway, and the central business district with a series of sidewalks. The
landscape plan included in this FEIS was prepared as an example of what could be done. The MOU
and MOA agreements commit the NCDOT to working with the Town of Blowing Rock to finalize the
plan and define its key components.
The Preferred Alternative would provide for more efficient traffic operations in Blowing Rock.
US 321 would not be congested during peak periods, including the peak hour on an October
weekend. Traffic signals and other intersection improvements would make it easier to enter
US 321 from side streets and driveways then it would be with the No-Build Alternative. At
driveways and unsignalized side streets, drivers would be able to take advantage of gaps in the
traffic created as traffic signals at other intersections platoon or group traffic on US 321. It would
be easier for local traffic that depends on US 321 to move from one part of the community to
another than with the No-Build Alternative.
Natural Resources
Water Resources. Blowing Rock is situated at the headwaters of three major river systems.
Construction activities in the area could potentially have far-reaching effects on the state's
aquatic resources, both during construction and afterward. Included in those resources are High
Quality Waters, Trout Waters, and Water Supply Waters.
Cumulative impacts to the headwaters of the New River and Yadkin River systems associated
with construction of the Preferred Alternative and new area development would be similar to
those for the No-Build Alternative. These impacts would include increases in sedimentation and
intensity of runoff rates into headwater tributaries of the Yadkin River. An increase of sediment
loads (primarily eroded sands and clays) in these escarpment streams could be expected to
destabilize the stream beds and degrade both the chemical and biological integrity of these
systems.
In addition to direct impacts described in Section 4.9.1, the Preferred Alternative would be the most
likely alternative to contribute along with new development to affects on waters in the Upper
Catawba River Basin, primarily during project construction. At the intersection of existing US 321
US 321 Improvements (R-2237C) 4-130 Final Environmental Impact Statement
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and US 321 Business, this alternative would cross the divide between the New and the Catawba
watersheds. Although jurisdictional wetlands and open waters of the Catawba watershed are
outside of the project footprint, runoff from construction activities at this point, whether the
Preferred Alternative or new development, would affect headwaters of Johns River in the Catawba
Basin. In addition, most of the southern portion of the US 321 corridor approaches the edges of the
Catawba watershed, and potential exists for impacts to both Johns River and Mulberry Creek in this
basin. Both of these watersheds are currently designated as Fully Supporting their designated uses,
and Mulberry Creek is designated as High Quality Waters. Construction impacts within this portion
of the alternative corridor would be contained with best management practices and would be far
enough away from open waters in the affected watersheds to minimize the potential for erosion and
sedimentation.
From the southern Blowing Rock town limits northward, this alternative would extend through
the New River Basin and would affect headwaters of Middle Fork South Fork. Increased
impervious surfaces would be created from the newly expanded roadway and cut-and-fill areas
carved from rock. The impacts to these surfaces, however, would be similar to those described
for the No-Build Alternative in connection with new development alone. Erosion and
sedimentation could. be expected to continue after construction activities associated with the road
improvement and new development are complete and exposed soil and rock surfaces are
stabilized. Environmental quality issues associated with this development also include impacts to
the sylvan and pastoral character of the viewshed along the Blue Ridge Parkway, erosion and loss
of soil, destabilized hillside slopes, degradation of stream water clarity and quality, changes in
stream hydrology, migration of streambeds, and loss and fragmentation of wildlife habitat.
Landscaping associated with the Preferred Alternative and new development would require
maintenance that could involve fertilizers, pesticides, and herbicides that would add to the
component of pollutants washing into streams.
Plant Communities. As discussed in Section 4.9.2, the Preferred Alternative would cause little
direct impact to plant communities. Impacts to plant communities in new residential areas also
would be minimal, as described above for the No-Build Alternative.
Wetlands and Open Waters. The cumulative impact of the Preferred Alternative and ongoing
development was discussed above for the No-Build Alternative. The combined impact to
wetlands is expected to be minimal. Impacts to wetlands would primarily consist of increased
' sediment inputs from adjacent and upstream development and scour resulting from increased
volumes and velocities of runoff following precipitation events.
Impacts to open waters (ponds and streams) were discussed above under "Water Resources." The
Preferred Alternative would add to impacts expected from development to stream hydrology and
headwater drainage of the Yadkin River. Increased overland runoff from hard surfaces can add to
' long-term sediment and pollutant loads in stream waters. Increased flood pulses could be
generated in the altered headwater streams and transferred to the main stem of the Yadkin River.
Impacts to the headwaters of the Catawba River Basin, including Johns River and Mulberry
' Creek, could result from increased runoff, sedimentation, and pollution from larger impervious
surfaces along the divide between the Yadkin, New, and Catawba River basins.
' The Upper Yadkin River Basin and the Blue Ridge escarpment immediately east of Blowing
Rock would be subject to the greatest of these impacts.
I
I US 321 Improvements (R-2237C) 4-131 Final Environmental Impact Statement
Fish and Wildlife Populations. Loss of forest cover, fragmentation of plant communities, a
decrease of plant species diversity, and degradation of water quality are reasonably foreseeable
effects of development in this region. Impacts of development combined with the Preferred
Alternative to aquatic habitats would be similar to those for the No-Build Alternative. They
would be associated with increased runoff into streams, increased sedimentation, pollutants,
streambank erosion, flood pulses, and scouring of streambeds.
4.15.3 Bypass Alternatives 1A and 1 B
The southern portion of Bypass Alternatives lA and 1B would follow the existing US 321 route
for approximately 1.4 to 1.6 miles, with minor alignment improvements. Bypass Alternative 1B
would include a deep cut into Gideon Ridge just south of Blowing Rock to eliminate less than
desirable curves in the existing road. The remainder of the alternative (approximately 2.2 to 2.4
miles) would be on new location, primarily through existing and developing residential areas in
northeast Blowing Rock. With the Bypass Alternatives IA and 1B, new development and
associated traffic growth in Blowing Rock and its surrounding areas are expected to continue.
The introduction of the bypass would make portions of the eastern part of Blowing Rock less
desirable for residential development and some new development could shift other developable
areas in Blowing Rock and the surrounding area, generating secondary impacts. These
alternatives would bisect existing and developing neighborhoods.
Development Trends and Change
The Bypass Alternatives IA and 1B corridor would be primarily in areas currently developed or
being developed for residential use. They would introduce a through roadway into an area of
single-family subdivisions and local streets. The construction of either Bypass Alternative IA or
1B would require the purchase of subdivided lots as right-of-way. The desirability of remaining
lots near the project corridor would likely decrease because of visual change and traffic noise.
The loss of subdivided lots and the reduced desirability of remaining nearby lots could induce a
shift in anticipated growth to other parts of Blowing Rock and the region. Pressure to subdivide
and sell more undeveloped land at the Town's edges could increase, generating secondary
impacts to the features of the subdivided land. Most nearby land available for future development
is outside of the town limits of Blowing Rock, although inside the proposed Extraterritorial
Jurisdiction (1 mile beyond the present Town boundary). The shift in potential development,
however, would not be incompatible with comprehensive plans, but rather would shift the focus
of permitted development.
Construction of Bypass Alternative IA or 1B would be expected to result in limited opportunities
for changes in commercial development patterns. At the southern juncture of the proposed
bypass and existing US 321, the terrain is steep and unsuitable for commercial development. No
access points are provided between Green Hill and Possum Hollow Road; thus, there would be no
new incentives for commercial development in these residential areas. The common northern end
of these corridors would be at the intersection of US 321 and Possum Hollow Road. This
juncture is adjacent to the Town's US 321 commercial corridor and could be desirable for
commercial development. The only new opportunity provided by the bypass is the area between
the bypass' intersection with Possum Hollow Road and its intersection with existing US 321.
Development opportunities would be limited, however, by the narrowness of this corridor and the
presence of a stream.
US 321 Improvements (R-2237Q 4-132 Final Environmental Impact Statement I
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Commun
ty Impacts
The cumulative community impacts of Bypass Alternatives 1 A and 1 B would be primarily
associated with the project's direct community impacts. New development associated with
current development trends and changes in those trends induced by the bypass would be
controlled by area development regulations.
The Blowing Rock Comprehensive Plan seeks to uphold current land use controls designed to
enhance and protect the existing unique character of the Town. Bypass Alternatives lA and 113
would bisect existing and developing subdivisions in the Green Hill Road and Wonderland Drive
areas. The introduction of a thoroughfare to this area would result in substantial negative noise,
community cohesion, and visual impacts. Bypass Alternative 113 also would include a large cut
into Gideon Ridge. Bypass Alternatives lA and 1B would not affect the community's historic
existin
US 321
resources or affect the character of the area alon
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Bypass Alternatives lA and 1B would provide for more efficient traffic operations in Blowing
Rock. By 2025, however, a less than desirable LOS D would begin to appear on the existing two-
lane US 321. Turn lane improvements to US 321 as a part of a future minor improvement project
would be needed at Sunset Drive with these alternatives. Traffic volumes on US 321 that would
be lower than they are today would make it easier to enter US 321 from side streets and
driveways than with the No-Build Alternative. It would be easier for local traffic that depends on
US 321 to move from one part of the community to another than with the No-Build Alternative.
The characteristics of existing US 321 that contribute to high crash rates would remain.
Natural Resources
Water Resources. Construction of the southern portion of Bypass Alternatives lA and 1B would
involve widening of the existing US 321 from the southern project terminus to the curves on
US 321 at the southern limits of Town. The cumulative effects of constructing this part of the
alternative corridor in combination with new development to the Catawba River Basin, Bailey
' Camp Creek, and unnamed headwater tributaries in the Yadkin River Basin would be similar to
those for this portion of the Preferred Alternative.
Impacts to Upper Yadkin waters would be similar to those for the No-Build Alternative, but road
construction could increase some adverse impacts that are also associated with development.
Larger areas of impervious surface would exist in the road and cut-and-fill areas. Tree canopy
gaps would be much more extensive, larger areas of open waters would be exposed to full sun,
and water temperature and floristic composition would change accordingly. Long-term erosion
and runoff could be expected from construction on the escarpment.
Impacts to Middle Fork waters also would be similar to those associated with ongoing
residential development discussed for the No-Build Alternative with some effects increased by
' bypass construction.
The unnamed tributary of Middle Fork that currently parallels Possum Hollow Road would be
closely approached by Bypass Alternatives IA and 113. Impacts to this stream would rise if
additional commercial development were induced by the bypass in this area. Degradation of these
stream waters would subsequently influence the water quality of Middle Fork South Fork
downstream. This portion of Middle Fork is currently designated as Hatchery Supported Trout
' Waters.
Additional impacts to water resources are possible from changes in the location of ongoing
development. New development displaced from the project corridor could be relocated to more
' US 321 Improvements (R-2237C) 4-133 Final Environmental Impact Statement
remote areas that are generally less disturbed, and impacts to their more pristine waters would
be greater.
Plant Communities. Bypass Alternatives lA and 1B would cause limited impacts to plant
communities within developed areas of Blowing Rock, including the vicinity of the northern
terminus of this alternative. The additional impacts in eastern Blowing Rock from development
would be similar to those for the No-Build Alternative. Development redirected by the presence
of the bypass to other more remote areas also would cause impacts to plant communities.
Construction in more pristine plant communities would result in more severe plant community
disruption and changes in species composition.
The construction of Bypass Alternative IA or 1B would add a large, continuous canopy gap into
plant communities in the project area. An increase in invasive and weedy species in plant
communities adjacent to the road footprint would result.
Wetlands and Open Waters. Combined impact of new development and Bypass Alternative IA
or 1B would affect waters in both the Yadkin and New River Basins. Headwater streams and
ponds would be primarily affected. These alternatives would not include fill into wetlands.
Impacts would be similar in nature to those already described under the No-Build Alternative for
ongoing development in these areas. Some effects, such as those associated with larger
impervious surfaces, would be greater following road construction because the addition of the
bypass to the area would introduce a much larger, continuous hard surface than new residential
development.
Bypass Alternative IA or 1B could induce a change in the location of new development, and
therefore, indirectly influence the characteristics of wetlands and open waters where such
development occurs. Sediment and pollutant loads, alterations in hydrology, fluctuating water
temperatures, and unstable stream channels are some attributes of wetlands and waters that would
be affected by collective construction and development in the Blowing Rock area.
Fish and Wildlife Populations. Improvements and widening in the southern portion of the bypass
corridor would have effects on wildlife populations similar to those of the Preferred Alternative.
After construction is complete, traffic noise and the incursion of open areas would cause forest
species to withdraw farther into more pristine areas. Impacts to wildlife habitat would, therefore,
extend well beyond the edges of the roadway. Marginal wildlife habitat exists in the portion of
eastern Blowing Rock that would contain the bypass. These disturbed sections are frequented by
edge-adapted species that generally adjust easily to disturbance. A shift of development to more
pristine areas induced by the bypass would fragment and degrade additional habitat.
Impacts to aquatic organisms associated with Bypass Alternatives lA and 1B would arise from
continuing sediment and pollutant runoff from new and expanded highway sections together with
impervious surfaces that already exist or that are anticipated with new development. These
surfaces would increase the amount of flow in nearby streams following precipitation events and
snowmelt. Such changes in stream flow would disrupt aquatic habitats and possibly cause the
elimination of some species. Like the No-Build and Preferred Alternatives, new development
and the bypass would both increase sedimentation, pollutants, streambank erosion, flood pulses,
and scouring of streambeds.
US 321 Improvements (R-2237Q 4-134 Final Environmental Impact Statement I
4.15.4 Bypass Alternatives 4A and 4B
The southern portion of Bypass Alternatives 4A and 4B would follow existing US 321 for
approximately 0.2 mile, with minor alignment improvements. The remainder of the alternative
(approximately 3.8 miles) would be on new location along the Blue Ridge escarpment, through a
tunnel under the Blue Ridge Parkway, and through generally undeveloped forest and pasture land
north of the Parkway.
Community impacts would be focused on the disruption of small rural communities at the
southern and northern ends of the bypass. A potential for development pattern changes induced
by Bypass Alternatives 4A and 4B also exists in these areas. Little new development is currently
expected in these areas. These alternatives would provide for more efficient traffic operations in
Blowing Rock. Bypass Alternative 4A would have the greatest impacts to natural resources, with
most coming from the bypass itself and to a much lesser extent from development that might be
induced at the bypass's southern and northern ends. Bypass Alternative 4B would reduce those
impacts by the addition of bridges that would reduce impacts to streams, including chances of
and to the quality of wildlife habitat
adverse effects to downstream stability and quality
.
,
Development Trends and Change
The corridors of Bypass Alternatives 4A and 4B would be either in areas that are currently
undeveloped and support forest or in areas that contain scattered residences and pastures. South
of the Blue Ridge Parkway, both alternatives would traverse the steep slopes of the Blue Ridge
escarpment. Although the terrain is steep in this area, it offers good long-distance views of the
surrounding terrain, and many homes in the area have been built on steep terrain to take
advantage of such views.
The accessibility of some properties adjoining the bypass would increase. An alternative access
point would exist to most properties along the bypass so, in general, the NCDOT could readily
purchase the right of access from the adjoining property owners. Uneconomical or small
remnants that also have no access other than from the bypass also could be purchased by the
NCDOT. In a few cases, large parcels would be divided and cut off from alternative access
points. Here purchasing complete access rights also would involve purchasing large parcels of
land. It is expected that at these locations some direct access to the bypass would be provided.
With Bypass Alternative 4A, these locations include the three intersections (Figure D-4b, Stations
612+5 and 621; Figure D-4c, Station 635) of rural roads and the bypass and the large parcel split
north of the Blue Ridge Parkway. For Bypass Alternative 413, the additional bridges reduce the
need for direct access to the bypass and in Appendix D a single rural road is shown intersecting
the bypass.
South of the Parkway, Bypass Alternatives 4A and 4B and access points to adjoining properties
would cause a portion of this area to be less isolated and would potentially enhance the
desirability for residential development and induce a shift in area development patterns. The
opportunities for better access would be between where the bypass would leave the existing road
and the Blackberry Condominium area. The land made more accessible would be at much lower
elevations than homes that today have the substantial view lots (3,200 feet in elevation rather than
3,500 to 3,900 feet). If NCDOT purchased right-of-access along the bypass, properties below
Green Hill would continue to use their existing access points along US 321 and rural roads, and
' there would be no change in the accessibility to properties along the Blue Ridge escarpment.
Thus, highly valued view lots should not be created by Bypass 4A or 413, and any development
generated would tend to be below the elevation of the bypass and more than 1.5 miles away from
the Blue Ridge Parkway.
' US 321 Improvements (R-2237Q 4-135 Final Environmental Impact Statement
North of the Parkway, Bypass Alternatives 4A and 4B would traverse a rural area where slopes
are gentler. This area currently supports a few homes and pastoral uses. A single property is
divided through much of this area. With Bypass Alternative 4B, bridges over the land would
provide access between the two halves of the divided parcel. With Bypass Alternative 4A, at
least one access point would have to be provided at-grade to provide access between the two
halves of the property. The introduction of the road into the area would displace the home of one
of the two families that live in the area, reduce the quality of life in the area, and adversely affect
the rural values that caused valley residents to make their homes in this setting. This loss of
values could motivate the property owners to seek an alternative use for the land, such as
residential or commercial development. The purchase of the right-of-access, where possible,
would reduce or eliminate the potential for commercial development. However, existing Thunder
Mountain Road could still be used to reach the area. Consequently, development that did not
require direct access could potentially occur. The presence of the bypass and the lack of
infrastructure could initially be a limiting factor.
These Bypass Alternatives would have little effect on development projects that are now
underway in Blowing Rock or on development trends. The diversion of traffic to the bypass
would make it easier for people in developing areas to move around the community, but this
would not appear to be an effect that could influence development trends because new
development in the Blowing Rock area is occurring in areas away from US 321 and the regular
use of US 321 is not essential to persons living in developing areas, as discussed above for the
No-Build Alternative. New development of these areas would be expected to proceed to the
maximum density allowed by zoning.
Community Impacts
The cumulative community impacts of Bypass Alternatives 4A and 4B primarily would be their
direct community impacts taken together with their effect on development patterns in rural
Caldwell and Watauga counties. In Blowing Rock, development trends should be unaffected.
Bypass Alternatives 4A and 4B, particularly at their southern and northern ends, would introduce
a thoroughfare to a wooded-rural area of isolated homes. The quality of life sought by those who
reside in these communities would be adversely affected. Quality of life would be reduced by
both the presence of the road and additional development. Additional development would change
the character of these areas by increasing the density of development.
Like Bypass Alternatives IA and 1B, these alternatives would provide for more efficient traffic
operations in Blowing Rock. By 2025, however, a less than desirable LOS D would begin to
appear on the existing two-lane US 321. With these alternatives, turn lane improvements as a
part of a future minor improvement project would be needed on the existing road at Sunset Drive
and US 221. Traffic volumes lower than today's would make it easier to enter US 321 from side
streets and driveways than with the No-Build Alternative. It would be easier for local traffic to
move from one part of the community to another than with the No-Build Alternative. Traffic
volumes on existing US 321 south of Sunset Drive, however, would be higher than with Bypass
Alternatives 1A and 1B. The opposite, however, would be true north of Sunset Drive. The
characteristics of existing US 321 that contribute to high crash rates would remain.
Natural Resources
Water Resources. Reasonably foreseeable water resource impacts of Bypass Alternatives 4A and
4B and induced development would most likely be limited to the Yadkin and New River Basins.
Impacts associated with these alternatives would include long-term increases in sedimentation
and intensity of runoff flows, as well as deposition of petroleum products, fertilizers, and road salt
US 321 Improvements (R-2237C) 4-136 Final Environmental Impact Statement
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into these tributaries. These impacts would in turn result in destabilized stream beds and channels
and chemical and biological degradation. Bypass Alternative 4B would reduce the contribution
of the bypass to impacts to streams through increased use of bridges. Implementation of this
alternative would greatly reduce the chances of adverse effects to downstream stability and
quality.
North of the Blue Ridge Parkway, these bypasses would pass through the New River Basin.
Impacts of construction in this area would affect Middle Fork South Fork, including Aho Branch
near the northern end of the bypasses. Erosion and sedimentation could be expected to continue
after road construction activities are complete and while adjacent induced development continues.
New development north of the Blue Ridge Parkway could result in substantial impacts to Middle
Fork South Fork at a location downstream from the impacts associated with the other alternatives.
Plant Communities. Bypass Alternatives 4A and 4B and associated induced development would
have the greatest potential to affect plant communities of all the Bypass Alternatives. Impacts
from road construction and associated induced development would include reduction of species
diversity from steady-state forest to early-successional vegetation on fill slopes, erosion and
sedimentation from unvegetated slopes, and increases in water temperatures from loss of shading
vegetation over streams. The disturbed forest edges generated by these alternatives would offer
footholds for exotic and invasive species. Less vegetative ground cover would allow more
surface runoff following precipitation events and less infiltration into the surficial groundwater.
Loss of topsoil would adversely affect the productivity and richness of forest ecosystems. Large
canopy gaps above the road and cut-and-fill areas would increase temperatures and decrease
humidities, profoundly changing the microclimate within moist cove forests. Many plant species
in these coves could be eliminated by these changes.
Plant communities within areas where induced development is possible range from second
growth forests and pastureland to fragmented forest sections and maintained residential yards.
Continued development would disturb the remaining natural plant communities and result in
further canopy fragmentation and loss of plant species diversity.
Wetlands and Open Waters. Impacts to open waters in the Yadkin and New Basins would result
from development projects currently underway and planned for the project area. Like with the
other alternatives, impacts to wetlands are expected to be minimal because so few exist in the
' project area. Construction of Bypass Alternatives 4A and 4B could influence the location of
planned development at the southern and northern ends of the alternatives. An increase in
development in either of these areas would entail increased impacts to headwaters of the Yadkin
and New Rivers. Development along Aho Road would introduce new disturbances to the
adjacent Aho Branch. These waters are currently relatively undisturbed, and all support wild
trout populations.
' These alternatives would introduce a large amount of new impervious surface to the Yadkin River
watershed because of the very large cut-and-fill areas required on the steep slopes of the
escarpment, particularly with Bypass Alternative 4A. The impervious surface area introduced by
' Bypass Alternative 4A would be much greater than that introduced by residential development, or
by any other Build Alternative. Erosion, sedimentation, pollutant runoff, and more intense flows
after precipitation would affect stream systems for a great distance downstream. These changes
' would degrade the splash-pool bed structures of the streams, scour banks, and possibly redirect
some stream channels. Destabilization of hillside soil and rocks would be possible. Revegetation
would help mitigate these impacts.
' US 321 Improvements (R-2237Q 4-137 Final Environmental Impact Statement
Bypass Alternative 4B would reduce cumulative stream impacts by its use of bridges. The
increased use of bridging structures would reduce the need for cut-and-fill areas. Changes in
headwater drainage caused by culverting or filling of streams would be minimized for Bypass
Alternative 4B.
Expected cumulative impacts to New River Basin headwaters can be expected to be less severe
than impacts to the Yadkin headwaters, as slopes north of the Parkway are gentler than on the
escarpment south of the Parkway. Cut-and-fill areas for the bypass would be less expansive.
Stream gradients and velocities are less severe. However, cumulative impacts associated with an
increase in impervious surfaces from both the bypass and induced development would affect Aho
Branch and Middle Fork South Fork at the northern terminus of the project corridor. No ponds
currently exist in this area.
Fish and Wildlife Populations. Bypass Alternatives 4A and 4B would both result in the
fragmentation of large portions of forested areas on the Blue Ridge escarpment. Bypass
Alternative 4A in particular would present an imposing barrier to migration of wildlife. Suitable
habitat on each side of the road would become isolated. Forested habitat that would remain to the
west of the road, near Blowing Rock, would become a small island of cover and forage
inhospitable to forest interior species. Animals that do cross the road would suffer increased
mortality from passing cars. Bypass Alternative 4B would have a lesser fragmentation effect, as
bridges are planned for most of the stream crossings along the bypass. Such stream bank
corridors are often used by animals for migration routes.
After road construction is complete, traffic noise and a large, continuous canopy gap would
remain on the escarpment. More reclusive forest wildlife would be forced to retreat to more
secluded areas of habitat.
Induced development would introduce scattered canopy fragmentation, noise, and other
disturbances to wildlife to the same affects caused by the bypass itself. These effects would most
likely be surpassed by the impacts of the bypass itself.
Impacts to aquatic fauna arising from these two alternatives and associated induced development
would include ongoing stream degradation from sedimentation and from pollutants draining from
the roadway. Bypass Alternative 4A, in particular, would have severe effects on stream structure,
hydrology, channel profiles, amount of flow, and water temperature, clarity, and chemistry on the
Blue Ridge escarpment. Prey organisms for trout and other aquatic fauna and vegetation would
be adversely affected. Bypass Alternative 4B would incur fewer impacts, although some streams
still would be degraded by increased sediment and pollutant loads and higher runoff rates
following precipitation events.
Stream crossings at Aho Branch and Middle Fork South Fork would cause similar effects, but to a
lesser extent because of gentler slopes. Wild trout inhabit Aho Branch, and Middle Fork South
Fork maintains hatchery bred trout populations. Any induced development at the Aho Road
intersection would introduce more sources of stream degradation in this area. In addition to
sedimentation and introduction of toxic materials into open waters, such development would
likely remove streamside vegetation. Alteration and channelization of streams also would be
possible.
US 321 Improvements (R-2237Q 4-138 Final Environmental Impact Statement
4.15.5 Blue Ridge Parkway Cumulative Impacts of Highway Projects
Environmental documents, feasibility studies, and the State Transportation Improvement
Program(TIP) were reviewed to identify state highway improvement projects that cross or closely
parallel the Blue Ridge Parkway. Table 3-16 in Chapter 3 listed 13 NCDOT projects since 1976
that cross or end at the Blue Ridge Parkway. None of the projects involves or involved new
' crossings of the Parkway. Most are in the Asheville or Boone areas. Only three of these projects
were found to have an adverse effect on the Parkway or appear that they could have an adverse
effect: the widening of US 321 (TIP Project R-67 in the late 1970s), the widening of US 421
(TIP Project R-529 completed in 2004), and the widening of US 221 (TIP Project R-2595 for
' which environmental impact studies have not started). The impacts of the crossings of US 321
and US 421 were confined to the area adjacent to the Parkway. They did not involve alteration of
long-distance views from the Parkway. The remaining ten projects either upgraded the road
without widening, ended at the parkway, involved a ramp realignment, or required no new right-
of-way.
The replacement bridge built to take the Parkway over the widened US 321 in the late 1970s was
criticized because it was not designed to imitate the stone arch bridges elsewhere along the
Parkway. There is no expectation on the part of either the NCDOT or Parkway officials that this
' approach will ever be repeated. A new double-barreled stone arch bridge is being built in
association with the US 421 project. For US 74, the project's five-lane typical section was
narrowed to four lanes at the Blue Ridge Parkway overpass so that the project would stay within
' the existing right-of-way. Other mitigation used at projects at the Parkway have included special
signal heads and poles, signage, adding retaining walls, avoiding cuts and fills where possible,
landscaping and re-vegetation, and acquiring replacement property for the Parkway.
The nature of these projects combined with current design policies of the NCDOT and National
Park Service do not indicate a reasonably foreseeable trend of individually minor impacts that
become collectively significant over a period of time. In all but the 1976 case, either the projects
would not adversely affect the Parkway or the changes were or could be mitigated in a way that
maintains the character of the Parkway. For the same reasons, when these projects are added to
the impacts of the Build Alternatives, the impacts do not compound to create an impact more
' significant than the sum of the individual impacts.
Two additional items are of note. First, all but one of the 13 projects were planned or
programmed in the 1990s or in 2000. This factor reflects recent population, tourist, and
population growth for counties along the Parkway. Although the projects reasonably foreseeable
to date do not become collectively significant over time, this trend indicates a need for caution as
these projects are developed and new projects are proposed, since the potential exists for projects
to become collectively significant at some unforeseen future date.
' Second, the US 321 improvements project, particularly the Bypass Alternatives, introduces new
man-made features into important views from the Blue Ridge Parkway. In the case of Bypass
Alternatives 4A and 4B, these impacts would rise to the level of an Adverse Effect under Section
106 of the National Historic Preservation Act of 1966. The Bypass Alternatives would introduce
' a type of impact different from that of the other projects, in terms of the characteristics of the
impact and the opportunities to mitigate the impact. Although not reasonably foreseeable at this
time, multiple projects of this type in combination with any secondary development they might
generate and other development in the Blue Ridge Parkway viewshed have the potential for
becoming collectively substantial.
US 321 Improvements (R-2237Q 4-139 Final Environmental Impact Statement
4.15.6 Cumulative Impacts of Improvements to US 321 from NC 168 at
Patterson to Blowing Rock
As described in Section 2. 1.1 of Chapter 2, the proposed improvements to US 321 at Blowing
Rock were originally considered as a part of a larger study for improvements to US 321
beginning at NC 268 in Caldwell County and ending the northern terminus of the project assessed
in this FEIS. This section examines the potential cumulative impacts of the Preferred Alternative
and the widening of US 321 from NC 268 to Blackberry Road, the southern terminus of the
Preferred Alternative for this project, TIP Project R-2237C.
The total length of the two projects would be approximately 15.3 miles, 11.2 miles between
NC 168 and Blackberry Road (TIP Nos. R 2237A and B)and 4.1 miles for the Preferred
Alternative (TIP No. R 2237C). The 1994 Finding of No Significant Impact stated that
approximately 265 acres of additional right-of-way was required to accommodate the
improvements from NC 268 to Blackberry Road. The acreage was primarily natural plant
communities with some residential lawns and properties, open or cultivated fields, and
commercial and other non-residential developed properties. The Preferred Alternative of TIP
Project R-2237C would affect an addition 27 acres of natural plant community. The need for
additional right-of-way was minimized by widening the existing road.
No archaeological sites of significance are within the project area between NC 268 and the
northern terminus of the Preferred Alternative. One structure is eligible for the National Register
of Historic Places, the McCaleb Coffey House, between NC 268 and Blackberry Road at
SR 1560, approximately 8.8 miles south of Blackberry Road. TIP Project R-2237A was found to
have no adverse effect on the McCaleb Coffey House. A visual effect was mitigated through
landscaping on the highway right-of-way. The Preferred Alternative of TIP Project R-2237C
would adversely affect the Green Park Historic District. There is, however, no historical
connection between the McCaleb Coffey House and the District so the adverse impact on the
Green Park Historic District would not create an adverse effect on the McCaleb Coffey House.
No recreation areas are between NC 268 and Blackberry Road to add to the Preferred
Alternative's impact on the Blowing Rock Country Club.
No disruption or division of neighborhood cohesion was expected between NC 268 and
Blackberry Road and no community services were to be adversely affected that would be added
to the impact of the Preferred Alternative of TIP Project R-2237C. Like the Preferred
Alternative, the widening from NC 268 and Blackberry Road was not expected to generate new
development in the region. Rather it would support development already included in the regional
economic development and population forecasts by serving the traffic such development is
expected to generate. The combined projects in association with past four lane improvements
would create a four-lane US 321 from Hickory, NC at I-40 to Boone, NC. The combined projects
are not expected to generate additional development that would cause regional population and
economic forecasts to change. Population and employment forecasts for the region presume the
improvement of regional thoroughfares to accommodate projected growth.
Approximately 52 families and eight businesses were expected to be relocated between NC 268
and Blackberry Road. Included among the families to be displaced were expected to be a small
number of persons or families who could have special problems relocating, but no major
problems were foreseen in relocating them. Sufficient business properties and sites appeared to
be available to relocate those businesses that were expected to be displaced. The Preferred
Alternative would displace an additional 12 homes and 5 businesses for a total of 64 homes and
13 businesses. Given that the implementation of the projects is occurring over a more than 10-
year period (half the improvement between NC 268 and Blackberry Road is already built and
US 321 Improvements (R-223 7Q 4-140 Final Environmental Impact Statement
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construction began in December 2004 on the other half), the combined projects will not increase
the difficulties of relocation. The displaced homes are in multiple communities or neighborhoods
and the businesses south of Blowing Rock generally serve a different market. Thus, the
combined displacement would not result in unsustainable remnant neighborhoods or business
communities.
Using the existing corridor would minimize natural resource impacts from NC 268 to the northern
terminus of the Preferred Alternative. There would be minor stream and drainage modifications
accompanying some culvert extensions. There would be no substantial constraints to flow in the
floodways and no affect to flood stage upstream. About 1.56 acres of wetlands was expected to
be filled by the widening from NC 268 to Blackberry Road. The Preferred Alternative for TIP
Project R-2237C would add 0.07 acre for a total of 1.63 acres. With a small total wetland impact
that would occur across different wetland systems, the combined impact would not adversely
affect the function of area wetlands such that the combined impact is greater than the sum the
individual impacts. Wetland impacts would be mitigated. Stringent erosion and sedimentation
control measures would be used to minimize water quality impacts. No adverse effects to
federally protected species would likely result from the proposed improvements.
Carbon monoxide concentrations would not exceed the National Ambient Air Quality Standards.
From NC 168 to Blackberry Road, it was found that future noise levels would approach or exceed
the FHWA Noise Abatement Criteria at 56 homes and six businesses. The project's noise levels
were expected to be slightly lower (1 dBA) at one home. The Preferred Alternative for TIP
Project R-2237C would add 28 homes that approach or exceed the Noise Abatement Criteria.
Noise abatement measures were considered not feasible from NC 268 to the northern end of the
Preferred Alternative and therefore none was recommended.
As a whole, the widening of US 321 and the associated cuts and fills would noticeably change the
appearance of US 321 from NC 268 to the northern terminus of the Preferred Alternative. Visual
change from NC 168 to Blackberry Road (TIP Project R-2237A and B) has occurred or will occur
with the wider pavement, cuts and fills that are shallower than those that existed before project
construction, and loss of vegetation. This change was and is to be mitigated by revegetation. The
nature of the visual impact with the Preferred Alternative for TIP Project R-2237C would be
primarily changes in the appearance of the Green Park Historic District and the resort character of
Blowing Rock as a whole. A landscape plan would be developed and implemented to mitigate
visual change in Blowing Rock.
Three underground petroleum storage tanks were removed during the R-2237A widening project.
No underground storage tanks will be removed for R-2237B. Minor soil contamination exists at
five locations along R-223713, which was not a factor in right-of-way acquisition. Four
underground storage tanks would be associated with the Preferred Alternative for R-2237C for a
total of seven for the three projects. For the Preferred Alternative (R-2237C), a study would be
completed during right-of-way acquisition to determine the presence of contaminated soils so any
contaminated soils could be properly disposed. The underground storage tanks are in a series of
small separate sites. It is not anticipated that leakage would be found at most tanks. Overall, soil
contamination has been a minimal problem along the three projects.
4.16 Construction Impacts
Any major construction project, public or private, transportation or non-transportation, will
inconvenience or disturb the residents, businesses, and business customers adjacent to that
construction project. Without proper planning and implementation of controls, construction
US 321 Improvements (R-223 7Q 4-141 Final Environmental Impact Statement
could adversely affect the comfort and daily life of residents and visitors. In developing and
implementing its construction projects, the NCDOT endeavors to minimize inconveniences and
disturbances and would do so with any Build Alternative selected for construction.
The unique character of the Town of Blowing Rock and its environs poses unusual challenges for
the construction of any of the Build Alternatives. For example, construction of the Preferred
Alternative would require the contractor to manage effectively traffic maintenance, noise, blasting
in close proximity to businesses and residences, and complex utility relocations concurrent with
roadway construction. Construction of the Preferred Alternative would cause the public to
experience more construction traffic delays than with any other alternative. Construction of Bypass
Alternative 1A would necessitate construction through an existing residential neighborhood
proximate to Green Hill Road, Wonderland Drive, and Goforth Road. In improving the existing
horizontal curve at Gideon Ridge, Bypass Alternative 1B would involve a 200-foot-deep cut for the
removal of the east end of Gideon Ridge, a temporary bridge to carry existing traffic over the new
roadway, and the construction of a new bridge approaching 200 feet in height across the valley
north of Gideon Ridge. With Bypass Alternative 4A, providing construction equipment access to
the alignment would be challenging. It would involve a major blasting and earthwork program.
Because Bypass Alternative 4B is predominantly structure, the contractor would need to bring
substructure units (foundations and piers) and materials to their erection point via existing
topography. The existing topography is so challenging that it would require the contractor to
construct access roads outside of the right of way with associated temporary impacts to streams and
habitat.
The Town of Blowing Rock and the NCDOT have entered into a Memorandum of Understanding
(MOU) relating to the US 321 Improvements project. The NCDOT, the USACE, and the State
Historic Preservation Officer have also entered a Section 106 Memorandum of Agreement
(MOA). Both documents are included in Appendix G. These documents include guidelines for
the construction of the Preferred Alternative. Chapter 2, in Section 2.4, described for each
alternative the expected sequence of operations, focusing on the challenges of each alternative,
the timing of operations, traffic control and maintenance of access. This section addresses
construction impacts and procedures to control those impacts, including those contained in the
MOU and MOA for the Preferred Alternative and other potential control procedures that could be
considered in construction period planning, under the following categories:
• Construction contract specifications;
• Potential special contractor incentives;
• Innovative techniques;
• Excavation procedures (including blasting);
• Procedures for handling blasting materials;
• Earthwork borrow and waste;
• Erosion control;
• Air quality;
• Noise control;
• Tree protection;
• Utility relocation; and
• Geodetic survey markers.
US 321 Improvements (R-2237Q 4-142 Final Environmental Impact Statement I
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4.16.1 Construction Contract Specifications
Contractors would be required to observe and comply with all federal, state, and local laws,
ordinances, and regulations that affect the conduct of the construction work. In addition, standard
procedures contained in Standard Specifications for Roads and Structures (July, 1995) that
pertain to environmental protection would be followed. The specifications that relate to this type
of highway improvement include:
• Legal relations and responsibilities to public (Section 107);
• Protection and restoration of property (Section 107-12);
• Control of erosion, siltation, and pollution (Section 107-13);
• Hazardous, contaminated, and/or toxic material (Section 107-26);
• Clearing and grubbing (Section 200);
• Demolition of buildings and appurtenances (Section 210);
• Roadway excavation (Section 225);
• Comprehensive grading (Section 226);
• Borrow excavation (Section 230);
• Disposal of waste and debris (Section 802);
• Borrow material (Section 1018);
' • Landscape development materials (Section 1060);
• Temporary silt fence (Section 1605);
• Brush barriers (Section 1608);
' • Stone for erosion control (Section 1610); and
• Temporary mulching (Section 1615).
. These procedures could be incorporated as General Conditions in the construction contract
documents, and the contractor's manager and NCDOT Resident Engineer would be responsible
for enforcing compliance. The MOU and MOA agreements specify that the contractor will not
place a construction office or a staging area in the Green Park Historic District.
4.16.2 Potential Special Contractor Incentives
Project owners, in this case, the NCDOT, most frequently use contractor incentives to compress
' the schedule. This strategy works best when the project enjoys strong community support and the
public is willing to accept a higher level of construction impact so that the contractor can
maximize production. Before considering an early completion incentive, the owner should have
control or a high level of confidence in project variables such as community goals, subsurface
conditions, potential utility conflicts, and potential third party delays.
The following incentives could reduce the community impact by compressing the contractor
activities and construction elements that tend to create adverse conditions for the public:
• Lane Rental. For projects with multiple lane closures, a lane rental contract provision can
motivate the contractor to minimize lane closures. Under a lane rental approach, the owner
designates a fixed dollar amount that is available to the contractor to spend to close all, or a
portion of, the existing travel way. As part of the contract provision, the owner creates a
rental table for each closure type so that the contractor pays most for those closures that have
the most impact to traffic. With each closure, the contractor draws down the lane rental
funds. At the end of the contract, the money remaining in the rental fund belongs to the
' US 321 Improvements (R-2237Q 4-143 Final Environmental Impact Statement
contractor. The value of a lane rental provision is that the contractor has an incentive to
minimize the number and duration of closures.
• Quality Bonus Program. Another incentive to consider is a quarterly quality bonus. Each
quarter, the owner would score the contractor on a predetermined list of factors, such as
effective management of blasting, coordination of utility relocations to minimize disruption
of service, dust control, maintenance of access to businesses and residences, erosion control,
and safety. A bonus would be awarded to the contractor based on the quality score.
• Milestone Incentive/Disincentive Provisions. In some instances, it is advantageous for the
owner to provide an incentive/disincentive provisions in the contractor's contract for certain
critical elements. A good example is the need to minimize the length of time that a detour
would be in service. By establishing a 30-day duration for the detour and by providing an
incentive/disincentive of $5,000 per day, for instance, the contractor would receive $5,000 for
each day less than 30 days that the detour was in service, but would be penalized $5,000 for
each day more than 30 days that the detour was in operation.
The NCDOT will consider these and other potential incentives as applicable to the alternative
being implemented in developing construction contracts. The paragraphs that follow describe the
applicability of these incentives to each of the Build Alternatives.
Preferred Alternative
The Preferred Alternative does not fit the classic project model for schedule compression, yet
there are other incentives that would fit the Preferred Alternative. The timing of operations and
traffic control would both lend themselves to contractor incentives. Specifically, the Preferred
Alternative would be an excellent project for the use of a lane rental provision. An
incentive/disincentive special provision would be a part of any potential detour. Lastly, a quality
bonus provision is suitable to the Preferred Alternative. Criteria for measuring bonus eligibility
could include such items as effectively managing blasting, minimizing disruption of utility
services, controlling dust and erosion, maintaining access to businesses and residences, and
maintaining a good safety record.
Bypass Alternatives IA and IB
Because Bypass Alternative IA and 1B would cross, rather than parallel, existing roadways for
most of their length, lane rental would apply only to the section that would involve widening the
existing road at the south end. Lane rental would be advantageous during blasting to encourage
the contractor to reopen the roadway promptly after blasting. Another approach would be to
create a milestone completion date for the widening portion and add an incentive/disincentive on
the milestone. This would encourage the contractor to expedite completion of the portion of the
project that would most affect the traveling public.
The quarterly quality bonus incentive also is applicable to Bypass Alternatives lA and 1B. The
score for the quarterly bonus incentive could include the contractor's handling of the community
impacts associated with construction through a residential development, including controlling
noise, maintaining access, maintaining pedestrian corridors, and controlling dust.
Bypass Alternatives 4A and 4B
Motivation for early completion is different here than with other alternatives; because the
contractor would have a largely unencumbered alignment with these alternatives, there would be
an opportunity to create reasonable early completion incentives. One effective variation would be
US 321 Improvements (R-2237Q 4-144 Final Environmental Impact Statement
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to include an alternative bid for completion by an earlier date than the base bid. This would allow
the contractor to establish the premium amount for acceleration in a competitive bid situation
without committing the owner to the incentive option. A quality incentive program also would be
applicable.
4.16.3 Innovative Techniques
The unique challenges of the US 321 Improvements Project require innovative solutions. The
techniques described in this section could be applied by the NCDOT to the construction of the
Build Alternatives. In the MOU and MOA agreements, the NCDOT has committed to using
"Smart Zone" techniques in the maintenance of traffic during construction. These techniques
include items such as advance notification of delays, closures, real time monitoring, and use of
digital messaging systems. The NCDOT also committed to implementing a construction period
public information program, including a project web site and a pre-construction kick-off meeting
to introduce the contractor and the construction process to area!residents.
Integrated Construction Management
An integrated Construction Management (CM) approach involves a multi-disciplinary team. For
the Preferred Alternative, an integrated team would consist of highway designers (for roadway
alignment and drainage), structural engineers (for bridges, retaining walls, and major drainage
structures), landscape architects (for landform development, re-vegetation, and streetscaping),
geologists/geotechnical engineers (for subsurface investigation, rock slope design, and foundation
design), traffic engineers (for intersection and traffic control plans), right-of-way agents (for
property acquisition and relocation), construction engineers (for constructability evaluation),
specification engineers, cost estimators, and other specialists as required. A resident engineer,
who would serve as the construction project manager, would have the authority to direct all
project resources and bear responsibility for project outcomes.
Early Resident Engineer Involvement
The NCDOT's Division 11 staff, including the resident engineer, would be involved throughout
the design effort, providing input regarding recent experience with projects in the mountains of
North Carolina. Having the resident engineer involved early would increase the constructability
of the design and would provide the needed continuity as the project moves from design to
construction. The NCDOT's Division Construction Engineer and the resident engineer in Boone
were consulted in the preparation of the EIS.
Public Outreach Program
Public outreach or information program is the link that sustains the dialogue between the NCDOT
and its customers. A construction public outreach program provides timely and accurate
information to the public and promotes interaction with the public, both of which are needed to
build trust and credibility. Public outreach is the tool that can engage the public in the project
process and make them part of the solution. In the MOU and MOA agreements, the NCDOT
agreed to a public information plan for project construction.
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Because of the number of businesses, the sensitivity of the community to traffic disruption, and
the amount of traffic along this project, an intensive public outreach program would be
implemented during construction.
US 321 Improvements (R-2237Q 4-145 Final Environmental Impact Statement
The key elements of the community awareness plan could be:
• A project mailing list;
• A local government and business advisory team;
• Pre-construction open house meetings;
• A project web site;
• Informational publications that may include regular news releases, "Dear Neighbor" letters,
fliers, and newspaper columns on contractor personnel ("a day in the life of');
• A 24-hour information line;
• Speaking engagements by construction managers;
• Attendance at project meetings between the NCDOT and the contractor by those responsible
for informing the public; and
• Public information regarding blasting.
Mailing List. All businesses and residents within the project limits could be included on the list.
In addition, businesses and residents just outside the project limits could be added to the list
because they will see the construction daily and will be curious about any potential impacts to
them. The local chamber of commerce and merchants' association membership list and US 321
study mailing list could be included. Local government officials, law enforcement and
emergency management agencies, school officials, civic groups/organizations and any
community traffic safety team or similar group also could be part of the mailing list. The mailing
list also could include local media organizations. Anyone who asks to be on the list could be
added.
Local Government and Business Advisory Team. A Local Government and Business Advisory
Team (LGBAT) made up of local officials (representing the public) and business representatives
could be created to contribute to construction planning and to maintain communication between the
construction team and local officials and the business community throughout the construction
period. The LGBAT could be formed early in construction planning as an aid to the NCDOT's
consideration of local government and business concerns during the development of bid packages.
Discussion items for an LGBAT could include lane closure schedules, utility impacts, drainage
details, and accessibility impacts. Several types of accessibility impacts are: installation of raised
medians, installation of storm sewer pipe beneath driveway connections, and traffic signal
changes. Often, the primary accessibility issue is business access during construction. For
concerns that arise between meetings, a familiar, single point-of-contact who can provide reliable
and specific information is essential.
Pre-Construction Open House Meetings. Prior to the start of construction, a public open house or
kick-off meeting would be held. The NCDOT committed to holding such a meeting in the MOU
and MOA. To maximize participation and attendance, a letter could be distributed to the persons
and businesses on the mailing list, and a news release could be distributed to local media. The
open house would be an informal gathering where project personnel and selected NCDOT project
team members, are on hand to answer questions about the project. To make visualizing the
project easier, display boards could be used to show changes in traffic patterns, new sidewalks,
landscaping, and other aspects of the project. A fact sheet about the project, produced by the
NCDOT, could also be distributed as a take-away reminder. Project personnel would be prepared
to answer questions pertaining to such issues as drainage, blasting, accessibility, maintenance of
traffic, lane closures, and work schedules.
US 321 Improvements (R-2237Q 4-146 Final Environmental Impact Statement
Project Web Site. The existing project web site would be maintained and updated through design
and until completion of construction. A web site is included in the MOU and MOA. It would
include current information on the schedule and development of the project, project progress,
project contract information, and notification of any anticipated delays based on scheduled
construction activities. Using the project web site to publish information during the construction
contractor bid phase could provide important information to bidders using a process that is
transparent to the public. In addition, there is an opportunity to communicate more broadly by
enlisting the support of other appropriate web sites to create links to the project web site.
Project Information Publication Program. Prior to the start of construction, the construction
project's on-going public information program would begin. The NCDOT could distribute a
letter to everyone on the project mailing list. The letter would outline construction dates, as well
as specific information regarding project impacts to traffic. The NCDOT could distribute a news
release to the local media organizations, as well as a Critical Impact Group made up of law
enforcement, emergency management agencies, the US Postal Service, and local school officials.
The release would include the project start date, pertinent project information, and specific traffic
impact details. Each week throughout construction, the NCDOT could distribute news releases to
the media giving traffic impact details. This information also could be given directly to the
Critical Impact Group. The releases would specify lane closure locations and times, as well as
work schedules. The NCDOT also could maintain a media clips file, take calls from citizens and
the media, and ride through the project regularly.
24-Hour Information Line. Throughout construction, even after hours, it is important for
motorists and residents to have accurate and up-to-date information available. A 24-hour
information line could provide this information. During regular office hours, the NCDOT could
respond to questions and calls from residents, motorists, and media representatives. After regular
business hours and when NCDOT staff are out of the office, a detailed, recorded message could
be left. The message would give lane closures and work schedules, as well as a brief overview of
the general project.
Speaking Engagements. The NCDOT project representatives could be available to make
presentations to community groups and civic clubs/organizations regarding the design, impact,
and construction status.
Pre-Blast Information. Public concern about blasting is an important issue that needs special
attention. As pre-blast assessments begin on the project, the NCDOT could arrange a pre-blast
public meeting. At the meeting, the NCDOT would address the planned process, procedures,
timing, and anticipated effect of the contractor's blasting program. The intent would be to inform
the public and respond to citizen concerns regarding what to expect.
Rapid Response Crew
A rapid response crew lump sum bid item is a concept that has proven effective on projects in
residential areas where the risk of public impact after hours is a major concern and could be used.
The intent is to create an incentive for the contractor to leave the site each day in a proper
condition and to provide a mechanism for the contractor to remedy promptly items that are an
immediate issue. An example would be a driveway entrance that becomes inaccessible to a
homeowner because the contractor failed to compact temporary fill properly. The concept is to
define a contract bid item for a rapid response crew that would provide manpower and equipment
that the contractor would be required to mobilize rapidly (within 4 hours) after receiving a call
from the NCDOT of a problem. Should the NCDOT mobilize the contractor for out-of-scope
work, the contractor would receive full compensation for the crew based upon actual labor and
US 321 Improvements (R-2237Q 4-147 Final Environmental Impact Statement
pre-agreed hourly rental rates plus mobilization costs. Should the NCDOT mobilize the
contractor for in-scope work and the contractor responds within the stipulated period with the
stipulated resources, then the contractor would not receive compensation for the crew. Should the
contractor fail to respond within the stipulated period or with the stipulated resources for in-scope
work, then the contractor would not receive compensation for the crew and would lose a pre-
defined percentage of the rapid response crew lump sum bid amount.
4.16.4 Excavation Procedures (Including Blasting)
This section describes construction period excavation procedures, particularly those associated
with blasting. The MOU and MOA Agreements commit the NCDOT's Geotechnical
Engineering Unit to developing a vibration monitoring plan for the project. They also state that
the NCDOT and its contractor would limit blasting to specific times and those times would be
posted on the project web site. In addition blasting activities would be announced in the media.
Finally, the pre-construction surveys of all structures adjacent to US 321 within the Green Park
Historic District would be conducted to record a "before" condition so any construction-related
damage can be accurately identified.
Geologic Investigations and Excavation Strategies
As a precursor to excavation, a thorough geologic investigation would be conducted before the
completion of final design in order to predict the likely subsurface conditions with the necessary
level of accuracy. A thorough rock slope-engineering program would be conducted. Contractors
would use the sub-surface geological information to estimate quantities of overburden and rock
that can be reasonably excavated by a dozer with a ripper attachment ("ripable rock"), and to
design appropriate benching schemes for safely excavating rock slopes.
Excavation Procedures
In general, the contractor is likely to use dozers on navigable slopes to cut, rip and push down cut
material. Large track excavators or front-end loaders would load rock trucks to haul to project fill
locations. For blasting shots adjacent to the existing roadway, the contractor would close the
roadway for the time required to shoot and load the spoil ("muck out") into rock trucks using
articulated, rubber-tired, front-end loaders. Loading operations would likely proceed behind
temporary concrete barrier in areas of limited shoulder width. Flag persons would likely control
traffic exiting the loading area at the cut and entering the dumping area at the fill location.
Blasting Procedures and Controls
Serious incidents involving the legal use of explosive materials are rare. When concerns are
expressed about blasting, it is often suggested that alternative methods might be used to excavate
hard rock. Because of the large quantities of rock, using mechanical excavation methods would
not be reasonable for any of the Build Alternatives. The cost of excavation work would be
prohibitively expensive and more importantly, the impacts on the community because of a greatly
extended construction schedule would be unacceptable. If Hoe-rams or impact rippers were used
to excavate rock near businesses and homes, people would be subjected to months of continuous
hammering noise and other construction effects, instead of feeling limited instances of blasting
vibrations lasting only a few seconds.
Blasting programs in urban areas must control flyrock (rock that flies into the air as a result of
blasting), vibration, and air-overpressure (the increase in air pressure caused by blasting),
whereas, the project in rural areas would likely have strict environmental controls on water
US 321 Improvements (R-2237Q 4-148 Final Environmental Impact Statement I
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quality and animal impacts. The following blasting risk management measures could be
implemented:
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performing the work are allowed to bid it.
• Create blasting specifications that clearly define the performance, environmental, and safety
requirements.
• Develop general and specific blast plans.
• Hire experienced construction managers and inspectors to oversee blasting work.
• Conduct a community relations program whereby information about blasting can be
appropriately conveyed to the community and media.
Requiring the contractor to submit a general blasting plan and specific plans for individual blasts
would promote blasting safety and would minimize the risk of impacts on neighbors and
' structures caused by blast vibration and air-overpressure. These plans could be reviewed and
approved by the NCDOT's resident engineer or designee. General blasting plans could be
submitted well in advance to allow reviews and approvals before any blasting is allowed to
proceed. For specific blasting plans, a geotechnical engineer should prepare a pre-blast
assessment of potential blast effects and how to avoid them. The Town of Blowing Rock could
also request further hydrological and geological studies, as well as test wells, if deemed
necessary.
In addition, a program designed to monitor blast-induced ground vibration and air overpressure
would be implemented to ensure that nearby property and occupants are not damaged or unduly
disturbed by blasting. The MOU and MOA commit the NCDOT's Geotechnical Engineering
Unit to developing a vibration monitoring plan for the project. Should monitoring reveal that the
contractor exceeded specification levels, the NCDOT could shut down the contractor's blasting
operation and require the contractor to submit a blasting resumption plan that describes how the
incidents leading to non-compliant levels would be prevented on future blasts.
Pre-blast surveys of nearby buildings and infrastructure would be conducted for all properties
within 600 feet of blasting locations. In the MOU and MOA, the NCDOT committed to
conducting pre-construction surveys of all structures adjacent to US 321 within the Green Park
Historic District. Pre-blast inspection reports generally include written comments concerning
observed defects and general property condition. They can also include diagrams; crack survey
sketches, audio and/or video notes, and photographs. To ensure adequate documentation of
existing structural defects for resolution of potential claims, specifications generally include
detailed requirements concerning the collection and archiving of pre-blast survey data. Existing
defects generally are photographed with high-quality color film or recorded on videotape.
Town of Blowing Rock Requirements
The Town of Blowing Rock requires contractors to obtain a license for blasting work occurring
within the town limits. Blasting for the Preferred Alternative would occur within 100 feet of
numerous occupied structures, utilities and other property. Blasting permit requirements for the
Town of Blowing Rock require pre-blast inspection of all structures and facilities within 500 feet
of proposed blast locations. As described in the previous section, the NCDOT specifications for
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this particular project would include other blasting limitations and require significant monitoring
of blast-induced vibration and noise.
Town rules prohibit blasting after 5:00 PM, so a variance from this rule would be needed if
nighttime blasting were needed. Blasting at night would only be practical if the intensity of
vibration and noise could be kept below levels that would disturb sleeping or resting occupants in
the residences nearest to the blast areas. Blasting engineers can make this determination by using
scaled-distance formulas to predict vibration and air-overpressure levels, which would in turn be
compared to historically accepted limits and then integrated into the project's special provisions
to cover nighttime blasting.
Blasting Considerations for Each Build Alternative
Preferred Alternative. Managing the blasting work for the Preferred Alternative would be the
most challenging of all the Build Alternatives. Potential blasting impacts would be evaluated in
detail during final design. This study would first identify all features that blasting work might
influence. Identified impacts might include but are not limited to effects on people during
daytime and nighttime hours, traffic patterns, structures, utilities, environmental resources, and
business activities. Once the impacts are identified, practical controls and mitigation efforts
designed to minimize blasting impacts would be recommended on a case-by-case basis.
It would be imperative to ensure that flyrock, ground vibration, and air overpressure is controlled
for all blasting work. A variety of limitations in the project specifications could be used to
control blast effects. For example, vibration could be controlled by requiring contractors to meet
a minimum scaled-distance value that would control the intensity of ground motion near all
structures of concern. Rock movement and blast noise could be limited by covering blasts with
mats or earth and by mandating the use of cautious amounts of crushed-stone stemming (non
explosive material that is placed in a blast hole in between or on top of explosives to confine
vertical blast energy). Blast impacts also could be controlled by limitations on shot size, charge
diameter, and bench height. The size of blasts and the impacts of blasted rock on lane closures
could be controlled by developing clear constraints in the project specifications. The specific
controls would be guided by the project's prime goals. For instance, if it is decided that both
lanes of US 321 can be closed for certain periods at night, then relatively large blasts that
temporarily cover portions of the existing lanes with blasted rock might be allowed.
Alternatively, if it is decided that the blasting should occur during daylight hours, with limited
single-lane-closures, then the specifications would limit shot size and shot direction to ensure fast
clean up of blasted rock that might spill (swell) into the lane left open for traffic. Blasters can use
a variety of measures to control how much rock lands on roadways. For instance, the delay
timing of blast holes could be sequenced to aim blasted rock away from temporarily closed lanes.
Also, specifications could require that a minimum amount of rock (burden) be kept between rock
faces and open lanes to minimize rock swell onto roadways. Furthermore, time needed to reopen
roadways swiftly after blasting could be minimized by requiring contractors to have adequate
rubber-tired loaders and trucks standing by to remove quickly any rock that might spill over onto
open road lanes.
The contract documents and pre-bid/pre-construction communications with contractors would
emphasize that all blasting operations must be performed with extreme care. The MOU and
MOA for the Preferred Alternative state that the NCDOT and its contractor would limit blasting
to specific times and those times would be posted on the project web site. In addition blasting
activities would be announced in the media.
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Bypass Alternatives lA and 1B. Most of the concerns and controls discussed in the Preferred
Alternative section would also apply to the blasting work needed for Bypass Alternatives IA and
1B. Blast scheduling would not be as difficult with this alternative and the potential for blasting
impacts on existing utilities and structures would not be as great as with the Preferred Alternative.
However, the blasting required for this option would create much deeper cuts, which would
require additional specifications and blast management measures designed to prevent blast-
damage to the final, exposed surface of the rock cuts. Blast damage to rock cuts increases the
potential for future rock slides.
Bypass Alternatives 4A and 4B. Because the alignment for Bypass Alternatives 4A and 4B is
completely new, blasting work, except for tie-in sections with the existing US 321, would not
interfere with current traffic flow. The remoteness of the work would also ease constraints on
blast size and scheduling, and it would lessen the need for monitoring blast effects (vibration and
air-overpressure). This alternative, however, would require the blasting and excavation of very
large surface cuts, as well as blasting for a tunnel beneath the Blue Ridge Parkway. Extensive
geotechnical investigations of the rock in the high-cut and tunnel areas would be needed to
provide for an adequate design of excavation and ground support measures.
Procedures for Handling Blasting Materials
For the Preferred Alternative and Bypass Alternatives IA and 1B, American-Table-of-Distance
restrictions would preclude storing explosives near the work. In cases like this, the contractor or
the contractor's explosive supplier would establish an explosive magazine site at an approved
rural area outside of town or, if practical, daily deliveries would be made from the suppliers'
permanent magazine (explosive storage) site. In either case, explosives would be transported in
and out of the town limits on a daily basis. When explosives and detonators are brought to the
site, either they are transferred to "day boxes" for temporary storage on site or they are kept in the
delivery truck that "stands by" while blasts are loaded.
Regardless of what option is used, the US Department of Transportation and the Occupational
Safety and Health Administration (OSHA) regulations have many rules that must be followed to
ensure that explosives and detonators are safely transported and handled on site. Cautious and
detailed controls would be written into the specifications that would clearly define how
explosives must be handled for this work and that would reiterate all applicable regulations.
There are many areas outside Blowing Rock where temporary explosive storage magazines could
be safely established for this project in compliance with the applicable regulations.
Because of the remoteness of the route with respect to the occupied areas of Blowing Rock, it is
likely that storage magazines could be established on-site with Bypass Alternatives 4A and 4B.
' Establishing an on-site magazine would lessen exposure caused by numerous explosive-transport-
trips over public roads and would lessen explosive handling costs. Tunnel blasting would require
a separate explosive-materials handling system conforming to OSHA rules for underground work.
"
Blasting
These rules are defined in Code of Federal Regulations title 29, part 1926, subpart U
and the Use of Explosives," section 1926.903, "Underground Transport of Explosives."
Inspectors employed and trained by the NCDOT's construction manager would normally oversee
compliance with regulations and specifications for tunneling work.
Construction blasting operations in general are regulated by federal, state, and local government
agencies. The Federal Bureau of Alcohol Tobacco and Firearms (ATF) and the OSHA regulate
various aspects of construction blasting activities. In most states, other statewide or local
agencies also regulate explosive handling, storage, and use activities. State governments and
cities may also regulate explosive activities.
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There are specific issues pertaining to the risk of bulk spills of ammonia and nitrate explosives.
Relatively small concentrations of ammonia in water are very detrimental to fish, particularly to
most trout species. The toxicity of ammonia varies with pH and temperature. In aqueous
solutions, ammonia exists in two forms: free ammonia, which carries no ionic charge (NH3), and
ammonium, which carries a positive charge (NH4+). The free ammonia is the more toxic of the
two. The EPA ambient water quality criterion is 0.02 mg/1 free ammonia. For blasting work near
trout streams, specifying the use of packaged explosives and mandating stringent clean-up
procedures of spilled explosives can prevent this contamination. Contract specifications would
contain a section outlining explosive use and clean-up procedures.
4.16.5 Earthwork Borrow and Waste
Earthwork involves moving rock and soil to construct a project. "Unclassified excavation" is the
total estimated quantity of rock and soil that the contractor must move. A "balanced" earthwork
project is one on which the construction contractor performs all of the unclassified excavation and
neither needs additional rock and soil (borrow) nor has excess rock and soil (waste). Waste must
be disposed of outside the project limits, and borrow must be acquired from outside the project
limits. The best procedure for managing disposal of waste material is not to generate any net
waste. It is important to adjust a roadway design such that the earthwork balances or runs a slight
surplus. Except for Bypass Alternative 1B, the Build Alternatives being evaluated could balance
the earthwork as close as possible for a preliminary design, although borrow or surplus (waste)
material is a part of all alternatives. Further work to balance earthwork would be done during
final design of the preferred alternative.
With Alternative 1B, the combination of the alternative's alignment between Gideon Ridge and
Green Hill, the large cut into Gideon Ridge, and the series of cuts that occur as the bypass passes
through Blowing Rock make it more difficult to balance the earthwork than with Bypass
Alternative 1A. With Bypass Alternative IA, the waste from the series of cuts that occurs as the
bypass passes through Blowing Rock is used in part to create the large fill that would occur
between Stations 653+00 and 668+00, thus bringing the earthwork of this alternative nearly in
balance. With Bypass Alternative 413, a bridge would be used instead of a fill at this general
location. With Bypass Alternative 1A, fill is the more reasonable approach because the
alternative continues to follow the side of the hill as it moves towards Green Hill. Bypass
Alternative 1B, passes across a valley between existing US 321 and Green Hill, making a bridge
the more reasonable approach.
Preliminary earthwork computations for Bypass Alternative 1B show that there would be
approximately 2.1 million cubic yards of unclassified excavation, no borrow, and 1.4 million
cubic yards of surplus material. The logistics involved with disposal of 1.4 million cubic yards of
earth are daunting. A surplus of this magnitude would require the input of the community to
identify potential projects or developments that would represent a beneficial use to the Town of
Blowing Rock and Caldwell County. To achieve maximum benefit (and least cost), the disposal
location should be adjacent to the Bypass Alternative 113 project corridor. The contractor could
then use rock trucks or scrapers (specialized, self-propelled, earth moving equipment that is
bottom loading and bottom dumping) to transport the surplus. One possible location in the
project corridor for disposal of this waste would be next to US 321 just north of where the bypass
leaves the cut into Gideon Ridge and begins to proceed towards Green Hill, the same general area
of the large fill used with Bypass Alternative IA. The area affected would probably be larger
than with Bypass Alternative 1A fill since the waste disposed would be a combination of waste
from the Gideon Ridge cut and the series of cuts that occur as the bypass passes through Blowing
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Rock. The disposal of waste would create additional wildlife habitat loss and additional visual
impact.
If hauled off-site on area highways, tandem dump trucks would be used, carrying approximately
nine cubic yards of material each. Moving this much surplus along are highways would require
approximately 155,000 trips.
In theory, a balanced project does not generate any waste or borrow. In practice, even balanced
projects actually net a surplus or borrow because of changed site conditions. In addition, there is
always a potential that the contractor could encounter unsuitable material. Unsuitable material is
earth or rock that does not meet owner specifications for roadway fill. Clay that yields under load
and organic material are examples of unsuitable material. Because unsuitable material is
acceptable for non-structural fills, the first use of unsuitable material would be for non-structural
project fills like raised medians and landscaping areas, where possible based on available right of
way and final grading plans. Another solution is to consciously create in the design one or more
areas for widening fill slopes beyond what is necessary and stipulate that the contractor must
place any potential surplus at the designated location(s). The geotechnical investigation
associated with final design of the preferred alternative would provide information needed to
estimate the quantity of unsuitable material, and the final design plans would designate the areas
for placement within the project limits. The MOU and MOA state that waste deposits and borrow
pits will not be allowed within the Green Park Historic District. Should the volume of unsuitable
material exceed the planned areas for its use, it would be necessary to acquire either sufficient
right-of-way or a temporary easement beyond the toe (bottom) of fills.
4.16.6 Erosion Control
Erosion and sedimentation can be controlled during most land-disturbing activities by using
appropriate Best Management Practices (BMPs). An Erosion Control Management and
Maintenance Plan would be prepared during final design and carried out during construction of
the preferred alternative. The plan would comply with the North Carolina Sedimentation
Pollution Control Act of 1973. Requirements of the plan would include:
• Minimize the areas of exposed earth;
• Provide temporary and permanent seeding and landscaping as soon as practicable;
• Perform temporary seeding and mulching immediately upon completion of a section;
• Provide silt fences or other erosion control devices at the base of all fill slopes;
• Provide storm drain inlet protection at all catch basins or other areas where sediment may
enter storm drainage systems;
• Provide rock silt check dams and/or sediment basins on the downstream side of all large cross
drain locations;
• Provide check dams in ditches;
• Provide temporary sediment basins; and
• Install temporary slope drains to protect cut and fill slopes.
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Non-traditional materials that may be applicable for this project include coir (100 percent coconut
fiber fabric) to promote vegetation on mixed rock and soil slopes without the use of synthetic
materials, continuous wire fencing (chicken wire) to back silt fence, and turbidity curtains for
work in the proximity of live streams.
In addition, the contractor must develop, for NCDOT approval, a soil erosion schedule. It would
describe the time relationship between phases of the work that must be coordinated to reduce
erosion, the construction practices and temporary control measures that would be used to
minimize erosion, and a plan for the disposal of waste materials. Permanent erosion control work
would be incorporated into the project at the earliest practicable time and coordinated with
temporary measures to yield economical, effective, and continuous erosion control. Every
reasonable precaution would be taken to prevent pollution of water bodies.
The substantially greater earthwork needed for Bypass Alternative 4A would make erosion
control a key element of constructing this alternative. Erosion control would be very important
from early in the contract when the contractor provides for equipment access to the construction
site. Additional techniques for erosion control particularly applicable to steep slopes would
include slope drains, incremental benches to channelize runoff to permanent or temporary
drainage ways at the cut/fill intercept points, use of fresh cut willow stakes along stream channels
and seeps, rock-lined drainage ditches, and rock facing on sensitive slopes.
For Bypass Alternative 4B, erosion control would be most important early in the contract when the
contractor creates the access road and cuts finger accesses (described in Section 2.4.3 of Chapter 2
under "Construction Period Procedures and Options - Bypass Alternative 413") to substructure
units. Following substructure construction and the cut and fill work, however, the contractor could
proceed very quickly with final restoration of many areas around substructure elements.
The NCWRC recommends the following measures for construction occurring over trout waters:
• Adequate sedimentation and erosion control measures must be implemented prior to any
ground disturbing activities to minimize impacts to downstream aquatic resources.
Temporary or permanent herbaceous vegetation should be planted on all bare soil within 15
days of ground disturbing activities to provide long-term erosion control.
• Construction in the stream channel is prohibited during the trout-spawning period of
November 1 to April 15 in order to protect the egg and fry stages from sedimentation.
• Only clean, sediment-free rock should be used as temporary fill, and should be removed
without excessive disturbance of the natural stream bottom when construction is completed.
• Under no circumstances should rock, sand, or other materials be dredged from the stream
channel during installation of a temporary crossing. Culverts for temporary crossings should
not be embedded in the stream bottom and existing stream bottom material should be left in
place.
• All work in or adjacent to surface waters should be conducted in a dry work area. Sandbags,
cofferdams, or other diversion structures should be used where possible to minimize
excavation in flowing water. Any drilling sediments and drilling fluids should be contained
and pumped to an upland retention basin.
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• Existing shrub vegetation in the area of the temporary crossing should not be grubbed.
Rootstock should be left in place to stabilize soils and sprout following construction.
• Shrub and tree vegetation on the banks of the creek must be restored following removal of
any temporary crossing.
• Riprap placed for bank stabilization should be limited to the stream bank below the high
water mark, and vegetation should be used for stabilization above the high water elevation.
• All mechanized equipment operated near surface waters should be regularly inspected and
maintained to prevent contamination of steam waters from fuels, lubricants, hydraulic fluids,
or other toxic materials.
• Stormwater should be routed to bioretention areas and not be discharged directly to the
stream.
Additional conditions may be requested depending on specific (circumstances.
4.16.7 Air Quality
Construction related effects of the project on air quality would be limited to short-term increased
fugitive dust and mobile source emissions during construction. The MOU and MOA specify that
all construction trucks traveling faster than 25 miles per hour will cover their truck beds in order
to reduce the amount of dust and debris.
Fugitive Dust Emissions
Fugitive dust is airborne particulate matter, generally of a relatively large particulate size.
Construction-related fugitive dust would be generated by haul trucks, concrete trucks, delivery
trucks, and the other earth moving vehicles operating around the construction sites. This would
primarily result from particulate matter resuspended ("kicked up") by vehicle movement over
paved and unpaved roads, dirt tracked onto paved.surfaces from unpaved areas at access points,
and material blown from uncovered haul trucks.
Generally, the distance that particles drift from their source depends on their size, emission height,
and the wind speed. Small particles (30 to 100 microns) can travel several hundred feet (meters)
before settling to the ground, depending on wind speed. Most fugitive dust, however, is made up of
relatively large particles (i.e., particles greater than 100 microns in diameter). These particles are
' responsible for the reduced visibility often associated with construction. Given their relatively large
size, these particles tend to settle within 20 to 30 feet of their source.
Controlling dust would be a challenge for all the Build Alternatives and most important for the
Preferred Alternative and Bypass Alternatives lA and 1B because of their proximity to
development. Because the most objectionable dust conditions tend to occur in hauling and
spreading earth, the most effective time to control dust is during these activities.
Control measures that could be implemented include:
• Use watering trucks to minimize dust including keeping watering trucks on site;
• Cover trucks when hauling dirt (an MOU and MOA commitment);
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• Stabilize the surface of dirt piles if not removed immediately;
• Use windbreaks to prevent any accidental dust pollution;
• Use dust suppressants on traveled paths that are not paved (calcium chloride is effective in
allaying dust on non-paved haul roads by bringing moisture to the surface and holding it; it is
particularly ideal on roads used for extended periods);
• Minimize dirt track-out by washing or cleaning trucks before leaving the construction site;
and
• Pave 50 feet or more of unpaved construction roads and parking areas where such roads and
parking areas exit the construction site to prevent dirt from washing onto paved roadways.
Mobile Source Emissions
Since emissions of CO from motor vehicles increase with decreasing vehicle speed, disruption of
traffic during construction (such as the temporary reduction of roadway capacity and the
increased queue lengths) could result in short-term elevated concentrations of CO. In order to
minimize the amount of emissions generated, every effort should be made during the construction
phase to limit disruption to traffic, especially during peak travel periods. Disruption of traffic
during construction would be the greatest with the Preferred Alternative. (See the Chapter 2
discussions on control of traffic for each Build Alternative in Section 2.4.) Construction
equipment would use emission control equipment specified by law.
4.16.8 Noise Control
Construction noise would vary greatly with the type of equipment in use at any particular time
and with the phase of construction activity. Noise levels during construction, therefore, would
fluctuate greatly from day to day and hour to hour.
Construction noise sources include truck and equipment engines; equipment noise from scraping,
ripping, and excavating; back-up alarms; the slam of truck tailgates as asphalt truckers knock the
last bit out of their dump beds; impact wrenches on structural bolts for bridges; rock drilling; and
blasting. Control of construction noise at the source is the most effective approach to reducing
noise. Construction equipment would comply with the noise standards adopted by OSHA.
Construction equipment would be required to have effective mufflers, have efficient silencers on
air intakes of equipment, and to be properly maintained. The contractor can reduce noise by
lining the beds of haul trucks with conveyor belting or other similar material to lessen noise made
by loaders dropping rock into the trucks and by using spotters rather than back-up alarms. Other
noises are best handled by indirectly managing the activities through decibel restrictions.
Construction operations, and associated noise, would be generally restricted to daytime hours.
4.16.9 Tree Protection
Trees outside the construction limits could be protected from construction-related damage such
as:
• Skinning of tree trunks from heavy equipment operations;
• Exposure and injury to feeder roots and heavy equipment operations;
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• Placing of fill dirt around the base of trees that would smother and eventually kill the tree;
and
• Accidental spilling of petroleum products near the base of trees that could cause mortality.
In the MOU and MOA, the NCDOT agreed to make a special effort to preserve trees of particular
value identified by the Town of Blowing Rock that are outside the clear recovery area.
' 4.16.10 Utility Relocation
The relocation of utilities would be included in final design plans. NCDOT would coordinate
construction activities with the appropriate officials to minimize damage or disruption of existing
service. Utility relocations are described in Section 4.14.
4.16.11 Geodetic Survey Markers
Any geodetic survey markers in the project area would be properly relocated
.
4.17 The Relationship Between Local Short-Term Uses of
Man's Environment and the Maintenance and
Enhancement of Long-Term Productivity
This chapter describes a range of direct, secondary, and cumulative impact analyses that identify
the local short-term uses of man's environment by five Build Alternatives and their relationship
to the long-term productivity of that environment. Long-term productivity is defined in two
ways. It is first defined by the two purposes of the project: 1) improve traffic flow and LOS on
US 321 from Blackberry Road to US 221; and 2) to reduce the potential for crashes on US 321
within Blowing Rock. Second, in accordance with local land use plans, natural resource or plans,
cultural resource, and village preservation goals contained in local, state, and federal legislation
also define what is desired in terms of long-term productivity. All of the Build Alternatives
would meet the purpose of the project. In terms of the other long-term productivity goals in the
region, the use of the environment by each Build Alternative would be consistent or inconsistent
with these goals in different ways.
4.17.1 Preferred Alternative
From the perspective of the project's purpose and need, the Preferred Alternative would be
consistent with the maintenance and enhancement of long-term productivity in the Blowing Rock
area. It would maintain a desirable peak hour LOS on US 321 through the 2025 design year. It
would contribute to the reduction of crashes on US 321 by altering current roadway design
features that tend to contribute to higher than average crash rates. All US 321 traffic would
benefit from these design changes.
The Preferred Alternative also would be consistent with natural resource preservation goals. Because
it would follow the existing road, it would use the least acreage of natural vegetation and have the
least impact to wildlife. It would not fragment wildlife habitat. Its impacts to streams and wetlands
would be modest, and adequate opportunities exist in the project area to mitigate those impacts. On-
going development trends in natural areas east of Blowing Rock are expected to continue with
associated potential for impacts to area water resources, plant communities, and wildlife.
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The Preferred Alternative, which includes a wider pavement through the district, displacement of
one contributing structure, and loss of stone walls and vegetation would not be consistent with
cultural resource preservation goals given its adverse impact on the Green Park Historic District.
The appearance of the District would be altered at two of its most significant features, the Green
Park Inn and the Blowing Rock Country Club's golf course.
The Preferred Alternative also would not be consistent with local goals to maintain the village
character of Blowing Rock. In addition to the visual change in the Green Park Historic District,
the Preferred Alternative would straighten curves on US 321 in the Country Club Drive and
Norwood Circle areas. Straightening these curves is consistent with the goal of increasing the
safety of the road, but the combination of straighter curves, wider pavement, shallower side
slopes, and displacement of homes would change the character of this area. US 321 in the
vicinity of Country Club Drive, Norwood Circle, and the Green Park Historic are the only places
on US 321 where the traditional village character of Blowing Rock can be viewed by the general
traveler. Finally, citizen representatives have expressed the opinion that a four-lane road
anywhere .in Blowing Rock is inconsistent with the community's village character.
4.17.2 Bypass Alternatives 1A and 1B
From the perspective of the project's purpose and need, Bypass Alternatives lA and 1B generally
would be consistent with the maintenance and enhancement of long-term productivity in the
Blowing Rock area. They would have a desirable peak hour LOS through the 2025 design year.
By 2025, however, a less than desirable LOS D would begin to appear on the existing two-lane
US 321. With these alternatives, turn lane improvements on the existing road as a part of a future
minor improvement project would be needed at Sunset Drive. These alternatives would
contribute to the reduction of crashes on US 321. They would accomplish this by shifting a
portion of US 321 traffic off the existing road onto the bypass, a road whose design
characteristics should allow for a lower crash rate than occurs on existing US 321. Traffic
remaining on US 321 would still use the narrow lanes and experience the poor sight distances of
the existing road, but volumes on US 321 would be substantially less than they are today.
Bypass Alternative IA, however, would include a major exception to the project's horizontal
design criteria. Two sharp curves would remain on a road that otherwise meets the alternative's
50 mph design speed. Although such curves could be marked to warn drivers to slow, their
presence would violate the expectations of southbound drivers who would up to that point have
experienced mostly gentle curves on the bypass and would be traveling downhill on a steep (six
percent) grade. Northbound travelers would be traveling to reach these curves uphill on a seven
percent grade on a generally curvier road, similar to what exists today.
Bypass Alternatives IA and 1B also generally would be consistent with natural resource
preservation goals. They would use more acreage of natural vegetation than the Preferred
Alternative. They would pass, however, through an already disturbed area. Approximately 0.5
mile of both alternatives would result in fragmentation of natural forests on the Blue Ridge
escarpment but this new fragmentation is in proximity to areas that are currently disturbed. They
would have the least impact to streams and no impacts to wetlands. Development in natural areas
east of Blowing Rock is expected to continue with its associated potential for impacts to area
water resources, plant communities, and wildlife. The presence of the road, however, would
likely make these areas less desirable to certain kinds of uses (e.g., residential development)
which could shift some future development to other parts of undeveloped Blowing Rock area and
the edges of Blowing Rock.
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Bypass Alternatives IA and 1B would be consistent with cultural resource preservation goals.
They would not adversely affect any historic resources listed on or eligible for inclusion in the
National Register of Historic Places.
Bypass Alternatives lA and 1B would not be wholly consistent with local goals to maintain the
village character of Blowing Rock. They would avoid roadway improvements in the older areas
of Blowing Rock. They would not affect the Green Park Historic District or the Country Club
Drive/Norwood Circle area. However, these alternatives would involve the introduction of a
' thoroughfare to an existing and developing residential area with resulting substantial negative
noise, community cohesion, and visual impacts. Bypass Alternative 1B also would include a
large cut into Gideon Ridge.
4.17.3 Bypass Alternatives 4A and 4B
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From the perspective of the project's purpose and need, the Bypass Alternatives 4A and 4B
generally would be consistent with the maintenance and enhancement of long-term productivity
in the Blowing Rock area. They would have a desirable peak hour LOS through the 2025 design
year. By 2025, however, a less than desirable LOS D would begin to appear on the existing two-
lane US 321. With these alternatives, turn lane improvements on the existing road as a part of a
future minor improvement project would be needed at Sunset Drive and US 221. These
alternatives would contribute to the reduction of crashes on US 321. They would accomplish this
by shifting a portion of US 321 traffic off the existing road onto the Bypass, a road whose design
characteristics should allow for a lower crash rate than occurs on existing US 321. Traffic
remaining on US 321 would still use the narrow lanes and experience the poor sight distances of
the existing road, but volumes on US 321 would be substantially less than they are today.
Bypass Alternative 4A, and to a lesser extent Bypass Alternative 4B, would not be consistent
with natural resource preservation goals. Bypass Alternative 4A would have the greatest effect
on ecological resources in the project area, crossing 20 streams (six bridged), using 93 acres of
natural plant communities, and involving the greatest fragmentation of habitat. Erosion,
sedimentation, pollutant runoff, and more intense flows after precipitation would affect stream
systems for a great distance downstream. These impacts would in turn result in destabilized
streambeds and channels and chemical and biological degradation. Bypass Alternative 4A would
present an imposing barrier to migration of wildlife. Suitable habitat on each side of the road
would become isolated. Forested habitat that would remain to the west of the road, near Blowing
Rock, would become a small island of cover and forage inhospitable to forest interior species.
Animals that do cross the road would suffer increased mortality from passing cars. The
introduction of bridges to create Bypass Alternative 4B would bridge 14 instead of six streams
and would use 38 acres instead of 93 acres of natural plant communities. Habitat fragmentation
and impacts to streams also would be reduced.
Bypass Alternatives 4A and 4B would be consistent with the cultural resource preservation goals
of the Town of Blowing Rock, but their visual impacts would be inconsistent with the viewshed
preservation goals of the Blue Ridge Parkway. The visual impacts of Bypass Alternative 4A
would be at a level such that they would diminish the integrity of the Parkway's significant
historic features and create an adverse impact to this historic resource. Bypass Alternative 4B
also would have a visual impact on the Parkway, although not a substantial as with Bypass
Alternative 4A.
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Since Bypass Alternatives 4A and 4B would be outside the Town of Blowing Rock, they would be
consistent with local goals to maintain the village character of Blowing Rock. They would introduce,
however, at their southern and northern ends, a thoroughfare into small rural communities.
4.18 Irreversible and Irretrievable Commitments of
Resources
Implementation of the Build Alternatives would involve commitment of a range of natural,
physical, human, and fiscal resources. Land used in the construction of the Build Alternatives
would be an irreversible commitment. Although the land used could be converted to another use
in the future, there is no reason to believe such a conversion would ever be necessary or desirable.
Restoring altered cultural, natural, and village resources would be difficult.
Construction of the Build Alternatives would expend considerable amounts of fossil fuels, labor,
and highway/bridge construction materials. Additionally, the Build Alternatives would use large
amounts of labor and natural resources in the fabrication and preparation of construction
materials. These materials are generally not retrievable. They are not in short supply, and their
use would not have an adverse effect on continued availability of these resources. The
construction of the Build Alternatives also would require a substantial one-time expenditure of
State funds.
The commitment of these resources is based on the concept that residents and visitors of Blowing
Rock, Caldwell and Watauga counties, and northwest North Carolina would benefit overall by
improving the transportation system of the area. These benefits would include those described in
the statement of purpose and need in Chapter 1.
This commitment of resources and funds would vary substantially by alternative. The
construction costs by alternative (in constant 2001 dollars) would be:
• Preferred Alternative: $22.7 million;
• Bypass Alternative 1A: $50.6 million;
• Bypass Alternative 1B: $67.0 million;
• Bypass Alternative 4A: $161.2 million; and
• Bypass Alternative 4B: $241.4 million.
All of the alternatives would meet the purpose and need of the project, although with the Bypass
Alternatives some sections of the existing road would again begin to see less than desirable levels
of service during peak periods by 2025. All the alternatives would have adverse impacts to
important community, cultural, and ecological resources. The nature and degree of these impacts
vary from alternative to alternative. Thus, a decision to commit a larger amount of resources and
funds would be based on a decision that a larger commitment of funds and resources would be
appropriate to achieve the best balance between community, cultural, and ecological resource
impact trade-offs. The No-Build Alternative would require no commitment of materials.
Residents of Blowing Rock have questioned the prudence of building the Preferred Alternative.
They argue that future traffic eventually would render even a widened US 321 obsolete, and that
a bypass of a widened US 321 would be required anyway. They state that an advantage of a
bypass is that, ultimately, fewer resources would be used and fewer impacts would occur, since
only a bypass would have been implemented, as opposed to both a widening and later a bypass of
the widening. When considering this point, the following factors should be kept in mind:
US 321 Improvements (R-2237Q 4-160 Final Environmental Impact Statement I
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• The planning horizon of 20 to 25 years is used for planning projects statew
of reasonably estimating what happens beyond 20 to 25 years does not just apply to Blowing
Rock but to the rest of the region and the state.
• Continued growth in population and motor vehicle travel in the region beyond the 2025
design year, particularly at the same rate, is not a forgone conclusion. The traffic forecasts
are based on population and employment projections, which become more tenuous the further
removed in time they are. A common planning horizon is 20 to 25 years.
• Even if a Bypass Alternative were implemented, continued growth of local traffic generated
by new development in the Blowing Rock area at some point still could necessitate widening
of the existing road. Several segments of the existing road are expected to operate at less
than desirable levels of service in 2025 with the Bypass Alternatives
.
• The conclusion could be reached that the impacts of the Bypass Alternatives are so great, and
the costs of Bypass Alternatives 4A and 4B are so high that it is unlikely that they would ever
be implemented, even if congestion were to return to a widened US 321.
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Chapter 5,,
List of
Preparers
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5.0 LIST OF PREPARERS
The following personnel were instrumental in the preparation of this document.
5.1 North Carolina Department of Transportation (NCDOT)
Name Qualifications Primary Responsibilities
Derrick Weaver, PE Project Development and Supervises four project managers
Environmental Analysis
Branch, Consultant Unit Head,
12 years of experience
Mary Alice (Missy) Project Development and Overseeing development of DEIS and
Dickens, PE Environmental Analysis FEIS, Memorandum of Agreement and
Branch, Project Manager; 14 Memorandum of Understanding
years of experience development
Mary Pope Furr Historic Architecture Integral in the development of Section
Supervisor, 10 years of 106 Memorandum of Agreement
experience
5.2 Parsons Brinckerhoff Quade & Douglas, Inc.
Name Qualifications Primary Responsibilities
John Page, AICP, Planner; 31 years of experience Project Manager; historic resource,
CEP park, and visual impact assessment,
quality control
Reginald Scales, Planner; 16 Years Experience Deputy Project Manager, public
AICP involvement, alternatives description
Robert Norburn Planner, 12 Years Experience Coordination of response to comments
Donald J. Brown III, Planner; 7 Years Experience Community, secondary and cumulative
AICP impact analyses
Tonya Caddle Planner, 4 Years Experience Assisted with FEIS updates
Than Austin Planner; 4 Years Experience Community data gathering;
environmental justice
Nicole Bennett, Planner; 7 Years Experience Alternatives studies impact assessment
AICP
Ira Hirschman, PhD, Planner/Economist; 20 Years Economic impact assessment
AICP Experience
Sarah Ogilvie Project Analyst; 3 Years Economic impact assessment
Experience
US 321 Improvements (R-2237C) 5-1 Final Environmental Impact Statement
Name Qualifications Primary Responsibilities
Sean T. Donahoo, Environmental Engineer; 5 Noise impact assessment
EIT Years Experience
Ramon Magsanoc Noise Analyst; 4 Years Noise impact assessment
Experience
Chetlur Acoustical Specialist; 35 Years Noise impact assessment review
Balachandran, PhD Experience
Alice Lovegrove Environmental Engineer; 13 Air quality impact assessment
Years Experience
Dean D.Hatfield, PE Civil Engineer; 19 Years Project Engineer for DEIS
Experience
Eric Misak Civil Engineer; 19 Years Lead Roadway Engineer for DEIS and
Experience Project Engineer for FEIS
Jeff Meador Civil Engineer; 4 Years Roadway / hydraulic engineering
Experience
Scott M. Ney, PE Civil Engineer; 7 Years Roadway engineering
Experience
Bhavani P. Konuru Civil Engineer; 5 Years Roadway / Hydraulic engineering
Experience
Daniel A. Dock, PE Structural Engineer; 24 Years Structural engineering
Experience
Stephen D. Cook, Structural Engineer; 17 Years Structural engineering
PE Experience
William Daly, PE Geotechnical Engineer; 30 Tunnel engineering
Years Experience
Lyle Overcash, PE Traffic Engineer; 8 Years Traffic capacity and accident analysis
Experience
Michael J. Fendrick, Traffic Engineer; 13 Years Traffic capacity and accident analysis
PE Experience
Andrew Topp, EIT Traffic Engineer; 3 Years Traffic capacity and accident analysis
Experience
James Ruddell, PE Construction Engineer; 18 Constructability analysis
Years Experience
Gregory G. Hoer, Landscape Architect; 28 Years Landscape design
RLA Experience
Molly M. Davis, Landscape Architect; 13 Years Landscape design; visual impact
ASLA, RLA Experience assessment
David Thorp Artist; 9 Years Experience Photosimulations manager
US 321 Improvements (R-2237C) 5-2 Final Environmental Impact Statement
5.3 Corporate Services, Inc.
Name Qualifications Primary Responsibilities
N.J. Pointer, AICP, Architect/Planner; 41 Years Advisor on historic resources and
AIA, ITE Experience public involvement
5.4 EcoScience Corporation
Name Qualifications
Gerald R. McCrain, Ecologist; 22 Years Experience
PhD, CEP
Alexander P. Smith Ecologist; 16 Years Experience
Elizabeth Scherer Planner; 3 Years Experience
Jens Geratz Ecologist; 5 Years Experience
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5.5 GEOTEK & Associates, Inc.
Name Qualifications
Gordon Revey, PE Blasting Expert; 26 Years
Experience
5.6 Golder Associates, Inc.
Name Qualifications
David A. Bare Meteorologist; 22 Years
Primary Responsibilities
Ecological resources reviewer
Ecological resources impacts, natural
systems secondary and cumulative
impacts, natural systems functional
assessment, protected species survey
Natural systems secondary and
cumulative impacts
Ecological resources impacts
Primary Responsibilities
Constructability - blasting
Primary Responsibilities
Fog analysis
5.7 Mattson, Alexander & Associates, Inc.
Name Qualifications Primary Responsibilities
Frances P. Architectural Historian; 15 Identification of historic resources
Alexander Years Experience
Richard L. Mattson Historical Geographer; 15 Identification of historic resources
Years Experience
1 US 321 Improvements (R-2237C) 5-3 Final Environmental Impact Statement
5.8 Ralph J. Trapani, P.E.
Name Qualifications
Ralph J. Trapani, PE Civil Engineer; 26 Years
Experience
Primary Responsibilities
Constructability-construction
techniques
US 321 Improvements (R-2237Q 5-4 Final Environmental Impact Statement
Cha,-
.List of Agencies,
Organizations, and Persons
to Whom Copies of the
Statement are Sent
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6.0 LIST OF AGENCIES,
ORGANIZATIONS, AND PERSONS
TO WHOM COPIES OF THE
STATEMENT ARE SENT
In order to facilitate review and comment, the following agencies, local officials, and public
libraries were provided copies of this document. Agencies who responded with comments on the
Draft Environmental Impact Statement (DEIS) are marked with an asterisk (*). Agency
comments and a summary of public comments, as well as North Carolina Department of
Transportation (NCDOT) responses are included in Chapter 7. Agency and public comment
letters and the public hearing transcript are included in Appendices A and B.
6.1 Federal Agencies
Advisory Council on Historic Preservation
Federal Emergency Management Agency
Federal Energy Regulatory Commission
US Department of Agriculture
• Coordinator of Environmental Quality Activities
• Natural Resources Conservation Service*
US Department of the Army (Corps of Engineers)
• Asheville Regulatory Field Office
• Wilmington District*
US Department of Commerce
• National Geodetic Survey*
• National Oceanic and Atmospheric Administration (Ecology and Environmental
Conservation Office)
US Department of Health and Human Services (Region IV)
US Department of Housing and Urban Development
US 321 Improvements (R-2237Q
6-1 Final Environmental Impact Statement
US Department of the Interior*
• Fish and Wildlife Service (Region IV, Asheville Field Office, and Fish and Wildlife
Enhancement)
• Keeper of the National Register
• National Park Service (Blue Ridge Parkway)
• Office of Environmental Policy and Compliance
• US Geological Survey
US Environmental Protection Agency (Region IV, Environmental Review Branch)*
US General Services Administration
6.2 State Agencies
NC Department of Administration - State Clearinghouse
NC Department of Cultural Resources - Division of Archives and History (State Historic
Preservation Office)
NC Department of Environment and Natural Resources
• Division of Environmental Health*
• Division of Forest Services*
• Division of Water Quality*
NC Department of Human Resources
NC Department of Public Instruction - Division of School Planning
NC State Publications Clearinghouse
NC Wildlife Resources Commission*
6.3 Local Governments and Agencies
Appalachian Regional Commission*
Caldwell Community College and Technical Institute*
County of Caldwell (Commissioners)*
Region D Council of Governments
US 321 Improvements (R-2237Q 6-2 Final Environmental Impact Statement I
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Town of Blowing Rock (Mayor)*
Town of Boone*
Watauga County (Commissioners)*
Western Piedmont Council of Governments
6.4 Interest Groups
Aho Community
Appalachian State University
Blowing Rock Chamber of Commerce
Blowing Rock Community Club
Blowing Rock Green Hill Neighborhood Coalition
Blowing Rock Historical Society
Blowing Rock Merchants Association
Blowing Rock Neighborhood Coalition
Concerned Citizens of Bailey's Camp and Blackberry Communities
Concerned Citizens of Blowing Rock
North Carolina Alliance for Transportation Reform
Sierra Club (local chapter)
Watauga Chapter of the Blue Ridge Environmental Defense League
6.5 Public Libraries
Appalachian State University - Carol Grotnes Belk Library
Boone, North Carolina 28608
Blowing Rock Public Library
1022 Main Street
Blowing Rock, North Carolina 28605
Caldwell County Public Library
120 Hospital Avenue
Lenoir, North Carolina 28645
US 321 Improvements (R-2237Q 6-3 Final Environmental Impact Statement
Guilford County Public Library
219 North Church Street
Greensboro, North Carolina 27401
Mecklenburg County Public Library
310 North Tryon Street
Charlotte, North Carolina 28202
Wake County Public Library
1930 Clark Avenue
Cameron Village Shopping Center
Raleigh, North Carolina 27605
Watauga County Public Library
140 Queen Street
Boone, North Carolina 28607
Website (http://www.ncdot.org/projects/BlowingRock321/)
US 321 Improvements (R-2237C) 6-4 Final Environmental Impact Statement
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Chapter 7
Comments and
Coordination
' 7.0 COMMENTS AND COORDINATION
An Environmental Impact Statement (EIS) that addresses the full range of alternatives and issues
important to the selection of a preferred alternative can be accomplished only in consultation with
those who have a stake in that decision. This chapter describes the scoping process, agency
coordination process, and public involvement activities, as well as the key issues and pertinent
information received through these efforts during preparation of the Draft Environmental Impact
' Statement (DEIS). It also describes the activities associated with the public and agency review of
the DEIS and presents responses to comments on the DEIS. Finally, this chapter describes
activities associated with the development of a Memorandum of Understanding with the Town of
Blowing Rock and a Memorandum of Agreement with the State Historic Preservation Officer
(SHPO) and the US Army Corps of Engineers (USACE) related to impact mitigation.
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7.1 Earlier EA and FONSI Preparation
The US 321 improvements study began in late 1989 as the study of a widening project. The
desire for a Blowing Rock bypass was first expressed at the first Citizens Informational
Workshop on January 25, 1990 and again at a second workshop on June 21, 1990. Participants
suggested numerous locations for a bypass.
In February 1991, a scoping letter was distributed to regulatory agencies requesting comments on
several Blowing Rock bypass alternatives. The corridors discussed were based, in part, on citizen
suggestions.
In 1993, an Environmental Assessment (EA) (NCDOT, August 1993) was prepared that
recommended widening US 321 from NC 268 in Patterson to US 221 in Blowing Rock. It listed
a widening project as the preferred alternative and concluded that a bypass around Blowing Rock
was not reasonable.
Following a September 1, 1993 public hearing, a Finding of No Significant Impact (FONSI) was
released in September 1994 for a widening project between NC 268 and Blackberry Road. Based
on hearing and agency comments, the FONSI stated that an Environmental Impact Statement
(EIS) would be prepared for US 321 improvements from Blackberry Road to US 221 in Blowing
Rock and would include consideration of a Blowing Rock bypass.
Work on the DEIS began in 1995 with a new study of potential bypass alternatives. Sections 7.2
to 7.5 describe public and agency involvement during project scoping, study of potential bypass
alternatives, and preparation of the DEIS. Other general outreach programs associated with the
' preparation of the DEIS also are described.
7.2 DEIS Scoping
Scoping is designed to encourage early participation of the public, elected officials, and interested
governmental agencies in the decision-making process. The scoping process is intended to be a
' collaborative and cooperative process considering views from parties who will be affected by or
who have an interest in the proposed project. Initially, the scoping process provided a mechanism
to inform the public and governmental review agencies that an EIS was being prepared for the
' project. Subsequent input from the public and government agencies then helped to define the
US 321 Improvements (R-2237Q 7-1 Final Environmental Impact Statement
project alternatives to be examined, to identify the impacts to be considered, and to establish the
goals and objectives to guide the evaluation of the alternatives.
In August 1995, a scoping letter was distributed to regulatory agencies to solicit comments for the
EIS study, initiate coordination for the project, and provide notice of an interagency scoping
meeting, held on February 1, 1996.
7.2.1 Scoping Letter Responses
Responses to the 1995 scoping letter can be summarized as follows:
• Area public schools indicated that impacts from the proposed project were not anticipated.
• The NC Wildlife Resources Commission provided information regarding what natural
resource issues they would like to see addressed in the EIS.
• The NC Department of Environment, Health and Natural Resources (DEHNR) (now the
Department of Environmental and Natural Resources) Divisions of Environmental
Management, Land Resources, and Soil and Water Conservation also provided information
regarding what natural resource issues they would like to see addressed in the EIS.
• The DEHNR Division of Environmental Management (now the Division of Water Quality)
indicated that alternatives other than widening would result in significant wetland and water
impacts.
• The DEHNR Division of Forestry submitted comments indicating that they were in favor of
the Widening Alternative only because of the potential impacts a bypass would have on
woodlands. They also indicated what information regarding woodlands they would like to
see presented in the EIS.
• The NC Department of Cultural Resources (State Historic Preservation Officer) indicated that
the alternatives and their areas of potential effect presented in the scoping letter were unlikely
to impact archaeological resources.
• Region D Council of Governments' Transportation Advisory Committee submitted
comments supporting the concept of improving US 321 to a multi-lane facility.
• The Town of Blowing Rock was opposed to widening US 321 through Blowing Rock.
• Watauga County endorsed the proposed project.
• The National Park Service indicated that they would object to any bypass that would
adversely impact Blue Ridge Parkway lands or viewsheds and/or significantly alter natural,
cultural, or visual resources.
• The US Fish and Wildlife Service (USFWS) indicated that they prefer widening the existing
alignment rather than pursuing a bypass alternative. The USFWS also provided an updated
list of federally protected endangered and threatened species known from Caldwell and
Watauga counties that may occur within the area of influence of the proposed bypass.
US 321 Improvements (R-2237C) 7-2 Final Environmental Impact Statement
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7.2.2 February 1, 1996 Agency Scoping Meeting
A meeting was held with representatives of federal and state regulatory agencies on February 1,
1996. Agencies represented included:
• Caldwell County
• Town of Blowing Rock
• Federal Highway Administration
• NC Department of Cultural Resources (State Historic Preservation Officer)
• NC Department of Environment, Health and Natural Resources
- Division of Environmental Management
- Wildlife Resources Commission
• NC Forest Service
• US Army Corps of Engineers
• US Fish and Wildlife Service
After discussing the progress of the project since the last Steering Committee meeting in 1991,
the project's study team presented its findings related to:
• Potential bypass alternatives and their concept origin
• Traffic forecast observations
• Level of service results
• Capacity-sensitive analysis
• Crash analysis
• Median safety study
The presentation also included a discussion on observations about the bypass alternatives, the
merits of crossing the Parkway in a tunnel, and recommendations for the rest of the study.
7.2.3 Citizen Participation in Scoping
The public was involved in scoping in two ways, first through a citizens informational workshop
held in August of 1995 and second through the initial meetings of the Citizens Advisory
Committee. Both of these efforts also were a part of the project's bypass alternatives study and
are described in the next section.
7.3 Bypass Alternatives Study
The project's study team conducted a bypass alternatives study (described in Section 2.2 of
Chapter 2) from 1995 to 1999. Citizen involvement opportunities included two citizens
informational workshops and five meetings of a Citizens Advisory Committee. In addition, an
Interagency/Steering Committee meeting was held on December 17, 1996 at which an
alternatives assessment questionnaire was circulated. In March 1999, the Secretary of
Transportation presented a proposal for the alternatives to be evaluated in the DEIS at a meeting
of the Town Council of Blowing Rock, County Commissioners for Caldwell and Watauga
counties, and the Citizens Advisory Committee.
US 321 Improvements (R-2237Q
7-3 Final Environmental Impact Statement
7.3.1 Citizen Involvement
Citizen involvement activities that took place as part of the bypass alternatives study included:
Citizens informational workshops that provided an opportunity for the general public to
discuss the study and its findings with members of the study team. Two citizens
informational workshops were held. At both workshops, the agenda was informal. The
public was invited to come at any time during a three-hour period to see the land suitability
map, the potential bypass alternatives (at the second workshop), ask questions, and give
comments to study team members.
Citizens' Advisory Committee meetings. This committee was formed to allow citizens of the
project area to participate in the planning process and to meet regularly with the study team.
It consisted of 14 members and served as an advisory body to help the NCDOT develop a
project that offers a reasonable balance of the diverse issues associated with the project. The
committee consists of representatives from the following government or civic organizations:
Blowing Rock Town Council; Watauga County Board of Commissioners; the North Carolina
Alliance for Transportation Reform; the Blowing Rock Community Club; the Concerned
Citizens of Blowing Rock; the Blowing Rock Chamber of Commerce; the Blowing Rock
Merchants Association; the Blowing Rock Historical Society; the Concerned Citizens of
Blackberry Valley/Bailey Camp (added in March 1996); the Aho community; the Caldwell
County Board of Commissioners; Appalachian State University; and the Blowing Rock
Neighborhood Coalition (added in August 1996).
Other general citizen outreach programs are described in Section 7.5 and included a newsletters, a
toll-free project information line, and a website. The Citizens Advisory Committee meetings and
the citizens informational workshop meetings are described in chronological order in the sections
that follow.
July 12,1995 Citizens Advisory Committee Meeting
The purpose of this meeting was to review the role of the Citizens' Advisory Committee, to elect
a committee chairperson, and to describe the project's history, its current status and the scope of
work for the EIS. The group also discussed the types of issues to be addressed when comparing
bypass alternatives. Specific concerns raised by committee members included:
• The environmental and community impacts associated with a bypass would be greater than
those associated with the widening;
• Countywide impacts, rather than only impacts to Blowing Rock, need to be assessed;
• Safety should be the overriding factor when choosing a bypass or widening alternative;
• Widening the road would have adverse impacts on the Green Park Historic District; and
• A bypass will be necessary even if the existing road is widened.
The committee also requested that a copy of crash records for the area be sent tb members.
August 29, 1995 Citizens Informational Workshop
The August 29, 1995 Citizens Informational Workshop was held in Blowing Rock to present a
land suitability map showing community, cultural, and natural features in the project area and to
solicit comments on the study, alternatives, and potential environmental impact issues. The
desire for an alternative that crossed the Blue Ridge Parkway, including a tunnel crossing, was
expressed.
US 321 Improvements (R-2237Q 7-4 Final Environmental Impact Statement
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At this meeting, 194 persons registered their presence. Key issues raised at the workshop related
to support for a Blowing Rock bypass, support for widening US 321, the development of
alternatives, and the land suitability map.
Supporters of a Blowing Rock bypass said they believed that widening US 321 would:
• Spoil the character of Blowing Rock;
• Adversely affect the historic district;
• Close businesses along US 321 during construction;
• Encourage unsafe speeds and cause more crashes;
• Cause structural damage during blasting;
• Jeopardize the safety of students who cross US 321 walking to and from school;
• Increase truck traffic in Blowing Rock;
• Increase crime in Blowing Rock; and
• Become obsolete in a few years, necessitating a bypass anyway.
Supporters of widening US 321 said they believed that a Blowing Rock bypass would:
• Displace more people than the widening alternative;
• Adversely affect the area's natural beauty;
• Adversely affect the natural environment;
• Cost much more than the widening;
• Increase noise levels;
• Spoil views, thereby reducing property values; and
• Spoil views and serenity from Parkway overlooks.
November 11, 1995 Citizens Advisory Committee Meeting
A second Citizens Advisory Committee meeting was held on November 11, 1995 to review
workshop and agency scoping comments, the land suitability map, and potential bypass
alternatives.
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The committee reviewed comments from the workshop and from agency scoping letters. Another
topic was how to avoid sensitive features when selecting a bypass alternative. The majority of
the time was spent on basic design concepts, potential location corridors, and typical section
alternatives for the potential bypass alternatives. Specific questions and concerns expressed by
committee members included:
• What is the National Park Service's reaction to a Parkway crossing?
• Will the Federal Emergency Management Agency (FEMA) be involved in the study?
• Why was a 1993 estimate of displacements associated with the widening different from a
1991 estimate?
• Should the taxpayers of Blowing Rock expect a tax increase to fund the relocation of
utilities?
Several questions were asked about grades on the bypass and the cost of certain features like
truck escape ramps. One member also asked that the study team explore a tunnel option in more
detail. The committee expressed an interest in seeing the alternatives on a topographic map.
US 321 Improvements (R-2237Q 7-5 Final Environmental Impact Statement
March 27,1996 Citizens Advisory Committee Meeting
A third Citizens Advisory Committee meeting was held on March 27, 1996 to review traffic,
level of service, and design criteria for the potential bypass corridors. The feasibility of a
Parkway crossing from the perspective of the amount of traffic that would be attracted from
existing US 321 was also discussed.
Functional designs for ten bypass alternatives were prepared. The alignments submitted by the
Concerned Citizens of Blowing Rock representative were refined to form four corridors. A fifth
corridor was a refined version of the bypass alternative presented as the "most reasonable" bypass
alternative in the 1994 Environmental Assessment. Five additional corridors were developed by the
study team and reflected alternative ways for passing through the Blowing Rock Assembly
Grounds. The refinements to the Concerned Citizens of Blowing Rock's alternatives allowed them
to more closely follow the existing terrain, reducing the amount of potential excavation and cost.
The focus of this meeting was traffic and crash studies. Study team members presented traffic
forecasts and level of service and crash analyses for existing US 321 and for the potential bypass
alternatives. The committee and study team also discussed the engineering trade-offs associated
with the bypass alternatives that had been developed at that point and had questions regarding:
• The traffic model. Many questioned the accuracy of the model as well as the accuracy of the
data put into the model.
• The 30th highest hourly volume and why road improvements are often designed to serve
these volumes at an adequate level of service.
• The crash analysis. The committee wanted to know if it accounted for the higher speed of a
four-lane road. Another member asked why there were more total crashes with the bypass
than with the widening alternative. Comments were made regarding the severity of crashes.
• Whether or not truckers would remain on the existing route to avoid the grades on the bypass.
• The alternatives. Some committee members were concerned about community impacts in the
Possum Hollow Road area, while others were concerned about the environmental and
community impacts in the Blackberry Valley/Bailey Camp area. A majority of the questions
and comments, however, were engineering-related (grades, bridges, costs, etc.).
July 31, 1996 Citizens Advisory Committee Meeting
A fourth Citizens Advisory Committee meeting was held on July 31, 1996. The purpose of this
meeting was to present the ten initial potential bypass alternatives to the committee and to explain
the criteria used to identify them. Similarities and small differences among the alternatives also
were presented to the committee. Committee members were asked to identify the factors they
considered most important in selecting bypass alternatives and to choose the alternatives, of the
ten presented, that should be evaluated in the DEIS and compared to the widening alternative.
The factors selected as most important by committee members, in order, were community impact,
safety, efficiency of traffic movement, and cost. The majority of the members stated that none of
the alternatives were acceptable either because they preferred the widening alternative or because
they favored an alternative that completely bypassed Blowing Rock or crossed the Blue Ridge
US 321 Improvements (R-2237Q 7-6 Final Environmental Impact Statement I
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Parkway. The NCDOT reaffirmed its decision not to pursue bypass alternatives that cross the
Blue Ridge Parkway. Specific comments by committee members included:
• Each of the alignments is fatally flawed. It was stated that refinements to the alignments
submitted by the Concerned Citizens of Blowing Rock had rendered them unacceptable
because of steeper grades and greater community impacts.
• The NCDOT has not made a good faith effort to comply with Section 4(f) of the Department
of Transportation Act of 1966 in its identification of bypass alternatives.
• None of the alignments meets the criteria for a safe highway. The study team assumed this
comment referred to the grades of the potential bypass alternatives.
• What are the Blue Ridge Parkway restrictions?
• The corridors do not bypass Blowing Rock enough. Some committee members wanted an
alignment that completely avoids the town limits of Blowing Rock.
• The information presented shows conclusively that a bypass is not a feasible alternative and
that widening the existing road is the only practical solution. This view was shared by a few
of the committee members who believed that engineering and environmental findings
demonstrated that a bypass would not be feasible in this area.
• Although the widening alternative is preferred, Alternative E (assessed in Chapter 4 as
Bypass Alternative IA) is the best of the alignments being examined. This view was
expressed by a committee member who, although he preferred the widening alternative, was
able to select the alignment he thought should be in the EIS for comparison to the widening
alternative.
August 1, 1996 Citizens Informational Workshop
The second Citizens Informational Workshop was held in order to present the potential bypass
alternatives and their possible traffic, social, natural resource, and visual impacts. At this
meeting, 239 persons registered their presence. Information was organized into five sets of
displays, each staffed by a study team member(s) with expertise in that particular topic. The
topics included:
• Criteria for identifying potential bypass alternatives;
• Engineering findings;
• Community and cultural resource findings;
• Natural resource findings; and
• Next steps.
Opposition to the potential bypass alternatives proposed by the study team was universal. Those
who identified themselves as living in Caldwell County and in the rural areas in Watauga County
generally supported the widening alternative. Most others indicated that crossing the Blue Ridge
Parkway and building a bypass that is completely out of Blowing Rock was the only reasonable
option.
At the urging of the Blowing Rock Town Council, the Concerned Citizens of Blowing Rock, and
citizen comment, the study team decided after the July 31, 1996 Citizens Advisory Committee
US 321 Improvements (R-2237Q 7-7 Final Environmental Impact Statement
meeting and the second Citizens Informational Workshop on August 1, 1996 to examine several
new alternatives proposed by the Concerned Citizens of Blowing Rock, including a tunnel under
the Blue Ridge Parkway. The Concerned Citizens of Blowing Rock provided maps showing its
preferred bypass locations and design parameters. The study team met with representatives of
this group prior to completing its designs to affirm that the designs met the group's expectations.
The only expectation not met was tunnel length. The Citizens' Advisory Committee was given
the opportunity to respond to a questionnaire that asked for comments on which bypass
alternatives should be carried forward for detailed evaluation in the DEIS. Questionnaire results
are discussed below in Section 7.3.3.
June 24, Citizens Advisory Committee Meeting
At this meeting, the fifth such meeting, the NCDOT presented four bypass alternatives that would
be evaluated in detail and compared to the Widening Alternative in the DEIS. The NC Board of
Transportation member for Division 11 was present and offered comments. A representative of
the Federal Highway Administration (FHWA) regional office in Atlanta also attended to discuss
Section 4(f) requirements. Committee members continued to express concern over community
impact, particularly with the non-tunnel bypass alternatives. Questions and comments included:
• What was the anticipated schedule for completion of the DEIS;
• Cost should not be a factor in building a good highway;
• There is considerable concern that, if existing US 321 is widened, traffic will be diverted
through downtown, which would be detrimental to businesses and the downtown character;
• Residents of Green Hill and along Green Hill Road do not support a bypass near or through
that area;
• The reliability of the cost estimates; and
• Why were alternatives selected that closely paralleled the Blue Ridge Parkway (later dropped
in early 1999) when, according to the questionnaire responses, only one person supported the
concept.
The Blowing Town Council passed a resolution on October 20, 1997 saying that all five
alternatives were "unacceptable in addressing the Town's transportation needs." They suggested
no additional alternatives.
7.3.2 December 17, 1996 Interagency/Steering Committee Meeting
A second interagency/steering committee meeting was held on December 17, 1996. Agencies
and organizations represented included:
• Town of Blowing Rock
• Watauga County
• Region D Council of Governments
• Concerned Citizens of Blowing Rock
• Blowing Rock Historical Society
• NC Alliance for Transportation Reform
• Appalachian State University
US 321 Improvements (R-2237Q 7-8 Final Environmental Impact Statement
'
• US Fish and Wildlife Service
• Federal Highway Administration
' • Blue Ridge Parkway
• NC Department of Cultural Resources (State Historic Preservation Officer)
• NC Division of Water Quality
• NC Wildlife Resources Commission
The primary purpose of this meeting was to present the additional citizen alternatives developed
during the Citizens Advisory Committee meetings and a preliminary evaluation for all of the
' alternatives. After the meeting, a questionnaire was prepared to aid regulatory agency and local
government representatives in identifying the bypass alternatives they thought should be
evaluated in detail in the DEIS.
7.3.3 Alternatives Assessment Questionnaire
At the second interagency meeting, the original alternatives and the additional alternatives
proposed by the Concerned Citizens of Blowing Rock were presented along with an assessment
of each. A request was made that the assessment be restructured and mailed to members of the
Interagency/Steering Committee Meeting. In response, a questionnaire was developed that
presented the advantages and disadvantages of the alternatives and asked for preferences. Copies
were sent to members of the Citizens Advisory Committee and representatives of various cultural
and natural resource agencies. In the questionnaire, the potential bypass alternatives were divided
into two geographic areas: south end alternatives and north end alternatives (see Section 2.2.2 of
Chapter 2 under "Assessment of Potential Bypass Alternatives"). In each geographic area,
advantages and disadvantages were described for each alternative. For each question,
respondents were asked to answer "yes" or "no", and give their reasons
Of the questionnaires distributed, 18 responses were received, ten from the Citizens' Advisory
Committee and eight from regulatory agencies. In general, the members of the Citizens'
Advisory Committee were opposed to the longer bypass alternatives extending south of
Blackberry Road and to a northern terminus at Possum Hollow Road. Three of the Citizens'
Advisory Committee respondents were not in favor of a bypass at all. Of those who responded,
the most support was for an alternative that started just north of Blackberry Road and passed
' under the Blue Ridge Parkway in a tunnel. There was no agency support for such an alternative
that started south of the Blackberry Road or ended in a tunnel (although one respondent suggested
that a tunnel be studied since it was the preferred alternative of the Concerned Citizens of
Blowing Rock and the Blowing Rock Town Council.) Two of the agency respondents did not
favor a bypass at all. Of those who selected alternatives to be studied further, most preferred
those that followed a corridor that started just south of the Blowing Rock town limits and passed
through the eastern part of Blowing Rock.
Responses to the questionnaires were used to help the study team select, in the fall of 1997, four
Bypass Alternatives for comparison with the Widening Alternative in the DEIS. They were
designated as Bypass Alternatives 1, 2, 3, and 4 and are described in Section 2.2.2 of Chapter 2
under "Alternatives Selected in 1997 for Detailed Evaluation in the DEIS."
7.3.4 March 8, 1999 Video Presentation
A video presentation was prepared and presented on March 8, 1999 to various local officials and
the Citizens Advisory Committee members. Members of the public also attended.
US 321 Improvements (R-2237Q 7-9 Final Environmental Impact Statement
The video described the setting and history of the US 321 project and focused on the following
topics:
• The results of NCDOT's 1998 origin and destination and geotechnical studies and
• The NCDOT's concerns about the four Bypass Alternatives selected in 1997, particularly
taking into account the findings of the geotechnical studies;
The NCDOT suggested that all of the Bypass Alternatives be dropped from further consideration
in favor of a widening alternative that included landscaping, underground utilities and other
amenities. The NCDOT asked for comments on the presentation to be received by May 10, 1999.
Nearly 200 comments were received. About half of the respondents favored the Widening
Alternative as presented with landscaping and other amenities, while the other half favored
Bypass Alternative 4.
After this meeting the NCDOT decided to evaluate the Widening Alternative, Bypass
Alternative 1, and Bypass Alternative 4 in detail in the DEIS.
7.4 DEIS Preparation
During preparation of the DEIS, three NEPA/Section 404 team meetings were held. Additional
meetings were held with cultural resource agencies and meetings with representatives of citizens
groups.
7.4.1 NEPA/Section 404 Merger Team Meetings
NEPA/Section 404 merger meetings are held under an agreement between the NCDOT, the
FHWA, and the USACE. These meetings are a formal means to involve early in the project
development process the state and federal regulatory and environmental resource agencies that
have an interest in the issuance of USACE dredge and fill permits for wetland and stream impacts
under the terms of Section 404 of the Clean Water Act. Besides the NCDOT, FHWA (through
concurrence point 2 only), and USACE, the state and federal agencies that comprised the Merger
Team for this project are: the State Historic Preservation Officer (SHPO), the NC Division of
Water Quality (DWQ), NC Wildlife Resource Commission (WRC), the US Environmental
Protection Agency (EPA), the US Fish and Wildlife Service (USFWS), and the National Park
Service (NPS).
The USACE must also meet the requirements of the National Environmental Policy Act (NEPA)
in order to issue a dredge and fill permit. These meetings provide an opportunity for the
participants to concur formally with key decisions in the EIS preparation process so that they do
not need to be revisited during any application for a USACE permit. There are four primary
concurrence points. Concurrence Points 1 and 2 occurred prior to the release of the DEIS, while
Concurrence Points 2a, 3, and 4 occurred after the DEIS public and agency review process. At
the date of the publication of this document, concurrence has been reached through Point 4a. The
concurrence points are:
6. Concurrence on purpose and need;
7. Concurrence on the alternatives to be evaluated in the DEIS;
US 321 Improvements (R-2237C) 7-10 Final Environmental Impact Statement
2a. Concurrence on the location of bridges (as opposed to culverts) and their lengths;
8. Concurrence on the Least Environmentally Damaging Practicable Alternative (LEDPA); and
9. Concurrence that water resource impacts are avoided to the extent practicable and all
planning possible has taken place to minimize impacts to water resources (includes sub-
' points 4a, 4b, and 4c).
' The sections that follow describe three meetings that led to concurrence at the first two points.
This Merger Team process was established by a Memorandum of Agreement in 1999 after the
Widening Alternative, Bypass Alternative 1, and Bypass Alternative 4 were selected by the
NCDOT earlier in the year. Therefore, Merger Team concurrence occurred later than the
NCDOT's March 1999 decision to evaluate three alternatives in the DEIS. Concurrence Point 2a,
3 and 4a are addressed in Sections 7.10.1 and 7.10.2.
i
November 4,1999 Meeting
The first NEPA/404 Merger Team meeting was held on November 4, 1999. Representatives from
the following groups and agencies were in attendance:
• Blue Ridge Parkway;
• Federal Highway Administration;
• North Carolina Department of Transportation;
• North Carolina Division of Water Quality;
• North Carolina State Historic Preservation Officer;
• US Army Corps of Engineers; and
' • US Environmental Protection Agency.
The objective of this meeting was to reach agreement on both the purpose and need statement and
the alternatives to be evaluated in detail in the DEIS.
' Participants agreed that transportation improvements are necessary along this section of US 321.
Prior to reaching concurrence on the alternatives, the representative of the Division of Water
Quality requested that a functional assessment of streams and wetlands for each of five
alternatives (widening and all four 1997 bypass alternatives: 1, 2, 3, and 4) be provided. A
' decision on concurrence was postponed until the water resource information could be sent to the
Merger Team members; the information was sent in February 2000.
' December 14, 2000 Meeting
On December 14, 2000 a second merger meeting was held. Representatives from the following
groups and agencies were in attendance:
• Blue Ridge Parkway;
• Federal Highway Administration;
• North Carolina Department of Transportation;
• North Carolina Division of Water Quality;
• North Carolina State Historic Preservation Officer;
• US Army Corps of Engineers;
• US Environmental Protection Agency (via telephone);
• US Fish and Wildlife Service; and
• North Carolina Wildlife Resources.
US 321 Improvements (R-2237C) 7-11 Final Environmental Impact Statement
Again, the purpose of the meeting was to obtain agreement on purpose and need and alternatives
to be evaluated in the DEIS. During the meeting, the study team again reviewed the project's
Statement of Purpose and Need (Chapter 1 of the DEIS) with the team. The Merger Team
participants signed an agreement concurring with the Statement of Purpose and Need (See
Appendix F).
The study team also reviewed the characteristics of the three alternatives selected for evaluation
in 1999, as well as the two selected in 1997 and dropped from further consideration in 1999.
Several members of the Merger Team expressed the concern that their concurrence with the
bypass alternatives would be an indication that they believed the alternatives were reasonable and
feasible. Concurrence on the alternatives was not achieved.
January 18, 2001 Meeting
A third NEPA/404 Merger Team meeting was held on January 18, 2001. The same groups and
agencies at the December Merger Team meeting were present with the exception of the Blue
Ridge Parkway and North Carolina Wildlife Resources Commission. The purpose of the meeting
was to reach consensus on alternatives to be evaluated in the DEIS. The majority of the Merger
Team members indicated that they would not concur with Bypass Alternative 4. The NCDOT
emphasized that this corridor was preferred by many citizens and that it was critical that it be
evaluated in full in the DEIS. Consequently, the Merger Team signed a concurrence form that
listed only the Widening Alternative and Bypass Alternative 1 as alternatives to be included in
the DEIS. The language for the signed concurrence agreement indicated concurrence only on the
Widening Alternative and Bypass Alternative 1. It was understood by the Merger Team,
however, that the NCDOT would evaluate Bypass Alternative 4 in full in the DEIS. The NCDOT
secured the signatures of Merger Team members not in attendance.
7.4.2 Cultural Resource Agency Meetings
In addition to participating in the interagency scoping and the NEPA/404 Merger Team meetings,
representatives of the SHPO and the National Park Service (Blue Ridge Parkway) participated in
additional meetings specific to cultural resource issues.
On February 27, 2000, a meeting was conducted with the representatives of the SHPO.
Comments from SHPO representatives included:
• The SHPO is opposed to the widening of US 321 through the Green Park Historic District in
Blowing Rock.
• Widening US 321 would increase noise and create a visual impact on the historic district.
The construction process would impact the Green Park Inn through noise and disruption.
• There is a need for improvements to the current roadway and traffic situation. Building
Bypass Alternative 4 would provide a four-lane bypass that would not negatively impact the
Green Park Historic District.
On February 28, 2000, a meeting was held with representatives of the National Park Service
(Blue Ridge Parkway). The following items were discussed during the meeting:
• The Blue Ridge Parkway is eligible for inclusion on the National Register of Historic Places.
The Blue Ridge Parkway is a cultural resource.
US 321 Improvements (R-2237Q 7-12 Final Environmental Impact Statement I
• The National Park Service has performed an in-depth scenic resource analysis for the Blue
Ridge Parkway, including viewshed assessments.
• Viewshed impacts must be evaluated beyond the right-of-way.
• The view from the Thunderhill overlook is of primary importance to the National Park
' Service. The DEIS needs to perform a viewshed analysis for each design alternative in a
comparative fashion.
' • Although the Linn Cove Viaduct (along the Blue Ridge Parkway near Grandfather Mountain)
is very sensitive to the natural environment and considered a fine design, a Bypass
Alternative 4 using a roadway structure would have to be evaluated on its particular merits
ed Alternative 4 alignment landscape
and fit into the ru
.
gg
A field reconnaissance was conducted on August 22 and 23, 2000 with representatives of the
FHWA, the SHPO, the NCDOT, the National Park Service (Blue Ridge Parkway), and the
Advisory Council on Historic Preservation. The purpose of the field reconnaissance was to view
and to discuss draft preliminary design plans and impact issues. The National Park Service also
presented participants with its position paper, Applicability of Section 4(l) - Constructive Use for
the US 321 Bypass Project (August 2000) and discussed it with participants.
7.4.3 Citizens Advisory Committee
In October 2000, members of the study team conducted informational meetings with
' representatives of most of the groups that are represented on the Citizens Advisory Committee.
The meetings provided a project update and an opportunity for participants to ask questions
regarding the project and its status. A representative of the Advisory Council on Historic
Preservation attended some of the meetings.
7.5 General DEIS Outreach Programs
In addition to the activities already described, the NCDOT had several other programs to keep the
public informed about the project and its status. These included newsletters, a toll-free project
hotline, a web site, and small group meetings. The NCDOT maintained a mailing list of people
who own property along the corridor and of other stakeholders interested in the US 321 project.
7.5.1 Newsletters
Between the summer of 1995 and the Summer of 2002, the NCDOT issued eight newsletters.
The mailing list used to distribute the newsletters contains approximately 650 individuals and
includes all property owners within 500 feet of the centerline of each of the proposed alternatives.
These periodic newsletters have been available on the US 321 website (see Section 7.5.4) and
provided an historical perspective on the development of the DEIS. Each of the issues provided
j contact information for people who had questions or comments on the proposed project or
associated studies. In addition to being mailed to individuals and organizations on the project
mailing list, the newsletters were also distributed at the Citizen Informational Workshops.
' Summer 1995
The first newsletter was issued in August 1995. It provided information about the initiation of the
EIS study and how it related to the EA released in 1993. The newsletter announced the August
' US 321 Improvements (R-2237Q 7-13 Final Environmental Impact Statement
1995 Citizens Informational Workshop and provided information on members of the Citizens
Advisory Committee. It described what would take place during the alternatives analysis, part of
the EIS study, and the social, economic, and environmental issues that would be examined during
the later assessment of impacts. The newsletter also outlined the public involvement program.
Summer 1996
The second newsletter was issued prior to the Citizens Informational Workshop in August 1996.
It presented the key findings of the bypass alternatives study, which was an evaluation of 10
potential bypass alternatives. The newsletter explained the criteria used in the selection of
alternatives, traffic and engineering findings, and the potential for community, cultural resource,
visual, and natural resource impacts. It also gave an update on the activities of the Citizens
Advisory Committee. In addition to being mailed to individuals and organizations on the project
mailing list, it was also distributed at the second workshop.
Fall 1997
The third newsletter identified the four Bypass Alternatives that were initially selected for
detailed evaluation and comparison to the Widening Alternative in the DEIS. This issue also
provided maps of the alternatives selected for evaluation.
Fall 1999
The Fall 1999 newsletter described the refinement of alternatives selection and detailed the three
remaining alternatives to be evaluated in the DEIS. Maps of the alternatives and photo
simulations of the Widening Alternative were included in the newsletter.
Fall 2000
The fifth newsletter provided an update on the status of the DEIS preparation and answered
frequently asked questions. This issue also provided information on the US 321 study team
members and their recent activities.
Spring 2001
This newsletter also provided an update on the DEIS activities, including fieldwork that had taken
place since the last newsletter. It provided information on the change of status of what was an
historic property affected by Bypass Alternatives 4A and 4B. In compliance with Section 106 of
the National Historic Preservation Act of 1966, it also invited parties with an interest in the
historic resources in the project area to consult on effects to historic properties. A description of
the alternatives and detailed maps were also included in the newsletter.
Summer 2001
This newsletter provided more information on the roles and responsibilities of a Section 106
"consulting party" for historic resource effect assessment and mitigation. The newsletter renewed
the invitation for people and groups to ask to be a consulting party.
Summer 2002
This newsletter was released with the DEIS. It announced the availability of the DEIS for review,
Pre-Hearing Workshops and Public Hearing dates and times, a comparison of alternatives, and
the due date for all comments.
US 321 Improvements (R-2237Q 7-14 Final Environmental Impact Statement I
7.5.2 Small Group Meetings
Each of the newsletters invited community groups and other stakeholders to arrange a small
group meeting with the study team if they wanted to get additional information or provide
comments on the project. Small group meetings were conducted with a variety of stakeholders,
including the members of the following groups: Blowing Rock Country Club Board of Directors;
' Blowing Rock Historical Society; Concerned Citizens of Blowing Rock; Town of Blowing Rock;
Green Hill Neighborhood Association; Blowing Rock Merchants Association; Blackberry Valley
Citizens Group; and Appalachian State University. Small group meetings specific to historical
' resources were conducted in 2000.
The landscape architect and historic resource specialist from the US 321 study team visited
Blowing Rock in early 2000 and met with several small groups of citizens and stakeholders. The
meetings assisted in the development of context sensitive design treatments for the widening and
revegetation plans for engineering designs in the Bypass Alternatives 1 and 4 corridors.
Economists doing field studies also interacted with small groups when they surveyed local
merchants along existing US 321, Realtors, and merchants along Main Street to assist in
evaluating economic impacts.
'
7.5.3 Toll Free Project Information Line
A toll free information line was established for the US 321 Project. Calls received included
requests to be placed on the mailing list, questions about the status of the project, and requests for
information on how the alternatives might affect specific properties.
1 7.5.4 Website
The US 321 project website (http://www.ncdot.org/projects/BlowingRock32Inc ntained
links to the following information:
• Copies of the project newsletters;
• US 321 project-related announcements;
1 • The March 1999 presentation;
• The 1997 Bypass Alternatives Report;
• The 1999 Purpose and Need Statement;
• Photo simulations of the project corridor;
• US 321 project schedule and history;
• Questions related to the project and their answers;
• The DEIS;
• Final Memorandum of Understanding with the Town of Blowing Rock on impact mitigation;
• Section 106 Memorandum of Agreement with the SHPO and the USACE on historic resource
effect mitigation; and
• E-mail and information line contact information.
7.6 Pre-Hearing Workshops
' Three pre-hearing open house workshops were held during the week prior to the Public Hearing
to provide citizens an opportunity to learn more about the study; ask questions on an informal
i
US 321 Improvements (R-2237Q 7-15 Final Environmental Impact Statement
basis; and provide comment. The workshops were conducted between the hours of 4:00 PM and
8:00 PM. Workshop locations were:
• August 19, 2002, at Chetola Resort and Conference Center on North Main Street in Blowing
Rock;
• August 20, 2002, at Laurel Fork Baptist Church at 229 Jake Storie Road in the Aho
Community north of the Blue Ridge Parkway; and
• August 22, 2002, at St. Marks Lutheran Church at 558 Blowing Rock Boulevard in the
Blackberry Community south of Blowing Rock.
The NCDOT provided:
• Hearing maps;
• Photosimulations;
• Hard copies of the DEIS for review; and
• Graphics that described the environmental process through final design.
Compact discs (CD-ROM) containing the DEIS were distributed to the public. General questions
and comments asked during the workshops included:
• When will construction begin;
• What will be the construction related impacts of any alternative chosen;
• When will right-of-way acquisition begin;
• What will be the impacts to the Green Park Inn Historic District; and
• The Widening Alternative will destroy the small town character of Blowing Rock;
7.7 Public Hearing
A formal Corridor Public Hearing was held on August 26, 2002 at the Blowing Rock Assembly
Grounds from 7:00 PM to approximately 11:30 PM. The meeting opened with a presentation of
the project given by Mr. Carl Goode of the NCDOT, then the floor was opened for comments.
People had the opportunity to register to speak by signing up at the pre-hearing workshops, by
calling or emailing Mr. Goode ahead of the Public Hearing; or by signing up on the night of the
Public Hearing. After all registered speakers were heard, the floor was opened for additional
comments. There were 53 speakers at the Public Hearing. Two hundred thirty-five written
comment sheets or letters were received pertaining to the project at the hearing and over the
course of the DEIS comment period, which extended from July 12, 2002 to September 26, 2002.
The next section summaries those comments and presents responses.
7.8 Public Comments and Responses
This section presents the comments on the DEIS from the public, interest groups, and businesses.
These comments come from oral testimony, comment forms, and letters. The comments
primarily included expressions of support or opposition to specific alternatives, expressions of
opinion on the pros or cons of a particular alternative or alternatives, thoughts on the ability of
alternatives to meet adequately future traffic need, and suggestions for additional alternatives.
US 321 Improvements (R-2237Q 7-16 Final Environmental Impact Statement I
The Widening Alternative received the most comments with 128 comments indicating support for
the Widening Alternative either as the only solution, or as one possible solution from the
alternatives assessed in the DEIS. There were 101 comments that expressed opposition to this
alternative (either directly, or in conjunction with opposition to other alternatives). In addition,
23 comments expressed support for the No-Build Alternative either as the only solution, or as one
possible solution. There were no comments that stated opposition to the No-Build Alternative.
Regarding the bypass alternatives, there were 104 comments expressing opposition to Bypass
Alternatives IA and 1B (either solely or in conjunction with opposition to another alternative).
Forty comments supported these alternatives as a possible solution (no comments supported these
alternatives as the only solution). There were also 102 comments expressing opposition to
Bypass Alternatives 4A and 4B (either solely or in conjunction with opposition to another
alternative). Bypass Alternatives 4A and 4B each had 51 comments in support of these
alternatives as the only solution, or as one possible solution from the list of alternatives contained
in the DEIS. Finally, 90 comments expressed opposition to a11;Bypass alternatives.
7.8.1 Comments Against Widening Alternative
' One hundred one comments were received that expressed opposition to the Widening Alternative.
Included in this total were 26 comments that solely expressed opposition to the Widening
Alternative, and 75 comments that expressed opposition to the Widening Alternative along with
opposition to and/or support of other alternatives (i.e., bypass, No-Build or TSM). Specific
comments related to opposition to the Widening Alternative and responses are presented in the
paragraphs that follow.
I Community Impacts
Comment: Ninety-four comments addressed the community impacts of a Widening Alternative.
' Community impacts discussed in the comments included:
• The loss of the "feel" of Blowing Rock;
' • The loss of property to road right-of-way;
• The division of the Blowing Rock community as a result of a larger road;
• Negative economic impacts to businesses along US 321 and the area as whole, both as a
result of the widening and during the lengthy construction process; and
• The potential for the widening to cause further growth which could lead to even further
widening in the future.
Several comments were also concerned that a wider US 321 through Blowing Rock would be an
"ugly eyesore." Many people felt that a wider road would also eliminate the "sense of peace" in
the "haven of tranquility" that is the town of Blowing Rock.
Response. Impacts the project is anticipated to have on the Blowing Rock community are
addressed in this document in Section 4.1 of Chapter 4. The NCDOT conducted
extensive mitigation discussions with the Town of Blowing Rock and residents of the
Green Park Historic District to develop a plan to address community impact issues. The
results of the discussion are contained in the project Memorandum of Understanding
' (MOA) and Memorandum of Agreement (MOA) included in Appendix G.
US 321 Improvements (R-2237Q 7-17 Final Environmental Impact Statement
Comment: A commenter observed that page 2-48 of the DEIS notes a condominium
development not included in the impacts discussion in Chapter 4.
Response: The condominium development was never constructed. This reference was
removed from FEIS.
Comment: One commenter observed that an update of the Blowing Rock Comprehensive Plan
was to be completed in late 2002 or 2003.
Response: The revised plan is described in Section 3.1.5 of Chapter 3 of the FEIS
Comment: The DEIS does not provide any information as to what day of the week and over
which hours of the day the Origin and Destination study was conducted. We submit that a one-
day study does not provide a sufficient benchmark to determine where most of the traffic is
originating and heading. Furthermore, the destinations of drivers during the tourist season may
substantially differ from those of drivers during the non-tourist season. Accordingly an Origin
and Destination study should be done that considers seasonal fluctuations.
Response: The Origin and Destination study was done on Tuesday, September 22, 1998.
Vehicles were stopped and surveyed from 6:00 a.m. until 6:00 p.m. that day. In the
mountains region of North Carolina, the NCDOT typically assumes April or September
to be representative of an average month, a time of year when school is in session and
when the influence of seasonal factors is not great. The purpose of the Origin and
Destination study was to collect information that could provide general guidance as to
the mix of traffic in Blowing Rock. Information gathered from the study on through and
local traffic was used to adjust the Travel Demand Model.
Comment: A commenter observed that there is a substantial disparity between the level of
traffic in the tourist season and in the off-season.
Response: Traffic volumes can vary substantially between tourist season and off-season.
NCDOT accounts for this variance when calculating the Average Annual Daily Traffic
(AADT) volumes it publishes each year. Traffic counts are taken electronically for short
periods of time at many locations in the state. In addition, traffic count information is
collected from permanent traffic count stations that record continuously throughout the
year. Together, this information is used to determine the AADT and account for seasonal
differences.
Traffic Forecasts and Level of Service
Comment: A commenter said the traffic data and estimates in the DEIS are both misleading
because of the paucity of data provided in the DEIS and the outdated nature of that data.
Response: The information provided in the DEIS and the FEIS accurately reflects the
findings of the NCDOT's traffic studies that were developed and used in the decision-
making process. Trafc forecasts are based on both the starting point of an existing
traffic count and long-term forecast population and economic development growth.
Population forecasts for Watauga County indicate that the area will continue to grow.
There is no expectation of a decline in growth that would eliminate the need for
improving the existing road. In some locations in the project area, US 321 is already
inadequate to carry peak travel demands.
US 321 Improvements (R-2237Q 7-18 Final Environmental Impact Statement I
Comment: A commenter said that level of service being a qualitative rather than quantitative
factor depends on the observer. In the commenter's observations, based on daily use of US 321,
the level of service on US 321 differs from that presented it the DEIS.
Response: Level of service is a quantitative measure in that it reflects the ratio of peak
period traffic volumes to the capacity of the road and/or delay, both of which are
' quantities. Levels of service are determined based on the mathematical model contained
in the 2000 Highway Capacity Manual. The alternatives were assessed from the
perspective of expected 2025 traffic conditions, which will differ from those that can be
observed today since traffic volumes are forecast to be higher.
Comment: A commenter said the NCDOT appears to have been changing the traffic volume
data according to what NCDOT is trying to show at any given point in time.
Response: Traffic data in NCDOT environmental documents is based on objective
analyses. As a project progresses, it is updated as needed for sound decision-making.
Road Safety Loss
Comment: Potential road safety loss resulting from the Widening Alternative was mentioned in
27 comments. These comments often expressed the concern that a wider road would mean
increased traffic speeds and therefore a greater potential for crashes. Many comments stated that
the current US 321 has a comparably low crash rate to other roads of similar natures, and that
widening would only mean an increase in crashes and their severity. In addition, one comment
raises the concern that widening would result in an increase in insurance rates for residents in
Blowing Rock because of the potential increase in danger on US 321.
Response: As discussed in Section 1.5.7 in Chapter 1, crash rates on US 321 in the
project area are higher than average crash rates on similar roads in North Carolina.
The Widening (Preferred) Alternative will be designed in accordance with NCDOT
design standards for four lane rural roads south of town and four lane urban roads
within the Town of Blowing Rock. NCDOT standards are based on standards used
nationwide for designing safe roads of all types. Flatter curves, better sight distances,
turn lanes, and the opportunity to pass slow-moving trucks are all aspects of the
Preferred Alternative that can improve the safety of US 321. Current posted speed limits
will not be changed. Enforcement of speed limits is a local responsibility.
Comment: A commenter said that the crash rate for the Widening Alterative is greater that for
the existing highway and much greater than for a true-bypass. Crashes will increase because
access is not controlled.
Response: Statewide average crash rates are lower on roads that do not have frequent
driveways and cross streets, such as the Bypass Alternatives. The Widening Alternative
design, however, would include geometric improvements that would address many of the
geometric conditions on US 321 that contribute to its current high crash rate.
Comment: A commenter asked what roads were used in calculating statewide accident rates for
similar roads. Interest also was expressed in regional crash rates.
'
Response: Statewide average rates prepared by the NCDOT took into account all rural
(2,664 system miles) and all urban (494 system miles) two-lane undivided US routes in
North Carolina. This is standard NCDOT practice because statewide rates are
US 321 Improvements (R-2237Q 7-19 Final Environmental Impact Statement
statistically more relevant than regional rates since they represent a larger sample (more
miles). The NCDOT has recently started calculating Division rates. These rates are not
generally used by the NCDOT to evaluate crash rates on roads and therefore are not
reported in Chapter 1 of this FEIS. However, rates for Division 11, the northwest part of
the state that includes Blowing Rock, are provided herein response to the comment. The
table that follows presents crash rates for two-lane undivided US routes in NCDOT's
Division]]. US 321 rates also are worse than Division 11 rates.
to US 32 lute DivAon It ' Statewide D2 e3
Rural Section South - SR 1500 (Blackberry Road) to Blowing Rock Town Limits
TOTAL 310.63 187.97 170.47 231.07
Fata14 7.06 2.49 2.12 12.01
Non-Fatal Injury 91.78 79.91 74.31 115.62
Night 105.90 47.08 50.49 85.08
Wet 42.36 30.97 30.42 58.06
Urban Section - Town Limits (south) to Town Limits ( north of Possum Hollow Road)
TOTAL 407.70 244.46 321.84 382.23
Fataf 0.00 0.43 0.98 6.16
Noon-Fatal
Injury 105.84 78.07 117.08 154.28
Night 98.00 35.72 62.62 90.35
Wet 109.76 44.91 53.87 79.74
Note: Rates based upon 100 million vehicle-mile exposure.
1 Dvision 11 average rates prepared by the NCDOT for all rural and urban two-lane undivided
US routes in Division 11 for 2000-2002.
2 Statewide average rates prepared by the NCDOT for all ruraland urban two-lane undivided US
routes for 2000-2002.
3 Based on the statewide crash rate (95 percent level of confidence).
4 Fatal crash rates are not statistically significant because of the small frequency of these types of
crashes.
Through Traffic will not be Provided a Bypass
Comment: Fifty-nine comments indicated that through traffic on US 321 would still have to
pass through Blowing Rock with the Widening Alternative. These comments frequently
mentioned that 85 percent or more of the traffic using US 321 in Blowing Rock is through traffic.
Response: Through traffic is defined as traffic that neither originates nor is destined for
a location within the Town of Blowing Rock. A four lane US 321 will have the capacity
to carry both through and local traffic. The percent of through traffic varies along
US 321 depending on how much local traffic is using the road at any given location. For
example, the September 1998 origin and destination study conducted by the NCDOT
found that the percent through traffic is approximately 78 percent near Blackberry Road,
south of the Town of Blowing Rock. Between Sunset Drive and the Food Lion in Blowing
Rock, the traffic is approximately 48 percent through traffic. In addition, 88 percent of
the through traffic has origins or destinations in the region (Caldwell and Watauga
US 321 Improvements (R-2237Q 7-20 Final Environmental Impact Statement I
P
ni
counties and the adjoining counties). Seventy-three percent of the through trips are
people traveling between home and work.
Other Potential Traffic Impacts
Comment: Other potential traffic impacts of widening US 321 were discussed in 40 comments.
Traffic impacts mentioned included increased traffic and congestion, increased noise levels
because of more traffic at higher speeds, and increased pollution levels. Several comments
discussed the fear that increased pollution levels may cause undue health problems for the
residents of Blowing Rock, particularly children and the elderly.
Response: The Widening (Preferred) Alternative is not being proposed as a new route
for through traffic. It is being proposed to serve the traff c flow and safety needs of a
forecast increasing population, through trips, and tourist traffic in Blowing Rock and the
surrounding region. Widening the highway would provide one additional through lane in
each direction, thereby reducing congestion through the Town of Blowing Rock. Turn
lanes also will be added at key intersections. This will sufficiently serve expected travel
demand volumes through 2025. The Preferred Alternative would cause noise impacts at
28 noise sensitive receptors, which is an increase of nine over the No-Build Alternative.
However, the noise impacts caused by Bypass Alternatives4A14B would be similar to the
Preferred Alternative (25 impacts by Alternative 4A and 24 impacts by Alternative 4B),
while the noise impacts caused by Bypass Alternatives lA11B would be much greater (69
impacts by Alternative IA and 61 impacts by Alternative IB). Finally, Watauga and
Caldwell Counties are currently in compliance with the National Ambient Air Quality
Standards (NAAQS) for all criteria pollutants, and the Preferred Alternative is not
predicted to cause or exacerbate a violation of the NAAQS.
Historic Resources Impacts
Comment: Historic resource impacts of widening US 321 were discussed in 14 comments.
Most concerns about the historic resource impact of the Widening Alternative focused on the
effect on the Green Park Inn and its property. The potential for property loss on several other
sites not classified as historic was also mentioned.
Response: The Widening (Preferred) Alternative will have an adverse effect on the
Green Park Historic District and the Green Park Inn. Both are listed on the National
Register of Historic Places. The NCDOT, the State Historic Preservation Officer
(SHPO), and the USA CE, developed a Section 106 Memorandum of Agreement for
mitigating these effects. Development of the agreement also considered input from other
Consulting Parties, including the Town of Blowing Rock. The MOA is included in
Appendix G, and it provides the names of all Section 106 MOA Consulting Parties invited
to concur and who concurred with the NCDOT's, SHPO's, and USA CE's agreement.
Construction Impacts
Comment: Nineteen comments were concerned with potential construction impacts of the
Widening Alternative. These comments discussed the fear that construction on US 321 could
negatively affect the town's economy, in particular its tourism industry. Many of these comments
also discussed the concern that construction may detract from the town's appearance, as well as
exaggerate congestion and discourage potential customers from coming to the downtown
shopping area. In addition, there was the concern that construction may take longer than planned,
resulting in extended periods of slow business for the town's shopkeepers who often struggle
financially even in a busy tourist season.
US 321 Improvements (R-2237C) 7-21 Final Environmental Impact Statement
Response: The DEIS (Sections 2.4.1 and 4.17) and the FEIS (Sections 2.4.1 and 4.16)
discuss approaches to construction and reducing construction impacts. Specific
commitments related to mitigation during the construction of the Widening (Preferred)
Alternative are presented in the Memorandum of Agreement with the SHPO and the
USA CE and the Memorandum of Understanding with the Town of Blowing Rock included
in Appendix G.
Other Alternatives
Comment: Five comments expressed support for prohibiting trucks on US 321 through Blowing
Rock in conjunction with opposition to the Widening Alternative. These comments were in
support of either the No-Build Alternative or providing a bypass outside of the local area (e.g.,
between Lenoir and US 421), and suggested that restricting trucks to US 421 would reduce the
need for widening US 321.
Response: Even with truckprohibitions on US 321 through Blowing Rock, much of
existing US 321 through Blowing Rock would still need to be widened before 2025 in
order to serve local traffic growth. In addition, it is not practical to make truck traffic
travel the substantially greater distances that would be required by prohibiting them from
using US 321 through Blowing Rock. For example, the distance from Hickory to Boone
via US 321 is 48 miles, whereas the distance from Hickory to Boone via US 321, NC 18,
and US 421 is 80 miles, an increase of 67 percent. The Widening (Preferred) Alternative
also would potentially help reduce crashes and increase safety for all motorists along
existing US 321 by providing gentler curves and wider lanes.
Comment: A commenter said the DEIS fails to discuss a less expensive option of constructing a
third lane between Blackberry Road and Green Hill Road to permit passing of slow moving
trucks bringing peak hour level of service on this segment to an acceptable level.
Response: The merits of two- and three-lane alternatives are discussed in the DEIS in
Section 2.3.6 of Chapter 2. They also are discussed in the same section of the FEIS.
Because of the interest in a three-lane alternative at the public hearing, the NCDOT
reevaluated a three-lane alternative through the Green Park Historic District, as well as
a three-lane alternative that continued north to Sunset Drive. The results are also
reported in Section 2.3.6. The conclusion is that a third lane would not achieve an
adequate level of traffic service.
Comment: More information is needed on the analysis of the redesignation of the US 321
alternative.
Response: Additional information on this analysis was included the 1993 Environmental
Assessment of US 321 Improvements between NC 268 and US 221 in Blowing Rock. This
additional information is included in Section 2.3.3 in Chapter 2 of the FEIS.
Design Characteristics and Assumptions
Comment: A commenter said that geotechnical studies were inadequate for the comparison of
alternatives.
Response: The geologic map prepared by the NCDOT was used to establish the
assumptions of slope steepness used in developing the designs assessed in the DEIS and
the FEIS. Experience on other road projects and road maintenance also is used for this
decision. Additional information could be gathered only by conducting a drilling and
US 321 Improvements (R-2237Q 7-22 Final Environmental Impact Statement '
core sampling program, which is not done until final design. The NCDOT has no
expectation that a drilling program would reveal that cut and fill slopes could be make
substantially steeper and thereby substantially change the characteristics or preliminary
costs of the various alternatives.
Comment: A commenter noted that design criteria exceptions exist with the Widening
Alternative and said that the DEIS fails to prove that the costs saved by design exceptions to
horizontal and vertical curve criteria are worth the risk to the driving public.
Response: Decisions on design exceptions in the Preferred Alternative were made based
on the experience and judgment of the design team. Design exceptions only mean that
drivers will need to lower their speed when passing through areas of sharp curves.
Adequate site distance before the start of sharp curves and warning signs are used to
alert motorists to changes in driving conditions.
Comment: A commenter observed that improvements at the US 321/Goforth Road intersection
will require a steep grade. I
Response: The US 321/Goforth Road intersection will be closed. See the Memorandum
of Understanding in Appendix G.
Comment: A commenter said that US 321 at the Norwood and'Country Club Drive intersections
will require a turn lane.
Response: Four lanes will provide adequate capacity for the forecast traffic volumes. A
turning lane and thus a wider road would be needed to provide a left turn lane at both
intersections, thereby increasing impacts to adjacent properties. The US 321 intersection
is the only way to reach Country Club Drive destinations. A left turn lane can be
provided at the one intersection without increasing impact and is now included in the
Preferred Alternative.
Relation to Highway Trust Fund Objectives
Comment: A commenter said the motivation for this project is Section 136-178 of the NC
Highway Trust Fund Act of 1989, which established the intrastate highway system to provide
"high-speed, safe travel service ...to support statewide growth and development objectives." The
proposed "widening alternative" fails in each of these tests.
Response: The comment refers to the purpose for the intrastate system established by the
Highway Trust Fund Act. The act does not mandate specific design characteristics on
any given segment of the intrastate system. The NCDOT plans, designs, and constructs
Trust Fund-related improvements within the constraints of the characteristics of the built
and natural environment, costs, and the specific travel needs of the area.
7.8.2 Comments in Support of Widening Alternative
One hundred twenty-eight comments were received that expressed support for the Widening
Alternative. Included in this total were 74 comments that expressed opposition to either a
specific bypass alternative or any bypass in general. Also included in this total were five
comments that expressed support first for the No-Build Alternative, but also expressed support
for the Widening Alternative if the No-Build Alternative was not feasible. Specific comments
related to support for the Widening Alternative and responses are presented in the paragraphs that
follow.
US 321 Improvements (R-2237Q 7-23 Final Environmental Impact Statement
Meets Project Purpose & Need
Comment: Twenty-six comments said the Widening Alternative would meet the project Purpose
and Need of alleviating traffic congestion and improving road safety. In addition, many
comments argued that even with a bypass, continued growth and development within Blowing
Rock, such as the proposed Performing Arts Center, would mean that continued improvements
(e.g., widening and turning lanes) would still be needed on existing US 321.
Response: The Widening (Preferred) Alternative will meet the projects Purpose and
Need (see Chapter 1). The Preferred Alternative would improve traffic operations along
the entire length of US 321 to level of service (LOS) D or better through 2025. The
project also would achieve the desired peak hour LOS C along the roadway at all
locations except between US 221 and Shoppes on the Parkway, where an acceptable
LOS D would occur. (See Table 2-13 and Table 2-14 in Chapter 2 of the FEIS.) The
Preferred Alternative also would help reduce crashes and increase safety along existing
US 321 through more gentle curves and wider lanes. In addition, even with the
construction of a bypass, much of existing US 321 through Blowing Rock would need to
be widened before 2025 in order to serve local traffic growth.
Improve Tourism
Comment: Nine comments discussed the potential for the Widening Alternative to improve the
tourism industry in Blowing Rock. These comments generally indicated that because a widened
US 321 would provide easier access to Blowing Rock for motorists, more tourists, visitors, and
other potential customers may actually be drawn into town rather than avoiding it.
Response: Economic impacts of the Widening (Preferred) Alternative are discussed in
Section 4.1.2 in Chapter 4 of the DEIS and the FEIS. The Preferred Alternative will meet
the project's Purpose and Need of improving traffic operations along the entire length of
US 321 to LOS D or better through 2025. The project would also achieve the desired
peak hour LOS C along the roadway at all locations except between US 221 and Shoppes
on the Parkway, where an acceptable LOSD would occur. (See Table 2-13 and Table
2-14 in Chapter 2 of the FEIS.) The improved traffic operations and reduced congestion
on US 321 will provide un-congested access to Blowing Rock, thereby benefiting tourists
and other visitors. In addition, the NCDOT worked with the Town to help maintain
Blowing Rocks village atmosphere and small town appeal through providing extensive
landscaping, pedestrian accommodations, and other appropriate features that may
support the Town's tourism industry (see Appendix G).
Beautify Blowing Rock
Comment: Twenty-four comments indicated that the Widening Alternative would beautify
Blowing Rock. Most of these comments indicated that the Widening Alternative as discussed in
the DEIS (e.g., landscape and median improvements) would be an improvement on the current
appearance of the road and provide a needed face-lift for the town. One comment addressed the
potential to make gateways at both ends of US 321 to welcome visitors into Blowing Rock.
However, there were also several comments that expressed preference for providing a two-way
center-turn-lane rather than a landscaped median on the widened section of US 321 through
Blowing Rock (so that motorists would have easier access to business driveways rather than
having to make u-turns in some locations in order to reach businesses on the opposite side of the
road).
Response: Impacts on visual and aesthetic quality by the Widening (Preferred)
Alternative are discussed in Section 4.3.2 of the DEIS and the FEIS. The village
US 321 Improvements (R-223 7Q 7-24 Final Environmental Impact Statement
u
atmosphere of Blowing Rock is recognized as important and has influenced planning and
design decisions presented in the DEIS and FEIS. During the preparation of the FEIS,
the NCDOT worked with the Town of Blowing Rock and stakeholders from the Green
Park Historic District to develop a plan to mitigate potential impacts on Blowing Rock's
appearance through design features, landscaping, and construction techniques as apart
of the Preferred Alternative. These efforts are illustrated by the MOU between NCDOT
and the Town of Blowing Rock and the MOA between the USACE, NCDOT, and the
SHPO (Appendix G). For example, in response to conversations with advocates of the
Green Park Historic District, the NCDOT agreed to remove a median in front of the
Green Park Inn proposed in the DEIS and reduce the lane width from 12 to 11 feet
through the Green Park Historic District. As project planning and design moves
forward, the NCDOT will continue to solicit the Town's continued input. The NCDOT
will provide a set of preliminary right of way plans to the Town of Blowing Rock for their
review and comment at the 25, 50, and 80 percent completion stage of the project's final
design. A two-way left turn lane is not proposed because, in addition to adding
landscaping, a median-divided facility that controls where left-turns can be made
decreases the potential for crashes.
7.8.3 Comments in Support of a Bypass
Although no comments were received that specifically supported Bypass Alternatives IA and 113,
40 comments were received that supported a bypass in general, including Bypass Alternatives IA
and 113. Fifty-one comments were received that supported Bypass Alternatives 4A either
specifically, or in conjunction with support for other bypass alternatives and opposition to the
Widening Alternative. Included in this total were 11 comments that specifically supported
Bypass Alternative 4A. In addition, 51 comments also were received that supported Bypass
Alternative 4B either specifically, or in conjunction with support for other bypass alternatives and
opposition to the Widening Alternative. Included in this total were 11 comments that specifically
supported Bypass Alternative 4B. Specific comments related to support for the Bypass
Alternative and responses are presented in the paragraphs that follow.
Bypass will Re-route Through Traffic
Comment: Thirty-two comments said a bypass would reroute through traffic that did not have
origins or destinations in Blowing Rock. These people felt that a bypass would meet the Purpose
and Need of the project by rerouting through traffic around Blowing Rock and thereby alleviating
congestion within Blowing Rock.
Response: The bypass alternatives would attract through traffic, but not enough to
eliminate the need to improve existing US 321. (See Table 2-13 and Table 2-14 in
Chapter 2 of the MS.) Furthermore, the bypass alternatives are substantially more
expensive to construct than the Preferred Alternative, and they would cause greater
impacts to the natural environment. Finally, the bypass alternatives would also cause
substantial impacts to neighborhoods, homes, and property in eastern Blowing Rock
(Alternatives 1A/1B), or homes, farms, and property in the rural areas to the east of
Blowing Rock (Alternatives 4A14B).
A Bypass Would be Good for Blowing Rock Economy
Comment: Four comments said a bypass could be good for Blowing Rock's economy. These
comments stated that eliminating congestion may create a more favorable economic climate in
Blowing Rock for tourists. The bypass would eliminate congestion within Blowing Rock and
allow for true visitors - not just the truck traffic passing through - to travel unhindered.
US 321 Improvements (R-2237Q 7-25 Final Environmental Impact Statement
Response: Economic Impacts associated with the bypass alternatives are discussed in
Section 4.1.2 of Chapter 4 in the DEIS and the FEIS. The Widening (Preferred)
Alternative would meet the project's Purpose and Need of improving traffic operations
along the entire length of US 321 to LOS D or better through 2025. The project would
also achieve the desired peak hour LOS C along the roadway at all locations except
between US 221 and Shoppes on the Parkway, where an acceptable LOS D would occur.
The improved traffic operations and reduced congestion on US 321 will provide easier
access to Blowing Rock, thereby benefiting tourists and other visitors. A bypass would
not necessarily eliminate the need to widen US 321; it also would incur substantial more
expense to construct than the Preferred Alternative; and it would cause greater impacts
to the natural and human environments (see preceding response).
Meets Future Bypass Need
Comment: Twenty-five comments said a bypass is needed to meet future traffic need beyond
2025. These comments argued that a bypass should be built now because it will be needed in the
future anyway, and building it now would save time and money.
Response: The Widening (Preferred) Alternative will serve expected travel demand for
the reasonably foreseeable future. This conclusion is based on traffic forecasts for 2025
(see Table 2-12, Table 2-13 and Table 2-14 in Chapter 2 of the FEIS.). This time horizon
is used to plan highway improvements statewide. Forecasts of traffic beyond such a
horizon are not considered reasonable for cost-effective highway planning. Local traffic
is growing, too. Thus, the opposite argument also could be made, that if one builds a
bypass that ultimately the widening would be needed anyway.
Attractive Feature
Comment: Twelve comments discussed the potential for a bypass to become an attractive
feature in the Blowing Rock area. These comments often cited the Linn Cove Viaduct as an
example of what the Blowing Rock Bypass could become. They also stated that a bypass would
provide tourists with even more stunning vistas, similar to those of the Blue Ridge Parkway,
which might even attract more business for the Blowing Rock economy.
Response: Bypass Alternative 4B reflects the concept advocated in this comment. As
discussed in Section 4.3.6 in Chapter 4 of the DEIS and FEIS, substantial visual and
aesthetic impacts would still occur, including substantial change in an important
viewshed of the Blue Ridge Parkway
Provide a Connection between Lenoir and US 421
Comment: Nineteen comments expressed support for providing a connection between Lenoir
and US 421 (in the less mountainous terrain north of Lenoir) in order to avoid either having to
widen US 321 or building a new road in the more mountainous terrain near Blowing Rock. One
of these comments also suggested redesignating the new route as US 321.
Response: This approach is not a reasonable alternative to improving US 321 because
the travel distance between Hickory and Boone is substantially greater on a route that
includes US 421 instead of US 321. For example, the distance from Hickory to Boone via
US 321 is 48 miles. The distance from Hickory to Boone via US 321, NC 18, and US 421
is 80 miles, an increase of 67 percent. Therefore, it is unlikely that a substantial number
of through travelers would choose to use an alternate route ofso much greater length.
See Section 2.3.4 of Chapter 2 for a discussion of this option.
US 321 Improvements (R-2237Q 7-26 Final Environmental Impact Statement
7-
L
Comment: A commenter indicated the study team refused to analyze a bypass alternative
developed by the Concerned Citizens of Blowing Rock.
Response: As indicated on page 2-13, the study team considered the location criteria
particularly important to the Concerned Citizens of Blowing Rock in developing bypass
alternatives. The alternatives developed using that criteria are shown in Figure 2-5 in
Chapter 2 and are labeled with the suffix "CC. " These alternatives also took into
consideration bypass alignments suggested by the Concerned Citizens of Blowing Rock
within the context of meetings of the Citizens Advisory Committee, which met during the
development and evaluation of alternatives. The alternatives developed by the study
team, however, did not exactly match those proposed by the Concerned Citizens because
the study team's alternatives reflect an engineered horizontal and vertical design.
7.8.4 Comments Against a Bypass
One-hundred sixteen comments were received in opposition to a bypass. Included in this total
were: 102 comments that included opposition to Bypass Alternatives 4A/4B; 104 comments that
included opposition to Bypass Alternatives 1A/1B; and 90 comments that included opposition to
all bypasses in general. Specific comments related to support for the Bypass Alternative and
responses are presented in the paragraphs that follow.
Natural Resources Impacts
Comment: Ninety-one comments expressed concern about the natural resources impacts of a
bypass. The impacts discussed in these comments included: loss of forest and farmland to the
bypass; potential damage to streams contained in the Yadkin River watershed; potential harm to
' the forest ecosystem as a result of fragmentation; potential sterilization of streams as a result of
erosion and sedimentation; and damage to the environment as a result of the cut and fill activity
that would be needed to build a bypass, including blasting away the sides of mountains for rock
cuts and to construct a tunnel. Two comments also mentioned the possible presence of the
endangered flower "Heller's Blazing Star" in the region.
Response: Natural Resource impacts associated with the bypass alternatives are
presented in Section 4.10 in Chapter 4 of the DEIS and Section 4.9 in Chapter 4 of the
FEIS. A survey for Heller's Blazing Star was conducted following the Public Hearing
(see Section 4.9.4 of Chapter 4). No evidence of the plant was found in the area affected
by the Widening (Preferred) Alternative.
Cost
Comment: Seventy-eight comments mentioned concern for the substantial monetary cost of a
bypass alternative. These comments focused on the concern that the cost to construct a bypass is
exorbitant, particularly in the current economic atmosphere in North Carolina. As a result, many
believed that widening would be a more cost-effective alternative. However, some comments
believed that the NCDOT intentionally designed the bypass alternatives to be exorbitantly
expensive to build so that the bypass alternatives would appear less favorable in comparison to
the Preferred Alternative.
Response: As indicated in Section 2.4 in Chapter 2 of the DEIS and FEIS, Bypass
Alternative IA is expected to cost $75.1 million and Bypass Alternative IB is expected to
cost as much as $92.2(including right-of-way and construction). Bypass Alternative 4A
is expected to cost $170.5 million and Bypass Alternative 4B is expected to cost $250.3
million (including right-of-way and construction). In comparison, the projected cost for
US 321 Improvements (R-2237C) 7-27 Final Environmental Impact Statement
the Widening (Preferred) Alternative is $45.9 million, which is as much as 80 percent
less than the other alternatives studied. The preparation of construction cost estimates
was based on preliminary design plans and unit costs maintained and updated on a
continuing basis by the NCDOT. Right-of-way costs were developed by the NCDOT's
Area Right of Way Appraisal Office, which is responsible for all right-of-way appraisals
in Division 11. The costs were developed as precisely as possible based on information
currently available.
Community Impact
Comment: Fifty-four comments discussed the potential community impacts of a bypass. These
impacts included: the destruction of neighborhoods, homes, and property in eastern Blowing
Rock; the destruction of homes, farms, and property in the rural areas to the east of Blowing
Rock; the destruction of a family cemetery that is currently in a bypass corridor; and the
relocation of a recently constructed power station. These comments also indicated that many of
the homes and farms that may be affected have been the residences of the same family for several
generations.
Response: Community impacts, including the relocations, effects on neighborhoods and
community cohesion, and effects on community facilities and resources are discussed in
Section 4.1 in Chapter 4 of the DEIS and the FEIS.
Visual Impact
Comment: Twenty-nine comments mentioned a concern for the potential visual impact of a
bypass alternative. The main concern discussed was that Bypass Alternatives 4A and 4B would
be directly visible from the Blue Ridge Parkway, thereby changing the view from several
overlooks.
Response: Impacts to visual and aesthetic quality of the bypass alternatives are
discussed in Sections 4.3.3 to 4.3.6 in Chapter 4 of the DEIS and FEIS. Discussions of
impacts to Blue Ridge Parkway views are included in these discussions.
Economic Impact
Comment: Fourteen comments discussed the potential economic impacts of a bypass alternative.
These comments focused on the effect a bypass might have upon the economy of Blowing Rock,
particularly its tourist industry, if a bypass were to draw potential visitors away from the town.
Response: Economic impacts of the bypass alternatives are discussed in Section 4.1.2 in
Chapter 4 of the DEIS and the FEIS.
Other
Comment: Thirteen comments had concerns about a bypass alternative that did not fall under
any particular category listed above, including the following:
• None of the bypass alternatives provided by the NCDOT is a "true" bypass because a
true bypass would cost less and have less dramatic visual and natural resources impacts.
Response: Bypass Alternative 4 fully bypasses the Town of Blowing Rock. Because of
the steep terrain south and west of Blowing Rock, it is not possible to design a bypass of
Blowing Rock that is not substantially more expensive and damaging to the natural
environment than widening the existing roadway. Bypass Alternative 4B, attempted to
US 321 Improvements (R-2237C) 7-28 Final Environmental Impact Statement 1
reduce the visual impacts of a bypass in the Bypass Alternative 4 corridor, but in doing
so incurred an increased cost. This illustrates that cost and impacts are often inversely
related (as one decreases, the other increases).
• Blowing Rock already has a bypass (the current US 321), which simply needs to be
improved. In addition, a new bypass would not divert a substantial amount of traffic
because many people enjoy driving through Blowing Rock despite the congestion.
Finally, a new bypass would not address the traffic generated by day fairs, festivals, and
the proposed Performing Arts Center.
Response: The Widening Alternative is recommended as the Preferred Alternative.
7.8.5 Comments in Support of No-Build Alternative
Twenty-three comments expressed support for the No-Build Alternative. Included in this total
were 13 comments that supported only for the No-Build Alternative and eight comments that
expressed support for the Widening Alternative if the No-Build Alternative was not feasible.
There were no comments that stated direct opposition to the No-Build Alternative.
Response: The No-Build Alternative would not meet the proposed project's purpose and
need of improving traffic flow and level-of-service, as well as reducing the potential for
crashes. With the No-Build Alternative, existing road features, including sharp curves
and poor sight distance, that contribute to crashes on US 321 would remain unchanged.
In addition, traffic congestion on US 321 would continue to grow, and the quality of
service that the highway provides to motorists would continue to deteriorate. This was
not considered an acceptable approach given these factors and that US 321 serves as an
important regional travel corridor.
7.8.6 Potential Greater Influence of Bypass Supporters
Comment: Many of the comments expressed concern about the division of opinion over the
proposed project in Blowing Rock. Many comments in opposition to the bypass alternatives
stated that bypass supporters represented only a minority of the citizens of Blowing Rock, but
these individuals are vocal and powerful enough to misrepresent information about the project in
order to the manipulate the townspeople of Blowing Rock and the NCDOT into supporting their
alternative. These commenters asked that the NCDOT not pay bypass supporters a biased
amount of attention, particularly since they felt many bypass supporters are only part-time
residents of Blowing Rock. j
Response: The NCDOT used all information currently available, including giving equal
and unbiased consideration to all public and agency comments received, in arriving at
the recommendation to select the Widening Alternative as the Preferred Alternative.
7.8.7 Other Traffic-Related Comments Received After the Public
' Comment Period Ended
Comment: The 2025 peak hour volumes (DEIS Table 1-1 on page 1-8) were calculated based on
an assumption that 14 percent of the Average Daily Traffic will occur in the peak hour. This
' percentage is not supported by text in the report. How was it determined?
Response: The American Association of State Highway and Transportation Officials
' (AASHTO) recommends the use of the 30'h highest hourly volume of the year as the design
US 321 Improvements (R-2237C) 7-29 Final Environmental Impact Statement
hourly volume. AASHTO guidebook (2004) Exhibit 2-28 illustrates that 14 percent of ADT is
within the acceptable range. As a seasonal tourist area Blowing Rock is not subject to the
standard AMand PMpeaking characteristics of other locations. The less conservative 14
percent was considered a reasonable choice for this area. The study team reviewed the
Automatic Traffic Recorder traffic data in this area and found that the peak hour volume
selected corresponds to the 109th highest hour.
Comment: How did the NCDOT determine that the TSM option was not feasible given that
intersections determine capacity along arterial roadways, yet there is no intersection traffic data or
detailed analysis to fully evaluate the TSM option?
Response: The statement made above-"intersections determine capacity along arterial
roadways' -is a generalization of highway capacity analysis methodology and not
reflective of the full US 321 project area corridor. This comment is more suited for
downtown streets in an urbanized area where many intersections are signalized and
turning movements represent a substantial percent of total traffic.
The US 321 project area corridor in Blowing Rock is a two-lane rural highway that
meanders through a mountainous terrain with high volumes of truck, recreational, and
through traffic. It is a NCDOT-designated principal arterial and its primary function is
to provide regional mobility. The capacity of this corridor is determined by a complex
set of geometric and traff c factors, including the number and width of lanes, posted
speed, number of driveways, median type, percent trucks, and terrain.
The traffic study conducted for the US 321 DEIS analyzed the US 321 corridor
comprehensively in terms of nine roadway segments and seven intersections. The results
are documented for Existing, No-Build, Widening, Bypass Alternative 1, and Bypass
Alternative 4 scenarios (see Table 2-11 and. Table 2-12 in the DEIS and Table 2-12 and
Table 2-13 in this FEIS).
The capacity analysis for the TSMalternatives was handled on a case-by-case basis (i.e.,
improved two-lane and improved three-lane configurations) because they required
additional considerations, segment definitions, and hybrid methodologies. This TSM
capacity analysis methodology is documented in the DEIS (Section 2.3.5) and the FEIS
(Section 2.3.6). The analysis results showed that the TSMalternatives fail to adequately
handle the projected 2025 hourly traffic volumes, including the typical weekday peak
hour volume (see DEIS Figure 2-10 through Figure 2-12 and FEIS Figure 2-11 through
Figure 2-13), at mid-block locations. The typical weekday peak hour volume was
considered a minimum reasonable design benchmark for the project area corridor based
on the project's purpose and need and the even greater peak hour volumes associated
with summer peaking characteristics. The TSM alternatives were deemed inadequate
when they failed to meet even this minimal benchmark. The fact that these alternatives
can not meet this minimal benchmark at the mid-block locations eliminates the need to
examine the controlling intersections, because they would drive level of service even
lower.
Comment: Without detailed traffic information, it is very difficult to determine whether
operational improvements are sufficient in the TSM alternative. Would the state be willing to
collect more detailed intersection traffic data and conduct the level of analysis needed to put the
question about the feasibility of TSM strategies to rest?
US 321 Improvements (R-223 7Q 7-30 Final Environmental Impact Statement
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Response: Since DEIS publication, the NCDOT revisited the TSMalternatives and
conducted further detailed traffic operational and safety analysis in response to public
comments.
This post-DEIS analysis involved testing two additional TSM alternatives through the
Green Park Historic District. The analysis employed additional traffic modeling tools
and design guidelines to evaluate the feasibility of these new TSM alternatives. The
analysis scope included roadway segments and intersections and involved evaluating the
operational and safety aspects of the TSM alternatives.
The results of this analysis are presented in Section 2.3.7 of this FEIS. This section
concludes that these additional TSMalternatives through the Historic District would
pose substantial safety and operational issues in the future because of high projected
traffic volume, severe geometric and terrain constraints, and high percent of truck traffic
in the corridor.
Comment: How is the level of service goal for US 321 determined? Does the state allow level
of service goals to change based on local conditions or circumstances? The Purpose and Need
chapter of the DEIS states that the level of service (LOS) goal for US 321 is C or better (page 1-
11). This goal is based on "typical" practice in North Carolina and on A Policy on Geometric
Design of Highways and Streets, prepared by the American Association of State Highway and
Transportation Officials (AASHTO, 2000). The LOS C goal does not seem to be mandated by
North Carolina law or policy, indicating that it can change based on local conditions or
preferences. That was the case for the TSM analysis. Section 2.3.5 of the DEIS states: "Given
the community, cultural and natural resources of the project area, the TSM analysis also
examined two conservative assumptions for the TSM alternative: 1) That LOS D would be
acceptable in the design year; and 2) That community, cultural and natural resource priorities
would take precedent over the travel comfort of October and summer travelers so long as LOS D
was achieved during week weekday peaks" (page 2-42).
Response: Exhibit 2-32 of the AASHTO book referenced in the comment provides
guidelines for appropriate level of service. From this guidance, the appropriate level of
service for US 321 would be C. However, the commenter is correct in the assumption
that the state does not mandate an appropriate level of service. The intent is to obtain the
best level of service practical for a given area. Guidance from the FHWA further
reinforces this policy by stating that one should not design for failure. The NCDOT's
interpretation of this has been that less than LOS D is not acceptable. See the additional
explanation in the response to the following comment.
Comment: What is an acceptable level of congestion? In evaluating the TSM options, the DEIS
states that "Since the weekday peak represents the 190th to 275th peak hour US 321 in Blowing
Rock would be congested roughly six to 12 percent of the time over the course of the year in
2025. Based on these findings, TSM improvements would not meet the purpose of providing an
adequate level of service through 2025." It is not clear why the DEIS concludes that six or 12
percent is unacceptable, because such a policy position is open to debate and consensus among
stakeholders, much like the LOS goal. Is there additional policy guidance that would dictate what
is an acceptable level of congestion on US 321?
Response: The NCDOT s policies on level of service goals and the acceptability of
lesser levels of service were presented in the response to the fourth comment in this
section. The statement quoted above from the DEIS is actually erroneous, and the
US 321 Improvements (R-2237Q 7-31 Final Environmental Impact Statement
NCDOT appreciates commenter calling it to their attention. It pulls information om the
1998 chart in Figure 2-10 of the DEIS, but refers to it as if it applies to the year 2025.
Accurately stated, it should say, "Since the two-lane alternative and the three-lane
alternative would reach capacity during the 190th and 275th peak hour, respectively, '
US 321 in Blowing Rock would be congested roughly six to 12 percent of the weekday
day time (12 hours) over the course of the year in 1998. " But even accurately stated, it is
confusing to the reader and it does not illustrate the point the study team was trying to
make. The project is being designed for 2025 traffic, not 1998 traffic. Also the 2025
information presented in the charts that make up DEIS Figure 2-10 to Figure 2-12 (FEIS
Figure 2-I1 to Figure 2-13) is all relevant and not just that in DEIS Figure 2-10 (FEIS
Figure 2-I1). For example, the 2025 chart in DEIS Figure 2-10 shows that the first
through the 1000`h peak hour traffic volume in 2025 exceeds the capacity of the 2-1ane or
the 3-1ane alternative. Since the statement, even corrected, remains hard to follow and
unhelpful in explaining the intended point, it does not appear in the FEIS, but was
replaced with a clearer explanation in Section 2.3.6 under "Ability to Meet the Project's
Purpose and Need. " I
Comment: Research conducted by DOTS in other states indicates that two lane divided cross-
sections have fewer crashes than four lane roads, particularly four-lane undivided roadways. Has
there been an analysis of the accident rate (crashes per vehicle mile of travel) for the TSM option
versus the four-laning option using projected traffic volumes? Similarly, has the state examined
crash rates on this section of US 321 with other state roadways with similar geometry, volumes
and grade? '
Response: The NCDOT does not maintain statewide average crash rates for two lane
divided roads regardless of terrain, grade, or volume. Statistically significant samples of
two lane divided roads in North Carolina do not exist for average crash rates to be
developed.
Currently, the NCDOT does not have a standard practice for predicting crash rates for
future years (i.e. design year) for recommended alternatives. The DEIS (and FEIS) does
not provide an accident rate analysis for the TSM alternative versus any other
alternative, including the preferred four-lane option as this is not the NCDOT's standard
practice.
The NCDOT developed crash rates for existing US 321 from historical crash data. These '
were compared to average and critical crash rates for other roads with similar
characteristics in North Carolina. For example, the actual crash rate for the rural two-
lane segment of US 321 was compared to the statewide average and critical crash rates
for rural two-lane US routes. This statewide average is comprised of US routes with all
types of terrain, grades, and volumes. The same comparisons were made for the urban
segment of US 321. This approach follows the current NCDOT standard practice for
crash rate comparisons.
7.9 Agency Comments and Responses '
This section responds to written comments on the DEIS submitted by state and federal
environmental resource and regulatory agencies and local governments and commissions. The
comments in the sections that follow consist of quotes from the correspondence received. The
original correspondence is presented in Appendix A.
US 321 Improvements (R-223 7Q 7-32 Final Environmental Impact Statement
' 7.9.1 Federal
US Department of Agriculture - Natural Resources Conservation Service
' Comment: "The Natural Resources Conservation Service does not have any comments at this
time."
Response: No response needed.
US Army Corps of Engineers
Comment: "The Town of Blowing Rock and both Caldwell and Watauga Counties are
participants in the National Flood Insurance Program (NFIP). Based on a review of panels 125
and175 of the August 1988 Caldwell County, North Carolina and Incorporated Areas Flood
' Insurance Rate Map (FIRM), the proposed roadway improvements would not be located in an
identified flood hazard area. This is confirmed by a review of the pertinent United States
Geological Survey topo of the area.
t From a review of panel 193 of the January 1997 Watauga County, North Carolina and
Incorporated Areas FIRM, the widening alternative appears to cross or otherwise involve the
flood plain at two locations of Middle Fork, a detailed study stream with 100-year flood
elevations determined and a floodway defined. The stream and floodway are crossed at the
southernmost location of the two areas. Based on a review of panel 194 of the FIRM, it appears
that Alternatives 4a and 4b would cross Middle Fork and Aho Branch near its confluence with
Middle Fork. Aho Branch is also a detailed study stream. We note that the areas of involvement
are discussed on page 4-109 of the Draft Environmental Impact Statement (DEIS).
The proposed improvements should be designed to comply with the requirements of the NFIP,
administered by the Federal Emergency Management Agency (FEMA) and all local ordinances."
Response: The project will be designed to comply with the requirements of the NFIP,
administered by the Federal Emergency Management Agency (FEMA) and local
ordinances.
Comment: "The Regulatory Division has completed a review of the DEIS, and we have the
following comments. All of the identified Build Alternatives would require Department of the
Army permit authorization under Section 404 of the Clean Water Act. Considering the potential
' level of impacts to jurisdictional waters and wetlands described in the DEIS, we anticipate
requiring an individual permit for any of the Build Alternatives.
Our public review process for this project is ongoing; therefore we cannot state a preference for
any alternative at this time. We should have the necessary public input by the scheduled
November 20, 2002 Merger Process Project Team meeting to recommend a preferred alternative.
We wish to reiterate our position from the January 18, 2001 Merger Process Project Team
meeting, however. As you are aware, we did not concur with carrying Alternative 4 forward for
detailed study in the DEIS. Sufficient information was available at that time to conclude that the
potential impacts to aquatic resources, wildlife and forest resources, and visual/aesthetic
' resources would be significantly higher with Alternative 4 than with either Alternative 1 or the
Widening Alternative. This situation has not changed. Alternative 4 would involve 14 to 15
' additional stream crossings, and culverted stream loss would be up to 5545 linear feet higher.
Secondary and cumulative stream impacts would be magnified by the terrain and the steep
channel gradients, approximately 60 additional acres of forest would be cleared, and the viewshed
of the Blue Ridge Parkway would be adversely affected. Other problems with Alternative 4
US 321 Improvements (R-2237Q 7-33 Final Environmental Impact Statement
affecting aquatic resources include the large volumes of excavation and fill material, the length of
the required construction time, the disposal of waste material in extremely steep terrain, securing
adequate compensatory stream mitigation within the appropriate hydrologic units, and the
extreme cost of construction and mitigation. A preliminary evaluation of compliance of
Alternative 4 with the Section 404(b)(1) Guidelines of the Clean Water Act indicates potential
noncompliance with these Guidelines. That is, there are available, practicable alternatives
(Alternative 1, Widening Alternative) having less adverse impact on the aquatic ecosystem that
are without other significant adverse environmental consequences. Under our regulations, a
Department of the Army permit is not available if it does not comply with the 404(b)(1)
Guidelines. For these reasons, we continue to fmd Alternative 4 unacceptable."
Response: The NCDOT will apply for the permit the USA CE requires under Section 404
of the Clean Water Act. The NCDOT did not recommend either Bypass Alternatives 4A
or 4B as the Least Environmentally Damaging Practicable Alternative at the Merger
Team meeting nor pursue it as the preferred alternative.
US Department of Commerce - National Ocean Service (NOS), National Geodetic Survey
Comment: "All available geodetic control information about horizontal and vertical geodetic
control monuments in the subject area is contained on the National Geodetic Survey's home page
at the following Internet World Wide Web address: http://www.nas.noaa.gov After entering the
this home page, please access the topic "Products and Services" and then access the menu item
"Data Sheet." This menu item will allow you to directly access geodetic control monument
information from the National Geodetic Survey data base for the subject area project. This
information should be reviewed for identifying the location and designation of any geodetic
control monuments that may be affected by the proposed project.
If there are any planned activities which will disturb or destroy these monuments, NOS requires
not less than 90 day's notification in advance of such activities in order to plan for their
relocation. NOS recommends that funding for this project includes the cost of any relocation(s)
required."
Response: During final design, the NCDOT will identify the location of geodetic control
monuments that maybe affected by the proposed project. The proper notifications will
be provided and the relocation of affected monuments will be funded by the NCDOT.
US Department of the Interior
Comment: "Preparers of the DEIS are to be commended for addressing early National Park
Service (NPS) input referencing our concerns about status of the Blue Ridge Parkway (Parkway)
being eligible for listing as a National Register property, importance of scenic viewing areas to
visitors, and potential viewing area impacts related to all alternatives. Viewing area inventory
and analysis data provided to DEIS consultants were fairly presented in the DEIS. However,
NPS reviewers found that not all of the available data related to the Parkway was included in the
DEIS. Data that the NPS believes to be relevant to the evaluation of proposed Parkway crossing
segments are also included as comments and in support of the Department's conclusions.
At a January 18, 2001 meeting, the team discussed the alternatives to be studied in detail and
agreed to drop Bypass Alternatives 2 and 3. Both NPS and the Fish and Wildlife Service (FWS)
remained opposed to Bypass Alternative 4A and 4B (4A/B). While the NCDOT agreed to drop
Alternatives 2 and 3, they insisted that Alternatives 4A/B remain as an alternative that would be
studied in detail. The alternative options 4A and 4B would cross the Blue Ridge Parkway at
Milepost 291. NPS and FWS signed a concurrence form that included only the Widening
US 321 Improvements (R-2237Q 7-34 Final Environmental Impact Statement
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Alternative and Bypass Alternative IA and 113. Resource agency opposition to Alternatives 4A/B
is noted in the DEIS.
Based on the DEIS presentation in the Affected Environment and Environmental Consequences
Visual and Aesthetic Quality sections, the Department prefers the Widening Alternative. This
alternative would widen US 321 from two lanes to four lanes from Blackberry Road through the
town of Blowing Rock. Under this alternative there would be very minor additional impacts to the
natural environment, Parkway lands, and scenic viewing areas beyond what occurred in the
1970's when US 321 was widened to four lanes by removing a historic Parkway stone arch
bridge. Bypass Alternatives 1A and 1B are also acceptable to the NPS because the visual
changes occurring as a result of the roadway alignment locations minimally affect Parkway
scenic view areas. Bypass Alternatives 4A and 4B based upon the DEIS impact analysis would
both substantially impact Parkway scenic view areas at Thunderhill.
The impact of Alternative 4A/B to aquatic resources and terrestrial wildlife habitat are greater
when compared to any of the other alternatives. The costs are essentially double and triple the
next most expensive alternative. Alternatives 4A/B would cross approximately five times the
number of streams, and a large block of mostly roadless, upland habitat in the headwaters of the
Yadkin River, which would be fragmented."
Response: The NCDOT assessed Bypass Alternatives 4A and 4B in the DEIS because
there existed a strong desire on the part of a substantial number of local citizens that a
bypass that followed the Blowing Rock escarpment and passed under the Blue Ridge
Parkway in a tunnel be evaluated in the DEIS. The NCDOT's mission, under SEPA
regulations, extends beyond environmental permits to include the concerns of a broad
range of stakeholders, including the public.
Comment: "In Table S-1 (pp. ix and x) the visual impact of cuts and fills that is identified to
affect the Tunnel Hill Overlook on the Parkway would provide sufficient reason to consider
Alternatives 4A and 413 too great an impact from an historic resource perspective. Therefore,
these alternatives are contrary to the legislative mandates of the Parkway. (See visual analysis
study indicated on Figure 3-4)."
Response: The concern is noted. The NCDOT did not recommend either Bypass
Alternative 4A or 4B as the Preferred Alternative.
Comment: "In item two of the Environmental Commitments section it is stated that a
Memorandum of Agreement (MOA) will be developed among the Federal Highway
Administration (FHWA), the NCDOT, the State Historic Preservation Officer, the Advisory
Council of Historic Preservation (ACHP), and the NPS for mitigating effects for the preferred
alternative, if one is selected that has an adverse effect on a historic resource listed on or eligible
for inclusion in the National Register of Historic Places.
This is a particularly important commitment on the part of NCDOT, since the Parkway is noted
on the top of Page 3-40 and elsewhere in the DEIS as "eligible for listing" on the National
Register. This Parkway status will mean that any potential effects on the Parkway from any
preferred alternative must be evaluated as part of the Section 106 compliance process in order to
determine the complete character of such effects."
Response: The NCDOT did not recommend an alternative that adversely affects the Blue
Ridge Parkway as the Preferred Alternative. A Memorandum of Agreement was signed
US 321 Improvements (R-2237C) 7-35 Final Environmental Impact Statement
for mitigation of adverse effects to National Register properties adversely affected by the
Widening (Preferred) Alternative.
Comment: "3.1.5 COMPREHENSIVE PLANNING, Blue Ridge Parkway -- The section on
page 3-17 starting: "Conserve and provide for the enjoyment... needs to end the sentence with
"Southern Appalachian Mountains." The word "Southern" was incorrectly omitted here."
Response: This correction is made in the FEIS.
Comment: "3.2.2 COMMUNITY FACILITIES AND RESOURCES, National Park System
Units -- Last complete sentence on page. Change "Just sought of the current US 321..." to "Just
south of the current US 321...""
Response: This correction is made in the FEIS.
Comment: "3.7.2 ARCHAEOLOGICAL RESOURCES -- Reference the specific approval
dates, position titles and language from the NPS Southeast Archeological Center authorities' final
acceptance of the contractor's archeological survey results."
Response: Richard Vernon, Supervisory Museum Specialist, approved the field
documentation for archaeological surveys within the Blue Ridge Parkway in a letter
dated September 6, 2001. (See the letter in Appendix A)
Comment: "3.8.3 THE BLUE RIDGE PARKWAY -- The planned tunnel construction beneath
the Parkway as shown in Alternative 4A and Alternative 4B does not sufficiently solve the visual,
historical, or cultural impacts to the Parkway, so would most likely be included in this listing as a
significant impact to the Parkway. Another crossing of the Parkway by US 321 would again
significantly impact the Parkway since it already has done so at the existing crossing. The
Widening Alternative and Alternative IA and Alternative 1B would not significantly impact the
Parkway any more than it already has in that location."
Response: The concern is noted. Impacts to the Parkway are discussed in Section 4.7.3
in Chapter 4 of the DEIS. The NCDOT did not recommend either Bypass Alternative 4A
or 4B as the Preferred Alternative.
Comment: "3.10.1 TERRESTRIAL RESOURCES, Plant Communities-- The cuts and fills
shown to occur along Alternatives 4A and 4B leading to the Parkway from both directions will
provide little opportunity to restore the natural plant communities and landscape of this area. The
modification would change the most desired open view from the Parkway to a tunnel view, that
research has found to be the least desirable view from the Parkway. Therefore, this would
provide reason to consider these alternatives a significant impact to the Parkway. Please see
Visual Preferences of Travelers along the Blue Ridge Parkway, 1988, Francis P. Noe and
William E; Hammitt."
Response: The concern is noted. Impacts to the Parkway are discussed in Section 4.7.3
in Chapter 4 of the DEIS. The NCDOT did not recommend either Bypass Alternative 4A
or 4B as the Preferred Alternative.
Comment: "3.10.3 THREATENED OR ENDANGERED SPECIES, Federal Listed Species --
Although mentioned as a species with potential presence, Allegheny woodrat is not addressed.
Neither is the southern Appalachian Saw-Whet Owl, which occurs in the nearby area. There is
US 321 Improvements (R-2237C) 7-36 Final Environmental Impact Statement
potential to impact both species, if they indeed are present. The Saw-Whet Owls are quite mobile
and are documented at elevations just below 4,000 feet on the Parkway nearby. They could be
' disturbed by noise and light pollution associated with the alternative routes.
Another species not mentioned is rock gnome lichen (Gymnoderma lineare). Although the
likelihood of it being in the impacted area may be low, it is present. Nearby, hibernating Virginia
big-eared bats (Corynorhinus townsendii virginianus) are also present on nearby Grandfather
Mountain and there might be potential for maternity colonies to be near.
Given the number of wetlands, there may be potential for amphibian species of concern that are
not noted. It is also of concern to the NPS if bog turtle or timber rattlesnakes are present in the
project area."
Response: A complete listing of protected species known to occur in Caldwell and
Watauga Counties is included in Section 3.10.3 in Chapter 3 of the DEIS and FEIS. It
has been updated in the FEIS. The Allegheny woodratj is not a State listed threatened or
endangered species. The habitat for the Appalachian Saw-Whet Owl does not exist in the
project area. The rock gnome lichen, timber rattlesnake, and the Virginia big-eared bat
are not known to occur in Watauga or Caldwell Counties. At the request of the US Fish
' and Wildlife Service, a habitat assessment was conducted for the Virginia big-eared bat.
No habitat was found (see Section 4.9.4 in Chapter 4). 'Regarding the bog turtle, the
DEIS in Section 4.10.4 of Chapter 4 and the FEIS in Section 4.9.4 of Chapter 4 indicate
that it is listed as Threatened because of Similarity of Appearance (T[S/Aff Section 7 (of
the Endangered Species Act) consultation and a biological conclusion are not required
for T(S/A) species. In addition, landscape and drainage alterations by humans and
continual disturbance in commercial and residential areas make it highly unlikely that
bog turtles occur in project area wetlands.
Comment: "4.3 VISUAL AND AESTHETIC QUALITY -- Inventory and data analysis
presented in these sections followed the current Parkway Scenery\N4anagement System
procedures, thus facilitating staff review and comment. Much of the available data provided by
Parkway resource planning staff was utilized in the DEIS. Its synthesis and presentation was
unbiased, clear and to the point.
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4.3.2 WIDENING ALTERNATIVE, Landscape Unit Six -- Park staff agrees with conclusions
stated here.
4.3.3 BYPASS ALTERNATIVE IA, Landscape Unit Six -- Park staff agrees with conclusions
stated here.
4.3.4 BYPASS ALTERNATIVE 1B, Landscape Unit Six -- Park staff agrees with conclusions
stated here.
4.3.5. BYPASS ALTERNATIVE 4A, Landscape Units One, Six and Seven -- Park staff agrees
with conclusions stated here.
4.3.6 BYPASS ALTERNATIVE 413, Landscape Units One, Six and Seven -- Park staff does not
completely agree with conclusions stated here. While bridges eliminate the need for large cuts
and fills, there would still be the introduction of a major structure that is incongruent with the
existing forested slope. While bridges are less impacting, the overall impact is still considered
substantial to us on the intactness score alone."
1 US 321 Improvements (R-223 7Q 7-37 Final Environmental Impact Statement
Response: The concern with Bypass Alternative 4B is noted. The NCDOT did not select
Bypass Alternative 4B as the Preferred Alternative.
Comment: "4.6.1 HISTORIC RESOURCES, Blue Ridge Parkway -- This several page section
presents a thorough description and analysis of the effect of the alternatives on the Parkway as an
historic property. The DEIS finds that Bypass Alternatives 4A and 4B would have an Adverse
Effect because introduction of new visual elements into the view areas rise to the level that they
would diminish the integrity of the Parkway's significant historic features."
Response: No response needed. The NCDOT did not select Bypass Alternatives 4A or
4B as the Preferred Alternative.
Comment: "4.8 SECTION 4(f) RESOURCES -- We have two separate but related concerns.
In the DEIS, paragraph three under this section it is stated that "None of the alternatives would
use property from ...the Blue Ridge Parkway." While Bypass Alternatives 4A and 4B would pass
under the Parkway not disturbing land surface features they would however affect Parkway
subsurface lands. NPS must consider this as a transfer of lands by the Federal government for
highway use. If either of the 4A or 4B bypass alternatives are selected, then the means to transfer
a right-of-way will need to be determined by the NPS. This will require NEPA compliance and
may require an equal value exchange to facilitate the State's acquisition of the right-of-way; and,
as such, this cost should be added to the overall cost of the project.
Our other concern is that of constructive use of parkway lands. The discussion on Section 4(f),
constructive use was lengthy, and the NPS position on this matter was well presented in the
DEIS. However, the Department does not agree with the determination by the FHWA that
constructive use does not apply upon their finding that none of the alternatives would affect the
Parkway in a manner serious enough to substantially impair the parkway elements, which qualify
for resource protection under Section 4(f).
This FHWA finding seems to say that because the Parkway is so long and has so many overlooks
the immediate effects of this specific project are negligible. This finding ignores the cumulative
nature of land use change impacts now occurring to the Parkway over its 469-mile length. If the
impairment determination were to be based upon severity of impacts at this location, then the
geographic limits of the Parkway for those impacts to be evaluated should have been limited to
that area. The NPS believes that the Parkway's significance is the sum of all of its parts, when
one is degraded the overall value is diminished.
The last paragraph under this section states, "This conclusion does not diminish the importance of
the impacts to the Blue Ridge Parkway as a factor in the selection of a preferred alternative." The
NPS strongly concurs with that statement."
Response: The concerns are noted. The NCDOT did not select either Bypass Alternative
4A or 4B as the Preferred Alternative.
Comment: "4.16 SECONDARY AND CUMULATIVE IMPACTS -- It would seem that the
cumulative impacts identified for the Widening Alternative including Alternative IA and
Alternative 1B does not significantly impact Blowing Rock and its surrounding communities to
warrant making Alternative 4A or Alternative 4B the preferred alternatives, neither to the
Parkway or these surrounding communities.
US 321 Improvements (R-2237Q 7-38 Final Environmental Impact Statement I
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4.16.4 Bypass Alternatives 4A and 4B -- There appear to be several issues with the tunnels that
are not discussed in the statement. Although it is stated that Section 4(f) does not apply to NPS
lands because of the tunnel, there are many impacts that may be detrimental, long-term or
cumulative to the Park. These include the increase in adjacent impacts from light, noise, and air
pollution from use of the tunnels.
A structure that is as large as this tunnel and with as much maintenance (see buildings, and
parking, personnel, etc., associated with the tunnel) will attract visitors. No mention is made of
long-term maintenance of the tunnels, the impact of potential hazmat spills, unforeseen problems
with bedrock, etc. During construction of the tunnel, there is no mention of possible impacts if
tunnel were damaged by wreckage, explosions, etc.
Although mentioned, development along the Alternative 4 routes will undoubtedly impact
Parkway aesthetics, wildlife, and viewsheds to a greater extent, especially long-term, than is
noted. Also mentioned, but not fully developed, is the introduction potential for invasion of
undesirable and introduced vegetation."
Response: The concerns are noted. The NCDOT did not select either Bypass Alternative
4A or 4B as the Preferred Alternative.
Comment: "NATURAL RESOURCES, Water Resources -- Reference Alternative 4A versus
Alternative 4B water quality impacts due to number of bridges: Bridges will not necessarily have
fewer impacts on water sources, as there will still be all the contaminants from runoff. In
addition, bridges are more frequently and more heavily treated with road salt and other melting
agents and abrasives during freezing weather. This could result in more contaminants having
potential for impacting the streams from the bridges than from a conventional roadway."
Response: The concerns are noted. The NCDOT did not select either Bypass Alternative
4A or 4B as the Preferred Alternative.
Comment: "APPENDIX D DESIGN AND LANDSCAPE DRAWINGS FOR THE BUILD
ALTERNATIVES -- In viewing the design drawings for each alternative it would seem that the
Widening Alternative accommodates increased traffic needs the best. The other four
recommended alternatives seem to address the desire for a road bypass by the surrounding
communities. The alternative chosen should depend on the overriding need to provide a means of
supporting increased traffic in the area, or the desire for a community bypass. It is not in the best
interest of the NPS to support the community's need for a community bypass road considering the
impacts these alternatives would have on the Parkway.
The Department is opposed to Alternatives 4A/B. The impacts to aquatic resources and terrestrial
wildlife habitat are greater when compared to any of the other alternatives. Alternatives 4A/B
would cross approximately five times the number of streams, and a large block of mostly road
less upland habitat in the headwaters of the Yadkin River, which would be fragmented. We
believe that widening the existing roadway would have the least effect on the natural environment
and the Parkway and would meet the stated purpose and need for the project."
Response: The position is noted. The NCDOT did not select either Bypass Alternative
4A or 4B as the Preferred Alternative.
I US 321 Improvements (R-2237C) 7-39 Final Environmental Impact Statement
US Environmental Protection Agency
Comment: "EPA agrees with the purpose and need for these improvements to this section of
US 321 as described in the DEIS."
Response: The position is noted.
Comment: "Noise -- Since noise mitigation was not found to be cost effective, EPA encourages
NCDOT to consider landscaping enhancement and scenic screening measures such as earthen
berms, retaining walls and vegetative plantings as space allows. In particular, we strongly urge
the consideration of these measures for those residential areas expected to experience severe
increases in noise levels as a result of a selection of any of the four bypass alternatives on new
alignment. Generally, for the Widening Alternative in the more urban area, we believe that such
measures can be best meshed with other historic and scenic enhancements."
Response: The position is noted. Landscape enhancements, particularly for Historic
Resources, are noted in the Memorandum of Agreement and the Memorandum of
Understanding in Appendix G and illustrated on the drawings contained in Appendix D.
One hundred feet of dense vegetation is required to make a noticeable decrease in noise
levels. As such, the proposed landscape enhancements will not reduce traffic noise levels
at adjoining sensitive receptors. Earthen berms would require additional right-of-way
with the associated impact to surrounding development. Retaining walls do not reduce
noise.
Comment: "The impact of stream crossings should be mitigated by the retention of vegetative
buffers wherever practicable."
Response: During final design, the practicability of vegetative buffers will be considered
at stream crossings.
Comment: "EPA believes that because of the scarcity of these wetlands (see the attached
comments for the discussion of methodology) they should merit very high functional ratings for
diversity of wildlife habitat and be avoided to the maximum extent practicable."
Response: Any one of the alternatives evaluated in the DEIS would affect less than a
tenth of an acre of wetland (see Table 4-30 in Chapter 4 of the FEIS). This issue was
discussed in detail during the Concurrence Point 4A Meeting (see Section 7.10.2) and
during final design wetland impacts will be avoided to the extent practicable.
Comment: "All of the alternatives result in some direct environmental concerns; and there is not
one alternative that is clearly environmentally superior to all of the others. That said, one
alternative is clearly more damaging than the other alternatives. Therefore, we rate Alternative
4A more severely than the other alternatives assigning it an "EO" rating (environmental
objections). This rating is assigned primarily because this configuration would present the
greatest visual impact relative to the Blue Ridge Parkway, and it would result the greatest impact
on the natural habitat. The placement of this alternative and its cut-and-fill configuration would
bisect a generally undisturbed forested Blue Ridge escarpment and greatly hinder wildlife
movement. Crossing 14 of the 20 streams with fill and culverts make this alternative
substantially more damaging than Alternative 4B, which maximizes the use of bridging instead of
cuts and fills.
US 321 Improvements (R-2237Q 7-40 Final Environmental Impact Statement I
Otherwise, there remain major tradeoffs between the alternatives that would result in impacts to
the natural environment or impacts to the various cultural and economic resources. Accordingly,
EPA is rating the Widening Alternative and the other bypass Alternatives IA, 1B and 4B as "EC"
(environmental concerns). The Widening Alternative provides substantial transportation benefits
while generally minimizing environmental impacts, and therefore should get continued
consideration if the Town of Blowing Rock's and historic/cultural concerns can be adequately
addressed.
EPA is assigning the DEIS a sufficiency rating of "I" since we believe that the document reflects
a comprehensive and objective analysis of all pertinent environmental parameters. However, as
discussed above, we see the need for further coordination with the Town and other stakeholders
on the Widening Alternative to see if additional changes can be made in order to address their
concerns. Enclosed for consideration are additional comments pertaining to the technical
information and analyses."
Response: The position is noted. The NCDOT signed a Memorandum of Understanding
with the Town of Blowing Rock agreeing on an approach to mitigating the impacts of the
Widening (Preferred) Alternative (see Appendix G) within the Town of Blowing Rock.
Comment: "Socio-Economic -- In 1999, EPA participated in the interagency Merger Team's
deliberations about the alternatives to be considered in detail in the EIS. The alternatives
remaining under consideration at that time were: to widen existing US 321 on its present
alignment; a bypass on new location through the eastern portion of the Town of Blowing Rock
(Alternative 1); and, a complete bypass to the east of the town on new location through forested
land and tunneling under the Blue Ridge Parkway (Alternative 4). The Widening Alternative
already was receiving considerable analysis by NCDOT. TSM provisions were applied as were
enhancements for making the project compatible with the surrounding development. EPA and
the other environmental resource agencies were presented with the results of the work by
NCDOT. However, although no concurrence was reached because of major environmental issues
against retaining Alternative 4 for further analysis, NCDOT decided to carry it forward along
with the Widening Alternative and Alternative 1 for more detailed analysis in the DEIS."
Response: The NCDOT indicated at the concurrence meeting that it intended to include
Bypass Alternatives 4A and 4B in the DEIS because there existed a strong desire on the
part of a substantial number of local citizens that a bypass that followed the Blowing
Rock escarpment and passed under the Blue Ridge Parkway in a tunnel be evaluated in
the DEIS. The NCDOT's mission SEPA regulations, extends beyond environmental
permits to include the concerns of a broad range of stakeholders, including the public.
Although Bypass Alternative I and 4 were evaluated, the Widening Alternative was
selected as the Preferred Alternative.
Comment: "Data cited for population and economic trends rely on the 1990 Census and other
data from the 1990s. While there are estimates for year 2000 population, etc., this information
should have included the year 2000 Census data."
Response: At the time the DEIS was prepared, 2000 Census was not available for the
project area except for total state, municipal, and county population numbers. During
the preparation of the FEIS, race, poverty, and income figures have been updated using
2000 Census data. Conclusions related to the presence or absence of minority or low-
income households did not change when 2000 Census data is applied.
US 321 Improvements (R-2237C) 7-41 Final Environmental Impact Statement
Comment: "Community cohesion, according to the document, is a negative factor for the bypass
alternatives only. EPA considers the addition of two additional lanes to be a negative factor for
the Widening Alternative but not to the degree of impediment that a new, controlled access
roadway presents to existing communities. Two neighborhoods are identified as being impacted
by each of the bypass alternatives. Without more specific information, it seems likely that the
community cohesion impact along the Alternative 1 corridor would be more severe than along
Alternative 4."
Response: In Section 4.1.5 in Chapter 4 of the DEIS and FEIS, the impact on community
cohesion of adding two new lanes to existing US 321 is noted in the first paragraph of the
discussion of the effect on community cohesion of the Widening (Preferred) Alternative.
The specific characteristics of that affect are described in the paragraphs that follow.
Figure 3-1 of the DEIS and FEIS reflect the greater extent of residential development in
the Bypass 1 corridor compared to the rural Bypass 4 corridor. The substantial
displacement, noise, visual, and neighbor separation affects of placing a bypass in the
Bypass 1 corridor are also described in Section 4.1.5. The NCDOT concurs that the
community cohesion impact would be greatest in the Bypass 1 corridor.
Comment: "Economic Impacts -- This analysis evaluated the potential impact on businesses of
the various alternatives. It was very informative regarding one of the key project issues. This
type of analysis should be standard for all improvement projects considering a bypass of
commercial business districts.
We agree with the findings that construction of the Widening Alternative would be highly
disruptive to US 321 businesses. The findings about business impact following construction,
however, are the most interesting and of greater importance. The key factor is the differentiation
of businesses by the proportion of opportunity and destination types of sales. Blowing Rock,
being a resort, has a destination-dominant economy. Bypass alternatives were found to result in
an overall loss of sales revenue just under 12 percent to existing US 321 businesses, while the
incorporation of a landscaped median along a 4-lane US 321 would result in lost sales of just
under 3 percent. Please clarify what time frames are meant by post-construction near term and
longer term impacts in the analysis."
Response: Short-term is the time in which existing businesses may be affected. Longer-
term reflects the time in which the business mix may change in response to changed
access conditions. No specific time frame is assumed, it depends on whether the economy
is slow or robust.
Comment: "We note that the town desires to retain a "village appeal" which we assume would
include the commercial area of US 321. One factor to consider is how excessive traffic speed
could hinder this goal along this long, straight section of US 321. NCDOT has done an excellent
job addressing the appearance of a widened right-of-way, but has not fully addressed the
importance of speed control through the commercial district and the associated pedestrian safety
issues."
Response: The posted speed of the Widening Alternative will be 35 mph, no higher than
it is today. Since US 321 is a regional thoroughfare, traffic calming techniques used on
collector and local streets as a means for slowing traffic are inappropriate. Speed
control on a thoroughfare is the responsibility of law enforcement officers. In completing
the design for this project. NCDOT discussed this concern with the Town of Blowing
US 321 Improvements (R-2237C) . 7-42 Final Environmental Impact Statement
Rock in context offinal design decisions. Final mitigation initiatives are discussed in the
Memorandum of Agreement in Appendix G.
' Comment: "There is an emphasis in the document to highlight the natural and historic attributes
of this mountain community. The document strongly infers a direct relationship between the
quality of these attributes to the economic success and general appeal of the Blowing Rock
community. We agree with this relationship."
Response: No response needed since the comment acknowledges and affirms what is
resented in the DEIS and FEIS
.
p
Comment: "We note the substantive analysis of the potential economic impact to businesses
along present US 321. Given that Blowing Rock has a tourist-based economy, it was interesting
that the analysis concluded that the Widening Alternative (with landscaped median) would have
minimal adverse impact on sales revenue, and that all of the bypass alternatives would result in
' greater loss of sales revenue. Part of the overall economic issue which NCDOT, FHWA must
deal with is the great disparity in the total costs of the alternatives."
Response: Cost was one of many factors considered in the identification of the NCDOT
Preferred Alternative.
Comment: "Natural Resource Impacts -- Discussed on page 3-66 is the NC Division of Water
Quality's (DWQ) methodology, which was utilized to assess the functional importance of the
wetland resources. EPA has stated in comments on other projects its disagreement with this
methodology because of the unequal and low weighting of factors for wildlife functional values.
In this project area, it is noted that wetland vegetated communities are limited in extent and do
not vary substantially among alternatives. We wish to note that the DWQ assessment
methodology does not include any factor for wetland scarcity, which is another shortcoming of
the methodology. EPA believes that because of the scarcity of wetlands in this project area, the
impacted wetlands should merit very high functional ratings for diversity of wildlife habitat."
Response: The NCDOT applies the DWQ method and presents the results because it is a
method endorsed by the DWQ, another important environmental stakeholder and
regulator of Section 401 of the Clean Water Act. The use of area wetlands by wildlife is
described in Section 3.10.2 in Chapter 3 of the DEIS under "Wildlife ". Any one of the
alternatives evaluated in the DEIS would affect less than a tenth of an acre of wetland
(see Table 4-30 in the DEIS and the FEIS). During final design, this impact will be
avoided to the extent practicable
Comment: "Relocations -- Regarding residential relocations, the Widening Alternative affects
16 residences, Alternative IA affects 24, Alternative IB affects 27 (not 24 as indicated in Table 4-
1), Alternative 4A affects 8 and Alternative 4B affects 6 residences. According to the DEIS,
replacement housing in the $40,000-100,000 price range may not be readily available in the area.
The issue of adequate replacement housing should be more fully addressed in the FEIS."
Response: The information regarding relocations presented in the DEIS and the FEIS
was developed in the field by the NCDOT Right-of-Way Division based on the
preliminary designs prepared for the impact assessment. It is correct. The NCDOT's
replacement housing assistance program is described in Section 4.1.1 of Chapter 4.
US 321 Improvements (R-2237Q 743 Final Environmental Impact Statement
7.9.2 State
Department of Environmental and Natural Resources - Division of Environmental Health
Comment: "If exiting water lines will be relocated during the construction, plans for the water
line relocation must be submitted to the Division of Environmental Health, Public Water Supply
Section, Technical Services Branch."
Response: Plans will be submitted as required.
Department of Environmental and Natural Resources - Division of Forest Resources
Comment: ..."1. The construction of the roadway will impact forestland, ranging from 27 acres
for the Widening Alternative to 93 acres for Alternative 4A. 2. We support the selection of
Widening Alternative as it impacts the fewest forested acres. However, if for other
considerations a bypass were deemed necessary we would support Alternative IA and 1B."
Response: The position is noted. The Widening Alternative was selected as the
Preferred Alternative.
Department of Environmental and Natural Resources -Division of Water Quality
Comment: "A) The DWQ is a participating member of the NEPA/404 Merger Team for this
project. We look forward to working with the team in the selection of the Least Environmental
Damaging Practicable Alternative (LEDPA)."
Response: Comment noted. No response needed.
Comment: "B) On January 18, 2001, a NEPA/404 Merger Team meeting was held to select the
alternatives for detailed study (Concurrence Point 2). The team agreed to study Widen Existing
Alternative and the new location Bypass Alternative 1. Based on the agreed upon protocols for
the Merger Process, DOT should have only studied those two alternatives. However, DOT
developed a document that included two variants of the Alternative, New Location Alternative 4
(Alternative 4A and 4B in the document), and two variants of the New Location Bypass
Alternative 1 (labeled as IA and IB in the document). In short, DOT continued to study an
alternative that the team agreed to drop, and added two new alternatives. As such, the signed
Concurrence Point 2 is now considered by the NCDWQ to be invalid. A new meeting to discuss
and agree upon Concurrence Point 2 will need to be held, and new DEIS or supplemental DEIS
may prove necessary."
Response: The Merger Team's concurrence at Concurrence Point # 2 was on detailed
study corridors and not on particular project designs. The two alignment options for the
Bypass 1 corridor, that is, Bypass Alternatives IA and 1B, both fall within the Bypass 1
corridor agreed upon by the Merger Team at Concurrence Point 2. Likewise, both
alignment options for the Bypass 4 corridor (Bypass Alternatives 4A and 4B) fall within
the Bypass 4 corridor presented to the agencies at Concurrence Point 2. The NCDOT
indicated at the concurrence meeting that it planned to evaluate two designs in the
Bypass I corridor. All four bypass designs (IA, IB, 4A, and 4B) were presented at the
concurrence meeting. The NCDOT indicated at the concurrence meeting that it intended
to evaluate the Bypass 4 corridor in the DEIS because there existed a strong desire on
the part of a substantial number of local citizens that a bypass that followed the Blowing
Rock escarpment and passed under the Blue Ridge Parkway in a tunnel be evaluated in
the DEIS. The NCDOT's mission SEPA regulations, extends beyond environmental
permits to include the concerns of a broad range of stakeholders, including the public.
US 321 Improvements (R-223 7Q 7-44 Final Environmental Impact Statement I
PJ
Subsequent to this letter, the DWQ representative signed concurrence forms related to
the selection of a Least Environmentally Damaging Practicable Alternative
(LEDPA)(concurrence point 3), bridge locations and lengths (concurrence point 2a), and
impact minimization (concurrence point 4a).
Comment: "C) At this time, the DWQ does not believe that Alternative 4 is a viable option for
the project. Alternative 4 has excessive costs and environmental impacts. The costs for
Alternatives 4A and 413 are 170.5 and 250 million dollars, respectively. The cost for the
Widening Alternative is 46 million dollars, and Alternatives IA and 1B are 75.1 million and 92.2
million dollars, respectively. In addition, Alternatives 4A and 4B will result in impacts to 19 and
21 streams, respectively. The Widening Alternative will impact 4 streams, while Alternatives IA
and 1B will impact 4 and 5 streams, respectively."
Response: The NCDOT did not recommend Bypass Alternatives 4A or 4B as the
Preferred Alternative.
Comment: "D) The 404 NEPA/Merger Team agreed to study Alternative 1 and the Widening
Alternative. Why does the document present two alternatives (Alternative 1 A and 113) for
Alternative 1?"
Response: See the response to DWQ comment "B" above.
Comment: "B) The document presents the number of stream crossings anticipated for each
alternative. However, it fails to quantify the anticipated total linear feet of stream impacts.
Please add the anticipated total impacts to future documentation."
Response: The DEIS provided quantities for anticipated linear feet of direct impacts to
streams by crossing within each alternative in Table 4-23, Table 4-24, Table 4-25, Table
4-26, and Table 4-27. These same tables are included in the FEIS as Table 4-25, Table
4-26, Table 4-27, Table 4-28, and Table 4-29. The DEIS provided quantities for
anticipated total linear feet of direct impacts to streams by alternative in Table 4-28 on
DEIS page 4-101 and Table S-1 on page x. These same tables are included in the FEIS
as Table 4-30 and Table S-1.
Comment: "F) The alternatives as presented appear to represent functional roadway design,
rather than corridors. While we understand, and even support, the Department of Transportation
developing the roadway design as much as possible, as early as possible, it should be noted that
further horizontal and vertical realignment may be necessary as part of performing all possible
avoidance and minimization prior to issuing the 401 Water Quality Certification."
Response: The preliminary designs presented in the DEIS were developed only for the
purpose of evaluating corridors and assessing impacts in the environmental impact
statement, which is used in the identification of the LEDPA. The designs were not
intended to be a final design. The NCDOT will follow proper protocols in securing a 401
Water Quality Certification after final designs are completed.
Comment: "G) The document does not appear to count impacts to natural systems as a result of
bridging. While DWQ encourages the placement of bridges, and considers them essential
methods for minimizing impacts, their presence still results in impacts to the systems being
crossed. As such, all future documentation should include the anticipated impact from their
i
US 321 Improvements (R-2237C) 7-45 Final Environmental Impact Statement
placement. It should be noted that the impacts resultant from bridging will not require any
compensatory mitigation from DWQ."
Response: For the information of commenter, the natural systems subject to shading by
bridges along the Bypass Alternatives are provided below. The Widening (Preferred)
Alternative does not include any new bridges. It was assumed that the "natural systems"
referred to in the comment include jurisdictional water resources and the relatively
undisturbed plant communities (cove forest and chestnut oak forest). Lengths are given
in feet and areas are given in acres.
Bypass Alternative 1A: Natural Systems Subject to Shading by Bridges
Crossin Streams g Wetland Cove Chestnut
g - Forest Oak Forest
Number Length Area Area
Area Area
2 80 0.02 ---- 0.47 ----
6 80 0.02 0.03 0.37 ----
Total 160 0.04 0.03 0.84
Bypass Alternative 1B: Natural Systems Subject to Shading by Bridges
Crossin Streams Wetlands Cove Chestnut
g
Number
Length
Area
Area Forest
Area Oak Forest
Area
1 70 0.02 ---- ---- 1.41
2 70 0.01 ---- 0.27 ----
6 100 0.03 0.01 0.38 ----
Total 240 0.06 0.01 0.65 1.41
Bypass Alternative 4A: Natural Systems Subject to Shading by Bridges
Crossin Streams Wetlands Cove Ches nu ,
g
Number
Length
Area
Area Forest
Area Oak Forest
Aria,
8 230 0.06 ---- 1.08 ----
12 70 0.06 ---- ---- 1.30
24 80 0.08 ---- ---- ----
Total 380 0.20 ---- 1.08 1.30
US 321 Improvements (R-2237C) 746 Final Environmental Impact Statement I
f
Bypass Alternative 4B: Natural Systems Subject to Shading by Bridges
C
i strums Wetlands Cove Chestnut
ross
ng
ttu m r
Len --
Area
Area Forest Oak Fores
Ar
1 70 0.02 ---- ---- 0.48
8 195 0.04 -- 1.88 ----
9 80 0.02 ---- 0.28 0.51
10 180 0.06 ---- 0.19 1.05
14 75 0.02 ---- 0.99 0.77
17 140 0.04 ---- 0.08 0.33
21 150 0.05 ---- 0.52 ----
22 80 0.02 ---- 1.08 ----
23 180 0.05 0.04 0.35 ----
24 80 0.08 ---- ----
Total 1,230 0.40 0.04 5.37 3.14
Comment: "H) As a result of the impacts from proposed bridges not being counted for each
alternative, Alternative 413 appears to have much lower impacts to natural systems than is really
the case. Please revise the impact totals for this alternative."
Response: The NCDOT did not recommend Bypass Alternative 4B as the Preferred
Alternative.
Comment: "I) On page 4-98, the document indicates that some streams, "...must be filled and
moved in order to accommodate the new roadway". As part of issuing the 401 Water Quality
Certification, avoidance and minimization to jurisdictional wetlands and streams is necessary. As
such, the first order of roadway alignment is to consider moving the road to accommodate the
streams. After that has been assessed, then we can consider filling and relocating streams. Please
make the necessary changes to the document and roadway designs."
Response: Wetlands and stream impacts presented in the DEIS were based on
construction limits generated as part of the preliminary designs. The preliminary designs
avoid and minimize impacts to jurisdictional areas identified during the field delineation
and functional analysis. The Merger Team met and concurred on April 20, 2004 on
alignment adjustments to minimize impacts to wetlands and surface waters (concurrence
point 4a). Coordination with the Merger Team will continue through final hydraulic
design and permit drawings (concurrence points 4b and 4c).
"
J) It is difficult to discern the presence of wetlands and streams on the maps
Comment:
presented in the document. Please provide mapping that more clearly shows the proposed
alternatives superimposed over the impacted resources."
I US 321 Improvements (R-2237C) 7-47 Final Environmental Impact Statement
Response: The concern is noted. The specific locations of streams and wetlands are
indicated on the design drawings included in the DEIS Appendix D. Jurisdictional area
numbering has been added to the design drawings in the FEIS. (See Appendix D)
Comment: "K) In reviewing Alternatives IA and 1B, it appears that several parallel impacts to
streams may be avoidable by realigning the proposed road (see comment I). It should be noted
that avoidance and minimization of impacts to jurisdictional wetlands and streams is essential
prior to issuance of the 401 Water Quality Certification. Please review the design and provide an
explanation as to why the road cannot be realigned to avoid or minimize this impact."
Response: The NCDOT did not recommend Bypass Alternative IA or 1B as the
Preferred Alternative. Efforts to avoid and minimize impacts to jurisdictional wetlands
and streams were made during preparation of the preliminary designs used to assess
potential impacts. If one of these alternatives were recommended as the Preferred
Alternative, final designers would examine opportunities to further reduce stream.
impacts.
Comment: "L) In comparing Tables 4-23 through 4-27, it appears as if the crossing numbers for
impacted streams have been established so that alternatives that share the same crossing have the
same number. As an example, it appears in reviewing the roadway designs, that the crossing
number 1 for Alternatives 4A and 4B is the same stream. However, the impact totals presented in
Tables 4-26 and 4-27 are not the same. However, crossing 7 for alternatives IA and 113 is the
same. Please clarify the apparent discrepancy throughout all the tables."
Response: The crossing numbers were not established so that alternatives that share the
same crossing have the same number. A jurisdictional system is designated a crossing
number along a reach that maintains essentially the same physical and hydrological
features. To use the examples presented in the comment, crossing 1 is a bank-to-bank
stream that exhibits approximately the same physical (substrate, valley slope, stream
type) and hydrological (groundwater fed perennial stream) features throughout the
approximately 1000 foot reach delineated. Alternatives 4A and 4B cross this stream at
different locations, resulting in the difference in potential impacts for crossing 1. The
situation for crossing 7 differs in that Alternatives lA and 1B have the same footprint at
this system crossing, resulting in the same potential impacts for both alternatives.
Comment: "M) Typical roadway cross-sections for the Widen Existing Alternative show
varying median widths ranging from 4 feet to 16 feet. One of the negative aspects of the
Widening Alternative is the impact to homes and businesses. Please provide an explanation that
details the rationale for the varying median widths. In addition, a small median (4 feet) from
south of Blowing Rock to the intersection with Possum Hollow Road should considered for this
alternative. If a 4-foot median is not appropriate, please provide an explanation that details the
rationale for it not being used."
Response: The median width on the Widening Alternative varies from zero to 16 feet.
The width of the median varies based on traffic capacity need, environmental constraints,
and safety goals. South of the Town of Blowing Rock, the median is four feet wide and
provides a minimum separation between opposing directions of traffic in this section that
has a 50 mph design speed. Through this section, left-turn demands are low and left-turn
lanes are not warranted. Between the southern town limits and US 321 Business no
median is provided because of the need to minimize impacts through the historic district
and the area between the historic district and US 321 Business. The landscaped median
US 321 Improvements (R-2237C) 7-48 Final Environmental Impact Statement I
11
shown in the DEIS (Figure 2-18A) in front of the Green Park Inn was removed for the
purpose of reducing impacts at the request of Green Park Historic District stakeholders.
' From Business US 321 to US 221, the median width is 16 feet. A raised, 16 foot median
creates a safer road by providing a positive separation between opposing traffic and by
regulating where left turns can be made. Furthermore, left-turn lanes can be placed
within a 16-foot wide median where needed to provide the capacity necessary to meet the
project's purpose and need. This median is provided where environmental constraints
allow and where higher left-turning volumes warrant left-turn lanes, specifically, north of
US 321 Business.
Comment: "N) In reference to crossing number two on the Widening Alternative, it appears as if
the road can be moved to avoid or minimize this impact. Please review the present design and
provide new plans that avoid and/or minimize the impact. If the prescribed realignment is not
possible, please provide a detailed explanation."
Response: The Preferred Alternative will widen US 3?1 towards stream number 2
because a steep hillside exists on the opposite side of the road. In addition, an existing
sharp curve exists just south of the stream, which is preceded by a short straight section
of road and another sharp curve. Widening on the opposite side of the road, while not
worsening the existing sharp curve just south of the stream, would necessitate a cut into
the hillside that would displace seven homes, one of which is a contributing structure of
the Green Park Historic District. This issue was discussed and resolved at the
Concurrence Point 2A meeting of the project's NEPA1404 Merger Team. This meeting is
discussed in Section 7.10.2.
Comment: "O) In future documentation, please provide mapping with labels that correspond to
the table of impacts. As an example, crossing 2 on the Widening Alternative could be labeled as
crossing two on the design drawings."
Response: The concern is noted. Wetland and stream numbering have been added to the
design drawings in this FEIS, Appendix D.
Comment: "P) In reference to crossing 2 on Alternative 1B, it appears as if the impact can be
avoided or minimized by moving the roadway alignment. Please review the present design and
provide new plans that avoid and/or minimize the impact. If the prescribed realignment is not
possible, please provide a detailed explanation."
Response: The NCDOT did not recommend Bypass Alternative 1B as the Preferred
Alternative. Efforts to avoid and minimize impacts to jurisdictional streams were made
during preparation of the preliminary designs used to assess potential impacts. If this
alternative were recommended as the Preferred Alternative, final designers would
examine opportunities to further reduce stream impacts.
Comment: "Q) On page 4-102, the document states that the project would require the use of a
Nationwide 14 general permit. Given the magnitude and nature of the impacts, we believe that
the project will require an Individual Permit from the US Army Corps of Engineers, and
corresponding Individual Certification from the NCDWQ."
Response: Text on page 4-102 in the DEIS states that "Because many of the expected
impacts would involve perpendicular crossings of small tributaries (Volume 65, Federal
Register [FRI, pages 128888, 12889, May 9, 2000), consideration should be given to the
US 321 Improvements (R-2237Q 7-49 Final Environmental Impact Statement
use of Nationwide Permit #14 (linear transportation crossings) or General Permit
#198200031. If the USACOE deems the use of nationwide or general permitting
inappropriate, an Individual Section 404 permit would be required. "
In the final analysis, the U.S. Army Corps of Engineers will dictate what permits will be
used, and NWP #14 may be considered as part of this evaluation. In their comments,
they indicated that at this time they believe an Individual Permit will be required. The
above text was revised in the FEIS to reflect this position.
Comment: "R) On page 4-111, Section 4.15.1-4.15.4, all anticipated impacts from utility
relocations should be included as part of the overall project impacts for each alternative."
Response: Utility relocations are expected to be confined to the planned right-of-way, as
designated in the design plans, and are taken into account in the impacts presented in the
DEIS and FEIS. No substantial additional impacts are expected.
Comment: "S) On page 4-114, the document indicates that the existing development trends will
not be affected by congestion because the areas where development is occurring do not use
US 321 for access to Blowing Rock and associated amenities. Assuming this assertion is
accurate, doesn't it potentially argue against the need for the project at all? Please review this
analysis and modify as appropriate."
Response. The assertion is correct. Existing development trends are expected to
continue whether or not US 321 is improved. If US 321 is not improved, the traffic
generated by existing and planned development and tourism in the region will result in
congestion on US 321. If US 321 is improved, the traffic generated in the region by
existing and planned development and tourism will not result in congestion on US 321.
The need for the project is not solely to support development within Blowing Rock.
Comment: "T) While the discussion on potential secondary and cumulative impacts from the
project is good, additional information about the various water quality programs that are
associated with the water body classifications should be added. As an example, several impacted
streams are classified as Trout Waters. These waters have a set of protections associated with the
Trout Waters classification. A listing of those protections and how they work to protect water
quality is necessary as part of the discussion for the 401 Water Quality Certification. In addition,
given the presence of waters classified as Trout Waters and based on our internal policy regarding
the type of analysis required for each project, a quantitative assessment of the anticipated
secondary and cumulative impacts from the project will be required as part of the 401 Water
Quality Certification application. The discussions required for the issuance of the 401 Water
Quality Certification could easily be included at this stage of the environmental document
development."
Response: A quantitative assessment of the anticipated secondary and cumulative
impacts will be completed prior to issuance of the 401 Water Quality Certification
permit.
Comment: "U) The impacts associated with borrow and waste sites is a product of the road
project and the responsibility of the NCDOT. As such, all the anticipated impacts resultant from
the location and use of borrow and waste sites needs to be included in the 401 Water Quality
Certification."
US 321 Improvements (R-2237C) 7-50 Final Environmental Impact Statement I
1
f
Response: The concern is noted and will be discussed further during the Section 404
permit application process. This impact is discussed in Section 4.17.6 in Chapter 4 of the
DEIS and Section 4.16.5 in Chapter 4 of the FEIS. This section indicates that the
earthwork can be balanced with the Widening (Preferred) Alternative and thus no need
for borrow and waste sites is anticipated.
Comment: "V) On page 4-145, the document indicates that the construction of Alternative 1A or
1B would prove detrimental to further development in the area. It has been our experience that
this statement is inaccurate. We have seen repeated examples of the construction of a new
location roadway accelerating development in the adjacent area. However, examples of the
converse have not been observed. Please review this statement and provide supporting
documentation to validate the assertion."
Response: The NCDOT did not recommend Bypass Alternative 1A or IB as the
Preferred Alternative. Bypass Alternative IA and IB would not provide road access to
the developing areas through which it would pass. Further, the development occurring
in the area through which these alternatives would pass and the focus of development in
much of Blowing Rock as a whole is vacation homes in a quiet setting. These two
alternatives would bring traffic and noise into this quiet setting. Thus, it was concluded
that future development of vacation homes in this area would be discouraged and the
demand for such homes would be met in other parts of undeveloped Blowing Rock and its
environs.
Comment: "W) On page 8-11, the document indicates that the signed Merger agreements are
presented in Appendix B. Neither of the signed agreements is in Appendix B. Please add the
signed documents to the document."
Response: The concern is noted. Signed Merger Agreements have been included in
Appendix F of the FEIS.
Comment: "X) After the selection of the preferred alternative and prior to an issuance of the 401
Water Quality Certification, the NCDOT is respectfully reminded that they will need to
demonstrate the avoidance and minimization of impacts to wetlands (and streams) to the
maximum extent practicable. Based on the impacts described in the document, wetland
mitigation will be required for this project. Should the impacts to jurisdictional wetlands exceed
1.0 acres, mitigation maybe required in accordance with NCDWQ Wetland Rules 115A NCAC
2H.0506 (h)(2)}."
Response: The concern is noted and the NCDOT will follow the procedures required by
Sections 401 and 404 of the Clean Water Act. The anticipated wetland impacts of the
Preferred Alternatives evaluated in the FEIS is less than one-tenth of an acre. On April
20, 2004, the Merger Team, including the Division of Water Quality, agreed that the
Widening (Preferred) Alternative's alignment does avoid and minimize impacts to water
resources to the extent practicable (concurrence point 4a). (See Appendix F and Section
7.10.2)
Comment: "Y) In accordance with the NCDWQ Wetlands Rules (15A NCAC 2H.0506(b)(6)),
mitigation will be required for impacts of greater than 150 linear feet to any single perennial
stream. In the event that mitigation is required, the mitigation plan should be designed to replace
appropriate lost functions and values. In accordance with the NCDWQ Wetlands Rules { 15A
US 321 Improvements (R-2237Q 7-51 Final Environmental Impact Statement
NCAC 211.0506 (h)(3)), the Wetland Restoration Program may be available for use as stream
mitigation."
Response: The concern is noted. It is anticipated that any required off-site mitigation
would be handled through the Ecosystem Enhancement Program (EEP).
Comment: "Z) Where streams must be crossed, the DWQ prefers bridges be used in lieu of
culverts. However, we realize that economic considerations often require the use of culverts.
Please be advised that culverts should be countersunk to allow unimpeded passage by fish and
other aquatic organisms. Moreover, in areas where high quality wetlands or streams are
impacted, a bridge may prove preferable. When applicable, DOT should not install the bridge
bents in the creek, to the maximum extent practicable."
Response: Culverts would be countersunk. The question of the appropriateness of
bridges or culverts was addressed by the NEPA/Section 404 Merger Team on April 20,
2004. The Division of Water Quality concurred on this date with the proposed use of
bridges versus culverts with the Widening (Preferred) Alternative (Concurrence Point
2a). (See Appendix F and Section 7.10.2)
Comment: "AA) Sediment and erosion control measures should not be placed in wetlands."
Response: Sediment and erosion control measures will not be placed in wetlands.
Comment: "BB) Borrow/waste areas should avoid wetlands to the maximum extent practicable.
Impacts to wetlands in borrow/waste areas could precipitate compensatory mitigation."
Response: Borrow/waste areas will avoid wetlands to the maximum extent practicable.
Borrow/waste areas are discussed in Section 4.17.6 in Chapter 4 of the DEIS and
Section 4.165 in Chapter 4 of the FEIS. This section indicates that the earthwork can be
balanced with the Widening (Preferred) Alternative and thus no need for borrow and
waste sites is anticipated.
Comment: "CC) The 401 Water Quality Certification application will need to specifically
address the proposed methods for stormwater management. More specifically, stormwater should
not be permitted to discharge directly into the creek. Instead, stormwater should be designed to
drain to a properly designed stormwater detention facility/apparatus."
Response: The concern is noted. Stormwater issues would be discussed during final
design, continued Merger Team coordination (Concurrence Points 4b and 4c), and
during the Section 4041401 permit process.
Comment: "DD) There should be a discussion on mitigation plans for unavoidable impacts. If
mitigation is required, it is preferable to present a conceptual (if not finalized) mitigation plan
with the environmental documentation. While the NCDWQ realizes that this may not always be
practical, it should be noted that for projects requiring mitigation, appropriate mitigation plans
will be required in conjunction with the issuance of a 401 Water Quality Certification."
Response: Section 4.9.3 in Chapter 4 of the FEIS discusses the permitting and mitigation
section of the document. As stated, a mitigation site search was conducted during the
project fieldwork. The location of these sites and potential mitigation measures are
US 321 Improvements (R-2237Q 7-52 Final Environmental Impact Statement
listed. More detail concerning potential mitigation will be generated during final design,
and discussed with the Merger Team during Concurrence Point 4b and 4c meetings.
Comment: "BE) Future documentation should include an itemized listing of the proposed
wetland and stream impacts with corresponding mapping."
Response: Table 4-23 to Table 4-28 in Chapter 4 of the DEIS and Table 4-25 to Table
4-30 in Chapter 4 of the FEIS provide an itemized listing of wetland and stream impacts.
Jurisdictional area numbers were added to the design drawings in the FEIS Appendix D.
"
FF) Based on the information presented in the document, the magnitude of impacts
Comment:
to wetlands and streams will require an Individual Permit application to the Corps of Engineers
and corresponding 401 Water Quality Certification. Please be advised that a 401 Water Quality
Certification requires satisfactory protection of water quality to ensure that water quality
standards are met and no wetland or stream uses are lost. Final permit authorization will require
the submittal of a formal application by the NCDOT and written concurrence from the NCDWQ.
Please be aware that any approval will be contingent on appropriate avoidance and minimization
of wetland and stream impacts to the maximum extent practicable, the development of an
acceptable stormwater management plan, and the inclusion of appropriate mitigation plans where
appropriate."
Response: The USACE will dictate whether an Individual Permit will be required.
NCDOT will provide necessary information to support whatever permits are required. In
their comments, the USACE indicated that at this time they also believe an Individual
Permit would be required.
Department of Environmental and Natural Resources - Winston Salem Regional Office
Comment: "Any open burning associated with subject proposal must be in compliance with 15
A NCAC 12D.1900. Demolition or renovations of structures containing asbestos material must
be in compliance with 15 A NCAC 2D.1110 (a) (1) which requires notification and removal prior
to demolition. The Sedimentation Pollution Control Act of 1973 must be properly addressed for
any land disturbing activity. An erosion and sedimentation control plan will be required if one or
more acres [is] to be disturbed. [A plan [must be] filed with proper Regional Office (Land
Quality Section) at least 30 days before beginning activity. A fee of $40 for the first acre or any
part of an acre. Abandonment of any wells, if required must be in accordance with Title
15A.Subchapter 2C.0100. Notification of the proper regional office is requested if "orphan"
underground storage tanks (USTS) are discovered during any excavation operation."
Response: The position is noted. NCDOT will secure necessary permits from the DENR
in accordance with state law.
North Carolina Wildlife Resources Commission
Comment: "NCWRC has provided comments on this project at various stages in the past.
Copies of two previous project reviews by NCWRC are in Appendix A of the document [DEIS],
the most recent dated February 15, 2000. These comments remain appropriate to the project and
NCWRC continues to support the widening of existing US 321 Alternative."
Response: The position is noted.
US 321 Improvements (R-2237Q 7-53 Final Environmental Impact Statement
7.9.3 Regional and Local
Appalachian Regional Commission
Comment: "The proposed project will not have any adverse effect on the Appalachian
Development Highway System."
Response: No response required.
Caldwell Community College and Technical Institute
Comment: "The Board of Trustees, at it's [sic] regularly scheduled meeting on September 19,
2002, instructed me to convey on their behalf a recommendation with regard to the safe travel of
faculty, staff and students between the campus in Caldwell County and Watauga County. The
Highway 321 project will have an impact on the aforementioned groups of individuals. As such,
it is our recommendation that the North Carolina Department of Transportation consider for the
project the safest, most cost-efficient route that would be the least disruptive to the environment.
We endorse the widening of Highway 321 in place."
Response: The position of the Caldwell Community College and Technical Institute is
noted.
County of Caldwell
Comment: "After many years and many words from many people concerning the widening of
321 through Caldwell County and Watauga County into a four-lane thoroughfare, I will be as
succinct as possible in expressing Caldwell County Board of Commissioners "opinion"
concerning same.
We believe and support the improvement of [US] 321:
• By the most cost effective route
• As expeditiously as possible
• With the least environmental impact to the County's topography
• We also believe that nothing on this earth can be done that will make everybody happy but
we do believe that more people will appreciate the road improvement than not. As County
Commissioners we have completed a lot of projects by giving the most weight to the most
people and not to the few. We have been driven by the greater good in all that we have done
and we ask that you and the Department of Transportation do the same."
Response: The position of the County of Caldwell is noted.
Town of Blowing Rock
Comment: Unfavorable Response. Resolution submitted opposing all build alternatives.
Response: The position of the Town of Blowing Rock is noted.
Town of Boone
Comment: The DEIS received a favorable rating (meaning the project is in agreement with the
goals and objectives of the Town's programs) from the Town of Boone (via Greg Young Boone
Town Manager). It was noted that the project is listed in the Watauga County Thoroughfare Plan.
US 321 Improvements (R-2237Q 7-54 . Final Environmental Impact Statement I
I Response: No response needed.
' Watauga County Board of Commissioners
Comment: No comment. A copy of the Watauga County Thoroughfare Plan was submitted as
an attachment.
Response: No response needed.
7.10 NCDOT Post Hearing NEPA/404 Merger Team Meetings
7.10.1 NEPA/404 Concurrence Point 3 Merger Meeting
The NEPA/404 Concurrence Point 3 Merger Meeting was held January 15, 2003.
Representatives from the following agencies were in attendance:
• North Carolina Department of Transportation;
• US Army Corps of Engineers;
• North Carolina Division of Water Quality;
• North Carolina State Historic Preservation Officer;
• North Carolina Wildlife Resources Commission
• US Environmental Protection Agency;
• US Fish and Wildlife Service; and
• National Park Service, Blue Ridge Parkway;
' The purpose of this meeting was to reach concurrence from Merger Team members for the
selection of a Least Environmentally Damaging Practicable Alternative (LEDPA) for the US 321
Improvements Project in Blowing Rock. The NCDOT recommended the Widening Alternative
to the Merger Team as the LEDPA.
Three key considerations were identified that guided the NCDOT's opinion regarding the
LEDPA:
1. If the Green Park Historic District were not affected, the Widening Alternative would clearly
be the least environmentally damaging alternative.
2. The magnitude of the impact to the Green Park Inn Historic District by the Widening
Alternative is not enough to outweigh the resulting negative community and environmental
impacts of either Bypass Alternative 1 design or either Bypass Alternative 4 design.
3. Mitigation opportunities exist with the Widening Alternative. Landscaping, revegetation,
replacement and installation of new rock walls, and burying utilities are examples of
initiatives to compensate for impacts to the Town of Blowing Rock. However, it would be
extremely difficult to mitigate the damage to the natural environment, the surrounding
hillside, and the local neighborhoods by a bypass alternative.
All Merger Team Agencies signed the Concurrence Point 3 form selecting the Widening
Alternative as the LEDPA with the exception of the State Historic Preservation Officer's (SHPO)
representative. The SHPO's representative could not concur because of the impacts of the
Widening Alternative upon historic properties; however, the SHPO's representative stated that
US 321 Improvements (R-2237Q 7-55 Final Environmental Impact Statement
the agency was willing to proceed with Section 106 mitigation discussions. The signed
concurrence form is included in Appendix F.
7.10.2 Concurrence Point 4A and 2A Meeting
The NEPA/404 Concurrence Point 4A and 2A Merger Meeting was held on April 20, 2004
Representatives from the following agencies were in attendance:
• North Carolina Department of Transportation;
• US Army Corps of Engineers;
• North Carolina Division of Water Quality;
• North Carolina State Historic Preservation Officer;
• North Carolina Wildlife Resources Commission;
• US Environmental Protection Agency;
• US Fish and Wildlife Service; and
• National Park Service, Blue Ridge Parkway
The purpose of this meeting was to receive concurrence from Merger Team members for
Avoidance and Minimization efforts regarding streams and wetlands for the design of the
Widening (Preferred) Alternative (Concurrence Point 4a) and bridge locations and lengths
(Concurrence Point 2a). The team evaluated NCDOT's mitigation efforts. Notable comments
included:
• Stream system 1 (see Figure 3-9 in Chapter 3) would need a retaining wall in excess of 90
feet high to avoid the impact;
• Shifting the alignment away from the stream system 2 stream and wetland would create
substantial impacts on the opposite side of the road (including seven additional residential
relocations, one of which is a contributing structure to the Green Park Historic District) and
potentially unbalance the cut (excavation) and fill estimates; and
• The design characteristics of the proposed structure (a box culvert) at stream system 4 will
remain unchanged, however the DWQ indicated that seals and baffles would be evaluated at
permitting.
All Merger Team members signed the Concurrence Point 4A and 2A Agreement
7.11 Blowing Rock Town Council Mitigation Meetings
Four meetings were held by the NCDOT with the Blowing Rock Town Council at the Blowing
Rock Town Hall to discuss impact and mitigation issues with the purpose of developing an
agreement on a mitigation strategy. These meetings and associated exchanges of information
between the NCDOT and the Town resulted in the Memorandum of Understanding adopted by
both the Town Council and the NCDOT Board of Transportation. This agreement is presented in
Appendix G. The following sections briefly describe the primary points of discussion at the four
meetings.
US 321 Improvements (R-2237C) 7-56 Final Environmental Impact Statement
u
' 7.11.1 May 16, 2003 Meeting
Key issues desires noted by the Town Council at this initial mitigation meeting were:
' 1. To build a road that looks like a parkway; and
2. To maintain traffic flow during construction, as well as minimize and mitigate construction
impacts.
The Council also indicated that they wanted additional time to refine their mitigation objectives.
The NCDOT informed the Board that the NCDOT has a context sensitive solution team that
would evaluate issues related to mitigation. The Town Council decided not to appoint a
subcommittee to work with NCDOT, but to meet with the NCDOT as a body. In terms of the
construction period, the Council was interested in when construction would occur and how much
of an impact it would have on the operational use of the road. The Town Council also requested a
project timeline and indicated that the Town also needs to work with the NCDOT regarding
relocation of water and sewer lines. The NCDOT said that the goal of meeting with the Town
Council was the development of a formal agreement (e.g. Memorandum of Understanding)
between the Town and the NCDOT presenting mitigation strategies.
7.11.2 June 12, 2003 Meeting
This meeting focused on an item-by-item review of a "Town of Blowing Rock Town Council
Goals and Issues" list and a "Road Sections" assessment sheet prepared by the Town. The
NCDOT agreed to provide responses to the Board's goals in terms of their feasibility.
7.11.3 July 10, 2003 Meeting
The discussion during this meeting included decorative coach light specifications, an emergency
signal request at a planned fire station, the potential closure of Goforth Road at its intersection
with US 321, coordination of the signal at Food Lion and the next signal to the north (US 221),
traffic movement for the planned Blowing Rock Arts Center, and traffic calming with
landscaping. The NCDOT agreed to provide drawings to the Town of Blowing Rock showing
potential areas for broader landscaping, sidewalk locations, guard rail locations, and other
planting locations. Potential components of a landscape design were discussed including the
location of sidewalks.
' 7.11.4 October 7, 2003 Meeting
The meeting was held at the Blowing Rock Town Hall. The NCDOT presented a rough design
sketch that showed potential locations for wider berms (flat areas adjacent to the road curb) at
various locations along the corridor that could provide additional streetscaping opportunities.
The focus of the drawings was primarily on the area south of the US 321/US 321 Business
intersection and around the Sunset Drive area. Traffic maps annotated with current signs along
US 321 were provided to the Council because of a previously indicated interest by the Council in
reducing "sign clutter."
The possible configuration of an intersection at the Food Lion shopping center was discussed.
While the public hearing map shows a median opening at the Food Lion, the NCDOT's
preference is to provide no median opening, or at least to restrict left-turns out of the Food Lion
parking lot (i.e., provide a leftover). It was noted that without a full-movement median opening
US 321 Improvements (R-2237Q 7-57 Final Environmental Impact Statement
at that location, the need for a signal there would be eliminated. It was noted that a coordinated
signal system would be included in the project.
Pedestrian issues were discussed. Sidewalks will be included in the project. The NCDOT noted
that pedestrian crossings work best when they are part of a larger integrated transportation plan
(i.e., bicycle/pedestrian master plan). The Town indicated that they did not have any approved
long-term pedestrian plans; however, there is a plan to extend and rehabilitate existing sidewalk
south of downtown on US 321 Business to US 321.
Other issues discussed were:
• Emergency access across the median at a planned new fire station on US 321 and appropriate
mechanisms for warning travelers that a fire truck is leaving the station;
• That the NCDOT is conducting a new signal warrant study for the Country Club Drive
intersection with US 321; and
• Issue related to closing the Goforth Road intersection with US 321.
It was agreed that enough discussion had occurred for that point in time and that the NCDOT
would seek out answers to unanswered questions and draft a Memorandum of Understanding
accordingly. The Town would review the draft, and it would undergo iterations of revisions until
both parties were satisfied. Should another meeting prove necessary to discuss further the items
in the MOU, it would be scheduled. The MOU in Appendix G is this resulting agreement, and it
reflects the conclusions of these discussions and reviews and documents the agreement of both
parties.
7.12 Section 106 Consulting Party Meetings
A series of meetings were held with individuals, an organization, and an ad hoc group of citizens
to discuss the mitigation of impacts to the Green Park Historic District and the Green Park Inn
associated with the Preferred Alternative. These meetings were part of the process for developing
a Memorandum of Agreement between the NCDOT, the SHPO, and the USACE, as required by
Section 106 of the Historic Preservation Act when a planned federal action would have an
adverse effect on historic resources listed on or eligible for listing on the National Register of
Historic Places. In this case, the federal action is the issuance of a permit by the USACE for
impacts to jurisdictional water resources within the Green Park Historic District during
construction of the Preferred Alternative. The Memorandum of Agreement is presented in
Appendix G.
7.12.1 June 24, 2003 A.G. Jonas Cottage Meeting
This meeting was held at the David and Linda Laughter home (A.G. Jonas Cottage), a
contributing structure to the Green Park Historic District. The NCDOT, SHPO, and USACE
attended. The Laughters suggested that the alignment of the Preferred Alternative be shifted
closer to the Blowing Rock County Club golf course to reduce noise and visual impact at their
home. Relocation of the home to the north and west was also discussed. The NCDOT agreed to
and subsequently did examine the impact of moving US 321 away from the Laughters' property,
the merits of a noise barrier, and acquisition of the Laughter home. Ultimately, the NCDOT
decided to provide a fence with noise reduction characteristics approximately 12 feet high along
the property line blocking US 321 and its widened pavement from view (see Figure D-le). A
US 321 Improvements (R-2237Q 7-58 Final Environmental Impact Statement I
retaining wall was placed at the cottage instead of a cut slope to reduce the amount of new right-
of-way required for the widened road. Eleven-foot lanes would pass through the historic district
instead of 12-foot lanes. All other options were too costly, impractical, or in conflict with laws or
NCDOT policies.
7.12.2 June 24, 2003 Blowing Rock Country Club Meeting
This meeting was held at the Blowing Rock Country Club with the Board of Directors. The
NCDOT, SHPO, and USACE attended. The Country Club requested that of the NCDOT
abandon Goforth Road between US 321 and Galax Lane and that a left turn lane be placed on
US 321 at Country Club Drive. NCDOT agreed to closing Goforth Road and to conduct an
intersection analysis for a possible left turn lane on US 321 at Country Club Drive. The NCDOT
added a left turn lane at County Club Drive to the Preferred Alternative. The Country Club was
also concerned about the drainage from US 321 onto holes four and five on the golf course.
' NCDOT agreed to consider the golf course's concerns in developing the hydraulic design during
final design.
7.12.3 June 25, 2003 Hayes Meeting
The meeting was held at the residence of Ms. Miriam Hayes. Ms. Virginia Stevens (a Blowing
Rock resident active in historic preservation in Blowing Rock), the NCDOT, SHPO, and USACE
attended. Concern discussed at the meeting included: air quality and noise levels, not
incorporating a median in front of the Green Park Inn, keeping US 321 open during construction,
the impacts of blasting on local residents, narrowing lanes from 12 feet to 11 feet wide, putting
guard rail between the curb and gutter, preservation of the blueberry bushes near US 321, tractor
trailer brake noise, and use stone walls. The NCDOT said they would keep the road open during
construction except during blasting, update the mapping to ensure all structures are counted when
planning how to minimize disturbances associated with blasting, and relocate or replace the
blueberry bushes if they are in the right of way of the Preferred Alternative. The median in front
of the Green Park Inn was ultimately eliminated from the design.
7.12.4 June 25, 2003 Green Park Inn Meeting
The meeting was held with at the Green Park Inn with the manager of the Inn. NCDOT, SHPO,
and USACE representatives attended. The NCDOT and SHPO representatives described
potential mitigation opportunities for the Inn. The manager said:
' • The Inn was not against abandoning Goforth Road as long as the fourth hole green of the
'
s golf course does not move any closer to the Inn;
Blowing Rock Country Club
• Patron access to the Inn must be maintained during construction;
• He liked the idea of a median in front of the Inn because the current road is unattractive and a
median would soften the view;
• The Inn has an informal agreement with the owner to park on the gravel area across from the
Inn but no longer owns the property;
US 321 Improvements (R-2237C) 7-59 Final Environmental Impact Statement
• He wants project related impacts on the Inn minimized where possible; and
• Construction management that will minimize construction impacts is a key issue for the Inn.
Alternatives for funding improvements to the Inn as a mitigation strategy also were discussed and
the NCDOT asked the manager to provide a current list of planned improvements and estimated
costs for informational purposes.
7.12.5 July 25, 2003 Meeting with the Owner of the Green Park Inn
Representatives of the NCDOT and the SHPO met with the owner of the Green Park Inn at the
SHPO's offices in Raleigh, North Carolina. Potential mitigation opportunities for the Inn were
discussed, including potential funding sources for improvements to the Inn. Impact mitigation at
the Inn is reflected in the Memorandum of Agreement presented in Appendix G. The owner of
the Inn signed the agreement as a concurring party.
7.12.6 July 31, 2003 Section 106 Consulting Parties Open House
The open house was held at the Green Park Inn. The purpose was to provide a forum for anyone
with a stake in mitigation of impacts to the Green Park Historic District to come and discuss the
project, their concerns, and ideas with the study team. NCDOT, SHPO, and USACE
representatives attended. Approximately 40 interested stakeholders attended the meeting.
Comments and questions were generally focused on construction traffic impacts, noise, blasting,
and neighborhood issues (pedestrian access and landscaping).
7.12.7 October 29, 2003 Small Group Meeting
This meeting was at the American Legion Hall in Blowing Rockwith an ad hoc group of property
owners in the Green Park Historic District. Representatives from the NCDOT, the SHPO, the
USACE, the Town of Blowing Rock, attended. Representatives of the National Trust for Historic
preservation attended via telephone. The group expressed the following generalized concerns:
• Potential harm to businesses and residences during the construction process;
• Road design (speed, noise, etc.); and
• Neighborhood issues (pedestrian access, landscaping, etc.).
NCDOT was provided a written summary of the group's concerns. NCDOT agreed to follow up
with the group and provide an individual response to each question. The follow-up responses
were sent to the group on August 4, 2004.
7.12.8 August 6, 2004 Small Group Meeting
A second meeting with the ad hoc group of property owners from the Green Park Historic District
was held at the Gideon Ridge Inn in Blowing Rock. Representatives from NCDOT, the SHPO,
and the USACE attended. NCDOT and SHPO representatives addressed specific questions from
the group and discussed progress on the Memorandum of Agreement, the projected date for
approval, and the roles and responsibilities of MOA concurring parties.
US 321 Improvements (R-2237Q 7-60 Final Environmental Impact Statement
r
7.13 October 3, 2003 Meeting with The Pines
Representatives of the NCDOT met with representatives of The Pines subdivision, which is east
of US 321 and north of Norwood Circle. They asked that their gated emergency vehicle access
point on US 321 be retained. Without it, fire trucks cannot reach all of the homes in the
subdivision. The NCDOT agreed it would be maintained with the Preferred Alternative. This
commitment is included in the Memorandum of Understanding with the Town of Blowing Rock
(Appendix G).
US 321 Improvements (R-2237Q
7-61 Final Environmental Impact Statement
Index
1
INDEX
-A-
Ability to serve the project's purpose and
need
Bypass Alternatives lA and 113, 2-83
Bypass Alternative 4A and 413, 2-94
Preferred Alternative, 2-73
Access control, existing, 1-8
Actions required for the proposed project,
other agencies, xxvi
Agencies, organizations, and persons to
whom copies of the statement are sent
Federal agencies, 6-1
Interest groups, 6-3
Local governments and agencies, 6-2
Public review locations, 6-3
State agencies, 6-2
Air quality conformance, 4-65
Air quality
Construction
Fugitive dust emissions, 4-155
Mobile source emissions, 4-156
Existing, 3-33
Impacts, 4-62
Regional analysis, 4-62
Microscale analysis, 4-65
Alternatives
Build alternatives description, 2-61
Considered, 2-1
Studies chronology, 2-1
Alternatives selected for detailed evaluation
in the DEIS
1997,2-35
July 1999, 2-38
Alternatives to four-lane project
Description, 2-39
Improvements postponement, xxi, 2-39
No-Build, xx, 2-39
Partial four-lane alternative, xxi, 2-55
Summary description, xx
Transit, xxi, 2-46
Transportation systems management, xxi,
2-49
US 321 re-designation, xxi, 2-39
US 421 to Hickory, NC, improving
connection, xxi, 2-46
Aquatic resources
Existing, 3-67
Impacts, 4-102, 4-107
Archaeological resources
Existing, 3-53
Impacts, 4-91
-B-
Background information on the project, 1-2
Blasting materials, handling during
construction, 4-151
Blasting procedures and controls, 4-148
Blasting requirements, Blowing Rock, 4-149
Blowing Rock
Comprehensive planning, 3-16
History of development, 3-1
Land use plan compatibility, 4-22
Blowing Rock Assembly Grounds
Description, 3-53
Impacts, 4-92
Blowing Rock Country Club
Description, 3-53
Hole #4, impacts, 4-92
Impacts, 4-92
Blowing Rock Town Council meetings on
impact mitigation, 7-56 (see "mitigation
agreements")
Blue Ridge Parkway
Cumulative impacts of highway projects,
4-139
Description, 3-54
Development issues, 3-55
Effects of other NCDOT projects, 3-55
Impacts, 4-93
Notable features, 3-55
Purpose, 3-55
Value, 3-54
Viewshed mapping, 4-48
Bollinger-Hartley House, impacts, 4-79 (See
historic resources, existing")
Building permits, 3-9
Business impacts
Existing businesses, because of
construction activity, 4-8
US 321 Improvements (R-2237Q IN-1 Final Environmental Impact Statement
Long-term on business activity and
business climate, 4-14
Near-term on existing business following
completion of the alternatives, 4-9
Observations of local business persons
and realtors, 4-6
Bypass Alternative
1A and 113,
Ability to serve the project's purpose
and need, 2-83
Cost, 2-81
Description, 2-75
Design characteristics, 2-76
Design criteria, 2-76
Final design opportunities, 2-81
Summary description, xviii
Summary impacts, xxiii, xxiv
lA
Construction period procedures and
options, 2-81
1B
Construction period procedures and
options, 2-83
4A and 4B
Ability to serve the project's purpose
and need, 2-94
Cost, 2-91
Description, 2-83
Design criteria, 2-84
Final design opportunities, 2-91
Roadway and bridge design
characteristics, 2-84
Summary description, xix,
Summary impacts, xxv, xxv
Tunnel design characteristics, 2-87
4A
Construction period procedures and
options, 2-91
4B
Construction period procedures and
options, 2-92
Landscaping and revegetation, 2-95
Bypass alternatives study
Additional bypass alternatives added,
2-13
Assessment of potential alternatives, 2-15
Assessment questionnaire, 7-9
Citizen involvement, 7-4
Citizens Advisory Committee meetings
July 12, 1995, 7-4
July 31, 1996, 7-6
June 24, 1997, 7-8
March 27, 1996, 7-6
November 11, 1995, 7-5
Citizens Informational Workshops
August 29, 1995, 7-4
August 1, 1996, 7-7
Eliminated alternatives, 2-34
Initial alternatives, 2-10
Interagency/Steering Committee Meeting,
December 17, 1996, 7-8
Selection of alternatives, 2-8
Video presentation, March 8, 1999, 7-9
Bypass studies,
1990-1993 , 2-8
1995-1997, 2-2, 2-10
1998-1999, 2-6
_C_
Cable lines
Existing, 3-85
Impacts, 4-122
Caldwell County
Communities, 3-17
Comprehensive planning, 3-17
History of development, 3-2
Land use plan compatibility, 4-20
Citizens Advisory Committee meetings
July 12, 1995, 7-4
July 31, 1996, 7-6
June 24, 1997, 7-8
March 27, 1996, 7-6
November 11, 1995, 7-5
Citizens Informational Workshop
August 29, 1995, 7-4
August 1, 1996, 7-7
Comments and coordination
Environmental Assessment, 7-1
Draft Environmental Impact Statement,
7-10
Comments and responses, on the DEIS
Agency, federal 7-33
US Army Corps of Engineers, 7-33
US Department of Agriculture -
Natural Resources Conservation
Service, 7-33
US Department of Commerce -
National Ocean Service (NOS),
National Geodetic Survey, 7-34
US Department of the Interior, 7-34
US 321 Improvements (R-2237C) IN-2 Final Environmental Impact Statement
US Environmental Protection Agency,
7-40
Agency, State of North Carolina, 7-44
Department of Environmental and
Natural Resources - Division of
Environmental Health, 7-44
Department of Environmental and
Natural Resources - Division of
Forest Resources, 7-44
Department of Environmental and
Natural Resources - Division of
Water Quality, 7-44
Department of Environmental and
Natural Resources - Winston Salem
Regional Office, 7-44
North Carolina Wildlife Resources
Commission, 7-53
Local (see "regional and local")
Public, 7-16
Against a bypass, 7-27
Against the Widening Alternatives,
7-17
Potential greater influence of bypass
supporters, 7-29
Support a bypass, 7-25
Support of No-Build Alternative, 7-29
Support the Widening Alternative,
7-23
Regional and local, 7-54
Appalachian Regional Commission,
7-54
Caldwell Community College and
Technical Institute, 7-54
County of Caldwell, 7-54
Town of Blowing Rock, 7-54
Town of Boone, 7-54
Watauga County, 7-55
Commitments, project, iii
Communities
Caldwell County, 3-17
Watauga County, 3-18
Community
Facilities, 3-19
Impacts
Resources and facilities, 4-29
Town of Blowing Rock and
surrounding community, 4-2
Resources, 3-19
Services, 3-19
Comprehensive planning
Blowing Rock, 3-16
Caldwell County, 3-15
Watauga County, 3-15
Connection, Hickory, NC to US 421,
improving, xxi, 2-46
Construction
Activity, existing business impacts
because of, 4-8
Blasting procedures and controls, 4-148
Contract specifications, 4-143
Contractor incentives, 4-143
Bypass Alternatives IA and 1B , 4-144
Bypass Alternatives 4A and 4B , 4-144
Preferred Alternative, 4-144
Earthwork borrow and waste, 4-152
Impacts, 4-141
Procedures and options
Bypass Alternative IA, 2-81
Bypass Alternative 113, 2-83
Bypass Alternative 4A, 2-91
Bypass Alternative 4B, 2-92
Preferred Alternative, 2-69
Construction techniques, innovative 4-145
Early resident engineer involvement,
4-145
Integrated construction management,
4-145
Public outreach program, 4-145
Rapid response crew, 4-147
Contacts for making FEIS comments, xi
Controversy, areas of, xxvi
Coordination, 7-1
Citizens Advisory Committee, 7-13
Cultural resource agency meetings, 7-12
DEIS Preparation, 7-10
NEPA/Section 404 merger meetings
April;, 20, 2004 (concurrence points 4A
and 2A), 7-56
December 14, 2000 (concurrence point
1),7-11
January 18, 2001 (concurrence point 2),
7-12
January 15, 2003 (concurrence point 3),
7-55
November 4, 1999 (concurrence point
1),7-11
Corporate Services, Inc., preparers, 5-3
Cost
Bypass Alternatives IA and 1B, 2-81
Bypass Alternatives 4A and 413, 2-91
Preferred Alternative, 2-69
US 321 Improvements (R-2237Q
IN-3 Final Environmental Impact Statement
Crashes/safety
General, 1-1, 1-13
Rural, 1-14
Urban, 1-15
(See "ability to serve the project's
purpose and need")
Cultural resource agency meetings during
DEIS preparation, 7-12
Cumulative impacts, 4-123
-D-
DEIS preparation, 2-7
Description
Build Alternatives, 2-61
Bypass Alternatives IA and 113, 2-75
Bypass Alternatives 4A and 413, 2-83
Other proposed actions in the project area,
xix
Preferred Alternative, 2-61
Design characteristics
Bypass Alternatives IA and 113, 2-76
Bypass Alternatives 4A and 413, 2-84
Preferred Alternative, 2-62
Design criteria
Bypass Alternatives IA and 113, 2-76
Bypass Alternatives 4A and 413, 2-84
Landscaping and revegetation, 2-95
Preferred Alternative, 2-62
Displacement (see relocation)
-E-
Ecological resources
Existing, 3-59
Impacts, 4-102
Economics
Existing trends, 3-5
Impacts
Combined benefits and costs, 4-20
Construction expenditures, 4-16
Transportation system, 4-17
Transportation system user benefits
versus costs, 4-19
EcoScience Corporation, preparers, 5-3
Electric utilities
Existing, 3-85
Impacts, 4-122
Emergency services
Ambulance service, existing, 3-19
e
Fire and police prot
ction, existing, 3-19
Hospitals, existing, 3-19
Impacts, 4-29
Employment, existing, 3-6 '
Employment trends, existing, 3-5
Energy, impacts, 4-121
Environment use and the maintenance and
enhancement of long term productivity
Bypass Alternatives lA and 113, 4-158
Bypass Alternatives 4A and 4B, 4-159 '
Preferred Alternative, 4-157
Environment, description of existing, 3-1
Environment use and the maintenance and '
enhancement of long-term productivity,
4-157
Environmental Assessment '
1990-1994,2-2
Comments and coordination, 7-1
Environmental consequences, 4-1
Environmental impacts, summary, xxii '
Erosion control during construction, 4-153
Excavation procedures, 4-148
Blasting procedures and controls, 4-148
Bypass Alternatives IA and 113, 4-151
Bypass Alternatives 4A and 4B, 4-151
Geologic investigations for construction,
4-148
Preferred Alternative, 4-150
'
-F-
Farmlands,
Existing, 3-17
Impacts, 4-23
Federal listed threatened or endangered
species, 3-78
Final design opportunities
Bypass Alternatives lA and 113, 2-81
Bypass Alternatives 4A and 4B, 2-91 '
Fishing, 3-74
Floodplains
Impacts, 4-119
Location, 3-81
Floodways
Impacts, 4-119
Location, 3-81
Fog
Characteristics, 3-58 '
Impacts, 4-101
Forestry and Farming, 3-66
US 321 Improvements (R-2237C) IN-4 Final Environmental Impact Statement I
F-1
L
n
-G-
Geodetic survey markers relocation during
construction, 4-157
Geology, minerals, and soils, 3-59
GEOTEK & Associates, Inc., preparers, 5-3
Golder Associates, Inc., preparers, 5-3
Green Park Historic District, 3-41
Architectural and landscape features,
3-44
Boundary and contributing features, 3-41
Description, 3-41
Impacts
Blowing Rock Country Club hole #4,
4-89
Bypass Alternatives lA and 1B, effect,
4-90
Bypass Alternatives 4A and 413, effect,
4-90
Construction, 4-89
Displacement and land area used,
4-80
Drainage, 4-89
Incompatible development potential,
4-81
Noise, 4-88
Preferred Alternative, effect, 4-80
Traffic operations, 4-88
Visual change, 4-81
Mitigation,4-90
Noise, existing, 3-51
Traffic and pedestrian movement,
existing, 3-51
Use and ownership, 3-44
Views, existing, 3-51
Green Park Inn, 3-51
Access, guest movements and parking,
3-52
Characteristics, 3-51
Impacts, 4-91
Use and ownership, 3-51
-H-
Hazardous material sites
Existing, 3-84
Impacts, 4-120
Hickory, NC to US 421, improving
connection, xxi, 2-46
Historic resources
Existing, 3-39
Impacts, 4-78
mitigation agreements, 7-58
History of development, 3-1
Blowing Rock, 3-1
Caldwell County, 3-2
Watauga County, 3-2
Hospitals, existing, 3-19
Housing growth, Blowing Rock and
Caldwell and Watauga Counties, 3-8
Housing value, 3-9
Hunting, 3-67
Impact on
Air quality, 4-62
Aquatic resources, 4-102, 4-107
Archaeological resources, 4-91
Blowing Rock Assembly Grounds, 4-92
Blowing Rock Country Club, 4-92
Blue Ridge Parkway, 4-93
Bypass Alternative 1A, 4-94
Bypass Alternative 1B, 4-94
Bypass Alternative 4A, 4-94
Bypass Alternative 413, 4-97
Preferred Alternative, 4-94
Cable lines, 4-122
Community, 4-2
Facilities and resources, 4-29
Secondary and cumulative
Bypass Alternatives IA and 1B,
4-132
Bypass Alternatives 4A and 413,
4-135
No Build Alternative, 4-125
Preferred Alternative, 4-128
Construction, 4-141
Development trends
Bypass Alternatives lA and 1B, 4-132
Bypass Alternatives 4A and 4B, 4-135
No-Build Alternative, 4-125
Preferred Alternative, 4-129
Ecological resources
Direct, 4-102
Secondary and Cumulative,
Bypass Alternatives IA and 1B,
4-133
Bypass Alternatives 4A and 4B,
4-136
US 321 Improvements (R-2237C)
IN-5 Final Environmental Impact Statement
No-Build Alternative, 4-127
Preferred Alternative, 4-130
Economics, 4-6
Electric line, 4-122
Emergency service, 4-29
Energy, 4-121
Environmental impact, summary
Bypass Alternative IA, xxiii
Bypass Alternative 1B, xxiv
Bypass Alternative 4A, xxv
Bypass Alternative 4B, xxv
Preferred Alternative, xxii
Farmlands, 4-23
Floodplains , 4-119
Floodways, 4-119
Fog, 4-101
Green Park Historic District, 4-80
Hazardous material sites, 4-120
Jurisdictional areas (streams and
wetlands), 4-107
Landscape,
Bypass Alternative 1A, 4-39
Bypass Alternative 1B, 4-45
Bypass Alternative 4A, 4-48
Bypass Alternative 4B, 4-55
Preferred Alternative, 4-32
Land use plans, 4-20
Low income households, 4-30
Mineral resources, 4-121
Minority households, 4-30
National forest, 4-29
Neighborhood and community cohesion
Bypass Alternative IA, 4-26
Bypass Alternative 1B, 4-28
Bypass Alternative 4A, 4-28
Bypass Alternative 4B, 4-29
No-Build Alternative, 4-24
Preferred Alternative, 4-24
Noise, 4-66
Parks and recreation areas, 4-91
Plant communities, 4-104
Protected species, 4-116
Public transportation, 4-29
Rare and unique natural areas, 4-107
Schools, 4-29
Sewer, 4-121
Telephone lines, 4-122
Terrestrial resources, 4-104
Threatened or endangered species, 4-116
Underground storage tanks, 4-120
Utilities, 4-121
Visual and aesthetic quality, 4-30
Water, 4-102
Wildlife, 4-105
Income, 3-5
Interagency/Steering committee meeting,
December 17, 1996, 7-8
Intersections, 1-8
Irreversible and irretrievable commitments
of resources, 4-160
Jurisdictional areas (streams and wetlands)
Existing, 3-74
Impacts, 4-107
_L_
Land cover, regional, 3-65
Land use, existing, 3-11
Land use plan compatibility, 4-20
Blowing Rock, 4-22
Caldwell County, 4-20
Watauga County, 4-22
Landscape characteristics, existing, 3-22
Landform, 3-22
Manmade Development, 3-22
Vegetation, 3-22
Water, 3-22
Landscape, impact on
Landscape Unit 1
Bypass Alternative IA, 4-39
Bypass Alternative 1B, 4-47
Bypass Alternative 4A, 4-50
Bypass Alternative 4B, 4-55
Preferred Alternative, 4-32
Landscape Unit 2
Preferred Alternative, 4-33
Landscape Unit 3
Preferred Alternative, 4-36
Landscape Unit 4
Preferred Alternative, 4-36
Landscape Unit 5
Bypass Alternative IA, 4-43
Bypass Alternative 113, 4-47
Landscape Unit 6
Bypass Alternative IA, 4-45
Bypass Alternative 1B, 4-47
Bypass Alternative 4A, 4-51
US 321 Improvements (R-2237Q
IN-6 Final Environmental Impact Statement
Bypass Alternative 4B, 4-57
Preferred Alternative, 4-39
Landscape Unit 7
Bypass Alternative 4A, 4-54
Bypass Alternative 4B, 4-61
Landscape units, existing description, 3-23
Landscape Unit 1, 3-23
Landscape Unit 2, 3-29
Landscape Unit 3, 3-30
Landscape Unit 4, 3-30
Landscape Unit 5, 3-31
Landscape Unit 6, 3-32
Landscape Unit 7, 3-33
Landscaping and revegetation, 2-95
Bypass Alternatives, 2-97
Design criteria, 2-95
Plant materials, 2-96
Preferred Alternative, 2-96
Level of Service
1998,1-12
2025,1-12
Summary, 1-10
Low income populations
Existing, 3-20
Impacts, 4-30
-M-
Mattson, Alexander & Associates, Inc. ,
preparers, 5-3
Microscale Analysis, Air Quality, 4-63
Mineral Resources,
Existing, 3-59
Impacts, 4-121
Minority Populations
Existing, 3-20
Impacts, 4-30
Mitigation Agreements
Blowing Rock Town Council meetings,
7-56
May 16,2003,7-57
June 12, 2003, 7-57
July 10, 2003, 7-57
October 7, 2003, 7-57
Negotiation, 2-7
Section 106 Consulting Parry meetings,
7-58
August 6, 2004, small group, 7-60
July 25, 2003, Green Park Inn owner,
7-60
July 31, 2003, Open House, 7-60
June 24, 2003, A.G. Jonas cottage
7-58
June 24, 2003, Blowing Rock Country
Club, 7-59
June 25, 2003, Green Park Inn, 7-59
June 25, 2003, Hayes, 7-59
October, 29, 2003, small group, 7-60
Modal Interrelationships, 1-15
-N-
National Forest
Existing, 3-20
Impacts, 4-29
Natural physical resource impacts, 4-102
Natural resource protection, 3-81
Land use plans, 3-81
Zoning, 3-81
Need for project, 1-1
Neighborhoods and community cohesion,
impact, 4-23
Neighborhoods, existing
Caldwell County, 3-17
Watauga County, 3-18
NEPA/Section 404 Merger Team meetings,
7-10,7-55
Newsletters, 7-13
Fall 1997, 7-14
Fall 1999, 7-14
Fall 2000, 7-14
Spring 2001, 7-14
Summer 1995, 7-13
Summer 1996, 7-14
Summer 2001, 7-14
Summer 2002, 7-14
No-Build Alternative
Description, 2-39
Summary description, xx
Noise abatement, 4-75
Alignment modifications, 4-77
Land use controls, 4-77
Noise barriers, 4-76
Traffic system management measures,
4-77
Noise
Barriers to reduce noise, 4-76
Control during construction, 4-156
Existing, 3-38
Fundamental concepts of, 3-34
Green Park Historic District, 3-51
Impacts, 4-66
US 321 Improvements (R-2237C)
IN-7 Final Environmental Impact Statement
Measurements, existing, 3-35
Predicted levels, 4-68
Analysis, 4-75
Bypass Alternative 1A, 4-68
Bypass Alternative 1B, 4-72
Bypass Alternative 4A, 4-73
Bypass Alternative 4B, 4-74
No-Build Alternative, 4-68
Preferred Alternative, 4-68
Prediction model validation, 3-35
Standards and criteria, 4-66
Traffic impact model, 4-68
North Carolina Department of
Transportation (NCDOT), preparers, 5-1
-0-
Outreach programs
Newsletters, 7-13
Fall 1997, 7-14
Fall 1999, 7-14
Fall 2000, 7-14
Spring 2001, 7-14
Summer 1995, 7-13
Summer 1996, 7-14
Summer 2001, 7-14
Summer 2002, 7-14
Small group meetings, 7-15, 7-60, 7-60
Toll free project information line, 7-15
Website, 7-15
_P_
Parks and recreation areas
Existing, 3-53
Impacts, 4-91
Parsons Brinkerhoff Quade & Douglas,
Inc., preparers, 5-1
Partial four-lane alternative, 2-55
Ability to serve the project's purpose and
need, 2-60
Capacity, 2-55
Delay, urban corridor, 2-58
Geometric issues, 2-58
Safety issues, 2-60
Summary description, xxi
Pedestrian movements, 1-8
Permanent population, 3-2
Permits required, 2-97
Plant communities
Existing, 3-61
Impacts, 4-104
Plant materials, landscaping and
revegetation, 2-96
Population
Existing, 3-2
Forecast, 3-3
Growth, 1-5
Social groups, 3-3
Postponement of improvements
Description, 2-39
Summary description, xxi
Preferred Alternative
Ability to serve the project's purpose and
need, 2-73
Construction period procedures and
options, 2-69
Cost, 2-69
Description, 2-61
Design characteristics, 2-62
Design criteria, 2-62
Landscaping and revegetation, 2-96
Selection, 2-7
Summary description, xviii
Pre-hearing workshops, 7-15
Preparers, 5-1
Corporate Services, Inc., 5-3
EcoScience Corporation, 5-3
GEOTEK & Associates, Inc., 5-3
Golder Associates, Inc., 5-3
Mattson, Alexander & Associates, Inc.,
5-3
North Carolina Department of
Transportation (NCDOT), 5-1
Parsons Brinckerhoff Quade & Douglas,
Inc., 5-1
Trapani, Ralph J., P.E., 5-4
Project
Brief description, xi
Build alternatives description, 2-61
History, 1-5
Proposed actions, other in.the project
area, xix
Protected species
Existing, 3-78
Impacts, 4-116
Public hearing, 2-7, 7-16
Public transportation
Existing, 3-19
Impacts, 4-29
US 321 Improvements (R-2237C) IN-8 Final Environmental Impact Statement
Purpose and need
For action, 14
' Summary, 1-15
Purpose of project, 1-2
' -R-
Rare and unique natural areas
Existing, 3-62
' Impacts, 4-107
Re-designation of US 321
Description, 2-39
Summary description, xxi
Relocation, 4-3
Program, North Carolina Department of
Transportation, 4-5
Road network, 1-7
Roadway characteristics, 1-7
-S-
1
11
Schools
Existing, 3-19
Impacts, 4-29
Scoping
Agency meeting February 1, 1996, 7-3
Citizen participation in, 7-3
DEIS, 7-1
Letter responses, 7-2
Seasonal population, existing, 3-3
Secondary and cumulative impacts, 4-123
Section 106 Consulting Party meetings, 7-58
(see "mitigation agreements")
Section 404 jurisdictional areas (see
jurisdictional areas)
Setting and land use, 1-2
Sewers
Existing, 3-84
Impacts, 4-121
Sidewalks
Existing, 1-8
Preferred Alternative landscaping and
revegetation plan, 2-96
Social groups
Existing, 3-3, 3-20
Impacts, 4-30
Speeds, existing posted, 1-7
State listed threatened or endangered
species, existing, 3-79
Streams
Existing, 3-76
Impacts, 4-107
Summary, xi
Alternatives to a four-lane project,0020xx
Bypass Alternatives IA and 1B, xxiii,
xxiv
Bypass Alternatives 4A and 413, xxv, xxv
Environmental impacts, xxii
No-Build Alternative, xx
Other build alternatives, xxii
Other proposed actions, xix
Partial four-lane alternative, xxi
Postponement of improvements, xxi
Preferred Alternative, xxii
Project commitments, iii
Re-designation of US 321, xxi
Transit alternative, xxi
Transportation Systems Management
(two-lane and three-lane alternatives),
xxi
US 421 to Hickory, NC, improving
connection, xxi
_T_
Telephone utilities
Existing, 3-85
Impacts, 4-122
Terrestrial Resources
Existing, 3-59
Impacts, 4-104
Thoroughfare planning
Caldwell and Watauga County, 1-6
Overview of the process, 1-6
Threatened or endangered Species
Existing, 3-78
Impacts, 4-116
Topography, characteristics, 3-59
Tourism and retail, existing, 3-7
Traffic volumes,
Existing and No-Build Alternative
forecasts, 1-8
Forecasts by Build Alternative, 2-73
Transit alternative
Potential ridership rates, 2-46
Description, 2-46
Summary description, xxi
US 321 traffic that would need to use
transit, 2-48
US 321 Improvements (R-2237C)
IN-9 Final Environmental Impact Statement
Transportation Improvement Program, 1-6
Transportation systems management, 2-49
Ability to serve the project's purpose and
need, 2-51
Capacity analysis, 2-50
Data used, 2-50
Road capacity changes, 2-50
Summary description, xxi
Trapani, Ralph J., P.E., preparer, 5-4
Tree protection during construction, 4-156
Tunnel design characteristics, Bypass
Alternatives 4A and 4B, 2-87
-V-
Underground storage tanks
Existing, 3-84
Impacts, 4-120
Unresolved issues with other agencies, xxvi
US 421 to Hickory, NC, improving
connection, xxi, 2-46
Utilities
Existing, 3-84
Impacts, 4-121
Utility relocation
During construction, 4-157
Procedures, 4-122
-V-
Vacancy rates, 3-10
Video presentation, March 8, 1999, Bypass
Alternatives Study, 7-9
Viewers of project area, 3-23
Visual and aesthetic quality
Existing, 3-21
Impact assessment factors, 4-31
Impacts, 4-30
-w-
Watauga County
Communities, 3-18
Comprehensive planning, 3-15
History of development, 3-2
Land use plan compatibility, 4-22
Water and sewer
Existing, 3-84
Impacts, 4-121
Water resources
Existing, 3-67
Impacts, 4-102, 4-107
Quality, 3-69
Wetland
Existing, 3-74
Impacts, 4-107
Widening Alternative (see Preferred
Alternative)
Widening proposal, 1999, 2-37
Wildlife
Aquatic resources, existing, 3-73
Habitat trends, 3-66
Impacts, 4-105
Terrestrial resources, existing, 3-63
-Z-
Zoning
Blowing Rock, 3-16
Caldwell County, 3-15
Natural resource protection, 3-81
Watauga County, 3-15
US 321 Improvements (R-2237C) IN-10 Final Environmental Impact Statement '
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US 321 Improvements Project
From Blackberry Road to US 221
at Blowing Rock
Caldwell and Watauga Counties, North Carolina
State Project No. 6.739001T
TIP No. R-2237C
Final Environmental Impact Statement
Volume 2 -Appendices
North Carolina Department of Transportation
Submitted Pursuant to the
North Carolina Environmental Policy Act (NCGS 113A-1)
September 6, 2006
s
s
w
r
US 321 Improvements Project
From Blackberry Road to US 221
at Blowing Rock
Caldwell and Watauga Counties, North Carolina
State Project No. 6.739001T
TIP No. R-2237C
Final Environmental Impact Statement
Volume 2 -Appendices
Documentation prepared by:
Parsons Brinckerhoff Quade & Douglas, Inc.
in association with:
Corporate Services, Inc.
EcoScience Corporation
GEOTEK & Associates, Inc.
Golder Associates, Inc.
Mattson, Alexander & Associates, Inc.
Ralph J. Trapani, P.E.
for the
North Carolina Department of Transportation
1
n
L
t
ADDen"lx A
Agency Correspondence
A. AGENCY CORRESPONDENCE
Page
b
r
Comments on the Draft Environmental Impact Statement ...................................... A-2
US Department of Agriculture .......................................................................................... A-2
US Department of the Army ............................................................................................. A-2
US Department of Commerce ............................................................................................ A-4
US Department of the Interior .......................................... .................................................
US Environmental Protection Agency .............................................................................. A-9
North Carolina Department of Environment and Natural Resources ......................... A-13
Division of Environmental Health ................................................................................ A-14
Division of Forest Services .......................................................................................... A-15
Division of Water Quality ............................................................................................ A-15
North Carolina Wildlife Resources Commission ......................................................... A-18
Appalachian Regional Commission ................................................................................. A-19
Caldwell Community College and Technical Institute .................................................. A-19
County of Caldwell ........................................................................................................... A-20
Town of Blowing Rock ...................................................................................................... A-20
Town of Boone ................................................................................................................... A-21
Watauga County ............................................................................................................... A-21
Other Correspondence ............................................................................................... A-23
US Department of Interior, National Park Service ....................................................... A-23
NC Department of Cultural Resources ........................................................................... A-24
NC Wildlife Resources Commission ................................................................................ A-27
US 321 Improvements (R-2237C)
A-1 Final Environmental Impact Statement
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Transcript and Comments
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B. CORRIDOR PUBLIC HEARING
TRANSCRIPT AND COMMENTS
Page
Public Hearing Transcript ........................................................................................... B-2
Written Public Comments on the Draft Environmental Impact Statement ......... B-29
(alphabetized by last name of commenter)
A ...................................................................................................................................... B-29
B ...................................................................................................................................... B-32
C ...................................................................................................................................... B-48
D ...................................................................................................................................... B-64
E ...................................................................................................................................... B-69
F ...................................................................................................................................... B-73
G ...................................................................................................................................... B-79
H to I .................................................................................................................................. B-92
J to K ................................................................................................................................ B-105
L .................................................................................................................................... B-110
M .................................................................................................................................... B-114
N .................................................................................................................................... B-129
O .................................................................................................................................... B-130
P .................................................................................................................................... B-176
Q .................................................................................................................................... B-192
R .................................................................................................................................... B-194
S .................................................................................................................................... B-204
T .................................................................................................................................... B-226
U .................................................................................................................................... B-236
V .................................................................................................................................... B-237
W .................................................................................................................................... B-246
X to Z ................................................................................................................................ B-258
Comments Without Names ............................................................................................ B-259
US 321 Improvements (R-2237Q B-1 Final Environmental Impact Statement
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Scales, Reggie
From: Scales, Reggie
Sent: Thursday, August 29, 2002 2:43 PM
To: 'Missy Dickens'
Cc: Carl Goode (cgoode@dot.state.nc.us); Page, John
Subject: US 321 Contact Report - Peggy Cantrell
Missy:
Per your request, I spoke with Ms. Cantrell via telephone. Her comments were as follows:
• It is NCDOT's intent to destroy the Town (Blowing Rock)
• NCDOT will 'blast out' the mountain
• it is a shame that NCDOT will destroy a town
• She has a mountain home four miles north of Boone and if a project such as this impacted her property she would, 'blow their butts off"
• She received a project newsletter from Cornelius, NC (Concerned Citizens)
• Someone is making a lot money on this project at the expense of others
• A quiet stretch of highway will become a metropolis
• She would like to know what was said at the hearing
• People have worked all their lives to retire in Blowing Rock and now it will be destroyed
• The whole process is dishonest
I talked to Ms. Cantrell about the Highway Trust Fund requirements, the project Purpose and Need, and the September 26 deadline for additional public
comments, I also told Ms. Cantrell that I would send her a NCDOT project newsletter and CD and that she could contact me if she had additional
questions.
c. electronic file
-----Original Message
From: Missy Dickens [mailto:mdickensr@dot.st ate .nc.us]
Sent: Thursday, August 29, 2002 1:47 PM
To: Scales, Reggie
Subject: [Fwd: Re: [Fwd: HEAT Case # 001012 50 - Priority 2 - Normal ]]
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Page 1 of 1
Scales, Reggie
- - - - - -------------- --- - -- --
From: ASPCJC@aol.com
Sent: Monday, August 26, 2002 12:18 PM
To: ScalesR@pbworld.com
Subject: Highway 321 Bypass
1 am sending this email in response to the various bypass alternatives presented for highway 321 through Blowing Rock. I was
bom and raised in Blowing Rock and all of my family still reside in Blowing Rock. Therefore, I make many frequent trips up the
mountain from Statesville. I believe the "widening" project should continue on the existing bypass now. The current 321 bypass
is the 2nd one that was built, Ransom Street being the 1st bypass. I could not see this bypass hurting the "historical
significance" of the Green Park Inn as the Green Park Inn does not look anything like it did even 30 years ago. How this inn
has remained in the Historical Association is beyond me with vinyl siding among other things. By considering any of the other
options you are endangering more natural habitat with noise and pollution. The alternative going through Green Hill and across
Wonderland Drive will come within 80 feet of a house that is over 150 years oldl This would be such a misuse of our tax dollars
at the very least having to buy up all of the million dollar homes that have just been built and then all of the recently build homes
that will have their property values negatively affected. Staying the course on the existing highway is the only prudent, cost
effective and the most environmentally healthy way to widen the road.
Please make the right decision for the taxpayers of the state and residents of the mountain community!
Cynthia Craig-Greer
180 Robinhood Loop
Statesville, NO 28625
and formally of the home of James Craig 821 Wonderland Dr Blowing Rock, NO 28605
B-60
6/29/2002
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Page 1 of 1
From; dick hearn [toads (9 apptechnc:net) M
Sent: Sunday, September 01, 200211:43 AM
To: Scales, Reggie
Cc: dick hearn
Subject: blowingrock 321 project
Of the preposed plans for highway 321 in the blowing rock section the only acceptable plan would be wildening the 321 bypass with minor improvements.
Planning for accesses on and off 321 would fulfill the needs of the local people but would kept traffic moving. The alternates 4a and 4b are completely
unacceptable because of the permanent destruction of the environment. Someone supposely has seen the 'heller's blazing star' in this area, contrary to
the opinion of the federal goverment that there are no 'heller's blazing star' plants left in watauga county.
9/4/2002
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From: dick hearn [toads@apptechnc net]
Sent: Sunday, September 01, 2002 10:40 AM
To: Scales, Reggie
Cc: dick hearn
Subject: blowing rock 312
I'm a odd 369 (i'ri be 15m octobe - yru can sen< a tYtrthday card } and one of the few pleasures at this stage of my life is to sit outside and enjoy our
beauSiful mountains, My owners gave explained to"(r like to keaD up with current events, even if I'm just a dag) the different plans DOT has purposed
for highway 321, After much disscussicr with my owners favua6y i own their?, but don't tell), we were in total agreement that the best plan with the
stna = st impact to the enivorfra"it, the Wowing , ock community, this part of the county and the most cost effective plan would be to widen the existing 321
bypass. The only other aecep%e plan v:ruld the to do nothing.
nickle
email - toads@aootechnc.net
birthday - October 16th
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Page 1 of 1
From: Missy Dickens [mdickens®dot.state.nc.us1
Sent: Thursday, August 29, 2002 10:07 AM
To: Carl Goode; Reggie Scales
Subject: [Fwd: Thank you]
Hearing comment
-------- Original Message ---_.----
Subject: Thank you
Date: Mon, 26 Aug 2002 18:33:33 -0400
From: <howiel@ntelos.net>
To. <mdickens@dot.state.nc.us>
Thank you for continuing to do everything in your power to prevent the destruction of Blowing Rock's irreplaceable charm and priceless community fabric.
The disruption of a major highway into sensitive residential and business areas will have a dramatic and negative economic impact for decades to
come. With appreciation for all you're doing, Jan Karon
8129/2002 B-106
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Page 1 of 1
Scares, Reggie
.......?. _ ....... ?? _.? ee® .
From; Ken and Michelle larking [kmlarking0twave.net]
Sent; Monday, August 26, 2002 8:08 PM
To: ScalesR*pbworid.com
Subject: US 321 in Blowing Rock
I will not be able to attend the public hearing on US 321 in Blowing Rock at the Blowing Rock Assembly Grounds tonight. Is there anyway to get minutes or a transcript
of what was said during the public hearing? Thanks for your help!
Ken Larking
78 44th Avenue Place, NE
Hickory, NC 28601
9/4/2002
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Page 1 of 1
Scales, Reggie -
From: K. Potter lkpotter0preferred.com]
Sent: Thursday, August 29, 2002 9:10 PM
To: Scales, Reggie
Subject: The Alternate Routes
My concern is that both alternate routes that have been the question at the last couple of meetings, effect property that My family, and extended family
own. Both routes either take some or all of the property. Also it needs to be noted that the maps showing the property owners and where their houses are
located, doesn't show the Frances M. Ford house (Green Hill Road/ Heather Ridge Lane) or other structures on the property. In which it is in the area that
is marked to be taken for the new road if the alternate is chosen. It also concerns me that at Thunder Hill Overlook, not only will the view be destroyed, but
the graveyard that is near the overlook will be disturbed. By using the alternate routes, more lifetime residents will lose their homes, and property. And
many of those residents still live In the homes that they were born in, making some being residents of Blowing Rock for over 80 or more years. For these
residents who would lose their homes, it would be even harder for them to adjust to having to move to a new area, considering that some of these homes/
land has been passed down from one generation to the next. It would also split up communities, destroy farmland, and would be more noise pollution then
there is now. It would also destroy the breathtaking views from many area homes in the Green Hill/ Thunder Hill / Blackberry areas. The alternate would
also destroy many historic homes In these areas.
Please consider some of the things that I've said. I hope and pray that those who will decide the fate of the road will chose the way the road runs now, for
it seems to be the cheapest route that you have. The alternates would cost the state much more then what has been the proposed cost. Due to the fact
that many of the cuts and fill ins are much deeper then what you would expect. It would also destroy many springs and streams, and the contential divide
area that Blowing Rock/ Green Hill area and Green Park Inn is famous for.
If you have any questions or responses you can email me at kootter0oreferred`cgz.
Thank you for your time. Yours Trusty Aundrea Ford Potter
9/4/2002
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7
L
ADDendix C
Relocation
Reports
0
RELOCATION REPORT
?X E.I.S. F] CORRIDOR M DESIGN
North Carolina Department of Transportation
RELOCATION ASSISTANCE PROGRAM
PROJECT: 6.739001T COUNTY Watauga/Caldwell Alternate 1 Of 1 Alternates
I.D. NO.: R-2237C WBS ELEMENT
DESCRIPTION OF PROJECT: US-321 from Blackberry Road (SR-1500) to US-221 in Blowing Rock
ESTIMATED DISPLACEES INCOME LEVEL
Type of
Displacees
Owners
Tenants
Total
Minorities
0-15M
15-25M
25-35M
35-50M
50 UP
Residential 12 0 0 0 0 1 0 0 0
Businesses 5 0 0 0 VALUE OF DWELLING DSS DWELLING AVAILABLE
Farms 0 0 0 0 Owners Tenants For S ale For R ent
Non-Profit 0 0 0 0 0-20M p $ 0-150 p 0-20M p $ 0-150 p
ANSWER ALL QUESTIONS 20-40M p 150-250 p 20-40M p 150-250 p
Yes No Explain all "YES" answers. 40-70M p 250-400 p 40-70M p 250-400 p
X 1. Will special relocation services be necessary? 70-100M p 400-600 p 70-100M p 400-600 p
X 2. Will schools or churches be affect by 100 up 12 600 UP p 100 UP 20+ 600 up p
displacement? TOTAL 12 0 20+
X 3. Will business services still be available after REMARKS (Respond by Number)
project? 3) Similar business services in area of project are available and
are not being affected.
X 4. Will any business be displaced? If so, 4A) Veterinary Office, Approx. 2,000 SF, 3 employees, no
minorities.
indicate size, type, estimated number of
employees, minorities, etc. B) Vacant Office Space for Rent-311ooms, 1 SFB
C) Wellington Leather Catalogue Showroom, Approx. 5,000 SF,
6 employees, no minorities.
X 5. Will relocation cause a housing shortage? D) Artware Store, 1,000 SF 1 employee, no minorities.
6. Source for available housing (list). E) Subway, Approx. 1,000 SF, 10 employees, no minorities
X 7. Will additional housing programs be needed? 6) Newspaper, Visual Survey, MLS, Local Reality Co.
X 8. Should Last Resort Housing be considered? 8) Will be implemented as necessary
X 9. Are there large, disabled, elderly, etc. 9) It is possible there may be some elderly, large or disabled
families affected on this project.
families? 11) Watauga County Housing Authority.
X 10. Will public housing be needed for project? 12) Yes, as indicated by the available housing list.
X 11. Is public housing available? 14) See item # 6.I
X 12. Is it felt there will be adequate DSS housing Comments(A) Available housing list was compiled from a
housing available during relocation period? partial list and does not indicate the total available housing in
X 13. Will there be a problem of housing within Watauga County. (B) There is a possibility that there are some
financial means? Minority business owners. However, a fair estimate from the
X 14. Are suitable business sites available (list limited contact and present information cannot be determined
source).
15. Number months estimated to complete
RELOCATION? 4 until.initial contacts are made with those affected
08/18/05
Right of Way Agent Date Relocation Coordinator Date
hOrM 10.4 KeviseO uu-uz
C-1
Vnginal & Gopy 1: meiocauon %,oorainaior
Copy 2: Division Relocation File
NOM Owou" D"Mbi1 M of Trattip0lta*w
ARIA RRt'UMMM OffM E
PAojECT 6.739WlT couNTY WATAU "MALOw0j, Aitemate 1 of 001" rnato
I.D. NO R-22370 F.A. Mtt?JtC'r
OESCfv "M OF PROJECT: US-321 from taw of `Blackberry Rd. (SR 1 to North of Possum Hollow Rd (SR-
1632)
•. 04#Y VV . W,.. ,` • p :+Y NH u`?'?, }X? ?? i icy yta A.iic. NYM,7A ? , .
'° RY•w•A".v M4•,Y.Ahvv.Wra tt A •?. ?i^?
•`-0F.
SFr t?t? f?
M•i.4
SY
•
l
?.?
•
a
K
eM
.yi
T
r 0,
•
if
N
.
YNF y.V.M.'t
7
w" Ownw Teowd Total Mina O-15M' 15-25M 25-35M 35.60M SUP
plowti+rw l 23 1 24 0° 2 2. r 19
SwIt a+tM 1 0
Farmtl O w"M TOM!" For For P AW
t+bar?- toot 0 :a1io a ll 0 $alio 0
j? {.1?``
a4fi W... w+•vrr..v ?.A?. •.... .'•A(u.:dW 5[V `'?.µI. v..• • ?y
M :.. •.
Y" No 1<rrpJ MONIlya**"ww ?t47tfwr ' 2 2W400 0 W?M 1 X0410 2
. X 1; Win special ratocaclar" soft" be necwbry? 70•100Y 3 4004M 1 70.1000 1 ,tOP?D 3
X 2. WiNrcho)k orchurch"bb tby 404I* 10 Mvp 0 1Wv? 28 60at?? 0
t?MWlactnusttt lwom 23 1 30 5
3. Win buss noss sarvtces sari be nvi"lable r`
rxolKtl IL WWI iwt be dWmptsd dun to proJeOL
x : 4. WIN any busi w be dlspte?WW7 If so, . Al.-A tlgws Shwp, 3#~, 3 MVIoyMS, no m1nor6twis
hdia* atoms, type, eOmated rxrmbcr of A.Avery. ?&Uup Co. Board at ftaltwo MLSo r"pw
wrooyeas, mirwww arc. .S. 'As nacessrtry M sooordmm with Stine taw
x S. WIN reta?cat on uutw 6 housing Ww t o? ?. 13. HgjA h'tp Authdrlty, My of Boom
0. Soutoo for Ava4sbte hmsin0 (Ust)• 12. E11"ri #w UM molt hawing programs wW proper trwrd
X 7. wM Additnei hw dng WOOM" be needW a ttnw -WU10 that QS$ hoWing could be rr"r"de evslirtbfe to
X S. SWA last Reftd Ho"no be cor 4dered't 'th0+Mpwoons bsitfg dWPW044
X 9• Ats than tsr0a, disabled, stdarfy, o%. 14. 900abM-bustro" alter will be aviftblo during
h?mie+?s? `ro ptrirtion psrlod.:rows s*w* #IHt for ovettsbie housing
X 10. Will Oft haws be needed for pqOW (W AI.
X 11. Is pubbe housing available?
12. Is It felt Owe wile be a604OU DS3 housing;
hour avattWle du ft relxetson period?,"
X 13. Will than be R problem of housing wkhln:
finar"ctd rt"t*M?
X 14. Are suit" buslness sttae twaltsbte (ilia
?wres}.
111. Number months estimMed to oorrrplsts
MLOCA1"OM i 24 MOWN$
? ? 2 (?pi? ArM AtiDft
C-2.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
'CA
?!'Lt'iTION
REPORT
E.I.S. 0 + '°OR DIMON
MOM Carotba D"Wbnft Of??rtnioil
AF&A a?iat
PRCJLC?:
.7 T w?r,iwgu
COUNTY
Alt@filEttB 1 Of ^ Afte
1.0. No,: Ft-223?C FA P Cr
9
l't-
of Pi Cfi Wr. U 1 from -ot-Blackberiy,Rd. (SR-ISM) to NoM o1 Possum i;1lcjk4 R
DESCRIPTHM
1632)
M 1 !? .yyi?
1.. 1?.4 O .. WY• .r.I. w..w{M.w/ w N j. ?.nY,iw ..?.> ?? q,?yc '?."? ?N41`h?(.!M' f N y
?N,kHW.• ? Qi ?w.'$l.r ? •?^. ?)? h Y`
OM W Tenant ' TOW mkxxky:: 0-15M 15.25M 25-36M 311?61W 50 UP
t?tookl r" 23 1 24 t? O 1 2 . _ 16
eusirm"" 1 0
ID-
Fanft t?yl?rgia T+ellafrl For Ssie !'rot "M
Non-Prolk
,., 0.001 0 $ 0.160 0 0 0 i 1 l," p
-, _ ?. ...._ 9040 ?110Y16
Yet ate " "arm. .. a 1 W701 2 260.40a 0 +1i>•T1?1 ,' ?•10p
x 1. will "MW r+slogdior? eft""06666"Y?. ` 7b4W* ? 40MO q Y&IO t 1 40"" $
x I WR schools: or Owrdrss bs eftel by 10a up I$- I 1WW 10ou? 28 M up 0
9
TOAL 1 23
,9 '30 oil
X 0. Will business sew aM be available aftt
x
Fr` *t .3. Mkt /141 be d tt duo to PM)M t.
, Will 4. any busirwss be d4pla? W N so. ""Shop. 3,ljDQit, 3 ompldyoos, no minoritles .
tndiraate site, We, ev*Wsd nufter.ot , ''. .0: Avary-WaUuga Co. dowd of ROAHM MLS# t1e1i~?s?u?pei'
er»ployesa> n'04orllie:, to. •8 As rosary in woordat" With StM* Law
x 8. Will Wookftrr SCRUM 8 housiv Shot' w? : :• .11. MoWkV Autiloi<lty, City of axons
0. 3ouroa lbrava"Aft hwvwwq 0io). M t eh "ust raved hart wro programs MW prop0lr i11
X 7. WIN additional housing programs be noodW `vn3i' it .i?%tt that t'iSS bowing could bo maids ov*110i8 !0
x 9. Should Last Resort k+tx MV be considered?. thmm-peivorm being dtaptacetL
9. Are thorn large, disabled,+ Wetiy, eic, = 14.:Sutiaiatts bit km* alto* will avoust" during
tam? •r*100 Wn pstt*& 8+0=9 WIS 40 fCW evok a iD ing
tC. °Wdi p C housing bi Msdld for prvj.ct? IND. Sy.
X 11. Is ptrW housft svaiteble?
x 12. Is I tett ftm wig be adsquate ON hpokq
housing avail" do ft ta0ob fto 001001-
1 0. ' W S lhm !tie a probWn o1! w Oft
tinane?iai rrw?ara?
14. Are cult" busty alga atvali4M {trait Y
Source).
10. Number r nomhs esftosd to cont0isif ..w
Mft GAT0#? 24 WNt'" ,
III/Xv : 9- //e/ -
now
Fp M 16.4 R"WW rte, a
C-3
1t SAY Aft* PA"""n OWO"
R'FLO'CAT'ION
REPORT
-110M - I-J. I
Q E.I.S. Q Cc3AFIM" R 0 D1 IGN
North Caroww 13apartmwit of Tts>wportation ,
uMae?
PMECT: $.739MlT CWN1Y WATMAr,?Jr.?u FAlteMatq Wpm of A e. Aftemata '
1.0. No-* W2237C F.A. PROD=
t3 f vT" cfpRC=T: U S-321 from North-of elad"riy Ad. (8134 eC) to' Notes ol Aho Rte! (SA-15M
'.?^? r` a., tiV +TK < ?.c. +.'. `... w+( 'r.1r+rvww' v.i•a±+a W Z.l vrr M
Ty" of
RN?ML t lewd TOW 0.15M 15.25M 2.5-35M 36-SOM 50 UP
FkSOMMI $ 0 4 n fl 0 6 2
Bush*"" 1 4 1 it
frtrm Crrrrr T Far fats ft "It
Non-Pr # *s My a s 6•10o 0 axorr q O4$0 a
. a 161t+ a I?gr+? p iito?0 q
" N16 "tr»itwenr,
' ?y1M+ g 0 1 Boa e
1. WtM opedal wkKadw Mw++ M tie ry'f M10" 4 40400 4 704004 1 +raa?o
X 2. WM 40#Wa or &adw be a ftd by ,+10 a? 1 Oa?tsr ?eour Is a xup 6 -
MAL it a 20 0
3 WMf bum SOPAC s am be nraum attar
pro?eat7 - _ ._ ? . .. .
3. wla scot be diwupitra[ dint tb p?r+?ct.
1
4. WIN any busineaa be aAPW4d7 Of ao. 4. Ca#pWTU* Dot, 12,0000, 7 ornplipyan. no mhtotttles
try lbs. type. GMMG d nurr4»r of Avar*VAftuv Ca Board of R a tors MLS, rtawspow
arnptoyow, Min*, ow, e. As nec" ary insocombnco wlth State Low
x ° S. WN M1 0600n a hous ft *CM W 11: HotatitlS Atr1h1N'Ity, City of BMW
+?. Sour for awMabie t wife Pbt). 1?. Gli OP the hWused homing prog'arrw Mul p "w Mod
x 7: w1M additfWA twiudnq prograM brr t *M- afr % ft VM CM Mouuttg oft" be &VdWft to r
x 0. Mv* Last fleet Fiaurbrq be woWsretq 1 rr g1r# rrs behg .
x 9. ,ore" a w". *two, "*I, aw 14. SWW* bWnm An wM to livWlabfe Ou"
'trewadol? period. SOW" os f" ltvAlwft how" '
X to
utac ho aft be mabd for
ed?
WMt
10
p
j
p
. •?-
x po k tmu*v ava~
x 12. IS it flat #Wro VAn be ad$Wjft OSS hpwinq
h&A" *"I" *ft Mwftw" trertod?
?
. .
13. W*#w* be a orobiara of hounq adhlo
x fhw rues?
14. Aro auit Wo tusinw *Me available (ld
16. Nu nber MOMS eaenatad too cm VIM
00AM M? 12 TO 7 a iMow"s
C
C-4 '
f
t+warlta Cetoii?Nn ?? M ??
AMA 1iVtwCal"M aFME
mwi+C1" 45.7nWiT COUNTY WATAVU/C?is ML- AltSMa#g SYP°" of AW. 4 Altthm8tte
r
I.D. NO.; R-?r23 r.4- pl r
ft-OMPrION tF P W.' US-MI %M NoM of 8Mcft6y.Rd. (SR-1W0) to N6i6 cat Aho Road (SA-1&") -
't r.Fr n.. ? ..y `y4 3-W w,xxa? .H y s ,-a„
Hh? y. N+wlw C SHn?M fi?uKM.?Y- fA ry
TV.
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i? s
a . a
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1 0 t
? - a . ???v
• •: •
parrs 7w?MtNis F 3e16 Itor l
NW-Profk asria 0 3?-/ ? 0 *am 0 tatso ?.
0 10-M lt!
w 0 1
ee '" ' a+istwti rDr ,U&400 0 .
4&M 1 X00 0
X 1, wo apow r i+ is"n iwoss be Oeoeaesry?, zwou 3 #oo-M 0 76400 1 40"M 0..
X 2. Witt s w chur+chea be attest by t00:nt? Z MAP 0 100w I& M UP 0
db oanant't 1 rlit. if 0 20 0
)( Z WIN bwsbtees services be svWWbis aver
p?cLeet7 0, Wilt OM be dh"pted dua to proloot,
X d WO any tawsir+ewwaw be dtK WCW? H $0. C Cs'r?tVTRa Busy 1S,WW* 7 •tr1piaipog, no minorities
k WAW elate, tYp% o6 imesld ruwnwb er•of n ,. 6. At+q#JP»Wtibwuptw Co. Dowd of fbrattom ML G, new spspar
wnoWeex minaOW W. stio-s ty M socai deswe with Btato Low
5, WYA mlo? c to i A hour ft sha tr+pe4 . ftwft AtwthKttftq, of Boons
4. Suunsw fbr AV44" houet It Gim t1w lowt rowd hour" proptsims ark! prewar bed
X T Will ad oral h q Pk9mms be nsedW lima- it Is fait the ON twastnB could be nude availoble to
S, Shcawkt lw Retirxt HMWV to corw*Joisd? thpea ? beMg tlieplaced.
X S. Are there Wp, dwbiect eidedy, eto. 13. Satiable bus e o t s will be available durtn0
tton p"lod. Some smw as for available housitt0
X
pm*W
10. WN plc l w*q tre nwaded for
j( 11. is pwb0a hou*g av*HAbie?
X $ how
pdsq
pi
G
Li
u?
a
t
k
12. hI
felt two wX bee
?
y
?
, ?
L
?
•
?
..
.
{
,lt 13. Wit two be a problem of hKw dng w*M
14. An sutpwbie busl"M sites "labis {W
).
16. Number rw ooft sadmatsd,Io 1s+le _
i ?ttitiw 12 TO Iii mag . ' •
F*rm 7 GA HSVOW VAIWa V
C-5
Z?opy Ar+1a,?ielo?brwt?Ityoc
r
A en"ix! 11
D
Pp
Design and Landscape
Drawin,s for the
Build Alternatives
1
i
1-
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mw
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' n2
ym
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bP
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+nm•'a - v r -
To 0ppop p `60g S
0 .? !.
a
PROP05ED
VEGETATION
LINE
0
>0
000 p
o p10 N D
a' < ,p 0 F
BEGINNING OF all
PROJECT nff? _ ; ..? ,?'L1 +
BEGIN SHOULDER PROP05EDf
p
ROADWAY5ECfON VEGETATION
' POSTED SPEED 45 MPH) LINE 008
t p f -
00
00
00R.. ?? a`,?? F
(( ?; I.OA 0
to X
0 4g& j.,
X4 it.
4 "J? w n r qy `< < 3 00 pOyQO 00000 / a tFd
o- Qp pp $0 /,?e,c'• x .} r
All -00
00
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Bypass Alternative 1A
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Bypass Alternative 113
11 ? ?+, ? 0 00 200
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Bypass Alternative 113
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Bypass Alternative 4A
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Bypass Alternative 4A
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LINE
FROP05ED . ,
FILL SLOPE
T PLANTING
" GRA 05EP LIMIT OF
I!
r '
Fly:
D
0
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?ALL
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r PLANTING
3 ` PROPOSED `t+
f ° CUT SLOPE
PLANTING
PIZOP05ED LIMIT OF
GRADING
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1
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Figure D-4c
Bypass Alternative 4A
1 --
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Rgure D-4e
Bypass Alternative 4A
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f
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4014
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a P,; ,` + M FT. LENGTH
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6 TO 84 EIGHT
YIEWED FROM
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f
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PROP05ED
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CISTERNS a LINE , o00 0e;4% 0 00 00
RRE PUMPS o p? °n4°0°.0C°-G opo
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Rgure D-4g
Bypass Alternative 4A
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A19Denux iE
List of References
and Technical
Reports
E. LIST OF REFERENCES AND
I TECHNICAL REPORTS
EA Sources
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Finance, Taxation,
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Andersen, S. Johann, et al. 1993.
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r
Fels, John E. 1992b. "Viewshed Simulation and Analysis: an Interactive Approach." GIS World,
July 1992, pp. 54 -59.
Fish, F.F. 1968. A Catalog of the Inland Fishing Waters in North Carolina. N.C. Wildlife
Resources Commission, Division of Inland Fisheries. 312 pp.
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Hamel, P.B. 1992. The Land Manager's Guide to the Birds of the South. The Nature
Conservancy, Southeastern Region, Chapel Hill, NC. 437 pp.
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Parkway. National Park Service.
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Southern Region, Atlanta, GA. Technical Publication R8-TP 2. 1305 pp.
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Martof, B.S., W.M. Palmer, J.R. Bailey, and J.R. Harrison III. 1980. Amphibians and Reptiles of
the Carolinas and Virginia. University of North Carolina Press, Chapel Hill, NC. 264
PP.
Massey, J. R., D. K. S. Otte, T. A. Atkinson, and R. D. Whetstone. 1983. An Atlas and
Illustrated Guide to the Threatened and Endangered Vascular Plants of the Mountains of
North Carolina and Virginia. U.S. Department of Agriculture, Forest Service. General
Technical Report 5E-20. 218 pp.
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Charlotte, NC for North Carolina Wildlife Resources Commission, Raleigh, NC. 227 pp.
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r
t
North Carolina Department of Natural Resources and Community Development (NCDNRCD).
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the Blue Ridge Parkway to US 221 in Jefferson.
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Draft Section 4 f Statements, US 421.
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From east of the Blue Ridge Parkway to SR 1361.
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of No Significant Impact. Prepared by Parsons Brinckerhoff Quade & Douglas, Inc.
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From the Blue Ridge Parkway to US 221 in Jefferson.
North Carolina Department of Transportation. 1995c. Finding of No Significant Impact, US 221,
From NC 226 to North of SR 1573 (Pitts Station Road).
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From I-40 to SR 3136.
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(Brevard Road), From the Blue Ridge Parkway to NC 112 (Sardis Road) .
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I
1
North Carolina Division of Water Quality (NCDWQ). 1997b. Yadkin-Pee Dee River Basinwide
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s Guide to Water
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US 321 Improvements (R-2237C) E-12 Final Environmental Impact Statement
s
H
ADigenux iF
NEPA1404 Merger
Concurrence Forms
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F. NEPA/SECTION 404 MERGER
CONCURRENCE FORMS
Page
Concurrence Point 1 Agreement - Purpose and Need .............................................. F-2
Concurrence Point 2 Agreement - Alternatives to be Studied in Detail ................. F-5
Concurrence Point 3 Agreement - Least Environmentally Damaging
Practicable Alternative ..................................................................................... F-9
Concurrence Points 4A and 2A Agreement - Avoidance and Minimization
and Bridge Lengths ......................................................................................... F-10
US 321 Improvements (R-2237Q
F-1 Final Environmental Impact Statement
I
Section 404/NEPA Merger Project Team Meeting Agreement
Concurrence Point No.1 - Purpose and Need.
Project No.
8.T731301
TIP Number
R 2237 C
Name
US 321 at Blowing Rock
Description:
The primary purpose of the project is to improve traffic flow and level of
service on US 321 from Blackberry Road to US 221. Without road
improvements, the forecast traffic along this section of US 321 will exceed
the road's capacity, creating undesirable levels of service. The proposed
improvement will provide congestion relief. Reduce accidents on US 321
within Blowing Rock. Additionally without road improvements, high
accident rates are expected to continue. The number of accidents will likely
rise as traffic volumes continue to rise.
t
Purpose and Need of Proposed Project:
See attached Purpose and Need Report 1, -ed It 14-119 `j) 9
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The Project Team concurred on this date of 11 1 4-1 9 with the Purpose of
and Need for the proposed project as stated above.
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NEPA /404 Merger Project Team Meeting Agreement
Concurrence Point No. 2 - Alternatives to be Studied in Detail
in the NEPA document.
Project t No.
8.T731301
TIP Number
R 2237 C
Name
US 321 at Blowing Rock
Description:
The primary purpose of the project is to improve traffic flow and level of
service on US 321 from Blackberry Road to US 221. Without road
improvements, the forecast traffic along this section of US 321 will exceed
the road's capacity, creating undesirable levels of service. The proposed
improvement will provide congestion relief. Reduce accidents on US 321
within Blowing Rock. Additionally without road improvements, high
accident rates are expected to continue. The number of accidents will likely
rise as traffic volumes continue to rise. '
The team agrees that the Widening Alternative and Bypass Alternative 1
will be carried forward in the Draft Environmental Impact Statement.
F-5
The ProjectTeam has concurred on this date of 1$-O with the
"alternatives to be studied in detail" in the NEPA document as stated above.
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The Project Team has concurred on this date of ?-Is-or with the
"alternatives to be studied in detail' in the NEPA document as stated above.
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NCDOT/P8.E BRANCH Fax:919-733-9794 May 17 '01 MM P.05
The project'teaw has coneurred on this date of fs".0 with the
-alternatives to be studied in detailV ' in ft NEPA document as stated above.
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NEPA /404 Merger Project Team Agreement
Concurrence Point No. 3 - Least Environmentally Damaging
Practicable Alternative
1
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STATE PROJECT NUMBER: 6.73900I T
.TIP Number: R-2237C
Proiect Name: US 321 Improvements at Blowing Rock
Least Environmentally Damaging Practicable Alternative:
The Merger Team agrees that the Least Environmentally Damaging Practicable
Alternative for the US 321 Improvements project is the Widening Alternative corridor, as
evaluated in the project's Draft Environmental Impact Statement.
Description of Widening Alternative:
The Widening Alternative will improve US 321 from two lanes to four lanes from
Blackberry Road through the-Town of Blowing Rock. Curves would be eased south of
Blowing Rock and in the Norwood Circle and County Club Drive area of Blowing Rock.
The project would include a four-lane section with shoulders until the Gideon Ridge area
south of the Blowing Rock town limits; a four-lane section with curb and gutter and some
turn lanes in Blowing Rock south of US 321 Business; and four lanes with a median and
turn lanes north of US 321 Business. Several intersections also would be improved. The
Widening Alternative will meet the project's Purpose and Need.
The Project Team has concurred on the Least Environmentally Damaging Practicable
Alternative this date of January 15, 2003.
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NEPA/404 Concurrence Points 4A and 2A -
Avoidance and Minimization and Bridge Lengths.
State Project Number: 6.739001T
Transportation Improvement Project Number: R 2237C
Project Name: US 321 Improvements at Blowing Rock
The Merger Team concurred on April 20, 2004 with the recommended Avoidance and
Minimization efforts regarding streams and wetlands for the Widening Alternative as
follows:
Site 1 - No change from preliminary design shown on corridor hearing map.
Site 2 and 2A - No change from preliminary design shown on corridor
hearing map.
Site 3 - No change from preliminary design shown on corridor hearing map;
however impact quantity to be increased to show entire stream as a take.
Site 4 - No change from preliminary design shown on corridor hearing map.
Site 5 - No change from preliminary design shown on corridor hearing map.
USACE, ? 1-A-V?
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Memorandum of
Understanding and
Memorandum of Agreement
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G. MEMORANDUM OF
UNDERSTANDING AND
MEMORANDUM OF AGREEMENT
Page
Memorandum of Understanding Between the North Carolina
Board of Transportation and the Town of Blowing Rock .......................................G-2
Memorandum of Agreement Among the US Army Corps of Engineers, the
North Carolina Department of Transportation, and the State Historic
Preservation Officer ...................................................................................................... G-9
US 321 Improvements (R-2237Q
G-1 Final Environmental Impact Statement
STATE OF NORTH CAROLINA
DEPARTMENT OF TRANSPORTATION
MICHAEL F. EASLEY LYNDo TIPPETr
GOVERNOR SECRETARY
MEMORANDUM OF UNDERSTANDING
Between the N.C. Board of Transportation and the Town of Blowing Rock
Relating to the
US 321 Improvements Project
From Blackberry Road (SR 1500) to Possum Hollow Road (SR 1632)
Watauga and Caldwell Counties
TIP Project R-2237C
Whereas, the Widening Alternative is the Preferred Alternative for proposed
improvements to US 321 between Blackberry Road (SR 1500) and Possum Hollow Road
(SR 1632) in Blowing Rock, North Carolina (Transportation Improvement Project R-
2237C);
Whereas, this Memorandum of Understanding applies only if NCDOT decides to
construct the Preferred Alternative;
Whereas, the Town of Blowing Rock is a unique destination community with rural
mountain resort character and timeless small-town charm that will be affected by the
proposed Widening Alternative;
Whereas, the Town of Blowing Rock is the home of The Blowing Rock - North
Carolina's oldest travel attraction since 1933; r
Whereas, the Green Park Inn, the State's second oldest surviving resort hotel, has played
an important role in the early development of the tourist industry in western North
Carolina;
Whereas, the Green Park Inn, the Blowing Rock Country Club Golf Course, and the
surrounding residential area is listed as an historic district in the National Register of
Historic Places;
Whereas the Widening Project will adversely affect the Green Park Historic District and
consequently will be the subject of a Memorandum of Agreement between the U.S. Army
Corps of Engineers, the State Historic Preservation Officer, and the NCDOT in
S
compliance with Section 106 of the National Historic Preservation Act;
Whereas, no stipulation in this Memorandum of Understanding can override any
stipulation of the Section 106 Memorandum of Agreement;
LOCATION:
MAILING ADDRESS: TELEPHONE: 919-733-3141
NC DEPARTMENT OF TRANSPORTATION FAX: 919-733-9794 TRANSPORTATION BUILDING
PROJECT DEVELOPMENT AND ENVIRONMENTAL ANALYSIS Ci-2 1 SOUTH WILMINGTON STREET
1548 MAIL SERVICE CENTER WESsim: www. NCDOT.ORG RALEIGH NC
RALEIGH NC 27699-1548
Whereas, the Green Park Historic District contains the following contributing elements:
• the Queen Anne-style Green Park Inn, which was an integral feature in the
development of this mountain-top area for resort estates and cottages in the
late nineteenth and early twentieth centuries;
• the Blowing Rock Country Club golf course, constructed shortly after 1915
increased the recreational opportunities of the area which in turn supported the
continued success of the hotel and the marketability of residential properties in
the Green Park area; and
• residential neighborhoods that display variations on vernacular architectural
designs that have in common many design and decorative features, were
constructed for similar purposes (i.e., as resort housing), and during a specific
period (i.e., 1920 to 1930), and had a common social focus on the Green Park
Inn and the golf course/country club;
Now, therefore, the North Carolina Board of Transportation and the Town of Blowing
Rock do hereby agree to implement the following measures related to the design,
implementation, and mitigation of the subject project, if the Widening Alternative is
selected,as the final, approved alternative by NCDOT:
NCDOT shall construct 11-foot lanes within the Green Park Historic District; 12-foot
lanes will be constructed elsewhere along the project.
DOT shall fund and construct sidewalks on the east side of US 321 from Green Hill
NC
Road/Rock Road to US 321 Business. NCDOT shall fund and construct sidewalks on
both sides of US 321 from US 321 Business to Possum Hollow Road.
NCDOT shall terminate Goforth Road just east of US 321 rather than re-build its
intersection with US 321.
NCDOT shall not construct a median between Green Hill Road and US 321 Business in
order to narrow the footprint of the proposed improvement. The median in front of the
Green Park Inn that was shown on the Corridor Public Hearing Map shall be eliminated.
NCDOT shall rebuild the emergency vehicle access at The Pines (a residential
subdivision), or replace it with something that will serve the same function. The goal is
to insure that emergency vehicles can access the subdivision directly from US 321 since
the neighborhood streets and turning radii are too narrow for emergency vehicles to
navigate.
If the Town wants highway lighting outside of the Green Park Historic District, it shall
purchase, install, and maintain the roadway lighting equipment of its choice. NCDOT
shall reimburse the Town for the cost of said roadway lights. NCDOT will not participate.
in providing highway lighting within the limits of the Green Park Historic District.
NCDOT shall coordinate with the Town to insure AASHTO lighting requirements are
met. NCDOT's Utility Agent will handle any right of way encroachment associated with
Town lighting. If right of way and berm widths are not wide enough to accommodate
poles outside the clear zone, breakaway poles will be required. Any breakaway or non-
breakaway light poles will be placed behind the sidewalk.
G-3
NCDOT shall replace all existing stone walls within the Town limits removed by the
project with new in-kind stone walls. All other retaining walls along the project within
the Town limits will be formed concrete walls with simulated masonry surface treatment.
The surface treatment will be designed to resemble the existing stone walls in the historic
district (e.g., the low wall in front of the Green Park Inn). The appearance of the surface
treatment will be coordinated with the Town of Blowing Rock, and a sample of the
surface treatment shall be fabricated for the Town's review and comment and the
Department's approval prior to permanent installation on the project.
Where guardrail is required, NCDOT shall install approved wooden-faced guardrail
-where it can be installed and meet safety requirements. If, during final design, locations
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are identified where wooden-faced guardrail cannot be installed, or where instal
wooden-faced guardrail would cause an undesirable increase in project right of way in
order to provide necessary roadside clear areas, NCDOT will coordinate with the Town of
Blowing Rock (and the State Historic Preservation Officer if any locations within the
Green Park Historic District are involved) to find an acceptable alternative prior to
finalizing the plans.
NCDOT shall place existing overhead utilities (electrical, telephone, and cable television)
underground between Green Hill Road and Possum Hollow Road.
NCDOT shall design and implement a post-construction landscape plan that will include
the following elements:
• a median on US 321 from US 321 Business to the project terminal at Possum Hollow
Road. The median shall either be vegetated or decorative concrete (Town's choice).
If the median is vegetated, it will be planted with vegetation of NCDOT's choosing
that is both cold-hardy and salt-hardy where safety conditions allow. If the median is
to be decorative concrete, then the aesthetic details will be coordinated with the Town
of Blowing Rock, and a sample will be fabricated for the Town's review and
comment and the Department's approval prior to permanent installation on the
project.
• decorative pedestrian lights (i.e., "coach" lights), the style of which is to be agreed to
by both the Town of Blowing Rock and the NCDOT, at selected locations within the
Town limits. All decorative pedestrian light locations within NCDOT right of way
(e.g., in areas of more concentrated landscaping) must be approved the Special Design
Section of NCDOT's Roadway Design Unit. NCDOT will pay for the lighting
equipment and installation, and NCDOT will install the lights as part of the landscape
plan implementation. (NCDOT may choose to do a two-phase post-construction
landscape implementation. The first phase would be the hardscape elements, which
would include pedestrian lights, to be overseen by the Resident Engineer. The second
phase would be the landscape design and development, which would be overseen by
the Roadside Environmental Unit.) The Town will assume ownership of the lights
and will pay for utility (electricity) costs;
• broader areas of more concentrated landscaping where right of way, roadway
elements, terrain, and safety conditions allow. t
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NCDOT shall make a special effort to preserve trees of particular value identified by the
Town that are outside the clear recovery area. Any trees within 14 feet of the face of curb
would need to meet NCDOT guidelines for plantings before they could be preserved.
NCDOT shall design and construct, as part of the post-construction landscape plan, a
park on the uneconomic right of way remnant remaining following the realignment of US
321 Business/Main Street at US 321 (near Shoppes on the Parkway). (The park
construction will be part of the landscape contract, which will be awarded to a landscape
contractor after the roadway construction contract is complete.) NCDOT will convey the
Department's interest in this property to the Town, and the Town will assume
maintenance for the park.
NCDOT shall provide a set of preliminary right of way plans to the Town of Blowing
Rock for their review and comment at the following milestones:
• Approximately 25% design (horizontal and vertical alignments complete,
approximately six months prior to submittal of the plans to the Right of Way Branch)
• Approximately 50% plans at the time of the preliminary field inspection (drainage
added, construction limits defined, right of way and easements defined prior to right
of way submittal)
• Approximately 80% at the time of the final field inspection (prior to finalizing plans
for turn in)
NCDOT shall submit a set of preliminary signing plans to the Town of Blowing Rock for
their review and comment. The Town will identify locations where proposed signs may
create an aesthetic concern. NCDOT will coordinate with the Town to establish the
number, size, and placement of signs to the degree that the Manual on Uniform Traffic
Control Devices allows.
NC DOT shall submit preliminary pavement marking plans to the Town of Blowing Rock
for review and comment.
NCDOT shall submit preliminary traffic control plans to the Town of Blowing Rock for
review and comment.
NCDOT shall submit a preliminary set of Sedimentation and Erosion Control Plans to the
Town of Blowing Rock for review and comment.
NCDOT shall submit preliminary post-construction landscape plans to the Town of
Blowing Rock for review and comment.
NCDOT `s Geotechnical Engineering Unit, in consultation with Division 11, shall
develop a vibration monitoring plan for the project, to include on-site research during
final design as well as monitoring during construction. The recommendations of the plan
shall be provided to the Town of Blowing Rock for review prior to adoption of the plan.
NCDOT will use "Smart Zone" techniques in the maintenance of traffic during
construction. These techniques could include items such as advance notification of
G-5
delays, lane closures, real time monitoring, and the use of Digital Message Systems. In
addition, NCDOT will maintain a website that will provide information on anticipated
delays based on scheduled construction activities. ,
NCDOT will evaluate flashing warning lights, pavement markers, rumble strips and/or
stripes, delineation, warning signs, and/or lighting that would be appropriate to increase
safety and improve driver behavior during fog occurrences. The plans submitted by
NCDOT to the State Historic Preservation Office and the Town of Blowing Rock for
review would show the results of NCDOT's evaluation and the resulting
recommendations.
NCDOT shall design and install a coordinated traffic signal system.
NCDOT shall use standard mast arm signal poles for traffic signals. If the Town chooses
a decorative mast-arm pole that exceeds the cost of the NCDOT-standard mast-arm pole,
then the Town will pay the incremental cost difference.
NCDOT shall provide an emergency crossover (with pavers that will allow grass to grow
through them) at the planned Fire/EMS station (parcel no. 1504 on the Corridor Public
Hearing Map). This crossover will permit volunteer fire fighters to turn left into the
station and fire trucks to turn left out of the station. No signal of any kind will be
provided at this location, but it will be signed for emergency use only. It is imperative
that the Town or County enforce the appropriate use of this crossover; under no
circumstances should anyone use it in a non-emergency situation.
NCDOT will construct a retaining wall at the Bollinger-Hartley House to minimize the
project's impact on that property. Landscaping on the Bollinger-Hartley House property
will be discussed with the SHPO and the property owners and will be included in the
ost-construction landscape plan
.
p
NCDOT's Construction Unit IMPACT Public Information Program will work with the
Town of Blowing Rock to develop an appropriate public information plan (PIP). As part
of the PIP, NCDOT will hold a pre-construction "kick-off' meeting to introduce the
contractor and the construction process to area residents.
NCDOT will develop, maintain, and consistently update a project website to provide
current information about the schedule and development of the project, project progress,
project contact information, and notification of any anticipated delays based on scheduled
construction activities.
NCDOT and the contractor will limit blasting to specific times and those times will be
posted on the aforementioned project website. In addition, blasting activities will be
unced to the media as to be outlined in the PIP
.
anno
NCDOT will conduct pre-construction surveys of all structures adjacent to US 321 within
the historic district to record a "before" condition so that any construction-related damage
can be accurately identified.
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NCDOT shall require that all construction trucks traveling at speeds greater than 25 mph
will cover their truck beds in order to reduce the amount of dust and debris.
NCDOT shall not permit staging areas within the Green Park Historic District. NCDOT
will permit overnight parking of equipment and storage of materials associated with
current construction needs within the construction right-of-way limits along any part of
the project corridor.
NCDOT shall not permit waste deposits, borrow pits, or construction offices within the
Green Park Historic District.
NCDOT and the Town recognize that engineering constraints may arise and engineering
standards may change between the date of this Understanding and the time of project
completion. Should an engineering issue arise that complicates the fulfillment of any of
these measures, NCDOT will initiate discussions with the Town to resolve the issue.
In witness whereof, this Memorandum of Understanding has been executed as of the last
day written below on the part of the North Carolina Department of Transportation and the
Town of Blowing Rock, by authority duly given, as evidenced by the attached certified
copy of Resolution, Ordinance or Charter Provision, as the case may be.
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
State Highway Administrator
Approved by the Board of Transportation: L'L?'"
' TOWN OF BLOWING ROCK
Mayor
Atte
r Clerk
' Approved by the Town Board of Blowing Rock:
G-7
MUNICIPAL SEAL
Town o Blowin Rock
R: 9
1036 Main Street Post Office Box 47 ' Blowing Rock, NC 28605
Resolution #2004-„_
RESOLUTION TO APPROVE A MEMORANDUM OF UNDERSTANDING
Between the N.C. Board of Transportation and the Town of Blowing Rock
Relating to the US 321 Improvements Project in Blowing Rock, NC
Whereas, the Widening Alternative has been identified by the NC Department of Transportation
as the Preferred Alternative for proposed improvements to the US 321 Improvements Project
between Blackberry Road (SR 1500) and Possum Hollow Road (SR 1632R) in Blowing Rock,
North Carolina (Transportation Improvement Project R-2237C); and
Whereas, over the past several years the Town of Blowing Rock and the NC Department of
Transportation have worked closely on the planning and design of the proposed U.S. 321
Improvements Project; and
Whereas, the Town of Blowing Rock desires that the road widening project minimize and
mitigate project impacts, preserve and enhance the unique village atmosphere characteristics of
Blowing Rock and include "parkway" amenities that are aesthetically pleasing as well as safety
conscience; and
Whereas, a Memorandum of Understanding has been drafted based on these discussions and
negotiations between the Town of Blowing Rock and NC Department of Transportation, with
input from citizens and interested parties; and
Whereas, this agreement consists of the improvements of US 321 from Blackberry Road to
Possum Hollow Road in Blowing Rock ' and lists measures that relate to minimizing and
mitigating project impacts to both the Green Park Historic District and to the Town of Blowing
Rock by preserving and enhancing the community character of the Town, including sidewalks,
lighting, wall treatment, guardrail, utilities, landscaping, emergency access, review of plans,
construction management (including blasting), traffic maintenance during construction, and
post-construction traffic management, which includes a coordinated signal system; and
Whereas, the NC Department of Transportation Board formally adopted this MOU at their
regular meeting on October 7, 2004;
Now, Therefore, Be It Resolved, by the Town Council of the Town of Blowing Rock that, in
order to minimize and mitigate project impacts and preserve and enhance community character,
the Memorandum of Understanding between the N.C. Board of Transportation and the Town of
Blowing Rock, relating to the US 321 Improvements Project (R-2237C), be ratified upon
adoption of this Resolution.
Approved this the 12th day of October, 2004.
Atte
Sharon H. Greene, Town Clerk
Terry Le z, Mayon Pro- m
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Phone: (828) 295-5200 Fax: (828) 295-5202 ;?,E-mail: blow ingrock@boone.net
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MEMORANDUM OF AGREEMENT
AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 E"ROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
T1P PROJECT R -2237C
WHEREAS, the Regulatory Division of the United States Army Corps of Engineers
(USACE), Wilmington District, is considering the issuance of a permit to the North
Carolina Department of Transportation (NCDOT), pursuant to Section 404 of the Clean
Water Act (33 U.S.C. 1344), for the widening of US 321 from SR 1500 (Blackberry
Road) to SR 1632 (Possum Hollow Road) within Blowing Rock, North Carolina (the
Undertaking), which is NCDOT's Preferred Alternative; and
WHEREAS, this Memorandum of Agreement (Agreement) applies only if NCDOT
decides to construct the Preferred Alternative (that is, proceed with the Undertaking); and
WHEREAS, the duration for the Undertaking from Right-of-Way acquisition to
completion of construction is likely to take up to ten years during which time traffic
management will be required; and
WHEREAS, the terrain in the area of the Undertaking is mountainous and requires
blasting during construction and constrains the options for minimization of impacts; and
' WHEREAS, the Town of Blowing Rock is a unique destination community with rural
mountain resort character, and the Green Park Inn, the State's second oldest surviving
resort hotel, is a element within of the National Register-listed Green Park Historic
' District and considered a local landmark; and
WHEREAS, NCDOT has determined that the Undertaking will have an adverse effect
upon the National Register-listed Green Park Historic District; and
WHEREAS, the USACE and NCDOT have consulted with the North Carolina State
Historic Preservation Officer (SHPO) pursuant to 36 CFR Part 800, regulations
implementing Section 106 of the National Historic Preservation Act (16 U.S.C. 470f);
and
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WHEREAS, the Town of Blowing Rock (Town), Concerned Citizens of Blowing Rock,
Blowing Rock Historical Society, Caldwell County Commissioners, and owners of
historic properties within the Green Park Historic District have participated in the
consultation and have been invited to concur in this Agreement; and
WHEREAS, NCDOT and the Town of Blowing Rock have entered into a Memorandum
of Understanding (MOU) to implement measures related to the design, implementation,
and mitigation of the Undertaking outside of the Green Park Historic District and it is
understood that no stipulation in the MOU can override any stipulation of this
Agreement;
NOW, THEREFORE, the USACE, NCDOT, and SHPO agree that the Undertaking
shall be implemented in accordance with the following stipulations in order to take into
account the effect of the Undertaking on historic properties.
STIPULATIONS
The USACE will include the following stipulations as part of any permit issued to
NCDOT for the Undertaking:
I. DOCUMENTATION
A. -.Green Park Historic District. Prior to the initiation of construction activities,
NCDOT shall record the existing conditions of the Green Park Historic
District and its surroundings' in accordance with the attached Historic
Structures and Landscape Recordation Plan (Appendix A). This will include a
video to document US 321 and the surrounding landscape and structures
within the historic district as well as keying the locations of the filming to an
aerial photograph of the historic district adjacent to US 321.
B. Individual Structures: Prior to the initiation of construction activities, NCDOT
shall record the existing conditions of the following structures and their
immediate surroundings in accordance with Appendix A. The structures are:
• Green Park Inn
• Cottage No. 21 (as referred to in the 1994 National Register
Nomination)
• A.G. Jonas Cottage
C. Existing Stone Walls: Prior to the initiation of construction activities, NCDOT
shall record the existing stone walls along US 321 within the historic district
in accordance with Appendix A.
D. Blowing Rock Country Club Golf Course Hole Number 4: Prior to the
initiation of construction activities, NCDOT shall record the existing
conditions of Hole No. 4 in accordance with Appendix A.
H. BASELINE STUDIES AND VIBRATION MONITORING
A. Development of Vibration Monitoring Plan: NCDOT's Geotechnical
Engineering Unit, in consultation with NCDOT Division 11, shall develop a
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vibration monitoring plan for the project, to include on-site research during
final design as well as monitoring during construction. The recommendations
of the plan shall be provided to the USACE, SHPO, Town, and other
concurring parties for their comments prior to adoption of the plan.
B. Baseline Studies: On-site research, done prior to construction, will measure
existing vibration exposure, determine sensitivity of nearby structures, and
assign thresholds accordingly.
C. Vibration Monitoring: Vibration monitoring will be conducted on key
structures within the historic district (to be recommended in the
aforementioned vibration-monitoring plan). When a reading exceeds an
established threshold, the alarm will sound and anyone who hears it, e.g.,
property owners/staff or contractor personnel, shall immediately contact the
Resident Engineer.'
D. Pre-construction Surveys: NCDOT will conduct pre-construction surveys of
all structures adjacent to US 321 within the historic district to record a
"before" condition so that any construction-related damage can be accurately
identified.
III. CONEVIUNITY COMMUNICATIONS
A. Public Information Plan: NCDOT's Construction Unit IMPACT Public
Information Program will work with the Town of Blowing Rock to develop an
appropriate public information plan (PIP).
B. "Kick-Off' Meeting: As part of the PIP, NCDOT will hold a pre-construction
"kick-off' meeting to introduce the contractor and the construction process to
area residents.
C. Prgject Website: NCDOT will develop, maintain, and consistently update a
project website to provide current information about the schedule and
development of the project, project progress, project contact information, and
notification of any anticipated delays based on scheduled construction
activities.
D. Contact with Resident Engineer: NCDOT's construction project manager shall
be the Resident Engineer. He or she is the only individual with the authority
to stop construction. Citizens may directly contact the Resident Engineer (and
assistants) with questions or concerns so that the Resident Engineer can
immediately address any project concerns.
IV. PROJECT DESIGN
A. Review of Plans: To insure that the Town of Blowing Rock, and the SHPO
are consulted and the Residents of the Green Park Historic District are given
an opportunity for review, NCDOT will provide the following plans for
comment. Plans will be provided to the Blowing Rock Town Board, the
SHPO, and available for review at the Blowing Rock Town Library.
• Roadway Design Plans at 25%, 50%, and 80% of completion
• Preliminary Post-Construction Landscape Design Plans
• Preliminary Traffic Control Plans
• Preliminary Pavement Marking Plans
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• Preliminary Signing Plans
• Preliminary Sedimentation and Erosion Control Plans
B. Guardrail: Where guardrail is required, NCDOT shall install approved
wooden-faced guardrail where it can be installed and meet safety
requirements. If, during final design, locations are identified where wooden-
faced guardrail cannot be installed, or where, in order to meet safety
requirements, installation would cause an undesirable increase in project right
of way to provide necessary roadside clear areas, NCDOT will coordinate
with the Town and SHPO to find an acceptable guardrail alternative prior to
finalizing the plans.
C. Line Width: The width of lanes within the boundary of the Green Park
Historic' District will be limited toll-feet.
D. Goforth Road: NCDOT shall terminate Goforth Road just east of US 321
rather than rebuild its intersection with US 321.
E. Me ian; NCDOT will not construct a median within the limits of the Green
Park Historic District.
F. Highway Li Ig sting: NCDOT will not install highway lighting within the limits
of the Green Park Historic District.
G. Sig1W Poles: NCDOT shall use standard mast-arm signal poles for traffic
signals, including the one(s) proposed in the Green Park Historic District. If
the Town chooses a decorative mast arm pole that exceeds the cost of the
NCDOT-standard mast-arm pole, the Town will pay the incremental cost
difference.
H. , Utilities: NCDOT will place existing overhead utility lines (electrical,
telephone, and cable television) underground between Green Hill Road and
Possum Hollow Road.
I, Stone Walls: NCDOT will replace all existing stone walls in the Town limits
(including the Green Park Historic District) removed by the Undertaking with
new in-kind stone walls. All other retaining walls along the Undertaking
within the Town limits will be formed concrete walls with simulated masonry
surface treatment. The surface treatment will be designed to resemble the
existing stone walls in the historic district (e.g., the low wall in front of the
Green Park Inn). The appearance of the surface treatment will be coordinated
with the Town of Blowing Rock, and a sample of the surface treatment shall
be fabricated for the Town's and SHPO's review and comment and the
Department's approval prior to permanent installation on the project.
J. Si ewalks: NCDOT will provide a sidewalk, five feet in width, on the- east
side of US 321 from Green Hill road to US 321 Business (which includes the
part of the project within the historic district), so that the west side berm may
be used for more concentrated landscaping. Pedestrian crossings (crosswalks
and/or pedestrian signals) may be provided at signalized intersections.
K. Decorative Pedestrian Lights: NCDOT shall include, as a part of the post-
construction landscape plan, decorative pedestrian lights, the style of which is
to be agreed upon by the Town, SHPO, and NCDOT, at selected locations
within the Town limits. Any decorative pedestrian light locations within
NCDOT right-of-way (e.g., in areas of more concentrated landscaping) must
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be approved by the Special Design Section of NCDOT's Roadway Design
Unit. NCDOT will pay for the lighting equipment and installation, and
NCDOT will install the lights as part of the landscape plan implementation.
The Town will assume ownership of the lights and will pay all utility
(electricity) costs.
L. Landscaping: Plantings will be planned in accordance with NCDOT's
Guidelines for Planting within Highway Right-of-Way. Broader areas of
more concentrated landscaping will be included where right-of-way, roadway
elements, terrain, and safety conditions allow. Design and landscape
characteristics will be developed through discussions with.the Town Board,
SHPO and Residents of the Green Park Historic District to maintain the rural
mountain resort character of the district.
M. Coordinated Signal System: NCDOT will design and install a coordinated
traffic signal system as part of the Undertaking.
N. Speed Limit: The speed limit within the historic district shall be posted 35
mph after construction.
0. Fog Safety Study: NCDOT will evaluate flashing warning lights, pavement
markers, rumble strips and/or stripes, delineation, warning signs, and/or
lighting that would be appropriate to increase safety and improve driver
behavior during fog occurrences. The plans submitted by NCDOT to SHPO
and the Town for review and comment (Item IV.A) will show the results of
NCDOT's evaluation and the resulting recommendations.
V. CONSTRUCTION ACTIVITIES
A. Blasting: NCDOT and the contractor shall limit blasting to specific times.
Those times will be posted on the aforementioned project website. In
addition, blasting activities will be announced to the media as outlined in the
PIP.
B. Dust Minimization:'NCDOT and the contractor shall utilize a truck to
periodically spray water on dry, exposed soil to control dust to the greatest
extent possible.
C. Reseeding Exposed Dirt: In accordance with NCDOT's Best Management
Practices for Protection of Surface Waters, NCDOT and the contractor shall
seed exposed soil with grass in order to control run-off, erosion, and dust.
D. Covered Truck Beds: NCDOT shall require all construction trucks traveling at
speeds greater than 25 mph to cover their truck beds in order to reduce the
amount of dust and debris.
E. Staging Areas: NCDOT shall not permit staging areas within the Green Park
Historic District. NCDOT may permit overnight parking of equipment and
storage of materials, associated with current construction needs, within the
construction right-of-way limits along any part of the project corridor.
F. Waste Sites Borrow Pits and Construction Offices: NCDOT shall not permit
waste deposits, borrow pits, or construction offices within the Green Park
Historic District.
G. "Smart Zone" Techniques: NCDOT shall use "Smart Zone" techniques in the
maintenance of traffic during construction. These techniques may include
G-13
methods such as advance notification of delays, lane closures, real time
monitoring, and the use of Digital Message Systems. In addition, NCDOT
shall maintain a website that will provide information on anticipated delays
based on scheduled construction activities.
VI. GREEN PARK INN
NCDOT, in consultation with SHPO and the property owners, shall develop measures to
reduce the adverse effect of the Undertaking on the Green Park Inn. These measures may
include, but are not limited to, the following:
• Replacement of the existing stone walls;
• Replacement of the existing sidewalk;
• Reconfiguration of the existing parking lot;
• Sound abatement/buffering; and/or
• Landscaping.
VII. A.G. JONAS COTTAGE
NCDOT, in consultation with SHPO and the property owners, shall develop measures to
reduce the adverse effect of the Undertaking on the A.G. Jonas Cottage. These measures
may include, but are not limited to, the following:
• Construction of a retaining wall;
• Construction of a privacy fence;
• Sound abatement/buffering; and/or
• Landscaping.
VIII. COTTAGE NO.21 (as referred to in the 1994 National Register Nomination)
In the event that this property is not determined to be a relocation in the final design,
NCDOT, in consultation with SHPO and the property owners, shall develop measures to
reduce the adverse effect of the Undertaking on Cottage No.21. These measures may
include, but are not limited to, the following:
• Providing alternative access to the property;
• Construction of a retaining wall; and/or
• Landscaping.
IX. BLOWING ROCK COUNTRY CLUB GOLF COURSE
NCDOT will construct a retaining wall on the east side of US 321 at the Blowing Rock
Country Club Golf Course (Hole No. 4) in order to minimize impacts to the course.
1X. UNANTICIPATED DISCOVERY
In accordance with 36 CFR 800.11(a), and prior to initiation of construction activities,
NCDOT shall ensure preparation of a plan of action should archaeological or
architectural resources be inadvertently or accidentally discovered during the
construction phase of the project. The plan shall provide for an assessment of the
significance of the discovery in consultation amongst NCDOT, USACE, and the SHPO.
Inadvertent or accidental discovery of human remains will be handled in accordance with
North Carolina General Statutes 65 and 70,
G-14 6
X. DISPUTE RESOLUTION
Should the North Carolina SHPO or any parties to this agreement object within (30) days
to any plans or documentation provided for review pursuant to this agreement, NCDOT
shall consult with the North Carolina SHPO to resolve the objection. If the USACE or
the North Carolina SBPO determines that the objection cannot be resolved, USACE will
forward all documentation relevant to the dispute to the Advisory Council on Historic
Preservation (Council). Within thirty (30) days after receipt of all pertinent
documentation, the Council will either:
A. Provide USACE with recommendations which USACE will take into account
in reaching a final decision regarding the dispute, or
B. Notify USACE that it will comment pursuant to 36 CFR Section 800.7(c) and
proceed to comment. Any Council comment provided in response to such a
request will be taken into account by USACE in accordance with 36 CFR Section
800.7 (c) (4) with reference to the subject of the dispute.
Any recommendation or comment provided by the Council will be understood to pertain
only to the subject of the dispute; USACE's responsibility to carry out all the actions
under this agreement that are not the subject of the dispute will remain unchanged.
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
A-? 't J
STATES ARMY CORPS Of
It/
11/1)
T1TO "11Z' T A J?PT-
I-111kill
VA11VIN urrit rItc
G-15
DATE
DATE
7
FILED BY:
ADVISORY COUNCIL ON HISTORIC PRESERVATION DATE
G-16 8
MEMORANDUM OF AGREEMENT
' AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
' THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R-2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
' CON R:
!1 l lv zy
N G MOWING ROCK MATE
G-17 9
MEMORANDUM OF AGREEMENT
AMONG
THE UNTIED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R-2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
CONCUR:
Concerned Citizens of Blowing Rock Date
Concerned Citizens of Blowing Rock (PLEASE PRINT)
G-18 10
MEMORANDUM OF AGREEMENT
' AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
' FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R -2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
CONCUR:
LI
f
Blowing Rock Historical Society Date
Blowing Rock Historical Society (PLEASE PRINT)
G-19 11
1d 002
MEMORANDUM OF AGREEMENT
AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAORLINA,
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R-2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent tiling with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
US.A.CE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
Adopted this the 6"' day of December, 2004.
hCaldwell Board of Commissioners
G-20
MEMORANDUM OF AGREEMENT
AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
' THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R -2237C
Execution of this Memorandum of Agreement by USACE the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
' opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
1
CONCUR:'
.v ,
Owner(s) of Green Park Inn
Owner(s) of Green Park Inn (PLEASE PRINT)
,. G??..
Date
1G-21
'''13
MEMORANDUM OF AGREEMENT
AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R -2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
CONCUR:
Owners of A.G. Jonas Cottage Date
Owners of A.G. Jonas Cottage (PLEASE PRINT)
G-22 14
MEMORANDUM OF AGREEMENT
AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
' THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R-2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
CONCUR:
1
1
Owner(s) Cottage #21 Date
?tG f i1za,G' ' ,'7 1 . Ac", (-4; , Cl
Owner(s) Cottage #21 (PLEASE PRINT)
G-23
15
I??II
?J
MEMORANDUM OF AGREEMENT
AMONG
THE UNITED STATES ARMY CORPS OF ENGINEERS,
WILMINGTON DISTRICT,
THE NORTH CAROLINA DEPARTMENT OF TRANSPORTATION,
AND
THE NORTH CAROLINA STATE HISTORIC PRESERVATION OFFICER
FOR
US 321 IMPROVEMENTS
FROM SR 1500 (BLACKBERRY ROAD)
TO SR 1632 (POSSUM HOLLOW ROAD)
TOWN OF BLOWING ROCK, NORTH CAROLINA
WATAUGA AND CALDWELL COUNTIES
TIP PROJECT R-2237C
Execution of this Memorandum of Agreement by USACE, the NCDOT, and the North
Carolina SHPO, its subsequent filing with the Advisory Council on Historic Preservation,
and implementation of its terms evidence that USACE has afforded the Council an
opportunity to comment on the US 321 improvements from SR 1500 to SR 1632 in the
Town of Blowing Rock, and its effects on the Green Park Historic District and that
USACE has taken into account the effects of the Undertaking on this National Register-
listed historic district.
CONCUR:
Blowing Rack County Club
J,q M g: 4"
Blowing Rock County Club (PLEASE PRINT)
G-24
f ?
16
L
J
1
APPENDIX
Historic Structures and Landscape Recordation Plan
For the widening of US 321 from SR 1500 (Blackberry Road) to
SR 1632 (Possum Hollow Road) within Blowing Rock, North Carolina
Photographic Requirements
A. qgn?ark_Historic District: Prior to the initiation of construction activities,
NCDOT shall record the existing conditions of the Green Park Historic
District and its surroundings in a video documenting US 321 and the
surrounding landscape and structures within the historic district and keying
the locations of the filming on an aerial photograph.
B. Individual StrugLre§: Prior to the initiation of construction activities, NCDOT
shall photographically record the existing conditions of the Green Park Inn,
Cottage No. 21, and A.G. Jonas Cottage and their immediate surroundings.
For each structure NCDOT shall collect selected views of each building
including, but not limited to:
• Overall views of each building (elevations and oblique views)
• Interior views of the main areas and noted interior architectural
elements
• Overall views of the project area, showing the relationship of each
building to its setting
C. Existing Stone Walls: Prior to the initiation of construction activities, NCDOT
shall photographically record the conditions of existing stone walls along US
321 within the historic district. For each NCDOT shall collect selected views
of each stone wall including, but not limited to:
• Overall views of each wall (elevations and oblique views)
• Overall views of the project area, showing the relationship of each
wall to its setting
Photographic Format
? Digital video transferred to a CD-ROM
? Color slides (all views)
? 35 mm or larger black and white negatives (all views)
? Two Black and white contact sheets (all views)
? All processing to be done to archival standards
? All photographs and negatives to be labeled according to Division of Archives
and History standards
Copies and Curation
One (1) set of all photographic documentation will be deposited with the North
Carolina. Division of Archives and History/State Historic Preservation Office to
be made a permanent part of the statewide survey and iconographic collection.
G-25