2.4

2.4 Alternatives Refinement
Public and agency co�nments and review of GSMNP visitor needs were given consideration in determining
the facilities, amenities, and alternatives that were chosen for detailed study. Revisions to the initially
suggested study alternatives include the following:
■ elimination of the Special Purpose Park Road,
■ elimination of the Administrative Access Road,
■ elimination of the Cable Cove Bridge Corridor,
■ addition of the Proctor Option (modified version of the Flint Gap Corridor and part of the baseline
Northern Shore Corridor), and
■ addition of a northern crossing of Forney Creek.
2.4.1 Two Road Types Recommended for Detailed Study
The Special Purpose Park Road was eliminated from further study due to the problems associated with a
very long road (roughly 30 mi [48 km]) that provides travel in only one direction. A road would provide
new vehicular access for emergency service vehicles attending to both visitor and vehicular incidents;
however, the one-way road would not be able to provide a quick return route. The return route would
include NC 28 and US 19/LTS 74 which, as compared with a two-way road, would delay the return of
emergency vehicles. Also, motorists are not expected to utilize a long one-way road due to the
inconvenience of this return route. The use of a pair of one-way, one-lane roads could reduce travel time
and improve the usefulness of the road. However, the area of impact would be greater than that of the
two-lane road types recommended for further study.
The Administrative Access Road was also eliminated from further study. Since the Administrative Access
Road would not be opened to the public on a regular basis, the benefits far local communities and GSMNP
visitors were not expected to justify the anticipated cost and environmental impacts associated with
construction of the roadway. In addition, the roadway's designated use is inconsistent with the intent of the
1943 Agreement.
The remaining two road types, Principal Park Road and Primitive Park Road, were recommended for further
study for the partial-build and build corridors (as described in Section 2. l.2 and illustrated in Figure 2-2 and
Figure 2-4).
2.4.2 Elimination of the Cable Cove Bridge Corridor
The Cable Cove Bridge Corridor was proposed to cross Fontana Lake via a major bridge crossing to tie into
Cable Cove Road within the Nantahala National Forest lands. Upon review, the United States Forest Service
(USFS) determined and stated in a June 29, 20041etter that the Cable Cove Bridge Corridor is not consistent
with their current standards and guidelines as defined in the Nantahala/Pisgah Land and Resource
Management Plan (Forest Plan). The USFS manages many of these areas for wildlife habitat and quality
scenery, with limited disturbance from motorized vehicles. Many of these areas are also classified as
Retention Visual Quality Objective because of visibility from Fontana Lake. This classification does not
Description of Alternatives — 2-12
North Shore Road Final Environmental Impact Statement

allow visual evidence or differentiate impacts to the surrounding characteristic landscape. In addition, the
USFS' Transportation System Management guidelines require limits on motorized vehicles in certain areas,
and the area that would be affected by the proposed alternative already exceeds that limit.
NPS could not proceed with implementation of this alternative without revision to the Forest Plan and USFS
approval. In addition, based on comments received, the alternative seemed to lack public interest and
support. Therefore, this alternative was dropped from further consideration.
2.4.3 Addition of the Proctor Option (Modified Version of the Flint Gap Corridor and part of the
Baseline Northern Shore Corridor)
As noted in Section 2.3.23, the Flint Gap Corridor was modified to reduce impacts and to address the
public's desire to avoid major bridge crossings and to have access to the Proctor area. The Flint Gap
Corridar modification was renamed the Proctor option and incorporated into tbe baseline Northern Shore
Corridor. The Proctar option would turn north just east of Hazel Creek to follow Lakeshore Trail for
approximately 2.7 mi (4.3 km). The Proctor option would then turn to the west continuing to follow
Lakeshore Trail to the vicinity of Fontana Lake and the Eagle Creek embayment. This route is shown on
Figure 2-8 as the Northern Shore Corridor.
In addition to the Proctor option, another route was considered to address the public's desires. This route,
the Deep Gap route, would turn north in the vicinity of Pilkey Creek and Clark Branch and continue through
the Deep Gap for approximately 3.8 mi (6.1 km) (this route was considered during the initial-options phase
and is shown on Figure 2-5 as segment 31). From here, this route would follow Lakeshore Trail to the west,
overlapping the route of the Proctor option.
The Deep Gap route, as compared with the Proctar option, was expected to have a greater potential to inhibit
the ability for vehicles to stop (due to steep grades), more frequent road closures, and increased erosion
problems. T'�e use of steep grades for long distances, especially with the presence of precipitation, is a
greater concern with the Deep Gap route than with the Proctor option. More than half the length
(approximately 2.7 mi [4.3 km]) of the Deep Gap route involves continual steep grades. In addition to snow
and ice necessitating road closure, frost occurrences would likely hinder proper vehicle control and cause
more closures for the Deep Gap route. Based on tbese concerns, the Deep Gap route was not recommended
for further study.
2.4.4 Addition of the Forney Creek Crossing Option
Based on the public's concern regarding the aesthetic impact and financial cost associated with major bridge
crossings, two options for crossing Forney Creek are under consideration far the Partial-Build Alternative to
Bushnell and the Northern Share Corridor (Figure 2-8). In addition to the original crossing proposed at the
Forney Creek embayment, an option was added to a�oid the major bridge crossing by following a northern
route to cross Forney Creek upstream of the impounded waters. This norkhern roLrte will be considered the
baseline for the Partial-Build Alternative to Busbnell and the Northern Shore Corridor in the detailed
analysis. The option around the Forney Creek embayment is more than a mile (1.6 km) longer than the
option that crosses it.
Description of Alternatives — 2-13
North Shore Road Final Environmental Impact Statement