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HomeMy WebLinkAboutR-2553 Kinston Bypass (7)s c/ f �� , .t �ti PAT MCCRORY GOVERr'OR TO a,,. srnr�'� � p��� � � �,:=. � -,�, r � '��.M��' STATE OF NORTH CAROL[NA DEPARTMENT OF TRANSPORTATION Merger Team Members January 2,_2014 NCDOT Support Staff FROM: Ted Devens, PE, Project Developmen !ye � �a � a �` � P. `'`� � �'�° / �:� � t; > ,�� � , yG ��„ �; F"� -. �� j :, � , �� ���,�� \ �� � I ��� ��a'.,� `', t,, �i� . ; �'�`�D s;�ji.i e � ,,,Q��d1fY� ���r rRe`�• �G �y ANTHONY J. TATA SECRETARY SUBJECT: R-2553, Kinston Bypass Merger Packet for CP2 Revisitation. January 16, 2014 This memorandum electronically distributes a Merger Meeting packet for the CP2 Revisitation of STIP Project R-2553, Kinston Bypass. Courtesy hardcopies to Merger Team Members (and select NCDOT persons) will follow this electronic distribution. At an information meeting held in November 2013, NCDOT and agencies established an approach to moving forward in the merger process: o January 2014 — Revisit CP2 decisions based on new traffic information in Kinston, and a newly-identified bypass alternative o Feb/March 2014 — Broach CP2A decisions based on detailed study alternatives established in January, which will include significant coordination with the NCDOT natural environment section. Please relay any packet or information requests directly to Chris Werner (URS, christopher.werner@urs.com, 919-461-1470) or myself (tedevens@ncdot.�ov, 919-707-6018). If you have any questions or concerns that the packet does not address, please also notify us prior to the meeting so that we may prepare accordingly. DISTRIBUTION LIST: Per Outlook meeting invitation MAILING ADDRESS: TE�EPHONE 919-707-6000 LOCATION: NC DEPARTMENT OF TRANSPORTATION FAX 919-250-4224 CENTURY CENTER, BUILDING A PROJECT DEVELOPMENT AND ENVIRONMENTAL ANALYSIS WEBSITE 1000 BIRCH RIDGE DRIVE 1 S48 MAIL SERVICE CENTER HTTPS'//CONNECT NCDOT GOV/RESOURCES/ENVIRON RALEIGH NC 27610 RALEIGH NC 27699-1548 MENTAL/PAGES/DEFAULT ASPX , �� i INTERAGENCY MERGER PROCESS MEETING PACKET FOR CONCURRENCE POINT 2 (Revisited): Detailed Study Alternatives Carried Forward Kinston Bypass Project Lenoir, Jones and Craven Counties, North Carolina STIP Project No. R-2553 NORTH CAROLINA DEPARTMENT OF TRANSPORTATION January 2014 `�OF µORiH �� 6L tP '� h * * q O S 9,fj. o-`7 ��'�ros T¢A�S¢o �� Interagency Merger Process Team Meeting Concurrence Point 2 (Revisited): Detailed Study Alternatives Carried Forward Kinston Bypass Project Lenoir, Craven and Jones Counties, North Carolina STIP Project No. R-2553 WBS Element No. 34460 PURPOSE OF THE MEETING The primary purpose of this meeting is to present information to the Interagency Merger Process Team (Merger Team) regarding a recently developed Upgrade Existing US 70 with a Shallow Bypass alternative, review travel demand model and traffic forecast updates, and obtain concurrence on Concurrence Point 2(Revisited): Detailed Study Alternatives (DSAs) Carried Forward for the project. NCDOT proposes to remove all northern bypass alternatives. PROPOSED ACTION The proposed action (proposed project) is designated in the North Carolina Department of Transportation (NCDOT) 2013-2023 Draft State Transportation Improvement Program (STIP) as project number R-2553 and is proposed as a four-lane, median-divided freeway with full control of access. The proposed project extends from US 70 near LaGrange (in Lenoir County) to US 70 near pover (on the Jones and Craven County line). The project vicinity is shown in Figure 1. PROJECT HISTORY In addition to the STIP, the Kinston Bypass is also identified in the City of Kinston Comprehensive Transportation Plan (CTP) adopted by the City of Kinston on August 20, 2007, endorsed by the Eastern Carolina Rural Planning Organization (RPO) on August 27, 2007, and adopted by the NCDOT on February 6, 2008. The Kinston Bypass is also included in the 2011 CTP update. In 2008, the North Carolina Interagency Leadership Team (ILT) established the Kinston Bypass project as a Geographic Information System (GIS) pilot project as a means to test and evaluate streamlining the project development process by utilizing GIS data for alternative development, alternative analysis, and selection of the Least Environmentally Damaging Practicable Alternative (LEDPA)/Preferred Alternative. NEED FOR AND PURPOSE OF THE PROPOSED ACTION In October 2010, concurrence was achieved on the need for and purpose of the project which is shown below. Merger Meeting Packet for CP 2(Revisited) STIP Project R-2553 Proiect Need Address traffic congestion, capacity deficiencies, and through-traffic delays on US 70 between LaGrange and Dover. Proiect Purpose The purpose of the project is to improve regional mobility, connectivity, and capacity for US 70 between LaGrange and Dover in a manner that meets the intent of the North Carolina Strategic Highway Corridors Plan. NEW ALTERNATIVE IDENTIFIED: SHALLOW SOUTHERN BYPASS In November 2011, concurrence was achieved with the selection of DSAs to be carried forward for further evaluation in the State Draft Environmental Impact Statement (DEIS). As a result of the November 2011 Merger Team Meeting and the follow-up March 2012 Merger Team Informational Meeting, 17 alternatives were selected as DSAs which are shown in Figure 1 and Figure 2. Upon selection of DSAs, the scoping and preparation of various technical studies in support of the State DEIS were initiated. During �the development of the Functional Designs for Alternative 1(Upgrade Existing US 70) it was realized that a four-lane median divided facility with full control of access combined with providing adjacent service roads would result with high impacts along two densely developed portions of US 70. These segments of US 70 include: Area 1 West of Kinston from just east of STIP Project R-2719A also known as C.F. Harvey Parkway Extension (see Figure 2) to east of US 70 Business (Vernon Avenue) Area 1 in the vicinity of C.F. Harvey Parkway Extension contains a mix of industrial facilities, commercial properties, and rural open space. Moving east towards US 258, the land use becomes denser with commercial development, big box retailers, and small businesses. A limited number of residential properties associated with farms are located along this segment of US 70. When developing the functional designs within this area, consideration was given to maintaining as much of the recently constructed C.F. Harvey Parkway Extension interchange, while trying to avoid/minimize impacts to the adjacent historic resources. As a part of the required improvements, maintaining connectivity to US 258N and US 70 Business (Vernon Avenue) was also a concern given their close proximity to one another. Area 2 South of Kinston from the Neuse River to east of the NC 58/US 70 intersection Area 2 contains light industrial uses and commercial properties that includes a mix of retailers and service-oriented businesses. There are a very limited number of vacant parcels immediately along US 70. No residential properties are located along this segment of US 70. This portion of US 70 is located within the FEMA floodplain, with several segments of roadway located immediately adjacent and parallel to the FEMA floodway. While impacting FEMA Hazard Mitigation Grant Program (HMGP) properties does not result with an alternative being fatally flawed, efforts were taken to minimize the extent to which they would be impacted. When developing the functional designs within this area, constraints such as the businesses located along both sides of US 70, the Neuse River, and avoidance of Merger Meeting Packet for CP 2(Revisited) 2 STIP Project R-2553 widening into a parallel FEMA Floodway, required extensive design iterations to identify a best-fit alignment. NEW LOCATION CORRIDORS DEVELOPED As a result of the high impacts to both the natural and human environment in these two areas, designers identified several new location segments (shown in Figure 3) to maintain upgrading existing US 70 as a viable alternative. New Location Corridor from US 258S to US 70 The potential for developing a new location segment combined with the upgrading existing US 70 was conceived when considering minimization options. An area of opportunity for a new location corridor was identified south of existing US 70 from US 258S to US 70 near Lenoir Community College (LCC). After multiple iterations with various concepts were considered for connecting back to US 70, a corridor was identified that would minimize impacts to Southwest Creek tributaries (and the associated natural environment), avoid the neighborhood and HMGP properties near Will Baker Road, and minimize impacts to LCC. Connection from US 70 to US 258S that uses existing US 70 until the Neuse River, then on new location With a new location corridor identified for the portion between US 258S to east of LCC, consideration was then given to developing a western connection with existing US 70. Initially, a western connection with existing US 70 east of the Neuse River crossing was considered; however, this concept was abandoned due to business impacts along US 70, undesirable roadway geometry, and wetland impacts. While impacting FEMA HMGP properties does not result with an alternative being fatally flawed, this concept would impact a large amount of HMGP properties. Also, this concept would require existing US 70 to be upgraded in Area 1(evaluated as a part of the functional designs for Alternative 1(Upgrade Existing US 70), which would result with high impacts to businesses and include complex interchange designs near US 258N and US 70 Business (Vernon Avenue). All New Location Corridor from US 70 (East of C.F. Harvey Parkway Extension) to US 258S Area of focus then shifted to looking at concepts that would avoid/minimize impacts along US 70 from east of C.F. Harvey Parkway Extension to US 70 Business (Vernon Avenue) by developing a new location corridor. This corridor includes a new crossing of the Neuse River to connect with the corridor from US 258S back to US 70. Areas of concern identified when developing concepts for this section included: utilizing the recently constructed C.F. Harvey Parkway Extension interchange with US 70; avoiding or minimizing impacts to adjacent historic resources; minimizing impacts to the commercial area near US 258N; identifying a crossing of the Neuse River and associated natural system to minimize impacts; identifying an interchange location along NC 11/NC 55 that would avoid the Lenoir County Fairgrounds, minimize impacts to FEMA HMGP properties, and minimize impacts to businesses and neighborhoods located along and adjacent to NC 11/NC 55. Various interchanges locations where the new location corridor separates from US 70 and crosses NC 11/NC 55 were considered after which a new location corridor was identified that would minimize impacts to the both the human and natural environment and avoid impacts to businesses along US 70 near US 258N and US 70 Business (Vernon Avenue). Merger Meeting Packet for CP 2(Revisited) STIP Project R-2553 l CP 2 LEVEL REVIEW OF NEW ALTERNATIVE As a result of the evaluation discussed above, the new location shallow bypass corridor as was further developed to minimize impacts associated with the Upgrade Existing US 70 Alternative 1 is shown in Figure 4. The new location shallow bypass corridor, combined with the Upgrade Existing US 70 segments is now referred to as the Upgrade Existing US 70 with Shallow Bypass. Limits for upgrading existing US 70 and the portion on new location are and is shown in Figure 5. A relative location comparison of the Upgrade Existing US 70 with Shallow Bypass with respect to the 17 DSAs can be seen in Figure 6. In order to provide a comparison to the 17 DSAs selected at the November 2011 Merger Team Meeting and the follow-up March 2012 Merger Informational Meeting, corridor level impacts using the same GIS data has been calculated and presented in Table 1. Upon review of Table 1, which includes 500 foot corridor impacts, the following generalizations can be made: • Upgrade Existing US 70 with Shallow Bypass (UESB) is one of the shortest alternatives and uses a large portion of existing US 70. • UESB will have similar impacts to archaeological/historic architecture resources as some other DSAs; however, it will cause the same impact to Wyse Fork Battlefield as widening along existing US 70. • UESB corridor would impact 26% less buildings than Upgrade Existing US 70 (DSA 1). • UESB corridor would have similar impacts to churches as some other DSAs. • The school property being shown as an impact for UESB is the property owned by LCC. • Only two alternatives would impact FEMA HMGP properties: DSA 1 and UESB. Recent coordination meetings with the State Hazard Mitigation Officer and FEMA Region IV (Atlanta) preliminarily verified that NCDOT can obtain easements across FEMA HMGP properties. (Note: no alternatives were eliminated in the past based on potential impacts to FEMA HMGP properties.) • UESB has some of the highest impacts to the floodplain; however, the perpendicular crossing enables use of bridging that will result in a"no-rise" scenario. • UESB has some of the lowest impacts to number of streams being crossed. • UESB has some of the lowest impacts to acreage of wetlands. • Based on current information, UESB is not anticipated to cause environmental justice impacts. • Relative comparison of construction cost for UESB is one of the lowest based on amount on new location and amount of upgrading existing US 70. Merger Meeting Packet for CP 2(Revisited) STIP Project R-2553 � Given the positive attributes of this new alternative, it is recommended that "Upgrade Existing US 70 with Shallow Bypass" be carried forward for detailed study and evaluation within the State DEIS. TRAVEL DEMAND MODEL AND TRAFFIC FORECAST UPDATES , The following sections define travel demand models and traffic forecasts, and review the assumptions and findings of previous and current versions of Travel Demand Models and corresponding project Traffic Forecasts. A Trave/ Demand Model is a computer replication of the traffic patterns and roadway network for a designated area that projects future traffic patterns based on existing development and future growth. • A Traffic Forecast is a project-specific forecast that utilizes the historic data and future projections from a Travel Demand Model to then estimate detailed traffic volumes and turning movements of vehicles that will use the various alternatives under consideration, in a future "design year." At the time of the 11/17/2011 CP 2 Merger Meeting, the 2009 Kinston Bypass Traffic Forecast was the current traffic forecast which was based on minor edits to the 2003 Travel Demand Model. Current DSAs were developed based on this forecast. NCDOT periodically updates municipal comprehensive transportation plans, which also involves travel demand model updates. Since 2011, NCDOT has worked with the City of Kinston to develop a new travel demand model and corresponding traffic forecast for the Kinston Bypass Project. Previous Versions of Travel Demand Models and Traffic Forecasts The previous Kinston Travel Demand Model (old model) was completed in 1995 and was periodically updated. Versions of this model estimated high employment numbers at the North Carolina Global TransPark (GTP). The 1995 version estimated that the GTP would generate 45,000 jobs by the year 2020; while the 2003 version showed GTP estimates of jobs around 25,000 by the year 2030. The 2009 Traffic Forecast prepared for the Kinston Bypass project was based upon the 2003 version travel demand model and was used to develop alternatives for the Kinston Bypass project. Findings from 2009 Traffic Forecast showed the following: Upgrade existing US 70 combined with Northern Bypass using C.F. Harvey Parkway Extension: In 2035, this alternative is expected to carry between 43,000 to 53,000 vehicles per day (VPD) between US 70 and NC 58, 39,000 VPD between NC 58 and NC 11, and up to 42,000 VPD at the eastern connection to US 70. • Northern Bypass Alternative: In 2035, this alternative would carry between 33,000 �—r�rr�-�-.� to 37,000 VPD between US 70 and NC 58, 29,000 to 41,000 VPD between NC 58 � r°�-�s-` and NC 11, and up to 43,000 VPD at the eastern connection to US 70. �� � Southern Bypass Alternative: In 2035, this alternative is expected to carry 33,000 • vehicles per day (VPD) on the western section (west of NC 58) and 19,000 VPD on the eastern section. The Southern Bypass Alternative with an extension from C.F. Harvey Bypass would increase 2035 traffic to 40,000 VPD (west of NC 58) and 21,000 VPD on the eastern section. Merger Meeting Packet for CP 2(Revisited) 5 STIP Project R-2553 • Each of the bypass alternatives divert volumes (ranging from approximately 10,000 to 20,000 VPD) from US 70. 2012 Versions of the Travel Demand Model and Traffic Forecast In 2012, NCDOT generated an updated Kinston Travel Demand Model. The travel demand model was developed by an independent consultant and included updates to socioeconomic data, which was developed through direct coordination between NCDOT, the Eastern Carolina Rural Planning Organization, City of Kinston, Lenoir County, GTP, and Economic Development. One major change from previous versions of the travel demand model included an estimated 6,200 jobs generated by the GTP by the year 2040. Ultimately, the new travel demand model was approved by the Lenoir County Transportation Committee and Lenoir County Commissioners. Utilizing the approved new model, a corresponding traffic forecast was prepared for the Kinston Bypass project and various general new locations alternatives for screening of alternatives. Findings from 2013 Traffic Forecast (graphics included in the Appendix) showed the following: • No Build Alternative: In 2040, this alternative would carry up to 55,_ 000 VPD which exceeds capacity of existing US 70 and would require capacity improvement. • Upgrade Existing US 70 Alternative: In 2040, this alternative would carry up to 57,000 VPD in central Kinston and would require capacity improvement. • Very Deep Northern Bypass Alternative: In 2040, this alternative would carry between 9,000 to 15,000 VPD between US 70 and NC 58, 9,000 VPD between NC 58 and NC 11, and up to 4,000 VPD at the eastern connection to US 70. This alternative is anticipated to draw between 3,000-13,000 VPD from�xi,�ting US 70. • Deep Northern Bypass Alternative: In 2040, this alternative would carry between 15,000 to 20,000 VPD between US 70 and NC 58, 12,000 VPD between NC 58 and NC 11, and up to 4,000 VPD at the eastern connection to US 70. This alternative is anticipated to draw between 3,000- .OD_VPD from existing US �70. • Moderately Deep Northern Bypass Alternative: In 2040, this alternative would carry "��� % 3 between 16,000 to 21,000 VPD between US 70 and NC 58, 14,000 VPD between !� NC 58 and NC 11, and up to 9,000 VPD at the eastern connection to US 70. This alternative is anticipated to draw between 9,000-12,000 VPD from existing US 70. Deep Southern Bypass Alternative: In 2040, this alternative is expected to carry 22,000 vehicles per day (VPD) on the western section (west of NC 58) and 16,000 VPD on the eastern section. This alternative is anticipated to draw between 10,000- 24 000 VPD from existing US 70. ��� • Moderately Deep Southern Bypass Alternative: In 2040, this alternative is expected to carry 28,000 vehicles per day (VPD) on the western section (west of NC 58) and 17,000 VPD on the eastern section. This alternative is anticipated to draw between 11 000- S.,DDQVPD from existing US 70. Alternatives which draw a large amount of traffic from existing US 70 will reduce congestion along existing US 70, which is a primary need for the project. This would allow existing US 70 to remain sustainable for a longer period of time. Alternatives which do not draw a large Merger Meeting Packet for CP 2(Revisited) 6 STIP Project R-2553 amount of traffic from US 70 would result with a continued need in the future to implement improvements along existing US 70, even after a new location bypass is built. Based upon the above findings from 2013 Traffic Forecast, the moderately deep, deep, and very deep northern bypass alternatives carry very minor traffic on the eastern connection to US 70 (between 4,000 and 9,000 VPD). The northern bypass alternatives only draw between 3,000-13,000 VPD from existing US 70, and in particular do not adequately ease traffic on the most congested portions of US 70 in central Kinston. As a result, an excessive volume of traffic would remain on existing US 70, which requires future improvements in addition to the costs of constructing a bypass. Based on the failure of northern bypass alternatives to remove adequate traffic from existing US 70, they do not meet the purpose and need for the project. Therefore, it is recommended that all northern bypass alternatives be eliminated from further consideration. COST ESTIMATES Exhibit 1: Estimated Project Cost TYPE Representative Representative Average Cost Upgrade Exist. 2013-2023 Draft Northern Southern of Bypass US 70** STIP Cost B ass* B ass'` O tions* Ri ht of Wa $44,975,000 $36,725,500 $40,850,250 $153,250,000 $9,800,000 Utilities $1,313,740 $944,040 $1,128,890 - $960,000 Construction $337,000,000 $288,000,000 $312,500,000 $268,000,000 $169,800,000 Prior Years $2,293,000 $2,293,000 $2,293,000 $2,293,000 $2,293,000 Cost Total Cost $385,581,740 $327,962,540 $356,772,140 $423,543,000 $182,853,000 "August 2012 Initial Cost Estimates "*Total cost does not include utilities cost. PROJECT SCHEDULE Concurrence Point #2A — Bridging Decisions Distribute State Draft EIS Corridor Design Public Hearing Concurrence Point #3 (LEDPA) Distribute State Final EIS State Record of Decision Right of Way Acquisition Construction Merger Meeting Packet for CP 2(Revisited) STIP Project R-2553 Early 2014 Early 2015 2015 2015 2016 2016 2020 2023 7 FIGVRES .� D m. .� � ni < m � � ..� t � + _ �/ j�� .. . .. . ... ....... _ � -�`v �. �� ► I �c C� � ' c� �, D � nv dv� � �, � o �zl �v,�, $Z� ��� .-dz z ,� ��� ��� �� � v- zZ �� �� zZ n n Nm x� O� m in 'o a, � �� C �,��^ �2 �� °>g ¢ z- �a c� � � �� � m'� � � n C V Z 0 � 'z � �'i m L_ J L. i, � } O � O 'p O � c a c co � m �7 D m a � � � j fD 7 L y � X p (D N « � v � ni 7. . � (p �p fD a a �, v �, C � C a _ a � �p' � D a D r N � � (� w °- v (C r. `� -� (� <' D � � r�n m �' O. � N <� fD I � � Z C � � � p ci ai C ��� ? ? � � � � .� � o� i i °-' a D `� N � � � � 2 cD n� 2D o" � rn � , r .,'lL ' o � t� N (D N ' ��� fD t� J m CA � o � � 9' � � w � � ,.:` 0 < � k. � � �_�`„l _ 3. 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C . -. n� ii � �► F�+�i � � W � ■ry � � � �A, W �� � �A, W 0 � O �••r a ^, i �!� � T +4 ,. � � � ,,,,�\;:,,t � � � Q 4J U �.� (C �.;� ; �"�� �' O U C � .�... ;� _� .�� � '`2 ' > C z=4` c0 �.�+» N �,.�w� �x ` � _ ,��r > l,� ��� 0 � �'� C ia u O i � V � � � r 'C O � t� m ��a�, � V I � �': c;''o L � � � � Y c � � �: _.. `�°�,,�� 3 . �a � � m � � � � � � o � 6: H Q ��' .. _z � � �"# ������ , = o , � �,�� � c �. ` Y �i i O L (O � L ' U �-+ � � U �i � � � O •�' � aJ }+ +r � + r Q- � , O `� � � �; �� �� , ,:,._ � � � . ,.. � � �p GJ !� p N +r � O � F' i +, N Q �.�. � 3 — � _ , .,�.�n�.,,.� ca � M� L > � W t � � � � O �y- 0 Q F— 'p � � O _' a � �.., �a � � V � Q1 +� U e��.. ; ' Q- a _. ; � x � � �. � � � .� ."'. N t � a'' � Q fC { �„ _ , w�w Y� C. � � � ,�, � ;� ? � j �wo �; ' t p `� , W } � ciQ � �. "` � �s � �� a � �, � � � o. �� � � C � i � �e� � .{;` fB z G;r i� X � � 'I '=` H w � '? ? • • � __ _ _ ,: � Section 404 / NEPA Interagency Merger Process Concurrence Agreement Revisited Concurrence Point No. 2(Revisited) — Detailed Study Alternatives Carried Forward US 70 Kinston Bypass Lenoir, Craven and Jones Counties, North Carolina WBS Element No. 34460 STIP Project R-2553 Aqenda • Introductions • Purpose of Meeting o Present information on recently developed Upgrade Existing US 70 with a Shallow Bypass alternative — obtain concurrence to add as a DSA o Review Travel Demand Model and Traffic Forecast Updates — obtain concurrence to remove alternatives from further consideration • Review of Upgrade Existing US 70 with a Shallow Bypass alternative • Review of Travel Demand Model and Traffic Forecast Updates o Define Travel Demand Model and Traffic Forecasts o Evolution of Kinston Traffic Models and Forecasts o Review of the New Traffic Forecast and Findings • Concurrence Form • Next Steps R-2533: Kinston Bypass Merger Team Information Meeting November 21, 2013 ��" ProjectActivitysince2012 • Alternative Development - CIA - Cnmmunity Imp�irt Asscssmcnt (scrccnin;;) I�:I(-InJir���i S �:uin�.il.itn��� 1�71��rt. (.� r�-��nin�51 �:uhui..! Rc.��ui ��r. I n rhii���. tu��-,� .n���h.�� �.,I��^� I C�.Ur:n�L,,��il�'lli,��.il�_n�r�_un..,, . \ I: i' i; Ih��ir.iuh�� Rrc��inm��n,l.i�i;n�. Pun�tr.�n.il I�rsi�.Gn, i,,,, . � . i , �� '��, Meeting Goals i • Aclivity Update • Idcntiivane�valtrrn�itiv��fiirionsi�fer;ilion • Ne�v I<instun'I'ral�l�ic Moi1��l & resulling I��rec.isls • Discuss ne�t merecr steps CP2 Rcvisit CP2A ac[ivitic� � �n :i �ilnt-Icv� I .tuJc i:l' ; - I,I(U!' 1 Kinsma Bypara STIP Pro(e�t a R-2553 � Agency Coordination • CP"L Mcrger Meeting - November "LO11 • CPZ ��lrr���r I�nllo���-llp - M.irch 2U12 • NK'I�R lin�niulalion -s��vcr,il mcctin:;s in Z111 ]-13 Inv��lcc�l ��� rtincnt nicr;;��rt��,im m���nh��r. • I II'll cooniin��tinn - 2013 F�i��l..�n Il��lratis tiTil' 1'ruji�i 1 u R-L .5'; � A new Shallow Bypass Alternative • As functional designs were developeci on the "Upgrade Existing US 70" alternative, engineers were struck by the magnitude nf impacts and issues in central Kinston. - Buslnessrelocations - Floodwayimpacts • In spring of 2013, the project team looked at several short atignments that might bypass the most densely-developed areas. One alignment emerged as potendally feasible. k���,i,���u�p.�..srii•r���i��,i=ia-�;-., -� Rinaon6YP�sssrlvPro�ectAe•zss3 �Evolution of Kinston Traffic Models and Forecasts • Thc "o!d"Kinston Trnvel Demnnd Model was cnmpicted in 1995,in�l ��crii�Jiailll' u�xl:itc�l un[il 200:;. I��..� i �rl.�.i�.� ... , I.•�n:.�y�li,inl�.�.�. iIGIP. �ir l�ill',I��r� ��f�t;'.� �iil t�� il',i'. ��i-li�i� fii _ Il )� It ��i t' i���i �'������'t� �ri���-!I �ill 11/!'. Ilii�il('� iein,i.�u uip.is, s�tn� Pnyrri :: ie�! .;, �;__ Results of thr NEW Kinston Traffic � Forecast � • Traffic (��rcc,ists for Kinston arca projccLti tvcre rc-run in � 20 ] Z;md 2013, hascd on thc rurrcnt mudcl and thc latc.t ��I,innin;;,i..um��ti,�n. it, , ., , , i: _ i.i.:��l;�.,���ll-..�i�� ��:I�.�,I>I� I�I�.�II �.I'..��,.. I � .��.,I�ti.11ii.'.l� .. .. .��_ ���t II Kina�un tlypass STIPPruject N R-2553 � Evolution of Kinston Traffic Models � � and Forecasts z • In 2012, NCDOT �;cncrntcd n complctcly "new'"tiinston l'rrn��d Urm�ntd M1lnd�°l. I�. _ ., .. ..i, � . . ,� . , ... . ._. � ii� ., � ... . . .. � rI1Ul� Irl( t1llL��L Zl�i�l� 1 I. l��i�i'�l i�/1 ri..:lii1 1, II'(,�li� 1l1 I ��ili .:li !tl - Socioecanomicdata was reviewed by the:technical group eonsisUng from [he ECRPO, CiTy of Kinston, Lenoir County, Glotial TransPark, Eronomic Development and NCUOT, and was approved by a Lenoir County Transportauon Committee and Lenolr County Commissloners. K{nslon Bypass STIP Projeet N R-25S3 � Key Observations of "LO1"L Traffic Forecasts • 'frac�dcralikrn�nunimizcthrirJririn�di..t,inrr � . �l.�i�.liti'171i�:i�:i..,ii.i�r..::..�.�,lr.i��:ii"I�,.'�li.ill,i�.l�t�l�,i.�l�i.�.iii��ii..i � ; , i . � � _. . ,.� . .. . - • '•I,�-..�.�II� =��liirl��., .in..�,��.1� � .rl����.� _. ;liti?U i. ,. . -, i...� ���...��,. �.i�.... . . i-, .. v��ni�,..:-nH�� .,.ili,.r. n ,.� .i . , , �� „�..�. .,�ii�.�����. C.... ..�.i�: .:II�, �il . i,., i.ii�il ��i ..ui.� I�.,. iil.�il' ...- i. � �i.ili� i.i i�, ��.,.. i•.I�iiil� I(iii�ii�ii 11� �i.i.� tiI�IP I'r��ji�� i�: I:. �:;"t �� Key Observations of 2012 £ Traffic Forecasts � CP2 Revisit , — ------ � tioi�lhorn Rcpa�..dlorn.itirr. Jr.nc m�y'i• th.w I�i�i���� Ih., h�'p-w. Ir.dli� ,,,����,,� i �, . . � �;� .. � , � � �,....�;,� �,�: i,�.. ���� � ��:, �,-��. "�n� � � �� � . � � ... .�;,�,-,�� Kfec[on Bypaa STIP Pro�ect M R-2553 �� CP211 Pilot-Study Approach • InFormation Availablc Now I lvdraulir r� commend:�tions l-�I� �IU�Iirtiul rri�ti,tiinti.u�cati . ,..�.I�ui��uil�.i��.�.i�.-.�..iin�Jlli.�.l��i�i,l�,�.�.1:��.�.,���i„�i,i���) , i , . �. . .. . . . �� _.. . _. i�,,�L,�l�: , `. •nn�,�:ic�„ • 1Vil�llilc l;��nnccti��itv - Floodplain and floodway crossing widths Kinslon Bypass STIP M R•2553 R��niuvc N��rthcrn 111tcrn��tives h�i�m hn�lher consicleration 1(inston Bypass STIP Projecl M R-2553 � Whe►•e are we heading in merger? • 1lrirnthcr �lcr,�cr �lc��lin� � I'_: I:, ., If, ... �.i , .:.y __.�,�.� _, ,iih� ���r:�:�.;.�i ,i P�.:.\ `,I. _ .� P., ,_ , ,. . � . .. ,. _ • CP2A - a'I'w=u-Stcp Appruoeh - Sqme decisiuns before LEDYA - 5omeafterLEDPA Niii+l�in Il�p:i.. tiI'II'I'ruj.��l Y N-Z:i: � CP"LA Pilot-Study Approach w,�coA sy�,: snr R a zs sa � CP2A Pilot-Study Approach • BEFORE CP3 �1,ik�� thc "1{,isy° an�1 must uf thc �Aledium„ CPZA I)ccltiiunti � C.ilrulale best-Itno���n allernati��e impaets - Gener�ile a crossing coniparison maU-i� Kln+l�.n li�'��e.s ti I IN y It-'!,::1 � Approach to Merger DISCUSSION Riorton Bypasa STIP M N4553 vTraftic Models and Traffic Forecasts • A Tro(%ic Ueiunnd Mode! is a rumputcr rcplicatiun of thc csistin� lraffr patti�rns fin ,� dcsihn:rtcd an•:i, cnnsidcrin.R ���<i.tin�.�.J��n�l�y�incnl ,�n,l luun�c �.'J-�.���,�th • :1 /r��rl��� 7„�,;��.li._i��i����r����,�,��_�lirl„r���.�.i�:th.�t uUlvr, Ih� h!�I��i i� �I.ii i li ��ni.i 1�i� illii� I���n�.inJ ���I���I�.�I t�, tlicn �°.tini,it� d���,iil���1 u�allic �.�nlum�->.in�J un�nin;{ m����viui�nt� �d �,�chn I��. tii.it �cill �nc th� c.iri�,ii. .ilt��rn.iti����, unJ� r r�,n,��:Jcr�iti� �n, in .i �utui�,...�l��v;�n t'��.�r. • I�in�luii G� �,n,� �i.c,.�� 'U11� �ir.ip;n <<���r. �:���,�„�� in�r.�., s nr r��,�.,.�i :: u z,;, ��CP2A Pilot-Study Approach ✓ • Hold CP3 - LEDPA Prcliniin,iry Dcsi�n nfsclritr�i �iltcrn;�ti��e - Coniluct speci�ic Cf'ZA �ield meetin„s as nee�ie�i • Makc rciliaining (:P"LA Decisions atter L�iDPA, perh,���ti .�t �� cumhinr�l CP'll1 / 4A in����tin� - Most likely Bridge Lengths Kinstan Bypau STIP N R-2553 Section 404 / NEPA Interagency Merger Process Concurrence Agreement Concurrence Point No. 2(REVISITED) — Detailed Study Alternatives Carried Forwa rd US 70 Kinston Bypass Lenoir, Craven and Jones Counties, North Carolina WBS Element No. 34460 STIP Project R-2553 As a result of the November 2011 Merger Team Meeting and the follow-up March 2012 Merger Team Informational Meeting, concurrence was achieved with the selection of 17 Detailed Study Alternatives. The Project Team has concurred on this date of January 16, 2014 with the revisions to Detailed Study Alternatives Carried Forward for the proposed project as shown below and shown on the attached figure. �- -• . � . �•. U rade Existin US 70 Alternative Alt #1 X Alt #2 X Alt #5 X Northern Bypass Alternatives Alt #53 X Alt #56 X Alt #57 X Alt #61 X Alt #11 X Alt #12 X Alt #31 X Alt #32 X Southern Bypass Alternatives Alt #35 X Alt #36 X Alt #51 X Alt #52 X Alt #63* X Alt #65* X New Alternative (Upgrade Existing US 70 Alt #1'SB X with Shallow Southern B ass "Uetail Study AI e ative created as a result of addmg m 5egment 7C 11/17/2011 CP Me USACE � y � NCDOT �� ; Tom Steffens Ted D n� � USEPA ras Militscher NCDWR GZ/��,r�---� � / i David Wain right SHPO Re ee Gledhill-Earley NCDCM Steve Sollod NOAA-Fisheries Fritz Rhode USFWS c�ary �orcian NCWR !�;/, T a is Wilson am Meeting � �°' .. � � • /� il/���/�� .<.L � •/ � �