appendix a: traffic analysis report · woodruff road congestion relief project – traffic analysis...

Appendices A

Appendix A: Traffic Analysis Report

Traffic Analysis

Woodruff Road Congestion Relief ProjectGreenville, SC

Prepared for:South Carolina Department of Transportation

Bihl Engineering, LLC 2019

BIHLENGINEERING

Woodruff Road Congestion Relief Project – Traffic Analysis

i January 2019

TABLE OF CONTENTS Page No.

1.0 EXECUTIVE SUMMARY ............................................................................................................. 1

2.0 INTRODUCTION ........................................................................................................................... 3

3.0 INVENTORY ................................................................................................................................... 3

3.1 STUDY AREA ................................................................................................................................ 3

3.2 EXISTING ROADWAY CONDITIONS .............................................................................................. 6

3.2.1 Interstate Roadways ...................................................................................................... 6

3.2.2 SCDOT Roadways ......................................................................................................... 6

3.2.3 Greenville County Roadways ..................................................................................... 10

3.2.4 City of Greenville Roadways ....................................................................................... 11

3.3 AREA ROADWAY CONSTRUCTION PROJECTS ............................................................................ 12

3.3.1 I-85/I-385 Gateway Project ......................................................................................... 12

3.3.2 Woodruff Road Sidewalk Project ............................................................................... 12

3.3.3 I-85 (US 25 to SC 129) - US 29 and SC 146/296 Signal Improvement &

Cameras ......................................................................................................................................... 12

3.3.4 Piedmont Natural Gas Connector Road ................................................................... 12

3.4 TRANSIT FACILITIES .................................................................................................................. 12

4.0 DATA COLLECTION .................................................................................................................. 15

4.1 ROADWAY VOLUME DATA ........................................................................................................ 15

4.2 TURNING MOVEMENT COUNTS ................................................................................................. 22

4.3 SIGNAL PLANS AND TIMINGS .................................................................................................... 23

5.0 ACCIDENT DATA SUMMARY ................................................................................................. 25

6.0 BACKGROUND GROWTH DEVELOPMENT ........................................................................ 26

6.1 HISTORIC TRAFFIC VOLUMES .................................................................................................... 26

7.0 ALTERNATIVES DEVELOPMENT ......................................................................................... 28

7.1 GREENVILLE-PICKENS AREA TRANSPORTATION STUDY MODEL VOLUMES ............................ 28

7.2 PRELIMINARY ALTERNATIVES DEVELOPMENT ......................................................................... 28

7.2.1 Alternatives for Study ................................................................................................... 29

7.2.2 No Build Alternative ...................................................................................................... 29

7.2.3 Alternative 1 ................................................................................................................... 29

7.2.4 Alternative 2C ................................................................................................................ 29

7.2.5 Alternative 3C ................................................................................................................ 29


ii January 2019

7.2.6 Alternative 6C ................................................................................................................ 30

7.2.7 Alternative 6D ................................................................................................................ 30

7.3 ROADWAY GROWTH RATES ...................................................................................................... 36

7.4 METHODOLOGY FOR DEVELOPING FUTURE YEAR TRAFFIC VOLUMES .................................... 36

7.5 PEAK HOUR TRAFFIC VOLUMES BY ALTERNATIVE .................................................................. 41

8.0 INTERSECTION CAPACITY ANALYSIS ............................................................................... 66

8.1 EXISTING CONDITIONS .............................................................................................................. 69

8.2 2045 NO BUILD CONDITIONS..................................................................................................... 73

8.3 2045 ALTERNATIVE 1 CONDITIONS ........................................................................................... 76

8.4 2045 ALTERNATIVE 2C CONDITIONS ........................................................................................ 79



8.7 2045 ALTERNATIVE 6D CONDITIONS ........................................................................................ 89

8.8 INTERSECTION ANALYSIS SUMMARY ........................................................................................ 93

8.9 ARTERIAL ANALYSIS ................................................................................................................. 93

8.10 PERFORMANCE INDEX BY ALTERNATIVE .................................................................................. 95

8.11 CORRIDOR SUMMARIES BY ALTERNATIVE ................................................................................ 96

8.11.1 Existing Conditions ....................................................................................................... 96

8.11.2 2045 No Build Alternative ............................................................................................ 96

8.11.3 2045 Alternative 1 ......................................................................................................... 97

8.11.4 2045 Alternative 2C ...................................................................................................... 97

8.11.5 2045 Alternative 3C ...................................................................................................... 98

8.11.6 2045 Alternative 6C ...................................................................................................... 98

8.11.7 2045 Alternative 6D ...................................................................................................... 98

9.0 OTHER CORRIDOR IMPROVEMENT CONSIDERATIONS .............................................. 99

9.1 TRAFFIC SIGNAL UPGRADES ..................................................................................................... 99

9.2 RESULTS OF 2017 ROAD SAFETY ASSESSMENT ........................................................................ 99

9.3 ACCESS MANAGEMENT ........................................................................................................... 100

9.4 SIGHT DISTANCE, PAVEMENT MARKINGS AND SIGNAGE ....................................................... 101

10.0 SUMMARY .................................................................................................................................. 101


iii January 2019

LIST OF TABLESTable No. Title Page No.

Table 1: SCDOT Annual Average Daily Traffic (AADT) Counts by Year ................................................. 7

Table 2: Circulator A: CU-ICAR/University Center/Haywood Mall ......................................................... 14

Table 3: Circulator B: CU-ICAR/University Center/Haywood Mall ......................................................... 14

Table 4: Projected Daily Traffic Volumes and Growth Rates by Alternative ............................................ 37

Table 5: Signalized Intersection Level of Service Criteria ......................................................................... 66

Table 6: Unsignalized Intersection Level of Service Criteria ..................................................................... 67

Table 7: Intersections Analyzed by Alternative .......................................................................................... 68

Table 8: Level of Service and delay - Existing Conditions ........................................................................ 69

Table 9: Level of Service and delay - No Build Conditions ....................................................................... 75

Table 10: Level of Service and delay - Alternative 1 Conditions ............................................................... 78

Table 11: Level of Service and delay - Alternative 2C Conditions ............................................................ 81



Table 14: Level of Service and delay - Alternative 6D Conditions ............................................................ 91

Table 15: Comparison of Level of Service Grades to 2045 No Build Level of Service ............................. 93

Table 16: Arterial Level of Service Criteria - Class II Urban Street........................................................... 94

Table 17: Arterial Level of Service - Woodruff Road - Level of Service .................................................. 94

Table 18: Performance Index - Woodruff Road ......................................................................................... 95


iv January 2019

LIST OF FIGURES Figure No. Title Page No.

Figure 1: Study Area ...................................................................................................................................... 4

Figure 2: Existing Laneage ........................................................................................................................... 8

Figure 3: Greenlink #16 Route ................................................................................................................... 13

Figure 4: Woodruff Road Traffic Volumes by Location ............................................................................ 16

Figure 5: Woodruff Road Average Daily Traffic Volumes ........................................................................ 18

Figure 6: Woodruff Road Daily Directional Traffic Volumes .................................................................... 19

Figure 7: Woodruff Road Average Weekday Hourly Traffic Volumes ...................................................... 20

Figure 8: Other Study Area Roadways - Average Weekday Daily Traffic Volumes ................................. 21

Figure 9: Existing Traffic Volumes ............................................................................................................ 24

Figure 10: Accident Overview .................................................................................................................... 27

Figure 11: Alternative 1 Concept ................................................................................................................ 31

Figure 12: Alternative 2C Concept ............................................................................................................. 32



Figure 15: Alternative 6D Concept ............................................................................................................. 35

Figure 16: 2045 No Build Woodruff Road Traffic Volumes ...................................................................... 42

Figure 17: 2045 No Build New Roadway Traffic Volumes ....................................................................... 43

Figure 18: 2045 No Build Woodruff Road Saturday Traffic Volumes ....................................................... 44

Figure 19: 2045 No Build New Roadway Saturday Traffic Volumes ........................................................ 45

Figure 20: Alternative 1 Woodruff Road Traffic Volumes ........................................................................ 46

Figure 21: Alternative 1 New Roadway Traffic Volumes .......................................................................... 47

Figure 22: Alternative 1 Woodruff Road Saturday Traffic Volumes ......................................................... 48

Figure 23: Alternative 1 New Roadway Saturday Traffic Volumes ........................................................... 49


v January 2019

LIST OF FIGURES (CONTINUED) Figure No. Title Page No.

Figure 24: Alternative 2C Woodruff Road Traffic Volumes ...................................................................... 50

Figure 25: Alternative 2C New Roadway Traffic Volumes ....................................................................... 51

Figure 26: Alternative 2C Woodruff Road Saturday Traffic Volumes ....................................................... 52

Figure 27: Alternative 2C New Roadway Saturday Traffic Volumes ........................................................ 53









Figure 36: Alternative 6D Woodruff Road Traffic Volumes ...................................................................... 62

Figure 37: Alternative 6D New Roadway Traffic Volumes ....................................................................... 63

Figure 38: Alternative 6D Woodruff Road Saturday Traffic Volumes ...................................................... 64

Figure 39: Alternative 6D New Roadway Saturday Traffic Volumes ........................................................ 65

Figure 40: Existing Level of Service .......................................................................................................... 71

Figure 41: 2045 No Build Level of Service ................................................................................................ 74

Figure 42: Alternative 1 Level of Service ................................................................................................... 77

Figure 43: Alternative 2C Level of Service ................................................................................................ 80



Figure 46: Alternative 6D Level of Service ................................................................................................ 90


1 January 2019

1.0 Executive Summary

The proposed Woodruff Road Congestion Relief project is located in Greenville County, South Carolina. The project extends along Woodruff Road from Verdae Boulevard/Roper Mountain Road to Smith Hines Road. The Woodruff Road Congestion Relief Project will consist of a two- or four-lane, limited access new location roadway with a multi-use path. The study area for the Existing conditions also includes Woodruff Road from Mall Connector Road to Verdae Boulevard/Roper Mountain Road.

The study reviews the Existing conditions, the future 2045 No Build conditions, and the future 2045 Build Alternatives conditions.

There are several projects in the design phase or underway in the study area; these include the I-85/I-385 Gateway Project, the Salters Road improvements, the Woodruff Road sidewalk improvements, the Piedmont Natural Gas (PNG) Connector and conversion of the Woodruff Road signalized intersections to adaptive control. The City of Greenville has also completed a new connector road between Carolina Point Parkway and Market Point Drive.

Roadways in the study area are a combination of SCDOT, Greenville County and City of Greenville roadways. The Greenlink transit service provides service along a portion of the study area.

The Woodruff Road corridor is a highly travelled corridor which currently experiences high levels of congestion during peak times. Peak travel times occur during the AM peak hour, lunchtime – Midday peak hour, and PM peak hour as well as the Saturday peak hour. Due to the high level of commercial activity along the corridor, the Midday peak hour is sometimes higher than the PM peak hour and Saturdays also experience peak times. During peaks there are sometimes queuing issues throughout the corridor where the demand for the turn lanes exceeds the available storage. This causes intermittent queuing, which further affects the traffic flow and operations of the corridor. At some locations during peak periods, travel demand at an intersection exceeds the available queuing distance between intersections, resulting in queue spillback to the adjacent intersection. This causes the traffic to be metered through the project intersections as vehicles travel through the corridor.

A review of the recent crash history shows that intersections, as well as driveways along the side streets play a large role in crash location. Vehicles turning either onto or from the main corridor of Woodruff Road are shown as high crash location areas, most commonly rear end and angle collision types which suggest this is due to congestion on the road. Additionally, during the period analyzed there were three fatalities in the study area. Based on the detailed summaries of these


2 January 2019

incidents, it was noted that these incidents were not due to geometric or design issues. It is likely that the low number of fatalities are a result of high traffic congestion leading to a decrease in average speed resulting in a less severe impact when collision occurs.

The Build Alternatives for the project include the following:

Alternative 1 - This alternative widens Woodruff Road to a seven-lane section betweenWoodruff Industrial Lane and Smith Hines Road with a Diverging Diamond Intersection(DDI) at I-85.

Alternative 2C - This alternative widens Woodruff Road to a seven-lane section betweenWoodruff Industrial Lane and Smith Hines Road with a DDI at I-85. This alternativeincludes a new roadway beginning south of Woodruff Road that utilizes the existingroadway network from Verdae Boulevard to Market Point Drive and continues to SmithHines Road via new alignment.

Alternative 3C - This alternative widens Woodruff Road to a seven-lane section between

Woodruff Industrial Lane and Smith Hines Road with a DDI at I-85. This alternativeincludes a three-lane new roadway connecting Woodruff Industrial Lane to Carolina PointParkway and continuing to Smith Hines Road via new alignment.

Alternative 6C - This alternative includes a five-lane new roadway connecting WoodruffIndustrial Lane to Carolina Point Parkway and continuing to Smith Hines Road via newalignment.

Alternative 6D - This alternative includes a five-lane new roadway connecting WoodruffIndustrial Lane to Carolina Point Parkway and continuing to Smith Hines Road via newalignment. This alternative also includes the installation of a DDI at I-85.

The projected level of service for the 2045 No Build conditions study area intersections degrades from the Existing conditions. All the 2045 Build Alternatives improve conditions beyond the 2045 No Build conditions. The 2045 Build Alternatives results generally improve study area intersection conditions from the 2045 No Build conditions with Alternative 6C showing the greatest number of improved intersections and the fewest number of degraded intersections when compared to the 2045 No Build conditions. Alternative 6D operates similarly to Alternative 6C with three fewer improved intersections and two more degraded locations.

The Woodruff Road arterial analysis shows that Alternative 6D had the highest projected average travel speed during the AM peak hour while Alternative 1 had the lowest projected average travel


3 January 2019

speed. Alternative 6C results in the smallest range of projected average speeds with operations of LOS D and LOS E.

The Woodruff Road performance index (an operations metric calculated using the total delay (control and queue delay) and the vehicle stops per hour) results in Alternative 6C operating best with the lowest performance index while Alternative 1 has the highest performance index.

In summary, all 2045 Build Alternatives result in better operations for the No Build with Alternatives 3C, 6C and 6D performing the best based on projected intersection operations, Woodruff Road arterial analysis and Woodruff Road performance index.

2.0 Introduction



3.0 Inventory

The following section discusses the Existing conditions study area, including the existing roadway conditions, area roadway construction projects, and transit facilities. Figure 1 shows the overall study area for the project.

3.1 Study Area

The Existing conditions traffic analysis study area for the project includes the following existing intersections and reviews their operations during the AM, Midday, and PM peak hour conditions. Saturday peak hour conditions were also studied for the Woodruff Road intersections as noted in the list below.

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5 January 2019

Mall Connector Road at Halton Road

Woodruff Road at Mall Connector Road (Saturday)

Woodruff Road at Salters Road

Verdae Boulevard at Salters Road

Verdae Boulevard at Old Sulphur Springs Road

Woodruff Road at Verdae Boulevard/Roper Mountain Road (Saturday)

Roper Mountain Road at Congaree Road

Roper Mountain Road at I-385 SB

Roper Mountain Road at I-385 NB

Roper Mountain Road at Independence Boulevard/Frontage Road

Millennium Boulevard at Sulphur Springs Road

Carolina Point Parkway roundabout at Avana and Corporate Campus

Woodruff Road at Ketron Court (Saturday)

Woodruff Road at Green Heron Road (Saturday)

Woodruff Road at Woodruff Industrial Lane (Saturday)

Woodruff Road at I-85 SB

Woodruff Road at I-85 NB (Saturday)

Woodruff Road at Carolina Point Parkway (Saturday)

Woodruff Road at Market Point Drive (Saturday)

Miller Road at Park Woodruff Drive

Woodruff Road at Miller Road (Saturday)

Woodruff Road at Park Woodruff Drive (Saturday)


Woodruff Road at I-385 NB

Woodruff Road at Merovan Driveway

Woodruff Road at Smith Hines Road

The Existing conditions traffic analysis study area also includes the following roadways:

Woodruff Road (SC 146) from 500 feet west of Mall Connector Road to 500 feet eastof I-385

Roper Mountain Road (S-183) from Woodruff Road (SC 146) to 500 feet north of I-385

Salters Road from Millennium Drive to Woodruff Road (SC 146)

Verdae Road from 500 feet south of Salters Road to Woodruff Road (SC 146)

Mall Connector Road from Woodruff Road (SC 146) to 500 feet north of Halton Road(S-311)


6 January 2019

Old Sulfur Springs Road (SC 326 section and non-state section)

Miller Road (S-564) from 500 feet south of Thousand Oaks Drive to Woodruff Road(SC 146)

Ketron Court

Green Heron Road

Woodruff Industrial Lane

Carolina Point Parkway

Market Point Drive

Millennium Boulevard

Smith Hines Road

3.2 Existing Roadway Conditions

The study area consists of interstate, state, Greenville County, and City of Greenville roadways. Table 1 shows the Annual Average Daily Traffic (AADT) volumes for year 2006 and years 2010 - 2016. The existing roadway laneage for the study area intersections and roadways is shown onFigure 2.

3.2.1 Interstate Roadways

Two interstates traverse the study area: I-85 and I-385.

I-385 – I-385 is an eight-lane interstate highway with a posted speed limit of 55 miles per hour(mph) in the study area. Per South Carolina Department of Transportation (SCDOT) 2016 AADTcounts, I-385 has approximately 105,500 vehicles per day (vpd) from Roper Mountain Road to I-85 and approximately 100,400 vpd from I-85 to Woodruff Road Since 2010 I-385 has experiencedan increase in traffic of approximately 2% per year in the vicinity of the project.

I-85 – I-85 is a six-lane interstate highway with a posted speed limit of 60 mph in the study area.Per SCDOT 2016 AADT counts, I-85 has approximately 108,000 vpd from Laurens Road toWoodruff Road and approximately 107,600 vpd from Woodruff Road to I-385. Since 2010 I-85has experienced an increase in traffic of approximately 2% to 3% per year in the sections fromLaurens Road to Woodruff Road and from Woodruff Road to I-385, respectively.

3.2.2 SCDOT Roadways

Woodruff Road, Roper Mountain Road, Halton Road, Congaree Road, Independence Boulevard, Frontage Road, Miller Road and Garlington Road are SCDOT roadways.


7 January 2019

Table 1: SCDOT Annual Average Daily Traffic (AADT) Counts by Year

Roadway Road Section Year

Start End 2016 2015 2014 2013 2012 2011 2010 2006

I-85 Laurens Rd. Woodruff Rd. 108,000 107,000 101,100 94,000 93,100 92,700 92,700 98,000

I-85 Woodruff Rd. I-385 107,600 105,800 100,600 91,500 90,200 90,800 91,000 94,400

I-385 I-85 Roper Mtn. Rd. 105,500 99,600 96,600 95,700 93,200 95,000 92,000 87,000

I-385 Woodruff Rd. I-85 100,400 91,600 89,500 70,6000 88,900 87,300 87,000 84,500

Miller Rd. Corn Rd. Woodruff Rd. 7,700 7,200 6,900 6,000 - - - -

Woodruff Rd. Laurens Rd. I-85 12,900 13,000 12,600 11,900 12,600 11,500 12,100 11,800

Woodruff Rd. I-85 SC 14 35,500 34,400 35,400 34,600 34,100 33,500 32,200 30,800

Mall Connector Rd.

Woods Crossing Rd.

Congaree Rd. 6,600 6,200 5,300 5,100 5,600 5,200 5,100 5,800

Verdae Blvd. Rocky Slope Rd. Verdae Blvd. 17,300 15,500 12,200 12,800 13,400 13,200 13,900 -

Roper Mountain Rd.

I-385 Woodruff Rd. 33,300 31,600 32,100 22,200 17,700 18,300 19,600 -

Roper Mountain Rd.

Roper Mountain Rd. Ext.

I-385 22,200 22,200 17,700 18,300 19,600 20,600 18,800 21,100

Halton Rd. Woodruff Rd. Congaree Rd. 8,900 8,900 7,400 7,600 8,100 9,000 8,600 11,800

Congaree Rd. Roper Mountain

Rd. Patewood Dr. 15,400 13,900 13,400 13,300 14,700 14,600 13,900 16,200

Salters Rd. Verdae Blvd. Woodruff Rd. 1,100 1,100 750 700 850 750 900 1,050

Salters Rd. I-85 Verdae Blvd. 5,300 5,300 4,100 4,300 4,400 4,900 4,600 4,000

Old Sulphur Springs Rd.

Hamby Dr. I-85 4,000 6,100 5,000 4,200 5,100 5,000 4,900 -

Source: SCDOT count data

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9 January 2019

Woodruff Road (S-146) – Woodruff Road is a five-lane minor arterial roadway with a two-way left-turn lane. Woodruff Road has a posted speed limit of 45 mph from Mall Connector Road to Verdae Boulevard and a posted speed limit of 35 mph east of Verdae Boulevard. Per SCDOT 2016 AADT counts, Woodruff Road has approximately 35,500 vpd from I-85 to SC 14, representing the eastern segment of Woodruff Road, and 12,900 vpd from Laurens Road to I-85, representing the western segment of Woodruff Road west of Roper Mountain Road. Since 2010, Woodruff Road has experienced an increase in traffic of approximately 1% and 2% per year in the sections from Laurens Road to I-85 and I-85 to SC 14, respectively.

During peak times, extensive queuing occurs on Woodruff Road especially during the December shopping season where traffic is significantly impacted by access to commercial parcels along the corridor. This is documented in the Magnolia Park – Final Traffic Analysis prepared by AECOM in January 2017. This study documents the congestion issues on Woodruff Road and within Magnolia Park. It specifically notes that due to the overall congestion on Woodruff Road, vehicles exiting the development commonly do not have room to successfully pass through an intersection without blocking it, essentially metering the flow along the corridor. This study also found that on Saturday, 50% of the vehicles using Woodruff Road between Roper Mountain Road/Verdae Boulevard and I-85 were accessing the Magnolia Park Development.

Roper Mountain Road (S-183) – Roper Mountain Road is a four-lane minor arterial roadway with a posted speed limit of 40 mph in the vicinity of the study area. Per SCDOT 2016 AADT counts, Roper Mountain Road has approximately 33,300 vpd from I-385 to Woodruff Road and approximately 22,200 vpd from Roper Mountain Road Extension to I-385. Since 2010, Roper Mountain Road has experienced an increase in traffic of approximately 7% and 3% per year in the sections from I-385 to Woodruff Road and Roper Mountain Road Extension to I-385 respectively. Roper Mountain Road provides access between Woodruff Road and I-385.

Halton Road (S-311) – Halton Road is a four-lane major collector roadway with two-way left-turn lane and a posted speed limit of 40 mph. Per SCDOT 2016 AADT counts, Halton Road has approximately 8,900 vpd and has seen an increase in traffic of approximately 1% per year since 2010.

Congaree Road (S-509) – Congaree Road is a three-lane major collector roadway with a two-way left-turn lane and a posted speed limit of 35 mph. Per SCDOT 2016 AADT counts, Congaree Road has approximately 15,400 vpd and has seen an increase in traffic of approximately 2% per year since 2010. Congaree Road provides access to the Haywood Mall from Roper Mountain Road.

Independence Boulevard (S-1102) – Independence Boulevard is a two-lane roadway that runs parallel to I-385 south of Roper Mountain Road.


10 January 2019

Frontage Road (S-1103) – Frontage Road is a two-lane roadway with a posted speed limit of 35 mph. Frontage Road runs parallel to I-385 north of Roper Mountain Road.

Miller Road (S-564) – Miller Road is a two-lane major collector roadway with a posted speed limit of 45 mph. Per SCDOT 2015 AADT counts, Miller Road has approximately 7,200 vpd.

Garlington Road (S-564) – Garlington Road is a two-lane roadway connecting Woodruff Road to Pelham Road with a posted speed limit of 45 mph.

Salters Road – Salters Road is a two-lane major collector roadway with a posted speed limit of 25 mph north of Verdae Boulevard and a five-lane roadway with bike pedestrian facilities and a posted speed limit of 35 mph south of Verdae Boulevard. At the time of the traffic counts, Salters Road was closed north of Verdae Boulevard as part of the Salters Road widening project. Per SCDOT 2016 AADT counts, Salters Road has approximately 1,100 vpd from Woodruff Road to Verdae Boulevard and approximately 5,300 vpd from Verdae Boulevard to I-85. Since 2010, Salters Road has experienced an increase in traffic of approximately 3% and 2% per year in the sections from Woodruff Road to Verdae Boulevard and Verdae Boulevard to I-85, respectively. A portion of Salter Road is owned and maintained by the County.

3.2.3 Greenville County Roadways

Ketron Court, Green Heron Road and Woodruff Industrial Lane are owned and maintained by Greenville County.

Ketron Court – Ketron Court is a minor two-lane roadway. Ketron Court is currently a dead-end street south of Woodruff Road.

Green Heron Road – Green Heron Road is a minor two-lane roadway. Green Heron Road is currently a dead-end street south of Woodruff Road.

Woodruff Industrial Lane – Woodruff Industrial Lane is a minor two-lane roadway with a two-way left-turn lane for approximately 800 feet. Woodruff Industrial Lane has a posted speed limit of 25 mph.

North of Woodruff Road, the roadways opposite Ketron Court, Green Heron Road, and Woodruff Industrial Lane provide access to private development.

Smith Hines Road – Smith Hines Road is a two-lane roadway with a posted speed limit of 30 mph from Woodruff Road to Miller Road.


11 January 2019

3.2.4 City of Greenville Roadways Verdae Boulevard, Mall Connector Road, Salters Road, Old Sulfur Springs Road, Millennium Boulevard, Carolina Point Parkway, Market Point Drive and Park Woodruff Drive are owned and maintained by the City of Greenville. Verdae Boulevard – Verdae Boulevard is a five-lane minor arterial roadway with a two-way left-turn lane and a posted speed limit of 45 mph. Verdae Boulevard. Per SCDOT 2016 AADT counts, Verdae Boulevard has approximately 17,300 vpd. Since 2010, Verdae Boulevard has experienced an average increase in traffic of approximately 3% per year. Verdae Boulevard connects Salters Road to Woodruff Road. Mall Connector Road – Mall Connector Road is a three-lane roadway with a two-way left-turn lane and a posted speed limit of 35 mph. Per SCDOT 2016 AADT counts, Mall Connector Road has approximately 6,600 vpd and has seen an increase in traffic of approximately 4% per year since 2010. Mall Connector Road provides access to the Haywood Mall from Woodruff Road. Old Sulphur Springs Road – Old Sulphur Springs Road is a two-lane roadway with a posted speed limit of 25 mph. Per SCDOT 2016 AADT counts, Old Sulphur Springs Road has approximately 4,000 vpd. Old Sulphur Springs Road saw a rise in traffic from 2010 to 2015 with an increase of approximately 4% per year however there was a decrease in traffic of approximately 50% from 2015 to 2016. Old Sulphur Springs Road was closed at the time of the traffic counts for road construction from just north of Verdae Boulevard to Millennium Boulevard/Carolina Point Parkway, which is the probable cause of the significant decrease in traffic. Millennium Boulevard – Millennium Boulevard is a four-lane divided roadway. East of Old Sulphur Springs Road, Millennium Boulevard becomes Carolina Point Parkway. Carolina Point Parkway – Carolina Point Parkway is a four-lane divided roadway with a posted speed limit of 30 mph. Carolina Point Parkway extends from Millennium Boulevard to Woodruff Road. Since the collection of the traffic counts, the City has recently completed a two-lane roadway connection between Carolina Point Parkway and Market Point Drive. Market Point Drive – Market Point Drive is a four-lane divided major collector roadway. Market Point Drive has a posted speed limit of 25 mph. Park Woodruff Drive – Park Woodruff Drive is a two-lane roadway with a two-way left-turn lane. Park Woodruff Drive connects Woodruff Road and Miller Road.


12 January 2019

3.3 Area Roadway Construction Projects

There are several SCDOT and City projects underway in the study area. These are summarized below. 3.3.1 I-85/I-385 Gateway Project The I-85/I-385 Gateway Project is an ongoing SCDOT design build project to construct the new interchange at I-85 and I-385. Along with the construction of a new interchange, the project also includes improvements to I-385, Roper Mountain Road, Woodruff Road, Garlington Road, Miller Road, and Chrome Drive. The project is expected to be completed in 2019. The improvements associated with this project will be incorporated in the future conditions analysis. 3.3.2 Woodruff Road Sidewalk Project The Woodruff Road Sidewalk Project is currently in design and development. The project will construct a new sidewalk on the northern side of Woodruff Road between Roper Mountain Road to Old Country Road (just west of I-85). 3.3.3 I-85 (US 25 to SC 129) - US 29 and SC 146/296 Signal Improvement & Cameras This project will implement advanced traffic signal systems along the Woodruff Road Corridor along with US 29, SC 296 and other connecting routes. The project will coordinate with I-85 operations for corridor management purposes. 3.3.4 Piedmont Natural Gas Connector Road This project will connect Woodruff Industrial Lane to Verdae Boulevard with connections planned with Green Heron Road and Ketron Court. The Ketron Court and Green Heron Road access points are planned to be roundabouts. The facility is planned to be controlled access and will have a traffic signal at its connection to Verdae Boulevard. This project is currently under construction. The improvements associated with this project will be incorporated in the future conditions analysis. 3.4 Transit Facilities

The Greenville area is served by Greenlink Transit. The study area is partially served by Route 16, the University Center CU-ICAR circulator route. This route serves Woodruff Road from Carolina Point Parkway to Mall Connector Road. The route connects Woodruff Road to the Haygood Mall area and to Laurens Road as shown in Figure 3.


13 January 2019

Source: Greenlink

Figure 3: Greenlink #16 Route


14 January 2019

On Monday through Friday, the route runs every half hour from 5:30 AM to 9:00 PM and on Saturday, it runs hourly from 8:30 AM to 6:30 PM. Tables 2 and 3 show the route schedules for the circulators.

Table 2: Circulator A: CU-ICAR / University Center / Haywood Mall1

Stop Time CU-ICAR :30

St. Francis Millennium :34 University Center :46

Haywood Mall :55 St. Francis Eastside :00

Patewood Medical Campus :02 Waterside Greene Apartments :07

CU-ICAR :22 Source: http://www.ridegreenlink.com/1204/Schedules

Table 3: Circulator B (Monday-Friday ONLY): CU-ICAR / University

Center / Haywood Mall1

Stop Time CU-ICAR :00

St. Francis Millennium :04 University Center :16

Haywood Mall :25 St. Francis Eastside :30

Patewood Medical Campus :32 Waterside Greene Apartments :37

CU-ICAR :52 Source: http://www.ridegreenlink.com/1204/Schedules


15 January 2019

4.0 Data Collection

The following data collection activities were performed for the study area.

4.1 Roadway Volume Data

In addition to the SCDOT daily traffic volume data presented in Table 1, pneumatic tube count data was collected at the following locations in April, May, and October 2017. Tube counts were collected for 48 hours or seven days depending on the location.

Woodruff Road (SC 146)o Between Miller Road and Market Point Driveo Between Carolina Point Parkway and I-85o Between Woodruff Industrial Lane and Green Heron Roado Between Ketron Court and Roper Mountain Road/Verdae Boulevardo Between Roper Mountain Road and Salters Roado Between I-385 and Smith Hines Road

Verdae Boulevard south of Woodruff Road (SC 146)

Salters Road between Verdae Boulevard and Woodruff Road (SC 146)

Verdae Boulevard between Salters Road and Woodruff Road (SC 146)

Mall Connector Road between Woodruff Road (SC 146) and Halton Road (S-311)

Miller Road (S-564) south of Woodruff Road (SC 146)

Carolina Point Parkway between Millennium Drive and Woodruff Road (SC 146)

All count data is included in the Appendix.

Capacity of a roadway is based on the area type, speed limit, number of lanes, the presence of a median and turn lanes. The Florida Department of Transportation (FDOT) Level of Service (LOS) generalized tables use these roadway characteristics to determine roadway capacity. For Woodruff Road, LOS D capacity is approximately 40,000 vpd. Figure 4 shows a comparison of the volumes on Woodruff Road by section and by day of week with the LOS D capacity of 40,000 vpd.

Along the Woodruff Road corridor, Sunday has the lowest traffic volumes. At all locations, traffic volumes rise steadily through the week with Friday seeing the highest traffic volumes. The highest traffic volumes on Woodruff Road in the study area are seen in the vicinity of Smith Hines Road where the corridor sees over 45,000 vpd on average weekdays and Fridays (greater than the roadway’s capacity) and approximately 35,000 vpd on an average weekend day. There was a significant drop in traffic volumes in the vicinity of Mall Connector Road where the corridor has between 15,000 and 20,000 vpd on average weekdays and Fridays and approximately 12,000 vpd on an average weekend day.


16 January 2019

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

45,000

50,000

Su M Tu W Th F Sa

Average Da

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Day of the Week

Figure 4:Woodruff Road Traffic Volumes by Location

East of Mall Connector Rd

West of Ketron Ct

East of Green Heron

East of I‐85

West of Miller Rd

West of Smith Hines

LOS D Capacity


17 January 2019

Figure 5 shows a comparison of the average weekday, Friday, and Saturday volumes on Woodruff Road by section. Across the Woodruff Road corridor, the areas between Roper Mountain Road and Ketron Court, between I-85 and Miller Road, and between I-385 and Smith Hines Road consistently see higher traffic volumes than the other areas of the corridor. These segments are over LOS D capacity on an average weekday and Friday.

Figure 6 shows a comparison of the total daily volumes on Woodruff Road by section, direction of travel, and day of week. At Mall Connector Road and Green Heron Road the directionality of the traffic volumes on Woodruff Road are generally evenly split between eastbound and westbound traffic. The section of Woodruff Road east of I-85 has the most variability with a greater amount of traffic traveling eastbound away from the interstate. West of Miller Road and west of Ketron Court, the traffic travels more predominately westbound on the corridor. West of Smith Hines Road, the traffic travels more predominately eastbound on the corridor. Based on the FDOT generalized LOS tables, the LOS D daily directional capacity is approximately 20,000 vpd.

Figure 7 shows a comparison of the Woodruff Road traffic over the time of day and the hourly two-way capacity of the roadway of approximately 3,600 vehicles (based on the FDOT generalized LOS tables). Peaks occur across the corridor at 8 AM, noon and 5 PM. There is a decrease in traffic volume after each peak, with a more pronounced drop at 9 AM in the vicinity of I-85, Miller Road, and Smith Hines Road. At these locations. there is a large amount of commercial square footage where some businesses open later in the morning outside of the AM peak hour. Except for the Miller Road and Smith Hines Road locations, the corridor experiences a small drop after lunch which then builds to the PM peak hour. On the average weekday, the traffic begins to drop along the corridor around 7 PM. Woodruff Road, east of Green Heron, a more sustained PM peak hour but then drops off similar to the rest of the corridor. Figure 7 shows all segments of Woodruff Road to be operating at LOS D or better on an hourly weekday basis.

Figure 8 shows a comparison of the other study area roadway average weekday traffic volumes and their respective LOS D capacities. Capacities for the individual roadways were determined based on the roadway characteristics. Verdae Boulevard had the highest average weekday daily traffic volume of approximately 20,000 vehicles, most similar to the traffic volumes on Woodruff Road by Mall Connector Road, east of Roper Mountain Road. Miller Road has approximately 12,000 vehicles per day on an average weekday and Carolina Point Parkway and Mall Connector Road have approximately 8,000 vehicles per day. Salters Road was collected but is not shown in Figure 8 as a portion of Salters Road is currently under construction, widening it from a two-lane roadway to a five-lane road with bicycle and pedestrian facilities from Verdae Boulevard to Millennium Boulevard/Carolina Point Parkway. Figure 8 shows all roadways have weekday volumes lower than the LOS D capacity for the roadway.


18 January 2019

0

5,000

10,000

15,000

20,000

25,000

30,000

35,000

40,000

45,000

50,000

Weekday Friday Weekend

Average Da

ily Traffic Vo

lume

Day of the Week

Figure 5:Woodruff Road Average Daily Traffic Volumes


West of Ketron Ct

East of Green Heron

East of I‐85

West of Miller Rd

West of Smith Hines

LOS D Capacity


19 January 2019

0

5,000

10,000

15,000

20,000

25,000

30,000

Su M Tu W Th F Sa

Average Da

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lume

Day of the Week

Figure 6:Woodruff Road Daily Directional Traffic Volumes

East of Mall Connector Rd, EB

East of Mall Connector Rd,WBWest of Ketron Ct, EB

West of Ketron Ct, WB

East of Green Heron, EB

East of Green Heron, WB

East of I‐85, EB

East of I‐85, WB

West of Miller Rd, EB

West of Miller Rd, WB

West of Smith Hines, EB

West of Smith Hines, WB

LOS D Capacity


20 January 2019

‐400

100

600

1,100

1,600

2,100

2,600

3,100

3,600

Average Ho

urly Traffic Vo

lumeFigure 7:

Woodruff Road Average Weekday Hourly Traffic Volumes


West of Ketron Ct

East of Green Heron

East of I‐85

West of Miller Rd

West of Smith Hines

LOS D Capacity


21 January 2019

0

5,000

10,000

15,000

20,000

25,000

30,000

TrafficVolum

eFigure 8:

Other Study Area Roadways - Average Weekday Daily Traffic Volume

Carolina Point Pkwy

Mall Connector Rd

Miller Rd

Verdae Blvd

LOS D Capacity


22 January 2019

4.2 Turning Movement Counts

Turning movement traffic count data was collected in April 2017 from 7:00 AM to 9:00 AM, 11:00 AM to 1:00 PM, and 4:00 PM to 6:00 PM for weekday counts and 11:00 AM to 3:00 PM for Saturday counts at the following intersections:


Woodruff Road at Mall Connector Road




Woodruff Road at Verdae Boulevard/Roper Mountain Road





Carolina Point Parkway roundabout at Avana and Corporate Campus

Woodruff Road at Ketron Court

Woodruff Road at Green Heron Road

Woodruff Road at Woodruff Industrial Lane



Woodruff Road at Carolina Point Parkway

Woodruff Road at Market Point Drive


Woodruff Road at Miller Road

Woodruff Road at Park Woodruff Drive



Turning movement traffic count data was collected in September 2017 from 7:00 AM to 9:00 AM, 11:00 AM to 1:00 PM, and 2:00 PM to 6:00 PM at the following intersection:



23 January 2019

Turning movement traffic count data was collected in October 2017 from 7:00 AM to 9:00 AM, 11:00 AM to 1:00 PM, and 2:00 PM to 6:00 PM at the following intersections:

Woodruff Road at Merovan Access


Turning movement count data can be found in the Appendix and the AM, Midday, PM, and Saturday peak hour existing traffic volumes are shown in Figure 9.

4.3 Signal Plans and Timings

There are 18 existing traffic signals located at intersections in the study area. Traffic signal plans were obtained from the City of Greenville and SCDOT for the existing signal installations at the following locations:






















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2

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12

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AM Peak

[XX]

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<XX>Saturday Peak

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11

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25 January 2019

Existing signal timings were applied to the signalized intersections for the intersection analysis.

Traffic signal timings are being updated as part of the I-85/I-385 Gateway Project. These were incorporated in the analysis as appropriate.

5.0 Accident Data Summary

The accident analysis is summarized in the Accident Analysis Summary (Bihl Engineering 2018) for the project. For the study, historic crash data from January 2015 – December 2016 were reviewed for the entirety of the study area including the following roadways:

Woodruff Road (Mall Connector Road [mile point (MPT) 1.167] to I-385 [MPT3.820])

Mall Connector Road (Woodruff Road to 500 feet north of Halton Road)

Salters Road (Old Sulphur Springs Road [MPT 1.260] to Woodruff Road [MPT 2.490])

Roper Mountain Road (Roper Mountain Road Extension [MPT 2.510] to WoodruffRoad [MPT 2.990])

Verdae Boulevard (Rocky Slope Road [MPT 1.100] to Geer Highway [MPT 1.980])

Ketron Court

Green Heron Road

Old Sulphur Springs Road (Woodruff Road to Forrester Drive [MPT 1.100])

Woodruff Industrial Lane

Carolina Point Parkway (Old Sulphur Springs Road to Woodruff Road)

Market Point Drive

Miller Road (Berry Drive [MPT 3.644] to Woodruff Road [MPT 4.25])

The 1,185 crashes (814 crashes on Woodruff Road and 371 crashes on the surrounding study area roadways) were reviewed allowing for the identification of hotspot locations and trends within the study area.

Many of the accidents were classified as property damage only; however, 11% were classified as possible injuries, 4% as non-incapacitating injuries, less than 1% as incapacitating injuries, and less than 0.5% as fatalities. Crashes involving fatalities were the result of both fixed object and angle collisions on Woodruff Road and Verdae Boulevard.

Crash rates were calculated for the roadway segments in the study area. Woodruff Road experiences a crash rate of 20.19 crashes per 1,000,000 vehicle miles travelled for the 2.653-mile segment in the study area. Of the remaining study area roadways experiencing higher crash rates and more than five crashes in a two-year period, Roper Mountain Road has a crash rate of 25.80


26 January 2019

crashes per 1,000,000 vehicle miles travelled and Woodruff Industrial Lane has a crash rate of 21.22 crashes per 1,000,000 vehicle miles travelled. These latter two roadways segments are shorter than a half mile, so these crash rates are specific to the length of the roadway in the study area. Other study area roadway crash rates ranged from 3 – 9 crashes per 1,000,000 vehicle miles traveled.

Based on the review of the crash locations and trends, the study area hot spots were identified and are listed below:

Woodruff Road MPT 1.80- MPT 2.00(Intersection of Woodruff Road and Roper Mountain Road)

Woodruff Road MPT 2.70- MPT 2.90(From Woodruff Industrial Lane to Carolina Point Parkway)

Woodruff Road MPT 3.15- MPT 3.55(From Market Point Drive to I-385 northbound ramp)

Roper Mountain Road MPT 2.40- MPT 3.00(I-385 on/off-ramps to Frontage Road/Independence Boulevard)

In general, the number of accidents along Woodruff Road and Roper Mountain Road in the study area are considered high. Many of these accidents are rear end and the congestion on the corridor contributes to the number of incidents. Figure 10 shows collision data along the corridor.

A review of the crash history shows that intersections, as well as the driveways along the side streets to play a large role in crash location. Vehicles turning either onto or from the main corridor of Woodruff Road are shown as high crash location areas, most commonly rear end and angle collision types which suggest this is due to the congestion of the road. Additionally, during the period analyzed there were three fatalities in the study area. Based on the detailed summaries of these incidents, it was noted that these incidents were not due to geometric or design issues. It is likely that the low number of fatalities are a result of high traffic congestion leading to a decrease in average speed resulting in a less severe impact when collision occurs.

6.0 Background Growth Development

Background traffic volumes were developed by reviewing historic and projected traffic data. The following section discusses the methodology used to develop future year traffic volumes.

6.1 Historic Traffic Volumes

To determine the historic growth rate, previously collected data was compared to existing data to determine a percent growth per year that has been realized over the past ten years. Based on historic

Fig

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Not Collision with Motor Vehicle in Transport(Non-Collision)

Not Collision with Motor Vehicle in Transport(Collision with Fixed Not Object)

Not Collision with Motor Vehicle in Transport(Collision with Fixed Object)

Rear End

Head On

Backed Into

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Sideswipe, Same Direction

Sideswipe, Opposite Direction

Unknown

Number Description & Symbol

2

12

34

580

12

11

1

410

112

6

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28 January 2019

Annual Average Daily Traffic (AADT) data collected by the South Carolina Department of Transportation (SCDOT), the study area experienced an overall growth rate of approximately 3% per year from 2006 to 2016. Woodruff Road saw an increase of 1.5% per year growth rate from 2006 to 2016 (ten years). Miller Road, Verdae Boulevard, Roper Mountain Road, and Salters Road were also reviewed due to their location in the study area. Roper Mountain Road had the highest increase of traffic at 11% growth rate per year from I-385 to Woodruff Road from 2010 to 2016 (six years). 7.0 Alternatives Development The details of the alternatives were developed using Greenville-Pickens Area Transportation Study Long-Range transportation model information and project team input. This section describes the process used to develop the project alternatives for study. 7.1 Greenville-Pickens Area Transportation Study Model Volumes

The Greenville-Pickens Area Transportation Study (GPATS) publishes a Long-Range Transportation Plan (LRTP) every ten years with updates every five years. The latest publicly available model included projections for the 2040 conditions. The 2015 and baseline 2040 GPATS LRTP model runs for the study area are shown in the Appendix. 7.2 Preliminary Alternatives Development

The alternatives development included a review of various concepts that reviewed the project limits along Woodruff Road, along with variations on the locations of the parallel roadway and the number of lanes on Woodruff Road. As part of the alternative model development, the 2040 GPATS LRTP model network was adjusted to reflect the preliminary project concepts and the projected daily traffic volumes by model segment and the projected segment level of service based on the projected volume to capacity ratios. All model runs showed lower traffic volumes on the Woodruff Road segments from Mall Connector Road to Roper Mountain Road with projected levels of service of LOS D or better. This transportation related information was presented to the project team and along with other environmental, utility, roadway constructability, and other information four segments were selected for further study. All of the alternatives do not include improvements to Woodruff Road from Mall Connector Road to Roper Mountain Road.


29 January 2019

The model runs for all preliminary concepts and summary table of the projected daily traffic volumes are shown in the Appendix.

7.2.1 Alternatives for Study

The following alternatives were included for study in the traffic analysis. The details of each alternative are described below. In addition, for the concepts referenced below, the laneage of the intersection of Woodruff Road and Miller Road/Garlington Road includes the I-85/I-385 Gateway project laneage improvements at that intersection.

7.2.2 No Build Alternative

The PNG Connector and the I-85/I-385 Gateway Project are included in the No Build and all additional scenarios as they will be constructed prior to the 2045 design year. This alternative has no additional improvements to the corridor.

7.2.3 Alternative 1

Alternative 1 widens Woodruff Road to a seven-lane section between Woodruff Industrial Lane and Smith Hines Road. It also includes the installation of a DDI at I-85. The PNG Connector and the I-85/I-385 Gateway project are included in this alternative. In addition, a north leg of Woodruff Road at Carolina Point Parkway is constructed. Figure 11 shows a conceptual alignment of the alternative.

7.2.4 Alternative 2C

Alternative 2C widens Woodruff Road to a seven-lane section between Woodruff Industrial Lane and Smith Hines Road. It also includes the installation of a DDI at I-85. In addition to the widening, this alternative includes construction of a new roadway south of Woodruff Road, utilizing the existing roadway network from Verdae Boulevard to Carolina Point Parkway, then continuing to Smith Hines Road via new alignment. The PNG Connector and the I-85/I-385 Gateway Project are included in this alternative. Also, in this alternative, a north leg of Woodruff Road at Carolina Point Parkway is constructed and the north leg of the intersection of Woodruff Road at Smith Hines Road (existing McAlister’s Deli driveway) is proposed to be closed. Figure 12 shows a conceptual alignment of the alternative.


Alternative 3C widens Woodruff Road to a seven-lane section between Woodruff Industrial Lane and Smith Hines Road. It also includes the installation of a DDI at I-85. This alternative includes construction of a new three-lane roadway connecting Woodruff Industrial Lane to Carolina Point Parkway and continuing to Smith Hines Road. The PNG Connector and the I-85/I-385 Gateway


30 January 2019

Project are included in this alternative. Also, in this alternative, a north leg of Woodruff Road at Carolina Point Parkway is constructed and the north leg of the intersection of Woodruff Road at Smith Hines Road (existing McAlister’s Deli driveway) is proposed to be closed. Figure 13 shows a conceptual alignment of the alternative.


Alternative 6C includes construction of a new five-lane roadway connecting Woodruff Industrial Lane to Carolina Point Parkway and continuing to Smith Hines Road. The PNG Connector and the I-85/I-385 Gateway Project are included in this alternative. Also, in this alternative, the north leg of the intersection of Woodruff Road at Smith Hines Road (existing McAlister’s Deli driveway) is proposed to be closed. Figure 14 shows a conceptual alignment of the alternative.

7.2.7 Alternative 6D

Alternative 6D includes construction of a new five-lane roadway connecting Woodruff Industrial Lane to Carolina Point Parkway and continuing to Smith Hines Road. This alternative also includes the installation of a DDI at I-85. The PNG Connector and the I-85/I-385 Gateway Project are included in this alternative. Also, in this alternative the north leg of the intersection of Woodruff Road at Smith Hines Road (existing McAlister’s Deli driveway) is proposed to be closed. Figure 15 shows a conceptual alignment of the alternative.

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Source: Infrastructure Consulting & Engineering

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36 January 2019

7.3 Roadway Growth Rates

Table 4 summarizes the calculated growth rates in the study area, based on the model projections, which included data from study area roadways for the No Build and Build Alternatives. Alternative 6C and Alternative 6D are shown together as the roadway network does not change except for the DDI installation in Alternative 6D.

7.4 Methodology for Developing Future Year Traffic Volumes

As stated previously, traffic volumes for the future year conditions were developed using the 2040 GPATS LRTP model traffic trends combined with historical AADT data provided by SCDOT, applied to the existing conditions traffic volumes.

For roadways in the study area where the 2040 GPATS LRTP model specifically projects the 2040 traffic volumes, model scenarios were developed to reflect the improvements for each Build Alternative. Yearly growth rates, based on the model volumes in the 2015 baseline and 2040 Build Alternative models, were calculated for each roadway section under each Build Alternative. Existing year turning movement baseline counts were grown by the yearly growth rates for their respective roadway section for 28 years, from the 2017 Existing conditions traffic volumes to develop the projected 2045 conditions for the No Build Alternative and each Build Alternative. Projected daily traffic volumes and growth rates are shown in Table 4.

For roadways not specifically included in the 2040 GPATS LRTP, the 2045 traffic volumes were developed using the growth rates associated with adjacent roadways or traffic analysis zones in the vicinity (Table 4).


37 January 2019

Table 4: Projected Daily Traffic Volumes and Growth Rates by Alternative

Roadway Start End

Model Projected Daily Traffic Volumes Yearly Growth Rate by Section (2015 to 2040)

Alternative

2015 No

Build 1 2C 3C 6C/6D

No Build

1 2C 3C 6C/6D

Woodruff Rd

Rocky Slope Rd

Mall Connector

Rd - 15,209 15,283 15,080 15,302 15,695

1.19% 1.24% 1.21% 1.19% 1.27% Woodruff

Rd Salters Rd Brook Dr 13,199 15,938 16,024 15,916 16,375 17,150

Woodruff Rd

Brook Dr Verdae Blvd

15,681 21,516 21,832 21,718 21,110 20,919 0.24% 0.49% 0.60% 0.47% 0.19%

Woodruff Rd

Verdae Blvd Green

Heron Rd 22,764 24,146 25,553 26,186 25,458 23,853

Woodruff Rd

Green Heron Rd

Mall Driveway

22,764 28,837 30,690 30,213 28,233 25,234 0.65% 0.96% 0.88% 0.59% 0.12%

Woodruff Rd

Mall Driveway

Woodruff Industrial

Ln 29,360 31,788 33,892 33,440 31,608 28,457

1.13% 1.43% 1.34% 0.46% 0.02% Woodruff

Rd Woodruff

Industrial Ln I-85 SBRamp

32,606 41,815 44,234 43,498 36,369 32,730

Woodruff Rd

I-85 SBRamp

I-85 NBRamp

- 48,242 54,855 54,038 47,407 40,062

0.53% 1.30% 1.16% 0.53% -0.30%Woodruff

Rd I-85 NBRamp

Carolina Point Pkwy

45,788 51,806 60,702 59,078 51,847 42,391

Woodruff Rd

Carolina Point Pkwy

Market Point Dr

49,848 57,748 66,725 62,006 57,748 47,882 0.63% 1.35% 0.98% 0.63% -0.16%

Woodruff Rd

Market Point Dr

Miller Road 39,140 46,054 55,022 48,781 46,574 38,078 0.71% 1.62% 0.99% 0.76% -0.11%

Woodruff Rd

Miller Road I-385 SB

Ramp36,694 40,348 48,067 41,700 39,799 32,890 0.40% 1.24% 0.55% 0.34% -0.41%

Woodruff Rd

I-385 SBRamp

I-385 NBRamp

44,223 50,655 59,492 53,044 50,965 43,155 0.58% 1.38% 0.80% 0.61% -0.10%


38 January 2019

Table 4 (cont.): Projected Daily Traffic Volumes and Growth Rates by Alternative

Roadway Start End


Alternative

2015 No

Build 1 2C 3C 6C/6D

No Build

1 2C 3C 6C/6D

Woodruff Rd

I-385 NBRamp

Smith Hines Rd

57,430 62,551 70,338 63,613 61,495 53,558 0.36% 0.90% 0.43% 0.28% -0.27%

Woodruff Rd

Smith Hines Rd

Prado Way 57,430 62,551 70,338 74,091 74,488 71,046 0.36% 0.90% 1.16% 1.19% 0.95%

Verdae Blvd Woodruff

Rd PNG

Connector 13,121 17,280 17,525 17,256 18,079 19,501 1.83% 1.96% 1.68% 1.98% 2.07%

Roper Mtn Rd

Woodruff Rd

Congaree Rd

28,580 36,327 35,901 35,621 35,913 36,244 1.08% 1.02% 0.99% 1.03% 1.07%

PNG Connector

Verdae Blvd Woodruff Industrial

Ln - 14,002 14,164 13,092 17,688 20,188 - - - - -

Green Heron Rd

PNG Connector

Woodruff Rd

2,209 4,691 5,136 4,026 2,774 1,384 4.49% 5.30% 3.29% 1.02% -1.49%

Woodruff Industrial Ln

PNG Connector

Woodruff Rd

4,445 10,027 10,342 10,058 5,258 4,837 5.02% 5.31% 5.05% 0.73% 0.35%

Carolina Point Pkwy

Old Sulphur Springs Rd

New Roadway

Connection 1,542 4,914 5,205 10,476 6,166 7,162 8.75% 9.50% 23.1% 11.9% 14.5%

Carolina Point Pkwy

New Roadway

Connection

Woodruff Rd

1,542 4,914 5,205 2,122 4,856 4,534 8.75% 9.50% 1.50% 8.60% 7.76%

Miller Rd Thousand Oaks Blvd

Woodruff Rd

6,827 7,071 7,456 6,962 5,370 5,185 0.14% 0.37% 0.08% -0.85% -0.96%

New Roadway

Connection

Woodruff Rd

Miller Rd - - - 10,476 12,992 17,487 - - - - -

New Roadway

Connection Miller Rd Midpoint - - - 8,742 10,568 17,375 - - - - -


39 January 2019


Roadway Start End


Alternative

2015 No

Build 1 2C 3C 6C/6D

No Build

1 2C 3C 6C/6D

New Roadway

Connection Midpoint

Carolina Point Pkwy

- - - 8,354 14,246 20,800 0.99% 1.46% 1.19% 0.88% 0.41%

New Roadway

Connection

Carolina Point Pkwy

PNG Connector

- - - - 13,433 18,729 - - - - -

Connection to Mall

(Woodruff) Verdae Blvd I-85 14,744 14,442 14,454 14,455 14,462 14,452 -0.08% -0.08% -0.08% -0.08% -0.08%

Connection to Mall

(Woodruff) I-85 Miller Rd 5,486 5,186 5,270 5,275 5,329 5,289

Garlington Road

Woodruff Rd

Chrome Dr 13,667 16,416 17,184 17,288 17,432 16,338 0.80% 1.03% 1.06% 1.10% 0.78%

I-85 SBOfframp

- - 7,646 11,043 10,253 10,441 10,799 10,036 1.78% 1.36% 1.46% 1.65% 1.25%

I-85 SBOnramp

- - 15,281 18,024 18,653 18,526 19,526 18,112 0.72% 0.88% 0.85% 1.11% 0.74%

I-85 NBOfframp

- - 11,817 13,500 14,045 13,670 14,550 13,740 0.57% 0.75% 0.63% 0.93% 0.65%

I-85 NBOnramp

- - 3,552 5,067 4,253 4,236 4,283 4,451 1.71% 0.79% 0.77% 0.82% 1.01%

I-85 NBOnramp

- - 3,651 4,893 4,714 4,584 4,444 4,441 1.36% 1.16% 1.02% 0.87% 0.87%


40 January 2019


Roadway Start End


Alternative

2015 No

Build 1 2C 3C 6C/6D NB 1 2C 3C 6C/6D

Market Point Drive

Woodruff Rd

Market Point Conn

16,238 19,446 19,602 14,482 12,403 10,854 0.79% 0.83% -0.43% -0.94% -1.33%

I-385 SBOfframp

- - 14,428 14,800 14,826 14,870 14,497 14,351 0.10% 0.11% 0.12% 0.02% -0.02%

I-385 SBOnramp

- - 4,882 5,585 6,716 7,032 7,252 6,587 0.58% 1.50% 1.76% 1.94% 1.40%

I-385 NBOfframp

- - 5,310 5,341 7328 7,605 7,693 7,263 0.02% 1.52% 1.73% 1.80% 1.47%

I-385 NBOnramp

- - 14,312 14,507 15243 15,289 15,288 14,693 0.05% 0.26% 0.27% 0.27% 0.11%

Smith Hines Road TAZ

- - 22,665 25,985 25959 25,984 25,975 25,894 0.59% 0.58% 0.59% 0.58% 0.57%

Market Point TAZ

- - 5,486 5,186 5,270 5,275 5,329 5,299 -0.22% -0.16% -0.15% -0.11% -0.14%

Smith Hines new + TAZ

- - 22,665 25,985 25,959 36,460 38,967 43,381 0.59% 0.58% 2.43% 2.88% 3.66%

Source: GPATS model runs


41 January 2019

Carolina Point Parkway locations were adjusted from the 2040 GPATS LRTP model volumes due to the 2015 base year model not accurately reflecting the 2017 conditions. Carolina Point Parkway growth rates were determined to be 8% – 30% per year. The 2015 model traffic volumes were found to be much lower than the 2017 measured traffic volumes. Therefore, the 2017 traffic volumes were used to develop the growth rates for the Carolina Point Parkway intersections.

The PNG Connector was not present in the 2015 model or Existing conditions but is included in the future year models. To reflect the traffic volumes on the PNG Connector, the relationship between the Woodruff Road and PNG Connector model volumes was used to develop the PNG Connector traffic volumes, along with the traffic volumes at the intersections on Woodruff Road in the vicinity. In addition, the PNG Connector traffic study performed by AECOM was used to assist in the development of the reassigned traffic volumes.

A similar methodology was completed for the new Parallel Roadway sections; the relationship between the Woodruff Road and new roadway model volumes was used to develop the new Parallel Roadway traffic volumes, along with the traffic volumes at the intersections on Woodruff Road in the vicinity. For Alternatives 3C, 6C, and 6D, the traffic volumes between the PNG Connector and the new roadway were balanced along the roadway as the Parallel Roadway is continued to the PNG Connector.

To further assist with the future traffic assignment, several select link model runs were performed for areas not specifically included in the model. These select link model runs are included in the Appendix and include segment distribution information for segments along Woodruff Industrial Lane, Woodruff Road, and the Parallel Roadway to assist with traffic assignment.

In Alternative 1, 2C, and 3C where a DDI is planned and a new north leg was constructed at the intersection of Woodruff Road at Carolina Point Parkway, the traffic volumes at Market Point Drive were adjusted and 1/3 of the north leg traffic was reassigned to the new Carolina Point Parkway north leg. In Alternative 6D, Woodruff Road at Parkway is a three leg intersection.

7.5 Peak Hour Traffic Volumes by Alternative

Based on this methodology, AM, Midday, PM and Saturday (where applicable) peak hour traffic volumes were developed for each alternative. Figures 16 – 39 show the traffic volumes for each scenario used in the capacity analysis for the alternative.

Intersection volume development worksheets are included in the Appendix.

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[1,101] (905) 1,017

[273] (302) 200

[112] (118) 137

[2,286] (2,210) 1,808

[20] (40) 8

[1,811] (1,696) 1,185

[58] (115) 187

19 (69) [27]

2,158 (1,483) [1,715]

23 (23) [18]

[152] (206) 100

[1,742] (1,689) 1,351

[56] (95) 121

[21] (38) 2

[1,250] (1,114) 590

[85] (125) 76

[109] (139) 15

[1,053] (834) 520

[15] (36) 40

[132] (173) 32

[1,107] (857) 543

[26] (96) 19

[229] (240) 361

[1,311] (1,183) 796

[254] (193) 106

[455] (570) 95

[1,232] (1,170) 1,125

[123] (129) 54

1,439 (1,596) [1,810]

201 (93) [79]

[1,612] (1,562) 1,088

[417] (438) 615[1,647] (1,677) 1,097

[387] (278) 116

1,189 (1,422) [1,179]

468 (277) [453]

[1,788] (1,792) 785

[329] (258) 147

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

16 17

6 13

18

14 15

21

23 24 25 26

19

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

2045

No

Bu

ildW

oo

dru

ff R

oad

Tr

affi

c V

olu

mes

236

(717

) [5

02]

623

(731

) [6

65]

1,496 (1,487) [1,474]

[200

] (19

0) 1

59

[420

] (44

7) 6

14

[323

] (27

1) 5

72

[140

] (13

5) 1

87

[224

] (12

5) 1

33

[59]

(61

) 14

[309

] (23

9) 1

86

56 (

402)

[353

]

7 (6

0) [4

8]

16 (

214)

[215

]

55 (257) [211]

1,610 (1,189) [1,482]

165 (263) [243]

[254

] (24

1) 3

29

[150

] (12

3) 2

62

[100

] (95

) 42

354 (180) [131]

909 (1,001) [1,072]

111 (124) [156]

437

(321

) [5

17]

157

(216

) [3

31]

182

(279

) [3

24]

319

(217

) [2

84]

735

(752

) [6

98]

494

(1,0

12)

[736

]

371 (630) [550]

520 (508) [433]

156 (134) [108]

[471] (305) 351

[773] (705) 334

[96] (134) 97

[106

] (37

0) 1

91

[980

] (69

5) 8

89

[291

] (34

5) 1

75

[82]

(36

6) 2

4

[139

] (20

7) 3

3

[48]

(99

) 14

24 (151) [103]

996 (1,078) [925]

10 (30) [10]

17 (

176)

[114

]

18 (

183)

[115

]

19 (

97)

[75]

[113

] (10

3) 4

4

[119

] (15

0) 1

5

[301

] (92

) 62

35 (260) [159]

1,034 (1,071) [934]

89 (36) [30]

7 (9

4) [7

2]

7 (9

8) [7

4]

10 (

146)

[112

]

103 (489) [374]

1,422 (1,223) [1,015]

615 (922) [773]

[207

] (25

2) 1

76

[119

] (22

2) 1

29

[977

] (1,

006)

962

1 (2

4) [1

6]

2 (5

8) [3

8]

23 (

178)

[156

]

[225

] (19

1) 9

3

[46]

(44

) 15

[55]

(68

) 13

124

(203

) [1

92]

19 (

38)

[21]

68 (

195)

[156

]

[198

] (18

0) 1

16

[4] (

4) 0

[191

] (17

6) 1

65

1 (6) [3]

2,123 (1,477) [1,597]

111 (80) [97]

1 (1

7) [5

]

0 (2

) [0

]

0 (2

) [4

]

311

(286

) [2

77]

976

(934

) [1

,145

]

1,174 (1,441) [1,113]

50 (124) [202]

[252

] (27

2) 2

98

[4] (

3) 0

[174

] (20

1) 1

35

1,476 (872) [1,205]

935 (1,220) [1,032]

Fig

ure

16

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

0 (0) [0]

442 (602) [490]

[174] (178) 82

[516] (527) 243

0 (0) [0]

523 (713) [580]

[87] (89) 41

[690] (705) 325

28 29 30

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Ket

ron

Ct.

302928 2045

No

Bu

ildN

ew R

oad

way

Tr

affi

c V

olu

mes

41 (

55)

[45]

0 (0

) [0

]

81 (

111)

[90]

0 (0

) [0

]

[10]

(10

) 10

[10]

(10

) 10

520

(602

) [4

93]

10 (

10)

[10]

[538] (517) 260

[10] (10) 10

Fig

ure

17

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

LEGEND

XX Saturday Peak

17

6 13

18

14 15

2119

2045

No

Bu

ildW

oo

dru

ff R

oad

S

atu

rday

Tra

ffic

V

olu

mes

726490

78

9

17

46

36

162570

15997

24

7

10

65

22

1581,076

10

8

19

01

97

174790

1457

62

23

62

22

2701,024

23

2

94 98

139837

4115

99

86

15

0

5591,105

23

1

29 97

311,051

1,20394

1,1

71

26

31

94

2341,109

26

2

67

67

1

6811,037

18491

17

3

13

26

5

1441,105

14

4

24

52

16

1681,146

144217

71

23

41

23

1,9171,66561315

96

27

6

1,6221,620356

41

9

22

7

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Fig

ure

18

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

28 29 30

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Ket

ron

Ct.

302928

2045

No

Bu

ildN

ew R

oad

way

S

atu

rday

Tra

ffic

V

olu

mes

0736

057

83656

0621

011

4

166490

62

21

0

479

10

10

10

LEGEND

XX Saturday Peak

Fig

ure

19

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[185] (232) 39

[1,811] (1,702) 1,308

[517] (543) 761

[23] (46) 9

[2,105] (1,971) 1,378

[67] (134) 217

[176] (239) 116

[2,024] (1,962) 1,570

[66] (111) 140

[144] (152) 176

[2,940] (2,843) 2,326

[295] (309) 464

[1,686] (1,521) 1,024

[326] (248) 136

[371] (464) 77

[1,577] (1,501) 1,379

[150] (157) 66

[1,942] (1,947) 853

[357] (280) 159

[35] (62) 4

[796] (709) 376

[54] (79) 48

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

16 17

6 13

18

14 15

21

23 24 25 26

19

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Ma

ll D

rive

way

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Alt

ern

ativ

e 1

Wo

od

ruff

Ro

ad

Traf

fic

Vo

lum

es

[477] (309) 356

[784] (715) 339

[97] (136) 99

319

(214

) [2

79]

726

(748

) [6

96]

483

(987

) [7

15]

406 (709) [614]

567 (554) [472]

178 (239) [180]

[110

] (40

0) 1

98

[1,0

16] (

720)

921

[283

] (33

6) 1

72

[141] (186) 35

[1,197] (935) 582

[28] (103) 21

26 (165) [112]

1,086 (1,189) [1,019]

10 (33) [10]

17 (

176)

[114

]

18 (

183)

[115

]

19 (

97)

[75]

[102

] (45

4) 3

0

[150

] (22

8) 3

5

[59]

(12

3) 1

7

[117] (149) 16

[1,141] (914) 558

[16] (39) 42

38 (284) [174]

1,127 (1,173) [1,022]

97 (39) [33]

7 (9

4) [7

2]

7 (9

8) [7

4]

10 (

146)

[112

]

[140

] (12

7) 5

5

[130

] (16

3) 1

6

[374

] (11

5) 7

6

112 (531) [406]

1,545 (1,329) [1,103]

668 (1,003) [840]

1 (2

4) [1

6]

2 (5

8) [3

8]

23 (

178)

[156

]

[224

] (27

2) 1

91

[116

] (21

8) 1

38

[1,0

63] (

1,09

5) 1

,046

1,472 (1,760) [1,460]

580 (343) [561]

212

(644

) [4

51]

559

(657

) [5

97]

[2,039] (2,076) 1,358

[480] (345) 144

1,852 (1,841) [1,825]

[211

] (20

0) 1

68

[441

] (47

0) 6

46

38 (

273)

[239

]

5 (4

1) [3

3]

11 (

145)

[146

]

47 (221) [181]

2,096 (1,639) [1,997]

212 (339) [312]

[227

] (12

6) 1

35

[39]

(41

) 9

[313

] (24

2) 1

88

466

(342

) [5

52]

168

(230

) [3

53]

195

(297

) [3

45]

430 (218) [159]

1,104 (1,216) [1,302]

135 (151) [190]

[271

] (25

7) 3

50

[160

] (13

1) 2

79

[106

] (10

1) 4

4

1,792 (1,059) [1,464]

1,136 (1,482) [1,254]

[268

] (29

1) 3

18

[4] (

3) 0

[185

] (21

4) 1

44

22 (80) [31]

2,507 (1,723) [1,993]

27 (27) [21]

123

(202

) [1

92]

19 (

38)

[21]

68 (

194)

[155

]

[225

] (19

0) 9

3

[46]

(44

) 15

[55]

(68

) 13

1 (6) [4]

2,467 (1,717) [1,856]

129 (93) [113]

[198

] (18

0) 1

15

[4] (

4) 0

[190

] (17

5) 1

65

[1,416] (1,164) 1,308

[351] (389) 257

1,426 (1,750) [1,352]

60 (151) [246]

332

(305

) [2

96]

1,04

1 (9

95)

[1,2

20]

New

Mal

l Dri

vew

ay

23.67 (110.33) [90.33]

1,738 (1,813) [2,090]

246 (114) [96]

[342

] (28

7) 6

06

[20]

(21

) 5

[148

] (14

3) 1

98

19 (

136)

[120

]

2 (2

0) [1

6]

5 (7

3) [7

3]

Fig

ure

20

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[182] (180) 89

[538] (533) 265

[91] (90) 45

[720] (713) 354

28 29 30

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Ket

ron

Ct.

302928

Alt

ern

ativ

e 1

New

Ro

adw

ay

Traf

fic

Vo

lum

es

0 (0) [0]

609 (721) [589]

41 (

56)

[46]

0 (0

) [0

]

0 (0) [0]

527 (609) [498]

82 (

112)

[91]

0 (0

) [0

]

[528] (523) 255

[10] (10) 10

527

(609

) [4

98]

10 (

10)

[10]

[10]

(10

) 10

[10]

(10

) 10

Fig

ure

21

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

New

Mal

l Dri

vew

ay

LEGEND

XX Saturday Peak

17

6 13

18

14 15

2119

Alt

ern

ativ

e 1

Wo

od

ruff

Ro

ad

Sat

urd

ay T

raff

ic

Vo

lum

es

818534

76

5

17

16

37

164578

28099

23

9

11

05

41

1721,190

10

8

19

01

97

187860

1661

76

29

32

45

2941,125

23

2

94 98

149914

4416

12

3

10

61

63

6071,201

23

1

29 97

51669

1,30960

1,2

74

28

51

91

2011,527

17

8

45

84

8

5541,355

237111

17

5

13

44

4

1741,342

15

3

26

12

30

2161,474

174279

75

25

01

31

2,1121,78574391

10

2

29

3

2,0092,006441

44

0

23

9

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

22

277 100

89

22

92

4

Fig

ure

22

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

28 29 30

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Ket

ron

Ct.

302928

Alt

ern

ativ

e 1

New

Ro

adw

ay

Sat

urd

ay T

raff

ic

Vo

lum

es

0736

057

83656

0621

011

4

166490

62

21

0

479

10

10

10

LEGEND

XX Saturday Peak

Fig

ure

23

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

New

Mal

l Dri

vew

ay

[20] (41) 8

[1,804] (1,643) 1,068

[102] (204) 331

1 (7) [4]

2,594 (1,804) [1,944]

196 (141) [172]

19 (70) [27]

2,200 (1,512) [1,749]

24 (24) [18]

[154] (210) 101

[1,776] (1,722) 1,378

[58] (97) 123

[121] (128) 148

[2,471] (2,389) 1,954

1,534 (907) [1,253]

972 (1,269) [1,073] [1,190] (978) 1,099

[295] (327) 216

1,220 (1,498) [1,157]

52 (129) [210]

368 (187) [136]

945 (1,041) [1,115]

115 (129) [162]

39 (185) [152]

1,761 (1,378) [1,678]

178 (285) [262]

[335] (419) 70

[1,430] (1,362) 1,245

[135] (142) 59

1,782 (1,771) [1,755] [1,961] (1,997) 1,307

[461] (331) 138

[1,894] (1,899) 832

[348] (273) 155

1,416 (1,693) [1,405]

558 (330) [540]

109 (518) [396]

1,507 (1,296) [1,076]

635 (960) [801]

37 (277) [170]

1,102 (1,146) [998]

95 (38) [32]

[59]

(265

) 17

[151

] (21

7) 3

6

[35]

(72)

101

26 (161) [110]

1,062 (1,159) [994]

10 (32) [10]

16 17

6 13

18 19

14 15

21

23 24 25 26

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

319

(122

) [1

59]

433

(567

) [5

01]

256

(421

) [3

03]

397 (688) [597]

555 (542) [461]

174 (234) [176]

[102

] (37

3) 1

83

[941

] (66

6) 8

53

[127

] (14

5) 9

1

[473] (307) 353

[777] (709) 336

[97] (134) 98

[146] (191) 36

[1,239] (969) 612

[28] (106) 21

17 (

176)

[114

]

18 (

183)

[115

]

19 (

97)

[75]

[82]

(74

) 32

[128

] (16

1) 1

7

[218

] (67

) 45

7 (9

4) [7

2]

7 (9

8) [7

4]

10 (

146)

[112

]

[120] (155) 16

[1,176] (940) 588

[17] (40) 44

[209

] (25

4) 1

78

[120

] (22

7) 1

30

[1,0

13] (

1,04

8) 9

94

1 (2

4) [1

6]

2 (5

8) [3

8]

23 (

178)

[156

]

[25] (44) 3

[1,333] (1,187) 629

[91] (133) 81

218

(662

) [4

64]

575

(675

) [6

14]

[204

] (19

3) 1

62

[427

] (45

4) 6

25

[160

] (89

) 95

[28]

(29

) 7

[220

] (17

0) 1

32

39 (

273)

[240

]

5 (4

1) [3

3]

11 (

146)

[147

]

[248] (260) 390

[1,416] (1,278) 860

[274] (208) 115

[250

] (23

7) 3

23

[147

] (12

1) 2

58

[98]

(93

) 41

470

(345

) [5

56]

169

(232

) [3

56]

196

(300

) [3

48]

335

(308

) [2

98]

1,04

9 (1

,004

) [1

,231

]

[247

] (26

8) 2

93

[4] (

3) 0

[171

] (19

7) 1

33

[225

] (19

1) 9

3

[46]

(44

) 15

[55]

(68

) 13

124

(203

) [1

92]

19 (

38)

[21]

68 (

195)

[156

]

[329

] (24

0) 1

54

[6] (

5) 0

[317

] (23

4) 2

19

Woodruff Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Alt

ern

ativ

e 2C

Wo

od

ruff

Ro

ad

Traf

fic

Vo

lum

es

[167] (209) 35

[1,753] (1,651) 1,261

[497] (522) 732

19 (

137)

[120

]

2 (2

0) [1

6]

5 (7

3) [7

3]

20 (93) [76]

1,567 (1,622) [1,875]

222 (102) [87]

[139

] (11

7) 2

46

[14]

(14

) 3

[60]

(58

) 80

Fig

ure

24

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

28 29 30 31 32

33 34 35 36

Mill

er R

d.

Mill

er R

d.

19

1817

1615

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Car

olin

a P

oint

Pkw

y.

Ket

ron

Ct.

Ma

rke

t P

oin

t D

r.

31

3635

302928

34

32

1833

Sm

ith H

ines

Rd.

New Roadway

[67] (66) 30

[711] (704) 325

0 (0) [0]

388 (529) [430]

30 (

41)

[33]

0 (0

) [0

]

43 (

41)

[43]

243

(372

) [4

14]

392 (372) [387]

324 (308) [321]

[41] (37) 24

[349] (313) 205

[349

] (33

5) 3

53

[65]

(58

) 38

363 (345) [359]

44 (42) [44]

[346] (311) 203

[417] (374) 244

351 (316) [325]

254 (168) [132]

[78]

(71

) 56

[311

] (28

5) 2

24

378] (392) 213

[33] (42) 63

31 (29) [30]

337 (320) [333]

[83]

(80

) 84

[336

] (30

2) 1

97

65 (

99)

[110

]

24 (

36)

[40]

381

(356

) [4

03]

27 (

81)

[81]

[6] (

6) 9

[52]

(52

) 78

[356] (330) 261

[9] (9) 3

76 (

103)

[84]

0 (0

) [0

]

0 (0) [0]

313 (426) [347]

[167] (165) 76

[544] (539) 249

[10]

(10

) 10

[10]

(10

) 10

368

(426

) [3

49]

10 (

10)

[10]

[560] (529) 266

[10] (10) 10

228

(300

) [3

10]

32 (

42)

[43]

[267

] (23

9) 2

32

[350

] (33

9) 2

57

33 (34) [38]

301 (310) [347

Alt

ern

ativ

e 2C

New

Ro

adw

ay

Traf

fic

Vo

lum

es

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

Fig

ure

25

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

New

Mal

l Dri

vew

ay17

6 13

19

14 15

21

Alt

ern

ativ

e 2C

Wo

od

ruff

Ro

ad

Sat

urd

ay T

raff

ic

Vo

lum

es

LEGEND

XX Saturday Peak

794523

29

3

98 50

6

162573

23798

89

10

25

01

1691,160

10

8

19

01

97

192894

1563

45

17

12

27

2881,098

23

2

94 98

155943

4317

72

62

16

1

5921,171

23

1

29 97

361,121

1,249100

1,2

16

26

61

97

1691,283

17

9

45

94

8

5001,232

199100

12

394

31

1491,149

15

4

26

32

32

1821,239

149235

70

23

01

21

1,9321,929424

42

6

23

1

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

18

841,883

89

23

02

4

2501,688

67376

41

11

91

5

Fig

ure

26

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

28 29 30

Mill

er R

d.

Mill

er R

d.

19

1817

1615

1363PNG Connector

Gre

en H

eron

Rd.

Ver

da

e B

lvd.

Woo

druf

f Ind

ustr

ial L

n.

Car

olin

a P

oint

Pkw

y.

Ket

ron

Ct.

Ma

rke

t P

oin

t D

r.

31

3635

302928

34

32

1833

Sm

ith H

ines

Rd.

New Roadway

Alt

ern

ativ

e 2C

New

Ro

adw

ay

Sat

rurd

ay T

raff

ic

Vo

lum

es

LEGEND

XX Saturday Peak

0540

042

61648

0435

010

5

152496

43

51

0

485

10

10

10

Fig

ure

27

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[152] (190) 32

[1,460] (1,372) 1,056

[417] (438) 615

New

Mal

l Dri

vew

ay

[141] (184) 35

[1,259] (1,054) 674

[27] (103) 21

[232] (244) 366

[1,329] (1,199) 807

[257] (195) 108

[1,647] (1,677) 1,097

[387] (278) 116

[1,484] (1,487) 652

[273] (214) 122

[25] (44) 3

[1,230] (1,095) 580

[84] (123) 74

85 (406) [310]

1,180 (1,015) [843]

250 (408) [326]

[117] (149) 16

[1,195] (1,023) 650

[16] (39) 42

16 17

6 13

18 19

14 15

21

23 24 25 26

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

[471] (305) 351

[773] (705) 334

[96] (134) 97

364 (615) [538]

512 (500) [426]

160 (216) [163]

319

(215

) [2

80]

727

(760

) [7

03]

485

(980

) [7

12]

[111

] (11

5) 1

99

[1,0

22] (

724)

926

[282

] (33

4) 1

72

24 (149) [101]

979 (1,057) [908]

9 (29) [9]

17 (

176)

[114

]

18 (

183)

[115

]

19 (

97)

[75]

[32]

(14

2) 9

[144

] (19

8) 3

5

[19]

(39

) 5

34 (256) [157]

1,017 (1,053) [918]

87 (35) [29]

7 (9

4) [7

2]

7 (9

8) [7

4]

10 (

146)

[112

]

[44]

(40

) 17

[120

] (15

3) 1

6

[117

] (36

) 24

[64]

(78

) 55

[55]

(10

2) 4

2

[413

] (44

5) 3

92

1 (2

4) [1

6]

2 (5

8) [3

8]

23 (

178)

[156

]

1,189 (1,422) [1,179]

468 (277) [453]

229

(697

) [4

89]

606

(712

) [6

47]

[222

] (21

0) 1

76

[464

] (49

4) 6

79

1,496 (1,487) [1,474]

39 (

277)

[243

]

5 (4

1) [3

3]

11 (

147)

[148

]

37 (174) [143]

1,652 (1,292) [1,574]

167 (267) [246]

[303] (380) 63

[1,306] (1,244) 1,130

[123] (129) 54

[138

] (77

) 82

[24]

(25

) 5

[190

] (14

7) 1

14

350 (178) [130]

899 (990) [1,060]

110 (123) [154]

475

(349

) [5

62]

171

(235

) [3

60]

198

(303

) [3

52]

[192

] (18

3) 2

49

[113

] (93

) 19

8

[76]

(72

) 31

[1,116] (917) 1,031

[277] (307) 203

1,161 (1,425) [1,100]

49 (123) [200]

338

(311

) [3

02]

1,06

1 (1

,015

) [1

,244

]

[191

] (20

6) 2

26

[3] (

2) 0

[131

] (15

2) 1

02

1,459 (862) [1,192]

925 (1,207) [1,021]

[114] (120) 138

[2,318] (2,241) 1,83318 (67) [26]

2,110 (1,450) [1,677]

23 (23) [17]

[148] (201) 97

[1,703] (1,651) 1,322

[55] (93) 118

[225

] (19

0) 9

3

[46]

(44

) 15

[55]

(68

) 13

123

(202

) [1

92]

19 (

38)

[21]

68 (

194)

[155

]

1 (7) [4]

2,032 (1,861) [1,528]

690 (177) [644]

[484

] (33

9) 2

39

[9] (

7) 0

[359

] (33

0) 3

41

[19] (39) 8

[1,750] (1,541) 1,145

[134] (255) 313

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Alt

ern

ativ

e 3C

Wo

od

ruff

Ro

ad

Traf

fic

Vo

lum

es

19 (87) [71]

1,420 (1,458) [1,689]

201 (93) [79]

19 (

138)

[121

]

2 (2

1) [1

6]

5 (7

4) [7

4]

[320

] (26

8) 5

66

[12]

(13

) 3

[139

] (13

4) 1

85

Fig

ure

28

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[556] (499) 326

[539] (484) 316

[533] (503) 443

[33] (42) 63

[56] (54) 41

[443] (429) 326

[254] (246) 187

[44] (44) 22

[1,054] (1,044) 519

28 29 30 31 32

33 34 35 36

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

Mill

er R

d.

Mill

er R

d.

19

1817

1615

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Car

olin

a P

oint

Pkw

y.

Ket

ron

Ct.

Ma

rke

t P

oin

t D

r.

New Roadway 31

3635

302928

34

32

1833

Sm

ith H

ines

Rd.

New Roadway

4 (5) [4]

653 (890) [724]

20 (

27)

[22]

1 (3

) [3

]

[88] (87) 43

[969] (960) 477

7 (10) [8]

605 (824) [670]

40 (

55)

[45]

3 (6

) [6

]

64 (

66)

[74]

200

(263

) [2

72]

50 (

66)

[68]

52 (54) [60]

461 (475) [531]

235 (242) [271]

[219

] (19

6) 1

90

[235

] (21

0) 2

04

[202

] (19

6) 1

49

[6] (

6) 9

[52]

(52

) 78

819

(765

) [8

66]

27 (

81)

[81]

[735] (682) 540

[9] (9) 3

78 (

119)

[133

]

37 (

56)

[62]

[92]

(88

) 93

[719

] (64

6) 4

22

46 (44) [46]

746 (709) [738]

67 (

64)

[67]

203

(310

) [3

45]

[32] (29) 19

[750] (673) 440

301 (286) [298]

725 (689) [718]

[460

] (44

2) 4

65

[238

] (21

4) 1

40

561 (533) [555]

248 (236) [246]

[78]

(71

) 56

[310

] (28

4) 2

24

754 (698) [723]

253 (167) [132]

Alt

ern

ativ

e 3C

New

Ro

adw

ay

Traf

fic

Vo

lum

es

[10]

(10

) 10

[10]

(10

) 10

[10]

(10

) 10

59 (68) [56]

570 (659) [539]

10 (10) [10]

[263] (248) 129

[744] (702) 365

[10] (10) 10

134

(155

) [1

27]

0 (1

0) [0

]

9 (1

7) [1

8]

Fig

ure

29

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

New

Mal

l Dri

vew

ay17

6 13

19

14 15

21

Alt

ern

ativ

e 3C

Wo

od

ruff

Ro

ad

Sat

urd

ay T

raff

ic

Vo

lum

es

709482

75

9

17

26

47

162570

25297

23

7

11

15

44

1561,055

10

8

19

01

97

186968

1460

24

92

20

4

2651,005

23

2

94 98

1491,012

4016

39

33

15

3

464918

23

1

29 97

361,034

51692

50

2

82 87

1581,204

18

1

46

54

9

4541,127

18791

10

781

27

1421,093

15

6

26

62

35

1711,162

142220

54

17

79

3

1,6221,620356

46

3

25

1

LEGEND

XX Saturday Peak

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

18

791,685

90

23

22

4

2271,438

61315

95

27

31

3

Fig

ure

30

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

28 29 30

Mill

er R

d.

Mill

er R

d.

19

1817

1615

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Car

olin

a P

oint

Pkw

y.

Ket

ron

Ct.

Ma

rke

t P

oin

t D

r.

New Roadway 31

3635

302928

34

32

1833

Sm

ith H

ines

Rd.

New Roadway

Alt

ern

ativ

e 3C

New

Ro

adw

ay

Sat

urd

ay T

raff

ic

Vo

lum

es

LEGEND

XX Saturday Peak

5908

328

40960

10841

656

80883

15

81

0

227

10

10

10

10

18

64369

10673

Fig

ure

31

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[89] (94) 109

[1,818] (1,758) 1,438

[127] (172) 83

[1,460] (1,416) 1,133

[47] (80) 101

[481] (312) 359

[790] (720) 342

[98] (137) 100

[127] (168) 31

[1,145] (959) 612

[25] (93) 19

[106] (135) 15

[1,084] (929) 590

[14] (35) 38

[24] (42) 2

[1,079] (961) 509

[73] (108) 65

[1,305] (1,329) 870

[307] (221) 92[1,278] (1,238) 862

[331] (348) 487

[365] (457) 76

[988] (938) 903

[98] (103) 43

[182] (191) 287

[1,042] (941) 633

[202] (153) 84

[876] (719) 809

[217] (240) 159

[17] (33) 6

[1,432] (1,340) 937

[218] (367) 415

[1,312] (1,315) 576

[241] (189) 108

1 (5) [3]

1,460 (1,016) [1,098]

720 (632) [676]

16 (57) [22]

1,809 (1,243) [1,438]

19 (19) [15]

44 (205) [168]

1,281 (945) [1,179]

131 (209) [193]

1,154 (1,280) [1,451]

162 (75) [63] 1,186 (1,179) [1,168]

16 17

6 13

18 19

14 15

21

23 24 25 26

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

[114

] (10

4) 2

04

[1,0

47] (

742)

950

[293

] (34

8) 1

75

319

(217

) [2

83]

731

(738

) [6

89]

495

(1,0

22)

[742

]

317 (508) [451]

449 (438) [373]

141 (189) [143]

21 (130) [89]

858 (908) [783]

8 (26) [8]

[16]

(70

) 5

[129

] (17

4) 3

2

[9] (

19)

3

17 (

176)

[114

]

18 (

183)

[115

]

19 (

97)

[75]

30 (224) [138]

892 (916) [801]

77 (31) [26]

7 (9

4) [7

2]

7 (9

8) [7

4]

10 (

146)

[112

]

[22]

(20

) 9

[107

] (13

7) 1

4

[58]

(18

) 12

75 (359) [275]

1,044 (898) [745]

177 (268) [224]

1 (2

4) [1

6]

2 (5

8) [3

8]

23 (

178)

[156

]

[58]

(71

) 49

[49]

(91

) 38

[283

] (29

3) 2

77

942 (1,127) [935]

371 (220) [359]

205

(624

) [4

38]

542

(637

) [5

79]

[205

] (19

4) 1

63

[429

] (45

7) 6

28

[297

] (24

9) 5

26

[129

] (12

4) 1

72

[124

] (69

) 74

[32]

(34

) 8

[170

] (13

2) 1

02

58 (

412)

[361

]

7 (6

2) [4

9]

16 (

219)

[220

]

292 (148) [108]

750 (825) [884]

91 (103) [129]

[186

] (17

7) 2

41

[110

] (90

) 19

2

[73]

(69

) 31

435

(319

) [5

15]

157

(215

) [3

29]

181

(277

) [3

22]

968 (1,188) [917]

41 (103) [167]

310

(285

) [2

76]

971

(929

) [1

,139

]

1,217 (719) [994]

771 (1,006) [851]

[185

] (20

0) 2

19

[3] (

2) 0

[127

] (14

7) 9

9

123

(202

) [1

91]

19 (

38)

[21]

68 (

193)

[155

]

[224

] (19

0) 9

3

[46]

(43

) 15

[55]

(68

) 13

[598

] (52

4) 2

95

[10]

(10

) 0

[576

] (51

0) 4

21

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Alt

ern

ativ

e 6C

Wo

od

ruff

Ro

ad

Traf

fic

Vo

lum

es

Fig

ure

32

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[189] (187) 93

[972] (963) 478

[189] (187) 93

[972] (963) 478

[54] (52) 39

[725] (702) 533

[211] (204) 155

[993] (921) 730

[9] (9) 3

[62] (56) 37

[988] (887) 580[836] (751) 491

[494] (444) 290[701] (665) 598

[33] (42) 63

[252] (238) 124

[807] (762) 396

[10] (10) 10

28 29 30 31 32

33 34 35 36

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

Mill

er R

d.

Mill

er R

d.

19

1817

1615

1363PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Car

olin

a P

oint

Pkw

y.

Ket

ron

Ct.

Ma

rke

t P

oin

t D

r.

New Roadway 31

3635

302928

34

32

1833

Sm

ith H

ines

Rd.

New Roadway

0 (0) [0]

722 (984) [801]

10 (

13)

[11]

0 (1

) [1

]

15 (21) [17]

500 (681) [554]

86 (

117)

[95]

6 (1

3) [1

3]

[183

] (16

4) 1

59

[235

] (21

0) 2

04

[169

] (16

4) 1

24

62 (

64)

[72]

192

(253

) [2

61]

49 (

64)

[66]

50 (52) [58]

711 (732) [818]

101 (104) [116]

[6] (

6) 9

[52]

(52

) 78

944

(882

) [9

99]

27 (

81)

[81]

46 (44) [46]

891 (846) [881]

76 (

117)

[130

]

35 (

54)

[60]

[87]

(84

) 88

[990

] (88

9) 5

81

65 (

62)

[65]

201

(308

) [3

43]

291 (276) [287]

872 (828) [862]

[415

] (39

8) 4

19

[198

] (17

8) 1

16

743 (706) [735]

208 (198) [206]

[77]

(69

) 56

[310

] (28

5) 2

23

896 (835) [864]

252 (167) [131]

Alt

ern

ativ

e 6C

New

Ro

adw

ay

Traf

fic

Vo

lum

es

[10]

(10

) 10

[10]

(10

) 10

[10]

(10

) 10

129

(149

) [1

22]

0 (1

0) [0

]

97 (

186)

[197

]

370 (428) [350]

460 (532) [435]

10 (10) [10]

Fig

ure

33

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

17

6 13

18 19

14 15

21

Alt

ern

ativ

e 6C

Wo

od

ruff

Ro

ad

Sat

urd

ay T

raff

ic

Vo

lum

es

586423

79

9

17

46

23

165582

221100

25

0

11

45

57

137901

10

8

19

01

97

168881

1255

12

45

17

7

233870

23

2

94 98

135920

3514

19

16

13

7

410812

23

1

29 97

34907

34981

34

0

74 77

186882

26

8

69

17

2

546832

14673

9673

36

118911

14

3

24

42

15

134911

118173

52

17

29

0

1,5371,32049250

88

25

4

1,2861,284282

42

8

23

3

LEGEND

XX Saturday Peak

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Fig

ure

34

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

27 28 29 30

Mill

er R

d.

Mill

er R

d.

19

1817

1615

13632PNG Connector

Gre

en H

eron

Rd.

Ve

rda

e B

lvd

.

Woo

druf

f Ind

ustr

ial L

n.

Car

olin

a P

oint

Pkw

y.

Ket

ron

Ct.

Ma

rke

t P

oin

t D

r.

New Roadway 31

3635

30292827

34

32

1833

Sm

ith H

ines

Rd.

New Roadway

Alt

ern

ativ

e 6C

New

Ro

adw

ay

Sat

urd

ay T

raff

ic

Vo

lum

es

LEGEND

XX Saturday Peak

632

79

49

44

254

26

46

57

01,004

113

172886

21695

13

11

9

172886

15

2

19

4

218

10

10

10

10

698

10

437

10543

Fig

ure

35

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[89] (94) 109

[1,818] (1,758) 1,438

[127] (172) 83

[1,460] (1,416) 1,133

[47] (80) 101

[481] (312) 359

[790] (720) 342

[98] (137) 100

[127] (168) 31

[1,145] (959) 612

[25] (93) 19

[106] (135) 15

[1,084] (929) 590

[14] (35) 38

[24] (42) 2

[1,079] (961) 509

[73] (108) 65

[1,312] (1,315) 576

[241] (189) 108[1,305] (1,329) 870

[307] (221) 92

[876] (719) 809

[217] (240) 159

[17] (33) 6

[1,432] (1,340) 937

[218] (367) 415

[182] (191) 287

[1,042] (941) 633

[202] (153) 84

[243] (305) 51

[1,061] (1,011) 908

[98] (103) 43

[122] (152) 25

[1,156] (1,086) 837

[331] (348) 487

1 (5) [3]

1,460 (1,016) [1,098]

720 (632) [676]

16 (57) [22]

1,809 (1,243) [1,438]

19 (19) [15]

1,186 (1,179) [1,168]

16 17

6 13

18 19

14 15

21

23 24 25 26

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

[114

] (10

4) 2

04

[1,0

47] (

742)

950

[293

] (34

8) 1

75

319

(217

) [2

83]

731

(738

) [6

89]

495

(1,0

22)

[742

]

317 (508) [451]

449 (438) [373]

141 (189) [143]

21 (130) [89]

858 (908) [783]

8 (26) [8]

[16]

(70

) 5

[129

] (17

4) 3

2

[9] (

19)

3

17 (

176)

[114

]

18 (

183)

[115

]

19 (

97)

[75]

30 (224) [138]

892 (916) [801]

77 (31) [26]

7 (9

4) [7

2]

7 (9

8) [7

4]

10 (

146)

[112

]

[22]

(20

) 9

[107

] (13

7) 1

4

[58]

(18

) 12

75 (359) [275]

1,044 (898) [745]

177 (268) [224]

1 (2

4) [1

6]

2 (5

8) [3

8]

23 (

178)

[156

]

[58]

(71

) 49

[49]

(91

) 38

[283

] (29

3) 2

77

942 (1,127) [935]

371 (220) [359]

205

(624

) [4

38]

542

(637

) [5

79]

[205

] (19

4) 1

63

[429

] (45

7) 6

28

292 (148) [108]

750 (825) [884]

91 (103) [129]

[186

] (17

7) 2

41

[110

] (90

) 19

2

[73]

(69

) 31

435

(319

) [5

15]

157

(215

) [3

29]

181

(277

) [3

22]

968 (1,188) [917]

41 (103) [167]

310

(285

) [2

76]

971

(929

) [1

,139

]

1,217 (719) [994]

771 (1,006) [851]

[185

] (20

0) 2

19

[3] (

2) 0

[127

] (14

7) 9

9

123

(202

) [1

91]

19 (

38)

[21]

68 (

193)

[155

]

[224

] (19

0) 9

3

[46]

(43

) 15

[55]

(68

) 13

[598

] (52

4) 2

95

[10]

(10

) 0

[576

] (51

0) 4

21

Woodruff Rd.

Rop

er M

ount

ain

Rd.

Ke

tro

n C

t.

Gre

en H

eron

Rd.

Woo

druf

f Ind

ustr

ial L

n.

I-85

S

B O

ffR

amp

Car

olin

a P

oint

Pkw

y.

Ma

ll D

rive

way

Gar

lingt

on R

d.

Ma

ll D

rive

way

Dri

vew

ay

2625242321191817161514136

Ve

rda

e B

lvd

.

Ma

ll D

rive

way

Ma

ll D

rive

way

Mal

l Dri

vew

ay

I-85

SB

OnR

amp

I-85

NB

Off

Ram

pI-

85 N

B O

nRam

p

Ma

rke

t P

oin

t D

r.

Mill

er R

d.

I-38

5 S

B O

nRam

p

I-38

5 N

B O

ffR

amp

I-38

5 N

B O

nRam

p

I-38

5 N

B O

ffR

amp

Mer

ovan

Driv

eway

Sm

ith H

ines

Rd.

Woodruff Rd.

Alt

ern

ativ

e 6D

Wo

od

ruff

Ro

ad

Traf

fic

Vo

lum

es

15 (68) [56]

1,135 (1,143) [1,331]

162 (75) [63]

[297

] (24

9) 5

26

[11]

(11

) 3

[129

] (12

4) 1

72

29 (137) [112]

1,296 (1,013) [1,235]

131 (209) [193]

[124

] (69

) 74

[21]

(23

) 5

[170

] (13

2) 1

02

Fig

ure

36

[1,278] (1,238) 862 1,154 (1,280) [1,451]

44 (205) [168]

[32]

(34)

816

(21

9) [2

20]

7(6

2) [4

9]58

(412

) [3

61]

[365] (457) 761,281 (945) [1,179][988] (938) 903

Wo

od

ruff

Ro

ad C

on

ges

tio

n

Rel

ief

Pro

ject

[189] (187) 93

[972] (963) 478

[189] (187) 93

[972] (963) 478

[54] (52) 39

[725] (702) 533

[211] (204) 155

[993] (921) 730

[9] (9) 3

[62] (56) 37

[988] (887) 580 [836] (751) 491

[494] (444) 290

[701] (665) 598

[33] (42) 63

28 29 30 31 32

33 34 35 36

LEGEND

PM Peak

XX(XX)

AM Peak

[XX]Midday Peak

Mill

er R

d.

Mill

er R

d.

19

1817

1615

1363PNG Connector

Gre

en H

eron

Rd.

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17

6 13 14 15

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od

ruff

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LEGEND

XX Saturday Peak

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66 January 2019

8.0 Intersection Capacity Analysis

Capacity analyses were performed for the AM, Midday, PM, and Saturday (where applicable) peak hour traffic conditions using the Synchro Version 10 software to determine the operating characteristics of the roadway network for the Existing, 2045 No Build and 2045 Build conditions. The analyses were conducted with methodologies contained in the 2010 Highway Capacity Manual (Transportation Research Board, December 2010). In cases where the 2010 Highway Capacity Manual procedures could not be applied, due to the clustering of intersections at I-85/Carolina Point Parkway, the Synchro level of service was reported. SIDRA 8.0 was used to analyze the roundabouts in the study area.

Capacity of an intersection is defined as the maximum number of vehicles that can pass through an intersection during a specified time, typically an hour. Capacity is described by LOS for the operating characteristics of an intersection. LOS is a qualitative measure that describes operational conditions and motorist perceptions within a traffic stream. The Highway Capacity Manual defines six levels of service, LOS A through LOS F, with A being the best and F being the worst.

LOS for signalized intersections is determined by the overall intersection operations and is reflected in average delay per vehicle. LOS D or better is typically considered acceptable for signalized intersections. Table 5 shows the level of service control delay criteria for a signalized intersection. Existing signal timings were applied to the signalized intersections for the intersection analysis.

Table 5: Signalized Intersection Level of Service Criteria

Level of Service Average Overall Control Delay

(seconds/vehicle) LOS A ≤10 LOS B >10 and ≤20LOS C >20 and ≤35LOS D >35 and ≤55LOS E >55 and ≤80LOS F >80

Source: 2010 HCM, Transportation Research Board, 2010


67 January 2019

LOS for a two-way stop-controlled (TWSC) intersection is determined by the delay of the poorest performing minor approach, as LOS is not defined for TWSC intersections as a whole. It is typical for minor stop-controlled side streets and driveways on major streets to experience longer delays at LOS E and LOS F during peak hours while the majority of the traffic moving through the corridor typically experiences little or no delay. Table 6 shows the level of service control delay criteria for an unsignalized intersection.

Table 6: Unsignalized Intersection Level of Service Criteria

Level of Service Average Minor Street Control Delay

(seconds/vehicle) LOS A ≤10 LOS B >10 and ≤15LOS C >15 and ≤25LOS D >25 and ≤35LOS E >35 and ≤50LOS F >50


Table 7 shows each intersection and the scenarios for which it was studied for the AM, Midday, PM, and Saturday (where applicable) peak hour traffic conditions. Based on the results of the preliminary modeling and alternative review, the study area for the 2045 future conditions analysis focused on the Woodruff Road and Parallel Roadway corridors.

For the future year analyses, a peak hour factor of 0.9 and a two percent heavy vehicle factor was used for all study area intersections. Corridor signal cycle lengths along Woodruff Road were optimized from Ketron Court to Smith Hines Road. The intersection of Woodruff Road at Verdae Boulevard/Roper Mountain Road is on a separate coordinated signal system, so it was not coordinated with the other Woodruff Road intersections.

The intersections along Woodruff Road were optimized along the corridor for the 2045 future No Build and Build Alternatives. If an intersection was recommended in the modeling optimization to be uncoordinated, the cycles were reviewed, and all intersections were set to the same cycle lengths and intersection offsets were optimized.


68 January 2019

Table 7: Intersections Analyzed by Alternative

Intersection Existing No

Build Alt 1

Alt 2C

Alt 3C

Alt 6C

Alt 6D

Mall Connector Rd. at Halton Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖

Woodruff Rd. at Mall Connector Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖ Woodruff Rd. at Salters Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖ Verdae Blvd. at Salters Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖

Verdae Blvd. at Old Sulphur Springs Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖ Woodruff Rd. at Verdae Blvd./Roper Mountain Rd. ✔ ✔ ✔ ✔ ✔ ✔ ✔

Roper Mountain Rd. at Congaree Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖ Roper Mountain Rd. at I-385 SB ✔ ✖ ✖ ✖ ✖ ✖ ✖ Roper Mountain Rd. at I-385 NB ✔ ✖ ✖ ✖ ✖ ✖ ✖

Roper Mountain Rd. at Independence Blvd./Frontage Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖

Millennium Blvd. at Sulphur Springs Rd. ✔ ✖ ✖ ✖ ✖ ✖ ✖ Carolina Point Pkwy. at Avana and Corporate

Campus ✔ ✖ ✖ ✖ ✖ ✖ ✖

Woodruff Rd. at Ketron Ct. ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at Green Heron Rd. ✔ ✔ ✔ ✔ ✔ ✔ ✔

Woodruff Rd. at Woodruff Industrial Lane ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at I-85 SB ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at I-85 NB ✔ ✔ ✔ ✔ ✔ ✔ ✔

Woodruff Rd. at Carolina Point Pkwy. ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at Market Point Dr. ✔ ✔ ✔ ✔ ✔ ✔ ✔Miller Rd. at Park Woodruff Dr. ✔ ✖ ✖ ✖ ✖ ✖ ✖

Woodruff Rd. at Miller Rd. ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at Park Woodruff Dr. ✔ ✖ ✖ ✖ ✖ ✖ ✖

Woodruff Rd. at I-385 SB ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at I-385 NB ✔ ✔ ✔ ✔ ✔ ✔ ✔

Woodruff Rd. at Merovan Access ✔ ✔ ✔ ✔ ✔ ✔ ✔Woodruff Rd. at Smith Hines Rd. ✔ ✔ ✔ ✖ ✖ ✖ ✖

PNG Connector at Ketron Ct. ✖ ✔ ✔ ✔ ✔ ✔ ✔ PNG Connector at Green Heron Rd. ✖ ✔ ✔ ✔ ✔ ✔ ✔

PNG Conn./Parallel Rd. at Woodruff Industrial Ln. ✖ ✔ ✔ ✔ ✔ ✔ ✔ Parallel Rd. at Carolina Point Pkwy. (West) ✖ ✖ ✖ ✖ ✔ ✔ ✔ Parallel Rd. at Carolina Point Pkwy. (East) ✖ ✖ ✖ ✔ ✔ ✔ ✔

Parallel Rd. at Market Point Dr. (South) ✖ ✖ ✖ ✔ ✔ ✔ ✔ Parallel Rd. at Market Point Dr. (North) ✖ ✖ ✖ ✔ ✔ ✔ ✔

Parallel Rd. at Miller Rd. (North) ✖ ✖ ✖ ✔ ✔ ✔ ✔ Parallel Rd. at Miller Rd. (South) ✖ ✖ ✖ ✔ ✔ ✔ ✔ Parallel Rd. at Smith Hines Rd. ✖ ✖ ✖ ✔ ✔ ✔ ✔

Woodruff Rd. at Parallel Rd. ✖ ✖ ✖ ✔ ✔ ✔ ✔


69 January 2019

8.1 Existing Conditions

Table 8 summarizes LOS and control delay (average seconds of delay per vehicle) for the projected Existing AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.

Table 8: Level of Service and delay (average seconds per vehicle)

Existing Conditions

Intersection Traffic

Control1

Existing Conditions

AM Peak Hour

Midday Peak Hour

PM Peak Hour

Saturday Peak Hour


S A

(9.7) C

(21.1) C

(24.8) N/A


S B

(12.7) B

(14.0) B

(19.4) B

(17.1)


U F

(84.6) – SB

D (28.3) –

SB

D (30.9) –

SB N/A


S B

(13.6) B

(12.5) B

(13.3) N/A


U D

(27.7) – NB

D (29.6) –

NB

C (24.5) –

NB N/A


S C

(30.2) E

(69.4) D

(53.9) D

(47.6)


S B

(18.6) F

(409.7) F

(223.2) N/A


S B

(17.0) C

(24.7) C

(25.4) N/A


S C

(28.6) B

(17.3) C

(20.8) N/A

Roper Mountain Road at Frontage Road/

Independence Boulevard S

E (76.0)

F (86.9)

D (39.9)

N/A


S C

(21.3) B

(12.0) B

(18.7) N/A

Carolina Point Parkway at Avana and Corporate

Campus U

A (5.8)

A (4.8)

A (5.8)

N/A


S B

(11.2) B

(14.6) B

(18.8) C

(20.2)


S B

(17.0) B

(11.6) A

(6.6) B

(16.1)


70 January 2019

1. S = Signalized, U = Unsignalized, R = Roundabout2. N/A = not studied in this scenario

Figure 40 summarizes the LOS by intersection in the Existing conditions.

Woodruff Road at Mall Connector Road is currently operating at LOS B for all conditions. This section of roadway is one of the areas of Woodruff Road with the lowest traffic volumes and does not experience the congestion in the denser commercial area of the corridor.

Table 8 (cont.): Level of Service and delay (average seconds per vehicle)

Existing Conditions


Control1

Existing Conditions

AM Peak Hour

Midday Peak Hour

PM Peak Hour

Saturday Peak Hour


S D

(44.5) C

(27.1) C

(26.8) D

(54.5)

Woodruff Road at I-85 SB S C

(21.6) B

(17.5) D

(40.2) N/A


S B

(11.0) D

(41.0) D

(47.3) C

(25.2)


S C

(22.2) B

(12.3) C

(25.2) B

(13.8)


S C

(32.1) C

(31.4) C

(30.3) D

(44.0)


U C

(19.5) – WB

B (12.9) –

WB

C (16.8) –

WB N/A


S E

(55.3) C

(33.8) D

(38.1) D

(41.2)

Woodruff Road at Park Woodruff Drive

U C

(22.0) – NB

D (32.0) –

NB

D (32.7) –

SB

D (34.2) –

NB


S C

(33.9) B

(14.0) C

(29.7) N/A


S B

(10.7) B

(11.1) C

(24.4) N/A


S D

(50.2) C

(30.0) C

(32.4) N/A


S B

(11.7) B

(19.2) B

(11.0) N/A

Wo

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Pro

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Fig

ure

40

Source: GoogleSource: Google

LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed

Exi

stin

gL

evel

of

Ser

vice


72 January 2019

At Salters Road, an unsignalized intersection, the Salters Road approach experiences elevated delays during the AM peak hour conditions. This is not uncommon for side streets on major corridors during the peak conditions where the side street experiences elevated delays while the mainline traffic experiences little to no delay. The operations of this intersection along with the other intersections along Salters Road will change with the improvements to the corridor currently in progress.

The remaining intersections along the corridor are operating at LOS D or better with few exceptions; however, the analysis primarily looks at the traffic volume traveling through the intersections and does not fully address additional operational issues due to queueing. The side streets of these intersections are often operating at elevated levels of service while the heavier mainline volumes flow through the corridor. An identified issue along the corridor has been the side street traffic volumes blocking the intersections during peak times as queueing along the corridor prevents them from traveling completely through the intersection to join the flow of traffic along the Woodruff Road corridor.

The intersections along Mall Connector Road are currently operating at LOS C or better. There are some queueing issues at the intersection of Woodruff Road at Mall Connector Road during peak times.

The Roper Mountain Road corridor experiences delays during peak times. Several of the turn movements have elevated traffic volumes where queueing and delays occur, affecting the rest of the corridor. The intersections with the interstate ramps currently operate at LOS C or better for the AM, Midday, and PM peak hour conditions; however, the intersections with Congaree Road and Frontage Road/Independence Boulevard experience elevated delays during the peaks primarily during the Midday and PM peak hours, where the side streets are experiencing heavy delays.

The intersection of Verdae Boulevard at Salters Road is currently under transition due to the construction project. At the intersection of Verdae Boulevard at Old Sulfur Springs Road, the intersection currently operates at LOS D or better during the AM, Midday, and PM peak hour conditions.

The Woodruff Road at Carolina Point Parkway intersection is currently clustered with the I-85 off-ramp sharing a traffic signal cabinet. This intersection is planned to have its own controller in the future and the phasing will be updated to include a protected movement for the westbound left-turn onto Carolina Point Parkway. The northbound approach experiences queuing issues during the peak hours. As noted previously, the City has recently built a connector roadway between


73 January 2019

Carolina Point Parkway and Market Point Drive to provide connectivity and additional options to access Woodruff Road from the south.

The intersection of Miller Road at Park Woodruff Drive operates at LOS D or better in the existing conditions. The intersection of Miller Road at Woodruff Road is experiencing delays and the northbound approach is subject to significant queueing during peak times.

8.2 2045 No Build Conditions

The 2045 No Build conditions analysis included the following improvements:

PNG Connector extending from Verdae Boulevard to Woodruff Industrial Lane

I-85/I-385 Gateway Project

Traffic signal timing optimization at study area signalized intersections

Figure 41 summarizes the LOS by intersection in the 2045 No Build conditions.

Table 9 summarizes LOS and control delay (average seconds of delay per vehicle) for the projected No Build AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.

Intersections along the Woodruff Road corridor are projected to operate at LOS A – LOS F in the 2045 No Build conditions. The majority of intersections along the corridor are projected to operate at LOS D or better with the exceptions of Woodruff Road at Verdae Boulevard/Roper Mountain Road during the AM, Midday, and PM peak hour conditions, Woodruff Road at Woodruff Industrial Lane during all time periods, Woodruff Road at I-85 SB Ramps during the Midday and PM peak hour conditions, Woodruff Road at Market Point Drive during the Saturday peak hour conditions, and Woodruff Road at the I-385 NB and SB Ramps during the AM peak hour conditions which operate at LOS E or F. Overall traffic operations in the 2045 No Build conditions are generally projected to be worse than the Existing conditions during the AM, Midday PM and Saturday peak hour conditions.

Intersections on the PNG Connector are projected to operate at LOS A – LOS F. The intersection of the PNG at Woodruff Industrial Lane is also projected to operate at LOS E or LOS F during the Midday or PM peak hour conditions.

Wo

od

ruff

Ro

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tio

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ief

Pro

ject

Fig

ure

41


LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed

2045

No

Bu

ildL

evel

of

Ser

vice


75 January 2019



No Build Conditions


Control1 AM

Peak Hour Midday

Peak Hour PM

Peak Hour Saturday

Peak Hour

Woodruff Rd. at Verdae Blvd./Roper Mountain Rd.

S E

(56.6) F

(175.4) F

(90.7) D

(47.4)

Woodruff Rd. at Ketron Ct. S A

(6.0) D

(45.2) B

(11.1) C

(22.9)

Woodruff Rd. at Green Heron Rd.

S A

(5.4) C

(25.1) B

(16.3) C

(28.5)

Woodruff Rd. at Woodruff Industrial Lane

S F

(221.4) F

(409.1) F

(325.2) F

(500.2)

Woodruff Rd. at I-85 SB S B

(19.7) F

(84.4) F

(81.7) N/A

Woodruff Rd. at I-85 NB S D

(35.0) C

(23.3) B

(10.5) B

(11.1)

Woodruff Rd. at Carolina Point Pkwy.

S C

(24.1) B

(10.8) B

(10.5) A

(8.3)

Woodruff Rd. at Market Point Dr.

S C

(28.1) E

(57.2) D

(53.0) F

(86.2)

Woodruff Rd, at Miller Rd. S D

(50.7) C

(24.1) C

(28.2) C

(25.5)

Woodruff Rd. at I-385 SB S F

(272.4) B

(18.7) C

(30.9) N/A

Woodruff Rd. at I-385 NB S F

(321.0) B

(12.8) A

(9.7) N/A

Woodruff Rd. at Merovan Access

S C

(22.2) D

(39.6) D

(36.2) N/A

Woodruff Rd. at Smith Hines Rd.

S B

(17.7) C

(32.2) B

(16.4) N/A

PNG Connector at Ketron Ct. R A

(8.8) C

(18.8) C

(15.4) C

(17.4)

PNG Connector at Green Heron Rd.

R A

(8.0) C

(15.5) B

(12.9) B

(12.9)

PNG Connector/Parallel Rd. at Woodruff Industrial Lane

U C

(15.0) – EB

F (50.6) –

EB

E (41.3) –

EB

E (39.3) –

EB


76 January 2019

8.3 2045 Alternative 1 Conditions

The 2045 Alternative 1 conditions analysis included the following improvements:

Improvements as listed in the No Build conditions

Widening of Woodruff Road to a seven-lane section between Woodruff Industrial Laneand Smith Hines Road

Installation of a DDI at I-85

Installation of a north leg of Carolina Point Parkway


Figure 42 shows the LOS by intersection in the 2045 Alternative 1 conditions.

Table 10 summarizes LOS and control delay (average seconds of delay per vehicle) for the projected Alternative 1 AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.

In the 2045 Alternative 1 conditions, the overall traffic operations are expected to improve from the 2045 No Build conditions. Intersections on the Woodruff Road corridor are projected to operate at LOS A – LOS F. The majority of intersections along the corridor are projected to operate at LOS D or better with the exceptions of Woodruff Road at Verdae Boulevard/Roper Mountain Road during the AM, Midday, and PM peak hour conditions, Woodruff Road at Woodruff Industrial Lane during the Midday and Saturday peak hour conditions, Woodruff Road at Market Point Drive during the Midday and PM peak hour conditions, Woodruff Road at Miller Road during the AM peak hour conditions, and Woodruff Road at Smith Hines Road during the Midday and PM peak hour conditions. Installation of the DDI at the I-85 interchange is projected to improve traffic operations at the intersections of Woodruff Road at I-85 SB Ramps and Woodruff Road at I-85 NB Ramps.

Intersections along the PNG Connector are projected to operate at LOS A – LOS C.

Overall, traffic operations in the 2045 Alternative 1 conditions (AM, Midday and PM peak hour conditions) are projected to improve conditions in 16 cases, have similar results in 20 cases and degrade conditions in 12 cases when compared to the No Build conditions. In cases where intersections are projected to degrade, in four instances, the LOS is projected to be at LOS E or LOS F. Otherwise, the intersections are projected to be operating at LOS D or better.

Wo

od

ruff

Ro

ad C

on

ges

tio

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Rel

ief

Pro

ject

Fig

ure

42

Alt

ern

ativ

e 1

Lev

el o

f S

ervi

ce


LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed


78 January 2019



Alternative 1 Conditions


Control1 AM

Peak Hour Midday

Peak Hour PM

Peak Hour Saturday

Peak Hour


S E

(57.3) F

(80.5) F

(97.5) D

(47.4)


(6.5) D

(53.2) B

(11.0) C

(27.0)


S A

(4.9) C

(22.7) B

(14.1) C

(23.0)


S D

(49.4) E

(57.3) D

(52.6) E

(67.6)


(18.9) D

(40.0) C

(25.2) N/A

Woodruff Rd. at I-85 NB S A

(0.5) A

(0.5) A

(0.5) N/A


S D

(49.5) D

(39.9) D

(39.0) D

(46.5)


S C

(32.7) E

(68.3) F

(80.7) D

(39.8)

Woodruff Rd at Miller Rd. S E

(56.6) D

(47.2) D

(52.7) C

(26.2)


(19.3) B

(12.3) C

(28.3) N/A


(9.4) A

(8.8) A

(8.8) N/A


S D

(47.4) C

(21.9) B

(19.8) N/A

Woodruff Rd. at Smith Hines Rd.

S C

(22.7) E

(62.5) E

(63.0) N/A

PNG Connector at Ketron Ct. R B

(10.4) C

(19.4) C

(16.8) C

(18.0)


R A

(9.4) C

(15.9) B

(13.7) C

(15.0)


R A

(8.4) B

(10.6) A

(9.4) B

(10.6)


79 January 2019

8.4 2045 Alternative 2C Conditions

The 2045 Alternative 2C conditions analysis included the following improvements:





Installation of a new three-lane roadway (Parallel Road) from Carolina Point Parkway toSmith Hines Road via a new alignment


Figure 43 shows the LOS by intersection in the 2045 Alternative 2C conditions.

Table 11 summarizes LOS and control delay (average seconds of delay per vehicle) for the projected Alternative 2C AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.

In the 2045 Alternative 2C conditions, the overall traffic operations are expected to improve from the 2045 No Build conditions. Intersections on the Woodruff Road corridor are projected to operate at LOS A – LOS F. Most intersections along the corridor are projected to operate at LOS D or better with the exceptions of Woodruff Road at Verdae Boulevard/Roper Mountain Road during the PM peak hour conditions, Woodruff Road at Woodruff Industrial Lane during the Midday, PM, and Saturday peak hour conditions, and Woodruff Road at Miller Road during the PM peak hour conditions. Installation of the DDI at the I-85 interchange is projected to improve traffic operations at the intersections of Woodruff Road at I-85 SB Ramps and Woodruff Road at I-85 NB Ramps.

Intersections along the PNG Connector and Parallel Roadway corridor are projected to operate at LOS A – LOS C.

Overall, traffic operations in the 2045 Alternative 2C conditions (AM, Midday and PM peak hour conditions) are projected to improve conditions in 22 cases, have similar results in 15 cases and degrade conditions in 11 cases when compared to the No Build conditions. In cases where intersections are projected to degrade, in one instance the LOS is expected to be operating at LOS E or LOS F, otherwise the intersections are projected to operate at LOS D or better.

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LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed

Alt

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81 January 2019


Alternative 2C Conditions


Control1 AM

Peak Hour Midday

Peak Hour PM

Peak Hour Saturday

Peak Hour


S D

(39.7) D

(42.7) E

(63.6) D

(36.6)

Woodruff Rd. at Ketron Ct. S B

(14.4) D

(37.9) B

(13.7) B

(19.3)


S A

(3.2) C

(20.6) B

(11.3) B

(18.4)


S D

(42.5) E

(79.7) E

(58.3) F

(92.1)


(16.7) D

(35.2) C

(22.3) N/A

Woodruff Rd. at I-85 NB S B

(20.0) D

(38.0) D

(39.1) N/A


S C

(23.1) C

(25.8) C

(25.1) D

(37.1)


S D

(36.4) D

(46.3) D

(50.4) D

(36.3)

Woodruff Rd. at Miller Rd. S D

(48.0) D

(43.4) E

(57.4) C

(25.8)

Woodruff Rd. at I-385 SB S C

(27.7) C

(28.8) C

(23.3) N/A


(16.9) B

(12.3) A

(6.9) N/A


S B

(14.6) C

(27.2) C

(20.3) N/A


(7.4) B

(14.4) B

(14.3) B

(12.8)


R A

(6.8) B

(12.4) B

(12.2) B

(11.2)


R A

(6.6) A

(8.9) A

(8.9) A

(8.5)

Parallel Rd. at Carolina Point Pkwy.

R A

(6.0) A

(6.4) A

(6.8) N/A

Parallel Rd. at Market Point Dr. (South)

R A

(5.9) A

(3.5) A

(5.4) N/A


82 January 2019








Installation of a new three-lane roadway (Parallel Road) from Woodruff Industrial Laneto Smith Hines Road via a new alignment with closure of the north leg of the WoodruffRoad at Smith Hines intersection



Table 12 summarizes the LOS and control delay (average seconds of delay per vehicle) for the projected Alternative 3C AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.



Parallel Rd. at Market Point Dr. (North)

R A

(6.0) A

(6.2) A

(6.5) N/A

Parallel Rd. at Miller Rd. (North)

R B

(13.0) B

(14.3) C

(16.6) N/A

Parallel Rd. at Miller Rd. (South)

R B

(11.4) B

(14.3) C

(17.3) N/A

Parallel Rd. at Smith Hines Rd.

R B

(10.4) B

(10.9) B

(10.9) N/A

Woodruff Rd. at Parallel Rd. S C

(32.3) B

(16.7) C

(21.3) N/A

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LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed


84 January 2019




Control1 AM

Peak Hour Midday

Peak Hour PM

Peak Hour Saturday

Peak Hour


S D

(52.8) E

(75.5) F

(90.2) D

(49.3)


(7.8) B

(15.7) B

(13.1) B

(15.7)


S B

(15.7) B

(18.6) B

(15.3) C

(27.2)


S C

(30.2) C

(30.0) C

(28.1) C

(34.6)


(18.7) B

(18.9) B

(18.1) N/A


(18.3) C

(31.5) C

(21.3) N/A


S E

(74.1) C

(29.3) C

(32.4) D

(39.4)


S C

(29.3) D

(49.4) D

(47.0) C

(30.7)


(47.5) D

(41.4) D

(54.8) C

(30.4)

Woodruff Rd. at I-385 SB S D

(44.3) C

(28.5) C

(33.6) N/A


(7.4) A

(9.8) A

(9.8) N/A


S B

(11.8) C

(23.7) C

(26.7) N/A


(6.4) A

(9.5) A

(9.0) A

(9.1)


R A

(6.2) A

(9.2) A

(8.8) A

(8.8)


R A

(5.2) C

(24.4) C

(16.3) C

(23.8)

Parallel Rd. at Carolina Point Pkwy. (West)

R A

(9.6) B

(11.4) B

(13.6) N/A

Parallel Rd. at Carolina Point Pkwy. (East)

R B

(11.8) B

(14.3) C

(15.6) N/A


85 January 2019


In the 2045 Alternative 3C conditions the overall traffic operations are expected to improve from the 2045 No Build conditions. Intersections along the Woodruff Road Corridor are projected to operate at LOS A – LOS F. Intersections along the corridor are projected to operate at LOS D or better with the exception of Woodruff Road at Verdae Boulevard/Roper Mountain Road during the Midday and PM peak hours and Woodruff Road at Carolina Point Parkway during the AM peak hour. Installation of the DDI at the I-85 interchange is projected to improve traffic operations at the intersections of Woodruff Road at I-85 SB and Woodruff Road at I-85.

The PNG Connector and Parallel Roadway corridor are projected to operate at LOS A – LOS C.

Overall, traffic operations in the 2045 Alternative 3C conditions (AM, Midday and PM peak hour conditions) are projected to improve conditions in 25 cases, have similar results in 13 cases and degrade conditions in 10 cases when compared to the No Build conditions. In cases where intersections are projected to degrade, in one instance the LOS is projected to be LOS E or LOS F, otherwise the intersections are projected to operate at LOS D or better.




R A

(7.1) A

(7.7) A

(8.3) N/A


R C

(15.6) B

(14.5) C

(16.9) N/A


R A

(9.0) B

(10.9) B

(12.5) N/A


R B

(12.1) B

(14.1) C

(16.7) N/A


R B

(14.2) B

(14.4) C

(16.6) N/A

Woodruff Rd. at Parallel Rd. S C

(33.1) B

(17.3) F

(94.8) N/A


86 January 2019




Installation of a new five-lane roadway (Parallel Road) from Woodruff Industrial Lane toSmith Hines Road via a new alignment with the closure of the north leg of the intersectionof Woodruff Road at Smith Hines Road



Table 13 summarizes the LOS and control delay (average seconds of delay per vehicle) for the projected Existing AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.

In the 2045 Alternative 6C conditions, the overall traffic operations are expected to improve from the 2045 No Build conditions. Intersections along the Woodruff Road Corridor are projected to operate at LOS A – LOS F. Most intersections along the corridor are projected to operate at LOS D or better with the exceptions of Woodruff Road at Verdae Boulevard/Roper Mountain Road during the Midday and PM peak hour conditions, Woodruff Road at Woodruff Industrial Lane during the Saturday peak hour conditions, Woodruff Road at Market Point Drive during the Saturday peak hour conditions, and Woodruff Road at the Parallel Road during the PM peak hour conditions.

Intersections along the PNG Connector and Parallel Roadway are projected to operate at LOS A – LOS D with the exception of Woodruff Road at the Parallel Road during the PM peak hour as previously mentioned.

Overall, traffic operations in the 2045 Alternative 6C conditions (AM, Midday and PM peak hour conditions) are projected to improve conditions in 25 cases, have similar results in 16 cases and degrade conditions in 7 cases when compared to the No Build conditions. In cases where intersections are projected to degrade, in one instance the LOS is projected to be LOS E or LOS F, otherwise, the intersections are projected to be operating at LOS D or better.

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LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed


88 January 2019




Control1 AM

Peak Hour Midday

Peak Hour PM

Peak Hour Saturday

Peak Hour


S D

(51.5) E

(78.4) F

(91.6) D

(44.7)


(4.4) B

(14.7) A

(9.9) B

(15.5)


S A

(2.0) A

(8.3) A

(8.1) B

(14.6)


S C

(23.0) C

(33.4) C

(27.3) E

(56.8)

Woodruff Rd. at I-85 SB S C

(21.9) C

(28.3) C

(24.5) N/A


(18.0) B

(13.3) B

(17.8) B

(17.0)


S C

(23.9) B

(14.3) B

(16.0) B

(13.0)


S D

(41.6) D

(51.1) D

(40.0) E

(75.9)


(40.9) D

(40.1) D

(39.9) C

(30.0)


(15.8) C

(25.5) C

(22.4) N/A


(6.6) A

(6.6) A

(6.6) N/A


S C

(26.5) C

(24.6) D

(39.8) N/A


(7.1) B

(11.7) B

(10.5) B

(11.2)


R A

(6.3) B

(10.1) A

(9.8) A

(9.4)


R A

(8.4) B

(13.7) B

(13.1) B

(13.2)


R A

(8.9) B

(12.9) B

(14.5) N/A


R B

(11.7) B

(14.3) C

(20.0) N/A


89 January 2019

1. S = Signalized, U = Unsignalized, R = Roundabout 2. N/A = not studied in this scenario

8.7 2045 Alternative 6D Conditions

The 2045 Alternative 6D conditions analysis included the following improvements:



Installation of a new five-lane roadway (Parallel Road) from Woodruff Industrial Lane to Smith Hines Road via a new alignment with the closure of the north leg of the intersection of Woodruff Road at Smith Hines Road

Traffic signal timing optimization at study area signalized intersections Figure 46 shows the LOS by intersection in the 2045 Alternative 6D conditions. Table 14 summarizes the LOS and control delay (average seconds of delay per vehicle) for the projected Existing AM, Midday, PM, and Saturday (where applicable) peak hour conditions at the study area intersections. The detailed Synchro output reports are shown in the Appendix.




R A

(8.2) A

(9.2) B

(11.1) N/A


R D

(25.3) D

(30.1) E

(46.2) N/A


R B

(12.3) B

(14.3) C

(17.4) N/A


R C

(16.9) C

(16.4) C

(21.2) N/A


R B

(10.9) B

(10.5) B

(10.8) N/A

Woodruff Rd. at Parallel Rd. S D

(37.1) C

(33.3) F

(109.0) N/A

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LOS D

LOS E

LOS C

LOS B

LOS A

LOS F

LEGEND

SATPM

MIDAM

Not Analyzed


91 January 2019


Alternative 6D Conditions


Control1 AM

Peak Hour Midday

Peak Hour PM

Peak Hour Saturday

Peak Hour


S D

(52.0) E

(78.4) F

(91.7) D

(44.8)


(4.4) C

(20.4) A

(9.9) B

(15.5)


S A

(6.8) C

(20.6) B

(19.9) C

(23.2)


S C

(22.5) D

(46.2) C

(33.3) E

(57.0)

Woodruff Rd. at I-85 SB S D

(36.4) C

(31.3) C

(34.3) N/A

Woodruff Rd. at I-85 NB S C

(30.9) C

(28.4) D

(39.8) N/A


S C

(22.0) B

(13.9) B

(15.3) B

(12.2)


S D

(38.8) D

(54.5) E

(61.2) F

(80.7)


(40.9) D

(40.5) D

(53.3) C

(30.0)


(15.8) C

(29.5) C

(25.2) N/A


(6.6) B

(11.3) A

(6.6) N/A


S C

(26.6) C

(24.6) C

(27.7) N/A


(7.1) B

(11.7) B

(10.5) B

(11.2)


R A

(6.3) B

(10.1) A

(9.8) A

(9.4)


R A

(8.4) B

(13.7) B

(13.1) B

(13.2)


R A

(8.9) B

(12.9) B

(14.5) N/A


R B

(11.7) B

(14.3) C

(20.0) N/A


92 January 2019


In the 2045 Alternative 6D conditions, the overall traffic operations are expected to improve from the 2045 No Build conditions. Most intersections along the corridor are projected to operate at LOS D or better with the exceptions of Woodruff Road at Verdae Boulevard/Roper Mountain Road during the Midday and PM peak hour conditions, Woodruff Road at Market Point Drive during the PM and Saturday peak hour conditions, Woodruff Road at Woodruff Industrial Lane during the Saturday peak hour conditions, and Woodruff Road at the Parallel Road during the PM peak hour conditions. Installation of the DDI at the I-85 interchange is projected to improve traffic operations at the intersections of Woodruff Road at I-85 SB during the Midday and PM peak hours and at Woodruff Road at I-85 NB during the Am and Midday peak hours.

Intersections along the PNG Connector and Parallel Roadway are projected to operate at LOS A – LOS D with the exception of the Parallel Road at Market Point Drive (North) during the PM peak hour.

Overall traffic operations in the 2045 Alternative 6D conditions (AM, Midday and PM peak hour conditions) are projected to improve conditions in 22 cases, have similar results in 17 cases and degrade conditions in 9 cases when compared to the No Build conditions. In cases where intersections are projected to degrade, in two instances, the intersection is projected to operate at LOS E or LOS F. Otherwise, the intersections are operating at LOS D or better.


Alternative 6D Conditions


R A

(8.2) A

(9.2) B

(11.1) N/A


R D

(25.3) D

(30.1) E

(46.2) N/A


R B

(12.3) B

(14.3) C

(17.4) N/A


R C

(16.9) C

(16.4) C

(21.2) N/A


R B

(10.9) B

(10.5) B

(10.8) N/A

Woodruff Rd. at Parallel Rd. S D

(40.4) C

(33.3) F

(122.3) N/A


93 January 2019

8.8 Intersection Analysis Summary

Table 15 shows a summary comparison of the alternatives. There are 16 intersections along Woodruff Road studied for each alternative. The AM, Midday and PM peak hour results were reviewed for each alternative for a review of 48 total intersections. A detailed comparison is included in the Appendix.

Table 15: Comparison of Level of Service Grades to 2045 No Build Level of Service

(Number of Locations - AM, Midday and PM peak hour conditions)

Alternative Improve Similar Degrade Total

2045 Alternative 1 16

(33%) 20

(42%) 12

(25%) 48

(100%)

2045 Alternative 2C 22

(46%) 15

(31%) 11

(23%) 48

(100%)


(52%) 13

(27%) 10

(21%) 48

(100%)


(52%) 16

(33%) 7

(15%) 48

(100%)

2045 Alternative 6D 22

(46%) 17

(35%) 9

(19%) 48

(100%)

In general, the projected intersection levels of service for the 2045 No Build conditions degrade from the Existing conditions. The 2045 Build Alternatives results generally improve study area intersection conditions from the 2045 No Build conditions, with Alternative 6C having the greatest number of improved intersections (52%) and the fewest number of degraded intersections (15%) when compared to the 2045 No Build conditions. Alternative 6D has similar results to Alternative 6C with three fewer improved locations and two more degraded locations.

8.9 Arterial Analysis

Arterial analysis was performed for the Woodruff Road corridor for the AM, Midday, and PM peak hour conditions for the Existing, 2045 No Build, and Build Alternatives. Saturday was not included because a limited number of intersection counts were collected. The arterial analysis level of service describes the average travel speed on a corridor. Travel speed along the corridor considers intersection delay and travel time vehicles experience when traveling on Woodruff Road. The Woodruff Road corridor from Ketron Court to Smith Hines Road was reviewed. The intersections of Woodruff Road at I-85 Southbound On-Ramp/Off-Ramp and Woodruff Road at I-85 Northbound On-Ramp/Off-Ramp were not included in the arterial analysis; therefore,Woodruff Road was broken into two sections, east and west of the I-85 DDI. Overall corridorspeeds were calculated using the projected speed and distance to develop eastbound and westbound


94 January 2019

estimated roadway speeds by alternative. Table 16 shows the level of service ranges by corridor speed.

Table 16: Arterial Level of Service Criteria – Class II Urban Street

Level of Service Average Travel Speed

(miles per hour) LOS A > 35LOS B >28 – 35LOS C >22 – 28LOS D >17 – 22LOS E >13 – 17LOS F 13


Table 17 shows the projected Woodruff Road corridor speeds and a comparison of the arterial travel speeds for the Existing, 2045 No Build, and the 2045 Build Alternatives conditions during the AM, Midday, and PM peak hours.

Table 17: Arterial Level of Service – Woodruff Road

Level of Service (Speed in mph)

Peak Hour 2017

Existing Conditions

2045 No Build

Conditions

2045 Alt 1

Conditions

2045 Alt 2C

Conditions

2045 Alt 3C

Conditions

2045 Alt 6C

Conditions

2045 Alt 6D

Conditions

EB Woodruff Road AM Peak

Hour D

(18.1) F

(10.5) E

(16.3) D

(17.3) D

(18.6) D

(18.6) D

(18.4) Midday Peak

Hour D

(17.6) F

(11.9) F

(12.9) F

(12.9) E

(16.1) E

(16.1) E

(16.6) PM Peak

Hour E

(16.6) F

(9.5) E

(14.2) E

(13.3) E

(13.8) E

(15.4) E

(15.4)

WB Woodruff Road

AM Peak Hour

E (15.4)

E (13.1)

E (15.9)

E (15.1)

D (18.1)

D (19.2)

D (19.5)

Midday Peak Hour

E (14.2)

F (11.5)

F (11.4)

E (13.5)

E (14.0)

E (16.3)

D (17.3)

PM Peak Hour

E (15.5)

E (13.1)

F (12.2)

E (15.2)

E (16.0)

E (16.7)

E (16.5)


95 January 2019

The average speeds on Woodruff Road in the Existing conditions ranged from 14 – 18 mph with levels of service of LOS D and E. In the 2045 No Build conditions, the average speeds decrease to 9 – 13 mph at LOS E and F. All of the alternatives improve average speed from the 2045 No Build conditions, with the improvements for Alternative 1 increasing average speeds to 11 – 16 mph at LOS E and F, the improvements for Alternative 2C increasing average speeds to 13 – 17 mph at LOS D – F, the improvements for Alternative 3C increasing average speeds to 13 – 19 at LOS D and E, the improvements for Alternative 6C increasing average speeds to 15 – 19 at LOS D and E, and the improvements for Alternative 6D increasing average speeds to 15 – 19 mph at LOS D and E.

In summary, Alternative 6D had the highest projected average travel speed during the AM peak hour while Alternative 1 had the lowest projected average travel speed. Alternative 6C results in the smallest range of projected average speeds with operations of LOS D and LOS E.

8.10 Performance Index by Alternative

Performance index is an operations metric calculated using the total delay (control and queue delay) in seconds and the vehicle stops in vehicles per hour using the following equation. A lower performance index indicates better corridor operations. Table 18 shows the performance index by alternative.

𝑃𝑒𝑟𝑓𝑜𝑟𝑚𝑎𝑛𝑐𝑒 𝐼𝑛𝑑𝑒𝑥 𝑇𝑜𝑡𝑎𝑙 𝐷𝑒𝑙𝑎𝑦 ∗ 1 𝑁𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑉𝑒ℎ𝑖𝑐𝑙𝑒 𝑆𝑡𝑜𝑝𝑠 ∗ 10 /3600

Table 18: Performance Index – Woodruff Road

Peak Hour 2017

Existing Conditions

2045 No Build

Conditions

2045 Alt 1

Conditions

2045 Alt 2C

Conditions

2045 Alt 3C

Conditions

2045 Alt 6C

Conditions

2045 Alt 6D

Conditions AM Peak

Hour 294.2 837.5 471.1 373.6 348.9 262.7 287.0

Midday Peak Hour

386.0 1,041.2 768.1 609.2 414.4 383.9 330.3

PM Peak Hour

445.2 931.9 763.8 580.4 545.4 488.3 478.0

The performance index is projected to increase from the Existing conditions (approximately 300 – 450) to the 2045 No Build conditions (approximately 850 – 1,050). The performance indeximproves for all 2045 Build Alternatives compared to the No Build conditions; the Alternative 1performance index ranges from approximately 475 – 775, the Alternative 2C performance indexranges from approximately 375 – 600, the Alternative 3C performance index ranges fromapproximately 350 – 550, the Alternative 6C performance index ranges from approximately 250– 500, and the Alternative 6D performance index ranges from approximately 275 – 475.


96 January 2019

In summary, Alternative 6C has the lowest overall performance index while Alternative 1 has the highest performance index.

8.11 Corridor Summaries by Alternative

The following sections summarize the Woodruff Road and PNG Connector/Parallel Roadway corridor analysis results for each alternative.

8.11.1 Existing Conditions

Woodruff Road Corridor from Mall Connector Road to Smith Hines Road

As stated previously, the Woodruff Road corridor is currently heavily congested during peak conditions. Queuing occurs at intersection turn lanes and through lanes along the corridor causing spillback issues impacting the overall flow of Woodruff Road. In addition, this congestion is causing a metering effect of the traffic along the corridor and therefore the operations shown in Table 8 are better than what is experienced in everyday traffic.

Some of the unsignalized intersections operate at LOS E or LOS F, this is not uncommon for minor intersections on major intersections such as Woodruff Road to experience higher levels of delay when the major corridor experiences little to no delay.

The arterial analysis shows Woodruff Road operating at LOS D and LOS E with a performance index of 300 – 450.

8.11.2 2045 No Build Alternative

Woodruff Road Corridor from Verdae Boulevard/Roper Mountain Road to Smith Hines Road

As shown in Table 9, the Woodruff Road corridor is expected to continue to experience congestion during peak conditions in the 2045 No Build conditions. It is expected that queueing will continue to cause spillback issues along the corridor, impacting the overall flow of Woodruff Road. Congestion along the corridor is expected to continue to cause a metering effect of the traffic along the corridor and therefore operations in Table 9 could be showing better operations than what would be experienced in everyday traffic. In general, the 2045 No Build conditions most of the signalized intersections along the corridor are projected to operate worse than in the Existing conditions.

The arterial analysis shows Woodruff Road operating at LOS E and LOS F with a performance index of 850 – 1,050.


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PNG Connector Corridor from Verdae Boulevard to Woodruff Industrial Lane

The roundabouts located at PNG Connector at Ketron Court and PNG Connector at Green Heron Road are projected to operate at LOS C or better during all peak hours.

8.11.3 2045 Alternative 1


As shown in Table 10, the Woodruff Road corridor is expected to continue to experience some congestion during peak conditions in the 2045 Alternative 1 conditions. Although the corridor is expected to experience elevated delay at some intersections along the corridor at some peak hours, the overall operations of the corridor are projected to be better than traffic operations during the 2045 No Build conditions. The arterial analysis shows Woodruff Road operating at LOS E and LOS F with a performance index of approximately 475 – 775.

PNG Connector Corridor from Verdae Boulevard to Woodruff Industrial Lane

The roundabouts located at PNG Connector at Ketron Court and PNG Connector at Green Heron Road are projected to operate acceptably during all peak hours. Improvement of the intersection of PNG Connector at Woodruff Industrial Lane into a roundabout is projected to improve the traffic operations with the roundabout.

8.11.4 2045 Alternative 2C


As shown in Table 11, the Woodruff Road corridor is expected to continue to experience some congestion during peak conditions in the 2045 Alternative 2C conditions. Although the corridor is expected to experience elevated delay at some intersections along the corridor at some peak hours, the overall operations of the corridor are projected to be better traffic operations than during the 2045 No Build conditions. The arterial analysis shows Woodruff Road operating at LOS D – LOS F with a performance index or approximately 375 – 600.

PNG Connector/Parallel Road Corridor from Verdae Boulevard to Woodruff Industrial Lane

As shown in Table 11, the roundabouts along the PNG Connector/Parallel Road Corridor are projected to operate acceptably during all peak hours in the 2045 Alternative 2C conditions.


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As shown in Table 12, the Woodruff Road corridor is expected to continue to experience some congestion during peak conditions in the 2045 Alternative 2C conditions. Although the corridor is expected to experience elevated delay at some intersections along the corridor at some peak hours, the overall operations of the corridor are projected to be higher than traffic operation during the 2045 No Build conditions. The arterial analysis shows Woodruff Road operating at LOS D and LOS E with a performance index of approximately 350 – 550.


As shown in Table 12, the roundabouts along the PNG Connector/Parallel Road Corridor are projected to operate acceptably during all peak hours in the 2045 Alternative 3C conditions.



As shown in Table 13, the Woodruff Road corridor is expected to continue to experience some congestion during peak conditions in the 2045 Alternative 6C conditions. Although the corridor is expected to experience elevated delay at some intersections along the corridor at some peak hours, the overall operations of the corridor are projected to be better than traffic operation during the 2045 No Build conditions. The arterial analysis shows Woodruff Road operating at LOS D and LOS E with a performance index of 250 – 500.


As shown in Table 13, the roundabouts along the PNG Connector/Parallel Road Corridor are projected to operate acceptably during all peak hours in the 2045 Alternative 6C conditions with the exception of the intersection of the Parallel Road at Market Point Drive(North) during the PM peak hour conditions.

8.11.7 2045 Alternative 6D


As shown in Table 14, the Woodruff Road corridor is expected to continue to experience some congestion during peak conditions in the 2045 Alternative 6D conditions. Although the corridor is


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expected to experience elevated delay at some intersections along the corridor at some peak hours, the overall operations of the corridor are projected to be better than traffic operations during the 2045 No Build conditions. The arterial analysis shows Woodruff Road operating at LOS D and LOS E with a performance index of 275 – 475.


As shown in Table 14, the roundabouts along the PNG Connector/Parallel Road Corridor are projected to operate acceptably during all peak hours in the 2045 Alternative 6D conditions with the exception of the Parallel Road at Market Point Drive (North) during the PM peak hour conditions.

9.0 Other Corridor Improvement Considerations

In addition to the geometric improvements for the study area intersections as part of the Build Alternatives, other corridor improvements should be considered to further improve corridor operations. These may include but are not limited to additional signal improvements and access management along the corridor. A number of these items were documented in the August 2017 Greenville County Road Safety Assessment: SC 146 (Woodruff Road) from MP 1.9 – 5.0 by AECOM which encompasses the project study area.

9.1 Traffic Signal Upgrades

As stated previously, adaptive signal timing is being installed along the corridor. This will allow the traffic signal system to respond and adapt to current conditions rather than rely on a set signal timing plan, thereby improving the efficiency of the traffic signal system.

In addition, where appropriate, flashing yellow arrow signal heads should be considered per SCDOT and Federal Highway Administration (FHWA) standards. This will also preserve consistency along the corridor as any traffic signals that are upgraded as part of the Build Alternatives will be required to use flashing yellow arrows.

In addition, where appropriate, pedestrian facilities should be upgraded to the current standards.

9.2 Results of 2017 Road Safety Assessment

The following improvements were recommended as part of the Road Safety Assessment (AECOM, 2017) to improve corridor conditions:

Install a concrete median on Woodruff Road that forces vehicles exiting the Shoppes atGreenridge (the new right-in / right-out unsignalized driveway) to the I-85 NB On Ramp


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Install overhead lane assignment signs on the Carolina Point Parkway approach toWoodruff Road

Install a concrete median on Woodruff Road that extends from Market Point Drive toMiller Road/Garlington Road

Install a concrete median on Woodruff Road that extends to Miller Road/Garlington Roadto I-385 Off Ramp

Other recommended improvements included the installation of backplates at all traffic signals, installation of a flashing yellow arrow at Woodruff Road at Merovan Access, installation of countdown pedestrian heads and crosswalks on the corridor where they are missing and improvement of pedestrian components at the intersections to be Americans with Disabilities Act compliant.

9.3 Access Management

Access management is the control of access points along the corridor to limit the traffic movements and improve traffic flow, primarily by reducing conflict points along the corridor. Access management can be in the form of driveway and access spacing, median treatments to manage traffic coupled with the development of improved turn lanes with accessible areas for U-turns, or similar.

SCDOT provides access management guidelines in the Access and Roadside Management Standards (ARMS) manual. The minimum driveway spacing guideline of 220 feet is given for 35 mph roadways with an AADT greater than 2,000 vehicles.

Installation of medians is also considered a safety measure. Reducing conflict points and confining turning movements to signalized intersections typically results in a reduction of crash rates along corridors where access management is implemented. Where feasible, median installation in the commercial areas of Woodruff Road are recommended.

Many businesses are concerned that access management will make it more difficult for customers to access their businesses. However, FHWA notes that “"Before and after" studies of businesses in Florida, Iowa, Minnesota, and Texas along highways where access has been managed found that the vast majority of businesses do as well or better after the access management projects are completed.”


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9.4 Sight Distance, Pavement Markings and Signage

As the 2045 Build Alternatives are further developed in the design phase, the intersection sight distance, pavement markings and signage should be reviewed and designed to the SCDOT and Manual on Uniform Traffic Control Devices (MUTCD) standards.

10.0 Summary



The Woodruff Road corridor is a highly travelled corridor which currently experiences high levels of congestion during peak times. Peak travel times occur during the AM peak hour, lunchtime – Midday peak hour, and PM peak hour as well as the Saturday peak hour. Due to the high level of commercial activity along the corridor, the Midday peak hour is sometimes higher than the PM peak hour and Saturdays also experience peak times. During peaks there are sometimes queuing issues throughout the corridor where the demand for the turn lanes exceeds the available storage. This causes intermittent queuing, which further affects the traffic flow and operations of the corridor. At some locations during peak periods, travel demand at an intersection exceeds the available queuing distance between intersections causing queue spillback to the adjacent intersection. This causes the traffic to be metered through the project intersections as vehicles travel through the corridor.

A review of the 2045 Build Alternatives results in improvements beyond the 2045 No Build conditions. Alternative 6C has the greatest number of improved intersections and the fewest number of degraded intersections when compared to the 2045 No Build conditions. Alternative 6D operates similarly to Alternative 6C with three fewer improved intersections and two more degraded locations.

Alternative 6D had the highest projected average travel speed during the AM peak hour while Alternative 1 had the lowest projected average travel speed. Alternative 6C results in the smallest range of projected average speeds with operations of LOS D and LOS E.


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The Woodruff Road performance index (an operations metric calculated using the total delay (control and queue delay) and the vehicle stops per hour) resulting in Alternative 6C operating better with the lowest performance index while Alternative 1 has the highest performance index.

In summary, all 2045 Build Alternatives result in better operations for the No Build with Alternatives 3C, 6C and 6D performing the best based on projected intersection operations, Woodruff Road arterial analysis and Woodruff Road performance index.

appendix a: traffic analysis report · woodruff road congestion relief project – traffic analysis...

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