-
PROJECT WORKBOOK
3-1
WeantRoadFeasibilityStudy
PROJECT BACKGROUND
TheCityofArchdaleincooperationwiththeHighPointUrbanAreaMetropolitan
Planning Organization (HPMPO) and the
NorthCarolinaDepartmentofTransportation(NCDOT)commissionedthecreationofa
corridor study for theHwy62 corridor.
TheprojectlimitsincludedthesectionofroadfromFairfieldRoadeasttotheUSHwy311Bypass.Theprimaryemphasisofthestudywastodevelopan
interimand longterm transportation strategy that responds
tochanging conditions along the corridor. The study
consideredsafety, traffic operations, access management, land
use,environment and multimodal accommodations. The studyincluded a
robust public outreach process including SteeringCommittee
meetings, stakeholder interviews, design
charrette,workshop,andcouncilpresentation.
Theoutcomeoftheplanningprocesswasaseriesofdeliverablesincluding:
Preferred Access Strategy: This exhibit communicates an
agreeduponaccessconfigurationforthecorridor includingthe
locationoffuturetrafficsignals,rightinrightout,anddirectionalcrossovers.
ConnectorStreetPlan:Thisdeliverableconveys the
recommendedsidestreetconnectivitythatsupportsthepreferredaccessstrategyand
reduces motorist reliance on key intersection movementsthrough the
creationof alternative routes. Mostof these
streetswillbeimplementedincrementallyasdevelopmentoccurs.
Concept Design: A typical crosssection and concept design
wereprepared for the preferred alternative. The design
includessufficient design to reinforce the preferred access
strategy,preliminary laneage and intersection capacity, pedestrian
andbicycleaccommodations,opportunitiesforlightingandlandscaping.
PerspectivefromtheHwy62CorridorStudy
-
PROJECT WORKBOOK
3-2
WeantRoadFeasibilityStudy
WEANT ROAD AT NC 62: DEFINING THE PROBLEM
Thecorridorstudyprocessconfirmedaheavynorthboundleftturnmovementduring
the morning peak period(7:00am9:00am). This movement isrelated to
commuter and schoolgenerated traffic. There were alsonumerous
groups and individuals thatexpressed the desire for a traffic
signal to be installed at
thislocation.However,thecloseproximityofthisintersectiontotheI85
interchange ramps (approx 400 feet) is in direct conflict
withaccepted spacing standards (1,0001,500). Signalization at
thislocationwouldresultininefficienttrafficprogressionresultingfrominadequatespacing.Thereisalsoadocumentedconcernrelatedtothequeuingofvehiclesandtheirpotentialtoblockorinterferewithintersectionoperationsandsafety.
Forthisreason,signalizationatthe existing Weant Road intersection
has not been endorsed bylocal agencies and is not recommended in
the Hwy 62 CorridorStudy.
Further complicating this intersection is thehighvolumeof
trafficprojectedtopassthroughtheintersection.2035trafficprojectionsanticipate27,600vehiclesperdayonNC62inthevicinityofWeantRoad.
In response to the geometric conditions and projectedvolumes a
series of alternatives were evaluated. The preferredrecommendation
includedtherealignmentofexistingWeantRoadtoapointoppositeexistingModlinGroveRoad.Theresultingfourwayintersectionincreasesthedistancefromtheinterchangeramps
an amount acceptable for future signalization. Other
alignmentoptionswereconsidered
includingtherealignmentofWeantRoadutilizingBluewoodCourt.Whilethisoptionmovedtheintersectionaway
from the I85 interchange it created anoffset
configurationwithModlinGroveRoadthatfurthercomplicatedtrafficoperationsand
safety. Furthermore, it did not move the intersection
anacceptabledistancefromtheI85interchangeramps.
The corridor study recommended further analysis to confirm
thefeasibility of realigning the Weant Road intersection.
AftercompletionofthecorridorstudytheCityofArchdaleinconjunctionwiththeHPMPOcommissionedtheWeantRoadFeasibilityStudy.
WORKBOOK Thisworkbookservesasasummaryof
theWeantRoadFeasibilityStudy and includes information regarding the
study process,transportation design, environment, and
implementation. Thecomponents of the workbook are described in the
followingsubsections.
ProjectProcess
Theworkbookoffersabriefoverviewoftheplanningprocessusedto
identify issues, create alternatives, develop evaluation
criteria,andultimatelyformulaterecommendations.
-
PROJECT WORKBOOK
3-3
WeantRoadFeasibilityStudy
ConceptDevelopment
Theworkbookprovidesasummaryofalternativesgeneratedduringthe
study. Theexpressed intentwas toevaluatea setofoptions.Eachoption
includeda common characteristic, the
realignmentofWeantRoaddirectlyoppositeModlinGroveRoad.
ConceptEvaluation
A systematic evaluation of traffic operations and safety
wasdevelopedtoassessthecurrentconditionswithinthestudyareaaswellastheprojectedhorizonyear
(2035)conditions. Thisanalysisof capacityand
safetydeficienciesbecame the cornerstone in
theevaluationofthepreferredalignment.
PreferredAlternative
The roadway realignment conceptswere all intended to
improvesafety, address projected capacity deficiencies, and
minimizeenvironmental (human and natural) impacts. The
preferredalternative therefore represents the option that best
responds tothese criteria. In effect, it was the responsibility of
projectparticipantsto
identifyanalternativethatrespondstothedefinedproject needs, was
consistent with the established
designparameters,andcomplementedthecorridorcontext.
ActionPlan
Theprojectprocesswasdevelopedwith implementation inmind.The
Action Plan is intended to provide guidance on next
steps,potentialfunding,andastrategyforimplementation.
Appendix
TheAppendixprovidesdocumentationofthetrafficandairqualityanalysis,concepts,resourcemapping,andfunctionaldesignplansaswellasthedatautilizedintheirdevelopment.
AviewtotheeastalongHwy62
-
PROJECT WORKBOOK
3-4
WeantRoadFeasibilityStudy
PROJECT PROCESS WeantRoad
isatwolaneregionallysignificantcorridorthatservesthegrowing
suburban residentialpopulation
inArchdaleprovidingconnectionstoUS311Bus(MainStreet),USHwy311/FutureI74and
I85. With land development trends and traffic growthanticipated to
increase over time, local officialswill face growingpressure to
address operational and safety concerns at
theintersectionofNC62andWeantRoad.
The Weant Road Feasibility Study allowed the City of
Archdale,HPMPO,andNCDOTtopickupwherethecorridorstudyconcluded.The
feasibility study allowed the Project Steering Committee
theopportunity to consider alignment choices, design concepts,
andsolutions that balance the competing interests of
environmentalimpacts,trafficsafety,andfuturedevelopment.
PROJECT STEERING COMMITTEE
TheProjectSteeringCommitteewasformedatthebeginningoftheproject to
provide technical oversight for the formulation ofrecommendations
and strategies. The steering committee
wascomprisedofmembersoftheCityofArchdale,HighPointMPO,andthe North
Carolina Department of Transportation. The steeringcommitteemet
frequently during the project to provide
localizedguidance,brainstorm concepts, reviewalternatives,and
formulateimplementationstrategies.
ALIGNMENT ALTERNATIVES Several alternatives for consideration
and evaluation weredeveloped and reviewed in conjunctionwith the
project steeringcommittee. Thedevelopmentof the alternativeswas
focusedonthe primary objective of creating a new location for
northboundWeant Road traffic to make a leftturn onto NC 62 in a
mannersuitable for future traffic signalization. Intersection level
trafficanalysisandcrashanalysiswasperformed toaid in
theevaluationof alternatives. Air quality analysis was also
included in theevaluation.
Concept design plans, showing the horizontal geometry
weredeveloped for each of the three alternatives. The intent of
theconcept designs was to determine if the alignments
developedcouldmeetdesigncriteriaestablishedbyNCDOT.
ENVIRONMENTAL REVIEW
Asapartofthisfeasibilitystudyapreliminaryenvironmentalreviewwas
prepared for the study area. The environmental reviewrepresents a
reasonable attempt to identify potential sources ofcontamination,
significant natural features, and areas whereavoidance should be
exercised. Both natural and human featureswere considered. Avoiding
the built environment
includedminimizingimpactstoexistingstructuresandlimitingtheamountofrightofwayrequiredforconstruction.
-
PROJECT WORKBOOK
3-5
WeantRoadFeasibilityStudy
FUNCTIONAL DESIGN Upon the selection of a preferred alternative,
functional designplans were prepared utilizing available
topographical and aerialdata. While this information is less
detailed than survey data, itrepresents an affordable means to
establish a relativeunderstandingof thepotential impacts
toenvironmental
features,thebuiltenvironment,andprobableconstructioncost.
Functional design plans were developed based on best
practicesincluding current NCDOT and AASHTO (American Association
ofStateHighwayTransportationOfficials)
roadwaydesignguidelines.Horizontal and vertical functional design
plans were prepared
todeterminepotentialimpactsandconstructability.
CONCEPT OVERVIEW The existing intersection between Weant Road
and NC 62 isfunctionally tooclose to the I85 interchange ramps
(adistanceof370feet),toaccommodatethecurrentandfuturetrafficdemandsunderitscurrentdesignconfigurationandstopcontrol.
The NC 62 corridor study provided a recommendation for
therealignment of Weant Road to occur opposite the
existingintersection ofNC 62 andModlinGroveRoad. This
locationwaspreferredoverothersbecauseof
itsdistanceeastofthesignalizedinterchange rampsaswellas its
connectivity toother streets. At1,100 feeteastof the I85 ramps,
this locationprovidesoptimum
signalspacingaswellastheabilitytominimizethe
interruptionoftrafficprogressionalongNC62.
WhilethenewterminusofWeantRoadwasidentifiedintheNC62corridorstudy,thealignmentoftherealignmentrequiredadditionalstudy.
For this reason, the feasibility study explored
threealternativealignments.
ALIGNMENT ALTERNATIVES The study area includes a residential
neighborhood located alongBluewood Court with the remainder of the
area generallyundevelopedwith agricultural and forest land. Three
alternativesweredeveloped,eachwithvaryingdesignfeaturesandalignments,butallachievingthedesiredterminuslocationwithNC62atModlinGroveRoad.
All three of the alternatives utilize a standard typical
sectionconsisting of a twolane shoulder section. Each alternative
alsoconsidered future sidewalkplacement. Eachof thealternatives
isdiscussedingreaterdetailonthefollowingpages.
TypicalsectionoftheWeantRoadrealignment
-
PROJECT WORKBOOK
3-6
WeantRoadFeasibilityStudy
ALTERNATIVE1
Alternative1(ALT1)followsthealignmenthighlighted
intheNC62CorridorStudy.
ALT1departsfromtheexistingWeantRoadalignment just north of
theGuilford/Randolph County line in anortheasterly direction before
turning to a more northerlydirection just east of the residential
homes located alongBluewoodCourt.
ALT1providesadirectrealignmentofexistingWeantRoadtothenewproposed
intersectionwithNC62andModlinGroveRoad.For northbound motorists on
Weant Road this provides for aseamlesstrafficmovement.
ALT1utilizesa50mphdesign speedwhichallows
forapostedspeedlimitof45mphwhichisconsistentwiththecurrentpostedspeed
limit along Weant Road. Under ALT 1 the
remainingportionofexistingWeantRoadontheoriginalalignmentnorthofthepointofdivergence,
is realigned toanew intersectionwiththerealignedWeantRoad.
DesignSpeed:50mph
Length:2,300feet
RightofWay:3.2acres
Consistentcorridorspeedlimit
PotentialimpactstoRandolphCounty
IncreasedPropertyimpactsandrightofway
Seamlesstrafficmovement Creates18.2acreparcel
Alternative1Alignment
-
PROJECT WORKBOOK
3-7
WeantRoadFeasibilityStudy
Alternative1:ConceptDesign
-
PROJECT WORKBOOK
3-8
WeantRoadFeasibilityStudy
ALTERNATIVE2
Alternative2(ALT2)maintainstheterminuspointwithNC62andparallels
Woods Lake adjacent to the residential homes. ALT 2departs froma
similaralignmentwithALT1as itpasses southofthe residential homes.
At this point, ALT 2 follows a
westerlydirectiontoanewintersectionwithexistingWeantRoad.
AllowingtheALT2alignmenttoterminateatexistingWeantRoadimprovesaccesstotheundevelopedpropertiesonthewestsideofexistingWeant
Road aswell as those that the alignment passesthrough. Drivers with
destinations such as I85 or points westwouldmakearightturnatthenew
intersection.
DriversheadingeastonNC62havetheoptiontocontinueonexistingWeantRoadorturnrightandutilizerealignedWeantRoad.
ALT 2 utilizes a 40mph design speedwhich allows for a
postedspeedlimitof35mphwhichisinconsistentwiththecurrentpostedspeed
limit (45 mph) along Weant Road. Under ALT 2 existingWeant Road on
the original alignment north of the point ofdivergence, is
realigned to a new intersectionwith the realignedWeantRoad.
DesignSpeed:40mph
Length:1,650feet
RightofWay:2.3acres
Fewerpropertyimpacts Nondirectrealignment
Providesdirectaccessto
undevelopedpropertywestofexistingWeantRoad
Creates16.2acreparcel
Alternative2Alignment
-
PROJECT WORKBOOK
3-9
WeantRoadFeasibilityStudy
Alternative2:ConceptDesign
-
PROJECT WORKBOOK
3-10
WeantRoadFeasibilityStudy
ALTERNATIVE3
Alternative3(ALT3)maintainstheterminuspointwithNC62andparallelsWoodsLakeadjacenttotheresidentialhomes(likeALTs1and2).
ALT3 takes the formofALT1bututilizes tighter radiiand smaller
tangent (straight) sections to compress the layout.The compression
of the layout avoids any encroachment intoRandolph County aswell
asminimizes the number of impactedlandparcels.
Toachievethecompressedconfiguration,ALT3utilizesa40mphdesignspeed.
Thereduceddesignspeedallowstheutilizationoftighter radii. This
creates the need for a change in the
postedspeedlimitalongWeantRoadfrom45mphto35mph.
LikeALT1,ALT3realignsWeantRoadontoanew locationwhichrequiresa
realignmentof
thenorthernsectionofexistingWeantRoad.Underthisconfiguration,driversalongWeantRoadhaveaseamless
transition to utilize the new intersection with NC
62unlikeALT2.
DesignSpeed:40mph
Length:1,900feet
RightofWay:2.6acres
Fewerpropertyimpacts Seamlessconnectiontonew
intersectionwithNC62
ProvidesindirectaccesstoundevelopedpropertywestofexistingWeantRoad
Creates16.0acreparcel
Alternative3Alignment
-
PROJECT WORKBOOK
3-11
WeantRoadFeasibilityStudy
Alternative3:ConceptDesign
-
PROJECT WORKBOOK
3-12
WeantRoadFeasibilityStudy
ENVIRONMENTAL REVIEW
Thegeneralstudyareaassociatedwiththeprojectincludestheareabounded
by existing Weant Road to the west,
theGuilford/RandolphCountylinetothesouth,NC62tothenorthandalong
Woods Lake to the east. The study area includes
someresidentialusesincludingtheneighborhoodlocatedsouthofNC62along
Bluefield Court. The remainder of the study area
isundevelopedforestandagriculturallands.
A field reconnaissance visit was performed for the study area
inSeptember of 2010. No environmental concerns such as
stainedsoils, evidence of spills or releases, or stressed
vegetation wereobservedduringthefieldvisit.
Environmentalfeaturessuchasthe3.8acrewoodlaketotheeast,apotentialstreamlocatedwithinthemiddle
of the study area, and a potential wetland along
easternedgeofexistingWeantRoadwereobserved.Onehomelocatedatthe
southern boundary of the study area may be eligible forinclusion in
the national registry of historic homes. It should
benotedthatthehomeisindisrepair.
Areviewofhistoricaltopographicalandaerialphotographyforthestudyareawasperformed.
The review indicated
thatportionsofthestudyareahadbeencultivatedorforestedpriorto1951.
Twopolemountedtransformersare locatedwithinthestudyarea.One is
centrally located on Bluewood Courtwith the other beinglocated
onWoods Lake Farm Road in the eastern portion of the
study area. No staining, leaking or corrosion was observed
inconjunctionwiththetransformers.
-
PROJECT WORKBOOK
3-13
WeantRoadFeasibilityStudy
Asdiscussedearlier, the3.8acreWoods Lakeand apotential
streamwere
identifiedduringthefieldinvestigation.Bothwaterfeaturesfallunder
the RandlemanWatershed regulations.The
regulationsplaceprotectivebuffersalongand around thesewater
features: Zone 1 (30feet)andZone2 (20 feet).
TheZone1bufferbeginsatthenormalpoolelevationandZone2beginsattheterminusofZone1.
Current regulations allow for
disturbancewithinthesezones;however,mitigationoftheimpacts may be
required. Potential permitsincludethefollowing:
Stream,Wetlandand/orOpenWater
Section401NCDivisionofWaterQuality
Section401USArmyCorpofEngineersBufferImpacts
Watershed Protection permit City ofArchdale
Theimagetotherighthighlightsfeaturesfromthe field investigation,
theZone1andZone2buffer requirements and the Archdale
bufferrequirements(Zone1,Zone2,andZone3).
LegendProject Parcels
ALIGNMENTSOption 1
Option 2
Option 3
Potential Streams*
Potential Wetlands*
Potential Wetland Impact
Buffers**Zone 1 - 30 Feet
Zone 2 - 50 Feet
Zone 3 - 100 Feet
POTENTIAL BUFFER IMPACTSZone 1
Zone 2
*From2006studyperformedbyKimleyHornandAssociatesaspartofaseparateandunrelatedproject.ThestreamsandwetlandshavebeenreviewedbytheUSArmyCorpsofEngineersandNCDivisionofWaterQuality.
**FromSection309b.ArchdaleDevelopmentRegulations
-
PROJECT WORKBOOK
3-14
WeantRoadFeasibilityStudy
There are three different types of impacts, eachwith a
differentmeasureofmitigation.Stream,riparianwetlands,andbuffer(Zone1,
Zone 2). Stream impacts are calculatedon a linear
footbasis.Mitigation is set at $338/linear foot of disturbed stream
impact.Riparian wetlands are calculated on a per acre impact basis
at$44,883peracre.RandlemanLakebufferimpacts(Zone1andZone2)arebasedonapersquare
footbasisof impact. Mitigationpersquarefootofimpactis$0.96.
None of the three alternatives impact knownwetlands; however,the
preferred alternative does cross an ephemeral (transient)stream.
Thestream isa resultof thedrainagebasincreated
fromexistingWeantRoadandtheBluewoodCourtneighborhood.Thereisanexistingcrossingofthestreamcurrentlyinplace.Itshouldbenotedthatthestreamdoesappeartobeephemeralinthatwaterisnotconsistentlyflowingandistypicallypresentonlyafterperiodsofprecipitation.
Fieldobservations in Septemberdidnot reveal anyflowing water
present. Observations in early January
revealedflowingwaterinthestreambed.Theobservationsoccurredafteraprecipitationevent.
Eachof thealternativealignmentspassesadjacent
toWoodsLakewithpartsoftheroadwayinsideZone1andZone2buffers.Impact,asdefinedbyNCDENR,
includesanypartof theroadway includingrightofway. Preliminary
calculations indicate that
approximately26,000squarefootofroadwaywillbewithinZone1andZone2.
Furtherunderstandingof thepotentialbufferand stream
impactsalongwith the requiredmitigationwill be determined during
thedevelopmentoftheconstructionplans.
Waterflowintheephemeralstream(January2011)
-
PROJECT WORKBOOK
3-15
WeantRoadFeasibilityStudy
TRAFFIC AND SAFETY ANALYSIS Long term traffic growth and traffic
safety are two of the mostpressing issueswithin thestudyarea. Over
time, increased trafficassociated with growth of the Archdale
community coupled withinadequate roadway infrastructure has the
potential to result
intrafficcongestionandtheerosionoftrafficsafety.
TheNC62CorridorStudy identifies the
intersectionofNC62andWeantRoadasthesecondhighestcrashlocationwithinthecorridorwith
seven crashes reported over a 36month period (between20072010). The
predominant crash type was determined to berearend, slow or
stopped. For the same time period
theintersectionofModlinGroveRoadandNC62reportednocrashes.
Asapartofthefeasibilitystudy,intersectionlevelcapacityanalysiswaspreparedfortheintersectionofWeantRoadandModlinGroveRoadwithNC62.
AM and PM turning movement counts were collected for
theintersectionofNC62andWeantRoadonSeptember9,2010.Table1highlightstheresultsofthetrafficcapacityanalysis.Theresultsofthe
analysis indicate that the intersection operates at Level
ofService(LOS)EduringboththeAMandPMpeakhours.
Table1.IntersectionLevelofServiceSummary(Existing)
IntersectionPeakHourLOS(Delay)
AM PM
NC62andWeantRoad 38.9(E) 41.3(E)
Unsignalized intersections indicated in italics and LOS and
delay represent that of the mostdelayedminorstreetapproach.
2010 AM/PM TURNING
MOVEMENT VOLUMES
-
PROJECT WORKBOOK
3-16
WeantRoadFeasibilityStudy
Sinceeachofthealternativesdevelopedutilizethesameterminuslocation
with NC 62 and Modlin Grove Road, intersection
levelcapacityanalysiswaspreparedforthehorizonyearBuild,withtherealignmentandNoBuild,withouttheimprovement.
Basedonconversationswithmembersofthesteeringcommitteeitwas
determined that the new intersection of Modlin GroveRoad/Weant Road
andNC 62, under the build conditions,
shouldincludeleftturnlanesonNC62andfuturesignalization.
Table2outlinestheresultsoftheanalysisunderbothBuildandNoBuildconditionsforthe2015Horizonyear.
The results of the 2015 Build analysis indicate that the
realignedWeantRoadintersectionwilloperateatanacceptableLOS.TheNoBuild
condition for 2015 shows further degradation of
theintersectiontounacceptablelevels.
Table2.IntersectionLevelofServiceSummary2015
IntersectionPeakHourLOS(Delay)
AM PM
2015BuildConditions
NC62andWeantRoad 10.0(A) B(13.2)
NC62andModlinGrove/WeantRoad 16.9(B) 10.9(B)
2015NoBuildConditions
NC62andWeantRoad 468.4(F) 90.8(F)
Unsignalized intersections indicated in italics and LOS and
delay represent that of the mostdelayedminorstreetapproach.
2015 AM/PM TURNING
MOVEMENT VOLUMES
-
PROJECT WORKBOOK
3-17
WeantRoadFeasibilityStudy
PREFERRED ALTERNATIVE Using the information collected in the
environmental review,
theconceptualdesigns,andthetrafficcapacityandsafetyanalysis,theprojectsteeringcommitteedeterminedthatAlternative2bestmettheneedsbothshorttermandlongtermforWeantRoad.
Alternative2waschosenbasedonthepremisethatitbalancedtheneedsof
thecommuting trafficutilizingWeantRoadandpotentialfuture
landdevelopmentneeds inthearea.
Whereas,Alternatives1and3accomplishedeachof theseneeds,
itgavepriority to thecommutingtrafficneedsoverlanddevelopment.
The project steering committee determined that existing
WeantRoadandrealignedWeantRoadintersectionstrafficcontrolshouldbeprovidedthroughtheuseofaroundabout.WhereAlternatives1and3weredirectconnectionsnotrequiringWeantRoad
traffic toturn, Alternative 2 requires that northbound traffic make
a rightturn to utilize the signalized intersection with NC 62.
Theinstallationofa roundaboutallows for thismovement tobemorefluid.
Considerationwas given to providing a northbound
bypasslanefromexistingWeantRoadtorealignedWeantRoadtoprovideamore
seamlessmovement as provided in Alternatives 1 and 3.However, after
additional review it was determined that
themovementwouldlikelyhaveadetrimentalimpactontrafficsafety.
RealignedWeantRoadisdesignedasatwolaneshoulderandditchsection. A
shoulder and ditch section was chosen because
itminimizedtheenvironmentalimpacttothearea.Furthermore,it
allows for future widening without significant
infrastructureremoval/rebuilding.
As previously discussed, Randleman watershed requirementsaround
Woods Lake will likely require coordination with the
NCDepartmentofWater QualityandtheUSArmyCorpofEngineers.For this
reasonmuch considerationwasgiven tohow theeasternedgewastreated.
Tominimizethe impactareawithinthebuffersaround the lake,
curbandgutterwasproposedalong theeasternedge. The implementation of
curb and gutterwould allow for a
ProposedroundaboutatWeantRoadandthenewWeantRoadConnector
-
PROJECT WORKBOOK
3-18
WeantRoadFeasibilityStudy
reductioninthenecessarywidthforimplementationofthedesiredelements(sidewalkandguardrail).
Thecloseproximityof theproposed road toWoodsLake requiresthe
installation of guardrail for vehicular protection. With
theinstallationofsidewalkadjacenttoorincloseproximitytothecurbandgutter,specialconsiderationforplacementoftheguardrailhastobegiven.
Withacurbandgutteredgetreatment,vehicleshavethe potential to be
vaulted if the curb is struck at a
sufficientspeed.Improperplacementoftheguardrailinproximitytothecurbandguttercanaidinthevaulting,defeatingitsintendedpurpose.
Current sidewalk design preference is to provide
separationbetweenthebackofcurbandthesidewalkfor
increasedsafetytopedestrians.
Basedoncurrentdesignguidelinesaminimumof12feet is required from the
face of curb to the face of
guardrail.Shouldtheguardrailbeplacedflushwiththecurbface,aminimumof
2 feet should be provided to account for the deflection
ofguardrail. Further evaluation of the placement of both
theguardrail, including the type, as well as the placement of
thesidewalkshouldbegivenduringthedesignphase.
Contextappropriateordecorateguardrailcanbesubstitutedinlieuof
the standard galvanized guardrail as found on
highways.Examplesofdecorativeguardrailareshowntotheright.
GUARDRAIL PLACEMENT DIAGRAMS
-
PROJECT WORKBOOK
3-19
WeantRoadFeasibilityStudy
Inaddition to the improvementsassociatedwith
theWeantRoadconnector,improvementsalongNC62,atthenewintersectionwithModlinGroveRoad,andattheexistingintersectionbetweenWeantRoad
and NC 62 are required. With the creation of the newintersection
betweenModlinGrove Road,Weant Road connectorand NC 62, leftturn
lanes and traffic signalization are proposed.The NCDOT recommends
that leftturn lanes be installed on allapproacheswiththe
installationofatrafficsignal.
Thisallowstheintersectiontomaximizethecapacityoftheintersection.However,if
at the time of implementation traffic volumes along the
sidestreetdonotwarranttheneedforaleftturnlane,considerationfor
removingtheturnlanewillbegiven.
ImprovementstotheexistingModlinGroveRoadwereconsideredinthepreferredconcept.Itshouldbenotedthatimprovementstoexisting
Modlin Grove Road are not required to achieve
anacceptableLOSorfortheintersectiontofunctionproperly.Duringthe
development of construction drawings, further review
isrecommended.
At the existing intersection of Weant Road and NC 62,
theintersection is tobemodified toprohibit
leftturningmovements.With the installation of theWeant Road
connector, the need forthesemovementswill not exist. To restrict
thesemovements,
aconcretemonolithicislandisrecommendedtobeinstalledalongNC62 from
the terminus of the existing island to a point south
ofWeantRoadbutnorthof the intersectionofNC62andBluewoodCourt.
ConsiderationwasgiventoextendingtheislandalongNC62tothenew
intersection with the Weant Road connector (resulting in
arightin/rightout access at Bluewood Court.) The intent was
toprovide access management to the adjacent properties betweenWeant
Road and the Weant Road Connector. However,
toimplementthemedianalongthissectionofroadwaywouldrequiretheconstructionofaUturnbulbat
thenew intersectionwith
theWeantRoadconnectorwhichwouldrequireadditionalrightofway.Toavoidfurthercosts,themedianwasminimizedalongNC62.
Thepreferredalternativeisdepictedonthefollowingpage.
Examplesofdecorativeguardrailtreatments
-
PROJECT WORKBOOK
3-20
WeantRoadFeasibilityStudy
PreferredAlternative:FunctionalDesignConcept
-
PROJECT WORKBOOK
3-21
WeantRoadFeasibilityStudy
PROBABLE CONSTRUCTION COST A preliminary Opinion of Probable
Construction Cost (OPCC) wasprepared for the preferred alternative.
TheOPCC utilized
inputsdevelopedfromthefunctionaldesignplansincluding:
Pavementtypeandthickness Curbandgutter Erosioncontrol
Trafficcontrol Markingsandstriping
TheOPCCfortheWeantRoadconnecter,forthedesignasdepictedonthepreviouspage:
WeantRoadConnector $740,000CurbandgutteradjacenttoWoodsLake
$44,000ImprovementstoNC62 $439,000Roundabout $320,000
Total: $1,543,000
AIR QUALITY ANALYSIS
AsapartoftheevaluationoftheWeantRoadConnector,airqualityanalysis
was prepared to evaluate the impacts the
proposedconnectoranditssignalizationwillhaveonairqualityforthestudyarea.
Analysis indicates that while the proposed addition of a signal
isexpected to reduce the average delay for vehicles
travelingnorthboundonWeantRoad,itactuallyintroducesapproximately13secondsofdelaytovehiclesonNC62.
Aconservativeestimateof thechange inemissions resulting
fromtheproposed
improvementswasassumedtooccuronlyduringthetwohourmorningandtwohoureveningpeakperiodsforatotaloffourhoursperday.Thechangeindelaywasadjustedasfollows:
Change inDelay=
(82.46vehhrs/day)*(4peakhrs/24hrs)=13.74vehhrs/day
ChangeinEmissions
EmissionrateswereestablishedusingMobile6withinputvaluesrepresentingGuilfordCounty.
The 2010 hourly pollutant emission rates for the
correspondingpollutantsare:
CO:(30.974g/mi)*(2.5mi/hr)*(1kg/1000g)=0.077kg/vehhr
VOC:(5.427g/mi)*(2.5mi/hr)*(1kg/1000g)=0.014kg/vehhr
NOX:(2.077g/mi)*(2.5mi/hr)*(1kg/1000g)=0.005kg/vehhr
Theincreaseinemissionswasthencalculatedintermsofdailyandannualvalues.Theannualestimationsarebasedon250weekdaysinayear.Thecalculationsareasfollows:
-
PROJECT WORKBOOK
3-22
WeantRoadFeasibilityStudy
Daily:
CO:(0.077kg/vehhr)*(13.74vehhrs/day)=1.058kg/day
VOC:(0.014kg/vehhr)*(13.74vehhrs/day)=0.192kg/day
NOX:(0.005kg/vehhr)*(13.74vehhrs/day)=0.069kg/day
EstimatedIncreaseinDailyEmissions=1.319kg/day
Annual:
CO:(1.058kg/day)*(250days/year)=264.5kg/year
VOC:(0.192kg/day)*(250days/year)=48.1kg/year
NOX:(0.069kg/day)*(250days/year)=17.2kg/year
EstimatedIncreaseinDailyEmissions=329.8kg/year
Thisspaceintentionallyleftblank.
-
PROJECT WORKBOOK
3-23
WeantRoadFeasibilityStudy
ACTION PLAN Themomentumandsupportgained from
theNC62CorridorStudyaswellas theWeantRoad Feasibility Study
shouldbecapitalizedupon. The followingaction itemsare intended
toprovide guidance for the successful implementation of theWeant
Road project. While not an exhaustive inventory ofaction
items,theActionPlandoeshighlightmajormilestonesrequiredforfunding,designandconstruction.
The timeframe for implementation can be influenced
byseveralfactorsincluding:
Fundingavailabilitysource Permitting Developmentactivities
Rightofwayacquisition
Withthisinmind,alloftheimprovementsarenotlikelytobemade atone
time. However, it is imperative
thatNC62beimprovedtoaccommodatethisanticipated increase
intraffic.Currently, the NCDOT Transportation Improvement
Program(TIP)doesnot include
improvementstothissectionofNC62.InadditiontothewideningofNC62,theconnectorstreetplanmustalsobecoordinatedand
implemented to fully reap thebenefitsimprovingNC62.
Table3:SummaryActionItems
GeneralActionItems Timeframe ResponsibleParty
AdoptthefindingsoftheWeantRoadFeasibilityStudy 2011
CityofArchdale
IntegratethefindingsandrecommendationofthisstudyintotheHPMPOLongRangeTransportationPlan.
2011 HPMPO
DevelopconstructiondesignplansforWeantRoadrealignment 2011
ArchdaleNCDOT
PerformnecessarypermittingwithNCDOT,NCDENRandCityofArchdale 2011
ArchdaleNCDOT
WorkcollaborativelywithNCDOTtosecurefundingandinitiateimplementation
Ongoing
CityofArchdale/HPMPO/NCDOT
WorkwithNCDOT(siteplandevelopmentprocess)toconstructaccessmanagementimprovementsincludingintersectionredesign,drivewayconsolidation,crossaccessbetweenproperties,etc.
IncrementallyCityPlanning/EngineeringStaff/NCDOT
Requiretheimplementationoftheconnectorstreetplanincrementallyasdevelopmentoccurs.
Incrementally
CityPlanning/DevelopmentCommunity
-
PROJECT WORKBOOK
3-24
WeantRoadFeasibilityStudy
Many citizens expressed frustration during the charrette
processover the lack of funding resources and likely timing
forimplementationoftheproposedimprovements.Unfortunately,theplanning,design,andconstructionofpubliclyfundedtransportationprojects
typically takes five to sevenyears (oncea funding sourcehas been
identified). Local, state, and private partnerships
offerstrategicadvantagestoimplementingimprovements.
Some improvements will occur as a result of development
andredevelopment opportunities. The majority of responsibility
forimplementing these
recommendationswillbeacoordinatedeffortbetween NCDOT, the City of
Archdale, and the HighPoint
AreaMetropolitanPlanningOrganization(HPMPO).
PRIMARY FUNDING OPTIONS Thereareessentially
fourpotentialprimarypublic fundingsourcesfor the realignment of
Weant Road and correspondingimprovements to NC 62. These
transportation resources aredescribedbelow.
MunicipalBonds
Transportation bonds have been instrumental in the
strategicimplementation of local roadways, transit, and
nonmotorizedtravelthroughoutNorthCarolina.Votersincommunitiesbothlargeand
small regularlyapprove theuseofbonds inorder to improvetheir
transportation system. Nearly all of the improvements
identified in this study could be financially supported using
atransportationbondprogram. Where the improvementoccursonstate
owned street, approvals and encroachment permits will
berequiredfromNCDOT.
TransportationImprovementProgram(TIP)
The states Transportation Improvement Program (TIP)
supportscommunities through an array of funding resources
includingFederal Aid Construction Funds and State Construction
Funds. Aspartof the applicationprocess, strict
criteriamustbemetbeforeproject selection. Criteria include
providing
rightofwayinformation,meetingasetofdesignstandards,showinganeedfora
project, local support of the project, and the inclusion of
theprojectinthecommunitysplanningprocesses.Whiletechnicallyaviable
funding option, new projects such as the Weant Roadrealignment will
not likely be competitive when considering
thedepthofprojectsalreadycompetingforscarceTIPfunding.
HighHazardEliminationFunds
TheHighHazardEliminationprogram isa federally funded
safetyprogramwhichrequiresthatasystematicapproachbeusedtoaddeligiblesafetyprojectstotheTIP.Theseprojectstypicallycostintherangeofseveralhundredthousanddollars(whichmeanstheylikelycouldntbeusedtofundtheentiretyoftheWeantRoadrelocation).
Allprojectsconsideredforthisprogrammustgothrougharigorousevaluation
and ranking procedure and all projects fundedwill be
-
PROJECT WORKBOOK
3-25
WeantRoadFeasibilityStudy
based on this ranking process. The use of federal funds
wouldrequireamoredetailedenvironmentalapprovalprocess(NEPA).
SurfaceTransportationProgramDirectApportionment(STPDA)
TheSTPDAprogramwasestablished inthestateofNorthCarolinain order
to provide theMetropolitan PlanningOrganizationswithadditional
funding and increased control over the distribution offunds. STPDA
fundsprovidethemunicipality
fullcontrolovertheplanninganddesignphasesofaproject.
ThisenablestheMPOtodirectlyprogram the funding for theprojectas
longas
theprojectcontinuestoconformtoNCDOTpolicies.However,usageofSTPDAfundsrequiresthe
localagencytoprovidea20%fundingmatchaswellasmoneyforprojectplanninganddesign.
NCDOTDivisionFunds
NCDOT separates the state into14divisions.GuilfordCounty is
inDivision 7. Division funds are another resource that
providesallocationsordiscretionaryfundingforspecialprojectswithineachdivision.SubcategoriesoffundingthatmaybeappropriatefortheWeantRoadrealignmentincludes:
Small Urban: The intent of these funds is to provide
smallimprovements to existing roadways. Projects are selected
andmanagedbytheNCDOTDivisions.Projectsarecappedat$250,000which
would only fund a portion of the Weant Road project. Adetailed
checklist for the program can be found at the
following:http://www.ncdot.gov/doh/preconstruct/traffic/teppl/Topics/F21/F21_mm.pdf
SecondaryRoadsProgram:Thisprogramwasestablishedprimarytofund
topavingof secondarydirt, gravel, and sand roads. Recentchanges
permit the use of these funds for the construction
ofimprovementstoexistingroads. Thisprogram
ismanagedbyeachDivisionwithprojectendorsementoccurringatthecountylevel.
Discretionary Funds (Statewide/Division): A limited amount
offunding is allocated annually for discretionary use to
makeimprovementsonanyprojectat thediscretionof
theDivisionandBoardofTransportation.Moreinformationaboutthisprogramcanbefoundatthefollowing:
http://www.ncdot.gov/doh/preconstruct/traffic/teppl/MOM/MN10.pdf
CONCLUSION Successful implementation of theNC 62 CorridorAccess
Planwilldepend to a great extent on the ability of local
government,HPMPO, and NCDOT to work together in collaboration.
Thisfeasibility study provides a summary of the
implementationstrategy,includingalistofspecificprojects,aphasingplan,planninglevel
cost estimates, available funding sources, and agenciesresponsible
for implementing the vision. However, the nature ofthe
recommendationsdoesnot require thatall improvementsarecompleted in
unison. This should allow the City, HPMPO, andNCDOT the flexibility
to implement improvements
inphaseswhileemployingmultiplefundingsourcestocompletetheproject.