Letcher County FEIS Appendix I - Traffic Impact Study (2015).pdf

APPENDIX I

TRAFFIC IMPACT STUDY (2015)

Federal Correctional Facility Environmental Impact Statement

Draft Traffic Impact Study

Prepared for:

FEDERAL BUREAU OF PRISONS

Prepared by:

PARSONS BRINCKERHOFF

Revision History:

Revision Date Description Submitted by

1 2/26/15 Revisions by Cardno L. Walker

2 3/25/15 Revisions by Federal Bureau of Prisons L. Walker

3 4/23/15 Revisions by Kentucky Transportation Cabinet L. Walker

Letcher County i Traffic Impact Study Federal Correctional Facility April 2015

TABLE OF CONTENTS

1.0 Introduction

1.1. Study Purpose and Objectives

1.2. Summary of Proposed Action

1.3. Study Area

1.4. Data Collection

2.0 Existing Conditions and Level of Service

3.0 Development

4.0 Trip Generation

5.0 Trip Distribution and Assignment

6.0 Traffic Forecasting and Analysis

7.0 Construction Traffic Impacts on Roadway

8.0 Recommendations / Conclusion

Appendix A – Traffic Counts Appendix B – HCS Output Appendix C – TIS Figures Appendix D – ESAL Calculations

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LIST OF FIGURES

Figure 1-1: Study Area

Figure 3-1: Payne Gap Site Development Plan

Figure 3-2: Roxana Site Development Plan

LIST OF TABLES

Table 2-1: AM Peak Period

Table 2-2: PM Peak Period

Table 4-1: Trip Generation Results

Table 6-1: Future Year (2020) AM Peak Period

Table 6-2: Future Year (2020) PM Peak Period

Table 6-3: Payne Gap Site Intersection Analysis

Table 6-4: Roxana Site Intersection Analysis

Table 7-1: FHWA Vehicle Classification (from FHWA)

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1.0 INTRODUCTION

1.1. Study Purpose and Objectives

Parsons Brinckerhoff (PB) was contracted by the Federal Bureau of Prisons to conduct a Traffic Impact Study (TIS) and provide related traffic engineering services in the evaluation of two alternative sites for a proposed federal correctional facility in Letcher County, Kentucky.

The purpose of this TIS is to analyze the traffic operating conditions in the vicinity of the new facility. Specific attention will be given to the proposed access points that will serve the development. It is the goal of this document to follow the guidelines1 established by the Kentucky Transportation Cabinet (KYTC) on traffic impact studies that impact state-maintained facilities.

1.2. Summary of Proposed Action

The “Proposed Action” is a proposed federal correctional facility. It is expected that during construction the Proposed Action would temporarily add the following types of trips to the highway network:

Construction worker commuting trips Trips involving the delivery and removal of construction equipment

Following construction, the proposed facility would add traffic to the surrounding roadway network on a recurring basis. This traffic increase would include employee commuting trips, plus additional trips (such as the transfer of inmates, inmate visitors, delivery of supplies and equipment, etc.) that would not necessarily coincide with peak commuting periods. The proposed facility would have a staff of 300 full-time employees. The employees would be expected to add trips during peak commuting periods. Based on hourly count data from KYTC, existing peak periods are 7:00 – 9:00 AM and 3:00 – 5:00 PM on a typical weekday.

1.3. Study Area

Two potential sites have been identified for the Proposed Action. The first site is referred to as the Payne Gap Site. It is located approximately 7.5 miles to the east of Whitesburg, Kentucky. The site is accessed from US 119 and is located east of Bottom Fork Road (KY 3406) and west of Talman Drive. The other site is referred to as the Roxana Site. It is located approximately 7.5 miles to the west of Whitesburg, Kentucky.

The site is located south of KY 588 and to the west of KY 160. The site locations are shown in Figure 1-1.

1 2012 KYTC Traffic Impact Study Requirements;

http://transportation.ky.gov/Permits/Documents/2012%20POLICY-TIS%20Requirements.pdf

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Figure 1-1: Study Area

Access to the Payne Gap Site is expected to be from US 119 only. Access to the Roxana Site is expected to be from KY 588 just east of Tolson Creek

1.4. Data Collection

Data (including Annual Average Daily Traffic (AADT) volumes) collected for this TIS was obtained from two different sources:

1) Existing 48-hour traffic counts provided by the KYTC for routes located near the study sites. These include the following stations:

o US 119 – Station 272: 2013 AADT = 6,010 o KY 160 – Station 755: 2014 AADT = 550 o KY 588 – Station 796: 2014 AADT = 330 o KY 2036 – Station 776: 2012 AADT = 80

2) Supplemental 48-hour classification counts at four locations conducted J anuary

19 – 21, 2015. These counts were performed at the following locations:

Letcher County 3 Traffic Impact Study o US 119 (east of intersection with KY 805) o KY 160 (between KY 2036 and KY 588) o KY 588 (Big Branch Tolson Creek) o KY 588 (just north of Paces Branch Rd)

All count data is included in Appendix A.

2.0 EXISTING CONDITIONS AND LEVEL OF SERVICE

For this analysis, the Highway Capacity Software 2010 package (HCS 2010) based on the 2010 Highway Capacity Manual was used to assess the peak period traffic operating conditions for the following study segments that are expected to be most impacted by the Proposed Action:

US 119

KY 588

US 119 is a four-lane facility with a flush median, and is therefore evaluated as a multi-lane highway. KY 588 is a two-lane facility and is considered to be a Class II highway2.

Class II highways include lower speed collector roadways and roads primarily designed to provide access. Levels of service for Class II highways are defined only in terms of a vehicle’s percent time spent following. Percent time spent following is the average percent of total travel time that vehicles must travel in platoons behind slower vehicles because of inability to pass on a two-lane highway3. Average travel speed is not considered since drivers typically will tolerate lower speeds on a Class II facility because of its function as an access roadway (serving shorter trips and fewer through trips).

For each study segment, the volume to capacity ratio (v/c) as well as the resulting levels of service (LOS) was determined. It was assumed that LOS D or better would be acceptable for KY 588 (rural mountainous collector) based on guidelines from the AASHTO A Policy on Geometric Design of Highways and Streets (6th Edition). For US 119 (rural level arterial), LOS B is the desired LOS based on the same guidelines. Also, it should be noted that all HCS 2010 output is included in Appendix B.

The major software inputs require roadway geometry (i.e. lane and shoulder widths), as well as traffic volumes by direction. The roadway geometry for the existing conditions was determined from the HIS database as well as aerial photos. The traffic volumes were determined from the data collection efforts.

Based on previous hourly counts from KYTC as well as the hourly counts conducted for this study, the peak hours on a weekday were noted between 7:00 – 9:00 AM and 3:00 – 5:00 PM. The highest hourly volumes from the counts were used for this analysis from these time periods. Table 2-1 and Table 2-2 present the v/c ratio and level of service for the study area segments for both the AM and PM peak periods.

2 Highway classifications for two-lane facilities based on the Highway Capacity Manual 2010.

3 Highway Capacity Manual 2010

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Table 2-1: AM Peak Period

Segment v/c ratio LOS

US 119 0.08 A

KY 588 0.04 A

Table 2-2: PM Peak Period

Segment v/c ratio LOS

US 119 0.09 A

KY 588 0.02 A

Traffic volumes are very low on KY 588 (less than 50 vehicles per hour). Based on the analysis of the v/c ratio, there is plenty of available capacity along these segments. A ratio of 1.0 is considered at capacity and all ratios shown are substantially below that threshold.

3.0 DEVELOPMENT

A copy of the development plan for the correctional facility or United States Penitentiary (USP) was provided by the Federal Bureau of Prisons. Included in this development plan were locations of site access, parking areas and the internal roadway network. The anticipated completion date is 2020. Figure 3-1 and Figure 3-2 provides the preliminary development plans for informational purposes only.

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Figure 3-1: Payne Gap Site Development Plan

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Figure 3-2: Roxana Site Development Plan

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4.0 TRIP GENERATION

The primary development under consideration is a federal correctional facility. A review of the Institute of Transportation Engineer’s (ITE) Trip Generation Manual (9th

Edition) does provide data for a similar land use (Land Use 571). Two values are presented for both the AM and PM Peak hours: 1) Number of trips generated in the peak hour of the generator; and, 2) In/out distribution percentages of those trips. The variable these values are based on is the number of employees. Background information provided by Cardno during the scoping process of this study noted that the proposed facility would have a staff of 300 full-time employees. Employees would be expected to add trips during peak commuting periods.

Utilizing this information, Table 4-1 provides a summary of the trip generation results. As both sites would have the same number of employees, these numbers are valid for both the Payne Gap and Roxana sites.

Table 4-1: Trip Generation Results

Variable AM Peak PM Peak

Trips Generated 156 204 Percent In 62% 27%

Percent Out 38% 73%

A higher number of trips are expected to be generated in the PM Peak period based on the previous studies performed and documented in the ITE Trip Generation Manual of traffic patterns associated with a federal correctional facility. There are expected to be other trips to / from the sites that would not necessarily coincide with peak commuting periods. These trips include transfer of inmates, inmate visitors, and delivery of supplies and equipment. Given the low volumes on both KY 588 and US 119, there is expected to be little to no impact related to these off-peak trips. The peak periods evaluated represent the “worst case” scenario for traffic impacts to the existing routes.

5.0 TRIP DISTRIBUTION AND ASSIGNMENT

The data collected for this study was used to determine directional splits of traffic entering / exiting the sites. Only trips generated by the site are included in the distribution and assignment. It is assumed that no pass-by trips are expected for this study given the proposed development. Due to the unique nature of the site as well, it is expected that there will not be any internal capture trips for this study.

Appendix C provides a summary of the trip generation / trip distribution for this study.

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6.0 TRAFFIC FORECASTING AND ANALYSIS

The next step involved forecasting the traffic volumes for year 2020 (anticipated opening year). This was done using historical traffic trends of nearby KYTC count stations. The stations included 272 (US 119) and 796 (KY 588) in Letcher County. The change in traffic volumes from year to year resulted in an average decline for each of these stations ranging from 0.68% to 6.35% per year. Given the trending decline in growth, the conservative estimate for traffic impacts in the future would be to assume no growth at this point. Therefore, volumes evaluated for the 2020 year analysis are assumed to be the same as those used for the current year analysis.

Table 6-1 and Table 6-2 presents the level of service for the two segments previously evaluated utilizing the assumed 2020 base year volumes with the added trip generation due to the new prison facility. Table 6-3 and Table 6-4 provide analysis for the new intersections created by the new access road to the prison. The initial analysis assumed the intersections were STOP controlled on the minor approach (access road) with the mainline (KY 588 and US 119) left at free-flow conditions. No turn lanes were assumed for the initial analysis as well to provide a baseline for operations.

Table 6-1: Future Year (2020) AM Peak Period

Segment v/c ratio LOS

US 119 0.10 A

KY 588 0.09 B

Table 6-2: Future Year (2020) PM Peak Period

Segment v/c ratio LOS

US 119 0.11 A

KY 588 0.10 B

Table 6-3: Payne Gap Site Intersection Analysis

Approach

AM

Approach

Delay (sec)

AM

Approach

LOS

PM

Approach

Delay (sec)

PM

Approach

LOS

Westbound 8.2 A 8.0 A

Northbound 12.3 B 13.3 B

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Table 6-4: Roxana Site Intersection Analysis

Approach

AM

Approach

Delay (sec)

AM

Approach

LOS

PM

Approach

Delay (sec)

PM

Approach

LOS

Westbound 7.5 A 7.4 A

Northbound 9.6 A 9.7 A

As shown, the intersections at both sites operate at an acceptable LOS. Based on these volumes, no separate turn lanes are warranted at this time. A review of traffic signal warrants (per the Manual on Uniform Traffic Control Devices (MUTCD)) found that none of the volume warrants were met (Warrant 1: Eight-Hour Vehicular Volume, Warrant 2: Four-Hour Vehicular Volume, and Warrant 3: Peak Hour). Therefore, installation of a traffic control signal is not warranted at this time.

After consultation with the Kentucky Transportation Cabinet (KYTC), a recommendation was made to consider constructing a left turn lane along US 119 and KY 588 into the site. This consideration was made base on safety implications – looking to reduce the possibility of a following vehicle rear-ending the turning vehicle. It may be necessary to move some of the grade drains in the middle of the median along US 119 depending on the exact entrance to the access road.

7.0 CONSTRUCTION TRAFFIC IMPACTS ON ROADWAYS

An additional task as part of this evaluation includes determining the construction impacts on the roadways accessing the sites.

First, an analysis of the existing pavement of the two key routes was conducted using construction plans (as available) from KYTC.

US 119

Construction traffic may come from the east (J enkins area) or west (Whitesburg area) along US 119. US 119 is a main route in Eastern Kentucky and should be able to support all associated construction traffic for the development of the site. The evaluation of the pavement and the supportable load is given below.

Archived design plans for the section of US 119 near the proposed site are from 1971.

The design plans note the following:

24” Stabilized Rock Roadbed 11” Crushed Stone Base 2.75” Asphalt Base

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2.75” Asphalt Base 1” Asphalt Surface

An Equivalent Single Axle Load (ESAL) is a measure of pavement damage and is used in pavement design. The ESALs (based on future year traffic and truck volumes) is 2,400,000. According to the KYTC calculation sheet, the current design should be acceptable up to 7,000,000 ESALs. The ESAL calculation sheet is included in Appendix D. It should be noted that US 119 is a state-maintained coal haul route and has a maximum gross vehicle weight of 80,000 lbs per KYTC Truck Weight Classification.

Therefore, this route is intended to accommodate heavy truck traffic.

KY 588

The construction traffic would likely access this site from Whitesburg. This route follows KY 3401 to KY 588 / KY 160. It is a total of approximately 10 miles.

The available archived plans for KY 588 show it as a gravel road. However, it has been paved since then though those plans were not available for review. Through email communication with KYTC it was confirmed that no design plans were available.

Therefore, for purposes of this study, an assumption was made that the pavement design of KY 588 would be less than that of a designated US Route such as US 119. It was further assumed that KY 588 (as a rural minor collector road with given traffic volumes and truck traffic) would have a pavement design as follows:

4” Crushed Stone Base 3.00” Asphalt Base 3.00” Asphalt Base 1.25” Asphalt Surface

The ESALs (based on future year traffic and truck volumes) for KY 588 are calculated at 100,000. The ESAL calculation sheet is included in Appendix D. Determination or confirmation of the pavement design and calculation of the maximum ESALs the pavement could support should be made and compared to the calculated ESALs (based on traffic volumes) to confirm if the existing pavement can support the projected loadings. It can be noted that per KYTC Truck Weight Classification, KY 588 is designated as a class “A” highway with a maximum gross vehicle weight of 44,000 lbs.

Construction Traffic Types Next, research was conducted to obtain the Federal Highway Administration (FHWA) vehicles classification. These categories are presented in Table 7-1.

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Table 7-1: FHWA Vehicle Classification (from FHWA)

Class Type Description Typical

ESALs per Vehicle

1 Motorcycles

All two- or three-wheeled motorized vehicles.

Typical vehicles in this category have saddle type seats and are steered by handle bars rather than wheels. This category includes motorcycles, motor scooters, mopeds, motor-powered bicycles, and three-wheel motorcycles. This vehicle type may be reported at the option of the State.

negligible

2 Passenger Cars

All sedans, coupes, and station wagons manufactured primarily for the purpose of carrying passengers and including those passenger cars pulling recreational or other light trailers.

negligible

Other Two-Axle, Four-Tire Single Unit Vehicles

All two-axle, four tire, vehicles, other than passenger cars. Included in this classification are pickups, panels, vans, and other vehicles such as campers, motor homes, ambulances, hearses, and carryalls. Other two-axle, four-tire single unit vehicles pulling recreational or other light trailers are included in this classification.

negligible

4 Buses

All vehicles manufactured as traditional passenger-carrying buses with two axles and six tires or three or more axles. This category includes only traditional buses (including school buses) functioning as passenger-carrying vehicles. All two-axle, four-tire single unit vehicles. Modified buses should be considered to be a truck and be appropriately classified.

0.57

Two-Axle, Six-Tire, Single

Unit Trucks

All vehicles on a single frame including trucks, camping and recreational vehicles, motor homes, etc., having two axles and dual rear wheels.

0.26

Three-Axle Single Unit

Trucks

All vehicles on a single frame including trucks, camping and recreational vehicles, motor homes, etc., having three axles.

0.42

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Class Type Description Typical

ESALs per

Vehicle

Four or More Axle Single Unit

Trucks

All trucks on a single frame with four or more axles. 0.42

Four or Less Axle Single

Trailer Trucks

All vehicles with four or less axles consisting of two units, one of which is a tractor or straight truck power unit.

0.30

Five-Axle Single Trailer

Trucks

All five-axle vehicles consisting of two units, one of which is a tractor or straight truck power unit.

1.20

Six or More Axle Single

Trailer Trucks

All vehicles with six or more axles consisting of two units, one of which is a tractor or straight truck power unit.

0.93

Five or Less Axle Multi-

Trailer Trucks

All vehicles with five or less axles consisting of three or more units, one of which is a tractor or straight truck power unit.

0.82

12 Six-Axle Multi-Trailer Trucks All six-axle vehicles consisting of three or more units, one of which is a tractor or straight truck power unit.

1.06

Seven or More Axle Multi-

Trailer Trucks

All vehicles with seven or more axles consisting of three or more units, one of which is a tractor or straight truck power unit.

1.39

Flatbed trucks that may transport construction equipment to / from the site would be classified as a Class 13. Most dump trucks will be classified as Class 7. Therefore construction equipment at the site may consist of a range of vehicles between these classes but these will be assumed to provide the upper and lower boundaries of impact.

To avoid damage to the existing roadways, it is recommended that the construction traffic loading not exceed the determined design pavement ESAL loadings calculated for each location. For US 119, vehicle weight limits should not exceed 80,000 lbs to comply with legal weight limits on this route.

Mitigation Measures US 119 is not expected to have adverse impacts related to construction traffic based on the assessment of pavement design and geometric standards.

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KY 588 has the potential to require mitigation measures due to additional construction traffic given the narrow lane widths and pavement design that is not at a level for a national or state truck route. Construction traffic may also affect other roadways in Letcher County. The location and intensity of these impacts can be estimated following the selection of the construction contractor(s).

To minimize impacts on KY 588, and other potentially affected roadways in Letcher County, the selected construction contractor would be required to perform an assessment of the routing of construction traffic to the site. Based on this analysis, the contractor would be required to:

To the extent feasible, route construction vehicles so that the gross vehicle weight does not exceed the maximum weight limitations established by the KYTC and / or the pavement loading conditions set forth by the ESAL evaluation.

For roadways that construction traffic may exceed these limitations, damage to the roadway surface would be need to be repaired by the contractor.

For oversized vehicles and loads, maintenance of traffic plans should be developed to accommodate to maintain traffic flow during transport times. This will likely utilize flaggers to negotiate traffic flow as a result of narrow lanes.

8.0 RECOMMENDATIONS / CONCLUSION

The results presented in this document provide an overview of the anticipated traffic impacts associated with the construction of a proposed federal correctional facility in Letcher County, Kentucky. Based on the analysis conducted for this study:

Both proposed sites have minimal impact on the traffic operations of the existing nearby state routes (US 119 and KY 588). The projected LOS for traffic operations is LOS A or B which is at or better than the desired LOS B for US 119 and LOS D for

KY 588.

Consideration should be given to constructing a left turn lane on US 119 and KY 588 into the site to minimize the potential for rear-end vehicle collisions.

Depending on the exact site access, grade drains may need to be moved.

Construction impacts to the existing US 119 roadway are expected to be minimal (if any).

KY 588 has the potential to require mitigation measures as it is not a designated truck route and has limiting geometric features including narrow lane widths.

Other roadways in Letcher County may also be affected, depending on the origin(s) of construction trips. The selected contractor for the development of this project would be required to perform an assessment of the routing of construction traffic to the site and potentially repair any surface damage caused by moving equipment as well as provide maintenance of traffic plans for moving oversized vehicles / equipment.