Orange County NC Website
Browse       Search
iExcerpt from Traffic Impact Study performed for <br /> University Manor Subdivision <br /> SUMMARY AND RECOMMENDATIONS 16 <br /> The foregoing traffic projections and capacity analyses indicate <br /> that the proposed University Manor development will generate <br /> approximately 3,400 new trips daily with the heaviest concentration <br /> during the P.M. peak hour. The presence of six entrances allowing <br /> access so the project will tend to disperse site traffic to the <br /> surrounding roadway network in a reasonable manner. Several specific <br /> findings were identified in the study. <br /> 1. The site is located in a relatively rural area which is <br /> served by a network of low-volume, two lane roadways. <br /> Within the surrounding study area, four intersections - V, <br /> %, Y, and Z - will be lightly impacted by new site traffic. <br /> 2. As indicated in Figure 8 the two existing unsignalized <br /> intersections nearest the site (V and %) will operate with <br /> or without the ' site at full buildout in 1998 at very <br /> acceptable levels of Service = A or B for all critical <br /> movements. The other unsignalized intersections (Y), which <br /> is located nearer Hillsboro where Old NC 10 meets NC 86, <br /> will experience longer delays for westbound turning <br /> movements with Levels of Service = D and C during the A.M. <br /> and P.M. periods if single approach lanes are available if <br /> single approach lanes are available. If separate left turn <br /> lanes were added at this location, westbound left turn <br /> traffic would operate at LOS = A, but the heavier vestbound <br /> right turns would operate at LOS = B. <br /> 3. The signalized intersection at Intersection Z (NC 86/Nev <br /> Hope Church Road) will operate at LOS = B during both peak <br /> hours without the site in 1998 and at LOS = C during the <br /> A.M. peak hour with the site. <br /> 4. Although the six entrances to the project will only need to <br /> accommodate light turning volumes, the two heaviest <br /> entrances (B and C) were also tested for capacity <br /> acceptability. All critical movements at both entrances <br /> would operate at LOS = A and B. <br /> S. The possibility of improving efficiency at the Old NC 10/Nev <br /> Hope Church Road intersection (Int. %) by adding separate <br /> left turn lanes on the approaches was explored. Although it <br /> did not improve level of service, separate lanes should be <br /> considered for safety reasons. Also, the possibility of <br /> improving the intersection by redesigning it to allow <br /> eastbound Old NC 10 to become the minor approach with stop <br /> sign control also did not significantly improve intersection <br /> efficiency. <br /> 16 <br />