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CenterPoint Development
NCDOT Division 3, District 3
Wilmington, NC
March 30, 2018
PREPARED BY:
Tables
Table 1: Trip Generation Summary (PM Peak Hour) .....................................................................................................5
Table 2: Trip Generation Summary (Saturday Peak Hour) ............................................................................................5
Table 3: Intersection Control Delay Thresholds for LOS ................................................................................................6
Table 4: 2017 Existing Scenario MOE's .........................................................................................................................7
Table 5: 2027 PM Peak MOE Comparion .................................................................................................................... 10
Table 6: 2027 Saturday Peak MOE Comparison ......................................................................................................... 11
Table 7: 2035 PM Peak MOE Comparison .................................................................................................................. 12
Table 8: 2035 Saturday Peak MOE Comparison ......................................................................................................... 13
Table 9: 2027 Design Iteration Summary at Military Cutoff Road at Drysdale Extension ............................................. 14
Table 10: 2027 Build with Development Improvements Scenario Queuing Summary ................................................. 16
Figures
Figure 1: Development Locations and Study Area .........................................................................................................3
Figure 2: CenterPoint Site with U-5710 Configuration (Build Alternative) ......................................................................8
Figure 3: CenterPoint Site and Build with Development Improvements .........................................................................9
Figure 4: CenterPoint TIA Recommendations .............................................................................................................. 19
Under the development of STIP Project U-5710, improvements were proposed throughout the study area
based on future-year forecasted traffic conditions. These improvements will again be considered with
additional traffic volumes generated by the proposed site development (TIP improvements and site
development plans shown in Appendix A). Level of Service (LOS) is reported for each scenario, both with
and without additional potential improvements resulting from the estimated site development-generated
traffic. In the context of this analysis:
710 General Office 34.00 1,000 ft2 Weekday PM Peak Hour Equation 100 5 95
*Guidance obtained from NCDOT Congestion Management Trip Generation Rate Equation Recommendations
Config.
Node
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c
WB - - - - - -
TWSC*
Commonwealth Dr./
NB B 13.8 0.18 C 16.4 0.08
3
Galleon Ln.
SB B 11.2 0.03 B 13.0 0.05
- - - - - -
EB E 63.4 0.78 E 66.5 0.95
Signalized
Viking Ln./
NB B 13.5 0.00 C 15.1 0.01
5
Landfall Ctr.
SB B 11.4 0.03 B 14.4 0.07
- - - - - -
Military Cutoff Rd.
EB - - - - - -
Signalized
The Forum
SB C 32.3 0.81 D 35.5 0.79
D 39.9 1.07 C 34.4 0.79
*MOE's reported only for movement experiencing the highest control delay within the approach
The observed capacity constraints at the signalized intersection of Eastwood Road and Military Cutoff
Road, are intended to be addressed with the TIP project U-5710, which is being developed concurrently
with this TIA report. The project concept consists of a grade-separated crossing of Military Cutoff Road and
Eastwood Road, the construction of the Drysdale Extension to serve as a quadrant road, and median-
restricted access along both intersecting roads to control traffic flow and improve safety. Detailed Synchro
reports for the 2017 Existing scenarios are shown in Appendix F.1.
Table 5 and Table 6 provide 2027 PM and Saturday peak hour results, respectively. Each table includes
the corresponding time period’s No Build delay and LOS, the Build delay and LOS, the magnitude of the
change in delay, and whether the proposed site is responsible for a decline in LOS letter grade. The right-
hand column in each table provides operational MOEs with the proposed modifications to the road network
which are intended to mitigate declines in LOS and increases in delay.
Table 7 and Table 8 provide design year 2035 PM and Saturday peak hour results, respectively. It should
be noted that 2035 MOEs are provided for the purposes of understanding long-term intersection capacity.
Design decisions with regards to proposed traffic control improvements and turn bay lengths were made
using the 2027 capacity analysis.
Config.
Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 10.0 0.07 B 10.4 0.07 4% C 20.2 0.57
Signalized
WB A 9.8 0.00 B 13.9 0.16 42% Yes B 11.4 0.49
TWSC*
TWSC*
CenterPoint
14
NB - - - - - - - - - -
Site Access #3
Eastwood Rd.
Signalized
WB B 13.2 0.40 B 12.0 0.51 -9% C 21.0 0.51
Drysdale Dr.
15
NB - - - - - - - - - -
Ext.
SB B 16.0 0.54 C 21.8 0.69 36% Yes C 28.5 0.57
A 9.1 0.54 B 10.9 0.69 20% Yes B 15.5 0.57
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Eastwood Road EB On Ramp NB - - - - - - - - - -
4
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood Road WB Off Ramp NB - - - - - - - - - -
8
SB - - - - - - - - - -
- - - - - - - - - -
EB C 22.2 0.10 D 26.0 0.15 17% Yes D 26.0 0.15
WB D 29.1 0.43 D 34.7 0.48 19% D 34.7 0.48
TWSC*
TWSC*
Viking Ln. /
NB - - - - - - - - - -
5
Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 19% - - -
Military Cutoff Rd.
Signalized
WB D 49.4 0.61 D 52.0 0.75 5% D 52.0 0.75
Drysdale Dr./
NB C 31.3 0.72 D 39.0 0.86 25% Yes D 39.0 0.86
6
Signalized
WB - - - - - - - - - -
10
TWSC*
11
Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB E 76.6 0.94 F 90.8 1.01 19% Yes F 90.8 1.01
Signalized
Signalized
WB F 96.1 0.92 F 117.1 1.01 22% F 117.1 1.01
Parker Farm Rd./
NB C 25.1 0.94 C 28.3 1.02 13% C 28.4 1.02
7
The Forum
SB D 42.5 0.97 D 49.9 1.01 17% D 49.9 1.01
D 40.6 0.97 D 46.9 1.02 16% D 46.9 1.02
EB - - - - - - - - - -
WB B 10.5 0.01 B 10.9 0.05 4% B 10.9 0.05
TWSC*
TWSC*
Cavalier Dr. NB - - - - - - - - -
9
Calypso Dr.
Roundabout
WB - - - - - - - - - -
TWSC*
Config.
Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 12.1 0.11 B 13.3 0.12 10% C 23.1 0.71
Signalized
WB B 13.1 0.01 F 54.0 0.71 312% Yes B 19.6 0.65
TWSC*
TWSC*
CenterPoint
14
NB - - - - - - - - - -
Site Access #3
Eastwood Rd.
Signalized
WB B 16.0 0.46 B 14.4 0.54 -10% C 24.5 0.53
Drysdale Dr.
15
NB - - - - - - - - - -
Ext.
SB A 8.2 0.51 B 18.9 0.68 130% Yes C 25.8 0.59
A 7.3 0.51 A 9.8 0.68 34% B 13.8 0.59
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Eastwood EB On Ramp NB - - - - - - - - - -
4
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood WB Off Ramp NB - - - - - - - - - -
8
SB - - - - - - - - - -
- - - - - - - - - -
EB C 22.9 0.15 D 31.5 0.26 38% Yes D 31.3 0.25
WB D 31.0 0.38 E 44.6 0.48 44% Yes E 44.6 0.48
TWSC*
TWSC*
Viking Ln. /
NB - - - - - - - - - -
5
Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 44% - - -
Military Cutoff Rd.
Signalized
WB D 49.0 0.63 D 46.7 0.66 -5% D 51.4 0.66
Drysdale Dr./
NB C 30.8 0.64 D 41.9 0.87 36% Yes D 38.4 0.84
6
Signalized
WB - - - - - - - - - -
10
TWSC*
11
Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB E 60.1 0.81 F 87.0 0.99 45% Yes F 87.0 0.99
Signalized
Signalized
WB E 74.0 0.78 F 115.4 0.99 56% Yes F 115.4 0.99
Parker Farm Rd./
NB B 19.6 0.85 C 21.7 0.99 11% Yes C 23.7 0.99
7
The Forum
SB D 35.6 0.91 D 42.6 0.99 20% D 42.6 0.99
C 32.9 0.91 D 40.2 0.99 22% Yes D 41.1 0.99
EB - - - - - - - - - -
WB A 9.4 0.01 B 10.0 0.08 6% Yes A 9.9 0.08
TWSC*
TWSC*
Cavalier Dr. NB - - - - - - - - - -
9
Calypso Dr.
Roundabout
WB - - - - - - - - - -
TWSC*
Config.
Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 10.4 0.08 B 10.8 0.08 4% C 21.2 0.59
Signalized
WB B 10.2 0.01 B 14.9 0.18 46% B 12.0 0.53
TWSC*
TWSC*
CenterPoint
14
NB - - - - - - - - - -
Site Access #3
Eastwood Rd.
Signalized
WB B 12.1 0.40 B 13.2 0.56 9% C 22.2 0.55
Drysdale Dr.
15
NB - - - - - - - - - -
Ext.
SB B 19.0 0.67 C 21.5 0.73 13% Yes C 28.7 0.60
A 9.8 0.67 B 11.1 0.73 13% Yes B 15.8 0.60
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3
SB - - - - - - - - - -
- - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Eastwood Road EB On Ramp NB - - - - - - - - - -
4
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood Road WB Off Ramp NB - - - - - - - - - -
8
SB - - - - - - - - - -
- - - - - - - A
EB D 25.1 0.14 D 29.8 0.19 19% D 29.8 0.19
WB E 36.3 0.51 E 44.7 0.58 23% E 44.7 0.58
TWSC*
TWSC*
Viking Ln. /
NB - - - - - - - - - -
5
Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 23% - - -
Military Cutoff Rd.
Signalized
WB D 50.6 0.66 D 54.7 0.76 8% D 54.7 0.76
Drysdale Dr./
NB C 32.9 0.76 D 42.0 0.88 28% Yes D 42.0 0.88
6
Signalized
WB - - - - - - - - - -
10
TWSC*
11
Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB F 89.5 1.01 F 112.4 1.10 26% F 112.4 1.10
Signalized
Signalized
WB F 111.1 0.99 F 135.9 1.08 22% F 135.9 1.08
Parker Farm Rd./
NB C 28.1 1.02 C 32.0 1.10 14% C 32.1 1.10
7
The Forum
SB E 61.3 1.05 E 64.9 1.06 6% E 64.9 1.06
D 51.1 1.05 E 57.6 1.10 13% Yes E 57.6 1.10
EB - - - - - - - - - -
WB B 10.7 0.01 B 11.1 0.05 4% B 11.2 0.05
TWSC*
TWSC*
Cavalier Dr. NB - - - - - - - - - -
9
Calypso Dr.
Roundabout
WB - - - - - - - - - -
TWSC*
Config.
Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 13.0 0.13 B 14.3 0.15 10% C 24.6 0.77
Signalized
WB B 14.1 0.01 F 78.3 0.83 455% Yes C 20.7 0.71
TWSC*
TWSC*
CenterPoint
14
NB - - - - - - - - - -
Site Access #3
Eastwood Rd.
Signalized
WB B 13.5 0.41 B 14.8 0.57 10% C 25.8 0.56
Drysdale Dr.
15
NB - - - - - - - - - -
Ext.
SB B 17.8 0.66 C 20.1 0.73 13% Yes C 26.0 0.62
A 9.0 0.66 B 10.1 0.73 12% Yes B 14.1 0.62
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB - - - - - - - - - -
Eastwood EB On Ramp NB - - - - - - - - - -
4
SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized
Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood WB Off Ramp NB - - - - - - - - - -
8
SB - - - - - - - - - -
- - - - - - - A
EB D 26.1 0.19 E 37.1 0.32 42% Yes E 37.1 0.32
WB E 38.7 0.46 F 59.0 0.59 52% Yes F 59.0 0.59
TWSC*
TWSC*
Viking Ln. /
NB - - - - - - - - - -
5
Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 52% - - -
Military Cutoff Rd.
Signalized
WB D 49.6 0.64 D 48.5 0.71 -2% D 47.8 0.71
Drysdale Dr./
NB C 31.3 0.69 D 42.6 0.92 36% Yes D 42.6 0.92
6
Signalized
WB - - - - - - - - - -
10
TWSC*
11
Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB F 80.7 0.98 F 99.5 1.07 23% F 99.5 1.07
Signalized
Signalized
WB F 108.9 0.98 F 133.8 1.07 23% F 133.8 1.07
Parker Farm Rd./
NB C 20.2 0.92 C 26.3 1.07 30% C 26.9 1.07
7
The Forum
SB D 36.2 0.93 E 59.7 1.06 65% Yes E 59.7 1.06
D 37.0 0.98 D 51.5 1.07 39% D 51.7 1.07
EB - - - - - - - - - -
WB A 9.4 0.01 B 10.1 0.08 7% Yes B 10.2 0.08
TWSC*
TWSC*
Cavalier Dr. NB - - - - - - - - - -
9
Calypso Dr.
Roundabout
WB - - - - - - - - - -
TWSC*
The Node # 6 intersection of Military Cutoff Road and the new Drysdale Extension yields a SB approach
delay that is 50% more than the 2027 Saturday No Build conditions and an overall intersection delay
increase that is 34% more than the same No Build scenario. This prompted further examination of the
intersection in an attempt to identify mitigating improvements. Several iterations of design were investigated
at this site. Initially, the lane geometrics from the U-5710 concept were evaluated. The traffic analysis of
this concept yielded findings that indicated that the primary cause for this increase in delay was attributed
to additional eastbound left turn volumes from CenterPoint and southbound U-turn traffic, also generated
by CenterPoint. These movements required more of the signal’s green time, which hurt the overall
intersection capacity.
The first iteration on the U-5710 concept considered that the Saturday eastbound left turn volume from the
Drysdale Extension would operate better with a third eastbound left turn lane.
The second iteration on the U-5710 concept also consisted of a third eastbound left turn lane and added a
full prohibition of the southbound U-turn movement. The U-turn volumes were re-routed to the triple
eastbound left turn lanes.
The findings of this iterative process are documented in Table 9. As seen in the Table, adding the third
eastbound left turn lane frees up more of the signal’s green time for the northbound/southbound phases,
which helps mitigate the growing delay on those respective movements. The full removal of the southbound
U-turn movement does not provide much further benefit to the intersection above what is gained by the
third eastbound left turn lane. More time is freed up in the cycle for the northbound movement, and
southbound delays are reduced by another 1.8 sec/veh; however delays for the overall intersection only
improve by 0.6 sec/veh by prohibiting the U-turn. Note that both iterations improve overall intersection delay
to a point where the LOS range reaches the No-Build level of C.
Table 9: 2027 Design Iteration Summary at Military Cutoff Road at Drysdale Extension
Config.
Node
Lastly, the unsignalized driveway called Access #3, which was initially assumed to consist of a right-in/left-
in/right-out configuration was deemed to be inadequate with respect to potential crash risk. The driveway
is proposed as a right-in/right-out access point in the Build with Development Improvements scenario.
Detailed Synchro reports, SIDRA reports for Node #12, and SimTraffic reports (used for establishing
approximate queue lengths) for each peak period, and during each design year are shown in the following
Appendices:
Turn lane lengths are established using the 95th Percentile value from Synchro and the maximum queue
from SimTraffic. The 2027 Build with Development Improvements networks were run in SimTraffic a total
of 10 times to estimate an average maximum queue length at these locations. This process was also
conducted at proposed driveways into the CenterPoint site. Table 10 summarizes the recommended turn
lane lengths for each intersection, with a 100’ minimum storage length. Maximum calculated queues are
shown in yellow boxes, and blue boxes indicate where a U-5710 turn lane should be lengthened due to
CenterPoint traffic.
Table 10: 2027 Build with Development Improvements Scenario Queuing Summary
Existing/ Proposed
PM Peak Hour Saturday Peak Hour Rec. Min.
Storage
Synchro SimTraffic Synchro SimTraffic Length
Storage Length
Node 2: Eastwood Rd. at Cavalier Dr.
EBL 161 200 232 284 - 300
WBL 101 127 171 272 - 275
WBR 16 45 20 79 200 100
SBL-Th 89 237 55 92 - -
SBR 216 226 125 129 - 250
Node 14: Eastwood Rd. at CenterPoint Site Access #3
WBR 0 0 0 0 - 100
SBR 35 108 110 182 - 200
Node 15: Eastwood Rd. at Drysdale Dr. Ext.
EBL1 53 143 53 212 480* 225
EBL2 53 135 53 191 265* 200
WBR 294 235 301 266 270* 325
SBR1 287 363 309 326 Continuous* 375
SBR2 287 381 309 343 Continuous* 400
Node 11: Military Cutoff Rd. at Calypso Dr.
EBR 20 77 83 133 - 150
SBR-Th 0 8 0 31 - 100
Node 6: Military Cutoff Rd. at Drysdale Dr. Ext.
EBL1 85 94 150 135 - 150
EBL2 85 122 150 174 - 175
EBL3 85 133 150 194 - 200
EBR 328 334 528 544 290* 550
NBL1 318 402 313 469 830* 475
NBL2 318 428 313 548 830* 550
SBR - 0 - 44 470* 100
Node 9: Cavalier Dr. at Calypso Dr.
NBR 25 5 25 4 - 100
SBL 25 22 25 24 - 100
WBR 25 24 25 25 - 100
Node 12: CenterPoint Site Access #4 at Calypso Dr.**
EBTh-R 8 - 15 - - 100
WBL-Th 5 - 10 - - 100
NBL-R 8 - 15 - - 100
Node 16: Drysdale Dr. Ext. at CenterPoint Site Access #2
EBL1 143 154 267 239 - 275
EBL2 143 236 267 337 - 350
EBR 66 87 51 101 - 125
NBL 224 252 305 296 - 325
SBR 314 301 415 273 Continuous* 425
* Current U-5710 concept
** SIDRA generated queue length reported due to roundabout configuration
The following summarizes the necessary improvements as the result of added traffic from CenterPoint,
which are reflected in the Build with Development Improvements Synchro and SimTraffic traffic models.
CenterPoint Traffic Impact Analysis Recommended Turn Lane and Storage Length
100’
The Forum
TIP U-5710 Proposed Traffic Signal Control
#9
100’
100’
100’
#12 #11
Calypso Dr.
150’ driveway stem
#6
Drysdale Dr.
Park St.
Drysdale Dr. Ext.
150’
Continuous
175’
200’
Site Access #4
Recommend dual 550’ (lengthen proposed 290’ turn bay)
entry lanes
Site Access #2
#16
CenterPoint
Landfall Ctr.
Recommend 1st 275’
internal drive be >350’ 350’ Viking Ln.
Site Access #3
325’
from signal stop bars 125’
200’ driveway stem
200’
250’
275’
100’ 325’ (lengthen proposed 270’ turn bay)
Eastwood Rd.
Eastwood Rd.
#14
300’ #2 #15
Cavalier Dr.
Commonwealth Dr.
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