GEORGIA DEPARTMENT OF TRANSPORTATION

GEORGIA DEPARTMENT OF TRANSPORTATION Statewide Truck Lanes Needs Identification Study SR 21 CORRIDOR NEEDS ANALYSIS PREPARED FOR Georgia Department of Transportation Office of Planning #2 Capitol Square Atlanta, GA 30334 Phone: (404) 657-6911 Fax: (404) 657-5228 Contact: Michelle Caldwell PREPARED BY HNTB Corporation 3715 Northside Parkway 400 Northcreek, Suite 600 Atlanta, GA 30327 Phone: (404) 946-5700 Fax: (404) 841-2820 Contact: Andrew C. Smith, AICP

SR 21 Corridor Needs Analysis Final Statewide Truck Lanes Needs Identifcation Study Savannah Sub-Area Study: SR 21 Corridor Needs Analysis Prepared for: Georgia Department of Transportation No. 2 Capitol Square Atlanta, Georgia Prepared by: HNTB Corporation

SR 21 Corridor Needs Analysis Final TABLE OF CONTENTS 1.0 Introduction...1 2.0 Project Background...1 2.1 Study Area Description...2 2.2 Existing Conditions...2 3.0 Alternatives Considered...3 4.0 Evaluation Methodology...7 4.1 Travel Demand Modeling...7 4.2 Engineering Concepts...7 5.0 Evaluation of Alternatives...7 5.1 Daily Traffic Volumes...7 5.2 Change in Daily Volumes...10 5.3 Travel Times...12 5.4 Benefit/Cost Analysis...12 5.4.1 Project Costs...13 5.4.2 Project Benefits...15 5.4.3 Benefit/Cost (B/C) Ratios...16 6.0 Summary of Results...16 Appendix: Traffic volumes and Level of Service Sketch Maps i

SR 21 Corridor Needs Analysis Final LIST OF TABLES Table Title Page Table 1: 2035 Daily Traffic Volumes (Alternatives 1-6)...9 Table 2: 2035 Daily Traffic Volumes (Alternatives 7-11)...10 Table 3: Change in 2035 Daily Traffic Volumes...11 Table 4: 2035 Travel Time (in Minutes) from Garden City Terminal Gate 4...12 Table 5: Summary of Build Alternatives...13 Table 6: Preliminary Cost Estimates...14 Table 7: 2030 Project Benefits...15 Table 8: Benefit/Cost Ratios...16 LIST OF FIGURES Figure Title Page Figure 1: Savannah Study Area Limits...2 Figure 2: Alternative Alignments...6 Figure 3: 2035 Baseline Daily Volumes...8 ii

SR 21 Corridor Needs Analysis Final TECHNICAL MEMORANDUM 1.0 Introduction The Port of Savannah ranked as the fourth largest container port in the United States in 2006 1. It has experienced explosive growth in recent years, generating billions of dollars in income, revenue, and taxes for the state of Georgia. In fiscal year (FY) 2006, the Port handled more than two million twenty-foot equivalent units (TEUs) for the first time in its history, an increase of 15.9% over the previous year. Port growth rates are currently projected at 6.25% per year through 2018. The growth of the port, combined with projected population and employment growth within the City of Savannah and Chatham County, as well as Bryan County to the West, Effingham County to the Northwest, and Beaufort County, South Carolina to the North, will have a significant impact on an already burdened transportation system. The Savannah area also faces the challenge that many others are struggling with nationwide, working within financial constraints that limit the ability to address future system needs. This Technical Memorandum presents the evaluation of potential improvements in the Port of Savannah vicinity, specifically, the State Route 21 Corridor, which provides a key north-south connection between area Interstates and the Port of Savannah. Background data and information contained here will assist GDOT in identifying a cost-effective improvement project with maximum public benefit. The alternatives evaluated in this analysis were designed to specifically address the need for improved access between the Port of Savannah, regional distribution centers, and the Interstate system. 2.0 Project Background The Georgia Ports Authority (GPA) moved more than 2 million containers through the Port of Savannah in FY 2006, many off-loaded to trucks. Counts conducted in the summer of 2006 estimate 5,200-5,800 gate transactions per day involving container trucks this includes moves into and out of the Port gates. With the addition of Container Berth 8 (CB-8) scheduled for completion in 2007, along with additional Port upgrades including a major channel deepening project expected to be complete in 2012, strong growth is anticipated at the Port for many years. The addition of the new berth alone will increase the Garden City Terminal s current capacity by 20%. Total throughput capacity at Garden City Terminal is forecast to increase to 5.07 million TEUs by 2018. The direct and indirect economic benefits due to the Port s growth are immense. It is projected that 30-50 million square feet of additional retail distribution space will be added in the Savannah area over the next 10 years, bringing additional distribution traffic and employee traffic to the area. As such, it is imperative that freight-related access to the Interstate System and to the Port is enhanced, and that area mobility for employees and commuters is maintained. 1 Source: U.S. Bureau of Transportation Statistics U.S. Waterborne Foreign Container Trade by U.S. Custom Ports. The Port of Savannah ranked 4th in four categories: Total Twenty-Foot Equivalent Units (TEUs), Total Metric Tons, Export Metric Tons, and Exports Metric Tons. 1

SR 21 Corridor Needs Analysis Final 2.1 Study Area Description The study area is bounded by to the west, I-16 to the south, I-516 to the east, and the Savannah River to the north. The Georgia Ports Authority is located 6.3 miles from Interstate 16 and 5.6 miles from Interstate 95. Primary access to the Port of Savannah is achieved via Interstate 95 utilizing State Route 21 and State Route 307 to access the Port s main gate at the Garden City Terminal or Interstate 516 to West Lathrop Avenue to access the Ocean Terminal. Distribution centers and warehousing facilities are scattered throughout the study area, strategically located to accommodate truck trips both to and from the Port and to and from the Interstate System. Figure 1 below provides an overview of the study area. Figure 1: Savannah Study Area Limits 2.2 Existing Conditions State Route (SR) 307 provides direct access to the Port of Savannah from I-16, in addition to serving warehousing and distribution center operations on US 80 and Old Louisville Road. Growth in the area has caused operational challenges due to frequent curb cuts, traffic signals, and atgrade rail crossings. SR 21 serves as the major north-south corridor, providing a connection between neighboring Effingham County and the Cities of Port Wentworth, Garden City, and downtown Savannah. SR 21 also provides a key linkage between the Port of Savannah and. 2

SR 21 Corridor Needs Analysis Final SR 25 provides a north-south connection from Port Wentworth south to a merge with SR 21 and I- 516 northwest of downtown Savannah. SR 25 is often used for local trips to and from the Port, serving as an alternative to SR 21. The Chatham Urban Transportation Study (CUTS) Savannah s Metropolitan Planning Organization (MPO) completed the most recent update of its Long Range Transportation Plan (LRTP) in 2004. The plan includes a major new alignment roadway in the Port vicinity. The project, known as the Northwest Tollway, is currently proposed as a limited-access facility with a toll in order to make it financially feasible. Other planned improvements in the area include segment widening on and SR 21 as well as a railroad grade separation on approaching the Port. 3.0 Alternatives Considered Eleven build alternatives were developed for evaluation based on available data and compared to a baseline alternative. Input from area stakeholders, including GDOT and the Georgia Ports Authority also supported the development of the alternatives for analysis. A description of each alternative follows. Figure 2 illustrates the alternative alignments. Alternative 1 Northwest Tollway (Toll Free) The proposed Northwest Tollway is currently included in Savannah s 2030 LRTP as a limited access, tolled facility for cars and trucks with a supporting collector/distributor system. A $0.75 toll is assessed at key interchange locations for both cars and trucks. For the purposes of this analysis, the Northwest Tollway has been evaluated as a toll free facility in order to assess its true demand. The alternative includes the same limited access and collector/distributor characteristics proposed in the LRTP. The proposed facility originates off of SR 21 in the northern portion of the study area and connects to I-16 and to I-516 at its southern terminus, providing access to downtown Savannah. The majority of the facility is elevated on structure in order to avoid impacts on existing developments and environmentally sensitive wetlands. Alternative 2A Upgrade / Alternative 2B Upgrade Trucks Only, also known as Dean Forest Road and Bourne Avenue, provides direct access into Gate 4 of the Port s Garden City Terminal. Gate 4 is the Terminal s Front Door, with the most transaction booths and in turn, the highest volumes of trucks in and out each day. Alternative 2 includes the construction of one additional lane in each direction along between I-16 and the Gate 4 entrance (located at its intersection with SR 25). The facility was conceptually evaluated for mixed traffic and as a truckway, in both cases elevated on structure, with access to existing lanes of SR 307 provided near US 80. Alternative 3A Jimmy Deloach Connector / Alternative 3B Jimmy Deloach Connector Trucks Only The Jimmy Deloach Connector has been proposed by the Georgia Ports Authority as a priority facility to enhance mobility between its gates and the numerous warehousing and distribution developments emerging in the northeastern portion of the study area. Alternative 3 is consistent with the Port s proposed Jimmy Deloach Connector project, a four-lane limited access facility for both cars and trucks, originating at the current terminus of Jimmy Deloach Parkway and continuing south to Bourne Avenue (), with one interchange provided at Grange Road. Like Alternative 3

SR 21 Corridor Needs Analysis Final 1, the majority of the facility is elevated on structure in order to avoid impacts on existing developments and environmentally sensitive areas. The alternative was examined for both mixed traffic and as a truck only facility. Alternative 4A SR 21 Upgrade / Alternative 4B SR 21 Trucks Only SR 21 is currently the major north-south corridor in the study area, providing access between neighboring Effingham County and the Cities of Port Wentworth, Garden City, and downtown Savannah. It is also a key connection between the Port,, and area warehouses and distribution centers. Alternative 4 includes the construction of an additional barrier separated and grade separated lane in each direction, with direct access to SR 21 at the northern portion study area and a connection back to SR 21 just north of Bourne Avenue (), providing an express connection to the Port. The alternative was evaluated for mixed traffic and as a truck only facility. Alternative 5A SR 21 Upgrade with Interchanges / Alternative 5B SR 21 with Interchanges Trucks Only Alternative 5 is identical in alignment to Alternative 4, but includes a direct ramp connection to SR 307 for vehicles headed to and from the Port, as well as the construction of two intermediate interchanges. The first interchange provides southbound access to the facility from Jimmy Deloach Parkway eastbound and access from the northbound facility onto Jimmy Deloach Parkway heading westbound towards. This facilitates movement between the Port,, and the distribution centers located along Jimmy Deloach Parkway. The second interchange is provided at Grange Road. Vehicles may access the facility heading northbound from Grange Road, or exit at Grange Road heading southbound. This facilitates movement between the warehouses and distribution facilities in the Grange Road area and (via Jimmy Deloach Parkway or SR 21), Because of the Port s proximity to Grange Road, a southbound connection to the new facility was not provided. The existing lanes of SR 21 and SR 25 address this movement. The alternative was evaluated for both mixed traffic and as a sub-alternative serving only trucks. Alternative 6A Modified Jimmy Deloach Connector / Alternative 6B Modified Jimmy Deloach Connector Trucks Only Alternative 6 combines elements of Alternative 1 the Northwest Tollway, and Alternative 3 the Jimmy Deloach Connector. The facility begins directly off of SR 21 with a flyover ramp provided just south of the SR 21/ interchange (similar to Alternative 4) and reconnects to SR 21 south of via flyover ramp. Intermediate interchange locations are provided at Jimmy Deloach Parkway, Crossgate Rd, Grange Rd, and. Interchange access at Crossgate Rd and Grange Rd includes a split-diamond design with a frontage road. The alternative was evaluated for both mixed traffic and as a sub-alternative serving only trucks. Alternative 7A Modified Jimmy Deloach Connector / Alternative 7B Modified Jimmy Deloach Connector Trucks Only Alternative 7 is identical to Alternative 6 as described above, with a slight modification to the northern end. The facility originates off of SR 21 south of the Interchange but north of International Trade Parkway, providing direct access to the new Savannah River International Trade Park, home to the new IKEA Distribution Center and Target Import Warehouse. It is anticipated that the trade park will reach tens of millions of square feet of warehousing and distribution space at build out. As in Alternative 6, intermediate interchange locations are provided at Jimmy Deloach Parkway, Crossgate Road, Grange Road, and. The facility reconnects 4

SR 21 Corridor Needs Analysis Final to SR 21 via flyover ramp south of. The alternative was examined for both mixed traffic and as a sub-alternative serving only trucks. Alternative 8 Modified Jimmy Deloach Connector Alternative 8 is identical to Alternative 7 as described above with a modification at the Crossgate Rd/Grange Rd access point. Rather than a split-diamond interchange, at-grade intersections are provided at both Crossgate Road and Grange Road. Alternative 9 Modified Jimmy Deloach Connector Alternative 9 is identical to Alternative 8 as described above, but incorporates an at-grade T style intersection connection to SR 21 on the south end in place of flyover ramps. Alternative 10 Modified Jimmy Deloach Connector Alternative 10 includes the endpoints of Alternative 6 with the intermediate access points provided in Alternatives 8 and 9. The facility begins directly off of SR 21 with a flyover ramp provided just south of the SR 21/ interchange and reconnects to SR 21 south of via flyover ramp. Intermediate access is provided at Jimmy Deloach Parkway, Crossgate Road, Grange Road, and. At-grade intersections are provided at Crossgate Road and Grange Road. Alternative 11 Modified Jimmy Deloach Connector Alternative 11 is identical to Alternative 10 as described above, but incorporates an at-grade T style intersection connection to SR 21 on the south end in place of flyover ramps. Baseline Alternative No Project The Baseline (No Project) Alternative used for comparison in this analysis includes Savannah s 2030 LRTP financially constrained model network without any of the improvements proposed in the 11 alternatives described above. This means that the Northwest Tollway facility has been removed from the existing future year model network. 5

SR 21 Corridor Needs Analysis Final Figure 2: Alternative Alignments 6

SR 21 Corridor Needs Analysis Final 4.0 Evaluation Methodology Each alternative was evaluated using the Savannah-Chatham County Metropolitan Planning Commission s Travel Demand Model (version noted in section 4.1 below). Estimated costs and potential impacts were analyzed based on concept-level engineering analysis. 4.1 Travel Demand Modeling Future year analysis was conducted for each alternative scenario using the Travel Demand Model, updated as part of GDOT Office of Planning s Chatham County Interstate Needs Analysis and Prioritization Plan (INAPP), and maintained by GDOT. Slight enhancements were made to the model in order to better represent growth at the Port and the movement of trucks in the area. These enhancements included the modification of the truck trip tables to reflect a future year of 2035, rather than 2030. The 2035 truck tables were developed based on the 2004 update of GDOT s Statewide Travel Demand Model and truck counts from the port gates conducted in the summer of 2006. Additionally, new port growth factors were applied to Garden City and Ocean Terminal TAZs to reflect the following: 6.25% growth rate per year through 2018, and 1% per year thereafter to 2035. These growth rates were developed based on GPA growth forecasts and recent growth trends as assessed during the Chatham County INAPP process through consultation with the Savannah Chatham County Metropolitan Planning Commission. The majority of future growth was distributed to the Port TAZs as well as to the northeastern quadrant of the study area where the Savannah River International Trade Park is located. Additional growth was allocated to the Pooler mega site, located in the southwestern quadrant of the study area at the intersection of I-16 and. It is expected that this site will develop into a large industrial facility by the horizon year of 2035. Additional growth is allocated to the portion of the Chatham County west of. 4.2 Engineering Concepts Preliminary engineering concepts were developed for each alternative alignment as a means to evaluate potential environmental impacts and facility costs. As a part of concept-level development, alignments were adjusted when possible to avoid significant impacts to existing neighborhoods, community facilities, and other major developments. 5.0 Evaluation of Alternatives Alternatives were evaluated based on system performance, costs, and benefits. Special attention was given to each alternative s ability to serve truck movements to and from the Port and to and from the Interstate highway network, 5.1 Daily Traffic Volumes An examination of the baseline daily volumes and levels of service (LOS) based on volume to capacity ratios in 2035 (Figure 3: 2035 Baseline Alternative Daily Volumes) illustrates significant north-south volumes along SR 21 and moderate volumes on SR 25 and leading to the port. The eleven build alternatives help to disperse traffic from these high volume areas by providing alternate routes. 7

SR 21 Corridor Needs Analysis Final Figure 3: 2035 Baseline Daily Volumes 8

SR 21 Corridor Needs Analysis Final Traffic volumes for each of the eleven alternatives are presented in Table 1: 2035 Daily Traffic Volumes (Alternatives 1-6) and Table 2: 2035 Daily Traffic Volumes (Alternatives 7-11). Each proposed alternative carries more than 39% trucks as a percentage of total daily volume between two key access points for warehousing and distribution activities, Crossgate Road and Grange Road (see Figures 1 and 2). Alternative 1, the Northwest Tollway, displays the highest total daily volume due to its ability to provide access to the Port from, to serve local destination trips, and to provide a commuter linkage between Effingham County and Downtown Savannah. Truck percentages are slightly higher in Alternative 2, since attracts trips to the Port from I-16, US 80, and Old Louisville Rd before picking up additional trucks at SR 21 to access the main gate. No Build Alt 1 Alt 2A Alt 2B Alt 3A Alt 3B Alt 4A Alt 4B Alt 5A Alt 5B Alt 6A Alt 6B Table 1: 2035 Daily Traffic Volumes (Alternatives 1-6) 2035 Daily Volumes (Alternatives 1-5) Total Total Truck Segment Vehicles Trucks Percentage SR 21-Crossgate Rd to Grange Rd 35,728 15,480 43% SR 25- Crossgate Rd to Grange Rd 19,849 10,600 53% SR 21-Crossgate Rd to Grange Rd 30,238 8,864 29% SR 25- Crossgate Rd to Grange Rd 15,414 7,603 49% New Facility - Crossgate Rd to Grange Rd 45,920 15,050 33% SR 21-Crossgate Rd to Grange Rd 36,655 16,770 46% SR 25- Crossgate Rd to Grange Rd 18,664 9,003 48% New Facility * 7,250 3,770 52% SR 21-Crossgate Rd to Grange Rd 35,539 15,249 43% SR 25- Crossgate Rd to Grange Rd 20,730 10,986 53% New Facility - Crossgate Rd to Grange Rd* 4,060 4,060 100% SR 21-Crossgate Rd to Grange Rd 26,789 9,003 34% SR 25- Crossgate Rd to Grange Rd 12,556 5,869 47% New Facility - Crossgate Rd to Grange Rd 44,560 17,510 39% SR 21-Crossgate Rd to Grange Rd 33,585 6,630 20% SR 25- Crossgate Rd to Grange Rd 16,680 5,106 31% New Facility - Crossgate Rd to Grange Rd 23,480 23,480 100% SR 21-Crossgate Rd to Grange Rd 31,903 12,409 39% SR 25- Crossgate Rd to Grange Rd 13,964 6,583 47% New Facility - Crossgate Rd to Grange Rd 32,230 12,120 38% SR 21-Crossgate Rd to Grange Rd 35,219 6,640 19% SR 25- Crossgate Rd to Grange Rd 16,634 6,104 37% New Facility - Crossgate Rd to Grange Rd 21,240 21,240 100% SR 21-Crossgate Rd to Grange Rd 28,521 10,424 37% SR 25- Crossgate Rd to Grange Rd 15,461 7,176 46% New Facility - Crossgate Rd to Grange Rd 32,210 13,030 40% SR 21-Crossgate Rd to Grange Rd 33,425 3,460 10% SR 25- Crossgate Rd to Grange Rd 15,587 5,042 32% New Facility - Crossgate Rd to Grange Rd 26,650 26,650 100% SR 21-Crossgate Rd to Grange Rd 23,040 7,539 33% SR 25- Crossgate Rd to Grange Rd 11,850 5,604 47% New Facility - Crossgate Rd to Grange Rd 34,750 15,150 44% SR 21-Crossgate Rd to Grange Rd 26,262 1,874 7% SR 25- Crossgate Rd to Grange Rd 14,911 1,789 12% New Facility - Crossgate Rd to Grange Rd 25,580 25,580 100% *ALT 2 New Facility () is from SR 21 to US 80/SR 26 9

SR 21 Corridor Needs Analysis Final Table 2: 2035 Daily Traffic Volumes (Alternatives 7-11) 2035 Daily Volumes (Alternatives 7-11) No Build Alt 11 Alt 10 Alt 9 Alt 8 Alt 7B Alt 7A Total Total Segment Vehicles Trucks SR 21-Crossgate Rd to Grange Rd 35,728 15,480 SR 25- Crossgate Rd to Grange Rd 19,849 10,600 SR 21-Crossgate Rd to Grange Rd 25,126 8,614 SR 25- Crossgate Rd to Grange Rd 11,477 6,247 Truck Percentage New Facility - Crossgate Rd to Grange Rd 30,690 12,460 41% SR 21-Crossgate Rd to Grange Rd 24,787 1,364 6% SR 25- Crossgate Rd to Grange Rd 12,871 1,871 15% New Facility - Crossgate Rd to Grange Rd 25,410 25,410 100% SR 21-Crossgate Rd to Grange Rd 29,430 10,300 35% SR 25- Crossgate Rd to Grange Rd 14,226 7,357 52% New Facility - Crossgate Rd to Grange Rd 35,440 13,850 39% SR 21-Crossgate Rd to Grange Rd 29,080 10,154 35% SR 25- Crossgate Rd to Grange Rd 14,576 7,678 53% New Facility - Crossgate Rd to Grange Rd 35,310 13,600 39% SR 21-Crossgate Rd to Grange Rd 28,486 9,620 34% SR 25- Crossgate Rd to Grange Rd 11,854 6,513 55% New Facility - Crossgate Rd to Grange Rd 40,980 16,320 40% SR 21-Crossgate Rd to Grange Rd 29,190 9,840 34% SR 25- Crossgate Rd to Grange Rd 12,231 6,835 56% New Facility - Crossgate Rd to Grange Rd 40,030 15,930 40% 43% 53% 34% 54% 5.2 Change in Daily Volumes Year 2035 traffic volumes along key study area segments without any project (Baseline Alternative) were compared to each of the eleven build alternatives in order to assess the impacts on existing facilities. Segments on SR 21 and SR 25 in close proximity to the Port of Savannah s main gate, Gate 4, were selected for analysis to highlight the effects on truck movements to and from the Port. Results are summarized in Table 3. Sketch maps provided in the appendix present volumes and levels of service (LOS) based on volume to capacity ratios in the vicinity. 10

SR 21 Corridor Needs Analysis Final Table 3: Change in 2035 Daily Traffic Volumes Change in 2035 Daily Traffic Volumes Build v. No Project SR 21 North of 307 SR 21-South of 307 SR 25- North of 307 SR 25-South of 307 No Project Total Volume 41480 49250 18490 18810 Alternative 1 Total Volume 33710 48190 13650 15660 Change from Base -7770-1060 -4840-3150 Alternative 2A Total Volume 42470 49430 17600 17220 Change from Base 990 180-890 -1590 Alternative 2B Total Volume 41810 48860 19050 19270 Change from Base 330-390 560 460 Alternative 3A Total Volume 31290 58650 11470 25910 Change from Base -10190 9400-7020 7100 Alternative 3B Total Volume 37830 55200 13090 22410 Change from Base -3650 5950-5400 3600 Alternative 4A Total Volume 36110 60110 13760 20760 Change from Base -5370 10860-4730 1950 Alternative 4B Total Volume 39950 57220 15660 20920 Change from Base -1530 7970-2830 2110 Alternative 5A Total Volume 34590 53520 16300 26870 Change from Base -6890 4270-2190 8060 Alternative 5B Total Volume 41060 54010 13460 25890 Change from Base -420 4760-5030 7080 Alternative 6A Total Volume 32290 35540 11930 19720 Change from Base -9190-13710 -6560 910 Alternative 6B Total Volume 35050 40820 15790 18950 Change from Base -6430-8430 -2700 140 Alternative 7A Total Volume 33970 33850 11920 29770 Change from Base -7510-15400 -6570 10960 Alternative 7B Total Volume 39230 41490 13820 18630 Change from Base -2250-7760 -4670-180 Alternative 8 Total Volume 36700 43520 14360 19320 Change from Base -4780-5730 -4130 510 Alternative 9 Total Volume 36350 40110 15150 19490 Change from Base -5130-9140 -3340 680 Alternative 10 Total Volume 33230 35720 12440 18820 Change from Base -8250-13530 -6050 10 Alternative 11 Total Volume 33360 37060 12710 19120 Change from Base -8120-12190 -5780 310 11

SR 21 Corridor Needs Analysis Final 5.3 Travel Times Travel times from the Port s main gate to three interstate access points( and SR 21, and Jimmy Deloach Pkwy, and I-16 were calculated based on average daily travel times from the travel demand model output. Table 4 presents the travel time in minutes as compared to the Baseline (No Project). Alternatives 4A and 7B have the biggest impact on travel times between the Port and the SR 21/ Interchange, with a reduction of approximately 26 minutes. All of the potential investments in north-south alignments, which provide viable alternates to SR 21 and SR 25, provide at least a 12 minute improvement over the baseline when destined to the SR21/ Interchange. Alternatives 6B, 7B, and 3B provide the greatest reduction in travel times to Jimmy Deloach Parkway. Across the board impacts are greatest in Alternative 7B, with an average improvement of 14.5 minutes to the three access points. Travel times to I-16 & remain consistent with the exception of Alternatives 2A&B, which include capacity improvements between the Port and I-16. Table 4: 2035 Travel Time (in Minutes) from Garden City Terminal Gate 4 Travel Time (in Minutes) from Port Gate 4 to: & J. & Hwy 21 Deloach Pkwy & I-16 No Project 37.2 29.1 20.7 Alternative 1 17.4 17.2 20.5 Alternative 2A 35.9 27.6 14.6 Alternative 2B 38.1 30.5 14.4 Alternative 3A 25.3 18.1 23.8 Alternative 3B 19.6 11.0 21.1 Alternative 4A 19.9 22.3 22.0 Alternative 4B 11.3 22.9 21.5 Alternative 5A 22.0 19.8 24.3 Alternative 5B 15.3 13.9 22.7 Alternative 6A 19.8 14.3 21.3 Alternative 6B 16.0 10.5 21.2 Alternative 7A 17.4 15.5 21.9 Alternative 7B 11.7 10.6 21.2 Alternative 8 24.9 20.3 21.4 Alternative 9 25.2 20.5 21.3 Alternative 10 19.6 14.6 21.8 Alternative 11 19.6 14.5 21.8 5.4 Benefit/Cost Analysis A benefit/cost analysis compares the value of the potential benefits of a transportation investment against the actual cash investment that is made to build, operate, and maintain the facility over time. In order to determine the benefit/cost ratio, actual project costs are compared to a derived dollar value that represents the benefits to system users. The following section describes the development of costs and benefits for each of the build alternatives. 12

SR 21 Corridor Needs Analysis Final 5.4.1 Project Costs Preliminary cost estimates were prepared for each concept using the GDOT Cost Estimation Tool and based on the assumptions summarized in Table 5: Summary of Build Alternatives. PE costs reflect 10% of the construction cost plus utilities. Table 5: Summary of Build Alternatives Summary of Build Alternatives Alternative Length Design (mi) Speed Description Alt 1 - Northwest Tollway (Toll Free) 10.01 65 4-lane barrier separated. Some segments elevated to minimize impacts. Alt 2A/B - Upgrade 6.00 55 Elevated Roadway, 2 14' lanes, 8' outside shoulders on the north-side side of existing Alt 3A/B - Jimmy Deloach Connector (JDC) 3.14 45 4-lane, 20' raised median, rural. Some segments elevated to minimize impacts. Alt 4A/B - SR 21 Upgrade 3.34 45 Barrier separated/grade separated, 2 14' lanes, 8' outside shoulders on the east-side of existing SR 21. Majority elevated to minimize impacts and cost. Alt 5A/B - SR 21 + Interchanges 3.95 45 Barrier separated/grade separated, 2 14' lanes, 8' outside shoulders on one side of existing SR 21. Interchanges at Grange Road and Jimmy Deloach Pkwy. Predominantly elevated to minimize impacts and cost. Alt 6A/B - Modified JDC 4.40 45 4-lane, 20 raised median, rural. Access provided with SR 21, J. Deloach Pkwy, Crossgate Rd/Grange Rd (split diamond interchange),, and SR 21 (flyover). Alt 7A/B - Modified JDC 5.33 45 4-lane, 20 raised median, rural. Access provided with SR 21, International Trade Pkwy, J. Deloach Pkwy, Crossgate Rd/Grange Rd (split diamond interchange),, and SR 21 (flyover). Alt 8 - Modified JDC 5.33 45 4-lane, 20 raised median, rural. Access provided with SR 21, International Trade Pkwy, J. Deloach Pkwy, Crossgate Rd, Grange Rd,, and SR 21(flyover). Alt 9 - Modified JDC 5.18 45 4-lane, 20 raised median, rural. Access provided with SR 21, International Trade Pkwy, J. Deloach Pkwy, Crossgate Rd, Grange Rd,, and SR 21 (T-Intersection). Alt 10 - Modified JDC 4.40 45 4-lane, 20 raised median, rural. Access provided with SR 21 (south of International Trade Pkwy), J. Deloach Pkwy Crossgate Rd, Grange Rd,, and SR 21, and SR 21. Alt 11 - Modified JDC 4.25 45 4-lane, 20 raised median, rural. Access provided with SR 21 (south of International Trade Pkwy), J. Deloach Pkwy, Crossgate Rd/Grange Rd,, and SR 21 (T-Intersection). Cost estimates do not include additional costs associated with potential wetlands mitigation projects or other environmental cleanup costs that may be required. As reflected in Table 6, Alternative 1, the longest facility, requires the most significant level of investment. 13

SR 21 Corridor Needs Analysis Final Table 6: Preliminary Cost Estimates Project Costs Alternative P/E Construction ROW Utilities SUBTOTAL O&M Total Alternative 1 $35,289,000 $343,760,000 $27,871,033 $913,000 $407,833,033 $130,506,571 $538,339,604 Alternative 2A/B $19,029,600 $153,296,000 $19,386,925 $3,700,000 $195,412,525 $62,532,008 $257,944,533 Alternative 3A/B $3,562,200 $30,952,000 $22,689,892 $467,000 $57,671,092 $18,454,749 $76,125,841 Alternative 4A/B $9,990,900 $79,409,000 $7,314,145 $2,050,000 $98,764,045 $31,604,494 $130,368,539 Alternative 5A/B $14,540,900 $124,909,000 $17,493,000 $2,050,000 $158,992,900 $50,877,728 $209,870,628 Alternative 6A/B $11,089,200 $100,892,000 $33,060,212 $1,000,000 $146,041,412 $46,733,252 $192,774,664 Alternative 7A/B $12,706,900 $117,069,000 $50,888,515 $1,000,000 $181,664,415 $58,132,613 $239,797,028 Alternative 8 $11,596,700 $105,967,000 $38,534,438 $1,000,000 $157,098,138 $50,271,404 $207,369,542 Alternative 9 $10,823,600 $98,236,000 $35,785,353 $1,000,000 $145,844,953 $46,670,385 $192,515,338 Alternative 10 $9,364,100 $87,141,000 $20,706,135 $650,000 $117,861,235 $46,110,711 $163,971,946 Alternative 11 $8,937,300 $82,873,000 $17,957,050 $650,000 $110,417,350 $45,961,833 $156,379,183 14

SR 21 Corridor Needs Analysis Final 5.4.2 Project Benefits Benefits were derived for each build alternative based on the change between system-wide Vehicle Miles Traveled (VMT) and Vehicle Hours of Travel (VHT) compared to the Baseline Alternative. A value of $0.15 per mile was applied to the passenger car VMT total and a value of $15.00 per hour was applied to the VHT to represent the user s value of time 2. A value of $0.30 per mile was applied to the truck VMT total and a value of $30.00 per hour was applied to the VHT to represent the trucker s value of time 3. The resulting daily benefit was annualized (based on 252 weekdays, 113 weekends/holidays at half the weekday factor) and totaled to assign a dollar value to the resulting project benefit. Table 7 illustrates annual system benefits calculated for autos and trucks in the system. Table 7: 2030 Project Benefits Project Benefits Alternatives Change in Total VMT Change in Total VHT Total Weekday Benefit Total Annual Benefit Total VMT Total VHT Total VMT Total VHT Total Project Benefit Alt 1 - NW Tollway 201,412-4,116 -$26,226 $274,545 -$8,103,927 $84,834,405 $76,730,478 Alt 2A - Upgrade 28,750-422 -$5,337 $25,095 -$1,649,226 $7,754,355 $6,105,129 Alt 2B - Truck Only (TO) 15,130 1,121 -$3,191 -$5,160 -$985,957 -$1,594,440 -$2,580,397 Alt 3A - Jimmy Deloach Connector 75,679 3,127 -$9,075 $47,880 -$2,804,221 $14,794,920 $11,990,699 Alt 3B - Jimmy Deloach Connector (TO) 120,087 5,520 -$14,286 -$49,305 -$4,414,328 -$15,235,245 -$19,649,573 Alt 4A - SR 21 Upgrade 55,334-1,549 -$4,955 $103,770 -$1,531,126 $32,064,930 $30,533,804 Alt 4B - SR 21 Upgrade (TO) 123,956 2,880 -$15,345 $34,230 -$4,741,651 $10,577,070 $5,835,419 Alt 5A - SR 21 - Interchanges 66,548 947 -$8,036 $61,275 -$2,483,201 $18,933,975 $16,450,774 Alt 5B - SR 21 - Interchanges (TO) 92,486 1,850 -$9,771 $60,705 -$3,019,332 $18,757,845 $15,738,513 Alt 6A - Modified JDC 61,698 1,338 -$5,986 $108,075 -$1,849,782 $33,395,175 $31,545,393 Alt 6B - Modified JDC (TO) 113,267 3,607 -$12,973 $68,640 -$4,008,626 $21,209,760 $17,201,134 Alt 7A - Modified JDC 74,263-1,104 -$7,397 $151,380 -$2,285,797 $46,776,420 $44,490,623 Alt 7B - Modified JDC (TO) 154,454 2,818 -$18,589 $78,450 -$5,743,970 $24,241,050 $18,497,080 Alt 8 - Modified JDC 77,685 675 -$9,292 $64,080 -$2,871,197 $19,800,720 $16,929,523 Alt 9 - Modified JDC 74,090 1,020 -$8,697 $57,090 -$2,687,373 $17,640,810 $14,953,437 Alt 10 - Modified JDC 64,208 1,372 -$6,125 $94,635 -$1,892,749 $29,242,215 $27,349,466 Alt 11- Modified JDC 59,730 1,402 -$5,592 $93,885 -$1,727,789 $29,010,465 $27,282,676 2 $0.15 per mile and $15.00 per hour is consistent with passenger car value of time assumptions used in the industry and specifically within the Atlanta Regional Commission s (ARC) 13-County Travel Demand Model and in the Georgia State Road and Tollway Authority s (SRTA) High Occupancy Toll (HOT) Lane Truck Only Toll (TOT) Study. 3 $.30 per mile and $30.00 per hour is with the typical range of commercial vehicle value of tune assumptions used in the industry and specifically the ARC s 13-County Travel Demand Model and the SRTA HOT-TOT Study. 15

SR 21 Corridor Needs Analysis Final 5.4.3 Benefit/Cost (B/C) Ratios In order to develop B/C ratios for each alternative, benefits were applied on an annual basis, assuming the project would be open to traffic in 2015. Half of the future year project benefits (see Table 8) are assumed in opening year, with the remainder annualized over a 15 years period to a horizon year of 2030. Cost estimates were assumed as initial capital investment, and an additional 2% per year of the capital cost was assumed for operations and maintenance. The cumulative dollar amount for the benefit and costs in 2030 were then compared in order to determine the B/C ratios. Results are summarized in Table 8. Table 8: Benefit/Cost Ratios Benefit/Cost Ratios Alternative Benefit Costs B/C Alt 1 - NW Tollway $920,765,740 $538,339,604 1.71 Alt 2A - Upgrade $73,261,552 $257,944,533 0.28 Alt 2B - Truck Only (TO) -$30,964,766 $257,944,533-0.12 Alt 3A - Jimmy Deloach Connector $143,888,384 $76,125,841 1.89 Alt 3B - Jimmy Deloach Connector (TO) -$235,794,872 $76,125,841-3.10 Alt 4A - SR 21 Upgrade $366,405,649 $130,368,539 2.81 Alt 4B - SR 21 Upgrade (TO) $70,230,200 $130,368,539 0.54 Alt 5A - SR 21 - Interchanges $197,409,285 $209,870,628 0.94 Alt 5B - SR 21 - Interchanges (TO) $188,862,160 $209,870,628 0.90 Alt 6A - Modified JDC $378,544,714 $192,774,664 1.96 Alt 6B - Modified JDC (TO) $206,413,607 $192,774,664 1.07 Alt 7A - Modified JDC $533,887,481 $239,797,028 2.23 Alt 7B - Modified JDC (TO) $221,964,959 $239,797,028 0.93 Alt 8 - Modified JDC $203,154,275 $207,369,542 0.98 Alt 9 - Modified JDC $179,441,244 $192,515,338 0.93 Alt 10 - Modified JDC $328,193,597 $163,971,946 2.00 Alt 11- Modified JDC $327,392,113 $156,379,183 2.09 6.0 Summary of Results Major findings of the alternatives evaluation are summarized below: Without investment, transportation mobility for both cars and trucks in the study area will continue to degrade due to forecasted growth at the Port of Savannah and population and employment growth in the surrounding area. Alternative 1, the toll free Northwest Tollway, has the biggest impact on future year traffic volumes on surrounding facilities and provides improved travel times to key destinations. It is the longest facility and requires the most significant capital investment. Alternative 2 (A/B), the addition of a limited access facility along, has no significant impact on conditions in the study area. 16

SR 21 Corridor Needs Analysis Final Alternative 3 (A/B), the Jimmy Deloach Connector, provides local relief on existing facilities in the Port vicinity and improves travel times in the northern portion of the study area but does not realize the same benefits of similar alignments that are longer in nature because it primarily serves localized trips. Alternative 4(A/B), the addition of a barrier-separated and grade-separated express lane in each direction along SR 21, has a significant impact on traffic volumes on surrounding facilities and provides a large amount of benefit for its cost. It has the highest B/C ratio of the alternatives under evaluation (2.81). Limiting the use of the lanes to trucks is still beneficial to facilities in the northern portion of the study area; however, the system benefits are significantly lower given the fact that the benefit is exclusive to truck trips on the system. Alternative 5 (A/B), which includes barrier-separated and grade-separated express lanes in each direction along SR 21 and two intermediate interchanges, does not generate enough additional benefits to justify the added cost of interchanges. As in Alternative 4, limiting the use to trucks is beneficial to facilities in the study area; however, the system benefits appear lower because the benefit is exclusive to trucks in a small sub-area of the system. Alternative 6 (A/B), a modified version of the Jimmy Deloach Connector (Alternative 3), performs slightly better than the original alternative due to additional traffic generated from direct access to SR 21. Alternative 7 (A/B), which enhances Alternative 6 by providing direct access to the Savannah River International Trade Park, generates a significant amount of benefit and the second highest B/C ratio of 2.23. Alternative 8 includes at-grade interchanges to reduce some of the costs associated with Alternative 7; however, this modification results in a moderate reduction in benefits due to increased travel times. Alternative 9, which is similar to Alternative 8 and includes an alternative design intended for cost reduction (at-grade T intersection with SR 21), also experiences a reduction in benefits due to increased travel times. Alternative 10 includes the endpoints of Alternative 6 with the at-grade connections of Alternatives 8 and 9 and performs well due to the increased traffic generated from direct access to SR 21. Alternative 11 includes an at-grade T intersection with SR 21 on the South End and sees an improved B/C ratio over Alternative 10, with the third highest B/C ratio (2.09). 17

SR 21 Corridor Needs Analysis Final Appendix Traffic volumes and Level of Service Sketch Maps

No Project (2035) 19,970 / 19,380 54,670 / 50,630 9,540 17,390 10,160 30,200 / 30,960 17,140 21,020 61,650/58,490 4,950 5,070 22,770 Jimmy Deloach Pkwy 43,940/42,410 24,440 / 26,620 LOS / 27,070 F26,130 11,510/ 11,440 20,540 / 21,400 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd Grange Rd SR 21 12,210/12,180 6,580/5,490 SR 25 Port Gate I-516 14,990/14,910 I-16

Alternative 1: Northwest Tollway (No Toll) (2035) 47,610 / 45,570 18,790 / 18,150 8,130 14,420 8,670 33,120 / 33,950 14,790 16,790 53,360 / 52,230 7,310 31,810 / 32,240 14,160 / 13,880 8,630 17,710 Jimmy Deloach Pkwy 16,750 / 18,630 44,280 / 42,750 21,850 / 18,750 26,480 / 25,470 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 16,240 / 17,780 Grange Rd SR 21 11,730/11,930 8,890/7,720 SR 25 Port Gate I-516 14,570/13,950 I-16

Alternative 2A: Upgrade (2035) 30,160/ 30,930 20,920 4,660 5,140 43,930 / 42,400 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions 19,930 / 18,760 51,108 / 50,640 9,740 17,370 10,240 16,690 61,260/58660 22,470 23,380 / 25,220 Jimmy Deloach Pkwy 14,160 / 13,880 20,530 / 21,090 Bonny Bridge Rd Crossgate Rd 26,050 / 26,270 Grange Rd 13,260/14,970 SR 21 8,380 / 9,170 SR 25 Port Gate I-516 19,710 / 20,360 I-16

Alternative 2B: Upgrade Truck Only (2035) 19,970 / 19,220 54,180 / 45,570 9,560 17,380 10,070 30,260 / 31,010 17,070 20,930 23,650 / 25,600 61,190 / 58,450 4,890 22,440 5,190 Jimmy Deloach Pkwy 11,370 / 11,120 43,940 / 42,410 20,930 / 21,430 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 19,250 / 18,900 Grange Rd SR 21 13,030/13,830 7,200 / 6,760 SR 25 Port Gate I-516 17,690 / 18,310 I-16

Alternative 3A: Jimmy Deloach Connector (2035) 19,170 / 19,460 49,130 / 47,810 7,640 15,780 8,500 18,600 31,700 / 32,510 19,590 6,290 59,230 / 55,940 5,340 20,410 26,540 / 29,120 15,220 / 12,950 44,170 / 42,640 Jimmy Deloach Pkwy 25,870 / 27,250 22,950 / 21,610 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 13,920 / 13,750 Grange Rd SR 21 13,670/13,130 13,060/10,260 SR 25 Port Gate I-516 16,420/14,710 I-16

Alternative 3B: Jimmy Deloach Connector- Truck Only (2035) 53,720 / 51,380 20,180 / 20,640 9,530 16,870 18,460 10,880 32,180 / 32,910 22,430 6,390 25,980 / 27,780 61,310/58,720 6,750 23,850 Jimmy Deloach Pkwy 13,240 / 12,930 24,840 / 25,400 44,210 / 42,680 12,160 / 11,320 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 18,410 / 18,750 Grange Rd SR 21 13,430/13,120 11,230 / 8,010 SR 25 Port Gate I-516 14,920/14100 I-16

Alternative 4A: SR 21 Upgrade (2035) 19,250 / 18,760 50,420 / 47,490 9,620 15,810 15,220 10,860 32,250 / 33,010 17,710 54,790 / 53,680 6,670 30,330 / 30,660 8,050 18,660 Jimmy Deloach Pkwy 11,280 / 12,020 17,100 / 17,170 44,170 / 42,650 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 16,800 / 16,790 16,470 / 15,760 Grange Rd SR 21 12,960/12,890 9,050 / 7,430 SR 25 Port Gate I-516 16,090/15,540 I-16

Alternative 4B: SR 21 Upgrade-Truck Only (2035) 20,290 / 19,390 54,080 / 51,240 9,820 17,650 17,040 10,190 33,730 / 34,490 23,160 29,390 / 30,480 60,930 / 59,080 6,870 8,070 24,700 Jimmy Deloach Pkwy 11,370 / 11,140 18,800 / 19,300 44,310 / 42,780 11,120 / 10,120 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd Grange Rd SR 21 13,160/13,000 9,010/6,560 SR 25 Port Gate I-516 15,430/14,870 I-16

Alternative 5A: SR 21 Upgrade w/interchanges (2035) 51,250 / 47,730 19,560 / 18,960 9,180 16,370 31,540 / 32,300 15,320 9,910 18,210 56,660 / 54,920 5,870 6,890 19,450 26,870 / 27,850 Jimmy Deloach Pkwy 12,250 / 12,890 44,100 / 42,580 18,200 / 17,660 12,210 / 12,670 15,650 / 16,560 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 16,200 / 15,000 Grange Rd SR 21 13,370/12,670 16,930 / 12,520 SR 25 Port Gate I-516 15,870/15050 I-16

Alternative 5B: SR 21 Upgrade w/interchanges Truck Only (2035) 20,170 / 19,380 52,760 / 49,320 9,150 16,970 31,810 / 32,500 16,490 10,080 21,130 59,170 / 57,130 6,580 27,490 / 28,700 12,330 / 12,540 7,650 22,710 9,480 / 9,410 Jimmy Deloach Pkwy 19,330 / 19,350 44,110 / 42,580 13,990 / 12,660 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd Grange Rd 13,480/12,660 17,410 / 17,830 SR 21 14,760/9,110 SR 25 Port Gate I-516 15,650/14,600 I-16

Alternative 6A: Modified JDL Connector (2035) 49,140 / 47,090 19,110 / 18,570 8,270 15,710 15,190 8,600 31,090 / 31,760 18,520 55,720 / 54,530 28,790 / 29,120 13,490 / 13,240 6,540 8,010 19,650 16,760 / 16,560 44,080 / 42,550 14,340 / 14,000 Jimmy Deloach Pkwy 23,870 / 23,090 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 13,840 / 13,130 Grange Rd SR 21 13,010/13,020 11,230/6,760 SR 25 Port Gate I-516 15,750/15,230 I-16

Alternative 6B: Modified JDL Connector Truck Only (2035) 20,440 / 20,130 52,220 / 49,330 9,290 17,290 16,960 9,800 31,800 / 32,580 21,170 26,580 / 27,880 59,380 / 57,320 6,500 7,680 22,880 12,820 / 12,880 17,620 / 18,950 44,180 / 42,650 10,560 / 9,270 Jimmy Deloach Pkwy 15,160 / 13,930 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 16,600 / 16,740 Grange Rd SR 21 12,690/12,640 8,690/7,040 SR 25 Port Gate I-516 15,430/15,570 I-16

Alternative 7A: Modified JDL Connector (2035) 48,540 / 45,990 19,810 / 18,280 8,820 16,160 8,840 31,690 / 32,390 14,750 17,460 54,450 / 53,320 6,740 8,160 18,480 29,180 / 29,480 13,650 / 12,970 15,540 / 15,220 Jimmy Deloach Pkwy 17,930 / 17,730 44,140 / 42,610 24,930 / 23,420 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 14,730 / 14,590 Grange Rd SR 21 13,350/13,110 11,100 / 8,150 SR 25 Port Gate I-516 15,930/15,010 I-16

Alternative 7B: Modified JDL Connector Truck Only (2035) 20,200 / 19,160 54,230 / 51,610 9,520 16,950 16,120 9,840 33,150 / 33,830 22,950 27,660 / 28,280 60,510 / 59,040 6,630 7,810 24,070 12,750 / 12,320 44,260 / 42,730 19,070 / 19,540 10,050 / 9,070 Jimmy Deloach Pkwy 15,650 / 14,520 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 18,330 / 18,510 Grange Rd SR 21 12,750/12,740 6,990/7,860 SR 25 Port Gate I-516 15,670/14,820 I-16

Alternative 8: Modified JDL Connector (2035) 19,200 / 19,080 49,810 / 48,080 8,920 16,340 16,530 9,250 31,640 / 32,380 18,830 27,480 / 28,270 57,080 / 55,500 5,920 6,740 19,710 13,230 / 12,670 20,110 / 19,250 44,110 / 42,590 9,690 / 10,440 Jimmy Deloach Pkwy 17,900 / 18,250 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 17,420 / 15,520 Grange Rd SR 21 12,910/12,990 9,050/5,950 SR 25 Port Gate I-516 15,730/15,020 I-16

Alternative 9: Modified JDL Connector (2035) 31,600 / 32,280 18,880 5,790 6,760 19,760 44,110 / 42,580 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions 20,220 / 19,000 49,820 / 47,310 8,940 17,310 9,150 16,430 27,500 / 28,080 57,100 / 55,680 Jimmy Deloach Pkwy 13,410 / 12,700 19,930 / 19,250 9,770 / 10,220 18,170 / 17,950 Bonny Bridge Rd Crossgate Rd 17,060 / 15,600 Grange Rd SR 21 12,990/12,970 9,320/5,730 SR 25 Port Gate I-516 15,410/15,130 I-16

Alternative 10: Modified JDL Connector (2035) 19,100 / 18,160 49,840 / 47,510 8,410 15,620 14,860 8,810 31,140 / 31,830 18,710 55,890 / 54,730 28,610 / 28,930 6,540 7,720 19,520 Jimmy Deloach Pkwy 13,510 / 13,160 18,550 / 16,220 44,090 / 42,560 12,520 / 14,290 22,440 / 23,820 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 15,340 / 12,850 Grange Rd SR 21 13,140/12,790 10,400/7,640 SR 25 Port Gate I-516 16,060/15,160 I-16

Alternative 11: Modified JDL Connector (2035) 49,570 / 47,350 19,370 / 18,350 8,320 15,920 15,060 8,740 31,220 / 31,900 18,900 55,890 / 54,940 6,530 7,740 19,530 28,750 / 28,860 13,500 / 13,220 18,190 / 16,900 44,100 / 42,570 12,880 / 13,390 Jimmy Deloach Pkwy 22,410 / 22,900 2035 Volume: NB (WB) / SB (EB) 2035 LOS: Both Directions Bonny Bridge Rd Crossgate Rd 15,120 / 13,600 Grange Rd SR 21 13,120/12,840 10,690/7,490 SR 25 Port Gate I-516 16,090/14,470 I-16