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Home My WebLink About20181192_Detailed Study Alternatives Traffic Analysis Technical Memorandum - February 2015_20151201NCDOT STIP R-2721/R-2828/R-2829 DETAILED STUDY ALTERNATIVES (DSA) TRAFFIC ANALYSIS - TECHNICAL MEMORANDUM COMPLETE S4O Triangle Expressway Southeast Extension Wake County & Johnston County J'�� • . Ca��'�,ET� .�• ,� PREPARED FOR: North Carolina Department of Transportation Project Development & Environmental Analysis Branch PREPARED BY: HNTB North Carolina, PC 343 East Six Forks Road Suite 200 Raleigh, NC 27609 NCBELS License #: C-1554 February 2015 NCDOT STIP PROJECTS R-2721, R-2828 � R-2829 Complete 540 (Triangle Expressway Southeast Extension) WAKE AND JOHNSTON COUNTIES �!/, �� Co�r�L��, �• 540 Triangle Ex�iessw.�} Southeasf F..tf��n4ir>�� Detailed Study Alternatives (DSA) Traffic Analysis TECHNICAL MEMORANDUM Prepared for: The North Carolina Department of Transportation Project Development & Environmental Analysis Prepared by: HNTB North Carolina, P.C. 343 East Six Forks Road SUIt@ 2�� Raleigh, NC 27609 NCBELS License #: C-1554 February 2015 ��+�qfi9��'�$$� �a�,,�•4.��e CA1�� s,�. �"'��'Ci' �F � � S/c.�,%, �,� � o� SEA.� �`�'� � � ' 3431� � � � �n � 9 fq d � �� B vJ � +/�!�) 0 m � `^ M a NGI�f�. „o°� � ��q ,�e ec � z �. � •.00e,gm , �� '' �� 2-23 �.5 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum EXECUTIVE SUMMARY 1. Introduction The North Carolina Department of Transportation (NCDOT) is studying ways to improve regional mobility in southern and eastern Wake County. NCDOT State Transportation Improvement Program (STIP) Projects R-2721, R-2828, and R-2829, known collectively as Complete 540 — Triangle Expressway Southeast Extension, in Wake and Johnston Counties currently feature 17 Detailed Study Alternatives (DSAs) that are approximately 28 miles long, extending from the NC 55 Holly Springs Bypass to I-40 near the US 70 Clayton Bypass (Southern Wake Freeway) and then to US 64 / US 264 Knightdale Bypass (Eastern Wake Freeway). The Complete 540 project is being considered and studied as a possible candidate toll facility. Figure ES.1 shows the Detailed Study Alternative corridors. Appendix A contains all figures described in this report. HNTB North Carolina, PC has been contracted by the NCDOT, to develop base and future year traffic capacity analyses for the Complete 540 project. The analyses and results for the base and future design year scenarios of the No-Build Alternative and 17 DSAs will be used to develop the environmental documentation required by the National Environmental Policy Act (NEPA). For the purposes of the environmental document, it was decided in a project scoping meeting on July 8, 2014, and through coordination with NCDOT, that the base year scenario would use a base year of 2012 and the future design year scenario would be for the year 2035. In this meeting, a traffic analysis project study area was also defined that would satisfy the requirements of NEPA and include all potential impacts for 17 DSAs. Separate No-Build and Build DSA traffic capacity analyses were conducted for both the 2012 base year and 2035 design year. Figure 2 shows the project study area for the traffic analyses. The purpose of this traffic capacity analysis is to identify existing and projected roadway facility, interchange and intersection operations and any potential deficiencies for the major roadways surrounding and intersecting the Complete 540 functional designs for the 17 DSAs under 2012 Base Year and 2035 Design Year conditions. In addition to being included in NEPA documentation, the results of the analysis will be used to support the alternatives development process and preliminary designs for the project. Traffic volumes used in this traffic capacity analysis were based on the Complete 540 - Triangle Expressway Southeast Extension NCDOT STIP Project R-2721, R-2828 & R-2829 Traffic Forecast Technical Memorandum prepared by HNTB in April 2014. The traffic capacity analysis references the following forecast volumes for the 2012 and 2035 analysis scenarios: • 2012 Base Year No-Build • 2012 Base Year Build DSA 1-17 • 2035 Design Year No-Build • 2035 Design Year Build DSA 1-17 Complete 540 functional designs and interchange forms evaluated in this traffic capacity analysis were based on the designs and interchange form recommendations prepared by Lochner, based upon ongoing coordination, planning, analysis and design. The designs have been reviewed and approved by the NCDOT Roadway Design Unit. February 2015 E$-2 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum As described in more detail within the report, several DSAs feature the same (or nearly identical) projected traffic volumes and interchange forms, depending on individual DSA corridor alignments. For example, DSAs 1-5 and 13-17 all follow the Orange or Orange-Lilac corridor from NC 55 Bypass to I-40 in southern Wake County, have similar projected traffic volumes and produce similar capacity analysis results. Similarly, DSAs 6 and 7 fo�low the Orange-Red corridor from NC 55 Bypass to I-40, have similar projected traffic volumes and produce similar capacity analysis results. DSAs 8-12 all follow the Orange-Purple-Blue-Lilac corridor from NC 55 Bypass to I-40, have similar projected traffic volumes and produce similar capacity analysis results. From I-40 to US 64 / US 264 in eastern Wake County, the Green, Mint, Brown, Tan and Teal DSA corridors are closer in proximity and there is relatively less variation in projected traffic volumes between DSAs and interchange configurations. Since there are generally three distinct corridors based on project traffic volumes and operations, DSAs 1, 6 and 8 are presented in additional detail in the report tables and figures as representative corridors for comparison. Additional detailed capacity analysis results for all DSAs 1-17 are located in the Appendices. The following sections describe existing and future transportation conditions in the project study area, the capacity analysis methodology, capacity analysis results for the 2012 base year and 2035 design year, microsimulation operations analysis, and conclusions and recommendations derived from the capacity analyses related to current functional designs for the Complete 540 DSAs. 2. Existing and Future Conditions The Complete 540 DSA corridor alignments in the project study area run primarily east-west between the existing Triangle Expressway termini at NC 55 Bypass in Apex to the existing I-40 corridor near Clayton. Corridor alignments then run primarily north-south between I-40 and the existing I-540 system interchange with US 64 / US 264 in Knightdale. The corridor alignments cross multiple existing freeway, arterial, and local roadway facilities. The 17 Complete 540 DSAs studied are shown on Figure ES.1. Under existing conditions, there are five major access-controlled freeways, numerous major and minor arterial facilities, nine existing interchanges, one planned future interchange (STIP Project # R-2635D), and 18 existing at-grade intersections on Y-line facilities that are directly impacted by the 17 DSA alignments in the project study area. Existing traffic control information was provided by NCDOT for all signalized intersections. Other relevant study information and analysis inputs for the existing study area facilities and corridors was collected from existing aerial photography, traffic forecast and field verified in 2014 by HNTB staff. Under future conditions, the Complete 540 project, Triangle Expressway Southeast Extension, will complete the Raleigh 540 outer loop. Construction is currently scheduled to be completed in phases. Phase I(southern portion) is between NC 55 Bypass in Apex and I-40 near the Johnston County line. Phase II (eastern portion) continues the project at I-40 and ends at US 64 / US 264 in Knightdale. The project is located primarily in Wake County with a small portion of the project that extends into Johnston County. Transportation demands, social and economic demands and mobility considerations are the basis for additional transportation infrastructure in southeastern Wake County. Complete 540 will link the towns of Clayton, Garner, Fuquay-Varina, Holly Springs, Apex, Cary, Knightdale, and Raleigh. It will also connect major roadways in southern Raleigh and aid in easing February 2015 ES-3 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum congestion on the I-40, I-440 (Raleigh Beltline), NC 42, NC 55, Ten Ten Road and other arterial surface streets by providing a high-speed, reliable transportation option. The Complete 540 project would increase the overall capacity of the existing study area roadway network and be expected to divert traffic from secondary roads. The Complete 540 DSA corridors are approximately 30 miles in length, beginning at the existing Toll NC 540 (Triangle Expressway) and NC 55 Bypass service interchange and terminating at the existing I-540 and US 64 / US 264 system interchange. With construction of Complete 540, there are approximately 19 existing/future interchanges and 36 existing/future intersections on Y-line facilities and at interchange ramp terminals that are directly impacted by the 17 DSA alignments in the project study area, depending on the DSAs. 3. Capacity Analysis Methodology Per standards for the preparation of capacity analyses for TIP projects used by the NCDOT Congestion Management Section, the Complete 540 project study area and DSAs were analyzed using methodologies set forth in the Highway Capacity Manual 2010 (Transportation Research Board, December 2010) and the accompanying Highway Capacity Software 2010 (HCS Version 6.60) for freeway facilities and unsignalized intersections. Signalized intersections were analyzed in Synchro Professional Version 7. Results for AM and PM peak hour timeframes are given as a Level-of-Service (LOS) for segments of freeway and intersections that correspond to a letter grade of LOS A through LOS F. In general, LOS D is the minimum threshold for acceptable peak hour traffic operations on the freeway segments and study area intersections, and was used as a benchmark in testing the DSA functional design geometrics for the 2012 and 2035 analysis years. Details for each analysis type are included in Table ES-1. Table ES-1. Capacity Analysis Details Analysis Type Details Freeway Segmented the DSA alignment networks into separate basic freeway, weaving, System merge, and diverge areas in HCS Freeway Facilities Module (FreeVal). Calculated Analysis both individual segment vehicular density and LOS and overall directional system operational statistics per HCM 2010 methods. Signalized Created Synchro networks that included individual intersections and corridors in the Intersection vicinity of the proposed interchange ramp terminals and incorporated signal plan information. Build networks analyzed all Complete 540 interchange ramp terminal Analysis intersections as si nalized intersections in the desi n ear. Unsignalized Created unsignalized intersection files in HCS for the existing unsignalized study Intersection area intersections. Signal warrants analyses were conducted to determine intersection control type in the design year analyses. Added additional Build DSA Analysis unsignalized intersections if DSA designs included changes to No-Build network. February 2015 ES-4 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum 4. Development of Alternatives The No-Build Alternative assumes that no further development of the Complete 540 project will occur within the project study area limits, but any other background improvements that are committed to and funded by NCDOT, local municipalities, or private deve�opment projects would occur by the 2035 design year. Additional capital improvements include the proposed Old Holly Springs-Apex Road interchange (R-2635D), widening of study area facilities (I-40, I-540 and other planned facilities) and basic traffic signal retiming. The Build Alternatives assume construction of Complete 540 in addition other background improvements that are committed to and funded by NCDOT, local municipalities, or private development projects would occur by the 2035 design year. The 17 Comp�ete 540 DSAs studied are shown on Figure ES.1. Each DSA roadway design (alignment, interchange form, geometrics, design criteria) was provided by Lochner for use in the traffic capacity analysis. 5. 2012 Base Year / 2035 Design Year Traffic Volume Development Peak hour traffic volume estimates for the 2012 base year and 2035 design year No-Build and Build scenarios were developed using daily traffic forecast information from the Complete 540 - Triangle Expressway Southeast Extension NCDOT STIP Project R-2721, R-2828 & R-2829 Traffic Forecast Technical Memorandum prepared by HNTB North Carolina, PC and approved by NCDOT TPB in April 2014. Daily traffic data, such as Average Annual Daily Traffic (AADT) estimates for study area roadway segments, truck percentages, design hour volumes (DHV- factor), and peak directional flows (D-factor) were entered into NCDOT Congestion Management Section peak hour traffic volume breakout spreadsheets for each intersection and/or interchange. This traffic volume data were then entered into capacity analysis software, as appropriate. 6. Capacity Analysis Results For Complete 540, all DSA freeway segments, interchange designs configurations, and interchange ramp terminal intersections are projected to operate at LOS D or better in the 2012 base year and 2035 design year based on the current functional designs for a Complete 540 six-lane, toll facility. For this reason, only the 2035 design year worst-case AM and PM peak hour LOS freeway summary results are presented in Table ES-2. Of the 115 to 137 freeway segments analyzed, depending on the individual DSA alignment, only one weaving segment between US 64 / US 264 and Poole Road in the westbound PM peak experiences projected operational deficiencies. To further investigate and assess expected freeway system performance in this weaving segment, supplemental VISSIM microsimulation analyses were prepared and showed acceptable weaving segment operations of a comparable LOS D or better for the simulation runs, as shown in Table ES-4. Of the 29 to 36 study area intersections analyzed at interchange ramp terminals or adjacent Y-lines, depending on the individual DSA alignment, only 1 to 4 intersections are projected to experience operational deficiencies, depending on the DSA as shown in Table ES-3. None of the intersections potentially experiencing operational deficiencies are interchange ramp terminal intersections directly impacting Complete 540 mainline freeway operations. The intersections projected to operate at LOS E or F either include unsignalized, minor Y-line intersections or signalized Y-line intersections that incorporate reasonably feasible geometric improvements to optimize intersection traffic operations. Overall, all seventeen (17) DSAs operate with nearly identical freeway and intersection measures of effectiveness (MOEs) and levels-of-service, even though each DSA includes different volumes, corridor alignments, interchange configurations, interchange access points and impacts to crossing freeway and arterial facilities. February 2015 ES-5 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table ES-2. 2035 Design Year No-Build & Build Freeway Operations Summary Complete 540 Scenario Eastbound Westbound LtiS A LO� � LOS � L�� LOS F L(�S d'� L�� LQS � LOS D LOS F No-Build 3 3 5 0 0 0 3 11 1 0 0 0 DSA 1 2 32 33 1 0 0 1 27 39 1 1 0 DSA 2 2 32 33 1 0 0 1 27 39 1 1 0 DSA 3 1 38 26 1 0 0 1 27 37 1 1 0 DSA 4 3 29 33 1 0 0 1 27 37 1 1 0 DSA 5 3 37 27 1 0 0 1 31 35 1 1 0 DSA 6* 0 14 40 2 0 0 0 34 24 0 1 0 DSA 7* 0 15 39 2 0 0 0 34 24 0 1 0 DSA 8 1 31 31 1 0 0 1 32 33 0 1 0 DSA 9 1 31 31 1 0 0 1 32 33 0 1 0 DSA 10 1 28 32 1 0 0 1 30 33 0 1 0 DSA 11 1 28 32 1 0 0 1 30 33 0 1 0 DSA 12 1 34 28 1 0 0 1 36 29 1 0 0 DSA 13 1 29 33 1 0 0 1 25 39 1 1 0 DSA 14 1 29 33 1 0 0 1 26 38 1 1 0 DSA 15 2 23 36 1 0 0 1 25 37 1 1 0 DSA 16 2 24 35 1 0 0 1 25 37 1 1 0 DSA 17 2 33 28 1 0 0 1 31 33 1 1 0 `u5A 6, / includes anarys�s ot collector-disinbutor segment along C;omplete �4u. Table ES-3. 2012 & 2035 No-Build & Build Intersection Capacity Analysis Summary Number of Intersections Operating at Given LOS in at Least One AM or PM Peak Hour* Scenario 2012 Base Year 2035 Desi n Year �� i�� : _� _� � �:� LOS L�� .�� -��s ;; � LOS � � � � F A � �. 'I� F No-Build 1 4 6 0 3 2 0 2 4 1 4 5 DSA 1 11 17 4 0 1 0 2 15 10 4 1 1 DSA 2 11 17 4 0 1 0 2 15 10 4 1 1 DSA 3 9 15 5 0 0 0 4 11 11 2 1 1 DSA 4 9 15 5 0 0 0 5 10 11 2 1 1 DSA 5 8 18 4 0 1 0 4 12 10 3 1 1 DSA 6 17 12 4 1 1 0 2 15 6 8 3 1 DSA 7 17 12 4 1 1 0 2 15 6 8 3 1 DSA 8 16 17 2 0 1 0 5 16 8 6 1 0 DSA 9 16 17 2 0 1 0 5 16 8 6 1 0 DSA 10 13 17 3 0 0 0 6 13 9 4 1 0 DSA 11 13 17 3 0 0 0 7 12 9 4 1 0 DSA 12 14 17 2 0 1 0 7 13 8 5 1 0 DSA 13 14 15 3 0 1 0 2 16 9 4 1 0 DSA 14 14 15 3 0 1 0 2 16 9 4 1 0 DSA 15 11 15 4 0 0 0 4 12 10 2 1 0 DSA 16 11 15 4 0 0 0 5 11 10 2 1 0 DSA 17 11 15 3 0 1 0 4 13 9 3 1 0 *-For signalized intersections, overall intersection LOS. For unsignalized intersections, worst-case critical movement. February 2015 ES-6 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum 7. Microsimulation Operations Analysis Initial 2035 PM peak hour HCS FreeVal results at the northern/eastern project termini for the southbound Complete 540 weaving segment from US 64/US 264 to Poole Road produced densities that correspond to LOS D or E for Build DSAs 1-17. Since FreeVal methodologies are not set up to evaluate this area to the same level of detail as microscopic analysis, a microsimulation model was developed to test the weaving segment in greater detail and more realistically evaluate this area with demands nearing capacity and higher turbulence. Microsimulation results for the 2035 design year Build DSA 3, 4, 15, 16 indicate that the Complete 540 weaving segment between US 64 / US 264 and Poole Road in the westbound PM peak is projected to operate at LOS D or better and more efficiently than FreeVal results, as shown in Table ES-4. Thus, all of the Build Detailed Study Alternatives are expected to provide adequate traffic operations for this particular area of the project. Table ES-4. 2035 VISSIM Measures of Effectiveness PM Peak Results Segment Complete 540 DSA 3, 4, 15, 16 Southbound Weaving Segment Performance HCS Freeval VISSIM Volume [veh/hour] 5,404 5,354 Density [veh/mile] 34.002 25.58' Speed [mph] 47.0 53.6 BOLD/ITALIC— 5egment �ensity txceeds LU5 U I hresholds 1- VISSIM density reported in average density (veh/mi/In). 2- HCS density reported in (veh/mi/In) for comparison. Corresponding (pc/mi/In) is 38.30 and LOS E. 8. Summary and Recommendations The Complete 540 study area traffic capacity analysis was completed to evaluate base year (2012) and design year (2035) peak hour traffic operations for 17 Complete 540 Detailed Study Alternatives and surrounding freeway facilities and nearby intersections within the traffic analysis study area. The capacity analysis report incorporates the ongoing coordination efforts between project planning, design and analysis study teams to produce DSAs that provide sufficient capacity, efficient operations, and acceptable future levels of service. The recommended freeway, arterial, interchange and intersection geometrics and intersection control for Complete 540 DSAs 1, 6 and 8 are schematically presented in Appendix A. Recommended and analyzed geometrics for all DSAs are included in the detailed capacity analysis outputs from HCS FreeVal, Synchro and HCS unsignalized intersections in Appendices E, F and G, respectively. Based on the 2035 design year capacity analysis, the following conclusions and recommendations are presented for study area facilities and intersections: Complete 540 Corridors All Complete 540 DSA freeway segments, interchange designs configurations, and interchange ramp terminal intersections are projected to operate at LOS D or better in the 2035 design year, based on the current functional designs for a Complete 540 six-lane, toll facility. Overall, all 17 DSAs operate with very similar freeway and intersection measures of effectiveness and levels of service, even though each DSA includes different volumes, corridor alignments, interchange configurations, interchange access points and impacts to crossing freeway and arterial facilities. February 2015 E$-7 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension '' Detailed Study Alternatives - Traffic Analysis Technical Memorandum Figures ES.2-3, ES.4-5 and ES.6-7 provide a summary of freeway and intersection level of service operations for three representative DSAs, DSA 1, 6, and 8, respectively. NC 540 Corridor Based on the 2035 design year Build DSA analysis results, the existing section of NC 540 from US 1 to NC 55 Bypass is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540 and the Old Holly Springs-Apex Road interchange (R-2635D). I-540 Corridor The existing section of I-540 from US 64 / US 264 to US 64 Business is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540 and I-540 planned widening to an 8-lane facility. I-40 Corridor I-40 from US 70 Business to NC 42 is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540 and I-40 planned widening to an 8-lane facility. DSAs 1-5 and 8-17 propose a five-leg system interchange with I-40 and US 70 and provide acceptable interchange spacing between US 70 and NC 42. DSAs 6 and 7 connect with I-40 as a four-leg system interchange further to the north and do not provide desirable interchange spacing between the I-40 and US 70 Business interchange. Therefore, DSA 6 and 7 propose collector- distributors on I-40 through the US 70 Business and Complete 540 system interchanges. DSA 6 and 7 also do not provide direct interchange access at US 70 Business due to undesirable interchange spacing from I-40. Rocky Quarry Road Extension is proposed to provide direct access from Complete 540 at the Rock Quarry Road interchange to US 70 Business. The potential impacts of Complete 540 on I-40, US 70, US Business and the system interchange operations should be re-evaluated at the appropriate time for an interchange access request study. US 70 Corridor The existing section of US 70 from I-40 to NC 42 is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540. US 64 / US 264 Corridor Capacity analysis results indicate that US 64 / 264 is operating near or over capacity with operational deficiencies in the 2035 design year AM and PM peak hours with or without construction of Complete 540. Based on the 2035 design year No-Build DSA analysis results, US 64 / US 264 from Hodge Road to Smithfield Road is projected to operate at LOS E or F for 6 of 11 eastbound segments and 9 of 11 westbound segments as a six-lane freeway facility. In all Build DSAs, similar facility volumes and operational results are projected. Construction of Complete 540 proposes modifying the existing directional system interchange with US 64 / US 264 and I-540 by connecting the forth leg and constructing a flyover and a loop ramp. The system interchange was planned, designed and constructed to accommodate the future completion and connection of the 540 loop. This interchange modification would add one eastbound and one westbound freeway merge on US 64 / US 264. The potential impacts of Complete 540 on US 64 / US 264, I-540 and the system interchange operations should be re- evaluated at the appropriate time for an interchange access request study. February 2015 E$-$ y �� DSA 1-17 \ �a / 5Q �� 0 Holly Springs Fuquay-Varina DSA 1-5, 13-17 I��'i_E:�if�a Raleigh Ga�rner� / DSA 6-7 Paole Rd DSA 1, 6, 8, 13 0 0 2 Po g � e� DSA 2, 7, 9, 14 � DSA 13-17 so DSA 8-17 %. � % DSA 1-5 Legend OInterchanges Triangle Expressway Major Roads �---� �___� Counties DSA Corridors Orange � Green Mint � Brown � n , �ll�� , Tan Teal Knightdale � DSA 1-17 DSA4, 5, 11, 12, 16, 17 � ,� ;� y �j Xoc DSA 3, 10, 15 � ��°°5 i• o�d�Rd�' i � DSA 5, 12, 17 i 70 DSA 3, 4, 10, 11, 15, 16 �Cla ton y DSA 1, 2, 5, 8, 9, � 12, 13, 14, 17 Detailed Study Alternative Corridors STIP:R-2721, R-2828, R-2829 WBS: 37673.1.TA2, 35516.1.TA1, 35517.1.TA1 COUNTY: wake/.lohnston DIVISION: 5/4 DATE: February 2015 HNTB North Carolina, P.C. PREPARED BY: 343 E. Six Forks Rd, suite 200 ac Ralei h, NC 27609 �d LOCATION: NC 55 Bypass (Holly Springs) to US 64 Ue Bypass (Knightdale) arple Complete 540 FI Ure PROJECT: Triangle Expressway g Southeast Extension ES.1 Faciliry Complete 540 Interchange � OHS-A Rd � NC 55 Bypass � Holly Springs Rd � Bells Lake Rd � US 401 � Old Stage Rd � NC 50 � I-40 and US 70 � Westbound B137 M136 6135 W134 6133 M132 B131 D130 B129 M128 6127 D126 B125 M124 B123 D122 6121 M120 B119 M118 6117 D116 6115 M114 B113 D112 6111 M110 B109 D108 B107 M106 B105 W104 6103 D102 B101 , , � , ; � � , � , � , � � � � � , � ', ; , ; � � � � � � , , , ', , , ; � � � � , � � , � , , `-� % �.�'� , --- � � � , � � , � , � ; � � �,; ; � � , � � , � , , � � , , ; ; , � � � , � � , � , � ; , ;-� ; � ; � ; � � ', e70 ' ' � ' � , � � � � � � � � ; �� r , ; � � � � � � � � � , , , , , ; � � � , � � � � � , , , , , � � � � � � , � � � , , , , , � , r , , � , � � � � � � 1 � I � 1 I 1 1 1 1 � 1 e55 � � , � , , , - � � , � � � � � '� � � %' � ' � ' � ' ' ' '� ' , , , , � � , � , � � � � � , , � � � � � , � � � 'j`, � � � ; � ' � ; � t � � ' ', ', ', ', � �' � � � �' � i � l, � � I � � � ,� , i 1� �`-. �� i i i � a � ' � ' � i � 11 £ i � � � i � � ' � ,� i � . � 1� i `j � i � % � � � � = I j ` 1 � i 1 1 �- � �, � % " ; ; Te ; .° ; ; ; ; ; ,� n,J - ', ` '� ' L % % h T�'h � a3i � ; ; ; i �� 'i �` � � �m � � � � � � � � , � %� � � , Ra ; � , ; � ; � �� ' � ��y{{{ d- , r % /� ' m % ' � 4oi ' � � '� ��, ', '� 70 1 � 540 d i � � � % � � ❑ � � �1 � `� �� `� - � � � 1� ' / / � � 1 _ 1 1 � � . 1, - T� � 1 1, 1 T ' �, � �� ' 23 % � 31 ' � � � � � �` ', � �� '� . 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R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2035 DESIGN YEAR BUILD DSA 1-2: ORANGE CORRIDOR LOS & SEGMENT ID # DATE: February 2015 DIVISION: 5 HNTB North Carolina, P.C. PREPARED BY: sa3 E. s�x Fa�ks Rd., ste. zoo Figure ES.2 Raleiph, North Carolina 27609 _ US 64 • 264 � .. ., ��t� e�a Westbound 826 M25 624 W23 B22 M21 620 D19 -. M17 =� D15 - Q'�� P� �,da� Interchange � Hodge Rd � Complete 540 � Smithfield Rd � � ��`�` Old Baucom Rd �—► �► �► �—► ; `� Eastbound B1 D2 B3 W4 65 M6 M8 89 D10 611 M12 813 70 �' a � � � � � � ;� � Complete 540 �, �, ', � � ' � ' � ` �� ; , 64 , � � � � Interchange Westbound t __--,----0---__ ; , , ' �y ` _------- ,- ; '�--___ � � � Complete 540 , ;� � 11.1 B69 -------------------�.-\- '_- . ` � 1 �J�� 1 1 , Q o - , � ,__, Eastbound Interchange �� , � D70 � e64 � , �, �I ' �''�- ' B68 1 � , � � ' •TIT ; ; 671 Q. � ` ,. ; ', � � - _ %� �' I-40 US 64 D72 = ,` '`''_-�r� � , � M67 � ' U S 64 �-� ; � Westbound Interchange Business � �;,_--�' , ', -''-;--_____ ' ' B66 � Interchange Eastbound ' % B� 673 Z _,_--� "� Hodge�. �. ' -�'----____ D65 Business ; ; 1T11 _-- ', Rd , _',--- ------- ' ' �� -'- 1111 B� ; ; M39 M74 ,--�' __�___----�- � -,------------ � - 11 r -1--------------- B� IITI .y. 70 64 264 " �� ` �. � - ; D2 � � ,o« B38 1111 675 _---------- -�" �p �� '� ; '� � M63 ' sao b 64 z64 ' B3 �� W37 U S 70 D76 �� O B62 U S 264 US 70 % o ��,, Business � Smithfield Wh; �. �� 636 U S 264 B77 � T. Aoo� Business M4 /; `r—�- te pak s �' D78 PRy 122 ------'" ------------------------------ Rd D61 ------- 11 1 B5 ' Rd D35 ____----- ------ -------------------------------- W60 IIII ' r11 679 _----"" --""�� 121 Poole Rd --------- B59 Poole M6 B� �III ""� -'"�� 120 1111 W80 ___----""� Rd 1111 B� ------------------ M33 _ ------------------ D58 D8 �'�-- ,, 632 Poole 681 -------------- ---------------- B57 ' _____-- .� a ITT "- --- _____- Rd M82 ___---�" �Ji � �-- --------------- M56 B9 M31 - --p��-�a -- --------- --------- , r Auburn- Complete 683 -------------- .� D10 White _______---- Complete oak Rd B30 540 p� --- 111 �'� B55 Knighttlale Rtl 54p B�� 29 Auburn- 110 p5q W12 ,`'r 628 Knightdale Rd B85 ---------------------- --------------------------------------- B53 ' ,p___ 11T 613 � D27 M86 -------------- o� sao _---�"� M52 M14 ,,- "� 626 1111 111 687 p` __--��"�� ''I B51 Rock Quarry 1111 _ " ,-� D8S ---------- d~ ____----'" Rd 615 M25 Rock Quarry -�--- 102 _ D50 D16 -- � _____--- ,- 624 Rd 689 ---- -�" __ B49 11T NC 42 617 sao � -"'� 70 M23 NC 42 M90 101 100 ��aBauc�Ra-�-� ___---"" M48 M18 _- "_ ❑ - --------------------- ---"" --_"__ _ 622 111 691 ----- - _ --_" B47 1111 619 -'" D21 D92 "'-----_____ -- - 103 � ---'"" M46 U S 70 -- -- ,_ Business , , . 620 t t t t U S 70 693 e70 B45 Business M� � 91 90 D44 u695 --------------------------------------- B43 M96---------- --------------------- 111 ------------ -------- M42 111 B97 '°" ------------------ WhiteOak __ sao ______- B41 Rtl � D98 -- 82 ------------- H�=��, /�% White Oak --' _""- -------- D40 70 / Rd 699 80 --------------------- B39 111 �b'� M100 81 -------------------- I - - -------- ------ - ------------- U � 111 B101 White Oak Rd LEGEND S.T.I.P. R-2721, R-2828, R-2829 2035 DESIGN YEAR BUILD DSA 1-2: GREEN CORRIDOR AM (PM) Peak Hour Level of Service �_ NOT COMPLETE 54O LOS & SEGMENT ID # - LOS A— D Intersection ID #= XX XX -- = Freeway Segment Breaks �- LOSE Freewa �o#=gxx,Bas�� N To TRIANGLE EXPRESSWAY �- LOS F y XX = Unsignalized Intersection SCALE DATE: February 2015 DIVISION: 5 = nn xx, Merge SOUTHEAST EXTENSION Q- Not Analyzed HNTB North Carolina, P.C. = D XX, Diverge XX = Si nalized Intersection PREPARED BY: sa3 E. s�x Fo�ks Rd., ste. zoo Figure ES.3 Bold/Italics — Time Period Demand/Capacity Ratio > 1 = W XX, Weave g WAKE AND .IOHNSTON COUNTIES Raleigh, North Carolina 27609 Facility Complete 540 Interchange � OHS-A Rd � NC 55 Bypass � Holly Springs Rd � Bells Lake Rd � US 401 � Old Stage Rd � NC 50 � I-40 and US 70 � Westbound B115 M114 B113 W112 6111 M110 B109 D108 B107 M106 B105 D104 B103 M102 B101 D100 B99 M98 697 M96 B95 D94 B93 M92 B91 M90 B89 D88 B87 M86 B85 D84 B83 M82 B81 D80 679 , , , , � � � � � � � � , , , , � ', � � � � � � , , , ; � � , � � � � � , , ; , , , � � � � � � � � � � � � � � � � � � � � � � � , � � , , � � � , � ryj' � � '� � � , � ' % � '.� � � � � � � � , � � , ; ; , � � � � � � � � �. � � , ;� , , � , � � � � � � � � % � % � 7 � � � � ! 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� � � � � i � i i � � � ` � � 1 / i . i i � � i i � � � � �� ` � � � � i � � � � � � i � � � ` � � � � � � � - � i � � � � �� ` � � � i i � � � � i i � � � �\ ` � i � � � � � � i i � � � � � i � i i � '� L � i i � i , , , \ , ��, ; � � � ; Ten Ten Rd � � � � � � � �� , , �, � � ' Banks Rd� � � � � � � � � , , � `�� ``� `�� `� `` `�� HIIItO � i � i � � � i i i i p , � � � � � � � � � � � � � � ` � �� ' `, IVeedmore Rd ', � - � ; � � � � � � 70 � `, � , � , � , _ , � � , � , `� �� `, � � � � � , � U � � � �� `, �� ` � `, '� ' 401 � "� '� � � ' � � � � `, � `� �� _ ', � i � � ', � � � � , � � ` � i � i a i � � � i i � , � �. � , , � � �.r- � � � , � � � � � � � � � � � , � � � , � � � � � , �� , , � � � � � � � � � � ;, �� ` ( ��` `� � l � ,�40 � � , � � � � , � , � � � �. � � � � � � � � � � � � � � , � � i � i � i � i � , � ` , , ' � � a � � , �, � � � � � � , , , , � , � � � � � � � � � , �, , �� , � , , o , � , , � � � \ \ 1 � 1 1 � 1 1 I 1 1 \ `\ \ `\ `\ `\ � 1 1 I � 1 I 1 1 \ \ \ 1 I I Eastbound B1 D2 B3 W4 B5 D6 B7 M8 69 D10 B11 M12 613 D14 B15 M16 617 D18 B19 D20 B21 M22 B23 D24 B25 M26 B27 M28 B29 D30 B31 M32 633 D34 B35 M36 B37 Interchange € OHS-A Rd � NC 55 Bypass � Holly Springs Rd � Bells Lake Rd � US 401 � Old Stage Rd � NC 50 � I-40 and US 70 � Faci�ity Complete 540 LEGEND AM (PM) Peak Hour Level of Service Q- LOS A— D Intersection ID #= XX �- LOS E Freeway ID #= B XX, Basic �- LOS F = M XX, Merge Q- Not Analyzed = D XX, Diverge Bold/Italics — Time Period Demand/Capacity Ratio > 1 = W XX, Weave XX --- = Freeway Segment Breaks NOT N To XX = Unsignalized Intersection ' SCALE XX = Signalized Intersection S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2035 DESIGN YEAR BUILD DSA 6-7: ORANGE/RED CORRIDOR LOS � SEGMENT ID # DATE: February 2015 DIVISION: 5 HNTB North Carolina, P.C. PREPARED BY: s4s E. six Forks Rd., ste. zoo Flgure ES.4 Raleiqh. North Carolina 27609 . US 64 - 264 � � �' f Westbound B26 M25 624 W23 B22 M21 B20 D19 =� M17 =. D15 =- Interchange :� Hodge Rd � Complete 540 :_; Smithfield Rd :— : .—► �► .� '�o�� Eastbound 81 D2 63 W4 B5 M6 MS 89 D10 B11 M12 813 � Qp � � � �Q i � i � dr�, \ � � � � �64 � , `� e64 , , �, � � � , , a � � ', � � � � ot� ��" � ` - � � p,ob aa�e � ` - �. � � �� B70= � `�`�' Old Baucom Rd � ' � � � � � �.��0 Q �� . � � � � � � o �. � � , � x ` � �'i, � ; , 3 , � �� ` � � � , � Complete540 Z ` � :;� ' ' ' , w , � � � % <°v` Interchange Westbound � -'� � ' � ' ,a�� , , . , p � ; s4o i ` .4iodg� `. � ,� , I; �'° l:ll B57 �� ,>-" Rd ` '� r t. , � a D58 64 264 \ �-� �� . � � , ' ' , o '� � , ' , , , , % � _ B59 ` �, �" ' � Complete 540 , �. ., o � �S 64 o b b 64` 264 �. �, Eastbound Interchange ; a�=„E, D60 0 � ,o« Business Smithfiehl B� � i �� 0 Rd B61 ' � M55 540 ' � � M62 A°% 122 U S 64 I-40 ;' � Ra B54 Interchange Eastbound � �ja� - I-40 1111 B63 Business ' D53 � �' ��. �'�, 111 g� y .� Westbound Interchange �� 121 � 652 �rtt • Dz � B14 ttTt 665 120 Poole Rd�'�. L � U S 264 M51 B3 wh�te�akRd � M13 D66 �'j�, ¢a B50 US 264 U S 70 D4 612 667 •o� a�e . Business .- -_ US 70 P° �.� D49 B5 --�' �_-'---_ .111 -' r D11 gusiness � W68 - � •�� M6 _--'"-�'"� �'�--____ B10 B69 _- "� 111 ��_ W48 ITTT � '�--�__ Poole Rd ' g47 llll B7 � � �'---____ D9 M70 -�� Poole Rtl ++ . 110 D46 !� B8 T111 11: 671 , ,'_ � ,_--- � 645 1'i1 �F D72 _--''" -_ Auburn �a _'"-- '°" '� M44 � r" 673 � ,---' sao '�-_ Auburn Knightdale Rd _ ,-�'"P� _ gqg M74 ,,- '"�� °'� '� Knighttlale Rd White -'" 1 �- D42 Oak Rd 111 B75 �o- ------------------------------ -- TTT D76------------------------------------------------- 641 Rock Quarry 101 M40 � Rtl B� 102 100 o,d Bau�O� Rd B39 Rock Quarry � � M7g Rd A�s -------------- --.._ � :11 679 ------- - ----------------------------------------------- '� 70 104 � 103 637 1rT � 70 .o�� `u i �_ 540 rip � - • ios a' _ � � 0 � � 14 U r f W-s% 70 LEGEND S.T.I.P. R-2721, R-2828, R-2829 2035 DESIGN YEAR BUILD � �_ COMPLETE 54O DSA 6-7: RED/GREEN CORRIDOR AM (PM Peak Hour Level of Service Q- LOS A- D Intersection ID #= XX XX -- = Freeway Segment Breaks NOT LOS � SEGMENT ID # �- LOS E N To TRIANGLE EXPRESSWAY �- LOS F Freeway ID #= B XX, Basic XX = Unsignalized Intersection ' SCALE DATE: February 2015 DIVISION: 5 Q- Not Analyzed = M XX, Merge SOUTH EAST EXTENSION HNTB North Carolina, P.C. = D XX, Diverge XX = Si nalized Intersection PREPARED BY: s4s E. six Forks Rd., ste. zoo Figure ES.5 Bold/Italics - Time Period Demand/Capacity Ratio > 1 = W XX, Weave g WAKE AND ,IOHNSTON COUNTIES Raleigh, North Carolina 27609 Facility Complete 540 Interchange � OHS-A Rd � NC 55 Bypass � Holly Springs Rd � Hilltop Needmore Rd � US 401 � Old Stage Rd � NC 50 � I-40 and US 70 � Westbound B131 M130 B129 W128 B127 M126 B125 D124 B123 M122 B121 D120 B119 M118 B117 D116 B115 M114 B113 M112 B111 D110 B109 M108 B107 D106 B105 M104 B103 D102 B101 M100 B99 W98 B97 � � , � � , , , � ; , �' � ; �� ; ', ', ; % % - % % ; ' � ' ` , , , � � � � � ; , , , � � � 70 � ' `, � , , , , � � � � � a55 .� � ' , � � ' � , � � ,' � , , r� ' % � ' ' ' �� ; � � , � , � ; � � � � , a ; ; ; % J- ' ' � � �, � , ;� ; � ! , � ; � � � , � , , , % � � , _ � ' � T � , , , �Or/ � � ' ' � ` o e , , , ; � � ' ' � , � � 4 hT , � % , � � , , � v Po R ; � ; ; � � � � - � � `, ro« •m Q' ; r ; ; ' 401 ' ' ' � ' �� o � � � � � Q'� ' S40 '/11 a � a" � i i, � � i 17 ' � � �h � `1 �7� `� (� Y i N � i i � � I� . i ' `` � � 't'' � �' � � i � i � i � i �1 � � , � ' F , , , , , � ' � `, �� `, , % m ; , , � , � � ; � , `, �� ; m ; �' ;' ;� � � ; � � �, , , , 10 � 23 � � c� ; ' , , ; � � � � Old Hollj� �, �, �� . , , � , , , � � � � ' � � � ' � '� Springs Rc� ��` \` \` 21 - �= % �� ' �� ; ; � ', `, � , � � � ; ; ; ' � ; � , � � � � ' � , , ; , ; � , � � � � , � � � � , � � , i � � � `�` ��` ��, `�` ��` ` /' �� i 540 � � i� a � � i �� ,�` � � � � 2� � � � � i � � � � � i � � �` �` �, `�`` �` �`` � % i % ; % � ; i ; �1 �`, � i � i � i � � � � � y� / 1 I , , 55 �, �, `, �, ; ; ; ; ; �a ; , � � ` ` � � Optimist Farm Rd � ' ' ' u � `, �� `, s��' �` �, � ; ; ; � p � � �, �� ` ��` �` `��` �7�t�� `�� `�` �I � �� 0°nnY i � � � 1 � � ! � ��` � �� `, ��V '� �, ; ; ; erook R ; ; ; ; � ', �� , , , , , - , d , - - , , , ,, , , ,, , , , , , - , , � , , , , , , , , ; , , , � , , � , , � , �, , , , - , , � , �, , , �, �, , , ; ; , ; , , ; , `, , , , , , , , , , , , , , , , , , , , , �, , � � , , - ; - , � � ; � ; , , , �, , , , - , - , , � , , , , , , , , , , , , , , , , � , , , , � ; ; , , , , � , , , � , , � , � , � � , � , , , � , � � , % � , � � � � , , � , , ' , ' ' ' � 67 � � � , `, � , , � , � � , , � � �� , , , � � , � � ', � �� /, Ten Ten Rd ', � ', �� ` , �� , ' ' ; Banks Rd � � ' � � �� 200 � ; % ; � , � ' , ; �� `� `� � , , , ; ; � 61 � ; � � � '� ; 201 ; ; � , � � , ', `, ` �� N�\\to'P �, , , , , , , � � � � , Rd ` � ' '�`C .� ' ' ' r ` ' � , , , � � �� C��re � � � � i � � � 540 � � � � � �gCd � � � � � � � , , , � , ;� , - , a , _ , , , �� , , � , , , � , ; , , � , �, �� ', 202 `,O ;� �`, ; ; ao % 6U ' % • ; � , `� `� �� ,' 401 % ;� y"'`� ;� � ; ! �� '� �� `, c ', % ; � "1'- ; �a ; _ -� ; ; % , , , , „ , , o , � , , , , � ; , , , , , % , , �, , � � �. '�:,- ai - - , , - ; , , , , , , , , , , , � - ; �o _ , , , , � � � , � � � 45 �' ; , �r � ' �, �` � , ` I ` � i � �� ' � � l � ` `� � ``` � , � , ,� � ' ; 53 ; � �°� ��. ; ; � ; � `� % , , � , , � , �� - - � u , - , � ,� �� `� �� i' ``` � i O' � �� i � i i �` ` � � � ` ` � � � � � � ` � � ` ` � 51 ; � ' � ; ` � � � � � � ; � � , � � � , 40 � ' � � ; � � � , , � , , �, _ ' � , , , , � � � � � �-_ � � � _ j ` `, �, � � `, �, 4fi � -_ O a �_ ' ; ; ; ; •� �� , , ��, , , ', a � � � , � � � tt�� _ 50 ` % ; % � % � � ` � � � � o � '-__ , ` � � � � �� 0 ` ` %i ' 'i 'i � �� `� � �� \a '-, i i i i � � � � � � ' , - i i i i � � � `�� - i i i i � � � � � � � ' , , ' r i i � � � . , � � . . ' - � i i i i AM (PM) Peak Hour Level of Service Q - LOSA—D � - LOS E � - LOS F Q - Not Analyzed Bold/Italics — Time Period Demand/Capacity Ratio > 1 LEGEND Intersection ID #= XX XX --- = Freeway Segment Breaks NOT N To Freeway ID #= B XX, Basic XX = Unsignalized Intersection SCALE = M XX, Merge = D XX, Diverge XX = Signalized Intersection = W XX, Weave S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES u 2035 DESIGN YEAR BUILD DSA 8-9: PURPLE/BLUE/LILAC CORRIDOR LOS & SEGMENT ID # DATE: February 2015 DIVISION: 5 HNTB North Carolina, P.C. PREPARED BY: sa3 E. s�x Fa�ks Rd., ste. zoo Figure ES.6 Raleiph, North Carolina 27609 � �vtt� e�a US 64 - 264 a'� P'�,��.aa\ Westbound 826 M25 624 W23 B22 M21 620 D19 M17 D15 814 ,' �� Old Baucom Rd Interchange :� Hodge Rtl �__� Complete 540 � Smithfield Rd :_► 7 OS � �-► � H H � -o Eastbound 81 D2 B3 W4 65 M8 B9 D10 B11 M12 813 ro�� , sao �. ,a,' e�=�E,= ' ' ; � Complete 540 ', , -- ;'" '�''- ;' ; ;' ; or Interchange Westbound 64 ,,`� -�""� � � 64 , i ; i Y ,- . . ,, i � i �'r, i ; � � 1111 665 _--'� �, '; '! % �'��__ ; % Complete540 � _ � Q D66 0 �, '�,A;_, %� ; `� �-_, %� Eastbound Interchange � � ' �� 667 � � ' � � �� , TITT � 3 � . ' � � - _ ; ! ; B64 . � , US 64 °' ', ' ! � ' ,-�, ! � ' ' D68 Z .� � Hodge , , ; '� _ � % M63 � ; Business ' Rd : �-- __ ; '` _� ' ' US 64 ' � � � ` � � 662 � , -__ __ � �� -40 Bs9 '264 ,, � � ``` `` ��-�'--_ i `` �'�i' BUSIII@SS � ; ; Westbound Interchange M70 64 ��'��o �' � ;� ��'1� ' �� D61 I-40 � � �' � --__ o -_ ; % 70 640 TT11 b � --_,_ _ Interchange Eastbound � ' � llll ,, d 264 '�-�_,_`_ � o B60 ' , _ i ' ; ' °� , M39 g71 64 � Smithfield - 1 I r1 .Ill B� � o D72 po 122 _ Rd M59 % T 638 °��' - " _"�-- D2 ; white � US 70 US 264 673 Ra "" --___ -'�-----__ 658 US 264 , -- _ --__ -___ 63 � �akRa W37 �' - "---___,_ "----____ ' Business D74 - _ D57 , _ -- - US 70 � __ �'" _'_---__ �"---- M4 ;� ----------- B36 675 _- _ 121 120 -''---_-- W56 �TTT Business ' --- _ _ �" '�---__ 65 % ---------- _ D35 1111 �6 _ -- " " '-------- Poole Rd , B55 % • 634 1111 c'� e�� '------- Poole Rd M6 ; _"--------- 677 _-- "" �wJ a� "'------- D54 III ,,-'' T�� M33 Poole Rd ,,--" P r�.a _____ liii 67 .-'� sao M78 ,,-_'' ______- ---��v---------------------------- -- B53 832 - - - ------ �11 D8 White .� 111 679 -------------- 311 M52 69 Oak Rd M31 D80 " 110 B51 Auburn D10 630 Complete540 Auburn _,,,- ,o�� _________________ KnighttlaleRd 681 � _---' s4o -- D50 Knightdale Rd o __ "'--------____ Complete 540 611 i_� D29 M82 ___ �'f '"' B49 1 I r _"-� Q4 W12 ro�� 628 111 683 °'� ----------------- M48 sao D27 -'---- � -------------- Rock Quarry 613 D84 -�-__ o- __----- B47 Rd M14 _--�'-� 626 1111 Rock Quarry �' 101 -------------------- D46 B85 :111 615 _,_--� "� M25 Rd M86 102 100 o,a ea4��m Rq ------------------------------ B45 �" � � � 624 ------ ------------ _ 111 D16 ,,-- ""� 111 687 --------------- - ----------------- _ --------------- M44 �"�� M23 N C 42 D88 __ 103 __---- B43 N C 42 B17 _--�"" ' -_ ___-------- M18 '"" 622 689 a�s�E= �� '---- -------------------- US 70 70 y M42 .��D21 US 70 Business � 619 ,..._, , Business M90 90 � �� ,� � , B41 � � B20 TTT1 B91 91 u M92 ---- ,o�� ----------------------------------------------------------------- B 9 --------- sao T11 111 693 ----------------------------------- M38 � �� "'-- ----------------------------------- B37 White Oak Rd r White Oak Rd 695 82 e70 D36 . ,,- \ -- gp ---- B35 M96 gl ---------------------------------- 1TT Ub�'� 111 697 �� - -- ------------------------------- LEGEND S.T.I.P. R-2721, R-2828, R-2829 2035 DESIGN YEAR BUILD DSA 8-9: LILAC/GREEN CORRIDOR AM (PM) Peak Hour Level of Service �_ NOT COMPLETE 54O LOS & SEGMENT ID # - LOS A— D Intersection ID #= XX XX -- = Freeway Segment Breaks �- LOSE Freewa �o#=gxx,Bas�� N To TRIANGLE EXPRESSWAY �- LOS F y XX = Unsignalized Intersection SCALE DATE: February 2015 DIVISION: 5 = nn xx, Merge SOUTHEAST EXTENSION Q- Not Analyzed HNTB North Carolina, P.C. = D XX, Diverge XX = Si nalized Intersection PREPARED BY: sa3 E. s�x Fo�ks Rd., ste. zoo Figure ES.7 Bold/Italics — Time Period Demand/Capacity Ratio > 1 = W XX, Weave g WAKE AND .IOHNSTON COUNTIES Raleigh, North Carolina 27609 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table of Contents APPENDIX LIST/LIST OF FIGURES ........................................................................................... ii ... LI T F TABLES ........................................................................................................................ iii 1. Introduction ............................................................................................................................1 2. Existing Conditions ...................................................................................................... 2.1 Project Corridor Description .............................................................................. 2.2 Study Area Transportation Facilities ................................................................. 2.3 Study Area Interchanges/Intersections ............................................................. 2.4 Data Collection .................................................................................................. 2.5 Peak Hour Traffic Counts .................................................................................. 3. Capacity Analysis Methodology .........................................................................................11 3.1 Freeway Analysis Methodology ...............................................................................13 3.2 Signalized Intersection Analysis Methodology .........................................................14 3.3 Unsignalized Intersection Analysis Methodology .....................................................15 3.4 Roundabout Intersection Analysis Methodology ......................................................16 4. Development of Alternatives ..............................................................................................17 4.1 No-Build Alternative ................................................................................................. 17 4.2 Build DSA Alternative Descriptions ..........................................................................19 5. 2012 Base Year / 2035 Design Year Traffic Volume Development ..................................24 6. 2012 Base Year Capacity Analysis Results .......................................................................25 6.1 2012 Freeway Segment Results .............................................................................. 25 6.1.1 2012 No-Build Alternative Scenario Results ..............................................25 6.1.2 2012 Build — DSA 1-5, 13-17 Scenario Results .........................................25 6.1.3 2012 Build — DSA 6-7 Scenario Results ....................................................25 6.1.4 2012 Build — DSA 8-12 Scenario Results .................................................. 26 6.2 2012 Base Year Intersection Capacity Analysis Results ......................................... 31 6.2.1 2012 No-Build Alternative Scenario Results ..............................................31 6.2.2 2012 Build — DSA 1-5 and 13-17 Scenario Results ...................................31 6.2.3 2012 Build — DSA 6-7 Scenario Results .................................................... 32 6.2.4 2012 Build — DSA 8-12 Scenario Results .................................................. 32 7. 2035 Design Year Capacity Analysis Results ...................................................................34 7.1 Network Changes Between 2012 Scenarios and 2035 Scenarios ...........................34 7.1.1 No-Build Scenario Changes ...................................................................... 34 7.1.2 Build Scenario Changes ............................................................................34 7.2 2035 Freeway Segment Analysis Results ................................................................ 34 7.2.1 2035 No-Build Alternative Scenario Results ............................................. 35 7.2.2 2035 Build — DSA 1-5 Scenario Results ....................................................35 7.2.3 2035 Build — DSA 6-7 Scenario Results .................................................... 35 7.2.4 2035 Build — DSA 8-12 Scenario Results .................................................. 36 February 2015 j y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 7.3 2035 Design Year Intersection Capacity Analysis Results...... 7.3.1 2035 No-Build Alternative Scenario Results ............. 7.3.2 2035 Build — DSA 1-5 and 13-17 Scenario Results.. 7.3.3 2035 Build — DSA 6-7 Scenario Results ................... 7.3.4 2035 Build — DSA 8-12 Scenario Results ................. .............................. 41 ............................. 42 ............................. 43 ............................. 43 ............................. 44 8. Microsimulation Operations Analysis ................................................................................46 8.1 2035 Design Year DSA 3, 4, 15 and 16 VISSIM Model ...........................................46 8.2 Measures of Effectiveness and Calibration ..............................................................47 8.3 2035 Design Year DSA 3, 4, 15, and 16 Analysis Results .......................................48 9. Conclusions and Recommendations .................................................................................50 APPENDICES A. Figures [Appendix B— J Electronic CD-ROM Format Only] B. Complete 540 Traffic Forecast C. Y-Line Grade Separated Facilities D. Peak Hour Breakout Spreadsheets E. Highway Capacity Software Freeway Analysis F. Synchro Signalized Analysis G. Highway Capacity Software Unsignalized Analysis H. SIDRA Analysis I. Signal Warrants Analysis J. VISSIM Microsimulation Analysis FIGURES 1) ............... Detailed Study Alternatives Corridors 2) ............... Traffic Analysis Study Area 3) ............... No-Build Traffic Analysis Figures Sheet Key 4) ............... DSA 1 Traffic Analysis Sheet Key 5) ............... DSA 6 Traffic Analysis Sheet Key 6) ............... DSA 8 Traffic Analysis Sheet Key 7.1-7.5)......2012 No-Build Laneage, Volumes, LOS & ID 8.1-8.5)......2035 No-Build Laneage, Volumes, LOS & ID 9.1-9.8)......2035 Build DSA 1 Laneage, Volumes, LOS & ID 10.1-10.8).. 2035 Build DSA 6 Laneage, Volumes, LOS & ID 11.1-11.8).. 2035 Build DSA 8 Laneage, Volumes, LOS & ID February 2015 jj y �� 1 TABLES 1) 2) 3) 4) 5) 6) 7) 8) 9) 10) 11) 12) 13) 14) 15) 16) 17) 18) 19) 20) 21) 22) 23) 24) NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Paqe Existing Study Area Roadways ..............................................................................................4 Existing Study Area Intersection Details ................................................................................9 Intersection & Freeway Segment Level of Service (LOS) Characteristics ...........................12 LRTP Changes to Study Area Roadways ............................................................................18 Detailed Study Alternatives ..................................................................................................19 Interchange Forms by Detailed Study Alternative ............................................................... 23 2012 Base year No-Build & Build Freeway Operations Summary — Complete 540 ............ 26 2012 Base Year No-Build & Build Freeway Operations Summary — I-40 ........................... 2012 Base Year No-Build & Build Freeway Operations Summary — US 70 ....................... 2012 Base Year No-Build & Build Freeway Operations Summary — US 64 ....................... 2012 AM Peak Base Year Build Freeway Operations Corridor Summary — DSA 1, 6& 8 2012 PM Peak Base Year Build Freeway Operations Corridor Summary — DSA 1, 6& 8 2012 AM &(PM) Peak Hour No-Build Intersection Capacity Analysis Results Summary .. 2035 Design Year No-Build & Build Freeway Operations Summary — Complete 540........ 2035 Design Year No-Build & Build Freeway Operations Summary — I-40 ........................ 2035 Design Year No-Build & Build Freeway Operations Summary — US 70 .................... 2035 Design Year No-Build & Build Freeway Operations Summary — US 64 .................... 2035 AM Peak Base Year Build Freeway Operations Corridor Summary—DSA 1, 6& 8.. 2035 PM Peak Base Year Build Freeway Operations Corridor Summary—DSA 1, 6& 8.. 2035 AM &(PM) Peak Hour No-Build Intersection Capacity Analysis Results Summary .. 2035 VISSIM Measures of Effectiveness PM Peak Results ............................................... 2035 Design Year No-Build & Build Freeway Operations Summary — Complete 540 ....... 2035 VISSIM Measures of Effectiveness PM Peak Results ............................................... 2012 & 2035 No-Build & Build Intersection Capacity Analysis Results Summary .............. 27 27 28 29 30 33 36 37 37 38 39 40 45 48 52 52 53 February 2015 jjj y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 1. INTRODUCTION The North Carolina Department of Transportation (NCDOT) is studying ways to improve regional mobility in southern and eastern Wake County. NCDOT State Transportation Improvement Program (STIP) Projects R-2721, R-2828, and R-2829, known as collectively as Complete 540 — Triangle Expressway Southeast Extension, in Wake and Johnston Counties currently feature 17 Detailed Study Alternatives (DSAs) that are approximately 28 miles long, extending from the NC 55 Holly Springs Bypass to I-40 near the US 70 Clayton Bypass (Southern Wake Freeway) and then to US 64 / US 264 Knightdale Bypass (Eastern Wake Freeway). The Complete 540 project is being considered and studied as a possible candidate toll facility. Figure 1 shows the Detailed Study Alternative corridors. Appendix A contains all figures described in this report. HNTB North Carolina, PC has been contracted by the NCDOT, to develop base and future year traffic capacity analyses for the Complete 540 project. The analyses and results for the base and future design year scenarios of the No-Build Alternative and 17 DSAs will be used to develop the environmental documentation required by the National Environmental Policy Act (NEPA). For the purposes of the environmental document, it was decided in a project scoping meeting on July 8, 2014 and through coordination with NCDOT that the base year scenario would use a base year of 2012 and the future design year scenario would be for the year 2035. In this meeting, a traffic analysis project study area was also defined that would satisfy the requirements of NEPA and include all potential impacts for 17 DSAs. Separate No-Build and Build DSA traffic capacity analyses were conducted for both the 2012 base year and 2035 design year. Figure 2 shows the project study area for the traffic analyses. Figures 3— 6 provide sheet keys for No-Build and Build DSAs. The purpose of this traffic capacity analysis is to identify existing and projected roadway facility, interchange and intersection operations and any potential deficiencies for the major roadways surrounding and intersecting the Complete 540 functional designs for the 17 DSAs under 2012 Base Year and 2035 Design Year conditions. In addition to being included in NEPA documentation, the results of the analysis will be used to support the alternatives development process and preliminary designs for the project. Traffic volumes used in this traffic capacity analysis were based on the Complete 540 - Triangle Expressway Southeast Extension NCDOT STIP Project R-2721, R-2828 & R-2829 Traffic Forecast Technical Memorandum prepared by HNTB in April 2014. This forecast has been approved by the NCDOT Transportation Planning Branch. Appendix B contains the traffic forecast output used in this report. The traffic capacity analysis references the following forecast volumes for the 2012 and 2035 analysis scenarios: • 2012 Base Year No-Build • 2012 Base Year Build DSA 1-17 • 2035 Design Year No-Build • 2035 Design Year Build DSA 1-17 Complete 540 functional designs and interchange forms evaluated in this traffic capacity analysis were based on the designs and interchange form recommendations prepared by February 2015 � y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Lochner, based upon ongoing coordination, planning, analysis and design. The designs have been reviewed and approved by the NCDOT Roadway Design Unit. As described in more detail within the report, several DSAs feature the same (or nearly identical) projected traffic volumes and interchange configurations, depending on individual DSA corridor alignments. For example, DSAs 1-5 and 13-17 all follow the Orange or Orange-Lilac corridor from NC 55 Bypass to I-40 in southern Wake County, have similar projected traffic volumes and produce similar capacity analysis results. Similarly, DSAs 6 and 7 follow the Orange-Red corridor from NC 55 Bypass to I-40, have similar projected traffic volumes and produce similar capacity analysis results. DSAs 8-12 all follow the Orange-Purple-Blue-Lilac corridor from NC 55 Bypass to I-40, have similar projected traffic volumes and produce similar capacity analysis results. From I-40 to US 64 / US 264 in eastern Wake County, the Green, Mint, Brown, Tan and Teal DSA corridors are cioser in proximity and there is relatively less variation in projected traffic volumes between DSAs and interchange configurations. Since there are generally three distinct corridors based on project traffic volumes and operations, DSAs 1, 6 and 8 are presented in additional detail in the report tables and figures as representative corridors for comparison. Additional detailed capacity analysis results for all DSAs 1-17 are located in the Appendices. The following sections describe existing transportation conditions in the project study area, the capacity analysis methodology, capacity analysis results for the 2012 base year and 2035 design year, microsimulation operations analysis, and conclusions and recommendations derived from the capacity analyses related to current functional designs for the Complete 540 DSAs. February 2015 2 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 2. EXISTING CONDITIONS The following pages describe the context of the proposed project, the existing transportation system in the Complete 540 project study area and data collection activities conducted for the study. 2.1 Project Corridor Description The Complete 540 DSA corridor alignments in the project study area run primarily east-west between the existing Triangle Expressway termini at NC 55 Bypass in Apex to the existing I-40 corridor near Clayton. Corridor alignments then run primarily north-south between I-40 and the existing I-540 system interchange with US 64 / US 264 in Knightdale. The corridor alignments cross multiple existing freeway, arterial, and local roadway facilities. Most of the project study area features lower density rural/suburban development. Future DSA interchange spacing, in most cases, is well over one mile between interchanges, with exceptions from US 64 / US 264 to Poole Road for all DSAs and on Complete 540, I-40 and US 70 Business for DSA 6 and 7. In addition to proposed interchanges, the DSA corridors will have numerous grade separations with natural features and minor y-line local roadways. There are numerous existing roadway facilities, primarily surface arterial roadways, that parallel the proposed corridor alignments. The paralleling facilities directly impacted by DSA corridor functional designs were specifically studied in this analysis. The proposed Complete 540 DSAs are being studied as a toll facility and designed for a 65 mph speed limit, with access limited to service and system interchanges with existing y-line facilities. Similar to existing Triangle Expressway, Complete 540 is being planned for all-electronic tolling with overhead toll gantries. No toll booths or speed reductions are required with this type of toll facility. No specific lane restrictions, truck climbing lanes, transit/non-motorized transportation/High-Occupancy Vehicle (HOV) features are planned for Complete 540. Figure 2 shows the general project study area and the spatial relationship of the DSA corridor alignments to connecting transportation facilities, municipalities and notable physical and natural features in the region. 2.2 Study Area Transportation Facilities Figure 2 shows schematics of the project study area which include the future location of DSA alignments in relation to existing No-Build surface street intersections and existing freeway crossings and freeway segments included in the No-Build and Build analyses. General descriptions and information about existing study area roadways to be included in the Complete 540 intersection and freeway capacity analyses are found in Table 1. February 2015 3 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 1. Existing Study Area Roadways . . . .. . . . � a . . �� . .. �� . -, 1 10-11 ;� NC 55 Bypass Other Principal Arterial 4 lane divided 26,000 55 2 20-26 1152 Holly S rin s Road Minor Arterial 2 lane undivided 12,000 45 2 23 1300 Kildaire Farm Road Local 2 lane undivided 20,000 45 3 30-31 1386 Bells Lake Road Local 2 lane undivided 4,100 45 4 40-46 � US 401 Other Principal Arterial 4 lane divided 25,000 - 30,000 55 4 44 1010 Ten Ten Road Minor Arterial 2 lane undivided 16,000 45 4 42 1503 Donny Brook Road Local 2 lane undivided N/A 45 4 42 2779 Old McCullers Road Local 2 lane undivided N/A 35 4 45 2753 Dwi ht Rowland Road Local 2 lane undivided N/A 45 4 46 2886 Meadow Drive Local 2 lane undivided N/A 25 5 50-52 1006 Old Sta e Road Minor Arterial / Ma'or Collector 2 lane undivided 3,800 - 16,000 45 5 52, 54 2711 Vandora S rin s Road Minor Arterial 2 lane undivided 7,300 35 5 53 2750 Norman Blalock Road Local 2 lane undivided 1,600 45 5 54 2711 Buffaloe Road Major Collector 2 lane undivided 3,200 35 6 60-67 ; J NC 50 Other Principal Arterial 2 lane undivided 15,000 - 17,000 55 6 66 1010 Cleveland School Road Ma'or Collector 2 lane undivided 7,500 55 6 67 1010 Ten Ten Road Minor Arterial 2 lane undivided 6,800 45 8 80-82 2700 White Oak Road Local 2 lane undivided 9,000 - 23,000 45 8 82 2555 Raynor Road Local 2 lane undivided 6,300"^ 45 eus 9 90-91, 105 �o US 70 Business Other Principal / Minor Arterial 4 lane divided 35,000 55 � 10 100-101, 103 5204 Old Baucom Road Local 2 lane undivided 960 55 10 100-104 2542 Rock Quarry Road Major Collector 2 lane undivided 4,200 55 11 102, 110-111 2555 Auburn-Knightdale Road Local 2 lane undivided 3,400 55 12 120-122 1007 Poole Road Minor Arterial 2 lane undivided 8,900 45 12 122 2516 Hodge Road Local 2 lane undivided 11,000 45 20 200-202 1393 Hilltop Needmore Road Major Collector 2 lane undivided 7,500 45 20 202 1421 Old Mills Road Local 2 lane undivided 600^ 45 7 N/A � I-40 Interstate 4-6 lane divided 58,000 - 80,000 65 BYPA55 7, 19 N/A �o US 70 Bypass (Clayton Bypass) Other Principal Arterial 4 lane divided 26,000 55 1-12, 20 N/A ,n� NC 540 Other Freeway 4 lane divided 7,200 55 13-14 N/A � I-540 Interstate 6 lane divided 44,000 65 BVPA55 13, 15-16 N/A 64 US 64 Bypass Other Freeway 6 lane divided 72,000 65 BUSINESS 14 N/A � US 64 Business Other Principal Arterial 6 lane divided 32,000 45 �� `- Hs detined on the NGUU 1 Urban hunct�onal Glass�t�cation Map (ZU1ZJ "1U11 AHU I nn�HU I station beyond studied portion ot corridor February 2015 4 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Studv Area Roadwavs There are five major access-controlled freeways in the vicinity of the traffic forecast study area: I-40, I-540, NC 540, US 64 / US 264 (Knightdale Bypass) and US 70 (Clayton Bypass). The following are descriptions of the major roadways within the traffic forecast study area: • I-40 is the primary freeway corridor for regional connectivity between Raleigh, RTP, Durham and Chapel Hill in the Triangle. I-40 varies from a four-lane to a six-lane freeway in the traffic analysis study area. The posted speed limit is 65 miles per hour (mph) through the traffic analysis study area. • I-540 is an existing loop freeway around the northern portions of Wake County. It currently spans from I-40 on the western side of Wake County to US 64 / US 264 near Knightdale in eastern Wake County. The facility features a six-lane cross section in the study area, with auxiliary lanes at interchanges and a posted speed limit of 70 mph. • NC 540 is an existing freeway facility that is an extension of I-540 in western Wake County from I-40 to NC 54 near RTP. The facility features a six-lane cross section with a posted speed limit of 70 mph. NC 540 from NC 54 to NC 55 Bypass is a toll facility. • US 64 / US 264 (Knightdale Bypass) is an existing controlled access freeway in the traffic forecast study area providing access to areas of east Wake County to I-440 and further to I- 95. In the traffic forecast study area, US 64 / US 264 features a six-lane cross-section, with auxiliary lanes at interchanges and a posted 65 mph speed limit. • US 70 (Clayton Bypass) is an existing controlled access freeway in the traffic forecast study area providing access to areas of Johnston County to I-40. In the traffic forecast study area, US 70 contains a four-lane cross-section, with auxiliary lanes at interchanges and a posted speed limit of 65 mph. Other major/minor arterial roadways that are specifically included in the project study area include, NC 50, NC 55, US 70, US 401, Holly Springs Road, Bells Lake Road, Ten Ten Road, Old Stage Road, Rock Quarry Road, Auburn-Knightdale Road and Poole Road. These existing thoroughfares are primarily multi-lane and two-lane facilities with 35, 45, or 55 mph speed limits in the traffic forecast study area and provide regional connectivity and access throughout Wake County, with future interchange connections to the proposed DSA corridors. Y-Lines and Grade Separated Facilities Along the 17 proposed DSA corridors, there are 39 proposed grade separations of the NC 540 freeway with intersecting minor study area roadways that have no interchange access to NC 540. These roadway facilities within the Complete 540 project corridor are currently planned to cross NC 540 via overpasses or underpasses, depending on preliminary functional designs. The grade separated facilities are identified in Appendix C, but were not studied specifically for any traffic operations impacts in this document, since they will not directly impact Complete 540 operations. February 2015 rj y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Along the 17 proposed DSA corridors, multiple Y-line facilities are impacted and re-routed/re- aligned based on proximity to the DSA corridors and interchange ramp terminals. Below is a list of notable Y-line facilities impacted and the corresponding DSAs: • Kildaire Farm realigned (DSA 1-17) • Doughtymews Lane extension (DSA 8-12) • Donny Brook Road realigned (DSA 1-5, 13-17) • Old McCullers Rd severed from US 401 and realigned to Wake Tech internal circulation (DSA 1-5, 13-17) • Dwight Rowland Road severed and realigned via Meadow Drive (DSA 8-12) • Vandora Springs Road and Buffaloe Road realigned (DSA 6-7) • Norman Blalock Road realigned (DSA 8-12) • Raynor Road and Tiffany Creek Drive realigned (DSA 1-2,5,8-9,12,13-14,17) • Old Baucom Road realigned (DSA 1-2, 6-9, 13-14 ) • Red Brick Road Connector (DSA 8-17) February 2015 (� y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 2.3 Study Area Interchanges / Intersections The following paragraphs describe existing geometrics and traffic control at all study area interchanges and intersections. Refer to Figures 7.1 to 7.5 for additional schematic details, including laneage between intersections. Existinq Studv Area Interchanqes Toll NC 540 (Triangle Expressway) & NC 55 Bypass Existing Toll NC 540 six-lane freeway facility currently terminates at the NC 55 Bypass four-lane divided facility. This service interchange is a partial cloverleaf design and features loop ramps in the northeast and southeast interchange quadrants with free-flowing entry/exit movements for each facility. Single lane on-ramp and off-ramps connect the two facilities. This interchange is designed to accommodate future Complete 540. I-40 & US 70 Business The US 70 Business interchange with I-40 is a partial cloverleaf design with loop ramps in the northeast, southeast, and northwest interchange quadrants. The interchange features single and dual lane on-ramps and off-ramps with free-flowing entry/exit movements for each facility. The US 70 Business is an existing four-lane divided facility. I-40 & US 70 (Clayton Bypass) US 70 (Clayton Bypass), opened at a system interchange with I-40 a trumpet interchange design � eastbound off-ramp flyover and ramps. �- to traffic in 2008, terminates This system interchange is rith two lanes on the I-40 a single lane on all other �. . February 2015 7 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum US 64 / US 264 (Knightdale Bypass) & Hodge Road The Hodge Road service interchange with US 64 / US 264 is a partial cloverleaf design with loop ramps in the northwest and southwest interchange quadrants. Signalized ramp terminals exist on both sides of the Hodge Road overpass. Per direction from NCDOT staff, these intersection ramp terminals are not included in this study. I-540 & US 264 / US 64 (Knightdale Bypass) I-540 currently terminates at a system interchange with US 64 / US 264. This system interchange is a trumpet interchange design with a one lane flyover and loop ramp. This interchange is designed to accommodate future Complete 540. US 264 / US 64 (Knightdale Bypass) & Smithfield Road The Smithfield Road service interchange with US 64 / US 264 is a traditional diamond interchange design. Signalized ramp terminals exist on both sides of the US 64 / US 264 overpass. Per direction from NCDOT staff, these intersection ramp terminals are not included in this study. ��` ,: a�►: �,. � � .a � i ��.�4� 1 •:'�'�.r�' '`f.+i'�; _ � � `i 1��''i�- � ,AiY' '. `� . � �;�!, �s.- �� `,-- _ ,ir� � ' � ! � �� . . j ��".. =�:, �!' - _ "� � �. r , - � �:��- ` � � ; ..�v�:��` - _ f A� ,� i � `.�� : 4 -a� ,.`-�4.'�'. ' . - �a�,,�:� ��+i� . ' :i+ 'Ei1 � �� " _��'�" �- _ '�'� � -:�;; �- , . e �p F�e.. G � �.�c-.�7'"!ti r.F.hR,�l.i r��:* • �.�., US 64 Business � I-540 The US 64 Business service interchange with I-540 is a diamond interchange design with a �oop ramp in the southwest interchange quadrant. Signalized ramp terminals exist on both sides of the US 64 Business overpass. Per direction from NCDOT staff, these intersection ramp terminals are not included in this study. February 2015 $ � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Existinq Studv Area Intersections There are 18 existing at-grade intersections in the project study area that were analyzed in the No-Build and Build scenarios, as they are expected to be impacted by the Complete 540 DSA alignments. Not all intersections are impacted by every design scenario, and only those intersections that are directly impacted by the proposed functional designs are studied in each Build DSA analysis. Table 2 provides a list of existing intersections and their existing traffic control details. Table 2. Existing Study Area Intersection Details Intersection Study Traffic Signal Signal Cross Ped ID # Control Phases Operation walk Si nals NC 55 Bypass and 10 Unsig N/A N/A No No NC 540 EB Ramps NC 55 Bypass and 11 Unsig N/A N/A No No NC 540 WB Ramps Holly Springs Road (SR 1152) and 23 Signal 3 Coord No No Kildaire Farm Road SR 1300 US 401 and Donny Brook Road 42 Signal 5 Coord No No SR 1503 / Old McCullers Rd SR 2779 US 401 and 43 Signal 5 Coord Yes Yes Wake Tech Drive US 401 and 44 Signal 8 Coord No No Ten Ten Road (SR 1010 US 401 and 45 Unsig N/A N/A No No Dwight Rowland Road SR 2753 US 401 and 46 Unsig N/A N/A No No Meadow Drive SR 2886 Old Stage Road (SR 1006) and 52 Signal 2 Free-Run No No Vandora Sprin s Road SR 2711 Old Stage Road (SR 1006) and 53 Unsig N/A N/A No No Norman Blalock Road SR 2750 Vandora Springs Road (SR 2711) and 54 Unsig* N/A N/A Yes No Buffaloe Road SR 2711 NC 50 and Cleveland Road (SR 1010) / 66 Signal 3 Free-Run No No Stevens Oaks Drive SR 5324 NC 50 and 67 Signal 3 Free-Run No No Ten Ten Road SR 1010 White Oak Road (SR 2700) and 82 Unsig N/A N/A No No Ra nor Road SR 2555 Rock Quarry Road (SR 2542) and 102 Signal 2 Free-Run No No Auburn-Kni htdale Road SR 2555 Rock Quarry Road (SR 2542) and 103 Unsig N/A N/A No No Old Baucom Road SR 5204 Poole Road (SR 1007) and 122 Signal 3 Free-Run No No Hod e Road SR 2516 Hilltop Needmore Road (SR 1393) and 202 Unsig N/A N/A No No Old Mills Road SR 1421 Unsig = Unsignalized/Stop-Controlled Intersection = Roundabout Coord = Coordinated Signal Control (Closed Loop System) February 2015 9 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 2.4 Data Collection Field verification of existing conditions and operations within the study area, including geometrics, traffic control devices, speed limits, and traffic patterns, was completed in September 2014. In August 2014 HNTB received the most recent traffic signal plans in the study area from the NCDOT Transportation Mobility and Safety Division. The 2035 LRTP and 2040 MTP documents were obtained from Capital Area Metropolitan Planning Organization (CAMPO). 2.5 Peak Hour Traffic Counts The Complete 540 - Triangle Expressway Southeast Extension NCDOT STIP Project R-2721, R-2828 & R-2829 Traffic Forecast Technical Memorandum, prepared by HNTB North Carolina, PC in April 2014 and approved by the NCDOT Transportation Planning Branch (TPB), was used to develop the AM and PM peak hour traffic volumes analyzed in this study. Appendix B contains the traffic forecast used in this report. Refer to the original traffic forecast documentation for additional details on the traffic counts conducted to support the traffic forecast. Raw count data was not directly used in the 2012 base year traffic analyses for Complete 540. 2012 base year volumes that were analyzed in this report are a product of the final traffic forecast data that included daily traffic estimates/directional splits/design hourly volume estimates that were reduced to AM and PM peak hour information. Appendix D contains the traffic forecast breakout peak hour traffic volumes. February 2015 �Q y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 3. CAPACITY ANALYSIS METHODOLOGY Evaluating traffic operations on suburban arterials and uninterrupted flow freeway facilities is generally done by the determination of level of service (LOS) criteria. The level of service on a freeway segment, arterial corridor, or individual intersection correlates qualitative aspects of traffic flow to quantitative terms. This enables transportation professionals to take the qualitative issues, such as congestion and substandard geometrics, and translate them into measurable quantities, such as operating speeds, flow densities, and vehicular delays. The 2010 Highway Capacity Manual (HCM 2010) characterizes level of service by letter designations A through F. Level of service A represents ideal low-volume traffic operations, and level of service F represents over-saturated, high-volume traffic operations. LOS for intersections is determined by average delay per vehicle, while LOS for freeway facilities is primarily determined by vehicular density of a defined freeway segment, merge/diverge area or weaving section. Level of service letter designations and criteria for arterial intersections (seconds of delay per vehicle) and for freeway facilities (average density in passenger cars per mile per lane (pc/mi/In)) are described in Table 3. The AM and PM peak hour results of this analysis are based on the LOS and delay procedures presented in the HCM 2010. To obtain optimized signal timings for the future traffic conditions, the timing optimization software Synchro Professional Version 7.0 was used to evaluate an optimal cycle length and phasing for the projected peak hour traffic volumes. Existing intersection signal plans were used in the analysis to develop cycle lengths, phasing, splits and intersection coordination along the project study area's arterial facilities (where applicable). NCDOT Congestion Management Section Capacity Analysis Guidelines were used in developing all other scenario timings for Build scenarios and/or future year analyses. All freeway analyses, such as basic freeway segments and ramp merges and diverges, were analyzed using the Highway Capacity Software (HCS) 2010 freeway facilities system module (FreeVal). FreeVal allows the integration of individual segment analyses into corridor analysis to study potential multi-segment operational issues. To simplify the process of organizing analysis results for all No-Build Alternative and Build Alternative scenarios, an identification scheme was developed for all freeway segments and study area intersections. In general, between 113 to 137 Build Complete 540 freeway segments (depending on a specific DSA alignment) were analyzed in the HCS FreeVal software package for all 17 DSAs in the 2012 and 2035 analysis years, for the AM and PM peak hours, and in the eastbound and westbound directions. Segments are numbered sequentially in the eastbound/northbound direction and then the westbound/southbound direction (with several segment numbers added/subtracted to account for changing designs between DSAs in 2012 and 2035 analyses). Each identification also includes a preceding letter designation for basic freeways (B), diverge ramp areas (D), merge ramp areas (M) and weaving sections (W) in the project study area. To aid in the organizational process for analyzing surface street at-grade intersections and to assist in individual corridor signal coordination optimization, each Y-line facility intersecting Completing 540 was separated and numbered as individual zones in Synchro (1-12 and 20). Individual signalized and unsignalized study area intersections are then numbered 10-202 moving from west to east and south to north through the study area to correspond with the analysis zone (i.e. Zone 12 includes Intersections 120, 121 and 122). Tables 13 and 20 show the identification of all analyzed intersections for 2012 and 2035. February 2015 �� y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternati ves - Traffic Analysis Technical Memorandum Table 3. Intersection & Freeway Segment Level of Service (LOS) Characteristics Intersection Freewa Per Vehicle Per Vehicle Basic Freeway Merge / Diverge / Level of Service Description Delay Delay Segment Signal Stop Density Weaving Area Control Control pc/mi/In Density (pc/mi/In) LOS A ➢ Free flow < 10.0 < 10.0 0-11.0 <= 10.0 ➢ Freedom to select desired speed / maneuver is extremely high seconds seconds ➢ General level of comfort and convenience for motorists is excellent LOS B ➢ Stable flow 10.0 - 20.0 10.0 -15.0 �� 1.0 -18.0 >10.0 - 20.0 ➢ Other vehicles in the traffic stream become noticeable seconds seconds ➢ Reduction in freedom to maneuver from LOS A LOS C ➢ Stable flow 20.0 - 35.0 15.0 - 25.0 �� $ 0- 26.0 >20.0 - 28.0 ➢ Maneuverability/operating speed are significantly affected by other vehicles seconds seconds ➢ General level of comfort and convenience declines noticeably LOS D ➢ High density but stable flow 35.0 - 55.0 25.0 - 35.0 ➢ Speed and freedom to maneuver are severely restricted seconds seconds �26.0 - 35.0 >28.0 - 35.0 ➢ General level of comfort / convenience is poor ➢ Small increases in traffic will generally cause operational problems LOS E ➢ Unstable flow ➢ Speed reduced to lower but relatively uniform value 55.0 - 80.0 35.0 - 50.0 >35.0 - 45.0 >35.0 ➢ Volumes at or near capacity level seconds seconds ➢ Comfort and convenience are extremely poor ➢ Small flow increases/minor traffic disturbances will cause breakdowns LOS F ➢ Forced or breakdown flow > 80.0 > 50.0 Demand exceeds ➢ Volumes exceed roadway capacity seconds seconds � 45.0 capacity ➢ Formation of unstable queues ➢ Stoppages for long periods of time because of traffic congestion Transportation Research Board, Highway Capacity Manual. Washington, D.C.: National Research Council, 2010. February 2015 12 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 3.1 Freeway Analysis Methodology The initial procedure for freeway analysis input into the HCS 2010 freeway facilities module (FreeVal) involved the segmentation of existing (NC 540, I-40, US 70, US 64 / US 264, I-540) and the proposed freeway facility (Complete 540). Functional design files for all 17 DSAs were reviewed and each DSA was segmented appropriately depending on its unique alignment, proposed interchange forms and geometric characteristics. Segments fall into the following categories — basic freeway segments, merge areas, diverge areas, weaving segments and collector-distributor facilities. After segmentation, geometric and traffic flow inputs were entered into the HCS FreeVal software module for each segment. For a basic freeway segment, these inputs (and typical values used in this analysis) include: • Traffic Volume (From NCDOT Forecast non-adjustable peak hour breakouts for the first entering mainline segment only) • Peak Hour Factor (Assume 0.90). Four 15-minute time periods with demand adjustment factors of 0.89, 1.00, 1.11 and 1.00 were applied to the hourly demand to replicate a 0.90 PHF. See Appendix E for additional information. • Number of lanes (Varies depending on existing geometrics, planned LRTP improvements to existing freeway facilities or DSA designs — standard DSA design is for a six-lane divided facility in most locations, with three travel lanes in each direction) • Terrain Type (Assumed to be "Rolling" for this area per Design Criteria) • Base Free Flow Speed (Assumed to be 5 mph greater than posted speed limits. See Appendix E for supporting Toll 540 and I-540 speed data) • Truck Percentage (Taken from Traffic Forecast — DuaIs+TTST/2 for peak hour mainline — study area entry segment only. All other mainline segments calculated based on on/off-ramp percentages) • Lane Width (12 feet — default) • Right Shoulder Lateral Clearance (6 feet — default) • Segment Lengths (as determined by aerial photography or functional designs between upstream/downstream merge/diverge points) The FreeVal inputs for merging and diverging areas contain additional input parameters beyond the basic freeway segment information. These parameters, and typical values used in this analysis, include: • On-Ramp/Off-Ramp Volumes (NCDOT Forecast peak hour breakouts) • Location of Ramp Relative to Freeway — Left or Right (Right) • Acceleration/Deceleration Lane Lengths (From aerial photography, field measurement or functional designs) • Free Flow Speeds on Ramps (50 mph for cloverleaf/flyover on/off ramps/diamond on/off ramps and 30 mph for loop ramps) • Truck Percentage (Taken from Traffic Forecast — DuaIs+TTST/2 for peak hour Y-line) The FreeVal inputs for weaving areas contain additional input parameters beyond the basic freeway segment and ramp segment information. These parameters, and typical values used in this analysis, include: February 2015 13 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum • On-Ramp/Off-Ramp Volumes (From Factored Counts or Forecast) • Location of Ramp Relative to Freeway — Left or Right (Right) • Acceleration/Deceleration Lane Lengths (From aerial photography, field measurement or functional designs) • Free Fiow Speeds on Ramps (30 mph for loop ramps) After inputs were entered into FreeVal and checked, output data for each segment was collected for the segment density and corresponding LOS. In addition, system-wide information (by freeway direction) from FreeVal was compiled and compared for the study alternatives. Detailed output from FreeVal can be found in Appendix E. The following FreeVal analysis assumptions were also implemented in the development of the FreeVal network files: • On-Ramp/Off-Ramp Volumes (Maximum 1-lane ramp demand of 2,200 vehicles per hour. Where ramp demands exceeded 2,200 vehicles per hour, ramp lane was increased from 1 to 2-lanes. This only occurred in the 2035 No-Build scenarios.) • Acceleration/Deceleration Lane Lengths (Maximum input distance of 1,500 feet. All distances exceeding 1,500 feet were reduced to 1,500 feet). • Drop Lanes (Due to FreeVal analysis limitations, an off-ramp was analyzed to remove volumes from the mainline to create the effect of a drop lane.) • 2012 Build Complete 540 Westbound AM Volume Adjustment (Freeval input corridor volumes analyzed were increased on Complete 540 at I-40 to equal individual DSA breakout volumes at this location. The initial balanced FreeVal corridor volumes produced unreasonably low volumes based on incremental differences between individual peak hour breakouts.) 3.2 Signalized Intersection Analysis Methodology Signalized intersection capacity analyses were performed using Synchro Professional Software Version 7.0 for all scenarios. GIS-based roadway centerline information and geo-referenced aerial photography were obtained from NCDOT and NC OneMap to establish a base map for developing the proper spatial orientation of the Synchro roadway network for the separate y-line arterial roadway corridors that have existing interchanges with I-40/US 264 or future DSA interchanges with Complete 540 corridors that are being analyzed for this study. Per direction from NCDOT Congestion Management staff, no analysis of the Y-line ramp terminal intersections intersecting I-40, US 64 / US 264 or US 64 Business beyond actual DSA design footprints were made for this study. HNTB traffic forecast 2012 base year traffic volume data for the AM and PM peak hours was entered into the Synchro networks. Current signal plans were obtained from NCDOT and used for the 2012 No-Build Alternative inputs for signal phasing and timing (cycle length, splits, offset, and coordination). Additional signal timing details that comply with NCDOT Congestion Management practices and recommendations were also updated (lost time, no right-turn-on-red, PHF, etc...) for the AM and PM peak hours. 2012 Build Alternative analyses and 2035 design year No-Build and Build analyses included updates to Synchro inputs and parameters as follows: February 2015 14 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum • Traffic volume updates for each alternative from traffic forecast breakouts • Reoptimization of cycle lengths/splits/offsets for the 2012 Base Year Build alternatives — holding cycle lengths constant between alternatives with similar interchange forms for relevant comparison of Build alternative impacts • Reoptimization of cycle lengths/splits/offsets for 2035 No-Build conditions • Further reoptimization checks for 2035 Build alternatives — keeping cycle lengths constant between alternatives with similar interchange forms • Updating intersection control from unsignalized to signalized between No-Build and Build and/or base and future year scenarios, if warranted based on unsignalized intersection capacity analysis results and Manual on Uniform Traffic Control Devices (MUTCD) peak hour signal warrant criteria/thresholds • Permissible changes in signal phasing in situations where phase orders could improve performance and complied with NCDOT Congestion Management policies/guidelines • Synchro default lane utilization factors (LUFs) were updated at intersections where dual left turns and/or downstream lane drops were present using the calculation methods outlined in the NCDOT research report titled Fa/se Capacity for Lane Drops by Lee, et al. (2005). Detailed Synchro output reports, including both LOS and delay results for all analyses, is included in Appendix F. 3.3 Unsignalized Intersection Analysis Methodology Unsignalized intersection capacity analyses were performed using the HCS software module for two-way stop-controlled intersections. There are six existing unsignalized, two-way stop- controlled intersections in the project study area that were included in this analysis: • Hilltop-Needmore Road and Old Mills Road • US 401 and Dwight Rowland Road • US 401 and Meadow Drive • Old Stage Road and Norman Blalock Road • White Oak Road and Raynor Road • Rock Quarry Road and Old Baucom Road In addition, the DSA Build alternatives introduced unsignalized intersections at Vandora Springs Road and Buffaloe Road (conversion from an existing single-lane roundabout) and Rock Quarry Road and Rock Quarry Road Extension. Inputs into the unsignalized intersection analysis module included: • Direction of major street • Laneage for all approaches • Traffic Volumes for all approaches • Median Type (no median) • Peak Hour Factor (Assume 0.90) • Truck Percentages (Taken from Traffic Forecast — DuaIs+TTST/2 for peak hour) Detailed output from the unsignalized HCS module can be found in Appendix G. February 2015 �rj y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 3.4 Roundabout Intersection Analysis Methodology Roundabout intersection capacity analysis for the existing roundabout at the intersection of Vandora Springs Road and Buffaloe Road was performed using SIDRA Version 5.1.6.2039. This intersection was evaluated as a single-lane roundabout in the 2012 No-Build alternative and as a two-lane roundabout in the 2035 No-Build alternative due to the widening of Vandora Springs from a two-lane to four-lane cross-section in the 2035 long-range transportation plan (LRTP). Detailed SIDRA output is located in Appendix H. February 2015 �(� y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 4. DEVELOPMENT OF ALTERNATIVES The following sections describe the alternatives analyzed in this scoping process, it was agreed by all project stakeholders that alternatives would be compared to No-Build scenarios in the bas year. These alternatives are discussed in detail below. 4.1 No-Build Alternative report. During the project seventeen (17) Build DSA e (2012) and design (2035) The No-Build Alternative assumes that no further development of the Complete 540 project will occur within the project study area limits, but any other background improvements that are committed to and funded by NCDOT, local municipalities, or private development projects would occur by the 2035 design year. Based on information collected to date for the Complete 540 project, the additional improvements shown in Table 4 are currently anticipated (or approved in the 2035 CAMPO LRTP) in the project study area by the 2035 design year. After the beginning of the project process, CAMPO adopted a 2040 Metropolitan Transportation Plan (MTP). Therefore, the project is currently using assumptions from the 2035 LRTP and will consider 2040 MTP assumptions at the most appropriate time in the future project process. Additionally, NCDOT STIP Project # R-2635D, also referred to as Access 540, proposes to convert the existing bridge on Old Holly Springs-Apex Road at Triangle Expressway (Toll NC 540) to a partial cloverleaf interchange and construct auxiliary lanes between US 1 and NC 55 Bypass. The project is currently scheduled to be open to traffic in 2017. The 2035 design year No-Build and Build freeway analyses include this future planned interchange. It was assumed that all existing roadway geometrics, laneage, and traffic control would remain consistent with 2012 base year information along all other areas. The only additional improvement assumed in the No-Build Alternative between the 2012 and 2035 analysis years was signal timing optimization for all arterial corridors in the project study area. February 2015 17 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 4. LRTP Changes to Study Area Roadways 2035 SR Road Name Segment Existing LRTP Number Laneage Lanea e Exit 303 (Jones Sausage Road) to - I-40 Exit 306 US 70 Business 6 $ Exit 306 (US 70 Business) to I-40 Exit 312 NC 42 4 $ Exit 24 (US 64 Business) to - I-540 Exit 26 US 64/264 6 $ - US 64 / US 264 Exit 422 (Hodge Road) to 6 6 Exit 425 (Smithfield Road) - US 70 Exit 318 I-40 to Exit 320 NC 42 4 4 US 401 Simpkins Road to Ten Ten Road 4 6 - US 401 Ten Ten Road to Tech Road 4 6 US 401 Hilltop Road to Johnson Pond Road 4 6 - NC 50 Timber Drive to Ten Ten Road 2 4 NC 50 Ten Ten Road to Cleveland School Road 2 4 - NC 55 B pass E Williams Street to Old Smithfield Road 4 4 - US 70 Business I-40 to NC 42 4 4 1007 Poole Road Hod e Road to Clifton Road 2 4 1010 Ten Ten Road Lake Wheeler Road to Old McCullers Road 2 2 1010 Ten Ten Road Jordan Road to NC 50 2 2 1152 Holl Sprin s Road Ten Ten Road to Kildaire Farm Road 2 6 1152 Holl S rin s Road Kildaire Farm Road to Sunset Lake Road 2 2 2713 Vandora Sprin s Road Old Sta e Road to Timber Drive 2 4 2711 Buffaloe Road Vandora Sprin s Road to Aversboro Road 2 2 1006 Old Sta e Road US 401 to Ten Ten Road 2 2 1006 Old Sta e Road Ten Ten Road to Banks Road 2 2 1006 Old Stage Road Fanny Brown Road to Panther Lake Road 2 2 1010 Cleveland School Road NC 50 to NC 42 2 2 1393 Hilltop Needmore Road Sunset Lake Road to Johnson Pond Road 2 2 2542 Rock Quarry Road Battle Bridge Road to E. Garner Road 2 4 1386 Bells Lake Road Ten Ten Road to Optimist Farm Road 2 2 2700 White Oak Road Raynor Road to Carley Circle 2 4 2555 Auburn-Kni htdale Road Battle Brid e Road to Grasshopper Road 2 2 1300 Kildaire Farm Road Ten Ten Road to 2 4 Kildaire Farm Connector 1503 Donny Brook Road Lake Wheeler Road to US 401 2 2 2555 Raynor Road White Oak Road to Twain Drive 2 2 5204 Old Baucom Road Rock Quarry Road to Brown Field Road 2 2 2516 Hodge Road US 264/64 to Poole Road 2 2 2779 Old McCullers Road US 401 to Ten Ten Road 2 2 1421 Old Mills Road Hilltop-Needmore Road to Rivington Road 2 2 2750 Norman Blalock Road Johnny Baker Road to Old Stage Road 2 2 2753 Dwi ht Rowland Road US 401 to Ken Drive 2 2 2886 Meadow Drive US 401 to Lon Street 2 2 1— Analyzed 6-lane section at NC 540 interchange and 4-lane section at project limits. 2— Analyzed 4-lane section to improve intersection operations and efficiency. February 2015 18 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 4.2 Build DSA Alternative Descriptions The DSA Complete 540 corridors incorporate the ongoing coordination efforts between project planning, design and analysis for development in the NEPA process. Table 5 represents a basic description of the specific corridor segmentation and the resultant 17 DSA combinations, as shown on Exhibit 1 below and in Appendix A. Table 5. Detailed Study Alternatives Detailed Study NC 55 Bypass to I-40 I-40 to US 64 / US 264 Alternative 1 Orange Green 2 Orange Green-Mint-Green 3 Oran e Brown-Tan-Green 4 Oran e Brown-Green 5 Orange Green-Teal-Brown-Green 6 Orange-Red Green 7 Oran e-Red Mint-Green 8 Orange-Purple-Blue-Lilac Green 9 Oran e-Purple-Blue-Lilac Green-Mint-Green 10 Oran e-Purple-Blue-Lilac Brown-Tan-Green 11 Orange-Purple-Blue-Lilac Brown-Green 12 Orange-Purple-Blue-Lilac Green-Teal-Brown-Green 13 Orange-Lilac Green 14 Orange-Lilac Green-Mint-Green 15 Oran e-Lilac Brown-Tan-Green 16 Oran e-Lilac Brown-Green 17 Oran e-Lilac Green-Teal-Brown-Green Exhibit 1. Detailed Study Alternatives Corridors February 2015 19 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Detailed Studv Alternative 1— This alternative features the Orange Corridor for the southern section of the project. The Orange Corridor, also known as the NCDOT Protected Corridor (August 1996, North Carolina Transportation Corridor Official Map Act, N.C.G.S. § 136-44.50), begins at the Triangle Expressway and NC 55 interchange in Holly Springs and travels eastward to the I-40 and US 70 interchange near the border of Wake and Johnston Counties. The Orange Corridor primarily runs to the south of and parallel to SR 1010 (Ten Ten Road) for the majority of its alignment. The Orange Corridor includes planned interchanges at NC 55, SR 1152 (Holly Springs Road), SR 1386 (Bells Lake Road), US 401, SR 1006 (Old Stage Road), NC 50 and I-40. DSA 1 includes the Green Corridor for the eastern section of the project. The Green Corridor begins at the I-40 and US 70 interchange and heads north/northeast to the existing I-540 and US 64/264 interchange. The Green Corridor has planned interchanges with I-40, SR 2700 (White Oak Road), US 70 Business, SR 2542 (Rock Quarry Road), SR 2555 (Auburn- Knightdale Road), SR 1007 (Poole Road) and US 64/264. Detailed Studv Alternative 2— DSA 2 utilizes the Orange Corridor (see description above) for the southern section. The eastern section includes the Green and Mint Corridors. The Mint Corridor has interchanges at the same locations as the Green Corridor. The only difference between the two alignments is that the section of the project between Rock Quarry Road and Auburn Knightdale Road has a proposed alignment slightly further to the east in the Mint Corridor option. Detailed Studv Alternative 3— The Orange Corridor is used for the southern section. The Green, Brown, and Tan Corridors are used for the eastern section of DSA 3. DSA 3 has planned eastern section interchanges with I-40, SR 2700 (White Oak Road), US 70 Business, SR 5204 (Old Baucom Road), SR 2555 (Auburn-Knightdale Road), SR 1007 (Poole Road) and US 64/264. The I-40, Poole Road, and US 64/264 interchanges are proposed to be at the same locations as the Green Corridor. The Brown Corridor's White Oak Road interchange is located slightly to the east of the Green Corridor interchange. The Brown Corridor then takes a more eastern turn to it proposed US 70 Business interchange, which is located near the Wake and Johnston County line. Next, the Tan Corridor alignment begins and heads north to the proposed Old Baucom Road interchange, different from the Rock Quarry Road location found in the Green Corridor. The planned Auburn-Knightdale Road interchange is at the same location in the Tan Corridor as it is in the Green Corridor. From that point, the Tan Corridor merges back into the Green Corridor alignment. Detailed Studv Alternative 4— DSA 4 is a slight variation of DSA 3. The Orange Corridor is used for the southern section. The Green and Brown Corridors are utilized for the eastern section of DSA 4. The Brown and Tan Corridors have interchanges on the same facilities. The only variations between the Brown and Tan are that the proposed Brown Corridor interchange with Old Baucom Road is slightly to the east of the Tan interchange location and the planned Auburn-Knightdale Road interchange location is slightly more to the east than the Green and Tan Corridor location. After the Auburn-Knightdale Road interchange the Brown Corridor merges back into the Green Corridor alignment. Detailed Studv Alternative 5— DSA 5 is a combination of DSAs 1-4. The Orange Corridor is used for the southern section. The Green, Teal, and Brown Corridors are combined to create the eastern section of the project. DSA 5 has proposed interchanges with I-40, SR 2700 (White February 2015 20 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Oak Road), US 70 Business, SR 5204 (Old Baucom Road), SR 2555 (Auburn-Knightdale Road), SR 1007 (Poole Road), and US 64/264. The planned I-40, White Oak Road, and US 70 Business interchanges are the same as the Green Corridor. The Teal Corridor then aligns to the east and shares the proposed Old Baucom Road and Auburn-Knightdale Road interchanges with the Brown Corridor. This DSA then rejoins the Green Corridor at the Poole Road and US 64/264 interchange locations. Detailed Studv Alternative 6— This alternative is a combination of the proposed Orange and Red Corridors for the southern section of the project. DSA 6 follows the Orange Corridor through the planned interchanges at NC 55 Bypass, SR 1152 (Holly Springs Road), and SR 1386 (Bells Lake Road). After the proposed Bells Lake Road interchange, the Red Corridor continues eastward crossing SR 1010 (Ten Ten Road) and forming an interchange with US 401 north of SR 1010. The Red Corridor then continues northeast, traveling between Lake Wheeler and Lake Benson, featuring planned interchanges with SR 1006 (Old Stage Road) and NC 50 north of Lake Benson. The planned I-40 interchange location for the Red Corridor is located south of the existing I-40 and US 70 Business interchange (I-40 Exit 306) and north of the SR 2700 (White Oak Road) overpass. Continuing into the eastern section of the project, the Red Corridor does not have an interchange with US 70 Business, but instead has a proposed interchange at SR 2542 (Rock Quarry Road) that includes an extension of Rock Quarry Road to the south that forms an intersection with US 70 Business. The proposed Rock Quarry Road interchange on the Red Corridor is in the same location as the Rock Quarry Road interchange on the Green Corridor. After the Rock Quarry Road interchange, DSA 6 follows the remainder of the Green Corridor, with future interchanges at SR 2555 (Auburn-Knightdale Road), SR 1007 (Poole Road) and US 64/264. Detailed Studv Alternative 7— DSA 7 is a slight variation of DSA 6. DSA 7 utilizes the Orange and then the Red Corridor for the southern section, as described in DSA 6. The eastern section alignment includes the Red Corridor, Mint Corridor (see DSA 2 description above), and Green Corridor. Detailed Studv Alternative 8— This alternative combines the Orange and then the Purple, Blue, and Lilac Corridors for the southern section of the project. The proposed DSA 8 alignment follows the Orange Corridor through the future interchanges at NC 55 Bypass and SR 1152 (Holly Springs Road). After the Holly Springs Road interchange, the Purple Corridor diverges southward from the Orange Corridor. The proposed Purple Corridor has an interchange with SR 1393 (Hilltop Needmore Road). The Purple Corridor alignment then continues southeast to a planned interchange with US 401. DSA 8 continues eastward on the Blue Corridor alignment, with a proposed interchange at SR 1006 (Old Stage Road). The Blue Corridor then merges into the Lilac Corridor alignment just west of the proposed NC 50 interchange. DSA 8 follows the Lilac Corridor alignment to the I-40 and US 70 interchange. On the eastern section of the project, the Lilac Corridor alignment merges into the Green Corridor prior to the White Oak Road interchange. After the future White Oak Road interchange location, DSA 6 follows the remainder of the Green Corridor alignment, with future interchanges at SR 2542 (Rock Quarry Road), SR 2555 (Auburn-Knightdale Road), SR 1007 (Poole Road) and US 64/264. February 2015 21 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Detailed Studv Alternative 9— DSA 9 is a slight variation of DSA 8. DSA 9 utilizes the Orange, Purple, Blue, and Lilac Corridors for the southern section, as described in DSA 8. The eastern section uses the Green and Mint Corridors (see DSA 2 description above). Detailed Studv Alternative 10 — DSA 10 features the Orange, Purple, Blue, and Lilac Corridor alignments (see DSA 9 description above) for the southern section. The eastern section utilizes a combination of the Brown, Tan, and Green Corridors (see DSA 3 description above). Detailed Studv Alternative 11 — DSA 11 features the Orange, Purple, Blue, and Lilac Corridor alignments (see DSA 9 description above) for the southern section. The eastern section proposed alignment features a combination of the Brown, and Green Corridors (see DSA 4 description above). Detailed Studv Alternative 12 — DSA 12 features the Orange, Purple, Blue, and Lilac Corridor alignment (see DSA 9 description above) for the southern section. The Green, Teal, and Brown Corridors are combined to create the eastern section alignment of this project alternative (see DSA 5 description above). Detailed Studv Alternative 13 — This alternative contains the Orange and Lilac Corridor alignments for the southern section of the project. The proposed Lilac Corridor diverges from the Orange Corridor east of the future SR 1006 (Old Stage Road) interchange. The planned Lilac Corridor interchanges with NC 50 and I-40 and US 70 are north of the locations of the proposed NC 50 and I-40 and US 70 interchanges on the Orange Corridor. On the eastern section of the project, the Lilac Corridor alignment merges into the Green Corridor prior to the proposed White Oak Road interchange. After the White Oak Road interchange, DSA 6 follows the remainder of the Green Corridor. Detailed Studv Alternative 14 — DSA 14 is a slight variation of DSA 13. DSA 14 utilizes the Orange and Lilac Corridor alignments for the southern section. The eastern section features the Green and Mint Corridors (see DSA 2 description above). Detailed Studv Alternative 15 — DSA 15 utilizes the Orange and Lilac Corridor alignments (see DSA 13 description above) for the southern section. The eastern section contains a combination of the Brown, Tan, and Green Corridors (see DSA 3 description above). Detailed Studv Alternative 16 — DSA 16 features the Orange and Lilac Corridor alignments (see DSA 13 description above) for the southern section. The eastern section utilizes a combination of the proposed Brown, and Green Corridors (see DSA 4 description above). Detailed Studv Alternative 17 — DSA 17 features the Orange and Lilac Corridor alignments (see DSA 13 description above) for the southern section. The proposed Green, Teal, and Brown Corridors are combined to create the eastern section of this project alternative (see DSA 5 description above). Table 6, on the following page, summarizes the interchange forms for each DSA along the southern and eastern sections of NC 540. February 2015 22 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 6. Interchange Forms by Detailed Study Alternative DSA Interchange Interchange # 1 2 3 4 5 13 14 15 16 17 8 9 10 11 12 6 7 NC 55 BYP & NC 540 1 6 Ramp ParClo AD Holly Springs & NC 540 2 DDI Bells Lake & NC 540 3 ParClo AC ParClo AC US 401 & NC 540 4 6 Ramp ParClo AC 6RParClo BD Old Stage & NC 540 5 Diamond 6RParClo AC NC 50 & NC 540 6 Half TghtDiam B ParClo BC DDI I-40 & NC 540 7 Dreamcatcher 4 Level Directional CloSemiDir D C/D White Oak & NC 540 8 ParClo BC ParClo AD Parclo BC ParClo AD US 70 BUS & NC 540 9 6RParClo AC TghtDiam 6RParClo AC 6RParClo AC TghtDiam 6RParClo AC 6RParClo AC TghtDiam 6RParClo AC Rock Quarry / Old Baucom & NC 540 10 ParClo AD Tight Diamond ParClo AD Tight Diamond ParClo AD Tight Diamond Diamond Auburn-Knightdale & NC 540 11 ParClo AD ParClo BC ParClo AO ParClo BC ParClo AD ParClo BC ParClo AD Poole & NC 540 12 Half Tight Diamond B US 64/264 & NC 540 13 Semidirectional BD Hilltop-Needmore & NC 540 20 ParClo BC Abbreviations: ParClo AD - Partial Cloverleaf with Loops in Quadrants A& D DDI - Diverging Diamond Interchange 6R - 6 Ramp TghtDiam - Tight Diamond Interchange CloSemiDir D C/D - Cloverleaf with a semi-direct connection in Quadrant D and Collector-Distributor Roads February 2015 23 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 5. 2012 BASE YEAR / 2035 DESIGN YEAR TRAFFIC VOLUME DEVELOPMENT NCDOT-approved traffic forecast information from the Complefe 540 - Triangle Expressway Southeast Extension NCDOT STIP Project R-2721, R-2828 & R-2829 Traffic Forecast Technical Memorandum, prepared by HNTB North Carolina, PC in April 2014 was used as a basis for developing AM and PM peak hour traffic volume data for the 2012 base year and 2035 design year. The daity traffic forecasts for the Complete 540 study area from that document are shown in Appendix B. Daily traffic flows and design data (DHV and D) were entered into the NCDOT Congestion Management Section peak hour breakout spreadsheets for conversion into peak hour volumes at each study area intersection. Truck percentages from the forecast were utilized in the traffic analysis using the assumption of (Duals + TTST / 2) equals peak hour truck percentages. The peak hour breakout spreadsheet results were converted into individual AM and PM peak hour movements for the proposed DSA interchange forms in a separate conversion spreadsheet developed by HNTB. Both the peak hour breakout spreadsheets and the interchange conversion spreadsheets are found in Appendix D. Design year (2035) peak hour traffic volumes in the project study area are shown in the freeway segment / intersection LOS result figures for DSA 1, 6 and 8 in Appendix A. These figures, described in the following sections, schematically show the Complete 540 freeway system, study area analysis segments, intersections, and laneage for each alternative for the design year. Traffic flows were balanced between ramp terminals at each interchange, and were balanced (through the FreeVal software data entry) for mainline segments along existing and proposed DSA alignments based on an entry input volume and subsequent peak hour breakout on- ramp/off-ramp volumes. In this manner, the existing freeway and proposed DSA freeway systems were balanced with a different methodology (and results) than if individual interchange mainline volume breakouts were analyzed in individual HCS freeway segment analyses. February 2015 24 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 6. 2012 BASE YEAR CAPACITY ANALYSIS RESULTS This section presents capacity analysis results for the 2012 base year AM and PM peak hours for freeway facilities and intersections within the Complete 540 project study area. Detailed segment measures of effectiveness results for the worst-case AM and PM peak hour for DSA's 1, 6 and 8 freeway are presented in Tables 11 and 12 to provide an overall representation of projected operations for all DSA's. 6.1 2012 Freeway Segment Results This analysis uses the 2012 base year No-Build and Build peak hour traffic volumes and existing/proposed freeway geometrics to evaluate traffic operations on the Complete 540, NC 540, I-40, US 70, US 64 / US 264 and I-540 uninterrupted flow facilities in the project study area. The analysis determines individual freeway segment and system-wide density and LOS measures of effectiveness for No-Build and Build DSA scenarios. Figure 3 provides a sheet key for the No-Build freeway segment figures. Figures 7.1 to 7.5 schematically show 2012 base year No-Build existing laneage and intersection traffic control for roadways in the study area, along with the scheme for freeway segment identification numbers. For 2012 No-Build and Build DSAs, Tables 7, 8, 9 and 10 provide an overall summary and comparison of LOS results for the worst-case AM and PM peak hour LOS for each facility direction for basic freeway sections, merges, diverges and weaves. Appendix E contains the detailed HCS 2010 FreeVal output files and corridor summary tables for all DSAs. Individual alternative scenario results are highlighted below. AM and PM peak hour traffic volumes and existing geometrics were entered into the HCS 2010 FreeVal software module. Since Toll NC 540, Complete 540 and I-540 will form a continuous freeway facility corridor once Complete 540 is constructed, these facility are included in the Complete 540 corridor summary Tables 7, 11 and 12. 6.1.1 2012 No-Build Alternative Scenario Results Most segments along existing freeway facilities perform at an acceptable LOS D or better in the AM and PM peak hours. However, on the I-40 corridor, two (2) eastbound and seven (7) westbound segments are at (LOS E) or exceeding (LOS F) peak hour capacity. Figures 7.1 to 7.5 provide a schematic representation of the results for the freeway system in the project study area. 6.1.2 2012 Build — DSA 1-5, 13-17 Scenario Results For Complete 540 DSA operations, all freeway segments are expected to operate at LOS D or better. For the US 70 and US 64 / US 264 corridors, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, results indicate that corridor operations and segment densities will slightly improve from the No-Build scenario with two (2) I-40 eastbound and five (5) or six (6) I-40 westbound segments near (LOS E) or exceeding (LOS F) peak hour capacity. 6.1.3 2012 Build — DSA 6-7 Scenario Results For Complete 540 DSA operations, all freeway and collector-distributor segments are expected to operate at LOS D or better. For the US 70 and US 64 / US 264 corridors, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, results indicate that corridor operations and segment densities will slightly improve from the No- February 2015 2rj y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Build scenario with two (2) I-40 eastbound and five (5) or six (6) I-40 westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. For the I-40 collector-distributor proposed between US 70 Business and Complete 540, all freeway segments are expected to operate at LOS D or better. 6.1.4 2012 Build — DSA 8-12 Scenario Results For Complete 540 DSA operations, all freeway segments are expected to operate at LOS D or better. For the US 70 and US 64 / US 264 corridors, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, results indicate that corridor operations and segment densities will slightly improve from the No-Build scenario with two (2) I-40 eastbound and six (6) I-40 westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. Table 7. 2012 Base Year Complete 540 No-Build 8� Build DSA Freeway Operations Summary . . .� . .. . .. . • ' '��- ` �� '� • ' �� '� i .: . 000000000000 � ' ��Q000��0000 I � ' ��Q000��0000 I � ' ��Q000��0000 � . . , : �Q000��0000 � ' ��Q000��0000 � ' • ' • 00000��0000 � � ' �00000��0000 � ' ' ' • �Q000��0000 � ' ' ' • �Q000��0000 � ' � ��Q000��0000 � ' ��Q000��0000 � ' ��Q000 ' � �Q000 � � ' • �Q000��0000 i � . . , . �Q000��0000 � ' ��Q000��0000 � ' • ��Q000��0000 � ' ��Q000��0000 `uSA 6, / lncludes analysis ot collector-distributor segmeni along Gomplete b4U. Complete 540 Collector-Distributor Scenario Eastbound Westbound LOS A LOS B LO� �' U_�� `��i LOS F LOS a`� LOS B LO� � L�� :��.�'�� LOS F DSA 6, 7 N/A N/A N/A N/A N/A N/A 7 0 0 0 0 0 February 2015 2C� y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 8. 2012 Base Year I-40 No-Build & Build DSA Freeway Operations Summary I-4o Scenario Eastbound Westbound LOS A LOS B L�� LO� � LOS F L�S A LOS B LOS C LOS '� LOS F No-Build 0 4 7 2 2 0 0 1 8 1 5 2 DSA1,2 2 7 4 4 1 1 3 4 6 3 3 2 DSA 3, 4 2 6 5 4 1 1 3 4 6 2 3 3 DSA 5 2 7 4 4 1 1 3 4 6 3 3 2 DSA 6, 7* 0 6 0 1 0 0 0 6 0 1 0 0 DSA 8, 9 2 5 5 5 1 1 1 6 6 2 3 3 DSA 10, 11 2 5 5 5 1 1 1 6 6 2 3 3 DSA 12 2 5 5 5 1 1 1 6 6 2 3 3 DSA 13, 14 2 6 4 5 1 1 1 6 6 3 3 2 DSA 15, 16 2 5 5 5 1 1 1 6 6 2 3 3 DSA 17 2 6 4 5 1 1 1 6 6 3 3 2 'u5A 6, / also conta�n analysis ot collector-distnbutor segment along I-4o. I-40 Collector-Distributor Scenario Eastbound Westbound L�� ^�, il�.�� I.�� :_ � LOS F L�� :rr� �� t��. ;:: ��. LOS F DSA 6, 7 7 4 0 0 0 0 5 4 0 0 0 0 Table 9. 2012 Base Year US 70 No-Build & Build DSA Freeway Operations Summary us 70 Scenario Eastbound Westbound LO� A LOS B LO� �� I? LOS F LOS A LOS B LO� � i�� LOS F No-Build 3 4 0 0 0 0 4 4 0 0 0 0 DSA 1-2 5 6 0 0 0 0 3 7 0 0 0 0 DSA 3-4 6 5 0 0 0 0 3 7 0 0 0 0 DSA 5 5 6 0 0 0 0 3 7 0 0 0 0 DSA 6, 7* N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A DSA 8, 9 4 5 0 0 0 0 5 5 0 0 0 0 DSA 10, 11 7 2 0 0 0 0 7 3 0 0 0 0 DSA 12 4 5 0 0 0 0 5 5 0 0 0 0 DSA 13, 14 4 5 0 0 0 0 5 5 0 0 0 0 DSA 15, 16 4 5 0 0 0 0 5 5 0 0 0 0 DSA 17 4 5 0 0 0 0 5 5 0 0 0 0 �DSA 6, 7 not included since proposed design does not impact US 70. February 2015 27 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 10. 2012 Base Year US 64 No-Build & Build DSA Freeway Operations Summary US 64 Scenario Eastbound Westbound �OS A LOS B LOS C I_OS D LOS F LOS A LOS B LOS C LOS D LOS F No-Build 0 2 6 3 0 0 0 2 6 3 0 0 DSA 1, 2, 13, 14 0 2 10 1 0 0 0 2 10 1 0 0 DSA 3, 4, 15, 16 0 2 10 1 0 0 0 2 10 1 0 0 DSA 5, 17 0 2 10 1 0 0 0 3 9 1 0 0 DSA 6, 7 0 2 10 1 0 0 0 2 10 1 0 0 DSA 8, 9 0 2 10 1 0 0 0 2 10 1 0 0 DSA 10, 11 0 2 10 1 0 0 0 2 10 1 0 0 DSA 12 0 2 10 1 0 0 0 3 9 1 0 0 February 2015 28 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Triangle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 11. 2012 AM Peak Base Year Freeway Operations Corridor Summary - Complete 540 DSA 1, 6 and 8 2012 Build DSA 8 Eastbound AM 2012 Build DSA 6 Eastbound AM 2012 Build DSA 1 Eastbound AM 2012 Build DSA 1 Westbound AM 2012 Build DSA 6 Westbound AM 2012 Build DSA 8 Westbound AM De nsity De nsity De nsity De nsity De nsity De nsity Location Segment ID (pc/mi/In) LOS Location Segment ID (pclmilln) LOS Location Segment ID (pc/mi/In) LOS Location Segment ID (pc/milln) LOS Location Segment ID (pc/mi/In) LOS Location Segment ID (pclmilln) LOS N/A N/A N/A West of NC 55 Bypass B135 9.0 A West of NC 55 Bypass B113 S.0 A West of NC 55 Bypass B129 9.1 A M134 9.7 A M112 8.6 A M128 9.9 A West of NC 55 Bypass 63 4.1 A West of NC 55 Bypass B3 4.0 A West of NC 55 Bypass B3 4.1 A B133 8.0 A B111 6.8 A B127 8.1 A D4 4.4 A D4 4.4 A D4 4.5 A NC 55 Bypass M132 8.2 A NC 55 Bypass M110 6.9 A NC 55 Bypass M126 8.5 A 65 3.6 A 65 2.5 A 65 2.8 A 6131 5.3 A B109 3.7 A 6125 7.4 A NC 55 Bypass D6 4.4 A NC 55 Bypass D6 3.1 A NC 55 Bypass D6 3.4 A D130 8.6 A D108 6.9 A D124 10.7 B 67 2.7 A B7 1.3 A 67 1.7 A 6129 7.9 A B107 6.3 A 6123 9.9 A M8 4.6 A MS 3.0 A M8 3.4 A M128 8.4 A M106 6.7 A M122 10.6 B B9 4.4 A B9 2.9 A B9 3.3 A Holly Springs Rd B127 6.5 A Holly Springs Rd B105 5.1 A Holly Springs Rd B121 8.5 A D10 4.7 A D10 3.1 A D10 3.6 A D126 9.7 A D104 8.1 A D120 12.2 B Holly Springs Rd 611 3.5 A Holly Springs Rd 611 2.1 A Holly Springs Rd 611 2.4 A 6125 9.0 A 6103 7.5 A 6119 11.4 B M12 5.9 A M12 4.1 A M12 4.5 A M124 9.7 A M102 8.0 A M118 12.3 B 613 5.5 A 613 3.8 A 613 4.2 A Bells Lake Rd 6123 8.8 A Bells Lake Rd B101 6.5 A Hilltop Needmore Rd B117 10.6 A D14 5.8 A D14 4.1 A D14 4.4 A - D122 12.7 B D100 8.9 A D116 11.3 B Hilltop Needmore Rd B15 5.0 A Bells Lake Rd B15 3.2 A Bells Lake Rd B15 4.0 A � 6121 11.7 B B99 8.3 A B115 10.8 A M16 5.7 A M16 4.6 A M16 6.1 A M120 12.6 B M98 8.7 A M114 11.4 B B17 5.3 A B17 4.3 A B17 5.7 A B119 11.6 B B97 5.5 A B113 10.7 A D18 5.7 A D18 4.6 A D18 6.1 A US 401 M118 12.3 B US 401 D96 8.9 A US 401 M112 11.3 B 619 3.3 A 619 3.7 A B19 4.6 A 6117 9.9 A 695 7.5 A B111 7.1 A US 401 M20 3.6 A US 401 D20 4.4 A US 401 M20 5.2 A D116 12.9 B D94 8.4 A D110 8.5 A 621 3.4 A B21 2.3 A 621 4.9 A B115 12.1 B B93 7.9 A B109 8.0 A M22 4.4 A M22 4.7 A M22 6.9 A N/A M9Z $'6 A N/A B23 4.1 A B23 4.4 A B23 6.5 A B91 6.6 A D24 4.4 A D24 4.7 A D24 6.9 A M114 13.0 B Old Stage Rd M90 6.8 A M108 8.5 A Old Stage Rd B25 3.3 A B25 3.0 A Old Stage Rd B25 4.9 A Old Stage Rd B113 9.7 A B89 6.3 A Old Stage Rd B107 6.6 A M26 3.7 A Old Stage Rd M26 3.8 A M26 5.5 A D112 10.5 B D88 8.7 A D106 7.3 A N/A B2� 3.� A N/A 6111 10.0 A B87 8.1 A B105 6.9 A M28 4.5 A M110 10.7 B M86 8.7 A M104 7.3 A B27 3.6 A 629 4.2 A B27 5.2 A NC 50 6109 8.4 A NC 50 B85 6.0 A NC 50 B103 6.6 A D28 3.8 A D30 4.5 A D28 5.5 A D108 10.6 B D84 11.2 B D102 9.5 A NC 50 B29 3.3 A NC 50 B31 2.6 A NC 50 B29 4.2 A �� . B107 9.1 A B83 9.2 A B101 8.1 A M30 4.5 A M32 5.2 A M30 5.3 A - M106 9.3 A N/A N/A B31 4.3 A B33 4.9 A B31 5.0 A 6105 6.9 A D32 4.8 A D34 5.1 A D32 5.1 A I�0 W104 6.1 A M82 9.1 A M100 7.6 A I-40 633 1.5 A I-40 B35 2.5 A 633 3.7 A 6103 3.2 A I-40 B81 5.4 A I-40 B99 2.5 A M34 5.0 A M36 5.0 A D34 4.0 A D102 7.4 A D80 8.6 A D98 6.8 A I-40 B35 1.9 A p B101 6.7 A B79 8.0 A B97 6.1 A N/A M36 3.9 A M100 7.1 A M96 6.4 A B37 3.9 A White Oak Rd B9g 6.5 A White Oak Rd B95 6.0 A M38 5.7 A D98 9.9 A D94 9.4 A 635 5.0 A 639 5.6 A B97 8.4 A 693 7.9 A D36 5.3 A D40 5.9 A M96 8.9 A N�A M92 8.4 A White Oak Rd B37 4.8 A N�A White Oak Rd 641 5.2 A 695 7.8 A 691 7.4 A M38 7.1 A M42 7.4 A US 70 Business M94 8.2 A US 70 Business M90 7.8 A B39 6.6 A B43 7.0 A B93 6.9 A B89 6.7 A D40 7.0 A D44 7.4 A D92 11.2 B D88 10.9 B B41 5.5 A B45 5.7 A B91 10.3 A B87 10.1 A US 70 Business M42 6.9 A US 70 Business M46 7.1 A M90 11.0 B M78 8.6 A M86 10.5 B 643 6.6 A 647 6.8 A Rock Quarry Rd 689 10.0 A Rock Quarry Rd 677 7.7 A Rock Quarry Rd B85 9.8 A M44 9.1 A M48 9.3 A D88 11.6 B D76 10.9 B D84 11.5 B 645 8.7 A B37 4.9 A 649 8.9 A �- 687 11.0 B B75 10.2 A 683 10.9 A D46 9.9 A D38 5.7 A D50 10.2 B M86 11.8 B M74 10.9 B M82 11.7 8 Rock Quarry Rd B47 8.4 A Rock Quarry Rd B39 4.8 A Rock Quarry Rd B51 8.6 A Aubum-Knightdale Rd B85 10.6 A Auburn-Knightdale Rd B73 9.8 A Auburn-Knightdale Rd B81 10.4 A M48 10.3 B M40 8.3 A M52 10.3 B D84 11.5 B D72 10.9 B D80 11.4 B B49 9.6 A B41 7.8 A B53 9.6 A - B83 11.0 B B71 10.4 A B79 10.9 A D50 11.1 B D42 9.0 A D54 11.1 B M82 11.8 B M70 11.1 B M78 11.6 B Auburn-Knightdale Rd 651 9.2 A Auburn-Knightdale Rd 643 7.5 A Aubum-Knightdale Rd 655 g.2 q Poole Rd B81 10.8 A Poole Rd g69 10.2 A Poole Rd B�� 10.6 A M52 10.2 B M44 8.5 A M56 10.2 B W80 11.6 B W68 10.7 B W76 11.5 8 B53 9.6 A 645 8.0 A 657 9.6 A 679 8.3 A B67 8.0 A 675 8.1 A D54 10.0 B D46 8.4 A D58 10.0 B D78 13.2 B D66 12.6 B D74 13.1 B Poole Rd B55 g,q q Poole Rd 847 �$ A Poole Rd g59 9.4 A US 64 / US 264 B�7 10.8 A US 64 / US 264 g65 10.5 A US 64 / US 264 g73 10.8 A W 56 11.3 B W 48 9.4 A W 60 11.2 B D76 13.6 B D64 12.6 B D72 13.4 B D57 12.9 B D49 107 B D61 12.9 B 675 127 B B63 11.8 B B71 12.5 B US 64 / US 264 658 7.5 A US 64 / US 264 650 6.4 A US 64 / US 264 662 7.5 A M74 13.6 B M62 12.7 B M70 13.5 B D59 15.4 B M51 13.4 B M63 15.4 B 673 9.8 A 861 9.2 A 669 9.7 A 660 14.7 B 652 12.9 B B64 14.8 B US 64 Business D72 15.0 B US 64 Business D60 14.2 B US 64 Business D68 14.8 B D61 16.4 B D53 14.4 B D65 16.5 B B71 12.5 B B59 11.9 B B67 12.4 B US 64 Business B62 10.6 A US 64 Business B54 9.0 A US 64 Business B66 10.6 A D70 16.1 B D58 15.1 B D66 15.9 B M63 18.9 B M55 16.9 8 M67 19.1 B North of US 64 Business B69 15.0 B North of US 64 Business B57 14.1 B North of US 64 Business B65 14.8 B North of US 64 Business B64 17.5 B North of US 64 Business B56 15.6 B North of US 64 Business B68 17.7 B N/A N/A N/A Facility 6.2 A Facility 5.6 A Facility 6.8 A Facility 9.9 A Facility 8.5 A Facility 9.3 A Cell Shading - Green = LOS A- D, Orange = LOS E, Red = LOS F; N/A - Analysis not applicable for comparable location or segment. February 2015 2c� � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Triangle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 12. 2012 PM Peak Base Year Build Freeway Operations Corridor Summary - Complete 540 DSA 1, 6 and 8 2012 Build DSA 8 Eastbound PM 2012 Build DSA 6 Eastbound PM 2012 Build DSA 1 Eastbound PM 2012 Build DSA 1 Westbound PM 2012 Build DSA 6 Westbound PM 2012 Build DSA 8 Westbound PM De nsity De nsity De nsity De nsity De nsity De nsity Location Segment ID (pc/mi/In) LOS Location Segment ID (pc/milln) LOS Location Segment ID (pc/mi/In) LOS Location Segment ID (pc/milln) LOS Location Segment ID (pc/mi/In) LOS Location Segment ID (pclmilln) LOS N/A N/A N/A West of NC 55 Bypass B135 6.3 A West of NC 55 Bypass B113 6.5 A West of NC 55 Bypass B129 6.4 A M134 6.7 A M112 6.9 A M128 6.8 A West of NC 55 Bypass B3 7.6 A West of NC 55 Bypass B3 7.2 A West of NC 55 Bypass B3 7.5 A B133 5.2 A B111 5.3 A B127 5.4 A D4 5.8 A D4 8.1 A D4 8.3 A NC 55 Bypass M132 5.4 A NC 55 Bypass M110 5.5 A NC 55 Bypass M126 5.7 A B5 6.5 A B5 4.1 A B5 4.7 A B131 4.0 A B109 4.0 A B125 5.1 A NC 55 Bypass D6 7.7 A NC 55 Bypass D6 4.8 A NC 55 Bypass D6 5.6 A D130 6.1 A D108 5.9 A D124 7.3 A 67 5.8 A B7 2.9 A B7 3.7 A 6129 5.6 A B107 5.5 A B123 6.8 A M8 8.7 A M8 5.7 A M8 6.5 A M128 6.0 A M106 5.8 A M122 7.3 A 69 8.3 A B9 5.5 A B9 6.3 A Holly Springs Rd 6127 4.7 A Holly Springs Rd B105 4.7 A Holly Springs Rd B121 5.9 A D10 8.9 A D10 5.9 A D10 6.8 A D126 7.0 A D104 6.9 A D120 8.5 A Holly Springs Rd 611 6.9 A Holly Springs Rd 611 4.2 A Holly Springs Rd 611 4.9 A 6125 6.5 A 8103 6.4 A 6119 7.9 A M12 10.5 B M12 7.1 A M12 7.9 A -= M124 6.9 A M102 6.9 A M118 8.5 A B13 9.8 A B13 6.7 A B13 7.4 A � Bells Lake Rd B123 6.3 A Bells Lake Rd B101 5.8 A Hilltop Needmore Rd B117 7.4 A D14 10.3 B D14 7.1 A D14 7.8 A D122 8.6 A D100 7.4 A D116 8.1 A Hilltop Needmore Rd B15 9.2 A Bells Lake Rd B15 5.7 A Bells Lake Rd B15 7.2 A B121 8.0 A B99 7.0 A B115 7.7 A M16 10.3 B M16 8.0 A M16 10.9 B M120 8.5 A M98 7.3 A M114 8.1 A B17 9.6 A B17 7.5 A B17 10.2 A B119 7.8 A B97 5.0 A B113 7.5 A D18 10.5 B D18 8.0 A D18 10.9 B US 401 M118 8.2 A US 401 D96 8.1 A US 401 M112 7.9 A 619 6.0 A B19 6.1 A B19 8.3 A 6117 6.9 A B95 6.9 A B111 5.6 A US 401 M20 6.5 A US 401 D20 7.1 A US 401 M20 9.5 A D116 9.4 A D94 7.4 A D110 6.8 A 621 6.2 A 621 4.6 A 621 9.0 A 8115 8.8 A B93 7.0 A B109 6.4 A M22 7.3 A M22 7.6 A M22 11.3 B N�A M92 7.6 A N/A 623 6.9 A B23 7.1 A B23 10.5 A B91 5.8 A D24 7.4 A D24 7.7 A D24 11.3 B M114 9.4 A Old Stage Rd M90 6.0 A M108 6.8 A Old Stage Rd B25 5.5 A B25 5.5 A Old Stage Rd B25 8.1 A Old Stage Rd 6113 7.2 A B89 5.6 A Old Stage Rd B107 5.7 A M26 6.0 A Old Stage Rd M26 7.0 A M26 9.0 A D112 7.8 A D88 7.3 A D106 6.2 A N/A B27 6.7 A N/A B111 7.4 A B87 6.9 A B105 5.9 A M28 7.8 A M110 7.9 A M86 7.3 A M104 6.3 A 627 5.8 A B29 7.3 A B27 8.4 A NC 50 6109 6.6 A NC 50 B85 5.3 A NC 50 B103 5.6 A D28 6.1 A D30 7.9 A D28 9.0 A D108 8.4 A D84 9.0 A D102 7.8 A NC 50 629 5.4 A NC 50 B31 5.1 A NC 50 829 6.8 A 6107 7.2 A B83 7.5 A 6101 6.7 A M30 7.2 A M32 8.9 A M30 8.1 A M106 7.4 A N/A N/A B31 6.9 A B33 8.4 A B31 7.6 A B105 5.9 A D32 7.9 A D34 8.9 A D32 7.9 A I-40 W104 5.1 A M82 7.5 A M100 6.6 A I-40 B33 1.4 A I-40 B35 4.5 A B33 5.3 A B103 4.5 A I-40 B81 5.2 A I-40 B99 3.8 A M34 4.9 A M36 7.3 A D34 5.9 A D102 8.6 A D80 8.2 A D98 8.0 A I-40 B35 1.4 A B101 7.9 A B79 7.6 A B97 7.3 A N/A M36 3.9 A M100 8.4 A M96 7.7 A B37 3.9 A White Oak Rd B99 7.6 A White Oak Rd 695 7.2 A M38 5.4 A � D98 10.9 B D94 10.5 B 835 5.0 A 639 5.2 A 697 9.3 A B93 8.9 A D36 5.3 A D40 5.4 A M96 9.9 A N�A M92 9.5 A White Oak Rd B37 4.8 A N�A White Oak Rd B41 4.9 A B95 8.7 A B91 8.4 A M38 7.3 A M42 7.3 A US 70 Business M94 9.2 A US 70 Business M90 8.9 A B39 6.8 A 643 6.8 A B93 8.0 A B89 7.8 A D40 7.2 A D44 7.3 A D92 12.0 B D88 11.8 B B41 5.5 A B45 5.3 A B91 11.2 B B87 11.0 B US 70 Business M42 7.3 A US 70 Business M46 7.1 A M90 12.0 B M78 8.1 A M86 11.7 8 643 6.9 A B47 6.7 A Rock Quarry Rd B89 10.9 A Rock Quarry Rd B77 7.4 A Rock Quarry Rd B85 10.7 A M44 9.4 A M48 9.3 A D88 12.5 B D76 11.3 B D84 12.6 B 645 9.0 A B37 7.1 A 649 8.8 A � 687 11.9 B B75 10.5 A 683 11.9 B D46 10.3 B D38 8.2 A D50 10.1 B M86 12.8 B M74 11.2 B M82 12.8 B Rock Quarry Rd 847 8.7 A Rock Quarry Rd B39 6.9 A Rock Quarry Rd B51 8.5 A Aubum-Knightdale Rd B85 11.5 B Auburn-Knightdale Rd B73 10.2 A Auburn-Knightdale Rd B81 11.5 B M48 10.5 B M40 9.9 A M52 10.1 B D84 12.4 B D72 11.2 B D80 12.4 B B49 9.8 A B41 9.3 A B53 9.5 A B83 11.9 B B71 10.7 A B79 11.9 B D50 11.3 B D42 10.7 B D54 10.9 B M82 12.8 B M70 11.4 B M78 12.8 B Auburn-Knightdale Rd B51 9.3 A Auburn-Knightdale Rd B43 9.0 A Auburn-Knightdale Rd B55 g.� q Poole Rd B81 �� $ B Poole Rd g69 10.6 A Poole Rd B�� 11.8 B M52 10.4 B M44 10.1 B M56 10.1 B W80 13.7 B W68 12.1 B W76 13.7 B 653 9.7 A B45 9.5 A B57 9.5 A B79 9.9 A B67 9.1 A B75 9.8 A D54 10.2 B D46 9.9 A D58 9.9 A D78 19.0 B D66 17.6 B D74 19.0 B Poole Rd g55 9.4 A Poole Rd g47 9 3 A Poole Rd B59 9 2 A US 64 / US 264 B�� 5 Z B US 64 / US 264 g65 14.1 g US 64 / US 264 673 15.3 B W 56 10.3 B W 48 9.7 A W 60 10.0 B D76 18.0 B D64 16.3 B D72 17.9 B D57 10.8 B D49 10.4 8 D61 10.5 B B75 17.0 B B63 15.4 B B71 17.0 8 US 64 / US 264 B58 7.0 A US 64 / US 264 B50 7.1 A US 64 / US 264 B62 6.7 A M74 18.4 B M62 16.6 B M70 18.3 B D59 12.0 B M51 11.5 8 M63 11.7 B B73 12.9 B B61 11.7 B B69 12.9 B B60 11.5 B B52 11.0 8 B64 11.3 B US 64 Business D72 20.9 C US 64 Business D60 19.3 B US 64 Business D68 20.8 C D61 12.6 B D53 12.0 B D65 12.4 B B71 17.4 B B59 16.0 B B67 17.3 B US 64 Business 662 8.5 A US 64 Business B54 8.2 A US 64 Business B66 8.2 A D70 20.9 C D58 19.3 B D66 20.9 C M63 14.8 B M55 14.3 8 M67 14.6 B North of US 64 Business B69 20.2 C North of US 64 Business B57 18.4 C North of US 64 Business B65 20.1 C North of US 64 Business 664 13.7 B North of US 64 Business B56 13.3 B North of US 64 Business B68 13.5 B N/A N/A N/A Facility 7.8 A Facility 7.6 A Facility 8.2 p Facility 9.3 A Facility 8.4 A Facility 8.8 p Cell Shading - Green = LOS A- D, Orange = LOS E, Red = LOS F; N/A - Analysis not applicable for comparable location or segment. February 2015 30 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 6.2 2012 Base Year Intersection Capacity Analysis Results The following sections provide descriptions and tabular results for intersection capacity analyses for all project study area intersections. LOS results and additional signalized intersection details for these scenarios are found in the raw Synchro output sheets in Appendix F. The project study area contains six existing (No-Build) and seven Build unsignalized two-way stop- controlled intersections — these capacity analysis output sheets are found in Appendix G. Appendix H contains the SIDRA analysis output reports for the one existing (No-Build) single- lane roundabout located within the project study area. A tabular results summary for all alternative scenarios is found in Table 13 on the following pages. Summary figures showing traffic volumes, laneage, and overall intersection LOS for the 2012 No-Build (Existing) scenario can be found in Figures 7.1 to 7.5. Similar summary figures for the 2012 Build scenarios are not provided in this report; however, the summary figures provided for selected 2035 Build scenarios show where additional 2035 LRTP laneage was added to the 2012 Build design laneage. For all Build DSAs, optimized signal cycle lengths were held constant at locations where the interchange forms were identical, to provide a meaningful comparison between the Build DSAs alternatives. The splits for each phase were re-optimized based on the specific Build DSA traffic forecast volumes. 6.2.1 2012 No-Build Alternative Scenario Results For the 2012 No-Build alternative AM and PM peak hour scenarios, 11 out of the 16 analyzed intersections operate at adequate levels of service in the AM and PM peak hours. The two ramp terminal intersections at the interchange of NC 540 and NC 55 Bypass were not analyzed because they currently operate under free-flow conditions with the existing geometric configuration. Intersections that experience deficient overall LOS in at least one peak hour include: ♦ US 401 and Ten Ten Road in both the AM (LOS E) and PM (LOS F) peak hour, due to high vehicular delays for left-turn movements. ♦ NC 50 and Cleveland School Road / Stevens Oaks Drive in the AM peak hour (LOS E), due to limited capacity for the southbound left-turn movement from NC 50 to Cleveland School Road. ♦ Poole Road and Hodge Road in the PM peak hour (LOS F), due to limited capacity for the southbound left-turn movement from Hodge Road to Poole Road. ♦ US 401 and Dwight Rowland Road in the AM peak hour, due to the northbound left- turn movement from Dwight Rowland Road to US 401 operating at LOS E. ♦ White Oak Road and Raynor Road in the PM peak hour, due to the southbound shared left and right-turn movement on Raynor Road operating at LOS E. 6.2.2 2012 Build — DSA 1-5, 13-17 Scenario Results For the 2012 Build DSA 1-5, 13-17 AM and PM peak hour scenarios, it was assumed that all existing signalized intersections in the project study area would be re-optimized, to reflect anticipated traffic volume changes that were included in the Complete 540 traffic forecast data. These changes had a positive effect on operations at the NC 50 and Cleveland School Road / Stevens Oaks Drive intersection (DSAs 1-5 only) and the Poole Road and Hodge Road intersection, with AM and PM peak hour LOS improving to LOS C or better. The PM peak hour southbound shared left and right-turn movement LOS at the two-way February 2015 31 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum stop-controlled intersection of White Oak Road and Raynor Road remained at LOS E in the DSA 1-2, 5, 13-14, and 17 scenarios, with a slight increase in delay from the No-Build. No other intersections, including the new ramp terminal intersections added in the Build DSA 1- 5 and 13-17 scenarios, would be expected to operate at an overall LOS E or LOS F in the 2012 base year. 6.2.3 2012 Build DSA 6-7 Alternative Scenario Results In the 2012 Build DSA 6-7 AM and PM peak hour scenarios, the splits for each phase were re-optimized based on the 2012 Build DSA 6-7 traffic forecast volumes. These updates had a positive effect on operations at the Poole Road and Hodge Road intersection, with AM and PM peak hour LOS improving to LOS B or better. In the 2012 Build DSA 6-7 scenarios, the intersection of Vandora Springs Road and Buffaloe Road was converted from a single-lane roundabout in the No-Build to an unsignalized intersection with stop control on Buffaloe Road, due to the widening of Vandora Springs Road and the relocation of this intersection in the Build design. At US 401 and Ten Ten Road, both the AM and PM LOS improved from LOS E(AM) and F (PM) in the No-Build to LOS D(AM) and LOS E(PM) in the Build DSA 6-7 analysis, with lengthy delays still expected for traffic on the Ten Ten Road approaches. No other intersections, including the new ramp terminal intersections added in the Build DSA 6-7 scenarios, would be expected to operate at an overall LOS E or LOS F in 2012. 6.2.4 2012 Build DSA 8-12 Alternative Scenario Results In the 2012 Build DSA 8-12 AM and PM peak hour scenarios, the splits for each phase were re-optimized based on the 2012 Build DSA 8-12 traffic forecast volumes. These updates had a positive effect on operations at the Poole Road and Hodge Road intersection and the US 401 and Dwight Rowland Road intersection, with AM and PM peak hour LOS improving to LOS B or better. In the Build DSA 8-12 scenarios, the proposed DSA design severs Dwight Rowland Road into two sections by the construction of NC 540 and vehicles heading north on Dwight Rowland Road are restricted to right turns only at the intersection with NC 401. The proposed alignment requires local traffic to re-route through the existing road network onto US 401 via Meadow Drive south of the proposed Complete 540 alignment. This re-routing reduced existing and future traffic volume estimates along Dwight Rowland Road and increased existing and future volumes on Meadow Drive for DSA 8-12 analyses. The intersection of US 401 and Meadow Drive was evaluated for conversion from two-way stop control in the No-Build scenario to signalized control in the DSA analyses, due to the worst-case critical movement (northbound shared left/right) operating at LOS F in the 2012 Build DSA 8-12 AM peak hour. Per results from the HCS Peak Hour Signal Warrants Analysis Module (found in Appendix 1), this intersection meets the MUTCD peak hour signal warrant threshold in 2012, and therefore is analyzed as a signalized intersection in the 2012 and 2035 Build DSAs 8-12 scenarios. Based on the Synchro signalized intersection capacity analysis (Appendix �, the signalized intersection of US 401 and Meadow Drive is expected to operate at LOS D or better in 2012. The PM peak hour southbound shared left and right-turn movement LOS at the two-way stop-controlled intersection of White Oak Road and Raynor Road remained at LOS E in the DSA 8-9 and 12 scenarios, with an increase in delay from the No-Build scenario. No other intersections, including the new ramp terminal intersections added in the Build DSA 8-12 scenarios, would be expected to operate at an overall LOS E or LOS F in 2012. February 2015 32 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 13. 2012 AM &(PM) Peak Hour No-Build Intersection Capacity Analysis Results Summary LOS DELAY zolz Build 2olz Build Intersection Intersection # 2012 NB 2012 B 2012 NB 1 2 3 4 5 13 14 15 16 17 8 9 10 il 12 6 7 2012 NB 1 2 3 4 5 13 14 15 16 17 8 9 10 11 12 6 7 NC 55 BYP & NC 540 EB Ramps 10 UNSIG 51G N/A B(A) A(A) B(A) 22.3 (9.4) 22.5 (9.3) 11.6 (6.6) NC 55 BYP & NC 540 WB Ramps 11 UNSIG SIG N/A B(B) B(B) 8(B) 22.3 (9.4) 22.5 (9.3) 12.4 (10.4) Holly Springs & NC 540 EB (XOVER) Ramps 20 SIG B(A) B(A) B(A) 22.3 (9.4) 22.5 (9.3) 16.7 (9.2) Holly Springs & NC 540 WB (XOVER) Ramps 21 SIG C(A) C(A) B(A) 22.3 (9.4) 22.5 (9.3) 20.0 (93) Holly Springs & NC 540 EB Off RT Ramps 22 SIG A(A) A(A) A(A) 2.9 (3.0) 1.9 (2.9) 2.6 (2.9) Holly Springs & Kildaire Farm 23 SIG 51G B(C) B(C) C(C) B(C) 13.8 (26.6) 15.5 (23.2) 22.6 (31.0) 15.0 (24.5) Holly Springs & NC 540 EB Off LT Ramps 24 SIG A(A) A(A) A(A) 3.2 (2.7) 3.6 (3.1) 3.0 (2.7) Holly Springs & NC 540 WB Off LT Ramps 25 SIG B(A) B(A) B(A) 11.4 (4.2) 10.8 (4.0) 14.7 (5.5) Holly Springs & NC 540 WB Off RT Ramps 26 SIG A(A) A(A) A(A) 3.6 (3.1) 4.3 (4.0) 3.7 (3.1) Bells Lake & NC 540 EB Ramps 30 SIG A(A) A(A) 3.5 (3.6) 5.8 (7.1) Bells Lake & NC 540 WB Ramps 31 SIG B(A) A(A) 13.0 (10.0) 9.3 (7.7) US 401 & NC 540 EB Ramps 40 SIG B(A) A(B) A(A) N/A 13.8 (6.0) 7.1 (5.6) 5.0 (9.3) US 401 & NC 540 WB Ramps 41 SIG A(A) A(A) A(A) N/A 12.7 (12.3) 13.1 (11.5) 7.1(6.2) US 401 & Donny Brook/McCullers 42 SIG �:1�, C(B) 28.8 (193) US 401 & Donny Brook / Chandler/ Wake Tech 43 SIG SIG C(B) C(C) 21.6 (14.3) 30.2 (27.2) U5401&TenTen 44 51G 51G E(F) D(EJ 15.1(9.3) 13.6(9.8) 45.8(56.8J US 401 & Dwight Rowland 45 UNSIG UNSIG E(D) B(B) 371 (26.1) 13.9 (12.0) U5401&Meadow 46 UNSIG SIG C(B) B(B) 16.5(12.7) 14.8(11.7) Old Stage & NC 540 EB Ramps 50 SIG B(B) A(B) A(A) 11.8 (15.3) 8.7 (1�.7) 8.4 (8.7) Old Stage & NC 540 WB Ramps 51 SIG B(B) A(A) A(A) 15.5 (12.8) 3.4 (4.1) 6.9 (5.0) Old Stage & Vandora Springs 52 SIG SIG C(C) A(B) 22.2 (21.7) 7.5 (10.5) Old Stage & Norman Blalock 53 UNSIG UNSIG B(B) B(B) 13.0 (12.8) 10.8 (11.0) Vandora Springs & Buffaloe 54 1ROUND UNSIG A(A) C(C) 9.0 (9.3) 23.7 (23.4) NC50&NC540EB(XOVER)Ramps 60 SIG B(B) A A(A) B(B) 10.4(14.1) 8.4 3.6(4.8) 16.9(15.6) NC50&NC540W6(XOVER)Ramps 61 SIG B(B) A B(A) B(C) 10.6(10.8) 9.9 12.4(7.2) 18.4(22.9) NC 50 & NC 540 EB Off RT Ramps 62 SIG A(A) 3.9 (7.7) NC 50 & NC 540 EB Off LT Ramps 63 51G A(A) 5.7 (5.5) NC 50 & NC 540 WB Off LT Ramps 64 SIG A(A) 8.9 (8.1) NC 50 & NC 540 WB Off RT Ramps 65 SIG A(A) 6.9 (3.1) NC SO & Stevens Oaks/Cleveland 66 SIG SIG E(C) C(B) 74.8 (33.6) 30.8 (17.6) NC50&TenTen 67 SIG SIG B(C) B B(B) 13.5(22.2) 13J 15.3(17.8) White Oak & NC 540 NB Ramps 80 SIG B(B) B(B) B(A) A(A) B(B) A(A) A(A) B( B) A(A) 11.4 (10.2) 13.3 (10.9) 10.4 (8.9) 7.8 (8.0) 13.3 (10.9) 8.9 (8.3) 7.4 (7.8) 13.2 (10.9) 8.2 (7.9) WhiteOak&NC540SBRamps 81 SIG B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) 15.9(15.6) 13.8(11.0) 14.4(13.6) 16.1(13.5) 13.8(11.0) 14.1(11.8) 15.0(13.1) 12.7(10.4) 14.9(13.1) White Oak & Raynor 82 UNSIG UNSIG C(EJ C(EJ C(EJ C(E) C(EJ C(EJ C(EJ 20.6 (371J 243 (39.5) 23.9 (46.5J 24.3 (39.5J 23.9 (46.5) 22.9 (46.5) 22.9 (46.5J US 70 BU5 & NC 540 NB Ramps 90 SIG A(A) B(B) B(B) A(A) B(B) B(B) A(A) B(B) B(A) 8.5 (8.8) 13.2 (15.4) 12.1(11.5) 8.5 (8.8) 13.2 (15.4) 12.1 (11.5) 7.2 (6.2) 12.6 (14.5) 10.5 (9.7) US70BUS&NC540SBRamps 91 SIG B(B) C(C) B(g) B(B) C(C) B(g) B(B) B(C) g(B) 12.9(12.7) 20.2(20.5) 11.6(11.8) 12.9(12.7) 20.2(20.5) 11.6(11.8) 13.2(12.8) 19.4(20.1) 11.6(12.0) Rock Quarry / Old Baucom & NC 540 NB Ramps 100 SIG A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) 4.4 (4.4) 7.5 (9.6) 2.2 (3.2) 4.4 (4.4) 7.5 (9.6) 2.2 (3.2) 3.7 (3.7) 5.7 (6.9) 2.2 (3.2) 3.0 (3.2) RockQuarry/OldBaucom&NC540SBRamps 101 SIG B(B) A(A) B(B) B(B) A(A) B(B) B(B) A(A) B(B) B(B) 10.8(10.3) 4.8(5.2) 15.0(14.4) 10.8(10.3) 4.8(5.2) 15.0(14.4) 10.8(10.9) 7.3(8.3) 15.7(15.0) 14.9(14.4) Rock Quarry & Auburn-Knightdale 102 SIG SIG B(B) A(A) A(A) A(A) A(B) 14.0 (14.1) 6.7 (7.2) 6.7 (7.2) 6.4 (6.9) 9.1(10.2) Rock Quarry & Old Baucom 103 UNSIG UNSIG B(B) B(B) B(B) B(B) C(C) 11.2 (10.9) 12.3 (13.7) 12.3 (13.7) 13.4 (15.0) 18.4 (18.5) Rock Quarry & Rock Quarry Extension 104 UNSIG C(D) 18.5 (30.8) Rock Quarry Ext & US 70 BUS 105 SIG A(B) 9.8 (16.2) Auburn-Knightdale & NC 540 NB Ramps 110 SIG A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) 7.0 (7.6) 3.8 (3.7) 3.5 (3.1) S.0 (4.9) 7.0 (7.6) 3.8 (3.7) 3.5 (3.1) 5.0 (4.9) 7.5 (8.0) 3.8 (3.6) 3.5 (3.1) 5.0 (5.0) 5.5 (5.8) Auburn-Knightdale & NC 54056 Ramps 111 SIG A(A) B(B) B(B) B(A) A(A) B(B) B(B) B(A) A(A) B(B) B(B) B(A) A(A) 6.3 (6.1) 12.8 (11.8) 12.0 (11.1) 10.4 (9.6) 6.3 (6.1) 12.8 (11.8) 12.0 (11.1) 10.4 (9.6) 6.3 (6.1) 12.5 (11.6) 11.8 (10.9) 10.2 (9.4) 7.4 (6.8) Poole & NC 540 NB Ramps 120 SIG A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) A(A) 8.8 (7.4) 8.7 (6.6) 9.0 (7.8) 8.8 (7.4) 8.7 (6.6) 9.0 (7.8) 8.6 (6.9) 7.9 (6.2) 8.7 (7.6) 8.6 (6.4) Poole&NC540SBRamps 121 SIG 8(B) B(A) B(B) B(B) B(A) B(B) B(B) B(A) B(B) B(A) 12.9(10.6) 12.1(9.8) 13.6(10.4) 12.9(10.6) 12.1(9.8) 13.6(10.4) 13.3(10.4) 11.7(9.1) 13.9(10.5) 10.7(8.5) Poole & Hodge 122 SIG SIG D(FJ A(B) A(B) A(B) 39.5 (80.6J 7.8 (12.5) 7.8 (12.2) 8.0 (12.4) Hilltop-Needmore & NC 540 EB Ramps 200 SIG A(A) 7.0 (8.1) Hilltop-Needmore & NC 540 WB Ramps 201 SIG A(A) 5.4 (3.8) Hilltop-Needmore & Old Mills 202 UNSIG UNSIG B(B) B(B) 11.1(11.1) 14.1 (14.0) Delay Measured In Seconds Per Vehicle BOLD/ITALIC = Intersection/Approach/Movement that has Operational Deficiencies (LOS E or F) February 2015 33 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 7. 2035 DESIGN YEAR CAPACITY ANALYSIS RESULTS This section presents future anticipated roadway network changes and capacity analysis results for the 2035 design year AM and PM peak hours for freeway facilities and intersections within the Complete 540 project study area. 7.1 Network Changes Between 2012 Scenarios and 2035 Scenarios The following sections present the network changes between the 2012 No-Build and 2035 No- Build scenarios and the 2012 Build and 2035 Build scenarios. 7.1.1 No-Build Scenario Changes Table 4, previously shown in Section 4.1 of this report provided updated 2035 laneage assumptions for the roadways scheduled for improvement in the 2035 LRTP. This updated laneage was applied to the 2012 No-Build roadway network analysis files to create updated 2035 No-Build scenarios. In addition, Old Stage Road from US 401 to Ten Ten Road was considered to be widened to four lanes to be consistent with the scheduled widening of Vandora Springs Road in 2035. In addition, this section of Old Stage Road is included as a four-lane section in the 2040 MTP. 7.1.2 Build DSA Scenario Changes The updated 2035 LRTP laneage described in Table 4 was also applied to the 2035 Build DSA scenarios. Rock Quarrv Road Extension DSA 6 and 7 also include an assumption to widen the new location Rock Quarry Road Extension to a four-lane section to be consistent with the schedu�ed 2035 LRTP project to widen existing Rock Quarry Road, and since the Extension would provide primary access between the NC 540, Rock Quarry Road and US 70 Business. R-2635D (Western Wake Freewav and Old Holly Sprinqs-Apex Road Interchanqe) Between the base year and the design year, R-2635D, also referred to as Access 540, proposes to convert the existing bridge on Old Holly Springs-Apex Road at Triangle Expressway (Toll NC 540) to a partia� cloverleaf interchange and construct auxiliary lanes between US 1 and NC 55 Bypass. The project is currently scheduled to be open to traffic in 2017. R-2635D functional design plans, prepared by HNTB, were reviewed and incorporated into the freeway analysis only. A partial cloverteaf, with loop ramps in the northeast and southeast quadrants, was analyzed in FreeVal by inserting diverge and merge segments into the existing Toll NC 540 freeway network configuration. The 2035 design year No-Build and Build freeway analyses were updated from the 2012 base year to include this interchange adjacent to the Complete 540 western project termini at NC 55 Bypass. 7.2 2035 Freeway Segment Analysis Results This analysis uses the 2035 design year No-Build and Build peak hour traffic volumes and future planned/proposed freeway geometrics to evaluate traffic operations on the Complete 540, NC 540, I-40, US 70, US 64 / US 264 and I-540 uninterrupted flow facilities in the project study area. Like the 2012 scenario evaluations presented in the previous section, this analysis determines individual freeway segment and system-wide density and LOS measures of February 2015 34 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum effectiveness for No-Build and Build DSA scenarios. Figures 3, 4, 5 and 6 provide a sheet key for the No-Build and Build DSA 1, 6 and 8 freeway segment figures. Figures 8.1 to 8.5 schematically show 2035 design year No-Build laneage and intersection traffic control for roadways in the study area, along with the scheme for freeway segment identification numbers. Figures 9.1 to 9.8, 10.1 to 10.0 and 11.1 to 11.8 schematically show 2035 design year Build laneage, future 2035 LRTP laneage assumptions, volumes, intersection traffic control, freeway segment identification numbers and LOS for DSAs 1, 6 and 8, respectively. Due to there being 17 DSAs in this project, summary figures are not provided for all DSAs. As a result, DSAs 1, 6, and 8 were selected as being most representative of the corridor variations and operations in the study area. For 2035 No-Build and Build DSAs, Tables 14, 15, 16 and 17 provide an overall summary and comparison of LOS results for the worst-case AM and PM peak hour LOS for each facility direction for basic freeway sections, merges, diverges and weaves. Detailed segment measures of effectiveness results for the worst-case AM and PM peak hour for DSA's 1, 6 and 8 are presented in Tables 18 and 19 to provide an overall representation of projected operations for all DSAs. Appendix D contains the detailed HCS 2010 FreeVal output files and corridor summary tables for all DSAs. Individual alternative scenario results are highlighted below. AM and PM peak hour traffic volumes and existing geometrics were entered into the HCS 2010 FreeVal software module. Since Toll NC 540, Complete 540 and I-540 will form a continuous freeway facility corridor once Complete 540 is constructed, these facility are included in the Complete 540 corridor summary Tables 14, 18 and 19. 7.2.1 2035 No-Build Alternative Scenario Results Most segments along existing freeway facilities perform at an acceptable LOS D or better in the AM and PM peak hours. However, on the I-40 corridor, one (1) eastbound and one (1) westbound segment are at (LOS E) peak hour capacity. On the US 64 / US 264 corridor, six (6) eastbound and nine (9) westbound segments are at (LOS E) or exceeding (LOS F) peak hour capacity. Figures 8.1 to 8.5 provide a schematic representation of the results for the freeway system in the project study area. 7.2.2 2035 Build — DSA 1-5, 13-17 Scenario Results For Complete 540 DSA operations, all freeway segments, except one weaving segment in the westbound PM peak, are expected to operate at LOS D or better. For the US 70 corridor, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, results indicate that corridor operations and segment densities will slightly improve from the No-Build scenario, with all segments expected to operate at LOS D or better. On the US 64 / US 264 corridor, results indicate very similar operations compared to the No- Build scenario, with seven (7) or eight (8) eastbound and nine (9) westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. Figures 9.1 to 9.8 provide a schematic representation of the results for the DSA 1-5 and 13-17 freeway system in the project study area. 7.2.3 2035 Build — DSA 6-7 Scenario Results For Complete 540 DSA operations, all freeway and collector-distributor segments, except one weaving segment in the westbound PM peak, are expected to operate at LOS D or better. For the US 70 corridor, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, results indicate that corridor operations and segment densities may slightly improve from the No-Build scenario with all segments, except one westbound February 2015 35 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum segment, expected to operate at LOS D or better. For the I-40 collector-distributor proposed between US 70 Business and Complete 540, all freeway segments are expected to operate at LOS D or better. On the US 64 / US 264 corridor, results indicate similar operations compared to the No-Build with nine (9) eastbound and nine (9) westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. Figures 10.1 to 10.8 provide a schematic representation of the resu�ts for the DSA 6-7 freeway system in the project study area. 7.2.4 2035 Build — DSA 8-12 Scenario Results For Complete 540 DSA operations, all freeway segments, except one weaving segment in the westbound PM peak, are expected to operate at LOS D or better. For the US 70 corridor, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, results indicate that corridor operations and segment densities will slightly improve from the No-Build scenario with all segments expected to operate at LOS D or better. On the US 64 / US 264 corridor, results indicate very similar operations compared to the No- Build with seven (7) or eight (8) eastbound and nine (9) westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. Figures 11.1 to 11.8 provide a schematic representation of the results for the DSA 8-12 freeway system in the project study area. Table 14. 2035 Design Year Complete 540 No-Build & Build Freeway Operations Summary Complete 540 Scenario Eastbound Westbound 9�OS A LOS B LO� C L�� LOS F LO� .�a ��S B LOS C LOS D LOS F No-Build 3 3 5 0 0 0 3 11 1 0 0 0 DSA 1 2 32 33 1 0 0 1 27 39 1 1 0 DSA 2 2 32 33 1 0 0 1 27 39 1 1 0 DSA 3 1 38 26 1 0 0 1 27 37 1 1 0 DSA 4 3 29 33 1 0 0 1 27 37 1 1 0 DSA 5 3 37 27 1 0 0 1 31 35 1 1 0 DSA 6* 0 14 40 2 0 0 0 34 24 0 1 0 DSA 7* 0 15 39 2 0 0 0 34 24 0 1 0 DSA 8 1 31 31 1 0 0 1 32 33 0 1 0 DSA 9 1 31 31 1 0 0 1 32 33 0 1 0 DSA 10 1 28 32 1 0 0 1 30 33 0 1 0 DSA 11 1 28 32 1 0 0 1 30 33 0 1 0 DSA 12 1 34 28 1 0 0 1 36 29 1 0 0 DSA 13 1 29 33 1 0 0 1 25 39 1 1 0 DSA 14 1 29 33 1 0 0 1 26 38 1 1 0 DSA 15 2 23 36 1 0 0 1 25 37 1 1 0 DSA 16 2 24 35 1 0 0 1 25 37 1 1 0 DSA 17 2 33 28 1 0 0 1 31 33 1 1 0 "DSA 6, 7 includes analysis of collector-distributor segment along Complete 540. Complete 540 Collector-Distributor Scenario Eastbound Westbound �2�� l I�� L�� L�� LOS F L�� Fx, Lti:i� I� �� S � LOS F DSA 6, 7 N/A N/A N/A N/A N/A N/A 3 4 0 0 0 0 February 2015 36 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 15. 2035 Design Year I-40 No-Build & Build Freeway Operations Summary ,, . .. . .. . ' ' ' �� '� • ' '�`�� '� j .: . 00000000�000 I � ' 0000000�0000 I � . . 00�0000�0000 ' ' 00�0000�0000 I � ' • 000000000000 I' ' � ' 00�00000�000 I � ' � 00�00000�000 I' ' 00�00000�000 I � ' ' 0000000��000 �' ' • 0000000��000 I � ' 0000000��000 "u5,v ti, i a�so contam ana�ys�s ot conector-d�stnbutor segment aiong �-4U. I-40 Collector-Distributor Scenario Eastbound Westbound ��_ "�' �� _: u.� LOS F �� , . �. _ i ,� _. LOS F DSA 6, 7 1 5 5 0 0 0 0 2 5 2 0 0 Table 16. 2035 Design Year US 70 No-Build & Build Freeway Operations Summary us 70 Scenario Eastbound Westbound t-C3� �& 6 OS 0� �� `� __ a � i�,� LOS F L�� . LOS �3 �Nz;�; � �^:; I'� LOS F No-Build 0 5 2 0 0 0 2 3 3 0 0 0 DSA 1-2 4 1 6 0 0 0 2 1 7 0 0 0 DSA 3-4 4 2 5 0 0 0 2 1 7 0 0 0 DSA 5 4 2 5 0 0 0 2 1 7 0 0 0 DSA 6, 7* N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A DSA 8, 9 1 3 5 0 0 0 3 2 5 0 0 0 DSA 10, 11 1 4 4 0 0 0 4 1 5 0 0 0 DSA 12 1 4 4 0 0 0 3 2 5 0 0 0 DSA 13, 14 1 4 4 0 0 0 3 2 5 0 0 0 DSA 15, 16 1 4 4 0 0 0 4 1 5 0 0 0 DSA 17 1 4 4 0 0 0 4 1 5 0 0 0 "DSA 6, 7 not included since proposed design does not impact US 70. February 2015 37 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 17. 2035 Design Year US 64 No-Build & Build Freeway Operations Summary US 64 Scenario Eastbound Westbound �OS A LOS B LOS C I_OS D LOS F LOS A LOS B LOS C LOS D LOS F No-Build 0 0 2 3 6 0 0 0 2 0 7 2 DSA 1, 2, 13, 14 0 0 1 4 7 1 0 1 1 2 6 3 DSA 3, 4, 15, 16 0 1 1 4 6 1 0 1 1 2 6 3 DSA 5, 17 0 0 1 4 7 1 0 1 1 2 6 3 DSA 6, 7 0 0 0 4 8 1 0 0 2 2 6 3 DSA 8, 9 0 1 1 4 6 1 0 0 2 2 7 2 DSA 10, 11 0 0 1 4 6 2 0 0 2 2 7 2 DSA 12 0 0 2 4 5 2 0 0 2 2 7 2 February 2015 38 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 18. 2035 AM Peak Design Year Build Freeway Operations Corridor Summary - Complete 540 DSA 1, 6 and 8 2035 Build DSA 8 Eastbound AM 2035 Build DSA 6 Eastbound AM 2035 Build DSA 1 Eastbound AM 2035 Build DSA 1 Westbound AM 2035 Build DSA 6 Westbound AM 2035 Build DSA 8 Westbound AM Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Densiry LOS (pc/milln) (pc/mi/In) (pclmi/In) pc mi In pc mi In pc mi n West of Old Holly Springs Apex Rd B1 132 B West of Old Holly Spnngs Apex Rd B1 13.9 B West of Old Holly Springs Apex Rd B1 13.1 B West of Old Holly Springs Apex Rd 6137 242 C West of Old Holly Springs Apex Rd B115 20.8 C West of Old Holly Spnngs Apex Rd B131 23.0 C D2 16.4 B D2 17.5 B D2 162 B M136 25.5 C M114 22.4 C M130 24.4 C Old Holty Springs Apex Rd B3 8 9 A Old Holly Spnngs Apex Rd B3 $ � A Old Holly Spdngs Apex Rd g3 a � A Old Holly Springs Apex Rd g�35 �6.� B O�d Holly Springs Apex Rd 8113 �Z 5 B Old Holly Spnngs Apex Rd 8129 �5 Z B W4 7.7 A W4 7.7 A W4 7.7 A Wt34 14.4 B W112 11.2 B W128 13.7 B 65 8.3 A B5 7.3 A 85 7.6 A 8133 16.0 B B111 12.3 B B127 15.1 B D6 9.9 A D6 8.8 A D6 9 A M132 16-9 B M110 12.8 B M126 16.0 B NC 55 Bypass B� � 3 A NC 55 Bypass B� 6 3 A NC 55 Bypass g� 6.6 A NC 55 Bypass g�31 12.8 g NC 55 Bypass g109 8.6 A NC 55 Bypass g125 13.1 B MS 10.4 B M8 9.9 A M8 9.6 A D130 18.0 B D108 14.8 B D124 18.1 B 89 9.9 A B9 9.5 A 89 9.2 A 6129 16.7 B B107 13.5 B B123 16.9 B D10 10.5 B D10 1Q2 B D10 9.9 A M12S 18-1 B M106 14.5 B M122 18.3 B Holly Spnngs Rd 611 8.4 A Holly Springs Rd B11 7.6 A Holly Springs Rd 811 7.5 A Holly Springs Rd B127 13.9 B Holly Springs Rd B105 70.5 A Holly Springs Rd 8121 14.4 B M12 142 B M12 122 B M12 12.3 B D126 20.8 C D704 77.1 B D120 23A C 813 132 B B13 11.4 B B13 11.5 B 6125 19.3 C B103 15.6 B B119 21.6 C D14 13.8 B D14 12.1 B D14 12.1 B M124 21.1 C M102 17.0 B M118 23.5 C Hilltop Needmore Rd B15 12.6 B Bells Lake Rd B15 9.5 A Bells Lake Rd 815 11 B Bells Lake Rd 8123 18.7 C Bells Lake Rd 6701 132 B Hilltop Needmore Rd g117 20.7 C M16 14.4 B M16 13 B M16 14.8 B D122 24.8 C D100 18.0 B D116 22.6 C 617 13.3 B B17 12.1 B 617 13] B 8121 23.8 C 699 16.8 B B115 21.9 C D18 14.5 B D18 12.8 B D18 14] B M120 25.6 C M98 17.9 B M174 23.8 C B19 9.1 A B19 107 A B19 11 B 8119 22.4 C 897 71.3 B 8113 20.0 C US 401 M20 9.8 A US 401 D20 12.6 B US 401 M20 12.3 B US 401 M118 24.2 C US 401 D96 17.5 B US 401 M172 21.6 C 621 9.3 A B21 8.1 A B21 11.5 B 6117 18.8 C 695 14.8 B B111 15.4 B M22 107 B M22 12.8 B M22 15.5 B D116 242 C D94 16.3 B D110 17.3 B 823 10 A B23 12 B 823 14.4 B 8115 232 C 893 15.5 B B109 16.5 B D24 10.7 B D24 12.8 B D24 15.4 B N/A M92 16.9 B N/A Old Stage Rd 625 8.1 A B25 9.3 A Old Stage Rd B25 112 B 691 12.9 B M26 8.9 A Old Stage Rd M26 12.3 B M26 125 B M114 252 C Old Stage Rd M90 13.8 B M108 17.9 B B27 11.6 B Old Stage Rd B113 18.0 C B89 12.4 B Old Stage Rd B107 13.6 B NIA M28 13.8 B N/A D112 19.5 B D88 19.4 B D106 14.6 B 827 8.4 A B29 12.7 B B27 11.6 B B111 18.7 C 887 77.8 B B105 13.9 B D28 8.8 A D30 13.9 B D28 12.4 B M110 20.3 C M86 19.4 B M104 15.1 B NC 50 B2g 7.8 A NC 50 B31 8.3 A NC 50 g2g 9.8 A NC 50 8109 15.3 B NC 50 885 11.9 B NC 50 B103 13.0 8 M30 107 B M32 12.1 B M30 11] B D108 18.9 B D84 18.0 B D102 18.6 B B31 10 A B33 11.3 B B31 11 B B107 16.4 B 883 16.4 B B101 15.5 B D32 1t2 B D34 11.5 B D32 11.3 B M106 17.0 B N/A NIA I-40 833 4.6 A I-40 B35 8 A B33 9.1 A 8105 13.1 B M34 11.1 B M36 14.1 B D34 9.9 A I-40 W704 12.5 B M82 16] 8 M100 15.0 B I-00 B35 5.6 A 8103 5.6 A I-40 881 10.7 A I-40 B99 4.6 A NIA M36 9.6 A D102 13.3 B DSO 19.2 B D98 12.6 B B37 9.4 A 8101 12.0 B 879 17.4 B B97 112 B M38 12.9 B M100 12.8 B M96 12.0 B B35 11.2 B B39 12.4 B White Oak Rd B99 10.9 A White Oak Rd B95 10.4 A D36 12 B D40 13.1 B D98 16.6 B D94 15.7 B White Oak Rd 837 10.3 A White Oak Rd 841 1L2 B 897 14.0 B B93 13.4 B M38 14.1 B N�A M42 15.3 B M96 15.2 B M92 14.4 B 839 13.2 B 843 14.2 B 895 13.1 B NIA B91 12.6 B 040 14 8 D44 15-1 B US 70 Business M94 13.9 B US 70 Business M90 13.4 B 641 11 B B45 11.7 B B93 11.2 B B89 10.8 A US 70 Business M42 14 B US 70 Business M46 14.9 B D92 18.1 B D88 17.6 B 843 13.2 B 847 14 B 891 16.7 B B87 16.2 B M44 17.1 8 M48 18 B M90 18.1 B M78 18.9 B M86 17.5 B B45 16 B B37 13.9 B 849 16.8 B Rock Quarry Rd 889 16.0 B Rock Quarry Rd 877 16.3 B Rock Quarry Rd B85 15.6 B D46 18.1 B D38 14.6 B D50 19 B D88 18.9 B D76 20.2 C D84 18.9 B Rock Quarry Rd 647 15.5 B Rock Quarry Rd B39 13.4 B Rock Quarry Rd B51 16.3 B B87 17.9 B 675 19.1 C B83 17.8 B M48 19.1 B M40 18.4 B M52 19.6 B M86 19.5 B M74 20.9 C M82 19.4 B 849 17.5 B B41 16.9 B B53 18 C Auburn-Knightdale Rd B85 17.1 B Aubum-Knightdale Rd 873 15.0 C Aubum-Knightdale Rd B81 17.0 B D50 20.1 C D42 19.4 B D54 20.6 C D84 19.6 B D72 20.5 C DSO 19.5 B Aubum-Knightdale Rd 651 16.8 B Auburn-Knightdale Rd 643 16 B Auburn-Knightdale Rd B55 17.3 B B83 18.7 C 871 79.6 C B79 18.6 C M52 19.8 B M44 18.9 B M56 20.4 C M82 20.3 C M70 21.4 C M78 20.2 C Poole Rd Poole Rd Poole Rd 653 182 C B45 17.4 B B57 18] C B81 1Z5 B 869 17.9 B B77 17.3 B D54 19 B D46 182 B D58 19.5 B W80 2L4 C W68 22.1 C W76 212 C Poole Rd Poole Rd Poole Rd 855 17.4 B B47 16.3 B B59 18 C B79 13.1 B B67 13.5 B B75 12.9 B W56 24.9 C W48 23.9 C W60 25.6 C US 64l US 264 ��$ 14�� B US 64 / US 264 D66 �4-� B US 64 / US 264 D74 14.1 B 057 25.7 C D49 23.6 C D61 26.1 C 877 126 B 865 723 B B73 122 B US 64 / US 264 B58 15.7 B US 64l US 264 B50 15.2 B US 64 / US 264 862 16.5 B D76 14.7 B D64 14.3 B D72 14.2 B M59 20.1 C M51 19 C M63 2t5 C B75 14.3 B 663 14.0 B B77 13.8 B 660 19.1 C B52 18.1 C B64 20.5 C M74 15.2 B M62 74.8 B M70 14.7 B D61 202 C D53 19.1 B D65 2L5 C B73 102 A 861 10.5 A B69 9.9 A US 64 Business 862 13.3 B US 64 Business B54 13 B US 64 Business B66 14.1 B US 64 Business D72 15.1 B US 64 Business D60 15.1 B US 64 Business D68 14.7 B M63 23.5 C M55 22 C M67 24.6 C B71 132 B 859 13.3 B B67 12.9 B North of US 64 Business 864 21.9 C North of US 64 Business 856 207 C North of US 64 Business 868 23.1 C D70 16.6 B D58 76.3 B D66 16.3 B N/A N/A N/A North of US 64 Business B69 16.0 B Nodh of US 64 Business 857 15.8 B North of US 64 Business B65 157 B Facility 12.6 B Facility 13.3 B Facility 14 B Facility 17.3 B FaciliTy 15.7 B Facility 16.1 8 Cell Shading - Green = LOS A- D, Orange = LOS E, Red = LOS F; N/A - Analysis not applicable for comparable location or segment. February 2015 39 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 19. 2035 PM Peak Design Year Build Freeway Operations Corridor Summary - Complete 540 DSA 1, 6 and 8 2035 Build DSA 8 Eastbound PM 2035 Build DSA 6 Eastbound PM 2035 Build DSA 1 Eastbound PM 2035 Build DSA 1 Westbound PM 2035 Build DSA 6 Westbound PM 2035 Build DSA 8 Westbound PM Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS (pc/milln) (pc/mi/In) (pclmilln) (pclmilln) pc mi n pc mi n West of Old Holly Springs Apex Rd B1 25.9 C West of Old Holly Springs Apex Rd B1 27.5 D West of Old Holly Springs Apex Rd B1 25.5 C West of Old Holly Springs Apex Rd 6137 15.6 B West of Old Holly Springs Apex Rd B115 18.8 C West of Old Holly Spnngs Apex Rd B131 16.4 B D2 29.1 D D2 30.7 D D2 28.8 D M136 16.6 B M114 19.9 B M130 17.4 B Old Holly Springs Apex Rd g3 �� 4 B Old Holly Springs Apex Rd B3 �� 3 B Old Holly Springs Apex Rd B3 �� B Old Holly Springs Apex Rd 8�35 �� Z B Old Holly Springs Apex Rd 8��3 13.0 g Old Holly Springs Apex Rd 8129 �� g B W4 15.8 B W4 16.1 B W4 16 8 W134 8.7 A W112 70.2 B Wt28 9.6 A BS 15.8 B BS 14.1 B BS 14.4 B 8133 10.7 A 8117 12.5 B B127 11.2 B D6 18.4 B D6 16.4 B D6 16.8 B M132 11.1 B M110 13.1 B M126 11.8 B NC 55 Bypass B� 15 2 B NC 55 Bypass B� 13 4 B NC 55 Bypass B� 13 8 B NC 55 Bypass g�31 9.3 A NC 55 Bypass B109 � � � B NC 55 Bypass g�25 10.5 A M8 20.4 C M8 19.6 B MS 18.8 B D130 13.3 B D108 15.6 B D124 14.5 B B9 19 C B9 18.4 C B9 17.6 B 8129 12.1 B B107 142 B 8123 13.2 B D10 20.1 C D10 19.6 B D10 18.8 B M128 127 B M106 15.1 B M122 14.1 B Holly Springs Rd B11 16.4 B Holly Springs Rd B11 15.3 B Holly Springs Rd B11 14.8 B Holty Springs Rd 6127 10.3 A Holly Springs Rd B105 12.3 B Holly Springs Rd 8121 11.6 B M12 262 C M12 22.6 C M12 22.1 C D126 15.8 B D104 17.8 B D120 18.4 B B13 24.1 C B13 207 C B13 20.3 C B125 142 B B103 16.1 B B119 16.5 B D14 24.5 C D14 217 C D14 21 C M124 15.3 B M102 17.3 B M118 17.9 B Hilltop Needmore Rd B15 23.1 C Bells Lake Rd B15 18.1 C Bells Lake Rd 615 19.6 C Bells Lake Rd 8123 13.8 B Bells Lake Rd B101 74.2 B Hilltop Needmore Rd 8117 15.9 B M16 26.4 C M76 24 C M16 27 C D122 17.9 B D100 182 B D116 177 B 617 24.5 C B17 22 C 617 25 C 6121 16.4 B B99 167 B 8115 16.5 B D18 257 C D18 23.1 C D18 25.8 C M120 17.8 B M98 1Z5 B M114 17.8 B B19 17.5 B B19 18.6 C B19 19.8 C B119 15.5 B B97 12.9 B B113 14.8 B US 401 M20 19.2 B US 401 D20 21.4 C US 401 M20 22.6 C US 401 M118 16.5 B US 401 D96 18.8 B US 401 M112 15.6 B 621 17.9 B B21 16.1 B 621 20.9 C 8117 13.8 B B95 76.4 B B111 12.3 B M22 20.2 C M22 22.4 C M22 26.2 C D116 18.7 B D94 77.7 B D110 14.3 B 623 18.6 C B23 20.6 C 823 24.4 C 6115 17.0 B B93 16.6 B 6109 13.3 B D24 197 B D24 21.8 C D24 25.4 C N/A M92 77.8 B N/A Old Stage Rd 825 15.6 B B25 172 B Old Stage Rd 825 19 C B9� �4.4 B M26 17.4 8 Old Stage Rd M26 23.3 C M26 21.5 C M114 182 B Old Stage Rd M90 15.5 B M108 14.1 B N/A gz7 21.5 C N�A Old Stage Rd 8113 13.8 B 689 74.0 B Old Stage Rd 6107 11.4 6 M28 25 C D112 15.4 B D88 19.2 B D106 12.4 B 627 16 B B29 23.1 C 827 19.6 C 6111 14.3 B B8� 7Z5 B 6105 N.6 B D28 16.8 B D30 24.5 C D28 20.9 C M110 15.3 B MS6 187 B M104 12.4 B NC 50 829 15 B NC 50 B31 16.6 B NC 50 829 16.1 B NC 50 B109 12.6 B NC 50 B85 13.0 B NC 50 8103 11.0 B M30 19.2 8 M32 23.2 C M30 18.9 B D108 15.4 B D84 17.5 B D102 15.2 B 831 17.6 B B33 21.4 C 631 17.4 B 8107 13.7 B B83 16.1 B 8101 13.3 B D32 20.5 C D34 226 C 032 18.2 B M106 14.1 B NIA N/A I-00 633 6.5 A I130 B35 15.4 6 633 14.1 B 6105 11.8 B M34 13.2 B M36 23.3 C D34 15.9 B I-40 W104 13.7 B M82 16.5 B M100 13.0 B I-00 B35 6.1 A B103 8.9 A I-40 g81 127 B I-00 Bgg 7] A NIA M36 10.8 B D102 17.0 B D80 20.8 C D98 16.4 B B37 10.6 A 8101 15.0 B B79 18.6 C 697 14.3 B M38 13.4 B M100 16.1 B M96 15.3 B 635 132 B 639 12.9 B White Oak Rd 699 13.8 B White Oak Rd 695 13.5 B D36 14.1 B D40 13.4 B D98 19.2 B D94 18.6 B White Oak Rd 837 12.2 B N�A White Oak Rd B41 117 B 897 16.8 B B93 16.3 B M38 16.4 B M42 16 B M96 18.2 B N�A M92 17.6 B 639 15.3 B 843 14.9 B B95 15.8 B 891 15.6 B D40 16.2 B D44 15.9 B US 70 Business M94 16.8 B US 70 Business M90 16.5 B 641 12.6 B 645 12 B 693 14.4 B 889 14.1 B US 70 Business M42 16.4 B US 70 Business M46 15.7 B D92 21.3 C D88 21.0 C 843 15.4 B 847 14.8 B 891 19.3 C B87 19.0 C M44 19.5 B M48 18.9 B M90 21.0 C M78 20.2 C M86 20.7 C 645 18.2 C 837 226 C 649 17.6 B Rock Quarry Rd B8g 18.8 C Rock Quarry Rd 677 18.1 C Rock Quarry Rd B85 18.5 C D46 20.6 C D38 23.3 C D50 19.9 B D88 22.1 C D76 235 C D84 222 C Rock Quarry Rd B47 17.6 B Rock Quarry Rd B39 21.3 C Rock Quarry Rd B51 17 B B87 20.6 C B75 21.8 C B83 20] C M48 21.6 C M40 26.6 C M52 20.5 C M86 22.5 C M74 23.7 C M82 22.5 C B49 19.8 C B47 247 C B53 18.8 C Aubum-Knightdale Rd BSS 19.8 C Aubum-Knightdale Rd B73 207 C Aubum-Knightdale Rd B81 19.9 C D50 22.6 C D42 2Z2 C D54 21.4 C D84 22.8 C D72 23.5 C D80 227 C Aubum-Knightdale Rd 651 19 C Auburn-Knightdale Rd 843 23.3 C Auburn-Knightdale Rd B55 18 C 683 21.4 C 671 222 C 879 21.3 C M52 22.4 C M44 27.1 C M56 21.3 C M82 23.3 C M70 24.1 C M78 23.2 C B53 20.6 C B45 25.3 C 857 19.6 C Poole Rd gg1 20.8 C Poole Rd g69 21.1 C Poole Rd g�� 207 C D54 21.5 C D46 25.6 C D58 20.4 C W 80 36.9 E W 68 36.6 E W 76 36.3 E Poole Rd B55 �g.� � Poole Rd B47 23 C Poole Rd B59 18.1 C 879 19.4 C B67 202 C B75 19.1 C W56 22.6 C W48 26.9 C W60 21.6 C D78 24.0 C D66 22.8 C W4 22.9 C D57 22 C D49 24.9 C D61 207 C US 64 / US 264 B�� 20 9 � US 64 / US 264 665 202 C US 64l US 264 g�3 20.0 C US 64 / US 264 658 14.8 B US 64l US 264 B50 182 C US 64 / US 264 662 13.9 B D76 22.8 C D64 22.3 C D72 22.1 C M59 15.9 B M51 18.3 C M63 16 B 875 23.1 C B63 22.4 C B71 22.1 C B60 152 B 852 17.5 B 864 14.9 B M74 23.8 C M62 23.1 C M70 229 C D61 16.1 B D53 18.2 B D65 15.9 B B73 16.2 B B61 16.5 8 869 15.7 B US 64 Business B62 11.1 B US 64 Business B54 13.7 B US 64 Business B66 10.7 A US 64 Business D72 24.2 C US 64 Business D60 24.0 C US 64 8usiness D68 23.7 C M63 18.3 B M55 207 C M6� 17.8 B 671 22.1 C B59 22.1 C B67 2L5 C Nodh of US 64 Business 664 17.1 B North of US 64 Business B56 19.6 C North of US 64 Business 668 16.6 B D70 25.3 C D5S 24.8 C D66 24] C N/A N/A N/A Norlh of US 64 Business B69 26.0 D North of US 64 Business B57 25.5 C North of US 64 Business B65 252 C Facility 18 C Facility 20.8 C Facility 18.3 C Facility 16.9 B Facility 18.1 C Facility 16.1 B Cell Shading - Green = LOS A- D, Orange = LOS E, Red = LOS F; N/A - Analysis not applicable for comparable location or segment. February 2015 40 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 7.3 2035 Design Year Intersection Capacity Analysis Results The following sections provide descriptions and tabular results for intersection capacity analyses for all project study area intersections. LOS results and additional signalized intersection details for these scenarios are found in the raw Synchro output sheets in Appendix F. In the 2035 design year, the project study area is expected to contain five No-Build and four Build DSA unsignalized two-way stop-controlled intersections — these capacity analysis output sheets are found in Appendix G. Appendix H contains the SIDRA analysis output reports for the two-lane roundabout currently located at Vandora Springs Road and Buffaloe Road and analyzed in the 2035 No-Build scenario. The anticipated changes to the study area at-grade intersections between the 2012 and 2035 analysis years are listed below: • Intersection control chanaes between 2012 and 2035 No-Build scenarios o Ramp terminal intersections at the interchange of NC 540 and NC 55 Bypass converted from unsignalized to signalized control. o Single-lane roundabout at Vandora Springs Road and Buffaloe Road converted to two-lane roundabout with 2035 LRTP widening of Vandora Springs Road. o White Oak Road was analyzed as a two-lane and four-lane section in 2012 and 2035, respectively, per the LRTP. This intersection is expected to operate at LOS F in the 2035 No-Build scenario as an unsignalized intersection. Per HCS Peak Hour Signal Warrants Analysis module results in Appendix 1, this intersection meets the MUTCD peak hour signal warrant threshold in 2035, and therefore was analyzed as a signalized intersection in the 2035 No-Build scenarios. • Intersection control changes between 2012 and 2035 Build DSA scenarios o At the future proposed intersection of Rock Quarry Road and Rock Quarry Road Extension, the worst case critical movement (westbound left-turn) is expected to operate at a LOS F by 2035 in the PM peak hour. Per the HCS Peak Hour Signal Warrants Analysis module results in Appendix l, this intersection meets the MUTCD peak hour signal warrant threshold in 2035, and therefore was analyzed as a signalized intersection in the 2035 Build DSAs 6-7 scenarios. This intersection may operate acceptably as an unsignalized intersection in the interim years prior to 2035, so consideration should be given to operating this intersection as unsignalized if constructed and monitor it for future signalization. Based on the capacity analysis results, the intersection of Rock Quarry Road and Rock Quarry Road Extension is expected to operate at LOS B as a signalized intersection in 2035. o In the 2035 Build DSA 6-7 scenarios, the intersection of Vandora Springs Road and Buffaloe Road was converted from a two-lane roundabout in the No-Build scenario to a signalized intersection, due to the relocation of this intersection in the Build design. Preliminary design files indicated that this intersection would become a three-legged, unsignalized, T-intersection in the Build DSAs 6-7 scenarios, and it was analyzed with these assumptions. Based on the analysis results, the unsignalized intersection of Vandora Springs Road and Buffaloe Road is expected to operate at a LOS F in 2035. Per the HCS Peak Hour Signal Warrants Analysis module results in Appendix l, this intersection meets the MUTCD peak hour signal warrant threshold with 2035 traffic volume projections, and therefore was analyzed as a signalized intersection in the 2035 Build DSAs 6-7 scenarios. February 2015 41 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum o The White Oak Road and Raynor Road intersection was assume to be converted from two-way stop control to signalized control between the 2012 and 2035 analysis years. This intersection is expected to operate at a LOS F in the 2035 Build DSA scenarios as an unsignalized intersection. Per the HCS Peak Hour Signal Warrants Analysis module results in Appendix l, this intersection meets the MUTCD peak hour signal warrant threshold in 2035, and therefore was analyzed as a signalized intersection in the 2035 Build DSA scenarios. This intersection may operate acceptably as an unsignalized intersection in the interim years prior to 2035. Consideration should be given to operating this intersection as unsignalized and monitor it for future signalization. A tabular results summary for all 2035 design year alternative scenarios is found in Table 20. For all Build DSAs, optimized signal cycle lengths were held constant at locations where the interchange forms were identical, to provide a meaningful comparison between the Build DSAs alternatives. The splits for each phase were re-optimized based on the specific Build DSA traffic forecast volumes. 7.3.1 2035 No-Build Alternative Scenario Results For the 2035 No-Build alternative AM and PM peak hour scenarios, 7 out of the 16 analyzed intersections are projected to operate at adequate levels of service in the AM and PM peak hours. Re-optimization of all signal timings was employed in the 2035 No-Build alternative analyses. Specific intersections that experience deficient overall LOS in at least one peak hour include: • US 401 and Ten Ten Road operates at overall intersection LOS F in both the AM and PM peak hours, due to high vehicular delays for left-turn and through movements. • US 401 and Dwight Rowland Road operates at LOS F in both the AM and PM peak hours, due to the westbound left-turn movement from US 401 to Dwight Rowland Road operating at LOS F. • Poole Road and Hodge Road operates at overall intersection LOS F in both the AM and PM peak hours, due to high delays for left-turn and through movements. • US 401 and Donny Brook Road / McCullers Road operates at LOS F in the AM and LOS E in the PM peak hour, due to high delays for left-turn and US 401 through movements. • The existing intersection of Vandora Springs Road and Buffaloe Road is currently a single-lane roundabout that operates at LOS A in the 2012 No-Build scenario. Vandora Springs Road was analyzed as a four-lane section in 2035 per the LRTP, while Buffaloe Road remained a two-lane section. Based on the analysis, the two- lane roundabout intersection is expected to operate as LOS F in the 2035 No-Build AM peak hour due to high delays for the Buffaloe Road approach. • Old Stage Road and Vandora Springs Road operates at LOS E in the AM peak hour, due to the northbound Old Stage through movement and southbound Old Stage left- turn movement being over capacity. • Old Stage Road and Norman Blalock Road is projected to experience LOS E in the AM peak hour, due to the eastbound shared left/through/right movement on Norman Blalock Road operating at LOS E. February 2015 42 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum • US 401 and Wake Tech Drive / Chandler Ridge Circle operates at LOS E in the AM peak hour, due to limited capacity for the US 401 northbound through movement and the movements entering and exiting the Wake Tech campus. Rock Quarry Road and Auburn-Knightdale Road operates at LOS E in the AM peak hour, because of high delays for left-turn movements from Rock Quarry Road and insufficient capacity for the northbound through movement on Auburn-Knightdale Road. Traffic volumes, laneage, and overall intersection LOS results are also found in Figures 8.1 to 8.5 for the study area intersections in the 2035 No-Build alternative scenario. 7.3.2 2035 Build — DSA 1-5, 13-17 Scenario Results For the 2035 Build DSA 1-5, 13-17 AM and PM peak hour scenarios, it was assumed that all existing signalized intersections in the project study area would be re-optimized, to reflect anticipated traffic volume changes that were included in the Complete 540 traffic forecast data. These volume changes had a positive effect on operations at the Rock Quarry Road and Auburn-Knightdale Road intersection (DSAs 1-2 and 13-14 only), with AM and PM peak hour LOS improving to LOS B versus LOS E in the AM peak in the 2035 No-Build scenario. The updated traffic volumes also slightly improved operations at Poole Road and Hodge Road, but the intersection still experiences LOS E in the AM peak hour. Operations at the intersection of re-routed Donny Brook Road/Chandler Ridge Circle/Wake Tech Drive and US 401 deteriorated from LOS E in the AM and LOS D in the PM in the No-Build to LOS F in both the AM and PM peak hours. The addition of the eastbound Donny Brook Road traffic to the eastbound Chandler Ridge Circle traffic in the Build DSA 1-5 and 13-17 scenarios resulted in increased delay at this intersection. No other intersections, including the ramp terminal intersections added in the Build DSA 1-5 and 13-17 scenarios, would be expected to operate at an overall LOS E or LOS F in the 2035 design year. Traffic volumes, laneage, and overall intersection LOS results are shown in Figures 9.1 to 9.8 for the study area intersections in the 2035 Build DSA 1 scenario. 7.3.3 2035 Build — DSA 6-7 Scenario Results In the 2035 Build DSA 6-7 AM and PM peak hour scenarios, the splits for each phase were re-optimized based on the 2035 Build DSA 6-7 traffic forecast volumes. These updates slightly improved operations at Poole Road and Hodge Road, but the intersection still experiences LOS E in the AM peak hour. In the 2035 Build DSA 6-7 scenarios the intersection of Vandora Springs Road and Buffaloe Road was converted from a two-lane roundabout in the No-Build to a signalized intersection due to the relocation of this intersection in the Build. This intersection may operate acceptably as an unsignalized intersection in the interim years prior to 2035. However, consideration should be given to operating this intersection as unsignalized and monitoring for future signalization. Based on the analysis, the intersection of Vandora Springs Road and Buffaloe Road is expected to operate at LOS B as a signalized intersection in 2035. At US 401 and Ten Ten Road, the overall intersection LOS in the AM and PM peak hours remained at LOS F as compared to the No-Build, with high delays persisting at the Ten Ten Road approaches. Old Stage Road and Vandora Springs Road also continued to operate at LOS E in the AM peak in the Build DSA 6-7 scenarios. Operations for the stop-controlled westbound left-turn movement from Old Baucom Road to Rock Quarry Road deteriorated February 2015 43 y �� 1 NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum from LOS C in the No-Build to LOS E in the Buiid DSA 6-7 scenarios during the PM peak hour. No other intersections, including the ramp terminal intersections added in the Build DSA 6-7 scenarios, would be expected to operate at an overall LOS E or LOS F in 2035. Traffic volumes, laneage, and overall intersection LOS results are shown in Figures 10.1 to 10.8 for the study area intersections in the 2035 Build DSA 6 scenario. 7.3.4 2035 Build — DSA 8-12 Scenario Results In the 2035 Build DSA 8-12 AM and PM peak hour scenarios, the splits for each phase were re-optimized based on the 2035 Build DSA 8-12 traffic forecast volumes. These updates slightly improved operations at Poole Road and Hodge Road, but the intersection still experiences LOS E in the AM peak hour. These updates had a positive effect on operations at the US 401 and Dwight Rowland Road intersection, with AM and PM peak hour LOS improving to LOS C or better. The intersection of US 401 and Meadow Drive was converted from two-way stop control in the 2035 No-Build to signalized control in the 2035 Build due to the 2035 Build volumes satisfying the peak hour signal warrant. These volume changes also had a positive effect on operations at the Rock Quarry Road and Auburn-Knightdale Road intersection (DSAs 8-9 only), with AM and PM peak hour LOS improving to LOS B versus LOS E in the AM peak in the 2035 No-Build scenario. AM peak operations for the eastbound shared left/through/right movement at Old Stage Road and Norman Blalock Road also improved from LOS E in the No-Build to LOS B in the Build. No other intersections, including the ramp terminal intersections added in the Build DSA 8-12 scenarios, would be expected to operate at an overall LOS E or LOS F in 2035. Traffic volumes, laneage, and overall intersection LOS results are shown in Figures 11.1 to 11.8 for the study area intersections in the 2035 Build DSA 8 scenario. February 2015 44 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 20. 2035 AM &(PM) Peak Hour No-Build Intersection Capacity Analysis Results Summary LOS DELAY 2035 Build 2035 Build Intersedion Intersection # 2035 NB 2035 B 2035 NB 1 2 3 4 5 13 14 15 16 17 8 9 30 11 12 6 7 2035 NB 1 2 3 4 5 13 14 15 16 17 8 9 10 11 12 6 7 NC 55 BYP & NC 540 EB Ramps 10 UNSIG SIG N/A D(A) D(A) D(A) N/A 46.5 (7.0) 415 (7.0) 55.0 (9.4) NC 55 BYP & NC 540 WB Ramps 11 UNSIG 51G N/A C(C) D(D) D(D) N/A 28.4 (27.3) 48.7 (44.4) 46.7 (46.4) Holly Springs & NC 540 EB (XOVER) Ramps 20 SIG C(C) C(C) D(C) 25J (283) 21.2 (20J) 35A (30.4) Hol ly Springs & NC 540 WB (XOVER) Ramps 21 SIG C(C) C(C) C(C) 20.3 (25.4) 20.3 (263) 21.1(26.8) Holly Springs & NC 540 EB Off RT Ramps 22 SIG A(B) A(A) A(B) 7.1 (13.0) 2.4 (6.0) 8.0 (15.0) Hol ly Springs & Kildaire Farm 23 SIG SIG C(D) C(C) C(D) C(D) 29.3 (41.8) 29.0 (30.9) 31.1(44.7) 26.4 (42.4) Holly Springs & NC 540 EB Off LT Ramps 24 SIG A(A) A(A) A(A) 1.7 (2.1) 1.8 (2.3) 2.5 (23) HollySprings&NC540WBOffLTRamps 25 SIG B(B) B(B) A(B) 11.3(14.9) 11.4(12.8) 9.8(14.8) Holly Springs & NC 540 WB Off RT Ramps 26 SIG P. (A) B(A) A(A) 8.3 (4.2) 13.9 (6.5) 7.1(3.3) Bells Lake & NC 540 EB Ramps 30 SIG A(B) C(D) 9.1 (10.7) 20.2 (36.6) Bells Lake & NC 540 WB Ramps 31 SIG B(B) C(B) 16.9 (11.9) 23.0 (18.0) US401&NC540EBRamps 40 SIG D(D) B(B) B(C) 46.8(54.9) 14.5(17.4) 11.1(29.8) U5401 & NC 540 WB Ramps 41 SIG C(C) A(A) C(B) 24.1(24.8) 6.6 (9.3) 24.3 (10.9) US401&DonnyBrook/McCullers 42 SIG �:/,° F(EJ 114.2(63.1) U5401&DonnyBrook/Chandler/Wake 43 SIG SIG E(D) F(F) 71.8(39.7) 221.9(1533J US401&TenTen 44 SIG SIG F(FJ F(F) 138.0(145.3J 160.3(145.4J US401&DwightRowland 45 UNSIG UNSIG F(FJ C(B) 428.8(108.0) 24.8(13.8) US401&Meadow 46 UNSIG SIG C(B) D(B) 17.4(13.3) 46.8(19.1) OldStage&NC540EBRamps 50 51G B(B) B(C) B(B) 16.5(18.6) 16.7(20.7) 17.9(19.7) OldStage&NC540WBRamps 51 SIG C(B) B(B) C(D) 23.8(19.6) 15.6(14.7) 31.4(35.9) Old Stage & Vandora Springs 52 SIG SIG E(D) E(D) 59.8 (41.6) 69.5 (39.7) Old Stage & Norman Blalock 53 UNSIG UNSIG E(D) B(B) 39.0 (28.5) 13.5 (13.7) Vandora Springs & Buffaloe 54 2ROUND 51G F(D) B(B) 51.7 (28.5) 16.3 (14.2) NC 50 & NC 540 EB (XOVER) Ramps 60 SIG B(C) B(C) B(B) C(C) 16.8 (30.7) 10.8 (22.8) 10.7 (16.0) 34.9 (22.7) NC50&NC540W6(XOVER)Ramps 61 SIG A(B) B(B) B(B) D(D) 9.4(12.3) 10.8(13.5) 15.2(15.4) 45.1(36.4) NC 50 & NC 540 EB Off RT Ramps 62 SIG A(B) 9.2 (18.9) NC 50 & NC 540 EB Off LT Ramps 63 SIG B(B) 17.7 (10.7) NC 50 & NC 540 WB Off LT Ramps 64 SIG B(B) 10.9 (14.5) NC 50 & NC 540 WB Off RT Ramps 65 SIG B(A) 17.1 (3.2) NC 50&Stevens Oaks/Cleveland 66 SIG SIG C(B) C(B) 25.8 (19.8) 29.2 (15.7) NC50&TenTen 67 SIG SIG B(B) B(B) B(C) 13.3(16.3) 14.5(16.8) 18.0(21.1) WhiteOak&NC540NBRamps 80 SIG B(B) B(B) B(B) B(A) B(B) B(B) A(B) B(B) A(B) 14.8(13.2) 15.8(12.1) 13.5(12.2) 10.7(9.6) 15.8(12.1) 10.8(10.1) 9.6(10.8) 15.1(12.1) 9.6(10.0) WhiteOak&NC540SBRamps 81 SIG B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) 14.4(15.1) 18.0(16.4) 13.0(12.4) 17.6(13.4) 18.0(16.4) 16.0(13.2) 16.2(12.5) 16.7(15.7) 14.4(11.8) WhiteOak&Raynor 82 51G SIG C(C) A(B) A(B) A(B) A(B) A(B) A(B) 24.2(26.1) 8.4(15.3) 9.5(16.7) 8.2(15.9) 8.6(15.9) 7.9(15.7) 8.2(16.1) US 70 BUS & NC 540 NB Ramps 90 SIG B(C) C(C) C(C) B(C) C(C) C(C) B(C) C(C) C(C) 18.3 (24.5) 25.1 (29.9) 21.9 (27.6) 18.3 (24.5) 25.1 (29.9) 21.9 (27.6) 18.5 (24.5) 25.9 (30.9) 21.6 (27.9) US 70 BUS & NC 54056 Ramps 91 SIG D(D) C(C) D(D) D(D) C(C) D(D) D(D) C(C) D(D) 36.3 (37.8) 28.1 (30.6) 45.5 (40.3) 36.3 (37.8) 28.1 (30.6) 45.5 (40.3) 35.9 (40.2) 28.7 (31.7) 45.9 (21.1) Rock Quarry / Old Baucom & NC 540 N B 100 SIG B(B) A(A) A(A) B(B) A(A) A(A) B(B) A(A) A(A) B(B) 13.2 (12.3) 5.3 (5.4) 3.2 (5.4) 13.2 (12.3) 5.3 (5.4) 3.2 (5.4) 14.5 (12.9) 4.9 (5.3) 3.2 (6.3) 10.6 (12.7) RockQuarry/OldBaucom&NC540S6 101 SIG B(B) A(A) B(B) B(B) A(A) B(B) B(B) B(A) B(B) C(C) 12.5(12.2) 7.3(7.4) 14.5(15.5) 12.5(12.2) 7.3(7.4) 14.5(15.5) 13.8(13.5) 10.3(9.8) 15.4(16.6) 20.8(24.0) Rock Quarry & Auburn-Knightdale 102 SIG SIG E(D) B(B) B(B) B(B) B(B) 57.0 (43.6) 16.8 (16.2) 16.8 (16.2) 16.0 (16.1) 14.6 (16.4) Rock Quarry & Old Baucom 103 UNSIG UNSIG C(C) C(D) C(D) C(D) D(EJ 24.1 (22.5) 18.2 (28.4) 18.2 (28.4) 17.4 (26.1) 27.2 (44.6) Rock Quarry & Rock Quarry Extension 104 SIG B(B) 17.8 (15.3) Rock Quarry Ext & U5 70 BUS 105 SIG C(D) 26.9 (47.6) Auburn-Knightdale & NC 540 NB Ramps 110 SIG B(B) B(B) A(A) A(A) B(B) B(B) A(A) A(A) B(g) B(B) A(A) A(A) B(B) 17.1(17.2) 14.0 (13.0) 4.0 (3.6) 4.0 (3.9) 17.1 (17.2) 14.0 (13.0) 4.0 (3.6) 4.0 (3.9) 17.5 (17.6) 14.2 (13.2) 3.9 (3.6) 4.1(3.9) 19.0 (19.3) Auburn-Knightdale&NC540SBRamps 111 SIG B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) 13.9(13.8) 18.9(19.2) 15.3(15.5) 12.9(12.8) 13.9(13.8) 18.9(19.2) 15.3(15.5) 12.9(12.8) 13.8(13.7) 18.6(19.0) 15.4(15.5) 12.7(12.5) 13.4(13.4) Poole & NC 540 NB Ramps 120 SIG C(C) C(B) C(C) C(C) C(B) C(C) C(C) C(B) C(C) C(C) 24.6 (20.6) 22.3 (19.6) 24.8 (20.7) 24.6 (20.6) 223 (19.6) 24.8 (20.7) 24.4 (20.8) 22.6 (19.9) 24.3 (21.1) 26.2 (24.9) Poole&NC54056Ramps 121 SIG B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) B(B) 15.4(18.4) 15.8(17.2) 15.5(18.3) 15.4(18.4) 15.8(17.2) 15.5(18.3) 15.5(18.3) 15.8(17.3) 16.5(18.1) 14.9(18.0) Poole & Hodge 122 SIG SIG F(FJ E(D) E(D) E(D) 242.5(125.9) 67.7 (40.8) 68.5 (41.3) 68.3 (42.6) Hilltop-Needmore & NC 540 EB Ramps 200 SIG A(A) 6.6 (7.9) Hilltop-Needmore & NC 540 WB Ramps 201 SIG A(A) 9.1(6.4) Hilltop-Needmore&OldMills 202 UNSIG UN51G B(B) C(C) 12.4(12.6) 20.4(22.6) Delay Measured In Seconds Per Vehicle BOLD/ITALIC = Intersection/Approach/Movement that has Operational Deficiencies (LOS E or F) February 2015 4g � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 8. Microsimulation Operations Analysis Initial 2035 PM peak hour HCS-FreeVal results at the northern/eastern project termini for the southbound Complete 540 weaving segment from US 64/US 264 to Poole Road produced densities that correspond to LOS D or E for Build DSAs 1-17. No other Complete 540 freeway segments resulted in LOS E or F in the 2035 design year. To further investigate and assess expected freeway system performance in this area, a 2035 PM peak hour traffic microsimulation model was created for DSA 3, 4, 15 and 16 (which represents the scenario with the highest expected traffic volumes and traffic density). DSA's 3, 4, 15 and 16 share the same facility design in this vicinity, the same projected traffic volumes, and the same FreeVal operational results. The VISSIM microsimulation software tool (Version 5.40) was used for this analysis. Per HCM 2010 Chapter 6 and Exhibit 6-1, the use of a microsimulation tool (VISSIM) was used to supplement the HCS-FreeVal deterministic procedures and analysis results to help make a more informed decision for the weaving segment between US 64/US 264 and Poole Road. Per Exhibit 6-1, the following traffic phenomenon (ramp merging, merging during congested conditions, generation of vehicles, effect of oversaturation and residual queue at the end of the analysis period) are all present in this weaving segment and are treated differently in deterministic versus microsimulation analysis. The goal of this supplement microsimulation analysis is to better inform project-related design decisions given the HCM/FreeVal weaving segment speeds and densities are just over the LOS E threshold or at LOS D for all DSA's. 8.1 2035 Design Year DSA 3, 4, 15 and 16 VISSIM Model The microsimulation model for the section of southbound Complete 540 between the US 64 / US 264 interchange and the future Poole Road interchange were developed to include the southbound US 64 / US 264 on-ramp, Complete 540 mainline, and Poole Road loop off-ramp segments only. The Build DSA model laneage configuration matches the functional Complete 540 design developed by Lochner. The design includes a six- lane facility (three lanes each direction), which includes a fourth southbound auxiliary lane on Complete 540 that adds at the US 64 / 264 on- ramp and drops 1,850 feet downstream at the Poole Road loop off-ramp. The following image details the analysis boundaries, laneage, geometrics, and volumes used in the VISSIM analysis of 2035 PM Build DSA model. �� .R.. � 4 �6 � , ,��-� ��- � i - r ,�.��1�F1�J1�'�'�' J-��k,�`� �� "��c��' ' � �--a' —�._.+ S .+.-�,� ,' ,� -_ ,d � � � � s -. .r �. �R � . '�'� f �. - �� y;� �i 5 ti S .' . -�, '` �� a� �� ,w � �,�= 3��-��„�� ' �;�A' . . r � *;� y j� �y�i�!1` ' i 1_:^,`'�. j� R �3 y � �!K!� �� f� � : � ��'�-��" . � ,=.' w' „ �� ,� - : ��.�,.� -. - �; � . �. �*.;� '""" � = __ ''":� � '�« �.� k �.._:�,�1__�. . _` �. February 2015 46 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 8.2 Measures of Effectiveness and Calibration Since Complete 540 is a future new location freeway facility, the 2035 Design Year Build PM peak hour model was developed and calibrated to match the current Complete 540 design and criteria. MOEs for volume throughput, weaving segment density and weaving segment speed were computed for freeway operations only. No ramp terminal intersection MOEs or arterial corridor MOEs were developed for this model. The following "calibration" was completed by coding and adjusting the model to reproduce real- world traffic conditions reasonably well to produce realistic results based on a review of similar adjacent facilities, Complete 540 roadway design criteria, and forecast volume throughputs. The following information was collected for the 2040 microsimulation model development. This information was taken from previous work by HNTB, NCDOT or others. • Demand Data (from Complete 540 traffic forecast volumes — balanced between interchange ramp terminal intersections and adjusted to provide 15 minute peak traffic flows that would emulate a 0.90 peak hour factor) • Vehicle Mix (from Complete 540 traffic forecast and FreeVal output estimates for Complete 540 mainline and from traffic turning movement count data for US 64/US 264 and Poole Road) • Geometric Data (number lanes, configuration, speed, design criteria, etc. based on preliminary functional designs) Additional travel speed data was collected to confirm a 70 mph free-flow speed (plus 5 mph posted per design criteria) is reasonable to analyze for Complete 540. • Toll NC 540 free flow travel speeds (from NCTA MVD data) See Appendix E. • I-540 free flow travel speeds (from INRIX data). See Appendix E. HNTB coordinated with NCDOT staff in the project scoping process to verify the following basic calibration approach as presented below. • The future year model was calibrated based on 2040 Design Year PM peak period operations for a single peak hour. Calibration was based upon peak hour traffic forecast volumes balanced between interchange ramp terminal intersections along Complete 540 from future US 64/US 264 on-ramp to future Poole Road off-ramp. • HNTB calibrated the model based upon a review of existing Toll NC 540 and I-540 travel speeds adjacent to Complete 540, design speed criteria, and volume throughput compared to mainline forecast volumes in the weaving segment. � Calibration targets were to have 20 run MOE averages with different random seeds for the PM peak period. Models were "seeded" for a 15 minute interval prior to actual peak hour operations and MOE data collection. The following drive behavior parameters adjustments were made to the default VISSIM parameters during the calibration process: • I-540/Complete 540 vehicle speed distributions taken from default VISSIM profiles for normalized speed curves for 100 kilometers/hour for cars and 90 kilometers/hour for trucks, resulting in freeway speeds in the 65 mph range. • System Interchange on-ramp speeds coded as 80 kilometers/hour for both cars and trucks, which equates to an approximate 55 mph range of values. The on-ramp traffic speeds were maintained through the weave area for this traffic mix. February 2015 47 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum • Loop ramp speeds to Poole Road coded for 50 kilometers/hour distribution curve (equating to a 30-35 mph range entering the ramp). • Model network extended 2,800 feet upstream of weave area along I-540. Initial traffic entry link limited to outer two lanes only to prevent three lane shifts for downweaving vehicles. Through traffic (not exiting at Poole Road) allowed to enter the inner passing lane immediately downstream of the initial entry link. • Look-back distance for Poole Road exiting traffic set to 3,500 feet to allow adequate distance for lane changing in upstream traffic lanes. • Wiedemann 99 driver behavior model employed for all freeway links with advanced merging and cooperative lane-changing options activated. • Safety distance factor (0.60) and waiting time before diffusion (60 seconds) left at default values. These parameters caused some traffic in higher density situations to nearly come to a complete stop before weaving maneuvers, which may be more realistic as densities increase to near capacity situations in the lanes where weaving occurs just prior to the Poole Road exit. A comparison of resulting densities for these outer freeway lanes and the FreeVal data produces reasonable validation of the FreeVal results in comparison with the VISSIM MOE data. 8.3 2035 Design Year DSA 3, 4, 15 and 16 Analysis Results The following section highlights 2035 Design Year DSA 3, 4, 15, 16 analysis results for the Complete 540 southbound freeway weaving section between the existing US 64 / US 264 interchange and the future Poole Road interchange. 20 run averaged VISSIM MOE output was tabulated to determine the microsimulation operations analysis results. To assess the validity of the FreeVal results for the Complete 540 southbound segment immediately downstream of the US 64 / US 264 system interchange, VISSIM runs for the Build DSA design concept were compiled and results compared in Table 21 to FreeVal analysis results. Table 21. 2035 VISSIM Measures of Effectiveness PM Peak Results Segment Complete 540 DSA 3, 4, 15, 16 Southbound Weaving Segment Performance HCS Freeval VISSIM Volume [veh/hour] 5,404 5,354 Density [veh/mile] 34.002 25.58' Speed [mph] 47.0 53.6 BOLD/ITALIC— Segment Density Exceeds LOS D Thresholds 1- HCM and VISSIM density and level of service (LOS) results are not directly comparable due to differences in analysis and calculation methods. VISSIM density reported in average density (veh/mi/In) since VISSIM does not report in (pc/mi/In). 2- HCS results in (veh/mi/In) for comparison only. Corresponding (pc/mi/In) is 38.30 and LOS E. As shown in Table 21, the worst-case 2035 Build DSA 3, 4, 15, 16 VISSIM analysis provides operational results that compare to an HCM level of service D or better for the Complete 540 southbound freeway weaving section between the existing US 64 / US 264 interchange and the future Poole Road interchange. Initial FreeVal results for this segment predicted 2035 PM peak hour LOS E for the weaving section. Since FreeVal methodologies are not set up to evaluate this area to the same level of detail as microscopic analysis, a microsimulation model was February 2015 48 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum developed to test the weaving segment in greater detail and more realistically evaluate this area with demands nearing capacity and higher turbulence. Based on the VISSIM microsimulation results, no peak hour operational issues are expected with any of the design study alternatives for this segment and no revisions to the existing DSA designs are recommended. The difference between HCS-FreeVal and VISSIM results is due primarily to oversaturation and residual queues per HCS-FreeVal combined with VISSIM's ability to provide more detailed simulation of ramp merging, generation of vehicles lane choice and processing of residual queues. For example, in reviewing the time period densities for the DSA in question, the first two periods (with V/C < 1.0) match the HCM 2010 Equation 12-22 density calculation =(volume in weaving segment / number lanes) / average speed of all vehicles. In the third period, V/C > 1.0 and density does not match the basic formula and increases substantially due to "queuing" with residual effects in Time Period 4. This shows FreeVal results are heavily impacted by the V/C > 1.0, congestion, queuing and oversaturation. Therefore, the use of a supplemental microsimulation tool was considered to gain a better understanding of the traffic operations and make a more informed decision. Appendix J contains the VISSIM output results. February 2015 49 � �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 9. CONCLUSIONS AND RECOMMENDATIONS The Complete 540 study area traffic capacity analysis was completed to evaluate base year (2012) and design year (2035) peak hour traffic operations for 17 Complete 540 Detailed Study Alternatives and surrounding freeway facilities and nearby intersections within the traffic analysis study area. The capacity analysis report incorporates the ongoing coordination efforts between project planning, design and analysis study teams to produce DSAs that provide sufficient capacity, efficient operations, and acceptable future levels of service. The recommended freeway, arterial, interchange and intersection geometrics and intersection control for Complete 540 DSAs 1, 6 and 8 are presented in Figures 9.1 to 9.8, 10.1 to 10.8 and 11.1 to 11.8, respectively. Recommended and analyzed geometrics for all DSAs are included in the detailed capacity analysis outputs from HCS FreeVal, Synchro and HCS unsignalized intersections in Appendices E, F and G, respectively. Based on the 2012 base year capacity analysis, the majority of No-Build and Build DSA freeway and intersection facilities are projected to operate at acceptable LOS D or better, with few operational issues. Based on the 2035 design year capacity analysis, the following conclusions and recommendations are presented for study area facilities and intersections: Complete 540 Corridors All Complete 540 DSA freeway segments, interchange design configurations, and interchange ramp terminal intersections are projected to operate at LOS D or better in the 2035 design year, based on the current functional designs for a Complete 540 six-lane, toll facility. Of the 115 to 137 freeway segments analyzed, depending on the DSA, only one weaving segment between US 64 / US 264 and Poole Road in the westbound PM peak experiences projected operational deficiencies, as shown in Table 22. To further and more accurately evaluate this weaving segment, supplemental VISSIM microsimulation analyses were prepared and show acceptable weaving segment operations of a comparable LOS D or better for the simulation runs, as shown in Table 23. Of the 29 to 36 study area intersections analyzed at interchange ramp terminals or adjacent Y- lines, depending on the DSA, only 1 to 4 intersections are projected to experience operational deficiencies, depending on specific DSA as shown in Table 24. None of the intersections potentially experiencing operational deficiencies are interchange ramp terminal intersections directly impacting Complete 540 mainline freeway operations. The intersections projected to operate at LOS E or F either include unsignalized, minor Y-line intersections or signalized Y-line intersections that incorporate reasonably feasible improvements to optimize intersection operations. Overall, all seventeen (17) DSAs operate with nearly identical freeway and intersection measures of effectiveness and levels of service, even though each DSA includes different volumes, corridor alignments, interchange configurations, interchange access points and impacts to crossing freeway and arterial facilities. February 2015 rjQ y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum NC 540 Corridor Based on the 2035 design year Build DSA analysis results, the existing section of NC 540 from US 1 to NC 55 Bypass is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540 and the Old Holly Springs-Apex Road interchange (R-2635D). I-540 Corridor The existing section of I-540 from US 64 / US 264 to US 64 Business is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540 and I-540 planned widening to an 8-lane facility. I-40 Corridor I-40 from US 70 Business to NC 42 is projected to operate at acceptable LOS D or better for all DSAs, with construction of Complete 540 and I-40 planned widening to an 8-lane facility. DSAs 1-5 and 8-17 propose a five-leg system interchange with I-40 and US 70 and provide acceptable interchange spacing between US 70 and NC 42. DSAs 6 and 7 connect with I-40 as a four-leg system interchange further to the north and do not provide desirable interchange spacing between the I-40 and US 70 Business interchange. Therefore, DSA 6 and 7 propose collector- distributors on I-40 through the US 70 Business and Complete 540 system interchanges. DSA 6 and 7 also do not provide direct interchange access at US 70 Business due to undesirable interchange spacing from I-40. Rocky Quarry Road Extension is proposed to provide direct access from Complete 540 at the Rock Quarry Road interchange to US 70 Business. The potential impacts of Complete 540 on I-40, US 70, US Business and the system interchange operations should be re-evaluated at the appropriate time for an interchange access request study US 70 Corridor The existing section of US 70 from I-40 to NC 42 is projected to operate at acceptable LOS D or better for all DSAs with construction of Complete 540. US 64 / US 264 Corridor Capacity analysis results indicate that US 64 / 264 is operating near or over capacity with operational deficiencies in the 2035 design year AM and PM peak hours with or without construction of Complete 540. Based on the 2035 design year No-Build DSA analysis results, US 64 / US 264 from Hodge Road to Smithfield Road is projected to operate at LOS E or F for 6 of 11 eastbound segments and 9 of 11 westbound segments as a six-lane freeway facility. In all Build DSAs, similar facility volumes and operational results are projected. Construction of Complete 540 proposes modifying the existing directional system interchange with US 64 / US 264 and I-540 by connecting the forth leg and constructing a flyover and a loop ramp. The system interchange was planned, designed and constructed to accommodate the future completion and connection of the 540 loop. This interchange modification would add one eastbound and one westbound freeway merge on US 64 / US 264. The potential impacts of Complete 540 on US 64 / US 264, I-540 and the system interchange operations should be re- evaluated at the appropriate time for an interchange access request study. February 2015 rj� y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 22. 2035 Design Year No-Build � Build Freeway Operations Summary Complete 540 Scenario Eastbound Westbound �. ;��a �� . y�, , _, 2;� LOS F L�.,°. ,� ._ LOS F No-Build 3 3 5 0 0 0 3 11 1 0 0 0 DSA 1 2 32 33 1 0 0 1 27 39 1 1 0 DSA 2 2 32 33 1 0 0 1 27 39 1 1 0 DSA 3 1 38 26 1 0 0 1 27 37 1 1 0 DSA 4 3 29 33 1 0 0 1 27 37 1 1 0 DSA 5 3 37 27 1 0 0 1 31 35 1 1 0 DSA 6* 0 14 40 2 0 0 0 34 24 0 1 0 DSA 7* 0 15 39 2 0 0 0 34 24 0 1 0 DSA 8 1 31 31 1 0 0 1 32 33 0 1 0 DSA 9 1 31 31 1 0 0 1 32 33 0 1 0 DSA 10 1 28 32 1 0 0 1 30 33 0 1 0 DSA 11 1 28 32 1 0 0 1 30 33 0 1 0 DSA 12 1 34 28 1 0 0 1 36 29 1 0 0 DSA 13 1 29 33 1 0 0 1 25 39 1 1 0 DSA 14 1 29 33 1 0 0 1 26 38 1 1 0 DSA 15 2 23 36 1 0 0 1 25 37 1 1 0 DSA 16 2 24 35 1 0 0 1 25 37 1 1 0 DSA 17 2 33 28 1 0 0 1 31 33 1 1 0 "u5A 6, / mcludes analys�s ot collector-d�stnbutor segment along compiete b4v. Table 23. 2035 VISSIM Measures of Effectiveness PM Peak Results Segment Complete 540 DSA 3, 4, 15, 16 Southbound Weaving Segment Performance HCS Freeval VISSIM Volume [veh/hour] 5,404 5,354 Density [veh/mile] 34.002 25.58' Speed [mph] 47.0 53.6 BOLD/ITALIC— 5egment Density Exceeds LOS D Thresholds 1- VISSIM density reported in average density (veh/mi/In). 2- HCS density reported in (veh/mi/In) for comparison. Corresponding (pc/mi/In) is 38.30 and LOS E. February 2015 rj2 y �� NCDOT STIP R-2721, R-2828 & R-2829: Complete 540 Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 24. 2012 & 2035 No-Build & Build Intersection Capacity Analysis Summary Number of Intersections Operating at Given LOS in at Least One AM or PM Peak Hour* Scenario 2012 Base Year 2035 Desi n Year ;. �� y.� � �� _ _ LOS �s � `° , i' . , t _ LOS �� ` F � f.� ` � ' F No-Build 1 4 6 0 3 2 0 2 4 1� 4 5 DSA 1 11 17 4 0 1 0 2 15 10 4 1 1 DSA 2 11 17 4 0 1 0 2 15 10 4 1 1 DSA 3 9 15 5 0 0 0 4 11 11 2 1 1 DSA 4 9 15 5 0 0 0 5 10 11 2 1 1 DSA 5 8 18 4 0 1 0 4 12 10 3 1 1 DSA 6 17 12 4 1 1 0 2 15 6 8 3 1 DSA 7 17 12 4 1 1 0 2 15 6 8 3 1 DSA 8 16 17 2 0 1 0 5 16 8 6 1 0 DSA 9 16 17 2 0 1 0 5 16 8 6 1 0 DSA 10 13 17 3 0 0 0 6 13 9 4 1 0 DSA 11 13 17 3 0 0 0 7 12 9 4 1 0 DSA 12 14 17 2 0 1 0 7 13 8 5 1 0 DSA 13 14 15 3 0 1 0 2 16 9 4 1 0 DSA 14 14 15 3 0 1 0 2 16 9 4 1 0 DSA 15 11 15 4 0 0 0 4 12 10 2 1 0 DSA 16 11 15 4 0 0 0 5 11 10 2 1 0 DSA 17 11 15 3 0 1 0 4 13 9 3 1 0 *-For signalized intersections, overall intersection LOS. For unsignalized intersections, worst-case critical movement. February 2015 53 y �� Appendix A — Fiqures 1) Detailed Study Alternative Corridors 2) Traffic Analysis Study Area 3) No Build Traffic Analysis Figures Sheet Key 4) DSA 1 Traffic Analysis Figures Sheet Key 5) DSA 6 Traffic Analysis Figures Sheet Key 6) DSA 8 Traffic Analysis Figures Sheet Key 7.1 — 7.5) 2012 No-Build Laneage, Volumes, LOS & ID 8.1 — 8.5) 2035 No-Build Laneage, Volumes, LOS & ID 9.1 — 9.8) 2035 Build DSA 1 Laneage, Volumes, LOS & ID 10.1 — 10.8) 2035 Build DSA 6 Laneage, Volumes, LOS & ID 11.1 — 11.8) 2035 Build DSA 8 Laneage, Volumes, LOS & ID DSA 1-17 \ �a / 5Q �� 0 Holly Springs Fuquay-Varina DSA 1-5, 13-17 I��'i_E:�if�a Raleigh Ga�rner� / DSA 6-7 Paole Rd DSA 1, 6, 8, 13 0 0 2 Po g � e� DSA 2, 7, 9, 14 � DSA 13-17 so DSA 8-17 %. � % DSA 1-5 Legend OInterchanges Triangle Expressway Major Roads �---� �___� Counties DSA Corridors Orange � Green Mint � Brown � ,��,,^ � � � � Tan Teal Knightdale � DSA 1-17 DSA4, 5, 11, 12, 16, 17 � ,� ;� y �j Xoc DSA 3, 10, 15 � ��°°5 i• o�d�Rd�' i � DSA 5, 12, 17 i 70 DSA 3, 4, 10, 11, 15, 16 �Cla ton y DSA 1, 2, 5, 8, 9, � 12, 13, 14, 17 Detailed Study Alternative Corridors STIP:R-2721, R-2828, R-2829 WBS: 37673.1.TA2, 35516.1.TA1, 35517.1.TA1 COUNTY: wake/.lohnston DIVISION: 5/4 DATE: February 2015 HNTB North Carolina, P.C. PREPARED BY: 343 E. Six Forks Rd, suite 200 ac Ralei h, NC 27609 �d LOCATION: NC 55 Bypass (Holly Springs) to US 64 Ue Bypass (Knightdale) arple Complete 540 FI Ure PROJECT: Triangle Expressway g Southeast Extension � Apex Raleigh Paole Rd ��'i1�� ' � ��i� � . , �� T`��1�� " �!�� • � >►�l/��_.�:,�1�_ _��._ __ �:'� �� : � , �2 Holly Springs P� s Fuquay-Varina � ,.�, � ��;,x � � � Knightdale ��°°;�� 3� j o G° c / ,o �5� Clayton DSA 6 Traffic Analysis Figures Sheet Key Legend STIP:R-2721, R-2828, R-2829 WBS: 37673.1.TA2, 35516.1.TA1, � Interchanges 35517.1.TA1 Triangle Expressway COUNTY: Wake/Johnston DIVISION: 5/4 Major Roads DATE: February 2015 � —' Counties HNTB North Carolina, P.C. �---� PREPARED BY: 343 E. Six Forks Rd, suite 200 DSA Corridors Ralei h, NC 27609 Orange Corridor LOCATION: NC 55 Bypass (Holly Springs) to US 64 Bypass (Knightdale) Red Corridor Complete 540 PROJECT: Trian le Ex resswa Figure Green Corridor g p y 5 Southeast Extension SR 1153 (Old Holly Springs Apex Road) Triangle Expressway (Western Wake Freeway) � u I �zz —► (1238) � ♦— 1238 � (722) B24 — A (A) B3 — A (A) � �i � � SR 1153 (Old Holly Springs Apex Road) u (1989) �`► �� (1159) 282 877 (265) (1724) �� zsz �zss� .l � � 956 � t— (457) I M23 — A(A) I 622 — A(A) I B5 — A (A) D4 — A (A) 265 —► 722 —. (2s2) (1238) � � TT � � 1989 956 � �� (1159) (457) � /� s�� 457 \� (1724) (956) y �� SR 1152 (Holly Springs Rd) 324 � 496 (496) � (325) SR 1300 (Kildaire Farm Rd) 371 702 , (702) � � (371) 46 278 (39) (457) � D6 — A (A)— � 1 T � � 332 �sss � 265 (2s2) 401 —,� (2054) �� I (1112) 155 826 131 �238 (131) 934 (171) (1645) (238) �438 (266) 796 �� t' ,�1� ,`120 (131) �� SR 1010 s2s 171 (155),' ` !� T�� 52$ (Ten Ten Rd) SR 1386 (934) 266 (438) —► 340 11645 131 (796) (Bells Lake Rd) 189 (340) �, (189) (826) (120) 206 �� 382 (2117) �ii I I(1134) ' y Southeast (382) (206) ' = Extension — — � — — — — — — — — — — — — — — — — — — — — — — im � `� T DSA 6-7 (RED) 656 457 � � D � (332) (278) ' DSA 1-5, � SR 1386 13-17 �(Bells Lake Rd) 1149 I I 2oso 610 (1113)1I'i' 1113 (610) �ORAN�7E� ` (2090) WW �� (1149) SR 1152 (Holly Springs Rd) I I 92 947 109 111 I 23Z (127) SR 1503 �-- 1334 * 2sao � (Donny Brook Rd) 127 (2680) �� I � (1334) (232) � I � � 34 I Chandler Ridge �� Cir —► I 66 I (34) � 267 I 262 (214) t— 251 (205) 218 SR 1393 � �� '� �o (�3) � �—� SR 1393 (Hilltop-Needmore Rd) 214 205 (251) � 'Y' —► (Hilltop-Needmore Rd) 9(15)� 15 13 218 (267) �9) �'� �) 0 (261) 19 (29) � � 29 (19) \ \ SR 1421 (Old Mills Rd) � \ \ DSA 8-12 — (PURPLE/BLUE) (72) (1802) (217) � 72 (93) ,` 20 �s2� ss �s�� ' D Southeast ' � Extension ,_ r �m � � 216 (109) 296 ' � 52 (20) (156) SR 2779 � 27 (26) � (Old �'�'�i' �5s McCullers a� �aoz zs �296> Rd) (35) (947) (27) 21 896 125 (46) (1727) (85) 85 (125) �11� �z�,so, 45 (21) � � � 9 (3� � 10 1727 60 12 (10) (12) (896) (21) (1798) i'�i I � (929) ( 412)�• ��(752) sss as (1258) (154) � 154 (87) �� 43 (46) �� 1258 46 (666) (43) (2035) �� I (1041) 686 19 (1279) (35) 11�► 693 (1285) 33 (21) � � (s) T� 1279 7 (686) (5) 1286 1� (690) 109 (194) �— Wake Tech —► Drive 194 (109) 197 (133) SR 2711 � (Dwight 1 3 Rowland Rd) (197) � a Southeast ' = Extension _ �z im � ' � �i 40 (26) �— SR 2886 —► (Meadow Dr) 26 (40) SR 1006 (Old Stage Rd) 423 � � I 592 (592) (423) 374 48 (552) (39) l�► Southeast D ' Extension = ' DSA 6-7 (RED) � � — — — — — — — — — — — — — — z� ur.J, m D� southeast D' DSA 1-5, 13-17 Extension = ' (ORANGE) � � . . . � m� 00 � SR 2750 (Norman Blalock Rd) Southeast a � Extension =' rr � m� �, DSA 8-12 (BLUE) 40 (69) � � 69 (40) 276 � 39 (48) (478) � 236 (429) � 193(391) 509 �72 (119) � > SR 2713 � (Vandora � � 391 (193) �, 509 Springs Rd) 552 429 478 95 (78) �• 78 119 (265) (374) (236) (276) �y5� (�Z� (196) i � (166) SR 2711 (Buffaloe Rd) u 728 (1352) � � 1352 (728) ' D Southeast DSA 6-7 (RED) ' = Extension — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — � r �m � �� o 632 � � 948 (948) (632) (311) `► I (155) 26 125 3 (56) (246) (9) 9 (3) � � ��23(15 56 (26) � � 9 �8� � 8 246 15 (9) (125) (23) 157 �� 269 (269) (157) SR 1006 (Old Stage Rd) 533 (985) 1 I � 985 (533) 106 427 370 (135) (850) SR 1010 (305) � /� �� (Ten Ten � Rd) 305 135 (106) � (370) 169 (264) � DSA 13-17 597 J (LILAC) (1114) ----------------------------------- --------------------- _ �__ ____________________ / � / - . �\ _ / � ' / 606 I (1097) �i � / 11 283 313 / 28 (53) (28) (557) (513) 3s � SR 5324 �— � �' (22) SR 2750 (Stevens Oaks Dr) � 27 (11) � (Norman � ss (zs) 19 (12)� 22 Blalock Rd) s (a� �38� � ��T 264 850 (169) (427) �1114 (5g7� ' D Southeast .__________________ DSA 8-17 (LILAC) ' = Extension --------------------� r �Z m 5�im � " � ' D Southeast DSA 1-5 (ORANGE) � = Extension r �� T1097 ' m �540� (607) � �! � '� 513 (313) 12 (19) � 16 (19) 4 556�� (6) (283) (15) � 304 �I� 580 (580) (304) /� u � 541 (351) '— SR 1010 —' (Cleveland Rd) 351 (541) 142� 608 (691) � � 1926 � �— 1318 � (2583) � �(1892) _ I B15-B cc� I M14 - B(B) I B13 - B(B) ,� I B16-cce)ID17-C (B)IB18-B(A)� M19-C(B) Zs83 —� —� 1992 —► —� (1249)-1 (1857)� �1 �851 (691)� (507) / 608 � u Southeast Southeast Extension Extension u u Southeast Extension u � MATCHLINE_F" MATCHLINE_E" MATCHLINE_D" � ? DSA 8-17 � DSA 6-7 (RED) DSA 1-5 (ORANGE) , ' (LILAC) � � 1 928 � (1196)�� , � � 705 � �( 145) , � � (1306) � � 2084 � �`, t— (3037) L/ ' ias�1` '�— 1939 � 2644 � t— �— f— �— „sl�i. � � � (4228 �-�-- ~ �— �— t— °�—(2922) �-- ) �— D12 - B(C) I B11 - B(C) I M�o-a �g)�B9-A(B)�D8 - B(C)�� B7- C(D) I M6 f C(p) ` 6�C B20 - C(B)I M21 - D(B) I B22-c(B) I D23 - C(B) i B24-C(8�1�, M25 - E(C) 162s �e �c� 2843 —► � —► —► , �os so22 —� "� —► —s azas —► (1756)� � —► —► � (1306) D � ��a�i)� —► � �� —► �zso� —► � � ) BUS 70 (1674) �V'� I I I (1190) 316 874 (565) (1109) �� 556 1 � � (493) 316 (565) � � 2328 � (3663)) I 65-C( � 3137 -► 11_ � '�''�' � 4328 � � � (2015) � � D ids , "� (2576) � � �493 715 \� �� 5 �� 1306 � (556) 294 (144) i N � *(Zp5) \ 93 � �, ( ) �� I � � 75 259 ^ � � �� ) � � \ " D � � \ . y, �� 820 I I W o° 1451 `'�. �`. �ya �� 7y�d \j (1450) V'�i D i' I � (820) ��ya ��a�,�� D D ` � �� a Southeast � — D � �,°' Southeast Extension 1271 Extension � � .�11 1t'� o � � � 120 � I � � 187 ��s�� y � ��zo► � � � �- D ,. . , ' Laneage Modified per NCDOT Speed Study �� ° tt (1263) ID O �264 11 � D (�oo> 387 � � � � (486) I �p 486 I (387) D W yi�i� W D TT� � W 1087 J � 7750 ,,�49,11 � D 11 �,08�, � 70 Clayton Bypass 5u u u �� V�W I �� 93) l� � ��1689) �iis �s � (697) (93) t— 2253 � f— 3737 � (3570) ~ t-�--(5259) )I M4-C(C)1B3-C(C) I D2-D(E)IB�-c�e��._. .� 493 381 (556)(553) �11 , � 4728 � (2741 �'�' (3057)—� 565 � (316) / (553) �• �� (474) �� ss (928) ,,$°4,1111 � 11?T �,4oz, esz - c �c� —�► 5359 � � (3669) —► � SR 2700 (White Oak Rd) 2a2 �a25) �, � azs �zaz� 197 45 (382) (43) �43 (45) � � 113 (228) 310 I Southeast D ' (610) y Extension c�i ' � �+—� — � m' �' _� Southeast Extension u MATCHLINE "G" --I-- � DSA 6-7 (RED) \ BUS� \ �70 \ �, \ 156 \ � � 1296 (1584) �� 1584 (1296) (273) � \ �— SR 2555 � ' *"' z�3 (Raynor Rd) � � \ Y 382 228 (156) (197) (113) 1 s�o DSA 1-2, 5,8-9,12-14,17 (310) (GREEN) -------------------- .\ .\ � 1332 (1629)11 .\ .\ .\ .` .` .\ � — — ,— _ _ _ SR 2700 (White Oak Rd) SR 2555 SR 2542 (Rock Quarry Rd) 155 (185) � I �` 185 (155) � 49 74 32 400 (39) (92) (54) � 54 (32) 340 (229) '�` 245 (115) (178 t— �`i' 41 (31) �) (Auburn- Knightdale Rd) 221 115 (245) �► � �`�' \ � � ` (400) 67 (106) 106 92 31 � � � (67) (74) (41) � � � � � 178 (340) — — — _ 182 (229) � � 229 (182) DSA 1, 6, 8,13 ---__ (GREEN) -------� -------------= _ ------------ � ----- � \ . �- � �a� ss DSA 2,7,9,14 � � � � DSA 5,12,17\ � 5s �zs��5> (MINT) / . � (TEAL) o SR 2542 �� '� . �"� 1629 (1332) , (Rock Quarry 283 267 (141) �r��36� DSA / Rd) (� 58� 16 (17) „ s� 3,10,15 / � 51 (92) � � 92 (51) �TAN� / ` / / DSA 3-4, 10-11, 15-16 � �' (BROWN) — — — — — ` '�- -- _ — � � � ' D Southeast ' � Extension —. � _ � �m � �_ ��T � DSA 4-5, 11-12, 16-17 178 (340) � I� 340 (178) (BROWN) SR 2555 (Auburn-Knightdale Rd) 51 (92) � I � 92 (51) SR 2542 (Old Baucom Rd) Business 64�� SR 2516 (Hodge Rd) 4576 (2287) � � � ssaa � 402 264 � j � (1916) (503) � B�2 - c�B> � M2�-c�B�� g2o-c(A) I Knightdale Bypass I B� -B �c� � D2 — B(C) I B3—A (C) � ��---r � 64 ) � � (3700)� 503 2266 � � (402) (4568) 371 (868) � SR 1007 (Poole Rd) � 4050 � (2419) W19 — B (B) W4 — B (B) 2398 � � � --� (4102) � � 460 744 (744) � � (460) 192 53 215 � 462 (215) 468 (173) (109) (462) y64 (111) (289) � � � � 28 (27) � � 289 173 (192) � (468) 111 (264) � 5 (72) �� 12 109 27 (5) (53) (28) � 49) � I I 1 6) SR 2516 (Hodge Rd) 461 (439) � 2192 N - (3042) D oo �� • 1 �„��, W D (2192) .�1110 � 1?1'� � � W o � � 1737 � � (892) � � � /� 1731 � `—' (2603) w WWV'�i� W �i o � 431 v' D �ssa� W D 1TT � 00 — 1905 1300 (1905) W � (1300) 473 y 111 D °° � � � (473) ,so,, �111 � ,-. D D TTT� W �25os,111 � W 111,, �°3, D W SR 2515 07 D (Old Faison Rd) � � .�ll W � � � 817 � / � 1767 (739) ►` (956) � � I � � �— 3233 � � � �(1680) � � B1�8 — B (A) I D , � B5—A(B) � M6 - B(D) D I � � � 1 56 g� � I � 739 (3285) � (817) � � 956 � (1767) � 754 (354) � � 354 (754) DSA 1-17 (GREEN) � i Southeast Extension -'-- u MATCHLINE "I" Business 64 SR 2233 (Smithfield Rd) 1787 (609) / 1� � � 5000 � � 3813 �— � (2636) � t—(2027) � D17 — D(B) � B16 — D(B) I M15 — D(B) I B� I B7 — B(D) I D8 — B(D) I B9 � 2615 � � (5052) —► � 609 y (7187) 754 (354) �— SR 1007 —► (Poole Rd) 354 (754) 169 � (763) � �— 3982 � � � (2190) � ) �D13—C(B) �B12—C(A)I �� M10—B(C) IB11—A(C)� 2006 � —�i 2169 � (3865�—► � (4034)—► � 163 (169) SR 2233 (Smithfield Rd) �264 Knightdale Bypass � �6� SR 1153 (Old Holly Springs Apex Road) Triangle Expressway (Western Wake Freeway) � � 3605 � � (2258) � � � B26 – B(A) � M25 – 5U � B1– B(C) � D2 – 2258� � (3605 -�-► � � 776 (496) 2217 (1478) t— 1388 � (780) B (B) � 624–A(A) I B(C) � B3 – A(A) I 780 —► 1428 (1388)—�j (2217)� 496 � (776) SR 1153 (Old Holly Springs Apex Road) E-~--2164 �(1276) W23 – A (A) W4 – A (B) � � y � � � � � � � � � 1276 (2164) u (2169) `►� �� (1280) 420 860 (419) (1750) �11 420 11 � (419) � 2169 1744 � 1744 (1280) (857) : �857, 11 .— � � B22 – A (A) � B5_p,�Al �D6–A A) I � 419 �� (420) SR 1152 (Holly Springs Rd) 861 �I �` 1279 (1279) � I � (861) SR 1300 (Kildaire Farm Rd) 746 1371 � (1371)�� (746) r� 227 635 (189) (1090) ��i _�---- � 860 857 (1750) '� 419 (1744)� �� (420) 189(227) J 557 (1145) �, � 401 (34i8) i�� I I (1882) 263 1428 192 �357 (192) 1227 (283) (2838) (357) �458 (265) 1023 �� j�„��. �2os (222) �� SR 1010 $22 283 (263) �' 679 (Ten Ten Rd) 265 458 � � � �� BelSls LakesRd (1227) 274 (506) � 506 2838 222 (1023) � � (274) (1428) (208) 554 1030 (3566)��Y�Y �� I(1910) ' y Southeast (1030) � � (554) ' = Extension — — — — — — — — — — — — — — — — — — — — — � r `�`� T r � DSA 6-7 (RED) �"' u 1145 1090 � D (557) (635) ' DSA 1-Jr, ` SR 1386 13-17 1191 ( 2234 I(Bells Lake Rd) �ORANGEJ (3535)i�W I T� (1927) (2234) �l �r (1191) ISR 1152 (Holly Springs Rd) I 165 1616 146 I 478 1717 �� 3494 (261) (3494) (1717) SR 1503 � � (Donny Brook Rd) 2s� u �a7s, I � 34 I Chandler Ridge �� Cir —► I 66 I (34) � 505 I 479 (408) t— 468 (384) 397 � .� , ,� �o (�3) � :—� SR 1393 SR 1393 (Hilltop-Needmore Rd) 407 384 (468) � 3`�' 7 (Hilltop-Needmore Rd) (505) 24 (37) � (24) (10) \ (478) 34 (50) � �` 50 (34) \ I a SR 1421 (Old Mills Rd) \ \ \ DSA 8-12 i � (PURPLE/BL UE) (133) (3090) (313) ��i� 133 (165),` 38 (100) 90 (213) � � 312 (146) 510 100 (38) (271 � 97 (87) � '�11�' 2�� 213 3090 87 �510 (90) (1616) (97) 21 1599 238 (46) (3081) (167) 166 (238) t��.l�,� �55(149) 46 (21) � T � *�► $ (3� � �. 12 (10) 10 3080 150 (12) (1599) (54) (3240)i��i I I � (1665) ' D Southeast ' c�i Extension i= .� z /\ m ,�r,dfl! ' oo ,� � SR 2779 (Old —' McCullers � Rd) 224 (194) �— Wake Tech —► Drive 396 (224) (2644)��• �� (1399) 952 447 (1865) (779) �779 (447) 962 111 � � � 183 (205) (653) SR 2711 � (Dwight TTT �' Q' s53 Rowland Rd) 1865 205 (962) (952) (183) � a Southeast 1134 2070 � = Extension (2070)�� (1134) i r � z � - — � i m ►�„�� a�+v� 1098 28 � � �� (2045) (49) �46 (30) 53 (35) 111� � ' `s' <— SR 2886 *�� —► (Meadow Dr) I2044 8 35 (53) (1097) (4) (2050) �� I I I (1101) SR 1006 (Old Stage Rd) (2088) � � I � � (1562) 1101 461 (1721) (367) 1l�► _ 832 '� (1377) �367 (461) t— 465 (915) � �� 1721 915 � 73 � 1101)(465) �83Z� (2636) �� I�� (1566) Southeast D ' Extension = ' DSA 6-7 (RED) � � — — — — — — — — — — — — — — z� ur.J, m D� 622 � 538 (1096) �1253) �84 (157) � SR 2713 (Vandora 1096 (538)� �; Springs Rd) 303 (279) �. � 279 157 1253 (303) (84) (622) (436) 'i I (387) SR 2711 (Buffaloe Rd) u 632 (1153�,1 �11153 (632) ' D Southeast DSA 6-7 (RED) ' = Extension — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — — � r �m � �� o 1656 �� 2484 (2484) (1656) southeast D' DSA 1-5, 13-17 Extension = ' (ORANGE) � � . . . � m� � i 728 � (1092) SR 2750 (Norman Blalock Rd) Southeast a � Extension =' rr � m� �, DSA 8-12 (BLUE) 329 � (650) 43 277 9 65 (91) (534) (25) ��os� �— `' , —► 91 (43) I 114 4 (5) �65) 18 (17) 329 I (574) �" 632 (1153)� � I ��1153 (632) 169 464 515 (213) (940) SR1010 (�) ,� �I � (Ten Ten i Rd) 42g 213 (169) � (515) 216 (346) � DSA 13-17 680 1� (LILAC) c�2ss> . a---------------- -------- ------- - - ----------------- _ _ �__ _____________________ _ _- / 1 1092 / (728) � �� J '� J / \ � ? 650 I (329) �25 (9) 5(4) �*� � Y 17 534 23 (18) (277) (33) �574 (329) SR 1006 (Old Stage Rd) �� 11' 346 940 (216) (464) �I 1286 (680) ' D Southeast .__________________ DSA 8-17 (LILAC) ' = Extension --------------------� r �Z m 5�im � " � ' D Southeast DSA 1-5 (ORANGE) � = Extension � -- , . � / �m � ( 2i 3) �� (68 ) �'� � / 17 327 342 / 45 85 (44) (652) (576) � 2063042) SR 5324 �— ) � � � � 46 (55) 63 � (36) SR 2750 I (Stevens Oaks Dr) � 44 (17) ��'�'i►,I� � (Norman I 85 (45) 301 ($j� �1$ ) (327) (46) 3s Blalock Rd) � (63) / � 385 I � � I 716 (716) � (385) /� u � 643 (a27) '— SR 1010 —' (Cleveland Rd) 427 (643) Southeast Southeast Southeast Extension Extension Extension u u u �" 4L� MATCHLINE_F" MATCHLINE_E" MATCHLINE_D" �� 759 (ss�) .� � 2784 � t— 2025 � (3708) � � (2841) . I 615-B (C� M14 - B(C) I B13 - B(B) ,� �B�6-c(B)� D17 - C (B)�B18-B(A)� M19-C (B) 3878 —► � ��sos� (2664)� � �1081 (867�� (644)� 759 u � ? DSA 8-17 � DSA 6-7 (RED) DSA 1-5 (ORANGE) , ' (LILAC) � � 1 1378 � (1834)�� \ � \ � 1069 \ (1478) 3025 �� (1991) � � (4319) ,�`� � � � � � 2ss�%'� � 2730 � � 3799 � � � �zssl �,� ��4084) � \ � (6075) ��-- D12 - B(B) I B11 - B(B) � M�o-a �g)IB9-B(B)�D8 - B(C) �� B7 - B(C) I M6 � B(C) B20 —C (B) � M21 — B(B)� B22 — B(A) I D23 — B(B) i g24-B(a� 11�125-C (B) I B26 -�(B) I D27 - C(B) I B28-C(s) I 4092 —► � 4489 � —� I W azsa� � —� —� 5983 ► (2549) � —� (2905) —� � �y�� 11'p (2s�oj--► � 6245 �.--� —� �sas�)—► y BUS 70 ,z485,111 � ?tt �,76�, 504 1263 (903)(1582) �� 923 1 � � (822) � �� 504 (903) � Z�g \ 2301 ��^�� (262) l� �� (2656) � I 1562 218 � � szss (945) (262) � 3077 � � 5378 ��snz) � (4970) � �(7566) I B5-B(C) I M4 - B(C) I B3 - B(C) I D2 - C(D) I B� - c�E> �._. � � '� W29 - C (B) 6805 � szz aa� (4384)—► (923)(659) —► �11 � 903 � (504) / � � —� —► � - 295 D -� '°a —► (3679) �i � � � —► �1 czss> y °,,� �� 822 ji`� 1991 =� (923) 397 (295) � N � (1069) � � 262 � (356) � W • � (218) Lll � � �rr �.�� . � � � ,y� ��` 1304 � I W a° ** 2286 '. � � 'd �j (2286) � i i' I I(1304) ��yd � a�� Wm , ��' �,'' Southeast � D � �,°j� Southeast Extension zo52 �� '�1� Extension � � � � ,4� 239 � (353) / o � � � I � � 353 � (239) .-. � � ^ � W �. 1065 � 11 (1933) ID O .�g33 11 � � (1065) " D sss � � p � (824) I Cp 824 � � (666) .-. n �ii � W �� w m 1731 i � 2757 (2757) �� (1731) � 70 Clayton Bypass 5u u (659) �� (703) � ssa (1378) ,z08�,1111 �� I (2081) B3o-C(B)I M31 - D(C) I es2 - E�c� 5902 � � 7736 � (3880� �� (5258)� /� �� DRAFT SR 2700 (White Oak Rd) ss� �ssz� I �, �"� ssz �ss�� 461 107 (891) (101) �101 (107) � 241 (492) Southeast D ' Extension c�i ' � �+-� - � m' �' i� / *a Y 891 492 (461)(241) Southeast Extension u MATCHLINE "G" --I-- � DSA 6-7 (RED) \ BUS� \ �70 \ �, \ \ � �ii TT ( ) � 1762 2153 2153 1762 342 � (598) � �— SR 2555 � � 59$ (Raynor Rd) � \ � (342) DSA 1-2, 5,8-9,12-14,17 (GREEN) ------------------- .\ �� .\ � � , �9a �2, $$,11 .\ .` � � l� 11 � > �• 701 1383 1383 701 ' � � - - ,- _ _ _ SR 2700 (White Oak Rd) SR 2555 (Auburn- Knightdale Rd) SR 2542 (Rock Quarry Rd) 11�1? 193 265 128 431 (306) (574) (157) 157 (128) �ssz� � �� `� � za �� ss� t— 65 (115) � 306 (193) f?� 552 166 (128) � � I r � � ` ` (431) g0 (110) 110 574 115 � � � (80) (265) (65) � � 350 (408) � � 408 (350) �� 410 (799)11 �� 7gg (410) DSA 1� 6� 8,13 � — __ __ -------� -------------- =-�-�- \ \ 242 166 � 303 (471)(333) DSA 5,12,17 (530) � � � � (TEAL) � SR 2542 � � (GREEN) DSA2,7,9,14 �� ., (MINT) � /� � � 3 � � RocRQuar � 4759261)� �6�38�66� 3�015 /'/ � 530 � )� (S� � , �'�' 2188 (1790) \ (303) � � �TAN� / � �. ` 225 (394) 394 (225) � � DSA 3-4, 10-11, 15-16 � (BROWN) � � ` _.-._.-.-.-.-.-.-.-._ ,�.�.-�...�, . � UB S� �70 � � ' D Southeast ' � Extension _ -. � _ � �m � �_ ,,� DSA 4-Jr, 11-72� �s-�% 351 (429) � 1 429 (351) (BROWN) SR 2555 (Auburn-Knightdale Rd) 225 (394) �, I 1 394 (225) SR 2542 (Old Baucom Rd) Business 64�� 2052 (898) / 1� 7009 (3165) � t— t— 1� 1136 �- 4957 264 � � � �zzs>> (�32�� Knightdale � 622 - E(B) � M21-E(B) � B20-C(B� Bypass I 61-8 (E) �D2 — B(E)I B3—B (C)� I 6 � —� 2355 � ( � � (4848)� 3253 � 13 � (6900) 898 (7136) (2052)� 1408 (850) SR 1007 � (Poole Rd) � 850 (1408) SR 2516 (Hodge Rd) � 6093 � (3594) W19—E(B) 737 (693) � 3692 W p0 �'�'�'�' (5104) � n 5104 � � ,��„��, n W (3692) .�11110 � ?T??'� W o � I 2007 � n (1543) � � 2955 � � � (4411) w WWW`YW� W �i o � � � � soa� W D 1TTT � 00 — 3103 2149 (3103) W (2149) 835 y 1111 W � 1 01 6 ��os) � � �1iWWW W W I I I�� (835) W W (4209) �� W W n ?* 4209 SR 2515 07 °° � I I(2ssa) (Old Faison Rd) �1�,� � � � � � � W4 — B (E) 3682 � � (5984)� .� 1055 I 7749 (1749) W � (7055) 428 55 572 �! 1273 (572) (409) (127) (1213) � g62 (433) t/S, �� 66 (72) 409 (428) � 433 (962) � 8 (78) � �� 18 127 72 (8) (55) (66) (217) 'i I I (129) SR 2516 (Hodge Rd) � I� 1354 W (1207) � '� L111 � 1207 � W � � 4739 (1354) N �(2387) � � B�8—C(B)I D I � B5-B(C) � M6 - C(E) pp —► I ---► � � 2475 � � � � y (4630) � 1207 � � (1354) 1630 � (3002) � 2247 (1077) � � � � 7077 (2241) DSA 1-17 (GREEN) � i Southeast Extension -'-- u MATCHLINE "I" Business 64 1852 3002 (912) (1630) 1 \ � �— 7741 � y : : cao�� D17—E(C) 1616—E(C)I M15— I B7—C(E) I D8—C(E) 4105 � � (7632) —► � �, 912 y (7852) 2241 (1077) � SR 1007 � (Poole Rd) 1077 (2241) SR 2233 (Smithfield Rd) 1B9—B( 417 (417) � �— 6306 � ; (a522) 264 3 — E (B) � Knightdale D� � M10 — B(D) � B11- C(D) � BYpass 3193 � —�i 3610 � �64 (5780)—s � (6797)—► 417 (417) SR 2233 (Smithfield Rd) SR 1153 (Old Holly Springs Apex Road) 111?1 Triangle Expressway (Western Wake Freeway) � �� 4431 � N i � (2957) � �' B137-C(B) � M136- u �� a, B1— B(C) � D2 — � i 2587 � —�j m i (4611) � � � 1398 � � (964) C (B) B (D) � 231 (156) �— 3033 �(1993) � B135-B(B)� 964 (1398)� SR 1153 �� (Old Holly Springs Apex Road) � t— 2957 a� �(1999) Z' B129 - B (B) �_� uQ, B9—A(B) �- 1 i �� N r N N' � �� U U�' o' � � a a� Z z� w W�m � 3264 i � �(2149) � W134 - B (A) B3-A (B) � W4-A (B) 1623 � � 1779 � (3213)—� � (3444) � 156 � (231) SR 1152 (Holly Springs Rd) 870 ♦ 1192 (1192) �� (871) 1396 ��1 697 2 (825) �143) (1044) (5) �5 �3� 12 � � �� 11 6 � � UBypass (2840) �� (1523) 287 1236 � (292) (2548) '� 437 (210) � I � 1� 323 (319) �` 2s� (2s2) � � � 2977 � �(7857) � � � B133 - B (A) SR 1300 � A �� SR 3921 —► 143 (171) ** —► (Kildaire Farm Rd) —► 1(5) � �1� I I�' �(Sancroft Dr) $23 679 (1220) �1 1220 1044 4 �20� (1396) 71 (679) (697) (10) (2270) �� (1386) � -------------- -----------------� SEE ' ' , . FIGURE 9 2' ' B5 - A (B) 1392 —► (2664) � T�� 2403 780 (1313)(387) 780 � � �� (387) I��B (B) ,�, � D6 — A (B) �� 11? � 292 �\ � 760 \ , (529) �, � 2197� t— 2957 � (1470) � (1999 B131—B(A)� D130 — B (B) � 1349 210 (287) J � (2430) (437) � 387 ��ao� � � TT �P 2891 319 (1413) (323) (3210) V'��i I � (1736) � Bypass u ' � ; SR 1389 ' • (Pierce Olive Rd) 576 � (348) � � � � I M128 — B (B) � D10—A (B) 1629 � (3137) —► �— 2381 �(1651) � B127 - B (A) � B11- A (B) 1281 —► � 348 (2561)� . � � � (576) � , � � � � � , , , . 'olumes ' ' � � � � ion ' ' � � � � � ' � ---------------- ----------------' iture Laneage � Others 1795 �� 2560 rvice (2560) (1795) SR 1152 (Holly Springs Rd) � 1080 � �— 3461 (805) � � (2456) � D126 — C(B) � B125 — C(B) M12—B(C) I � � � � i � 805 (1080) B13 — B (C) 2086 —� (3641) � � B7—A (B) I 1100 —� .(2377) �� / �529 ,I� (760) SR 1387 (West Lake Rd) E Williams Street U ) �B129 — B (B) - M8—A(B) I B9—A(B) - 1629 —�j Triangle Expressway (3137) � (Southeast Extension) D14 — B(C) I B15 — B(C) 1988 —� —► (3524) j � � 98 (117) � SR 1386 (Bells Lake Rd) 903 (1690) � I � 1690 (904) 819 84 (1608) (82) "�� 775 (415) 111 �- ►� 124 (137) � � � � M 124 — 552 ��899) �� 415 528 (775) (970) �]��1� SR 1301 SR 1301 (Sunset (Sunset Lake Rd) Lake Rd) t-- � � 1629 —► (3137) � � TT �'i> 915 33 � 899 (489) (16) (552) � t— 4243 117 (98) � 3344 � 2910 - ��zssa> �— � � i m C(B) � B123—C(B) � D122 — C(B)� B121-C(B) � w� � = 540 M16— B(C) � B17—B(C) '� u �a � 2540 � � �� (4423)� 82 (84)� �'��'�' 16 (33) � 137 866 (124) (421) 111? 544 � � 1003 (1003) (545) SR 1386 (Bells Lake Rd) SR 1152 (Holly Springs Road) 0 N �� V 11J� N r /�\,� I,� � � �� ^T �rn � ` �� J i � 576 � (34� R 462 \ Southeast f— �249) 2957 Extension � (�ggg� 3�� e�zs-e(e)I M128 — B(B) I B127 — B(A) u.�. � �� D�I B9–A�B)I D10 —A (B) I B11 —A (B) � 1629 � � 1281 � (3137) � 348 ,� (2561) � � (576) \ 99 i LEGEND XX (XX) = AM (PM) Peak Hour Volumes F� Q = Unsignalized Intersection A= Signalized Intersection � = Lane Geometry � = Future Laneage By Others AM (PM) Peak Hour Level of Service � - LOSA–D 0 - �os E � - LOS F � - Not Analyzed Bold/Ifalics = Any Time Period D/C Ratio > 1 r 555 (506) 1080 � 2381 (805) � (1651) � I D126 — C (B) I M12—B (C) 299 � (525) � �� 805 �y, (7oso) o� y yv> ` I1V O N � N N �ff .r. � � O N N O N � � � I � � � � N ♦ �� N � SR 1152 (Holly Springs Road) � 3461 � (2456) � B125-C (B)� u � B13 - B (C) � 2086 —► (3641) � ORANGE CORRIDOR: DSA 1 S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 N TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2035 FUTURE YEAR BUILD NOT LANEAGE, HCM SEGMENT ID#, TO VOLUMES 8 LOS SCALE DATE: February2015 FIGURE 9.2 SR 1578 (Deer Meadow Dr) i _i , CO � _� u a� �� i 401 (3463) �� I (1796) 241 1555 �� 111 � 175 (84) A �612 (610) * SR 2722 SR 2723 SR 1375 �� I (Old (Fanny (Lake aa 2oss (1712) McCullers Brown Wheeler Rd) (175) (3652) Rd) Rd) 241 � (246) Il � (311) � 787 � t— 4243 � 4002 � � (694) � i � (2910) �(2664) � (2353) � g121�—��C (B) I M120 — C(B) � 6119—C (B) � M11s—C (B)I g117—C(B) � D116 — C(B) I� B115 - C�B) B17 -IB (C) �D18 - B(C) � B19 - B(C) � M20 -B(C) I B21-B(C) I M22 -B(C) � B23 -B(C� � 2540 � 1983 j 2067 � 2677 � (4423) � (3550)_] �84 (3725)� (4337) � SR 1404 557 (175) 111 � 610 (Johnson (873)� s2as ssz (6121 Norfolk Pond Rd) 2oas (1712) (311) Southern (3s52� RR 111 _ SR 1503 _ (Donny Brook Rd) 246 (241) J � 311(632)� (4284) �� I I T � SR 2731 3674 610 (�ordan (��s2) (s�2) Rd) �� I (2394) �i W�I Z sU= � U� � �' i 163 1920 303 337 (144) (3716) (438) 438 (304) (232) I l 1 �53 (32) � f ��yy �98(131) 232 144 (163)1 � * � � (337) 32 (53) 121 3I716 131 55 (121) � (55) (1920) (98) 2073 I I (3968) i' i' � I � I I (2072) 401 � 703 �� (378) 943 � (655) �� 4157 � (3047) � M114—C (B) � D24 — B (C) -► � � � 655 \�� (943) y u (975) � • � � (511) 53 458 (54)(921) �' � � 1 � 3346 � � y � t- �2484� � � (y6p6) B111— C(B) � M110 — C(B)� 6109—B(B) � B27 — B(C) I D28 — B(C) I 2114 � —�i (3526) —� � � 588 (467) �-- � � 467 c5$$� 378 � (703) � Wake Tech Drive 45 (85) SR 5324 �— (Stevens Oaks Dr) 85 (45) as �2a� 1'� 204 (213) �, 250 (237) D108 629 — �� 638 24 (1088) (46) W�yL 54 (53) J\ 324(650)� 953 I I (1754) �ii 17 587 349 (43) (1133) (578) �� TT 650 929 (324) (487) SR 1006 (Old Stage Rd) 909 I � 1325 (1325) (909) 423 486 (399) (926) ��1_ � 3214 � (2392) B113 - B25 - ♦♦ 472 52 (872)(94) � � � y� Z 94 (52) � � 38 (40) � �T 520 1231 (256) (857) � (B) I B ��) � �* 2022 —/ � (3394) .—�j 399 (423) � v r '�j� � 256(520)� 1352 40 (690)(38) 553 � � 875 (875) (553) SR 1006 (Old Stage Rd) — B (B) A �B) I 1736 —► ?� (2823) � JTT�'D 1525 213 (�ss) (2oa) 1753 T� (953) � 578 (349) ��20 (31) 29 (34) `1T �''� 8 1133 34 (11) (587) (29) 627 I � � � t 1175 (1175)`� (627) u � � �- � M30 — B (B) � ---► � � � 237 (250) � 132 (92) � 3346 92 (132) �(2484) D112 — B (B) M26 — B (C) —► 2114 � (3526) � 2893 � (2343) � o � B107 — B(B) �� Z� �= 5u � B31— A(B) �� a 1973 � � (3073) —�j 627 (414) '— SR 1010 —' (Cleveland Rd) 414 (627) SR 2725 (Sauls Rd) SR 2725 (Holland Church Rd) �U �=u I� � �a � u 666 r (761) Il � 2615 t— �— 1949 � (4080) � � (3319) _ �619-B(B)� M18 — B(B) � B17 �,� �g2o - c�8�� D21 - C(B) � B22 - B(A)� M23 - C(B 3945 —► 3184 —1 � �zosa�—► (2700).—�j � � � �933 761 \� (556) / (666) y �--------------------------------------------------------------- southeast SEE FIGURE Extension 9.5 u , GN�'�N�'� RR MP� �� \� w� �W� � A�� a. , W --� w. . �� 1246 (1587)�� 373 (668) � \ � 866 � � � �ly� � ? � �/ Y (1280) � �— 2815 � ; � 3305 � � � (4599); � t— (5292) � — A(B) I D16 — B(B) IB15 —�(C) B7 � B(C) I M6 — B(C) I B24 - c(B)I M25 — B(B) IB26 — S(B) 634 - C;(B)I D35 — B(B) I B3� (B� 2590 —� —� —1 4464 _� � (3391) _] � j (3336)—� � )� �� 2900)� ; � ?ps �' � � 347 (310) � �259 4 ; � � � w W e ,�� y3� 68 1578 � °,' 2864 ??3 39 � �� ( ) � 2 �► ^ 55 �2$$>> 11 � � ��(1588) �2 2y � �n,2 Southeast _ _ � ��;� Extension , �- . �----------------------- --------------------------------' j— 2932 �— �asza� � \ � L g5 - B (c) � s�o � (593) �� 55 � � �� s� (ss� � � �2�ao� � / (910) (68) � 2877 � � 4793 � (4556) � �(6736) M4 - B(B) � B3 - B(C� ID2-C(D)I 61 - C(D) I--. .� — C B) I B3s - c(B)I M39 — C(B) � B40 - D(C) I 5678 � 5010 � —�i 6597 � '�'�"� (4006)-� (3633)� � (4879) � � � � 668 � (373) 593 1783 ?? �i'i � � I � 540 (670) (2361 I I � � �� ,��1314 t/�� 1587 � � (1642) (1246) 287 � � � � 518 �� (518) � W (287) II 2346 W W (1301) � � . , � ,� D m 1291 n ^y (2369)'-' �1 y � o � aa� � � 1 (545) � �''� j� � � 545 ^ C7 (487) .-. L11" �T?�' �7�s °° °° TT (2914) i � 2891 �`Y n o� (1788) 70 Clayton Bypass u 1111I 1111 B�S 70 ..... �— 00 Southeast ,529z> 1111 � Extension � W I I I I(3391) �1u1 � � u W � — — n W �*��C 2064 m � � � (2596) m 3146 � 111 m �sise� n 759 .1.�1111 � � �� m o u' m 123 R I � \ W W R n � �� –. rn zs�o � W \(859) �700) 1156 m m� �' (a2z2) � � (1129) m 1111 � N 4,96 •� •— N � _ o 362�' D I I��)I � s22 0 1429� ti 536 � (330) � 908 (9I �) �� \ �159) (1 /7) \ �//J� y � �� `� \ 2230 zs�z � � �� 4$� (z2o� �� Q.�P (2229) -� (4552) N � 939 � 574 � � ��3 ��1111 i � �540� � �s�s� �tio (649) �� / W W 1450� � � /j� � W — (644) � 0`�l �� 1`�` � w R 1� �'34' � �I 540 \ �� o � \� / (396) �� / � zsso �1 �� D � ��aa� / �$ �/ \ �R (322) �(111) �� PP� � � � / � 2358 �ti0�`� 03� �69331 / 112 �� / �/ �2111) \�$ ? (74) 451 1 � 322 � �� 610 / (220) �� (a2s> Pl�l _ �19. `� 2� (343) �1� 2 g9 � �36 M��q � C/B� � (1S 4� � � Z p01 �� `P'�� 699 � 611 r��e3_A(A �18 _ ��q � 2864 �j/ ��1�5�` �gg9P � i� (833) W ��I� �1058)� ��M4_q(8) � D17_��gJ1588� szs� � 93 � �06,g1�� / P`�� \ 11��1 D(1992) � � aza)� 185-A(q� M6 ` B�C1 I � ` ' ` I / � � �23R31 � P��\� �3 �r �� 639 (1463) � I �—� �--� � 6 9 (2887 y \� �.01�� O32 �`�\�33tiab.y� � ��I 159 —► �1366) �1463) ) � � 70 �— g3ti�`�1\ � ( ) � � ��002 Clayton � \ ,---� Bypass '�9�1� "� 7► 701 31 � � 343 '� �� 2273 W m I ��/ ( ) \�� (670) �j � (3719 � N 3sss \5401 220 � D 00 (235s1 �I �� (451) 1111 p7 D /(542) Southeast — _ Extension LEGEND XX (XX) = AM (PM) Peak Hour Volumes � = Lane Geometry AM (PM) Peak Hour Level of Service 0 - LOSA–D � - LOS E � - LOS F 0 - Not Analyzed 542 \ � � (880) �� I � i�� W I I I I� � W �2815 W W �� (4599) `^ O1 1111 � D 4464 — -- (2900) I ..�� SI GREEN CORRIDOR: DSA 1 S.T.I.P. R-2721, R-2828, R-2829 � COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2035 FUTURE YEAR BUILD LANEAGE, HCM SEGMENT ID#, VOLUMES & LOS = DATE: February 2015 FIGURE 9.5 Tiffany Creek Dr SR 2542 (Rock Quarry Rd) 477 (847) �� I �� 847 (477) �— 2064 � � , Southeast D � �2596) � ��zssa� Extension � � � g101 — B(B) IM100—B (B) IB99—A (B)I � �, 5U m� � B39 — B(B) � D40 — B(B)1B41—B (B)I " 2230 � � �ssa —► (2229) —�► � ,<<2°08�� ,� 13 (42) � SR 2700 (White Oak Rd) 679 (1252)�� r1250 (683) 3 654 22 y1 (23) (11) (1219) (22) �3 (10) t�,�.� 106 (209) —► � o (�) 39 (25) 10 (6) � 19 (12) 160 602 (207) (1216) ��11� 221 (za2) � 117 294 66 SR 2555 �216� �133) (607) (107 (Auburn- �— �� 107 (66) 57 (40) �' 44 (56) Knightdale 216 133 ( (17; � � � � 40 57 Rd) (253) 44(79) 79 607 56 (44) (294) (44) 389 (729) �� 729 (389) 342 47 '� 210 (134) (670) (59) � 169 (238) �W y � 3001 � Southeast D � � (3458) � �� Extension =� � B91 — B(C) � � r� 5u �;�B49—BiB)I ' 3092 —► � (3166) —�j � 377 134 (698) (210) 11�� SR 2542 (Rock Quarry Rd) 417 (768) �� 288 244 163 (511) �468) (322) � �, � y � 208 � (163) 163 � (208) �''�'j► 379 519 70 117 ��372) (255) (40) �o � � ��9 �J �— 2884 � � (3359) � M90 — B(C) IBss—B�c>� D88 — B(C) D50—B (B) I B51—B(B)I M52 — B(C) 2993 —► --► �� (11�)�j (3049)--�j —�i � Z 59 (47) 372 � 40 (70) 379 � ) J 11� 530 238 (248) (169) �� 768 (417) \ �� 511 Q64, lti `� \ + A�/%/�sJ (288) b3 206 (366) � � 366 (206) SR 2542 (Old Baucom Rd) 242 \ �2z�� 3263 � (3731) B87 — B (C) B53 — C (C) 3365 —► (3428) � 360 (219) jl 293 (399)� 653 �� (618) D98 M42 618 �►�. �653> 111 219 676 (360) (1255) \.� 1 �. / 130 (242) � "_1 T� � 243 7 1219 211 (133) 21) (653) (105) SR 2555 (Raynor Rd) BUS� 70 � � 1794 (2223) �� 2223 (1794) 209 1585 (209) (2014) ��I� � 522 (416) • � 550 (559) T� 1701 1� ?�` (1378) / II 209 416 1719 61 1063 (209) Il (522) (2051) (35) (543) I�� t� F � 2496 � � 2287 � �(2972) � �(2763) B(B) I B97 — B(B)I M96 — B(B) � B95—B(B) I M94 _ B(B) , . . . 358 (280) i �� SR 1004 � �0�2 (E. Garner (975) Rd ) � � �— �929 � � � 3001 ��zass� t— t— (3458) � � Bss — B�B� � D92 — B� �� — B(C) �� c�i '�u B(B) � B43 — B(B� � D44 — B(B)I B45—B(B) I M46 — B B � B47 — B(B) � M48 — B(B � 649 — B(B) �� m � � 2606 —► � 2117 � 2533 � � 3092 —► � " 1 � � (2661)—�j � Izosa�� (2616)� � (3166) —�j � �l 416 11 � 559 489 \ �522� 1701 358 (550) Southern � (567) � (1378) (280) 207 (160) � � �� 35(61)� 399 917 (293) (418) (1316)�� ( 11) 1 SR 2700 (White Oak Rd) SR 2552 (Battle Bridge Rd) 469 �sa2� � SR 2555 (Auburn-Knightdale Rd) 382 (468) �_ -'�� 1719 (2051 W W/ 209 (209) �' 280 (358) � 1? � 1850 559 (1449) (550) (2409)li �� (1999) �US� 7� 293 89 (378) (90) �y� � r � � i � � F I M86 � I D54 � � � � � � 300 133 (360) (166) l�� Z 167 (133) ,` 140 (148) J *�\ I 302 74 (249) (57) �� 163 � (147) B (C) — 47C� � (163)�j �90 (89) . 57 (74) Railway 307 � (281) 1�-- s,oy .�—�— : 3ao� � �asaa� � �— (3865) , D Southeast � B85—B (C� D84 — B(C) � B83 — C(C) �, = Extension B55—B (C)� M56 — C(C) � B57 — C(C) �� m � 32i$ � �► 3499 � � � � �s2ss� � � - � � (3571) —� 281 `�' � � (306) 286 148 (217) (140) 357(434) � � 434(357) SR 2555 (Auburn-Knightdale Rd) SR 2516 (Hodge Rd) 132 (212) � � 212 (132) SR 1007 (Poole Rd) � 50��11T�8� ; t 24 598 249 � 229 (249) (54) (1224) (229) 30 (74) 509 � � � � 251 (559) (881) F 54 (24) � � ? � gg 74(30)� 77 �224 559 (509) 84 (77) (84) (598) (251) 1021 (1702) �� 30 991 (2a) ��s�a� �,.�11� '�'�' 1702 (1021) 26� � ? 1 (135) 309 (318) � 237 1393 � 563 (1177) � (107) (703) FREE � 3407 � � �' � 872 � D � � (3865) � � 3140 (1495) �� _(3730) � � �683 - C (C) �M82-C(C�681-B(C)I �� rn� I g5� - c(c) I D58 - B(C) I B59 - C C) I � 3499 —► � 3364 —► (3571) —�j .� �� (3304)� 1236 318 Southeast 135 (2542) (309) Extension (267) � I I I � wv-w ,540, 2$ �3�, 1 A t I�� 107 (237) � 1602 1177 �11 (780) (563) 11 (2779) �Y �Y I �(1343) SR 1007 (Poole Rd) � 4012 � (5225) W80 - C (E) W60 - C (C) � 64 � � 264 � i � v (6958) ��i Rt \pp �� (3338) .�111 � N 1??� � � 0o m m �o 628 W W (1526) 2807 j� �? �� 1526 � (5432) � � (628) ^ 5587 �� W (2710) 731 � (593) � � 593 � W (731) I � � i �� 3538 W � 11'�"� (6025) m p0 6180 ,��,��, (3441) """"""" 1585 ; �oss (1653); (�a/aa r . � L R 447 •— (420) ; � � �B75 � B64 , (48� ; 909 � � � 5392 76) � ` � � FIGURE 9.8: (3957) ,I - --------------- �----- -- ---------------- � 72� ��25s� l�i � TTT �sszo� SR ; � (C m — Faisc SR 2233 (Smithfield Rd) .�1110 � 1??'� � � V 940 � n I � 1762 ,,�sz� —. m (940) m .� � 3077 � (5494) � �� 1�� 11� �2980, � y N � � 294 �1 � � j� 324 (324) � m (293) Llll � �° 11?�' (5818) �� I �� (3273) I !�-^-'� � � 64 � p 264 � � `-- � Business 64 � v SR 2516 (Hodge Rd) Carolina & 1176 Northwestern (1585) RR � 2617 843 3793 � � (a��s� (1389) � (5758) � � - B C I M74 - B(C) IB73 A(B� �72 - B(C) � ` � ' - C B I D65 - C(B) I B66 - B(A) —► —�j � 3807 � � � (2781) -i � ?515 Lynnwood 1585\� ild Rd (1176) y n Rd) SR 2233 (Smithfield Rd) � 798 � (748) y ►� .- � 3460 j— � 4258 � (5562) � t-�- (6310) IB7� - B �C�I D7O - B �C� �669-8 (D)� _ _ . .� I M67 - C(B) � 668 - C(B) I —► � 5944 —► � 2137 —�i (4422) � � (1641) � Business 64 � 6180 � (3441) W23 - B (B) W4 – B (E) � 3538 —► (6025) � � 1 � 1096 (1444) W 3793 � (5758) I ♦�♦ n 540 W � ��I� n 5392 W (3957) TTT� � � W n \ (1366) W \� W � — N W � v � v I W 447 3346 W �� (420) (5338) n � �� TTT 3206 420 � — (2591) . \ 1766 (919) (447) � � � 2675 � (1575) � 5733 � 997� � 4736 � 7411 � (3021) I (676) � �2345) � (3920) � 622 - D(B) � o n M21 – E(B) � 620 - C(B)� D19 - E(C) -�q� 0o c) !� g5 - B(C) � M6 - B(E) W M8 - C(E) � B9 – C(E) �� zaaz ---► �ass�) � s�s n 3361 � � 4017 � ` �11766) 909 (6347) � � (7256) � � � LEGEND 676 (997) � XX (XX) = AM (PM) Peak Hour Volumes � Q = Unsignalized Intersection A= Signalized Intersection —1 = Lane Geometry � = Future Laneage By Others AM (PMl Peak Hour Level of Service � - �osA—o � - LOS E � - LOS F � - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 �/ (656) I� � 656 TTT/� csos> �� 4203 W (3267) v 2427 � (3572) W — ♦1♦ n 1585 � (1653) O �� o � � n c� n ao�z m (5225) � W�W� Southeast Extension u �'�'�' � NC 540 at US 64/264: DSA 1 4859 S.T.I.P. R-2721, R-2828, R-2829 (4176) i COMPLETE 540 N TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2035 FUTURE YEAR BUILD NOT LANEAGE, HCM SEGMENT ID#, TO VOLUMES 8� LOS SCALE DATE: February2015 FIGURE 9.$ SR 1153 (Old Holly Springs Apex Road) 111T1 Triangle Expressway (Western Wake Freeway) � �� 4003 � N i � (3565) � �' B115-C(C) � M114- � W' 5U �' a, B1- B(D) � D2 - �i 2760 � � � m i (4853) � � � 1641��(1156) c (B) B (D) SR 1153 ��I� I (Old Holly Springs Apex Road) � � 2402 a� �(2473) 5nZ' B107 - B (B) =� u �, 69 - A (C) 1 i � 223 (148) �— 2362 �(2409) 6113-B(B)� ��N � �, �N �ir U W ' o' � � a a�Z z�w W�m � 2585i � � (2557) � W112 - B (B) � 63-A(B) � W4-A(B) 1604 � � 1752 � (3212)� � (3435)� 148 � (223) SR 1152 (Holly Springs Rd) 930 � �� (931) (1294 1488 113 815 2 � ) (93) (1196) (5) �5 �3) 21 I � � 12 5 SR 1300 � � y�� A� 11 (6) i� SR 3921 � 93 (113) —' Sancroft Dr (Kildaire Farm Rd) 1 (5) � ��1TT �' � � � 863 769 (1370) �I 1370 1196 4(20� (1488) �I (769) (815) (10) (2572) �� I � (1594) ;--------------- -----------------� � � SEE ; ; FIGURE 10 2 ' � 2ss (291) � uBypass (3010) 1111 (1614) 288 1326 � (291) (2�19) '� 639 (310) � 11 � 322 (320) / � �— 2297 � �(2266) � � B111- B (B) � B5-A(B) 1329 —► (2579) —�j 423 �ass� �� 2371 856 (1304) (423) 856 (423) �— 1441� . �� . � (1843) I M��g �g) I B109-A(B)� . � , � 961 . (630) � 2402 � (2473 D108 - B (B) � � D6 - A(B) � B7-A (B) I M$ - A�B) I �� —► 1038 —► —► 11T —�i (2291) � 1668 � � (3252) � 291 1338 310 (2$$) I 630 (2400) (639) F��J �� (961) 11 �. A � 1? � � 2936 320 (1439) (322) (3256) �� I (1761) � Bypass u • � ; SR 1389 ' � (Pierce Olive Rd) s2o � (388) � � � � � M106-B (B) � D10 - B (B) 1668 � (3252) —► � 1782 � (2085) 6105- A(B) B11- A (B) 1280 —► � 388 (2632)� , � (620) � , � � � � � , . , 'olumes � � � � � � ion � � � � � � � , � �--------------- ---------------' 2755) �� 2755 hers � (1909) SR 1152 (Holly Springs Rd) � 1053 � t— 2835 (765) � � (2850) � D104 - B(B) � B103 - B(B) M12 - B (C) I � � � � � 765 (1053) B13 - B (C) 2045 � (3685) —�j SR 1387 (West Lake Rd) I D14 - B(C) � B15 - A(C) � issa —► —► (3194)� � � 381 (491) � E Williams Street u ) �B107 - B (B) - 69 - A (C) Triangle Expressway (Southeast Extension) SR 1386 (Bells Lake Rd) 822 (1532) � I � 1532 (822) 556 266 (1252) (280) '� 446 (212) 111 � ►� 278 (309) � � F � M102 - �521 I I ��za) W�Y� 212 622 (446) (1115) ��11� SR 1301 SR 1301 (Sunset (Sunset Lake Rd) Lake Rd) � � � 1668 —► (3252) —�j J TT �P 1086 225 � 724 (610) (101) (521) � 3068 491 (381 � � zsaa � 2990 - ��zase> � ( ) i o0 B(B) � B101-B(B) � D100 - B(B)� B99-B(B) � w� � = 540 M16- B(C) � B17-B(C) ' Q u � 2185 � � � �� (3918) � 280 (266)� �'��'�' 101 (225) � 309 1031 (278) (445) 11 ?1 723 I � 1340 (1340) � (723) SR 1386 (Bells Lake Rd) Southeast f— 2402 Extension � (2473) �,I e�o�—e(e)I M106 — B (B) u�� D'I B9–A�C)I D10 — B (B) � 1668 � � (3252) � 388 (620) LEGEND XX (XX) = AM (PM) Peak Hour Volumes � �% = Unsignalized Intersection A= Signalized Intersection —► = Lane Geometry AM (PM) Peak Hour Level of Service 0 - LOSA–D � - LOS E � - LOS F � - Not Analyzed I B105 — A (B) I B11 — A (B) 1280 � �33 �� SS �rs3� � (4g)J � � SR 1152 (Holly Springs Road) � N �� v^ 11J� N � (454) 1053 � 1782 (765) � (2085) � I D104 — B (B) I M12—B (C) � n � I � 0 � v N � I � ♦ �� N T SR 1152 (Holly Springs Road) � 2835 � (2850) � B103–B (B)� u � B13 – B (C) � 2045 —► (3685) —�j ORANGE CORRIDOR: DSA 6 S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 N TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES NOT Z035 FUTURE YEAR BUILD LANEAGE, HCM SEGMENT ID#, VOLUMES & LOS TO SCALE DATE: February2015 FIGURE 10.2 m w u= U Q � 401 (2995) �� I I I (1570) 490 1080 (514) (2481) .� � 111 � 161 (69) SR 1375 �� (Lake SR 1010 Wheeler Rd) (Ten Ten Rd) 1146 �� (814) 736 3068 � � � (724) i � (2990) � � ie22 t— � �2i�s� ' B99 — B(B) I M98 — B(B) � B97—B(B) � D96 — B(B)I i , B17 — B(C) I D18 — B(C)I 619 — A(C) I � 2185 —�i 1885 � i (3918)� (3262) —� SR 1404 � (Johnson 300 1747 69 Pond Rd) (656) (3044) (161) �3°00> 111 193 1645 172 731 (242)(3196)(330) (593) '�{ � I � , t— � t �i � 593 (731) �� TTT 656 2834 (300) (1501) 161 (69) Parkway Dr � � t— 2658 � � (2900) � B95 — B(B) � D94 — B(B) � D20 — B(C)�B21—A (B)� M22 — B(C) I 1371 -� -/ (2772) j -� 514 � (490) i 793 W � N �� / (897) W W / � JTTT � R 2976 724 (1311)(736) �� (2047) L330 (172) t-407 (266) .� 176 (178) 242(193i1' �� 266(407) —► 131 3196 178 85 (131) � (85) (1645) (176) (3505) V��Yi �� I (1906) �01 I UI W� u =� U� a �' SR 2710 (Buffaloe Rd) 586 (511) Future Rd �p7H / � � � '� � 2819 ��t— SR 1006 (Old Stage Rd) 1725 Ill�� 2468 (2468)� (1725) 1614 111 (2379) (89) 111� (3334) �� 586 1671 (511)(2823) �a�lll ,� �— 2233 �(2969) �(2458) � \ �I M92 — B (B) �B91—B(B)� M90 — � D24 — B(C) IB25—A(B)I M26 — 2164 � /I I (3669) � � �� ii %` 454 556 ( ($13) � Norfolk Southern �6�2� � RR 913 �s�' SR 1010 � —► Ten Ten Rd 616 1239 11 TT 2224 (913) (2224) ----(1239) � -------------- ------� SEE ; ; FIGURE 10.4 ; ; 1201 � � � 3250 (912) � � (3135) � M86 — B (B) I D30 — B (C) 2330 � (4100) —► � 2049 � (2223) � B85 — B (B) I �B31— A (B) � 1418 —► � 912 (2899) � , � � (1201)� � � � � � � � � � � � � � � � � � � � � �--------------- ---------------� (2036) +� I I (1060) u 664 519 �89 (112) (�� 453 (919) �� 575 (1063) � �66 (123) � SR 2713 � (Vandora 919 (453) �' �' � —► � � �► �► —> Springs Rd) 2379 1063 1 4 238 221 221 123 1 40 2 (1613) (574) (663) (z38) (66) (519) 1?� 3334 (344) � � (304) (2257) � 813 (454) � 2so �2sa� 111 (1803) / as � � 1 I f (45)� B(B) �689—B B (C) � 627 — B (C) 2062 —► (3810) .—�j � � zss (2so) 1507 (2278) �� 511 (586) � � � � � 45 (86) 2096 268 �, (1262) (290) (2364�'• ��(1552) SR 1006 (Old Stage Rd) `� so� (609) D84 — B (B) M32 — B (C) � ---► � � � 609 (907) � 2956 �—(2832) B83 — B (B) B33 — B (C) 2027 � (3806) —► � 1103 ✓ ��22� � 3250 � (3135) )I D88 — B (B) M28 — B (C) SR 2707 SR 2547 (Bryan (White Rd) Oak Rd) 2330 —�► (4100) � SR 2711 (Buffaloe Rd) Ip �=u IU a �� SR 2712 (Thompson Rd) Southeast f— Extension � 3250 (3135) � �687–B(B)I M86—B(B) u 1B29-B (�)I D30 — B (C) 2330 (4100) � � —> 912 (1201) LEGEND XX (XX) = AM (PM) Peak Hour Volumes � �% = Unsignalized Intersection A= Signalized Intersection —► = Lane Geometry AM (PM) Peak Hour Level of Service 0 - LOSA–D � - LOS E � - LOS F � - Not Analyzed � B85 — B (B) 1B31 — A (B) 1418 (2899) � u �� M O � � u C �� f u �" "� 907 � 2049 (2223) (� � F D84 — B (B) M32 — B (C) � 2956 (2832) � �Bas — B (B) I u � B33 – B (C) � 2027 (3806) —► � RED CORRIDOR: DSA 6 S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES NOT 2035 FUTURE YEAR BUILD LANEAGE, HCM SEGMENT ID#, VOLUMES & LOS TO SCALE DATE: February2015 FIGURE 10.=� 261 (345) �i Southeast Extension �4� 340 � �� 2956 2027 W W ( ) (3806) w w 2832 iii n W�I�� N 1043 � � ��(601) 601 I W (1043) � �.- / ►�►� � °�° iT I 1043 D �so�� — .-. D � TT I � � � 345 1426 � (261) (2763) I � 1 698 111 D c34o> � � 5os�' 532 (740) (565) � � 1791 1 � 1285 � �(2461) � (t�� t—(2503) � (1938) � 3836 � \ 611 - B(C) � M10 B(C)� Bs - B(B) � W8 �- B(B)� B7 - B(B) � � 2237 � � �� — (6382) � (3921) � 00 I � 345 � (267) IL 1630 � � (2199 D6-B(C) �B5-B � I B7 - B(D� M6 - B(D) � � � ��905� B5 - A(B) � B8 - E(C) I D9 - C(B) I B�o - c(B)I D11 - C(B) D D D � 6143 —► —► 4945 —► —► �, —► � W (3992) � � (3239)� � � 63 � �1 (846) � 698 1198 565� �s�3 (753) �1 (z2si� (340) (506) �� 1097 � (1246�'� W �� sos G��%� � �sss) / � ^y �,`�j 2199 � (1630) 1459 � B12-B(A) (1098) � � � � � 740 ��n W ��532) W�I W � � y 1246 W Oo �(1097) �! O I I � W �� c� c�11 �7' � � � 2523 I (4009) W �� 111 _ � ,33z8, NOT Southeast Z TO Extension SCALE �4� 1229 c,sZ3 531 BUS � 70 � �� 1643 �� (2335) �� (1643) .�1�� ?T � �,4 (643) � � � I �� r � 1099 �— �— c,ss�� M4 - B(C) I B3 - A(B> � 2237 � (3927) �B12 - B (A) 3682 � r— (2393) � B14 - C(B) � D15 - C(B 2199 � � � (1630) —1 i� 266 ' \ (222)� B16 - C (B)� � 1933 —� � (1408) � TT�' czss� 1 1620 222 (1000)(266) � � M2 B (B) � � (1403) �i�i � I I I (1266) . I . W17 - C (B) � 2576 � '� 643 64 9 �2�22��1 643 ��14) (689) 714) t%11 11 I11 1964 (2533) ii�i 2533 (1964) I�� 877 � � (1001) � � 1943 � B1—A(A) � � (2266) � � � 3114 � � 5057 � � � 4922 � � (7188) I D4 - B(B)�B3 -�(�)I D2-C(D) I B1 - C(D) I M13 - C(C) I B�4 - c(c) 3682 � —► 6949 � (2393) —► \ —► � —► � (5213) � � a�s - B(a)� M19 - D(C) I B20 - D(C� � 1644 � � 3267 � 932 �(1591) � � (2820) � (531) �/ 7623 (1229) 1623 (1229) SR 2555 (Raynor Rd) Southeast � Extension � � � � � u °'� T , �BUS 70 � 3159 � (3328) B79 – B (C) � B37 – B (C) T2523 —► (4009) —�j 1656 (1950)1 � 13 1593 50 Z� (10) (1906) (34) Camping (15� .� 11 �► World ~ ! Driveway 15 10 (13) � (20) 3 �5� � I�'�' 1954 (1662) '� 33 (52) 245 t� Z �Z) (437) 1 i� 210 (383) � SR 2542 (Rock Quarry Rd) 378 (688) �� 688 (378) 113 228 37 365 (142) (483) (63) � 63 (37) (305) � I � �' 94 (69) ,r SR 2555 �— � 48 (59) (Auburn-Knightdale Rd) � 142 (113) 305 69 (94) � (365) 94 (158) �, SR 1004 (E. Garner Rd) � � � � �I � � � � 382 (680) �� 17 365 (16) (664) �r � 11� 221 � (103) Il t— 2938 � (3225) M78 — B (C) D38 — B (C) 522 168 703 (975) (226) ,22,, � 1 � y L 16 (17) � 87 (204) �, � Rock Quarry 609 (1179) �� Rd Extension 434 �so / t-234 (438) �86�� (816) (352) 205 (165) � �'�1�' -. 165 158 483 59 (205) (94) (228) (48) 11 680 (382> � 226 (168) � 325 (537) � I � 204 454 (87) (214) B77 —B (C)I B39 — B (C) I 2420 —► (3788) —�j � �T��' 642 537 (284) (325) t�1179 (609) ��226,423> � 11�► � � ~ �� s �! `� /i 8 0 �,�6 \R `3 \ + � �"�r'/ 8% (461) 3`ti 212(385) � � 385(212) SR 2542 (Old Baucom Rd) � � � � � 438 (235)� d 6 1911 385 437 6(5)� l� � 1 (3) (1597) (210) �246� 6 422 232 (428) (5) (226) �� 428 (231) Southern SR 2542 Railway (Rock Quarry 1806 (2294) �� 2302 (1810) Rd) B S �OJ � � 551 � (705) �— � D76 — C (C) M40 — B (C) � � � � 705 (551) SR 2555 (Auburn-Knightdale Rd) 396 (484) 1 288 108 (373)(111) SR 2552 i � � (Battle Bridge Rd) � 3489 �— I � (3930) � V• B75 — C (C) I M74 B41 — B (C) I D42 3125 � � (4339) —�j � 295 133 (354) (167) � � %1 �' 485 (396) � 168 (133) �„` 140 (148) � T �' .` c28$� 317 108 (263) (83) 1 t 216 � �— 3273 � (794) � (3736) � C(C) I B73—C (C� D72 — C(C) — B (C) IB43–B (C)� M44 — B (C) � 194 2931 � � (4123) � -� (216) �j � � 111 (108) 83 (108) 281 " � � (307) 314 148 (238) (140) 378(462) � � 462(378) SR 2555 (Auburn-Knightdale Rd) � 3581 � (4017) � 3 B71 — C (C) �� Southeast � Extension B45—B(C)��m � 3212 -. � � u (4430) � SR 2516 (Hodge Rd) 132 (211) � � 211 (132) SR 1007 (Poole Rd) (1 35�i ��(8 0) t 23 607 250 � 226 (250) (57) (1252) (226) 16 (43) 481 � � � � 239 (546) (839) F 57 (23) � � ? � 8 9 43 (16) � 93 1252 546 (481) 111 (93) (111) (607) (239) 1043 (1739) � � 88 955 (83) (1656) �,.�11� �'r 1739 (1043) 359 � � � (207) 297(296) 271 1442 � 595 (1224RE� (124) (747) � 3581 � � � 31 �- (4�1%) t- � (3810) � � �671 - C (C) �M70-C(C�669-B(C)I �� rn� � B45 - B(C) � D46 — B(C) � 3212 —► � (4430) —�j .� � Southeast 207 � Extension (359) � u � ( 1520) 'iW W - B CJ3005 —► � � (4071) � 1254 296 (2583)(297) WWW y aa �sa� �' �' �' �' � 124 (271) � 1630 1224 �� (783) (595) 11 (2854) �Y �Y I �(1378) SR 1007 (Poole Rd) � 4114 � (5330) W68 — C (E) W48 — C (C) 4525 � (4963) � � 1620 (as2) SR 2233 (Smithfield Rd) �4 � � i (6958) ��i m .1�� ° � 00 m � 628 W (1526) 2807 �'`� � (5432) � ��W � � � 62 4� i V \pp �� (3329) N �� m � � W 1526 W �� (628) ._(2701) _ 731 � (593) � � � N 593 � W (731) I � � i �� 3538 W � 11�"� (6025) m 0° ,��,��, (3432) ---------873 1625 ; ss2 (1619); � r . � � � 746 ; (1033� �------------ R 463 � (444) ; � � � B63 ; B52 SEE ; 4829 FIGURE 10.8: (4557) ------- ----------' � 4004 �Yi� � I � I �3g9g� SR ; (7201) n (� m Faisc .�1110 � 1??'� I � V 897 � n I � 1720 ,,�Zo� m m c89>> '- � 111 W �' 5655 � (3001) 1�� 11� s�o� � (5481) �� N 243 �1 � (258) � v Llll`� (5739) �� I !�-^-'� � �64) v �– — v �� I j� 258 m (242) �°?1?�' �� (3243) 264 Business 64 � v SR 2516 (Hodge Rd) Carolina & 997 Northwestern (1347) RR � 2711 788 3708 � � (azs�� (1270) � (5634) � � � � — B C I M62 — B(C) 1B6� A(B�D60 - B(C) � � — C B I �� B(B) I B54 B(B) � � � --► � � � � � ?515 Lynnwood 1347 ild Rd �997� � n Rd) SR 2233 (Smithfield Rd) � 704 � (667) � � � 3499 j— � 4203 � (5557) � t-�- (6224) I B59 — B (C)I D58 — B (C) IB57 - B (c>I _ _ . .� I M55 — C(C) � B56 — C(C) � (3560) � � � (5052) —�j � 1937 � —► (1492) Business 64 ; '� 3708 � W ��t�° (5634) I � � ,�,�,�, � W (4557) ��;�� TTT� o � � � .� , � R W n \ (1219) C� n � R� \ W � — o W � rn � cn 463 3245 W � � .\ 1479 (444) (5190) n � (756) � �� TTT Zsos 444 � — (3338) 1033 (463) � ��asl � 2512 � � (3432) � 5736 � �ssz� ' � 4863 ('�502) � 7375 �— � (2988) I � (2396) � (3898) 64 � W23 — C(B) � 622 — D(B) � � � M21 – E(B) � 620 — C(B)� D19 — E(C) —�q� r� 264� I W4 – B(E) I B5 – B(E) I M6 — B(E) W M8 — C(E) I B9 – C(E) �� zsoz ---► 3538 —► � 3258 � � 4004 � asse� �so2s� � � —' �„4is� � (s�ss) � � (�zo�)—�i � � 1033 �I � '/ (746) 1036 � /c (1336) 592 (873) � LEGEND XX (XX) = AM (PM) Peak Hour Volumes —► = Lane Geometry � = Future Laneage By Others AM (PM) Peak Hour Level of Service � - �os,n—� � - LOS E � - LOS F � - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 � � 746 �� (1033) �� 3779 W (3930) � 2489 ~ (3711) W — ♦1♦ n 1625 � (1619) � �� 4114 m T�T r. (5330) �" 4525 ��,�,�, (4963) Southeast Extension u NC 540 at US 64/264: DSA 6 S.T.I.P. R-2721, R-2828, R-2829 � COMPLETE 540 N TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES NOT 2035 FUTURE YEAR BUILD TO LANEAGE, HCM SEGMENT ID#, VOLUMES & LOS SCALE DATE: February2015 FIGURE 10.8 SR 1153 (Old Holly Springs Apex Road) 11111 Triangle Expressway (Western Wake Freeway) � �� 4263 � N i � (3097) � �' 6131–C (B) � M130– � W' 5U �' a, B1– B(C) � D2 – �i 2612 � � � m i (4656) � � � 1397 � � (964) C (B) B (D) 964 (1397)� SR 1153 ��I� I (Old Holly Springs Apex Road) � 231 (156) �— 2866 �(2133) 6129-B(B)� ��N � �i �N �ir U W ' O� � � a a�Z z�w W�m � 3097 i � �(2289) � W128 – B (A) � B3–A(B) � W4–A(B) 1648 � � 1804 � (3259)� � (3490)� 156 � (231) SR 1152 (Holly Springs Rd) 1032 � � I � � 1424 (1424) (1033) 1446 174 856 2 � ) (143) (1276) (5) t5 �3) 21 SR 1300 $� '� 11� �11 (6) �� SR 3921 (Kildaire Farm Rd) —► 143 (1 (5; � � �� (Sancroft Dr) 845 �01 (1267) �I 1267 1276 4�20� (1446) 71 (701) (856) (10) (2491) 111 ??1 (1587) r-------------- ----------------� � � SEE ' ' FIGURE 11 2 ' � uBypass (3084) 1111 (1658) 302 1356 � (305) (2779) '� 414 (202) �I l � 317 (317) i 302 (305) � / � �— 2795 � �(1984) � � B127 – B (B) � B5–A(B) 1541 —► (2957) —�j 263 (533) �� 2670 533 (1456) (263) � 731 533 (519) ►� ` �� ,(263) � 1721 � (2240 �— ( ) � I M��g �g) I B125-B(A)I D124 - B(B) � . � , � D6 - A(B) � B7-A (B) I M8 - B��) I � I� —► 1236 —► —► 11T � `(2655) �, 1755 � ,I /. (3386) � 305 1471 202 (302) � 519 (2682) (414) F..J ,I� (731) 11 �. A � TT �� 2898 317 (1417) (317) (3215) �� I (1734) � Bypass u ' � ; SR 1389 Talicud 514 ' ;� 1406 (P�erce Olive Rd) Trail (310) ✓ � • • (979) 3885 � � 2993 � �(2240) � 6123 - B(B) I~ M122 - B(B) B9 – A(C) � D10 – B(C) 1755 � (3386) � 310 � . �...._..._ (514)� � 2479 � (1930) � 6121– B (B) � B11– A (B) 1445 —► (2872) � � � � � � � � � � � � � � � � � � � �� ---------------- ----------------' (2254) `ii I �� (1573) SR 1152 (Holly Springs Rd) (2sos) � � � � � im D120 - C(B) I 61�19�- C(B) � Z �s3 . I . � ' = SR 1393 (so�; M12 - B(C) � B13 - B C) ' Q (Hilltop- � —► � � � Needmore 6 6 ,, � —►T Rd) ��s5) 979 2424 SR 1390 Lebrun (1406) �a2�s� (Optimist Farm Rd) Path Doughtymews Lane Extension 61 � ? 34 (34) I (62) 29 23 9 (10) (21) (3) � 4 (9) ��— 715 (590) �c� r � �9� s (30)1. � .�,, 590 (715) —� 19 21 9 7 (20) � ��) (23) (4) (50) � � (34) SR 1421 (Old Mills Rd) E Williams Street u ) �B123 - B (B) - 69 - A (C) Triangle Expressway (Southeast Extension) SR 1301 SR 1301 (Sunset (Sunset Lake Rd) Lake Rd) � � � 1755 —► (3386) � 5u MATCHLINE "B" 2424 W W '��"� (4278) W � I � 3885 �� n (2909) � � ��W� � � I I I \ � , � �M I i � C� �-. .-. C� W 127 W w (165) zze� jr' � / (4713) D n 1 I 1 163 /� I I I � 0° s�2z R(129) iii� c2�ao� \ � o 155 � � � �(277) I pp 220 (132) (33) � 61 (73) n � (154) 146 74 t— 626 (468) W (93) (61) .� �. � . ;; .� �., U � �� 1' — — 130 (108)� 94 (144)� 396 (514)—� 505 (589)—� ��i W W �� I n I I I 2452 W (4330)� � 3942 �� W (2934) MATCHLINE "C" Southeast Extension u P 574 � 33 (21) �as9) SR 1393 541 (448)t— (Hilltop- —► Needmore a�o Rd) (575) SR 1152 (Holly Springs Road) � � �� 11J� N � n � n b. � ` I 514 � (31� R 403 \ Southeast f— (216) 2993 Extension � (2240) 3�1 e�zs-e(e)I M122 — B(B) I B121 — B(B) u.�. � �� D�I B9–A�C)I D10 — B(C) I B11 — A(B) � 1755 � � 1445 � (3386) —�j 310 (2872)� � (514) 94 ,/ g4 (111) %� ��s �rr�j � (4p31 � � o � J � � LEGEND XX (XX) = AM (PM) Peak Hour Volumes � �% = Unsignalized Intersection A= Signalized Intersection —► = Lane Geometry AM (PM) Peak Hour Level of Service 0 - LOSA–D � - LOS E � - LOS F � - Not Analyzed ^ ryry\ ^O � �� O ��f1 � �LL�� \ 9 � �46/4sss/ r4�� r 446 (414) 1406 � 2479 (979) � (1930) � I D120 — C (B) I M12—B (C) 565 � (960) � �� 979 �, (1406) � , ^� �o a p. ` � 3885 � (2909) � B119-C (B)� u � B13 - B (C) � 2424 � (4278) —�j ORANGE / PURPLE CORRIDOR: DSA 8 � N �1� S.T.I.P. R-2721, R-2828, R-2829 r � � ,.� COMPLETE 540 � I�� cN•i � N TRIANGLE EXPRESSWAY � SOUTHEAST EXTENSION SR 1152 WAKE AND JOHNSTON COUNTIES (Holly Springs Road) NOT 2035 FUTURE YEAR BUILD TO LANEAGE, VOLUMES & LOS SCALE DATE: February2015 FIGURE 11.2 SR 1404 (Johnson Pond Rd) 379 � (420) Il � 3942 t— �--(2934) � 6115-C(B) � M114-C(B) �01 � , $;,,111 ??T � ;;; ��s 79 L216 (146) (1421) (150) ,� �,1 `► � SR 2750 */ g (Norman Blal TT Y' �4s Rowland Rd) Rd) 1377 67 216 216 (146) SR 2753 ~ (Dwi ht ( ) (731)(66) (2116) �� I I � (1173) 379 794 (420) (1696) A � 39 (18) �� 187 (180) �07� Norfolk �s 963 (1155) Southern (39) (1837) RR I I SR 2751 � y�y as2 � 226 � (Hilltop Rd) ,� � 3563 ( � �— 2sez 1198) � � 2918 � �(2514) ` � �(zos2) �— �--(2260) �— � B113 - C(B) ��- C(B) � g111- B(B) I D110 - B(B) I g� - g(B) I I 617 — A(C) I D18 — B(C)I 619—A(B) � M20 A(B) � � B21— A(B) I M22 — B(C) �� B23 — A(C) I 2452 � —► i sso —► �� 1598 � � 1778 � (4330)—�j � �3080�—�► ��$ (3119)� � � (3306)—�j ,� SR 2738 SR 2727 (Mal �Sauls Weathers Rd) Rd) Southeast o� Extension u,�� Z J� _ 5� �� a, � 872 (1250) � 2400 �--(1922) � B105 — B (B) B27 — A (B) 1441 —► (2787)—�.� �39) �r� � 180 2077 871 (187) � 963 (1155) (452) ��837� 597 (1140)�� 1140 (597) I�� 102 476 19 43 (19) `r A 432 (133) (964) (43) � � 111r� R SR 1010 (�) 12 �� ,�,� �58(51) a2o 379 � (Ten Ten � � � � SR 1006 (Old Stage Rd) 28� 1 �` 547 (548) I (280) 32 241 7 61 (73)��) (14) (�oa) � � —► 73 (32) � 108 0 (0) �s�) 35 (29) 314 I � (464) � 50 264 (49) (415) �" � � 585 (385) � M108-B (B) D24 - B (B) 385 � (586) � 113 (��) SR 4821 (Red � Brick Rd) 452 (871)� 252s �so Rd� 43 � 133 (102)� � 1�► � Connector (1*28) (187) 7 (12) 702 �432) 204(318)� 318 964 51 (113) �. SR 2731 (Jordan Rd) 1052 398 646 (399) (2017) (650 � 56 (61) �� SR 2886 ili`' ***,, —► (Meadow Dr) IIY 2011 66 (1048) (52) �200$) i�`Y �� (1100) � 401� � 464 ��02� 20� (122) � � �� y <— �— 2193 t� (1800) I M104—B(B) �g�o3—B(B)I I D28 — A(B) I B29—A(B) —� 1319 —� � (2580)—� � � -'1 122 \ (20�) � (204) (476) (58) 56 654 (53) (1334) �' �� TT 236 (126)� 151 1151 297(330)� (69)(584) \ (456) i 1 � . . t— D1�� (B) I I M30 —� B�B� I �(533) �„��, ?� � 126 825 236) (1428) ��i� 53 (56) � � �� 69 (151) �, 330 1249 (297) (597) ( $579) i� I I (894) u � SR 3718 (Turner Farms Rd) � 2333 � (1875) � B107 - � B25 - 11 290 14 (421) (27) W � %, 49 (51) J ` 336 (535) � �14 (7) 0 (0) �r?� �I/ 29 460 4 (35) (241) (5) ��465 (315) � 27 (14) � � 40 (33) � TT 535 438 (336) (301) B �g) I A (B) I �� 1393 � (2720) � � �� 924 34 (586) (40) 626 I I I�� 958 (956) �'�' (626) SR 1006 (Old Stage Rd) � 2726 �(2256) B101 — B (B) B31 — A (B) 1775 —► (3113)—�j SR 2704 (Wrenn Rd) 19 (11) '— SR 2884 � (Karen Dr) (19) � 67 � (47) �— � � D106 - B (B) M26-A (B) � � � � 48 (67) , w Southeast �, w Extension Z �' � 5u ,a � SR 2739 (Barber Bridge Rd) SR 2736 (Rock Service Station Rd) u 594 r (675) Il � 2570 t— �— 1976 �(4101) � � (3426) _ �19-C (C)� M18 - C (C) � g17 ��1 �g2o - B�8�� D21 - B(B) � B22 - B(A)� M23 - B(B 3927 —► szsz —� —�i �zoa��—► (2681).—�j � � � �917 675 \� (549) / (594) y �--------------------------------------------------------------- southeast SEE FIGURE Extension 11.5 u , GN�'�N�'� RR . `�P� �� r, N_' 'oa. `r, W � a� a' . �� 1227 (1554)�� 429 (759) � \ � 841 � � � �ly� � ? � �/ Y (1245) � t— 2817 ; ; � 3459 � � � (4671) ; � t— (5526) � - C(C) � D16 - D(B) IB15 - q(C) B7 � D(C) I M6 - D(C) I B24 - B(B)I M25 - B(B) IB26 - S(B) 634 - C;(B)I D35 - C(B) I B3� (B� 2636 -� -� -1 4497 _� � (3573) _] � j (3552)-� � ) � � � —�i —�► �2928) --►► ; � lgr � ' —� —► 328 (292) � �Z4S 6 ; � � � W W � g3 �J� �„y3� 2s � N A (2739) 11 � D ��(1497) �22jg � /i�n2 � Southeast (21) , _ _ � ��;� Extension . �------------------------------------------------------=-------' j- 3030 �— �a�s�) � \ � L B5 - C (C) � s�s � (551) �� 21 � 1 �� 21 (2s� � � � �2oss� � 1032) (26) � 3009 � � 4855 � (4741) � �(6836) M4 - D(C) � B3 - C(C� ID2-C(D)I 61 - C(D) �__. .� - B B) � Bss - c(B)I M39 - D(B) � Bao - B�c� I 5868 � 5709 � —�i 6653 � '�'�"� (4177)-� (3742)� � (4969)� � � � 759 � 551 1830 ?? (619) (2396) I I ,1�� 1?� [a] �� .��,�, �'� � �''� �, 1253 1544 � � (1575) (1227) 299 � � � � 520 �� (520) � W (299) II 2178 W W (1198) � N . , � 495 �1 O�D � � (569) � � j� � � 569 .-. C7 (495) L11 � � T?�' 1676 � W �� (2788) W � 2747 �� n o� (1693) 70 Clayton Bypass u 1111I 1111 B�S 70 u ,� ��ti�� titi Southeast �� Extension ��1 `G1� �^�� 03� P � � 1004 � P`Q�� J�� (2oas) ��3�y � � 1�113\ � l LEGEND XX (XX) = AM (PM) Peak Hour Volumes � = Lane Geometry AM (PM) Peak Hour Level of Service 0 - LOSA–D � - LOS E � - LOS F 0 - Not Analyzed �— m V 3459 I II m � ��1 (3573) (5526) �i��i�i m •1�1111 1004 (1075) /� ►� Q � � m m 1111'�'� M � ��1075 _ '� (1006) a � Bg9 . PIPI Southeast Extension SR 3856 u (Alonzo Rd) 9r�6 � y3\ Ilil�\'L�gl� 1� � 9� � � 1216 ��Il � � �� r�9� 1$�� (1209) �1 ��1\ �'L1' � o�� ` ��k �� \ %�J' J, �zos ,� j� (1213) 11 6y� � \ 833 , PIP� �� \� � 111 a m // o � 946 i 6I ��T � � ��s� a 1926 I I� I m m T (3491)`iy� W I� m Q �`�TI 3322 1 334) M I (2031) N m � 5� � �� m ��1 `�96 � � m g45 � � N (523) `�� y��,� ' o� 1?1?�'�' �^�02293 �� 9�y 12554) (3825�1111 a '9je J�e7 �� 3 946 524 M J 8`,�`�34 �536) (846) � m m /2�� qJ�O', � � (627) 70 � es��\� q�e e �� 131 � 2698 mttmY �/ M¢` �� B 6 (qp� � � (1497) �1111Q 4167 �(C �A) � D15-C(B) � 614-C(A) I —�zssa� �► J 330 � � � �330 (374) � 1480 � B5 - A� � � m (374) � (2739) � � � N � I�I�� (4671) m V 1111 1111 � � �292$> m m LILAC CORRIDOR: DSA 8 S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 N ' TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES NOT 2035 FUTURE YEAR BUILD TO LANEAGE & HCM SEGMENT ID# SCALE DATE: February2015 FIGURE 11.5 Tiffany Creek Dr SR 2542 (Rock Quarry Rd) 477 (847) �� I �� 847 (477) � 11 � 1916 � Southeast y � �— (2453) �— Extension =� I B97 — B(B) I M96 � Z� 5u m� I B35 — A(B) I D36 - 1979 � � (2278) —�j � 751 199 (1379) (318) � 11 ��/ 13 (42) � � 39 (25) SR 2700 (White Oak Rd) 663 (1233)1 � �'� 1230 (669) 3 650 10 10 (12) (11) (1210) (12) �3 (10) t�,�.Y A 117(221) 10 (7) A 10 (6) � 7 � 210 223 19 (12) (21) (650) (114) 657 107 � 318 (199) (1303) (135 .` 293 (394) �� A 116 301 46 SR 2555 270 (133) (618) (75) 75 (52) (229) � � ) (Auburn- �— �� A a� �52� Knightdale 229 133 ( (16; � � � � 52 75 Rd) (270) 44(79) 79 618 52 (44) (301) (41) 393 (736) �� 736 (393) 350 43 '� 2�0 (169) (681)(55) �183(261) �� q � 2906 � Southeast D � � (3407) � �� Extension = � � B87 — g(C� � � r� 5u ��B45—B�C)I - 2933 —► � (3268) —�j � 364 169 (673) (269) 11�(I SR 2542 (Rock Quarry Rd) 400 (737) �� 270 231 159 (482) �44��3�3) � y � 191 � (150) 150 � (191) 130 (243) F � 243 (132) 611 SR 2555 (Raynor Rd) � � ( �? � (593) 1120 69 (565) (40) 176 � � ��ao � � 2351 � (175) � (zz�s) � t— (2871) t— — B(B) �BsS—a�g� D94 — B(B)I g93 — B(B) — B(B) I B37—A(B) I M38—B (B) I B39 — B(B) 1 ? 175 isoa � � 2397 � I (176) �j (2�oz� � � (2713) —► Z 135 (107) � � 40 (69) �� T�d 1054 394 (498) (293) (1448)�Y'i � I (7 1) SR 2700 (White Oak Rd) �''�'j► 453 � 467 64 �� (430) (224) (36) !Q � � �J �— 2799 � � (3316) � M86 — B(C) IBsS—B�c>� D84 — B(C) D46—B (C) I B47—B(B)I M48 — B(C) �� ( 07)�j �3861)—�—► —�—► � Z 55 (43) 430 � 36 (64) (452) J 11� 476 261 (217) (183) �� 737 (400) \� —► �► " a 'a 482 �pA lti `g\ ` 9/�%�SJ (270) '�$ 197 (352) � � 352 (197) SR 2542 (Old Baucom Rd) � 3252 � (3746) B83 — B (C) B49 — B (C) 3272 —► (3613) � �593 (611) SR 2552 (Battle Bridge Rd) BUS� 70 � � 1772 (2201) �� 2201 (1772) 158 1614 (158) (2043) ��I� � 518 (414) • � 551 (559) T� 1683 (1358) 158 414 1751 (158) Il (518) (2084) �11 � � 2193 � �(2713) M92 — B(B) � B91—B(B) I M9, 0- B(B) D40 B(B)I B4960B( �) I M42 — B� j (2199) � � �l 414 437 \ (518) (514) � � 479 (391) � SR 2555 (Auburn-Knightdale Rd) 391 (479) `� -'�� 1751 W 356 (279) i �� SR 1004 � 1069 (E. Garner (973) Rd) � � � �ss� � � � 2906 ��zasa� t— t— (3407) � 3 B89 — A(B) � DH$ — B� �7 — B(C) �, � �� I B43 — B(B) � M44 — B(B � B45 — B(C) �� m u � 2374 � � 2933 —► � �' (2717)� � � (3268) —�j 1 I � 559 1683 356 (551) Southern (1358) (279) Railway 158 (158) �' 279 (356) � 1? � 1881 559 (1479) (551) (2440)li �? (2030) �US� 7� 292 99 (379) (100) � 167 (133) �1 ,` 140 (148) y T r� 312 74 � � (258) (57) � F � �� (157) � I M82 B (C) � I D50 — C (C) —► —�► � 157 � � (173) �j 299 133 �100 (99) (360) (167) 57 (74) l� . , 307 � (281) 1t---� so�sy � � 3386 � �asas� �— � (3870) � y Southeast � B81—B (C� D80 — B(C) � B79 — C(C) �, = Extension B51—B (C)� M52 — B(C) � B53 — C(C) �� m � 3115 � —► 3396 � � � � �saao� � � - � � (3747) —� 281 `�' � � (307) 286 148 (216) (140) 356 (434) � � 434 (356) SR 2555 (Auburn-Knightdale Rd) SR 2516 (Hodge Rd) 131 (213) � SR 1007 (Poole Rd) ( 52�i ��(8 6) t 31 615 250 � 227 (250) (70) (1255) (227) 23 (58) 496 � � � � 246 (551) (859) � 70 (31)� �?� 8 9 58 (23) � 77 1255 551 (496) 85 (�� (85) (615) (246) 1035 (1724) �� 48 987 (45) (1679) �,.�11� '�'�' 1724 (1035) 283 tl � ? 1 (152) 311(317) � 235 1413 � 566 (1176FRE� (107) (718) � 3386 � � �' � 877 �I D � � (3870) � � 3103 (1493) �`�'� �_(3718) � � �679 - C (C) �M78-C(C�677-B(C)I �� rn� � B53 - B(C) I D54 — B(C) � B5 B C) � � 3396 —► � (3747) —�j .� � �� (3464) � 1236 317 Southeast 152 (2544) (311) Extension (283) � I I I � `Yr',� �540� 45 (48) � A 1 I � � � 107 (235) � 1603 1176 �Ill (7�7, �566, 11 (2779) �Y �Y I �(1343) SR 1007 (Poole Rd) � 3980 � (5211) W76—C(E) W56 — C (C) 493 (877) 4737 � (4341) � SR 2233 (Smithfield Rd) � 64 � � 264 � i � v (7160) ��i `t \pp �� (3461) .1�� ° N TTT� � � 0o m � � 624 W W (1529) 2918 W �? �� 1529 � (5631) � � (624) ^ 5763 �� W (2837) 717 � (574) � � � N 574 � W (717) I � � i �� t 3635 W � 11�"� (6205) m 0° 6337 ,��,��, (3554) """"' 421 � 6�0 ; 444 (1690); � r . � � R 2046 ? � (1285) �--. � � B71 � B60 SEE ; 5093 FIGURE 11.8: �4026) ------- ----------' 1?� 7337 SR ; (3883) �� Faisc � 1747 _ �s2s� 2ss �" � j � j� za� �2$>> oo m (263) Llll � 00?1?�' (5745) �� ,''p �� (3220) I I <�� GO I71 � ? 64 1 v � �� Business 64 � v SR 2516 (Hodge Rd) Carolina & 1135 Northwestern (1524) RR � 2530 845 3665 �/ � (4043) (1390) a— (5567) � � - B C I M7O - B�C� I669 A(B�D68 - B(C) � ` � ' — C B I D61� C(g) I B62 B(B) � � � ---► —/ � � � � ?515 Lynnwood 1524\� �ICI Rd (1135) y n Rd) SR 2233 (Smithfield Rd) � 800 � (750) � .- � 3375 j— � 4175 � (5433) � t-�- (6183) I B67 — B (C)I D66 — B (C) 1g65 - B (c>I _ _ . .� I M63 — C(B) � B64 — C(B) I (2891)� 21 0 � �4536)� � (1645) � Business 64 ; '� W W 3665 � o ��tA� (5567) I I I ,�,�,�, � W (4026) �,,;�� TTT� o � � � N � I R W n \ (1285) n W v R� \ W Cn — � W � � W w I W R 444 3221 W � .\ 1625 (421) (5146) n � (841) � �� TTT 3047 421 � — (2741) (444) � � � 2503 ~ 6337 � (1472) � � (3554) � 5893 v ��22� � 4834 � 7337 �— � (3733) I � (2411) � 3883 64 � W23 - C(B) � 622 - D(B) � o � n�2� - E(B) � 620 - C(B)� D19 - E(C) —�q� r�l ��264 W4 – B E 65 – B C rL641 O � O m M8-C(E) � B9-c(e) �� _Y zasz ---► 3635 —► � 3333 � � 3964 � a�oz� �s2os� � � —' �(1625) � (ssz�) � � (�zos)—�i � � a�s �r � '/ (ss� ) 1143 /c� (1503) � 631 TTT/' ca�a> 722 �� 4106 (1059) W (3463) � � 2380 � (3521) W — ♦1♦ n LEGEND XX (XX) = AM (PM) Peak Hour Volumes � = Lane Geometry --1 = Future Laneage By Others AM IPMI Peak Hour Level of Service � - LOS A – D � - LOS E � - LOS F � - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 1600 � (1690) CJi �� 01 � I n n 3980 m T�T r. (5211) �" 4737 ��,�,�, (4341) Southeast Extension u NC 540 at US 64/264: DSA 8 S.T.I.P. R-2721, R-2828, R-2829 � COMPLETE 540 N TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES NOT 2035 FUTURE YEAR BUILD TO LANEAGE & HCM SEGMENT ID# SCALE DATE: February2015 FIGURE 11.8