U-209F

State of North Carolina
Department of Environment MWA MIA
and Natural Resources +
Division of Water Quality l V2;
I A- lk
James B. Hunt, Jr., Governor NCDENR
Bill Holman, Secretary Kerr T. Stevens, Director
October 29, 1999
MEMORANDUM
To: Melba McGee
Through: John Dorney-
?`V
From: John Hennes
Subject: Comments on the EA for the improvements to US 74 (Independence Boulevard) from SR
2940 (Eastway Drive) to Sharon Amity Road in Mecklenburg County, Federal Aid
Project No. FR-18-2(17), State Project No. 8.167 1001, TIP Project No. U-209F, DENR
Project Number OOE-0174.
This office has reviewed the referenced document. The Division of Water Quality (DWQ) is responsible
for the issuance of the Section 401 Water Quality Certification for activities that impact Waters of the U.S.,
including wetlands. It is our understanding that the preferred alternative, as presented in the EA, will result
in no impacts to jurisdictional wetlands or streams. The DWQ offers the following comments based on
review of the aforementioned document and are applicable only if impacts to wetlands or surface waters
are incurred:
A) 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 practical.
Based on the impacts described in the document, wetland mitigation may be required for this
project. Should the impacts to jurisdictional wetlands exceed 1.0 acres, mitigation may be
required in accordance with NCDWQ Wetland Rules { 15A NCAC 2H.0506 (h)(2) ).
B) 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 NCAC 2H.0506 (h)(3)}, the
Wetland Restoration Program may be available for use as stream mitigation.
C) 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.
D) Sediment and erosion control measures should not be placed in wetlands.
1621 Mail Service Center, Raleigh, North Carolina 27699-1621 Telephone [phone] FAX [phone]
An Equal Opportunity Affirmative Action Employer 50% recycled/ 10% post-consumer paper
Mr. William D. Gilmore memo
10/29/99
Page 2
E) Borrow/waste areas should avoid wetlands to the maximum extent practicable. Impacts to
wetlands in borrow/waste areas could precipitate compensatory mitigation.
F) 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.
G) 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.
H) Future documentation should include an itemized listing of the proposed wetland and stream
impacts with corresponding mapping.
[) Based on the information presented in the document, the magnitude of impacts to wetlands and
streams will not 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 practical, the development of an acceptable
stormwater management plan, and the inclusion of appropriate mitigation plans where appropriate.
The NCDWQ appreciates the opportunity to provide comments on your project. Should you have any
questions or require any additional information, please contact John Hennessy at [phone].
cc: Steve Lund, Corps of Engineers
Mark Cantrell, USFWS
David Cox, NCWRC
Mike Parker, NCDWQ Mooresville Regional Office
Personal Files
Central Files
C:AncdotATIP U-209\comments\ U-209F comments1doc
US 74 (Independence Boulevard) from
SR 2940 (Eastway Drive) to Sharon Amity Road
Mecklenburg County
Federal Aid Project FR-18-2(17)
State Project No. 8.1671001
TIP Project U-209F
DRAFT
REEVALUATION OF FINAL SUPPLEMENTAL
ENVIRONMENTAL IMPACT STATEMENT
Submitted pursuant to the
National Environmental Policy Act
42 U.S.C. 4332 (2)c
By the
U.S. Department of Transportation
Federal Highway Administration
and
N. C. Department of Transportation
Date

.,.William D. Gilmore, P. E., Manager
Project Development and Environmental Analysis Branch
Date /l'?
Divis
L. Graf; P. E.
Administrator, FHWA
US 74 (Independence Boulevard) from
SR 2940 (Eastway Drive) to Sharon Amity Road
Mecklenburg County
Federal Aid Project FR-18-2(17)
State Project No. 8.1671001
TIP Project U-209F
DRAFT
REEVALUATION OF FINAL SUPPLEMENTAL
ENVIRONMENTAL IMPACT STATEMENT
June, 1999
Documentation Prepared in the Project Development and Environmental
Analysis Branch by:
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Richard L. Brewer, P. E.
Project Development Engineer
l_ I 7:S
Cynthia D. Sharer, P. E.
Project Development Unit Head

US 74 (Independence Boulevard) from
SR 2940 (Eastway Drive) to Sharon Amity Road
Mecklenburg County
Federal Aid Project FR-18-2(17)
State Project No. 8.1671001
TIP Project U-209F
DRAFT
REEVALUATION OF FINAL SUPPLEMENTAL
ENVIRONMENTAL IMPACT STATEMENT
This is a Federal Highway Administration Administrative Action,
Reevaluation of Final Supplemental Environmental Impact Statement.
The following persons can be contacted for additional information
concerning this proposal and reevaluation:
Mr. Nicholas L. Graf, P. E.
Division Administrator
Federal Highway Administration
310 New Bern Avenue, Suite 410
Raleigh, North Carolina 27601
Telephone [phone]
Mr. William D. Gilmore, P. E., Manager
Project Development and Environmental Analysis Branch
North Carolina Department of Transportation
Post Office Box 25201
Raleigh, North Carolina 27611
Telephone [phone]

TABLE OF CONTENTS
PAGE
SUMMARY
I. SPECIAL PROJECT COMMITMENTS ....................................
II. DESCRIPTION AND BASIS OF THE PROPOSED ACTION ............. 1
A. GENERAL DESCRIPTION ......................................... 1
B. BASIS FOR A REEVALUATION OF THE FINAL
SUPPLEMENTAL ENVIRONMENTAL IMPACT
STATEMENT ........................................................ 2
III. HISTORICAL BACKGROUND AND NEED FOR ACTION ............... 2
A. HISTORICAL BACKGROUND .................................... 2
B. PURPOSE AND NEED OF THE PROJECT ...................... 4
IV. DESCRIPTION OF THE PROPOSED ACTION ........................... 4
A. PROPOSED TYPICAL SECTION OF US 74
(INDEPENDENCE BLVD.) ......................................... 4
B. HIGH-OCCUPANCY VEHICLE LANE ............................ 4
C. NEW INTERCHANGE OF US 74 AND ALBEMARLE ROAD AND
PIERSON DRIVE .................................................. 5
D. IMPROVEMENTS TO ALBEMARLE ROAD ....................... 5
E. IMPROVEMENTS TO EASTWAY DRIVE ......................... 5
F. EXISTING AND PROJECTED FUTURE TRAFFIC VOLUMES.. 6
G. PROJECT LEVELS OF SERVICE ................................ 6
H. CHANGES IN THE PROPOSED ACTION ........................ 10
I. PROJECT COSTS ................................................ 10
V. ENVI RONMENTAL IMPACTS ............................................. 11
A. COMMUNITY IMPACT ASSESSMENT ........................... 11
1. Community Profile .................................... 11
2. Project Impact Assessment ........................ 14
B. ARCHITECTURAL RESOURCES ................................. 26
C. ARCHAEOLOGICAL RESOURCES .............................. 27
D. NATURAL RESOURCES ......................................... 27
1. Introduction ............................................. 27
2. Water Resources and Wetlands .................. 27
3. Protected Species .................................... 28
4. Federal Species of Concern ....................... 31
E. HIGHWAY TRAFFIC NOISE ...................................... 32
1. Introduction ............................................. 32
2. Characteristics of Noise ............................. 32

TABLE OF CONTENTS (continued)
PAGE
3. Noise Abatement Criteria ........................... 33
4. Ambient Noise Levels ................................ 34
5. Procedure for Predicting Future Noise Levels.. 34
6. Traffic Noise Impacts and Noise Contours..... 35
7. Traffic Noise Abatement Measures ............... 36
8. Construction Noise .................................... 37
9. Summary ................................................. 38
F. AIR QUALITY ...................................................... 38
G. GEOENVIRONMENTAL ASSESSMENT .......................... 41
VI. Conclusions ............................................................ 46
APPENDICES
A. Figures
Figure 1 - Vicinity Map of the Project Area
Figure 2 - Aerial View of the Project Area
Figure 3 - Typical Cross-Section of US 74 (Independence Blvd.)
Figure 4 - Existing (1999) and Projected (2025) Traffic Volumes
Figure 5 - Environmental Justice Analysis
B. Traffic Noise and Air Quality Tables
C. Relocation Report and Program
D. Demographic Tables
E. Correspondence
US 74 (Independence Boulevard) from
SR 2940 (Eastway Drive) to Sharon Amity Road
Mecklenburg County
Federal Aid Project FR-18-2(17)
State Project No. 8.1671001
TIP Project U-209F
1. SPECIAL PROJECT COMMITMENTS
The existing median lane on US 74 (Independence Blvd.) is currently used
strictly for express city bus service. The lane extends from the Brookshire
Freeway interchange to Westchester Blvd., west of Eastway Dr. Busses enter
and exit the exclusive lane at these termini. The City of Charlotte and the North
Carolina Department of Transportation will continue this exclusive bus service at
the Westchester Blvd. terminus until the time the construction of the project
begins to disrupt its operation.
II. DESCRIPTION AND BASIS OF THE PROPOSED ACTION
A. GENERAL DESCRIPTION
The North Carolina Department of Transportation (NCDOT), Division of
Highways, proposes to widen US 74 (Independence Blvd.) to an 8-lane, divided
facility with a reversible, high-occupancy vehicle (HOV) lane in the median from
Eastway Dr. (SR 2940) to Sharon Amity Rd. TIP project U-209F, measured
along US 74, is 1.34 miles long. Figure 1 is a vicinity map of the project area.
Figure 2 is an aerial view of the project area showing existing features and an
overlay of the project limits.
Approximately 160-180 feet is required for right of way and construction
easements. The proposed cross section from Eastway Dr. to west of the
proposed Albemarle Rd. (NC 24-27) interchange is an 8-lane, divided facility with
a reversible 28-foot wide HOV lane in the median. From east of the Albemarle
Rd. interchange to Sharon Amity Rd., the facility tapers down from the 8-lane
cross section to the existing 6-lane, divided facility. One entry/exit point for the
HOV lane is to be located west of Sharon Amity Rd., and the other is to be
located on Albemarle Rd., south of Pierson Dr. Widening improvements are also
proposed on Eastway Dr., Pierson Rd., and Albemarle Rd. All of the
improvements on U-209F are part of the total Independence Boulevard
improvement project U-209, which begins at Brookshire Fwy. and ends at
Idlewild Rd. These improvements are essential in alleviating the ongoing growth
in traffic volumes and congestion on US 74 by encouraging higher vehicle
occupancy through the use of ridesharing and transit.
Table 1 provides a summary of environmental impacts and engineering
parameters of this project.
TABLE 1
PROJECT INFORMATION SUMMARY
Parameter U-209F Data
Wetlands None impacted
Protected species habitat None impacted
Stream relocation None
Architectural No impacts to an properties or resources
Archaeological No impacts to any properties or resources
Noise walls None reasonable or feasible
Relocations 5 businesses & 3 residences*
Estimated construction cost $22,700,000
Estimated right of way cost $17,000,000
`A more accurate estimate of relocations will be available once final design plans are complete.
B. BASIS FOR A REEVALUATION OF THE FINAL SUPPLEMENTAL ENVIRONMENTAL
IMPACT STATEMENT
As more than eleven (11) years have passed since the approval of the
Final Supplemental Environmental Impact Statement (EIS) for T. I. P. No. U-209,
a reevaluation of this document is deemed necessary by the Federal Highway
Administration (FHWA), and is being prepared to determine if a Supplemental
Final EIS is required.
The HOV Alternative was chosen as the selected alternative following
circulation of the Draft EIS in 1978. The Final EIS for U-209 was approved in
June 1982 and recommended improvements to US 74 from Brookshire Fwy. to
the Charlotte Outer Loop. The Final Supplemental EIS documented the impacts
of transit alternatives for US 74 from Brookshire Fwy. to west of Idlewild Rd.
This reevaluation documents the improvements and impacts of section F
(Eastway Dr. to Sharon Amity Rd.) of the U-209 project.
III. HISTORICAL BACKGROUND AND NEED FOR ACTION
A. HISTORICAL BACKGROUND
The need for improvements to relieve traffic congestion on US 74 has
been recognized since the early 1960s. In 1974, studies of reasonable and
feasible alternatives and corridors were initiated by NCDOT, and a highway
improvement project (U-209) was inserted into the Transportation Improvement
2
Program (TIP). The findings and impacts of this project were published in a Draft
EIS in July 1978.
The Draft EIS presented five construction alternatives. Charlotte's City
Council rejected all of these alternatives with the exception of improving the
existing US 74 corridor. Public opinion at the time supported the Council's
decision. Nearly four years later, in June 1982, a Final EIS was published
recommending a widened highway including a HOV lane in the median.
The alternatives studied in the Final EIS included an alternative to provide
a busway in the median. Since the busway is a mass transit facility, a Draft
Supplemental EIS was undertaken in 1986, at the request of the Urban Mass
Transportation Administration (UMTA). In February 1988, after all five
alternatives including transit were studied, the Final Supplemental EIS was
approved, recommending the HOV option as the selected alternative.
Traffic congestion is a major problem for motorists travelling to and from
uptown Charlotte along US 74. The existing 6-lane urban arterial has numerous
traffic signals and minimal control of access. Traffic congestion has been critical
for years, and projections of future traffic volumes point to an immediate need to
increase the traffic-carrying capacity of the corridor.
The implementation of measures to encourage transit usage and/or
carpool ridership is essential to the goal of reducing congestion and improving
overall travel conditions. Improvements to reduce vehicular traffic and emissions
is also an important component of meeting established air quality standards in
the Charlotte-Mecklenburg area.
These goals will best be accomplished with the HOV Alternative, the
selected alternative described in the Final Supplemental EIS. The congestion-
reducing features of this alternative are an additional travel lane in each direction
for all vehicles and an HOV lane in the median, which is intended for use by
buses and all other vehicles carrying three (3) or more occupants.
According to the Final Supplemental EIS, Alternative 4, the reversible
HOV lane alternative, provided the highest level of service, incorporated the
highest standards of design, provided the greatest travel time benefit for the
maximum number of users, and benefited both transit patrons and motorists. In
addition to performing best with respect to the transportation goals and
objectives, Alternative 4 also performed well with respect to the non-
transportation goals and objectives. The improved level of service will provide
the greatest opportunity for limiting vehicular emissions, thus improving air
quality. Finally, the Final Supplemental EIS noted little difference among the
alternatives with respect to their impacts on emergency services or on the natural
environment.
3
As recently as March 22, 1999, the Charlotte City Council discarded the
concept of this project being used as a busway demonstration project and
approved the HOV lane concept as selected in the Final Supplemental EIS. (See
letter in Appendix E.)
B. PURPOSE AND NEED OF THE PROJECT
The purpose and need of the highway improvements to US 74
(Independence Blvd.) is to improve the traffic-carrying capacity of the facility.
Existing traffic volumes and future traffic projections indicate a irrefutable need
for capacity improvements to US 74 and it's crossing streets. Previous planning
and environmental studies (Final EIS and Final Supplemental EIS) indicate the
most practicable method for accomplishing the purpose and need is to provide a
widening of US 74 and inclusion of special high-occupancy vehicle lanes, to be
used by busses and passenger vehicles with three (3) or more occupants.
IV. DESCRIPTION OF THE PROPOSED ACTION
A. PROPOSED TYPICAL SECTION OF US 74 (INDEPENDENCE BLVD.)
The selected alternative is a multi-lane expressway with an exclusive HOV
lane in the median. Figure 2 illustrates the design concepts for this project
overlaid on an aerial photograph of the area. The length of the project from
Eastway Dr. to Sharon Amity Rd., measured along the US 74 centerline, is 1.34
miles. From Eastway Dr. to the Albemarle Rd. (NC 24-27) interchange, US 74 is
proposed to be an 8-lane facility with 2'-6" curb and gutter on the outside lanes.
Each travel lane will be 12 feet wide. Figure 3 displays the typical cross-section
of the proposed mainline. From Albemarle Rd. to Sharon Amity Rd., the
proposed facility is 8-lanes, divided by standard concrete barriers. All existing
minor sidestreets and driveways will feature a right-turn in/right-turn out
configuration. The US 74 improvements will require a total of 160-180 feet for
right of way and construction easements.
B. HIGH-OCCUPANCY VEHICLE LANE
High-occupancy vehicle (HOV) lanes have proven beneficial in improving
the level of service for both car pools/van pools and mixed traffic. Recent studies
of HOV facilities nationwide indicate that travel times in the HOV lanes are very
consistent, whereas travel times in the mixed traffic lanes may vary considerably
from day to day. Travel speeds typically increase for both HOV and mixed traffic
after an HOV lane has been put to use, compared to operating speeds before
HOV installation.
4
The reversible HOV lane proposed for US 74 will be 28 feet wide. During
the morning peak travel period, the lane will carry westbound traffic into the
Charlotte Central Business District. The direction of flow will reverse in the
evening peak period, carrying motorists away from uptown. The HOV lane is to
be used exclusively by vehicles carrying three or more occupants and by buses.
The lane will be placed in the median of US 74 and will be separated from the
mixed traffic lanes by two-foot standard concrete barriers. The entry/exit point for
the HOV lanes on US 74 will be located approximately 1000 feet west of Sharon
Amity Rd. On Albemarle Rd., the entry/exit point is proposed about 900 feet
south of Pierson Dr.
C. NEW INTERCHANGE OF US 74, ALBEMARLE ROAD AND PIERSON DRIVE
The existing traffic signal at US 74 and Albemarle Rd. will be removed and
a new grade-separated interchange will be constructed. The interchange will
also tie-in with Pierson Dr. Three new bridges will be constructed for the
interchange. One bridge will carry westbound US 74 traffic over traffic making
the movement from eastbound US 74 to northbound Albemarle Rd. Two
separate bridges will be built to carry east and westbound US 74 traffic over
Pierson Dr., which will be lowered under the existing US 74 grade.
Pierson Dr. will have full access to both directions on US 74. A new loop
ramp will carry traffic exiting eastbound US 74 onto Pierson Dr. A new on-ramp
will carry traffic from Pierson Dr. onto eastbound US 74. An existing connection
tying Pierson Dr. with US 74 via Wilshire Place and Winfield Dr. will remain to
serve Pierson Dr. traffic heading west on US 74 and westbound US 74 traffic
exiting to Pierson Dr.
The HOV lanes in the interchange area merge and split to process flow on
all three legs of the interchange. The proposed interchange of US 74 and
Albemarle Rd. will require a total land area of approximately 18 acres.
D. IMPROVEMENTS TO ALBEMARLE ROAD
Widening and other improvements will be made to all of the roadways (y-
lines) that currently intersect US 74. Albemarle Rd. will be widened from its new
interchange with US 74 to about 300 feet east of Pierson Dr. Additional travel
lanes and right of way are needed to accommodate the entry/exit lanes for the
HOV lane and the mixed traffic interchange ramps.
E. IMPROVEMENTS TO EASTWAY DRIVE
Eastway Dr., located at the beginning of U-209F, will be improved. A
grade-separated, cloverleaf interchange currently exists at US 74 and Eastway
Dr. Resurfacing will begin approximately 250 feet north of Pinecrest Ave. At
Goodwin Ave., a new southbound lane will be constructed, making three through
6
lanes in each direction. The road will be divided by a new monolithic concrete
island. Approaching US 74, Eastway Dr. will undergo widening to four lanes in
each direction, divided by a new concrete island.
In the immediate area of the interchange, Eastway Dr. will be shifted west
of its present alignment. A new bridge over US 74 will be constructed, and all of
the interchange ramps will be improved and altered to connect with the new
Eastway Dr. alignment. Eastway Dr. will have an 8-lane undivided cross-section
across the new bridge and southward to Coldstream Lane, about % mile south of
US 74.
Five-foot wide sidewalks will be provided on the improved 8-lane section
of Eastway Dr. The new sidewalks will be constructed on the east side along the
entirety of the Eastway Dr. improvements. On the west side, the new sidewalk
will be installed from the ramp area at US 74 north to Goodwin Ave., where
Eastway Dr. will taper down to its current 6-lane section.
F. EXISTING AND PROJECTED FUTURE TRAFFIC VOLUMES
US 74 (Independence Blvd.) is one of the most heavily traveled arterials in
North Carolina. It is the main thoroughfare in the southeastern region of
Charlotte and Mecklenburg County. Currently (1999), the NCDOT predicts that
US 74 in the project area is carrying up to 67,400 vehicles per day (vpd).
Compared to 1988 volumes reported in the Final Supplemental EIS (56,000 vpd),
an increase in traffic of over 20% has occurred over the last 11 years.
Figure 4 displays the 1999 and 2025 directional traffic volumes on the
project area roadways. Also included in the figure are truck percentages and the
design hour volume percentage, which is the estimate of the percentage of
vehicles on the roadway during the evening peak hour. In the design year of
2025, NCDOT predicts that 147,400 vpd (both directions) will be utilizing the
US 74 corridor in the project area. The volumes in 2025 represent a 220%
growth in traffic from the present year (1999).
Traffic volumes directly correlate with the level of service on a highway.
The physical and geometric components of the highway dictate the maximum
service flows and capacity of a facility. The amount and composition of the
current and predicted traffic flows are then applied to calculate the level of
service of the highway under the given conditions. The discussion below details
the levels of service predicted for this project.
G. PROJECT LEVELS OF SERVICE
Level of service (LOS) is a qualitative measure describing operational
conditions within a traffic stream and how motorists and/or passengers perceive
these conditions. A LOS definition generally describes these conditions in terms
6
of speed, travel time, freedom to maneuver, traffic interruptions, comfort,
convenience, and safety. Six levels of service, with letter designations from A
(best) to F (worst), represent operations for each type of facility for which
analysis procedures are available. For this analysis, the Department studied the
signalized intersections of US 74 for the existing and no-build conditions and the
multi-lane divided highway for the future build condition.
US 74 is presently a multi-lane divided highway with partial control of
access. A natural (grass) median runs down the center of the highway, which
restricts left turns to occur only under signalized control. Signalized intersections
on US 74 exist at Westchester Blvd., Woodland Dr., Pierson Dr., Albemarle Rd.
(NC 24-27), and Sharon Amity Rd. Since time is allocated to US 74 and the
intersecting side streets, these signalized intersections are the primary factors in
the determination of level of service.
Signalized Intersections. According to the Highway Capacity Manual
(Special Report 209, Transportation Research Board, 1994) chapter on
signalized intersections, level of service is defined in terms of delay, which is a
measure of driver discomfort and frustration, fuel consumption, and lost travel
time. Delay is a complex measure and is dependent upon a number of variables,
including the quality of progression, the cycle length, the green ratio, and the
volume to capacity (v/c) ratio for the lane group in question.
LOS A describes operations with very low delay, up to 5 seconds per
vehicle. This level of service occurs when progression is extremely favorable
and most vehicles arrive during the green phase. Most vehicles do not stop at
all. Short cycle lengths may also contribute to low delay.
LOS B describes operations with delay greater than 5 and up to 15
seconds per vehicle. This level generally occurs with a good progression, short
cycle lengths, or both. More vehicles stop than with LOS A, causing higher
levels of average delay.
LOS C describes operations with delay greater than 15 and up to 25
seconds per vehicle. These higher delays may result from fair progression,
longer cycle lengths, or both. Individual cycle failures may begin to appear at this
level. The number of vehicles stopping is significant at this level, though many
still pass through the intersection without stopping.
LOS D describes operations with delay greater than 25 and up to 40
seconds per vehicle. At LOS D, the influence of congestion becomes more
noticeable. Longer delays may result from some combination of unfavorable
progression, long cycle lengths, or high v/c ratios. Many vehicles stop, and the
proportion of vehicles not stopping declines. Individual cycle failures are
noticeable.
7
LOS E describes operations with delay greater than 40 and up to 60
seconds per vehicle. This level is considered by many agencies to be the limit of
acceptable delay. These high delay values generally indicate poor progression,
long cycle lengths, and high v/c ratios. Individual cycle failures are frequent
occurrences.
LOS F describes operations with delay in excess of 60 seconds per
vehicle. This level, considered to be unacceptable to most drivers, often occurs
with oversaturation, that is, when arrival flow rates exceed the capacity of the
intersection. It may also occur at high v/c ratios below 1.0 with many individual
cycle failures. Poor progression and long cycle lengths may also be major
contributing causes to such delay levels.
Multi-lane highways. On multi-lane highways, level of service criteria is
defined in terms of density. Density is a term that quantifies the vehicles'
proximity to each other and describes the ease of maneuverability within a traffic
stream. LOS A describes absolutely free-flow conditions. LOS B introduces the
presence of other vehicles, and their effects begin to be noticed. Average travel
speeds are not reduced. LOS C indicates conditions where vehicle densities
begin to deteriorate operating conditions, including speed reductions on those
facilities where free-flow speeds are normally over 50 mph. LOS D is indicative
of further decreases in operating speeds as traffic volumes climb. LOS E is
defined as capacity, a condition where flow is generally unstable and affected by
disturbances in the traffic stream. Speeds vary in these conditions, but the
posted speed limit can be achieved if downstream disturbances do not occur.
LOS F is represented by forced or breakdown flow, where average speeds often
fall below 30 mph.
The Highway Capacity Manual was used to determine LOS for the current
year (1999) and for the design year 2025.
The Plan Review Squad of the Traffic Engineering and Safety Systems
Branch completed a preliminary review of the subject project. This project
involves improvements along US 74 (Independence Blvd.), including a reversible
HOV lane, from SR 2940 (Eastway Dr.) to Sharon Amity Rd. An eight-lane facility
is proposed for US 74 from Eastway Dr. to Albemarle Rd. A six-lane facility is
proposed for US 74 from Albemarle Road to Sharon Amity Rd. All signals and full
movement crossovers are proposed to be eliminated, except Sharon Amity Rd.
Existing driveways along US 74 will be restricted to right in right out movement. In
order to analyze the impacts of the proposed project, NCDOT performed capacity
analyses utilizing the 1999 and 2025 year volumes provided by the Statewide
Planning Branch to determine the levels of service (LOS)..
Mainline Analysis
While the improved sections of U-209 (C, D & E) presently operate at LOS
D, mainline analysis indicates unimproved US 74 in the U-209F project area
8
currently operates at LOS E. However, it is important to note that closely spaced
signals have a pronounced affect on the mainline levels of service of a facility (as
stated in the Highway Capacity Manual). The current year LOS on existing US 74
between Eastway Dr. and Sharon Amity Rd. is better represented by the LOS at
the signals during peak hours. US 74 is projected to operate at LOS D given the
current year volumes on the proposed facility. By design year, this facility, from
Eastway Dr. to Sharon Amity Rd., would be expected to operate at LOS F given
either the existing or proposed lane configuration.
Although US 74 (Independence Blvd.) is expected to operate at LOS F in
design year, the proposed project would increase the capacity, as well as improve
safety on US 74 by eliminating the signals and full movement crossovers. The
LOS of the US 74 corridor is expected to improve if the "at-grade" intersections at
both Sharon Amity Road and Idlewild Road were converted to interchanges. The
U-209F project does not include a new interchange at Sharon Amity Rd.
However, improvements to US 74 from Sharon Amity Rd. to Idlewild Rd. have
been identified by NCDOT as a future need although no planning or design has
yet been authorized for that section.
US 74 (Independence Blvd.) and SR 2940 (Eastway Dr.)
The ramps and loops for the SR 2940 (Eastway Dr.) interchange on US 74
(Independence Blvd.) currently operate at LOS C. Weave analysis for the
sections between Loops A and B and Loops C and D indicate the weaving
vehicles operate at LOS D while the non-weaving vehicles operate at LOS C.
In design year, Ramps A, C, and D are anticipated to operate at LOS E
and Ramp B is anticipated to operate at LOS C. Loops A, B, and D will operate
at LOS D and Loop C will operate at LOS E. Weave analysis indicates the
weaving vehicles can be expected to operate at LOS E while the non-weaving
vehicles can be expected to operate at LOS D.
It should be noted that US 74 (Independence Blvd.) is not a true freeway
facility. The levels of service reported above for the ramps and loops are based
on a freeway facility. The LOS on the mainline will affect the LOS on the ramps
and loops.
US 74 (Independence Blvd.) and Pierson Drive
This intersection is currently an "at-grade" signalized intersection. This
intersection is proposed to be removed as a part of this project and replaced with a
loop and ramp. The ramp and loop will be used to access eastbound US 74
(Independence Blvd.). The ramp and loop will operate at LOS D in design year.
The ramp analysis is based on a freeway facility and the mainline LOS would be a
better representation of the ramp and loop LOS. It should be noted that motorists
would have to access Pierson Dr. from westbound US 74 using Wilshire Place and
Winfield Dr.
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US 4 (Independence Blvd.) and Albemarle Road
This existing "at-grade" intersection will be replaced with a flyover. Due to
the heavy volume on both US 74 and Albemarle Rd., the diverge area will
operate at LOS F in design year.
US 74 (Independence Blvd.) and Sharon Amity Road
This intersection is currently an "at-grade" signalized intersection. This
intersection currently operates at LOS F during peak hours and excessive queues
are experienced for many movements. Even with the addition of through lanes
and exclusive turn lanes, this signalized intersection can be expected to operate at
LOS F. Excessive queues are now occurring and are expected in the future for all
movements. Consideration will be given during the planning and design phases of
a future project (U-209B) to converting this "at-grade" intersection to an
interchange in order for acceptable LOS to be achieved.
HOV Analysis
The original environmental document (Final EIS) that was completed in
1982 presented the effects of the HOV lane on US 74.
H. CHANGES IN THE PROPOSED ACTION
The design concepts of the US 74 mainline and its proposed interchanges
have not changed since the Final EIS was approved in 1982, and there have
been few changes in the design since the Final Supplemental EIS was
completed and approved in 1988. The changes that have occurred are
associated with the Y-lines, or roads crossing US 74.
The limits of improvements to Eastway Dr. were expanded from
Coldstream Lane to north of Pinecrest Ave. Widening and realignment of
Eastway Dr. is to occur in conjunction with the new bridge over US 74. Also,
additional work is proposed on Pierson Dr. The work to this Y-line, which
includes lowering the grade to go below US 74, is being expanded to the Kistler
Ave. intersection. Finally, additional widening and resurfacing is proposed on
Albemarle Rd. as the limits of construction have been extended to north of
Pierson Dr.
1. PROJECT COSTS
The estimated cost for this project is $39,700,000. This estimate is broken
down into $17,000,000 for right of way acquisition and $22,700,000 for
construction.
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V. ENVIRONMENTAL IMPACTS
A. COMMUNITY IMPACT ASSESSMENT
Community Profile
Demographics - 1990 Census and Office of State Planning Estimates and
Projections (See tables in Appendix D.)
Population Growth
¦ Between 1990-1997, Mecklenburg County's population grew by 19%
while the state's population grew by 12%.
¦ Between 2000-2010, the population of the county is projected to grow
by 19.8% while the state's population is projected to grow by 12.1 %.
Racial and Ethnic Composition - 1990
¦ The state had a 1990 non-white population percentage of 24.4%,
Mecklenburg County's was 28.7% and the project area's was 23%.
¦ The state had a 1990 Hispanic population percentage of 1%, the
county's was 1.2% and the project area's was 4.1 %.
Age - 1990
¦ The Median Age for the state was 33.2, Mecklenburg County's was
32.1 and the project area's ranged from 30.1 to 30.6.
¦ The age range for the state was 27.6% under 18 and 12.1 % over 65,
the county had 27.3% under 18 and 9.3% over 65, while the project
area population was 21.3% under 18 and 11.9% over 65.
Income - 1990
¦ The Median Household Income the state was $26,647, for
Mecklenburg County was $33,830, and for the project area was
$25,910.
¦ The percentage of citizens living below the poverty level was 12.5% for
the state, 9.6% for the county and 9.6% for the project area.
Housing - 1990
¦ The Median Home Value for the state was $65,300, for Mecklenburg
County was $86,300 and for the project area ranged from $57,000 to
$74,300.
¦ The rate of homeownership for the state was 60.7%, for the county
was 55.2% and for the project area was 60.7%.
¦ The median rent was for the state was $382, for the county was $467
and for the project area ranged from $434 to $514.
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¦ The median date of construction for the county was 1972 while for the
project area the median era was 1958 to 1977.
Business Activity/Employment Centers
Independence Blvd. is a commercial strip within the project area as well as
to the east and west. Business and institutional uses are also present in a strip
along Albemarle Rd. Commercial uses within the project area include the
Coliseum Shopping Center, auto dealerships, gas/convenience stores, banks,
offices, retail establishments, and restaurants. No single business is of sufficient
size to be considered an "employment center" but collectively the project area
employs several hundred people. The project area is also an important
component of the greater Independence Blvd. commercial corridor.
Public Facilities/Services
Schools. Eastway Middle School is located just to the north east of where
the proposed widening of Eastway Dr. would end. Chantilly Elementary School
is near the southwest quadrant of Independence and Briar Creek. Although
located outside of the project area, its service area extends to Eastway Dr.
Students north of Independence are bused. Idlewild Elementary School is
located north of Independence on Idlewild. This school is also outside of the
project area but its service area extends into the project area. Most students are
bused to school.
McClintock Middle and East Mecklenburg High Schools are located east
of the project area but their service areas extend into the project area. Most
students are bused or drive to school. Oakhurst School, associated with
Oakhurst Baptist Church, is located south of Independence in the northeast
quadrant of Commonwealth and Monroe. Most students are bused, driven or
drive to school.
Churches. North of Independence are the Eastern Hills Baptist Church in
the southwest quadrant of Albemarle and Pierson and the Amity Church at
Pierson and Sharon Amity Rd. South of Independence are the Kingdom Hall
Church on Commonwealth, Oakhurst Baptist on Monroe and the Bensalem
Church on Sharon Amity Rd.
Parks. Eastway Park is located north of Sheffield Dr., between Eastway
and Albemarle.
Other. A US Postal Service facility is located in the northeast quadrant of
the Independence/Eastway interchange.
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Police, Fire, Emergency Services, etc. No public service providers are
located within the project area so no service facilities will be directly impacted by
the project. A fire station is located on Sharon Amity Rd.
Public service provision may be moderately to seriously impacted by the
project. Dedicated HOV lanes include barrier walls, which prevent left turns
across Independence Blvd. To reach properties on the side opposite their
direction of travel, police vehicles, ambulances and fire trucks must do one of
three maneuvers - drive past the property to reverse course via U-turns or
interchanges, enter opposing traffic lanes and negotiate on-coming traffic, or
access properties using the residential street network behind the corridor.
Depending on the property location and traffic conditions, the physical design of
this project could add several minutes to emergency vehicle response time.
Land Use Planning
The 2015 Plan is a major long-range initiative currently underway. The
document was developed by staff-led citizen work groups and adopted by the
Charlotte-Mecklenburg Planning Commission in December, 1996. Charlotte's
City Council and the Mecklenburg County Commission adopted the plan in
November, 1997. The 2015 Plan is not a land use plan. Rather, it is a policy
document which establishes a number of priorities and focus areas. Specific to
transportation, the 2015 Plan proposes to: develop a transportation system that
offers choices in travel modes; support incremental development of a fixed
guideway (transit) system; improve and expand existing roads to better
accommodate all travel modes and all segments of the population; integrate
bicycling into the planning, design and construction of transportation facilities;
and provide facilities to make it easier, safer and more enjoyable to walk.
This plan also states Charlotte "can no longer pursue a 'roads first'
strategy. We must begin developing a transit system today to meet the needs of
our growing population. Along with transit, we have to do a better job of
incorporating bicycles, pedestrians, and alternate modes of transportation into
our system."
The 2005 Plan and each of the Planning Commission's seven district
plans (Central, Northeast, Northwest, South, Southwest, East, and North) provide
the land use policy direction for Charlotte-Mecklenburg.
Committee of 100's "Transportation and Land Use Vision for the Charlotte
Metro Area" calls for a transportation system built around a "centers and
corridors development pattern whereby the most intensive development occurs
along the five main corridors or the economic centers of the region. Roadway,
transit, bicycle and pedestrian systems are then developed to serve and reinforce
the development pattern.
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The 2015 Transportation Plan provides the local elected officials with a
guide to follow and to base future transportation investment decisions on. The
2015 Plan is comprehensive in its scope including all forms of transportation.
The Analysis for Fixed Guideway Transit provides a guide for future mass
transit in Charlotte-Mecklenburg. This plan includes recommendations for the
potential of high capacity transit, high occupancy vehicle lanes, and further
expansion of the Charlotte transit system.
Small area plans include the Oakhurst Neighborhood Plan, adopted
February 1997, reducing residential densities to stabilize this middle income
neighborhood; the Merry Oaks Small Area Plan (in progress) which also includes
reducing residential densities; and the Eastside Strategy Plan (in progress), an
assessment of issues affecting sevc -al roads, including Albemarle and Eastway.
In 1997 plans were adopted calling for rapid transit to be developed along
five major corridors. In 1998 voters approved a tax referendum to support
implementation of transit corridors, including Independence Blvd. However, in
March of 1999, the Charlotte City Council decided not to pursue the busway
project and approved the HOV concept as selected in the Final Supplemental
EIS (see letter in Appendix E). This decision was partly based on the fact that
the busway project and any significant changes to the project design would delay
the project. Delays to this project that would result if many significant changes
were made
Existing Zoning/Land Use - Existing zoning abutting the corridor is
primarily B-2, which permits general business and highway business uses.
Behind the commercial strips are residential areas with somewhat mixed zoning.
The various small area plans noted earlier all include downzoning proposals to
increase the amount of single family zoning within these neighborhoods.
2. Project Impact Assessment
Economic development
Independence Blvd. currently exists as a mixed commercial/office strip.
Construction of the project proposes the relocation of several businesses at and
near the Independence/Albemarle intersection. Ramps and other structures will
create a break in the commercial fabric for almost 0.5 miles along Independence
and about 0.1 mile along Albemarle. As this area is part of a lengthy commercial
strip, the overall impacts should be minor. Within the project area itself, however,
a moderate amount of commercial development may relocate outside of the
project area.
Barriers are proposed to separate the HOV lane from other traffic. These
walls will eliminate all opportunities for left turns to reach businesses and offices.
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Motorists seeking to reach destinations on the opposite side of the roadway must
reverse their travel direction at Eastway, Pierson or Sharon Amity Rd. For some
businesses this should create only a minor problem while for others the impact
on business may be substantial. Those businesses which are major destinations
may experience no change or a minor decline in businesses once new access
patterns are established. Businesses which depend on convenience and quick
access or which have competitors nearby may experience substantial decreases
in business.
The proposed design is a controlled access roadway. While access will
not be completely controlled, and right-in, right-out turning movements will still be
permitted, there is the potential for increased pressure to permit large scale
commercial development at interchanges in a manner similar to that along a fully
controlled access facility. Such development could impact nearby residential
areas both by proximity to intensive commercial uses and by changes in traffic
access patterns.
Key Findings:
¦ New traffic patterns may have little or no impact on businesses which
are major destinations.
¦ New traffic patterns may have substantial impacts on convenience
businesses or those with unaffected competitors nearby.
¦ Incompatible development pressures around interchanges could
emerge.
Regional development goals and plans
The Charlotte/Mecklenburg Planning Commission staff stated that local
and regional goals for transit corridors are that transit should support adjacent
land uses within these corridors, as well as provide alternate modes of
transportation. The idea that "transportation and land use should work together"
was expressed. A study to gauge the land use impacts of the HOV lane is being
prepared by the Planning Commission.
The Briar Creek/Woodlands and Merry Oaks Small Area Plan, adopted
February 1998, states that if Eastway Dr. is widened, the following streetscape
elements should be incorporated into the design:
? All of the widening should be done on the east side and should take all
residences on that side, so that the remaining area becomes a green
buffer to the adjacent single family residential neighborhood and/or a
linear park with bicycle paths, picnic tables and benches.
? A landscaped center median should be constructed for aesthetic reasons
as well as providing a pedestrian safety refuge for those wishing to cross
the street.
1s
? The entire roadway alignment should be shifted to the east, allowing the
existing west side curb cut to be moved, resulting in deeper, more
developable lots on the west side of Eastway Dr.
? Minimum six-foot wide planting strips containing continuous rows of trees
(planted 25 - 40 feet apart) should be provided on both sides of Eastway
Dr.
? The plan requires the relocation of 29 homes.
The proposed symmetrical widening of Eastway Dr. reduces the number
of residential relocations by 24-26 homes and reduces the project cost
substantially. The City of Charlotte supports the symmetrical widening
alternative.
Key Finding:
¦ That proposed design plans may not meet, and may in some cases be
in conflict with, local transportation, redevelopment and land use plans.
¦ The project provides sidewalks for pedestrians and bicycles on the
widened sections; it will not preclude the concept of the plan on other
sections of Eastway Dr.
Traffic congestion and safety
independence Blvd. is a major eastern gateway into downtown Charlotte
which is increasingly impacted by commuter traffic and congestion. Its dual role
as a commuter route and as a commercial strip tends to conflict. Most of
Independence within the project area has vegetated or low concrete medians to
limit left turning movements to cross street intersections and major commercial
driveways. Much of Eastway Dr. also has low concrete medians limiting left turns
to intersections with cross streets. It must be noted that low medians do not
appreciably hinder access by emergency vehicles.
The intent of high occupancy vehicle (HOV) lanes is to encourage
carpooling and transit use while reducing single occupant vehicle (SOV) use
during peak period commuting. In addition to relocating high occupancy vehicles
from existing lanes, shifting vehicle use patterns towards higher occupancy also
removes two or more SOVs from peak period traffic. When successful, an HOV
program can be an effective component of a congestion mitigation program. The
project has the potential to help Charlotte mitigate peak period congestion along
this corridor.
The intent of replacing signalized intersections with interchanges is to
reduce "stop and go" traffic and improve major left turning movements, thus
improving traffic flow and increasing travel speeds. In addition to time savings,
interchanges can also improve air quality and increase fuel efficiency by reducing
time spent at idle or low speeds. At the same time, traffic signals serve an
important traffic flow function by "platooning" traffic, allowing breaks between
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clusters of vehicles to permit safe exit and entry to and from minor streets and
driveways, and by helping to prevent excessive speeds.
The elimination of left turns along the corridor may reduce congestion due
to "lane friction" between through traffic and vehicles maneuvering for left turns.
At the same time, numerous right turning movements onto streets and driveways
remain possible. Many of these turning radii require relatively low speed turns.
Turning movements into and out of these streets and driveways may continue to
reduce travel speeds in the right lane. Due to the potential for higher traffic
speeds and thus a greater speed differential between through and turning traffic,
the potential for "rear end" collisions may increase.
The lane barriers will eliminate left turns and U turns through median
crossovers. This should eliminate the potential for "T bone" type collisions along
the corridor. However, motorists seeking to access properties opposite their
direction of travel would have to reverse direction through use of interchanges or
by way of residential streets.
Key Findings:
¦ HOV lanes can be an important tool in congestion mitigation.
¦ Elimination of left turn movements should reduce serious collisions.
¦ Greater speed differentials may increase minor accidents with right
turning traffic.
¦ An increase in merging movements may increase minor collisions.
Transit considerations
Provision of regular fixed route transit should not be directly impacted by
this project. Fixed route transit will not make use of or benefit from an HOV lane
or busway, as both prevent cross-corridor site access. Buses may benefit from
fewer delays once signalized intersections are removed, while increased travel
speeds may make route schedules easier to meet. However, a greater speed
differential between buses and other vehicles may increase the potential for
collisions. Fixed route buses will be stopping in the new, outside lane. The need
to minimize conflicts and reduce traffic congestion may require buses to leave
stops earlier than scheduled.
Provision of express commuter transit will be positively impacted by this
project. Express buses, vanpools and carpools can all travel faster within HOV
lanes. The goal is that faster travel times within HOV lanes will encourage
increased use of transit while reducing commuting via single occupant vehicles.
It is often preferable for HOV lanes to be physically separated from other travel
lanes to discourage use by inappropriate vehicles. Otherwise, police
enforcement of HOV requirements may be necessary. Most HOV lanes are
developed within limited access roadways where conflicts with left turning traffic
are non-existent.
17
Key Findings:
¦ Fixed route transit service provision should not be directly affected, but
bus-traffic conflicts may increase.
¦ Express commuter transit service provision will be positively affected
by an HOV lane.
Bicycle pedestrian and greenway considerations
Bicycle transportation. NCDOT policy states that bicycle transportation is
an integral part of the comprehensive transportation system in North Carolina.
Much of the project will be constructed as a limited access highway. The use of
bicycles and other non-motorized vehicles on this type of high volume, high
speed facility is not appropriate.
Bicycles can safely cross Independence Blvd. only at signalized or grade
separated intersections. Within the project area this limits cross access to
Eastway Dr., Pierson Dr., Albemarle Rd. and Sharon Amity Rd. The signalized
intersection at Albemarle is to be eliminated. Pierson will become grade
separated from Independence. No wide outer lanes, bike paths or other
accommodation of bicyclists is proposed. This appears to be due to safety
concerns due to the volume and speed of vehicles, combined with multiple
merging movements.
Bicycles could be accommodated along Eastway Dr. with wide outer
lanes. Although this option was explored, some residents along this road will
experience substantial impacts from greatly increased proximity to the road.
Accommodation of bicycles should not further encroach on residential properties
and will not be constructed. The proposed design does not include a greenway
or similar provisions for bicycles.
Pedestrian transportation. It is NCDOT policy to replace sidewalks
disturbed by roadway construction. In addition, the Department will participate in
the construction of new sidewalks with local governments when requested and
when local matching funds are provided. In general, existing sidewalks within the
project area which will be disturbed during construction will be replaced. The
exception will be sidewalks along Independence Blvd. which will be eliminated by
interchange construction.
Pedestrians can safely cross Independence Blvd. only at signalized or
grade separated intersections. Within the project area this limits cross access to
Eastway Dr., Pierson Dr., Albemarle Rd. and Sharon Amity Rd. The signalized
intersection at Albemarle is to be eliminated. Pierson will become grade
separated from Independence. No pedestrian crossings or other
accommodations are proposed at Eastway or Pierson, and all pedestrian
movement at Albemarle will be eliminated.
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While pedestrian movement along Eastway Dr. will be accommodated by
replacement sidewalks, cross movement may become difficult. Woodland
Avenue appears to be the only signalized intersection where pedestrian
crosswalks can be installed.
Small area plans propose a greenway along the east side of Eastway Dr.,
which could accommodate parallel pedestrian movement. Further, local plans
call for use of a landscaped center median, in part to provide a "pedestrian safety
refuge for those wishing to cross the street." The proposed design does not
include this greenway and the center median is proposed to remain raised
concrete.
Pedestrian movements along Albemarle Rd. south of Pierson Dr. will
become impossible because of ramp construction. However, residential street
patterns indicate that most pedestrian movements would be focused towards
Pierson. The intersection of Pierson Dr. with Albemarle Rd. will not be modified
as part of this project.
Pedestrian movement along Independence Blvd. will be impacted by
construction of an interchange at Albemarle Rd. Grade changes, ramps and
similar features will disrupt existing sidewalks and pedestrian movement. No
alternate pedestrian routes are proposed to replace those that will be eliminated,
to discourage pedestrian traffic along controlled access highways.
Greenways. Greenways and greenway crossings must be considered in
the roadway planning process. Critical corridors which have been adopted by
local governments for future greenways are not to be severed by roadway
construction. No existing or proposed greenways will be severed by this project.
Small area plans establish the goal that if Eastway is widened, a greenway
paralleling the roadway along the eastern side should be developed as a
greenway via an asymmetrical widening.
Key Findings:
¦ Bicycle movement along the major corridors is not appropriate.
¦ Accommodation of bicycles along minor cross corridors should be
considered during the design phase if it can be done in a safe,
reasonable and feasible manner.
¦ Pedestrian movement across Independence, which is currently difficult,
may become virtually impossible.
• Pedestrian movement across Eastway may be accommodated safely
only at Woodland Dr.
¦ Pedestrian movement across Albemarle at Pierson or Independence at
Sharon Amity will not be affected by this project.
¦ Pedestrian movement along Independence will be disrupted by the
Albemarle interchange.
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¦ Existing or proposed greenways are not directly impacted in that no
greenway would be severed. The City could pursue the proposed
Greenway along Eastway Dr. at any time in the future.
Accessibility and parking considerations
The Americans with Disabilities Act (ADA) of 1990 extends the protection
of the 1964 Civil Rights Act to the disabled, prohibiting discrimination in public
accommodations and transportation and other services. The project does not
have any direct impacts on the provision of transportation services and facilities
for the disabled. Depending on the services, facilities and vehicles provided by
local transit authorities, transportation services available to the disabled may be
enhanced.
Non-vehicular movement by pedestrians, including disabled persons,
along Independence Blvd. will be disrupted by construction of the Albemarle
interchange. The proposed design does not propose to replace wheelchair
accessible sidewalks.
Parking will not be substantially affected by this project.
Key Findings:
¦ Improved transit facilities and services may benefit disabled
commuters.
¦ Accessible sidewalks to be eliminated by this project are not proposed
for replacement; eliminating the sidewalks will discourage pedestrian
traffic along a controlled access highway.
Business institutional and residential relocations and impacts
Proposed design plans indicate probable relocations as follows: five (5)
business relocations and three (3) residential relocations (see Appendix C for the
Relocation Report). The final design will determine the number of relocations
associated with this project.
In contrast, local small area plans for Eastway proposed removing all
residences along the east side of the project area. This would require the
relocation of 29 residences between the Independence interchange and the
Eastway intersection with Biscayne. Such local plan goals must be implemented
by the City of Charlotte. Commercial relocation impacts are moderate and are
discussed in more detail under Sections III (A) Economic Development and (H)
Community Stability and Neighborhood Cohesion. Residential relocation impacts
are generally minor and are discussed in more detail under Section III (H)
Community Stability and Neighborhood Cohesion.
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All property acquisitions are subject to the Uniform Relocation and Real
Property Acquisition Policies Act of 1970, as amended. This Act provides for
uniform and equitable treatment of persons displaced from their homes,
businesses, non-profit associations, or farms by Federal and federally-assisted
programs, and establishes uniform and equitable land acquisition policies.
Relocation assistance payments and counseling will be provided to
persons and businesses in accordance with the Federal Uniform Relocation
Assistance and Real Properties Acquisition Policies Act, as Amended, to ensure
adequate relocation and a decent, safe, and sanitary home for displaced
residents. All eligible displacees will be entitled to moving expenses. All benefits
and services will be provided equitably to all residential and business relocatees
without regard to race, color, religion, age, national origins and disability as
specified under Title VI of the Civil Rights Act of 1964.
When relocation is necessary, it is the policy of NCDOT to ensure that
comparable replacement housing will be available prior to construction of state
and federally-assisted projects. Furthermore, the North Carolina Board of
Transportation has the following three programs to minimize the inconvenience
of relocation. (See Appendix C for further details.)
* Relocation Assistance,
* Relocation Moving Payments, and
• Relocation Replacement Housing Payments or Rent Supplement.
These regulations and programs help ensure that property owners are
compensated fairly for the loss of value of their property.
Community stability and neighborhood cohesion
Independence Blvd. and the commercial development along it serves as a
physical divider between several neighborhoods. Physical expansion of the
roadway should not directly affect neighborhood stability or cohesion, as a barrier
effect already exists.
Construction of the Independence/Albemarle interchange would remove a
number of businesses along the corridor and may result in the decline or
eventual relocation of others. As the economic health of the overall corridor does
not require it to remain an unbroken strip of commercial uses, any direct
business community cohesion impacts are anticipated to be minor.
The proposed design, by requiring right-in, right-out property access along
this commercial corridor, may retard or reverse redevelopment efforts. Any
decline or disinvestment along this corridor over time could have moderate to
severe stability impacts on the business community. Other potential stability and
cohesion effects are discussed under "Secondary and Cumulative Impacts."
21
Eastway Dr. serves as a physical divider between adjacent
neighborhoods. Physical expansion of the roadwr ! should have no or minimal
effects on community cohesion, as a barrier effec already exists. However, the
proposed symmetrical widening would require a few residential relocations while
greatly increasing proximity to the roadway for several other residences. While
the residential areas fronting Eastway are already more likely to be transient
rental housing than areas to the interior, greatly increased proximity to a major
roadway can further de-stabilize the area and accelerate decline and
disinvestment. Proposed plans for this roadway may have moderate direct
impacts on neighborhood stability.
Unaka Ave. is essentially a residential street, although a few non-
residential uses are present near its western terminus with Pierson Dr. Proposed
plans would close the Unaka/Pierson intersection. This closure will require all
local traffic to travel east several blocks to either reverse course to
reach Pierson E; -;d Independence or to continue eastward to reach Sharon Amity
and Independence. The area should experience a trade-off between a reduction
in convenience and the elimination of "cut through" traffic. No appreciable effects
on stability or cohesion are anticipated.
Key Findings:
¦ Independence design may have minor effects on business community
cohesion; should not affect neighborhood cohesion
¦ Independence design may have moderate to severe effects on
business community stability
¦ Eastway design should not affect neighborhood cohesion
¦ Eastway design may have minor short term but potentially severe long
term effects on neighborhood stability
Tax base changes, chances in employment
Several single family residential properties will be removed from local
property tax roles, while even more dwellings may be reduced in value due to
loss of property to road right-of-way. In general, residential properties represent
a net tax loss to local governments so such impacts should be negligible.
Several businesses along Independence will be removed from local
property tax roles. Some remaining businesses may cease operations or may
experience a decline in business activities during and after construction of this
project. Within a city as large and expansive as Charlotte, such reductions in
property and sales tax revenues should have very minor impacts.
No major employers will be directly affected or relocated by this project.
Several dozen employees may be impacted to an unknown extent. For example,
it is not known at this time whether the Bank of America branch office proposed
for relocation will reestablish a branch within the corridor, open another branch
22
within the metropolitan area, or reduce the number of branches. Unemployment
rates within Mecklenburg County are much lower than the state average. For
many displaced employees there should be little problem finding other work,
although such employment opportunities may not be located within the same
area.
Key Findings:
¦ Commercial tax base loses should be very minor while residential
loses would be negligible to non-existent.
¦ No major employment impacts; low unemployment rates and growing
area economy should provide many alternate employment
opportunities.
Visual impacts
Several negative visual impacts are anticipated. The most noticeable will
be the change from an at-grade intersection to a grade-separated interchange.
Several businesses will remain within some proximity to raised ramps and will
have views of the relatively unattractive areas underneath. Ramps will also be
within close proximity to residences along Unaka Avenue and those abutting
Albemarle. Several residences along Winfield Dr. west of Pierson will have a
major connector road very close to their back doors, The "feel" and appearance
of this central section will change from a busy suburban arterial to an urban
highway.
Much of Independence Blvd. has vegetated medians which will be
eliminated by the HOV lane. The cross corridor view will change from a busy but
landscaped commercial boulevard to a highway with concrete barriers. These
barriers will also have some effect on roadway users. Views of businesses along
the opposite side of the road may be restricted.
Residences abutting Eastway Dr. north of Independence front the road.
These residences will be visually impacted by the wider roadway and by reduced
yards between houses and right-of-way. South of Independence most houses
front side streets rather than Eastway. The primary visual impact here appears
to be reduction in tree canopy near the roadway. Some of the area abutting this
segment of Eastway is a greenspace buffer implemented by the city.
Key Findings:
¦ Moderate to serious impacts due to the height of the interchange
structure
¦ Minor to moderate impacts and obstruction of businesses by barrier
walls
¦ Moderate impacts from loss of vegetated medians
¦ Moderate to severe impacts along northern Eastway due to greatly
increased proximity of houses to the roadway
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¦ Minor to moderate impacts along southern Eastway due to loss of
trees and buffer area
Farmland Impacts
The Farmland Protection Policy Act requires all federal agencies or their
representatives to consider the impact of land acquisition and construction
projects on prime and important farmland soils. North Carolina Executive Order
Number 96, Preservation of Prime Agricultural and Forest Lands, requires all
state agencies to consider the impact of land acquisition and construction
projects on prime farmland soils, as designated by the U.S. Natural Resources
Conservation Service (NRCS). These soils are determined by the SCS based on
criteria such as crop yield and level of input of economic resources. Land which
is planned or zoned for urban development is not subject to the same level of
preservation afforded other rural, agricultural areas. The project area is
completely within the urbanized area of Charlotte. No impacts on farmland soils
or active farm operations are present or proposed.
Scenic rivers wetlands and water supply watersheds
The Wild and Scenic Rivers Act of 1968, as amended, declared it the
policy of the United States to preserve certain selected rivers, which, with their
immediate environments, possess outstandingly remarkable scenic, recreational,
geologic, fish and wildlife, historic cultural, or other similar values." The Act
established the Wild and Scenic River System. The Natural and Scenic Rivers
Act of 1971 declared it the policy of North Carolina to retain "the natural and
scenic conditions in some of the State's valuable rivers by maintaining them in a
free-flowing state and to protect their water quality and adjacent lands by
retaining these natural and scenic conditions. At present, designated state
Natural and Scenic Rivers are identical with designated federal Wild and Scenic
Rivers.
Key Findings:
¦ No river, stream or creek within the project area has been designated
as a Wild and Scenic River.
¦ The project area is not within or adjacent to a water supply watershed.
Title VI and Environmental justice
[see Environmental Justice Analysis map, Figure 5 in Appendix A] Title Vl
of the Civil Rights Act of 1964, and related statutes, requires there be no
discrimination in Federally-assisted programs on the basis of race, color, national
origin, age, sex, or disability. Executive Order 12898, "Federal Actions to
Address Environmental Justice in Minority Populations and Low-Income
Populations," provides that "each federal agency make achieving environmental
justice part of its mission by identifying and addressing, as appropriate,
24
disproportionately high and adverse human health and environmental effects' of
its programs, policies, and activities on minority populations and low-income
populations." The Executive Order makes clear that its provisions apply fully to
American Indian populations and Indian tribes. Environmental justice refers to
the equitable treatment of people of all races, cultures, and income with respect
to the development, implementation and enforcement of environmental laws,
regulations and policies.
The project area has proportionately more white residents than the county
average. It also has higher percentages of American Indian, Asian and Hispanic
populations than does Mecklenburg County. Overall, the project area has a
lower home owner occupancy rate than the county. The area appears to be a
mix of often older home owners and somewhat younger renters. For example,
analysis of property ownership along northern Eastway indicates that at least
25% of dwellings are rental properties. While income measures within the
project area are generally lower than the county average, levels of poverty
appear to be equivalent to or less than that for Mecklenburg as a whole.
This assessment has not found any evidence or indication of
discrimination on the basis of race, color, national origin, age, sex, or disability.
This project is being implemented in accordance with Executive Order 12898.
Secondary/cumulative effects
Secondary effects are indirect impacts which are caused by or result from
the project although these are later in time or further removed in distance, but are
still reasonably foreseeable. Cumulative effects are the results of the
incremental impacts of the project when added to other past, present and
reasonably foreseeable future activities regardless of which entities undertake
these other activities. Cumulative effects can result from individually minor but
collectively significant activities taking place over a period of time.
One unintended consequence of roadway improvements can be
(depending upon local land development regulations, development demand,
water/sewer availability, and other factors) encouragement of additional
i Adverse effects means significant cumulative human health or environmental effects, including social and economic
effects, which may include, but are not limited to: bodily impairment, infirmity, illness or death; air, noise, and water
pollution and soil contamination; vibration; destruction or diminution of aesthetic values; destruction or disruption of
man-made or natural resources, of community cohesion or a community's economic vitality, or of the availability of
public and private facilities and services; adverse employment effects; displacement of persons, businesses, farms, or
nonprofit organizations; increased traffic congestion; isolation, exclusion or separation of minority or low-income
individuals within a given community or from the broader community; and the denial of, reduction in, or significant
delay in the receipt of, benefits of DOT programs, policies, or activities.
Disproportionately high adverse effect on minority and low-income populations means an adverse effect that: (1) is
predominately home by a minority population and/or a low-income population, or (2) will be suffered by the minority
population and/or low-income population and is appreciably more severe or greater in magnitude than the adverse
effect that will be suffered by the non-minority population and/or non-low-income population [adapted from the Final
DOT Order on environmental iusticel.
25
development and spraw12. Improvements to levels of service, better
accommodation of merging and exiting traffic, and reductions in travel times can
have land development impacts outside of the project area.
Possible indirect effects of the HOV lane along the corridor itself could be
positive or negative, depending on how well the transportation system works with
adjacent land uses. In general, high mobility roadways have limited access while
high access roadways have limited mobility.
An HOV lane should improve mobility along the corridor, resulting in
reduced congestion and delay, air pollution, fuel consumption and noise.
However, most beneficiaries of improved mobility live and work outside of the
project area. If access is defined as "the ability to obtain goods, services and
activities" both project area business and residential property owners may
experience a decline in accessibility. Project area businesses may lose
customers while residential areas may experience an increase in "cut through"
traffic. Meanwhile, outside of the project area, businesses may gain customers
while residents may experience a shorter commute.
Mobility improvements should improve air quality and reduce noise within
the corridor. According to a March 25, 1999 letter from Jim G. Humphrey with
Charlotte to David King with NCDOT (included in Appendix E), citizen concerns
include negative visual and noise impacts, negative economic effects, and the
"negative affect the widening of Eastway Drive will have on the residential
neighborhoods."
B. ARCHITECTURAL RESOURCES
A meeting with the State Preservation Historic Office and the NCDOT was
held on January 7, 1999 to discuss U-209F. The two agencies agreed there
were no properties in the area of potential effect eligible for the National Register
of Historic Places.
A concurrence form on this determination is located in Appendix E of this
report.
2 Some common traits of sprawl are 1. unlimited outward expansion and leapfrog development; 2. low-density
residential and commercial settlements; 3. widespread strip commercial development; 4. large areas of homogeneous
land uses and S. poor accessibility of related land uses such as housing, jobs, and services like schools and health care.
26
C. ARCHAEOLOGICAL RESOURCES
In an Appendix of the Final Supplemental EIS, a letter dated September
12, 1985 from David Brook, then Deputy State Historic Preservation Officer
stated:
"In addition, there are no known archaeological sites within the
proposed project area. Based on our present knowledge of the
area, it is unlikely that any archaeological resources which may be
eligible for inclusion in the National Register of Historic Places will
be affected by the project construction. We therefore recommend
that no archaeological investigation be conducted in connection
with this project."
The NCDOT Archaeology Section states that the project is unlikely to
affect any significant archaeological resources.
D. NATURAL RESOURCES
1. Introduction
The subject project occurs along a heavily urbanized section of
Independence Boulevard in Charlotte, NC. NCDOT Natural Systems staff
conducted a field review of the project on April 28, 1999. Due to the heavily
developed state of the project area, no natural vegetative communities occur.
Vegetation in the project area is found along Eastway Drive and the interchange
area of Eastway Drive and Independence Boulevard, as well as some areas
along NC 24/27 near its intersection with Independence Boulevard. This
vegetation consists of landscaped species commonly found in residential and
commercially developed areas. Species noted during the field review were
white oak (Quencus alba), crepe myrtle (Lagerstroemia indica), flowering
dogwood (Comus florida), juniper (Juniperus virginiana), and fescue (Festuca
sp.).
2. Water Resources and Wetlands
One water resource is found in the project area. Edward's Branch is
currently in a culvert under the Eastway Dr. and Independence Blvd. interchange.
No additional impact to Edward's Branch is proposed under the current plans.
However, all practical erosion and sedimentation prevention measures should be
taken to avoid any further degradation of Edward's Branch. No jurisdictional
wetlands occur within the project area.
27
3. Protected Species
As of May 13, 1999, the Fish and Wildlife Service (FWS) lists five
protected species for Mecklenburg County (Table 2).
TABLE 2
FEDERALLY PROTECTED SPECIES FOR MECKLENBURG COUNTY
Common Name Scientific Name Status
Schweinitz's
Sunflower Helianthus schweinitzii Endangered
Smooth coneflower Echinacea laevi ata Endangered
Michaux's Sumac Rhus michauxii Endangered
Carolina heelspliter Lasmi ona decorata Endangered
Bald eagle Haliacetus
leucocephalus Threatened
Schweinitz's Sunflower (Helianthus schweinitzii) Endangered
Family: Aster (Asteraceae)
Schweinitz's sunflower is endemic to the Piedmont physiographic province of
North Carolina and South Carolina. Charlotte, NC is considered to be the center
of this species' distribution.
Schweinitz's sunflower is a long lived perennial, flowering from late August to
frost. The yellow disk and ray flowers are formed on small heads (involucre less
than 1.5 cm across). The leaves are rather thick and stiff in texture. The upper
leaf surface is scabrous (rough) while the lower surface is covered with
distinctive dense, soft white hairs. The leaves are opposite on the lower stem
and alternate near the flowers. Lower stem leaves average 10-20 cm (3.9 - 7.9
in) long and 1.5 to 2.5 cm (0.6 - 1.0 in) wide while upper leaves are half this size.
The leaves are five to ten times as long as wide and sessile to short petiolate.
The plants have purple stems that grow to an average height of 2.0 m (6.6 ft)
with the top one third of the stem branching. The stems are at least sparsely
strigose or hirsute below the inflorescense. Reproduction is accomplished both
sexually (by seed) and asexually (by tuberous rhizome).
It is believed that this species formerly occupied prairie like habitats or Post Oak -
Blackjack Oak savannas that were maintained by fire. Current habitats for this
species includes roadsides, power line clearings, old pastures, woodland
openings and other sunny or semi-sunny situations. Schweinitz's sunflower is
known from a variety of soil types but is generally found growing on shallow,
poor, clayey and/or rocky soils, especially those derived from mafic rocks. In the
28
few sites where Schweinitz's sunflower occurs in relatively natural vegetation, the
natural community would be considered a Xeric Hardpan Forest (Schafale and
Weakley 1990).
Biological Conclusion: No Effect
The project occurs in a heavily developed area. The road shoulders are regularly
maintained to the point that this species could not persist here. Therefore, no
habitat for Schweinitz's sunflower is found in the project area and this project will
not affect Schweinitz's sunflower.
Smooth Coneflower (Echinacea laevigata) Endangered
Plant Family: Asteraceae
The smooth coneflower was once found in all of the Atlantic Coast states from
Pennsylvania to Georgia and on the Gulf Coast in Alabama and inland in
Arkansas. Populations are now limited to Virginia, North Carolina, South
Carolina, and Georgia.
This perennial herb grows from simple or branched rhizomes. It grows up to 1.5
meters tall, has a smooth stem, and few leaves. The basal leaves are the largest
and are smooth to slightly rough, tapered to the base, elliptical to broadly
lanceolate, and measure 20 cm across and 7.5 cm in width and are distinguished
by long petioles. Mid-stem leaves have short or no petioles and are smaller than
the basal leaves. Flowers are light pink to purplish in color, solitary, and 2-2.5
cm across. The petal-like rays usually droop. Fruits are gray-brown,
oblong-prismatic, four- angled, and 0.5-4 mm long; seeds are 0.5 cm long.
Habitat for the smooth coneflower is found in areas of meadows, open
woodlands, glades, cedar barrens, roadsides, power line rights-of-way, clearcuts,
and dry limestone bluffs. Plants usually grow in soil derived from calcareous
parent material. North Carolina populations are found in soils derived from
Diabase, a circumneutral igneous rock. Optimal sites are in areas with abundant
sunlight and little competition from other herbaceous plants. Natural fires and
large herbivores are important in the maintenance of the smooth coneflowers
habitat.
Biological Conclusion: No Effect
The project occurs in a heavily developed area. The road shoulders are regularly
maintained to the point that this species could not persist here. Therefore, no
habitat for smooth coneflower is found in the project area and this project will not
affect smooth coneflower.
29
Michaux's Sumac (Rhus michauxii) Endangered
Family: Cashew (Anacardiaceae)
Distribution: Michaux's sumac is endemic to the inner Coastal Plain and
Piedmont physiographic provinces of Virginia, North Carolina, South Carolina
and Georgia. Most populations occur in North Carolina.
Michaux's sumac is a dioecious shrub growing to a height of 0.2 - 1.0 m (0.06 -
0.31 ft). Plants flower in June, producing a terminal, erect, dense cluster of 4-5
parted greenish-yellow to white flowers. Fruits, produced from August through
September, are red, densely short-pubescent drupes, 5 - 6 mm (0.25 in) across.
Most populations, however, are single sexed and reproduce only by rhizomes.
The entire -alant is densely pubescent. The deciduous leaves are composed of
9-13 sessile, oblong leaflets on a narrowly winged or wingless rachis. The acute
to acuminate leaflets have rounded bases and are 4 - 9 cm (1.5 - 3.5 in) long and
2 - 5 cm (1.0 - 2.0 in) wide. They are simply or doubly serrate.
This species prefers sandy, rocky, open woods and roadsides. Its survival is
dependent on disturbance (Mowing, clearing, fire) to maintain an open habitat. It
is often found with other members of its genus as well as with poison ivy
(Toxicodendron radicans). There is no longer believed to be an association
beivveen this species and specific soil types.
Biological Conclusion: No Effect
The project occurs in a heavily developed area. The road shoulders are regularly
maintained to the point that this species could not persist here. Therefore, no
habitat for Michaux's sumac is found in the project area and this project will not
affect Michaux's sumac.
Carolina heelsplitter (Lasmigona decorata) Endangered
Animal Family: Unionidae
The Carolina heelsplitter has an ovate, trapezoidal, unsculptured shell
which is greenish, yellowish, or brownish in color with greenish or blackish
rays. The nacre is usually pearly-white to bluish-white graying to orange
near the umbo and in older specimens the entire nacre may be mottled
orange. The umbo is flattened and the beaks are depressed and project a
little above the hinge line.
Habitat for the Carolina heelsplitter has been found in creeks, streams,
and rivers. Individuals are most often found in shaded areas, either in a
ponded portion of a small stream, or in runs along steep banks with a
30
moderate current. Water less than three feet deep and substrates that are
composed of soft mud, sand, muddy-sand, and sandy gravel are
preferred. Presently, only three known populations of this mussel species
exists; two of these populations are found in the North Carolina streams of
Waxhaw Creek, Catawba River System, Union County and Goose Creek,
Pee Dee River System, Union County.
Biological Conclusion: No Effect
There is only one water body, Edward's Branch, within the project area. This
section of Edward's Branch is channelized and in some areas is contained within
a concrete channel. Furthermore, the project will not impact Edward's Branch.
Therefore, this project will not affect the Carolina heelsplitter.
Bald eagle (Haliaeetus leucocephalus) Threatened
Animal Family: Accipitridae
Adult bald eagles can be identified by their large white head and short white tail.
The body plumage is dark-brown to chocolate-brown in color. In flight bald
eagles can be identified by their flat wing soar.
Eagle nests are found in close proximity to water (within a half mile) with a clear
flight path to the water, in the largest living tree in an area, and having an open
view of the surrounding land. Human disturbance can cause an eagle to
abandon otherwise suitable habitat. The breeding season for the bald eagle
begins in December or January. Fish are the major food source for bald eagles.
Other sources include coots, herons, and wounded ducks. Food may be live, or
carrion.
Biological Conclusion: No Effect
Suitable habitat for the bald eagle does not exist in or near the project area. No
sightings of bald eagles in or near the study area have been recorded, and no
eagle sightings or nest sites were made during the field investigations and no
nest sites were encountered. Therefore, this project will not affect the bald eagle.
4. Federal Species of Concern
A Federal species of concern is a species that may or may not be listed on
the Protected Species list in the future (formerly C2 candidate species or species
under consideration for listing for which there is insufficient information to support
listing). Table 3 lists the Federal species of concern for Mecklenburg County, as
of May 13, 1999.
31
TABLE 3
FEDERAL SPECIES OF CONCERN IN MECKLENBURG COUNTY
Common Name Scientific Name
Georgia aster Aster eor ianus
Heller's trefoil Lotus helleri
Tall larkspur Delphinium exaltatum
Virginia quillwort Isoetes virginica
E. HIGHWAY TRAFFIC NOISE
Introduction
This analysis was performed to determine the effect on noise levels in the
immediate project area as the result of the proposed widening of Independence
Boulevard in Charlotte. The project extends from SR 2940 (Eastway Drive) to
Sharon Amity Drive as shown in Figure N1. (All highway traffic noise figures and
tables are found in Appendix B of this report). This investigation includes an
inventory of existing noise sensitive land uses and a field survey of ambient
(existing) noise levels in the study area. It also includes a comparison of the
predicted noise levels and the ambient noise levels to determine if traffic noise
impacts can be expected resulting from the proposed project. Traffic noise
impacts we determined from the current procedures for the abatement of
highway traffic noise and construction noise, appearing as Part 772 of Title 23 of
the Code of Federal Regulations. If traffic noise impacts are predicted,
examination and evaluation of alternative noise abatement measures must be
considered for reducing or eliminating the traffic noise impacts
2. Characteristics Of Noise
Noise is basically defined as unwanted sound. It is emitted from many
sources including airplanes, factories, railroads, power generation plants, and
highway vehicles. Highway noise, or traffic noise, is usually a composite of
noises from engine exhaust, drive train, and tire-roadway interaction.
The magnitude of noise is usually described by its sound pressure. Since
the range of sound pressure varies greatly, a logarithmic scale is used to relate
sound pressures to some common reference level, usually the decibel (dB).
Sound pressures described in decibels are called sound pressure levels and are
often defined in terms of frequency weighted scales (A, B, C, or D).
32
The weighted-A decibel scale is used almost exclusively in vehicle noise
measurements because it places the most emphasis on the frequency range to
which the human ear is most sensitive (1,000-6,000 Hertz). Sound levels
measured using a weighted-A decibel scale are often expressed as dBA.
Throughout this report, all noise levels will be expressed in dBA's. Several
examples of noise pressure levels in dBA are listed in Table N1.
Review of Table N1 indicates that most individuals in urbanized areas are
exposed to fairly high noise levels from many sources as they go about their daily
activities. The degree of disturbance or annoyance of unwanted sound depends
essentially on three things:
1) The amount and nature of the intruding noise.
2) The relationship between the background noise and the intruding noise.
3) The type of activity occurring when the noise is heard.
In considering the first of these three factors, it is important to note that
individuals have different sensitivity to noise. Loud noises bother some more
than others and some individuals become upset if an unwanted noise persists.
The time patterns of noise also enter into an individual's judgement of whether or
not a noise is offensive. For example, noises that occur during sleeping hours
are usually considered to be more offensive than the same noises in the daytime.
With regard to the second factor, individuals tend to judge the annoyance
of an unwanted noise in terms of its relationship to noise from other sources
(background noise). The blowing of a car horn at night when background noise
levels are approximately 45 dBA would generally be more objectionable than the
blowing of a car horn in the afternoon when background noises might be 55 dBA.
The third factor is related to the interference of noise with activities of
individuals. In a 60 dBA environment, normal conversation would be possible
while sleep might be difficult. Work activities requiring high levels of
concentration may be interrupted by loud noises while activities requiring manual
effort may not be interrupted to the same degree.
Over time, particularly if the noises occur at predicted intervals and are
expected, individuals tend to accept the noises that intrude into their lives.
Attempts have been made to regulate many of these types of noises including
airplane noise, factory noise, railroad noise, and highway traffic noise. In relation
to highway traffic noise, methods of analysis and control have developed rapidly
over the past few years.
3. Noise Abatement Criteria
The Federal Highway Administration (FHWA) has developed Noise
Abatement Criteria (NAC) and procedures to be used in the planning and design
33
of highways to determine whether highway noise levels are or are not compatible
with various land uses. These abatement criteria and procedures are set forth in
the aforementioned Federal reference (Title 23 CFR Part 772). A summary of
the noise abatement criteria for various land uses is presented in Table N2. The
Leq, or equivalent sound level, is the level of constant sound which in a given
situation and time period has the same energy as does time varying sound. In
other words, the fluctuating sound levels of traffic noise are represented in terms
of a steady noise level with the same energy content.
4 Ambient Noise Levels
Ambient noise measurements were taken in the vicinity of the project to
determine ambient (existing) noise levels for the identified land uses. The
purpose of this no:se level information was to quantify the existing acoustic
environment and to provide a base for assessing the impact of noise level
increases. The existing Leq noise levels along the roadway facilities in the
project area as measured at 15 meters ranged from 59.1 (Pierson Dr.) to 72.2
dBA (Eastway Dr.). The ambient measurement locations are presented in Figure
N1 and Table N3. In areas where traffic noise is not the predominant noise
source, a be, ground noise level of 50 dBA was determined.
The existing roadway and traffic conditions were used with the most
current traffic noise prediction model in order to calculate existing noise levels for
comparison with noise levels actually measured. The calculated existing noise
levels averaged approximately 2.5 dBA higher than the measured noise levels for
the locations where noise measurement were obtained. Hence, the computer
model is a reliable tool in the prediction of noise levels. Differences in dBA levels
can be attributed to "bunching" of vehicles, low traffic volumes, and actual vehicle
speeds versus the computer's "evenly-spaced" vehicles and single vehicular
speed.
5. Procedure For Predicting Future Noise Levels
In general, the traffic situation is composed of a large number of variables
that describe different cars driving at different speeds through a continual
changing highway configuration and surrounding terrain. Due to the complexity
of the problem, certain assumptions and simplifications must be made to predict
highway traffic noise. The procedure used to predict future noise levels in this
study was the Noise Barrier Cost Reduction Procedure, STAMINA 2.0 and
OPTIMA (revised March 1983). The BCR (Barrier Cost Reduction) procedure is
based upon the FHWA Highway Traffic Noise Prediction Model (FHWA-RD-77-
108). The BCR traffic noise prediction model uses the number and type of
vehicles on the planned roadway, their speeds, the physical characteristics of the
road (curves, hills, depressed, elevated, etc.), receptor location and height, and,
if applicable, barrier type, barrier ground elevation, and barrier top elevation.
34
In this regard, it is noted that roadway plans were available for use in this
noise analysis. The proposed improvements along Independence Boulevard
begin at SR 2940 (Eastway Dr.) and terminates at Sharon Amity Rd. NC 24-27
(Albemarle Rd.) will be widened from Independence Blvd. to just north of Pierson
Dr. Also, SR 2427 (Eastway Dr.) will be widened from Coldstream Lane (just
south of Independence Blvd.) northward to just north of Pinecrest Ave. The right-
of-way for most of this project is uncontrolled or partially controlled, meaning
most roadways intersect at grade and most parcels of land have the right to
access the project directly. Furthermore, the noise predictions made in this
report are highway-related noise predictions for the traffic conditions during the
year being analyzed.
Peak hour design and level-of-service (LOS) C volumes were compared,
and the volumes resulting in the noisiest conditions were used with the proposed
posted speed limits. Hence, during all other time periods, the noise levels will be
no greater than those indicated in this report. The STAMINA 2.0 computer model
was utilized in order to determine the number of land uses (by type) which would
be impacted during the peak hour of the design year 2025. A land use is
considered to be impacted when exposed to noise levels approaching or
exceeding the FHWA noise abatement criteria and/or predicted to sustain a
substantial noise increase.
The Leq traffic noise exposures associated with this project are listed in
Table N4. Information included in these tables consist of listings of all receptors
in close proximity to the project, their ambient and predicted noise levels, and the
estimated noise level increase for each.
6. Traffic Noise Impacts And Noise Contours
Traffic noise impacts occur when the predicted traffic noise levels either:
[a] approach or exceed the FHWA noise abatement criteria (with "approach"
meaning within 1 dBA of the Table N2 value), or [b] substantially exceed the
existing noise levels. The NCDOT definition of substantial increase is shown in
the lower portion of Table N2. Consideration for noise abatement measures
must be given to receptors that fall in either category.
In accordance with NCDOT Traffic Noise Abatement Policy, the
Federal/State governments are not responsible for providing noise abatement
measures for new developments where building permits are issued within the
noise impact area of a proposed highway after the Date of Public Knowledge.
The Date of Public Knowledge of the location of a proposed highway project will
be the approval date of CEs, FONSIs, RODs, or the Design Public Hearing,
whichever comes later. For development occurring after this public knowledge
date, local governing bodies are responsible to insure that noise compatible
designs are utilized along the proposed facility.
35
The maximum number of receptors in each activity category predicted to
be impacted by future traffic noise is shown in Table N5. These are noted in
terms of those receptors expected to experience traffic noise impacts either by
approaching or exceeding the FHWA NAC or by a substantial increase in exterior
noise levels. Under Title 23 CFR Part 772, the number of impacted receptors is
57 residential receptors and 41 commercial receptors due to highway traffic noise
in the project area. The maximum extent of the 72 and 67 dBA noise level
contours are 57.6 and 89.9 meters, respectively, from the center of the proposed
roadway. This information should assist local authorities in exercising land use
control over the remaining undeveloped lands adjacent to the roadway within
local jurisdiction. For example, with the proper information on noise, the local
authorities can prevent further development of incompatible activities and land
uses with the predicted noise levels of an adjacent highway.
Table N6 exhibits the exterior traffic noise level increases for the identified
receptors by roadway section. No receptors are expected to experience a
substantial increase in exterior noise levels. The predicted noise level increase
averaged 6.1 dBA for the identified receptors of this project. When real-life
noises are heard, it is possible barely to detect noise level changes of 2-3 dBA.
A 5 dBA change is more readily noticeable. A 10 dBA change is judged by most
people as a doubling or a halving of the loudness of the sound.
7. Traffic Noise Abatement Measures
If traffic noise impacts are predicted, examination and evaluation of
alternative noise abatement measures for reducing or eliminating the noise
impacts must be considered. Consideration for noise abatement measures must
be given to all impacted receptors. There are 98 impacted receptors due to
highway traffic noise in the project area.
Highway Alignment. Highway alignment selection involves the horizontal
or vertical orientation of the proposed improvements in such a way as to
minimize impacts and costs. The selection of alternative alignments for noise
abatement purposes must consider the balance between noise impacts and
other engineering and environmental parameters. For noise abatement,
horizontal alignment selection is primarily a matter of siting the roadway at a
sufficient distance from noise sensitive areas. Changing the highway alignment
is not a viable alternative for noise abatement.
Traffic System Management Measures. Traffic management measures
that limit vehicle type, speed, volume and time of operations are often effective
noise abatement measures. For this project, traffic management measures are
not considered appropriate for noise abatement due to their effect on the
capacity and level-of-service on the proposed roadway.
36
Noise Barriers. Physical measures to abate anticipated traffic noise levels
are often applied with a measurable degree of success by the application of solid
mass, attenuable measures to effectively diffract, absorb, and reflect highway
traffic noise emissions. Solid mass, attenuable measures may include earth
berms or artificial abatement walls.
The majority of the project will maintain uncontrolled or limited control of
access, meaning most commercial establishments and residents will have direct
access connections to the proposed roadway, and all intersections will adjoin the
project at grade. For a noise barrier to provide sufficient noise reduction it must
be high enough and long enough to shield the receptor from significant sections
of the highway. Access openings in the barrier severely reduce the noise
reduction provided by the barrier. It then becomes economically unreasonable to
construct a barrier for a small noise reduction. Safety at access openings
(driveways, crossing streets, etc.) due to restricted sight distance is also a
concern. Furthermore, to provide a sufficient reduction, a barrier's length would
normally be 8 times the distance from the barrier to the receptor. For example, a
receptor located 15 meters from the barrier would normally require a barrier 120
meters long. An access opening of 12 meters (10 percent of the area) would
limit its noise reduction to approximately 4 dBA (FUNDAMENTAL AND
ABATEMENT OF HIGHWAY TRAFFIC NOISE, Report No. FHWA-HHI-HEV-73-
7976-1, USDOT, chapter 5, section 3.2, page 5-27). Hence, this type of control
of access effective eliminates the consideration of berms or noise walls as noise
mitigation measures.
In addition, businesses, churches, and other related establishments
located along a particular highway normally require accessibility and high
visibility. Solid mass, attenuable measures for traffic noise abatement would
tend to disallow these two qualities, and thus, would not be acceptable
abatement measures in this case.
The only section of roadway with ample amount of roadway with controlled
access is along the west side of Albemarle Road. However, additional right-of-
way was required for the proposed project and many of the potential impacted
homes were removed. Only three (3) residential impacts were identified for the
entire area. These impacts are scattered and one impact is where the right-of-
way is not totally controlled. Noise mitigation for isolated impacts is considered
unreasonable due to the cost of abatement versus the benefits provided.
8. Construction Noise
The major construction elements of this project are expected to be earth
removal, hauling, grading, and paving. General construction noise impacts, such
as temporary speech interference for passers-by and those individuals living or
working near the project, can be expected particularly from paving operations
and from the earth moving equipment during grading operations. However,
37
considering the relatively short-term nature of construction noise and the
limitation of construction to daytime hours, these impacts are not expected to be
substantial. The transmission loss characteristics of nearby natural elements
and man-made structures are believed to be sufficient to moderate the effects of
intrusive construction noise.
9. Summary
Highway noise impacts are often an unavoidable consequence of roadway
improvement projects, especially in urban environments. Fifty-seven (57)
residential receptors and 41 commercial receptors are predicted to be impacted
due to highway traffic noise in the project area. Traffic noise mitigation measures
were considered for all impacts; however, no locations meet NCDOT feasibility
and reasonableness requirements for implementation of the noise abatement
measures. The major factor in this conclusion was the lack of controlled access,
especially along Independence Boulevard and Eastway Drive.
F. AIR QUALITY
Air pollution originates from various sources. Emissions from industry and
internal combustion engines are the most prevalent sources. The impact
resulting from highway construction ranges from intensifying existing air pollution
problems to improving the ambient air quality. Changing traffic patterns are a
primary concern when determining the impact of a new highway facility or the
improvement of an existing highway facility. Motor vehicles emit carbon
monoxide (CO), nitrogen oxide (NO), hydrocarbons (HC), particulate matter,
sulfur dioxide (S02), and lead (Pb) (listed in order of decreasing emission rate).
Automobiles are considered to be the major source of CO in the project area.
For this reason, most of the analysis presented herein is concerned with
determining expected carbon monoxide levels in the vicinity of the project due to
traffic flow.
In order to determine the ambient CO concentration at a receptor near a
highway, two concentration components must be used: local and background.
The local concentration is defined as the CO emissions from cars operating on
highways in the near vicinity (i.e., distances within 400 meters) of the receptor
location. The background concentration is defined by the North Carolina
Department of Environment, Health and Natural Resources as "the concentration
of a pollutant at a point that is the result of emissions outside the local vicinity;
that is, the concentration at the upwind edge of the local sources."
In this study, the local concentration was determined by the NCDOT
Traffic Noise/Air Quality Staff using line source computer modeling and the
background component was obtained from the North Carolina Department of
38
Environment, Health and Natural Resources (NCDEHNR). Once the two
concentration components were ascertained, they were added together to
determine the ambient CO concentration for the area in question and to compare
to the National Ambient Air Quality Standards (NAAQS).
Automobiles are regarded as sources of hydrocarbons and nitrogen
oxides. Hydrocarbons and nitrogen oxides emitted from cars are carried into the
atmosphere where they react with sunlight to form ozone and nitrogen dioxide.
Automotive emissions of HC and NO are expected to decrease in the future due
to the continued installation and maintenance of pollution control devices on new
cars. However, regarding area-wide emissions, these technological
improvements maybe offset by the increasing number of cars on the
transportation facilities of the area.
The photochemical reactions that form ozone and nitrogen dioxide require
several hours to occur. For this reason, the peak levels of ozone generally occur
10 to 20 kilometers downwind of the source of hydrocarbon emissions. Urban
areas as a whole are regarded as sources of hydrocarbons, not individual streets
and highways. The emissions of all sources in an urban area mix together in the
atmosphere, and in the presence of sunlight, the mixture reacts to form ozone,
nitrogen dioxide, and other photochemical oxidants. The best example of this
type of air pollution is the smog that forms in Los Angeles, California.
Automobiles are not regarded as significant 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). Because emissions of particulate matter and sulfur dioxide
from automobiles are very low, there is no reason to suspect that traffic on the
project will cause air quality standards for particulate matter and sulfur dioxide to
exceed the NAAQS.
Automobiles without catalytic converters can burn regular gasoline. The
burning of regular gasoline emits lead as a result of regular gasoline containing
tetraethyl lead, which is added by refineries to increase the octane rating of the
fuel. Newer cars with catalytic converters burn unleaded gasoline eliminating
lead emissions. Also, the United States Environmental Protection Agency (EPA)
has required the reduction in the lead content of leaded gasoline. The overall
average lead content of gasoline in 1974 was approximately 0.53 gram per liter.
By 1989, this composite average had dropped to 0.003 gram per liter. In the
future, lead emissions are expected to decrease as more cars use unleaded
fuels and as the lead content of leaded gasoline is reduced. The Clean Air Act
Amendments of 1990 make the sale, supply, or transport of leaded gasoline or
lead additives unlawful after December 31, 1995. Because of these reasons, it is
39
not expected that traffic on the proposed project will cause the NAAQS for lead to
be exceeded.
A microscale air quality analysis was performed to determine future CO
concentrations resulting from the proposed highway improvements. "CAL3QHC -
A Modeling Methodology For Predicting Pollutant Concentrations Near Roadway
Intersections" was used to predict the CO concentration near sensitive receptors.
Inputs into the mathematical model used to estimate hourly CO
concentrations consisted of a level roadway under normal conditions with
predicted traffic volumes, vehicle emission factors, and worst-case
meteorological parameters. The traffic volumes are based on the annual
average daily traffic projections. Carbon monoxide vehicle emission factors were
calculated for the years 2005, 2010 and 2025, using the EPA publication "Mobile
Source Emission Factors", the MOBILE5A mobile source emissions computer
model.
The background CO concentration for the project area was estimated to
be 1.8 parts per million (ppm). Consultation with the Air Quality Section, Division
of Environmental Management (DEM), North Carolina Department of
Environment, Health and Natural Resources indicated that an ambient CO
concentration of 1.8 ppm is suitable for most suburban and rural areas.
The worst-case air quality scenario was determined to be at the
intersection of US 74 (Independence Blvd.) and Sharon Amity Rd. Receptor
points were located in each quadrant of the intersection. The maximum
predicted 1-hour average CO concentrations for the evaluation build years of
2005, 2010 and 2025 are 13.50, 13.70 and 16.00 ppm, respectively. Using the
persistence factor for this area, the predicted 8-hour average CO concentrations
for the evaluation build years of 2005, 2010 and 2025 are 7.56, 7.67 and 8.96
ppm, respectively. Comparison of the predicted CO concentrations with the
NAAQS (maximum permitted for 1-hour averaging period = 35 ppm; 8-hour
averaging period = 9 ppm) indicates no violation of these standards. See Tables
Al through A3 for input data and output (Appendix B).
The project is located in Mecklenburg County, which is within the
Charlotte/Gastonia nonattainment area for ozone (03) and the Charlotte
nonattainment area for carbon monoxide (CO) as defined by the EPA. The 1990
Clean Air Act Amendments (CAAA) designated these areas as "moderate"
nonattainment area for 03 and CO. However, due to improved monitoring data,
these areas were redesignated as "maintenance" for 03 on July 5, 1995 and
"maintenance" for CO on September 18, 1995. Section 176(c) of the CAAA
requires that transportation plans, programs, and projects conform to the intent of
the state air quality implementation plan (SIP). All appropriate transportation
control measures included in the SIP for Mecklenburg County have been
completed. The Mecklenburg-Union MPO 1998 Transportation Improvement
40
Program (TIP) has been determined to conform to the intent of the SIP. The
MPO and the USDOT approval date of the TIP is April 7, 1999. The current
conformity determination is consistent with the final conformity rule found in 40
CFR Part 51. There has been no significant change in the project's design
concept or scope, as used in the conformity analyses.
During construction of the proposed project, all materials resulting from
clearing and grubbing, demolition or other operations will be removed from the
project, burned or otherwise disposed of by the Contractor. Any burning done
will be done in accordance with applicable local laws and ordinances and
regulations of the North Carolina SIP for air quality in compliance with 15 NCAC
2D.0520. Care will be taken to insure burning will be done at the greatest
distance practical from dwellings and not when atmospheric conditions are such
as to create a hazard to the public. Burning will be performed under constant
surveillance. Also during construction, measures will be taken to reduce the dust
generated by construction when the control of dust is necessary for the
protection and comfort of motorists or area residents. This evaluation completes
the assessment requirements for air quality of the 1990 Clean Air Act
Amendments and the NEPA process, and no additional reports are necessary.
G. GEOENVIRONMENTAL ASSESSMENT
The NCDOT GeoEnvironmental Section investigated a Superfund Files
search on the Southeastern Exterminating Company, located in the northwest
quadrant of the US 74/Pierson Road intersection.
There was little information in the files on the site since both State and
Federal agencies have lowered the risk classification of the site. The Inactive
Hazardous Sites Branch of the North Carolina Department of Environment and
Natural Resources also reviewed available files (Superfund Section and
Hazardous Waste Section), and based on the information provided in those files,
transferred the site from a "Pending" category to the "No Further Action"
category. The United States Environmental Protection Agency, Region IV, also
removed this site from their CERCLIS Inventory and transferred it to the
"Brownfields Initiative" category. The term brownfields refers to previously used
properties that may lie vacant because potential contamination makes them
unmarketable to the private sector. In summary, this site will not require any
further action by State and Federal agencies.
41
VI. Conclusions
The proposed action is consistent with the original proposed action as
outlined in the Final Supplemental EIS, approved by the Federal Highway
Administration (FHWA) on February 11, 1988. This draft Reevaluation in
conjunction with the Final EIS, approved by the FHWA on June 25, 1982 and the
Final Supplemental EIS adequately address the anticipated environmental
impacts according to the criteria set forth in 23 CFR Part 771.129.
42
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BRANCH
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from Eastway Drive
to Sharon Amity Road
Mecklenburg County
T.I.P. Project No. U-209F
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Environmental Justice (Tiger 1990)
3xCo.Ave. to 100%
2xCo.Ave. to 3xCo.Ave.
r / Co.Ave. to 2xCo.Ave.
"County Average" refers
to the percentage
of non-white persons
by Census block.
The 1990 non-white population
for Mecklenburg Co. was 33%.
Environmental Justice is the equitable treatment of
people and communities by identifying and then
avoiding, minimizing or mitigating any disproportionate
health or environmental impacts to minority or low income populations.
NCDOT's efforts involve proactive planning and analysis
to ensure equitable treatment of all people and communities
regarding transportation systems.

----I

APPENDIX B
TRAFFIC NOISE AND AIR QUALITY TABLES
Figure N1
Project Location & Ambient Measurement Sites
US 74 (Independence Blvd.) From Eastway Dr. To Sharon Amity Road
Mecklenburg County, U-209-F

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PLANNING AND ENVIRONMENTAL
521 Ao. °? FARVI[w j0. z. '°• BR.%NCH
4+?~ US 74 Independence Blvd.
g from Eastway Drive
t to Sharon Amity Road
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•: ? Mecklenburg County
li T.I.P. Project No. U-209F
TABLE N1
HEARING: SOUNDS BOMBARDING US DAILY
140 Shotgun blast, jet 30m away at takeoff PAIN
Motor test chamber HUMAN EAR PAIN THRESHOLD
130

Firecrackers
120 Severe thunder, pneumatic jackhammer
Hockey crowd
Amplified rock music UNCOMFORTABLY LOUD

110 -
Textile loom
100 Subway train, elevated train, farm tractor
Power lawn mower, newspaper press
Heavy city traffic, noisy factory LOUD
90 -
-
D Diesel truck 65 km/h at ' 5m away
E 80 Crowded restaurant, gar ige disposal
C Average factory, vacuun. ?-leanc°
I Passenger car 80 km/h at 15m away MODERATELY LOUL
B 70
-
E Quiet typewriter
L 60 Singing birds, window air-conditioner
S Quiet automobile
Normal conversation, average office QUIET

50 ---
Household refrigerator
Quiet office VERY QUIET
40 -----
Average home
30 Dripping faucet
Whisper at 1.5m away
20 Light rainfall, rustle of leaves
AVERAGE PERSONS THRESHOLD OF HEARING
Whisper JUST AUDIBLE
10 -----
0
THRESHOLD FOR ACUTE HEARING
Sources: World Book, Rand McNally Atlas of the Human Body, Encyclopedia
America, "Industrial Noise and Hearing Conversation" by J. B. Olishifski
and E. R. Harford (Researched by N. Jane Hur -,nd published in the
Chicago Tribune in an illustrated graphic by "::.ta Heinz.)
TABLE N2
NOISE ABATEMENT CRITERIA
CRITERIA FOR EACH FHWA ACTIVITY CATEGORY
HOURLY A-WEIGHTED SOUND LEVEL - DECIBELS (dBA)
Activity
Category Lecj(h) Description of Activity Cate o
A 57 Lands on which serenity and quiet are of extraordinary significance
(Exterior) and serve an important public need and where the preservation of
those qualities are essential if the area is to continue to serve its
intended purpose.
B 67 Picnic areas, recreation areas, playgrounds, active sports areas.
(Exterior) parks, residences, motels, hotels, schools, churches, libraries, and
hospitals. k
C 72 Developed lands, properties, or activities not included in Categories
(Exterior) A or B above.
D - Undeveloped lands.
E 52 Residences, motels, hotels, public meeting rooms, schools,
(Interior) churches, libraries, hospitals, and auditoriums.
Source: Title 23 Code of Federal Regulations (CFR) Part 772, U. S. Department of Transportation,
Federal Highway Administration.
CRITERIA FOR SUBSTANTIAL INCREASE
HOURLY A-WEIGHTED SOUND LEVEL - DECIBELS (dBA)
Existing Noise Level Increase in dBA from Existing Noise
in Lea(h) Levels to Future Noise Levels
< 50 >- 15
>= 50 >- 10
Source: North Carolina Department of Transportation Noise Abatement Policy.
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TABLE Al
CAL30HC: LINE SOURCE DISPERSION MODEL - VERSION 2.0, JANUARY 1992 PAGE 1
JOB: U-209 F: Independence Blvd, Mecklenburg RUN: Independence/Sharon Amity - Build 2005
SITE & METEOROLOGICAL VARIABLES
-------------------------------
VS = .0 CM/S VD = .0 CM/S ZO = 108. CM
U = 1.0 M/S CLAS a 4 (D) ATIM a 60. MINUTES MIXH = 1000. M AMB 1.8 PPM
LINK VARIABLES
--------------
LINK DESCRIPTION * LINK COORDINATES (M)
' X1 Y1 X2
------------------------ -------------------------------
1. Indep EB Approach * 365.8 592.8 609.6
2. Indep ES Queue * 589.5 599.5 -515.7
3. Indep EB Departure " 609.6 600.2 853.4
4. Indep WO Approach ' 853.4 619.0 609.6
5. Indep WB Lt Queue " 638.6 609.3 1003.1
6. Indep WB Queue * 637.6 620.3 2032.3
7. Indep WS Departure * 609.6 619.0 365.8
S. SA NB Approach • 649.2 506.0 617.2
9. SA NS Lt Queue * 620.9 579.1 739.7
10. SA NB Queue * 627.0 580.9 1007.4
11. SA NS Departure 1 * 617.2 609.6 597.4
12. SA NB Departure 2 * 597.4 667.5 591.3
13. SA SS Approach 1 ' 579.1 701.0 585.8
14. SA SS Approach 2 • 585.8 666.0 602.3
15. SA SB LT Queue * 599.8 635.5 583.9
16. SA SB Queue * 593.1 634.3 268.4
17. SA SS Departure ' 602.3 609.6 641.6
JOB: U-209 F: Independence Blvd, Mecklenburg
ADDITIONAL QUEUE LINK PARAMETERS
--------------------------------
LINK DESCRIPTION ' CYCLE RED CLEARANCE
* LENGTH TIME LOST TIME
* (SEC) (SEC) (SEC)
------------------------ ------------------------------
2. Indep EB Queue • 120 70 2.0
5. Indep WB Lt Queue * 120 115 2.0
6. Indep WB Queue * 120 70 2.0
9. SA NB Lt Queue * 120 115 2.0
10. SA NB Queue * 120 88 2.0
15. SA SB LT Queue • 120 55 2.0
16. SA SS Queue * 120 92 2.0
* LENGTH BRG TYPE
Y2 * (M) (DEG)
--------- *--------------------
600.2 * 244. 88. AG
566.4 * 1106. 268. AG
600.2 * 244. 90. AG
619.0 * 244. 270. AG
625.8 * 365. 87. AG
612.4 * 1395. 90. AG
617.2 * 244. 270. AG
609.6 * 108. 343. AG
272.5 * 329. 159. AG
-701.0 * 1337. 163. AG
667.5 * 61. 341. AG
710.2 * 43. 352. AG
666.0 * 36. 169. AG
609.6 * 59. 164. AG
670.2 * 38. 335. AG
2041.7 * 1444. 347. AG
501.4 * 115. 160. AG
RUN: Independence/Sharon Ami
APPROACH SATURATION IDLE
VOL FLOW RATE EM FAC
(VPH) (VPH) (gm/hr)
•------------------------------
3710 1600 311.98
225 1600 311.98
4075 1600 311.98
205 1600 311.98
1525 1600 311.98
835 1600 311.98
1485 1600 311.98
VPH EF H W V/C QUEUE
(G/MI) (M) (M) (VEH)
------------------------------------
3710. 14.7 .0 20.7
1953. 100.0 .0 14.6 1.51 184.3
4380. 14.7 .0 17.1
4380. 14.7 .0 20.7
1604. 100.0 .0 7.3 8.62 60.8
1953. 100.0 .0 14.6 1.66 232.5
3710. 14.7 .0 20.7
1730. 14.7 .0 17..
1604. 100.0 .0 7.3 7.85 54.E
1227. 100.0 .0 7.3 2.04 222.9
2320. 14.7 .0 13.4
2320. 14.7 .0 13.4
2320. 14.7 .0 17.1
2320. 14.7 .0 17.1
767. 100.0 .0 7.3 .51 6.4
1283. 100.0 .0 7.3 2.33 240.7
1730. 14.7 .0 13.4
ty - Build 2005
SIGNAL ARRIVAL
TYPE RATE
-------------------
1 3
1 3
1 3
1 3
1 3
1 3
1 3
TABLE Al (Cont'd)
CAL30HC: LINE SOURCE DISPERSION MODEL - VERSION 2.0, JANUARY 1992 PAGE 2
RECEPTOR LOCATIONS
------------------
* COORDINATES (M)
RECEPTOR * X Y 2
------------ ------------- *--- ------------ ------------ ---------- *
1. EB-1-SB (1) * 564.8 580.3 1.8
2. EB-C-SB (2) * 592.5 577.0 1.8
3. EB-SB-1 (3) * 616.3 535.5 1.8
4. NB-1-EB (4' * 660.8 545.9 1.8
5. NB-C-EB (5' " 639.8 582.8 1.8
6. NB-EB-1 0 * 662.6 586.4 1.8
7. WB-1-NB (7, * 659.0 641.3 1.8
8. WB-C-NB (8) * 625.1 640.7 1.8
9. WB-NB-1 (9) * 616.3 670.6 1.8
10. SB-1-WB (10) * 568.5 670.6 1.8
11. SB-C-WB (11) * 572.4 645.3 1.8
12. SB-WB-1 (12) * 541.0 635.5 1.8
JOB: U-209 F: Independence Blvd, Mecklenburg RUN: Independence/Sharon Amity - Build 2005
MODEL RESULTS
-------------
REMARKS : In search of the angle corresponding to
the maximum concentration, only the first
angle, of the angles with same maximum
concentrations, is indicated as maximum.
WIND ANGLE RANGE: 1.-360.
WIND * CONCENTRATION
ANGLE * (PPM)
(DEGR)* REC1 REC2 REC3 REC4 REC5 REC6 REC7 REC8 REC9 REC10 REC11 REC12
------*------------------------------------------------------------------------
MAX * 10.7 11.4 11.2 10.2 10.9 12.0 12.6 12.3 8.7 12.1 13.5 10.5
DEGR. * 78 78 52 285 68 71 177 107 244 107 99 96
THE HIGHEST CONCENTRATION IS 13.50 PPM AT 99 DEGREES FROM REC11.
TABLE A2
CAL3QHC: LINE SOURCE DISPERSION MODEL - VERSION 2.0, JANUARY 1992 PAGE 3
JOB: U-209 F: Independence Blvd, Mecklenburg RUN: Independence/Sharon Amity - Build 2010
SITE & METEOROLOGICAL VARIABLES
-------------------------------
VS = .0 CM/S VD = .0 CM/S ZO = 108. CM
U = 1.0 M/S CLAS - 4 (D) ATIM = 60. MINUTES MIXH = 1000. M AMB 1.8 PPM
LINK VARIABLES
--------------
LINK DESCRIPTION * LINK COORDINATES (M)
• X1 Y1 X2
------------------------ '------------------------------•
1. Indep ES Approach * 365.8 592.8 609.6
2. Indep EB Queue * 589.5 599.5 -1042.7
3. Indep EB Departure • 609.6 600.2 853.4
4. lndep WB Approach ' 853.4 619.0 609.6
5. Indep WB Lt Queue • 638.6 609.3 1075.1
6. Indep WB Queue * 637.6 620.3 2556.4
7. Indep WO Departure * 609.6 619.0 365.8
8. SA NB Approach * 649.2 506.0 617.2
9. SA NB Lt Queue * 620.9 579.1 763.2
10. SA NB Queue * 627.0 580.9 1106.4
11. SA NB Departure 1 * 617.2 609.6 597.4
12. SA NB Departure 2 • 597.4 667.5 591.3
13. SA SB Approach 1 * 579.1 701.0 585.8
14. SA SB Approach 2 • 585.8 666.0 602.3
15. SA SB LT Queue * 599.8 635.5 448.5
16. SA SB Queue • 593.1 634.3 191.9
17. SA SB Departure • 602.3 609.6 641.6
JOB: U-209 F: Independence Blvd, Mecklenburg
ADDITIONAL QUEUE LINK PARAMETERS
--------------------------------
LINK DESCRIPTION • CYCLE RED CLEARANCE
• LENGTH TIME LOST TIME
* (SEC) (SEC) (SEC)
------------------------ ------------------------------
2. Indep EB Queue * 120 70 2.0
5. Indep WB Lt Queue ' 120 115 2.0
6. Indep WB Queue * 120 70 2.0
9. SA NB Lt Queue • 120 115 2.0
10. SA NB Queue * 120 88 2.0
15. SA SB LT Queue * 120 55 2.0
16. SA SB Queue • 120 92 2.0
* LENGTH BRG TYPE
Y2 * (M) (DEG)
--------- *--------------------
600.2 * 244. 88. AG
550.6 * 1633. 268. AG
600.2 * 244. 90. AG
619.0 * 244. 270. AG
629.1 * 437. 87. AG
609.4 * 1919. 90. AG
617.2 * 244. 270. AG
609.6 * 108. 343. AG
212.0 * 394. 159. AG
-1034.8 * 1685. 163. AG
667.5 * 61. 341. AG
710.2 * 43. 352. AG
666.0 * 36. 169. AG
609.6 * 59. 164. AG
964.4 * 362. 335. AG
2372.8 * 1784. 347. AG
501.4 * 115. 160. AG
RUN: Independence/Sharon Ami
APPROACH SATURATION IDLE
VOL FLOW RATE EM FAC
(VPH) (VPH) (gm/hr)
------------------------------
4375 1600 299.63
265 1600 299.63
4734 1600 299.63
240 1600 299.63
1740 1600 299.63
1782 1600 299.63
1695 1600 299.63
VPH EF H W V/C QUEUE
(G/MD (M) (M) (VET:
-----------------------------------
4375. 14.2 .0 20.
1875. 100.0 .0 14.6 1.78 272.2
5170. 14.2 .0 17.1
5170. 14.2 .0 20.7
1540. 100.0 .0 7.3 **** 72.
1875. 100.0 .0 14.6 1.93 315.
4375. 14.2 .0 20.7
1980. 14.2 .0 17.1
1540. 100.0 .0 7.3 9.23 65.6
1179. 100.0 .0 7.3 2.33 280.9
2680. 14.2 .0 13.4
2680. 14.2 .0 13.4
2680. 14.2 .0 17.1
2680. 14.2 .0 17.1
737. 100.0 .0 7.3 1.10 60.3
1232. 100.0 .0 7.3 2.66 297.4
1980. 14.2 .0 13.4
ty - Build 2010
SIGNAL ARRIVAL
TYPE RATE
-------------------
1 3
1 3
1 3
1 3
1 3
1 3
1 3
TABLE A2 (Cont'd)
CAL30KC: LINE SOURCE DISPERSION MODEL - VERSION 2.0, JANUARY 1992 PAGE 4
RECEPTOR LOCATIONS
-- -------- --------
*
COORDINATES (M)
RECEPTOR * X Y Z
---- -------- ------------- *--- ------------ ------------ ---------- *
1. EB-1-SB (1) • 564.8 580.3 1.8 •
2. EB-C-SB (2) * 592.5 577.0 1.8 •
3. EB-SB-1 (3) * 616.3 535.5 1.8
4. NB-1-EB (4) * 660.8 545.9 1.8
5. NB-C-EB (5) * 639.8 582.8 1.8
6. NB-EB-1 (6) * 662.6 586.4 1.8
7. WB-1-NB (7) * 659.0 641.3 1.8
8. WB-C-NB (8) * 625.1 640.7 1.8
9. WB-NB-1 (9) * 616.3 670.6 1.8
10. SB-1-WB (10) • 568.5 670.6 1.8
11. SB-C-WB (11) * 572.4 645.3 1.8 "
12. SB-WB-1 (12) * 541.0 635.5 1.8
JOB: U-209 F: Independence Blvd, Mecklenburg RUN: Independence/Sharon Amity - Build 2010
MODEL RESULTS
-------------
REMARKS : In search of the angle corresponding to
the maximum concentration, only the first
angle, of the angles with same maximum
concentrations, is indicated as maximum.
WIND ANGLE RANGE: 1.-360.
WIND * CONCENTRATION
ANGLE * (PPM)
(DEGR)* REC1 REC2 REC3 REC4 REC5 REC6 REC7 RECB REC9 REC10 REC11 REC12
------*------------------------------------------------------------------------
MAX * 11.0 11.6 11.2 10.1 11.2 12.2 12.6 12.3 8.8 12.5 13.7 10.9
DEGR. * 79 76 57 285 71 75 176 105 239 108 99 96
THE HIGHEST CONCENTRATION IS 13.70 PPM AT 99 DEGREES FROM REC11.
TABLE A3
CAL30MC: LINE SOURCE DISPERSION MODEL - VERSION 2.0, JANUARY 1992 PAGE 5
JOB: U-209 F: Independence Blvd, Mecklenburg RUN: Independence/Sharon Amity - Build 2025
SITE 8 METEOROLOGICAL VARIABLES
-------------------------------
VS = .0 CM/S VD = .0 CM/S ZO = 108. CM
U = 1.0 M/S CLAS = 4 (D) ATIM = 60. MINUTES MIXH = 1000. M AMB 1.8 PPM
LINK VARIABLES
--------------
LINK DESCRIPTION * LINK COORDINATES (M)
• X1 Y1 X2
------------------------ -------------------------------
1. Indep EB Approach * 365.8 592.8 609.6
2. indep EB Queue * 589.5 599.5 -2584.5
3. Indep EB Departure • 609.6 600.2 853.4
4. Indep WB Approach • 853.4 619.0 609.6
5. Indep WB Lt Queue * 638.6 609.3 1302.1
6. Indep WB Queue * 637.6 620.3 4314.5
7. Indep W8 Departure * 609.6 619.0 365.8
8. SA NB Approach * 649.2 506.0 617.2
9. SA NO Lt Queue * 620.9 579.1 834.8
10. SA NB Queue * 627.0 580.9 1429.6
11. SA NB Departure 1 * 617.2 609.6 597.4
12. SA NB Departure 2 * 597.4 667.5 591.3
13. SA SB Approach 1 • 579.1 701.0 585.8
14. SA SO Approach 2 * 585.8 666.0 602.3
15. SA SO LT Queue * 599.8 635.5 -107.5
16. SA SO Queue * 593.1 634.3 -25.5
17. SA S8 Departure * 602.3 609.6 641.6
JOB: U-209 F: Independence Blvd, Mecklenburg
ADDITIONAL QUEUE LINK PARAMETERS
--------------------------------
LINK DESCRIPTION * CYCLE RED CLEARANCE
* LENGTH TIME LOST TIME
* (SEC) (SEC) (SEC)
------------------------ ------------------------------
2. Indep EB Queue * 120 69 2.0
5. Indep WB Lt Queue * 120 115 2.0
6. Indep WB Queue * 120 69 2.0
9. SA NO Lt Queue * 120 115 2.0
10. SA NB Queue • 120 90 2.0
15. SA SO LT Queue * 120 56 2.0
16. SA SB Queue * 120 91 2.0
* LENGTH BRG TYPE
Y2 * (M) (DEG)
--------- *--------------------
600.2 * 244. 88. AG
504.4 * 3175. 268. AG
600.2 * 244. 90. AG
619.0 * 244. 270. AG
639.4 * 664. 87. AG
599.5 * 3677. 90. AG
617.2 * 244. 270. AG
609.6 * 108. 343. AG
27.0 * 592. 159. AG
-2124.0 * 2821. 163. AG
667.5 * 61. 341. AG
710.2 * 43. 352. AG
666.0 • 36. 169. AG
609.6 * 59. 164. AG
2173.2 * 1693. 335. AG
3315.0 • 2751. 347. AG
501.4 * 115. 160. AG
RUN: Independence/Sharon Ami
APPROACH SATURATION IDLE
VOL FLOW RATE EM FAC
(VPH) (VPH) (gm/hr)
------------------------------
6370 1600 292.47
390 1600 292.47
7000 1600 292.47
350 1600 292.47
2390 1600 292.47
2600 1600 292.47
2320 1600 292.47
VPH EF H W V/C QUEUE
(G/MI) (M) (M) (VEH,
-----------------------------------
6370. 18.4 .0 20.7
1804. 100.0 .0 14.6 2.54 529.:
7530. 18.4 .0 17.1
7530. 18.4 .0 20.7
1504. 100.0 .0 7.3 **** 11C.",
1804. 100.0 .0 14.6 2.80 612.E
6370. 18.4 .0 20.7
2740. 13.9 .0 17.1
1504. 100.0 .0 7.3 **** 98.7
1177. 100.0 .0 7.3 3.45 470.2
3760. 13.9 .0 13.4
3760. 13.9 .0 13.4
3760. 13.9 .0 17.1
3760. 13.9 .0 17.1
732. 100.0 .0 7.3 1.63 282.1
1190. 100.0 .0 7.3 3.48 458.5
2740. 13.9 .0 13.4
ty - Build 2025
SIGNAL ARRIVAL
TYPE RATE
-------------------
1 3
1 3
1 3
1 3
1 3
1 3
1 3
TABLE A3 (Cont'd)
CAL30HC: LINE SOURCE DISPERSION MODEL - VERSION 2.0, JANUARY 1992 PAGE 6
RECEPTOR LOCATIONS
------------------
* COORDINATES (M)
RECEPTOR *
* X Y
---------------------- 2
----------
*
------------
1. EB-1-SB -------------
(1) ---
* --
564.8 580.3 1.8
2. EB-C-SB (2) * 592.5 577.0 1.8
3. EB-SB-1 (3) * 616.3 535.5 1.8
4. NB-1-EB (4) * 660.8 545.9 1.8
5. NB-C-EB (5) * 639.8 582.8 1.8
6. NB-ES-1 (6) * 662.6 586.4 1.8
7. WB-1-NB (7) * 659.0 64,.3 1.8
8. WB-C-NB (8) * 625.1 640.7 1.8
9. WB-NB-1 (9) * 616.3 670.6 1.8
10. SB-1-WB (10) * 568.5 670.6 1.8
11. SB-C-WB (11) * 572.4 645.3 1.8
12. SB-WB-1 (12) * 541.0 635.5 1.8
JOB: U-209 F: Independence Blvd, Mecklenburg RUN: Independence/Sharon Amity - Build 2025
MODEL RESULTS
-------------
REMARKS : In search of the angle corresponding to
the maximum concentration, only the firs:
angle, of the angles with same maximum
concentrations, is indicated as maximum.
WIND ANGLE RANGE: 1.-360.
WIND * CONCENTRATION
ANGLE * (PPM)
(DEGR)* REC1 REC2 REC3 REC4 REC5 REC6 REC7 REC8 REC9 REC10 REC11 REC12
------*------------------------------------------------------------------------
MAX * 14.0 14.3 12.7 11.3 14.1 15.7 14.7 14.7 10.4 14.2 16.0 14.0
DEGR. * 73 76 66 289 71 71 177 106 238 106 99 98
THE HIGHEST CONCENTRATION IS 16.00 PPM AT 99 DEGREES FROM REC11.
APPENDIX C
RELOCATION REPORT
RELOCATION REPORT
North Carolina Department of Transportation
AREA RELOCATION OFFICE
?X EIS CORRIDOR [:J DESIGN
PROJECT: 8.1671001 COUNTY Mecklenbur Alternate One
ID. NO.: U-0209 F

DESCRIPTION OF PROJECT: FA PROJECT FR-18-2(17)
US 74 (Independence Boulevard) From SR 2940 (Eastway Drive) to Sharon-Amity
Road, Charlotte
ESTIMATED DISPLACEES INCOME LEVEL
Type of
Displacees
Residential
Owners
3
Tenants
0
Total
3
minorities
0
0-15M
0
15-25M
0
25-35M
3
35-50M
0
50 UP
0
Businesses 5 3 8 0 VALUE OF DWELLING DSS DWELLING AVAILABLE
Farms 0 0 0 0 Owners Tenants For Sale For R ent
Non-Profit 0 0 0 0 0-20m 0 S 0-150 0 0-20M 0 $ 0-150 0
40
0 150-250 0
ANSWE R ALL QUEST IONS 20-40M 0 160-250 0 M
-
2 0
Yes No Explain all "YES" answers. 40-70m 0 260-400 0 40-70m 8 250.400 2
X 1 Will special relocation services be necessary? 70-100m 3 11 400-600 0 70-100M 36 400-600 7
X 2 .
. Will schools or churches be affect by 100 up 0 600 up 0 100 up 40 1 1 600 up 4
displacement? TOTAL 3 6 84 13
X 3 . Will business services still be available after REMARKS (Res and b Number)
project? 3) Business services will not be affected.
X 4 . Will any business be displaced? If so, 4) a. Citgo Service Station: 8400 square feet, four
indicate size, type, estimated number of
employees, minorities, etc. employees, no minorities
b. The Video Editor: 2400 square feet, four employees,
x 5. Will relocation cause a housing shortage? two minorities
6. Source for available housing (list). c. Ace Auto Brokers (Avis): 2312 square feet, three
X 7. Will additional housing programs be needed? employees, one minority.
X 8. Should Last Resort Housing be considered? d. U-Haul Moving & Storage: 2040 square feet, five
x 9. Are there large, disabled, elderly, etc. employees, two minorities
families? e. Samson Used Cars, Inc.: 3300 square feet, six
X 10. Will public housing be needed for project? employees, three minorities
X 1 1. Is public housing available? f. Hyundai LaPointe: 11,000 square feet, twenty
X 12. Is it felt there will be adequate DSS housing employees, eight minorities
housing available during relocation period? g. Jeremiah's: 7000 square feet, six employees,
x 13. Will there be a problem of housing within two minorities
t
f
financial means? ee
h. Amity Clinic of Chiropractic Arts: 2100 square
X 14. Are suitable business sites available (list six employees, one minority
i
source).
15. Number months estimated to complete
RELOCATION? 12 months ons,
6) MLS, newspapers, Realtors®, real estate publicat
and on-ground searching.
8) Will be administered according to State laws.
11) Public housing is available in Charlotte-Mecklenburg.
12) If current trends continue, housing should bie:9Viliiilable.
14 Same as number six. - fl

D. . McCallum, Area Relocation Agent Date Approved by ?e
Form 15.4 Revised 02/95 d Original & 1 Copy: State Relocation Agent
2 Copy Area Relocation Office
DIVISION OF HIGHWAYS RELOCATION PROGRAMS
It is the policy of the NCDOT to ensure that comparable replacement
housing will be available prior to construction of state and
federally-assisted projects. Furthermore, the North Carolina Board of
Transpoaation 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 arrange-
ment (in cases of ownership), the Relocation Replacement Housing Payments
or Rent Supplement Program will compensate up to 522,500 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 Federal Uniform Relocation Assistance and Real
Property Acquisition Policies Act of 1910 (Public Law 91-646), and/or the
North Carolina Relocation Assistance Act (GS-133-5 through 133-18). The
program is designed to provide assistance to displaced persons in reloca-
ting 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 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 which meets decent, safe, and sanitary standards.
The displacees are given at least a 90-day written notice after NCDOT pur-
chases 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 will
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 it
order to minimize hardships to displaced persons in adjusting to a new
location.
7-
The Moving Expense Payments Program is designed to compensate the dis-
placee 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.
A displaced tenant may be eligible to receive a payment, not to exceed
55,250, to rent a replacement dwelling or to make a down payment, includ-
ing 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 $5250.
It is a policy of the state that no person will be displaced by the
NCDOT's state or federally-assisted construction projects unless and until
comparable replacement housing has been offered or provided for 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 finan-
cial 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. It is not felt that this program
will be necessary on the project, since there appear to be adequate
opportunities for relocation within the area.
APPENDIX D
DEMOGRAPHIC TABLES
A. DEMOGRAPHIC TABLES - 1990 Census and Office of State Planning
projections and estimates
1. POPULATION GROWTH - Estimated and Projected
1990 1997 % Growth 2000 2010 % Growth
County
State 511,481
6,628,637 608,567
7,431,161 19%
12% 648,305
7,729,991 776,521
8,667,434 19.8%
12.1%
2. RACE/ETHNICITY- 1990
Project Area County North Caroli na
Number % Number % Number %
Total Population -
1990 18,515 100 511,433 100 6,628,637 100
Hispanic 756 6,051 69,020
White 14,258 77 364,484 71.3 5,011,248 75.6
Hispanic 342 3,489 33,967
Black 3,489 18.8 134,616 26.3 1,455,340 21.9
Hispanic 38 476 5,962
American Indian 121 0.7 2,034 0.4 82,606 1.3
Hispanic 0 44 1,083
Asian/Pacific
Islander 414 2.2 8,095 1.6 50,395 0.8
Hispanic 27 113 1,154
Other 233 1.3 2,204 0.4 29,048 0.4
Hispanic 233 1,929 26,854
3. Age - 1990
Project Area County North Carolina
Median Age 301 - 30.6 32.1 33.2
Under 20 21.3% 27.3% 24.3%
Over 65 11.9% 9.3% 12.1%
4. Income/Poverty/Unemployment Measures
Project Area County North Carolina
Number % Number % Number %
Median $25,910 97.2 $33,830 126.9 $26,647 100
Household
Income
Per Capita $13,909 106. $17,177 131.2 $13,093 100
Income 2
Unemployment NA 2.2% 3.3%
Rate'
Persons below 1,772 9.6 47,910 9.6 829,858 12.5
poverty level -
total
Persons below 815 4.4 23,444 4.7 332,966 5.0
50% of poverty
level - total
5. Housing - 1990
Project Area County North Carolina
Median Home
Value $57,000 - $74,300 $86,300 $65,300
Median Rent $434-$514 $467 $382
% Owner
Occupancy 26.6%-43% 55.2% 60.7%
B. CONTACT INFORMATION
Wes Armstrong, Charlotte/Mecklenburg Planning Commission - 704-336-4845
Garet Walsh, Charlotte/Mecklenburg Planning Commission - 704-336-8364
Tim Gibbs, Charlotte/Mecklenburg Planning Commission - 704-336-3917
APPENDIX E
CORRESPONDENCE
March 25, 1999
Mr. David King, Deputy Secretary
Transit, Rail & Aviation
North Carolina Department of Transportation
Post Office Box 25201
Raleigh, NC 27611
SUBJECT: Project U-209F
Dear David,
On March 22, the Charlotte City Council voted unanimously to discontinue
consideration of the Independence Busway Demonstration Project and to ask the North
Carolina Department of Transportation to move forward with project U-209F. I am
writing you to request that NCDOT begin work on U-209F as soon as possible.
It is my understanding that the NCDOT will hold a public meeting as part of updating
the EIS for Independence. I would like my staff to be involved with and attend this
meeting. Please have your staff keep us informed about the date, time and location.
There were many issues raised in our public involvement process about the impact that
U-209F will have on neighborhoods and businesses in the area. Some of the questions
that we heard from the citizens were about:
- the design of the inbound side of the Pierson Road interchange,
- the possibility of closing roads leading to the neighborhoods on the inbound
side,
- what landscaping would be done along the project,
- would there be any noise walls constructed,
- how much parking would be lost by businesses,
- the loss of access to the businesses and economic impact, and
- the negative affect the widening of Eastway Drive will have on the
residential neighborhoods.
My staff will work together with NCDOT to resolve some of these issues.
After the public meeting is held, City Council would like your staff to update Council's
Transportation Committee both on discussions held with Charlotte citizens concerning
the U-209F project and plans to fund other segments of road in this corridor. Because
of the high profile and
Mr. David King
March 25, 1999
Page 2
repeated delays to the reconstruction of the Independence corridor, the Council remains
very interested in seeing that work continues along this corridor.
Thank you in advance for your help on this and other efforts to benefit our
transportation system.
Sincerely,
Jim G. Humphrey, P.E.
Director
JGH/CWA:dI
c: Mayor Pat McCrory
Charlotte City Councilmembers
Pamela A. Syfert, City Manager
t
Fc±urcl .-did ? r(2-1 ?-Z I-I TIP-' U -Z Dqr C:?uncy 4--le??lenloU?
CONCURRENCE FOR:tiI FOR PROPERTIES NOT ELIGIBLE FOR
THE N,.\TIONaL REGISTER OF HISTORIC PLACES
Bricf Projcct Dcscripdon EX-) C- °e-
On ?l representatives of the
North Carolina Department of Transportation (NCDOT)
Federal H'tghaay Administration (FH:vA) - `
North Carolina State Historic Preservation Office (SHPO)
Odic.
revim %-cd the subject project at
A seopiag mccmie
Historic arcaitectural resources piioto-graph rcvic,.v scssioniconsultation
Otrc-
11 Parties orescr,: -_ _- -
d:crc arc no properties over fifr: %'cars old vvi(hin (tic proicc:'
there arc no Droacrtics less than 5m' %-cars old vdiich arc considQrcd to me=t Criterion
Consideration G :vitnin ulc projoct s area or potential c.-icc-U.
there arc :;.-oocrties over :•:?....._.:ct'j : pr;cc: s arc:. of ootcaticl cFcc?.
but based on the historic. al infor ,=,icn available and the piietoerols of cacti propcm•, preec, ics
idc^tincd zz arc considered not ciigibie
for National Rc_istc. and no niri:cr c:cluaticn of chcrn is ncc:ss: r%'.
the - arc no I' clonal Register-listed orooc-ics within olio .reicc:'s c. a cc ?etcacial cEccs.
s i'mcd:
ivc, Nc:)O T
wAl r the Division Administrator, or other Fcdcr-J Agency

vc, S
cc
D
Statc Historic Prescrvauon Oritcc / atc
-?-99
vlcc
I1)51?
Date
7

State of North Carolina
Department of Environment
and Natural Resources
Division of Water Quality
James B. Hunt, Jr., Governor
McDevitt, Secretary NCDENR
Wayne
Kerr T. Stevens, Director
August 16, 1999
MEMORANDUM
To: Melba McGee
Through: John Dome
From: John Henness eP//
Subject: Comments on the EA for the improvements to US 74 (Independence Boulevard) from SR
2940 (Eastway Drive) to Sharon Amity Road in Mecklenburg County (U-209F), Federal
Aid Project No. FR-18-2(17), State Project No. 8.167 TIP Project No. U-209F,
DENR Project Number OOE-0037.
This office has reviewed the referenced document. The Division of Water Quality (DWQ) is responsible
for the issuance of the Section 401 Water Quality Certification for activities that impact Waters of the U.S.,
including wetlands. It is our understanding that the preferred alternative, as presented in the EA, will not
result in any impacts to jurisdictional wetlands and streams. In the event that future investigations reveal
impacts to jurisdictional areas, the DWQ offers the following comments based on review of the
aforementioned document:
A) 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 practical.
Should the impacts to jurisdictional wetlands exceed 1.0 acres, mitigation may be required in
accordance with NCDWQ Wetland Rules { 15A NCAC 2H.0506 (h)(2) 1.
B) In accordance with the NCDWQ Wetlands Rules 115A NCAC 2H.0506(b)(6) 1, 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 NCAC 211.0506 (h)(3) 1, the
Wetland Restoration Program may be available for use as stream mitigation.
C) 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.
D) Sediment and erosion control measures should not be placed in wetlands.
P.O. Box 29535, Raleigh, North Carolina 27626-0535 Telephone [phone] FAX [phone]
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E) Borrow/waste areas should avoid wetlands to the maximum extent practicable. Impacts to
wetlands in borrow/waste areas could precipitate compensatory mitigation.
F) 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.
G) 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.
H) Future documentation should include an itemized listing of the proposed wetland and stream
impacts with corresponding mapping.
I) Based on the information presented in the document, the magnitude of impacts to wetlands and
streams will not require a 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 anv
approval will be contingent on appropriate avoidance and minimization of wetland and stream
impacts to the maximum extent practical, the development of an acceptable stormwater
management plan, and the inclusion of appropriate mitigation plans where appropriate.
The NCDWQ appreciates the opportunity to provide comments on your project. Should you have any
questions or require any additional information, please contact John Hennessy at [phone].
cc: Steve Lund, Corps of Engineers
Tom McCartney, USFWS
David Cox, NCWRC
MikeParker, NCDWQ Regional Office
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