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405 <br /> 406 M. Hughes: And that's current conditions. <br /> 407 <br /> 408 L. Triebert: Current conditions. <br /> 409 <br /> 410 M. Hughes: D.And what kind of delay might you expect with the? <br /> 411 <br /> 412 L. Triebert: So, let's see, from an intersection standpoint, here we go. So, your average travel speed, free <br /> 413 flow for a D. OK, average travel speed. <br /> 414 <br /> 415 M. Hughes: And you could follow up in our meeting, you can follow up in our meeting. But the question <br /> 416 would be also just to follow up on that, not necessarily looking for the answer, but is there anything niche <br /> 417 or team that we could do in a group that would encourage some analysis of signal timing or other ways? <br /> 418 <br /> 419 N. Trivedi: Signal timing requires a DOT warrant analysis for signalization and traffic signals. Meaning, <br /> 420 DOT will require a detailed warrant analysis. Even, I mean, Chapel was trying to synchronize all their <br /> 421 signals. And the synchronization of the Chape Hill signals is requiring a detailed warning analysis before <br /> 422 DOT synchronizes all the signals on the MLK and other corridors on Chapel Hill. That is something that <br /> 423 Chapel Hill is trying to work on. So, there is a level of work that can be done. It's more done <br /> 424 administratively with DOT. Give you an example, and this is to address two of your points, The Lawrence <br /> 425 Rd. Development where the Charter school is going up. The Charter school did a traffic impact analysis. <br /> 426 Kimley-Horn did the traffic impact analysis for the charter school and the Rec Center, going there on <br /> 427 Lawrence & 70 business. The developer had met the traffic warrant for Signalizing the intersection of 70 <br /> 428 business and Lawrence Rd. OK, the developer had met the DOT traffic warrant for a signal. The <br /> 429 Developer was offering $400,000 for the signal, cutting a check. Here's the check for the signal and the <br /> 430 improvement of that intersection would turn lanes and everything. DOT said no. Because it involved a <br /> 431 school and DOT would have to give the money back. <br /> 432 <br /> 433 M. Hughes: Yeah, that was my next question. Why? But you got it. <br /> 434 <br /> 435 N. Trivedi: Because State law changed about schools or any improvements, traffic improvements related <br /> 436 to schools DOT has to reimburse the Developer. <br /> 437 <br /> 438 L. Triebert: I did find this table (speaker shares screen for section 1.4.2). It's about delay associated with <br /> 439 the levels of service, Michael, and this is specific to intersections as opposed to corridor levels. But you <br /> 440 know a level service D on average per vehicle you're between basically 30 and 60 seconds at a signalized <br /> 441 intersection. <br /> 442 <br /> 443 M. Hughes: Got it. <br /> 444 <br /> 445 L: Triebert: And we strive for C or better, but D is doable but Es and Fs, we really try to mitigate-whether <br /> 446 that's optimized timings, if you can get those pushed through, or additional capacity. <br /> 447 <br /> 448 M. Hughes: Thank you. <br /> 449 <br /> 450 N. Trivedi: OK, I do want to address Sherry's question and I'm sorry, Michael, do you have another <br /> 451 question? Go ahead, Michael. <br /> 452 <br /> 453 M. Hughes: On one last curveball question. How does the level, what does the existing level of service <br /> 454 on NC 54, which we also just currently recommended to the BOCC move forward? <br /> 455 <br />