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Home My WebLink About20080365 Ver 1_Environmental Assessment_20080228ENVIRONMENTAL ASSESSMENT Great Smoky Mountains National Park Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary Swain County, North Carolina U.S. Department of the Interior, National Park Service Prepared in cooperation with the U.S. Department of Transportation Federal Highway Administration Easiern Federal Lands Highway Division July 2005 ~~~~o~~D FGB 2~ R 2008 DcNk - WAI `R i~UAtl i 1' ~,A'ETiANDS AND STORNlN~ATER BR~NC:N Prepared pursuant to the Council on Environmental Quality's regulations for implementing the National Environmental Policy Act (43 CFR 1 S00) and 42 U.S.C 4332(2)(C) Project PRA-GRSM 1 B 19 Abstract This Environmental Assessment (EA) addresses the proposal by the National Park Service (NPS) to rehabilitate the pavement and drainage on Newfound Gap Road within the study area and to construct left-turn lanes at seven intersections along the same corridor. The project is located in the Great Smoky Mountains National Park, Swain County, North Carolina. The location of this proposed project is Newfound Gap Road, anorth-south roadway within the Great Smoky Mountains National Park that stretches from the Oconaluftee Visitor Center in Cherokee, North Carolina to the Sugarlands Visitor Center near Gatlinburg, Tennessee. The study area extends from 500 feet north of the Collins Creek Picnic Area to the southern boundary of the Park. Portions of the pavement on Newfound Gap Road are badly deteriorated and require rehabilitation to provide a safe driving surface. Some drainage facilities also are in very poor condition. Existing traffic volumes on Newfound Gap Road approach or exceed roadway capacity during peak visitor seasons. Some intersections within the proposed project limits have poor roadway geometry that results in less than adequate sight distances for approaching motorists. A high number of accidents, including one fatal accident and several with injuries, have been documented at some of these intersections. The frequency and type of accidents, combined with the high traffic volumes, indicate a need for improvements at these intersections to increase public safety and improve traffic operations. The Park's goal in selecting a preferred build alternative is to provide a safe, long-lasting driving surface for visitors and Park staff. Although safety is a primary concern, significant effort has been given to preserving the Park's natural and cultural resources by minimizing impacts to the environment by the proposed improvement. This document determines which aspects of the proposed action have potential for social, economic, or environmental impact and it identifies measures that may mitigate adverse environmental impacts. The public involvement and coordination/consultation with other government agencies is also presented. Table of Contents Abstract .............................................................................................................................................i Table of Contents ....................................................................................................................... .... iii List of Figures ............................................................................................................................ .... vi List of Tables .............................................................................................................................. .... vi 1.0 Purpose and Need for Action ............................................................................................ .. 1-1 1.1 Introduction ............................................................................................................. .. 1-1 1.2 Study Area Description, Culture, and History ........................................................ .. 1-1 1.3 Purpose of the Action ............................................................................................. .. 1-2 1.4 Need for the Action ................................................................................................. .. l-2 1.5 Decision to be Made ............................................................................................... ..1-2 1.6 Issues and Impact Topics ........................................................................................ .. 1-5 1.7 Permits .................................................................................................................... ..1-7 1.8 Interrelationship with Other Plans and Projects ...................................................... .. 1-7 2.0 Alternatives Analysis ........................................................................................................ .. 2-1 2.1 No Action Alternative ............................................................................................. .. 2-1 2.2 Partial Build Alternative ......................................................................................... .. 2-1 2.3 Full Build Alternative ............................................................................................. .. 2-2 2.3.1 Collins Creek Picnic Area ........................................................................... .. 2-3 2.3.2 Smokemont Campground Entrance ............................................................ .. 2-4 2.3.3 Tow String Road ......................................................................................... .. 2-5 2.3.4 Park Circle Drive and Oconaluftee Visitor Center ...................................... .. 2-6 2.3.5 Blue Ridge Parkway .................................................................................... .. 2-7 2.3.6 Big Cove Connector Road .......................................................................... .. 2-8 2.3.7 Summary of Mitigation ............................................................................... .. 2-9 2.4 Environmentally Preferred Alternative ................................................................... 2-10 2.5 Preferred Alternative ............................................................................................... 2-10 2.6 Turn Lane Options Considered and Eliminated ...................................................... 2-11 2.6.1 Collins Creek Picnic Area ........................................................................... 2-11 2.6.2 Smokemont Campground Entrance ............................................................ 2-11 2.6.3 Tow String Road ......................................................................................... 2-11 2.6.4 Park Circle Drive ........................................................................................ 2-11 2.6.5 Oconaluftee Visitor Center ......................................................................... 2-12 2.6.6 Blue Ridge Parkway .................................................................................... 2-12 2.6.7 Big Cove Connector Road (Saunooke Bridge Road) .................................. 2-13 3.0 Affe cted Environment and Environmental Consequences ............................................... .. 3-1 3.1 Land Use ................................................................................................................. .. 3-1 3.1.1 Affected Environment ................................................................................. .. 3-1 3.1.2 Environmental Effects ................................................................................. .. 3-1 3.1.2.1 No Action Alternative ................................................................... .. 3-1 3.1.2.2 Partial Build Alternative ............................................................... .. 3-1 3.1.2.3 Full Build Alternative ................................................................... .. 3-1 3.1.2.4 Conclusion .................................................................................... ..3-2 3.2 Socioeconomics and Community ........................................................................... .. 3-2 3.2.1 Affected Environment ................................................................................. .. 3-2 3.2.1.1 Demographics ............................................................................... .. 3-2 3.2.1.2 Economics ..................................................................................... ..3-2 3.2.2 Environmental Effects ................................................................................. .. 3-3 3.2.2.1 No Action Alternative ................................................................... .. 3-3 iii 3.2.2.2 Partial Build Alternative ................................................................. 3-3 3.2.2.3 Full Build Alternative ................................................................... .. 3-3 3.2.2.4 Conclusion .................................................................................... .. 3-3 3.3 Environmental Justice ............................................................................................. .. 3-3 3.3.1 Affected Environtnent ................................................................................. .. 3-3 3.3.2 Environmental Effects ................................................................................. .. 3-4 3.3.2.1 No Action Alternative ................................................................... .. 3-4 3.3.2.2 Partial Build Alternative ............................................................... .. 3-4 3.3.2.3 Full Build Alternative ................................................................... .. 3-4 3.3.2.4 Conclusion .................................................................................... .. 3-4 3.4 Cultural Resou rces .................................................................................................. .. 3-5 3.4.1 Affected Environment ................................................................................. .. 3-5 3.4.1.1 Archaeological Resources ............................................................. .. 3-5 3.4.1.2 Historic Resources ........................................................................ .. 3-6 3.4.2 Environmental Effects ................................................................................. .. 3-8 3.4.2.1 No Action Alternative ................................................................... .. 3-8 3.4.2.2 Partial Build Alternative ............................................................... .. 3-8 3.4.2.3 Full Build Alternative ................................................................... .. 3-9 3.4.2.4 Conclusion .................................................................................... ..3-9 3.5 Natural Resources ................................................................................................... 3-13 3.5.1 Affected Environment ................................................................................. 3-13 3.5.1.1 Jurisdictional Wetlands ................................................................. 3-13 3.5.1.2 Floodplains ................................................................................... 3-14 3.5.1.3 Water Qualiry ................................................................................ 3-14 3.5.1.4 Physiography, Geology, and Soils ................................................ 3-17 3.5.2 Environmental Effects ................................................................................. 3-18 3.5.2.1 No Action Alternative ................................................................... 3-18 3.5.2.2 Partial Build Alternative ............................................................... 3-18 3.5.2.3 Full Build Alternative ................................................................... 3-18 3.5.2.4 Conclusion .................................................................................... 3-20 3.6 Biological Communities ......................................................................................... 3-21 3.6.1 Affected Environment ................................................................................. 3-21 3.6.1.1 Terrestrial Habitat ......................................................................... 3-21 3.6.1.2 Animal Species ............................................................................. 3-21 3.6.1.3 Aquatic Habitat ............................................................................. 3-22 3.6.1.4 Threatened and Endangered Species ............................................ 3-22 3.6.1.5 Exotic Species ............................................................................... 3-25 3.6.1.6 No Action Alternative ................................................................... 3-26 3.6.1.7 Partial Build Alternative ............................................................... 3-26 3.6.1.8 Full Build Alternative ................................................................... 3-26 3.6.1.9 Conclusion .................................................................................... 3-28 3.7 Human Environment ............................................................................................... 3-29 3.7.1 Affected Environment ................................................................................. 3-29 3.7.1.1 Aesthetics and Viewsheds ............................................................ 3-29 3.7.1.2 Air Qualiry .................................................................................... 3-29 3.7.1.3 Noise ............................................................................................. 3-29 3.7.1.4 Energy ........................................................................................... 3-30 3.7.1.5 Utilities ......................................................................................... 3-30 3.7.2 Environ mental Effects ................................................................................. 3-30 3.7.2.1 No Action Alternative ................................................................... 3-30 3.7.2.2 Partial Build Alternative ............................................................... 3-31 iv 3.7.2.3 Full Build Alternative ................................................................... 3-35 3.7.2.4 Conclusion .................................................................................... 3-36 3.8 Visitor Use and Experience .................................................................................... 3-37 3.8.1 Affected Environment ................................................................................. 3-37 3.8.1.1 Visitation and Facilities ................................................................ 3-37 3.8.1.2 Existing Roadways ....................................................................... 3-38 3.8.1.3 Traffic Volumes ............................................................................ 3-39 3.8.2 Environmental Effects ................................................................................. 3-42 3.8.2.1 No Action Alternative ................................................................... 3-42 3.8.2.2 Partial Build Alternative ............................................................... 3-43 3.8.2.3 Full Build Alternative ................................................................... 3-43 3.8.2.4 Conclusion .................................................................................... 3-44 3.9 Cumulative Impacts ................................................................................................ 3-45 3.9.1 No Action Alternative ................................................................................. 3-46 3.9.2 Partial Build Alternative ............................................................................. 3-46 3.9.3 Full Build Alternative ................................................................................. 3-46 3.9.4 Conclusion .................................................................................................. 3-47 3.10 Summary of Mitigation ........................................................................................... 3-47 3.11 Impairment .............................................................................................................. 3-48 4.0 Summary of Impacts/Alternatives .................................................................................... .. 4-1 5.0 Commitments and Resources ........................................................................................... .. 5-1 5.1 Commitments and Resources .................................................................................. .. 5-1 5.1.1 Irreversible and Irretrievable Commitment of Resources ........................... .. 5-1 5.1.2 Unavoidable Adverse Environmental Effects ............................................. .. 5-1 5.1.3 Local Short-Term Uses and Maintenance/Enhancement of Long-Term Productivity ........................................................................................... .. 5-1 5.1.4 Natural or Depletable Resources ................................................................. .. 5-1 5.1.5 Applicability to Environmental Laws ......................................................... .. 5-1 6.0 Public Involvement and Coordination .............................................................................. .. 6-1 6.1 Agency Involvement ............................................................................................... .. 6-1 6.2 Public Involvement ................................................................................................. .. 6-1 6.3 Interested Agencies and Other Parties .................................................................... .. 6-2 7.0 List of Preparers and Reviewers ....................................................................................... .. 7-1 8.0 References and Web Sites ................................................................................................ .. 8-1 v List of Figures Figure 1: Study Area ................................................................................................................... 1-3 Figure 2: Collins Creek Picnic Area Turn Lane Option .............................................................. 2-3 Figure 3: Smokemont Campground Entrance Turn Lane Option ............................................... 2-4 Figure 4: Tow String Road Turn Lane Option ............................................................................ 2-5 Figure 5: Park Circle Drive and Oconaluftee Visitor Center Turn Lane Option ......................... 2-6 Figure 6: Blue Ridge Parkway Turn Lane Option ....................................................................... 2-7 Figure 7: Big Cove Connector Road Turn Lane Option ............................................................. 2-8 Figure 8: Cultural Resources and Cemeteries ............................................................................ 3-11 Figure 9: Water Resources ......................................................................................................... 3-15 Figure 10: Existing and Proposed Utilities ................................................................................. 3-33 List of Tables Table 1: Land Use Impacts .......................................................................................................... 3-2 Table 2: Federally Protected Species for Swain County, North Carolina ................................. 3-24 Table 3: State Listed Protected Species for Swain County, North Carolina ............................. 3-25 Table 4: Impacts to Plant Communities .................................................................................... 3-26 Table 5: Summary of Environmental Consequences .................................................................. 4-1 vi 1.0 Purpose and Need for Action 1.1 Introduction Newfound Gap Road (NPS Route 10) is a principal north-south roadway within Great Smoky Mountains National Park, and the only roadway that completely traverses the Park. It stretches approximately 31 miles from the Oconaluftee Visitor Center in Cherokee, North Carolina, to the Sugarlands Visitor Center near Gatlinburg, Tennessee. The Park encompasses approximately 521,347 acres (over 800 square miles) and is the most visited National Park, drawing more than 9 million visitors each year. The Park is located in the Appalachian Mountains of North Carolina and Tennessee, and is distinguished by the extraordinary diversity of its natural resources, the abundance of its cultural resources, and the sanctuary it affords for these resources. The purpose and mission of the Park is to preserve these diverse resources and, at the same time, provide for public benefit and enjoyment of these resources. Some of the activities offered to visitors include birding, camping, hiking, fishing, and historic tours. Elevations in the Park range from 875 feet to 6,643 feet. Topology affects local weather, with temperatures averaging 10 to 20 degrees cooler on the mountaintops than in the lower elevations. Annual precipitation averages 65 inches in the lowlands to 88 inches in the high country. Spring often brings unpredictable weather, particularly at higher elevations. Summers can be hot and humid in the lower portions, but more pleasant at higher elevations. Fall has warm days and cool nights and is the driest period. Frosts occur starting late September. Winter is generally moderate, but extreme conditions can occur. The peak tourist months are from June to August and again in October. The lowest visitation occurs during the winter months of December to February. In anticipation of the creation of Great Smoky Mountains National Park, the states of Tennessee and North Carolina initiated construction of a north-south road through the future Park to link Gatlinburg, Tennessee with Cherokee, North Carolina. This initial road was completed in 1930. From the time the Park was officially created through the 1960s, the National Park Service realigned sections of the road to take advantage of more scenic views and less steep grades, and to adhere to National Park Service design guidelines. In 1934, the people of North Carolina and Tennessee donated the original lands of the Park to the Federal Government, creating Great Smoky Mountains National Park. President Franklin Delano Roosevelt officially dedicated the Park on September 2, 1940. The Park was recognized as an International Biosphere Reserve in 1976 and as a World Heritage Site on December 6, 1983. The International Biosphere Reserve Program is a voluntary program that promotes the preservation and protection of biological resources. The World Heritage Site designation reflects the Park's preserved Appalachian culture. 1.2 Study Area Description, Culture, and History The project study area is located within Swain County, North Carolina, and extends along Newfound Gap Road from approximately 500 feet north of the Collins Creek Picnic Area to the southern Park boundary (approximately 6 'h miles), and 500 feet along each of the side roads along that corridor. Figure 1 shows the location of the study area. The intersecting side roads included in this analysis are the Collins Creek Picnic Area entrance, the Smokemont Campground entrance, Tow String Road, Park Circle Drive, the entrances to the Oconaluftee Visitor Center, the Blue Ridge Parkway, and the Big Cove Connector Road (Saunooke Bridge Road). Along this corridor, a number of trails intersect Newfound Gap Road, including the Mingus Creek Trail, the 1-1 Hughes Ridge Trail, the Newton Bald Trail, and the Bradley Fork Trail. There are picnicking sections at the Collins Creek Picnic Area and the Smokemont Campground, equestrian facilities at the Smokemont Campground and Tow String Road, and camping sites and a ranger station at the Smokemont Campground. The historic Mingus Mill is located on the west side of Newfound Gap Road south of the Smokemont Campground and the Oconaluftee Visitor Center is located on the east side of Newfound Gap Road between Mingus Mill and the Blue Ridge Parkway. The Cherokee Indians have lived in the southern Appalachian Mountains for centuries, and had built a substantial nation by the 1600s. When settlers of European descent arrived in the Great Smoky Mountains in the late 1700s, they found swell-established network of Cherokee towns, trails, and crops. As more settlers moved to the region, they began timbering and farming in the mountainous area and building a network of roads and highways. Following the discovery of gold in nearby Georgia, President Andrew Jackson ordered the removal of the Cherokee to Oklahoma in 1838, which led to the infamous "Trail of Tears." Many Cherokees took refuge in the mountains, refusing to leave. Their descendents are now known as the Eastern Band of Cherokee Indians, many of whom live in the reservation adjacent to the Park. The settlers remained independent and continued to live in the Smokies. Logging became a big business in the late 19th and early 20th centuries, and greatly changed the appearance of the land. With the assembly of land for the Great Smoky Mountains National Park in the 1930s, the farmers were forced to leave their homes and the logging companies sold their holdings. The development of the Park has preserved the remaining forested lands and remnants of the early farming communities. 1.3 Purpose of the Action The purpose of this project is to rehabilitate the surface and drainage of Newfound Gap Road to provide a safe, long-lasting driving surface for visitors and Park staff. During the rehabilitation, the Park would provide improvements on Newfound Gap Road to safely and efficiently accommodate vehicular traffic-particularly vehicle turning movements-while adhering to National Park Service Park Road Standards and preserving the adjacent natural and cultural resources along the road corridor. 1.4 Need for the Action Portions of the pavement on Newfound Gap Road are badly deteriorated and require rehabilitation to provide a safe driving surface. Existing traffic volumes on Newfound Gap Road approach or exceed roadway capacity during peak visitor seasons. Analysis has shown that turn lanes at intersections along Newfound Gap Road are needed to promote improved safety and traffic operations for motorists, particularly during the peak tourist periods. The intersection of Newfound Gap Road with Tow String Road also has poor roadway geometry that results in less than adequate sight distances for approaching motorists. A high number of accidents, including one fatal accident and several with injuries, have been documented at some of these intersections. The frequency and type of accidents, combined with the high traffic volumes, indicate a need for improvements at these intersections to increase public safety and improve traffic operations. 1.5 Decision to be Made The National Environmental Policy Act of 1969 (NEPA) requires consideration of the environmental impacts of proposed federal actions. This Environmental Assessment (EA) has been prepared to assist NPS and FHWA decisionmakers in developing solutions to accommodate additional turn lanes and other intersection improvements and to consider the environmental effects of the preferred actions. 1-2 1.6 Issues and Impact Topics Specific impact topics are considered to address the potential natural, cultural, and social impacts that might result from the proposed construction work. These topics are derived from the issues identified above and address federal laws, regulations and orders, Great Smokey Mountain (GRSM) management documents, and NPS knowledge of limited or vulnerable resources. These topics are then used to focus the information presented and discussed in the affected environment and environmental consequences sections of this document. Each impact topic relates to a specific aspect of the Park and its surrounding community, which are essential to protect. A brief rationale for the selection or rejection of each impact topic is given below. Wetlands -Executive Order 11990 (Protection of Wetlands) requires federal agencies to minimize the loss, destruction, or degradation of wetlands and to enhance their natural and beneficial values. The NPS Management Policies, Director's Order 2 (Planning Process Guideline) and Director's Order 12 (NEPA Guideline) provide direction on developments proposed in floodplains and wetlands. Wetlands are located in the vicinity of two intersections within the study area and therefore will be addressed in this document. Environmental Justice -Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low Income Populations, signed February 1994, requires federal agencies to identify and address any disproportionately adverse effects on human health or the human environment of minority and/or low income populations resulting from federal programs, policies and activities. When compared with existing county and state demographic statistics, a higher percentage of minorities and those living below the poverty level reside within the study area. Impacts to low-income and minority citizens will be addressed for each alternative. • Cultural Resources -Cultural Resources will address both Historical and Archaeological resources. Any actions that could potentially affect the Historical and Archaeological resources of the Park, in the project area, will be addressed. As outlined in 36 CFR, Part 800, regulations issued by the Advisory Council on Historic Preservation implementing section 106 of the National Historic Preservation Act (NHPA) of 1966, as amended (16 U.S.C. 470 et seq.), the potential impacts on cultural resources must be addressed. Under the "Criteria of Effect" (36 CFR Part 800.9(a)), Federal undertakings are considered to have an effect when they alter the character, integrity, or use of a cultural resource, or qualities that qualify a property for listing on the National Register of Historic Places. In addition to the National Historic Preservation Act, the National Environmental Policy Act of 1969 (NEPA), the 1916 NPS Organic Act, NPS Management Policies, and NPS- 28 further require the NPS to consider the effects of their proposed actions on cultural resources. • Natural Environment -The NEPA requires an examination of impacts on the components of affected ecosystems. NPS policy requires the protection of the natural abundance and diversity of all the Park's naturally occurring communities. Impacts to resources such as soil, vegetation, and wildlife are included in this topic and will be addressed for each alternative. • Special Status Species Section 7 of the Endangered Species Act directs all Federal agencies to use their authority in the furtherance of the conservation of rare, threatened, and endangered species. Federal agencies are required to consult with the U.S. Fish and Wildlife Service (FWS) to ensure that any action authorized, funded, and/or carried out by the agency does not jeopardize the continued existence of any listed species or critical habitat. NPS policy also 1-5 requires examination of the impacts on federal candidate species and state-listed threatened, endangered, candidate, rare, declining, or sensitive species. Protection and preservation of special status species at the Park are of critical importance and are discussed as part of this document. • Water Quality -The 1972 Federal Water Pollution Control Act, as amended by the Clean Water Act of 1977, establishes a national policy to restore and maintain the chemical, physical, and biological integrity of the nation's waters; to enhance the quality of water resources; and to prevent, control, and abate water pollution. The 2001 NPS Management Policies provides direction for the preservation, use, and quality of water originating, flowing through, or adjacent to Park boundaries. The NPS seeks to restore, maintain, and enhance the quality of all surface and ground waters within the parks consistent with the Clean Water Act and other applicable federal, state, and local laws and regulations. Since the proposed action has the potential to impact water quality through storm water runoff, this topic will be discussed further. • Floodplains -Development within floodplains and floodways is regulated by federal and state laws to reduce the risk of property damage and loss of life due to flooding and to preserve the natural benefits floodplain areas have on the environment. Executive Order 11988 (Floodplain Management) requires all federal agencies to avoid construction within 100-year floodplains unless no other practical alternative exists. Floodplains are located within the study area and impacts to floodplains will be addressed by each alternative. • Visitor Use, Park Operations, and Public Safety -Since the proposed action has the potential to impact visitor use and operations, this topic will be discussed further. • Socioeconomic Environment -Since the proposed action has the potential to impact Park visitors, staff, and the local economy, this topic will be discussed further. Air Quality -The 1963 Clean Air Act, as amended (42 U.S.C. 7401 et seq.), requires federal land managers to protect Park air quality. The act also assigns the federal land manager (Park Superintendent) an affirmative responsibility to protect the Park's air quality related values - including visibility, plants, animals, soils, water quality, cultural and historic resources and objects, and visitors -from adverse air pollution impacts. Section 118 of the 1963 Clean Air Act requires the NPS to meet all federal, state, and local air pollution standards. Since air quality may be negatively impacted during construction, this topic will be discussed further. Energy -Data was collected for use in modeling energy expenditures. Vehicular energy consumption was calculated using procedures in the FHWA publication Procedure for Estimating Highway User Costs, Fuel Consumption and Air Pollution (No. PB80-159957, March 1980). Both the direct (e.g, fuel consumption) and indirect (e.g., from construction and maintenance) energy requirements were evaluated. Since energy consumption is anticipated to decrease based on turn lane improvements, this topic will be discussed further. Hazardous Materials and Waste - To determine where the hazardous materials existed within the vicinity of Newfound Gap Road, Environmental Data Resources, Inc. (EDR) reviewed both Federal and State hazardous materials databases. No active potential hazardous material sites were identified within the project study area, and therefore this topic has been dismissed. Earthen materials contained acid-producing materials could potentially cause environmental problems resulting from disturbance during construction. This topic is discussed under Geology. 1-6 1.7 Permits A project scoping letter was sent to FWS, who also attended the initial project scoping meeting. Additional correspondence is expected to be received from FWS following distribution of the EA. Based on field investigations and coordination with FWS, it is not expected that the project will impact any threatened and endangered species. Persons who conduct any activity that involves the alteration of waters of the State require a State and possibly a Federal permit. Permits will need to be authorized by the Department of the Army (DA) pursuant to Section 10 of the 1899 Rivers and Harbors Act and/or, Section 404 of the Clean Water Act (CWA). In addition to mitigation for federal permits, North Carolina Department of Environment and Conservation may also require an Aquatic Resource Alteration Permit (ARAP) pursuant to North Carolina Water Quality Control Act. 1.8 Interrelationship with Other Plans and Projects The General Management Plan for the Park -The 1982 General Management Plan (GMP) for the Great Smoky Mountains National Park serves as a guide for meeting the objectives established for the Park and as a public statement of National Park Service management intentions. The GMP establishes long-range strategies for resource management, visitor use, and development of an integrated park system. The proposed action is compliant with the Park's stated primary purpose of providing "for visitor enjoyment compatible with preserving the rich assemblage of natural resources." The National Park Service Organic Act of August 25,1916 -This Act states that the fundamental purpose of National Parks is "to conserve the scenery and the natural and historic objects and the wildlife therein and to provide for the enjoyment of the same in such a manner and by such means as will leave them unimpaired for the enjoyment of future generations." The proposed action is supportive of this Act because it is minimally obtrusive on the natural and historic environment, and maintains the historic road corridor for future Park visitors. 1-7 2.0 Alternatives Analysis This project is comprised of two potential actions: rehabilitation of Newfound Gap Road, and turn lane improvements at the seven study intersections. To address these actions, three alternatives were considered for this project: No Action, Partial Build, and Full Build. • No Action is the "do nothing" alternative. This alternative neither includes rehabilitation of Newfound Gap Road nor turn lane improvements. • Partial Build includes the rehabilitation as described below, but not the turn lane improvements. • Full Build (Preferred Alternative) includes both rehabilitation of Newfound Gap Road in the study corridor and turn lane improvements at all seven study intersections. The design criteria used for the turn lane options is given in Appendix A. In addition, non- construction alternatives were considered that included traffic demand management, signage, and speed limit reduction. A more detailed discussion of eliminated turn lane options and non- construction alternatives are also provided in Appendix A. No new guardrails or guardwalls are identified for inclusion in this project. However, if new guardrail or guardwall is needed, it would be designed to match the existing design themes of those already existing within the Park. Existing stone headwalls would be maintained where possible, but existing conditions may prohibit retaining all stone headwalls. In that situation, NPS first would attempt to repair them. If this is not feasible, they would try to reconstruct the walls with the salvaged stone. Finally, if this option does not work, they would replace the stone headwall using new granite that matches the Ashler stone pattern. 2.1 No Action Alternative Under the No Action Alternative, no substantial improvements would be performed other than routine maintenance operations. The surface and drainage of Newfound Gap Road from north of the Collins Creek Picnic Area to the southern Park boundary would continue to be in poor condition and overall driver safety concerns would remain unresolved. 2.2 Partial Build Alternative Under the Partial Build Alternative, Newfound Gap Road from north of the Collins Creek Picnic Area to the southern Park boundary would be rehabilitated. The rehabilitation would include the following items: • resurfacing Newfound Gap Road and existing roadside pullouts and parking areas, including the parking areas at Oconaluftee Visitor Center, Mingus Mill, and on Tow String Road; • full-depth pavement reconstruction in deteriorated and/or settled areas; • milling asphalt surface along stone curbing; • repointing, resetting, and/or replacing stone curbing; • repair or replacement of drainage structures; • stabilizing and reestablishing roadside ditches; • replacement of existing guardrail with steel-backed timber guardrail; • shoulder stabilizing and reseeding; • pavement markings; and • turf establishment. 2-1 No roadway widening would occur, nor would the turn lane improvements be constructed and overall driver safety concerns would remain unresolved. Temporary traffic control along with appropriate erosion control and Best Management Practices would be used during construction to minimize impacts to the Park and to the public. 2.3 Full Build Alternative The Full Build Alternative would provide the same rehabilitation elements as the Partial Build Alternative, and in addition it would include turn lane improvements at the intersections of Newfound Gap Road with the Collins Creek Picnic Area, the Smokemont Campground Entrance, Tow String Road, Park Circle Drive, the Oconaluftee Visitor Center, the Blue Ridge Parkway, and the Big Cove Connector Road. The typical turn lane proposed includes an 11-foot wide turn lane with 75 feet of storage, a 100-foot bay taper, and a 550-foot widening taper. In addition to turn lane improvements, the Full Build Alternative also includes revision of the parking lot access and circulation at the Oconaluftee Visitor Center. Sections 2.3.1 through 2.3.6 describe the turn lane options retained as a part of the Full Build Alternative. Section 2.3.7 summarizes proposed mitigation measures for this project. Section 2.6 describes the turn lane options that were considered and eliminated. 2-2 2.3.1 Collins Creek Picnic Area The turn lane option retained at the Collins Creek Picnic Area (Figure 2) widens on the east side of Newfound Gap Road for a northbound left-turn lane. This option requires extending the existing box culvert in the area. This option was selected for further consideration because it would have the least impacts on Collins Creek. \\ \ Striped Median, Not to Scale \ T ical _ \ ~ YP~ ~ \ ~ \ Construction °' ~ ~ Limits ~ Existing Culvert ~~, ~. ,4n ho Fv4cnricrl Collins Creek Picnic Area Entrance \\ Figure 2: Collins Creek Picnic Area Turn Lane Option 2-3 2.3.2 Smokemont Campground Entrance The turn lane option retained at the Smokemont Campground entrance (Figure 3) widens on the west side of Newfound Gap Road for a southbound left-turn lane. This option would infringe on the existing paved pullout adjacent to the southbound lane and include replacing the impacted pullout. This option was selected for further consideration because land-use impacts were similar to other options but it would not bring a travel lane closer to the existing bridge over the Oconaluftee River. 1 1 1 1 11 Construction 1 I Limits I ~ I I+ I Relocated Existing ~ Paved Pullout ~ ~ I I I 1 I I 1 I 1 I I I I Striped Median, /Typical z 0 c ~. Not to Scale G1 v ~ Existing Bridge 0 a Sm°kemont Campground Entrance Figure 3: Smokemont Campground Entrance Turn Lane Option 2-4 2.3.3 Tow String Road The turn lane option retained at Tow String Road (Figure 4) realigns Tow String Road to the north beginning at the existing parking area in order to provide better sight distance at its intersection with Newfound Gap Road. The revised alignment for this option would provide the required sight distance for both left and right turns from Tow String Road onto Newfound Gap Road. This option also includes widening Newfound Gap Road to the east to allow for the inclusion of a left-turn lane from Newfound Gap Road. This option was selected for further consideration because it has fewer impacts to wetlands than similar options that provide the same benefits. The location of the realigned Tow String Road was selected for further consideration to minimize impacts on wetlands and large trees in the vicinity of the intersection. ~. 0 7 o- ~'o 0 d~ Striped Median, Typical Construction Limits Existing Road Alignment Wetland Mitigation Area Figure 4: Tow String Road Turn Lane Option 2-5 I' I, / ark Circle Drive 2.3.4 Park Circle Drive and 1 ' Oconaluftee Visitor Center ~ Due to the roximi of Park Circle / Existing p ty / Pavement Drive and the Oconaluftee Visitor ~ Converted to Center, the turn lane options at these two Not to Scale ~ ~ Grass Median locations have been combined to o I calculate impacts (Figure 5). This option ~ I includes widening on the west side of co I Newfound Gap Road for a southbound ~ ~ left-turn lane at Park Circle Drive. The ~ ~ widening continues to the Oconaluftee ° ~ Visitor Center, where a longer left-turn 3 lane would be added to the central z ~ Existing ~ Paved Pullout intersection. ~ This option includes reconfiguring traffic ~ patterns within the Visitor Center parking ~ areas to allow vehicles to move one-way Northern ~ through both sections of the parking lot. Intersection ~~ Vehicles would enter the parking lot ~ through the central intersection, turn ~ either right or left to access the north and ~ ~ south parking lots, and exit through ~ either the northern or southern ~ Visitor intersections. To accommodate this new ~ Center Construction traffic pattern, Newfound Gap Road Limits \ ,~ would be widened on the west side at the ~-I f central intersection to provide a longer ~ left-turn lane into the entrance. A 2-foot ~ concrete median would be installed on ~ _ 1 southbound Newfound Gap Road at the ~ southern intersection to provide vehicles ~ ~ exiting the southern intersection with a ~ Central ~ designated acceleration lane. Also, ~ ~ approximately 800 feet of the outside Intersection ~l ~ northbound lane would be converted to grass leading up to the Visitor Center entrance. This directs all traffic into one ~ northbound lane, allowing drivers turning ~ right into the Visitor Center entrance to use a designated right-turn lane I beginning north of the southern intersection. This option was selected for Southern further consideration because it improved Intersection + safety conditions and traffic operations at ~~. the Visitor Center more than other options. n+ Figure 5: Park Circle Drive and Oconaluftee Visitor Center Turn Lane Option 2-6 i • i • 2.3.5 Blue Ridge Parkway The turn lane option retained at the Blue Ridge Parkway (Figure 6) adds a southbound left-turn lane from Newfound Gap Road onto the Blue Ridge Parkway by widening to the east within the existing median. This option was selected for further consideration because the decision was made to retain four lanes between the Visitor Center and the Blue Ridge Parkway, and this option would have the least impacts of similar options. ~ Construction ~ ~ Limits ~ \~~ \ ~~ ~\ ~ ~ ~ ~ ~~~~ ~ ~ ~ `~`~\ ~ ~~ ~ ` ~ ~~ ~ Existing Paved Pullout '400, ` ~ \ To Chem ` ~ ` ~ ke \ e NC ~ R Figure 6: Blue Ridge Parkway Turn Lane Option 2-7 2.3.6 Big Cove Connector Road The turn lane option retained at the Big Cove Connector Road (Figure 7) widens on the west side of Newfound Gap Road for a southbound left-turn lane. (Directions are based on the north-south overall orientation of Newfound Gap Road.) The widening continues to the south to provide an acceleration lane for left turns from Big Cove Road onto Newfound Gap Road toward Cherokee. This option was selected for further consideration because it would have fewer impacts and greater benefits than other options. Not to Scale Construction - , Limits ~ ~ - _ _ _ _ Newfound Gap Road _ _ - - a --------------"-- r f ~ .~- _ s •_ TO Cherokee, NC Big Cove Connector Road (Saunooke Bridge Road) Striped Median, Typical Figure 7: Big Cove Connector Road Turn Lane Option 2-8 2.3.7 Summary of Mitigation The Full Build Alternative includes mitigation for the impacts of pavement and drainage rehabilitation and for the construction of turn lanes. The following mitigation measures are included in this alternative: 1. The least damaging construction alternative has been selected. Improvements at each intersection included in the Full Build Alternative were evaluated for impact to the environment, and the least damaging alternative was selected. In particular, alignments were selected that would avoid or minimize habitat loss, cutting into hillsides, stream impact, and wetland impact. 2. Consultation with SHPO and THPO has been initiated to address mitigation of historic and archaeological resources. A Memorandum of Agreement is being developed to detail the mitigation measures. 3. Wetlands impacted at Tow String Road would be fully mitigated. Wetlands would be created to replace the impacted wetlands, in accordance with Park policy. 4. Best Management Practices (BMPs) would be used during construction to prevent or minimize erosion, sedimentation, and other water quality impacts. 5. The chance of encountering pyritic or Anakeesta rock during contruction has been judged to be very low. However, if any such material is encountered, appropriate measures would be taken to ensure that no leachate is released into the surrounding streams. 6. Impact to biotic communities and habitat would be minimized by restricting land clearing and construction operations within the project limits. Material staging and stockpiling would occur in parking lots or other disturbed areas. 7. Vegetation would be replaced in construction areas adjacent to the new pavement. In the area where Tow String Road is proposed to be relocated, the pavement would be removed and replaced with vegetation similar to or compatible with existing surrounding vegetation. Pavement removed as part of the proposed improvement in the Oconoluftee Visitor Center area would be replaced with grass. 8. Any tree removal would occur only between October 15 and April 15 to avoid the roosting season of the endangered Indiana bat. 9. The spread of invasive species would be avoided or minimized by following NPS procedures regarding revegetation of disturbed areas. NPS procedures regarding revegetation include inspecting topsoil for contamination of exotic species prior to importation to the project site, not using imported topsoil which is contaminated with exotic species, the use of less aggressive fescues and annual ryegrass supplemented with native Forbes and grasses to establish areas within mow zones, obtaining stored plant materials from the National Resource Conservation Service to supplement revegetation, and to selectively remove existing vegetation within the project limits prior to disturbance for eventual reuse upon completion of the construction work 10. Temporary road closings during construction would be scheduled and coordinated by the Park to minimize user inconvenience. Lanes would not be closed during peak visitor seasons and hours. Temporary signs would be used as appropriate, and advance notice would be made through local news media to alert the public of traffic restrictions or other construction related activity. 11. A traffic plan would be developed during design to define truck routes and parking areas for construction vehicles. 12. The Park would monitor construction noise and would require abatement where limits would be exceeded. Work that produces objectionable noise would be limited to occur outside peak visitor hours. 2-9 13. Air quality impacts would be mitigated by limiting the duration of idling of construction equipment and trucks that are not actively completing work, not allowing on-site incineration of construction materials, minimizing the period of time that open excavations are left unstabilized, and minimizing the development of dust from open excavations by adding water. 14. Construction would be coordinated with local utilities in order to avoid or minimize temporary disruption of service. 2.4 Environmentally Preferred Alternative As defined by the Council on Environmental Quality (CEQ): "The environmentally preferred alternative is the alternative that will promote the national environmental policy as expressed in NEPA's Section 101. Ordinarily, this means the alternative that causes the least damage to the biological and physical environment; it also means the alternative which best protects, preserves, and enhances historic, cultural, and natural resources" (CEQ 2005a). The environmentally preferred alternative is the alternative that best: 1. fulfills the responsibilities of each generation as trustee of the environment for succeeding generations. 2. ensures for all Americans, safe, healthful, productive, and esthetically and culturally pleasing surroundings. 3. attains the widest range of beneficial uses of the environment without degradation, risk of health or safety, or other undesirable and unintended consequences. 4. preserves important historic, cultural, and natural aspects of our national heritage and maintains, wherever possible, an environment that supports diversity and variety of individual choice. 5. achieves a balance between population and resource use that will permit high standards of living and a wide sharing of life's amenities. 6. enhances the quality of renewable resources and approaches the maximum attainable recycling of depletable resources. The environmentally preferred alternative is the Partial Build Alternative. This alternative would not impact any resources outside of the existing road prism. If the pavement rehabilitation work proposed in the Partial Build Alternative is not completed, the condition of the road would continue to deteriorate, increasing sedimentation, failure of drainage systems, rutting of pavement, and creating an unsafe driving surface. The Partial Build Alternative best meets all of the above criteria except safety, included in items 2 and 3, because it would not include turn lanes. However, the Partial Build Alternative does not fully meet the Purpose and Need of the project, which includes improving safety. 2.5 Preferred Alternative The preferred alternative is the Full Build Alternative. If the pavement rehabilitation work proposed in the Full Build Alternative is not completed, the condition of the road would continue to deteriorate, increasing sedimentation, failure of drainage systems, rutting of pavement, and creating an unsafe driving surface. This alternative would also improve traffic operations, visitor use, and safety. Overall vehicle delay would decrease slightly with the provision of a separate turn lane for left-turning vehicles, since through vehicles traveling in the same direction would not have to stop or slow. The provision of turn lanes also would improve the safety of the road by reducing conflict points 2-10 between left-turning and through vehicles. In addition, the turn lanes would help drivers identify the location of intersections when approaching, and would enable drivers not turning to bypass slow-moving left turning vehicles. The proposed realignment of Tow String Road would improve the sight distance for vehicles turning onto Newfound Gap Road. At the Visitor Center, changing circulation within the parking areas to a one-way traffic pattern would reduce vehicle conflicts within the parking areas. Drivers exiting the south parking lot to the left would be able to use the proposed acceleration lane. Improved lane geometry south of the Visitor Center would improve safety for drivers heading north past the Visitor Center or turning right into the parking lots. 2.6 Turn Lane Options Considered and Eliminated 2.6.1 Collins Creek Picnic Area Two options eliminated were to widen to the west or widen symmetrically to construct a northbound left-turn lane from Newfound Gap Road into the Collins Creek Picnic Area. These options were eliminated because they both had greater stream impacts than the retained option and were without any additional benefits. 2.6.2 Smokemont Campground Entrance Two options eliminated were to widen to the east or widen symmetrically to construct a southbound left-turn lane from Newfound Gap Road into the Smokemont Campground Entrance. These options were eliminated because the land-use impacts were similar to the retained options but both would bring a travel lane closer to the existing bridge over the Oconaluftee River. The proximity of the new travel lane to the bridge wing walls has the potential to inhibit turn movements of oversized vehicles traveling in the northbound lane of Newfound Gap Road and turning right onto Smokemont Road. 2.6.3 Tow String Road Five options were eliminated at Tow String Road. Each of the options was eliminated because they had greater impacts than the retained option and were without any additional benefits. 1. Realign Newfound Gap Road by extending tangent sections and insert a wider curve radius at this location with aleft-turn lane for drivers heading south on Newfound Gap Road. 2. Realign Newfound Gap Road by inserting a compound curve near the intersection of Tow String Road, in addition to a left-turn lane for drivers heading south on Newfound Gap Road. 3. Realign Newfound Gap Road by inserting a curve, which realigns the road westward into the mountain. 4. Realign Tow String Road to the north and also widen Newfound Gap Road to the west for the inclusion of a left-turn lane from Newfound Gap Road. 5. Reduce the posted speed for vehicles traveling in this section of Newfound Gap Road and widen Newfound Gap Road to the west to construct a southbound left-turn lane. 2.6.4 Park Circle Drive Two options eliminated were to widen to the east or widen symmetrically to construct a southbound left-turn lane from Newfound Gap Road into Park Circle Drive. These options were eliminated because they would impact a steep bank along the Oconaluftee River and would eliminate an area currently used by seasonal Park employees and volunteers to walk to and from their lodgings. 2-11 2.6.5 Oconaluftee Visitor Center Four options were eliminated at the Oconaluftee Visitor Center. 1. Add a full southbound left-turn lane into the northern entrance and stripe a dedicated left- turn lane into the southern entrance. The inside southbound lane and the outside northbound lane south of the southern entrance would be removed, with the exception of aright-turn lane that would remain for northbound access to the southern entrance. The current northbound right-turn lane between the southern and northern entrances would also be removed. This option was eliminated because the geometry was inferior to the retained option. 2. Widen on the west side of Newfound Gap Road to provide a southbound left-turn lane into the northern entrance, and stripe a dedicated left-turn lane into the southern entrance. Both of the inside lanes south of the southern entrance would be removed and aright-turn lane would be added for northbound access to the southern entrance. The current northbound inside lane between the southern and northern entrances would also be removed. 3. Add a full southbound left-turn lane into the northern entrance and stripe a dedicated left- turn lane into the southern entrance. The inside southbound lane and the outside northbound lane south of the southern entrance would be removed, with the exception of aright-turn lane that would remain for northbound access to the southern entrance. The current northbound right-turn lane between the southern and northern entrances also would be removed. Options 2 and 3 were eliminated because the decision was made to retain four lanes between the Visitor Center and the Blue Ridge Parkway. 4. Add a full southbound left-turn lane into the northern entrance while maintaining the existing flow of traffic on the northbound lanes. This option was eliminated because it did not address the circulation issues within the parking lots. 2.6.6 Blue Ridge Parkway Three options were eliminated at the Blue Ridge Parkway. 1. Remove the inside travel lane on both the northbound and southbound sections of Newfound Gap Road, provide cleft-turn lane using existing pavement, and lengthen the northbound right-turn lane on Newfound Gap Road at the Blue Ridge Parkway. This option was eliminated because extending the right-turn lane beyond the existing pavement would have greater impacts than using existing pavement for aright-turn lane, and because the decision was made to retain four lanes between the Visitor Center and the Blue Ridge Parkway. 2. Remove the inside southbound travel lane and the outside northbound travel lane, except for the portions needed for aright-turn and acceleration lanes. This option was eliminated because the decision was made to retain four lanes between the Visitor Center and the Blue Ridge Parkway. 3. Retain the existing roadway width from the southern Park boundary through the Blue Ridge Parkway intersection, designating the right lane as a right-turn only lane south of the Blue Ridge Parkway. North of the intersection, northbound traffic would shift to the outside lane in order to remove the inside travel lane. This option was eliminated because the decision was made to retain four lanes between the Visitor Center and the Blue Ridge Parkway. 2-12 2.6.7 Big Cove Connector Road (Saunooke Bridge Road) Two options eliminated were to widen to the east or widen symmetrically to construct a southbound left-turn lane from Newfound Gap Road into Big Cove Connector Road. These options were eliminated because they would impact the relatively steep bank along the Oconaluftee River, require construction on Big Cove Connector Road, and impact the existing Oconaluftee Trail. Any widening to the east is also undesirable geometrically because it would worsen the pavement transition between Newfound Gap Road and Big Cove Connector Road, and would also move the intersection closer to a sharp curve on Big Cove Connector Road. 2-13 3.0 Affected Environment and Environmental Consequences The following information addresses the affected environment and the environmental consequences for the No Action Alternative, the Partial Build Alternative, and the Full Build Alternative. Definitions of different types of impacts are located below: Temporary Impacts -Impacts anticipated during construction only; upon completion of the construction activities, conditions are likely to return to those that existed prior to construction Short-Term Impacts -Impacts that may extend past the construction period, but are not anticipated to last more than a couple of years Long-Term Impacts -Impacts that may extend well past the construction period, and are anticipated to last more than a couple of years Negligible Little or no impacts (not measurable) Minor -Changes or disruptions may occur, but do not result in a substantial resource impact Major -Easily defined and measurable, resulting in a substantial resource impact 3.1 Land Use 3.1.1 Affected Environment Traffic on Newfound Gap Road consists of visitors, adjacent residents, and Park personnel. For the purpose of this report, only land uses within the study area and immediately adjacent to the study area corridor are being considered. Most land uses within the study area are related to Great Smoky Mountains National Park, including public recreational activities such as hiking, camping, picnicking, and sightseeing. Facilities for these activities are described in Section 3.8. Park Circle Drive leads to Park maintenance and ranger facilities, to employee housing, and to the Job Corps area. Tow String Road leads to a residential area within the Cherokee Indian Reservation, which is outside the study area yet generates residential and school traffic on Newfound Gap Road. The only way to access the Tow String community by vehicle is through the Park. 3.1.2 Environmental Effects 3.1.2.1 No Action Alternative The No Action Alternative would not impact land use. 3.1.2.2 Partial Build Alternative The Partial Build Alternative would not impact land use. Rehabilitation of Newfound Gap Road would not impact any land outside of the existing roadway prism. 3.1.2.3 Full Build Alternative Parkland is the only impacted land use for the Full Build Alternative. Table 1 summarizes the total impact area (not including existing pavement) for each location. In addition, some existing pavement would be converted to grassland at Tow String Road, Park Circle Drive, and the Visitor Center. Adding left-turn lanes at Tow String Road and Big Cove Connector Road would complement the planned residential and school land uses outside the study area. The existing pavement that would be converted to grassland (a total of 0.48 acres) would help mitigate for the 3-1 existing pervious area that would be paved with the Full Build Alternative (a total of 2.52 acres), for a net impact of 2.04 acres. Table 1: Land Use Impacts Location Total Impact Area acres Pavement Converted to Grassland acres Collins Creek Picnic Area 0.30 0 Smokemont Campground 0.34 0 Tow String Road 0.69 0.09 Park Circle Drive 0.43 0.11 Oconaluftee Visitor Center 0.34 0.28 Blue Ridge Parkway 0.12* 0 Big Cove Connector Road 0.30 0 Total 2.52 0.48 * Proposed turn lanes are located in the previously disturbed area within the median. 3.1.2.4 Conclusion The No Action and Partial Build Alternatives would have no impact on land use. The Full Build Alternative would have a minor impact. A total of 2.52 acres would be impacted due to the proposed turn lanes, while 0.48 acres of existing paved area would be converted to grassland, resulting in a net impact of 2.04 acres. No impairment to Parkland would occur under any of the alternatives. 3.2 Socioeconomics and Community 3.2.1 Affected Environment 3.2.1.1 Demographics To determine the demographic characteristics of the census study area, Census 2000 data were used. Detailed demographic data is included in Appendix B. The percentage of people over the age of 65 in the study area is less than the average for the county or the state, while the percentage of people between the ages of 5 to 21 is higher. Overall, the average age within the study area is lower than that for the county or state. Minority populations are one element of Environmental Justice considerations (see Section 3.3). The minority concentrations within the census study area were analyzed to determine the location of high minority populations. The table shows that, of the population defining themselves by one race, the study area includes approximately 80 percent minority populations, primarily American Indian and African American populations adjacent to the study area. 3.2.1.2 Economics To better understand Swain County and the study area from an economic perspective, several economic factors were examined. Detailed economic data is included in Appendix B. The percent of people below the poverty level in the block groups in and adjacent to the study area is higher than in the county, the state, or the country. Correspondingly, the median household 3-2 income and the per capita income in the census block study area are lower than for the county, state, or country. Unemployment rates in Swain County have consistently been higher when compared with those in North Carolina or the United States. However, both the unemployment rate in Swain County and the difference between unemployment percentages in the county and the state have been declining, from a difference of 9.3% in 1998 to 2.1% in 2002. 3.2.2 Environmental Effects 3.2.2.1 No Action Alternative The No Action Alternative would have a minor long-term impact on socioeconomic factors and the community. Lack of action would result in continuing poor pavement conditions, unsafe traffic operations at intersections, and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, which affects the community indirectly. 3.2.2.2 Partial Build Alternative The Partial Build Alternative would have anegligible-to-minor temporary impact on socioeconomic factors and the community. Lack of action would result in continuing unsafe traffic operations at intersections and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, which affects the community indirectly. 3.2.2.3 Full Build Alternative Socioeconomic and community impacts include changes in Park continuity and travel patterns, and impacts on Park facilities, traffic, safety, social groups, and the local economy. The Full Build Alternative would temporarily impact Park continuity, travel patterns, and accessibility during construction, with resultant negligible-to-minor impacts on Park facilities and services, social groups, and the local economy. The Full Build Alternative is anticipated to have a minor long-term positive impact on traffic, pedestrians, and public safety. 3.2.2.4 Conclusion The No Action Alternative would have a minor long-term impact on socioeconomic factors and the community, as it would perpetuate unsafe traffic operations at intersections and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, which affects the community indirectly. The No Action Alternative also perpetuates unsafe driving conditions due to poor roadway pavement. The Full Build Alternative would address these issues, resulting in a safer driving condition for the community and a minor long-term positive impact. The Full Build and Partial Build alternatives would have negligible-to-minor temporary impacts on the local economy due to road closures during construction. Road closings would be coordinated by the Park to minimize inconvenience to road users and to Park activities. 3.3 Environmental Justice 3.3.1 Affected Environment Executive Order 12898, Federal Actions to Address Environmental Justice in Minority and Low- Income Populations, directs federal agencies to consider proposed actions on minority and/or low-income populations to ensure that their actions do not have an adverse or disproportionate 3-3 impact on these communities, and that the communities have the opportunity to participate in the EA process. Minority populations comprise more than 80 percent of the study area population. Between 34 and 44 percent of households in the study area census blocks are also below poverty level. Since these percentages are both above the averages for Swain County, North Carolina, and the United States, environmental justice is an important concern for this project. Special effort has been given to minimize or eliminate impacts to these groups, and to involve them in the EA process. Outreach to minorities has included holding meetings in Cherokee, advertising all meetings in the Cherokee One Feather, inviting tribal officials to interagency meetings, and both mail and telephone contact with tribal officials. 3.3.2 Environmental Effects 3.3.2.1 No Action Alternative The No Action Alternative would have a negligible impact on minority populations. Lack of action would result in continuing poor pavement conditions, unsafe traffic operations at intersections, and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, which affects the community indirectly. Since the study area is primarily minority and has a high percentage of residents below the poverty level, these citizens are likely to be affected. 3.3.2.2 Partial Build Alternative The Partial Build Alternative would have a negligible impact on minority populations. Unsafe driving conditions would be addressed, but turn lanes would not be added. Lack of action would result in continuing unsafe traffic operations at intersections and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, which affects the community indirectly, including the minority and low-income community within and adjacent to the study area. 3.3.2.3 Full Build Alternative The Full Build Alternative is anticipated to have a minor positive impact on low income or minority communities affected by the proposed turn lanes at the Collins Creek Picnic Area, the Smokemont Campground entrance, Park Circle Drive, the Oconaluftee Visitor Center, and the Blue Ridge Parkway. The new turn lanes would have a slight benefit to these communities by providing safer conditions to drivers turning left onto the minor street or driveway. The Full Build Alternative is anticipated to have a positive impact on low income or minority communities at Tow String Road and Big Cove Connector Road. The impact at these two locations is expected to be higher than at the other five since their use by minority community members is estimated to be greater due to the Tow String Community and the proposed school off of Big Cove Connector Road. 3.3.2.4 Conclusion The No Action Alternative would have a negligible negative impact on minority populations. Since the community in and adjacent to the study area is primarily minority, these citizens would likely be adversely affected by unsafe driving conditions. The Partial Build Alternative would have a negligible impact, since unsafe driving conditions would be addressed but turn lanes would not be added. The Full Build Alternative is anticipated to have a minor positive impact on minority and low-income citizens due to the safety benefits gained by adding turn lanes to the 3-4 seven intersections within the study area, and by improving the condition of the pavement on Newfound Gap Road. 3.4 Cultural Resources 3.4.1 Affected Environment 3.4.1.1 Archaeological Resources A preliminary archaeological resource study was conducted by New South Associates, Inc., in February 2004. The work included a review of previously recorded archaeological sites in the general vicinity of the project area on file at the North Carolina State Historic Preservation Office and at the library and archives of the National Park Service, Great Smoky Mountains National Park. A discussion of site potential and relevant regional research issues was held with the archaeologists on staff at the Park office prior to field survey work. Information was compiled on regulatory requirements such as: type, general location, and National Register of Historic Places (NRHP) status of existing archaeological resources, and the probability of resources being located in unsurveyed areas. Appendix B includes detailed findings of the archaeological study. In summary, the intersections included as part of this study contain the following attributes relative to known sites: • Collins Creek Picnic Area - No sites noted on Office of State Archaeology maps • Smokemont Campground - No sites noted on the western side of the Oconaluftee River according to maps on file at the Office of State Archaeology. Sites 31SW75, SW84, and SW85 are located on the eastern side of the Oconaluftee River • Tow String Road - In the vicinity of 31 SW82 • Park Circle Drive -North of 31 SW240 • Oconaluftee Visitor Center In the vicinity of the northern boundaries of 31 SW240 • Blue Ridge Parkway -Near the southern boundaries of 31 SW240 (part of the Oconaluftee Archaeological District) • Big Cove Connector Road -East of 31 SW 134 and south of 31 SW 135 Based on previous work, the entire project area was considered to have a high probability for containing archaeological resources. Therefore, a Phase I survey was conducted at all seven intersections from August 23 - 26, 2004 (Management Summary: Phase I Archaeological Survey of Seven Intersections, Newfound Gap Road). During this survey, four archaeological sites were identified: two early twentieth-century sites at the intersection of the Smokemont Campground entrance, one previously recorded prehistoric site north of Tow String Road, and one prehistoric site at the Big Cove Connector Road. All four sites exhibited the necessary material, uniqueness, and relevance to provide information important to a better understanding of the nearby Oconaluftee Archaeological District's prehistory and history. Accordingly, the four sites identified during the Phase I archaeological survey are recommended as potentially eligible to the NRHP. Based on the results of that survey, a Phase II archaeological survey of three of these sites was conducted from November 3 - 9, 2004 (Final Report: Archaeological Survey and Testing). The 3-5 sites excavated included the two sites at the intersection at the Smokemont Campground entrance and the site at the Big Cove Connector Road. It was determined that the site north of Tow String Road would not be impacted by the Full Build Alternative. Based on the results of the additional excavations and testing, it was concluded that all four sites are eligible for nomination to the NRHP as well as considered significant archaeological resources. 3.4.1.2 Historic Resources A preliminary historic resources study was conducted by Edwards Pitman Environmental, Inc. in February 2004. The focus of the study was on Great Smoky Mountains National Park and relevant study area architecture. Information was compiled for this report on regulatory requirements; type, general location, and NRHP status of existing architectural resources; and the probability of resources being located in unsurveyed areas. Edwards-Pitman then conducted an intensive survey of historic architectural resources for the project area in September 2004 (report available by request, Historic Architectural Resources Survey Report: Intensive Investigation and Evaluation for Newfound Gap Road, GRSlI~. Appendix B includes detailed findings of the historic studies. This study identified nine significant historic resources in the vicinity of the proposed project. The nine resources include two properties listed in the NRHP, one property on the North Carolina State Study List, one property determined to be eligible for the NRI-Il', one historic district that is considered to be eligible for the NRHP, and four additional resources. NRHP Listed Resources The NRHP is the nation's official list of districts, sites, buildings, structures, and objects significant in American history, architecture, engineering, archaeology, and culture. The National Park Service nominated Mingus Mill and Smokemont Baptist Church for the NRHP in the early 1970s and both properties were listed by federal nomination. Mingus Mill -Located along a creek that provides its power, Mingus Mill stands to the west of Newfound Gap Road beyond a parking area and comfort station (Figure 8). Built for Abraham Mingus in the 1870s by Sion Thomas Early, Mingus Mill was the finest and most advanced gristmill in the Smokies, using a penstock and turbine to power two sets of grinding stones -one for corn and one for wheat. The mill operated regularly until 1936. The mill and intact mill race occupy a densely wooded site that is screened from the roadway. No boundaries for the mill are stated in the nomination, although the nominated acreage is identified as 0.1 acres. Eligible boundaries for Mingus Mill would likely be limited to an area closely surrounding the mill and mill race and removed from the roadway. The mill was listed under Criterion A, Agriculture and Commerce, in the nomination prepared in 1972. The mill has local significance. Smokemont Baptist Church -Smokemont Baptist Church sits to the east of Newfound Gap Road on a steeply sloped site overlooking the Oconaluftee River, as shown on Figure 8. The congregation was organized in 1836, although the present frame building was constructed in 1912. Regular services were held in the building until 1935. The church is the only remnant of the small community associated with the lumber camp at Smokemont. The church occupies a densely wooded site, although winter views of the roadway are possible. No boundaries are stated in the nomination for the church; eligible boundaries for Smokemont Baptist Church would likely be limited to an area closely surrounding the building. The church was listed under Criterion A, Religion/Philosophy, in the nomination prepared in 1973. The church has local significance. 3-6 NC State Stud, The North Carolina State Study List is an instrument used by the State Historic Preservation Office to identify properties that maybe potentially eligible for the NRHP. Based on preliminary research, properties are reviewed by the State Historic Preservation Office staff and National Register Advisory Committee to determine whether or not a property warrants further study for nomination to the NRHP. Properties that appear to meet the criteria for listing are approved for the Study List and are considered potentially eligible for the NRHP. The Oconaluftee Visitor Center is the only property within the general project area that is on the North Carolina State Study List. Oconaluftee Visitor Center -The Oconaluftee Visitor Center, a rustic stone building designed by Knoxville architect Charles I. Barber, was placed on the North Carolina State Study List in 1989. The main building is located on the east side of Newfound Gap Road with a large parking area lying to the south of the Visitor Center (Figure 8). The Visitor Center is surrounded by ancillary structures and extensive stone landscape features including retaining walls and walkways. Potential boundaries for the Visitor Center would likely include the main building, garage, parking areas, sidewalks, terraces, retaining walls, and drinking fountains. The National Park Service prepared a National Register nomination for the Oconaluftee Visitor Center in 1989, but the listing was never finalized because the Visitor Center was included in the 1995 Historic Resource Study. (See discussion of Park Development Historic District below.) NRHP Eli ig ble For purposes of compliance with Section 106 of the National Historic Preservation Act of 1966, as amended, a property that is determined to be eligible for the NRHP but not listed is given the same consideration as a listed property. Blue Ridge Parkway -The Blue Ridge Parkway, a property owned and managed by the National Park Service, was determined eligible for the NRHP as a part of an environmental review. The historic resources study and National Historic Landmark nomination for the Blue Ridge Parkway are currently in draft form. The intersection of the Blue Ridge Parkway and Newfound Gap Road marks the southern terminus of the 469-mile scenic highway. Eligible boundaries for the Blue Ridge Parkway would likely include everything within the maintained right-of--way for the road. Park Development Historic District -The Southeast Regional Office of the National Park service initiated a Historic Resources Study of the Park in 1995, and as a result of the study a nomination for the Park Development Historic District was prepared in 1999 by Robert W. Blythe, a National Park Service historian. The historic district nomination encompasses the original automobile circulation system and major developed areas accessed by that system. The draft nomination, which was circulated for review and comments, did not specify a boundary for the district. Resources present within and contributing to the district and located in the study area include Newfound Gap Road, Clingman's Dome Road, the Rockefeller Memorial, the Oconaluftee Visitor Center, and the Smokemont Campground, along with numerous other landscape features, including bridges, culverts, tunnels, walls, and other elements. The nomination states that the district is nationally significant under National Register Criterion A for its associations with the expansion of the National Park System in the eastern United States during the 1930s and for its association with the President Franklin D. Roosevelt's New Deal administration of work relief programs such as the Civilian Conservation Corps (CCC) and Works Progress Administration. According to the nomination the district is also significant under National Register Criterion C for its design component, which represents an outstanding embodiment of the National Park Service's design principles. 3-7 The National Park Service has received comments from the Historic Preservation Offices of North Carolina and Tennessee. Although there are no known objections to the potential eligibility of the district and its resources, the nomination remains in draft form. Further coordination with the National Park Service is needed to determine the final scope of the nomination and inventory of resources contained within the eligible district. Cultural Landscape Inventory Newfound Gap Road -Newfound Gap Road has been identified by the NPS as a potentially eligible cultural landscape through the Cultural Landscapes Inventory (CLI). A relatively new program, the CLI is a comprehensive inventory of all historically significant landscapes within the National Park System. Potentially Eligible for the National Re ig ster Luten Bridges - In consultation with National Park Service staff, two ancillary resources were identified within the general project area. The resources are both concrete arch bridges designed by the Luten Bridge Company and constructed in 1921 by Swain County as part of the local road system. Bridge 97S is a 59'6"-long by 20'8"-wide reinforced concrete closed spandrel bridge located in the Smokemont campground. Topped with a gravel road surface and currently closed to vehicular traffic, Bridge 97S rests on concrete abutments and features paneled concrete parapets with corbelled caps and bases. Situated on Big Cove Road over Raven Fork, Bridge lOSP is a 108'-long and 20'2"-wide reinforced concrete closed spandrel bridge with paneled concrete parapets and corbelled caps and bases. Bridge lOSP is supported on concrete abutments and is topped by an asphalt road surface. Though badly deteriorated, both bridges may be potentially eligible for the National Register. Eligible boundaries for both resources would likely be limited to the immediate footprint of the bridge. Not Eligible for the NRHP Mountain Farm Museum -The Mountain Farm Museum, an open-air museum situated adjacent to the Visitor Center, occupies an open valley between the Oconaluftee River and Newfound Gap Road (see Figure 8). The museum represents an effort to preserve the cultural heritage of the Smokies. Most of the buildings date from the late nineteenth and early twentieth centuries, but were moved from their original locations throughout the Park and reconstructed on this site. Because all of the buildings were moved, the Mountain Farm Museum is not eligible for the National Register, but the National Park Service maintains and preserves the structures in accordance with the Secretary of the Interior's Standards for the Treatment of Historic Properties. 3.4.2 Environmental Effects 3.4.2.1 No Action Alternative Archaeological Resources No archaeological resources would be affected under the No Action Alternative. Historic Resources No historic resources would be affected under the No Action Alternative. 3.4.2.2 Partial Build Alternative Archaeological Resources No archaeological resources would be affected under the Partial Build Alternative. 3-8 Historic Resources No historic resources would be affected under the Partial Build Alternative. 3.4.2.3 Full Build Alternative Archaeological Resources Based on the Phase II survey, it was determined that the Tow String Road site would not be impacted by the proposed improvements. Based on the preliminary results of the Phase II test site excavations, it was found that the site directly across the bridge from the Smokemont Campground and the site directly across from the Big Cove Connector Road displayed sufficient integrity to be eligible for the National Register of Historic Places. Construction of the Full Build Alternative would adversely impact those sites. Therefore, in consultation with the State Historic Preservation Office (SHPO) and the Tribal Historic Preservation Office (THPO) an agreement will be developed that will take into account the effects of the undertaking and which will develop mitigation measures to alleviate the adverse effects. The details of the data recovery are being developed in consultation with the SHPO and THPO. Historic Resources Among the identified resources, Mingus Mill, Smokemont Baptist Church, the Blue Ridge Parkway, the Mountain Farm Museum, and the two Luten bridges are located outside the construction footprint and Area of Potential Effect for the planned improvements and would not be impacted by the project. The Oconaluftee Visitor Center, Newfound Gap Road, and contributing resources to the Park Development Historic District are identified as significant resources within the Area of Potential Effect for the planned improvements that may be affected by the project. Newfound Gap Road would be adversely affected by the planned improvements. Other road- related resources adversely impacted by the planned improvements include two pipe culverts with stone headwalls and an automobile pullout with stone curbing at the entrance to Smokemont Campground, pipe culverts with stone headwalls at Tow String Road and Park Circle Drive, and the landscaped island separating Newfound Gap Road and the original visitor parking area at the Oconaluftee Visitor Center. All of these resources contribute to the Park Development Historic District, and represent common elements found throughout the district. Most of the resources were built according to standardized plans that guided the overall aesthetic character of the Park. Adequate documentation does not exist to determine the impacts on vegetation and other landscaping work conducted by the CCC in the 1930s. Determination of the effects on historic resources and mitigation measures would be developed in consultation with the SHPO and THPO, which began in March 2005. 3.4.2.4 Conclusion Archaeological Resources No archaeological resources would be affected under either the No Action or Partial Build Alternatives. Consultation with the SHPO and THPO was initiated in March 2005 to determine the procedures and scope of recovery. The Full Build Alternative would have a minor impact on archaeological resources, impacting the sites across from the Smokemont Campground and the Big Cove Connector Road. A Memorandum of Agreement is being developed to address the extent of mitigation efforts required if the Full Build Alternative is selected as the preferred alternative. No impairment to archaeological resources would occur under any of the alternatives. 3-9 Historic Resources No historic resources would be affected under either the No Action or Partial Build Alternatives. The Full Build Alternative would have a minor impact on three resources identified as significant resources within the Park: Newfound Gap Road, Oconaluftee Visitors Center, and the Park Development Historic District. Consultation has been initiated with the SHPO and THPO and will continue until an agreement has been developed. No impairment to historic resources would occur under any of the alternatives. No new guardrails or guardwalls are identified for inclusion in this project. However, if new guardrail or guardwall is needed, it would be designed to match the existing design themes of those already existing within the Park. Existing stone headwalls would be maintained where possible, but existing conditions may prohibit retaining all stone headwalls. In that situation, NPS first would attempt to repair them. If this is not feasible, they would try to reconstruct the walls with the salvaged stone. Finally, if this option does not work, they would replace the stone headwall using new granite that matches the Ashler stone pattern. All design details affecting historic resources will be reviewed with Park historic staff as well as with the SHPO and THPO during design. 3-10 Figure 8 -Cultural Resources and Cemeteries Rehabilitation of Newfound Gap Road Phase II ~~ From the Collins Creek Picnic Area South to the Park Boundary 'COMMIfMFN77Q Swain County, North Carolina Sa EXGEU ENLE 1> ~ ~~ ~_ \ r /~~ ~ u~Y To Gatlinburg, TN ~~"~ ~ ~`i``---~, ~-~ ~ `S' \~ U V 1 .~ =# Begin Study Area d~`~,~ ;~ Great Smoky Mountains ~-~ T , National Park `~, f-'-i ~.i` Smokemont Baptist Church Collins Creek Picnic Area Legend ~ Oconaluftee Archaeological District Boundary ® Historic Site t Cemetery ~ Study Intersection Study Area Corridor Major Road Minor Road or Trail ----- NPS Trail -•-• County Line ®Park Boundary s3 ~-~ o,~ ~~ o~ r~ \°o ~~ d; Mingus Mill a O~ m~ C7 .o c ~O ~~ ~' Cherokee Indian Reservation Qualls Boundary Smokemont Campground Tow String Road Park Circle Drive M`n9us Creek Oconaluftee Visitor ~ ~ Big Cove Connector Road ~ Cherokee Indian Reservation Qualls Boundary 0 2,500 5,000 1~1 Feet To Cher kee, NC ,1 1 1~ Mountain Farm Museum Blue Ridge Parkway ,~' County ~~~~ or Cou g ~ ~~5 ~`~ _~ End Study Area Park Boundary at Cherokee Indian Reservation _ Figure 1 -Study Area Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary -co~nrrrMFrrrla Swain County, North Carolina ~, EXGf((FNGF Study Area ,. ~ ~ ~ Study Area , ~ ~ Winston-Salem _..- .--~« . ,.~ "~ ~' i.~ ~~~` BE Greensboro r ~ ~ ~;s'y/- ,.~ ~ ~ / Durham a~ p~ ~ ,r, if 'i !5 z, , ~, ~. Raleigh ~ ry~i i e~ .~ _ ---~ Charlotte , ~ ~ ~~ ~ l ~~ / ~` 0 25 50 ,9 .~s~`~! f~°•:~ ~~ ~'^"11~}l~0 5 10 Miles ", ~r f CON~r~ ~ ~ `.~~ r Miles -f , ~ ~ ., ., ~ . i .. + j, _ ..~ .. I ~ G .R ~ `~ T Begin Study Area a 1 ii ~ ~ ~' - ~ A T i U~ A L 1••A li H N ~ I 7 ~~ '+,- Smokemont Campground ~ ~r~~t Smoky •~ I~(OUntaans' " W~ r'" \, ~ x R~,zE E 1 0 , `~1~Vatipnal Park; ~ _ Cherokee Indian Reservation ,,,,~. , ` Collins Creek Picnic Area ~y Qualls Boundary .....~ ,r- ~ i ~ .~ !/ 7 _ ~ t ;' ~ ~~ :Tow String Road /~ ~~ ~ ~ ~ ~ i ~ _. ~ ~~. a ^~ r f O '- ' ~~ .._._ ~ ~ ~ ... ~Q ,~ a , Park Circle Drive C ~' -r, a.a~. .~ .. a,r. C "- .. ~ 3 ` .. _ V -r \ p l l _~ Oconaluftee Visitor Center ~- ~~ ~ ,~ ~\. •• ~ ,. ~ . 3 National Park Boundary ~y _ ~ ~~~"~•~ ~~` ~" """" °' Blue Ridge Parkway ~~ .. .......M.AT Y, 61. - - n..'«.. r~ .leel~t y n ,~.~..2k ...~ I nu.• i--~ ...... - I_ ~ I t r ,. N~ y, l 1 r --' Big Cove Connector Road ~ ~~ -~`y ~ ;. -.. ~ ~~ r i ~' ~ Cherokee Indian l~ Reservation ,, . ;: ,. _- _,~ 0 3 000 6 000 re ~ ~ Qualls Boundary ~ = End Study Area l ~ ~ ~ 1 ~ ~. ~ ~ Park Boundary at Feet '` ~ ~~ ~ F, 1: , /'~.-~~ Cherokee Indian Reservation ,. . ~ ` ~ ~ i _ J~ .._ .~.. ! eT ~ ..rte ` r ,:, J ( ,. ~ L ~ . _ Figure 9 -Water Resources Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary °coMnsirn^enrza Swain County, North Carolina Sy EXGFf(cNCF To Great SmoN National Pa Collins Creek Picnic Area Legend Wetlands ~~: FEMA Floodplains Stream ~ Study Intersection Study Area Corridor Major Road Minor Road or Trail ----- NPS Trail _._. County Line ~ Park Boundary Oconaluftee Visitor Cente Cherokee Indian Reservation Qualla Boundary 0 2,000 4,000 1 I I Feet Tow String Road Mingus Mill ~ T~oCh~e k e, NC ? ~ ~ ~~ ~ Mountains Smokemont Campground y~o ~~~ Park Circle Drive (`~, Cherokee Indian Reservation Qualla Boundary Blue Big Cove Connect unty /~ ~m`~ O . Cou~~~ n ~ • ~5 v . ~~ End Study Area Park Boundary at Cherokee Indian Reservation /~ I 1 1 ~ 3.5 Natural Resources • 3.5.1 Affected Environment 3.5.1.1 Jurisdictional Wetlands To determine if potential wetlands exist within the study area, National Wetland Inventory (NWI) mapping was reviewed for the Swain and Jackson County United States Geological Survey • (USGS) quads. These wetlands are shown on Figure 9. The seven intersections were also assessed in the field for jurisdictional wetlands in accordance • with guidelines for wetland delineation as outlined in the 1987 Corps of Engineers Wetland • Delineation Manual. This approach incorporates three criteria in delineating wetlands: (1) the presence of hydrophytic vegetation, (2) the presence of hydric soils, and (3) evidence of wetland hydrology. Areas with the presence of hydric soils and evidence of wetland hydrology, or • evidence of all three criteria, were delineated as wetlands for this project. The NPS uses the Cowardin wetland definition developed by the USFWS that classifies wetlands • from a more ecological standpoint. This classification system is used for mapping wetlands for the National Wetlands Inventory (NWI) Project. Wetlands in the USFWS classification must only have one or more of the parameters listed above (Cowardin et al., 1979). These wetlands are referred to as NPS wetlands, whereas wetlands regulated by the U.S. Army Corps of Engineers • (USAGE) are referred to as jurisdictional wetlands. All wetlands identified in the study area were both jurisdictional and NPS wetlands. • On March 8, 2004, wetland locations were delineated and Global Positioning System (GPS) was used to locate the boundaries of the jurisdictional wetlands. One wetland was located at the Collins Creek Picnic Area intersection and two were located at the Tow String Road intersection. • The wetland located southwest of the Collins Creek Picnic Area intersection is associated with the floodplain of Collins Creek. The soil was saturated at the surface due to groundwater discharge. In addition to the jurisdictional wetland, Collins Creek is a perennial stream which • would also be considered jurisdictional. Two wetlands are associated with the Tow String intersection. The two wetlands are separated by a culvert under Tow String Road. The wetland receives runoff from Newfound Gap Road and the • adjacent area west of the intersection. The soil was saturated to the surface with evidence of flow in portions of the wetland. The jurisdictional wetland is located on the northeast side of the intersection of Newfound Gap Road. The wetland hydrology appears to be maintained by runoff • from the adjacent side slopes, groundwater seepage, and runoff from Newfound Gap Road and Tow String Road. A culvert draining under Tow String Road likely provides grade control for maintaining the existing hydrology. Figure 9 shows the location of the wetlands, which are • located in the floodplain of the Oconaluftee River. There is also a wetland adjacent to Newfound Gap Road south of the Visitor Center parking area, and one along Newfound Gap Road south of the Smokemont bridge. Both of these wetlands are • outside of the study area. There are no impacts anticipated to these areas. • 3-13 • 3.5.1.4 Physiography, Geology, and Soils • Physiography Swain County is situated in the western portion of the Mountain physiographic province in North Carolina. The geography of the county consists predominantly of very steep uplands, with gentler slopes in the major river valleys. Narrow, nearly level floodplains are along most of the streams • in the region; however, steep gorges are not uncommon. Elevations in the project area range from approximately 2,024 feet above Mean Sea Level (MSL) to 2,600 feet above MSL as depicted on the Smokemont, North Carolina, USGS topographic quadrangle map. • Geology i ng The Mountain physiographic province of North Carolina is composed of parent material dat • back 500 million to one billion years. This parent material is associated with the Blue Ridge Belt, • which is part of the Ocoee Supergroup of Copper Hill formation. The geology is typically composed of metagraywacke, which is massive with graded bedding common, and includes dark- gray slate, mica schist, and nodular calcsilicate rock. Other geology features maybe composed of • biotite branitic gneiss, which is pinkish gray to light gray, massive to well foliated, granitic to quartz monzonitic, and may include variably myolnitized orthogneiss and paragneiss, interlayered amphibolite, calc-silicate rock and marble. • An investigation to determine the probability to generate acid drainage was conducted by Dr. Don W. Byerly, PhD, PG in February 2004. This investigation included a megascopical examination of the exposed bedrock where present at the six intersection locations in order to determine • whether the earth materials contained acid-producing materials that could cause environmental problems resulting from disturbance during construction. After examining the geology at all six sites, Dr. Byerly concluded that the probability of generating acid drainage for the sites, taken as • a whole, is low. (The Big Cove Road Connector intersection was not included in the study at the time of Dr. Byerly's research, but was determined to be similar to conditions at the Blue Ridge Parkway intersection.) A summary of the results for each site is listed below, with a more detailed description of each site in Appendix B. • • Collins Creek Picnic Area -The probability of acid drainage problems at this site is very low • to non-existent. • •Smokemont Campground -There is a very low probability for acid drainage being generated from the earth materials at this site. • Tow String Road -There is a low to medium probability for generating acid drainage at this site. However, despite the fact that the megascopic evaluation is benign, if excavation is • necessary at this site, close inspection of the excavated rock is warranted. • Park Circle Drive/ Oconaluftee Visitor Center -The probability of acid drainage is • extremely low at this site. • • Blue Ridge Parkway -There is a very low probability that acid drainage problems would • occur should excavation be necessary. • • Big Cove Road Connector -There is a very low probability that acid drainage problems would occur should excavation be necessary. Soils • Soil types and availability of water directly influence composition and distribution of flora and fauna in any biotic community. Factors influencing soil formation include parent materials, • 3-17 Floodplains • Tow String Road is the only location with a minor impact to floodplains (0.01 acres). The Tow • String Road relocation is located in the floodplain of the Oconaluftee River at the toe of the fill slope of Newfound Gap Road. • Water Quality The Full Build Alternative is anticipated to have negligible long-term impact on water quality. The increase in impervious surface area is negligible and would not cause a substantial increase • in runoff. Some minor temporary impacts to water quality are expected from the construction activity. Specifically, the existing culvert at the Collins Creek Picnic Area is proposed to be extended by • 15 feet and the proposed Tow String Road intersection realignment would have some temporary effects on water quality due to the location of wetlands and floodplains. All other locations are anticipated to have negligible temporary impacts on water quality. Although a total of 1.53 acres • of existing pervious area would be paved for the other five location alternatives, this additional impervious area would have only a negligible impact on water quality of nearby streams and i i hi i i r vers s nce t s add t on is a very small percentage of the existing impervious area. • Aquatic organisms are acutely sensitive to changes in their environment and environmental impacts from construction activities may result in long term or irreversible effects. Impacts usually associated with in-stream construction include alterations to the substrate and impacts to • adjacent streamside vegetation. Such disturbances within the substrate lead to increased siltation which can clog the gills and/or feeding mechanisms of benthic organisms, fish, and amphibian species. Siltation may also cover benthic macroinvertebrates with excessive amounts of sediment • that inhibit their ability to obtain oxygen. The removal of streamside vegetation and placement of fill material during construction increases erosion and possible sedimentation. Revegetation of these areas may help reduce impacts by • supporting the underlying soils. Erosion and sedimentation may carry soils, toxic compounds, trash, and other materials into the aquatic communities at the construction site. As a result, bars may form at and downstream of the site. Increased light penetration from the removal of • streamside vegetation may increase water temperatures. Warmer water contains less oxygen and • can reduce aquatic life that depends on high oxygen concentrations. Precautions should be taken to minimize impacts to water resources in the project study area • during construction. Aquatic organisms are very sensitive to discharges and inputs resulting from construction. Appropriate measures must be taken to avoid spillage and control runoff. Potential impacts associated with construction of the proposed project include increased sedimentation, • scouring of the streamsed, soil compaction, and loss of shading due to vegetation removal. • Increased sedimentation from lateral flows is also expected. Measures to minimize these potential i i mpacts nclude formulating an erosion and sedimentation control plan, providing a means for • storage and disposal of waste materials off site, implementing stormwater management measures, • and taking appropriate road maintenance measures. Due to the potential for water quality impacts during construction, it is likely that the North • Carolina Wildlife Resources Commission (NCWRC) would request that in-stream construction be restricted to specific times of year to limit the effects on sensitive trout species. Trout are present within the project study area. An in-stream and 25-foot buffer work moratorium would • likely apply October 15 to April 15 for brown and brook trout. 3-19 providing a means for storage and disposal of waste materials off site, implementing stormwater • management measures, and taking appropriate road maintenance measures. No impairment to • water quality would occur under any of the alternatives. Geolo~y and Soils • The geology and soils of the area would not be impacted under the No Action and Partial Build Alternatives. Excavation would be required for the Full Build Alternative. The Full Build Alternative would result in negligible long-term impacts to soils in the area, with potential minor • temporary impacts during construction. Because the probability of encountering acid producing • rock is judged to be low to extremely low, and because little excavation is anticipated, there would be negligible temporary and long-term impacts to geological features. If pyritic material is present at the project site then appropriate mitigation measures would be taken to ensure that no • leachate is released into the surrounding streams. No impairment to geology or soils would occur under any of the alternatives. 3.6 Biological Communities 3.6.1 Affected Environment 3.6.1.1 Terrestrial Habitat Fourteen forest communities were identified in the project study area by the Vegetative Classification of Great Smoky Mountains National Park (unpublished report). A field investigation conducted on October 30, 2003 identified dominant plant species confirming the vegetative mapping conducted by the Park. The forest communities identified within the immediate area of the seven intersections included eastern hemlock, sub mesic to mesic oak/hardwood, graminoid and herbaceous, montane alluvial forest, human influence, northern hardwoods, and cove mixed hardwoods. The human influence within the project study area includes maintained use areas such as grassed shoulders on existing roads, maintained fields, and public use areas. Appendix B describes the biological communities at each intersection. 3.6.1.2 Animal Species The project study area exhibits a diverse amphibian population. Species such as the eastern newt (Notophthalmus viridescens) and various salamanders including the mountain dusky (Desmognathus ochrophaeus), blackbelly (D. quadramaculatus), two-lined (Eurycea bislineata), Jordan's (Plethodon jordani), and red (Pseudotriton Tuber) likely exist within the project study area. Newts and salamanders forage on aquatic and terrestrial insects, crustaceans, worms, and other organisms along the forest floor and in the many creeks. Salamanders can be found in a variety of habitats, although most are associated with small streams and seepages. Species such as the mountain dusky, Jordan's, and the ravine salamander are found primarily in terrestrial habitats under rocks, leaves, and woody debris. In addition, other amphibians such as spring peepers (Hyla crucifer) and pickerel frogs (Rana palustris) are likely present. • Reptile species including snakes, lizards, and turtles can be found throughout the project study area. Several snake species likely to be present within the study area include the rat snake (Elaphe obsoleta), timber rattlesnake (Crotalus horridus), brown snake (Storeria dekayi), and northern water snake (Nerodia sipedon). Lizard species likely to be observed within the study area include • the five-lined skink (Eumeces fasciatus) and broadhead skink (E. laticeps). A turtle species likely to be found within the study area is the eastern box turtle (Terrapene Carolina). • 3-21 and Conservation Act, 1979). According to the NC Natural Heritage Program, there are a total of 63 federally and state protected species listed for Swain County. "Critical habitat," as defined in the ESA, is a term for habitat given special protection for the benefit of a listed species. Critical habitat, as defined by the USFWS, is designated for several species listed in Swain County, which include the Spotfin chub (Cyprinella monacha), spruce-fir moss spider (Microhexura montivaga), and the Appalachian Elktoe (Alasmidonta raveneliana). Table 2 contains federally listed species with habitat present in the study area. Table 3 contains state listed species with habitat present in the study area. Species that are both state and federally listed are included only with the federally listed species. 3-23 Table 3: State Listed Protected Species for Swain County. North Carolina Major Grou Scientific Name Common Name State Status Habitat Requirement Mammal roosts in hollow trees and buildings Myotis septentrionalis Northern Myotis SC (warmer months), in caves and mines winter Re the Crotalus horridus Timber Rattlesnake SC rocky, a land forests Fish Clinostomus funduloides Little Tennessee River ss 1 Ros side Dace SC Little Tennessee drainage Fish Etheostoma vulneratum Wounded Darter SC streams of Little Tennessee s stem Fish Noturus jlavus Stonecat E Nolichucky French Broad, and Little Tennessee draina es Mollusk Alasmidonta viridis Sli ershell Mussel E Little Tennessee River Mollusk A alachina chilhoweensis Queen Crater SC southern half of the mountains Mollusk Elli do dilatata S ike SC Little Tennessee and New rivers Mollusk Newfound Gap area of Great Smoky Fumonelix jonesiana Big-tooth Covert T Mountains National Park (endemic to this area) Mollusk Fusconaia barnesiana Tennessee Pi toe E Little Tennessee River Mollusk Gl h alinia 'unaluskana Dark G1 h SC southwestern mountains Mollusk GI h alinia entadel hia Pink Gl h SC southwestern mountains Mollusk Ha lotrema kendei hi Blue-footed Lancetooth SC southwestern mountains Mollusk Lampsilis fasciola Wavy-rayed SC French Broad, Pigeon, and Little Tennessee Lampmussel rivers; currently known onl in last river Mollusk Paravitrea lamellidens Lamellate Su ercoil SC southern half of the mountains Mollusk Paravitrea placentula Gloss Su ercoil SC Madison, Mitchell and Swain counties Mollusk Patera clarki Dwarf Proud Globe SC southwestern mountains Mollusk Stenotrema depilatum Great Smoky Slitmouth SC Great Smoky Mountains National Park (essentiall endemic to this area) Mollusk French Broad, Hiwassee, and Little Villosa iris Rainbow SC Tennessee rivers; currently only known in the state from the last river Mollusk Zonitoides atuloides A alachian Gloss SC southwestern mountains Vascular lant Hydrastis canadensis Goldenseal E-SC cove forests, other rich deciduous forests State Status: T=Threatened, E=Endangered, SC=State Special Concern, SR=Significantly Rare, PT=Proposed Throughout, -T=Throu bout source: rvl; Natural ventage rrogram, nttp:~~ncnnp.org U.S. Fish and Wildlife Service, http://endangered.fws.gov/wildlife.html Only species with habitat in the study area are shown. 3.6.1.5 Exotic Species Exotic species are those species that are not part of the indigenous ecosystems. These non-native species are of concern because they can be aggressive invaders and can out-compete native species. The National Park Service is working to eliminate problem exotics within the Park. Hemlock wooly adelgid (Adelges tsugae), kudzu (Pueraria lobata), mimosa (Albizia julibrissin), Asian princess-tree (Paulownia tomentosa), multiflora rose (Rosa multiflora), and the European wild boar (Sus scrofa) are among the Park's most prolific exotics and the subject of extensive Park eradication efforts. Numerous other exotic species exist within the park and within the project study area. Appendix B shows the locations of various invasive exotic plants within the project study area. 3-25 With minor disturbance to plant communities anticipated as a result of the roadway • improvements, substantial impacts to terrestrial wildlife populations are not expected. Some loss • of wildlife is an unavoidable aspect of construction. Temporary fluctuations in populations of animal species that inhabit these communities are anticipated during the course of construction. Slow-moving, burrowing, and/or subterranean organisms would be directly impacted by • construction activities, while mobile organisms would be displaced to adjacent communities. Competitive forces in the adapted communities would result in a redefinition of population equilibria. • Construction, staging, and stockpiling operations may result in the temporary disruption of the resident wildlife population. The clearing of habitats, human activity, and noise from construction operations may result in the displacement of mobile wildlife. Non-mobile species would be lost • as habitat is converted to construction areas. This impact is expected to be negligible because of the small extent and relatively short duration of construction activities. • These temporary impacts to biotic communities would be minimized as much as possible by restricting land clearing and construction operations within the project limits. Location of off-site i or on-s te materials staging and stockpiling would be directed by the Park in an effort to disrupt • the least amount of natural habitat area. These areas would typically be located in parking lots or • other disturbed areas. Aquatic Habitat • Aquatic organisms are acutely sensitive to changes in their environment and minor temporary impacts may result from construction activities. Impacts usually associated with in-stream construction include alterations to the substrate and impacts to adjacent streamside vegetation. • Such disturbances within the substrate lead to increased siltation, which can clog the gills and/or feeding mechanisms of benthic organisms, fish, and amphibian species. Siltation may also cover benthic macroinvertebrates with excessive amounts of sediment that inhibit their ability to obtain oxygen. The removal of streamside vegetation and placement of fill material during construction increases erosion and possible sedimentation. Quick revegetation of these areas helps to reduce the impacts • by supporting the underlying soils. Erosion and sedimentation may carry soils and other materials • into the aquatic communities near the construction site. Proper sedimentation and erosion control measures would prevent the discharge of sediment into the surrounding aquatic habitat. The Full Build Alternative would result in negligible long-term impacts. Threatened and Endangered Suecies Based on limited habitat and elevation, none of the ten federally listed species occurring within • Great Smoky Mountains National Park are known to inhabit the project area. However, transient • species are possible. Negligible impacts may occur with birds and other wildlife avoiding habitat within and adjacent • to the proposed project area under the Full Build Alternative. Since the proposed project area is part of an existing roadway, it is likely that these areas are already avoided to some extent and no additional impact would result. Similar habitat is present throughout the Park and would remain • protected under current management plans. The project is considered a maintenance activity and would require minimum disturbance outside of the existing roadway prism. Some natural vegetation outside of the grassy road shoulder may be disturbed. The NPS would coordinate • potential removal of any trees in accordance with the established roosting season of the Indiana 3-27 that only invasive-free mulches, topsoil, and seed mixes would be used on this project. Every • effort would be made to prevent the spread of exotic species during the course of this project. ~ 3.7 Human Environment 3.7.1 Affected Environment • 3.7.1.1 Aesthetics and Viewsheds • The study area surrounding Newfound Gap Road is forested from the Collins Creek Picnic Area to the Oconaluftee Visitor Center and periodically interspersed with roadside clearings for scenic overlooks. Picnicking sections and campgrounds are located adjacent to the road, typically • outside the field of view of motorists. Some parking is available along the road. The area • surrounding Newfound Gap Road from the Visitor Center to the southern Park boundary is primarily Park-maintained grassland with occasional trees and plants. Informational signs at recreational facilities and crossroads along Newfound Gap Road are of a style consistent with the • historic nature of the Park. 3.7.1.2 Air Quality Congress passed the Clean Air Act (Act) in 1970, establishing national policy toward preserving, • protecting, and enhancing air quality. The 1977 Clean Air Act Amendments designated all national parks that exceeded 6,000 acres in size as mandatory Class I areas worthy of the greatest degree of air quality protection under the Act. The 1990 Amendments to the Act left intact the • requirements for Class I area protection, while providing additional tools to accomplish the • protection. Under the Act, the federal land manager has been given the responsibility to assure that air quality and the air quality-related values in Class I areas, such as the Great Smoky Mountains National Park, do not deteriorate, and that an aggressive role is taken in protecting, • preserving and enhancing the Park's resources. Monitoring and research conducted over the past 22 years in the Smoky Mountains has shown that airborne pollutants emitted outside the Park and transported into the Park are significantly • impacting Park resources (streams, soils, vegetation, and visibility), visitor enjoyment, and public health. Visibility at the Park has been seriously degraded over the last 50 years by human-made pollution. Since 1948, based on regional airport records, annual average visibility in the southern • Appalachians has decreased 60% overall, 80% in suimner, and 40% in winter. In April of 1999, EPA promulgated the Regional Haze Rule that requires visibility in the Class I areas, including the Smoky Mountains, to improve the haziest days to natural conditions by 2064 and to preserve • the clearest days presently being experienced. The Tennessee Valley Authority announced in Fall • 2001 that they will be implementing SOz controls on three of the power plants closest to the Park. These controls are expected to reduce SO2 emissions from these plants by more than 90 percent. • According to the Environmental Protection Agency (EPA), the portions of Haywood and Swain counties in the Great Smoky Mountains National Park were in non-attainment as of April 15th, 2004. By June of 2009, this area is required to have a maintenance plan in place. • 3.7.1.3 Noise The most common source of noise or unwanted sound within the vicinity of Newfound Gap Road is vehicular noise. To assess whether highway noise levels are compatible with various land uses, the Federal Highway Administration has developed noise abatement criteria and procedures to be • used in the planning and design of highways. These abatement criteria and procedures are in • 3-29 Air Quality Air quality would not be affected by the No Action Alternative. Noise Noise would not be affected by the No Action Alternative, although continued deterioration in pavement would result in a negligible increase in vehicle noise. En rgy Energy consumption levels would remain unchanged under the No Action Alternative. Utilities The No Action Alternative would not impact any existing or proposed utilities in the area. 3.7.2.2 Partial Build Alternative Aesthetics and Viewshed The viewshed along Newfound Gap Road would remain unchanged under the Partial Build Alternative. The rehabilitation of the roadway surface would result in a negligible positive impact on aesthetics. Air Quality Air quality would not be impacted under the Partial Build Alternative other than minor temporary impacts. Noise The Partial Build Alternative would have negligible positive impact by improving the roadway surface, and a minor temporary negative impact from construction noise. En rev Energy consumption levels would remain unchanged under the Partial Build Alternative. Utilities The Partial Build Alternative would not impact any existing or proposed utilities in the area. 3-31 - Figure 10 -Existing and Proposed Utilities ` Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary •coro,nurnaFNr,~ Swain County, North Carolina S°' FXGFILFNGF Study Alternative 1 (Preferred) * Study Alternative 2 ~ln ~~ To Gatlinburg, TN ~ ~ ~,, `j To Gatlinburg, Smokemont ~ `,-~~,` Y /;s \>~bl I I Smokemont Campground *" ,,,, ; Campground Great Smoky Mountains '~~ ~~I I Great Smoky Mountains National Park National Park Tow String Road cao - ,' Tow String Road ~ ~ ~^ ~ a 1 n. 1Q co C7 ~' C~ a a c c ~ ~ Park Circle Drive ~ ~ ~/ ~ ~ ~ ~ Park Circle Drive Oconaluftee Oconaluftee Visitor Center Blue Ridge Visitor Center __ l __. ~` Parkway ___ ~ -. Cherokee Indian ? Cherokee Indian Reservation ~ Reservation Qualla Boundary 1 Qualla Boundary To Cherokee, NC\ ~ To Cherokee, NC ~l ,4 Legend Study Area Corridor Major Road Minor Road or Trail ----- NPS Trail -•-• County Line ® Park Boundary Existing Sewer Existing Water ------ Proposed Sewer ------ Proposed Water Blue Ridge I Parkway 0 2,500 5,000 1~1 Feet ,,.,;,•_ " Utility Project to be Completed by Others • 3.7.2.3 Full Build Alternative • Aesthetics and Viewshed The visual impacts of the Full Build Alternative would be negligible. Other than at the Oconaluftee Visitor Center, the addition of a turn lane at the proposed locations would not bring Newfound Gap Road within closer sight distance of residents, employees, or visitors. At the • Visitor Center, parking lots are located between the Visitor Center and Newfound Gap Road, reducing the visual impact of an additional turn lane. • Air Quality The addition of intersection turn lanes to Newfound Gap Road are primarily safety improvements that provide minimal additional capacity. None of the intersections being studied is currently • signalized, nor would they be signalized as a result of these improvements. The levels of service • at each intersection would be improved slightly as a result of adding these turn lanes. As a result, this project is not expected to result in any additional air pollution or interfere with the attainment of the National Ambient Air Quality Standards (NAAQS). In fact, air quality conditions along the • Newfound Gap corridor could be expected to improve slightly as a result of fewer vehicles having to idle in queues at each intersection. As such, a technical air quality analysis is not necessary. • Temporary negative air quality impacts would occur as a result of fugitive dust/fine particulate matter during construction operations. However, any associated temporary emissions from construction equipment would be less than the conformity de minimis levels established for • carbon monoxide and ozone. The contractor would be responsible for controlling dust at the project site and at areas affected by the construction. Dust control measures may include the following activities: • Minimizing exposed earth surface • Temporary and permanent seeding and mulching • Watering working and haul areas during dry periods • Covering, shielding, or stabilizing material stockpiles • Using covered haul trucks Emissions from construction equipment are regulated by federal standards. No burning would be • performed at the project site or within Park boundaries. Noise Since the Full Build Alternative is not expected to increase the number of vehicles in the study • area, the only long-term noise impacts would result from a decrease in the distance between the roadway and receptor areas where people congregate. The only two locations where this distance decreased (i.e., the additional turn lane would widen towards receptors rather than away from • them, and the receptors are within 500 feet of the roadway) are at Park Circle Drive and the Oconaluftee Visitor Center. A possible negligible long-term impact is anticipated for this alternative. The noise analysis compared existing conditions with future conditions, which included increased traffic volumes. Based on this noise analysis, there were no impacts approaching or exceeding • Noise Abatement Criteria or substantial increases found at any of the sensitive noise receivers. • Therefore, the expected noise impacts along Newfound Gap Road were found to be negligible • 3-35 and within the acceptable criteria given by FHWA and NCDOT. Appendix B includes more detail on the methodology and results of the noise study. Minor temporary noise impacts to adjacent land uses during construction would occur resulting from movement of workers and materials through the area and associated construction activities. Heavy construction equipment would generate noise and vibration. The duration and level of noise differs with each phase of construction. Typically the first two phases-ground clearing and excavation-generate the highest noise levels. Noise generated by construction equipment, including trucks, graders, bulldozers, concrete mixers, and portable generators, can reach noise levels of 67 dBA to 98 dBA at a distance of 50 feet. The Park may monitor construction noise and require abatement where limits are exceeded. The Park also can limit work that produces objectionable noise during visitor hours. Energy At all study intersections, proposed roadway improvements are predicted to result in either a decrease in energy consumption or no change. Therefore, a negligible positive impact to energy is anticipated. Quantitative results are provided in Appendix B. Utilities The Full Build Alternative would potentially impact 1,2071inear feet of the proposed sewer line for Alternative 2 of the utilities project at Tow String Road, depending on which alternative was selected and which project is completed first. The Full Build Alternative would impact 500 feet of existing water line at Park Circle Drive, and 593 feet of existing water line at the Visitor Center. Any disruption to utility service during construction would be minimized by phased adjustments to the utility line. All modifications, adjustments, or relocations would be coordinated with the affected utility company, resulting in a minor impact to utilities. 3.7.2.4 Conclusion Aesthetics and Viewshed The viewshed along Newfound Gap Road would remain unchanged under the No Action Alternative. However, continued degradation of the roadway would contribute negatively to aesthetics in the area, resulting in a long-term minor impact. The Partial Build and Full Build Alternatives would result in a negligible positive impact and temporary visual impacts during construction. No impairment to the viewshed in the study area would occur under any of the alternatives. Air Quality Air quality would remain unchanged under the No Action Alternative. From the Full Build Alternative, long-term air quality conditions along the Newfound Gap corridor could be expected to improve a negligible amount as a result of fewer vehicles having to idle in queues at each intersection. Minor temporary air quality impacts would occur as a result of fugitive dust/fine particulate matter during construction operations for the Partial Build and Full Build Alternatives. The contractor would be responsible for controlling dust at the project site and at areas affected by the construction. No impairment to air quality in the Park would occur under any of the alternatives. Noise The No Action Alternative would have a negligible impact on noise due to a deteriorating roadway surface. The Partial Build and Full Build Alternatives would have a negligible positive 3-36 impact on noise, based on an improved roadway surface. The Partial Build and Full Build • Alternatives would result in minor temporary noise impacts during construction. The Park would monitor construction noise and require abatement where limits are exceeded. The Park would also limit work that produces objectionable noise during visitor hours. • En rQy Energy levels would remain unchanged under the No Action and Partial Build Alternatives. A negligible positive impact to energy is anticipated from the Full Build Alternative. • Utilities The No Action and Partial Build Alternatives would not impact any existing or proposed utilities • in the area. The Full Build Alternative would potentially impact 1,2071inear feet of proposed • sewer line and would impact 1,093 linear feet of existing water line. Any disruptions to utility service during construction would be minimized by phased adjustments to the utility line. All modifications, adjustments, or relocations would be coordinated with the affected utility company • and service would be maintained during and after construction, resulting in a minor impact. ~ 3.8 Visitor Use and Experience 3.8.1 Affected Environment • 3.8.1.1 Visitation and Facilities • There are many activities for visitors within the Park and specifically within the study area. Several recreational activities exist within or adjacent to the study area, described below. • Visitor Facilities and Trails Facilities for visitors within the study area include the Oconaluftee Visitor Center, the Mountain Farm Museum, and the Mingus Mill. There is a horse camp at Tow String Road, and camping, horse rental facilities, and a ranger station at the Smokemont Campground. There are also access • points to four trails between the Collins Creek Picnic Area and the Blue Ridge Parkway, including the Mingus Creek Trail, the Newton Bald Trail, the Smokemont Loop Trail, and the Bradley Fork Trail. Fishing is permitted year-round. Collins Creek Picnic Area -The Collins Creek Picnic Area is located at the north end of the study area on the west side of Newfound Gap Road. There are two picnicking sections, each with • tables, shelters, and restroom facilities. The picnic area is seasonal and is open from May through • October. Smokemont Campground and Tow String Road Facilities -The Smokemont Campground, • horse rentals, and ranger facilities are located approximately 1.5 miles south of the Collins Creek Picnic Area on the east side of Newfound Gap Road. There also is a horse camp at Tow String Road which is located between the Smokemont Campground and the Oconaluftee Visitor Center • on the east side of the road. The Smokemont Campground is one often camping sites in the Park • in addition to backcountry camping opportunities. It is open year-round and includes 142 sites with water, fire grills, tables, and restroom facilities. • Mingus Mill -The Mingus Mill is located on the west side of Newfound Gap Road at the Mingus Creek Trail, approximately 0.5 mile north of the Oconaluftee Visitor Center. The mill was built in 1886, and was acquired by the Park in the 1930s. The mill, which replaced the more • 3-37 traditional waterwheel, uses awater-powered turbine to power all of the machinery in the building. It is located at its original site and is operational May through October. Oconaluftee Visitor Center -The Oconaluftee Visitor Center is located on the east side of Newfound Gap Road between the Mingus Creek Trail and the Blue Ridge Parkway (approximately 2 miles north of Cherokee). One of only three visitor centers in the Park, it is open year-round, with ranger-led programs available seasonally. This site offers information about the Park, exhibits historic photographs and artifacts, and includes restroom facilities. The Great Smoky Mountains Natural History Association also operates a concessions facility within the building, which offers Park-related merchandise for sale. Mountain Farm Museum -The Mountain Farm Museum is located on the east side of Newfound Gap Road between Mingus Creek Trail and the Blue Ridge Parkway, adjacent to the Oconaluftee Visitor Center. Most of the historic structures that are part of the Mountain Farm Museum were constructed in the late 19t'' century, and were moved to their present location in the 1950s. Costume demonstrations, farm animals, and tours through the buildings allow visitors to see how families may have lived a century ago. Key attractions include a log farmhouse, a barn, an apple house, a functional blacksmith shop, and others. Facilities are open from May through October. Mingus Creek Trail -The Mingus Creek Trail is 5.8 miles long and climbs approximately 3,000 vertical feet. It begins at the Mingus Mill parking area on the west side of Newfound Gap Road, and ends at the junction with Newton Bald Trail at Newton Bald. Some sights along the trail include the Mingus Mill, a cemetery, an old home site, and the Civilian Conservation Corps camp site. The trail follows Mingus Creek, and is part of North Carolina's Mountains-to-Sea Trail. Newton Bald Trail -The Newton Bald Trail begins at Newfound Gap Road, approximately 1/8 mile north of the Smokemont Campground entrance. It is 5.3 miles long, with a difference in elevation of 2,800 feet, and is used as a horse and hiking trail. The Newton Bald Trail ends at the Thomas Divide Trail. Smokemont Loop Trail -The Smokemont Loop trail is 3.9 miles from the Bradley Fork Trail to the Smokemont Campground, for a total loop distance of 6.1 miles. It climbs 1,260 feet through a mixed hardwood forest. A highlight along the trail is an access point to the Bradley Cemetery near the Smokemont Campground. Bradley Fork Trail -The Bradley Fork Trail begins at the Smokemont Campground and ends at Hughes Ridge Trail. It is a 7.3-mile trail, rising 2,800 feet in elevation. The trail is an old road along the Bradley Fork of the Oconaluftee River, and is used as a horse and hiking trail. Seasonal and Annual Visitation The number of visitors to the Great Smoky Mountains National Park fluctuates through the year, peaking in the months of June through August and again in October. Average annual visitation to the Park exceeds 9 million visitors per year. Although visitation dropped slightly in 2001, trends show that visitation has been slowly increasing in recent years. 3.8.1.2 Existing Roadways The roadway network within the study area includes Newfound Gap Road, the Blue Ridge Parkway, and six other roads (the Collins Creek Picnic Area entrance, the Smokemont Campground entrance, Tow String Road, the Mingus Mill entrance, Big Cove Connector Road, 3-38 and Park Circle Drive) and the parking facilities for the Oconaluftee Visitor Center. All are • included in the analysis except the Mingus Mill entrance, the intersection of which was • previously modified to better accommodate traffic flow. Figure 1 shows the roadway network within and adjacent to the study area. • Newfound Gap Road -Newfound Gap Road (NPS Route 10) is a principal Park roadway within the Great Smoky Mountains National Park, and the only roadway that completely traverses the Park. It stretches 31 miles from the Oconaluftee Visitor Center in Cherokee, North Carolina to the • Sugarlands Visitor Center near Gatlinburg, Tennessee. Newfound Gap Road is a two-lane road • with additional left-turn lanes at some intersections. There are scenic pullouts and paved parking areas along both sides of the road. The posted speed limit along the entire road varies from 25 miles per hour to 45 miles per hour. The posted speed limit within the project study area is 45 • miles per hour. In 2003, approximately 36 percent of the total number of visitors to the Park entered on this road from Gatlinburg, and 24 percent entered the Park on Newfound Gap Road from Cherokee (National Park Service Visitor Report). Newfound Gap Road carries traffic • volumes beyond its designed capacity and traffic congestion is common during the visitor season. Blue Ridge Parkway -The Blue Ridge Parkway, a national Parkway and a major scenic drive • for the entire region, extends 469 miles to connect Great Smoky Mountains National Park with • Shenandoah National Park in Virginia. It provides access to the Park from the northeast. This meandering two-lane road has a maximum posted speed limit of 45 miles per hour. There are scenic and recreational turnouts for sightseeing, camping, picnicking, and hiking. Intersections -The road to the Collins Creek Picnic Area accesses two picnicking sections. The entrance to the Smokemont Campground crosses the Oconaluftee River just east of its • intersection with Newfound Gap Road, and then splits, leading to camping and trails to the north • and a waste area to the south. Tow String Road leads to the Tow String community within the Cherokee Indian Reservation. The entrance road to the Mingus Mill leads to the historic Mingus Mill and hiking trails to the west of Newfound Gap Road. Big Cove Connector Road crosses the • Oconoluftee River to connect Newfound Gap Road and Big Cove Road. Park Circle Drive accesses Park employee housing, the Job Corps facility, the Park Maintenance and Ranger Station, and Big Cove Road. There are three intersections accessing the Oconaluftee Visitor Center, including an exit-only intersection and two full-access intersections. The Blue Ridge Parkway leads east, accessing Park sites such as the Waterrock Knob Visitor Center and the Park Headquarters Building, as well as public and private points of interest. • 3.8.1.3 Traffic Volumes Traffic in the study area consists of a mix of vehicle types and modes of transportation. Vehicular traffic consists of personal automobiles, recreational vehicles, buses, motorcycles, and bicycles, and includes commuter traffic and visitor traffic traveling along Newfound Gap Road, the Blue • Ridge Parkway, and within the Park. Commercial vehicles are not allowed on Newfound Gap • Road. In addition to vehicular traffic, a high volume of pedestrian traffic is present in the areas around the trails and other visitor facilities. Historic and current traffic count data, consisting of • average annual daily traffic (AADT) counts and turning movement counts, was gathered and • analyzed to determine traffic characteristics and historic growth patterns. Historic Traffic Volumes • To develop a baseline of traffic in the Newfound Gap Road area, historic traffic counts were gathered where available from the North Carolina Department of Transportation (NCDOT) and the National Park Service for Newfound Gap Road. Historic AADT data (1999 through 2003) • 3-39 was obtained for Swain County from NCDOT and for Sevier County from the Tennessee Department of Transportation (TDOT). Monthly traffic volumes on Newfound Gap Road generally are highest during the summer months and in October. Traffic volumes on Newfound Gap Road north of the Blue Ridge Parkway averaged between 4,000 and 6,000 vehicles per day from 1999 to 2003. Volumes on Newfound Gap Road south of Gatlinburg decreased from 11,000 to 7,500 vehicles per day between 2000 and 2002, and increased to 9,000 vehicles per day in 2003. More detail is located in Appendix B. Current Traffic Volumes To determine current traffic demand in the Newfound Gap Road area, turning movement counts were conducted by Kimley-Horn and Associates, Inc. at each of the original six study intersections on typical weekdays and weekend days during October 2003, the peak month for traffic and visitation in the Park. Counts were conducted by Kimley-Horn and Associates at the Big Cove Connector Road intersection during August 2004. Details of the traffic counts are included in Appendix B. Hourly counts for the Blue Ridge Parkway for January through December, 2002 were obtained from the National Park Service. In addition, automated vehicle counts were conducted by Kimley-Horn and Associates, Inc. in 2003 at the following locations: • Newfound Gap Road north of the Collins Creek Picnic Area 10/6-11/3 • Newfound Gap Road south of the Blue Ridge Parkway 10/6-10/8, 10/13-10/26 • The Collins Creek Picnic Area entrance 10/6-10/31 • Park Circle Drive 10/6-11/3 Based on the hourly counts at the above locations, average hourly traffic volumes were calculated for an average October weekday and weekend day. On an average weekday, traffic volumes on Newfound Gap Road, the Blue Ridge Parkway, and the Collins Creek Picnic Area are highest between 10:00 AM and noon, corresponding to typical visitor peaks. Traffic volumes on Park Circle Drive have morning and afternoon peaks, corresponding to the employment and residential facilities on that road. On an average weekend day, traffic volumes on Newfound Gap Road and the Collins Creek Picnic Area peak in the early afternoon, volumes on the Blue Ridge Parkway peak between 10:00 AM and 3:00 PM, and volumes on Park Circle Drive stayed relatively steady from 10:00 AM to 8:00 PM. Operational Analysis To analyze the traffic operations characteristics of the Newfound Gap Road intersections, a traffic operations model was developed using the software Synchro 5.0. Traffic volume data and roadway and intersection geometry were obtained in October 2003, one of the annual peak seasons for traffic volumes. The traffic volumes and geometry were input into the Synchro network to perform capacity analyses for existing weekday and weekend peak hour conditions. Intersections within the study area were analyzed for the expected peak volume periods to provide a worst case analysis for each intersection. The Highway Capacity Manual (TRB Special Report 209, 2000) control delay methodologies were used in reporting the results. The capacity analyses do not take into account sight distance or safety concerns that may exist at the intersections. Accident data, as summarized in Section 3.8.1.3, indicated which intersections may have safety or geometric problems. 3-40 Capacity is defined as the maximum number of vehicles that can pass over a particular road • segment or through a particular intersection within a given period. Capacity is combined with • Level-of-Service (LOS) to describe the operating characteristics of a road segment or intersection. LOS is a qualitative measure describing operational conditions and motorist perceptions within a traffic stream. The Highway Capacity Manual defines six levels of service, • LOS A through LOS F, with A representing the shortest average delays and F representing the longest average delays. The study intersections are all two-way stop-controlled intersections. A two-way stop-controlled intersection may operate at a very good LOS (A or B) overall, based on • major road traffic experiencing little to no delay, while the minor road approaches could operate • at a poor LOS (E or F). Therefore, it is important to report minor-road LOS independently to identify any needed geometric improvements that may not be evident in the overall value. Capacity analyses were performed for the intersections of Newfound Gap Road with the Collins Creek Picnic Area entrance, the Smokemont Campground entrance, Tow String Road, Park Circle Drive, the Oconaluftee Visitor Center (northern and southern entrances), the Blue Ridge Parkway, and Big Cove Connector Road. The analyses were performed for existing conditions, future conditions (design year 2030) with existing geometry (No Action or Partial Build alternative), and future conditions with the Full Build Alternative. Detailed results of the analyses are provided in Appendix B. All intersections within the study corridor currently operate at acceptable Levels of Service (A through C) during peak season peak hour except the northern entrance at the Oconaluftee Visitor Center, where the minor road approach operates at a LOS F during the weekend peak hour, and Big Cove Connector Road, where the minor road operates at LOS E during the weekend peak hour. In the design year with the No Action or Partial Build Alternatives, all intersections would operate with very long delays for minor road traffic but acceptable overall levels of service with the exception of the Big Cove Connector Road, which would operate at a LOS F during the weekend peak hour. That intersection is expected to serve substantial traffic volumes resulting from the development of the Ravensford Tract. Additional measures may be needed at that location in order to adequately serve future projected traffic. Accident Information Traffic accident data for the period from January 1999 through November 2003 has been obtained for intersections in the Newfound Gap Road study area from the National Park Service. This data • has been reviewed and analyzed to determine the level of safety at the study intersections. In the past five years, each location has experienced one accident with an injury except at the • Blue Ridge Parkway where two injury accidents occurred. In addition, there was one fatal • accident at the Collins Creek Picnic Area intersection in June 2000. Many of these accidents appear to be of the type that might have been prevented by geometric improvements, such as turn • lanes or improvements in sight distance. These include rear-end, right-angle, sideswipe, and head- . on accidents. Providing exclusive left-turn lanes on Newfound Gap Road may have prevented ten accidents during the five year period: three at the Collins Creek Picnic Area entrance, one at the Smokemont Campground entrance, one at Park Circle Drive, two at the Blue Ridge Parkway, and • three at the Big Cove Connector Road. These ten accidents were all rear-end accidents in which a vehicle struck a stopped or slower-moving vehicle. Appendix B includes a tabular summary of accidents at each intersection per year. 3-41 Accident rates were obtained in terms of number of accidents per million entering vehicles (Acc/MEV) and compared to Florida Department of Transportation (FDOT) rates. (NCDOT does not publish accident rate averages for spot locations.) FDOT average accident rates for the years 1999, 2000, and 2001 at three-leg intersections on rural two- or three-lane two-way undivided highways were 0.155, 0.140, and 0.147 Acc/MEV, respectively. Accident rates at all study area intersections were much higher than the FDOT rates. The highest accident rates at study area intersections over the five-year period occurred at the Collins Creek Picnic Area (0.78 Acc/MEV) and at the Blue Ridge Parkway (0.74 Acc/MEV). Approximately 25 percent of the total accidents along the study corridor could have been prevented by geometric improvements at the intersections. Three of the seven accidents at Collins Creek Picnic Area and two of the seven accidents at the Blue Ridge Parkway-where accident rates are highest-could have been prevented by left-turn lanes or improved sight distance. Based on these high accident rates, safety measures should be considered at all of the intersections. Additional detail on accident rates is provided in Appendix B. The accident rate for the southern section of the study area was also calculated between Park Circle Drive and the Blue Ridge Parkway. This section experienced a rate of 524.63 accidents per 100 million vehicle miles (Acc/100MVM) for the five-year period from 1999 through 2003 and 340.04 Acc/100MVM for 2000 through 2002. The NCDOT average accident rate for a similar roadway type (Rural US Route) is 131.76 Acc/MVM. Based on this comparison, Newfound Gap Road between Park Circle Drive and the Blue Ridge Parkway experiences a very high accident rate for a rural facility. This information indicates that measures should be undertaken to improve safety on this section of roadway. 3.8.2 Environmental Effects 3.8.2.1 No Action Alternative Traffic Operations Traffic operations would remain unchanged under the No Action Alternative. Vehicle Circulation Vehicle circulation patterns would remain unchanged under the No Action Alternative. ParkinE Operations Parking operations would remain unchanged under the No Action Alternative. ManaEement and Visitor Use of Roads The No Action Alternative would not affect the management and visitor use of roads in the area. However, this alternative would perpetuate unsafe driving conditions, and it would continue to be difficult for visitors to identify the entrance to Tow String Road due to the short sight distances, resulting in a long-term negligible impact. Safety and Demand The No Action Alternative would perpetuate poor driving conditions, unsafe traffic operations at intersections, and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, resulting in a negligible impact. 3-42 3.8.2.2 Partial Build Alternative • Traffic Operations Long-term traffic operations would remain unchanged under the Partial Build Alternative. Minor temporary impacts are anticipated during construction. • Vehicle Circulation Vehicle circulation patterns would remain unchanged under the Partial Build Alternative. • Parlcin~ Operations Parking operations would remain unchanged under the Partial Build Alternative. • Management and Visitor Use of Roads • The Partial Build Alternative would not affect the management and visitor use of roads in the area. However, this alternative would perpetuate unsafe driving conditions, and it would continue to be difficult for visitors to identify the entrance to Tow String Road due to the short sight • distances, resulting in a long-term negligible impact. Safety and Demand • The Partial Build Alternative would perpetuate unsafe traffic operations at intersections and • inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road. Improving these conditions would potentially improve the safety for drivers and pedestrians. • 3.8.2.3 Full Build Alternative • Traffic Operations The Full Build Alternative is anticipated to have a minor positive impact on traffic operations along Newfound Gap Road within the study area. Overall vehicle delay would decrease slightly • with the provision of a separate turn lane for left-turning vehicles, since through vehicles • traveling in the same direction would not have to stop or slow. This would also improve the safety of the road by reducing conflict points between left-turning and through vehicles. • Maintenance of traffic and sequencing of construction would be planned and scheduled to minimize traffic delays. Maintenance and protection of traffic in conjunction with construction activities associated with this project would be prepared in accordance with the latest edition of • the Manual of Uniform Traffic Control Devices and roadway standards of the NPS and FHWA. • Signs would be used as appropriate to provide notice of temporary lane closures and other pertinent information to the traveling public. Advance notice through the local news media would be made to alert the public of traffic restrictions and construction related activities. Truck traffic in the project area would increase during construction due to the presence of construction vehicles. The traffic plan developed during the final engineering design phase would define designated truck routes and parking areas for construction vehicles. A minor temporary • impact on traffic operations is anticipated. Vehicle Circulation • Vehicle operations would be unchanged except for vehicles entering and exiting the Oconaluftee Visitor Center parking areas. Vehicles would enter the parking area only at the central intersection which would require only one left-turn lane into the Visitor Center. All vehicles • would exit at the northern and southern intersections. A minor positive impact is anticipated. • 3-43 Parking Operations Other than at the Oconaluftee Visitor Center, there would be no impact to parking operations by implementing the Full Build Alternative. At the Visitor Center, circulation within the parking areas would be converted into cone-way traffic pattern with vehicles entering at the central intersection and exiting at the northern and southern intersections. Vehicle conflicts within the parking areas would be greatly reduced by this change in operations. However, vehicles entering one of the lots would need to exit onto Newfound Gap Road to access the other lot. This modification is anticipated to result in a minor positive impact on parking operations. Management and Visitor Use of Roads There would be a minor positive impact by the Full Build Alternative on the management and visitor use of roads in the study area. Visitors would be able to identify entrances and side roads more easily because of the designated turn lanes. Safety and Demand There would be a minor positive impact by the Full Build Alternative on safety within the study area. Turn lanes would improve the safety for left-turning and through vehicles for both local and visitor traffic. In addition, the presence of a turn lane would help drivers identify the location of the intersection when approaching, and would enable drivers not turning to bypass slow-moving left-turning vehicles. At Tow String Road, the proposed realignment would improve the sight distance for vehicles turning onto Newfound Gap Road. At the Visitor Center, drivers exiting the south parking lot to the left would be able to use the designated acceleration lane. Improved lane geometry south of the Visitor Center would improve safety for drivers heading north past the Visitor Center or turning right into the parking lots. 3.8.2.4 Conclusion Traffic Operations Traffic operations would remain unchanged under the No Action Alternative. The Full Build Alternative is anticipated to have a positive impact on traffic operations along Newfound Gap Road within the study area. Overall vehicle delay would decrease slightly with the provision of a separate turn lane for left-turning vehicles, since through vehicles traveling in the same direction would not have to stop or slow. This would also improve the safety of the road by reducing conflict points between left-turning and through vehicles. Disruptions in traffic operations during construction would be scheduled to minimize traffic delays, resulting in minor temporary impacts under the Partial Build and Full Build Alternatives. Vehicle Circulation Vehicle circulation patterns would remain unchanged under the No Action and Partial Build Alternatives. Vehicle operations would be unchanged under the Full Build Alternative except for vehicles entering and exiting the Oconaluftee Visitor Center parking areas, which would become a one-way traffic flow. This is predicted to result in a minor positive impact to vehicle circulation. Parking Operations Parking operations would remain unchanged under the No Action and Partial Build Alternatives. Other than at the Oconaluftee Visitor Center, there would be no impact to parking operations by implementing the Full Build Alternative. At the Visitor Center, circulation within the parking areas would be converted into aone-way traffic pattern. Conflicts within the parking areas would be greatly reduced by this change in operations, resulting in a minor positive impact to parking operations by the Full Build Alternative. 3-44 Management and Visitor Use of Roads • The No Action and Partial Build Alternatives would not affect the management and visitor use of • roads in the area. However, these alternatives would maintain unsafe driving conditions, and it would continue to be difficult for visitors to identify the entrance to Tow String Road due to the short sight distances, resulting in a negligible impact. The Full Build Alternative would result in a • minor positive impact due to the improvement at Tow String Road. Safety and Demand • The No Action and Partial Build Alternatives would perpetuate unsafe traffic operations at intersections and inadequate sight distances at the intersection of Newfound Gap Road with Tow String Road, resulting in negligible impacts for both alternatives. The No Action Alternative . would also maintain poor roadway pavement. Improving these conditions would potentially • improve the safety for drivers and pedestrians. There would be a minor positive impact by the Full Build Alternative on safety within the study area. Turn lanes would improve the safety for left-turning and through vehicles for both local and visitor traffic. In addition, the presence of a • turn lane would help drivers identify the location of the intersection when approaching, and would enable drivers not turning to bypass slow-moving left-turning vehicles. At Tow String Road, the proposed realignment would improve the sight distance for vehicles turning onto . Newfound Gap Road. At the Visitor Center, drivers exiting the south parking lot to the left would • be able to use the designated acceleration lane. Improved lane geometry south of the Visitor Center would improve safety for drivers heading north past the Visitor Center or turning right into the parking lots. ~ 3.9 Cumulative Impacts • Depending on the availability of funding, a number of additional improvements are under consideration in the vicinity of Newfound Gap Road and the southern portion of the Great Smoky . Mountains National Park. These projects are sponsored by either the Eastern Band of Cherokee • Indians or the National Park Service: • • Tow String Road and Bridge Improvement Project -Replacement of the bridge along Tow String Road on the North Carolina side to widen the bridge from 12-feet to 30-feet wide. Construction was completed in May 2005. •Smokemont Water and Sewer Project -Construction of new water and sewer lines along • Newfound Gap Road on the North Carolina side from the Smokemont Campground to the • Oconaluftee Visitor Center Area. This work will tie the utilities into the Cherokee utility system and would negate the need to maintain and operate the failing sewage treatment facility • near the Smokemont Campground. (Dates to be determined at a later time.) Temporary one- • lane closures are anticipated during construction. • Phase I of rehabilitation/resurfacing of Newfound Gap Road on the North Carolina side from the Newfound Gap Overlook Parking Area south to the Collins Creek intersection (Summer 2005 -Summer 2007). Primary construction work will include milling and resurfacing the • roadway in its existing configuration, drainage work, pavement markings, shoulder • stabilization, traffic control, and turf establishment. Temporary one-lane closures are anticipated during construction. • Phase I rehabilitation/resurfacing of Newfound Gap Road on the Tennessee side from the Newfound Gap Overlook Parking Area north to the Alum Cave Trailhead Parking Area. • Primary construction work would include milling and resurfacing the roadway in its existing configuration, drainage work, pavement markings, shoulder stabilization, traffic control, and f bli h hi ill l i tur esta s ment. T s project w a so be stud ed for the possible inclusion of the • 3-45 construction of a left-turn lane for southbound traffic turning into the Alum Creek Trailhead Parking Area. (Construction programmed to begin in Fiscal Year 2010.) Temporary one-lane closures are anticipated during construction. Phase II rehabilitation/resurfacing of Newfound Gap Road on the Tennessee side from the Alum Cave Trailhead Parking Area to the Park boundary with Gatlinburg. Primary construction work would include milling and resurfacing the roadway in its existing configuration, drainage work, pavement markings, shoulder stabilization, traffic control, and turf establishment. (Dates to be determined at a later time.) Temporary one-lane closures are anticipated during construction. Straight Fork -Construction of Straight Fork Bridge along Straight Fork Road/Balsam Mountain Road on the North Carolina side of the Park. The purpose of this project is to replace the existing concrete low water crossing with a 14-foot wide steel truss bridge. (Construction programmed to begin in Fiscal Year 2005.) During construction, all two-way traffic on Straight Fork Road will be stopped approximately'/4-mile prior to the proposed work site. The one-way section of traffic approaching the proposed work site from Balsam Mountain Road will be allowed to proceed through the work site. • Walls Rehabilitation Project - Rehabilitation/reconstruction of stone masonry guardwalls along Newfound Gap Road on the Tennessee side. The work of this project would include the reconstruction ofnon-crash-rated stone masonry guardwalls with crash-rated masonry guardwalls, traffic control, and turf establishment. (Dates to be determined at a later time.) Temporary one-lane closures are anticipated during construction. 3.9.1 No Action Alternative The planned projects proposed for construction in the vicinity of Newfound Gap Road and the southern portion of the Great Smoky Mountains National Park are independent maintenance and safety projects needed to meet Park management objectives. The No Action Alternative would have a minor cumulative impact in terms of reducing the visitor experience while driving on the road in poor pavement condition, in addition to the temporary cumulative impact from other construction and lane closures in the Park. 3.9.2 Partial Build Alternative The planned projects proposed for construction in the vicinity of Newfound Gap Road and the southern portion of the Great Smoky Mountains National Park are independent maintenance and safety projects needed to meet Park management objectives. The Partial Build Alternative would have a cumulative impact in terms of road construction at multiple locations within the park; however, the cumulative impact would be negligible, with phasing of the multiple construction projects on Newfound Gap Road such that they would not occur simultaneously and would not have lane closures during peak visitation hours and seasons. 3.9.3 Full Build Alternative The planned projects proposed for construction in the vicinity of Newfound Gap Road and the southern portion of the Great Smoky Mountains National Park are independent maintenance and safety projects needed to meet Park management objectives. The Full Build Alternative, like the Partial Build Alternative, would have a cumulative impact with road construction at multiple locations within the park; however, the cumulative impact would be negligible, with phasing of the multiple construction projects on Newfound Gap Road such that they would not occur simultaneously and would not have lane closures during peak visitation hours and seasons. 3-46 3.9.4 Conclusion The No Action Alternative would not impose any additional impacts to the Park. The Partial Build and Full Build Alternatives would cause temporary local increases in traffic delays during the construction process. After construction, the traffic conditions are expected to return to pre- construction levels for the Partial Build Alternative and would improve for the Full Build Alternative due to the turn lanes. Associated with the construction period are additional noise levels due to generators and motors of the heavy construction equipment, and air quality and visual impacts due to the construction. Aside from the temporary traffic, noise, air quality, and visual impacts, no other areas or features of the Park are anticipated to be affected by the Partial Build Alternative. In addition to the above, the Full Build Alternative would result in minor impact to roadside vegetation as a result of road widening to accommodate the proposed turn lanes. Cumulatively, there would be negligible impact to Park vegetation. No impairment to the Park would occur under any of the alternatives. 3.10 Summary of Mitigation Mitigation measures are described in detail in each of impact areas in Chapter 3 and are summarized in Section 2.3.7. A general listing of mitigation includes the following: Partial Build The Partial Build Alternative includes mitigation for the impacts of pavement and drainage rehabilitation. • Use of Best Management Practices to minimize water quality impact. • Minimization of clearing and use of disturbed surfaces for construction staging areas. • Limiting road and lane closures to avoid peak travel seasons and times, and providing advance notice of construction activities. • Control of dust and noise during construction. Full Build The Full Build Alternative includes mitigation for the impacts of pavement and drainage rehabilitation and for the construction of turn lanes. In addition to mitigation measures listed above, this alternative would also include: • Selection of least damaging options within the Full Build Alternative, including pavement removal where feasible. • Mitigation of cultural resources impacted through a Memorandum of Agreement which is under development in consultation with SHPO and THPO. • Wetland mitigation at Tow String Road by creating new wetlands. • Replacement of vegetation in construction areas and in areas of pavement removal. • Plans for mitigation of pyritic material if should be encountered during construction. • Scheduling tree removal to not impact the roosting season of the Indiana bat. • Use of NPS procedures to avoid the spread of invasive species during revegetation. • Coordination with utilities to minimize interruptions in service. 3-47 3.11 Impairment NPS Director's Order 12 requires an impairment finding for actions that impact NPS resources. According to the following NPS Management Policies: "The `fundamental purpose' of the national Park system, established by the Organic Act and reaffirmed by the General Authorities Act, as amended, begins with a mandate to conserve Park resources and values. NPS managers must always seek ways to avoid, or to minimize to the greatest degree practicable, adverse impacts on Park resources and values. However, the laws do give the Service the management discretion to allow impacts to Park resources and values when necessary and appropriate to fulfill the purposes of a park, so long as the impact does not constitute impairment of the affected resources and values. The impairment that is prohibited by the Organic Act and the General Authorities Act is an impact that, in professional judgment of the responsible NPS manager, would harm the integrity of Park resources or values, including the opportunities that otherwise would be present for the enjoyment of those resources or values. Whether an impact meets this definition depends on the particular resources and values that would be affected; the severity, duration, and timing of the impact; the direct and indirect effects of the impact; and the cumulative effects of the impact in question and other impacts. "An impact would be more likely to constitute an 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; Key to the natural or cultural integrity of the Park or to opportunities for enjoyment of the park; or Identified as a goal in the Park's general management plan or other relevant NPS planning documents. "An impact would be less likely to constitute an impairment to the extent that it is an unavoidable result, which cannot reasonably be further mitigated, of an action necessary to preserve or restore the integrity of Park resources or values." This policy does not prohibit impacts to Park resources and values. The NPS has the discretion to allow impacts to Park resources and values when necessary and appropriate to fulfill the purposes of the Park, so long as the impacts do not constitute impairment. Analysis has shown that turn lanes at intersections along Newfound Gap Road are needed to promote improved safety and traffic operations for motorists, particularly during the peak tourist periods. The improvements proposed for Tow String Road would also improve sight distance, resulting in further safety improvements. These improvements were referenced in the Park's General Management Plan and in the Environmental Impact Statement for the General Management Plan. Non-construction alternatives would not meet the project purpose and need. Turn lane options were developed and evaluated for each of the proposed improvement locations. In each case, an option was developed that would minimize impacts to the environment while serving the purpose and need of the project. The Full Build Alternative would impact a total of 2.52 acres of land due to the proposed turn lanes, while 0.48 acres of existing paved area would 3-48 be converted to grassland, resulting in a net impact of 2.04 acres of land. Stream impact totals 15 feet (culvert extension at Collins Creek Picnic Area), while 0.08 acres of wetland and 0.01 acres of floodplain would be impacted (Tow String Road). Both the streams impact and wetland impact would be mitigated. No protected species impacts are anticipated. Based on the above, there is no impairment to Park resources and values. 3-49 4.0 Summary of Impacts/Alternatives Table 5 summarizes and compares the likely results of implementing the No Action Alternative, the Partial Build Alternative, and the Full Build Alternative as they relate to the environment. The primary point of interest for the No Action Alternative is that it would not provide for the needed improvements to the road, traffic operations, and sight distances at the Tow String Road intersection. The primary point of interest for the Partial Build Alternative is that it would not provide for the needed improvements to traffic operations or to sight distances at the Tow String Road intersection and would result in temporary traffic restrictions during construction. The primary point of interest for the Full Build Alternative is the area of disturbance combined with the temporary traffic restrictions during construction. Table 5: Summary of Environmental Consequences Alternative Partial Build Full Build Topic No Action (Pavement (Pavement rehabilitation and turn rehabilitation only) lanes Land Use No impact No impact Minor impa* t 2.52 acres Negligible to minor Socioeconomics and Minor long-term impact Negligible to minor temporary impact; minor Community temporary impact long-term positive im act Environmental Justice Ne li ible im act Ne li ible im act Minor ositive im act Cultural Resources Archaeological Resources No impact No impact Minor im act Historic Resources No im act No im act Minor im act Natural Resources Jurisdictional Wetlands No im act No im act Minor im act Flood lains No im act No im act Minor im act Negligible temporary Minor temporary Water Quality Negligible impact impact impact; negligible long- term im act Minor temporary Geology and Soils No impact No impact impact; negligible long- term im act Biological Communities Terrestrial Habitat and No impact No impact Negligible temporary Animal Species and long-term im act Minor temporary Aquatic Habitat No impact No impact impact; negligible long- term impact 4-1 Table 5 (CnnNnuedl Alternative Partial Build Full Build Topic No Action (Pavement (Pavement rehabilitation only) rehabilitation and turn lanes) Threatened and Endangered S ecies No impact No impact No impact Exotic S ecies No im act Ne li ible im act Ne li ible im act Human Environment Aesthetics and Viewshed Minor impact Negligible positive Negligible positive im act impact Minor temporary Air Quality No impact Minor temporary impact impact; negligible long- term ositive im act Minor temporary Minor temporary Noise Negligible impact negative impact; impact; possible negligible long-term negligible long-term ositive impact im act Energy No impact No impact Negligible positive im act Utilities No impact No im act Minor im act Visitor Use and Experience Minor temporary Traffic Operations No impact Minor temporary impact negative impact; minor long-term positive im act Vehicle Circulation No im act No im act Minor ositive im act Parkin O erations No im act No im act Minor ositive im act Management and Visitor Use of Roads Negligible impact Negligible impact Minor positive impact Safe and Demand Ne li ible im act Ne li ible im act Minor ositive im act iii~iuuc~ v.•ro a~ic~ vi cxi~un~ pavemem to ne conver<ea to grassiana, for a net Impact of L.U4 acres 4-2 5.0 Commitments and Resources 5.1 Commitments and Resources 5.1.1 Irreversible and Irretrievable Commitment of Resources The implementation of the Full Build Alternative would result in irreversible and irretrievable commitment of funds by NPS for the planning, design, and construction of the proposed actions. Resources in the form of construction materials and labor, fuels, and other energy sources for vehicles and equipment also would be committed with the implementation of both the Partial Build and Full Build Alternatives. 5.1.2 Unavoidable Adverse Environmental Effects Natural impacts, including numerous storms and pollution damage occur to Park resources every year. Since resource managers are unable to alter the majority of the natural impacts, every effort must be made to minimize human impacts. Since the majority of the smog and air pollution that affects the Park is generated outside of the Park, there is very little that the Park can do to avoid and minimize their impacts. A net total of 2.04 acres of existing pervious Parkland would be converted to a paved surface. No substantial unavoidable adverse environmental effects are anticipated; however temporary and long-term impacts would result in forms of minor vegetation loss and possible inconvenience to the visitors and residents who travel the area during construction. No substantial unavoidable adverse environmental effects are anticipated. 5.1.3 Local Short-Term Uses and Maintenance/Enhancement of Long-Term Productivity Short-term maintenance costs would decline if the proposed reconstruction and rehabilitation work occurs in the near future. As a result, the Park may allocate more time and personnel to the protection of the Park's more prominent cultural and natural resources. 5.1.4 Natural or Depletable Resources The use of some natural resources would be required under either the Partial Build or Full Build Alternative in order to complete construction operations; however, no natural resources would be depleted. The quantity of materials in comparison to those readily available would be negligible. 5.1.5 Applicability to Environmental Laws Neither the No Action, the Partial Build, nor the Full Build Alternatives would violate or contradict any of the following relevant environmental laws. 1. National Environmental Policy Act (NEPAL Requires Federal agencies to evaluate the environmental impacts of their actions and to integrate such evaluations into their decision making process. 2. Clean Water Act (CWA) Controls and regulates non-point source pollutants such as pesticide runoff, forestry operations, and parking lots/roads. 5-1 3. Clean Air Act (CAA) Establishes standards for air quality in regard to the pollutants generated by internal combustion engines. These standards, known as the National Ambient Air Quality Standards (NAAQS), define the concentration of these pollutants that are allowable in air to which the general public is exposed ("ambient air"). 4. Endan eyed Species Act~ESA) Prohibits the harming of any species listed by the USFWS as being either Threatened or Endangered. Harming such species includes not only directly injuring or killing them, but also disrupting the habitat on which they depend. 5. Archaeological Resources Protection Act ~ARPA~ Ensures the protection and preservation of archeological resources on Federal lands. 6. National Historic Preservation Act (NHPA) Provides protection of cultural resources, and ensures that they are considered during Federal project planning and execution. 7. National Park Service Organic Act of 1916 Established the National Park Service to manage national parks for the purposes of conserving the scenery, natural resources, historic objects, and wildlife within the parks, and providing for the enjoyment of these resources in such manner that will leave them unimpaired for the enjoyment of future generations. 8. Executive Order 12898: Environmental Justice Executive Order 12898, Federal Actions to Address Environmental Justice in Minority and Low-Income Populations, directs all federal agencies to determine whether a proposed action will have an adverse or disproportionate impact on minority and/or low- income populations. It also directs agencies to ensure that representatives of an affected community have every opportunity to provide input regarding the impact of the proposed project. No residential owners or occupants would be displaced, nor would there be any impact to minority and/or low-income populations from any of the alternatives. 5-2 6.0 Public Involvement and Coordination 6.1 Agency Involvement In accordance with Section 5.5 of the Director's Order #12, coordination and public involvement in the planning and preliminary design of the proposed action was initiated early in the process. As required by NPS policies and planning documents, it is the Park's objective to work with state, federal, and local governments and private organizations to ensure that the Park and its programs are coordinated with theirs, are supportive of their objectives, and that their programs are similarly supportive of Park programs. An agency scoping letter was mailed in November 2003 to agencies listed below. Agency response letters are included in Appendix C. (Agencies marked with an asterisk provided a response): • NC Department of Administration (State Clearinghouse) • NC Wildlife Resources Commission* • NC Division of Archives and History (State Historic Preservation Officer, or SHPO) • NC Department of Transportation • Eastern Band of Cherokee Indians • US Fish and Wildlife Service • Tennessee Valley Authority* • US Army Corps of Engineers • Blue Ridge Parkway An interagency kickoff meeting was held on January 22, 2004 in Cherokee, North Carolina. At the meeting, the project was described and agency concerns were identified. The following agencies were represented at the meeting: • NC Wildlife Resources Commission • NC Department of Transportation • US Fish and Wildlife Service • Tennessee Valley Authority • US Army Corps of Engineers 6.2 Public Involvement Public meetings were held early in the study process to explain the project to the public and to obtain public input on the project. Because the project would affect residents of both North Carolina and Tennessee, public meetings were held in both Cherokee, North Carolina, and in Gatlinburg, Tennessee. The public meetings were advertised on local media and also were publicized in newsletters mailed to interested citizens (see next section on newsletters). The first public meeting was held on January 26, 2004 at the Holiday Inn in Cherokee, North Carolina. The meeting was conducted by representatives of the Federal Highway Administration, the National Park Service, and Kimley-Horn and Associates. Information included displays 6-1 showing the project study area, the project's purpose and need, topics to be addressed in the EA, traffic information, and the study process and schedule. Nine citizens attended and one comment form was returned during the meeting. The attendees included representatives of the Eastern Band of Cherokee Indians (EBCI), including the chief, and a representative of the Sierra Club, as well as individual citizens. Some of the comments that were made verbally included the following: • If possible, coordinate the Smokemont Campground sewer line project with the road project to minimize the number of times the corridor is disturbed. • The bridge on Tow String Road is being replaced; consider that in this (the EA) process. • Turn lanes are needed for safety. The turn lane at Mingus Mill has made a positive difference. • It is important that Newfound Gap Road be open to traffic during construction. • Improvements to Newfound Gap Road are needed. • One citizen suggested installing call boxes along the road. • Several citizens were interested in the timing of construction. The second public meeting was held on January 27, 2004 at the Glenstone Lodge in Gatlinburg, Tennessee. The meeting was conducted by representatives of the Federal Highway Administration, the National Park Service, and Kimley-Horn and Associates. The same information was displayed as at the previous meeting. Four citizens attended and no comment forms were returned during the meeting. Some of the comments that were made included the following: • The Park's General Management Plan requires that traffic demand management be considered prior to construction of road improvements. • Sight distance should be indicated on display maps. • Reduction in speed and enforcement should be considered as measures to improve safety. • Impact on animals (road kill) maybe an impact, and wildlife crossings should be considered. Two newsletters were sent to the public. The first newsletter, dated January 2004, included general information on the purpose of the project, the study area, and the study process and announced the upcoming public meeting. A second newsletter, dated August 2004, provided background information on the study, described the build alternatives, and gave results of the January public meetings. Appendix C includes a copy of the first two newsletters. A third newsletter will be distributed following publication of this document. A project website was established at http://www.nps.gov/grsm/gsmsite/nf~-ea.html. The website describes the project in general and provides a link to the project newsletter. This document will be accessible on the website. 6.3 Interested Agencies and Other Parties As required by National Park Service policies, it is the Park's objective to work with state, federal, and local governmental organizations to ensure that the Park and its programs are coordinated with others. Consultation and coordination have occurred with numerous agencies for the preparation of the EA. The following organizations and agencies have jurisdictional approval 6-2 authority relative to the recommendations developed as part of this study or are anticipated to have a vested interested in the study results: • U.S. Department of Transportation, Federal Highway Administration, Eastern Federal Lands Highway Division • U.S. Department of Transportation, Federal Highway Administration, North Carolina Division • U.S. Department of the Interior, National Park Service, Great Smoky Mountain National Park Unit • U.S. Department of the Interior, National Park Service, Blue Ridge Parkway • Honorable Charles H. Taylor, U.S. House of Representatives • U.S. Army Corps of Engineers • U.S. Fish and Wildlife Service • North Carolina Wildlife Resource Commission • North Carolina Department of Cultural Resources, State Historic Preservation Office • North Carolina Department of Environment and Natural Resources • Tennessee Valley Authority • Eastern Band of Cherokee Indians The individuals and organizations listed below are anticipated to have either an interest in the study area and/or safety improvement recommendations developed: • Honorable Elizabeth Dole, U.S. Senate • Honorable Richard Burr, U.S. Senate • Honorable Mike Easley, Governor of North Carolina • Senator Lamar Alexander, U.S. Senate • Honorable Jerry Hayes, Mayor of Gatlinburg • Ms. Cindy Cameron Ogle, City Manager, Gatlinburg, Tennessee • Mr. Larry Waters, Sevier County Executive, Sevierville, Tennessee • Mr. Glenn Jones, Chairman, Swain County Commission • Mr. Scott Buffkin, City Manager, Town of Maggie Valley • Mr. Lee Galloway, City Manager, Town of Waynesville • Mr. Larry Callicutt, City Manager, Town of Bryson City • Honorable Bruce Medford, Mayor of Bryson City • Honorable Ralph Wallace, Mayor of Maggie Valley • Mr. Kevin King, County Manager, Swain County • Honorable Henry Foy, Mayor of Waynesville • Mr. Jack Horton, Haywood County Manager • Swain County Chamber of Commerce • Maggie Valley Chamber of Commerce • Haywood County Chamber of Commerce • Gatlinburg Chamber of Commerce • Cocke County Chamber of Commerce • Gatlinburg Department of Tourism • Smoky Mountain Convention & Visitor's Bureau • Pigeon Forge Department of Tourism • Cherokee Tribal Travel and Promotion • NC Park Parkway and Development Council • Tennessee Park Commission • Friends of the Smokies • Audubon Society 6-3 • A Walk in the Woods Blue Ridge Trail Riders Cherokee Forest Voices Carolina Mountain Club Citizens for the Economic Future of Swain County Foundation for Global Sustainability Great Smoky Mountains Conservation Association Izaak Walton League League of Women Voters Foothills Land Conservancy Gatlinburg Gateway Foundation Ij ams Nature Center National Parks Conservation Association Sierra Club Smoky Mountains Hiking Club Southern Alliance for Clean Energy Southern Appalachian Forest Coalition Southern Environmental Law Center Southwings Tennessee Citizens for Wilderness Planning Tennessee Clean Water Network Tennessee Environmental Council Western North Carolina Alliance World Wildlife Fund Southern Appalachian Biodiversity Project Tennessee Eastman Hiking and Canoeing Club The Wilderness Society Trout Unlimited WildLaw 6-4 7.0 List of Preparers and Reviewers The following individuals contributed to the development of this document: Federal Hi lg iway Administration Jack Van Dop, Environmental Compliance Specialist Nicholas Finch, Highway Engineer (Environmental) National Park Service Mike Tomkosky, FLHP Field Liaison, Denver Service Center Imelda Wegwerth, Landscape Architect, GRSM Erik Kreusch, Archeologist, GRSM Larry Hartman, Chief of Resource Management and Science, GRSM David Chapman, Supervisory Historian, GRSM Jim Walker, Civil Engineer, GRSM Keith Langdon, Inventory and Monitoring Supervisory Biologist, GRSM Kristine Johnson, Vegetation Specialist, GRSM Janet Rock, Botanist, GRSM Shawn Benge, Chief of Maintenance, GRSM Kimlev-Horn and Associates, Inc. Larry Meisner, P.E., AICP, Project Manager Teresa Gresham, E.I.T., Lead Transportation Planner Norton Webster, Biologist Chuck Nuckols, P.E., Roadway Engineer Ben Brandstetter, P.E., Roadway Engineer Mike Tantillo, E.I.T., Transportation Analyst Wendy Walker, Administrative Assistant Allison Nagorski, Marketing Coordinator Ashley Poplin, Graphic Designer Edwards Pitman Environmental, Inc. Clay Griffith, Project Historian New South Associates Jannie Loubser, Archaeologist/Field Director 7-1 8.0 References and Web Sites Bass, Q. R. 1977 Prehistoric Settlement and Subsistence Patterns in the Great Smoky Mountains. Report submitted to National Park Service, Knoxville. Bass, Q. R., M. C. R. McCollough, and C. H. Faulkner 1975 First Interim Report on the Archaeological Survey of Great Smoky Mountains National Park. Ms. on file, Southeast Archeological Center, National Parks Service, Tallahassee. 1976 Second Interim Report on the Archaeological Survey of Great Smoky Mountains National Park. Ms. on file, Southeast Archeological Center, National Parks Service, Tallahassee. Beditz, L. C. 1981 National Register of Historic Places Inventory Nomination Form for Oconafuftee Archeological District, Great Smoky Mountains National Park. Ms. on file, Southeast Archeological Center, National Parks Service, Tallahassee. Blythe, Robert W. 1999 Great Smoky Mountains National Park, Park Development Historic District (Draft). North Carolina Office of Archives and History, Western Office, Asheville, NC. Byerly, Don W. 2004 Report of Investigation: Acid-Producing Materials Along Designated Segments on Newfound Gap Road, Great Smoky Mountains National Park. Report submitted to Kimley-Horn and Associates, February. Campbell, Carlos C. 1960 Birth of a National Park in the Great Smoky Mountains. Knoxville, TN: University of Tennessee Press. Coe, J. L. 1964 The Formative Cultures of the Carolina Piedmont. Transactions of the American Philosophical Society, Volume 54(4). Cooper, A. H. and J. W. Walker 1986 Archeological Testing at Mingus Mill, Great Smoky Mountains National Park. Southeast Archeological Center, National Parks Service, Tallahassee. Cowardin, L. M., V. Carter, F. C. Golet and E. T. LaRoe 1979 Classification of Wetlands and Deepwater Habitat of the United States. Fish and Wildlife Service, United States Department of the Interior. Deetz, J. 1977 In Small Things Forgotten: The Archeology of Early American Life. Anchor Press/Doubleday, Garden City, New York. 8-1 Dickens, R. S. 1970 The Pisgah Culture and Its Place in the Prehistory of the Southern Appalachians. Unpublished Doctoral Dissertation, Department of Anthropology, University of North Carolina, Chapel Hill. 1976 Cherokee Prehistory: The Pisgah Phase in the Appalachian Summit Region. University of Tennessee, Knoxville. Edwards-Pitman Environmental, Inc. 2004 Historic Architectural Resources -Existing Conditions: Newfound Gap Road, Great Smoky Mountains National Park. Report submitted to Kimley-Horn and Associates. 2004 Draft Historic Architectural Resources Survey Report: Intensive Investigation and Evaluation for Newfound Gap Road, Great Smoky Mountains National Park. Report submitted to Kimley-Horn and Associates, September. Environmental Laboratory 1987 Corps of Engineers Wetlands Delineation Manual, Technical Report Y-87-1. United States Army Engineer Waterways Experiment Station, Vicksburg, MS. 100 pp. plus appendices. Gatewood, Willard B., Jr. 1960 North Carolina's Role in the Establishment of the Great Smoky Mountains National Park; North Carolina Historical Review. Vol. XXXVII, No. 2, April. Glassow, M. A. 1977 Issues in Evaluating the Significance of Archaeological Resources. American Antiquity 42(3):413-420. Goldstein, Ed. 1993 Newfound Gap Road: Auto Tour. Gatlinburg, TN: Great Smoky Mountains Natural History Association. Horvath, E. A. 1991 Archeological Investigations Conducted for the Oconaluftee Water and Sewer Lines. Great Smoky Mountains National Park, Swain County, North Carolina. Southeast Archeological Center, National Parks Service, Tallahassee. Jolley, Harley E. 2001 The CCC in the Smokies. Gatlinburg, TN: Great Smoky Mountains Natural History Association. Keel, B. C. 1976 Cherokee Archaeology: A Study of the Appalachian Summit. University of Tennessee, Knoxville. Kimley-Horn and Associates, Inc. 2004 Intersection Traff c Needs and Safety Report, Newfound Gap Road Environmental Assessment, April. 8-2 2004 Concept Alternatives Nomination Report, Newfound Gap Road Environmental Assessment, April. 2004 Existing Conditions Report, Newfound Gap Road Environmental Assessment, June. 2004 Candidate Alternatives Report, Newfound Gap Road Environmental Assessment, July. Martof, B. S., Palmer, W. M., Bailey, J. R., and J. R. Harrison III 1980 Amphibians and Reptiles of the Carolinas and Virginia. The University of North Carolina Press, Chapel Hill, NC. 264 pp. McClelland, Linda Flint. 1998 Building the National Parks: Historic Landscape Design and Construction. Baltimore, MD: Johns Hopkins University Press. Meyers, R. 1999 Trip Report on the Archeological Investigations of Four Project Areas: Cosby Campground, Greenbriar Bridge, Mingus Mill, and Cades Cove, Great Smoky Mountains National Park, April 6-8, 1998, Swain County. Ms. on file, Southeast Archeological Center, National Parks Service, Tallahassee. National Park Service, U.S. Department of the Interior 1981 Great Smoky Mountains. Handbook 112. Washington, DC: Division of Publications. 1984 At Home in the Smokiest a History Handbook for Great Smoky Mountains National Park, North Carolina and Tennessee. Handbook 125. Washington, DC: Division of Publications. 1985 Road System Evaluation, Great Smoky Mountains National Park, September. 2003 Visitor Report. http://www2.nature.nps. ovg_/mpur/index.cfm 2003 Park History. http://www.nps. ov/grsm/~smsite/hisorYhtml Nettles, W. M. and E. H. Horvath 1995 Archeological Testing of GRSM-113 and GRSM-151, Oconoluftee Water and Sewer Project, Great Smoky Mountains National Park, Swain County, North Carolina. Southeast Archeological Center, National Parks Service, Tallahassee. New South Associates, Inc. 2004 Cultural Resources Studies, Newfound Gap Road Environmental Assessment: Work Plan. Report submitted to Kimley-Horn and Associates. 2004 Management Summary: Phase I Archaeological Survey of Seven Intersections, Newfound Gap Road. Report submitted to Kimley-Horn and Associates, September. 2004 Letter Report on Test Excavations at Two Intersections, Newfound Gap Road. Report submitted to Kimley-Horn and Associates, November. 8-3 2005 Final Report: Archaeological Survey and Testing, Newfound Gap Road Phase II. Report submitted to Kimley-Horn and Associates, March. North Carolina Geological Survey (NCGS) 1991 Geologic Map of North Carolina. Reprinted 1996. Pierce, Daniel S. 2000 The Great Smokiest From Natural Habitat to National Park. Knoxville, TN: University of Tennessee Press. Purrington, B. L. 1983 Ancient Mountaineers: An Overview of Prehistoric Archaeology of North Carolina's Western Mountain Range. In Prehistory of North Carolina: An Archaeological Symposium, edited by M. A. Mathis and J. J. Crow, pp. 83-160. North Carolina Department of Cultural Resources, Division of Archives and History, Raleigh. Radford, A. E., Ahles, H. E., and C. R. Bell 1968 Manual of the Vascular Flora of the Carolinas. The University of North Carolina Press, Chapel Hill, NC. 1183 pp. Robbins, Tom. n.d. Mountain Farm Museum: Self-Guiding Tour. Gatlinburg, TN: Great Smoky Mountains Natural History Association. Rohde, F. C., R. G. Arndt, D. G. Lindquist, and J. P. Parnell 1994 Freshwater Fishes of the Carolinas, Virginia, Maryland, and Delaware. The University of North Carolina Press, Chapel Hill, NC. Schafale, M. P. and A. S. Weakley 1990 Classification of the Natural Communities of North Carolina, A Third Approximation. Department of Environment and Natural Resources, Natural Heritage Program (formerly North Carolina Natural Heritage Program, Division of Parks and Recreation, Department of Environment, Health and Natural Resources), Raleigh, NC. South, S. 1977 Method and Theory in Historical Archaeology. Academic Press, New York. U.S. Census Bureau 2003 http://www.census.gov Webb, P. A. 2002 Cultural and Historical Resources Investigations of the Ravensford Land Exchange Tract, Great Smoky Mountains National Park, Swain County, North Carolina. Report submitted to Eastern Band of Cherokee Indians by TRC Garrow Associates, Durham. Webster, W. D., Parnell, J. F., and W. C. Biggs 1985 Mammals of the Carolinas, Virginia, and Maryland. The University of North Carolina Press, Chapel Hill, NC. 255 pp. 8-~ Wild, K. S. and T. Bassett 1989 Report on the Archeological Investigations Conducted for the Oconaluftee River Trail, Great Smoky Mountains National Park. Southeast Archeological Center, National Parks Service, Tallahassee, FL. 8-5 Appendices Appendix A -Alternatives Appendix 8 -Affected Environment and Environmental Consequences Appendix C -Agency and Public Involvement Appendix A -Alternatives Appendix A -Alternatives A.1 Design Criteria ................................................................................................................... 1 A.2 Alternatives Analysis ......................................................................................................... 2 A.2.1 Collins Creek Picnic Area .............................................................................................. 2 A.2.2 Smokemont Campground Entrance ............................................................................... 3 A.2.3 Tow String Road ............................................................................................................ 3 A.2.4 Park Circle Drive ........................................................................................................... 4 A.2.5 Oconaluftee Visitor Center ............................................................................................ 5 A.2.6 Blue Ridge Parkway ....................................................................................................... 6 A.2.7 Big Cove Connector Road ............................................................................................. 6 A.3 Non-Construction Alternatives ........................................................................................... 7 A.4 Detailed Intersection Plans ................................................................................................. 9 A-i A.1 Design Criteria Project Number: PRA-GRSM 1B19 Project Name: Newfound Gap Road Environmental Assessment Location: Great Smoky Mountains National Park Reconstruction, Restoration Type of Project: New Construction ~ Reconstruction ~ and Rehabilitation (RRR) System: Functional Classification: Road Inventory Program (RIP) defines Newfound Gap Road as a Functional Class 1 Road. A Functional Class 1 road is a road "which constitutes a main access route, a circulatory tour or thoroughfare for Park visitors." Terrain: ~ Level ~ Rolling X^ Mountainous Traffi Y ADT Percenta a Trucks c ear Avera a Seasonal DHV DHV ADT D Current 2002 4700 Future 2030 8183 Applicable Standards: ~X AASHTO ^X NPS ~ State ~ Other AASHTO Standard Design Speed Project Design Speeds Posted Speed Limit 50 50 45 1Provide reason if Project Design S eed is less than AASHTO Standard Design Speed: Geometric and Brid a Criteria Standard Based on Project Desi n S eed Classification Principal Park Road Horizontal Curvature 764 Su erelevation 8% max Vertical Curvature k-value ran e) ~~est = 100 ksa = 90 Crown 0.0208 ft/ft Gradient 9% Sto in Si ht Distance 475 ft Transitional Ta er SOft x offset Si ht Distance Minor Road (Left Turn) 555 ft Si t Distance Minor Road (Ri t Turn) 445 ft Lane Width 11 ft Shoulder Width 4 ft Horizontal Clearance to Structures 3 ft X National Park Service Forest Service Bureau of Land Management Federal-aid Primary Federal-aid Secondary Off System (Co. Road) Other: A-1 A.2 Alternatives Analysis In this Appendix, "alternatives" refer to intersection options rather than the No Action, Partial Build, and Full Build alternatives discussed in the body of the report. Preliminary alternatives were narrowed down to conceptual alternatives based on general information available. For each of the conceptual build alternatives, preliminary impacts were determined for the following resources: • Natural resources -wetlands, streams, floodplains • Habitat -total area impacted Cultural resources -known historic or archaeological resources Utility conflicts -water line, sewer line (existing and proposed) Based on these preliminary impacts, the conceptual alternatives were then narrowed down to one candidate alternative at each intersection. The following section describes the preliminary alternatives and the conceptual alternatives for each location, summarizing the design, preliminary impacts, and the reason why each was either eliminated or retained. Preliminary alternatives were proposed for the intersections of Newfound Gap Road with the Collins Creek Picnic Area, the Smokemont Campground entrance, Park Circle Drive, Tow String Road, the Oconaluftee Visitor Center, and the Blue Ridge Parkway. The Big Cove Connector Road intersection was included in the study after this phase was completed; therefore, it is discussed only as a candidate alternative. The project team met on Apri121, 2004 to determine which of the preliminary alternatives should be retained for further analyses. The project team met again on July 14, 2004 to decide which alternatives should be retained for final analyses. One candidate alternatives was chosen at each location based on a preliminary impact analysis and comments by cooperating and interested agencies. Together, the candidate alternatives for the seven intersections, along with pavement rehabilitation of Newfound Gap Road, comprise the project's Build Alternative. A.2.1 Collins Creek Picnic Area The first preliminary build alternative was to widen equally on the east and west sides of Newfound Gap Road to construct a northbound left-turn lane from Newfound Gap Road into the Collins Creek Picnic Area. The second build alternative was to widen only on the west side of Newfound Gap Road for a northbound left-turn lane. The third build alternative was to widen only on the east side of Newfound Gap Road for a northbound left-turn lane. All of the build alternatives require extending the existing box culvert in the area. All three preliminary alternatives were retained as conceptual build alternatives. The first alternative would impact a total of 0.26 acres of unpaved land and approximately 23 linear feet of Collins Creek. The second alternative would impact a total of 0.75 acres of unpaved land and approximately 23 linear feet of Collins Creek. The third alternative would impact a total of 0.30 acres of unpaved land and approximately 15 linear feet of Collins Creek. The alternatives that widened to the west or symmetrically were eliminated because they both had greater impacts without any additional benefits. A-2 A.2.2 Smokemont Campground Entrance • The first preliminary build alternative was to widen equally on the east and west sides of Newfound Gap Road to construct a southbound left-turn lane into the Smokemont Campground • entrance. The second build alternative was to widen only on the west side of Newfound Gap • Road for a southbound left-turn lane. The third build alternative was to widen only on the east • side of Newfound Gap Road to construct a southbound left-turn lane from Newfound Gap Road. The first two build alternatives would infringe on the existing paved pullout adjacent to the southbound lane, and both alternatives include replacing the impacted pullout. The third build • alternative would be very close to and may even impact the existing Smokemont Bridge approach walls. . All three preliminary alternatives were retained as conceptual build alternatives. The first • alternative would impact a total of approximately 0.28 acres of unpaved land. The impact area extends beyond the survey limits; therefore impacts were based on estimated construction limits. This alternative would bring a travel lane within 25 feet of the existing bridge over the • Oconaluftee River. The second alternative would impact a total of 0.34 acres of unpaved land. The third alternative would impact a total of 0.35 acres of unpaved land. This alternative would bring a travel lane within 20 feet of the existing bridge over the Oconaluftee River. • The alternatives that widened to the east or symmetrically were eliminated because they both had greater impacts without any additional benefits. • A.2.3 Tow String Road The first preliminary build alternative was to realign Newfound Gap Road by extending tangent sections and insert a wider curve radius at this location with alert-turn lane for drivers heading south on Newfound Gap Road. The radius used at this location is the minimum radius recommended by the American Association of State Highway and Transportation Officials (AASHTO) fora 50 mile per hour design speed. This alternative was eliminated in the • preliminary stage because it has more wetland impacts than other alternatives providing similar • benefits. The second preliminary alternative (first conceptual alternative) was to realign Newfound Gap • Road by inserting a compound curve near the intersection of Tow String Road, in addition to a left-turn lane for drivers heading south on Newfound Gap Road. In order to obtain the minimum recommended sight distances for left turns from Tow String Road, vegetation removal and • earthwork along the west side of Newfound Gap Road would most likely be required. This • alternative would impact a total 0.95 acres of unpaved land. In addition, 0.13 acres of pavement would be removed and converted to grassland. This alternative impacts 0.38 acres of wetlands. • The third preliminary alternative (second conceptual alternative) was to realign Tow String Road to the north beginning at the existing parking area in order to provide better sight distance at its intersection with Newfound Gap Road. The revised alignment for this alternative would provide • the required sight distance for both left and right turns from Tow String Road onto Newfound Gap Road. This alternative also includes widening Newfound Gap Road to the east to allow for the inclusion of a left-turn lane from Newfound Gap Road. This alternative would impact a total of 0.69 acres of unpaved land. In addition, 0.09 acres of pavement would be removed and • converted to grassland. This alternative impacts 0.08 acres of wetlands and 0.01 acres of floodplains. • The third conceptual alternative was to realign Tow String Road to the north beginning at the . bridge in order to provide better sight distance at its intersection with Newfound Gap Road. The • A-3 revised alignment for this alternative would provide the required sight distance for both left and right turns from Tow String Road onto Newfound Gap Road. This alternative also includes widening Newfound Gap Road to the east to allow for the inclusion of a left-turn lane from Newfound Gap Road. This alternative would impact a total of 0.80 acres of unpaved land. In addition, 0.08 acres of pavement would be removed and converted to grassland. This alternative impacts 0.19 acres of wetlands and 0.08 acres of floodplains. A modification of the third alternative was a combination of the second and third alternatives. This alternative is to realign Tow String Road beginning at the bridge (similar to the third alternative), curving to the north to obtain better sight distance at its intersection with Newfound Gap Road (similar to the second alternative). It also includes widening Newfound Gap Road to the east to allow for the inclusion of a left-turn lane from Newfound Gap Road onto Tow String Road. This alternative would impact a total of approximately 0.78 acres of unpaved land. In addition, 0.09 acres of pavement would be removed and converted to grassland. This alternative impacts 0.19 acres of wetlands and 0.08 acres of floodplains. The fourth preliminary alternative (fourth conceptual alternative) was to realign Newfound Gap Road by inserting a curve, which realigns the road west into the mountain. The radius used for this alternative is the minimum recommended. This alternative would impact a total of approximately 1.32 acres of unpaved land. The impact area extends beyond the survey limits; therefore impacts were based on estimated construction limits. The fifth preliminary alternative was to realign Tow String Road to the north, and also widen Newfound Gap Road to the west for the inclusion of a left-turn lane from Newfound Gap Road. The radii used for this alternative are the minimums recommended. This alternative was eliminated in the preliminary stage because it would have high impacts on the slope to the west of Newfound Gap Road without providing more benefits than other alternatives. The sixth preliminary alternative (fifth conceptual alternative) shows the effect of reducing the posted speed for vehicles traveling in this section of Newfound Gap Road. The new sight distance requirement is based on a design speed of 40 miles per hour. However, without vegetation removal and potential earthwork along the west site of the corridor, the sight distance for the reduced speed limit cannot be obtained. It also includes widening Newfound Gap Road to the west to construct a southbound left-turn lane. This alternative would impact a total of approximately 1.14 acres of unpaved land. The impact area extends beyond the survey limits, and so impacts were based on estimated construction limits. Of the five conceptual alternatives considered, all of the alternatives except the second alternative (to realign Tow String Road to the north and to widen Newfound Gap Road to the east to allow for the inclusion of a left-turn lane from Newfound Gap Road) were eliminated because they had greater impacts without providing additional benefit. A.2.4 Park Circle Drive The first preliminary build alternative was to widen equally on the east and west sides of Newfound Gap Road to construct a southbound left-turn lane from Newfound Gap Road onto Park Circle Drive. The second build alternative was to widen only on the west side of Newfound Gap Road for a southbound left-turn lane. The third build alternative was to widen only on the east side of Newfound Gap Road for a southbound left-turn lane. The third build alternative would require the placement of embankment material along the east edge of Newfound Gap Road and would possibly require the installation of guardwall or guardrail. The alternatives that widened to the east or symmetrically were eliminated because they would impact a steep bank A-4 along the Oconaluftee River and would eliminate an area currently used by seasonal park • employees and volunteers to walk to and from their lodgings. Two conceptual build alternatives were considered which included widening only on the west side of Newfound Gap Road for a southbound left-turn lane. The first build alternative included a • taper back to the Oconaluftee Visitor Center and the second build alternative did not include a taper back. The first alternative would impact a total of 1.35 acres of unpaved land. A total of 551 linear feet of existing water line may be impacted by this alternative, depending on the • vertical profile of the existing water line. The second alternative would impact a total of 1.51 • acres of unpaved land. A total of 551 linear feet of existing water line may be impacted by this alternative, depending on the vertical profile of the existing water line. • The alternatives that widened to the east or symmetrically were eliminated because they would impact a steep bank along the Oconaluftee River and would eliminate an area currently used by seasonal park employees and volunteers to walk to and from their lodgings. A.2.5 Oconaluftee Visitor Center The first preliminary alternative included adding a full southbound left-turn lane into the northern • entrance and striping a dedicated left-turn lane into the southern entrance. The inside southbound • lane and the outside northbound lane south of the southern entrance would be removed, with the exception of a right-turn lane that would remain for northbound access to the southern entrance. The current northbound right-turn lane between the southern and northern entrances would also • be removed. This alternative is similar to another alternative retained, except that the Newfound Gap Road widening tapers back to the existing road north of the Visitor Center in the retained alternative. This alternative was eliminated because the geometry was inferior to the retained • alternative. The second preliminary alternative (first conceptual alternative) included widening on the west side of Newfound Gap Road to provide a southbound left-turn lane into the northern entrance, and striping a dedicated left-turn lane into the southern entrance. Both of the inside lanes south of the southern entrance would be removed and aright-turn lane would be added for northbound access to the southern entrance. The current northbound inside lane between the southern and • northern entrances would also be removed. With this alternative, the widening to the west of • Park Circle Drive would taper back to the existing road north of the Visitor Center. This alternative would impact 0.25 acres of unpaved land. In addition, two lanes of pavement would • be removed and converted to grassland between the Visitor Center and the Blue Ridge Parkway. • This alternative would impact 215 linear feet of existing water line, depending on the vertical profile of the water line. This alternative would impact 0.08 acres of land within the Oconaluftee Archaeological District whose boundary is assumed to be the edge of Newfound Gap Road in the • vicinity of the Visitor Center. This alternative was eliminated because it was decided to retain four lanes between the Visitor Center and the Blue Ridge Parkway. • The second conceptual alternative included adding a full southbound left-turn lane into the • northern entrance and striping a dedicated left-turn lane into the southern entrance. The inside southbound lane and the outside northbound lane south of the southern entrance would be removed, with the exception of a right-turn lane that would remain for northbound access to the • southern entrance. The current northbound right-turn lane between the southern and northern entrances also would be removed and the Newfound Gap Road widening would taper to the existing road north of the Visitor Center. This alternative would impact a total of 0.34 acres of • unpaved land. In addition, two lanes of pavement would be removed and converted to grassland • between the Visitor Center and the Blue Ridge Parkway. This alternative would impact 509 • A-5 linear feet of existing water line, depending on the vertical profile of the water line. This alternative was eliminated because it was decided to retain four lanes between the Visitor Center and the Blue Ridge Parkway. The third preliminary alternative (third conceptual alternative) included adding a full southbound left-turn lane into the northern entrance while maintaining the existing flow of traffic on the northbound lanes. Southbound left turns would be permitted from Newfound Gap Road into the southern entrance. All exits would retain full left- and right-turn access from the parking lot onto Newfound Gap Road with both alternatives. This alternative would impact a total of 0.34 acres of unpaved land. This alternative would impact 5091inear feet of existing water line, depending on the vertical profile of the water line. This alternative was eliminated because it was decided to retain four lanes between the Visitor Center and the Blue Ridge Parkway. The fifth alternative included reconfiguring traffic patterns within the Visitor Center parking lot so that vehicles move one-way through both sections of the parking lot. Newfound Gap Road would be widened on the west side at the central intersection to provide a longer left-turn lane into the entrance. This alternative was retained. A.2.6 Blue Ridge Parkway The first two preliminary build alternatives called for the removal of the inside travel lane on both the northbound and southbound sections of Newfound Gap Road. Pavement would not be removed north of the intersection with the Blue Ridge Parkway to provide alert-turn lane using existing pavement. The first build alternative would lengthen the northbound right-turn lane on Newfound Gap Road at the Blue Ridge Parkway. This alternative was eliminated because extending the right-turn lane beyond the existing pavement would have greater impacts than using existing pavement for aright-turn lane. A modification of this first alternative (the first conceptual alternative) would remove the inside southbound travel lane and the outside northbound travel lane, except for the portions needed for a right-turn and acceleration lanes. The acceleration lane would require widening no less than 2 feet into the existing grass median. The first alternative would impact a total of 0.03 acres of unpaved land. In addition, two lanes of pavement would be removed and converted to grassland between the Visitor Center and the Blue Ridge Parkway. A total of 0.03 acres of floodplains would be impacted. This alternative was eliminated because it was decided to retain four lanes between the Visitor Center and the Blue Ridge Parkway. The second build alternative would retain the existing roadway width from the south Park boundary through the Blue Ridge Parkway intersection, designating the right lane as a right-turn only lane south of the Blue Ridge Parkway. North of the intersection, northbound traffic would shift to the outside lane in order to remove the inside travel lane. This alternative was eliminated because it was similar to the retained alternative, but did not have the pavement removal which would increase pervious area. The third build alternative (second conceptual alternative) would retain the four-lane section at the intersection, and add alert-turn lane and lengthen the right-turn lane onto the Blue Ridge Parkway. The second alternative would impact approximately a total of 0.23 acres of land. A total of 0.23 acres of floodplains would be impacted. This alternative was retained. A,2.7 Big Cove Connector Road The conceptual alternative considered widens on the west side of Newfound Gap Road for a southbound left-turn lane. The widening continues to the south to provide an acceleration lane A-6 for left turns from Big Cove Connector Road onto Newfound Gap Road toward Cherokee. This • alternative would impact a total of 0.30 acres of unpaved land. ~ A.3 Non-Construction Alternatives In addition to the build alternatives described in the previous sections, a number of non- construction alternatives also were considered. • Traffic Demand Management (TDM) consists of techniques to manage the flow of traffic on Newfound Gap Road. One TDM measure might include restricting the number of vehicles • allowed onto Newfound Gap Road during peak traffic times by requiring advance reservations. • While TDM would allow the Park to manage traffic to reduce congestion during peak times, such a move would be difficult to implement because of the large number of motorists using Newfound Gap Road. In addition to providing access to many attractions within the Park, • Newfound Gap Road provides access to visitors to eastern Tennessee and to western North Carolina. This measure would also be extremely unpopular, both with visitors and potential visitors and with tourism interests in the Gatlinburg and Cherokee areas. The economy of the Eastern Band of Cherokee Indians (EBCI) relies heavily on a steady flow of visitors from all • points outside of the Reservation and it is likely that the EBCI would object strongly to any measure that may possibly restrict traffic flow into the Reservation. Therefore, this measure was not considered further. Additional signs along Newfound Gap Road would provide additional warning(s) to drivers of upcoming intersections or turning traffic. Some signs of this nature are currently posted along the • study corridor and options may include moving existing signs to more visible locations or • installing additional signs. Signage on Park roads is always a balance between safety and aesthetics. The Park, as well as other National Park units, works to keep Signage to a minimum to avoid cluttering the visual landscape. One of the items that can be observed upon entering or • leaving the Park is the difference in both the type and degree of Signage. Very few yellow warning signs are used within the Park. Placing left-turn warning signs in advance of each intersection would provide additional information, but at the cost of intruding on the natural and • cultural landscapes. Therefore, additional signs are not recommended for further study. Rumble strips (a series of intermittent transverse areas ofrough-textured or raised pavement used to alert road users to unusual traffic conditions) could be used in place of or to augment • additional signage to warn motorists of upcoming intersections and the need to slow down. While rumble strips may be used for conditions such as unexpected curves or intersections, they should not be placed on sharp horizontal or vertical curves. Also, the use of rumble strips is • unusual enough in North Carolina that they use may cause more confusion than help to motorists. • They could possibly contribute to an increased rate of accidents. In addition, rumble strips create maintenance difficulties on roads that receive snowfall regularly and must be plowed. If used on • Newfound Gap Road, rumble strips would likely need extensive maintenance each spring. For • these reasons, rumble strips are not recommended for further study. Traffic signals could be implemented at some or all of the intersections to control traffic • movements. In order for traffic signals to be installed, specific warrants must be met. These warrants are based on traffic volumes, delay, safety, pedestrian volumes, and other traffic engineering factors. Based on recent and historic traffic counts at the study intersections, it does • not appear that any of the warrants would be met. Traffic signals would not be compatible with • the visual quality within the Park and would present a significant visual intrusion. They would require a permanent, reliable power source. Finally, a traffic signal would rarely be installed at an • A-7 intersection without first providing alert-turn lane onto the minor road. Therefore, traffic signals are not recommended for further study. Speed limit reduction near intersections with sharp turns where sight distance is limited could reduce the extent of physical impacts of straightening curves. The only intersection to which this measure would apply is Tow String Road. A reduction in the speed limit in this area would result in one short section of road signed with a speed limit of 35 miles per hour within an 11'/2-mile section of road that is otherwise signed for 45 miles per hour. Since the candidate build alternative at Tow String Road takes into account realigning Tow String Road to improve the sight distance, this measure is not recommended for further study. Additional enforcement of existing speed limits is another non-construction alternative. While this measure sounds attractive, it would require a considerable increase in enforcement personnel to implement and also could result in poor visitor relations. Conducting speed studies at problem locations could be helpful in determining whether there is a speeding problem or just a perception of one. This measure is not recommended for further study, although it may be considered as part of the larger Park speed enforcement policy. 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E ~. `` - ~~' ~ 5fio 26+00 $1QP - ~ ; c- ~ .' -. ~a Install lnlef LT End Taper ~ ~~ ~'i,,, ~ ~~ ` ~ Install 48 LF - 18" RCP i ~ ~.~; ~ ._ ~--- , ,~~° 3'•r r ~ Install Stone Masonry Headwall RT ~~.. ~ ~ ~_ U ~~~_ __ L,~ '-' ~ Sta 23+00 ~~` ~ ~ Install Inlet LT ~°" ~ ~~ , "-',,~ • OCONALUFTEE ~' ~ Install 60 LF - 18" RCP ` - ~ ~,~ %~ VISITOR CENTER Sto 20+00 `_',~; ~ Install Stone Masonry Headwall RT SEE INSET FOR '' _ Install Inlet LT GRASS S1GNlNG PLAN m''~~% ~ Install 48 LF - !8" RCP Install Stone Masonry Headwall RT Sto 17+00 Install Inlet LT Install 80 LF - t8" RCP Install Stone Masonry Headwall RT C MFG -Blue Rldoe Porkwav Curve 1 Pf Sta 21+17.58 D - 40° 28' 59.62" fLTI D-5°03'34.47" L - 800.!3' T = 417.58' R - !132.42' PC ° !7+00.00 PT = 25+00.13 Zpf0O D O g a N REG STATE PROJECT ~~ N0. SE NC PRA-GRSM 1819 0.5 Sta 26+33 End Turn Lane Begin Taper 17' LT Sta 24+58 30+00 Begin Turn Lane 25+00 Sta 28+13 LT !7' LT End Taper _ .~% i, ~ ,_ f,. i' ., ~,.y, ~r 3 \`// U.S. DEPARTMENT OF TRANSPGRTATIINJ FEDERAL HIGHWAY ADMINSTRATNIN EASTER! FEDQiAI LANDS HIGHWAY DIVISION STERLING, YIRGPNA GREAT SMOKY FOUNTAINS NATIONAL PARK NEWFOUND GAP ROAD CANDIDATE BUILD ALTERNATIVES BLUE RIDGE PARKWAY FIGURE 6 4® SCALE IN FEET NFG - BJa Cove Road Curve 1 Pl Sta 23+32.57 D - 55° 35' 42.79" (LTI D-5°16'29.58" t - 1053.96' T - 572.63' ~, R ° !086.20' ~ PC - 17+59.94 PT - 28+13.90 i _!/, r i IA. I ~- s y `- _ ~ _ ;~ e F 1 3 3 3 u i 'r i ~ t .- y 15+00 .... _-F,_^ 20'00 Instoll 92 LF 24' RCP install Stone Mosonry HeodwaN RT install Inlet LT Remove existing CMP p! Remove existing Area Drain LT Sta f7+12 REC STATE PROJECT SHEET N0. SE NC PRA-GRSM 1819 D.6 %<' j % ~'r / .%/'~/ :.a i //- j Eng Turn Lane- '~ ~' / ,t End Taper ;'~ !' ~/~ ~ , ,, f ~~i, ti ' / ~ ' \ !~~ ~ ~ ~~ '~ _ ,x tiny !8" RC ._ , Begin Taper ~ .''- ~/ i,,' %~ '' i l,% / / ~ r i , ,/ %i ~ ~l : ~ %, ,. Existing Oconaluftee Tro11 ~~' ,- 30 ~o L ~~ ~" ~'o ~~y~ ~,"~ ~ °~ ~o ~o va yo J U.S. DEPARTAENT OF TRANSPDRTATRDN FEDERAL NN~IMAY ADMfUSTRATION EASTERN FEDFAAL LANDS HIGHRAY DIVISN)N STE~.QIG, NRCWIA GREAT SMOKY MOUNTAINS NATIONAL PARK NEWFOUND GAP ROAD CANDIDATE BUILD ALTERNATIVES BIG COVE CONNECTOR ROAD (SAUNOOKE BRIDGE ROAD) FIGURE T p so loo SCA® Appendix B -Affected Environment and Environmental Consequences Appendix B -Affected Environment and Environmental Consequences Table of Contents B.1 Socioeconomics and Community -Affected Environment ............................................... 1 B.1.1 Age Characteristics ........................................................................................................ 1 B.1.2 Minority Populations ...................................................................................................... 1 B.1.3 Economics ......................................................................................................................6 B.2 Cultural Resources -Affected Environment ...................................................................... 6 B.2.1 Archaeological Resources .............................................................................................. 6 B.2.2 Historic Resources ......................................................................................................... 8 B.3 Natural Resources -Affected Environment ..................................................................... 11 B.3.1 Geology ........................................................................................................................ 11 B.3.2 Soils .............................................................................................................................. 11 B.4 Biological Communities -Affected Environment ........................................................... 13 B.4.1 Terrestrial Habitat ........................................................................................................ 13 B.5 Human Environment -Affected Environment ................................................................. 21 B.5.1 Air Quality ................................................................................................................... 21 B.5.2 Noise ............................................................................................................................ 22 B.6 Human Environment -Environmental Effects ................................................................ 23 B.6.1 Noise ............................................................................................................................ 23 B.6.2 Energy .......................................................................................................................... 27 B.7 Visitor Use and Experience -Affected Environment ...................................................... 27 B.7.1 Visitation and Traffic Volumes .................................................................................... 27 B.7.2 Operational Analysis .................................................................................................... 39 B.7.3 Accident Information ................................................................................................... 47 List of Figures Figure 1: Census Tracks and Block Groups ................................................................................... 3 Figure 2: Biotic Communities ...................................................................................................... 15 Figure 3: Exotic Species ............................................................................................................... 19 Figure 4: Noise Measurement Locations ...................................................................................... 25 Figure 5: Roadway Network ........................................................................................................ 29 Figure 6: Turning Movement and Daily Count Locations ........................................................... 31 Figure 7: Existing (2003) Turning Movement Counts ................................................................. 33 List of Charts Chart 1: Great Smoky Mountains National Park Visitation per Month, 2003 ............................. 27 Chart 2: Great Smoky Mountains National Park Visitation per Year, 1996-2003 ...................... 28 Chart 3: Great Smoky Mountains National Park Vehicles per Month, 2003 ............................... 37 Chart 4: Historic Average Annual Daily Traffic, Newfound Gap Road ...................................... 37 Chart 5: Weekday Traffic Volumes (October 2003) .................................................................... 38 Chart 6: Weekend Traffic Volumes (October 2003) .................................................................... 38 B-i ~ B.1 Socioeconomics and Community -Affected Environment The following sections discuss the age and minority characteristics of the census study area. • Results of this analysis are summarized by block group and by block when available. The study area is within Tract 9601 and directly impacts Block Groups 1 and 2 within that tract. Within those two block groups, only one block within or adjacent to the study corridor is populated, Block 1003. The residents most directly impacted by this project are those within Block 1003, • although the residents within the entire block group would also be indirectly impacted. Figure 1 shows the blocks and block groups within or adjacent to the study area. Information is also provided for Swain County, North Carolina, and the United States. B.1.1 Age Characteristics • Table 1 shows the age distribution for the different Census 2000 Block Groups within the area • surrounding Newfound Gap Road. B.1.2 Minority Populations The minority concentrations within the census study area were analyzed to determine the location of high minority populations. Table 2 shows the results of this analysis. The Census Bureau • defines minorities as any race that is not white, including African-American, Asian, Native • American or Alaskan, Pacific Islanders or Hawaiians, other unspecified races, or people who consider themselves to be two or more races (U.S. Census Bureau, 2003). Within Block 1003, most of the minority population is African American, although the majority of the entire population in Block Groups 1 and 2 is American Indian. (While the census groups American Indians together with Alaska Natives, the great majority of the population in the study area consists of Cherokee Indians.) • B-1 Figure 1 -Study Area Census Blocks Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary coMna~rn,Fnrro Swain County, North Carolina FXCFLLFHCF To Gatlinburg, TN f'~s~~; ~' Begin Study Area Great Smoky Mountains National Park Collins Creek Picnic Area ~;1, >., Cherokee Indian Reservation Qualla Boundary I Smokemont Campground I Legend Tract 9601, Block Group 1 Tract 9601, Block Group 1, Block 1003 Tract 9601, Block Group 2 Census Tract ~ Study Intersection Study Area Corridor Major Road Minor Road or Trail ----- NPS Trail -•-• County Line Park Boundary Mingus Mill Oconaluftee Visitor Center - - O / ~P ~~ Tract 9601 ~ Block Group 1 Block 1003 Park Circle Drive Q-oaa Cherokee Indian Reservation j' ~` Qualla Boundary our .~G ~~ Big Cove ~~~ 0 2,500 5,000 ~ Connector Road ~~~ To Cherokee, N/C End Study Area Feet / Park Boundary at 1~ Cherokee Indian Reservation Table 1: Ape Distribution Location Population Age (Years) <5 5-17 18-21 22-29 30-39 40-49 50-64 65+ Median A e Tract 9601, Block Group 1, Block 1003 175 0.00% 30.86% 53.14% 8.57% 3.43% 1.71% 1.71% 0.57% 18.9 Tract 9601, Block Group 1 1,179 6.36% 27.14% 14.50% 10.18% 12.13% 12.55% 11.87% 5.26% 23.4 Tract 9601, Block Group 2 1,056 7.48% 23.20% 4.73% 9.75% 13.45% 14.58% 18.18% 8.62% 33.9 Swain County 12,968 6.15°/u 18.14% 5.25% 9.20% 13.19% 14.47% 18.31% 15.28% 38.8 North Carolina 8,049,313 6.70% 17.70% 5.84% 11.66% 15.74% 14.93% 15.39% 12.04% 35.3 United States 281,421,906 6.81% 18.87% 5.71% 10.82% 15.36% 15.11% 14.87% 12.43% 35.3 .~~........ ~..v. ~..nmuo uua a.uu .~uauaucuy rua, 1, aVV i° lJAta, I.GIIJUJ LVVV ~VGLU VGC GVVJ ). Table 2: Race Distribution Population Described by One Race Total Total Two or Percent Percent American Location Population More Races Total One Percent African Indian and Alaska Percent Race White American Native Other Tract 9601, Block Group 1, 175 3 172 21.51% 73.26% 5.23% 0.00% Block 1003 Tract 9601, Block Group 1 1,179 123 1,056 18.84% 11.93% 68.94% 0.28% Tract 9601, Block Group 2 1,056 22 1,034 19.25% 0.39% 79.50% 0.86% Swain County 12,968 296 12,672 67.88% 1.74% 29.71% 0.66% North Carolina 8,049,313 103,260 7,946,053 73.05% 21.87% 1.25% 3.83% United States 281,421,906 6,826,228 274,595,678 77.01% 12.62% 0.90% 9.47% .,ua.,....,.~..,.,..~,.,.,,.,~au ~u~III~I~y I IIG I, IVV%OLttlQ, I,GIIJUJLVVV ~LVVJ). B-5 6.1.3 Economics The block groups in the study area were compared to Swain County as a whole, North Carolina, and the United States. Table 3 compares this data. Poverty status is determined by the Census Bureau based on income versus a poverty threshold which varies according to family size and ages of members. The same thresholds are used throughout the United States, and are updated annually for inflation (U.S. Census Bureau). Table 3: Economic Characteristics Location Median Household per Capita Income percent Below Income Poverty Level Tract 9601, Block Grou 1 $23,313 $10,530 34.3% Tract 9601, Block Grou 2 $18,438 $11,204 43.2% Swain Coun $28,608 $14,647 18.3% North Carolina $39,184 $20,307 12.3% United States $41,994 $21,587 12.4% wu,cc. v..~. ~,cuau~ Duicau ~wuutay r11c J, 1 VV %o lJ'dL'd, l,ensllS LUUU (GNUS). Table 4 shows the unemployment rates for Swain County, North Carolina, and the United States. This information is not available by Census Tract or Block Group. Table 4: Unemployment Rates: 1998-2002 Percent Unem to ed Area 1998 1999 2000 2001 2002 Swain Coun 12.8% 10.8% 13.0% 9.6% 8.9% North Carolina 3.5% 3.2% 3.6% 5.5% 6.8% United States 4.5% 4.2% 4.0% 4.7% 5.8% ~cu,cc. iiic L;uiYivyiucul occurlLy L,uIIIILtSS10Il OI 1VOI'[Il l,ai011ria, La00r Mal'KeL 1nIO1TC1aLlOn (LUU:i) (httn://www. ncesc. com). tNot seasonally adjusted. B.2 Cultural Resources -Affected Environment 6.2.1 Archaeological Resources Previous work in the general vicinity of this corridor has documented evidence of more than 8,000 years of human occupation in the general area (Webb 2002). Archaeological remains associated with the Early-to-Late Archaic, Early-to-Late Woodland, Historic Cherokee, and nineteenth century Euro-American and African American occupations are noted from previous archaeological investigations. Also noted are remains of the Town of Ravensford and outlying, associated historic sites. One of the most recent and notable projects is the Ravensford Land Exchange Tract (Webb 2002). The Ravensford tract is a parcel of approximately 168 acres at the confluence of the Raven Fork and Oconaluftee Rivers. This parcel has been transferred to the EBCI from the GRSM. Archaeological and historical research documented a total of 14 groups of sites. In total, these sites covered nearly the entire tract. These resources were recommended eligible for B-6 inclusion on the NRHP either as individual resources or as contributing resources to the • Oconaluftee Archaeological District (Webb, 2002). In addition to documenting numerous sites, • the value of this work lies in its methods and its development of historic contexts for the general h l f h hi i f h f d l ft area. T e project deve our t eme-based stor c contexts or t e Ravens or (Ocona u ee oped • Archaeological) District that provide a detailed framework for evaluating the NRHP eligibility • potential of archaeological sites within the broader vicinity of the tract (Webb, 2002:34-35). Webb developed four basic historic contexts for the district, which include the following: • • Prehistoric Native American and historic Cherokee adaptations and lifeways in the Raven Fork and Oconaluftee Valleys • Euro-American settlement and farming in the Raven Fork and Oconaluftee valleys • Railroad logging and lumbering in the Raven Fork and Oconaluftee valleys • Early development of the Great Smoky Mountains National Park • According to Webb, "each context refers to the local environment and/or local events, but the • contexts may be eligible at the state level as well (2002:36)." These contexts are well suited for application to the proposed undertaking along Newfound Gap Road. In addition to the development of historic contexts, Webb has proposed an extensive set of research questions for • the Ravensford Tract sites (Webb, 2002: Volume III: 2-11). These research questions are also adaptable to the Newfound Gap Road project area. • Iri relationship to the Newfound Gap Road project area, the Ravensford Tract is located for the • most part on the opposite side of the Oconaluftee River (east bank) near the southern end of the project area (near the Blue Ridge Parkway intersection). The Ravensford Tract is considered part of the Oconaluftee Archaeological District. Lindsay M. Beditz defined the district in a NRHP • nomination form dated April 1981. Newfound Gap Road was considered the western boundary for this district and a service road (which actually crosses over Newfound Gap Road) was considered the northern boundary (Beditz 1981, Item 7, Page 1). Three of the study intersections • are within or very near the boundaries of this district. These intersections include Park Circle Drive, the Oconaluftee Visitor Center, and the Blue Ridge Parkway. One large site, 31SW240, is located within the district and is in the vicinity of the Oconaluftee Visitor Center intersection. The southern boundary of this site, as plotted on Office of State Archaeology maps in Raleigh, is • also very close to the Blue Ridge Parkway intersection. Site 31SW240 is a prehistoric site containing Swannanoa, Pigeon, Connestee, Pisgah, and Qualla • components (Wild and Bassett, 1989; Horvath, 1991; Nettles and Horvath, 1995). Testing on the site produced a prehistoric hearth with aradiocarbon-associated date to 2140 B. C. (Nettles and Horvath, 1995). Other sites have been located on the west side of the river by various surveys • and other projects sponsored by the Park (Bass, McCollough, and Faulkner, 1975, 1976; Bass, • 1977; Cooper and Walker, 1986; and Meyer, 1999). George A. McPherson undertook earlier work in the area between 1935 and 1941. McPherson recorded numerous sites in the area. Some of these sites are located along or near the corridor of Newfound Gap Road. These sites include: • • 31 SW 135 - Frank Cord Home Site • 31 SW142** -Enloe Cemetery (The ** indicates the site contains historic components) • 31 SW80 - Prehistoric site within the Oconaluftee Archaeological District • 31 SW83 - Prehistoric site (Middle and Late Archaic) recorded by McPherson • 31 SW82 - Nondescript prehistoric site recorded by McPherson • B-7 Site 31 SW82 is located in close proximity to the Tow String Road intersection. Bass (1977) revisited this site. Portions of this site may be within the area proposed for the Tow String Road intersection. In summary, the intersections included as part of this study contain the following attributes with respect to known sites: • Collins Creek Picnic Area - No sites noted on Office of State Archaeology maps • Smokemont Campground - No sites noted on the western side of the River according to maps on file at the Office of State Archaeology with sites 31 SW75, SW84, and SW85 located on the eastern side of the Oconaluftee River • Tow String Road -In the vicinity of 31 SW82 • Park Circle Drive -North of 31 SW240 • Oconaluftee Visitor Center - In the vicinity of the northern boundaries of 31 SW240 • Blue Ridge Parkway -Near the southern boundaries of 31 SW240 (Part of the Oconaluftee Archaeological District) • Big Cove Connector Road -East of 31 S W 134 and south of 31 S W 135 Most of the archaeologists who have undertaken work in the vicinity of the project area, whether archaeological sites are encountered or not as part of a given project, draw similar conclusions concerning the archaeological resource potential of the area. Most conclude that the setting was highly attractive to humans for settlement and subsistence activities over time. Second, most agree that the area is highly conducive to general site preservation. According to Webb, the area "provided a favorable context for site preservation and also had the potential to contain artifacts and paleoenvironmental data associated with the Early Holocene occupation of the area (Webb, 2002:1)." B.2.2 Historic Resources The Smoky Mountains were once part of the vast Cherokee Indian homeland. The Cherokee established permanent towns, farmed the fertile river valleys, hunted across the mountain ranges, and laid afar-ranging network of trails for trade and travel. The Cherokee inhabited the land for centuries before the first European pioneers and settlers began to push into the region in the late 1700s. Following the Revolutionary War, the new government of the United States began opening more Cherokee territory to non-Indian settlers. Some of the land was acquired through treaties and purchase, but beginning in the 1830s, national policy forced the removal of the Cherokee to reservations in Oklahoma. With the opening of the Cherokee territory to non-Indian settlement in the nineteenth century, pioneer families began making their way into the river valleys and foothills of the Smokier, slowly at first and then in increasing numbers. The region was still considered frontier until the time of the Civil War. As families established their small farmsteads and their numbers grew, more and more land was cleared for agriculture, houses, churches, schools, and mills. Small towns began to emerge and new roads were constructed linking mountain communities. The Smoky Mountains, however, provided a formidable natural barrier to travel and communication between North Carolina and Tennessee. In 1832, the North Carolina General Assembly chartered the Oconaluftee Turnpike Company to lay out a toll road from Oconaluftee to the crest of the Smokier at Indian Gap, but a comparable road was not completed on the Tennessee side until the twentieth century (At Home in the Smokier, 35-47, 55- 7; Pierce 9-20). Life in the region began to change rapidly toward the end of the nineteenth century with the construction of railroads into the mountains and introduction of commercial logging. Timber B-s companies held much of the land that would eventually become the Great Smoky Mountains • National Park and logged approximately two-thirds of that acreage. Logging not only significantly changed the landscape of the Smokies, but also changed the lives of many families. Many individuals left their farms for jobs with the timber companies. Where sawmills were • established in the Smokies lumber camps sprang up nearby to house the workers. Camps at • Elkmont, Crestmont, Proctor, Ravensford, Smokemont, and Fontana developed into small villages with stores and churches, but within a few short decades the new communities were largely abandoned. The timber industry wrought tremendous changes on the lifestyle of residents • and on the economy mountain region which was returning to agriculture or turning to other industries after many of the forests had been cut (At Home in the Smokies, 97-105). • The movement to form a national park in the southern Appalachian Mountains began in the late nineteenth century with the formation of the Appalachian National Park Association, which lobbied for the creation of a national park either in the Great Smoky Mountains or another southern mountain range in North Carolina. The efforts of the Appalachian National Park • Association, later known as the Appalachian National Forest Reserve Association, eventually led to the establishment of national forests in western North Carolina and eastern Tennessee. As a result of the association's shifting focus, the efforts of the Appalachian National Forest Reserve • Association are generally discounted as part of the movement to create a national park. The • desire for a national park in the Smokies gathered new momentum following World War I. The creation of the National Park Service in 1916 consolidated the administration of existing national parks and provided a platform for the development of new parks. Following the war, increased • automobile ownership and tourism provided another incentive for the creation of parks in the eastern United States (Campbell 12-18; Gatewood, 166; Pierce, 46-52). . The movement to form a national park in the Great Smoky Mountains specifically is said to have begun in the summer of 1923 with Ann Davis, wife of Knoxville businessman Willis P. Davis. She posed the question about a park in the Smokies after returning from a tour of national parks • in the West, commenting that the Smokies were every bit as beautiful as the western mountains. • With the backing of the Knoxville Chamber of Commerce and the Knoxville Automobile Club, a committee was formed to research the idea and support began to grow for the creation of a park in the Smokies. Dr. Hubert Work, Secretary of the Interior, appointed an exploratory committee to • investigate approximately thirty new park sites. The Southern Appalachian National Committee, as this group was known, announced the recommendation of two new parks on December 13, 1924: one in the Blue Ridge Mountains of Virginia and the second in the Great Smoky • Mountains. Col. David C. Chapman, a Knoxville businessman, proved to be a key figure in the promotion of the park, tirelessly supporting the idea on behalf of the Great Smoky Mountains Conservation Association. Horace Kephart, a writer living in Bryson City, actively promoted the park idea in North Carolina, complementing Chapman's efforts in Tennessee. In 1926, • legislation was passed authorizing Great Smoky Mountains National Park, but it did not guarantee its creation. Property for the park would have to be purchased either privately or by the two states-North Carolina and Tennessee-and transferred to the Department of the Interior. • The National Park Service would begin limited administration of the park after 150,000 acres were acquired, and once 400,000 acres were secured the National Park Service would begin full l deve opment and management of the park (Campbell 16-28; Pierce, 61-65, 78-80). • Through state appropriations, private donations, and a $5 million dollar gift from John D. Rockefeller, Jr. (through the Laura Spellman Rockefeller Memorial), park supporters began acquiring property. In July 1930, the federal government accepted title to 158,876 acres, • allowing the National Park Service to begin limited administration of the park. J. Ross Eakin, superintendent of Glacier National Park, was appointed the first superintendent of Great Smoky • B-9 Mountains National Park. Property acquisition was not completed until 1938, a period marked by drawn out battles between the state park commissions and various corporate interests that owned large tracts within the park boundary to purchase land. On September 2, 1940, Great Smoky Mountains National Park was formally dedicated by President Franklin D. Roosevelt in a ceremony at the Rockefeller Memorial atop Newfound Gap before 10,000 attendees (At Home in the Smokies 114-119; Campbe1150-54, 58-75; Pierce, 137-153). While the land acquisition phase was dragging out, the country fell into a long economic depression, during which time the park actually benefited from relief programs implemented by President Roosevelt. Roosevelt's New Deal programs sought to put the nation's idle labor force back to work on a variety of public building and conservation projects. The National Park Service's master planning process and design principles were well established by 1933 which allowed the agency to make maximum use of the labor and funding available through the Works Progress Administration (WPA) and Civilian Conservation Corps (CCC). With as many as seventeen CCC camps located in the Smokies, park administrators oversaw the clearing and improvement of hundreds of miles of trails, removal of several hundred structures, and the design and construction of numerous small structures and landscape features including culverts, retaining walls, guardrails, tree wells, comfort stations, and campgrounds. All of the work completed by the CCC adhered to the naturalistic landscape design principles of the National Park Service, which are to preserve and enhance the existing natural landscape and to provide easily accessible visitor facilities that incorporate rustic and vernacular architectural styles and local building materials (At Home in the Smokies 121-123; Jolley 12-14). Concurrent to the effort to create a national park in the Smokies, both North Carolina and Tennessee were under pressure to improve roads for increasing automobile traffic as part of the Good Roads movement of the 1910s. Business leaders on either side of the Smokies were calling for a commercial road across the mountains during the 1920s and public officials finally relented to the construction of a highway between Cherokee, North Carolina and Gatlinburg, Tennessee, knowing that it likely would not meet National Park Service design standards. Tennessee completed its section of the road to Newfound Gap in 1929, but North Carolina, which cooperated more closely with National Park Service engineers, did not complete work until a year later in the summer of 1930. As anticipated, the National Park Service found the road incompatible with their design guidelines and rebuilt the upper three-fourths of the Tennessee road. On the North Carolina side, the National Park Service relocated several short segments between 1933 and 1935, and CCC laborers did extensive landscape work on the road banks from 1933 to 1940. In the early 1960s, a ten-mile section of the road from Newfound Gap south to Kephart Prong was relocated to a new route along Thomas Ridge that offered a gentler grade and more scenic opportunities (Campbell, 71-72; Blythe, 11-14). B-l0 B.3 Natural Resources -Affected Environment 8.3.1 Geology The results of the investigation to determine the probability to generate acid drainage are contained below. Collins Creek Picnic Area -The existing entrance road at the Collins Creek Picnic Area is built on fill and located within a fairly broad floodplain comprised of unconsolidated alluvium and possibly some colluvium. There are no apparent outcrops. If any excavation is deemed necessary, it is very unlikely that acid-producing materials would be encountered. Therefore, the probability of acid drainage problems is very low to non-existent. Smokemont Campground -The Smokemont Campground entrance is also located on alluvium. No outcrops are apparent. There are isolated boulders in the bottomland on the west side of the road, but these have been interpreted as being "exotic" -being placed there by past human activities and not related to the underlying bedrock. This interpretation is based upon the shapes of some of the blocks of rock, as well as other signs of human activities, such as barbed wire, rusted signs, formed concrete objects, etc. The blocks might be remnants of past wall construction projects. There is a very low probability for acid drainage being generated from the earth materials at this site. Tow String Road -The intersection at Tow String Road contains floodplain on the east and the base of a steep slope to the west with exposed bedrock of micaceous metasandstone. This rock unit has been designated as the Thunderhead Sandstone of the Great Smoky Group. Although no minerals having the propensity for generating acid drainage were megascopically observed, this rock unit is known to contain such mineral at other locales. Usually the argillaceous aspects of the Thunderhead Sandstone, which have similarities to the Anakeesta Formation, most frequently contain deleterious amounts of pyrite; however, metasandstone itself can also contain amounts of pyrite sufficiently high so as to create environmental problems. There is a low to medium probability for generating acid drainage at this site. However, despite the fact that the megascopic evaluation is benign, if excavation is necessary at this site, close inspection of the excavated rock is warranted. Park Circle Drive/ Oconaluftee Visitor Center -Park Circle Drive and the Oconaluftee Visitor Center are grouped due to their close proximity and their similar geology. Outcrops occur on the steep slope on the west side of Newfound Gap Road and there are outcrops on the embankment above the river on the east side of Newfound Gap Road. The exposed rock at this site is granitic gneiss. Megascopic inspection of the granitic gneiss did not reveal presence of any sulfide minerals (pyrite, etc.) capable of generating acid drainage, and thus the probability of acid drainage is extremely low at this site. Blue Ridge Parkway -The entrance to the Blue Ridge Parkway is situated on the floodplain of the Oconaluftee River. The bedrock on the western side of the road is granitic gneiss. No sulfide minerals are anticipated; therefore, there is a very low probability that acid drainage problems would occur should excavation be necessary. B.3.2 Soils Soil associations are defined as a group of defined and named taxonomic soil units occurring together in an individual and characteristic pattern over a geographic region. Based on mapping obtained from the U.S. Department of Agriculture Natural Resource Conservation Service office B-11 for Swain County, the soils within the project study area are composed of three main associations: Rosman-Reddies, Evard-Cowee, and Dellwood-Smokemont along with nine separate soils series including Plott, Soco, Stecoah, Ditney, Unicoi, Cullowhee, Statler, Spivey, and Santeetlah. The following is a brief description of each soil association and soil series located in the project study area. Rosman-Reddies Complex -The Rosman-Reddies complex is associated with the Oconaluftee floodplain and some of its larger tributaries. The complex consists of very deep, well drained to moderately well drained, moderately rapidly permeable soils. These soils are commonly found on floodplains in the Southern Appalachian Mountains. The soils formed in loamy alluvium. Slope ranges from 0- to 3-percent for both Rosman and Reddies soils. Evard-Cowee Complex -The Evard-Cowee complex consists of very deep, well drained, moderately permeable soils on ridges and side slopes of the Blue Ridge. The Cowee series also consists of moderately deep, well drained, moderately permeable soils on ridges and side slopes of the Blue Ridge. They formed in residuum affected by soil creep in the upper part and weathered from felsic to mafic, igneous, and high-grade metamorphic rocks. Slope ranges from 2- to 95-percent. Dellwood-Smokemont Complex -The Dellwood-Smokemont complex consists of moderately well drained, moderately rapidly to very rapidly permeable soils formed in dominantly coarse- textured alluvium on Oconaluftee floodplain and some of its larger tributaries. These soils are shallow with sandy material that has more than 35 percent by volume of gravel and cobbles. Slope ranges from 0- to 5-percent. Plott Series -The Plott series consists of very deep, well drained, moderately permeable soils on ridges and side slopes in the Southern Appalachian Mountains. These soils formed in residuum, affected by soil creep in the upper part, which has weathered from felsic to mafic, igneous, and high-grade metamorphic rocks such as granite, hornblende gneiss, mica gneiss, amphibolite, high-grade metagraywacke, and high-grade metasandstone. Slope ranges from 8- to 95-percent. Soco Series -The Soco series consists of moderately deep, well drained, moderately rapid permeable soils on ridges and side slopes of the Blue Ridge Mountains. They formed in residuum that is affected by soil creep in the upper part, and are weathered from coarse grained low-grade metasedimentary rocks such as metasandstone and metagraywacke, occasionally interbedded with phyllite or slate. Slope ranges from 2- to 95-percent. Stecoah Series -The Stecoah series consists of deep, well drained, moderately rapid permeable soils on ridges and side slopes of the Blue Ridge. They formed in residuum that is affected by soil creep in the upper part, and weathered from coarse grained metasedimentary rocks such as metasandstone and metagraywacke, occasionally interbedded with phyllite or slate. Slope ranges from 2- to 95-percent. Ditney Series -The Ditney series consists of moderately deep, well drained, moderately rapidly permeable soils on ridges and side slopes of the Blue Ridge. These soils formed in residuum that is affected by soil creep in the upper part and are weathered from metasedimentary rock such as arkose, metagraywacke, metasandstone, or quartzite. Slopes range from 8- to 95-percent. Unicoi Series -The Unicoi series consists of shallow, somewhat excessively drained soils on ridges and side slopes of the Blue Ridge. These soils formed in residuum that is affected by soil B-12 creep in the upper part and is weathered from metasedimentary rock such as arkose, • metagraywacke, metasandstone, or quartzite. Slope ranges from 7- to 95-percent. Cullowhee Series -The Cullowhee series consists of somewhat poorly drained, moderately rapidly permeable soils on Oconaluftee floodplain and some of its larger tributaries. They formed • in recent alluvium that is loamy in the upper part and is moderately deep to sandy strata that contain more than 35 percent by volume rock fragments. They are very deep to bedrock. Slope ranges from 0- to 3-percent. • Statler Series -The Statler series consists of very deep well drained soils that formed in loamy alluvium. These soils are on low terraces. Slope is dominantly 0- to 5-percent but ranges up to 15 percent on narrow slopes leading down to the adjacent first bottoms. Spivey Series -The Spivey series consists of very deep, well drained, cobbly soils in long narrow areas in hollows and coves in mountainous areas. They formed in colluvium and local • alluvium moved downslope from soils underlain by slightly to highly metamorphosed rocks of sedimentary origin. These soils have very dark brown cobbly loam A horizons and brown and dark yellowish brown cobbly loam B horizons. Slope ranges from 8- to 95-percent. • Santeetlah Series -The Santeetlah series consists of very deep, well drained, moderately rapidly permeable soils on benches, fans, drainageways, and foot slopes in coves in the Southern Appalachian Mountains. These soils formed in colluvium derived from materials weathered from metasedimentary rocks such as phyllite, metasandstone, and slate. Slope ranges from 2- to 95- percent. ~ B.4 Biological Communities -Affected Environment 8.4.1 Terrestrial Habitat The following section describes the terrestrial habitat at each intersection (shown on Figure 2a- b). Figure 3 shows the exotic species in the study area. • Collins Creek Picnic Area Entrance The floodplain of the Oconaluftee River adjacent to Newfound Gap Road is mapped as montane alluvial forest and grades into eastern hemlock adjacent to the road and entrance into the Collins • Creek Picnic area. The area contains an overstory of sycamore (Platanus occidentalis), yellow poplar (Liriodendron tulipifera) and bitternut hickory (Carya cordiformis) with the lower slopes containing various oaks (Quercus sp.), beech (Fagus grandifolia), hemlock (Tsuga canadensis), • yellow birch (Betula lutea), and with an understory of muscle wood (Carpinus caroliniana), great laurel (Rhododendron maximum), dog hobble (Leucothoe fontanesiana), strawberry bush (Euonymus americanus), witch hazel (Hamamelis virginiana), elderberry (Sambucus canadensis), • blackberry (Rubus argutus), poison ivy (Toxicodendron radicans), hydrangea (Hydrangea • arborescens), buffalo nut (Pyrularia pubes), and Christmas fern (Polystichum acrostichoides). The road shoulders contain various herbs and grasses including Fescue sp. and Trifolium sp. • Smokemont Campground Entrance The area adjacent to the intersection is mapped as montane alluvial forest and eastern hemlock. The area around the Smokemont Campground contains southern red oak (Quercus falcata), • sourwood (Oxydendrum arboreum), black oak (Quercus velutina), black cherry (Prunus • serotina), sycamore, hemlock, black locust (Robiniapsendo-acacia), great laurel, white oak (Quercus alba), yellow birch, muscle wood, dog hobble, sweet shrub (Calycanthus floridus), • B-13 Christmas fern, flowering dogwood (Corms jlorida), witch hazel, mountain laurel (Kalmia latifolia), and green brier (Smilax rotundifolia). Along the road side is red maple (Ater rubrum), goldenrod (Solidago sp.), yellow poplar, umbrella magnolia (Magnolia tripetala), strawberry bush, Trifolium sp., Andropogon sp., Fescue sp., Viola sp., Botrychium sp., crane fly orchid (Tipularia discolor), white pine (Pinus strobus), mockernut hickory (Carya tomentosa), devil walking stick (Aralia spinosa), sassafras (Sassafras albidum), Lespedeza sp., and elderberry. The area also contains some exotic species, which include mimosa (Albizia julibrissin) and Japanese honeysuckle (Lonicera japonica). Tow Stringy Road The area around the intersection of Tow String Road is mapped as chestnut oak/hardwood and graminoid and herbaceous. The area contains yellow poplar, red maple, sycamore, yellow birch, bitternut hickory, slippery elm (Ulmus rubra), black locust, flowering dogwood, great laurel, hazel nut (Corylus americana), strawberry bush, spice bush (Lindera benzoin), green brier, sassafras, poison ivy, sourwood, Clematis sp., Christmas fern, maiden hair fern (Adiantum pedatum), Japanese honeysuckle, and Solidago sp. Park Circle Drive, Oconaluftee Visitor Center, Blue Rid a Parkway, Bid Cove Connector Road The area around Park Circle Drive is mapped as northern hardwoods and montane alluvial forest. The area around Oconaluftee Visitor Center is mapped as cove mixed hardwoods and human influence and graminoid and herbaceous. The area around the Blue Ridge Parkway is mapped a montane alluvial forest and cove mixed hardwoods. The area around the Big Cove Connector Road along the river is mapped as montane alluvial forest and the remainder is human influence. The area around the intersections of Newfound Gap Road with Park Circle Drive, the Oconaluftee Visitor Center, the Blue Ridge Parkway, and Big Cove Connector Road contained sycamore, black cherry, green ash (Fraxinus pennsylvanica), yellow poplar, yellow birch, honey locust (Gleditsia triacanthos), Rhododendron sp., dog hobble, Japanese honeysuckle, tag alder (Alms serrulata), Christmas fern, hemlock, yellow root (Xanthorhiza simplicissima), wood nettle (Laportea canadensis), multi-flora rose (Rosa multijlora), winged sumac (Rhus copallina), Clematis sp., musclewood, Viola sp., crane fly orchid, mockernut hickory, red maple, poison ivy, and Desmodium sp. B-14 Blue Ridge Parkway •••••i••••••••••••••••••••••••••••••••••••• Figure 3: Invasive-Exotic Plant Locations ,... ..~ ~ , ~~ ~ ~ , ~ . ~ , _t 0 0.25 0.5 1 1.5 2 Great Smoky Mountains National Park W E Miles Natural Resources and Science Division Vegetation Management S 1 inch equals 0.432828 miles ~ • B.5 Human Environment -Affected Environment 6.5.1 Air Quality • Monitoring and research conducted over the past 22 years in the GRSM has shown that airborne pollutants emitted outside the Park and transported into the Park are significantly impacting Park resources (streams, soils, vegetation and visibility), visitor enjoyment, and public health. The • burning of fossil fuels (e.g. coal, oil, and gas) produces emissions of sulfur dioxide and nitrogen • oxides that convert into harmful secondary pollutants (e.g. sulfates, nitrates and ozone). Winds i com ng into the southern Appalachian Mountains carry pollutants from as far away as the . Tennessee, Ohio, and Mississippi River valleys, the industrial cities of the Southeast and • Midwest, the Gulf States and the Northeast. The height and physical structure of the mountains, combined with predominant weather patterns, tend to trap and concentrate air currents entering the southern Appalachians. Visibility at GRSM has been seriously degraded over the last 50 years by human-made pollution. Since 1948, based on regional airport records, annual average visibility in the southern Appalachians has decreased 60 percent overall, 80 percent in summer, and 40 percent in winter. Summer used to have some of the best visibility, and now it has the worst. Tiny sulfate particles, from the transformation of sulfur dioxide emissions from burning coal by power plants, causes light to be scattered and is responsible for 83 percent of the chronic visibility degradation during the summer months. Increasingly, visitors are no longer seeing the sweeping mountain vistas because of this haze. Scenic views at GRSM are degraded by pollutants more than 90 percent of the time with haziness in the summer months so bad that on average one can only see 14 miles, when visibility should be 77 miles. During severe haze episodes, visibility has been reduced to less than one mile. Annual average visibility at GRSM is 25 miles when it should be about 113 miles. Declining visibility is well correlated with increasing emissions of sulfur dioxide. Fine particulate matter, summer sulfate concentrations, light extinction, and haziness have not decreased since 1988. In April of 1999, EPA promulgated the Regional Haze Rule that requires visibility in the Class I areas, including GRSM, to improve the haziest days to natural conditions by 2064 and to preserve the clearest days presently being experienced. The Tennessee Valley Authority announced in Fa112001, that they will be implementing SOZ controls on 3 of the closest power plants to the Park. These control measures are expected to reduce SOZ emissions from these plants by more than 90 percent. Ground-level ozone (03) pollution, produced by the reaction of nitrogen oxides and volatile organic compounds in the presence of sunlight, is one of the most serious and pervasive air pollutants injuring vegetation at GRSM. Ozone exposures at GRSM are among the highest in the eastern U.S. and have exceeded the National Ambient Air Quality Standard (NAAQS) for the protection of public health. Since May 1998, the Park has exceeded the 8-hour ozone standard to protect public health on 185 different days. Ozone is transported long distances from large urban areas to rural forested areas like GRSM. On average, daily 03 levels over the ridge-tops of the Park are up to two times higher than Knoxville or Atlanta levels. Since 1984, field surveys have identified 90 plant species that exhibit foliar injury symptoms indicative of 03 in the Park. Thirty species of plants that were exposed to 03 under controlled conditions in fumigation chambers, showed foliar damage at 03 levels that occur in the Park. To further quantify this injury, permanent vegetation monitoring plots and field surveys were conducted. In general, the higher the elevation, the more severe the 03 concentrations and leaf injury tend to be. In especially sensitive species including black cherry and tall milkweed, the incidence of 03 injury can be as high as 90 percent and is causing overt affects to the vegetation of the Park. Ozone is also causing certain sensitive plant species to grow slower (e.g., yellow-poplar and black cherry). B-21 The Park receives some of the highest deposition rates of sulfur and nitrogen of all monitored locations in North America. These pollutants are deposited in the form of rainfall, large amounts of dry particles, and cloud water. Annual wet nitrate deposition has increased 16 percent from 1981-2000 at GRSM. The annual average acidity (pH) of rainfall at the Park is 4.5, 10 times more acidic than natural rainfall pH (5.0-5.6). Cloud water acidity averages 3.5 pH and has been measured as low as 2.0 pH. Cloud-water concentrations of sulfate, nitrate, hydrogen, ammonium, and calcium have increased since 1994. Both long-term chronic and episodic acidification are adversely affecting sensitive streams and soils. Most high-elevation Park streams are highly sensitive to acidification with little ability to neutralize acids resulting from sulfur and nitrogen pollution. Certain high elevation Park streams have the highest nitrate levels of any systems in the U.S. draining undisturbed watersheds. Certain high elevation soils in the Park are experiencing advance stages of nitrogen saturation, causing leaching of forest nutrients like calcium and mobilizing toxic aluminum that can hurt vegetation (by inhibiting uptake of nutrients) as well as biota in streams. 6.5.2 Noise A summary of the Federal Highway Administration Noise Abatement Criteria for various land uses is presented in Table 5. Table 5: Noise Abatement Criteria Hourl A-Wei hted Sound Level -Decibels (dBA) Cate o Leq (h) Description of Activit Cate ory Lands on which serenity and quiet are of extraordinary significance and A 57 (Exterior) serve an important public need, and where the preservation of those qualities is essential if the area is to continue to serve its intended u ose. B 67 (Exterior) Picnic areas, recreation areas, playgrounds, active sports areas, parks, residences, motels, hotels, schools, churches, libraries, and hos itals. C 72 (Exterior) Developed lands, properties, or activities not included in Categories A or B above. D -- Undevelo ed lands E 52 (Interior) Residences, motels, hotels, public-meeting rooms, schools, churches, libraries, hos itals, and auditoriums. Source: 23 CFR 772, Procedures for Abatement of Highway Traffic Noise and Construction Noise Existing noise levels were obtained by field measurements using a Norsonic 116 Type I Precision Integrating Sound Level Meter. Field noise measurements (15-minute increments) were taken at 12 different locations along Newfound Gap Road within the Park using a noise meter to assess the existing ambient noise levels. Most of the noise measurement readings were taken during the mid-to late-morning, corresponding to peak traffic times. However, Tow String Road (location 9) and Park Circle Drive (locations 10, 1 1, and 12) are areas of employment and residential use. Therefore, measurements were taken at these locations between 4 p.m. and 6 p.m., which correspond to peak commuter times. Table 6 describes the general location description and the corresponding existing noise level readings for each location. The results indicate that the existing noise levels ranged from 52.3 dBA to 60.9 dBA. Newfound Gap is primarily a recreational area and therefore would be classified as "Activity Category B," described in Table 5. Category B has an exterior NAC of 67 dBA. The existing ambient noise levels neither approach nor exceed this threshold. B-22 Table 6: Existing Noise Measurement Results Noise Measurement Location Measured Land L dBA Use/Dominating eq ( ) Number Description Noise Sources 250' west of Newfound Gap Road and Collins 1 Creek Picnic Area intersection and 50' from 56.6 Forested -birds EOP* at Park entrance 2 180' south from Collins Creek Picnic Area and 80' from EOP of Newfound Gap Road 58.7 Forested -wind 100' south of Newfound Gap Road and 3 Smokemont Campground intersection and 80' 60.9 Forested from EOP west of Newfound Gap Road 4 200' east of bridge at Smokemont Campground 52.5 Forested 5 200' south of Visitor Center parking lot and 200' from EOP west of Newfound Gap Road 52.6 Birds, parking lot 6 150' from north entrance to parking lot and 50' from EOP east of Newfound Gap Road 57.8 Birds, parking lot 7 75' south of Visitor Center and 25' from sidewalk edge 52.5 Talking, parking lot 8 60' west of Newfound Gap Road and Blue Ridge Parkway intersection 59.8 Forested 9 75' from EOP east of Newfound Gap Road and 250' from EOP north of Tow String Road 57.3 Forested 10 75' south of Park Circle Drive and 75' from edge of stream 52.3 Motorcycles 11 75' north of Park Circle Drive and 275' from Forested -birds, EOP east of Newfound Gap Road 54.5 shop entrance 12 200' north of Park Circle Drive and 75' east of Newfound Gap Road EOP 58.5 Forested *EOP -Edge of Roadway Pavement B.6 Human Environment -Environmental Effects B.6.1 Noise The North Carolina Department of Transportation (NCDOT) specifies that noise abatement must be considered if the projected noise level is within 1 dBA less than the NAC (shown in Table 5) All receptors analyzed are considered Category B (Exterior -Picnic areas, recreational areas, etc.). NCDOT further specifies that a "substantial increase" is defined as 10 dBA or more for an existing Leq(h) of 50 dBA or more. In other words, if the noise level exceeds an absolute value of 66 dBA or increases by more than 10 dBA as a result of this project, noise abatement measures must be considered. B-23 Traffic Noise Mode12.5 was used to develop the model. Model parameters included roadway plans, topography survey results, structure locations, existing and projected traffic counts, and existing noise measurements. The existing and 2030 noise levels and conditions were considered. The existing field measurements were compared to the model with the existing conditions to validate the model, and good correlation was found. For locations where existing measurements were not collected, model data has been used. Traffic conditions in 2030 were considered the same with or without roadway improvements because traffic is the same for both conditions and because the planned widening encroached minimally (less than 6 feet) towards the receptors. Existing measurements and future modeled conditions at Park Circle Drive and the Visitor Center are shown in Table 7. Table 7: Receiver Noise Levels Receiver Existing Condition (dBA) Source of 2004 Condition 2030 Condition (dBA)* Park Circle Drive Rece for 1 (house) 54.5 Measured 44.4 Rece for 2 (ran er station) 46.3 Modeled 50.9 Visitor Center Rece for 1 (Visitor Center) 52.5 Measured 61.3 Rece for 2 ( arkin lot) 56.8 Modeled 63.8 * 2030 conditions were the same with or without roadway improvements because traYt7c is the same for both conditions and because the planned widening encroached minimally (less than 6 feet) towards the receptors. The two locations where the distance between the roadway and receptor areas where people congregate decreased (i.e., the candidate build alternative proposes widening towards receptors rather than away from them, and the receptors are within 500 feet of the roadway) are at Park Circle Drive and the Oconaluftee Visitor Center. Figure 4 shows the locations of receptors at the two locations. B-24 Legend Newfound Gap Road Centerline Paved or Dirt Road ----- NPS Trail Streams Study Intersection 0 100 200 • Noise Measurement Location ~ ~ ~ XX Reciever Number Feet XX Existing Condition Fuiur, Condition • • B.6.2 Energy Table 8 shows the predicted change in fuel consumption as a result of this project. Table 8: Energv Consumption Intersection Annual Change in Fuel Consumption Collins Creek Picnic Area Decrease of 62% Smokemont Campground Decrease of 41% Tow String Road Decrease of 23% Park Circle Drive Decrease of 10% Oconaluftee Visitor Center No Change Blue Ridge Parkway Decrease of 21% Big Cove Road Decrease of 13% B.7 Visitor Use and Experience -Affected Environment 6.7.1 Visitation and Traffic Volumes The number of visitors to the Great Smoky Mountains National Park fluctuates through the year, peaking in the months of June through August and again in October. Chart 1 shows the monthly visitation to the Park for 2003. Chart 1: Great Smoky Mountains National Park Visitation per Month, 2003 1,400 1,200 0 1, 000 c 800 - - o ~ v 600 E z 400 200 0 ,a~J~c1~~`Jac~ ~a~r PQ~\ ~~~ ~~~~ ~J~ PJ~Jy~~~~~~` a'~o~~` ~~~~~`~~~~` Month B-27 Chart 2 shows the visitation to the Park from 1996 to 2003. Visitation to the Park decreased by approximately 10 percent in 2001. Visitor statistics were obtained from the National Park Service (National Park Service Visitor Report). Chart 2: Great Smoky Mountains National Park Visitation per Year, 1996-2003 10,400 10,200 --- 10,000 - - - - - - -- - c 9, 800 -- --- - --- -- - - c 9, 600 - - -- - o ~ 9,400 - - ~ -k- 9, 200 - --- - - E z 9,000 ---_-_- ------- 8, 800 - - - - -- - - 8, 600 - - --- - - 8,400 1996 1997 1998 1999 2000 2001 2002 2003 Year Turning movement counts were performed at the intersections of Newfound Gap Road at the following locations: • Collins Creek Picnic Area entrance 1 p.m.-3 p.m. weekday • Smokemont Campground entrance 1 p.m.-3 p.m. weekday 12 p.m.-2 p.m. weekend • Tow String Road 1 p.m.-3 p.m. weekday 12 p.m.-2 p.m. weekend • Park Circle Drive 8 a.m.-10 a.m. and 2 p.m.- 4 p.m. weekday, 12 p.m.- 4 p.m. weekend • Oconaluftee Visitor Center 12 p.m. 2 p.m. weekday 12 p.m. 2 p.m. weekend • Blue Ridge Parkway 11 a.m.-3 p.m. weekday 12 a.m.-2 p.m. weekend • Big Cove Connector Road 7 a.m.-9 a.m., 4 p.m. 6 p.m. weekday, 10:30 a.m. 2:30 p.m. weekend Turning movement counts were not obtained for the Collins Creek Picnic Area during the weekend period. The Collins Creek Picnic Area weekend volumes at this intersection were estimated for analysis by using the directional distribution from the weekday peak hour and increasing through and turning volumes based on the change in volumes at the Smokemont Campground entrance. The roadway network is shown on Figure 5. Figure 6 shows the locations of the turning movement counts and the daily counts. Existing counts are shown on Figure 7a-b. 8-28 Figure 5 -Roadway Network Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary "COZ E~M~M70 Swain County, North Carolina vti m aYi To Gatlinburg, TN v ~~' Begin Study Area °'~ Great Smoky Mountains o National Park ~. s3 ~. °~~ a Jr 30,E ~°o 4~ Collins Creek Picnic Area ^d~' a~ 0a~a~` . ~ ~o~ ~e Legend ~ Study Intersection Study Area Corridor Major Road ~ Minor Road or Trail ~ C7 NPS Trail ~ -•-• County Line ~ Mingus Mill o ~ Park Boundary Oconaluftee Visitor Center ~ i "t4.. M1n9~s C....~.,._Trai Big Cove Connector Road Cherokee Indian Reservation Qualla Boundary N w~e To Cher kee, N 0 2,500 5,000 (~`~~ ' Feet ' ) ~ 1 Cherokee Indian Reservation Qualla Boundary (Smokemont Campground) Park Circle Drive Tow String Road Blue Ridge Parkway ~. ~' G°unty~ ' ~a~; ~o,~ Cou~`~e1 ~ ~~~5 • ~`~ ~ End Study Area Park Boundary at Cherokee Indian Reservation Figure 6 -Turning Movement and Daily Count Locations Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary "COMMltMtxt TO Swain County, North Carolina rxcrtirxcr To Gatlinburg, TN Begin Study Area Great Smoky Mountains National Park Collins Creek Picnic Area Legend Turning Movement Location T~ Automated Daily Count Location Study Area Corridor Major Road Minor Road or Trail NPS Trail -•-• County Line ~ Park Boundary Mingus Mill ~: Oconaluftee Visitor Center Cherokee Indian Reservation Qualls Boundary w-~..,; s 0 2,500 5,000 l ~ ~ Feet To Cherokee, N Cherokee Indian Reservation Qualls Boundary Smokemont Campground Tow Strina Road ~a O mow. C9 Park Circle Drive Blue Big Cove Connector Road Gount~. ~ ~ y~ai~o .CoU~~~ r g ~ ~,~e ~`~ _~ End Study Area Park Boundary at Cherokee Indian Reservation Figure 7a -Existing (2003/2004) Turning Movement Counts Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary ~coMMrrMexrro Swain County, North Carolina cxcrufxcr Collins Creek Picnic Area* Smokemont Campground ~ ~~ N d' o ~ ~ ~ LC) ~~ ~'`- ~10 19 ( ) 17 (29) ~ I r ~ 10 (18) .-..-. I 19(34) ~~ ~ MM r ti ~ O ~'' N M O N O M Tow String Road rn d' O N ~~ M ~ 1 ~. L 4 (2> X6(9) T~ ~~ M 0p M ... t,r7 Cfl .~ ~ O Park Circle Drive N O N N ~'' r ~ 1 ~-. t 7 (6) 22 ($) T~ ~~ N ~ d' ~ M `-' O N N r Notes legend Source: Kimley-Horn and Associates, Oct 2003 XX Weekday Peak Hour Turning Movement Volume * Weekend Volumes Calculated (see Section 2.3.2) (XX) Weekend Peak Hour Turning Movement Volume Figure 7b -Existing (2003/2004) Turning Movement Counts ,,,~„ Rehabilitation of Newfound Gap Road Phase II From the Collins Creek Picnic Area South to the Park Boundary •coMMrrMrnrro Swain County, North Carolina rxcrcifxce Oconaluftee Visitor Center Blue Ridae Parkway .--. N CO .-. ~~ `. ~ °~° I ~ 33 (50) ~ 57 (59) Tr ~~ ~~ O M ~h ~"' O O N N r CO r v ~ ° ~ 10 (18) I ~ ~ 25 (22) II .-..-. ~ti r- o ~~ .~ O M O ~ N ~~ ~ M BCD O ~'' ~~ 1 ~. L 71 (65) 55 (39) Tr ~~ ~- d) CO M Bia Cove Connector Road* 0 N N 00 NCO ~ O ~~ [63] 17 (73) I ~ ~ [162] 153 (161) II .-..-. N M ti O N ~ ~ O O O N O I~ CO ~ ~ Notes Legend Source: Kimley-Horn and Associates, Oct 2003, [XX] Weekday AM Peak Hour Turning Movement Volume unless otherwise noted XX Weekday PM Peak Hour Turning Movement Volume * Source: Kimley-Horn and Associates, Aug 2004 (XX) Weekend Peak Hour Turning Movement Volume Historic traffic counts were obtained from North Carolina Department of Transportation and National Park Service. These counts are summarized on Charts 3 and 4. Chart 3 illustrates monthly traffic variation for 2003, showing the summer and October peaking characteristics. Chart 3: Great Smoky Mountains National Park Vehicles per Month, 2003 s soo 0 0 x N m m w 0 d r E 3 z 500 400 300 200 100 0 ~a~J~~~~J~`~ ~~`cr ~o Month Chart 4 illustrates recent annual patterns in traffic. While volumes in both the northern and southern portions of Newfound Gap Road declined in 2002 due to general declines in tourism, traffic on the North Carolina portions of the road has increased in 2003. Chart 4: Historic Average Annual Daily Traffic, Newfound Gap Road 12000 ~ 10000 ~' 8000 o~ 3 Q 6000 c c Q 4000 m a~ 2000 a 0 ' ~~ 1998 1999 2000 2001 2002 2003 2004 Year -~ South of Gatlinburg, TN ~ North of Blue Ridge Parkway ~- North of Cherokee, NC Charts 5 and 6 illustrate daily traffic patterns for a typical weekday and weekend day during the October peak period. Both weekdays and weekends show a high peak from late morning through late afternoon or early evening. Only the Park Circle Drive has morning and afternoon peak periods. ~~ r _,~,~ ~- B-37 PQo~ ~a~ ~J~o ~J~~ ~Jys. ~o~ o~oc cC,oe~ ~~ PJ ~oF o'~ ~e ~F ~oQ O ~o ~~, Chart 5: Weekday Traffic Volumes (October 2003) lsoo laoo lzoo N 1000 d v E 800 0 T t c 600 400 200 Chart 6: Weekend Traffic Volumes (October 2003) zooo laoo lsoo 1400 m t lzoo d v ~ 1000 0 ~ 800 0 x 600 400 200 Newfound Gap Road North of the Collins Creek Picnic Area -- Newfound Gap Road South of the Blue Ridge Parkway --Collins Creek Park Circle Drive - Blue Ridge Parkway -Newfound Gap Road North of the Collins Creek Picnic Area --- Newfound Gap Road South of the Blue Ridge Parkway Collins Creek -Park Circle Drive - Blue Ridge Parkway B-3~' 0 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Time of Day 0 0:00 2:00 4:00 6:00 8:00 10:00 12:00 14:00 16:00 18:00 20:00 22:00 Time of Day B.7.2 Operational Analysis Intersection of Newfound Gap Road and the Collins Creek Picnic Area The intersection currently operates at LOS A overall, with the approach lane from the Collins Creek Picnic Area operating at LOS B during the weekday peak hour and LOS C during the weekend peak hour. Table 9 shows the results of the capacity analyses. In the design year, the intersection would continue to operate at LOS A overall in 2030, with the approach lane from the Collins Creek Picnic Area operating at LOS D during the weekday peak hour and LOS F during the weekend peak hour. The Build Alternative would slightly reduce average delay overall, but would not reduce delays to traffic on the entrance road to the Collins Creek Picnic Area. Table 9: Level of Service -Newfound Gap Road and the Collins Creek Picnic Area LOS (Delay in Seconds per Vehicle) Movement Weekday Peak Hour (Afternoon) Weekend Peak Hour** Minor-Road Approach Existing (2003) B (14.8) C (16.8) 2030 with Existing Geometry D (33.4) F (75.1) 2030 with Improvements D (33.4) F (75.1) Major-Road Left Turn Existing (2003) A (0.5)* A (0.5)* 2030 with Existing Geometry A (1.0)* A (1.4)* 2030 with Improvements B (10.1) A (9.9) Overall Existing (2003) A (0.7) A (1.1) 2030 with Existing Geometry A (1.5) A (4.4) 2030 with Improvements A (1.2) A (3.8) Source: Kimley-Horn and Associates, lnc., 2003 * LOS for shared lane ** Existing traffic volumes for the weekend peak hour were calculated -See Section 2.2 B-39 Intersection of Newfound Gap Road and the Smokemont Campground Entrance The intersection currently operates at LOS A overall, with the approach lane from the Smokemont Campground entrance operating at LOS C during the weekday peak hour and weekend peak hour. Ta61e 10 shows the results of the capacity analyses. In the design year, the intersection would continue to operate at LOS A overall during the weekday peak hour and LOS B overall during the weekend peak hour in 2030. The approach lane from the Smokemont Campground entrance would operate at LOS F during both the weekday peak hour and the weekend peak hour. The Build Alternative would slightly reduce average delay overall, but would not reduce delays to traffic on the entrance road to the Smokemont Campground. Table 10: Level of Service -Newfound Gap Road and the Smokemont Campground Entrance LOS (Delay in Seconds per Vehicle) Movement Weekday Peak Hour (Afternoon) Weekend Peak Hour Minor-Road Approach Existing (2003) C (17.1) C (22.2) 2030 with Existing Geometry F (54.0) F (245.9) 2030 with Improvements F (54.0) F (245.9) Major-Road Left Turn Existing (2003) A (0.3)* A (0.3)* 2030 with Existing Geometry A (0.7)* A (0.7)* 2030 with Improvements A (9.6) B (10.9) Overal I Existing (2003) A (0.8) A (1.3) 2030 with Existing Geometry A (2.3) B (13.8) 2030 with Improvements A (2.1) B (13.6) source: rLimiey-Horn ana HSSOC1ateS, 1nC., LUUS * LOS for shared lane B-40 Intersection of Newfound Gap Road and Tow String Road The intersection currently operates at LOS A overall during all reported time periods. The approach lane from Tow String Road operates at LOS B during the weekday morning peak hour and operates at LOS C during the weekday afternoon peak hour and weekend peak hour. Table 11 shows the results of the capacity analyses. In the design year, the intersection would continue to operate at LOS A overall in 2030, with the approach lane from Tow String Road operating at LOS B during the weekday morning peak hour, LOS D during the weekday evening peak hour, and LOS F during the weekend peak hour. The Build Alternative would not reduce delays on either Newfound Gap Road or Tow String Road. Table 11: Level of Service -Newfound Gap Road and Tow String Road LOS (Delay in Seconds per Vehicle) Movement Weekday Morning Peak Hour Weekday Afternoon Peak Hour Weekend peak Hour Minor-Road Approach Existing (2003) B (10.1) C (15.4) C (19.6) 2030 with Existing Geometry B (11.8) D (31.7) F (60.5) 2030 with Improvements B (11.8) D (31.7) F (60.5) Major-Road Left Turn Existing (2003) N/A** A (0.0)* A (0.1)* 2030 with Existing Geometry N/A** A (0.1)* A (0.1)* 2030 with Improvements N/A** A (9.9) B (10.2) Overall Existing (2003) A (0.6) A (0.3) A (0.3) 2030 with Existing Geometry A (0.7) A (0.5) A (0.9) 2030 with Improvements A (0.7) A (0.5) A (0.9) Source: Kimley-Horn and Associates, lnc., "1003 * LOS for shared lane ** No left turns onto Tow String Road occurred during this period B-41 Intersection of Newfound Gap Road and Park Circle Drive The intersection currently operates at LOS A overall during the weekday peak hour and weekend peak hour. The approach lane from Park Circle Drive operates at LOS B during the weekday AM peak hour and operates at LOS C during the weekend midday peak hour. Table 12 shows the results of the capacity analyses. In the design year, the intersection would continue to operate at LOS A overall in 2030 in both the weekday peak hour and weekend peak hour, with the approach lane from Park Circle Drive operating at LOS B during the weekday peak hour and LOS E during the weekend peak hour. The Build Alternative would slightly reduce average delay overall, but would not reduce delays to traffic on Park Circle Drive. Table 12: Level of Service -Newfound Gaa Road and Park Circle Drive LOS (Delay in Seconds per Vehicle) Movement Weekday Peak Hour (Morning) Weekend Peak Hour Minor-Road Approach Existing (2003) B (10.5) C (15.6) 2030 with Existing Geometry B (13.0) E (36.6) 2030 with Improvements B (13.0) E (36.6) Major-Road Left Turn Existing (2003) A (0.3)* A (0.1)* 2030 with Existing Geometry A (0.4)* A (0.1)* 2030 with Improvements A (7.9) A (9.2) Overal I Existing (2003) A (1.3) A (0.3) 2030 with Existing Geometry A (1.6) A (0.8) 2030 with Improvements A (1.5) A (0.7) source: nimiey-Horn ana ,vssociates, mc., zuus * LOS for shared lane B-42 Intersection of Newfound Gap Road and the Oconaluftee Visitor Center There are currently two intersections accessing the Oconaluftee Visitor Center and one intersection exiting the Visitor Center. Northern Entrance -The northern intersection is an exit only. The Build Alternative includes reconfiguring traffic patterns within the Visitor Center parking lot so that vehicles move one-way through both sections of the parking lot, as described in Chapter 2. The central intersection, which is the northernmost entrance for the Oconaluftee Visitor Center, currently operates at LOS A overall during the weekday peak hour and weekend peak hour. The approach lane from the northern entrance operates at LOS C during the weekday peak hour and operates at LOS F during the weekend peak hour. Table 13 shows the results of the capacity analyses. In the design year without improvement, the central intersection would operate at LOS E overall in the weekday peak hour, and at LOS F in the weekend peak hour. The approach lane from this intersection would operate at LOS F during the both weekday peak hour and the weekend peak hour, with extremely long delays on weekends. With the Build Alternative, the intersection would operate at LOS A overall in both the weekday peak hour and the weekend peak hour, with very little delay. The left-turn lane into the Visitor Center at the central intersection would operate at LOS A during the weekday peak hour and LOS C during the weekend peak hour. Table 13: Level of Service -Newfound Gap Road and the Oconaluftee Visitor Center Central Intersection LOS (Delay in Seconds per Vehicle) Movement Weekday Peak Hour (Afternoon) Weekend Peak Hour Minor-Road Approach Existing (2003) C (21.6) F (67.5) 2030 with Existing Geometry F (372.5) F** 2030 with Improvements N/A N/A Major-Road Left Turn Existing (2003) A (8.2) A (9.3) 2030 with Existing Geometry A (9.2) B (12.7) 2030 with Improvements A (9.9) C (16.4) Overall Existing (2003) A (3.3) A (7.1) 2030 with Existing Geometry E (45.0) F (961.6) 2030 with Improvements A (1.0) A (1.2) Source: Kimley-Horn and Associates, Inc., 2003 ** Delay calculations exceed HCM thresholds B-43 Southern Entrance -The southern entrance for the Oconaluftee Visitor Center currently operates at LOS A overall during the weekday peak hour and weekend peak hour. The approach lane from the southern entrance operates at LOS B during the weekday peak hour and operates at LOS C during the weekend peak hour. Table 14 shows the results of the capacity analyses. In the design year without improvements, the southern intersection would continue to operate at LOS A overall in 2030, with the approach lane from the southern entrance operating at LOS C during the weekday peak hour and at LOS F during the weekend peak hour. With the Build Alternative, the intersection would operate at LOS A overall in the weekday peak hour, and at LOS C in the weekend peak hour. The approach lane from the Visitor Center at the central intersection would operate at LOS C during the weekday peak hour and at LOS F during the weekend peak hour. Table 14: Level of Service -Newfound Gap Road and the Oconaluftee Visitor Center Southern Intersection LOS (Delay in Seconds per Vehicle) Movement Weekday Peak Hour Afternoon Weekend Peak Hour Minor-Road Approach Existing (2003) B (13.3) C (20.1) 2030 with Existing Geometry C (24.7) F (150.8) 2030 with Improvements C (20.1) F (140.7) Major-Road Left Turn Existing (2003) A (0.0)* A (0.4)* 2030 with Existing Geometry A (0.0)* A (0.8)* 2030 with Improvements N/A N/A Overal I Existing (2003) A (0.8) A (0.9) 2030 with Existing Geometry A (1.5) A (6.8) 2030 with Improvements A (3.5) C (18.3) source: Kimley-Horn and Associates, lnc., 2003 * LOS for shared lane B-44 Intersection of Newfound Gap Road and Blue Ridge Parkway The intersection currently operates at LOS A overall during the weekday peak hour and weekend peak hour. The approach lanes from the Blue Ridge Parkway operate at LOS A for the right-turn lane and LOS C for the left-turn lane during the weekday peak hour. The approach lanes operate at LOS B for the right-turn lane and LOS C for the left-turn lane during the weekend peak hour. Table 15 shows the results of the capacity analyses. The Build Alternative at the Blue Ridge Parkway retains the existing four lanes on Newfound Gap Road, adding a separate left-turn lane into the Blue Ridge Parkway. In the design year, the intersection would continue to operate at LOS A overall in 2030 with existing and future lane geometries. Right turns from the Blue Ridge Parkway would operate at LOS B under existing and future lane geometries. Left turns are shown to experience a delay with a separate left-turn lane because the delay is calculated by lane. A shared through-left lane will usually show less delay because of the large through volume that experiences little or no delay. Table 15: Level of Service -Newfound Gap Road and Blue Ridge Parkway LOS (Delay in Seconds per Vehicle) Movement Weekday Peak Hour (Afternoon) Weekend Peak Hour Minor-Road Left Turn** Existing (2003) C (19.2) C (24.9) 2030 with Existing Geometry F (101.5) F (250.4) 2030 with Improvements F (101.5) F (250.4) Minor-Road Right Turn** Existing (2003) A (9.9) B (10.6) 2030 with Existing Geometry B (11.8) B (14.0) 2030 with Improvements B (11.8) B (14.0) Major-Road Left Turn** Existing (2003) A (2.1)* A (3.0)* 2030 with Existing Geometry A (3.1)* A (5.4)* 2030 with Improvements A (9.9) B (12.1) Overal I Existing (2003) A (2.0) A (1.9) 2030 with Existing Geometry A (6.4) A (9.5) 2030 with Improvements A (6.1) A (9.1) Source: Kimley-Horn and Associates, lnc., 2003 * LOS for shared lane ** For the purposes of this study, Newfound Gap Road is considered the major road B-45 Intersection of Newfound Gap Road and Big Cove Connector Road The intersection currently operates at LOS A overall during the AM and PM weekday peak hours and at LOS B during the weekend peak hour. The approach lane from Big Cove Connector Road operates at LOS B during the weekday morning peak hour, LOS C during the weekday afternoon peak hour, and LOS E during the weekend peak hour. Table 16 shows the results of the capacity analyses. In the design year, the intersection would operate at LOS C overall during the weekday morning peak hour and at LOS F during the weekday afternoon and weekend peak hours. The approach lane from Big Cove Connector Road is projected to operate at LOS E during the weekday morning peak hour and LOS F during the weekday afternoon and weekend peak hours. The Build Alternative would reduce delays on Big Cove Connector Road. Table 16: Level of Service -Newfound Gap Road and Bia Cove Connector Road LOS (Delay in Seconds per Vehicle) Movement Weekday Morning Peak Hour Weekday Afternoon Peak Hour Weekend Peak Hour Minor-Road Approach Existing (2003) B (12.2) C (19.1) E (39.2) 2030 with Existing Geometry E (36.0) F (344.6) F (835.5) 2030 with Improvements C (19.7) F (105.6) F (368.7) Major-Road Left Turn Existing (2003) A (0.7)* A (2.0)* A (2.5)* 2030 with Existing Geometry A (1.2)* A (2.9)* A (4.0)* 2030 with Improvements A (8.1) A (9.3) B (10.3) Overal I Existing (2003) A (5.6) A (5.9) B (11.4) 2030 with Existing Geometry C (15.5) F (102.3) F (228.7) 2030 with Improvements A (8.6) D (31.7) F (101.2) source: itimley-born and Associates, lnc., ZUU3 * LOS for shared lane B-46 s • B.7.3 Accident Information Table 17 summarizes the accident history in the project area by location from 1999 through 2003. Additional accidents occurred between intersections outside of the influence area of the intersections themselves and are not reflected in the table. Weather and pavement conditions were not specified in the vast majority of the accident data, nor were vehicle type or collision type. Likewise, many of the accident records did not specify the major contributing factor or cause of the accident; however, of those with contributing factors listed, driver inattention, excessive speed, deer or other animals running out into the roadway, and driver intoxication were common causes. Table 17: Accidents by Location Location 1999 2000 2001 2002 2003" 5-Year Total Collins Creek Picnic Area entrance 1 2 0 2 2 7 Smokemont Cam ound entrance 0 0 0 2 0 2 Tow Strin Road 0 1 0 1 1 3 Park Circle Drive 3 1 0 0 0 4 The Oconaluftee Visitor Center 1 0 0 2 0 3 Blue Rid e Parkwa 0 1 0 2 4 7 Big Cove Connector Road 0 0 0 0 3 3 Source: National Park Service, Great Smoky Mountains National Park * Through November 2003 In the past five years, each location has experienced one accident with an injury except at the Blue Ridge Parkway, where two injury accidents occurred. In addition, there was one fatal accident at the Collins Creek Picnic Area intersection in June 2000. Many of these accidents appear to be of the type that might have been prevented by geometric improvements, such as turn lanes or improvements in sight distance. These include rear-end, right-angle, sideswipe, and head-on accidents. Providing exclusive left-turn lanes on Newfound Gap Road may have prevented ten accidents during the five year period: three at the Collins Creek Picnic Area entrance, one at the Smokemont Campground entrance, one at Park Circle Drive, two at the Blue Ridge Parkway, and three at the Big Cove Connector Road. These ten accidents were all rear-end accidents in which a vehicle struck a stopped or slower-moving vehicle. Accident rates have been calculated for each of the intersections based on the previous data. Intersection accident rates were calculated over the entire five-year period using the 2002 AADT • reported by NCDOT. Because the AADT included only traffic on Newfound Gap Road, it was increased by 10% at the Blue Ridge Parkway and the Oconaluftee Visitor Center, and by 5% elsewhere to obtain an estimate of total entering vehicles at each intersection. Accident rates • were obtained in terms of number of accidents per million entering vehicles (Acc/MEV) and • compared to Florida Department of Transportation (FDOT) rates. (NCDOT does not publish accident rate averages for spot locations.) FDOT average accident rates for the years 1999, 2000, and 2001 at three-leg intersections on rural two- or three-lane two-way undivided highways were • 0.155, 0.140, and 0.147 Acc/MEV, respectively. Table 18 summarizes the accident rate at each study intersection, calculated using the five-year accident totals and the 2002 NCDOT AADT. B-47 Table 18: Accident Rates by Location Location Accident Rate (Accidents per Million Enterin Vehicles) Collins Creek Picnic Area 0.78 Smokemont Cam ound 0.22 Tow Strin Road 0.33 Park Circle Drive 0.44 Oconaluftee Visitor Center 0.32 Blue Rid e Parkway 0.74 Bi Cove Connector Road 0.33 Accident rates at all study area intersections were much higher than the FDOT rates. The highest accident rates at study area intersections over the five-year period occurred at the Collins Creek Picnic Area (0.78 Acc/MEV) and at the Blue Ridge Parkway (0.74 Acc/MEV). Approximately 25 percent of the total accidents along the study corridor could have been prevented by geometric improvements at the intersections. Three of the seven accidents at Collins Creek Picnic Area and two of the seven accidents at the Blue Ridge Parkway, where accident rates are highest, could have been prevented by left turn lanes or improved sight distance. Based on these high accident rates, safety measures should be considered at all of the intersections. The accident rate for the southern section of the study area was also calculated between Park Circle Drive and the Blue Ridge Parkway. This section experienced a rate of 524.63 accidents per 100 million vehicle miles (Acc/100MVM) for the five-year period from 1999 through 2003 and 340.04 Acc/100MVM for 2000 through 2002. NCDOT-published average rates are shown in Table 19. Because Newfound Gap Road is contiguous to US 441, US Routes were used as a basis of comparison. The comparison includes rural averages for facilities with no access control. Based on this comparison, Newfound Gap Road between Park Circle Drive and the Blue Ridge Parkway experiences a very high accident rate for a rural facility. This information indicates that measures should be undertaken to improve safety on this section of roadway. Table 19: Accident Rates per 100MVM (NC Statewide Averages, 2000-2002) Facility/Type 4-lane divided with no access control Newfound Gap Road (4-lane divided section) 340.04 Rural US Route 131.76 Urban US Route 432.42 All US Routes 236.68 source: NLliv1 irattic ~atety systems Management Unlt B-48 .i... O V a c~ a~ a~ Q I v a Appendix C -Agency and Public Involvement Table of Contents C.l Agency Responses C.2 Newsletters C-i • • • • • • • • • • r ». dr~4 ~- .......- Department of Administration Michael F. Easley, Governor January 15, 2004 Mr. Phillip Francis U.S. Dept. of the Interior National Park Service 107 Park Headquarters Road Gatlinburg, TN 37738 Dear Mr Pr8.11CiS: Re: SCH File # 04-E-0000-0145; Environmental Assessment; Proposed project is the Phase II gortian of the Rehabilitation of Newfound Gap Road. It will include resurfacing approximately 6 1/2 miles of road and proposed intersection The above referenced environJental impact information has been submitted to the State Clearinghouse undez the provisions of the National Environmental Policy Act. According to G.S.. 113A-10, when a state agency is required to prepare an environmental document under the provisions of federal law, the environmental document meets the provisions of the State Environmental Policy Act. Attached to this letter for your consideration are the comments made by agencies in the course of this review. If' any further environmental review documents are prepared for this project, they should be forwarded to this office for intergoverruziental review. Should you have any questions, please da not hesitate to call. Si erel , Ms hrys Baggett Environmental Policy Act Coordinator Attachments North Caro 1 ina Gwynn T. Swinson, Secretary cc: Region A hlrriling Address: 1301 Mai! Scrvicc Ccntcr Raleigh. NC 27G99-1301 relep/rorr~; ~nl9~sn~-aaas Fax (919)733-9571 State Courier N51-O1-00 e-rfrui! Chrys lluggett a rrcmai! rrel L.ocrstion Address: 116 Wcst Janes Street Ralciglt. North Carolina Arr Equul Opporlrrntry/~! jfirnrative Action Employer ~~~ NCDENR North Carolina Department of Environment and Natural Resources Michael F. Easley, Governor p`~~~1Z iS l~ls J ~ SAN 2pQ¢ ~a MEMORANDUM ~' t~ A T0: Chrys Haggett State Clearinghouse FROM: Melba McGee\~J' Project Rev~.ew Coordinator William G. Ross Jr ,Secretary RE: 04-0145 Scoping on Phase II of the Rehabilitation of the Newfound Gap Road Project, Great Smoky Mountain National Park in Swain County DATE: January 14, 2004 The Department of Environment and Natural Resources has reviewed the proposed project, The attached comments are a result of this review.. P1ore specific comments will be provided during the environmental review process, Thank you for the opportunity to respond. Tf during the preparation of the environmental document, additional information is needed, the applicant is encouraged to notify our respective divisions, Attachments 1601 Mail Service Center, Raleigh, North Carolina 27699-1601 Phone: 919-733-49841 FAX. 919-715-30601 Internet: www enr.state nc us1ENR An Equar Qpportunily 1 Affirmative Action Employer - 50°,a Recycled 110% Pos! Consumer Paper Division of Parks and Recreation MEMORANDUM T0: Melba McGee, DENR Environmental Coordinator rrn FRDM: Brian Strong, DPR Environmental Review Coordinator I~//'" DATE: December 19, 20Q3 SUBJECT: National Park Service, Great Smoky Mountains National Park: Newfound Gap Road Project.. Project No 04-0145. The Great Smoky Mountains National Park is a Registered Natural Heritage Area.. In the agreement signed between the Park and the Department, the Park Service agreed to protect the significant ecological features of the park. The area ofthe raad improvement project is known to contain a number of rare species. Mast of the rare species in this area are aquatic, and include the caddisfly Rhyacaphila rnainensis, the hellbender~ (Cryptobranchus alleghaniensis), the southern rock vole (Microtus chrotorrhinus carolinensis}, and the lichen Usnea angulata. There may be other records of significant species in the area known to the park's Conservation Data Center. If the construction is confined to the footprint of the existing raad and cleared right-of=way, the primary concern is impacts to the aquatic species. Careful attention is needed to avoid impact to water quality in the adjarent creek. IFthe projecr involves expansion of the existing road or disturbance of additional areas, these areas should be surveyed by biologists familiar with potential rare species and steps taken to avoid impacts to any that are found If you have any questions regarding these comments please contact me at (919)715-8711. cc: Project files (Z) ~ State of North Caro[ifla Fadew(ng Office: __ '~~'o ~Ci"~E~~ Department of irnvironmer;t and Natf.lra! P~esaurces Pro;ectNt,mber. G~/~Gly5pue0ace:~`~~`T/~ G~ lNT~RGC}VERNM~NTAL RLV1~1N - PRQJE~ CpMN~EN T S After review of this project (E has been determined that the DENR permits}and/or approvals indicated may need to be obtained in order for this project to t'omply with North Carolina taw. Questtans regarding these permits should be addressed to the Regional Qffice indicated on the reverse of this form. All applications, information and guidelines relative to these plans and permits are available from the same Regional Office. PERMITS .SPECIAL APPL1CATiC}N PROCECURFS or REQUIREMENTS Norrna! Process Time t5tatutory Time Umiti Q Permit to construe & operate wastewater treatment fatilltles, sewer system extensions & sewer systems Application 40 days before begin construction araward of construction co O i 30 days not discharging into state surface waters. ntracu n-s te inspection Post-application technical conference usual, ~ ^ (90 days) Q NPDFS-permit to discharge into surface water and/ar Application t80 days before begin activity. On-site inspection preappllcatlon permit to operate and construct wastewater facilities conference usu$i.Additlanally, obtain permit to construct wastewater treatmen[ 90- i20 days discharging into state surface waters facility-granted after NPDE5. Reply time, 30 days aher receipt of plans or issue (N/A) of NPDE5 permit-whichever is later. (, Water Use Permit Preappllcatlon technical conference usually necessary 30 days _ (N/Ai We11 Construction Permit Complete appllcaHan must be received and permit issued prior to the 7 days installation of a well. {t5 daysi Dredge and Fi[I Permit Application copy must be served on each adjacent riparian property owner. On-site Inspection. Preapplicatlon conference usual. Filling may require Easement 55 days to fill from N.C Department of Administration and Federal Dredge and fil) Permit. (40 days) Q Permit to construct & operate Air Pollution Abatement i facilities amdlor Emission Sources as per i5 A NCAC N!A (zQ.otoa,Z0.a3oo,zH 0600) 60 days Any open burning associated with subject prapasa) must be in tompiiante with t5 A NCAC ZD.(900 Oemaiition ar renovations of structures containing asbestos material must be in compliance with t 5 A NCAC 2D i t 10 {a} (t) which requires motificatlan N/q 60 days and removzl priorto demofi[ion. ContaeAsbestos {90 days} Control Group 9t9-733.OBZO Complex Source Permit requited under 35 A NCAC ZD.O800 The Sedimemation PaRution Control Act of 1973 must be properly addressed for any land disturbing activity An erosion & sedimentation control plan wilt be requ[red if one ar more acres to be disturbed. Plan riled with proper Reg(onal Office (Land Quality Section) at feast 30 ZO days days before beginning activity A fee of 540 for the first acre ar any part of an acre. (30 days) The Sedimentation Pollution Control Ac[ of 1973 must be addressed with respect to the referenced local Ord[nanta 30 days Mining Permit On-site inspection usual, Surety band flied with DENR. Bond amount varies with ype mine and number of aces of affected land.. Any are mi~zed greater than 30 days one acre must be permitted. The appropriate band must be received before (68 days) the permit tan be issued. North Carolina 9urning permit On-site inspection by N.C. Division of Forest Resources if permit exceeds 4 days I day . (N/A) Q 5pecia! Ground Clearance Burning Permit•22 counties On-site inspection by N [,Division of forest Resources required "1! more than five in coasraf N.C.with organ([ soils. acres oFground Clearing attivltles are involved. Inspections should be requested t day at least ten days before aeua! burn is planned.' (N/A) Oll Refining Facilities N/A 40-120 days (N/A} Dam Safety Permit It permit required. appllcatlan 60 days before begin tonsiructian Applicant must hire N.Cqualified engineer to. prepare piahs,inspect cansuuctlan.certlfy construction is according to DENR approved plans. May also require permit under mosquito control program, and a 404 permit from Corps of Engineers. 30 days An lnspeeian of site is necessary to verify Hazard tlassiAcatlon. A minimum (60 days) fee of 5200.00 must accompany the application. An additional processing fee based on a percentage or the total project cost will be required upon completion. • ® North Caxolina~T~ldlife Resources Comr><ussion Charles R. Fullwood, Executive Director MEMORANDUM TO: Melba McGee, Environmental Coordinator Office of Legislative and Intergovernmental Affairs North Carolina Department of Environment and Natural Resources and Philip A. Francis, Jr., Acting Superintendent Great Smoky Mountain National Park, National Park S a e FROM: David McEIenry, Mountain Region Coordinator ~/J~ Habitat Conservation Section , ~~~"" ' DATE: January 8, 2Qfl4 SUBJECT: Scoping continents on Phase II of the Rehabilitation of the Newfound Gap Road project, Great Smoky Mountains National Park, Swain County, North Carolina. 4LIA project # 04-0145 Biologists with the North Carolina Wildlife Resources Commission (Commission} reviewed the proposed Phase II of the Rehabilitation of the Newfound Gap Road project with regard to its impacts on fish and wildlife resources, We are familiar with the project area and its habitat values. Our comments are provided in accordance with provisions of the Fish and Wildlife Coordination Act (4$ Stat. 4Q1, as amended; 16 U,S.C. dbl et seq,) and the National Environmental Policy Act {42 U.S.C, 4332 (2)(c).. The National Park Service proposes resurfacing and intersection improvements along a 6.5 mite segment of Newfound Gap Road from the Cherokee Indian Reservation north to near the Collins Creek Picnic Area. An Environmental Assessment (EA) will be prepared for the project, • The Oconaluftee River paralleling the project area supports trout and is designated as C trout HQW by the NC Division of Water Quality. We request that the EA thoroughly characterize the potential for effects on trout resources from any roadway changes (e.g., shoulder widening, intersection • enlargements, etc..,) associated with the project. Further, we request that the following information (where applicable) be provided in the environmental assessment in order for us to fully evaluate the project, 1. Include descriptions of fish and wildlife resources within the project area, and a listing of • federally or state designated threatened, endangered or special concern species.. When practicable, potential borrow areas to be used for project construction should be included in the inventories, A full listing of designated species can be developed through consultation with: The • Natural Heritage Program, NC Division of Parks and Recreation, 1615 Mail Service Center ., 04-0145 Newfound Gsp Road Page 2 January 8, 2004 Phase II Raleigh NC 27699-1615, PH: (919) '733-4181. Note, there are several documented occurrences of the southern rock vole (Microtus chrotorrhinus carolinrerrsis, state and Federal SC) near the project area, which should be considered in this project. 2. Include descriptions of any streams or wetlands affected by the project. 3. Include project maps identifying wetland areas. Identification of wetlands may be accomplished through coordination with the U.S, Army Corps of Engineers (COE}. If the COE is not consulted, the person delineating wetlands should be identified and criteria listed. 4. Provide a description of project activities that will occur within wetlands or streams, such as fill or channel alteration, Acreage of wetlands impacted by alternative project designs should be listed. 5, Provide a description and a cover type map showing acreage of upland wildlife habitat impacted by the project. 6. Discuss the extent to which the project will result in loss, degradation or fragmentation of wildlife habitat (wetlands and uplands). 7. Discuss any measures proposed to avoid or reduce impacts of the project or to mitigate unavoidable habitat losses, This should include include the loss of early successional habitat for the road closure alternative. 8. Include a list of document preparers that shows each individual's professional background and qualiftcations, The Commission appreciates the opportunity to provide scoping comments regarding effects of the project on fish and wildlife resources., If you need to discuss these comments please call meat (S2$) 452-0422. We also look forward to providing further input at the initial agency scoping/kick-off meeting scheduled for January 22, which I will attend on behalf'of the Commission. c: Loftis, S. -NC Wildlife Resources Commission, Fisheries Management Brooks, ,I. -NC Wildlife Resources Commission, Wildlife Management McGrath, C. --NC Wildlife Resources Commission, Wildlife Management (non-game} Cole, B,P. - US Fish and Wildlife Service, Asheville • DEPARTMENT OF THE ARMY WILMINGTON DISTRICT, CORPS OF ENGINEERS 151 PATTON AVENUE ROOM 108 ASHEVILLE, NORTH CAROLINA 28801-SOOb REPLY TO ATTENT[oN °`: February 10, 2004 Regulatory Division Action ID 200430274 ~ Mr. Philip A. Francis, Jr., Acting Superintendent ~ U,S Department of the Interior • National Park Service Great Smoky Mountains National Park 107 Park Headquarters Road ~ Gatlinburg, Tennessee 3773$ • Dear Mr. Francis: ~ Reference the January 22, 2004 interagency meeting held to discuss the preparation of an ~ Environmental Assessment (EA) for the Phase II portion of the Rehabilitation of Newfound Gap ~ Road project which extends from just north of the Collins Creek picnic area to the southern Park • boundary with the Cherokee Indian Reservation in Swain County, North Carolina. The EA is to be prepared by the National Park Service in coopezation with the Federal Highway ~ Administration. ~ The project is to include the resurfacing of approximately 6.S miles of roadway, and • safety improvements including the addition of turning lanes at 6 intersections. An EA for the Smokemant Water and Sewer Project, which is within the same project alignment in the Toe ~ String Community, is also being prepazed at this time. Our comments on the utility project were ~ furnished to you in our January 2$, 2004 correspondence. The utility project is scheduled far ~ construction prior to the resurfacing of the road, ~ The project area is rich in archaeological resources, and potentially provides suitable ~ habitat for several Federally listed threatened and/or endangered species. Consideration of these ~ issues should be coordinated for the two projects, ~ Two wetland areas and several perennial stream channels that are tributaries to the ~ Oconaluftee River have been identified within the project area. Department of the Army (DA) ~ authorization, pursuant to Section 404 of the Glean Water Act, will be required for the discharge ~ of any dredged and/or fill material into these jurisdictional areas prior to the initiation of ~ construction activities. A regional condition of Wilmington District's nationwide permits • requires that the applicant furnish a duplicate copy of the application to the North Carolina Wildlife Resources Commission (WRC) to obtain their comments and recommendations ~ regarding potential impacts of the regulated construction activities upon trout resources in the ~ impact azea(s). a 2 We appreciate the opportunity to comment on the proposed Newfound Cxap Road rehabilitation project. If you have any questions please contact me at (828) 271-7980, extension 225. Sincerely, Copy furnished: ~~•~.~ David Baker Project Manager Asheville Regulatory Field Office Mr. R.D. Childers III, Director of Public Services Eastern Band of Cherokee Indians Environmental Planning Department Post Off ce Box 455 Cherokee, North Carolina 28719 Mr. Jack Van Dop U,S, Department of Transportation Federal Highway Administration 21400 Ridgetop Circle Sterling, Virginia 2016b-6511 m Tennessee Valley Authority, 4Q0 West Summit Hilt Drive, Knoxville, Tennessee 37802-1499 February 2, 2004 Mr. Philip A. Francis, Jr. Acting Superintenden# Great Smoky Mountains National Park 107 Park Headquarters Road Gatlinburg, Tennessee 37738 Dear Mr. Francis: NEWFOUND GAP ROAD REHABft_ITATION, OCONALUFTEE RIVER, SWAIN COUNTY, NORTH CAROLINA Thank you for in#arming us of the proposed project to rehabilitate Newfound Gap Road between Collins Creek and the Cherokee Indian Reservation, including intersection improvements and spur roads at Collins Creek, Smokemont, Tow String Road, Park Circle Raad, Ocanaluftee Visitor Center, and the Blue Ridge Parkway. TVA attended the January 22, 2004 interagency meeting and site visi# in Cherokee and believes that the proposed culvert widening at Collins Greek would likely require Section 26a approval from TVA. Therefore, please include us as a cooperating agency in the environmental review far this project. Should you have any questions, please contact Harald Draper at (865) 632-6889 or hmdragerC~tva.gov. Sincerely, :~~ :~ Jon oney Manager, NEPA Administration Environmental Policy and Planning ..,.. ,,7y H d ~~°R4 PROD CT SUiF'ERVISO '~ ~. MAR 1 DENVER SERV~Cc CENTI North Carolina Department of Cultural Resources PRO,tE~-r p~~-~-°-= State Historic Preservation Office 1'etcr Q Sandbeck, Administrator Michael r. Gaslcy, Governor Office of Archives and History Lisbcth C, Evans, Secretary Division of Historical Rcsowccs Jeffrey J Crow, Deputy Secretary David Brook, Director January 19, 2005 Dale A. Ditmanson, Superintendent United States Department of the Interior National Park Service Great Smoky Mountains National Parlc 107 Park Headquarters Road Gatlinburg, TN 37738 SUBJECT: Notice of Phase 11 Portion of Rehabilitation of Newfound Gap Road, Environmental Assessment preparation, ER 0.3-.3494 Dear Mr.: Ditmanson: Thank you for your letter of September 2, 2004, concerning the above project. We apologize for the delay in our response. We have conducted a search of our maps and files and have located the following structures of historical or architectural importance within the general area of the project Smokemont Baptist Church, a property listed on the National Register o£ Histofic Places, is located near the Smokemont Campground.. The above comments are made pursuant to Section 106 of the National Historic Preservation Act and the Advisory Council on Historic Preservation's Regulations for Compliance with Section 106 codified at 3G CFR Part 800. Thank you for your cooperation and consideration. If you have questions concerning the above comment, contact Renee Gledhill-Earley, environmental review coordinator, at 919-7.33-476.3. In all future communication concerning this project, please cite the above referenced tracking number. Sincerely, ~~.-~~` ter Sandbeck ADMINISTRA7[ON 507 N Blount Street. Raleigh NC 4617 Matz Srnice Center, Raleigh NC 27679-4637 (919)733-4763/733-8653 13E5TORATION 515 N Blount Street. Raleigh NC 4617 bfat7 Sttvicc Centeq Raleigh NC 27699.4617 (919)733.6547/715.4801 SURVEY & PLANNING 515 N Blount Street, Raleigh, NC 4617 Matt Service Center, Raleigh NC 27699-4617 (919)73}•6545/715-48131 • National Park Service 1 ('~ a U.S. Department of the Interior Ne~Ollllq. V ap RoaU. ~ environmental Assessment • • January 2004, Volume #1 • Announcing Public Meetings The first set of;public meetings for the Newfound Gap Road Environmental • Assessment will provide'an opportunity • for the public to learn about the project and to discuss their comments and concerns with the study team. The • meeting will be an informal, open- house arrangement that will, provide opportunities''forthe public to collect • project handouts, review study area, maps,. talk individually with study team personnel, and offer input. In-an effort togain input fromthose interested in the Newfound Gap Road Environmental Assessment,,the workshops wiA be • held at two different locations. Each meeting will follow the same agenda and will present the same information. 'The first meeting will be held on Monday, January 26, 2004; 6 pm to • 8 pm at the Holiday Inn, 37 Tsali Rd. (Highway19S), Cherokee, NC; the sec- and meeting will be held on Tuesday, • January 27, 2004,.6 pm to 8 pm at the Glenstone Lodge, 504 Historic Nature Trail, Gatlinburg, TN. In the. event of • inclement weather, make-up days are scheduled for Monday, February 2, 2004 in Cherokee and Tuesday, • February 3, 2004 in Gatlinburg. ff weather conditions are poor, please call Bob Miller, Great Smoky Mountains • Public Affairs Officer at (865) 436-1207 .the day of the workshop to verify meet- ing status. just north of the Collins Creek Picnic Area, is more routine in nature and is expected to be Categorically Excluded from the NEPA Process. The work of this project, Phase II, will include resurfacing the 6'/ miles of badly deteriorated roadway and proposed intersection improvements along Newfound Gap Road in Great Smoky Mountains National Park. The project study area is located in Swain County, North Carolina, and extends from approximately 500 feet north of the Collins Creek Picnic Area to the southern Park boundary with the Cherokee Indian Reservation (see map on back). The inter- sections scheduled for study include the intersections of Newfound Gap Road with: ^ Collins Creek Picnic Area ^ Smokemont ^ Tow String Road ^ Park Circle Drive • Oconaluftee Visitor Center and Mountain Farm Museum ^ Blue Ridge Parkway Phase I of the Rehabilitation of Newfound Gap Road project is currently in the design development phase and it is antici- pated that it will be advertised for contract award in September 2004 with construc- tion beginning after the fall color season. Phase II of the project, currently in the planning phase, is programmed to be advertised for contract award in Fiscal Year 2006. Background and Purpose Based on existing accident data, roadway The National Park Service, in cooper- ation with the Federal Highway Administration, is in the process of preparing an Environmental Assessment for the Phase II portion of the Rehabilitation of Newfound Gap Road project. Phase I of the project, rehabilitation of the 10%2-mile section of Newfound Gap Road from the Newfound Gap Parking Area south to conditions, traffic volumes, and cultural and natural resources, alternatives will be developed and analyzed for each of the six intersections. Options to be evaluated may include adding turn lanes, realigning the intersections, or leaving the intersec- tions as is. The end product will be an environmental document that describes the decision-making process and con- forms with the National Environmental Policy Act (NEPA). Planning Process NEPA is a procedural law that provides a process for agencies to make an analyti- cal study of the impacts of alternatives and requires agencies to involve interest- ed and affected members of the public. The planning process provides a frame- work for striking a balance between the use and preservation of natural and cul- tural resources. The NEPA process follows these steps: Project Planning Review regulations and project history,' identify purpose and need of the project Identification Develop baseline resource data; hold public meetings Develop a range of reasonable alterna- tives based on agency objectives and public interests Analyze the human/environmental con- sequences; recommend the preferred alternative Prepare Environmental Assessment Prepare, review, release for public com- ment,~ present results at public meetings The NEPA process allows interested members of the public to participate in the decision-making process. National Park Service U.S. Department of the Interior Comments about the study can be directed to: Superintendent Great Smoky Mountains National Park 107 Park Headquarters Road Gatlinburg, TN 37738 Email: grsm_superintendent@nps.gov Website: wvvw. nps.gov/grsm/gsmsitelhome The National Park. Service cares for the special places saved by the American people so that all may experience our heritage. National Park Service ' ~` U.S. Department of the Interior Great Smoky Mountains National Park 107 Park Headquaters Road Gatlinburg, TN 37738 ~„~~ Begin Study Area Collins Creok Picnic Area To Gatlinburg, TN , __- .' N .' •' f ~~. •, .' ,~. ,~. ~~ Cherokee Indian ` Reservation ~• CuaOa Boundary Tow String Road ,,~`~ Newfound Gap Road Oconaluftee Visitor Center and Mountain Farm Museum ~... .~ . •, '~ ~ i ~ `• .i To Cherokee, NC r 0 0.5 1 Miles ,. r .•-' ., Blue :..._ Ridge Parkway M •k Circle Drive ',~ . . r r , •'~ r r ~' ~ i . ~ ~ , r ~ r ~• r ~•r , r ,•~ .r r ~ • r Biue Ridge Parkway Cherokee Indian Resarvatbn Cwlis Boundary End Study Area Park Boundary at Cherokeo Reservation EXPERIENCE YOUR AMERICA7TA • • • National Park Service u~_, U,S. Department of the Interior ,~"`'"~ tM • Ne-w~ound Gap I2oa~. `~ °~ • ;.f w • ~nvirora.rnental Assessment • • August 2004, Volume #2 • • Background and Purpose Alternatives Studied • Tfte National Park Service, in cooper- Several initial alternatives for adding • anon with the Federal Highway left-turn lanes have been evaluated Administration, is in the process of at each of the study locations. For • preparing an Environmental the Collins Creek Picnic Area, the • Assessment (EA} for the Phase II por- Smokemont Campground, Park • tion of the Rehabilitation of Newfound Circle Drive, artd the Big Cove Gap Road project, in conformance with the National Enviro li t l P Connector Road, the initial alterna- nmen a o cy • Act (NEPA}. Phase I of the project, tives included widening on the west • rehabilitation of the 10/z-mile section side, widening on the east side, and of Newfound Gap Road from the widening symmetricaEly (an equal • Newfound Gap Parking Area south to amount on each side of the road). • just north of the Collins Creek Picnic Alternatives at Tow String Road • Area, is more routine in nature and included realigning bath Newfound • has been Categorically Excluded from Gap Road and Tow String Road to • the NEPA Process. The work of this provide better sight distance.. project, Phase 11, will include resurfac- Alternatives at the Oconaluftee ing the 6~/z mites of badly deteriorated Visitor Center and at the Blue Ridge • roadway artd proposed intersection Parkway included various ways of • improvements along Newfound Gap ddi t di Road in Great Smoky Mountains a ng or ex en ng turn lanes while • National Park. The project study area reducing the road from four lanes to is located in Swain County, North two lanes, as well as retaining a • Carolina, and extends from approxi- four-lane section. Non-construction • mately 500 feet north of the Collins alternatives also were considered, • Creek Picnic Area to the southern including changes in speed limit, Park boundary with the Cherokee signing, traffic demand manage- Indian Reservation (see map on ment, traffic signals, rurrtble strips, • inside). The intersections scheduled and additional enforcerrtertt. • for study include the intersections of Following the initial screening, the • Newfound Gap Road with: construction alternatives that remain • Collins Creek Picnic Area under consideration for further study • Smokemont Campground include the following: In addition, a no-build alternative • Tow String Road would be retained for study for each ^ Park Circle Drive of the study areas: • Oconaluftee Visitor Center • Blue Ridge Parkway • Big Cove Connector Road • • Planning Process and Schedule NEFA is a procedural law that pro- vides aprocess for agencies to make an analytical study of the impacts of alternatives and requires agencies to involve interested and affected mem- bers of the public. The planning process provides a framework for striking a balance between the use and preservation of natural and cultur- al resources. The NEPA process fol- lows these steps, with the schedule for this project shown by each step: Project Planning September 2003 (complete) Initial Dafa Gathering and Issue Identification October 2003 to June 2004 (complete) January to July 2004 (complete) August to September 2004 October 2004 to March 2005 Phase I of the Rehabilitation of the Newfound Gap Road project is current- ly in the design development phase and it is anticipated that it will be advertised for contract award in November 2004 with construction beginning in early 2005. Phase II of the project, currently in the planning phase, is programmed to be advertised #or contract award in Fiscal Year 2006, The NEPA process allows interested members of the public to participate in the decision-making process. Public Meetings Held Public meetings were held on January 26, 2004 in Cherokee, NC, and on January 27, 2004 in Gatlinburg, TN. These meet- ings provided an opportunity for the public to learn about the project and to discuss their comments and concerns with the study team. The National Park Service, the Federal Highway Administration, and consultant staff were available at those meetings to answer questions and to address con- cerns. Several boards were displayed illustrating various aspects of the proj- ect, including ^ Study Area • Purpose and Need • Topics to be Addressed in the Environmental Assessment • Water Resources • Intersection Diagrams • Traffic and Safety (turning move- ment counts, accidents, and level of service) • Study Process • Project Schedule Nine ci#izens attended the Cherokee meeting, including representatives of the Eastern Band of Cherokee Indians (EBCI) and a representative of the Sierra Club.. Four citizens attended the Gatlinburg meeting. Commen#s expressed by citizens included the fol- lowing items, all of which are being considered in developing the Environmental Assessment (EA): ^ If possible, coordinate the Smokemont Campground sewer line project with the road project to mini- mize the number of times the corri- dor is disturbed. • The bridge replacement on Tow String Road should be considered in tf~e EA process. • Turn lanes are needed for safety The turn lane at Mingus Mill has made a positive difference. • it is important that Newfound Gap Road be open to traffic during con- struction. ^ Install emergency call boxes along the road. • Several citizens were interested in the timing of construction.. • Impravernen#s to Newfound Gap Road are needed. • The Park's General Management Pion requires that traffic demand management be considered prior to construction of road improvements.. • Sight distance should be indicated on display maps. ^ Reduction in speed and enforce- ment should be considered as measures #o 'smprove safety • Wildlife crossings should be consid- ered to reduce impact on animals (road kill}, Additional public meetings are anticipat- ed to be held in spring 2005. N ~~. ~,~.- Begin Study Area ~ • Collins Creek Picnic Area ,' To Gatlinburg, TN ,.'~ ,~. Cherokee Indian Smokemant Campground •~ Reservation ~ Qualla Boundary Tow String Road ~~ 'r~~i Newfound Gap Road ~~ I Blue f`4 a Ridge m _r Parkway Uconaluftee Visitor Center <dm., ~ `. ~~ "° ~ ~ ~ M ` ~ ~ ~ i~ '4 .~°~ To Cherokee, NC ~° d 0 d.5 1 Miles i ,_ a 0 ~ I S f ~~e~~ Park Circle Drive ~.~ , ~ . ~ ._~ ~ ~ r i , ~ + ~ ~ , s..r °~_,~ ~~ a ~ r . ~ ti~ • r a ~ r i a , t ~ I ti * ~ A r Blue Ridge Parkway ~~ Cherokee Indian j Reservation Qualla Boundary 4 ~ Big Cave Connector Road End Study Area Park Boundary at Cherokee Reservation ~`T'~"c,,, National Park Service U.S. Department of the Interior -~,~,:, Comments about the study can be Email: directed to:. grsm_superirttendent®nps.gov Website: Superintendent:. www.nps gov/grsm/gsmsite/home `.: Great Smoky Mountains National Park 107 Park Headquarters Road Gatlinburg, TN. The National Park Service cares foi the 37738 special places saved by the American people so that all may experience our heritage.. "~"'r...~. National Park Service ` U. S. Department of the Interior ;^-~~~ Great Smoky Mountains National Park tU7 Park Headquaters Road Gatlinburg, TN 37738 EXPERIENCE YOUR AMERICAS"t