Agenda - 10-19-2010 - 8a - Laserfiche WebLink

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NC 54 / 1-40 CORRIDOR STUDY EXECUTIVE SUMMARY 19 Conclusions The analysis of growth and transportation indicates that substantial capacity improvements will be needed y by 2035 with or without new development anticipated to occur in the corridor. The 1-40 interchange at NC 54 is fast approaching its capacity, and the proximity of the Farrington Road intersection creates operational challenges that affect much of the corridor. Heavy through traffic volumes projected along the corridor require intersection modifications that will help reduce delay. While the planned light rail transit system will help when it becomes operational sometime around 2025, it will not eliminate congestion. Rather, the light rail network provides a sound basis to guide future growth into the planned station areas as part of a nodal development strategy that will help reduce trip lengths, lower vehicle miles traveled per capita, and provide for more location-efficient housing choices to-increase the f inancial flexibility of those residents. Implementation of an interim service of higher-capacity Bus Rapid Transit can enable some phasing of more intense development along the corridor until light rail becomes operational. Gaps in the local transit network need to be filled with higher frequency service in the peak periods. While the recommended land use plan increases,growth in the corridor beyond the levels assumed for the adopted Long Range Transportation Plan, most of that additional growth is expected to occur in Grange County because the LRTP assumptions appear low relative to development potential and future plans on the part of the University of North Carolina. The recommended phasing plan for the transportation network creates better mobility for the next 15 to 20 years through the "superstreet" operational improvements. The elevated bypass from eastbound NC 54 to eastbound 1-40 will also be needed between 2015 and 2020 to maintain a functioning intersection at Farrington Road and NC 54, allowing access to adjacent properties. Additional direct access ramps from 1-40 into the proposed Leigh Village development will be necessary before 2035 to support anticipated growth that should only occur with the construction of a light rail system. These ramps can be designed to avoid impacts to Leigh Farm Park and other sensitive neighborhoods. Geometric functional designs have been developed to guide these needed capacity improvements. As indicated, due to traffic impacts, much of the anticipated future growth will need to wait until the light rail system is operational and can help moderate auto travel demand. However, the plan calls for expanded park-and-ride opportunities, including a new parking structure immediately northwest of the I- 40/NC 54 interchange to improve mobility and regional access into the corridor.Additional park-and-ride lots would serve other travel markets. Expanded local bus, Bus Rapid Transit, and commuter express routes are planned to meet the corridor's growing needs in the interim to light rail, and these services will complement the rail system when it is built. A network of non-motorized transportation facilities, along with signage/markings for shared on-road use where appropriate, is needed to create a more accessible corridor and study area. This addresses travel along the NC 54 corridor by bicyclists and pedestrians, as well as crossing the corridor safely and efficiently. Elsewhere in the study area, the network provides additional connections between residential areas, commercial destinations and regional facilities, such as the American Tobacco Trail. Establishing benchmarks and targets is an effective way to measure progress toward plan implementation. The NC 54/1-40 Corridor Study is a multi-year, multi-phase master plan aimed at improving overall mobility and accessibility, consistent with plans to create development focal points as places that become multipurpose destinations. Given the concerns of some residents and many stakeholders about traffic AUGUST 2010-- DRAFT FINAL REPORT 16