Technical report for the town of Shallotte transportation plan, North Carolina

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North Carolina Department of Transportation
Office of Planning & Environmental
Statewide Planning Branch
Technical Report
for the
SHALLOTTE, NORTH CAROLINA
Town of Shallotte
Transportation Plan
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RALB6N
2002
Technical Report
for the
Town of Shallotte
Transportation Plan
Prepared by the
Statewide Planning Branch
North Carolina Department of Transportation
In Cooperation with
The Town of Shallotte
The Federal Highway Administration
U.S. Department of Transportation
February 11,2002
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Daniel L.Tn^asvPt E.
Unit Head, Statewide Planning Branch
Persons Responsible for this Report:
Project Engineer:
Engineering Technician
Urban Planning Engineer, Unit A:
Group Manager of Statewide Planning Branch:
Manager of Statewide Planning Branch:
Kimberly Drew Hinton
Reuben Crummy,
Bob Stewart
Daniel L. Thomas, P.E.
Mike Bruff, P.E.
A. Blake Norwood, P.E.
ACKNOWLEDGEMENTS
Town of Shallotte
Board of Aldermen
Mayor Carson H. Durham III
Mayor Pro-Temp Clyde R. Babson
James E. Roach
Sara McCullough
John J. Twomey
Buddy Kelly
Town Administrator Thurston Chad Howell, Tim Owens
y
This report is dedicated to Rick Blackwood, my supervisor and most of all my friend. Thank you for all
your encouragement. Thank you for your time, your patience, and your smile. I think about you a lot even
today of the friend and supervisor of yesterday. You will forever be in my heart.
Kimberly Hinton
~\
Table of Contents
TABLE OF CONTENTS I
EXECUTIVE SUMMARY 1
Highlights of the 1999 study update Plan 1
CHAPTER 1 THOROUGHFARE PLAN RECOMMENDATIONS 5
The Objective 5
Thoroughfare Plan Recommendations 5
Major Thoroughfare System. 5
US 17 and US 17 Bypass 6
US 17 Business (Main Street) 6
NC 130 (Whiteville Road and Holden Beach Road) 6
Route Designation Change 6
Future Route Designation Change 7
NC 130 Improvement 7
TIP #U-3462 Recommendation 7
Other Recommendations 7
NC 179 (Village Road and Brick Landing Road) 7
Future Route Designation Change 7
SR 1134 (Gray Bridge Road) and Proposed Relocations 8
SR 1136 (Red Bug Road) 8
SR 1145 (Village Point Road) 8
SR 1154 (Hale Swamp Road) 8
SR 1163 (Georgetown Road Extension) 8
SR 1173 (Sellers Road) 9
SR 1184 (Ocean Isle Beach Road) 9
Shallotte Parkway (Ocean Isle Beach Road Proposed Extension) 9
SR 1320 (McMiley Road) And Extension 9
Priorities 9
Minor Thoroughfare System 9
Purpose and Need Statements 15
NC 179 Extension. 15
Shallotte Parkway 16
US 17 -NCI30 Connector 17
Gray Bridge Road Extension SRI134. 17
Public Involvement 18
CHAPTER 2 IMPLEMENTATION OF THE THOROUGHFARE PLAN 19
State-Municipal Adoption of the Thoroughfare Plan 19
Subdivision Controls 19
Land Use Controls 19
Zoning Ordinances 19
Official Maps 20
Development Reviews 21
Funding Sources 22
Capital Improvements Program 22
Transportation Improvement Program 22
Industrial Access Funds 23
Small Urban Funds 23
The North Carolina Highway Trust Fund Law 23
CHAPTER 3 EXISTING AND PROJECTED CONDITIONS 25
Factors Affecting Transportation 25
Population 25
Economy 27
Environmental Concerns 27
Heritage 28
Historic Sites 28
Park Properties 28
Endangered Species 29
Occurrences 29
Water Quality 29
Wetlands 29
Fish Nursery Areas 30
High Quality Water 30
National Wetlands Inventory 30
Pollution Concerns 30
Superrund 30
Pollution Discharge 31
Transportation 31
Traffic 31
Capacity, Width, and Alignment Deficiencies 31
High Frequency Accident Profile 33
High Frequency Accident Profile 34
Bridge Replacement Program 34
Functionally Obsolete 35
Structurally Deficient 35
CHAPTER 4 TRAVEL MODEL ANALYSIS . 51
Present Travel 51
Trip Generation 51
Trip Productions 52
Trip Attractions 53
External and Through Trips 53
Trip Distribution 54
Future Travel 54
CHAPTER 5 BICYCLE AND PEDESTRIAN ELEMENTS 63
Goals 63
Collect & Analyze Data 63
Plan Development 63
List of Tables
Table 1 Population & Projections 26
Table 2 Population to Vehicle Registration Comparison 26
Table 3 Minimum Levels of Service for Roads and Highways 32
Table 4 Minimum Tolerable Lane Widths 33
Table 5 High Frequency Accident Profile 34
Table 6 Functionally Obsolete Bridges 35
Table 7 Structurally Deficient Bridges 36
Table 8 Sidewalk Routes 64
Table 9 Bicycle Routes 64
u
List of Figures
Figure 1 Geographical Location 3
Figure 2 2001 Shallotte Urban Area Thoroughfere Plan 13
Figure 3 Heritage Map 37
Figure 4 Water Quality Concerns 39
Figure 5 Pollution Concerns 41
Figure 6 1999 Capacity Deficiency Map 43
Figure 7 2025 Capacity Deficiency Map 45
Figure 8 Existing & Projected AADT Map 47
Figure 9 Bridge Deficiency Map 49
Figure 10 1994 Shallotte Urban Area Throughfare Plan Map 55
Figure 1 1 Planning Area & Zone Map 57
Figure 12 Traffic Count Station Map 59
Figure 13 1999 Existing Street System 61
Figure 14 Sidewalk Plan Map 65
Figure 15 Bicycle Plan Map 67
Appendices
Appendix A Shallotte Street Inventory
Appendix B Typical Cross Sections
Appendix C Travel Model Data
Appendix D Level of Service
Appendix E Environmental Listings
Appendix F Urban Thoroughfare Planning Principles
Appendix G Subdivision Ordinances & Design Standards.
ENDNOTES
HI
IV
Executive Summary
The Town of Shallotte located in southwestern Brunswick County was incorporated in
1899 and named for the Shallotte River on which it is located as shown in Figure 1
Geographical Location. The Town is centered at the intersection ofUS 17, NC 179 and
NC 130, just minutes away from the North Carolina Coast. Being only 33 feet above sea
level, the topography ofthe area is typical for a coastal community, very flat and sandy.
Its economic base was once derived primarily oftourism and retirees. However this is
not the case today.
The Town of Shallotte has developed into Brunswick County's "Central Business
District." It is no longer a sleepy small urban town. Large commercial development has
moved into the neighborhood. These businesses are attracting consumers in and around
the county from Bolivia to Holden Beach, Sunset Beach and Calabash.
The last plan was completed in October 1996. The 1996 plan consists ofa compilation of
thoroughfares and does not address any other modes oftransportation. This 1999 study
update ofthe 1996 plan is based on transportation modeling software, Tranplan.
Tranplan requires more technical data. This 1999 study update does contain a
bicycle/pedestrian element as part ofthe transportation plan. The 1999 study update has a
2025 future design year.
Highlights of the 1999 study update Plan
Endorsement ofAll Transportation Improvement Program (TIP) Projects:
1) U-3462, Smith Avenue, Realign Intersection with NC 130, expanding terminus to US
1 7 Bypass that would include widening the entire Smith Avenue corridor
2) U-3463, NC 179 Extension. This extension would eliminate a bottleneck on Main
Street where NC 130, NC 179, and US 17 Business come together.
3) U-3473, Shallotte Parkway, SR 1184 Ocean Isle Beach Road Extension. This
extension will form a northern loop facility to improve access to Ocean Isle Beach
from the north, and it will promote residential and commercial growth in the area.
4) Bailey Street Extension will provide better circulation around the CBD and promote
new business growth along the US 17 Bypass corridor.
5) CBD Arterial will provide better circulation in the northern CBD and along Main
Street (US 17 Business).
The North Carolina Department ofTransportation and the Town of Shallotte are jointly
responsible for the proposed thoroughfare improvements. Cooperation between the State
and local governmental unit is ofprimary concern. Ifright-of-ways are not protected
through local ordinances for new roadway improvements, construction may prove to be
cost prohibitive. Prior to construction of specific projects, a more detailed study may
need to be required to reconsider development trends and to determine specific locations
and design requirements.
The Town of Shallotte mutually adopted the plan on February 6, 2001 and the NCDOT
Board ofTransportation on March 16, 2001. The Brunswick County Commissioners
mutually adopted the 2001 Brunswick County Thoroughfare plan on October 1, 2001 and
the NCDOT Board ofTransportation on November 8, 2001. The Brunswick County
Thoroughfare plan incorporates the Shallotte Urban Area Thoroughfare plan. It is the
responsibility ofthe local government body to implement the plan following the
guidelines set forth in Chapter 2 Implementation of the Thoroughfare Plan.
Geographical Location for the
Shallotte Urban Area
State of
North Carolina
Brunswick
County
Holder, -*.
Beach '"-,
Cherry Grove Beach
-v^'-^^Ocean Drive Beach
•descent Beach
FIGURE 1
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Chapter 1
Thoroughfare Plan Recommendations
The Objective
The primary objective ofa thoroughfare plan is to eliminate existing and projected
system deficiencies that cause traffic congestion. The recommended plan sets forth a
system ofthoroughfares to serve the anticipated traffic and land development needs for
the Shallotte area. The planning methodology enables identification ofdeficiencies in the
existing system, allowing compilation of a list ofneeded improvements. The
recommended plan presents an analysis and makes recommendations based on the ability
ofthe existing street system to serve present and future travel desires as the area
continues to grow.
Thoroughfare Plan Recommendations
The process of developing, testing and evaluating alternate plans involved several
considerations. These included identified deficiencies, environmental impacts, existing
and anticipated land development, and travel services. Aerial photography, topographic
mapping, field reconnaissance and discussion with local staf£ officials, and interested
local citizens provided additional basis for identifying and evaluating alternate
alignments. The following recommended plan is shown graphically in Figure 2 2001
Shallotte Urban Area Thoroughfare Plan.
The thoroughfares will be grouped into three categories major, minor and local collector
streets. Appendix A Shallotte Street Inventory in the lavender pages ofthis report
contains a detailed listing ofall thoroughfares on the Plan including: street name,
reference points, existing roadway and right-of-way widths, capacities, present and future
traffic volumes, and recommended design year cross sections and right-of-ways. It
would be helpful to the reader to refer to Appendix A Shallotte Street Inventory while
reading the following sections.
Major Thoroughfare System
The major thoroughfares are the principal traffic carriers ofthe urban area. Their
function is to move intra-urban and inter-urban traffic. The streets, which comprise the
major thoroughfare system, may also serve as access to abutting property; however, their
primary function is to carry traffic. Too much access decreases the travel speed along the
thoroughfare and causes "bottlenecks" which necessitates the need for traffic signals and
hence reducing capacity. The end result is reduction in capacity ofthe facility.
The following is a listing/description ofthe streets that compose the major thoroughfare
system on the Thoroughfare Plan.
US 17 and US 17 Bypass
US 17 is a major intrastate route which travels from the Virginia State line along
North Carolina's coastal region to the South Carolina State line. This route carries
mostly through traffic in the Shallotte planning area. It is anticipated that both
ends ofUS 17 that connect the controlled access bypass will need to be widened
to six (6) lanes by the design year. This need stems from the facility not being
controlled access and the number of local trips combined with the through trips.
This need for six (6) lanes would diminish if the Brunswick County's long range
project the 1-74 corridor is built.
US 17 Business (Main Street)
This is the primary artery through the central business district (CBD) of Shallotte.
NC 130 and NC 179, two beach tourist corridors, at present intersect this facility.
Portions are already over capacity on a daily basis. Another factor that
contributes to the over capacity of Main Street is the large amount ofdriveways
and the widths ofthose driveways ranging from 15 feet to 287 feet.
1 During the
summer months the level of service completely deteriorates most all of every day.
If key elements of the thoroughfare plan are not implemented traffic volumes will
approach the necessity of seven lanes. Due to the lack ofright-of-way and the
close proximity of strip development along this corridor widening ofthis
magnitude would be cost prohibitive. The section from Cheers Street westward to
US 17 Bypass will still need to be unproved to five lanes, but there is sufficient
right-of-way except 0.5 miles from Cheers Street to Village Road.
NC 130 (Whiteville Road and Holden Beach Road)
This is a northwest - southeast radial route that carries a lot ofbeach traffic and
runs completely through the planning area. NC 130 at present runs concurrent
with US 17 Business (Main Street) for approximately 1.4 miles through the
Central Business District (CBD) of Shallotte. Main Street is very congested for
this very reason. See US 17 Business for more information on Main Street. NC
130 turns southernly at Shallotte 's busiest intersection.
This intersection is impacted and now home to the Shallotte Crossing Shopping
Center. This 290,000 square feet total retail area will bring ~1 7,000 additional
vehicle trips per day to this area." In addition the Shallotte Crossing Shopping
Center lies directly in the path ofTIP project #U-3462. This direct impact to the
proposed corridor is the sole reason for alignment and design changes to the
project.
Route Designation Change
With the construction ofTIP project #U-3462 NC 130 should be rerouted. As
you are traveling southbound from the north planning boundary, NC 130 would
turn onto US 17 Bypass north, make a right onto SR 1357 Smith Avenue, cross
US 17 Business, then proceed on new location TIP project around shopping
center, then tie back into NC 130 (Holden Beach Road).
Future Route Designation Change
Ultimately with the building ofthe Shallotte's Thoroughfare Plan NC 130 should
again be rerouted. The thoroughfare plan's Shallotte Parkway extends from US
17 Bypass at Ocean Isle Beach Road continues in a semi-circular crossing NC
130 (This portion is included in the TIP as unfunded project #U-3473.) then back
to US 17 Bypass at Smith Avenue. (See Shallotte Parkway.) The future rerouting
ofNC 130 would start at Smith Avenue then continue along the Shallotte
Parkway until it ties back into NC 130 (Whiteville Road).
NC 130 Improvement
Five lanes is recommended from the north planning area boundary (NPAB) to US
17 Business at NC 179 and from US 17 Business at the Wal-Mart to the south
planning area boundary (SPAB).
TIP #U-3462 Recommendation
TIP #U-3462 should include a five (5) lane improvement the entire length of SR
1357 (Smith Avenue) with a signal at the US 17 Bypass in anticipation ofthe
increase in traffic due to the rerouting ofNC 130.
Other Recommendations
To reduce the amount ofthrough traffic on US 17 Business for Holden Beach
bound travelers a quick and easy temporary solution would be bigger signage
designating alternate routes. Larger and more signs could be placed along US 17
Southbound to indicate Holden Beach via SR 1 130 (Mount Pisgah Road), and SR
1 136 (Red Bug Road). A large sign on US 17 southbound after the NC 21
1
intersection could indicate Holden Beach NEXT THREE LEFTS, for example.
NC 179 (Village Road and Brick Landing Road)
This is a heavily used radial that carries a lot of beach traffic to and from the
south. It currently intersects with US 17 Business and NC 130 in the middle of
Shallotte's busy business district.
Future Route Designation Change
It is recommended that NC 179 be relocated onto Old Georgetown Road once the
final link is completed as proposed in the Brunswick County Thoroughfare plan
map dated May 15, 2001. The final link of Old Georgetown Road is currently
funded as TIP project # U-3432. This would provide a more direct route from
Calabash to Shallotte and keep through travelers out ofthe congested beach areas
of Sunset Beach and Ocean Isle Beach.
NC 179 should then be extended on new location from Hale Swamp Road (SR
1154) to intersect US 17 Business approximately 1.4 miles west ofthe current
intersection as shown in Figure 2. This is currently unfunded in the TIP as
project #U-3463. A new Bailey Street extension is also planned to intersect at
this new location which will allow NC 179 traffic easy access to US 17 Bypass. It
is also recommended that the new location be a two lane facility built on four
lanes ofright ofway. This would help to offset the cost ofthe project. Ifthis
new location is not built then the existing section ofNC 179 would need to be
widened to five lanes from US 17 Business south to Village Point Road (SR
1 145). The rerouting of Old Georgetown Road to NC 179 will bring more
congestion to this corridor.
SR 1134 (Gray Bridge Road) and Proposed Relocations
This is a major radial route from the south planning area that carries a mixture of
local traffic and beach bound traffic. It parallels NC 130 and could serve as a
good alternate route to the beaches if the relocations are built at each terminus and
improvements are made to a local road that intersects at SR 1 132 (Shell Point
Road) outside the planning area. The Brunswick County Thoroughfare plan does
recommend these improvements.
SR 1136 (Red Bug Road)
This is major thoroughfare that serves as a connector from US 17 Business to NC
130 and facilitates movement of beach traffic.
SR 1145 (Village Point Road)
A major radial that serves as a residential access facility for development along
the Shallotte River.
SR 1154 (Hale Swamp Road)
This facility is a parallel north-south radial to NC 179 that facilitates traffic from
the Ocean Isle Beach and Sunset Beach areas. This facility should be widened to
three lanes and relocated east ofthe airport runway. The Ocean Isle Beach
Airport has plans to extend its runway that could extend across Hale Swamp
Road.
SR 1163 (Georgetown Road Extension)
A new parallel route to NC 179 that will facilitate movement oftraffic along the
beach corridor. This project is programmed for construction as TIP project #U-
3432. Once the final link is constructed NC 179 should be relocated onto Old
Georgetown Road. See NC 179 for more information.
SR 1173 (Sellers Road)
Sellers Road is a heavily used cut through route. Traffic exiting US 17 Business
bound for NC 179 south keeps this area congested. Three lanes are
recommended. See also SR 1234 in minor thoroughfare section.
SR 1184 (Ocean Isle Beach Road)
This is a main access route from US 17 and NC 130 to Ocean Isle Beach.
Shallotte Parkway (Ocean Isle Beach Road Proposed Extension)
The proposed extension will form part of a loop across the northern part ofthe
planning area and facilitate east-west movement in that area and provide better
access to Ocean Isle Beach from the north.
SR 1320 (McMiley Road) And Extension
Part of a northern loop facility that will facilitate east-west traffic flow and open
up land for development.
Priorities
1
)
Endorsement ofTEP# U-3462, Smith Avenue, to include improvements of a five lane
widening along Smith Avenue to the intersection ofUS 17 Bypass without further
delays.
2) Fund TIP# U-3463, NC 179 new location extension, from Hale Swamp Road, SR
1 154, intersecting with US 17 Business. This extension would eliminate a bottleneck
on Main Street where NC 130, NC 179, and US 17 Business come together. See the
purpose & need for this project.
3) Fund TIP# U-3473, Shallotte Parkway, from Ocean Isle Beach Road, SR 1 184, to
NCI30 including new location extension that would tie back into Smith Avenue at
the US 17 Bypass. This extension will form a northern loop facility to improve
access to Ocean Isle Beach from the north, and it will promote residential and
commercial growth in the area. See the purpose & need for this project.
4) Endorsement ofTIP# U-3432, extension of Georgetown Road, from Ocean Isle
BeachRoad(SR 1184)toNC 179.
Minor Thoroughfare System
The minor thoroughfare system serves the function of collecting local traffic from
residential, commercial or industrial type areas and distributing it to the major
thoroughfare system They also may supplement the major thoroughfare system by
carrying minor through traffic movements. Due to the land access type function, minor
thoroughfares cannot accommodate large volumes oftraffic. They are more of a
collector-distributor system for the major thoroughfares.
9
.
The following is a listing/description ofthe streets that compose the minor thoroughfare
system on the Thoroughfare Plan. Appendix A Shallotte Street Inventory has a more
specific listing of each facility if more technical information is desired.
SR 1132 (SheU Point Road)
A designated minor thoroughfare serving mostly local residential traffic. Cross
section is adequate.
SR 1191 (Copas Road)
Residential access collector route.
SR 1234 (Sellers Road) and Extension
This is a minor cut through route from US 17 Business to NC 179. The extension
is located behind Shallotte Middle School. This would help relieve school traffic.
See also SR 1 173 in major thoroughfare section.
SR 1316 (Old Shallotte Road)
This is a minor east-west radial thoroughfare.
SR 1345 (Royal Oak Road)
This is a minor radial collector.
SR 1348 (Mulberry Road) and Extension
A minor loop facility in the northern planning area that will promote growth and
facilitate future east-west movement.
SR 1349 (Bridgers Road and Shallotte Avenue)
Minor thoroughfare which serves local traffic.
Commerce Street
This is an access facility for existing and future development between US 17
Bypass and US 17 Business.
Northern Central Business District Loop
The Northern Central Business District (CBD) Loop would be mainly a new
facility using some portions of existing streets. Those streets that make up the
Northern CBD Loop are the Bailey Street Extension, Bailey Street and Northside
Drive.
The Northern CBD Loop partners with the Southern CBD Arterial A new parallel
facility north ofUS 17 Business to help relieve congestion through the Business
District. Without construction ofthis facility it is estimated that US 17 Business
will have to be widened to five and seven lanes.
10
^mmm
Bailey Street Extension
The land between US 17 Bypass and US 17 Business is a projected high
growth area for commercial development. This facility will serve as an
access to that development and as a service road for US 17 Bypass. A
recent field inspection after the Thoroughfare Plan was adopted indicated
that Bailey Street and Northside Drive do not intersect at SR 1357 (Smith
Street) as the base mapping indicates. Therefore, a new alignment is
recommended from Smith Street at Northside Drive where Bailey Street is
shown on the Thoroughfare Plan Map. Bailey Street will not be a
thoroughfare.
Northside Drive
This is an access facility for existing and future development between US
17 Bypass and US 17 Business.
New Britton Road and Extension
A minor loop facility placed in the northern planning area that will promote
growth and facilitate future east-west movement. This will help balance the high
traffic areas by disbursing the commercial zoning in a productive corridor.
Pender Road and Extension
Local residential collector is located behind the Shallotte Middle School. This
would help with the school traffic.
Southern Central Business District Arterial
A new parallel facility south ofUS 17 Business which will help relieve
congestion through the Business District. This facility partners with the Northern
CBD Loop. Without construction ofthis facility it is estimated that US 17
Business will have to be widened to five and seven lanes.
Town Street
This is a new facility that would circulate traffic within the CBD by using the
Town Hall parking lot. The town collector street would extend from Mulberry
Street to White Street.
11
12
MAJOR THOROUGHFARE
MINOR THOROUGHFARE
SHALLOTTE
URBAN AREA
LEGEND
EXISTING PROPOSED
M
JANUARY 10, 2001
ADOPTED 3Y:
TOWN OF SHALLOTTE
PUBLIC FORUM
PUBLIC HEARING
Recommended Approval
BY STATEWIDE PLANNING BRANCH
NORTH CAROLINA DEPARTMENT
OF TRANSPORTATION
SMtfiAIY 6,2001
OCTOBB 26.2000
3ECEMBH !», 2000
FBtUAT' tt,«M
M**CH '6, 20C1
NORTH CAROLINA
WMto ar
STATSWfOg ftANNIWO BRANCH
IN COOKKATWM WItH 1W
U S DfiPAKTMBMt C? TRANSFCIflXTfON
mwSwl miwway adm.inisiha.tion
>rwn 4000 6000 aooo 10000
ion- Map Dote
Mdren 22, 2000
FIGURE 2
12
SHALLOTTE
URBAN AREA
THOROUGHFARE PLAN
LEGEND
EXISTING PROPOSED
MAJOR THOROUGHFARE
MINOR THOROUGHFARE
JANUARY 10, 2001
ADOPTED BY:
TOWN OF SHALLOTTT;
puauc FORUM
PUBLIC HEARING
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NORTH CAROLINA
STATSWIDB BANNING BR»NCH
See Brunswick County Thoroughfare Plan far rural arsas.
2000 iqflq M00 MM jOOOO
FIGURE 2
Purpose and Need Statements
The purpose and need statement for a project clearly defines the need that exists in the
area and the purpose the solution will serve. The statements that follow provide a
planning level purpose and need based on systems level analysis that has occurred during
development ofthis transportation plan and the public involvement process associated
with it. Once thoroughfare projects move into the project planning stage, a more detailed
project level purpose and need statement may need to be developed.
The purpose and need statements contained in this section are for thefour unfunded new
location major thoroughfare projects in the urban area. Each purpose and need statement
is written as a stand-alone summary. Therefore there may be some repetition oftopics
within the project statements.
NC 179 Extension
Project Information:
This project is the Shallotte Urban Area's number one unfunded project. The NC 179
corridor is the fastest growing residential area in the town plus it flows directly into the
congested central business district (CBD). There is no other access points available to
take you around the CBD.
Project Location:
This project would begin at the intersection ofNC 179 and Hale Swamp Road (SR 1 154)
then tie into US 17 Business in the vicinity ofthe Shallotte District Park.
Project Recommendation:
This corridor is one mile in length. The project recommendation for this corridor is a
four-lane parkway facility with limited controlled access.
Capacity:
Projected year traffic (2025) is 23,500 vpd.
System Linkage:
This extension ofNC 179 will provide a closer and more direct link to US 17 Business
and US 17 Bypass. It is also recommended that NC 179 from Calabash to the beginning
ofthis extension be relocated onto Old Georgetown Road once the final link of Old
Georgetown Road is completed. Old Georgetown Road is currently listed in the TIP as
project U-3432. The re-designation is in mutual agreement with the 2001 Brunswick
County Thoroughfare plan. This would provide a more direct route from Calabash to
Shallotte and keep through travelers out ofthe congested beach areas of Sunset Beach
and Ocean Isle Beach.
Safety Issues:
NC 179 extension would reduce the amount oftraffic on the existing portion especially in
the school area. The level of service would then be reduced.
Relationship to Other Plans:
The proposed functional classification ofNC 179 extension is as a major collector in the
Functional Classification System (FC). FC is the process by which streets and highways
15
are grouped into classes, or systems, according to the character of service they are
intended to provide. FC is used for assessing the extent, conditions, and performance of
the highway system; as a planning tool for needs assessments; for apportionment of
funds; and to establish jurisdictional responsibility.
Shallotte Parkway
Project Information:
This project is another TIP identified unfunded project TIP#U-3473 in the Shallotte Urban Area.
Project Location:
The Shallotte Parkway would extend north from US 1 7 Bypass at Ocean Isle Beach Road
crossing NC 130. (This part is 2.8 miles in length and is presently included in the TIP.) It would
continue northeast and tie back into US 17 Bypass at Smith Avenue. The second part is two (2)
miles in length and not presently included in the TIP.
Project Recommendation:
The project recommendation for this corridor is a parkway facility with turn bays. It could
initially be a two-lane facility built on four lanes of right of way to offset the cost of the project.
Traffic volumes will start to near capacity towards the end of the design year for a two lane
facility. Right of way costs for this popular beach/retirement/golf community would also
increase.
Social Demands/Economic Development:
The proposed extension will form part of a loop across the northern part of the planning area and
facilitate east-west movement in that area and provide better access to the beaches from the north.
Capacity:
Projected year traffic (2025) is approximately 20,000 vehicles per day.
System Linkage:
Route Designation Change
With the completed construction of Smith Avenue extension (TIP project #U-3462) NC 130
should be rerouted. Beginning in the north urban area, NC 130, Whiteville Road, would turn onto
US 17 Bypass north and run concurrently. It would then turn right onto Smith Avenue, SR 1357,
cross US 17 Business, proceed around shopping center, then tie back into NC 130, Holden Beach
Road.
Future Route Designation Change:
Ultimately with the construction of the completed Shallotte Parkway, NC 130 should again be
rerouted. The Shallotte Parkway would extend north from US 17 Bypass at Ocean Isle Beach
Road crossing NC 130. (This portion is included in the TIP as unfunded project #U-3473.) It
would continue northeast to tie back into US 17 Bypass at Smith Avenue. The future rerouting of
NC 130 would start at NC 130, Whiteville Road, then continue along the Shallotte Parkway until
it ties back into Smith Avenue.
Safety Issues:
Shallotte Parkway would help movements in and around the urban area. It would help some of
the Main Street congestion. Main Street has projected volumes of 39,000 vehicles per day.
Relationship to Other Plans:
The Division of Bicycle and Pedestrian Transportation has recommended that bicycle
accommodations be provided along Ocean Isle Beach Road. It is expected to be used in the
future rerouting of a portion of the "Ports of Call" bicycle route in the area.
16
US 17 - NC 130 Connector
Project Information:
This project is a new location project that originated out of a 2001 Brunswick County
Thoroughfare public forum.
Project Location:
This project begins on NC 130 Holden Beach Road approximately 1000 feet north of SR
1 132 Civietown Road. The terminus is on US 17 approximately one mile east of SR
1345 Royal Oaks Road.
Project Recommendation:
The project recommendation for this corridor is a three-lane facility. This project would
provide a route to Holden Beach.
Transportation Demand:
It would reduce the congestion on NC 130 north ofthe project beginning. There are also
rural routes, SR 1 130 and SR 1 1 15, which are cut-through routes for a small number of
travelers aware ofthese corridors. One ofthese routes could be upgraded by a major
widening, but would be three or four times longer and would impact the social
environment. The connector would negate upgrading one ofthese cut through routes.
Capacity:
Projected year traffic (2025) is 10,300 vpd.
System Linkage:
This connector would provide a more direct route to Holden Beach for travelers
approaching from the northeast. It would also allow through travelers to get around the
Town of Shallotte. US 17 is a major thoroughfare and connects the Shallotte Urban area
to two large metropolitan areas. US 17 extends southerly to North Myrtle Beach, South
Carolina and northerly to Wilmington, North Carolina. Both cities are less than an hour
away.
Gray Bridge Road Extension SR 1134
Project Information:
This project is a long-range project for the Shallotte Urban area.
Project Location:
This project is a partial new location ofexisting Gray Bridge Road and a new location
extension ultimately to Holden Beach's mainland.
Project Recommendation:
The project recommendation for this corridor is a two-lane facility.
Transportation Demand:
NC 130 Holden Beach Road is the only link between the Town of Shallotte and the Town
ofHolden Beach. Traffic volumes are progressively increasing to the annual growth rate
of3.3% in the last 10 years.
Capacity:
2001 ADT is 6,000 vehicles per day (vpd). Projected year traffic (2025) is 15,000 vpd.
Safety Issues:
Gray Bridge Road extension would reduce traffic in the southern region ofNC 130 by
providing another route to the mainland ofHolden Beach.
17
Relationship to Other Plans:
The Gray Bridge Road extension is also included in the 2001 Brunswick County
Thoroughfare plan. The Brunswick County thoroughfare plan ties into the corridor at the
urban area boundary.
Public Involvement
Public involvement for the 1999 study included seven working meetings with the
thoroughfare plan committee. The committee worked diligently to produce a plan that
provided community cohesiveness, economic vitality, and reduction in traffic congestion.
The agenda subject of each meeting is listed below.
1) Initial Thoroughfare Plan Update
2) Thoroughfare Status Report
3) Data Collection Procedures
4) Smart Growth & Funding Presentation
5) Future Year Projections
6) Capacity Analysis
7) Recommended Plan
A public forum was conducted on October 26, 2000. A public hearing was held on
December 19, 2000 and the Board of Alderman adopted the plan on February 6, 2001.
18
Chapter 2
Implementation of the Thoroughfare Plan
Implementation is one ofthe most important aspects ofthe thoroughfare plan. Unless
implementation is an integral part ofthis process, the effort and expense associated with
developing the plan is lost. There are several tools available, but not limited to, assisting
the Town of Shallotte in the implementation ofthe thoroughfare plan. They are as
follows:
State-Municipal Adoption of the Thoroughfare Plan
The Town of Shallotte and the North Carolina Department ofTransportation have
mutually adopted the thoroughfare plan shown in Figure 2. The mutually approved plan
may now serve as a guide for the mutual development ofthe road and highway system
for the Town. The approval ofthe plan by the Town also enables standard road
regulations and land use controls to be used effectively in the implementation of this
plan. As part ofthe plan, the Town and Department ofTransportation shall reach
agreement on the responsibilities for existing and proposed streets and highways.
Facilities which are designated a State responsibility will be constructed and maintained
by the Division ofHighways. Facilities which are designated a municipal responsibility
will be constructed and maintained by the municipality.
Subdivision Controls
Subdivision regulations require every subdivider to submit to the Town Planning
Commission a plan of any proposed subdivision. It also requires that subdivisions be
constructed to certain standards. Through this process, it is possible to require the
subdivision streets to conform to the thoroughfare plan and to reserve or protect
necessary right-of-way for projected roads and highways that are to become a part ofthe
thoroughfare plan. The construction of subdivision streets to adequate standards reduces
maintenance costs and simplifies the transfer of streets to the State Highway System.
Appendix G Subdivision Ordinances & Design Standards outlines the recommended
subdivision design standards as they pertain to road construction.
Land Use Controls
Land use regulations are an important tool in that they regulate future land development
and minimize undesirable development along roads and highways. The land use
regulatory system can improve highway safety by requiring sufficient setbacks to provide
for adequate sight distances and by requiring off-street parking.
Zoning Ordinances
Zoning is probably the single most commonly used legal device available for
implementing a community's land-use plan. To paraphrase the U.S. Department of
Commerce 1924 Standard Zoning Enabling Act, on which most present-day legislation is
19
based, zoning may be defined as the division ofa municipality (or other governmental
unit) into districts, and the regulation within the districts of:
1. The height and bulk ofbuildings and other structures,
2. The area of a lot that may be occupied and the size ofrequired open spaces,
3. The density ofpopulation, and
4. The use ofbuildings and land for trade, industry, residence, or other purposes.
The characteristic feature ofthe zoning ordinance that distinguishes it from most other
regulations is that it differs from district to district, rather than being uniform throughout
a city. Thus, a given area might be restricted to single-family residential development
with minimum lot size requirements and setback provisions appropriate for development.
In other areas, commercial or industrial development might be permitted, and regulations
would be enacted to control such development. Building code provisions or sanitary
regulations, on the other hand, normally apply to all buildings in a certain category
regardless ofwhere they may be situated within a city.
The zoning ordinance does not regulate the design of streets, utility installation, the
reservation or dedication ofparks, street rights-of-way, school sites, and related matters.
These are controlled by subdivision regulations or possibly by use ofan official map.
The zoning ordinance should however, be carefully coordinated with these and other
control devices.
Official Maps
The roadway corridor official map (or official map) is a document, adopted by the
legislative body ofthe community that pinpoints and preserves the location ofproposed
streets against encroachment. In effect, the official map serves notice on developers that
the State or municipality intends to acquire certain specific property. The official map
serves as a positive influence for sound development by reserving sites for public
improvements in anticipation ofactual need.
The NCDOT position is that it will limit the use ofofficial maps to large scale, fully
access controlled facilities planned for rapidly developing areas outside of municipal
jurisdictions. For projects within municipal jurisdictions, official maps should be
prepared and adopted by the local government. Municipalities may adopt official maps
that extend beyond its extraterritorial jurisdiction with approval from the Board of
County Commissioners. It should be recognized that an official map places severe but
temporary restrictions on private property rights. These restrictions are in the form of a
prohibition, for up to three years, on the issuance ofbuilding permits or the approval of
subdivisions on property lying within an official map alignment. The three-year
reservation period begins with the request for development approval. This authority
should be used carefully and only in cases where less restrictive powers are found to be
ineffective.
Requests for NCDOT to prepare and adopt an official map should be directed to the
Manager ofthe Program Development Branch. For cities contemplating the adoption of
20
an official map, there are two ways in which the city may proceed. The first is to
consider the official map statute as a stand-alone authority and use it as the basis for local
adoption ofan official map. Alternatively, the second approach is to adopt a local
ordinance modeled after the statute, but modified to fit local circumstances and clarify the
statute. Regardless ofthe approach taken, several procedural steps will need to be
considered, such as establishing procedures for consideration of variance petitions.
Once the project has been selected and the alignment determined, maps must be prepared
that are suitable for filing with the County Register ofDeeds Office. The map should
show the proposed alignment in sufficient detail to identify the functional design and the
preliminary right-of-way boundaries. Since the purpose ofthe map is to show the effect
on properties along the project path, the existing property boundaries should be
identified. As an additional requirement, within one year ofthe adoption of an official
map, work must begin on an environmental impact study or preliminary engineering.
It is important to recognize the risks inherent in the adoption of an official map prior to
completing the environmental studies. Projects to be funded using any federal funds
require the unbiased evaluation ofalternate alignments. This means that other
alternatives will be studied and compared to the protected alignment.
The above information is only to serve as an introduction to official maps, and in no way
provides the information necessary to begin development of an official map. The
Program Development Branch ofthe North Carolina Department ofTransportation is
responsible for facilitating the adoption ofOfficial Street Maps. Cities considering
Official Street Map projects should contact this Branch for their "Guidelines for
Municipalities Considering Adoption ofRoadway Corridor Official Maps" 1
at:
The Program Development Branch
NC Department ofTransportation
1534 Mail Service Center
Raleigh, North Carolina 27699-1534
Development Reviews
Driveway access to a State-maintained street or highway is reviewed by the District
Engineer's office and by the Traffic Engineering and Safety Branch ofthe North Carolina
Department ofTransportation. In addition, any development expected to generate large
volumes oftraffic (e.g., shopping centers, fast food restaurants, or large industries) may
be comprehensively studied by staff from the Traffic Engineering and Safety Branch,
Statewide Planning Branch, and/or Roadway Design Unit ofNCDOT. Ifdone at an early
stage, it is often possible to significantly improve the development's accessibility while
preserving the integrity ofthe thoroughfare plan.
1 "Guidelines for Municipalities Considering Adoption of Roadway Corridor Official
Maps," prepared by NCDOT Program, Policy and Budget Branch.
21
Funding Sources
Capital Improvements Program
A capital improvement program makes it easier to build a planned thoroughfare
system. This capital improvement program consists oftwo lists ofprojects. The
first is a list ofhighway projects that are designated as a municipal responsibility
and are to be implemented with municipal funds. The second is a list of local
projects designated as state responsibility to be included in the Transportation
Improvement Program.
Transportation Improvement Program
North Carolina's Transportation Improvement Program (TIP) is a two year
process. It is a document that lists all major construction projects the Department
ofTransportation plans for the next seven years. Similar to local Capital
Improvement Program projects, TIP projects are matched with projected funding
sources. When the TIP is updated, completed projects are removed, existing
projects are evaluated, and new projects are added.
During biennial TIP public hearings, municipalities request projects to be
included in the TIP. A Board ofTransportation (BOT) member reviews all ofthe
project requests in a particular area, most commonly the division, ofthe state.
The BOT member for the Shallotte Urban Area is Mr. Lanny Wilson.
Based on the technical feasibility, need, and available funding, the Board
member, the Division Engineer, and NCDOT staff decides which projects will be
included in the TIP. In addition to highway construction and widening, TIP funds
are available for bridge replacement projects, highway safety projects, public
transportation projects, railroad projects, and bicycle projects. The Division
Engineer for the Shallotte Urban Area is Mr. H. Allen Pope, PE.
It is very important that the local area keep the BOT member informed ofthe
transportation needs in their area at all times. North Carolina's TIP process has
modified from an annual process to a two-year process in the year 2000. This
process extended the public comment period to one year. During this time local
areas need to lobby their assigned BOT member for their prospective projects.
Methods ofprocurement can be letters, meetings, and phone calls. Provide the
BOT member with a current transportation plan report ofyour prospective area,
any other traffic/land use plans or traffic analysis for your area, and a current list
oftransportation priorities.
There is a great need for transportation improvements and not enough funding to
fulfill all requests. The BOT member has the hard job of balancing all requests
using safety, need, federal and state significance, and funding.
22
Industrial Access Funds
If an industry wishes to develop property that does not have access to a state
maintained highway and certain economic conditions are met, then funds may be
made available for construction of an access road.
Small Urban Funds
Small Urban funds are annual discretionary funds made to municipalities with
qualifying projects. The maximum amount is $300,000 per year per project. A
town may have multiple projects. Requests for Small Urban Fund assistance
should be directed to the appropriate Board ofTransportation member and
Division Engineer.
The North Carolina Highway Trust Fund Law
The Highway Trust Fund Law was established in 1989 as a 13.5-year plan with four
major goals for North Carolina's roads and highways. These goals are:
1. To complete the remaining 2,768 km (1,716 mi.) of four lane construction on the
5800 km (3,600 mi.) North Carolina Intrastate System.
2. To construct a mukilane connector in Asheville and portions of multilane loops in
Charlotte, Durham, Greensboro, Raleigh, Wilmington, and Winston-Salem
3. To supplement the secondary roads appropriation in order to pave, by 1999, 16,100
km (10,000 mi.) ofunpaved secondary roads carrying 50 or more vehicles per day,
and all other unpaved secondary roads by 2006.
4. To supplement the Powell Bill Program.
In this 26-year planning period, Shallotte should look forward to the paving of most, if
not all, of its unpaved roads on the state maintained system in the planning area. Also,
there will be an increase in Shallotte's Powell Bill Funds ifthese newly paved roads are
in the Shallotte Corporate Limits.
For more information on the Highway Trust Fund Law, contact the Program
Development Branch ofthe North Carolina Department ofTransportation.
23
24
Chapter 3
Existing and Projected Conditions
Factors Affecting Transportation
Major factors influence the transportation needs and deficiencies of an area. These
factors include population, economy, environmental concerns and traffic. Examining
these factors help to explain historic travel patterns and project the groundwork for
thoroughfare planning.
In order to formulate an adequate future year thoroughfare plan, reliable forecasts of
future travel characteristics must be achieved. Population, vehicle usage trends, economy
and land use play a significant role in detennining the transportation needs ofthe area.
Additional items may include the effects of legal controls such as subdivision regulations
and zoning ordinances, the availability ofpublic utilities and the physical features ofthe
area.
The first step in the development ofthe thoroughfare plan is to define the planning period
and area. The planning period is usually 25 years. The base year for Shallotte is 1999
and the future design year is 2025. The planning area is typically where urbanization is
expected to occur during the planning period. The planning area is shown on Figure 11
Planning Area & Zone Map.
Population
Population is directly related to travel. The volume oftraffic on any given section of
roadway is closely related to the size and distribution ofthe population it serves.
Therefore the analysis ofpast trends helps one to estimate future travel patterns based on
population.
The Town of Shallotte has developed into Brunswick County's "Central Business
District." It is no longer a sleepy small urban town comprised mostly ofretirees and
tourism. The Town is centered at the intersection ofUS 17, NC 179 and NC 130, just
minutes away from the North Carolina Coast.
Although Shallotte 's composition is changing, still, much of Shallotte's travel originates
outside the immediate area. Population trends and projections can be used as good
indicators ofwhat to expect with traffic growth in the future.
Shallotte's population will steadily increase at a rate equivalent to Brunswick County but
almost twice that ofthe State. This would seem logical in that coastal regions attract high
tourist volumes and is also an attractive area for people locating after retirement.
The most important population estimate for development ofthe thoroughfare plan is that
ofthe planning area. Although the government census data is not available for the
transportation planning area, other methods ofestimation ofpopulation are available. For
25
the update ofthis study socio-economic data was taken. Socio-economic data is 100%
inventory ofall the homes and employees in the urban area. CHAPTER 4
Travel Model Analysis goes into more detail. Population trends for the Shallotte Urban
Area and Brunswick County are shown in Table 1. The population projection for future
year 2020 is from the Office of State Budget, Planning, and Management. Then trendline
analysis was used to estimate the future year 2025 except for the Shallotte Urban Area.
Population and Projections
Shallotte Brunswick North
Year Shallotte Urban Area County Carolina
1970 597 — 24223 5,084,411
1980 680 _ 35777 5,880,095
1990 1073 — 50985 6,632,448
1993 — 6017 — —
1994 1176 — — —
1999 — 10962 — —
2020 — 6800 102,626 8,784,259
2025 1944 27550 109,316 9,171,268
Table 1 Population & Projections
Similarly to population, vehicle registration helps to estimate future travel patterns. As
vehicle registration grows and the person per vehicle decreases, this indicates a highly
dependent vehicle area as shown in Table 2 Population to Vehicle Registration
Comparison. Information on vehicle registration provided the Division ofMotor
Vehicles is listed by county. Therefore Brunswick County information is used here to
make the comparison.111 The vehicle registration (taken from census data) projects future
year data using trendline analysis.
Year Vehicle Registration Brunswick
Population
Person/Vehicle
1970 11653 24223 2.08
1980 23419 35777 1.53
1990 38691 50985 1.32
2020 78664 102626 1.30
2025 85423 109316 1.28
Table 2 Population to Vehicle Registration Comparison
26
Brunswick County
Population to Vehicle Registration Comparison
Vehicle Registration Q Population
Economy
The Town of Shallotte's economic base was once derived primarily oftourism and
retirees. However this is not the case today. Large commercial development has moved
into the neighborhood. These businesses are attracting consumers in and around the
county from Bolivia to Holden Beach, Sunset Beach and Calabash.
Environmental Concerns
In recent years, environmental considerations associated with highway construction have
come to the forefront ofthe planning process. The evaluation ofenvironmental concerns
during a long-range transportation analysis is not only smart planning but shows
dedication to preserve the environment.
Legislation has been around for years. Starting with the National Environmental Policy
Act (NEPA) and continuing with TEA-21. However Section 102 ofthe NEPA act
requires the execution of an environmental impact statement (EIS) for road projects with
significant impact on the environment. Evaluation ofenvironmental concerns before and
during the perception ofroad projects in a long rang transportation study or otherwise
helps to minimize damage to the environment. Minimization is achieved through early
recognition of sensitive areas. Some ofthese areas included water quality, historic
properties, wildlife, and parks. This report provides an early evaluation ofrecorded
environmental concerns and is not meant to contain detail necessary ofan EIS.
In the 1994 thoroughfare planning study a very detailed preliminary analysis of
environmental concerns were researched. This updated 1999 study found no changes in
the information provided in the 1994 Shallotte Thoroughfare Plan report.
lv
Additional
information on Air Quality Discharge is included.
27
Heritage
The Webster dictionary defines "Heritage" as property inherited or tradition passed down
from proceeding generations. The use ofheritage to describe the concern in this section
is most appropriate. Heritage denotes a sense ofpride and protection, which is why the
following concerns are listed in the section. They are nationally Registered Historical
Structures, National Heritage occurrence sites, Natural areas and Land & Water
Conservation Fund areas.
Historic Sites
Historic sites and districts that are listed in the National Register ofHistoric places or are
significant as determined by the Department of Cultural Resources, Division ofArchives
and History were inventoried for the planning area. The federal government has issued
guidelines requiring State Transportation Departments to make special efforts to preserve
historic sites. In addition, the State ofNorth Carolina has issued its own guidelines for
the preservation of historic sites. These two pieces of legislation are described below:
National Historic Preservation Act - Section 106 ofthis act requires the Department of
Transportation to identify historic properties listed in the National Register ofHistoric
Places and properties eligible to be listed. The Department must consider the impact of
its road projects on these properties and consult with the Federal Advisory Council on
Historic Preservation.
NC General Statue 121- 12(a) - This statue requires the Department of Transportation to
identify historic properties listed on the National Register, but not necessarily those
eligible to be listed. The Department must consider impacts and consult with the North
Carolina Historical Commission, but it is not bound by their decision.
The Shallotte Urban Area boundary expanded during this study. Therefore the urban area
has one Nationally Registered Historical Landmark as shown in Figure 3.
T.B. McClintic Vessel - Tripp's Marina, Shallotte Point
Park Properties
The location ofpublicly owned land for use as public parks, recreation areas, or
wildlife/waterfowl refuges in Shallotte was investigated to determine the possible impacts
ofthe various projects studied. The federal government has issued guidelines through
Section 4(f) ofNEPA requiring State Transportation Departments to make special efforts
to preserve publicly owned lands used for recreational purposes. Minimal impacts will
occur to some ofthe conservation areas where a new road will cross at a perpendicular
angle or widening of an existing road that crosses the area.
A closer study should be done in regard to the local public properties prior to the
construction of any proposal.
28
Endangered Species
A goal in transportation planning is to have an environment where all may live and dwell
together in harmony. This does not only suggest people, but plants and animals as well.
The Threatened and Endangered Species Act of 1973 allows the U. S. Fish and Wildlife
Service to impose measures on the Department ofTransportation. These measures
mitigate the environmental impacts ofa highway project on endangered plants, animals,
and critical wildlife habitats. By locating rare species in the long range planning and
project planning stage, impacts can be avoided or minimized. A detailed field
investigation is therefore required prior to any construction^
There is an enormous listing ofNational Heritage Occurrences in the urban area.
National Heritage Occurrences is a listing ofrare species, natural communities, geologic
features, and special animal habitats. This information is complied from a variety of
sources, including field survey, museums, literature, and personal communications. This
listing of elements is maintained in the Biological and Conservation Database (BCD).
The Nature Conservancy developed the methodology to create the database and they
maintain it as well.™
Occurrences
There are a total of 30 species listed in the NC National Heritage Program. Federal and
State Law protect species listed as endangered, threatened, and special concern (state
law). There are 19 currently State listed endangered, threatened, and special concern
species out ofthe total 30 occurrences. A listing ofthe species is in Appendix E
Environmental Listings. Figure 3 shows the multitude of occurrences throughout the
urban area.
Water Quality
Wetlands
In general terms, wetlands are lands where saturation with water is the dominant factor in
determining the nature of soil development and the types ofplant and animal
communities living in the soil and on its surface. The single feature that most wetlands
share is soil or substrata that is at least periodically saturated with or covered by water.
Water creates severe physiological problems for all plants and animals except those that
are adapted for life in it or in saturated soil
Wetlands are crucial ecosystems in our environment. They help regulate and maintain
the hydrology ofour river, lakes, and streams by slowly storing and releasing
floodwaters. They help maintain the quality ofour water by storing nutrients, reducing
sediment loads, and reducing erosion. They are also critical to fish and wildlife
populations. Wetlands provide an important habitat for about one third ofthe plant and
animal species that are listed as endangered or threatened species. It is to no wonder why
the Shallotte Urban Area has such a large number of occurrences.
29
The Shallotte Urban Area has two rivers flowing through the area. The Shallotte River
flows right in the heart ofthe area while the Lockwood Folly River impacts the
northeastern part ofthe urban area.
Fish Nursery Areas
Brunswick County is part ofthe Coastal Area Management Act (CAMA). This act
requires a permit for all land development or land disturbing activities within designated
areas of environmental concern in the 20 coastal counties. This ofcourse impacts
development in the Shallotte Urban Area.
The Shallotte and Lockwood Folly rivers and its tributaries within the planning area are
designated as primary nursery areas where the initial post-larval and juvenile
development of young flnfish and crustaceans occurs as shown in Figure 4. These are
highly protected areas and should be treated with the most care.
High Quality Water
High Quality Water (HQW) is water considered as having excellent (high) water quality
or designated as an outstanding resource. Point and non-point source pollution
management strategies are applicable to these waters. Coastal HQW streams has a 1/2-
mile buffer generated. See Figure 4 for the HQW zones in the Shallotte Urban Area.™
National Wetlands Inventory
In 1974, the US Fish and Wildlife Service directed its Office ofBiological Services to
conduct an inventory ofthe nation's wetlands. This National Wetlands Inventory (NWI)
became operational in 1977. Wetland delineation depicted on maps was produced by
stereoscopically interpreting high altitude aerial photography. The National Wetlands
Inventory is shown in Figure 4 Water Quality Concerns.vm
Pollution Concerns
Superfund
The Comprehensive Environmental Response, Compensation, and Liability Act
(CERCLA), commonly known as Superfund, was enacted by Congress on December 11,
1980. This law created a tax on the chemical and petroleum industries and provided
broad Federal authority to respond directly to releases or threatened releases ofhazardous
substances that may endanger public health or the environment. Over five years, $1.6
billion was collected and the tax went to a trust fund for cleaning up abandoned or
uncontrolled hazardous waste sites. CERCLA:
• established prohibitions and requirements concerning closed and abandoned
hazardous waste sites;
• provided for liability ofpersons responsible for releases ofhazardous waste at these
sites; and
• established a trust fund to provide for cleanup when no responsible party could be
identified.
30
The law authorizes two kinds ofresponse actions:
• Short-term removals, where actions may be taken to address releases or threatened
releases requiring prompt response.
• Long-term remedial response actions, that permanently and significantly reduce the
dangers associated with releases or threats ofreleases of hazardous substances that
are serious, but not immediately life threatening. These actions can be conducted
only at sites listed on EPA's National Priorities List (NPL).
Pollution Discharge
The National Pollution Discharge Elimination System Sites (NPDES) are establishments
who have been given a permit to discharge wastewater into streams.
Ground water recharge/discharge sites are recorded sites where possible contamination
has occurred due to leaking storage tanks. The storage tanks may contain or have
contained some hazardous material such as petroleum products. Nine of these locations
appear in the planning area.
Air Quality Pollution sites are recorded sites where possible release ofcontamination into
the air has occurred.
Pollution concerns are shown in Figure 5 Pollution Concerns.
Transportation
Traffic
A comparison of 1988, 1994, 1998 and 1999 average annual daily traffic volumes
(AADT) on selected major roads and highways in the Shallotte Urban Area was analyzed
using trendlines as shown in Figure 8 Existing & Projected AADT Map. Also shown
are projections for the year 2025, assuming no changes to the existing street system are
made. These projections were based on model analysis of historical and anticipated
population and economic growth patterns and land use trends.
Capacity, Width, and Alignment Deficiencies
North Carolina's standard for highway construction calls for 1 1 foot lanes on all
highways with traffic volumes greater than 2000 ADT (average daily traffic) or design
speeds greater than 50 miles per hour. This includes all primary arterials. A minimum
lane width of9 feet can be tolerated on collector roads with an ADT of less than 400
vehicles per day. The minimum level of service for minor collector roads dictates a 40
mph design speed during peak traffic conditions.
Design requirements for thoroughfares vary according to the desired capacity and level of
service to be provided. Universal standards in the design ofthoroughfares are not
practical. Each road or highway section must be individually analyzed and its design
31
requirements determined by the amount and type ofprojected traffic, existing capacity,
desired level ofservice, and available right ofway.
The level of service is a function ofthe ease of movement experienced by motorists using
the facility. (See Appendix D Level of Service.) The ability ofa motorist to drive at a
desired speed is dependent upon many factors. Included are the physical design ofthe
road, the amount and character oftraffic control devices, the influence and character of
traffic generated by abutting property, and the imposed speed restrictions. The level of
service is generally indicated by the overall travel speed experienced by traffic.
Recommended minimum levels of service for roads and highways included in the
Shallotte Urban Area are given in the Table 3 below.
/Minimum Levels of Service for Roads and Highways
Facility
Overall Travel Speed
During Peak Travel Conditions
Major and Minor Arterials
Major Collector Roads
Minor Collector Roads
50-55 MPH
45-50 MPH
40 MPH
Table 3 Minimum Levels of Service for Roads and Highways
For driver convenience, ease of operations, and safety, it would be desirable to widen all
existing roads and highways to provide a minimum lane width of 12 feet. However,
when considering overall statewide needs and the available highway revenue, it is found
that these levels of improvement applied statewide would be impractical. Therefore, it is
necessary to establish minimum tolerable widths for existing roads with respect to traffic
demands that would be economically feasible. The widths used in determining the
existing lane deficiencies in the urban area are given in Table 4.
An analysis ofroads in the Shallotte Urban area was made to determine ifthe projected
traffic (year 2025) would exceed the practical capacity or the desired Level of Service
(LOS) ofthe system. See Appendix D Level of Service. The projected volumes are
shown in Figure 8. Comparing the projected traffic to available capacities or desirable
LOS, it was anticipated that the following roads will be experiencing capacity or LOS
related problems within the design period:
1. US 17 Business (Main Street)
2. US 17 from the Shallotte area to NC 21 1 in Supply
3. NC 130 from Shallotte to Holden Beach
4. NC 179 Village Point to Main Street
32
Minimum Tolerable Lone Widths (in feet)
Principal Minor
ADT Arterials Arterials Collectors
over 2000 11 11 11
400-2,000 — 10 10
100-400 ~ 10 9
below 100 — — 9
Table 4 Minimum Tolerable Lane Widths
There are a number of major roads in the urban area that have substandard widths. The
standards established in Table 4 were used in the analysis. The widths needed to bring
these roads up to standard are given as the recommended cross section in the Error!
Reference source not found.. Because ofthe substantial cost of upgrading all secondary
roads to standard, narrow widths may have to be tolerated until sufficient funds are
available for improvements.
High Frequency Accident Profile
Traffic accident statistics are often used as an indicator for locating congestion problems.
This data is reviewed to identify problem locations or deficiencies such as poor design,
inadequate signing, ineffective parking, or poor sight distance. Accident patterns
identified from analysis ofaccident data can lead to improvements that will reduce the
number ofaccidents.
The crash statistics have been generated and are available through North Carolina's Crash
Database. This database provides an inventory ofreported crashes on record that have
occurred within the State ofNorth Carolina.
The Equivalent Property Damage Only Index (EPDO) is used to account for the severity
ofcrashes. The EPDO Index gives injury crashes more weight than property damage
only crashes. The Severity ofCrashes is calculated by dividing the EPDO by the number
ofcrashes. In general, the higher the severity index the more severe the accident. The
severity index ranges from 0.0 to 20.0.
This profile contains data for traffic accidents reported for the time period from January
1, 1997 through December 31, 1999. Note that many traffic accidents do go unreported
for a variety ofreasons, and this simply provides a list of occurrences with 15 or more
reported accidents within 150 feet ofthe intersections.
33
High Frequency Accident Profile
in the Shallotte Urban Area
For the Reporting Period ofJanuary 1, 1997 through December 31, 1999
Number of Equivalent Property Severity of
Municipality
Intersection of Reported
Crashes
Damage Only
Index
the Reported
RoadA RoadB Crashes
SHALLOTTE US17 US17B 51 380.2 7.45
RURAL-BRUNSWICK US17 NC211 20 155 7.75
SHALLOTTE US17 SR1316 18 289.8 16.10
SHALLOTTE NC130 SRI 134 17 181.6 10.68
RURAL-BRUNSWICK NC130 SRI 130 17 68.8 4.05
SHALLOTTE NC130 MAIN 16 143.6 8.98
SHALLOTTE US17 NCI30 15 157.4 10.49
Table 5 High Frequency Accident Profile
Bridge Replacement Program
Bridges are a vital and unique element of a highway system. First, they represent the
highest unit investment ofall elements ofthe system. Second, any inadequacy or
deficiency in a bridge reduces the value ofthe total investment. Third, a bridge presents
the greatest opportunity ofall potential highway failures for disruption ofcommunity
welfare. Finally, and most importantly, a bridge represents the greatest opportunity ofall
highway failures for loss of life. For these reasons, it is imperative that bridges be
constructed to the same design standards as the system ofwhich they are a part.
Congress enacted the National Bridge Inspection Program Standards on April 27, 1971,
implementing the Federal Highway Act of 1968. These standards require that "all
structures defined as bridges located on any ofthe Federal-Aid Highway Systems be
inspected and the safe load carrying capacity computed at regular intervals, not to exceed
two years." A sufficiency index number has been calculated for each bridge to establish
eligibility and priority for replacement. The bridges with the highest priority are replaced
as Federal-Aid funds and State funds are made available.
The Bridge Replacement Program puts $110 Million per year on average into a special
fund for bridge replacement. The most critical bridges based on statewide needs are
selected into this program, thus establishing a priority. To be eligible for Federal Bridge
replacement funds, bridges must be classified as deficient with a sufficiency rating of less
than 50. To qualify for rehabilitation, the sufficiency rating must be less than 80.
The North Carolina DOT's Bridge Maintenance Unit, with assistance from various
consultants, inspects all bridges on the State Highway System. All bridges in Brunswick
County have been analyzed, rated, appraised, and inventoried, and the resulting data has
been reduced to a more readily useable form as a management tool.
34
A sufficiency rating was used in the analysis to determine the deficiency of each bridge.
The sufficiency rating is a method ofevaluating factors that determine whether a bridge
is sufficient to remain in service. Factors used include: structural adequacy and safety,
serviceability and functional obsolescence, essentiality for public use, type of structure,
and traffic safety features. The lesult ofthis method is a percentage in which 100 percent
represents an entirely sufficient bridge and zero percent represents an entirely insufficient
or deficient bridge.
Functionally Obsolete
Functionally Obsolete bridges can be narrow, have inadequate under-clearances, and
have insufficient load capacity. They also can be poorly aligned with the roadway and
can no longer adequately service today's traffic. Table 6 shows the functionally obsolete
bridges in the Shallotte Urban Area that has sufficiency ratings of 50 percent or less. See
Figure 9 Bridge Deficiency Map for the location ofthese bridges.
Functionally Obsolete Bridges in the Shallotte Urban Area
Bridge # Facility - Feature Suffiency Rating TIP
48 NC 1 30 - Shallotte River 55.0%
49 SR 1 1 1 5 - Brch. of Lockwood Folly 59.7%
57 NC 21 1 - Juniper Creek 61.1%
59 SR 1 1 1 5 - Brch. of Lockwood Folly 58.8%
64 SR 1 1 54 - Sauce Pan Creek 58.9%
76 NC 21 1 Beaver Dam Creek 55.5%
80 US 17 - Bishops Creek 72.0%
1 82 SR 1 1 84 - Branch of Shallotte River 60.7%
Total 8
Table 6 Functionally Obsolete Bridges
Structurally Deficient
Structurally Deficient bridges are bridges with insufficient load-carrying capacity. The
insufficient load capacity could be due to the original design or to deterioration.
Table 7 shows structurally deficient bridges with sufficiency ratings of 100 percent or
less. The locations ofthese bridges are also shown in Figure 9 Bridge Deficiency Map.
35
Structurally Deficient Bridges in Shallotte Urban Area
Bridge # Facility - Feature Suffiency Rating TIP
9 NC 130 -Bear Branch 4.0% B-4030
15 SR 1 164 - Calabash River 15.0%
16 NC 21 1 - Branch of Big Swamp 60.6%
19 US 17B- Shallotte River 41.0%
47 NC 21 1 - Branch of Juniper Crk. 18.2% B-4438
62 NC 21 1 - Royal Oak Swamp 4.0% B-2110
72 NC 179 - Sauce Pan Creek 7% B-4031
81 SR 1321 - Wet Ash Swamp 9% B-2924
87 SR 1300 - Wet Ash Swamp 37.6% B-2923
92 SR 1339 - Alligator Swamp 46.0%
100 SR 1342 - Juniper Creek 40.6% B-4439
163 SR 1349 - Mulberry Swamp 24.9% B-4440
207 SR1191 - Shallotte River 40.5%
Total 13 8
Table 7 Structurally Deficient Bridges
36
rtiage Concerns
Shallotte Urban Area
March 2001
Legend
ds (DOT 24k - no attributes)
/US 17
Hist. Struct-NR (Restricted-100k)
Nat. Heritage Occurence Sites (Restricted- 100k )
Land & Water Consv. Fund (100k)
Roads (100k TIGER w/ attributes)
Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
/ Hydro - Major Rivers/Streams (100k)
Li ¥ \
FIGURE 3
Structurally Deficient Bridges in Shallotte Urban Area
Bridge # Facility - Feature Suffiency Rating TIP
9 NC 130 -Bear Branch 4.0% B4030
15 SR 1 164 - Calabash River 15.0%
16 NC 21 1 - Branch of Big Swamp 60.6%
19 US 17B- Shallotte River 41.0%
47 NC 21 1 - Branch of Juniper Crk. 18.2% B-4438
62 NC 21 1 - Royal Oak Swamp 4.0% B-2110
72 NC 179 - Sauce Pan Creek 7% B-4031
81 SR 1321 - Wet Ash Swamp 9% B-2924
87 SR 1300 - Wet Ash Swamp 37.6% B-2923
92 SR 1339 - Alligator Swamp 46.0%
100 SR 1342 - Juniper Creek 40.6% B-4439
163 SR 1349 - Mulberry Swamp 24.9% B-4440
207 SR 1191 -Shallotte River 40.5%
Total 13 8
Table 7 Structurally Deficient Bridges
36
Hertiage Concerns
Shallotte Urban Area
March 2001
Legend
Roads (DOT 24k - no attributes)
/S/US17
# Hist. Struct -NR (Restricted-100k)
-fr Nat. Heritage Occurence Sites (Restricted- 100k)
Jig Land & Water Consv. Fund (100k) V Roads (100k TIGER w/ attributes)
Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
/\J Hydro - Major Rivers/Streams (100k)
N
W
FIGURE 3
8 Miles
Water Quality
Concerns
Shallotte Urban Area
March 2001
Legend
atl. Hwy. Sys. (Primary Roads)
NC
Roads (100k TIGER w/ attributes)
Hydro - Major Rivers/Streams (100k
Fish Nursery Areas (24k)
HQW Zones (100k)
NWI (poly-24k)
Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
FIGURE 4
Water Quality
Concerns
Shallotte Urban Area
March 2001
Legend
Natl. Hwy. Sys. (Primary Roads)
A/us VNC
Roads (100k TIGER w/ attributes)
'/\/ Hydro - Major Rivers/Streams (100k
Fish Nursery Areas (24k)
H HQW Zones (100k)
NWI (poly-24k)
r] Municipal Boundaries (24k)
"'] Hydro - Major Water Bodies (100k)
N
W
FIGURE 4
8 Miles
\ (
^J\j\y^\°\I ution Concerns
Shallotte Urban Area
March 2001
LEGEND
NPDES - Point Source Dischargers (24k)
Superfund Pts. (Haz. Subs. Dispos. Sites)
Superfund Areas (Haz. Subs. Dispos. Sites)
Groundwater Incidents (100k)
I Groundwater Recharge/Discharge Areas (100k)
Air Quality Pollution Discharge Points (24k)
ds (DOT 24k - no attributes)
/US 17
[/ Roads (100k TIGER w/ attributes)
Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
/ Hydro - Major Rivers/Streams (100k)
\ s/
1 J^
4
FIGURE 5
Pollution Concerns
Shallotte Urban Area
March 2001
LEGEND
NPDES - Point Source Dischargers (24k)
^ Superfund Pts. (Haz. Subs. Dispos. Sites)
£jj Superfund Areas (Haz. Subs. Dispos. Sites)
f§ Groundwater Incidents (100k)
lijjj'lj] Groundwater Recharge/Discharge Areas (100k)
Air Quality Pollution Discharge Points (24k)
Roads (DOT 24k - no attributes)
/\/US17
/\/ Roads (100k TIGER w/ attributes)
Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
/\/ Hydro - Major Rivers/Streams (100k)
N
W
8 Miles
FIGURE 5
1999
apacity Deficiency Map
Shallotte Urban Area
2001
Legend
Nearing Capaci
A/ Over Capacity
FIGURE 6
1999
Capacity Deficiency Map
Shallotte Urban Area
2001
Legend
Nearing Capacity
Af Over Capacity
w
Miles
FIGURE 6
2025
Capacity Deficiency Map
Shallotte Urban Area
A/
Nearing Capacity
Over Capacity
FIGURE 7
2025
Capacity Deficiency Map
Shallotte Urban Area
2001
Legend
Nearing Capacity
rv Over Capacity
N
s
6 Miles
FIGURE 7
SHALLOTTE
ANNUAL AVERAGE
DAILY TRAFFIC MAP
1999
2025
OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NORTH CAROLINA
BY
SWflJEWPe IWMNG «awCH
m oooawnow «» nc
ua wactmeht of nwtsroarAiioN
FB3BIAL HKHWMT MMVMSffiATiON
200Q 4000 4000 8000 10000
Monti 22,2000
FIGURE 8
.
3300
12300
Saa Brunswick County Thoroughfare Plan tor rural areas.
SHALLOTTE
ANNUAL AVERAGE
DAILY TRAFFIC MAP
AADT 2025
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NORTH CAROUNA
IfMCWDB mwwo hwh
FIGURE 8
.,
BRIDGE DEFICIENCY MAP
for
SHALLOTTE URBAN AREA
LEGEND
FUNCTIONAL 06SOLEIE BRIDGES
STOJCnONALLY DEFKB4T HODGES
JANUARY 10,2001
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NORTH CAROLINA
STA1BMDE PlAfMNG ANCH
m ooonwnoN with the
us. aertmrntt of thnrwohm
ROBML HIGHWAY ADMMSTKAIrON
WOO 4000 MOO 8000 10000
Nfanfi 22.2000
FIGURE 9
/ X ' \ \i4oo aLi^
/ 1305/ \ 1342 , \ ^^^
J»^- BRIDGE DEFICIENCY MAP Pv ~~ \ for
\ V V. - -L . _ ___
«> y^^—
r
SHALLOTTE URBAN AREA
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TOWN OF SHALLOTTE
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^' ""•
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.,
CHAPTER 4
Travel Model Analysis
Travel Model Analysis takes the existing highway system as it functions today and
simulates it using the advanced computer software, TRANPLAN. The existing highway
system is made ofthe road network, traffic on the network, and land use. Once the
modeled system functions (or is calibrated) like the existing system; future projections
are inputted to develop the future highway system. The model is designed to test
different road networks. Effects of future traffic on various road networks are then
studied. Transportation modeling is a tool to assist the engineer in testing land use and
network alternatives. It is not a substitute for the experience or judgment ofthe engineer.
Models are developed to (1) estimate trips produced (origins) and trips attracted
(destinations) by traffic zones and (2) to estimate travel patterns between zones. Separate
models are developed for the three basic types oftrips: internal, internal- external, and
through. Internal trips are defined as those trips which have both an origin and
destination inside the planning area. An internal-external trip is a trip which has one
end inside the planning area and the other outside. Through trips are defined as those
trips which travel through the area and have both an origin and destination outside the
study area. The validity ofthe models are tested by comparing the traffic volumes
computed by the models to traffic volume counts taken on the existing road network.
Present Travel
Travel forecasting models were developed and calibrated for the area using 1999
socio-economic data and traffic counts. The Town of Shallotte was responsible for
collecting the socio-economic inventory. Approximately 12 volunteers from the
Briarwood Subdivision Women's Golf Club collected the data. The techniques employed
are in accordance with North Carolina's Urban Travel Forecasting Procedures.
The planning area increased since the last thoroughfare plan in 1994. The 1994
Thoroughfare Plan is shown in Figure 10. The planning area is approximately 55.7
square miles and includes the entire old planning area. The new planning area has 69
zones. The increase covers areas that now use Shallotte for economic purposes. This
includes the majority ofthe Shallotte Township and parts of Supply, Exum, and Holden
Beach Townships.
Trip Generation
Two surveys obtained the socio-economic data. The surveys were the housing and
employment survey. The Town of Shallotte provided staff to collect the housing and
employment data. Five main categories were used in this study as shown in Appendix C
Travel Model Data. Also included in the housing table were trucks and commercial
automobiles garaged at employer centers. The employment survey consists oftotal
employment at establishments and the types ofemployment. The table showing the
51
employment totals is also in Appendix C Travel Model Data. There are no taxis in the
urban area.
A traffic survey for Shallotte was also taken. The Traffic Survey Unit ofthe Statewide
Planning Branch completed the survey. The traffic survey consists of 1997 and 1999
average daily and hourly traffic counts. Traffic counts were taken at roads that crossed
screenlines, stations along the planning boundary, and other specific locations for model
calibration purposes as shown in Figure 12 Traffic Count Station Map. Traffic counts
were taken after the summer season. Shallotte was a unique model. Travel Model
Analysis was extracted from the Brunswick County Model. Stations, centroids, and links
were added to create the Shallotte model The 1999 Existing Street Network is shown in
Figure 13.
Trip Productions
Average weekday trip productions were estimated on a zonal basis in three categories:
(1) trips produced by dwelling units, (2) trips produced by commercially used vehicles,
and (3) trips produced by taxis. Dwelling unit trip generation rates by housing condition
were estimated. Likewise, 6.7 trips per commercially owned vehicle and 40 trips per taxi
would be used if taxis were available. All rates were adjusted for the calibration ofthe
model as determined by screenline checks. Specifically, the generation rates in the below
average and poor housing categories were adjusted. These rates needed to be decreased
to compensate for the large number of dwelling units in these categories. Usually there
should be more average dwelling units than below average dwelling units. The Shallotte
Urban Area has a large number of mobile homes due to the area being a beach
community.
An important part ofthe model calibrations are screenlines. A screenline is an imaginary
line drawn across a part or the entire planning area. Counts are taken at every street that
crosses this line and the total volume oftraffic is determined. This volume can then be
compared to a similar volume obtained from the synthetic modeling process. This
accuracy check will indicate if the total amount oftravel on the network is correct. Final
model calibration reflected the following screenline accuracy checks:
(1) Screenline A - 101% (north-south screenline following Shallotte River.)
(2) Screenline B - 1 18% (east-west screenline following creeks and streams)
Because ofthe geographic nature ofthe Shallotte Urban Area, Screenline B is actually
91%. There were nine crossings of Screenline B. Out ofthe nine crossings five dead end
at the Shallotte River or loop back into itself.
The total trips generated by dwelling units, commercial vehicles, and taxis produce total
internally generated trips. They were adjusted to account for trips made by vehicles
garaged inside the planning area but with destinations outside the planning area.
52
The adjusted internal travel was separated into three purposes: home-base work (HBW)
23%, other home-based (OHB) 55%, and non home-based (NHB) trips 22%. In addition
are secondary non home-based trips. These are internally generated trips made by
vehicles garaged outside the planning area. They are added to the internally produced non
home-based trips and distributed to each zone based on each zone's relative attractiveness
as determined by the internal regression equation. Zonal productions are developed
automatically in a program developed by the NCDOT. This program is called the
Internal Data Summary.
Secondary NHB Trip Equation:
Secondary NHB Trips = 0.4 x (Total Ext-Int Trips . Ext-Int Trips Garaged Inside
Planning Area)
The Multiple Regression Equations used:
HBW: Trip Attractions = Total Employment for each zone
OHB: Y = (0.5)Xi +(1 .83)X2 +(8.36)X3 +(2.6)X4 +(2.55)X5 +(0.5)Xi0
NHB: Y = (1.0)X1 +(1.83)X2+(8.36)X3 +(2.6)X4-K2.55)X5+(0.1)X1o
E-I: Y = (1.5)Xi -K1.83)X2 +(8.36)X3+(2.6)X4+(2.55)X5+(1.5)X10
Where, Y = Attraction Factor
Xi = Industrial X4 = Office
X2 = Other Retail X5 = Service
X3 = Highway Retail X10 = Dwelling Unit
Appendix C Travel Model Data shows the IDS calculations for 1999 and 2025, NHB
Secondary Calculations, and Regression Equations.
Trip Attractions
The HBW attraction factors are total employment within each zone. Factors for OHB,
NHB, and external-internal (E-I) purposes were developed using the multiple regression
equation "borrowed" other small urban areas. The regression analysis uses zonal
employment and housing as the independent variables and computes an estimate oftrips
attracted as the dependent variable. Total attractions are balanced to equal total
productions by purpose. The balanced trip attractions from this analysis are shown the
IDS Calculations.
External and Through Trips
Traffic counts were taken at all major roads at the entrance ofthe planning area. The
1999 external-internal trips were distributed to internal zones by use ofthe gravity model
program using trip productions at the stations, which are actual ground counts; attraction
factors resulting from the multiple regression analysis; development trends; and the
Fratar Trip balancing program. The total external-internal trip productions were located
at the external stations. This analysis estimated that there were 80,160 external-internal
trips and 7,329 through trip crossings for and average weekday in 1999. The internal
zones attracted these trips based on the regression equations.
53
Trip Distribution
The gravity model was used to distribute the internal trips (HBW, OHB, & NHB) and the
E-I travel while the through travel was assigned directly to the road network on a
minimum path basis. The friction factors by trip purpose as required by the gravity model
were from the 1991 Hendersonville Study. (North Carolina has gained experience, since
the sixties, in travel modeling that with confidence travel parameters from similar urban
area databases can be borrowed and calibrated to a new urban area.) The friction factors
are given in Appendix C Travel Model Data. The synthetic method of developing
travel patterns was checked by comparing the assignment ofthe travel on the existing
highway system to actual ground counts at established locations. The results ofthe
accuracy checks (mentioned earlier as screenline checks) were felt to be within
acceptable limits for the purpose ofthis study.
Future Travel
After travel forecast models have been calibrated using the All or Nothing loading.
Travel is adequately duplicated. Design year travel estimates are produced through the
input of design year data on population and employment. The trip distribution models
are sensitive to changes in the road network and variation will occur in the travel patterns
as alternative road networks are tested.
The future year 2025 travel was developed using the same techniques employed in
modeling the 1999 travel. The Thoroughfare Planning Committee and NCDOT
cooperatively developed the probable growth factors. The Town Administrator projected
the necessary housing and employment data. (See the Socio-economic Data in Appendix
C Travel Model Data).
The generation rates were developed using an equation that takes into consideration
vehicle ownership trends, persons per household trends, and a vehicle usage factor. (See
Appendix C.) The generation rates for commercially owned vehicles were held constant
at 6.7 trips per vehicle. The commercially owned vehicles were estimated on a zonal
basis using employment growth.
The attraction factors were developed and calibrated using 1999 data and 2025 housing
and employment data. The secondary NHB trips were developed using the 1999 ratio of
secondary NHB trips per external-internal crossings by vehicles garaged outside the
planning area times the estimated 2025 external-internal crossings by vehicles garaged
outside the planning area. The 2025 secondary NHB trips were estimated at 29,562.
The 2025 productions for HBW, OHB, NHB purposes were estimated using the same
IDS program used for 1999. A growth rate analysis using historic travel trends and
development potential was used to estimate traffic volumes at each external station for
2025. These volumes were converted to E-I and through trips. Through trips were
distributed using the Fratar trip end balancing program. The HBW, OHB, NHB, and E-I
trips were distributed using the same gravity model procedures employed in the base
year.
54
Trip Distribution
The gravity model was used to distribute the internal trips (HBW, OHB, & NHB) and the
E-I travel while the through travel was assigned directly to the road network on a
minimum path basis. The friction factors by trip purpose as required by the gravity model
were from the 1991 Hendersonville Study. (North Carolina has gained experience, since
the sixties, in travel modeling that with confidence travel parameters from similar urban
area databases can be borrowed and calibrated to a new urban area.) The friction factors
are given in Appendix C Travel Model Data. The synthetic method of developing
travel patterns was checked by comparing the assignment ofthe travel on the existing
highway system to actual ground counts at established locations. The results ofthe
accuracy checks (mentioned earlier as screenline checks) were felt to be within
acceptable limits for the purpose ofthis study.
Future Travel
After travel forecast models have been calibrated using the All or Nothing loading.
Travel is adequately duplicated. Design year travel estimates are produced through the
input of design year data on population and employment. The trip distribution models
are sensitive to changes in the road network and variation will occur in the travel patterns
as alternative road networks are tested.
The future year 2025 travel was developed using the same techniques employed in
modeling the 1999 travel. The Thoroughfare Planning Committee and NCDOT
cooperatively developed the probable growth factors. The Town Administrator projected
the necessary housing and employment data. (See the Socio-economic Data in Appendix
C Travel Model Data).
The generation rates were developed using an equation that takes into consideration
vehicle ownership trends, persons per household trends, and a vehicle usage factor. (See
Appendix C.) The generation rates for commercially owned vehicles were held constant
at 6.7 trips per vehicle. The commercially owned vehicles were estimated on a zonal
basis using employment growth.
The attraction factors were developed and calibrated using 1999 data and 2025 housing
and employment data. The secondary NHB trips were developed using the 1999 ratio of
secondary NHB trips per external-internal crossings by vehicles garaged outside the
planning area times the estimated 2025 external-internal crossings by vehicles garaged
outside the planning area. The 2025 secondary NHB trips were estimated at 29,562.
The 2025 productions for HBW, OHB, NHB purposes were estimated using the same
IDS program used for 1999. A growth rate analysis using historic travel trends and
development potential was used to estimate traffic volumes at each external station for
2025. These volumes were converted to E-I and through trips. Through trips were
distributed using the Fratar trip end balancing program The HBW, OHB, NHB, and E-I
trips were distributed using the same gravity model procedures employed in the base
year.
54
Thoroughfare Plan for the
Town of Shallotte and Vicinity
Brunswick County, North Carolina
(including wetland areas)
November 8, 1994
Adopted by:
Shallotte _ 11-16-94
Recommended by
Statewide Planning Brandt 1-20-95
NC Dept of Transport 2-3-95
MAJOR THOROUGHFARE
MINOR THOROUGHFARE
FIGURE 10
SHALLOTTE ZONE MAP
LEGEND
ZONE NUMBER
ZONE UNE
SCREEN LINE
MAB UNE
MMM99C
27
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NORTH CAROLINA
I H H h bib:
FIGURE 11
.,
HOUS9) BEACH
SHALLOTTE ZONE MAP
LEGEND
ZONE NUMBER
ZONE LINE
SCREEN LINE
MAS LINE
27
V "" !"!!.':
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
HOKIH CAROLINA
i M h B B B
FIGURE 11
TRAFFIC COUNT LOCATIONS
LEGEND
TRAFFIC COUNT STATIONS
DAILY <©
HOURLY A
CLASS
JM4B JUNE imffiBTiiailB
TRAFFIC COUNT STATION # 2«
MAY 1998
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NOKIH CAROLINA
ii i«in» iwiinumi
FIGURE 12
I^^^^^H
HOtDeJ BEACH
TRAFFIC COUNT LOCATIONS
LEGEND
TRAFFIC COUNT STATIONS
DAILY O
HOURLY A.
CLASS i"
MAB LINE
TRAFFIC COUNT STATION # J*
TOWN OF SHALLOTTE
AND VICINITY
BRUNSWICK COUNTY
NOHTH CAKXINA
I M M H H M
FIGURE 12
99 Existing Highway
Base Network
Shallotte Urban Area
March 2001
Legend
otte's Highway System
US Routes
NO Routes
/SR Routes
orts / Substations
| Airport
fie Count Stations (24k)
Unknown
Low
Medium
High
Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
/ Hydro - Major Rivers/Streams (100k)
Hydro - Rivers/Streams (100k)
FIGURE 13
^^^^H
1999 Existing Highway
Base Network
Shallotte Urban Area
March 2001
Legend
Shallotte's Highway System
y\fus Routes
VCfuC Routes
y^SR Routes
"i
/ Airports / Substations U Airport
Traffic Count Stations (24k)
x Unknown
Low
Medium
. High
| Municipal Boundaries (24k)
Hydro - Major Water Bodies (100k)
v /\/ Hydro - Major Rivers/Streams (100k)
Hydro - Rivers/Streams (100k)
N
W
8 Miles
FIGURE 13
Chapter 5
Bicycle and Pedestrian Elements
Thoroughfare plans have been a part of long range planning in North Carolina since the
1960's. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) has
established that urban areas should also plan for alternative modes. The bicycle and
pedestrian plan in this report should be used to assist the local areas in the development
ofa comprehensive bicycle and pedestrian systems."
Goals
The goals ofthe bicycle and pedestrian elements were to:
Create alternative forms oftransportation
Connect community parks
Connect shopping areas
Connect education sites
Provide exercise for area citizens
Reduce transportation related energy use
Improve public health
Collect & Analyze Data
The Town of Shallotte does not have any bike lanes and there are only two short sections
of sidewalks. Sidewalks are provided in the residential areas along Village Road. There
are no sidewalks along Main Street south ofVillage Road. Sidewalks are along the east
side ofMain Street continuing along both sides ofthe Shallotte River Bridge to
approximately 400 feet north ofHenson Street.
In analyzing a system for the bicycle and pedestrian elements, several items were taken
into consideration. A search for existing plans was sought. There were no sidewalk
plans, but there were two current bicycle plans. NCDOT Division ofBicycle and
Pedestrian Transportation produced the "Bicycling Highways" Ports of Call and
Brunswick County's 2001 Proposed Bicycle Plan. The Shallotte Bicycle Plan
incorporates both ofthese plans.
Existing and future land use plans were reviewed. They help to determine likely routes
for bicyclists and pedestrians. Also any evidence ofworn paths due to bicycle and
pedestrian use were checked in a field survey.
Plan Development
In the plan development ofthe bicycle and pedestrian plans specific routes were selected.
A list ofproblems and needs also were considered. Problems and needs considered were
usage, directness ofroute, accessibility, connectivity, and safety.
63
Sidewalk Routes
Route
Destination From To Direction Miles
Shallotte District Park US 17 Business© Park Existing Route ©Village Rd. 1 N 0.3
Shallotte Middle School Middle School Copas Road and back to
Existing Route ©Village Rd.
1 N 0.1
Shallotte District Park US 17 Business® Park Shopping Areas 2 0.8
Sellers Road US 17 Business Split Existing Route ©Village Rd. 2 0.7
South Brunswick High Sch. NC 130 ©School Existing Route ©Village Rd. 1 N 1.8
Briarwood Subdivision (Exist) NC 179 ©Subdivision Main Street 1S 2.4
Main Street (Exist) Village Road Henson Street 2 1.0
Smith Street Northern CBD Loop Main Street 2 1.0
Mulberry Road Northern CBD Loop Main Street 1 N 1.0
Total Mileage 9.1
1 or 2: One Side or Both Sides of Street N or S: North or South Side of Street
Table 8 Sidewalk Routes
Bicycle Routes
Route
Destination From To Miles
Waccamaw District Park NC130© Park Ports of Call Bike Route 11.0
Shallotte District Park US 17 Business© Park Ports of Call Bike Route 0.3
Lockwood Folly District Park NC 211© Park Ports of Call Bike Route 0.3
Shallotte Middle School Middle School Copas Road and back to 0.1
the Ports of Call Route
Shallotte District Park US 17 Business© Park Shopping Areas 0.8
Ports of Call Bicycle Route (Exist) runs through the entire planning area 13.0
Total Mileage 25.5
Table 9 Bicycle Routes
64
X
Proposed Sidewalks
Shallotte Urban Area
2001
Legend
Existing Sidewalk
Both Sides
Existing Sidewalk
One Side
Proposed Sidewalk
Both Sides
Proposed Sidewalk
One Side
• • •
A/
• *
#• •
• • •
A/
Parks
Schools
r
Shopping Center
FIGURE 14
Sidewalk Routes
Route
Destination From To Direction Miles
Shallotte District Park US 17 Business© Park Existing Route ©Village Rd. 1 N 0.3
Shallotte Middle School Middle School Copas Road and back to
Existing Route ©Village Rd.
1 N 0.1
Shallotte District Park US 17 Business© Park Shopping Areas 2 0.8
Sellers Road US 17 Business Split Existing Route ©Village Rd. 2 0.7
South Brunswick High Sch. NC 130 ©School Existing Route ©Village Rd. 1 N 1.8
Briarwood Subdivision (Exist) NC 179 ©Subdivision Main Street 1S 2.4
Main Street (Exist) Village Road Henson Street 2 1.0
Smith Street Northern CBD Loop Main Street 2 1.0
Mulberry Road Northern CBD Loop Main Street 1 N 1.0
Total Mileage 9.1
1 or 2: One Side or Both Sides of Street N or S: North or South Side of Street
Table 8 Sidewalk Routes
Bicycle Routes
Route
Destination From To Miles
Waccamaw District Park NC 130 ©Park Ports of Call Bike Route 11.0
Shallotte District Park US 17 Business© Park Ports of Call Bike Route 0.3
Lockwood Folly District Park NC 211© Park Ports of Call Bike Route 0.3
Shallotte Middle School Middle School Copas Road and back to
the Ports of Call Route
0.1
Shallotte District Park US 17 Business© Park Shopping Areas 0.8
Ports of Call Bicycle Route (Exist) runs through the entire planning area 13.0
Total Mileage 25.5
Table 9 Bicycle Routes
64
m^^m^^m^^—m^^^m
Proposed Sidewalks
Shallotte Urban Area
2001
Legend
Existing Sidewalk
Both Sides
A/ Existing Sidewalk
' v One Side
Proposed Sidewalk
•' " Both Sides
A / Proposed Sidewalk
One Side
Parks
Schools
Shopping Center
\Y
4 Miles
FIGURE 14
s_
Proposed Bike Routes
Shallotte Urban Area
2001
/V
7~^— / /
• «
• • •
Legend
Shallotte's
Proposed Bike Routes
Brunswick County
Proposed Bike Routes
Ports of Call
NCDOT "Bicycling Highways"
Existing Route
Parks
Schools
Shopping Center
FIGURE 15
^^^^^^^^^^^M
Proposed Bike Routes
Shallotte Urban Area
2001
Legend
» f Shallotte's
/ 4 Proposed Bike Routes
^ / Brunswick County
/ / Proposed Bike Routes
, , Ports of Call
r*J NCDOT "Bicycling Highways"
Existing Route
Parks
Schools
Shopping Center
W
8 Miles
FIGURE 15
i^HBH^HBi
Appendix A Shallotte Street Inventory
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Appendix B Typical Cross Sections
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TYPICAL THOROUGHFARE CROSS SECTIONS
Cross section requirements for thoroughfares vary according to the desired capacity and
level of service to be provided. Universal standards in the design of thoroughfares are not
practical. Each street section must be individually analyzed and its cross section
requirements determined on the basis of amount and type ofprojected traffic, existing
capacity, desired level of service, and available right-of-way.
Typical cross section recommendations are shown in figures following this section.
These cross sections are typical for facilities on new location and where right-of-way
constraints are not critical. For widening projects and urban projects with limited right-of-
way, special cross sections should be developed that meet the needs ofthe project.
Recommended typical cross sections for thoroughfares were derived on the basis of
projected traffic, existing capacities, desirable levels of service, and available right- of-way.
The recommended typical cross sections for the thoroughfares are given at the end
ofthis section.
On all existing and proposed major thoroughfares delineated on the thoroughfare plan,
adequate right-of-way should be protected or acquired for the ultimate cross sections.
Ultimate desirable cross sections for each ofthe thoroughfares are listed in the this
appendix. Recommendations for "ultimate" cross sections are provided for (1)
thoroughfares which may require widening after the current planning period; (2) for
thoroughfares which are borderline adequate and accelerated traffic growth could render
them deficient; and (3) for thoroughfares where an urban curb and gutter cross section
may be locally desirable because ofurban development or redevelopment.
Recommended design standards relating to maximum and minimum grades, minimum
sight distances, maximum degree of curve and related super elevation, and other
considerations for thoroughfares are given in the this appendix. This Appendix gives
definitions and design standards recommended for inclusion in subdivision regulations.
Cross sections "A" and "L" is typical for controlled access freeways. The 14 m (46 ft)
grassed median is the minimum desirable median width, but there could be some
variation from this depending upon design considerations. Right-of-way requirements
would typically vary upward from 70 m (228 ft) depending upon cut and fill
requirements.
Cross section "B", seven lane curb and gutter, should not be used for new projects.
When the conditions warrant six lanes, cross section "D" should be recommended.
Cross section "B" should be used only in special situations such as when widening from
a five lane section and right-of-way is limited. Even in these situations, consideration
should be given to converting the center turn lane to a median so that cross section "D"
is the final cross section.
Cross section "C", five lane curb and gutter, is typical for major thoroughfares where
frequent left turns are anticipated as a result of abutting development or frequent street
intersections.
Cross sections "D", "E", and "M" are used on major thoroughfares where left turns
and intersecting streets are not as frequent. Left turns would be restricted to a few
selected intersections. The 4.9 m (16 ft) median is the minimum recommended for an
urban boulevard type cross section. In most instances, monolithic construction should be
utilized due to greater cost effectiveness, ease and speed ofplacement, and reduced future
maintenance requirements. In special cases, grassed or landscaped medians may be used
in urban areas. However, these types of medians result in greatly increased maintenance
costs and an increased danger to maintenance personnel. Non-monolithic medians should
only be recommended when the above concerns are addressed.
Cross section "F" is recommended for urban boulevards or parkways to enhance the
urban environment and to improve the compatibility of major thoroughfares with
residential areas. A minimum median width of 7.3 m (24 ft) is recommended with 9.1 m
(30 ft) being desirable.
Typical cross section "G" is recommended for major thoroughfares where projected
travel indicates a need for four travel lanes but traffic is not excessively high, left turning
movements are light, and right-of-way is restricted. An additional left turn lane would
probably be required at major intersections. This cross section should be used only if the
above criteria is met. If right-of-way is not restricted, future strip development could take
place and the inner lanes could become de facto left turn lanes.
In urban environments, thoroughfares which are proposed to function as one-way traffic
carriers would typically require cross section "H". Cross sections "I" and "J" are
usually recommended for urban minor thoroughfares since these facilities usually serve
both land service and traffic service functions. Cross section "I" would be used on
those minor thoroughfares where parking on both sides is needed as a result ofmore
intense development.
Cross section "K" is used in rural areas or for staged construction of a wider multi-lane
cross section. On some thoroughfares, projected traffic volumes may indicate that two
travel lanes will adequately serve travel for a considerable period oftime. For areas that
are growing and future widening will be necessary, the full right-of-way of 30 m (100 ft)
should be required. In some instances, local ordinances may not allow the full 30 m (100
ft). In those cases, 21m (70 ft) should be preserved with the understanding that the full
30 m (100 ft) will be preserved by use of building setbacks and future street line
ordinances.
The urban curb and gutter cross sections all illustrate the sidewalk adjacent to the curb
with a buffer or utility strip between the sidewalk and the minimum right-of-way line.
This permits adequate setback for utility poles. If it is desired to move the sidewalk
farther away from the street to provide additional separation for pedestrians or for
aesthetic reasons, additional right-of-way must be provided to insure adequate setback for
utility poles.
The right-of-ways shown for the typical cross sections are the minimum rights-of-way
required to contain the street, sidewalks, utilities, and drainage facilities. Cut and fill
requirements may require either additional right-of-way or construction easements.
Obtaining construction easements is becoming the more common practice for urban
thoroughfare construction.
Ifthere is sufficient bicycle travel along the thoroughfare to justify a bicycle lane or
bikeway, additional right-of-way may be required to contain the bicycle facilities. The
North Carolina Bicycle Facilities Planning and Design Guidelines should be consulted
for design standards for bicycle facilities. Cross sections N, O, and P are typically used
to accommodate bicycle travel.
J
TYPICAL THOROUGHFARE CROSS SECTIONS
_7Bm-
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SIX LANES DIVIDED WITH RAISED MEDIAN - CURB 1 GUTTER
TYPICAL THOROUGHFARE CROSS SECTIONS
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FOUR LANES DIVIDED WITH RAISED MEDIAN - CURB & GUTTER
UTILITY
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UTILITY
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CRASS MEDIAN
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FOUR LANES - CURB & GUTTER
H.
Lai
THREE LANES - CURB & GUTTER
1.
78'
.75m ' .75m
1.5m 2.4m 3.3m - 3.6m 3.3m - 3.6m 2.4m 1.5m
*r- LB e- 11' - 12' 11' - 12' 8' IB 5'
UTILITY S.w. M >/M»M»Maw»/J»/»M». M -a*. UTILITY
J.
68'
.75m ' .75m
—1.&5m- 2.4m 3.3m - 3.6m 3.3m - 3.6m 1.5m IS 9' 11' - 12' ' IV - 12' is b'
UTILITY S^
ssss^za »/lll»ll>/l>J>l»\>l/l»//}»»ll}»l
S.W. UTILITY
TWO LANES - CURB & GUTTER
PARKING ON ONE SIDE
K.
-^lm to 30m—
70' to 108'
?,T.
X3r ' aja I 33; - 3
-|:
IB' jjjj ir
2
2- ' ir - iJ-mn
»tn»i»>»/»»»»»m
TWO LANES - PAVED SHOULDER
TYPICAL THOROUGHFARE CROSS SECTIONS
VARIABLE
3.6m -iF"
I 3.6m ! 3.6m H j? 1 gr-
*»»»»>j»rr#.\nninrtr>tm)r.•>l/l)»l»l>»7*
46' MINIMUM
MEDIAN
-• 77 ' I?'
7////f/////7i7?,•h/WM/w/izm>»>t»»»»/»7A
L2m - 3m
r - g P.S.
VARIABLE
P.S.
SIX LANES OIVIDED WITH CRASS MEDIAN - FREEWAY
M.
41m
134'
.75m 1 ' ' 1
' ' .75»
£
L5nt 3.3.1 - 3.6m | 3.3m - 3.6m | 3.3b. - 3.6m | 3.3m - 3.6m 4.%n 13c - 3.6m | 3.3m - 16m | 3.3m • 3.6m | 3.3m - 3.6m 1.5m
* '5- IS- w - i2- 1 1!' - 12' 1 11 - 12 1 a- - i2' 16' 11' - 12' 1 11' - 12' 1 IV - 12' 1 U' - 12' L* 5'
D S.W.
^^/m/mm/m\//wrm/m»r\/mmmwmtwmrmmm\
S^ 3
EIGHT LANES DIVIOED WITH RAISED MEDIAN - CURB 4 GUTTER
TYPICAL THOROUGHFARE CROSS SECTIONS
FOR ACCOMMODATING BICYCLES
N.
W
-75m ' ' .75m
* 1.5m 4.2m 3.6m i 3.6m 1 3.6m 4.2m 1.5m
5' L51 14' 12' 12' 12' 14' IS 5' £
3 SjW.
1 1
^W. 3
w/umtMimmiMu .t.-n, -'//,.,„ „.,>,„„,/,.,:,,,.„„ <,<<>,.>,,>.->,,>,.',
FIVE-LANE ROADWAY WITH CURB 4 GUTTER.
STANDARD INSIDE LANES i WIDENED CURB LANES
o.
It
3.3m - 3.6m 3.3m - 3.6m
IF - 12' IV - 12'
<)>»»)>»»»»J>»J»»»»7TT.
TWO LANES - SHOULDER SECTION
P.
L5«i . ¥ p
-27m-
SB'
3.3m - 3.6m I 4.2m . l.5m
za 5-
*zzzzzzzmzzzz!zzmzmz22zzzzma^ /////)i/jir/ii>>ii//)>/iu/>i7rrm
FOUR LANES DIVIDED WITH RAISED MEDIAN - CURB & GUTTER.
STANDARD INSIDE LANES & WIDENED CURB LANES
Appendix C Travel Model Data
CM O
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CM ro rM rM 1-1 ro r*. y-l i-H tp rg rg rg rg ro t1-
i-l ro
CM
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at
ON
CO rg t-i 1-1 1-( 1-1 i-H LO i-i i-t tH
tH
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in
CM
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i-i
rg rM rg rg rg ro rg
o
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CM
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i-t o r«. rv o o ro ON ON o i-H Tf o rM ro CO ON rg *r o o rg LO o tH o
o CO i-H i-H 1-1 rg i-i
L. 3
2E
1-
CM o
Ti- o lo rM o o o rM rg o o ro ro ro ro vo LO o o o o o o o *- o o i-t ON i-i rg
vj i-H
CM
ro o ro ON o o o 1-1 tH o o rM iH i-H VO LO rg o o o o o o o tH o VI ro
<S
rg ON vo CM ON i-H rv rg CO o vO o Tp CO rg O i-t i-H ON o oo o p^ 1-i tH ro
to r» tp i-l o rv LO o ro vO ro LO rg rg ro tP p*. P«s d- ON LO ro rg ro rg
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ro rg rg rg H i-t
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