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Home My WebLink About20181192 Ver 1_C540_Traffic_Analysis_0717_20180122NCDOT STIP R-2721/R-2828/R-2829 PREFERRED ALTERNATIVE - TRAFFIC ANALYSIS TECHNICAL MEMORANDUM COMPLETE S4O TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION Wake County & Johnston County , i� • �.,COMPLETE �• � Triangle Fxpressway .�_. �r„a�aa �. ,r.;.'��,,r;.,;,.. r, PREPARED FOR: North Carolina Department of Transportation (NCDOT) Project Development & Environmental Analysis Branch Federal Hiqhway Administration (FHWA) PREPARED BY: HNTB North Carolina, PC 343 East Six Forks Road Suite 200 Raleigh, NC 27609 NCBELS License #: C-1554 July 2017 NCDOT STIP PROJECTS R-2721, R-2828 & R-2829 Complete 540 (Triangle Expressway Southeast Extension) WAKE AND JOHNSTON COUNTIES �� COMPLETE �`• � Trianglc Expressway 5��,.,_v,qF�;_.. _r. Preferred Alternative Traffic Analysis TECHNICAL MEMORANDUM Prepared for: The North Carolina Department of Transportation Congestion Management Section Prepared by: HNTB North Carolina, P.C. 343 East Six Forks Road Suite 200 Raleigh, NC 27609 NCBELS License #: C-1554 July 2017 sa��-(t1 CARD `` �.� FES�io9< .� SEAL r es 34318 �� 'G1NE�:�'�' � «.....No� ., R� 7 /y8/�� NCDOT STIP R-2721, R-2828 & R-2829 `��'��'�' _ Complete 540 - Trianqle Expressway Southeast Extension '� - Preferred Alternative - 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, collectively known as Complete 540 — Triangle Expressway Southeast Extension form the outer loop around Raleigh and surround communities in Wake and Johnston Counties, extending from the NC 55 Holly Springs Bypass to I-40 near the US 70 Clayton Bypass (Southern Wake Freeway) and then to I-495 / US 64 / US 264 Knightdale Bypass (Eastern Wake Freeway). Project level traffic capacity analyses for the Complete 540 project were developed by HNTB North Carolina, P.C. (HNTB) on February 23, 2015, for a No-Build alternative and 17 Detailed Study Alternatives (DSA), which included 2010 Base Year, 2012 Intermediate Year, and 2035 Future Year scenarios. Based on the analysis and the National Environmental Policy Act (NEPA) process, DSA 2 was selected as the Preferred Alternative for Complete 540. HNTB North Carolina, P.C. has been contracted by the NCDOT to prepare project level traffic capacity analysis for the selected Complete 540 Preferred Alternative (DSA 2) using the Preferred Alternative (DSA 2) traffic forecast. 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 Preferred Alternative (DSA 2) under 2016 Base Year and 2040 Design Year conditions. This report will refer to DSA 2 as the Preferred Alternative (PA) for simplicity. Figure ES-1 shows the PA corridor and the project study area for the traffic analysis. Appendix A contains all figures described in this report. Traffic volumes used in this traffic capacity analysis were based on the Complete 540 Preferred Alternative Traffic Forecast prepared by HNTB and approved by NCDOT Transportation Planning Branch (TPB) on August 11, 2016. The traffic capacity analysis references the following forecast volumes for the 2016 and 2040 analysis scenarios: • 2016 Base Year No-Build, • 2016 Base Year Build DSA 2(PA), and • 2040 Design Year Build DSA 2(PA). 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 are currently being reviewed by NCDOT. The following sections describe existing and future transportation conditions in the project study area, the capacity analysis methodology, capacity analysis results for the 2016 Base Year and 2040 Design Year, microsimulation operations analysis, and conclusions and recommendations derived from the capacity analyses related to current functional design for the Complete 540 PA. 2. Existing and Future Conditions The Complete 540 PA corridor alignment in the project study area runs primarily east-west between the existing Triangle Expressway termini at NC 55 Bypass in Apex to I-40 near Clayton. The corridor alignment then runs primarily north-south between I-40 and the existing I-540 system July 2017 ES"1 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 ��'��'�' _ Complete 540 - Trianqle Expressway Southeast Extension '� - Preferred Alternative - Traffic Analysis Technical Memorandum interchange with I-495 / US 64 / US 264 in Knightdale. The corridor alignment crosses multiple existing freeway, arterial, and local roadway facilities. The Complete 540 PA is 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 10 existing at-grade intersections on Y-line facilities in the traffic analysis 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 I-495 / 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 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 PA corridor is 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 I-495 / US 64 / US 264 system interchange. With construction of Complete 540, there are nine existing interchanges, one planned future interchange (STIP Project # R-2635D) and 10 future interchanges (on and adjacent to the PA alignment), and 10 existing and 16 future at-grade intersections in the traffic analysis study area. 3. Methodology 2016 Base Year / 2040 Desiqn Year Traffic Volume Development Peak hour traffic volume estimates for the 2016 Base Year No-Build and Build scenarios and 2040 Design Year Build scenario were developed using daily traffic forecast information from the Complefe 540 Preferred Alfernafive Traffic Forecast. 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 was then entered in the capacity analysis software, as appropriate. Capacitv Analysis 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 PA were analyzed July 2017 ES"2 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 `��'��'�' _ Complete 540 - Trianqle Expressway Southeast Extension '� - Preferred Alternative - Traffic Analysis Technical Memorandum 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 and unsignalized intersections were analyzed in Synchro Professional Version 9. 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 analyzing the PA functional design geometrics for the 2016 and 2040 analysis years. Table ES-1 includes the details for each analysis type. Table ES - 1 Capacity Analysis Details Analysis Type Details Freeway Segmented the PA alignment network into separate basic freeway, weaving, merge, System and diverge areas in HCS Freeway Facilities Module (Freeway Facilities). Calculated both individual segment vehicular density and LOS and overall directional system Analysis operational statistics per HCM 2010 methods. Created Synchro network that included individual intersections, both signalized and Intersection unsignalized, and corridors near the proposed interchange ramp terminals and Analysis incorporated signal plan information. Build network analyzed all Complete 540 interchange ramp terminal intersections as signalized intersections in the Design Year. 4. Development of Alternatives The Build Alternative assumes construction of Complete 540 in addition other background improvements that are committed to and funded by NCDOT, local municipalities, or private development projects and would occur by the 2040 Design Year. The Complete 540 PA is shown on Figure ES-1. The roadway design (alignment, interchange forms, geometrics, design criteria) was provided by Lochner for use in the traffic capacity analysis. 2016 Base Year / 2040 Desiqn Year Traffic Volume Development Peak hour traffic volume estimates for the 2016 Base Year No-Build and Build scenarios and 2040 Design Year Build scenario were developed using daily traffic forecast information from the Complete 540 Preferred Alternative Traffic Forecast. 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 was then entered in the capacity analysis software, as appropriate. 2040 Desiqn Year Build Capacitv Analysis Results For Complete 540 PA operations, all freeway segments are expected to operate at LOS D or better, as shown in Table ES-2. For the NC 540 corridor (Triangle Expressway), between NC 55 Bypass and Veridea Parkway (formerly Old Holly Springs-Apex Road), two basic segments (OHSARI B1-D2 & D2-B3) in the eastbound PM peak are expected to operate at (LOS E) or exceeding (LOS F) peak hour capacity. For the I-40 and US 70 corridors, all segments expected to operate at LOS D or better. On the I-495 / US 64 / US 264 corridor, results indicate that four (4) eastbound and three (3) westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. July 2017 ES-3 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 `��'��'�' _ Complete 540 - Trianqle Expressway Southeast Extension '� - Preferred Alternative - Traffic Analysis Technical Memorandum Of the 36 study area intersections analyzed at interchange ramp terminals or adjacent Y-lines, four (4) intersections are projected to experience operational deficiencies in the 2040 Design Year Build PA scenario, as shown in Table ES-3. Three (3) of the four (4) intersections projected to experience operational deficiencies are along the NC 55 Bypass, two (2) of which are the ramp terminal intersections. The intersection of realigned Donny Brook Road/Chandler Ridge Circle/Wake Tech Drive and US 401 is expected to operate at LOS E in the AM and LOS C in the PM peak hour. Table ES - 2 2040 Design Year Freeway Operations Summary* Complete 540 Scenario Eastbound Westbound 3 A LU LOS F LOS A LOS B LOS C � LOS F 2040 Build 12 35 16 2 0 0 10 28 23 4 0 0 '- I able shows the number ot segments tor each LU5 Table ES - 3 2040 Build Intersection Capacity Analysis Summary Number of Intersections Operating at Given LOS in at Scenario Least One AM or PM Peak Hour* _S. 5D LOSF 2040 Build 2 14 12 3 1 3 �-For signalized intersections, overall intersection LOS. For unsignalized intersections, worst-case critical movement. 5. Summary and Recommendations The Complete 540 traffic capacity analysis was completed to evaluate 2016 Base Year No-Build and Build, and 2040 Design Year Build peak hour traffic operations for the Complete 540 Preferred Alternative and surrounding freeway facilities and nearby intersections within the traffic analysis study area. Based on the 2016 Base Year capacity analysis, all the No-Build and Build PA freeway and intersection facilities are projected to operate at acceptable LOS D or better. Based on the 2040 Design Year capacity analysis, the following conclusions and recommendations are presented for study area facilities and intersections: Complete 540 Preferred Alternative Corridor All Complete 540 PA freeway segments and interchange design configurations are projected to operate at LOS D or better in the 2040 Design Year, based on the current functional designs for Complete 540 as a six-lane, toll facility. Of the 36 study area intersections analyzed at interchange ramp terminals or adjacent Y-lines, only 4 intersections are projected to experience operational deficiencies. Three (3) of the four (4) intersections potentially experiencing operational deficiencies are the two interchange ramp terminal intersections along NC 55 Bypass. This is due to the high vehicular volume and limited capacity along NC 55 Bypass. The intersection of realigned Donny Brook Road/Chandler Ridge Circle/Wake Tech Drive and US 401 is expected to operate at LOS E in the AM and LOS C in the PM. Reasonably feasible laneage improvements were considered and implemented at these four (4) intersection locations as part of the Complete 540 project. July 2017 ES-4 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 `��'��'�' _ Complete 540 - Trianqle Expressway Southeast Extension '� - Preferred Alternative - Traffic Analysis Technical Memorandum NC 540 (Trianqle Expresswav) Corridor Based on the 2040 Design Year Build PA analysis results, two basic segments (OHSARI B1-D2 & D2-B3) between NC 55 Bypass and Veridea Parkway (formerly Old Holly Springs-Apex Road) in the eastbound PM peak experience projected operational deficiencies. This is mainly due to the limited capacity between the eastbound off-ramp and on-ramps at Old Holly Springs-Apex Road. All the westbound segments are expected to operate at LOS D or better. I-540 Corridor The existing section of I-540 from I-495 / US 64 / US 264 to US 64 Business is projected to operate at acceptable LOS D or better with construction of Complete 540 and I-540 planned widening to an 8-lane facility as per 2040 MTP. I-40 Corridor Based on the 2040 Design Year Build PA analysis results, the existing sections of I-40 are projected to operate at acceptable LOS C or better, with construction of Complete 540 and I-40 planned widening to a 10-lane facility with eight (8) general purpose lanes and two (2) managed lanes as per the 2040 MTP. The PA proposes a five-leg system interchange with I-40 and US 70 and provides acceptable interchange spacing between US 70 and NC 42. The potential impacts of Complete 540 on I-40, US 70, US 70 Business and the system interchange operations will be re-evaluated to complete an interstate access report. 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 with construction of Complete 540 in 2040 Design Year. I-495 / US 64 / US 264 Corridor Capacity analysis results indicate that I-495 / US 64 / US 264 is operating near or over capacity with operational deficiencies in the 2040 Design Year Build AM and PM peak hours. In the 2040 Design Year Build PA scenario, I-495 / US 64 / US 264 from Hodge Road to Smithfield Road is projected to operate at LOS E or F for 4 of 13 eastbound segments and 3 of 13 westbound segments as a six-lane freeway facility. Construction of Complete 540 proposes modifying the existing directional system interchange with I-495 / 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 I-495 / US 64 / US 264. The potential impacts of Complete 540 on I-495 / US 64 / US 264, I-540 and the system interchange operations will be re-evaluated to complete an interstate access report. Ramp Demand-to-Capacitv Ratios Based on the analysis, all the ramps at the Complete 540 at I-40/US 70 Bypass system interchange are projected to operate with demand to capacity (d/C) ratios less than 1 in both the AM and PM peak hours. At the Complete 540, I-540 and I-495 / US 64 / US 264 system interchange, the ramps from westbound I-495 / US 64 / US 264 to northbound I-540 in the AM peak and the loop ramp from southbound I-540 to eastbound I-495 / US 64 / US 264 in the PM peak hour are projected to operate at d/C ratio greater than (>) 1. To operate at d/C ratio less than (<) 1, the westbound I-495 / US 64 / US 264 to northbound I-540 would require two continuous lanes to merge with the eastbound ramp and on to I-540. The loop ramp from southbound I-540 to eastbound I-495 / US 64 / US 264 (Location # 10) would require two lanes to operate at d/C ratio less than (<) 1. The ramps from eastbound and westbound I-495 / US 64 July 2017 ES-5 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 ��'��"�' _ Complete 540 - Trianqle Expressway Southeast Extension '� - Preferred Alternative - Traffic Analysis Technical Memorandum / US 264 to northbound I-540 in the AM peak, from eastbound I-495 / US 64 / US 264 to northbound I-540 in the PM peak and from southbound I-540 to westbound I-495 / US 64 / US 264 in the AM peak hour are nearing capacity (d/C ratio > 0.85). If the demand for any of these ramps nearing capacity exceed the estimated demand in 2040, an additional lane may be necessary to operate at d/C ratio less than (<) 1. 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R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2040 DESIGN YEAR BUILD PREFERRED ALTERNATIVE LOS 8� SEGMENT ID # DATE: July 2017 DIVISION: 5 HNTB North Carolina, P.C. PREPARED BY: s43 E. six Forks Rd., ste. 20o Figure ES.2 Raleiqh, North Carolina 27609 _ �I-4951 US 641 US 264 , �Jt�` e�� Westbound 826 M25 B7A W23 B22 M21 B20 D19 B18 M17 B16 D15 B14 ¢'� PJ caa� Interchange �: Hodge Rd — Complete 540 � Smithfield Rd �—� � ��`�` Old Baucom Rd — � `� Eastbound D2 W4 B5 M6 B7 M8 B9 D10 611 M12 613 70 �' � , � � � � ,' > Complete 540 ' `, ', � ,' � � , % ��`� � Interchange Westbound �, `. �. __p_,, � , e64� � ' ar __ __--------`---- �- _ _ --___ � � � Complete 540 , , � � , � ,� � 1111 B69 ----------------- ; , -`_�_ � , , �, , o -- , _�_ Eastbound Interchange , Q' °c ' - _ _ r1 , � D70 � eb4 `. , �, ;� �� '�- _ �� 668 � I I � � , -- % % B71 c. �, ` � � � � - _ .' ; ' I-40 U S 64 =° , �. ,,_, a � � ,� M67 ; � U S 64 �-� ; % Westbound Interchange Business ��Z a _�r.--�"��, ', �";---____ � ,' 666 Interchange Eastbound � � B� 1 1 B73 z ___--�"" � Hodge�. �. � ` - �'----_____ '_ D65 Business � I � � I _- � Rd �, �. ' � '_-- 1111 B� � �' M74 _�_--- " _-------__ -"_, - ---------'------------ � � _ 111r , � --�----------� --- B� IIII , � � ,y 70 M39 I 64 264 " ` ` , , D2 ;� � ,o« B38 .111 B75 ------------ --- `� ` ,_ � ; o --- M63 B3 % � sao US 70 D76 ,�, b (�4 z64 ' US 70 % `o W37 Business � � Smithfield B62 US 264 Business M4 �; ?�'- White� � �'�., B36 US264 677 T` A°o�P 34 -----"" ------------------------------ Rd------- D61 B5 �� ak Rd � �� D35 D78 ----------------------- a---"-" --- �" --------------- wso TTTI B� I�� B79 - "_ __-- " 35 Poole Rd --- B59 Poole M6 __- ,_- ' _,_- 36 11�� B7 ____-----�-""� M33 :111 W80 _---- p58 Rd ,` ______---- ____---- ------------------- ------------ pg B32 Poole B81 _---- B� ___------ - ,____--- ""- Rd __-----"'� -- i� �a 111 B9 M82 ____-- .p� �e ------------ - ��'�--_ ____----- M31 .2 a ------------ ---- M56 � Complete I B83 -------------------------- --P r'� Auburn- D10 White 11 � ------------------- .�o Complete oak Rd B30 540 p� - 32 �'� 655 Knightdale Rd �0 611 D29 Auburn- 33 D� W12 ,( Y 628 KnightdaleRd B85 ---------------------- --------------------------------------- 653 111 B13 �-� D27 M86 ------------------�o�-- sao ____--'-"�� M52 M14 , "� B26 1' 1 l�l 887 Q` _---�'"�� B51 Rock Quarry ,- I�TI --- d.. -'"� Rd 1111 B15 _ '' D88 --------------- l ___-_-_ M25 Rock Quarry ''Aq; - 28 _ D� D16 ,--' 624 Rd B89 ---- --" O/ __------' B� TII , - 70 M23 NC42 __aBauDmRb ,___-- '"" M48 N C 42 B17 s4o _-" � M90 _----------- 29 30 -'"' � '_"_ M18 --' � B22 111 B91 ------------------ �-----" _---'"� B47 1111 B19 -" D21 D92 _'----------- ------- - 31 � ---'"" M46 US 70 B20 �'tt�' 693 �70 _"-- ---'" � B� Business , . , U S 70 . , - . . . ' � , , . ,-. , , M94 , � 27 � � � � -' Business , � . , � - - 26 � - � - --- �� -� ------------- , - - B95 � . , , . .- . .- - ------------ B43 ------------------------------ il M96 ------------------------ - ____--------�" M42 "� White Oak Ill 897 sao ------------------- B41 �O-'� -------- ---------- Rd � D98 --- 23 ------- --------------- ------- White Oak �� 699 8705 ------- Rd 25 --------------- B39 TTI b� M100 24 ----------------------- - - ---------- - --------- ----------- u .�. Ill B101 White � Oak Rd LEGEND S.T.I.P. R-2721, R-2828, R-2829 2040 DESIGN YEAR BUILD PREFERRED ALTERNATIVE AM �PM) Peak Hour Level of Service �_ �•, NOT COMPLETE 54O LOS 8� SEGMENT ID # - LOS A— D Intersection ID #= XX XX -- = Freeway Segment Breaks �- LOS E Freewa io #= B xx, Bas�� N,� To TRIANGLE EXPRESSWAY �- LOS F y XX = Unsignalized Intersection � SCALE DATE: July 2017 DIVISION: 5 =nnxx,Merge SOUTHEAST EXTENSION Q- Not Analyzed HNTB North Carolina, P.C. = D XX, Diverge XX = Si nalized Intersection PREPARED BY: s43 E. six Forks Rd., ste. 20o Figure ES.3 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 Preferred Alternati ve - Traffic Analysis Technical Memorandum Table of Contents 1. I ntroduction ......................................................................................................................... 1 2. Existing Conditions ............................................................................................................. 2 2.1. Project Corridor Description ......................................................................................... 2 2.2. Study Area Transportation Facilities ............................................................................ 2 2.3. Study Area Interchanges / Intersections ...................................................................... 6 2.4. Data Collection ............................................................................................................ 8 3. Methodology ....................................................................................................................... 9 3.1. 2016 Base Year and 2040 Design Year Traffic Volume Development ......................... 9 3.2. Capacity Analysis Methodology ................................................................................... 9 3.2.1. Freeway Analysis Methodology .......................................................................12 3.2.2. Signalized Intersection Analysis Methodology .................................................14 3.2.3. Unsignalized Intersection Analysis Methodology .............................................15 4. Development of Alternatives ..............................................................................................16 4.1. Complete 540 Build Preferred Alternative Description ................................................16 4.2. 2040 Design Year Build PA Alternative Assumptions .................................................17 5. Freeway Segment Analysis ...............................................................................................19 5.1. 2016 Base Year Analysis ............................................................................................19 5.1.1. 2016 No-Build Scenario Results .....................................................................19 5.1.2. 2016 Build PA Scenario Results .....................................................................19 5.2. 2040 Design Year Analysis .........................................................................................19 5.2.1. 2040 Build PA Scenario Results .....................................................................19 5.3. Ramp Demand-to-Capacity Ratios .............................................................................21 6. Intersection Capacity Analysis ...........................................................................................24 6.1. 2016 Base Year Analysis ............................................................................................24 6.1.1. 2016 No-Build Scenario Results .....................................................................24 6.1.2. 2016 Build PA Scenario Results .....................................................................25 6.2. 2040 Design Year Analysis .........................................................................................25 6.2.1. 2040 Build PA Scenario Results .....................................................................25 7. Conclusions and Recommendations ..................................................................................29 July 2017 � C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum APPENDICES A. Figures B. Complete 540 Traffic Forecast C. Peak Hour Breakout Spreadsheets D. Highway Capacity Software Freeway Analysis E. Synchro Signalized Analysis F. Signal Warrants Analysis FIGURES Figure 1 Figure 2 Figures 3.1 Figure 4 Figure 5.1 Figure 6.1 Figures 7. TABLES Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 Table 9 Table 10 Table 11 Table 12 Table 13 Table 14 Table 15 Table 16 to 3.5 to 5.9 to 6.9 1 to 7.9 Preferred Alternative Corridor and Traffic Analysis Study Area No-Build Traffic Analysis Figures Sheet Key 2016 No-Build Laneage, Volumes, LOS & ID PA Traffic Analysis Sheet Key 2016 Build Volumes, LOS & ID 2040 Build Volumes, LOS & ID 2040 Build Laneage Existing Study Area Roadways ............................................................... Y-Line Grade Separated Facilities* ......................................................... Existing Study Area Intersection Details .................................................. Intersection & Freeway Segment Level of Service (LOS) Characteristics Interchange Forms for the Preferred Alternative ..................................... 2040 MTP Changes to Study Area Roadways ........................................ Freeway Operations Summary — Complete 540 ...................................... Freeway Operations Summary — NC 540 ................................................ Freeway Operations Summary — I-40 ...................................................... Freeway Operations Summary — US 70 .................................................. Freeway Operations Summary — I-495 / US 64 / US 264 ........................ Complete 540 Detailed Freeway Operations Summary — AM Peak ........ Complete 540 Detailed Freeway Operations Summary — PM Peak ........ Detailed Intersection Capacity Analysis Results Summary ...................... Overall Freeway Operations Summary ................................................... Overall Intersection Capacity Analysis Summary .................................... July 2017 �� C� NTB NCDOT STIP R-2721, R-2828 & R-2829 ' Complete 540 - Trianqle Expressway Southeast Extension �' �� Preferred Alternati ve - 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, collectively known as Complete 540 — Triangle Expressway Southeast Extension form the outer loop around Raleigh and surround communities in Wake and Johnston Counties, extending from the NC 55 Holly Springs Bypass to I-40 near the US 70 Clayton Bypass (Southern Wake Freeway) and then to I-495 / US 64 / US 264 Knightdale Bypass (Eastern Wake Freeway). Project level traffic capacity analyses for the Complete 540 project were developed by HNTB North Carolina, P.C. (HNTB) on February 23, 2015, for a No-Build alternative and 17 Detailed Study Alternatives (DSA), which included 2010 Base Year, 2012 Intermediate Year, and 2035 Future Year scenarios. Based on the analysis and the National Environmental Policy Act (NEPA) process, DSA 2 was selected as the Preferred Alternative for Complete 540. HNTB North Carolina, P.C. has been contracted by the NCDOT to prepare project level traffic capacity analysis for the selected Complete 540 Preferred Alternative (DSA 2) using the Preferred Alternative (DSA 2) traffic forecast. 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 Preferred Alternative (DSA 2) under 2016 Base Year and 2040 Design Year conditions. This report will refer to DSA 2 as the Preferred Alternative (PA) for simplicity. Figure 1 shows the PA corridor and the project study area for the traffic analysis. Appendix A contains all figures described in this report. Traffic volumes used in this traffic capacity analysis were based on the Complefe 540 Preferred Alternative Traffic Forecasf prepared by HNTB and approved by NCDOT Transportation Planning Branch (TPB) on August 11, 2016. The traffic capacity analysis references the following forecast volumes for the 2016 and 2040 analysis scenarios: • 2016 Base Year No-Build, • 2016 Base Year Build DSA 2, and • 2040 Design Year Build DSA. 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 are currently being reviewed by NCDOT. The following sections describe existing and future transportation conditions in the project study area, the capacity analysis methodology, capacity analysis results for the 2016 Base Year and 2040 Design Year, microsimulation operations analysis, and conclusions and recommendations derived from the capacity analyses related to current functional design for the Complete 540 PA. July 2017 1 � NTB NCDOT STIP R-2721, R-2828 & R-2829 ' Complete 540 - Trianqle Expressway Southeast Extension �' ��`� Preferred Alternative - 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 PA corridor alignment in the project study area runs primarily east-west between the existing Triangle Expressway termini at NC 55 Bypass in Apex to I-40 near Clayton. The corridor alignment then runs primarily north-south between I-40 and the existing I-540 system interchange with I-495 / US 64 / US 264 in Knightdale. The corridor alignment crosses multiple existing freeway, arterial, and local roadway facilities. Most of the project study area features lower density rural/suburban development. Future PA interchange spacing is well over one mile between interchanges, except for the segment from Poole Road to I-495 / US 64 / US 264. In addition to the proposed interchanges, the PA corridor will have numerous grade separations with natural features, railroads, and minor y-line local roadways. There are numerous existing roadway facilities, primarily surface arterial roadways, that parallel the proposed corridor alignment. The proposed Complete 540 PA is being studied as a six-lane, toll facility and designed for a 75- mile per hour (mph) design speed, 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, or High-Occupancy Vehicle (HOV) features are planned for Complete 540. The general project study area and the spatial relationship of the PA corridor alignment to connecting transportation facilities, municipalities and notable physical and natural features in the region is shown in Figure 1. 2.2. Study Area Transportation Facilities The future location of the PA alignment in relation to existing No-Build surface street intersections and existing freeway crossings and freeway segments included in the No-Build and Build analyses is shown in Figure 1. General descriptions and information for selected existing study area roadways to be included in the Complete 540 intersection and freeway capacity analyses are found in Table 1. July 2017 2 C� NTB � (,:� � :� NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum Table 1 Existing Study Area Roadways Build Corridor Build Corridor SR Number / Functional Study Area # Speed Interchan e# Analysis Shield Road Name Classification* Cross Sections 2015 AADT Limit g Intersection ID#s 1 10-11 ;� NC 55 Bypass Principal Arterial 4 lane divided 28,000 - 35,000 55 2 20-26 1152 Holl Sprin s Road Minor Arterial 2 lane undivided 13,000 45 2 23 1300 Kildaire Farm Road Minor Arterial 2 lane undivided 20,000 45 3 30-31 1386 Bells Lake Road Major Collector 2 lane undivided 4,600 45 4 40-46 ao1 US 401 Principal Arterial 4 lane divided 33,000 - 35,000 55 4 42 1503 Donn Brook Road Ma�or Collector 2 lane undivided 3,000 45 4 42 2779 Old McCullers Road Local 2 lane undivided N/A 35 5 50-52 1006 Old Sta e Road Minor Arterial 2 lane undivided 10,000 45 6 60-67 ;� NC 50 (Benson Road) Minor Arterial 2 lane undivided 15,000 - 17,000 55 6 66 1010 Cleveland School Road Ma�or Collector 2 lane undivided 8,000 55 8 80-82 2700 White Oak Road Major Collector 2 lane undivided 8,000^^ 45 8 82 2555 Raynor Road Major Collector 2 lane undivided 6,800' 45 sus 9 90-91, 105 �o US 70 Business Principal Arterial 4 lane divided 29,000 - 36,000 55 10 100-101, 103 5204 Old Baucom Road Local 2 lane undivided 960^ 55 10 100-104 2542 Rock Quarry Road Minor Arterial 2 lane undivided 4,900 55 11 102, 110-111 2555 Auburn-Knightdale Road Major Collector 2 lane undivided 2,800^^ - 3,700^^ 45 12 120-122 1007 Poole Road Minor Arterial 2 lane undivided 10,000 45 12 122 2516 Hodge Road Major Collector 2 lane undivided 1,2002 - 12,000 45 ._._. 7 N/A � I-40 Interstate 4- 6 lane divided 60,000 - 84,000 65 - 70 BYPA55 7, 19 N/A �o US 70 Bypass (Clayton Bypass) Freeway 4 lane divided 28,000 70 1-12, 20 N/A ;a� NC 540 Freeway 6 lane divided 13,000 - 20,000 70 .y. 13-14 N/A � I-540 Interstate 6 lane divided 50,000 - 58,000 70 13, 15-16 N/A � I-495 Interstate 6 lane divided 73,000 - 78,000 70 BYPA55 13, 15-16 N/A 64 ,� US 64 Bypass / US 264 Freeway 6 lane divided 59,000 - 70,000 70 �� BUSINE55 14 N/A 64 US 64 Business Principal Arterial 6 lane divided 31,000 - 36,000 45 "- As defined on the NCDOT Functional Classification Map (http://ncdot.maps.arcgis.com/home/webmap/viewer.html"?Iayers=029a9a9fe26e43d687d30cd3c08b1792, Accessed February 2017) #- Obtained from the NCDOTAADT Web Map (https://ncdot.maps.arcqis.com/home/webmap/viewer.html?webmap=b7a26d6d8abd419f8c27f58a607b25a1, Accessed February 2017) ^2014 AADT ^^2013 AADT (2014 AADT either not counted or an outlier) 1- Raynor Road AADT at station Qust south of US 70 BUS) likely significantly higher than actual volumes just north of White Oak Road. 2- Low 1,200 AADT value on Hodge Road is south of Poole Road. July 2017 3 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum Studv Area Roadwavs There are five major access-controlled freeways within the traffic forecast study area: I-40, I-540, NC 540, I-495 / US 64 / US 264 (Knightdale Bypass), and US 70 Bypass (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, Research Triangle Park (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 ranges from 65 to 70 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 I-495 / 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, also referred to as Triangle Expressway, is an existing freeway facility that is an extension of I-540 in western Wake County from I-40 to NC 55 Bypass near Holly Springs. The facility features a six-lane cross section with a posted speed limit of 70 mph. NC 540 from NC 54 (near RTP) to NC 55 Bypass is a toll facility. • I-495 / 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, I-495 / US 64 / US 264 features a six-lane cross- section, with auxiliary lanes at interchanges and a posted 70 mph speed limit. Currently, the route is designated I-495 from I-440 to I-540 and US 64 / US 264 east of I-540 with plans to designate the entire facility, from I-440 to I-95 in Rocky Mount, as I-495 in the future. • US 70 Bypass (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 Bypass contains a four-lane cross-section, with auxiliary lanes at interchanges and a posted speed limit of 70 mph. Other major roadways that are specifically included in the project study area include NC 55 Bypass, Holly Springs Road, Bells Lake Road, US 401, Old Stage Road, NC 50 (Benson Road), White Oak Road, US 70 Business, 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 PA corridor. Y-Lines and Grade Separated Facilities Along the Complete 540 PA corridor, there are 17 proposed grade separations of the NC 540 freeway including railroads and intersecting minor study area roadways that have no interchange access to NC 540. These facilities within the Complete 540 project corridor are currently planned to cross NC 540 via overpasses or underpasses, per the functional designs, and are subject to change. The grade separated facilities are identified in Table 2, but were not studied specifically for any traffic operations impacts in this document, since they will not directly impact Complete 540 operations. July 2017 4 � NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum Table 2 Y-Line Grade Separated Facilities* Y Line Crossing Type Old NC 55 (E. Williams St.) Underpass SR 1301 (Sunset Lake Road) �western crossing] Overpass SR 1301 (Sunset Lake Road) (eastern crossing] Overpass SR 1389 (Pierce-Olive Road) Overpass SR 1387 (West Lake Road) Overpass SR 1578 (Deer Meadow Road) Overpass SR 1404 (Johnson Pond Road) Overpass SR 1375 (Lake Wheeler Road) Underpass SR 2722 (Old McCullers Road) Underpass Norfolk Southern Railroad Underpass SR 2723 (Fanny Brown Road) Overpass SR 2725 (Holland Church Road) Overpass SR 2727 (Sauls Road) Overpass SR 2731 (Jordan Road) Overpass Southern Railway Underpass SR 1004 (E. Garner Road) Underpass SR 2552 (Battle Bridge Road) Overpass � Overpass and underpass locations are preliminary and subject to change. Along the proposed NC 540 corridor, multiple Y-line facilities are impacted and re-routed/re- aligned based on proximity to the proposed NC 540 corridor and interchange ramp terminals. Below is a list of notable Y-line facilities impacted: • SR 1300 (Kildaire Farm Road) realigned to the north, across from SR 3921 (Sancroft Drive at SR 1152 (Holly Springs Road) • SR 1503 (Donny Brook Road) realigned to the south, joining Chandler Ridge Circle, across from Wake Tech Way at US 401 • SR 2779 (Old McCullers Road) severed from US 401 and realigned to Wake Tech internal circulation • SR 2555 (Raynor Road) realigned to the west to be across from a realigned Tiffany Creek Drive at SR 2700 (White Oak Road) • SR 5204 (Old Baucom Road) realigned to the south at intersection with SR 2542 (Rock Quarry Road) July 2017 5 � NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternative - 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 4.1 to 4.5 for additional schematic details, including laneage between intersections. Existinq Studv Area Interchanqes NC 540 (Triangle Expressway) � NC 55 Bypass The 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 single-lane loop ramps in the northeast and southeast interchange quadrants with free-flowing entry/exit movements for each movement. 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 all ramp terminals, except for one. The I-40 EB to US 70 Business Westbound ramp terminal is signalized. US 70 Business is an existing four-lane divided facility. I-40 & US 70 (Clayton Bypass) US 70 Bypass (Clayton Bypass), opened to traffic in 2008, terminates at a system interchange with I-40. This system interchange is a trumpet interchange design with two lanes on the I-40 eastbound off-ramp flyover and a single lane on all other ramps. I-495 8� Hodge Road The Hodge Road service interchange with I-495 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. This study analyzes only the mainline freeway facilities at this interchange since the roadway design project limits for Complete 540 do not extend to the ramp terminals at this interchange. ��` �. � � - , I'� � - �, , .,1 ,� � � A « ,� � ;� --��`3'� x� _� `: �41'�>rAtl�M �?A i'��F ;_.� �' ii. ; �r Nn 1 V -lj - .i, ��, ,�� - �� ` �� f '�` . �` ,- .—� �. .��It ��`�.''�-�; . �� 'i +4a /J •^� Z \ `� #'!� et : T+ �� . ' � �. ;' . . ' . _ . ��` .� s�I� ��,o-,i s'�.� � .:� f�I1N 1 r ' :.. i_ Fc _. :,r , ..h+ . -�Y :�i �� y.. > �, : �� _��44 � .+� _ �� _��' �� - _. .� . . � ��`-��' �F� `� _� _ : � N � July 2017 6 � NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternative - Traffic Analysis Technical Memorandum I-540 & I-495 / US 264 / US 64 I-540 currently terminates at a system interchange with I-495 / 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. This study analyzes only the mainline freeway facilities at this interchange since the roadway design project limits for Complete 540 do not extend to the ramp terminals at this interchange. US 64 Business & I-540 The US 64 Business service interchange with I-540 is a diamond interchange design with a loop ramp in the southwest interchange quadrant. Signalized ramp terminals exist on both sides of the US 64 Business overpass. This study analyzes only the mainline freeway facilities at this interchange since the roadway design project limits for Complete 540 do not extend to the ramp terminals at this interchange. I-40 & NC 42 The NC 42 interchange with I-40 is a diamond interchange design with a loop ramp in the southeast interchange quadrant. Signalized ramp terminals exist on both sides of the NC 42 overpass. This study analyzes only the mainline freeway facilities at this interchange since the roadway design project limits for Complete 540 do not extend to the ramp terminals at this interchange. US70&NC42 The NC 42 interchange with US 70 is a diamond interchange design. Signalized ramp terminals exist on both sides of the NC 42 overpass. This study analyzes only the mainline freeway facilities at this interchange since the roadway design project limits for Complete 540 do not extend to the ramp terminals at this interchange. �� « .�� ,� ' ��; ,. �� . �.�li . � � �1' : + r .�w� � � j. •i ,�,� • . ! ,. - ��`�� '�' �, N� II��G�. .� � �.�� .,� � :\ . ��. . �• � r.f ��tt��t '� ' i _�. . � � � ��"'.�' � � .. . , r: . ,:-<�;:� �� .� � . N �r�,'�i .�- ,�� _� � P a ` ��"^r , - . � t,�.y. `!e ,a • b4L. �r.t+� . ^ �, BaL: � .Al.r �t . _,i. .:— '_ � v 'T1�; � . . -- �� py� � � �.� � ��: - � ,. �.� . „ _ �."�-' � '� , . !"`�.�� '; ; . , �_ � . ,-� �� _�_'' ,�,... .. � .` � �,�� {'r,S�n ,, ZQ '� �'� . e f�� . �i: Y�`' `�. �r � -��3i � � �n �r ��\� �� }' � �� f 1 ��„,}n`' :s,.�4 �::• , �•�� ..s - �:�t ,'' �� "' �. ,t,� ��0�� '� �� . � "y.� . : : � w � �r�"r""�'4� <,� ^'" : ', '.�`,� ��. ��, / r�.� „� ..., �., �.� l- [;... � k ♦ �� 4'�l' `'� 4� : � July 2017 7 G�I NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum Existinq Studv Area Intersections HNTB analyzed 12 existing at-grade intersections in the No-Build and Build scenarios, that are expected to be impacted by the Complete 540 PA alignment. Table 3 provides a list of existing intersections and their existing traffic control details. Table 3 Existing Study Area Intersection Details Intersection Study Traffic Signal Signal Cross Ped ID # Control Phases O eration walk Si nals NC 55 Bypass and 1 Unsignalized N/A N/A No No Mid-block U-turn NC 55 Bypass and 2 Unsignalized N/A N/A No No Old Smithfield Road NC 55 Bypass and 3 Unsignalized N/A N/A No No NC 540 EB Ram s NC 55 Bypass and 4 Unsignalized N/A N/A No No NC 540 WB Ramps Holly Springs Road (SR 1152) and 11 Signal 3 Coordinated No No Kildaire Farm Road SR 1300 US 401 and Donny Brook Road (SR 1503) / Old McCullers Rd (SR 15 Signal 5 Coordinated No No 2779 US 401 and Wake Tech Drive / 14 Signal 5 Coordinated Yes Yes Chandler Rid e NC 50 and Cleveland Road (SR 1010) / Stevens Oaks Drive (SR 20 Signal 3 Free-Run No No 5324 White Oak Road (SR 2700) and 23 Unsignalized N/A N/A No No Ra nor Road SR 2555 Rock Quarry Road (SR 2542) and Auburn-Knightdale Road (SR 28 Signal 2 Free-Run No No 2555 Rock Quarry Road (SR 2542) and 31 Unsignalized N/A N/A No No Old Baucom Road SR 5204 Poole Road (SR 1007) and 34 Signal 3 Free-Run No No Hod e Road SR 2516 Coordinated = Coordinated Signal Control (Closed Loop System) 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 on June 16, 2016. In June 2016 HNTB received the most recent traffic signal plans in the study area from the NCDOT Transportation Mobility and Safety Division. The 2040 Metropolitan Transportation Plan (MTP) documents were obtained from Capital Area Metropolitan Planning Organization (CAMPO). July 2017 $ C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum 3. METHODOLOGY The following pages describe the traffic volume development and capacity analysis methodologies used in this technical memorandum. 3.1. 2016 Base Year and 2040 Design Year Traffic Volume Development The Complete 540 Preferred Alfernative Traffic Forecasf, prepared by HNTB North Carolina, 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 2016 Base Year traffic analyses for Complete 540. 2016 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 C contains the traffic forecast breakout peak hour traffic volumes 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. The peak hour breakout spreadsheet results were converted into individual AM and PM peak hour movements for the proposed Complete 540 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 C. Traffic flows were balanced between ramp terminals at each interchange, and were balanced (through the Freeway Facilities software data entry) for mainline segments along existing and proposed Complete 540 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 Complete 540 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. 3.2. 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 Capacify 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 4. July 2017 9 � NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum 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 9.0 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. SimTraffic Professional was used for microsimulation. 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 (Freeway Facilities). Freeway Facilities 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. Build Complete 540 freeway segments were analyzed in the HCS Freeway Facilities software package in the 2016 and 2040 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. 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). Individual signalized and unsignalized study area intersections are then numbered 1-36 moving from west to east and south to north through the study area. July 2017 10 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternative - Traffic Analysis Technical Memorandum Table 4 Intersection & Freeway Segment Level of Service (LOS) Characteristics Intersection Freewa Per Vehicle Per Vehicle Basic Freeway Merge/Diverge/ Level of Service Description Delay Signal Delay Segment Weaving Area Control Stop Control Density Density seconds seconds pc/mi/In pc/mi/In LOS A Freeflow <10.0 <10.0 0-11.0 <=10.0 Freedom to select desired speed / maneuver is extremely high General level of comfort and convenience for motorists is excellent LOS B Stable flow 10.0 - 20.0 10.0 -15.0 >11.0 -18.0 >10.0 - 20.0 Other vehicles in the traffic stream become noticeable Reduction in freedom to maneuver from LOS A LOS C Stable flow 20.0 - 35.0 15.0 - 25.0 >18.0 - 26.0 >20.0 - 28.0 Maneuverability/operating speed are significantly affected by other vehicles General level of comfort and convenience declines noticeabl LOS D High density but stable flow Speed and freedom to maneuver are severely restricted 35.0 - 55.0 25.0 - 35.0 >26.0 - 35.0 >28.0 - 35.0 General level of comfort / convenience is poor Small increases in traffic will enerall cause operational roblems 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 Comfort and convenience are extremely poor Small flow increases/minor traffic disturbances will cause breakdowns LOS F Forced or breakdown flow Demand Volumes exceed roadway capacity > 80.0 > 50.0 > 45.0 exceeds Formation of unstable queues capacity Stoppages for long periods of time because of traffic congestion Transportatfon Kesearch Board, Hfghway Gapacfiy Manual. Washfngton, D.G.: Natfonal Kesearch Gouncfl, 2010. July 2017 11 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum 3.2.1. Freeway Analysis Methodology The initial procedure for freeway analysis input into the HCS 2010 freeway facilities module (Freeway Facilities) involved the segmentation of existing (NC 540, I-40, US 70, I-495 / US 64 / US 264, I-540) and the proposed freeway facility (Complete 540). The functional design file for the PA was reviewed and segmented appropriately depending on its 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 Freeway Facilities for each segment. For a basic freeway segment, these inputs and typical values used in this analysis) include: ♦ Traffic volumes were generated from NCDOT Forecast non-adjustable peak hour breakouts for the first entering mainline segment only. ♦ 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 peak hour factor. See Appendix D for additional information. ♦ The number of lanes varies depending on existing geometrics, planned MTP improvements to existing freeway facilities or PA design. The standard PA design is for a six-lane divided facility in most locations, with three travel lanes in each direction. Auxiliary lanes are proposed along Complete 540 at the following locations: o In both eastbound and westbound directions between Veridea Parkway (Old Holly Springs-Apex Road) and NC 55 Bypass, o In both northbound and southbound directions between I-495 / US 64/ US 264 and Poole Road, and o In both northbound and southbound directions between Complete 540/US 70 Bypass and NC 42. ♦ The terrain type is assumed to be "Rolling" for this area per the Design Criteria. ♦ The Base Free Flow Speed was assumed to be 5 mph greater than posted speed limits. ♦ The Truck Percentages were calculated from the Traffic Forecast as being equal to the percent Duals plus the percent TTST divided by two for all the peak hour mainline study area entry segments only. The truck percentages for all other mainline segments were calculated based on on/off-ramp percentages. ♦ Lane Width set to 12 feet. ♦ Right Shoulder Lateral Clearance set to 6 feet. ♦ Segment Lengths were determined by aerial photography or functional designs between upstream/downstream merge/diverge points. The Freeway Facilities 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 were generated from NCDOT Forecast non-adjustable peak hour breakouts. July 2017 12 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum ♦ The location of Ramp Relative to Freeway was set to Right for all segments, given the PA alignment. ♦ Acceleration/Deceleration Lane Lengths were determined from aerial photography, field measurement or functional designs. ♦ The Free Flow Speeds on Ramps were set 50 mph for cloverleaf/flyover on/off ramps/diamond on/off ramps and 30 mph for loop ramps ♦ The Truck Percentage was taken from Traffic Forecast (DuaIs+TTST/2) for peak hour Y-lines. The Freeway Facilities 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: ♦ On-Ramp/Off-Ramp volumes were generated from NCDOT Forecast non-adjustable peak hour breakouts and factored counts. ♦ The location of Ramp Relative to Freeway was set to Right for all segments, given the PA alignment. ♦ Acceleration/Deceleration Lane Lengths were determined from aerial photography, field measurement or functional designs. ♦ The Free Flow Speeds on Ramps were set to 30 mph for loop ramps. After inputs were entered into Freeway Facilities 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 Freeway Facilities was compiled and compared for the study alternatives. The following Freeway Facilities analysis assumptions for service interchanges were also implemented in the development of the Freeway Facilities 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). One exception to this assumption is at the NC 55 Bypass interchange. The off-ramp from eastbound NC 540 to southbound NC 55 Bypass and the on-ramp loop from northbound NC 55 Bypass to westbound NC 540 are analyzed as single-lane ramps to adhere to the existing configuration. ♦ 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 Freeway Facilities analysis limitations, an off-ramp was analyzed to remove volumes from the mainline to create the effect of a drop lane). Additionally, the demand-to-capacity (d/C) ratios for ramp roadways at the two system interchanges were checked for potential capacity issues using the method described in HCM 2010. The following parameters and assumptions were used in the analysis: ♦ On-Ramp/Off-Ramp volumes were generated from NCDOT Forecast non-adjustable peak hour breakouts. ♦ The Free Flow Speeds on the ramps were set 50 mph for cloverleaf/flyover on/off ramps/diamond on/off ramps and 30 mph for loop ramps July 2017 13 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum ♦ The Truck Percentage was taken from Traffic Forecast (DuaIs+TTST/2) for peak hour Y-lines. ♦ The maximum capacity a single lane ramp was 2,200 passenger cars/hour (pc/h) for flyover ramps and 2,100 pc/h for loop ramps. The capacity of each ramp roadway was determined by multiplying the number of lanes by the single-lane capacity of the ramp. The d/C ratios were calculated by dividing the demand flow rate by the overall capacity of the ramp roadway. Detailed output from Freeway Facilities and the d/C ratio summary tables can be found in Appendix D. 3.2.2. Signalized Intersection Analysis Methodology Signalized intersection capacity analyses were performed using Synchro Professional Software Version 9.0 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 PA 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, I-495 / US 64 / US 264 or US 64 Business beyond actual PA design footprints were made for this study. HNTB 2016 Base Year PA traffic forecast 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 2016 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. 2016 Build analysis and 2040 Design Year Build analysis included updates to Synchro inputs and parameters as follows: ♦ Traffic volume updates for each alternative from traffic forecast breakouts ♦ Optimization of cycle lengths/splits/offsets for the 2016 Base Year Build alternative ♦ Further optimization checks for 2040 Build alternatives ♦ 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 dual left turns and/or downstream lane drops wer methods outlined in the NCDOT research report titled by Lee, et al. (2005). updated at intersections where e present using the calculation False Capacity for Lane Drops July 2017 14 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum 3.2.3. Unsignalized Intersection Analysis Methodology Unsignalized intersection capacity analyses were performed using the HCS 2010 Unsignalized report for two-way stop-controlled intersections in Synchro Professional Software Version 9.0. There are six existing unsignalized, two-way stop-controlled intersections in the project study area that were included in this analysis: ♦ NC 55 Bypass and Mid-block U-turn ♦ NC 55 Bypass and Old Smithfield Road ♦ NC 55 Bypass and NC 540 Eastbound Ramps ♦ NC 55 Bypass and NC 540 Westbound Ramps ♦ White Oak Road and Raynor Road ♦ Rock Quarry Road and Old Baucom Road Unsignalized intersection analysis inputs were identical to the input methodology used for the signalized intersections and complied with NCDOT Congestion Management practices. Microsimulation runs were performed using the SimTraffic software package for 2016 Base Year No-Build, 2016 Base Year Build PA and 2040 Design Year Build PA scenarios for the AM and PM peak hour conditions. The models were run for one hour with a 15-minute seeing period where traffic was loaded onto the network. Ten (10) model runs were conducted with 1-10 number seeds. SimTraffic queuing and blocking results were compiled as a check of 95th percentile queue length results from the Synchro output and as a general visual check of individual intersection operations. No direct comparisons were made between Synchro and SimTraffic results for vehicular delay and LOS. Summary tables showing the LOS, delay, Synchro 95th percentile queues and SimTraffic maximum queues for each of the analysis scenarios are included in Appendix E. Detailed Synchro LOS and delay reports and SimTraffic queueing and blocking reports are also included in Appendix E. July 2017 15 C� NTB - NCDOT STIP R-2721, R-2828 & R-2829 ; Complete 540 Trianqle Expressway Southeast Extension Preferred Alternative - Traffic Analysis Technical Memorandum 4. DEVELOPMENT OF ALTERNATIVES This Complete 540 technical memorandum includes analysis of the following scenarios: 2016 Base Year No-Build, 2016 Base Year Build PA, and 2040 Design Year Build PA. A 2040 Design Year No-Build scenario is not included. Per Section 8 of the Complete 540 Preferred Alternative Traffic Forecast, "The Complete 540 project team considered the preparation of a 2040 Future Year No-Build (FYNB) traffic forecast in conjunction with the preparation of the Future Year Build (FYB) traffic forecast for the preferred alternative. A 2040 FYNB traffic forecast has not been developed. Various alternative means and methods are being explored at this time to quantitatively assess FYNB and FYB traffic forecast scenarios based on traffic operations and traffic conditions." The following section describes the Build PA alternative analyzed in the report. 4.1. Complete 540 Build Preferred Alternative Description The Complete 540 PA corridor follows the orange, green, mint, and green segment corridors as displayed in Exhibit 1 below and in Figure 1 included in Appendix A. Exhibit 1 Complete 540 Preferred Alternative (PA) The Complete 540 PA corridor is comprised of three corridor segments. The first segment is the Orange Corridor for the southern section of the project. The Orange Corridor begins at the Triangle Expressway and NC 55 Bypass interchange in Holly Springs and travels eastward to the I-40 and US 70 Bypass 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 most its alignment. The Orange Corridor includes planned interchanges at NC 55 Bypass, SR 1152 (Holly Springs Road), SR 1386 (Bells Lake Road), US 401, SR 1006 (Old Stage Road), NC 50, and I- 40. July 2017 16 �I NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum The second corridor segment is 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 I-495 / US 64 / US 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 I-495 / US 64 / US 264. The third corridor segment is the Mint Corridor. 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. Table 5 summarizes the proposed interchange forms for the PA corridor along the southern and eastern sections of NC 540. Table 5 Interchange Forms for the Preferred Alternative Interchange Interchange # Proposed Interchange Form* NC 55 Bypass & NC 540 1 6 Ramp Partial Cloverleaf with Loops in Quadrants A& D Holly Springs Road & NC 540 2 Diverging Diamond Bells Lake Road & NC 540 3 Partial Cloverleaf with Loops in Quadrants A& C US 401 & NC 540 4 6 Ramp Partial Cloverleaf with Loops in Quadrants A& C Old Stage Road & NC 540 5 Diamond NC 50 & NC 540 6 Half Tight Diamond with Loop in Quadrant B I-40/US 70 & NC 540 7 Dreamcatcher White Oak Road & NC 540 8 Partial Cloverleaf with Loops in Quadrants B& C US 70 Business & NC 540 9 6 Ramp Partial Cloverleaf with Loops in Quadrants A& C Rock Quarry Road/Old 10 Partial Cloverleaf with Loops in Quadrants A& D Baucom Road & NC 540 Auburn-Knightdale Road & NC 11 Partial Cloverleaf with Loops in Quadrants A& D 540 Poole Road & NC 540 12 Half Tight Diamond with Loop in Quadrant B US 64/264 & NC 540 13 Semi directional with Loops in Quadrant B& D �- Proposed interchange forms selected by the project team are preliminary and subject to change. 4.2. 2040 Design Year Build PA Alternative Assumptions The 2040 Design Year Build PA scenario assumes that the Complete 540 project will be constructed along with committed to and fiscally constrained 2040 MTP projects. Based on information collected to date for the Complete 540 project, the additional improvements shown in Table 6 are currently anticipated (or approved in the 2040 CAMPO MTP) in the project study area by the 2040 Design Year. Therefore, the project assumes the additional improvements from the 2040 MTP in the 2040 Design Year. Additionally, NCDOT STIP Project R-2635D, also referred to as Access 540, proposes to convert the existing grade separation of Veridea Parkway (formerly Old Holly Springs-Apex Road) over NC 540 (Triangle Expressway) to a partial cloverleaf interchange and construct auxiliary lanes July 2017 17 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum 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 cloverleaf, with loop ramps in the northeast and southeast quadrants, was analyzed in Freeway Facilities by inserting diverge and merge segments into the existing NC 540 (Triangle Expressway) freeway network configuration. The 2040 Design Year Build freeway analysis was updated from the 2016 Base Year to include this interchange adjacent to the Complete 540 western project termini at NC 55 Bypass. It was assumed that all existing roadway geometrics, laneage, and traffic control would remain consistent with 2016 Base Year information along all other areas. NCDOT is currently evaluating five alternatives for reconfiguration of the I-40 and NC 42 interchange as part of STIP I-4739 project. However, a preferred alternative and interchange form is yet to be determined. Therefore, a preferred interchange form was not assumed in the Complete 540 analysis. HNTB is coordinating with the NCDOT and STIP I-4739 project team to coordinate the connectivity between the two projects. Table 6 2040 MTP Changes to Study Area Roadways SR Number of Lanes Number Road Name Segment Existing 2040 MTP I-40 Exit 306 (US 70 Business) to 4 10' Exit 312 NC 42 - I-540 Exit 24 (US 64 Business) to 6 g� Exit 26 US 64/264 - US 64 / US 264 Exit 422 (Hodge Road) to 6 8 Exit 425 Smithfield Road - US 70 Exit 318 (I-40) to Exit 320 (NC 42) 4 4 - US 401 Ten Ten Road to Tech Road 4 6 NC 50 Ten Ten Road to Cleveland School Road 2 4 - NC 55 Bypass E Williams Street to Old Smithfield Road 4 6 - US 70 Business I-40 to NC 42 4 6 1007 Poole Road Hodge Road to Clifton Road 2 4 1152 Holly Springs Road Ten Ten Road to Kildaire Farm Road 2 42 1152 Holly Springs Road Kildaire Farm Road to Sunset Lake Road 2 42 1006 Old Stage Road Ten Ten Road to Banks Road 2 4 1010 Cleveland School Road NC 50 to NC 42 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-Knightdale Road Battle Bridge Road to Grasshopper Road 2 2 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 ' — Includes 2 Managed Lanes. z— Analyzed 6-lane section at NC 540 interchange and 4-lane section at project limits. July 2017 18 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum 5. FREEWAY SEGMENT ANALYSIS This section presents the capacity analysis for freeway facilities for 2016 Base Year No-Build and Build and 2040 Design Year Build PA scenarios within the Complete 540 project study area. AM and PM peak hour traffic volumes and existing/proposed lane geometrics were entered into the HCS 2010 Freeway Facilities software module. Detailed segment measures of effectiveness results for the worst-case AM and PM peak hour for the Complete 540 are presented in Tables 12 and 13. 5.1. 2016 Base Year Analysis This analysis uses the 2016 Base Year No-Build and Build peak hour traffic volumes and existing/proposed lane geometrics to evaluate traffic operations on the Complete 540, NC 540, I- 40, US 70, I-495 / 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 2016 Build PA scenario. 5.1.1. 2016 No-Build Scenario Results All the segments along existing freeway facilities perform at an acceptable LOS D or better in the AM and PM peak hours. Figure 2 provides a sheet key for the No-Build freeway segment figures. Figures 3.1 to 3.5 schematically show 2016 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. 5.1.2. 2016 Build PA Scenario Results For Complete 540 PA operations, all freeway segments are expected to operate at LOS D or better. For the US 70 and I-495 / US 64 / US 264 corridors, all freeway segments are projected to operate at LOS D or better. For the I-40 corridor, the eastbound segment results indicate that corridor operations and segment densities will slightly worsen from the No-Build scenario with two (2) segments at near capacity (LOS E) to one (1) segment at near capacity and another one exceeding peak hour capacity (LOS F). The results for the westbound segments indicate that corridor operations and segment densities will slightly improve from the No-Build scenario with seven (7) segments to six (6) segments in Build scenario near (LOS E) or exceeding (LOS F) peak hour capacity in Build. Figure 4 provides a sheet key for the Build PA freeway segment figures. Figures 5.1 to 5.9 schematically show 2016 Base Year Build volumes, intersection traffic control, freeway segment identification numbers and LOS for the PA. 5.2. 2040 Design Year Analysis This analysis uses the 2040 Design Year 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, I-495 / US 64 / US 264 and I-540 uninterrupted flow facilities in the project study area. Like the 2016 scenario evaluations, this analysis determines individual freeway segment and system-wide density and LOS measures of effectiveness for the 2040 Build PA scenario. 5.2.1. 2040 Build PA Scenario Results For Complete 540 PA operations, all freeway segments are expected to operate at LOS D or better. For the NC 540 corridor, between NC 55 Bypass and Veridea Parkway (formerly Old July 2017 19 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum Holly Springs-Apex Road), two basic segments (OHSARI B1-D2 & D2-B3) in the eastbound PM peak are expected to operate at (LOS E) or exceeding (LOS F) peak hour capacity. 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. For the US 70 corridor, all freeway segments are projected to operate at LOS D or better. On the I-495 / US 64 / US 264 corridor, results indicate that four (4) eastbound and three (3) westbound segments at (LOS E) or exceeding (LOS F) peak hour capacity. Figures 6.1 to 6.9 show the traffic volumes, intersection traffic control, freeway segment identification numbers and LOS for the study area intersections in the 2040 Design Year Build PA scenario. The 2040 Design Year Build PA laneage and future 2040 MTP laneage assumptions are shown in Figures 7.1 to 7.9. Tables 7, 8, 9, 10 and 11 provide an overall summary and comparison of LOS results for the AM and PM peak hour LOS for basic freeway sections, merges, diverges and weaves across all three scenarios. Detailed segment measures of effectiveness results for the AM and PM peak hours are presented in Tables 12 and 13. Appendix D contains the detailed HCS 2010 Freeway Facilities output files and corridor summary tables. Complete 540 and I-540 will form a continuous freeway facility corridor once Complete 540 is constructed; therefore, these facilities are included in the Complete 540 corridor summary Tables 7, 12 and 13. NC 540 (Triangle Expressway) would also be part of the continuous freeway facility corridor but was included in a separate table as this section was analyzed separately under the R-2635D project. Table 7 Freeway Operations Summary — Complete 540 Complete 540 Scenario Eastbound Westbound LOS F LOS F 2016 No-Build - - - - - - - - - - - - 2016 Build 55 8 2 0 0 0 52 11 3 0 0 0 2040 Build 12 35 16 2 0 0 10 28 23 4 0 0 "-Table shows the number ot segments tor each LU5 Table 8 Freeway Operations Summary — NC 540 NC 540 Scenario Eastbound Westbound LOS F LOS F 2016 No-Build 4 0 0 0 0 0 3 0 0 0 0 0 2016 Build 1 0 0 0 0 0 1 0 0 0 0 0 2040 Build 0 0 0 1 1 1 0 0 1 3 0 0 �-Table shows the number of segments for each LOS Table 9 Freeway Operations Summary — I-40 I-40 Scenario Eastbound Westbound LOS F LOS F 2016 No-Build 0 5 5 3 2 0 0 2 8 0 4 3 2016 Build 2 10 3 2 1 1 3 6 5 1 4 2 2040 Build 2 14 3 0 0 0 3 13 5 0 0 0 "-Table shows the number ot segments tor each LU5 July 2017 20 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 Triangle Expressway Southeast Extension Preferred Alternati ve - Traffic Analysis Technical Memorandum Table 10 Freeway Operations Summary — US 70 us 70 Scenario Eastbound Westbound __ LO•_ . LOS F____ JS C LOS D LOS F 2016 No-Build 4 3 0 0 0 0 5 3 0 0 0 0 2016 Build 3 8 0 0 0 0 2 8 0 0 0 0 2040 Build 1 5 5 0 0 0 2 1 7 0 0 0 �-Table shows the number of segments for each LOS Table 11 Freeway Operations Summary — I-495 / US 64 / US 264 I-495 / US 64 / US 264 Scenario Eastbound Westbound LOS F LOS F 2016 No-Build 0 1 6 4 0 0 0 1 5 5 0 0 2016 Build 0 1 9 3 0 0 0 1 7 5 0 0 2040 Build 0 1 8 0 2 2 0 0 4 6 3 0 "-Table shows the number ot segments tor each LU5 5.3. Ramp Demand-to-Capacity Ratios The capacity and operations of freeway ramps at system interchanges can have a major impact on roadway network and corridor operations. Deficiencies in freeway ramp capacity can cause upstream and downstream operational issues on the subject freeway facility and adjacent freeway/Y-line facilities. Therefore, the demand flow rate on the ramps at the two system interchanges were checked against the capacity of ramp roadways. Based on the analysis, all the ramps at the Complete 540 at I-40/US 70 Bypass system interchange are projected to operate with demand to capacity (d/C) ratios less than (<) 1 in both the AM and PM peak hours. At the Complete 540, I-540 and I-495 / US 64 / US 264 system interchange, the ramps from westbound I-495 / US 64 / US 264 to northbound I-540 (Location # 2) in the AM peak and the loop ramp from southbound I-540 to eastbound I-495 / US 64 / US 264 (Location # 10) in the PM peak hour are projected to operate at d/C ratio greater than (>) 1. To operate at d/C ratio less than (<) 1, the westbound I-495 / US 64 / US 264 to northbound I-540 (Location # 2) would require two continuous lanes to merge with the eastbound ramp and on to I-540. The loop ramp from southbound I-540 to eastbound I-495 / US 64 / US 264 (Location # 10) would require two lanes to operate at d/C ratio less than (<) 1. The ramps from eastbound and westbound I-495 / US 64 / US 264 to northbound I-540 (Location # 1) in the AM peak, from eastbound I-495 / US 64 / US 264 to northbound I-540 (Location # 3) in the PM peak and from southbound I-540 to westbound I-495 / US 64 / US 264 (Location # 8) in the AM peak hour are nearing capacity (d/C ratio > 0.85). If the demand for any of these ramps nearing capacity exceed the estimated demand in 2040, an additional lane may be necessary to operate at d/C ratio less than (<) 1. Where ramp volumes are projected to be near or exceed capacity, the feasibility of providing two lanes should be considered during the project development process. The d/C ratio summary tables for 2040 Build PA scenario and figures (Figure D.1 and Figure D.2) showing location numbers are included in Appendix D. July 2017 21 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternative - Traffic Analysis Technical Memorandum Table 12 Complete 540 Detailed Freeway Operations Summary - AM Peak 2040 Build Eastbound AM 2016 Build Eastbound AM 2016 No-Build Eastbound AM 2016 No-Build Westbound AM 2016 Build Westbound AM 2040 Build 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 Density LOS (pc/mi/ln) (pc/mi/In) (pc/milln) (pc/mi/In) (pc/mi/In) (pc/milln) N/A West of NC 55 Bypass 63 4.9 A West of NC 55 Bypass B3 3.7 A West of NC 55 Bypass B24 6.8 A West of NC 55 Bypass B135 10.4 A West of NC 55 Bypass 6135 22.1 C West of NC 55 Bypass W4 12.3 B D4 5.4 A D4 4.1 A M23 7.3 A M134 11.3 B M134 17.6 B NC 55 Bypass 65 8.7 A B5 2.7 A NC 55 Bypass g5 1.1 A B22 5.6 A B133 10.3 A 6133 19.9 C NC 55 Bypass D6 10.9 B NC 55 Bypass D6 3.1 A D6 1.4 A NC 55 Bypass M132 10.5 B NC 55 Bypass M132 21.0 C 67 6.8 A 67 2.5 A B131 5.4 A 6131 15.1 B MS 11.3 B M8 3.9 A D130 7.7 A D130 22.7 C 69 10.8 A 69 3.7 A B129 7.1 A 6129 21.2 C D10 11.6 B D10 4.0 A M128 7.5 A M128 22.4 C Holly Springs Rd 611 8.8 A Holly Springs Rd B11 3.0 A Holly Springs Rd B127 5.8 A Hoily Springs Rd 6127 16.8 B M12 14.7 B M12 5.4 A D126 9.6 A D126 25.3 C 613 13.8 B B13 5.2 A B125 8.7 A B125 24.8 C D14 14.9 B D14 5.6 A M124 9.3 A M124 25.8 C Bells Lake Rd 815 11.4 B Bells Lake Rd B15 4.1 A Bells Lake Rd B123 6.9 A Bells Lake Rd 6123 19.3 C M16 14.6 B M16 5.9 A D122 9.6 A D122 23.8 C 817 13.5 B B17 5.6 A B121 8.9 A 6121 23.6 C D18 14.9 B D18 6.0 A M120 9.5 A M120 24.6 C B19 9.4 A B19 4.1 A B119 8.1 A 6119 20.5 C US 401 M20 10.9 B US 401 M20 5.0 A US 401 M118 8.5 A US 401 M118 21.8 C 621 10.2 A B21 4.7 A B117 6.5 A 6117 15.7 B M22 13.6 B M22 7.0 A D116 10.8 B D11G 21.7 C 623 12.8 B 823 6.7 A B115 9.8 A B115 20.5 C D24 14.2 B D24 7.4 A N/A N/A Old Stage Rd 625 8.3 A Old Stage Rd B25 3.9 A M26 9.5 A M26 4.6 A M114 10.2 B M114 21.6 C Old Stage Rd B113 5.5 A Old Stage Rd 8113 12.7 B N/A N/A D112 6.6 A D112 14.3 B 627 8.9 A B27 4.3 A B111 6.1 A 6111 13.5 B D28 9.7 A D28 4.7 A M110 6.4 A M110 14.3 B NC 50 629 6.8 A NC 50 B29 3.0 A NC 50 B109 3.4 A NC 50 6109 9.1 A M30 11.1 B M30 4.8 A D108 6.5 A D108 16.9 B 631 10.6 A B31 4.6 A N�A 8107 5.3 A 6107 13.4 B D32 11.5 B D32 4.7 A M106 5.5 A M106 13.7 B 633 6.0 A B33 3.8 A B105 4.2 A 6105 7.2 A D34 6.6 A D34 4.2 A N/A I-40 W 104 4.9 A I-40 W 104 7.7 A I-40 B35 3.4 A I�10 835 2.1 A B103 3.0 A 8103 4.2 A M36 6.0 A M36 42 A D102 8.1 A D102 97 A 637 5.8 A B37 4.1 A B101 7.2 A 6101 8.7 A M38 9.1 A M38 7.2 A M100 7.6 A M100 9.1 A 639 8.8 A B39 6.9 A White Oak Rd B9g 5.8 A White Oak Rd 899 6.9 A D40 9.5 A D40 7.5 A D98 9.2 A D98 11.7 B White Oak Rd 641 6.7 A White Oak Rd B41 5.1 A B97 7.6 A 697 9.6 A M42 9.9 A M42 7.4 A M96 8.1 A M96 10.3 B 643 9.4 A B43 7.0 A B95 6.8 A 695 9.3 A D44 10.1 B D44 7.5 A US 70 Business M94 7.1 A US 70 Business M94 9.7 A 845 8.3 A B45 5.8 A B93 5.1 A 693 7.3 A US 70 Business M46 11.2 B US 70 Business M46 6.5 A D92 6.5 A D92 11.6 B 647 10.6 A B47 6.2 A B91 6.0 A 691 10.6 A M48 15.0 B M48 8.2 A M90 6.4 A M90 11.3 B 849 14.2 B B49 7.8 A Rock Quarty Rd B89 5.4 A Rock Quarry Rd 689 9.5 A D50 16.8 B D50 9.3 A D88 6.6 A D88 13.0 B Rock Quarry Rd 651 12.8 B Rock Quarry Rd 851 6.9 A B87 6.2 A 687 12.0 B M52 17.3 B M52 8.7 A M86 6.6 A M86 12.9 B 853 16.1 B B53 8.2 A Auburn-Knightdale Rd B85 5.9 A Auburn-Knightdale Rd 885 10.9 A D54 18.8 B D54 9.6 A D84 6.6 A D84 13.2 B Aubum-Knightdale Rd B55 15.0 B Auburn-Knightdale Rd B55 8.0 A B83 6.2 A 683 12.4 B M56 17.9 B M56 8.8 A M82 6.6 A M82 13.4 B 657 16.6 B B57 8.3 A Poole Rd B81 5.9 A Poole Rd B81 11.9 B D58 17.4 B D58 8.7 A W80 7.4 A W80 17.5 B Poole Rd g59 15.8 g Poole Rd g59 7.8 A B79 5.2 A 679 11.3 B W60 23.4 C W60 9.4 A D21 6.0 A D78 11.2 B D78 15.2 B D61 25.3 C D61 11.2 B US 64 / US 264 B20 4.5 A US 64 / US 264 B�� 9 2 A US 64 / US 264 B�� 13.0 B US 64 / US 264 862 15.3 B US 64 / US 264 B62 7.0 A D19 12.6 B D76 15.5 B D76 20.5 C M63 30.6 D M63 18.5 B B18 10.9 A B75 13.9 B 875 19.2 C 864 25.7 C B64 17.5 B South of US 64 Business B7 13.4 B M17 11.5 B M74 14.8 B M74 20.1 C D65 25.3 C D65 19.7 B D8 14.7 B B16 7.0 A 673 9.5 A 673 14.3 B US 64 Business 866 18.5 C US 64 Business B66 12.3 B US 64 Business B9 8.9 A US 64 Business D15 13.5 B US 64 Business D72 16.3 B US 64 Business D72 20.3 C M67 27.9 C M67 22.4 C M10 17.7 B B14 11.0 B B71 13.4 B 671 17.9 B North of US 64 Business B68 28.4 D North of US 64 Business B68 21.0 C North of US 64 Business B11 16.4 B D13 13.5 B D70 16.7 B D70 20.8 C Facility 13.5 B Facility 6.8 A Facility NIA N/A North of US 64 Business 812 12.6 B North of US 64 Business B69 15.7 B North of US 64 Business 669 20.8 C Facility N/A NIA Facility 7.9 A Facility 32.7 D Cell Shading - Green = LOS A- D, Orange = LOS E, �= LOS F; N/A - Analysis not applicable for comparable location or segment July 2017 22 G�I NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Preferred Alternative - Traffic Analysis Technical Memorandum Table 13 Complete 540 Detailed Freeway Operations Summary - PM Peak 2040 Build Eastbound PM 2016 Build Eastbound PM 2016 No-Build Eastbound PM 2016 No-Build Westbound PM 2016 Build Westbound PM 2040 Build Westbound PM Location Segment ID Density LOS Location Segment ID Den�� LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS Location Segment ID Density LOS (pc/milln) (pc/milln) (pc/mi/In) (pc/mi/In) (pc/mi/In) (pc/milin) N!A West of NC 55 Bypass B3 9.6 A West of NC 55 Bypass B3 6.8 A West of NC 55 Bypass B24 3.7 A West of NC 55 Bypass B135 6.3 A West of NC 55 Bypass 6135 12.6 B West of NC 55 Bypass W4 25.1 C D4 10.8 B D4 7.9 A M23 3.9 A M134 6.8 A M134 10.2 B 65 14.4 B B5 5.2 A NC 55 Bypass 85 1.4 A NC 55 Bypass BZ2 2.6 A B133 6.2 A B133 11.2 B NC 55 Bypass D6 16.5 B NC 55 Bypass D6 5.9 A D6 1.8 A NC 55 Bypass M132 6.3 A NC 55 Bypass M132 11.1 B 87 12.0 B B7 4.8 A B131 3.8 A 6131 9.6 A M8 18.7 B M8 6.9 A D130 5.5 A D130 15.2 B B9 17.7 B B9 6.5 A B129 5.1 A B129 13.5 B D10 19.9 B D10 7.1 A M128 5.4 A M128 14.2 B Holly Springs Rd B11 14.2 B Holly Springs Rd B11 5.3 A �` Holly Springs Rd B127 4.3 A Holly Springs Rd 6127 11.5 B M12 22.8 C M12 8.9 A b,_ D126 6.9 A D126 18.3 B B13 21.9 C B13 8.4 A ,i B125 6.4 A 6125 16.3 B D14 23.5 C D14 9.1 A M124 6.7 A M124 17.3 B Bells Lake Rd B15 17.2 B Bells Lake Rd B15 6.7 A a, Bells Lake Rd B123 5.2 A Bells Lake Rd 6123 13.6 B M16 22.5 C M16 9.3 A D122 7.1 A D122 17.1 B B17 21.4 C B17 8.8 A B121 6.6 A 6121 15.7 B D18 23.7 C D18 9.5 A ��1 M120 7.0 A M120 16J B B19 14.6 B B19 6.5 A B119 5.8 A B119 13.8 B US 401 M20 17.9 B US 401 M20 8.2 A US 401 M118 6.1 A US 401 M118 14.5 B 621 16.3 B 621 7.8 A 6117 5.0 A 6117 11.3 B M22 20.5 C M22 10.6 B D116 S.2 A D116 16.1 B B23 19.5 C B23 10.0 A B115 7.5 A B115 14.5 B D24 22.1 C D24 11.1 B N/A N/A Old Stage Rd B25 12.4 B Old Stage Rd B25 6.0 A M26 14.3 B M26 7.1 A M114 7.8 A M114 15.0 B Old Stage Rd B113 4.5 A Old Stage Rd 6113 9.6 A N/A N/A D112 5.3 A D112 11.2 B B27 13.3 B B27 6.6 A B111 4.9 A B111 10.3 A D28 15.3 B D28 7.3 A M110 5.2 A M110 10.6 B NC 50 B29 9.1 A NC 50 629 4.0 A r NC 50 B109 3.6 A NC 50 B109 8.1 A M30 14.1 B M30 6.3 A e � D108 6.1 A D108 13.9 B B31 13.9 B B31 6.1 A N!A B107 5.0 A 6107 11.6 B D32 15.8 B D32 6.3 A � � M106 5.2 A M106 11.4 B B33 8.0 A B33 5.0 A B105 4.2 A B105 6.9 A D34 9.2 A D34 5.6 A N/A I�0 W 104 4.6 A I-40 W 104 9.0 A I<l0 B35 3.1 A I-40 B35 2.2 A � B103 4.0 A 6103 6.0 A M36 5.5 A M36 5.2 A '`}i� D102 8.0 A D102 10.8 B B37 6.7 A B37 5.2 A B101 7.3 A B101 9.5 A M38 9.2 A M38 8.1 A M100 7.6 A M100 9.8 A B39 9.4 A B39 7.7 A White Oak Rd B99 5.4 A White Oak Rd B99 7.4 A D40 10.5 B D40 8.3 A D98 8.6 A D98 11.8 B White Oak Rd B41 7.7 A White Oak Rd B41 6.4 A B97 7.1 A 697 10.0 A M42 10.5 B M42 8.7 A M96 7.6 A M96 10.8 B B43 10.6 A B43 8.3 A B95 6.7 A 695 9.8 A D44 11.9 B D44 9.0 A US 70 Business M94 7.1 A US 70 Business M94 10.4 B B45 8.3 A 645 5.9 A B93 5.9 A 693 8.8 A US 70 Business M46 10.1 B US 70 Business M46 6.5 A D92 8.5 A D92 16.7 B B47 9.9 A B47 6.1 A B91 7.9 A B91 14.6 B M48 12.0 B M4S 7.2 A M90 8.4 A M90 15.7 B B49 11.6 B B49 6.8 A Rock Quarry Rd B89 6.9 A Rock Quarry Rd 689 13.0 B D50 13.1 B D50 8.0 A D88 8.8 A D88 18.0 B Rock Quarry Rd B51 10.6 A Rock Quarry Rd B51 6.2 A B87 8.2 A 687 16.3 B M52 13J B M52 7.5 A j�, M86 8.8 A M86 17.6 B 853 13.3 B B53 7.0 A ��`;" Aubum-Knightdale Rd B85 7.9 A Auburn-Knightdale Rd B85 15.0 B D54 15.0 B D54 8.3 A D84 8.7 A D84 18.0 B Auburn-Knightdale Rd 855 12.3 B Aubum-Knightdale Rd B55 6.8 A B83 8.2 A 683 16.6 B M56 14.5 B M56 7.5 A M82 8.8 A M82 18.0 B 857 13.7 B B57 7.1 A Poole Rd B81 �$ A Poole Rd gg1 15.9 B D58 15.0 B D58 7.5 A W80 9.4 A W80 29.9 D Poole Rd g59 13.1 g Poole Rd g59 6.8 A B79 6.9 A 679 15.0 B W60 19.7 B W60 8.4 A D21 11.1 B D78 16.6 B D78 22.2 C D61 18.4 B D61 8.4 A US 64 / US 264 B20 8.0 A US 64 / US 264 B�� 13 2 B US 64 / US 264 B�� 18.7 C US 64 / US 264 B62 12.9 B US 64 / US 264 B62 5.7 A D19 14.8 B D76 18.4 B D76 25.1 C M63 18.4 B M63 15.3 B B18 13.1 B B75 17.0 B B75 24.8 C B64 17.8 B B64 14.7 B South of US 64 Business B7 11.1 B M17 13.9 B M74 18.1 B M74 25.2 C D65 19.4 B D65 16.5 B D8 12.2 B B16 8.6 A B73 11.8 B 673 17.6 B US 64 Business 866 13.8 B US 64 Business B66 10.3 A US 64 Business B9 7.3 A US 64 Business D15 17.9 B US 64 Business D72 21.7 C US 64 Business D72 25.9 C M67 20.8 C M67 18.1 B M10 14.1 B B14 14.3 B B71 17J B 671 24.2 C North of US 64 Business 868 20.2 C North of US 64 Business B68 16.9 B North of US 64 Business 611 13.1 B D13 16.6 B D70 20.5 C D70 25.9 C Facility 16.5 B Facility 7.9 A Facility NIA N!A North of US 64 Business B12 15.7 B North of US 64 Business B69 19.9 C North of US 64 Business 669 27.3 D Facility N/A N/A Facility 7.6 A Facility 16.3 B Cell Shading - Green = LOS A- D, Orange = LOS E, �= LOS F; N/A - Analysis not applicable for comparable location or segment. July 2017 23 G�I NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 6. INTERSECTION CAPACITY ANALYSIS This section presents the capacity analysis for all the intersections for 2016 Base Year No-Build and Build and 2040 Design Year Build PA scenarios within the Complete 540 project study area. LOS results and additional intersection details for these scenarios are found in the raw Synchro/SimTraffic output sheets in Appendix E. A tabular results summary across all scenarios is found in Table 14 on the following pages. The anticipated changes to the study area at-grade intersections between the No-Build and Build analyses are listed below: Ramp terminal intersections at the interchange of NC 540 and NC 55 Bypass were converted from unsignalized to signalized control. At the eastbound ramps, only the southbound left-turn, northbound through and right-turn, and westbound right-turn movements will be under signal control. The southbound through and eastbound right- turn movements will operate under free-flowing conditions. At the westbound ramps, the northbound right-turn movement will operate under free-flowing conditions while all other movements will be under signal control. The Old Smithfield Road and Mid-block U-turn intersections along NC 55 Bypass were converted from unsignalized to signalized control due the heavy volumes and the wide cross-section along NC 55 Bypass. At the Old Smithfield Road intersection, only the southbound through and northbound left-turn movements will operate under signal control. The northbound through will operate under free-flowing condition while the eastbound right-turn and westbound right-turn will operate under stop-control. Per the HCS Peak Hour Signal Warrants Analysis module results, this intersection meets the MUTCD peak hour signal warrant threshold in both 2016 and 2040 Build PA scenarios. At the Mid-block U-turn intersection, the southbound U-turn and northbound through will operate under the signal control while the southbound through will operate under free-flowing conditions. 6.1. 2016 Base Year Analysis This analysis uses the 2016 Base Year No-Build and Build peak hour traffic volumes and existing and proposed geometrics to evaluate traffic operations at all the intersections in the project study area. 6.1.1. 2016 No-Build Scenario Results For the 2016 No-Build alternative AM and PM peak hour scenarios, 8 out of the 12 analyzed intersections operate at LOS D or better 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: ♦ Holly Springs Road and Kildaire Farm Road Drive in the PM (LOS E) peak hour, due to high vehicular delays for the eastbound right-turn movement from Kildaire Farm Road to Holly Springs Road. ♦ NC 50 and Cleveland School Road / Stevens Oaks Drive in the AM peak hour (LOS E), due to limited capacity for the westbound right-turn movement from Cleveland School Road to NC 50, southbound left-turn movement from NC 50 to Cleveland School Road and due to heavy opposing traffic for the northbound through movement along NC 50. July 2017 24 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum ♦ White Oak Road and Raynor Road in both the AM (LOS F) and PM (LOS F) peak hours, due to the high vehicular delay for the southbound shared left and right-turn movements on Raynor Road. 6.1.2. 2016 Build PA Scenario Results For the 2016 Build PA 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, Rock Quarry Road and Auburn Knightdale Road intersection, and the Poole Road and Hodge Road intersection, with AM and PM peak hour LOS improving to LOS C or better. No intersections, including the new ramp terminal intersections added in the Build PA scenario, are expected to operate at an overall LOS E or LOS F in the 2016 Base Year. At the White Oak Road and Raynor Road intersection, the southbound exclusive left and shared through/right-turn approach will operate at LOS F under stop control in both AM and PM peak hours. Per the HCS Peak Hour Signal Warrants Analysis module results, this intersection meets the MUTCD peak hour signal warrant threshold in both 2016 and 2040 Build PA scenarios, and therefore was analyzed as a signalized intersection in both scenarios. Consideration should be given to operating this intersection as unsignalized and monitor it for future signalization. With the signalization, this intersection is expected to operate at LOS B during both peaks in the 2016 Build PA scenario. The HCS Peak Hour Signal Warrants Analysis reports are included in Appendix F. Summary figures showing traffic volumes and overall intersection LOS for the 2016 No-Build (Existing) scenario can be found in Figures 3.1 to 3.5. Figures 5.1 to 5.9 show the traffic volumes, intersection traffic control, freeway segment identification numbers and LOS for the study area intersections in the 2016 Base Year Build PA scenario. A 2016 Base Year Build PA Laneage figure is not provided in this report; however, the summary figures provided for the 2040 Design Year Build PA scenario shows where additional 2040 MTP laneage was added to the 2016 Base Year Build laneage. 6.2. 2040 Design Year Analysis As mentioned in Section 4, a 2040 Design Year No-Build scenario was not included in this analysis. A comparison of 2040 Design Year No-Build and Build traffic conditions using the Triangle Regional Model (TRM) as a tool will be included in the Complete 540 Quantitative Indirect and Cumulative Effects (ICE) documentation. This section presents future anticipated roadway network changes and capacity analysis results for the 2040 Design Year Build PA scenario in the AM and PM peak hours for the intersections within the Complete 540 project study area. 6.2.1. 2040 Build PA Scenario Results Of the 36 study area intersections analyzed at interchange ramp terminals or adjacent Y-lines, four (4) intersections are projected to experience operational deficiencies, as shown in Table 14. July 2017 25 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum As per the 2040 MTP, NC 55 Bypass will be widened to a six-lane facility by the year 2030. Three (3) of the four (4) intersections projected to experience operational deficiencies are along NC 55 Bypass, two (2) of which are the ramp terminal intersections. The NC 55 Bypass and NC 540 westbound ramps intersection is expected to operate at LOS F in the AM peak hour. The partial signal at NC 55 Bypass and NC 540 eastbound ramps intersection is expected to operate at LOS F in the AM and LOS E in the PM peak hour. This is due to the high vehicular volume and limited capacity along NC 55 Bypass. The intersection of realigned Donny Brook Road/Chandler Ridge Circle/Wake Tech Drive and US 401 is expected to operate at LOS E in the AM and LOS C in the PM. The addition of the eastbound Donny Brook Road traffic to the eastbound Chandler Ridge Circle traffic in the Build PA scenario resulted in increased delay at this intersection. All other intersections are expected to operate at an overall LOS D or better in the 2040 Design Year. Figures 6.1 to 6.9 show the traffic volumes, intersection traffic control, freeway segment identification numbers and LOS for the study area intersections in the 2040 Design Year Build PA scenario. The 2040 Design Year Build PA laneage and future 2040 MTP laneage assumptions are shown in Figures 7.1 to 7.9. July 2017 26 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 14 Detailed Intersection Capacity Analysis Results Summary 2016 No-Build 2016 Build 2040 Build Overall Approach Overall Approach Overall Approach ID# Intersection LOS Dela A roach LOS Dela LOS Dela A roach LOS Dela LOS Dela � A roach LOS Dela NC 55 Bypass & Mid- Northbound - - C 2� 5 Northbound C(B) 34.1 (15.9) F 128 $ Northbound � block U-tum (A) (8.2) (C) (25.21 Southbound - - Southbound B(A) 17.2 (4.4) Southbound C(A) 27.7 (7.2) Eastbound E(F) 35.0 (18T.7) Eastbound A(A) 0.1 (0.1) Eastbound A(A) 0.2 (0.1) NC 55 Bypass & Old Westbound F(D) 1028.7 (30.6) A � 2 Westbound A(A) 0.4 (0.2) C 32.1 Westbound A(A) 1.5 (0.4) 2 Smithfield Road (A) (2.4) (C) (25.7) Northbound - - Northbound A(A) 1.5 (1.3) Northbound D(A) 54.1 (2.1) Southbound - - Southbound A(A) 0.9 (3.3) Southbound A(D) 2.3 (42.2) Eastbound A(A) 0.6 (2.7) Eastbound A(F) 3.5 (279.1) NC 55 Bypass & NC 540 B 15.1 Westbound 5.3) F 99.6 �estbound F(D) 213.2 (48.3) 3 EB Ramps (A) (5.2) Northbound B(A) 14.4 (5.4) �E% �79��% Northbound F(B) 141.8 (15.2) Southbound B(A) 19.6 (5.4) Southbound C(B) 29.7 (10.8) Westbound E(D) 79.4 (45.3) Westbound E(E) 68.1 (73.1) NC 55 Bypass & NC 540 B 11.0 F 99.0 4 WB Ramps (A) (g.�� Northbound A(A) 3.1 (0.8) �C� �20 2) Northbound Southbound A(B) 7.7 (10.7) Southbound B(C) 15.1 (20.1) Holly Springs Road & NC A � � Eastbound A(B) 7.9 (15.9) A 4$ Eastbound B(C) 13.6 (34.5) 5 540 EB Off-ramp Right- turn �A� �3�9� Southbound A(A) 0.8 (1.6) �B� �12�4� Southbound A(A) 2.7 (5.1) 6 Holly Springs Road & NC B 14.1 Northbound C(B) 21.4 (18.0) C 22 3 Northbound C(B) 24.6 (18.1) 540 EB Ramps Crossover (B) (17.4) Southbound A(B) 9.6 (16.0) �C� �21 �� Southbound C(C) 20.9 (30.0) Eastbound D(C) 45.1 (31.0) Eastbound D(C) 37.0 (23.0) � Holly Springs Road & NC A 2.9 A 3.0 540 EB Off-ramp Left-turn (A) (3.9) Northbound A(A) 0.1 (0.1) �A� �3�7� Northbound A(A) 0.2 (0.1) Holly Springs Road & NC B 11.5 Westbound D(D) 40.1 (50.5) B 15 � Westbound D(D) 38.4 (50.1) 8 540 WB Off-ramp Left- turn �A� �8�6� Southbound A(A) 0.1 (0.1) �B� �12�5� Southbound A(A) 0.1 (0.2) Holly Springs Road & NC C 21.0 Northbound C(C) 26.8 (25.4) B 15 2 Northbound B(B) 14.5 (12.8) 9 540 WB Ramps Crossover (B) (15.1) Southbound B(B) 12.1 (11.2) �B� �17�2� Southbound B(B) 16.1 (18.7) Holly Springs Road & NC A 4.3 Westbound B(A) 13.9 (8.8) A 9 � Westbound C(B) 25.0 (16.8) 10 540 WB Off-ramp Right- (A) (2.6) (A) (6.0) turn Northbound A(A) 0.1 (0.1) Northbound A(A) 0.1 (0.1) Eastbound Eastbound C(C) 25.2 (23.5) Eastbound D(C) 38.0 (24.1) Holly Springs Road (SR 11 1152) & Kildaire Farm B 15.2 " ' - g �g.g Westbound D(D) 53.3 (52.9) C 31.8 Westbound D(E) 54.0 (58.0) Road (SR 1300)/Sancroft (E) (60.9) Northbound B (B) 11.2 (10.0) �C) (26.1) Northbound B (C) 13.1 (28.6) �D) (36.7) Northbound C (D) 23.7 (38.1) Drive Southbound C(D) 25.4 (44.7) Southbound C(C) 32.0 (26.8) Southbound D(E) 47.4 (57.7) Eastbound C(C) 23.2 (20.3) Eastbound C(C) 27.7 (23.5) Bells Lake Road (SR 12 1386) & NC 540 EB �B� �14:9� Northbound B(B) 10.3 (13.6) �B� ��9:4� Northbound B(B) 12.7 (12.8) Ramps Southbound A(B) 8.7 (12.1) Southbound B(C) 10.0 (20.4) Westbound C(C) 21.4 (28.0) Westbound B(C) 17.0 (24.7) Bells Lake Road (SR 13 1386) & NC 540 WB (B) (13.6) Northbound B(A) 12.9 (7.7) �B� �15:2� Northbound B(A) 16.8 (9.6) Ramps Southbound B(A) 10.6 (9.4) Southbound C(B) 20.1 (14.4) Eastbound D(B) 48.6 (39.9) Eastbound E(E) 77.5 (72.2) Eastbound US 401 & Donnybrook C 20.4 Westbound E(E) 57.0 (57.2) C 31.4 Westbound D(D) 41.3 (43.8) E 63.8 Westbound E(E) 55.7 (59.7) 14 Road (SR 1503)/Wake �B� �15.2) (C) (23.3) (C) (32.4) Tech Driveway Northbound C(B) 22.2 (20.0) Northbound D(B) 36.8 (19.5) Northbound E(C) 78.6 (29.2) Southbound B(A) 10.9 (6.7) Southbound B(B) 15.5 (18.3) Southbound D(C) 39.2 (24.7) Eastbound E (D) 64.9 (53.5) US 401 & Donnybrook Road (SR 1503)/Old B � 7.6 Westbound E(E) 60.5 (58.9) 15 McCullers Road (SR (C) (20.8) 2779� Northbound A (A) 8.4 (8.4) Southbound B (C) 16.6 (21.1) Eastbound E(D) 57.6 (48.3) Eastbound E(E) 62.7 (58.3) 16 US 401 & NC 540 EB A 7•6 Northbound A(A) 1.3 (3.4) B 13'8 Northbound A(A) 4.0 (7.2) Ramps (B) (10.1) (C) (29.4) Southbound A(A) 5.1 (5.5) Southbound A(C) 8.4 (34.6) Westbound D(D) 50.6 (49.1) Westbound E(D) 59.4 (54.3) �� US 401 & NC 540 WB B 15.2 Northbound A(A) 4.2 (4.0) B 18'3 Northbound A(A) 10.0 (4.7) Ramps (B) (13.2) (B) (15.9) Southbound A(A) 7.7 (7.5) Southbound A(B) 9.1 (12.9) Eastbound D(C) 35.1 (28.1) Eastbound E(C) 56.1 (28.9) Old Stage Road (SR 18 1006) & NC 540 EB �B� ��6:9� Northbound A(B) 7.0 (10.5) �C) (20.6) Northbound B(B) 11.7 (18.1) Ramps Southbound A(A) 4.3 (6.5) Southbound A(B) 6.6 (10.1) Old Stage Road (SR Westbound D(D) 45.0 (40.2) Westbound E(D) 68.9 (47.4) 19 1006) & NC 540 WB �B� ��8:�� Northbound B(B) 15.1 (11.8) �B� �16:9� Northbound C(B) 21.4 (13.4) Ramps Southbound B(B) 18.6 (12.4) Southbound D(B) 38.6 (17.4) Eastbound B(C) 17.8 (20.4) Eastbound D(D) 43.6 (41.0) Eastbound E(E) 70.3 (60.8) NC 50 & Steven Oaks � � � � � � � � � � � � Westbound E D 69.4 44.7 Westbound A A 2.5 3.3 Westbound A B 6.4 10.4 20 Road (SR E 61.1 B 15.2 D 53.6 5324)/Cleveland School (C) (24.8) Northbound E(C) 62.1 (28.7) �B� ��5�7� Northbound C(C) 22.4 (32.1) �D) (50.1) Northbound Road (SR 1010) Southbound D(B) 54.4 (17.6) Southbound B(B) 18.9 (14.1) Southbound E(D) 61.1 (50.5) Eastbound D(C) 41.7 (33.7) Eastbound E(D) 58.8 (52.8) 21 NC 50 & NC 540 EB B 14'7 Northbound A(B) 8.5 (16.1) C 23'2 Northbound B(C) 13.6 (29.6) Ramps (B) (18.5) (C) (33.8) Southbound B(B) 13.9 (11.2) Southbound C(C) 24.4 (25.2) July 2017 27 �INTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 14 (Continued) Detailed Intersection Capacity Analysis Results Summary 2016 No-Build 2016 Build 2040 Build Overall Approach Overall Approach Overall Approach ID# Intersection LOS Dela A roach LOS Dela LOS Dela A roach LOS Dela LOS Dela A roach LOS Dela Eastbound C(C) 30.7 (30.9) Eastbound D(D) 39.3 (42.7) 22 NC 50 & NC 540 WB B 16.0 Northbound A(A) 5.6 (9.5) C 26"2 Northbound B(C) 10.4 (24.6) Ramps (B) (16.7) (C) (31.8) Southbound C(B) 26.7 (16.3) Southbound D(C) 41.9 (29.0) - - - Eastbound A(B) 9.0 (12.7) Eastbound B(B) 10.0 (14.5) White Oak Road (SR - - � B 11.4 Westbound A(A) 8.9 (3.0) A 9$ Westbound A(A) 5.2 (3.7) 23 2700) & Raynor Road (SR - - 2555)/Tiffany Creek Drive - - - �B� �14'S� Northbound D (D) 39.2 (38.7) �B� ��5�2� Northbound D (D) 39.3 (38.8) Southbound Southbound D(D) 36.3 (52.7) Southbound D(D) 37.9 (41.8) Eastbound A(A) 5.6 (6.4) Eastbound A(B) 8.7 (10.5) White Oak Road (SR 24 2700) & NC 540 SB �B� �10:9� Westbound A(A) 4.3 (1.7) �B� �13:9� Westbound B(A) 10.1 (3.6) Ramps Northbound C(C) 30.2 (31.4) Northbound C(C) 27.3 (33.0) Eastbound D(D) 35.7 (36.5) Eastbound D(D) 37.2 (39.4) White Oak Road (SR 25 2700) & NC 540 NB �C� �20:2� Northbound B(C) 19.9 (25.2) �C) (20.0) Northbound B(C) 17.2 (23.3) Ramps Southbound B(B) 18.0 (12.3) Southbound B(B) 18.1 (13.3) Eastbound A(A) 3.7 (7.4) Eastbound A(C) 8.7 (21.2) US 70 Business & NC 540 A 3.9 A 8.0 26 SB Ramps (A) (g.1) Westbound A(A) 1.3 (5.5) �B� �19 3� Westbound A(A) 3.8 (8.4) Southbound C(B) 25.4 (18.3) Southbound B(C) 19.4 (30.8) Eastbound A(A) 4.1 (6.1) Eastbound A(A) 4.0 (7.0) US 70 Business & NC 540 A 6.8 A 7.4 27 NB Ramps �A� �$ 9� Westbound A(A) 5.0 (6.8) �B� �� 3 2� Westbound A(A) 7.2 (4.9) Northbound C(C) 33.8 (23.4) Northbound D(F) 38.2 (90.1) Eastbound A(A) 6.7 (9.0) Eastbound A(A) 3.3 (3.4) Eastbound A(B) 7.7 (10.1) Rock Quarry Road (SR � � � � � � � � � � � � Westbound A A 8.5 7.7 Westbound A A 1.3 1.0 Westbound A A 2.8 3.5 28 2542) & Auburn B 12.9 B 10.9 B 15.4 Knightdale Road (SR (B) (12.9) Northbound C(C) 23A (22.1) �B) �11.4) Northbound D(D) 40.6 (42.8) �B) (16.4) Northbound E(D) 60.1 (47.1) 2555) Southbound C(B) 21.6 (18.7) Southbound D(D) 44.2 (43.8) Southbound D(C) 38.5 (34.6) Eastbound B(B) 18.9 (17.5) Eastbound B(B) 14.5 (17.7) Rock Quarry Road (SR 29 2542) & NC 540 SB (C) (23.3) Westbound B(B) 10.7 (13.8) �C� �23:2� Westbound B(C) 19.8 (24.9) Ramps Southbound D(D) 35.3 (36.0) Southbound C(C) 28.6 (29.2) Rock Quarry Road (SR Eastbound A(A) 2.1 (3.1) Eastbound A(A) 8.9 (7.6) 30 2542) & NC 540 NB �A� �9 3� Westbound A(A) 7.7 (6.6) �B� �� 3:7� Westbound B(C) 16.8 (22.8) Ramps Southbound C(C) 34.9 (32.2) Southbound C(C) 30.0 (23.6) Rock Quarry Road (SR 31 2542) & Old Baucom - - Westbound B(B) 11.2 (10.2) Westbound B(A) 11.3 (9.9) - - Westbound D(D) 25.9 (34.0) Road SR 5204 � Auburn Knightdale Road Eastbound A(A) 3.9 (3.8) Eastbound A(A) 8.5 (7.8) 32 (SR 2555) & NC 540 SB �A� �8:4� Westbound A(A) 1.3 (1.2) �B� �� :�� Westbound A(A) 2.8 (1.8) Ramps Southbound C(C) 227 (22.6) Southbound C(C) 20.2 (207) Eastbound A(A) 2.6 (2.5) Eastbound A(A) 8.2 (7.5) Auburn Knightdale Road 33 (SR 2555) & NC 540 NB �A� �8:1� Westbound A(A) 3.2 (3.2) �B� �11.3) Westbound A(A) 5.0 (5.0) Ramps Southbound C(C) 23.0 (23.0) Southbound C(C) 23.1 (23.3) Eastbound D(C) 41.8 (34.2) Eastbound B(B) 14.6 (10.9) Eastbound C(C) 32.8 (22.8) Poole Road (SR 1007) & D 45.6 Westbound D(D) 37.2 (45.2) B 15 2 Westbound A(A) 6.4 (4.3) C 28 6 Westbound C(B) 23.5 (16.5) 34 Hodge Road (SR 2516) (D) (38.4) Northbound D B 40.0 16.7 �B) (14.3) Northbound D D 54.7 54.1 �C� �25�9� Northbound E D 56.6 54.4 � ) � ) � ) � ) � ) � ) Southbound E(D) 66.0 (38.7) Southbound C(C) 31.1 (34.9) Southbound C(D) 28.6 (37.5) Eastbound A(A) 6.7 (5.6) Eastbound C(C) 22.6 (24.0) 35 Poole Road (SR 10p7) & (C) (25.5) Westbound A(A) 7.5 (5.1) �C) (32.3) Westbound C(C) 29.5 (34.0) NC 540 SB Ram s Northbound D(D) 41.3 (49.7) Northbound C(D) 29.0 (38.3) Eastbound B(B) 16.4 (14.4) Eastbound A(A) 9.4 (4.7) 36 Poole Road (SR 1007) & B 17.6 Westbound B(B) 13.5 (13.4) C 22"4 Westbound C(C) 29.6 (27.9) NC 540 NB Ramps (B) (15.8) (B) (14.3) Northbound E(D) 55.7 (54.6) Northbound E(E) 72.5 (68.7) X(X) - AM (PM) Peak Hour Level of Service; ##.# (##.#) - AM (PM) Peak Hour Delay in Seconds Per Vehicle Cell Shading - Green = LOS A- D, Orange = LOS E, �= LOS F; BOLD/lTALIC = Intersection/Approach/Movement that has Operational Deficiencies (LOS E or F) � Unsignalized Intersection - No Overall or Approach LOS/Delay Reported by HCM Methodology July 2017 28 �INTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum 7. CONCLUSIONS AND RECOMMENDATIONS The Complete 540 traffic capacity analysis was completed to evaluate 2016 Base Year No-Build and Build, and 2040 Design Year Build peak hour traffic operations for the Complete 540 Preferred Alternative and surrounding freeway facilities and nearby intersections within the traffic analysis study area. The recommended freeway, arterial, interchange and intersection geometrics and intersection control for the Complete 540 PA are presented in Figures 7.1 to 7.9. Recommended and analyzed geometrics for the PA are included in the detailed capacity analysis outputs from HCS Freeway Facilities and Synchro/SimTraffic in Appendices E and F, respectively. Based on the 2016 Base Year capacity analysis, all the No-Build and Build PA freeway and intersection facilities are projected to operate at acceptable LOS D or better. Based on the 2040 Design Year capacity analysis, the following conclusions and recommendations are presented for study area facilities and intersections: Complete 540 Preferred Alternative Corridor All Complete 540 PA freeway segments and interchange design configurations are projected to operate at LOS D or better in the 2040 Design Year, based on the current functional designs for Complete 540 as a six-lane, toll facility, as shown in Table 15. Of the 36 study area intersections analyzed at interchange ramp terminals or adjacent Y-lines, only 4 intersections are projected to experience operational deficiencies as shown in Table 16. Three (3) of the four (4) intersections potentially experiencing operational deficiencies are the two interchange ramp terminal intersections along NC 55 Bypass. This is due to the high vehicular volume and limited capacity along NC 55 Bypass. The intersection of realigned Donny Brook Road/Chandler Ridge Circle/Wake Tech Drive and US 401 is expected to operate at LOS E in the AM and LOS C in the PM. Reasonably feasible laneage improvements were considered and implemented at these four (4) intersection locations as part of the Complete 540 project. NC 540 (Trianqle Expresswav) Corridor Based on the 2040 Design Year Build PA analysis results, two basic segments (OHSARI B1-D2 & D2-B3) between NC 55 Bypass and Veridea Parkway (formerly Old Holly Springs-Apex Road) in the eastbound PM peak experience projected operational deficiencies. This is mainly due to the limited capacity between the eastbound off-ramp and on-ramps at Old Holly Springs-Apex Road. All the westbound segments are expected to operate at LOS D or better. I-540 Corridor The existing section of I-540 from I-495 / US 64 / US 264 to US 64 Business is projected to operate at acceptable LOS D or better with construction of Complete 540 and I-540 planned widening to an 8-lane facility as per 2040 MTP. I-40 Corridor Based on the 2040 Design Year Build PA analysis results, the existing sections of I-40 are projected to operate at acceptable LOS C or better, with construction of Complete 540 and I-40 planned widening to a 10-lane facility with eight (8) general purpose lanes and two (2) managed lanes as per the 2040 MTP. The PA proposes a five-leg system interchange with I-40 and US 70 and provides acceptable interchange spacing between US 70 and NC 42. The potential impacts July 2017 29 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum of Complete 540 on I-40, US 70, US 70 Business and the system interchange operations will be re-evaluated to complete an interstate access report. 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 with construction of Complete 540 in 2040 Design Year. I-495 / US 64 / US 264 Corridor Capacity analysis results indicate that I-495 / US 64 / US 264 is operating near or over capacity with operational deficiencies in the 2040 Design Year Build AM and PM peak hours. In the 2040 Design Year Build PA scenario, I-495 / US 64 / US 264 from Hodge Road to Smithfield Road is projected to operate at LOS E or F for 4 of 13 eastbound segments and 3 of 13 westbound segments as a six-lane freeway facility. Construction of Complete 540 proposes modifying the existing directional system interchange with I-495 / 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 I-495 / US 64 / US 264. The potential impacts of Complete 540 on I-495 / US 64 / US 264, I-540 and the system interchange operations will be re-evaluated to complete an interstate access report. Ramp Demand-to-Capacitv Ratios Based on the analysis, all the ramps at the Complete 540 at I-40/US 70 Bypass system interchange are projected to operate with demand to capacity (d/C) ratios less than 1 in both the AM and PM peak hours. At the Complete 540, I-540 and I-495 / US 64 / US 264 system interchange, the ramps from westbound I-495 / US 64 / US 264 to northbound I-540 in the AM peak and the loop ramp from southbound I-540 to eastbound I-495 / US 64 / US 264 in the PM peak hour are projected to operate at d/C ratio greater than (>) 1. To operate at d/C ratio less than (<) 1, the westbound I-495 / US 64 / US 264 to northbound I-540 would require two continuous lanes to merge with the eastbound ramp and on to I-540. The loop ramp from southbound I-540 to eastbound I-495 / US 64 / US 264 (Location # 10) would require two lanes to operate at d/C ratio less than (<) 1. The ramps from eastbound and westbound I-495 / US 64 / US 264 to northbound I-540 in the AM peak, from eastbound I-495 / US 64 / US 264 to northbound I-540 in the PM peak and from southbound I-540 to westbound I-495 / US 64 / US 264 in the AM peak hour are nearing capacity (d/C ratio > 0.85). If the demand for any of these ramps nearing capacity exceed the estimated demand in 2040, an additional lane may be necessary to operate at d/C ratio less than (<) 1. Where ramps volumes are projected to be near or exceed capacity, the feasibility of providing two lanes should be considered during the project development process. Table 15 Overall Freeway Operations Summary Complete 540 Scenario Eastbound W estbound LOS F LOS F 2016 No-Build - - - - - - - - - - - - 2016 Build 55 8 2 0 0 0 52 11 3 0 0 0 2040 Build 12 35 16 2 0 0 10 28 23 4 0 0 �-Table shows the number of segments for each LOS July 2017 30 C� NTB NCDOT STIP R-2721, R-2828 & R-2829 Complete 540 - Trianqle Expressway Southeast Extension Detailed Study Alternatives - Traffic Analysis Technical Memorandum Table 16 Overall Intersection Capacity Analysis Summary Number of Intersections Operating at Given LOS in at Least One AM Scenario or PM Peak Hour* �JS A �v� o �v:, „ �.» v LOS F 2016 No-Build 0 2 1 1 2 2 2016 Build 8 20 7 0 0 0 2040 Build 2 14 12 3 1 3 *-For signalized intersections, overall intersection LOS. For unsignalized intersections, worst-case critical movement. July 2017 31 C� NTB APPENDIX Appendix A — Fiqures 1) Traffic Analysis Study Area 2) No Build Traffic Analysis Figures Sheet Key 3) 3.1 — 3.5) 2016 No-Build Laneage, Volumes, LOS & ID 4) Build Traffic Analysis Figures Sheet Key 5) 5.1 — 5.9) 2016 Build Laneage, Volumes, LOS & ID 6) 6.1 — 6.9) 2040 Build PA Volumes, LOS & ID 7) 7.1 — 7.9) 2040 Build PA Laneage & LOS SR 1153 (Old Holly Springs Apex Road) Triangle Expressway (Western Wake Freeway) � u I 754 � (1408) � � 1408 � (754) B24 — A (A) B3 — A (A) I 754 �► (1408) � SR 1153 (Old Holly Springs Apex Road) u (1820) �� I I (1206) 256 950 (207) (1613) -�11 SR 1152 (Holly Springs Rd) 345 � 634 (635) � (345) SR 1300 (Kildaire Farm Rd) 436 803 256 / / TT � (804) i � (437) (207) I�/ 950 1820 1152 � � (1613) (1206) (547) � 16 329 �— 1408 � 1152 I I (17�618) � (754) �— (547) ii � I M23 - A(A) I B22 - A(A) � I B5 — A(A) �D6 - A(A�- � D - A 207 —► * � 16 (17) � � 4 �A) (256) � I � 421 (787) � 754 —► � (1408) � ,� 950 547 \� (1613) '� 207 (1152) y �� (256) (2765)'i�� (1497) SR 1172 (Old Smithfield Rd) 27 1504 (83) (1524) �� 354 103 �� 30 2514 195 1402 205 �46) (990) (22) (2534)(324) L 11 �' ?? 2534 (1400) (2534) WV' �� (1400) u SR 1386 (Bells Lake Rd) 270 � (513) % �1—c.,—.. c 788 619 (420) (328) 750 1406 (1405) � � (748) SR 1152 (Holly Springs Rd) SR 1172 (Old Smithfield Rd) � 513 Future (270> NC 540 �401� v SR 1386 (B@IIS Lak@ Rd) (1715)ii ��(1161) � a Southeast ' � Extension �_ � _ � . . . - . — r -_ . . —. ' m � 59 990 112 � y 150 (83) (1524) (108) � 108 (112) 170 (186) 40 (58) (205) SR 2779 SR 1503 �— � 1`' A'` 22 �36� �— (Old (Donny Brook Rd) � s 83 �59� .� � 1 205 McCullers (150) 58 (40) 51 1152�36 �170) Rd) 46 (51) � (46) (990) (22) 26 932 117 40 (43) (1428) (113) � 113 (117) 156 I I 4 (7) Chandler Ridge (� � i� i�l' A�j ao (s3) (�) N/ake Tech Cir 40 43 (26) �� 187 Drive (61) 7 �4) � 10 1428 64 (156) 11 (10) (11) (932) (40) ( 1 02) `YW I � I (983) �401� SR 1006 (Old Stage Rd) 450 (680) � Southeast D' Future NC 540 Extension � ' x, � � . . � . . .— . . —. . . � . . � . . .— . . —. . . _ z� 5, �,o, m u D� 450 � (680) I � 680 (450) i. . �, . . ,.— . . —., . . . . __ . _-. , . ,__ . I680 � (450) SR 1006 (Old Stage Rd) � u 530 I � 1017 (1017) � (530) ' D Southeast _ Future NC 540 , � - . � Extension -. , � _ _. . . — — . . . �. . . _, — , . _ , � �� z 530 I 1017 � R' 5� 40� (1017) i � (530) � W � 26 (37) SR 5324 �— (Stevens Oaks Dr) 37 (26) 8 246 276 (17) (469) (531) '� 530 (276) �� 12 (14) . A� 27 (27) ,� �8� `� '�'D 14 (12)� 5 469 27 s (5) (6) (246) (27) 279 II� 501 (501) 'y (278) � 569 (317) �' SR 1010 � (Cleveland Rd) 317 (569) u 281 �� t— 1848 t� �372) t— 1138 � (2343) � �(1971) — - I615—A(B)I M14-B (B) � B13-A(B) ,� IB�s-B(B)ID17-C (B)IB18-B(A)� M19-C(B) 2244 —i �a�z —� � (1206)-► (1487)� �1 372 �805 (281) � (524) u Southeast Extension u MATCHLINE_B" Future NC 540 , e ` � 912 � 710 � (1195) (985) � /� � � 1848 � �r � (2956) � E— �z� �— 1728 � � 2640 � �/ t— : ; : ,az1 � �2814) j t— (4009) t— t � D12 - B(C) I B11 - B(C) I M10—A (B)I 69—A(B) �D8 — B�C� � 67— C(D) � MI B20 - C(B)I M21 - C(B) I B22-c(B> I �23 - c(B) i s24-c(B)I M25 - E(C) � D27 - E(CJ 9'12 W � 2714 -► 26]% � -� � j : (1'195) D � (1796) -1 � -� -� � (1730) � � 1916 � �� D �20 * � (3908 —► I 2708) � � � � 143 \ � D�� /_ 1194 � ��. , � 70 � �zoss,111 � ttT �,3$$, 327 1061 (520) (1536) �11 � 266 (258) � 832 � (1235��/� �� RRR \� 327 (520) � 95 \ �� (95) l� �� 1098 (1520) naa 9s � T,C (�) �� JI80 (120) N � �912) 95 � �,86, Lll D � � rr �95> � W W " D Future NC 540 1055 I I � 00 1308 \ � (1315) 'i'i D N �� (1060) r 7�'aSl D D '\, � 2�� D ' '' Southeast .�11 11'� o � � 178 � I � � 195 (195) D W (178) � � D `. $7� � tt (1120) D � 1113 �,l D D �as2> z7o � � p � �zso� � co 2so � �270> D W L11 � D 11�' W W � (1400) ii D D I I(1152) � 70 � Clayton Bypass �� , Extension u u 3813 -► � 2313 (1130) (95) �- 22� $ �— � 3316 ��saas� ~ (3394) ~ �(4914) I B5-C(C) I M4 - C(D) I B3 - B(C) I D2 - D(E) I B� - B(EJ I--- .� W29-E (B) � M31-E(D) 1B32-c�c�� 2sa aos ? 4071 � �2554)� 4813 � 4813 � �2se� ��2ss� � I I �2$$� � —� (3384) � (3384) —► �258 �68� �11 SZo ,� (327) 803 11 TT 1363 (1268) (898) �� iisz (830) 927 a� (1330) ,zsz5,1111 ??tt �„28, �B�s � ?o SR 2700 (White Oak Rd) (653) � ? (365) 326 38 (617�6) � 36 (38) � 124 (249) 450 I Southeast D ' (866) y Extension � ' x, Z'--- � m �� 160 (zs�� — SR 2555 *a —> (Raynor Rd) Y 28� 617 249 (160) (326) (124) 866 1 (450) Future NC 540 SR 2700 (White Oak Rd) )BUS` �_70� !�� i SR 2542 (Rock Quarry Rd) �30�) �i I I (201) i� 42 155 4 7(7) 193 (52) (312) (7) �y � 115 115 SR 2555 �� " � i, 2� �Z�> > (Auburn- Knightdale Rd) 158 g5 (115)�► �`�' (193) 22 (35) 35 312 32 (22) (155) (27) 204 (380) � � 380 (203) 170 SR 2542 �3�� (Rock Quarry —> Rd) 314 (171) 166 37 (309) (71) �� 309 (166) � S��3�J 5 (5)� 41 � � 76 (76) (41) SR 2542 (Old Baucom Rd) 149 (121) � � 121 (149) Future NC 540 ' a Southeast ' � Extension - - - - - J � �m ��d WII SR 2555 (Auburn-Knightdale Rd) Business �64� SR 2516 (Hodge Rd) 858 (423) / 1� 5319 (2905) � � � � aas� 348 �264 � t-�- � � (zasz� � (424) Knightdale � B22 - D(B) �M21 - D(6�B20 - C(B)� Bypass I B1 -B (D) I D2 — B(D) I B3 — B(C) I �64 � � � (4632)� 424 2815 � � (348) (5490) 423 (858) � SR 1007 (Poole Rd) � 4809 � �2sos� W19 — C (B) W4 — B (C) 2816 � � (4980) � � (795) � I (440) 188 20 232 � 504 (232) 512 (241)(50)(504) 307(182) (431) � I � � 16 (18) � W � � 431 241 (188) � (512) 182 (307) � 9 (17) � � 17 50 18 (9) (20) (16) (149) �i I I ( 6) SR 2516 (Hodge Rd) zs�s � - (3319) � D �� , 1 111 W D �2��, .11110 � ?T1'� 1 � �h� O � I 382 W 1550 D �(3�5� �--� � � (1235) � 2294 W `-' (3004) m 1111. � ;�, o � � W ( 25 5) D D TTT � W — 1721 1441 (1769) W � ('�482) 876 y �Y��Y y � / � (951) � � �� 951 �111 D D 111�' `8,6, W ,26�2� 111 � W 111 �zz98, � SR 2515 �� 07 D (Old Faison Rd) � I � � R� � � \ 00 � 1362 � � � 1578 (1094) (936) � � � � 3447 W ~ � � B1�8 — B (A) �� D , �B5 - A(B)� M6 - B(D) y � —► ---► � � �� (3618)' I � � 936 � (1578) � 827 (433) � � 433 (827) Future NC 540 � i Southeast Extension - I - - �54Q� MATCHLINE "D" u Business �4 � SR 2233 (Smithfield Rd) 983 (641)/ 1� � � �— 5025 � �— 4042 .�— : (z�as� � ��2�07) � D17 — D(B) I 616 — D(B) � M15 — D(B) I B� I B7 — B(D) I D8 — B(C) I B9 � 2658 � � (5196) —► ; 641 y (983) SR 1007 (Poole Rd) 177 �(130) � �— 4219 � � � (2237) �A) �D13—C (B) �612—C(B)I �� M10—B(C) Ig11—A(C)I 2017 � —�► 2147 � (4213)—► � (4390) —► �30 (177) SR 2233 (Smithfield Rd) �� 264 � Knightdale Bypass ( 64� 5u SR 1153 (Old Holly Springs Apex Road) Triangle Expressway (Western Wake Freeway) � 1890 t— (1078) B135—A(A) 63 — A (A) 1006 —► (1988) � SR 1153 (Old Holly Springs Apex Road) � 1890 � (1078) � 1006 —► (1988) —�i � � � � � M 134 — B (A) D4—A (B) 56 (44) � � �— 1834 � (1034) � � 6133 — A (A) � B5 — A (A) 530 —► � (1007) � � 476 (981) SR 1172 (Old Smithfield Rd) uBypass (1969) �� (1255) 56 1204 (44) (1925) '� 292 (187) �� A � $o �s5, E Williams T�� Street SR 1301 SR 1301 1682 981 �55� (Sunset (Sunset (�osa) (a�s) u Lake Rd) Lake Rd) � 372 981 � (272) ►L (476) �— 853 t— 1225 � 1225 . 11 . � (558) � (830) � (830) � M� 3�6 (A) � B131—A(A)� D130 — A(A) � � B129 — A(A) — , I B � D6 — A(A) � B7—A (A) � M8 — A(A) I B9 — A(A) — �,� � 486> � 758 � Triangle Expressway �58 � � � (951 --� (1323) � (SoutheastExtension) (�323) � 44 � 56 1097 187 � � 272 (17��y� ,I� (372) � \� FREE '1 �ia�a� �� 27 1479 (64) (2754) �111� � ?? � D 2619 85 (1488) (80) .��. Za22 (1502) SR 1172 � 354 (1961 (Old Smithfield Rd) 103 (56) � d �� 30 2468 195 (39) (1306) (353) 1377 205 (2487) (323) ��U A (2487) ii I �� (1375) u � �— 1225 a' � (830) Z' B129 – A (A) �_� u Q, B9 – A (A) �i 758 � i (1323) —�► SR 1152 (Holly Springs Rd) (709) i I � (393) 989 171 222 2 (679) �215) (494) (5) L 5 �3) 21 I 5 (3) SR 1300 � � y�� A� 11 (6) (� SR 3921 � 215 (171) � �./ —' Sancroft Dr (Kildaire Farm Rd) � (s) � �1�11'Y' � � ) 679 464 (818) � 818 494 4 �20� �989) (464) (222) (10) ( 328) W�� I I (679) r--------------- ----------------� � � SEE ; ; , , FIGURE 8.3; ; SR 1389 ' � (Pierce Olive Rd) 279 (167) � � 1225 � (830) � M 128 – A (A) � D10 — A (A) 758 � (1323) —► � 946 � (663) B127 – B11– � 167 \� ; (279) y , � � , , � � �--------------- 748 1 (1317) � A (A) A59A) —► (1044) � 1317 (748) SR 1152 (Holly Springs Rd) � 648 � �— 1594 456 � � (1119) � D126 – A(A) � B125 – A(A) M12—A(A) � � � � � � 456 (648) B13 – A (A) 1047 � (1692) � SR 1387 (West Lake Rd) I D14 – A(A) I g15 – A(A) � sos � � (1303) j � � 238 (389) � SR 1386 (Bells Lake Rd) 358 (544) � I � 544 (358) 283 75 (478) (66) � 313 (180) � � �131 (121) '- �l � � � M 124 — � 3°, 11 (444) 180 234 (313) (286) a� 1 ss �75> � 172 (314) � ' T �' D 231 314 389 � 444 (178) (172) (238) (301) � � t � �-- 1649 � �zos � 1182 � �sa�� -- ( ) i m A(A) � B123–A(A) � D122 –A (A)I B121-A(A)� w� �= 5u M 16– A(A) � B17–A(A) ' Q ��1 � 1110 � � � � � (1747) � '�1 121 479 (131) (275) 406 �I� 600 �soo� �aos> SR 1386 (Bells Lake Rd) SR 1152 (Holly Springs Road) � CNj �� t0 -..- � � 111 N � �� as �o�\ � � � � ��a }�} � � `� ��4b �1 e N � � � 279 a j��I� �16� R �rya� � � 208 \ � �� 97 Southeast f— 1225 ( � V�� ` Extension � (830� n � �� e�zs-a�a� � M 128 — A(A) I B 127 — A(A) � _� N � � � 3 D�I B9—A�A)I D10 —A (A) I B11 —A (A) 758 � ti 591 � (1323) —�j 167 (1044) � I (279) 70 ,/ ) (71) %� 9�(2p�� 8j � � ao �� 1 LEGEND XX (XX) = AM (PM) Peak Hour Volumes F� Q = Unsignalized Intersection A= Signalized Intersection � = Lane Geometry AM (PM) Peak Hour Level of Service � - LOSA—D 0 - LOS E � - LOS F 0 - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 +�� 4 \4/2 jJ SS /� 244 I (255) � f-- � I I 201 � (404) �� D h � �N ` �� 'a �' M! N N N �O N O N 648 648 (456) (a5s) � D126 — A (A) M 12 — A (A) 456 �sas� t-- 1594 � (1119) � B125-A (A)� u � 613 - A (A) � 1047 � (1692) —� Preferred Alternative � � ??� S.T.I.P. R-2721, R-2828, R-2829 -v- � o� COMPLETE 540 I�� N� TRIANGLE EXPRESSWAY � SOUTHEAST EXTENSION SR 1152 � WAKE AND JOHNSTON COUNTIES (Holly Springs Road) 2016 BASE YEAR BUILD NOT LANEAGE, HCM SEGMENT ID#, TQ VOLUMES & LOS SCALE DATE: July 2017 FIGURE 5.3 �401� (1800) �� (1850) 191 959 �� 111 � 249 (131) � � 476 (418) �.� SR 2722 SR 2723 SR 1375 �5�51 (Old (Fanny SR 1578 (Lake 131 1304 (�o�s) McCullers Brown (Deer Wheeler Rd) (249) (1800) Rd) Rd) Meadow Dr) �s� � (169) � 164 � 725 � � �— 1649 � 1458 � � (549) t— �i � (1182) �(1013) � �aas� � ;,,' B12� (A) � M120 - A(A) I 6119-A (A) � M118-A (A)I g117-A(A) � D116 - B(A) I� B115 - A(A) 5u �� Q, B17 - A(A) �D18 - A(A) � B19 - A(A) � M20 -A(A) I B21-A(A) I M22 -A(B) � B23 -A(A) �� 1110 � �� 908 � 1326 � i (1747) -� (1245)_� � (1494)—► (1970) —► SR 1404 � 333 (249) ?11 � � 418 � (Johnson (502) � 1551 311 �4�6) Norfolk Pond Rd) 1304 (1019) (164) Southern �lll� RR 169 (191)� 164 (311) �I � �TT �' SR 2731 1693 418 (�ordan (992) (476) Rd � SR 1503 (Donny Brook Rd) (211$) �� 1 I I (1468) � � W�I Z 5u=' U� �� 125 1167 166 184 (159) (1805) (160) � 160 (167) (232) 1 1 46 (62) �--- � 1 � yy � � 39 (62) 232 159 (125) � � � I � (184) 62 (46) 14 1805 62 11 (14) � (11) (1167) (39) (1881) lll?1 (1217) �401� 873 � (610) � � 1872 � (1398) � M114-B(A) � D24 - A (B) � � �--► � 610 � (873) � u �� 5,s 1 T 926 (926) (516) 38 478 (36) (890) p��l � � . 57$ 330 (200) � � (296) 97 (119) � � 1130 � � F- 552 427 t— (881) � � (585) (319) B111- A(A) I M110 - A(A)I g109-A(A) � D108 B27 - A(A) I D28 - A(A) � B29 - 809 —► —�i I � (1228) —�j � '�' 375 200 296 (679) (330) ,5�8> �, 11 �.�. 245 ! :290 ( � � --� Wake Tech zso (540)� � Drive � 290 (245) 635 I I (1219) ii 9 315 317 J��TT 540 596 (260) (316) SR 1006 (Old Stage Rd) 553 l * 780 (780) � (553) 357 196 (363) (417) a�ll� � 999 � (788) B113 - B25 - �� 219 35 (402) (73) 11� � 363 (357) � 247 (516) � � � 73 (32) 1� 58 (58) ��TT 516 707 (247) (518) A tA) I A �A) I 11 "s —' (1097) � JTT�� 860 58 (408) (58) 466 �II 918 (918) (466) SR 1006 (Old Stage Rd) - A (A) A �A) I 513 —► �1 (650) � �� i TT �'D 1100 119 (538) (97) 1219 1� (635) 25 (19) (596) (600) � 599 (317) �37� � � � � 9 (10) SR 5324 �— A 16 (15) (Stevens Oaks Dr) 3� (25) 18 (9) � �� 10 (9)� g 595 16 9 �8� � (9) (315) (15) 340 � I 619 (619) (339) u � � � M30 - A (A) � � � � � 319 (427) SR 2725 (Sauls Rd) � 131 � (93) � 1130 � (881) D112 - A (A) M26 - A (A) � 809 � (1228) 93 (131) SR 2725 (Holland Church Rd) �979 (904) _ io � B107 — A(A) �� Z� '=u � B31- A(A) �� Q 832 � � (1077) � 623 (341) �' SR 1010 � (Cleveland Rd) 343 (624) �U �=u IU a i� u 241 (305) � 1670 � (2203) � � (1898) _. �B19-B (B)� M18 — B(B) � B�7 �.� �B2o - C(B)� D21 - C(B) � g22 - B(A)IM23 - C(B 2040 —► 2345 —/ —► (1332)—� (1573) � � 305 �978 / (241)� (640) / \ � 720 Y (1056) ►L � � — A (B) I D16 — B (C) � g2a - c(B� M25 — D(B) 3018 --► � (1972) � � �$ (80) ---------------------------------------------------------------- Southeast SEE FIGURE Extension 5.6 u , MP�G/`/�'�„ �� \ � � �� m� w o N �0� A� ; �. � 2149 ; � 2434 �/ t— (2954); t— (3742) � IB15 — P� (B) B7 � A(B) I M6 —( 1B26 — B(A) B34- EE�c�� D35 — E(C) 3096 � ' � � —� ; (2335) —� ' —� 3846 _� (2052) � ; � 7 � fzzso�—> � (�3`�80 ; � � e J 8�� a�� • 53 � � Y ; � �i�� : (2130) 11 D D ��(1476) ��399 � /�n,=� � Southeast (45) _ _ � ��;� Extension �------------------------------------------------------=-------� ,111 � � T?� �4� I � I � 377 � � � � 401 (401) .� � (377) 1t 1755 � W (1099) co � � . � y � o � ��s� o � �2oa� w � � � sos ,-. � ��s� � Lll � °° ??�' 1292 °J W ** (1937) i N I I ��y W 1963 � D (1275) 70 � Clayton Bypass u �11 758 (1003)�(� 286 (408) � (D) � 2iaa ` (3334) F � s5 - B �c� I W37 — —► � �--► �'283 �11 (258) � 2ss . c2as� �� ' 45 ��(53) � � 1016 � (1286) 1298 45 (1022)(53) � 2103 � F t— 3119 � � (3281) � � �(4567) M4 - B(D) � B3 - B(C� I D2-C(E)- --- .� �B) � M39 — E(C) I Bao - c�B� � �114129 � �2262)� � 4724 � (2548)� .� � � (3020) —► 408 � 283 1494 �� (258) (1893) �,y g�� 1003 (1048�� (758) ��i ..._. �— (2344, �� D Southeast 3742 � Extension �� (2335) ►54�� .�.�111 � � u � � D T — — � °' �- I I I�� 1380 a � (1380) a 22'6 ' 111 m (3676) w 535 �.�111 � � rrrTr�� - Q 0 ss, W � a ( ) D 1� 677 ,� W W .�111.� �, i�a� � D \ 1473) �405) 866 Q m� � �vss� � � (676) Q 1111; W .� .— N � Y(1862) 255 � *? ?R O 535 � 377�' r I I� I \ 121�1 �' (881) (349) � 514 �� `' '` (ss) � ►� � \ �� o �� 1 1305 »>a � � '��~� �S��s�� Q.�P (1399) -� �2483) N � 904 z�s 3 � (362) �, �lllll D W (ssa) 589 � �� (159) �y� � �� o, D (342) � P�P\ ��I \ �� / D � \� �3� �� (510) y �asz �� D �/ (865) � z�� 342 � \ (zss� �(299) P p, P Pl ��' I I I • �(2s9) `Nti�� / g3� l a 1 � r 299 �� 255 � �� (256) 150 218 (91) � (271) P�PI �19 � �8 (157) �� 36 / M2` �\e�e/ � ��27 ) � 1�a11 P \ \P�� 405 � 791� /q�/B3q(q �18 _ g�A � 2156 �� 1�q-P` �3330 � } (611) W �� (1180)� ��M4_q(8J � D17_B�B)147g) � 2318 g � 1p6� P`Pl , P`Pl \ �2�11 D(1338`) � �ssa>� �BS-q�e�� M B � ' s � (e � `9pd\ � `P� �3� � i►� 345 (582) —► I �—� r—. � 3 5 �493 �► � p�.P�PI� P`P1�3 ePg � � � / 357 � (582) (2130) � �� j \e ��A03� �m �,, �� ss) � (sss) �,�� (� 1 P ` Clayton 487 �� Bypass �31 � �► \ � y � W W � I �� (414) $3� 1\ � 157 ''� 1713 W \1 � (218) �j � (2483) D a�''o ,»os) ►� � 50, 1111 D D �'42, Southeast — D (346) Extension LEGEND XX (XX) = AM (PM) Peak Hour Volumes —! = Lane Geometry AM (PM) Peak Hour Level of Service � - LOSA–D � - LOS E � - LOS F � - Not Analyzed 346 \ � � (421) �� I � W � �,11�,�, Preferred Alternative L� 1111 v D � S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 2059 Q' W � N� TRIANGLE EXPRESSWAY (2904) �" °1 �"tt� �" �/ SOAND JOHN EON COUONNIES �,�,1 W D 3096 2016 BASE YEAR BUILD -- (2052) NOT LANEAGE, HCM SEGMENT ID#, �+� TO VOLUMES 8 LOS � SCALE DATE: Ju1y2017 FIGURE 5.6 Tiffany Creek Dr SR 2542 (Rock Quarry Rd) 177 (329) � I � 329 (177) , F 1380 � �— �a$$ Southeast D � �1380) � � �9sa� Extension = � � B 101 — A(A) I M 100—A (A) I B99—A (A) I � Z� 5u m� I B39 — A(A) I D40 — A(A)1B4�—A (A)I " 1305 � � 919 � (1399)� � ,�(�io�� ,� 13 (42) � � 39 (25) 292 (386) � 35 125 17 SR 2555 �57� (38) (�0) (31) y (Auburn- �- 31 (17) 15 (9) 38 (43) Knightdale 57 39(15j� � * �, Rd) (69) 10 (19) 19 260 43 (10) (125) (38) 84 (69) 172 (323) �� 323 (172) 69 �\ 65 107 � 28 19 (84) (141) (182) � 153 (262) 11� �"�► 181 295 30 137 �(281) � (153) (21) �203) � � 1168 � 11 � t— 1031 � Southeast D � �— (1541) �— �(1338) �— Extension =� � Bg1 - A(A) � M90 — A(A) IB89—A(A)I D88 — A(A) � Z� u T� � B49 - A(A) � D5O-A �A� I B51-A(A)� M52 — A(A) - 1466 —► � ? 1263 � —► (1187) —�j � I � (137) �j (1050)—�j � 199 19 � 182 (107) 281 (375)(28) �21 (30) (181) 11� �. �„�' 143 262 (67) (153) 220 (405) �, '� 405 (220) 170 167 50 (314) (311) (96) SR 2542 �� -- � � (Rock Quarry � ; �9s� Rd) 31�`,��`3`� �"'/ s% 315 (17�> 54(99) 1 � 100(54) SR 2542 (Old Baucom Rd) 386 \ �zs2� � � 1212 � (1619) B87 — A (A) B53 — A (A) 1544 —► (1231) � SR 2700 (White Oak Rd) 478 (857) 1 � 857 (478) 3 433 45 � 38 (45) (11) (818) (38) 3 (10) t�, �t A � 55 (121) 10(7) �*� 10 (6) � � 19 (12) 7 818 121 276 230 �Z1) (433) (55) (378) (530) 4 �� 204 (109) � 193 (277) � �397 �� (386) D98 M42 386 � (397) 11 109 314 (204) (603) \.� 1 �. / 93 �� SR 2555 —► (Raynor Rd) 167 (93) �`BUS ( 70 ) 1267 (1507) �� 1507 (1267) V�iV� �� 170 1097 �REE (�WWW06) 1� 43 (73) � 150 (341) �� 1464 � � � �` 1194 i � � SR 1004 16 704 �� 73 1174 � 193 (E. Garner (8) (397) (101) � (43) (1704) 340 (414) Rd �� (152) � t�— � 1485 � � 1315 � � 975 � � � 1168 � t—(1380) � �(1279) � (1127) t--- <— (1541) � 3 B(B) I B97 — A(A)I M96 — A(A) � 695-A(A) I M94 _ A(A) � B93 — A(A) � D92 — A(A) �1 — A(A) I, � . . �� u A(A) I B43 — A(A) I D44 — A(A) I B45—A(A) I M46 — A A � I B47 — A(A) � M48 — A(A� � B49 — A(A) I� m 540 � 1305 —► � �os2 � 1125 � � 1466 —► � " rt � (1504)� � (ssa�� (1037)� � (1187) � � (43) � I � � 341 253 1464 340 (150) Southern � (510) � (1194) (152) Railway � �� 1174 378(276) � (1704) $ �, s, 2» 34z 111 � (193) (129) 101 (170) � (619) �i I (322) 152 (340) � �� 1703 341 (1176) (150) SR 2700 (White Oak Rd) sa (ss) SR 2552 (Battle Bridge Rd) � (1326>�� *I (1326) SR 2555 (Auburn-Knightdale Rd) —► 2o4a � 69 (84) 1 BUS � ,�� T� � �0 1 65 4 (79) (5) � 55 (50) .� �l �, r 8 �12� �, � �` F � � � � � � iW � � I M86 I D54 � �V � � � 23 50 (35) (56) jl� � J Ti �' .` c6z� 29 55 �19� �49� ') �. �� 59 r ~ iiss � � 1216 (54) � �iass� �--- t— (1627) ' D Southeast A(A) I B85—A (A� D84 — A(A) I B$3 - A(A) I� = Extension — A(A) I B55-A (A)� M56 — A(A) � B57 - A(A) �� m� 1�56 iasa � —► 1549 —► � �? � �58, � (1173) _1 � (1238) —�► �6 (4) 50 (54) �61 " � � (65) L � 78 11 (64) (9) 73 (89) � � 89 (73) SR 2555 (Auburn-Knightdale Rd) SR 2516 (Hodge Rd) SR 1007 (Poole Rd) 482 I (619) i � �qg2� 11? 11 371 100 47 (18) (524) (78) (8z) � y / 1 � '� �s ��oo� �— 24 (51) 137 .` 35 (64) (215) � 2 18(11)� �� 2 5 (47) 51 (24) � 12 524 64 (137) 14 (12) (14) (371) (35) 416 (608) �� 608 (416) 50 366 (so) (52s) a-�11. 57 (86) � ~ 1216 � � � 3 � � �1627) � ��sa9) _ � �B83 —A (A) �M82—A(A)�681—A(A)I r� m� � B57 — A(A) I D58 — A(A� � 1549 —► � (1238) —�j � � Southeast 86 � Extension (57) � u � 323 (254) J 272 (390) � � Z �644> 111 � I I 7 285 (6) (162) — A A� 1463 —► ?� (1181) � � 1754 � (2185) W80 — A (A) W60 — A (A) 384 254 644 (595) (323) �►� (595) 11 ��- A 80 (50) �' � � �� 6 �7� � 212 390 �� (118) (272) �l (602) i I (390) SR 1007 (Poole Rd) 2107 � (1776) � SR 2233 (Smithfield Rd) 399 (681) �. �64� W —r i (5452) y�� O .�111 � � � C� W 2490 �''� (4771) W _ 111 � � �264� W ?�� (2929) N ��I� � � 0 W W 681 C� �� (399) �(2530) _ 314 (356) � � � 356 � c.N� (314) I � � i �—� z804 W " 1111 (5127) � � 5052 ,��.,�� (2844) 71 0 ---------ioss�----- ------- --- ---------------- (807) � ��s�i� � R 1053 ; � r (817) � c� sEE ? B75 FIGURE 5.9� � ' B64 ; (438)y 1741 ' 3420 t---------------------------�-------�1141)----� �2911) � m (5357) �W� 07 0 �� (2896) S � Business � 64 SR 2516 (Hodge Rd) Carolina & 920 Northwestern (1064) RR � ises 840 L, (2434) (1242) 2889 (3498) � � — B B I M74 B(B) 1a�3 A(B� D72 — B(C) � � — B B I D65 — B(B) I B66 — B(A) --► � � 2356 � � —► (1991) � 2515 Lynnwood 1064 Old Rd (920) � v W — Faison Rd) �1110 � 111'� I � 639 � � I � 947 (947) � � (639) � � 2217 W " �� 3 � W 4335 D � (z25�) SR 2233 C� n (Smithfield Rd) .� � � � j� 178 � (129) n � °° T1?�' W�� I (2386) � � �_ o� � 264 j �— � 502 � (408) �— 2809 y t— � 3311 � (3676) � � (4084) 1B71 — B (B)I D70 — B (C) IB69-B (c>I . _ , .� I M67 — C(B) � Bss - C(B) I —► � 4006 —► --�-► � —► (3333) —�j 1650 � (1342) Business �64y �� 540 W W 2sas � .p �� sasa► i i ,1.,�„�. W W (2911) ��1 TTT� v � V � � W �R I � � W �p W W _ \` W � — N W I � D v � D �'i 1053 1836 D 2120 (1845) .�� (817) (2681) W ( 053) � ��1� TTT 1300 $�� — (1066) 1303 (792) �� 1741 � (1141) (1053) / � � �� 5052 � 3999 � asa� � (2844) � �z�z) � 3541 � � � 5282 �(2027) � oo M21— C(B) � B20 — B(A)� D19 — D(B) ��(ZD(B) � 4 � 64�� W23 — C(B) � B22 — C(A) � �g� � �� D . �zsa�� w4 - B �c� � Bs - a�B� I n�s - B(�) 1W l I B� - B(�) I nna - B�� I B9 - B�o> I�� 2soa —► �7,5 —' - -� (3616) -� 792 W 2507 � � 2856 � (5127) � � � ��1303) (4919) � —► (5357) � � \� � 817 � 438 �I �I � (1053) . / (349) /� 1089 (1511) 272 (458) � LEGEND XX (XX) = AM (PM) Peak Hour Volumes —► = Lane Geometry AM (PM) Peak Hour Level of Service 0 - LOSA-D � - LOS E � - LOS F � - Not Analyzed � � 349 1 I �/� (ass� �� 1758 � (1338) v 1044 � (1378) D — `Y`l,i D ��o � �ao�� rn 0 �� o � I D D ? 1754 D (2185) �-' �i�� Southeast Extension � NOT TO SCALE Preferred Alternative S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2016 BASE YEAR BUILD LANEAGE, HCM SEGMENT ID#, DATE: Ju1y2017I FIGURE 5.9 SR 1153 (Old Holly Springs Apex Road) iil�� Triangle Expressway (Western Wake Freeway) � � � � 6733 � N� � (3831) � �' B139—D(B) � M138— � W' U a, B1— B(D) � D2 — �� 3693 � � mi (6745)� � � 2405 (1548) D (B) B (E) 1548 (2405) SR 1153 ��I� I (Old Holly Springs Apex Road) ��N ti N N'� �� U U�� 883 a,Z (621) z� w w�m � �— 4328 � 5211 � � �(2283) � (2904) � � B137—D(B) � D136 — D(B) � B135 — C(B) � M134 — B(B; � wa - a (c� 2145 � � 2766 � (4340)—� � (5223) � � 621 � (883) 4s� (397) � � 4744 � (2507) B133 — C (B) � B5—A(B) 1710 —► (3016) —�j 10 6 (2207) SR 1172 (Old Smithfield Rd) uBypass (3460) �� I (2243) 467 1786 � (397) (3063) '�704 (403) � I I I � 433 (440) 'i i i• 11? r' 2766 2207 (1840) (1056) � 2207 ��1 (1056) � 2537 ;�� (1451) � M��C (B) � B131—B(A)� , � , � D6 — B(B) � B7—A (B) I �� —► 1313 � 111 � (2549) � 397� � (467) 1816 403 843 (2799) (704) � ,I� (1137J ,i�i �� FREE�� r �5;$>> 1111 43 2731 (104) (5083) ��1� � �� 4576 440 (2429) (433) T�`e 5196 I � (2763) � � 669 (370) 179 (99) � � �� 56 4527 371 2537 373 ��5) (2393) (669) (4580) (602) �� (4580) �i��il I I � (2535) � E Williams Street u 1137 (843) � 3674 � (2294) D130 — C (B) � �6129 — C (B) M8 — B(B) I B9 — A(B) 2156 � Triangle Expressway (3686) � (Southeast Extension) SR 1172 (Old Smithfield Rd) SR 1301 SR 1301 (Sunset (Sunset Lake Rd) Lake Rd) � .— ss�a Qi �(2294) Z' B129 – C (B) �_� ua� B9_A(B) � I i SR 1152 (Holly Springs Rd) 564 ��I�� 1010 (1010) (565) 1815 314 248 2 (1255) �416) (589) (5) �5 �3� 12) SR 1300 � �+�� 11 (s) i— SR 3921 � 416 (314) � � —► (Kildaire Farm Rd) —> � (5) � ��''�'i► � (Sancroft Dr) 1255 g38 (1502) � 1502 589 4 �Z�) (1815) (838) (248) (10) (2118) `Y`i� � I � (1073) r-------------- ----------------� SEE ; ; FIGURE 9 3' � ' � ; SR 1389 ' • (Pierce Olive Rd) 759 � (425) � � � � � M128–C (B) � D10-B(B) 2156 � (3686) —► � 2915 � (1869) � B127 - B (B) � B11- A (B) 1731 —► (2927) � � 425 ' ' � � (759) � , � � � � � , , , , , , , , , , � � � � � � �� --------------- ---------------' (2457) i� I I (1407) SR 1152 (Holly Springs Rd) � 1357 � f— 4272 �,ozs� : ; �z89>> �--- D126 – C(B) � B125 – C(B) M12 - B (C) � � � � � 1028 (1357) B13 – B (C) 2759 � (4284) —�j SR 1387 (West Lake Rd) D14 – B(C) I 615 – B(B) � zzzz —► -► (3449)_]. � � 537 (835) � SR 1386 (Bells Lake Rd) 563 (840) 1 I � 840 (563) 406 157 (697) (143) '� 556 (316) �l � 149 (133) y ~ ►ll � � � M 124 – aas r',�o5> 11 316 239 (556) (274) a�1 � 143 (157) � 394 (678) � J T �' D 284 678 835 � 705 (247) (394) (537) �'� r � sas� (449) � 4142 ��zsso� �— (2809) i m C(B) � B123–C(B) I D122 – C(B)� 6121-C(B)� w� � = 540 M16— B(C) � B17 — B(C) '� u �a ��1 � 2671 � � / � (4154)� '�T 133 819 (149) (484) 633 ll� 952 (952) (633) SR 1386 (Bells Lake Rd) Southeast f— 3674 Extension � �Y294� � � �� e�zs-c(a)� M128 - C (B) 5u� � 3 ;�I B9–AiB)I D10 — B (B) 2156 � � (3686) —�j 425 (759) LEGEND XX (XX) = AM (PM) Peak Hour Volumes � Q = Unsignalized Intersection A= Signalized Intersection —1 = Lane Geometry —> = Future Laneage By Others AM (PM) Peak Hour Level of Service � - LOSA–D 0 - LOS E � - LOS F � - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 IB127—B(B) � B11 — A (B) 1731 � SR 1152 (Holly Springs Road) a � �� M 111 � � N � (649) 1357 � 2915 (1028) � (1869) � I D126 — C (B) I M12 — B (C) A A �� ♦ 1 � N O v SR 1152 (Holly Springs Road) NOT TO SCALE � 4272 � (2897) � B125-C (B)� u � 613 - B (C) � 2759 � (4284) —�j Preferred Alternative S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2040 FUTURE YEAR BUILD LANEAGE, HCM SEGMENT ID#, DATE: Ju1y2017 � FIGURE 6.3 SR 1578 (Deer Meadow Dr) i _i , 00 5� _� u Q� �� 4015 �— (2787) �� I (1847) 468 1379 �� 111� 282 (146) � � 639 (559) *.� SR 2722 SR 2723 SR 1375 �5105 (Old (Fanny (Lake �as �s72 (1701) McCullers Brown Wheeler Rd) (282) (2634) Rd) Rd) 468 � �,�,�, 866 � 921 � 4142 (430) � � 3674 (473) � (705) � �— / �— � i � (2809) �(2379) � ��,9os� ,— g12�1�-�C (B) I M120 - C(B) I B119-C (B) � M118-C (B)I B117-B(B) I D116 - C(B) I� 6115 - C(B) B17 -IB (C) �D18 - B(C) � B19 - A(B) �M20 - B(B) I 621- A(B) I M22 - B(C) I 623 - B(� � 2671 � �ZSZo�� 1914 � 2473 � (4154) —i —► � (3102)—► (3741) —► �1 146 * � 959 � SR 1404 � (282) I TT � (Johnson Pond Rd) SR 1503 (Donny Brook Rd) 903 (1334) 2505 866 (639) Norfolk 1872 (1701) (473) Southern �lll� RR 430 (468) � 473 (866) �I � ��T � SR 2731 2941 559 (�ordan (��os) (s3s) Rd) (3500) �� 1 I I (2345) � � W�I Z 5u=' U� �� 165 1838 372 2g7 (237) (2876) (343) �343 (372) (362) / 1 20 (31) � t� �,1 �. �Y � � 54 (92) 3 2 237 (165) � � 7 7�� (287) 31(20) 102 2876 92 94 (102) � (94) (1838) (54) 1986 �30�0, � 11 T* 3070 I � (1986) �401� 935 (465) 1458 (987) �� 3729 � (2611) � M114-C (B) � D24 - B (C) � � 987 � (1458)� u s8$11 Ti,259 (1259) (688) 75 613 (75) (1184) v�ll �� 633 (363) � 329 (416) � �/ � � � 2448 ; r 1573 � 96Z �— (1755) � ��zso) (779) B111- B(A) I M110 - B(B)I g109-A(A) � D108 627 - A(B) I D28 - A(B) � B29 - 1617 —► —�i I � (2460) —�j � � '�' 417 (494) �--- � � 494 (417) 465 � (935) � Wake Tech Drive 29 (43) SR 5324 �— (Stevens Oaks Dr) 43 (29) 579 363 (967) (633) 11 �►�►� 75 (75)� 390(860)� � 969 �,82>> 11 11 502 450 (23) (958) (859) �l� � �� J��TT 860 626 (390) (325) SR 1006 (Old Stage Rd) 982 I I ?.� 1408 (1408) ii I � (982) 551 431 (543) (865) � 11 � 98 (50) a w .��9 �8,> � 2271 � (1624) � B113 - � B25 - �� 460 50 (848) (98) �� 543 (551) � ` aaa �so�, � � ��11 907 1310 (444)(932) B �A) I A �g) I 1 * 1486 —► � (2283) � JTT�� 1674 81 (825) (79) (1755) �Y'i I I � (904) SR 1006 (Old Stage Rd) - B (B) A �A) I 1152 —► �1 (1525) � �� 1?�D 1411 416 (640) (329) 1827 1� (969) � 859 (450) � �s �>> 51 (51) 1 95�5� (12) (502) (51) 566 � I 1021 (1021) (565) u � � � M30 - B (B) � � � � � 779 (962) � 177 (131) � 2448 �31 (177) �(1755) D112 - B (B) M26 - A (B) � 1617 � (2460) � 2475 � (2069) � o � 6107-B(B) ��Z� '=u � B31- A(B) �i a 1931 —► � (2487) � 916 (508) �' SR 1010 � (Cleveland Rd) 508 (916) SR 2725 (Sauls Rd) SR 2725 (Holland Church Rd) �U �=u IU a i� � _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ �"'"'" � Multiple alternatives are currently being evaluated for the 1- � � 40 and NC 42 interchange as part of the STIP I-4739 � � I project. The future lane configurafion for this interchange is u � not determined yet and therefore, is not assumed in the � � Complete 540 analysis. Complete 540 team will coordinate I I with NCDOT and I-4739 project team to determine the lane I � configuration connecting the two projects. I � � I 344 I � � r (460) � � 935 � I � � � �— 2032 �� — 1688 (1330) �— E— 2623 ; � �(2906) � � (2446) � � � (3776); I--. IB19-A (B)� M18 - B(B) � B17 - A(B) I D16 - B(C) i 1B15 - P� (B; ��. �Bzo - a�a,�� D21 - B(B) � g22 - B(A)IM23 - C(B � g24 - c(B� M25 - C(B) � 1B26 - B(A; � 3128 —�► � zssa —� 3832 —► � (1737)—� � � � I 3998 � � I (zos� � —� �, �2so2� .—�. _ �, I �2sn� � ; � � 460 � 164 � � � ; 166 � � (344) � (765) (170) � '""""'"'"'"'"'""""'"'"'"'"""""' '"'"'"""""" Southeast SEE FIGURE ; Extension 6.6 u GN�`N�'�„ MP� � R\� i� \ NQ � � � N aA �-.? � CT� �.--� �. � 1086 (1456)�(� � � � 3671 �— � (5328) � B7 � A(B) I M6 - B(B) 634 - B;(B)I D35 - B(B) I B3� (B� 5542 —► ; —1 5347 � �,3230) ; 7 _, (3062)—! 7sOs � , � �+ �ss4J ; � � � W � � 7�%� �y�? 195 � � r 3 ,�� . � i (3227) 11 � � ��(2174) /75�� ,�_ ; Southeast (168) � �----- E t I � --------------' �-------------------- 824 � (908) / J 341 (488) � � �� 3330 �— (5133) � � � �B5-A(B) I � 402 � (438) � �� 168 ��r� (195) � 2159 168 / (1700) (195) �� M4 - B (B) , - B (B) —�► � � 4785 —► ��ii ��1(3464)� �438 (402) � 488 � (341) / -- ; x ension \ — — � �n •------- � ----------------------------------=-------� � ,111 0 � T?� �4i y � I 1281 � � (1642) � � � � � 908 � � � (824) � 1t 2252 � W (1350) co � � . � 438 2445 ��t c4oz� c 111 / 1456 (1086) 1T��'�' �� D o0 1305 W D (2319)" 11 y � o � 441� � � (522) �''� j� � � 522 ^ �i (441) � Lll �' °° ??�' 1746 07 W ** (2841) i N I I I � W n 2774 `i n w (1791) 70 � Clayton Bypass u �Y �Y y �`� �ass ,` � (1894) � � �— 3162 i— t-�-- 4650 � (4938) � �-�--(6832) � 63 - A(B) �D2-B(C)I s� - B(C) �--- .� � Bsa - e(B)I M39 - C(B) I Bao - c�B� I � —�j 6753 � 5297 .�, �3123)� -�-� (4209)� --� —► � ..._. �— 3671 �� W Southeast (5328) D Extension 00 W � �� I (3230) � 540 .�1111!- � � u W W — — °° W I I� I I� 1505 a � (1654) a '0'S ' 111 m (4�40) W szs .1.�1111' o � 11TTT'�'� — Q 588 W 1�� a � ,� z,s3 � W \ (1130) �504, 9z6 �111 m m 3253 Y 1111b D N 4ZZ3 � �(•—� N � — Y z,00 � � � 39�, I�� 1��81 �' � $$2 � (387) r�79 (1487) �� 11111� 588 (932) \ �� o '� (szs� ,�� 1'1' � 1 1527 ��i-� Bqg�3j71 ��j� Q.�P (1500) r � ia�a \ 1237 ,� \ 844 � 2555 N �(1003 �I (595) � � (seao)D W (s9a) 948� �� ) �yO / �j� �� W D (549) � P�P\ ��1 �< \��/ D � \� �3� �/ (522) y zazz �� D -/ (1443) � 218 $2% � \ (195) �(377) P p, P Pl ��' I I I 195 � (218) � (1481) ��0� / g3� l9� 1 � 327 ,�,� ll � ,�,�'V 1 c � 649 �s�� p.\P� _ / �19. � 1275 .� 36 - � 7jg3 (965) �� 0� � M� � � C(6� (184�� 111�d1 \ \P�� 504 � 1209 (e�%3-A(g �18 - C(8 � 3160 // \ 1�c�.P�P �3 A2 P� \(731) D I I I I I(1864)� ��M4 . g(8J ' �17 _ ��g� 17q) �� 2749 �BS-8 / � 5 , � 06,�\61 P`Pl � 12A11 D (1702`) � �zzss�� (eJ M6 � B �C . Za1y9l �1 \\ 03� / � � ' � � � � �2� P\P1\ � � 538 (965) � �� ^ � 538 2129 y \� 'I ��\ 2 �`g1�3 eti'`ti � 588 � / 382 � (965) (3227) � �1��3 �� (szs� —, (sss� �,� �?o� g31�P1 � � � �455 Clayton g� � "� y 2051 W ��?�� (1198) Bypass l�a�� ' � � z�s) � � � (2sos i D � (3'131 � u 3�� 1111� D D z,00> �86� (649) — D (572) Southeast = Extension LEGEND XX (XX) = AM (PM) Peak Hour Volumes —1 = Lane Geometry � = Future Laneage By Others AM IPM) Peak Hour Level of Service � - LOS A – D 0 - LOS E � - LOS F � - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 572 \ � � (867) �� I � N Preferred Alternative ��1111. °° � �i?T1?�' S.T.I.P. R-2721, R-2828, R-2829 D !� COMPLETE 540 2632 W N � N� TRIANGLE EXPRESSWAY (3776) "' °1 1�?�� / SOANDEOHNEON COUONNIES ��1� W D 3998 2040 FUTURE YEAR BUILD -- (2672) NOT LANEAGE, HCM SEGMENT ID#, �+� TO VOLUMES 8 LOS � SCALE DATE: Ju1y2017 FIGURE 6.6 SR 2542 (Rock Quarry Rd) 459 (849) l� � �� 849 (459) 91 326 43 276 (110) (665) (73) SR 2555 �z2�� I (Auburn- �— � i `' Knightdale Zz Rd) �z�s) 73 (43) 55 (39) so ��z� Tiffany Creek Dr 13 (42) � S R�2( 00 ;White OZkssa)) 11 11 3 600 57 � 52 (57) (11) (1130) (52) l �3 (10) t�,1 y 127 (265) —► 10 (7) 39 (25) 10 (6) � 19 (12) 306 440 (402) (958) a�� 374 (438) � � � ' F 1505 t— � �- 1131 Southeast D � �1654) � ��Z�s� Extension = � � B 101 — A(A) I M 100—A (A) I B99—A (A) I � Z� 5u m� I B39 — A(A) I D40 — A(B)1B4�—A (A)I ' 1527 � � iaas � (1500)� � ,�(�i2s�� ,� 110(91) �� 39 55 � 78 (131) 131 665 72 ��8� �3zs� �so> 467 (863) �� 863 (467) 327 140 '� 258 179 (618) (245) � 305 (516) 11� � 1946 � Southeast ; � � (2730) � 11 Extension =� � B91 — A(B) � � Z� u T��B49-BiB)I - 2603 —► � (1941) —�j � 453 179 (876) (258) 11�� 444 (791) SR 2542 � (Rock Quarry Rd) —► 791 (444) 518 (967) � � 391 118 (742) (244) 11�.� 2os � (163) 163 � (208) �"�► 563 605 91 231 �(695) (2ss) (s5� ��o� � <— 1715 � � � M90 — B(B) 6894A(B)� DHH — B�B� D50 — B(B) � B51 — B(A)I M52 — B(B) 2293 � —► 1� (231)�j (1710)—�j � L 245 (140) 695 � 65 (91) (563) / �� 451 516 (213) (305) 1� 967 (518) � � � ��j� 1a�,�g l`'Q�� A`�J �8J Q 167 (298) � � 298 (167) SR 2542 (Old Baucom Rd) 438 \ �3�a� � � 2278 � (3115) B87 — B (B) B53 — B (B) 2988 —► (2273) � 321 (180)� 280(386)� �so, 11 (566) D98 M42 566 �►�.�so,> 11 180 540 (321) (1023) \.� 1 �. / 182 (332) � 1�� 33 2 7 1130 265 (185) 21) (600) (127) SR 2555 (Raynor Rd) `BUS ( � �o� 2167 (2597) 111 111 2597 (2167) 83 2084 111 � (54) (2543) �FREE I I I 313 (451) ��i�i�i � 377 (740) 2284 �� ` (1716) � 451 2010 68 1039 83 (54)� (313) (2970) �36, �sss, � 11 � t�— � 1732 � � 1649 � �(1782) � �(1728) B(B) I B97 — A(A)I M96 — B(B) I B95-A(A) � M94 — A B) � sso SR 1004 (1191) (E. Garner 393 Rd) (189) i � �� t— � � � 1946 1256 �(1539) F- F �2%3�) � 3� � B93 — A(A) � D92 — B B � 691 — A(B) �, � A(B) I B43 — A(A) I D44 — B�B�I g45 — A(A)� M46 — B B I B47 — A(A) � ? � � 1655 —► � �4i2 � 1863 � 11 —► —► (1727)—�► � (1251) j (1564)—�► � � � (313) �� 740 243 2284 393 (377) � (476) � (1716) (189) 402 (306) � � � �� 36(68) � 386 705 �zso� �2ss� ( 091)%� I I � (576) SR 2700 (White Oak Rd) SR 2552 (Battle Bridge Rd) 340 �2so� � SR 2555 (Auburn-Knightdale Rd) 280 (340) 2010 �2s�o� 111� 54 (83) �' 189 (393) � ?�� 2623 740 (1822) (377) (3363)+il t1 � (2199) ,� � . BUS� ►ll 1� �0 1 209 71 (239) (101) � 235 (206) �� 92 (128) F � � � iW � � I M86 � I � D54 � � �V� � � 95 206 (132) (235) 1�� ` � ' �Z� M48—B (B �B49—B(B) ��mU � sso3 � ' " —► (1941) —� � Southern Railway J � � � � (334) 105 171 (74) (152) �1� 242 � �— 2oss � � (253) � (2ss2) � B(B) � Bs5—A (B� D84 — B(B) — B �B� �B55—B (B) � * 253 z�ss � �2osi� � � (242) �j �101 (71) 152 (171) 334 " � � (327) \ � 175 128 '� (155) (92) 247 (303) � � 303 (247) SR 2555 (Auburn-Knightdale Rd) M56 — B (B) � � � � � 2363 � (3196) i 3 I B$3 _ B�B� I� � Southeast = Extension �B57-B(B)��m U 3069 —► � � (2358) � SR 2516 (Hodge Rd) 52 �98) � � 98 (52) 124 (166) � ~ 2363 � � � 3 � � (3196) � <�3030) _ � �B83 - B (B) �M82-B(B)�681-B(B)I r� m� � B57 - B(B) � D58 — B(B) � 3069 —► � (2358) —�j � � Southeast 166 � Extension (124) � u SR 1007 (Poole Rd) ( 0� 3}� � � � (864) 17 529 319 � 265 (319) (32) (756) (265) � 17 (40) 561 � � � � 279 (480) (839) � � 32(17)� �� / 8 9 40(17)� 19 756 480 (561) 26 (19) (26) (529) (279) 842 (1242) �� 1242 (842) s2 �so (130) (1112) a-�11. �TT 647 (507) � 42 595 753 (1084) �, (36) (335) � Z,; 59°,111 , — B B ) Zsos I . ?� (2234) � � 3639 � (4621) W80 — B (D) W60 — C (B) 1006 507 (1549) (647) � 1591 11 ��- �r ��400, 130 (82) �' � � � �� 36 (42) � 507 1084 (289) (753) (1591)�bil��(1042) SR 1007 (Poole Rd) 4494 � (3634) � SR 2233 (Smithfield Rd) 801 (1397) � . 3780 (7336) 1111 � � 64 � �264�, i - ,- m ?�.,��, asss p`p (4657) �;, i 111''� m � W � �''�'� �' � 1397 7199 (801) °0 �3856> 699 (767) � � � s 767 .`p W (699) I � � i �—� 4479 � � � � �'�' �' (8103) m �° 7966 SR 2516 (Hodge Rd) Business � 64 ,�,�,�,��. (4555) Carolina & 1246 Northwestern (1511) RR � 1422 � ."""'1930.".-/" -'-"'- -'-"""""""" ; 3867 942 (2�33) ` � �a�a�� (1395) (1664); 1� 1687 ; � 5113 � � r ; (1302) � � (6258) �— � � SEE � B75 - C C � M74 - C(C) � B73 - B(B� D72 - C(C) FIGURE 6.9� � ` I ' ' B64 — C B I D65 — C(B) I B66 — C(B) � 618 y 27 3 ' 6131 ° � � 4620 ; (794) (1827) � � � —► (3862) t- -------- - -= �5108) —► —► —► - ------ �------� ----------------- � `� � �° ? 1511\� (8163) �� m I� I� 4452 SR 2515 Lynnwood (1246) y � > (Old Rd n "` �" °�--° Faison Rd) .�111 ! � � iTTT� O a I V 1079 � � I � 1476 (1476) � � (1079) � � 3297 �' �� (6687) W �3 � 675 � (553) � � 4809 � � 5484 � (6142) � � (6695) I671 — B (C)I D70 — C (C) IB69 - c (o>I . _ . .� I M67 — C(C) � B68 - D(C) I —� � 6568 -ry —�i 19 8 � (5479) � � (1617) � ,�,��„� � W 6550 Business � (3373) SR 2233 l C� � (Smithfield Rd) 64 _ ( � � N 200 � � (285) � C�i L111�`� �6972� 1111 W � �64�� n .� � � � j� 286 � (200) n � °°?1?t�' W � I �� (3573) � o �_ o� � 264 j �- _ � 7966 � � (4555) �- � W23 - D (B) 64 � ._.� I W4 – B (E) I �264� aa�s � '� (8103) --� � � �� 1930 (2733) W � — N W � v W V I W 1687 3426 W (1302) (4956) n �� 3301 (2896) \` R�\ �� \ 1999 (7209) � ��1� _ �� 2793 1302� ( ) � (1827) � ��sa�� .`� � � 6279 � �oas� F 5233 � � ~ 8026 �_ (628) �_ �- � (3253) I ,� (2625) �-- (4452) � 622-C(B) � � nM21-C(B �B20-C(A)�D19-D(B)�g1s-E(e)��4� s5-a(s)� M6-B(C) �m � � B7-B(C) � M8-B(C)�Bs-a(cJ�� zsas � 3758 —� ' 4376 � sa�o�� zos n 7369 —�i � � —► ��1999) 794 ( ) —► � (8163) � � � sze ��oas� � LEGEND XX (XX) = AM (PM) Peak Hour Volumes —! = Lane Geometry � = Future Laneage By Others AM (PM) Peak Hour Level of Service � - LOSA–D 0 - LOS E � - LOS F � - Not Analyzed Bold/Italics = Any Time Period D/C Ratio > 1 ��s�e� � � � 618 1 I �/� (�sa� % ss�s � �zaao> � zz» C° �zss�� — �ii W �azz � ��ssa� a� 0 �� o � � � 0o W 3639 � (4621) � �i�� Southeast Extension U TTT � 4494 � (3634) �N� � NOT TO SCALE Preferred Alternative S.T.I.P. R-2721, R-2828, R-2829 COMPLETE 540 TRIANGLE EXPRESSWAY SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES 2040 FUTURE YEAR BUILD LANEAGE, HCM SEGMENT ID#, DATE: Ju1y2017I FIGURE 6.9 SR 1153 (Old Holly Springs Apex Road) l�ITi Triangle Expressway (Western Wake Freeway) � �' � � � N' � �— �, � Ui 5u �� a� Z � —► —► � � �--► m' —�► � 11111 SR 1153 (Old Holly Springs Apex Road) � ��N �r ��N N � �� U U�' �� O a � a�z z�w ►� W�m : � � � �— �— � � —► _, � � � � ---► �1 uBypass 111 ??1 o '� sso� � '�- s5o• � 111 � 650� 11? r' 0 0 v 11 � `� . � . � � , � , —1 � I —1 —► —► �1 � � � �, � Max:` \ � A X � y 111 �, � � � Z ??T� � FREE w *Provide Maximum o Storage Possible SR 1172 (Old Smithfield Rd) 1111 I 1t1 SR 1172 (Old Smithfield Rd) � � E Williams Street u � Triangle Expressway (Southeast Extension) SR 1301 SR 1301 (Sunset (Sunset Lake Rd) Lake Rd) <-- � � - ia w �=u � I� � � � � SR 1152 (Holly Springs Rd) 11�?i 0 0 '� �s• � � 11 �► � .- SR 1300 SR 3921 (Kildaire Farm Rd) � 400� � ��?'t�i� —' (Sancroft Dr) li �� 650' � x r � * *Provide Maximum ��I ��* Storage Possible I r-------------- ----------------� � � SEE , , FIGURE 7.3; ; � � � � � � � � � r � � � � � � � ; �— � � � � , , , . , , , , , , � � -► 1 -/ 1 —1 i j i � � � � � ' � � � � � � � � � � � � � � � � � � � � �� " " " " " " " " " " " " " " " "' 11111 SR 1152 (Holly Springs Rd) SR 1389 (Pierce Olive Rd) � I� � � � � —► —1 SR 1; (West La SR 1386 (Bells Lake Rd) SR 1386 (Bells Lake Rd) Southea: Extensio � �, u� � � D STOP • --Y SR 1152 (Holly Springs Road) ##J#' = Recommended Storage Length SR 1152 AM (PMl Peak Hour Level of Service (Holly Springs Road) � - LOSA—D � - LOS E � - LOS F � NOT TO SCALE WAKE AND JOHNSTON COUNTIES 2040 FUTURE YEAR BUILD LANEAGE,STORAGE & LOS u DATE: Ju1y20171 FIGURE 7.3 SR 1375 SR 1578 (Lake (Deer Wheeler Rd) Meadow Dr) ' Li �— _ i �— � �— = 1 5u=� `�' U Q� �, , SR 1404 (Johnson Pond Rd) —► � —� � SR 1503 � (Donny Brook Rd) —' -► ' � —► .---. � � � 111 �' � '� \ � 111 4�� a 4D0' � 500' � � � � � W � 0 SR: (Jord� � U� W� 2 5u=' U� QI � � 1 �� X k � � I I � �� 350' rr 550'� A ��1�� v N � o ` !731 �n Rd) F �— �— SR 2722 SR 2723 (Old (Fanny McCullers Brown Rd) Rd) � � � t � `�' � SR 1006 (Old Stage Rd) 11�11 W � t- 200� v �ll .� �,� A �� T � o0 � . . � —' —' 1111 � � � � � o Norfolk � �� I I � Southern i � RR � 4�0� � I ? � � 11 � � 450' � � 450' � o w p��l � A��?? 11TT �� q5o' � � � SR 1006 (Old Stage Rd) �� 450' � � r � � F � � t- t- \ / t- -1 -� -► -� -► -� � .— Wake Tech � Drive SR 5324 �— (Stevens Oaks Dr) � � ♦♦ �� —► � O � r� 11 ��► A �r soo �' TT�'D soo� Z " 0 0 111T � �, � � � � 150' » A��o �y o 0 I � S.T.I.P. f i ( TRIA� u SOUI WAKE AI —► —► —1 i� � SR 1010 � (Cleveland Rd) � �� — �— � � 10 ��Z � � = 540 �,�u Q _� I� —► —► SR 2725 �sau�s Rd) �U W �=u U H I� SR 2725 (Holland Church Rd) � _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ �"'"'"'""""'"'"'"'"'"""' � Multiple alternatives are currently being evaluated for the 1- � Southeast � 40 and NC 42 interchange as part of the STIP I-4739 � � Extension I project. The future lane configurafion for this interchange is u � not determined yet and therefore, is not assumed in the � I 540 � Complete 540 analysis. Complete 540 team will coordinate � I with NCDOT and I-4739 project team to determine the lane � ��NE�� configuration connecting the two projects. � MP��N ' � � I � \ I � � � � �y� i � : � � i: i--- i i -� i ; i � � � � � �i �: i � _: � � _: _: i � ; i � � � � � �' �; I � � � I i i 11 � �-------- �11-- ------- - � � �-------------------- --------------� � 11 '"'"'"" """'"'"'"'"" """" SEE FIGURE ; 7.6 . 11 � � Lll ??�' ?T 11 70 � Clayton Bypass � � .- .-- � � .- .- .- .- �: �� : � �: � . �; � , -.; � 'y�; � ��^�n � � ,,�r` ; Southeast � �n; ; Extension �4� u •�111 ,� � � TT �� 111r' 1 �� - .- � � � � � � �► � 11?1 � � -��111 � \ C / ��I y��` 111 � �� ii I I �� ..._. � �� Southeast Extension 1�� u .�11111 i 1111� 111 .�.�illl� i 1???'�'� ,� '�'� .�111 11111 � .� .- z TrrTr� `" �� 111111 � �� , � �� 11111 �� ,�� , �� r � � � �� d �' �,� � '�'�'V' 1 �L � � � �'�'� � .111111 � � �,� � � L ?tttt : � � � � � � � � �ti ; � � � �� —�► � �� Clayton � � � y � � I� I I�� BYpass u � � 11111 �' so�cneast Extension LEGEND ��' F� Q= Unsignalized Intersection . Preferred Alternative A= Signalized Intersection �,� ,1111 ��7 I� S.T.I.P. R-2721, R-2828, R-2829 � = Lane Geometry �� COMPLETE 540 TRIANGLE EXPRESSWAY ---► = Future Laneage By Others �- SOUTHEAST EXTENSION #i##' = Recommended Storage Length WAKE AND JOHNSTON COUNTIES AM (PM) Peak Hour Level of Service �� NOT 2040 FUTURE YEAR BUILD O- LOS A– D �� .�.0 LANEAGE, STORAGE & LOS �- LOS E � SCALE DATE: July 2017 FIGURE 7.6 � - LOS F SR 2542 (Rock Quarry Rd) 11 1T � Southeast D � � Extension � � 514U\ m� u m� 0 SR 2555 � � � � (Auburn- �— Knightdale —' � �?�f� Rd) I Y N a 1111 A � � � 550' �l� A ?1� ,� � � Southeast D �� 11 �— � Extension � � _ ,'�j4Q; m � u TI - -► : 11 � � z � � o � 2so� � 11� � �Y 11 1T � SR 2542 � o 11 �► � � (Rock Quarry � Rd) —► � 'so• 1T SR 2542 (Old Baucom Rd) Tiffany Creek �— Dr —► � � � SR 2700 (White Oak Rd) 11 11 N � �, � � � 300' A�TT� � i i 0 0 N. . 0 0 a�ll � T? 450'� � � O � 11 , � '- � � � � SR 2555 —► (Raynor Rd) � � : ► r� 11t1 �� : � = � W � � o � � �11 30�� A � �t � N 150' � o y\ �� I� SR 2700 (White Oak Rd) � SR 2555 (Auburn-Knightdale Rd) —' � � � � t— �— -. , � � SR 2 (Bat Bridge "BUSI � �o� 111111 W I I I � t�i * FREE '��'�'�' w � aoo• -' 11 11 z � � � � � N O �� A � ?� �i � 1? SR 2555 (Auburn-Knightdale Rd) � � � SR 1004 (E. Garner Rd) � �.-- � � E— t— �D �� j . I . � �� 5u li m _, I T � - Southern Railway �' y Southeast � � Extension �� Z ^ m � —► � Gi -. - � SR 1007 (Poole Rd) �l 11 � � 300' � � 300' SR 2516 �— � �� Joo� (Hodge Rd) —► A �� so� .�' � , W (71 9 O O 11 ?T � 0 a-�11 *� �11 600' ./ ��„ Il 700' � � `i r t 111 � � D� � � � �� n = 1 � r z� m ci � � —� � � T�� w Southeast � � o_ Extension 1 � �� zso� � A T t�� u � o0 �l 1T SR 1007 (Poole Rd) , . � 64 � �264� 1111 1?1? .11111 i 1?1'� � -. ii1T � '� 1111 � � " SR 2516 (Hodge Rd) Ttttt �� Carolina & Northwestern RR i""""""""""""""""""""""""5 � ! : �— / '\ : �— �— �; � :� � �— f— �J W SEE � —' � � � � � —► � FIGURE 7.9: � � —► �------------------- ------- -------------------= —► —► � ��I� ��*� SR 2515 Lynnwood �' � (Old Rd Faison Rd) ,��, 111'?'� � � SR 2233 (Smithfield Rd) 1111 i11T SR 2233 ( (Smithfield Rd) Business 1 6� � Business �64y �� t— � !— Q— �— �— � � t— F_ �— ,g- 1 - ,'. � � � � � � � � � � LEGEND � Q = Unsignalized Intersection A= Signalized Intersection —1 = Lane Geometry � = Future Laneage By Others ##J#' = Recommended Storage Length AM (PMl Peak Hour Level of Service � - LOS A – D � - LOS E � - LOS F � ��/� I TTT� / �� T?1' � �i�� Southeast Extension � �� t �'� : � � � �� 264� _' � �_ � � � � � � � Preferred Alternative �S.T.I.P. R-2721, R-2828, R-2829 � COMPLETE 540 � JV TRIANGLE EXPRESSWAY � SOUTHEAST EXTENSION WAKE AND JOHNSTON COUNTIES NOT 2040 FUTURE YEAR BUILD TO �NEAGE, STORAGE & LOS SCALE DATE: Ju1y2017 FIGURE 7.9