1609 E. FRANKLIN STREET HOTEL

Transcription

1 1609 E. FRANKLIN STREET HOTEL TRAFFIC IMPACT STUDY Prepared for: The Town of Chapel Hill Public Works Department Traffic Engineering Division Prepared by: HNTB North Carolina, PC 343 East Six Forks Road Suite 200 Raleigh, NC NCBELS License #: C-1554 January 2015

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3 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table of Contents LIST OF FIGURES... ii LIST OF TABLES/APPENDICES... ii I. Existing Conditions... 1 A. Project Overview... 1 B. Site Location and Study Area... 1 C. Site Description... 2 D. Existing and Proposed Uses in Vicinity of Site... 2 E. Existing and Committed Surface Transportation Network... 2 F. Existing Traffic Conditions... 5 II Build-Out Year + 1 Conditions... 6 A. Future Ambient Area-Wide Traffic Growth Estimation... 6 B. Approved Background Development Traffic Estimation... 6 C. Proposed Project Traffic... 6 i.) Trip Generation... 6 ii.) Adjustments to Trip Generation Rates... 7 iii.) Trip Distribution... 8 iv.) Trip Assignment... 8 D. Future Traffic Forecasts with the Proposed Development... 8 III. Impact Analyses... 8 A. Peak Hour Intersection Level-of-Service Analysis... 8 i.) Methodology... 8 ii.) 2014 Existing Conditions Results iii.) 2017 No-Build Scenario (Condition 2) Results iv.) 2017 Build Scenario (Condition 3) Results v.) 2017 Mitigation Scenario (Condition 4) Results B. Access Analysis C. Signal Warrant Analysis D. Sight Distance Analysis E. Crash Analysis F. Other Transportation-Related Analyses G. Special Analysis/Issues Related to the Project IV. Mitigation Measures/Recommendations A. Planned Improvements B. Background Committed Improvements C. Applicant Committed Improvements D. Necessary Improvements January 2015 i

4 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development List of Figures Figure 1) Project Study Area 2) Site Plan 3) 2014 Existing Intersection Laneage 4) 2014 Existing Pedestrian/Bicycle Facilities 5) 2014 Existing Transit Routes/Stops 6) 2014 Existing Peak Hour Traffic Volumes AM-Noon-PM Peak 7) 2017 Peak Hour Traffic Without Site AM-Noon-PM Peak 8) Site Trip Distribution Percentages 9) 2017 Peak Hour Site Traffic Assignment AM-Noon-PM Peak 10) 2017 Peak Hour Traffic With Site Volumes AM-Noon-PM Peak 11) 2017 Recommended Improvements List of Tables Table Page 1) Existing Study Area Roadways ) Existing Study Area Intersection Details ) Current Study Area Weekday Transit Service ) Traffic Count Information ) Weekday Daily and Peak Hour Vehicle Trip Generation Summary ) Level of Service (LOS) Characteristics ) Capacity Analysis Results - Condition Existing Traffic ) Capacity Analysis Results - Condition Traffic Without Site ) Capacity Analysis Results - Condition Traffic With Site ) Capacity Analysis Results - Condition Traffic With Mitigation ) Study Area Crash Rate Comparison E. Franklin Street Corridor ) Study Area Intersection Crash Summary ) Other Transportation-Related Analyses Appendices A. Figures B. Traffic Count Data C. SYNCHRO Signalized Analysis Output D. Highway Capacity Software Analysis Output E. Crash Data January 2015 ii

5 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development I. EXISTING CONDITIONS A. Project Overview A new mixed-use development, known for this study as the 1609 E. Franklin Street Hotel, located along E. Franklin Street near its intersection with Elliott Road is being proposed in Chapel Hill. The project proposes to construct a 106 room hotel and 28 apartments on two existing parcels on the west side of E. Franklin Street. Figure 1 (found in Appendix A) shows the general location of the site. The project is anticipated to be fully complete by late This report analyzes the complete build-out scenario for the year 2017 (one year after anticipated completion), the no-build scenario for 2017, as well as 2014 existing year traffic conditions. The proposed site concept plan shows two full movement access driveways along E. Franklin Street. No other vehicular access connections are proposed. Figure 2 displays the preliminary concept plan of the 1609 E. Franklin Street Hotel and nearby land uses and roadways. The project is expected to provide 123 parking spaces on a surface parking lot. B. Site Location and Study Area This report analyzes and presents the transportation impacts that the 1609 E. Franklin Street Hotel will have on the following intersections in the project study area: East Franklin Street and Eastgate Shopping Center Access Driveway East Franklin Street and Elliott Road East Franklin Street and Proposed Site Driveways East Franklin Street and Estes Drive The impacts of the proposed site at the study area intersections will be evaluated during the AM, noon, and PM peak hours of an average weekday. The following study is based on background traffic for the existing year, 2014, the year following the estimated site build out year of 2016, as well as the estimated site-generated traffic produced by the hotel development. There are no Town-approved future developments in the immediate project study area that were considered to be constructed by 2017, though there are multiple locations located beyond the study area that may generate additional background traffic. To account for this, an area-wide ambient future traffic growth percentage of 1.4 percent per year was applied to the existing volumes, based on historical average annual daily traffic (AADT) growth rate data provided by the Town of Chapel Hill and NCDOT, and consistent with recent study area traffic impact studies. January

6 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development C. Site Description The 1609 E. Franklin Street Hotel site currently contains two wooded land parcels with several small residential structures. It borders a private residence and the Chapel Hill Fire Station #3 to the north and by the Artgarden Montessori Children s House to the south. It is located immediately adjacent to the Chapel Hill Health and Rehabilitation Center across E. Franklin Street. Additional residential subdivisions, commercial and institutional development are present along E. Franklin Street in the project study area E. Franklin Street Hotel Site (looking north) Image from Google Earth, 2014 All vehicular access will utilize E. Franklin Street via two proposed full access site driveways. The proposed site plan, shown in Figure 2, indicates all parking will be accommodated on-site, through the use of surface parking facilities. No other specific transportation improvements are shown on the concept plans. D. Existing and Proposed Uses in Vicinity of Site The land uses and development in the study area along E. Franklin Street are primarily commercial, with institutional and residential development nearby. The Existing Land Use Plan shown in the 2020 Town of Chapel Hill Comprehensive Plan and adopted June 25, 2012, indicates that the proposed site is designated as institutional. The Future Land Use Plan, that is also a part of the Town Comprehensive Plan, indicates that the parcel would be designated as High Density Residential, 8-15 units/acre. The parcel is currently zoned NC delineating it as neighborhood commercial. E. Existing and Committed Surface Transportation Network Roadways The 1609 E. Franklin Street Hotel project study area features several major arterial roadways serving areas throughout the Town of Chapel Hill and points beyond, as well as some smaller collector and local access streets. Table 1, on the following page, summarizes pertinent information on the study area roadway facilities. AADT data was taken from 2011 AADT mapping produced by the NCDOT Traffic Survey Unit. Figure 3 shows the existing lane configuration, traffic control, and speed limits for these study area roadways. January

7 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table 1. Existing Study Area Roadways Road Name Functional Class* Study Area Cross-Section 2011 AADT Speed Limit Sidewalk On-Street Parking East Franklin Street Estes Drive Elliott Road Other Principal Arterial Minor Arterial Local 5 lane undivided with TWLTL 22, Y N 2 lane undivided / 5 lane undivided with TWLTL 2 lane undivided / 3 lane undivided with TWLTL 15, Y N 7, Y N Eastgate Driveway Local 2 lane undivided N/A 25 Y N TWLTL Two-Way Left-turn Lane * - As defined on the NCDOT Urban Functional Classification Map (2014). Detailed descriptions of several of the major study area roadways are as follows: E. Franklin Street is a major arterial in the study area, serving areas from the US corridor to downtown Chapel Hill. In the study area vicinity, E. Franklin Street is a five lane undivided cross-section with continuous center left-turn lane. There are multiple driveway access points along the roadway and several major street intersections. No on-street parking is permitted along E. Franklin Street in the project study area. Several bus stops are located along the facility. The posted speed limit is 35 mph in the study area. Estes Drive is a minor east-west arterial that connects residential and commercial areas of north/central Chapel Hill. In the study area, Estes Drive is an undivided facility with a fivelane cross section east of E. Franklin Street that features a continuous center left-turn lane with a 35 mph speed limit. It transitions to a two-lane undivided facility west of E. Franklin Street. Several bus stops are located along the facility. Elliot Road is a local/collector street that provides access to residential neighborhoods west of E. Franklin Street and commercial shopping centers and development to the east. The section west of E. Franklin Street is a two-lane facility and widens to a three-lane crosssection with continuous left-turn lanes east of E. Franklin Street. The posted speed limit is 25 mph in the study area. On-street parking is not permitted. Eastgate Shopping Center Driveway is a local access street that provides access to the Eastgate shopping center and connectivity to Ephesus Church Road east of the study area. It is a two-lane facility with a posted speed limit of 25 mph in the study area. On-street parking is not permitted. Intersections Table 2 summarizes all three existing study area intersections, traffic control features, and pedestrian amenities at each. Laneage details and intersection turn bay lengths are also detailed on Figure 3. January

8 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Intersection Table 2. Existing Study Area Intersection Details Traffic Control Signal Phases Signal Operation Cross walk Ped Signals East Franklin Street and Eastgate Shopping Center Driveway Sig 2 Coordinated Yes Yes (2) East Franklin Street and Elliott Road Sig 8 Coordinated Yes Yes (4) East Franklin Street and Estes Drive Sig 8 Coordinated Yes Yes (4) Sig Signalized, Unsig Unsignalized Ped Signals (Number of Approaches Featuring Signals) The project study area along E. Franklin Street features a mixture of signalized intersections at major intersections and unsignalized intersections at minor local access street and private driveway connections. The corridor features coordinated signal operation for weekday peak hours, with current information from the Town of Chapel delineating the signals into two control zones. Bicycle Routes and Sidewalks Specific bicycle facilities are not present in the immediate study area. Pedestrian sidewalk exists along both sides of E. Franklin Street through the study area. Additional connectivity exists along the Estes Drive and Elliott Road corridors. Sidewalk is also present on one side of Eastgate Shopping Center Driveway. Crosswalks and pedestrian signals are present in several quadrants at the three signalized study area intersections. Mid-block unsignalized crosswalks are also present across E. Franklin Street (near the proposed site) and at the Eastgate Shopping Center in the study area. The Lower Booker Creek Trail greenway currently connects to E. Franklin Street in the project study area. Figure 4 displays a schematic of existing pedestrian facilities in the project study area. Transit Routes Current Chapel Hill Transit (CHT) Routes CL, D, F, and DX serve the project study area along E. Franklin Street, Estes Drive and Elliott Road with weekday bus service. Several bus stops, with a range of amenities (shelters, benches), are present in the study area. Table 3 details the four current CHT routes serving the study area. Most buses run on 15, 30, or hour headways during weekday peak service periods. Triangle Transit provides regional bus service to the immediate study area via the 400 and 405 Routes that run along E. Franklin Street and US between Chapel Hill and Durham. Service for these routes occurs at 30 minute headways during peak weekday periods. Figure 5 displays transit routes and bus stops that currently exist in the project study area. Transit trips generated by the 1609 E. Franklin Street Hotel site are discussed in the following sections of this report, as the proximity and frequency of transit service directly within the existing/proposed site may account for a measurable portion of site trips. January

9 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table 3. Current Study Area Weekday Transit Service Route Headways (minutes) AM Peak Chapel Hill Transit PM Peak Off Peak CL N/A D F DX N/A Triangle Transit Study Area Stops Village Plaza Eastgate Shopping Center Village Plaza Eastgate Shopping Center Village Plaza University Mall Timberlyne Shopping Ctr Westminster Circle NC 86 Corridor E. Franklin Street Corridor N/A E. Franklin Street Corridor Destinations Colony Lake Residential Downtown Chapel Hill UNC Campus/Hospitals Area UNC Campus/Hospitals Area Culbreth Road Eastowne Ephesus Church Road Downtown Chapel Hill Carrboro UNC Campus/UNC Hospitals Downtown Chapel Hill E. Chapel Hill HS/Cedar Falls Pk Downtown Durham New Hope Commons Downtown Chapel Hill/UNC Campus Downtown Durham Downtown Chapel Hill/UNC Campus Recommended/Committed Surface Transportation Improvement Projects There are no committed/programmed NCDOT State Transportation Improvement Program (STIP) projects, Town of Chapel Hill transportation improvement projects, or private development-related projects to improve roadway facilities in the study area that are expected to be complete by F. Existing Traffic Conditions Figure 6 shows the existing AM, noon, and PM peak hour traffic volumes for the study area intersections. The turning movement counts used to determine these volumes were conducted in April 2014 for two study area intersections during the weekday periods 7:00-9:00 AM, 11:30 AM 1:30 PM, and 4:00 6:00 PM. For the intersection of E. Franklin Street and Estes Drive, previous count data from April 2013 was taken from the Glen Lennox Redevelopment Traffic Impact Study. All turning movement count output is found in Appendix B. Traffic count information shows traffic flows on E. Franklin Street were heavy during the AM and PM peak count periods, with southbound flows into downtown Chapel Hill heaviest in the AM peak and northbound return flows heaviest in the PM peak. Traffic on Estes Drive was moderate to heavy during the peak commuting periods. Traffic flows were light to moderate on the remaining study area roadways that function as collector or local access streets. Table 4 provides a detailed listing of each intersection count, peak hour, and count date. January

10 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table 4. Traffic Count Information Traffic Count Location East Franklin Street and Eastgate Shopping Center Driveway East Franklin Street and Elliott Road East Franklin Street and Estes Drive Period Counted AM Peak Noon Peak PM Peak AM Peak Noon Peak PM Peak AM Peak Noon Peak PM Peak Peak Hour 8:00 9:00 AM 12:15 1:15 PM 4:45 5:45 PM 8:00 9:00 AM 12:15 1:15 PM 4:45 5:45 PM 7:45 8:45 AM 12:00 1:00 PM 5:00 6:00 PM Count Date 4/1/14 4/1/14 4/24/13 II BUILD-OUT YEAR+1 CONDITIONS A. Future Ambient Area-Wide Traffic Growth Estimation Based on information on average daily traffic collected by the Town of Chapel Hill and the NCDOT, a yearly ambient traffic growth rate of 1.4 percent per year was used for the short-term 2017 design year capacity analyses. This rate is based on previous and anticipated growth trends for this area from Town and NCDOT average daily traffic information from the period , and matches detailed long-range growth estimates made for the Glen Lennox Redevelopment Traffic Impact Study, prepared by HNTB in October B. Approved Background Development Traffic Estimation Per information from Town of Chapel Hill staff and information from the Town s Planning Department Development Activity Map (current as of April 2014), no Town-approved developments that are either currently under construction or are expected to be built out and fully operational by the 2017 design analysis year exist within the specific project study area. Multiple developments are planned or ongoing around the Town as of the time of this study, but their effects are captured within the ambient area-wide growth estimates as described previously. Figure 7 shows the estimated 2017 Build-out Year+1 peak hour background traffic volume projections. C. Proposed Project Traffic i. Trip Generation Projected trips for the proposed development were generated based on the ITE Trip Generation Manual (Institute of Transportation Engineers, 9 th Edition, Standard ITE generation information was used for this study. No adjustments to trip generation rates (due to internal trips, pass-by trips, transit trips, pedestrian/bicycle trips) were made, as raw ITE data was used to make a conservative estimate of vehicular trips. Trip generation methodologies for estimated trips generated by the proposed hotel use NCDOT recommended average rates as the generating statistic, along with number of hotel rooms January

11 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development as the generating variable. The apartment component uses equation-based generation rates. Table 5 shows the number of vehicular trips generated by existing 1609 E. Franklin Street Hotel during the weekday AM, noon, and PM peak hours of adjacent streets, based on the generation methodologies and comparisons described above. A peak hour truck percentage of two percent was estimated for all site-generated traffic. Time Period Table 5. Weekday Daily and Peak Hour Vehicle Trip Generation Summary Hotel 106 Rooms Apartments 28 Units Total Development Enter Exit Enter Exit Enter Exit Total Daily ,160 AM Peak Hour Noon Peak Hour* 33* 27* 12* 13* 45* 40* 85* PM Peak Hour * - No ITE Data Available, Assumed Average of AM/PM Peak Hour Data ii.) Adjustments to Trip Generation Rates Raw ITE trip generation estimates for daily and peak hour trips have the potential to be adjusted for the following factors to reduce raw trip generation estimates to actual estimated vehicular trips produced by the 1609 E. Franklin Street Hotel development. a.) Internal Capture The land uses proposed for 1609 E. Franklin Street Hotel development would not exhibit the potential for internally-captured trips for any on-site uses. No additional modifications or reductions were made to trip generation results to account for internal capture. b.) Modal Split The study area is well served by several CHT and Triangle Transit fixed bus routes with frequent existing service and also has facilities for pedestrians and bicyclists with good connectivity to trip attractions in downtown Chapel Hill, the UNC Main Campus and the US commercial corridor between Chapel Hill and Durham. Though it is highly likely that a portion of all site trips will utilize a mode other than single-occupant vehicles, to be conservative no quantitative estimate was made to reduce trip generation data for transit, walk trips or bicycle trips. c.) Pass-by Trips No pass-by trips were accounted for in this study, since the proposed 1609 E. Franklin Street Hotel is not a typical pass-by trip generator. d.) Trip Generation Budget Current information from the Applicant about the 1609 E. Franklin Street Hotel indicates that the project will be built out in one phase. No adjustments or recommendations for a trip generation budget are made for this study if the development is ultimately built to 106 guest rooms and 28 apartments (the trip generating variable used here). January

12 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development iii.) Trip Distribution Trip distribution for site-related traffic was based existing daily and peak hour traffic patterns to determine the directional peak hour characteristics of traffic to and from the site from the major study area thoroughfares. No local trips to/from lower volume collector and residential streets were estimated, though the possibility exists a small portion of trip-making may occur to/from these local streets. Basic distribution estimates for the proposed hotel utilized existing peak hour turning movement counts and overall daily traffic volumes along the higher volume arterial and collector streets to estimate a basic distribution of trips that would be consistent for all three peak analysis hours. It was also assumed that site driveway trips would enter/exit at equal proportions. Figure 8 presents the projected trip distribution traffic percentages for the proposed site in iv.) Trip Assignment Figure 9 shows the corresponding site traffic volumes distributed on the 2017 study area network. Total volumes into and out of the site correspond to total external vehicular trips generated, based on the trip generation methodology developed previously. It was assumed that the proposed site access points along E. Franklin Street would be allowed full access for future traffic assignment. D. Future Traffic Forecasts with the Proposed Development Figure 10 displays the 2017 Build-out+1 year projected study area traffic volumes with site traffic added. These traffic volumes represent the aggregate traffic growth over existing traffic volumes for ambient traffic growth and estimated site traffic assignments for the 1609 E. Franklin Street Hotel. III. IMPACT ANALYSES A. Peak Hour Intersection Level of Service Analysis i.) Methodology Evaluation of traffic operations on suburban arterials is most effective through the determination of level of service (LOS) criteria. The concept of level of service correlates qualitative aspects of traffic flow to quantitative terms. This enables transportation professionals to take the qualitative issues, such as congestion and substandard geometrics, and translate them into measurable quantities, such as operating speeds and vehicular delays. The 2010 Highway Capacity Manual (HCM 2010) characterizes level of service by letter designations A through F. Level of service A represents ideal low-volume traffic operations, and level of service F represents over-saturated high-volume traffic operations. Level of service is measured differently for various roadway facilities, but in general, level of service letter designations are described by the following in Table 6. January

13 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table 6. Level of Service (LOS) Characteristics Level of Service Description LOS A Free flow Freedom to select desired speed and to maneuver is extremely high General level of comfort and convenience for motorists is excellent LOS B Stable flow Other vehicles in the traffic stream become noticeable Reduction in freedom to maneuver from LOS A LOS C Stable flow Maneuverability and operating speed are significantly affected by other vehicles General level of comfort and convenience declines noticeably LOS D High density but stable flow Speed/freedom to maneuver are very restricted General level of comfort / convenience is poor Small increases in traffic will generally cause operational problems LOS E Unstable flow Speed reduced to lower but relatively uniform value Volumes at or near capacity level Comfort and convenience are extremely poor Small flow increases or minor traffic stream disturbances will cause breakdowns LOS F Forced or breakdown flow Volumes exceed roadway capacity Formation of unstable queues Stoppages for long periods of time because of traffic congestion Per Vehicle Delay at Signal Per Vehicle Delay at Stop Sign < 10.0 sec < 10.0 sec sec sec sec sec sec sec sec sec > 80.0 sec > 50.0 sec The Synchro Professional Version 7 operations analysis software was used to analyze peak hour conditions at signalized intersections. The Highway Capacity Software (HCS+ Version 6.0) was used to analyze peak hour conditions at unsignalized intersections. The minimum acceptable peak hour intersection level of service established for this project is LOS D for signalized intersections or LOS E for critical movements at unsignalized intersections, or no increase in delay for signalized intersections operating below LOS D or unsignalized intersection critical movements operating below LOS E without the inclusion of site traffic. The following four conditions were evaluated: Condition 1 - Existing Traffic Condition Traffic without Site Traffic Condition Traffic with Site Traffic Volumes Added Condition Traffic with Site Traffic and Improvements January

14 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development The results of this analysis are based on the procedures presented in the HCM 2010 and performed with the corresponding capacity analysis software described previously. The methodology of evaluating each condition for signalized intersections is presented below: Condition 1 Use current Town of Chapel Hill data for the cycle length, splits and offsets of individual signalized intersections and report LOS and delay values from Synchro. Conditions 2 and 3 Reoptimize the cycle lengths and splits of individual intersections in Synchro, if existing timing data does not provide adequate overall intersection LOS. Adjust cycle lengths, splits, and offsets, if necessary, if the signal is currently operating in a coordinated system. The optimized signal timing information will be held constant for both Conditions, to provide a means to compare effects of the proposed site traffic. Condition 4 Optimize coordinated traffic signals for effects of recommended mitigation strategies that change existing/committed changes to lane geometrics. Evaluate the potential for different signal phasing schemes (left-turn lag phases, for example). Retain existing split minimums and any pedestrian timing values. Recommendations, if warranted, will be made to obtain at least LOS D for the intersection as a whole. The net effect of this process is that direct comparisons, by movement, of delay and LOS between each of the three conditions are impossible because splits and cycle lengths can and do change between conditions. The pertinent statistic of this analysis is the overall intersection level of service and delay. Improvements to deficient intersections in Condition 3 were made by first attempting to adjust signal operations via changes in cycle lengths, splits and/or with acceptable adjustments to signal phasing. If that did not produce satisfactory results for all intersections, geometric improvements to improve intersection capacity were considered for the deficient intersections. Appendix C contains the Synchro output for all four conditions (where applicable). The proposed site driveway unsignalized intersections were analyzed directly in HCS. Their results were evaluated on a per-movement basis, since HCS does not produce an overall intersection level of service for unsignalized intersections. Thus, intersections with deficient (LOS F) movements in Condition 2 would need to be evaluated for improvements in Condition 3. This methodology differs from signalized intersections, where one or more movements at an intersection may be deficient in Condition 2, but as long as the overall intersection level of service does not fall below LOS D, no intersection improvements are deemed necessary. Appendix D contains the HCS output for all unsignalized intersections under study. ii.) 2014 Existing Conditions Results Table 7 presents the results for the existing year traffic conditions as compiled from field data. The table lists LOS and delay values for those movements that are in existence at this time. It also only lists data for individual movements encountering delay at the stopcontrolled intersections (which do not have an overall intersection delay value produced by HCS). January

15 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Currently, all study area signalized intersections operate at acceptable levels of service for all of the analyzed 2014 peak hours, with the exception of E. Franklin Street and Estes Drive. Based on existing peak hour traffic volumes, this intersection is over capacity in the noon and PM peak hours and nearly so in the AM peak hour. The combination of eightphase traffic signal operations, with protected only left-turn signal operation at all approaches, and high volume turning movements cause excessive delay for multiple movements, with significant traffic queues. Table 7. Capacity Analysis Results for Study Area Intersections Condition Existing Traffic Average Vehicular Delay LOS Intersections (seconds/vehicle) AM Noon PM AM Noon PM E. Franklin Street and Eastgate Shopping Ctr Drivewy A B B WB LT WB RT NB THRT SB LT SB THRT E D A A A E D A A A E D A B A E. Franklin Street and Elliott Road C C C EB LT EB THRT WB LT WB THRT NB LT NB THRT SB LT SB THRT D E D E E B A B C D D E E C B B C E D E E C C B E. Franklin Street and Estes Drive D E E EB LT EB THRT WB LT WB TH WB RT NB LT NB THRT SB LT SB THRT E D E E B E D E D E E E E D E D E D F E E F D F E F E N/A => Not Applicable, i.e. movement is non-existent or overall intersection values are not reported for unsignalized intersections BOLD/ITALICS Movement or overall intersection is over Town TIS Guidelines threshold capacity iii.) 2017 No-Build Scenario (Condition 2) Results Table 8 presents the results for the 2017 Build-out+1 analysis year estimated traffic conditions without the impacts of site-related traffic. This analysis includes the application of the 1.4 percent per year ambient growth factor to existing traffic volumes. No additional traffic related to future background site development projects was included in this analysis. A summary of operations is given after the tabular information. January

16 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table 8. Capacity Analysis Results for Study Area Intersections Condition Traffic Without Site Average Vehicular Delay LOS Intersections (seconds/vehicle) AM Noon PM AM Noon PM E. Franklin Street and Eastgate Shopping Ctr Drivewy A B B WB LT WB RT NB THRT SB LT SB THRT E D A A A E D A A A E D A B A E. Franklin Street and Elliott Road C C C EB LT EB THRT WB LT WB THRT NB LT NB THRT SB LT SB THRT D E D E E B A B C D D E E C B B C E D E E C D B E. Franklin Street and Estes Drive D E E EB LT EB THRT WB LT WB TH WB RT NB LT NB THRT SB LT SB THRT E D E E B E D E D F E E E D E D E D F E E F D F E F E N/A => Not Applicable, i.e. movement is non-existent or overall intersection values are not reported for unsignalized intersections BOLD/ITALICS Movement or overall intersection is over Town TIS Guidelines threshold capacity During Condition Without Site Traffic, all study area intersections are expected to still operate at acceptable levels of service for all analyzed peak hours, again with the exception of the high volume E. Franklin Street/Estes Drive intersection. For the Condition 2 analysis, existing 2014 signal timings and system operations were held constant to examine the effects of potential background traffic growth. There are no committed NCDOT, Town, or private development background improvement projects in the project study area that are expected to be complete by iv.) 2017 Build Scenario (Condition 3) Results Table 9 presents results for 2017 Build-out+1 year estimated traffic conditions, including impacts of site-related traffic. In general, the addition of site-related traffic will marginally increase delays at intersections and is not expected to cause additional intersections or January

17 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development critical intersection stop-controlled movements to drop to deficient levels in the 2017 analysis year. Table 9. Capacity Analysis Results for Study Area Intersections Condition Traffic With Site Average Vehicular Delay LOS Intersections (seconds/vehicle) AM Noon PM AM Noon PM E. Franklin Street and Eastgate Shopping Ctr Drivewy A B B WB LT WB RT NB THRT SB LT SB THRT E D A A A E D A A A E D A B A E. Franklin Street and Elliott Road C C C EB LT EB THRT WB LT WB THRT NB LT NB THRT SB LT SB THRT D E D E E B A B C D D E E C B B C E D E E C D B E. Franklin Street and Estes Drive D E E EB LT EB THRT WB LT WB TH WB RT NB LT NB THRT SB LT SB THRT E D E E B E D E D F E E E D E D E D F E E F D F E F E E. Franklin Street and Site Driveway #1 N/A N/A N/A N/A N/A N/A EB LTRT NB LT C B C B C B E. Franklin Street and Site Driveway #2 N/A N/A N/A N/A N/A N/A EB LTRT NB LT C B C B C B N/A => Not Applicable, i.e. movement is non-existent or overall intersection values are not reported for unsignalized intersections BOLD/ITALICS Movement or overall intersection is over Town TIS Guidelines threshold capacity Site-related traffic marginally increases overall signalized intersection delay at all three signalized study area intersections, with all signal timings and operational characteristics January

18 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development held constant from 2017 Condition 2 No-Build inputs. Unsignalized capacity analyses at the two proposed site driveways indicates that acceptable operations at each driveway will occur in all three peak hours in the 2017 Build scenario. The intersection of E. Franklin Street and Estes Drive is still expected to operate over capacity in the noon and PM peak hours and will be analyzed for mitigation options in Section III.A.v. below. v.) 2017 Mitigation Scenario (Condition 4) Results Table 10, on the following page, presents results for 2017 Build-out+1 year estimated traffic conditions, including impacts of site-related traffic and mitigation necessary to meet Town of Chapel Hill Guidelines and proposed recommendations from this study. The E. Franklin Street and Estes Drive intersection was investigated for operational improvements to mitigate existing deficiencies and provide improvements that would allow it to at least operate at 2017 predicted levels without the inclusion of site traffic. Current signal timings and operations along the E. Franklin Street corridor were reoptimized and coordination between the three project study signalized intersections was implemented. Results indicate that these adjustments may marginally improve operations at E. Franklin Street/Estes Drive to levels that are slightly better than 2017 Condition 2 No-Build scenarios. No further geometric improvements to this intersection were tested, though it is likely that to completely resolve existing operational deficiencies would include the need to add capacity at one or several approaches. In addition to improvements at E. Franklin Street and Estes Drive, an additional improvement tested in Condition 4 was to combine the two proposed site driveway into a single access point with separate exiting left-turn and right-turn lanes. This improvement, studied for safety reasons and not strictly operational issues would still allow adequate operations for site traffic entering and exiting the site in Additional recommended details for intersection improvements are contained in Section IV.D. B. Access Analysis Vehicular site access is to be accommodated by two full movement access driveways connecting to E. Franklin Street about 450 feet to the south/west of its signalized intersection with the Elliott Road. Design details related to driveway throat lengths are shown on the concept plan and assume an approximate 25 foot driveway throat at each driveway. A two-way internal driveway circulation system to all surface parking areas is also shown on the plans. Driveway distances along E. Franklin Street from the signalized intersections at Estes Drive and Elliott Road are approximately 2,000 feet and 450 feet, respectively, and are acceptable, based on recommendations of 100 foot minimum corner clearance as set forth in the 2003 NCDOT Policy on Street and Driveway Access to North Carolina Highways and the 250 foot minimum along arterial streets specified in the 2005 Town of Chapel Hill Design Manual The proposed spacing between the proposed driveways (140 feet) and between the proposed driveways and adjacent existing driveways (approximately feet) is less than the recommended 750 foot spacing along arterial roadways found in Table 4-A-1 in the Town Design Manual. Access for pedestrians and bicyclists is adequate in the project study area. Sidewalk is present on both sides of E. Franklin Street adjacent to the site and exists along the major street January

19 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development connections along E. Franklin Street. Crosswalk and pedestrian signals exist across the three major signalized study area intersections near the 1609 E. Franklin Street Hotel site. No specific bicycle amenities are present along E. Franklin Street, but no restrictions to bicycle usage are present either. Table 10. Capacity Analysis Results for Study Area Intersections Condition Traffic With Site & Mitigation Average Vehicular Delay LOS Intersections (seconds/vehicle) AM Noon PM AM Noon PM E. Franklin Street and Eastgate Shopping Ctr Drivewy A B B WB LT WB RT NB THRT SB LT SB THRT E D A A A E D A A A E E A B A E. Franklin Street and Elliott Road C C C EB LT EB THRT WB LT WB THRT NB LT NB THRT SB LT SB THRT D E D E D B A B D E D E F B B B D E E F F B C B E. Franklin Street and Estes Drive D E E EB LT EB THRT WB LT WB TH WB RT NB LT NB THRT SB LT SB THRT E D F E C E D F D F E E F D E D F C F E E F D F E F E E. Franklin Street and Combined Site Driveway N/A N/A N/A N/A N/A N/A EB LT EB RT NB LT C B B C B B D B B N/A => Not Applicable, i.e. movement is non-existent or overall intersection values are not reported for unsignalized intersections BOLD/ITALICS Movement or overall intersection is over Town TIS Guidelines threshold capacity January

20 C. Signal Warrant Analysis Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Based on projected 2017 traffic volumes and current/proposed access plans, no unsignalized study area intersections would warrant the installation of a traffic signal, based on the methodology found in the 2009 Manual on Uniform Traffic Control Devices (MUTCD). D. Sight Distance Analysis In general, sight distance issues entering/exiting the existing 1609 E. Franklin Street Hotel driveway would be minimal, considering the fact that E. Franklin Street has no horizontal curvature in the vicinity of proposed access locations and vertical curvature at these locations is minimal, giving exiting traffic adequate sight distance in both directions. E. Crash Analysis Data from the NCDOT Traffic Safety Unit was requested and was provided for the period 3/1/2009 to 2/28/2014 for the segment of E. Franklin Street from Estes Drive to the Eastgate Shopping Center access driveway. Additionally, information was provided for crashes at all major study area intersections for this time period. Raw crash data is located in Appendix E. E. Franklin Street Corridor There were 160 crashes reported along the E. Franklin Street study area corridor between Estes Drive and Eastgate Shopping Center over the five year period. In this 0.68 mile segment, crash types were primarily rear-end crashes, with several other crash types occurring. 88 of the 160 crashes were rear-end type crashes. The next highest crash types included 18 angle crashes, 22 left-turn crashes, and 13 sideswipe crashes. Table 11 presents a comparison between the E. Franklin Street study area crash rates and the latest North Carolina statewide rates for the period (compiled by NCDOT Traffic Safety Unit). Overall, the number of crashes along E. Franklin Street in the project study area are much higher than statewide averages for similar facilities (four-lane undivided with continuous center turn lane) in every reported category. The crash severity for fatal crashes is lower than statewide averages, but higher for injury crashes. Table 11. Study Area Crash Rate Comparison E. Franklin Street Corridor Statistic Crashes Per 100 Million Vehicle Miles East Franklin Street Estes Drive to Eastgate Shopping Center NC Statewide Average* 4-Lane with Continuous Left-Turn Lane Total Crash Rate Fatal Crash Rate Non-Fatal (Injury) Crash Rate Night Crash Rate Wet Crash Rate * - Data for Urban Secondary Routes January

21 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Study Area Intersections In addition to the crash comparison for the project study corridor, individual intersection crash data for the five year period was provided and results are shown in Table 12. Crash rate information taken from the crash reports indicates that the E. Franklin Street intersections with Estes Drive and Elliot Road have similar crash rates and represent a significant number of crashes when compared to overall corridor data. Intersection Table 12. Study Area Intersection Crash Summary Number of Total Crashes Crashes Per 100 Million Vehicles Entered East Franklin Street and Eastgate Shopping Center Driveway East Franklin Street and Elliott Road East Franklin Street and Estes Drive Though no specific intersection crash data is available for the Chapel Hill Health and Rehabilitation Center driveway that is located directly opposite the proposed hotel site, study corridor crash data indicated that 4 crashes in 5 years occur in the vicinity of this opposing driveway. F. Other Transportation-Related Analyses Other transportation-related analyses relevant to the 2001 Town of Chapel Hill Guidelines for the preparation of Traffic Impact Studies were completed as appropriate. The topics listed in Table 13 are germane to the scope of this study. G. Special Analysis/Issues Related to Project Based on discussions with Town of Chapel Hill staff, there are no special issues or analyses beyond the ones already discussed for this proposed site. IV. MITIGATION MEASURES/RECOMMENDATIONS A. Planned Improvements There are no Town of Chapel Hill or North Carolina Department of Transportation improvement projects for study area roadway facilities within the analysis year time frame of B. Background Committed Improvements There are no specific geometric or operational improvements to study area roadway intersections or facilities related to background private development projects that are expected to be completed between 2014 and To make an comparative assessment of changes in traffic operations between the 2014 existing year, 2017 No-Build Scenario and 2017 Build Scenario, it is not assumed that signal timing reoptimization would occur for the E. Franklin Street corridor by the year January

22 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development Table 13. Other Transportation-Related Analyses Analysis Long-Range Planning Level Daily Volume-Capacity Analysis Turn Lane Storage Requirements Comment Due to the fact that the proposed site will add less than 1,000 daily trips to the study area network, no long-range daily v/c analysis was conducted for this study. Storage bay lengths at study area intersections were analyzed using Synchro and HCS 95 th percentile (max) queue length estimates for the 2017 Build Scenario. The E. Franklin Street/Estes Drive intersection eastbound approach has existing and projected queues that exceed its current storage bays that may need additional geometric improvement in the future. Left-turn bays at Elliot Road and the Eastgate Shopping Center may not provide adequate storage during peak hour conditions, based on existing storage distances and projected queue lengths. However, options to extend these storage distances are limited by the presence of nearby existing full access driveways. No other recommendations for improvements to storage bays are expected, based on the analysis results. Appropriateness of Acceleration/ Deceleration Lanes Pedestrian and Bicycle Analysis Public Transportation Analysis The site concept plan shows no specifics related to acceleration/deceleration lanes. Based on existing cross-section details, corridor speeds on E. Franklin Street and capacity analysis results, no specific acceleration or deceleration lanes are recommended at proposed site access points. No other specific acceleration/deceleration lane issues were analyzed in the project study area. Existing pedestrian and bicycle access and connectivity is adequate along the E. Franklin Street corridor adjacent to the site. Sidewalk exists along major connecting streets along the corridor and pedestrian crossings and signals are present at signalized intersection. An additional mid-block crosswalk exists 750 feet to the south of the proposed site along E. Franklin Street. No delineated bicycle lanes or wide outside lanes are present in the project study area. The Lower Booker Creek Trail Greenway terminates along E. Franklin Street just north of the Eastgate Shopping Center Driveway intersection, providing additional bicycle and pedestrian connectivity to the area. Public transportation service to the study area, and to the proposed site, is excellent with multiple bus stops and multiple local and regional bus routes on E. Franklin Street proximate to the site. C. Applicant Committed Improvements Based on the preliminary site concept plans and supporting development information provided, there are no specific external transportation-related improvements proposed adjacent to the 1609 E. Franklin Street Hotel. January

23 Town of Chapel Hill: Traffic Impact Study 1609 E. Franklin Street Hotel Proposed Commercial Development D. Necessary Improvements Based on traffic capacity analyses for the 2017 design year, and analyses of existing study area turning bay storage lengths and site access, the following improvements are recommended as being necessary for adequate transportation network operations (see Figure 11). 1) Retime the E. Franklin Street and Estes Drive intersection to optimize overall capacity given the existing intersection geometrics and progression along E. Franklin Street. Also, retime the upstream signals at Elliot Drive and the Eastgate Shopping Center access driveway to promote coordinated traffic operations along E. Franklin Street. Current information from the Town of Chapel Hill suggests that the Estes Drive corridor may not be coordinated with the E. Franklin Street intersections at Elliot Drive and the Eastgate Shopping Center. Bringing those two intersections into coordination with the Estes Drive corridor may marginally improve operations at the critical E. Franklin Street/Estes Drive intersection. If additional measures are required to improve traffic operations at this intersection, geometric improvements may likely be needed. Since the recommended signal timing improvements allow the intersection to operate slightly better than the 2017 No-Build operations analysis results, and thus meet Town requirements for mitigation, no additional geometric improvements were tested. The proposed signal timing improvements are recommended in order to mitigate impacts from the 1609 E. Franklin Street Hotel site and improve conditions to at least 2017 No- Build levels. 2) Due to the fact that the proposed site access driveways do not meet Town design standards for adequate driveway separation, and the fact that their proposed locations do not align with the existing Chapel Hill Health and Rehabilitation Center driveway on the opposite side of E. Franklin Street, it is recommended that the Applicant consider revising the site plan for a single full movement access driveway that would be located immediately opposite the Chapel Hill Health and Rehabilitation driveway. This improvement would reduce the number of vehicular conflict points in this vicinity and improve safety along the E. Franklin Street corridor, which has a history of high numbers of vehicle crashes due to a continuous center left-turn lane and multiple driveway access points. Capacity analysis results indicate that a single full movement access driveway, with separate left-turn and right-turn lanes, will still provide adequate traffic operations in the 2017 analysis year and not cause undesirable on-site vehicular queues. This improvement is recommended specifically for the 1609 E. Franklin Street Hotel project. January

24 Appendix A Figures

25 LEGEND = Existing Building Footprint = Existing Study Area Intersection = Proposed Site Driveway = Proposed Site Parcel 1609 E. Franklin Street Hotel Traffic Impact Study PROJECT STUDY AREA MAP DATE: January 2015 FIGURE 1