Agenda - 09-10-1985 - Laserfiche WebLink

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a r- t ' 052 units. If approved, it would be located on the east side of Erwin Road. Roads into the project would connect to Erwin Road across from Old Oxford- Road and north of Weaver Dairy Road. The second project, Cambridge Place, would be located off of Westminster Drive behind Timberlyne Village Shopping Center. This project is planned as a sustained care facility and- would include 1 71 units for senior citizens. EXISTING CQNDITIQNS, Two of the three intersections that we evaluated generally operate at during high levels of service eaK g 9' PM. p periods. Both the NC 66/Weaver Dairy Road intersection and the Weaver Dairy Road/Erwin Road intersection operated with little delay and traffic generally is free flowing during the- peak period. The intersection of US 15-501 and Erwin Road still' maintains a stable flow. However, some congestion could be observed. The weekday peak. travel period for this area generally occurs between- 5:00 pm and 6:00. pm. Figure 3 shows existing peak hour traffic movements on the- streets and major intersections. We used a critical movement summatiom technique to determine the level of service at which the intersections were operating. This technique defines. critical movement volumes as: °The volume of travel represented by the highest lane volumes of opposing travel (throuh and left turns) from both north-south and east-wes directions that occurs during the peak hour.' A tabulation of the critical movement summation for the threw intersections is shown in Figures 4.1 , 4.2, and 4'.3 The- critica1 movement analysis shows that both the NC 86/Weaver Dairy 1 Road and the Weaver Dairy/Erwin Road intersections operate at level of service A during the peak hours. This is considered the highest level of service and features generally free flowing conditions. ' Service level designations include six service level ratings ranging from A to F. At tachmen t' A- describes these service levels. The US 15-501 and Erwin Road intersection currently operates at service level C. We generally consider this adequate for most urban arterial streets. The most recently adopted Chapel Hilt/Carrboro Thoroughfare Plan was based on maintaining service level D systemwide. •• TRIP GENERATION Trip generation, for the purposes of this analysis, is defined as the number m be of vehicle-trips that a h t 1 , we listed below new developments jalong the dcorridor athat are either under construction, approved for future construction, or pending approval . The size of each development , its peak trip generation rate, and the number of vehicles expected to be generated by the development also are listed. •