News & Media

Troutman Council Approves Long-Range Plan to Address Traffic Woes

The Troutman Town Council adopted the Troutman Alternatives Study, a plan two years in the making, during Thursday’s meeting. The council also recognized several school resource officers for their accomplishments, approved a number of town policies, and filled several vacancies on town boards.


After community outcry at the 1980s-era bypass plan to address Troutman’s traffic issues, the council hired Stantec engineering and planning firm in 2019 to conduct a series of public and committee meetings and a two-day charrette, and collect virtual input to create alternatives to these dated plans.

The community deemed the bypass concept as detrimental to downtown economic health, expensive, and disruptive to the rural farmland where the bypass was originally planned.

The approved but delayed NCDOT Main Street improvements from Cedar Lane to Barium Lane, now scheduled for construction in 2029, will address only part of the traffic pattern issues. The Troutman Alternatives Study came up with six suggestions, with the Main Street improvements option favored by the committees and in community feedback.

The study offered preliminary design and engineering recommendations to improve traffic flow, support development along the corridor from Cedar Lane to the Interstate 77 interchange at Appliance Avenue, and further develop the town’s bike and pedestrian paths. The plan is broken into phases, with suggested timelines and possible funding sources for each phase.

Stantec’s proposal divides the Main Street corridor into two main sections:

The Eastway Drive to Appliance Avenue section is a four-lane, 35 mile MPH gateway into the Main Street downtown area with a 10-foot side path, canopy trees, landscaped and concrete medians, and a “gateway” roundabout at the southern end of Eastway Drive.

This gateway, which is the “front door” to the community, sets the tone for the visitor experience. The triangular strip just north of a suggested roundabout at the southern end of Eastway Drive is the recommended site for “Gateway Park,” featuring the relocated Depot/pavilion, gardens, flexible lawn space, a walking trail, outdoor seating, wood fencing, a multi-use trail, and parking.

In the second section, from the gateway roundabout to Cedar Lane, the study recommends two to three lanes of 25 MPH roads with pockets of divided median where allowable. Limited right of way and home proximity makes a four-lane road impractical in this stretch.

This area would have 5-foot sidewalks on each side of the road, canopy trees, landscaped median where appropriate, curb and gutter, and retaining walls at key locations. This well-lit streetscape area with public art and wayfinding signage would attract more investment – commercial, residential, office, and service – in the area.

High visibility crosswalks are planned at Houston Road, Arden Center, Ostwalt-Amity Road, Royal Oaks Drive, Trackside Road, Autumn Leaf Road, Pine State Road, and Cedar Lane. The Flower House Loop intersection would also be redesigned and realigned.

The study also recommends working with state and federal agencies to add a new northbound I-77 ramp and removal of the existing northbound loop in the northeast quadrant. This change would eliminate the hazardous weaving movement now necessary under the bridge area.

The total project would cost an estimated $23.2 million, not including right-of-way acquisition (only 2.5 acres total) or design/engineering costs (approximately $2 million). The narrow strip of right-of-way needs on this project will speed negotiations and lower costs.

The study chops the project into segments to spread out the cost and to create access to specific funding pots suitable for each area.

The project phases could be paid for by Troutman’s already approved NCDOT moneys as well as funding from the NCDOT Spot Safety and Hazard Elimination funding, grants, public/private partnerships, a bond referendum, the Main Street America program, the NCDOT Strategic Transportation Investment Law funding, the FAST Act, and Safe Routes to Schools money.

The Planning and Zoning Board recommended that the plan be presented to Town Council for approval as a policy to guide staff to begin actively seeking funding sources for the project phases the town wishes to pursue.

Interim Town Planner Jonathan Wells said the plan was “well-reasoned, thorough, and comprehensive” with active public input and engagement. However, he felt adopting the study results as part of the Strategic Master plan was premature, instead suggesting it be used as an “excellent context” for future refinements to the SMP.

Wells said council’s approval of the study as a policy would “cement the continued improvement of Main Street as the preferred course of action” and serve as a “platform for ongoing discussion” of transportation planning issues with various neighboring jurisdictions, agencies, and planning organizations.

Wells also urged swift approval of the plan because the region’s metropolitan planning organization will soon be asking for projects to include in the latest update of the Metropolitan Transportation Plan and for subsequent inclusion into the NCDOT’s roadway construction spending plan.

The council unanimously approved adopting the Main Street improvements alternative as “town policy for future enhancement to the town’s transportation network and directed staff to develop an implementation plan for possible consideration of the Stantec study’s recommendations.”

Debbie Page:, “Troutman Council Approves Long-Range Plan to Address Traffic Woes, Iredell Free News.” Iredell Free News, 17 Feb. 2021,