R-2597_R-204DE_Design_Options_Report

DESIGN OPTIONS REPORT
For
ADMINISTRATIVE ACTION
ENVIRONMENTAL DOCUMENT
US 221 from SR 1536 in Rutherford County
to US 221-NC 226 in McDowell County
TIP Project Numbers R-2597 and R-204 D&E
State Project Numbers 6.899002T and 6.879005T
US DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
AND
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
May 2004

Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
TABLE OF CONTENTS
1.0 DESIGN OPTIONS.................................................................................................... 1
1.1 INTRODUCTION.......................................................................................... 1
1.2 ALTERNATIVES TO THE PROPOSED ACTION ................................... 1
1.2.1 Preliminary Build Alternatives.......................................................... 1
1.2.1.1 Study Area Segments............................................................ 2
1.2.1.1.1 Segment A ................................................... 2
1.2.1.1.2 Segment A2................................................... 5
1.2.1.1.3 Segment B 1................................................... 5
1.2.1.1.4 Segment B2................................................... 6
1.2.1.1.5 Segment AB 1................................................ 6
1.2.1.1.6 Segment C 1................................................... 6
1.2.1.1.7 Segment C2................................................... 7
1.2.1.1.8 Segment D..................................................... 7
1.2.1.1.9 Segment E1................................................... 8
1.2.1.1.10 Segment E2................................................... 8
1.2.1.1.11 Segment F 1.................................................... 8
1.2.1.1.12 Segment F2.................................................... 9
1.2.1.1.13 Segment G1................................................... 9
1.2.1.1.14 Segment G2................................................... 9
1.2.1.1.15 Segment H...................................................
10
1.2.1.2 Design Criteria and Typical Sections .................................
10
1.3 "DO NOTHING" ALTERNATIVE............................................................
11
2.0 REFERENCES..........................................................................................................
12
TABLES
Table 1.1 Study Area Segments........................................................................................ 3
Table 1.2 Comparison of Study Area Segments.............................................................. 4
Table 1.3 Summary of Design Criteria.......................................................................... 11
FIGURES
Figure 1.1
Project Vicinity Map
Figure 1.2
Study Area Segments
Figure 1.3
Study Area Segment Alternatives
Figure 1.4
Typical Sections
May 2004
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Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
1.0 DESIGN OPTIONS
1.1 INTRODUCTION
The North Carolina Department of Transportation (NCDOT) is preparing an
environmental document in accordance with the requirements set forth in the National
Environmental Policy Act (NEPA) of 1969, as amended. This is an informational
document intended for use both by decision makers and the public. As such, it represents
a disclosure of relevant environmental information concerning the proposed action.
The content of this document conforms to the Council on Environmental Quality (CEQ)
guidelines, which provide direction regarding implementation of the procedural
provisions of NEPA, and the Federal Highway Administration (FHWA) Guidance for
Preparing and Processing Environmental and Section 4(f) Documents (Technical
Advisory T6640.8A, October 1987).
The NCDOT proposes to improve a 19-mile (30.5-kilometer) portion of existing US 221
from Old US 221 (SR 1536) in Rutherford County to US 221-NC 226 in McDowell
County (see Figure 1.1). The proposed improvements are included as two projects in the
2004-2010 NCDOT Transportation Improvement Program (TIP). TIP Project R 2597
extends from Old US 221 (SR 1536) to Goose Creek Road (SR 1153). TIP Project
R-204 D&E extends from Goose Creek Road (SR 1153) to US 221-NC 226. The
purpose of these projects is to improve the level of traffic service and increase safety
along the US 221 Intrastate Corridor.
These projects are following North Carolina's NEPA/ Section 404 Merger Agreement
process. The US Army Corps of Engineers (COE), FHWA, and NCDOT are the lead
agencies for these projects.
1.2 ALTERNATIVES TO THE PROPOSED ACTION
The alternatives considered for the project consist of the preliminary build alternatives
and the "do nothing" alternative.
1.2.1 Preliminary Build Alternatives
The development of preliminary alternatives commenced with the preparation of Land
Suitability Mapping (LSM) to determine constraints in the project study area. The
objective of the LSM was to facilitate conceptual layouts for the widening of US 221.
The development of preliminary alternatives was coordinated with federal and state
environmental regulatory and resource agencies in accordance with NEPA and
Section 404 of the Clean Water Act (CWA) agreement between the FHWA, COE, and
NCDOT.
May 2004
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Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
1.2.1.1 Study Area Segments
The project was divided into fifteen segments for evaluation purposes (see Figure 1.2).
These segments include east side or west side widening of the existing highway. Some of
these segments cover the same length along existing US 221 but include different
widening options (such as Segments A, B, C, E, F, and G). Some realignment is also
being considered to straighten the curves on US 221 between Thermal City and
Glenwood and near I-40. These study area segments are described below, summarized in
Table 1.1, and shown on Figures 1.3a-i. A comparison of the study area segments is
included in Table 1.2.
Four -lane divided sections are proposed for the project in order to improve the operating
conditions for through -moving traffic on this intrastate corridor. The proposed median
would also reduce the potential for turning accidents at driveways. A separate turn lane
would allow left turns or Uturns at designated intersections and median openings. A
46-foot (14-meter) median is generally proposed in rural areas with less development and
higher travel speeds. A 23-foot (7-meter) raised median is proposed to minimize
property impacts in areas with reduced travel speeds near Gilkey, the I-40 interchange,
and Marion. The proposed typical sections and design criteria are described in more
detail in Section 1.2.1.2 of this report.
The City of Marion and McDowell County officials and area citizens have commented
that they would prefer portions of five -lane sections along the proposed facility. The City
of Marion would prefer a five -lane section from Ashworth Road (SR 1168) to
US 221-NC 226 (along Segments E, F, G, and H). In addition, McDowell County
Emergency Management representatives would prefer a five -lane section to extend
southward from Ashworth Road to at least Mud Cut Road (SR 1135) (along Segment E)
to allow emergency vehicles to respond quicker by allowing left -turns at each road and
driveway. Some area citizens in Gilkey, Thermal City, and Glenwood prefer a five -lane
or a four -lane divided section with a narrow median to reduce property impacts.
However, the NCDOT would prefer to minimize the use of five -lane sections along
US 221. Research data concludes that median divided facilities improve travel speeds,
reduce congestion, and lower crash rates.
1.2.1.1.1 Segment Al
Segment Al begins at TIP Project R-2233 near Gilboa Church Road (SR 1532) and ends
south of Darlington Road (SR 1351), a length of approximately 2.2 miles (3.5 kilometers)
(see Figure 1.3a). This four -lane divided segment transitions from east side to west side
widening from its beginning point with TIP Project R 2233 near Gilboa Church Road
(SR 1532) to north of Gilboa Church Road (SR 1532) and continues widening on the
west side to south of Lane Road (SR 1376). From south of Lane Road (SR 1376) to
south of Darlington Road (SR 1351), this segment transitions back to east side widening
and the median width decreases from 46 feet (14 meters) to 23 feet (7 meters).
May 2004
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Table 1.1
Study Area Segments
Study Area
Location
Length
Typical Section Description
Alignment Description
Segment
mi (km)
Al
Gilboa Church Road (SR 1532) to south of
2.2
4-lane divided section
- Transition from east side to west side widening from TIP Project R-2233 near Gilboa Church Road
Darlington Rd (SR 1351)
(3.5)
(median width transitions from 46 ft to 23 ft)
(SR 1532) to north of Gilboa Church Rd (SR 1532)
- West side widening from north of Gilboa Church Rd (SR 1532) to south of Lane Rd (SR 1376)
- Transition from west side to east side widening from south of Lane Rd (SR 1376) to south of Darlington
Rd (SR 1351) and transition median width from 46 ft to 23 ft
A2
Old US 221 (SR 1536) to south of Darlington Rd
2.7
4-lane divided section
- East side widening from TIP Project R-2233 at Old US 221 to south of Darlington Rd (SR 1351)
(SR 1351)
(4.3)
(median width transitions from 46 ft to 23 ft)
- Transition median width from 46 ft to 23 ft from south of Lane Rd (SR 1376) to south of Darlington Rd
(SR 1351)
131
South of Darlington Rd (SR 1351) to north of
1.0
4-lane divided section
- West side widening from south of Darlington Rd (SR 1351) to north of the Gilkey School Rd (SR 1362)
Gilkey School Rd (SR 1362)
(1.6)
(23 ft median width)
northern intersection
132
South of Darlington Rd (SR 1351) to north of
1.0
4-lane divided section
- East side widening from south of Darlington Rd (SR 1351) to north of the Gilkey School Rd (SR 1362)
Gilkey School Rd (SR 1362)
(1.6)
(23 ft median width)
northern intersection
AB1
South of Gilboa Church Road (SR 1532) to north
1.2
4-lane divided section
- Alignment shifts west of existing US 221 near Gilboa Church Road (SR 1532) and follows new alignment
of Gilkey School Road (SR 1362)
(1.9)
(23 ft median width)
traveling west of the William Monteith House historic property
- Alignment crosses Darlington Road (SR 1351) and follows Sorrels Road (SR 1363) tying into existing
US 221 north of the Gilkey School Road (SR 1362) southern intersection
C1
North of Gilkey School Rd (SR 1362) to north of
3.9
4-lane divided section
- Transition from east side to west side widening from north of the Gilkey School Rd (SR 1362) northern
Coney Island Rd (SR 1501)
(6.3)
(median width transitions from 23 ft to 46 ft)
intersection to Catheys Creek and transition median width from 23 ft to 46 ft
- West side widening from Catheys Creek to south of the Coney Island Rd (SR 1501) northern intersection
- Transition from west side to east side widening at the Coney Island Rd (SR 1501) northern intersection
C2
North of Gilkey School Rd (SR 1362) to north of
3.9
4-lane divided section
- East side widening from north of Gilkey School Rd (SR 1362) to Catheys Creek and transition median
Coney Island Rd (SR 1501)
(6.3)
(median width transitions from 23 ft to 46 ft)
width from 23 ft to 46 ft
- East side widening from Catheys Creek to north of Coney Island Rd (SR 1501)
D
North of Coney Island Rd (SR 1501) to north of
5.6
4-lane divided section
- East side widening from north of Coney Island Rd (SR 1501) to north of Thermal City Rd (SR 1321)
Old US 221 (SR 1786)
(9.0)
(46 ft median width)
- Transition from east side to west side widening from north of Thermal City Rd (SR 1321) to Polly Spouts
Rd (SR 1781)
- West side widening from Polly Spouts Rd (SR 1781) to north of Old US 221 (SR 1786) with several curves
realigned to the west side in the vicinity of Vein Mountain and the Second Broad River
E1
North of Old US 221 (SR 1786) to north of
3.2
4-lane divided section
- West side widening from north of Old US 221 (SR 1786) to north of Ashworth Road (SR 1168) and
Ashworth Rd (SR 1168)
(5.1)
(median width transitions from 46 ft to 23 ft)
transition median width from 46 ft to 23 ft near Ashworth Road (SR 1168)
North of Old US 221 (SR 1786) to north of
3.2
4-lane divided section
- Transition from west side to east side widening from north of Old US 221(SR 1786) to north of Mud Cut
E2
Ashworth Rd (SR 1168)
(5.1)
(median width transitions from 46 ft to 23 ft)
Rd (SR 1135)
- East side widening from north of Mud Cut Rd (SR 1135) to north of Ashworth Road (SR 1168) and
transition median width from 46 ft to 23 ft near Ashworth Road (SR 1168)
F1
North of Ashworth Rd (SR 1168) to south of 1-40
0.7
4-lane divided section
- West side widening from north of Ashworth Rd (SR 1168) to south of 1-40
(1.1)
(23 ft median width)
F2
North of Ashworth Rd (SR 1168) to south of 1-40
0.7
4-lane divided section
- East side widening from north of Ashworth Rd (SR 1168) to south of 1-40
(1.1)
(23 ft median width)
Gl
South of 1-40 to north of 1-40
0.6
4-lane divided section
- West side widening from south of 1-40 to north of 1-40
(1.0)
(23 ft median width)
- Proposed bridge to be stage constructed
G2
South of 1-40 to north of 1-40
0.6
4-lane divided section
- Transition from east side to west side widening from south of 1-40 to north of 1-40
(1.0)
(23 ft median width)
- Proposed bridge to be stage constructed
H
North of 1-40 to US 221-NC 226
1.7
4-lane divided section
- West side widening from north of 1-40 to US 221-NC 226
(2.7)
(23 ft median width)

Table 1.2
Comparison of Study Area Segments
Study Area Segments
Al
A2
B1
B2
ABl
C1
C2
D
El
E2
F1
F2
GI
G2
H
PROJECT FACTORS
Length - miles (kilometers)
1.7 (2.7) /
0.5 (0.8)
2.7 (4.3)
0.65 (1.0) /
0.35 (0.6)
1.0 (1.6)
0.5 (0.8) /
0.7 (1.1)
3.9 (6.3)
3.9 (6.3)
5.6 (9.0)
3.2 (5.1)
3.2 (5.1)
0.7 (1.1)
0.7 (1.1)
0.6 (1.0)
0.6 (1.0)
1.7 (2.7)
Construction Cost (millions)
$8.5 /
$1.2
$10.4
$2.4 /
$1.75
$3.6
$1.65 /
$2.85
$14.4
$15.2
$68.7
$10.3
$10.7
$2.75
$3.1
$7.6
$7.5
$5.7
Number of Major Stream Crossing Structures
(Culverts and Bridges)
0/ 0
0
0/ 0
0
0/ 0
1
1
6
3
3
0
0
0
0
1
POTENTIAL RELOCATIONS
Residences
4/ 4
30
510
0
4/ 13
16
18
12
12
10
1
0
0
0
6
Businesses
0/ 1
7
1/ 1
2
1/ 0
3
3
l
4
6
1
2
1
1
1
Churches
0/ 0
0
1/ 0
0
0/ 0
0
0
0
0
1
0
1
0
0
0
Cemeteries
0/ 0
1
0/ 0
0
0/ 0
0
0
0
0
0
0
0
0
0
0
CULTURAL RESOURCE FACTORS
Known Archaeological Sites Affected
* / *
*
* / *
*
* / *
*
*
*
1
1
0
0
0
0
0
Historic Properties Affected
0/ 0
0
1/ 0
0
0/ 0
0
0
1
0
0
0
0
0
0
0
NATURAL RESOURCE FACTORS
Stream Crossings
2/ 1
3
2/ 0
2
2/ 0
5
5
13
7
7
0
0
0
0
3
Length of Impacted Streams - feet (meters) **
2,528 (771) /
208 (63)
1,428
(435)
524 (160) /
0 (0)
566
(173)
511 (156) /
0 (0)
3,134
(955)
2,386
(727)
3,268
(996)
1,038
(316)
1,731
(528)
225
(69)
0
0
0
230
(70)
Area of Impacted Wetlands - acres (hectares)
0/ 0
0
0/ 0
0
0/ 0
0
0
0
0
0
0
0
0
0
0
Area of Affected 100-year Floodplain - acres (hectares)
0/0
0
0/0
0
0/0
0.6 (0.2)
0.4 (0.2)
14.3 (5.8)
2.4 (1.0)
3.5 (1.4)
0
0
0
0
0
Notes: * Archaeological surveys have been conducted only in the TIP Project R-204 D&E project area. Surveys in the TIP Project R-2597 project area are anticipated to be completed in 2004.
* * Length of impacted stream includes stream crossings, pipe extensions, as well as length of stream within the slope stake (construction) limits.
Due to potential impacts to the William Monteith House historic property and a lumber mill along Segment B, Segment AB was developed. This necessitated a redesign of portions of Segments Al and BL
To determine impacts, Segments Al and B1 have been divided to show areas unchanged by the redesign and areas that were modified to prepare Segment AB 1. Segment AB is divided into the portion modified from Al
and that modified from B1, respectively.
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Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
Segment Al crosses three unnamed tributaries to Mountain Creek and impacts
2,736 linear feet (834 meters) of stream channel. This segment is estimated to cost
$9.7 million for construction. Segment Al is estimated to relocate eight residences and
one business. No known archaeological or historic architectural resources are located
along this segment.
1.2.1.1.2 Segment A2
Segment A2 is similar to Segment Al, beginning at Old US 221 (SR 1536) and ending
south of Darlington Road (SR 1351) (see Figure 1.3b). Its length is approximately
2.7 miles (4.3 kilometers). This four -lane divided segment widens on the east side for its
entire length. From south of Lane Road (SR 1376) to south of Darlington Road
(SR 1351), the median width decreases from 46 feet (14 meters) to 23 feet (7 meters).
Segment A2 crosses three unnamed tributaries to Mountain Creek and impacts
1,428 linear feet (435 meters) of stream channel. This segment is estimated to cost
$10.4 million for construction. Segment A2 is estimated to relocate 30 residences, seven
businesses, and one cemetery. No known archaeological or historic architectural
resources are located along this segment.
1.2.1.1.3 Segment B 1
Segment B1 begins south of Darlington Road (SR 1351) and ends north of Gilkey School
Road (SR 1362), a length of approximately 1.0 mile (1.6 kilometers) (see Figure 1.3a).
West side widening is proposed for this segment, as a four -lane divided section with a
median width of 23 feet (7 meters).
Segment Bl crosses two unnamed tributaries to Catheys Creek and impacts 524 linear
feet (160 meters) of stream channel. This segment is estimated to cost $4.15 million for
construction. Segment Bl is estimated to relocate five residences, two businesses, and
one church. No known archaeological resources are located along this segment. The
widening of Segment Bl on the west side would impact the William Monteith House
historic property located on the west side of US 221, north of Darlington Road
(SR 1351). Segment B1 was developed in an effort to avoid substantial impacts to the
Gilkey Lumber Company, located on the east side of US 221, north of Darlington Road
(SR 1351). The Gilkey Lumber Company has indicated that if US 221 was widened on
the east side, they would lose one air-dry shed, 60% of their log yard, and the
re -circulating pond that supports the log yard. The Gilkey Lumber Company indicated
that these losses would put them out of business, impacting 60 employees, their families,
and approximately 48 loggers who employ two to eight man crews, which supply the
lumber company with its inventory (refer to letter in the Appendix). The narrower
median is proposed in this area to minimize impacts to adjacent properties within the
Gilkey community. The existing speed limit and proposed design speed are reduced in
this area.
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Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
1.2.1.1.4 Segment B2
Segment B2 is similar to Segment 131, beginning south of Darlington Road (SR 1351)
and ending north of Gilkey School Road (SR 1362), a length of approximately 1.0 mile
(1.6 kilometers) (see Figure 1.3b). East side widening is proposed for this segment, as a
four -lane divided section with a median width of 23 feet (7 meters).
Segment B2 crosses two unnamed tributaries to Catheys Creek and impacts 566 linear
feet (173 meters) of stream channel. This segment is estimated to cost $3.6 million for
construction. Segment B2 is estimated to relocate two businesses. No known
archaeological resources are located along this segment. Segment B2 widens on the east
side to avoid potential impacts to the William Monteith House historic property located
on the west side of US 221, north of Darlington Road (SR 1351). However, widening on
the east side would have substantial impacts to the Gilkey Lumber Company, previously
described under Segment B 1. The narrower median is proposed in this area to minimize
impacts to adjacent properties within the Gilkey community. The existing speed limit
and proposed design speed are reduced in this area.
1.2.1.1.5 Segment AB1
Segment AB1 begins south of Gilboa Church Road (SR 1532) and ends north of Gilkey
School Road (SR 1362), a length of approximately 1.2 miles (1.9 kilometers) (see
Figure 1.3a). This four -lane divided segment shifts west of existing US 221 near Gilboa
Church Road (SR 1352) and follows a new alignment traveling west of the William
Monteith House historic property, located on the west side of US 221, north of
Darlington Road (SR 1351). Segment AB1 crosses Darlington Road (SR 1351) and
follows Sorrels Road (SR 1363) as it ties into existing US 221 north of the Gilkey School
Road (SR 1362) southern intersection. This four -lane divided segment includes a 23-foot
(7-meter) median.
Segment AB 1 crosses two unnamed tributaries to Mountain Creek and impacts 511 linear
feet (156 meters) of stream channel. This segment is estimated to cost $4.5 million for
construction. Segment AB 1 is estimated to relocate 17 residences and one business. No
known archaeological resources are located along this segment. Segment AB 1 follows a
new alignment west of the current US 221 to avoid potential impacts to the William
Monteith House historic property located on the west side of the roadway, north of
Darlington Road (SR 1351). The narrower median is proposed in this area to minimize
impacts to adjacent properties within the Gilkey community. The existing speed limit
and proposed design speed are reduced in this area.
1.2.1.1.6 Segment C1
Segment C1 begins north of Gilkey School Road (SR 1362) and ends north of Coney
Island Road (SR 1501), a length of approximately 3.9 miles (6.3 kilometers) (see
Figure 1.3c). This four -lane divided segment transitions to west side widening from its
beginning point to Catheys Creek and the median width increases from 23 feet (7 meters)
to 46 feet (14 meters). Segment C1 continues widening on the west side to south of
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Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
Coney Island Road (SR 1501). From south of Coney Island Road (SR 1501) to north of
Coney Island Road (SR 1501), this segment transitions back to east side widening.
Segment C 1 crosses five streams, including Catheys Creek, one unnamed tributary to
Catheys Creek, one unnamed tributary to Cherry Creek, and two unnamed tributaries to
Second Broad River. It impacts 3,134 linear feet (955 meters) of stream channel and is
estimated to cost $14.4 million for construction. Segment C1 is estimated to relocate
16 residences and three businesses. No known archaeological or historic architectural
resources are located along this segment. A number of utility conflicts are anticipated
along this segment in the vicinity of Crutchfield Road (SR 1323) due to a cellular phone
tower and a telephone switching station.
1.2.1.1.7 Segment C2
Segment C2 is similar to Segment Cl, beginning north of Gilkey School Road (SR 1362)
and ending north of Coney Island Road (SR 1501) (see Figure 1.3d). Its length is
approximately 3.9 miles (6.3 kilometers). This four -lane divided segment widens on the
east side for its entire length. From north of Gilkey School Road (SR 1362) to Catheys
Creek, the median width increases from 23 feet (7 meters) to 46 feet (14 meters).
Segment C2 crosses five streams, including Catheys Creek, one unnamed tributary to
Catheys Creek, one unnamed tributary to Cherry Creek, and two unnamed tributaries to
Second Broad River. It impacts 2,386 linear feet (727 meters) of stream channel and is
estimated to cost $15.2 million for construction. Segment C2 is estimated to relocate
18 residences and three businesses. No known archaeological or historic architectural
resources are located along this segment. A number of utility conflicts are anticipated
along this segment in the vicinity of Crutchfield Road (SR 1323) due to a cellular phone
tower and a telephone switching station.
1.2.1.1.8 Segment D
Segment D begins north of Coney Island Road (SR 1501) and ends north of Old US 221
(SR 1786), a length of approximately 5.6 miles (9.0 kilometers) (see Figures 1.3e and f).
The segment is a four -lane divided section with a median width of 46 feet (14 meters). It
widens on the east side from north of Coney Island Road (SR 1501) to north of Thermal
City Road (SR 1321). From north of Thermal City Road (SR 1321) to Polly Spouts Road
(SR 1781), this segment transitions to west side widening. It continues to widen on the
west side from Polly Spouts Road (SR 1781) to north of Old US 221 (SR 1786).
Segment D crosses 13 streams, including Stoney Creek, ten unnamed tributaries to
Second Broad River, Rockhouse Creek, and Scrub Grass Branch. It impacts 3,268 linear
feet (996 meters) of stream channel and is estimated to cost $68.7 million for
construction. Segment D is estimated to relocate 12 residences and one business. No
known archaeological resources are located along this segment. Segment D includes east
side widening through Thermal City to avoid potential impacts to the Albert Weaver
Farm historic property located on the west side of US 221 at Thermal City Road
(SR 1321). In the vicinity of Vein Mountain and the Second Broad River, this segment
transitions between east and west side widening to realign several curves while
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Design Options Report
US 221 Improvements, TIP Projects R-2597 and R-204 D&E
minimizing impacts to the adjacent communities. A number of utility conflicts are
anticipated along this segment in the vicinity of Thermal City, Vein Mountain, and
Glenwood due to potential impacts to high tension transmission lines located along
US 221. In addition, there is a substation adjacent to US 221 across from the Albert
Weaver Farm.
1.2.1.1.9 Segment E1
Segment E1 begins north of Old US 221 (SR 1786) and ends north of Ashworth Road
(SR 1168), a length of approximately 3.2 miles (5.1 kilometers) (see Figure 1.3f). This
four -lane divided segment widens on the west side for its entire length. Near Ashworth
Road (SR 1168), the median width decreases from 46 feet (14 meters) to 23 feet
(7 meters).
Segment E1 crosses seven streams, including one unnamed tributary to Second Broad
River, two unnamed tributaries to Stanfords Creek, Goose Creek, one unnamed tributary
to Goose Creek, one unnamed tributary to North Muddy Creek, and North Muddy Creek.
It impacts 1,038 linear feet (316 meters) of stream channel and is estimated to cost
$10.3 million for construction. Segment El is estimated to relocate 12 residences and
four businesses. An archaeological site is located on the west side of US 221 near North
Muddy Creek. No historic architectural resources are located along this segment.
1.2.1.1.10 Segment E2
Segment E2 is similar to Segment E1 beginning north of Old US 221 (SR 1786) and
ending north of Ashworth Road (SR 1168) (see Figure 1.3g). Its length is approximately
3.2 miles (5.1 kilometers). This four -lane divided segment transitions to east side
widening from north of Old US 221 (SR 1786) to north of Mud Cut Road (SR 1135) and
continues widening on the east side through Glenwood to north of Ashworth Road
(SR 1168). Near Ashworth Road (SR 1168), the median width decreases from 46 feet
(14 meters) to 23 feet (7 meters).
Segment E2 crosses seven streams, including one unnamed tributary to Second Broad
River, two unnamed tributaries to Stanfords Creek, Goose Creek, one unnamed tributary
to Goose Creek, one unnamed tributary to North Muddy Creek, and North Muddy Creek.
It impacts 1,731 linear feet (528 meters) of stream channel and is estimated to cost
$10.7 million for construction. Segment E2 is estimated to relocate 10 residences, six
businesses, and one church. An archaeological site is located on the west side of US 221
near North Muddy Creek. No historic architectural resources are located along this
segment.
1.2.1.1.11 Segment F 1
Segment F 1 begins north of Ashworth Road (SR 1168) and ends south of the I-40
interchange, a length of approximately 0.7 miles (1.1 kilometers) (see Figure 1.3h). This
four -lane divided segment widens on the west side for its entire length and includes a
23-foot (7-meter) median.
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Segment F 1 does not cross any streams. However, 225 linear feet (69 meters) of one
stream is impacted by the segment. This segment is estimated to cost $2.75 million for
construction. Segment Fl is estimated to relocate one residence and one business. No
known archaeological resources are located along this segment. Segment F 1 includes
west side widening with a 23-foot (7-meter) median in this area to minimize potential
impacts to adjacent properties in the vicinity of the I-40 interchange, including the
B.G. Hensley House historic property located on the east side of US 221 near Old US 221
(SR 1786). The existing speed limit and proposed design speed are reduced in this area.
1.2.1.1.12 Segment F2
Segment F2 is similar to Segment F 1, beginning north of Ashworth Road (SR 1168) and
ending south of the I-40 interchange, a length of approximately 0.7 miles (1.1 kilometers)
(see Figure 1.3 i). This four -lane divided segment widens on the east side for its entire
length and includes a 23-foot (7-meter) median.
Segment F2 does not involve any stream crossings. This segment is estimated to cost
$3.1 million for construction. Segment F2 is estimated to relocate two businesses, one
church, and no residences. No known archaeological resources are located along this
segment. Segment F2 includes a 23-foot (7-meter) median in this area to minimize
potential impacts to adjacent properties in the vicinity of the I-40 interchange, including
the B.G. Hensley House historic property located on the east side of US 221 near Old
US 221 (SR 1786). The existing speed limit and proposed design speed are reduced in
this area.
1.2.1.1.13 Segment G1
Segment G1 begins south of the I-40 interchange and ends north of the I-40 interchange,
a length of approximately 0.6 miles (1.0 kilometer) (see Figure 1.3h). This four -lane
divided segment widens on the west side for its entire length. The bridge over I-40 is
proposed to be stage constructed and would require some realignment of the interchange
ramps.
Segment G1 does not involve any stream crossings. This segment is estimated to cost
$7.6 million for construction. Segment G1 is estimated to relocate one business. No
known archaeological or historic architectural resources are located along this segment.
Segment G1 includes a 23-foot (7-meter) median in this area to minimize impacts in the
vicinity of the I-40 interchange. In addition, some type of control of access is typically
provided approximately 1,000 feet (304.8 meters) on either side of the interchange,
usually by providing a median with no median crossovers. The existing speed limit and
proposed design speed are reduced in this area.
1.2.1.1.14 Segment G2
Segment G2 is similar to Segment G1 beginning south of the I-40 interchange and ending
north of the I-40 interchange (see Figure 1.3i). Its length is approximately 0.6 miles
(1.0 kilometer). This four -lane divided segment transitions from east side to west side
widening from south of I 40 to north of I 40. The bridge over 1-40 is proposed to be
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stage constructed and would require some realignment of the interchange ramps. The
segment has a 23-foot (7-meter) median.
Segment G2 does not involve any stream crossings. This segment is estimated to cost
$7.5 million for construction. Segment G2 is estimated to relocate one business. No
known archaeological or historic architectural resources are located along this segment.
Segment G1 includes a 23-foot (7-meter) median in this area to minimize impacts in the
vicinity of the I-40 interchange. In addition, some type of control of access is typically
provided approximately 1,000 feet (304.8 meters) on either side of the interchange,
usually by providing a median with no median crossovers. The existing speed limit and
proposed design speed are reduced in this area.
1.2.1.1.15 Segment H
Segment H begins north of the I-40 interchange and ends at US 221-NC 226 in Marion, a
length of approximately 1.7 miles (2.7 kilometers) (see Figure 1.3h). This four -lane
divided segment widens on the west side for its entire length and includes a 23-foot
(7-meter) median.
Segment H crosses three unnamed tributaries to Youngs Fork. It impacts 230 linear feet
(70 meters) of stream channel and is estimated to cost $5.7 million for construction.
Segment H is estimated to relocate six residences and one business. No known
archaeological or historic architectural resources are located along this segment.
1.2.1.2 Design Criteria and Typical Sections
Table 1.3 presents a summary of the roadway design criteria used to develop the
proposed preliminary alternatives. These criteria are based on the project's function,
classification, and design speed and guided by the standards of the American Association
of State Highway and Transportation Officials (AASHTO).
The proposed improvements consist of widening US 221 from a two-lane roadway to a
four -lane divided roadway. The study will evaluate widening to the east side and west
side of the existing highway and straightening the curves on US 221 between Thermal
City and Glenwood and near I-40. Several proposed typical sections have been identified
for further study. These include a four -lane divided segment utilizing shoulder, curb and
gutter, or expressway gutter. Figures 1.4a and 1.4b present the typical mainline
cross -sections for the four -lane divided and four -lane divided with raised median
sections, respectively. As shown on Figure 1.4a, two 12-foot (3.6-meter) wide lanes are
proposed for each direction of travel, separated by a 46-foot (14-meter) median. The
four -lane divided typical section with raised median shown on Figure 1.4b also includes
two 12-foot (3.6-meter) wide lanes for each direction of travel, separated by a 23-foot
(7-meter) raised median.
The total right of way is proposed to be a minimum of 200 feet (60 meters). Figure 1.4c
includes typical sections for the proposed bridge over I-40 and proposed ramps.
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Table 1.3
Summary of Design Criteria
Design Control
Unit
US 221
-L-
US 221
Gilkey &
Marion areas
US 221
Thermal City
area
US 221
I-40 area
Ramps
Classification
rural arterial
rural arterial
rural arterial
rural arterial
rural arterial
Terrain Type
mountainous
mountainous
mountainous
mountainous
mountainous
Design Speed
mph
(km/hr)
60 (100)
50 (80)
60 (100)
50 (80)
50 (80)
Proposed Right -of -Way
Width
ft (m)
200 - 250
(60 - 75)
200 - 250
(60 - 75)
200 - 250
(60 - 75)
200 - 250
(60 - 75)
75 (22.5)
outside
Control of Access
partial
partial
partial
partial
full
Typical Section Type
4-lane
divided*
4-lane divided
4-lane
divided*
4-lane divided
1-lane*
Lane Width
ft (m)
12(3.6)
12(3.6)
12(3.6)
12(3.6)
16(4.8)
Median Width
ft (m)
46 (14)
23 (7) raised
46 (14)
23 (7) raised
n/a
Shoulder Width (total)
Median
ft (m)
6 (1.8)
n/a
6 (1.8)
n/a
12(3.6)
inside
Outside w/o Guardrail
ft (m)
10 (3)
10 (3)
10 (3)
10 (3)
14(4.2)
Outside w/ Guardrail
ft (m)
13 (4)
14(4.2)
13 (4)
14(4.2)
17(5.2)
Paved Shoulder
Outside Total/FDPS**
ft (m)
4 (1.2)
n/a
4 (1.2)
n/a
4 (1.2)
Median Total/FDPS**
ft (m)
2(0.6)
n/a
2(0.6)
n/a
4 (1.2)
inside
Typical Section Figure
Figure 1.4a
Figure 1.4b
Figure 1.4a
Figure 1.4c
Figure 1.4c
Notes: * Areas will be considered for expressway gutter
** FDPS represents full depth paved shoulder
1.3 "DO NOTHING" ALTERNATIVE
The "do nothing" alternative was considered during project development. Although this
alternative would avoid the limited adverse environmental impacts that are anticipated as
a result of the project, there would be no positive effect on the traffic capacity and safety
of the highway. In fact, the "do nothing" alternative presents negative impacts to future
traffic operations in the area. Enhanced safety and greater traffic carrying capacity are
needed along this facility. For this reason, the "do nothing" alternative is not
recommended.
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2.0 REFERENCES
American Association of State Highway and Transportation Officials. 2001. A Policy
on Geometric Design of Highways and Streets. Fourth Edition.
Federal Highway Administration. October 1987. Guidance for Preparing and Processing
Environmental and Section 4(f) Documents. Technical Advisory T6640.8A.
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