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Trlanglo Regional Tir!nsrl 19cNparrr ..~%.' nor trwrsir (glory 2.5. Levels of Congestion Purpose & Need i?eporf This section describes traffic operations along the major roadways in the Durham-Orange Corridor. The purpose of this section is to review the measures of effectiveness that indicate the quality of traffic operations and to present the results of the analysis. Major roadways analyzed Include NC 54, US iS-501, NC 147 (the Durham Freeway), and Erwin Road. US 15-501 from NC 86 to the US 15 501/US 15 501 Business split southwest of Durham is classified as an '•. expressway with at-grade signalized and unsignalized intersections. US 15-501 from the ~'~US 15 501/US.35 501 Business split to N~ 147.. is classified as a freeway, with access provided onto and off~of US:15~501 only at interchange. NC 54, from US 15-501 (Fordham Boulevard) to I-40, is classified ._ as an art'erial_with at-grade signaliaed-and ~unsignalixed intersections. NC 147 is classified as a freeway with access provided onto and off of NC 147 only at interchanges. Erwin Road is classified as an arterial with at-grade signalized and unsignalized intersections. 2.5.1. Volume to Capacity Ratios Volume to capacity (V/C) ratios were obtained from the Triangle `=~= "- Regiona~Model In order to understand traffic operations for the major The=volume to<ea~a,~tK~ . . ratio (V/C) is a ratio of roadways within the Durham-Orange Corridor. V/C ratios were roadway demand {volum~N reviewed for the base year {2005) and the future year (2035) in both of traffic} o roadway -- the morning (AM) and evening (PM) peak hours. The segmen#s supply (traffic carrying ~, considered "under capacity" exhibit a V/C ratio less than 0.9. The capacityaftheroadway) segments considered "at capacity" exhibit a V/C ratio between 0.9 and that is used fiA "thustrate 1.1. The segments considered "over capacity" exhibit a V/C ratio ;the level of congestion on greater than or equal to 1.1. a giveh roadway segment; ~. As summarized in Figure 2-13 and Figure 2-14, many roadway __. segments that serve the primary travel markets within the Durham- Orange Corridor would be operating at or over capacity in either the AM and/or PM peak periods by 2035. In addition to these segments projected to be congested in the peak hours, other segments could experience the effects of that congestion as queues on congested road segments extend upstream into segments that are not projected to be congested themselves. .. F i.., '_ - ~ _.' Z._ ~ ~. ~ ~:...f.. ....~. Durham-Orange County Corridor Alternatives Analysis ~ December 2010 ~ 2`.42 DRAFT