![ride 3 horry county ride 3 horry county](https://i1.wp.com/www.thexboxhub.com/wp-content/uploads/2018/11/ride-3-review-xbox-one-3.jpeg)
Convert SC 22, US 501, SC 576, US 76/US 301, SC 327 and build new construction towards Bennettsville.New construction parallel south of SC 22, US 501 and SC 38.
![ride 3 horry county ride 3 horry county](https://i2.wp.com/www.myrtlebeachonthecheap.com/lotc-cms/wp-content/uploads/2020/06/Fair-Slider.png)
Convert SC 22 and create new construction parallel north of US 501 and SC 38.
#Ride 3 horry county series#
In 2003, SCDOT went through a series of public meetings and came up with five routes: In February, 2002, the South Carolina government changed the southern terminus from Georgetown to Briarcliffe Acres (the eastern terminus of SC 22). That same year, the SCDOT Commission endorsed a plan that would link Interstate 73 from Georgetown through Conway, Marion, Bennettsville, and Wallace, to the North Carolina state line. However, the section between Myrtle Beach and Georgetown would not be part of I-73 instead, it would be a “high-priority corridor” along US 701. Mark Sanford introduced an amendment to the Transportation Equity Act for the 21st Century (TEA-21) that changed the southern terminus of I-73 to Georgetown. People in Georgetown, wanting the highway to serve their port, asked that I-73 end in their community, but federal law still said Charleston would be the terminus. Residents of McClellanville on US 17 protested, and alternative routes would bypass Georgetown, leading to the possibility of Myrtle Beach also being bypassed. The route included US 1, SC 9, SC 38 and US 501, with a planned Conway bypass connecting to US 701, along which the highway would connect with US 17 on the way to Charleston.Īt one point South Carolina intended to have stop lights and driveways on I-73, but the National Highway System Designation Act, passed in 1995, required I-73 to be built to interstate standards. At this point, the highway was expected to run 122 miles, 67 of which were already four lanes. In May 1997, signs went up declaring the “Future Corridor” in Bennettsville, Marion, Conway and Charleston. This raised the possibility of I-73 bypassing the Myrtle Beach area entirely, since I-74 would run to the Myrtle Beach area. Later that year, officials in both states agreed that I-73 would enter South Carolina south of Rockingham and that the other highway would be I-74. Senate Environment and Public Works Committee approved North Carolina’s plan for I-73 to run eastward to the coast and enter South Carolina at North Myrtle Beach. However, North Carolina had more money to spend on roads, and on May 10, 1995, the U.S. Originally, both Carolinas selected a route running south from Rockingham, North Carolina. When I-73 crossed a border between two states, the federal law authorizing the road required that the two states agree that their sections meet. In 1993, the proposed route through South Carolina followed US 1 and US 52 to Florence, with 73 miles of new road in Marion and Horry Counties, and following US 17 from North Myrtle Beach to Charleston. Interstate-73 The many faces promoting I – 73Īuthorized by the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), Interstate 73 was originally established as a north-south high priority corridor from Charleston, South Carolina to Detroit, Michigan. The following month, (October 1996) Horry County Council approved the hospitality tax for “Plan B” in an 8–3 vote.
![ride 3 horry county ride 3 horry county](https://media.wltx.com/assets/WLTX/images/f0e15304-5924-42fe-b459-4188a02f3e8e/f0e15304-5924-42fe-b459-4188a02f3e8e_750x422.png)
The northern third of the parkway wouldīe funded in a larger $550 million program. When the Carolina Bays Parkway Task Force finished up its proposals on September 11, 1996, it asked for South Carolina to pay for $20 million per year in RIDE road projects and $15 million per year from the 1.5 percent proposed hospitality tax.
![ride 3 horry county ride 3 horry county](https://i.jeuxactus.com/datas/jeux/r/i/ride-3/xl/ride-3-5be56a6843757.jpg)
The concept that came out of the rejection of the sales tax increase would be called “Plan B.” The commission set up became what is currently known as the Road Improvement and Development Effort, or RIDE, headed by Gary Loftus, a former highway commissioner. South Carolina Governor David Beasley created a local task force in May 1996 to determine short-term and long-term goals for the greater Grand Strand. In March 1996, voters in Horry County defeated a measure that would have levied a 1 percent sales tax countywide to pay for future road infrastructure in the Myrtle Beach area, including what would be a bypass to alleviate traffic problems in Myrtle Beach and the future Carolina Forest development. The 1991 Intermodal Surface Transportation Efficiency Act was passed to allow the road to receive $9.6 million in federal funding as part of Corridor 5. The following year, the Carolina Bays Parkway Task Force was established to help develop a plan for how the road would be built. The road that would eventually become Carolina Bays Parkway was planned as early as 1989 by then-U.S.