Traffic and Transportation Plan - GPI

Appendix C-1

February 2011
Project No. 0092352

Environmental Resources Management Southwest, Inc.

206 East 9th Street, Suite 1700
Austin, Texas 78701
(512) 459-4700
 CAPE VINCENT WIND POWER PROJECT
TRAFFIC AND TRANSPORTATION PLAN
Jefferson County, New York

Prepared for:
BP WIND ENERGY
310 Fourth Street, N.E.
Charlottesville, VA 22902

Prepared By:
GREENMAN-PEDERSEN, INC.
80 Wolf Road
Suite 300
Albany, NY 12205

November 30, 2010

PHOTOS USED WITH PERMISSION OF ANDERSON TRUCKING SERVICES, INC.

GREENMAN-PEDERSEN, INC.
ENGINEERING AND CONSTRUCTION SERVICES
 TABLE OF CONTENTS

1.0 PROJECT DESCRIPTION ...................................................................................... 4

2.0 PURPOSE AND SCOPE ......................................................................................... 5
3.0 SELECTION OF DESIGN CRITERIA AND DESIGN VEHICLE........................ 7
A. Need for Design Criteria .......................................................................................... 7
B. Design Vehicle ......................................................................................................... 7
C. Design Criteria ......................................................................................................... 8
D. Other Potential Vehicle Impacts............................................................................... 9
4.0 COORDINATION WITH LOCAL TRANSPORTATION AGENCIES .............. 10
5.0 IDENTIFICATION OF REGIONAL HAUL ROUTES ........................................ 11
A. Methodology .......................................................................................................... 11
B. Regional Haul Route Description........................................................................... 13
Haul Route 1 ........................................................................................................... 13
Haul Route 2 ........................................................................................................... 14
Haul Route 3 ........................................................................................................... 15
Haul Route 4 ........................................................................................................... 16
6.0 IDENTIFICATION OF LOCAL DELIVERY ROUTES ...................................... 17
A. Methodology .......................................................................................................... 17
B. Local Delivery Route Description .......................................................................... 19
Local Delivery Route 2 .......................................................................................... 20
Local Delivery Route 3 .......................................................................................... 21
Local Delivery Route 4 .......................................................................................... 22
Local Delivery Route 5 .......................................................................................... 23
Local Delivery Route 6 .......................................................................................... 24
Local Delivery Route 7 .......................................................................................... 25
Local Delivery Route 8 .......................................................................................... 26
Local Delivery Route 9 .......................................................................................... 27
Local Delivery Route 10 ........................................................................................ 28
Local Delivery Route 11 ........................................................................................ 29
Local Delivery Route 12 ........................................................................................ 30
6.0 ROUTE EVALUATION ........................................................................................ 31
A. Methodology .......................................................................................................... 31
B. Evaluation of Roadways ......................................................................................... 31
C. Evaluation of Intersections ..................................................................................... 33
D. Evaluation of Culverts ............................................................................................ 35
E. Evaluation of Bridges ............................................................................................. 35
F. Potential Additional Evaluations ............................................................................ 36
G. Permits Required .................................................................................................... 36
8.0 PRE-CONSTRUCTION CONDITIONS ............................................................... 37
A. Pre-Construction Road Conditions ......................................................................... 37
B. Pre-Construction Culvert Conditions ..................................................................... 38
C. Pre-Construction Bridge Conditions ...................................................................... 38
9.0 SCHEDULING OF DELIVERIES ........................................................................ 39
10.0 CONCLUSIONS AND RECOMMENDATIONS ................................................ 40
 LIST OF TABLES

TABLE 3-1 – Estimated Vehicle Dimensions and Gross Weight

TABLE 3-2 – Design Criteria
TABLE 5-1 – Description of Highways Located Along Regional Haul Routes
TABLE 6-1 – Description of Highways Located along Local Delivery Routes
TABLE 7-1 – Description of Roadway Modifications Located Along Regional
Haul Routes
TABLE 7-2 – Traffic Signal Locations

LIST OF FIGURES

Figure 1: Project Boundary

Figure 2: Array Plan
Figure 3: Regional Haul Route 1
Figure 4: Regional Haul Route 2
Figure 5: Regional Haul Route 3
Figure 6: Regional Haul Route 4
Figure 7: Local Delivery Route 1
Figure 8: Local Delivery Route 2
Figure 9: Local Delivery Route 3
Figure 10: Local Delivery Route 4
Figure 11: Local Delivery Route 5
Figure 12: Local Delivery Route 6
Figure 13: Local Delivery Route 7
Figure 14: Local Delivery Route 8
Figure 15: Local Delivery Route 9
Figure 16: Local Delivery Route 10
Figure 17: Local Delivery Route 11
Figure 18: Local Delivery Route 12
1.0 PROJECT DESCRIPTION

The proposed Cape Vincent Wind Power Project (the project) consists of the
development of a 135 megawatt (MW) wind turbine facility that includes the
construction of 84 General Electric (GE) 1.6 MW wind turbine generators
(WTGs) in the Town of Cape Vincent, Jefferson County, New York.

In addition to the WTGs, approximately 20 miles of access roads will be

constructed along with 40 miles of underground interconnection cables, a 3-acre
project substation, a 7 mile transmission line to the point of interconnection in
Chaumont, as well as a 3-acre operations and maintenance facility, 2 temporary
concrete batch plants and 2-3 permanent meteorological towers.

The proposed project site will be developed on approximately 13,400-acres of

entirely private land consisting of residential, agricultural and forested lands. It is
expected that improvements to the public roadway system will be necessary to
support project development. The project boundary is shown on Figure 1 at the
end of this report.

The potential impacts to traffic and transportation will almost entirely occur
during the construction phase of the project. The short-term impacts are expected
to last through the 7 – 9 month construction season. The impacts expected during
operation of the facilities will consist of approximately 10 full time employees
who will perform operational and maintenance duties which will have a minimal
impact to the surrounding roadway network.

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Engineering and Construction Services Traffic and Transportation Plan - Page 4
2.0 PURPOSE AND SCOPE

Transportation logistics are a major consideration for wind energy development

projects due to the large scale of the WTGs components. Special Hauling Permits
are required to move vehicles and/or loads on New York State highways if the
vehicle and/or loads exceed the legal dimensions or weights specified in Section
385 of the New York State Vehicle and Traffic Law. Undoubtedly Special
Hauling Permits and modifications to existing roadway networks will be required
to accommodate the transport vehicles used to deliver WTG components to the
project site. Greenman-Pedersen, Inc. (GPI) has worked with BP Wind Energy to
conduct this Transportation Analysis for the proposed project. This analysis
identifies necessary improvements to the proposed haul routes to transport WTG
components and serves as an initial assessment of the general road impacts and
improvements required to construct the project prior to formal engineering design.

The scope of the transportation analysis is to:

Identify primary and alternate routes to primary staging areas and
proposed batch plant locations considering the delivery of oversized and
overweight loads originating from points north, south and east of the
project site.
Identify suggested locations for alternate staging areas and alternate batch
plant locations.
Identify routes from primary staging areas and batch plant locations to
individual turbine locations.
Identify general requirements for access road construction to
accommodate expected equipment and materials, including oversized and
overweight loads.
Identify intersection and roadway improvements which are likely to be
required for the delivery of the expected equipment and materials,
including oversized and overweight loads.
Document the existing condition of intersections and structures to be
upgraded along all proposed routes.
Identify the federal, state and local permits required to perform the
necessary upgrades and to use the primary and alternate route during
construction.
Identify the expected maintenance requirements for state and local roads
during the 7-9 month construction period, in order to allow local residents
full use of roads with minimal degradation.

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Engineering and Construction Services Traffic and Transportation Plan - Page 5
 Identify the expected volume of traffic during the 7-9 month construction
period and propose a schedule of deliveries to accommodate local
concerns such as commuting traffic and school bus schedules, as well as
seasonal considerations, such as increased weekend traffic during the
summer months.
Identify additional traffic and transportation studies required to inform the
permitting and planning process.

This report documents the analysis conducted and provides recommendations for
improvements to the road network to accommodate the transportation of WTG
components to the project site.

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Engineering and Construction Services Traffic and Transportation Plan - Page 6
3.0 SELECTION OF DESIGN CRITERIA AND DESIGN VEHICLE

A. Need for Design Criteria

The evaluation of haul routes and the identification of needed modifications will
reflect, among other things, the vehicle size, weight and type required to transport
the various components of the wind turbines. Although the final turbine model
has not been determined, all indications are pointing towards the GE model 1.6-
100. Therefore, for the purposes of this assessment it was assumed that GE model
1.6-100 turbines will be used for the Cape Vincent Wind Energy Project.

B. Design Vehicle

Based on available GE specifications, the 1.6-100 model turbine has a hub height
of 262 feet and a blade length of approximately 160 feet. Design criteria for
transportation related activities were based on WTG component dimensions and
the specialized transportation vehicles needed to deliver those components. GPI
contacted multiple logistics companies specializing in the transportation of WTG
components who provided estimates for vehicle sizes and weights based upon
industry experience and the anticipated loads. Table 3-1 provides estimates of
gross weight and dimensions for various WTG components.

TABLE 3-1 – Estimated Vehicle Dimensions and Gross Weight

Gross
Truck Description Load Type Length Height Width
Wt. (lbs)
Oversized Vehicles
2-Axle Stretch Flatbed Blades 186' 13’-6” 9’-6” legal
13-Axle Schnable Trailer Lower Tower 162' 14'-10" 14'-1" 224,000
13-Axle Schnable Trailer Lower Mid 180' 14'-10" 14'-1" 232,000
13-Axle Schnable Trailer Upper Mid 191' 14'-10" 14'-1" 216,000
10-Axle One Half Schnable & Dolly Upper Tower 120' 15'-8" 14'-1" 142,000
12-Axle Low Profile Deck Trailer Nacelle 145' 14'-5" 11'-8" 230,000
Hub
2-Axle Double Drop Stretch Assembly 75' 14'-6" 10'-6" 80,000

The table indicates that the vehicles used to transport the tower sections and
blades have the longest wheelbase and therefore, have the most significant impact
to intersections due to the need to accommodate the large turning radius. It was
determined that the tower vehicle will require the most temporary intersection
improvements for turning movements however, the blade overhang on the
transport vehicles was considered and the swing clearance required at
intersections is indicated on the intersection impact diagrams. The exhibit below
shows the two design vehicles used to evaluate intersection impacts.

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 Exhibit 1 - Design Vehicles

(Dimensions Shown in Feet)

C. Design Criteria

Design criteria was established based on the WTG component dimensions, weight
and the transport vehicles that would be required to accommodate such OS/OW
loads. Table 3-2 indicates the design criteria established for the OS/OW loads
necessary for the development of each WTG location.

TABLE 3-2 Access Road Design Criteria

Element Design Criteria
Maximum Grade 10%
Maximum Turning Cross Slope 2%
Vertical Curves Max 6” in 50’
Minimum Vertical Clearance 15'-8"
Minimum Lateral Clearance 15'-0"
Minimum Turning Radius*
*Steerable Rear Axles 145'

It is estimated that approximately 11 deliveries of turbine components will be

necessary for each WTG location. Each turbine location is expected to receive the
following list of components:

1 – Down Tower Assembly

1 – Hub (Oversize)
1 – Nacelle (Oversize/Overweight)
4 – Tower Sections (Oversize/Overweight)
3 – Blades (Oversize)
1 – Transformer
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Engineering and Construction Services Traffic and Transportation Plan - Page 8
 The preceding list identifies the WTG components expected to be transported to
each turbine location. Intersection impacts of vehicles other than the tower
transport vehicle and the blade transport vehicle documented in this analysis are
expected to be less significant and therefore, are not shown.

D. Other Potential Vehicle Impacts

In addition to WTG component deliveries, each turbine location will require a

variety of heavy equipment for site preparations. The heavy equipment needed for
site access, site preparation and foundation construction are typical of road
construction and do not typically pose unique transportation considerations. The
types of heavy equipment and vehicles required would include cranes, pile
drivers, bulldozers, excavators, graders, compactors, front-end loaders, dump
trucks, electric line trucks, water trucks, and heavy equipment maintenance
vehicles. Typically, the equipment would be moved to the site by flatbed
combination truck and would remain on site through the duration of construction
activities. Some of the typical construction materials hauled to the project site will
include steel, water, sand, gravel, fencing, lumber, electrical cable and
components, which is usually available locally. Ready-mix concrete might also
be transported to the project area, although the option of an on-site ready-mix
concrete batch plant is being explored which will reduce the number of
construction vehicles traveling to and from the project area. The traditional heavy
equipment used for normal road and structures construction will not require
dimensional modification of the existing roadway network. The movement of
equipment and materials to the project area during construction will cause a
relatively short-term increase in the traffic levels on local roadways during the 7-9
month long construction period.

Erecting the towers and assembling the WTG’s will require cranes with a capacity
between 300 and 750 tons, depending on the selected turbine. Estimates indicate
that approximately 20 truckloads would be required for assembly, including
OS/OW loads. It is expected that the cranes will remain within the project area for
the duration of construction.

It is estimated that with components, foundation and road materials, each wind
turbine generator would require approximately 100 truck shipments, some of
which will be OS/OW. During construction, a peak of approximately 150 – 200
workers will be on site at any given time. It is anticipated that the workers will be
bused from a central location to individual construction sites.

The OS/OW components are expected to have the greatest impact and traditional
construction vehicles are expected to have little impact on roadways or
intersections.

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Engineering and Construction Services Traffic and Transportation Plan - Page 9
4.0 COORDINATION WITH LOCAL TRANSPORTATION
AGENCIES

Transportation logistics for the project will require a substantial effort early in the
planning process through the construction of the wind turbine sites. Issues such as
the regular flow of oversized equipment and vehicles on the local roadway
network, workforce transportation within the project area, temporary closure or
traffic restrictions on roadways being improved to handle overweight and
oversized vehicles, and the temporary closures or traffic restrictions in order to
cross area roadways with utility lines will need planning to minimize disruptions
to motorists and local residents. The movement of equipment and materials to the
project area during construction will cause a relatively short-term increase in the
traffic levels on local roadways during the 7-9 month long construction period.
The construction season is expected to coincide with increased seasonal traffic in
the area. Therefore, a construction routing plan, road improvement plan, traffic
safety plan and complaint resolution plan will be coordinated and agreed upon
prior to construction.

A GPI transportation engineer met with the Highway Superintendents from

Jefferson County and the Town of Cape Vincent on December 18, 2008 to discuss
transportation activities related to the project. The Town and County identified
requirements for roadway and intersection improvements, hauling and right-of-
way acquisition and the maintenance requirements associated with such activities.
The Town and County representatives expressed concern about degradation of the
roadways as a result of construction activities and noted that damage to the
roadways could be accelerated with construction activities occurring during the
wet spring and fall seasons. To address these concerns future coordination with
Town and County representatives should include an agreement to detail the
roadway modifications and improvements required to complete the project. This
roadway agreement should document any damage to roadways and facilities
resulting from construction activities and identify how roadway repairs will be
completed by the developer. The agreement should include a pre-construction and
post-construction survey which documents roadway conditions. It is anticipated
that access road entrances to state, town and county roadways will require
highway work permits and right-of-way acquisition.

Maintenance efforts conducted during construction activities will play an

important role in the operation and condition of the local roadway network during
construction. Critical aspects of the maintenance efforts include communication
with local officials, monitoring the road condition and establishing a timely
response to mitigate any issues that arise during construction. A construction
inspector could be provided to evaluate the condition of the roadways and identify
improvements which may be required. The construction inspector would ensure
that all improvements are completed within a timely manner and would serve as a
communication point for the contractor and local officials.

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5.0 IDENTIFICATION OF REGIONAL HAUL ROUTES

A. Methodology

General Electric (GE) was unable to provide the exact origin of the WTG
components at the time of the assessment. It was assumed that WTG components
will be transported from four likely origins. The four assumed origins are north
from Canada, south from the Port of Oswego, east from the Port of Ogdensburg
and from the south traveling along Interstate 81. Representatives from GPI and
New York State Department of Transportation (NYSDOT) met on November 12,
2008 to discuss the nature of the project and determine possible regional haul
routes to the proposed project area. A primary regional haul route was established
from each origin to the proposed staging area. The project area is remote in nature
so there is not an extensive transportation network capable of accommodating the
oversized loads expected. Several alternate routes, including regional routes
which utilized NYS Route 12E from the south and NYS Route 12 from the
northeast to access the project area were omitted from this assessment due to
posted bridge weight restrictions or vertical clearance restrictions which would
require extensive modifications and upgrades to bridges. The regional haul routes
established are for use by the OS/OW loads expected during construction. Typical
construction vehicles transporting equipment and material loads which are not
considered OS/OW will likely use the shortest route to the proposed staging area.
Figure 2 included at the end of this study shows an Array Plan indicating where
individual turbines will be located. It should be noted that changes to the Array
Plan may be made as a result of the permitting process.

The proposed staging area was selected based on a centralized location within the
project area and trying to minimize the number of vehicles entering the major
highways within the area. The staging area selected is located north of County
Route 4 east of the intersection with Favret Road. This location is suitable for the
proposed staging area based on the existing topography, centralized location and
other transportation related considerations. There are two temporary concrete
batch plants proposed to serve construction activities. One of the proposed
concrete batch plants is located north of County Route 4 near the intersection with
NYS 12E and the second is located east of NYS 12E near the intersection with
Fox Creek Road, both of which are indicated on Figure 2 at the end of this study.
The proposed concrete batch plants would serve construction activities in the
eastern and western portions of the project area. Additional considerations
including geotechnical and environmental will need to be evaluated before the
final location of the concrete batch plants are determined.

The regional haul routes selected avoided weight and clearance restrictions and
attempted to minimize impacts to the roadway network, intersections, motorists
and local residents while minimizing the scale of the improvements required for
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Engineering and Construction Services Traffic and Transportation Plan - Page 11
 transporting OS/OW loads to the project site. Table 5-1 provides a description of
the roadways expected to be used for deliveries of OS/OW components.

TABLE 5-1 - Description of Highways Located Along Regional Haul Routes

NYS Highways
Pavement Shoulder Number of Pavement
Highway Name Width Width Lanes Condition
NYS Route 3 20 - 24 6-7 2 fair to good
NYS Route 12 24 8 2 fair to good
NYS Route12E 22 - 24 4-8 2 fair
NYS Route 12F 24 8 2 fair to good
NYS Route 13 20 6-8 2 fair to good
NYS Route 37 22 - 24 6 - 10 2 fair to good
NYS Route 104 20 4 2 fair to good
NYS Route 104B 24 10 2 fair
NYS Route 342 24 8 - 10 2 fair to good
Interstate 81 48 10 4 good to excellent

The recommended regional haul routes are described on the following pages. The
hauling company selected to transport the OS/OW components will be
responsible for determining the transport vehicles, selecting the final haul and
delivery routes and obtaining the Special Hauling Permits from NYSDOT and
Jefferson County. The final route determination may deviate slightly from the
recommended regional haul and delivery routes established in this report.

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 B. Regional Haul Route Description
Haul Route 1
Haul Route 1 assumes that WTG components will originate in Canada. The haul
route from Canada to the project site will be as follows:
Interstate 81 south to Exit 48
NYS Route 342 west
NYS Route 12 north
County Route 9 north
NYS Route 12E west
County Route 8 south
County Route 4 west
End at proposed staging area near Favret Road intersection

Figure 3: Regional Haul Route 1

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 Haul Route 2
Haul Route 2 assumes that WTG components will originate from the Port of
Ogdensburg. The haul route from Ogdensburg to the project site will be as
follows:
NYS Route 37 south
NYS Route 342 west
NYS Route 12 north
County Route 9 north
NYS Route 12E west
County Route 8 south
County Route 4 west
End at proposed staging area near Favret Road intersection

Figure 4: Regional Haul Route 2

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 Haul Route 3
Haul Route 3 assumes that WTG components will originate from the Port of
Oswego. The haul route from Oswego to the project site is as follows:
NYS Route 104 east
NYS Route 104B east
NYS Route 3 north
NYS Route 180 north
NYS Route 12F east
Interstate 81 north to Exit 48
NYS Route 342 west
NYS Route 12 north
County Route 9 north
NYS Route 12E west
County Route 8 south
County Route 4 west
End at proposed staging area near Favret Road intersection

Figure 5: Regional Haul Route 3

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 Haul Route 4
Haul Route 4 assumes that WTG components will originate from the south and
will travel north along Interstate 81. OS/OW vehicles loads will be required to get
off I-81 at Exit 34 due to vertical clearance restrictions. It is recognized that
NYSDOT may have projects under development which seek to replace several
overhead bridges along Interstate 81 which would provide greater vertical
clearance and may allow the transportation of OS/OW components. However,
only one project (NYS Route 127 over I-81) is listed as under development and
this project has a completion date of 2015 which is well beyond the expected
construction stage of the Cape Vincent Wind Farm. Therefore, the haul route from
points south to the project site is as follows:
Interstate 81 to Exit 34
NYS Route 104 west
NYS Route 104B east
NYS Route 3 north
NYS Route 180 north
NYS Route 12F east
Interstate 81 north to Exit 48
NYS Route 342 west
NYS Route 12 north
County Route 9 north
NYS Route 12E west
County Route 8 south
County Route 4 west
End at proposed staging area near Favret Road intersection
Figure 6: Regional Haul Route 4

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6.0 IDENTIFICATION OF LOCAL DELIVERY ROUTES

A. Methodology

Several local town and county roads will be used to transport equipment and
materials, including OS/OW loads, from the staging areas to various WTG access
road locations throughout the project area. Workforce transportation within the
project area will also utilize local town and county roadways. The development of
local delivery routes considered the bridge on County Route 4 (approximately
1700 feet east of Wilson Road) which is posted for 18 tons and the delivery routes
recommend avoiding the use of this bridge for OS/OW loads. It is recognized that
this bridge has since been replaced with a new structure however, this analysis
still assumes that this bridge will not be utilized.

Some of the local roads may not be wide enough for two-way traffic when
OS/OW turbine components are being delivered to individual turbine locations.
The vehicles used to transport the lower tower sections are estimated to be
approximately 15 feet wide, which would utilize the majority of the available
pavement width on many of the county and local roadways. Roadways which are
18 feet wide or less would require additional roadway width to accommodate two-
way traffic or require that personnel be stationed at each end of the road to
prevent traffic from traveling on the road during the short period of time it takes
for the OS/OW transport vehicle to exit the roadway to the turbine location.

The individually numbered turbine locations can be seen in Figure 1 –Array Plan
included at the end of this study.

The roadways likely to be used to transport equipment and materials to turbine

access roads are as follows:
County Route 4 (Rosiere Road)
Cemetery Road
County Route 8 (Millens Bay Road)
Burnt Rock Road
Swamp Road
Hell Street
Dezengremel Road
Favret Road
Wilson Road
County Route 56 (Bedford Corners Road)
Fox Creek Road
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 Bates Road
Huff Road
Merchant Road
County Route 6 (Pleasant Valley Road)
NYS Route 12E

Table 6-1 provides a description of the roadways expected to be used for

deliveries of OS/OW components.

TABLE 6-1 - Description of Highways Located Along Local Delivery Routes

Jefferson County Highways
Pavement Shoulder Number of Pavement
Highway Name Width Width Lanes Condition
CR Route 4 20 4 - Gravel 2 poor to fair
CR Route 6 20 4 - Gravel 2 fair to good
CR Route 8 20 4 - Gravel 2 fair to good
CR Route 9 20 3 - Gravel 2 fair to good

Town of Cape Vincent Roadways

Pavement Shoulder Number of Pavement
Highway Name Width Width Lanes Condition
Cemetery Road 18 5 2 fair
Burnt Rock Road 18 5 2 fair
Swamp Road 18 5 2 fair
Hell Street 12 - 16, Gravel 4-5 2 fair
Dezengremel Road 18 5 2 fair
Wilson Road 10 - 16, Gravel 5 2 seasonal rd
Fox Creek Road 18 5 2 fair
Bedford Corners Rd 18 5 2 fair
Huff Road 18 5 2 fair
Merchant Road 10 - 16, Gravel 2-4 2 seasonal rd
Bates Road 16 - 18 4-5 2 fair
Favret Road 18 5 2 fair

Secondary alternatives for local delivery routes were examined which included
making upgrades to the Kent’s Crossing Bridge located along County Route 4 and
creating a temporary construction road between Burnt Rock Road and NYS Route
12E which would allow OS/OW vehicles to access NYS Route 12E from the
proposed staging area without traveling around Favret Road. These options may
re-emerge as feasible alternatives as the project progresses and turbine locations
are finalized.

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 B. Local Delivery Route Description

Local Delivery Route 1

Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 1, 2, 4, 5, 6, 7 & 12 will travel along the following roadways:
County Route 4 (Rosiere Road)
Favret Road
NYS 12E
Bates Road
County Route 56 (Bedford Corners Road)

Figure 7: Local Delivery Route 1

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 Local Delivery Route 2
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 8, 9, 10, 11, 13, 14, 15, 16 & 17 will travel along the following
roadways:
County Route 4 (Rosiere Road)
Favret Road
NYS 12E
Bates Road
County Route 56 (Bedford Corners Road)
County Route 6 (Pleasant Valley Road)
Fox Creek Road

Figure 8: Local Delivery Route 2

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 Local Delivery Route 3
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 18 - 28 will travel along the following roadways:
County Route 4 (Rosiere Road)
Favret Road
NYS 12E
Merchant Road
County Route 6 (Pleasant Valley Road)
Huff Road

Figure 9: Local Delivery Route 3

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 Local Delivery Route 4
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 30, 31, 50, 51, 52, 53, 54, 57 & 58 will travel along the
following roadways:
County Route 4 (Rosiere Road)
Favret Road
NYS 12E

Figure 10: Local Delivery Route 4

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 Local Delivery Route 5
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 34, 35, 37, 45, 47, 48, 49, 55, 56, 59, 60 & 61 will travel along
the following roadways:
County Route 4 (Rosiere Road)
Favret Road
Burnt Rock Road

Figure 11: Local Delivery Route 5

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 Local Delivery Route 6
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 62, 63, 65, 66 & 67 will travel along the following roadways:
County Route 4 (Rosiere Road)
Favret Road
Burnt Rock Road
Swamp Road

Figure 12: Local Delivery Route 6

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 Local Delivery Route 7
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 29, 32, 33, 38, 39, 40, 41 & 42 will travel along the following
roadways:
County Route 4 (Rosiere Road)
Favret Road
NYS 12E
County Route 4 (Rosiere Road)
Wilson Road

Figure 13: Local Delivery Route 7

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 Local Delivery Route 8
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 36, 43, 44 & 46 will travel along the following roadways:
County Route 4 (Rosiere Road)
Hell Street

Figure 14: Local Delivery Route 8

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 Local Delivery Route 9
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 70, 71, 73 & 74 will travel along the following roadways:
County Route 4 (Rosiere Road)

Figure 15: Local Delivery Route 9

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 Local Delivery Route 10
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 76, 77, 78, 80, 81, 82, 83 & 84 will travel along the following
roadways:
County Route 4 (Rosiere Road)
County Route 8 (Millens Bay Road)

Figure 16: Local Delivery Route 10

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 Local Delivery Route 11
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 85, 86 & 87 will travel along the following roadways:
County Route 4 (Rosiere Road)
Cemetery Road

Figure 17: Local Delivery Route 11

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 Local Delivery Route 12
Delivery of OS/OW equipment and materials from the proposed staging area to
turbine locations 68, 69, 72 & 75 will travel along the following roadways:
County Route 4 (Rosiere Road)
Favret Road
Burnt Rock Road

Figure 18: Local Delivery Route 12

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6.0 ROUTE EVALUATION

A. Methodology

The regional haul routes and local delivery routes were selected to minimize
weight restrictions and vertical clearance obstructions. Although efforts were also
made to minimize the impacts to intersections and roadways, it is anticipated that
several intersections and roadways will require improvements and modifications
to accommodate the OS/OW loads necessary for the construction of the WTG’s.
The modifications are expected to include intersection widening, temporary
removal of signs and structures, temporarily lifting overhead obstructions such as
utility lines, improving the structural integrity of certain roadways and extending
culverts in areas of pavement widening. There were no overpasses observed along
the proposed haul routes which would provide an overhead obstruction; however,
overhead utility lines including electric, telephone and cable television were
observed which may have to be temporarily raised, relocated or removed.

Some of the local roads which have a narrow right-of-way may have trees and
vegetation which will have to be trimmed to allow unobstructed passage of the
OS/OW loads. BP Wind Energy may need to acquire property or easements in
certain locations to perform some of the improvements required to accommodate
OS/OW vehicles.

The following sections present an evaluation of the roadways and intersections

along each of the selected routes.

B. Evaluation of Roadways

The state highways utilized along the regional haul routes will require little if any
improvements. The state highways are constructed with adequate pavement width
and thickness to accommodate the anticipated loads. The 2006 NYSDOT
Highway Sufficiency Ratings indicated that all state highways used along the haul
routes were in fair to good condition. Field observations confirmed that the
pavement condition of the state highways was adequate to accommodate the
OS/OW loads. Some intersections may require pavement widening, shoulder
work and utility relocation to accommodate the expected loads. If improvements
to intersections along NYS highways are required, a highway work permit will be
required to perform the necessary improvements. Obtaining a highway work
permit usually requires the applicant to submit design plans outlining existing
conditions and the proposed modifications. In addition to the plans, a hydrology
report including the drainage design and a cost estimate of the proposed work
occurring within the right-of-way may be required.

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 The county and local town roads located along the proposed regional haul routes
and local delivery routes may require improvements to accommodate the OS/OW
loads needed to construct the project. Improvements may include pavement
widening, flattening short steep vertical curves, upgrading culverts and increasing
pavement thickness. The majority of the county and local town roads were
constructed using asphalt pavement, although a few local roads, which will be
utilized, contain sections that were constructed with gravel. The roads with gravel
sections include Hell Street, Merchant Road and Wilson Road which are typically
less than 16 feet wide. Local roads which are less than 18 feet wide may need
additional width and clearing of vegetation to facilitate the delivery of OS/OW
turbine components. In addition to the narrow width, Merchant Road and Wilson
Road are seasonal roads which receive no maintenance from November 1 through
May 1 annually. There is a short segment near the middle of Merchant Road
which contains a sharp rise in profile to traverse a large culvert under Merchant
Road. This culvert should be removed and replaced to allow the transportation of
WTG components along this road. Due to their seasonal nature, additional gravel
thickness will likely be required to facilitate the use for OS/OW transport
vehicles. Many of the intersections will require pavement widening, shoulder
work, utility and sign relocation to accommodate the large turning radius required
for WTG components. Jefferson County and the Town of Cape Vincent require
highway work permits to perform work within county or town right-of-way.
Typical county right-of-way is three to four rods which equates to 49’-6” to 66’-
0”. Table 7-1 indicates the roadways likely to require improvements to facilitate
use for OS/OW transport vehicles.

TABLE 7-1 - Required Roadway Modifications Along Local Delivery Routes

Roadway Town Modification
Additional gravel roadway width, trim vegetation, flatten
Merchant Rd Cape Vincent
profile
Wilson Rd Cape Vincent Additional gravel roadway width, trim vegetation
Hell Street Cape Vincent Additional gravel roadway width, trim vegetation
Flattening steep grade near intersection with NYS
Huff Rd Cape Vincent
Route 12E
Swamp Rd Cape Vincent Flattening short crest vertical curves

The proposed turbine locations will require that roads be constructed to gain
access from the existing public roadway network. The 16-foot wide gravel access
roads will meet the load-bearing requirements to accommodate the expected loads
including OS/OW vehicles. During construction, an additional 10 feet of roadway
material may be required on each side to accommodate additional construction
traffic and crane movement. After construction, the width of the access roads will
be reduced to 16-feet wide and the additional width will be removed and re-
established with turf. The gravel access road section will consist of a 6-inch
surface course, a 6-inch base course and a 6-inch subbase course as recommended
in the Preliminary Geotechnical Engineering Report prepared by Terracon for the
project. The materials used for access road construction will meet NYSDOT
material specifications. The access roads will be constructed on suitable,
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 undisturbed native soil. A geotextile fabric may be used to separate the native
soil/fill from the base material to prevent fine soil particles from migrating into
the gravel base material to preserve the integrity of the roadway base material.
Some access roads may be constructed with roadside ditches and culverts to
encourage positive drainage away from the roadway to ensure integrity. Existing
topography and drainage features will dictate which access roads need to be
constructed with roadside ditches and culverts. The access roads will be gated
where they intersect with public roads to prevent access by the general public.
The access roads will remain in service over the life of the project. A right-of-way
width of up to 60 feet will be required along all newly constructed gravel access
roads.

The soil condition is very wet by nature in the spring and fall seasons in the
project area. In cold regions such as this, soils routinely experience freeze-thaw
cycles during the change in season. The frost melting cycle can cause non-
uniform heave and loss of soil strength. In an effort to extend the construction
season, gravel access road design should consider the use of biaxial geosynthetic
reinforcement grids. The use of biaxial geogrids would strengthen subgrade soils
through mechanical interlock and increase effective bearing capacity by spreading
the downward traffic load horizontally over a wider area. In addition the biaxial
geogrid will counter differential heave forces caused by the frost melting cycle
coming from below.

C. Evaluation of Intersections

The unusually large WTG components require a larger footprint and vertical
clearance than is typically available at most intersections. The presence of traffic
signals along the route could also present an obstruction to OS/OW vehicles. A
list of traffic signals identified along the proposed routes is provided in Table 7-2.
The signals may present height restrictions and should be checked to determine if
they need to be temporarily or permanently raised.

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 Table 7-2 - Traffic Signal Locations
Intersection Type Town
NY Route 37/CR 134 Flashing Signal/Span Wire Hammond
NY Route 37/NY Route 411 Flashing Signal/Span Wire Theresa
NY Route 37/CR 16 Flashing Signal/Span Wire Pamelia
NY Route 37/NY Route 342 Traffic Signal/Span Wire Pamelia
NY Route 104/US Route 11 Traffic Signal/Span Wire Mexico
NY Route 104/NY Route 3 Traffic Signal/Mast Arm Mexico
NY Route 104/NY Route 3 Traffic Signal/Span Wire Mexico
NY Route 3/NY Route 13 Flashing Signal/Span Wire Richland
NY Route 3/CR 5 Flashing Signal/Span Wire Richland
NY Route 3/NY Route 178 Flashing Signal/Span Wire Hendersen
NY Route 3/NY Route 180 Flashing Signal/Span Wire Hounsfield
NY Route 180/NY Route 12F Flashing Signal/Span Wire Hounsfield
NY Route 12F/Salmon Run Mall Rd Traffic Signal/Span Wire Watertown
NY Route 12F/I-81 SB Ramps Traffic Signal/Span Wire Watertown
NY Route 12F/I-81 NB Ramps Traffic Signal/Span Wire Watertown
NY Route 342/NY Route 12 Flashing Signal/Span Wire Pamelia
NY Route 12/NY Route 180 Flashing Signal/Span Wire Clayton
NY Route 12/CR 179 Flashing Signal/Mast Arm Clayton
CR 9/CR 4 Flashing Signal/Span Wire Cape Vincent
NY Route 12E/CR 9 Flashing Signal/Span Wire Cape Vincent

The unusual length of WTG components will cause a large geometric impact to
intersections along the proposed haul routes. Certain WTG components when
combined with the transport vehicles can reach lengths up to 195 feet long. The
specialized transportation vehicles will include trailers that have the capability to
steer the rear axles. Articulating rear axles reduce the required turning radius
which in turn reduces the impacts to intersection geometry. GPI utilized
AUTOTURN ver. 7.0 by Transoft Solutions to model the anticipated truck
movements to determine the impacts to intersections along the haul route.
Culverts in close proximity to intersections may need to be extended due to
pavement widening. Several intersections from state, county and local town roads
will require pavement widening, shoulder work, utility relocation and selective
clearing of vegetation to accommodate the large turning radius required for WTG
components. In many instances temporary or permanent easements may be
required to perform the necessary modifications to the intersections.

The evaluation of regional haul routes and local delivery routes considered
buildings and other large structures. Routes were modified to avoid impacting any
buildings or large structures located near intersections.

Maps 1 & 2 provides a key for the intersections that were evaluated as part of this
transportation study and intersection Locations 1-31 indicate the potential
intersection impacts which can be expected to accommodate the transportation of
OS/OW WTG components to the project location.
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GREENMAN-PEDERSEN
CONSULTING ENGINEERS

GPI
80 WOLF ROAD
SUITE 300
ALBANY, NY 12205
GREENMAN-PEDERSEN
CONSULTING ENGINEERS

GPI
80 WOLF ROAD
SUITE 300
ALBANY, NY 12205