NCDOT and its local and regional project team partners examined the future of the US 64 West corridor from the US 1 freeway through Cary and Apex to the Pittsboro Bypass and westward.   In early May 2010, NCDOT announced that the US 64 corridor study draft final report had been released.

In January 2010, the unified position below was approved by the Regional Transportation Alliance and the Cary and Apex Chambers of Commerce. In July 2010, both the Cary and Apex town councils unanimously approved positions on the corridor that incorporated the resolution below in its entirety.  The Towns also offered additional comments in addition to the RTA/Chamber focus.


Current RTA focus

Develop a free-flow street and/or synchronized street that maintains or enhances both the functionality and appearance of the corridor, including the creation of the region’s first compact aesthetic roundabout interchange at either Laura Duncan Road in Apex or at Lake Pine.Road in Apex and Cary, along the lines of the neighborhood roundabout interchanges in Carmel, Indiana.


US64W

Unified position on US 64 West Corridor

Approved by the Regional Transportation Alliance, the Cary Chamber of Commerce, and the Apex Chamber of Commerce in January 2010
Approved by the Cary Town Council and the Apex Town Council in July 2010.

We recognize that US 64 is a critical corridor for both transportation and economic development for our region and state.  We also understand that the US 64 boulevard serves our local community in southwestern Wake County and is critical for mobility; access to offices, merchants, parks, and schools; and overall quality of life.

We applaud the work of  NCDOT, the Capital Area MPO, the Towns of Cary and Apex, and other partners including the Save64 community organization for their shared efforts to explore multiple options that will create a balanced solution from a community, regional, and statewide perspective.

After engaging in the extensive community outreach process during 2009 with the corridor study team, we offer the following:

  • We support the study team’s recommendation to pursue signing US 64 bypass along NC 540 in order to inform through travelers of the availability of a nearby freeway-quality facility and to encourage long-distance travelers to use that routing
  • We request that dynamic message signs that highlight travel time differences between the existing 64 corridor and the 540 freeway routing be installed (along the lines of the electronic travel time sign shown in the US Manual of Traffic Control Devices) in order to further inform longer distance travelers of the availability of the bypass routing
  • Given the character of the Cary/Apex community and the existing US 64 corridor, any proposed mobility improvements to the existing corridor should sustain or improve its aesthetics, maintain a boulevard feel, and preserve or enhance connectivity between land uses north and south of the corridor
  • We fully support the study team’s recommendations to install aesthetic compact roundabout interchanges (such as those found in Carmel, Indiana) at Lake Pine and Laura Duncan and their potential for significant capacity improvements, travel time savings, safety improvements, north-south multimodal connectivity enhancements, and boulevard aesthetics preservation
  • Given the potential benefits associated with the proposed grade-separated interchanges at Laura Duncan and Lake Pine, we encourage consideration of focusing resources to accelerate one of these interchanges in lieu of spreading funding around on multiple smaller projects
  • We encourage NCDOT to conduct a speed study on the existing corridor once NC 540 opens to see if speeds are appropriate
  • We encourage the Town of Cary to consider further study of the area near the US 1 / US 64 interchange in order to explore potential opportunities for improved access, connectivity, mobility, and aesthetics along both US 1 and US 64
  • Given the boulevard feel of the corridor and the capacity improvements that grade separations afford, we encourage preserving the existing corridor footprint at four lanes (two through lanes per direction), either indefinitely or at a minimum until multiple interchanges are installed, travel flow is observed, and further community engagement is undertaken
  • We thank NCDOT and the study team for the tremendous outreach and engagement efforts that have been undertaken as part of this study.