City of Georgetown, Texas. Southeast Inner Loop Schematic Design: IH 35 to Rockride Lane (CR 110) Preliminary Engineering Report

Transcription

1 City of Georgetown, Texas Southeast Inner Loop Schematic Design: IH 35 to Rockride Lane (CR 110) Preliminary Engineering Report Prepared by Kasberg, Patrick and Associates, LP Consulting Engineers, Texas Firm F South Main Street Georgetown, Texas September 2014

2 Table of Contents 1.0 Executive Summary 2.0 Project Purpose & Scope of Report 3.0 Existing Conditions 4.0 Roadway Phasing 5.0 Public Involvement Process 6.0 Traffic Modeling Analysis 7.0 Multi-Use Trail Facility 8.0 Roadway Design Considerations 8.1 Design Standards- Typical Sections 8.2 Intersection Layouts 8.3 Drainage Background Hydrologic Methodology Flood Plain Miscellaneous 8.4 Utilities Existing Water Line Water Line Relocations Existing Wastewater Line Wastewater Line Relocations Dry Utility Conflicts 8.5 Soil Conditions/Pavement Design 8.6 Major Structures 9.0 Rights-of-Way Requirements 9.1 Rights-of-Way Acquisition 9.2 Access Management 10.0 Environmental Impacts Edwards Aquifer Recharge Zone 11.0 Conclusions List of Figures Figure 1: Vicinity and Location Map Figure 2: Ultimate Corridor Alignment Figure 3: SE Inner Loop Phase I Figure 4: SE Inner Loop Phase II Figure 5: SE Inner Loop Ultimate Phase Figure 6: Typical Roadway Cross Section Figure 7: IH 35 Frontage Road & SE Inner Loop Intersection Figure 8: Snead Dr/Blue Springs Blvd & SE Inner Loop Intersection Figure 9: FM 1460 & SE Inner Loop Intersection Figure 10: Maple Street/Sam Houston Blvd & SE Inner Loop Intersection

3 Figure 11: ROW Layout Exhibit List of Tables Table 1: Design Criteria Appendix A. Opinion of Probable Costs Phase I B. Traffic Modeling Analysis C. Property Owner Written Response D. Project Exhibits List of References

4 1.0 Executive Summary This preliminary engineering report (PER) consists of preparing a schematic design and analysis of the Southeast Inner Loop between IH 35 and Rockride Lane (CR 110). The schematic design and analysis was performed to identify the initial and ultimate roadway sections for Southeast Inner Loop within the study area as well as to evaluate the ultimate intersection configuration of FM 1460 and Southeast Inner Loop. This report evaluates the proposed phasing of the Southeast Inner Loop Improvements with associated opinions of probable costs (OPC). Each phase considers vehicular, pedestrian and bicycle design standards. This report addresses preliminary drainage, utility, environmental, and rights-of-way (ROW) needs. The majority of proposed rights-of-way would be required from currently undeveloped properties with open spaces. However, due to the growth patterns in this area, commercial and retail developments are in the planning stages and are rapidly moving towards construction. As a result, rights-of-way acquisition costs are a moving target and changing monthly. Meetings were held with the majority of the impacted property owners along the project route to review the project and address any questions and/or comments they may have.. One of the tasks that came from the property owners meetings was to evaluate the ultimate intersection of Southeast Inner Loop, SH 29 Bypass and IH 35. A coordination meeting was held with representatives from TxDOT, Williamson County and the City to develop a consensus for the proposed ultimate alignment to be presented to GTAB and Council for approval. The proposed alignments have been modified to reflect the consensus among all the impacted entities. The proposed revised ultimate alignment minimizes impacts to the properties nearest IH 35 while still providing an acceptable geometric design which will accommodate the future traffic volumes. This roadway will provide significant regional access to IH 35, SH 29, SH 130 and other regional roadways. Page 1

5 2.0 Project Purpose & Scope of Report The purpose and need for the schematic design and analysis of the Southeast Inner Loop between IH 35 and Rockride Lane (CR 110) is to provide an analysis of the initial and ultimate roadway sections and alignment of Southeast Inner Loop and to evaluate shifting the future grade separation at the intersection of FM 1460 & Southeast Inner Loop from FM 1460 to the SE Inner Loop. This section of Southeast Inner Loop connects to major transportation projects that are currently under the final planning/design stage or has been recently completed. The Southwest Bypass Project, which is in its final planning/design stage for Phase I, will ultimately move vehicular traffic from SH 29 to IH 35, is located on the western end of the study area for this project. Phase I of the Southwest Bypass Project is from Leander Road to IH 35. Sam Houston Boulevard Phase I was recently completed and is located on the eastern end of the study area and provides vehicular traffic a direct route from Southeast Inner Loop to SH 130. The ultimate vision for this corridor is to provide an alternate west-east route from IH 35 and areas west of IH 35 to SH 130 that will provide a much need traffic corridor that will provide free flowing traffic movement from western Williamson County to Eastern Williamson County. The proposed roadway project length is approximately 17,600 linear feet along the roadway centerline (See Figure 1 Vicinity & Location Map and Figure 2 Ultimate Corridor Alignment). Fig. 1: Vicinity and Location Map Page 2

6 Fig. 2: Ultimate Corridor Alignment Contents of this report represent data collection, field review, engineering analysis and public involvement to define the proposed roadway extension alternatives. The primary scope of this report includes preliminary roadway alignment, preliminary engineering for drainage and utilities, and providing opinion of probable costs. This report will provide engineering support of decisions regarding moving this project through design and construction phases. Page 3

7 3.0 Existing Conditions Existing Southeast Inner Loop at its most western end terminates at the IH 35 Frontage Road. The existing roadway along the project route consists of an undivided roadway with two (2) 12-foot travel lanes and shoulders with varying widths (4-foot min. to 6-foot max.). Southeast Inner Loop intersects seven (7) roadways along this route. Those intersections from west to east respectively are IH 35, Snead Dr/Blue Springs Boulevard, FM 1460, Sam Houston Boulevard, Maple Street, Southwestern Boulevard and Rockride Lane (CR 110). Properties are a mix of land uses, which include currently include commercial and open pasture land with a few residential properties mixed in. The majority of proposed rights-of-way would be required from currently undeveloped properties. However, this corridor is developing rapidly and development projects are in various stages of planning. Rights-of-way and property acquisition costs are variable within this area due to the rate at which the developments are occurring. Page 4

8 4.0 Roadway Phasing The proposed project is planned in Phases. A traffic modeling analysis was performed for this corridor utilizing the City of Georgetown s 2035 Travel Demand Model (TDM). The traffic model confirmed the justification for shifting the future grade separation at the intersection of FM 1460 & Southeast Inner Loop from FM 1460 to the Southeast Inner Loop. Based off this justification, the project was proposed to be constructed as three (3) phases. Phase I would consist of constructing a four (4) lane roadway from the frontage road of IH 35 to the intersection of Sam Houston Boulevard and Maple Street. This would include a divided roadway beginning approximately 1,500 linear feet east of the intersection of Snead Drive/Blue Springs Boulevard to approximately 400 linear feet west of the intersection with Sam Houston Boulevard. This section of divided roadway will serve as the future frontage roads for Southeast Inner Loop and will allow for the construction of the bridge structure over FM 1460 that is proposed as part of Phase II. The current intersection of Southeast Inner Loop and Maple Street is proposed to be extended to the north of its current location. Southeast Inner Loop east of the Maple Street Intersection will be reconfigured to transition from its proposed intersection with Maple Street to its current alignment near the Williamson County Child Advocacy Center Building. Southeast Inner Loop is proposed to maintain its current alignment and size from Maple Street to Rockride Lane with the exception of intersection improvements at Southwest Boulevard and Rockride Lane, which will include the addition of left hand turn lanes. (See Figure 2 SE Inner Loop - Phase I) Fig. 3: SE Inner Loop - Phase I Page 5

9 Phase II of the Southeast Inner Loop Project is proposed to consist of constructing a four (4) lane roadway from the frontage roads terminus just east of Snead Drive/Blue Springs Boulevard to the intersection of Sam Houston Boulevard and Maple Street. This phase will also include the construction of the bridge structure over FM 1460 Intersection. These improvements are proposed to tie into Phase II of Sam Houston Boulevard, which includes a bridge over Maple Street. There is no proposed direct connection to Southeast Inner Loop and Maple Street. (See Figure 3: SE Inner Loop - Phase I) Fig. 4: SE Inner Loop - Phase II The Ultimate Phase of the Southeast Inner Loop Project is proposed to consist of constructing a four (4) lane divided roadway from the frontage roads terminus just east of Snead Drive/Blue Springs Boulevard west to connect with the proposed SH 29 Bypass Project. This is phase currently proposes to construct a new bridge structure at IH 35 that will allow for the Southeast Inner Loop frontage roads to be constructed under IH 35 and then a bridge structure will be constructed from the new IH 35 bridge structure through the Snead Drive/Blue Springs Boulevard Intersection. These improvements are proposed to tie into Ultimate Phase of SH 29 Bypass Project at its ultimate terminus point with IH 35. This proposed phase is not currently projected Page 6

10 to be constructed within the 2035 time frame; however the updated traffic analysis modeled the ultimate intersection at IH 35 for both scenarios. (See Figure 4: SE Inner Loop Ultimate Phase) Fig. 5: SE Inner Loop - Ultimate Phase The Phase II/Ultimate Phases for the Southeast Inner Loop Project, Phase SH 29 Bypass Project from SH 29 to IH 35 and Sam Houston Boulevard Project are all interconnected as far as future expansions are concerned. These projects and their ultimate build outs are tied together as they will ultimately provide an alternate west-east route from SH 29 to HWY 130. Timing for each will have to be evaluated based off traffic counts to determine that the existing facilities are reaching their capacity. An evaluation will also have to be made to determine phasing for this entire corridor and funding sources for each project. Coordination and planning will be critical for this phase between TxDOT, Williamson County and the City. Page 7

11 5.0 Public Involvement Process All potentially affected property owners were mailed notices requesting to meet to review the proposed alignment and impact to their property. Of the thirteen (11) different property owners, KPA and City Staff received responses from and met with nine (9) potentially impacted property owners. During these meetings, we reviewed the scope of the project and the exhibits for each phase. Many of the property owners understood the purpose behind the project and provided positive feedback for the most part. Most of the discussions were centered on timing of the project and property access. We requested each property owner to send us their comments and/or suggestions in writing so that they can be incorporated into this report. We received one response from Georgetown Railroad Company, Inc. and it can be found in Appendix C. Page 8

12 6.0 Traffic Modeling Analysis A technical memo that documents the traffic analysis results for the proposed reconstruction of Southeast/Southwest Inner Loop or the SH 29 Bypass. This roadway will provide significant regional access to IH 35, SH 29, SH 130 and other regional roadways. The analysis and discussions contained in this report focus on the projected daily traffic volumes and operating conditions of the corridor for the years 2035 and This is a summary of the data that was summarized for the traffic model analysis. The complete analysis can be seen in Appendix D. The 2035 Travel Demand Model utilized the 2035 traffic projections based off the demographic projections that have approved by both the City of Georgetown and Capital Metropolitan Planning Organization (CAMPO). These demographics were used in the completion of the CAMPO Regional 2035 Plan and are based on Georgetown s Future Land Use Plan. For this analysis year, the following roadway improvement assumptions were made: Southwest Inner Loop Main Lanes (29 Bypass) between DB Wood to SH 29; Southwest Inner Loop Main Lanes (29 Bypass) and Frontage Roads between SH 29 and RM 2243 (Leander Road); Southwest Inner Loop Main Lanes (29 Bypass) and Frontage Roads between SH 29 and IH 35; SW/SE Inner Loop and IH 35 Interchange and all direct connections; SE Inner Loop Main Lanes and Frontage Road between IH 35 and Maple Street; Reconfigured Maple Street/Inner Loop Intersection; Sam Houston Avenue Main Lanes and Frontage Roads (where planned) between Maple Street and SH 130. The modeling analysis indicates that the traffic volumes on the SW/SE Inner Loop Main Lanes at the IH 35 Interchange for the 2035 analysis year are projected to be 36,000 vpd and 34,500 vpd in each direction (east & west bound). The 2035 projected 24-hour daily traffic volumes for selected roadway sections can are shown in Table 1 below. Page 9

13 Page 10

14 Because of the anticipated traffic volumes it is recommended that the SW/SE Inner Loop Main Lanes at the IH 35 Interchange be constructed as a freeway cross section with a total of six (6) lanes (3 in each direction). In addition to the main lane construction, the frontage roads should be reconstructed to three (3) lanes in each direction at grade to allow for local access to adjacent properties. Page 11

15 7.0 Multi-Use Trail Facility A proposed Multi-Use Trail Facility was developed for the proposed project that will extend from the intersection of Rockride Lane (CR 110) to IH 35. The trail facility is proposed to be a twelve (12) foot concrete sidewalk that will combine pedestrians and bicycles. Pedestrian ramps are included at roadway intersections with crosswalks and are compliant with the Americans with Disabilities Act (ADA), Texas Department of Licensure and Regulations (TDLR) and the Texas Department of Transportation (TxDOT). Page 12

16 8.0 Roadway Design Considerations 8.1 Design Standards Typical Sections The American Association of State Highway and Transportation Officials (AASHTO) book entitled A Policy on Geometric Design of Highways and Street provides the following definitions. Operating Speed: the highest overall speed at which a driver can travel on a given highway under favorable weather conditions and under prevailing traffic conditions without at any time exceeding the safe speed as determined by the design speed on a section-by-section basis. Design Speed: the maximum safe speed that can be maintained over a specified section of highway when conditions are so favorable that the design features of the highway govern. AASHTO s recommended design speed for a roadway is based on the 85 th percentile speed. For new roadways where 85 th percentile speed is not yet available or for reconstructed roadways where the characteristics of the new roadway are likely to alter the 85 th percentile speed, engineering judgment is needed to establish the 85 th percentile speed. Selecting the design speed should be a logical choice decision based on topography, anticipated adjacent land uses, roadway category and anticipated pedestrian/bicycle levels. The proposed roadway horizontal centerline alignment meets a design speed of 75 miles per hour for Phase I & Phase II. Due to the proposed ultimate intersection alignment at IH 35, the design speed in this section was reduced to 60 mph. The typical cross section for Phase I is shown below. Fig. 6: Typical Roadway Cross Section Page 13

17 The following table provides a summary of several roadway design criteria. A Twelve (12) foot trail is included. The minimum horizontal curve radius for a 70 mph design speed as specified by TxDOT Roadway Design Manual is 3,390 feet with a maximum super elevation rate (e max) of 6%. Therefore, the minimum horizontal curve radius that is recommended for design is 3,390 feet. The preliminary schematic layout meets the horizontal curve criteria. Table 1: Design Criteria Phase I & II Design Speed Posted Speed Lane Widths Travel Lanes Shoulder Width Grass Median Width (Ph. I) Cross Slope Multi-Use Trail Facility ROW Width Min. Horizontal Curve Table 1: Design Criteria 75 mph 60 mph to 65 mph 12 feet 4 (2 each way) 8 to 10 feet Varies.02 ft./ft. 12 ft. concrete Varies 4,575 ft. Table 2: Design Criteria Ultimate Phase Table 1: Design Criteria Design Speed 60 mph to 75 mph Posted Speed 50 mph to 65 mph Lane Widths 12 feet Travel Lanes 4 (2 each way) Shoulder Width 8 to 10 feet Grass Median Width (Ph. I) Varies Cross Slope.02 ft./ft. Multi-Use Trail Facility 12 ft. concrete ROW Width Varies Min. Horizontal Curve 4,575 ft. Roadway Cross Sections were created at 100-foot intervals and are located in the 30% Design Set. Page 14

18 8.2 Design Standards Intersection Layouts There are four (4) intersections that have been laid out for Phase I construction and incorporated into the 30% Plan Sets. These proposed layouts of these intersections IH 35 Frontage Roads, Snead Drive/Blue Springs Road, FM 1460 and Maple Street/Sam Houston Boulevard, are included below in Figures 6 thru Figure 9. Fig. 7: IH 35 Frontage Road & SE Inner Loop Intersection Page 15

19 Fig. 8: Snead Dr/Blue Springs Blvd & SE Inner Loop Intersection Fig. 9: FM 1460 & SE Inner Loop Intersection Page 16

20 Fig. 10: Maple Street/Sam Houston Blvd & SE Inner Loop Intersection 8.3 Drainage Drainage Area Development Preliminary maps were developed for the proposed project s watershed using two-foot interval contours. The overall drainage area consisted generally of the land from Southeast Inner Loop (project extents) southward to Westinghouse Road. The total contributing areas for the proposed drainage collections system is approximately 2,145 acres. Using the contours, eleven (11) subbasins were delineated based on perceived drainage flow patterns. These basins consist of multiple land uses including open field, moderate density residential, commercial, and industrial. There are no bridge structures in the drainage area. Multiple culverts and drainage crossings along Southeast Inner Loop were analyzed and redesigned to conform to the proper drainage criteria determined from the following hydrologic and hydraulic analysis. KPA incorporated the current Smith Branch Drainage Model prepared by KPA in Hydrologic Methodology The SCS Method and HEC-HMS hydrologic modeling system were utilized for modeling peak design flow rates for storm water runoff. The lag times for each subbasin were first determined using the SCS Method. To do this, the hydraulic length and slope of the watershed were calculated using the drainage maps and contours. A SCS curve number (CN) was then determined for each individual subbasin using the surface cover, hydrologic conditions, and soil types. Once the CN was calculated, the maximum retention (S) in the watershed could Page 17

21 be determined. All of this information was then used to calculate the SCS lag times. This was done for both the existing and fully developed conditions. Once lag times were determined, the U.S. Army Corp of Engineering Center s Hydrologic Modeling System (HEC-HMS) was utilized to determine the peak discharge for the 2, 10, 25 and 100-year frequency storms. These respectively correlate to the 50%, 10%, 4% and 1% chance storms in a given year. These values again were determined for both the existing conditions as well as fully developed conditions in the project s drainage subbasins Hydraulic Analysis The FEMA-approved CulvertMaster program was utilized to analyze the existing culverts along the Southeast Inner Loop and redesign them when needed. The discharge rates for the 100-year storm under fully developed conditions were used to attempt to maximize the drainage efficiency of the structures. First, the existing structures were measured for size, length, and slope and were analyzed for the storm water discharge requirements. As a result of this analysis, one (1) of the eight (8) drainage structure areas analyzed calculated to be sufficient for the required discharge. The remaining seven (7) drainage locations were then redesigned to meet the requirements and were incorporated into the 30% plan sets Flood Plain The flood zone for the project site is identified as Zone AE for Smith Branch and Zone A for an Unnamed Tributary per Federal Emergency Management Agency Flood Insurance Rate Map Number 48491C0485E dated September 26, Miscellaneous Extended detention is proposed for this roadway work, however, each new development parcel in the drainage area should be evaluated for on-site detention on a case by case basis. 8.4 Utility Utility locations information was obtained from the City of Georgetown GIS database and onsite investigations Existing water lines are: 16 WL located on the north side of Southeast Inner Loop from IH 35 Frontage Road to Snead Drive/Blue Springs Boulevard; 18 WL located on the south side of Southeast Inner Loop from Snead Drive/Blue Springs Boulevard to Maple Street; 12 WL located on the north side of Southeast Inner Loop from Maple Street to approximately 2,500 LF to the east. Page 18

22 8.4.2 Proposed water line relocations: The majority of the existing water line along the proposed route for Phase I & II are located in areas where the horizontal alignment will be located outside the construction area. There can be potential vertical conflicts at drainage locations, but these can be remedied easily. There are anticipated conflicts with the existing 18 WL at Southeast Inner Loop and Maple Street. There will be a need to perform minor modifications to the horizontal alignment in this area Existing wastewater lines are: 21 WWL located parallel to the current northern right-of-way of Southeast Inner Loop from Maple Street to Smith Branch Proposed wastewater line relocations: The majority of the existing wastewater line along the proposed route for is located under the proposed alignment of the Phase II improvements (main lanes). This relocation will be from Maple Street to its terminus at Smith Branch. The wastewater line can remain in place for Phase I, if preferred. However, it will be required to be relocated with the main lanes of Southeast Inner Loop is constructed (Phase II). We would recommend to relocate the wastewater line as part of Phase I, should the funds be available, to have all utilities clear for future project expansions Dry Utility Conflicts: Electric, gas, telephone cable utilities are located throughout this corridor. The majority of the electric transmission/distribution lines are located on the north side of the existing Southeast Inner Loop rights-ofway line. The section of electric lines from Snead Drive/Blue Springs Boulevard to Sam Houston Boulevard would need to be relocated due to the construction of the east bound frontage road. The southern Southeast Inner Loop right of way currently contains a high pressure gas line and several underground fiber optic and telephone cables. The proposed alignments for Phase I & II do not require any major relocation of these lines. There will be some portions of the lines that maybe required to be lowered during construction should there be a conflict with any proposed drainage structures. There will be relocations required of these lines for the ultimate phase. The exact limits of this relocation will be determined as part of the final design for the ultimate phase. Affected existing water, sewer, gas, electric, telephone and cable transmission, distribution and service lines to properties that are acquired for rights-of-way will be removed or relocated accordingly. 8.5 Soil Conditions/Pavement Design A soils and testing analysis should be performed by a competent geotechnical engineering firm during the final design phase to explore soil types and substrate that can be encountered during construction and to recommend a 20-year pavement design. Undisturbed areas within the project site appear to be gently sloping grass land. No significant rock outcrops in the project area are noticeable from surrounding viewpoints along existing roadways. For the purposes of cost estimating, the following pavement sections were used: Page 19

23 Proposed Southeast Inner Loop Pavement Section: 2-inch Type C, Hot Mix Asphalt Concrete (HMAC) Overlay 4-inch Type B, HMAC Overlay 22.5-inch Crushed Limestone Base Material TX 5 Geogrid 6-inch Moisture Conditioned Subgrade The above pavement section is consistent with the recently completed Sam Houston Boulevard (Southeast Arterial 1) project that is located adjacent to this project. This section was used for cost estimating purposes only. A complete geotechnical soils sampling, testing and analysis is required. A geotechnical report with recommended pavement design should be conducted during the project final design phase. 8.6 Major Structures Existing topographic and anticipated roadway street slopes are generally less than 5% gradient, therefore no constructed walls are anticipated for roadway embankments for Phase I of this report. Phase II will consist of roadway embankment and a bridge structure located over FM The proposed rights-ofwidth at FM 1460 Intersection is set to construct the proposed bridge structure utilizing roadway embankment in lieu of retaining wall structures. The rights-of-way in this area can be narrowed should it be determined that it is more cost effective to construct the retaining walls in lieu of purchasing the additional rights-of-way. The Ultimate Phase of this project will consist of a proposed bridge structure over IH 35 that will connect Southeast Inner Loop to the SH 29 Southwest Bypass project. Currently Phase I & II are anticipated to be constructed by There is currently no projection for when the Ultimate Phase will be constructed. Page 20

24 9.0 Rights-of-Way Requirements 9.1 Rights-of-Way Acquisition The majority of proposed rights-of-way for Phase I & II would currently be required from primarily undeveloped properties containing open spaced pasture areas. However, due to the location of existing Rivery Boulevard intersection at Williams Drive and existing residential development, impacts to existing residential structures are unavoidable and inevitable in order to extend Rivery Boulevard to Northwest Boulevard. Rights-of-way and property acquisition costs are significant and account for approximately half of the anticipated total project expense. Where parcels appeared to be minimally impacted by proposed rights-of-way acquisition, it was assumed that public easements or similar rights-of-way easement could be acquired rather than purchasing the entire parcel. It was assumed that purchasing the property would be necessary where the proposed roadway construction (including sidewalks) appeared to cross the footprint or rooftop of existing structures. More detailed rights-of-way maps based on the ground land surveying will be provided during the design phase. The original alignment of the ultimate phase resulted in approximately twenty-four (24) impacted properties that were owned by ten (10) different property owners. The modified ultimate alignment increased the overall property count to twenty-seven (27) properties to be potentially impacted by the alignment that are owned by thirteen (11) different owners. The three largest property owners along this route are Longhorn Junction Land and Cattle Company that own ten (10) tracts, Georgetown Railroad Co, Inc. own five (5) tracts and Williamson County own three (3) tracts. This information was obtained from the Williamson County Appraisal District (WCAD). (See Figure 11 ROW Exhibit) Figure 11: ROW Exhibit Page 21

25 9.2 Access Management Controlling access points along freeway/arterial type roadways is desirable in order to facilitate uniform traffic flow and maximize travel time efficiency. Driveway spacing should meet the Texas Department of Transposition Access Driveway Standards. The location of future driveways should be reviewed for approval by city staff during the site plan review process. Page 22

26 10.0 Environmental Impacts Edwards Aquifer Recharge Zone The majority of the project is located within the Edwards Aquifer Recharge Zone and therefore require a water pollution abatement plan. A temporary solution typically includes an erosion and sedimentation control plan. An E&S control plan restrains sediment pollution during construction. Any identification of aquifer recharge sensitive features during construction requires immediate notification to the Texas Commission on Environmental Quality (TCEQ). For long term aquifer pollution protection, an extended detention water quality pond would be proposed to be constructed on the north side of Southeast Inner Loop, near its intersection with Smith Branch. For the purposes of this report, a portion of the offsite drainage area was included in the sizing of the anticipated extended detention water quality pond. The contractor will be typically responsible for: Preparing and sending the Notice of Intent and Notice of Termination to TCEQ within required timeframe of commencing construction. Receiving approval confirmation of Notice of Intent from TCEQ. Implementation of the approved plan. Maintaining, documenting and reporting as required by TCEQ. The appropriate TCEQ regional office location and contact information is: Austin Regional Office 2800 S. IH35, Suite 100 Austin, Texas (512) A final summary of the environmental report will be finalized once an ultimate alignment is approved. An amendment to the report will submitted to City Staff that will inlcude the final environmental summary and report. Page 23

27 11.0 Conclusion This preliminary engineering report (PER) consisted of preparing a schematic design and analysis of the Southeast Inner Loop between IH 35 and Rockride Lane (CR 110). As discussed in the report the project is proposed to be developed into three (3) phases. Phase I and Phase II is proposed to be constructed by 2035 as determined by the Traffic Modeling Analysis. The proposed ultimate phase of the project will need to be coordinated with the final phases of the SH 29 Bypass Project, IH 35 Construction, and Sam Houston Boulevard. The proposed length of the project is approximately 17,600 linear feet (approximately 3.3 miles). The preliminary Opinion of Probable Project Costs for Phase I is $18,800,000. It is important to note that rights-of-way cost will be determined as part of final negotiations with the impacted property owners. Page 24

28 Appendix A: Phase I Preliminary Opinion of Probable Cost

29 SOUTHEAST INNER LOOP SCHEMATIC DESIGN IH 35 TO ROCKRIDE LANE (CR 110) OPINION OF PROBABLE PROJECT COST Number Bid Quantity Unit Item Description Unit Price Extended Price 1 100% LS Insurance, Bonds and Move-In Related Expenses not to exceed 5% of Total Bid 650, , STA Preparation of Right-of-Way , ,800 SY 2-inch Type C HMAC , ,800 SY 4-inch Type B HMAC , ,500 SY TX 5 Geogrid , ,500 SY 12.5-inches Crushed Limestone Base Material ,470, ,500 SY 10.5-inches Crushed Limestone Base Material ,347, ,500 SY 6-inch Moisture Conditioned Sub-Grade , ,800 SY 6-inch Concrete Channel including 18-inch Toe Ditches , ,600 LF Furnish, Install, Maintain & Remove Silt Fence , LF Furnish, Install, Maintain & Remove, Rock Berm , % LS Prepare Notice of Intent to Texas Commission on Environmental Quality (TCEQ) 3, , % LS Prepare Notice of Termination to TCEQ 3, , EA Stabilized Construction Entrance 2, , ,000 LF 5-Strand Barbed Wire Fence , EA Galvanized Tube Access Gate (16-foot) 1, , EA Intermediate Brace Post for Barbed Wire Fence , EA Barbed Wire Fence Corner Brace Post , ,000 CY Unclassified Excavation ,100, ,000 CY Fill Material ,100, CY 18-inch Deep Rock Rip Rap Averaging 12-inche Diameter Rock , SY Concrete Driveway , SY Asphalt Driveway , SY Gravel Driveway , LF 13-8 x 4 Reinforced Concrete Box Culvert 6, ,170, EA Concrete Flared Wingwall (Skewed) for 13-8 x 4 RCB, Including Concrete Apron 22, , LF 2-6 x 6 Reinforced Concrete Box Culvert 1, , EA Concrete Wingwall with Flared Wings for 2-6 x 6 RCB, Including Concrete Apron 3, , LF 4-24-inch Class III RCP , EA Concrete Headwall with Flared Wings for 4-24-inch RCP, Including Concrete Apron 4, , LF 5-7 x 4 Reinforced Concrete Box Culvert 1, , EA Concrete Headwall with Flared Wings (Skewed) for 5-7 x 4 RCB, Including Concrete Apron 12, , LF 6-48-inch Class III RCP 1, , EA Concrete Wingwall with Flared Wings (Skewed) for 6-48-inch RCP, Including Concrete Apron 9, , LF 5-48-inch Class III RCP 1, , EA Concrete Wingwall with Flared Wings (Skewed) for 5-48-inch RCP, Including Concrete Apron 8, , LF 6-36-inch Class III RCP , EA Concrete Wingwall with Flared Wings for 6-36-inch RCP, Including Concrete Aprons 8, , LF 3-10 x 6 Reinforced Concrete Box Culvert 2, , EA Concrete Wingwall with Flared Wings for 3-10 x 6 RCB, Including Concrete Apron 7, , EA Skewed Parallel Concrete Wingwall for 3-6 x 3 RCB 3, , SY 6-inch Concrete Rip Rap, Including 18-inch Toe Ditch all Around , LF 4 x 3 Reinforced Concrete Box Culvert , EA Concrete Wingwall with Flared Wings for 4 x 3 RCB, Including Concrete Apron 2, , LF 2-24-inch Class III RCP , EA Concrete Wingwall with Flared Wings for 2-24-inch RCP, Including Concrete Aprons 1, , LF 3-30-inch Class IV RCP , EA Concrete Wingwall with Flared Wings for 3-30-inch RCP, Including Concrete Apron 2, , ,000 SY Hydromulching, Including topsoil and Watering to Sustain Growth , % LS Maintenance of R-O-W, Including Final Mowing Prior to Project Final Payment 20, , ,000 SY Erosion Control Blankets , CY Miscellaneous Class A Concrete , ,200 LF 4-inch Continuous Double Yellow Striping , ,000 LF 4-inch Continuous Solid White Striping , ,000 LF 4-inch Continuous Yellow Striping , EA Type 11-A-A Traffic Buttons ,500.00

30 SOUTHEAST INNER LOOP SCHEMATIC DESIGN IH 35 TO ROCKRIDE LANE (CR 110) OPINION OF PROBABLE PROJECT COST Number Bid Quantity Unit Item Description Unit Price Extended Price 57 7,500 LF 4-inch Dashed Yellow Striping , LF 24-inch Stop Bar , % LS Traffic Signage 25, , ,500 LF Metal Beam Guard Fence, Including Terminal Anchor Sections, & Concrete Mow Strip , % LS Provide Pre-Construction DVD of Project Limits 3, , % LS Provide Post Construction DVD of Project Limits 3, , % LS Provide Trench Safety Plan Signed & Sealed by a Licensed Professional Engineer in the State of Texas 5, , ,400 LF Implementation of Trench Safety Plan (Pipe) , % LS Provide All Material, Equipment, Tools & Labor Necessary to Test Waterline, Including Any Repairs 5, , ,800 LF Relocate 18-inch Wastewater Line , % LS Water Line Adjustments 25, , CONSTRUCTION SUBTOTAL: $ 12,581, CONSTRUCTION CONTINGENCIES: 1,258, CONSTRUCTION TOTAL TO USE $ 13,839, ROW ACQUISTION (35 $75,000/Acre) $ 2,625, DRY UTILITY RELOCATIONS $ 250, PROFESSIONAL SERVICES (Final Engineering Design, Geotech, etc.) $ 2,075, TOTAL ESTIMATED PROJECT COST $ 18,790, TOTAL ESTIMATED PROJECT COST - USE $ 18,800,000.00

31 Appendix B: Southeast Inner Loop Modeling Analysis

32 TECHNICAL Me emorandum To: From: Trae Sutton, P.E., CFM Rebecca A. Bray, P.E., PTOE, AICP Date: September 2, 2014 Subject: Southeast Inner Loop Modeling Analysis Executive Summary This technical memo documents the traffic analysis that has been completed for the reconstruction of Southwest/Southeast Inner Loop (SW/SE Inner Loop) or the SH 29 southern by-pass. As currently planned, the new SW/SE Inner Loop will connect DB Wood (western terminus) to Maple Street. At Maple Street, SE Inner Loop continues on as Sam Houston Avenue and terminates east of SH 130. As ultimately envisioned this new roadway will provide regional connectivity for the residents in and traveling to/from both Georgetown and Williamson County. It will provide significant regional access to IH 35, SH 29, SH 130 and other regional roadways. The data presented herein include the Travel Demand Modeling results obtained using both the ultimate alignment and cross-sections for SW/SE Inner Loop. The analysis and discussions contained in this report focus on the projected daily traffic volumes and traffic operating conditions of the corridor for the years 2035 and 2075 To determine the corridor operating conditions, the current 2035 Georgetown Travel Demand Model (TDM) was obtained. The TDM was refined to include the planned roadway projects within the SW/SE Inner Loop corridor. The refined TDM was used as the basis for each of the projected year scenarios. The edits include the completion of: SW/SE Inner Loop mainlanes and frontage roads, FM 1460, re-alignment of SE Inner Loop to connect to Maple Street, and the Sam Houston Avenue mainlanes and frontage roads. Based upon the TDM analysis results for both of the projected analysis years, it is anticipated that because of the regional nature of the proposed SW/SE Inner Loop and the accesss and connectivity it will provide, SW/SE Inner Loop should be fully constructed as a freeway section with at-grade frontage roads. Both the projected year 2035 and 2075 volumes warrant the need for the ultimate 6- lane freeway cross-section. The subsequent sections of this memo will address: development of the 2035 TDM, development of the 2075 traffic projections, and a discussion of the results. All figures are attached in Appendix A.

33 Southeast Inner Loop Modeling Analysis Introduction This memo will present the traffic volume information for the proposed reconstruction of Southwest/Southeast Inner Loop (SW/SE Inner Loop) between DB Wood and Maple Street and then its continuation as Sam Houston Avenue to east of SH 130. The purpose of this report is twofold: (1) Use the 2035 Travel Demand Model (TDM) to determine the projected traffic demand; and (2) Determine the projected 2075 traffic demand using straight line regression with both a sustainable and conservative growth rate. The proposed SW/SE inner Loop will be an access controlled freeway consisting of mainlanes and frontage roads through most of its entirety. As ultimately planned, SW/SE Inner Loop is part of the SH 29 southern by-pass and will provide both regional and local connectivity. Thus, providing congestion relief for many of the local roads that are currently used for regional cut-through traffic. Planned Roadway Projects This study was initiated partly by the large number of roadway projects currently under design or being planned within the study area as well as the potential for a significant amount of development in the future. Once completed, these roadways will not only allow for better regional connectivity, but will allow for more development opportunities with the City of Georgetown as well as the region. Each of the roadway improvements discussed below have been included in the 2035 TDM. For discussion purposes the portions of Inner Loop west and east of IH 35 have been separated SW Inner Loop SW Inner Loop is a newly proposed freeway cross-section that will serve as a connection between the rapidly developing western portions of Georgetown and Williamson County. It will ultimately serve as a connection from DB Wood to IH 35 with grade separated structures at RM 2243, over the San Gabriel river and SH 29. As planned there will be access controlled freeway mainlanes and accompanying frontage roads. SE Inner Loop SE Inner Loop is planned to connect from Austin Avenue/IH 35 to Maple Street at which point SE Inner Loop will tie directly into Sam Houston Avenue. The section between Austin Avenue/IH 35 and Maple Street (SE Inner Loop) will be reconstructed with both access controlled freeway mainlanes and frontage roads. The section of Inner Loop between Maple Street and SH 29 will remain in place but realigned to intersect with Maple Street. SW/SE Inner Loop and IH 35 Interchange As ultimately planned there will be a full interchange at this intersection along with all direct connections. IH 35 will remain as an elevated section and the SW/SE Inner Loop mainlanes will be on a bridge structure over the IH 35 mainlanes. Both the IH 35 frontage roads and the SW/SE Inner Loop frontage roads will remain at grade and will intersect. 2

34 Southeast Inner Loop Modeling Analysis FM 1460 FM 1460 is currently under final design and it will be reconstructed as a four-lane divided principal arterial. In the vicinity of the SE Inner Loop Frontage Road intersections, driveway cuts and full access intersections will be limited. Sam Houston Avenue Sam Houston Avenue will ultimately be constructed with both freeway mainlanes and frontage roads (where planned) and will continue to east of SH 130. Model Development For this study, the current 2035 Georgetown Travel Demand Model (TDM) was used to determine the 24-hour daily traffic volumes on the roadway network within the study area. As part of a previous study the zonal structure and demographics were reviewed. However, the population and employment characteristics for 2035 had previously been adopted by both CAMPO and the City of Georgetown; therefore, no changes were made to the demographic information. The only model changes were to the roadways as previously discussed. Model Results The primary focus of this study was to refine the existing TDM with the planned roadway network and determine the projected 24-hour daily traffic volumes utilizing the defined sub-area network. The second part of this study was to project 24-hour daily traffic volumes into the year Because no new demographic information is available nor have changes been adopted, a straight line regression calculation was used in the determination of the 2075 traffic volumes Travel Demand Model Results The analysis used in the determination of the 2035 traffic projections utilized the demographic projections that have been approved by both the City of Georgetown and the Capital Metropolitan Planning Organization (CAMPO). These demographics where used in the completion of the CAMPO regional 2035 plan and are based on Georgetown s future land use plan. For this analysis year it was assumed that the following roadway improvements were in place: SW Inner Loop mainlanes between DB Wood to SH 29; SW Inner Loop mainlanes and Frontage Roads (where planned) between SH 29 and RM 2243; SW Inner Loop mainlanes and Frontage Roads between SH 29 and IH 35; SW/SE Inner Loop and IH 35 interchange and all direct connections; SE Inner Loop mainlanes and frontage roads between IH 35 and Maple Street; Reconfigured Maple Street and Inner Loop intersection; and Sam Houston Avenue mainlanes and Frontage Roads (where planned) between Maple Street and SH 130. The projected 24-hour daily traffic volumes for selected roadway sections between RM 2243 and FM 1460 are shown in Table 1 and the projected traffic volumes for the entire corridor are shown on Figure 1. 3

35 Southeast Inner Loop Modeling Analysis Table 1: 2035 Projected Traffic Volumes Roadway Section Location Description Direction Project 24-Hour Traffic Volumes Southwest Inner Loop Mainlanes West of IH 35 West of the direct connectors East of the direct connectors Eastbound 41,400 Westbound 38,600 Eastbound 34,500 Westbound 36,000 Southwest Inner Loop Frontage Road West of IH 35 Just West of IH 35 Eastbound 3,400 Just West of IH 35 Westbound 2,300 Southeast Inner Loop Mainlanes East of IH 35 West of the direct connectors East of the direct connectors Eastbound 34,500 Westbound 36,000 Eastbound 46,000 Westbound 42,000 Southwest Inner Loop Frontage Road East of IH 35 Just East of IH 35 Eastbound 5,900 East of Austin Avenue Westbound 18,100 Northbound IH 35 to Eastbound SE Inner Loop Direct Connection 8,700 Northbound IH 35 to Westbound SW Inner Loop Direct Connection 3,700 Southbound IH 35 to Eastbound SE Inner Loop Direct Connection 1,200 Southbound IH 35 to Westbound SW Inner Loop Direct Connection 500 Westbound SW Inner Loop to Northbound IH 35 Direction Connection 1,100 Westbound SW Inner Loop to Southbound IH 35 Direction Connection 6,500 Eastbound SW Inner Loop to Northbound IH 35 Direction Connection 500 Eastbound SW Inner Loop to Southbound IH 35 Direction Connection 5,300 4

36 Southeast Inner Loop Modeling Analysis 2075 Traffic Projections In order to calculate the 2075 traffic projections the 2035 traffic projections were used as the base line and then both a sustainable (1%) and a conservative (2%) Annual Growth Rate (AGR) were applied in a straight line calculation. The conservative rate of 2% was chosen based on CAMPO policy as well as general planning principles. Generally, CAMPO uses a 2% annual growth rate whenever modeling updates are completed. While Georgetown as well as many other Central Texas municipalities have experienced unprecedented growth and development since 2000, this may not be manageable between 2014 and Because of this, a more sustainable growth rate of 1% was chosen for comparison purposes. As with the 2035 analysis scenario, it was assumed that the same roadway improvements were in place. The projected 24-hour daily traffic volumes for selected roadway sections between RM 2243 and FM 1460 are shown in Table 2 and the projected traffic volumes for the entire corridor are shown on Figure 2. SW/SE Inner Loop mainlanes at the IH 35 interchange: eastbound 56,400 vpd and 88,000 vpd westbound 54,000 vpd and 84,100 vpd SW Inner Loop Frontage roads west of IH 35 SW Inner Loop Frontage roads east of IH 35 eastbound 5,400 and 8,400 vpd westbound 3,600 vpd and 5,600 vpd eastbound 9,200 and 14,300 vpd westbound 28,300 vpd and 44,100 vpd 5

37 Southeast Inner Loop Modeling Analysis Table 2: 2075 Projected Traffic Volumes Roadway Section Location Description Direction Project 24-Hour Traffic Volumes 1 % AGR 2 % AGR Southwest Inner Loop Mainlanes West of IH 35 West of the direct connectors East of the direct connectors Eastbound 65, ,000 Westbound 60,400 94,200 Eastbound 56,400 88,000 Westbound 54,000 84,100 Southwest Inner Loop Frontage Road West of IH 35 Just West of IH 35 Eastbound 5,400 8,400 Just West of IH 35 Westbound 3,600 5,600 Southeast Inner Loop Mainlanes East of IH 35 West of the direct connectors East of the direct connectors Eastbound 56,400 88,000 Westbound 54,000 84,100 Eastbound 72, ,200 Westbound 65, ,500 Southwest Inner Loop Frontage Road East of IH 35 Just East of IH 35 Eastbound 9,200 14,300 East of Austin Avenue Westbound 28,300 44,100 Northbound IH 35 to Eastbound SE Inner Loop Direct Connection 13,700 21,000 Northbound IH 35 to Westbound SW Inner Loop Direct Connection 5,700 8,900 Southbound IH 35 to Eastbound SE Inner Loop Direct Connection 1,900 3,000 Southbound IH 35 to Westbound SW Inner Loop Direct Connection 800 1,300 Westbound SW Inner Loop to Northbound IH 35 Direction Connection 1,600 2,600 Westbound SW Inner Loop to Southbound IH 35 Direction Connection 10,200 15,900 Eastbound SW Inner Loop to Northbound IH 35 Direction Connection 800 1,200 Eastbound SW Inner Loop to Southbound IH 35 Direction Connection 8,200 12,900 6

38 Southeast Inner Loop Modeling Analysis Conclusions and Recommendations This technical memo documents the traffic analysis that has been completed for the reconstruction of Southwest/Southeast Inner Loop (SW/SE Inner Loop) or the SH 29 southern by-pass. The purpose of this study is two-fold: use the 2035 TDM to determine the projected network-wide traffic volumes given the ultimate roadway network improvements and second, to determine the SW/SE Inner Loop geometric requirements in the vicinity of the IH 35 interchange. As ultimately envisioned this new roadway will provide regional connectivity for the residents in and traveling to/from both Georgetown and Williamson County. It will provide significant regional access to IH 35, SH 29, SH 130 and other regional roadways. Modeling Results The modeling analysis indicates that the traffic volumes on the SW/SE Inner Loop mainlanes at the IH 35 interchange during the analysis year 2035 are projected to be 36,000 vehicles per day (vpd) and 34,500 vpd in each the eastbound and westbound directions. At this same location the projections for the frontage roads to the west of IH 35 are 3,500 vpd (eastbound) and 2,300 vpd (westbound) and to the east of IH 35 the projections are 5,900 vpd (eastbound) and 18,100 vpd (westbound). During the 2075 analysis year, the modeling projections increase significantly irrespective of the average annual growth rate: 1% or 2%. The analysis results using both rates during this year are listed below: SW/SE Inner Loop mainlanes at the IH 35 interchange SW Inner Loop Frontage roads west of IH 35 SW Inner Loop Frontage roads east of IH 35 eastbound 56,400 vpd and 88,000 vpd westbound 54,000 vpd and 84,100 vpd eastbound 5,400 and 8,400 vpd westbound 3,600 vpd and 5,600 vpd eastbound 9,200 and 14,300 vpd westbound 28,300 vpd and 44,100 vpd Because of the anticipated traffic volumes both 2035 and 2075 it is recommended that the SW/SE Inner Loop mainlanes at the IH 35 interchange be ultimately constructed as a freeway crosssection with a total of six lanes (3 in each direction). In addition to the mainlane construction, the frontage roads should be reconstructed with 3 lanes each direction and in order to allow for greater local access, these should remain at grade. 7