Traffic Impact Study Little Egypt Road Development Denver, North Carolina June 2017

Transcription

1 Traffic Impact Study Little Egypt Road Development Denver, North arolina June 2017 N. Little Egypt Road DQ\ QDQFLQJ VDOHV RU RWKHU SHUIRUPDQFH EDVHG FULWHULD Proposed Site Driveways Site Driveway 1

2 TRAFFI IMPAT STUDY FOR Little Egypt Road Development LOATED IN DENVER, NORTH AROLINA Prepared For: McAdams ompany, Inc Toringdon Way, Suite 110 harlotte, N Prepared By: Ramey Kemp & Associates, Inc University Executive Park Drive, Suite 260 harlotte, N License #-0910 RKA Project #17107 June, 2017

3 TABLE OF ONTENTS 1. EXEUTIVE SUMMARY INTRODUTION Purpose of Report Study Objectives AREA ONDITIONS Transportation Network Study Area Area Roadway System Existing Roadway onditions Future Roadway onditions Study Area and Existing Traffic Volumes Study Area - Adjacent Land Use Existing Land Uses Anticipated or Approved Future Development PROJETED TRAFFI Site Traffic Trip Generation Trip Distribution and Assignment TRAFFI ANALYSIS Traffic Analysis Scenarios Traffic Analysis Procedure Mitigation Requirements apacity and Level of Service at Study Intersections N 73 and North Little Egypt Road Optimist lub Road and North Little Egypt Road Optimist lub Road and N 16 Bypass North Little Egypt Road and Site Driveway North Little Egypt Road and Site Driveway ONLUSIONS Summary of Recommended Improvements i

4 LIST OF TABLES Table 1 Study Area Roads... 4 Table 2 Proposed Site Trip Generation... 6 Table 3 Highway apacity Manual - Levels of Service and Delay... 9 Table 4 Analysis Summary of N 73 and North Little Egypt Road Table 5 Analysis Summary of Optimist lub Road and North Little Egypt Road Table 6 Analysis Summary of Optimist lub Road and N 16 Bypass Table 7 Analysis Summary of North Little Egypt Road and Site Driveway Table 8 Analysis Summary of North Little Egypt Road and Site Driveway LIST OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 15A Figure 16 Site Location Map.....Appendix A Preliminary Site Plan....Appendix A 2017 Existing Lane onfigurations... Appendix A 2017 Existing Peak Hour Traffic Volumes... Appendix A arolina Ridge Development Trip Assignment... Appendix A reek Park Development Trip Assignment... Appendix A Proposed Site Trip Distribution Percentages... Appendix A Proposed Site Phase 1 Trip Assignment... Appendix A Proposed Site Full Build Trip Assignment... Appendix A 2019 Projected Peak Hour Traffic Volumes... Appendix A 2019 No-Build Peak Hour Traffic Volumes... Appendix A 2019 Build Phase 1 Peak Hour Traffic Volumes... Appendix A 2020 Projected Peak Hour Traffic Volumes... Appendix A 2020 No-Build Peak Hour Traffic Volumes... Appendix A 2020 Build Peak Hour Traffic Volumes... Appendix A 2020 Build - 1 Site Driveway Peak Hour Traffic Volumes... Appendix A Recommended Lane onfigurations... Appendix A ii

5 TEHNIAL APPENDIX Appendix A Figures Appendix B Traffic ount Data Appendix Signal Timing Data Appendix D N 73 and North Little Egypt Road Synchro Reports Appendix E Optimist lub Road and North Little Egypt Road Synchro Reports and Turn Lane Warrants Appendix F Optimist lub Road and N 16 Bypass Synchro Reports Appendix G North Little Egypt Road and Site Driveway 1 Synchro Reports and Turn Lane Warrants Appendix H North Little Egypt Road and Site Driveway 2 Synchro Reports and Turn Lane Warrants Appendix I SimTraffic Reports iii

6 1. EXEUTIVE SUMMARY TRAFFI IMPAT STUDY LITTLE EGYPT ROAD DEVELOPMENT DENVER, NORTH AROLINA This report summarizes the findings of the Traffic Impact Study (TIS) that was performed for the proposed Little Egypt Road development to be located along the west side of North Little Egypt Road, south of Optimist lub Road in Denver, North arolina. The purpose of this study is to determine the potential impact to the surrounding transportation system caused by the traffic generated by the development. The site is proposed to consist of up to 250 single-family homes. Two full access driveways are proposed on North Little Egypt Road. This study includes analysis of two phases of construction. Phase 1 would consist of 70 single-family homes, and Phase 2 would be the full build out of the site. Phase 1 is expected to be constructed by the year The site is expected to be fully built by the year The study area for the TIS was determined through coordination with NDOT and Lincoln ounty and consists of the following intersections: 1. N 73 and North Little Egypt Road 2. Optimist lub Road and North Little Egypt Road 3. Optimist lub Road and N 16 Bypass 4. North Little Egypt Road and Site Driveway 1 5. North Little Egypt Road and Site Driveway 2 Based on coordination with NDOT and Lincoln ounty, two offsite developments were determined to have an impact on the project study area. arolina Ridge Development is a residential housing development located south of N 73. The development consists of 1,350 agerestricted homes and 300 single-family homes. reek Park is a residential development located on North Little Egypt Road just south of the proposed site. The development will consist of 170 single-family homes and is expected to be built by No approved roadway projects are expected to be constructed that would have an impact on the project study area.

7 Several scenarios were analyzed using traffic analysis software. Traffic operations during the weekday AM and PM peak hours were modeled for each scenario. The results of each scenario were compared in order to determine impacts from background traffic growth and the proposed development. The following scenarios were modeled: 2017 Existing 2020 No-Build 2019 No-Build 2020 Build 2019 Build Phase 1 No improvements are recommended when the first 70 lots are platted. The following recommendations and improvements should be made by the developer prior to platting the 71 st lot: N 73 and North Little Egypt Road onstruct a southbound right turn lane and restripe the existing shared through/right lane on North Little Egypt Road. The existing shared through/right lane on this approach provides approximately 160 feet of full lane width and 160 feet of taper. It is recommended the developer provide 120 feet of full lane width on the southbound right turn lane and on the southbound through lane. A taper 200 feet in length is also recommended for these two lanes. This provides the maximum amount of storage on these lanes while having minimum impact on the school driveway located north of the intersection. onstruct curb and gutter along the length of the right turn lane storage. North Little Egypt Road and Site Driveway 2 onstruct Site Driveway 2 with one ingress lane and one shared egress lane (left-right). onstruct a northbound left turn lane on North Little Egypt Road with 100 feet of storage and appropriate taper length. The following improvements are recommended to be constructed at any time independent of lot count: North Little Egypt Road and Site Driveway 1 onstruct Site Driveway 1 with one ingress lane and one shared egress lane (left-right). 2

8 2. INTRODUTION 2.1. Purpose of Report This report summarizes the findings of the Traffic Impact Study (TIS) that was performed for the proposed Little Egypt Road development to be located along the west side of North Little Egypt Road, south of Optimist lub Road in Denver, North arolina. The purpose of this study is to determine the potential impact to the surrounding transportation system caused by the traffic generated by the development Study Objectives The site is proposed to consist of up to 250 single-family homes. Two full access driveways are proposed on North Little Egypt Road. This study includes analysis of two phases of construction. Phase 1 would consist of 70 single-family homes, and Phase 2 would be the full build out of the site. Phase 1 is expected to be constructed by the year The site is expected to be fully built by the year Refer to Figure 1 in Appendix A for an illustration of the site location. Refer to Figure 2 for the preliminary site plan. The objective of this report is to determine what geometric improvements are necessary to mitigate traffic conditions on the transportation network surrounding the site with the proposed development fully built out. 3. AREA ONDITIONS 3.1. Transportation Network Study Area Area Roadway System The project study area for this TIS was determined through coordination with the North arolina Department of Transportation (NDOT) and Lincoln ounty. Table 1 summarizes the characteristics of the roadways within the study area. The NDOT Functional lass map was used to determine the classification of each road. Traffic Volume maps from NDOT were used to find the average daily traffic (ADT) volumes in vehicles per day (vpd) for the roadways. A field visit was conducted to verify the existing cross-sections and speed limits in mph. 3

9 ROADWAY TABLE 1 STUDY AREA ROADS ROSS- LASSIFIATION SETION ADT (vpd) SPEED LIMIT (mph) N 73 Principal Arterial Two-Lane 11, North Little Egypt Road Local Two-Lane 3, Optimist lub Road Local Two-Lane No Data 45 N 16 Bypass Principal Arterial Four-Lane 22, Existing Roadway onditions Existing lane configurations (number of traffic lanes on the intersection approach), storage capacities, and other intersection and roadway information within the study area was collected through field reconnaissance by Ramey Kemp and Associates, Inc. (RKA). Refer to Figure 3 for the existing lane configurations and traffic control at study intersections Future Roadway onditions Based on coordination with NDOT and Lincoln ounty, no approved roadway projects are expected to be constructed that would have an impact on the project study area Study Area and Existing Traffic Volumes The study area for the TIS was determined through coordination with NDOT and Lincoln ounty and consists of the following intersections: 1. N 73 and North Little Egypt Road 2. Optimist lub Road and North Little Egypt Road 3. Optimist lub Road and N 16 Bypass 4. North Little Egypt Road and Site Driveway 1 5. North Little Egypt Road and Site Driveway 2 Existing traffic volumes were determined through traffic counts conducted during the AM peak period (7:00-9:00 AM) and the PM peak period (4:00-6:00 PM). Through volumes at the proposed site drives were determined from traffic counts taken at the intersection of Optimist lub 4

10 Road and North Little Egypt Road. Traffic counts at North Little Egypt Road and N 73 were performed in June The intersection of Optimist lub Road and North Little Egypt Road was counted in February NDOT provided traffic counts at the intersection of Optimist lub Road and N 16 Bypass. These counts were performed in September All traffic counts were performed while schools were in session. The counts performed in 2016 were projected to the year 2017 using a growth rate of 2% per year. A copy of the traffic count data can be found in Appendix B of this report. The peak hour traffic volumes were not balanced between Optimist lub Road and N 73 on North Little Egypt Road due to the locations of school driveways on North Little Egypt Road. Refer to Figure 4 for an illustration of the existing peak hour traffic volumes Study Area Adjacent Land Use Existing Land Uses The existing site is undeveloped. The surrounding land is primarily undeveloped, residential, and institutional Anticipated or Approved Future Development Based on coordination with NDOT and Lincoln ounty, two offsite developments were determined to have an impact on the project study area. arolina Ridge Development is a residential housing development located south of N 73. The development consists of 1,350 agerestricted homes and 300 single-family homes. Offsite development traffic from the arolina Ridge Development is shown in Figure 5. reek Park is a residential development located on North Little Egypt Road just south of the proposed site. The development will consist of 170 single-family homes and is expected to be built by Figure 6 illustrates the trips expected to be generated by reek Park. 4. PROJETED TRAFFI 4.1. Site Traffic In order to determine the future traffic conditions after the proposed development is completed, an estimate of traffic projected to travel to / from the proposed development is required. The average 5

11 weekday daily, AM peak hour, and PM peak hour site trips for this study were calculated based on the ITE Trip Generation Manual, 9 th Edition Trip Generation The site is proposed to consist of up to 70 single-family homes as part of Phase 1. Full build out of site will consist of up to 250 single-family homes. Table 2 presents a summary of the trip generation calculations for the proposed development. TABLE 2 PROPOSED SITE TRIP GENERATION DAILY PEAK HOUR TRIPS (VPH) LAND USE SIZE TRIPS AM PM (VPD) ENTER EXIT ENTER EXIT PHASE 1 Single-Family Detached Housing (210) 70 DU FULL BUILD Single-Family Detached Housing (210) 250 DU 2, Trip Distribution and Assignment The trip distribution percentages were developed based on existing traffic patterns, location of employment centers, and engineering judgment. Figure 7 illustrates the site trip distribution percentages. These trip distribution percentages were applied to the total new trip generation data to calculate the site trip assignments for each phase shown in Figures 8 and TRAFFI ANALYSIS 5.1. Traffic Analysis Scenarios Several scenarios were analyzed using traffic analysis software, Synchro 9.1. Traffic operations during the AM and PM peak hours were modeled for each scenario. The results of each scenario were compared in order to determine impacts from background traffic growth and the proposed development. The following scenarios were modeled: 2017 Existing 2019 No-Build 6

12 2019 Build Phase No-Build 2020 Build The 2017 Existing scenario included the traffic characteristics that currently exist in the study area. Existing peak hour traffic volumes were used from the intersection counts (Figure 4). Existing signal timing data was obtained from NDOT and referenced in all traffic models. Refer to Appendix for the signal timing data. ongestion Management guidelines recommend a minimum cycle length of 120 seconds for signals with four or more phases. The cycle length for the intersection of N 73 and North Little Egypt Road was set to 120 seconds for all scenarios and the splits were optimized. No changes to the existing lane configurations were made. ongestion Management guidelines recommend prohibiting right turns during a red traffic signal phase. Right turns on red were allowed on the northbound and southbound approaches at the intersection of N 73 and North Little Egypt Road. These right turn movements are currently operated under yield control. Right turns on red were prohibited on the remaining approaches. It should be noted that during the AM peak hour, the speed limit on the southbound, westbound, and eastbound approaches of N 73 and North Little Egypt Road is reduced to 35mph to account for traffic from the neighboring schools. All AM peak hour scenarios account for the school zone by using a 35 mph speed limit on these legs of the intersection. The 2019 No-Build scenario was analyzed to determine the expected future traffic operations. Existing peak hour traffic counts were projected to the year 2019 using a compounded growth rate of 2% per year. Refer to Figure 10 for the 2019 projected peak hour traffic volumes. The 2019 projected volumes were added to the traffic from the offsite developments (Figures 5 and 6) to determine the 2019 No-Build peak hour traffic volumes. The 2019 No-Build peak hour traffic volumes are illustrated in Figure 11. The existing signal timing data was used. The splits at the signalized intersection were optimized. No changes to the existing lane configurations were made. The 2019 Build Phase 1 scenario was compared to the 2019 No-Build scenario to determine expected impacts caused by the proposed site. This scenario included the same assumptions as the 7

13 2019 No-Build scenario. The trips expected to be generated by Phase 1 of the proposed site (Figure 8) were added to the 2019 No-Build peak hour volumes (Figure 11) to determine the 2019 Build Phase 1 peak hour traffic volumes. Refer to Figure 12 for the 2019 Build Phase 1 peak hour traffic volumes. The existing signal timing data was used. The splits at the signalized intersection were optimized. Site drives were added to existing lane configurations. The 2020 No-Build scenario was analyzed to determine the expected future traffic operations. Existing peak hour traffic counts were projected to the year 2020 using a compounded growth rate of 2% per year. Refer to Figure 13 for the 2020 projected peak hour traffic volumes. The 2020 projected volumes were added to the traffic from the offsite developments (Figures 5 and 6) to determine the 2020 No-Build peak hour traffic volumes. The 2020 No-Build peak hour traffic volumes are illustrated in Figure 14. The existing signal timing data was used. The splits at the signalized intersection were optimized. No changes to the existing lane configurations were made. The 2020 Build scenario was compared to the 2020 No-Build scenario to determine expected impacts caused by the proposed site. This scenario included the same assumptions as the 2020 No- Build scenario. The trips expected to be generated by the full build out of the proposed site (Figure 9) were added to the 2020 No-Build peak hour volumes (Figure 14) to determine the 2020 Build peak hour traffic volumes. Refer to Figure 15 for the 2020 Build peak hour traffic volumes. The existing signal timing data was used. The splits at the signalized intersection were optimized. Site drives were added to existing lane configurations Traffic Analysis Procedure All study intersections (both unsignalized and signalized) were analyzed using the methodology outlined in the Highway apacity Manual (HM) published by the Transportation Research Board. A computer software package, Synchro and SimTraffic (Version 9.1), was used to complete the analyses for all of the study area intersections. Synchro was developed by Trafficware orporation and allows the user to input data into the Synchro software and calculate the output based on methodologies in the HM. SimTraffic creates a traffic simulation model from the Synchro inputs. SimTraffic was used in this study to determine expected queue lengths. 8

14 Analysis results for signalized intersections provide delay and level of service (LOS) for all movements and approaches. The overall intersection delay and LOS is also provided. The capacity analysis for an unsignalized intersection does not provide an overall LOS for the intersection, rather a LOS for movements and/or approaches that have a conflicting movement. The HM defines capacity as the maximum hourly rate at which persons or vehicles can reasonably be expected to traverse a point or uniform section of a lane or roadway during a given time period under prevailing roadway, traffic, and control conditions. LOS is a term used to represent different driving conditions, and is defined as a qualitative measure describing operational conditions within a traffic stream, and their perception by motorists and/or passengers. LOS varies from Level A representing free flow, to Level F where greater vehicle delays are evident. Refer to Table 3 for HM levels of service and related average control delay per vehicle for both signalized and unsignalized intersections. ontrol delay as defined by the HM includes initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. As shown in Table 3, an average control delay of 40 seconds at a signalized intersection results in a LOS D. TABLE 3 HIGHWAY APAITY MANUAL - LEVELS OF SERVIE AND DELAY UNSIGNALIZED INTERSETION SIGNALIZED INTERSETION AVERAGE ONTROL AVERAGE ONTROL LEVEL OF SERVIE DELAY PER VEHILE (SEONDS) LEVEL OF SERVIE DELAY PER VEHILE (SEONDS) A B D E F >50 A B D E F > Mitigation Requirements NDOT has guidelines for determining when improvements are needed by the developer. The District Engineer is responsible for the final determination of the improvements. NDOT 9

15 typically requires mitigation to be identified when developments are expected to impact the traffic operations as described below: Overall intersection or intersection approach delay increases by 25% or more. LOS degrades by at least one level LOS is F Synchro 95 th or SimTraffic maximum queue results are greater than the existing turn lane storage length 10

16 5.4. apacity and Level of Service at Study Intersections N 73 and North Little Egypt Road The intersection of N 73 and North Little Egypt Road was analyzed as a four-leg signalized intersection with existing lane configurations. Table 4 summarizes the capacity analysis results. Refer to Appendix D for the Synchro reports for this intersection. Impacts requiring mitigation are highlighted in yellow. All SimTraffic reports can be found in Appendix I. The results show no impact to level of service or delay that requires mitigation for Phase 1. SimTraffic resulted in similar queueing between the 2019 No-Build and 2019 Build Phase 1 scenarios. No improvements are recommended for Phase 1. Full build out of the site is expected to have some impact to level of service during the AM peak hour. The northbound and southbound approaches are expected to degrade one level. The overall intersection is expected to degrade from LOS to LOS D. No delay is expected to increase more than 25%. No level of service or delay impacts requiring mitigation are expected during the PM peak hour. SimTraffic results show queues over 500 feet long could be expected on the eastbound and southbound approaches during the 2020 No-Build AM peak hour. The proposed development is expected to increase queues on the eastbound and southbound approaches during the AM peak hour. High increases in queues are expected on the westbound and southbound approaches during the PM peak hour. Improvements have been identified to mitigate the impacts expected to be caused by full build out of the proposed development. onstruction of a southbound North Little Egypt Road left turn lane with 350 feet of storage and appropriate taper would mitigate the drops in level of service and increased queues. However, the existing N 73 facility does not accept dual left turn lanes. An additional eastbound N 73 departure lane would be needed with 1,000 feet of full width followed by an appropriate taper. Widening along N 73 for the departure lane may present some issues with grading due to steep slopes. The existing guardrail would need to be relocated and a section of the widening would require fill to bring the existing ground up to the roadway grade. Modifications to the traffic signal would be needed as well. It is not recommended the developer construct the southbound North Little Egypt Road left turn lane because the existing N 73 11

17 facility does not accept dual left turn lanes. Synchro and SimTraffic reports of this scenario are provided in the appendix. An alternative roadway improvement was identified that would be more feasible for the proposed development to construct. onstructing a southbound right turn lane on North Little Egypt Road is expected to reduce queueing at the intersection. The existing shared through/right lane on this approach provides approximately 160 feet of full lane width and 160 feet of taper. It is recommended the developer provide 120 feet of full lane width on the southbound right turn lane and on the southbound through lane. A taper 200 feet in length is also recommended for these two lanes. This provides the maximum amount of storage on these lanes while having minimum impact on the school driveway located north of the intersection. Queueing impacts caused by the proposed development are expected to be reduced with this additional turn lane. NDOT has requested that the right turn lane include curb and gutter along the storage length. 12

18 ANALYSIS SENARIO 2017 Existing 2019 No-Build 2019 Build Phase No-Build 2020 Build 2020 Build Recommendations A P P R O A H EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB EB WB NB SB Bold denotes improvement on approach. Little Egypt Road Development Traffic Impact Study TABLE 4 ANALYSIS SUMMARY OF N 73 AND NORTH LITTLE EGYPT ROAD LANE ONFIGURATIONS 1 LT, 1 TH-RT 1 LT, 1 TH, 1 RT 1 LT-TH, 1 RT 1 LT, 1 TH-RT 1 LT, 1 TH-RT 1 LT, 1 TH, 1 RT 1 LT-TH, 1 RT 1 LT, 1 TH-RT 1 LT, 1 TH-RT 1 LT, 1 TH, 1 RT 1 LT-TH, 1 RT 1 LT, 1 TH-RT 1 LT, 1 TH-RT 1 LT, 1 TH, 1 RT 1 LT-TH, 1 RT 1 LT, 1 TH-RT 1 LT, 1 TH-RT 1 LT, 1 TH, 1 RT 1 LT-TH, 1 RT 1 LT, 1 TH-RT 1 LT, 1 TH-RT 1 LT, 1 TH, 1 RT 1 LT-TH, 1 RT 1 LT, 1 TH, 1 RT AM PEAK HOUR Approach LOS (Delay) (27.0) B (17.4) (34.6) (33.1) D (37.9) (20.0) (34.1) D (50.6) D (39.3) (20.4) (34.4) D (54.8) D (39.0) (20.2) (34.7) D (53.9) D (48.1) (21.9) D (36.0) E (65.6) D (48.1) (21.9) (34.4) E (65.8) Overall LOS (Delay) (24.7) (33.4) (35.0) (34.5) D (41.4) D (41.3) PM PEAK HOUR Approach LOS (Delay) B (17.3) B (17.1) B (15.2) (32.4) (22.9) (22.4) (23.5) D (38.8) (22.0) (24.5) (23.9) D (41.4) (22.4) (25.8) (24.2) D (40.5) (23.6) (25.9) (24.4) D (46.0) (23.6) (25.9) (24.2) D (44.6) Overall B (18.1) (23.9) (25.1) (25.7) (27.0) (26.9) 13

19 Optimist lub Road and North Little Egypt Road The intersection of Optimist lub Road and North Little Egypt Road was analyzed as a three-leg unsignalized intersection with existing lane configurations. Table 5 summarizes the capacity analysis results. Refer to Appendix E for the Synchro reports and turn lane warrants for this intersection. Impacts requiring mitigation are highlighted in yellow. All SimTraffic reports can be found in Appendix I. The results show no impact to level of service or delay that requires mitigation for Phase 1. SimTraffic resulted in similar queueing between the 2019 No-Build and 2019 Build Phase 1 scenarios. No improvements are recommended for Phase 1. Analysis indicates that the intersection will operate at acceptable levels of service in the 2020 Build scenario. The addition of site traffic is expected to have a minor effect on the operation of the intersection. No impacts requiring mitigation are expected. SimTraffic results show no queuing issues at the intersection. After reviewing NDOT warrants for left and right turn lanes, No-Build and Build scenarios both qualify for a southbound left turn lane. However, no left turn lane is recommended due to the minimal queueing and delay. No right turn lane is warranted. The turn lane warrants can be found in Appendix E. No improvements are recommended. 14

20 ANALYSIS SENARIO 2017 Existing 2019 No-Build 2019 Build Phase No-Build 2020 Build Little Egypt Road Development Traffic Impact Study TABLE 5 ANALYSIS SUMMARY OF OPTIMIST LUB ROAD AND NORTH LITTLE EGYPT ROAD A P P R O A H WB 2 NB SB 1 WB 2 NB SB 1 WB 2 NB SB 1 WB 2 NB SB 1 WB 2 NB SB 1 LANE ONFIGURATIONS 1 LT-RT 1 TH-RT 1 LT-TH 1 LT-RT 1 TH-RT 1 LT-TH 1 LT-RT 1 TH-RT 1 LT-TH 1 LT-RT 1 TH-RT 1 LT-TH 1 LT-RT 1 TH-RT 1 LT-TH 1. Major street left-turn movement for unsignalized intersection. 2. Stop controlled approach for unsignalized intersection. 3. Overall intersection LOS is not provided for unsignalized intersections AM PEAK HOUR Approach B (13.0) - A (5.8) B (14.9) - A (5.9) (15.4) - A (5.9) (15.2) - A (5.9) (17.4) - A (6.0) Overall PM PEAK HOUR Approach A (9.8) NA 3 - A (4.1) B (10.5) NA 3 - A (3.4) B (10.7) NA 3 - A (3.3) B (10.6) NA 3 - A (3.4) B (11.5) NA 3 - A (3.1) Overall NA 3 NA 3 NA 3 NA 3 NA 3 15

21 Optimist lub Road and N 16 Bypass The intersection of Optimist lub Road and N 16 Bypass was analyzed as a four-leg unsignalized directional crossover intersection with existing lane configurations. Table 6 summarizes the capacity analysis results. Refer to Appendix F for the Synchro reports for this intersection. Impacts requiring mitigation are highlighted in yellow. All SimTraffic reports can be found in Appendix I. The results show no impact to level of service or delay that requires mitigation for Phase 1. SimTraffic resulted in similar queueing between the 2019 No-Build and 2019 Build Phase 1 scenarios. No improvements are recommended for Phase 1. Full build out of the site is expected to have some impact to level of service during the AM peak hour. The eastbound approach is expected to degrade from LOS E to LOS F. Delay on this approach increases less than 25%. The westbound approach is expected to operate at LOS F during the PM peak hour of the 2020 No-Build and Build scenarios. The proposed site is expected to have a minimal increase in delay on this approach. No other level of service or delay impacts that require mitigation are expected. SimTraffic results show no queuing issues at the intersection. The eastbound maximum queue is expected to increase from 212 feet during the 2020 No-Build AM peak hour to 283 feet during the 2020 Build AM peak hour; an increase of approximately three vehicles. No increase in queue is expected on the westbound approach during the PM peak hour. Improvements have been identified to mitigate the impacts expected to be caused by the proposed development. hannelizing the eastbound right turn lane and making the movement free-flowing would mitigate the LOS impact to this approach. However, the existing N 16 facility does not does not have a dedicated lane to accept free-flowing eastbound right turn movements. An additional southbound N 16 departure lane would be needed with 1,000 feet of full width followed by an appropriate taper. This improvement would not improve the LOS on the westbound approach. It is not recommended the developer make the eastbound right turn movement free-flowing because the existing N 16 facility does not have a dedicated lane to accept eastbound right turn movements. Synchro and SimTraffic reports of this scenario are 16

22 provided in the appendix. Note that the Synchro reports show no change in delay on the eastbound approach. This is due to the inability of the software to model a free-flowing right only approach. In reality there would be no delay on the eastbound approach because it is free-flowing. No improvements by the developer are recommended at this intersection. The impacts to traffic operations are minimal. The development is expected to degrade the level of service on the eastbound approach during the AM peak hour from LOS E to LOS F, but the delay increases less than 25%. The queue on the eastbound approach is expected to increase by only three vehicles with an increase in delay of approximately 10 seconds. The westbound approach is expected to operate at LOS F without the proposed development. The delay on the westbound approach is expected to increase by less than 1 second. ANALYSIS SENARIO 2017 Existing 2019 No-Build 2019 Build Phase No-Build 2020 Build A P P R O A H EB 2 WB 2 NB 1 SB 1 EB 2 WB 2 NB 1 SB 1 EB 2 WB 2 NB 1 SB 1 EB 2 WB 2 NB 1 SB 1 EB 2 WB 2 NB 1 SB 1 TABLE 6 ANALYSIS SUMMARY OF OPTIMIST LUB ROAD AND N 16 BYPASS LANE ONFIGURATIONS 1 RT 1 RT 1 LT, 2 TH, 1 RT 1 LT, 2 TH, 1 RT 1 RT 1 RT 1 LT, 2 TH, 1 RT 1 LT, 2 TH, 1 RT 1 RT 1 RT 1 LT, 2 TH, 1 RT 1 LT, 2 TH, 1 RT 1 RT 1 RT 1 LT, 2 TH, 1 RT 1 LT, 2 TH, 1 RT 1 RT 1 RT 1 LT, 2 TH, 1 RT 1 LT, 2 TH, 1 RT 1. Major street left-turn movement for unsignalized intersection. 2. Stop controlled approach for unsignalized intersection. 3. Overall intersection LOS is not provided for unsignalized intersections AM PEAK HOUR Approach D (33.4) (20.1) (15.5) B (14.1) E (44.4) (22.5) (16.6) (15.1) E (46.7) (22.6) (16.7) (15.2) E (49.8) (23.8) (17.2) (15.7) F (59.9) (24.1) (17.5) (15.8) Overall PM PEAK HOUR Approach B (13.2) NA 3 E (39.3) B (11.8) D (25.6) B (13.8) NA 3 E (48.9) B (12.4) NA 3 D (29.2) B (13.9) E (49.1) B (12.6) D (29.3) NA 3 B (14.0) F (55.1) B (12.7) D (31.4) NA 3 B (14.4) F (55.9) B (13.0) D (31.6) Overall NA 3 NA 3 NA 3 NA 3 NA 3 17

23 North Little Egypt Road and Site Driveway 1 The intersection of North Little Egypt Road and Site Driveway 1 was analyzed as a three-leg unsignalized intersection with full access. Table 7 summarizes the capacity analysis results. Refer to Appendix G for the Synchro reports and turn lane warrants for this intersection. All SimTraffic reports can be found in Appendix I. Analysis indicates that the intersection will operate at acceptable levels of service in the 2019 Build Phase 1 and 2020 Build scenarios. SimTraffic results show no queuing issues at the intersection. After a preliminary review of the sight distances at the intersection, it was determined that each approach has adequate horizontal sight distance. The vertical sight distance at the site driveway will need to be verified. After reviewing NDOT warrants for left and right turn lanes, it was determined no turn lanes are warranted on North Little Egypt Road. The turn lane warrants can be found in Appendix G. It is recommended that Site Driveway 1 be constructed with one ingress lane and one shared left / right egress lane. ANALYSIS SENARIO 2019 Build Phase Build TABLE 7 ANALYSIS SUMMARY OF NORTH LITTLE EGYPT ROAD AND SITE DRIVEWAY 1 A P P R O A H EB 2 NB 1 SB EB 2 NB 1 SB LANE ONFIGURATIONS 1 LT-RT 1 LT-TH 1 TH-RT 1 LT-RT 1 LT-TH 1 TH-RT 1. Major street left-turn movement for unsignalized intersection. 2. Stop controlled approach for unsignalized intersection. 3. Overall intersection LOS is not provided for unsignalized intersections AM PEAK HOUR Approach A (9.8) A (0.2) - B (10.3) A (0.6) - Overall N/A 3 N/A 3 PM PEAK HOUR Approach A (9.4) A (0.9) - A (10.0) A (2.3) - Overall N/A 3 N/A 3 18

24 North Little Egypt Road and Site Driveway 2 The intersection of North Little Egypt Road and Site Driveway 2 was analyzed as a three-leg unsignalized intersection with full access. Table 8 summarizes the capacity analysis results. Refer to Appendix H for the Synchro reports and turn lane warrants for this intersection. All SimTraffic reports can be found in Appendix I. Analysis indicates that the intersection will operate at acceptable levels of service in the 2019 Build Phase 1 and 2020 Build scenarios. SimTraffic results show no queuing issues at the intersection. After a preliminary review of the sight distances at the intersection, it was determined that each approach has adequate horizontal sight distance. The vertical sight distance at the site driveway will need to be verified. After reviewing NDOT warrants for left and right turn lanes, no turn lanes are warranted in the 2019 Build Phase 1 scenario. A northbound left turn lane with 100 feet of storage and appropriate taper on North Little Egypt Road at the intersection is warranted and recommended for the 2020 Build scenario. The turn lane warrants can be found in Appendix H. It is recommended that Site Driveway 2 be constructed with one ingress lane and one shared left / right egress lane. Additional analysis was performed assuming all site traffic during the full buildout phase utilized Site Driveway 2. Figure 15A illustrates the adjusted peak hour traffic volumes with all proposed site trips using Site Driveway 2. apacity analysis and simulation analysis indicate that Site Driveway 2 will operate acceptably as the sole site driveway connection under full buildout conditions. In addition, turn lane warrants show that the proposed 100 foot left turn lane into the site would accommodate this scenario. These additional analyses and turn lane warrant results thusly indicate that Site Driveway 2 will accommodate all site traffic if needed and that Site Driveway 1 may be completed at any time during the buildout of the development. 19

25 ANALYSIS SENARIO 2019 Build 2020 Build Little Egypt Road Development Traffic Impact Study TABLE 8 ANALYSIS SUMMARY OF NORTH LITTLE EGYPT ROAD AND SITE DRIVEWAY 2 A P P R O A H EB 2 NB 1 SB EB 2 NB 1 SB LANE ONFIGURATIONS 1 LT-RT 1 LT-TH 1 TH-RT 1 LT-RT 1 LT, 1 TH 1 TH-RT 1. Major street left-turn movement for unsignalized intersection. 2. Stop controlled approach for unsignalized intersection. 3. Overall intersection LOS is not provided for unsignalized intersections Bold denotes improvement on approach. AM PEAK HOUR Approach A (10.0) A (0.4) - B (11.0) A (7.8) - Overall N/A 3 N/A 3 PM PEAK HOUR Approach A (9.6) A (1.4) - B (10.6) A (7.8) - Overall N/A 3 N/A 3 6. ONLUSIONS This report summarizes the findings of the Traffic Impact Study (TIS) that was performed for the proposed Little Egypt Road development to be located along the west side of North Little Egypt Road, south of Optimist lub Road in Denver, North arolina. The purpose of this study is to determine the potential impact to the surrounding transportation system caused by the traffic generated by the development. The site is proposed to consist of up to 250 single-family homes. Two full access driveways are proposed on North Little Egypt Road. This study includes analysis of two phases of construction. Phase 1 would consist of 70 single-family homes, and Phase 2 would be the full build out of the site. Phase 1 is expected to be constructed by the year The site is expected to be fully built by the year Summary of Recommended Improvements Based on the analysis results, some impacts are expected by the proposed development. No improvements are recommended when the first 70 lots are platted. Figure 16 illustrates the 20

26 improvements recommended to be completed by the developer. The following recommendations and improvements should be made by the developer prior to platting the 71 st lot: N 73 and North Little Egypt Road onstruct a southbound right turn lane and restripe the existing shared through/right lane on North Little Egypt Road. The existing shared through/right lane on this approach provides approximately 160 feet of full lane width and 160 feet of taper. It is recommended the developer provide 120 feet of full lane width on the southbound right turn lane and on the southbound through lane. A taper 200 feet in length is also recommended for these two lanes. This provides the maximum amount of storage on these lanes while having minimum impact on the school driveway located north of the intersection. onstruct curb and gutter along the length of the right turn lane storage. North Little Egypt Road and Site Driveway 2 onstruct Site Driveway 2 with one ingress lane and one shared egress lane (left-right). onstruct a northbound left turn lane on North Little Egypt Road with 100 feet of storage and appropriate taper length. The following improvements are recommended to be constructed at any time independent of lot count: North Little Egypt Road and Site Driveway 1 onstruct Site Driveway 1 with one ingress lane and one shared egress lane (left-right). 21