4.2.1

■ the direct and indirect effects of the impact; and
■ the cumulative effects of the impact in question along with other impacts.
NPS management policies do not state what would be acceptable or not acceptable (i.e., constitute
impairn�ent) under any of these factors. It is left to the manager to assess information on each of these
factors, weigh that information, and use professional judgment to decide if the integrity of the park resources
or values would be harmed by the action.
An impact would be more likely to constitute impairment to the extent that it affects a resource or value
whose conservation is:
■ necessary to fulfill specific purposes identified in the establishing legislation or proclamation of the park;
■ lcey to the natural or cultural integriry of the park or to opporiunities for enjoyment of the park; or
■ identified in the park's general management plan or other relevant NPS planning documents as being of
significance.
An impact would be less likely to constitute an impairment if it is an unavoidable result of an action
necessary to preserve or restore the integrity of park resources or values.
Impairment evaluations for GSMNP and AT resources are included throughout Chapter 4 and summarized in
Section 4.9.
4.2 Impacts to the Human Environment
4.2.1 Traffic, Mobility, and Access
4.2.1.1 Methodology for Assessing Traffic, Mobility, and Access Impacts
The methodology used in this analysis includes development of traffic projections for the partial-build and
build alternatives and an evaluation of operations on area roadways and at key intersections. Traffic during
construction also is considered. The approach to assessing impacts of traffic generated by the study
alternatives on the surrounding community focuses on changes in mobiliry and access to community
facilities and transportation networks. For these factars, the direct, indirect, and cumulative consequences of
likely project-related changes are assessed. Direct effects could include alteration in access to GSMNP
resources. Indirect effects could include changes in local traffic patterns in response to truck traffic traveling
on local roads during construction.
The analysis considers the rype, context, duration, and intensity of impacts to mobiliry and access.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-11
North Shore Road Final Environmental Impact Statement

Type
Mobility and access impacts are characterized as beneficial or adverse. Beneficial impacts might include
relieving traffic congestion or providing new access or roadway connections. Adverse impacts include
increasing local traffic congestion or degrading existing access.
Context
Impacts to mobility and access could occur within GSMNP and at the local and regional levels.
Duration
Mobility and access impacts can be temporary ar extend over a longer period. Impacts are characterized as
short-term if they are temporary or transient in nature, for example, impacts to local roads and intersections
from tnick traffic related to roadway construction. Long-term impacts are those that would occur regularly
for many years ar on an ongoing basis into the foreseeable future, for example, increased traffic on local
roads associated with visitors to the North Shore Road
Intensity
No/Negligible
Effects on mobility and access would be below detectable levels or detectable only through indirect means,
and they would have no discernible effect on local or regional traffic or travel patterns.
Minor
Effects on mobility and access would be detectable, but limited in number of locations or traffic volumes
affected. Effects would not be expected to alter local or regional traffic or tra�el patterns.
Moderate
Effects on mobility and access would be readily detectable across a broad geographic area or segment of the
communiry and could have an appreciable effect on local or regional traffic or travel patterns.
Major
Effects on mobility and access would be readily apparent, would extend across the entire community or
region, and would have a highly noticeable influence on local or regional traffic or travel patterns.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-12
North Shore Road Final Environmental Impact Statement

4.2.1.2 Summary of Traffic, Mobility, and Access Impacts
Traffic projections were developed for the partial-build and build alternatives after they open and are fully
operational. Seasonal factors and vehicle classification percentages were developed for the alternatives.
Traffic operations on the partia]-build and build alternatives, as well as on area roadways and at area
intersections were evaluated and construction traffic and accident rates were reviewed. This information is
incorporated into mobility and access impact determinations for all alternatives.
4.2.1.2.1 2025 Traffic Projections
To determine background traffic volumes for the future design year, a growth factor of ].9 percent per year
was applied to the 2003 peak-hour traffic to obtain the 2025 peak-hour volumes. This is the volume of
traffic that would be expected on roadways in the study area if none of the build alternatives were
constructed and represents the No-Action Alternative. Figure 4-1 shows the projected 2025 peak-hour traffic
volumes on area roadways.
Potential traffic volumes on area roadways outside of GSMNP resulting from the Monetary Settlement
would depend on local use of funds.
Traffic volumes along the partial-build and build alternatives are shown in Table 4-1.
Table 4-1. 2025 Traffic Volumes
Alternative A�1DT"" Peak Seasonal Peak Seasonal Peak
(vpd) Hour Average Hour Peak Day Hour
(vph) Day (vph) (vpd) (vph)
Laurel Branch Picnic Area
Bushnell (Primitive Park Road)
Bushnell (Principal Park Road)
Northern Shore Corridor
(Primitive Park Road)
Northern Shore Corridor
(Principal Park Road)
Note: �AADT — Annual Average Daily Traffic
64 5
144 12
226 18
150 12
475 38
140 11
328 26
612 49
311 25
746 60
298 21
586 41
1102 77
554 44
1342 107
In predicting traffic volumes for the Laurel Branch Picnic Area and the Partial-Build Alternative to Bushnell,
two different approaches were applied to achieve somewhat similar results. One approach was to consult the
Institute for Transportation Engineers' (ITE's) Trip Generation Manual to determine the traffic that would
use each day-use development area (facility), based upon acreage. The other approach was to perform an
economic analysis based on the types of amenities at each faciliry and determine traffic volumes from faciliry
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-13
North Shore Road Final Environmental Impact Statement

usage. Assumptions were made to determine reasonable traffic volumes for each facility. Since recreational
facilities are not a category in the TTE manual, and the rypes of amenities available are not adjustable, an
assumption was made that each faciliry would be similar to a Regional Park (Category 417). The size of
each faciliry was based on preliminary footprints, topography, existing trail locations, and lake frontage.
Traffic volumes obtained from the ITE manual were assumed to be during the peak tourist season. For the
economic analysis, the number of uses were estimated for each facility for different day types (summer
weekend, off-season weekday, etc.) and combined with vehicle occupancies to obtain number of vehicles.
With the Laurel Branch Picnic Area, all of the traffic would come from or through the Bryson City area.
Figure 4-2 shows the projected 2025 peak-hour traffic volumes on area roadways for this alternative.
With the Partial-Build Altemative to Bushnell, all of the traffic will came from or through the Bryson City
area. It is assumed that the volume of traffic to the facility at the Partial-Build Altemative to Bushnell with a
Primitive Park Road would be 50 to 60 percent less than for a Principal Park Road due to the Primitive Park
Road being less desirable to travel with much lower travel speeds. Figures 4-3 and 4-4 show the projected
2025 peak-hour traffic volumes on area roadways for the Partial-Build Altemative to Bushnell (Primitive and
Principal Park Roads).
In projecting future vehicles along the Northern Shore Corridor, traffic volumes were reviewed for scenic
roadways within the region that were thought to be somewhat similar to the Northern Shore Corridor. In
addition, projected economic impacts were utilized in developing traffic projections. Assumptions were
made to determine reasonable traffic volumes for the Northern Shore Cotridor. Once complete, the Northern
Shore Corridor (Principal Park Road) would become an attractive scenic route for tourists, as well as a
connector between Bryson City and Fontana Dam/NC 28. In that other roadways used for comparison have
been in service for a number of years, volumes shown for this alternative represent stabilized, long-term
volumes once the road has been completed and is well known and the initial surge effects have subsided.
These estimates were made based on comparisons with sections of similar scenic roadways in tbe area (Blue
Ridge Parkway, Skyline Drive, Cherohala Skyway, and NC 28). The volume of traffic on the Northern
Shore Corridor would decrease an estimated 30 to 35 percent far a Primitive Park Road because this lower-
speed unpaved roadway is expected to be less desirable for travel. For the Northern Share Corridor, it was
assumed that 50 percent of the traffic created by the road would come from the Bryson City area and 50
percent would come from the Fontana Dam area. For traffic from the Fontana Dam area, it was further
assumed that 80 percent would be coming and going from the Tennessee direction (Deals Gap) while 20
percent would be from the Fontana Village direction. Figures 4-5 and 4-6 show the projected 2025 peak-
hour traffic voluines on area roadways for the Northern Shore Corridor (Primitive and Principal Park Roads).
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-14
North Shore Road Final Environmental Impact Statement

4.2.1.22 Seasonal Factors
Monthly traffic volume data and seasonal factors provided by NCDOT, TDOT, and the NPS were reviewed
to derive monthly traffic volume factors for application to this project. As shown in Table 4-2, July is the
peak month, although in the case of the Northern Shore Corridor it is matched by October, reflecting the role
of the fall color season as a major tourist attraction for the region. Again, assumptions were made regarding
the attractiveness of the Primitive Park Road and the number of amenities available at each facility in
predicting seasonal factors. It was also assumed that the Northern Shore Corridor (Primitive Park Road)
would be closed during the winter months.
Table 4-2. Monthly Traffic Volume Percentages
Laurel Partial-Build to Partial-Build to Northern Shore Northern Shore
Branch Bushnell Bushnell Corridor Corridor
Month Picnic Area (Primitive Park Rd) (Principal Park Rd) (Primitive Park Rd) (Principal Park Rd)
January 50°/o 38°/o 29°/o 0°/o 46%
February 50% 38% 29% 0% 52%
March 50°/o 38% 29% 30°/o 61 °/o
April 50% 38% 29% 74°/a 90°/a
May 62% 54% 46% 109% 104%
June 119°/a 131% 102% 140% 140%
July 218% 228% 271% 207% 157%
August 193% 213% 252% 170% 139%
September 193% 213% 252% 122% 120%
October 119°/a 131 % 102°/a 207% 153%
November 50% 38°/a 29% 0% 90%
December 50% 38% 29% 0% 49°/a
Note: Percentages are based on an average month, which is defined as 100 percent, and would equal one-twelfth of total annual traffic.
4.2.1.2.3 Vehicle Classifications
In order to determine the percentage of vehicle types, vehicle volumes were reviewed for scenic roadways
within the region that were thought to be somewhat similar to the Northern Shore Corridor. Again,
percentages were derived based on comparisons and assumptions regarding each type of facility, the
attractiveness of each road rype, and the amenities available. The vehicle classification percentages are
shown in Table 4-3.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-15
North Shore Road Final Environmental Impact Statement

Table 4-3. Vehicle Classification Assumptions
Partial - Partial - Northern Northern Shore Corridor
Laurel Build to Build to Shore (Principal Park Rd)
Branch Bushnell Bushnell Corridor
Picnic Area (Primitive (Principal (Primitive Peak Off-Season
Park Rd) Park Rd) Park Rd) Season
Motorcycles 5% 5% 5% 7°/a 15% 6%
Cars/SUVs 84% 85% 84% 86% 77% 91 %
RVs/Trailers 10°/o 10% 10% 7°/o 7% 3%
Buses 1% 0.5% 1% 0% 1% 0.25%
42.1.2.4 Traffic Operations Analysis — 2025
4.2.1.2.4.1 InteYSections
The LOS was studied at seven intersections that would be affected by the various alternatives. Since no
provisions have been made for improvements to these intersections, they were analyzed as they exist. Figure
4-7 shows the LOS for the No-Action Alternative. The intersections with stop sign control were assumed to
remain with stop sign control, and the two signalized intersections were assumed to remain signalized. With
the normal increase of traffic from 2003 to 2025, some intersections will operate at an undesirable LOS with
or without any of the alternatives.
Figures 4-8 through 4-12 show the LOS at each intersection for the alternatives. Tables 4-4 and 4-5 show
the LOS and tbe delay at each unsignalized and signalized intersection, respectively, for the partial-build and
build alternatives. Data for the No-Action Alternative are also included for comparison purposes.
THIS SPACE HAS BEEN INTENTIONALLY LEFT BLANK.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-16
North Shore Road Final Environmental Impact Statement

Table 4-4. Intersection Level of Service — Unsignalized (2025)
Mainline Side Street
Intersection LOS Delay LOS Delay
(a.m./p.m.) in seconds (a.m./p.m.) in seconds
(a.m./n.mJ (a.m./n.mJ
#1 — Welch Road (SR 1246) and NC 28
No-Action A/A 7.3/7.4 A/A 8.8/8.9
Laurel Branch Picnic Area A/A 7.3/7.4 A/A 8.8/8.9
Partial-Build to Bushnell (Primitive Park Road) A/A 7.3/7.4 A/A 8.8/8.9
Partial-Build to Bushnell (Principal Park Road) A/A 7.3/7.4 A/A 8.8/8.9
Northern Shore Corridor (Primitive Park Road) A/A 7.3/7.4 A/A 8.9/8.9
Northern Shore Corridor (Principal Park Road) A/A 7.4/7.4 A/A 9.0/9.0
#2 - NC 143 and NC 28
No-Action A/A 8.5/8.1 B/B 12.6/14.5
Laurel Branch Picnic Area A/A 8.5/8.1 B/B 12.6/14.5
Partial-Build to Bushnell (Primitive Park Road) A/A 8.5/8.1 B/B 12.6/14.5
Partial-Build to Bushnell (Principal Park Road) A/A 8.5/8.1 B/B 12.6/14.5
Northern Shore Corridor (Primitive Park Road) A/A 8.5/8.1 B/B 12.6/14.6
Northern Shore Corridor (Principal Park Road) A/A 8.5/8.1 B/B 12.9/15.0
#3 - US 19/US 74 and NC 28 North
No-Action A/A 8.7/9.4 D/D 25.3/28.4
Laurel Branch Picnic Area A/A 8.7/9.4 D/D 25.3/28.4
Partial-Build to Bushnell (Primitive Park Road) A/A 8.7/9.4 D/D 25.3/28.4
Partial-Build to Bushnell (Principal Park Road) A/A 8.7/9.4 D/D 25.3/28.4
Northern Shore Corridor (Primitive Park Road) A/A 8.7/9.4 D/D 25.6/28.8
Northern Shore Corridor (Principal Park Road) A/A 8.7/9.4 D/D 26.6/29.8
#4 - US 19/US 74 and NC 28 South
No-Action A/A 9.2/9.2 B/B 14.9/13.8
Laurel Branch Picnic Area A/A 9.2/9.2 B/B 14.9/13.8
Partial-Build to Bushnell (Primitive Park Road) A/A 9.2/9.2 B/B 14.9/13.8
Partial-Build to Bushnell (Principal Park Road) A/A 9.2/9.2 B/B 14.9/13.8
Northern Shore Corridor (Primitive Park Road) A/A 9.2/9.2 C/B 15.1/13.8
Northern Shore Corridor (Principal Park Road) A/A 9.2/9.2 C/B 15.2/13.9
#7 - Everett Street and Depot Street
No-Action A/B 9.8/10.1 F/F 167.0/808.6
Laurel Branch Picnic Area A/B 9.8/10.1 F/F 186.8/864.2
Partial-Build to Bushnell (Primitive Park Road) A/B 9.8/10.2 F/F 200.4/904.1
Partial-Build to Bushnell (Principal Park Road) B/B 10.0/10.3 F/F 233.9/-*
Northern Shore Corridor (Primitive Park Road) A/B 9.8/10.1 F/F 186.8/864.8
Northern Shore Corridor (Principal Park Road) A/B 9.9/10.2 F/F 212.0/957.7
Note: Intersection numbers correspond to the numbers on Figures 4-1 through 4-12. Intersection #5 and #6 are listed in Table 4-5 because
they are signalized.
� Results greater than allowable in the analysis software.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-17
North Shore Road Final Environmental Impact Statement

Table 4-5. Intersection Level of Service — Signalized (2025)
Intersection
#5 - US 19/US 74 Main Street and Veterans
Boulevard
No-Action
Laurel Branch Picnic Area
Partial-Build to Bushnell (Primitive Park Road)
Partial-Build to Bushnell (Principal Park Road)
Northern Shore Corridor (Primitive Park Road)
Northern Shore Corridor (Principal Park Road)
#6 - US 19/US 74 Main Street and Everett Street
No-Action
Laurel Branch Picnic Area
Partial-Build to Bushnell (Primitive Park Road)
Partial-Build to Bushnell (Principal Park Road)
Northern Shore Corridor (Primitive Park Road)
Northern Shore Corridor (Principal Park Road)
Total Intersection
LOS
(a.m./p.m.)
D/F
D/F
D/F
D/F
D/F
D/F
B/B
B/C
C/C
C/C
B/C
B/C
Delay in seconds
(a.m./p.m.)
42.7/113.5
44.3/114.3
45.1 /113.9
45.6/118.2
44.6/115.2
50.7/117.4
17.9/19.3
18.7/20.0
21.7/21.5
22.7/22.2
18.6/20.1
18.9/20.7
Note: Intersection numbers correspond to the numbers on Figures 4-1 through 4-12. Intersection #1-4 and #7 are listed in
Table 4-4 because they are not signalized.
4.2.1.2.4.2 Area Roadway Corridors
Mainline LOS values for the major roadways analyzed are listed in Table 4-6. Four of the six mainlines
examined appear to operate at acceptable levels of service under 2025 roadway conditions. The majority 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, Fontana Road
from Bryson City to GSMNP appears to operate closer to capacity at LOS C. This is lilcely due to a
combination of steep grade and lack of passing zones. The two sections of US 19 operate at LOS E through
Bryson Ciry, from the US 74 interchange to SR ] 168 (Walker Woody Road), due to relatively heavy traffic
volumes and a large number of access points. As shown in Table 4-6, none of the alternatives are projected
to affect the LOS for major roadways in the area.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-18
North Shore Road Final Environmental Impact Statement

Table 4-6. Level of Service — 2025
Mainline Roadway LOS
SR 1364 (Fontana Road)
No-Action C
Laurel Branch Picnic Area C
Partial-Build to Bushnell (Primitive Park Road) C
Partial-Build to Bushnell (Principal Park Road) C
Northern Shore Corridor (Primitive Park Road) C
Northern Shore Corridor (Principal Park Road) C
US 19 from Bryson City to SR 1168 (Walker Woody Road)
No-Action E
Laurel Branch Picnic Area E
Partial-Build to Bushnell (Primitive Park Road) E
Partial-Build to Bushnell (Principal Park Road) E
Northern Shore Corridor (Primitive Park Road) E
Northern Shore Corridor (Principal Park Road) E
US 19 from US 74 Interchange to Bryson City
No-Action E
Laurel Branch Picnic Area E
Partial-Build to Bushnell (Primitive Park Road) E
Partial-Build to Bushnell (Principal Park Road) E
Northern Shore Corridor (Primitive Park Road) E
Northern Shore Corridor (Principal Park Road) E
US 74 from NC 28 Intersection to SR 1190 Interchange
No-Action A
Laurel Branch Picnic Area A
Partial-Build to Bushnell (Primitive Park Road) A
Partial-Build to Bushnell (Principal Park Road) A
Northern Shore Corridor (Primitive Park Road) A
Northern Shore Corridor (Principal Park Road) A
NC 28 from Almond to Stecoah
No-Action A
Laurel Branch Picnic Area A
Partial-Build to Bushnell (Primitive Park Road) A
Partial-Build to Bushnell (Principal Park Road) A
Northern Shore Corridor (Primitive Park Road) A
Northern Shore Corridor (Principal Park Road) A
NC 28 from Stecoah to Fontana Village
No-Action A
Laurel Branch Picnic Area A
Partial-Build to Bushnell (Primitive Park Road) A
Partial-Build to Bushnell (Principal Park Road) A
Northern Shore Corridor (Primitive Park Road) A
Northern Shore Corridor (Principal Park Road) A
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-19
North Shore Road Final Environmental Impact Statement

4.2.1.2.4.3 Project Corridor Conditions
Each of the alternative corridors in the study is expected to generate a relatively low volume of traffic. The
Northern Shore Corridor (Principal Park Road) from Bryson City to NC 28 west of Fontana Lake would
generate the most traffic, while the road to the Laurel Branch Picnic Area would generate the least amount of
traffic. Table 4-7 gives the expected LOS for the different alternates. Each alternative is expected to operate
at LOS A.
Table 4-7. Level of Service for an Alternative's New Roadway - 2025
Alternative
No-Action
Monetary Settlement
Laurel Branch
Partial-Build to Bushnell (Principal Park Road)
Partial-Build to Bushnell (Primitive Park Road)
Northern Shore (Principal Park Road)
Northern Shore (Primitive Park Road)
4.2.1.2.5 Construction Traffic
Peak Season ADT Peak Hour LOS
(vpd)
298
1,102
586
1,342
554
NA
NA
A
A
A
A
A
During construction, traffic is expected to increase in the areas surrounding the project, including Bryson
City and Fontana Dam. A majority of the construction traffic would be composed of trucks hauling
materials and equipment to and from the construction area. Due to these traffic increases, and the types of
vehicles associated with construction, intersection and roadway capacities are expected to be adversely
affected during this phase of the project.
Construction activities that would require numerous trips to haul materials include clearing and grubbing,
excavation of pyritic material, placement of stable fill, limestone treatment of pyritic material, subgrade
placement, and asphalt paving. The actual number of construction vehicles would be based upon many
factors such as construction schedule, construction process, number of workers, types of equipment, location
of materials, and others, depending on which alternative is chosen. As an example, truck traffic associated
with the excavation of pyritic material and limestone treatment has been estimated to range between 5 and 56
roundtrips into and out of the Park per day, or 1 to 6 trucks making such a roundtrip each hour during the
hauling phases of construction. The Laurel Branch Picnic Area would generate the lowest number of
additional trucks per day, since it is smaller in size, while the Partial-Build Altemative to Busbnell would
generate the largest number of trucks per day due to its size and projected 5-year construction schedule.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-20
North Shore Road Final Environmental Impact Statement

Excess excavated pyritic material would be hauled offsite and treated with limestone. The nearest supply of
limestone for onsite embankment treatment as well as the offsite treatment of excess pyritic material would
likely come from Tennessee.
The numbers of trudc trips discussed above reflect hauling of materials into and out of the Park only. These
estimates do not include traffic generated by workers commuting to the project site each day. In addition,
on-site hauling activities and movements of construction equipment would substantially increase the number
of vehicles operating on each section of the project within the Park while that section is actively under
construction.
The addition of vehicles associated with construction is expected to adversely affect the existing roadway
networks in Bryson City and surrounding areas. To reduce these impacts, it would be necessary to pursue ar
create alternate hauling routes that do not follow the main roadways. Future design would be undertaken to
reduce the amount of excavation and balance earthwork to minimize the amount of excess pyritic rock.
However, the amount of excess pyritic rock to be hauled off likely would necessitate an encapsulation site
near the project, north of Bryson Ciry and possibly an additional site on the western end of the project
(Northern Shore Corridor) to help reduce construction traffic impacts and costs. Disposa] of excess pyritic
material would require specific geology, soils, and site conditions and a plan for encapsulation at the site(s).
The project contractor would be responsible for identifying off-site borrow waste locations and obtaining
permits.
4.2.1.2.6 Accident Rates
If the No-Action Alternative is chosen and no improvements are made to the roadway system, the accident
rates on area roads can be expected to increase as the LOS decreases over time with natural traffic growth
throughout the region. The Northern Shore Corridor (Principal Park Road) would add 475 annual average
daily traffic (AADT) to the area, more than any of the other build alternatives. When the 475 is broken
down into peak hour volumes and disbursed among local intersections in the area, it would have little effect
on the accident rate at any one intersection. The other build alternatives would result in fewer impacts, due
to lower associated traffic volumes.
42.1.2.7 Mobiliry and Access Impacts
4.2.1.2.7.1 No-Action
The No-Action Alternative would result in no changes to mobility and access to the study area ar
surrounding region.
4.2.1.2.7.2 Monetary Settlement
The Monetary Settlement Alternative would result in negligible, indeterminate, short-term and long-term
changes to mobiliry and access in the study area and surrounding region. On the one hand, local investments
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-21
North Shore Road Final Environmental Impact Statement

of the Monetary Settlement may create some additional traffic in area communities, including Bryson City.
New traffic in Bryson City would be in addition to traffrc generated when the GSMR relocates its
headquarters to Bryson City. On the other hand, portions of the Monetary Settlement could be used for local
communities to improve the capacity of local transportation networks and improve or add public
infrastructure and amenities, enhancing mobility and access.
4.2.1.2.7.3 Laurel Branch Pdcnic Area
The Laurel Branch Picnic Area would result in minor, adverse, short-term impacts during construction and a
negligible, beneficial, long-term change to mobility and access in the study area and the surrounding region
generating little additional traffic and providing access to limited amenities at the end of existing Lake View
Road once construction was completed.
4.2.1.2J.4 Partial-Build Alternative to Bushnell (Primitive and Principal Park Roads)
The Partial-Build Altemative to Bushnell (Primitive or Principal Park Road) would result in moderate,
adverse, short-term impacts and negligible to minor, indeterminate, long-term changes to mobiliry and access
in the study area and surrounding region. The long-term impacts would be negligible to minor for the
Primitive Park Road, due to road conditions and lower traffic volumes, and minor for the Principal Park
Road. The Partial-Build Alternative to Bushnell would not create any new connections in the region's
transportation network. The Partial-Build Alternative to Bushnell would provide increased access into
GSMNP for area residents and outside visitors to this area of the Park, specifically providing up to 8 mi (13
km) of additional road into the Park and a new driving experience, access to several cemeteries, new short
hikes at the Bushnell site, and closer access to the lake, including a boat ramp. The additional traffic
generated by the amenities at Bushnell and during construction would add to traffic in downtown Bryson
City, which currently experiences some congestion during peak periods and will experience traffic growtb
due to natural population growth and increases in the number of visitors to the area, as well as added traffic
once the GSMR relocates its headquarters to Bryson City. Access to Swain County High School along
Fontana Road would be impacted, primarily during morning and afternoon peak periods, by additional traffic
traveling to and from the Bushnell destination, as well as traffic during construction. While construction
impacts would be more evenly distributed throughout the year, the long-term impacts due to additional
visitor traffic would be concentrated on weekends and during the summer peak season when school is not in
session.
Southern Option at Forney Creek Embayment
The Southern Option at Forney Creek Embayment would not alter impacts to mobility and access that would
result from the Partial-Build Altemative to Bushnell.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-22
North Shore Road Final Environmental Impact Statement

4.2.1.2J.5 Northern Shore Corridor (Primitive and Principal Park Roads)
The Northern Shore Corridor (Primitive or Principal Park Road) would result in moderate, adverse, sbort-
term impacts and minor to moderate, beneficial or indeterminate, long-term changes to mobility and access
in the study area and the surrounding region. The long-term impacts would be moderate for the Principal
Park Road, but minor for the Primitive Park Road due to the additional lengtb and the extremely low-speed
road conditions. The Northem Shore Corridor would connect Lake View Road to NC 28. The Northern
Shore Corridor would provide increased access into GSMNP far area residents and outside visitors to this
area of the Park. This alternative would provide up to 34 mi (55 km) of additional road into the Park and a
new driving experience, access to several additional cemeteries and trails, and closer access to the lake via
these trails throughout the portion of the study area within GSMNP. The additional traffic generated by the
Northern Shore Corridor and during its construction would increase traffic in downtown Bryson City, which
currently experiences some congestion during peak periods and will experience natural growth of its
population and visitors, as well as added traffic once the GSMR relocates its headquarters to Bryson City and
has additional departures. Access to Swain County High School along Fontana Road wolild be impacted,
primarily during morning and afternoon peak periods while school is in session, by the additional traffic
traveling on the Northern Shore Corridor, as well as traffic during construction.
Southern Option at Forney Creek Embayment, Hazel and Eagle Creek Embayments, and Crossing Fontana Dam
The Southern Options at Forney Creek Embayment, Hazel and Eagle Creek Embayments, and Crossing
Fontana Dam would not affect impacts to ruobility and access resulting from the Northern Shore Corridor.
42.1.2.8 Cumulative Impacts
Projected economic impacts and development trends were taken into account in developing 2025 traffic
projections. Due to the limited volume of increased traffic, there would be no further cumulative impacts to
mobility and access in the study area resulting from the proposed alternatives.
4.2.1.2.9 Wildlife Impacts
The introduction of traffic from alternatives that involve building new roadway sections could result in
increased mortaliry to wildlife having to cross the road. These effects are incorporated into overall impacts
presented in Terrestrial Wildlife, Section 4.4.6. Noise during construction and fram traffic introduced by
roadway alternatives would result in impacts to the behavior of migratory birds and other wildlife.
Additional information on soundscape impacts to wildlife and section references are in Soundscapes, Section
4.3.5.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-23
North Shore Road Final Environmental Impact Statement

4.2.1.3 Mitigation Options to Address Potential Mobility and Access Impacts
Options to address potential mobility and access impacts include:
■ identification of hauling routes that minimize traffic on congested roadways; and/or
■ location of encapsulation sites near the project, north of Bryson City as well as possibly on the western
end of the project (for the Northem Shore Corridor).
4.2.2 Community
The study alternatives would have a variery of impacts to the physical and social infrastructure of
communities adjacent to GSMNP, as well as to outside communities interested in GSMNP and its natural
and cultural resources.
4.2.2.1 Methodology for Assessing Community Impacts
The approach to assessing impacts of the study alternatives on the surrounding community considers two
factors: (1) existing conditions of the surrounding study area in regards to the physical infrastructure and (2)
effects on the social networks and social and psychological perspectives (social infrastructure) of former
residents, current residents, and visitors in the study area. Far these factors, the direct, indirect, and
cumulative community consequences of likely project-related changes are assessed. Direct effects could
include alteration in access to GSMNP cultural or natural resources. Indirect effects could include short-term
demands for local housing created as a result of jobs provided during road construction or long-term impacts
to local populations due to changes in the number of annual visitors to the Park and surrounding areas.
The analysis considers the type, context, duration, and intensity of the community consequences.
Type
In regard to community effects, few standards exist as to what constitutes beneficial ar positive changes or
those considered adverse or negative. For example, the TVA's construction of Fontana Dam during World
War II resulted in new jobs but required relocations. This event may be viewed as adverse by some and
beneficial by others. For this analysis, an attempt was made to capture the major issues that frame whether
various groups view an alternative positively or negatively. It is important to note that while representative
groups share some issues and values, an individual may hold any one or a set of these values differently than
another individual and may feel much more or less strongly about a given value than others do. For
additional insight into issues of concern to the public regarding the North Shore Road Project, summaries of
public comments on the project from the EIS planning phases are found in the Public Involvement Comment
Summary (Appendix �.
Clarification of the term "baseline" for this project:
The Partial-Build Alternative to Bushnell and the Northern Shore Corridor include a baseline route, as well as options to that route.
Baseline routes and options are detailed in Section 2.5 and shown on Figure 2-8. Baseline routes have been compared to existing
conditions. Impact analyses for the options are shown as a difference from the associated baseline route.
Environmental Consequences — 4-24
North Shore Road Final Environmental Impact Statement