Carolina Crossroads Online Meeting

Start the online meeting by reading the Public Hearing Magazine and watching the following video.
 
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Carolina Crossroads Online Meeting
Study Area Map

On behalf of the Carolina Crossroads project team we thank you for taking the time to attend this meeting.

Reasonable Alternative 1 (RA1), which was presented at a public input meeting in September 2017, has been advanced as the Recommended Preferred Alternative for the Carolina Crossroads I-20/26/126 Corridor Improvement Project.

The South Carolina Department of Transportation (SCDOT), in cooperation with the Federal Highway Administration (FHWA), have prepared a Draft Environmental Impact Statement (DEIS) for the Carolina Crossroads I-20/26/126 Corridor Improvement Project. The DEIS promotes informed decision making in the development of a transportation solution(s) to improve mobility and enhance traffic operations by reducing existing traffic congestion within the I-20/26/126 corridor, while accommodating future traffic needs (2040 is the design year).

The purpose of this Public Hearing was to present the Recommended Preferred Alternative for the project and to solicit comments on the DEIS.

We are excited to reach this important milestone and to present this alternative for your input.

Route 1 Interchange Map Route 5 Interchange Map

The DEIS is the culmination of technical studies and reports, inter-agency coordination, community outreach and feedback. The DEIS considers potential community and environmental impacts to identify a solution that will benefit the greater Columbia area, as well as the regional mobility of commerce, travelers, and commuters between the Upstate and Lowcountry. Both alternatives evaluated in the DEIS have similar key features, and include improvements to several interchanges along the corridor. Here are five key features you need to know about these alternative designs:

  1. More lanes on I-26. To improve mobility and reduce traffic congestion, I-26 would be widened to include one additional lane in each direction.
  2. No more weaving on mainline. Both Reasonable Alternatives eliminate the current cloverleaf design of the I-20 at I-26 interchange and replace it with a modern system interchange to create seamless movement for traffic between the interstates.
  3. Introducing collector-distributor lanes. Both Reasonable Alternatives feature collector-distributor (CD) lanes. These new longer separated ramps allow traffic to move seamlessly throughout the system by removing exiting vehicles to their destinations sooner and preventing on/off conflicts.
  4. Relocation of Bush River Road at I-26 interchange. Both Reasonable Alternatives would relocate the Bush River Road at I-26 interchange to a new full access interchange at Colonial Life Boulevard and I-126. Removing the direct connection between Bush River Road and I-26 would eliminate weaving maneuvers between Bush River Road and the I-26 interchanges with I-20 and I-126. The interchange at Colonial Life Boulevard and I-126 will be improved to allow for movements in all directions, improve traffic flow on I-26, and reduce traffic congestion.
  5. Environmental considerations. Both alternatives have fewer impacts on communities, wetlands, streams, floodplains, and properties compared to the other Representative Alternatives that were evaluated during the screening process. The alternatives also have improved travel time and speed along the corridor compared to current conditions.

There is a key difference in design at the I-20 and I-26 system interchange; take a closer look below at the turbine interchange in RA1 and the directional interchange in RA5 Modified. Review the DEIS Level 3 Screening Results to see the criteria impacts of each alternative.

DEIS Level 3 Screening - Environmental
DEIS Level 3 Screening - Traffic

Hover over or tap the map to zoom in

No routes No routes Irmo - Downtown Irmo - NE Columbia Spartanburg - Charleston Augusta - Florence Lexington - Downtown Bush River Rd Access
Existing DOT Right-of-Way Proposed DOT Right-of-Way

The Recommended Preferred Alternative design is only conceptual and provides a footprint of impact for the project. As the design process continues into the Final Environmental Impact Statement (FEIS), the Record of Decision (ROD), and the design-build contract, further refinements to design elements may take place that could result in modifications to roadway alignments, the location and construction of noise walls, and access to businesses at service interchanges. SCDOT is committed to providing the public with information related to any design changes as the projects proceeds through the FEIS, ROD, and Design Build Contract.

Download a PDF version of the Recommended Preferred Alternative map.

How do I go from...

Select the endpoints below and then hover over the map to the left to see the route in both directions

How do I get to Bush River Road?

Having trouble with the zoomable map? Download the PDF version here.

RA1 has lower average travel time through the corridor, higher average speed through corridor, the least property impacts, least floodplain impacts, least wetland impacts, and lowest construction cost. For these reasons, RA1 is the Recommended Preferred Alternative.

The newly designed I-20/26/126 Corridor will feature improvements along the entire 14-mile stretch of these interstates. A few of the overall features include:

  • Construction of a turbine interchange at the I-20 and I-26 junction, which replaces all loop ramps with higher speed directional ramps.
  • An additional travel lane in each direction along I-26.
  • An inside shoulder that will provide safe harbor for travelers in the event of an emergency.
  • Installation of mile markers for better location identification for public safety services and drivers.
  • New exits separating departing traffic from through traffic, which will eliminate existing entrance-exit conflicts on the mainline interstate.

The reconstruction of this interstate system will provide improved travel times and speed in the most congested parts of the corridor, for example:

  • On I-26 from Broad River Road to Sunset Blvd, during the morning commute, you will save an average time of 13 minutes!
  • On I-20 from Monticello Road to Sunset Boulevard, during the evening commute, speeds will double what it is today and travel time will be reduced to 15 minutes.

As part of the process of developing the DEIS and the Recommended Preferred Alternative, the project team evaluated impacts to the human and natural environment. SCDOT has developed proposed mitigation commitments that will be implemented before and during construction in an effort to avoid or minimize impacts. Scroll over each icon to see what SCDOT commits to when constructing this project.

Socioeconomics and Communities

  • Acquire privately-owned property and businesses in compliance with the Uniform Relocation Assistance and Real Property Acquisition Policies act of 1970 (49 CFR Part 24).
  • Provide written translations of vital documents for Spanish language-speaking populations and provide meaningful access to information.
  • Continue meaningful public participation during construction.
  • Coordinate with school system on access for school bus routes before and during construction.

Traffic and Transportation

  • Evaluate park-and ride facilities and sites for future implementation.
  • Provide temporary facilities for sidewalk and bike facilities closures or detours.
  • Accommodate existing and planned bike and pedestrian facilities into final design at crossing routes and interchanges, where feasible.
  • Accommodate transit stops at interchange locations where they exist in the project corridor and add signal priority of buses at congested intersections in the project limits, if warranted and feasible.

Noise

  • Complete a detailed noise analysis to evaluate proposed noise barrier locations as required by the SCDOT Traffic Noise Abatement Policy.
  • Noise modeling for the Saluda Riverwalk Extension will be completed as a part of the detailed noise analysis. The results of this noise analysis will be available for 15-day comment period, as per Section 4(f) requirements.
  • SCDOT will inform local planning officials of future, generalized noise levels expected to occur in the project vicinity after FHWA has made a final decision on the Environmental document.

Water Quality and Waters of the U.S.

  • Complete stormwater modeling as design progresses for the RPA.
  • Mitigate stormwater runoff by discharging into appropriate designed best management practices before being released into receiving waters.
  • Design closed drainage systems on new bridges if determined feasible and cost effective.
  • Apply SCDOT and FHWA best management practices during design and construction to minimize runoff pollution into streams.
  • Obtain compensatory mitigation for permanent stream and wetland impacts through a combination of SCDOT owned mitigation bank credits, mitigation bank credit purchases, and permitee responsible mitigation.

Floodplains

  • Conduct detailed hydraulic and hydrologic studies for each bridge crossing to determine correct size of bridges and culverts.
  • Conduct hydrologic studies for any encroachment of FEMA-regulated floodways and adapt if “No-Rise” requirements cannot be achieved.
  • Where floodways are defined, structures will be designed to accommodate a 100-year flood; other structures will be designed to accommodate a 50-year or greater flood event.
  • Continue to coordinate with resource and regulatory agencies to minimize impacts to floodways as final design progresses.
  • Coordinate with SCE&G and FERC on two Saluda River floodway crossings due to its function as a hydroelectric facility.
  • Coordinate with SCDHEC if design modifications necessitate impacts to the High Hazard Dam.

Natural Resources

  • Where safe to do so, consider planting trees adjacent to new or improved interchanges to mitigate natural upland forested habitats lost as well as improve visual/aesthetics of the corridor.
  • Minimize impacts to wildlife habitat through avoidance and minimization design measures.
  • Impacts to waters and protected fish and wildlife species will be avoided to the extent practicable.

Section 4(f)

  • Mitigate temporary impacts to the Saluda Riverwalk Extension, inform users of temporary closures, and return the condition of the trail to equal existing conditions.

Hazardous Materials

  • Conduct Phase II ESAs on known sites where construction activities may disturb hazardous materials.
  • Implement a hazardous waste management plan for the handling of materials and onsite health and safety procedures.

Construction

  • Implement a traffic maintenance plan.
  • Provide advanced notice for traffic disruption.
  • Provide advanced notification and temporary facilities for sidewalk and bike facilities closures or detours.
  • Coordinate with public safety services and school districts to minimize effects during and after construction.
  • Maintain and tune construction equipment.
  • Minimize idling to reduce emissions.
  • Powered construction equipment will not be operated during traditional and/or sleeping hours within 150 feet of noise sensitive sites.
  • Control dust and vegetation.
  • Schedule construction for off-peak hours when reasonable/ feasible.
  • Adhere to applicable noise ordinances, erosion, and sediment runoff regulations impacts of potential borrow areas for fill dirt.
  • Conduct activities in disturbed footprint areas to avoid natural habitats to the maximum extent possible. Should any endangered or threatened species be observed, construction activities will be ceased and the USFWS or NFPS notified.
  • Implement a spill prevention, control and counter measure plan to prevent discharge of oil into navigable waters.
  • An archaeological professional will be present during any ground disturbing activities related to the cultural/historic site identified as impacted by this project.
  • The Saluda Canal will be clearly plotted on all construction plans with an appropriate 25 ft. buffer.
 

Watch this video to learn more about SCDOT’s Noise Analysis Process

Traffic noise is associated with highway traffic, generally in the form of loud and/or persistent noise from vehicles. Please watch the video to the left of the screen for a brief overview of how and when a noise study is developed.

SCDOT’s policy states that the preliminary traffic noise analysis shall include the following for each alternative under study:

  • Identification of existing activities, developed lands, and undeveloped lands for which development is planned, designed and programmed, which may be affected by noise from the highway;
  • Measurement of existing noise levels;
  • Model validation;
  • Noise model analysis of existing and future noise levels;
  • Identification of traffic noise impacts; and
  • Consideration of noise abatement

Noise abatement is considered when it is concluded that noise levels would approach or exceed FHWA’s noise-abatment criteria. When considering noise abatement measures, primary consideration is given to exterior areas where frequent human use occurs. The following measures were considered and evaluated as a means to reduce or eliminate the traffic noise impacts:

  • Traffic management;
  • Alteration of horizontal and vertical alignments;
  • Acquisition of property to serve as a buffer zone to preempt development;
  • Noise insulation of public use or nonprofit institutional structures; and,
  • Noise barrier walls.

DEIS Map August 2018
(See February 2019 update to the right)

Hover over or tap the map to zoom in

Noise wall map
Noise wall map Noise wall map Noise wall map Noise wall map Noise wall map Noise wall map Noise wall map Noise wall map
  • Existing ROW
  • Proposed ROW
  • Preliminary Noise Barrier

For RA1, noise levels would approach or exceed the established FHWA Noise Abatement Criteria (NAC) for 1,892 receivers most of which are residential. Based on the preliminary noise analysis for the project, a total of 10 potential noise barriers are recommended for noise abatement mitigation. These barriers can be located on the adjacent map.

Prior to release of the FEIS, a detailed noise barrier analysis will be completed to make a final determination on which of the potential barriers meets the SCDOT’s feasible and reasonable criteria for the project. If a barrier is determined feasible and reasonable in the detailed noise analysis, voting will occur for those receptors benefiting from a barrier to determine if they want a barrier. If a barrier is determined not to be feasible and reasonable in the detailed noise analysis, the receptors (land owners and tenants) that were initially benefited under the preliminary noise analysis will be notified. This information will be included in the FEIS/ROD which will be available on the project’s website.

Updated February 2019

SCDOT recently met with members of the Noise Advisory Board (NAB) to discuss the noise analysis process and present the proposed noise wall locations along the corridor. Ten potential walls were identified in the preliminary noise analysis completed in spring 2018. A detailed noise analysis was then completed on the Recommended Preferred Alternative to determine proposed noise wall locations. After conducting the detailed noise analysis, two of those walls were determined to be both feasible and reasonable and will move forward for additional consideration.

SCDOT is in the process of soliciting comments from property owners and residents who are eligible to receive a noise wall to gauge their desire to have one constructed. Complete details of the noise analysis will be included in the Final Environmental Impact Statement (FEIS) and published on the project website for review later this spring.

To view the NAB presentation and location of the two walls, visit the project website at www.SCDOTCarolinaCrossroads.com and click on the Project Resources tab.

Right-of-way (ROW) acquisition is not anticipated to begin until 2019. At that time, should ROW be required, SCDOT will work with affected property owners based on third-party property valuations and according to the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (www.fhwa.dot.gov/real_estate/uniform_act). Fair market value is the estimated value of a property based on what a reasonable person would pay in a voluntary transaction.

In extraordinary cases or emergency situations, SCDOT may request and the Federal Highway Administration (FHWA) may authorize the acquisition of a particular property or a limited number of properties within the proposed highway corridor prior to completion of processing the final EIS. These requests will be handled on a case by case basis. If your property is impacted by this project please visit our ROW website at https://www.scdot.org/business/right-of-way.aspx.

SCDOT uses standards and guidelines to establish uniformity for access on roads on the South Carolina State Highway System. This allows SCDOT to provide for the safe and efficient movement of traffic while also allowing reasonable access to nearby property. The Access and Roadside Management Standards (ARMS Manual) (https://www.scdot.org/business/pdf/accessMgt/trafficEngineering/ARMS_2008.pdf) recognize that efficiency and safety of our highways depend to a large extent upon roadside interference and its detrimental effect upon the movement of traffic. Each project is different and access for each service interchange is managed based on land use, speed, and roadside characteristics.

During the final design process for the Carolina Crossroads project in the design-build phase, access management and traffic operations at each service interchange will be finalized. Access management features could include:

  • Consolidation of driveways
  • Construction of raised medians
  • Adding two-way left turn lanes
  • Converting traffic signals to roundabouts
  • Prohibiting on-street parking
  • Adding visual cues at driveways
  • Increasing driveways speed limits
  • Adding a left-turn bay
  • Adding a right-turn bay

SCDOT is committed to a public information process to inform landowners of access changes as the design progresses.

SCDOT will begin procurement of a contractor in 2019 using a design-build project delivery method. The Design-build process will provide cost savings to SCDOT because the contractor is able to recommend cost-effective innovations to deliver the project.

A design-builder’s recommendations may change the Recommended Preferred Alternative design, right of way, location of noise barrier wall, and access control prior to construction. Even with these changes, the design-builder’s innovations must still meet the project’s primary purpose and need to improve local mobility and enhance traffic operations.

To learn more about design-build, visit SCDOT’s Design Build website at https://www.scdot.org/business/design-build.aspx.