Transportation plan technical report for the city of Southport, North Carolina

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North Carolina Department of Transportation
Statewide Planning Branch
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Transportation Plan Technical Report
for the
City of Southport
March 2001
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STATE LEi. - H CAROLINA
RALEIGH
Transportation Plan Technical Report
For The
City of Southport, North Carolina
Prepared by the:
Statewide Planning Branch
Planning and Environment
North Carolina Department of Transportation
In cooperation with:
The City of Southport
The Federal Highway Administration
U. S. Department of Transportation
March, 2001
Persons responsible for this report:
Statewide Planning Branch Manager: Blake Norwood, P.E.
Urban Studies Unit C Unit Head: Deborah Hutchings, P.E.
Project Engineer: Tim Padgett, P.E.
Project Technician: Jim Neely
Transportation Plan Technical Report - Southport, North Carolina
Table of Contents
Table of Contents Page No.
Executive Summary
Overview
Thoroughfare Planning
Highlights of the Thoroughfare Plan
Implementation
Transportation Planning Principles
Basic Principles
Purpose of Planning
Objectives of Thoroughfare Planning
Operational Efficiency
Thoroughfare System Classification
Idealized Major Thoroughfare System
Application of Thoroughfare Planning Principles
Development of Thoroughfare Plan
Trends
Population
Economy and Employment
Land Use
Existing Transportation System and Deficiencies
Travel Demand
Capacity Analysis
Thoroughfare Plan
Major Thoroughfares
Minor Thoroughfares
Alternate Modes
Implementation of Thoroughfare Plan
State-Municipal Adoption of the Thoroughfare Plan
Land Use Controls
Development Reviews
Funding Sources
Transportation Improvement Program
Public Access Funds
Small Urban Funds
The North Carolina Highway Trust Fund Law
Tables
Table 1 . Population Trends and Projections
Table 2. City of Southport Employed Persons by Industry
Table 3. Southport Area Major Industrial Employers, 1995
Table 4. Existing Land Use Within Total Planning Jurisdiction
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Figures
Figure 1. Thoroughfare Plan
Figure 2. Planning Area Boundary
Figure 3. 1997 and 2025 AADT
Figure 4. 2000 Capacity Deficiencies
Figure 5. 2025 Capacity Deficiencies
Figure 6. 2025 Recommended Improvements
Figure 7. Southport Environmental Analysis
Figure 8. Bicycle Routes
Figures
Transportation Plan Technical Report - Southport, North Carolina
Table of Contents
Appendix Appendix
A1 . Street Tabulation
A2. Public Involvement
A3. Level of Service Definitions
A4. Purpose and Need
A5. Environmental Analysis
Transportation Plan Technical Report - Southport, North Carolina
Executive Summary
Overview
Officials of the City of Southport, prompted by a desire to adequately plan for the future
transportation needs, requested the North Carolina Department of Transportation's (NCDOT)
assistance in developing a citywide thoroughfare plan.
Thoroughfare Planning
The objective of thoroughfare planning is to enable the transportation network to be
progressively developed to adequately meet the transportation needs of a community as land
develops and traffic volumes increase. By planning now for our future transportation needs,
unnecessary costs to the physical, social and economic environment can be avoided or
minimized. Thoroughfare planning is a tool that can be used by local officials to plan for future
transportation needs, while at the same time reducing the costs to our environment.
The primary purpose of this report is to present the findings and recommendations of the
thoroughfare plan study conducted for the City of Southport. The secondary purposes of this
report are to document the basic thoroughfare planning principles and procedures used in
developing these recommendations and to provide the City of Southport with information on the
best strategies for implementing the recommendations in this report. This report is divided into
three parts. The first part of the report provides information on the principles of thoroughfare
planning. The next part provides a detailed description of the Thoroughfare Plan study
recommendations as well as the development of these recommendations. Finally, the last part
of the report addresses different methods by which the recommendations contained within can
be implemented.
Further information that will be useful to area planners is provided in the Appendices.
Thoroughfare Plan Street Tabulation
Level of Service Definitions
Public Involvement Aspect
Purpose and Need of Recommended Improvements
Highlights of the Thoroughfare Plan
Major highlights of the Southport Thoroughfare Plan and its recommendations are outlined
below. The Thoroughfare Plan Map is shown in Figure 1.
• NC 211 from Beach Road to Fodale Avenue
Widen Roadway to a 4-lane median divided facility.
• Northern Connector
Construct a 2-lane facility on new location from Leonard Street to NC 87.
• Yaupon Drive
Construct a 2-lane facility on new location utilizing existing donated right-of-way.
• NC 211 (Howe Street)
Widen existing roadway to four lanes.
Transportation Plan Technical Report - Southport, North Carolina
• NC87/NC133
Widen existing roadway to a 5-lane divided facility.
• Dosher Cut-Off Road
Continue to support TIP project R-3324 providing a new connector from NC 87/NC 133
directly to Beach Road.
Implementation
The North Carolina Department of Transportation (NCDOT) and the City of Southport are jointly
responsible for the proposed thoroughfare improvements. Cooperation between the State and
the City is of primary concern if the recommendations outlined above are to be successfully
implemented. The plan has been mutually adopted by both parties, and it is the responsibility of
the City to implement the plan following the guidelines set forth in this report.
It is important to note that the mutually adopted plan is based on anticipated growth within and
around the City of Southport as indicated by past trends and the anticipated development of the
area. Prior to the construction of each project, a more detailed study will be required to revisit
development trends and to determine the specific location and design requirements for each
study.
Transportation Plan Technical Report - Southport, North Carolina
I. Transportation Planning Principles
Basic Principles
The urban street system typically occupies 25 to 30 percent of the total developed land in the
urban area. Since the system is permanent and expensive to build and maintain, much care
and foresight are needed in its development. Thoroughfare planning is the process used by
public officials to insure the development of the most logical and appropriate street system to
meet future travel desires.
Purpose of Planning
There are many benefits to be gained from thoroughfare planning, but the primary objective is
to insure that the street system will be progressively developed in such a manner as to
adequately serve 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 exist.
Some of the benefits derived from thoroughfare planning are:
1. Each street can be designed to perform a specific function. This permits savings in right-of-way
and construction costs; and encourages stability in travel and land use patterns.
2. Local officials and citizens are informed as to future improvements. Public facilities can be
better located; and damage to property and appearance can be minimized (for example:
buildings and plants can be located to permit future street widening).
3. Residents will know which streets will be developed as major thoroughfares and be able to
make an informed decision when choosing a home.
4. City officials will know when improvements will be needed and can schedule funds
accordingly.
Objectives of Thoroughfare Planning
The primary aim of a thoroughfare plan is to guide the development of the urban street system
in a manner consistent with the changing land use and resulting traffic patterns. A thoroughfare
plan will enable street improvements to be made as traffic demands increase, and it helps
eliminate unnecessary improvements, so needless expense can be averted. By developing the
urban street system to keep pace with increasing traffic demands, a maximum utilization of the
system can be attained, requiring a minimum amount of land for street purposes. In addition to
providing for traffic needs the thoroughfare plan should embody those details of good urban
planning necessary to present a pleasing and efficient urban community. The location of
present and future population, commercial, and industrial development affects major street and
highway locations. Conversely, the location of major streets and highways within the urban
area will influence the urban development pattern.
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Transportation Plan Technical Report - Southport, North Carolina
Other objectives of a thoroughfare plan include:
•
•
•
•
Providing for the orderly development of an adequate major street system as land
development occurs,
Reducing travel and transportation costs,
Reducing the cost of major street improvements to the public through the
coordination of the street system with private action,
Enabling private interests to plan their actions, improvements, and development with
full knowledge of public intent,
Minimizing disruption and displacement of people and businesses through long
range advance planning for major street improvements,
Reducing environmental impacts, such as air pollution, resulting from transportation,
and
Increasing travel safety.
Operational Efficiency
The operational efficiency of a street is improved by increasing the capability of the street to
carry vehicular traffic and people. In terms of vehicular traffic, the capacity of a street is the
maximum number of vehicles that can pass a given point on a roadway during a given period
under prevailing roadway and traffic conditions. The physical features of the roadway, nature of
traffic, and weather affect capacity.
Physical ways to improve vehicular capacity include:
New highways - the construction of new highways on new location is an effective
method for relieving traffic congestion on the existing transportation system.
System improvements - congestion is often caused by an inefficient street system.
Developing a more efficient system of streets that will better serve travel desires can
alter travel demand on a facility. A more efficient system can reduce travel distances,
time and cost. Improvements in system efficiency can be achieved through the concept
of functional classification of streets and development of a coordinated major street
system.
Geometric design - improving the geometric design of roadways can significantly
improve operations and traffic flow, resulting in reduced congestion. Design
improvements are based on specified design criteria, traffic volumes, speed, and sight
distance. Geometric design improvements can include improvements to the
horizontal/vertical alignment, greater clearance, adding to the number and width of
lanes, widening shoulders, deleting or improving median crossovers, improving traffic
control devices and improved intersection design. Geometric improvements typically
provide high benefit/cost ratios.
Transportation Plan Technical Report - Southport, North Carolina
Reconstruction - roadway capacity can be increased by reconstructive efforts that
improve the roadways geometric and structural standards, improve the quality of
operation and safety, and by improvements that extend the life-span of the facility.
Roadway widening - capacity can be increased through the addition of new lanes, or
the widening of existing lanes. Drivers perceive wider lanes to be safer and will
therefore travel at higher speeds reducing slow downs and bottlenecks. The addition of
new lanes greatly increases the vehicle-carrying capacity of the facility.
Eliminating roadside obstacles - reduces side friction and improves a driver's field of
sight.
Operational ways to improve street capacity include:
Control of access - a roadway with complete access control can often carry three times
the traffic handled by a non-controlled access street with identical lane width and
number of lanes.
Parking removal - increases capacity by providing additional street width for traffic flow
and reduces friction to flow caused by parking and unparking vehicles.
One-way operation - the capacity of a street can sometimes be increased 20-50%,
depending upon turning movements and street width, by initiating one-way traffic
operations. One-way streets also can improve traffic flow by decreasing potential traffic
conflicts and simplifying traffic signal coordination.
Reversible lanes - may be used to increase street capacity in situations where heavy
directional flows occur at peak periods.
Signal phasing and coordination - uncoordinated signals and poor signal phasing
restrict traffic flow by creating excessive stop-and-go operation.
Turn prohibitions - reduce turn conflicts, congestion, and accidents by eliminating
certain intersection turn movements, primarily during peak hours.
Improved traffic information devices - upgrading traffic control devices provides
better information to the driver and can be beneficial in reducing traffic congestion by
reducing driver confusion and uncertainty.
Altering travel demand is a third way to improve the efficiency of existing streets. Travel
demand can be reduced or altered in the following ways:
Carpools - encourage people to form carpools and vanpools for journeys to work and
other trip purposes; this reduces the number of vehicles on the roadways and raises the
people carrying capability of the street system.
Alternate mode - encourage the use of alternate modes of travel such as transit,
bicycles, or walking for short distance trips.
Transportation Plan Technical Report - Southport, North Carolina
Work hours - encourage industries, business, and institutions to stagger work hours or
establish variable work for employees; this will reduce travel demand in peak periods
and spread peak travel over a longer period.
Growth management - public policy can be used to regulate the location, pattern,
density, and rate of growth of development. Growth regulations are tied to the capacity
of the existing system. The growth management strategy controls congestion by
restricting development unless a means to mitigate congestion impacts is proposed and
implemented. New developments with the potential to cause congestion to increase
beyond predetermined thresholds for a facility can be required to implement strategies
to prevent such increases in congestion.
An example of a growth management policy would be: "A traffic impact analysis would
be required for any project that generates more than 500 vehicle trips per day. Where it
is projected that additional traffic from a project will exceed a volume/capacity ratio of
0.8 on the adjacent streets, increase the peak hour volume by 10% or more, or reduce
the level of service to "D" or below, the project shall not be approved unless and until
provision has been made for the improvement of said condition."
Thoroughfare System Classification
Streets perform two primary functions - traffic service and land service, which when combined,
are basically incompatible. The conflict is not serious if both traffic and land service demands
are low. However, when traffic volumes are high, conflicts created by uncontrolled and
intensely used abutting property leads to intolerable traffic flow friction and congestion.
The underlying concept of the thoroughfare plan is that it provides a functional system of
streets, which permits travel from origins to destinations with directness, ease, and safety.
Different streets in the system are designed and called on to perform specific functions, thus
minimizing the traffic and land service conflict. Streets are categorized as to function as local
access streets, minor thoroughfares, or major thoroughfares.
Local Access Streets provide access to abutting property. They are not intended to carry
heavy volumes of traffic and should be located such that only traffic with origins and
destinations on the streets would be served. Local streets may be further classified as either
residential, commercial, and/or industrial depending upon the type of land use which they serve.
Minor Thoroughfares are more important streets on the city system. They collect traffic from
local access streets and carry it to the major thoroughfares. They may in some instances
supplement the major thoroughfare system by facilitating minor through traffic movements. A
third function that may be performed is that of providing access to abutting property. They
should be designed to serve limited areas so that their development as major thoroughfares will
be prevented.
Major Thoroughfares are the primary traffic arteries of the city. Their function is to move intra-city
and inter-city traffic. The streets that comprise the major thoroughfare system may also
serve abutting property, however, their principle function is to carry traffic. Therefore, direct
property access should not be permitted on major thoroughfares. They should not be bordered
by uncontrolled strip development because such development significantly lowers the capacity
Transportation Plan Technical Report - Southport, North Carolina
of the thoroughfare to carry traffic and each driveway is a danger and an impediment to traffic
flow. Major thoroughfares may range from a two-lane street carrying minor traffic volumes to
major expressways with four or more traffic lanes. Parking normally should not be permitted on
major thoroughfares.
Idealized Major Thoroughfare System
A coordinated system of major thoroughfares forms the basic framework of the urban street
system, thus improving system efficiency through layout. A major thoroughfare system that is
most adaptable to desire lines of travel within an urban area is the radial-loop system. It
permits movement between various areas of the city with maximum directness.
This system consists of several functional elements - radial streets, crosstown streets, loop
system streets, and bypasses.
Radial Streets provide for traffic movement between points located on the outskirts of the city
and the central area. This is a major traffic movement in most cities, and the economic strength
of the central business district depends upon the adequacy of this type of thoroughfare.
If all radial streets crossed in the central area, an intolerable congestion problem would result.
To avoid this problem, it is very important to have a system of Crosstown Streets that form a
loop around the central business district. This system allows traffic moving from origins on one
side of the cental area to destinations on the other side to follow the area's border. It also
allows central area traffic to circle and then enter the area near a given destination. The effect
of a good crosstown system is to free the cental area of crosstown traffic thus permitting the
central area to function more adequately in its role as a business or pedestrian shopping area.
Loop System streets move traffic between suburban areas of the city. Although a loop may
completely encircle the city, a typical trip may be from an origin near a radial thoroughfare to a
destination near another radial thoroughfare. Loop streets do not necessarily carry heavy
volumes of traffic, but they function to help relieve central areas. There may be one or more
loops, depending on the size of the urban area. They are generally spaced one-half mile to one
mile apart, depending on the intensity of land use.
A Bypass is designed to carry traffic through or around the urban area, thus providing relief to
the city street system by removing traffic that has no desire to be in the city. Bypasses are
usually designed to through-highway standards, with control of access. Occasionally, a bypass
with low traffic volume can be designed to function as a portion of an urban loop. The general
effect of bypasses is to expedite the movement of through traffic and to improve traffic
conditions within the city. By freeing the local streets for use by shopping and home-to-work
traffic, bypasses tend to increase the economic vitality of the local area.
Application of Thoroughfare Planning Principles
The concepts presented in the discussion of operational efficiency, functional classification, and
idealized major thoroughfare system are the conceptual tools available to the transportation
planner in developing a thoroughfare plan. In actual practice, a thoroughfare plan is developed
for established urban areas and is constrained by the existing land use and street patterns,
existing public attitudes and goals, and current expectations of future land use. Compromises
Transportation Plan Technical Report - Southport, North Carolina
must be made because of these constraints and the many other factors that affect major street
locations.
Throughout the thoroughfare planning process it is necessary from a practical viewpoint that
certain basic principles be followed as closely as possible. These principles are as follows:
1
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The plan should be derived from a thorough knowledge of today's travel - its component
parts, as well as the factors that contribute to it, limit it, and modify it.
2. Traffic demands must be sufficient to warrant the designation and development of each
major street. The transportation plan should be designed to accommodate a large portion
of all major traffic movements on a relatively few streets.
3. The plan should conform to and provide for the land development plan of the area.
4. Certain considerations must be given to urban development beyond the current planning
period. Particularly in outlying or sparsely developed areas that have development
potential, it is necessary to designate thoroughfares on a long-range planning basis to
protect rights of way for future thoroughfare development.
5. While being consistent with the above principles and realistic in terms of travel trends, the
plan must be economically feasible.
Transportation Plan Technical Report - Southport, North Carolina
II. Development of Thoroughfare Plan
The objective of thoroughfare planning is to develop a transportation system that will meet
future travel demand and enable people and goods to travel safely and economically. To
determine the needs of an area, it is important to understand trends related to population,
economy/employment, land use as well as those items relating to the existing transportation
system and it's operational deficiencies.
Population
The traffic volume on any roadway is closely related to the size and distribution of the population
served. By looking at past trends, a good indication of future growth can be determined.
Brunswick County continues to be one of the fastest growing counties in North Carolina. From
1990 to 1999, Brunswick County experienced a growth rate of 36.5%, ranking it 4th
in North
Carolina behind only Wake, Johnston and Union Counties. Table 1 below shows population
trends and projections for Brunswick County, Smithville Township and the City of Southport.
The 2020 projected population shows a slow but steady increase for the City of Southport. This
projection is based in part on the popularity of the Brunswick County area as a population
destination, the availability of suitable land in the Southport area and the past trends concerning
growth in the area.
Table 1: Population Trends and Projections
1970 1975 1980 1985 1990 1995 2000 2010 2020
Brunswick County 24,223 33,900 35,777 44,840 50,985 60,591 70,813 87,371 102,626
Smithville Township 4346 6838 9488 10,735 12,145 15,545 19,898
Southport 2824 2369 2540 2854 3653 4676
• Brunswick County figures from the Office of State Planning
• Smithville Township and Southport figures from the Office of State Planning (up to 1990)
• Smithville Township projections based on growth from 1980 to 1990
• Southport projections based on percentage of township population
Economy and Employment
An important factor in estimating the future traffic growth of an area is its economic base. This
base determines the employment type and size, as well as commuter traffic patterns around the
area. Table 2 below shows the percentage of employed persons by industry in the City of
Southport.
Table 2: City of Southport Em Dloyed Persons by Industry
Occupation % Employed
1980
% Employed
1990
Agriculture, forestry, mining 0% 0%
Construction 8% 1%
Nondurable goods manufacturing 6% 2%
Durable goods manufacturing 0% 4%
Transportation 2% 1%
Communication, other public
utilities
13% 15%
Wholesale trade 2% 2%
Retail trade 16% 17%
Finance, insurance, and real
estate
5% 8%
Business and repair services 3% 4%
Transportation Plan Technical Report - Southport, North Carolina
Personal, entertainment and
recreational services
7% 8%
Health services 8% 11%
Educational services 10% 9%
Other professional and related
services
4% 5%
Public Administration 12% 11%
Fishing 5% 2%
Source: 1990 Southport Land Use Plan and 1990 U.S. Census
The table below shows the largest industrial employers in the Southport area.
Table 3: Southport Area Major Industrial Employers, 1995
Industry Product Employees
Archer Daniel Midland Co. Organic citric chemicals 200
Carolina Power and Light Electrical Provider 894
Caroon, CB Crab Co. Inc. Crab meats/products 30
Cogentrix, Inc. Cogeneration facility 18
State Port Pilot Newspaper publishing 15
Tri-Tech, Inc. Police/law enforcement supplies 50
Total 1207
Source: 1995 NC Manufacturers Directory
No significant change to Southport's employment is expected within the planning period.
Suitable land for industrial and commercial development does exist, but this development is
projected to be slow and follow the existing development pattern very closely.
Land Use
Single-family residential housing generally dominates and use in Southport. This includes two
new subdivisions in the area of NC21 1/Ferry Road; the Landing and Harbor Oaks. Minor
changes have occurred in the past 10 years, but major commercial areas continue to be in the
central business district, marine related commercial uses in the State Ports Authority small boat
harbor area, strip commercialization along Howe Street, and development around the
intersection of NC 87 and NC 211
.
The following land use summary provides an analysis of uses by land use category and a
comparison of 1985, 1990 and 1997 land use acreage.
Table 4: Existing Land Use Within Total Planning Jurisdiction
Land Use 1 997 Acres 1990 Acres 1985 Acres
Single-family 645.8 529.0 463.5
Multi-family 39.2 31.7 15.0
Mobile Home 20.9 24.7 18.1
TOTAL RESIDENTIAL 705.9 585.4 496.6
Commercial 122.7 111.3 101.2
Industrial 124.8 124.8 3.6
Institutional 85.0 83.2 85.2
Parks and Open Space 25.1 17.0 17.0
Tans/Comm/Util 595.3 560.8 518.1
Undeveloped 1981.3 2157.5 2418.3
TOTAL ACREAGE 3640.1 3640.0 3640.0
Sources: 1985 figures - Southport Land Use Plan Update, 1985; 1990 figures
1990; 1997 figures - Windshield survey by Holland Consulting Planners, Inc.
Southport Land Use Plan Update,
Transportation Plan Technical Report - Southport, North Carolina
The City of Southport is not likely to experience drastic changes in land use within the planning
horizon. Development will be gradual, as vacant land is used for primarily residential housing
and to a lesser extent, commercial use. The projected land uses will more than likely develop
as follows:
Commercial development will continue along the Howe street corridor, around the intersection
of NC 21 1 and NC 87 and along NC 21 1 between "Beach Road" and NC 87.
No significant industrial development is expected within the corporate limits. Industrial
development would be encouraged outside the corporate limits generally North of Jabbertown
Road, East of NC 87 and North of the city limit line to the East of Leonard Street.
Residential housing is expected to develop primarily to the west/northwest of the Central
Business District in the area near and around the Smithville Woods subdivision, and in the
vicinity of NC 21 1 /Ferry Road near and around the subdivisions in that area (The Landing and
Harbor Oaks).
Travel Demand
The City of Southport is served primarily by NC 21 1 and NC 87, which feed into the area just
north of the Southport City limits. NC 21 1 (Howe Street) then serves as a "main street" through
town to it's intersection with Moore Street. Moore Street then becomes NC 21 1 that ends at the
North Carolina Ferry terminal. A list of the city's major roads can be seen below and a map of
the road system within the planning area can be seen in Figure 2.
Major thoroughfares include NC 87, NC 21 1 , NC 1 33, and the Dosher Cut-off Road.
Minor thoroughfares include West Street, Fodale Avenue, Leonard Street and Jabbertown
Road.
Travel demand is satisfied by the individual characteristics of each facility (i.e. number of lanes,
lane width, etc.). The North Carolina Department of Transportation classifies the extent of travel
demand by annually reporting Average Annual Daily Traffic (AADT) counts for road sections in
North Carolina. Figure 3 shows the AADT volumes on facilities in the Southport Planning Area
for 1997 and projected AADT volumes for 2025.
Past trends, land use, as well as certain other factors influence future growth in traffic volumes.
Traffic has increased and is expected to increase on the major facilities in the planning area.
These include NC 21 1 - Howe Street through town, NC 87 and NC 133, NC 21 1 to Long Beach
Road, Dosher Cut-Off Road, and Moore Street/Ferry Road. Figure 3 shows the projected
AADT volumes on facilities in the Southport Planning Area for 2025.
Capacity Analysis
Capacity represents the maximum amount of traffic that can be accommodated by a given
facility under existing roadway and traffic conditions. The traffic volume relationship to the
roadway capacity will determine the level of service being provided. The traffic engineering
community has identified six levels of service that describe the range of possible conditions.
These six levels of service are illustrated and defined in Appendix A3.
Figure 4 shows the anticipated 2000 capacity deficiencies on facilities in the Southport Planning
Area.
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Transportation Plan Technical Report - Southport, North Carolina
Capacity deficiencies exist primarily in two locations at the end of the planning horizon, in the
year 2025. Traffic congestion is expected to worsen along NC 21 1 from Beach Road into
Southport and through town to Leonard Street. It is also expected to worsen on NC 87/NC133
coming south, utilizing the Dosher Cut-Off Road and heading towards Oak Island. The 2025
capacity deficiencies can be seen in Figure 5.
In meetings with town officials and Southport citizens, some areas/roads were denoted as
problems. This information was included in the evaluation for determination of the
recommended thoroughfare plan.
Noted concerns/problem areas include:
• NC 21 1 from 1
2
th Street to Beach Road
This facility serves as the "gateway" to Southport being the main entrance and really only
one of two ways to get to the area. This is a partially tree lined roadway that is currently a
two lane facility.
• NC 87/NC 1 33 from planning area boundary to NC 21
1
These facilities serve as an entrance to the Southport area bringing traffic south from I-40
and the Wilmington area.
• Dosher Cut-Off Road
This facility serves as a "short cut" for traffic coming down NC 87/NC 133 with a final
destination in the vicinity of Oak Island. While it does not directly affect traffic in the
Southport corporate limits, it does affect traffic coming into the Southport area and traffic
exiting the Southport area headed to Oak Island.
• NC 21 1 through Central Business District (Howe Street)
NC Ferry Operation Traffic
This also includes industrial traffic from the same side of town.
Direct connection from Southport to Oak Island that would serve as an alternative to NC 21
1
-NC 133
•
•
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Transportation Plan Technical Report - Southport, North Carolina
III. Thoroughfare Plan
A thoroughfare plan identifies existing and anticipated future deficiencies in the transportation
system and uncovers the need for new facilities. The thoroughfare plan also provides a
representation of the existing highway system by functional use, which includes major
thoroughfares, minor thoroughfares, and the local street system.
This chapter presents the thoroughfare plan recommendations. This thoroughfare plan was
developed by evaluating past and current data, future trends, and input from City of Southport
staff and citizens. It is the goal of this study to recommend a plan for the transportation system
that will serve the anticipated traffic and land development needs of the City of Southport over
the next 25 years. The primary objective of this plan is to reduce traffic congestion and improve
safety by eliminating both existing and anticipated deficiencies in the thoroughfare system.
These recommendations are shown in Figure 6.
Major Thoroughfares
NC 211 from Beach Road to Fodale Avenue
It is recommended that this existing roadway be widened to a 4-lane divided facility. Traffic
volumes along this road are anticipated to increase gradually as population increases, land
develops and the Southport/Oak Island area continues to be an attractive tourist destination.
This route serves as a "gateway" to Southport, however it's existing 2-lane cross section is
already becoming congested. The drive into Southport on this facility is a picturesque journey,
with one passing large oak trees on both sides of the roadway. Right of way is limited and the
importance of these trees cannot be taken too lightly, however as Southport grows and
develops, this main (and really only) entrance into town will require a major redesign. Right of
way is available for an intermediate widening to a 3-lane section. This however would only
temporarily help ease congestion and only in one direction (3 lanes of through traffic here would
provide greater capacity then a cross section with 2 lanes of through traffic and a center turn
lane). Southport cannot hope to continue attracting residents, business and tourist traffic
without providing a safe and reliable (non congested) facility into town. This precipitates the
need for a 4-lane divided facility. This type of cross section could be designed in such a way as
to minimize impacts on the existing tree canopy (at least one side) and to maximize the
picturesque quality one feels when entering the Southport area now. This 4-lane divided facility
is also a continuation of recommendations from the Oak Island Thoroughfare Plan adopted in
1998. That plan recommended widening NC 211 to a 4-lane divided facility from the proposed
location of the second Oak Island Bridge to the CP&L canal just southeast of the Dosher Cut-off
Road (the edge of the study planning boundary).
NC211 (Howe Street)
It is recommended that this existing roadway be widened to a 4-lane facility. This road currently
exists as a 2-lane facility with intermittent parking on one or both sides. Turning vehicles in both
directions worsens traffic congestion, as residential and commercial development exists along
this stretch of road. This coupled with the numerous existing cross streets at close intervals
makes matters that much worse. However, the general problem with this facility is the traffic
volume wishing to utilize this roadway. The entire stretch of roadway is a destination and traffic
volumes are expected to increase throughout the planning period. Intermediate steps could be
taken to improve this roadway including traffic signals (when warranted) to improve cross street
movements, partial removal of parking to accommodate additional turn lanes, etc. It is
envisioned that the ultimate cross section of this roadway could be built without the additional
need of right of way in most places. This would however eliminate on-street parking and this
11
Transportation Plan Technical Report - Southport, North Carolina
fact should be taken into consideration as this roadway develops and as parking policies are
debated and designed.
NC87/NC133
It is recommended that this existing roadway be widened to a 5-lane divided facility. Currently
much of this section of road exists as a 3-lane section. Projected traffic volumes imply the need
for a 5-lane facility. This facility could be designed in much the same way as NC 21 1 as
proposed above, with a landscaped median that provides a picturesque entry into the Southport
area.
Dosher Cut-Off Road (TIP Project # R-3324)
This project exists as part of the NCDOT Transportation Improvement Program. Money has
been set aside to fund this project with planning scheduled to begin in 2003. Construction is
scheduled to begin tentatively in 2008. This facility would provide a more direct connection from
NC 87/NC 133 to the Oak Island area. It would help to alleviate traffic congestion directly
caused by traffic heading to Oak Island on portions of NC 87 and NC 21 1 . It is recommended
that Southport continue to endorse this project and keep working with local and state officials to
keep the schedule on track.
Minor Thoroughfares
Northern Connector
It is recommended that a 2-lane facility be constructed on new location. This road will connect
Leonard Street with NC 87 and provide an alternative to NC 21 1 for traffic heading towards
Wilmington and Interstate 40. This facility, in conjunction with Yaupon Drive (see below) will
help to alleviate traffic from being forced to utilize Howe Street through town or Jabbertown
Road (a residential street). Currently, all NC ferry traffic as well as industrial traffic located on ~
the southeastern side of town generally use NC 21 1 as the ingress/egress into and out of
Southport. The Southport - Fort Fisher Ferry operates from a facility at the end of NC 21 1 . It is
also anticipated that the Bald Head Island Ferry operation will begin operations near this
location in 2001. The Bald Head Island Ferry and the Southport - Fort Fisher Ferry each
currently carry approximately 400,000 passengers per year. This traffic coupled with the
industrial traffic from the ADM and Cogentrix plants will be able to bypass the already congested
strip of Howe Street through Southport. Southport downtown business's voiced a concern
about a loss of business due to this proposed bypass of the downtown district. These concerns
could be eased with proper signage during the construction and operation of this new facility. A
sign directing people to "Historic Downtown Southport" is in most cases a much more effective
way of drawing tourist traffic. Those people truly wishing to bypass the congested part of
downtown (local residents, through trips, etc.) would then be free to ease the traffic woes of
those utilizing downtown as a destination. This route could also be utilized as an evacuation
route for the southeastern side of Southport in the event of natural or man-made disasters.
Yaupon Drive
It is recommended that this existing right of way be constructed as a two lane facility. This road
would connect Moore Street in the vicinity of the Ferry Road to Leonard Street. When used in
conjunction with the Northern Connector, this provides a "bypass" of the downtown area, and an
alternative evacuation route in times of disaster.
Other Minor Thoroughfares
No major improvements are required on the other minor thoroughfares in town: West Street,
Fodale Avenue, Leonard Street and Jabbertown Road. However, these roadways should be
12
Transportation Plan Technical Report - Southport, North Carolina
widened in narrow sections to 24 feet to meet secondary road standards and for capacity, safety
and driver comfort reasons.
Local streets in town could also be widened when possible to 24 feet for the same reasons.
Alternate Modes
Transit
There is currently no transit service within the City of Southport or surrounding area. No service
is expected within the planning period.
Bicycle and Pedestrian Transportation
Southport is a wonderful friendly place for bicyclist and walking enthusiasts. Southport has city
designated bicycle routes as well as North Carolina designated bicycle routes. There is also a
designated self-guided walking tour. Southport is committed to providing safe and enjoyable
bicycle and pedestrian facilities. The specific routes as well as some future improvement
information can be found below.
Bicycle Routes
The City of Southport maintains five and one-half miles of designated bicycle routes. These
routes follow quiet neighborhood streets, connecting Southport's major attractions. These
routes are signed with a green and white bike route sign. Facilities within these routes include:
Bay Street, West Street, Atlantic Avenue, 9th
Street, Indigo Plantation Drive, Fodale Drive, and
Moore Street.
In North Carolina, the Office of Bicycle and Pedestrian Transportation within the North Carolina
Department of Transportation has created a system of Bicycling Highways. Ten different routes
which cover 3,000 miles of lightly-traveled country roads currently comprise the system. Two of
these routes exist in Southport. The Cape Fear Run is a 160-mile route that roughly parallels
the course of the Cape Fear River through the coastal plain to the sea. This route terminates in
Southport utilizing the Southport-Fort Fisher Ferry connection. This route is designated as Bike
Route 5.
The Ports of Call route consists of 300 miles of roadway that take you to all the major ports of
the colonial era. This route enters Southport on NC 21 1, utilizes Howe Street and Moore Street
and exits the Southport area on the Southport-Fort Fisher Ferry. This route is designated as
Bike Route 3.
These routes can be seen in Figure 8.
Walking Trail/Tour
The City of Southport Historical Society maintains a self guided walking tour of much of the
downtown area. This walking tour utilizes existing city facilities while giving the visitor a glimpse
into the rich history of Southport. This tour begins at the Southport Visitor's Center and makes a
circuitous route around the downtown area utilizing Moore Street, Bay Street, Atlantic Avenue
among others.
13
1
Transportation Plan Technical Report - Southport, North Carolina
Bicycle Projects
One current project exists in the NCDOT Transportation Improvement Program. Project E-4004
will add wide paved shoulders to NC 21 1 from Rhett Street to the NC Ferry Terminal. This
project will be a benefit to bicyclists utilizing either Southport's Bicycle Route along NC 21 1 or
those using the NC Bicycle Route along this road. This project is expected to be completed in
2001.
For any information about bicycle routes or projects in Southport, or to request/discuss future
projects, please contact the Office of Bicycle and Pedestrian Transportation of the NCDOT.
14
Transportation Plan Technical Report - Southport, North Carolina
IV. Implementation
Implementation is one of the most important aspects of the transportation plan. Unless
implementation is an integral part of this process, the effort and expense associated with
developing the plan is lost. There are several tools available for use by the Town of Southport
to assist in the implementation of the thoroughfare plan. They are as follows:
State-Municipal Adoption of the Thoroughfare Plan
The Town of Southport and the North Carolina Department of Transportation have mutually
approved the thoroughfare plan shown in FIGURE 1. This mutually approved plan serves as a
guide for the Department of Transportation in the development of the road and highway system
for Southport. The approval of the plan by the town enables standard road regulations and land
use controls to be used effectively in the implementation of this plan.
Subdivision Controls
Subdivision regulations require every subdivider to submit to the Town Planning Commission a
plan of any proposed subdivision. It also requires that subdivisions be constructed to certain
standards. Through this process, it is possible to require the subdivision streets to conform to
the thoroughfare plan and to reserve or protect (dedicate) necessary right-of-way for projected
roads and highways that are to become a part of the thoroughfare plan. The construction of
subdivision streets to adequate standards reduces maintenance costs and simplifies the
transfer of streets to the State Highway System.
Land Use Controls
Land use regulations are an important tool in that they regulate future land development and
minimize undesirable development along roads and highways. The land use regulatory system
can improve highway safety by requiring sufficient setbacks to provide for adequate sight
distances and by requiring off-street parking.
Development Reviews
Driveway access to a state-maintained street or highway is reviewed by the District Engineer's
office and by the Traffic Engineering Branch of the North Carolina Department of
Transportation. In addition, any development expected to generate large volumes of traffic
such as shopping centers, fast food restaurants, or large industries may be comprehensively
studied by staff from the Traffic Engineering Branch, and/or Roadway Design Unit of the
NCDOT. If done at an early stage, it is often possible to significantly improve the
development's accessibility while preserving the integrity of the thoroughfare plan.
Funding Sources
Transportation Improvement Program
North Carolina's Transportation Improvement Program (TIP) is a document which lists all major
construction projects the Department plans for the next six years. Similar to local Capital
Improvement Program projects, TIP projects are matched with projected funding sources.
15
Transportation Plan Technical Report - Southport, North Carolina
Each year when the TIP is updated, completed projects are removed, programmed projects are
advanced, and new projects are added.
During annual TIP public hearings, municipalities request projects to be included in the TIP. A
Board of Transportation member reviews all of the project requests in a particular area of the
state. Based on the technical feasibility, need, and available funding, the board member
decides which projects will be included in the TIP. In addition to highway construction and
widening, TIP funds are available for bridge replacement projects, highway safety projects,
public transit projects, railroad projects, and bicycle projects. For information on the TIP
process or specific questions about a TIP project, contact the TIP Development Unit of the
NCDOT.
Public Access Funds
If an industry, school or volunteer fire department wishes to develop property that does not
have access to a state maintained highway and certain conditions are met, then funds may be
made available for construction of an access road. For more information on public access
funds, please contact the appropriate Division Engineer.
Small Urban Funds
Small Urban funds are annual discretionary funds made to municipalities with qualifying
projects. The maximum amount is $150,000 per year per project. A town may have multiple
projects. Requests for Small Urban Fund assistance should be directed to the appropriate
Board of Transportation member and Division Engineer.
The North Carolina Highway Trust Fund Law
The Highway Trust Fund Law was established in 1989 as a plan with four major goals for North
Carolina's roads and highways. These goals are:
1
.
To complete the remaining 2,768 km (1 ,71 6 mi.) of four lane construction on the 5,800 km
(3,600 mi.) North Carolina Inrastate System.
2. To construct a multilane connector in Asheville and portions of multilane loops in Charlotte,
Durham, Greensboro, Raleigh, Wilmington, and Winston-Salem.
3. To supplement the secondary roads appropriation in order to pave, by 1999, 16,100 km
(10,000 mi.) of unpaved secondary roads carrying 50 or more vehicles per day, and all
other unpaved secondary roads by 2006.
4. To supplement the Powell Bill Program.
For more information on the Highway Trust Fund Law, contact the Program Development
Branch of the North Carolina Department of Transportation.
16
1
Figures
y*~ ""
1 1 1 1
4
X.
/
/
/
/&
Brunswick Cc
Airport
LEGEND
EXISTING PROPOSED
MAJOR
MINOR
ADPOTED BY:
CITY OF
SOUTHPORT
PUBUC
HEARING
JULY 13, 2000
JULY 13, 2000
RECOMMENDED BY
STATEWIDE PLANNING SEPTEMBER 11. 2000
NORTH CAROLINA
DEPARTMENT OF
TRANSPORTATION OCTOBER 13, 2000
FIGURE 1
JULY 13, 2000
THOROUGHFARE
PLAN FOR
SOUTHPORT
Brunswick County
NORTH CAROLINA
NORTH CAROUNA DEPARTMENT OF TRANSPORTATION
STATEWIDE PLANNING BRANCH
U-S.DS»ARTMeJT OF TRANSPORTATION
FEDBtAl HIGHWAY ADMINISTRATION
3000 4500 6000 7500 9000
Bos* Mop Date
April 12, 2000
LEGEND
EXISTING PROPOSED
MAJOR
MINOR
ADPOTED BY:
CITY OF
SOUTHPORT
RECOMMENDED BY
STATEWIDE PLANNING SBTEMa II. 2000
NORTH CAROLINA
DEPARTMENT OF
TRANSPORTATION OCTOKK 13.2000
FIGURE 1
JULY 13, 2000
THOROUGHFARE
PLAN FOR
SOUTHPORT
Brunswick County
NORTH CAROLINA
FIGURE 2
mmmmmmMMmmmsiMM
PLANNING AREA
BOUNDARY
SOUTHPORT
Brunswick County
NORTH CAROLINA
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
STATEWIDE PUMMNG BRANCH
U-SDEPARTMENT OF TRANSPORTATION
FEDERAL HKHWAY ADMINBTRATTON
3000 4500 7500 9000
scow in fMt
Bom Mop Do**
April 12, 2000
FIGURE 2
PLANNING AREA
BOUNDARY
SOUTHPORT
Brunswick County
NORTH CAROLINA
Brunswick County
Airport
"1
LEGEND
[ 0000011997 Avg. Annual Daily Traffic Count
MKXW2025 Avg. Annual Daily Traffic Count
FIGURE 3
AVERAGE DAILY
TRAFFIC COUNTS
SOUTHPORT
Brunswick County
NORTH CAROLINA
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
STATEWIDE PLANNING BRANCH
9000
U.S.DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
7500
teal* in feat
Bote Map Date
April 12, 2000
'*-
211
U r
{'
1 \
5600
10000
•--'
A
6200
11000
"\L
C*7
12000
19800
7300 t
12600
13500
22400
2700
5600 IS17 1900
1800 3100
Ssraajj / 3400 L
i{ /wmm.
LEGEND
i)1997 Avg. Annual Daily Traffic Count
2025 Avg. Annual Daily Traffic Count
FIGURE 3
AVERAGE DAILY
TRAFFIC COUNTS
SOUTHPORT
Brunswick County
NORTH CAROLINA
Brunswick County
Airport
LEGEND
Near Capacity
Over Capacity
FIGURE 4
2000
CAPACITY
DEFICIENCIES
SOUTHPORT
Brunswick County
NORTH CAROLINA
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
STATEWIDE PLANNING BRANCH
1500
U4.D6PARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
30i00—ii4i5i00-
J.^;,..>.v
scale in feat
Base Map Date
April 12, 2000
mm
LEGEND
Near Capacity
^ Over Capacity
FIGURE 4
2000
CAPACITY
DEFICIENCIES
SOUTHPORT
Brunswick County
NORTH CAROLINA
Brunswick County
Airport
LEGEND
Near Capacity
»^» Over Capacity
FIGURE 5
2025
CAPACITY
DEFICIENCIES
SOUTHPORT
Brunswick County
NORTH CAROLINA
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
STATEWIDE PUNNING BRANCH
m en—mew wm m
U-S-DEPAKTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
900Z
scale in feat
Base Map Date
April 12, 2000
iC^z
HI
/
/
V
Brunswick County
Airport
/<
<&
I
LEGEND
WIDENING NEW LOCATION
TIP PROJECT R-3324 saisissafiiiiSiBis assa sb ies
4 LANE DIVIDED
5 LANE
4 LANE
2 LANE
msiimmsim jkm sss sss
FIGURE 6
2025
RECOMMENDED
IMPROVEMENTS
SOUTHPORT
Brunswick County
NORTH CAROLINA
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
STATEWIDE PLANNING BRANCH
U.S.DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
tai^^^ter-v—'
—3000 4500 rjMmvwwggg
6000 7500 9000
- .'''—-—
scale in fo«t
Base Map Dot*
Apri!12, 2000
H2SS5S
WIDENING NEW LOCATION
2025
RECOMMENDED
IMPROVEMENTS
SOUTHPORT
Brunswick County
NORTH CAROLINA
r
Environmental Factors
LEGEND
e Occurence Sites (Restricted-100k)
.-NR (Restricted-100k)
NR (Restricted-100k)
.-SL(Restricted-IOOk)
te Facilities (24k)
| Waste Facilities (Unverified 24k)
Areas (Haz. Subs. Dispos Sites)
•c-24k)
- no attributes)
toute
ivided
yjndivided
^Divided
j MJndivided
tied
divided
jets
r nRd
, Ramp
'lents
Parkway
/ice Rd
k TIGER w/ attributes)
al Habitat Areas (1 mile buffer-24k)
y Wetlands
igh)
ality Wetlands
k Wetlands
ers/Streams (100k)
jor Rivers/Streams (100k)
jor Water Bodies (100k)
s (100k)
atersheds (24k)
ioundaries (24k)
WA
0.4
Figure 7 - Southport Environmental Factors
LEGEND
lj Nat. Heritage Occurence Sites (Restricted-100k)
& Hist. Struct-NR (Restricted-100k)
VI: Hist Dist -NR (Restricted-100k)
& Hist. Struct -SL(Restricted-1 00k)
A Solid Waste Facilities (24k)
N Hazardous Waste Facilities (Unverified 24k)
jgfj Superfund Areas (Haz Subs Dispos Sites)
Marinas (arc-24k)
Roads (DOT 24k - no attributes)
/\/ Interstate Route
fsj US Route Divided
/\/US Route Undivided
,A/ NC Route Divided
/\/NC Route Undivided
A/' SR 4L Divided A/ SR4L Undivided
/\/ SR 2L T-51
/\ 'SR2LT-41
SR 2L T-20
SR2LT-10
Urban Streets
Non-System Rd
Service Rd, Ramp
Misc Segments
y*v'B!ue Ridge Parkway
Forest Service Rd
Trail
Unknown
Roads (100k TIGER til attributes)
Prop Critical Habitat Areas (1 mile buffer-24k)
DCM Wetlands
HI High Quality Wetlands B Pocosin (High)
~H Medium Quality Wetlands
ffi Low Quality Wetlands
Hydro - Rivers/Streams (100k)
V' Hydro - Maior Rivers/Streams (100k)
Hydro - Mapr Water Bodies (100k)
HQW Zones (100k)
Water Supply Watersheds (24k)
Critical
Protected
Municipal Boundaries (24k)
r^
Brunswick County
Airport
LEGEND
CITY OF SOUTHPORT
BIKE ROUTE
NC BIKE ROUTE #3
NC BIKE ROUTE #3 & 6
CITY OF SOUTHPORT
BIKE ROUTE & NC BIKE
ROUTE #3
.;;;;,; (ggu >:-~ i-n irt
£ 8
BICYCLE
ROUTES
SOUTHPORT
Brunswick County
NORTH CAROLINA
!!» I Cr TW
NORTH CAROLINA DEPARTMENT OF TRANSPORTATION
STATEWIDE PLANNING BRANCH
9000
U.S.DEPARTMENT OF TRANSPORTATION
FHJERAL HIGHWAY ADMINISTRATION
3000 4500 6000 7500
scale in feet
Bote Map Date
April 12, 2000
MSMaS
£
LEGEND
CITY OF SOUTHPORT
BIKE ROUTE
NC BIKE ROUTE #3
NC BIKE ROUTE #3 & 6
CfTY OF SOUTHPORT
BIKE ROUTE & NC BIKE
ROUTE #3
FIGURE 8
BICYCLE
ROUTES
SOUTHPORT
Brunswick County
NORTH CAROLINA
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TYPICAL THOROUGHFARE CROSS SECTIONS
-70m _
228'
'>fj?>»f}rrj}>frw»Httt»7777i
46' MINIMUM
MEDIAN
)/>»»»/»»//>)/>/»»////777TA
FOUR LftNES DIVIDED WITH MEDIAN - FREEWAr
B.
.75m
1.5m I I X3m - 3.6m
5' p*
S.W.
&gi
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1 ^-".P 1
3»--iyl
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SEVEN LANES - CURB & CUTTER
zzra
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3.3m - 16m I 13m - 16m I 3.3m -
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"'Hi'wwwwJwwww/Jw^^^^ --1
.75m
13m - 3£m I I 1.5m
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FIVE LANES - CURB & CUTTER
M»
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11' - 12' 13
\i&»»»t>»t»>tbf»>>»>/>»t>»/»///>/t/»//»)mitoii^^
SIX LANES DIVIDED WITH RAISEO MEDIAN - CURB » CUTTER
APPENDIX A
5-8-95
TYPICAL THOROUGHFARE CROSS SECTIONS
MpP
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>r- « r ii' - iz"
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FOUR LANES DIVIDED WITH RAISED MEDIAN - CURB & GUTTER
28m to 33m
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m
Transportation Plan Technical Report - Southport, North Carolina
Appendix A2
A2. Public Involvement
In 1998, the Statewide Planning Branch of the North Carolina Department of Transportation
received a request from the City of Southport to update their Thoroughfare Plan. Southport had
previously adopted a thoroughfare plan in 1960. In 1984, Southport along with the other
municipalities in the region adopted a Brunswick County Thoroughfare Plan. It was Southport's
goal to develop a new plan to help guide transportation decisions in the future.
The first meeting was held on August 18, 1998 between the Southport City Manager and
officials from the Statewide Planning Branch of the NCDOT. At this time, some general themes
and problem areas concerning transportation were discussed. Some noted problem areas were
the intersections of Howe Street and 12th
Street, NC 87 and NC 21 1 , and Howe Street and West
Street; traffic on NC 21 1 through town; traffic on the Dosher Cut-off Road and some question as
to an east-west connector facility proposed in the Brunswick County Thoroughfare Plan.
On September 17, 1998 NCDOT officials attended a regularly scheduled meeting of the
Southport Planning Board to present information related to thoroughfare planning and solicit
ideas and concerns from the planning board on transportation "problems" in the Southport area.
In general the planning board suggestions mirrored those from the earlier meeting with the City
Manager. One added area of concern or emphasis point was the possible addition of a
"northern connector" that would link the NC Ferry Terminal to NC 87 or NC 21 1 without utilizing
NC 21 1 through the downtown area.
On January 21, 1999 a subsequent meeting was held with the Southport Planning Board to give
an update on the work being done as well as solicit input on the best way to help involve the
citizens of Southport in the planning process beyond their participation in Planning Board
meetings. It was decided here that after initial recommendations had been formulated, a public
workshop would be held before a regularly scheduled Planning Board meeting which would
allow citizens a chance to view recommendations from the NCDOT as well as comment in a non
formal setting on these recommendations.
Due to a number of natural disasters along the North Carolina Coast coupled with a hectic
schedule among NCDOT employees, the next meeting in Southport didn't occur until April 20,
2000. This meeting consisted of a public workshop to present recommendations and hear
concerns/comments from the public and a public hearing at the Planning Board Meeting for the
purpose of presentation to the Planning Board as well as a formal opportunity for citizen input.
The recommended thoroughfare plan was presented at this meeting. Citizens were concerned
about the placement of the proposed "northern connector" and it's proximity to a neighborhood
near Leonard Street. This concern was noted and ultimately the location of this connector was
changed.
On June 15, 2000 the final recommended Thoroughfare Plan was presented to the Planning
Board and they voted unanimously to recommend this plan to the Southport Board of Alderman.
Finally, on July 13, 2000 the Southport Board of Alderman voted to approve the Southport
Thoroughfare Plan.
A2
Transportation Plan Technical Report - Southport, North Carolina
Appendix A3
A3. Level of Service Definitions
The various levels of service are defined below for uninterrupted flow facilities, but the basic
concepts apply to all roads.
LOS A
Represents free flow. Individual users are virtually unaffected by the presence of others in the
traffic stream. Freedom to select desired speeds and to maneuver within the traffic stream is
extremely high. The general level of comfort and convenience provided to the motorist,
passenger, or pedestrian is excellent.
LOSB
Is in the range of stable flow, but the presence of other users in the traffic stream begins to be
noticeable. Freedom to select desired speeds is relatively unaffected, but there is a slight
decline in the freedom to maneuver within the traffic stream from LOS A. The level of comfort
and convenience provided is somewhat less than at LOS A, because the presence of others in
the traffic stream begins to affect individual behavior.
LOSC
Is in the range of stable flow, but marks the beginning of the range of flow in which the operation
of individual users becomes significantly affected by interactions with others in the traffic stream.
The selection of speed is now affected by the presence of others, and maneuvering within the
traffic stream requires substantial vigilance on the part of the user. The general level of comfort
and convenience declines noticeably in this range.
LOSD
Represents high-density, but stable flow. Speed and freedom to maneuver are severely
restricted, and the driver or pedestrian experiences a generally poor level of comfort and
convenience. Small increases in traffic flow will generally cause operational problems at this
level.
LOSE
Represents operating conditions at or near the capacity level. All speeds are reduced to a low,
but relatively uniform value. Freedom to maneuver within the traffic stream is extremely difficult,
and it is generally accomplished by forcing a vehicle or pedestrian to "give way" to
accommodate such maneuvers. Comfort and convenience levels are extremely poor, and
driver or pedestrian frustration is high. Operations at this level are usually unstable because
small increases in flow or minor perturbations within the traffic stream will cause breakdowns.
LOSF
Is used to define forced or breakdown flow. This condition exists wherever the amount of traffic
approaching a point exceeds the amount that can traverse the point. Queues form behind such
locations. Operations within the queue are characterized by stop-and-go waves, and they are
extremely unstable. Vehicles may progress at reasonable speeds for several hundred feet or
more then be required to stop in a cyclic fashion. LOS F is used to describe the operating
conditions within the queue, as well as the point of breakdown.
A3
Transportation Plan Technical Report - Southport, North Carolina
Appendix A4
A4. Purpose and Need Statements
Northern Connector/Yaupon Drive
Project Recommendation: It is recommended that two new 2-lane facilities be constructed,
one on existing City owned right-of-way (Yaupon Drive) and one on new location (Northern
Connector). These facilities will connect the southeastern side of Southport and very
specifically the NC Ferry Terminal and existing Industrial Development to NC 87 and provide an
alternative to alleviate growing traffic congestion in the downtown area of Southport.
Transportation Demand: This facility has been proposed in response to growing concern over
traffic through downtown Southport. This traffic includes passengers from the NC Ferry
Terminal as well as continued heavy truck traffic from industrial plants located in the area.
Future growth in this area is expected to consist of mostly residential development with some
chance of industrial growth. The NC Ferry Terminal is also expected to continue passenger
growth into the future. Anticipated growth in the area also includes the relocation of the Bald
Head Island Ferry operation near the NC Ferry Terminal which is expected to immediately
impact traffic and cause concerns for the future as well.
Capacity: The capacity of the proposed facility will be approximately 14,000 vehicles per day,
which will handle the anticipated traffic demand at Level of Service C or better. The existing
major alternative, NC 21 1 will not be able to handle the increasing traffic demand even if
widened to 4 lanes. In addition, excessive traffic would continue to use Jabbertown Road, a
residential street, not suitable for high traffic volumes or the types of vehicles associated with
the industrial development in the area.
System Linkage: The Northern Connector along with Yaupon Drive will provide access to the
increasing number of residences and existing and proposed industrial and ferry operations in
the southeastern section of Southport. Existing NC 21 1, while designed to handle fairly large
amounts of traffic will not be able to handle the expected growth even with widening to four
lanes. The Northern Connector along with Yaupon Drive is also expected to serve as a major
link in the case of declared evacuation from the Southport area.
The location of the Northern Connector, while not completely direct, does avoid existing
wetlands in the area while still providing a vital connection to NC 87 via an alternative route
other than NC 21 1 . If placed in other seemingly "better" locations in the area, the impact on the
environment and wetlands would be severe.
A4
Transportation Plan Technical Report - Southport, North Carolina
Appendix A4
NC211
Project Recommendation: It is recommended that this existing roadway be widened from it's
existing 2-lane cross section to a 4-lane divided facility to accommodate steadily increasing
traffic volumes. This facility serves traffic between Southport and Oak Island.
Transportation Demand: The widening of this facility is being proposed in response to growing
traffic volumes between Southport and Oak Island as well as the continued commercial
development occurring along this corridor. In the last year, A Wal-Mart as well as a Hampton
Inn have opened on this stretch of road. This development is a direct response of the growth of
the area as well as the attractiveness of the Southport/Oak Island area as a tourist destination.
This growth is expected to continue and possibly intensify in the future.
Capacity: The capacity of the proposed facility will be approximately 35,000 vehicles per day,
which will handle the anticipated traffic demand at Level of Service C or better. As this is the
only connection between Southport and Oak Island, NC 87 and NC 211 and the possibility of
any other direct connection is impossible due to environmental concerns, the existing facility
would become significantly over capacity by the year 2025 if this widening is not done.
System Linkage: The widening of this facility will provide traffic capacity necessary to handle
expected growth in the Southport/Oak Island area and continue to provide the transportation link
between Southport and Oak Island. NC 21 1 also serves as a direct connection to points west,
including the town of Supply and a vital link to US 17.
.
A4
Transportation Plan Technical Report - Southport, North Carolina
Appendix A4
NC 87/NC 133
Project Recommendation: It is recommended that this existing 2 and 3-lane facility be
widened to a 5-lane divided cross section. This facility is the only connection from
north/northeast (I-40, Wilmington area) to the Southport/Oak Island area.
Transportation Demand: The widening of this facility is being proposed in response to growing
traffic from the Wilmington/l-40 area to the Southport/Oak Island area. This traffic consists of
tourists as well as commuter traffic. This traffic is only expected to increase in the future as
Southport/Oak Island become even more popular as tourist destinations as well as "bedroom"
communities for Wilmington.
Capacity: The capacity of the proposed facility will be approximately 32,500 vehicles per day,
which will handle the anticipated traffic demand at Level of Service C or better. There are no
other alternatives to this route as a connection between the Wilmington area and the
Southport/Oak Island area.
System Linkage: See Capacity above.
A4
Transportation Plan Technical Report - Southport, North Carolina
Appendix A4
Howe Street
Project Recommendation: It is recommended that this existing 2-lane facility be widened to a
4-lane cross section. This road serves as the main artery through downtown Southport, and
connects NC 21 1 and the general area to the NC Ferry Terminal.
Transportation Demand: The widening of this facility is being proposed in response to existing
residential and commercial development that exists on both sides of the roadway throughout the
section, and traffic volumes that have grown substantially and are projected to grow into the
future. As development in the area increases, traffic is expected to increase as well. Also, as
the Southport area continues to grow as a tourist destination, traffic can also be expected to
grow.
Capacity: The capacity of the proposed facility will be approximately 28,000 vehicles per day,
which will handle the anticipated traffic demand at Level of Service C or better. The proposed
Northern Connector/Yaupon Drive project will help to alleviate some traffic from NC 21 1
.
However, even the addition of these facilities will not keep from increasing traffic demands on
NC 21 1 . Without the addition of extra lanes, AND the construction of the Northern
Connector/Yaupon Drive project, Howe Street would become significantly over-capacity by the
year 2025.
System Linkage: The widening of Howe Street will provide the needed capacity to help the
downtown Southport area relieve congestion. NC 21 1 serves as the connection between US 17
and Wilmington via the NC Ferry. This connection is a vital link in North Carolina's
transportation system. Without the widening of Howe Street, this link will be congested to the
point of frustration and uselessness.
A4
Transportation Plan Technical Report - Southport, North Carolina
Appendix A5
A5. Environmental Analysis
One of the main goals in transportation planning is to plan facilities that safely serve the
public while having the least affect on environmental and historical concerns in the area.
The Southport area (and the entire Coastal Plain really) is inundated with wetlands.
Therefore the issue of avoidance is almost impossible but it is still a goal to be
maintained. Figure 7 shows the current environmental analysis of the Southport area. If
one looks closely at this map, two things jump out. The first is that the proposed location
of the "northern connector" is very close to a national heritage site as well as high and
low quality wetlands. The actual location of this facility would of course be determined
with the help of more specific locations of the roadway itself as well as the environmental
concerns in the area, however, it has been placed in such a way as to avoid both the
national heritage site as well as the wetlands.
Secondly, downtown Southport is considered a Historic area. The issue of avoidance
here is just as important as before. This magnifies the importance of the "northern
connector" by alleviating traffic through the historic downtown area.
A5
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