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US 70 Multimodal Corridor Study At unsignalized intersections, LOS E is generally considered acceptable only if the side street encounters delay. Nevertheless, side streets sometimes function at LOS F during peak traffic periods; however, the traffic volumes often do not warrant a traffic signal to assist side street traffic. Intersection LOS analyses were performed for the typical weekday AM and PM peak hours using Synchro/Sim Traffic Professional Version 77. Figure 14 graphically depicts the worst case (AM or PM peak) LOS for signalized intersections and unsignalized approaches, as well as identifying locations with potential for queuing problems. All signalized intersections analyzed operate acceptable overall LOS during peak hours, and conditions are generally similar overall between both peak hours. Mainline US 70 generally experiences a better LOS than the cross streets at each intersection. Most side streets operate at an acceptable LOS during both peak hours except for a few intersections between Durham and Hillsborough. Mt. Herman Church Road and Pleasant Green Road operate at LOS F during both peak hours. At Lawrence Road, the northbound approach operates at LOS E during the AM peak, and the southbound approach operates at LOSE E during the PM peak hour. Between the Mt. Herman Church Road/Pleasant Green Road and Lawrence Road intersections is the unsignalized US 70 Bus/Palmers Grove Road intersection. The NB US 70 Bus approach operates at LOS F during both peak hours (with worse delay in the PM), and the SB Palmers Grove Road approach operates at the LOS D during the AM peak hour and LOS E during the PM peak hour.These LOS deficiencies are due mainly to vehicles waiting to turn onto US 70, although crossing and right-turning vehicles contribute. Combined with heavy peak-hour traffic, high speeds and some visibility constraints create long delays as drivers wait for adequate gaps in traffic. Due to their proximity to at-grade rail crossings, several signals in Mebane (Moore Street, 3rd Street, 4t" Street, and 51" Street) require interconnection with the rail crossing signals and crossing gates to preempt normal traffic signal operation in the presence of a train. This preemption prevents conflicting signal combinations between the relevant traffic control devices. LOS is not calculated for preemptive operation, but such conditions obviously add delay and can create long vehicle queues. Oa ra P c` a 1 OSignalized kntelsection 0 Stop-Controlled Approach fi°r c� Lr L LOS-•A-C •O •E-F Potential Queueing Pmhkems 'Worst case ftm AM and PM peaks Ffom L.aWrence Road❑evolopment TIA From NC 86 Connector Study(2019) Figure 14 Worst Case Intersection Level of Service Summary for US 70 40 Existing Conditions and Critical Issues