20120285_03_DEISGaston_Ch3_HumanEnv_20101222

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-1
CH. 3 HUMAN ENVIRONMENT
3.1 LAND USE AND PLANNING
This section summarizes information contained in the Final Community Impact Assessment for
the Gaston East-West Connector (PBS&J, October 2008), incorporated by reference, and available
on the NCTA Web site (www.ncturnpike.org/projects/gaston).
3.1.1 EXISTING LAND USE
Land use in the Project Study Area is of mixed intensity and density, and includes farmland,
estate homes, single-family neighborhoods, rural housing clusters, manufactured/mobile homes,
and multi-family housing. Pockets of commercial, office, and industrial uses are concentrated
generally in the cities and towns, near Charlotte-Douglas International Airport, and along major
transportation routes such as I-85, US 321, US 29-74, NC 274 (Union Road), NC 279 (South New
Hope Road), and NC 273 (Southpoint Road), particularly where water and sewer services are
provided. Other land uses include places of worship and public and private recreational areas.
The Project Study Area’s proximity to Charlotte has resulted in much of it transitioning from a
traditionally agricultural area to a suburban area. With the exception of the City of Gastonia, the
municipalities in the Gaston County portion of the Project Study Area (Bessemer City,
McAdenville, Cramerton, and Belmont) generally serve as bedroom communities for the
Charlotte-Mecklenburg County area and for the City of Gastonia. These municipalities are
experiencing continued pressure for new development, mostly residential.
Outside the municipal boundaries, the land uses in southern Gaston County are predominantly
rural, with residential subdivisions scattered among large tracts of undeveloped and agricultural
land. The shores of the Catawba River and the South Fork Catawba River in both Gaston and
Mecklenburg counties have attracted high-end residential development. The west bank of the
Catawba River also is home to the Allen Steam Station, a major coal-fired power plant owned and
operated by Duke Energy Corporation.
The most prominent land use in western Mecklenburg County is Charlotte-Douglas International
Airport, at the eastern project terminus. Business and commercial uses are concentrated in areas
surrounding the airport and along I-85. Land between the airport and the Mecklenburg
County/Gaston County line is mainly rural, with scattered residences, forests, and pastures.
There are numerous neighborhoods within southern Gaston County, varying from small to large,
and from newer construction to older subdivisions and mobile home parks. As expected, the
concentration of neighborhoods decreases farther out from the urban areas, particularly near the
North Carolina/South Carolina border. Communities within and near the Detailed Study
Alternatives (DSAs) are discussed in Section 3.2.2.
Chapter 3 summarizes the potential effects on the human environment, including impacts to land use, neighborhoods, 
and community facilities.  Project impacts addressed in this section are based upon the preliminary engineering designs 
for the Detailed Study Alternatives.  Where applicable, the impacts of the No‐Build Alternative are discussed.   

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-2
3.1.2 LAND USE TRENDS
The population of the Project Study Area is growing, and rural areas have been transitioning to
suburban uses. This transition from rural to more of a suburban nature is generally consistent
with what Gaston County and municipalities near the DSAs (Bessemer City, Gastonia,
Cramerton, and Belmont) have envisioned in their land use plans. The land use trends for these
areas, as well as for McAdenville, City of Charlotte, and Mecklenburg County are discussed below.
Gaston County. There are two proposed interchange sites
identified by the Gaston County Comprehensive Plan as “hot spots”
with regard to current and near-future development (Gaston
County, July 2002). The interchange of the future Gaston East-
West Connector and NC 279 (South New Hope Road) is one of the
two sites. Located just north of the Daniel Stowe Botanical Garden,
this area is currently a combination of vacant land and land
developed for agricultural uses, plant nurseries, single-family
housing, and a few commercial uses.
The other identified hot spot for development is at the intersection of the future Gaston East-West
Connector and US 321 in Gastonia. Existing conditions in this area are a combination of
primarily industrial and residential uses surrounded by agricultural land.
A majority of proposed land development projects in Gaston County are scheduled for the
unincorporated area and southern portion of Gaston County. Southern Gaston County is sparsely
developed, with the existing development patterns being residential and open space. The area
presently contains limited water and sewer infrastructure. However, this area is projected to see
a higher percentage of Gaston County’s growth over the next 10 to 20 years.
Bessemer City. A large portion of Bessemer City is undeveloped, and there is also room for
expansion by annexation in most directions. Bessemer City is the largest industrial area in
Gaston County. In the spring of 2007, Dole Food Company, Inc. opened a fruit/salad plant south
of downtown. Future growth is anticipated to be a mix of residential and industrial/commercial,
outside of and north of the western project terminus at I-85.
Gastonia. Future growth in Gastonia is anticipated to be a mix of residential, commercial, and
industrial uses. Land use in downtown Gastonia is characterized as mixed use with modern retail
and civic uses. Gastonia’s central business district is in the early stages of redevelopment with
the City investing an increasing amount of resources to encourage the area redevelop faster.
Outside of the downtown area, non-residential development transitions into strip commercial
along major arterial roads. Single-family residential neighborhoods are located behind the
commercial uses. Areas around the outskirts of Gastonia are relatively rural and characterized by
low-density residential and agricultural areas. Areas in or adjacent to the city limits of Gastonia
are characterized by moderate-to-high-density residential areas or areas of small businesses.
Cramerton. Although limited growth is possible to the north, west, and east, the greatest
potential for growth in Cramerton is to its south due to land availability, which could include
undeveloped land in the Project Study Area. Most future growth is anticipated to be residential in
nature.
Development “Hot Spots” 
The Gaston County 
Comprehensive Plan 
identifies the Gaston East‐
West Connector 
interchanges with NC 279 
and US 321 as 
development hot spots. 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-3
Belmont. Belmont is bordered by Mecklenburg County and the Catawba River to the east, the
City of Mount Holly to the north and McAdenville to the west. Most future growth is anticipated
to take place to the south, along the peninsula formed by the Catawba and South Fork Rivers.
This is evidenced by recent annexations, growth of subdivisions, and the recent extension of a
water line to the southern end of the peninsula. Growth is anticipated to be mainly residential in
nature.
There are no major employment centers in Belmont within or near the DSAs. Large subdivisions
with one acre or larger lots are being developed, and most of these developments do not have
public water and sewer services.
McAdenville. McAdenville is approximately 1.5 square miles of sparsely developed land. The
population of the area has steadily declined since 1980 when the population was 947 persons to
830 persons in 1990 to the current population of 619 persons.
City of Charlotte and Mecklenburg County. According to the Charlotte-Mecklenburg
Planning Commission (CMPC) (Telephone interview, CMPC staff, July 30, 2007), the vision for
the area around West Boulevard south of Charlotte-Douglas International Airport is a collection of
mostly office employers, flex space, businesses and retail, as Charlotte-Douglas International
Airport noise contours will limit or preclude residential development within the eastern section of
the Project Study Area.
3.1.3 CONSISTENCY WITH LAND USE AND TRANSPORTATION PLANS
The following list provides a brief summary of the project’s consistency with local and regional
plans. Generally, each of the DSAs would be consistent with area land use and transportation
plans, and the No-Build Alternative would not be consistent.
Gaston County. The project is consistent with the Gaston County Comprehensive Plan. The
plan recommends that Gaston County protect/preserve future transportation corridors and
includes a recommendation to, “Promote a proactive means to protect critical transportation
corridors (e.g., the proposed Garden Parkway) through a combination of right-of-way
dedication/reservation, construction requirements, and improved communication to the greater
community about future facilities” (Gaston County, July 2002).
Bessemer City. According to Bessemer City, the 1995 Land Use Plan is obsolete and outdated
(Telephone interview, Planning Director, July 12, 2007). The City is working on an update to its
plan, which is scheduled to be completed in late 2009 (Telephone interview, Planning Director,
October 2, 2008).
Gastonia. The project is included in Gastonia’s City Vision 2010: Gastonia’s Comprehensive Plan
(City of Gastonia, July 1995) and is consistent with land use strategies to manage existing and
anticipated new growth in Gastonia.
Cramerton. The Town has a 5-year Unified Land Development Code, adopted in 2002, but town
staff has noted that an update is needed. An update is planned for fiscal year 2010 (Telephone
interview, Town of Cramerton planning staff, October 6, 2008).
Belmont. The Belmont Comprehensive Land Use Plan (City of Belmont, August 2007) is
Belmont’s guide to manage growth. The plan includes where future residential, business,

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-4
recreational facilities, roads, schools, and other land uses should be planned in the city. The plan
also contains alternate scenarios with and without the Gaston East-West Connector. The
comprehensive plan indicates that the project is being studied as a controlled-access toll road.
The Gaston East-West Connector DSAs are consistent with Belmont’s land use plan.
City of Charlotte and Mecklenburg County. The project is consistent with the Charlotte-
Mecklenburg 2015 Plan: Planning for our Future (City of Charlotte and Mecklenburg County,
November 1997) and Mecklenburg County’s 2008–2010 Strategic Business Plan, as it would
contribute to the accommodation of transportation needs anticipated to occur with expected
growth in the western portion of the county, including non-residential construction plans.
Gaston Urban Area Metropolitan Planning Organization. The Gaston East-West
Connector DSAs are consistent in concept with the stated need in the Gaston Urban Area
Metropolitan Planning Organization (GUAMPO) 2030 Long Range Transportation Plan (LRTP) to
provide a new crossing of the Catawba River to accommodate existing and future growth
(GUAMPO, May 2005). The GUAMPO 2030 LRTP does not list the Gaston East-West Connector
as a toll facility, but in September 2000, the GUAMPO Transportation Advisory Committee (TAC)
passed a resolution stating it supports the use of alternative funding methods for the project,
including methods that would require the payment of a toll by motorists (GUAMPO, 2030 LRTP,
p. 74). The updated 2035 LRTP will include the Gaston East-West Connector project as a toll
facility.
Mecklenburg-Union Metropolitan Planning Organization. The Gaston East-West
Connector (Garden Parkway) is included in the Mecklenburg-Union Metropolitan Planning
Organization (MUMPO) 2030 LRTP (MUMPO, September 2005).
North Carolina State Transportation Improvement Program. The project is included in
the 2009–2015 State Transportation Improvement Program (STIP) as project U-3321.
3.1.4 LAND USE IMPACTS
Since the DSAs are on new location, direct land use changes from any of the DSAs include
converting the land needed for right of way from its existing use to a transportation use. The land
needed for right of way includes a wide variety of uses, such as industrial, commercial, residential,
recreational, agricultural, and undeveloped.
The Indirect and Cumulative Effects Assessment, Gaston East-West Connector (Louis Berger
Group, March 2009), incorporated by reference and available on the NCTA Web site
(www.ncturnpike.org/projects/gaston), documents the potential for indirect and cumulative land
use impacts as a result of implementing the proposed project. A summary of the report is
included in this Draft EIS as Chapter 7. The study included a spatial grid analysis, which
considered the sensitivity of the human and natural environment in the area to change, and the
potential for future growth as a result of the proposed project. A complete description of the
methodology and assumptions used in this analysis can be found in the report referenced above.
The Indirect and Cumulative Effects Assessment concluded that the project may induce
residential, industrial, and commercial growth within the southern and western portions of
Gaston County and southwestern portions of Mecklenburg County, particularly at proposed

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-5
interchange locations. There is also moderate potential for induced development in York County,
South Carolina.
Even without the construction of the Gaston East-West Connector, southern Gaston County and
western Mecklenburg County are generally planned for continued suburban development, with
much of the undeveloped land slated for residential use. It is conceivable that the Gaston
East-West Connector could influence a transition to other types/mixes of land uses, as well the
timing of these potential transitions. For example, the project could encourage more
commercial/retail land uses around potential interchange locations, as opposed to residential uses.
The project also could continue to play a role in the transition of the overall character within
southern Gaston County from rural to suburban, which is consistent with the Gaston County
Comprehensive Plan. This transition is more likely to occur in areas that are most rural in
character, such as around Bud Wilson Road, Robinson Road, Lewis Road, and Linwood Road in
Gaston County.
3.2 SOCIAL AND ECONOMIC RESOURCES
This section summarizes information contained in the Final Community Impact Assessment for
the Gaston East-West Connector (PBS&J, October 2008), and the Community Characteristics
Report for the Gaston East-West Connector (PBS&J, November 2007), incorporated by reference.
3.2.1 POPULATION CHARACTERISTICS
The following sections provide an overview of the demographic characteristics of the Project Study
Area, based on 2000 Census data (unless otherwise noted). Figure 3-1 shows the Demographic
Area (DA) boundary for which demographic data was collected. This information was tabulated
and documented for specific block groups and other geographic areas in the Community
Characteristics Report for the Gaston East-West Connector. Comparisons were made to the state,
county, and town (where available) demographic data in order to uncover notable trends and draw
general conclusions about the area.
Population Trends. Figure 3-2 presents a summary of the
population changes between 1990 and 2000 in the project’s DA. The
DA is the area comprised of US Census tract block groups within and
immediately around the DSAs. All areas experienced population
growth between 1990 and 2000. Mecklenburg County, Charlotte, and
Cramerton grew at a rate higher than that of North Carolina (21.4
percent). The City of Gastonia grew at a rate about equal to the state.
The project’s DA experienced less growth than the state’s, but still
achieved a notable 13 percent increase. Gaston County and Belmont grew the slowest, at about a
9 percent increase and 3 percent increase, respectively.
Between 1990 and 2000, the largest percent increases in population generally occurred south of
Gastonia, along the edge of the municipal limits, followed by southeast and southwest Gaston
County and the southern end of the DA in Mecklenburg County. The areas having the most block
groups with negative or smaller growth increases are located west of Gastonia and within and
around Bessemer City.
Population Growth 
The region’s population is 
growing.  The population 
of the area immediately 
around the DSAs grew by 
13 percent between 1990 
and 2000. 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-6
Race/Ethnicity. Whites, blacks (African-American), and Hispanics are the three largest
racial/ethnic groups within the DA. Gaston County is approximately 83 percent white, 14 percent
black, 3 percent Hispanic/Latino, 1 percent Asian, and less than 1 percent other. Mecklenburg
County is approximately 64 percent white, 28 percent black, 6 percent Hispanic/Latino, 3 percent
Asian, and less than 1 percent other. Please note some Hispanics/Latino, which is an ethnic
category, may also be counted within the black or white racial groups, so the percentages may add
up to greater than 100 percent.
In comparison, the portion of the DA in Gaston County is similar to Gaston County at
approximately 81 percent white, 16 percent black, 3 percent Hispanic/Latino, 1 percent Asian, and
less than 1 percent other. The portion of the DA in Mecklenburg County has slightly higher
percentages of Hispanics/Latinos and Asians than Mecklenburg County, having 68 percent white,
22 percent black, 6 percent Hispanic/Latino, 4 percent Asian, and less than 1 percent other.
Figure 3-3 and Figure 3-4 show the percentages of African-American (black) population and
Hispanic population, respectively, by block group in the DA based upon the 2000 Census. Block
groups with black populations that are higher in comparison to county and state percentages are
generally located west of Bessemer City, west of Gastonia, and around Charlotte-Douglas
International Airport. These are generally the same locations where higher than average
Hispanic/Latino populations also are located.
Locations with higher than average white populations are scattered throughout the DA, and
include the areas north of Bessemer City, areas south of the DSAs on either side of US 321,
residential developments north of the Gastonia Municipal Airport, along the west side of the
South Fork Catawba River, and the southwestern portion of the DA in Mecklenburg County.
Age. When looking at the percentages of population within various age groups, approximately
27 percent of the population of Gaston and Mecklenburg Counties and the municipalities in the
DA are age 19 or younger, approximately 40 percent are age 20 to 44, approximately 22 percent
are age 45 to 64, and approximately 11 percent are age 65 or older. The DA has a similar age
distribution at approximately 28 percent age 19 or younger, 37 percent age 20 to 44, 24 percent
age 45 to 64, and 10 percent age 65 or older. Block groups with higher than average values for
these populations are scattered throughout the DA, with no general area of concentration.
Income. The 1999 median family incomes for Mecklenburg County
($60,608), Charlotte ($56,517), and Cramerton ($56,071) are
substantially higher than the state average ($46,335). Gaston
County ($46,271), Belmont ($46,765), and Gastonia ($44,873) have
about the same median family income compared to the state
average. The median family income for Bessemer City is the lowest
at $39,759.
Figure 3-5 shows the percentages of population in poverty by block
group within the DA, based upon the 2000 Census. The lowest
reported median incomes are generally located in block groups
concentrated north and west of Bessemer City, west of Gastonia, and around Charlotte-Douglas
International Airport. These are the same locations where there are higher than average black
and/or Hispanic/Latino populations. The highest reported median incomes generally are located
in block groups around the Catawba River and South Fork Catawba River and the southern
boundaries of Gastonia and Cramerton.
Areas of Highest Incomes 
The areas with the highest 
reported median incomes in 
the 2000 Census in the 
vicinity of the DSAs are 
generally located around the 
Catawba River, South Fork 
Catawba River, and the 
southern municipal limits of 
Gastonia and Cramerton. 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-7
Housing Characteristics. The DA consists of a widespread mix of new and older housing stock.
New home construction has occurred within the DA in the last five years and still continues,
particularly within the eastern portion of the DA.
The percentage of renter-occupied housing units is approximately 38 percent in Mecklenburg
County, 31 percent in Gaston County, and 31 percent statewide. The percentage of the renter-
occupied housing units in Cramerton (approximately 28 percent) is lower than the state average,
while the other municipalities contain a higher percentage of renter-occupied housing units. The
percentage of owner-occupied housing units within the state is approximately 69 percent. The
percentage of the owner-occupied housing units in Cramerton (approximately 72 percent) is higher
than the state average, while the other municipalities contain a lower percentage of owner-
occupied housing units.
The median value of owner-occupied housing units for the state is $108,300. The median value of
owner-occupied housing units for Mecklenburg County ($141,800) and Charlotte ($134,300) is
higher than the state, while the value is less for Gaston County ($90,300), Belmont ($94,400),
Bessemer City ($71,900), and Gastonia ($93,000). Median home values in Cramerton ($104,000)
were about the same as the state average.
Block groups having approximately one-half or more of their units renter-occupied are located
around Charlotte-Douglas International Airport, in central Belmont, just south and west of
Gastonia, and northeast of Bessemer City. Approximately one-half of all block groups in the DA
have 80 percent or more of their units owner-occupied. These are generally located within the
unincorporated areas of Gaston County, north of the Gaston Municipal Airport, south of
Cramerton, and most of the block groups in the Mecklenburg County portion of the DA.
Economic Characteristics. According to the GUAMPO 2030 LRTP, Gaston County is the pre-
eminent manufacturing area of the Charlotte region. Historically a textile manufacturing center
with an emphasis on yarn and thread mills, Gaston County’s manufacturing base has diversified
over the past 20 years to include machinery, transportation equipment, precision equipment, and
other industries. Mecklenburg County is the hub of the 13-county Charlotte region and is the
primary center for employment, shopping, and other economic activities.
Table 3-1 provides employment information by super sector, or domain, for industries in North
Carolina, Gaston and Mecklenburg Counties, and the Charlotte-Gastonia-Concord Metropolitan
Statistical Area (MSA).
Between 1990 and 2006, the percentage of manufacturing decreased. However, the other two
goods-producing domains (natural resources/mining and construction) slightly increased during
the 16-year period. Between 1990 and 2006, the percentage of Service-Producing Domains varied.
However, the percentage of financial activities, leisure and hospitality, and public administration
increased slightly, whereas the percentage of education and health services increased
dramatically.
Major employers in Gaston County include Gaston County Schools, Caromount Health,
Freightliner Corporation (manufacturing), Wix Filtration Corporation (manufacturing), and
Gaston County, each of which employ more than 1,000 people (based upon September 2006
employment figures from the North Carolina Employment Security Commission Web site:
www.ncesc.com).

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-8
TABLE 3-1: Annual Employment Distribution – 1990 and 2006
1990 – Percent of Workforce 2006 – Percent of Workforce 
Employment Industry North 
Carolina 
Gaston 
County 
Meck. 
County 
Charlotte‐
Gastonia‐
Concord 
MSA 
North 
Carolina 
Gaston 
County 
Meck. 
County 
Charlotte‐
Gastonia‐
Concord 
MSA 
Goods‐Producing Domain 
Natural 
Resources/Mining 0.8 0.1 0.1 0.4 0.8 0.1 0.2 0.4 
Construction 5.4 3.4 6.1 6.0 6.1 5.0 6.4 7.0 
Manufacturing 26.6 46.8 13.2 22.8 14.0 22.9 6.5 9.8 
Service‐Producing Domain 
Trade/Transportation/ 
Utilities 21.1 18.9 27.8 24.8 19.8 20.1 22.7 22.0 
Information 1.9 1.1 3.9 3.0 1.9 0.8 3.6 2.8 
Financial Activities 4.4 2.5 8.7 6.8 5.1 3.1 12.0 9.4 
Professional/Business 7.7 4.1 14.1 10.7 12.1 9.1 18.5 15.9 
Education and Health 16.1 11.3 12.0 12.3 21.7 22.4 14.6 16.5 
Leisure and Hospitality 7.7 5.7 7.7 7.0 9.6 8.5 9.6 9.5 
Other Services 2.6 2.6 3.1 2.9 2.5 2.7 2.9 2.8 
Public Administration 5.6 3.5 3.2 3.3 5.6 5.0 2.8 3.4 
Unclassified 0 0 0 0 0.6 0.4 0.4 0.4 
Total Government 
Sector 15.5 9.5 10.1 10.7 16.7 12.9 10.9 12.5 
Total Private Sector 84.5 90.5 89.9 89.3 83.3 87.1 89.1 87.5 
Source: North Carolina Employment Security Commission (www.ncesc.com). 
Notes:  Employment numbers reflect Annual Average Employment for aggregate of all types by super sector or domain.  Year 2006 is 
the most recent year for which annual data is available.  Rounding may result in values in each column that do not add up to 
100 percent. 
MSA – Metropolitan Statistical Area   

Major employers in Mecklenburg County include International Business Machines, Lance
Manufacturing Corporation, Microsoft Corporation, Carolinas Health Care Systems, Wachovia
Bank and Bank of America (based on 2nd Quarter 2007 employment figures from the North
Carolina Employment Security Commission Web site: www.ncesc.com).
Charlotte-Douglas International Airport employs more than 16,000 people and is expanding
through construction of a third runway. In the future, the airport is planned to have an
intermodal facility combining rail, truck and air cargo transport that would generate employment
opportunities and substantial numbers of regional truck trips.
The linkage between Gaston County and Mecklenburg County is demonstrated by commuting
patterns, as discussed in Section 1.5.1.2. In 2000, more than 33,000 people left Gaston County
daily to go to work, with the overwhelming majority (23,101 commuters, or 70 percent) travelling
to Charlotte or elsewhere in Mecklenburg County. Conversely, nearly 4,000 people commuted
from Mecklenburg County to Gaston County each work day. Altogether, there were more than
27,000 workers commuting between Gaston and Mecklenburg Counties each day.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-9
3.2.2 COMMUNITY CHARACTERISTICS
A qualitative overview of several neighborhoods located wholly or partially within the DSAs was
undertaken for this study. Neighborhood information was derived from county GIS data, street
maps, interviews with local agencies and planning staff, and extensive field reviews.
3.2.2.1 Named Neighborhoods
There are 59 named existing neighborhoods/communities within the DSAs, varying from small to
large, and from newer construction to older subdivisions. Figure 3-6a-b depicts the general
location of the existing neighborhoods in relation to the DSAs. A complete list of these
neighborhoods is included in the Final Community Impact Assessment for the Gaston East-West
Connector (PBS&J, October 2008). Forty-five of these are single-family home subdivisions and 14
are mobile home parks. New subdivisions are continually being developed.
Examples of subdivisions with site plans approved by local jurisdictions that are partially within
the DSAs include Presley (mixed use), The Peninsula at Bayshore (residential), and Morgan’s
Branch (residential). These planned future developments are shown in Figure 3-6a–b.
3.2.2.2 Other Communities
Garrison Road/Dixie River Road Community. The Garrison Road/Dixie River Road
community, which crosses all DSAs, is defined roughly by Mt. Olive Church Road (SR 1184) on the
north, Dixie River Road (SR 1155) on the west/south, Sadler Road (SR 1150) on the north/west,
and I-485 on the east (Telephone interview, Dixie River Community Association president,
December 7, 2007). Garrison Road essentially serves as the center of the community. The Dixie
Community Center, a meeting place for the community, is located at 9814 Garrison Road in
Charlotte, just west of I-485 (Figure 2-9ii).
Approximately 25 members of the Garrison Road/Dixie River Road community attended a small
group meeting held on November 17, 2007, to discuss the project. As a follow-up to this meeting, a
telephone interview with the president of the Community Association (December 7, 2007) revealed
details about the history of this predominantly African-American community, the importance of
the community center for the area, and concerns related to the proposed project. According to the
Community Association president, the construction of I-485 and expansion of Charlotte-Douglas
International Airport in this area had essentially split and reduced the extent of this
neighborhood, with I-485 reducing the extent of the overall community. The president stressed
the importance of the community center, which provides a forum for interaction among existing
and former Garrison Road/Dixie River Road community residents.
Other Rural Communities. Within and near the DSAs are housing “clusters” that are not
identified as named communities in available GIS data. Because these could represent rural
communities in which there are social interconnections, they are identified in Figure 3-6a–b (and
location described later in Table 3-6) and were evaluated for impacts.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-10
3.2.2.3 Community Resources and Services
Community resources discussed in this section are shown in Figure 3-7a–b. Community
resources in the Project Study Area are concentrated generally in the urban areas. As expected,
the number of community facilities decreases outward from the city and town centers.
Community resources described below include churches and cemeteries, schools,
police/fire/emergency services, post offices, libraries, parks and recreation areas, medical centers
and hospitals, bicycle routes, and public transit routes.
Churches and Cemeteries. As shown on Figure 3-7a-b, there are seventeen churches within
or adjacent to the DSA Corridor Segments. Most of the cemeteries are located on church
properties, but five are located on separate properties.
Schools. As shown on Figure 3-7a–b, there are four public schools located within or
immediately adjacent to the DSA corridor segments:
• Edward D. Sadler Jr. Elementary – 3940 Kings Mountain Highway (US 29-74), Gastonia
(Corridor Segment H1A)
• Forest Heights Elementary – 2500 Sedgefield Drive, Gastonia (Corridor Segment J5a)
• Forestview High School and WA Bess Elementary (located next to each other) – 5545
Union Road, Gastonia (Corridor Segment J5a)
According to Gaston County Schools, schools in the area are operating at levels over their
capacities. Gaston County Schools is in the process of determining where growth is anticipated
and where new schools should be considered. According to Gaston County Schools Physical
Facilities Director, there are two preliminary sites being considered for a future middle/high
school campus. These are located in Corridor Segment K2A (DSAs 4, 22, 58, and 78) and Corridor
Segment K3A (DSAs 9, 27, 68, and 81). The process to determine the actual location has been
delayed, and there is no final decision on where the new school will be located (Telephone
interview, Gaston County Schools Physical Facilities Director, April 11, 2008).
Police/Fire/Emergency Services. There are no police stations within or adjacent to the DSAs.
Police stations within the region are located in the downtowns of Bessemer City, Gastonia,
Cramerton, and Belmont. There is also a police station at Charlotte-Douglas International
Airport. The NC Highway Patrol has a facility on US 29-74 just west of Myrtle School Road.
Fire stations and emergency medical services (EMS) stations typically are co-located. There are
several scattered outside of the Project Study Area, as shown on Figure 3-7a–b. Stations within
or adjacent to the DSAs are listed below:
• F1 – Crowders Mountain Central Volunteer Fire Department (VFD) (or Chapel Grove) –
4416 Linwood Road, Gastonia (Corridor Segment H1A)
• F2 – Crowders Mountain #2 VFD and Rescue – 480 Bethany Road, Gastonia (Corridor
Segment H1C)
• F3 – Crowders Mountain South VFD – 4802 York Highway, Gastonia (between Corridor
Segments J1a and J2a).
Post Offices. There are no post offices located within or adjacent to the DSAs. Post offices are
located near the centers of the municipalities, outside of the DSAs.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-11
Libraries. One library, the Union Road Branch Library, is located near the DSAs. This library is
located south of Forestview High School on NC 274 (Union Road), just north of Corridor Segment
J5a.
Parks and Recreation Areas. As shown in Figure 3-7a–b and
described below, there are two existing publicly-owned parks and
several privately-owned recreational facilities within or adjacent to
the DSAs. Publicly-owned parks with public access include
Crowders Mountain State Park, the Park at Forestview High School,
and land owned by Mecklenburg County northwest of the crossing of
Dixie River Road and I-485 (proposed as Berewick District Park).
Privately-owned recreational facilities include Camp Rotary Girl Scout Camp, Karyae Park,
Linwood Springs Golf Course, Carolina Speedway, Daniel Stowe Botanical Garden, Allen Fishing
Access Area (owned by Duke Energy Corporation), and another area owned by Duke Energy
Corporation that has a baseball field and a general recreational field.
There are also planned greenways within the Project Study Area.
Crowders Mountain State Park. Crowders Mountain State Park is located just west of the DSAs,
near the Gaston County/Cleveland County line and the North Carolina/South Carolina state line
in southwest Gaston County. Regional access to Crowders Mountain State Park is provided
primarily by I-85, which is approximately three miles north. The main park entrance is located on
Sparrow Springs Road (SR 1125) at the south end of the park.
Crowders Mountain State Park is publicly-owned and administered by the NC Department of
Environment and Natural Resources (NCDENR), Division of Parks and Recreation and is open to
the public. Crowders Mountain State Park encompasses 5,096 acres, including the peaks of
Crowders Mountain and Kings Pinnacle. These peaks rise approximately 800 feet above the
surrounding countryside. Numerous locations offer views of the panoramic Piedmont plateau
from the park’s cliffs.
Park attendance in 2007 was 404,143, which represents a 19 percent increase from attendance in
2005 and a nearly 10 percent increase from 2006 (Telephone interview, Crowders Mountain State
Park superintendent, April 11, 2008).
Park at Forestview High School. The Gaston County Parks and Recreation Department maintains
shared-use parks at many schools in the county, including Forestview High School. The public
park includes the recreational fields behind the school buildings and parking lot.
Berewick District Park (future). Mecklenburg County owns approximately 203 acres off of Dixie
River Road, just west of I-485, designated for the future Berewick District Park. This public park
will be located just south of Corridor Segments K3C and K4A (all DSAs).
In a meeting on April 28, 2008, Mecklenburg County Park and Recreation Department (MCPR)
stated that Berewick District Park is envisioned to be a multi-use public park with tournament-
quality soccer and baseball fields, passive uses, and a dog park. The MCPR also has joined with
the Charlotte-Mecklenburg Schools to co-locate an elementary school on the site. The school’s
recreational facilities, such as its gym, will be sized so that they can be used after school hours for
park activities.
Public Parks 
Public parks near the DSAs 
include Crowders Mountain 
State Park, the Park at 
Forestview High School, and 
Berewick District Park.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-12
Phase 1 of the park development will include the elementary school and three adjacent baseball
fields. Phase 1 construction is expected to be completed in Winter 2010 (City of Charlotte –
Mecklenburg County Web site:
www.charmeck.org/Departments/Park+and+Rec/Inside+The+Department/Divisions/Park+Plannin
g/Berewick.htm). There is currently no funding for any additional phases of park construction.
Camp Rotary Girl Scout Camp. Camp Rotary is situated in the forest at the foot of Crowders
Mountain, off of Camp Rotary Road. It is west of Corridor Segment H1A (DSAs 58, 64, 68, 76, 77,
and 81). The camp is privately-owned for use by the Girl Scouts. The camp is accessed from
Linwood Road and Camp Rotary Road. Facilities include a lodge, cabins, swimming pool, lake,
nature center, and trails (Girl Scouts of the Pioneer Council Web site:
www.girlscoutspc.org/camp/camp_rotary/index.php).
Karyae Park. The Karyae Park YMCA Outdoor Family Center is located east of Camp Rotary Girl
Scout Camp on the south side of Linwood Road, within Corridor Segment H1A (DSAs 58, 64, 68,
76, 77, and 81). The park, which is privately owned and run by the Adelphotis Arahovitan Karyae
fraternal order of the Carolinas Greek organization, is designed to host family reunions, corporate
functions, and other events by reservation. The center has a conference room, ball fields,
playground, pond, chapel, large shelter, full kitchen, gymnasium/pavilion, outdoor basketball and
volleyball courts, hiking trails, horseshoes, boccie ball court, picnic areas, and a low ropes
teambuilding course (Gaston County YMCA Web site: www.gastonymca.org/karyae).
Linwood Springs Golf Course. Linwood Springs Golf Club is an 18-hole golf course located at 2900
Linwood Road in Gastonia. While it is privately-owned, it is open to the public. It is located
between Corridor Segment H2C (DSAs 22, 23, and 27) and H3 (DSAs 4, 5, and 9) at the western
end of the project.
Carolina Speedway. Carolina Speedway is a privately-owned 0.4-mile clay oval vehicular race
track built in 1962. The speedway is located on Union Road in Gastonia within Corridor Segment
J1f (DSAs 5, 9, 23, 27, 64, 68, 77, and 81) (Carolina Speedway Web site:
www.carolinaspeedway.net/trackinfo.php).
Daniel Stowe Botanical Garden (DSBG). In 1991, retired Belmont textile executive Daniel
Jonathan Stowe set aside 450 acres of rolling meadows, woodlands, and lakefront property, as
well as a $14 million endowment for the development of a world-class botanical garden (DSBG
Web site: www.dsbg.org/visitdsbg_masterplan.php). The DSBG is in southeast Gaston County, on
the east bank of Catawba Creek, off of NC 279 (South New Hope Road) and south of Corridor
Segment K1C (DSAs 5, 23, 64, and 77). The visitor’s entrance is located off NC 279 (South New
Hope Road), approximately 2,700 feet north of Armstrong Road. There is also a truck entrance at
the northern end of the property.
The DSBG is a major tourist attraction in Gaston County. In 2006, the botanical garden attracted
approximately 84,000 visitors. With planned improvements to the Daniel Stowe Botanical
Garden, visitor attendance is expected to reach 250,000 by 2011 (Daniel Stowe Botanical Garden
Annual Report, 2006). The botanical garden employs about 40 people (Telephone interview,
DSBG Human Resources, April 22, 2008).
Allen Fishing Access Area. The Allen Fishing Access Area is located on the east bank of the South
Fork Catawba at the end of Canal Road and The Hot Hole. It is between Corridor Segment K3A
(DSAs 9, 27, 68, and 81) and Corridor Segment K4A (DSAs 5, 23, 64, and 77), on land owned by

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-13
Duke Energy Corporation, where the Allen Steam Station’s water discharge canal flows into the
South Fork Catawba River. This public-access area has a parking lot, picnic sites, and fishing
access.
Duke Energy Corporation Recreational Fields. These recreational fields, owned by Duke Energy
Corporation, are located northwest of Allen Steam Station on Boat Club Road in Corridor
Segment K3B (DSAs 4, 9, 22, 27, 58, 68, 76, and 81). The fields are under a long-term lease being
managed by the Belmont Optimist Club and are used for youth sports and recreational organized
programs. The Belmont Optimist Club is constructing upgrades to the fields, including lighting
and irrigation (Telephone interview, Belmont Optimist Club, November 18, 2008).
Dixie Community Center. As discussed in Section 3.2.2.2, the Dixie Community Center
(Figure 2-9ii) is an important forum that provides opportunities for interaction among existing
and former Garrison Road/Dixie River Road residents. It is privately-owned and not open for
general public use.
Greenways. There are no existing greenways within or crossing the DSAs. Planned greenways
are shown in Figure 3-8a–b. Fifteen of these potential future greenways cross various DSA’s.
Along with greenways proposed by the GUAMPO, the Carolina Thread Trail is a proposed
interconnected regional network of greenways and trails that is expected to reach fifteen counties
and 2.3 million citizens. The Catawba Lands Conservancy and Trust for Public Land are partners
in this initiative, with the Catawba Lands Conservancy serving as the lead agency.
The trail is planned to help preserve natural areas and provide a place for exploration of nature,
culture, science, and history. The regional network is intended to be developed over time as
communities build trails that will eventually link parks, green spaces, and attractions throughout
the region. The Carolina Thread Trail is envisioned as a “green interstate,” focused on linking
local trails and regionally significant attractions (Carolina Thread Trail Web site:
www.carolinathreadtrail.org).
Medical Centers and Hospitals. As shown in Figure 3-7a–b, there is one social service
medical clinic located nearby, outside of the immediate vicinity of the DSAs. This clinic, operated
by Gaston Family Health Services (GFHS) is located west of US 321 near Hudson Boulevard.
GFHS operates three medical and two dental clinics to serve Gaston County residents.
The regional hospital in the area is Gaston Memorial Hospital, located outside of the Project
Study Area, north of I-85 in north Gastonia.
Bicycle Routes. There are five bicycle routes in Gaston County (NCDOT Web site:
www.ncdot.org/it/gis/DataDistribution/BikeMaps/default.html). One of these bicycle routes,
(Route 1: High Shoals – Crowders Mountain), crosses all of the DSAs. It crosses east-west through
the area along Linwood Road, across Corridor Segments H1A, H2C, and H3. This route begins in
the southwestern corner of Gaston County, passes through Crowders Mountain State Park, along
Linwood Road, through downtown Gastonia, then northward east of US 321 to High Shoals Road.
Public Transit Routes. Information on transit routes is included in Section 1.5.2.3.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-14
3.2.3 RELOCATIONS AND DISPLACEMENTS
Potential residential and business relocation impacts within each of the DSAs are presented in
Table 3-2. The Relocation Reports for the Gaston East-West Connector (Carolina Land
Acquisitions, Inc., April 2008) are included in Appendix F. These are referred to in this section
as the Relocation Reports.
3.2.3.1 Residential and Business Relocations by Detailed Study
Alternative
Residential Relocations. As shown in Table 3-2, the total
number of residential relocations estimated for each DSA ranges
from 326 residences (DSA 68) to 384 residences (DSA 76). Eight of
the DSAs would include one to two farm relocations. The highest
percentages of tenants (approximately 30 percent) would be
relocated by DSAs 5 and 9, followed by DSA 4, with approximately
27 percent tenant relocations.
TABLE 3-2: Residential and Business Relocations by Detailed Study Alternative
Residential Relocations 
DSA Business 
Relocations Total 
Residential Owners Tenants Minorities 
Farms Non‐
Profit* 
4 38 377 277 100 97 0 4 
5 33 358 252 106 94 1 4 
9 37 348 245 103 97 1 3 
22 40 373 309 64 76 0 2 
23 35 354 284 70 73 1 2 
27 39 344 277 67 76 1 1 
58 30 359 299 60 39 0 3 
64 26 336 261 75 28 2 3 
68 30 326 254 72 31 2 2 
76 29 384 323 61 34 0 1 
77 24 365 298 67 31 1 1 
81 28 355 291 64 34 1 0 
Source:  Relocation Reports for the Gaston East‐West Connector (Carolina Land Acquisitions, Inc., April 2008). 
* Non‐profit – For this project, the relocated non‐profits are churches. 

Table 3-3 shows the income levels of households to be relocated in each DSA. The columns for
incomes of $25,000 or less are intended to represent low-income households. None of the DSAs
are estimated to relocate more than one household with an annual income less than $15,000.
DSAs 4, 5, and 9 would relocate the highest numbers of households with annual incomes between
$15,000 and $25,000 (82–87 households, or 22–25 percent of relocations). DSAs 58, 64, and 68
would relocate the lowest numbers of households with annual incomes in this range
(approximately 2 percent each).

Relocations 
Residential relocations range 
from 326 residences (DSA 68) 
to 384 residences (DSA 76). 

Business relocations range 
from 24 businesses (DSA 77) 
to 40 businesses (DSA 22).  

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-15
TABLE 3-3: Income Levels of Relocated Households by Detailed Study
Alternative
Income Level 
DSA $0–
$15,000* 
  $15,000–
$25,000* 
  $25,000–
$35,000 
  $35,000–
$50,000 $50,000+ 
4 1 82 94 69 131 
5 1 82 66 74 135 
9 1 87 98 63 99 
22 1 31 90 57 194 
23 1 31 62 62 198 
27 1 36 94 51 162 
58 1 7 72 98 181 
64 0 6 45 96 189 
68 0 11 77 85 153 
76 1 34 63 100 186 
77 1 34 35 105 190 
81 1 39 67 94 154 
Source:  Relocation Reports for the Gaston East‐West Connector (Carolina Land Acquisitions, Inc., April 2008). 
*  Columns for incomes of $25,000 or less intended to represent low‐income households.  The US Department 
of Health and Human Services 2008 Poverty Guidelines (Federal Register, Vol. 73, No. 15, January 23, 2008) 
list the poverty thresholds as $14,000 for a 2‐person household and $24,800 for a 5‐person household. 

The values of homes to be relocated in each DSA are shown in Table 3-4. The majority of homes
in each DSA are valued at more than $100,000, while very few homes were valued at under
$20,000. DSAs 4, 5, and 9 have the highest number of dwellings valued under $100,000.
TABLE 3-4: Values of Relocated Homes by Detailed Study Alternative
Value of Dwelling (Owners) 
DSA 
$0–$20,000    $20,000–
$40,000 
  $40,000–
$70,000 
$70,000–
$100,000 $100,000+ 
4 1 22 37 90 127 
5 1 20 29 66 136 
9 1 23 39 75 107 
22 1 8 36 77 190 
23 1 6 28 53 199 
27 1 9 38 62 170 
58 1 3 33 76 186 
64 0 19 26 41 201 
68 0 22 36 50 172 
76 3 12 31 67 213 
77 3 10 23 43 222 
81 3 10 17 32 146 
Source:  Relocation Reports for the Gaston East‐West Connector (Carolina Land Acquisitions, Inc., April 2008). 

Business Relocations. The Relocation Reports provide an estimate of business relocations,
including those that are within the right-of-way limits and those assumed to be denied access
based upon the preliminary engineering designs for the DSAs. The DSAs would relocate between
24 businesses (DSA 77) and 40 businesses (DSA 22). It should be noted that the reports include
churches as “non-profit” businesses. Impacts to churches are discussed in Section 3.2.6.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-16
For all DSAs, most of the business relocations are concentrated around US 321, US 29-74, and
I-85. The highest number of business relocations would occur with DSA 22, which would relocate
40 businesses and two non-profits/churches. These businesses employ a total of 327 employees.
The lowest number of business relocations would occur with DSA 77, which would relocate 24
businesses, one non-profit church, and one farm. These businesses employ a total of 119
employees.
Segment H2A alone includes 14 business relocations and one non-profit/church relocation, which
would impact a total of 198 employees. Five of the businesses to be relocated within this segment
employ 20 or more people, including an office of the North Carolina Employment Security
Commission that employs approximately 25 people. This segment includes the area around I-85
and south along Shannon Bradley Road and makes up a portion of six of the twelve DSAs (DSAs
4, 5, 9, 22, 23, and 27).
Segment H1A makes up a portion of the other six DSAs (DSAs 58, 64, 68, 76, 77, and 81) and
includes areas around I-85, US 29-74, and Linwood Road (just to the east of Crowders Mountain
State Park). This segment would relocate 15 businesses with a total of approximately
64 employees, including the Karyae Park YMCA Outdoor Family Center, American Veteran’s Post
920, and Carolina Specialty Transport, which provides handicapped and other special types of
transport.
The Relocation Reports included in Appendix F list the businesses anticipated to be displaced by
each DSA. A review of the reports suggests that none represent a unique type of business in the
area. Accordingly, temporary disruption in their services during relocation is not anticipated to
create any severe hardships to patrons in the area, as the reports note that similar business
services would remain available. However, particular consideration should be given to the
relocation of Carolina Specialty Transport (4217 South Linwood Road in Gastonia) so that
disruptions of service to special-needs groups are minimized.
3.2.3.2 Relocation Assistance
According to the Relocation Reports, there is comparable replacement housing in the area for
displaced homeowners and tenants (Appendix F).
NCTA follows the relocation policies of the North Carolina Department of Transportation
(NCDOT). The policies ensure that comparable replacement housing is available for relocatees
prior to construction of state and/or federally assisted projects. Furthermore, the NCTA will use
three programs NCDOT has to minimize the inconvenience of relocation: Relocation Assistance,
Relocation Moving Payments, and Relocation Replacement Housing Payments or Rent
Supplement. 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 1970
(Public Law 91-646) and the North Carolina Relocation Assistance Act (NCGS 133-5 through 133-
18).
More information on right of way acquisition and relocation is available in the following two
NCDOT brochures: Answers to the Questions Most Often Asked About Right of Way Acquisitions
and Relocation Assistance and Relocation Assistance (NCTA Web site:
www.ncturnpike.org/pdf/Right-of-Way%20Acquisition%20Brochure.pdf and
www.ncturnpike.org/pdf/Relocation%20Assistance%20Brochure.pdf).

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-17
3.2.4 IMPACTS TO NEIGHBORHOODS
3.2.4.1 Neighborhood and Community-Level Project Effects
The environmental planning process has given high priority to the avoidance and minimization of
neighborhood disruption during the development, evaluation, and selection of the DSAs and
creation of the preliminary engineering designs within these DSA corridors. The initial land
suitability mapping process identified residential areas, and natural and historic resources within
the Project Study Area.
Alternatives were developed to achieve a balance between impacts to communities and community
resources (such as residential developments, businesses, schools, fire stations, etc.); and sensitive,
regulated natural and cultural features (such as wetlands, floodplains, parks, and historic
resources). None of the DSAs could entirely avoid impacts to neighborhoods because of the timing
and density of development in proximity to sensitive natural and historic resources in key
geographic areas.
Due to the large project size and number of neighborhoods affected by the preliminary engineering
designs for the DSAs, a matrix was developed in order to better organize and describe impacts to
neighborhoods. The matrix is presented in Table 3-5 for named neighborhoods and Table 3-6 for
rural communities (unnamed neighborhoods).
Impacts in the matrix are divided into areas where relocations would occur and whether access
would be modified. The type of relocation effect is divided into categories “A” through “E,” and the
type of access effect is divided into qualifiers “1” or “2” for each impact category “A” through “E.”
For example, when comparing impact categories “C1” and “C2”, the “C” indicates the location of
impacted homes in a neighborhood, and the number (“1” or “2”) following the letter denotes if
there is an access change (denoted by “2”) or if there is not an access change (denoted by “1”)
associated with a particular Corridor Segment and DSA. The footnotes in Table 3-5 and Table 3-
6 describe the categories in detail.
Named Neighborhoods. Impacts to named neighborhoods
associated with each DSA are listed in Table 3-5. Impacts are
based upon the preliminary engineering designs. The locations of
these neighborhoods are shown in Figure 3-6a–b. The number of
named neighborhoods impacted by the DSAs range from 15 (DSAs
68 and 81) to 24 (DSA 5). The type of effect ranges from a minor right-of-way encroachment with
no relocations or access changes (listed as Category “B1” in Table 3-5) to total displacement of a
neighborhood (listed as Category “E” in Table 3-5).
TABLE 3-5: Impacts to Named Neighborhoods
Detailed Study Alternative Segment Affected 
Neighborhood 
Type of 
Effect  4 5 9 22 23 27 58 64 68 76 77 81 
Named Neighborhoods from I‐85 to US 321 
Brentwood MHP C2  ● ● ● ● ● ● 
Edgewood Acres C1  ● ● ● ● ● ● 
Erskine Woods A  ● ● ● ● ● ● 
ED’s No. 1 MHP E  ● ● ● ● ● ● 
H1A 
ED’s No. 2 MHP B1  ● ● ● ● ● ● 
Named Neighborhoods 
The number of named 
neighborhoods impacted 
range from 15 (DSAs 68 and 
81) to 24 (DSA 5). 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-18
TABLE 3-5: Impacts to Named Neighborhoods
Detailed Study Alternative Segment Affected 
Neighborhood 
Type of 
Effect  4 5 9 22 23 27 58 64 68 76 77 81 
Silverstone D2       ● ● ● ● ● ● 
Brookhaven B2 ● ● ● ● ● ●       
Edgewood Acres A ● ● ● ● ● ●       
Erskine Woods A ● ● ● ● ● ●       
Matthews Acres C2 ● ● ● ● ● ●       
Spring Valley C2 ● ● ● ● ● ●       
H2A 
Myrtle Mill A ● ● ● ● ● ●       
Crowders Woods B2    ● ● ●       
Crowders View 
(platted) C1    ● ● ●       H2B 
Laurel Woods B2    ● ● ●       
Berkley Oaks MHP A       ● ● ●    
Ferguson Acres A       ● ● ●    
Hannaford Place D1       ● ● ●    
Jack A. Shell MHP C1       ● ● ●    
Oakley Park B1       ● ● ●    
Sparrow MHP A       ● ● ●    
Stoney Oaks C1       ● ● ●    
H1C 
West Palm Acres B1       ● ● ●    
Fallscrest A    ● ● ●       
Ferguson/Forest 
Estates C1    ● ● ●       
Suburban Heights C2    ● ● ●       
H2C 
Mt. Brooke C1    ● ● ●       
Lakewood Forest C2 ● ● ●          H3 
Stablegate Farms C2 ● ● ●          
Fallscrest D2          ● ● ● 
Fallsdale C2          ● ● ● 
Ferguson/Forest 
Estates D1          ● ● ● 
HX2 
Old Providence A          ● ● ● 
Fall Estates D1 ● ● ●          
Levi’s MHP E ● ● ●          
Orion Oaks MHP No.1 D2 ● ● ●          
Orion Oaks MHP No.2 D2 ● ● ●          
Orion Oaks MHP 
No.3 D2 ● ● ●          
J4a 
Orion Oaks MHP 
No.4 D2 ● ● ●          
Named Neighborhoods from US 321 to NC 279 (South New Hope Rd) 
Bridgestone Estates A        ● ●    J1d 
White Oak B1        ● ●    
Brittany Woods C1 ● ● ● ● ● ●    ● ● ● 
Forbes Cove B1 ● ● ● ● ● ●    ● ● ● 
Saddlewood B2 ● ● ● ● ● ●    ● ● ● 
J2c 
Wesley Acres C1 ● ● ● ● ● ●    ● ● ● 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-19
TABLE 3-5: Impacts to Named Neighborhoods
Detailed Study Alternative Segment Affected 
Neighborhood 
Type of 
Effect  4 5 9 22 23 27 58 64 68 76 77 81 
Cedar Grove C1        ● ●    
Popular Downs MHP C1        ● ●    J1c 
Saddlewood A        ● ●    
Cameron Pointe C2 ●   ●   ●   ●   K2A 
Farmwood A ●   ●   ●   ●   
JX1 Brittany Woods D1       ●      
J1b Brittany Woods A        ● ●    
J3 Charleston A    ● ● ●       
J2b Charleston A  ● ●       ● ● ● 
J4b Charleston A ●            
J1e Forest Pointe A  ● ●  ● ●  ● ●  ● ● 
Keltic Meadows C1 ●   ●   ●   ●   J5a 
White Oak B1 ●   ●   ●   ●   
J2d Saddlewood B2 ● ● ● ● ● ● ●   ● ● ● 
Named Neighborhoods from NC 279 (South New Hope Rd) to I‐485 
Belle Meade A ●   ●   ●   ●   
KX1 Brook Forest/  
South Forest C1 ●   ●   ●   ●   
K3A Brook Forest/ 
South Forest C1   ●   ●   ●   ● 
Ellington MHP D1  ●   ●   ●   ●  
Forest Bay D1  ●   ●   ●   ●  
River Lakes D1  ●   ●   ●   ●  
Misty Waters C1  ●   ●   ●   ●  
Southpoint Landing C2  ●   ●   ●   ●  
K4A 
Wilson Estates MHP B2  ●   ●   ●   ●  
K3B Joye MHP D2 ●  ● ●  ● ●  ● ●  ● 
Minnie Queen Estates E  ●   ●   ●   ●  K1C 
Woodland Bay B1  ●   ●   ●   ●  
Total Number of Category B Impacts 5 6 4 7 8 6 5 6 4 5 6 4 
Total Number of Category C Impacts 9 8 7 11 10 9 7 8 7 8 7 6 
Total Number of Category D Impacts 6 8 6 1 3 1 4 5 3 4 6 4 
Total Number of Category E Impacts 1 2 1 0 1 0 1 2 1 1 2 1 
Total Number of Neighborhood Impacts 21 24 18 19 22 16 17 21 15 18 21 15 
Notes:  A –  No impact.   
             B1 – No relocations, but right‐of‐way encroachment and existing access maintained. 
             B2 – No relocations, but change in access (could include right‐of‐way encroachment). 
             C1 – Relocation of homes on end of road or at edge of neighborhood. 
             C2 – Relocation of homes on end of road or at edge of neighborhood and change in access. 
             D1 – Relocation of homes in midst of neighborhood. 
             D2 – Relocation of homes in midst of neighborhood and change in access. 
             E – Total displacement of a neighborhood. 
             MHP ‐ mobile home park.  Letter denotes type of direct impact.  Number denotes access change. 
The most impacts to neighborhoods would be found in the area between I-85 and US 321. This
area is relatively highly developed, and there are numerous other constraints, such as Crowders
Creek and its floodplain and Crowders Mountain State Park. Designing an alternative that would
not impact existing development was not possible.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-20
Planned future subdivisions with site plans recently approved by local jurisdictions also would be
impacted by the DSAs. The preliminary engineering designs for DSAs using Corridor Segment
J5a (DSAs 4, 22, 58, and 76) pass through the center of the planned Presley development, with the
eastern half of the NC 274 (Union Road) interchange within the planned site, as well as the
mainline. The Presley development also is partially located within Corridor Segments J1e and
J1f. The preliminary engineering designs within these corridors (DSAs 5, 9, 23, 27, 64, 68, 77, and
81) may have minor encroachments on the areas of the site plan labeled for a future commercial
village.
DSAs 5, 23, 64, and 77 would pass through the southern end of The Peninsula at Bayshore,
adversely impacting several lots. DSAs 5, 23, 64, and 77 also would pass through the southern
end of Morgan’s Branch, adversely impacting several lots.
Rural Communities. As discussed in Section 3.2.2, there are
areas with housing clusters that are not identified or named
through available GIS data. However, because these could
represent rural communities in which there may be social
interconnections, they are shown in Figure 3-6a–b, listed in
Table 3-6, and evaluated for potential impacts. Similar to the
named neighborhoods listed in Table 3-5, the type of effect ranges from a minor right-of-way
encroachment with no relocations or access changes (listed as Category “B1”) to total displacement
of a neighborhood (listed as Category “E”). The numbers of rural communities impacted by the
DSAs range from 5 (DSA 27) to 10 (DSAs 58 and 64).
TABLE 3-6: Impacts to Rural Communities (Unnamed Neighborhoods*)
Detailed Study Alternative DSA Corridor 
Segment Affected Area Type of 
Effect  4 5 9 22 23 27 58 64 68 76 77 81 
Unnamed Neighborhoods from I‐85 to US 321 
H1A 
N1 located on SR 
1122 northeast of 
Linwood Rd 
D2       ● ● ● ● ● ● 
H1B 
N4 located east of 
Camp Rotary Rd 
south of Linwood Rd 
D1    

● ● ●    
N5 located on Old 
Church Rd Northeast 
of SR 1106 
D2       ● ● ●    
H1C N6 located off 
Grissom Rd 
southeast of 
Crowders Creek Road 
E       ● ● ●    
N2 located west of 
Stagecoach Rd south 
of Linwood Rd 
C1 ● ● ●          
H3 N3 located west of 
Stagecoach Rd south 
of Linwood Rd 
C1 ● ● ●          
Unnamed Neighborhoods from US 321 to NC 279 (South New Hope Rd) 
J1C N17 located west of 
Bud Wilson Rd C2        ● ●    
Rural Communities 
The numbers of rural 
communities impacted by the 
DSAs range from 5 (DSA 27) 
to 10 (DSAs 58 and 64).   

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-21
TABLE 3-6: Impacts to Rural Communities (Unnamed Neighborhoods*)
Detailed Study Alternative DSA Corridor 
Segment Affected Area Type of 
Effect  4 5 9 22 23 27 58 64 68 76 77 81 
N8 located off Union 
New Hope Rd and 
west of NC 279 
C2 ●   ●   ●   ●   
N9 located off Union 
New Hope Rd and 
west of NC 279 
B1 ●   ●   ●   ●   K2a 
N10 Located along 
South Fork Catawba 
River east of NC 279 
D2 ●   ●   ●   ●   
J1F 
N7 located on Union 
Rd south of Union 
New Hope Rd 
C2  ● ●  ● ●  ● ●  ● ● 
J2d N17 located west of 
Bud Wilson Rd C2 ● ● ● ● ● ● ●   ● ● ● 
Unnamed Neighborhoods from NC 279 (South New Hope Rd) to I‐485 
K3A N11 located on Dixon 
Rd east of NC 279 B2   ●   ●   ●   ● 
N13 located east of 
Southpoint Rd west 
of Catawba River 
C2  ●   ●   ●   ●  
N14 located 
southwest of Dixie 
River Rd east of 
Catawba River 
B2  ●   ●   ●   ●  
N15 located along 
Dixie River Road E  ●   ●   ●   ●  
K4A 
N16 located along 
Garrison Rd east of 
Dixie River Rd 
D2  ●   ●   ●   ●  
K3B N12 located off of 
South Point Rd.  D2 ●  ● ●  ● ●  ● ●  ● 
K3C 
N16 located along 
Garrison Rd east of 
Dixie River Rd 
D2 ●  ● ●  ● ●  ● ●  ● 
Total Number of Category B Impacts 1 1 1 1 1 1 1 1 1 1 1 1 
Total Number of Category C Impacts 4 5 4 2 3 2 2 3 2 2 3 2 
Total Number of Category D Impacts 3 1 2 3 1 2 6 4 5 4 2 3 
Total Number of Category E Impacts 0 1 0 0 1 0 1 2 1 0 1 0 
Total Number of Neighborhood Impacts 8 8 7 6 6 5 10 10 9 7 7 6 
Notes:  A – No impact.   
             B1 – No relocations, but right‐of‐way encroachment and existing access maintained. 
             B2 – No relocations, but change in access (could include right‐of‐way encroachment). 
             C1 – Relocation of homes on end of road or at edge of neighborhood. 
             C2 – Relocation of homes on end of road or at edge of neighborhood and change in access. 
             D1 – Relocation of homes in midst of neighborhood. 
             D2 – Relocation of homes in midst of neighborhood and change in access. 
             E – Total displacement of a neighborhood. 
            MHP ‐ mobile home park.  Letter denotes type of direct impact. Number denotes access change.  *Unnamed Neighborhoods are not 
named/identified in available GIS data, but are areas containing “clusters” of homes considered to be rural communities.   

Garrison Road/Dixie River Road Community. The construction of I-485 and expansion of
Charlotte-Douglas International Airport in this area has split and reduced the extent of this

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-22
neighborhood. The proposed project would further impact this predominantly African-American
community.
The Dixie Community Center is an important forum that provides a location and opportunities for
interaction among existing and former residents of the Garrison Road/Dixie River Road area.
Preliminary engineering designs in Corridor Segment K3C (DSAs 4, 9, 22, 27, 58, 68, 76, and 81)
would not displace the community center, but would result in the acquisition of several homes
along Garrison Road, and would be located approximately 150 feet east of the community center
(Figure 2-9ii). It could likely further affect community cohesion and interaction among
persons/groups in this area by altering social relationships and patterns for these residents.
Preliminary engineering designs in Corridor Segment K4A (DSAs 5, 23, 64, and 77) are farther
from the community center (the nearest ramp is approximately 570 feet) and they also would not
result in displacement of the community center. However, an interchange at Dixie River Road
would require the acquisition of several homes along Dixie River Road. This would potentially
contribute to the perceived negative impact on quality of life, affect community cohesion by
further isolating Garrison Road/Dixie River Road community residents, and could encourage
additional loss of population within this once tight-knit community.
In addition, Corridor Segment K4A (DSAs 5, 23, 64, and 77) would result in the acquisition of the
Ramoth AME Zion Church and cemetery located at 6800 Dixie River Road (Figure 2-9ff).
Because this church plays an important part in the life of the community, this could also impact
the community cohesion of the Garrison Road/Dixie River Road area.
Social and Physical Environment. The project would result in population changes in
neighborhoods due to displacements/relocations. Redistribution of population is most likely to
occur with DSAs that displace a greater number of residents in a neighborhood, as well as DSAs
that displace residents in the midst of the neighborhood (as opposed to its edge).
Community/Neighborhood Stability and/or Cohesion. Relocations at the edge of neighborhoods
are less likely to have substantial negative impacts on community cohesion, social interaction,
and/or change in neighborhood social patterns. Residents of neighborhoods with displacement
impacts in the midst (Category D in Tables 3-5 and 3-6) are more likely to feel isolated and
perceive that their quality of life is negatively impacted by the project. Table 3-5 shows that DSA
5 would result in the most Category D impacts to named neighborhoods. DSA 5 would also result
in the highest number of total impacts to named neighborhoods. Table 3-6 shows that DSA 58
would result in the most Category D impacts to unnamed neighborhoods. However, DSA 58 and
DSA 64 would result in the highest number of total impacts to unnamed neighborhoods. DSAs 22,
23, and 27 would be less likely to impact community cohesion.
Social interconnectivity among rural communities also could potentially be impacted by the DSAs.
An example would be Rural Community N1 which is located on Archie Whitesides Road (SR 1122)
northeast of Linwood Road. The existing road (Archie Whitesides Road) would be severed by
Corridor Segment H1A (DSAs 58, 64, 68, 76, 77, and 81), with a cul-de-sac on each side,
separating homes on the west and east side of the proposed project.
Accessibility/Access. The project would increase overall east-west accessibility within and outside
of the Project Study Area.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-23
Each of the DSAs would result in access changes to existing neighborhoods, with some resulting in
notable changes in travel patterns to and from neighborhoods. The degree of impact varies from
minor to major access modifications. Neighborhoods with access changes are defined in Tables 3-
5 and 3-6 with a “2” following the impact category letter. The number of neighborhoods that
would be subject to minor or major access changes ranges from 10 (DSA 68) to 19 (DSA 5). DSAs
4, 5, and 9 would result in the most impacts to neighborhood access, while DSAs 58, 64, 68, and 81
would create less neighborhood access impacts.
Modifications range from closing off existing access and creating new access/service roads (i.e.,
Corridor Segment H3 at Lakewood Forest neighborhood) to more severe impacts, such as where
no grade separation is provided and access across the Gaston East-West Connector would not be
available (i.e., Corridor Segment H1A at Rural Community N1). In such instances, the existing
roadway would dead-end into a cul-de-sac on both sides of the project.
Noise. Most of the area within and near the DSAs is rural or suburban in nature, with relatively
low existing noise levels since there are few major noise sources in areas such as these.
Communities located adjacent to the proposed project in rural and suburban areas would
experience a general increase in noise levels.
Significant noise increases (as defined in 23 CFR Part 772) are most likely to occur within 190-380
feet of the nearest travel lanes, based upon year 2030 project-generated traffic (Final Traffic Noise
Technical Memorandum, PBS&J, July 2008, incorporated by reference and available on the NCTA
Web site www.ncturnpike.org/projects/gaston). However, it should be noted that traffic noise from
the project may be audible farther than 380 feet away from the road.
In areas where significant noise impacts were predicted to occur, preliminary reasonable and
feasible noise mitigation measures were developed for the project in accordance with Federal
Highway Administration (FHWA) and NCDOT noise abatement criteria. Preliminary noise
barriers were recommended in several locations. Section 4.1 discusses noise and noise mitigation
in more detail.
3.2.4.2 Summary of Neighborhood/Community Impacts
The following lists general conclusions regarding the impacts of the Gaston East-West Connector
DSAs on communities:
• Communities in the Project Study Area would benefit from the project through its
enhancement of the existing transportation network by improving regional connectivity
and east-west mobility within the region.
• All DSAs would have a negative impact to some existing neighborhoods. Impacts range
from minor right-of-way encroachments on neighborhood properties to complete
acquisition of a neighborhood.
• All DSAs would result in access changes to some existing neighborhoods.
• All DSAs would likely impact neighborhoods that contain low-income and/or minority
populations. However, none of the DSAs are expected to result in disproportionately high
and adverse impacts to these populations.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-24
• All of the DSAs could subject neighborhoods adjacent to the Gaston East-West Connector
to an increase in noise levels.
3.2.5 ENVIRONMENTAL JUSTICE
This section summarizes information contained in the Final Community Impact Assessment for
the Gaston East-West Connector (PBS&J, October 2008), and the Community Characteristics
Report for the Gaston East-West Connector (PBS&J, November 2007).
3.2.5.1 Environmental Justice Regulations
Federal laws and regulations require the evaluation of effects
of transportation actions on minority and low-income
populations, which in the past have been underserved in the
decision-making process.
The need to identify low-income and minority populations
and incorporate their input into the project’s decision making process gained greater emphasis as
a result of Executive Order 12898, Federal Actions to Address Environmental Justice in Minority
and Low-Income Populations (February 11, 1994) (US Department of Transportation [USDOT]
Office of Civil Rights Web site: www.dotcr.ost.dot.gov/documents/ycr/eo12898.pdf). This order
directs all Federal agencies to determine whether a proposed action would have a
disproportionately high and adverse impact on minority and/or low-income populations.
In April 1997, the USDOT issued the USDOT Order on Environmental Justice to Address
Environmental Justice in Minority Populations and Low-Income Populations (USDOT Order
5610.2) to summarize and expand upon the requirements of Executive Order 12898 on
environmental justice (FHWA Web site: www.fhwa.dot.gov/environment/ejustice/dot_ord.htm).
The order generally describes the process for incorporating environmental justice principles into
all USDOT existing programs, policies, and activities that are undertaken, funded, or approved by
FHWA, Federal Transit Administration (FTA), or other USDOT entities.
The three fundamental environmental justice principles are:
1) To avoid, minimize, or mitigate disproportionately high and adverse human
health or environmental effects (including social and economic effects) on
minority and low-income populations.
2) To ensure the full and fair participation by all potentially affected communities
in the transportation decision-making process.
3) To prevent the denial of, reduction in, or significant delay in the receipt of
benefits by minority and low-income populations.
The USDOT Order 5610.2 defines “minority” in the definition section of its appendix and provides
definitions of four minority groups addressed by Executive Order 12898. These groups are:
1) Black – Person having origins in any of the black racial groups of Africa.
2) Hispanic – Person of Mexican, Puerto Rican, Cuban, Central or South
American, or other Spanish culture or origin, regardless of race.
Definition of Environmental Justice 
The fair treatment and meaningful 
involvement of all people, regardless 
of race, color, national origin, or 
income within the development, 
implementation, and enforcement 
of environmental laws.    

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-25
3) Asian – Person having origins in any of the original peoples of the Far East,
Southeast Asia, the Indian subcontinent, or the Pacific Islands.
4) American Indian and Alaskan Native – Person having origins in any of the
original people of North America and who maintains tribal affiliation or
community attachment.
It also defines “low-income” as a person (of any race) whose household income (or median
household income, in the case of a community or group) is at or below the US Department of
Health and Human Services’ poverty guidelines. The 2008 poverty guidelines establish household
income thresholds based on the number of persons in the household. For example, the poverty
threshold is $10,400 for a 1-person household, and $21,200 for a 4-person household (Federal
Register, Volume 73, No. 15, January 23, 2008).
3.2.5.2 Environmental Justice Discussion
Public involvement and outreach to all special groups has been made throughout the study
process, including Hispanic and African-American communities. The outreach included the use of
a consultant to provide assistance in identifying Hispanic leaders and techniques/forums to
optimize outreach to Hispanic communities. Information on the series of workshops held in
January/February 2006 and in August 2008 was advertised in Hispanic newspapers (La Noticia
for the 2006 workshops and La Noticia, Que Pasa, and Hola Noticias for the 2008 workshops) and
discussed in a news article published in La Noticia (2006 and 2008 workshops). Public meeting
materials were also available in Spanish at all workshops.
Meetings were held with the predominantly African-American Garrison Road/Dixie River Road
community and the president of the Dixie Community Center to provide information and solicit
input about the project. At these meetings, residents and the president of the community center
expressed concerns about potential impacts to the community center.
The consideration of environmental justice impacts in the development of toll projects is a
relatively new realm. Research revealed that Texas is the only state that has guidance to assist in
assessing such effects for toll projects (Guidance on Environmental Justice for Toll Roads, Texas
DOT, March 2005) [referred to as the Guidance in this section].
The Guidance lists potential issues that could apply to all toll road scenarios, including a toll road
on new location. These potential issues (as they relate to the proposed Gaston East-West
Connector DSAs) are listed and evaluated in Table 3-7.
TABLE 3-7: General Environmental Justice Evaluation for Toll Facility
Project Consideration Comment 
Availability of non‐toll facilities No potential for disproportionately high and adverse impact.  
Non‐toll facilities remain available as alternate routes, including 
existing I‐85. 
Adequate north‐south and east‐west corridors to 
serve as alternate routes 
No potential for disproportionately high and adverse impact.  
Non‐toll corridors for north‐south and east‐west travel are 
available to continue to serve as alternate routes. 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-26
TABLE 3-7: General Environmental Justice Evaluation for Toll Facility
Project Consideration Comment 
Non‐toll alternative equitable in terms of travel 
time or distance 
No potential for disproportionately high and adverse impact.  
The non‐toll alternative would include existing roadways.  Major 
existing roadways include I‐85, US 29‐74 and US 321.  All 
travelers would still have access to these existing routes, as they 
do today.  If travelers choose to use existing routes, their travel 
distance would remain the same as it is today.  Travel time may 
be slightly better on the existing roadways with any of the DSAs 
in place compared to the No‐Build Alternative since the DSAs 
would be diverting traffic from the existing routes. 
Tolling affect on transit No potential for disproportionately high and adverse impact.  
The transit system in Gaston County is limited to Gastonia.  The 
DSAs would not negatively impact existing transit service.  The 
project could provide opportunities for transit service 
enhancement by providing a potential new route. 
Cost of toll No potential for disproportionately high and adverse impact.  
Although the Proposed Gaston East‐West Connector Preliminary 
Traffic and Revenue Study (Wilbur Smith Associates, October 12, 
2006) estimates a passenger car cash rate of $2.50 in 2015 
($0.11 per mile for a full‐length trip on the facility at a length of 
22.3 miles), this estimate is preliminary and subject to change.  
Non‐toll facilities are also available as alternate routes, including 
existing I‐85. 
100% Electronic Tolling No potential for disproportionately high and adverse impact.  
Specific payment options have not yet been determined, but 
electronic toll collection options that do not require an account 
are planned to be available.  Users will have the option of 
prepaying their tolls by establishing a registered transponder or 
video account.  In addition, in accordance with State law (NCGS 
136‐89.213), NCTA will operate a facility in the immediate 
vicinity of the project that accepts cash payment for prepaid 
tolls.  All commuters, including low‐income commuters, would 
have the option to use a non‐toll alternative route, such as I‐85. 
Diversion of traffic through neighborhoods No potential for disproportionately high and adverse impact.  
Very limited potential for diverted traffic through 
neighborhoods containing special populations. 
Increased air quality/noise issues in neighborhoods Although some neighborhoods with special populations would 
experience noise‐level increases, there are no 
disproportionately high and adverse impacts.   
Access to businesses No potential for disproportionately high and adverse impacts 
based upon the preliminary engineering designs for the DSAs 
and relocation reports. 
Impact to businesses No potential for disproportionately high and adverse impacts 
based upon the Relocation Reports. 
Denial of benefits or disproportionate impacts to 
low‐income drivers 
No potential for disproportionately high and adverse impacts.  
Specific payment options have not yet been determined, but 
electronic toll collection options that do not require an account 
are planned to be available.  Users will have the option of 
prepaying their tolls by establishing a registered transponder or 
video account.  In addition, in accordance with State law (NCGS 
136‐89.213), NCTA will operate a facility in the immediate 
vicinity of the project that accepts cash payment for tolls.  All 
commuters, including low‐income commuters, would have the 
option to use a non‐toll alternative route, such as I‐85. 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-27
The Guidance lists potential issues that could apply to toll road scenarios, including a toll road on
new location and suggests that:
When a single toll facility or a system of toll roads are placed within a mature
local transportation network, the potential for disproportionate user impacts
appears to be less than those for a less developed transportation network.
In addition, the Guidance also suggests that:
Using tolling as a funding source to provide accelerated project delivery may
provide benefits such as congestion relief on non-toll facilities in adjacent
Environmental Justice communities and on local arterials sooner than
through traditional funding methods.
Any of the Gaston East-West Connector DSAs would provide a new, limited-access, east-west
route in the region. A result of the project would be reduced traffic on the existing alternate non-
toll route; I-85. Completing the project would benefit all motorists, including low-income
motorists who may choose not to use the toll facility or may tend to use it less frequently.
The project as a non-toll project is not funded in the 2009–2015 STIP, and it is not likely to be
constructed in the foreseeable future without use of innovative financing, such as tolling.
Implementing the project as a toll facility would expedite the construction of this needed
transportation improvement, and the accelerated construction schedule would improve mobility
within the region and in southern Gaston County. In September 2000, GUAMPO Transportation
Advisory Committee (TAC) passed a resolution stating that it “supports the use of alternative
funding methods to accelerate construction of the US 321/74 Bypass, including methods that
would require the payment of a toll by motorists (GUAMPO, 2030 LRTP, p. 74).”
Neighborhoods within the Project Study Area could contain special groups, particularly low-
income and minority populations. As shown in Figures 3-3, 3-4 and 3-5, all DSAs pass through
areas of Gaston and Mecklenburg Counties that could contain minority or low-income populations.
All DSAs would impact the predominantly African-American Garrison Road/Dixie River Road
community (impacts discussed in Section 3.2.4). DSAs that use Corridor Segment H2A (DSAs 4,
5, 9, 22, 23, and 27) pass through an area of single family subdivisions along Shannon Bradley
Road that have predominantly African-American populations (Matthews Acres and Spring
Valley). The preliminary designs in this area were developed to minimize relocation impacts
(Figure 2-9b). Residents of these communities have attended the Citizens Informational
Workshops.
All DSAs would also directly impact mobile home parks, which could represent low-income
populations. As listed in Table 3-5, the numbers of mobile home parks with projected relocations
range from one (DSAs 22, 23, and 27) to six (DSAs 4, 5, and 9).
When the facility opens, cash toll collection will not be available. At the time of this Draft EIS, no
decision has been made regarding the sale of transponders or if discounts would be available to
special groups. Specific payment options have not yet been determined, but electronic toll
collection options that do not require an account are planned to be available. For example, users
will have the option of prepaying their tolls by establishing a registered transponder or video
account. These accounts will have the tolls deducted directly from their account balance based on
the transponder or license plates associated with their account. These account types may be
established and maintained using credit card, check or cash as the payment method. In addition,
in accordance with State law (NCGS 136-89.213), NCTA will operate a facility in the immediate

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-28
vicinity of the project that accepts cash payment for prepaid tolls, so establishing an account is not
required. It is anticipated that this facility will operate from an existing commercial building
within the project area. All commuters, including low-income commuters, would have the option
to use a non-toll alternative route, such as I-85.
The Relocation Reports discussed in Section 3.2.3 provide information on the income level of
households that would be displaced as a result of the Gaston East-West Connector. A review of
these reports revealed that no disproportionate impacts to households with lower income levels
would occur, as all DSAs impact a wide range of neighborhoods, from mobile home parks to high-
end residential development.
The Relocation Reports also provide an estimate of minority relocations. The highest percentages
of minorities would be relocated with DSAs 4, 5, and 9 (26-28 percent). The higher percentages for
these DSAs can be attributed to Corridor Segments on the western end of the project, which pass
through minority block groups around west Gastonia. DSAs 58, 64, 68, 76, 77, and 81 would
displace the least number of minorities at approximately 8-10 percent.
All reasonable efforts have been made to include low-income and minority groups in the decision-
making process to date. The project will not deny, reduce, or delay receipt of project benefits to
low-income and minority groups. Impacts to low-income and/or minority populations resulting
from implementing the Gaston East-West Connector as a toll facility are not anticipated to be
“disproportionately high and adverse.”
3.2.6 IMPACTS TO COMMUNITY RESOURCES AND SERVICES
3.2.6.1 Project Effects on Community Resources and Services
Community resources and services include churches, cemeteries, schools, fire stations, libraries,
community centers, hospitals, parks, and recreation areas. There are no hospitals within or
adjacent to the DSAs.
Churches and Cemeteries. Table 3-8 shows the estimated impacts to churches and
cemeteries. All of the DSAs (except for DSA 81) would result in an impact to at least one church
and/or cemetery. DSAs 4, 5, and 23 would result in the most impacts. DSAs 27, 76, and 77 would
have the least impacts to these facilities, after DSA 81. All applicable state and local regulations
and requirements for relocating or mitigating the impact to cemeteries will be met.
TABLE 3-8: Church and Cemetery Impacts
Name and Location DSA 
Segment DSAs  Buildings
Taken? 
Acres 
(Taken%) Notes 
St. Titus AME Zion 
437 Shannon Bradley Road, 
Gastonia 
H2A/H2B
H2A/H3 
4, 5, 9, 
22, 23, 
27 
No 1.4 
(70) 
Construction would not take main 
church building, but due to amount of 
right‐ of‐way required, relocation of the 
church would be necessary.   
Carolina Conf. Christian Meth. 
Episcopal Church, Inc. 
937 Shannon Bradley Road, 
Gastonia 
H2A 
4, 5, 9, 
22, 23, 
27 
Yes 17.6 
(46) 
Medium‐size building in back of 
property would be impacted.  Main 
church building would not be impacted.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-29
TABLE 3-8: Church and Cemetery Impacts
Name and Location DSA 
Segment DSAs  Buildings
Taken? 
Acres 
(Taken%) Notes 
Pisgah Associate Reformed 
Presbyterian Church & Cemetery 
3600 Linwood Road, Gastonia 
H2C 22, 23, 
27 Yes 72.6 
(40) 
Small auxiliary buildings and an athletic 
field would be impacted.  Some 
impacts would occur to the church 
cemetery. 
Charity Independent Baptist 
2425 Hillmont Street, Gastonia H3 4, 5, 9 Yes 8.9 
(60) 
Main church building would be 
impacted. 
True Vine Church of God 
5348 Lewis Road, Gastonia H1C 58, 64, 
68 Yes 11.29 
(23) 
Smaller of two main buildings would be 
impacted. 
Union Presbyterian Church of 
Gastonia 
5615 Union Road, Gastonia 
J5a 4, 22, 
58, 76 No 16.5 
(11) 
Right‐of‐way encroachment in parking 
lot (~1500 sq. ft.) and wooded area 
near road would be impacted. 
Grace Wesleyan 
6014 S New Hope Road, Gastonia K1C 5, 23, 
64, 77 No 21.2 
(10) 
Property from front and rear and 
possibly some parking would be 
impacted. 
Gaston Christian  
5339 New Hope Road, Gastonia K2A 4, 22, 
58, 76 Yes 4.6 
(26) 
Two of three buildings in complex 
(main church structure not within right 
of way) would be impacted. 
Church of Christ  
Directly east of  
6834 Dixie River Road, Charlotte 
K4A 5, 23, 
64, 77 No 0.2 
(100) Undeveloped property. 
Glenn‐Ragan Cemetery 
Union Road, southeast of 
Forestview High School, Gastonia 
J5a 4, 22, 
58, 76 n/a Size 
unknown Complete take of cemetery. 
Mt. Pleasant Cemetery  
South side of Tucker Rd near 
Southpoint Road, Belmont 
KX1 4, 22, 
58, 76 No 2.1 
(60) 
Wooded area on south and east side of 
property would be impacted.  Area of 
cemetery with gravestones would not 
be impacted. 
Ramoth AME Zion Church and 
Cemetery 
6800 Dixie River Road, Charlotte 
K4A 5, 23, 
64, 77 Yes 1.5 
(100) Complete take (including cemetery). 
Schools. Two schools would have minor impacts from DSAs that include Corridor Segments H1A
and J5a. DSAs 5, 9, 23, and 27 would not impact either school. Two schools would have minor
impacts from DSAs that include Corridor Segments H1A and J5a.
Sadler Elementary School is located at 3940 West Franklin Boulevard (US 29-74). It is located
just east of the preliminary engineering design alignment in Corridor Segment H1A (DSAs 58, 64,
68, 76, 77, and 81). A minor encroachment onto school property is anticipated with the
improvements to US 29-74 needed around the proposed interchange. The impact would involve
approximately 0.36 acres of land along US 29-74 (approximately 2 percent of the 21.2-acre parcel).
However, normal use of the school and its access would not be impacted.
Forest Heights Elementary School is located at 2500 Sedgefield Drive. It is near Corridor
Segment J5a; however, this segment would not require land from this property, nor would it
directly impact any school buildings.
Forestview High School is located at 5545 Union Road. It is near Corridor Segment J5a (DSAs 4,
22, 58, and 76). DSAs that use this segment could require land from the southeast corner and the
front of the Forestview High School property to construct the relocation of NC 274 (Union Road).

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-30
All access points to the school would remain. A maximum of approximately 20 parking spaces in
the visitor lot in front of the school and approximately 20 parking spaces in the student lot south
of the school could be impacted. Any encroachments onto the site can be minimized during final
design if DSA 4, 22, 58, or 76 is selected as the Preferred Alternative. It appears likely that
construction limits and right of way can be minimized during final design to avoid impacting the
visitor parking lot. Impacts to the student lot also likely could be reduced substantially (less than
approximately 10 impacted parking spaces).
As stated previously, the potential new middle/high school campus site (in K2A or K3A) has not
been determined at this time. Therefore, impacts cannot be determined. The NCTA will continue
to coordinate with Gaston County Schools to share information and aid in planning.
It is anticipated that no matter which DSA is selected as the Preferred Alternative, the project
would temporarily impact school bus routes during construction, as well as result in modifications
of existing routes and/or promote new bus routes. Once a Preferred Alternative is identified, the
NCTA will coordinate with Gaston County Schools to minimize impacts to school bus routes.
Fire Stations. Fire stations within or near the DSAs include Crowders Mountain Central VFD
(also referred to as Chapel Grove), located at 4416 Linwood Road in Gastonia (Station F1 on
Figure 3-7a); Crowders Mountain #2 VFD and Rescue, located at 480 Bethany Road in Gastonia
(Station F2 on Figure 3-7a); and Crowders Mountain South VFD, located at 4802 York Highway
(US 321) in Gastonia (Station F3 on Figure 3-7a). Implementation of any of the DSAs would
result in short-term impacts during construction. Such impacts could include re-routing of
existing service routes. Maintenance of traffic along these routes will be important during
construction. NCTA will coordinate with the fire stations located near the Preferred Alternative
to ensure continuation of services during construction.
In addition, the preliminary engineering designs in Corridor Segment H1C (DSAs 58, 64, 68) could
require a maximum of 0.64 acres of right of way from the front of the Crowders Mountain #2 VFD
and Rescue along Bethany Road. A review of the construction limits show that it is unlikely that
any impacts to parking or other uses on the site would occur. Any encroachments onto the site
can be minimized during final design if DSA 58, 64, or 68 is selected as the Preferred Alternative.
Libraries/Community Centers. The existing Union Road Branch Library would not be
impacted by any of the DSAs.
As discussed previously, the Dixie Community Center is an important forum that provides a
location and opportunities for interaction among existing and former residents of the Garrison
Road/Dixie River Road area. The construction of I-485 and expansion of Charlotte-Douglas
International Airport in this area has split and reduced the extent of this neighborhood. The
DSAs would further impact this community. None of the DSAs would displace the Dixie
Community Center. However, as Corridor Segment K3C (DSAs 4, 9, 22, 27, 58, 68, 76, and 81)
would be located approximately 150 feet east of the center, it could likely further affect community
cohesion and interaction among persons/groups in this area by altering social relationships and
patterns for these last remaining residents.
Corridor Segment K4A (DSAs 5, 23, 64, and 77) also would not result in displacement of the
community center, but would potentially contribute to the perceived negative impact on quality of
life, affect community cohesion by further isolating Garrison Road/Dixie River Road community

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-31
residents, and could encourage additional loss of population within this once tight-knit
community.
Parks and Recreation Areas. Publicly and privately-owned facilities/areas are described in
Section 3.2.2.3. Impacts to these resources are described below. The publicly-owned facilities
are Crowders Mountain State Park, the Park at Forestview High School, and the future Berewick
District Park. Future greenways planned for the area likely would be publicly owned. The
remaining facilities listed below are privately owned.
Crowders Mountain State Park. None of the DSAs would directly impact Crowders Mountain
State Park, a publicly-owned, natural, forested park that offers the public hiking and other
nature-related activities. The nearest corridor is Corridor Segment H1A (DSAs 58, 64, 68, 76, 77,
and 81), located approximately 1 mile (as the crow flies) from the top of Crowders Mountain.
Potential indirect impacts related to visual effects are discussed in Section 4.5.3. Noise issues
related to the park are discussed in Section 4.1.5.2. No noise impacts to the park are anticipated.
Park at Forestview High School. None of the DSAs would directly impact this public park owned
by Gaston County.
Future Berewick District Park. All DSAs would involve a minor encroachment into the
undeveloped parcels owned by Mecklenburg County designated as the future location of Berewick
District Park. DSAs that use Corridor Segment K3C (DSAs 4, 9, 22, 27, 58, 68, 76, and 81) would
acquire approximately 1.6 acres of this public park site west of and adjacent to I-485. DSAs that
use Corridor Segment K4A (DSAs 5, 23, 64, and 77) would acquire approximately 3.3 acres (2.1
acres on the west of and adjacent to I-485, 0.6 acres from the northernmost parcel, and 0.6 acres
on the southwest side of the property along Dixie River Road). These minor encroachments on the
edges of the property owned by Mecklenburg County are not anticipated to impact access or any
future uses.
Mecklenburg County Park and Recreation Department stated its belief that all DSAs would
provide improved access to the future Berewick District Park, which would benefit the park. The
Department did not believe that the proposed right of way needed from Mecklenburg County
property for any of the DSAs would detract from the planned function and use of the site as a
park. However, the Department would like to continue coordinating with NCTA to ensure that,
for the Preferred Alternative, right of way and construction limits within the property boundaries
are minimized as necessary to ensure that significant activities, features, and attributes of the
proposed park are not adversely affected (Letters from Mecklenburg County Park and Recreation
Department dated September 25, 2008 and December 5, 2008, Appendix A-5). Additional
discussion about the future Berewick District Park as a Section 4(f) resource is included in
Section 5.4.3.1 (Section 4(f) Resources).
Camp Rotary Girl Scout Camp. The project is not expected to negatively affect this privately-
owned camp. Access to this facility would be enhanced with an interchange at Linwood Road by
any of the DSAs.
Karyae Park. The uses and functions of this privately-owned YMCA facility would be adversely
impacted by DSAs (58, 64, 68, 76, 77, and 81) that include Corridor Segment H1A. Approximately
12 acres of the facility (27 percent of the 46.5-acre site) would be impacted, including impacts to
the entrance, one-half of the building complex, a chapel, parking, a ball field, an alpine tower, and
most of the courtyard.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-32
Linwood Springs Golf Course. None of the DSAs would directly encroach on this privately-owned
golf course. Under DSAs that use Corridor Segment H3 (DSAs 4, 5, and 9), access to the golf
course entrance would change slightly with the construction of an interchange at Linwood Road,
but would remain off of Linwood Road.
Carolina Speedway. Approximately 7.7 acres of the northern and western sides of this privately-
owned speedway property would be impacted by DSAs that include Corridor Segment J1f (DSAs 5,
9, 23, 27, 64, 68, 77, and 81). Although no structures would be acquired, it appears there would be
probable impacts to the parking area.
Daniel Stowe Botanical Garden. None of the DSAs are anticipated to negatively impact the
privately-owned Daniel Stowe Botanical Garden (DSBG). All the DSAs pass to the north of
DSBG. The nearest DSAs are those that use Corridor Segment K1C (DSAs 5, 23, 64, and 77).
The mainline of these DSAs passes approximately one-quarter mile north of the northern
boundary of DSBG, and each include an interchange with NC 279 (South New Hope Road)
(Figure 2-9bb). The nearest interchange ramps are approximately 600 feet north of the northern
boundary of DSBG.
Construction of the NC 279 (South New Hope Road) interchange in Corridor Segment K1C
(DSAs 5, 23, 65, and 77) would require widening and realigning NC 279 (South New Hope Road).
Near DSBG, these improvements would occur to the east, away from the DSBG property.
However, there could be a minor right-of-way encroachment of approximately 0.6 acres required
at the northeastern end of the DSBG property. The new right of way would encroach a maximum
distance of approximately 45 feet into the DSBG property. Within the new right of way, the
construction footprint would have an area of approximately 0.3 acres. It is likely that these
encroachments could be minimized during final design, if DSA 5, 23, 64, or 77 is identified as the
Preferred Alternative.
These minor encroachments would not impact the use and function of the DSBG property. Access
to the truck entrance at the northern end of the property would be maintained.
In a letter dated May 19, 2003 (Appendix A-3), the DSBG Board of Directors stated its belief that
the project, in concept, would improve access to the DSBG, and they also stated their support for
the project. The DSBG Board of Directors reaffirmed their continued support of the project in a
letter dated October 8, 2008 (Appendix A-5), stating:
…we [DSBG] would prefer the northern route of the Garden Parkway that crosses
over New Hope Road. However, both routes would have a beneficial impact on
the Garden, and we welcome development of the project in whatever form it may
take.
Allen Fishing Access Area. None of the DSAs would directly impact this fishing area owned by
Duke Energy Corporation. DSAs that include Corridor Segments K4A (DSAs 5, 23, 64, and 77)
could indirectly impact the site. Impacts could include visual changes due to the bridge crossing
over the Catawba River and possible short-term fishing disturbances during construction
activities.
Duke Energy Corporation Recreational Fields. DSAs that include Corridor Segment K3B (DSAs 4,
9, 22, 27, 58, 68, 76, and 81) would impact the recreational ball fields owned by Duke Energy
Corporation and leased by the Belmont Optimist Club. The recreational fields have a total area of
approximately 4.9 acres. The preliminary engineering designs for Corridor Segment K3B would

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-33
impact the edge of the baseball field’s outfield and the north corner of the general recreational
field. The current right-of-way limits require approximately 0.3 acres, while the construction
limits impact approximately 0.1 acres. It may be possible to avoid or further minimize impacts to
the recreational fields. Minimization measures will be investigated during final design if DSA 4,
9, 22, 27, 58, 76, or 81 is selected as the Preferred Alternative.
Planned Greenways. As seen in Figure 3-8a–b, both private groups (Carolina Thread Trail led by
the Catawba Lands Conservancy) and public entities (GUAMPO) are planning a system of
greenway trails in the area and/or region. Corridor Segments H1A, H2A, H3, H2B, H1B, H1C,
HX2, J3, J2a, Jx1, J1b, J2b, and J4b have the potential to cross greenways that have yet to be
constructed. Although both greenway plans are conceptual at this time, there is the potential for
several greenway crossings along the DSAs, particularly west of US 321. During final design of
the Preferred Alternative, NCTA will coordinate with these groups to identify needed
accommodations for any existing and funded greenways that cross the Preferred Alternative.
Table 3-9 shows the estimated impacts to publically- and privately-owned parks and recreation
facility area. All of the DSAs would impact one or more of these facilities. DSAs 9, 68, and 81
would directly impact the most facilities (four each), while DSAs 22 and 23 would impact the least
(two each). Impacts to the Dixie Community Center are discussed in the neighborhood section
(Section 3.2.4) due to its importance within the Garrison Road/Dixie River Road community.
TABLE 3-9: Parks and Recreational Facilities Impacts
Name Ownership Address (County) Segment 
(DSAs) 
Buildings 
Taken? 
Acres 
(Taken %) Notes 
Karyae Park 
(YMCA) Private 4227 Linwood Road 
(Gaston) 
H1A 
(58, 64, 68, 76, 
77, 81) 
Yes 46.5 
(27) 
Impacts to entrance, 
half of building 
complex, chapel, 
parking, ball field, 
alpine tower, and most 
of courtyard. 
Linwood 
Springs Golf 
Course  
Private 2900 Linwood Road 
(Gaston) 
H3 
(4, 5, 9) No 144.4 
(0) Access change. 
Carolina 
Speedway  Private 6335 Union Road 
(Gaston) 
J1f 
(5, 9, 23, 27, 
64, 68, 77, 81) 
No 28.8 
(27) 
Probable impacts to 
parking area. 
Daniel 
Stowe 
Botanical 
Garden 
Private 
6500 South New 
Hope Road 
(Belmont) 
K1C 
(5, 23, 64, 77) No 450 
(0.12) 
Minor right‐of‐way 
encroachment at 
northeast corner.  
Likely can be 
minimized during final 
design. 
Duke Energy 
Corporation 
Recreational 
Fields 
Private Boat Club Road 
(Gaston) 
K3B 
(4, 9, 22, 27, 
58, 68, 76, 81) 
No 4.9 
(9) 
Impacts to one of two 
ball fields.  Likely can 
be minimized during 
final design. 
K3C 
(4, 9, 22, 27, 
58, 68, 76, 81) 
N/A 199.4 
(1.6) 
Undeveloped 
property.  Impact on 
edges of property. Berewick 
District Park  Public Dixie River Road 
(Mecklenburg) K4A 
(5, 23, 64, 77) N/A 199.4 
(0.81) 
Undeveloped 
property.  Impact on 
edges of property. 

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-34
3.2.6.2 Community Safety
Emergency Response. The Gaston East-West Connector would have a long-term positive
impact on emergency response times within the Project Study Area. The project is likely to
quicken some response times for services by decreasing travel times, and by providing improved
east-west connectivity in southern Gaston County. There are not likely to be considerable
differences among the DSAs with regard to response times.
Pedestrian and Bicycle. The proposed project does not include pedestrian and bicycle
provisions since it is a controlled-access freeway.
As previously noted in Section 3.2.2.3, one of Gaston County’s bicycle routes (Route 1: High
Shoals – Crowders Mountain) runs east-west through the area along Linwood Road, and crosses
Corridor Segments H1A, H2C and H3 (i.e., all of the DSAs). As such, the project may impede or
block pedestrian and bicycle traffic desiring to travel from one side of the highway to the other,
because travel over/under the roadway would only be possible at interchanges and grade-
separated crossings. For established and planned bicycle routes and existing and funded
greenways, NCTA will coordinate with the entities having jurisdiction over these facilities during
the final design of the Preferred Alternative to provide appropriate and safe crossing of these
facilities.
Maintenance of Traffic During Construction. Maintenance of traffic and sequencing of
construction would be planned and scheduled in order to minimize traffic delays throughout the
Project Study Area. Signs would be used (as appropriate) to provide notice of road closures and
other pertinent information to the traveling public. The local news media would be notified in
advance of road closings and other construction-related activities that could excessively
inconvenience the public. Access to all businesses and residences would be maintained to the
extent possible through controlled construction scheduling.
Truck traffic in the Project Study Area would increase during construction. If access to
construction staging areas and the construction site requires temporary access roadways, a traffic
plan will be developed during the final engineering design phase to define designated truck routes
and parking areas for construction vehicles.
If there are places where pedestrian travel will be temporarily impeded by the work zone (in the
case of an off-site traffic detour, for example) consideration must be given to whether or not a
work zone pedestrian detour is necessary. This will be included as part of the traffic plan
developed during final design of the Preferred Alternative.
Fog. Dense fog may occur at certain times of the year along the major rivers in the Project Study
Area, including the Catawba River and the South Fork Catawba River. NCTA and NCDOT do not
have a written policy regarding procedures for designing projects in fog-prone areas. Projects are
studied on a case-by-case basis, typically after a project has been constructed. For example,
NCDOT evaluated the conditions on the I-95 bridge over the Roanoke River near Roanoke Rapids.
In this location, NCDOT installed a weather station to assess weather conditions, such as fog, and
to prompt a variable message sign warning travelers of thick fog and limited visibility. Additional
devices used to enhance safety in fog-prone areas can include reflective pavement markers and
lighting. In accordance with NCDOT normal operating procedures, fog-related safety issues will
be evaluated on a case-by-case basis after construction, and measures installed where warranted.

HUMAN ENVIRONMENT Chapter 3

APRIL 2009 GASTON EAST-WEST CONNECTOR DEIS 3-35
3.2.6.3 Summary of Impacts to Community Resources
Impacts. Tables 3-8 and 3-9 provide details on the type and/or amount of project impacts.
Table 3-10 summarizes impacts to community resources. Based upon the summary provided in
Table 3-10:
• DSAs 27 and 81 would have the least total impacts on community facilities. However,
DSA 81 would not impact any churches, while DSA 27 would impact three churches.
• DSAs 4, 5, 58, and 64 would have the highest total number of community facilities
impacted.
• All DSAs would require a minor amount of property from the edges of the property owned
by Mecklenburg County planned for the future Berewick District Park, but would not
affect the use of the park (Letters dated September 25, 2008 and December 5, 2008 from
Mecklenburg County Park and Recreation Department in Appendix A-5).
• DSAs 5, 9, 64, 68, 77, and 81 would have the most impacts on recreational facilities.
However, most impacts to recreational facilities are anticipated to be minor property
encroachments that would not affect the uses of the sites, with the exception of impacts to
Karyae Park. DSAs 58, 64, 68, 76, 77, and 81 would adversely affect this site.
TABLE 3-10: Summary of Impacts to Community Resources
Churches  
DSA 
# of Churches 
with Impacts 
to Main 
Buildings 
Impact to 
Property and/or 
Outbuildings 
Only 
Cemeteries1 Schools2 Fire 
Stations3
Parks & 
Recreational 
Facilities4 
Total Impacts to 
Community 
Facilities 
4 2 3 1 1 0 3a,c,e 10 
5 3  3 1 0 0 4 a,c,d,f 10 
9 2 1 0 0 0 4 a,c,d,e 7 
22 1 4 1 1 0 2 a,e 9 
23 2 4 1 0 0 3 a,d,f 9 
27 1 2 0 0 0 3 a,d,e 6 
58 1 2 1 2 1 3 a,b,e 10 
64 2 2 1 1 1 4 a,b,d,f 10 
68 1 0 0 1 1 4 a,b,d,e 7 
76 0 2 1 2 0 3 a,b,e 8 
77 1 2 1 1 0 4 a,b,d,f 8 
81 0 0 0 1 0 4 a,b,d,e 5 
1.  The cemeteries included are those that would require relocation. 
2.  DSAs 4, 22, 58, and 76 encroach on Forestview High School property fringe and some parking areas.  DSAs 58, 64, 68, 76, 77 and 81 
encroach on Sadler Elementary School property with no impact on school use or access. 
3.  Encroachment on property of Crowders Mountain South VFD.  Use of site not affected. 
4.  a. – Future Berewick District Park, publicly‐owned, public access ‐ Minor right‐of‐way encroachment not affecting use and function. 
 b. – Karyae YMCA Facility, privately‐owned ‐ Impacts to several buildings and courtyard. 
 c. – Linwood Springs Golf Course, privately‐owned ‐ Access change only. 
 d. – Carolina Speedway, privately‐owned ‐ Right‐of‐way encroachment and probable impacts to parking area. 
 e. – Duke Energy Corporation recreational fields, privately‐owned ‐ Right‐of‐way encroachment at northern boundary of fields. 
 f. – Daniel Stowe Botanical Garden (DSBG), privately‐owned ‐ Minor right‐of‐way encroachment not affecting use and function.