Alternatives Design Report. Draft

Transcription

1 Draft 3/4/2014

2 TABLE OF CONTENTS I Introduction... 1 A. HISTORY... 1 B. PROJECT BACKGROUND... 1 II. ALTERNATIVES DEVELOPMENT... 8 A. ALTERNATE 1 NO BUILD... 8 B. ALTERNATE 2 IMPROVE ROADWAY ON EXISTING ALIGNMENT Traffic Description a. US 11 Improvements b. WV 51 West Improvements c. WV 51 East Improvements Impacts a. Public Water Facilities b. Public Sewer Facilities c. Gas Facilities d. Overhead Utilities e. Right of Way Property Conflicts f. Temporary Traffic Control Cost C. ALTERNATE 3 Re Alignment of WV Traffic Description a. US 11 Improvements b. WV 51 West Improvements c. WV 51 East Improvements Impacts a. Public Water Facilities b. Public Sewer Facilities c. Gas Facilities Page ii

3 d. Overhead Utilities e. Right of Way Property Conflicts f. Temporary Traffic Control Cost III. SUMMARY LIST OF TABLES Table Existing Intersections Table Traffic Existing Intersections Table 3 Alternate 2 Construction Cost Table 4 Alternate 2 Parcels Impacted Table 5 Alternate 2 Total Take Parcels Table 6 Alternate 3 Construction Cost Table 7 Alternate 3 Parcels Impacted Table 8 Alternate 3 Total Take Parcels Table 9 Project Summary LIST OF FIGURES Figure 1 Study Area... 3 Figure 2 Photo Location Map (Photos 1 6)... 4 Figure 3 Photo Location Map (Photos 7 10) Figure 5 Photo Location Map (Photos 15 17) Figure 6 Existiing Water Line Mapping Figure 7 Existing Sewer Line Mapping Figure 8 Photo Location map (Photos 18 21) Figure 9 Proposed Stormwater System Figure 10 Photo Location map (Photos 22 25) Page iii

4 I INTRODUCTION A. HISTORY The roads within this project area have a long and storied history. The current day US Route 11 (US 11) was developed in the 1700s and was used as a primary route for immigrants that migrated from the north to the Shenandoah Valley. On March 24, 1848 the General Assembly of Virginia passed an act that provided for the construction of a macadamized turnpike from Martinsburg to Winchester and divided into two sections. The first section was Martinsburg to Bunker Hill at the Frederick County (Virginia) county line. The road was known as the Martinsburg and Winchester Turnpike. Records of this turnpike and subsequent construction documents are located in the Library of Virginia (PBW 322, 30030). What is currently known as WV Route 51 (WV 51) was a turnpike from Gerrardstown to Inwood. That route was altered with the construction of Interstate 81 (I 81) in the 1960s. The original WV 51 proceeded directly east from Gerrardstown to the current southern intersection that is part of this study. County Route 11/22 (True Apple Way) was the original WV 51. During the construction of I 81, a new interchange was constructed (Exit 5) to provide access to the town of Inwood and points east and west. At this time WV 51 was relocated from the interstate to US 11, or the northern intersection of this study. Mapping available for the interstate construction project indicates that the area was rural with little development beyond the small Inwood community. Right of way plans for WV 51 indicate that additional property was acquired in 1933 for reconstruction from the Inwood intersection at US 11 to Charles Town. The original roadway was realigned within this project area. Previous paving projects on US 11 included testing of pavement cores. Those cores confirmed the presence of knapped rock (macadam road) under the center section of US 11. Various paving projects over the years have widened the original roadways. Mapping that depicts the historical routes in the area are included in the I 81 project right of way and construction plans. B. PROJECT BACKGROUND Beginning as early as 2000, significant residential and commercial growth increased traffic on many of the roads in Berkeley and Jefferson Counties. A review of subdivision growth in the Inwood region indicates that entrance permit approvals were granted for an additional 5,783 residential housing units from 2000 to These additional housing units within the region have further compounded the traffic and congestion within on the study area. In addition to the residential housing, entrance permits were granted for eighteen (18) new commercial establishments during the same time period. This steady regional growth, particularly in the Inwood area, has led to congestion or choke points at intersections. The most significant of these has been identified as the offset intersection of WV 51 with US 11 in Inwood. Due to the close proximity to I 81, WV 51 is a significant route for motorists traveling to points in Jefferson County, particularly Charles Town, and beyond. Part of the recent regional growth includes significant commercial development along the WV 51/US 11 corridor in Inwood. Motorists traveling east or west on WV 51 must pass through Inwood and travel along US 11 for 1,300 feet. This indirect route consists of two dog leg movements through two signalized intersections. By the mid 2000 s, it became evident that the competing traffic volumes on both WV 51 and US 11 were creating Page 1

5 congestion and delays at the two intersections. At the present time, there is considerable land space available for additional growth in this region. The past, present, and predicted future growth potential is a clear indicator that the traffic volumes in the Inwood area will continually increase into the foreseeable future. During recent years attempts have been made to mitigate the traffic congestion by the addition of traffic lanes. In the mid 1990 s, a center turn lane was added to US 11 between the offset intersections. At that early stage, turning movements for WV 51 traffic had become evident as additional lanes were being installed. In 2002 a center turn lane was added along WV 51 between I 81 and US 11. The additional lane provided for a right turn lane for eastbound WV 51 traffic. Traffic signals were added at the I 81 ramps in the mid 2000 s to manage the traffic volume and turning movements at the exit ramps. Short leftturning lanes were added on WV 51 at these ramp intersections to provide queuing distance for turning vehicles. More recently, with additional development at the southern intersection of WV 51 and US 11, additional widening for WV 51 westbound, as well as northbound US 11, has been completed by private commercial developers. A southbound right turn lane was added to US 11 for turning movements into a commercial property. The economic downturn that began in 2008 has slowed the residential development to some degree. There has been a noticeable decline in new subdivisions being processed at the county level. That has not stopped the growth of residential housing, as many of the developments that were previously approved have ample lots to build upon. The area continues to see commercial growth. Within the past two years new commercial facilities have been constructed on WV 51 both east and west of US 11. Most recent is the Urgent Care Center situated on the north side of US 11 adjacent to Sader Drive. A Family Dollar retail store has been constructed on the south side of WV 51 near Sulphur Springs Road. The West Virginia Department of Transportation, Division of Highways (WVDOH), in cooperation with the Federal Highway Administration (FHWA), are proposing a new bypass to address congestion and safety concerns and improve traffic operations along WV 51 from Berkeley County 30 just west of I 81 to just east of Pocono Drive in Inwood, West Virginia. In addition to analysis of traffic, the surrounding environment, and potential alternatives in compliance with the National Environmental Policy Act (NEPA), a design alternatives study is being conducted. In concert with the traffic study, this design study will evaluate alternatives and the projected cost to mitigate the traffic congestion issues. For the purpose of this study, the segment of WV 51 between US 11 and I 81 will be referred to as WV 51W. The segment of WV 51 east of the intersection with US 11 to Sulphur Springs Road (CR 51/7) will be referred to as WV 51E. The study area is shown on Figure 1. Photographs shown below provide a visual representation of the existing facilities within the project location. Figure 2 depicts the locations of photos of the existing highway conditions at the offset intersections. Page 2

6 Page 3

7 Figure 2 Existing Intersection Condition Photos Page 4

8 Photo 1, Existing US 11/WV 51W Intersection Looking West toward I 81 Photo 2, Existing US 11/WV 51W Intersection Looking South on US 11 Page 5

9 Photo 3, Existing US 11/WV 51W Intersection Looking North on US 11 Photo 4, Existing US 11/WV 51E Intersection Looking East along WV 51E Page 6

10 Photo 5, Existing US 11/WV 51E Intersection Looking West along WV 51E Photo 6, Existing US 11/WV 51E Intersection Looking North on US 11 Page 7

11 II. ALTERNATIVES DEVELOPMENT This section discusses the range of alternatives considered for the Inwood Bypass Study. There are two primary intersections being evaluated as part of this study: WV 51 and US 11 (offset intersections) located in Inwood, West Virginia (see Figure 1). Reduction in congestion is the primary objective of study alternatives. Although the WV 51 and US 11 intersections are the primary objectives of the study; any improvements along the highway will generate congestion, turning movements, etc. at adjacent intersections. Future growth impacts at the I 81 ramps, Dellinger Drive (CR 11/37), Pilgrim Street (CR 51/4), Sader Drive, Hovatter Drive, Pedal Car Drive (CR 51/6), Surveyor Drive (CR 51/15) and Sulphur Springs Road (CR 51/7) are being evaluated separately. The findings of the traffic study will be provided in the Traffic Technical Report. The purpose of this study is to identify potential alternates that would alleviate traffic congestion and associated delays within the study area and at the identified intersections of WV 51 and US 11. This report will focus on the highway improvements and associated impacts required to provide adequate traffic flow through the project area. Three alternatives are evaluated herein; No Improvements, Improve Roadway on Existing Alignment, Re alignment of WV 51. Detailed mapping of the build alternatives is provided in Appendices A and B. A. ALTERNATE 1 NO BUILD The No Build Alternate is the baseline condition against which other alternate options may be compared. The No Build Alternate includes the existing network of roads and assumes that the currently programmed, committed and funded roadway projects in the study area will be completed, with the exception of the proposed bypass project. Under the No Build condition existing traffic issues would remain and future increased congestion issues would not be addressed. Current traffic conditions indicate that the existing signalized intersections at WV 51 and US 11 are congested and failing under current day standards. If no project work is undertaken, the US 11/WV 51 corridor through Inwood will become gridlock during peak hours. The resulting effect of no improvements would be long traffic delays, increased incidence of traffic accidents, and the associated environmental impacts that occur in heavily congested areas. The 2013 intersection peak hour counts for the two existing intersections at US 11 and WV 51 are shown in Table 1. The projected 2040 No Build traffic counts at these same intersections are shown in Table 2. These tables are taken from the ongoing Traffic Study phase that is part of the overall study. Data for the 2040 scenario indicate that if no improvements are made, traffic counts and congestion will continue to increase. A comparison of the two tables provides a clear view of each intersection and which ones will operate at a level of service F or worse. The center turn lane on US 11 between the offset intersections with WV 51 currently has periods during peak hours whereby the north and southbound traffic competes for the lane space for left turning movements. In addition to the highway traffic, the residential and commercial traffic with entry points along this segment also compete for the turning space. Page 8

12 Projected traffic models provided by the Hagerstown MPO show the future increases in traffic projections. These projected traffic counts show that the intersections would fail with substantial increases in delays. Future traffic increases with no additional storage or stacking room would result in failing intersections. Failure to address the conditions that exist today would magnify the traffic delay and intersection failures as future growth occurs. Added congestion within the study area would likely deter future economic growth. The recent and projected growth over the next few decades indicate that simply leaving the transportation network as is is not a viable option. As such, the No Build Alternative is not recommended but is retained as a baseline condition against which other alternatives may be compared. Page 9

13 Table Existing Intersections Page 10

14 Table Traffic Existing Intersections Page 11

15 B. ALTERNATE 2 - IMPROVE ROADWAY ON EXISTING ALIGNMENT 1. Traffic A Traffic Study has been conducted of the existing intersection. Lane configurations were developed and based upon an operational level of service of D or better. In order to achieve the marginal level of service through the existing corridor, additional lanes will be required on US 11 and WV 51. Based upon this projected traffic growth, WV 51 would need three additional lanes from Interstate 81 to US 11. US 11 would need two additional through lanes and one additional dedicated left turning lane at the signalized intersections. WV 51 east from the US 11 intersection would need two additional through lanes as well as dedicated turning lanes at the traffic signal. The Traffic Study Report suggests that WV 51E be improved to a minimum of three lanes eastward to Sulphur Springs Road. Roadway mapping included in Appendix A depicts the required lane improvements. Berkeley County has adopted the MS4 regulations for stormwater county wide. Therefore, any improvements to the highway system will require water quality treatment as well as quantity control. 2. Description Alternative 2 would improve the existing roadways from west of I 81 to Sulphur Springs Road (CR 51/7). Alternative 2 would consist of improvements to three major roadway segments. Details of the proposed improvements are provided in the subsequent sections. a. US 11 Improvements In order to accommodate the traffic growth projections, US 11 would need widened from the current three lanes to six lanes. Assuming that widening would be symmetric this would require minimum additional pavement width of 18 feet on each side beginning between the WV 51 intersections and for approximately 250 feet to the north and south. In order to allow sufficient traffic movement through the signalized intersections, US 11 would need to be widened to five lanes for a distance of approximately one quarter mile beyond each traffic signal. That improvement would require an additional widening of three lanes in those segments. Total improvement length along US 11 would be approximately 4,200 linear feet or 0.80 miles. This widening would also require additional drainage features, as well as stormwater management to mitigate the increased runoff generated by the impervious surface. Numerous commercial establishments within this corridor would be impacted by this improvement. Additionally, overhead electric, telephone, and cable service is present and would need relocated. Photos 7 through 10 provide a typical view of the property and utility impacts for widening of the existing route. Property impact locations are shown on Figure 3. Page 12

16 Figure 3 US 11 Existing Conditions Page 13

17 Photo 7, US 11 Looking North West Side Photo 8, US 11 Looking South East Side Page 14

18 Photo 9, US 11 Looking South East Side Photo 10, US 11 Looking North Page 15

19 Improving US 11 to meet the recommendations of the Traffic Study would impact thirty three (33) commercial establishments, ten (10) residential dwellings, an elementary school, and a post office. The impacts upon the residential and commercial dwellings on the east side of US 11 would require demolition due to the close proximity to the existing roadway. Highway improvements at the southern intersection of US 11 and WV 51 would require removal of the Sheetz convenience store on the northeast corner and the NAPA auto parts store on the south west corner. The Rite Aid pharmacy on the northwest corner will experience limited access. The extent of widening may eliminate parking and mobility at the CVS pharmacy sufficiently to significantly reduce its functionality. An itemized listing of properties that will be impacted is shown in Table 4. Table 5 provides a listing of parcels that will be taken in their entirety to complete the highway expansion work. The US 11/WV 51 corridor at Inwood experiences minor flooding during peak storm events. The northern intersection at US 11 and WV 51W is situated at a lower elevation than the surrounding properties. Over the decades, development in the periphery of this intersection has most likely altered natural drainage flows. Additional lanes for highway improvements will place additional emphasis on managing runoff. Additional property acquisition will be necessary for stormwater retention detention. Widening on the existing alignment will pose substantial traffic control and constructability issues. Maintaining access to residences and businesses that remain will be of significance. Also, with the current traffic count of approximately 20,000 vehicles per day, temporary traffic control measures will be a significant cost to the project. A summary of probable construction costs is provided later in this section. b. WV 51 West Improvements The intersection of US 11 and WV 51W would need to be widened to accommodate six lanes for turning and traffic flow movements. This would require the addition of three lanes plus additional drainage, shoulders, and radius improvements. The remainder of WV 51 from approximately Hovatter Drive to the southbound ramps west of I 81 would require a minimum of five lanes. The improvements would also require additional shoulders and ditches. Since the current drainage along WV 51 flows eastward from the interstate to US 11, significant ditch structure or swales would be required to manage the storm water flows. WV 51 west of US 11 has sufficient right of way for improvements. However, entrances to numerous commercial establishments would be impacted as well as existing drainage. Improvement work would also impact the existing railroad crossing with Winchester and Western Railway. The railway crossing would need to be widened to accommodate the additional lanes of traffic. The existing railroad crossing flashing light would need to be relocated and most likely expanded. Photo 16 provides a general view of the existing railroad warning lights. As mentioned, the number of lanes on WV 51W needs expanded to five lanes. Currently, there is congestion at the interstate ramps. The left turning storage lanes, particularly for traffic entering the southbound ramp, are minimal. This is due to the short space available beyond the overpass bridge. The condition is similar for eastbound WV 51 traffic turning left onto the northbound ramp. The project traffic growth indicates that without additional through and turning movement space, the I 81 ramps would become significantly congested. Replacement of the existing bridge crossing I 81 would be necessary in order to provide adequate lanes for traffic flow at the interchange ramps. The existing traffic signals at I 81 would need to be reconstructed for the additional lanes. Entrance and exit ramps may require additional widening to provide storage for turning vehicles. Photos 11 thru 14 provide an Page 16

20 overall view of the existing WV 51 westward from US 11. Figure 4 provides locations for the photos. Also see Appendix C for lane configuration required to satisfy traffic study recommendations. The roadway expansion would require total reconstruction of the existing traffic signal at the intersection of US 11 and WV 51W. The traffic report recommends that a traffic signal be considered for Pilgrim Street (CR 51/4) intersection with WV 51W. Due to the added lanes and traffic volumes, safe and efficient turning movements would require a signalized intersection. Nearly all properties fronting WV 51W are either commercial or fast food restaurants. There remain a couple of vacant tracts that have potential for commercial development. In this segment there is sufficient space to widen the roadway within the existing right of way; however entrances to the adjacent properties would be affected. Numerous drainage structures under entrances would need to be replaced or reconstructed. Additional temporary traffic control measures would be considered during the design phase. Current storm water runoff from the existing roadway enters an existing roadside ditch network and flows eastward from I 81 to the intersection of US 11. As stated previously, the roadway surface elevation at the US 11/WV 51W intersection is lower than the approaches in each direction. Photo 17 shown provides visual representation. Peak storm events currently create temporary flooding of this intersection. Improvements to US 11 and WV 51W intersection will alter the current drainage and increase runoff quantities. The improvements to US 11 and WV 51W will require either storm drainage system to pipe storm water to a regional pond or acquire additional property near the intersection to provide retention for the additional discharge generated by the additional impervious surfaces. Increases in stormwater runoff must meet the MS4 requirements of Berkeley County. The general requirements established by the county require that both water quality treatment and quantity control be managed. This aspect would be essential for this improvement project due to the proximity of commercial and residential development that exists around the perimeter of the highway. Page 17

21 Figure 4 General Conditions along WV 51W Page 18

22 Photo 11, WV 51 looking west from US 11 Intersection Photo 12, WV 51 looking east toward US 11 Page 19

23 Photo 13, WV 51 looking west at Pilgrim St. (CR 51/4) Photo 14, Intersection of WV 51W and US 11 Page 20

24 c. WV 51 East Improvements Proposed traffic volumes indicate that WV 51 east (Southern intersection) would require the addition of two lanes for turning movements. These two additional lanes would be required a minimum of one hundred feet beyond Pedal Car Drive (CR 51/6). From Pedal Car Drive to Surveyor Drive (CR 51/15), the highway would need widened to accommodate two additional lanes as well and drainage. The linear distance for the improvements is approximately 1,250 linear feet or 0.24 miles. From Surveyor Drive to Sulphur Springs Road (CR 51/7) one additional lane would be needed. A single lane widening could be accomplished within the existing right of way for all improvements except for utilities. Photos 15 through 17 provide a representative view of WV 51 east. Figure 5 provides location of the photos relative to the project. Plan sheets depicting the lane configuration on WV 51 east for Alternative 2 are included in Appendix C. Improving the existing alignment along WV 51E to the intersection of US 11 would impact 18 commercial parcels as well as 6 residential parcels. Additional right of way will be required for shoulders and drainage along this segment. In addition to the land parcels, commercial billboard relocations would be required, as shown in Photo 17. As the photos show (and confirmed by topographic surveying) the segment of WV 51E is relatively flat. The addition of lanes will require consideration for stormwater management. In order to control additional discharge, additional right of way will be required to construct retention detention facilities. An alternative would be to install storm drainage and pipe storm water to a regional pond. A summary of construction costs is provided later in this section. Page 21

25 Figure 5 Property Impacts Along WV 51E Under Alternative 2 Page 22

26 Photo 15, WV 51 Looking West at Intersection of US 11 Photo 16, WV 51 Looking East near Intersection with US 11 Page 23

27 Photo 17, WV 51 Looking East at Surveyor Drive (CR 51/15) 3. Impacts a. Public Water Facilities Berkeley County Public Service Water District (PSWD) maintains 10 inch water mains within the project limits of this alternate. The 10 inch water line is located on the west side of US 11 south of True Apple Way. At the intersection with WV 51E, the line crosses US 11 and follows the southern edge of the highway to West Lane which is immediately behind the Sheetz convenience store. The water line then crosses WV 51E and follows West Lane (partially undeveloped) beyond the project limit. The PSWD also maintains a 10 inch water line along the north edge of WV 51W from Dellinger Drive to the intersection of US 11. From this point the 10 inch line follows the west edge of US 11 northward. The PSWD maintains a 10 inch water line crossing WV 51W at Pilgrim Street. There are additional small service lines crossing WV 51W as well as US 11. To facilitate widening of US 11 and both WV 51E and WV 51W the 10 inch water lines will need relocation. An estimated cost of relocation work is $140,500. An itemized listing with associated costs is included in the overall construction cost shown in Appendix A. A map of the existing water utilities furnished by the PSWD is shown below as Figure 6. b. Public Sewer Facilities Berkeley County Public Service Sewer District (PSSD) maintains both gravity and force main sanitary sewer systems within the project area. The PSSD maintains an 8 inch gravity sanitary sewer line along the south side of WV 51W from near the railroad crossing to a point in the field behind the United Bank property. The sewer line crosses US 11 at a point close to the existing radius of WV 51W. The remaining line appears to be offset from existing pavement to allow additional widening without impact. Page 24

28 Determination would need made at the time detailed plans are developed. An 8 inch gravity sanitary sewer exists along the north side of WV 51E from a point just east of Pedal Car Drive to just west of Sulphur Springs Road. The sewer line appears to be sufficient distance away from existing roadway to permit highway improvements. Again, a determination of conflict would be made at the time of detailed plan development. The PSSD also maintains service line connections across WV51E and WV 51W at various locations. Depths as shown on furnished plans appear to be sufficient to permit widening work. Estimated cost of sewer line relocation work is $77,300. An itemized listing with associated costs is included in the overall construction cost shown in Appendix A. A map of the existing sewer utilities furnished by the PSSD is shown below as Figure 7. c. Gas Facilities Mountaineer Gas operates underground gas facilities throughout the project limits. Survey information provided indicates that the gas line is located along the north shoulder of WV 51E from approximately Surveyor drive to the intersection with US 11. Additional survey information indicates that the gas line is located along the south side of WV 51W very close to the existing sanitary sewer line. The gas company also furnishes gas along the US 11 corridor. Preliminary conversations with gas company representatives indicate that the gas service line along WV 51E is a high pressure line. For any improvements along WV 51E and US 11 between the intersections, significant relocation of gas lines will be required. The estimated cost of relocating the gas lines is $10,000. d. Overhead Utilities There are overhead utilities locate on both sides of US 11. These utilities are electric, telephone, and cable. The electric lines are three phase serving some of the commercial parcels. The utility poles currently are located from 4 feet to 7 feet off the edge of existing pavement. A total reconstruction of overhead utilities in this corridor would be required for highway expansion along US 11. Photos 18 thru 21 shown below provide a representation of overhead utilities and their proximity to existing roadways. Photo 21 in particular provides the extent of the three phase electric service on the east side of US 11 near the WV 51E intersection. Figure 8 provides a location for the photos taken. Overhead utilities located along WV 51 W appear to be set back sufficiently and may not be impacted by work. Overhead utilities from Surveyor Drive to US 11 will be impacted and require relocation of poles. There are approximately 50 utility poles that would need relocation to permit the widening of the existing highway. In addition to the poles, numerous service connections would need reconstructed. The degree of work required for the utilities will invariably generate disruption of service to the customers along the corridor. Page 25

29 Figure 6 Existing Water Line Mapping Page 26

30 Figure 7 Existing Sewer Line Mapping Page 27

31 e. Right of Way Property Conflicts One of the fundamental issues on highways is access conflicts. For this alternate, primary access issues will be at the signalized intersections. At the north intersection with WV 51W, the addition of three lanes on both US 11 and WV 51W would create a critical access issue for the 7 11 facility (MC6, P16.7) as well as Throckmorton (MC6F, P11). Recommendations for this alternate are to purchase both parcels. It would become virtually impossible for vehicles to enter or exit the facilities. Cost consideration has been included in the right of way cost for this project. The access to United Bank will be maintained by the upgrade of the existing traffic signal. Similarly, there will be considerable access issues at the southern intersection at WV 51E. Rite Aid (MC6J, P105) and CVS (MC6J, P117) pharmacy centers are situated at opposite corners to the intersection. Rite Aid has an existing right in entrance off US 11. Their exit is set back on True Apple Way. Reasonable access can be made with this improvement. CVS has a right in and right out entrance at approximately 150 feet from the intersection on WV 51E. They also maintain an entrance on US 11 at approximately 200 feet from the intersection. Access to CVS may become marginal during peak traffic periods. There is a Sheetz fueling center and convenience store (MC6J, P3, 5, & 115) located on the northeast corner of this intersection. This parcel has underground storage tanks that would be compromised by the highway expansion. A NAPA Auto Parts center (TM6J, P81.1) is located on the southwest corner of the intersection. Road widening will eliminate the minimal parking that currently exists. Access would be very difficult. As such, it is recommended that the Sheetz and NAPA parcels be purchased. The associated cost is included in the right of way estimate shown later in this report. f. Temporary Traffic Control Traffic management during construction would be a major aspect of this alternate. All the road improvements are immediately adjacent to traffic flow. For the existing intersections, minimal roam is available through the current lanes. WV 51E has marginal shoulder area. WV 51W currently has three existing lanes. Three lanes currently exist on US 11. Traffic management would most likely be accomplished by utilizing the center turn lane for one direction of traffic flow or reducing the lane widths to provide sufficient shoulder room to perform the widening work. Contractor s means and methods would determine the need for concrete barriers or other traffic device to protect the work areas. Flaggers would most likely be required for the duration of intersection work. Temporary traffic signals may be utilized to handle lane shifts during non working hours. All traffic control utilized would be in accordance with The Manual on Temporary Traffic Control for Streets and Highways as well as other governing specifications of the WVDOH. Cases A4 and A9 of that Manual would be indicative of the traffic control plan utilized. An integral part of any construction activity for this alternate is that of public media utilization. There are numerous entrances to commercial and residential properties throughout the project limits. Advance notice and daily communications will be required for this project. Public service announcements as well as advance usage of Variable Message Boards (VMB) would be the most important traffic control strategy. Use of traffic control devices, temporary striping, barriers, etc. are included in the cost estimate for this alternate and are shown in Appendix A. Page 28

32 Figure 8 Utilities along US 11 Page 29

33 Photo 18, US 11 East Side Utilities Photo 19, US 11 West Side Utilities Page 30

34 Photo 20, Proximity of Utility Poles to Highway Photo 21, Overhead Utilities at WV 51E Page 31

35 4. Cost There are three primary cost functions with improvements on existing alignment: right of way cost; utility relocation cost; and construction costs. More details are provided in Appendix A. Preliminary plans attached in Appendix C show the impacts on private properties. Improving on the existing alignment will impact at least 62 parcels of property within the project limits. Seventeen (17) of the 62 parcels are considered residential. The remainder serves some commercial purpose. Sixteen (16) parcels will be taken in their entirety. Four (4) of the sixteen are considered residential with the remainder being commercial. There are additional parcels not listed as total take but may have damages to the extent where total acquisition may be necessary. To accommodate stormwater management for increased impervious surface, The Hadavand (MC6J, Parcel 83) and Throckmorton (MC6F, Parcel 11) properties are added as a whole take. This area is located at the low elevation and would be utilized to mitigate increased stormwater runoff from the expansion. The total estimated right of way cost values are based upon Berkeley County Assessor s Office tax records. The values are increased by 40% to account for more accurate appraisal estimates for purchasing. Tables 2 and 3 below provide property information to correspond with the information presented in this section. The estimate is derived from the tax mapping information from Berkeley County. The assessed values of the total take properties are totaled with the 40% inflation value added. Commercial properties are being taxed based upon an average of $6.36 per square foot. Banks, retail stores, etc. are taxed at $8.40 per square foot. Residential properties average $3.00 per square foot. The total estimated cost for right of way for this alternate is $4,600,000. Overhead utility costs are computed by evaluating the total number of poles that would need relocated including approximate number approaching the project limits to permit re alignment of utilities. There are 50 poles that would require relocation for this project. Probable cost to relocate each pole is estimated to be approximately $11,000. The estimated cost for overhead utility relocation is $550,000. The cost to relocate underground utilities is included in the roadway construction cost estimate included in Appendix A. The estimate for water, sewer, and gas relocation work is $227,700. Roadway construction costs would include building demolition, full depth excavation for widening, new drainage system, resurfacing existing roadway pavement, two new traffic signal systems, associated road signage, pavement markings, sediment and erosion control, temporary traffic control, and storm water management retention/detention system to manage discharge. The total estimated cost for construction to improve the existing alignment is approximately $12,282,300. A cost estimate is provided in Appendix A that provides the method and estimated quantities utilized to derive this cost figure. In addition to the proposed roadway work, the Traffic Study shows that the WV 51 bridge and approaches at I 81 does not have sufficient lanes to carry the proposed traffic volume, A new bridge structure is needed on WV 51 over I 81. A comparative cost of the most recent bridge replacement project three miles north at Tabler Station interchange was evaluated. The cost of replacing the bridge, ramp improvements, traffic signals, temporary traffic control on I 81, and other bridge related items would be similar to the Tabler Station project. The construction cost for that project was $11,500,000. Adding for inflation, it is estimated that the Inwood interchange project would be approximately $12,000,000. Page 32

36 Summarizing the total cost of the Improving Roadway on Existing Alignment alternative is as follows: Table 3: Alternate 2 Construction Cost Cost Right of Way $4,600,000 Utilities $777,700 Roadway $12,282,300 Roadway Cost $17,660,000 Bridge $12,000,000 Total Cost w/ Bridge $29,660,000 Table 4 Alternate 2 Parcels Impacted Page 33

37 Table 4 (Cont.) Alternate 2 Parcels Impacted Page 34

38 Table 5 Alternate 2 Total Take Parcels Page 35

39 C. ALTERNATE 3 RE-ALIGNMENT OF WV Traffic A Traffic Study and Report has been conducted that includes a new alignment route. The study incorporated the existing intersections as previously described in Alternate 2. The study developed traffic volumes for the design period thru The results of that study show that the alternate alignment would need a minimum of four lanes (two in each direction) to carry projected traffic volumes. This expansion would be required from Interstate 81 to Sulphur Springs Road. The expansion requirements from the interstate to the intersection of US 11 would be the same as the Improve Existing Alignment alternate (WV 51W) with the exception of the US 11 intersection configuration. WV 51E would need to be three lanes from the newly constructed road reconnect with WV 51 to Sulphur Springs Road. 2. Description Alternate 3 would improve the existing WV 51 from west of I 81 to US 11; improve the roadway on US 11 at the improved intersection; and construct a roadway on a new alignment. The new alignment would eliminate the offset intersections at US 11 and WV 51 and provide for a more direct flow for eastand westbound traffic along WV 51. With the exception of intersections at both ends, the proposed alignment would pass across an undeveloped parcel of property with less impact to existing homes and businesses. Key elements to selecting an alignment are the connecting points at each end. The proposed alignment would need to be configured to match the existing WV 51W segment at the current traffic signal at US 11. Curvature and tie in segments on the eastern end need to meet AASHTO criteria and provide adequate alignment for side road connections. The alignment proposed provides a tangent section that would connect at US 11. On the east end, the desire is to connect the new alignment to existing WV 51 near the end of the existing tangent (near Surveyor Drive). Property and other impacts were evaluated in selecting a terminus. It was found that any alignment would impact developed parcels nearly the same. The selected route appears to minimize the number of access points onto the new road. A re connect with WV 51 from Inwood would adequately serve all adjacent parcels. The alignment evaluated is shown in Appendix D. This alignment maximizes the sight distance along the length of the project and provides smooth transition at each end. a. US 11 Improvements Improvements for US 11 for this alternate alignment would require additional widening mainly from Sader Drive northward about one quarter mile north of the new intersection with WV 51W. US 11 would require six lanes north of the intersection to permit adequate storage for turning vehicles. Northbound vehicles would require two left turning lanes to provide storage. The traffic study recommends these lanes such that the single southbound left turning lane at WV 51E could remain functional. The number of lanes required is in accordance with the Traffic Study completed as part of this project. Additionally, shoulder width, clear zone consideration, lane transition lengths and intersection geometry would be in accordance with WVDOH and AASHTO Standards. The improvements to US 11 would be nearly the same as reported in Alternate 2 at the north intersection except that one less through lane would be required. The construction of an alternate route would eliminate traffic that normally would turn right at the southern intersection to go north on US 11 toward Martinsburg. The intersection would require a complete reconstruction of the existing traffic signal. Construction activities required to improve the highway would generate additional storm water discharge. The existing drainage system is currently inadequate and would become a serious issue if not properly Page 36

40 addressed. It is recommended that stormwater drainage system be developed near the intersection with a retention/detention system installed to manage the discharge. It is proposed that the northeast corner of intersection be utilized as this area may be low enough to permit installation of a retention pond. This area has been evaluated previously as part of the original Inwood Stormwater Project. That project never materialized. There are preliminary plans for that project and a copy is shown in Figure 9 of this report. b. WV 51 West Improvements Improvements required to WV 51 from US 11 to Interstate 81 is essentially the same as previously described in the Alternate 2 narrative. The only exception would be the additional lane configuration at the intersection of US 11. Traffic signals, additional lanes, drainage, and railroad crossing work were previously described. This would also include the need for reconstruction of the I 81 overpass bridge to accommodate the projected traffic flow at the interchange ramps. Refer to Section II B 3 for more detail. As mentioned in the previous paragraph, provisions are needed to manage the stormwater drainage along WV 51W. c. WV 51 East New Alignment Alternate 3 would construct a new segment of road from US 11 through undeveloped property to an easterly connection or tie in with existing WV 51 near Surveyor Drive (CR 51/15). The proposed segment would begin at the current signalized intersection of WV 51W and US 11. Photo 22 provides a general view of where the new alignment would begin. The traffic impact study recommends that this segment of highway have the capacity to carry two lanes of traffic in each direction. Considering the commercial aspects of this area, a five lane roadway would need constructed. That roadway would have pave shoulders in accordance with WVDOH and AASHTO Standards and Policies. The limiting feature of constructing this new by pass route is the probability that the United Bank parcel (MC6F, P13) would need acquired. The Throckmorton property (MC6F, P10 & 11) is recommended for acquisition for this Alternate as well as Alternate 2 in order to provide storm water management for the completed roadway segment. The segment of roadway follows a tangent segment with curves near the east end that conform to AASHTO requirements for a 55 mph roadway. The new segment would have a crest vertical separating the drainage into two discharge areas. This drainage divide would occur at approximately Station The relocated segment of roadway would pass along and require limited acquisition of parcels within the Inwood East Subdivision. The proposed alignment would pass through the South Berkeley Self Storage (MC 6, P57) requiring acquisition of the parcel. Additional parcels to the east would require acquisition. Table 7 is provided later in this section that provides a listing of impacts. Table 8 provides a listing of total acquisition parcels. The new alignment would connect to existing WV 51 at approximately Station or slightly east of Pocono Drive. The traffic impact study also suggests that growth projections indicate that an additional lane be provided on existing WV 51 from the reconnection to Sulphur Springs Road (CR 51/7). There are commercial establishments as well as entrances to substantial subdivisions within that corridor that generate significant left turning movement. WV 51 has a sixty foot right of way within that corridor and thus sufficient to widen the roadway within existing right of way. Existing driveways would be reconstructed with the widening work. Existing WV 51 between the south intersection of US 11 and the newly relocated roadway would be connected by a T intersection at approximately Station Entrances along a portion of the Page 37

41 existing roadway would be connected to permit access. Individual driveways would be eliminated in as much as practical to control access points on the newly constructed roadway. Details of the alignment are shown on plan sheets included as Appendix B in this report. Drainage aspects of the newly constructed roadway would need consideration. Since most of the area is currently open farm field, new impervious surfaces would require water quality as well as quantity treatments. As state previously, Berkeley County Government has adopted MS4 regulations countywide. Credits can be considered for parcels that require demolition or removal of impervious surfaces. The generated impervious area would be substantially greater than any credits and thereby warranting the required treatment. Vegetated swales and potentially bio retention along the length of the newly constructed roadway would provide some credits for the quality treatment and may aid in some quantity control. Additional right of way beyond the projected cut and fill limits is shown in order to accommodate this potential. The actual areas required would be determined once final design begins on the selected alignment. This general area is known for karst topography. There is evidence on this particular project of this existence. Rock outcrops are present in the open field and potentially within the limits of this project. Prior to any final design work, geotechnical exploration should be made of the area to determine the existence of shallow cavities or caverns. This exploration could govern the location and infiltration practices utilized to mitigate stormwater runoff. Photo 23 shows the general location of the alternate alignment. Small rock outcrop is visible in that photograph. A naturally low area currently exists on the north side of existing WV 51 near the east tie in. Acquisition of these parcels would permit the construction of a stormwater detention facility to receive discharge from the highway. The area is shown on the plans in Appendix B. The parcels are also shown in the right of way impact table shown later in this report. Photo 24 provides a general view of the low area as well as the general area where existing WV 51 would connect to the new alignment. Page 38

42 Figure 9 Proposed Stormwater System Page 39

43 Figure 10 WV 51 Proposed Alignment Photos Page 40

44 Photo 22, Alternate Alignment West End Looking East Photo 23, General View of Proposed Alignment Looking East (Note rock outcrop in field) Page 41

45 Photo 24, General View Near East End of Proposed Alignment Looking Northeast (Note: Low area for potential storm water facility) Photo 25, General View Near East End of Proposed Alignment Looking Northeast Page 42

46 3. Impacts a. Public Water Facilities Berkeley County Public Service Water District (PSWD) maintains 10 inch water mains within the study area. The 10 inch water line is located on the north side of WV 51W and extends from the intersection of US 11 to the McDonalds restaurant just east of the I 81 ramps. This same line follows along the west side of US 11 northward beyond the project limits. There is also a 10 inch water main that crosses WV 51W and runs parallel to the west side of Pilgrim Street. At the intersection with WV 51E, the line crosses US 11 and follows the southern edge of the highway to West Lane which is immediately behind the Sheetz convenience store. This water main is located along the undeveloped alley that continues northward beyond the project limits. The PSWD maintains a 16 inch and a 6 inch parallel water main along the edge of the Butler farm field. The 16 inch line continues into the Inwood East Subdivision. The 6 inch line runs parallel to the South Berkeley Mini Storage Facility and crosses WV 51E just east of Surveyor Drive. The 6 incd main continues eastward along the south side of WV 51 beyond the project limits. This proposed relocated alignment will cross the 10 inch main near United Bank and the 6 inch and 16 inch lines near the eastern tie in. It is anticipated that water line relocation will be necessary at these locations. The estimated cost of relocation work $239,400. An itemized listing with associated costs is included in the overall construction cost shown in Appendix B. The existing water utilities furnished by the PSWD are shown on Figure 6. b. Public Sewer Facilities Berkeley County Public Service Sewer District (PSSD) maintains both gravity and force main sanitary sewer systems within the study area. The PSSD maintains an 8 inch gravity sanitary sewer line along the south side of WV 51W from the railroad crossing to a point in the Butler field behind the United Bank property. The sewer line crosses US 11 at a point close to the existing radius of WV 51W. Upon investigation, the remaining line appears to be offset from existing pavement to allow additional widening without impact. Determination of the extent of the impacts would be made during detailed design. An 8 inch gravity sanitary sewer exists along the north side of WV 51E from a point just east of Pedal Car Drive to just west of Sulphur Springs Road. The sewer line appears to be sufficient distance away from existing roadway to permit highway improvements. Again, impacts would be determined during detailed design. The PSSD also maintains service line connections across WV51E and WV 51W at various locations. Depths as shown on furnished plans appear to be sufficient to permit widening work. Manhole lid adjustments and possible relocation may be required where the proposed roadway crosses the existing sewer line. These crossings will occur at both the east and west ends of the proposed new alignment. The estimated cost for relocation work is $42,100. An itemized listing is included in the overall construction cost shown in Appendix B. The existing sewer utilities furnished by the PSSD are shown above as Figure 7. c. Gas Facilities Mountaineer Gas operates underground gas facilities throughout the study area. Survey information provided indicates that the gas line is located along the north shoulder of WV 51E from approximately Surveyor drive to the intersection with US 11. Additional survey information indicates that the gas line is located along the south side of WV 51W close to the existing sanitary sewer line. The gas company also furnishes gas along the US 11 corridor. Preliminary conversations with gas company representatives indicate that the gas service line along WV 51E is a high pressure line. For any Page 43