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HomeMy WebLinkAbout1.15 Traffic Study Article 4-203.L Traffic Study Ursa Operating Company LLC Tompkins Injection Well OA Project No. 014-2878 BASIC TRAFFIC ANALYSIS URSA OPERATING COMPANY, LLC TOMPKINS INJECTION WELL GARFIELD COUNTY, COLORADO OA Project No. 014-2878 January 2015 Revised: March 2016 760 Horizon Dr., Suite 102 | Grand Junction, CO 81506 | 970.263.7800 | Fax 970.263.7456 Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 1 INTRODUCTION & OBJECTIVE This document summarizes findings of a Basic Traffic Analysis performed for the Ursa Operating Company, LLC proposed Tompkins Injection Well. The current use of the site is as a well pad, and the injection well is proposed to be an additional use on the property. The injection well will be used to dispose of produced water from well pads in the Battlement Mesa area. The facility is currently constructed as a well pad, but will require minor infrastructure improvements for the additional use as an injection well. It is expected that the lifespan of the site will be 20 or more years. A Vicinity Map is included as an attachment at the end of this document. The site is approximately 2 travel miles north, northeast of Parachute, CO. The facility is located in the southeast ¼ of the southeast ¼ of Section 5, Township 7 South, Range 95 West of the 6 th Principal Meridian in unincorporated Garfield County. The subject site encompasses approximately 2.9 acres. The property is leased from Thomas Tompkins, and the facility is operated by Ursa Operating LLC. The objective of this analysis is to provide traffic data for the additional land use, review the existing road network, and provide traffic projections for public roads impacted by site traffic. EXISTING ROAD NETWORK Regional trips will use the I-70 Parachute Interchange at Parachute, Colorado. During drilling and completion activities for the Tompkins well pad and the construction activities for the injection well, vehicles will enter the Battlement Mesa area using the preferred upper haul route. Vehicles will turn south from I-70 onto CR 300N (N Battlement Parkway) and travel south and east for 1.7 miles. Vehicles will then take a left at CR 301 (Morrisania Mesa Rd) and an immediate left onto CR 309 (Rulison-Parachute Rd). Vehicles will travel north approximately 0.3 miles where they will turn left onto the Tompkins access road. This route follows Garfield County preferred haul roads for the entire length. The lower haul route is expected to be used as an alternative route. These vehicles will use the I-70 West Parachute interchange southwest of Parachute or along the I-70 frontage road (Highway 006M) to CR 300 (Stone Quarry Road), then north and east along CR 300 approximately 6.2 miles to CR 300O (Old Stone Quarry Road). At this intersection, vehicles will turn right onto CR 300O and continue for 0.5 miles, followed by turning right onto CR 303 (Gardner Lane) for 0.7 miles. Vehicles will turn left onto CR 308 (Four Corners Road) for 0.9 miles, followed by turning right onto CR 300E (E Battlement Pkwy) for 0.9 miles. Vehicles will then turn right onto CR 301 (Morrisania Mesa Rd) and take an immediate left onto CR 309 (Rulison-Parachute Rd). Vehicles Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 2 will travel north approximately 0.3 miles where they will turn left onto the Tompkins access road. This route follows Garfield County preferred haul roads for the entire length. Maps showing the access route, haul route, and county roadways within one mile of the pad are included as an attachment at the end of this document. Table 1 tabulates roadway geometry and characteristics for the county roads used by vehicles visiting this site. Table 1: Roadway Geometry and Characteristics Roadway Lanes Road Width Roadway Type Speed Limit Condition Yea r of Impmt. Functional Classification CR 215 2 40’ Asphalt 35 mph Good (‘02) 2006 Minor Collector CR 300* 2 22’-24’ Asphalt 35 mph Good (’05) 2007 Local CR 300** 4 46’-52’ Asphalt 35 mph Good (’02) 2009 Local CR 300O 2 22’ Asphalt 35 mph Good (’02) 2006 Local CR 300E 4 64’ Asphalt 35 mph Good (’02) - Minor Collector CR 300W 4 64’ Asphalt 35 mph Good (’02) 2009 Minor Collector CR 300N 2 64’ Asphalt 35 mph Good (’02) - Minor Collector CR 300S 4 64’ Asphalt 35 mph Good (’10) 2010 Local CR 301 2 24’ Asphalt 35 mph Good (’02) 2009 Minor Collector CR 303 2 22’ Asphalt 35 mph Good (’02) 2006 Local CR 307 2 26’ Asphalt 35 mph Good (’02) 2003 Local CR 308 2 22’-24’ Asphalt 35 mph Good (’05) 2006 Local CR 309 2 24’ Asphalt 35 mph Good (’02) 2007 Minor Collector CR 354 1 18’ Asphalt 35 mph Good (’09) - Local *From I-70 Frontage to Parachute Way **From Parachute Way to Battlement Pkwy The Garfield County Road Inventory Report, 2011 Garfield County HUTF Report, and 2002 Garfield County Road & Bridge county-wide traffic study were all used to identify the roadway geometry and characteristics of the facilities being used by site traffic. BACKGROUND TRAFFIC Background traffic volumes were obtained from Garfield County Road & Bridge. The count data was collected in 2014 at all roadways planned to be used for the Tompkins Injection Well. The background traffic volumes are shown in Table 2 below. Table 2: Background Traffic Roadway 2014 Roadway 2014 CR 215 720 CR 301 250 CR 300 500 CR 303 470 CR 300O 1880 CR 307 265 CR 300E 670 CR 308 360 CR 300W 4770 CR 309 260 CR 300N 6840 CR 354 10 CR 300S 1880 Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 3 TRIP GENERATION AND DISTRIBUTION Trip generation is generally determined using rates found in the ITE Trip Generation manual. Rates from this publication are applied to values related to the size of the proposed site to estimate the trips expected to enter and exit the site. In this case, no rates are provided for facilities similar to these. To estimate trips expected for this site, information was gathered regarding the expected traffic based on the existing operations. The site is an active well pad. As such, there is currently a small amount of trips to the site, typically two per day, for inspection of the wells in operation. Because an injection well is being constructed on an existing well pad site, there will be a short construction phase to add the infrastructure needed to inject produced water. This construction phase will last for approximately seven (7) days. Daily traffic during that phase will include two (2) lowboys making two round trips (4 one-way trips) for equipment and tanks. One (1) additional lowboy would arrive on day 2 and leave on day 3 to transport an earthmover. There will be 2 pickups per day arriving in the morning and leaving at the end of the work day. Expected drilling and completions activities for the Tompkins well pad include the following. For the next year, there are two drilling and completion events planned that would last between 90- 100 days each. During each event, there would be 4-5 days at the beginning and end for mobilization and demobilization of equipment, respectively. During that time, there would be approximately twenty round trips (40 one way trips) per day distributed evenly through a twelve- hour work day. Vehicle trips outside the first and last weeks would be minimal including four to five daily pickup trucks for work crews and supervisors. The Production phase traffic generation will occur in two phases. The first phase will occur when the Tompkins injection well is operational prior to the Tompkins pipeline completion. Phase two will occur after the pipeline construction is complete. Traffic will be generated from several well pads, including Yater, Watson Ranch, Monument Ridge, Monument Ridge B, Watson Ranch B, BMC B, BMC D, and Tompkins. During phase one when the Tompkins pipeline is not operational, each well pad may produce approximately 35 trucks per pad per week, or a maximum of 5 trucks per pad per day. During phase two after the Tompkins pipeline is completed, each well pad produces approximately five (5) trucks per pad per week, or a maximum of one truck per pad per day. The second phase will last for the remaining life of the injection well. Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 4 Produced water from these sites may be delivered to the Tompkins, Watson Ranch B, or Speakman A injection wells after their construction. With the elimination of trips from the Tompkins and Watson Ranch B wells, total traffic on public roads generated as a result of this site will be up to 50 one-way trips prior to the completion of the pipeline and twelve (12) one-way daily trips once the pipeline is complete. Phase two trips are expected to occur for the life of the injection well. The BMC B and BMC D pads will contribute a total of four trips to CR 307, CR 300S, and CR 300E. The Monument Ridge B pad will contribute a total of two trips to CR 354 and CR 300E. Monument Ridge A, Yater, and Watson Ranch B will contribute a total of six trips to CR 303 and CR 308. Based on the background traffic calculated above, traffic volume increases related to the additional use as an injection well are summarized in Table 3 . Those in bold are located within or directly adjacent to the Battlement Mesa PUD. Figure 2 (attachment) shows the traffic volume increases specific to the Battlement Mesa PUD. Table 3: Traffic Projections Roadway Bkgd. Traffic Drilling & Completion 1 Total Traffic Inc. Phase 1 Phase 2 Ops. 2 Total Traffic Inc. Ops. 2 Total Traffic Inc. CR 215 720 40 760 6% 0 720 0% 0 720 0% CR 300 500 40 540 8% 0 500 0% 0 500 0% CR 300O 240 40 280 17% 10 260 4% 2 244 1% CR 300E 670 40 710 6% 50 720 7% 10 680 1% CR 300W 4770 0 4770 0% 20 4790 <1% 4 4774 <1% CR 300N 6840 40 6880 1% 0 6840 0% 0 6840 0% CR 300S 1880 0 1880 0% 20 1900 1% 4 1884 <1% CR 301 250 40 290 16% 50 300 20% 10 260 4% CR 303 470 40 510 9% 30 500 6% 6 476 1% CR 307 265 0 265 0% 20 285 8% 4 269 2% CR 308 360 40 400 11% 30 390 8% 6 366 2% CR 309 260 40 300 15% 50 310 19% 10 270 4% CR 354 10 0 10 0% 10 20 100% 2 12 20% 1 Traffic during mobilization/demobilization for first and last weeks of 13-week phase 2 Some traffic may not use certain listed roadways along their route during operations Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 5 ROADWAY ANALYSIS Existing Parcel Current land use on the subject parcel is a mix of agricultural and natural gas development with a residence for the land owner. State Highway Crossings and Access The roadway access to this site does not cross any highway rights-of-way managed by the Colorado Department of Transportation. CR 300 is accessed directly from Highway 006M approximately 4.25 miles southwest of Parachute. Access to I-70 is the Parachute West interchange. The ramp terminals at this grade-separated interchange are roundabouts. Site distances are adequate in both directions at these ramp terminals. The US Highway 6 / I-70 Frontage Road intersects CR 300 approximately 2.5 miles southwest of the Parachute West interchange. This is a two-way stop-controlled intersection with CR 300 as the minor roadway. Left-turn and right-turn deceleration lanes are provided the highway. Railroad Crossings There is an at-grade crossing on CR 300 adjacent to the Highway 006M intersection. There is adequate sight distance at the crossing. The crossing is also equipped with gates and flashers. The roadway access to this site does not cross any other active railroad rights-of-way. Intersection of CR 300 & CR 300O The intersection of CR 300 & CR 300O is a stop controlled “T” intersection. Intersection sight distance looking north and west from CR 300O is adequate for a single unit truck as measured from the stop bar. The intersection of CR 300 & CR 300O will only be used by the lower haul route. To determine minimum intersection sight distance at this intersection and subsequent ones in this study, the design vehicle was assumed to be a single-unit truck making a minor-road left turn with a major road speed limit of 35 mph (490’). An additional 70’ was considered for trucks turning onto Battlement Mesa Parkway, as this is a four-lane divided roadway. Intersection of CR 300O & CR 303 The intersection of CR 300O & CR 303 is a stop controlled “T” intersection with CR 303 being the minor road. Sight distance is adequate looking north and south from CR 303. Again, this intersection will only be used by the lower haul route. Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 6 Intersection of CR 303 & CR 308 The intersection of CR 303 & CR 308 is a stop controlled “T” intersection with the east leg of CR 303 as the minor road. Vehicle traveling from CR 303 west of the intersection have a free movement onto and from CR 308. This intersection will only be used by the lower haul route. Intersection of CR 308 & CR 300E The intersection of CR 308 & CR 300E is a two-way stop controlled intersection with CR 308 as the minor road. Sight distance is adequate looking north from CR 308. Looking south there are multiple trees obstructing a driver’s vision as well as a horizontal curve, resulting in questionable sight distance for a truck. This intersection will only be used by the lower haul route. Intersection of CR 300E & CR 301 The intersection of CR 300E & CR 301 is a “T” intersection with CR 301 as the stop-controlled minor approach. It is located on a horizontal curve turning away from the side road. Sight distance measured from the stop sign on CR 301 is adequate looking west and south. Intersection of CR 301 & CR 309 The intersection of CR 301 & CR 309 is a skewed “T” intersection with CR 309 as the stop- controlled minor approach. It is located on a horizontal curve turning away from the side road. The two county roads intersect at approximately a 60 degree angle. Although this is not desirable, the skew does not negatively impact intersection operations. Sight distance measured from the stop sign on CR 309 is adequate looking east and west at this intersection. This was confirmed through field photographs of the intersection (included as an attachment). CONCLUSIONS Based on the expected trip generation rates discussed above, the increase in average daily traffic is not expected to be significant on roads generally used by the public. The county roads discussed will see only a minor increase in traffic as compared to existing traffic volumes. The addition of traffic generated by the proposed updated site use does not increase existing volumes to levels required for State or County permits. The geometry at most intersections where site traffic will be turning is expected to be adequate for site traffic. The CR 308 & CR300E, intersection was identified as having inadequate intersection sight distance for a single-unit truck. This intersection is along the lower haul route which is proposed to be used with low frequency. Tompkins Injection Well March, 2016 Ursa Operating Company, LLC Basic Traffic Analysis Page 7 Attachments Vicinity and Haul Routes/Volumes Map Battlement Mesa PUD Volume Map Intersection Photos LEGEND ~ -Site Location _ Upper Haul Route -Lower Haul Route x,xxx -Background ADT x,xxx _ Drilling & Completions ADT x,xxx -Operations ADT Ursa Tompkins Garffeld County, CO LEGEND ~ -Site Location -Upper Haul Route -Lower Haul Route -PUD Route X,XXX -Background ADT X,XXX -ADT Increase XX/XX/XX Drill.-Comp./Ph 1 Ops./Ph 2 Ops. ASSOCIATES Battlement Mesa PU D Volumes Map Ursa Tompkins Garffeld County, CO FIGURE 2 OA #14-2878 Ursa Tompkins – Site Roadway Photos PHOTO 1: Looking east onto County Road 301 from County Road 309. PHOTO 2: Looking west from County Road 309, at CR 301. OA #14-2878 Ursa Tompkins – Site Roadway Photos PHOTO 3: Looking east along County Road 309, at site entrance. PHOTO 4: Looking west along CR 309 at site entrance.