Kiawah Road/ Bush River Road (S-107)

Intersection Realignment
ECIV 541 Project

Prepared for: Susan Ruinen

Prepared by: Trinity Collette
7 November 2023
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Contents

Contents...........................................................................................................................................2
1. Design Overview......................................................................................................................3
2. Traffic Analysis........................................................................................................................3
2.1. Traffic Analysis Data........................................................................................................3
2.2. Growth Rate Calculation...................................................................................................4
2.3. Bush River Road Traffic Projection..................................................................................5
2.4. Kiawah Road/ Saluda Shoals Park Traffic Projection......................................................5
2.5. Right Turn Lane Analysis.................................................................................................6
2.6. Left Turn Lane Analysis...................................................................................................8
3. Design Criteria.......................................................................................................................10
3.1. Facility Type...................................................................................................................10
3.2. Terrain.............................................................................................................................10
3.3. Design Speed...................................................................................................................10
3.4. Design Vehicle................................................................................................................10
3.5. Cross Section Elements...................................................................................................11
4. Horizontal Curve Calculations...............................................................................................12
4.1. Alignment Criteria..........................................................................................................12
4.2. Curve Data......................................................................................................................13
5. Superelevation Calculations...................................................................................................15
6. Sight Distance.........................................................................................................................15
6.1. Stopping Sight Distance..................................................................................................15
6.2. Passing Sight Distance....................................................................................................16
6.3. Decision Sight Distance..................................................................................................16
6.4. Intersection Sight Distance.............................................................................................17
6.5. Horizontal Sight Distance...............................................................................................18
7. Pavement Design....................................................................................................................19
8. References..............................................................................................................................22

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1. Design Overview
The intention of this project was to realign the intersection of Kiawah Road and Bush
River Road (S-107) to provide safer and more effective movement of traffic through the area.
The final design detailed throughout this report includes a realignment of Kiawah Road to
create a 4-way intersection with perpendicular approaches at the entrance to Saluda Shoals
Park. All design was performed in accordance with the South Carolina Department of
Transportation’s design criteria and suggestions for local urban facilities, in addition to
further guidance from the Lexington County Land Development Manual. The realignment
introduces two horizontal curves to Kiawah Road, maintains stop control at the intersection
of Bush River Road, and accommodates safer turning movements within the intersection.

2. Traffic Analysis
2.1.Traffic Analysis Data
Traffic count data for this analysis was derived from two primary sources. Firstly, 2011
peak hour turn count data for the existing intersection, with adjusted values to account for
altered traffic conditions (Figure 1). Secondly, the SCDOT Roadway Information System
(RIS) database was utilized to collect historical traffic data for Bush River Road (Figure 2).

Figure 1: 2011 Intersection Peak Hour Turn Counts

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Figure 2: 2013-2022 SCDOT Bush River Road Traffic Data

2.2.Growth Rate Calculation

Growth rate is used to forecast the expected traffic volumes in an area in a future
design year. For this design, traffic volumes were forecasted to 2030 according to a linear
growth model. This model was selected in order to avoid overestimation, which is likely
when utilizing an exponential model in an area which is previously developed, or when
estimating beyond 5 years (Oregon DOT). This model as provided is shown below, as
well as in the form in which it was used to estimate growth rate.
Future Volume=Growth Factor(decimal)∗Base Year Volume

Growth Factor ( % )=
( Base Year Volume )
Future Volume
−1
∗100
N
Where :Growth Factor=1+ ( GN )
G=Linear annual growth rate , decimal
N=Years beyond base year
With this model, the historic traffic data for Bush River Road was used to
estimate a growth rate for the area (Figure 2). An annual growth rate was calculated
between each sequential year, and these rates were averaged to provide an estimated
value. The results of this calculation are included in Figure 3 below.

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Figure 3: Estimated Annual Growth Rate

2.3.Bush River Road Traffic Projection

To estimate the future traffic along Bush River Road, the 2022 AADT was adjusted
according to the linear growth rate model and estimated annual growth rate. Additionally, the
design hourly volume (DHV) and directional design hourly volume (DDHV) were calculated
with the projected AADT for use in future calculations (Figure 4). The equations for these
calculations, as provided by SCDOT, are included below.
DHV =ADT ∗K
DDHV = ADT∗K∗D
The applied K-Factor and D-Factor, which account for the ratio of DHV to AADT
and imbalance in directional flow, were taken from Figure 2.

Figure 4: Bush River Road Projected AADT, DHV, & DDHV

2.4.Kiawah Road/ Saluda Shoals Park Traffic Projection

Projected Kiawah Road/ Saluda Shoals Park Traffic was estimated according to
reassigned 2011 peak hour turn counts (Figure 1). These values were reassigned to account

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for the opening of a new nearby bridge, which enabled more through traffic along Kiawah
Road. The values of each peak hourly volume (PHV) turn count were adjusted from the
provided 2011 volume to a forecasted design year volume according to the aforementioned
growth model (Figure 5).

Figure 5: Forecasted 2030 Kiawah/ Bush River PHV Turn Counts

With these forecasted peak hour turning volumes, the DHV of Kiawah Road/
Saluda Shoals was calculated as the sum of all turning moments from or onto these roads.
The DDHV and AADT were resultingly calculated using the K-value and D-value used
for Bush River Road. These results are included in Figure 6 below.

Figure 6: Kiawah Road/ Saluda Shoals Projected ADT, DHV, & DDHV

2.5.Right Turn Lane Analysis

The necessity for right turn lanes was evaluated from each direction according to
SCDOT guidelines (Figure 7). For each, the number of peak-hour right turns was compared
to the directional design hourly volume (DDHV). No right turn lane was necessary for
Kiawah Road, Saluda Shoals, or Bush River Eastbound, however it was deemed worth
consideration for Bush River Westbound. Unfortunately, due to the geometry and constraints
of the site, the widening of Bush River Road to accommodate a westbound right turn lane
would not be possible due to the proximity of the bridge at Rawls Creek. As such, no leg of
the new alignment was designed to include a dedicated right turn lane.

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Figure 7: SCDOT RDM Right-Turn Lane Guidelines (2-Lane Highways)

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Figure 8: Right-Turn Analysis Values by Intersection Leg

2.6. Left Turn Lane Analysis

The necessity for left turn lanes was evaluated from each direction according to
SCDOT guidelines (Figure 9). The left turn percentage, design hour advancing volume, and
design hour opposing volume were considered for each intersection leg. Ultimately, it was
within SCDOT recommendation that both Bush River Eastbound and Westbound contain left
turn lanes, while not necessary for Kiawah Road or Saluda Shoals Park (Figure 10). The
existing Bush River Road includes two 12-foot lanes and a 15-foot left turn lane in both
directions. Based on the calculations performed here, it was determined that the existing
Bush River Road conditions are adequate to accommodate future traffic and realignment of
Kiawah Road and will be maintained.

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Figure 9: SCDOT Left-Turn Lane Guidelines (2-Lane, 45 mph Facilities)

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Figure 10: Left-Turn Analysis Values by Intersection Leg

3. Design Criteria
3.1. Facility Type
Based on prior SCDOT data, Kiawah Road was classified as a local urban road. This
classification was maintained throughout the design process. Within the SCDOT Roadway
Design Manual, local roads and streets are subdivided into four groups. Of these, Group 4
was decided to be the most appropriate classification for Kiawah Road’s projected traffic
needs.

3.2. Terrain
Due to the lack of elevation data available for this project, the exact conditions of the
site are unknown. However, based on the region and an assumption of fairly consistent
terrain over the small area being considered here, the terrain was classified as level.

3.3. Design Speed

The design speed of Kiawah Road was selected to be 30 miles per hour, based on the
SC Roadway Design Manual’s guidelines for Group 4 local urban roads.

3.4. Design Vehicle

The estimated truck percentage of Kiawah Road is 4%. Due to the low volume of
truck traffic and local classification, the alignment was designed for passenger cars (P). At
the suggestion of the SCDOT RDM, the curb radius at the intersection of Kiawah Road and
Bush River Road was designed to be 40 feet to allow trucks to comfortably maneuver.

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3.5. Cross Section Elements

The typical cross section elements of Kiawah Road were determined based on the
recommendations found in the SC Roadway Design Manual. A valley gutter drainage
treatment was selected. The standard SCDOT cross section is included in Figure 11, and the
design cross section elements are summarized in Table 1 below.
Table 1: Selected Cross Section Elements

Travel Lane Width 11’

Drainage Treatment 3’ Paved Shoulder (10% Slope)
(Valley Gutter) 3’ Unpaved Shoulder (3.33% Slope)
Auxiliary Lanes N/A
Sidewalk N/A
Travel Lane Cross-Slope 2%
Cut Section 2H:1V
Fill Section 2H:1V

Figure 11: SCDOT Typical Local Urban Street (with Valley Gutter)

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4. Horizontal Curve Calculations

4.1. Alignment Criteria
The new alignment of Kiawah Road was designed with the intention of adjusting the
road’s intersection with Bush River Road such that a perpendicular four-way intersection was
created with the Saluda Shoals Park entrance. To create this alignment, two new curves were
introduced to the alignment. The first curve was designed based on the selected design speed
of 30 miles per hour, while the second curve was designed for a slightly reduced design
speed of 25 miles per hour. This decision was made to accommodate a smaller turn radius
and lessen the need for superelevation in order to reduce the overall footprint of the
realignment and deemed acceptable due to the curve’s proximity to the intersection. At the
location of this curve, it is expected that drivers will be beginning to less their speed in
anticipation of the stop ahead, and therefore permissible to design with a lesser design speed.
The maximum superelevation (emax) for each curve was 4%, which was derived from Figure
12, based on their design speed and the road’s local urban classification. Each curve’s
minimum radius was determined using the basic curve equation (SCDOT RDM Eq. 5.2-1),
and the calculations are included in Figure 13 below. The minimum length of each curve was
set as the required stopping sight distance (SSD) for each design speed. For this value, it was
assumed that the vertical curves of this road would not have downgrades greater than 3%. A
curb return radius of 40 feet was used at the recommendation of the SCDOT RDM.

Figure 12: SCDOT Figure 5.3-A

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Figure 13: Minimum Radius Calculations

Table 2: Alignment Criteria by Curve

Curve 1 (V = 30 mph)
Minimum Radius 250 feet
emax 4%
Minimum Length 200 feet
Curve 2 (V = 25 mph)
Minimum Radius 154 feet
emax 4%
Minimum Length 155 feet

4.2. Curve Data

For each curve, horizontal curve data was calculated based on the curve’s PC station,
PT station, and radius, according to the SCDOT equations provided in Figure 14. The
calculated curve data for the realignment are included below in Figure 15.

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Figure 14: Simple Horizontal Curve Elements

Figure 15: Kiawah Road Realignment Curve Data

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5. Superelevation Calculations
Kiawah Road’s new alignment contains two curves, with respective radii of 2957 feet and
198 feet. Necessary superelevation requirements, by design speed, are included below for low
speed (Vd < 45 mph) urban facilities (Figure 16). For both curves, the design radius is sufficient
such that no superelevation is required, and normal crown can be maintained throughout the
alignment (Table 3).

Figure 16: SCDOT Low-Speed Urban Street Superelevation Table

Table 3: Required Superelevation by Curve

Curve 1 Curve 2
Design Radius (feet) 2957 198
Design Speed (mph) 30 25
Applicable Radius Range (ft) R ≥ 333 R ≥ 198
Design Superelevation (ed, %) NC (-2%) NC (-2%)

6. Sight Distance
6.1. Stopping Sight Distance
For the purposes of this realignment, it was assumed that any vertical curves along
Kiawah Road would not exceed downgrades of 3%. If elevation data was available with

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which to determine a vertical profile for the alignment, further consideration of stopping
sight distance would be required. Under this assumed condition, the horizontal curves
introduced along realignment maintain lengths greater than the minimum required stopping
sight distance, to accommodate for a case where the horizontal alignment includes coinciding
vertical curves (Table 4).

Table 4: Required SSD by Curve

Curve 1 Curve 2
Stopping Sight Distance 200 155
(feet)
Curve Length (feet) 228 250
6.2.Passing Sight Distance
For the portion of Kiawah Road included in the scope of this realignment, no portion
of the roadway will provide sufficient passing sight distance (Figure 17). The realignment
will include striping to indicate passing is not permitted within the bounds of this project.

Figure 17: SCDOT Passing Sight Distances by Design Speed

6.3. Decision Sight Distance

Based on the lack on sight obstructions in the designed realignment of Kiawah Road,
and the low design speed along the road and approach to the stop control, it was determined
that (in accordance with Figure 18) the realignment maintained adequate decision sight
distance.

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Figure 18: SCDOT Decision Sight Distances

6.4. Intersection Sight Distance

The realignment of Kiawah Road with Bush River Road creates a four-way
intersection (including the entrance of Saluda Shoals Park) with stop control on the minor
road. This scenario is classified by SCDOT as Case B. Calculations to determine the
necessary ISD along Bush River Road were performed for left turns (Case B1), right-turns
(Case B2), and through maneuvers to Saluda Shoals Park (Case B3) and are included in
Figure 19. On account of the low truck percentage in the area, the selected design vehicle
was a passenger car. The minor road approach grade was assumed to be less than 3%, and
further consideration would be required if this were not the applicable condition. Based on
the provided survey, sight distance for left turn and crossing maneuvers is sufficient in the
designed realignment. The available survey is does not provide sufficient information to
provide definite information about right-turn sight distance but based upon known
information about road conditions in that direction and Google Maps aerial imagery, it was
decided the site provided sufficient sight distance. Final clarification on this would be
necessary before construction.

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Figure 19: ISD Calculations

Figure 20: ISD Schematic including Controlling Distances

6.5. Horizontal Sight Distance

For each curve, the required horizontal sight line offset to ensure adequate sight lines
for SSD was calculated per the equation included in Figure 21, which is applicable for
horizontal curves with a length greater than SSD. The radius of each curve was adjusted to

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the center of the inside lane of travel. The final values calculated for Curves 1 and 2 are
included in Figure 22. Per these results, Curve 1 will not require any additional clearance
beyond the edge of the roadway, while Curve 2 will require about 4 feet of unobstructed area
beyond the roadway’s inner edge to ensure adequate sight distance.

Figure 21: SCDOT L>SSD HSO Equation

Figure 22: Required HSO from Centerline of Inside Lane

7. Pavement Design

The pavement design of Kiawah Road was designed according to the Lexington County
Land Development Manual. The procedures outlined regarding Figure 23 were used to calculate
the applicable one-way 18-kip equivalent single-axle load application (ESAL). The NRCS soil
type of the site was determined as fine silty loam (), and a soil support value (SSV) of 1.5 was
selected based on this classification (per Lexington County LDM). With the determined SSV and
ESAL values, Figure 24 was used to determine the minimum permissible structural number
required of the pavement design. Pavement design materials and layer thicknesses were
calculated accordingly to provide a design with a sufficiently high structural number. These
calculations associated with this process may be seen in Figure 25.

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Figure 23: Lexington County LDM Data Sheet 1

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Figure 24: Lexington County LDM Data Sheet 2

Figure 25: Pavement Design Calculations

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8. References

Lexington County Land Development Manual. 2016.

<https://lex-co.sc.gov/sites/lexco/files/Documents/Lexington%20County/Departments/
Public%20Works/LDM%20Effective%201%201%2017.pdf>.
Oregon DOT. Future Year Forecasting. n.d.
<https://www.oregon.gov/odot/Planning/Documents/APMv2_Ch6.pdf>.
SCDOT Roadway Design Manual. 2021.
<https://www.scdot.org/business/pdf/roadway/2021_SCDOT_Roadway_Design_Manual.
pdf>.
SCDOT. SCDOT Roadway Information System. n.d. <https://ris.scdot.org/>.
Service, Natural Resources Conservation. Web Soil Survey. n.d.
<https://websoilsurvey.nrcs.usda.gov/app/WebSoilSurvey.aspx>.

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