17-TAR-421A Weldon Ridge Update Final Draft August 2018 · 11/17/2018 · TRAFFIC ANALYSIS REPORT...
Transcript of 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.
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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.
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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) - - - - - -
Overall N/A N/A N/A N/A N/A N/A N/A N/A - - - - - -
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) - - - - - -
Overall N/A N/A N/A N/A N/A N/A N/A N/A - - - - - -
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) - - - - - -
Overall N/A N/A N/A N/A N/A N/A N/A N/A - - - - - -
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) - - - - - -
Overall N/A N/A N/A N/A N/A N/A N/A N/A - - - - - -
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
Combined (2022) Conditions -
Phase 1
Combined (2022) Conditions -
Full Build
Combined (2022) Conditions -
Full Build w/ Geometric
Improvements
Combined (2022) Conditions -
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
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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:
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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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
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E-8
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 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.
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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.
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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.
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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.
Yates Store Road [N-S] and Sentinel Ferry Lane / Sentinel Ferry Lane Extension [E-W]
• 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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
E-12
• 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.
Sentinel Ferry Lane Extension [E-W] and Site Drive 1 [N]
• Construct an eastbound right-turn lane with 100 feet of storage and appropriate
deceleration and taper length.
• 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.
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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.
• Provide stop control for the eastbound approach.
• Construct a southbound right-turn lane with of 100 feet of storage and appropriate
deceleration and taper length.
• Construct a northbound left-turn lane with of 100 feet of storage and appropriate
deceleration and taper length.
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
son
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Weldon Ridge Boulevard
New Hope Church Road
Cary Glen Boulevard
Sentinel FerryLane
Que
ensd
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Dri
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MorrisvilleParkway
E F
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Rolling Springs Drive
MorrisvilleParkway
Sentinel Ferry Lane Extension
SITE
Sit
e D
rive
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
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
Fer
son
Roa
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Yat
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Weldon Ridge Boulevard
New Hope Church Road
Cary Glen Boulevard
Sentinel FerryLane
Que
ensd
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Dri
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Whi
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hurc
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MorrisvilleParkway
E F
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Gre
en H
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Sch
ool
Roa
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Rolling Springs Drive
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
Unsignalized Intersection
Full Build Developer Improvement
Storage (In Feet)X'
Improvement Recommended by Estates at Yates Pond Development
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
Phase 1 Developer Improvement
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
Weldon Ridge Update(17-TAR-421A)
Cary, NCFigure E-3
Internal RecommendedLane Configurations
NLEGEND
Unsignalized Intersection
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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 /
Rolling Springs Drive
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Weldon Ridge Update(17-TAR-421A)
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
3. NCDOT 2016 AADT Information
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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
(assumed) NCDOT 2001
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
(assumed) NCDOT 1001
White Oak
Church Road SR 1606
2-lane
undivided
30 mph
(assumed) NCDOT 6001
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
3. NCDOT 2016 AADT Information
Scale: Not to Scale
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
Fer
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Weldon Ridge Boulevard
New Hope Church Road
Cary Glen Boulevard
Sentinel FerryLane
Que
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MorrisvilleParkway
E F
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Rolling Springs Drive
MorrisvilleParkway
Existing (2017)Lane Configurations
Figure 3
LEGEND
Unsignalized Intersection
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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 Weldon Ridge Boulevard
Looking north on Yates Store Road Looking south on Yates Store Road
Yates Store Road and Sentinel Ferry Road
Looking north on Yates Store Road Looking south on Yates Store Road
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
10
Weldon Ridge Boulevard and Cary Glen Boulevard
Looking north on Weldon Ridge Boulevard Looking south on Weldon Ridge Boulevard
Morrisville Parkway and Weldon Ridge Boulevard
Looking east on Morrisville Parkway Looking west on Morrisville Parkway
Morrisville Parkway and Green Hope School Road
Looking east on Morrisville Parkway Looking west on Morrisville Parkway
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
11
Morrisville Parkway and East Ferrell Road
Looking east on Morrisville Parkway Looking west on Morrisville Parkway
Morrisville Parkway and White Oak Church Road
Looking east on Morrisville Parkway Looking west on Morrisville Parkway
New Hope Church Road and Queensdale Drive
Looking east on New Hope Church Road Looking west on New Hope Church Road
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
Fer
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Roa
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Weldon Ridge Boulevard
New Hope Church Road
Cary Glen Boulevard
Sentinel FerryLane
Que
ensd
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Whi
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MorrisvilleParkway
E F
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Gre
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Sch
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Rolling Springs Drive
MorrisvilleParkway
Existing (2017)Peak Hour Traffic
Figure 4
LEGEND
Unsignalized Intersection
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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:
• 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)
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
Scale: Not to Scale
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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
Unsignalized Intersection
Weekday AM / PM Peak Hour Traffic
X / Y
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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
Unsignalized Intersection
Weekday AM / PM Peak Hour Traffic
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
Unsignalized Intersection
Weekday AM / PM Peak Hour Traffic
X / Y
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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:
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Unsignalized Intersection
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%
Left-Over Intersection
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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
Unsignalized Intersection
Entering Trip DistributionX%
(Y)%
Regional Trip Distribution
Exiting Trip Distribution
Left-Over Intersection
(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.
Scale: Not to Scale
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
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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%
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Entering Trip DistributionX%
(Y)%
Regional Trip Distribution
Exiting Trip Distribution
Left-Over Intersection
(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
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Left-Over Intersection
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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
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Left-Over Intersection
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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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
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Left-Over Intersection
0/7 0/7
7/0
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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
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AM / PM Peak Hour Site TripsX / Y
Left-Over Intersection
Note: Through coordination with the Town, PM student traffic was not considered as it occurs at an earlier time.
Scale: Not to Scale
Weldon Ridge Update(17-TAR-421A)
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MorrisvilleParkway
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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
Unsignalized Intersection
AM / PM Peak Hour Site TripsX / Y
Left-Over Intersection
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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Dri
ve
Whi
te O
ak C
hurc
hR
oad
MorrisvilleParkway
E F
erre
llR
oad
Gre
en H
ope
Sch
ool
Roa
d
Rolling Springs Drive
MorrisvilleParkway
Sentinel Ferry Lane Extension
SITE
Sit
e D
rive
3
SiteDrive 2
Sit
e D
rive
1
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
Unsignalized Intersection
Weekday AM / PM Peak Hour Traffic
X / Y
Left-Over Intersection
Scale: Not to Scale
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
Fer
son
Roa
d
Yat
es S
tore
R
oad
Weldon Ridge Boulevard
New Hope Church Road
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
Rolling Springs Drive
MorrisvilleParkway
Sentinel Ferry Lane Extension
SITE
Sit
e D
rive
3
SiteDrive 2
Sit
e D
rive
1
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
Unsignalized Intersection
Weekday AM / PM Peak Hour Traffic
X / Y
Left-Over Intersection
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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
Combined (2022) Conditions
– 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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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)
Existing (2017) Conditions
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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
- 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
Combined (2022) Conditions
- 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)
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
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
expected to increase the delay for the minor-street approaches at this intersection.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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)
Existing (2017) 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
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
Combined (2022) Conditions –
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
Combined (2022) Conditions –
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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
Improvements and/or revised lane configurations shown in BOLD type.
Capacity analysis indicates that all major-street left-turn movements and minor-street
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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)
Existing (2017) 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
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
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 A during the weekday AM and PM peak hours
under all analysis scenarios.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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)
Existing (2017) Conditions
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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
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
all analysis scenarios.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
43
7.6. Morrisville Parkway and Weldon Ridge Boulevard
The unsignalized intersection of Morrisville Parkway 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 9.
Refer to Table 9 for a summary of the capacity analysis results. Copies of the Synchro
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)
Existing (2017) Conditions
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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
- 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)
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
Improvements and/or revised lane configurations shown in BOLD type.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
44
Capacity analysis indicates that the major-street left-turn movement and minor-street approach
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.
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 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.
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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)
Existing (2017) Conditions
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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
* 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.
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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)
Existing (2017) Conditions
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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
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.
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7.9. Morrisville Parkway and White Oak Church Road
The unsignalized intersection of Morrisville Parkway and White Oak Church 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 12.
Refer to Table 12 for a summary of the capacity analysis results. Copies of the Synchro
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)
Existing (2017) Conditions
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
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
Committed Improvements by The Estates at Yates Pond development are underlined.
Capacity analysis indicates that all major-street left-turn movements and minor-street
approaches are expected to operate at LOS B or better during the weekday AM and PM peak
hours under all analysis scenarios.
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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)
Combined (2022) Conditions
– 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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
Improvements and/or revised lane configurations shown in BOLD type.
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.
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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)
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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)
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
Improvements and/or revised lane configurations shown in BOLD type.
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.
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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)
Combined (2022) Conditions
– 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
Combined (2022) Conditions
– 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
1. Level of Service for major-street left-turn movement.
2. Level of Service for minor-street approach.
Improvements and/or revised lane configurations shown in BOLD type.
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.
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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
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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.
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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.
• 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)
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
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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:
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
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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
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
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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.
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 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.
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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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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.
Yates Store Road [N-S] and Sentinel Ferry Lane / Sentinel Ferry Lane Extension [E-W]
• 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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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• 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.
Sentinel Ferry Lane Extension [E-W] and Site Drive 1 [N]
• Construct an eastbound right-turn lane with 100 feet of storage and appropriate
deceleration and taper length.
• 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.
Traffic Analysis Report Weldon Ridge Update (17-TAR-421A) – Final Draft
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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.
• Provide stop control for the eastbound approach.
• Construct a southbound right-turn lane with of 100 feet of storage and appropriate
deceleration and taper length.
• Construct a northbound left-turn lane with of 100 feet of storage and appropriate
deceleration and taper length.
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
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
Fer
son
Roa
d
Yat
es S
tore
R
oad
Weldon Ridge Boulevard
New Hope Church Road
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
Rolling Springs Drive
MorrisvilleParkway
Sentinel Ferry Lane Extension
SITE
Sit
e D
rive
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
63
Figure 17a
150'
225'
Existing Lane
Scale: Not to Scale
Weldon Ridge Update(17-TAR-421A)
Cary, NCN
Fer
son
Roa
d
Yat
es S
tore
R
oad
Weldon Ridge Boulevard
New Hope Church Road
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
Rolling Springs Drive
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
Unsignalized Intersection
Full Build Developer Improvement
Storage (In Feet)X'
Improvement Recommended by Estates at Yates Pond Development
Developer Monitor for Signal*
64
Left-Over Intersection
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
Phase 1 Developer Improvement
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
Weldon Ridge Update(17-TAR-421A)
Cary, NCFigure 17c
Internal RecommendedLane Configurations
NLEGEND
Unsignalized Intersection
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