4.2.3

4.2.2.3 Mitigation Options to Address Potential Community Impacts
Options to address potential communiry impacts include:
■ identification and development of heritage and interpretation opportunities to accompany any alternative,
■ Park management strategies regarding cultural and natural resources,
■ improvements to connections to cemetery access roads or trails by a given alternative (Cultural
Resources, Section 4.2.8),
■ use of the Monetary Settlement for public works projects to enhance qualiry of life in the area and/ar to
focus on specific social infrastructure impact concerns, particularly those pertaining to local heritage and
culture, and/or
■ continued public consultation and coordination on the North Shore Road Project and on subsequent
actions and strategies related to the project.
4.2.3 Economics
Construction of one of the partial-build or build alternatives or selection of the Monetary Settlement would
provide a new stimulus to the regional economy, generating economic benefits for residents, businesses, and
local governments in the area. Such effects include additional jobs, personal income, and retail sales.
4.2.3.1 Methodology for Assessing the Economic Impacts
The methodology used in this analysis of economic impacts is driven by four parameters: (1) estimated
construction cost of the road altematives and proposed amount of the Monetary Settlement Alternative; (2)
estimated additional Park staff and operating expenditures; (3) estimated traffic/visitor volumes for each
alternative; and (4) economic characteristics of visitors in terms of origin and typical spending
characteristics. Inputs related to these parameters are entered into a version of the IMPLAN model (IMpact
Analysis for PLANning) originally developed by the USFS to assist in land resource management planning,
but subsequently privatized and widely adopted for use in a host of planning and economic impact
assessment applications.
Resulting economic impacts are describedby five parameters: (1) new jobs supported; (2) personal
income generated; (3) retail sales generated; (4) intraregional shifts in economic activity; and (5) economic
development and sustainability. Examples of direct impacts include jobs for construction of the partial-
build and build alternatives and the hiring of additional NPS staff. An example of indirect economic
impacts is new service jobs in local restaurants, stores, and motels resulting from increased visitation to
the Park and surrounding communities. The direct, indirect, and cumulative consequences of the project-
related changes are assessed.
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 — 4-35
North Shore Road Final Environmental Impact Statement

Economic impacts are assessed in tenns of type, duration, and intensiry. More detail on the economic
analysis approach and assumptions can be found in the Regional Economic Impacts Technical Report
(Appendix F).
Type
Economic effects can be beneficial, adverse or indeterminate. Beneficial effects are those that are broadly
accepted or recognized as improving economic conditions, either in general or for a specific group of
individuals, economic entities, or organizations and institutions. Examples of beneficial effects include
reduced unemployment, higher personal income, and economic diversification and sustainability.
Adverse effects are those generally recognized as representing a diminishment of economic welfare, either
in general or for a specific group of individuals, economic entities, or organizations and institutions.
Examples of adverse effects include a decrease in employment opportunities, an increase in the cost of
living unmatched by higher incomes, or the erosion of public sector fiscal resources to fund public
facilities and services.
Indeterminate effects are those for which the incidence, magnitude, timing, or distribution of the impacts
cannot be determined or which include both beneficial and adverse effects, in some instances accruing to
different communities, populations, or public entities or jurisdictions, such that the net effect is
indeterminate.
Duration
Economic changes attributable to the alternatives can be temporary or can extend over a lengthier period.
The principal characteristic of duration related to the alternatives relates to the temporal relationship
between direct construction activiry and any induced i�npacts that may extend beyond the construction
period.
Short-term effects are those that occur during the planning, design and construction activities associated
with the initial federal government funding provided for each alternative. Long-term effects are those that
extend beyond completion of direct activities associated with the initial federal government funding
provided for each alternative or that are initiated after completion. Such activities include ongoing
operations and maintenance of federally funded improvements and tbose effects associated with increased
visitation to GSMN P.
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 — 4-36
North Shore Road Final Environmental Impact Statement

Timing
This factor, characterized as either immediate or having a delayed/deferred onset, is a modifier indicating
that the effects do not begin concurrently with construction of the project, but rather are delayed or
deferred pending completion of all or major portions of the project. For example, increased visitor use
associated with a build alternative would not begin until construction was complete and the entire road
was opened to travel by the public.
Intensity
The scale or intensity of the economic impacts refers to the relative change(s) associated with the alternatives
when compared with current conditions or future conditions under the No-Action Alternative. Where
possible, both the cbange and the baseline conditions are quantified, but the relative changes may be assessed
on a qualitative basis. In addition to the relative magnitude, factors considered when assessing the scale or
intensity parameter include the degree of awareness or ease of ineasurement of the changes and the
geographic scope or size of population affected. The impact thresholds for economic conditions are defined
below.
No/Negligible
Effects on employment, personal income, public sector revenues, or the structure and functioning of the
local/regional economy would be below detectable ]evels ar detectable only through indirect means and
would have no discernible effect on economic conditions.
Minor
Effects on employment, personal income, public sector revenues, ar the structure and functioning of the
local/regional economy would be detectable ar observable, but would be localized in geographic extent
and/ar population ar size of group affected, comparable in scale/magnitude to typical year-to-year or
seasonal variations, and not expected to substantively alter the established economic structure and
environment.
Moderate
Effects on employment, personal income, public sector revenues, or the structure and functioning of the
local/regional economy would be readily detectable or observable across a broad geographic area or segment
of the community and could have noticeable effects on the established economic structure and conditions.
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 — 4-37
North Shore Road Final Environmental Impact Statement

Major
Effects on employment, personal income, public sector revenues, or the structure and functioning of the
local/regional economy would be readily detectable or observable, affect a substantial segment of the
population, would extend across much of a communiry or region, and would be likely to have a substantive
influence on the economic environment.
4.2.3.2 Summary of Economic Impacts
Annual visitation, jobs, personal income, and taxable retail sales were evaluated for the alternatives.
Under the No-Action Alternative, projected long-term population growth described in Community Impacts,
Section 4.2.2, for Swain and Graham counties would be accompanied by economic growth of an estimated
3,200 jobs between 2003 and 2025 beyond the combined total of 10,864 jobs for the two counties in 2003.
Increases in the number of jobs and resident population will also be reflected in increased total personal
income and retail sales in the two counties, which recorded a combined $432 million in personal income (US
Bureau of Economic Analysis 2005) and a combined $135 million in retail sales in 2003 (North Carolina
Department of Revenue 2004).
Driving forces underlying changes in the region include the relocation of the GSMR headquarters to Bryson
City, gaming operations and associated development in Cherokee, the trend for increased second home
construction in western North Carolina, and general increases in tourism and outdoor recreation in respond to
regional and national growth. Many of the jobs supported by these driving forces will be seasonal in nature.
That pattern will heighten the region's current dependency on such seasonal jobs, along with the associated
effects on unemployment and personal income. Because of that, local economic development initiatives
have focused on creation of year-round jobs in the area.
The GSMNP recorded 2004 recreation visitation of 9.2 million (NPS 2005a). The highest recorded GSMNP
visitation occurred in 1999 when there were 103 million visitors, with lower levels of recreation visitation
recorded in recent years. However, recreation visits to GSMNP have trended upwards over the long-term,
despite similar periodic declines. More information on GSMNP visitation trends is presented in the Regional
Economic Impacts Technical Report (Appendix F).
The projected annual visitation for the partial-build and build alternatives is shown in Table 4-8. Table 4-8
also shows the portion of the annual visitors to the partial-build and build alternatives who represent new
visitors rather than visitors attracted from other locations in the Park or region. Variations in projected
visitation reflect the different road designs, the rype and capaciry of travel and supported recreational use, the
length of season, and full or partial-build design. More information on the visitor projections and how they
were derived is presented in the Regional Economic Impacts Technical Report (Appendix F). No direct
impacts on recreation use and visitation to the Park or broader region would result from the Monetary
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 — 4-38
North Shore Road Final Environmental Impact Statement

Settlement Alternative, although induced impacts on visitation could result, depending on what investments
Swain County makes using proceeds of the settlement.
Table 4-8. Projected Annual Recreation Visitor Use, Total and Net New
for the Partial-Build and Build Alternatives*
Primitive Park Road Principal Park Road
Laurel Branch Picnic Area
Total Annual Visitors Not Applicable 38,900
Net New Annual Visitors Not Applicable 10,500
Partial-Build Alternative to Bushnell
Total Annual Visitors
Net New Annual Visitors
Northern Shore Corridor
Total Annual Visitors
Net New Annual Visitors
77,600
21,300
118,800
70.900
Note: � Projected use is in addition to current recreation use on Lake View Road.
Source: ARCADIS EIS Project Team, 2005.
123,500
38,200
463,600
279.300
The short-term and long-term job impacts of the alternatives are shown in Charts 4-1 and 4-2 and Table 4-9.
Jobs would primarily be located in Swain and Graham counties.
Short-term job impacts are primarily a function of the estimated project construction costs (Cost, Section
2.10), with the more costly projects generating higher levels of sbort-term employment. Chart 4-1 compares
average annual job impacts of each alternative, which range from 45 jobs per year for 18 years for Monetary
Settlement Alternative to 488 jobs per year for 15 years for the Northern Shore Corridor (Principal Park
Road).
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 — 4-39
North Shore Road Final Environmental Impact Statement

Chart 4-1
Annual Jobs During Project Construction
soo
500 -----------------------------------------------------
400 .....................................................
300 --------------------------------- _... _..
200 ---------------------- ---- ---- ---
100 ------------ ---- ---- ---- ---
0
�` c L c — >
�v a� 3 �a � ;�
C N J m y E
O � L
r2 N m d
N
' 1O L � � L �
d fl. ai ai �, a% ai .ti'
L L
L� � t E '1.: t C
3'L C N L C y L.
m a z a z a
Note: � Investments by Swain County could induce increases in economic activities that
result in employment gains higher than shown. However, the timing and magnitude of such
impacts would depend on how Swain County uses the funds.
Total job impacts due to construction will compare differently than the average annual jobs shown above
because the length of construction varies by alternative:
■ 18 years for the Monetary Settlement Alternative for a total of 806 job-years of employment,
■ 2 years for Laurel Branch Picnic Area for a total of 207 job-years,
■ 5 years for the Partial-Build Alternative to Bushnell for a total of 1,191 job-years for the Primitive Park
Road and 1,882 job-years for the Principal Park Road, and
■ 15 years for the Northern Shore Corridor for a total of 4,391 job-years for the Primitive Park Road and
7,315 job-years for the Principal Park Road.
The two southern options at the three embayments and the Southern Option Crossing Fontana Dam affect
short-term job impacts due to the associated changes in construction costs. These changes to annual short-
term job impacts are shown in Table 4-9. As with the annual short-term job impacts, the total effect of these
increases and decreases in annual jobs during construction would be multiplied by the length of the
associated construction periods of 5 years for the Partial-Build Alternative to Bushnell and I S years for the
Northern Shore Corridar.
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 — 4-40
North Shore Road Final Environmental Impact Statement

Table 4-9. Impact of the Southern Options on Annual Jobs During Construction
Partial-Build Alternative to Bushnell
Option at Forney Creek Embayment
Northern Shore Corridor
Option at Forney Creek Embayment
Option at Hazel and Eagle Creek Embayments
Option Crossing Fontana Dam
Primitive Park Road Principal Park Road
+20 jobs / yr
+6 jobs / yr
+29 jobs / yr
-8 jobs / yr
-46 jobs / yr
-15 jobs / yr
-20 jobs / yr
-11 jobs / yr
Long-term job impacts are a function of the demand for services in and around GSMNP caused by increased
visitation to the Park and the surrounding area. Long-term job impacts for the action alternatives range from
13 for Laurel Branch Picnic Area to 223 for the Northern Shore Corridor (Principal Park Road) and are
shown in Chart 4-2.
Chart 4-2
Long-Term Jobs After Project Construction
250
200 ----------------------------------------------------
150 ----------------------------------------------------
100 ----------------------------------------------------
50 -----------------------------•-- ---- ----
0
� N tl — G1 _ R i � d i � R
lC G1 = f0 � !+ � Q L � �'' .0 � �t„)
N E J m L� t C '� L£ 'i'' L C
= N Vl .L W•i O N i O N i
�o � m a m a z a z a
�
Note: � Investments by Swain County could induce increases in economic activities that
result in employment gains higher than shown. However, the timing and magnitude of
such impacts would depend on how Swain County uses the funds.
Economic effects of the alternatives on personal income and net retail sales are shown in Table 4-10 and
generally mirrar the levels of visitars and job impacts described above for the alternatives. However, the
relationship between personal income and net retail sales varies due to the substantially lower number of new
visitors with the primitive road design and partial-build altematives.
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 — 4-41
North Shore Road Final Environmental Impact Statement

Table 4-10. Annual Long-Term Increases in Personal Income and Net Retail Sales
Alternative Road Type Total Personal Incomes - Per Year Net Retail Sales - Per Year
Monetary Settlement�
Laurel Branch Picnic Area
Partial-Build Alternative to Bushnell
Primitive Park Road
Principal Park Road
Northern Shore Corridor
Primitive Park Road
Principal Park Road
$ 470,000
$ 490,000
$ 1,230,000
$ 1,521,000
$ 2,390,000
$ 5,670,000
$ 140,000
$ 590,000
$ 1,370,000
$ 2,240,000
$ 4,040,000
$14,270,000
Note: ' Investments by Swain County could induce additional increases in economic activities. The timing and magnitudes of such
increases would depend on how Swain County uses the funds and are beyond the scope of this analysis.
The full economic analysis is presented in the Regional Economic Impacts Technical Report (Appendix F).
Overall economic impacts taking into consideration not only the quantifiable visitation, job, income, and
sales impacts, but also effects on intraregional economic competitiveness and economic development and
sustainability, far each alternative are summarized in the following sections.
42.3.2.1 No-Action
The No-Action Alternative would not impact local or regional economies. The region will continue to
experience changes due primarily to the relocation of the GSMR headquarters to downtown Bryson City, the
trend for increased seasonal home construction in western North Carolina, and gaming operations and hotels
in Cherokee. These existing trends and planned actions are further described in Cumulative Impacts, Section
4.1.2.
4.2.3.22 Monetary Settlement
The Monetary Settlement Alternative is projected to result in moderate, beneficial impacts in the short-
term and long-term, characterized by some deferral, but increasing over time as subsequent investments
and expenditures are made.
The impact of the Monetary Settlement Alternative on visitation, jobs, income, and retail sales are presented
in Charts 4-1 and 4-2 and Tables 4-8 through 4-10. Projected impacts of 45 annual jobs during the initial
investment period would represent 0.4 percent of total jobs in Swain and Graham counties in 2003. The
projected 16 long-term jobs would represent 0.1 percent of total jobs in the two counties in 2003 and 0.5
percent of estimated job growth by 2025. The projected long-term impacts on total annual personal income
and net retail sales are $470,000 and $140,000, respectively, which each would represent 0.1 percent of the
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 — 4-42
North Shore Road Final Environmental Impact Statement

respective total personal income and retail sales figures for Swain and Graham counties in 2003. More
detailed information on economic impacts of the Monetary Settlement Alternative is presented in the
Regional Economic Impacts Technical Report (Appendix F).
The job estimates for the Monetary Settlement Alternative and resulting income and sales impacts are
conservative because they do not include induced or indirect jobs generated by capita] projects or
economic development opporiunities in which Swain County might choose to invest. The proceeds of the
Monetary Settlement Alternative would provide a unique opportunity for Swain County to spur local
economic and community development efforts. Over the ]ong term, this alternative could stimulate
economic diversification and sustainability and result in shifts in intraregional competitiveness to an extent
not achieved with other alternatives. In addition, the way in which tbese economic changes could
combine with other planned actions and existing trends discussed under the No-Action Alternative would
depend on how Swain County uses the funds.
4.2.3.2.3 Laurel Branch Picnic Area
This alternative would result in negligible, beneficial economic impacts in the short-term and long-term
due to relatively low construction cost and limited draw of the facility for new visitor use. These slight
economic impacts would not be likely to result in greater cumulative impacts even when combined with
other planned actions and existing trends.
The impact of the Laurel Branch Picnic Area on visitation, jobs, income, and retail sales are presented in
Tables 4-8 through 4-10. Projected impacts of 104 annual jobs during the 2-year construction period
would represent 1.0 percent of total jobs in Swain and Graham counties in 2003. The projected 13 long-
term jobs would represent 0.] percent of total jobs in the two counties in 2003 and 0.4 percent of the
projected job growth by 2025. The projected long-term impacts on total annual personal income and net
retail sales are $490,000 and $590,000, respectively, which would represent 0.1 percent and 0.4 percent of
total personal income and retail sales figures for Swain and Graham counties in 2003. More detailed
information on economic impacts of the Laurel Branch Picnic Area is presented in the Regional Economic
I�npacts Technical Report (Appendix F).
4.2.3.2.4 Partial-Build Alternative to Bushnell (Primitive and Principal Park Roads)
Construction of the Partial-Build Alternative to Bushnell (Primitive Park Road) would provide moderate,
short-term economic benefits and minor, long-term economic benefts associated with limited long-term
gains in new recreation visitors. Short- and long-term economic benefits would be larger for the Principal
Park Road than far the Primitive Park Road due to higher construction costs and larger increases in visitor
use associated with the improved access, particularly boating and heritage tourism use. The Partial-Build
Alternative to Bushnell (Principal Park Road) would provide �najor short-term benefits. However, the
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 — 4-43
North Shore Road Final Environmental Impact Statement

difference in specific benefits associated with long-term increases in visitor use would not be substantial
enough to change the overall level of long-term economic impact for the Principal Park Road froin minor.
The Partial-Build Alternative to Bushnell (Pri�nitive and Principal Park Roads) would expand the scale
and type of recreation and heritage tourism opportunities in the Park. However, although benefits would
be concentrated in Swain County and specifically Bryson City, there would be little effect on intraregional
competitiveness or economic development. The long-term benefits would be slightly delayed in onset,
beginning when the road and amenities were open to the public following the 5-year construction period.
The impact of the Partial-Build Alternative to Bushnell on visitation, jobs, income, and retail sales are
presented in Tables 4-8 through 4-10, and Charts 4-1 and 4-2. The moderate, short-term impacts for the
Primitive Park Road include 238 annual jobs during the 5-year construction period, which would represent
2.2 percent of total jobs in Swain and Graham counties in 2003. The major, short-term impacts for the
Principal Park Road include 376 annual jobs during the 5-year construction period, which would represent
3.5 percent of total jobs in Swain and Graham counties in 2003. As noted, long-term economic impacts
for the Partial-Build Alternative to Bushnell are minor far both road types. The projected 37 long-term
jobs for the Primitive Park Road and 51 long-term jobs for the Principal Park Road would represent 0.3
percent and 0.5 percent, respectively, of total jobs in the two counties in 2003 and would represent l.2 and
1.6 percent, respectively, of the projected job growth by 2025. The projected long-term impacts on tota]
annual personal income are $1,230,000 far the Primitive Park Road and $1,521,000 for the Principal Park
Road, which would represent 0.3 percent and 0.4 percent of total personal income for Swain and Graham
counties in 2003. Projected long-term changes in net retail sales are $],370,000 far the Primitive Park
Road and $2,240,000 for the Principal Park Road, which represent 1.0 percent and 1.7 percent,
respectively, of total retail sales for Swain and Graham counties in 2003. More detailed information on
economic impacts of the Partial-Build Alternative to Bushnell (Primitive and Principal Park Roads) is
presented in the Regional Econornic Impacts Technical Report (Appendix F).
These impacts, when added to the other planned actions and trends would likely result in some cumulative
impacts to the area, but these indirect and cumulative economic impacts would be limited by the heavy use
of the alternative by local users and would remain localized in nature, most particularly in Swain County
and Bryson City.
Southern Option at Forney Creek Embayment (Primitive and Principal Park Roads)
The Southern Option at Forney Creek Embayment would not affect overall economic impacts resulting from
the Partial-Build Altemative to Bushnell. Although, there would be increases in short-term, construction-
related jobs, income, and retail sales for the Primitive Park Road and decreases in short-term, construction-
related jobs, income, and retail sales for the Principal Park Road due to the difference in construction costs,
these changes would not alter the overall short-term economic impacts of the Northern Shore Corridor.
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 — 4-44
North Shore Road Final Environmental Impact Statement

42.3.2.5 Northern Shore Corridor (Primitive and Principal Park Roads)
The Northern Shore Corridor (Primitive Park Road) would yield moderate, short-term economic benefits
associated with construction of the road, transitioning to minor benefits in the long-term associated with
limited increases in visitation, which have a delayed onset until the road is completed and opened following
a 15-year construction period. The road would result in some redirection of traffic flows, affecting
intraregional competitiveness. However, it would reinforce existing seasonal economic cycles and
dependency on tourism.
The impact of the Northern Share Corridar (Primitive Park Road) on visitation, jobs, income, and retail sales
are presented in Tables 4-8 through 4-10, and Charts 4-1 and 4-2. Projected impacts of 293 annual jobs
during the 15-year construction period would represent 1.0 percent of total jobs in Swain and Graham
counties in 2003. The projected 821ong-term jobs would represent 0.8 percent of total jobs in the two
counties in 2003 and 2.6 percent of the projected job growth by 2025. The projected long-term impacts on
total annual personal income and net retail sales are $2,390,000 and $4,040,000, respectively, which would
represent 0.6 percent and 3.0 percent of total personal income and retail sales figures for Swain and Graham
counties in 2003. More detailed information on economic impacts of the Northern Shore Corridor (Primitive
Park Road) is presented in the Regional Economic Impacts Technical Report (Appendix F).
The Northern Shore Corridor (Principal Park Road) would yield major, short-term economic benefits due to
higher construction costs for the road and moderate benefits in the long-term associated with greater
expected increases in visitation due to better driving conditions. Again, visitation increases and associated
impacts would have a delayed onset until the road is completed and opened. The road would result in greater
redirection of traffic flows and have mare effect on intraregional cotnpetitiveness. However, like the
Primitive Park Road, the Principal Park Road would continue to reinforce existing seasonal economic cycles
and dependency on tourism.
The impact of the Northern Shore Corridor (Principal Park Road) on visitation, jobs, income, and retail
sales are presented in Tables 4-8 through 4-10, and Charts 4-1 and 4-2. Projected impacts of 488 annual
jobs during the 15-year construction period would represent 4.5 percent of total jobs in Swain and Graham
counties in 2003. The projected 223 long-term jobs would represent 2.1 percent of total jobs in the two
counties in 2003 and 7.0 percent of the projected job growth by 2025. The projected long-term impacts on
total annual personal income and net retail sales are $5,670,000 and $14,270,000, respectively, which
would represent 1.3 percent and ] 0.5 percent of total personal income and retail sales figures for Swain
and Graham counties in 2003. More detailed information on economic impacts of the Northern Shore
Corridor (Principal Park Road) is presented in the Regional Economic Impacts Technical Report
(Appendix F).
These impacts, when added to the other planned economic actions and trends would result in greater
cumulative impacts to Bryson Ciry, Cherokee, Swain, Graham, and surrounding counties than would result
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 — 4-45
North Shore Road Final Environmental Impact Statement

from the Partial-Build Alternative to Bushnell, as the Northern Shore Corridor would be projected to attract
more visitation from outside the area (non-local use). These cumulative impacts would be substantially
greater for the Principal Park Road due to higher levels of projected visitation.
Southern Option at Forney Creek Embayment (Primitive and Principal Park Roads)
The Southern Option at Forney Creek Embayment would not affect overall, long-term economic impacts
resulting from the Northern Share Corridor. Although, there would be increases in short-term, construction-
related jobs, income, and retail sales for the Primitive Park Road and decreases in short-term, construction-
related jobs, income, and retail sales for the Principal Park Road due to the difference in construction costs,
these changes would not alter the overall short-term economic impacts of the Northern Shore Corridor.
Southern Option at Hazel and Eagle Creek Embayments (Primitive and Principal Park Roads)
The Southern Option at Hazel and Eagle Creek Embayments would not affect overall economic impacts
resulting from the Northern Shore Corridor. Although, there would be increases in short-term, construction-
related jobs, income, and retail sales for the Primitive Park Road and decreases in short-term, construction-
related jobs, income, and retail sales for the Principal Park Road due to the difference in construction costs,
these changes would not alter the overall short-term economic impacts of the Northern Shore Corridor.
Southern Option Crossing Fontana Dam (Primitive and Principal Park Roads)
The Southern Option Crossing Fontana Dam would not affect overall, long-term economic impacts resulting
from the Northern Shore Corridor. Although, there would be reductions in short-term, construction-related
jobs, income, and retail sales due to the difference in construction costs, these changes would not alter the
overall short-term economic impacts of the Northern Shore Corridor.
42.3.2.6 Cumulative Impacts
The region's economy has been shaped over the past 200 years by histaric Cherokee presence, early
agricultura] settlements, the timber industry, mining operations, and major public works that have included
the Fontana Dam, creation and expansion of GSMNP, and USFS Nantahala National Farest creation and
acquisitions.
The area's economy has been iransitioning 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. The relocation of the GSMR headquarters to Bryson City over the next 10
years will shift some economic activity within the region, adding to current tourism trends in Bryson Ciry.
The ongoing construction of retirement and second homes will also continue to play a role in the region's
economy.
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 — 4-46
North Shore Road Final Environmental Impact Statement

The economic effects of the North Shore Road alternatives when combined with these past actions, existing
conditions, current trends and planned actions in the region were taken into account in assessing the
economic impacts of the alternatives. Those impacts are summarized here.
The Monetary Settlement Alternative has the potential for substantial cumulative economic impacts in the
study area, because the proceeds of the Monetary Settlement Alternative would provide a unique opporiunity
for Swain County to spur local economic and communiry development efforts. This alternative could
stimulate economic diversification and sustainability and result in shifts in intraregional competitiveness to
an extent not achieved with other alternatives. However, the nature and extent of these economic changes
would depend on how Swain County uses the funds.
The limited economic impacts resulting from the Laurel Branch Picnic Area would not be likely to result in
cumulative impacts even when combined with other planned actions and existing trends in the area.
The Partial-Build Alternative to Bushnell (Primitive and Principal Park Roads) would result in some
cumulative economic impacts to the study area, but these economic impacts would be limited by relatively
low levels of projected visitation and the large portion of this visitation that would be local users.
The Northern Shore Corridor would result in the greatest cumulative impacts among the partial-build and
build alternatives, attracting more new visitors to the study area from outside the region. The cumulative
impacts would be substantially greater for the Principal Park Road due to higher levels of projected
visitation.
4.2.4 Land Use
4.2.4.1 Methodology for Assessing Land Use Impacts
Figure 3-2 illustrates the GSMNP GMP Proposed Management Zoning. Also included on Figure 3-2 are the
wilderness recommendation boundary and the potential wilderness addition.
In order to assess the impacts of the study alternatives on GSMNP GMP land use and land use outside
GSMNP, the following were considered: (1) existing land use in the study area, especially along the
proposed roadway alternatives; (2) land management plans and policies in the study area; (3) traffic volumes
projected for roadway alternatives; (4) land ownership (public or private) in the study area, particularly along
the proposed roadway alternatives; and (5) future land use in the area under a No-Action Alternative.
Projected change in travel pattems within and through the study area, as well as economic drivers and
projected econo�nic impacts of the alternatives, were also considered in determining potential indirect and
cumulative impacts on land use. The direct and indirect consequences of the project-related changes were
assessed for each alternative. For example, direct land use impacts would include revisions to the GSMNP
GMP and indirect land use impacts could include induced development outside GSMNP. Land use impacts
are assessed in terms of type, duration, and intensity.
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 — 4-47
North Shore Road Final Environmental Impact Statement