BURLINGTON GRAHAM URBAN AREA
METROPOLITAN PLANNING
ORGANIZATION
TRANSPORTATION PLAN UPDATE
2005 - 2030
May 2004
TABLE OF CONTENTS
Section 1
INTRODUCTION
Section 2
PUBLIC INVOLVEMENT
A. Public Comment Policy
B. Goals and Objectives
Section 3
REVIEW OF EXISTING AND FUTURE CONDITIONS
A. Introduction
B. Population and Employment Demographics
C. Land Use
D. Subdivision Regulations
E. Economic Trends
F. Transportation System Deficiencies
G. Highway System Deficiencies
H. Social and Environmental Issues
Section 4
TRANSPORTATION ELEMENTS
A. Highway Element
Thoroughfare Plan
B. Bicycle and Pedestrian Elements
Independent Projects
C. Rail Transportation Element
1. Existing Passenger Service
2. Piedmont High-Speed Corridor
3. Potential North Carolina Commuter Rail Service
4. Funding
5. Future Study
D. Transit Element
1. Additional Funding Programs
2. Funding Facts
i
3. Future Studies
E. Aviation Element
F. Taxi
G. Congestion Management and Traffic Monitoring System
1. Carpooling/Vanpooling Program
2. Traffic Monitoring System
Section 5
FINANCIAL PLAN
A. Introduction
B. Overview of Existing Financial Sources
C. Summary of Existing Uses
D. Financial Projections
E. Cost Estimates
F. Financing Strategy and Summary
G. Seven Planning Factors
APPENDIX
Table A1, A2, A3 Funding Projections
Appendix C, Typical Thoroughfare Cross-Sections
High-Speed Rail Corridor, NCDOT Resolution
Subdivision Regulations – Sidewalks Section
Purpose and Need Statements for Thoroughfare Plan Projects
ii
LIST OF TABLES
Table 1
Top Traffic Congestion Locations
Table 2
Environmental and Preservation Issues
Table 3
Alternative Transportation and Land Use Issues
Table 4
Ranking of All Transportation Issues
Table 5
Population vs. Employment
Table 6
Recommended Highway Improvements (2010 Horizon)
Table 7
Recommended Highway Improvements (2020 Horizon)
Table 8
Recommended Highway Improvements (2030 Horizon)
Table 9
Recommended Highway Improvements (Vision Plan)
Table 10
Inventory of Participating ACTA Agencies
Table 11
Total Horizon Year Expenditures
Table 12
2030 Thoroughfare Plan – New Facilities
Table 13
2030 Thoroughfare Plan – Widenings
Table A1
Federal Funds
Table A2
Powell Bill Funds
Table A3
Maintenance Funds
iii
LIST OF FIGURES
Figure 1
Traffic Analysis Zones
Figure 2
Existing Zoning / Land Use (Burlington, Graham, Elon)
Figure A1
Typical Thoroughfare Cross-Sections
LIST OF CHARTS
Chart 1
Trips by Destination / Purpose
Chart 2
2002 Total Employment for Planning Area
Chart 3
2030 Total Employment Projections for Planning Area
iv
Section 1
INTRODUCTION
The Burlington-Alamance area was designated an “Urbanized Area” by the U.S. Bureau of
Census in 1974. As a result of this designation, the Burlington-Alamance area formed a
Metropolitan Planning Organization (MPO) in 1975. MPOs represent areas greater than
50,000 in population, and North Carolina has 17 MPOs throughout the State. With this new
designation came the responsibility of adhering to federal continuing planning requirements.
Furthermore, a revised Memorandum of Understanding (MOU) was executed between the
Cities of Burlington, Graham, Mebane; the Towns of Elon, Gibsonville, Whitsett, Gibsonville,
Green Level and Haw River; the Village of Alamance; and the County of Alamance; and the
North Carolina Department of Transportation (NCDOT) in 2004. The original 1975
memorandum delineated responsibilities in maintaining and continuing planning process and
established a Technical Coordinating Committee (TCC) with the responsibility for general
review, guidance, and coordination of the continuing planning process. A Transportation
Advisory Committee (TAC), comprised of representatives of the elected policy boards in the
urban area, was also established to assure coordination between the elected officials, policy
boards and the transportation planning process.
The Long Range Transportation Plan (LRTP) is based on federal requirements established
and documented in the Code of Federal Regulations, Title 23, Volume 1. The primary goal
of the federal requirements is to ensure that tax dollars are spent on useful, meaningful
projects that are supported by the residents/taxpayers of the Burlington-Graham Urban Area
(BGUA). The Plan contents are in compliance with Subpart C – Metropolitan Transportation
Planning and Programming, Part 450.
The BGUA is located in central North Carolina. Approximately 60 miles west of Raleigh and
21 miles east of Greensboro, the Urban Area consists of nine municipalities: Burlington,
Gibsonville, Graham, Green Level, Haw River, Mebane, Elon, Whitsett, and the Village of
Alamance. Shortly after the results of the 2000 Census the TAC investigated the need to
expand the MPO planning area to include all of Alamance County. Based on the need for a
comprehensive approach to planning and pending air quality regulations the TAC approved
the county wide planning area expansion in 2002. The major transportation facility in the
MPO is the I-85/40 corridor in Alamance County with small portions in Guilford and Orange
Counties. The Urban Area population was reported as 130,800 in the 2000 Census.
As a requirement of the federal regulations, the metropolitan transportation planning process
shall include the development of a Transportation Plan addressing a 20-year planning
horizon, at a minimum. The Transportation Plan shall be reviewed and updated at least
every five years. Also, according to federal regulations, the Transportation Plan must
address current and forecasted land use plans and projected socioeconomic data. The
Transportation Plan must also be approved by the MPO.
In addition, the Plan shall:
•
Identify the projected transportation demand for persons and goods;
•
Identify adopted Congestion Management strategies that demonstrate a systematic
approach in addressing current and future transportation demand;
1
•
Identify pedestrian walkway and bicycle transportation facilities;
•
Assess capital investment and other measures necessary to preserve the existing
transportation system;
•
Include design concept and scope descriptions of all existing and proposed transportation
facilities in sufficient detail;
•
Reflect a multimodal evaluation of the transportation, socioeconomic, environmental, and
financial impact of the overall Plan;
•
For major transportation investments for which analysis is not complete, indicate that the
design concept and scope have not been fully determined and will require further
analysis;
•
Reflect, to the extent that they exist, consideration of the area’s comprehensive longrange land use plan and metropolitan development objectives;
•
Indicate, as appropriate, proposed transportation enhancement activities; and
•
Include a financial plan that demonstrates the consistency of proposed transportation
investments with currently available and projected sources of revenue.
2
Section 2
PUBLIC INVOLVEMENT
A. PUBLIC COMMENT POLICY
The MPO has incorporated two primary public involvement elements into the
transportation planning process:
1) A Public Comment Policy, and
2) Public Information Meetings in the Community
These elements were established to create a formal process to ensure meaningful
public input into the ongoing transportation planning process. Updates of the LongRange Transportation Plan will, at a minimum, include the following public comment
process:
•
Revisit and prepare a Long-Range Transportation Plan not less than every 5
years;
•
The Transportation Plan shall be available during an advertised 45-day public
comment period and locally circulated in a newspaper of record. MPO staff will
conduct a minimum of two information public meetings during the 45-day
comment period prior to the adoption of the Transportation Plan update;
•
The MPO staff shall remain available to answer any questions concerning the
draft element of the Transportation Plan;
•
Public comments received shall be assembled and presented to the Urban Area
Technical Coordination Committee (TCC) and Transportation Advisory Committee
(TAC) at their regularly scheduled meetings;
•
The TAC may choose to schedule a public hearing if comments warrant special
consideration; and
•
The MPO staff may also provide a written summary of the public comments and
their disposition.
The second element of the public involvement process involved identification of
transportation deficiencies throughout the MPO planing area. During the Public
Information Meetings the citizens were surveyed and asked to identify and discuss
items such as congestion, safety and areas for transportation improvements. Results
of the Public Information Meetings helped define transportation opinions and policy
preferences of the LRTP Update.
3
Survey participants helped to identify critical areas of congestion. Based on public
perception, several locations were identified as having the highest traffic congestion.
Huffman Mill Road, Chapel Hill Road/NC 54 and Mebane Street accounted for the
majority of the citizen's comments and request for improvement. (See Table 1).
Table 1
Top Traffic Congestion Locations
40%
Huffman Mill Road
25%
Chapel Hill Road
Mebane Street
10%
Church Street
10%
Other Locations (Maple Avenue,
Alamance Road, Webb Avenue,
Interstate 85/40, St. Mark's Church
Road, Highway 119, Garden Road, and
Graham-Hopedale Road)
Mentions
15%
0%
5%
10%
15%
4
20%
25%
30%
35%
40%
45%
Additionally, the survey helped to identify travel characteristics that were incorporated
into the development of the travel demand model for the planning area. The following
Charts 1 displays trip characteristics by trip purpose. Respondents to the survey
indicated the automobile as the only mode of travel.
Chart 1
Trips by Destination Purpose – Unlinked Vehicle Trip
Other (School, Social/Rec,
Work Related, Other)
6.0%
Pick-up/Drop-off Passenger
7.0%
Return Home
36.0%
Shopping
18.0%
Personal Business
11.0%
Work
22.0%
5
The results of the survey also include statistical rankings and issues, such as: ranking of all
transportation issues, environmental and preservation issues, and preferences for alternative
funding options.
Table 2
Environmental and Preservation Issues
Very
Important
Somewhat
Important
No Opinion
Somewhat
Unimportant
Not
Important
Preserving natural areas,
open space, or farmland
70%
10%
20%
0%
0%
Improving air quality by
reducing traffic congestion
70%
10%
20%
0%
0%
Preserving existing homes
and businesses
10%
90%
0%
0%
0%
Reducing traffic
noise levels
20%
70%
10%
0%
0%
Preserving historic buildings
and sites
90%
10%
0%
0%
0%
Planting trees and shrubs
along roads
0%
90%
10%
0%
0%
Table 2 lists the importance of several environmental and preservation issues related to transportation.
Table 3
Alternative Transportation and Land Use Issues
Very
Important
Somewhat
Important
No Opinion
Somewhat
Unimportant
Not
Important
Walking and biking safely
50%
50%
0%
0%
0%
Building sidewalks,
crosswalks and greenways
80%
20%
0%
0%
0%
Providing opportunities for
car and van pooling
80%
20%
0%
0%
0%
Building bicycle lanes and
trails
50%
50%
0%
0%
0%
Encouraging transit-friendly,
higher density development
50%
50%
0%
0%
0%
Living closer to where you
work
50%
50%
0%
0%
0%
Table 3 identifies the importance of modal and land conservation issues.
6
Lastly, the survey asked respondents very direct questions regarding traffic congestion
solutions, as well as their opinions on the ranking of transportation issues. This information
will assist decision-makers in developing transportation policy measures that reflect
community needs and desires.
Table 4
Ranking of All Transportation Issues
Very
Important
Somewhat
Important
No Opinion
Somewhat
Unimportant
Not
Important
Improving traffic signal
timing and coordination
50%
50%
0%
0%
0%
Reducing or managing
traffic congestion
50%
50%
0%
0%
0%
Preserving natural areas,
open space or farmland
100%
0%
0%
0%
0%
Improving air quality by
reducing traffic congestion
90%
10%
0%
0%
0%
Walking and biking safely
50%
50%
0%
0%
0%
Providing transit services
for the elderly
60%
30%
10%
0%
0%
Improving conditions of
railroad crossings
70%
20%
10%
0%
0%
Providing transit services
for the disabled
80%
10%
10%
0%
0%
Preserving existing homes
and businesses
80%
10%
10%
0%
0%
Widening existing streets
0%
70%
20%
10%
0%
Reducing personal
transportation expenses
0%
70%
20%
10%
0%
Building sidewalks,
crosswalks and greenways
10%
90%
0%
0%
0%
Reducing traffic noise
levels
50%
50%
0%
0%
0%
Preserving historic
buildings
90%
10%
0%
0%
0%
Reducing travel time
10%
80%
10%
0%
0%
Building new roads
0%
10%
90%
0%
0%
Table 4 provides a ranking of all transportation issues as a result of the survey.
7
According to public opinion, there seems to be a popular desire to protect the
environment, historic structures and improve the existing transportation infrastructure,
as opposed to building new facilities. Respondents also support development of a
public transportation or mass transit system.
For a copy of the results from the Public Information Meetings, contact the Burlington-Graham Urban
Area MPO at (336) 222-5110.
B. GOALS AND OBJECTIVES
The following goals and objectives were developed for the BGUA based on the
transportation survey and direct public input into the planning process. A concerted
effort was provided to ensure that the transportation planning is a continuous,
cooperative, and comprehensive process. The goals and objectives of the BGUA are
outlined below:
•
Highway System
Goal – Develop an efficient street and highway network for the
Burlington--Graham Urban Area
Objective – Enhance mobility by improving the connectivity of the existing
street network
Objective – Explore improvement to the street network that will most
effectively handle capacity deficiencies
•
Congestion Management
Goal – Develop a local thoroughfare system that minimize traffic
congestion
Objective – Improve traffic signal timing and coordination through intelligent
transportation system measures
Objective – Develop streets and highways with the intent of minimizing travel
times and distances
•
Bicycle and Pedestrian
Goal – Promote development of an integrated bicycle and pedestrian
network
Objective – Pursue funding for a coordinated and comprehensive network of
sidewalks and bicycle routes throughout the Urban Area
Objective – Improve the transportation system with accommodations to
bicycle and pedestrian access
8
•
Public Transportation
Goal – Support efforts to improve mobility for Urban Area residents
Objective – Increase awareness of public transportation services provided by
the Alamance County Transportation Authority (ACTA) and the Piedmont
Authority for Regional Transportation (PART).
Objective – Support any expansion plans for ACTA that will improve mobility
for the general public, low-income, elderly, and disabled residents within the
Urban Area
Objective – Support the efforts of the Piedmont Authority for Regional
Transportation (PART) concerning possible public transit options that would
benefit the Burlington-Graham Urban Area
•
Environmental
Goal – Develop a transportation system that preserves and enhances the
natural and built environments
Objective – Promote better integration of land use and transportation planning
Objective – Support transportation projects that may preserve and
complement the Urban Area’s natural features
9
Section 3
REVIEW OF EXISTING AND FUTURE CONDITIONS
A. INTRODUCTION
The BGUA planning officials recognized that the major factors influencing the area’s
transportation infrastructure needs are population, economy, and land use. In an
effort to develop an effective 25-year Transportation Plan, accurate base year
socioeconomic measures were collected to provide an acceptable estimate of future
growth. Consequently, the BGUA performed socioeconomic projections as part of
the update of the Long-Range Transportation Plan and the future Triad Regional
Travel Model. The Urban Area encompasses nine municipalities and parts of three
counties, and is divided into individual traffic analysis zones (TAZs). The Urban Area
planning boundary includes both urban and rural populations residing in areas that
are expected to become urban in nature by the year 2030. (See Figure 1 for the
Urban Area Traffic Analysis Zones).
POPULATION AND EMPLOYMENT DEMOGRAPHICS
The purpose of the socioeconomic projections is to predict the amount and nature of
future land use in the Urban Area and to provide the basis for future travel
relationships used in the Urban Area Travel Demand Model. The direct relationship
between land use and transportation has been well documented. To plan for future
transportation facilities, transportation planners must have a clear understanding of
existing land uses and make rational predictions regarding future land uses.
The BGMPO staff used 2002 as the base year for the Long-Range Transportation
Plan Update and performed an inventory of population and employment for the Urban
Area. The MPO calculated 85,268 jobs, 58,914 households, and an urban area
population of 149,600 in the base year. Chart 3 displays the 2030 projections for
employment.
To augment the socioeconomic projections, the MPO initiated a planning process that
included an intensive public involvement process. As part of the LRTP update and
the Regional Travel Demand Model the MPO staff held a series of public and staff
meetings within the Urban Area to seek guidance on the location of household and
employment growth.
Table 5 provides a comparison between population and employment for the planning
area from 1993 to 2002.
Table 5
Population vs. Employment
YEAR
1993
2002*
Employment / Jobs
55,341
55,949
Households
41,727
58,914
Population
103,480
149,600
*Includes all of Alamance County (expanded planning boundary in 2002)
10
B. LAND USE
The generation of traffic on a particular roadway (non-freeway) in directly related to
the land use of adjacent properties. Different types of businesses generate different
levels of traffic. For example, a fast-food business with 30 employees would
generally attract substantially more traffic than a textile factory with 300 employees.
Even though the textile factory has more employees, fast food will attract more
customers and trips because of the type of business. As a result, the type of land use
and intensity of development along a roadway corridor will have a direct impact on
the amount of traffic generated. The BGUA has had minimal changes in land use
over the past five years. The primary changes in land use have occurred through
rezonings and annexations.
In concurrence with the allocation of household and employment data, MPO staff
developed an existing land use/zoning map of the Urban Area. This map was
developed with assistance from each member jurisdiction within the Urban Area. The
land use map divided the Urban Area into general zoning classifications of land use:
residential, commercial, industrial, office/institutional, and public. The residential
classification represents dwelling units including houses, condos, and apartments.
Some examples of commercial land use are gas stations, restaurants, and shops.
The industrial classification may include manufacturing plants, factories, or textiles.
Some examples of office/institutional land use are schools, business parks, or
medical clinics. The public classification includes land uses such as community
centers/parks, churches, or civic centers. Figure 2 displays the land use/zoning in the
urban areas of Burlington, Elon and Graham.
SUBDIVISION REGULATIONS
The majority of municipalities within the Urban Area have current provisions for
incorporating transportation facilities into their planning process. For example, the
City of Burlington has established subdivision regulations that endorse the concepts
of the adopted Thoroughfare Plan. This Subdivision Ordinance regulates street
construction by requiring the developer to meet right-of-way standards, crosssectional standards, and road design standards. All regulations are designed to
ensure that streets constructed by developers will fit into the overall transportation
network of the area.
As a part of the regulations, the City of Burlington required developers with property
adjacent to an expressway or major thoroughfare to allow a larger setback to their
structures than would normally be required for that district. This requirement provides
adequate protection of residential properties and preserves the right-of-way for future
thoroughfares.
Contact the Burlington Planning Department at (336) 222-5110 for the subdivision
regulation excerpts related to transportation facilities.
11
C. ECONOMIC TRENDS
The economic base of an area is an important factor to consider in the estimation of
future traffic growth. The BGUA has an industrial- and service-based economy and
includes a small, private university (Elon University). The Burlington-Graham
Thoroughfare Plan (see back pocket of report) includes building new roads and
widening existing roads in order to support “the economic vitality of the area,
especially by enabling global competitiveness, productivity, and efficiency” (see
Planning Factors at the end of this report).
As shown in Chart 2, in 2002 industrial / manufacturing trade represented 34 percent
of the area’s employment, while service jobs comprised 23 percent, retail 16 percent,
highway retail 12 percent, and office 9 percent.
Chart 2
2002 Total Employment for Planning Area
2002 E m ploym ent B y T ype-SIC C ode
E m ploym ent D ata
School E m ploym ent
3,609 6%
H ighw ay R etail
6,441 12%
O ffice
4,837 9%
Service
12,606 23%
Industry
19,363 34%
R etail
9,093 16%
12
As the economy and demographics of the area changes, so will the employment
characteristics. Local planning staff and economists believe that the BGUA will
experience slow industrial growth and increase more rapidly in the service sector and
other areas of employment by the year 2030. Chart 3 depicts the projected
employment for the planning area in 2030.
Chart 3
2030 Total Employment Projections for Planning Area
11,767
Total Office
12%
9,806
Total
Highway Retail
10%
30,398
Total
Industrial
31%
13,728
Total Retail
14%
32,359
Total Service
33%
13
D. TRANSPORTATION SYSTEM DEFICIENCIES
Among the transportation planning services that the Burlington-Graham Metropolitan
Planning Organization (BGMPO) and NCDOT provide to the urbanized part of
Alamance County are the identification of current needs, forecasts of future trends,
and the programming of transportation facilities to improve mobility for people and
goods. To effectively provide these services, BGMPO and NCDOT planners must
possess current information on the travel behavior of people who live, work, and
travel in the Urban Area. The Origin and Destination Study conducted for the BGMPO
in 1996 was also used as a resource for evaluating the needs and deficiencies for the
future years in the LRTP.
E. HIGHWAY SYSTEM DEFICIENCIES
In 1995, the BGMPO, in cooperation with NCDOT, developed a travel demand model
for the Urban Area. The model incorporates the empirical data collected and
projected in the 2025 Socioeconomic Projections Report and the 1996 OriginDestination Travel Study for the Urban Area. The primary focus of these studies has
been to identify new relationships between existing land use and travel. Using these
relationships, the land use has been projected into the future for deficiency analysis
and development of a recommended Transportation Plan. The 1995 travel demand
model is currently being updated with NCDOT and regional MPO partners.
Approximately 100,000 vehicles per day went through the Urban Area via 1-85/I-40 in
2001. Much of the traffic is due to the influence of the transportation network system
that allows for commuting to the Research Triangle and Triad employment centers.
Higher interstate speeds have attracted some travel from competing roads such as
US 64, US 70, and NC 54 resulting in safer travel and a larger travel demand on the
Interstate System.
NCDOT Transportation Planning Staff has documented the Burlington-Graham model
calibration efforts in a report entitled “Technical Report #1, Model Calibration, 1998"
and in the Burlington - Graham Urbanized Area Transportation Plan, January 2003.
As additional reference the Purpose and Need Statements provided by NCDOT are
attached in the Appendix of this document. The capacity of a roadway is defined as
the number of vehicles that can be reasonably processed for a given level-of-service.
Standard capacity values have been developed by NCDOT for different types of
roadway facilities. A capacity value depends on the cross-section, number of signals,
and access points along the segment of roadway. Based on the January 2003
NCDOT analysis and travel demand and roadway capacities, the following facilities
are at or over capacity:
•
Jimmy Kerr Road from I-85 to Trollingwood Road, Graham;
•
NC 119 from Roosevelt Street to Whitby Court, Mebane;
•
Mebane Street from Chapel Hill Road to Huffman Mill Road, Burlington;
14
•
Chapel Hill Road (NC 54) from Mebane Street to Tucker Street, Burlington; and
•
NC 61 from I-85 to US 70, Whitsett.
To identify future travel deficiencies, the 2030 socioeconomic projections discussed
previously were loaded into the existing travel demand model. All committed projects
(identified as funded on the TIP) were included in the analysis to reflect future
conditions. As a result, the following facilities were identified as being over capacity
in the year 2030:
•
I-85 from Mebane Oaks Road to Western Planning Boundary;
•
NC 87 from Eastway Lane to Elm Street;
•
NC 87 from Southern Planning Boundary to Rogers Road, Graham;
•
Swepsonville Road from Walter Andrews to NC 87;
•
Jimmy Kerr Road/Trollingwood Road from I-85 to NC 49, Haw River;
•
Rogers Road from Lacey Holt Road to NC 87;
•
NC 49 from Town Branch Road to Northern Planning Boundary;
•
North Main Street from Elm Street to Church Street;
•
NC 119 from Kimrey Road to US 70;
•
NC 119 from North of Holmes Road to US 70;
•
West Stagecoach Road from NC 119 to Cooks Mill Road;
•
Apple Street from Sharpe Road to Lower Hopedale Road, Burlington;
•
Sandy Cross Road from Lower Hopedale Road to Stonewall Spring Road,
Burlington;
•
NC 87/100 (Webb Avenue) from Fountain Trollinger Street to Gerringer Road,
Burlington;
•
Beaumont Avenue from Church Street to Crestview Drive;
•
Rockwood Avenue from NC 87/100 to US 70, Burlington;
•
US 70 from Springwood Church Road to Huffman Lane, Burlington;
•
US 70 from Edgewood Avenue to Tarleton Avenue, Burlington;
15
•
Huffman Mill Road from US 70 to Harris Road, Burlington;
•
West Stagecoach Road from East of Cooks Mills Road to NC 119;
•
Kirkpatrick Road from I-85 to (NC 62) Alamance Road, Burlington;
•
NC 62 from Southern Planning Boundary to Mebane Street, Burlington; and
•
NC 49 from Monroe Holt Road to Bellemont Alamance Road, Bellmont.
For a copy of highway deficiencies for the BGUA, contact NCDOT, Transportation Planning Branch at
(919) 733-4705.
F. SOCIAL AND ENVIRONMENTAL ISSUES
Project development of transportation facilities is a multi-year process that can have
substantial impacts to the environment and social welfare. For instance, a simple
widening project can take from seven to fifteen years to plan and implement because
of the multiple steps in the development of a transportation project. The steps include
planning, design, right-of-way acquisition, and construction.
Even the planning process itself can sometimes take several years to accomplish.
For this reason, it is advantageous to conduct preliminary social and environmental
screening to expedite a project. The BGMPO continues to conduct functional designs
and corridor studies for future Thoroughfare Plan projects. The final product is
designed to provide a broad comparison of key environmental factors that may have
an impact on early decisions regarding the type of project and general location of a
project.
The BGMPO, NCDOT and local planning staff have initiated or completed several
studies in an effort to address the social and environmental impacts of certain
facilities on the Thoroughfare Plan. The following facilities have been included in the
study process:
•
North Alamance Parkway from Shallowford Church Road to Old Glencoe Road
•
Northeast Alamance Parkway from Old Glencoe Road to US 70
•
East Alamance Parkway from US 70 to I-85
•
South Alamance Parkway from NC 62 to NC 49
•
Alamance Bypass from NC 62 North to NC 62 South
•
Kirkpatrick Road Realignment
•
Walker Avenue Extension
•
Gibsonville / NC 61 Bypass
For additional information regarding the projects listed above contact BGMPO at (336) 222-5110.
16
Section 4
TRANSPORTATION ELEMENTS
A. HIGHWAY ELEMENT
A key product of the travel demand model has been the development of the
Burlington-Graham Urban Area Thoroughfare Plan. The Thoroughfare Plan is just
one element of the Transportation Plan. The primary objective of the Thoroughfare
Plan is to assure that the street system will be progressively developed in such a
manner that adequately serves future travel desires. Thus, the cardinal concept of
thoroughfare planning is that provisions be made for street and highway
improvements; so that as needs arise, feasible opportunities to make improvements
are available. The Burlington-Graham Thoroughfare Plan was revised and adopted
in May 1999. The Plan is the culmination of several years of local and State
coordination, engineering modeling analysis, and extensive public involvement. The
Thoroughfare Plan represents future street and highway needs for the next 25 years.
Currently, the local and State planning staffs are in the process of documenting the
future travel demand by updating the Regional Travel Demand Model. The new
Model and report should be completed by April 2005.
For recent copies of the Model Report, contact NCDOT, Transportation Planning Branch at (919) 7334705.
It is expected that continued growth in population, employment, and vehicles for the
BGUA will increase the demand for additional roadways. Based on current and
projected funding levels and project cost estimates (see Financial Plan section), the
roadway projects that are anticipated to be constructed by the 2030 horizon year are
shown in the tables and corresponding figures throughout this report.
Tables 6, 7 and 8 represent a horizon year as required by NCDOT and FHWA
requirements. The horizon years are 2010, 2020 and 2030. The horizon years were
determined by state and federal planning officials and are necessary for developing
future air quality planning initiatives. According to planning requirements, the first
horizon year may be no more than 10 years from the base year. For the BGUA, the
base year is 2002 and the first year of estimated federal funding is 2005.
Additionally, increments should be 10 years or less.
The three horizon years represent a financially constrained program, which includes
all projects that are anticipated to be implemented within the corresponding horizon
year. Therefore, each project within a horizon year has funding (Federal, State, or
Local) identified for the specific project. The BGMPO Urban Area Thoroughfare Plan
map highlights all proposed new facilities and widening projects for the Urban Area.
17
The project priorities for the horizon years were determined using highway projects
listed in the following sources:
•
Projects included on the current NCDOT Transportation Improvement Program
(TIP);
•
The Burlington-Graham Urban Area Unmet Needs List; and
•
The Thoroughfare Plan Capacity Deficiencies prepared by NCDOT.
The horizon year tables do not represent the total needs of the area. The Vision Plan
(Table 9) represents all remaining projects on the Thoroughfare Plan that do not have
specific funding allocation. The total cost (in 2004-dollar value) of remaining projects
on the Vision Plan is $220,162,430.00.
B. BICYCLE AND PEDESTRIAN ELEMENTS
Bicycle and pedestrian mobility is of particular interest to the BGUA. A key element of
the Intermodal Surface Transportation Efficiency Act (ISTEA) of 1991 and the
subsequent Transportation Equity Act of the 21st Century (TEA 21) requires that the
Bicycle and Pedestrian Plan be fully integrated within an urban area’s Transportation
Plan. As a result of federal requirements and strong local interest, the first
comprehensive bicycle and pedestrian plan was developed and adopted on
September 22, 1994. The Plan encompasses the following municipalities within the
BGUA: Burlington, Elon, Gibsonville, Graham, Haw River, and Mebane.
The purpose of the Bicycle and Pedestrian Plan is to provide the BGUA with a basic
bicycle and pedestrian facilities inventory and plan of implementation. The Plan is
necessary to identify desirable bicycle and pedestrian projects within the BGUA,
which may be eligible for funding under the Urban Area’s Local Transportation
Improvement Program.
Prior to the preparation of the bicycle and pedestrian document, the only planning
activities completed in the area were the Alamance County County-Wide Bicycle
Routes established by the NCDOT Bicycle Program. In 1994, the City of Burlington
established an official Bicycle and Pedestrian Advisory Committee (BBPAC). The
BBPAC is a focal point of planning to bring together the numerous positive programs
in the community. In an effort to promote bicycle and pedestrian transportation, a
primary objective of the committee is to secure transportation enhancement projects.
In 1999 and 2000 the TCC discussed the need for incidental and independent bike
and pedestrian projects in future transportation improvements. Incidental projects are
tied to specific TIP projects and independent project are single / stand alone projects.
The bike and pedestrian projects in the Urban Area that could be eligible as incidental
projects are Graham - Hopedale Road, O'Neal Street and the Alamance Parkway.
Alamance County has over 150 miles of bike routes along state maintained facilities.
NC Bike Route #2 is located in the southern portion of the county. The Mountains to
Sea Bicycle Route travels 19 miles across the county from Kimesville to Snow Camp.
18
There are also six other state recognized bicycle routes in the county including NC
Bike Routes 70, 71, 72, 73, 74 and 6.
Two projects that include both bicycle and pedestrian elements are described below.
Lake Macintosh Greenway: the project will link Davidson Park to Lake Macintosh
Park and Marina. A key element of this project is included in TIP project U-2905 that
includes accommodation for bike traffic from US 70 to Kirkpatrick Road; the remaining
link will be the construction of the greenway from Alamance Regional Medical Center
to the Lake Macintosh Water Plant and eventually connect to the Macintosh Marina.
Haw River Greenway: this project would be constructed adjacent to the Haw River
and travel from the historic Glencoe community to the Town and Country Park in
Burlington. This project also will include the potential for canoe access along the Haw
River where feasible.
For a copy of the Burlington ParkWay map, contact Burlington Planning Department at (336) 222-5110.
For additional information and a list of all proposed bicycle and pedestrian projects in the Planning Area,
please refer to the Burlington-Graham Urban Area Bicycle and Pedestrian Facility Inventory and Plan
adopted September 22, 1994.
Independent Projects:
Pedestrian demand is a fundamental component of transportation systems. Most
trips begin and end as pedestrian trips, and good pedestrian planning will reduce the
conflict between pedestrians and vehicles. Consequently, the City of Burlington has
integrated sidewalk requirements into its subdivision regulations. Concrete sidewalks
are required along major and minor thoroughfares and frontage streets identified on
the Burlington-Graham Thoroughfare Plan. The City of Burlington’s sidewalk
requirements are included in the Appendix of this report.
Future Bicycle and Pedestrian Planning Efforts Include the Following:
•
An ad hoc citizens group is investigating an independent bike path along the Haw
River. Key objectives include 1) right-of-way acquisition from adjacent property
owners, and 2) development of a large independent project that would improve
connectivity by utilizing a network of incidental projects.
•
Updating the Bicycle and Pedestrian Facilities Inventory.
•
Maintaining the Urban Area map of bicycle facilities.
•
Creating an Urban Area map of pedestrian facilities.
•
Pursuing Transportation Enhancement and other funds for bicycle and pedestrian
projects.
19
C. RAIL TRANSPORTATION ELEMENT
The BGUA has had a strong history with rail transportation and the movement of
people and goods. Although the historic rail depot no longer provides passenger
service, it does represent a focal point where public commerce took place and has
now grown into a prosperous central business district. Through the years, several
service and commercial businesses and government facilities have developed near
the depot and now form the Central Business District. In 2003, the "Company Shops
Station" Depot was rehabilitated to house city offices and the Amtrak waiting areas.
The "Company Shops Station" now provides a convenient and safe place for use of
passenger rail services and for public/community events and use.
1. Existing Passenger Service
Today, the State of North Carolina, which sponsors two Amtrak-operated
passenger trains, provides passenger service: The Piedmont and the Carolinian
The Piedmont makes a daily round trip between Raleigh and Charlotte by way of
Burlington. The State owns the equipment for the Piedmont and contracts with
Amtrak for maintenance and operations of the train. The Carolinian makes one
daily trip each way between Charlotte and New York City by way of Burlington.
The Carolinian uses Amtrak equipment and is Amtrak-maintained.
Future passenger rail planning efforts include the Piedmont Triad Regional
Mobility/Passenger Rail Major Investment Study, Study Management Plan. The
Piedmont Authority for Regional Transportation (PART) has managed the rail
studies. These Studies included: 1) A passenger rail proposal providing services
between Asheville and Raleigh through Winston-Salem generally following the I40 corridor; and 2) A passenger rail proposal providing for commuter rail services
between Winston-Salem, Greensboro, High Point, Burlington, and outlying
communities.
To make the best use of resources, the validation of the two services were
completed under one study called the “Piedmont Triad Region Mobility/Passenger
Rail Investment Study.” This Study was designed to coordinate and integrate
efforts, identify improvements that enhance the feasibility of both services, and
document stand-alone support for each service. The Study produced two
separate documents upon its completion.
The first document, entitled the “Mobility/Rail MIS,” will facilitate careful
consideration of a full range of mobility alternatives, as well as quantitative and
qualitative measures to assess and evaluate alternatives in an open process
founded on community input. The Mobility/Rail MIS identified a RegionallyPreferred Investment Strategy consisting of a comprehensive package of
transportation and policy solutions to enhance land use, build livable
communities, provide transportation choices, and manage future congestion
problems.
20
The second document, called the Piedmont Triad Intercity Rail Connection,
addressed the need to re-establish intercity rail services from Winston-Salem
through Greensboro to Burlington. The document also included needs, cost, and
public benefit of intercity passenger rail travel in the Triad.
2. Piedmont High-Speed Corridor
In September 1997, a detailed evaluation of the Piedmont High-Speed Corridor
(PHSC) was summarized in the Piedmont High-Speed Corridor Rail Study Status
Report. The PHSC is a 477-mile federally designated high-speed rail corridor
running from Washington, D.C. through Richmond, VA; Raleigh; Greensboro;
Burlington; and on to Charlotte, NC. The report indicated that the potential for
ridership and revenue along the PHSC would be greater than any other illustrative
high-speed route in the United States.
As a result of the studies, this corridor has been designated as one of eight
national rail corridors currently identified for improvements to high-speed status
under TEA-21. This effort has led to the adoption of a NCDOT resolution to
protect the integrity of the PHSC. The approved resolution endorses the concept
of providing better separation between vehicle and train movements at existing
and proposed crossings of the rail corridor. Additionally, traffic separation studies
could be performed within each individual jurisdiction in the Urban Area to study
which crossings need to be closed or improved. The purpose of these closings is
to assist in reducing train travel time to two hours between Raleigh and Charlotte.
The resolution lists the following directives:
•
That any new intersection of the Federally-Designated High-Speed Rail
Corridor be grade-separated and supports the closure of redundant and/or
unsafe highway/rail at-grade crossings on this route;
•
That municipalities be encouraged to implement crossing consolidation
projects; and
•
That new crossings be strongly discouraged in adopted plans, zoning
changes, site plan approvals, and building construction approvals.
The NCDOT will make every effort to provide grade-separated alternatives to
enhanced warning or traffic control devices (four-quadrant gates, median barriers,
longer gate arms, and intelligent signal systems) as a part of the widening of
existing highway/rail at-grade crossings. Replacement of the at-grade crossing
with a grade separation will be evaluated and considered through the planning
and engineering process (see the Appendix for a copy of the resolution).
Two projects related to the high-speed rail corridor include the closure of Norfolk
Southern Railroad crossings at Antioch Avenue and Holt Avenue in the Town of
Elon. Two other rail projects recently completed are TIP #s Y-3449A and Z-2749D
which are safety projects involving the installation of automatic warning devises.
Both projects are located in Gibsonville on East Joyner Street at the Norfolk
Southern Railway crossing.
21
3. Potential North Carolina Commuter Rail Service
The NCDOT Rail Division in January 1999 conducted a study that addressed the
need for commuter rail service. The purpose of the study was to identify potential
rail commuter corridors throughout the State that would like a sizeable suburban
population with a substantial central city. One of the corridors identified is the
Burlington-to-Greensboro link.
This 23-mile commuter corridor extends westward from Burlington along I-40/85.
Travel time between the two Cities is approximately 25 minutes by automobile,
given the 65-mph speed limit along much of I-40/85. In 1999 the Amtrak
passenger train speeds were restricted to 59 mph, making trip times between the
two communities 32 minutes. In 2001, the speed for Amtrak was increased which
may provide improved travel times for the commuter rail service. NCDOT
estimates 43,000 potential commuters could be served by this rail service.
4. Funding
Federal
Funding will be used to improve the rail route through Raleigh-BurlingtonCharlotte and to purchase new passenger train cars and locomotives.
State
The North Carolina General Assembly continues to approve additional funding for
rail programs.
Local
PART will continue to allocate funds to implement the two rail studies referenced
above. These studies will be in partnership with the surrounding urban areas and
MPO's.
For a copy of the commuter rail study and additional information regarding the Rail Improvement
Program, contact the NCDOT Rail Division at (919) 733-4713, or visit their web-site at
www.bytrain.org. For the Regional Commuter Rail Study information contact PART at (336) 6620002 or website at www.partnc.org
5. Future Study
The BGMPO commits to work with state and local partners to develop both
regional and commuter rail options for the urban area. BGMPO and PART will
work together to achieve the rail passenger needs of the BGMPO urban area.
22
D. TRANSIT ELEMENT
The City of Burlington does not have fixed route transit service. However, the
Alamance County Transportation Authority (ACTA) provides transportation services to
26 human service agencies and organizations within Alamance County. ACTA also
provides route trips to the general public. Human service agencies participating in
the system pay for transportation services for their clients on a shared mile basis.
The charge to human service agencies was $1.60 per shared mile during FY 20022003. A reduction is expected for agencies in 2004-2005. Currently, the one-way
fare for a demand response trip for the general public is $5.00 within the central
urban area of the county and $5.00 for a trip that has either an origin or destination
outside the central urban area, but still within Alamance County. Incidental trips were
more common, because they involved transporting people who were going in the
same direction as the scheduled van trip. A considerable share of the funding for
ACTA comes from the Community Transportation Program (CTP) Grant, which is
administered by the Public Transportation Division of NCDOT and provides capital
and administrative assistance. Alamance County provides matching funds for the
Rural General Public (RGP) Grant and CTP Grant as well as assistance with capital
needs for equipment.
The City of Burlington is eligible for federal operating, capital and planning assistance
under the Section 5307 Grant. The local match for planning funds would be 10
percent. The typical capital assistance is an 80-10-10 split or 80 percent federal, 10
percent state, and 10 percent local match. Operational expenses would be
reimbursed 50 percent federal and 50 percent local funds. Funding for operations
would depend on the hours of operation and other system operating goals. As long as
routes were located within the Urban Area, the operating expenses would be eligible
for funding. Currently, the City of Burlington and ACTA are pursuing these funds for
planning and operations of a future coordinated public transportation system.
To help guide the provision of community transportation services by ACTA, the
Alamance County Community Transportation Services Plan (CTSP) was developed.
CTSP was formerly known as the Abbreviated Transportation Development Plan
(TDP). In particular, it identifies the capital needs for vehicle replacement over the
next five years. The plan considers the needs of the County’s rural general public. A
non-emergency medical transportation service for the County is now available in
cooperation with PART.
The following are the CTSP’s goals and objectives identified as part of the
Transportation Alternatives Study and reviewed and approved by the ACTA Board
and other committees overseeing the project:
*
Identify present and future transportation needs of Alamance County residents;
*
Improve the efficiency of transportation services provided by the Alamance County
Transportation Authority (ACTA), and
*
Develop and implement outreach programs to achieve long-range transportation
goals.
23
Table 10
Listing of the Agencies Participating in the Coordinated System: (March 2004)
Friendship Center
Work First
Alamance Chamber of Commerce
Economic Development
Alamance County NET Service
Joy A Shabazz Center
North Carolina Service For the Blind
Open Door Clinic
Vocational Rehabilitation Services
UNC Hospitals
Vocational Trades
Rural General Public
Nursing Home Contracts
Alamance Regional Medical Center
Alamance Community College
Inter-County Medical
Guilford County Transportation
Alamance Caswell Mental Health
Ralph Scott Services
Alamance Developmental Center
Adult Developmental Education Unit
Alamance Parks and Recreation
ACTA EDTAP
Alamance County Community Services
Dial-A-Ride Medical
Dial-A-Ride Grocery
DSS EDTAP
DSS Title 19
DSS Title 20
24
1. Additional Funding Programs
•
Elderly and Disabled Transportation Assistance Program (EDTAP) Funding
Funds currently allocated to Alamance County under the EDTAP Program are
distributed annually to human service agencies that apply for funding. The
application process is open to all human service agencies in Alamance County and is
coordinated and allocated by the ACTA Board of Trustees.
•
Dial-A-Ride Transportation – North Carolina Division on Aging
This Grant is coordinated through Piedmont Triad Council of Governments (PTCOG)
with approval by the Alamance County Planning Committee for services to the
elderly. Current policy allows destinations to medical sites and grocery stores with a
24-hour minimum prior notification on Tuesdays and Thursdays.
•
Work First/Employment Transportation Operating Assistance
Work First funds for 2003-2004 are $18,899. The Department of Social Services in
Alamance County will use these funds to transport Work First clients to and from
employment centers.
•
North Carolina Rural General Public Transportation Funding
ACTA currently utilizes $42,316 in Rural General Public (RGP) transportation funds
from the state designed to help subsidize 80 percent of the costs of providing general
public transportation services in Alamance County. The remaining 20 percent of the
costs are to be covered through non-RGP sources, such as ride fares paid for by
general public passengers and supplemental assistance from Alamance County.
2. Funding Facts
Federal Funds
Federal funding may increase due to pending reauthorization of TEA-21 by the US
Congress.
Increased State Transit Funding
The NC General Assembly approved an additional $70 million in state funds under
the Governor's NC Moving Ahead Program.
Expanded Local Authority to Raise Revenue
Legislation for supplemental sources for local government revenue was approved by
the 1997 NC General Assembly.
25
3. Future Studies
The Piedmont Authority for Regional Transportation (PART) is the first of its kind in the
State of North Carolina. PART was created by legislative action and is supported by
rental car tax revenue. Each of the four MPOs in the Piedmont Triad region work with
PART for multi modal planning activities.
One goal of PART is to implement the Intercity Travel Demand Study and evaluate each
of the three Triad transit systems. The initiative may consider tying into the Triangle Area
transit system. Ultimately, future transportation plans need to interconnect all means of
transportation to improve accessibility.
Other recommendations include:
•
Support the types of service that ACTA provides;
•
Provide coordinated park and ride facilities with BGMPO and ACTA; and
•
Maps that outline where possible intermodal zones can be placed in the Urban
Area.
E. AVIATION ELEMENT
The Burlington-Alamance Regional Airport (BARA) is ranked in the top three general
aviation airports in North Carolina. The North Carolina Division of Aviation has
classified Burlington as a "Business Class" airport. Burlington-Alamance Regional is
strategically located in the heart of North Carolina's premier area of growth and
development, the I-40 / I-85 corridor between Raleigh-Durham-Chapel Hill and
Greensboro-High Point-Winston Salem. The recently constructed Instrument Landing
System (ILS) was commissioned in October 2003. This enhancement, allowing
aircraft to land during inclement weather conditions, has been cause for an even
greater increase in corporate aircraft choosing BARA. The airport is currently
constructing an extension of the runway. Upon completion the airport will be able to
accommodate larger corporate aircraft weighing 100,000 pounds with continental
flight missions.
BARA is home to ten businesses employing 140 persons with a combined annual
payroll of $3.4 million. There 102 aircraft based at the BARA. A majority of the aircraft
is used for business purposes supporting Alamance County and surrounding areas.
Of the based aircraft, 10 are business jets, 14 are multi-engine piston aircraft and the
remaining number single engine. 600,000 gallons of aviation fuel is dispensed
annually. A full range of aviation maintenance services are offered.
Two flight schools are located in Burlington. One of the flight schools has recently
been certified by the Federal Aviation Administration as a FAA Part 141 school. This
special certification is obtained through very stringent guidelines. The school has
contracted with the military to do initial flight training for officer candidates. Most
recent students have been from Pensacola Naval Training Base.
26
Two companies operate charter services daily from Burlington comprising 12
airplanes. Charter aircraft range in size from the twin engine Beechcraft Barron to the
large Cessna Citation Seven Jet. Frequent charter flights are all across the
continental United States and into South America. All transient amenities are offered,
rental cars, limousine service, catering and booking hotel reservations. The
Burlington-Alamance Regional Airport has become an economic development tool for
Alamance County and the surrounding area.
Auto travel in and around the airport traffic zone will increase due to the Alamance
Parkway. The southern part of the Alamance Parkway will connect with I-40/85 at a
new interchange that is programmed to be built under TIP project #U-2905. The
interchange is scheduled to be complete in the winter of 2004. From this interchange,
the Alamance Parkway will connect St. Marks Church Road with Grand Oaks
Boulevard. The Alamance Parkway will follow Grand Oaks Boulevard and intersect
NC 62 north of the entrance to the airport. East of NC 62, the Alamance Parkway
continues as a new roadway and is located to the north of the airport property.
Because of the proximity of Alamance Parkway to the airport entrance, many drivers
will use this system to access the airport.
F. TAXI
There are two taxicab companies currently operating in the MPO planning area.
Golden Eagle Taxi Company and JR's Taxi Service provide service extending into the
Triad and Triangle regional areas including Winston-Salem, Greensboro, High Point,
Durham, Chapel Hill, and Raleigh. Currently, average fares are charged based on a
$1.60 entry fee plus $1.80 per mile.
G. CONGESTION MANAGEMENT AND TRAFFIC MONITORING SYSTEM
NCDOT’s Traffic Surveys Unit conducts an inventory of traffic counts on a biannual
basis for major and minor thoroughfares throughout the Urban Area. In an effort to
supplement the biannual count program, the BGUA developed an inventory of traffic
counts in 1994 and has updated the inventory every two years with new data. The
data is used to compute traffic trends, variations, vehicle classification, and seasonal
factors for each functional classification. Another purpose of the traffic counts is for
developing the travel demand model.
1. Carpooling/Vanpooling Program
The BGUA has conducted preliminary discussions with PART to provide
carpooling/vanpooling in Alamance County. This service would be available to all
residents in the county. PART will provide route matching and rider information.
The BGUA’s participation in future regional vanpooling and carpooling will be
coordinated through its participation with PART.
For additional information regarding PART carpooling/vanpooling, call (336) 662-0002.
27
2. Traffic Monitoring System
One of the top priorities identified in the previous LRTP Goals and Objectives
Survey was the need for “improved traffic signal timing and coordination.” To
address traffic congestion and signal operations issues, an interagency
coordination effort was established to develop and implement a Computerized
Traffic Signal System (TIP #U-1567Q) for the BGUA. This signal system connects
160 intersections in the City of Burlington, the City of Graham, and the County of
Alamance. The project included intersection-controlling equipment such as
controllers, cabinets and detectors, microcomputers and peripheral devices, traffic
control applications software, a CCTV surveillance system, a fiber optic
communications network, and related equipment.
Monitoring centers will be located at the following locations to monitor traffic
patterns, identify incidents, notify emergency services, and adjust signal phasing
and timing, when appropriate:
•
•
•
•
City of Graham Administration Building;
City of Burlington Municipal Building;
NCDOT (office located in the City of Graham); and
Main Operations Center located at the Signal Maintenance Shop in the City of
Burlington.
28
SECTION 5:
FINANCIAL PLAN
A. INTRODUCTION
In accordance with federal requirements, a Financial Plan should demonstrate how
the adopted Long-Range Transportation Plan can be implemented, indicate
resources from public and private sources that are reasonably expected to be made
available to carry out the Plan, and recommend additional financing strategies for
needed projects and programs. The Financial Plan is a part of the overall LongRange Transportation Plan that addresses the capital requirements needed to
implement the recommendations of the Plan and the potential sources of funding for
the recommended projects.
By requiring Financial Plans, the federal intent is to allow local and State officials to
consider how funding can be generated in the future to construct the recommended
projects. Evaluating financial resources is an integral part of the transportation
planning process and often defines the choices available to the Transportation
Advisory Committee of the BGMPO. One of the most critical elements of any Plan is
to make sure that adequate funds are available to construct the recommended
projects. If adequate funds are not available, the project list should be minimized or
new revenue sources identified.
B. OVERVIEW OF EXISTING FINANCIAL SOURCES
This section presents the financial resources that are presently being used in the
MPO planning area and the sustainability of those funds. Primarily, the BGUA relies
on Federal and State revenues to fund their transportation needs. The majority of
transportation funds available are from gasoline taxes levied by the state and federal
governments. Federal funds are collected and distributed to federal highway, railway
and transit programs. The State of North Carolina receives funds based upon eligible
projects and funding formulas dictated by legislation.
The Highway Fund and Highway Trust Fund are the sources of funding for most of
the programs in the Urban Area. These funds can be used for constructing new
highways, widening existing facilities, intermodal programs, and development of mass
transit. Powell Bill funds are primarily used for the maintenance of the existing local
road network. The Secondary Roads Paving Program allocates funding to each
NCDOT Division for the purpose of upgrading secondary State-maintained roads.
Over the next five years (based on the current TIP) the BGUA can expect to receive
approximately $17.8 million annually from State and Federal revenues. For the
Urban Area, 94 percent of the funding will be used for highway and interstate capital
improvement projects. Bridge enhancement projects will receive 6.6 percent of this
total funding. The remaining 1.4 percent will be distributed among rail, enhancement,
and safety-related projects. The rail projects include enhanced crossing gates,
flashers, and safety improvements. Bridge projects at rail locations are typically
included with the highway project.
29
C. SUMMARY OF EXISTING USES
The Burlington-Graham MPO is involved with a variety of transportation projects
within the Urban Area. The funding for these programs is used for the planning,
development, implementation, operation, and maintenance of particular transportation
projects. The Thoroughfare Plan includes several types of facilities as well, including:
•
Interstate Highway Construction and Improvements (I-85/40)
•
Resurfacing
•
Bridge Replacement
•
Bridge Repair
•
Public Transportation (ACTA and AMTRAK)
•
Sidewalks
•
Bike Paths
•
Transportation Planning
•
Maintenance of Existing Highways
•
Traffic Operations and Signal Timing
•
Administration
Powell Bill funds are monies returned by NCDOT to eligible cities and towns for
maintaining, repairing, constructing, reconstructing, or widening of municipal streets.
Additionally, the funding can be used for the planning, construction, and maintenance
of sidewalks and bikeways located within the rights-of-way of public street and
highways. The amount of Powell Bill funds received is based upon two criteria: the
number of miles of streets to be maintained and the City’s population. The source of
the Powell Bill funds is the gasoline tax imposed by the State on users of the highway
system. Of the nine municipalities, three contribute additional funding (other than
Powell Bill funding) towards transportation improvements and/or maintenance of
transportation facilities.
30
D. FINANCIAL PROJECTIONS
The following section presents an assessment and analysis of available funds for the
BGUA Transportation Plan from current sources. NCDOT has provided funding
projections for State and Federal funds. Local municipalities have provided current
expenditures for transportation-related projects within their capital improvement
programs.
The projection of funding revenues is based on the methodology listed below. The
methodology includes:
•
Adjustment of Federal and State Expenditure Forecasts;
•
Breakout of Expenditures by Type of Facility;
•
Adjustment for Inflation;
•
Forecast of Maintenance Revenues; and
•
Forecast for any Local/Private Funding.
Based on the methodology, the first step of the process is to develop a trend line
forecast using current Transportation Improvement Program (TIP) expenditures. The
forecast is separated into funding categories (i.e., Highway, Bridge, Rail, Safety,
Enhancements, etc.) with a horizon year of 2030.
The next step is to develop cost figures that account for inflation. Based on NCDOT
highway expenditure statistics, an inflation rate of 2.7% was applied. Tables A1, A2
and A3 (see the Appendix) provides Annual State, Federal and Powell Bill Revenue
projections for the Urban Area.
It is estimated that the BGUA will receive approximately $445,000,000 towards
transportation improvements in the next 30 years. Almost 94 percent of revenues are
projected to be expended on new highway and road widening projects.
The same methodology to develop the State revenues was used to develop the
Powell Bill and NCDOT Maintenance projections. The Powell Bill revenue projections
for the 2030 horizon year were forecast for all eight participating municipalities within
the Urban Area. Local government members and NCDOT provided current Powell
Bill expenditures. Similarly, a 30-year revenue estimate was developed for the
maintenance of state facilities in the Urban Area. The 30-year projections were
developed using a trend line forecast of the current expenditures. A detailed review
of State maintenance needs and assessment for highway facilities is documented in a
report titled “Condition Assessment and Funding Needs for the North Carolina
Highway System.”
For a copy of this document, contact NCDOT, District Engineer’s office at (336) 570-6833.
31
Table 11 provides the summary of estimated expenditures for the BGUA in each
horizon year. The funding categories include the NCDOT Maintenance, Powell Bill,
and State/Federal (TEA-21) expenditures. Based on this information, the Urban Area
can expect to expend approximately $812,277,000 towards transportation over the
next 30 years.
Table 11
Total Horizon Year Expenditures Burlington-Graham MPO
Expenditures in $1,000
Year
Federal
Powell Bill
2010
2020
2030
110,104
177,296
227,484
25,986
33,266
38,607
32
NCDOT
Maintenance
49,111
67,561
82,862
Total
185,201
278,123
348,953
E. COST ESTIMATES
Cost estimates for all projects identified on the Thoroughfare Plan were developed by
using base cost figures provided by NCDOT in December 2003 from the Design
Services Branch. The cost figures accounted for specific project-related items
including:
•
New roadways based on cross section (i.e., number of lanes, median, curb and
gutter, shoulders, etc.);
•
Widening existing facilities;
•
New bridges or grade separations;
•
Bridge widenings;
•
Preliminary engineering; and
•
Overhead, administration, and contingency.
Total estimated cost figures include right-of-way (ROW) estimates for all widening
and new roadway projects. ROW cost estimates were developed based on a twophase methodology. The steps to the methodology were to:
•
Develop preliminary ROW costs based on current TIP cost figures. This was
accomplished by using the TIP project costs. For each project, the percentage of
ROW as a function of the total cost of construction were calculated.
•
Conduct a “windshield” survey to determine design constraints, grade
separations, and utility construction requirements.
Tables 12 and 13 on the following pages list all proposed projects on the current
BGUA Thoroughfare Plan. The tables also include all current TIP projects. Each
project is also displayed on the enlarged Thoroughfare Plan map located at the end
of this report. The project termini, length, existing cross-section, ultimate crosssection, and estimated total cost are listed for each project. The total estimated cost
for all projects in the Urban Area is $491,721,000.
33
F. FINANCING STRATEGY AND SUMMARY
This section outlines the current funds used for capital road projects and road
maintenance, and included is the projection of funding for the next 25 years.
Additional analysis includes the cost of ROW acquisition and construction of the
priority projects as well as the cost of maintaining the existing streets within the next
25 years.
Based on this analysis, the total cost (in 2003-dollar value) for all projects within the
Urban Area is $491,721,000. Of this total, approximately $271,558,000 is expected
to be funded within the 2030-year horizon. This leaves a gap of approximately
$220,163,000 of unfunded projects.
Funding factors not included in the revenue projections were private/developer
contributions or pubic financing such as local bond or referendum packages. The
urban has not implemented any public financing efforts to date. Through diligent
planning and earlier project identification, regulations and procedures could be
developed to protect future thoroughfare corridors and require contributions from
developers when the property is subdivided. These measures would reduce the cost
of ROW and would in some cases require the developer to make improvements to the
roadway that would result in a lower cost when the improvement is actually
constructed. To accomplish this goal, it will take a cooperative effort between local
planning staff, NCDOT planning staff, and the development community.
G. SEVEN PLANNING FACTORS
As a requirement of federal regulations, the following is a discussion of the seven
planning factors included in the Transportation Plan. Although each factor may have
been discussed in prior sections of this report, we are including this list to highlights
specific items.
The primary objective of the Long Range Transportation Plan is to provide a
comprehensive review of existing and proposed transportation needs for the Urban
Area. The Plan should incorporate all aspects of transportation including modal
characteristics and infrastructure needs and priorities. In doing so, the Plan:
•
Support the economic vitality of the metropolitan area, especially by
enabling global competitiveness, productivity, and efficiency. This planning
factor is achieved by identifying existing and future transportation needs and
prioritizing those needs. The Thoroughfare Plan is one such component that
identifies the needs for highway improvements. The BGUA also coordinates with
the trucking industry to determine future corridor improvements for the movement
of freight.
The BGUA will continue to work with NCDOT and FHWA to enhance the Urban
Area Transportation System.
Federal and State funding programs are
continuously being reviewed by the BGUA for consideration to fund its
transportation planning and capital improvements. The Land Use Plan(s) for
BGMPO member agencies has been incorporated into the development of the
34
Thoroughfare Plan. The Land Use Plan(s) will assist in identifying key corridors,
which will interconnect people, business, and goods and services. Ultimately,
these planning initiatives will help to enhance the economic vitality of the
metropolitan area.
•
Increases the safety and security of the transportation system for motorized
and non-motorized users. Bicycle and pedestrian planning efforts are one
means through which BGUA accomplishes this planning factor. The funding of
bicycle and pedestrian facilities is a primary objective of the BBPAC.
Considerable planning efforts have been expended to develop a comprehensive
bicycle and pedestrian plan that identifies potential funding programs. These
programs may include Powell Bill Funds, NCDOT Division Funds, Capital
Improvement Program Funds, Enhancement Funds, and other ISTEA programs.
Bicycle and pedestrian projects have already been funded through the TIP
process. Additionally, specific goals have been identified the will enhance the
existing bicycle and pedestrian system, thereby reducing the potential conflict
between vehicles and pedestrians.
•
Increases the accessibility and mobility options available to people and for
freight. A good example of increasing accessibility and mobility options within
the Urban Area is the transportation service provided by ACTA. This public
transportation service is the focus of the CTSP initiative, which identifies present
and future transportation needs. Additionally, ACTA is charged with implementing
an outreach program for providing enhanced public mobility and accessibility.
The BGUA utilizes several State programs to supplement the cost associated with
public transportation service. Funding programs such as EDTAP, Dial-A-Ride,
Work First, and the North Carolina Rural General Public Transportation provide
additional support for enhancing the mobility options for the Urban Area.
•
Protects and enhances the environment, promotes energy conservation,
and improves the quality of life. This planning factor is achieved by including
preliminary engineering and planning efforts in the development of transportation
projects. The corridors have been conceptualized on the Thoroughfare Plan. By
conducting planning studies and functional designs on the thoroughfare projects
the BGMPO can help to identify potential social and environmental conflicts. This
process aids in the selection of the most appropriate alignment. This effort is also
beneficial to the public’s quality of life and helps to preserve the natural
environment.
•
Enhances the integration and connectivity of the transportation system,
across and between modes, for people and freight. Continuous planning
efforts have been supported by the BGUA to achieve an efficient multi-modal
Transportation Plan. Enhancements to the existing bicycle and pedestrian
facilities will be greatly improved through future planning efforts, including a
comprehensive facilities inventory.
Additional work will include pursuing
35
alternative funding measures for multi-modal projects. Several initiatives have
begun to improve passenger rail service, including the Piedmont Triad Regional
Mobility/Passenger Rail Major Investment Study and the Piedmont Triad Intercity
Rail Connection Study. The Mobility/Rail MIS included a Regional Preferred
Investment Strategy consisting of transportation and policy solutions. These
policy measures will enhance land use, provide transportation choices, and
manage future congestion problems.
One goal for the Urban Area is to enhance the mobility of local residents
especially the elderly and disabled with improved transit services. Moreover,
PART completed an Intercity Travel Demand Study, which will consider linking
municipal transit systems in the region. The ultimate goal of PART is to
interconnect all means of transportation and improve accessibility in the Triad
region.
•
Promotes efficient system management and operation. This planning factor
is accomplished by providing a continuous and comprehensive needs
assessment of the transportation system. This Long Range Plan incorporates a
congestion management and traffic monitoring system that identifies system
management and operational improvements. The expansion of the PART ridesharing program into the Urban Area would establish the first
carpooling/vanpooling program for Alamance County. One example of operational
improvements is the work recently completed to implement and operate a
computerized traffic signal system for the City of Burlington. The signal system
will enable traffic to flow easier and safer through coordinated signals.
The BGUA has the responsibility of pursuing cost-effective practices that will not
only maintain the current transportation system, but will enhance its efficiency and
operation through state-of-the-art measures. This task includes securing State
and local funding for the support of such programs.
•
Emphasizes the preservation of the existing transportation system. This
planning factor is achieved by establishing control measures that will protect
existing transportation facilities and future corridors. An example of this measure
is through the reservation of right-of-way for future major and minor thoroughfares
with the use of local ordinances and subdivision requirements. These key
corridors and the associated right-of-ways are being protected from development;
so that when the need arises, they can be implemented into the transportation
system. The BGMPO conducts annual planning and feasibility studies for projects
on the Urban Area Transportation Plan. The Urban Area is also committed to
securing the necessary resources for maintaining and preserving the existing
transportation system.
36
37
Appendix
2030 Revenue Projections
BGMPO
TEA-21 / Federal
Shown in $1,000
Year
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
Total
% of Total
Table A1
Expenditure
Current TIP
Current TIP
Current TIP
Current TIP
New Funding
Adjusted (2.7%)
Highway /
Interstate
Rail, Enahancement,
Safety
Bridge
8262
9490
10020
10710
12741
13603
14034
14465
14896
15327
15728
16189
16620
17051
17482
17913
18344
18775
19206
19637
20068
20499
20870
21255
22140
22900
23680
24594
25860
8262
9490
10020
10710
13085
13970
14413
14856
15298
15741
16153
16626
17069
17511
17954
18397
18839
19282
19725
20167
20610
21052
21433
21829
22738
23518
24319
25258
26558
7601
8731
9218
9853
12038
12853
13260
13667
14074
14482
14860
15296
15703
16110
16518
16925
17332
17739
18147
18554
18961
19368
19719
20083
20919
21637
22374
23237
24434
496
569
601
643
785
838
865
891
918
944
969
998
1024
1051
1077
1104
1130
1157
1183
1210
1237
1263
1286
1310
1364
1411
1459
1515
1593
116
133
140
150
183
196
202
208
214
220
226
233
239
245
251
258
264
270
276
282
289
295
300
306
318
329
340
354
372
502359
100%
514884
100%
473693
92%
30893
6.6%
7208
1.40%
2030 Powell Bill Revenue Projections
BGMPO
Shown in $1,000
Year
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
Total
Average
Alamance
Burlington
Table A2
Elon
Gibsonville
Graham
Green Level
Haw River
Mebane
Total
10.82
10.98
11.15
11.31
11.48
11.66
11.83
12.01
12.19
12.37
12.56
12.75
12.94
13.13
13.33
13.53
13.73
13.94
14.15
14.36
14.57
14.79
15.01
15.24
15.47
15.70
15.93
16.17
16.42
1590.58
1614.44
1638.66
1663.24
1688.18
1713.51
1739.21
1765.30
1791.78
1818.65
1845.93
1873.62
1901.73
1930.25
1959.21
1988.59
2018.42
2048.70
2079.43
2110.62
2142.28
2174.41
2207.03
2240.14
2273.74
2307.84
2342.46
2377.60
2413.26
197.98
200.95
203.96
207.02
210.13
213.28
216.48
219.73
223.02
226.37
229.76
233.21
236.71
240.26
243.86
247.52
251.23
255.00
258.83
262.71
266.65
270.65
274.71
278.83
283.01
287.26
291.57
295.94
300.38
167.78
170.30
172.85
175.44
178.08
180.75
183.46
186.21
189.00
191.84
194.72
197.64
200.60
203.61
206.66
209.76
212.91
216.10
219.35
222.64
225.98
229.36
232.81
236.30
239.84
243.44
247.09
250.80
254.56
392.09
397.97
403.94
410.00
416.15
422.39
428.73
435.16
441.69
448.31
455.04
461.86
468.79
475.82
482.96
490.20
497.56
505.02
512.60
520.28
528.09
536.01
544.05
552.21
560.49
568.90
577.43
586.10
594.89
65.71
66.70
67.70
68.71
69.74
70.79
71.85
72.93
74.02
75.13
76.26
77.40
78.56
79.74
80.94
82.15
83.39
84.64
85.91
87.19
88.50
89.83
91.18
92.54
93.93
95.34
96.77
98.22
99.70
79.47
80.66
81.87
83.10
84.35
85.61
86.90
88.20
89.52
90.87
92.23
93.61
95.02
96.44
97.89
99.36
100.85
102.36
103.89
105.45
107.03
108.64
110.27
111.92
113.60
115.31
117.04
118.79
120.57
214.01
217.22
220.48
223.79
227.14
230.55
234.01
237.52
241.08
244.70
248.37
252.09
255.87
259.71
263.61
267.56
271.58
275.65
279.78
283.98
288.24
292.56
296.95
301.41
305.93
310.52
315.17
319.90
324.70
2718.44
2759.22
2800.60
2842.61
2885.25
2928.53
2972.46
3017.05
3062.30
3108.24
3154.86
3202.18
3250.22
3298.97
3348.45
3398.68
3449.66
3501.41
3553.93
3607.24
3661.34
3716.26
3772.01
3828.59
3886.02
3944.31
4003.47
4063.52
4124.48
389.51
57258.81
7127.02
6039.86
14114.73
2365.47
2860.82
7704.08
97860.31
13.91
2044.96
254.54
215.71
504.10
84.48
102.17
275.15
3495.01
2030 Revenue Projections
NCDOT Maintenance
BGMPO
Shown in $1,000
Year
2002
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2013
2014
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
Total
Average
Table A3
Expenditure
Adjusted (2.7%)
4889
5029
5168
5308
5448
5425
5561
5696
5832
5968
6104
6239
6375
6511
6646
6782
6918
7053
7189
7325
7461
7596
7732
7886
8104
8185
8385
8890
9120
4889
5029
5168
5308
5595
5571
5711
5850
5989
6129
6269
6407
6547
6687
6825
6965
7105
7243
7383
7523
7662
7801
7941
8099
8323
8406
8611
9130
9366
194825
199535
6958
7126
Purpose and Need
A purpose and need is used as a tool to justify a projects’ inclusion into the
Transportation Improvement Plan as well as being included in the NEPA (National
Environmental Policy Act of 1969) document. Since August 29, 2000 Statewide
Planning has made a commitment to provide planning level Purpose and Need
statements. The purpose and need includes information that was collected during the
systems planning process such as: background information, roadway conditions, safety
analysis, system linkages, prior transportation plans, modal interrelationships, and social
& economic conditions. The transportation planning process involves identifying
deficiencies in the transportation system by using modeling and forecasting techniques
that take into account land development patterns, employment and population projections
and community values. The analysis results in the development of an overall
transportation plan that includes a thoroughfare plan, which is a system of proposed
roadway improvements that will alleviate the identified deficiencies. The development of
these recommendations involves consideration of the physical, natural, social and
economic environment.
The projects are grouped according to Horizon Years in order to prepare for Air Quality
Conformity. On March 26,2002 the DC Circuit Court ruled in favor of EPA
(Environmental Protection Agency) over the American Trucking Association challenge
to the new EPA guidelines. The ruling clears the way for implementation of both the
eight-hour ozone standards and the PM 2.5 standards. The implementation of the
standards depends upon the development of the implementation guidance. EPA hopes to
have implementation guidance for the ozone standard by December 2002 and the PM 2.5
guidance should be completed by 2005.
All of the projects for the Burlington-Graham Urban Area are ranked by the following
horizon years: 2000-2004, 2005-2014, 2015-2020, 2021-2025 and Vision Plan. The
projects listed under the horizon years are part a financially constrained plan. Therefore,
based past funding cycles we believe that these projects can be funded within these time
frames. None of the projects listed under the Vision Plan Section are funded because we
do not project funding beyond 2025. Two of the projects within the 2000-2004 time
frame are under construction. They are R-2538 (NC 54 widening), and U-3445 (Mebane
Oaks Road widening). Project U-2406 (Elon Bypass) has been built. The proposed
Alamance Parkway is part of a system-wide solution that will be under construction in
various phases during the next 25 years. Based on the Phased Environmental Review, it
is divided into five parts: Alamance Parkway West, Alamance Parkway South,
Alamance Parkway East, Alamance Parkway Northeast, and Alamance Parkway North.
The purpose and need for the Alamance Parkway projects are located in various horizon
years.
Purpose and need statements are not prepared for projects in the Vision Plan because
beyond 2025 the plan is not financially constrained. However, because of special
circumstances, the purpose and need for the NC 62 Bypass, which is a Vision Plan
Project, is included.
1. Purpose and Need for Alamance Parkway North
Need Many transportation problems can be addressed by building the Alamance
Parkway North. The Alamance Parkway North is part of a loop facility, called the
Alamance Parkway, that will encompass Burlington, Graham, Elon and Haw River.
Alamance Parkway North will extend from Lower Hopedale Road to the Elon Bypass.
The future land use projections show that the area near this facility will be mostly
residential as opposed to an employment center. One problem addressed by Alamance
Parkway North is that due to congestion within the planning area many motorists choose
to use I-40/85 to make trips within the planning area instead of using the existing minor
thoroughfares. By building Alamance Parkway North, motorists will have an alternative
for east/west travel.
Purpose The purpose of this project is two-fold. First, it will provide local traffic a safe
and efficient way to get around the urban area and as a result some of the local traffic will
be removed from I-40/85. Second, it will provide through traffic access to NC 62 and NC
87. As a result some of the traffic will be removed from the central business districts of
Burlington and Elon.
Recommendation The Alamance Parkway North will be a four lane divided facility
with curb and gutter, and a narrow grass median. It will be part of a loop around
Burlington, Graham, Elon and Haw River. Although it will not be controlled access,
driveways will be limited. The proposed speed will be 45-50 mph. Portions of the
Alamance Parkway North are on new location while part of the facility will be on
existing roadway. Some existing sections may not have a median and may be five lanes.
Transportation Demand
System Linkage Because the Alamance Parkway North will be part of the loop around
Burlington, Graham, Elon and Haw River, it will help motorists traveling in all
directions. It will intersect NC 62 and NC 87.
Through Trips Motorists using the Alamance Parkway North to access NC 62 or NC 87
in order to reach a destination outside of the planning area can be classified as through
trips or internal-external trips. The Alamance Parkway North will provide a safe and
attractive alternative to motorists traveling through the county.
External-Internal Trips Trips that originate outside the planning area with destinations
within the urban area can be classified as external-internal or commuter trips. The
Alamance Parkway North will provide a safe and attractive alternative to motorists
traveling through the county in an east/west direction. Presently, the east/west traffic in
Alamance County uses I-40/85 or US 70. The Alamance Parkway Northeast will give
motorists traveling in an east/west direction an alternate to I-40/85 and US 70.
1
Internal Trips Motorists living within the planning area with a destination inside the
planning area will be able to use the Alamance Parkway Northeast instead of I-40/85 or
US 70.
Capacity of Alamance Parkway The capacity of the Alamance Parkway was analyzed
as a whole. It is broken into five sections based on the way it was observed during the
Phased Environmental Review (See chapter VIII). By examining the existing roads and
committed projects for the Burlington-Graham Urban Area, the travel demand model
shows that many of the roads in the vicinity of the Alamance Parkway will be over
capacity in the year 2025 (See Figure13, Chapter 6, 2025 Capacity Deficiency Map).
The Burlington-Graham Urban Area Thoroughfare Plan Improvements (February 2002)
map, located in the back flap, addresses the roadway segments listed as over capacity
and/or near capacity as shown in the tables below.
Capacity Analysis for Alamance Parkway North
(From Lower Hopedale Rd to Elon Bypass)
Without Alamance Bypass
Road
NC 62
Over Capacity
none
Shallowford
Church Rd
none
Durham St Ext.
none
Flora Ave.
none
Burch Bridge Rd.
none
Near Capacity
from Old Glencoe Rd. to north of
the Haw River
Pitt Rd to NC 87
from Littlejohn Ln. to Glen Raven
Rd.
from Durham St Ext. to Burch
Bridge Rd.
from Gordon St. to Old Glencoe
Rd.
Alamance Parkway Social Demands
The land near Alamance Parkway North will probably be developed for residential use in
the future. Development will be limited because the proximity of the Haw River.
Modal Interrelationships None.
2
2. Purpose and Need for Alamance Parkway Northeast
Need Many transportation problems can be addressed by building the Alamance
Parkway Northeast. The Alamance Parkway Northeast is part of a loop facility, called
the Alamance Parkway, that will encompass Burlington, Graham, Elon and Haw River.
Alamance Parkway Northeast will extend from US 70 to Lower Hopedale Road. The
future land use projections show that the area near this facility will be mostly residential
as opposed to an employment center. One problem addressed by Alamance Parkway
Northeast is that due to congestion within the planning area many motorists choose to use
I-40/85 to make trips within the planning area instead of using the existing minor
thoroughfares. By building Alamance Parkway Northeast, motorists will have an
alternative for east/west travel.
Purpose The purpose of this project is two-fold. First, it will provide local traffic a safe
and efficient way to get around the urban area and as a result some of the local traffic will
be removed from I-40/85. Second, it will provide through traffic access to US 70, and NC
49. As a result some of the traffic will be removed from the central business districts of
Graham and Haw River.
Recommendation The Alamance Parkway Northeast will be a four lane divided facility
with curb and gutter, and a narrow grass median. It will be part of a loop around
Burlington, Graham, Elon and Haw River. Although it will not be controlled access,
driveways will be limited. The proposed speed will be 45-50 mph. Portions of the
Alamance Parkway Northeast are on new location while part of the facility will be on
existing roadway. Some existing sections may not have a median and may be five lanes.
Transportation Demand
System Linkage Because the Alamance Parkway Northeast will be part of the loop
around Burlington, Graham, Elon and Haw River, it will help motorists traveling in all
directions. It will intersect US 70 and NC 49.
Through Trips Motorists using the Alamance Parkway Northeast to access US 70 or
NC49 in order to reach a destination outside of the planning area can be classified as
through trips or internal-external trips. The Alamance Parkway Northeast will provide a
safe and attractive alternative to motorists traveling through the county.
External-Internal Trips Trips that originate outside the planning area with destinations
within the urban area can be classified as external-internal or commuter trips. Presently,
traffic on the NC routes passes through the central business districts in the planning area.
The Alamance Parkway Northeast will give motorists an alternate to NC 49, which
passes through Graham and Haw River’s central business districts.
Internal Trips Motorists living within the planning area with a destination inside the
planning area will be able to use the Alamance Parkway Northeast instead of I-40/85.
3
Capacity of Alamance Parkway The capacity of the Alamance Parkway was analyzed
as a whole. It is broken into five sections based on the way it was observed during the
Phased Environmental Review (See chapter VIII). By examining the existing roads and
committed projects for the Burlington-Graham Urban Area, the travel demand model
shows that many of the roads in the vicinity of the Alamance Parkway will be over
capacity in the year 2025 (See Figure13, Chapter 6, 2025 Capacity Deficiency Map).
The Burlington-Graham Urban Area Thoroughfare Plan Improvements (February 2002)
map, located in the back flap, addresses the roadway segments listed as over capacity
and/or near capacity as shown in the tables below.
Capacity Analysis for Alamance Parkway Northeast
(From US 70 to Lower Hopedale Rd)
Without Alamance Parkway
Road
NC 49
Beaumont Ave.
Apple St.
Carolina Mill Rd.
Sandy Cross Rd
Over Capacity
Holt Rd. to N Planning Boundary.
Church St. to Morningside Dr.
Sharpe Rd. to the Haw River
the Haw River to Sandy Cross Rd.
Carolina Mill Rd to Stonewall Spring Rd
Near Capacity
none
none
none
none
none
Alamance Parkway Social Demands
The land near Alamance Parkway Northeast will probably be developed for residential
use in the future.
Modal Interrelationships None.
4
3. Purpose and Need for Alamance Parkway East
Need Many transportation problems can be addressed by building the Alamance
Parkway East. The Alamance Parkway East is part of a loop facility, called the
Alamance Parkway, that will encompass Burlington, Graham, Elon and Haw River.
Alamance Parkway East will extend from I-40/85 to US 70. The future land use
projections show that the area between I-40/85 and US 70 will develop and an
employment center as opposed to a residential area. One problem addressed by the
Alamance Parkway East is the lack of north/south roadways in the Burlington-Graham
Urban Area. Another problem in the area is that due to congestion within the planning
area many motorists choose to use I-40/85 to make trips within the planning area instead
of using the existing minor thoroughfares. By building the Alamance East motorists will
have a new road to access US 70 , Haw River and Green Level from the interstate.
Purpose The purpose of this project is two-fold. First, it will provide local traffic a safe
and efficient way to get around the urban area and as a result some of the local traffic will
be removed from I-40/85. Second, it will provide through traffic access to I-40/85 and US
70. As a result some of the traffic will be removed from Graham’s and Haw River’s
central business districts.
Recommendation The Alamance Parkway East will be a four lane divided facility with
curb and gutter, and a narrow grass median. It will be part of a loop around Burlington,
Graham, Elon and Haw River. Although it will not be controlled access, driveways will
be limited. The proposed speed will be 45-50 mph. A section of the Alamance Parkway
East is on new location while part of the facility will be on existing roadway. Some
existing sections may not have a median and may be five lanes. Also, the Alamance
Parkway East will include a grade separation over the proposed Southeast High Speed
Rail Corridor and will have an interchange on US 70.
Transportation Demand
System Linkage Because the Alamance Parkway East will be part of the loop around
Burlington, Graham, Elon and Haw River, it will help motorists traveling in all
directions. The Alamance Parkway East will intersect I-40/85 and US 70.
Through Trips Motorists using the Alamance Parkway East to access US 70 or the
interstate in order to reach a destination outside of the planning area can be classified as
through trips or internal-external trips. The Alamance Parkway East will provide a safe
and attractive alternative to motorists traveling through the county. Presently, much of
the traffic on the NC routes passes through the central business districts in the planning
area. The Alamance Parkway East will give motorists an alternate to NC 49, which
passes through Graham’s and Haw River’s central business districts.
External-Internal Trips
5
Trips that originate outside the planning area with destinations within the urban area can
be classified as external-internal or commuter trips. The Alamance Parkway East will be
linked to I-40/85 at Cherry Lane and to US 70 east of NC 49. As part of this project, the
existing grade separation at Cherry Lane will be upgraded to an interchange. In order to
access the Alamance Parkway East, motorists with a destination inside the urban area
could enter the planning area at the eastern boundary and exit the interstate at Cherry
Lane. By adding a new interchange at Cherry Lane, local traffic on the interstate could
be reduced.
Internal Trips Motorists living within the planning area with a destination inside the
planning area will be able to use the Alamance Parkway East instead of NC 49.
Capacity of Alamance Parkway The capacity of the Alamance Parkway was analyzed
as a whole. It is broken into five sections based on the way it was observed during the
Phased Environmental Review (See chapter VIII). By examining the existing roads and
committed projects for the Burlington-Graham Urban Area, the travel demand model
shows that many of the roads in the vicinity of the Alamance Parkway will be over
capacity in the year 2025 (See Figure13, Chapter 6, 2025 Capacity Deficiency Map).
The Burlington-Graham Urban Area Thoroughfare Plan Improvements (February 2002)
map, located in the back flap, addresses the roadway segments listed as over capacity
and/or near capacity as shown in the tables below.
Capacity Analysis for Alamance Parkway East
(From I-40/85 to US 70)
Without Alamance Parkway
Road
I-40/85
Jimmy Kerr Rd.
Trollingwood Rd.
Over Capacity
W. Planning Bndry. to Mebane
Oaks Rd.
I-40/85 to Trollingwood Rd.
1. Jimmy Kerr Rd. to Bason St.
2. Cherry Ln to Third St Ext
Near Capacity
Mebane Oaks Rd to E Planning
Bndry
none
None
Alamance Parkway Social Demands
Some of the land near Alamance Parkway East may be developed as industrial. This
segment of the Parkway will facilitate goods movement and promote industrial growth
and employment for the area.
Modal Interrelationships The proposed cross section for the Parkway East is a four
lane divided section with a grass median. The Alamance Parkway East will provide
trucks with access to I-40/85 and US 70. Additionally, a grade separation is planned for
the proposed Southeast High Speed Rail Corridor as well as an interchange at US 70.
6
4. Purpose and Need for Alamance Parkway South
Need Many transportation problems can be addressed by building the Alamance
Parkway South. The Alamance Parkway South is part of a loop facility, called the
Alamance Parkway, that will encompass Burlington, Graham, Elon and Haw River.
Alamance Parkway South will extend from NC 62 to I-40/85. The future land use
projections show that the area south of I-40/85 is the fastest growing part of Alamance
County. One problem addressed by Alamance Parkway South is that due to congestion
within the planning area many motorists choose to use I-40/85 to make trips within the
planning area instead of using the existing minor thoroughfares. By building Alamance
Parkway South motorists will have an alternative for east/west travel. There is also a
need for an incident management facility for the interstate.
Purpose The purpose of this project is two-fold. First, it will provide local traffic a safe
and efficient way to get around the urban area and as a result some of the local traffic will
be removed from I-40/85. Second, it will provide through traffic access to NC 49, NC 54,
NC 62 and NC 87. As a result some of the traffic will be removed from the central
business districts of Burlington, Graham, Haw River and Elon. It will also serve as a
detour when there is an incident on the interstate.
Recommendation The Alamance Parkway South will be a four lane divided facility
with curb and gutter, and a narrow grass median. It will be part of a loop around
Burlington, Graham, Elon and Haw River. Although it will not be controlled access,
driveways will be limited. The proposed speed will be 45-50 mph. Portions of the
Alamance Parkway South are on new location while part of the facility will be on
existing roadway. Some existing sections may not have a median and may be five lanes.
Transportation Demand
System Linkage Because the Alamance Parkway South will be part of the loop around
Burlington, Graham, Elon and Haw River, it will help motorists traveling in all
directions. Specifically, the Alamance Parkway South will serve motorists traveling in an
east/west direction. It will intersect I-40/85, NC 49, NC 54, NC 62, and NC 87.
Through Trips Motorists using the Alamance Parkway South to access a NC route in
order to reach a destination outside of the planning area can be classified as either
through trips or internal-external trips. The Alamance Parkway South will provide a safe
and attractive alternative to motorists traveling through the county in an east/west
direction.
External-Internal Trips Trips that originate outside the planning area with destinations
within the urban area can be classified as external-internal or commuter trips. The
Alamance Parkway South will be linked to I-40/85 at Cherry Lane. As part of the
Alamance Parkway South the existing grade separation at Cherry Lane will be upgraded
to an interchange by adding ramps. In order to access Alamance Parkway South,
motorists with a destination inside the urban area could enter the planning area at the
7
eastern boundary and exit the interstate at Cherry Lane. By adding a new interchange at
Cherry Lane, local traffic on the interstate could be reduced.
Internal Trips Motorists living within the planning area with a destination inside the
planning area will be able to use the Alamance Parkway South instead of I-40/85.
Capacity of Alamance Parkway The capacity of the Alamance Parkway was analyzed
as a whole. It is broken into five sections based on the way it was observed during the
Phased Environmental Review (See chapter VIII). By examining the existing roads and
committed projects for the Burlington-Graham Urban Area, the travel demand model
shows that many of the roads in the vicinity of the Alamance Parkway will be over
capacity in the year 2025 (See Figure13, Chapter 6, 2025 Capacity Deficiency Map).
The Burlington-Graham Urban Area Thoroughfare Plan Improvements (February 2002)
map, located in the back flap, addresses the roadway segments listed as over capacity
and/or near capacity as shown in the tables below.
Capacity Analysis for Alamance Parkway South
(From NC 62 to I-40/85)
Without Alamance Parkway
Road
I-40/85
Over Capacity
W. Planning Bndry. to Mebane
Oaks Rd.
S. Planning Bndry. to Mebane St.
Bellemont Alamance Rd. to
Monroe-Holt Rd
Near Capacity
Mebane Oaks Rd to E Planning
Bndry
none
NC 62
1. From Stinking Quarter Creek to
NC 49
Bellemont Alamance Rd.
2. from Monroe Holt Rd. to the
Burlington city limits.
1. north of The Great Alamance from Rogers Rd. to Eastway Lane
NC 87
Creek to Rogers Rd.
2. from Eastway Ln. to I-85/40
Lacy Holt Rd. to NC 87
none
Rogers Rd.
from Bob Vaughn Ln. to Walter
Swepsonville Rd. Walter Andrews Rd. to NC 87
Andrews Rd.
Burlington C.L. to Hatchery Rd
Hatchery Rd to Plantation Dr
Tucker St
Alamance Parkway Social Demands:
The land near Alamance Parkway South will probably be developed for residential use in
the future. In addition to the land close to the Alamance Parkway, the southern part of
Alamance County as a whole will probably become residential. Alamance County is
becoming an attractive place to live for people who work in the TRIAD (Greensboro,
High Point, Winston-Salem) and the TRIANGLE (Raleigh, Durham, Chapel Hill).
8
Alamance Parkway South will help future residents access I-85/40 for work related travel
in the TRIAD, TRIANGLE, or within the Burlington-Graham Urban Area.
Modal Interrelationships The proposed cross section for the Alamance Parkway South
is a four lane divided section with a grass median. The Alamance Parkway South will
provide easy access to the Burlington Graham Regional Airport. The airport entrance is
located on NC 62, just south of the Alamance Parkway. The Alamance Parkway South
will also provide easy access to the trucking hub located at the intersection of Tucker St.
and Industry Dr. The Alamance Parkway South will provide trucks with access to
I- 40/85, NC 49, NC 54, NC 62, and NC 87. It will help long haul trucks and local
delivery trucks.
9
5. Purpose and Need for Alamance Parkway West
U-2905, St Mark’s Church Road (Kirkpatrick Rd to US 70)
U-3304, Grand Oaks Boulevard Extension (Kirkpatrick Rd to NC 62)
U-3110, Cook Road (US 70 to NC 100)
Need Many transportation problems can be addressed by building the Alamance
Parkway West. One problem is that the Burlington-Graham Urban Area lacks
north/south roadways. Another problem in the area is that due to congestion within the
planning area many motorists choose to use I-40/85 to make trips within the planning
area instead of using the existing minor thoroughfares. Also, the interchange on I-40/85
at Huffman Mill Rd is listed as the third worst High Frequency Crash Location within
Alamance County. (See Chapter 10, Safety) Through traffic on NC 87 has to pass
through Elon. Also, there is poor access to the hospital.
Purpose The Alamance Parkway West will provide local traffic a safe and efficient way
to get around the urban area and as a result some of the local traffic will be removed from
I-40/85 and Huffman Mill Road. The intersection of Huffman Mill Road and Garden
Road is listed as the worst High Frequency Crash Location in Alamance County with 58
crashes reported. (See Chapter 10, Safety) The Alamance Parkway West will also
provide radial connectivity and facilitate direct travel between the radials. It will provide
through traffic access to US 70, NC 62, and NC 100. Also, Alamance Parkway West will
be the gateway to Elon and Elon University. It will also eliminate through travel on NC
87 in Elon.
Recommendation The Alamance Parkway West will be a four lane divided facility with
curb and gutter, and a narrow grass median. It will form a loop around Burlington,
Graham and Elon. Although it will not be controlled access, driveways will be limited.
The proposed speed will be 45-50 mph. Portions of the Alamance Parkway West are on
new location while part of the facility will be on existing roadway. Some existing
sections may not have a median and may be five lanes. There will be a bike lane and
roadside beautification.
Transportation Demand
System Linkage Because the Alamance Parkway West will be part of a loop around
Burlington, Graham, Elon, and Haw River, it will help motorists traveling in all
directions. Specifically, Alamance Parkway West will serve motorists traveling between
radials and going through the area. It will link I-40/85, US 70, NC 62, and NC 100.
Through Trips Motorists using the Alamance Parkway West to access I-40/85, US 70,
NC 62 or NC 100 in order to reach a destination outside of the planning area can be
classified as through trips or internal-external trips. The Alamance Parkway West will
provide a safe and attractive alternative to motorists traveling through the county in a
north/south direction. Presently, all north/south traffic in the western part of Burlington
uses Huffman Mill Road. Through trips are nuisances to the people who live within the
urban area, especially since it includes truck traffic.
10
External-Internal Trips Motorists using the Alamance Parkway West that have
destinations within the urban area can be classified as external-internal or commuters.
The Alamance Parkway West will be linked to I-40/85 at St. Mark’s Church Road. As
Part of this project the existing grade separation at St. Mark’s Church Road will be
upgraded to an interchange. The bridge at St. Mark’s Church Road will be removed and
a new interchange will be built. In order to access the Alamance Parkway West,
motorists with a destination inside the urban area would probably enter the planning area
at the western boundary on I-40/85 and exit at St Mark’s Church Road. By adding the
new interchange at St. Mark’s Church Road, some local traffic on the interstate may be
reduced.
Internal Trips Motorists living within the planning area with a destination inside the
planning area will be able to use the Alamance Parkway instead of Huffman Mill Road.
Capacity of Alamance Parkway The capacity of the Alamance Parkway was analyzed
as a whole. It is broken into five sections based on the way it was observed during the
Phased Environmental Review. (See chapter VIII) By examining the existing roads and
committed projects for the Burlington-Graham Urban Area, the travel demand model
shows that many of the roads in the vicinity of the Alamance Parkway will be over
capacity in the year 2025 (See Figure 13, Chapter 6, 2025 Capacity Deficiency Map).
The Burlington-Graham Urban Area Thoroughfare Plan Improvements (February 2002)
map, located in the back flap, addresses the roadway segments listed as over capacity
and/or near capacity as shown in the tables below.
Capacity Analysis for Alamance Parkway West
(From NC 62 to NC 100)
Without Alamance Parkway
Road
I-40/85
NC 62
NC 100
Westbrook Ave
St. Mark’s Ch Rd
Huffman Mill Rd
Kirkpatrick Rd
Over Capacity
Near Capacity
W. Planning Bndry. to Mebane Mebane Oaks Rd to
Oaks Rd.
Planning
Bndry
S. Planning Bndry. to Mebane none
St.
Sharon St. to Cook Rd.
none
none
Huffines St to Cook Rd
North of I-40/85 to US 70
none
Back Creek to US 70
none
NC 62 to Huffman Mill Rd
none
Alamance Parkway Social Demands
11
E
The land near Alamance Parkway West will probably be developed for residential use
south of I-40/85 and for commercial purposes north of the interstate. The southern part
of Alamance County as a whole will probably become residential. Alamance County is
becoming an attractive place to live for people who work in the TRIAD (Greensboro,
High Point, Winston-Salem) and the TRIANGLE (Raleigh, Durham, Chapel Hill).
Alamance Parkway West will help future residents access I-85/40 for work related travel
in the TRIAD, TRIANGLE, or within the Burlington-Graham Urban Area. The
Alamance Parkway West located north of the interstate will become the gateway to Elon
and specifically Elon University.
Modal Interrelationships The proposed cross-section for the Parkway is a four lane
divided section with a grass median. The Alamance Parkway West will provide easy
access to the Burlington Graham Regional Airport. The airport entrance is located on NC
62, just south of the Alamance Parkway West. It will provide better access to the hospital
for emergency vehicles and county van service. Project U-3110 has a separate
pedestrian/bikeway facility. Both projects U-2905 and U-3304 include a 14-foot outside
travel lane in each direction to accommodate bicyclists.
12
6. Purpose and Need for U-2907, Chapel Hill Road (NC 54)
Need The problem is the lack of adequate north/south facilities in Alamance County and
the road will be over capacity by 2025.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen Chapel Hill Road to a five lane facility with standard inside
lanes and sidewalks from NC 49 to US 70.
Transportation Demand
Through Trips It is unlikely that Chapel Hill Road will be used for through trips.
External–Internal Trips Chapel Hill Road provides motorist a link to US 70 which has
an abundance of shopping centers and restaurants.
Internal Trips Chapel Hill Road is used by motorists traveling within the planning area.
Chapel Hill Road intersects Rockwood Avenue/O’Neal Street. After the completion of
the Rockwood Avenue/O’Neal Street extension, motorists will be able to access West
Webb Avenue (NC 87, NC100).
Capacity According to 2000 traffic counts, Chapel Hill Road is reaching capacity on
some sections. The daily capacity for level of service “D” for a two-lane road with 12’
lanes is 12,500. The annual average daily traffic (AADT) in 2000 on Chapel Hill Road
between NC 49 and Tucker Street was 13,000. Between Tucker Street and Mebane
Street the 2000 AADT was 13,000 and between Mebane Street and US 70 it was 8,400.
The future AADT for 2025 is predicted to be 21,800 between NC 49 and Tucker Street,
and between Tucker Street and Mebane Street it will be 28,700. In 2025 the AADT
between Mebane Street and US 70 is predicted to be 20,300. The proposed five-lane
facility will provide a level of service “D” for 29,000 to 32,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will decrease.
Roadway Deficiencies to be Corrected The current two lane facility lacks curb and
gutters, and sidewalks. The proposed five-lane facility will correct these deficiencies.
System Linkage Widening Chapel Hill Road will improve travel within the urban area
because it intersects O’Neal Street which is part of the Rockwood Avenue/O’Neal Street
extension. The Rockwood Avenue/O’Neal Street extension will intersect West Webb
Avenue at Glen Raven Road. The proposed Shapre Road extension will connect Glen
Raven Road to Sharpe Road. After the completion of the above mentioned extension
projects, motorists using Chapel Hill Road will be able to easily access NC 87, NC 100,
and NC 62.
Modal Interrelationships: Chapel Hill Road is not part of the Bicycle and Pedestrian
Plan.
13
7. Purpose and Need for U-2406, NC 100 Bypass, Elon Bypass
Need The projected increase in traffic volumes on NC 100 will cause the road to be over
capacity by 2025.
Purpose The purpose is to remove through traffic from NC 100 and improve safety for
the Elon University students crossing NC 100 to get from the dormitories to the
classrooms.
Recommendation This project is planned to be a four lane divided roadway on new
location situated to the north of the town of Elon. The limits of this project extend from
existing NC 87/100 in Burlington on Webb Avenue to NC 100 in Elon.
Transportation Demand
Through Trips The bypass will provide a east/west and north/south corridor that will
address the congestion problems in Elon. The facility will accommodate through trips in
need of a north/south corridor since part of the Elon Bypass will function as the
Alamance Parkway from the point where it ties into Cook Road at NC 100. The through
trips using the Elon Bypass could originate in Guilford County on the proposed
Gibsonville Expressway and connect to the Bypass on the proposed Gibsonville Bypass.
Also, through trips could originate on I 40/85 or on US 70.
External-Internal Trips The Bypass will provide the motorist with a destination inside
of the Burlington-Graham Urban Area an easy way around Elon’s central business
district.
Internal Trips Because the Elon Bypass will remove through trips from NC 100, travel
conditions will improve for motorists with a destination to the town of Elon or to Elon
University.
Capacity
According to the year 2000 traffic counts, NC 100 is currently reaching capacity and the
two-lane facility will not be able to support the predicted traffic for 2025. The daily
capacity for level of service “D” for a two lane urban street with 12’ lanes is 12,500. The
annual average daily traffic (AADT) on NC 100 was 11,000 vehicles in 2000. The future
AADT for 2025 is predicted to be 21,800 vehicles. The proposed four lane divided
facility will provide a level of service “D” for 31,000 to 34,000 vehicles.
Safety Issues
The NC 100 Bypass will provide Elon with a grade separation over the proposed High
Speed Rail Corridor. Presently, NC 100 crosses the railroad at Front Street, O’Kelly
Avenue, and Williamson Avenue. By providing Elon with a grade separation, the safety
of NC 100 will be improved. Also, since the NC 100 Bypass will remove traffic from
the central business district, through travel and external-internal travel will be easier and
accident potential may be reduced. Fewer driveways on the Bypass compared to those on
NC 100 will also result in less accident potential. Additionally, the NC 100 Bypass will
14
remove through trips from Old NC 100 and improve the safety for Elon University
students that cross the street.
System Linkage
NC 100 Bypass will provide Alamance County with a north/south and east/west route
that will have a positive effect on goods movement in the area. It also will intersect the
proposed Alamance Parkway.
Modal Interrelationships NC 100 is not part of the Bicycle and Pedestrian Plan.
15
8. Purpose and Need for Gibsonville Bypass
Need The projected increase in traffic volumes on NC 61 will cause the road to be over
capacity by 2025. The increase in traffic volume will have and adverse effect on the
residents who live on NC 61 and the central business district in Gibsonville. Also,
Gibsonville needs a grade separation over the proposed High Speed Rail Corridor.
Purpose The purpose is to remove through traffic from the existing NC 61.
Recommendation This project is planned to be a two lane undivided roadway on new
location situated to the northwest of the town of Gibsonville. There will be a grade
separation over the High-speed Rail. The bypass will not have driveways and the
intersecting streets will be limited. The limits of this project extend from Shallowford
Church Road to NC 61/100.
Transportation Demand
Through Trips The bypass will provide a loop around Gibsonville that will address the
problem of a lack of good north/south roads in Alamance County. The facility will
accommodate through-trips in need of a north/south connector. Through trips traveling
in a north/south direction would originate in Guilford County on NC 61. The Gibsonville
Bypass will improve through trip movement in the western portion of the planning area,
and keep through trips out of the center of Gibsonville. Also, the Gibsonville Bypass will
tie into the following corridors: the Elon Bypass, the Alamance Parkway at Shallowford
Church Road, and the Gibsonville Expressway.
External-Internal Trips The Bypass will provide the motorist with a destination inside
of the Burlington-Graham Urban Area an easy way around Gibsonville’s Central
Business District. Also, the motorist can use the Gibsonville Bypass to access the
proposed Alamance Parkway and easily reach all points within the planning area.
Internal Trips The Bypass will alleviate congestion in Gibsonville’s central business
district.
Capacity According to the travel demand model for the Burlington-Graham Urban Area,
existing NC 61, which is routed through the town of Gibsonville on Whitsett Avenue,
Main Street, and Church Street, will not serve the anticipated future traffic for 2025. The
projections for the “no build” case scenario show that the Annual Average Daily Traffic
(AADT) on NC 61 in Gibsonville will reach near capacity by 2025. The projected
AADT for 2025 on NC 61/100 from Cone Club Road to Carmon Road ranges, between
10,900 and 10,600. On Main Street the predicted AADT for 2025 is 11,600. On
Burlington Street (NC 100) the predicted AADT for 2025 is 14,200. The daily capacity
for level service “D” for a two lane urban street with 10 feet lanes is 10,000. Because the
AADT projections are above 10,000, the following problems will result: excessive noise,
time delays, air quality problems, and increased accident potential. Also, trucks have
trouble turning in the downtown area. The projected 2025 AADT for the proposed
16
Gibsonville bypass is 7,600 vehicles for the northern part of the bypass located east of
NC 61 and 4,600 vehicles for the western part of the bypass west of NC 61.
Safety Issues The Gibsonville Bypass will provide Gibsonville with a grade separation
over the proposed High Speed Rail Corridor. Presently, NC 61 crosses the railroad at
Whitsett Street. By relocating NC 61 and including a grade separation, the safety of the
facility is improved. Also, since the bypass will remove traffic from the central business
district, through travel and external-internal travel will be easier and there will be less
accident potential within the central business district. Because the bypass will not have
driveways, and intersecting streets will be limited, accident potential will be reduced.
System Linkage The Gibsonville Bypass will provide Alamance County with a
north/south route which will have a positive effect on goods movement in the area. Also,
there is a proposed facility called the Gibsonville Expressway that will intersect the
Gibsonville Bypass and extend west into Guilford County.
17
9. Purpose and Need for U-2410, Graham-Hopedale Rd
Need The problem is by the year 2025 the road will be over capacity and a lack of
adequate north/south facilities in Alamance County.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen Graham Hopedale Road to a five-lane facility with a standard
inside lane for turns. There will be a grade separation with the proposed High Speed Rail
Corridor. The limits of the project extend from Providence Road to US 70.
Transportation Demand
Through Trips Graham Hopedale Road will be used by motorists traveling through the
planning area. Motorists could enter the planning area on NC 54 and leave the planning
area on US 70, NC 49 or NC 62.
External-Internal Trips Since Graham’s central business district is the County Seat,
motorists entering the planning area from the northwest will use Graham Hopedale Road
to reach the central business district.
Internal Trips Graham Hopedale Road would facilitate internal trips within Graham.
Capacity According to 2000 traffic counts, Graham Hopedale Road is currently over
capacity on some sections. The daily capacity for level of service “D” for a two lane road
with 12’ lanes is 12,500. The annual average daily traffic (AADT) in 2000 on Graham
Hopedale Road between Providence Road and the railroad was 11,000. Between the
railroad and Hanover Road the 2000 AADT was 12,000, and between Hanover
Road and US 70 it ranged between 11,000 and 13,000. The 2025 AADT on Graham
Hopedale is predicted to be between 18,900 and 26,200. The proposed five lane facility
will provide a level of service “D” for 29,000 to 32,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will decreased.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters, and sidewalks. The proposed five-lane facility will correct these deficiencies.
System Linkage Presently, Alamance County lacks good north/south facilities; therefore,
widening Graham Hopedale Road will improve the existing facility.
Modal Interrelationships Building sidewalks on Graham Hopedale Road is part of the
Bicycle and Pedestrian Plan.
18
10. Purpose and Need for Jimmy Kerr Widening
Need The problem is by the year 2025 the road will be over capacity and a lack of
adequate north/south facilities in Alamance County.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen Jimmy Kerr Road to a four-lane facility with widened outside
lanes for bikes, and sidewalks from Alamance Community College to Trollingwood
Road.
Transportation Demand
Through Trips Motorists making through trips are not likely to use Jimmy Kerr Road.
External-Internal Trips By widening Jimmy Kerr Road, students will have easier
access to Alamance Community College.
Internal Trips Jimmy Kerr Road is used by motorists traveling within the planning
area. It also connects the Town of Haw River to Alamance Community College.
Capacity According to 2000 traffic counts, Jimmy Kerr Road is able to handle the
existing traffic; however, the two-lane facility will not be able to support the predicted
traffic for 2025. The daily capacity for level of service “D” for a two-lane road with 12’
lanes is 12,500. The future annual average daily traffic (AADT) for 2025 is 15,000 from
Alamance Community College to I-40/85. Between I-40/85 and Trollingwood Road the
2025 AADT will range between 11,900 and 17,500. The proposed multilane facility will
provide a level of service “D” for 31,000 to 34,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will be decreased.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters, bike lanes, and sidewalks. The proposed four-lane facility will correct these
deficiencies.
System Linkage Presently, Alamance County lacks good north/south facilities, and
widening Jimmy Kerr Road will improve the existing facility. Jimmy Kerr Road connects
NC 49 to NC 54.
Modal Interrelationships Building the cross section to include bike lanes and sidewalks
will provide the residents in the vicinity of Jimmy Kerr Road the option to walk or ride a
bike to Alamance Community College.
19
11. Purpose and Need for U-2411, Maple Street Extension
Need The problem that exists in Graham is a lack of north/south roadways.
Purpose The city of Graham, which is divided by I-40/85, needs improved connectivity
between the northern and southern areas of the city.
Recommendation This project is planned to be a two-lane roadway on new location
situated to the west of Hanford Road and south of I-40/85. The limits of the project
extend from Maple Street at Crescent Road to Moore Street.
Transportation Demand
Through Trips It is unlikely that this facility will be used for through trips.
External-Internal Trips It is unlikely that this facility will be used for external-internal
trips.
Internal Trips Maple Street will be used by motorists traveling within the planning
area. Maple Street connects Graham’s central business district to the southern planning
area because of the grade separation over I-40/85.
Capacity The future annual average daily traffic (AADT) for 2025 on Maple Street will
be 5,400. The daily capacity for level of service “D” for a two-lane road with 12’ lanes is
12,500.
Safety Issues By building the Maple Street extension it can take some of the traffic off
on NC 87. Taking traffic off of NC 87 will reduce congestion, and improve safety.
Roadway Deficiencies to be Corrected None
System Linkage Presently, Alamance County lacks good north/south connectors and
many of the motorists traveling within the planning area may choose to use the Maple
Street extension instead of NC 87 because of congestion. Building this extension takes
advantage of an existing bridge over I-40/85.
Modal Interrelationships None
20
12. Purpose and Need for U-3303, Mebane Street
Need The problem is the road will be over capacity by 2025.
Purpose The purpose is to accommodate the projected traffic. Another purpose is to
provide continuity on Mebane Street which is currently a five-lane facility east of Chapel
Hill Road (NC 54) to Burlington’s central business district.
Recommendation Widen Mebane Street to a four lane divided facility with a grass
median, and widened outside lanes for bikes, and sidewalks from Huffman Mill Road
(SR 1158) to Chapel Hill Road (NC 54).
Transportation Demand
Through Trips It is unlikely that this facility will be used for through trips.
External-Internal Trips It is unlikely that this facility will be used for external-internal
trips.
Internal Trips Mebane Street is used by motorists traveling within the planning area.
Mebane Street connects Burlington’s central business district to the shopping/restaurant
area on Huffman Mill Rd.
Capacity According to traffic counts, Mebane Street is currently reaching capacity and
the existing two-lane facility will not be able to support the predicted traffic for 2025.
The daily capacity for level of service “D” for a two-lane road with 12’ lanes is 12,500.
The annual average daily traffic (AADT) in 1998 on Mebane Street between Huffman
Mill Road and Chapel Hill Road was between 12,000 and 17,000. The future AADT for
2025 will range between 17,600 and 22,900 between Huffman Mill Road and Alamance
Road (NC 62). In 2025 the AADT between Alamance Road and Chapel Hill Road will
range between 26,000 and 33,100. The proposed four lanes divided facility will provide
a level of service “D” for 31,000 to 34,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will decrease.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters, bike lanes, and sidewalks. The proposed four lanes divided facility will correct
these deficiencies.
System Linkage Presently, many of the motorists traveling within the planning area
choose to use I-40/85 instead Mebane Street because of congestion. By widening Mebane
Street to a four lane divided facility, motorists will be inclined to use this as a cross-town
connector instead of I-40/85.
Modal Interrelationships By building the cross section to include bike lanes and
sidewalks, it will provide the residents in the vicinity of Mebane Street the option to either
walk or ride a bike to the mall or to Burlington’s central business district.
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13. Purpose and Need for U-3445, Mebane Oaks Road
Need The problem is a lack of adequate north/south facilities in Alamance County and
the road will be over capacity by 2025.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen Mebane Oaks Road to a five-lane facility from NC 119 to the
southern planning area boundary.
Transportation Demand
Through Trips Mebane Oaks Road provides motorists passing through Alamance
County an easy access to I-40/85. The through trips originate in southern Orange
County.
External–Internal Trips Widening the road will provide motorists entering the
planning area easier access to Mebane’s central business district.
Internal Trips For the motorist that live near or along the facility, congestion will be
reduced and travel within the planning area will be improved.
Capacity The future annual average daily traffic (AADT) for 2025 on Mebane Oaks
Road will be 18,600 vehicles. The daily capacity for level of service “D” for a two-lane
road with 12’ lanes is 12,500. The proposed five-lane facility will provide a level of
service “D” for 29,000-32,000 vehicles.
Safety Issues
improved.
Because a multi-lane facility will reduce congestion, safety will be
System Linkage Widening Mebane Oaks Road will improve an existing north/south
corridor.
Modal Interrelationships Mebane Oaks Road is not part of the Bicycle and Pedestrian
Plan.
22
14. Purpose and Need for R-2538, NC 54
Need The problem is the projected increase in traffic volumes on NC 54 will cause the
road to be over capacity by 2025. Another problem is the lack of adequate north/south
facilities in Alamance County.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen NC 54 to a five-lane facility from NC 119 to Whittmore Road
(SR 2107).
Transportation Demand
Through Trips NC 54 provides motorists passing through Alamance County an easy
access to I-40/85. The through trips could originate in either southern Alamance County
or in Orange County. For through trips originating in Orange County, motorists may
choose to use NC 54 instead of traveling on I-40/85. NC 54 intersects with the proposed
Alamance Parkway, which will provide access to NC 87, NC 49, NC 61, and NC 62.
External-Internal Trips A widened NC 54 will provide motorists entering the planning
area easier access to Graham, the County Seat for Alamance County, and Graham’s
central business district.
Internal Trips Motorists that live on or near NC 54 will experience less congestion and
will easily be able to reach destinations within the planning area.
Capacity According to 2000 traffic counts, NC 54 is currently reaching capacity and the
existing two-lane facility will not be able to support the predicted traffic for 2025. The
daily capacity for level of service “D” for a two-lane road with 12’ lanes is 12,500. The
annual average daily traffic (AADT) in 2000 on NC 54 was 11,000. The future AADT
for 2025 between the planning area boundary and NC119 is 15,900. Between NC 119
and the proposed Alamance Parkway the AADT for 2025 is 20,600. The AADT for 2025
from the proposed Alamance Parkway to Whittmore Road is 22,800. The proposed fivelane facility will provide a level of service “D” for 29,000-32,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will be decreased.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters. The proposed five-lane facility will correct these deficiencies.
System Linkage Widening NC 54 will improve an existing north/south corridor. NC 54
intersects with I-85/40 and the proposed Alamance Parkway.
Modal Interrelationships NC 54 is not part of the Bicycle and Pedestrian Plan.
23
15. Purpose and Need for U-2906, NC 62
Need The problem is the lack of adequate north/south facilities in Alamance County and
the road will be over capacity by 2025.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen NC 62 to a five-lane facility from Ramada Road (SR 1444) to
US 70.
Transportation Demand
Through Trips NC 62 provides motorists passing through Alamance County access to
I-40/85. The through trips could originate either from Guilford County or from the
Virginia state line in Caswell County. NC 62 is an important north /south corridor in
Alamance County.
External–Internal Trips NC 62 provides a direct link to Burlington’s central business
district.
Internal Trips For the motorists living near or along NC 62, they will experience less
congestion and will easily be able to reach destinations within the planning area.
Capacity According to 2000 traffic counts, NC 62 currently reaching capacity and the
existing two-lane facility will not be able to support the predicted traffic for 2025. The
daily capacity for level of service “D” for a two-lane road with 12’ lanes is 12,500. The
annual average daily traffic (AADT) in 2000 on NC 62 between Ramada Road and
Mebane Street was 18,000 and between Mebane Street and US 70 it was 8,900. The
future AADT for 2025 between Ramada Road and Mebane Street is 21,800. The AADT
for 2025 from Mebane Street to US 70 is 9,000. The proposed five-lane facility will
provide a level of service “D” for 29,000 to 32,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will be decreased.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters and sidewalks. The proposed five-lane facility will correct these deficiencies.
System Linkage Widening NC 54 will improve an existing north/south corridor.
Modal Interrelationships NC 62 is not part of the Bicycle and Pedestrian Plan.
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16. Purpose and Need for NC 62 Bypass
Need The projected increase in traffic volumes on NC 62 will cause the road to be over
capacity by 2025. The increase in traffic volume will have an adverse effect on the
residents who live on NC 62.
Purpose The purpose is to remove through traffic from the existing NC 62.
Recommendation This project is planned to be a four lane divided facility with a grass
median on new location situated to the east of the Village of Alamance. The limits of this
project extend from Bellemont-Alamance Rd. (SR 1136) to Anthony Rd (SR 1148).
Transportation Demand
Through Trips The bypass will provide a north/south corridor that will address the
problem of a lack of north/south roads in Alamance County. The facility will
accommodate through trips in need of a north/south connector. Some the through trips
originate south of metropolitan planning area boundary from Guilford County on NC 62.
Other through trips originate in the southern part of Alamance County on Kimesville
Road, Friendship Patterson Road, or Dr. Pickett Road. The bypass would be the easiest
way to travel around the Village of Alamance. The bypass will tie into Anthony Road
and from this point the trip could continue in an east, west, or north direction. If the final
destination is to the east, then the through trip could continue east on Anthony Road to
I-40/85 at Exit 145 to Guilford County. If the final destination is to the west, then the
through trip could continue west on Anthony Road to Kirkpatrick Road and then to
I-40/85 at Exit 141 to Orange County. If the final destination is to the north, then the
through trip could continue west on Anthony Road to Kirkpatrick Road. Kirkpatrick
Road will intersect the proposed Alamance Parkway (U-2905, U-3304) at Grand Oaks
Boulevard. From the Alamance Parkway the motorist could travel north on NC 87 to
Chatham County, or north on NC 62 to Guilford County, or north on NC 49 to Randolph
County.
External-Internal Trips The bypass will provide the motorist, with a destination inside
the Burlington-Graham Urban Area, an easy way around the Village of Alamance.
Internal Trips The bypass will alleviate congestion in the Village of Alamance’s central
business district.
Commuter Trips The projected and existing land use east and west of the Village of
Alamance is zoned residential and includes Heritage Glen Subdivision. Because of its
close proximity to the TRIANGLE (Raleigh, Durham and Chapel Hill) and the TRIAD
(High Point, Greensboro, Winston-Salem), the Village of Alamance will become a
bedroom community for people working outside of Alamance County. Subsequently, the
household projections for 2025 show a high density of dwelling units all around the
Village of Alamance. The bypass will help commuters reach I-40/85 and take traffic out
of the Village of Alamance’s central business district.
25
Local Land Access According to the 2025 Employment Projections, the land use along
NC 62 Bypass will be residential. Residential neighborhoods will be able to access the
bypass from Beaumont-Alamance Road and Anthony Road. There will also be a limited
number of driveways on the bypass.
Capacity According to the travel demand model for the Burlington-Graham Urban Area,
the existing NC 62 (Alamance Road), which is routed through the Village of Alamance,
will not serve the anticipated future traffic for 2025. The predictions for the “no build”
case scenario show that the Annual Average Daily Traffic (AADT) for 2025 is 17,000.
The daily capacity for level of service “D” for a two lane urban street with 10’ lanes is
10,000. Because the AADT projections are well above 10,000, the following problems
will result: excessive noise, time delays, air quality problems and increased accident
potential.
Historical Significance The Village of Alamance is classified as National Register
Eligible. This finding by the State Historic Preservation Office precludes widening
NC 62 (Alamance Rd.) through the Village of Alamance. Since widening NC 62 is not
an alternative, building a bypass is the best solution to alleviate the predicted traffic
problems in the Village of Alamance.
Safety Issues NC 62 Bypass will improve the safety of existing Alamance Road by
removing through traffic from the central business district. The existing conditions of
Alamance Rd. are: two 10’ lanes, many driveways to single family homes and
businesses. NC 62 bypass will have a few driveways and a wider cross section. By
considering these characteristics, the bypass compared to Alamance Road will result in
less accident potential.
System Linkage NC 62 Bypass will provide Alamance County with a north/south route
which will have a positive effect on goods movement in the area.
Modal Interrelationships NC 62 Bypass will provide easier access to Burlington
Alamance Regional Airport because motorists will not have to pass through the center of
the Village of Alamance.
Relationship To Other Plans The NC 62 Bypass has not been on previous thoroughfare
plans. NCDOT, US Army Corps of Engineers, US Fish and Wildlife Service, NC
Division of Water Quality/ Wetland Unit, Wildlife Resources Commission, State Historic
Preservation Office, National Heritage Program/Division of Parks and Recreation, and
NC Department of Environment and Natural Resources were involved in the project
development.
26
17. Purpose and Need for NC 87/100Widening, Webb Avenue
Need The problem is by the year 2025 the road will be over capacity and a lack of
adequate north/south facilities in Alamance County.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation Widen Webb Avenue to a four-lane facility without a median. A
grade separation already exists with the proposed High Speed Rail Corridor. The limits
of this project extend from Elmira Street to the Elon Bypass.
Transportation Demand
Through Trips NC 87/100 will be used by motorists traveling through the planning
area. Motorists could enter the planning area on NC 54, NC 87, NC 49, and leave the
planning area on US 70, NC 49 or NC 62.
External-Internal Trips Motorists entering the planning area from the northwest will
use Webb Avenue to reach Burlington’s central business district.
Internal Trips Widening Webb Avenue will facilitate internal trips within the planning
area. Motorists traveling between Burlington, Elon and Gibsonville will benefit from
widening Webb Avenue.
Capacity According to the travel demand model for the Burlington-Graham Urban Area,
Webb Avenue will not serve the anticipated future traffic for 2025. The projections show
that the Annual Average Daily Traffic (AADT) on Webb Avenue will reach near
capacity by 2025. The projected 2025 AADT on Webb Avenue from Elmira Street to
Glen Raven will be 16,300. Between Glen Raven Street and Flora Avenue the 2025
AADT is predicted to be 14,000, and from Flora Avenue to Ossipee Road it is 16,200.
The daily capacity for level service “D” for the existing three lane urban street with 12
feet lanes is 16,000. Because the AADT projections are reaching capacity the following
problems will result: excessive noise, time delays, air quality problems, and increased
accident potential. The proposed four-lane facility will provide a level of service “D” for
29,000 to 32,000 vehicles.
Safety Issues Webb Avenue is currently grade separated beneath the proposed High
Speed Rail Corridor, and since the existing bridge will allow the addition of two lanes,
the safety of the facility is maintained.
System Linkage: Widening Webb Avenue will improve the linkage between
Burlington’s central business district and the northwestern portion of the planning area
and Guilford County. Webb Avenue will connect to the Elon Bypass which is presently
under construction, and to the proposed Gibsonville Bypass, and finally to the proposed
Gibsonville Expressway. Widening Webb Avenue will have a positive effect on goods
movement in the area.
27
18. Purpose and Need for U-3109, NC 119 Bypass
Need The projected increase in traffic volumes on NC 119 will cause the road to be over
capacity by 2025. The increase in traffic volume will have an adverse effect on the
residents who live on NC 119 and the central business district in Mebane. Also, Mebane
needs a grade separation over the proposed High Speed Rail Corridor.
Purpose The purpose is to remove through traffic from the existing NC 119.
Recommendation The project is planned to be a four lane divided roadway with a grass
median on new location situated to the west of the town of Mebane. The limits of this
project extend from existing NC119 north of I-40/85 to SR 1917, White Level Rd.
Transportation Demand
Through Trips The bypass will provide a north/south corridor that will address the
problem of a lack of north/south roads in Alamance County. The facility will
accommodate through trips in need of a north/south connector. These through trips could
originate in the north on NC 119 in Caswell County or from NC 49 which carries traffic
from both Person and Orange Counties. The bypass would be the easiest way to travel
north/south in eastern Alamance County. The bypass would tie in with the existing
NC 119 near I-40/85 and from this point the through trip could be continued in the
east/west direction. If the final destination is to the south, then the through trip could
continue towards the south on NC 119 in order to pick up NC 54 which goes southeast
into Orange County. Also, after intersecting with NC 54, NC 119 ends at Swepsonville
Road. Because Swepsonville Road accesses the proposed Alamance Parkway, the
motorist could continue a through trip in the southerly direction from the Alamance
Parkway by way of NC 87 to Chatham County, NC 49 to Randolph County or NC 62 to
Guilford County.
External-Internal Trips The Bypass will provide the motorist with a destination inside
of the Burlington-Graham Urban Area an easy way around Mebane’s central business
district.
Internal Trips
district.
The Bypass will alleviate congestion in Mebane’s central business
Commuter Trips The existing land use north of the town of Mebane and east of NC 119
is zoned residential and includes Mill Creek Golf Course. Because of its close proximity
to the TRIANGLE (Raleigh, Durham and Chapel Hill), and the TRIAD (High Point,
Greensboro, Winston-Salem), Mebane has become a bedroom community for people
working outside of Alamance County. Subsequently, the household projections for 2025
show a high density of dwelling units north of the town of Mebane. The bypass will help
commuters reach I-40/85 and take traffic out of Mebane’s central business district.
Local Land Access According to the 2025 Employment Projections, the land use along
NC 119 Bypass can be divided into two categories, north of US 70 the land use will be
28
residential and south of US 70 the land will be used as commercial or industrial.
Residential neighborhoods north of US 70 will be able to access the bypass from Mebane
Rogers Road. The commercial or industrial areas to the south of US 70 will be able to
access the bypass from the Mebane East/West Connector and Third Street Extension.
Capacity
According to the travel demand model for the Burlington-Graham Urban Area, existing
NC 119, which is routed through the town of Mebane on 5th Street, US 70 and 2nd Street,
and 1st Street, will not serve the anticipated future traffic for 2025. The projections for
the “no build” case scenario shows that the Annual Average Daily Traffic (AADT) on 5th
St. will reach intolerable levels. Fifth Street is a residential area and the projected “no
build” AADT from Mebane Oaks Road to US 70 is between 26,300 and 29,700. The
daily capacity for level service “D” for a two lane urban street with 10’ lanes is 10,000.
The following problems will result: excessive noise, time delays, air quality problems
and increased accident potential. These same problems are also predicted on US 70
between 5th St and 2nd St. for 2025 as a byproduct of the “no build” case scenario. US 70
is part of Mebane’s central business district with the railroad to the south and many shops
and businesses to the north. The 2025 “no build” AADTs for US 70 range between
22,400 and 25,600. The conditions of travel on this segment of US 70 will be very poor.
Second Street and 1st Street will also suffer negative impacts should the NC 119 Bypass
not be built. The projected “no build” 2025 AADT for 2nd Street is 5,800 and for 1st
Street is 13,400. Both streets have 9’ lanes and the daily capacity for level service “D”
for a two lane urban street with 9’ lanes is 8,500. Because the projected AADTs for 2nd
Street is over capacity for level of service “D”, the resulting impacts will be negative.
Safety Issues
NC 119 bypass will provide Mebane with a grade separation over the High Speed Rail
Corridor. Presently, NC119 crosses the railroad at 5th Street and US 70. By relocating
NC 119 to the bypass with a grade separation, the safety of the facility is improved.
Also, since NC 119 Bypass will remove traffic from the central business district, through
travel and external-internal travel will be easier, and accident potential will be reduced.
Fewer driveways on the bypass as compared to those on 5th St. will also result in less
accident potential.
System Linkage
NC 119 Bypass will provide Alamance County with a north south route which will have
a positive effect on goods movement in the area.
29
19. Purpose and Need for Stone Street Extension
Need The problem is a need for a connection between Trollingwood Road and Stone
Street.
Purpose The purpose is to reduce traffic on US 70 and provide access to the Alamance
Parkway.
Recommendation Extend Stone Street to Tyndall Street as a new two-lane road.
Transportation Demand
Through Trips It is unlikely that this facility will be used for through trips.
External-Internal Trips It is unlikely that this facility will be used for external-internal
trips.
Internal Trips Stone Street will be used by motorists traveling within the planning area.
Capacity According to the travel demand model for the Burlington-Graham Urban Area,
the Annual Average Daily Traffic (AADT) on Stone Street in 2025 will be 6,500. The
daily capacity for level of service “D” for a two-lane road with 12’ lanes is 12,500. The
proposed two-lane facility will provide a level of service “D” for the predicted vehicles.
Safety Issues Because the Stone Street Extension will provide additional access to the
Alamance Parkway between US 70 and Trollingwood Road, congestion may be reduced
at these two locations. Reduced congestion will result in improved safety at the
interchange located at US 70 and the Alamance Parkway, and at the intersection located
at Trollingwood Road and the Alamance Parkway.
Roadway Deficiencies to be Corrected None.
System Linkage The Stone Street Extension will provide the southern part of the town of
Mebane with access to the Alamance Parkway.
Modal Interrelationships None
30
20. Purpose and Need for Trollingwood Road Widening
Need The problem is by the year 2025 the road will be over capacity and a lack of
adequate north/south facilities in Alamance County.
Purpose The purpose is to accommodate the projected traffic and provide Alamance
County with an improved north/south facility.
Recommendation: Widen Trollingwood Road to a three lane facility with a standard
inside lane for turns, and widened outside lanes for bikes, and sidewalks from Jimmy
Kerr Road to NC 49.
Transportation Demand
Through Trips Motorists making through trips are not likely to use Trollingwood Road.
External-Internal Trips By widening Trollingwood Road, students will have easier
access to Alamance Community College.
Internal Trips Trollingwood Road is used by motorists traveling within the planning
area. It also connects the Town of Haw River to Alamance Community College.
Capacity According to 2000 traffic counts, Trollingwood Road is currently over
capacity in some sections. The daily capacity for level of service “D” for a two-lane road
with 12’ lanes is 12,500. The annual average daily traffic (AADT) in 2000 on
Trollingwood Road between Jimmy Kerr Road and Stone Street was 12,000. Between
Stone Street and US 70 the 2000 AADT was 15,000. The 2000 AADT between Stone
Street and NC 49 was 7,500. The future AADT for 2025 will be 13,600 between Jimmy
Kerr Road and US 70. The 2025 AADT between US 70 and NC 49 will be 9,500. The
proposed three-lane facility will provide a level of service “D” for 14,000 to 16,000
vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will decrease.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters, bike lanes, and sidewalks. The proposed three-lane facility will correct these
deficiencies. The existing bridge over the railroad already has three lanes therefore; only,
a one lane would need to be added on Trollingwood Road.
System Linkage Presently, Alamance County lacks good north/south facilities; widening
Trollingwood will improve the existing facility.
Modal Interrelationships Building the cross section to include bike lanes and sidewalks
will provide the residents of Haw River the option to walk or ride a bike to Alamance
Community College.
31
21. Purpose and Need for US 70 Widening (Western Planning Boundary to
Westbrook Avenue)
Need The problem is the road will be over capacity by 2025.
Purpose The purpose is to facilitate safe and efficient east/west travel through the
planning area as an alternative to I-85/40.
Recommendation: Widen US 70 to a five lane facility with a standard inside lane for
turns from western planning boundary to Westbrook Avenue.
Transportation Demand
Through Trips Widening US 70 will enhance an existing east/west corridor in
Alamance that accommodates through trips. US 70 provides an alternative to motorists
traveling through the area as opposed to I 85/40. I-85/40 is already eight lanes and by
2025 we predict that some sections of I-85/40 will be over capacity; however we do not
recommend widening over eight lanes. Therefore by 2025 US 70 will probably be an
attractive alternative to using I-85/40 for through trip purposes.
External-Internal Trips US 70 provides the motorist going to Burlington, Graham or
Mebane an alternative to I-85/40.
Internal Trips US 70 will be used by motorists traveling within the planning area. US
70 connects Burlington, Graham and Mebane.
Capacity According to 2000 traffic counts, US 70 is currently over capacity on some
sections. The daily capacity for level of service “D” for a two-lane road with 12’ lanes is
12,500. The annual average daily traffic (AADT) in 2000 on US 70 between the western
planning boundary and the Alamance County line was 9,200. Between the Alamance
County line and Westbrook Avenue the 2000 AADT was 10,000. The 2000 AADT
between Westbrook Avenue and Williamson Avenue is 19,000. The future AADT for
2025 will range between 20,700 and 33,000 on US 70 from the western planning
boundary to the Alamance County line. From the Alamance County line to the Alamance
Parkway the 2025 AADT will be 36,900. Between the Alamance Parkway and
Westbrook Avenue the 2025 AADT will be 16,400 and between Westbrook Avenue and
Williamson Avenue it will be 22,500. The proposed five-lane facility will provide a level
of service “D” for 29,000 to 32,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, safety may be
improved. Additionally, by widening this facility, we provide an alternative to I-85/40
should the interstate need to be closed for any reason.
Roadway Deficiencies to be Corrected Portions of the current two-lane facility lack
curb and gutters. The proposed five-lane facility will correct these deficiencies.
System Linkage US 70 is an important facility not only in the Burlington-Graham Urban
Area but also in the region.
Modal Interrelationships None
32
22. Purpose and Need for US 70 Widening (NC 49 to Charles Street)
Need The problem is the road will be over capacity by 2025.
Purpose The purpose is to facilitate safe and efficient east/west travel through the
planning area as an alternative to I-40/85.
Recommendation Widen US 70 to a five-lane facility with a standard inside lane for
turns from NC 49 to Charles Street.
Transportation Demand
Through Trips Widening US 70 will enhance an existing east/west corridor in
Alamance that accommodates through trips. US 70 provides an alternative to motorists
traveling through the area as opposed to I-40/85. I-40/85 is already eight lanes and by
2025 we predict that some sections of this facility will be over capacity; however, we do
not recommend widening over eight lanes. Therefore by 2025 US 70 will probably be an
attractive alternative to using I-40/85 for through trip purposes.
External-Internal Trips US 70 provides the motorist going to Burlington, Graham or
Mebane an alternative to I-40/85.
Internal Trips US 70 will be used by motorists traveling within the planning area. US
70 connects Burlington, Graham and Mebane.
Capacity According to 2000 traffic counts, US 70 is currently over capacity on some
sections. The daily capacity for level of service “D” for a two-lane road with 12’ lanes is
12,500. The annual average daily traffic (AADT) in 2000 on US 70 between
Trollingwood Road was 13,000. Between Trollingwood Road and Charles Street the
2025 AADT is between 7,900 and 9,300. The future AADT for 2025 will be 17,900
between NC 49 and the proposed Alamance Parkway. Between the proposed Alamance
Parkway and the proposed NC 119 Bypass the 2025 AADT ranges from 14,400 to
17,000. The proposed five-lane facility will provide a level of service “D” for 29,000 to
32,000 vehicles.
Safety Issues Because a multi-lane facility will reduce congestion, accident potential
will decrease. Additionally, by widening this facility, we provide an alternative to
I-40/85 should the interstate need to be closed for any reason.
Roadway Deficiencies to be Corrected The current two-lane facility lacks curb and
gutters. The proposed five-lane facility will correct these deficiencies.
System Linkage US 70 is an important facility not only the urban area but the region as a
whole.
Modal Interrelationships None
33
23. Purpose and Need for Walker Avenue Extension
Need The problem is a lack of north/south connectivity in Graham and the need for a
grade separation over the proposed High Speed Rail Corridor.
Purpose The purpose is to connect NC 54 with US 70 and reduce the through traffic in
Graham’s central business district.
Recommendation This project is planned to be a two-lane roadway on new location
situated to the west of NC 49. There will be a grade separation with the high-speed rail
corridor. The limits of the project extend from Walker Avenue to US 70.
Transportation Demand
Through Trips Walker Street will be used by motorists traveling through the planning
area. Motorists could enter the planning area on NC 54 and leave the planning area on
US 70, NC 49 or NC 62.
External-Internal Trips Since Graham’s central business district is the County Seat,
motorists entering the planning area from the northeast will use Walker Avenue to reach
the central business district.
Internal Trips Walker Street would facilitate internal trips within Graham.
Capacity The future annual average daily traffic (AADT) for 2025 on Walker Avenue
will be between 5,700 and 7,800. The daily capacity for level of service “D” for a twolane road with 12’ lanes is 12,500.
Safety Issues By building the Walker Avenue extension it can take some of the traffic
off of Pomeroy Street and Seller’s Mill Road. Taking traffic off of Pomeroy Street and
Seller’s Mill Road will reduce congestion, and improve safety. Building a grade
separation over the High Speed Rail will improve safety.
Roadway Deficiencies to be Corrected None
System Linkage Presently, Alamance County lacks good north/south connectors and
many of the motorists traveling within the planning area may choose to use the Walker
Avenue extension instead of Pomeroy Street and Sellars Mill Road to reach US 70.
Because a grade separation will be built over the High Speed Rail, this will be an effective
corridor to move traffic in a north/south flow pattern in Graham.
Modal Interrelationships None
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