TRANSPORTATION PLANNING BRANCH  North Carolina Department of Transportation  AA  TANY CLMIV  Thoroughfare Plan  July 2003    Stanly County  Thoroughtare Plan  Prepared by the:  Statewide Planning Branch Division of Highways  North Carolina Department ofTransportation  Inc cooperation with: Stanly County  The Federal Highway Administration U.S. Department ofTransportation  July, 2003  SEAL 23035 LA  Travis K. Marshall, P.E. Small Urban Planning Unit Head    3  3933 -    Acknowledgments  Persons responsible for this report:  Project Engineer:  Marshall Edwards. T.K.I Marshall, P.E. T.K. Marshall, P.E. Mike Bruff, P.E. L.Toney  Small Urban Planning Unit Head: Group Manager:  Manager Statewide Planning Branch: Engineering Technician:    ni DE.  7 36913697  5    Executive Summary  This plan documents the findings of a thoroughfare plan study for Stanly County. Belowisa listing and brief description oft these findings. A more detailed discussion oft these  recommendations can be found in Chapter 2.  Principal Arterials  US52 Line.  TIP Project R-2320. Widen to multi-lanes from NC: 24-27 in Albemarle to the Anson County  TIP. Project R-2903. Construct a multi-lane facility from Richfield to I-85.  Minor Arterials NC24/27  TIP Project R-2530. Upgrade roadway to ai multilane facility from the Albemarle City Limits to TIP. Project R-967. Upgrade roadway to a multilane facility from the Albemarle City Limits to the  the Montgomery County Line. Locust Town Limits. Major Collectors  NC73 Line. NC200  TIP Project R-2533. Construct a multilane facility from the Yadkin River to the Cabarrus County  Widen to 2-12 foot lanes from the Locust Planning Boundary to the Cabarrus County Line.,  NC: 138 Road)  Widen to 2-121 foot lanes from The Albemarle Urban Planning Boundary to SR 1914 (Cooper    Minor Collectors SR 1110 (Swift Road)  Widen to 2-12 foot lanes from the Oakboro Planning Boundary to SR 1115 (Oak Grove Road).  SR 1115 (Oak Grove Road)  Widen to 2-12 foot lanes from SR 1110 (Swift Road) to NC 24/27.  SR 1134 (Running Creek Road)  Widen to 2-12 foot lanes from Locust Planning Boundary to NC73.  SR 1134 (Millingport Road)  Widen to 2-12 foot lanes from NC73t0US52.  SR 1206 (Five Point Road)  Widen to 2-12 foot lanes from SR 1208 (Barrier Store Road) to SR 1210 (Mission Church Road).  SR1208 (Barrier Store Road)  Widen to 2-12 foot lanes from SR 1206 (Five Point Road) to the Cabarrus County Line.  SR 1210 (Mission Church Road)  Widen to 2-12 foot lanes from SR 1206 (Five Point Road) to SR 1134 (Running Creek Church  Road)  SR 1227 (Ridge Crest Road)  Widen to 2-12 foot lanes from SR 1134 (Running Creek Church Road) to NC 24/27.  SR 1918 (Cottonville Road)  Widen to 2-12 foot lanes from SR 1935 (Plank Road) to SR 1922 (Stanly School Road).  SR 1935 (Plank Road)  Widen to 2-12 foot lanes from SR 1918 (Cottonville Road) tol NC 138.    Table of Contents  Chapterl-Introduction Overview. Background Highlights  1 1 2  Chapter 2-Recommended Thoroughfare Plan Intent oft the Thoroughfare Plan Thoroughfare Plan Recommendations  11 11 18 23  Bicycle Routes.. Public Involvement.  Chapter: 3-1 Implementation of the Thoroughfare Plan State-County Adoption of the Thoroughfare Plan..  25 25 25 25 26 26 26 26 27. 27  Subdivision Controls. Land Use Controls. Development Reviews.. Funding Sources  County Construction Account. Transportation Improvement Program Industrial Access Funds. Small Urban Funds.  The North Carolina Highway Trust Fund Law.. Implementation Recommendations:  Chapter 4- Analysis of Stanly County's Roadway System  Current Transportation Plans for Stanly County Thoroughfare Plans.. Transportation Improvement Program Projects.. Existing Travel Patterns and Deficiencies Traffic Demand.. Width and Alignment Deficiencies Capacity Analysis oft the Existing System. Levels of Service. Traffic Crashes  29 29 31 31 32 33 39    Existing Bridge Conditions Factors Affecting the Future Roadway System Population. Economy and Employment Land Use.. Forecasted Travel Patterns and Deficiencies Future Travel Demand. Capacity Deficient Corridors. Roads Approaching Capacity. System Deficiencies Intersection Deficiencies Consideration of Environmental Factors Wetlands. Threatened and Endangered Species. Historic Sites. Archaeology.  40 43 43 44 51 51 52 52 52 55 55 56 56  List ofTables  Table1 Table2 Table3 Table 4 Table5 5 Table 6 Table 7  Funding Sources and Recommended Methods of] Implementation  27 31 40. 42 42 43 43  Minimum Tolerable Lane Widths.  Stanly County Highest Accident Intersections Functionally Obsolete Bridges in Stanly County  Fifteen Most Structurally Deficient Bridges in Stanly County Stanly County Population Trends and Projections. Stanly County Population Trends by Townships.  ii    List of Figures  Figure 1 Figure 2 Thoroughfare Plan.. Figure 3 Recommended Improvements. Figure 4 Bicycle Routes.. Figure 5 Levels of Service. Figure 6 Figure 7 Figure 8 Figure 9 Anticipated Roadway Deficiencies Figure 10 Environmental Data.  Geographic Location for Stanly County  5 7 9 21 35 37 47 49 53 58  2000 Average Daily Traffic with Existing Roadway Capacities  Stanly County Land Use Plan.  Forecasted 2030. Average Daily Traffic with Existing Roadway Capacities. :  Appendices  A. Thoroughfare Planning Principles Benefits ofThoroughfare Planning County Thoroughfare Planning Concepts Thoroughfare Classification Systems. Urban Classification. Rural Classification  A1 A1 A1 A2 A2  iii    Figure A-1 Figure A-2  Schematic Illustration ofal Functionally Classified  Rural Highway Network.  A5 A7 A9 A9 A11 A1l  Stanly County Functional Classification Objectives ofThoroughfare Planning Operational Efficiency System Efficiency.  Application ofThoroughfare Planning Principles..  B. Thoroughfare Plan Tabulation  Table B-1  Thoroughfare Plan Street Tabulation and Recommendations  B3  C. Typical Thoroughfare Cross Sections  Figure C-1  Typical Thoroughfare Cross Sections  C5  D. Recommended Subdivision Ordinances  Definitions Streets and Roads Property Subdivision. Roadway Design Standards.  D1 D2 D2 D3  Table D-1  Minimum Right-of-Way Requirements  D4 D5 D6 D6 D7  Table. D-2 Design Speeds Table. D-3 Sight Distance. Table D-4 Superelevation. Table D-5  Maximum Vertical Grade.  iv    E. Index for Secondary Road Numbers.  E1 F1  F.T Transportation Improvement Program Project Request Process..    : S  :    Chapter 1 Introduction  Overview  Officials of Stanly County, prompted by a desire to adequately plan for future transportation needs, requested the North Carolina Department ofTransportation/'s s (NCDOT) assistance in conducting a The objective oft thoroughfare planning is to enable a transportation system to be progressively developed to adequately meet the transportation needs of a community, or region, as land develops and traffic volumes increase. It is essential to plan now: for future transportation needs in order to avoid unnecessary costs to the physical, social, and economic environment. Thoroughfare planning is ai tool that can be used by local officials to plan for future transportation needs, while at The primary purpose ofthis report is to present the findings and recommendations oft the thoroughfare plan study conducted for Stanly County. The secondary purpose oft this report ist to document the basic thoroughfare planning principles and procedures used in developing these recommendations. This report can be divided into three parts. The first part of the report, covered in Chapter 1,covers the highlights oft the study. Chapters 2 and 3 provide a detailed description of the thoroughfare plan study recommendations and address different methods by which these recommendations can be implemented. The final chapter, Chapter 4, covers study procedures and Information that will be especially useful to the practitioners is provided in the. Appendices. The principles of thoroughfare planning are covered in Appendix A. A detailed tabulation ofall routes on the thoroughfare plan and a graphical representation of typical cross sections can be found in Appendices B and C, respectively. Information related to subdivision ordinances is covered in Appendix D. Appendix Ej provides an index for secondary road numbers for Stanly County. Finally, Appendix F addresses the process of requesting Transportation Improvement Program  thoroughfare plan study.  the same time reducing costs to our environment.  details findings.  Projects. Background  Stanly County is located ini the central section of the State and is adjoined by Cabarrus, Rowan, Montgomery, Davidson, Union and Anson Counties. Stanly County has at total area of958 square miles, with 827 square miles ofland area. Stanly County is aj part of a rural planning organization that consist of Stanly, Anson and Union Counties. Together these three counties make up the Rocky Stanly County was originally part ofl New Hanover County. Later it was known as aj part of Montgomery County. In 1841, the General Assembly created Stanly County. The city of Albemarle was incorporated in 1857 and serves as the county seat. There are eight incorporated communities in Stanly County which includes: Albemarle, Locust, New London, Norwood,  River RPO. The geographic location for Stanly County is shown in Figure 1.  Oakboro, Richfield, and Stanfield.    Land use ini the county is primarily a mixture ofa agricultural, commercial, and residential development, with the majority of commercial development beingi in and around the county's The major routes: in Stanly County include US 52, NC 8, NC24, NC27,NC4 49,NC73, NC138, NC2 200, ,NC: 205,NC731,NC740, NC 742, and SR 1140 (Running Creek Road/Millingport  incorporated municipalities.  Road. Highlights  Major highlights oft the 2002 Stanly County Thoroughfare Plan are outlined below. The Thoroughfare Plan is shown in) Figure 2 and the Recommended Improvements are shown in Figure 3. Projects included in the 2002-2008 Transportation Improvement Program (TIP) are  shown in parenthesis.  US 52 (R-2320 R-2903)  Widen roadway to a four-lane divided facility from NC 24-27 in Albemarle to Anson County. This is shown in the TIP as R-2320. This will provide the county with ai multilane facility for travel to and from the southern portion of the county. Also construct ai four lane divided facility (R-2903) from Richfield to I-85 in Salisbury. This project will complete the multilane facility for travel ini northern portion oft the county and serve as the only  multilaned principal arterial allowing access to I-85.  NC73(R-2410)  Provide ai multilane facility from the City of Albemarle to the City of Concord. This is TIP project R-2410. The project will connect the traffic in the mid-western region oft the county  with a direct connection to Concord.  NC490 (R-2533) TIP project R-2533. NC24-27 (R-2530, R-967)  Construct a multilane facility from the Yadkin River to the Cabarrus County Line. Thisis  Upgrade roadway to a multilane facility from City of Albemarle to the Montgomery County Line. This is TIP project R-2530. Also upgrade roadway to ai multilane facility from the Town ofLocust to the City of Albemarle. This is] project R-967 in the 2002-2008 TIP.  Widen the following facilities to provide 2-12 ft] lanes:  NC 200 SR 1110 (Swift Road) SR 1115 (Oak Grove Road) SR 1134 (Running Creek Church Road) SR 1206 (Five Point Road) SR 1208 (Barrier Store Road) SR 1210 (1 Mission Church Road) SR 1227 (Ridge Crest Road)  2    SR 1918 (Cottonville Road) SR 1922 (Stanly School Road) SR 1923 (Stanly School Road) SR 1935 (Plank Road)  The North Carolina Department ofTransportation and Stanly County are jointly responsible for the proposed thoroughfare improvements. Cooperation between the State and the Countyi is of primary concern ifthe recommendations outlined above are to be successfully implemented. All parties have mutually adopted the thoroughfare plan, and it is the responsibility oft the County to implement the plan following the guidelines set forth in Chapter 3. This plan was adopted by Stanly County on March 10, 2003 and the Rocky River RPO endorsed the plan on May 29, 2003. The plan was then adopted by the North Carolina Department ofTransportation on July 10, 2003. Iti is important to note that the recommended plan is based on anticipated growth of the county as indicated by past trends and future projections. Prior to construction of projects proposed herein, a more detailed study will be required to: reconsider development trends and to determine specific  locations and design requirements, which include the number ofl lanes.  3    4    GEOGRAPHIC LOCATION  FOR  STANLY COUNTY NORTH CAROLINA  ovile Cios  VIRGINIA  GBORGIA  SOUTH GAROLINA  FIGURE 1    ROWAN COUNTY  THOROUGHFARE PLAN JANUARY 13,2003  DAIVDSON COUNTY  LEGEND EXISTING INTERSTATE PRINCPALARTERIAL IIn IIIIIIIIIII MINORARTERIAL I MAORCOLLECTOR MINORCOLLECTOR  Rocky Rver N.C.  STANLY COUNTY NORTH CAROLINA  PDERAL AAMINSTRAITON  ANSON COUNTY  FIGURE2    ROWAN COUNTY  RECOMMENDATIONS  DAIVDSON COUNTY  LEGEND WIDEN TO 12 FTLANES MULTILANE MULTIANE NEW LOCATION UPGRADE INTERSECTION PLANNING BOUNDARY  STANLY COUNTY NORTE CAROLINA  ANSON COUNTY  FIGURE3    ROWAN COUNTY  RECOMMENDATIONS  DAIVDSON COUNTY  LEGEND WIDEN TO 12 FTLANES MULTILANE MULTIANE NEW LOCATION UPGRADE INTERSECTION PLANNING BOUNDARY  STANLY COUNTY NORTE CAROLINA  ANSON COUNTY  FIGURE3    Chapter 2  Recommended Thoroughtare Plan  Intent of the Thoroughfare Plan  Transportation is the backbone ofai region's economic vitality. Without an adequate transportation system people cannot easily reach their intended destination, goods cannot be delivered in a cost effective manner, and investors may look to invest in better served areas. Recent trends such as regional economies, "just in time" delivery, increased automobile ownership, and increased migration away from the central cities and towns are taxing existing transportation systems and requiring that more emphasis be placed on planning for our transportation future. A thoroughfare plan study identifies existing and future deficiencies in a transportation system, as well as uncovers the need for newi facilities. A county thoroughfare plan also providesa a representation oft the existing highway system by functional use. This use can be characterized as a part ofthe arterial road system, the collector road system, or the local street system. A full description of these various systems and their subsystems is given in Appendix A. This chapter presents the thoroughfare plan recommendations. The goal of this study is to propose at transportation system that will serve the anticipated traffic and land development needs of Stanly County. The primary objective oft this plan is to reduce traffic congestion and improve safety by eliminating both existing and projected deficiencies in the transportation system.  Thoroughfare Plan kecommendations  The process of developing and evaluating thoroughfare plan recommendations involves many considerations, including the goals and objectives oft the area, identified roadway deficiencies, environmental impacts, existing and anticipated land development, and travel services. Chapter 4 contains the documentation of the analysis involved in developing the recommendations for Stanly County. A detailed description of the purpose and need for the recommended improvements that were cooperatively developed are given below. Refer to Figure 3 for a depiction oft the  recommendations. Major Thoroughfares US : 52-1 Purpose and Need  Project Recommendation: Iti is recommended that US 52 be upgraded to a four-lane divided facility (R-2320). The project area in Stanly County goes from NC24-27 in the city of Albemarle to the Anson County line and will connect to US 74 in Anson County. The intersection ofUS 52 and Fork Road (SR 1766) at the Food Lioni in the town ofNorwood should be included in R-2320 as an upgrade project to improve safety. The project (R-2320) is scheduled in the post years and connects to the Albemarle Thoroughfare Plan improvement  project (R-2320G).  11    Transportation Demand: US: 52 from the Cabarrus County line to the Anson County line is functionally classified as principal arterial. It serves the county as a connector for traffic leaving Albemarle to the north and south. The southern roadway is the main route connecting the town ofl Norwood to the central part of the county. US: 52 serves as the main connector to NC 24-27 east-west traffic that wishes to connect to the city of Charlotte. The southern portion connects the city of Albemarle to the town ofNorwood and allows access to Anson County. With the ongoing improvements ofNC 24-27 more traffic will utilize US 52 to get to the city ofCharlotte. With the land use plan adopted by Stanly County in 2002 the cities projected growth in a hometown pattern containing a centralized business district. The majority oft the employment will continue to be in the central portion oft the county or toward the Charlotte Roadway Capacity and Deficiencies: The current average daily traffic (ADT) on US52 ranges from 7,800 vehicles per day (vpd) to 1,200 (vpd). The current capacity ranges from 8,200 (vpd) to 5,000 (vpd). The current level ofs service (LOS) for US 52 ranges are B-D. (Refer to Chapter 4 for an explanation oflevel of service). Without improvements the level of Social and Economic Development: US: 52 carries traffic north-south through the city of Albemarle and the towns ofNew London, Norwood, and Richfield. The main industrial development lies ini the northern section of Stanly County adjacent to US 52. Since much of the outlying area isi rural, this route isi important for access to shopping and business for residents and outlying communities. The current land use plan for Stanly County adopted in 2002 maintains the industrial zones in their current location. The land use plans recommends the local retail development stay in the main business districts oft the existing municipalities. The concept of strip mall development outside the down town business district will not be allowed. With the continued growth of the industrial parks the traffic volumes will increase the Safety Issues: The southern portion ofUS 52 connects the town ofl Norwood to the central portion of the county. Adding additional lanes will increase the safety for the area because large trucks must use US 52 when leaving US 74 heading northward. Traffic uses US: 52 get to NC 731 for recreational use along the Montgomery County line, which increase the number of left turn accidents. The recommended improvements will relieve congestion, increase capacity, improve maneuverability, and add more control access, resulting in safer driving conditions. System Linkage: US 52 has been designated as part oft the National Highway System (NHS), which includes roadways that serve major population centers, intermodal transportation facilities, national defense, and interstate and interregional travel. US 52 is classified as one of the other principal arterials in the NHS. The NHS comprises only 4 percent oft the road network in the nation, but carries over 40 percent oft total vehicle miles oft travel (vmt) and 70  area, resulting in an increasing traffic flow.  service by 2030 will deteriorate to C-E: ranges.  need for better roadways. -  percent oft truck traffic.  12    Project Recommendation: A four-lane divided facility on new location will go from Richfield tol I-85 in Salisbury. The facility will be a partially controlled access facility (R- Transportation Demand: US 52 from the Cabarrus County line to the Anson County line is functionally classified as principal arterial. It serves the county as a connector for traffic leaving the city of Albemarle to the north and south. The: northern roadway is in one oft the leading industrial zones in the county. It serves as a connector for traffic going to city of Concord and Salisbury. The southern portion connects the city of Albemarle to the town of Norwood and allows access to Anson County. This project willl help with the increased traffic from the improvements made from TIP project R-2320. Upon completion oft the projects there Roadway Capacity and Deficiencies: The current average daily traffic (ADT) on the northern part US5 52 ranges from 13,500 vehicles per day (vpd) to 6,200 (vpd). The current capacity ranges from 8,800 (vpd) to 5,000 (vpd). US: 52 is currently working from a level of service (LOS) B to D. (Refer to Chapter 4 for an explanation oflevel of service). Without any Social and Economic Development: US: 52 carries traffic north-south through the city of Albemarle and the towns ofNew London, Norwood, and Richfield. The main industrial development lies in the northern section of Stanly County adjacent to US52. Since much of the outlying area is rural, this route is important for access to shopping and business for residents and outlying communities. The current land use plan for Stanly County was adopted in 2002. The plan will continue tol hold all the industrial zones in their current location. The land use plan continues to maintain the local commercial development in the main business districts of the existing municipalities. With the continued growth oft the industrial parks the traffic volumes will increase. The improvements ofUS 52 into Cabarrus County will complete the connection to I-85 from traffic leaving US 74 in Anson County. These improvements will Safety Issues: The northern portion ofUS 52 enables the county to connect to I-85 and the cities of Concord and Kannapolis. Adding additional lanes will increase the safety for the area because of the large truck usage ofUS 52 when leaving US 74 heading northward to I-85. Traffic from the manufactured products include large modular homes that must pull onto US 52 at a slower speed while occupying wide portions of the roadway, which increases the possibility of accidents. The recommended improvements will relieve congestion, increase capacity, improve maneuverability, and add more control access, resulting in safer driving System Linkage: US521 has been designated as part of the National Highway System (NHS), which includes roadways that serve major population centers, intermodal transportation facilities, national defense, and interstate and interregional travel. US52i is classified as one of the other principal arterials in the NHS. The NHS comprises only 4 percent oft the road network int the nation, but carries over 40 percent oft total vehicle miles oft travel (vmt) and 70 percent of truck traffic. US 52 intersects with NC 49 which is also aj part of thel NHS.  2903).  will be a direct link to I-85 from US 74.  improvements the level of service by 2030 will deteriorate to Ct to E.  increase the commercial and residential growth ofthe county.  conditions.  13    NC73 - Purpose and Need  Project Recommendation: The project goes from the city of Albemarle to the Cabarrus County Line. The project will connect with the Albemarle Thoroughfare Plan. The city recommendations provide for a multilane facility. This project is currently unfunded. Transportation Demand: NC 73 from the Cabarrus County line to the Albemarle city limit is functionally classified as ai major collector. It serves the county as a connector for traffic leaving the city of Albemarle to the east and west. The eastern route is shared with NC24, which is recommended for improvements to a multi-lane facility as TIP project R-2530. The western roadway consists ofr rural farmland and has an emergency medical and fire facility in the Millingport community at SR 1134 (Millingport Road) intersection. It serves asa connector for traffic going to the cities of Concord and Charlotte. This project will help with the increase traffic from the improvements made from TIP project R-2530, which improves NC Roadway Capacity and Deficiencies: The current average daily traffic (ADT) on the western part ofNC 73 is 6,400 vehicles per day. The current capacity is 8,600 (vpd). The current level ofs service forl NC73 is in the B-D range (Refer to Chapter 4 for an explanation of] level of service). By the year 2030 the traffic is projected to be 11,000 (vpd). Without any improvements the level of service by 2030 will deteriorate to C-Erange.  24-73 on the east side of the city of Albemarle.  Social and Economic Development: NC73 carries traffic east-west through the city of Albemarle. Since much of the outlying area is rural, this route isi important for access to shopping and business for residents and outlying communities. The current land use plan for Stanly County was adopted in 2002 and will continue to designate the land between the cities of Albemarle and Concord as rural farmland. Farm machinery uses the roads to get to adjacent fields. The machinery is often wide and travels at as slow pace along existing narrow lanes. With the continued growth ofthe Concord area and Stanly County's close proximity to the city ofCharlotte the local residential areas are growing. New schools have been built along the western area of Stanly County to handle the new growth. This growth will increase the retail Safety Issues: The western portion ofNC 73 serves as a direct connection from the city of Albemarle to the city of Concord. Adding additional lanes will increase the safety for the area because large slow moving farm equipment uses the road. The area between Albemarle and Cabarrus County is designated as rural farmland. With the growth of Charlotte and Concord areas, many cars will travel NC73 to and from work. With additional lanes on NC73, left turns and the ability to pass large farm equipment will result in safer driving conditions.  business in the county and the traffic volumes.  14    System Linkage: Improving NC 73 to ai multi-lane facility is imperative because ofits significance in serving intracounty travel and traffic generators in addition toj providing access to the arterial system. Itplays an important role inj providing east-west passage for the central  part of Stanly County. NC 49-1 Purpose and Need  Project Recommendation: The project goes from the town ofHarrisburg in Cabarrus County tot the Yadkin River for ai total length of29.3 miles. The project will connect Stanly County with the Charlotte and Harrisburg area. The TIP project (R-2533). will provide multi-lanes Transportation Demand: NC 49: is functionally classified as major collector. It serves the northern part oft the county allowing an east-west traffic flow: from Davidson County to the Cabarrus County. NC 49 is aj part of the National Highway System, which is recommended for improvements to a multi-lane facility as TIP project R-2533. Because NC 49 serves a direct link to the Charlotte area for the northern part oft the county, it will serve the county as well as through traffic from the counties north east of Stanly County. The project will help with the increased traffic from the rapid growth of the Charlotte and Concord area. Roadway Capacity and Deficiencies: The current average daily traffic (ADT) on the western part ofNC 49is 7,000 vehicles per day (vpd) with the eastern portion at 4,000 (vpd). The current capacity is 5,000 (vpd). The current level of service (LOS) forl NC73 ifbetween the B- Dr range. (Refer to Chapter 4 for an explanation oflevel of service). By the year 20301 the traffic is projected to be 8,500 (vpd). Without improvements the level of service by 2030 will  along NÇ 49 in the northern portion of Stanly County.  deteriorate to C-E range..  Social and Economic Development: NC 49 carries traffic east-west just north of the city of Albemarle. Since much of the outlying area is rural, this route is important for access to shopping and business for residents and outlying communities. NC49is a vital link for the county because oft the constraints on the east-west traffic flow created by the Uwharrie National Forest and the Morrow Mountain State Park area. NC 49 serves and the main east-west route from the city of Asheboro to the city of Charlotte south ofI-85. The current land use plan for Stanly County was adopted in 2002 and will continue to designate the land as rural farmland for the areas east and west ofUS52. The improvements on US5 52 from TIP project R-2093 combined with the continued growth ofthe Concord area and Stanly County's close proximity tot the Charlotte promotes residential growth for these areas. This growth will increase the potential need for retail goods and services in the county and the traffic volumes along NC 49. Safety Issues: NC49 serves as a direct connection from the city of Asheboro to the Charlotte area. Adding additional lanes will increase the safety for the area. Large slow moving farm equipment currently uses the road. The current road does not provide safe areas for the equipment to pull off or areas for motorist to pass. The area between Davidson County and Cabarrus County has ai recreational water use facility which increases recreational vehicles utilizing the water access points. With the manufactured housing industry along US 52 near the Richfield area larger and more restricting traffic uses NC 49. Combined with the growth of the Charlotte and Concord area many oft the county residents commute. to the jobs in the more  15    urbanized areas. Many cars will travel NC 49 to and from work. With additional lanes on NC 49, left turns and the ability to pass large equipment can be done with increased safety. System Linkage: Improving NC 491 to a multi-lane facility is imperative because ofits significance in serving intracounty travel and traffic generators in addition to providing access tot the arterial system. It plays an important role inj providing east-west passage for the northern part of Stanly County. NC 49: is a part of the National Highway System (NHS) which includes roadways that serve major population centers, intermodal transportation facilities, national defense, and interstate and interregional travel. NC 43 is classified as one oft the other principal arterials in the NHS. The NHS comprises only 4 percent of the road network in the nation, but carries over 40 percent oft total vehicle miles oftravel (vmt) and 70 percent oft truck traffic.  NC 24-27 Purpose and Need  Project Recommendation: The project goes from the west city limits ofLocust to the west city limits of Albemarle for at total length of1 14.2 miles. The project will improve the traffic flow form Stanly County with the city of Charlotte with a multi-lane road. The project is listed int the TIP as project (R-967) which is a part oft the intrastate projects proposed throughout the Transportation Demand: NC24-27 is functionally classified as a minor arterial. It serves Stanly County as an east-west connection between Montgomery County and Cabarrus County. NC 24-27 intersects I-74 in Montgomery County, which makes easy access to the I-40 and I-85 Roadway Capacity and Deficiencies: The current average daily traffic (ADT) on the western part ofNC2 24/27 is 11,600 vehicles per day. The current capacity is 5,300 (vpd). The current level of service (LOS) for NC: 24/27 is within the Btol Di range. (Refer to Chapter 4 for an explanation oflevel ofs service). By the year 2030 the traffic is projected to be 12,000 (vpd). Without improvements the level of service by 2030 will deteriorate to C-E range. Social and Economic Development: NC 24/27 carries traffic east-west through the city of Albemarle. Since much of the outlying area is rural, this route is important for access to shopping and business for residents and outlying communities. NC24/27 is a vital link for the east-west traffic traveling from the City of Albemarle to the Charlotte area. The current land use plan for Stanly County was adopted in 2002 and will continue to designate the land as rural farmland outside oft the City of Albemarle to the Cabarrus County Line. The western section of the county is expected to increase ini residential development. With much oft this area designated as rural farmland in the Stanly County Land Use Plan in 2000 travel will be required to get to retail goods and services. The residents will need to commute to their places Safety Issues: The NC 24/27 serves as an east-west facility for the county. Adding additional lanes will increase the safety for the area because oft the commuters traveling to surrounding areas for employment. Combined with the growth of the city of Albemarle and the completed  state.  int the north and the Charlotte area in the southwest.  ofemployment. The growth will increase the traffic volumes.  16    portions of multi-lane sections ofNC 24/27 it is essential to establish some uniformity in the road. With the combination ofTIP project R-2530 and R-967 the road will have multi-lanes throughout the county and should reduce accidents by providing safe storage for vehicles System Linkage: Improving NC 24/27 to a multi-lane facility willj provide the central portion of Stanly County with an important east-west passage. Providing a good intrastate road system Project Recommendation: Upgrade NC: 24-27 (R-2530) to a multilane facility from west of the city of Albemarle to aj point west the Pee Dee River. This is TIP Project R-2530. Upon Transportation Demand: NC 24/27: is functionally classified as a minor arterial. Its serves the central part oft the county allowing an east-west traffic flow from Montgomery County to Cabarrus County. NC24 intersects I-74 in Montgomery County, which makes easy access to Roadway Capacity and Deficiencies: The current average daily traffic (ADT) on1 the western part ofNC 24/27 is 8,000 vehicles per day. The current capacity is 5,300 (vpd). The level of service(LOS) for NC 24/27 is in the B-D range. (Refer to Chapter 4 for an explanation ofl level ofservice). By the year 2030 the traffic is projected to be 9,000 (vpd). Without improvements Social and Economic Development: NC: 24/27 carries traffic east-west through the city of Albemarle. Since much of the outlying area is rural, this route isi important for access to shopping and business for residents and outlying communities. NC: 24/27 is a vital link for the counties east-west travelers on the southern end oft the Uwharrie National Forest and the Morrow Mountain State Park area. NC 24/27 services a major retail area for the city of Albemarle. The current land use plan for Stanly County was adopted in 2002 and will continue to designate the land as rural farmland outside of the city of Albemarle to the Montgomery County Line. The retail centers shall remain in their current location from the eastern city limit and continue west beyond the intersection ofUS 52. With the continued growth of commercial centers and retail businesses on NC 24/27 accessibility and provisions for through traffic are Safety Issues: Thel NC 24/27 serves as an east-west facility for the county. Adding additional lanes will increase the safety for the area by increasing the accessibility in areas ofl high concentration ofc commercial and retail establishments along the road. Combined with the growth of the Albemarle area and the completed portions ofmulti-lane sections ofNC2 24/27it ise essential to establish some uniformity in the road. With the combination ofTIP project R- 2530 and R-967 the road will have multi-lanes throughout the county and should reduce accidents by providing safe storage for vehicles making left and right turns.  making left and right turns.  allows neighboring counties and Stanly County safe and convenient travel.  completion the TIP project will be 8.9 miles in length.  the I-40 and I-85.  the level ofs service by 2030 will deteriorate to the C-E: range.  essential for continued growth.  17    System Linkage: Improving NC 24/27 to ai multi-lane facility will provide the central portion of Stanly County with an important east-west passage. Providing a good intrastate road system  allows neighboring counties and Stanly County safe and convenient travel.  Widening Projects  The following facilities are recommended to be widened toi improve safety and capacity. Each of the sections ofr roadway listed below currently has lane widths less than 12 feet. Based on the volume oftraffic on the road widening is recommended. Before any roadwayi improvements are made, Especially to roads that are part of the NC: Bike Route system, the NCDOT Division of Bicycle and Pedestrian Transportation should be consulted on the most appropriate cross section.  NC200: From Cabarrus County to Union County  NC1 138: From the. Albemarle Planning Boundary to SR 1914 (Cooper Road).  SR1 1134 (Milling Port Road/Running Church Road): From NC 8/49 to the UPB oft the SR 1110 (Swift Road): From SR 1227 (Ridge Crest Road) to the UPB ofthe town of SR1115 (Liberty Hill): From SR 1227 (Ridge Crest Road) to NC 24/27.  town ofLocust. Oakboro.  SR 1206 (Mission Church Road): From SR 1206 (Five Point Road) to SR 1134 (Running SR 1208 (Barrier Store Road): From SR 1206 (Five Point Road) to Cabarrus County line. SR 1210 (Mission Church Road): From SR 1134 (Running Creek Church Road) to SR1206 SR 1227 (Ridge Crest Road): From SR 1134 (Running Creek Church Road) to NC24/27. SR 1918 (Cottonville Road): From SR 1935 (Plank Road) to SR 1922 (Stanly School Road). SR 1922 (Stanly School Road): From SR 1923 (Stanly School Road) tol NC 138. SR 1923 (Stanly School Road): From SR 1922 (Stanly School Road) to US52. SR 1935 (Plank Road): From NC 138 to SR 1918 (Cottonville Road).  Creek Church Road)  (Five Point Road).  18    Bicycle Routes  Stanly County has three signed county bicycle routes and two cross-state routes (Gold Fever NC Bike Route which is part oft the Piedmont Spur, the Sandhills Sector) and a series of unsigned facility that total 197-miles system. Because oft this designation, these facilities may be subjected to more bicycle traffic than other facilities of similar design. Due to the shared, or multi-modal, use oft these facilities, it is recommended that sub-standard sections be widened to a standard cross section for bicycles (Appendix C, cross section 0) as funding permits. These improvements will enhance safety and the functional design of the facility. The bicycle routes,  described below, are shown in Figure 4.  Gold Fever (NC Bike Route B-4) and Sandhills Sector  NC2 24/27/73 from Motgomery County Line to SR 1720 (Valley Drive) SR 1720 (Valley Drive) from NC 24/27/73 to SR 1730 (Vickers Store Road) SR 1730 (Vickers Store Road) From SR 1720 (Valley Drive) tol NC 740  NC 740 from SR 1730 (Vickers Store Road) to the eastern Albemarle Urban Planning Boundary.  NC73 from Western. Albemarle Planning boundary to SR1249 (Canton Road) SR 1249 (Canton Road) from NC 73 to SR 1134 (Running Creek Church Road)  SR 1134 (Running Creek Church Road) from SR 1249 (Canton Road) to SR 1210 (Substation SR 1210 (Substation Road) from SR 1249 (Canton Road) to SR 1206 (Mission Church Road) SR 1206 (Mission Church Road) from SR 1249 (Canton Road) to SR 1208 (Barrier Store Road) SR 1208 (Barrier Store Road) from SR 1249 (Canton Road) to Cabarrus County Line The Department ofTransportation and the. Albemarle Parks and Recreation Department has pro- duced ai map that includes several connecting bike routes within the county. The map includes the services available for the bicyclist on both signed and unsigned routes within the county. The map isincluded in the Thoroughfare Report for the City of Albemarle for the year 2000. The map is available through Bicycle and Ped. Division ofthe North Carolina Department ofTransportation When considering the widening of these facilities, the NCDOT Division of Bicycle and Pedestrian Transportation should be consulted. This division can recommend the most appropriate cross section for the widening, in addition to providing assistance ini identifying the need for improvements based on present and future bicycle traffic. For further consideration and assistance, the coordinator oft this division can be contacted at the address below.  Road)  NC Department ofTransportation Division of Bicycle and Pedestrian Transportation 1552 Mail Service Center Raleigh, NC: 27699-1552  19    :.  20    BICYGLE ROUTES FOR STANLY COUNTY  ROWAN COUNTY  DAIVDSON COUNTY  LEGEND Boutel Bodin, Albemarie, Aguodale oue? Misanheimer, New London Bodin, Morrow Mounlain Slcte Park Nonvood, Aquodale Oakboro Slanfield and Locust Roule 3 Richfield .Oakboro Roule 6 Fedmon! Spur Roule Unigned Connedors FLANNING BOUNDARY  STANLY COUNTY NORTH CAROLIA  ANSON COUNTY  FIGURE4    Public Involvement  Based on a request from the Stanly County Board of Commissioners in March of 1996, the study to develop a thoroughfare plan for Stanly County was officially started in April of2000. NCDOT officials met with the Stanly County Planning Director, and the Planning Board. These meetings were held toj present information on the thoroughfare planning process and to gather input on the Thej proposed thoroughfare plan was presented to the Stanly County Commissioners at the March 10, 2003 County Commissioners' meeting, with members oft the public present. After aj public hearing, the County Commissioners adopted the Stanly County Thoroughfare Plan. The Rocky River PRO: reviewed the plan and issued ai resolution to support the plan on May 29,2 2003. The  transportation needs of the County.  North Carolina Board ofTransportation adopted the plan on June 4, 2003.  23    San  24    Chapter 3  implementation of the Thoroughfare Plan  Once the thoroughfare plan has been developed and adopted, implementation is one oft the most important aspects oft the transportation plan. Unless implementation is an integral part ofthis process, the effort and expense associated with developing the plan will be lost. There are several tools available for use by the County to assist in the implementation oft the thoroughfare plan. They  are described in detail ini this chapter.  State-County Adoption of the Thoroughfare Plan  Stanly County and the North Carolina Department ofTransportation (NCDOT) have mutually approved the thoroughfare plan shown in Figure 2. The mutually adopted plan now serves as a guide for the NCDOT in the development of the county transportation system. The approval oft this plan by the County also enables standard road regulations and land use controls to be used effectively in  the implementation of this plan. Subdivision Controls  Subdivision regulations require every subdivider to submit to the County Planning Board aj plan of any proposed subdivision. It also requires that subdivisions be constructed to meet 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 proposed roads. The construction of subdivision streets to adequate standards reduces maintenance costs and simplifies the transfer of streets to the State Highway System. Appendix D outlines the recommended subdivision design  standards as they pertain to road construction. Land Use Controls  Land use regulations are an important tool ini that they regulate future land development and minimize undesirable development along roadways. 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. Development Reviews  The District Engineer's office and the Traffic Engineering Branch ofl NCDOT review driveway access to any state-maintained road. In addition, any development expected to generate large volumes oft traffic (e.g., shopping centers, fast food restaurants, or large industries) should be comprehensively studied by the Traffic Engineering Branch, the Project Development and Environmental Analysis Branch, and/or thel Roadway Design Unit ofNCDOT. Ifreviewed at an early stage, iti is often possible to significantly improve the evelopmemtsaccesibiliy while  preserving the integrity oft the thoroughfare plan.  25    Funding Sources County Construction Account  The County Construction Account is used to allocate funding toj pave unimproved roads, widen roadways, stabilize dirt roads, make minor alignment improvements, and even construct short connectors when appropriate. These improvements are implemented on a priority basis that is developed through the NCDOTI Division Offices. The appropriate Division Engineer's Office should be contacted for more information on the County Construction Account. The office address for Division Ten, which includes Stanly County, is given below. For more specific contact information for the division office or any other NCDOT personnel, the Customer Service Office can be contacted toll free at 1-877-DOT-4YOU or by visiting the website at www.ncdot.org.  Division Ten Engineer's Office N.C. Department of Transportation 716W.1 Main Street Albemarle, NC 28001  Transportation Improvement Program  North Carolina's Transportation Improvement Program (TIP) is a document that lists all major transportation projects, and their funding sources, planned by the NCDOT for a seven-year period. Every two years, when the TIP is updated, completed projects are removed, programmed projects are advanced, and new projects are added. In addition to highway construction and widening, TIP funds are available for bridge replacement, highway safety projects, enhancement projects, environmental During biannual TIP public hearings, municipalities, local citizens groups, and other interested parties request projects to bei included in the TIP. The group requesting a particular project(s) should submit to the NCDOTI Board ofTransportation Member from the county's respective division the following: a letter with aj prioritized summary ofr requested projects, TIP candidate project request forms, and project location maps with a description of each project. Refer to Appendix F for an example of a TIP project request packet. The Board ofTransportation reviews all oft the project requests from each area of the state. Based on the technical feasibility, need, and available funding,  mitigation, railroad crossings, bicycle facilities, and public transportation.  the board decides which projects will be included ini the TIP.  Industrial Access Funds  Ifcertain economic conditions are met, Industrial Access Funds are available for construction of access roads for industries that plan to develop property that does not have access to any state- maintained road. The NCDOT Secondary Roads Office should be contacted for information on  Industrial Access Funds. Small Urban Funds  Small Urban Funds are annual discretionary funds that are distributed to municipalities for qualifying projects. A given municipality may receive funding for multiple projects, but there is ai maximum of  26    one million dollars per year per division. Requests for Small Urban Fund assistance should be  directed to the Division Engineer  The North Carolina Highway Trust Fund Law  The Highway Trust Fund Law was established in 1989 as aj plan with four major goals for North 1. To complete the remaining 1,716 miles of four lane construction on the 3,600 mile North 2. Toconstruct ai multilane connector in Asheville and portions of multilane loops in Charlotte, 3. To supplement the secondary roads appropriation in order to pave, by 1999, 10,000 miles of unpaved secondary roads carrying 50 or more vehicles per day, and all other unpaved secondary  Carolina's roads and highways. These goals are:  Carolina Intrastate System.  Durham, Greensboro, Raleigh, Wilmington, and Winston-Salem.  roads by 2006.  4. To supplement the Powell Bill Program.  Ap portion oft this bill, which will benefit Stanly County over the thirty-year planning period, is the paving of most, ifnot all, ofi its unpaved roads on the state-maintained system. The Program Development Branch ofNCDOT should be contacted for information on the Highway Trust Fund  Law.  Implementation Recommendations  The following table gives recommendations for the most suitable funding sources and methods of implementation for the major project proposals oft the Stanly County Thoroughfare Plan.  Table 1  Funding Sources and Recommended Methods ofI Implementation  Projects US52 NC24/27 NC49 NC73  Funding Sources Local TIP Funds Funds Access  Methods of] Implementation  Industry Small T-fare  Subdiv. Zoning Develop.  Urban Plan X X X X  Ord.  Ord.  Review X X X X  X X X X  27    :  :  28    Chapter 4  Analysis of Stanly County's Roadway System  This chapter presents an analysis of the ability of the existing roadway system to serve the area's travel desires. Emphasis is placed not only on detecting the deficiencies, but also on understanding their cause. Travel deficiencies may be localized and the result of substandard highway design, inadequate pavement width, or intersection controls. Alternately, the underlying problem may be a system deficiency such as a need for a bypass, loop facility, construction of missing links, or Analysis ofthe roadway system involves examination oft the existing travel patterns and identification of existing deficiencies. Roadway capacity and safety analyses are also essential in evaluating the existing transportation system. After a picture oft the existing travel conditions has been developed, factors that will impact the future transportation system must be analyzed. These factors include projected population growth, economic development potential, and land use trends. This information is used to determine anticipated future deficiencies in the transportation system.  additional radials.  Current Transportation Plans for Stanly County  Thoroughfare Plans  At thoroughfare plan is a tool to aid officials in the development of an appropriate transportation system. It isi important that the communities within a county and county officials cooperate in the development of their transportation system. Thoroughfare plan development and implementation, jointly undertaken, will help ensure the development of an efficient system for travel throughout the county. The following thoroughfare planning studies have previously been done for Stanly  County:  1. Albemarle 2001 2. Locust 1984* 3. Oakboro 1994 * new: study in progress  Transportation Improvement Program Projects  The Transportation Improvement Program (TIP) is a seven-year project planning document that lists the major transportation improvement projects planned by the North Carolina Department of Transportation (NCDOT). In addition to roadway projects, the TIP includes funding for bridge replacement, highway safety projects, enhancement projects, environmental mitigation, railroad crossings, bicycle facilities, and public transportation. Listed below are projects identified ini the  2002-2008 TIP for Stanly County.  -  29    1. US52  R-2320: US 74 in Wadesboro to NC: 24-27 in Albemarle four lanes divided with some R-2903: Multi-lanes south ofNC 49 in Richfield to I-85 North of Salisbury. Four lanes  relocation.  divided on new location (Coordinate with I-2511)  2. US52/US74/NC49  R-4413: National Highway System guardrail rehabilitation project to upgrade substandard  guardrail end treatments and bridge anchor units.  3. NC24-27 four lanes. Multi-lanes. 4. - NC49  R-967: West city limits ofLocust to west city limits of Albemarle widen the existing facility to R-2530: Multi-lanes west of Albemarle to multi-lanes west oft the Pee Dee River. Widen to  3  U-2533: Harrisburg to Yadkin River widen to multi-lanes.  5. Bridge Projects  B-4407: Rocky River, replace bridge No. 70. B-4643: Curl Tail Creek, replace bridge No. 24. B-4276: Long Creek replace bridge No. 23. B-4278: Island Creek replace bridge No. 209. B-3907: Rock Hole Creek replace bridge No. 135 B-3700: Long Creek replace bridge No. 187. B-3908: Big Bear Creek replace bridge No. 246. B-4644: Hardy Creek replace bridge No. 57.  :3  B-4279: Scaly Bark Creek replace bridge No. 120 with culvert.  B-3909: Long Creek replace bridge No. 99.  B-43333: Kingsley Drive over Long Creek replace bridge No. 66.  30    Existing Travel Patterns and Deficiencies  Traffic Demand  For the purposes ofa a thoroughfare plan study, roads that are functionally classified are principally the ones studied. Appendix Aj provides an explanation of functional classification and Figure A-2 depicts Stanly County Functional Classification. Travel demand on these facilities is measured in the form of average daily traffic counts. Traffic counts are periodically taken by the NCDOT throughout the state, including several locations in Stanly County. The 2000 average daily traffic (ADT) for Stanly County's functionally classified roads is shown in Figure 6 and listed in  Appendix B, Table B-1.  Width and Alignment Deficiencies  NCDOT's: roadway design standards establish criteria for minimum pavement widths, dependent on the type of facility, the design speed, and the current and design year ADT. These criteria call for 12-foot lanes for all highways with design speeds greater than 50 miles per hour (mph) and design year. ADT greater than 2,000 vehicles per day (vpd). However, roads with lower speeds and ADT are designed with lane widths as narrow as 10: feet. In addition to criteria for designing new facilities, there are standards for minimum tolerable lane widths on existing roads. These  minimum tolerable lane widths are summarized below in Table 2.  :  Table-2 2  Minimum Tolerable Lane Widths  Average Daily Traffic (vpd) Over 2000 400-2000 100-400 Below 100  Principle Arterials (ft) 11  Minor Arterials (f) 11 10 10  Collectors (ft) 11 10 9 9  There are a number of roads in Stanly County that have substandard widths. Due to the substantial cost of upgrading all secondary roads to standard 12-foot lanes, narrower widths may have to be tolerated until sufficient funds are available for improvements. The roads identified as part oft the Stanly County'sThoroughfare Plan study that have substandard widths and, based on the volume oftraffic on the road, are: recommended tol be widened to 12-foot lanes are shown inl Figure 9 and  are listed below.  NC8: From NC49to US52  NC73: From the Albemarle Urban Planning Boundary to the Cabarrus County Line NC 138: From the Oakboro Urban Planning Boundary to the Albemarle Urban Planning NC200: From the Oakboro Urban Planning Boundary to the Cabarrus County line SR 1110 (Swift Road): From NC: 205 to SR 1115 (Liberty Church Road)  Boundary  NC740: From NC 8 to SR 1520. (Gurley Road)  31    SR 1115 (Liberty Church Road): From SR 1110 (Swift Road) to NC: 24/27 SR 1134: From the Locust Urban Planning Boundary to US52 SR 1206 (Five Point Road): From SR 1208 (Barrier Store Road) to SR 1210 (Mission SR 1208 (Barrier Store Road): From the Cabarrus County Line to SR 1206 (Five Point SR 1210 (Mission Church Road): From SR 1206 (Five Point Road) to SR 1134 SR 1227 (Ridge Crest Road): From SR 1134 (Running Creek Church Road) tol NC SR 1918 (Cottonville Road): From SR 1922 (Stanly School Road) to SR 1935 (Plank SR 1935 (Plank Road): From SR 1918 (Cottonville Road) to NC 138  Church Road) Road)  (Running Creek Church Road)  224/27 Road)  Capacity Analysis of the Existing System  The adequacy oft the existing roadway system is evaluated by comparison oftraffic volumes to the ability of the roads to move traffic freely at a desirable speed. The ability ofai facility to move traffic freely, safely, and efficiently with minimum delay is controlled primarily by the type and spacing oft traffic control measures. Thus, the ability of a road to move traffic can be increased by restricting parking and turning movements, using proper sign and signal devices, and by applying Capacity is the maximum number of vehicles which have a "reasonable expectation" of passing over a given section ofroadway, during a given time period under prevailing roadway and traffic conditions. Roadway capacities and 2000 average daily traffic for facilities in Stanly County are shown in Figure 6 and listed in Appendix B, Table B-1. Currently, the following facility in Stanly  other traffic engineering strategies.  County is over capacity:  US52: From the Cabarrus County line to the northern Albemarle Urban Planning Boundary (AUPB) and from the southern AUPB to the CityofNorwood NC 8: From the Davidson County Line to the NC 8/49: split NC49: From the NC 8/49 split to the Cabarrus County Line  NC24: Form Locust Urban Planning Boundary (LUPB) to western Albemarle Urban Planning Boundary (AUPB) and from the eastern (AUPB) to the Motgomery County  Line  The relationship oft traffic volumes to the capacity ofthe road determines the level ofs service (LOS) provided. Six levels ofs service have been defined, with letter designations from A to F. LOS A represents the best operating conditions and LOSI F represents the worst. The definitions oflevels of service are general and conceptual in nature. Levels of service for interrupted flow, or signalized, facilities vary widely in terms of both the users perception of service quality and the operational variables used to describe them. The 1995 Highway Capacity Manual contains more detailed descriptions of the levels of service as defined for each facility type. The six levels of service, whose definitions follow, are illustrated in Figure 5.  32    Levels of Service LOSA A  Describes primarily free flow conditions. Motorists experience high levels of physical and psychological comfort. The effects of minor incidents of breakdown are easily absorbed. Even at the maximum density, the average spacing between vehicles is about 528 feet, or 26 car lengths. Represents reasonably free flow conditions. The ability to maneuver within the traffic stream is only slightly restricted. The lowest average spacing between vehicles is about 330 feet, or 18 car  LOSI B lengths. LOSC  Provides for stable operations, but flows approach the range in which small increases will cause substantial deterioration in service. Freedom to maneuver is noticeably restricted. Minor incidents may still be absorbed, but the local decline in service will be great. Queues may be expected to form behind any significant blockage. Minimum average spacings are in the range of220 feet, or  11 car lengths. LOSD  Borders on unstable flow. Density begins to deteriorate somewhat more quickly with increasing flow. Small increases in flow can cause substantial deterioration in service. Freedom to maneuver iss severely limited, and drivers experience drastically reduced comfort levels. Minor incidents can be expected to create substantial queuing. At the limit, vehicles are spaced at about 165 feet, or 9  car lengths. LOSE  Describes operation at capacity. Operations at this level are extremely unstable, because there are virtually no usable gaps in the traffic stream. Any disruption to the traffic stream, such as a vehicle entering from a ramp, or changing lanes, requires the following vehicles to give way to admit the vehicle. This establishes a disruption wave that propagates through the upstream traffic flow. At capacity, the traffic stream has no ability to dissipate any disruption. Any incident can be expected toj produce a serious breakdown with extensive queuing. Vehicles are spaced at approximately 6  car lengths, leaving little room to maneuver.  LOSF  Describes forced or breakdown flow. Such conditions generally exist within queues forming  behind breakdown points.  33    -  : -  336757  2  ES  173  34    Source: 19941 Highway Capacity Manual  LOSA.  LOSD.  LOSB.  LOSE.  LOSC.  LOSF.  Figure 5  LEVELS OF SERVICE        2000 VOLUMES & ROADWAY DEFICIENCIES LEGEND  ROWAN COUNTY  DAIVDSON COUNTY  ANSON COUNTY    Traffic Crashes  Traffic crash statistics can often be used as an indicator for locating congestion problems. Traffic crash records can also be reviewed to identify problem locations or deficiencies such as substandard design, inadequate signing, ineffective parking, or poor sight distance. Crash patterns identified from analysis of crash data can lead to improvements that will reduce the number of The NCDOT Traffic Engineering and Safety Systems Branch periodically reviews crash data statewide to identify areas where crash rates may be reduced as ai result ofroadway improvements. The Highway SafetyImprovement Program identifies the highest crash intersections sO that they may be studied further. To be included in the program, each location must meet one of several warrants, or minimum criteria. For intersections, the categories of warrants are front impact crash rate (Warrant I-1), previous year crash rate (Warrant I-2), severity index levels (Warrant I-3), night crash rate without streetlights (Warrant I-4), and chronic intersection locations (Warrant I-5).  crashes.  Intersection Warrants  Types of Crashes  Warrant I-1 (Frontal Impact)  Angle Head On  Left/ /) Right Turn Same Road Left /1 Right Turn Different Road  Warrant I-2 (Last Year Crashes) Warrant I-3  Previous year crash rate Severity index levels  (Frequency with a Severity Index Minimum)  Warrant I-4  Night crashes  (Night Crashed Without Streetlights)  Warrant I-5  Rear End Crashes Run OffF Road Crashes Crossing Pattern Crashes Right Turn  (Chronic Intersection Locations)  Other Modes (Includes pedestrian, bicycle, moped crashes).  Crash data is given by type in order to identify any trends that may be correctable through roadway ori intersection improvements. The total number of crashes and the average crash severity are useful for ranking the most problematic intersections. The severity index is based on a series of weighting factors developed by the NCDOT. These factors define a fatal ori incapacitating crash as 47.7 times more severe than one involving only property damage, and an crash resulting in minor injury as 11.8 times more severe than one with only property damage. In general, a higher severity index indicates more severe crashes. Listed below are levels of severity for various severity index  ranges.  39    Severity Severity Index low average moderate 7.0to 14.0 high very high >20.0  <6.0 6.0to7.0 14.0 to 20.0  Table 3 gives a summary oft the intersections in Stanly County with the highest crash rates. For each intersection, the total number of crashes is given by type and by average severity index. The criterion used to identify these locations includes all crashes within 150: feet ofa an intersection over To request ai more detailed crash analysis for any of the intersections given in' Table 3, or other intersections ofc concern, the appropriate Regional Traffic Engineer, which is the Metrolina Region  at three-year period, between January 1998 and December 2000.  for Stanly County, should be contacted.  Metrolina! Region (Serves Divisions 9, 10, and 11)  Room 112 2327 Tipton Drive Charlotte, NC 28206 (336) 896-7037 Regional Traffic Engineer  Interim Contact: Vickie L. Embry (Triad & High County Region)  Table3 3  Stanly County Highest Crash Intersections  Location Number 1 2 3 4  Severity Index 2.85 2.85 3.69 5.44  Intersection NC 200/SR 1115 US: 52/NC 49 SR 1918/SR 1922 SR 1214/SR 1400  I-1 I-2 I-3 I-4 I-5 Other Total  11 10 6 7  1 3  12 12 10 10  2 4  Note: Denotes intersections included in the 2000 Spring Highway Safety Improvement Program.  Existing Bridge Conditions  Bridges are a vital and unique element ofa highway system. First, they represent the highest unit investment ofa all elements oft the system. Second, any inadequacy or deficiency in a bridge reduces the value oft the total investment. Third, a bridge presents the greatest opportunity of all potential highway failures for disruption of community welfare. Finally, and most importantly, al bridge represents the greatest opportunity of all highway failures for loss oflife. For these reasons, itis imperative that bridges be constructed to the same design standards as the system of which they are  ap part.  40    Congress enacted the National Bridge Inspection Program Standards on April 27, 1971, implementing the Federal Highway Act of1968. These standards require that "all structures designed as bridges located on any oft the Federal-Aid Highway Systems be inspected and the safe load carrying capacity computed at regular intervals, not to exceed two years. > The NCDOT Bridge Maintenance Unit, with assistance from various consultants, inspects all bridges on the The Transportation Improvement Program (TIP) development process for bridge projects involves consideration ofs several evaluation methods in order toj prioritize needed improvements. A sufficiency index is used to determine whether a bridge is sufficient to remain in service, or to what extent it is deficient. The index is aj percentage in which 100 percent represents an entirely sufficient bridge and zero represents an entirelyi insufficient or deficient bridge. Factors evaluated  State Highway System.  in calculating the index are listed below. structural adequacy and safety serviceability and functional obsolescence essentiality for public use type ofs structure traffic safety features  Al bridge is considered deficient ifit is either structurally deficient or functionally obsolete. Bridges ini the functionally obsolete category have below average: ratings in approach roadway alignment, under clearance, deck geometry, waterway adequacy, or structural condition. Structurally deficient bridges have below average ratings in deck superstructure, substructure, overall structural conditions, or waterway adequacy. A bridge must be classified as deficient before it is eligible for Federal Bridge Replacement Funds. The sufficiency rating must be less than 50 to qualify for replacement or less than 80 to qualify for rehabilitation under federal funding. In addition to the sufficiency index, further analysis is performed using the Level of Service Analysis and Prioritization (LOSAP) program. This program ranks bridges by deficiency points, which are calculated based on maintaining desired levels of service. The levels of service for lane and shoulder width, vertical clearance, and load capacity vary. with roadway functional classification and average daily traffic. Another tool for prioritizing bridge improvements is the Optimum Bridge Budget Forecasting and Allocation System (OPBRIDGE). This program determines the optimum improvement action and time for each bridge in ai network given certain The output from each of these evaluation methods, along with input from NCDOT Bridge Maintenance personnel and local communities, is used to prioritize bridge projects. Bridges with the highest priority are replaced as federal and state funds become available. All bridges in Stanly County have been analyzed, rated, and inventoried. Table 4 shows the all functionally obsolete bridges and Table 5 shows the fifteen most structurally deficient bridges in  level ofservice goals and funding constraints.  the county.  41    Table4 4 Water Source LITTLE MONUTAIN CREEK BIG BEAR CREEK RIVER BIG BEAR CREEK LONG CREEK STONEY RUN CREEK ISLAND CREEK ROCK HOLE CREEK STONY RUN CREEK RAMSEY CREEK TOWN CREEK ROCKY CREEK BIG BEAR CREEK COLD WATER CREEK  Functionally Obsolete Bridges in Stanly County  Bridge No. 12 21 62 78 99* 115 125 135* 156 160 167 208 246* 258 Notes:  Facility Carried SR1522 NC73 SR1943 SR 1228 SR 1968 SR 1968 SRI 1130 NC99 SR 1218 SR 1253 SR 1421 SR 1001 SR 1225 SR 1103  Location 0.1 MINJ JCT SR1518 0.91 MIEJCT. SR 1234  Rating 60.8 59.1  TRIBUTARY OF ROCKY 0.4MINJCT. SR 1980 36.1  0.2. MINJCT. SR 1234 39.3 0.41 MI EJCT.S SR 1968 0.2 MI EJ JCT. SR 1975 0.2 MI EJCT. SR 1127 55.7 0.61 MI W JCT. SR 1001 40.4 0.71 MI S. JCT. SR 1221 0.1 MI W. JCT. NC27 0.4 MII N. JCT. SR 1400 53.4 0.7 MI SJCT. SR 1152 1.1 MI S. JCT. SR 1134 47.8 0.21 MIMJCT. SR 1104 36.3  48.5 58.9 39.3 44.1 49.1  Denotes the bridge is in the current Transportation Improvement Program.  Table 5 Water Source LONG CREEK BRANCH OF BIG BEAR CREEK BIG BEAR CREEK LONG CREEK PEE DEE RIVER HARDY CREEK LITTLELONG CREEK SCALY BARK CREEK ISLAND CREEK CUCUMBER CREEK LONG CREEK RUNNING CREEK ISLAND CREEK LITTLE MOUNTAIN CREEK CURL TAIL CREEK  Fifteen Most Structurally Deficient Bridges in Stanly County  Bridge No. 33* 34 42 44 51 57* 95 120* 138 183 187* 198 209* 215 221  Facility Carried NC73 SR 1433 SR1434 SR 1435 NC24/27/73WBL SR1934 SR1954 SR 1963 SR 1109 SR 1117 SR 1214 SR 1228 SR 1136 SR 1542 SR 1507  Location 0.1 MI W JCT SR 1406 0.8 MII N. JCT SR 1434 1001 FTI E. JCT SR 1433 0.3 MI W. JCT SR1438 0.1 MI EJCT SR 1803 0.6 MI W. JCT SR 1937 0.3 MI S. JCT SR 1956 0.61 MII NJCT SR 1964 0.4 MI EJ JCT SR 1120 0.21 MI S. JCT SR 1115 0.5 MII N. JCT SR 1435 0.8 MI NJCT SR 1210 0.3 MI S. JCT SR 1153 0.3 MII N. JCT SR 1537 501 FTNJCT: SR 1506  Rating 7.3 26.8 40.0 26.5 29.8 24.6 39.9 32.3 32.5 38.9 23.2 18.3 29.0 33.6 39.0  Notes: * Denotes the bridge is in the current Transportation Improvement Program.  42    Factors Affecting the Future Roadway System  The objective of thoroughfare planning is to develop a transportation system that will meet future travel demand and enable people and goods to travel safely and efficiently. To determine the needs ofan areai it is important to understand the effect ofj population, economics and land use on the roadway system. Examination of these factors helps to explain historic travel patterns and lays the  groundwork for thoroughfare planning.  Population  The amount of traffic on a section ofr roadway is a: function of the size and location of the population that it serves. Investigating past trends in population growth and projecting future population growth and dispersion is an essential step ini transportation planning. Table 6: shows the historical trends and projected population for Stanly County through the year 2030. Table 7 shows  population trends by township.  Table 6 Population 42,822 48,517 51,765 58,100 64,281 70,662* 76,6492  Stanly County Population Trends and Projections  Year 1970 1980 1990 2000 2010 2020 2030  Percent Growth +6.7 +12.2 +10.6 +9.9 +8.5  Note: a-) Estimate by the Office of State Budget and Management  Table' 7 1970 1,989 3,552 4,702 1,124 4,441 4,260 12,661 1,325 7,540 1,651  Stanly County Population By Township  Township Almond Big Lick Center Endy Furr Harris North Albemarle Ridenhour South Albemarle Tyson  1980 1,596 4,361 5,490 1,280 5,113 4,917 13,039 2,008 8,631 1,689  1990 2,454 4,287 5,755 1,630 7,064 5,360 13,234 2,223 7,937 1,821  2000 2,997 4,686 5,954 1,931 9,046 6,330 13,941 2,468 8,358 2,389  Note: Estimate by the Office of State Budget and Management  43    Economy and Employment  Another important factor to be considered in estimating the future traffic growth of an area isi its economic base. The number of employers and the average per capita income, or purchasing power, influences how much population can be supported in an area and the number ofmotor vehicles that will be locally owned and operated. Generally, as family income increases SO does the number ofvehicles owned, as well as the number of vehicles trips generated per day by each household. An accurate projection ofthe future economy of an area is essential in estimating Factors that will influence economic growth and development in Stanly County over the thirty year planning period include the expansion oft the urban areas along the Cabarrus and Union County line. Another influence on1 the future economic growth of Stanly County is potential industrial development along US 52 and NC 24/17. Increased amounts of tourism and development inj prime  future travel demand.  waterfront location may also result in secondary growth for Stanly County.  Land Use  Land use refers to the physical patterns of activities and functions within ai municipality or county. Traffic problems in a given area often can be attributed to adjacent land use. For example, al large industrial plant may cause congestion during shift change hours on ai road that otherwise has little, ifany, congestion. The spatial distribution ofc different types ofland uses is a predominant determinant of when, where, and to what extent traffic congestion occurs. The travel demand between different land uses and the resulting impact on traffic conditions varies depending on the For use in transportation planning, land uses are grouped into the categories defined below.  size, type, intensity, and spatial separation of development.  Residential land devoted to the housing of people (excludes hotels and motels) Commercial - land devoted to retail trade, including consumer and business services Industrial - land devoted to manufacturing, storage, warehousing, and transportation of Public - land devoted to social, religious, educational, cultural, and political activities  and offices products  Figure 7 shows the area's existing land use map, which was provided by Stanly County. Anticipated future land use is a logical extension oft the present spatial distribution. Determination ofwhere and what type of growth is expected to occur within the planning area facilitates developing proposed thoroughfares or the improvement of existing thoroughfares. Areas of anticipated development and growth for Stanly County are listed below.  Residential -] Furr, East Center, and West Center Townships Commercia/Retal -North Albemarle Township  Industrial - Harris Township  44    Public- continued preservation of the Morrow Mountain State Park, Lake Tillery and  Baden Lake waterfront property, and all historic districts  The largest growth expectations are for western Stanly County. This development is anticipated primarily along NC: 24/27, which is scheduled in the TIP for improvements. The slowest growth expectations are for the eastern portions of the county. This slow growth is primarily attributed to the fact that most oft the commercial, retail, and industrial development will occur in the western to  central portion oft the county.  45    5 2  - - : - 3     T  - : 151E7  0 15 : 333 S1 :1  155  46    LandUse Classifications Commercial Parks. Receation SCpanSpase Publie Semi-Public Residenlial Woodands Indusirial Agricullural Wolar Slud: AreaBoundary  MEEL  Miles  Fiurs 3-6 Existing Land Use Land Use Plan  Stanly County, North Carolina  FIGURE7    LEGEND  Primary Growin Area Secondary Giowin Area Agricullural Conservation/ Ares Extr- Tertorial Junsdiction Incorporated Aiea  Tuckertown  Badin Lake Dar Falls  Locust, 10-egr and 20-veor. Gowh Areas Exend nto Cocomus County  Morow Mounton Stote Pork Polection Aeo Tillery Nerwoed Dan  Rocky River Gieenwow ProtectionAreo  Figure6-1  Long-Range Plan Recommendations  Land Use Plan  Stanly County, North Carolina  FIGURE8    Forecasted Travel Patterns and Deficiencies  Future Travel Demand  Future travel demand can be forecasted by looking atj past traffic trends and calculating the average annual growth rates for specific routes. Using historical traffic trends, along with projected land use and projected population growth, future travel demand can be estimated and future transportation deficiencies can bei identified. For this thoroughfare plan study average daily traffic (ADT) counts for the past thirty years were used in a linear regression analysis to estimate ADT: for the planning year 2030. The projected 2030 ADT for Stanly County's functionally classified roads  are shown in Figure 8 and listed in Appendix B, Table B-1.  Capacity Deficient Corridors  Capacity deficient corridors are identified using the volume to capacity ratio (V/C), which is the projected traffic over the practical capacity of the facility for a given level ofs service (LOS). For this analysis, capacity is based on LOS C, except LOS B for rural roadways functionally classified as arterials. A V/C: ratio greater than one indicates the volume of traffic on the road exceeds its capacity and the facility should be considered for improvement. Based on this analysis; the roads in Stanly County listed below are anticipated to be over capacity by the planning year 2030.  US52: From Cabarrus County to Albemarle Northern Urban Planning Area US52: From Albemarle Southern Urban Planning Area Boundary to Anson NC8: From US 52 to 8 mile south ofSR 1514 (Baldwin Road) NC24/27: From the Albemarle Western Urban Planning Area Boundary to the NC 27/27: From the Albemarle Eastern Urban Planning Areal Boundary to NC24/27: From the Western Locust Urban Planning Area Boundary to the NC73: From the Albemarle Western Urban Planning Area Boundary to Cabarrus NC138: From the Albemarle Southern Urban Planning Area Boundary to SR 1914 NC200: From the Locust Eastern Urban Planning Area Boundary to Cabarrus  Boundary County.  Locust Urban Planning Areal Boundary  Montgomery County Cabarrus County Line.  NC49: From Cabarrus County to Davidson County.  County (Cooper Road) County  Refer to Figure 9: for depiction of these deficient corridors and to Chapter 2 for recommendations. Widening these facilities will increase their traffic carrying ability and alleviate traffic congestion. The existing and recommended capacities, right-of-way, and cross sections for Stanly County's  functionally classified roads are given in Appendix B, Table B-1.  51    Roads Approaching Capacity  No other roads in the planning area are expected tol have congestion problems within the planning period. However, to improve safety and operating conditions, it is recommended that the functionally classified roads in Stanly County with substandard lane widths be upgraded to meet  safety and design standards. System Deficiencies  System deficiencies result in areas that lack a cohesive, continuous, and complimentary major road network. More simply put, a system deficiency exists when drivers must go out oftheir way to get to their desired destination, or when the route is not cohesive or continuous. For Stanly County, no  system deficiencies were identified that warrant improvements.  Intersection Deficiencies  Ineffective intersection design or control can contribute to poor traffic flow, increased traffic crashes, and driver irritation. Most oft the major traffic intersections in Stanly County are located within the municipalities. Analysis of Stanly County's roadway system did not reveal any  intersection deficiencies.  52    2030 VOLUMES & ROADWAY DEPICIENCIES LEGEND  ROWAN COUNTY 10400 000  9000 5000 DAIVDSON COUNTY  10400 5000 8000 5000  OVER 2030 VOLUME  00000  5300  STANZY COUNTY NORTH  ANSON COUNTY  FIGURES    Consideration of Environmental Factors  Inr recent years, environmental considerations associated with highway improvements or construction have come to the forefront oft the planning process. Thel legislation that dictates the necessary procedures regarding environmental impacts is thel National Environmental Policy. Act. Section 102 oft this act requires the execution of an environmental impact statement (EIS) for road projects that have a significant impact on the environment. An EIS: includes an evaluation ofa project'si impact on wetlands, water quality, historic properties, wildlife, and public lands. Although the technical report for the thoroughfare plan is not intended to cover environmental concerns in as much detail as an EIS, preliminary research on environmental factors is generally  done at the thoroughfare planning stage.  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 of plant 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 of our rivers, lakes, and streams by slowly storing and releasing floodwaters. Theyl help maintain the quality of our 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 oft the plant and animal species that are federally listed as threatened or The impacts to wetlands can be evaluated using the National Wetlands Inventory Mapping, available from the U.S. Fish and Wildlife Service. Wetland impacts will be avoided or minimized to the greatest extent possible while preserving the integrity oft the thoroughfare plan.  endangered.  Threatened and Endangered Species  Aj preliminary review of] Federally Listed Threatened and Endangered Species within Stanly County was done to determine the effect new corridors could have on wildlife. Threatened or endangered species were identified using mapping from the North Carolina Department of The Threatened and Endangered Species Act of1973 allows the U.S. Fish and Wildlife Service to impose measures for mitigation oft the environmental impacts of ar road project on endangered plants and animals and critical wildlife habitats. By locating rare: species in the planning stage of Refer to Figure 10 for the locations of threatened and endangered species throughout Stanly County. These locations are depicted on Figure 10 as national heritage sites. A detailed field investigation is recommended prior to construction of any highway project or roadway  Environment, Health, and Natural Resources.  road construction, avoidance or minimization of these impacts is possible.  improvement.  55    Historic Sites  The locations of historic sites in Stanly County were investigated to determine the possible impacts oft the various projects studied. The federal government has issued guidelines requiring all 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 ofhistoric sites. These two  pieces oflegislation are described below.  National Historic Preservation Act- Section 106 ofthis act requires state departments of transportation to identify historic properties listed in the National Register ofHistoric Places and properties eligible tol be listed. State departments oftransportation must consider the impacts ofits road projects on these properties and consult with the Federal Advisory NC General Statute 121-12(a) - This statute requires the NCDOT to identify historic properties listed on the National Register, but not necessarily those eligible to be listed. NCDOT must consider impacts and consult with the North Carolina Historical Commission, The State Plan for Historic Preservation was used toi identify sites within Stanly County. Many of these sites are located in the rural areas of the county. The historic district of] Pfeiffer. Junior College is listed on thel National Register of Historical Properties. The Randle House, located in the Norwood vicinity is also listed on the National Register ofHistorical Properties. All reasonable efforts will be made to minimize the impact to identified historic sites and natural settings when widening existing roadways or constructing new: facilities. None of the other properties should be affected by the projects proposed on the thoroughfare plan. However, care should be taken to make certain that all historic sites and natural settings are preserved. Therefore, amore detailed study should be done ini regard to local historic sites prior to construction ofany  Council on Historic Preservation.  but is not bound by their recommendations.  project. Archaeology  The only significant archaeological site is Hardaway Site at Hardaway Point. None of the proposed projects should have an impact on this site. However, all efforts will be made to avoid or minimize any impacts to archaeological sites prior to any roadway improvements or construction. Therefore, a more detailed study should be done ini regard to local archaeological sites prior to  construction of any project.  Tw  56    Legend Abbreviations Figure 10 Environmental Map  cbpl - county boundaries dotcitybdry city boundaries hsdnrtp historic: national register site hwfu - Hasardous waste facility srvpt-I marine/estuarine aquatic bed saesh = significant aquatic endangered species hyar -hydrography hqwdot - high quality water: zone nwipl - national wetlands inventory archnrpl - archaelogical sites majhyar -1 major hydrography mtt = transportation miscellaneous archnrpt - archaeological sites  troutdwq - trout streams swf- solid waste facilities nheo - natural heritage occurence site amr - artificial marine reefs swi = surface water intake afsa = anadromous fish spawning areas wetlan - wetlands WSW - water supply watersheds troutwre - fishing designated trout waters hsdnrpl - hazardous substance disposal majhypl - major hydrography fna-f fisheries nursery areas dotairport - airport  57    0s 52 Sar  Tv  :    Legend cbpl troutdwg dotcitybdry swf hsdnrpt nheo hwfu amr srvpt swi saes afsa hyar wetlan hgwdot wsw nwipl troutwre archnrpl hsdnrpl majhyar majhypl mtt fna archnrpt dotairport  Cabarrus County  Stanly County  Mortgomery County  Union County  Anson Counfy  Figure 10    A  P  P  E  N  D  I  C  E  S        Appendix A 74737  Thoroughfare Planning Principles  There are many advantages to thoroughfare planning, but the primary objective is to assure that the road system will bej progressively developed to serve: future travel desires. Thus, the main consideration in thoroughfare planning is to make provisions for street and highwayimprovements so that, when the need arises, feasible opportunities to make improvements exist.  Benefits ofThoroughfare Planning  There are two major benefits derived from thoroughfare planning. First, each road is designed to perform a specific function and provide a specific level of service. This permits savings in right- of-way, construction, and maintenance costs. It also protects residential neighborhoods and encourages stability in travel and land use patterns. Second, thoroughfare planning allows local officials to be informed of future improvements and enables them to incorporate this information into planning and policy decisions. This permits developers to design subdivisions in ai non- conflicting manner, enables school and park officials to better locate their facilities, and minimizes the damage toj property values and community appearance that could otherwise be associated with  roadway improvements.  County Thoroughfare Planning Concepts  The purpose of the thoroughfare planning is to provide a functional roadway system that permits direct, efficient, and safe travel. Different elements in the system are designed tol have specific functions and levels of service, thus minimizing the traffic and land service conflict. In a county thoroughfare plan, elements are either urban or rural. In an urban planning area, the local municipality generally has planning. jurisdiction. Outside the urban planning area, the county has planning jurisdiction. In those urban areas where no urban thoroughfare plan exists, elements Within both urban and rural systems, transportation elements are classified according to the specific function they are designed toj perform. A discussion oft the elements and functions oft the  are rural and are under the planningjurisdiction of the county.  two systems follows.  Thoroughfare Classification Systems  Roads perform two primary functions, traffic service and land access. These functions, can be served effectively when both traffic volumes and demand to access land are low. However, when traffic volumes are high, conflicts created by uncontrolled and intensely developed abutting  property may lead to intolerable traffic flow friction and congestion.  Al    The underlying concept ofa a thoroughfare plan is that it provides a functional system of roads that permits travel from origins to destinations with directness, ease, and safety. Different roads ini this system are designed to perform specific functions, thus minimizing the conflict between traffic  service and land access. Urban Classification  For urban thoroughfare plans, roadways are classified as major thoroughfares, minor  thoroughfares, or local access streets. Major Thoroughfares  These routes are the primary traffic arteries of the urban area and they accommodate traffic  movements within, around, and through the area.  Minor Thoroughfares the major thoroughfare system. Local Access Streets  Roadways classified as this type collect traffic from the local access streets and carry it to  This classification includes all streets that have a primary purpose of providing access to the abutting property. This category is further classified as either residential, commercial Due to the limited amount of detail that can be shown on a county thoroughfare plan, only urban  and/or industrial, depending upon the type ofl land use that is served.  major thoroughfares are shown. Rural Classification  Arural classification system is used for county thoroughfare plans, which also show the major thoroughfares within urban thoroughfare planning boundaries. There are four major systems in the rural classification system: principal arterials, minor arterials, major and minor collectors, and local  roads.  Rural Principal Arterial System  The principal arterial system is a connected network of continuous routes that serve corridor movements having substantial statewide or interstate travel characteristics. Longer trip lengths and greater travel densities characterize this type oftravel. The principal arterial system should serve all urban areas ofover 50,000 inj population and most of those with a population greater than 5,000. The interstate system constitutes a significant portion  oft the principal arterial system. Rural Minor Arterial System  The minor arterial system forms ai network that links cities, large towns, and other major traffic generators, such as large resorts. The minor arterial system generally serves intrastate and intercounty travel and travel corridors with trip lengths and travel densities  somewhat less than the principal arterial system.  A2    Rural Collector Road System  The rural collector routes generally serve intracounty travel. These routes serve travel whose distances are shorter than on the arterial routes. The rural collector road system is  subclassified into major and minor collector roads.  Major Collector Roads  These routes provide service to most sizable towns not directly served by the higher systems and to other traffic generators of equivalent intracounty importance, such as consolidated schools, shipping points, county parks, significant mining and agricultural areas, etc. Major collector roads also link these places to routes of] higher classification  and serve the more important intracounty travel corridors.  Minor Collector Roads  These roads collect traffic from local roads and provide a link within a reasonable distance to a major collector road. Minor collectors also provide service to the remaining smaller communities and link rural areas to the locallyimportant traffic  generators. Rurall Local Road System  The local road system consists of all facilities not on a higher system. Local residential streets and residential collector streets are elements oft this system. Facilities designated as local residential streets are either cul-de-sacs, loop streets less than 2,500 feet in length, or streets less than one mile in length. These streets do not connect thoroughfares or serve major traffic generators and do not collect traffic from more than one hundred dwelling units. Residential collector streets serve as the connecting street system between local  residential streets and the thoroughfare system.  Figure A-1 gives a schematic illustration of the functional classification ofar rural highway system.  The functional classification for Stanly County is shown in Figure A-2.  A3    A4    LEGEND  -  CITIES AND TOWNS VILLAGE  -L PRINCIPAL ARTERIALS  MINOR ARTERIALS  MAJOR COLLECTORS  - : MINOR COLLECTORS  LOCALS  MIIIN  SCHEMATIC ILLUSTRATION OF FUNCTIONALLY CLASSIFIED RURAL HIGHWAY NETWORK  FIGURE A-1    ROWAN COUNTY  FUNCTIONAL CLASSIFICATION  DAIVDSON COUNTY  LEGEND INTERSTATE  STANLY COUNTY  ANSON COUNTY  FIGUREA2    Objectives ofThoroughfare Planning  Thoroughfare planning is the process public officials use to assure the development oft the most appropriate: roadway system to meet existing and future travel desires within the urban area or county. The primary aim ofa thoroughfare plan is to guide the development oft the roadway system in ai manner consistent with changing traffic patterns. Thoroughfare planning enables road improvements to be made as traffic demands increase and ensure. only needed improvements are implemented, eliminating the expense ofunnecessary projects. By developing the roadway system tol keep pace with increasing traffic demands, maximum utilization oft the system can be attained, requiring a minimum amount of] land for transportation purposes. In addition toj providing for traffic needs, urban thoroughfare plans should embody those details of good urban planning necessary to present aj pleasing and efficient urban community. The present and future population dispersion, as well as commercial andi industrial development, affect major street and highway locations. Conversely, the location ofr major streets and highways within a given area influences the  local development pattern.  Objectives of a thoroughfare plan include:  Top provide for the orderly development of an adequate major roadway system as land  development occurs;  Tor reduce travel and transportation costs; ofthe roadway system with private action; knowledge of public intent;  Tor reduce the cost of major roadway improvements to the public through the coordination Toe enable private interest to plan their actions, improvements, and development with full Ton minimize disruption and displacement of people and businesses through long range To reduce environmental impacts, such as air pollution, resulting from transportation, and  advance planning for major roadway improvements;  Toir increase travel safety.  These objectives are achieved through improving both the operational efficiency of thoroughfares,  and improving the system efficiency through system coordination and layout.  Operational Efficiency  The operational efficiency ofar road is improved by increasing the capability of the street to carry more vehicular traffic and people. In terms of vehicular traffic, ai road's capacity is defined by the maximum number of vehicles that can pass a given point on ai road during a given time period under prevailing roadway and traffic conditions. Capacity is affected by the physical features of  the roadway, prevailing traffic characteristics, and weather. Physical ways to improve vehicular capacity include:  A9    Roadway widening - Widening ofar road from two to four lanes more than doubles the capacity oft the road by providing additional maneuverability for traffic. Intersection improvements Increasing the turning radii, adding exclusive turn lanes, and channelizing movements can improve the capacity of an existing intersection. Improving vertical and horizontal alignment- Alignment improvements reduce Eliminating roadside obstacles - Improving lateral clearance reduces side friction and  congestion caused by slow moving vehicles. improves a driver's field of sight.  Operational ways to improve a road's capacity include:  Control of Access - A roadway with complete access control can often carry three times the traffic handled by ai non-controlled access road with identical width and number of Parking removal Capacity isi increased by providing additional roadway width for traffic flow and reducing friction to flow caused by parking and unparking vehicles. One-way operation - The capacity ofas street can be increased by 20 -50%, depending upon turning movements and overall street width, by initiating one-way traffic operations. One-way streets can also improve traffic flow by decreasing potential traffic conflicts and Reversible lanes Reversible traffic lanes may be used to increase street capacity in situations where heavy directional flows occur during peak periods. Signal phasing and coordination Uncoordinated signals and poor signal phasing restrict traffic flow by creating excessive stop-and-go operation.  lanes.  simplifying traffic signal coordination.  Altering travel demand is a third way to improve the efficiency of existing streets. Travel demand  can be reduced in the following ways:  Carpools - Encouraging the formation of carpools and vanpools for journeys to work and other trip purposes reduces the number of vehicles on the roadway and raises the people Alternate mode - Encouragement oft transit and bicycle use reduces vehicular congestion. Work hours - Programs by industries, businesses, and institutions to stagger work hours or establish variable work hours for employees spreads peak travel over a longer time period Land use - Planning land use can' control development or redevelopment in a more travel  carrying capability of the street system.  and thus reduces peak hour demand.  efficient manner.  A10    System Efficiency  Another means for altering travel demand on existing facilities is the development ofar more efficient system ofroads that will better serve travel desires. A more efficient transportation system can reduce travel distances, time, and user costs. Improvements in system efficiency can be achieved through the concept off functional classification of roads and development ofa  coordinated major street system.  Application otThoroughtare Planning Principles  The concepts presented in the discussion ofthoroughfare classification systems, operational efficiency and system efficiency, are conceptual tools available to aid in developing a thoroughfare plan. However, in practice thoroughfare planning is done for established urban areas or counties and is constrained by existing land use and street patterns, existing public attitudes and goals, and current expectations of future land use. Compromises must be made because of these and the Through the thoroughfare planning process it is necessary, from aj practical viewpoint, that certain basic principles be followed as closely as possible. These principles are listed below. 1. The plan should be derived from ai thorough knowledge of existing travel - its component 2. Traffic demands must be sufficient to warrant the designation and development ofe each facility. The thoroughfare plan should be designed to accommodate a large portion of 3. The plan should conform to and provide for the land development plan for the area. 4. Certain considerations must be given to development beyond the current planning period. Particularly in outlying or sparsely developed areas that have development potential, itis necessary to designate thoroughfares on a long-range planning basis toj protect rights-of- 5. While being consistent with the above principles and realistic in terms of travel trends, the  many other factors that affect road locations.  parts, and the factors that contribute to it, limit it, and modify it.  major traffic movements on a few roads.  way for future thoroughfare development. thoroughfare plan must be economically feasible.  A11    : 513  TRMA MX9S  3331 5at  1413 - 11  25  37 33  3t  :7.5  X  A12    Appendix B  T'horoughtare Plan Street Tabulation and  Recommendations  This appendix includes a detailed tabulation of all roads identified as elements of the Stanly County Thoroughfare Plan. The table includes a description of the roads by sections, as well as the length, cross section, and right-of-way for each section. Also included are the existing and projected average daily traffic volumes, the practical roadway capacity, and the recommended ultimate lane configuration. It should be noted that the practical capacities for rural roadways are based on a level of service of B forroads functionally classified as arterials and level of service C for all other roads. The practical capacity for all roads in urban areas are based on a level of service D. Refer to Chapter 41 for a description and illustration oft the levels ofs service and Figure A-2 for the functional classification of Stanly County roads. Due to space constraints, the recommended cross-sections are given ini the following form: number of lanes/ alphabetic code. A detailed description and illustrative figure for each oft the alphabetic codes for cross sections can be  found in Appendix C.  The following index oft terms may be helpful in interpreting the table:  ADQ- Adequate Co.- - County DIST-I Distance EXIST.-E Existing N/A -I Not. Available No. - Number REC. - Recommended RDWY - Roadway ROW - Right-of-Way UPB -Urban Planning Boundary NCL-Northern City Limits SCL- Southern City Limits ECL- - Eastern City Limits WCL- Western City Limits  B1    35333 373  B2    Appendix B  Thoroughtare Plan Street Tabulation and Recommendation  EXISTING CROSS-SECTION DIST RDWY ROW NO.  AVERAGE  RECOMMENDED CROSS-SECTION  PRACTICAL DAILYTRAFFIC CAPACITY  FACILITYESECTION  2000 2030 NO. CROSS ROW  MI FT FT LANES EXIST. REC. (vpd) (vpd) LANES SECT.* (FT) 0.48 24 60 2 5,000 9,000 4,800 6,200 4 0.57 24 60 2 5,000 9,000 4,800 6,200 4 1.09 24 60 2 5,000 9,000 7,800 7,400 4 1.02 22 60 2 5,000 9,000 7,800 7,400 4 0.68 26 60 2 5,000 9,000 7,800 7,400 4 7.7 26 60 2 5,000 9,000 7,800 7,400 4 0.2 68 100 4 8,800 37,700 13,500 23,000 4 0.78 68 150 4 8,800 37,700 13,500 23,000 4 2.12 64 80 4 8,800 37,700 13,500 23,000 4 0.1 64 80 4 8,800 37,700 6,200 10,400 4 0.22 24 60 2 5,000 37,700 6,200 10,400 4 2.18 24 60 2 5,000 37,700 6,200 9,500 4 0.2 40 60 4 7,000 37,700 5,000 7,000 2 0.37 20 60 2 7,000 37,700 5,000 7,000 2 0.39 20 60 2 7,000 37,700 7,000 9,000 2 0.36 48 200 4 5,300 37,700 11,000 17,000 4 2.47 30 60 2 5,300 37,700 11,000 17,000 4 1.36 24 60 2 5,300 37,700 11,000 17.000 4 1.75 29 60 2 5,300 37,700 11,000 17,000 4 8.25 29 60 2 5,300 33,700 8,000 17,000 4 1.18 24 60 2 5,300 33,700 9,000 12,00 4 3.12 22 60 2 5,000 9,000 4,000 4,500 4 3.36 22 60 2 5,000 9,000 4,000 4,500 4 0.06 22 60 2 5,000 9,000 4,000 4,500 4 0.24 22 60 2 5,000 9,000 7,000 12,500 4 3.04 22 60 2 5,000 9,000 7,000 8,500 4 1.06 22 60 2 5,000 9,000 6,500 8,500 4 8.18 24 60 2 8,600 37,700 6,400 11,000 3 H 0.47 22 60 2 8,600 9,000 2,100 4,000 2 3.11 18 60 2 8,600 9,000 2,100 4,000 2 0.81 22 60 2 8,600 9,000 2,100 4,000 2 1.54 18 60 2 8,600 9,000 6,500 10,000 3  US52 Anson Co. Linet tol NC731 NC731 to SCL of Norwood Norwood SCL to Oak Street Oak Street to Whitley Street Whitley Street tol NCL of Norwood NCL of Norwoodi tot the S UPB of Albemarle NUPB of Albermarle to SCL ofl New London SCL ofNew] London tol NCL of New London NCL ofl New London to SCL of Richfield SCL of Richfield toN NC49 NC 491 tol NCLof Richfield NCL of Richfield to Cabarus County Line NC8 US 52 tol NC740 NC 740 tol NCL of New London NCLof New) London to] NC4 49 NC24 From Cabarus Col Line to WCL ofL Locust From WCL ofI Locust tol NC200 NC2 200 tol ECL ofl Locust ECLofLocust tol NC205 NC: 205 to Urban Bdry of Albemarle SR 1740 to Montgomery County Line NC49 From Davidson county toWCL Richfield WCLof Richfield to RR Xing RR: Xingt to US 52 JS5 52t tol ESCI Richfield ESC Richfield tol NC8 NCS 8to Rowan County Line NC73 NC138  F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 K 110 K 110 K 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F 110 F. 110 100 K 100 K 100 K 100 H 100  From Cabarus County Line to WCLAlbemarle ).4n miler north of ECLofOakboro to width chg Width change to width change Width changet to width change Width change to SR 1935  B3  Appendix B    Appendix B  Thoroughfare Plan Street Tabulation and Recommendation  EXISTING CROSS-SECTION DIST RDWY ROW NO.  AVERAGE DAILYTRAFFIC  RECOMMENDED CROSS-SECTION  PRACTICAL CAPACITY  FACILITY&SECTION  2000 2030 NO. CROSS ROW  MI FT FT LANES EXIST. REC. (vpd) (vpd) LANES SECT. (FT) 7.66 24 60 2 8,600 9,000 6,500 10,000 3 H 0.15 24 60 2 7,900 ADQ 1,400 6,100 4.98 22 60 2 7,900 ADQ 1,400 6,100 1.82 24 60 2 7,900 ADQ 1,400 6,100 2.66 24 100 2 7,900 ADQ 1,400 6,100 0.22 26 100 2 7,900 ADQ 1,400 6,100 1.70 24 60 2 8,300 8,300 1,700 5,300 2.26 22 60 2 8,300 8,300 1,700 5,300 2.96 24 150 2 8,200 14,000 3,000 4,000 3 1.91 24 60 2 8,600 9,000 3,700 6,000 2 K 4.63 22 60 2 8,600 9,000 3,700 6,000 2 0.58 40 60 2 8,600 ADQ 3,700 2,300 2.39 25 60 2 8,600 ADQ 1,300 2,200 0.35 40 60 2 8,600 ADQ 1,300 2,200 0.07 48 60 2 8,600 ADQ 1,300 2,200 5.3 24 60 2 8,600 ADQ 1,000 3,200 6.3 24 60 2 5,000 ADQ  NC1 138 continued R 1935 to RR: Xingt to SCLof Albermarle NC: 200 Jnion County Line to width change Midth change to SCLof Stanfield CL of Stanfield to SR 1137 R 1137 tol NCL ofL Locust JCLof Locust to Cabarus Co. line NC 205 rom Union County Line to SCL of Oakboro miler north ofS SR 1115t tol NC24/27 NC731 Montgomery County Line to US52 NC740 rom Railroad xing to SR 1511 rom SR 1511 to ESLI New London ESLI Newl London tol NC52 NC742 Jnion Co Line tol NCL ofOakboro CLO ofOakboro to Sr 1975 R1 1975 tol NC205 R 1001 (Loves Chapel Rd.) IC2 200t to thel Union County Line R 1005 (High Rock Rd.) NC521 to Rowan County Line R 1134 (Millingport Rd.) JS 52t tol NC 73 C73 tol NPB ofL Locust SRI 1140 (Renee Ford Rd.) ocust plan limits to Union C. Line R1 1110 (Swift Rd.) JC742 to! NC205 R1 1115(Oak Grove Rd.) JC24t tol NC742  100  H 60 100 K 100  5.87 18 9.7 18  2 7,900 9,000 1,800 2,800 2 2 8,000 9,000 1,100 1,700 2  K 100 K 100  4.52 24 60 2 8,600 ADQ 3,200 6,400 2.4 24 60 2 8,600 ADQ 2.46 24 60 2 8,600 ADQ  B4  Appendix B    Appendix B  Thoroughfare Plan Street Tabulation and Recommendation  EXISTING CROSS-SECTION DIST RDWY ROW NO. 0.4 18 1.7 18  AVERAGE DAILYTRAFFIC  RECOMMENDED CROSS-SECTION  PRACTICAL CAPACITY  FACILITYESECTION  2000 2030 NO. CROSS ROW  MI FT FT LANES EXIST. REC. (vpd) (vpd) LANES SECT.* (FT)  SR 1206 (Five point Rd) SR 1208 to SR 1210 SR 1208 () Barrier Store Rd) SR 1206 to Cabarrus County line SR 1210 (Mission Church Rd) SR 12061 to SR 1134 SR 1227 (Ridge Crest Rd) NC2 24 to SR 1134 SR 1400 (Old Salisbury Rd) NUPB of Albemarlet to SR 1134 SR 1740 (Indian Mound Rd.) NC241 toNC52 SR 1918 (Cottonville Rd.) SR 1922 to SR 1935 SRI 1922(Stanly School Rd.) NC 138 to SR 1923 SRI923(Stanly School Rd.) SR 1922t to US52 SR 1935 (Plank Rd.) NC1 138 to SR 1941 SRI963(Saint Martin Rd.) Albemarle SPBI to SR 1968 SR 1968 (Saint Martin Rd) NUPB of Oakboro to SR 1963  2 7,900 9,000  2 K  100 100 2 K 100 2 K 100  2 5,200 9000 4,600 8,200 2 K  1.7 20 60 2 6600 9000 5.86 20 60 2 6600 9000 2.7 20 60 2 6,600 ADQ 5.17 20 60 2 6,600 ADQ 2.8 18 60 2 5,200 9,000  2 K 100 2 K 100 2 K 100 2 K 100 2 K 100 2 K 100  3.82 16 1.09 18  2 5,200 9,000 2 5,200 9,000  3.35 22 60 2 7,900 9,000 5.2 20 60 2 6,600 9,000 24 60 2 8,600 9,000  B5  Appendix B    -    Appendix C  Typical Thoroughtare 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 oftl thoroughfares are not practical. Each roadway section must be individually analyzed and its cross section determined based on1 the volume and type of projected traffic, existing capacity, desired level of service, and available right- of-way. Based on this criteria, recommended typical cross-sections are given in Appendix B, Table B-1. Typical cross section recommendations are shown in Figure C-1. 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,s special cross sections should be On all existing and proposed major thoroughfares delineated on the thoroughfare plan, adequate right-of-way should be protected or acquired for the recommended cross sections. In addition to cross-section and right-of-way recommendations for improvements, Table B-1 may: recommend  developed that meet the needs of the project.  ultimate needed right-of-way for the following situations:  thoroughfares which may require widening after the current planning period,  thoroughfares which are borderline adequate and accelerated traffic growth could render them thoroughfares where an urban curb and gutter cross section may be locally desirable because of Recommended design standards relating to grades, sight distances, degree of curve, super elevation, and other considerations for thoroughfares are given in Appendix D. The typical cross  deficient, and  urban development or redevelopment.  sections are described below.  A-Four Lanes Divided with Median - Freeway  Cross-section "A"ist typical for four lane divided highways in rural areas that may have only partial or no control of access. The minimum median width for this cross section is 461 feet, but a wider  median is desirable.  B-Seven Lanes - Curb & Gutter  Cross section "B" is typically not recommended 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. C-Fivel Lanes - Curb & Gutter  Typical for major thoroughfares, cross section "C" is desirable where frequent left turns are anticipated as ai result of abutting development or frequent street intersections.  CI    D-S Six Lanes Divided with Raised Median - Curb & Gutter/ E- Four Lanes Divided with Cross sections "D" and "E" are typically used on major thoroughfares where left turns and intersection streets are: not as frequent. Left turns would be restricted to a few selected intersections. The 161 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 of placement, and reduced future maintenance requirements. In special cases, grassed or landscaped medians result in greatly increased maintenance costs and an increase in danger to maintenance personnel. Non-monolithic medians should only be  Raised Median - Curb and Gutter  recommended when the above concerns are addressed. F-Fourl Lanes Divided-E Boulevard, Grass Median  Cross-section "F" is typically recommended for urban boulevards or parkways to enhance the urban environment and to improve the compatibility of major thoroughfares with residential areas. An minimum median width of24: ft is recommended with 30: ft being desirable.  G-Fourl Lanes - Curb & Gutter  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 ift the above criteria is met. Ifright-of-wayis not restricted, future strip development could take place and the inner lanes could become de facto  left turn lanes.  H-Three! Lanes Curb & Gutter would typically require cross section "H".  In urban environments, thoroughfares which are proposed to function as one-way traffic carriers  I-Twol Lanes- C&G, Parking both sides: J-Two) Lanes-C C&G, Parking one side Cross sections "T" and' "J" are usually recommended for urban minor thoroughfares since these facilities usually serve both land service and traffic service functions. Cross section "T" would be used on those minor thoroughfares where parking on both sides is needed as ai result of more  intense development.  K-Two Lanes - Paved Shoulder  Cross section "K" is used ini rural areas or for staged construction ofa 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 of time. For areas that are growing and future widening will be necessary, the full right-of-way of1 100 ft should be required. In some instances, local ordinances may not allow the full 100 ft. In those cases, 70 ft should be preserved with the understanding that the full 70 ft will be preserved by use ofbuilding setbacks and future street line  ordinances.  C2    L-Six Lanes Divided with Grass Median - Freeway  Cross section "L"ist typical for controlled access freeways. The 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 2281 ft  depending upon cut and fill requirements.  M-E EightI Lanes Divided with Raised Median - Curb & Gutter  Also used for controlled access freeways, cross section "M" may be recommended for freeways going through major urban areas or for routes projected to carry very high volumes of traffic. N-Five Lanes/C&G, Widened Curb Lanes; O-Twol Lane/Shoulder Section; P-) FourLanes 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  Divided/Raised Median, C&G, Widened Curb Lanes  travel. General  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. Ifit is desired to move the sidewalk farther away from the street toj provide additional separation for pedestrians or for aesthetic reasons, additional right-of-way The right-of-way shown for each typical cross section is the minimum amount 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  must be provided to insure adequate setback for utility poles.  the more common practice for urban thoroughfare construction.    C4    TYPICAL THOROUGHFARE CROSS SECTIONS  A.  FOUR LANES DIVIDED WITH MEDIAN FREEMAY  B.  cupe  TILITY  UTILITY  FIVE LANES-CURB 6 GUTTER  D.  SIX LANES CIVIDED IH ASEP MEDIAN CURS GUTTER  FIGURE: C-1  10-1-02    TYPICAL THOROUGHFARE CROSS SECTIONS  E.  -12 -12  FOUR LANES DIVIDED WITH RAISED MEDIAN CURS GUTTER  F.  UTILITY  UTIITY  1 FOUR LANES BOULEVARD CRASS MEDIAN  G.  H.  FOUR LANES CURB  THREE LANES  GUTTER  I.  J.  -12 1-12 TwO PARKING LANES ONE EcA ED7E  1-12 1: Twa LANES CUTTER ON  L  TILITYS.W.  UTTLIT  K.  LANES PAVED SNOLLDE  10-1-02    TYPICAL HOROUGHFARE CROSS SECTIONS  L.  -  SIXLANES DIVIDED MITH GRASS MEDIAN FREEWAY  M.  1-12  12  EIGHT LANES DIVIDED WITH RAISED MEDIAN CURB & GUTTER  TYPICAL THOROUGHFARE CROSS SECTIONS FOR ACCOMMODAING BICYCLES  N.  -  ROADHAY MITH CURE & GUTTER, STANOARD INSIDE LANES MIDENED PRBLANES  O.  Two LANES SHOULDER SECTION  P.  FOUR LANES CIVIDED MITHE BAISED STANDARD INSICE LANES MIDENED CURB LANES  CURS - OUTTER,  10-1-02        Appendix D  Recommended Subdivision Ordinances  Definitions Streets and Roads Rural Roads  1. Principal. Arterial- - A rural link in al highway system serving travel, and having characteristics indicative of substantial statewide or interstate travel and existing solely to serve traffic. This network would consist ofinterstate routes and other routes designated as principal arterials. 2. Minor. Arterial - A rural roadway, joining cities and larger towns and providing intrastate and intercounty service at relatively high overall travel speeds with minimum interference to 3. Major Collector - A road which serves major intracounty travel corridors and traffic generators 4. Minor Collector- A road which provides service to small local communities and traffic 5. Local Road-. A road which serves primarily to provide access to adjacent land, over relatively  through movement.  and provides access to the arterial system.  generators and provides access to the major collector system.  short distances. Urban Streets  1. Major Thoroughfares - Major thoroughfares consist ofinterstate, other freeway, expressway, or parkway roads, and major streets that provide for the expeditious movement ofl high volumes of 2. Minor Thoroughfares - Minor thoroughfares perform the function of collecting traffic from local access streets and carrying it to the major thoroughfare system. Minor thoroughfares may be used to supplement the major thoroughfare system by facilitating minor through traffic 3. Local Street Al local street is any street not on a higher order urban system and serves  traffic within and through urban areas.  movements and may also serve abutting property. primarily to provide direct access to abutting land. Specific Type Rural or Urban Streets  1. Freeway, expressway, or parkway Divided multilane roadways designed to carry large volumes of traffic at high speeds. Afreeway provides for continuous flow ofvehicles with no direct access to abutting property and with access to selected crossroads only by way of  D1    interchanges. An expressway: is a facility with full or partial control of access and generally with grade separations at major intersections. Aj parkwayi is for non-commercial traffic, with 2. Residential Collector Street - A local street which serves as a connector street between local residential streets and the thoroughfare system. Residential collector streets typically collect 3. Local. Residential Street - Cul-de-sacs, loop streets less than 2500 feet in length, or streets less than 1.0 miles in length that do not connect thoroughfares, or serve major traffic generators, 4. Cul-de-sac- A short street having only one end open to traffic and the other end being 5. Frontage Road- A road that is parallel to aj partial or full access controlled facility and 6. Alley A strip ofl land, owned publicly or privately, set aside primarily for vehicular service  full or partial control of access.  traffic from 100 to 400 dwelling units.  and do not collect traffic from more than 100 dwelling units. permanently terminated and a vehicular turn-around provided.  provides access to adjacent land.  access to the back side of properties otherwise abutting on a street.  Property erected.  1. Building Setback Line - A line parallel to the street in front of which no structure shall be 2. Easement - A grant by the property owner for use by the public, a corporation, or person(s), of 3. Lot- A portion of a subdivision, or any other parcel of land, which is intended as a unit for transfer of ownership or for development or both. The word "lot" includes the words "plat"  as strip of] land for a specific purpose.  and "parce!". Subdivision  Subdivider - Any person, firm, corporation or official agent thereof, who subdivides or Subdivision - All divisions of a tract or parcel of land into two or more lots, building sites, or other divisions for the purpose, immediate or future, ofs sale or building development and all divisions ofl land involving the dedication of a new: street or change in existing streets. The following shall not be included within this definition nor subject to these regulations: the combination or re-combination of portions of previously platted lots where the total number of] lots is not increased and the resultant lots are equal to or exceed the the division of land into parcels greater then 10 acres where no street right-of-way the public acquisition, by purchase, ofs strips of land for the widening or the opening  develops any land deemed to be a subdivision.  standards contained herein, dedication is involved, of streets, and  D2    the division of ai tract in single ownership whose entire area is no greater than 2 acres into not more than three lots, where no street right-of-way dedication isi involved and where the resultant lots are equal to or exceed the standards contained herein. Dedication A gift, by the owner, ofh his property to another party without any consideration being given for the transfer. The dedication is made by written instrument and is completed Reservation - Reservation ofland does not involve any transfer of property rights. It constitutes an obligation tol keep property free from development for a stated period oft time.  with an acceptance.  Roadway Design Standards  The design of all roads within aj planning area shall bei in accordance with the accepted policies of the North Carolina Department of Transportation, Division ofHighways, as taken or modified from the American Association of State Highway & Transportation Officials' (AASHTO) The provision of right-of-way for roads shall conform and meet the recommendations of the thoroughfare plan, as adopted by the municipality or county. The proposed street layout shall be coordinated with the existing street system oft the surrounding area. Normally, the proposed streets  manuals.  should be the extension of existing streets if possible.  Right-of-Way Widths  Right-of-way (ROW) widths shall not be less than the following and shall apply except ini those cases where ROW requirements have been specifically set out in the thoroughfare plan. The subdivider will only be required to dedicate a maximum of 100 feet ofROW. In cases where over 100: feet of right-of-way is desired, the subdivider will be required only to reserve the amount in excess of100 feet. In all cases in which ROW is sought for a fully controlled access facility, the subdivider will only be required to make a reservation. Itis strongly recommended that subdivisions provide access toj properties from internal streets, and that direct property access to major thoroughfares, principle and minor arterials, and major collectors be avoided. Direct Aj partial width ROW, not less then 60 feet, may be dedicated when adjoining undeveloped property is owned or controlled by the subdivider. This is provided that the width ofaj partial dedication is such as toj permit the installation of such facilities as may be necessary to serve abutting lots. When the said adjoining propertyi is sub-divided, the remainder ofthe full required  property access to minor thoroughfares is also undesirable.  right-of-way shall be dedicated.  D3    Table D-1  Minimum Right-of-way Requirements Functional Classification Principle Arterial Minor Arterial Major Collector Minor Collector Local Road Major Thoroughfare Minor Thoroughfare Local Street Cul-de-sac  Area Classification RURAL  Minimum ROW Freeways- 350ft Other- 200ft 100ft 100ft 80ft 60ft! 90ft 70ft 60ft' variable?  URBAN  The desirable minimum ROW is 60ft. Ifcurb and gutter is provided, 501 fto ofROW is adequate The ROW dimension will depend on radius used for vehicular turn around. Distance from edge of pavement of turn around to ROW: should not be less than distance from edge of pavement to ROW on street approaching turn  on local residential streets.  around.  Street Widths  Widths for street and road classifications other than local shall be as recommended by the  thoroughfare plan. Width ofl local roads and streets shall be as follows:  Local Residential  Curb and Gutter section: 26: feet, face to face of curb Shoulder section: 20 feet to edge of pavement, 4 feet for shoulders  Residential Collector  Curb and Gutter section: 34 feet, face to face of curb Shoulder section: 20: feet to edge of pavement, 6: feet for shoulders  D4    Geometric Characteristics  The standards outlined below shall apply to all subdivision streets proposed for addition to the State Highway System or Municipal Street System. In cases where a subdivision is sought adjacent to aj proposed thoroughfare corridor, the requirements of dedication and reservation 1. Design Speed The design speed for a roadway should be a minimum of5 mph greater than the posted speed limit. The design speeds for subdivision type streets are shown in Table D-2. 2. Minimum Sight Distance - In the interest of public safety, no less than the minimum sight distance applicable shall be provided. Vertical curves that connect each change in grade shall be provided and calculated using the parameters set forth in Table D-3. 3. Superelevation - Table D-4 shows the minimum radius and the related maximum superelevation for design speeds. The maximum rate of roadway superelevation (e) for rural roads with no curb and gutter is 0.08. The maximum rate of superelevation for urban streets with curb and 4. Maximum and Minimum Grades- The maximum grades in percent are shown in Table D-5. Minimum grade should not bel less then 0.5%. Grades for 100 feet each way from intersections  discussed under the' Right-of-Way Widths' section shall apply.  gutter is 0.06, with 0.04 being desirable.  (measured from edge of pavement) should not exceed 5%.  Table D-2 Design Speeds  Design Speed (mph)  Facility Type RURAL Minor Collector Roads (ADT Over 2000) Local Roads' (ADT Over 400) URBAN Major Thoroughfares Minor Thoroughfares Local Streets  Desirable  Minimum Level 50 *50 50 30 **30  Rolling 40 *40 40 30 **20  60 50 60 40 30  Note: *Based on ADT of400-750. Where roads serve a limited area and small number of units, can reduce minimum design speed. **Based onj projected. ADT of50-250. (Reference  NCDOTI Roadway Design Manual page 1-1B) 'Local Roads including Residential Collectors and Local Residential. 2 Major Thoroughfares other than Freeways or Expressways.  D5    Tablel D-3 Sight Distance  Design Speed Stopping Sight Distance  Minimum K'Values Passing Sight Distance  (mph) 30 40 50 60  (feet)  (feet)  (feet) For 2-lanes 1100 1500 1800 2100  Desirable 200 325 475 650  Minimum Crest Curve Sag Curve  200 275 400 525  30 60 110 190  40 60 90 120  Note: General practice calls for vertical curves to be multiples of 50 feet. Calculated lengths shall be rounded up: in each case. (Reference NCDOT Roadway Design Manual page 1-12T-1) 'Kisac coefficient by which the algebraic difference in grade may be multiplied to determine the length of the vértical çurve, which will provide the desired sight distance, Sight distance provided. for stopped vehicles at intersections should be in accordance with' "Al Policy on  Geometric Design of Highways and Streets, 1990"  Table D-4 Superelevation e-0.08 260 477 819 1,146  Design Speed Minimum Radius ofMaximum e'  Maximum Degree ofCurve  (mph) 30 60 80 100  e-0.04 302 573 955 1,637  e-0.06 273 521 955 1,432  e-0.04 1900' 1000 600 345'  e-0.06 2100' 1115' 645 415'  e-0.08 2245 1215' 730 445'  e=rate ofr roadway superelevation, foot per foot  Note: (Reference NCDOT Roadway Design Manual page 1-12T-6 thruT-8)  VRY  D6    Table D-5  Maximum Vertical Grade  Facility, Type and Design Speed (mph) RURAL  Minimum Grade in Percent Rolling 10 9 8 7 5 11 10 9 8 6 9 8  Flat 7 7 4  Mountainous  Minor Collector Roads*  20 30 40 50 60 70 20 30 40 50 60 30 40 50 60 20 30 40 50 60 70 20 30 40 50 60  12 10 10 9 & 16 14 12 10  Local Roads*!  5 8  URBAN Major Thoroughfares  11 10 8 14 12 12 10 9 7 16 14 12 10  Minor Thoroughtares"*  9 9 9  12 11 10 8 7 6 11 10 9 8 6  Local Streets*  7  Note: *For streets and roads with projected annual average daily traffic less than 250 or short grades less than 500 ft long, grades may, be 2% steeper than the values in the above table.  (Reference NCDOT Roadway Metric Design Manual page 1-12T-3) 'Local Roads including Residential Collectors and Local Residential. 2 Major Thoroughfares other than Freeways or Expressways.  D7    Intersections  1. Streets shall be laid out sO as to intersect as nearly as possible at right angles, and no street should intersect any other street at an angle less than sixty-five (65) degrees. 2. Property lines ati intersections should be set sO that the distance from the edge of pavement, of the street turnout, to the property line will be at least as great as the distance from the edge of pavement to the property line along the intersecting streets. This property line can be etablish- ed as ai radius or as as sight triangle. Greater offsets from the edge of pavement to the property lines will be required, ifnecessary, to provide sight distance for the stopped vehicle on the 3. Offset intersections are to be avoided. Intersections that cannot be aligned should be separated by ai minimum length of200 feet between survey centerlines.  side street.  Cul-de-sacs  Cul-de-sacs shall not be more than 500 feet in length. The distance from the edge of pavement on the vehicular turn around to the right-of-way line should not be less than the distance from the edge of pavement to right-of-way line on the street approaching the turn around. Cul-de-sacs should not be used to avoid connection with an existing street or to avoid the extension of an important street. 1. Alleys shall be required to serve lots used for commercial and industrial purposes except that this requirement may be waived where other definite and assured provisions are mode for service access. Alleys shall not be provided ini residential subdivisions unless necessitated by  Alleys  unusual circumstances.  2. The width of an alley shall be at least 20 feet.  3. Dead-end alleys shall be avoided where possible, but ifunavoidable, shall be provided with  adequate turn around as may be required by the planning board.  Permits for Connection to State Roads  An approved permit is required for connection to any existing state system road. This permit is required prior to any construction on the street or road. The application is available at the office of  the District Engineer ofthe Division ofH Highways.  Offsets To Utility Poles  Poles for overhead utilities should be located clear ofr roadway shoulders, preferably a minimum of at least 30 feet form the edge of pavement. On streets with curb and gutter, utility poles shall be  set back a minimum distance of 6 feet from the face of curb.  Wheel Chair Ramps  All street curbs being constructed or reconstructed for maintenance purposes, traffic operations, repairs, correction of utilities, or altered for any reason, shall provide wheelchair ramps fort the  D8    physically handicapped ati intersections where both curb and gutter and sidewalks are provided and  at other major points of pedestrian flow. Horizontal Width on Bridge Deck  The clear roadway widths for new and reconstructed bridges serving two-lane, two-way traffic  should be as follows:  shoulder section approach:  under 800 ADT design year - minimum 28 feet width face to face of parapets, rails, 800-2000. ADT design year minimum 341 feet width face to face of parapets, rails, over 2000. ADT design year - minimum width of 40 feet, desirable width of 44 feet  or pavement width plus 10 feet, whichever is greater, or pavement width plus 12 feet, whichever is greater, width face to face of parapets or rails;  curb and gutter approach:  under 800 ADT design year - minimum 24 feet face to face of curbs, over 800 ADT design year - width of approach pavement measured face to face of where curb and gutter sections are used on roadway approaches, curbs on bridges shall match the curbs on approaches in height, in width of face to: face curbs, and in crown drop; the distance from face of curb to face of parapet or rail shall be a  curbs,  minimum of 1.5 feet, or greater ifs sidewalks are required.  The clear roadway widths for new and reconstructed bridges having 4 or more lanes serving  undivided two-way traffic should be as follows:  shoulder section approach - width of approach pavement plus width of usable shoulders on the approach left and right. (shoulder width 8: feet minimum, 10 feet desirable) curb and gutter approach - width of approach pavement measured face to face ofc curbs.  D9    B 6Rt -  :  : 1  -  57  33  Tt    : 131  255.3 - wT -  D10    Appendix E  Index for Secondary Road Numbers  SR 1001 -I Loves Chapel Road SR 1004 - Pineview Road SR 1005-1 High Rock Road SR 1110 - Swift Road SR 1115-L Liberty Hill Church Road SR 1134 - Running Creek Church Rd SR 1134-N Millingport Road SR 1140 - Renee Ford Road SR 1206 - Fivel Point Road SR 1208 - Mission Church Road SR 1210 - Mission Church Road SR 1227 - Ridgecrest Road SR 1740 - Indian Mound Road SR 1766 - Fork Road SR 1918- - Cottonville Road SR 1922 - Stanly School Road SR 1923 - Stanly School Road SR 1400 - Old Salisbury Road SR 1918 - Cottonville Road SR 1935 - Plank Road SR 1963 - Saint Martin Road SR 1968 - Saint Martin Road  El    u4Ss SD77  3  Bs  E2    Appendix F  Transportation Improvement Program  Project Request Process  The process for requesting projects to be included in the Transportation Improvement Program The local representatives should first decide which projects from the thoroughfare plan they would like funded in the TIP. ATIP: request for a few carefully selected projects is likely to be more effective than requesting all the projects proposed in the thoroughfare plan. These projects should be prioritized by the local representatives and summarized briefly, as shown on Appendix Page After determining which projects are the highest priority for the area, a TIP project request should be sent to the Board ofTransportation Member from the municipality's or county's respective district. The TIP project request should include al letter with a prioritized summary ofr requested projects, as well as a TIP candidate project request form and aj project location map for each  (TIP) is described briefly in this appendix.  F-3.  project. An example of each of these items is included in this appendix.  F1    Example  Note: This is not an official request. submitted to the Board ofTransportation This is intended to be an example ofa Transportation Improvement Program (TIP) Request.  Month ##, Year  North Carolina Board Member N.C. Board ofTransportation N.C. Department ofTransportation P.O. Box 25201 Raleigh, NC: 27611-5201 Dear Board Member:  SUBJECT: 2000-2006 TIP Project Requests for Generic County  Enclosed find the projects requested by Generic County for consideration in the next TIP update. The list is presented by priority, as approved by the Generic County Commissioners at their Month Generic County also endorsed the existing schedule of projects contained in the current TIP for the county, with one request. The county requests that TIP Project R-XXXX1 remain as al high priority We thank you for the opportunity to participate in development oft the State TIP. Please contact us immediately ifadditional information is needed concerning any of the enclosed project requests.  meeting.  and kept on the existing schedule.  Sincerely, John Q. Public  cc: Division Engineer Enclosure  F2    Generic County County Commissioners  2000 Proposed Highway Projects (Final)  1) SR1111 (Town Street) & SR 1112 (Industry Drive)TIP Project R-XXXX  From SR 1113 (Country Road) to NC11  Widen roadway to a multilane facility, with some new location From SR 1112 (Industry Drive) to SR 1113 (Country Road)  2) US11  Widen roadway to ai multilane facility  3) NC11  From SR 1114 (Any Road) to the existing four lane section just south ofI-85  Widen roadway to a multilane facility From SR 1115 (Some Road) to NC12 Widen facility to ai five lane cross section From US11 to US 112 Business (City Street)  4) US11) Business (Business Road)  5) New Connector New Facility  5 - :555 :  :1   a 3139  F3    Highway Program TIP Candidate Project Request (Please Provide Information if Available)  Date ##/##/## County  Priority No. #  Generic  City/Town NCTIP No.  Requesting Agency County Commissioners  R-#### (ifavailable)  Route (US, NC, SR/Local Name)_ SR 1111(Town Street) and SR 1112(Industry Drive) Project Location (From/To/Length) From SR 1113 (Country Road) to NCI1, Type of Project (Widening, New Facility, Bridge Replacement, Signing, Safety, Rail  ##miles  Crossing, Bicycle, Enhancement, etc.)  Widen roadway to a multi-lane facility, with some new location.  Existing Cross Section Existing Row 60t080 Feet Estimated Cost, ROW $ 900,000  24  Feet,  Type  Existing ADT 8,000(1996) Construction $ 4,000,000  Brief. Justification for Project_ As ai major thoroughfare, this facility carries increasing traffic volumes between the industial, sites along this route to NCI1 and the I-85 corridor. In the adopted thoroughfare planj for Generic County, it is recommended that this facility should be widen to a multi-lane cross section due to the increasing volume and the potential for more development in this ared. The county requests that this  project continue to be funded. Project Supported By (Agency/Group),  Other Information/ Justification Part ofThoroughfare Plan Part of Comprehensive Plan Serves School Serves Hospital  JObsolete Facility Serves Park High Accident (#  F4    (Please Attach Map Showing Project Location)  F5    3 :.  :1  F6