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

PR

C S

ta. 81+

15.2

4

85

PT

Sta

. 85

+0

7.3

1

PT

Sta

. 89+

85.3

5

90

PO

T S

ta. 90+

42.4

2

N 8

1^ 5

0’ 4

4" W

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

+32.26

PC S

ta. 7

+13.31

PT Sta. 9+36.99

POT Sta. 13+24.66

S 6

3^ 4

7’ 0

5" W

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

5" W

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

PA

RK

ING

PA

RK

ING

PA

RK

ING

PA

RK

ING

TENNESSEE RIVER

U/C

U/C

U/C

FORT LOUDOUN LAKE

U/C

U/C

HH

H

LA

KE

RID

GE

DR

IVE

MASON STREET

2N

D D

RIV

E

CE

ME

TA

RY

LO

OP

RO

AD

FA

IRG

RO

UN

D D

RIV

E

HA

RB

OR

WA

Y

TU

RK

EY

CR

EE

K R

OA

D

SU

MM

ER

DA

LE

DR

IVE

25M

*

110M

123M

*

115M*

160M

*

164*

190M

152M*

130*

143

50*

55*

96

96

50

50

54*57*

96M*

103M

100

104M

60*

SO

UT

HE

RN

RA

ILW

AY

315

31

5*

96

104.8

0

109.9

2

3912131415161718192021 14.0138.01 2.10D38.02 15.16D

INS N

O 199907190005136

1

2

150.2

3

100

116.98

129.30

116.98

100

52.9

0

95.26

139.41

INS NO 200310100042320

1

2

99.5

5

107.6

8

130

116

116.31

92.2

9

130

15.01385.01D

1R

1R

-1

2R

1

48R

-148R

47

46

45

44

43

42

41

40

39

38

173.2

0

169.72*

167*

100

100*

70

70*

70

70*

70

70

125

95

130M

*124c

80M*91c

68.6

9

61.3

9*

61.3

9

105.6

9*

102.5

0c

147.8

5*

143.1

0c

133.77

85

142.95

80.9

4

133

25*

12c

225.7

6

12875*

82c

136

55

123*

127c

86*

83c

146.4*165.1c

128.3

*136.2

c

154.4*

162.6c

183.5

3*

201.1

3c

179M

*193c

209M*

217c

116*

125c

129M*133c

306.8*330.9c

285*

319c

89M

293M

75

261

108M*102c

100M

*91c

86M

120M

*109c

71M

454M

60M

405M

200

268M

180*

139M*

147c

220M

*209c

150M

150M

264

85.1

4

79.2

158M

158M

155M

70M

*

70M

*74c

158M

160M*

370M

300M

105.71

100

153*

173*

95M

96.4*

198

208*

195M*

68M

*

133

80

155

60M

*

80

570M

70M

36M

14

330*

153M

159M

165

100M*

100

40

240M

*

61.61

240

220

220

120*

128c

638M

470M*

487c

340M

240

137

RE

V.P

.B. 7

9-S

PG

. 27

RE

V.

P.B

. 85-S

PG

. 30

RE

V.

P.B

. 79-S

PG

. 28

P.B

. 78-S

PG

.’S 5

9,6

0&

61

C.1

43-P

F.1

53-B

F.1

53-A

92

154*

132*

118

100

73M

*

76c

248*

A.1

53-G

167.1

*

B.1

53-B

A.1

53-B

.153

.153

203

203

75

75

171.8

5

125

125

125

125

125

125

70

70*

70

70*

70

70

80*

82c

30

88.9

882.4

382.9

6*

128.46

143.59

172.39*

199.78

212.08

76.1

4

B

95.0

9*

104.7

5c

147.82

61.7

3149.6

9*

163.2

8c

72.8

2

117.17

100

70

70

163.3

160.0

1

CO

NC

OR

D F

AR

MS

P.C

. M-1

71-A

1 2

3

45

6

7

89

10

1112

13

14

15

16

17

18

19

20

21

22

23

24 2

5

26

30

31

32

33

34

35

36

37

38

39

40

41

42

170.8

3

205

76.7

8142.5

590

100

160.9

4

225

120.45

165.2

290

91.8

8

70.7

6

118.4

8

90.34

75.2

3

75.2

3

76.5

9

90

90

80

78.2

675.2

4

84.6

1

90

80.2

2

80.2

9

75.24

89.02 95.3

5

101.60

110.5

131.18

131.8

2

120

85.61

75.5

9

83.3

290

96.1

9

58.2

4

58.24

105

90

100.9

7

114.0

3

93.4

6

90.1

2

152.61

52.3

646.6

8

65.89

127.41

84.95

115126.28

124.0

9

120.1

9119.9

5

125.0

4

125

73.2

8

59.61

81.64

94.49

141.18

152.58

125

125

102.81

120.4

6

116.87

116.91

139.16

94.5

9

90.2

5

72.3

4

59.2

6

93.4

6

80.1

0

119.7

5

209.04

75

176.27

40.0

9

114.9

1

85

90

90

53.8

6

26.3

2

117.6

8

134.8

0

48.5

1

93.4

6112.7

8

120

126.68

132.45

134.1

3

149.36

125.90

125

125

125

125.41

144.08

201.64

115.04

120

120

119.02

202.7

8

137.04

140.21

45.23

133.00

147.9

0

200.00

51.27

20

133.0

9

20.4

824.7

6

91.2

4

46.5

8

116.87

58.93

G.1

53-B

141.83

27R

1

2.6

3D

2.9

0C

P.C

. N-3

57-C

RO

LL

INS

PL

AC

E S

/D

1

1011

12

13

14

15

23

4

5

7

8

9

69.10196.40

160.9874.60

159.2

8

7.84

56.79

116.5

2

145

188.80

173.4

4

154.4

1

112.80

89.34

173.31

191.4

4

126.9

5

115.92

152.94

121.76

146.40

194.7

8

96.8

8

162.3

9

77.5

4

52.3

6

109.2

3

48.24

160

173.4

4

46.68

45.0

6

48.41

135.1

4

274.4

6

260.67

75

75.6

1

35

125

105

14.0

6

180

100

62.7

4

191.20

170.57

145.99

74.4

7

89.9

2

85.8

4

6R

5R

107.5

792.4

5

127.84

33343642444542.0111.011.0211234567891011125678910111213141234567810161718199103415 1.40c 5.13c 10.0131245678910111213141516171819202123222425263031323334353637383940414214.0114.0214.0314.0414.0714.0814.0914.1014.1114.1214.1314.1414.151114.0614.1615

129.3

4

92.0

2

144.61

75.2

9138.23

62.6

2

26

149.47

38.96

61.43

132.83

69.9

8

130.01

26

158.9

0

157.4

8

P.C

. P-2

79-C

97.89

100.39

130.93

195.8

6

151.68

230.8

9

INS

NO

200205060091846

TU

RN

BE

RR

Y S

/D U

NIT

2

9

10

11

12

13

14

15

16

17

18

19

20

83

118M

95.5

7

83.8

0

80M

130

130

80

78.4

4

124.63

143.4

0

143

33.4

1

87.02

18.48

96.42

42.6

2

19.74

77.35

18.56

36.2

1

131.3

1

129.1

6

123.26

157

103.55

124.9

1

116.13

63.4

1

99.05

96.39

56.24 64.77160.93

160.2

2

88.23

79.20

64.5

8

49.4

4

57.6

5

63.5

1

47.50

41.5

8

27.8

1

200.4

4

TU

RN

BE

RR

Y S

/D U

NIT

1IN

S N

O 2

00107190004309

1

21

2

3

4

56 7

8

170

114

108.9

9

93.51

67.22

115.91

94.3

6

16.07 99.89 43.86

130

80

33.79

53

80

130

130.4

3

36.2

1

115.65

36

109.9

8

108.14

132.77

61.3

9

95.8

0

24.92

91.0

8

146.64

98.67

126.3

6

101.67

99.3

6

90.88

71.3

8

128.2

8

101.9

4

90.16

B.1

53-B

123456781020911121921131415161718

J.1

53-B

J.1

53-B

37.0337.04321.93C

193.55M

98.5

2M

37.068.42D37.051.83D

INS

NO

200401200070812

TU

RN

BE

RR

Y S

/D U

NIT

3

1

2

3

4

5

6

78

9

10

138.7

0

167.7

1

109.61

156.2

3

7.83

77.56

145.9

8

5.71

87.44

133.6

1

124.1

0

85.52

89.35

93.6

9

89.5

514.8

834.9

639.8

423.2

566.3

4

97.0

9

83.10

108.30

116.5

7

174.62

157.43

116.85

30.02 94.87

106.4

2

75.7

9

88

88

92.2

1

15.5

17.5

60.3

4

191.4

128.24

105.1

020.4

5

12345678910

K.1

53-B

B.1

53-B

124.15M

99.3

3M

10

0

293

246.9

9

386.23

1.29D15.3D

11.3

AC

.CE

= 4

.1 A

C.C

31.77C

23.3

3 A

CE

= 8

.44 A

C.C

22.92C

E =

10.6

2 A

C.C

12.3

AC

ST

A. 1

02+

33.1

8 C

ON

CO

RD

RD

.

MA

TC

H T

O P

RO

J. C

M-S

TP

-332(8)

EN

D P

RO

JE

CT

ST

A. 1

39+

43.8

8 C

ON

CO

RD

RD

.

BE

GIN

PR

OJE

CT

TIE TO EXISTING CAMPBELL STA. RD.

NO

RT

HS

HO

RE

TR

AF

FIC

CIR

CL

E

PROP. R.R. BRIDGE

N

SC

AL

E:1

"=

100’

1

23

45

6

7

89

10

11

12

13

14

15

16

1718

18

19

20

21

222

3

24

N 12%%d 00’ 19" W

CU

RV

E C

ON

CO

RD

-1

PI 1

07+

17.0

6

N 5

61,9

46.7

332

E 2

,519,0

60.8

326

~ 1

5%

%d 2

9’ 4

2" (

LT

)

D 4

%%

d 0

5’ 3

3"

R 1

,400.0

0

L 3

78.6

2T

190.4

7S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

TR

AN

S. L

EN

GT

H 0

00

N 27%%d 30’ 02" W

CU

RV

E C

ON

CO

RD

-2

PI 1

20+

89.3

0

N 5

63,1

65.9

807

E 2

,518,4

26.1

209

~ 1

6%

%d 3

6’ 0

5" (

RT

)

D 4

%%

d 0

5’ 3

3"

R 1

,400.0

0

L 4

05.6

5T

204.2

6S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

TR

AN

S. L

EN

GT

H 0

00

N 10%%d 53’ 57" W

CU

RV

E C

ON

CO

RD

-3

PI 1

30+

87.6

8

N 5

64,1

49.1

586

E 2

,518,2

36.8

075

~ 3

1%

%d 2

1’ 2

8" (

LT

)

D 8

%%

d 1

1’ 0

6"

R 7

00.0

0L

383.1

1T

196.4

8S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

TR

AN

S. L

EN

GT

H 0

00

CU

RV

E C

ON

CO

RD

-4

PI 1

34+

54.8

5

N 5

64,4

28.2

107

E 2

,517,9

83.2

728

~ 2

1%

%d 2

4’ 5

3" (

RT

)

D 6

%%

d 0

0’ 0

2"

R 9

54.8

3L

356.8

8T

180.5

4S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

TR

AN

S. L

EN

GT

H 0

00

N 20%%d 50’ 32" W

CU

RV

E C

ON

CO

RD

-5

PI 1

38+

66.5

7

N 5

64,8

16.9

240

E 2

,517,8

35.2

866

~ 5

%%

d 3

6’ 3

6" (

LT

)

D 3

%%

d 0

0’ 0

1"

R 1

,909.6

6

L 1

86.9

8T

93.5

6S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

TR

AN

S. L

EN

GT

H 0

00

PO

T 1

00+

00.0

0100

105

PC

105+

26.5

9

PT

109+

05.2

1

110

115

PC

118+

85.0

5

120

PT

122+

90.7

0

125

PC

128+

91.2

0 130

PR

C 1

32+

74.3

0

135

PT

136+

31.1

8

PC

137+

73.0

0

PT

139+

59.9

8

S 6

0%

%d 4

9’ 2

1" W

N 8

7%

%d 2

0’ 0

0" E

N 7

7%

%d 5

9’ 4

1" E

CU

RV

E L

AK

ER

ID-1

PI 1

3+

68.7

3

N 5

61,8

41.3

567

E 2

,519,4

60.2

167

~ 3

7%

%d 4

7’ 4

6" (

LT

)

D 9

%%

d 3

2’ 5

7"

R 6

00.0

0L

395.8

0T

205.4

0S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

TR

AN

S. L

EN

GT

H 0

00

N 4

0%

%d 1

1’ 5

5" E

N 5

7%

%d 4

3’ 2

8" E

N 6

3%

%d 5

8’ 4

2" E

CU

RV

E S

UM

ME

R-1

PI 1

1+

78.2

6

N 5

64,9

77.9

140

E 2

,517,9

54.2

863

~ 3

4%

%d 1

0’ 3

4" (

RT

)

D 1

5%

%d 1

6’ 5

0"

R 3

74.9

6L

223.6

6T

115.2

7S

E 0

.000 F

T/F

T

DE

SIG

N S

PE

ED

00 M

PH

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