17-tar-421a weldon ridge update final draft august 2018 · 11/17/2018 · traffic analysis report...

17-TAR-421AWeldon Ridge Update

Final DraftAugust 2018

TRAFFIC ANALYSIS REPORT – FINAL DRAFT

WELDON RIDGE (17-TAR-421A)

CARY, NORTH CAROLINA

EXECUTIVE SUMMARY

1. Development Overview

This report summarizes the findings of the Traffic Analysis Report that was conducted for the

proposed mixed-use development south of New Hope Church Road and west of Yates Store

Road in Cary, North Carolina. The proposed development, anticipated to be completed in

2022, is expected to consist of 104 single-family homes and a 1,300-student private school

serving grades K-12.

The proposed Weldon Ridge development was analyzed in two (2) phases. Phase 1 includes

the residential portion of the proposed development and phase 2 includes the residential and

private school uses of the proposed development (full build). The proposed development is

expected to be served via two (2) full movement access roads, one (1) on Yates Store Road

proposed to align with Sentinel Ferry Lane, and one (1) on New Hope Church Road. It should

be noted that the Phase 1 (residential only) and Full Build-Out (residential and school)

combined (2022) analysis scenarios both consider site access connections to Yates Store Road

and New Hope Church Road. One (1) full movement access driveway to the private school is

proposed along the proposed Sentinel Ferry Lane Extension, and one (1) left-over access

driveway is proposed along Yates Store Road. As shown on the site plan, the proposed

development provides approximately 3,000 linear feet of internal stacking distance on-site for

the Middle School / High School and 1,400 linear feet on-site for the K-5 School for student

drop-off and pick-up.

The proposed development will be located within the Base Zone which contains the remainder

of the Town’s corporate limits and extraterritorial jurisdiction not within the Central Zone.

The level-of-service standard is “D” based upon the standard Institute for Transportation

Engineers (ITE) average peak hour.

Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft

E-2

2. Future Traffic Volumes, Traffic Growth, and Adjacent Development Trips

Background traffic considers new trips from approved adjacent development and ambient

traffic growth. An ambient traffic growth rate of 2% per year was used for study intersections.

In addition to the ambient growth, trips generated by the following adjacent developments are

considered in the analysis of background (2022) conditions:

• 12-TAR-353 Mills Tract Development (Southerlyn, 12-SP-004, 13-SP-005)

• 13-TAR-359 Shadow Creek (Woodhall, 14-SB-024)

• 13-TAR-368 Montvale (14-SB-003, 14-SB-005)

• 13-TAR-369 Williams Tract (Bellewood Manor, 13-SB-002)

• 16-TAR-397 Infinity Learning Center (Fire Station Professional Park, 16-SP-019)

• 16-TAR-398 Lewter Property (Amberly Place, 16-SP-060, in review)

• 17-TAR-417 White Oak Foundation

• Green Level High School TIA, SEPI (Green Level High School, 13-SP-065)

• Amberly MF-1 TIA, Kimley-Horn (Amberly Glen, 15-SB-019)

3. Site Trip Generation

It is recommended that the bell times be staggered by at least 30 minutes to allow school trips

to be distributed over a longer period. For this study, it is expected that the bell schedule for

the K-5 grade levels will be staggered with the bell schedule for grade levels 6-12. To account

for the peak hour trip generation associated with the proposed staggered bell schedules, trips

were calculated by summing the student population of the highest trip generator (grade levels

6-12: 850 students) with 25% of the student population of the lowest trip generator (grade

levels K-5: 450 students) to determine a total student population (1,300 students) to utilize for

analysis purposes. With this recommendation it is estimated that the proposed development

will generate 1,647 trips during a typical 24-hour weekday period. Of the daily traffic volume,

it is anticipated that 1,014 trips (579 entering and 435 exiting) will occur during the AM peak

hour and 173 trips (65 entering and 108 exiting) will occur during the PM peak hour.


E-3

Table 1: Trip Generation Summary

Land Use

(ITE Code) Intensity

Daily

Traffic

(vpd)

AM Peak Hour Trips

(vph)

PM Peak Hour Trips

(vph)

Enter Exit Total Enter Exit Total

Private School

Grades K-12

(1,300 Student

Capacity)

70 Staff 140 70 0 70 0 70 70

Students 253 113 0 113 0 0* 0

Parents 1,254 377 377 754 0* 0* 0

Single Family Detached

Housing (210)

104

Units 990 19 58 77 65 38 103

Phase 1 Total Trips 990 19 58 77 65 38 103

Full Build Total Trips 1,647 579 435 1,014 65 108 173

*Due to the different peak hour that school release operates at, Parent and Student trips were not considered

during the weekday PM peak hour analysis. It is worth noting that the internal analysis is expected to be more

conservative during the weekday AM peak hour.

It should be noted that the daily and peak hour traffic expected to be generated by the proposed

private school was estimated utilizing the Municipal and School Transportation Assistance

(MSTA) Traffic Calculator provided by the Traffic Engineering and Safety Systems Branch of

the NCDOT. These calculations are based on the average traffic volumes and vehicle queue

data on a typical school day obtained at private schools across the State of North Carolina. The

trip estimates do not consider high traffic demand days or special events. Refer to Appendix C

of this report for the MSTA Traffic Calculator results. Additionally, average weekday daily,

AM peak hour, and PM peak hour trips for the residential land use were estimated using

methodology contained within the ITE Trip Generation Manual, 10th Edition. Refer to

Section 4.1 of this report for additional information regarding the trip generation potential of

the proposed development.

4. Capacity Analysis Summary

This study analyzes weekday AM and PM peak hour traffic for existing (2017), background

(2022), and combined (2022) conditions (Phase 1 and Full-Build). Additional combined

(2022) with improvements (Phase 1 and Full-Build) analysis scenarios were included where

improvements were needed to meet Town LDO guidelines. Refer to the Table 2 on pages E-4

and E-5 for a summary of the levels-of-services for all analysis scenarios.

Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) - Final Draft

AM PM AM PM AM PM AM PM AM PM AM PM AM PM

EB B2

(10)* A2 (10)* B

2 (11) B

2 (10)* B

2 (12) B

2 (11) C

2 (16) B

2 (11) - - - - - -

WB A2

(10)* A2

(9) B2 (10)* A

2 (9) B

2 (10)* A

2 (9) B

2 (12) A

2 (10)* - - - - - -

NB A1 (7) A

1 (8) A

1 (7) A

1 (8) A

1 (7) A

1 (8) A

1 (8) A

1 (8) - - - - - -

SB A1 (8) A

1 (7) A

1 (8) A

1 (7) A

1 (8) A

1 (8) A

1 (8) A

1 (8) - - - - - -

Overall N/A N/A N/A N/A N/A N/A N/A N/A - - - - - -

WB A2 (9) A

2 (9) A

2 (9) A

2 (10)* B

2 (10)* B

2 (11) F

2 (117) B

2 (11) E

2 (45) B

2 (10)* B (17) B (11) - -

NB - - - - - - - - - - B (11) B (10) - -

SB A1 (7) A

1 (7) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (9) A

1 (8) A

1 (8) A

1 (8) B (14) B (12) - -

Overall N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A B (14) B (11) - -

EB - - - - A2 (10)* B

2 (10)* F

2 (69) B

2 (11) C

2 (20) B

2 (11) - - - -

WB A2 (9) A

2 (9) A

2 (9) A

2 (9) A

2 (9) A

2 (9) B

2 (10)* A

2 (9) A

2 (9) A

2 (9) - - - -

NB A1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (7) A

1 (8) A

1 (9) A

1 (8) A

1 (7) A

1 (7) - - - -

SB A1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) - - - -

Overall N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A - - - -

EB A1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (7) A

1 (8) A

1 (7) - - - - - -

WB - - - - - - - - - - - - - -

SB A2 (9) A

2 (9) A

2 (9) A

2 (9) A

2 (9) A

2 (9) A

2 (10)* A

2 (9) - - - - - -


WB A2

(10)* A2 (10)* A

2 (10)* B

2 (10)* B

2 (11) B

2 (11) B

2 (15) B

2 (11) - - - - - -

NB - - - - - - - - - - - - - -

SB A1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) - - - - - -


EB A1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) B (15) A (9) - -

WB - - - - - - - - - - B (12) B (12) - -

SB B2 (12) B

2 (11) C

2 (19) C

2 (16) D

2 (27) C

2 (17) F

2 (108) C

2 (19) F

2 (82) C

2 (17) B (20) B (18) - -

Overall N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A B (15) B (12) - -

EB A1 (7) A

1 (7) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) - - - - - -

WB A1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) - - - - - -

NB B2

(10)* A2

(9) B2

(12) B2

(10)* B2 (13) B

2 (10) B

2 (14) B

2 (11) - - - - - -

SB B2 (11) B

2 (11) B

2 (14) C

2 (15) B

2 (15)* C'

2 (15)* C'

2 (17) C

2 (16) - - - - - -

Overall N/A N/A N/A N/A N/A N/A N/A N/A - - - - -

EB A1 (8) A

1 (7) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (9) A

1 (8) - - - - - -

WB - - - - - - - - - - - - - -

SB A2

(10)* A2

(9) B2

(12) B2

(11) B2 (12) B

2 (12) D

2 (31) B

2 (12) - - - - - -


EB - - - - - - - - - - - - - -

WB A1 (8) A

1 (7) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) A

1 (8) - - - - - -

NB A2 (9) A

2 (9) B

2 (11) B

2 (10)* B

2 (11) B

2 (11) B

2 (12) B

2 (11) - - - - - -


EB - - - - - - A2(9) A

2 (9) - - - - - -

NB - - - - - - A1 (8)* A

1 (7) - - - - - -

SB - - - - - - - - - - - - - -

Overall - - - - - - N/A N/A - - - - - -

EB - - - - - - - - - - - - A (6) A (3)

WB - - - - - - A1

(9) A1 (7) - - - - A (5) A (3)

NB - - - - - - C2 (17) A

2 (9) - - - - A (5) A (3)

Overall - - - - N/A N/A N/A N/A - - - - A (5) A (3)

EB - - - - - - - - - - - - - -

WB - - - - A1

(7) A1 (7) A

1 (8) A

1 (7) - - - - - -

NB - - - - A2

(9) A2 (9) B

2 (12) A

2 (9) - - - - - -

Overall - - - - N/A N/A N/A N/A - - - - - -

1. Level of service for major-street left-turn movement.

2. Level of service for minor-street approach.

* Level of Service reported on the threshold between LOS A and LOS B.

Sentinel Ferry Lane Extension and Site

Drive 3

Morrisville Parkway and White Oak

Church Road

Yates Store Road and Site Drive 2

Sentinel Ferry Lane Extension and Site

Drive 1

Background (2022)

Conditions

Existing (2017)

Conditions

Combined (2022) Conditions -

Full Build with Roundabout

Yates Store Road and Weldon Ridge

Morrisville Parkway and Weldon Ridge

Boulevard

Intersection

Yates Store Road and Sentinel Ferry Lane

/ Sentinel Ferry Lane Extension


Phase 1


Full Build


Full Build w/ Geometric

Improvements


Full Build w/ Signalization

Table 2 - Capacity Analysis Summary

Morrisville Parkway and Green Hope

School Road / Ferson Road

Morrisville Parkway and E. Ferrell Road

New Hope Church Road and Queensdale

Drive (Peninsula at Amberly Site Drive)

Approach

Yates Store Road and New Hope Church

Road / Rolling Springs Drive

Weldon Ridge Boulevard and Cary Glen

Boulevard

E-4


E-5

Adjustments to Analysis Guidelines

Capacity analysis at all study intersections was completed according to the Town’s LDO,

NCDOT Congestion Management Guidelines and NCDOT MSTA Guidelines. Refer to

Section 6.1 of this report for a detailed description of any adjustments to these guidelines made

throughout the analysis.

Congestion Management Guidelines indicate the applicant shall identify mitigation

improvements at study area intersections if at least one of the following conditions exist when

comparing the background and combined conditions:

• The total average delay of the intersection or an individual approach increases by at

least 25%, while maintaining the same level of service.

• The level of service degrades by at least one level.

• The level of service is F.

There are intersections where recommended improvements do not comply with these

guidelines; however, constructing improvements to meet these guidelines are not always

feasible for school projects since schools generate high trips during short periods of a typical

weekday.

Intersection Capacity Analysis Summary

Based on the Town’s Land Development Ordinance (LDO), improvements are needed to

mitigate intersections where the combined LOS is worse than that of background conditions

when below LOS D. Due to the relatively high volumes of traffic generated by the proposed

development, significant delays and queueing are expected at some of the study intersections

within the study area. Specific geometric improvements and traffic signals at the study area

intersections, which are discussed in Section 9 of this report, are recommended to mitigate the

site traffic from the proposed development and meet the Town’s LDO requirements. A

summary of the study area intersection that are expected to need improvements are as follows:


E-6

Yates Store Road and Weldon Ridge Boulevard

Under Full Build combined (2022) conditions, the minor-street approach at this intersection is

expected to operate at LOS F during the weekday AM peak hour and operate at LOS B during

the weekday PM peak hour. The peak hour signal warrant from the Manual on Uniform Traffic

Control Devices (MUTCD) was considered and it was determined that the peak hour volumes

do not warrant installation of a traffic signal during the weekday AM and PM peak hours. It

should be noted that it is additionally not expected that this intersection would satisfy the

MUTCD 8-hour and 4-hour warrants.

A westbound right-turn lane, a northbound right-turn lane, and restriping the northbound to

include two through movements are recommended at this intersection to mitigate traffic

conditions. With these improvements this intersection is expected to operate at an overall LOS

E or better during the weekday AM and PM peak hours under Full Build combined (2022)

conditions.

Due to the significant delay expected at the intersection during the weekday AM peak hour

under Full Build combined (2022) conditions, the peak hour signal warrant from the Manual

on Uniform Traffic Control Devices (MUTCD) was considered and the peak hour volumes do

not warrant installation of a traffic signal during the weekday AM peak hour. Additionally, it

should be noted that it is not expected that this intersection would satisfy the MUTCD 8-hour

and 4-hour warrants, which NCDOT favors for installation of a traffic signal due to the types

of development in the area (residential and school), which typically have heavy volumes

during distinct peak periods. With a traffic signal, this intersection is expected to operate at an

overall LOS B during the weekday AM and PM peak hours. Although the peak hour volumes

do not warrant installation of a traffic signal during the weekday AM and PM peak hours, it is

recommended that this intersection be monitored for signalization and a traffic signal should

be installed when the necessary MUTCD warrants are met because the recommended

geometric improvements at this intersection do not achieve acceptable levels-of-service, per

the Town’s LDO. Additionally, it should be noted that through coordination with the Town,

there is the potential for future development west of this intersection which would result in a

site driveway aligning with Weldon Ridge creating a 4th leg at this intersection which is


E-7

expected to increase the delay for the minor-street approaches at this intersection.

Yates Store Road and Sentinel Ferry Lane / Sentinel Lane Extension

Under Full Build combined (2022) conditions, the eastbound minor street approach is expected

to operate at LOS F during the weekday AM peak hour and LOS B during the weekday PM

peak hour. With a southbound right-turn lane, all major-street left-turn movements and minor-

street approaches are expected to operate at a LOS C or better during the weekday AM and PM

peak hours under Full Build combined (2022) conditions.

It should be noted that through coordination with the Town, the developer is responsible for

widening one-half of the ultimate section of Sentinel Ferry Lane Extension (3-lane divided by

TWLTL) between Yates Store Road and Site Drive 1 upon full build-out of the proposed

development. Under Full Build combined (2022) conditions, the proposed middle lane

(TWLTL) along Sentinel Ferry Lane Extension was analyzed as an eastbound left-turn lane at

this intersection and a westbound left-turn lane at the intersection of Sentinel Ferry Lane

Extension and Site Drive 1. Under the round-a-bout analysis scenario at the intersection of

Sentinel Ferry Lane Extension and Site Drive 1, the proposed 3-lane cross-section was

assumed to taper to 2-lanes before reaching the proposed round-a-bout.

Morrisville Parkway and Weldon Ridge Boulevard

The minor-street approach is expected to operate at LOS F during the weekday AM and PM

peak hours under Full Build and combined (2022) conditions. Per Section #03055.G.3 of the

Town’s Standard Specifications and Details – Driveway Access Requirements, “…a left-turn

lane will be required for sites that generate 50 or more left-turns from a thoroughfare or major

collector streets during the peak hour.” Therefore, because the proposed development is

expected to generate more than 50 left-turns on the southbound minor street approach, an

exclusive southbound left-turn lane is recommended at this intersection. With the addition of

an exclusive southbound left-turn lane, the southbound minor-street approach is expected to

operate at LOS F during the weekday AM peak hour and LOS C during the weekday PM peak

hour under Full Build combined (2022) conditions.


E-8



on Uniform Traffic Control Devices (MUTCD) was considered and the peak hour volumes for

the Full Build combined (2022) scenario warrant installation of a traffic signal during the

weekday AM peak hour. It should be noted that it is not expected that this intersection would

satisfy the MUTCD 8-hour and 4-hour warrants, which NCDOT favors for installation of a

traffic signal. With a traffic signal, this intersection is expected to operate at an overall LOS B

during the weekday AM and PM peak hours. Due to the significant delay and queueing

expected at this intersection at full build-out of the proposed development, it is recommended

that the developer monitor this intersection for signalization and a traffic signal is

recommended when the necessary MUTCD warrants are met for installation of a traffic signal.


E-9

5. Recommendations

Based on the findings of this study, specific geometric and traffic control improvements have

been identified at study intersections. The improvements are summarized below and are

illustrated on Figures E-1, E-2, and E-3 for Phase 1 improvements, Full Build improvements,

and internal roadway network improvements, respectively. These improvements are

recommended to meet the Town’s LDO requirements and some may prove to be infeasible.

Committed Improvements by Adjacent Developments

Montvale Development (13-TAR-368)

The following improvement has been committed to in the TAR for the Montvale Development

(13-TAR-368).

Yates Store Road

• Extend Yates Store Road to provide an extension to East Ferrell Road to the south.

The Estates at Yates Pond Development

The following improvements have been committed to by The Estates at Yates Pond

Development. No TAR was completed for this development, therefore the traffic from this

development was not considered.

Morrisville Parkway [E-W] and White Oak Church Road [N-S]

• Construct an exclusive northbound right-turn lane with full width storage.

• Provide two receiving lanes for the southbound approach.

• Provide two receiving lanes for the eastbound approach.

• Construct an exclusive westbound left-turn lane with 100 feet of storage and

appropriate taper.


E-10

Recommended Improvements by Developer – Phase 1

The following improvements are recommended for Phase 1 based on the Town’s LDO

requirements:

New Hope Church Road [E-W] and Site Drive 3 [N]

• Construct the northbound approach with one ingress lane and one egress lane. Stripe

the egress lane as a shared left/right-turn lane.

• Provide stop control for the northbound approach.

Yates Store Road [N-S] and Sentinel Ferry Lane / Sentinel Ferry Lane Extension [E-W]

• Construct the eastbound approach (Sentinel Ferry Lane Extension) with one ingress

lane and one egress lane.

• Provide stop control for the eastbound approach.

Recommended Improvements by Developer – Full Build

The following improvements are recommended for Full Build based on the Town’s LDO

requirements:

Required Frontage Improvements per Cary Community Plan’s Planned Roadway Widths Map

at the time of Development Plan

• Widen one-half section of Yates Store Road along the site frontage to the roadway’s

ultimate section (4-lane median-divided). Applicant will be required to dedicate a

minimum of one-half of 100-foot right-of-way and construct a minimum of one-half of

the 78-foot road section along the site frontage.

• Widen one-half section of Sentinel Ferry Lane Extension along the site frontage to the

roadway’s ultimate section (3-lane divided by TWLTL). Applicant will be required to

dedicate a minimum of one-half of 70-foot right-of-way and construct a minimum of

one-half of the 49-foot road section along the site frontage.


E-11

Site Recommendations

• Stagger bell schedules for grade levels K-5 and grade levels 6-12 by at least 30 minutes

during the weekday AM and PM peak hours to spread out the site trips entering and

exiting the development during the weekday AM and PM peak hours which will reduce

the delays and queues observed at study intersections.

• Provide a minimum of 2,962 linear feet of on-site stacking for internal operations based

on NCDOT MSTA maximum high demand internal stacking requirements.

Yates Store Road [N-S] and Weldon Ridge Boulevard [E-W]

• Construct a westbound right-turn lane with a minimum of 50 feet of storage and

appropriate deceleration and taper length. It is recommended that the existing median

be utilized to accommodate the recommended laneage on the westbound approach.

• Construct a northbound right-turn lane with a minimum of 100 feet of storage and

appropriate deceleration and taper length.

• Monitor intersection for signalization prior to full build-out of the development.

Conduct a full signal warrant analysis at this intersection prior to build-out of the

development to determine if a traffic signal is warranted.


• Construct an eastbound left-turn lane with full width storage extending back to the

intersection of Sentinel Ferry Lane Extension and Site Drive 1. Stripe this turn lane as

a TWLTL that will also serve the westbound left-turn lane at the intersection of

Sentinel Ferry Lane Extension and Site Drive 1.

• Construct a southbound right-turn lane with 175 feet of storage and appropriate

deceleration and taper length.

Morrisville Parkway [E-W] and Weldon Ridge Boulevard [N-S]

• Construct a southbound left-turn lane with 150 feet of storage and appropriate

deceleration and taper length. Maximize the storage provided for this turn lane without

impacting the existing pedestrian island along Weldon Ridge Boulevard.


E-12




Sentinel Ferry Lane Extension [E-W] and Site Drive 1 [N]

• Construct an eastbound right-turn lane with 100 feet of storage and appropriate


• Construct a westbound left-turn lane with full width storage extending back to the

intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry Lane

Extension. Stripe this turn lane as a TWLTL that will also serve the eastbound left-turn

lane at the intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry

Lane Extension.

• Construct the northbound approach with two ingress lanes and two egress lanes. Stripe

the egress lanes as exclusive left and right-turn lanes. Stripe the outside ingress lane as

an exclusive through lane and the inside ingress lane as an exclusive left-turn lane at

the next internal intersection.

• Provide stop control for the northbound approach

OR

• Construct a roundabout and provide yield control for all approaches.

• Provide an eastbound shared through / right-turn lane with full width storage extending

back to the proposed residential development.

• Provide a westbound shared through / left-turn lane with full width storage extending

back to the intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry

Lane Extension. Taper the proposed 3-lane section divided by TWLTL along Sentinel

Ferry Lane Extension to a 2-lane section before the roundabout.

• Construct the northbound approach with two ingress lanes and one egress lane. Stripe

the egress lane as a shared left / right-turn lane. Stripe the outside ingress lane as an

exclusive through lane and the inside ingress lane as an exclusive left-turn lane at the

next internal intersection.


E-13

Yates Store Road [N-S] and Site Drive 2 [E]

• Construct the eastbound approach with one egress lane to be restricted to a right-out

only and one ingress lane.


• Construct a southbound right-turn lane with of 100 feet of storage and appropriate


• Construct a northbound left-turn lane with of 100 feet of storage and appropriate


Site Drive 1 [N-S] and Site Drive 2 [W]

• Construct the southbound approach and provide one exclusive through lane and one

exclusive left-turn lane with full width storage extending back to Sentinel Ferry Lane

Extension.

• Construct the westbound approach and provide one exclusive left-turn lane with full

width storage extending back to Yates Store Road and one exclusive right-turn lane

with full width storage extending back to the car pool exit for the K-5 building.

• Construct a concrete monolithic island allowing southbound through movements and

westbound left-turn movements to occur simultaneously. This concrete monolithic

island should also channelize the southbound left-turn movement.

• Construct the northbound approach and provide one shared through/right-turn lane

extending back into the site.

Middle School / High School Pick-Up / Drop-Off

• Provide traffic control personnel to direct traffic during morning drop-off and afternoon

pick-up times.

Scale: Not to Scale

Weldon Ridge Update(17-TAR-421A)

Cary, NCN

Fer

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Roa

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Yat

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R

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Weldon Ridge Boulevard

New Hope Church Road

Cary Glen Boulevard

Sentinel FerryLane

Que

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Dri

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Whi

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MorrisvilleParkway

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Gre

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Rolling Springs Drive

MorrisvilleParkway

Sentinel Ferry Lane Extension

SITE

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3

Recommended Lane Configurations - Phase 1

500'

150'500'

100'

225'

100'

350'

125'

850'

100'

100'

LEGEND

Unsignalized Intersection

Phase 1 Developer Improvement

Storage (In Feet)X'

Improvement Recommended by Estates at Yates Pond Development

E-14

Figure E-1

150'

225'

Existing Lane

Scale: Not to Scale


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Cary Glen Boulevard

Sentinel FerryLane

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MorrisvilleParkway

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MorrisvilleParkway

Sentinel Ferry Lane

Extension

SITE

Sit

e D

rive

3INSET

Recommended Lane Configurations - Full Build

500'

150'500'

100'

225'

225'

100'

350'

125'

850'

100'

50'

100'

LEGEND


Full Build Developer Improvement

Storage (In Feet)X'


Developer Monitor for Signal*

E-15

Left-Over Intersection

100'

Figure E-2

100'

100'

150'

Roundabout Intersection

175'

INSET

CCP Required Frontage Improvement

TWLTL

100'

Sit

eD

rive

1

Site Drive 2

Existing Lane

*See Figure 17c for internal recommendations

TWLTL


150'

**

*

* Note: Taper from a three-lane cross-section to a two-lane cross-section before roundabout

** Note: Maximize storage, while not impacting the existing pedestrian island

Scale: Not to Scale


Cary, NCFigure E-3

Internal RecommendedLane Configurations

NLEGEND


Improvement by Developer

Site Drive 1

K-5SCHOOL

FULL

E-16

Pick-Up / Drop-Off Zone

MIDDLE / HIGHSCHOOL

Sit

e D

rive

2

FU

LL

(Carpool)(Carpool)

(Bypass Lane)

Recommended Concrete

Monolithic Island


i

TABLE OF CONTENTS

1. INTRODUCTION...........................................................................................................1

1.1. Site Location and Study Area ...........................................................................................2

1.2. Proposed Land Use and Site Access .................................................................................2

1.3. Adjacent Land Uses ..........................................................................................................3

1.4. Existing Roadways............................................................................................................6

2. EXISTING (2017) PEAK HOUR CONDITIONS .....................................................12

2.1. Existing (2017) Peak Hour Traffic .................................................................................12

2.2. Analysis of Existing (2017) Peak Hour Traffic ..............................................................12

3. BACKGROUND (2022) PEAK HOUR CONDITIONS ............................................14

3.1. Ambient Traffic Growth .................................................................................................14

3.2. Adjacent Development Traffic .......................................................................................14

3.3. Future Roadway Improvements ......................................................................................17

3.4. Background (2022) Peak Hour Traffic Volumes ............................................................17

3.5. Analysis of Background (2022) Peak Hour Traffic Conditions .....................................17

4. SITE TRIP GENERATION AND DISTRIBUTION ................................................21

4.1. Trip Generation ...............................................................................................................21

4.2. Site Trip Distribution and Assignment ...........................................................................22

5. COMBINED (2022) TRAFFIC CONDITIONS .........................................................32

5.1. Combined (2022) Peak Hour Traffic Volumes ...............................................................32

5.2. Analysis of Combined (2022) Peak Hour Traffic ...........................................................32

6. TRAFFIC ANALYSIS PROCEDURE .......................................................................35

6.1. Adjustments to Analysis Guidelines ...............................................................................35

7. CAPACITY ANALYSIS ..............................................................................................36

7.1. Yates Store Road and New Hope Church Road / Rolling Springs Drive .......................36

7.2. Yates Store Road and Weldon Ridge Boulevard ............................................................37

7.3. Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry Lane Extension .................39

7.4. New Hope Church Road and Queensdale Drive (Peninsula at Amberly Site

Drive) ..............................................................................................................................41

7.5. Weldon Ridge Boulevard and Cary Glen Boulevard ......................................................42

7.6. Morrisville Parkway and Weldon Ridge Boulevard .......................................................43


ii

7.7. Morrisville Parkway and Green Hope School Road / Ferson Road ...............................45

7.8. Morrisville Parkway and E. Ferrell Road .......................................................................46

7.9. Morrisville Parkway and White Oak Church Road ........................................................47

7.10. Yates Store Road and Site Drive 2 .................................................................................48

7.11. Sentinel Ferry Lane Extension and Site Drive 1 .............................................................49

7.12. New Hope Church Road and Site Drive 3 ......................................................................50

7.13. Internal Stacking .............................................................................................................51

8. CONCLUSIONS ...........................................................................................................53

9. RECOMMENDATIONS ..............................................................................................58

LIST OF FIGURES

Figure 1 – Site Location Map ...................................................................................................... 4

Figure 2 – Preliminary Site Plan .................................................................................................. 5

Figure 3 – Existing (2017) Lane Configurations ......................................................................... 8

Figure 4 – Existing (2017) Peak Hour Traffic ........................................................................... 13

Figure 5 – Projected (2022) Peak Hour Traffic ......................................................................... 18

Figure 6 – Peak Hour Adjacent Development Trips .................................................................. 19

Figure 7 – Background (2022) Peak Hour Traffic ..................................................................... 20

Figure 8 – Residential Site Trip Distribution ............................................................................. 24

Figure 9 – Parent / Staff Site Trip Distribution.......................................................................... 25

Figure 10 – Student Site Trip Distribution ................................................................................ 26

Figure 11 – Residential Site Trip Assignment ........................................................................... 27

Figure 12 – Parent Site Trip Assignment ................................................................................... 28

Figure 13 – Staff Site Trip Assignment ..................................................................................... 29

Figure 14 – Student Site Trip Assignment ................................................................................. 30

Figure 15 – Total Site Trip Assignment – Full Build ................................................................ 31

Figure 16a – Combined (2022) Peak Hour Traffic – Phase 1 .................................................... 33

Figure 16b – Combined (2022) Peak Hour Traffic – Full Build ............................................... 34

Figure 17a – Recommended Lane Configurations – Phase 1 .................................................... 63

Figure 17b – Recommended Lane Configurations – Full Build ................................................ 64

Figure 17c – Internal Recommended Lane Configurations ....................................................... 65


iii

LIST OF TABLES

Table 1: Existing Roadway Inventory ..........................................................................................6

Table 2: Trip Generation Summary ............................................................................................22

Table 3: Highway Capacity Manual – Levels-of-Service and Delay .........................................35

Table 4: Analysis Summary of Yates Store Road [N-S] and New Hope Church Road / Rolling

Springs Drive [E-W] ...................................................................................................................36

Table 5: Analysis Summary of Yates Store Road [N-S] and Weldon Ridge Boulevard [W] ....37

Table 6: Analysis Summary of Yates Store Road [N-S] and Sentinel Ferry Lane / Sentinel

Ferry Lane Extension [E-W] .......................................................................................................39

Table 7: Analysis Summary of New Hope Church Road [E-W] and Queensdale Drive

(Peninsula at Amberly Site Drive) [N-S] ....................................................................................41

Table 8: Analysis Summary of Weldon Ridge Boulevard [N-S] and Cary Glen Boulevard

[E-W] .........................................................................................................................................42

Table 9: Analysis Summary of Morrisville Parkway [E-W] and Weldon Ridge Boulevard

[N-S] .........................................................................................................................................43

Table 10: Analysis Summary of Morrisville Parkway [E-W] and Green Hope School Road /

Ferson Road [N-S] ......................................................................................................................45

Table 11: Analysis Summary of Morrisville Parkway [E-W] and E Ferrell Road [N-S] ...........46

Table 12: Analysis Summary of Morrisville Parkway [E-W] and White Oak Church Road

[N-S] .........................................................................................................................................47

Table 13: Analysis Summary of Yates Store Road [N-S] and Site Drive 2 [E] .........................48

Table 14: Analysis Summary of Sentinel Ferry Lane Extension [E-W] and Site Drive 1 [N] ...49

Table 15: Analysis Summary of New Hope Church Road [E-W] and Site Drive 3 [N] ............50


iv

TECHNICAL APPENDIX

Appendix A: Traffic Count Data

Appendix B: Adjacent Development Information

Appendix C: Thales Academy Fact Sheet

Appendix D: Trip Generation Information & Staggered Start Times Combined (2022)

Traffic Volume Information

Appendix E: Capacity Calculations – Yates Store Road and New Hope Church Road /


Appendix F: Capacity Calculations – Yates Store Road and Weldon Ridge Boulevard

Appendix G: Capacity Calculations – Yates Store Road and Sentinel Ferry Lane / Sentinel

Ferry Lane Extension

Appendix H: Capacity Calculations – New Hope Church Road and Queensdale Drive

(Peninsula at Amberly Site Drive)

Appendix I: Capacity Calculations – Weldon Ridge Boulevard and Cary Glen Boulevard

Appendix J: Capacity Calculations – Morrisville Parkway and Weldon Ridge Boulevard

Appendix K: Capacity Calculations – Morrisville Parkway and Green Hope School Road

/ Ferson Road

Appendix L: Capacity Calculations – Morrisville Parkway and East Ferrell Road

Appendix M: Capacity Calculations – Morrisville Parkway and White Oak Church Road

Appendix N: Capacity Calculations – Yates Store Road and Site Drive 2

Appendix O: Capacity Calculations – Sentinel Ferry Lane Extension and Site Drive 1

Appendix P: Capacity Calculations – New Hope Church Road and Site Drive 3

Appendix Q: Capacity Calculations – Internal Circulation Results

TRAFFIC ANALYSIS REPORT – FINAL DRAFT

WELDON RIDGE UPDATE (17-TAR-421A)

CARY, NORTH CAROLINA

1. INTRODUCTION

This report summarizes the findings of the Traffic Analysis Report (TAR) conducted for the

proposed mixed-use development located south of New Hope Church Road on the west side of

Yates Store Road in Cary, North Carolina. The Town of Cary (Town) requires that all

proposed developments expected to generate at least 100 trips during the peak hour to have a

TAR completed, per Section 3.4.1 (D) of the Land Development Ordinance. The purpose of

this study is to determine the potential impacts to the surrounding transportation system

created by traffic generated by the proposed development, as well as recommend

improvements to mitigate the impacts.

The proposed development, anticipated to be completed in 2022, is expected to consist of 104

single-family homes and a 1,300-student private school serving grades K-12. The proposed

Weldon Ridge development was analyzed in two (2) phases. Phase 1 includes the residential

portion of the proposed development and full build out includes the residential and private

school uses of the proposed development (full build). The study analyzes traffic conditions

during the weekday AM and PM peak hours for the following scenarios:

• Existing (2017) Traffic Conditions

• Background (2022) Traffic Conditions

• Combined (2022) Traffic Conditions – Phase 1

• Combined (2022) Traffic Conditions – Full Build

• Combined (2022) Traffic Conditions – Full Build with Geometric Improvements

• Combined (2022) Traffic Conditions – Full Build with Geometric Improvements

and Roundabout Option

• Combined (2022) Traffic Conditions – Full Build with Signalization


2

1.1. Site Location and Study Area

The development is proposed to be located south of New Hope Church Road on the west side

of Yates Store Road in Cary, North Carolina. Refer to Figure 1 for the site location map.

The scope of the study for the proposed development was determined through coordination

with the Town staff and it was determined that the study area would consist of the following

intersections:

• Yates Store Road and New Hope Church Road (unsignalized)

• Yates Store Road and Weldon Ridge Boulevard (unsignalized)

• Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry Lane Extension

(unsignalized)

• New Hope Church Road and Queensdale Drive (Peninsula at Amberly Site Drive)

(unsignalized)

• Weldon Ridge Boulevard and Cary Glen Boulevard (unsignalized)

• Morrisville Parkway and Weldon Ridge Boulevard (unsignalized)

• Morrisville Parkway and Green Hope School Road / Ferson Road (unsignalized)

• Morrisville Parkway and E. Ferrell Road (unsignalized)

• Morrisville Parkway and White Oak Church Road (unsignalized)

• Sentinel Ferry Lane Extension and Site Drive 1

• Yates Store Road and Site Drive 2

• New Hope Church Road and Site Drive 3

1.2. Proposed Land Use and Site Access

The proposed development, anticipated to be completed in 2022, is expected to consist of a

1,300-student private school serving grades K-12 and 104 single-family homes. The proposed

development is expected to be served via two (2) full movement access roads, one (1) on Yates

Store Road proposed to align with Sentinel Ferry Lane, and one (1) on New Hope Church

Road. It should be noted that the Phase 1 (residential only) and Full Build-Out (residential and

school) combined (2022) analysis scenarios both consider site access connections to Yates

Store Road and New Hope Church Road. One (1) full movement access driveway to the

private school is proposed along the proposed Sentinel Ferry Lane Extension, and one (1) left-

over access driveway is proposed along Yates Store Road. As shown on the site plan, the


3

proposed development provides approximately 3,000 linear feet of internal stacking distance

on-site for the Middle School / High School and 1,400 linear feet on-site for the K-5 School

for student drop-off and pick-up. Refer to Figure 2 for an illustration of the preliminary site

plan.

1.3. Adjacent Land Uses

Existing land uses in the vicinity of the site consist of primarily residential and undeveloped

land. Based on discussion with Town staff, there are nine (9) approved developments which

should be considered in the analysis of future conditions. These developments are discussed in

more detail in Section 4 of this report.

Scale: Not to Scale


Cary, NCNN

Site Location Map

Figure 1

4

LEGEND

Proposed Site Location

Study Intersection

Study Area

N

ColeJenest& Stone

THALES

100'0' 50' 200'

ACADEMY

1" = 100'

PRELIMINARY SITE PLANCARY, NC06.08.2018

KEY

SYMBOL

PARKING


6

1.4. Existing Roadways

Existing lane configurations (number of traffic lanes on each intersection approach), lane

widths, storage capacities, and other intersection and roadway information was collected

through field reconnaissance by Ramey Kemp & Associates, Inc. (RKA). Table 1 provides a

summary of the field data collected. Refer to Figure 3 for an illustration of the existing lane

configurations within the study area.

Table 1: Existing Roadway Inventory

Road Name Route

Number

Typical

Cross

Section

Speed Limit Maintained

By

AADT

(vpd)

Yates Store Road SR 1734

4-lane

divided /

2-lane

undivided

45 mph NCDOT 2,3001

New Hope

Church Road SR 1733

2-lane

undivided

45 mph

(assumed) NCDOT 6903

Morrisville

Parkway SR 3120

2-lane

undivided 45 mph NCDOT 2,5002

Weldon Ridge

Boulevard N/A

2-lane

divided 35 mph Town 2,8001

Sentinel Ferry

Lane N/A

2-lane

undivided

25 mph

(assumed) Town 2001

Cary Glen

Boulevard N/A

2-lane

undivided 30 mph Town 1,0001

Rolling Springs

Drive N/A

2-lane

undivided

25 mph

(assumed) Town 4001

1. ADT based on the traffic counts from 2017 and assuming the weekday PM peak hour volume is 10% of the

average daily traffic.

2. NCDOT 2014 AADT Information



7

Table 1 continued: Existing Roadway Inventory

Queensdale Drive

(Peninsula

Amberly Site

Drive)

N/A 2-lane

undivided

25 mph

(assumed) Town 8001

Ferson Road SR 3043 2-lane

undivided

30 mph


Green Hope

School Road N/A

2-lane

undivided

35 mph

(assumed) Town 1,4001

East Ferrell Road SR 1627 2-lane

undivided

30 mph


White Oak

Church Road SR 1606

2-lane

undivided

30 mph


1. ADT based on the traffic counts from 2017 and assuming the weekday PM peak hour volume is 10% of the

average daily traffic.



Scale: Not to Scale


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Existing (2017)Lane Configurations

Figure 3

LEGEND


Existing Lane

Storage (In Feet)X'

500'

150'

~ 1,200 feet~ 1,000 feet

SPEEDLIMITXX

Posted Speed Limit

~ 2,800 feet

~ 1,

500

feet

~ 1,

000

feet

~ 1,200 feet

500'

100'

225'

150'

225'

100'

350'

125'

~ 2,

600

feet

SPEEDLIMIT45

SPEEDLIMIT45

SPEEDLIMIT45

SPEEDLIMIT35

SPEEDLIMIT45

SPEEDLIMIT30

SPEEDLIMIT25

850'

100'

8


9

Yates Store Road and New Hope Church Road

Looking north on Yates Store Road Looking south on Yates Store Road



Yates Store Road and Sentinel Ferry Road



10

Weldon Ridge Boulevard and Cary Glen Boulevard

Looking north on Weldon Ridge Boulevard Looking south on Weldon Ridge Boulevard


Looking east on Morrisville Parkway Looking west on Morrisville Parkway

Morrisville Parkway and Green Hope School Road



11

Morrisville Parkway and East Ferrell Road


Morrisville Parkway and White Oak Church Road


New Hope Church Road and Queensdale Drive

Looking east on New Hope Church Road Looking west on New Hope Church Road


12

2. EXISTING (2017) PEAK HOUR CONDITIONS

2.1. Existing (2017) Peak Hour Traffic

Existing lane configurations (number of traffic lanes on the intersection approach), lane

widths, storage capacities, and other intersection and roadway information were collected in

February 2017 during the weekday AM peak period (7:00 AM – 9:00 AM) and PM peak

period (4:00 PM – 6:00 PM) at the following intersections:

o Yates Store Road and New Hope Church Road

o Yates Store Road and Weldon Ridge Boulevard / Weldon Ridge Boulevard

Extension

o Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry Lane Extension

o New Hope Church Road and Peninsula at Amberly Site Drive

o Weldon Ridge Boulevard and Cary Glen Boulevard

o Morrisville Parkway and Weldon Ridge Boulevard

o Morrisville Parkway and Green Hope School Road / Ferson Road

o Morrisville Parkway and E. Ferrell Road

o Morrisville Parkway and White Oak Church Road

Traffic volumes were balanced between intersections, where appropriate. Refer to Figure 4 for

the existing (2017) weekday AM and PM peak hour traffic volumes. A summary of the traffic

count data is provided in Appendix A of this report.

2.2. Analysis of Existing (2017) Peak Hour Traffic

The existing (2017) weekday AM and PM peak hour traffic volumes at the study intersections

were analyzed to determine the current levels-of-service under existing roadway conditions

and traffic control. All analyses were performed in accordance with the Town guidelines. The

results of the analysis are presented in Section 7 of this report.

Scale: Not to Scale


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Cary Glen Boulevard

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Existing (2017)Peak Hour Traffic

Figure 4

LEGEND


Weekday AM / PM Peak Hour Traffic

X / Y

8/11

50/1

8

49/7077/18

72/7616/14

58/133107/137

33/2

213

1/80

24/21161/124

0/5123/85

3/3

4/0

2/3120/91

20/2 0/1

60/5

5

3/499/8633/665/3

4/2

0/1

8/8

4/2112/79

8/10

78/7

925

/37

15/628/37

76/6

78/

1143/9 4/1

18/585/1

9/33

46/9

6

24/1

80/

0

16/100/0

9/12

4/6

20/1

414

9/58 3/2

20/153/14/2

21/3

847

/122

7/22

34/141/1

13/15

22/2622/27

22/2

624

/15

24/1524/15

49/7077/18

13


14

3. BACKGROUND (2022) PEAK HOUR CONDITIONS

In order to account for growth of traffic and subsequent traffic conditions at a future year,

background traffic projections are needed. Background traffic is the component of traffic due

to the growth of the community and surrounding area that is anticipated to occur regardless of

whether or not the proposed development is constructed. Background traffic growth includes

two components – ambient traffic growth and new trips from approved, but not built, adjacent

developments.

3.1. Ambient Traffic Growth

Based on a review of traffic growth patterns and adjacent development information, an annual

growth rate of 2% per year was used to project existing traffic volumes at the study

intersections to the analysis year of 2022. This growth rate is typical of the historical data for

the area and has been used in other studies in the area. The ambient traffic growth rate was

applied to all intersections within the study area. The projected (2022) traffic volumes are

shown in Figure 5.

3.2. Adjacent Development Traffic

Based on discussions with Town staff, the following adjacent developments were considered

in the analysis of future traffic conditions:











15

The Mills Tract development consists of 117 single-family homes and was expected to be

completed by 2016 with an approved TAR completed by RKA in December of 2012. The site

is located southeast of the intersection of Green Level Church Road and Hendrix Road /

Liberty Cliff Drive. This proposed development did not appear to be completed when traffic

counts were conducted and was therefore included in this study as an adjacent development.

The Shadow Creek development consists of 152 single-family homes and was expected to be

completed by 2015 with an approved TAR completed by Hatch Mott MacDonald (HMM) in

June 2013. The site is located on the south side of Lewter Shop Road in Chatham County, just

west of the Wake County Line. This proposed development did not appear to be completed

when traffic counts were conducted and was therefore included in this study as an adjacent

development.

The Montvale development consists of 120 single-family homes and was expected to be

completed in 2016 with an approved TAR completed by RKA in June 2013. The site is

located east of East Ferrell Road and north of Morrisville Parkway. This proposed

development did not appear to be completed when traffic counts were conducted and was

therefore included in this study as an adjacent development.

The Williams Tract development consists of 77 single-family homes and was expected to be

completed by 2016 with an approved TAR completed by RKA in June 2013. The

development is located west of Green Level Church Road at the intersection of Green Level

Church Road and Green Hope School Road. This proposed development did not appear to be

completed when traffic counts were conducted and was therefore included in this study as an

adjacent development.

The Infinity Learning Center development consists of an 18,160 square foot (186 students) day

care center and a 27,780 square foot general office building that is expected to be completed

by 2020 with an approved TAR completed by VHB Engineering (VHB) in July 2015. The site

is located on the south side of Carpenter Fire Station Road, west of Green Level Church Road.


16

The Lewter Property consists of a 55,000 square foot supermarket, 25,000 square foot of retail

space, a 7,500 square foot convenience market with 16 fueling positions, a 5,500 square foot

fast-food restaurant with a drive-through window, and a drive-in bank with 3 lanes. This

development is expected to be complete by 2020 with an approved TAR completed by RKA in

September 2015. This property is located in the northwest quadrant of the Green Level

Church Road and Carpenter Fire Station Road intersection.

The White Oak Foundation development consists of 60 apartments in the southeast quadrant of

the White Oak Church Road and Ridgeback Road intersection, a 10,000 square-foot daycare,

and 30 townhomes located on the west side of White Oak Church Road, south of White Oak

Elementary School. The site is expected to be built out by 2021 with a Draft of the TAR

completed by HMM in February 2017.

Green Level High School (H7 High School) is expected to have a maximum student capacity

of 2,350 students and to be fully built in 2017 with a TAR completed by Sepi Engineering in

July of 2013. The site is located in the northeast quadrant of the Roberts Road and Green

Level Church Road intersection. This proposed development was not yet operational at the

time traffic counts were conducted and was therefore included in this study as an adjacent

development.

The Amberly residential development consists of 135 single-family homes and 165

townhomes. The development is anticipated to be completed by the year 2018 with an

approved Traffic Impact Analysis (TIA) completed by Kimley-Horn and Associates in

October of 2015. The site is located east of Yates Store Road at Weycroft Avenue.

As a result of the site driveways for the above listed adjacent developments, the trips

associated with these developments may not balance between all study intersections. Refer to

Figure 6 for an illustration of the total peak hour adjacent development trips. Adjacent

development information can be found in Appendix B.


17

3.3. Future Roadway Improvements

Based on coordination with NCDOT and the Town, the Montvale development is expected to

extend Yates Store Road south to East Ferrell Road at Turtle Creek Farm Road. This roadway

connection is expected to be complete prior to build-out of the proposed Weldon Ridge Update

development; therefore, this connection was assumed to be complete in the background and

combined analysis scenarios. Based on the approved TAR for the Montvale development, no

diverted trips were included for this future roadway extension.

Through coordination with NCDOT and the Town, it was also determined that The Estates at

Yates Pond development is expected to construct improvements at the intersections of White

Oak Church Road & Morrisville Parkway and East Ferrell Road & Morrisville Parkway.

Because no TAR was completed for this development, the site trips were not included;

however, the roadway improvements at these intersections were included under background

and combined conditions.

3.4. Background (2022) Peak Hour Traffic Volumes

The background (2022) peak hour traffic volumes were determined by adding the projected

(2022) peak hour traffic volumes (Figure 5) and the total adjacent development trips (Figure

6). Refer to Figure 7 for an illustration of the background (2022) weekday AM and PM peak

hour traffic volumes.

3.5. Analysis of Background (2022) Peak Hour Traffic Conditions

Background (2022) traffic volumes were analyzed with the existing lane configurations and

the committed adjacent development improvements shown in Figure 11. Committed adjacent

development improvements that were included in the background analysis are included in

Appendix B. The results of the background (2022) traffic conditions analyses are presented in

Section 7 of this report.

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Projected (2022)Peak Hour Traffic

Figure 5

9/12

55/2

0

54/7785/20

79/8418/15

64/147118/151

36/2

414

5/88

26/23178/137

0/6136/94

3/3

4/0

2/3132/100

22/2 0/1

66/6

1

3/4109/9536/736/3

4/2

0/1

9/9

4/2124/87

9/11

86/8

728

/41

17/731/41

84/7

49/

12

47/3

04/

1

20/646/1

10/3

651

/106

34/2

00/

0

18/110/0

11/3

14/

7

22/1

516

5/64 3/2

22/173/14/2

23/4

252

/135

8/24

38/151/1

14/17

24/2924/30

24/2

926

/17

26/1726/17

18

LEGEND



X / Y

Scale: Not to Scale


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Cary Glen Boulevard

Sentinel FerryLane

Que

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Dri

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MorrisvilleParkway

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MorrisvilleParkway

Yates Store Road Extension

Total Peak Hour Adjacent Development Trips

Figure 6

12/9

53/5

1

80/576/13

5/1674/145

7/5

14/9

139/98

5/1679/137

7/5

14/9

5/16128/92

3/3

81/150

139/983/3

5/16 3/3

2/3

21/1

4

28/1

821

/14

5/16

10/3

1

49/3

2

15/4

7

7/5

21/1

4

7/23

2/8

42/8444/58

2/8

7/5

19

LEGEND



X / Y

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Yates Store Road Extension

Background (2022) Peak Hour Traffic

Figure 7

21/2

110

8/71

96/161129/78

159/14124/28

69/163192/296

43/2

915

9/97

26/23317/235

5/22215/231

10/8

18/9

7/19260/192

25/5 0/1

66/6

1

3/4190/24536/736/3

4/2

0/1

9/9

4/2263/185

12/14

91/1

0331

/44

17/733/44

105/

889/

12

75/4

825

/15

20/6411/17

20/6

751

/106

83/5

20/

0

18/110/0

26/7

84/

7

29/2

018

6/78 3/2

22/173/14/2

23/4

259

/158

8/24

38/151/1

16/25

24/2931/35

24/2

926

/17

26/1728/25

20

LEGEND



X / Y


21

4. SITE TRIP GENERATION AND DISTRIBUTION

4.1. Trip Generation

The proposed development is expected to consist of a 1,300-student private school serving

grades K-12 and 104 single-family detached homes based on the application. The daily and

peak hour traffic expected to be generated by the proposed private school was estimated

utilizing the Municipal and School Transportation Assistance (MSTA) Traffic Calculator

provided by the Traffic Engineering and Safety Systems Branch of the NCDOT. These

calculations are based on the average traffic volumes and vehicle queue data on a typical

school day obtained at private schools across the State of North Carolina. The trip estimates do

not consider high traffic demand days or special events.

The MSTA Traffic Calculator provides an estimate of staff, bus, student, and parent trips

based on the proposed student populations. For a private school with a 1,300-student capacity,

the Traffic Calculator estimates the number of staff members to be 70, the number of student

drivers to be 113 in the AM peak hour and 140 in the school PM peak hour, and the number of

parent drivers to be 377 in the AM peak hour and 250 in the school PM peak hour. It should be

noted that the proposed school was assumed to not offer bus services to students. It is also

worth noting that it was assumed that the student population was distributed across each grade

level based on the “Thales Academy Fact Sheet” provided by the applicant. The “Thales

Academy Fact Sheet” can be found in Appendix C. Due to the different peak hour that school

release operates at, Parent and Student trips were not considered during the weekday PM peak

hour analysis. It is worth noting that the internal analysis is expected to be more conservative

during the weekday AM peak hour.

Average weekday daily, weekday AM peak hour, and weekday PM peak hour trips for the

residential land use were estimated using methodology contained within the ITE Trip

Generation Manual, 10th Edition. Table 2 on the following page provides a summary of the

trip generation potential for the site. Refer to Appendix D for the MSTA Traffic Calculator

results.

It is recommended that the bell times be staggered by at least 30 minutes to allow school trips

to be distributed over a longer period. For this study, it is expected that the bell schedule for


22

the K-5 grade levels will be staggered with the bell schedule for grade levels 6-12. To account

for the peak hour trip generation associated with the proposed staggered bell schedules, trips

were calculated by summing the student population of the highest trip generator (grade levels

6-12: 850 students) with 25% of the student population of the lowest trip generator (grade

levels K-5: 450 students) to determine a total student population (1,300 students) to utilize for

analysis purposes.

Table 2: Trip Generation Summary

Land Use

(ITE Code) Intensity

Daily

Traffic

(vpd)

AM Peak Hour Trips

(vph)

PM Peak Hour Trips

(vph)

Enter Exit Total Enter Exit Total

Private school

Grades K-12

(1,300 Students)

70 Staff 140 70 0 70 0 70 70

Students 253 113 0 113 0 0* 0

Parents 1,254 377 377 754 0* 0* 0

Single Family Detached

Housing (210) 104 990 19 58 77 65 38 103

Phase 1 Total Trips 990 19 58 77 65 38 103

Full Build Total Trips 1,647 579 435 1,014 65 108 173

It is estimated under Phase 1 that the proposed development will generate 990 trips during a

typical 24-hour weekday period. Of the daily traffic volume, it is anticipated that 77 trips (19

entering and 58 exiting) will occur during the AM peak hour and 103 trips (65 entering and 38

exiting) will occur during the PM peak hour.

It is estimated under full build that the proposed development will generate 1,647 trips during

a typical 24-hour weekday period. Of the daily traffic volume, it is anticipated that 1,014 trips

(579 entering and 435 exiting) will occur during the AM peak hour and 173 trips (65 entering

and 108 exiting) will occur during the PM peak hour.

4.2. Site Trip Distribution and Assignment

Trip distribution percentages for the proposed development were estimated based on a

combination of existing traffic patterns, population centers adjacent to the study area, and

engineering judgment. It is anticipated that the residential trip distribution will be as follows:


23

• 25% to/from the north via Yates Store Road

• 10% to/from the west via New Hope Church Road

• 5% to/from the west via Morrisville Parkway

• 60% to/from the east via Morrisville Parkway

It is anticipated that the school trip distribution will be as follows:

• 25% to/from the north via Yates Store Road

• 10% to/from the west via New Hope Church Road

• 10% to/from the west via Morrisville Parkway

• 10% to/from the south via White Oak Church Road

• 35% to/from the east via Morrisville Parkway

• 10% to/from the east via Cary Glen Boulevard

Middle school and high school related trips entering and exiting the development north of

Sentinel Ferry Lane are expected to utilize Site Drive 1 as their main access point; whereas,

elementary school related trips entering the development are expected to utilize Site Drive 2 as

their main access point. Middle school and high school related trips entering and exiting the

development south of Sentinel Ferry Lane are expected to utilize Site Drive 2 as their main

access point.

Residential site trip distributions are provided in Figure 8. Refer to Figures 9 and 10 for the

parent/staff site trip distribution and the student site trip distribution, respectively. Refer to

Figure 11 for an illustration of the residential site trip assignment. Figure 12 provides an

illustration of the parent site trip assignment and Figure 13 provides an illustration of the staff

site trip assignment. Refer to Figure 14 for an illustration of the student site trip assignment.

Refer to Figure 15 for an illustration of the total site trip assignment for Full Build.

Scale: Not to Scale


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Residential Site Trip Distribution

Figure 8

XX%

LEGEND


Entering Trip DistributionX%

(Y)%

Regional Trip Distribution

Exiting Trip Distribution

5%

45%15%

(45%

)

(15%)

15%

(5%

)(1

5%)

5%

15%

(15%)

45%

(45%

)

(10%

)

15%

10%

(15%)(15%)

15%

(5%)

20%

55%

(55%)

(20%)

25%

10%

5% 60%

(10%

)(4

5%)

10%

45%

(10%

)(1

5%)10%

20%

(20%

)

15%

24

(75%)

75%


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3

SiteDrive 2

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1

Parent/Staff Site TripDistribution

Figure 9

10%

10%

25%10%

(25%

)

10%

(20%

)(1

0%)

20%

10%

25%

10%(25%

)(1

0%)

30%

(25%

)

5% 20%

5%

(10%)(10%)

(25%

)(3

5%)

35%

20%

45%

10%

(30%)

15%

45%

25%

10%

10%

10%

35%

10%

(10%

)10%

5%

25

(60%)

XX%

LEGEND



(Y)%




(10%)(10%)

(10%

)(6

0%)

10%

Note: The below site trip distribution percentages are based on the total school population (Grades K-12) and the approximate split between the K-5 building and the Middle School / High School building. Refer to Section 4.2 for a detailed explanation of the site trip distribution assumptions for the proposed site.

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1

Student Site TripDistribution

Figure 10

10%

10%

25%10%

(25%

)

10%

(20%

)(1

0%)

20%

10%

25%

10%(25%

)(1

0%)

30%

(25%

)

5% 20%

5%

(10%)(10%)

(25%

)(3

5%)

35%

20%

55%

(30%)

15%

55%

25%

10%

10%

10%

35%

10%

(10%

)10%

5%

26

(60%)

XX%

LEGEND



(Y)%




(10%)(10%)

(10%

)(6

0%)

Note: The below site trip distribution percentages are based on the total school population (Grades K-12) and the approximate split between the K-5 building and the Middle School / High School building. Refer to Section 4.2 for a detailed explanation of the site trip distribution assumptions for the proposed site.

Scale: Not to Scale


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Residential Site Trip Assignment - Phase 1

Figure 11

1/3

8/293/10

26/1

7

9/6

3/10

3/2

9/6

1/3

3/10

9/6

8/29

26/1

7

6/4

3/10

2/7

3/10

3/2

4/13

10/3

6

6/4

26/1

7

2/7

8/29

5/4

9/52/6

4/13

3/10

32/21

12/8

9/59/5

12/8

27

14/49

44/29

LEGEND


AM / PM Peak Hour Site TripsX / Y


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1

Parent Site TripAssignment

Figure 12

37/0

94/038/0

94/0

38/075/0

38/0

75/0

38/0

94/0

94/0

38/0

94/0

19/0

75/0

19/0

37/038/0

175/

032

/0

175/0

94/0

132/

0

75/0

132/0

38/0

38/0

113/0

113/

0

19/0

38/0

38/0

57/0

28

38/0

226/

0

226/0

LEGEND




Note: Through coordination with the Town, PM parent traffic was not considered as it occurs at an earlier time.

38/0 38/0

32/0

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3

SiteDrive 2

Sit

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1

Staff Site TripAssignment

Figure 13

29

7/0

18/07/0

0/18

7/00/14

0/7

14/0

7/0

18/0

0/18

0/7

0/17

4/0

14/0

4/0

0/70/7

32/0

7/0

32/0

0/17

0/25

14/0

25/0

0/76/0

0/21

21/0

4/0

7/0

7/0

10/0

0/7

0/42

0/42

LEGEND




0/7 0/7

7/0

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3

SiteDrive 2

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1

Student Site TripAssignment

Figure 14

30

11/0

28/011/0

11/0

23/0

11/0

28/0

6/0

23/0

6/0

62/0

62/0

23/0

39/0

11/0

34/0

6/0

12/0

11/0

17/0

LEGEND




Note: Through coordination with the Town, PM student traffic was not considered as it occurs at an earlier time.

Scale: Not to Scale


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Total Site TripAssignment - Full Build

Figure 15

56/3

148/2959/10

120/

35

47/13

59/1078/1

647

/13

113/3

59/10

47/13

148/

29

120/

3538

/7

100/

21

32/1

011

4/7

32/10

40/938/7

4/13

279/

3639

/0

14/49269/0

100/

2115

8/42

114/

7

204/29

43/1

19/

557/6

113/21

4/13

168/

0

32/10

44/2984/0

258/63

12/8

9/59/5

39/0

12/8

57/0

56/0

31

38/7

226/

42

LEGEND





32

5. COMBINED (2022) TRAFFIC CONDITIONS

5.1. Combined (2022) Peak Hour Traffic Volumes

The background (2022) traffic volumes (Figure 7) were combined with the residential site trips

(Figure 11) to determine the combined (2022) peak hour traffic volumes for Phase 1 of the

development (Figure 16a). For the full build out scenario, the background (2022) traffic

volumes (Figure 7) were combined with the total site trips (Figure 15) to determine the

combined (2022) peak hour traffic volumes (Figure 16b).

5.2. Analysis of Combined (2022) Peak Hour Traffic

The combined (2022) peak hour conditions were analyzed according to the same methodology

previously described for background conditions. Intersections were analysis with

improvements necessary to meet Town of Cary LDO requirements. The results of the capacity

analysis for each intersection are presented in Section 7 of this report.

It should be noted that the combined (2022) conditions – Full Build with improvements

analysis scenarios were analyzed with the site trips associated with the recommended

staggered bell schedules of grade levels K-5 and 6-12 by at least 30 minutes. Refer to Section

4.1 of this report for more information regarding the trip generation of the proposed

development with the recommended staggered start times. Refer to Appendix D for the

MSTA Traffic Calculator results.

Scale: Not to Scale


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3

SiteDrive 2

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Combined (2022) PeakHour Traffic - Phase 1

Figure 16a

160/14424/28

77/192195/306

43/2

918

5/11

4

26/23326/241

8/32215/231

13/1

027

/15

3/4193/25536/736/3

4/2272/191

12/14

99/1

3231

/44

131/

105

9/12

29/2

019

2/82 3/2

26/5

261

/165

8/24

47/201/1

16/25

99/163129/78

4/13

83/5

20/

0

10/3

626

/78

4/7

32/210/0

12/8

81/5

251

/32

22/7

451

/106

20/6419/46

21/2

110

8/71

17/733/44

4/2

0/1

9/9

25/5 0/1

66/6

1

8/22260/192

18/110/00/0

22/173/14/2

24/2934/45

26/1737/30

24/2

926

/17

14/490/0

0/0

0/0

87/6

5

44/290/0

0/0

38/8

6

55/412/6

56/643/10

5/4

9/5

33

0/0

0/0

LEGEND



X / Y


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Combined (2022) PeakHour Traffic - Full Build

Figure 16b

215/14424/28

217/192251/306

43/2

927

9/13

2

26/23364/248

64/32215/231

88/2

465

/22

3/4249/25536/736/3

4/2310/198

12/14

239/

132

31/4

4

225/

123

47/1

9

29/2

028

6/99 3/2

55/5

217

3/16

58/

24

47/201/1

16/25

136/170167/85

4/13

83/5

20/

0

279/

3665

/78

4/7

258/630/0

12/8

175/

6918

3/57

134/

7451

/106

20/64215/46

21/2

116

5/71

73/733/44

4/2

0/1

9/9

25/5 0/1

66/6

1

120/22260/192

18/110/00/0

22/173/14/2

24/2963/45

26/1737/30

24/2

926

/17

14/49269/0

113/21

168/

087

/65

44/2984/0

39/0

38/8

6

55/4157/6

56/6432/10

43/1

19/

5

34

38/7

226/

42

LEGEND



X / Y



35

6. TRAFFIC ANALYSIS PROCEDURE

All intersection capacity analyses were completed using Synchro (Version 9.2 / 10.1).

Synchro is a comprehensive software package that allows the user to model and optimize

signal timing for coordinated and uncoordinated signalized intersections to determine levels-

of-service (based on the thresholds specified in the 2010 Highway Capacity Manual published

by the Transportation Research Board). Analysis results for signalized intersections provide

level-of-service calculations for all approaches as well as an overall intersection level-of-

service. Analysis results for unsignalized intersections provide a level-of-service only for

movements and/or approaches that have a conflicting movement. Capacity and level-of-

service are the design criteria for this traffic study.

Table 3: Highway Capacity Manual – Levels-of-Service and Delay

UNSIGNALIZED INTERSECTION SIGNALIZED INTERSECTION

LEVEL OF

SERVICE

AVERAGE CONTROL

DELAY PER VEHICLE

(SECONDS)

LEVEL OF

SERVICE

AVERAGE CONTROL

DELAY PER VEHICLE

(SECONDS) A

B

C

D

E

F

0-10

10-15

15-25

25-35

35-50

>50

A

B

C

D

E

F

0-10

10-20

20-35

35-55

55-80

>80

6.1. Adjustments to Analysis Guidelines

Capacity analysis at all study intersections was completed according to the Town’s Land

Development Ordinance (LDO), NCDOT Congestion Management Guidelines, and NCDOT

MSTA Guidelines. A summary of adjustments made to these guidelines throughout the

analysis is provided below:

• NCDOT MSTA guidelines recommend a peak hour factor of 0.5 be applied to all

trips associated with school traffic. This factor represents the condensed time for

peak hour trips that a school experiences. Although the traffic associated with the

H-7 school was considered, the conventional peak hour factor of 0.9 was not

changed, as this would imply that this school is on the same bell schedule as the

proposed Weldon Ridge development. Additionally, due to the proximity of this

school, it is recommended that the start times of these two schools to be staggered.


36

7. CAPACITY ANALYSIS

7.1. Yates Store Road and New Hope Church Road / Rolling Springs Drive

The unsignalized intersection of Yates Store Road and New Hope Church Road / Rolling

Springs Drive was analyzed under existing (2017), background (2022), combined (2022) –

Phase 1, and combined (2022) – Full Build conditions with the lanes and traffic control shown

in Table 4. Refer to Table 4 for a summary of the capacity analysis results. Copies of the

Synchro analysis output reports are provided in Appendix E.

Table 4: Analysis Summary of Yates Store Road [N-S] and New Hope Church Road /

Rolling Springs Drive [E-W]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)

Existing (2017) Conditions

EB

WB

NB

SB

1 LT, 1 TH-RT

1 LT-TH-RT

1 LT-TH-RT

1 LT, 1 TH, 1 RT

B2 (10)

A2 (10)

A1 (7)

A1 (8)

N/A

A2 (10)

A2 (9)

A1 (8)

A1 (7)

N/A

Background (2022)

Conditions

EB

WB

NB

SB

1 LT, 1 TH-RT

1 LT-TH-RT

1 LT-TH-RT

1 LT, 1 TH, 1 RT

B2 (11)

B2 (10)

A1 (7)

A1 (8)

N/A

B2 (10)

A2 (9)

A1 (8)

A1 (7)

N/A

Combined (2022) Conditions

– Phase 1

EB

WB

NB

SB

1 LT, 1 TH-RT

1 LT-TH-RT

1 LT-TH-RT

1 LT, 1 TH, 1 RT

B2 (12)

B2 (10)

A1 (7)

A1 (8)

N/A

B2 (11)

A2 (9)

A1 (8)

A1 (8)

N/A


– Full Build

EB

WB

NB

SB

1 LT, 1 TH-RT

1 LT-TH-RT

1 LT-TH-RT

1 LT, 1 TH, 1 RT

C2 (16)

B2 (12)

A1 (8)

A1 (8)

N/A

B2 (11)

A2 (10)

A1 (8)

A1 (8)

N/A

1. Level of Service for major-street left-turn movement.

2. Level of Service for minor-street approach.

Capacity analysis indicates that all major-street left-turn movements and minor-street

approaches are expected to operate at LOS C or better during the weekday AM and PM peak

hour under existing (2017), background (2022), Phase 1 combined (2022), and Full Build

combined (2022) conditions.


37

7.2. Yates Store Road and Weldon Ridge Boulevard

The unsignalized intersection of Yates Store Road and Weldon Ridge Boulevard was analyzed

under existing (2017), background (2022), combined (2022) – Phase 1, and combined (2022) –

Full Build conditions with the lanes and traffic control shown in Table 5. Refer to Table 5 for

a summary of the capacity analysis results. Copies of the Synchro analysis output reports are

provided in Appendix F.

Table 5: Analysis Summary of Yates Store Road [N-S] and Weldon Ridge Boulevard [W]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


WB

NB

SB

1 LT-RT

1 TH, 1 TH-RT

1 LT, 1 TH

A2 (9)

--

A1 (7) N/A

A2 (9)

--

A1 (7) N/A

Background (2022)

Conditions

WB

NB

SB

1 LT-RT

1 TH, 1 TH-RT

1 LT, 1 TH

A2 (9)

--

A1 (8) N/A

A2 (10)

--

A1 (8) N/A


– Phase 1

WB

NB

SB

1 LT-RT

1 TH, 1 TH-RT

1 LT, 1 TH

B2 (10)

--

A1 (8) N/A

B2 (11)

--

A1 (8) N/A


– Full Build

WB

NB

SB

1 LT-RT

1 TH, 1 TH-RT

1 LT, 1 TH

F2 (117)

--

A1 (9) N/A

B2 (11)

--

A1 (8) N/A


- Full Build w/ Geometric

Improvements

WB

NB

SB

1 LT, 1 RT

2 TH, 1 RT

1 LT, 1 TH

E2 (45)

--

A1 (8) N/A

B2 (10)

--

A1 (8) N/A


- Full Build w/ Signalization

WB

NB

SB

1 LT, 1 RT

2 TH, 1 RT

1 LT, 1 TH

B (17)

B (11)

B (14)

B

(14)

B (11)

B (10)

B (12)

B

(11)



Improvements and/or revised lane configurations shown in BOLD type.

Capacity analysis indicates that the major-street left-turn movement and minor-street approach

are expected to operate at LOS B or better during the weekday AM and PM peak hours under

existing (2017), background (2022), and Phase 1 combined (2022) conditions. Under Full

Build combined (2022) conditions, the major-street left-turn movement is expected to operate


38

at LOS A during the weekday AM and PM peak hours. The minor-street approach at this

intersection is expected to operate at LOS F during the weekday AM peak hour and operate at

LOS B during the weekday PM peak hour under Full Build combined (2022) conditions.

With the addition of an exclusive westbound right-turn lane and an exclusive northbound

right-turn lane, the westbound minor-street operation is expected to operate at LOS E during

the weekday AM peak hour and continue to operate at LOS B during the weekday PM peak

hour under Full Build combined (2022) conditions. Due to the low volume of westbound right-

turns during the weekday AM and PM peak hours, only 50 feet of storage is recommended for

the additional laneage on the westbound approach. Additionally, it is recommended that the

existing median be utilized to accommodate the recommended laneage on the westbound

approach.



















39

7.3. Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry Lane Extension

The unsignalized intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry

Lane Extension was analyzed under existing (2017), background (2022), combined (2022) –

Phase 1, and combined (2022) – Full Build conditions with the lanes and traffic control shown

in Table 6. Refer to Table 6 for a summary of the capacity analysis results. Copies of the

Synchro analysis output reports are provided in Appendix G.

Table 6: Analysis Summary of Yates Store Road [N-S] and Sentinel Ferry Lane / Sentinel

Ferry Lane Extension [E-W]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


WB

NB

SB

1 LT-RT

1 LT, 1 TH-RT

1 LT, 2 TH

A2 (9)

A1 (8)

A1 (7) N/A

A2 (9)

A1 (8)

A1 (7) N/A

Background (2022)

Conditions

WB

NB

SB

1 LT-RT

1 LT, 1 TH-RT

1 LT, 2 TH

A2 (9)

A1 (8)

A1 (7) N/A

A2 (9)

A1 (8)

A1 (7) N/A

Combined (2022) Conditions –

Phase 1

EB

WB

NB

SB

1 LT-TH-RT

1 LT-TH-RT

1 LT, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

A2 (10)

A2 (9)

A1 (7)

A1 (7)

N/A

B2 (10)

A2 (9)

A1 (8)

A1 (7)

N/A


Full Build

EB

WB

NB

SB

1 LT, 1 TH-RT

1 LT-TH-RT

1 LT, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

F2 (69)

B2 (10)

A1 (9)

A1 (7)

N/A

B2 (11)

A2 (9)

A1 (8)

A1 (7)

N/A


Full Build w/ Geometric

Improvements

EB

WB

NB

SB

1 LT, 1 TH-RT

1 LT-TH-RT

1 LT, 1 TH-RT

1 LT, 2 TH, 1 RT

C2 (20)

A2 (9)

A1 (7)

A1 (7)

N/A

B2 (11)

A2 (9)

A1 (7)

A1 (7)

N/A





approaches are expected to operate at LOS B or better during the weekday AM and PM peak

hours under existing (2017), background (2022), and Phase 1 combined (2022) conditions.

Under Full Build combined (2022) conditions, the eastbound minor-street approach is


40

expected to operate at LOS F during the weekday AM peak hour and LOS B during the

weekday PM peak hour. With the addition of an exclusive southbound right-turn lane, the

eastbound minor-street approach is expected to operate at LOS C during the weekday AM

peak hour and LOS B during the weekday PM peak hour under Full Build combined (2022)

conditions.











41

7.4. New Hope Church Road and Queensdale Drive (Peninsula at Amberly Site Drive)

The unsignalized intersection of New Hope Church Road and Queensdale Drive (Peninsula at

Amberly Site Drive) was analyzed under existing (2017), background (2022), combined

(2022) – Phase 1, and combined (2022) – Full Build conditions with the lanes and traffic

control shown in Table 7. Refer to Table 7 for a summary of the capacity analysis results.

Copies of the Synchro analysis output reports are provided in Appendix H.

Table 7: Analysis Summary of New Hope Church Road [E-W] and Queensdale

Drive (Peninsula at Amberly Site Drive) [N-S]

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (7)

--

A2 (9) N/A

A1 (7)

--

A2 (9) N/A

Background (2022)

Conditions

EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (7)

--

A2 (9) N/A

A1 (7)

--

A2 (9) N/A

Combined (2022)

Conditions – Phase 1

EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (7)

--

A2 (9) N/A

A1 (7)

--

A2 (9) N/A

Combined (2022)

Conditions – Full Build

EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (8)

--

A2 (10) N/A

A1 (7)

--

A2 (9) N/A




approaches are expected to operate at LOS A during the weekday AM and PM peak hours

under all analysis scenarios.


42

7.5. Weldon Ridge Boulevard and Cary Glen Boulevard

The unsignalized intersection of Weldon Ridge Boulevard and Cary Glen Boulevard was

analyzed under existing (2017), background (2022), combined (2022) – Phase 1, and

combined (2022) – Full Build conditions with the lanes and traffic control shown in Table 8.

Refer to Table 8 for a summary of the capacity analysis results. Copies of the Synchro

analysis output reports are provided in Appendix I.

Table 8: Analysis Summary of Weldon Ridge Boulevard [N-S] and Cary Glen Boulevard [E-W]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


WB

NB

SB

1 LT-RT

1 TH-RT

1 LT, 1 TH

A2 (10)

--

A1 (8) N/A

A2 (10)

--

A1 (8) N/A

Background (2022)

Conditions

WB

NB

SB

1 LT-RT

1 TH-RT

1 LT, 1 TH

A2 (10)

--

A1 (8) N/A

B2 (10)

--

A1 (8) N/A


– Phase 1

WB

NB

SB

1 LT-RT

1 TH-RT

1 LT, 1 TH

B2 (11)

--

A1 (8) N/A

B2 (11)

--

A1 (8) N/A


– Full Build

WB

NB

SB

1 LT-RT

1 TH-RT

1 LT, 1 TH

B2 (15)

--

A1 (8) N/A

B2 (11)

--

A1 (8) N/A




are expected to operate at LOS B or better during the weekday AM and PM peak hours under

all analysis scenarios.


43

7.6. Morrisville Parkway and Weldon Ridge Boulevard

The unsignalized intersection of Morrisville Parkway and Weldon Ridge Boulevard was




analysis output reports are provided in Appendix J.

Table 9: Analysis Summary of Morrisville Parkway [E-W] and Weldon Ridge Boulevard [N-S]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


EB

WB

SB

1 LT, 1 TH

1 TH, 1 RT

1 LT-RT

A1 (8)

--

B2 (12) N/A

A1 (8)

--

B2 (11) N/A

Background (2022)

Conditions

EB

WB

SB

1 LT, 1 TH

1 TH, 1 RT

1 LT-RT

A1 (8)

--

C2 (19) N/A

A1 (8)

--

C2 (16) N/A


– Phase 1

EB

WB

SB

1 LT, 1 TH

1 TH, 1 RT

1 LT-RT

A1 (8)

--

D2 (27) N/A

A1 (8)

--

C2 (17) N/A


– Full Build

EB

WB

SB

1 LT, 1 TH

1 TH, 1 RT

1 LT-RT

A1 (8)

--

F2 (108) N/A

A1 (8)

--

C2 (19) N/A


– Full Build w/ Geometric

Improvements

EB

WB

SB

1 LT, 1 TH

1 TH, 1 RT

1 LT, 1 RT

A1 (8)

--

F2 (82) N/A

A1 (8)

--

C2 (17) N/A


- Full Build w/ Signalization

EB

WB

SB

1 LT, 1 TH

1 TH, 1 RT

1 LT, 1 RT

B (15)

B (12)

B (20)

B

(15)

A (9)

B (12)

B (18)

B

(12)





44


currently operate at LOS B or better during the weekday AM and PM peak hours. Under

background (2022) and Phase 1 combined (2022) conditions, the major-street left-turn

movement and minor-street approach are expected to operate at LOS D or better during the

weekday AM and PM peak hours. The minor-street approach is expected to operate at LOS F

during the weekday AM and PM peak hours under Full Build combined (2022) conditions.

Per Section #03055.G.3 of the Town’s Standard Specifications and Details – Driveway Access

Requirements, “…a left-turn lane will be required for sites that generate 50 or more left-turns

from a thoroughfare or major collector streets during the peak hour.” Therefore, because the

proposed development is expected to generate more than 50 left-turns on the southbound

minor street approach, an exclusive southbound left-turn lane is recommended at this

intersection. With the addition of an exclusive southbound left-turn lane, the southbound

minor-street approach is expected to operate at LOS F during the weekday AM peak hour and

LOS C during the weekday PM peak hour under Full Build combined (2022) conditions.













45

7.7. Morrisville Parkway and Green Hope School Road / Ferson Road

The unsignalized intersection of Morrisville Parkway and Green Hope School Road / Ferson

Road was analyzed under existing (2017), background (2022), combined (2022) – Phase 1,

and combined (2022) – Full Build conditions with the lanes and traffic control shown in Table

10. Refer to Table 10 for a summary of the capacity analysis results. Copies of the Synchro

analysis output reports are provided in Appendix K.

Table 10: Analysis Summary of Morrisville Parkway [E-W] and Green Hope School

Road / Ferson Road [N-S]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


EB

WB*

NB

SB

1 LT-TH-RT

1 LT, 1 TH, 1 RT

1 LT-TH-RT

1 LT-TH-RT

A1 (7)

A1 (8)

B2 (10)

B2 (11)

N/A

A1 (7)

A1 (8)

A2 (9)

B2 (11)

N/A

Background (2022)

Conditions

EB

WB*

NB

SB

1 LT-TH-RT

1 LT, 1 TH, 1 RT

1 LT-TH-RT

1 LT-TH-RT

A1 (8)

A1 (8)

B2 (12)

B2 (14)

N/A

A1 (8)

A1 (8)

B2 (10)

C2 (15)

N/A

Combined (2022)

Conditions – Phase 1

EB

WB*

NB

SB

1 LT-TH-RT

1 LT, 1 TH, 1 RT

1 LT-TH-RT

1 LT-TH-RT

A1 (8)

A1 (8)

B2 (13)

B2 (15)

N/A

A1 (8)

A1 (8)

B2 (10)

C2 (15)

N/A

Combined (2022)

Conditions – Full Build

EB

WB*

NB

SB

1 LT-TH-RT

1 LT, 1 TH, 1 RT

1 LT-TH-RT

1 LT-TH-RT

A1 (8)

A1 (8)

B2 (14)

C2 (17)

N/A

A1 (8)

A1 (8)

B2 (11)

C2 (16)

N/A



* Due to Synchro limitations, HCM 2000 was used to report the westbound major-street left-turn LOS.

Capacity analysis indicates that all minor-street approaches and major-street left-turn

movements are expected to operate at LOS C or better under all analysis scenarios.


46

7.8. Morrisville Parkway and E. Ferrell Road

The unsignalized intersection of Morrisville Parkway and E. Ferrell Road was analyzed under

existing (2017), background (2022), combined (2022) – Phase 1, and combined (2022) – Full

Build conditions with the lanes and traffic control shown in Table 11. Refer to Table 11 for a

summary of the capacity analysis results. Copies of the Synchro analysis output reports are

provided in Appendix L.

Table 11: Analysis Summary of Morrisville Parkway [E-W] and E Ferrell Road [N-S]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (8)

--

A2 (10) N/A

A1 (7)

--

A2 (9) N/A

Background (2022)

Conditions

EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (8)

--

B2 (12) N/A

A1 (8)

--

B2 (11) N/A


– Phase 1

EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (8)

--

B2 (12) N/A

A1 (8)

--

B2 (12) N/A


– Full Build

EB

WB

SB

1 LT-TH

1 TH-RT

1 LT-RT

A1 (9)

--

D2 (31) N/A

A1 (8)

--

B2 (12) N/A



Capacity analysis indicates that all minor-street approaches and major-street left-turn

movements are expected to operate at LOS D or better under all analysis scenarios.


47

7.9. Morrisville Parkway and White Oak Church Road

The unsignalized intersection of Morrisville Parkway and White Oak Church Road was




analysis output reports are provided in Appendix M.

Table 12: Analysis Summary of Morrisville Parkway [E-W] and White Oak Church Road [N-S]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


EB

WB

NB

1 TH-RT

1 LT-TH

1 LT-RT

--

A1 (8)

A2 (9) N/A

--

A1 (7)

A2 (9) N/A

Background (2022)

Conditions

EB

WB

NB

1 TH-RT

1 LT, 1 TH

1 LT, 1 RT

--

A1 (8)

B2 (11) N/A

--

A1 (8)

B2 (10) N/A


– Phase 1

EB

WB

NB

1 TH-RT

1 LT, 1 TH

1 LT, 1 RT

--

A1 (8)

B2 (11) N/A

--

A1 (8)

B2 (11) N/A


– Full Build

EB

WB

NB

1 TH-RT

1 LT, 1 TH

1 LT, 1 RT

--

A1 (8)

B2 (12) N/A

--

A1 (8)

B2 (11) N/A



Committed Improvements by The Estates at Yates Pond development are underlined.


approaches are expected to operate at LOS B or better during the weekday AM and PM peak

hours under all analysis scenarios.


48

7.10. Yates Store Road and Site Drive 2

The proposed intersection of Yates Store Road and Site Drive 2 was analyzed under combined

(2022) – Phase 1 and combined (2022) – Full Build conditions with the lanes and traffic

control shown in Table 13. Refer to Table 13 for a summary of the capacity analysis results.

Copies of the Synchro analysis output reports are provided in Appendix N.

Table 13: Analysis Summary of Yates Store Road [N-S] and Site Drive 2 [E]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


– Full Build

EB

NB

SB

1 RT

1 LT, 1 TH

2 TH, 1 RT

A2 (9)

A1 (8)

-- N/A

A2 (9)

A1 (7)

-- N/A




Capacity analysis indicates that the eastbound minor-street approach and the northbound

major-street left-turn movement are expected to operate at LOS A during the weekday AM and

PM peak hours under Full Build combined (2022) conditions.


49

7.11. Sentinel Ferry Lane Extension and Site Drive 1

The proposed intersection of Sentinel Ferry Lane Extension and Site Drive 1 was analyzed

under combined (2022) – Phase 1 and combined (2022) – Full Build conditions with the lanes

and traffic control shown in Table 14. Refer to Table 14 for a summary of the capacity

analysis results. Copies of the Synchro analysis output reports are provided in Appendix O.

Table 14: Analysis Summary of Sentinel Ferry Lane Extension [E-W] and Site Drive 1 [N]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


– Full Build

EB

WB

NB

1 TH, 1 RT

1 LT, 1 TH

1 LT, 1 RT

--

A1 (9)

C2 (17) N/A

--

A1 (7)

A2 (9) N/A


– Full Build with Roundabout

EB

WB

NB

1 TH-RT

1 LT-TH

1 LT-RT

A (6)

A (5)

A (5)

A

(5)

A (3)

A (3)

A (3)

A

(3)




Capacity analysis indicates that the under stop control conditions for the northbound approach,

the westbound major-street left-turn movement and the northbound minor-street approach are

expected to operate at LOS C or better during the weekday AM and PM peak hours Full Build

combined (2022) conditions.

Based on discussion with Town staff, a roundabout was also considered at this intersection.

Capacity analysis for the roundabout at the intersection of Sentinel Ferry Lane Extension and

Site Drive 1 indicates that the intersection and all approaches are expected to operate at LOS A

during the weekday AM and PM peak hours. It should be noted that a roundabout at this

intersection is not expected to alter the delays at any surrounding intersections in the area.


50

7.12. New Hope Church Road and Site Drive 3

The proposed intersection of New Hope Church Road and Site Drive 3 was analyzed under

combined (2022) – Phase 1 and combined (2022) – Full Build conditions with the lanes and

traffic control shown in Table 15. Refer to Table 15 for a summary of the capacity analysis

results. Copies of the Synchro analysis output reports are provided in Appendix P.

Table 15: Analysis Summary of New Hope Church Road [E-W] and Site Drive 3 [N]

ANALYSIS SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY

AM PEAK HOUR

LEVEL OF

SERVICE

WEEKDAY

PM PEAK HOUR

LEVEL OF

SERVICE

Approach

(sec)

Overall

(sec)

Approach

(sec)

Overall

(sec)


– Phase 1

EB

WB

NB

1 TH-RT

1 LT-TH

1 LT-RT

--

A1 (7)

A2 (9) N/A

--

A1 (7)

A2 (9) N/A


– Full Build

EB

WB

NB

1 TH-RT

1 LT-TH

1 LT-RT

--

A1 (8)

B2 (11) N/A

--

A1 (7)

A2 (9) N/A




Capacity analysis indicates that the minor-street approach and major-street left-turn movement

are expected to operate at LOS A during the weekday AM and PM peak hour under Phase 1

and Full Build combined (2022) conditions.


51

7.13. Internal Stacking

The proposed development is expected to be served via two (2) full movement access roads,

one (1) on Yates Store Road proposed to align with Sentinel Ferry Lane, and one (1) on New

Hope Church Road. It should be noted that the Phase 1 (residential only) and Full Build-Out

(residential and school) combined (2022) analysis scenarios both consider site access

connections to Yates Store Road and New Hope Church Road. One (1) full movement access

driveway to the private school is proposed along the proposed Sentinel Ferry Lane Extension,

and one (1) left-over access driveway is proposed along Yates Store Road.

Due to the size of the school, it is recommended that the school stagger the bell schedules for

grade levels K-5 and grade levels 6-12 by at least 30 minutes. Through coordination with

MSTA and NCDOT, because the bell schedules of the proposed school are staggered by at

least 30 minutes, peak hour trips were calculated by summing the student population of the

highest trip generator (grade levels 6-12: 850 students) with 25% of the student population of

the lowest trip generator (grade levels K-5: 450 students) to determine a total student

population (1,300 students) to utilize for analysis purposes. All recommended improvements

are based on the traffic volumes associated with the staggered bell schedules.

For a 1,300-student capacity private school with staggered bell schedules, distributed among

grades K-12, the MSTA School Traffic Calculator indicates a maximum high demand internal

stacking need of 2,962 feet in total for student pick-up and drop-off. This maximum high

demand internal stacking length accounts for an additional 30% of extra stacking length in the

MSTA School Traffic Calculator. The current site plans show that approximately 3,340 linear

feet of internal stacking distance is provided on-site for the middle school / high school and

1,320 linear feet is provided on-site for the K-5 school.

The pick-up/drop-off loop layout was analyzed using Synchro and SimTraffic to determine if

the stacking provided is anticipated to accommodate the volume of drop-off/pick-ups during

the peak school period (30 minutes). In addition to the internal stacking analysis included in

the combined (2022) conditions – Full Build scenario, which accounts for the staggered bell

schedules of the K-5 school and the Middle School / High School, four (4) additional internal


52

analysis models were analyzed which evaluate the weekday AM and school PM pick-up /

drop-off operations of each individual school. It should be noted that the school PM peak trips,

which includes parent and student trips in addition to the staff trips, were also considered in

the additional internal analysis models (PM peak hour). Results from the four (4) additional

internal analysis models showed that the storage provided on the loop road is sufficient to

handle the expected stacking for each school building operating independently. Additionally,

results from the internal stacking analysis included in the combined (2022) conditions – Full

Build scenario, which accounts for the staggered bell schedules and overlap in traffic between

the K-5 school and the middle school / high school, showed that the storage provided is

sufficient to handle the expected stacking. The pick-up/drop-off loop was additionally

analyzed under combined (2022) conditions – Full Build with roundabout. Results from the

weekday AM and school PM internal analysis models showed that the storage provided on the

loop is sufficient to handle the expected stacking for each school building operating

independently and that there were no significant changes to the stacking from the combined

(2022) conditions – Full Build analysis scenarios. Refer to Appendix Q for the Synchro and

SimTraffic internal stacking analysis reports and an illustration of the proposed laneage of the

recommended concrete monolithic island at the intersection of Site Drive 1 and Site Drive 2.

It should be noted that for the safety and operation of the pick-up/drop-off loop, it is

recommended that traffic control personnel be provided to direct traffic during morning drop-

off and afternoon pick-up times, particularly at the southern segment of the middle school /

high school pick-up/drop-off loop where traffic entering and exiting the site are expected to

merge.


53

8. CONCLUSIONS

This report summarizes the findings of the Traffic Analysis Report (TAR) that was conducted

for the proposed mixed-use development located south of New Hope Church Road and west of

Yates Store Road in Cary, North Carolina. The proposed development, anticipated to be

completed in 2022, is expected to consist of 104 single-family homes and a 1,300-student

private school serving grades K-12. Access to the site is expected to be served via two (2) full

movement access roads, one (1) on Yates Store Road proposed to align with Sentinel Ferry

Lane, and one (1) on New Hope Church Road. It should be noted that the Phase 1 (residential

only) and Full Build-Out (residential and school) combined (2022) analysis scenarios both

consider site access connections to Yates Store Road and New Hope Church Road. One (1)

full movement access driveway to the private school is proposed along the proposed Sentinel

Ferry Lane Extension, and one (1) left-over access driveway is proposed along Yates Store

Road.

Adjacent Development Traffic

Through coordination with Town staff, the following adjacent developments were considered

in the analysis of future traffic conditions. A detailed description of each adjacent development

is provided in Section 3.2 of this report.










Trip Generation

It is estimated that the proposed development will generate 1,647 trips during a typical 24-hour

weekday period. Of the daily traffic volume, it is anticipated that 1,014 trips (579 entering and


54

435 exiting) will occur during the AM peak hour and 173 trips (65 entering and 108 exiting)

will occur during the PM peak hour.

Internal Stacking

Due to the size of the school, it is recommended that the bell schedules for grade levels K-5

and grade levels 6-12 are staggered by at least 30 minutes. Staggering the bell schedules

between grade levels K-5 and grade levels 6-12 will separate their start and end times by 30

minutes or more during the weekday AM peak hour, distributing the site trips entering and

exiting the development over a less concentrated period of time during the weekday AM and

PM peak hours. For a 1,300-student capacity private school, distributed among grade levels K-

12 with staggered bell schedules, the MSTA School Traffic Calculator indicates a maximum

high demand internal stacking need of 2,962 feet in total for student pick-up and drop-off. The

maximum high demand internal stacking length accounts for an additional 30% of extra

stacking length in the MSTA School Traffic Calculator. The current site plans show that

approximately 3,340 linear feet of internal stacking distance is provided on-site for the Middle

School / High School and 1,320 linear feet is provided on-site for the K-5 School. Results

from the internal stacking analysis showed that the storage provided on the loop road is

sufficient to handle the expected stacking. Section 7.13 of this report for more information on

the internal analysis models that were evaluated for the proposed development.

Adjustments to Analysis Guidelines

Capacity analysis at all study intersections was completed according to the Town’s LDO,

NCDOT Congestion Management Guidelines and NCDOT MSTA Guidelines. Refer to

Section 6.1 of this report for a detailed description of any adjustments to these guidelines made

throughout the analysis.

Congestion Management Guidelines indicate the applicant shall identify mitigation

improvements at study area intersections if at least one of the following conditions exist when

comparing the background and combined conditions:

• The total average delay of the intersection or an individual approach increases by at

least 25%, while maintaining the same level of service.


55

• The level of service degrades by at least one level.

• The level of service is F.

There are intersections where recommended improvements do not comply with these

guidelines; however, constructing improvements to meet these guidelines are not always

feasible for school projects since schools generate high trips during short periods of a typical

weekday.

Intersection Capacity Analysis Summary

Based on the Town’s Land Development Ordinance (LDO), improvements are needed to

mitigate intersections where the combined LOS is worse than that of background conditions

when below LOS D. Due to the relatively high volumes of traffic generated by the proposed

development, significant delays and queueing are expected at some of the study intersections

within the study area. Specific geometric improvements and traffic signals at the study area

intersections, which are discussed in Section 9 of this report, are recommended to mitigate the

site traffic from the proposed development and meet the Town’s LDO requirements. A

summary of the study area intersection that are expected to need improvements are as follows:


Under Full Build combined (2022) conditions, the minor-street approach at this intersection is

expected to operate at LOS F during the weekday AM peak hour and operate at LOS B during

the weekday PM peak hour. The peak hour signal warrant from the Manual on Uniform Traffic

Control Devices (MUTCD) was considered and it was determined that the peak hour volumes

do not warrant installation of a traffic signal during the weekday AM and PM peak hours. It

should be noted that it is additionally not expected that this intersection would satisfy the

MUTCD 8-hour and 4-hour warrants.

A westbound right-turn lane, a northbound right-turn lane, and restriping the northbound to

include two through movements are recommended at this intersection to mitigate traffic

conditions. With these improvements this intersection is expected to operate at an overall LOS


56

E or better during the weekday AM and PM peak hours under Full Build combined (2022)

conditions.


















Yates Store Road and Sentinel Ferry Lane / Sentinel Lane Extension

Under Full Build combined (2022) conditions, the eastbound minor street approach is expected

to operate at LOS F during the weekday AM peak hour and LOS B during the weekday PM

peak hour. With a southbound right-turn lane, all major-street left-turn movements and minor-

street approaches are expected to operate at a LOS C or better during the weekday AM and

PM peak hours under Full Build combined (2022) conditions.





57








The minor-street approach is expected to operate at LOS F during the weekday AM and PM

peak hours under Full Build and combined (2022) conditions. Per Section #03055.G.3 of the

Town’s Standard Specifications and Details – Driveway Access Requirements, “…a left-turn

lane will be required for sites that generate 50 or more left-turns from a thoroughfare or major

collector streets during the peak hour.” Therefore, because the proposed development is

expected to generate more than 50 left-turns on the southbound minor street approach, an

exclusive southbound left-turn lane is recommended at this intersection. With the addition of

an exclusive southbound left-turn lane, the southbound minor-street approach is expected to

operate at LOS F during the weekday AM peak hour and LOS C during the weekday PM peak

hour under Full Build combined (2022) conditions.













58

9. RECOMMENDATIONS

Based on the findings of this study, specific geometric and traffic control improvements have

been identified at study intersections. The improvements are summarized below and are

illustrated in Figure 17a, 17b, and 17c for Phase 1 improvements, Full Build improvements,

and internal roadway network improvements, respectively. These improvements are

recommended to meet the Town’s LDO requirements and some may prove to be infeasible.

Committed Improvements by Adjacent Developments

Montvale Development (13-TAR-368)

The following improvement has been committed to in the TAR for the Montvale Development

(13-TAR-368).

Yates Store Road

• Extend Yates Store Road to provide an extension to East Ferrell Road to the south.

The Estates at Yates Pond Development

The following improvements have been committed to by The Estates at Yates Pond

Development. No TAR was completed for this development, therefore the traffic from this

development was not considered.

Morrisville Parkway [E-W] and White Oak Church Road [N-S]

• Construct an exclusive northbound right-turn lane with full width storage.

• Provide two receiving lanes for the southbound approach.

• Provide two receiving lanes for the eastbound approach.

• Construct an exclusive westbound left-turn lane with 100 feet of storage and

appropriate taper.


59

Recommended Improvements by Developer – Phase 1

The following improvements are recommended for Phase 1 based on the Town’s LDO

requirements:

New Hope Church Road [E-W] and Site Drive 3 [N]

• Construct the northbound approach with one ingress lane and one egress lane. Stripe

the egress lane as a shared left/right-turn lane.

• Provide stop control for the northbound approach.


• Construct the eastbound approach (Sentinel Ferry Lane Extension) with one ingress

lane and one egress lane.


Recommended Improvements by Developer – Full Build

The following improvements are recommended for Full Build based on the Town’s LDO

requirements:

Required Frontage Improvements per Cary Community Plan’s Planned Roadway Widths Map

at the time of Development Plan

• Widen one-half section of Yates Store Road along the site frontage to the roadway’s

ultimate section (4-lane median-divided). Applicant will be required to dedicate a

minimum of one-half of 100-foot right-of-way and construct a minimum of one-half of

the 78-foot road section along the site frontage.

• Widen one-half section of Sentinel Ferry Lane Extension along the site frontage to the

roadway’s ultimate section (3-lane divided by TWLTL). Applicant will be required to

dedicate a minimum of one-half of 70-foot right-of-way and construct a minimum of

one-half of the 49-foot road section along the site frontage.


60

Site Recommendations

• Stagger bell schedules for grade levels K-5 and grade levels 6-12 by at least 30 minutes

during the weekday AM and PM peak hours to spread out the site trips entering and

exiting the development during the weekday AM and PM peak hours which will reduce

the delays and queues observed at study intersections.

• Provide a minimum of 2,962 linear feet of on-site stacking for internal operations

based on NCDOT MSTA maximum high demand internal stacking requirements.

Yates Store Road [N-S] and Weldon Ridge Boulevard [E-W]

• Construct a westbound right-turn lane with a minimum of 50 feet of storage and

appropriate deceleration and taper length. It is recommended that the existing median

be utilized to accommodate the recommended laneage on the westbound approach.

• Construct a northbound right-turn lane with a minimum of 100 feet of storage and

appropriate deceleration and taper length.





• Construct an eastbound left-turn lane with full width storage extending back to the

intersection of Sentinel Ferry Lane Extension and Site Drive 1. Stripe this turn lane as

a TWLTL that will also serve the westbound left-turn lane at the intersection of

Sentinel Ferry Lane Extension and Site Drive 1.

• Construct a southbound right-turn lane with 175 feet of storage and appropriate


Morrisville Parkway [E-W] and Weldon Ridge Boulevard [N-S]

• Construct a southbound left-turn lane with 150 feet of storage and appropriate

deceleration and taper length. Maximize the storage provided for this turn lane without

impacting the existing pedestrian island along Weldon Ridge Boulevard.


61




Sentinel Ferry Lane Extension [E-W] and Site Drive 1 [N]

• Construct an eastbound right-turn lane with 100 feet of storage and appropriate


• Construct a westbound left-turn lane with full width storage extending back to the

intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry Lane

Extension. Stripe this turn lane as a TWLTL that will also serve the eastbound left-

turn lane at the intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel

Ferry Lane Extension.

• Construct the northbound approach with two ingress lanes and two egress lanes. Stripe

the egress lanes as exclusive left and right-turn lanes. Stripe the outside ingress lane as

an exclusive through lane and the inside ingress lane as an exclusive left-turn lane at

the next internal intersection.

• Provide stop control for the northbound approach

OR

• Construct a roundabout and provide yield control for all approaches.

• Provide an eastbound shared through / right-turn lane with full width storage extending

back to the proposed residential development.

• Provide a westbound shared through / left-turn lane with full width storage extending

back to the intersection of Yates Store Road and Sentinel Ferry Lane / Sentinel Ferry

Lane Extension. Taper the proposed 3-lane section divided by TWLTL along Sentinel

Ferry Lane Extension to a 2-lane section before the roundabout.

• Construct the northbound approach with two ingress lanes and one egress lane. Stripe

the egress lane as a shared left / right-turn lane. Stripe the outside ingress lane as an

exclusive through lane and the inside ingress lane as an exclusive left-turn lane at the

next internal intersection.


62

Yates Store Road [N-S] and Site Drive 2 [E]

• Construct the eastbound approach with one egress lane to be restricted to a right-out

only and one ingress lane.


• Construct a southbound right-turn lane with of 100 feet of storage and appropriate


• Construct a northbound left-turn lane with of 100 feet of storage and appropriate


Site Drive 1 [N-S] and Site Drive 2 [W]

• Construct the southbound approach and provide one exclusive through lane and one

exclusive left-turn lane with full width storage extending back to Sentinel Ferry Lane

Extension.

• Construct the westbound approach and provide one exclusive left-turn lane with full

width storage extending back to Yates Store Road and one exclusive right-turn lane

with full width storage extending back to the car pool exit for the K-5 building.

• Construct a concrete monolithic island allowing southbound through movements and

westbound left-turn movements to occur simultaneously. This concrete monolithic

island should also channelize the southbound left-turn movement. Refer to Appendix

Q for a sketch illustrating the proposed laneage of the concrete monolithic island.

• Construct the northbound approach and provide one shared through/right-turn lane

extending back into the site.

Middle School / High School Pick-Up / Drop-Off

• Provide traffic control personnel to direct traffic during morning drop-off and

afternoon pick-up times.

Scale: Not to Scale


Cary, NCN

Fer

son

Roa

d

Yat

es S

tore

R

oad



Cary Glen Boulevard

Sentinel FerryLane

Que

ensd

ale

Dri

ve

Whi

te O

ak C

hurc

hR

oad

MorrisvilleParkway

E F

erre

llR

oad

Gre

en H

ope

Sch

ool

Roa

d


MorrisvilleParkway


SITE

Sit

e D

rive

3

Recommended Lane Configurations - Phase 1

500'

150'500'

100'

225'

100'

350'

125'

850'

100'

100'

LEGEND



Storage (In Feet)X'


63

Figure 17a

150'

225'

Existing Lane

Scale: Not to Scale


Cary, NCN

Fer

son

Roa

d

Yat

es S

tore

R

oad



Cary Glen Boulevard

Sentinel FerryLane

Que

ensd

ale

Dri

ve

Whi

te O

ak C

hurc

hR

oad

MorrisvilleParkway

E F

erre

llR

oad

Gre

en H

ope

Sch

ool

Roa

d


MorrisvilleParkway

Sentinel Ferry Lane

Extension

SITE

Sit

e D

rive

3INSET

Recommended Lane Configurations - Full Build

500'

150'500'

100'

225'

225'

100'

350'

125'

850'

100'

50'

100'

LEGEND


Full Build Developer Improvement

Storage (In Feet)X'


Developer Monitor for Signal*

64


100'

Figure 17b

100'

100'

150'

Roundabout Intersection

175'

INSET

CCP Required Frontage Improvement

TWLTL

100'

Sit

eD

rive

1

Site Drive 2

Existing Lane

*See Figure 17c for internal recommendations

TWLTL


150'

**

*

* Note: Taper from a three-lane cross-section to a two-lane cross-section before roundabout

** Note: Maximize storage, while not impacting the existing pedestrian island

Scale: Not to Scale


Cary, NCFigure 17c

Internal RecommendedLane Configurations

NLEGEND


Improvement by Developer

Site Drive 1

K-5SCHOOL

FULL

65

Pick-Up / Drop-Off Zone

MIDDLE / HIGHSCHOOL

Sit

e D

rive

2

FU

LL

(Carpool)(Carpool)

(Bypass Lane)

Recommended Concrete

Monolithic Island

5808 Faringdon Place, Suite 100Raleigh, NC 27609

Phone: 919.872.5115www.rameykemp.com

17-tar-421a weldon ridge update final draft august 2018 · 11/17/2018 · traffic analysis report...

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