3.1

3. Affected Environment
This chapter describes the existing conditions of tbe study area, including the human, cultural, physical, and
natural aspects of the environment. It also includes topics such as the transportation netwark and viewsheds.
Information in this chapter is drawn from the technical report appendices and the ECR dated January 2004.
This information has been used to evaluate each alternative's possible environmental impacts, which are
discussed in Chapter 4.
3.1 Existing Roadway and Traffic Conditions
3.1.1 Roadway and Traffic Conditions
The primary transportation network between Bryson Ciry and Fontana Dam includes US 19, US 74, and NC
28, all south of Fontana Lake. US 19 is a two-lane facility that goes through downtown Bryson City before
merging with US 74 southwest of town. Beginning southwest of Bryson City, the merged US 19/LTS 74 is a
four-lane, divided facility with a grass median, then transitions to a fiv�lane, undivided section west of the
Little Tennessee River. NC 28, although a north-south route overall, runs east-west through the study area.
The Transportation Planning Branch of the NCDOT records the functional classification of US l 9 as a
"major collector" and both US 74 and NC 28 as "principal arterials."
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ning of NC 28 to four lanes
The 2003 average daily traffic (ADT) volumes for US 19 range from
approximately 3,800 to 10,400 vehicles per day (vpd) from the US
74 interchange through Bryson City, while US 74 ranges from
approximately 8,600 to 10,200 vpd within the study area. The 2003
ADT volumes for NC 28 range from approximately 230 to 2,100
vpd between Deals Gap and US 19/LTS 74. ADT volumes are
primarily associated with land use and population density; therefore,
the higher volumes are in proximiry to Bryson City, while the lowest
volumes occur in the more remote portions of the study area.
US 19 from the US 74 interchange through Bryson City has a variable posted speed limit ranging from 20 to
45 mph (30 to 70 kph). The speed limit along US 74 within the study area is constant at 55 mph (90 kph).
The posted speed limits along NC 28 between Deals Gap and the US l 9/LTS 74 intersection range between
20 and 55 miles per hour (mph) (30 and 90 kilometers per hour [kph]).
Roadways on the north side of Fontana Lake in the project vicinity are limited. Fontana Road intersects US
19 in Bryson City and extends northwest to GSMNP. At the boundary of GSMNP, Fontana Road becomes
Lake View Road (also known as Lakeview Drive or North Shore Road). This roadway from Bryson City
into GSMNP has posted speed limits ranging from 20 to 35 mph (30 to 55 kph). The western segment of
Lake View Road includes a tunnel that was completed in 1970, but is not utilized by vehicular traffic.
Within the GSMNP portion of the study area, many old roadbeds exist. Although some of these old
roadbeds have been completely abandoned, several of them have been partly or wholly converted to, and are
Affected Environment — 3-1
North Shore Road Final Environmental Impact Statement

maintained as, hiking trails. Of greatest significance is former NC 288. Much of this old road is now
submerged under Fontana Lake; however, some sections are above the lake's high-water level. Most of
these sections are now used for Lakeshore Trail. NPS uses several other old roads as administrative roads
for service vehicle access, including Forney Creek Trail and Noland Creek Trail.
The condition of these roadways and trails is further described in Section 2.1 of the ECR. Tunnel and bridge
conditions are described in Section 2.13 of the ECR.
3.1.2 Roadway Capacity
A capaciry analysis was campleted to determine the impact of the region's transportation demand on the
study area's existing transportation network. Analyses were conducted for existing US 74, US 19, NC 28,
and Fontana Road for the base year 2003 using adjusted traffic volumes. (Refer to the 2003 Traffic Surveys
Section of the ECR, Section 2.2.4.) Traffic within the study area is adequately accommodated by the
existing roadway system, even during the peak traffic volume months of July and August. Areas of
moderate congestion occur during the summer months within Bryson Ciry, and there are a few areas with
capaciry deficiencies. There are relatively low volumes of traffic within the study area, even during the pealc
summer months, and no areas of significant congestion.
Level of service (LOS) is a qualitative measure used to describe the operating conditions of a roadway. The
Highway Capacity Manual (Transportation Research Board 2000) generally describes LOS in terms of
factars such as speed, travel time, freedom to maneuver, traffic interruptions, driver comfort and
convenience, and safery. LOS is represented by a letter rarilcing from "A" to "F," with "A" representing fre�
flow conditions, and "F" representing traffic-breakdown conditions. Levels of service are described as
follows:
LOS A
■ Vehicles move in fre�flow traffic conditions to select their desired speed.
■ Motorists have great maneuverability with the traffic stream.
■ The general level of travel comfort and convenience is excellent.
LOS B
■ Vehicles move in stable-flow conditions.
Motorists' operating speeds are somewhat affected by other vehicles.
Motarists experience a slight decline in the freedam to maneuver within the traffic stream.
LOS C
■ Vehicles move in stabl�flow traffic conditions.
■ Motarists' operating speeds and maneuverability are substantially affected by other vehicles.
■ The general level of comfort and convenience declines noticeably.
LOS D
■ The stable traffic flow begins to become unstable due to a higher density of vehicles.
■ Travel speeds and freedom to maneuver are severely restricted.
■ The general level of comfort and convenience is poor.
■ Operational problems occur with small increases in traffic volumes.
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North Shore Road Final Environmental Impact Statement

LOS E
■ Vehicles move in unstabl�flow traffic conditions.
■ Speeds are uniformly reduced.
■ Traffic volumes are at ar approaching the roadway's capacity level
■ Motorists' freedom to maneuver within the traffic stream is extremely constrained.
■ The general level of travel comfort and convenience is extremely poor.
■ Breakdowns in the transportation system are caused by small increases in traffic volumes.
LOS F
■ Vehicles move in forced-flow (stop-and-go) traffic conditions.
■ Traffic volumes exceed the roadway capacity level.
■ Hazardous queues develop.
■ Traffic congestion causes traffic to be stopped for long periods.
Existing LOS on area roadways and at intersections is summarized below and presented in more detail in the
Roadway Capacity Section of the ECR, Section 2.2.5.
3.1.2.1 Corridor Conditions
Four of the five mainlines examined operate at acceptable levels of service under current roadway
conditions. The majoriry of the roadways within the study area are found to have an acceptable LOS due to
low volumes of traffic, even during the area's peak tourism season. While most of the roadways studied
operate at LOS A, representing fre�flow conditions, Fontana Road, from Bryson City to GSMNP, operates
closer to capacity at LOS C. This is due to a combination of steep grade and lack of passing zones. US 19
operates at LOS E through Bryson City, from the US 74 interchange to SR ] 168 (Walker Woody Road), due
to relatively heavy traffic volumes and a large number of access points.
3.1.2.2 Intersection Conditions
The majority of intersections along US 74 and NC 28 operate at acceptable capacities, while intersections
within Bryson City (such as Everett Street with Depot Street) can approach, or operate at, unacceptable
capacities during peak hours throughout tourist season.
The unsignalized intersection of Everett Street and Depot Street in Bryson Ciry operates at an unacceptable
LOS during the p.m. peak-traffic hour. This is primarily due to the number of left-tuming vehicles, coming
from northeast Bryson City on westbound Depot Street that must stop and wait for a pause in the Everett
Street traffic. Since there are only singl�lane approaches to this intersection, on all four legs, the number of
traffic gaps available for turning movements is minimal. Furthermore, each stopped vehicle impedes all
other movements on that leg, which can cause significant queues.
The LOS of the signalized intersection of US 19 and Veterans Boulevard was also found to deteriorate
during the p.m. peak hour. This deficiency is due to the relatively large numbers of westbound and
southbound left-turn movements sharing lanes with through-moving vehicles under a two-phase signal
control.
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North Shore Road Final Environmental Impact Statement

3.1.3 Accident Analysis
Accident data were obtained from the Traffic Engineering Branch of the NCDOT for the study area. The
data include four mainline sections of US 74, US 19, NC 28, and Fontana Road and ten intersections along
these roadways. The data represent all reported accidents occurring within a 3-year period from the fall of
1999 through the fall of 2002.
During this 3-year period, 76 accidents were reported at the ] 0 intersections, and 208 accidents were reported
along approximately 54.6 mi (88 lcm) of primary mainline sections, between intersections, within the study
area. US 74 has an accident rate well below the average state rate, while US 19 has an accident rate
approximately 80 percent higher than the statewide average for rural US routes. The accident rate for NC 28
is approximately 45 percent higher than the North Carolina average. Rear-end accidents are the most
common accident type for intersections. Along mainline sections, "vehicles driving off the road" was the
most common type of accident.
A relatively large amount of motorcycle traffic is in the study area during the summer and fall months. The
region is very popular with motorcyclists, likely because of the scenic views and curved roadways.
Motorcycle racing has been reported along NC 28 between NC 143 and US 129 in Deals Gap. This activity
has contributed to a high probability for motorcycle accidents. Roughly 14 percent of mainline roadway
accidents involved motorcycles.
For specific corridor and intersection accident rates, refer to the Accident Analysis Section of the ECR,
Section 2.3.
3.2 Existing Human Environment
3.2.1 Socioeconomic and Community Features
The region surrounding the North Shore Road Project is rural, sparsely populated and growing more slowly
than the state of North Carolina, but at a moderate pace. The majority of lands in both Swain and Graham
counties are federally owned. Small communities and development are concentrated along major roads and
highways such as US l 9, US 74, and NC 28. Bryson City is the largest town in the area.
The area's economy is transitioning to a predominantly servic�based economy centered on tourism
associated with public and private outdoor recreation activities and other unique attractions such as the
GSMR and the Cherokee casino. Economic conditions lag state averages, despite gains since l 990.
The region has been shaped by historic Cherokee presence, early agricultural settlements, the timber
industry, mining operations, and major public warks that include the Fontana Dam, creation and expansion
of GSMNP, and USFS Nantahala National Forest creation and acquisitions.
Details of the area's history and its influence on people living in the area of the North Shore Road Project
today, are discussed in the Socioeconomic and Communiry Features and Cultural Resources sections of the
ECR (Sections 3.2 and 3.3, respectively).
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North Shore Road Final Environmental Impact Statement