Traffic Impact Analysis

CenterPoint Development
NCDOT Division 3, District 3

Wilmington, NC
March 30, 2018

hdrinc.com 101 N 3rd Street, Suite 201, Wilmington, NC 28401-4034

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 TRAFFIC IMPACT ANALYSIS
CENTERPOINT DEVELOPMENT

MARCH 30, 2018

PREPARED BY:

HDR ENGINEERING, INC. OF THE CAROLINAS

101 NORTH 3RD STREET, SUITE 201
WILMINGTON, NC 28401
NC LICENSE NO. F-0116

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Contents
1.0 Introduction ..............................................................................................................................................................3
2.0 Volume Development ...............................................................................................................................................4
2.1 Data Collection ....................................................................................................................................................4
2.2 Trip Generation ....................................................................................................................................................4
2.3 Future-Year Volumes ...........................................................................................................................................5
3.0 Capacity Analysis .....................................................................................................................................................6
3.1 Methodology ........................................................................................................................................................6
3.2 Existing Network ..................................................................................................................................................6
3.3 2027 and 2035 No-Build Scenarios .....................................................................................................................8
3.4 2027 and 2035 Proposed Build Scenarios ...........................................................................................................8
Capacity Analysis Results .....................................................................................................................................9
Turn Lane Recommendations ............................................................................................................................. 16
4.0 Conclusions............................................................................................................................................................ 17

Tables
Table 1: Trip Generation Summary (PM Peak Hour) .....................................................................................................5
Table 2: Trip Generation Summary (Saturday Peak Hour) ............................................................................................5
Table 3: Intersection Control Delay Thresholds for LOS ................................................................................................6
Table 4: 2017 Existing Scenario MOE's .........................................................................................................................7
Table 5: 2027 PM Peak MOE Comparion .................................................................................................................... 10
Table 6: 2027 Saturday Peak MOE Comparison ......................................................................................................... 11
Table 7: 2035 PM Peak MOE Comparison .................................................................................................................. 12
Table 8: 2035 Saturday Peak MOE Comparison ......................................................................................................... 13
Table 9: 2027 Design Iteration Summary at Military Cutoff Road at Drysdale Extension ............................................. 14
Table 10: 2027 Build with Development Improvements Scenario Queuing Summary ................................................. 16

Figures
Figure 1: Development Locations and Study Area .........................................................................................................3
Figure 2: CenterPoint Site with U-5710 Configuration (Build Alternative) ......................................................................8
Figure 3: CenterPoint Site and Build with Development Improvements .........................................................................9
Figure 4: CenterPoint TIA Recommendations .............................................................................................................. 19

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1.0 Introduction
HDR Engineering, Inc. of the Carolinas (HDR) was retained to perform a Traffic Impact Analysis (TIA) of
the proposed CenterPoint development located adjacent to the intersection of Eastwood Road and Military
Cutoff Road in Wilmington, North Carolina (Figure 1). This intersection is the subject of State
Transportation Improvement Program (STIP) Project U-5710, for which HDR has performed an alternatives
analysis and developed a conceptual design for a Northwest Quadrant Grade-Separated configuration.

Figure 1: Development Locations and Study Area

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The purpose of this analysis is to better understand the potential impacts of the proposed adjacent site
development on the preferred alternative configuration and to compare the quality of traffic operations in
the following scenarios:

• 2017 Existing Conditions

2027: CenterPoint Build Year

• 2027 No Build
• 2027 Build
• 2027 Build with Development Improvements

2035: TIP U-5710 Design Year

• 2035 No Build
• 2035 Build
• 2035 Build with Development Improvements

Under the development of STIP Project U-5710, improvements were proposed throughout the study area
based on future-year forecasted traffic conditions. These improvements will again be considered with
additional traffic volumes generated by the proposed site development (TIP improvements and site
development plans shown in Appendix A). Level of Service (LOS) is reported for each scenario, both with
and without additional potential improvements resulting from the estimated site development-generated
traffic. In the context of this analysis:

• “No Build”: TIP Improvements without development built

• “Build”: TIP Improvements with development built and projected additional traffic
• “Build with Development Improvements”: TIP Improvements with development built and projected
additional traffic, along with any recommended improvements intended to mitigate congestion
resulting from the aforementioned additional traffic

2.0 Volume Development

2.1 Data Collection
Proposed improvements for U-5710 were developed based on a future-year traffic forecast, which is derived
from a combination of data sources: the Wilmington Metropolitan Planning Organization (WMPO) regional
travel demand model, forecast data from recently-completed nearby projects, historic AADT data, and field-
collected turning movement counts and tube counts. However, for the purposes of this TIA, intersection
turning movement counts for six intersections were collected on a weekday (4:00-6:00pm) and a Saturday
(11:30am-1:30pm) in June 2017 and September 2017, respectively (Appendices B.1 and B.2). Any
discrepancies in the counted volumes along the study area links (i.e., due to mid-segment access points or
human error) were addressed by several balancing adjustments. These balanced counts were used as the
basis for the 2017 existing capacity analysis scenario. An NCDOT-approved 1% compounded annual
growth rate was used to estimate the intermediate-year (2027) and build-out year (2035) traffic volumes at
the same intersections (Appendix B.3).

2.2 Trip Generation

Trip generation methodology and calculations for the proposed CenterPoint development were based on
the 9th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. According to
proposed plans from Swain & Associates, LLC, CenterPoint is to be a 9-acre mixed-use development that

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includes a medical treatment facility, hotels, office space, residential and retail land uses. It would be located
north of Eastwood Road, between Cavalier Drive and Galleon Lane. Tables 1 and 2 summarize the trip
generation assumptions – including internal capture and pass-by reductions – used to derive the entering
and exiting traffic volumes. Appendix C summarizes the trip generation methodology, pass-by distributions
and external trip distributions for each scenario in detail. These trip generation estimates were approved
on October 23, 2017.

Table 1: Trip Generation Summary (PM Peak Hour)

Peak Hour
LUC Description Value Variable Scenario Method*
Total Entering Exiting
Dwelling Weekday Adjacent Roadway
220 Apartment 300 Equation 160 104 56
Units Peak Hour Btwn. 4-6PM
Weekday Adjacent Roadway
310 Hotel 200 Rooms Rate 58 27 31
Peak Hour Btwn. 4-6PM
Weekday Adjacent Roadway
610 Hospital 70.00 1,000 ft2 Rate 65 25 40
Peak Hour Btwn. 4-6PM

710 General Office 34.00 1,000 ft2 Weekday PM Peak Hour Equation 100 5 95

Weekday Adjacent Roadway

820 Shopping Center 143.25 1,000 ft2 Equation 316 145 171
Peak Hour Btwn. 4-6PM
Weekday Adjacent Roadway
931 Quality Restaurant 26.64 1,000 ft2 Rate 69 64 5
Peak Hour Btwn. 4-6PM
High-Turnover (Sit- Weekday PM Peak
932 28.82 1,000 ft2 Rate 179 129 50
Down) Restaurant Hour of Generator
External Trips 947 499 448

*Guidance obtained from NCDOT Congestion Management Trip Generation Rate Equation Recommendations

Table 2: Trip Generation Summary (Saturday Peak Hour)

Peak Hour
LUC Description Value Variable Scenario Method*
Total Entering Exiting
220 Apartment 300 Dwelling Units Saturday Peak Hour of Generator Equation 142 71 71
310 Hotel 200 Rooms Saturday Peak Hour of Generator Rate 144 81 63
2
610 Hospital 70.00 1,000 ft Saturday Peak Hour of Generator Rate 158 79 79
710 General Office 34.00 1,000 ft2 Saturday Peak Hour of Generator Equation 15 8 7
820 Shopping Center 143.25 1,000 ft2 Saturday Peak Hour of Generator Equation 816 430 386
931 Quality Restaurant 26.64 1,000 ft2 Saturday Peak Hour of Generator Rate 288 170 118
High-Turnover (Sit-
932 28.82 1,000 ft2 Saturday Peak Hour of Generator Rate 405 215 190
Down) Restaurant
External Trips 1,968 1,054 914
*Guidance obtained from NCDOT Congestion Management Trip Generation Rate Equation Recommendations

2.3 Future-Year Volumes

Several existing traffic movements are proposed to be restricted in the future-year No Build scenario as a
result of the proposed TIP improvements. These movements and their associated peak hour volumes were
re-routed accordingly. For several traffic movements, multiple new potential travel paths would become
available as a result of a proposed alternative design. To help estimate the splits between travel paths for
movements such as these, a network-wide origin-destination (O-D) matrix based on percentile splits was
developed (Appendix D.1). The final “adjusted” volumes used in the analysis – those re-routed paths due
to TIP improvements together with the pass-by and external trips – are summarized in detail for the future-
year No Build and Build scenarios in Appendices D.2-D.4.

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3.0 Capacity Analysis
3.1 Methodology
Traffic capacity analyses were performed in accordance with NCDOT Congestion Management Unit’s
Capacity Analysis Guidelines (current as of July 2015) in addition to NCDOT District 3’s TIA Supplemental
Guidelines (current as of September 2017). Traffic operations are quantified with Control Delay (seconds
per vehicle), Volume-to-Capacity (v/c) ratio and the 95th Percentile Queue Length (feet), all of which are
derived from Synchro (Version 9.1) for signalized and unsignalized intersections, and from SIDRA
Intersection 7 for roundabouts. Control delay – experienced at individual movements, approaches and
intersections as a whole (in signalized intersections) – dictates LOS. Thresholds for LOS vary, depending
on the type of intersection being analyzed (Table 3).

Table 3: Intersection Control Delay Thresholds for LOS

Signalized Unsignalized
Min. Max. LOS Min. Max. LOS
0 10 A 0 10 A
10 20 B 10 15 B
20 35 C 15 25 C
35 55 D 25 35 D
55 80 E 35 50 E
80 ∞ F 50 ∞ F

3.2 Existing Network

The Existing traffic capacity analyses assume that no improvements are made to the existing roadway
network, and includes the following intersections:

• Eastwood Road at Cavalier Drive (Two-Way Stop-Controlled, TWSC)

• Eastwood Road at Commonwealth Drive / Galleon Lane (TWSC)
• Eastwood Road at Military Cutoff Road (Signalized)
• Military Cutoff Road at Viking Lane / Landfall Center (TWSC)
• Military Cutoff Road at Drysdale Drive (Signalized)
• Military Cutoff Road at Parker Farm Drive / The Forum (Signalized)
Current signal timing and coordination plans (Appendix E) were implemented in the Synchro networks for
the Existing scenarios. Table 4 summarizes the intersection LOS within the study area for each scenario
and peak hour analyzed.

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 Table 4: 2017 Existing Scenario MOE's
PM Peak Hour Saturday Peak Hour

Config.
Node
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c

EB A 9.6 0.06 B 11.3 0.09

WB A 9.5 0.00 B 12.1 0.01
TWSC*

Cavalier Dr. NB E 41.2 0.16 F 144.4 0.33

2

SB F 73.7 0.56 F 203.2 0.54

- - - - - -
EB A 9.5 0.00 B 10.8 0.01
Eastwood Rd.

WB - - - - - -
TWSC*

Commonwealth Dr./
NB B 13.8 0.18 C 16.4 0.08
3

Galleon Ln.
SB B 11.2 0.03 B 13.0 0.05
- - - - - -
EB E 63.4 0.78 E 66.5 0.95
Signalized

WB E 63.2 0.65 E 57.2 0.78

Military Cutoff Rd. NB D 50.5 0.86 E 57.7 0.87
4

SB C 32.5 0.78 D 42.5 0.87

D 48.9 0.86 D 55.0 0.95
EB F 200.2 0.42 F 1,344.6 1.75
WB F 483.9 1.28 F 3,743.0 6.22
TWSC*

Viking Ln./
NB B 13.5 0.00 C 15.1 0.01
5

Landfall Ctr.
SB B 11.4 0.03 B 14.4 0.07
- - - - - -
Military Cutoff Rd.

EB - - - - - -
Signalized

WB E 70.0 0.79 E 65.5 0.72

Drysdale Dr. NB A 3.9 0.38 A 7.8 0.48
6

SB A 8.1 0.77 A 8.8 0.76

B 12.5 0.79 B 13.2 0.76
EB F 111.8 1.07 E 67.6 0.75
Signalized

WB F 99.4 0.85 E 73.9 0.66

Parker Farm Rd./
NB C 21.8 0.70 C 21.3 0.68
7

The Forum
SB C 32.3 0.81 D 35.5 0.79
D 39.9 1.07 C 34.4 0.79
*MOE's reported only for movement experiencing the highest control delay within the approach

The observed capacity constraints at the signalized intersection of Eastwood Road and Military Cutoff
Road, are intended to be addressed with the TIP project U-5710, which is being developed concurrently
with this TIA report. The project concept consists of a grade-separated crossing of Military Cutoff Road and
Eastwood Road, the construction of the Drysdale Extension to serve as a quadrant road, and median-
restricted access along both intersecting roads to control traffic flow and improve safety. Detailed Synchro
reports for the 2017 Existing scenarios are shown in Appendix F.1.

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3.3 2027 and 2035 No-Build Scenarios
To establish a base line for comparison, both a 2027 and a 2035 network of turning movements were
developed. A diagram of volumes for each timeframe is found in Appendix D of this report. As previously
mentioned, a compound annual growth rate of 1% per year was applied to 2017 volumes to project out to
the respective opening and design years. The results of this capacity analysis can be found in the
comparison tables located in Section 3.4. Synchro output reports are also located in the Appendix F.1-
F.7 for reference.

3.4 2027 and 2035 Proposed Build Scenarios

In addition to the intersections listed in Section 3.2, the following intersections were included or updated to
reflect future conditions in the capacity analyses of the proposed Build alternative (Figure 2):

• Eastwood Road at Cavalier Drive

o Build – Two-Way Stop Control (TWSC)
o Build with Developer Improvements – Traffic Signal
• Eastwood Road at CenterPoint Site Access #3
o Build – TWSC with an unsignalized left-in median break
o Build with Developer Improvements – right-in/right-out driveway
• Drysdale Drive Extension at CenterPoint Site Access #2
o Build – TWSC
o Build with Developer Improvements – Traffic Signal
• Military Cutoff Road at Calypso Drive (right-in/right-out access)
• Military Cutoff Road at Commonwealth Drive (Traffic Signal)
• Calypso Drive at CenterPoint Site Access #4 (roundabout, internal to site plan)
• Cavalier Drive at Calypso Drive (TWSC)
Figure 2: CenterPoint Site with U-5710 Configuration (Build Alternative)

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The methodology used to evaluate all capacity measures of effectiveness (MOEs) is based on guidance
from the NCDOT Congestion Management Capacity Analysis publication. In determining reasonable
improvements to the network that are a direct result of the traffic generated by the CenterPoint site, a
comparison of 2027 PM and Saturday peak hour traffic was made between Build and No Build scenarios.
Declines in LOS and/or increases to approach delay indicated a need for development improvements. A
second set of capacity analyses of Build with Development Improvements was conducted to determine the
benefits of proposed improvements. These proposed improvements are referred to as the Build with
Development Improvements scenario. Figure 3 illustrates those proposed improvements.

Figure 3: CenterPoint Site and Build with Development Improvements

CAPACITY ANALYSIS RESULTS

Table 5 and Table 6 provide 2027 PM and Saturday peak hour results, respectively. Each table includes
the corresponding time period’s No Build delay and LOS, the Build delay and LOS, the magnitude of the
change in delay, and whether the proposed site is responsible for a decline in LOS letter grade. The right-
hand column in each table provides operational MOEs with the proposed modifications to the road network
which are intended to mitigate declines in LOS and increases in delay.

Table 7 and Table 8 provide design year 2035 PM and Saturday peak hour results, respectively. It should
be noted that 2035 MOEs are provided for the purposes of understanding long-term intersection capacity.
Design decisions with regards to proposed traffic control improvements and turn bay lengths were made
using the 2027 capacity analysis.

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 Table 5: 2027 PM Peak MOE Comparion

Config.

Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 10.0 0.07 B 10.4 0.07 4% C 20.2 0.57

Signalized
WB A 9.8 0.00 B 13.9 0.16 42% Yes B 11.4 0.49
TWSC*

Cavalier Dr. NB F 58.4 0.24 F 108.9 0.45 86% D 38.4 0.09

2

SB F 133.2 0.80 F 381.3 1.36 186% E 58.2 0.74

186% C 20.8 0.74
EB - - - B 11.5 0.24 - - - -
WB - - - - - - - - - -
TWSC*

TWSC*
CenterPoint
14

NB - - - - - - - - - -
Site Access #3
Eastwood Rd.

SB - - - B 14.7 0.33 - B 14.4 0.32

- - - - - - - - - -
EB A 2.3 0.22 A 2.8 0.23 22% A 4.0 0.23
Signalized

Signalized
WB B 13.2 0.40 B 12.0 0.51 -9% C 21.0 0.51
Drysdale Dr.
15

NB - - - - - - - - - -
Ext.
SB B 16.0 0.54 C 21.8 0.69 36% Yes C 28.5 0.57
A 9.1 0.54 B 10.9 0.69 20% Yes B 15.5 0.57
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Eastwood Road EB On Ramp NB - - - - - - - - - -
4

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood Road WB Off Ramp NB - - - - - - - - - -
8

SB - - - - - - - - - -
- - - - - - - - - -
EB C 22.2 0.10 D 26.0 0.15 17% Yes D 26.0 0.15
WB D 29.1 0.43 D 34.7 0.48 19% D 34.7 0.48
TWSC*

TWSC*
Viking Ln. /
NB - - - - - - - - - -
5

Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 19% - - -
Military Cutoff Rd.

EB C 30.9 0.55 C 32.7 0.78 6% C 32.2 0.78

Signalized

Signalized
WB D 49.4 0.61 D 52.0 0.75 5% D 52.0 0.75
Drysdale Dr./
NB C 31.3 0.72 D 39.0 0.86 25% Yes D 39.0 0.86
6

Drysdale Dr. Ext.

SB C 23.0 0.65 C 26.2 0.79 14% C 26.2 0.79
C 29.4 0.72 C 34.0 0.86 16% C 33.9 0.86
EB A 0.4 0.24 A 0.4 0.26 0% A 0.4 0.26
Signalized

Signalized
WB - - - - - - - - - -
10

Commonwealth Dr. NB A 2.7 0.46 A 2.6 0.50 -4% A 2.6 0.50

SB A 6.6 0.44 A 6.9 0.47 5% A 6.9 0.47
A 4.3 0.46 A 4.4 0.50 2% A 4.4 0.50
EB - - - D 26.3 0.23 - D 26.3 0.23
WB - - - - - - - - - -
TWSC*

TWSC*
11

Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB E 76.6 0.94 F 90.8 1.01 19% Yes F 90.8 1.01
Signalized

Signalized
WB F 96.1 0.92 F 117.1 1.01 22% F 117.1 1.01
Parker Farm Rd./
NB C 25.1 0.94 C 28.3 1.02 13% C 28.4 1.02
7

The Forum
SB D 42.5 0.97 D 49.9 1.01 17% D 49.9 1.01
D 40.6 0.97 D 46.9 1.02 16% D 46.9 1.02
EB - - - - - - - - - -
WB B 10.5 0.01 B 10.9 0.05 4% B 10.9 0.05
TWSC*

TWSC*

Cavalier Dr. NB - - - - - - - - -
9
Calypso Dr.

SB A 7.4 0.00 A 7.4 0.01 0% A 7.4 0.01

- - - - - - 4% -
EB - - - A 3.4 0.08 - A 3.4 0.08
Roundabout

Roundabout

WB - - - A 3.1 0.05 - A 3.1 0.05

CenterPoint
12

NB - - - A 3.2 0.06 - A 3.2 0.06

Site Access #4
SB - - - - - - - - - -
- - - A 3.3 0.08 - A 3.3 0.08
EB - - - F 547.0 2.08 - C 31.6 0.38
Signalized

WB - - - - - - - - - -
TWSC*

Drysdale Dr. Ext. /

16

CenterPoint NB - - - A 9.3 0.13 - C 23.1 0.65

Site Access #2 SB - - - - - - - C 34.3 0.76
- - - - - - - C 30.1 0.76
*MOE's reported only for movement experiencing the highest control delay within the approach

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 Table 6: 2027 Saturday Peak MOE Comparison

Config.

Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 12.1 0.11 B 13.3 0.12 10% C 23.1 0.71

Signalized
WB B 13.1 0.01 F 54.0 0.71 312% Yes B 19.6 0.65
TWSC*

Cavalier Dr. NB F 314.2 0.58 F - - MAX D 48.1 0.12

2

SB F 437.0 0.95 F 7,322.0 10.00 1576% E 63.7 0.61

- - - - - - 1576% C 23.2 0.71
EB - - - C 22.3 0.59 - - - -
WB - - - - - - - - - -
TWSC*

TWSC*
CenterPoint
14

NB - - - - - - - - - -
Site Access #3
Eastwood Rd.

SB - - - D 32.4 0.69 - D 28.3 0.65

- - - - - - - - - -
EB A 2.1 0.34 A 2.6 0.37 24% A 2.5 0.37
Signalized

Signalized
WB B 16.0 0.46 B 14.4 0.54 -10% C 24.5 0.53
Drysdale Dr.
15

NB - - - - - - - - - -
Ext.
SB A 8.2 0.51 B 18.9 0.68 130% Yes C 25.8 0.59
A 7.3 0.51 A 9.8 0.68 34% B 13.8 0.59
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Eastwood EB On Ramp NB - - - - - - - - - -
4

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood WB Off Ramp NB - - - - - - - - - -
8

SB - - - - - - - - - -
- - - - - - - - - -
EB C 22.9 0.15 D 31.5 0.26 38% Yes D 31.3 0.25
WB D 31.0 0.38 E 44.6 0.48 44% Yes E 44.6 0.48
TWSC*

TWSC*
Viking Ln. /
NB - - - - - - - - - -
5

Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 44% - - -
Military Cutoff Rd.

EB C 34.7 0.51 D 41.0 0.86 18% Yes D 44.5 0.91

Signalized

Signalized
WB D 49.0 0.63 D 46.7 0.66 -5% D 51.4 0.66
Drysdale Dr./
NB C 30.8 0.64 D 41.9 0.87 36% Yes D 38.4 0.84
6

Drysdale Dr. Ext.

SB B 17.9 0.62 C 27.6 0.86 54% Yes C 24.1 0.79
C 27.2 0.64 D 36.5 0.87 34% Yes C 34.9 0.91
EB A 0.3 0.19 A 0.4 0.24 33% A 0.4 0.24
Signalized

Signalized
WB - - - - - - - - - -
10

Commonwealth Dr. NB A 3.1 0.52 A 3.0 0.56 -3% A 3.0 0.56

SB A 5.9 0.52 A 6.2 0.62 5% A 6.2 0.62
A 4.2 0.52 A 4.3 0.62 2% A 4.3 0.62
EB - - - F 55.1 0.61 - F 55.1 0.61
WB - - - - - - - - - -
TWSC*

TWSC*
11

Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB E 60.1 0.81 F 87.0 0.99 45% Yes F 87.0 0.99
Signalized

Signalized
WB E 74.0 0.78 F 115.4 0.99 56% Yes F 115.4 0.99
Parker Farm Rd./
NB B 19.6 0.85 C 21.7 0.99 11% Yes C 23.7 0.99
7

The Forum
SB D 35.6 0.91 D 42.6 0.99 20% D 42.6 0.99
C 32.9 0.91 D 40.2 0.99 22% Yes D 41.1 0.99
EB - - - - - - - - - -
WB A 9.4 0.01 B 10.0 0.08 6% Yes A 9.9 0.08
TWSC*

TWSC*

Cavalier Dr. NB - - - - - - - - - -
9
Calypso Dr.

SB A 7.4 0.00 A 7.4 0.02 0% A 7.4 0.01

- - - - - - 6% - - -
EB - - - A 4.1 0.13 - A 4.1 0.13
Roundabout

Roundabout

WB - - - A 3.7 0.10 - A 3.7 0.10

CenterPoint
12

NB - - - A 3.8 0.14 - A 3.8 0.14

Site Access #4
SB - - - - - - - - - -
- - - A 3.9 0.14 - A 3.9 0.14
EB - - - F 1,620.3 4.46 - D 36.9 0.69
Signalized

WB - - - - - - - - - -
TWSC*

Drysdale Dr. Ext. /

16

CenterPoint NB - - - A 9.7 0.17 - C 25.0 0.75

Site Access #2 SB - - - - - - - C 22.4 0.61
- - - - - - - C 26.8 0.75
*MOE's reported only for movement experiencing the highest control delay within the approach

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 Table 7: 2035 PM Peak MOE Comparison

Config.

Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 10.4 0.08 B 10.8 0.08 4% C 21.2 0.59

Signalized
WB B 10.2 0.01 B 14.9 0.18 46% B 12.0 0.53
TWSC*

Cavalier Dr. NB F 90.5 0.37 F 205.9 0.71 128% D 37.6 0.09

2

SB F 244.1 1.10 F 664.0 1.93 172% E 57.7 0.76

- - - - - - 172% C 21.4 0.76
EB - - - B 12.0 0.26 - - - -
WB - - - - - - - - - -
TWSC*

TWSC*
CenterPoint
14

NB - - - - - - - - - -
Site Access #3
Eastwood Rd.

SB - - - C 15.6 0.35 - C 15.2 0.34

- - - - - - - - - -
EB A 2.4 0.24 A 2.5 0.25 4% A 3.9 0.25
Signalized

Signalized
WB B 12.1 0.40 B 13.2 0.56 9% C 22.2 0.55
Drysdale Dr.
15

NB - - - - - - - - - -
Ext.
SB B 19.0 0.67 C 21.5 0.73 13% Yes C 28.7 0.60
A 9.8 0.67 B 11.1 0.73 13% Yes B 15.8 0.60
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3

SB - - - - - - - - - -
- - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Eastwood Road EB On Ramp NB - - - - - - - - - -
4

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood Road WB Off Ramp NB - - - - - - - - - -
8

SB - - - - - - - - - -
- - - - - - - A
EB D 25.1 0.14 D 29.8 0.19 19% D 29.8 0.19
WB E 36.3 0.51 E 44.7 0.58 23% E 44.7 0.58
TWSC*

TWSC*
Viking Ln. /
NB - - - - - - - - - -
5

Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 23% - - -
Military Cutoff Rd.

EB C 30.6 0.57 D 36.8 0.82 20% Yes D 36.2 0.82

Signalized

Signalized
WB D 50.6 0.66 D 54.7 0.76 8% D 54.7 0.76
Drysdale Dr./
NB C 32.9 0.76 D 42.0 0.88 28% Yes D 42.0 0.88
6

Drysdale Dr. Ext.

SB C 23.3 0.73 C 28.1 0.84 21% C 28.1 0.84
C 30.2 0.76 D 36.8 0.88 22% Yes D 36.7 0.88
EB A 0.4 0.26 A 0.4 0.28 0% A 0.4 0.28
Signalized

Signalized
WB - - - - - - - - - -
10

Commonwealth Dr. NB A 2.8 0.49 A 2.8 0.54 0% A 2.8 0.54

SB A 7.7 0.53 A 8.0 0.56 4% A 8.0 0.56
A 4.9 0.53 A 5.0 0.56 2% A 5.0 0.56
EB - - - D 29.9 0.25 - D 29.9 0.25
WB - - - - - - - - - -
TWSC*

TWSC*
11

Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB F 89.5 1.01 F 112.4 1.10 26% F 112.4 1.10
Signalized

Signalized
WB F 111.1 0.99 F 135.9 1.08 22% F 135.9 1.08
Parker Farm Rd./
NB C 28.1 1.02 C 32.0 1.10 14% C 32.1 1.10
7

The Forum
SB E 61.3 1.05 E 64.9 1.06 6% E 64.9 1.06
D 51.1 1.05 E 57.6 1.10 13% Yes E 57.6 1.10
EB - - - - - - - - - -
WB B 10.7 0.01 B 11.1 0.05 4% B 11.2 0.05
TWSC*

TWSC*

Cavalier Dr. NB - - - - - - - - - -
9
Calypso Dr.

SB A 7.4 0.00 A 7.4 0.01 0% A 7.4 0.01

- - - - - - 4% - -
EB - - - A 3.5 0.08 - A 3.5 0.08
Roundabout

Roundabout

WB - - - A 3.1 0.04 - A 3.1 0.04

CenterPoint
12

NB - - - A 3.2 0.06 - A 3.2 0.06

Site Access #4
SB - - - - - - - - - -
- - - A 3.3 0.08 - A 3.3 0.08
EB - - - F 667.0 2.34 - C 32.1 0.38
Signalized

WB - - - - - - - - - -
TWSC*

Drysdale Dr. Ext. /

16

CenterPoint NB - - - A 9.6 0.13 - C 23.0 0.66

Site Access #2 SB - - - - - - - C 34.4 0.76
- - - - - - - C 30.2 0.76
*MOE's reported only for movement experiencing the highest control delay within the approach

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 Table 8: 2035 Saturday Peak MOE Comparison

Config.

Config.
Node No Build Build % Delay LOS Build with Improvements
Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade? LOS Delay Max. v/c
EB B 13.0 0.13 B 14.3 0.15 10% C 24.6 0.77

Signalized
WB B 14.1 0.01 F 78.3 0.83 455% Yes C 20.7 0.71
TWSC*

Cavalier Dr. NB F 559.3 0.96 F - - MAX D 48.3 0.14

2

SB F 893.6 1.62 F 2,176.6 5.05 144% E 64.4 0.63

455% C 24.5 0.77
EB - - - D 26.7 0.65 - - - -
WB - - - - - - - - - -
TWSC*

TWSC*
CenterPoint
14

NB - - - - - - - - - -
Site Access #3
Eastwood Rd.

SB - - - E 39.0 0.74 - D 33.5 0.70

- - - - - - - - - -
EB A 2.6 0.37 A 2.6 0.40 0% A 2.4 0.40
Signalized

Signalized
WB B 13.5 0.41 B 14.8 0.57 10% C 25.8 0.56
Drysdale Dr.
15

NB - - - - - - - - - -
Ext.
SB B 17.8 0.66 C 20.1 0.73 13% Yes C 26.0 0.62
A 9.0 0.66 B 10.1 0.73 12% Yes B 14.1 0.62
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Commonwealth Dr. NB No Delay Free - No Delay Free - - No Delay Free -
3

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB - - - - - - - - - -
Eastwood EB On Ramp NB - - - - - - - - - -
4

SB - - - - - - - - - -
- - - - - - - - - -
EB - - - - - - - - - -
Unsignalized

Unsignalized
WB No Delay Free - No Delay Free - - No Delay Free -
Eastwood WB Off Ramp NB - - - - - - - - - -
8

SB - - - - - - - - - -
- - - - - - - A
EB D 26.1 0.19 E 37.1 0.32 42% Yes E 37.1 0.32
WB E 38.7 0.46 F 59.0 0.59 52% Yes F 59.0 0.59
TWSC*

TWSC*
Viking Ln. /
NB - - - - - - - - - -
5

Landfall Ctr.
SB - - - - - - - - - -
- - - - - - 52% - - -
Military Cutoff Rd.

EB D 39.1 0.55 D 47.8 0.91 22% D 44.6 0.91

Signalized

Signalized
WB D 49.6 0.64 D 48.5 0.71 -2% D 47.8 0.71
Drysdale Dr./
NB C 31.3 0.69 D 42.6 0.92 36% Yes D 42.6 0.92
6

Drysdale Dr. Ext.

SB B 19.2 0.66 C 27.7 0.90 44% Yes C 27.6 0.90
C 28.5 0.69 D 38.1 0.92 34% Yes D 37.5 0.92
EB A 0.3 0.21 A 0.4 0.26 33% A 0.4 0.26
Signalized

Signalized
WB - - - - - - - - - -
10

Commonwealth Dr. NB A 3.2 0.56 A 3.6 0.64 13% A 3.6 0.64

SB A 7.0 0.61 A 7.1 0.70 1% A 7.1 0.70
A 4.8 0.61 A 4.9 0.70 2% A 4.9 0.70
EB - - - F 76.4 0.72 - F 72.1 0.69
WB - - - - - - - - - -
TWSC*

TWSC*
11

Calypso Dr. NB - - - - - - - - - -
SB - - - - - - - - - -
- - - - - - - - - -
EB F 80.7 0.98 F 99.5 1.07 23% F 99.5 1.07
Signalized

Signalized
WB F 108.9 0.98 F 133.8 1.07 23% F 133.8 1.07
Parker Farm Rd./
NB C 20.2 0.92 C 26.3 1.07 30% C 26.9 1.07
7

The Forum
SB D 36.2 0.93 E 59.7 1.06 65% Yes E 59.7 1.06
D 37.0 0.98 D 51.5 1.07 39% D 51.7 1.07
EB - - - - - - - - - -
WB A 9.4 0.01 B 10.1 0.08 7% Yes B 10.2 0.08
TWSC*

TWSC*

Cavalier Dr. NB - - - - - - - - - -
9
Calypso Dr.

SB A 7.4 0.00 A 7.4 0.02 0% A 7.5 0.02

- - - - - - 7% - - -
EB - - - A 4.2 0.15 - A 4.2 0.15
Roundabout

Roundabout

WB - - - A 3.7 0.09 - A 3.7 0.09

CenterPoint
12

NB - - - A 3.7 0.13 - A 3.7 0.13

Site Access #4
SB - - - - - - - - - -
- - - A 3.9 0.15 - A 3.9 0.15
EB - - - F 1,904.6 5.08 - D 37.6 0.69
Signalized

WB - - - - - - - - - -
TWSC*

Drysdale Dr. Ext. /

16

CenterPoint NB - - - A 10.0 0.18 - C 24.7 0.76

Site Access #2 SB - - - - - - - C 22.8 0.61
- - - - - - - C 27.0 0.76
*MOE's reported only for movement experiencing the highest control delay within the approach

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In Build scenarios, a significant increase in side-street delays was observed at Eastwood Road at Cavalier
Drive. Exiting traffic from CenterPoint is likely to increase delays, primarily on the southbound approach, by
186%. A proposed traffic signal here would keep intersection delays within the LOS C range through 2035.

The Node # 6 intersection of Military Cutoff Road and the new Drysdale Extension yields a SB approach
delay that is 50% more than the 2027 Saturday No Build conditions and an overall intersection delay
increase that is 34% more than the same No Build scenario. This prompted further examination of the
intersection in an attempt to identify mitigating improvements. Several iterations of design were investigated
at this site. Initially, the lane geometrics from the U-5710 concept were evaluated. The traffic analysis of
this concept yielded findings that indicated that the primary cause for this increase in delay was attributed
to additional eastbound left turn volumes from CenterPoint and southbound U-turn traffic, also generated
by CenterPoint. These movements required more of the signal’s green time, which hurt the overall
intersection capacity.

The first iteration on the U-5710 concept considered that the Saturday eastbound left turn volume from the
Drysdale Extension would operate better with a third eastbound left turn lane.

The second iteration on the U-5710 concept also consisted of a third eastbound left turn lane and added a
full prohibition of the southbound U-turn movement. The U-turn volumes were re-routed to the triple
eastbound left turn lanes.

The findings of this iterative process are documented in Table 9. As seen in the Table, adding the third
eastbound left turn lane frees up more of the signal’s green time for the northbound/southbound phases,
which helps mitigate the growing delay on those respective movements. The full removal of the southbound
U-turn movement does not provide much further benefit to the intersection above what is gained by the
third eastbound left turn lane. More time is freed up in the cycle for the northbound movement, and
southbound delays are reduced by another 1.8 sec/veh; however delays for the overall intersection only
improve by 0.6 sec/veh by prohibiting the U-turn. Note that both iterations improve overall intersection delay
to a point where the LOS range reaches the No-Build level of C.

Table 9: 2027 Design Iteration Summary at Military Cutoff Road at Drysdale Extension
Config.
Node

No Build U-5710 Concept Build % Delay LOS

Intersection Approach
LOS Delay Max. v/c LOS Delay Max. v/c Increase Degrade?
EB C 34.7 0.51 D 41.1 0.86 18% Yes
Signalized

WB D 49.0 0.63 D 46.7 0.66 -5%

Drysdale Dr./
NB C 30.8 0.64 D 41.9 0.87 36% Yes
6

Drysdale Dr. Ext.

SB B 17.9 0.62 C 27.1 0.86 51% Yes
C 27.2 0.64 D 36.4 0.87 34% Yes

Triple EBL Lanes % Delay LOS

Approach
Increase Degrade?
LOS Delay Max. v/c
EB D 44.5 0.91 28% Yes
WB D 51.4 0.66 5%
NB D 38.4 0.84 25% Yes
SB C 24.1 0.79 35% Yes
Int. C 34.9 0.91 28%
Prohibit SBU-Turns/Triple EBL
% Delay LOS
Approach Lanes
Increase Degrade?
LOS Delay Max. v/c
EB D 43.7 0.89 26% Yes
WB D 53.3 0.74 9%
NB D 37.6 0.87 22% Yes
SB C 22.3 0.80 25% Yes
Int. C 34.3 0.89 26%

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A signal at Access #2 on the proposed Drysdale Extension Road is necessary to control traffic into and out
of CenterPoint. This approach as an unsignalized side-street stop has a demand equal to more than twice
the capacity that the approach would provide, yielding failing LOS. By signalizing this primary entrance to
CenterPoint, a vehicle delay equivalent to an LOS of C can be maintained through 2035.

Lastly, the unsignalized driveway called Access #3, which was initially assumed to consist of a right-in/left-
in/right-out configuration was deemed to be inadequate with respect to potential crash risk. The driveway
is proposed as a right-in/right-out access point in the Build with Development Improvements scenario.

Detailed Synchro reports, SIDRA reports for Node #12, and SimTraffic reports (used for establishing
approximate queue lengths) for each peak period, and during each design year are shown in the following
Appendices:

Scenario Synchro Reports SIDRA SimTraffic Reports

Reports
2017 Existing Conditions F.1 -
2027 No Build F.2 -
2035 No Build F.3 -
2027 Build F.4 F.8 -
2035 Build F.5 F.8 -
2027 Build with Developer Improvements F.6 F.8 G.1
2035 Build with Developer Improvements F.7 F.8 -

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TURN LANE RECOMMENDATIONS

Turn lane lengths are established using the 95th Percentile value from Synchro and the maximum queue
from SimTraffic. The 2027 Build with Development Improvements networks were run in SimTraffic a total
of 10 times to estimate an average maximum queue length at these locations. This process was also
conducted at proposed driveways into the CenterPoint site. Table 10 summarizes the recommended turn
lane lengths for each intersection, with a 100’ minimum storage length. Maximum calculated queues are
shown in yellow boxes, and blue boxes indicate where a U-5710 turn lane should be lengthened due to
CenterPoint traffic.

Table 10: 2027 Build with Development Improvements Scenario Queuing Summary
Existing/ Proposed
PM Peak Hour Saturday Peak Hour Rec. Min.
Storage
Synchro SimTraffic Synchro SimTraffic Length
Storage Length
Node 2: Eastwood Rd. at Cavalier Dr.
EBL 161 200 232 284 - 300
WBL 101 127 171 272 - 275
WBR 16 45 20 79 200 100
SBL-Th 89 237 55 92 - -
SBR 216 226 125 129 - 250
Node 14: Eastwood Rd. at CenterPoint Site Access #3
WBR 0 0 0 0 - 100
SBR 35 108 110 182 - 200
Node 15: Eastwood Rd. at Drysdale Dr. Ext.
EBL1 53 143 53 212 480* 225
EBL2 53 135 53 191 265* 200
WBR 294 235 301 266 270* 325
SBR1 287 363 309 326 Continuous* 375
SBR2 287 381 309 343 Continuous* 400
Node 11: Military Cutoff Rd. at Calypso Dr.
EBR 20 77 83 133 - 150
SBR-Th 0 8 0 31 - 100
Node 6: Military Cutoff Rd. at Drysdale Dr. Ext.
EBL1 85 94 150 135 - 150
EBL2 85 122 150 174 - 175
EBL3 85 133 150 194 - 200
EBR 328 334 528 544 290* 550
NBL1 318 402 313 469 830* 475
NBL2 318 428 313 548 830* 550
SBR - 0 - 44 470* 100
Node 9: Cavalier Dr. at Calypso Dr.
NBR 25 5 25 4 - 100
SBL 25 22 25 24 - 100
WBR 25 24 25 25 - 100
Node 12: CenterPoint Site Access #4 at Calypso Dr.**
EBTh-R 8 - 15 - - 100
WBL-Th 5 - 10 - - 100
NBL-R 8 - 15 - - 100
Node 16: Drysdale Dr. Ext. at CenterPoint Site Access #2
EBL1 143 154 267 239 - 275
EBL2 143 236 267 337 - 350
EBR 66 87 51 101 - 125
NBL 224 252 305 296 - 325
SBR 314 301 415 273 Continuous* 425
* Current U-5710 concept
** SIDRA generated queue length reported due to roundabout configuration

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(910) 398-9020
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4.0 Conclusions
Comparing the future-year No Build and Build scenarios in terms of intersection capacity and simulation
analyses, several conclusions can be inferred with regards to the proposed potential TIP improvements
and how the projected MOE’s change with the added traffic from the proposed development. Generally, the
peak hour trips generated by the proposed CenterPoint development do contribute to degrading traffic
operations at intersections with the proposed TIP improvements in the future-year scenarios, but not to an
extent that would necessitate major improvements and subsequent revisions to the configuration design
plans. The necessary improvements for mitigation would instead be focused mainly at locations
immediately adjacent to the U-5710 study area. Improvements are described below, and are represented
graphically in Figure 4. Also note that at nodes #15 and #6, the proposed right turn bays in the U-5710
concept are currently not long enough to store anticipated volumes in the TIA analysis. Those additional
lengths are noted in Figure 4 and will be addressed through design changes to the U-5710 concept.

The following summarizes the necessary improvements as the result of added traffic from CenterPoint,
which are reflected in the Build with Development Improvements Synchro and SimTraffic traffic models.

• Node #2: Eastwood Road at Cavalier Drive

o Install a traffic signal with left turn protection for the major street movements
o New eastbound left turn bay with 300’ for storage + 150’ for decel and tapering
o New westbound left turn bay with 275’ for storage + 150’ for decel and tapering
o Maintain existing 200’ westbound right turn bay
o New southbound right turn lane with 250’ for storage + 100’ for decel and taper
o New southbound through-left turn lane
• Node #14: Eastwood Road at CenterPoint Access #3
o Construct a new right-in/right-out driveway to CenterPoint. The southbound driveway stem
should be equal to or greater than 200’ to accommodate estimated queues
o It is recommended that the first interior intersection be designed to keep traffic moving into
the site to avoid blocking the driveway at Eastwood Road; consider a roundabout or two-
way stop control for the internal drives
o New westbound right turn lane with 100’ for storage + 150’ for decel and taper
• Node #11: Calypso Road at Military Cutoff Road
o Extend Calypso Road from the existing stub to Military Cutoff Road, as a right-in/right-out
driveway
o Construct a 100’ SB through-right turn lane + 150’ decel and taper on Military Cutoff Road
for this right-in/right-out driveway. This through-right lane should be designed as an
extension of the southbound right turn lane from Military Cutoff Road onto Drysdale
Extension
o Any interior intersections with Calypso Road should be located a minimum of 150’ from the
driveway to accommodate estimated queues
• Node #6: Military Cutoff Road at Drysdale Extension/Drysdale Road
o New triple eastbound left turn lanes; the left-most turn lane should have a minimum of 150’
of storage, the middle turn lane should have a minimum of 175’ of storage, and the right-
most turn lane should have a minimum of 200’ of storage
o Maintain proposed eastbound through lane
o Maintain proposed eastbound right turn lane with a permitted overlap phase with
northbound lefts and U-turns
o Install overhead signage indicating that right turns must yield to U-turns

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• Node #16: Drysdale Extension at CenterPoint Access #2
o Install a traffic signal with left turn protection for the northbound movement and a
southbound right turn overlap concurrent with the eastbound left turn lane protected phase
o New northbound left turn lane with 325’ of storage + 100’ minimum decel and taper length
o New southbound right turn lane that is continuous between Military Cutoff Road and
CenterPoint Access #2
o New dual eastbound left turn lanes; the left-hand lane should have a minimum of 275’ of
storage, the right-hand lane should have a minimum of 350’ of storage; decel and taper
can be minimal given the low speeds of vehicles operating on this access road
o New eastbound right turn lane with 125’ of storage; decel and taper can be minimal given
the low speeds of vehicles operating on this access road
o It is recommended that the first internal drive be equal to or greater than 350’ to
accommodate estimated queues of exiting traffic
o The ingress lanes should consist of two inbound lanes into CenterPoint; the egress lanes
should consist of a minimum of two outbound lanes exiting CenterPoint
• Node #9: Cavalier Drive at Calypso Road
o New northbound right turn lane with 100’ of storage + 100’ for decel and tapering
o New southbound left turn lane with 100’ of storage + 100’ for decel and tapering
o New westbound right turn lane with 100’ of storage + 100’ for decel and tapering
o Maintain current side-street stop control
• Node #12: Calypso Drive at CenterPoint Access #4
o Construct an unsignalized access point (single-lane roundabout) from Calypso Road into
CenterPoint Access #4; the northbound driveway stem of the roundabout should be equal
to or greater than 100’ to accommodate estimated queues
o It is recommended that the first interior intersection be designed to keep traffic moving into
the site to avoid blocking the roundabout; consider a roundabout or two-way stop control
for the internal drives

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 Military Cutoff Rd.
Figure 4: CenterPoint TIA Recommendations
CenterPoint Traffic Impact Analysis Recommended Traffic Signal Control

CenterPoint Traffic Impact Analysis Recommended Roundabout

CenterPoint Traffic Impact Analysis Recommended Stop Control

CenterPoint Traffic Impact Analysis Recommended Turn Lane and Storage Length
100’

Parker Farm Dr.

The Forum
TIP U-5710 Proposed Traffic Signal Control

TIP U-5710 Proposed Free-Flow Right Turn/Yield

Cavalier Dr.
Note: No Border Indicates Existing Traffic Control

#9
100’
100’

100’
#12 #11
Calypso Dr.
150’ driveway stem

100’ driveway stem

100’

#6

Drysdale Dr.
Park St.
Drysdale Dr. Ext.

150’

Continuous
175’
200’
Site Access #4
Recommend dual 550’ (lengthen proposed 290’ turn bay)
entry lanes

Site Access #2
#16
CenterPoint

Landfall Ctr.
Recommend 1st 275’
internal drive be >350’ 350’ Viking Ln.
Site Access #3

325’
from signal stop bars 125’
200’ driveway stem

200’
250’

275’
100’ 325’ (lengthen proposed 270’ turn bay)

Eastwood Rd.
Eastwood Rd.
#14
300’ #2 #15

Cavalier Dr.

Commonwealth Dr.
St
ur
di
va
nt
D
r.

Military Cutoff Rd. 19

Traffic Impact Analysis Recommendations CenterPoint TIA

NCDOT Division 3