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24 <br />Land Use Pattern and Transportation Capacity Guidelines <br />Land Use and Transportation planning are the linchpins of creating an efficient <br />and valuable economic development district. The primary impact of traffic can <br />affect the quality of an effective pattern of land use for internal and external areas <br />around an EDD. <br />The land use pattern incorporated in the economic development design manual <br />is the preferred scenario to separate certain uses from incompatible land uses <br />and provide for a mixed use core to promote a transit - oriented development. In <br />addition, varying employment and wage opportunities prosper in an area where <br />different businesses and industry are permitted. <br />Therefore the following issues must necessarily be considered during the <br />comprehensive review, rezoning analysis and development process. of each <br />portion of the Hillsborough Area EDD and to consider the cumulative impacts of <br />various proposals. <br />1. Promotion of various non- residential uses that when mixed create a lower <br />overall traffic impact because of the variations in traffic generation as well <br />as different peak traffic periods. <br />2. Roads in the area will inevitably have to be widened to 4 lane divided <br />highway crossection (i.e., Old 86 and NC 86). Even with widening <br />ultimate capacity is limited to approximately 35,000 - 40,000 trips a day. <br />Intersections with 1-40 and 1 -85 will also have to be expanded to <br />accommodate EDD traffic. -The timing of road construction should be <br />synchronized with development. <br />3. Other roads such as bypasses and interconnected roadway networks <br />must be planned to distribute traffic in and around Hillsborough to protect <br />the limitations of the road network in downtown Hillsborough. <br />4. Continued town and county efforts of coordination include transportation <br />improvements on Department of Transportation Traffic Improvement Plan. <br />5. Limitations on retail development are necessary because of the very high <br />traffic generation rate. Retail areas can be spread out amongst the district <br />so point source traffic loads do not overburden specific areas and in <br />addition dispersed retail would support other non - residential uses. If a <br />majority of retail was permitted through the EDD area then the roads <br />would be over capacity and remaining undeveloped properties would be <br />relatively unable to make improvements to correct the inadequate <br />transportation level of service. <br />Although the roadway networks in the area are under review to consider long <br />term expansion as well as new linkages, the consideration of cumulative traffic <br />impact forthcoming from various land uses is paramount. Therefore, as a base <br />