20011102 Ver 1_Community Impact Assessment_20080715

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Community Impact Assessment
Havelock Bypass
STIP Project R-1015
Craven and Carteret Counties,
North Carolina
July 15, 2008
Prepared for : TGS Engineers
Prepared by: HNTB North Carolina, PC
343 East Six Forks Road
Suite 200
Raleigh, NC 27609

I TABLE OF CONTENTS
Chapter 1: EXECUTIVE SUMMARY ......................................................3
Chapter 2: PROJECT DESCRIPTION ...................................................10
21
PROJECT DESCRIPTION ............................................................................10
' 2.2 GEOGRAPHIC AND POLITICAL DESCRIPTION ..................................12
2.3 COMMUNITY DESCRIPTION ....................................................................13
Chapter 3: CIA METHODOLOGY .......................................................15
Chapter 4: STUDY AREA DESCRIPTIONS ...........................................16
4.1 DIRECT COMMUNITY IMPACT AREA .............................................
4.2 DEMOGRAPHIC AREA ................................................................................16
Chapter 5: COMMUNITY CHARACTERISTICS .....................................17
' 5
1 POPULATION CHARA
. CTERISTICS .........................................................17
5.2 HOUSING CHARACTERISTICS .......................................
20
5.3 ..........................
ECONOMICS CHARACTERISTICS ................................
22
' 5.4 ..........
COMMUNITY FACILITIES & SERVICES ...............................................25
5.5 COMMUNITY RESOURCES - INFRASTRUCTURE & UTILITIES ....26
' 5.6 COMMUNITY RESOURCES - NATURAL ................................................27
5.7 CRIME, SAFETY & EMERGENCY SERVICES .......................................28
5.8 PLANS & REGULATIONS ............................................
28
...............................
Chapter 6: COMMUNITY IMPACT ANALYSIS .....................
35
.................
' 6.1 PHYSICAL, SOCIAL & PSYCHOLOGICAL ASPECTS .........................35
6.1.1 Community Stability & Neighborhood Cohesion .....................................35
' 6.1.2 Visual .........................................................................................................36
6.1.3 Air Quality .................................................................................................38
6.1.4 Noise ..........................................................................................................38
' 6.1.5 Relocations ................................................................................................39
6.2 LAND USE PATTERNS & COMPATIBILITY ..........................................39
6.3 ECONOMIC CONDITIONS ...........................................
40
' 6.4 ..............................
TRANSPORTATION ACCESS .....................................
42
6
4
1 ................................
Neighborhood Access
.
. ................................................................................42
' 6.4.2 Commercial Access, Parking & Economic Impacts ..................................42
6.4.3 Pedestrian & Bicycle Access .....................................................................43
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Community Impact Assessment -July 15, 2008

6.4.4 The Americans with Disabilities Act ......................................................... 44
6.4.5 Public Transit ............................................................................................. 44
6.5 TRANSPORTATION NETWORK ...............................................................45
6.5.1 Change in Commuting Patterns ................................................................. 45
6.5.2 Travel Time ............................................................................................... 46
6.5.3 Consistency with Transportation Plans ..................................................... 46
6.6 COMMUNITY SAFETY ............................................... 46
6.6.1 .................................
Pedestrian & Bicycle Safety ...................................................................... 46
6.6.2 Crime ......................................................................................................... 47
6.6.3 Emergency Response (Police, Fire & Emergency Services) ..................... 48
6.6.4 Vehicular Safety ........................................................................................ 49
6.7 FARMLAND IMPACTS ..................................................... 49
6.8 ............................
IMPACTS TO NATURAL RESOURCES .................................................... 50
6.9 ENVIRONMENTAL JUSTICE .......................................... 53
6.9.1 ...........................
Environmental Justice Regulations ............................................................ 53
6.9.2 Affected Populations ................................................................................. 54
Chapter 7: RECOMMENDATIONS .......................................................57
BIBLIOGRAPHY
Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
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'EXECUTIVE SUMMARY
' The North Carolina Department of Transportation (NCDOT) proposes to construct a
four-lane, median-divided, controlled access bypass of US 70 on new location southwest
' of Havelock, in Craven County, North Carolina. The project includes three bypass
alternatives (Bypass Alternatives 1, 2, and 3), all on new location southwest of Havelock.
The project also includes a fourth alternative (the Upgrade Existing US 70 Alternative
with freeway and expressway options) on existing alignment through Havelock.
Although it is included in this evaluation of community impacts, the Upgrade Existing
US 70 Alternative has been eliminated from further study as a detailed study alternative.
STIP Project R-1015, or the Havelock Bypass, is the proposed four-lane, median-divided
1 freeway that will provide an access-controlled route around the City of Havelock in
Craven County. The Havelock Bypass would be a link in the US 70 Strategic Highway
' Corridor designated by the NCDOT. US 70 is a primary east-west route in Eastern North
Carolina, and the portion of existing US 70 in Havelock is a highly developed
' commercial corridor used for freight movement (to the State Port at Morehead City) and
travel to the Crystal Coast beaches. A new bypass route would reduce congestion on
existing US 70 through Havelock and improve regional and intrastate connectivity.
The City of Havelock has a broad mixture of residential, commercial, and institutional
' uses. The community relies upon the presence of the Cherry Point Marine Corps Air
Station (MCAS) and the existing US 70 commercial corridor. Havelock has no
established downtown area, so commercial business is primarily concentrated along the
existing US 70 corridor. This corridor includes several strip malls, restaurants, hotels,
gas stations, and other services typical of a commercial corridor. This corridor is also
typified by traffic signals, billboards, and congestion often associated with such
development.
Rural areas of the community (primarily west of the US 70 corridor) are typically a mix
of single-family houses and manufactured homes (singly and in manufactured home
parks). These less-developed areas border the Croatan National Forest and are set
amongst forests and fields typical of rural areas. Existing land uses along the proposed
' bypass alternatives are single-family residential and forest/vacant, with some agricultural
lands located primarily southwest of the alternatives.
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Community Impact Assessment - July 15, 2008

' Key Community Characteristics (Demographic Data)
• Two census tracts (Census Tract 9613, Block Group 4 and Census Tract 9612,
' Block Group 1) in the area contain concentrations of Hispanics that are more than
twice that of Craven County. These Block Groups were also determined to have a
lower median income than the remainder of the Direct Community Impact Area.
Additionally, Census Tract 9613, Block Group 4 had 20.5% of its citizens living
below the poverty level.
• According to local officials and site observations, the area surrounding Hickman
Hill Loop Road is a predominately African-American neighborhood.
• According to local officials, there are two communities of low-income residents
in close proximity to the existing US 70 corridor in Havelock. One is located on
Lynnwane Circle and the other is the Belltown Apartments on Belltown Road.
• The presence of the Marine Corps Air Station likely contributes to a larger
percentage of young people living in the area. The median age of a person living
in the Demographic Area (24.1) is approximately ten years younger than the
median age of Craven County (34.4), but only one year older than the median age
of Havelock (23.0).
• Craven County is experiencing economic growth in a variety of employment
sectors, and experienced 26.4% overall employment growth between 1990 and
2006. Recent job growth in the health care & social assistance, public
administration, government, retail trade, and manufacturing sectors has spurred
this overall employment growth.
• At the time of the interviews in July 2005, local officials indicated that
approximately 8,000 military personnel were stationed at Cherry Point. No data
was provided by the local officials with regard to the civilian component of the
employment. According to the Cherry Point Marine Corps Air Station (MCAS)
website, www.cherry.point.usmc.mil., 15,602 total employees work at the Cherry
Point MCAS facilities. Of this total, approximately 10,180 were military
personnel. The majority of the Cherry Point MCAS growth can be attributed to
the implementation of the latest Base Realignment and Closure (BRAG).
' Key Community Characteristics (Community and Natural Resources)
• The presence of Cherry Point has created the need for both on and off-base
military housing throughout the Havelock area, with a large concentration of off-
base military housing adjacent to the east side of US 70.
• According to land use information provided by local planners, some agricultural
land uses exist north of Sunset Drive and primarily southwest of the bypass
alternatives.
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Community Impact Assessment-July 15, 2008

' • Based on mapping in Craven County's 1996 Land Use Plan, the following AECs
exist within the DCIA: wetlands, estuarine waters and/or public trust areas, inland
' primary nursery areas. Because of the environmental sensitivity associated with
these resources, they could potentially restrict where growth related to the project
could take place.
• The Croatan National Forest, created by President Franklin D. Roosevelt in 1936,
encompasses large tracts of land throughout the area (Revised Land and Resource
' Management Plan for the Croatan National Forest, December 2002). According
to the U.S. National Forest website (http://www.cs.unca.edu/nfsnc/, accessed July
14, 2008), the Croatan National Forest was approximately 160,000 acres (64,750
hectares) in 2007. Although created for timber management, the Croatan
National Forest also provides opportunities for recreation and wildlife
preservation.
• There is an approximately 4,000-acre (1,600-hectare) NCDOT Croatan Wetland
Mitigation Bank. This site is located northwest of the bypass alignments.
• The 1998 EA contains a Visual Analysis prepared by Kathy Ludlow, a landscape
architect. This analysis used the Unites States Forest Service system called the
S
M
cenery
anagement System, to evaluate aesthetic values of the National Forest
lands through which the bypass alternatives are crossing.
'
Key Community Characteristics
(Community Concerns)
• According to the 1998 Environmental Assessment, NCDOT held meetings with
the Chamber of Commerce (January 1996), and Craven County officials and
business owners (March 1997). Attendees at the Chamber of Commerce meeting
were primarily concerned about relocations. Attendees at the Craven County
meeting expressed concern about access to the waste transfer site and median
' openings near the northern terminus of the proposed project.
• Participants of a Citizens Informational Workshop (CIW) in January 1995
expressed the desire for the project to promote future development (perhaps by
extending the southern terminus of the project, and/or moving Corridor 1 further
away from the existing business area). Some citizens also expressed concern
' about the Upgrade Existing US 70 Alternative being too damaging to existing
development; however, other citizens suggested that a new location bypass might
remove through traffic from existing US 70, which could impact some existing
businesses.
• Citizens at a C1W in March 1997 expressed concern about right-of-way
acquisitions and relocations related to each alternative. They generally favored
Bypass Alternatives 1 and 3.
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Community Impact Assessment - July 15, 2008

Key Potential Impacts (Upgrade Existing US 70 Alternative
• The Upgrade Existing US 70 Alternative would result in a high number of
' residential and commercial relocations, thereby eliminating much of the
commercial tax base along the existing US 70 corridor. A relocation report was
not available for this alternative.
• Local officials expressed concern about the Upgrade Existing US 70 Alternative,
as the relocation of many businesses and homes along this key corridor could be
' detrimental to the community.
• Geographic Information System (GIS) data provided by NCDOT indicates that
the US Census Blocks with the highest levels of minority population are primarily
located in the more developed areas of the City of Havelock and surrounding
Cherry Point Marine Corps Air Station (closer to the Upgrade Existing US 70
Alternative alignment). There are populations with a higher percentage of
minorities near Hickman Hill Loop Road and along Lake Road. The January 2008
' Relocation Reports for STIP Project R-1015 indicate that no minority households
or businesses will be relocated as a result of the project.
• Although some of the local construction workers and construction-related
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b
fi
i
h
h
compan
es may
ene
t
n t
e s
ort-term, the Upgrade Existing US 70 Alternative
(both the expressway and freeway option) may cause short-term (and perhaps
' long-term) impacts because of the potential displacement of numerous businesses.
Those businesses that rely on drive-by traffic (gas stations, fast food restaurants,
etc) may be impacted the most by the widening of the existing corridor. Based on
site visit observations, approximately one-third of the businesses on the existing
corridor rely on drive-by traffic.
' • The Upgrade Existing US 70 Alternative would likely affect the tax base of
Havelock due to the number of relocations of commercial properties along the
' corridor. The loss of commercial properties could weaken the tax base of
Havelock and potential commercial development opportunities would be limited
by the new facility.
' • The Upgrade Existing US 70 Alternative (both options) has the potential to create
a further physical or psychological barrier for local residents or businesses. While
' this alternative proposes the widening of an existing facility, the nature of the
widening (adding two additional lanes, increasing right-of-way widths, removing
service roads and arterial street connections) could create more of a physical and
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ca
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or res
ents on e
ther side of the facility.
• Business visibility and access could be impacted with the Upgrade Existin
US 70
g
Alternative (freeway option), as the grade-separated intersections would restrict
access to many businesses. The expressway option, because of the at-grade
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Community Impact Assessment - July 15, 2008

intersections and provisions for service roads, would not change visibility and
access dramatically.
• The Upgrade Existing US 70 Alternative would likely affect vehicular access and
parking. Currently, many businesses and neighborhoods are accessed via arterials
and service roads along the existing US 70 corridor. This alternative (both
options) would remove many existing service road connections, limit the number
of arterial connections, and possibly eliminate parking lots through right-of-way
acquisitions.
• The Upgrade Existing US 70 Alternative may cause temporary traffic delays and
reduce access to businesses and arterial streets during construction. These
impacts would likely occur throughout much of the construction period, thereby
worsening existing congestion, especially during peak travel times.
• The Upgrade Existing US 70 Alternative (both options) may reduce access during
construction, and low income residents at Lynnwane Circle may be impacted
because access is restricted to US 70.
Key Potential Impacts (Bypass Alternatives)
• According to NCDOT's Relocation Reports dated January 2008, Bypass
Alternative 2 has the highest number of residential (101) and business (3)
' relocations of the three bypass alternatives. Bypass Alternatives 1 and 3 had no
business relocations, but had 13 and 16 residential relocations, respectively.
• The January 2008 Relocation Reports for STIP Project R-1015 indicate that no
minority households or businesses will be relocated as a result of the project.
• Bypass Alternatives 1, 2, and 3 should have a positive impact upon vehicular
access. Since these alternatives propose a new location bypass of existing US 70,
they should reduce traffic along the existing corridor, thereby making vehicular
access to arterial streets and service roads easier for motorists along US 70.
Vehicular access to Lake Road area of Havelock would also increase due to the
bypass alternatives.
• The project should improve statewide access to the port of Morehead City,
improve hurricane evacuation routes, and otherwise improve mobility for national
defense purposes related to the Cherry Point MCAS and associated Naval Depot.
• If any of the bypass alternatives are constructed, there would be reduced traffic
along existing US 70, thereby limiting the number of potential customers to
highway-oriented businesses along US 70. Business visibility and access for
destination businesses such as grocery stores, retail outlets, and offices may be
improved because of the reduction in congestion along the existing corridor.
Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
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' • A small increase in tax base and property values would likely be associated with
Bypass Alternatives 1, 2, and 3. Tax revenue may increase slightly as a result of
new commercial and industrial businesses which could be attracted to the
proposed interchange at Lake Road, increased sales tax revenue, and increased
' property taxes resulting from higher property values.
• Bypass Alternatives 1, 2, and 3 could create a physical barrier through lands in the
Croatan National Forest, making management of prescribed fires more difficult;
' however, some fragmentation of these forest lands has already occurred north of
Lake Road (see Figures 3 and 4). Representatives from the United States Forest
' Service suggested, in interviews conducted in 2005, that the bypass may expedite
the movement of fire equipment and personnel; and representatives of the local
EMS/Fire Service indicated that the proposed bypass would have a neutral effect
' on emergency services.
• The inclusion of grade-separated crossings at Gray Road, Sunset Drive, and Lake
' Road should minimize the potential physical barrier created by the roadway in all
three bypass alternatives.
' • According to NCDOT Natural Environment Unit, there are two Significant
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A
a
ura
er
tage
reas affected by the proposed bypass alternatives. These are
the Southwest Prong Flatwoods, and the Havelock Station Flatwoods &
Powerline Corridor. All bypass alternatives will encroach on Havelock Station,
and Bypass Alternatives 2 and 3 will both encroach on Southwest Prong
' Flatwoods.
0 The Final Natural Resources Technical Memo (dated May 2007) includes the
approximate area of wetlands within the preliminary design right of way for each
bypass alternative. According to this memo, Bypass Alternative 3 will impact the
most wetland areas, while Bypass Alternatives 1 and 2 would impact the least
' amount of wetland areas.
• According to the Draft Highway Traffic Noise/Construction Noise Analysis

' Report conducted, 30 residences and 1 business are predicted to be impacted due
to highway traffic noise generated by each of the bypass alternatives. The
impacted receivers are located near existing US 70, where all three bypass
' alternatives have a common alignment. There are no noise abatement measures
proposed for STIP R-1015 at the time of this assessment.
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I Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
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Recommendations
• If the Upgrade Existing US 70 Alternative is constructed, efforts should be made
to ensure continued access to local residences and businesses, and especially to
those neighborhoods and businesses with single access points at US 70. In
addition, local officials indicated their desire that US 70 should remain open
during construction of the Upgrade Existing US 70 Alternative, should it be
chosen, to ensure continued emergency vehicle access.
• Efforts should be made to minimize the visual and aesthetic impacts of STIP
Project R-1015 in accordance with NCDOT policies.
• NCDOT may want to consider, in accordance with their policies, coordination
with local officials and businesses to utilize landscaping to enhance community
character and appearance.
• STIP Project R-1015 is proposed to be a limited access facility and is not
conducive to accommodating bicycle or pedestrian facilities. The Down East
RPO draft bicycle plan, however, includes bicycle facilities along US 70, Lake
Road and NC 101, which would intersect with the proposed bypass. The
Havelock Comprehensive Transportation / Land Use Plan includes bicycle
facilities along US 70, Lake Road, NC 101, Greenfield Heights Boulevard, Sunset
Drive, Hickman Hill Road, and the North Carolina Railroad corridor (south of
Lake Road), and sidewalk facilities along US 70, NC 101, Greenfield Heights
Boulevard, and the North Carolina Railroad corridor (south of Lake Road). These
would intersect the proposed bypass as well. NCDOT should coordinate with the
NCDOT Bicycle and Pedestrian Division regarding design accommodations on
adjacent roads for bypass overpasses, underpasses, and interchanges which would
not preclude pedestrian or bicycle facilities.
• The NCDOT project engineer should consider coordinating with the Public
Involvement and Community Studies Unit regarding additional public outreach
for special populations in the Direct Community Impact Area, in accordance with
NCDOT policies.
Havelock Bypass - ST1P R-1015
Community Impact Assessment - July 15, 2008
9

WIN ' ' ' rilw? PROJECT DESCRIPTION
2.1 PROJECT DESCRIPTION
STIP Project R-1015 proposes the construction of a 9.9 - to 10.85 mile (14.5- to 17.7-
kilometer), four-lane, median-divided, fully controlled access freeway that will bypass
' the City of Havelock in Craven County. The proposed bypass would begin
approximately 3.5 miles (5.6 kilometers) northwest of the City of Havelock, with a
flyover intersection at existing US 70. It would extend southward before turning to the
' southeast on one of three potential routes (see Figure 1). The bypass would include two
railroad crossings, a grade-separated interchange at Lake Road, and another flyover
intersection at existing US 70 just south of the southern corporate limits of Havelock.
This effects assessment was based on preliminary corridors of 325 feet (100 meters) in
' width. Subsequent to this assessment, the project design details have been reviewed with
th
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l
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e env
ronmenta
regu
atory agencies for incorporation of avoidance and minimization
measures (Merger Concurrence Point 4B). As a result of this coordination and consensus
' reached at this meeting, the current preliminary design proposes four 12-foot (3.6 meter)
lanes, a 46-foot (14 meter) median, varying shoulder widths and requires a minimum of
175 feet (54 meters) of right-of-way. Additional right-of-way will be required in the
vicinity of the proposed interchange with Lake Road and the various proposed grade
separations.
Three bypass alternatives are currently being evaluated, and are described below.
' Although it is included in this evaluation of community impacts, the Upgrade Existing
US 70 Alternative has been eliminated from further study as a detailed study alternative.
' Bypass Alternative 1: This 10.85-mile (17.5-kilometer) alternative would begin on new
location between the intersections of US 70/Lewis Farm Road and US 70/Hickman Hill
' Loop Road. It would cross the North Carolina Railroad and extend west of and parallel
to a Croatan National Forest owned road before crossing over Slocum Creek. There
' would be an interchange at Lake Road just east of another Croatan National Forest owned
road, and the alternative would continue in a southeastern track, crossing over the Camp
Lejeune Railroad and the North Carolina Railroad again before connecting with existing
' US 70 between the Havelock city limits and the Carteret County border.

Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
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Bypass Alternative 2: This 9.9-mile (15.9-kilometer) alternative would begin on new
location between the intersections of US 70/Lewis Farm Road and US 70/Hickman Hill
Loop Road. It would cross the North Carolina Railroad and extend west of and parallel
to a Croatan National Forest owned road before crossing over Sunset Road just west of

' its intersection with Greenfield Heights Boulevard. It would also cross over Slocum
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(1.2 kilometers) west of the Lake Road/Miller Boulevard intersection. It would continue
' in a southeastern track, crossing over the Camp Lejeune Railroad and the North Carolina
Railroad again before connecting with existing US 70 between the Havelock city limits
' and the Carteret County border.
Bypass Alternative 3: This 10.3-mile (16.6-kilometer) alternative would begin on new
location between the intersections of US 70/Lewis Farm Road and US 70/Hickman Hill
Loop Road. It would cross over the North Carolina Railroad and extend west of and
' parallel to a Croatan National Forest owned road before crossing over Sunset Road where
the public utility corridor exists. It would cross over Slocum Creek, with an interchange
at Lake Road in the same location as Bypass Alternative 1. It would then continue in a
southeastern track, crossing over the Camp Lejeune Railroad and the North Carolina
Railroad again before connecting with existing US 70 between the Havelock city limits
and the Carteret County border.
Each of these three bypass alternatives shares common corridors at both ends of the
project.
Upgrade Existing US 70: This alternative is the proposed widening of approximately six
miles (9.6 kilometers) of existing US 70 between Hickman Hill Road and McCotter
' Boulevard. This alternative would include a six-lane expressway option and a six-lane
freeway option. The six-lane expressway option would include two additional lanes, turn
lanes at signalized intersections, and new parallel two-way service roads, while retaining
' all at-grade intersections and traffic signals. This option would also include the
relocation of existing service roads further from US 70 to improve intersection operations
' and the removal of direct driveway connections. Access for businesses along the corridor
would be provided along the new service roads paralleling the facility. The proposed
freeway alternative would include six grade-separated thoroughfare crossings, six grade-
separated interchanges (located at Slocum Road, Greenfield Heights Boulevard, Miller
Boulevard, Cunningham Boulevard, Hollywood Boulevard, and McCotter Boulevard),
and would include the connection of local roads to existing or proposed parallel service
Havelock Bypass - STIP R-1015 11
Community Impact Assessment - July 15, 2008
roads. Both of these options would require a minimum of 360 feet (110 meter) of right-
of-way with a 22-foot (6.8 meter) wide barrier median.
The Havelock Bypass, which is designated as a Strategic Highway Corridor and
Intrastate project, is included in the NCDOT's 2009-2015 State Transportation
Improvement Program (STIP) with right-of-way acquisition is scheduled to begin in 2010
and construction is scheduled to begin in 2015. The purpose of this project is to reduce
congestion along existing US 70, improve regional and intrastate connectivity, and
upgrade the local hurricane evacuation route.
2.2 GEOGRAPHIC AND POLITICAL DESCRIPTION
STIP Project R-1015 is located in and around the City of Havelock in Craven County.
Craven County is within the coastal plain region of North Carolina, and is situated along
the Neuse River. Craven County and Havelock are also part of the Down East Rural
Planning Organization (RPO) and the Eastern Carolina Council of Governments.
Havelock Bypass - STIP R-1015 12
Community Impact Assessment - July 15, 2008

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1

2.3 COMMUNITY DESCRIPTION
The City of Havelock has a broad mixture of residential, commercial, and institutional
uses. The community relies upon the presence of the Cherry Point Marine Corps Air
Station (MCAS) and the existing US 70 commercial corridor. The presence of Cherry
Point has created the need for both on and off-base military housing throughout the
Havelock area, with a large concentration of off-base military housing adjacent to the east
side of US 70. Military housing in Havelock is a mix of single and multi-family housing
units in relatively well defined neighborhoods.
Other neighborhoods within the area are comprised of one and two-story single family
houses not related to the MCAS. These neighborhoods are located near Hollywood
Boulevard, Carolina Pines Drive, and Webb Boulevard and on Hickman Hill Loop Road.
Some infill development amongst these rural residential neighborhoods includes
apartments, manufactured housing, or multi-family townhouses. Rural areas of the
community (primarily west of the US 70 corridor) are typically a mix of single-family
houses and manufactured homes (singly and in manufactured home parks). These less-
developed areas border the Croatan National Forest and are set amongst forests and fields
typical of rural areas.
Havelock has no established or traditional downtown area, so commercial business is
' primarily concentrated along the existing US 70 corridor. Much of the land along the
corridor is currently developed with a mixture of commercial and retail oriented
Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
13
businesses. This corridor includes several strip malls, restaurants, hotels, gas stations,
and other services typical of a commercial corridor. This corridor is also typified by
traffic signals, billboards, and congestion often associated with such development. Other
commercial development is scattered throughout the community. The City of Havelock
1996 Land Use Plan indicated that commercial uses are also located at the NC 101 /
McCotter Boulevard intersection and along McCotter Boulevard. The new Havelock
Comprehensive Transportation / Land Use Plan includes discussion of a proposed
"Center City" anchored by US 70 to the west and Slocum Creek to the east.
According to the 1998 Environmental Assessment, NCDOT held meetings with the
Chamber of Commerce (January 1996), and Craven County officials and business owners
(March 1997). Attendees at the Chamber of Commerce meeting were primarily
concerned about relocations. Attendees at the Craven County meeting expressed concern
about access to the waste transfer site and median openings near the northern terminus of
the proposed project.
Participants of a Citizens Informational Workshop (CIW) in January 1995 expressed the
' desire for the project to promote future development (perhaps by extending the southern
terminus of the project, and/or moving Corridor 1 further away from the existing business
' area.) Some citizens also expressed concern about the Upgrade Existing US 70
Alternative being too damaging to existing development; however, other citizens
suggested that a new location bypass might remove through traffic from existing US 70,
which could impact some existing businesses.
' Citizens at a CIW in March 1997 expressed concern about right-of-way acquisitions and
relocations related to each alternative. They generally favored Bypass Alternatives 1 and
3.

Havelock Bypass - STIP R-1015 14
Community Impact Assessment - July 15, 2008

CIA METHODOLOGY

The community characteristics section of this report is primarily based on demographic
' data collected from the US Census Bureau (www.census.gov) and employment by
industry data collected from the Employment Security Commission of North Carolina
(www.esc.state.nc.us). The community description is based upon observations during
' site visits on December 14 through December 16, 2004 and July 20 through July 21, 2005
and interviews with staff from the Craven County Planning Department, the City of
' Havelock Planning Department, the City of Havelock Parks & Recreation Department,
the City of Havelock Fire & Rescue Department, the Town of Newport, Cherry Point
MCAS, and the Croatan National Forest/USDA Forest Service.
Direct impacts of the project on the community may be related to social/psychological
' issues, physical/visual issues, land use patterns, economic conditions, mobility, access,
safety, and natural resources. The National Cooperative Highway Research Program
(NCHRP) Report 456, Guidebook for Assessing the Social and Economic Effects of
Trans
t
ti
P
d
h
F
d
l
'
por
a
on
rojects, an
t
e
e
era
Highway Administration
s Community Impact
Assessment: A Quick Reference for Transportation are typically utilized as a reference in
this analysis.
0

Havelock Bypass - STIP R-1015 15
Community Impact Assessment -July 15, 2008

STUDY AREA DESCRIPTIONS
4.1 DIRECT COMMUNITY IMPACT AREA
A Direct Community Impact Area (DCIA) was defined for the purpose of evaluating
impacts on the surrounding community as a result of STIP Project R-1015 (see Figure 2).
The DCIA is generally bounded by the Croatan National Forest to the west; Carolina
' Pines Boulevard to the north; the East Prong of Slocum Creek and NC 101 to the east;
and the Craven/Carteret County line to the south. The DCIA includes the existing US 70
corridor and the three bypass alternatives. These areas are most likely to be directly
impacted by STIP Project R-1015.
4.2 DEMOGRAPHIC AREA
In order to analyze population characteristics of the DCIA, a Demographic Area was
identified for STIP Project R-1015 (see Figure 2). While this Demographic Area is larger
than the DCIA, these US Census Block Groups were chosen in order to be able to assess
a comparable 1990 and 2000 data demographic area. The Demographic Area is
comprised of the following 2000 US Census Tracts and Block Groups:
• Census Tract 9611, Block Groups 1, 2, and 3
' • Census Tract 9612, Block Group 1
• Census Tract 9613, Block Groups 1, 2, 3, 4, and 5

The Demographic Area is generally bounded to the north by Catfish Lake Road US 70
,
and the Neuse River; to the east by Hancock Creek and NC 101; to the south by the
Crav
/C
t
t C
li
en
ar
ere
ounty
ne and the Craven/Jones County line; and to the west by the
Craven/Jones County line. The Demographic Area encompasses the entire DCIA and is
' located in Craven County and portions of Carteret County.

Havelock Bypass - STIP R-1015 16
Community Impact Assessment - July 15, 2008
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COMMUNITY CHARACTERISTICS
5.1 POPULATION CHARACTERISTICS
The population of the Demographic Area increased by 5.1% between 1990 and 2000 (see
Table 5-1). This rate was lower than the population growth experienced in Havelock
(10.7%) and Craven County (12.0%) during the same time period. North Carolina's rate
of 21.4% was higher than all other comparison sectors.
Table 5-1: Population Growth, 1990-2000
Population Growth 90-00
Area 1990 2000 Difference % Change
Demographic Area 25,210 26,504 1,294 5.1%n
Havelock 20,268 22,442 2,174 10.7%
Craven County 81,613 91,436 9,823 12.0%
North Carolina 6,628,637 8,049,313 1,420,676 21.4%
Source: US Census Bureau
Table 5-2 indicates that the race distribution in 2000 of the Demographic Area was
generally similar to all other comparison sectors, with a few minor differences. The
percentages of African Americans in the Demographic Area and Havelock are slightly
lower than in Craven County. The percentages of Hispanics in the Demographic Area
and Havelock (8.2% and 9.0% respectively) are more than twice that of Craven County
(4.0%). A closer look at the distributions of each individual block group reveals that
Census Tract 9612, Block Group 1 and Census Tract 9613, Block Group 4 have
percentages of Hispanics over 10%. The percentage of Asians in the Demographic Area
is twice that of Craven County as well; however, the percentages of Hispanics and Asians
when combined make up only 10.5% of the total population. The higher percentage of
Hispanics and Asians in the Demographic Area may be related to the presence of the
Marine Corps Air Station.
' Geographic Information System (GIS) data provided by NCDOT indicates that the US
Census Blocks with the highest levels of minority population are primarily located in the
more developed areas of the City of Havelock and surrounding Cherry Point Marine
Corps Air Station (closer to the Upgrade Existing US 70 Alternative alignment). There
are populations with a higher percentage of minorities near Hickman Hill Loop Road and
' along Lake Road. The January 2008 Relocation Reports for STIP Project R-1015 indicate
that no minority households or businesses will be relocated as a result of the project.
Havelock Bypass - STIP R-1015 17
Community Impact Assessment -July 15, 2008

u
Table 5-2: Population by Race, 2000
Demographic City of
Area Havelock Craven County North Carolina
Race Pop. % Pop. % Race Pop. % Pop.
White 18,308 69.1% 15,002 66.8% 62,435 68.3% 5,647,155 70.2%
White Hispanic 885 3.6% 814 3.6% 1,517 1.7%n 157,501 2.0%
Black or African
American 4,514 17.0% 4,043 18.0% 22,729 24.9% 1,723,301 21.4%
Black Hispanic 124 0.5% 116 0.5% 237 0.3%n 14,244 0.2%
American
Indian/ Alaska
Native 175 0.7% 162 0.7% 357 0.4%n 95,333 1.2%
American
Indian/ Alaska
Native Hispanic 14 0.1% 14 0.1% 31 0.0% 4,218 0.1%
Asian 608 2.3% 549 2.4% 881 1.0%n 112,416 1.4%
Asian Hispanic 21 0.1% 21 0.1% 27 0.0% 1,273 0.0%
Native
Hawaiian/Pacific
Islander 35 0.1% 29 0.1% 51 0.1% 3,165 0.0%
Native
Hawaiian/Pacific
Islander
Hispanic 4 0.0% 4 0.0% 5 0.0% 818 0.0%
Other Race 45 0.2% 42 0.2% 119 0.1% 9,015 0.1%
Other Race
Hispanic 898 3.4% 843 3.8% 1,508 1.6% 177,614 2.2%
Two or More
Races 655 2.5% 593 2.6% 1,187 1.3%n 79,965 1.0%
Two or More
Races Hispanic 218 0.8% 210 0.9% 352 0.4% 23,295 0.3%
Total 26,504 100.0% 22,442 100.0% 91,436 100.0% 8,049,313 100.0%
Total Hispanic 2,164 8.2% 2,022 9.0% 3,677 4.0% 378,963 4.7%
Source: US Census Bureau
' When analyzing results for all considered geographies, the percentage of the population
categorized as "19 years and under" was higher in the Demographic Area (32.1%) than
' the County and State, while the population categorized as "65 or more years" was much
higher in Craven County (13.4%) and North Carolina (12.0%) than the Demographic
Area (4.5%). The presence of the Marine Corps Air Station likely contributes to a larger
percentage of young people living in the area. The median age of a person living in the
Havelock Bypass - STIP R-1015 18
Community Impact Assessment - July 15, 2008

I

Demographic Area (24.1) is approximately ten years younger than the median age of
Craven County (34.4), but only one year older than the median age of Havelock (23.0)
(see Table 5-3).
Table 5-3: Population by Age and Median Age, 2000
Demographic
Area
City of Havelock
Craven County
North Carolina
Age Pop. % Pop. % Pop. % Pop. %
19 years and
under
8,495
32.1%
7,428
33.1%
25,114
27.5%
2,193,360
27.2%
20-64 years 16,811 63.4% 14,328 63.8% 54,059 59.1% 4,886,905 60.7%
65 or more
years
1,198
4.5%
686
3.1%
12,263
13.4%
969,048
12.0%
Total 26,504 100.0% 22,442 100.0% 91,436 100.0% 8,049,313 100.0%
Median Age 24.1 23.0 34.4 35.3
Source: US Census Bureau
Educational status for residents within the Demographic Area are generally comparable
to the City of Havelock and Craven County (see Table 5-4), although the Demographic
Area had a somewhat smaller percentage of residents with Bachelors or Graduate degrees
when compared to the County.
Table 5-4: Educational Status, 2000

Educational
Attainment Demographic
Area
% of Population
Havelock
% of Population
Craven County
% of Population North Carolina
% of
Population
< High School 10.2% 10.0% 17.9% 21.9%
High School 31.6% 31.6% 30.0% 28.4%
Some College 32.7% 34.6% 25.0% 20.5%
Associates Degree 8.7% 8.5% 7.8% 6.9%
Bachelors Degree 12.8% 11.9% 13.5% 15.3%
Graduate or Professional
Degree
4.0%
3.4%
5.8%
7.2%
Total 100.0% 100.0% 100.0% 100.0%
,)ource: w (-ensus tsureau
In 1989, the median household income for the Demographic Area was $25,783 (see
Table 5-5). By 1999, the median income in the Demographic Area had grown to
$36,406. Income levels and growth rates between 1989 and 1999 are comparable for all
studied comparison sectors.
Havelock Bypass - ST/P R-1015
Community Impact Assessment - July 15, 2008
19
Table 5-5: Median Household Income, 1989-1999
Household Income Growth, 89-99
Area 1989 1999 Difference % Change
Demographic Area $25,783 $36,406 $10,623 41.2%
Havelock $24,553 $35,351 $10,798 44.0%
Craven County $25,619 $35,966 $10,347 40.4%
North Carolina $26,647 $39,184 $12,537 47.0%
Source: US Census Bureau
The US Census Bureau employs a set of income thresholds that vary by the size and
composition of a family to determine poverty status. These thresholds are not based on
geographic boundaries and are adjusted for inflation. The thresholds are also based on
income before taxes, and do not include any capital gains or non-cash benefits such as
public assistance. In addition, those people living in military barracks or institutional
group homes are not included in the poverty statistics.
In 1989, the percentage of the Demographic Area population that lived below the poverty
t level was 10.0%, the lowest of any of the other areas studied (see Table 5-6). In 1999,
the poverty rate for the Demographic Area decreased to 8.7%. The percentages of
' impoverished persons living in the Demographic Area and Havelock between 1989 and
1999 experienced greater decreases than either the County or the State.

n
Table 5-6: Percentage Below Poverty Level, 1989-1999
% Below Poverty Growth, 89-99
Area 1989 1999 Difference % Change
Demographic Area 10.0% 8.7% -1.3% -13.0%
Havelock 10.5% 8.6% -1.9% -18.1%
Craven County 13.6% 13.1% -0.5% -3.7%
North Carolina 13.0% 12.3% -0.7% -5.4%
Jouree: U.) Census Hureau
5.2 HOUSING CHARACTERISTICS
According to the US Census Bureau, the number of households in the Demographic Area
' grew by 6.9% between 1990 and 2000, which was less than the household growth in
Havelock (13.2%), Craven County (17.1%), and North Carolina (24.4%).
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
20

Table 5-7: Household Growth, 1990-2000
Households Growth, 90-00
Area 1990 2000 Difference % Change
Demographic Area 7,498 8,019 521 6.9%
Havelock 5,661 6,411 750 13.2%
Craven County 29,542 34,582 5,040 17.1%
North Carolina 2,517,026 3,132,013 614,987 24.4%
Source: US Census Bureau
Homeownership rates in the Demographic Area increased from 39.6% in 1990 to 45.3%
' in 2000 (see Table 5-8). During the same period, homeownership rates in Havelock,
Craven County and North Carolina grew as well. The Demographic Area experienced a
' larger increase in homeownership rates than Craven County and North Carolina;
however, a lesser percentage of Demographic Area and Havelock residents own homes
when compared to Craven County and North Carolina. This could be attributed to the
close proximity of Cherry Point MCAS and the itinerant nature of military personnel.

Table 5-8: Homeownership Rate, 1990-2000
Rate Change, 90-00
Area 1990 2000 Difference % Change
Demographic Area 39.6% 45.3% 5.7% 14.4%
Havelock 29.8% 37.9% 8.1% 27.2%
Craven County 63.3% 66.7% 3.4% 5.4%
North Carolina 68.0% 69.4% 1.4% 2.1%
I Source: US Census Bureau
In 2000, the median home value within the Demographic Area was $84,886, slightly
' higher than the median value in Havelock and slightly lower than the median value in
Craven County ($86,100). The median year structure built in the Demographic Area was
comparable to all other areas studied, as they were all in the 1970s.
C

' Havelock Bypass - STIP R-1015 21
Community Impact Assessment - July 15, 2008

11
Table 5-9: Median Home Value & Year Structure Built, 2000
Area Value Year Built
Demographic Area $84,886 1976
Havelock $81,700 1974
Craven County $86,100 1979
North Carolina $95,800 1978
Source: US Census Bureau
' 5.3 ECONOMICS CHARACTERISTICS

' Table 5-10 shows employment growth by industry sector for Craven County between
1990
d 2006
Th
i
lik
l
l
d
h
an
.
ese
ncreases are
e
y re
ate
to t
e presence of the MCAS and Naval
Depot at Cherry Point. Cherry Point is the largest employer in Craven County. In July
2005, local officials indicated that approximately 8,000 military personnel were stationed
at Cherry Point. No data was provided by the local officials with regard to the civilian
component of the employment. According to the Cherry Point Marine Corps Air Station
MCAS
b
i
h
i
i
(
) we
s
te, www.c
erry.po
nt.usmc.m
l., 15,602 total employees work at the
Cherry Point MCAS facilities. Of this total, approximately 10,180 were military
' personnel. It is believed that the majority of the Cherry Point MCAS growth can be
attributed to the implementation of the latest Base Realignment and Closure (BRAG).
' Th
t
dd
d
h
e governmen
sector a
e
t
e most jobs in Craven County during this time period,
with a total of 6,380 more jobs in 2006 than in 1990 (an increase of 100.4%). The
' Health Care and Social Assistance sector added 1,240 additional jobs between 1990 and
2006. This increase could be attributed to the presence of the Craven Regional Medical
' Center and ancillary medical facilities that serve a growing number of retirees relocating
to the area. Administrative and waste services and transportation and warehousing also
experienced large percentage gains in employment.

Craven County experienced an overall increase in employment (6.6%) between 1990 and
' 2006 primarily due to the increase in the number of government and health care jobs. In
comparison, North Carolina experienced an overall increase in employment of 28.2%
between 1990 and 2006.

Havelock Bypass - STIP R-1015 22
Community Impact Assessment-July 15, 2008

1
1
1
1
1
1
1
1
1
1
Table 5-10: Emglovment by Sector, Craven County 1990-2006
Employment Change, '90-'06
Sector 1990 2006 # %
Agriculture, Forestry, Fishing & Hunting 355 414 59 16.6%
Mining 68 57 -11 -16.2%
Utilities 97 101 4 4.1%
Construction 1,564 1,774 210 13.4%
Manufacturing 3,608 4,837 1,229 34.1%
Wholesale Trade 907 898 -9 -1.0%
Retail Trade 4,481 4,187 -294 -6.6%
Transportation and Warehousing 675 1,201 526 77.9%
Information 690 557 -133 -19.3%
Finance and Insurance 683 699 16 2.3%
Real Estate and Rental and Leasing 224 371 147 65.6%
Professional and Technical Services 1,095 1,723 628 57.4%
Management of Companies and Enterprises * 105 N/A N/A
Administrative and Waste Services 691 2,185 1,494 216.2%
Educational Services * 164 N/A N/A
Health Care and Social Assistance 3,033 4,273 1,240 40.9%
Arts, Entertainment, and Recreation 809 405 -404 -49.9%
Accommodation and Food Services 1,999 3,797 1,798 89.9%
Other Services, Ex. Public Administration 833 1,065 232 27.9%
Government 6,354 12,734 6,380 100.4%
Unclassified 11,026 150 -10,876 -98.6%
Total** 39,124 41,697 2,573 6.6%
Source: North Carolina Employment 8ecurtty Commission (1VC ')L)
* - Indicates disclosure suppression
N/A - Not Applicable
** - 1990 & 2006 total does not include data for * sectors
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
23

Table 5-11: Employment by Sector, North Carolina 1990-2006

1

1
Employment Change, '90-'06
Sector 1990 2006 # %
Agriculture, Forestry, Fishing & Hunting 21,827 29,514 7,687 35.2%
Mining 3,993 3,704 -289 -7.2%
Utilities 26,626 13,168 -13,458 -50.5%
Construction 166,733 243,445 76,712 46.0%
Manufacturing 820,239 552,940 267,299 -32.6%
Wholesale Trade 139,697 176,603 36,906 26.4%n
Retail Trade 377,026 451,080 74,054 19.6%
Transportation and Warehousing 82,772 114,362 31,590 38.2%
Information 57,615 73,100 15,485 26.9%
Finance and Insurance 102,412 148,943 46,531 45.4%
Real Estate and Rental and Leasing 32,488 51,902 19,414 59.8%
Professional and Technical Services 89,618 171,111 81,493 90.9%n
Management of Companies and Enterprises 35,104 69,094 33,990 96.8%
Administrative and Waste Services 108,590 234,723 126,133 116.2%
Educational Services 22,091 53,531 31,440 142.3%
Health Care and Social Assistance 203,641 412,251 208,610 102.4%
Arts, Entertainment, and Recreation 27,952 48,423 20,471 73.2%
Accommodation and Food Services 205,943 325,685 119,742 58.1%
Other Services, Ex. Public Administration 77,172 98,619 21,447 27.8%
Government 476,906 660,259 183,353 38.4%
Unclassified * 16,075 N/A N/A
Total" 3,079,017 3,720,638 869,515 28
Jource: North Carolina Employment Security Commission (NCEJ'C)
* - Indicates disclosure suppression
N/A - Not Applicable
** - 1990 & 2006 total does not include data for * sectors
' In 2006, Hatteras Yachts and Moen Incorporated (manufacturing) were the largest private
employers in the County. Brunswick Corporation and BSH Home Appliances
Corporation (both manufacturing) also employed over 500 employees in Craven County.
As mentioned previously, the Cherry Point Marine Corps Air Base and the Naval
' Aviation Depot were the largest government employers in the County (with over 15,000
employees as of January 2008). A new Wal-mart superstore has recently opened along
US 70 north of Slocum Road. At the time of the interviews, local officials estimated that
' Wal-mart would bring 500-600 jobs to the area.
' According to the Employment Security Commission of North Carolina, the
unemployment rate in 2006 for Craven County (4.4%) was comparable to the State of
Havelock Bypass - STIP R-1015 24
Community Impact Assessment - July, 15, 2008

1
1

1

1
1

1

1
1
North Carolina (4.7%) as a whole. There was a decrease in the unemployment rate from
1990 to 2006 for Craven County. The largest closing, at Jasper Textiles, Inc. in
Havelock, involved the loss of approximately 170 jobs. Employment at the Naval Depot
in Havelock also decreased by a total of 24 employees during this time period.
Table 5-12: Unemployment Rate, 1990-2006
Unemployment Rate Growth, 90-06
Area 1990 2006 Difference % Change
Craven County 4.7% 4.4% -0.3% -6.4%
North Carolina 4.2%n 4.7%n 0.5% 11.9%
Jource: North Carolina Employment Security Commission
Census data indicated that in 1990, the Demographic Area had an unemployment rate of
11.2%, which was significantly higher than Craven County (6.4%) and North Carolina
(4.8%). In 2000, Census data indicated the unemployment rate for the Demographic
Area decreased to 5.7%, while the rate in Craven County decreased to 5.3%.
Unemployment decreases during this time period could possibly be attributed to an
increase in employees at Cherry Point MCAS and the associated Naval Depot.
Unemployment rate data for these two comparison sectors was retrieved from the
US Census Bureau, while State and County unemployment rates were retrieved from the
North Carolina Employment Security Commission. The Census data is sample data,
while the Employment Security Commission's percentages are 100% counts and more
recent.
5.4 COMMUNITY FACILITIES & SERVICES
The Cherry Point MCAS and associated Naval Depot are located within the Direct
Community Impact Area, east of the existing US 70 alignment (see Figure 3). There are
eight schools located within the DCIA, of which only one (Gurganus Elementary School)
is located on the west side of existing US 70. Numerous churches exist within the DCIA,
including at least five along US 70 and one along Lake Road (the Lake Road Baptist
Church). Churches along US 70 include the Lighthouse Assembly of God, the Havelock
Community Baptist Church, the Green Chapel Missionary Baptist Church, the St. Paul
Lutheran Church, and the St. Timothy Lutheran Church.
One property within the DCIA, the Needham B. White House located at the intersection
of existing US 70 and Roosevelt Boulevard, was placed on the National Register Study
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
25

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' List in 1989. On December 5, 2006, NCDOT, the Federal Highway Administration
(FHWA), and North Carolina State Historic Preservation Office (HPO) met for a
' consultation on this project. Although there were 21 properties over fifty years old
within the project's Area of Potential Effects (APE), all were considered not eligible for
the National Register. Furthermore, there are no properties less than fifty years old
within the APE which are considered to meet Criteria Consideration G.
r
1
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A public boat launch is located along the northern branch of Slocum Creek just west of
US 70. Other public facilities within the DCIA include a VFW Post (located on
Lynnwane Circle), branches of the Craven County Public Library and Craven County
Community College, and City Hall (located along Cunningham Boulevard), the Havelock
Post Office and Havelock Tourist & Event Center (located along US 70 north of Church
Road), City Park (at the intersection of US 70 and Cunningham Boulevard), Walter B.
Jones Park (located behind City Hall), and a MOOSE lodge (located along US 70 north
of McCotter Boulevard).
Havelock has no established downtown area, so commercial business is primarily
concentrated along the existing US 70 corridor. Much of the land along the corridor is
currently developed with a mixture of commercial and retail oriented businesses. This
corridor includes several strip malls, restaurants, hotels, gas stations, and other services
typical of a commercial corridor.
5.5 COMMUNITY RESOURCES - INFRASTRUCTURE &
UTILITIES
According to local officials, public water and sewer exists within most of the Havelock
portion of the study area, although capacity is becoming an issue. It was noted in
discussions with local planners and developers that it is extremely difficult to work with
the railroad companies to extend water and/or sewer lines across their tracks, which are
located in close proximity to developable land within the study area. The City of
Havelock, Craven County and Cherry Point Marine Corps Air Station (MCAS) provide
water and sewer service within the study area. Craven County provides some water
service but no sewer service in unincorporated portions of the county. The Craven
County Waste Transfer Station is located on the west side of
US 70, north of Hickman Hill Loop Road.
Havelock Bypass - STIP R-1015 26
Community Impact Assessment - July 15, 2008

i

1
1

0
There are several Progress Energy electric transmission lines which are located west of
the rail corridor within the study area. A large substation is located on SR 1826 near
Gurganus Elementary School.
Other public infrastructure in the area consists of two rail corridors (the North Carolina
Railroad and the Camp Lejeune railroad) and the Craven Regional Airport (located in
New Bern).
There are limited pedestrian facilities along US 70, the service roads or along the other
arterials within the DCIA. There are sidewalks within some of the newer residential
developments. However, according to the Down East RPO Draft Bicycle Routes Map
(May 2005), three are planned bicycle facilities along US 70, Lake Road and NC 101,
which would intersect with the proposed bypass. The Havelock Comprehensive
Transportation / Land Use Plan includes bicycle facilities along US 70, Lake Road, NC
101, Greenfield Heights Boulevard, Sunset Drive, Hickman Hill Road, and the North
Carolina Railroad corridor (south of Lake Road), and sidewalk facilities along US 70, NC
101, Greenfield Heights Boulevard, and the North Carolina Railroad corridor (south of
Lake Road).
5.6 COMMUNITY RESOURCES - NATURAL
The 303(d) list is a product of the Clean Water Act, which requires states to identify
those waters that do not meet water quality standards or those that have impaired uses. If
control strategies for point and non-point source pollution exist for impaired waters, they
may be excluded from the 303(d) list. A search of North Carolina Department of
Environment and Natural Resources, Division of Water Quality's (NCDENR DWQ's)
2006 303(d) List reveals that there are no impaired water bodies in the DCIA; however,
the Draft 2008 303(d) List indicates that the Neuse River is impaired from a line across
the Neuse River from Johnson Point to McCotter Point to a line across the Neuse River
from 1.2 miles upstream of Slocum Creek to 0.5 miles upstream of Beard Creek. STIP
Project R-1015 will not impact any wild and scenic rivers as designated by the United
States government, water supply watersheds, outstanding resource water bodies, or high
quality water bodies.
According to the National Wetlands Inventory, wetland areas comprise most of the
undeveloped land within the DCIA. According to NCDOT Natural Environment Unit,
there are two Significant Natural Heritage Areas affected by the proposed bypass
alternatives. These are the Southwest Prong Flatwoods, and the Havelock Station
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
27

Flatwoods & Powerline Corridor. All bypass alternatives will encroach on Havelock
Station, and Bypass Alternatives 2 and 3 will both encroach on Southwest Prong
Flatwoods.
The Croatan National Forest, created by President Franklin D. Roosevelt in 1936,
encompasses large tracts of land throughout the area (Revised Land and Resource
Management Plan for the Croatan National Forest, December 2002). According to the
U.S. National Forest website (http://www.cs.unca.edu/nfsnc/, accessed July 14, 2008),
the Croatan National Forest was approximately 160,000 acres (64,750 hectares) in 2007.
Although created for timber management, the Croatan National Forest also provides
opportunities for recreation and wildlife preservation.
There is also a 4,035-acre (1,614-hectare) NCDOT Croatan Wetland Mitigation Bank.
This site is located west of the bypass alternatives.
5.7 CRIME, SAFETY & EMERGENCY SERVICES
Information on safety and emergency services was gathered through interviews with local
officials (April 2005). According to local officials, Havelock has an emergency services
facility (fire/EMS/police) located on Cunningham Boulevard east of the intersection with
US 70 (see Figure 3). This is the only city-owned emergency service facility within
Havelock. The County Sheriff and local magistrates' office is currently in the process of
moving to a building along Miller Boulevard. A Cherry Point MCAS fire station,
designed to serve off-base military housing, is located north of the intersection of Jackson
Drive and US 70.
5.8 PLANS & REGULATIONS
City of Havelock, North Carolina 1996 Land Use Plan (Addendum 1998)
This plan not only documents land use trends that have shaped the City of Havelock
during the last couple decades, but it also includes projected land development patterns.
Below are some of the findings:
• Commercial and residential development will continue to be heavily dependent
upon military personnel;
• Commercialization will increase along NC 101 south of Havelock;
• Congestion along US 70 will hinder access to commercial establishments;
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
28

• Active industrial recruitment efforts by the Craven County Committee of 100
will result in industrial growth, particularly within Havelock Industrial Park,
' which is located on NC 101 across from Cherry Point MCAS;
• The city encourages the redevelopment and revitalization of existing
underutilized industrially or commercially-developed areas;
• Expand the city's ETJ to the maximum extent as possible, with the extension of
infrastructure into the ETJ as a catalyst for growth; and
' • Construct US 70 Havelock Bypass
' Craven County Land Use Plan 1996 (Addendum 1998)
This land use plan documents existing conditions within the county with respect to
demographics and the economy. It also projects land development patterns and identifies
f
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u
ure
n
ras
ructure an
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use issues, as well as creates a policy and vision statement
for resource protection, economic and community development, and public participation.

Key land use issues identified within the report include:
t "
"
• Creation of protected
404
wetland areas;
• Expansion of central water and sewer areas where feasible and as development
occurs;
• Traffic congestion along US 70;
' • Continued support of economic/industrial development;
• Development of a regional solid waste facility; and
• Expansion of county-wide recreational opportunities.

n
The plan also designates areas of environmental concern (natural and marine resources).
Town of Newport Core CAMA Land Use Plan (October, 2004)
This plan includes an identification of key growth-related issues, an existing conditions
analysis, a comprehensive plan for the future, tools for managing development, and a
hazard mitigation strategy for the Town of Newport. Below are some of the key issues in
the plan, as identified at an August 2003 public meeting:
• clearing of debris within the Newport River
• improving pedestrian access to Newport Middle School
• development of Old 70 Highway
• expansion of wastewater treatment plant
Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
29

• maintenance of Newport's small town identity
• rerouting commercial traffic out of residential areas
Revised Land and Resource Management Plan for the Croatan National Forest
(December, 2002)
This plan provides a description and history of the Croatan National Forest, and addresses
issues related to:
• biological diversity
' • recreation opportunities
• special land allocations
• forest health and products
• fire management
' • access
• coordination with local communities
' Th
f
id
d
e
orest-w
e an
management prescriptions identified in the Land and Resource
Management Plan include the management of recreation sites according to the
' appropriate recreation opportunity spectrum (ROS) setting. The map that is included in
the Plan shows some hardwood cypress wetland management areas, and RCW habitat
management areas, in which the ROS classes are primarily roaded natural and rural. It is
standard within the RCW habitat management areas to manage lands as suitable for
timber production.

Havelock Zoning Ordinance
The purpose of the Havelock Zoning Ordinance is to promote the "health, safety, morals,
and the general welfare of the community." The ordinance outlines the permitted uses
' within each zoning designation, as well as the site development regulations within these
designations. The regulations set forth in the ordinance affect all land and buildings, as
well as every use of land and/or buildings.

Craven County Flood Damage Prevention Ordinance
' The purpose of this ordinance is to:
• Restrict or prohibit uses which are dangerous to health, safety, and property due
to water and erosion hazards
Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
30

• Require that uses vulnerable to floods be protected against flood damage at the
time of initial construction
• Control the alteration of natural floodplains, stream channels, and natural
protective barriers
' • Control filling, grading, and dredging
Provisions regarding the types of uses permitted within floodplains, floodways, and flood
' hazard areas are specified. The ordinance also outlines the permit requirements that need
to be met in order to develop within a floodplain. Specific design standards for
' residential and non-residential construction are disclosed.
The ordinance stipulates that new construction or substantial improvement of any
' structure within flood hazard areas shall have the lowest floor, including basement,
elevated above the base flood elevation. No encroachments, including fill, new
construction, substantial improvements and other developments, shall be permitted within
floodways unless certification by a registered professional engineer is provided that
stipulates no increase in flood levels during occurrence of the base flood discharge is
anticipated.
Cherry Point WAS Zoning Ordinance
Regulations within this document focus on the how land is developed within the noise
' contours and general airport environment of Cherry Point MCAS. The focus is to
minimize the amount and intensity of residential development within what is termed the
Air Installation Compatibility Use Zone (AICUZ) and the Accident Potential Zones
(APZ). Permitted uses are identified, and development requirements are specified.
Zones include:
• A = Clear Zones (CZ); greatest potential for accidents and highest noise
' exposure; no residential development
• B3 = Accident Potential Zone 1 (APZ 1) & Noise Zone 3 (75 ldn or higher);
' significant potential for accidents and area of significant noise impact; no
residential development
• 3 = Noise Zone 3 (75 ldn or higher); area of significant noise impact; no
id
i
l d
l
res
ent
a
eve
opment
• B1 = Accident Potential Zone 1 (APZ 1) & Noise Zone 1 (below 651dn);
significant potential for accidents and area of some noise impact; maximum
density is one unit per five acres (two hectares)
' Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
31

1 • B2 = Accident Potential Zone 1 (APZ 1) & Noise Zone 2 (65 to 74 ldn);
significant potential for accidents and area of moderate noise impact;
maximum density is one dwelling unit per five acres (two hectares)
• C1 = Accident Potential Zone 2 (APZ 2) & Noise Zone 2 (65 to 741dn);
' measurable potential for accidents and area of moderate noise impact;
maximum density not to exceed two dwelling units per acre (0.4 hectares)
• C2 = Accident Potential Zone 2 (APZ 2) & Noise Zone 1 (below 65 ldn);
' measurable potential for accidents and area of some noise impact; maximum
density not to exceed two dwelling units per acre (0.4 hectares)
• 2 = Noise Zone 2 (65 to 741dn); area of moderate noise impact; maximum
density not to exceed two dwelling units per acre (0.4 hectares)
• 1 = Noise Zone 1 (below 65 ldn); area of some noise impact
Town of Newport Zoning Ordinance (October, 1997)
' This ordinance contains the criteria for use of all land within the Town of Newport and its
extraterritorial jurisdiction along with requirements for land use, setback, different type
' uses, special requirements, etc.
Down East RPO Drat Bicycle Routes Ma Ma 2005
' The following bike routes were identified:
• US 70 from New Bern (and beyond) to NC 101 - Proposed Regional Bike Route
• NC 101 from US 70 to Ferry Road - Proposed Regional Bike Route
' NC 101 from Ferry Road to east - State Bike Route
• Ferry Road from US 70 north to Neuse River - State Bike Route
• Lake Road from US 70 to beyond county line - Proposed Regional Bike Route
' Old Winberry from NC 101 to south - Proposed Regional Bike Route
Comprehensive Transportation /Land Use Plan (April 2007)
' The City of Havelock prepared a Comprehensive Transportation / Land Use Plan to guide
future growth and development through 2030. STIP Project R-1015 is identified in the
Plan as a recommended new freeway to be located parallel to the existing US 70. It
would alleviate congestion and provide a controlled-access facility with a future
interchange at Lake Road. Figure 5.2 of the Plan shows a recommended new location
freeway corridor in the approximate location of the Alternative 3 alignment for STIP
Project R-1015.
The Plan includes bicycle facilities along US 70, Lake Road NC 101, Greenfield Heights
' Boulevard, Sunset Drive, Hickman Hill Road, and the North Carolina Railroad corridor
Havelock Bypass - STIP R-1015 32
Community lmpactAssessment -July 15, 2008

(south of Lake Road), and sidewalk facilities along US 70, NC 101, Greenfield Heights
Boulevard, and the North Carolina Railroad corridor (south of Lake Road).

Thoroug-h are Plan or the City of Havelock (September, 1993)
This document "analyzes and makes recommendations based on the ability of the existing
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e area cont
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Proposed improvements to the transportation system include:
'
• Construction of the US 70 Bypass. However, relocate the thoroughfare alignment
on the north end of Havelock to the east side of existing US 70 with an
interchange to better serve Cherry Point.
• Extend Greenfield Boulevard from Lake Road to US 70 south of Havelock.
' • Extend Cunningham Boulevard from US 70 to Belltown Road, and eventually
Lake Road just before it intersects with the US 70 Bypass
'
US 70 between Raleigh and Morehead City is designated as part of the Intrastate system.

' STIP Project R-1015 is one of five proposed bypass projects along US 70 east of Raleigh.
Other projects involve bypasses of Clayton, Smithfield-Selma, Goldsboro, and Kinston.
Other transportation projects that were identified in the 2006-2012 NCDOT STIP at the
' time of the original analysis and were located within or partially within the DCIA
include:
• STIP Project R-4431 -a 33.1-mile (53.3-kilometer), multi-lane roadway on new
location from the southern terminus of the Havelock Bypass in Craven County to
the City of Beaufort in Carteret County; right-of-way and construction scheduled
for post years
o The current NCDOT 2009-2015 STIP indicates that a feasibility study
reevaluation is in progress for STIP Project R-4431.
• STIP Project R-3437 -a 10.7-mile (17.2-kilometer), multi-lane connector on new
location from US 70 in Newport to NC 101 in Craven County; right-of-way and
construction scheduled for post years.
o The current NCDOT 2009-2015 STEP indicates that STIP Project R-3437
is a two-lane connector with right-of-way and construction scheduled for
post years.
• STIP Project U-3431 - a 0.9-mile (1.4-kilometer) widening to multi lanes of SR
1763 (Miller Boulevard) and NC 101 from SR 1756 (Lake Road) to Outer Banks
' Drive in Havelock; right-of-way and construction scheduled for post years.
Havelock Bypass - STIP R-1015
Community Impact Assessment -July 15, 2008
33

o The current NCDOT 2009-2015 STIP indicates no changes to STIP
Project U-3431.
As noted above, all three of these projects remain in the current NCDOT 2009-2015
STIP. However, a feasibility study reevaluation is in progress for STIP Project R-4431.
Additionally, STIP Project R-3437 has been redefined as a two-lane connector. Right-of-
way and construction for STIP Projects R-3437 and U-3431 are still scheduled for post
years (after 2015).
Transportation projects identified in the 1993 Thoroughfare Plan for the City of Havelock
but not in the STIP include:
' • A relocation of the northern terminus of the Havelock Bypass to the east side of
existing US 70 and creating a new interchange to better serve Cherry Point
• Extension of Greenfield Boulevard from its intersection with Lake Road to US 70
opposite McCotter Boulevard
• Extension of Cunningham Boulevard from US 70 to Lake Road intersecting with
Belltown Road
• A widening of NC 101 from a four-lane section to a five-lane section between
' Roosevelt and Cunningham Boulevards; also, a widening of NC 101 from two
lanes to five lanes from Cunningham Boulevard to Webb Boulevard

1

Havelock Bypass - STIP R-1015 34
Community Impact Assessment - July 15, 2008
1

COMMUNITY IMPACT ANALYSIS
' 6.1 PHYSICAL, SOCIAL & PSYCHOLOGICAL ASPECTS
' The analysis completed as part of the community impact assessment was based on an
estimated right-of-way width of 325 feet. It is believed that the reduction in right-of-way
width would have negligible effect on the results of the community impact assessment.
6.1.1 Community Stability & Neighborhood Cohesion
' A combination of field observations and local interviews were conducted to determine
possible impacts of STIP Project R-1015 upon community stability within the DCIA in
' July and October 2005.

' Upgrade Existing US 70 Alternative
Th
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E
i
i
US 70 Al
i
e
pgra
e
x
st
ng
ternat
ve (both options) could have effects associated
with the high number of residential and commercial relocations anticipated. These
' relocations may make it less convenient for locals to shop locally and the displacement of
many residences may change the dynamics of the neighborhoods. Community facilities,
' including several churches and City Park, could suffer from direct impacts related to
ri
ht
f
i
iti
A
l
i
g
-o
-way acqu
s
ons.
re
ocat
on report for the Upgrade Existing US 70 was not
available at the time of this assessment.

1
The Upgrade Existing US 70 Alternative (both options) has the potential to create a
further physical or psychological barrier for local residents or businesses. While this
alternative proposes the widening of an existing facility, the nature of the widening
(adding two additional lanes, increasing right-of-way widths, removing service roads and
' arterial street connections) could create more of a physical and psychological barrier for
residents on either side of the facility.
' Havelock Bypass - STIP R-1015 35
Community Impact Assessment - July 15, 2008

' Bypass Alternatives
According to the January 2008 Relocation Reports, Bypass Alternative 2 would cause
more residential relocations than any other bypass alternative (101 residential
relocations). Bypass Alternatives 1 and 3 have fewer residential relocations related to
right-of-way acquisitions than the other alternatives (13 residential relocations for Bypass
' Alternative 1 and 16 residential relocations for Bypass Alternative 3). Some of these
relocations may occur along Lake Road (both alternatives) and Sunset Drive (Bypass
' Alternative 3).
' The proposed bypass could create a physical barrier between existing houses along Gray
ti
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ves
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ypass
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ternat
ve
Road in the case of Bypass A
2 and 3, and Lake Road for all three bypass alternatives. If there are grade-separated
crossings at all of these streets (as proposed), then the impacts will be minimal.
All three bypass alternatives (Alternatives 1,2, and 3) could create a physical barrier
through lands owned by the Croatan National Forest, making the management of
prescribed fires more difficult; however, some fragmentation of these forest lands has
' already occurred north of Lake Road (see Figures 3 and 4). Representatives from the
United States Forest Service suggested, in interviews conducted in 2005, that the bypass
' may expedite the movement of fire equipment and personnel; and representatives of the
local EMS/Fire Service indicated that the proposed bypass would have a neutral effect on

t emergency services.
The interchange at Lake Road could attract higher density development, thereby
' increasing traffic in a rural area, changing travel patterns, and reducing the rural character
of the area. However, some participants of the Citizens Informational Workshops held in

1 the mid-1990s indicated the desire for development.
6.1.2 Visual
'
Upgrade US 70 Alternative
' STIP Project R-1015 could have visual impacts to existing residential and commercial
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US 70
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Alternative would likely cause numerous relocations of existing commercial and
' residential buildings. According to local officials and field observations, the design of
the project would likely not allow for the replacement of many of these businesses along
the corridor due to right-of-way acquisitions. Since the facility would be widened and
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
36
?7

would include bridge structures, the remaining residential and commercial development
along the corridor may experience aesthetic and visual impacts.
' The expressway option of the Upgrade Existing US 70 Alternative would likely cause
less visual impact than all other options. The Expressway option would not include any
raised bridge structures, with all intersection remaining at-grade.
Bypass Alternatives
For the bypass alternatives, visual and aesthetic impacts would likely be concentrated
along Gray Road (Bypass Alternative 2), Sunset Drive (Bypass Alternatives 2 and 3),
' Lake Road (Bypass Alternatives 1, 2, and 3), and within the Croatan National Forest
(Bypass Alternatives 1, 2, and 3). These impacts would include removal of vegetative
cover, the creation of bridge structures for grade-separated overpasses along these roads
and the railroad, and the creation of exit ramps for the interchange at Lake Road.
Furthermore, potential development of commercial, residential, or industrial properties
associated with the Lake Road interchange could detract from the rural viewshed.
Bypass Alternatives 1, 2, and 3 will likely have an affect on trees and vegetation within
the DCIA. These alternatives involve the creation of a new location bypass through
primarily wooded areas. Construction activities for the facility will involve clearing
' numerous trees and vegetation. Portions of land along the proposed bypass alignments
are controlled and maintained by the Croatan National Forest.
' No alternatives of STIP Project R-1015 include the provision for landscaping to shield
the facility from local residences and businesses. Landscaping and green infrastructure
' along the existing US 70 corridor is generally lacking; therefore direct impacts to existing
landscaping would be minimal. NCDOT may want to consider, in accordance with their
policies, coordination with local officials and businesses to utilize landscaping to enhance
' community character and appearance.

Included as part of STIP Project R-1015 are several proposed grade-separated crossings
at existing roads and railroad tracks, three stream crossings (bridges at the crossing of the
Southwest Prong of Slocum Creek and the East Prong of Slocum Creek and a box culvert
at Tucker Creek), and three new interchanges (at both termini and at Lake Road). Bypass
Alternatives 2 and 3 will also include grade-separated crossings at Sunset Road and Gray
Road. The new roadway with its interchanges, grade-separated crossings (particularly at
Sunset and Gray Road) and box culverts, might change the visual environment since no
such structures currently exist.
Havelock Bypass - STIP R-1015 37
Community Impact Assessment - July 15, 2008

t According to a Visual Analysis prepared by Kathy Ludlow, Landscape Architect (1996),
the Unites States Forest Service uses a system called the Scenery Management System
(SMS) to analyze aesthetic values. SMS involves the identification of scenery
components as they relate to people, mapping these components, and developing a unit of
value for aesthetics. Scenery components include Scenic Attractiveness classes (to
determine the relative scenic value of a particular landscape), Existing Scenic Integrity
(the extent to which a landscape is perceived to be intact), and Landscape Visibility (the
' human values as they relate to the relative public importance of various scenes and the
relative sensitivity of these scenes based on distance from the observer).
The area analyzed for STIP Project R-1015 (Havelock Bypass) includes the existing US
70 corridor from the northern terminus of the proposed project to where it ties back in to
' US 70 at the southern terminus, and the Croatan National Forest lands primarily west of
existing US 70. Approximately 1100 acres of forest lands exist in the analysis area.
' These acres break down to include approximately 25 to 40 percent Scenic Attractiveness
Class A (distinctive), 10 to 20 percent Class B (typical) and 40 to 50 percent Class C
(indistinctive). Scenic Integrity of these areas includes primarily Moderate (slightly
' altered) with some High (appears altered), road corridors which are Low and powerline
corridors which are Very Low. Distance Zone is Foreground because of the topography
and the Concern Level is Moderate, consistent with the existing use and designation of
US 70.
' The area analyzed for the bypass corridors was a 1000-foot corridor. Ms. Ludlow
concluded that the Scenic Attractiveness of all three proposed corridors varies somewhat,
' but not enough to differentiate in terms of the scenic importance. The Concern Level
would be the same for all corridors as well. The areas that would be most important to
maintain would be the immediate foreground adjacent to the new road, and areas within
the road corridor that might be visible from key viewing locations.
6.1.3 Air Quality
Craven County is designated as an attainment area in the State Implementation Plan, and
' it is in compliance with the National Ambient Air Quality Standards. The proposed
project is not likely going to adversely affect the air quality in the attainment area.
' 6.1.4 Noise
According to the Draft Highway Traffic Noise/Construction Noise Analysis Report
' conducted by Ko and Associates, 30 residences and 1 business are predicted to be
impacted due to highway traffic noise generated by each of the bypass alternatives. The
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
38
1
n
impacted receivers are located near existing US 70, where all three bypass alternatives
have a common alignment. There are no noise abatement measures proposed for STIP R-
1015 at the time of this assessment.
6.1.5 Relocations
' It is the policy of the NCDOT to provide assistance and counseling to those affected by
transportation improvements as required under the Federal Uniform Relocation
' Assistance and Real Properties Acquisition Policies Act. Furthermore, the NCDOT
Right-of-Way Branch offers programs that address relocation assistance, moving
' payments, and replacement housing/rent payment assistance for residents and businesses
that are impacted by transportation improvements.
NCDOT completed relocation reports for the new location bypass alternatives in January
of 2008. Bypass Alternatives 1 and 3 would require 13 and 16 residential relocations,
' respectively. Neither Bypass Alternative 1 nor 3 would require business relocations.
Bypass Alternative 2 would require 101 residential relocations and 3 business relocations,
including a body shop, salvage yard and funeral home. A relocation report for the
' Upgrade of Existing US 70 was not available at the time of this report.
6.2 LAND USE PATTERNS & COMPATIBILITY
' The DCIA of STIP Project R-1015 includes a wide range of land uses, including
residential, institutional, agricultural, commercial, and industrial (see Figure 4).
Residential development comprises much of the DCIA. Residential land uses include
multi-family housing (civilian and military), single-family housing (civilian and military,
and manufactured homes). Concentrations of residential uses exist in the vicinity of
' Hollywood Boulevard, McCotter Boulevard, Webb Boulevard, Wildwood Road,
Manchester Road, Catawba Road, Sunset Drive, Gray Road, Lake Road, Hickman Hill
Loop Road, Ketner Boulevard, and Jackson Drive.
Institutional land uses within the DCIA include Croatan National Forest lands, off-base
military housing (single-family and multi-family), numerous churches and other public
facilities, and off-base military owned facilities (according to Cherry Point officials).
The Croatan National Forest occupies large tracts of land in the western portion of the
' DCIA, while other institutional land uses are more scattered. Agricultural land uses in
the DCIA are primarily limited to commercial timber operations.
Havelock Bypass - STIP R-1015 39
Community Impact Assessment -July 15, 2008
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' Most commercial development within the DCIA is concentrated along the US 70 corridor
as strip commercial development, including a mix of fast-food restaurants, retail stores,
strip malls, offices, hotels, and gas stations. Commercial development throughout the
remainder of the DCIA is sporadic. Industrial development within the DCIA is scattered
throughout the US 70 corridor and along the north side of Belltown Road in the form of
light industrial facilities.
' The construction of Bypass Alternatives 1, 2, and 3 may create a physical barrier through
lands in the Croatan National Forest: however, some fragmentation of these forest lands
' has already occurred north of Lake Road (see Figures 3 and 4).
On the other hand, local officials expressed concern about the Upgrade Existing US 70
Alternative, as the relocation of many businesses and homes along this key corridor could
be detrimental to the community. Current zoning along the existing corridor indicates a
t propensity towards commercial development with lesser amounts of residential zoning of
various intensities (see Figure 5). Due to the necessary right-of-way required, the
number of relocations associated with this alternative would result in some permanent
' removal of nonresidential uses along the corridor.
' 6.3 ECONOMIC CONDITIONS
' Upgrade Existing US 70 Alternative
Although some of the local construction workers and construction-related companies may
benefit in the short-term, the Upgrade Existing US 70 Alternative (both the expressway
' and freeway option) may cause short-term (and perhaps long-term) impacts because of
the potential displacement of numerous businesses. Those businesses that rely on drive-
by traffic (gas stations, fast food restaurants, etc) may be impacted the most by the
widening of the existing corridor. Based on site visit observations, approximately one-
third of the businesses on the existing corridor rely on drive-by traffic.

For the Upgrade Existing US 70 Alternative, right-of-way acquisitions may absorb most
' of the commercially-developed land along the proposed corridor, which could create
long-term economic impacts. Businesses along the existing corridor could also

' temporarily experience decreases in revenue as a result of construction traffic or
decreased access caused by construction activities.
Business visibility and access would be impacted with the Upgrade Existing US 70
Alternative (freeway option), as the grade-separated intersections would restrict access to
Havelock Bypass - STIP R-1015 40
Community Impact Assessment - July 15, 2008

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many businesses. The expressway option, because of the at-grade intersections and
provisions for service roads, would not change visibility and access dramatically.
The Upgrade Existing US 70 Alternative could create temporary traffic delays and reduce
access to businesses and arterial streets during construction of the widening alternatives.
These impacts would likely last during much of the construction, thereby worsening an
existing traffic congestion, especially at peak times. During construction, the bypass
alternatives should have limited or no effect upon traffic since they would be located on
new location through a rural area. Following construction, they would likely reduce
traffic delays and congestion on the existing US 70 corridor.
The Upgrade Existing US 70 Alternative would likely affect the tax base of Havelock due
to the number of relocations of commercial properties along the corridor. The loss of
commercial properties would likely weaken the tax base of Havelock and would be
difficult to replace as potential commercial development opportunities would be limited
by the new facility.
Bypass Alternatives
Improved access between the areas north and west of Havelock and the coastal area of
Carteret County by reduced travel times is a primary economic benefit resulting from
project construction. Bypass Alternatives 1, 2, and 3 may have a short-term impact on
the local economy due to increased local employment and increased revenue for
businesses providing services to construction crews.
If any of the bypass alternatives are constructed, there would be reduced traffic along
existing US 70, thereby limiting the number of potential customers to highway-oriented
businesses along US 70. Business visibility and access for destination businesses such as
grocery stores, retail outlets, and offices may be improved because of the reduction in
congestion along the existing corridor.
A small increase in tax base and property values would likely be associated with Bypass
Alternatives 1, 2, and 3. Tax revenue may increase slightly as a result of new
commercial and industrial businesses which could be attracted to the proposed
interchange at Lake Road, increased sales tax revenue, and increased property taxes
resulting from higher property values.
Havelock Bypass - STIP R-1015 41
Community Impact Assessment -July 15, 2008

' 6.4 TRANSPORTATION ACCESS
' 6.4.1 Neighborhood Access
' Upgrade Existing US 70 Alternative
The Upgrade Existing US 70 Alternative would likely affect vehicular access. Currently,
many neighborhoods are accessed via arterials and service roads along the existing US 70
' corridor. This alternative (both options) would remove many existing service road
connections and limit the number of arterial connections. Several neighborhoods have a
single access point that could be temporarily impacted during construction of these
options. Efforts to ensure continued access, especially to neighborhoods with single
access points, should be made.
Bypass Alternatives
' Bypass Alternatives 1, 2, and 3 should have a positive impact upon vehicular access.
Since these alternatives propose a new location bypass of existing US 70, they should
reduce traffic along the existing corridor, thereby making vehicular access to arterial
streets and service roads easier for motorists along US 70. Vehicular access to Lake
Road area of Havelock would also increase due to the bypass alternatives.

6.4.2 Commercial Access Parking & Economic Impacts
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The Upgrade Existing US 70 Alternative would likely affect vehicular access and
parking. Currently, many businesses and neighborhoods are accessed via arterials and
service roads along the existing US 70 corridor. This alternative (both options) would
remove many existing service road connections, limit the number of arterial connections,
and possibly eliminate parking lots through right-of-way acquisitions. Several
neighborhoods have a single access point that could be temporarily impacted during
' construction of these options. Efforts to ensure continued access, especially to
neighborhoods and businesses with single access points, should be made. These
alternatives have no design features to provide additional parking to replace existing
features that would be relocated or eliminated. This would likely lead to a net loss of
parking throughout the DCIA.
The Upgrade Existing US 70 Alternative (both options) could impact community
' facilities along the existing US 70 corridor. The Needham B. White House, an eligible
National Register Property located along US 70 south of Miller Boulevard, would be
Havelock Bypass - STIP R-1015 42
Community Impact Assessment - July 15, 2008

directly impacted by right-of-way acquisitions associated with the construction of this
alternative. City Park, a small city-owned park located along US 70 north of
Cunningham Boulevard, would also be directly impacted by right-of-way acquisitions.
Numerous other community facilities, both along the US 70 corridor and along arterial
streets feeding it, could experience temporary access issues and noise impacts related to
construction activities. These facilities along US 70 include several churches, two
entrances to Cherry Point MCAS (Cunningham Boulevard and Slocum Road), a public
boat launch on the north branch of Slocum Creek, the Havelock Post Office, the
Havelock Tourist & Event Center, Havelock City Hall, several schools and school bus
routes, a MOOSE lodge, a VFW facility, the Craven County Community College, and the
Craven County Public Library.
Bypass Alternatives
Bypass Alternatives 1, 2, and 3 may have a positive impact upon commercial
developments along existing US 70, in that congestion will be reduced; however, as
mentioned previously, businesses that rely on drive-by traffic may be affected by the
reduced traffic congestion. Since these alternatives propose a new location bypass of
existing US 70, they should serve to reduce traffic along the existing corridor, thereby
making vehicular access to businesses, arterial streets, and service roads easier for
motorists along US 70. Vehicular access to Lake Road area of Havelock would also
increase due to the bypass alternatives. Since these alternatives include a controlled
access facility with no provisions for parking along the corridor, there should be no
impact upon parking within the DCIA.
' Bypass Alternatives 1, 2, and 3 should have minimal impact upon the operation of public
facilities and places of worship. The location of the bypass through primarily rural areas
should serve to limit direct impacts to community facilities and places of worship. The
Craven County Waste Transfer site is located in an area common to all three alternatives
and would be displaced by the proposed project. According to the January 2008
' Relocation Reports, no schools or churches would be impacted by the construction of the
bypass alternatives.
' 6.4.3 Pedestrian & Bicycle Access
' Based upon site visit observations and interviews with local officials, there is minimal
pedestrian activity throughout the DCIA. Pedestrian facilities exist along the west side of
' US 70 from Fontana Boulevard south to McCotter Boulevard.
' Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
43

' According to City of Havelock Parks & Recreation Department officials, no greenways
or trails currently exist within the DCIA. Recently, work on a parks & recreation master
plan has begun that could include a potential greenway along Green Mill Run, located
east of US 70 south of Havelock. No alternatives of STIP Project R-1015 should have
impacts on any potential future greenway or trails within the DCIA.
Currently, no bicycle routes intersect or are located within the DCIA. However, in May,
' 2005, the Down East RPO approved a draft plan showing bicycle routes throughout the
DCIA and the entire RPO planning area. Proposed bike routes follow US 70 from the
' northern portion of the DCIA to the intersection of Lake Road and NC 101. Bicycle
routes are also proposed along Lake Road to the west and NC 101 to the east from this
intersection. The Havelock Comprehensive Transportation / Land Use Plan includes
' bicycle facilities along US 70, Lake Road, NC 101, Greenfield Heights Boulevard,
Sunset Drive, Hickman Hill Road, and the North Carolina Railroad corridor (south of
Lake Road), and sidewalk facilities along US 70, NC 101, Greenfield Heights Boulevard,
and the North Carolina Railroad corridor (south of Lake Road). STIP Project R-1015 is
proposed to be a limited-access facility and is not conducive to accommodating bicycle
or pedestrian facilities. NCDOT should coordinate with the NCDOT Bicycle and
Pedestrian Division regarding design accommodations on adjacent roads for bypass
' overpasses, underpasses, and interchanges which would not preclude pedestrian or
bicycle facilities.
' 6.4.4 The Americans with Disabilities Act
' Both options of the Upgrade Existing US 70 Alternative could impact the accessibility of
disabled persons. These options could cause the removal of existing sidewalks along the
' US 70 corridor (between Fontana Boulevard and McCotter Boulevard) through right-of-
way acquisitions and construction activities. If these facilities are not replaced,
accessibility for disabled persons could be affected.
' 6.4.5 Public Transit
' There are currently no fixed routes or transit stops within the City of Havelock.
According to local officials and the Craven County website, public transportation in
' Craven County is provided by the Craven Area Rural Transportation System (CARTS).
CARTS provides transportation services on a bi-weekly (Tuesday and Thursday) loop
' route between Havelock and New Bern, primarily to elderly and/or disabled persons.
CARTS also offers limited on-demand services to the Havelock area on a "space
Havelock Bypass - STIP R-1015 44
Community Impact Assessment - July 15, 2008

available basis" with pickups made at the residence of the passenger. There should be no
impacts to the local public transportation resulting from STIP Project R-1015.
'
6.5 TRANSPORTATION NETWORK
'
6.5.1 Change in Commuting Patterns
' According to local officials and the Decennial Census Commuting Reports for North
Carolina website, workers are more likely to commute into Craven County and Havelock
than people who commute out of Craven County. Data indicates that commuters from
Carteret, Pamlico, Onslow, and Jones Counties, as well as people from New Bern make
up a large portion of commuters into the Havelock area. This pattern likely exists due to
the presence of the Cherry Point MCAS and the associated Naval Depot, which act as a
regional employment center. According to local officials, traffic peaks occur during the
' morning commute into town and the afternoon commute out of town. They also
indicated that through-traffic related to nearby beaches increases during the summer
months, particularly on weekends. Currently, the majority of this traffic utilizes existing
US 70 and NC 101, the only primary routes into or out of the City.
r Upgrade Existing US 70 Alternative
Upon completion, the Upgrade Existing US 70 Alternative should have minimal impact
' upon commuting patterns throughout Havelock. Since this alternative proposes widening
the existing facility, commuters into and out of Havelock will likely utilize the same
corridor since this route is the only major north-south route through the area.
Furthermore, beach traffic would still have to utilize US 70 to get to and from the
beaches on the coast.
'
Bypass Alternatives
' Bypass Alternatives 1, 2, and 3 could produce major changes in commuting patterns,
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on the bypass alternatives should allow motorists to decrease travel times through the
' Havelock area. The bypass alternatives could also impact typical commuters into and out
of Havelock. Motorists traveling northward or southward would have the option of
' traveling the bypass to the Lake Road interchange before exiting the facility and
accessing Havelock. This would allow them to avoid traffic signals, and day-to-day
traffic, while traveling at higher speeds.

Havelock Bypass - STIP R-1015 45
Community Impact Assessment-July 15, 2008

6.5.2 Travel Time
'
Regional travelers will benefit from the enhanced safety and travel speeds offered along

' the bypass. Bypassing the existing traffic signals and congestion will result in reduced
travel times. Local traffic will also benefit from the reduced congestion along US 70
with through truck traffic diverted by the bypass.
'
6.5.3 Consistency with Transportation Plans
' The 1993 Thoroughfare Plan for the City of Havelock includes a recommendation for a
US 70 Bypass on the western side of Havelock with an interchange at Lake Road. STIP
Project R-1015 is consistent with this recommendation, except that the plan calls for the
bypass alignment on the north end of Havelock to be east of existing US 70 with an
' interchange to better serve Cherry Point. Local and state planners have determined, since
1993, that construction of the bypass as proposed in the Thoroughfare Plan would not be
feasible because of military housing constructed along Slocum Road.

In addition the City of Havelock prepared a Comprehensive Transportation /Land Use
Plan to guide future growth and development through 2030. STIP Project R-1015 is
identified in the Plan as a recommended new freeway to be located parallel to the existing
US 70. It would alleviate congestion and provide a controlled-access facility with a
' future interchange at Lake Road. Figure 5.2 of the Plan shows a recommended new
location freeway corridor in the approximate location of the Alternative 3 alignment for
' STIP Project R-1015.
The Upgrade Existing US 70 Alternative is not necessarily consistent with the local
' Thoroughfare Plan. It is indicated in the Plan that uncontrolled access would be a
"disaster" on a six-lane facility, and it would be very difficult and expensive to remove
' access to many of the commercial establishments in the area.
6.6 COMMUNITY SAFETY
6.6.1 Pedestrian & Bicycle Safety

Upgrade Existing US 70 Alternative
The Upgrade Existing US 70 Alternative does not include any design features to
accommodate bicycle or pedestrian traffic, and would likely eliminate existing sidewalks
Havelock Bypass - STIP R-1015 46
Community Impact Assessment-July 15, 2008

between Fontana Boulevard and McCotter Boulevard. Furthermore, since US 70 is
included in the Down East Rural Planning Organization (RPO) draft bicycle route map,
and the Havelock Comprehensive Transportation / Land Use Plan, the lack of proposed
bicycle facilities and higher speed nature of the widening alternatives would likely
discourage the implementation of bicycle facilities along the proposed bike route.
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the safety of pedestrians and bicyclists along the project corridor.
'
Bypass Alternatives
' Bypass Alternatives 1, 2, and 3 could have a positive impact on pedestrian and bicycle
safety throughout the DCIA. Since these alternatives are on new location and do not
include pedestrian or bicycle facilities, they would not improve or worsen pedestrian or
' bicycle facilities along the new location alignments. However, since the purpose of the
bypass is to reduce traffic along existing US 70 throughout Havelock, existing pedestrian
facilities and the proposed bicycle route along US 70 could benefit from decreased
vehicular traffic along the existing corridor.
STIP Project R-1015 is proposed to be a limited access facility and is not conducive to
accommodating bicycle or pedestrian facilities. The Down East RPO draft bicycle plan,
however, includes bicycle facilities along US 70, Lake Road and NC 101, which would
intersect with the proposed bypass. The Havelock Comprehensive Transportation / Land

' Use Plan includes bicycle facilities along US 70, Lake Road, NC 101, Greenfield Heights
Boulevard, Sunset Drive, Hickman Hill Road, and the North Carolina Railroad corridor
(south of Lake Road), and sidewalk facilities along US 70, NC 101, Greenfield Heights
' Boulevard, and the North Carolina Railroad corridor (south of Lake Road). NCDOT
should coordinate with the NCDOT Bicycle and Pedestrian Division regarding design
accommodations on adjacent roads for bypass overpasses, underpasses, and interchanges
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' 6.6.2 Crime
According to local officials, three high-crime areas are located within the DCIA
including the Manchester Road area, the Pine Village Apartments, and the area known as
Havelock Park. No design features of any proposed alternative should lessen or increase
the amount of crime within the DCIA.
' Havelock Bypass - STIP R-1015 47
Community Impact Assessment -July 15, 2008
6.6.3 Emergency Response (Police, Fire & Emergency Services)
There are currently two emergency response facilities along the US 70 corridor, including
the Havelock police, fire, and EMS services at a single facility located along
Cunningham Boulevard (near the intersection with US 70), and a Cherry Point MCAS
fire station located at the intersection of Jackson Drive and US 70. Both of these
facilities are relatively centralized and utilize US 70 to provide a north-south travel route
for emergency response. The MCAS fire station and the Havelock police, fire, and EMS
services are mutually supporting. According to local officials, no other emergency
response facilities exist within the DCIA; however, a recent study has explored the
possibility of adding a fire substation somewhere within the DCIA.
According to local officials, the Upgrade Existing US 70 Alternative could affect
emergency response times. Response times would likely be lengthened during
construction of the project due to increased traffic generated by construction activities
and potential access restrictions to arterial streets. Furthermore, decreased access
resulting from the removal of service connections and arterial streets could have a long-
term impact on response times. However, upon completion of STIP Project R-1015,
decreased travel times along US 70 should offset decreased access along the corridor
resulting from the removal of service road connections and arterial streets. Local
officials indicated their desire that US 70 should remain open during construction of the
Upgrade Existing US 70 Alternative to ensure continued emergency vehicle access.
Bypass Alternatives
According to local officials, Bypass Alternatives 1, 2, and 3 should have a neutral impact
on emergency response times. Since these alternatives are controlled access facilities and
propose only a single new interchange in a relatively rural area (with adequate existing
emergency response times), the bypass alternatives will not dramatically change
emergency response times within the DCIA.
Bypass Alternatives 1, 2, and 3 could create a physical barrier through lands in the
Croatan National Forest, making management of prescribed fires more difficult; however,
some fragmentation of these forest lands has already occurred north of Lake Road (see
Figures 3 and 4).
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
48
' I
6.6.4 Vehicular Safety
Existing US 70 is typified by numerous turning motions, traffic congestion, twelve
signalized intersections, and a high incidence of vehicular accidents. According to the
1998 Environmental Assessment, existing US 70 had a higher than average accident rate
as compared with other US routes with four or more lanes (median-divided with partial
control of access) in the State of North Carolina. US 70 had a similar accident rate when
compared to four or more lane, median-divided facilities with no control of access within
the State of North Carolina. US 70 had a lower accident rate when compared to four or
more lane undivided facilities within the State of North Carolina. A large percentage of
the accidents (34%) on US 70 occurred within 50 feet (15 meters) of signalized
intersections.
Upgrade Existing US 70 Alternative
The Upgrade Existing US 70 Alternative freeway option would improve vehicular safety
by eliminating all driveway connections, at-grade intersections, and traffic signals. This
option could provide a high-speed, continuous flow of traffic through Havelock. The
expressway option would likely have minimal impact on the traffic safety along the
US 70 corridor since it would maintain existing at-grade intersections and traffic signals.
Bypass Alternatives
Since Bypass Alternatives 1, 2, and 3 propose a bypass with controlled access and one
interchange, they should improve safety. The new bypass should help reduce traffic
congestion through Havelock, potentially improving vehicular safety along the existing
US 70 corridor, as well as the new bypass corridor.
6.7 FARMLAND IMPACTS
North Carolina Executive Order Number 96, Preservation of Prime Agricultural and
Forest Lands, requires all state agencies to consider the impact of land acquisition and
construction projects on prime farmland soils, as designated by the U.S. Natural
Resources Conservation Service (NRCS). These soils are determined by the SCS based
on criteria such as crop yield and level of input of economic resources.
The Farmland Protection Policy Act (FPPA) is designed to minimize the degree to which
federally sponsored programs contribute to the "unnecessary and irreversible conversion
of farmland to non-agricultural uses," and ensure that these programs are consistent with
state, local, and private programs to protect farmland.
' Havelock Bypass - STIP R-1015 49
Community Impact Assessment - July 15, 2008

According to GIS data and the 1989 Soil Survey of Craven County, North Carolina the
largest tracts of prime farmland are generally concentrated near Hickman Hill Loop Road
(on both sides of US 70), south of Lewis Farm Road, between Greenfield Heights and the
railroad tracks, in the vicinity of Sunset Drive, and along Lake Road. Agricultural
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boarding, crop farming, and hay production. According to local officials and a site visit,
the largest concentrations of farming activity were noticed in the vicinity of Lewis Farm
Road and the north side of Sunset Drive, with scattered farming operations noted
' elsewhere.
Upgrade Existing US 70 Alternative
' The Upgrade Existing US 70 Alternative (both freeway and expressway options) would
be located in an area of urban development, or an area committed to urban development,
and is thus not subject to the Farmland Protection Policy Act. Additionally, since the
Upgrade Existing US 70 Alternative is proposed on existing alignment, this alternative
should have limited or no impact upon prime farmland soils within the DCIA.

Bypass Alternatives
' According to the Natural Resources Conservation Service, Bypass Alternatives 1, 2, and
3 would impact 309, 353 and 299 acres (125, 353, and 121 hectares respectively) of

' prime, unique, statewide and locally important farmland soils. The three bypass
alternatives could also impact farming operations throughout the DCIA. According to
land use information provided by local planners, some agricultural land uses exist north
' of Sunset Drive and primarily southwest of the bypass alternatives.
' 6.8 IMPACTS TO NATURAL RESOURCES

' All three of the bypass alternatives would include three major stream crossings. These
are the Southwest and East Prong of the Slocum Creek and Tucker Creek. According to
the National Wetlands Inventory, wetland areas comprise most of the undeveloped land
within the DCIA and would be impacted by the bypass alternatives. The Final Natural
Resources Technical Memo (dated May 2007) includes the approximate area of wetlands

' within the preliminary design right of way for each bypass alternative. According to this
mem
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Havelock Bypass - STIP R-1015 50
Community Impact Assessment-July 15, 2008

According to NCDOT Natural Environment Unit, there are two Significant Natural
Heritage Areas affected by the proposed bypass alternatives. These are the Southwest
Prong Flatwoods, and the Havelock Station Flatwoods & Powerline Corridor. All bypass
alternatives will encroach on Havelock Station, and Bypass Alternatives 2 and 3 will both
encroach on Southwest Prong Flatwoods.
There are four categories for Areas of Environmental Concern (AEC), within which
' CAMA permits are required in order to develop any kind of structure. These include the
Estuarine and Ocean System, the Ocean Hazard System, Public Water Supplies and
' Natural and Cultural Resource Areas. AECs within these four categories include:
• Navigable waters within the 20 CAMA counties
' • Marshlands or wetlands
• Within 75 feet (23 meters) of the mean high water line along an estuarine
' shoreline
• Near the ocean beach
• Near an inlet
• Within 30 feet (9 meters) of the normal high water level of areas designated as
inlet fishing waters by the NC Marine Fisheries Commission
' • Near a public water supply
Based on mapping in Craven County's 1996 Land Use Plan, the following AECs exist
within the DCIA: wetlands, estuarine waters and/or public trust areas, inland primary
nursery areas. Because of the environmental sensitivity associated with these resources,
they could potentially restrict where growth related to the project could take place.
Slightly downstream of Tucker Creek and Slocum Creek are designated public trust
areas, which are considered Areas of Environmental Concern (AEC) according to the
Coastal Resources Commission. According to the Coastal Area Management Act
(CAMA), this classification indicates that these waters are valuable for public fishing as
well as for public recreation. They are protected under CAMA as important resources for
economic development.
STIP Project R-1015 is located within the Neuse River Basin, which extends from Person
' and Orange Counties to the Atlantic Ocean, as well as a small portion of the White Oak
River Basin, which includes the majority of Onslow County and extends along the North
Carolina coast north to the Town of Atlantic in extreme northeastern Carteret County.
According to the July 2002 Neuse River Basinwide Water Quality Plan, there are three
Havelock Bypass - STIP R-1015 51
Community Impact Assessment - July 15, 2008
F

1

major National Pollution Discharge Elimination System (NPDES) wastewater discharge
sites located within three miles of the project corridor, all of which are located east of
US 70. Two minor NPDES discharge sites are located along US 70, one north of its
intersection with NC 101 and one south of it. A Benthic Station is located along Slocum
Creek west of US 70 just outside of the city limits of Havelock.
The plan also indicates that because of nutrient loading issues, the Neuse River is
currently considered to be impaired from New Bern to Minnesott Beach near the NC 306
bridge over the river. Furthermore, the section of Slocum Creek adjacent to Cherry Point
has been exposed to jet fuel spills over years of fueling operations at the base. The site is
currently a superfund site. There is also an accumulation of water treatment alum sludge
from past operations. The North Carolina Division of Water Quality recommends not
disturbing the sludge until such time as it can safely be removed and disposed of.
The Southwest and East Prong of Slocum Creek and Black Swamp are designated as
Class C waters, according to the North Carolina Department of Environment and Natural
Resources (NCDENR). These waters are considered suitable for aquatic life propagation
and survival, fishing, wildlife, secondary recreation, and agriculture. Tucker Creek,
Goodwin Creek, and Daniels Branch have a Class SC designation indicating tidal waters
suitable for all categories of Class C, with the exception of agriculture. All segments
have been assigned the Nutrient Sensitive Waters (NSW) and Swamp Waters (SW)
supplemental classifications, which requires limitations on nutrient inputs, and indicates
the streams have low velocities.
Numerous wetlands, including swamps, marshes, bogs, and similar areas are also located
throughout the DCIA. Although a few are located in existing floodplain/floodway area,
which in and of itself restricts development opportunities, all wetlands are protected by
the provisions of Section 404 of the Clean Water Act. As part of this Act, a permit will
be required from the Army Corps of Engineers for any potential discharge of dredged or
fill material into "Waters of the United States" (which includes wetlands).
The North Carolina Division of Land Resources' Sediment and Erosion Control Act
requires that any development disturbing more than one acre (0.4 hectares) of land within
the State of North Carolina to submit a Sedimentation and Erosion Control Plan to the
Division of Land Resources. Local governments may review and enforce the plan within
their jurisdiction, but the plan has to be as strict as the program administered by the
Division of Land Resources. Site disturbances of less than one acre (0.4 hectares) require
the use of Best Management Practices (BMPs), but not a site plan. According to the
Havelock Bypass - STIP R-1015
Community Impact Assessment - July 15, 2008
52
NCDOT report entitled "Best Management Practices for Protection of Surface Waters"
(March 1997), BMPs include activities, practices, and procedures undertaken to prevent
or reduce water pollution. This includes things such as: on-site detention areas,
vegetative buffers, culverts, and erosion control mechanisms.
According to the NCDENR, there are no water supply watersheds or 303(d) impaired
water bodies located near the project corridor. However, the Neuse River Basin has
riparian buffer regulations for all water bodies within it. According to the North Carolina
Administrative Code ("Red Book") effective August, 2004, 50-foot (15-meter) wide
riparian buffers are required directly adjacent to surface waters in the Neuse River Basin
(intermittent streams, perennial streams, lakes, ponds, and estuaries), excluding wetlands.
There are certain permitted uses (outlined in the code) within this riparian buffer, but is
expected to remain predominantly vegetative.
6.9 ENVIRONMENTAL JUSTICE
6.9.1 Environmental Justice Regulations
Environmental justice refers to the equitable treatment of people of all races, cultures,
ages, and incomes with respect to development, implementation and enforcement of
environmental laws, regulations and policies. The Interorganizational Committee on
Guidelines and Principles for Social Impact Assessment (ICOGP) has identified
vulnerable elements of the population to include the elderly, children, the disabled, and
members of low-income and minority groups. This document will identify special
populations based on the ICOGP definitions, and those set forth in Title VI of the Civil
Rights Act of 1964 and Executive Order 12898, to insure that the STIP project is not
disproportionately impacting or disproportionately denying benefits of the project. If
special populations are present within the DCIA, community outreach, including
meaningful non-traditional methods, will be identified.
The Council on Environmental Quality (CEQ) has oversight of the Federal government's
compliance with Executive Order 12898. CEQ has developed guidance to further assist
agencies with their procedures so that environmental justice concerns are effectively
identified and addressed. Based on the CEQ guidance, low-income should be identified
with the annual statistical poverty thresholds from the United States Census Bureau's
Current Population Reports (Series P-60 on Income and Poverty). Minority populations,
based on the CEQ guidance, should be identified where either: (a) the minority
population of the affected area exceeds 50 percent or (b) the minority population
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Community Impact Assessment -July 15, 2008

percentage of the affected area is meaningfully greater than the minority population in the
general population or other appropriate unit of geographic analysis. This section will
assess environmental justice based on the race and low-income thresholds put forth by
CEQ.
Title VI of the Civil Rights Act of 1964, and related statutes, requires there be no
discrimination in Federally-assisted programs on the basis of race, color, national origin,
' age, sex, or disability. Executive Order 12898, "Federal Actions to Address
Environmental Justice in Minority Populations and Low-Income Populations," provides
' that "each federal agency shall make achieving environmental justice part of its mission
by identifying and addressing, as appropriate, disproportionably high and adverse human
health and environmental effects of its program, policies, and activities on minority
' populations and low-income populations."
' 6.9.2 Affected Populations
The Demographic Area contains a moderately-diverse cross section of racial groups (see
' Community Profile section). Upon examination of the Census data at the Block Group
level and school information from the National Center for Education Statistics (NCES), a
u

few interesting trends concerning race begin to appear. With the exception of Census
Tract 9611, Block Group 1, all Block Groups within the DCIA have higher percentages
of Hispanic persons than Craven County (4.7%). Census Tract 9613, Block Group 4
(10.4% Hispanic) and Census Tract 9612, Block Group 1 (11.1 % Hispanic) each have
Hispanic populations more than double the County average. Both of these Block Groups
border the existing US 70 corridor and are in close proximity to Cherry Point MCAS.
Many of these Hispanics are likely members or dependents of the United States Marine
Corps based at the Cherry Point MCAS.
Geographic Information System (GIS) data provided by NCDOT indicates that the US
Census Blocks with the highest levels of minority population are primarily located in the
more developed areas of the City of Havelock and surrounding Cherry Point Marine
Corps Air Station (closer to the Upgrade Existing US 70 Alternative alignment). There
are also populations with a higher percentage of minorities near Hickman Hill Loop Road
and along Lake Road. The January 2008 Relocation Reports for STIP Project R-1015
indicate that no minority households or businesses will be relocated as a result of the
project.
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54

II

1

According to the National Center for Education Statistics (NCES) website, three schools
within the DCIA, including Roger R. Bell Elementary School (55.2% minority),
Havelock Elementary (51.7% minority), and Havelock Middle School (50.4% minority),
have minority populations greater than 50%. Due to their distance from the proposed
alternatives, none of these schools should experience adverse or disproportionate effects
from the proposed Havelock Bypass.
Census Tract 9613, Block Group 4 ($30,441) and Census Tract 9612, Block Group 1
($30,771) were also determined to have a lower median income than the remainder of the
DCIA. Additionally, Census Tract 9613, Block Group 4 had 20.5% of its citizens living
below the poverty level. According to local officials, three low-income areas exist within
the DCIA including the Lynnwane Circle area, the Belltown Apartments (along
Belltown Road west of US 70), and Manteo Circle (a public housing facility run by the
Eastern Carolina Regional Housing Authority located at the intersection of Manteo Circle
and High School Drive).
Table 5-3 indicates a very young population in the Demographic Area and Havelock,
likely resulting from the presence of the Cherry Point MCAS. Local officials indicated
that one home for the elderly exists within the DCIA (Britthaven of Havelock along
McCotter Boulevard) and that a Havelock Senior Citizens Center has been proposed for
the old post office building along Trader Avenue. Because of their distance from the
project corridor, none of the potential alternatives should impact these two senior
facilities.
Upgrade Existing US 70 Alternative
Access to several neighborhoods with Hispanic populations could be decreased through
the construction of the Upgrade Existing US 70 Alternative. These include
neighborhoods with a single access point such as Lynnwane Circle and Ketner
Boulevard. Temporary access restrictions may arise during construction of the Upgrade
Existing US 70 Alternative for all neighborhoods that are accessed via US 70, possibly
affecting the Hispanic population in the area.
Due to their proximity to the US 70 corridor, and if the Upgrade Existing US 70
Alternative is chosen, low income residents of Lynnwane Circle and the Belltown
Apartments could experience a decrease in accessibility as access roads for
neighborhoods along US 70 are removed or modified.
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55

Bypass Alternatives
According to the Draft Highway Traffic Noise/Construction Noise Analysis Report
conducted by Ko and Associates, 30 residences and 1 business are predicted to be
impacted due to highway traffic noise generated by each of the bypass alternatives. The
impacted receivers are located near existing US 70, where all three bypass alternatives
have a common alignment. According to local officials and site observations, the area
surrounding Hickman Hill Loop Road is a predominately African-American
neighborhood. Noise abatement walls investigated to mitigate noise impacts were
considered infeasible because US 70 is a non-controlled access roadway in the areas of
those receivers.
Adverse and disproportionate effects to the aforementioned low income areas should be
minimal because of their distance from the bypass alternatives.
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56

1

1

1

1
D

RECOMMENDATIONS
• If the Upgrade Existing US 70 Alternative is constructed, efforts should be made
to ensure continued access to local residences and businesses, and especially to
those neighborhoods and businesses with single access points at US 70. In
addition, local officials indicated their desire that US 70 should remain open
during construction of the Upgrade Existing US 70 Alternative, should it be
chosen, to ensure continued emergency vehicle access.
• Efforts should be made to minimize the visual and aesthetic impacts of STIP
Project R-1015 in accordance with NCDOT policies.
• NCDOT may want to consider, in accordance with their policies, coordination
with local officials and businesses to utilize landscaping to enhance community
character and appearance.
• STIP Project R-1015 is proposed to be a limited access facility and is not
conducive to accommodating bicycle or pedestrian facilities. The Down East
RPO draft bicycle plan, however, includes bicycle facilities along US 70, Lake
Road and NC 101, which would intersect with the proposed bypass. The
Havelock Comprehensive Transportation / Land Use Plan includes bicycle
facilities along US 70, Lake Road, NC 101, Greenfield Heights Boulevard, Sunset
Drive, Hickman Hill Road, and the North Carolina Railroad corridor (south of
Lake Road), and sidewalk facilities along US 70, NC 101, Greenfield Heights
Boulevard, and the North Carolina Railroad corridor (south of Lake Road).
NCDOT should coordinate with the NCDOT Bicycle and Pedestrian Division
regarding design accommodations on adjacent roads for bypass overpasses,
underpasses, and interchanges which would not preclude pedestrian or bicycle
facilities.
• The NCDOT project engineer should consider coordinating with the Public
Involvement and Community Studies Unit regarding additional public outreach
for special populations in the Direct Community Impact Area, in accordance with
NCDOT policies.
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57
' BIBLIOGRAPHY
' 2000 Highway Capacity Manual, Transportation Research Board, 2000 - Florida
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City of Havelock, Thoroughfare Plan for the City of Havelock, September 1993.
City of Havelock Website, http://www.cityofhavelock.com/.
City of Havelock, Zoning Ordinance of the City of Havelock, North Carolina.
' Craven County North Carolina, 1996 Land Use Plan Addendum, 1998, July 1999.
t Craven County, Flood Damage Prevention Ordinance, May 2004.
Craven County Website, http://www.cravencount..com/.
Dr. J.H. Carter and Associates, Inc., Red-Cockaded Woodpecker Assessment for US 70
' Bypass (R-1015), Craven County, North Carolina, April, 1996.
Dr. J.H. Carter and Associates, Inc., Addendum to Red-Cockaded Woodpecker
' Assessment for US 70 Bypass (R-1015) Craven County North Carolina, September,
1996.
' Eastern Carolina Council, Down East RPO Draft Bicycle Routes Map, May 2005.
' Environmental Services, Inc., Final Natural Resources Technical Report, May 2007.
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Bypass, September, 1995.
' Environmental Services, Inc., Supplemental Memorandum to the Natural Systems Report
- Proposed US 70 Havelock Bypass, January, 1997.
' Holland Consulting Planners, Inc., City of Havelock 1996 Land Use Plan Update, July
1996.
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' Holland Consulting Planners, Inc., City of Havelock North Carolina 1996 Land Use Plan
' Addendum, 1998 Executive Summary, March 1999.
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' Use Plan, October 2004.
Kimley-Horn and Associates, Inc., Havelock Comprehensive Transportation / Land Use
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' Marine Corps Air Station Cherry Point, Zoning Ordinance and Amendments, April 2004.
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70 Proposed Havelock Bypass, Craven County, September, 1993.
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and Economic Effects of Transportation Projects, NCHRP Report 456, Washington,
D.C., 2001.
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Management, August 1, 2004.
North Carolina Department of Transportation, Environmental Assessment - US 70
Havelock Bypass (STIP Project R-1015), January 1998.
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Relocation Reports, US 70 Havelock Bypass in Craven County, January 2008.
North Carolina Employment Security Commission, www.ncesc.com, 1990 and 2000.
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Community Impact Assessment -July 15, 2008
North Carolina Department of Environment and Natural Resources (DENR), Neuse River
Basinwide Water Quality Plan, July 2002.
North Carolina Department of Environment and Natural Resources (DENR), Water
Supply Watersheds and 303d List of Impaired Water Bodies, available from
www.enr.state.nc.us.
North Carolina State Demographics, http://demo2.state.nc.us/, 2010, 2020 County and
State Population Data/Forecasts.
TGS Engineers, Environmental Assessment, US 70 Havelock Bypass, January 1998.
Town of Newport, Zoning Ordinance, October 1997.
United States Census Bureau, www.census.gov, 1990 and 2000.
United States Department of Agriculture, Forest Service Southern Region, Revised Land
and Resource Management Plan for the Croatan National Forest, December 2002.
United States Department of Agriculture, Soil Survey of Craven County, North Carolina,
as of 2005.
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Community Impact Assessment: A Quick Reference for Transportation, Washington
D.C., 1996, Publication No. FHWA-PD-96-036.
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http://www.nwi.fws.gov/index.htmi , accessed October, 2005.
United States National Forest Service, http://www.cs.unca.edu/nfsnc/, accessed July 14,
2008.
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