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PROJECT VICINITY
KNOX COUNTY
FIGURE 1
Figure 2-Area Location Map
Turkey Creek Rd
BEGIN PROJECT
AREA LOCATION MAP
Concord Road Knox County, Tennessee
N
FIGURE 2 Existing Route
END PROJECT
Campbell Station Road Extension
NNPROJECT LOCATION MAPConcord Road
Knox County, Tennessee(USGS Quadrangle: Lovell, TN 138-NW and Concord,TN 138-SW)
BEGIN PROPOSED PROJECT
END PROPOSED PROJECT
FIGURE 3
Campbell Station Road Extension
PURPOSE AND SCOPE OF STUDY This Transportation Planning Report (TPR) was commissioned by the Tennessee
Department of Transportation (TDOT) at the request of the Town of Farragut and Knox
County to evaluate the need for and feasibility of widening Concord Road from a two-
lane roadway to a five-lane roadway corridor from the new Campbell Station Road
Extension to Northshore Drive. The purpose of this Transportation Planning Report
(TPR) is to analyze existing and future traffic conditions on Concord Road (S.R. 332),
and to make recommendations for the type of improvements most appropriate to
address the identified concerns.
Traffic volumes along Concord Road have grown rapidly due to subdivision expansion
throughout the Town of Farragut and western portions of Knox County. Concord Road
runs approximately 1.8 miles connecting Kingston Pike (S.R. 1) to its intersection of
Northshore Drive, where the S.R. 332 designation continues east into Knoxville. Most
often, motorists access Northshore Drive via Concord Road as an alternate route to the
highly utilized principal arterial, Kingston Pike.
Proposed improvements to Concord Road would result in a five-lane urban minor arterial
matching the typical section of the Campbell Station Road Extension and extending to
Northshore Drive. The objectives of this study are to determined the need for the
improvement, develop a proposed plan for the project, analyze existing and future traffic
conditions, estimate right-of-way and construction costs, and identify areas of potential
environmental concern. In addition to documenting the geometric, safety and
connectivity deficiencies, this TPR will also analyze the base year (2011) and design
year (2031) “Level of Service” (LOS) for the study area.
Figure 1 illustrates the regional setting. An Area Location Map is shown in Figure 2. A
Project Location Map (USGS Map Concord, TN Quadrangle 138-SW and Lovell, TN
Quadrangle 138-NW) depicting the area topography shown in Figure 3.
EXISTING CONDITIONS Concord Road is an urban minor arterial roadway which carries the designation State
Route 332 from Northshore Drive to its terminus at Kingston Pike (S.R. 1). Traffic
volumes are growing quite rapidly due to the major subdivision expansion that is
occurring within the Town of Farragut and areas in west Knox County. This has resulted
in significant traffic congestion along Concord Road particularly during morning and
afternoon peak traffic hours. Presently, the roadway width on Concord Road from
Turkey Creek Road to Northshore Drive is insufficient resulting in limited lane capacity, a
major impediment to safe and efficient traffic flow along this frequently traveled state
route.
The new Campbell Station Road Extension which begins at Kingston Pike and travels
southeasterly to Concord Road near its intersection with Turkey Creek Road provides an
important link in the transportation system of Farragut and West Knox County.
Previously motorists traveling from the Interstate 40/75/Campbell Station Road
interchange to areas along Northshore Drive or Choto Road typically would use North
Campbell Station Road, make a left at Kingston Pike and then a right onto Concord
Road to proceed to Northshore Drive. The new roadway extension has eliminated the
turning movements, providing a more direct and efficient route. Plans are currently
being developed to widen N. Campbell Station Road from Parkside Drive to Jamestowne
Boulevard to create a continuous five lane section from the interstate to Concord Road.
Proposed improvements on Concord Road would extend the five lane corridor to
Northshore Drive.
This project is considered a joint project with the Town of Farragut and Knox County and
is listed in the Knoxville Regional Transportation Planning Organization (TPO) Long
Range Transportation Plan as a requested Transportation Improvement Program (TIP)
project for FY 2006-2008.
The northern terminus of the project is on Concord Road at its intersection with Turkey
Creek Road and Summerdale Drive. This signalized intersection is also the terminus of
the previously mentioned Campbell Station Road Extension project which included minor
improvements to these neighborhood streets. The Town of Farragut is also
recommending improvements on a second phase of Turkey Creek Road between
Brixworth Boulevard and Virtue Road.
The southern terminus lies at the intersection of Northshore Drive and Concord Road.
This “T” type intersection lies just outside the corporate limits of the Town of Farragut.
Northshore Drive is an urban minor arterial that runs generally east-west. The east leg,
which originates inside of Knox County, carries the S.R. 332 designation from Concord
Road. Beyond the immediate intersection area is the Town of Farragut to the north and
unincorporated areas of Knox County to the east and west. Located immediately
northeast of the intersection is the small community of Concord consisting of older
homes and churches, some with historic significance.
TDOT is currently planning to improve the intersection of Northshore Drive and Concord
Road by replacing the existing three-leg intersection with a single-lane roundabout.
Recommendations included a single-lane roundabout with design flexibility to
accommodate future multi-lane approaches. The flexibility lies in that the additional
lanes on any of the approaches can be added and the roundabout would still be
effective. For example, with the two lane roundabout in place, Concord Road can be
widened and the roundabout configuration would still operate effectively. The right-turn
bypass lanes constructed for the westbound and southbound right-turns are expected to
operate at an acceptable level of service alleviating traffic delays and congestion at the
intersection.
Traffic volumes at this stop-controlled intersection have become an increasing concern
due to the rise in subdivision construction occurring in the Farragut and west Knox
County areas. This resulted in the intersection study which began in 2002 performed by
TDOT to evaluate the intersection and make recommendations for improvement to
address identified concerns. This single lane roundabout is anticipated to significantly
outperform the design of the standard intersection by reducing delay and the number of
accidents. Furthermore, it is understood that the roundabout would be a context
sensitive solution for this area with its neighboring parks, keeping in mind the historic
character of the nearby Concord community. Construction of the roundabout is
expected to begin by Spring 2007. The proposed roundabout will serve as the southern
terminus of this Concord Road improvement project and must be taken into account
during the preliminary design phase for this project.
PURPOSE AND NEED
Continued growth in Knox County and the Town of Farragut community will affect the
existing transportation network within this regional corridor. As a result of current traffic
conditions, this TPR was conducted to assess the need and feasibility for roadway
improvements on Concord Road in order to service the anticipated development growth
and associated traffic demand in the area.
An improved Concord Road will complement the Campbell Station Road Extension by
accommodating a greater flow of traffic in a safer environment. The improvement will
also help accommodate traffic from neighborhoods along Northshore Drive and the
Choto area which travel into and through Farragut. Improvement to the existing two-lane
corridor should provide the needed area to encompass a feasible roadway placement
that will meet the purpose and need of the project with the concurrence of Knox County
and the Town of Farragut communities. This improved facility would provide
convenience for motorists traveling from the Interstate 40/75 interchange to areas along
Northshore Drive, Choto Road and portions of Loudon County.
Utilizing the annual average daily traffic (AADT) acquired from TDOT’s Tennessee
Roadway Information Management System (TRIMS) database for years 2003 through
2005 and the calculated vehicle miles of travel, a crash rate (crashes per one million
vehicle miles) was calculated for the existing route. The calculated crash rate
encompassing the entire project was calculated to be 3.95. This can be compared to the
statewide average rate for these years of 2.51 for the two-lane urban minor arterial. The
critical rate is a quality control measure that defines statistically how the actual rate
differs significantly from the statewide average accident rate. The ratio of the actual rate
to the critical rate indicates the severity of the problem. A ratio of over 1.0 suggests a
likely safety deficiency problem. In this case the calculated ratio is 1.01. As the amount
of traffic increases, this ratio will grow to reflect the dangerous safety deficiencies without
significant improvements to Concord Road.
COMMUNITY PROFILE
As depicted on the Project Vicinity Map (Figure 1), the Concord Community is located in
southwestern Knox County approximately fifteen miles west of downtown Knoxville,
Tennessee. Closely adjacent to the Town of Farragut, its regional setting places it close
to several neighboring counties including Loudon, Blount, and Anderson making it a
prime location for residential, commercial, and employment opportunities.
The Concord community was established on a railroad with a river port consisting of 55
lots. Once considered the largest town in Knox County outside of Knoxville, Concord
became the center of an abundant marble industry, shipping marble to areas throughout
America. The effects of the Great Depression and the movement of the marble industry
toward Knoxville resulted in the closing of quarries and neighboring businesses which
changed the prosperity of Concord. Also during 1944, the construction of Fort Loudoun
Dam in Lenoir City, Tennessee by the Tennessee Valley Authority (TVA) formed a lake
which inundated much of the town and forced the railroad to be relocated. This reservoir
also necessitated changes in the local road system and the creation of neighborhood
parks. Today, Concord is basically a residential community with 75% to 80% of the
residents occupying houses built before or shortly after the turn of the century. The
westward growth of Knoxville created more subdivisions and commercial centers. In
1980, the Farragut Community was incorporated as the Town of Farragut in an effort to
provide guidance over the rapid growth of housing and commercial development. The
Concord village, though surrounded by subdivisions, has been relatively untouched by
the remarkable building boom in West Knox County and was added to the National
Register of Historic Places as a Historic District in 1987.
According to Knox County and the Town of Farragut, land use along the corridor
primarily is commercial or zoned commercial but also includes residentially zoned
property. The traffic circulation pattern within the study area relies heavily on the major
arterials including Kingston Pike, Concord Road, and Campbell Station Road. These
routes carry a considerable volume of traffic. Kingston Pike, (SR-1) is the only major
arterial running east-west through the entire town. Kingston Pike roughly bisects the
Town and carries a significant amount of through traffic from the surrounding area. Most
of the Town’s principal commercial areas are located along Kingston Pike, emphasizing
its function as a major arterial within the Town. Concord Road and Campbell Station
Road are minor arterials running north-south in Farragut. Campbell Station Road and
Watt Road feed traffic northward directly onto Interstate 40/75 providing a vital link
between Kingston Pike and the interstate. The study corridor, Concord Road links
Kingston Pike with Northshore Drive, a main state road located on the southern edge of
the town. During the morning peak traffic period, most traffic moves north and east as
residents commute to work in Knoxville and Oak Ridge. This traffic circulation pattern
reverses in the afternoon as workers return home.
LEVEL OF SERVICE In addition to documenting the geometric, safety and connectivity deficiencies, this TPR
will also analyze the base year (2011) and design year (2031) “Level of Service” (LOS)
for the study area. The efficiency (or sufficiency) of roads is described by their LOS.
The criteria are defined as shown in the “Level of Service” section of this report and
reflect the ability of roads and intersections to accommodate motor vehicle traffic and
subsequent physical and psychological comfort levels of drivers. The LOS analysis
incorporates several factors including traffic volumes, number and width of lanes, terrain,
directional split, vehicle types and shoulder widths. The results of the LOS calculations,
as explained later in this document, indicate intersection deficiencies in both the base
and design years.
In addition to the LOS analysis, projected traffic volumes for the base and design years
are included in this report and are depicted in the Project Data Table and on the traffic
schematic. The base year (2011) average daily traffic (ADT) on Concord Road is 19,400
vehicles per day with 6 percent trucks. This ADT projection increases to 34,920 in the
design year (2031).
Traffic volumes on Concord Road are anticipated to grow rather aggressively. Based on
data provided by TDOT and the regional Transportation Planning Organization, the rate
of traffic growth on Concord Road is expected to be at four percent per year. In order to
evaluate traffic conditions, capacity and level of service were calculated using the 2000 Highway Capacity Manual, Special Report 209 published by the Transportation
Research Board (TRB). Level of service is a qualitative statement of the acceptability of
traffic conditions on a roadway or intersection. There are six levels of service ranging
from “A” to “F” with “F” representing the worst.
Signalized and unsignalized intersections are evaluated based on estimated delays,
which are related to level of service (LOS). The table below presents a summary of the
delay criteria for the various levels of service under STOP control and signalized control.
Within urban areas, LOS D generally is considered the minimum acceptable LOS.
Another important measure typically reported for intersections is the volume-to-capacity
ratio, or V/C. This is a measure of the portion of capacity being used. Lower V/C values
are desirable.
Table 1: LOS Criteria
Average Control Delay (seconds/vehicle) LOS 2-Way STOP Traffic Signal
A 0 to 10 0 to 10 B >10 to 15 >10 to 20 C > 15 to 25 > 20 to 35 D > 25 to 35 > 35 to 55 E > 35 to 50 > 55 to 80 F > 50 > 80
The level of service for roadways is measured differently. For two-lane roadways, the
key determinant of LOS is freedom to travel at the unimpeded free-flow speed. This
freedom is constrained by no-passing zones as drivers may be caught behind slower
vehicles. Similarly, for multilane highways LOS is reflective of speed and its constraint by
the density of vehicles on the roadway. The table of LOS values for the various
determinants for roadways is too large to report here.
The LOS analysis completed for this study utilized existing peak hour traffic volumes
(2006), the projected base year (2011) peak hour traffic volumes and design year (2031)
peak hour traffic volumes with existing geometry as well as with the proposed
improvement of Concord Road to a five-lane section. One intersection was evaluated
(Concord Road at Turkey Creek Road). This intersection is currently signalized. There
are other at-grade STOP-controlled intersections along the study corridor, but these are
local street intersections not expected to significantly impact traffic conditions. Current
and future traffic conditions are tabulated below. The Appendix to this report contains a
more detailed summary of traffic volumes and levels of service at each planning horizon.
Table 2: LOS Summary
Existing geometry1 Proposed geometry2 2006 2011 2031 2011 2031
Location Criteria
AM PM AM PM AM PM AM PM AM PM Delay 25.0 16.0 37.7 18.1 189.2 54.0 21.1 16.5 54.6 48.4 LOS C B D B F D C B D D
SR 332/ Turkey Creek Road V/C 0.69 0.52 0.81 0.63 1.39 0.95 0.59 0.56 0.93 0.91
SR 332 (Roadway)
LOS3 E E F4 B D
1. 2. 3. 4.
Notes: Existing lanes at intersection, two lanes on Concord Road south of Turkey Creek Road. Five lanes on SR 332 north and south of Turkey Creek Road. LOS for roadways is for either peak hour. Not reported by analysis software, assumed to be LOS F.
The proposed widening of Concord Road to a five-lane section will provide needed
capacity for intersection and roadway operations. The intersection of Concord Road at
Turkey Creek Road is projected to decline to LOS F conditions with a V/C exceeding 1.0
before 2031. The two-lane roadway is currently at failing conditions as passing is
prohibited throughout the study section. Upon widening to five lanes, the added capacity
will render LOS D or better results for the roadway and intersection through 2031.
SAFETY WSA reviewed the crash history within the study area. TDOT provided a tabulation of
crashes and the crash summary report for the segment between log miles 1.03 and
1.79. The period covered is 2003 through 2005. Table 3 below presents a summary of
the data. Locations where two or more crashes occurred within the period are identified.
Table 3: Crash Data
Type of crash Sidestreet Log mile
Total#
F PI PDO Angle RE SS HO Other
Wet Pavement
Turkey Creek Road 1.200 3 0 1 2 1 1 0 1 0 1 None given 1.210 4 0 2 2 1 2 0 0 1 2 Loop Road 1.360 2 0 1 1 2 0 0 0 0 1 None given 1.690 2 0 0 2 0 2 0 0 0 0 None given 1.790 7 0 2 5 4 2 0 0 1 0 Other Varies 12 0 4 8 2 4 3 0 3 2 Total N/A 30 0 10 20 10 11 3 1 5 6 Abbreviations: F = fatality PI = personal injury PDO = property damage only RE = rear-end SS = sideswipe HO = head-on
Wet pavement crashes (six of 30) are not remarkable. Lighting conditions were not
provided by log mile, but overall 21 of the 30 crashes were during daylight conditions.
Thus, the need for roadway lighting is not indicated by the crash data. The predominant
crash patterns are rear-end and angle, so the provision of left-turn lanes at intersections
or a continuous two-way left-turn lane throughout the study area is indicated as a need.
It will provide a refuge for left-turn vehicles out of the through lane helping to minimize
rear-end crashes. Further, the turn lane will facilitate two-stage gap acceptance at
STOP-controlled intersections whereby drivers turning left onto SR 332 may wait for
acceptable gaps in traffic from their left, proceed into the center turn lane, then wait for
acceptable gaps in traffic from their right. It is expected that the proposed widening of
SR 332 to five lanes will improve safety within the corridor.
The roadway section crash rate is 3.95 accidents per million vehicle miles, and the
critical rate for the section is 3.91 accidents per million vehicle miles. The ratio of actual
to critical rates is 1.01, so the section does not qualify as a Hazard Elimination Safety
Project.
PROPOSED IMPROVEMENT
This includes a No-Build option, which, as the name implies, denotes that only minor
improvements including safety improvements and normal maintenance will be made to
the existing road and its study intersections. During the field review, new roadway
options were discussed with TDOT, Knox County and Town of Farragut representatives.
Since the project corridor is only + 3,960 feet long and is bounded by heavy residential
subdivisions to the east and Fort Loudon Lake to the west, there were no feasible
options to test alternate alignments for the horizontal alignment. Therefore, one
roadway “Build” option is recommended. The Build Option will be developed with careful
consideration of study area keeping in mind the objectives of Knox County and the Town
of Farragut to provide an efficient transportation link from southwestern Knox County to
Interstate 40/75.
The proposal would involve upgrading this existing two-lane section of Concord Road to
an improved five-lane segment consistent with the recently completed Campbell Station
Road Extension. Approximately 3,960 feet of Concord Road is proposed for
improvement to a five lane urban section including sidewalks, curbs and gutters and bike
lanes to match the roadway extension.
The alignment for the Build Option is depicted on Figure 3, the Project Corridor
Topography map. The Build Option is proposed to improve roadway connectivity from
Turkey Creek Road to Northshore Drive. A 300 feet corridor width will be utilized based
on the vicinity of the option within the project limits. This corridor width should provide
the needed area to encompass a feasible roadway placement that would meet the
purpose and need of the project. The proposed Build Option alignment would begin at its
northern terminus at Turkey Creek Road and run approximately 3,960 feet along the
existing centerline. The proposed roundabout to be located at the intersection of
Northshore Drive and Concord Road is scheduled for a Spring 2007 letting. The design
of the roundabout may dictate the alignment of the Concord Road improvements. The
proposed improvement of the Concord Road alignment would include tieing into the
roundabout.
The Build Option includes the replacement of the existing bridge over the Norfolk
Southern Railway. During the roadway construction, the existing bridge would remain
open for traffic while the new bridge is installed in phases. An option would be to build
the complete new structure on new alignment. This TPR includes a cost estimate for
the bridge replacement as well as a cost for the maintenance of traffic during the
removal and replacement of the bridge.
The Build Option incorporates a five-lane section with four-12 foot traffic lanes and a
two-way left turn lane. In addition, curbs and gutters, sidewalks, and bike lanes are
recommended. The Town of Farragut has long understood the need to develop
alternate modes through the Town and is continually adding new sidewalks, greenways
and bike lanes as an ongoing project to improve pedestrian and bike safety. The
Knoxville TPO Regional Bicycle Plan encourages that appropriate bicycle and
pedestrian facilities be implemented as a part of city and county capital improvement
(new and reconstruction) projects in order to address the present and future needs of
bicyclists and pedestrians.
The Build Option will also result in the right-of-way acquisition and utility relocations
along Concord Road and may result in displacement of some businesses. The
necessary right-of-way to build the project will vary depending on the terrain, proposed
land uses, and environmental considerations.
Some advantages of the No-Build Option include less disruption of the existing land use
patterns and no disruption of the area due to construction. Also mitigation measures to
moderate environmental impacts would not be necessary. This proposed improvement
as envisioned by Knox County and the Town of Farragut would reduce traffic
congestion, improve levels of service and enhance safety to pedestrians, bicyclists, and
motorists.
Overall, improvement to Concord Road would enhance access to Interstate 40/75 from
Northshore Drive, Choto Road and other sections of West Knox County and Loudon
County and provide enhanced access to commercial and residential sites along the
route. Besides providing for improved local and regional accessibility, other primary
beneficial effects of the build option include: improved safety and operating conditions
along the project corridor; increased traffic capacity; and enhancement of future planned
growth by local and/or regional land use planning agencies. It is emphasized that the
justification for this project is to create an accessible and fully functional travel route
between the study area and the interstate. Traffic demand along Concord Road would
actually increase with the Build Option resulting in traffic conditions of LOS D or better.
RECOMMENDATION
The proposed widening of Concord Road from the intersection of the Campbell Station
Road Extension to Northshore Drive will enhance access to residential and commercial
areas from the southwest section of Knox County to the Kingston Pike corridor and also
provide a more convenient access to the Interstate 40/75/Campbell Station Road
interchange. Besides providing for improved local and regional accessibility, other
primary beneficial effects of the Build Option includes: (1) improved safety and operating
conditions along the project corridor; (2) increased traffic capacity; (3) enhancement of
future planned growth by local and/or regional land use planning agencies; and, (4)
expansion of the local alternative mode system through the construction of bike lanes
and sidewalks.
The proposed five-lane section will complement the Campbell Station Road Extension
and improve traffic flow from neighborhoods along Northshore Drive and the Choto area,
into and through Farragut. It is emphasized that the justification for this project is to
create an accessible and fully functional travel route between the study area and the
interstate. As stated earlier, traffic demand along Concord Road would actually increase
with the Build Option resulting in traffic conditions of LOS D or better.
PRELIMINARY ENVIRONMENTAL ANALYSES A preliminary investigation into the proposed project’s environmental impacts within the
“Area of Potential Effects” (APE) is reflected on the attached “Preliminary Environmental
Evaluation” checklist. The APE is the geographical area in which an activity may directly
or indirectly impact the environment. Possible environmentally sensitive areas within
the project limits include the Historic Village of Concord and other commercial, business
and residential areas along the route. A more comprehensive analysis of potential
environmental impacts will be completed at a later date to comply with the National
Environmental Policy Act (NEPA).
In assessing the historical/architectural resources existing along the Concord Road
corridor, supporting historical documents were obtained by Town of Farragut‘s Folklife
Museum which features a remarkable collection of artifacts and literature of the Farragut
and the Concord area. Additional historical information can be obtained from the
Tennessee State Historic Preservation Office (TN-SHPO) as well as the Historic
Preservation Office of the Knoxville-Knox County Metropolitan Planning Organization.
Information indicated the National Register listed and eligible resources in the general
project vicinity include the Historic Village of Concord and Callaway’s Landing. The
Historic Village of Concord is located immediately northeast of the project’s southern
terminus. Although, the historic district may fall outside of the project area of potential
effect, this determination will not be definitive until plans are available and the field
survey has been conducted. Callaway’s Landing, located at 1117 Concord Road
includes several contributing resources and approximately fifty acres of associated
farmland. This determination is tentative pending the field survey and examination of
plans. Although, TDOT and TN-SHPO have indicated the historical significance of these
areas within the project corridor, a field survey and a historical/archaeological
assessment of the project area is recommended to possibly identify additional
resources.
Hazardous Materials spills on highways are a potential source of water quality
degradation and a possible public health hazard. In the event of any accidents
regarding hazardous material spills, the Tennessee Emergency Management Agency
(TEMA) would have the responsibility and authority for coordination of all state and local
agencies. In the event hazardous substances/waste are encountered within the
proposed right-of-way, their disposition shall be subject to the applicable sections of the
Federal Resource Conservation and Recovery Act (RCRA), as amended; and the
Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA),
as amended; and the Tennessee Hazardous Waste Management Act of 1983.
Alterations to streams and other aquatic sites designated as waters of the State or
waters of the United States require either individual or general Aquatic Resource
Alteration Permits (ARAP) from the State of Tennessee, individual or Nationwide 404
U.S. Army Corps of Engineers permits, and, where applicable, a TVA 26a permit or letter
of no objection. Construction projects disturbing one or more acres of land require storm
water control permits issued by the State of Tennessee pursuant to the National
Pollutant Discharge Elimination System. For any project that affects water flowing into a
sinkhole or cave, or for any impact that may affect the ground water via a sinkhole, a
Class B Injection Well permit may be required. This process involves obtaining a permit
before the project is let if sinkholes are known to exist. If sinkholes are encountered
after construction begins, the appropriate TDOT offices will be notified and the
appropriate steps taken to comply with the laws, regulations, and permits. These and
any other permit requirements identified in the project development process will be
complied with.
All wetland impacts require confirmation by, and coordination with, permitting agencies.
All require either general or individual Aquatic Resource Alteration Permits (ARAP) from
the State of Tennessee. Almost all require either nationwide or individual permits from
the U.S. Army Corps of Engineers pursuant to Section 404 of the Clean Water Act.
Other agencies including the U.S. Fish and Wildlife Service and the Environmental
Protection Agency may be involved in the permitting process. Wetland impacts which
are subject to either State or Federal jurisdiction, and which do not meet criteria for
either general or nationwide permits require individual permits; these typically require
compensatory mitigation for impacts. In general, isolated wetlands with less than 0.25
acre impacts may come under guidelines of a general permit issued by the State of
Tennessee; no mitigation is required. This permit cannot be used for a cumulative
series of small impacts. Some wetland impacts of less than 0.5 acres qualify for Corps
of Engineers nationwide permits. TDOT should carry out further coordination with the
regulatory agencies before preparing mitigation plans and submitting permit applications.
Permit requirements and mitigation plans will be based on these discussions.
A preliminary geotechnical review of the APE did not reveal anything that would affect
the construction of the build option. It was noted that the project alignment should avoid
historic Callaway’s Landing which runs parallel to the project on the west.
If preliminary field reviews indicate the presence of any of the following facilities and/or Economic, Social, and Environmental categories (ESE), place an “X” in the blank opposite the item. Where more than one option is to be considered, place its letter designation in the blank. A more comprehensive analysis of the impacts will be completed at a later date to comply with the National Environmental Policy Act (NEPA).
1.) Hazardous Material Site or Underground Storage Tanks.................... X
2.) Floodplains............................................................................................ 3.) Historical, archaeological, cultural or natural landmarks, or
cemeteries.............................................................................................. X
4.) Airport....................................................................................................
5.) Residential establishment....................................................................... X
6.) Urban area, city, town, or community.................................................... X (Town of Farragut, Pop. 17,720 U.S. Census)
7.) Commercial area, shopping center........................................................ X
8.) Institutional usages: a. School or other educational institution................................ b. Hospital or other medical facility......................................... c. Church or other religious institution.................................... d. Public Building, e.g., fire station........................................... e. Defense installation...............................................................
9.) Agricultural land usage.......................................................................... X
10.) Forested land......................................................................................... 11.) Industrial park, factory......................................................................... 12.) Recreational usages:
a. Park or recreational area, State Natural Area...................... b. Wildlife refuge or wildlife management area.......................
13.) Waterway:
a. Lake.................................................................................... X b. Pond.................................................................................... c. River..................................................................................... X d. Stream................................................................................. e. Spring..................................................................................
14.) Railroad Crossings............................................................................... X 15.) Project coordinated with MPO/RPO and/or local officials............... X 16.) Other...................................................................................................
REVIEW TEAM-FIELD INVESTIGATION A preliminary field investigation within the environs of the proposed project was
performed on Thursday, September 21, 2006. The items discussed during the course of
the field investigation are summarized in the Appendix (TPR Field Review- Concord
Road). Those representatives in attendance included:
Name Agency
Darryl Smith Town of Farragut
Ruth Hawk Town of Farragut
Gary Palmer Town of Farragut
Charlie Graves TDOT Planning- Headquarters
Glenda Tyus TDOT Planning-Headquarters
Paul Lane TDOT Planning-Headquarters
Dironna F. Moore TDOT Environmental- Headquarters
Christie Brown TDOT Design- Region 1 Office
Maysoon Haddad TDOT Design- Region 1 Office
Nathan Vatter TDOT Traffic – Region 1 Office
Cindy Pionke Knox County -Engineering and Public Works
Mike Conger Knoxville TPO
Thanh Duong Wilbur Smith Associates
Dawn Michelle Foster Wilbur Smith Associates
John Sexton Wilbur Smith Associates
Figure 4-FEMA Flood Plain Maps
COST DATA SHEET Concord Road
Knox County, Tennessee Section: From Campbell Station Road Extension to Northshore Drive (SR-332) Length: Approximately 3,800 feet Right-of-Way
Land, (4.2 acres) ------ -------------------------------------------- $ .................................. 567,000 Improvements ---------- -------------------------------------------- $ ..................................... 10,000 Damages ---------------- -------------------------------------------- $ .................................... 175,000 Incidentals (24 tracts) -------------------------------------------- $ ............................... 171,000 Relocation Payments (0 residences) -------------------------- $ ............................... 400,000
(2 business & farm) (0 non-profits)
Total Right-of-Way Cost---------------------------------------------------$ 1,323,000 Utility Relocation
Reimbursable ------------------------------------------------------- $ ..................................... 90,000 Non-reimbursable -------------------------------------------------- $ ................................. 530,000
Total Adjustment Cost --------------------------------------------------------$ 620,000
Construction
Clear and Grubbing------------------------------------------------ $ ............................... 28,000 Earthwork ------------------------------------------------------------ $ ............................... 767,000 Pavement Removal------------------------------------------------ $ ..............................16,000
Drainage (Includes Erosion Control)+Culvert --------------- $ ............................... 445,000 Structures ------------------------------------------------------------ $ ........................1,229,000 Railroad Crossing or Separation ------------------------------- $ ...................................... 0 Paving --------------------------------------------------------------- $ ...............................1,089,000 Retaining Walls ----------------------------------------------------- $ ........................... 100,000 Maintenance of Traffic -------------------------------------------- $ ................................. 38,000 Topsoil --------------------------------------------------------------- $ ............................. 11,000
Seeding --------------------------------------------------------------- $ ............................... 8,000 Sodding --------------------------------------------------------------- $ ............................... 12,000 Signing --------------------------------------------------------------- $ ............................... 4,000 Lighting --------------------------------------------------------------- $ ..................................... 0 Signalization --------------------------------------------------------- $ ..................................... 0 Fence --------------------------------------------------------------- $ ..................................... 0 Guardrail-------------------------------------------------------------- $ ................................. 8,000 Rip Rap or Slope Protection ------------------------------------- $ ............................... 10,000 Other Construction Items(8.5%) -------------------------------- $ ............................... 320,000 Mobilization ---------------------------------------------------------- $ ................................. 61,000 Construction Cost --------------------------------------- $ ...............................4,146,000
10% Eng. And Cont. ----------------------------------------------- $ ............................... 415,000 Total Construction Cost-----------------------------------------------------------------$ 4,561,000 Preliminary Engineering (10%) -------------------------------------------------------$ 456,100 Total Cost ---------------------------------------------------------------------------------------------$ 6,960,100
DATA TABLE State Route 332 (Concord Road)
Knox County From: Campbell Station Road Extension To: Northshore Drive (SR-332) Item Existing Proposed Functional Class Urban Minor Arterial Urban Minor Arterial System Class STP STP Length - Miles 0.75 0.75 Cross Section Feet 22’/50’ 68’/96’ Base Year ADT(2011) 19,400 19,400 Projected Future ADT(2031) 34,920 34,920 Percent Trucks 6 6 Estimated Right-of-Way Acquisition(Acres) N/A 4.2 Estimated Right-of-Way Tracts Affected N/A 24 Estimated Family Displacements N/A 0 Estimated Business Displacements N/A 2 Estimated Right-of-Way Cost N/A $ 1,323,000 Estimated Utility Cost Reimbursable N/A $ 90,000 Estimated Utility Cost Non-Reimbursable N/A $ 530,000 Estimated Construction Cost N/A $ 4,561,000 Estimated Preliminary Engineering Cost N/A $ 456,100 Total Estimated Section Cost N/A $ 6,960,100
TENNESSEE DEPARTMENT OF TRANSPORTATION
DESIGN CRITERIA FOR LOCATION AND DESIGN PHASE ROUTE: SR-332- CONCORD ROAD ALTERNATE: A SECTION: REGION: 1 COUNTY: KNOX PROJECT #: N/A LOCATION From: Campbell Station Road Extension To: Northshore Drive (SR-332) PARAMETER CRITERIA 2011 ADT 19,400 2031 ADT 34,920 PERCENT TRUCKS(DHV) 6% DHV(10% ADT 2031) 3,490 FUNCTIONAL CLASSIFICATION Urban Minor Arterial MINIMUM DESIGN SPEED 40 MPH ACCESS CONTROL N/A MAXIMUM CURVE 10° 00’(S.E.=0.04’/,) MAXIMUM GRADE 10.0 % MINIMUM STOPPING DISTANCE 275’-325’ SURFACE WIDTH 2@24’ NUMBER OF LANES 4 USABLE SHOULDER WIDTH 2@6’’(includes Curb & Gutter
and Bike Lane) MEDIAN WIDTH ** 12’(turn lane) MINIMUM RIGHT-OF-WAY *92’ SIGNALIZATION Possible upgrade in system at Turkey
Creek REMARKS: *Easements will be required outside of Right-of-Way ** 4-Lane Bridge Replacement over Railroad
S 20^ 50’ 32" E
P.I. STA. 88+19.01
N 564,493.3903
E 2,518,233.9245
= 20^ 10’ 20" (LT)
D = 6^ 00’ 00"
S 41^ 00’ 52" E
80
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P.I. STA. 8+28.59
N 565,033.1475
E 2,518,208.7416
= 34^ 10’ 34" (LT)
D = 15^ 16’ 44"
S 6
3^ 5
8’ 4
2" W
POT S
ta. 6
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PC S
ta. 7
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PT Sta. 9+36.99
POT Sta. 13+24.66
S 6
3^ 4
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P.I. STA. 83+11.97
N 564,968.5412
E 2,518,053.0309
= 11^ 45’ 43" (RT)
D = 3^ 00’ 00"
P.I. STA. 83+11.97
N 564,968.5412
E 2,518,053.0309
= 11^ 45’ 43" (RT)
D = 3^ 00’ 00"
PC Sta. 86+49.15
POT Sta. 8+19.52
S 5
1^ 2
4’ 0
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Curve No. 5
Curve No. 5
Curve No. 6
Curve No. 8
SE = 2.70%
SE = 2.70%
TRANS = 175’
TRANS = 175’
S 41^ 00’ 52" E
S 20^ 50’ 32" E S 20^ 50’ 32" E
S 32^ 36’ 15" E
E = 10.11’
L = 392.06’
T = 196.72’
R = 1,909.86’
E = 10.11’L = 392.06’ T = 196.72’ R = 1,909.86’
E = 14.99’L = 336.20’ T = 169.86’ R = 954.93’
E = 17.32’L = 223.68’ T = 115.28’ R = 375.00’
DESIGN SPEED=40 MPH
DESIGN SPEED=40 MPH
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TR
AN
S. L
EN
GT
H 0
00
S 8
1%
%d 5
0’ 4
4" E
S 6
3%
%d 4
7’ 0
5" W
POT 10+00.00
10
POT 11+80.46
PC 11+63.33
15
PT 1
5+59.13
POT
17+60.3
2
POT 10+00.00
10
POT 10+00.00
10
POT 10+00.00
10
PC 10+62.99
PT 12+86.6
5
POT 13+67.70
POT 13+24.63
POT 10+00.00
10
S 8
9%
%d 3
7’ 3
7" W
S 5
1%
%d 2
4’ 0
5" W
POT 11+78.81
1
N
TE
NN
ES
SE
E D
.O.T
.
DE
SIG
N D
IVIS
ION
S
NA
P P
T
FIL
E N
O.
S
NA
P P
T
TYPE YEAR PROJECT NO.SHEET
NO.
5/3
1/2
007 1
:58:2
8 P
M
C:\D
ocu
men
ts an
d S
ettin
gs\jj0
23
96
\D
esk
to
p\A
lig
nP
ro
p.d
gn
DEPARTMENT OF TRANSPORTATION
STATE OF TENNESSEE
Concord Road
Knox County
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