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Home My WebLink AboutTIA This document, together with the concepts and designs presented herein, as an instrument of service, is intended only for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization and adaptation by Kimley-Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. Moore’s Crossing – Castle Hayne, NC ES-1 Executive Summary Kimley-Horn and Associates, Inc. has performed a Traffic Impact Analysis for the proposed Moore’s Crossing project to be located on the southwest quadrant of I-140 and Castle Hayne Road along Chair Road in Castle Hayne, NC. The site as currently envisioned will consist of 115 multifamily units, 85,000 square-feet (s.f.) of shopping plaza with supermarket, , 6,000 s.f. high- turnover sit-down restaurant, and a 3,500 s.f. convenience store.. The purpose of this TIA was to review the vehicular traffic impacts resulting from the proposed Moore’s Crossing development in Castle Hayne, North Carolina. Furthermore, this analysis explores the potential of an access break shift from the current location to opposite the existing I-140 EB off ramp. Lastly, this analysis evaluated a series of access configurations under the shifted access break. The current access break is located approximately 400 feet south of the existing I-140 EB Ramps as measured centerline to centerline of the intersections. The graphic to the right depicts the location of the existing break relative to the I-140 EB ramps. This traffic study considered 3 build scenarios, which are described in detail below, with Scenarios 2 and 3 proposing to realign Chair Road to tie in as a fourth leg to the intersection of Castle Hayne Road at the I- 140 eastbound ramps, while keeping existing Chair Road in place with access modifications as described below. • Scenario 1: o Chair Road – Full-Movement o I-140 Eastbound Ramp – Full-Movement • Scenario 2: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Chair Road – Right-in/Right-out o I-140 Eastbound Ramp – Full-Movement • Scenario 3: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Chair Road – Full-Movement o I-140 Eastbound Ramp – Full-Movement except for Eastbound Through Moore’s Crossing – Castle Hayne, NC ES-2 The access for the site as currently envisioned would consist of 2 full movement driveways along Chair Road in Scenario 1. For Scenarios 2 and 3, the site will be accessed by adding a fourth eastbound leg to the I-140 eastbound ramp, two full movement driveways on the Realigned Chair Road. This report presents trip generation, distribution, traffic analyses, and recommendations for transportation improvements required to meet anticipated traffic demands in conjunction with the development. The traffic conditions studied include the existing (2023), projected background (2026), and projected build-out (2026) traffic conditions. The weekday AM and PM peak hours were studied. As shown in Table ES-1, the proposed development has the potential to generate 8,743 net new daily trips, 420 net new trips during the AM peak hour, and 796 net new trips during the PM peak hour on a typical weekday. Moore’s Crossing – Castle Hayne, NC ES-3 AM Peak Hour PM Peak Hour Total In Out Total In Out Retail Land Uses 10,466 498 285 213 962 466 496 821 - Shopping Plaza (40-150k) - Supermarket 85.0 KSF 7,954 300 186 114 771 370 401 945 - Convenience Store/Gas Station (9-15 Fueling Positions)3.5 KSF 2,512 198 99 99 191 96 95 Restaurant Land Uses 643 57 31 26 54 33 21 932 - High-Turnover (Sit-Down) Restaurant 6.0 KSF 643 57 31 26 54 33 21 Residential Land Uses 812 59 14 45 70 44 26 220 - Multifamily Housing (Low-Rise)115 DU 812 59 14 45 70 44 26 Subtotal 11,921 614 330 284 1,086 543 543 Internal Capture 978 54 27 27 64 32 32 ITE Pass-By 9,687 140 70 70 438 219 219 Adjacent Street Traffic 22,000 2,150 2,250 10% Adjacent Street Traffic 2,200 216 108 108 226 113 113 Pass-By 2,200 140 70 70 226 113 113 Total Net New External Trips 8,743 420 233 187 796 398 398 Net New External Trips - Retail/Restaurant 8,205 369 220 149 741 367 374 Net New External Trips - Residential 538 51 13 38 55 31 24 Note: Trip generation was calculated using the following data: Daily Traffic Generation Retail Land Uses 821 - Shopping Plaza (40-150k) - Supermarket ITE 821 =T = 76.96 * (X) + (1412.79); (50 % In; 50 % Out) 945 - Convenience Store/Gas Station (9-15 Fueling Positions)ITE 945 =T = 560.88 * (X) + (548.79); (50 % In; 50 % Out) Restaurant Land Uses 932 - High-Turnover (Sit-Down) Restaurant ITE 932 =T = 107.2 (X); (50 % In; 50 % Out) Residential Land Uses 220 - Multifamily Housing (Low-Rise)ITE 220 =T = 6.41 * (X) + (75.31); (50 % In; 50 % Out) AM Peak-Hour Traffic Generation Retail Land Uses 821 - Shopping Plaza (40-150k) - Supermarket ITE 821 =T = 3.53 (X); (62 % In; 38 % Out) 945 - Convenience Store/Gas Station (9-15 Fueling Positions)ITE 945 =T = 56.52 (X); (50 % In; 50 % Out) Restaurant Land Uses 932 - High-Turnover (Sit-Down) Restaurant ITE 932 =T = 9.57 (X); (55 % In; 45 % Out) Residential Land Uses 220 - Multifamily Housing (Low-Rise)ITE 220 =T = 0.31 * (X) + (22.85); (24 % In; 76 % Out) PM Peak-Hour Traffic Generation Retail Land Uses 821 - Shopping Plaza (40-150k) - Supermarket ITE 821 =T = 7.67 * (X) + (118.86); (48 % In; 52 % Out) 945 - Convenience Store/Gas Station (9-15 Fueling Positions)ITE 945 =T = 54.52 (X); (50 % In; 50 % Out) Restaurant Land Uses 932 - High-Turnover (Sit-Down) Restaurant ITE 932 =T = 9.05 (X); (61 % In; 39 % Out) Residential Land Uses 220 - Multifamily Housing (Low-Rise)ITE 220 =T = 0.43 * (X) + (20.55); (63 % In; 37 % Out) UnitsLand Use Moore's Crossing Development Trip Generation DailyIntensity Moore’s Crossing – Castle Hayne, NC ES-4 Capacity analyses were performed using Synchro/SimTraffic Version 11 software. Table ES-2 summarizes the operation of study intersections for the AM and PM peak hour traffic conditions. Moore’s Crossing – Castle Hayne, NC ES-5 Table ES-2 - Level of Service Summary AM PM AM PM AM PM AM PM AM PM AM PM AM PM AM PM Castle Hayne Road at Chair Road --C (20.9)C (22.0)E (59.3)F (82.7)E (59.3)F (82.7)- (-)-(-)- (-)-(-)C (29.0)D (35.4)C (29.0)D (35.4) Eastbound B (11.9)B (14.9)D (38.8)C (29.5)E (79.4)F (90.6)E (79.1)F (116.6)D (25.1)C (23.6)A (0.0)A (0.0)D (48.4)D (40.4)C (30.6)D (40.8) Northbound*B (10.1)A (9.5)B (15.5)B (15.5)E (79.1)F (116.6)D (36.0)D (38.1)A (0.0)A (0.0)A (0.0)A (0.0)C (30.6)D (40.8)B (19.8)C (26.6) Southbound A (0.0)A (0.0)B (17.0)C (25.6)D (36.0)D (38.1)E (59.3)F (82.7)A (0.0)A (0.0)- (-)-(-)B (19.8)C (26.6)C (29.0)D (35.4) Castle Hayne Road at I-140 EB Ramps +Site Access 3+ C (21.7)C (26.2)C (31.6)D (38.7)C (32.2)D (48.9)C (32.2)D (48.9)B (16.0)B (14.2)B (16.0)B (14.2)F (124.4)F (294.2)F (124.4)F (294.2) Eastbound N/A N/A N/A N/A F (154.5)F (701.6)F (154.5)F (701.6) Westbound D (45.4)E (72.6)E (66.7)F (138.8)E (79.9)F (186.5)E (79.9)F (186.5)C (27.5)C (31.4)C (27.5)C (31.4)F (291.4)F (399.6)F (291.4)F (399.6) Northbound B (13.5)B (18.2)B (17.5)C (18.0)B (19.1)C (22.3)B (19.1)C (22.3)B (13.9)B (11.2)B (13.9)B (11.2)F (115.6)F (259.9)F (115.6)F (259.9) Southbound B (13.1)B (10.2)C (22.7)A (8.8)B (16.1)A (8.6)B (16.1)A (8.6)B (11.1)A (8.6)B (11.1)A (8.6)C (22.8)B (15.4)C (22.8)B (15.4) Castle Hayne Road at I-140 WB Ramps C (31.0)C (26.1)C (30.7)C (30.2)C (30.2)C (31.6)C (30.2)C (31.6)C (31.3)C (27.9)C (31.3)C (27.9)C (32.1)C (25.7)C (32.1)C (25.7) Eastbound C (27.6)C (30.2)C (25.5)C (28.3)C (25.5)C (28.3)C (25.5)C (28.3)C (25.5)C (25.6)C (25.5)C (25.6)C (25.5)C (26.1)C (25.5)C (26.1) Westbound E (62.5)C (30.9)C (30.6)C (32.6)C (34)D (39.0)C (34)D (39.0)C (34)D (52.4)C (34)D (52.4)C (34.0)D (47.8)C (34.0)D (47.8) Northbound C (19.8)C (21.7)C (25.0)C (27.9)C (20.6)C (28.7)C (20.6)C (28.7)C (23.8)B (15.3)C (23.8)B (15.3)C (25.9)B (11.7)C (25.9)B (11.7) Southbound C (22.7)C (28.6)D (36.7)C (33.4)D (37.4)C (33.3)D (37.4)C (33.3)D (37.4)D (35.6)D (37.4)D (35.6)D (37.4)D (35.8)D (37.4)D (35.8) Chair Road at Site Access #1 ------------ Southbound D (32.8)F (138.6)D (28.3)F (81.5)B (11.6)B (11.4)B (11.6)B (11.4)C (19.0)C (24.7)C (19.0)C (24.7) Eastbound Left A (8.8)A (9.2)A (8.8)A (9.2)A (8.0)A (7.9)A (8.0)A (7.9)A (8.5)A (8.7)A (8.5)A (8.7) Westbound Right A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0) Chair Road at Site Access #2 --B (14.7)B (16.0)-------- Southbound F (78.3)F (700.3)B (15.6)B (19.1)B (12.5)B (12.6)B (12.5)B 912.5)C (20.5)D (34.2)C (20.5)D (34.2) Eastbound Left A (9.3)B (10.2)B (16.4)B (17.6)A (8.0)A (7.8)A (8.0)A (7.8)A (8.6)A (8.9)A (8.6)A (8.9) Westbound Right A (0.0)A (0.0)B (13.1)B (14.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0)A (0.0) ^Major street left-turn delay reported in non-roundabout traffic control condition +Scenarios 2 and 3 only Unsignalized N/A N/A Unsignalized/ Signalized N/A N/A *Major street left-turn delay reported in unsignalized traffic control conditions Build-out (2026) Traffic Scenario 2 Signalized Background (2026) Traffic Build-out (2026) Traffic Scenario 1Intersection and Approach/Movement Traffic Control Existing (2023) Traffic Unsignalized/ Signalized Signalized N/A N/A N/A Build-out IMP (2026) Traffic Scenario 1 N/A Build-out IMP (2026) Traffic Scenario 2 Build-out IMP (2026) Traffic Scenario 3 Build-out (2026) Traffic Scenario 3 Moore’s Crossing – Castle Hayne, NC ES-6 Based on the analysis contained herein, it is recommended the Scenario 3 be implemented for the Moore’s Crossing development which would involve the realignment of Chair Road to align with the shifting of the existing access break to opposite the existing I-140 EB ramps, with a restricted eastbound movement. The required laneage is enumerated below and depicted on Figure ES-3. Consideration for shifting the existing access break is based on the following elements: • Realigned Chair Road moves congestion away from St. James AME Church to provide for additional parking and mobility. • Traffic volumes on Chair Road and NC 133 exceed 10,000 vehicles per day with the proposed developments: o When volumes are equal consideration should be given to alternatives – Operational Applications of Signalized Offset T Intersections – Final Report • Offset distance between I-140 EB Ramp and Chair Road is 850 ft. o While spacing allows for additional queuing, it adds additional travel time for residents along Chair Road • Traffic on I-140 ramp anticipated to back up onto I-140 with offset Tee configuration: o Heavy Left and right volumes anticipated with the development. o Additional delay anticipated as volumes are weighted to left vs right. o Additional development north of the interchange will increase demand for green time on NC 133 • Realigned Chair Road creates additional spacing for future extension of Rock Hill Road to Blue Clay Road – power easement complicates extension + increases spacing between full movement intersections. Committed Improvements by Others The following roadway improvements are committed to be performed by others and were included in the future year traffic conditions: Castle Hayne Road at Chair Road • Install a fully actuated traffic signal to run in coordination with adjacent signals on the NC 133/Castle Hayne Road corridor. Recommended Improvements Scenario 3 The following roadway improvements are recommended to be performed as part of this project to accommodate build-out (2026) site traffic volumes: Castle Hayne Road at Chair Road • Construct a southbound right-turn lane with 100 feet of storage and appropriate taper • Extend the existing northbound left-turn lane to 200 feet of storage • Extend the existing eastbound left-turn lane to 200 feet of storage Castle Hayne Road at I-140 EB Ramps Moore’s Crossing – Castle Hayne, NC ES-7 • Tie in the Realigned Chair Road as the fourth leg to the west with a left -turn lane with 375 feet of storage and an exclusive right-turn lane • Restrict the eastbound through movement • Construct a northbound left-turn lane with 225 feet of storage and appropriate taper • Construct a southbound right-turn lane with 250 feet of storage and appropriate taper • Construct a westbound left-turn lane with 225 feet of storage and appropriate taper • Construct a westbound right-turn lane with 275 feet of storage and appropriate taper Chair Road at Site Access #1 • Construct Site Access #1 with one ingress lane and one egress lane • Construct an eastbound left-turn lane with 100 feet of storage and appropriate taper Chair Road at Site Access #2 • Construct Site Access #2 with one ingress lane and one egress lane With the recommended improvements in place, all intersections in all scenarios are expected to operate with acceptable delay in Scenario 3. While it is typical for stop sign-controlled side streets and driveways intersecting major streets to experience long delays during peak hour s, much of the traffic moving through the intersection on the major street experiences little or no delay. SimTraffic simulations show no queuing issues at these intersections. Therefore, no additional improvements are recommended to accommodate the site traffic at these intersections. Refer to Figures ES-1 - ES-3 for the recommended roadway laneages for each scenario. Moore's Crossing Development Figure ES-1 -Recommended Laneage Legend Existing Laneage Recommended Laneage S = XX'Storage Length Existing Signal Existing Stop Control Project Site I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Si t e A c c e s s # 3 Chair Road 300' 175' 225' 225' 17 5 ' 27 5 ' 25 0 ' 17 5 ' 15 0 ' 25 0 ' 35 0 ' 42 5 ' 275' 275' 100'100' 100'200' Moore's Crossing Development Figure ES-2 - Recommended Laneage Scenario 2 Legend Existing Laneage Recommended Laneage S = XX' Storage Length Existing Signal Existing Stop Control Project Site I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Chair Road 300' 175' 225' 225' 175' 275' 250' 175' 225' 150' 225' 250' 250' 200' 200' 125' 100' Moore's Crossing Development Figure ES-3 -Recommended Laneage Legend Existing Laneage Recommended Laneage S = XX'Storage Length Existing Signal Existing Stop Control Project Site I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Si t e A c c e s s # 3 Chair Road 300' 175' 225' 225' 17 5 ' 27 5 ' 25 0 ' 17 5 ' 1 5 0 ' 25 0 ' 25 0 ' 375' 10 0 ' 20 0 ' 200'100' 100'100' Moore’s Crossing – Castle Hayne, NC i TABLE OF CONTENTS PAGE NO. 1.0 INTRODUCTION ............................................................................................................ 1 2.0 INVENTORY .................................................................................................................... 3 2.1 STUDY AREA ............................................................................................................ 3 2.2 EXISTING CONDITIONS ............................................................................................ 3 3.0 TRAFFIC GENERATION .............................................................................................. 7 4.0 SITE TRAFFIC DISTRIBUTION .................................................................................. 8 5.0 PROJECTED TRAFFIC VOLUMES .......................................................................... 21 5.1 EXISTING TRAFFIC ................................................................................................ 21 5.2 APPROVED DEVELOPMENT TRAFFIC ..................................................................... 21 5.3 HISTORIC GROWTH TRAFFIC ................................................................................. 21 5.4 DIVERTED TRAFFIC ............................................................................................... 21 5.5 SITE TRAFFIC ........................................................................................................ 22 5.6 BUILD-OUT TRAFFIC ............................................................................................. 22 6.0 CAPACITY ANALYSIS ................................................................................................ 40 6.1 CASTLE HAYNE ROAD AT CHAIR ROAD .................................................................. 42 6.2 CASTLE HAYNE ROAD AT I-140 EB RAMPS ............................................................ 45 6.3 CASTLE HAYNE ROAD AT I-140 WB RAMPS ............................................................ 48 6.4 CHAIR ROAD AT SITE ACCESS 1 ............................................................................. 50 6.5 CHAIR ROAD AT SITE ACCESS 2 ............................................................................. 55 7.0 RECOMMENDATIONS ................................................................................................ 55 Moore’s Crossing – Castle Hayne, NC ii LIST OF TABLES Table No. Title Page No. Table 2.1 Existing Roadway Conditions .......................................................................... 3 Table 3.1 Trip Generation Parameters .............................................................................. 7 Table 3.2 ITE Traffic Generation ..................................................................................... 7 Table 6.0 Level-of-Service Control Delay Thresholds ................................................... 40 Table 6.1 Level-of-Service: Castle Hayne Road at Chair Road ..................................... 44 Table 6.2 Level-of-Service: Castle Hayne Road at I-140 EB Ramps/Site Access #3 .... 47 Table 6.3 Level-of-Service: Castle Hayne Road at I-1140 WB Ramps ......................... 49 Table 6.4 Level-of-Service: Chair Road at Site Access #1 ............................................. 52 Table 6.5 Level-of-Service: Chair Road at Site Access #2 ............................................. 55 LIST OF FIGURES Figure No. Title Page No. Figure 2.1 – Site Location ........................................................................................................... 4 Figure 2.2 – Conceptual Site Plan ............................................................................................... 5 Figure 2.3 – Existing Roadway Laneage .................................................................................... 6 Figure 4.1 – Residential Site Traffic Distribution and Percent Assignment Scenario 1 ............. 9 Figure 4.2 – Retail Site Traffic Distribution and Percent Assignment Scenario 1 ................... 10 Figure 4.3 – Residential Site Traffic Distribution and Percent Assignment Scenario 2 ........... 11 Figure 4.4 – Retail Site Traffic Distribution and Percent Assignment Scenario 2 ................... 12 Figure 4.5 – Residential Site Traffic Distribution and Percent Assignment Scenario 3 ........... 13 Figure 4.6 – Retail Site Traffic Distribution and Percent Assignment Scenario 3 ................... 14 Figure 4.7 – Pass-By Percent Assignment Scenario 1 AM Peak Hour ..................................... 15 Figure 4.8 – Pass-By Percent Assignment Scenario 2 AM Peak Hour ..................................... 16 Figure 4.9 – Pass-By Percent Assignment Scenario 3 AM Peak Hour ..................................... 17 Figure 4.10 – Pass-By Percent Assignment Scenario 1 PM Peak Hour ................................... 18 Figure 4.11 – Pass-By Percent Assignment Scenario 2 PM Peak Hour ................................... 19 Figure 4.12 – Pass-By Percent Assignment Scenario 3 PM Peak Hour ................................... 20 Figure 5.1 – Existing (2023) Peak Hour Traffic Volumes ........................................................ 23 Figure 5.2 – Approved Development Traffic ............................................................................ 24 Figure 5.3 – Background (2026) Peak Hour Traffic Volumes.................................................. 25 Figure 5.4 – Scenario 2 Diverted Peak Hour Trip Volumes ..................................................... 26 Figure 5.5 – Scenario 3 Diverted Peak Hour Trip Volumes ..................................................... 27 Figure 5.6 – Projected Residential Site Traffic Peak Hour Volumes Scenario 1 ..................... 28 Figure 5.7 – Projected Retail Site Traffic Peak Hour Volumes Scenario 1 .............................. 29 Figure 5.8 – Projected Residential Site Traffic Peak Hour Volumes Scenario 2..................... 30 Figure 5.9 – Projected Retail Site Traffic Peak Hour Volumes Scenario 2 .............................. 31 Figure 5.10 – Projected Residential Site Traffic Peak Hour Volumes Scenario 3 ................... 32 Figure 5.11 – Projected Retail Site Traffic Peak Hour Volumes Scenario 3 ............................ 33 Figure 5.12 – Projected Pass-By Traffic Volumes Scenario 1.................................................. 34 Figure 5.13 – Projected Pass-By Traffic Volumes Scenario 2.................................................. 35 Figure 5.14 – Projected Pass-By Traffic Volumes Scenario 3.................................................. 36 Figure 5.15 – Projected Build-Out (2026) Peak Hour Traffic Volumes Scenario 1 ................. 37 Figure 5.16 – Projected Build-Out (2026) Peak Hour Traffic Volumes Scenario 2 ................. 38 Moore’s Crossing – Castle Hayne, NC iii Figure 5.17 – Projected Build-Out (2026) Peak Hour Traffic Volumes Scenario 3 ................. 39 Figure 7.2 – Committed and Recommended Roadway Laneage Scenario 2 ............................ 59 Figure 7.3 – Committed and Recommended Roadway Laneage Scenario 3 ............................ 60 Figure 7.4 – Committed and Recommended Roadway Laneage Scenario 4 ............................ 61 APPENDICES A. APPROVED WMPO SCOPING DOCUMENT B. TRIP GENERATION C. TRAFFIC COUNT DATA D. APPROVED DEVELOPMENT DATA E. INTERSECTION SPREADSHEETS F. SIGNAL PLANS/TIMINGS G. SYNCHRO OUTPUT: EXISTING (2023) H. SYNCHRO OUTPUT: BACKGROUND (2026) I. SYNCHRO OUTPUT: BUILD-OUT (2026) SCENARIO 1 J. SYNCHRO OUTPUT: BUILD-OUT (2026) SCENARIO 2 K. SYNCHRO OUTPUT: BUILD-OUT (2026) SCENARIO 3 L. SYNCHRO OUTPUT: BUILD-OUT (2026) SCENARIO 4 M. SIMTRAFFIC REPORTS N. SIDRA REPORTS O. TURN LANE WARRANTS Moore’s Crossing – Castle Hayne, NC 1 1.0 Introduction Kimley-Horn and Associates, Inc. has performed a Traffic Impact Analysis for the proposed Moore’s Crossing project to be located on the southwest quadrant of I-140 and Castle Hayne Road along Chair Road in Castle Hayne, NC. The site as currently envisioned will consist of 115 multifamily units, 85,000 square-feet (s.f.) of shopping plaza with supermarket, , 6,000 s.f. high- turnover sit-down restaurant, and a 3,500 s.f. convenience store. The purpose of this TIA was to review the vehicular traffic impacts resulting from the proposed Moore’s Crossing development in Castle Hayne, North Carolina. Furthermore, this analysis explores the potential of an access break shift from the current location to opposite the existing I-140 EB off ramp. Lastly, this analysis evaluated a series of access configurations under the shifted access break. The current access break is located approximately 400 feet south of the existing I-140 EB Ramps as measured centerline to centerline of the intersections. The graphic to the right depicts the location of the existing break relative to the I-140 EB ramps. This traffic study considered 4 build scenarios, which are described in detail below, with Scenarios 2 and 3 proposing to realign Chair Road to tie in as a fourth leg to the intersection of Castle Hayne Road at the I- 140 eastbound ramps, while keeping existing Chair Road in place with access modifications as described below. • Scenario 1: o Existing Chair Road alignment – Full-Movement o I-140 Eastbound Ramp – Full-Movement • Scenario 2: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Existing Chair Road alignment – Right-in/Right-out o I-140 Eastbound Ramp – Full-Movement • Scenario 3: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Existing Chair Road alignment – Full-Movement o I-140 Eastbound Ramp – Full-Movement except for Eastbound Through Moore’s Crossing – Castle Hayne, NC 2 The access for the site as currently envisioned would consist of 2 full movement driveways along Chair Road in Scenario 1. For Scenarios 2 and 3, the site will be accessed by adding a fourth eastbound leg to the I-140 eastbound ramp, two full movement driveways on Realigned Chair Road. This report presents trip generation, distribution, traffic analyses, and recommendations for transportation improvements required to meet anticipated traffic demands in conjunction with the development. The traffic conditions studied include the existing (2023), projected background (2026), and projected build-out (2026) traffic conditions. The weekday AM and PM peak hours were studied. Wilmington Metropolitan Planning Organization (WMPO) and NCDOT staff provided background data and were consulted regarding the elements to be covered in this analysis. The approved WMPO Scoping Document and subsequent approvals are included in the Appendix A of this report. Moore’s Crossing – Castle Hayne, NC 3 2.0 Inventory 2.1 Study Area The study area for this development includes the following intersections: • Castle Hayne Road at Chair Road • Castle Hayne Road at I-140 EB Ramps/Site Access #3 • Castle Hayne Road at I-140 WB Ramps • Chair Road at Site Access #1 • Chair Road at Site Access #2 Figure 2.1 shows the site location, and a conceptual site plan is shown on Figure 2.2. 2.2 Existing Conditions The proposed Moore’s Crossing development is located on the southwest quadrant of I-140 and Castle Hayne Road along Chair Road in Castle Hayne, NC. Roadways in the study area include Castle Hayne Road, Chair Road, and Centennial Drive. The existing roadway laneage is shown in Figure 2.3. Characteristics for each of the roadways in the study area are shown below in Table 2.1. Average Daily Traffic (ADT) information was obtained from NCDOT where data is reported. ADT information for roads where NCDOT does not provide daily traffic information was estimated based on the AM and PM peak hour traffic counts. Road classification designation information was obtained from the WMPO’s Roadway Functional Classifications map. Table 2.1 Existing Roadway Conditions Road Name Existing Laneage in Study Area Posted Speed Limit Average Daily Traffic (Year) – Location Road Classification Castle Hayne Road 4-lane divided 50 mph 14,000 (2021) – north of Chair Road Minor Arterial Chair Road 2-lane undivided 35 mph 1,500 (2023) – east of Castle Hayne Road Local Road Centennial Drive 2-lane undivided 25 mph 1,800 (2023) – east of Castle Hayne Road Local Road Project Site Moore's Crossing Development Figure 2.1 - Site Location Moore's Crossing Development Figure 2.3 - Existing Roadway Laneage I-140 EB Ramps I-140 WB RampsCentennial Drive 300' 175' 225' 225' 175' 275' 250' 175' 150' 250' 150' (TW LTL) 100' Moore’s Crossing – Castle Hayne, NC 7 3.0 Traffic Generation The traffic generation potential of the proposed development was determined using the trip generation rates and equations in Trip Generation (Institute of Transportation Engineers, 11th Edition, 2021). Vehicular site trips were generated for the development using the parameters shown in Table 3.1 per NCDOT guidelines. Table 3.1 Trip Generation Parameters LUC Setting Adjacent Street/Generator Rate/Equation Daily AM PM 220 Urban/Suburban Adjacent Street Equation Equation Equation 821 Urban/Suburban Adjacent Street Equation Rate Equation 822 Urban/Suburban Adjacent Street Equation Equation Equation 932 Urban/Suburban Adjacent Street Rate Rate Rate 945 Urban/Suburban Adjacent Street Equation Rate Rate Tables 3.2 show the proposed development has the potential to generate 8,743 net new daily trips, 420 net new trips during the AM peak hour, and 796 net new trips during the PM peak hour on a typical weekday. Table 3.2 ITE Traffic Generation (Vehicles) LUC Land Use Intensity Daily AM Peak Hour PM Peak Hour Total In Out Total In Out Total In Out 220 Multifamily Housing (Low-Rise) 115 d.u. 812 406 406 59 14 45 70 44 26 821 Shopping Plaza (40K- 150K) w/ Supermarket 85,000 s.f. 7,954 3,977 3,977 300 186 144 771 370 401 932 High-Turnover Sit- Down Restaurant 6,000 s.f. 643 322 322 57 31 26 54 33 21 945 Convenience Store/Gas Station (9- 15 Fueling Positions) 3,500 s.f. 2,512 1,256 1,256 198 99 99 191 96 95 Subtotal 11,921 5,961 5,960 420 233 187 796 398 398 Internal Capture -978 -489 -489 -54 -27 -27 -64 -32 -32 Pass-By Capture -2,200 -1100 -1100 -140 -70 -70 -226 -113 -113 Total Net New External Trips 8,743 4,372 4,371 420 233 187 796 398 398 Detailed trip generation calculations including daily trip generation are included in Appendix B of this report. Moore’s Crossing – Castle Hayne, NC 8 4.0 Site Traffic Distribution The proposed generated trips for the development were assigned to the surrounding roadway network. The directional distribution and assignment for the development were based on a review of surrounding land uses and existing traffic patterns in the area. • 45% to/from the south on Castle Hayne Road • 20% to/from the west on I-140 • 10% to/from the east on I-140 • 15% to/from the north on Castle Hayne Road The residential and retail site traffic distribution and percent assignment are shown on Figures 4.1 – 4.6 for the three scenarios. The pass-by site traffic distribution and percent assignment are shown on Figures 4.7 – 4.12 for the AM and PM peak hours for all three scenarios. Pass-by capture traffic was assigned to the roadway network based on existing traffic patterns and coordination with NCDOT staff. 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 10% 20% 30% (10%) (30%) 30% 60% (40%) (20%) (90%) (10%) 90%10% (60%) 90% (40%)(90%) 40% Project Site Moore's Crossing Development Figure 4.1 - Residential Trip Distribution and Assignment Scenario 1 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 10% 20% 30% 40% Legend xx% Inbound Trip Distribution (xx%) Outbound Trip Distribution 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 20% 10% (30%) (10%) 10% (20%) (10%) 30% (8%) (45%) (2%) (45%) 45%45%40% 8%2%(40%) (2%)45% (50%)2%(45%) 50% Project Site Moore's Crossing Development Figure 4.2 - Retail Trip Distribution and Assignment Scenario 1 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 20% 10% 10% 10% 50% Legend xx% Inbound Trip Distribution (xx%) Outbound Trip Distribution 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 40%(15%)(5%) 5% 5%5%10% (5%) (10%) (25%) (40%) (20%) 40% (25%) 25% 5%25% (10%) (30%) 20% 5% 10% Project Site Moore's Crossing Development Figure 4.3 - Residential Trip Distribution and Assignment Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx% Inbound Trip Distribution (xx%) Outbound Trip Distribution 40% 30% 20% 10% 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 50%(20%)2%(5%) 8%2% (2%)2% 2%5%7% (8%) (5%) (2%) (15%) (30%) (30%) (10%) 50% (30%) 25% 5%8% (20%) (10%) 10% 2% 20% Project Site Moore's Crossing Development Figure 4.4 - Retail Trip Distribution and Assignment Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx% Inbound Trip Distribution (xx%) Outbound Trip Distribution 50% 10% 10% 20% 10% 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 20% 20%(15%)(20%) (20%) 25% 25%5% (20%) (20%) (15%) (25%) 5% (40%) 20% (25%) 10% 20% 25% 5%25% (10%) (30%) 10% Project Site Moore's Crossing Development Figure 4.5 - Residential Trip Distribution and Assignment Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx% Inbound Trip Distribution (xx%) Outbound Trip Distribution I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 40% 30% 20% 10% 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 25% 25% 8%2%(15%) (2%)15% (15%)2%(15%) 15%17% (10%) (8%) (15%) (2%) (15%) (35%) 2% (25%) 25% (35%) 7% (5%) 10% 25% 5%8% (20%) (10%) 20% Project Site Moore's Crossing Development Figure 4.6 - Retail Trip Distribution and Assignment Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx% Inbound Trip Distribution (xx%) Outbound Trip Distribution I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 50% 10% 10% 20% 10% 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (5%) (5%) (5%) (85%) 5%85%55% -55% 5%5%(25%) -5%-5% -5%(55%)-5% 25% -25% Project Site Moore's Crossing Development Figure 4.7 - AM Peak Hour Pass-By Distribution Scenario 1 NC 133 (Castle Hayne Road) Chair Road Legend xx% Inbound Pass-By Distribution (xx%) Outbound Pass-By Distribution I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! -5%-5% 5%5% -5%-5% 5%5%(5%) (5%) (5%) (5%) (35%) (10%) 25% -15% -10% (45%) 30% -30%-10% 25% -15% Project Site Moore's Crossing Development Figure 4.8 - AM Peak Hour Pass-By Trip Distribution Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx% Inbound Pass-By Trip Distribution (xx%) Outbound Pass-By Trip Distribution 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 10% -10%-5%-5% 5%5%(10%) -5%-5% 5%5%(5%) (5%) (5%) (5%) -10% (30%) 15% -15% (40%) 30% -30%-15% 25% Project Site Moore's Crossing Development Figure 4.9 - AM Peak Hour Pass-By Trip Distribution Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx% Inbound Pass-By Trip Distribution (xx%) Outbound Pass-By Trip Distribution I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (5%) (5%) (5%) (85%) 5%85%35% -35% 5%5%(45%) -5%-5% -5%(40%)-5% 45% -45% Project Site Moore's Crossing Development Figure 4.10 - PM Peak Hour Pass-By Distribution Scenario 1 NC 133 (Castle Hayne Road) Chair Road Legend xx% Inbound Pass-By Distribution (xx%) Outbound Pass-By Distribution I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! -5%-5% 5%5% -5%-5% 5%5%(5%) (5%) (5%) (5%) (45%) (10%) 45% -35% -10% (25%) 20% -20%-10% 15% -5% Project Site Moore's Crossing Development Figure 4.11 - PM Peak Hour Pass-By Trip Distribution Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx% Inbound Pass-By Trip Distribution (xx%) Outbound Pass-By Trip Distribution 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 25% -25%-5%-5% 5%5%(25%) -5%-5% 5%30%(5%) (5%) (5%) (25%) -5% (30%) 20% -20% (25%) 20% -20%-10% 15% Project Site Moore's Crossing Development Figure 4.12 - PM Peak Hour Pass-By Trip Distributions Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx% Inbound Pass-By Trip Distribution (xx%) Outbound Pass-By Trip Distribution I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Moore’s Crossing – Castle Hayne, NC 21 5.0 Projected Traffic Volumes 5.1 Existing Traffic AM peak hour (7:00 to 9:00 AM) and PM peak hour (4:00 to 6:00 PM) turning movement counts were performed at the following study intersections while New Hanover County public schools were in session: • Castle Hayne Road at Chair Road AM and PM – April 25, 2023 • Castle Hayne Road at I-140 EB Ramps • Castle Hayne Road at I-140 WB Ramps AM and PM – April 25, 2023 AM and PM – April 25, 2023 Existing AM and PM peak hour traffic volumes are shown on Figure 5.1 and the traffic count data is included in Appendix C. 5.2 Approved Development Traffic Approved development traffic is generated by approved, but not yet constructed, projects in the vicinity of the proposed project. Based on discussions with the WMPO and NCDOT, the River Bluffs Development and the proposed Chair Road School projects were identified for inclusion as approved development traffic for this analysis. Approved Development information is included in Appendix D of this report. The approved development volumes are shown on Figure 5.2 5.3 Historic Growth Traffic Historic growth traffic is the increase in traffic due to usage increases and non-specific growth throughout the area. Based on a review of historic growth rates in the area and discussions with the WMPO and NCDOT, a 1% annual growth rate was applied to existing traffic volumes up to the study year 2026. Background traffic volumes, consisting of existing turning movement counts, historic growth, and approved development traffic are shown on Figure 5.3 for the AM and PM peak hours. 5.4 Diverted Traffic With the proposed realignment of Chair Road in Scenarios 2 and 3, background traffic is expected to be diverted to accommodate new traffic patterns. Diverted volumes are shown on Figures 5.4 and 5.5. Moore’s Crossing – Castle Hayne, NC 22 5.5 Site Traffic The projected site traffic for development was generated and assigned to the adjacent roadway network according to the distributions discussed previously in Section 4.0. Site traffic volumes for Scenarios 1-3 are shown on Figures 5.6 – 5.11. Pass-by trips are shown on Figures 5.12-5.14. 5.6 Build-Out Traffic To obtain the projected (2026) build-out traffic volumes, the projected site traffic and diverted traffic was added to the projected (2026) background traffic. Traffic volume calculations are detailed in intersection spreadsheets in Appendix E of this report. Total build-out traffic volumes for Scenarios 1-3 are shown on Figures 5.15 – 5.17. 3 'Int 3'! 2 'Int 2'! 1 'Int 1'! (0) (392) (177) 18 476 207 83 (53) 118 (2) 198 (152) (21)19 (46)21 70 388 118 (153) 644 70 234 (236) 202 (141) 42 (2) (621) (160) (540) (165) (551) (224) (43) (638) 342 173 (36)33 63 778 (51)41 47 471 (71) (744) Moore's Crossing Development Figure 5.1 - 2023 Existing Peak Hour Traffic Volumes NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes I-140 EB Ramps I-140 WB RampsCentennial Drive 3 'Int 3'! 2 'Int 2'! 1 'Int 1'! (0) (430) (182) 19 519 213 86 (55) 122 (2) 325 (238) (22)20 (47)22 72 430 203 (158) 814 72 241 (243) 283 (216) 43 (2) (669) (240) (663) (170) (672) (337) (222) (657) 290 802 463 281 (162) 182 132 485 (214) (767) (247) 248 Moore's Crossing Development Figure 5.2 - Approved Development Peak Hour Traffic Volumes NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes I-140 EB Ramps I-140 WB RampsCentennial Drive 3 'Int 3'! 2 'Int 2'! 1 'Int 1'! (0) (430) (182) 19 519 213 86 (55) 122 (2) 325 (238) (22)20 (47)22 72 430 203 (158) 814 72 241 (243) 283 (216) 43 (2) (669) (240) (663) (170) (672) (337) (222) (657) 290 802 463 281 (162) 182 132 485 (214) (767) (247) 248 Moore's Crossing Development Figure 5.3 - 2026 No-Build Peak Hour Traffic Volumes NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes I-140 EB Ramps I-140 WB RampsCentennial Drive 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (12) 52(1) 1 (2) (12) (10)15 (5)7 5 Project Site Moore's Crossing Development Figure 5.4 - Diverted Trips Scenario 2 NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (3) 1 3 (6) 4 11 3 1 3 (8) (2) (7) (7) (2) (5) (5) (4) (4) (6) 0 (2) (9)15 3 8 (6) 8 6 1 10 10 (6) 3 (8)1 (2) (5)8 3 (8) 8 (4)(5) (6) 3 36 (6) Project Site Moore's Crossing Development Figure 5.5 - Diverted Trips Scenario 3 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (3) 1 3 (6) 4 11 4 (9) (2) (7) (9) 15 8 4 34 4 8 (9) (5) (22) (2) (19) 12 (28)1 (3) (14)23 12 (28) 34 (10)(22) (12) 515 Project Site Moore's Crossing Development Figure 5.6 - Residential New External Trips Scenario 1 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Legend xx AM Peak Hour Residential Trip (xx) PM Peak Hour Residential Trip 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (73) 44 22 (37) 30 15 22 (37) (75) (37) (110) 45 15 66 12 67 3 67 88 (112) (37) (31) (168) (7) (168) (147) 99 (165)99 (165) (30)18 (7)4 (149)60 3 (7)99 (165) 67 (187)(7)4 (168) (183) 11074 Project Site Moore's Crossing Development Figure 5.7 - Retail New External Trips Scenario 1 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Legend xx AM Peak Hour Retail Trip (xx) PM Peak Hour Retail Trip 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 56 (12) 2 (3)(1) 1 (2) 1 (2)1 (2)2 4 1 10 10 (12) (1) (2) (4) (6) 1 (2) (10)15 (5)7 5 (6) 3 1 3 (8) (3) (7) (7) (2) 3 (6) 4 11 1 (3) Project Site Moore's Crossing Development Figure 5.8 - Residential New External Trips Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx AM Peak Hour Residential Trip (xx) PM Peak Hour Residential Trip 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 11029 (184) 7 (75)(7)4 (19) (29)18 (7)4 3 (7)4 (7) 4 (7)11 (19)12 7 3 22 15 45 45 (184) (31) (19) (7) (56) (26) (112) 4 (8) (112)45 (37)15 110 (112) 55 11 18 (29) (75) (37) (92) (18) 22 (37) 30 15 44 (73) Project Site Moore's Crossing Development Figure 5.9 - Retail New External Trips Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx AM Peak Hour Retail Trip (xx) PM Peak Hour Retail Trip 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (6) 3 36 (6) 8 (4)(5) (5)8 3 (8) 3 (8)1 (2)8 6 1 10 10 (6) (5) (5) (4) (4) (6) 0 (2) (9)15 3 8 (6) 3 1 3 (8) (2) (7) (7) (2) 3 (6) 4 11 1 (3) Project Site Moore's Crossing Development Figure 5.10 - Residential New External Trips Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Residential Trip (xx) PM Peak Hour Residential Trip I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (92) 55 5522 (92) 22 (56)(7)4 (56) (29)18 (7)4 (56)22 3 (7)33 (55) 33 (55)37 (63)12 22 3 22 15 52 52 (92) (19) (37) (30) (56) (7) (56) (26) (131) 4 (8) (94)38 55 7 15 (131) 55 11 18 (29) (75) (38) (92) (18) 22 (37) 30 15 44 (73) Project Site Moore's Crossing Development Figure 5.11 - Retail New External Trips Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Retail Trip (xx) PM Peak Hour Retail Trip I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 4 4 4 60 39 -39 (6) (6) (6) (96) (40) (-40) 4 (6)60 (96) (6)4 (6)4 (51)18 -4 (-6)-4 (-6) -4 (45)(-6)-4 (-6) (51) 18 -1839 (-51) Project Site Moore's Crossing Development Figure 5.12 - Peak Hour Pass-By Trips Scenario 1 NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Pass-By Trip (xx) PM Peak Hour Pass-By Trip I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! -3(-6)-4 (-6) (6)4 (6)3 -4 (-5)-4 (-5) 4 (5)4 (5)4 4 4 3 32 (51) (-40) (-11) (5) (6) (5) (6) -11 (-6) (51)25 (11)7 18 -11 -7 (28) 21 -21 -7 (-11) 18 (17) (23) (-23) Project Site Moore's Crossing Development Figure 5.13 - Peak Hour Pass-By Trips Scenario 2 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx AM Peak Hour Pass-By Trip (xx) PM Peak Hour Pass-By Trip 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (28) 7 -7 (-28) -4(-6)-4 (-6) (6)4 (6)4 (28)7 -4 (-6)-4 (-6) 4 (6)4 (34)4 4 4 4 28 (23) (-23) (6) (6) (6) (28) -7 (-6) (34)21 11 -11 (28) 21 -21 -11 (-11) 18 (17) (23) (-23) Project Site Moore's Crossing Development Figure 5.14 - Peak Hour Pass-By Trips Scenario 3 NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Pass-By Trip (xx) PM Peak Hour Pass-By Trip I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (0) (506) (182) 19 564 213 86 (55) 122 (2) 350 (281) (22)20 (47)22 72 464 229 (158) (243) 309 (262) 43 (2) (746) (284) (782) (170) 523 304 884 72 241 16 105 7 131 425 763 (793) (379) (37) (196) (13) (266) (428) (617) 115 (199)160 (264) (36)22 (13)8 (461) 349 421 (437)529 (623) 527 (404)(410) 430 (593) (460) 265 467310 (716) Project Site Moore's Crossing Development Figure 5.15 - 2026 Build Peak Hour Traffic Volumes Scenario 1 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! 732217 (1,177) 188 (240)(163) 182 (176) (35)22 (13)7 289 (224)291 (226) 9 (14)16 (26)16 13 7 29 306 857 87 (461) (467) (244) (36) (26) (12) (64) (252) (775) 277 (220) (338) 239 (135) 123 265 298 180 (146) 79 805 72 234 (232) 39 (54) 43 (2) (747) (284) (122) (660) (170) 350 (281) (22)20 (47)22 72 464 229 (158) 19 564 213 86 (55) 122 (2) (0) (506) (182) Project Site Moore's Crossing Development Figure 5.16 - 2026 Build Peak Hour Traffic Volumes Scenario 2 NC 133 (Castle Hayne Road) Chair Road Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!5 'Int 5'!1 'Int 1'! (340) 197 536210 (837) 456 (222)(410) 430 (464) (35)22 (13)8 (336) 285 421 (437)454 (493) 40 (69)42 (99)16 34 7 32 306 864 90 (121) (668) (379) (36) (67) (13) (88) (252) (794) 280 (220) (137)74 69 459 304 (165) 79 805 72 230 (232) 39 (54) 43 (2) (746) (285) (122) (660) (170) 350 (281) (22)20 (47)22 72 464 229 (158) 19 564 213 86 (55) 122 (2) (0) (506) (182) Project Site Moore's Crossing Development Figure 5.17 - 2026 Build Peak Hour Traffic Volumes Scenario 3 NC 133 (Castle Hayne Road) Chair Road I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Legend xx AM Peak Hour Traffic Volumes (xx) PM Peak Hour Traffic Volumes Moore’s Crossing – Castle Hayne, NC 40 6.0 Capacity Analysis Capacity analyses (see Appendix F-L) were performed for the AM and PM peak hours for the existing traffic condition and the projected (2026) background and build-out traffic conditions using Synchro/SimTraffic Version 11 and SIDRA Version 9 software to determine the operating characteristics of the adjacent road network and the impacts of the proposed project. The NCDOT Congestion Management Group uses and reports Synchro Level-of-Service output for the analysis of intersection operating conditions. Capacity is defined as the maximum number of vehicles that can pass over a particular road segment or through a particular intersection within a set time duration. Capacity is combined with level-of-service (LOS) to describe the operating characteristics of a road segment or intersection. LOS is a qualitative measure that describes operational conditions and motorist perceptions within a traffic stream. The Highway Capacity Manual (HCM) defines six levels-of-service, LOS A through LOS F, with A representing the shortest average delays and F representing the longest average delays. LOS D is the typically accepted standard for signalized intersections in urbanized areas. For signalized intersections, LOS is defined for the overall intersection operation. For unsignalized intersections, only the movements that must yield right-of-way experience control delay. Therefore, LOS criteria for the overall intersection is not reported by Synchro Version 11 or computable using methodology published in the Highway Capacity Manual. It is typical for stop sign controlled side streets and driveways intersecting major streets to experience long delays during peak hours, while the majority of the traffic moving through the intersection on the major street experiences little or no delay. Table 6.0 lists the LOS control delay thresholds published in the Highway Capacity Manual for signalized and unsignalized intersections. Table 6.0 Level-of-Service Control Delay Thresholds Level-of- Service Signalized Intersections – Control Delay Per Vehicle [sec/veh] Unsignalized Intersections – Average Control Delay [sec/veh] & Qualitative Operational Description A ≤ 10 ≤ 10 Short Delays B > 10 – 20 > 10 – 15 C > 20 – 35 > 15 – 25 D > 35 – 55 > 25 – 35 Moderate Delays E > 55 – 80 > 35 – 50 F > 80 > 50 Long Delays Existing signal timings were obtained from NCDOT and the WMPO and were used in the existing and background scenarios. For the build scenarios, Field cycle lengths were used and splits were optimized. Right-turns on red (RTOR) were not permitted in the analysis per NCDOT Congestion Management guidelines. Moore’s Crossing – Castle Hayne, NC 41 Capacity analyses were performed for the existing (2023) traffic condition, the projected (2026) background traffic condition, and the projected (2026) build-out traffic conditions for the following intersections: • Castle Hayne Road at Chair Road • Castle Hayne Road at I-140 EB Ramps/Site Access #3 • Castle Hayne Road at I-140 WB Ramps • Chair Road at Site Access #1 • Chair Road at Site Access #2 All capacity analyses are included in Appendix G-N and are briefly summarized in the following sub-sections. Moore’s Crossing – Castle Hayne, NC 42 6.1 Castle Hayne Road at Chair Road Analyses indicate that the unsignalized intersection of Castle Hayne Road at Chair Road currently operates with short delays in the AM and PM peak hours at the minor street approach (Chair Road). The following roadway improvements are committed to be performed with the approved developments at this intersection and were included in the future year traffic conditions as applicable: • Install a fully actuated traffic signal to run in coordination with adjacent signals on the NC 133/Castle Hayne Road corridor. In the projected background traffic conditions with the committed improvements in place, the intersection is expected to operate at LOS C in the AM and PM peak hours. Scenario 1 As discussed in Section 1.0, Scenario 1 operates under the following assumptions: o Existing Chair Road alignment – Full-Movement o I-140 Eastbound Ramp – Full-Movement When the site traffic is added to the intersection under these assumptions, the intersection is expected to operate at LOS E during the AM peak hour and an LOS F during the PM peak hour. Therefore, the following roadway improvements are recommended to be performed at this intersection: • Construct a second eastbound left-turn lane with 275 feet of storage and appropriate taper • Extend the existing eastbound left-turn lane to 275 feet of storage • Construct a southbound right-turn lane with 350 feet of storage and appropriate taper • Extend the existing northbound left-turn lane to 425 feet of storage With these improvements in place in Scenario 1, the intersection is expected to operate at LOS C in the AM peak hour and LOS D in the PM peak hours. Scenario 2 As discussed in Section 1.0, Scenario 2 operates with the following assumptions: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Existing Chair Road alignment – Right-in/Right-out o I-140 Eastbound Ramp – Full-Movement When the site traffic is added to the intersection, the unsignalized eastbound approach is expected to operate with moderate delays during the AM peak hour and short delays during the PM peak hour. Therefore, the following roadway improvements are recommended to be performed at this intersection: • Construct a southbound right-turn lane with 100 feet of storage and appropriate taper Moore’s Crossing – Castle Hayne, NC 43 With the improvements in place in Scenario 2, the intersection is expected to operate with short delays during both peak hours. Scenario 3 As discussed in Section 1.0, Scenario 3 operates under the following assumptions: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Existing Chair Road alignment – Full-Movement o I-140 Eastbound Ramp – Full-Movement except for Eastbound Through When the site traffic is added to the intersection under these assumptions, the intersection is expected to operate at LOS C during the AM peak hour and an LOS D during the PM peak hour. Therefore, the following roadway improvements are recommended to be performed at this intersection: • Construct a southbound right-turn lane with 100 feet of storage and appropriate taper • Extend the existing northbound left-turn lane to 200 feet of storage • Extend the existing eastbound left-turn lane to 200 feet of storage With the improvements in place in Scenario 3, the intersection is expected to operate at LOS C in the AM peak hour and LOS B in the PM peak hour. Table 6.1 summarizes the operation of the intersection of Castle Hayne Road at Chair Road for the existing (2023) traffic condition, the projected (2026) background traffic condition, and the projected (2026) build-out traffic conditions. Moore’s Crossing – Castle Hayne, NC 44 Table 6.1 - Castle Hayne Road at Chair Road EBL EBR NBL NBT SBT SBR AM Peak Hour LOS (Delay) - Approach LOS (Delay) - Movement C (22.0)B (11.9)B (10.1)(-)(-)(-) Synchro 95th Q 13'5'5'--- SimTraffic Max Q 99'72'60'0'17'0' LOS (Delay) - Approach LOS (Delay) - Movement D (54.3)B (17.7)D (50.0)A (6.0)B (17.0)(-) Synchro 95th Q #259'116'#150'73'm196'- SimTraffic Max Q 200'457'199'198'373'0' LOS (Delay) - Approach LOS (Delay) - Movement F (130.9)C (21.3)F (208.1)A (6.1)D (36.0)(-) Synchro 95th Q #398 205'#343 70 m#427 - SimTraffic Max Q 200'688'250'783'456'496' LOS (Delay) - Approach LOS (Delay) - Movement D (35.3)C (21.3)F (126.7)A (5.6)C (23.1)A (9.2) Synchro 95th Q 134'205'#343 70 247'199' SimTraffic Max Q 267'191'525'1317'260'254' LOS (Delay) - Approach LOS (Delay) - Movement -D (25.1)-A (0.0)A (0.0)- Synchro 95th Q -90'---- SimTraffic Max Q -118'-315'252'- LOS (Delay) - Approach LOS (Delay) - Movement -C (17.1)-A (0.0)A (0.0)- Synchro 95th Q -58'---- SimTraffic Max Q -114'---- LOS (Delay) - Approach LOS (Delay) - Movement E (70.7)B (18.2)F (96.8)A (6.3)B (19.8)0 (0.0) Synchro 95th Q #311 133'#247 81 m297 0' SimTraffic Max Q 199'474'248'443'357'426' LOS (Delay) - Approach LOS (Delay) - Movement E (70.7)B (18.2)F (96.8)A (6.3)B (19.2)A (1.9) Synchro 95th Q #311 133'#247 81 253'21' SimTraffic Max Q 299'416'287'420'302'200' PM Peak Hour LOS (Delay) - Approach LOS (Delay) - Movement C (19.9)B (11.3)A (9.5)(-)(-)(-) Synchro 95th Q 13'8'8'--- SimTraffic Max Q 78'64'56'0'0'0' LOS (Delay) - Approach LOS (Delay) - Movement D (40.0)B (13.6)D (45.8)A (7.1)C (25.6)(-) Synchro 95th Q 205'89'#212'127'm255'- SimTraffic Max Q 198'265'231'227'283'0' LOS (Delay) - Approach LOS (Delay) - Movement F (153.3)B (19.2)F (286.7)A (7.4)D (38.1)(-) Synchro 95th Q #505 251'#547 117 m#362 - SimTraffic Max Q 200'693'250'1343'454'602' LOS (Delay) - Approach LOS (Delay) - Movement C (34)B (19.2)F (224.1)A (6.9)B (19.0)A (7.8) Synchro 95th Q 169'251'#547 117 190'167' SimTraffic Max Q 203'244'525'1334'200'208' LOS (Delay) - Approach LOS (Delay) - Movement -C (23.6)-A (0.0)A (0.0)- Synchro 95th Q -93'---- SimTraffic Max Q -100'-1259'-- LOS (Delay) - Approach LOS (Delay) - Movement -C (17.1)-A (0.0)A (0.0)A (0.0) Synchro 95th Q -65'---- SimTraffic Max Q -136'---- LOS (Delay) - Approach LOS (Delay) - Movement E (57.8)B (14.1)F (121.8)A (7.8)C (26.6)- Synchro 95th Q #337 122'#389 142 m#365 - SimTraffic Max Q 200'468'250'810'374'- LOS (Delay) - Approach LOS (Delay) - Movement E (57.8)B (14.1)F (121.8)A (7.8)B (16.1)A (2.5) Synchro 95th Q #337 122'#389 142 162'28' SimTraffic Max Q 284'283'300'1127'225'178' Build-out IMP (2026) Traffic Scenario 3 D (40.4)D (40.8)B (12.8) B (26.5) Build-out IMP (2026) Traffic Scenario 2 C (17.1)A (0.0)A (0.0) -(-) Build-out IMP (2026) Traffic Scenario 1 C (27.1)F (91.8)B (14.4) D (47.4) Build-out (2026) Traffic Scenario 3 D (40.4)D (40.8)C (26.6) D (35.4) Build-out (2026) Traffic Scenario 3 D (48.4)C (30.6)B (19.8) C (29.0) Build-out (2026) Traffic Scenario 1 E (59.3) Condition Measure Chair Road Castle Hayne Road Castle Hayne Road Intersection Existing (2023) Traffic - (-) Background (2026) Traffic C (20.9) C (16.4)A (0.9)A (0.0) D (38.8) Build-out (2026) Traffic Scenario 2 - (-) Build-out (2026) Traffic Scenario 2 -(-) Existing (2023) Traffic - (-) Background (2026) Traffic C (22.0) Build-out (2026) Traffic Scenario 1 F (82.7) B (14.9)A (0.8)A (0.0) C (29.5) D (25.1) B (15.5)B (17.0) E (79.4)E (79.1)D (36.0) A (0.0)A (0.0) C (23.6)A (0.0)A (0.0) B (15.5)C (25.6) F (90.6)F (116.6)D (38.1) Build-out IMP (2026) Traffic Scenario 1 C (28.7)D (49.4)B (18.1) C (29.7) Build-out IMP (2026) Traffic Scenario 2 C (17.1)A (0.0)A (0.0) -(-) Build-out IMP (2026) Traffic Scenario 3 D (48.4)C (30.6)B (14.7) C (26.5) Moore’s Crossing – Castle Hayne, NC 45 6.2 Castle Hayne Road at I-140 EB Ramps Analyses indicate that the signalized intersection of Castle Hayne Road at I-140 EB Ramps currently operates at LOS C in both peak hours. The intersection is expected to operate at LOS C in the AM peak hour and LOS D in the PM peak in the future (2026) background condition. Scenario 1 When the site traffic is added to the intersection under these assumptions, the intersection is expected to operate at LOS C during the AM peak hour and an LOS D during the PM peak hour. Therefore, the following roadway improvements are recommended to be performed at this intersection: • Construct a westbound left-turn lane with 350 feet of storage and appropriate taper With these improvements in place in Scenario 1, the intersection is expected to operate at LOS B in the AM and PM peak hours. Scenario 2 Under Scenario 2, Driveway #3 would be added to the intersection. When the site traffic is added to the intersection under these assumptions, the intersection is expected to operate at LOS F in both peak hours. Therefore, the following roadway improvements are recommended to be performed at this intersection: • Tie in the Realigned Chair Road as the fourth leg to the west with exclusive dual left-turn lanes with 200 feet of storage and an exclusive right-turn lane with 125 feet of storage • Construct dual northbound left-turn lanes with 225 feet of storage and appropriate taper • Construct a southbound right-turn lane with 250 feet of storage and appropriate taper • Construct a westbound left-turn lane with 275 feet of storage and appropriate taper • Construct a westbound right-turn lane with 250 feet of storage and appropriate taper With the improvements in place in Scenario 2, the intersection is expected to operate at LOS C in both peak hours. Scenario 3 Under Scenario 3, Driveway #3 would be added to the intersection. Scenario 3 operates under the following assumptions: o Chair Road realigned as a fourth leg to the I-140 Eastbound Ramp o Chair Road – Full-Movement o I-140 Eastbound Ramp – Full-Movement except for Eastbound Through When the site traffic is added to the intersection under these assumptions, the intersection is expected to operate at LOS C during the AM peak hour and an LOS D during the PM peak hour. Moore’s Crossing – Castle Hayne, NC 46 Therefore, the following roadway improvements are recommended to be performed at this intersection: • Tie in the Realigned Chair Road as the fourth leg to the west with a left-turn lane with 375 feet of storage and an exclusive right-turn lane • Restrict the eastbound through movement • Construct a northbound left-turn lane with 225 feet of storage and appropriate taper • Construct a southbound right-turn lane with 250 feet of storage and appropriate taper • Construct a westbound left-turn lane with 225 feet of storage and appropriate taper • Construct a westbound right-turn lane with 275 feet of storage and appropriate taper With the improvements in place in Scenario 3, the intersection is expected to operate at LOS B in the AM and PM peak hours. Table 6.2 summarizes the operation of the intersection of Castle Hayne Road at I-140 EB Ramps for the existing (2023) traffic condition, the projected (2026) background traffic condition, and the projected (2026) build-out traffic conditions. Moore’s Crossing – Castle Hayne, NC 47 Table 6.2 - Castle Hayne Road at I-140 EB Ramps EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AM Peak Hour LOS (Delay) - Approach LOS (Delay) - Movement D (45.4)---B (18.9)A (3.0)C (34.1)A (10.9)- Synchro 95th Q #357 ---109'41'm65 m149 - SimTraffic Max Q 244'---140'88'105'199'- LOS (Delay) - Approach LOS (Delay) - Movement E (66.7)---C (23.9)A (6.9)D (38.4)C (21.3)- Synchro 95th Q #500'---m168'm106'm68'224'- SimTraffic Max Q 259'---208'137'112'310'- LOS (Delay) - Approach LOS (Delay) - Movement E (79.9)---C (26.2)A (6.9)C (34.7)B (14.6)- Synchro 95th Q #534 ---m137 m105 m63 336'- SimTraffic Max Q 247'---180'117'119'200'- LOS (Delay) - Approach LOS (Delay) - Movement D (38.2)-B (13.8)-B (18.9)A (5.4)C (34.2)A (9.3)- Synchro 95th Q 219'-108'-153'117'm63 336'- SimTraffic Max Q 228'-218'-213'208'105'188'- LOS (Delay) - Approach LOS (Delay) - Movement -F (154.5)--F (291.4)-F (285.0)C (20.7)C (23.8)D (38.1)C (21.5)- Synchro 95th Q -#497 --#635 -#373 102'142'm63 231'- SimTraffic Max Q -574'--272'-200'777'761'199'312'335' LOS (Delay) - Approach LOS (Delay) - Movement C (29.8)D (50.5)B (15.0)D (53.5)C (28.1)C (21.1)D (46.3)C (27.3)B (11.6)B (17.5)C (24.4)A (3.3) Synchro 95th Q 102'#142 41'#281 44'86'#131 112'91'm41 m#200 m19 SimTraffic Max Q 163'179'120'245'131'248'158'129'132'117'328'189' LOS (Delay) - Approach LOS (Delay) - Movement -B (15.7)--E (71.2)-E (70.2)C (21.3)D (44.0)C (23.5)B (11.6)- Synchro 95th Q -102'--#529 -m#95 m125 m#290 m52 m115 - SimTraffic Max Q -187'--247'-189'326'242'137'233'279' LOS (Delay) - Approach LOS (Delay) - Movement D (36.4)-D (40.2)C (34.9)C (33.3)C (27.8)D (39.9)C (23.6)A (5.2)C (26.5)A (9.1)A (3.1) Synchro 95th Q 82'-94'213'48'110'm60 m155 m90 m73 m137 m15 SimTraffic Max Q 103'-153'260'152'246'118'204'181'122'187'74' PM Peak Hour LOS (Delay) - Approach LOS (Delay) - Movement E (72.6)---C (23.3)A (5.7)C (25.6)A (5.6)- Synchro 95th Q #389 ---177'70'86'61'- SimTraffic Max Q 240'---182'101'192'114'- LOS (Delay) - Approach LOS (Delay) - Movement F (138.8)---C (24.4)A (5.0)C (23.1)A (5.1)- Synchro 95th Q #496'---239'72'm95'67'- SimTraffic Max Q 258'---206'135'221'146'- LOS (Delay) - Approach LOS (Delay) - Movement F (186.5)---C (28.5)A (9.2)C (22.9)A (5.5)- Synchro 95th Q #556 ---m196 m134 m96 89'- SimTraffic Max Q 242'---286'250'193'172'- LOS (Delay) - Approach LOS (Delay) - Movement D (46.3)-B (15.3)-B (14.9)A (3.6)C (29.6)A (4.1)- Synchro 95th Q 214'-129'-214'58'm103 m73 - SimTraffic Max Q 222'-198'-196'155'181'166'- LOS (Delay) - Approach LOS (Delay) - Movement -F (701.6)--F (399.6)-F (634.9)B (16.1)B (18)E (63.7)A (4.9)- Synchro 95th Q -#782 --#619 -#514 125'152'm#177 m55 - SimTraffic Max Q -1268'--279'-200'782'167'374'342'159' LOS (Delay) - Approach LOS (Delay) - Movement C (29.4)E (55.2)B (13.2)D (52.9)C (34)C (27.3)D (41.9)C (28.8)A (9.1)C (31.6)C (33.2)B (10.7) Synchro 95th Q 135'#161 55'#229 62'159'#198 171'73'm107 m#261 m68 SimTraffic Max Q 240'210'170'231'162'241'227'184'133'171'304'142' LOS (Delay) - Approach LOS (Delay) - Movement -C (29.1)--F (104.8)-E (57.2)C (33.9)F (85.7)F (86.2)B (17.7)- Synchro 95th Q -#263 --#520 -m#137 m247 m#376 m#194 m225 - SimTraffic Max Q -302'--241'-159'478'247'258'207'246' LOS (Delay) - Approach LOS (Delay) - Movement D (40.4)-D (43)C (31.2)D (36.6)C (29.5)D (35.3)B (16.1)A (4.1)C (29.7)B (15.5)A (8.0) Synchro 95th Q #145 -#153 167'64'111'm96 m158 m66 m105 m136 m49 SimTraffic Max Q 154'-167'233'160'232'153'272'231'174'188'73' Background (2026) Traffic C (18.0)A (8.8) D (38.7) D (39.2)C (29.9)C (30) C (31.6) N/A A (8.6) B (14.2) B (18.2)B (10.2) C (26.2) Build-out (2026) Traffic Scenario 3 B (15.7)E (71.2)C (33.7)B (12.5) C (32.6) F (186.5) C (31.4) F (399.6) C (31) F (259.9)B (15.4) F (294.2) C (22.3)A (8.6) D (48.9) B (11.2) C (32.6)D (37.9)C (30.3) Build-out (2026) Traffic Scenario 2 F (701.6) Build-out (2026) Traffic Scenario 1 Build-out IMP (2026) Traffic Scenario 1 N/A Build-out IMP (2026) Traffic Scenario 3 D (41.8)B (14.2)B (17.1) B (19.4) C (22.2) C (29.3) Build-out (2026) Traffic Scenario 3 C (29.1)F (104.8)D (53.1)C (29.9) D (52.0) Build-out IMP (2026) Traffic Scenario 2 C (31.2) Build-out IMP (2026) Traffic Scenario 1 B (13.9)B (11.1) B (16.0) C (27.5) N/A E (72.6) F (138.8) Existing (2023) Traffic N/A N/A F (115.6)C (22.8) F (124.4) Build-out IMP (2026) Traffic Scenario 3 D (38.5)B (18.2)A (9.9) B (19.4) F (291.4) C (31.8) Build-out (2026) Traffic Scenario 2 F (154.5) Build-out IMP (2026) Traffic Scenario 2 Background (2026) Traffic B (17.5)C (22.7) C (31.6) E (66.7) N/A Build-out (2026) Traffic Scenario 1 B (19.1)B (16.1) C (32.2) E (79.9) N/A IntersectionConditionMeasureRealigned Chair Road Castle Hayne Road Castle Hayne RoadI-140 EB Ramps Existing (2023) Traffic B (13.5)B (13.1) C (21.7) D (45.4) N/A Moore’s Crossing – Castle Hayne, NC 48 6.3 Castle Hayne Road at I-140 WB Ramps Analyses indicate that the signalized intersection of Castle Hayne Road at I-140 WB Ramps currently operates at LOS C in both peak hours. The intersection is expected to continue to operate at LOS C in the future (2026) background condition. The intersection is expected to operate at LOS C in the AM and PM peak hours in all scenarios. Therefore, no improvements are recommended at this intersection. Table 6.3 summarizes the operation of the intersection of Castle Hayne Road at I-140 WB Ramps for the existing (2023) traffic condition, the projected (2026) background, and the projected (2026) build-out traffic conditions. Moore’s Crossing – Castle Hayne, NC 49 Table 6.3 - Castle Hayne Road at I-140 WB Ramps EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR AM Peak Hour LOS (Delay) - Approach LOS (Delay) - Movement C (34.5)C (33.0)C (21.9)F (107.4)C (25.2)A (8.3)C (30.9)C (20.4)B (11.3)D (39.7)B (15.5)B (15.9) Synchro 95th Q 31'31'38'#250'89'30'm39'm136'm68'164'147'21' SimTraffic Max Q 45'54'78'254'252'168'90'199'169'278'166'16' LOS (Delay) - Approach LOS (Delay) - Movement C (34.6)C (33.0)B (17.6)D (42.3)B (17.1)A (5.6)C (27.2)C (29.3)B (15.3)D (52.8)C (30.4)C (24.9) Synchro 95th Q 31'32'36'#364'82'32'm64'm150'm113'#218'199'26' SimTraffic Max Q 56'54'80'293'315'257'120'190'142'284'202'46' LOS (Delay) - Approach LOS (Delay) - Movement C (34.6)C (33.0)B (17.6)D (46.9)B (17.1)A (5.6)C (24.9)C (25.7)A (8.6)D (52.8)C (32.0)C (24.9) Synchro 95th Q 31'32'36'#398 82'32'm48 m127 m72 #218 #238 26' SimTraffic Max Q 50'48'67'284'300'61'89'150'123'270'206'15' LOS (Delay) - Approach LOS (Delay) - Movement C (34.6)C (33.0)B (17.6)D (46.9)B (17.1)A (5.6)C (29.7)C (31.7)A (5.8)D (52.8)C (32.0)C (24.9) Synchro 95th Q 31'32'36'#398 82'32'61'140'87'#218 #238 26' SimTraffic Max Q 70'59'90'305'332'172'107'182'155'272'207'31' LOS (Delay) - Approach LOS (Delay) - Movement C (34.6)C (33.0)B (17.6)D (46.9)B (17.1)A (5.6)C (31.2)C (32.4)B (11)D (52.8)C (32.0)C (24.9) Synchro 95th Q 31'32'36'#398 82'32'm42 m114 m59 #218 #238 26' SimTraffic Max Q 58'53'62'324'378'271'109'184'113'292'246'31' LOS (Delay) - Approach LOS (Delay) - Movement C (34.7)C (33.1)C (23.0)D (53.2)B (16.4)A (6.5)D (41.6)C (21.8)A (6.1)F (93.6)C (24.2)C (22.2) Synchro 95th Q 32'32'42'#352 74'32'm82 134'101'#260 206'25' SimTraffic Max Q 67'60'77'297'276'77'106'167'144'311'262'44' LOS (Delay) - Approach LOS (Delay) - Movement C (34.7)C (33.1)C (23.0)D (53.2)B (16.4)A (6.0)C (22.3)B (14.2)A (4.1)E (60.4)C (24.2)C (22.2) Synchro 95th Q 32'32'42'#352 74'32'm43 m75 m31 #260 206'25' SimTraffic Max Q 62'60'82'305'296'72'114'153'143'270'183'52' LOS (Delay) - Approach LOS (Delay) - Movement C (34.7)C (33.1)C (23.0)D (53.2)B (16.4)A (6.0)C (27.7)B (18.8)A (3.3)E (60.4)C (24.2)C (22.2) Synchro 95th Q 32'32'42'#352 74'32'm50 92'm29 #260 206'25' SimTraffic Max Q 57'59'83'297'242'132'102'162'138'336'281'34' PM Peak Hour LOS (Delay) - Approach LOS (Delay) - Movement C (33.4)C (34.6)C (28.5)D (39.3)B (15.5)A (7.7)C (33.2)C (24.4)B (11.2)D (86.4)B (19.3)B (19.5) Synchro 95th Q 31'92'115'138'7'25'm3'm242'm99'#190'132'8' SimTraffic Max Q 107'95'1101'186'24'91'32'200'118'220'1101'14' LOS (Delay) - Approach LOS (Delay) - Movement C (33.5)C (34.6)C (25.7)D (38.9)B (15.2)A (6.6)B (30.0)C (32.7)B (14.5)D (91.2)C (24.6)B (19.8) Synchro 95th Q 32'93'118'#293'7'25'm3'm287'm182'#196'182'8' SimTraffic Max Q 95'91'1116'299'99'86'21'231'108'194'188'18' LOS (Delay) - Approach LOS (Delay) - Movement C (33.5)C (34.6)C (25.7)D (45.6)B (15.2)A (6.6)C (30.2)C (34.0)B (14.7)D (54.2)C (25.9)B (19.8) Synchro 95th Q 32'56'118'#316 7'25'm3 m#285 m161 #196 173'8' SimTraffic Max Q 71'50'172'272'23'123'22'171'86'280'186'15' LOS (Delay) - Approach LOS (Delay) - Movement C (34.0)D (35.2)C (21.7)E (61.7)B (14.8)A (7.3)C (25.2)B (19.4)A (4.4)E (70.6)C (23.2)B (19.5) Synchro 95th Q 33'57'69'#292 7'26'm3 #294 47'#219 173'8' SimTraffic Max Q 67'154'195'266'81'84'26'150'149'258'194'14' LOS (Delay) - Approach LOS (Delay) - Movement C (34.0)D (35.2)C (22.3)E (56.2)B (14.5)A (7.1)C (30.8)B (14.6)A (3.6)E (70.6)C (23.4)B (19.8) Synchro 95th Q 33'57'69'#292 7'26'm2 m131 m27 #219 173'8' SimTraffic Max Q 53'114'161'265'98'98'25'132'130'255'215'20' LOS (Delay) - Approach LOS (Delay) - Movement C (34.0)D (35.2)C (28.4)E (61.7)B (14.8)A (7.3)C (30.8)C (22.1)A (7.0)E (70.6)C (22.4)B (19.2) Synchro 95th Q 33'57'123'#292 7'26'm3 #297 113'#219 173'8' SimTraffic Max Q 59'93'199'271'89'121'16'231'146'236'245'17' LOS (Delay) - Approach LOS (Delay) - Movement C (34.0)D (35.2)C (28.4)E (61.7)B (14.8)A (7.3)D (39.8)B (18.7)A (2.8)E (70.6)C (22.4)B (19.2) Synchro 95th Q 33'57'123'#292 7'26'm2 m#144 m27 #219 173'8' SimTraffic Max Q 58'100'168'284'132'146'21'193'175'305'257'12' LOS (Delay) - Approach LOS (Delay) - Movement C (34.0)D (35.2)C (21.7)E (61.7)B (14.8)A (7.3)C (27.5)C (21.2)A (4.5)E (70.6)C (23.2)B (19.5) Synchro 95th Q 33'57'69'#292 7'26'm3 #298 m46 #219 173'8' SimTraffic Max Q 58'176'210'281'120'75'26'188'186'234'226'20' C (32.7) Build-out (2026) Traffic Scenario 3 C (30.3)D (52.4)B (14.4)D (35.1) C (27.8) Build-out IMP (2026) Traffic Scenario 2 C (30.3)D (52.4)B (18)D (35.1) C (29.5) Build-out IMP (2026) Traffic Scenario 2 C (28.3)D (37.9)B (19)D (42.8) B (15.3)D (35.6) C (27.9) Build-out (2026) Traffic Scenario 2 C (26.1)D (47.8) Build-out (2026) Traffic Scenario 3 C (28.3)D (37.9)B (11.9)C (33.9) C (27.1) Build-out IMP (2026) Traffic Scenario 3 C (25.6)D (52.4)B (16.6)D (35.6) C (28.1) C (25.7) Build-out IMP (2026) Traffic Scenario 1 C (25.6)D (52.4) B (11.7)D (35.8) C (31.6) Background (2026) Traffic C (28.3)C (32.6)C (27.9)C (33.4) C (30.2) Build-out (2026) Traffic Scenario 1 C (28.3)D (39.0)C (28.7)C (33.3) C (26.1) Build-out IMP (2026) Traffic Scenario 3 C (28.3)D (37.9)B (15.0)C (33.9) C (28.1) Existing (2023) Traffic C (30.2)C (30.9)C (21.7)C (28.6) C (32.1) Build-out IMP (2026) Traffic Scenario 1 C (25.5)C (34)C (23.8)D (37.4) C (31.3) Build-out (2026) Traffic Scenario 2 C (25.5)C (34.0)C (25.9)D (37.4) C (30.2) Background (2026) Traffic C (25.5)C (30.6)C (25.0)D (36.7) C (30.7) Build-out (2026) Traffic Scenario 1 C (25.5)C (34)C (20.6)D (37.4) Intersection Existing (2023) Traffic C (27.6)E (62.5)C (19.8)C (22.7) C (31.0) Condition Measure Centennial Drive I-140 WB Ramps Castle Hayne Road Castle Hayne Road Moore’s Crossing – Castle Hayne, NC 50 6.4 Chair Road and Site Access #1 A full movement site driveway along Chair Road is proposed for the site in all Scenarios. The following roadway improvements are recommended to be performed in each scenario at this intersection: Scenario 1 When the site traffic is added stop controlled southbound approach operates with moderate delays in the AM peak hour and long delays in the PM peak hour. Therefore, the following roadway improvements are recommended to be performed at this intersection: • Construct Site Access #1 with one ingress lane and one egress lane • Construct a westbound right-turn lane with 200 feet of storage and appropriate taper • Construct an eastbound left-turn lane with 100 feet of storage and appropriate taper A westbound right-turn lane and eastbound left-turn lane on Chair Road were evaluated in Scenario 1 based on guidance contained in NCDOT’s Driveway Manual. The turn lane warrant analysis recommends the following: • EB Left – 50 feet of storage. • WB Right – 200 ft of storage. The turn lane warrants are included in Appendix O. With these improvements in place in Scenario 1, the minor street approach (North Pod Driveway) is expected to operate with moderate delays in the AM peak hour and long delays in the PM peak hour. However, it is typical for stop sign controlled side streets and driveways intersecting major streets to experience long delays during peak hours, while the majority of the traffic moving through the intersection on the major street experiences little or no delay. Therefore, no additional improvements are recommended to accommodate the site traffic at these intersections. Scenario 2 • Construct Site Access #1 with one ingress lane and one egress lane In Scenario 2, the stop controlled southbound approach is expected to operate with short delays in both peak hours. Therefore, no developer mitigation is recommended. A westbound right-turn lane and eastbound left-turn lane on Chair Road was evaluated based on guidance contained in NCDOT’s Driveway Manual. Both turn lanes were not warranted in Scenario 2. The turn lane warrants are included in Appendix O. Moore’s Crossing – Castle Hayne, NC 51 Scenario 3 • Construct Site Access #1 with one ingress lane and one egress lane • Construct a westbound right-turn lane with 100 feet of storage and appropriate taper • Construct an eastbound left-turn lane with 100 feet of storage and appropriate taper A westbound right-turn lane and eastbound left-turn lane on Chair Road were evaluated in Scenario 3 based on guidance contained in NCDOT’s Driveway Manual. The turn lane warrant analysis recommends the following: • EB Left – 50 feet of storage. • WB Right – 75 ft of storage. The turn lane warrants are included in Appendix O. With these improvements in place in Scenario 3, the stop controlled southbound approach is expected to operate with short delays in both peak hours. Table 6.4 summarizes the operation of the intersection of Chair Road at Site Access #1 for the projected (2026) build-out traffic conditions. Moore’s Crossing – Castle Hayne, NC 52 Table 6.4 - Chair Road at Site Access #1 Site Access #1 EBLT EBT WBT WBR SBLR AM Peak Hour LOS (Delay) - Approach D (32.8) LOS (Delay) - Movement A (8.8)---D (32.8) Synchro 95th Q 3'---68' SimTraffic Max Q 186'0'0'0'118' LOS (Delay) - Approach D (28.3) LOS (Delay) - Movement A (8.8)---D (28.3) Synchro 95th Q 3'---60' SimTraffic Max Q 92'--15'103' LOS (Delay) - Approach B (11.6) LOS (Delay) - Movement A (8.0)---B (11.6) Synchro 95th Q 3'---5' SimTraffic Max Q 47'0'0'0'30' LOS (Delay) - Approach C (19.0) LOS (Delay) - Movement A (8.5)---C (19.0) Synchro 95th Q 3'---15' SimTraffic Max Q 64'0'0'0'72' PM Peak Hour LOS (Delay) - Approach F (138.6) LOS (Delay) - Movement A (9.2)---F (138.6) Synchro 95th Q 3'---293' SimTraffic Max Q 144'0'0'48'214' LOS (Delay) - Approach F (81.5) LOS (Delay) - Movement A (9.2)---F (81.5) Synchro 95th Q 3'---225' SimTraffic Max Q 79'-10'-162' LOS (Delay) - Approach B (11.4) LOS (Delay) - Movement A (7.9)---B (11.4) Synchro 95th Q 3'---10' SimTraffic Max Q 39'0'0'0'56' LOS (Delay) - Approach C (24.7) LOS (Delay) - Movement A (8.7)---C (24.7) Synchro 95th Q 3'---45' SimTraffic Max Q 61'0'0'0'111' Build-out IMP (2026) Traffic Scenario 1 A (0.4)A (0.0) Build-out IMP (2026) Traffic Scenario 1 A (0.7)A (0.0) Build-out (2026) Traffic Scenario 1 A (0.7)A (0.0) Build-out (2026) Traffic Scenario 2 A (1.4)A (0.0) Build-out (2026) Traffic Scenario 3 A (0.7)A (0.0) Build-out (2026) Traffic Scenario 2 A (0.9)A (0.0) Build-out (2026) Traffic Scenario 3 A (0.4)A (0.0) Build-out (2026) Traffic Scenario 1 A (0.4)A (0.0) Condition Measure Chair Road Chair Road Moore’s Crossing – Castle Hayne, NC 53 6.5 Chair Road at Site Access #2 A full movement site driveway along Chair Road is proposed for the South Pod in all Scenarios. The following roadway improvements are recommended to be performed in each scenario at this intersection: Scenario 1 • Signalize the intersection • Construct Site Access #2 with one ingress lane and one egress lane • Construct an eastbound left-turn lane with 100 feet of storage and appropriate taper • Construct a westbound right-turn lane with 100 feet of storage and appropriate taper With these improvements in place, the intersection is projected to operate with minimal delays in the AM and PM peak hours. Scenarios 2 • Construct the South Pod Driveway with one ingress lane and one egress lane With these improvements in place, the stop controlled southbound approach is expected to operate with short delays in the AM and PM peak hours in scenario 2. A westbound right-turn lane and eastbound left-turn lane on Chair Road was evaluated based on guidance contained in NCDOT’s Driveway Manual. Both turn lanes were not warranted in Scenario 2. The turn lane warrants are included in Appendix O. Scenario 3 • Construct Site Access #1 with one ingress lane and one egress lane A westbound right-turn lane and eastbound left-turn lane on Chair Road were evaluated in Scenario 3 based on guidance contained in NCDOT’s Driveway Manual. The turn lane warrant analysis recommends the following: • WB Right – 100 ft of storage. The turn lane warrants are included in Appendix O. With these improvements in place in Scenario 3, the stop controlled southbound approach is expected to operate with short delays in the AM peak hour and moderate delays in the PM peak hour. Table 6.5 summarizes the operation of the intersection of Chair Road at South Pod Driveway for the projected (2026) build-out traffic conditions. Moore’s Crossing – Castle Hayne, NC 54 Table 6.5 - Chair Road at Site Acces #2 Site Access #2 EBLT EBR WBT WBR SBLR AM Peak Hour LOS (Delay) - Approach F (78.3) LOS (Delay) - Movement A (9.3)A (0.0)A (0.0)A (0.0)F (78.3) Synchro 95th Q 0'0'0'0'145' SimTraffic Max Q 159'0'0'0'139' LOS (Delay) - Approach B (15.6) LOS (Delay) - Movement A (8.1)B (16.6)B (16.4)A (2.2)B (16.0) Synchro 95th Q 8'254'253'25'75' SimTraffic Max Q 31'286'205'200'92' LOS (Delay) - Approach B (12.5) LOS (Delay) - Movement A (8)A (0.0)A (0.0)A (0.0)B (12.5) Synchro 95th Q 0'0'0'0'5' SimTraffic Max Q 29'0'0'0'58' LOS (Delay) - Approach C (20.5) LOS (Delay) - Movement A (8.6)A (0.0)A (0.0)A (0.0)C (20.5) Synchro 95th Q 0'0'0'0'15' SimTraffic Max Q 58'0'0'4'60' PM Peak Hour LOS (Delay) - Approach F (700.3) LOS (Delay) - Movement B (10.2)---F (700.3) Synchro 95th Q 3'---670' SimTraffic Max Q 415'0'0'0'1269' LOS (Delay) - Approach B (19.1) LOS (Delay) - Movement A (8.9)B (17.8)B (18.7)A (3.0)B (19.1) Synchro 95th Q 11'290'310'40'149' SimTraffic Max Q 53'261'269'200'184' LOS (Delay) - Approach B (12.6) LOS (Delay) - Movement A (7.8)---B (12.6) Synchro 95th Q 0'---13' SimTraffic Max Q 34'0'0'0'69' LOS (Delay) - Approach D (34.2) LOS (Delay) - Movement A (8.9)---D (34.2) Synchro 95th Q 0'---60' SimTraffic Max Q 82'0'0'0'85' Build-out IMP (2026) Traffic Scenario 1 B (16.4)B (13.1) B (14.7) Build-out IMP (2026) Traffic Scenario 1 B (17.6)B (14.0) B (16.0) Build-out (2026) Traffic Scenario 3 A (0.1)A (0.0) n/a Build-out (2026) Traffic Scenario 2 A (0.3)A (0.0) n/a Build-out (2026) Traffic Scenario 3 A (0.2)A (0.0) Build-out (2026) Traffic Scenario 2 A (0.5)A (0.0) Build-out (2026) Traffic Scenario 1 A (0.2)A (0.0) n/a Build-out (2026) Traffic Scenario 1 A (0.1)A (0.0) n/a IntersectionConditionMeasureChair Road Chair Road Moore’s Crossing – Castle Hayne, NC 55 7.0 Recommendations The purpose of this TIA was to review the vehicular traffic impacts resulting from the proposed Moore’s Crossing development in Castle Hayne, North Carolina. Furthermore, this analysis explores the potential of an access break shift from the current location to opposite the existing I-140 EB off ramp. Lastly, this analysis evaluated a series of access configurations under the shifted access break. The current access break is located approximately 400 feet south of the existing I-140 EM Ramps as measured centerline to centerline of the intersections. The graphic to the right depicts the location of the existing break relative to the I-140 EB ramps. Based on the analysis contained herein, it is recommended the Scenario 3 be implemented for the Moore’s Crossing development which would involve the realignment of Chair Road to align with the shifting of the existing access break to opposite the existing I-140 EB ramps, with a restricted eastbound movement. The required laneage is enumerated below and depicted on Figure 7.4. Consideration for shifting the existing access break is based on the following elements: • Realigned Chair Road moves congestion away from St. James AME Church to provide for additional parking and mobility. • Traffic volumes on Chair Road and NC 133 exceed 10,000 vehicles per day with the proposed developments: o When volumes are equal consideration should be given to alternatives – Operational Applications of Signalized Offset T Intersections – Final Report • Offset distance between I-140 EB Ramp and Chair Road is 850 ft. o While spacing allows for additional queuing, it adds additional travel time for residents along Chair Road • Traffic on I-140 ramp anticipated to back up onto I-140 with offset Tee configuration: o Heavy Left and right volumes anticipated with the development. o Additional delay anticipated as volumes are weighted to left vs right. o Additional development north of the interchange will increase demand for green time on NC 133 Moore’s Crossing – Castle Hayne, NC 56 • Realigned Chair Road creates additional spacing for future extension of Rock Hill Road to Blue Clay Road – power easement complicates extension + increases spacing between full movement intersections. Committed Improvements by Others The following roadway improvements are committed to be performed by others and were included in the future year traffic conditions: Castle Hayne Road at Chair Road • Install a fully actuated traffic signal to run in coordination with adjacent signals on the NC 133/Castle Hayne Road corridor. Recommended Improvements Scenario 3 The following roadway improvements are recommended to be performed as part of this project to accommodate build-out (2026) site traffic volumes: Castle Hayne Road at Chair Road • Construct a southbound right-turn lane with 100 feet of storage and appropriate taper • Extend the existing northbound left-turn lane to 200 feet of storage • Extend the existing eastbound left-turn lane to 200 feet of storage Castle Hayne Road at I-140 EB Ramps • Tie in the Realigned Chair Road as the fourth leg to the west with a left-turn lane with 375 feet of storage and an exclusive right-turn lane • Restrict the eastbound through movement • Construct a northbound left-turn lane with 225 feet of storage and appropriate taper • Construct a southbound right-turn lane with 250 feet of storage and appropriate taper • Construct a westbound left-turn lane with 225 feet of storage and appropriate taper • Construct a westbound right-turn lane with 275 feet of storage and appropriate taper Chair Road at Site Access #1 • Construct Site Access #1 with one ingress lane and one egress lane • Construct an eastbound left-turn lane with 100 feet of storage and appropriate taper Chair Road at Site Access #2 • Construct Site Access #2 with one ingress lane and one egress lane • Construct a westbound right turn lane with 100 feet of storage and appropriate taper With the recommended improvements in place, all intersections in all scenarios are expected to operate with acceptable delay in Scenario 3. While it is typical for stop sign-controlled side streets and driveways intersecting major streets to experience long delays during peak hours, much of the traffic moving through the intersection on the major street experiences little or no delay. SimTraffic simulations show no queuing issues at these intersections. Therefore, no additional improvements are recommended to accommodate the site traffic at these intersections. Moore’s Crossing – Castle Hayne, NC 57 Refer to Figures 7.1 - 7.3 for the recommended roadway laneage for each scenario. Moore's Crossing Development Figure 7.3 -Recommended Laneage Legend Existing Laneage Recommended Laneage S = XX'Storage Length Existing Signal Existing Stop Control Project Site I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Si t e A c c e s s # 3 Chair Road 300' 175' 225' 225' 17 5 ' 27 5 ' 25 0 ' 17 5 ' 1 5 0 ' 25 0 ' 25 0 ' 375' 10 0 ' 20 0 ' 200'100' 100'100' Moore's Crossing Development Figure 7.2 - Recommended Laneage Scenario 2 Legend Existing Laneage Recommended Laneage S = XX' Storage Length Existing Signal Existing Stop Control Project Site I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Site Access #3 Chair Road 300' 175' 225' 225' 175' 275' 250' 175' 225' 150' 225' 250' 250' 200' 200' 125' 100' Moore's Crossing Development Figure 7.1 -Recommended Laneage Legend Existing Laneage Recommended Laneage S = XX'Storage Length Existing Signal Existing Stop Control Project Site I-140 EB Ramps I-140 WB RampsCentennial Drive Site Access #1 Site Access #2 Si t e A c c e s s # 3 Chair Road 300' 175' 225' 225' 17 5 ' 27 5 ' 25 0 ' 17 5 ' 15 0 ' 25 0 ' 35 0 ' 42 5 ' 275' 275' 100'100' 100'200' Appendix Appendix A: Approved WMPO Scoping Document Development Name: _________________________ WMPO ID # ______________________________ Updated 5/23/18 Page 1 of 4 P.O. Box 1810 Wilmington, North Carolina 28402 910 341 3258 910 341 7801 FAX Traffic Impact Analysis (TIA): Procedures and Scoping Checklist Date Submitted: 06/07/2023 Date Received by WMPO or NCDOT: _06_/_12_/_2023_ (To be filled out by applicant) (To be filled out by the Department) The purpose of this checklist is to outline and streamline the Traffic Impact Analysis (TIA) scoping process and provide scoping information for WMPO to review and comment prior to developing a TIA. The review procedures are as follows: Contact the Wilmington Metropolitan Planning Organization (WMPO) to determine if a TIA will be required for the development you are proposing within the WMPO Planning Area Boundary. If a TIA is required, the WMPO will coordinate scoping with the Applicant, NCDOT and the governing planning department. Also, if a TIA is required, the Applicants Traffic Engineer shall fill out the checklist below in its entirety in as much detail as possible, include all exhibits and documentation as noted in the checklist and provide it to the WMPO representative no later than 7 business days prior to the date of the next scoping meeting. Scoping meetings occur each Wednesday. The Applicant’s Traffic Engineer (and other interested representatives from the Applicants Design Team) may attend the scoping meeting as deemed necessary and by WMPO request only. Once the scope has been established and submitted, the WMPO will coordinate with NCDOT and the governing Planning department to finalize and submit a formal Scoping Letter to the Transportation Engineer (applicant). If the checklist is deemed complete and in sufficient detail, the scoping letter will be issued within 10 business days of the date of the official receipt date. TIA Submittal: The Applicant shall submit 4 hardcopies and Digital Copy of the TIA and associated models and files to the WMPO for distribution to NCDOT and governing planning agency for review. The TIA preliminary review comments will be sent within 20 business days of TIA submittal. The 20-day review clock is re-set with each set of comments to the Applicant. The TIA is not considered as final and approved until the TIA Approval Letter is submitted by the WMPO. 1 2 3 4 5 Development Name: ______________________ WMPO ID #: _____________________________ Updated 5/23/18 Page 2 of 4 TIA Scoping Checklist: 1. Engineering Firm of Record: Kimley-Horn 2. Contact information: a. Applicant Name: Jonathan Guy b. Email: _jonathan.guy@kimley-horn.com c. Address: 115 Fairchild Street, Suite 250, Charleston, SC d. Phone Number: 704-488-3055 3. Development Name: Moores Crossing Development 4. Tax Parcel ID #: R02511-001-010-000, R02500-001-044-000, R02511-001-009-000, R02511-001-008-000, R02511-001-007-000, R02511-001-006-000, R02511-001-006-001, R02511-001-012-000, R02511-001-011-000, R02511-001-003-000, R02511-001-002-001, R02511-001-002-000, R02511-001-006-002 5. Site Address(s): 2511 Chair Road, Castle Hayne, NC 28429 6. Type of Development: List Land Use(s)/Intensity and ITE codes: ITE LUC 821 – Shopping Plaza (40-150k) – Supermarket – 50k square feet ITE LUC 822 – Strip Retail Plaza (<40k) – 35k square feet ITE LUC 945 – Convenience Store/Gas Station (9-15 FP) – 3.5k square feet ITE LUC 932 – High Turnover Sit Down Restaurant – 6k square feet ITE LUC 220 - Low-rise Multifamily – 115 dwelling units 7. Development Concept: a. Provide a site plan or conceptual plan (include road circulation pattern and development access points to public rights of way). b. Add scaled site plan on Arial imagery which includes adjacent properties and access points 8. If this development is intended to be built in multiple phases the TIA is required to accurately reflect the phasing. If the phasing is not included within the TIA, a revision and/or interim TIA’s will be required. a. What is the proposed build out year? 2026 Development Name: ______________________ WMPO ID #: _____________________________ Updated 5/23/18 Page 3 of 4 b. If the project is phased, specify the build out year for each phase. – the project will be built in one single phase. 9. Site Trip Generation: a. Provide a trip generation estimate using the ITE Trip Generation Manual (latest) by phase, if applicable. b. Provide pass-by and internal capture reduction calculations, if applicable. c. Provide a trip generation on AM / PM and Saturday peak hour. 10. Check to see if any of the following apply: a. Proposed TIA is within the area of a known Transportation Improvement Project (TIP) b. NCDOT STIP Map (http://ncdot.maps.arcgis.com/home/webmap/viewer.html?webmap=cb02f4f82897467 0ad01bb83be91b18c) i. See Figure 5 c. Proposed TIA is within a surrounding municipality that has a planned or active transportation projects i. No Town projects withing the vicinity of the project that would materially impact the project 11. Approved Adjacent Developments can be found at the following link: a. List all approved adjacent developments within the TIA study area: WMPO TIA WebApp (http://wilmingtonnc.maps.arcgis.com/apps/webappviewer/index.html?id=d3af4a0e091 941d8886344c4d1c609d5) - Per the app, no adjacent projects to consider River Bluffs development b. Additional developments may be added to the approved scope once reviewed. 12. Roadway and/or Intersection improvements (planned and funded or required by others based on an approved TIA) within the general study area. List the proposed Intersections to be studied. Attached a map with a list that includes streets and intersections labeled as described below. a. None identified at this time. 13. Streets and intersections should include State Road Designation (US or State Road Number US/SR #, followed by the local road name in parenthesis. E.g.: Market Street should be denoted as US-17-BUS (Market Street). Judges Rd should be denoted as SR-2127 (Judges Rd). Development Name: ______________________ WMPO ID #: _____________________________ Updated 5/23/18 Page 4 of 4 State Road designations can be found via the following link: NCDOT State Maintained Network Map (http://ncdot.maps.arcgis.com/home/webmap/viewer.html?webmap=5d3ad78971714a30be7ff 97fd580e4d5) a. NC 133 (Castle Hayne Road at I-140 Outer Ramps b. NC 133 (Castle Hayne Road at I-140 Inner Ramps c. NC 133 (Castle Hayne Road at Chair Road 14. Growth Factor: 1 % (provide supporting methodology/reasoning) agreed 15. Hours of Study and Data Collection to be determined once the scoping documents is reviewed. 16. Methods of Study as outlined in the NCDOT Congestion Management Capacity Analysis Guidelines. (https://connect.ncdot.gov/resources/safety/Pages/Congestion-Management.aspx) 17. Include Traffic Signal Warrant Analysis for locations with proposed signals. (13 hours counts must be provided.) Proposed Signal Locations: a. __Chair Road and NC 133 (Build Scenario 1) ____________ b. ________________________________________________ c. ________________________________________________ d. ________________________________________________ e. ________________________________________________ f. ________________________________________________ 18. Note: a. The TIA report shall be prepared following NCDOT Congestion Management guidelines and signed and sealed by a Professional Engineer. Any deviations must be approved prior to submitting the TIA. Failure to do so will result in an invalid submittal. NCDOT Congestion Management Capacity Analysis Guidelines. (https://connect.ncdot.gov/resources/safety/Pages/Congestion-Management.aspx) b. Any improvements shown as needed for the background no-build condition SHALL reflect programmed and funded State/Municipal projects or those required as mitigation for surrounding approved developments. Should improvements outside those listed above be included, the TIA is considered INVALID and will not be returned for resubmission. c. If any changes occur (including but not limited to; land use, intensity and/or site access/configuration) additional scoping and analysis may be required. d. Data collected or analysis performed prior to an official scoping letter is issued may be considered invalid. e. TIA approved scoping letter remain valid for three months from the date of issuance. Figure 1MooresCrossing Site Plan Figure 2 Moores Crossing Study Area and Location 1 2 3 Legend -Study Area Intersections (Existing Intersections) 1.NC 133 (Castle Hayne Road at I-140 Outer Ramps 2.NC 133 (Castle Hayne Road at I-140 Inner Ramps 3.NC 133 (Castle Hayne Road at Chair Road Figure 3 Moores Crossing Trip Generation Moores Crossing Mixed-Use Development Trip Generation Land Use Intensi ty Units Daily AM Peak Hour PM Peak Hour Total In Out Total In Out Retail Land Uses 9,630 441 249 192 882 432 450 821 -Shopping Plaza (40-150k) -Supermarket 50.0 KSF 5,411 177 110 67 502 241 261 822 -Strip Retail Plaza (<40k)35.0 KSF 1,707 66 40 26 189 95 94 945 -Convenience Store/Gas Station (9 -15 Fueling Positions)3.5 KSF 2,512 198 99 99 191 96 95 Restaurant Land Uses 673 60 33 27 59 37 22 932 -High-Turnover (Sit-Down) Restaurant 6.0 KSF 673 60 33 27 59 37 22 Residential Land Uses 812 59 14 45 70 44 26 220 -Multifamily Housing (Low -Rise)115 DU 812 59 14 45 70 44 26 Subtotal 11,115 560 296 264 1,011 513 498 Internal Capture 1,008 58 29 29 112 56 56 ITE Pass-By 8,881 138 69 69 326 163 163 Adjacent Street Traffic 17,000 1,700 1,700 10% Adjacent Street Traffic 1,700 170 85 85 170 85 85 Pass-By 1,700 138 69 69 170 85 85 Total Net New External Trips 8,407 364 198 166 729 372 357 Build Scenario 1: No Realignment 2 •Intersection 2 operates as a full movement signalized intersection SITE NC 1 3 3 Chair Road Figure 4a Moores Crossing Site Plan Build Scenario 2: Full movement Access 1 2 •Intersection 1 operates as a full movement intersection •Intersection 2 operates as a Right In Right Out (RIRO) SITE NC 1 3 3 I-140 RampRealigned Chair Road NC 1 3 3 Chair Road Figure 4b Moores Crossing Site Plan Build Scenario 3: Directional Access 1 2 •Intersection 1 operates as a modified full movement access allowing all movements except an outbound through movement to I-140 •Intersection 2 operates as a full movement signalized intersection SITE NC 1 3 3 Chair Road NC 1 3 3 I-140 RampRealigned Chair Road Figure 4c Moores Crossing Site Plan Figure 5 Moores Crossing NCDOT STIP Projects Map U-5863 Figure 4 Moores Crossing Existing ADT Volumes 14,500 vpd 14,000 vpd SITE 12,500 vpd 3,000 vpd 3,000 vpd 3,700 vpd 3,500 vpd June 26, 2023 Mr. Jonathan Guy, PE, PTOE, AICP Kimley-Horn Associates 115 Fairchild Street, Suite 250 Charleston, SC 29492 RE: Scope approval for the Traffic Impact Analysis (TIA) associated with the proposed Moores Crossing mixed-use development at 2511 Chair Road in New Hanover County, NC Dear Mr. Guy, Based on the information provided and conversations held to date, it is our understanding that the proposed development will consist of: • ITE Code 220 – Multi-family (low-rise) Residential – 115 DU • ITE Code 821 – Shopping Plaza with Supermarket (40 – 150ksf) – 50,000 SF • ITE Code 822 – Strip Retail Plaza (<40ksf) – 35,000 SF • ITE Code 932 – High Turnover Sit-Down Restaurant – 6,000SF • ITE Code 945 – Convenience Store/Gas Station – 16 VFP and 3,500 SF building The proposed build out year is 2026, with three (3) possible build scenarios. Below please find the scope to be used for the Traffic Impact Analysis: 1. Data Collection - Analysis Parameters: a) Study Intersections i. For existing intersections, provide turning movement counts for weekday AM (7:00am-9:00am) and afternoon PM (4:00pm-6:00pm) travel periods, signal timing (if applicable), and lane geometry. 1. I-140 Westbound Ramp/Centennial Drive and NC 133 (Castle Hayne Road) 2. I-140 Eastbound Ramp and NC 133 (Castle Hayne Road) 3. NC 133 (Castle Hayne Road) and Chair Road (13 hr counts for signal warrant analysis)* * NEW 13 hr traffic counts are requested for NC 133 (Castle Hayne Road) and Chair Road Moores Crossing Mixed Use Traffic Impact Analysis (TIA) Scope (New Hanover) Page 2 of 3 Note: NCDOT Congestion Management Unit does not recommend realignment of Chair Road to oppose I-140 Eastbound Ramp. If applicant proposes this option, please provide a second future build scenario for comparison. b) Site Trip Generation, Site Trip Distribution and Background Traffic Assumptions i. Site Trip Generation Estimate • See attached trip generation ii. Site Trip Distribution • To be submitted and approved prior to use in TIA. iii. Adjacent Development (approved but not yet built): • River Bluffs iv. Planned Roadway Improvements • N/A v. Background Traffic Assumptions • Growth rate – 1% per year 2. Capacity Analysis: Weekday AM & PM Peak Hour a) Technical Analysis: i. 2023 Existing Conditions ii. 2026 Future No-Build [Existing + approved development + 1% background growth] iii. 2026 Build Conditions – Scenario 1 (signal warrant analysis) [Existing + approved development + 1% background growth + site trips] iv. 2026 Build Conditions w/ Mitigation – Scenario 1 [Existing + approved development + 1% background growth + site trips + improvements] v. 2026 Build Conditions – Scenario 2 (with signal redesign) [Existing + approved development + 1% background growth + site trips] iv. 2026 Build Conditions w/ Mitigation – Scenario 2 [Existing + approved development + 1% background growth + site trips + improvements] v. 2026 Build Conditions – Scenario 3 (signal redesign and signal warrant analysis) [Existing + approved development + 1% background growth + site trips] vi. 2026 Build Conditions w/ Mitigation – Scenario 3 [Existing + approved development + 1% background growth + site trips + improvements] Appendix B: Trip Generation AM Peak Hour PM Peak Hour Total In Out Total In Out Retail Land Uses 10,466 498 285 213 962 466 496 821 - Shopping Plaza (40-150k) - Supermarket 85.0 KSF 7,954 300 186 114 771 370 401 945 - Convenience Store/Gas Station (9-15 Fueling Positions)3.5 KSF 2,512 198 99 99 191 96 95 Restaurant Land Uses 643 57 31 26 54 33 21 932 - High-Turnover (Sit-Down) Restaurant 6.0 KSF 643 57 31 26 54 33 21 Residential Land Uses 812 59 14 45 70 44 26 220 - Multifamily Housing (Low-Rise)115 DU 812 59 14 45 70 44 26 Subtotal 11,921 614 330 284 1,086 543 543 Internal Capture 978 54 27 27 64 32 32 ITE Pass-By 9,687 140 70 70 438 219 219 Adjacent Street Traffic 22,000 2,150 2,250 10% Adjacent Street Traffic 2,200 216 108 108 226 113 113 Pass-By 2,200 140 70 70 226 113 113 Total Net New External Trips 8,743 420 233 187 796 398 398 Net New External Trips - Retail/Restaurant 8,205 369 220 149 741 367 374 Net New External Trips - Residential 538 51 13 38 55 31 24 Note: Trip generation was calculated using the following data: Daily Traffic Generation Retail Land Uses 821 - Shopping Plaza (40-150k) - Supermarket ITE 821 =T = 76.96 * (X) + (1412.79); (50 % In; 50 % Out) 945 - Convenience Store/Gas Station (9-15 Fueling Positions)ITE 945 =T = 560.88 * (X) + (548.79); (50 % In; 50 % Out) Restaurant Land Uses 932 - High-Turnover (Sit-Down) Restaurant ITE 932 =T = 107.2 (X); (50 % In; 50 % Out) Residential Land Uses 220 - Multifamily Housing (Low-Rise)ITE 220 =T = 6.41 * (X) + (75.31); (50 % In; 50 % Out) AM Peak-Hour Traffic Generation Retail Land Uses 821 - Shopping Plaza (40-150k) - Supermarket ITE 821 =T = 3.53 (X); (62 % In; 38 % Out) 945 - Convenience Store/Gas Station (9-15 Fueling Positions)ITE 945 =T = 56.52 (X); (50 % In; 50 % Out) Restaurant Land Uses 932 - High-Turnover (Sit-Down) Restaurant ITE 932 =T = 9.57 (X); (55 % In; 45 % Out) Residential Land Uses 220 - Multifamily Housing (Low-Rise)ITE 220 =T = 0.31 * (X) + (22.85); (24 % In; 76 % Out) PM Peak-Hour Traffic Generation Retail Land Uses 821 - Shopping Plaza (40-150k) - Supermarket ITE 821 =T = 7.67 * (X) + (118.86); (48 % In; 52 % Out) 945 - Convenience Store/Gas Station (9-15 Fueling Positions)ITE 945 =T = 54.52 (X); (50 % In; 50 % Out) Restaurant Land Uses 932 - High-Turnover (Sit-Down) Restaurant ITE 932 =T = 9.05 (X); (61 % In; 39 % Out) Residential Land Uses 220 - Multifamily Housing (Low-Rise)ITE 220 =T = 0.43 * (X) + (20.55); (63 % In; 37 % Out) UnitsLand Use Moore's Crossing Development Trip Generation DailyIntensity Project Name:Organization: Project Location:Performed By: Scenario Description:Date: Analysis Year:Checked By: Analysis Period:Date: ITE LUCs1 Quantity Units Total Entering Exiting Office 0 0 0 Retail 498 285 213 Restaurant 57 31 26 Cinema/Entertainment 0 0 0 Residential 59 14 45 Hotel 0 0 0 All Other Land Uses2 0 0 0 614 330 284 Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized Office 1.10 0%0%1.10 0%0% Retail 1.10 0%0%1.10 0%0% Restaurant 1.10 0%0%1.10 0%0% Cinema/Entertainment 1.10 0%0%1.10 0%0% Residential 1.10 0%0%1.10 0%0% Hotel 1.10 0%0%1.10 0%0% All Other Land Uses2 1.10 0%0%1.10 0%0% Office Retail Restaurant Residential Hotel Office Retail Restaurant Cinema/Entertainment Residential Hotel Office Retail Restaurant Residential Hotel Office 0 0 0 0 Retail 0 17 0 0 Restaurant 0 4 1 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 1 7 0 Hotel 0 0 0 0 Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 676 363 313 Office N/A N/A Internal Capture Percentage 9%8%10%Retail 2%7% Restaurant 71%17% External Vehicle-Trips5 560 303 257 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 7%16% External Non-Motorized Trips6 0 0 0 Hotel N/A N/A AM Street Peak Hour Kimley-Horn Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. 1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 6Person-Trips *Indicates computation that has been rounded to the nearest whole number. 3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). 4Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete. Table 2-A: Mode Split and Vehicle Occupancy Estimates Table 4-A: Internal Person-Trip Origin-Destination Matrix* Destination (To)Origin (From) Origin (From)Destination (To) Cinema/Entertainment Land Use Entering Trips Exiting Trips Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance) NCHRP 684 Internal Trip Capture Estimation Tool Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) 0 0 Cinema/Entertainment Development Data (For Information Only ) 0 0 0 Estimated Vehicle-Trips3 Land Use Moore's Crossing Development Project Name:Organization: Project Location:Performed By: Scenario Description:Date: Analysis Year:Checked By: Analysis Period:Date: ITE LUCs1 Quantity Units Total Entering Exiting Office 0 0 0 Retail 962 466 496 Restaurant 54 33 21 Cinema/Entertainment 0 0 0 Residential 70 44 26 Hotel 0 0 0 All Other Land Uses2 0 0 0 1,086 543 543 Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized Office 1.10 0%0%1.10 0%0% Retail 1.10 0%0%1.10 0%0% Restaurant 1.10 0%0%1.10 0%0% Cinema/Entertainment 1.10 0%0%1.10 0%0% Residential 1.10 0%0%1.10 0%0% Hotel 1.10 0%0%1.10 0%0% All Other Land Uses2 1.10 0%0%1.10 0%0% Office Retail Restaurant Residential Hotel Office 0 0 0 Retail 4000 Restaurant 4000 Cinema/Entertainment 0 Residential 4000 4000 Hotel 0 Office Retail Restaurant Residential Hotel Office 0 0 0 0 Retail 0 10 14 0 Restaurant 0 9 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 0 1 1 0 Hotel 0 0 0 0 Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 1,195 597 598 Office N/A N/A Internal Capture Percentage 6%6%6%Retail 2%4% Restaurant 31%39% External Vehicle-Trips5 1,024 511 513 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 29%7% External Non-Motorized Trips6 0 0 0 Hotel N/A N/A 1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P. Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use 4Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be 6Person-Trips 0 0 0 0 Table 4-P: Internal Person-Trip Origin-Destination Matrix* Origin (From)Destination (To) Cinema/Entertainment 0 Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) Origin (From)Destination (To) Cinema/Entertainment NCHRP 684 Internal Trip Capture Estimation Tool Moore's Crossing Development Kimley-Horn *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 PM Street Peak Hour Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only )Estimated Vehicle-Trips3 Table 2-P: Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips NOTES: 1 2 3 Enter Exit Office 0 0 Retail 5,233 5,233 Restaurant 322 322 4 Cinema/Entertainment 0 0 Residential 406 406 Hotel 0 0 5,961 5,961 5 Enter Exit Office 0 0 Retail 175 224 6 Restaurant 182 123 Cinema/Entertainment 0 0 7 Residential 132 142 Hotel 0 0 489 489 % Reduction Enter Exit Office 0 0 Retail 5,058 5,009 Restaurant 140 199 Cinema/Entertainment 0 0 Residential 274 264 8.2% EXTERNAL TRIPS OUTPUT Land Use Daily As referenced in Section 6.5 (page 46) of spreadsheet tool has already been develo the ITE website. The intent of this spread same calculations, but within 1 tab (instea The ITE website link is below. INTERNAL TRIPS OUTPUT Land Use Daily http://www.ite.org/tripgeneration/otherreso To expand the detailed calculations for D P.M. Peak Hour, click the "+" on the far le The default Print Area and Page Setup w information. If the supporting Daily, A.M. Peak Hour calculations need to be printed Page Setup will need to be modified. GROSS TRIP GENERATION Unconstrained Rates in Table 6.1 and Ta Trips' as opposed to 'Vehicle Trips'. How can also be used for 'Vehicle Trips'. As s (page 52), "If no vehicle occupancy data occupancy of 1.0 persons per vehicle is a spreadsheet." INPUT Land Use Daily This spreadsheet does not incorporate the Proximity Adjustment. The intent of this P appears to be distinguishing between veh within a mixed-use development. Howev Adjustment should not impact the distinct and external trips. Internal Capture Reduction Calculations Methodology for the A.M. Peak Hour and provided within the Institute of Transporta Generation Hanbook , 3rd Edition: An ITE Recommended Practice, August 2014. Methodology for A.M. Peak Hour and P.M. Peak Hour Trip Generation Handbook , 3rd Edition, published by the Institute of Transportation Engineers Methodology for Daily Methodology for Daily is not provided by assumes that Origin and Destination perc of A.M. Peak Hour and P.M. Peak Hour. Section 6.5.1 (page 48), "Internal capture periods, for weekday midday peak period should not be assumed to be the same as function of the weekday AM and PM peak ased on the average of the Unconstrained Rates for the A.M. Peak Hour and P.M. Peak Hour SUMMARY Appendix C: Traffic Count Data Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 0 50 3 0 0 0 0 0 1 33 0 0 2 0 2 0 7:05 AM 0 74 3 0 0 0 0 0 0 41 0 0 4 0 1 0 7:10 AM 0 70 6 0 0 0 0 0 3 31 0 0 1 0 0 0 7:15 AM 0 80 3 0 0 0 0 0 4 36 0 0 0 0 2 0 7:20 AM 0 69 4 0 0 0 0 0 2 31 0 0 3 0 6 0 7:25 AM 0 58 9 0 0 0 0 0 6 37 0 0 2 0 4 0 7:30 AM 0 52 5 0 0 0 0 0 4 36 0 0 4 0 4 0 7:35 AM 0 70 9 0 0 0 0 0 3 37 0 0 1 0 5 0 7:40 AM 0 64 7 0 0 0 0 0 8 49 0 0 2 0 4 0 7:45 AM 0 63 3 0 0 0 0 0 1 42 0 0 6 0 4 0 7:50 AM 0 59 2 0 0 0 0 0 10 51 0 0 2 0 5 0 7:55 AM 0 67 5 0 0 0 0 0 2 42 0 0 2 0 1 0 8:00 AM 0 52 7 0 0 0 0 0 4 38 0 0 6 0 5 0 8:05 AM 0 72 4 0 0 0 0 0 1 39 0 0 3 0 3 0 8:10 AM 0 46 4 0 0 0 0 0 6 44 0 0 6 0 4 0 8:15 AM 0 57 3 0 0 0 0 0 8 43 0 0 3 0 1 0 8:20 AM 0 45 5 0 0 0 0 0 4 46 0 0 5 0 7 0 8:25 AM 0 56 5 0 0 0 0 0 4 24 0 0 4 0 8 0 8:30 AM 0 69 5 0 0 0 0 0 6 53 0 0 4 0 2 0 8:35 AM 0 38 4 0 0 0 0 0 5 44 0 0 7 0 3 0 8:40 AM 0 47 1 0 0 0 0 0 7 45 0 0 3 0 3 0 8:45 AM 0 71 7 0 0 0 0 0 2 20 0 0 5 0 7 0 8:50 AM 0 39 3 0 0 0 0 0 2 26 0 0 1 0 9 0 8:55 AM 0 39 3 0 0 0 0 0 8 32 0 0 4 0 5 0 File Name:Castle Hayne Road at Chair Road - AM Peak Hour - All Vehicle Volumes Start Date: 4/25/2023 Start Time: 7:00:00 AM Site Code: 1 From North From East From South From West NC-133 Castle Hayne Rd (North)NC-133 Castle Hayne Rd (South)Chair Rd Castle Hayne Road at I-140 EB Ramps - AM Peak Hour - All Vehicle Volumes Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 4 45 0 0 15 0 17 0 0 25 9 0 0 0 0 0 7:05 AM 9 58 0 0 13 0 16 0 0 27 18 0 0 0 0 0 7:10 AM 18 60 0 0 17 0 15 0 0 17 13 0 0 0 0 0 7:15 AM 13 65 0 0 16 0 23 0 0 27 12 0 0 0 0 0 7:20 AM 4 58 0 0 15 0 17 0 0 23 9 0 0 0 0 0 7:25 AM 3 50 0 0 19 0 31 0 0 26 13 0 0 0 0 0 7:30 AM 5 39 0 0 18 0 13 0 0 28 14 0 0 0 0 0 7:35 AM 1 67 0 0 13 0 11 0 0 27 14 0 0 0 0 0 7:40 AM 4 60 0 0 20 0 24 0 0 29 18 0 0 0 0 0 7:45 AM 4 42 0 0 18 0 21 0 0 37 14 0 0 0 0 0 7:50 AM 5 47 0 0 15 0 32 0 0 40 14 0 0 0 0 0 7:55 AM 2 57 0 0 17 0 17 0 0 35 13 0 0 0 0 0 8:00 AM 2 41 0 0 21 0 14 0 0 26 21 0 0 0 0 0 8:05 AM 8 62 0 0 13 0 20 0 0 34 7 0 0 0 0 0 8:10 AM 2 39 0 0 9 0 19 0 0 38 10 0 0 0 0 0 8:15 AM 2 46 0 0 11 0 18 0 0 37 12 0 0 0 0 0 8:20 AM 1 49 0 0 7 0 21 0 0 34 15 0 0 0 0 0 8:25 AM 2 48 0 0 8 0 11 0 0 21 7 0 0 0 0 0 8:30 AM 6 60 0 0 9 0 8 0 0 44 10 0 0 0 0 0 8:35 AM 3 41 0 0 7 0 10 0 0 36 23 0 0 0 0 0 8:40 AM 6 40 0 0 7 0 8 0 0 13 18 0 0 0 0 0 8:45 AM 5 70 0 0 10 0 8 0 0 15 8 0 0 0 0 0 8:50 AM 1 36 0 0 5 0 9 0 0 25 6 0 0 0 0 0 8:55 AM 2 41 0 0 2 0 9 0 0 22 10 0 0 0 0 0 File Name: Start Date: 4/25/2023 Start Time: 7:00:00 AM Site Code: 2 From North From East From South From West NC-133 Castle Hayne Rd (North)I-140 On/Off Ramp NC-133 Castle Hayne Rd (South) Castle Hayne Road at I-140 WB Ramps/Centennial Drive - AM Peak Hour - All Vehicle Volumes Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 26 36 0 0 12 7 6 0 6 24 9 0 5 1 3 0 7:05 AM 15 44 0 0 11 11 6 0 7 22 14 0 10 17 15 0 7:10 AM 20 51 4 0 20 6 8 0 2 25 10 0 5 4 10 0 7:15 AM 15 51 1 0 14 6 11 0 6 29 10 0 1 0 4 0 7:20 AM 15 46 2 0 13 14 9 0 2 33 12 0 0 0 1 0 7:25 AM 17 45 1 0 13 6 7 0 4 38 12 0 0 0 4 0 7:30 AM 16 26 0 0 15 13 5 0 1 31 11 0 1 0 1 0 7:35 AM 30 45 0 0 19 8 3 0 6 22 8 0 0 0 2 0 7:40 AM 14 39 4 0 21 9 5 0 3 31 9 0 1 0 0 0 7:45 AM 11 29 1 0 22 13 6 0 11 48 8 0 0 0 0 0 7:50 AM 15 30 1 0 20 6 5 0 9 45 11 0 0 0 1 0 7:55 AM 25 35 2 0 16 15 5 0 13 37 3 0 1 0 2 0 8:00 AM 14 35 2 0 14 11 13 0 6 27 10 0 0 0 2 0 8:05 AM 10 47 1 0 25 6 6 0 10 31 10 0 0 1 1 0 8:10 AM 10 21 0 0 17 5 5 0 9 33 17 0 0 0 0 0 8:15 AM 14 19 0 0 22 5 4 0 9 43 6 0 0 0 2 0 8:20 AM 8 34 0 0 19 11 3 0 2 33 15 0 0 0 1 0 8:25 AM 18 43 1 0 17 5 4 0 2 26 5 0 0 0 0 0 8:30 AM 11 37 0 0 21 5 3 0 7 34 13 0 0 0 1 0 8:35 AM 8 29 2 0 10 5 3 0 7 31 12 0 0 0 1 0 8:40 AM 16 34 0 0 19 6 8 0 3 12 7 0 0 0 2 0 8:45 AM 13 43 1 0 22 3 3 0 2 10 8 0 1 0 2 0 8:50 AM 13 20 0 0 14 2 5 0 5 24 6 0 0 0 2 0 8:55 AM 10 27 0 0 13 1 3 0 2 24 6 0 1 0 2 0 File Name: Start Date: 4/25/2023 Start Time: 7:00:00 AM Site Code: 3 From North From East From South From West NC-133 Castle Hayne Rd (North)I-140 On/Off Ramp NC-133 Castle Hayne Rd (South)Centennial Dr Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 4:00 PM 0 37 2 0 0 0 0 0 3 53 0 0 5 0 1 0 4:05 PM 0 61 6 0 0 0 0 0 5 57 0 0 5 0 6 0 4:10 PM 0 43 2 0 0 0 0 0 4 65 0 0 3 0 5 0 4:15 PM 0 51 9 0 0 0 0 0 5 60 0 0 3 0 2 0 4:20 PM 0 55 7 0 0 0 0 0 7 55 0 0 2 0 6 0 4:25 PM 0 47 4 0 0 0 0 0 12 68 0 0 3 0 3 0 4:30 PM 0 50 4 0 0 0 0 0 4 69 0 0 4 0 4 0 4:35 PM 0 48 4 0 0 0 0 0 4 57 0 0 1 0 7 0 4:40 PM 0 51 3 0 0 0 0 0 6 55 0 0 2 0 4 0 4:45 PM 0 46 4 0 0 0 0 0 1 69 0 0 5 0 4 0 4:50 PM 0 42 2 0 0 0 0 0 4 48 0 0 2 0 6 0 4:55 PM 0 57 8 0 0 0 0 0 7 73 0 0 2 0 4 0 5:00 PM 0 55 1 0 0 0 0 0 5 64 0 0 0 0 5 0 5:05 PM 0 55 3 0 0 0 0 0 7 59 0 0 5 0 4 0 5:10 PM 0 57 1 0 0 0 0 0 10 67 0 0 8 0 1 0 5:15 PM 0 75 2 0 0 0 0 0 4 60 0 0 2 0 3 0 5:20 PM 0 44 6 0 0 0 0 0 1 69 0 0 5 0 5 0 5:25 PM 0 46 6 0 0 0 0 0 4 61 0 0 2 0 5 0 5:30 PM 0 39 1 0 0 0 0 0 7 68 0 0 2 0 6 0 5:35 PM 0 41 5 0 0 0 0 0 3 55 0 0 3 0 4 0 5:40 PM 0 38 0 0 0 0 0 0 6 56 0 0 3 0 9 0 5:45 PM 0 46 3 0 0 0 0 0 6 51 0 0 4 0 6 0 5:50 PM 0 35 0 0 0 0 0 0 2 47 0 0 7 0 3 0 5:55 PM 0 41 0 0 0 0 0 0 4 53 0 0 5 0 3 0 6:00 PM 0 33 4 0 0 0 0 0 3 50 0 0 6 0 6 0 6:05 PM 0 41 5 0 0 0 0 0 1 50 0 0 5 0 6 0 6:10 PM 0 19 0 0 0 0 0 0 2 46 0 0 5 0 9 0 6:15 PM 0 36 6 0 0 0 0 0 5 37 0 0 2 0 5 0 6:20 PM 0 25 3 0 0 0 0 0 5 47 0 0 3 0 0 0 6:25 PM 0 40 2 0 0 0 0 0 2 33 0 0 6 0 0 0 6:30 PM 0 38 6 0 0 0 0 0 4 26 0 0 1 0 2 0 6:35 PM 0 29 2 0 0 0 0 0 4 33 0 0 1 0 2 0 6:40 PM 0 21 7 0 0 0 0 0 3 24 0 0 1 0 3 0 6:45 PM 0 22 2 0 0 0 0 0 7 36 0 0 3 0 1 0 6:50 PM 0 25 2 0 0 0 0 0 1 30 0 0 2 0 5 0 6:55 PM 0 23 3 0 0 0 0 0 2 30 0 0 4 0 0 0 File Name: Start Date:4/25/2023 Start Time:6:00:00 AM Site Code:1 From North From East From South From West NC-133 Castle Hayne Rd (North) NC-133 Castle Hayne Rd (South) Chair Rd Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 4:00 PM 12 36 0 0 7 0 12 0 0 39 16 0 0 0 0 0 4:05 PM 17 54 0 0 13 0 13 0 0 41 20 0 0 0 0 0 4:10 PM 8 34 0 0 9 0 20 0 0 46 22 0 0 0 0 0 4:15 PM 10 54 0 0 8 0 15 0 0 44 23 0 0 0 0 0 4:20 PM 12 51 0 0 11 0 13 0 0 37 21 0 0 0 0 0 4:25 PM 7 34 0 0 17 0 13 0 0 38 27 0 0 0 0 0 4:30 PM 10 42 0 0 12 0 15 0 0 51 23 0 0 0 0 0 4:35 PM 17 46 0 0 6 0 27 0 0 54 11 0 0 0 0 0 4:40 PM 17 41 0 0 13 0 31 0 0 40 14 0 0 0 0 0 4:45 PM 6 38 0 0 11 0 19 0 0 52 21 0 0 0 0 0 4:50 PM 12 39 0 0 8 0 12 0 0 27 17 0 0 0 0 0 4:55 PM 11 48 0 0 13 0 19 0 0 58 17 0 0 0 0 0 5:00 PM 16 49 0 0 13 0 16 0 0 51 18 0 0 0 0 0 5:05 PM 30 44 0 0 10 0 30 0 0 44 17 0 0 0 0 0 5:10 PM 14 40 0 0 19 0 25 0 0 59 15 0 0 0 0 0 5:15 PM 13 68 0 0 8 0 16 0 0 40 23 0 0 0 0 0 5:20 PM 10 39 0 0 12 0 14 0 0 51 22 0 0 0 0 0 5:25 PM 16 41 0 0 13 0 17 0 0 45 15 0 0 0 0 0 5:30 PM 8 30 0 0 6 0 23 0 0 51 16 0 0 0 0 0 5:35 PM 7 38 0 0 9 0 12 0 0 51 16 0 0 0 0 0 5:40 PM 7 30 0 0 7 0 19 0 0 40 16 0 0 0 0 0 5:45 PM 8 40 0 0 12 0 11 0 0 36 21 0 0 0 0 0 5:50 PM 2 25 0 0 9 0 13 0 0 35 14 0 0 0 0 0 5:55 PM 5 32 0 0 8 0 14 0 0 38 20 0 0 0 0 0 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 File Name: Start Date:4/25/2023 Start Time:6:00:00 AM Site Code:2 From North From East From South From West NC-133 Castle Hayne Rd (North) I-140 On/Off-Ramp NC-133 Castle Hayne Rd (South) Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 4:00 PM 17 32 0 0 14 0 2 0 0 42 7 0 0 2 9 0 4:05 PM 15 28 0 0 20 0 2 0 1 43 8 0 5 5 17 0 4:10 PM 15 23 0 0 16 0 1 0 0 55 13 0 2 3 5 0 4:15 PM 15 38 0 0 18 0 4 0 0 50 11 0 0 2 7 0 4:20 PM 18 40 0 0 16 0 7 0 0 35 11 0 1 5 5 0 4:25 PM 11 26 0 0 5 0 5 0 0 44 12 0 3 3 8 0 4:30 PM 10 35 0 0 15 0 10 0 0 47 13 0 1 3 7 0 4:35 PM 13 38 0 0 11 0 1 0 0 66 16 0 1 6 11 0 4:40 PM 16 30 0 0 14 0 2 0 1 53 15 2 3 3 12 0 4:45 PM 13 24 0 0 14 0 3 0 1 64 8 0 0 2 6 0 4:50 PM 3 29 0 0 11 1 5 0 0 34 13 0 2 4 13 0 4:55 PM 28 30 0 0 13 0 5 0 0 52 17 0 2 1 12 0 5:00 PM 11 33 0 0 7 0 3 0 0 47 20 0 3 11 34 0 5:05 PM 13 33 0 0 17 1 3 0 0 60 3 0 5 4 22 0 5:10 PM 20 25 0 0 11 0 2 0 0 64 23 0 0 2 9 0 5:15 PM 21 49 0 0 18 0 7 0 0 55 9 0 0 2 14 0 5:20 PM 9 26 0 0 14 0 2 0 0 50 17 0 1 0 8 0 5:25 PM 17 29 0 0 13 0 2 0 0 41 12 0 0 2 11 0 5:30 PM 13 22 0 0 12 0 2 0 0 62 15 0 3 3 8 0 5:35 PM 21 34 0 0 7 0 4 0 1 53 12 0 0 3 3 0 5:40 PM 7 18 0 0 9 0 5 0 0 48 12 1 1 0 7 0 5:45 PM 5 28 0 0 15 0 4 0 0 36 11 0 3 0 7 0 5:50 PM 14 21 0 0 6 0 1 0 0 41 6 0 0 2 2 0 5:55 PM 9 25 0 0 10 0 4 0 0 44 9 0 0 0 3 0 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:05 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:10 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:20 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:25 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:35 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:40 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:50 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 6:55 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 From North From East From South From West NC-133 Castle Hayne Rd (North) I-140 On/Off-Ramp NC-133 Castle Hayne Rd (South) Centennial Dr Site Code:3 File Name: Start Date:4/25/2023 Start Time:6:00:00 AM Appendix D: Approved Development Data January 2022 © Kimley-Horn and Associates, Inc. River Bluffs Residential Development Traffic Impact Analysis Castle Hayne, North Carolina Prepared for River Bluffs Development Corporation Prepared by River Bluffs Residential Development Traffic Impact Analysis Page 10 January 2022 3 Project Traffic 3.1 Trip Generation The trip generation rates and equations published in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition were used to estimate the trip generation potential of the proposed development. As noted previously, the proposed expansion for River Bluffs residential development is anticipated to consist of 343 single-family detached housing dwelling units (ITE Land Use Code 210). As specified by the NCDOT Congestion Management Rate Versus Equation Spreadsheet, the fitted curve equation was used for the calculation of site- generated traffic. Based on the single-use, residential nature of the land use, internal capture and pass-by trip reductions were not considered in the trip generation analysis. The estimated trip generation for the proposed River Bluffs Residential Development is summarized in Table 1 on the next page, which indicates that the development is anticipated to generate 248 trips (62 in/186 out) during the AM peak hour and 332 trips (209 in/123 out) during the PM peak hour. River Bluffs Residential Development Traffic Impact Analysis Table 1 - Trip Generation Summary AM Peak Hour PM Peak Hour Total In Out Total In Out 3,232 248 62 186 332 209 123 210 - Single-Family Detached Housing 343 DU 3,232 248 62 186 332 209 123 3,232 248 62 186 332 209 123 Internal Capture 0 0 0 0 0 0 0 Pass-By 0 0 0 0 0 0 0 Total Net New External Trips 3,232 248 62 186 332 209 123 Note: Trip generation was calculated using the following data: Daily Traffic Generation Residential Land Uses 210 - Single-Family Detached Housing ITE 210 = LN (T) = 0.92 * LN (X) + (2.71); (50 % In; 50 % Out) AM Peak-Hour Traffic Generation Residential Land Uses 210 - Single-Family Detached Housing ITE 210 = T = 0.71 * (X) + (4.8); (25 % In; 75 % Out) PM Peak-Hour Traffic Generation Residential Land Uses 210 - Single-Family Detached Housing ITE 210 = LN (T) = 0.96 * LN (X) + (0.2); (63 % In; 37 % Out) UnitsLand Use Residential Land Uses Subtotal DailyIntensity Page 11 January 2022 River Bluffs Residential Development Traffic Impact Analysis Page 12 January 2022 3.2 Trip Distribution & Assignment New external trips generated by the proposed development were distributed and assigned to the surrounding roadway network based on existing travel patterns, surrounding land uses, and the proposed site layout. The trip distribution percentages used in this analysis are as follows:  7% to/from the North via NC 133/Castle Hayne Road and US 117/N College Road  15% to/from the East via I-140  21% to/from the West via I-140  31% to/from the South via NC 133/Castle Hayne Road  26% to/from the South via N Kerr Avenue The site trip distribution and assignment detailed above was included in the TIA scoping package approved by WMPO and is illustrated in Figure 8 and Figure 9. Estimated new project trips are presented in Figure 10 and Figure 11. 3.3 Future Year Build Traffic Development The estimated River Bluffs project traffic volumes were added to the 2024 No-Build traffic volumes to develop the 2024 Build traffic volumes. The 2024 Build AM/PM peak hour traffic volumes are shown in Figure 12 and Figure 13. 4 'Int 4'! 3 'Int 3'! 2 'Int 2'! 1 'Int 1'! 31% 26% (31%) (26%) (57%) 57% (43%) (28%) (15%) 43% 22% 21% (7%) (21%) 15% 7% River Bluffs Residential Development - Traffic Impact Analysis Figure 8 - Project Trip Distribution and Assignment I-140 WB RampsCentennial Drive Chair Road N Kerr Avenue I-140 EB Ramps Garden Place Drive N College Road (Exit Only) SEE FIGURE 9 Castle Hayne Road (NC 133) 21%15% 26% 31% Project Site 7% River Bluffs Residential Development - Traffic Impact Analysis Figure 9 - Project Trip Distribution and Assignment (Intersection 5) Garden Place Drive 2% 5% 7% 4 'Int 4'! 3 'Int 3'! 2 'Int 2'! 1 'Int 1'! (0) (65) (0) (0)0 (0)0 (0)0 0 19 0 16 (54) 0 (0) 0 (0) (0) (38) (32) 0 58 48 (70) 106 35 0 (119) (0) (53)80 (35) (18) (90) (0) 27 0 52 28 14 0 0 (0) 13 (44) 0 (0) (9) (26) (46) (0) 10 (31) (0)0 (0)0 0 13 39 (0) 0 4 0 0 (0) 0 (0) (0) (15) (0) River Bluffs Residential Development - Traffic Impact Analysis Figure 10 - 2024 Build Project Trips I-140 WB RampsCentennial Drive Chair Road N Kerr Avenue I-140 EB Ramps Garden Place Drive N College Road (Exit Only) SEE FIGURE 11 Castle Hayne Road (NC 133) Project Site August 2023 © Kimley-Horn and Associates, Inc. Chair Road School Development Traffic Impact Analysis Castle Hayne, North Carolina Prepared for Taylor Construction Company Prepared by Chair Road School Development Traffic Impact Analysis Page 9 August 2023 3 Project Traffic 3.1 MSTA School Traffic Calculator The Municipal and School Transportation Assistance (MSTA) School Traffic Calculator was utilized to calculate the number of expected trips during the peak AM and P M school traffic period. The MSTA calculations are based on averaging traffic volume and vehicle queue data at other private schools across North Carolina. The MSTA School Traffic Calculator used for private/non-urban charter schools is provided in Appendix E. The estimated trips for the proposed Chair Road School Development are summarized in Table 1, which indicates that the development is anticipated to generate 415 trips (247 in/168 out) during the AM peak hour and 306 trips (110 in /196 out) during the PM peak hour. Table 1 – MSTA School Traffic Calculator for Proposed Development Units AM Peak Hour PM Peak Hour Total In Out Total In Out Parents 336 168 168 220 110 110 Students 29 29 0 36 0 36 Staff 50 50 0 50 0 50 Subtotal 415 247 168 306 110 196 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!1 'Int 1'! 20% (100%) (20%) 100% (80%) 80% (35%) (45%) 55% 25% (10%) (25%) 45% 10% Project Site Chair Road School Development Figure 7 - Project Trip Distribution and Assignment Castle Hayne Road Centennial Road I-140 WB Ramps Chair Road I-140 EB Ramps Proposed Site Access Legend xx Inbound Trip Distribution (xx) Outbound Trip Distribution 20% 10% 45%25% 3 'Int 3'! 2 'Int 2'! 4 'Int 4'!1 'Int 1'! 49 (196) (22) 168 (39)34 247 (110) (157) 134 198 (69) (88) (88) 59 76 136 62 (28) (20) (49) (61) 111 (50) 17 42 25 (11) Project Site Chair Road School Development Figure 8 - 2026 Build Project Site Trips Castle Hayne Road Centennial Road I-140 WB Ramps Chair Road I-140 EB Ramps Proposed Site Access Legend xx AM Peak-Hour Project Trips (xx) PM Peak-Hour Project Trips Appendix E: Intersection Spreadsheets INTERSECTION:NC 133 (Castle Hayne Road) at Chair Road COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.95 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.94 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 AM Heavy Vehicle Percentage 2%21%2%2%2%2%2%2%2%2%6%2%2%2%7%16% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 1 0 1 0 0 0 0 0 1 14 0 0 0 24 2 AM 2026 NO-BUILD TRAFFIC (No AD)0 34 0 42 0 0 0 0 0 48 485 0 0 0 802 65 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 80 106 35 27 134 34 49 198 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 214 0 140 0 0 0 0 0 84 0 0 0 0 0 225 AM 2026 NO-BUILD TRAFFIC 0 248 0 182 0 0 0 0 0 132 485 0 0 0 802 290 AM NO-BUILD TRAFFIC 0 247 0 181 0 0 0 0 0 131 471 0 0 0 778 288 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 25%-25%-55%55% Distribution Exiting 25%55% Residential Trip Entering 40%60% Distribution Exiting 60%40% Retail Trip Entering 50%40% Distribution Exiting 40%50% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 18 39 18 -18 -39 39 Residential Trips 23 15 5 8 Retail Trips 0 60 0 74 0 0 0 0 0 110 0 0 0 0 0 88 AM TOTAL PROJECT TRIPS 0 101 0 128 0 0 0 0 0 133 -18 0 0 0 -39 135 AM 2026 BUILD-OUT TRAFFIC 0 349 0 310 0 0 0 0 0 265 467 0 0 0 763 425 AM BUILD-OUT TRAFFIC 0 348 0 309 0 0 0 0 0 264 453 0 0 0 739 423 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 PM Heavy Vehicle Percentage 2%3%2%6%2%2%2%2%2%1%4%2%2%2%9%5% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 1 0 2 0 0 0 0 0 2 23 0 0 0 19 1 PM 2026 NO-BUILD TRAFFIC (No AD)0 37 0 53 0 0 0 0 0 73 767 0 0 0 657 44 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 53 70 119 90 157 39 22 88 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 210 0 109 0 0 0 0 0 141 0 0 0 0 0 178 PM 2026 NO-BUILD TRAFFIC 0 247 0 162 0 0 0 0 0 214 767 0 0 0 657 222 PM NO-BUILD TRAFFIC 0 246 0 160 0 0 0 0 0 212 744 0 0 0 638 221 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 45%-45%-35%35% Distribution Exiting 45%40% Diverted Trip Entering 40%60% Distribution Exiting 60%40% Net New Entering 50%40% Distribution Exiting 40%50% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 51 45 51 -51 -40 40 Diverted Trips 14 10 12 19 Net New 0 149 0 187 0 0 0 0 0 183 0 0 0 0 0 147 PM TOTAL PROJECT TRIPS 0 214 0 242 0 0 0 0 0 246 -51 0 0 0 -40 206 PM 2026 BUILD-OUT TRAFFIC 0 461 0 404 0 0 0 0 0 460 716 0 0 0 617 428 PM BUILD-OUT TRAFFIC 0 460 0 402 0 0 0 0 0 458 693 0 0 0 598 427 Project Trip Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 Approved Development 4: Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 5: 0 Approved Development 6: 0 Project Trip PM Peak Hour Approved Development 9: Approved Development 10: Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: 0 INTERSECTION TRAFFIC VOLUME DEVELOPMENT Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: AM Peak Hour INTERSECTION:NC 133 (Castle Hayne Road) at I-40 EB Ramps/Site Access #3 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.95 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 AM Heavy Vehicle Percentage 2%2%2%2%2%9%2%8%2%2%7%9%2%3%6%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 6 0 7 0 0 10 5 0 2 20 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 0 0 0 208 0 241 0 0 352 178 0 72 664 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 13 52 28 14 62 59 75 136 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 75 0 0 0 0 111 103 0 0 150 0 AM 2026 NO-BUILD TRAFFIC 0 0 0 0 0 283 0 241 0 0 463 281 0 72 814 0 AM NO-BUILD TRAFFIC 0 0 0 0 0 277 0 234 0 0 453 276 0 70 794 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Residential Trip Entering 30%30% Distribution Exiting 40%20% Retail Trip Entering 10%30% Distribution Exiting 30%10% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Residential Trips 4 15 8 4 Retail Trips 0 0 0 0 0 22 0 0 0 0 45 15 0 0 66 0 AM TOTAL PROJECT TRIPS 0 0 0 0 0 26 0 0 0 0 60 23 0 0 70 0 AM 2026 BUILD-OUT TRAFFIC 0 0 0 0 0 309 0 241 0 0 523 304 0 72 884 0 AM BUILD-OUT TRAFFIC 0 0 0 0 0 303 0 234 0 0 513 299 0 70 864 0 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 PM Heavy Vehicle Percentage 2%2%2%2%2%15%2%8%2%2%4%3%2%1%6%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 4 0 7 0 0 17 7 0 5 16 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 0 0 0 145 0 243 0 0 568 231 0 170 556 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 44 35 18 46 27 69 88 61 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 71 0 0 0 0 104 106 0 0 107 0 PM 2026 NO-BUILD TRAFFIC 0 0 0 0 0 216 0 243 0 0 672 337 0 170 663 0 PM NO-BUILD TRAFFIC 0 0 0 0 0 212 0 236 0 0 655 330 0 165 647 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Diverted Trip Entering 30%30% Distribution Exiting 40%20% Net New Entering 10%30% Distribution Exiting 30%10% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Diverted Trips 9 9 5 9 Net New 0 0 0 0 0 37 0 0 0 0 112 37 0 0 110 0 PM TOTAL PROJECT TRIPS 0 0 0 0 0 46 0 0 0 0 121 42 0 0 119 0 PM 2026 BUILD-OUT TRAFFIC 0 0 0 0 0 262 0 243 0 0 793 379 0 170 782 0 PM BUILD-OUT TRAFFIC 0 0 0 0 0 258 0 236 0 0 776 372 0 165 766 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:NC 133 (Castle Hayne Road) at I-40 WB Ramps/Centennial Drive COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.91 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 AM Heavy Vehicle Percentage 2%2%2%2%2%6%1%4%2%2%8%9%2%13%6%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 1 1 1 0 6 4 3 0 2 12 4 0 6 14 1 AM 2026 NO-BUILD TRAFFIC (No AD)0 20 22 43 0 204 122 86 0 72 400 122 0 213 490 19 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 10 13 39 4 111 17 42 25 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 121 0 0 0 0 30 81 0 0 29 0 AM 2026 NO-BUILD TRAFFIC 0 20 22 43 0 325 122 86 0 72 430 203 0 213 519 19 AM NO-BUILD TRAFFIC 0 19 21 42 0 319 118 83 0 70 418 199 0 207 505 18 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Residential Trip Entering 20%10% Distribution Exiting 10%30% Retail Trip Entering 10%20% Distribution Exiting 20%10% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Residential Trips 3 4 11 1 Retail Trips 0 0 0 0 0 22 0 0 0 0 30 15 0 0 44 0 AM TOTAL PROJECT TRIPS 0 0 0 0 0 25 0 0 0 0 34 26 0 0 45 0 AM 2026 BUILD-OUT TRAFFIC 0 20 22 43 0 350 122 86 0 72 464 229 0 213 564 19 AM BUILD-OUT TRAFFIC 0 19 21 42 0 344 118 83 0 70 452 225 0 207 550 18 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 PM Heavy Vehicle Percentage 2%2%2%1%2%7%2%15%2%2%5%8%2%7%6%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 1 1 5 0 5 0 2 0 0 19 5 0 5 12 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 22 47 158 0 157 2 55 0 2 640 165 0 182 404 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 31 9 26 15 50 20 49 11 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 81 0 0 0 0 29 75 0 0 26 0 PM 2026 NO-BUILD TRAFFIC 0 22 47 158 0 238 2 55 0 2 669 240 0 182 430 0 PM NO-BUILD TRAFFIC 0 21 46 153 0 233 2 53 0 2 650 235 0 177 418 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Diverted Trip Entering 20%10% Distribution Exiting 10%30% Net New Entering 10%20% Distribution Exiting 20%10% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Diverted Trips 6 2 7 3 Net New 0 0 0 0 0 37 0 0 0 0 75 37 0 0 73 0 PM TOTAL PROJECT TRIPS 0 0 0 0 0 43 0 0 0 0 77 44 0 0 76 0 PM 2026 BUILD-OUT TRAFFIC 0 22 47 158 0 281 2 55 0 2 746 284 0 182 506 0 PM BUILD-OUT TRAFFIC 0 21 46 153 0 276 2 53 0 2 727 279 0 177 494 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:Chair Road at Site Access #1 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.90 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor AM 2023 EXISTING TRAFFIC 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Heavy Vehicle Percentage 2%2%11%2%2%2%10%2%2%2%2%2%2%2%2%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 76 0 0 0 113 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 186 62 168 247 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 354 0 0 0 309 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC 0 0 430 0 0 0 422 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC 0 0 428 0 0 0 419 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Residential Trip Entering 90% Distribution Exiting 90% Retail Trip Entering 8%2%45% Distribution Exiting 2%45%8% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 4 -4 -4 4 4 4 Residential Trips 12 34 Retail Trips 0 18 4 0 0 0 3 99 0 0 0 0 0 67 0 12 AM TOTAL PROJECT TRIPS 0 22 0 0 0 0 -1 115 0 0 0 0 0 105 0 16 AM 2026 BUILD-OUT TRAFFIC 0 22 430 0 0 0 421 115 0 0 0 0 0 105 0 16 AM BUILD-OUT TRAFFIC 0 22 428 0 0 0 418 115 0 0 0 0 0 105 0 16 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor PM 2023 EXISTING TRAFFIC 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Heavy Vehicle Percentage 2%2%5%2%2%2%3%2%2%2%2%2%2%2%2%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 90 0 0 0 117 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 123 209 196 110 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 319 0 0 0 319 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC 0 0 409 0 0 0 436 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC 0 0 406 0 0 0 433 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Diverted Trip Entering 90% Distribution Exiting 90% Net New Entering 8%2%45% Distribution Exiting 2%45%8% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 6 -6 -6 6 6 6 Diverted Trips 28 22 Net New 0 30 7 0 0 0 7 165 0 0 0 0 0 168 0 31 PM TOTAL PROJECT TRIPS 0 36 1 0 0 0 1 199 0 0 0 0 0 196 0 37 PM 2026 BUILD-OUT TRAFFIC 0 36 410 0 0 0 437 199 0 0 0 0 0 196 0 37 PM BUILD-OUT TRAFFIC 0 36 407 0 0 0 434 199 0 0 0 0 0 196 0 37 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:Chair Road at Site Access #2 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.90 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor AM 2023 EXISTING TRAFFIC 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Heavy Vehicle Percentage 2%2%11%2%2%2%10%2%2%2%2%2%2%2%2%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 76 0 0 0 113 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 186 62 168 247 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 354 0 0 0 309 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC 0 0 430 0 0 0 422 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC 0 0 428 0 0 0 419 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%85% Distribution Exiting 85%5% Residential Trip Entering 90%10% Distribution Exiting 90%10% Retail Trip Entering 2%45%45% Distribution Exiting 45%45%2% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 4 -4 -4 60 60 4 Residential Trips 34 12 1 4 Retail Trips 0 4 67 0 0 0 99 99 0 0 0 0 0 67 0 3 AM TOTAL PROJECT TRIPS 0 8 97 0 0 0 107 160 0 0 0 0 0 131 0 7 AM 2026 BUILD-OUT TRAFFIC 0 8 527 0 0 0 529 160 0 0 0 0 0 131 0 7 AM BUILD-OUT TRAFFIC 0 8 525 0 0 0 526 160 0 0 0 0 0 131 0 7 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor PM 2023 EXISTING TRAFFIC 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Heavy Vehicle Percentage 2%2%5%2%2%2%3%2%2%2%2%2%2%2%2%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 90 0 0 0 117 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 123 209 196 110 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 319 0 0 0 319 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC 0 0 409 0 0 0 436 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC 0 0 406 0 0 0 433 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%85% Distribution Exiting 85%5% Diverted Trip Entering 90%10% Distribution Exiting 90%10% Net New Entering 2%45%45% Distribution Exiting 45%45%2% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 6 -6 -6 96 96 6 Diverted Trips 22 28 3 2 Net New 0 7 168 0 0 0 165 165 0 0 0 0 0 168 0 7 PM TOTAL PROJECT TRIPS 0 13 184 0 0 0 187 264 0 0 0 0 0 266 0 13 PM 2026 BUILD-OUT TRAFFIC 0 13 593 0 0 0 623 264 0 0 0 0 0 266 0 13 PM BUILD-OUT TRAFFIC 0 13 590 0 0 0 620 264 0 0 0 0 0 266 0 13 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:NC 133 (Castle Hayne Road) at Chair Road COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.95 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.94 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 AM Heavy Vehicle Percentage 2%21%2%2%2%2%2%2%2%2%6%2%2%2%7%16% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 1 0 1 0 0 0 0 0 1 14 0 0 0 24 2 AM 2026 NO-BUILD TRAFFIC (No AD)0 34 0 42 0 0 0 0 0 48 485 0 0 0 802 65 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 80 106 35 27 134 34 49 198 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 214 0 140 0 0 0 0 0 84 0 0 0 0 0 225 AM 2026 NO-BUILD TRAFFIC 0 248 0 182 0 0 0 0 0 132 485 0 0 0 802 290 AM Traffic Reroute Scenario 2 Design -248 -132 132 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Residential Trip Entering 40%10% Distribution Exiting 15%25% Retail Trip Entering 50%7% Distribution Exiting 20%30% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Residential Trips 6 5 10 1 Retail Trips 0 0 0 29 0 0 0 0 0 0 110 0 0 0 45 15 AM TOTAL PROJECT TRIPS 0 0 0 35 0 0 0 0 0 0 115 0 0 0 55 16 AM 2026 BUILD-OUT TRAFFIC 0 0 0 217 0 0 0 0 0 0 732 0 0 0 857 306 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 PM Heavy Vehicle Percentage 2%3%2%6%2%2%2%2%2%1%4%2%2%2%9%5% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 1 0 2 0 0 0 0 0 2 23 0 0 0 19 1 PM 2026 NO-BUILD TRAFFIC (No AD)0 37 0 53 0 0 0 0 0 73 767 0 0 0 657 44 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 53 70 119 90 157 39 22 88 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 210 0 109 0 0 0 0 0 141 0 0 0 0 0 178 PM 2026 NO-BUILD TRAFFIC 0 247 0 162 0 0 0 0 0 214 767 0 0 0 657 222 PM Traffic Reroute Scenario 2 Design -247 -214 214 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Diverted Trip Entering 40%10% Distribution Exiting 15%25% Net New Entering 50%7% Distribution Exiting 20%30% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Diverted Trips 3 12 6 4 Net New 0 0 0 75 0 0 0 0 0 0 184 0 0 0 112 26 PM TOTAL PROJECT TRIPS 0 0 0 78 0 0 0 0 0 0 196 0 0 0 118 30 PM 2026 BUILD-OUT TRAFFIC 0 0 0 240 0 0 0 0 0 0 1,177 0 0 0 775 252 Project Trip Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 Approved Development 4: Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 5: 0 Approved Development 6: 0 Project Trip PM Peak Hour Approved Development 9: Approved Development 10: Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: 0 INTERSECTION TRAFFIC VOLUME DEVELOPMENT Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: AM Peak Hour INTERSECTION:NC 133 (Castle Hayne Road) at I-40 EB Ramps/Site Access #3 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.95 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 AM Heavy Vehicle Percentage 2%2%2%2%2%9%2%8%2%2%7%9%2%3%6%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 6 0 7 0 0 10 5 0 2 20 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 0 0 0 208 0 241 0 0 352 178 0 72 664 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 13 52 28 14 62 59 75 136 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 75 0 0 0 0 111 103 0 0 150 0 AM 2026 NO-BUILD TRAFFIC 0 0 0 0 0 283 0 241 0 0 463 281 0 72 814 0 AM Traffic Reroute Scenario 2 Design 154 94 132 -154 -94 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering -15%25%-10%25%-15%-10%-30%30% Distribution Exiting 35%10%45% Residential Trip Entering 5%25%40%5%25% Distribution Exiting 40%20%25% Retail Trip Entering 2%8%50%5%25% Distribution Exiting 30%10%30% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 25 7 32 -11 18 -7 18 -11 -7 -21 21 Residential Trips 15 7 10 1 3 5 1 3 Retail Trips 0 45 15 45 0 4 18 0 0 110 0 0 0 0 11 55 AM TOTAL PROJECT TRIPS 0 85 29 87 0 -6 39 -7 0 133 -11 -7 0 0 -9 79 AM 2026 BUILD-OUT TRAFFIC 0 239 123 87 0 277 39 234 0 265 298 180 0 72 805 79 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 PM Heavy Vehicle Percentage 2%2%2%2%2%15%2%8%2%2%4%3%2%1%6%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 4 0 7 0 0 17 7 0 5 16 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 0 0 0 145 0 243 0 0 568 231 0 170 556 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 44 35 18 46 27 69 88 61 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 71 0 0 0 0 104 106 0 0 107 0 PM 2026 NO-BUILD TRAFFIC 0 0 0 0 0 216 0 243 0 0 672 337 0 170 663 0 PM Traffic Reroute Scenario 2 Design 165 82 214 -165 -82 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering -5%15%-10%45%-35%-10%-20%20% Distribution Exiting 45%10%25% Diverted Trip Entering 5%25%40%5%25% Distribution Exiting 40%20%25% Net New Entering 2%8%50%5%25% Distribution Exiting 30%10%30% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 51 11 28 -6 17 -11 51 -40 -11 -23 23 Diverted Trips 10 5 6 2 8 12 2 7 Net New 0 112 37 112 0 8 29 0 0 184 0 0 0 0 18 92 PM TOTAL PROJECT TRIPS 0 173 53 146 0 4 54 -11 0 247 -40 -11 0 0 -3 122 PM 2026 BUILD-OUT TRAFFIC 0 338 135 146 0 220 54 232 0 461 467 244 0 170 660 122 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:NC 133 (Castle Hayne Road) at I-40 WB Ramps/Centennial Drive COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.91 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 AM Heavy Vehicle Percentage 2%2%2%2%2%6%1%4%2%2%8%9%2%13%6%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 1 1 1 0 6 4 3 0 2 12 4 0 6 14 1 AM 2026 NO-BUILD TRAFFIC (No AD)0 20 22 43 0 204 122 86 0 72 400 122 0 213 490 19 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 10 13 39 4 111 17 42 25 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 121 0 0 0 0 30 81 0 0 29 0 AM 2026 NO-BUILD TRAFFIC 0 20 22 43 0 325 122 86 0 72 430 203 0 213 519 19 AM Traffic Reroute Scenario 2 Design "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Residential Trip Entering 20%10% Distribution Exiting 10%30% Retail Trip Entering 10%20% Distribution Exiting 20%10% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Residential Trips 3 4 11 1 Retail Trips 0 0 0 0 0 22 0 0 0 0 30 15 0 0 44 0 AM TOTAL PROJECT TRIPS 0 0 0 0 0 25 0 0 0 0 34 26 0 0 45 0 AM 2026 BUILD-OUT TRAFFIC 0 20 22 43 0 350 122 86 0 72 464 229 0 213 564 19 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 PM Heavy Vehicle Percentage 2%2%2%1%2%7%2%15%2%2%5%8%2%7%6%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 1 1 5 0 5 0 2 0 0 19 5 0 5 12 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 22 47 158 0 157 2 55 0 2 640 165 0 182 404 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 31 9 26 15 50 20 49 11 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 81 0 0 0 0 29 75 0 0 26 0 PM 2026 NO-BUILD TRAFFIC 0 22 47 158 0 238 2 55 0 2 669 240 0 182 430 0 PM Traffic Reroute Scenario 2 Design "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Diverted Trip Entering 20%10% Distribution Exiting 10%30% Net New Entering 10%20% Distribution Exiting 20%10% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Diverted Trips 6 3 7 3 Net New 0 0 0 0 0 37 0 0 0 0 75 37 0 0 73 0 PM TOTAL PROJECT TRIPS 0 0 0 0 0 43 0 0 0 0 78 44 0 0 76 0 PM 2026 BUILD-OUT TRAFFIC 0 22 47 158 0 281 2 55 0 2 747 284 0 182 506 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:Chair Road at Site Access #1 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.90 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor AM 2023 EXISTING TRAFFIC 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Heavy Vehicle Percentage 2%2%11%2%2%2%10%2%2%2%2%2%2%2%2%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 76 0 0 0 113 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 186 62 168 247 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 354 0 0 0 309 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC 0 0 430 0 0 0 422 0 0 0 0 0 0 0 0 0 AM Traffic Reroute Scenario 2 Design -248 -132 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Residential Trip Entering 5% Distribution Exiting 5% Retail Trip Entering 8%2%2% Distribution Exiting 2%5%8% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 4 -4 -4 4 4 4 Residential Trips 1 2 Retail Trips 0 18 4 0 0 0 3 4 0 0 0 0 0 7 0 12 AM TOTAL PROJECT TRIPS 0 22 0 0 0 0 -1 9 0 0 0 0 0 13 0 16 AM 2026 BUILD-OUT TRAFFIC 0 22 182 0 0 0 289 9 0 0 0 0 0 13 0 16 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor PM 2023 EXISTING TRAFFIC 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Heavy Vehicle Percentage 2%2%5%2%2%2%3%2%2%2%2%2%2%2%2%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 90 0 0 0 117 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 123 209 196 110 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 319 0 0 0 319 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC 0 0 409 0 0 0 436 0 0 0 0 0 0 0 0 0 PM Traffic Reroute Scenario 2 Design -247 -214 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Diverted Trip Entering 5% Distribution Exiting 5% Net New Entering 8%2%2% Distribution Exiting 2%5%8% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 6 -6 -5 5 6 5 Diverted Trips 2 1 Net New 0 29 7 0 0 0 7 7 0 0 0 0 0 19 0 31 PM TOTAL PROJECT TRIPS 0 35 1 0 0 0 2 14 0 0 0 0 0 26 0 36 PM 2026 BUILD-OUT TRAFFIC 0 35 163 0 0 0 224 14 0 0 0 0 0 26 0 36 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:Chair Road at Site Access #2 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.90 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor AM 2023 EXISTING TRAFFIC 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Heavy Vehicle Percentage 2%2%11%2%2%2%10%2%2%2%2%2%2%2%2%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 76 0 0 0 113 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 186 62 168 247 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 354 0 0 0 309 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC 0 0 430 0 0 0 422 0 0 0 0 0 0 0 0 0 AM Traffic Reroute Scenario 2 Design -248 -132 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Residential Trip Entering 5%5% Distribution Exiting 5%10% Retail Trip Entering 2%2%5% Distribution Exiting 5%15%2% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 3 -3 -4 4 3 4 Residential Trips 2 1 1 4 Retail Trips 0 4 7 0 0 0 4 11 0 0 0 0 0 22 0 3 AM TOTAL PROJECT TRIPS 0 7 6 0 0 0 1 16 0 0 0 0 0 29 0 7 AM 2026 BUILD-OUT TRAFFIC 0 7 188 0 0 0 291 16 0 0 0 0 0 29 0 7 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor PM 2023 EXISTING TRAFFIC 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Heavy Vehicle Percentage 2%2%5%2%2%2%3%2%2%2%2%2%2%2%2%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 90 0 0 0 117 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 123 209 196 110 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 319 0 0 0 319 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC 0 0 409 0 0 0 436 0 0 0 0 0 0 0 0 0 PM Traffic Reroute Scenario 2 Design -247 -214 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Diverted Trip Entering 5%5% Distribution Exiting 5%10% Net New Entering 2%2%5% Distribution Exiting 5%15%2% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 6 -6 -5 5 6 5 Diverted Trips 1 2 2 2 Net New 0 7 19 0 0 0 7 19 0 0 0 0 0 56 0 7 PM TOTAL PROJECT TRIPS 0 13 14 0 0 0 4 26 0 0 0 0 0 64 0 12 PM 2026 BUILD-OUT TRAFFIC 0 13 176 0 0 0 226 26 0 0 0 0 0 64 0 12 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 AM Heavy Vehicle Percentage 2%21%2%2%2%2%2%2%2%2%6%2%2%2%7%16% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 1 0 1 0 0 0 0 0 1 14 0 0 0 24 2 AM 2026 NO-BUILD TRAFFIC (No AD)0 34 0 42 0 0 0 0 0 48 485 0 0 0 802 65 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 33 0 41 0 0 0 0 0 47 471 0 0 0 778 63 80 106 35 27 134 34 49 198 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 214 0 140 0 0 0 0 0 84 0 0 0 0 0 225 AM 2026 NO-BUILD TRAFFIC 0 248 0 182 0 0 0 0 0 132 485 0 0 0 802 290 AM NO-BUILD TRAFFIC 0 247 0 181 0 0 0 0 0 131 471 0 0 0 778 288 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 10%-10% Distribution Exiting 10% Residential Trip Entering 20%20%10% Distribution Exiting 20%15%25% Retail Trip Entering 25%25%7% Distribution Exiting 15%15%35% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 7 7 -7 Residential Trips 8 6 3 3 10 1 Retail Trips 0 22 0 22 0 0 0 0 0 55 55 0 0 0 52 15 AM TOTAL PROJECT TRIPS 0 37 0 28 0 0 0 0 0 65 51 0 0 0 62 16 AM 2026 BUILD-OUT TRAFFIC 0 285 0 210 0 0 0 0 0 197 536 0 0 0 864 306 AM BUILD-OUT TRAFFIC 0 284 0 209 0 0 0 0 0 196 522 0 0 0 840 304 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 PM Heavy Vehicle Percentage 2%3%2%6%2%2%2%2%2%1%4%2%2%2%9%5% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 1 0 2 0 0 0 0 0 2 23 0 0 0 19 1 PM 2026 NO-BUILD TRAFFIC (No AD)0 37 0 53 0 0 0 0 0 73 767 0 0 0 657 44 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 36 0 51 0 0 0 0 0 71 744 0 0 0 638 43 53 70 119 90 157 39 22 88 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 210 0 109 0 0 0 0 0 141 0 0 0 0 0 178 PM 2026 NO-BUILD TRAFFIC 0 247 0 162 0 0 0 0 0 214 767 0 0 0 657 222 PM NO-BUILD TRAFFIC 0 246 0 160 0 0 0 0 0 212 744 0 0 0 638 221 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 25%-25% Distribution Exiting 25% Diverted Trip Entering 20%20%10% Distribution Exiting 20%15%25% Net New Entering 25%25%7% Distribution Exiting 15%15%35% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 28 28 -28 Diverted Trips 5 4 6 6 6 4 Net New 0 56 0 56 0 0 0 0 0 92 92 0 0 0 131 26 PM TOTAL PROJECT TRIPS 0 89 0 60 0 0 0 0 0 126 70 0 0 0 137 30 PM 2026 BUILD-OUT TRAFFIC 0 336 0 222 0 0 0 0 0 340 837 0 0 0 794 252 PM BUILD-OUT TRAFFIC 0 335 0 220 0 0 0 0 0 338 814 0 0 0 775 251 Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: AM Peak Hour Approved Development 5: 0 Approved Development 6: 0 Project Trip PM Peak Hour Approved Development 9: Approved Development 10: Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: 0 Approved Development 4: Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Project Trip Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 INTERSECTION:NC 133 (Castle Hayne Road) at I-40 EB Ramps/Site Access #3 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.95 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 AM Heavy Vehicle Percentage 2%2%2%2%2%9%2%8%2%2%7%9%2%3%6%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 6 0 7 0 0 10 5 0 2 20 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 0 0 0 208 0 241 0 0 352 178 0 72 664 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 0 0 0 202 0 234 0 0 342 173 0 70 644 0 13 52 28 14 62 59 75 136 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 75 0 0 0 0 111 103 0 0 150 0 AM 2026 NO-BUILD TRAFFIC 0 0 0 0 0 283 0 241 0 0 463 281 0 72 814 0 AM NO-BUILD TRAFFIC 0 0 0 0 0 277 0 234 0 0 453 276 0 70 794 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering -10%25%-15%15%-15%-30%30% Distribution Exiting 30%40% Residential Trip Entering 5%25%20%5%25% Distribution Exiting 40%25%20% Retail Trip Entering 2%8%25%5%25% Distribution Exiting 25%35%5%10% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 21 28 -7 18 -11 11 -11 -21 21 Residential Trips 15 10 0 3 3 8 1 3 Retail Trips 0 38 0 52 0 4 18 0 0 55 7 15 0 0 11 55 AM TOTAL PROJECT TRIPS 0 74 0 90 0 -3 39 -11 0 69 -4 23 0 0 -9 79 AM 2026 BUILD-OUT TRAFFIC 0 74 0 90 0 280 39 230 0 69 459 304 0 72 805 79 AM BUILD-OUT TRAFFIC 0 74 0 90 0 274 39 223 0 69 449 299 0 70 785 79 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 PM Heavy Vehicle Percentage 2%2%2%2%2%15%2%8%2%2%4%3%2%1%6%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 4 0 7 0 0 17 7 0 5 16 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 0 0 0 145 0 243 0 0 568 231 0 170 556 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 0 0 0 141 0 236 0 0 551 224 0 165 540 0 44 35 18 46 27 69 88 61 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 71 0 0 0 0 104 106 0 0 107 0 PM 2026 NO-BUILD TRAFFIC 0 0 0 0 0 216 0 243 0 0 672 337 0 170 663 0 PM NO-BUILD TRAFFIC 0 0 0 0 0 212 0 236 0 0 655 330 0 165 647 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering -5%15%-10%20%-20%-20%20% Distribution Exiting 30%25% Diverted Trip Entering 5%25%20%5%25% Distribution Exiting 40%25%20% Net New Entering 2%8%25%5%25% Distribution Exiting 25%35%5%10% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 34 28 -6 17 -11 23 -23 -23 23 Diverted Trips 9 6 2 8 6 5 2 7 Net New 0 94 0 131 0 8 29 0 0 92 19 37 0 0 18 92 PM TOTAL PROJECT TRIPS 0 137 0 165 0 4 54 -11 0 121 -4 42 0 0 -3 122 PM 2026 BUILD-OUT TRAFFIC 0 137 0 165 0 220 54 232 0 121 668 379 0 170 660 122 PM BUILD-OUT TRAFFIC 0 137 0 165 0 216 54 225 0 121 651 372 0 165 644 122 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: INTERSECTION:NC 133 (Castle Hayne Road) at I-40 WB Ramps/Centennial Drive COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.91 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 AM 2023 EXISTING TRAFFIC 0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 AM Heavy Vehicle Percentage 2%2%2%2%2%6%1%4%2%2%8%9%2%13%6%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 1 1 1 0 6 4 3 0 2 12 4 0 6 14 1 AM 2026 NO-BUILD TRAFFIC (No AD)0 20 22 43 0 204 122 86 0 72 400 122 0 213 490 19 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 19 21 42 0 198 118 83 0 70 388 118 0 207 476 18 10 13 39 4 111 17 42 25 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 121 0 0 0 0 30 81 0 0 29 0 AM 2026 NO-BUILD TRAFFIC 0 20 22 43 0 325 122 86 0 72 430 203 0 213 519 19 AM NO-BUILD TRAFFIC 0 19 21 42 0 319 118 83 0 70 418 199 0 207 505 18 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Residential Trip Entering 20%10% Distribution Exiting 10%30% Retail Trip Entering 10%20% Distribution Exiting 20%10% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Residential Trips 3 4 11 1 Retail Trips 0 0 0 0 0 22 0 0 0 0 30 15 0 0 44 0 AM TOTAL PROJECT TRIPS 0 0 0 0 0 25 0 0 0 0 34 26 0 0 45 0 AM 2026 BUILD-OUT TRAFFIC 0 20 22 43 0 350 122 86 0 72 464 229 0 213 564 19 AM BUILD-OUT TRAFFIC 0 19 21 42 0 344 118 83 0 70 452 225 0 207 550 18 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 PM 2023 EXISTING TRAFFIC 0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 PM Heavy Vehicle Percentage 2%2%2%1%2%7%2%15%2%2%5%8%2%7%6%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 1 1 5 0 5 0 2 0 0 19 5 0 5 12 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 22 47 158 0 157 2 55 0 2 640 165 0 182 404 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 21 46 153 0 152 2 53 0 2 621 160 0 177 392 0 31 9 26 15 50 20 49 11 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 0 0 0 81 0 0 0 0 29 75 0 0 26 0 PM 2026 NO-BUILD TRAFFIC 0 22 47 158 0 238 2 55 0 2 669 240 0 182 430 0 PM NO-BUILD TRAFFIC 0 21 46 153 0 233 2 53 0 2 650 235 0 177 418 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering Distribution Exiting Diverted Trip Entering 20%10% Distribution Exiting 10%30% Net New Entering 10%20% Distribution Exiting 20%10% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By Diverted Trips 6 2 7 3 Net New 0 0 0 0 0 37 0 0 0 0 75 38 0 0 73 0 PM TOTAL PROJECT TRIPS 0 0 0 0 0 43 0 0 0 0 77 45 0 0 76 0 PM 2026 BUILD-OUT TRAFFIC 0 22 47 158 0 281 2 55 0 2 746 285 0 182 506 0 PM BUILD-OUT TRAFFIC 0 21 46 153 0 276 2 53 0 2 727 280 0 177 494 0 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: INTERSECTION:Chair Road at Site Access #1 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.90 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor AM 2023 EXISTING TRAFFIC 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Heavy Vehicle Percentage 2%2%11%2%2%2%10%2%2%2%2%2%2%2%2%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 76 0 0 0 113 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 186 62 168 247 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 354 0 0 0 309 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC 0 0 430 0 0 0 422 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC 0 0 428 0 0 0 419 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Residential Trip Entering 25% Distribution Exiting 20% Retail Trip Entering 8%2%15% Distribution Exiting 2%15%8% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 4 -4 -4 4 4 4 Residential Trips 3 8 Retail Trips 0 18 4 0 0 0 3 33 0 0 0 0 0 22 0 12 AM TOTAL PROJECT TRIPS 0 22 0 0 0 0 -1 40 0 0 0 0 0 34 0 16 AM 2026 BUILD-OUT TRAFFIC 0 22 430 0 0 0 421 40 0 0 0 0 0 34 0 16 AM BUILD-OUT TRAFFIC 0 22 428 0 0 0 418 40 0 0 0 0 0 34 0 16 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor PM 2023 EXISTING TRAFFIC 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Heavy Vehicle Percentage 2%2%5%2%2%2%3%2%2%2%2%2%2%2%2%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 90 0 0 0 117 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 123 209 196 110 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 319 0 0 0 319 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC 0 0 409 0 0 0 436 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC 0 0 406 0 0 0 433 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Diverted Trip Entering 25% Distribution Exiting 20% Net New Entering 8%2%15% Distribution Exiting 2%15%8% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 6 -6 -6 6 6 6 Diverted Trips 8 5 Net New 0 29 7 0 0 0 7 55 0 0 0 0 0 56 0 30 PM TOTAL PROJECT TRIPS 0 35 1 0 0 0 1 69 0 0 0 0 0 67 0 36 PM 2026 BUILD-OUT TRAFFIC 0 35 410 0 0 0 437 69 0 0 0 0 0 67 0 36 PM BUILD-OUT TRAFFIC 0 35 407 0 0 0 434 69 0 0 0 0 0 67 0 36 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: INTERSECTION:Chair Road at Site Access #2 COUNT DATE:April 25, 2023 AM PEAK HOUR FACTOR:0.90 AM FUTURE PEAK HOUR FACTOR: 0.90 PM PEAK HOUR FACTOR:0.90 PM FUTURE PEAK HOUR FACTOR: 0.90 AM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR AM Adjusted Turning Movement Counts1 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor AM 2023 EXISTING TRAFFIC 0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 AM Heavy Vehicle Percentage 2%2%11%2%2%2%10%2%2%2%2%2%2%2%2%2% AM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% AM 2026 NO-BUILD TRAFFIC GROWTH 0 0 2 0 0 0 3 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC (No AD)0 0 76 0 0 0 113 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% AM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC (No AD)0 0 74 0 0 0 110 0 0 0 0 0 0 0 0 0 186 62 168 247 TOTAL AM APPROVED DEVELOPMENT TRAFFIC 0 0 354 0 0 0 309 0 0 0 0 0 0 0 0 0 AM 2026 NO-BUILD TRAFFIC 0 0 430 0 0 0 422 0 0 0 0 0 0 0 0 0 AM NO-BUILD TRAFFIC 0 0 428 0 0 0 419 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%5% Distribution Exiting 5%5% Residential Trip Entering 25%5% Distribution Exiting 20%15% Retail Trip Entering 2%15%17% Distribution Exiting 15%15%2% "AM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 4 -4 -4 4 4 4 Residential Trips 8 3 1 6 Retail Trips 0 4 22 0 0 0 33 37 0 0 0 0 0 22 0 3 AM TOTAL PROJECT TRIPS 0 8 26 0 0 0 32 42 0 0 0 0 0 32 0 7 AM 2026 BUILD-OUT TRAFFIC 0 8 456 0 0 0 454 42 0 0 0 0 0 32 0 7 AM BUILD-OUT TRAFFIC 0 8 454 0 0 0 451 42 0 0 0 0 0 32 0 7 PM 2023 EXISTING TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR PM Adjusted Turning Movement Counts1 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Volume Balancing 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Peak Season Correction Factor PM 2023 EXISTING TRAFFIC 0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 PM Heavy Vehicle Percentage 2%2%5%2%2%2%3%2%2%2%2%2%2%2%2%2% PM 2026 NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 3 Annual Growth Rate 1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0%1.0% PM 2026 NO-BUILD TRAFFIC GROWTH 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC (No AD)0 0 90 0 0 0 117 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Years To Buildout -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 -2023 Annual Growth Rate 0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0%0.0% PM NO-BUILD TRAFFIC GROWTH 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC (No AD)0 0 87 0 0 0 114 0 0 0 0 0 0 0 0 0 123 209 196 110 TOTAL PM APPROVED DEVELOPMENT TRAFFIC 0 0 319 0 0 0 319 0 0 0 0 0 0 0 0 0 PM 2026 NO-BUILD TRAFFIC 0 0 409 0 0 0 436 0 0 0 0 0 0 0 0 0 PM NO-BUILD TRAFFIC 0 0 406 0 0 0 433 0 0 0 0 0 0 0 0 0 "SITE TRAFFIC DISTRUBUTION" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass-By Entering 5%-5%-5%30% Distribution Exiting 25%5% Diverted Trip Entering 25%5% Distribution Exiting 20%15% Net New Entering 2%15%17% Distribution Exiting 15%15%2% "PM PROJECT TRIPS" LAND USE TYPE EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR SBU SBL SBT SBR Pass - By 6 -6 -6 34 28 6 Diverted Trips 5 8 2 4 Net New 0 7 56 0 0 0 55 63 0 0 0 0 0 56 0 7 PM TOTAL PROJECT TRIPS 0 13 55 0 0 0 57 99 0 0 0 0 0 88 0 13 PM 2026 BUILD-OUT TRAFFIC 0 13 464 0 0 0 493 99 0 0 0 0 0 88 0 13 PM BUILD-OUT TRAFFIC 0 13 461 0 0 0 490 99 0 0 0 0 0 88 0 13 Project Trip Approved Development 5: 0 Approved Development 6: 0 Approved Development 7: 0 Approved Development 8: 0 Approved Development 9: 0 Approved Development 10: 0 Approved Development 4: 0 Approved Development 5: Approved Development 6: Approved Development 7: Approved Development 8: Approved Development 9: Approved Development 10: Project Trip PM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: 0 Approved Development 4: INTERSECTION TRAFFIC VOLUME DEVELOPMENT AM Peak Hour Approved Development 1: River Bluffs Development Approved Development 2: Chair Road School Approved Development 3: Appendix F: Signal Plans/Timings ex i s t i n g ex i s t i n g ex i s t i n g ex i s t i n g existing existing ex exex ex ex ex ex e x e x ex NOTES SHEET NO.PROJECT REFERENCE NO. SEAL PREPARED BY: SIG. INVENTORY NO. SCALE REVISIONS REVIEWED BY: INIT.DATE REVIEWED BY: DATE PLAN DATE: 0 Division 3 New Hanover County Wilmington 1"=40’ 40 Signal Upgrade I-5760 N e m m i n s h e w S : \ I T S & S U \ I T S S i g n a l s \ S i g n a l D e s i g n S e c t i o n \ E a s t e r n R e g i o n \ D i v - 0 3 \ 0 3 - 0 9 2 9 \ 0 3 0 9 2 9 _ s i g _ d s n _ 2 0 1 6 m m d d . d g n 0 9 - M A R - 2 0 1 6 0 7 : 0 7 FEATURE PHASE 1 2 86 ON 14 14 --- ---- -- - --40 --1515 40 6.06.0 3.0 3.0 -- ON ONON be lower than 4 seconds. phases 2 and 6 lower than what is shown. M in Green for all other phases should not * These values m ay be field adjusted. Do not adjust M in G reen and Extension tim es for - - MIN RECALL YELLOW - - -- Sim ultaneous Gap Dual Entry Vehicle Call M em ory Recall M ode M inim um Gap Tim e To Reduce * Tim e Before Reduction * M ax Variable Initial * Seconds Per Actuation * Don’t W alk 1 W alk 1 * Red Clearance Yellow Clearance M ax G reen 1 * Extension 1 * M in G reen 1 * --30 -- 30 25 20 Directional Arrow Controller & Cabinet Signal Pole with Guy With Push Button & Sign Signal Pole with Sidewalk Guy Inductive Loop Detector Traffic Signal Head Pedestrian Signal Head 2-in Underground Conduit LEGEND PROPOSED EXISTING Sign Modified Signal Head N/A Junction Box N/A Right of Way MIN RECALL YELLOW 120 120 1.5 3.1 1.5 3.1 Metal Pole with Mastarm existing existing 2-2" Rigid Metal Conduit OASIS 2070 TIMING CHART SEAL D O C U M EN T N O T C O N SID ER ED FIN A L U N LESS A LL SIG N A TU R ES C O M PLETED 03-0929 January 2016 EM Minshew exex ex ex Sig. 3.0 7 7 2.0 2.0 PLA, PE Guard RailN/A SR 2841 2.6 2.3 NC 133 (Castle Hayne Rd) CLS Fully Actuated 3 Phase 1.01.0 50 MPH 0% Grade NC 133 (Castle Hayne Rd) NC 133 (Castle Hayne Rd) 50 MPH -1% Grade E B O n R a mp 3 5 MP H - 2 % G r a d e 81 8262 61 11 21 22 I-140-US 17 EB Ramps at NC 133 (Castle Hayne Road) E B O f f R a mp I - 1 4 0 - U S 1 7 Case B6 See R-2633CB MP #7 Case B3 See R-2633CB MP #6 Case B3 See R-2633CB MP #5 Controller Asset #0929. 7. Closed loop system data: supersede these values. signal system timing values operation only. Coordinated chart are for free-run 6. Maximum times shown in timing presence mode. 4. Set all detector units to 3. Phase 1 may be lagged. the Engineer. unless otherwise directed by night flashing operation 2. Do not program signal for late Structures" dated January 2012. Specifications for Roads and 2012 and "Standard Drawings NCDOT" dated January 1. Refer to "Roadway Standard 4.8 4.8 TURNS INDUCTIVE LOOPS PHASE DETECTOR PROGRAMMING LOOP TIME DELAY (FT) STOPBAR FROM DISTANCE (FT) SIZE TIME STRETCH N E W C A R D N E W L O O P FU L L T I M E D E L A Y EX T E N S I O N CA L L I N G S Y S T E M L O O P Y Y --- Y Y Y Y Y Y Y Y -- - - - - -Y Y Y Y Y --- - - - - - - -- - - - - -Y Y- -- -- -- - - - - - - - - - - - - OASIS 2070 LOOP & DETECTOR INSTALLATION CHART - - - - - - 1A 2A 2B 6A 6B 8A S3 S4 6X6 6X6 6X40 6X6 6X6 6X6 6X6 6X40 355 0 355 355 355 0 +160 +160 2-4-2 4 4 4 4 2-4-2 4 4 8 6 6 2 2 6 1 20 3 10 Y Y FACE SIGNAL PHASE 02+60 1 + 6 FLASH 08 R G G G G G Y Y Y R R R R R R R R Y 81,82 61,62 22 21 1102+6 01+6 08 DEFAULT TABLE OF OPERATION FACE SIGNAL PHASE 02+60 1 + 6 FLASH 08 F Y R G G G G G Y Y Y R R R R R R R R Y 81,82 61,62 22 21 11 SIGNAL FACE I.D. All Heads L.E.D. R Y FY 12" R Y G 12" R Y Y G 12" 81, 82 61, 62 21 2211 PEDESTRIAN MOVEMENT UNSIGNALIZED MOVEMENT UNDETECTED MOVEMENT (OVERLAP) DETECTED MOVEMENT PHASING DIAGRAM DETECTION LEGEND DEFAULT PHASING DIAGRAM 02+6 01+6 08 ALTERNATE PHASING DIAGRAM ALTERNATE TABLE OF OPERATION R Disable delay during alternate phasing operation Disable phase 6 call during alternate phasing operation * ** ** * 5. The Division Traffic Engineer will determine the hours of use for each phasing plan. NO RTH CAR O LI N A E NGINE ER P ROFESS IO NAL P A MEL A L . ALEXAN D E R023489 SEAL 2A 2B 1A 6B 6A 8A S3 S4 T N T T I N D E P A R T ME N OF T R A SPORT A IO N S T A E OF N ORTH C AROL A n oi s i v i D ytefaS d n a ytiliboM noitatr o p s n a r T noitceS ngiseD l a n giS 750 N. Greenfield Pkwy, Garner, NC 27529 Prepared in the Offices of: 2/16/16 ex i s t i n g ex i s t i n g NOTES PEDESTRIAN MOVEMENT UNSIGNALIZED MOVEMENT UNDETECTED MOVEMENT (OVERLAP) DETECTED MOVEMENT PHASING DIAGRAM DETECTION LEGEND SHEET NO.PROJECT REFERENCE NO. SEAL PREPARED BY: SIG. INVENTORY NO. SCALE REVISIONS REVIEWED BY: INIT.DATE REVIEWED BY: DATE PLAN DATE: 0 Division 3 New Hanover County Wilmington 1"=40’ 40 Signal Upgrade I-5760 e m m i n s h e w S : \ I T S & S U \ I T S S i g n a l s \ S i g n a l D e s i g n S e c t i o n \ E a s t e r n R e g i o n \ D i v - 0 3 \ 0 3 - 0 4 2 4 \ 0 3 0 4 2 4 _ s i g _ d s n _ 2 0 1 6 m m d d . d g n 0 9 - M A R - 2 0 1 6 0 7 : 0 5 N January 2016 EM Minshew D O C U M EN T N O T C O N SID ER ED FIN A L U N LESS A LL SIG N A TU R ES C O M PLETED Sig. 2.0 PLA, PE NC 133 (Castle Hayne Rd) CLS Fully Actuated 6 Phase Directional Arrow Signal Pole with Guy With Push Button & Sign Signal Pole with Sidewalk Guy Inductive Loop Detector Traffic Signal Head Pedestrian Signal Head 2-in Underground Conduit LEGEND PROPOSED EXISTING Sign Modified Signal Head N/A Junction Box N/A Right of Way 2-2" Rigid Metal Conduit Master Controller & CabinetM M Metal Pole with Mastarm existing existing Guard RailN/A 03-0424 Centennial Drive I-140-US 17 WB Ramps/ at NC 133 (Castle Hayne Road) ex i s t i n g ex i s t i n g existing existing ex i s t i n g ex i s t i n g 8182 4142 21 61 22 62 ex ex ex ex existing existing ex ex ex 11 51 31 43 e x e x e x e x Norwood/ Bellwood Drive C e n t e n n i a l D r i v e ex ex ex ex ex e x e x ex ex ex ex ex W B O n R a m p NC 133 (Castle Hayne Rd) NC 133 (Castle Hayne Rd)50 MPH -1% Grade 50 MPH -1% Grade 3 5 M P H - 2 % G r a d e I - 1 4 0 - U S 1 7 W B O f f R a m p 2 5 M P H - 1 % G r a d e Case B6 See R-2633CB MP #3 Case B6 See R-2633CB MP #4 Case B6 See R-2633CB MP #2 Case B6 See R-2633CB MP #1 ex ex SIGNAL FACE I.D. All Heads L.E.D. R Y FY 12" R Y FY 12" R Y G 12" R Y Y G 12" FACE SIGNAL PHASE FLASH0 1 + 6 0 1 + 5 02+5 02+6 03+8 04+8 11 21 22 31 41 42 43 51 61,62 81 82 FY FY R R R R R R R R R R R R R R R RR R R G G G G G G G G G G G G Y Y Y R R R R R R R R R R R R R R R R R R R R R R R R R R R R R Y Y DEFAULT TABLE OF OPERATION FACE SIGNAL PHASE FLASH0 1 + 6 0 1 + 5 02+5 02+6 03+8 04+8 11 21 22 31 41 42 43 51 61,62 81 82 FY FY FY FY FY FY FY R R R R R R R R R R R R R R R RR R R G G G G G G G G G G G G Y Y Y R R R R R R R R R R R R R R R R R R R R R R R R R R R R R Y Y DEFAULT PHASING DIAGRAM 02+6 02+5 01+6 01+5 04+8 03+8 ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex exex exex 02+6 02+5 01+6 01+5 04+8 03+8 ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex ex exex TURNS INDUCTIVE LOOPS PHASE DETECTOR PROGRAMMING LOOP TIME DELAY (FT) STOPBAR FROM DISTANCE (FT) SIZE TIME STRETCH N E W C A R D N E W L O O P F U L L T I M E D E L A Y EX T E N S I O N CA L L I N G S Y S T E M L O O P Y Y --15 - Y Y Y Y Y Y -3 - -Y --15 1A 1B 6X40 0 0 2-4-2 2-4-2 1 1 6 OASIS 2070 LOOP & DETECTOR INSTALLATION CHART - - - -6X6 355 5 2 Y Y ----2A,2B Y Y Y Y Y -15--YY Y Y Y Y Y Y - - - - - -3-YY Y Y Y Y Y 15 - 3 - 15-- - - - -- - - - 3A 4A 4B 5A 5B 0 0 0 0 0 2-4-2 2-4-2 2-4-2 2-4-2 2-4-2 3 8 4 4 5 2 5 - - - - - - - 6X6 355 5 6 YY -----6A,6B 8A Y Y ----Y S1 S2 - - - - - - - - - - Y Y6X6 6X6 0 +160 +160 2-4-2 4 4 8 - - - - - - - - - 6X40 6X40 6X40 6X40 6X40 6X40 6X40 FEATURE PHASE 1 2 3 4 5 6 MIN RECALL MIN RECALL YELLOW YELLOW ON ON ---- 25 20 25 25 30 30 14 14 ---- ---- ------ ---- -- ---- ----15 15 40 40 ---ON -- ---- ---- ON ON ON ON is shown. M in Green for all other phases should not be lower than 4 seconds. * These values m ay be field adjusted. Do not adjust M in Green and Extension tim es for phases 2 and 6 lower than what Sim ultaneous G ap Dual Entry Vehicle Call M em ory Recall M ode M inim um Gap Tim e To Reduce * Tim e Before Reduction * M ax Variable Initial * Seconds Per Actuation * Don’t W alk 1 W alk 1 * Red Clearance Yellow Clearance M ax G reen 1 * Extension 1 * M in Green 1 * 4.9 4.9 1.3 1.3 3.0 3.0 3.0 2.8 6.0 6.0 8 - 25 - - - - - - ON - - ON 1.5 1.5 3.1 3.1 120 120 OASIS 2070 TIMING CHART 2.0 2.0 2.0 2.0 2.0 7 2.8 3.9 3.9 2.92.92.4 7 7 7 7 51 31 11 41 81 61, 62 42 21 82 43 22 ALTERNATE PHASING DIAGRAM ALTERNATE TABLE OF OPERATION ** * * ** RR R R * ** Disable delay during alternate phasing operation. Controller Asset #0424. Master Asset #10327, 8. Closed loop system data: supersede these values. signal system timing values operation only. Coordinated chart are for free-run 7. Maximum times shown in timing presence mode. 5. Set all detector units to 4. Phase 3 may be lagged. lagged. 3. Phase 1 and/or phase 5 may be the Engineer. unless otherwise directed by night flashing operation 2. Do not program signal for late Structures" dated January 2012. Specifications for Roads and 2012 and "Standard Drawings NCDOT" dated January 1. Refer to "Roadway Standard FY ex ex Disable phases 2 and 6 call during alternate phasing operation. for each phasing plan. will determine the hours of use 6. The Division Traffic Engineer NO RTH CAR O LI N A E NG IN E ER P ROFESS IO NAL P A MEL A L . ALEXAN D E R023489 SEAL T N T T I N D E P A R T ME N OF T R A SPORT A IO N S T A E OF N ORTH C AROL A n oi s i v i D ytefaS d n a ytiliboM noitatr o p s n a r T noitceS ngiseD l a n giS 750 N. Greenfield Pkwy, Garner, NC 27529 Prepared in the Offices of: M 2A 2B 5A 3A 8A 1B 1A 6B 6A 4A 4B5B S2 S1 2/16/16 03-0929 (Signal south of GE, south of I-140, for EB Ramps) Next page 03-0424 (Signal at GE, north of I-140, for WB ramps) Appendix G: Synchro Output: Existing (2023) Moores Crossing 2023 Existing AM 1: Castle Hayne Road & Chair Road 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)33 41 47 471 778 63 Future Volume (vph)33 41 47 471 778 63 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)100 0 150 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Satd. Flow (prot)1492 1583 1770 3406 3316 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1492 1583 1770 3406 3316 0 Link Speed (mph)35 50 50 Link Distance (ft)1831 1002 833 Travel Time (s)35.7 13.7 11.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)21%2%2%6%7%16% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)35 43 49 496 885 0 Sign Control Stop Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 40.2%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2023 Existing AM 1: Castle Hayne Road & Chair Road 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 33 41 47 471 778 63 Future Vol, veh/h 33 41 47 471 778 63 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 100 0 150 --- Veh in Median Storage, # 1 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, %21 2 2 6 7 16 Mvmt Flow 35 43 49 496 819 66 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1198 443 885 0 -0 Stage 1 852 ----- Stage 2 346 ----- Critical Hdwy 7.22 6.94 4.14 --- Critical Hdwy Stg 1 6.22 ----- Critical Hdwy Stg 2 6.22 ----- Follow-up Hdwy 3.71 3.32 2.22 --- Pot Cap-1 Maneuver 153 562 760 --- Stage 1 335 ----- Stage 2 635 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 143 562 760 --- Mov Cap-2 Maneuver 246 ----- Stage 1 314 ----- Stage 2 635 ----- Approach EB NB SB HCM Control Delay, s 16.4 0.9 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)760 - 246 562 -- HCM Lane V/C Ratio 0.065 - 0.141 0.077 -- HCM Control Delay (s)10.1 - 22 11.9 -- HCM Lane LOS B -C B -- HCM 95th %tile Q(veh)0.2 - 0.5 0.2 -- Moores Crossing 2023 Existing AM 2: Castle Hayne Road & I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)202 234 342 173 70 644 Future Volume (vph)202 234 342 173 70 644 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 150 250 Storage Lanes 1 0 1 1 Taper Length (ft)25 300 Satd. Flow (prot)1588 0 3374 1482 1752 3406 Flt Permitted 0.977 0.950 Satd. Flow (perm)1588 0 3374 1482 1752 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)257 833 1128 Travel Time (s)7.0 11.4 15.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)9%8%7%9%3%6% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)459 0 360 182 74 678 Turn Type Prot NA pm+ov Prot NA Protected Phases 8 2 8 1 6 Permitted Phases 2 Detector Phase 8 2 8 1 6 Switch Phase Minimum Initial (s)7.0 14.0 7.0 7.0 14.0 Minimum Split (s)14.0 21.0 14.0 14.0 21.0 Total Split (s)34.0 29.0 34.0 17.0 46.0 Total Split (%)42.5%36.3% 42.5% 21.3% 57.5% Yellow Time (s)3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lead Lead-Lag Optimize?Yes Yes Recall Mode None C-Max None None C-Max Act Effct Green (s)26.2 32.4 64.5 9.0 43.8 Actuated g/C Ratio 0.33 0.40 0.81 0.11 0.55 v/c Ratio 0.88 0.26 0.15 0.38 0.36 Control Delay 45.4 18.9 3.0 34.1 10.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 45.4 18.9 3.0 34.1 10.9 Moores Crossing 2023 Existing AM 2: Castle Hayne Road & I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT LOS D B A C B Approach Delay 45.4 13.5 13.1 Approach LOS D B B Queue Length 50th (ft)205 67 18 37 118 Queue Length 95th (ft)#357 109 41 m65 m149 Internal Link Dist (ft)177 753 1048 Turn Bay Length (ft)150 250 Base Capacity (vph)575 1365 1213 262 1866 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.80 0.26 0.15 0.28 0.36 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 16 (20%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 21.7 Intersection LOS: C Intersection Capacity Utilization 55.5%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Moores Crossing 2023 Existing AM 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)19 21 42 198 118 83 70 388 118 207 476 18 Future Volume (vph)19 21 42 198 118 83 70 388 118 207 476 18 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%0%0% Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.674 0.950 0.950 0.950 Satd. Flow (perm)1255 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1633 376 1128 1296 Travel Time (s)44.5 10.3 15.4 17.7 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)21 23 46 218 130 91 77 426 130 227 523 20 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)13.8 13.8 12.8 12.4 13.8 12.8 12.8 20.2 12.4 12.8 20.2 20.2 Total Split (s)21.0 21.0 21.0 15.0 36.0 21.0 21.0 23.0 15.0 21.0 23.0 23.0 Total Split (%)26.3% 26.3% 26.3% 18.8% 45.0% 26.3% 26.3% 28.8% 18.8% 26.3% 28.8% 28.8% Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lead Lead Lag Lead Lead Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.0 9.0 17.8 10.0 18.5 40.1 9.3 29.9 44.9 16.6 39.8 39.8 Actuated g/C Ratio 0.11 0.11 0.22 0.12 0.23 0.50 0.12 0.37 0.56 0.21 0.50 0.50 v/c Ratio 0.15 0.11 0.13 1.03 0.30 0.12 0.38 0.34 0.16 0.69 0.31 0.03 Control Delay 34.5 33.0 21.9 107.4 25.2 8.3 30.9 20.4 11.3 39.7 15.5 15.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.5 33.0 21.9 107.4 25.2 8.3 30.9 20.4 11.3 39.7 15.5 15.9 Moores Crossing 2023 Existing AM 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C C C F C A C C B D B B Approach Delay 27.6 62.5 19.8 22.7 Approach LOS C E B C Queue Length 50th (ft)10 11 17 ~114 49 19 23 88 39 105 93 6 Queue Length 95th (ft)31 31 38 #250 89 30 m39 m136 m68 164 147 21 Internal Link Dist (ft)1553 296 1048 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)251 372 485 212 721 806 354 1249 831 359 1693 787 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.06 0.09 1.03 0.18 0.11 0.22 0.34 0.16 0.63 0.31 0.03 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 51 (64%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.03 Intersection Signal Delay: 31.0 Intersection LOS: C Intersection Capacity Utilization 53.3%ICU Level of Service A Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Moores Crossing 2023 Existing AM 7: I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 243 0 0 0 436 Future Volume (vph)0 243 0 0 0 436 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 0 0 0 1 Taper Length (ft)25 25 Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)257 697 569 Travel Time (s)3.9 15.8 15.5 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 270 0 0 0 484 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 30.3%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2023 Existing AM 17: I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 346 0 399 0 0 Future Volume (vph)0 346 0 399 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 1 0 0 0 Taper Length (ft)25 25 Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)376 1061 763 Travel Time (s)10.3 16.1 17.3 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 384 0 443 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 24.8%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2023 Existing PM 1: Castle Hayne Road & Chair Road 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)36 51 71 744 638 43 Future Volume (vph)36 51 71 744 638 43 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)100 0 150 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Satd. Flow (prot)1752 1524 1770 3471 3286 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1752 1524 1770 3471 3286 0 Link Speed (mph)35 50 50 Link Distance (ft)1831 1002 833 Travel Time (s)35.7 13.7 11.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)3%6%2%4%9%5% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)38 54 76 791 725 0 Sign Control Stop Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 36.3%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2023 Existing PM 1: Castle Hayne Road & Chair Road 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 36 51 71 744 638 43 Future Vol, veh/h 36 51 71 744 638 43 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 100 0 150 --- Veh in Median Storage, # 1 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 94 94 94 94 94 94 Heavy Vehicles, %3 6 2 4 9 5 Mvmt Flow 38 54 76 791 679 46 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1250 363 725 0 -0 Stage 1 702 ----- Stage 2 548 ----- Critical Hdwy 6.86 7.02 4.14 --- Critical Hdwy Stg 1 5.86 ----- Critical Hdwy Stg 2 5.86 ----- Follow-up Hdwy 3.53 3.36 2.22 --- Pot Cap-1 Maneuver 163 622 874 --- Stage 1 450 ----- Stage 2 540 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 149 622 874 --- Mov Cap-2 Maneuver 279 ----- Stage 1 411 ----- Stage 2 540 ----- Approach EB NB SB HCM Control Delay, s 14.9 0.8 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1EBLn2 SBT SBR Capacity (veh/h)874 - 279 622 -- HCM Lane V/C Ratio 0.086 - 0.137 0.087 -- HCM Control Delay (s)9.5 - 19.9 11.3 -- HCM Lane LOS A -C B -- HCM 95th %tile Q(veh)0.3 - 0.5 0.3 -- Moores Crossing 2023 Existing PM 2: Castle Hayne Road & I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)141 236 551 224 165 540 Future Volume (vph)141 236 551 224 165 540 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 150 250 Storage Lanes 1 0 1 1 Taper Length (ft)25 300 Satd. Flow (prot)1545 0 3471 1568 1770 3406 Flt Permitted 0.982 0.950 Satd. Flow (perm)1545 0 3471 1568 1770 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)257 833 1128 Travel Time (s)7.0 11.4 15.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)15%8%4%3%2%6% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)419 0 612 249 183 600 Turn Type Prot NA pm+ov Prot NA Protected Phases 8 2 8 1 6 Permitted Phases 2 Detector Phase 8 2 8 1 6 Switch Phase Minimum Initial (s)7.0 14.0 7.0 7.0 14.0 Minimum Split (s)12.3 19.8 12.3 12.6 19.8 Total Split (s)27.0 32.0 27.0 21.0 53.0 Total Split (%)33.8%40.0% 33.8% 26.3% 66.3% Yellow Time (s)3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lead-Lag Optimize?Yes Yes Recall Mode None C-Max None None C-Max Act Effct Green (s)22.0 27.0 54.0 16.0 48.0 Actuated g/C Ratio 0.28 0.34 0.68 0.20 0.60 v/c Ratio 0.99 0.52 0.24 0.52 0.29 Control Delay 72.6 23.3 5.7 25.6 5.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 72.6 23.3 5.7 25.6 5.6 Moores Crossing 2023 Existing PM 2: Castle Hayne Road & I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT LOS E C A C A Approach Delay 72.6 18.2 10.2 Approach LOS E B B Queue Length 50th (ft)208 127 41 53 47 Queue Length 95th (ft)#389 177 70 86 61 Internal Link Dist (ft)177 753 1048 Turn Bay Length (ft)150 250 Base Capacity (vph)424 1171 1058 354 2043 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.99 0.52 0.24 0.52 0.29 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 32 (40%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 26.2 Intersection LOS: C Intersection Capacity Utilization 59.2%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Moores Crossing 2023 Existing PM 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)21 46 153 152 4 53 4 621 160 177 392 4 Future Volume (vph)21 46 153 152 4 53 4 621 160 177 392 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%0%0% Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1633 376 1128 1296 Travel Time (s)44.5 10.3 15.4 17.7 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)23 51 170 169 4 59 4 690 178 197 436 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)13.8 13.8 12.8 12.4 13.8 12.8 12.8 20.2 12.4 12.8 20.2 20.2 Total Split (s)22.0 22.0 15.0 14.0 36.0 18.0 15.0 26.0 14.0 18.0 29.0 29.0 Total Split (%)27.5% 27.5% 18.8% 17.5% 45.0% 22.5% 18.8% 32.5% 17.5% 22.5% 36.3% 36.3% Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.4 9.4 18.8 13.6 22.4 40.1 10.0 29.9 45.4 12.7 32.6 32.6 Actuated g/C Ratio 0.12 0.12 0.24 0.17 0.28 0.50 0.12 0.37 0.57 0.16 0.41 0.41 v/c Ratio 0.14 0.24 0.46 0.59 0.01 0.08 0.02 0.54 0.21 0.74 0.31 0.01 Control Delay 33.4 34.6 28.5 39.3 15.5 7.7 33.2 24.4 11.2 49.4 19.3 19.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.4 34.6 28.5 39.3 15.5 7.7 33.2 24.4 11.2 49.4 19.3 19.5 Moores Crossing 2023 Existing PM 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C C C D B A C C B D B B Approach Delay 30.2 30.9 21.7 28.6 Approach LOS C C C C Queue Length 50th (ft)11 24 66 78 1 11 2 202 64 92 86 1 Queue Length 95th (ft)31 55 115 138 7 25 m3 m242 m99 #190 132 8 Internal Link Dist (ft)1553 296 1048 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)298 395 372 285 721 718 221 1283 848 286 1387 645 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.13 0.46 0.59 0.01 0.08 0.02 0.54 0.21 0.69 0.31 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 26.1 Intersection LOS: C Intersection Capacity Utilization 54.6%ICU Level of Service A Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Moores Crossing 2023 Existing PM 7: I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 276 0 0 0 331 Future Volume (vph)0 276 0 0 0 331 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 0 0 0 1 Taper Length (ft)25 25 Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)257 697 569 Travel Time (s)3.9 15.8 15.5 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 307 0 0 0 368 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 23.8%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2023 Existing PM 17: I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 302 0 185 0 0 Future Volume (vph)0 302 0 185 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 1 0 0 0 Taper Length (ft)25 25 Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)376 1061 763 Travel Time (s)10.3 16.1 17.3 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 336 0 206 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 22.0%ICU Level of Service A Analysis Period (min) 15 Appendix H: Synchro Output: Background (2026) Moores Crossing 2026 No-Build AM Peak 1: Castle Hayne Road & Chair Road 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)248 182 132 485 802 290 Future Volume (vph)248 182 132 485 802 290 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)100 0 150 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Satd. Flow (prot)1492 1583 1770 3406 3168 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1492 1583 1770 3406 3168 0 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)1831 1062 833 Travel Time (s)35.7 14.5 11.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)21%2%2%6%7%16% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)276 202 147 539 1213 0 Turn Type Prot pm+ov Prot NA NA Protected Phases 4 5 5 2 6 Permitted Phases 4 Detector Phase 4 5 5 2 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 Total Split (s)23.0 15.0 15.0 57.0 42.0 Total Split (%)28.8% 18.8% 18.8% 71.3% 52.5% Yellow Time (s)5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode None None None C-Max C-Max Act Effct Green (s)17.6 32.5 9.9 52.4 37.5 Actuated g/C Ratio 0.22 0.41 0.12 0.66 0.47 v/c Ratio 0.84 0.31 0.67 0.24 0.82 Control Delay 54.3 17.7 50.0 6.0 17.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.3 17.7 50.0 6.0 17.0 Moores Crossing 2026 No-Build AM Peak 1: Castle Hayne Road & Chair Road 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR LOS D B D A B Approach Delay 38.8 15.5 17.0 Approach LOS D B B Queue Length 50th (ft)132 66 71 51 173 Queue Length 95th (ft)#259 116 #150 73 m195 Internal Link Dist (ft)1751 982 753 Turn Bay Length (ft)100 150 Base Capacity (vph)335 643 221 2232 1485 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.82 0.31 0.67 0.24 0.82 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.84 Intersection Signal Delay: 20.9 Intersection LOS: C Intersection Capacity Utilization 65.0%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Castle Hayne Road & Chair Road Moores Crossing 2026 No-Build AM Peak 2: Castle Hayne Road & I-140 Inner Loop 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)283 241 463 281 72 814 Future Volume (vph)283 241 463 281 72 814 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 150 250 Storage Lanes 1 0 1 1 Taper Length (ft)25 300 Satd. Flow (prot)1599 0 3374 1482 1752 3406 Flt Permitted 0.974 0.950 Satd. Flow (perm)1599 0 3374 1482 1752 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)257 833 1128 Travel Time (s)7.0 11.4 15.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)9%8%7%9%3%6% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)582 0 514 312 80 904 Turn Type Prot NA pm+ov Prot NA Protected Phases 8 2 8 1 6 Permitted Phases 2 Detector Phase 8 2 8 1 6 Switch Phase Minimum Initial (s)7.0 14.0 7.0 7.0 14.0 Minimum Split (s)14.0 21.0 14.0 14.0 21.0 Total Split (s)34.0 29.0 34.0 17.0 46.0 Total Split (%)42.5%36.3% 42.5% 21.3% 57.5% Yellow Time (s)3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lead Lead-Lag Optimize?Yes Yes Recall Mode None C-Max None None C-Max Act Effct Green (s)29.0 29.4 64.4 9.2 41.0 Actuated g/C Ratio 0.36 0.37 0.80 0.12 0.51 v/c Ratio 1.01 0.42 0.26 0.40 0.52 Control Delay 66.7 23.9 6.9 38.4 21.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 66.7 23.9 6.9 38.4 21.3 Moores Crossing 2026 No-Build AM Peak 2: Castle Hayne Road & I-140 Inner Loop 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT LOS E C A D C Approach Delay 66.7 17.5 22.7 Approach LOS E B C Queue Length 50th (ft)~288 121 66 44 180 Queue Length 95th (ft)#500 m168 m106 m68 224 Internal Link Dist (ft)177 753 1048 Turn Bay Length (ft)150 250 Base Capacity (vph)579 1238 1192 262 1745 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 1.01 0.42 0.26 0.31 0.52 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 41 (51%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 31.6 Intersection LOS: C Intersection Capacity Utilization 61.6%ICU Level of Service B Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Moores Crossing 2026 No-Build AM Peak 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)20 22 43 325 122 86 72 430 203 213 519 19 Future Volume (vph)20 22 43 325 122 86 72 430 203 213 519 19 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%0%0% Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm)1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1633 376 1128 1296 Travel Time (s)44.5 10.3 15.4 17.7 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)22 24 48 361 136 96 80 478 226 237 577 21 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)13.8 13.8 12.8 12.4 13.8 12.8 12.8 20.2 12.4 12.8 20.2 20.2 Total Split (s)21.0 21.0 21.0 15.0 36.0 21.0 21.0 23.0 15.0 21.0 23.0 23.0 Total Split (%)26.3% 26.3% 26.3% 18.8% 45.0% 26.3% 26.3% 28.8% 18.8% 26.3% 28.8% 28.8% Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.1 9.1 22.9 22.5 31.0 50.8 14.4 19.2 43.7 14.8 22.2 22.2 Actuated g/C Ratio 0.11 0.11 0.29 0.28 0.39 0.64 0.18 0.24 0.55 0.18 0.28 0.28 v/c Ratio 0.16 0.11 0.11 0.76 0.19 0.10 0.25 0.59 0.28 0.81 0.61 0.05 Control Delay 34.6 33.0 17.6 42.3 17.1 5.6 27.2 29.3 15.3 52.8 30.4 24.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.6 33.0 17.6 42.3 17.1 5.6 27.2 29.3 15.3 52.8 30.4 24.9 Moores Crossing 2026 No-Build AM Peak 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C C B D B A C C B D C C Approach Delay 25.5 30.6 25.0 36.7 Approach LOS C C C D Queue Length 50th (ft)10 11 15 181 44 16 38 121 22 112 142 8 Queue Length 95th (ft)31 32 36 #364 82 32 m64 m150 m113 #218 199 26 Internal Link Dist (ft)1553 296 1048 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)249 372 485 478 721 1009 354 804 809 319 945 439 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.06 0.10 0.76 0.19 0.10 0.23 0.59 0.28 0.74 0.61 0.05 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 51 (64%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 30.7 Intersection LOS: C Intersection Capacity Utilization 60.9%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Moores Crossing 2026 No-Build AM Peak 7: I-140 Inner Loop 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 354 0 0 0 524 Future Volume (vph)0 354 0 0 0 524 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 0 0 0 1 Taper Length (ft)25 25 Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)257 697 569 Travel Time (s)3.9 15.8 15.5 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 393 0 0 0 582 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 35.8%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2026 No-Build AM Peak 17: I-140 Exit Ramp 02/16/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 438 0 533 0 0 Future Volume (vph)0 438 0 533 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 1 0 0 0 Taper Length (ft)25 25 Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)376 1061 763 Travel Time (s)10.3 16.1 17.3 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 487 0 592 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.4%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2026 No-Build PM Peak 1: Castle Hayne Road & Chair Road 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)247 162 214 767 657 222 Future Volume (vph)247 162 214 767 657 222 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)100 0 150 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Satd. Flow (prot)1752 1524 1770 3471 3216 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1752 1524 1770 3471 3216 0 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)1831 1062 833 Travel Time (s)35.7 14.5 11.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)3%6%2%4%9%5% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)274 180 238 852 977 0 Turn Type Prot pm+ov Prot NA NA Protected Phases 4 5 5 2 6 Permitted Phases 4 Detector Phase 4 5 5 2 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 Total Split (s)24.0 20.0 20.0 56.0 36.0 Total Split (%)30.0% 25.0% 25.0% 70.0% 45.0% Yellow Time (s)5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Recall Mode None None None C-Max C-Max Act Effct Green (s)17.5 37.1 14.7 52.5 32.9 Actuated g/C Ratio 0.22 0.46 0.18 0.66 0.41 v/c Ratio 0.72 0.25 0.73 0.37 0.74 Control Delay 40.0 13.6 45.8 7.1 25.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 40.0 13.6 45.8 7.1 25.6 Moores Crossing 2026 No-Build PM Peak 1: Castle Hayne Road & Chair Road 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR LOS D B D A C Approach Delay 29.5 15.5 25.6 Approach LOS C B C Queue Length 50th (ft)124 50 113 95 223 Queue Length 95th (ft)205 89 #212 127 m255 Internal Link Dist (ft)1751 982 753 Turn Bay Length (ft)100 150 Base Capacity (vph)416 716 335 2279 1321 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.66 0.25 0.71 0.37 0.74 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 22.0 Intersection LOS: C Intersection Capacity Utilization 63.3%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Castle Hayne Road & Chair Road Moores Crossing 2026 No-Build PM Peak 2: Castle Hayne Road & I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)216 243 672 337 170 663 Future Volume (vph)216 243 672 337 170 663 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 150 250 Storage Lanes 1 0 1 1 Taper Length (ft)25 300 Satd. Flow (prot)1550 0 3471 1568 1770 3406 Flt Permitted 0.977 0.950 Satd. Flow (perm)1550 0 3471 1568 1770 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)257 833 1128 Travel Time (s)7.0 11.4 15.4 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)15%8%4%3%2%6% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)510 0 747 374 189 737 Turn Type Prot NA pm+ov Prot NA Protected Phases 8 2 8 1 6 Permitted Phases 2 Detector Phase 8 2 8 1 6 Switch Phase Minimum Initial (s)7.0 14.0 7.0 7.0 14.0 Minimum Split (s)12.3 19.8 12.3 12.6 19.8 Total Split (s)27.0 32.0 27.0 21.0 53.0 Total Split (%)33.8%40.0% 33.8% 26.3% 66.3% Yellow Time (s)3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lead-Lag Optimize?Yes Yes Recall Mode None C-Max None None C-Max Act Effct Green (s)22.0 27.0 54.0 16.0 48.0 Actuated g/C Ratio 0.28 0.34 0.68 0.20 0.60 v/c Ratio 1.20 0.64 0.35 0.53 0.36 Control Delay 138.8 24.4 5.0 23.1 5.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 138.8 24.4 5.0 23.1 5.1 Moores Crossing 2026 No-Build PM Peak 2: Castle Hayne Road & I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT LOS F C A C A Approach Delay 138.8 18.0 8.8 Approach LOS F B A Queue Length 50th (ft)~314 180 65 58 52 Queue Length 95th (ft)#496 239 72 m95 67 Internal Link Dist (ft)177 753 1048 Turn Bay Length (ft)150 250 Base Capacity (vph)426 1171 1058 354 2043 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 1.20 0.64 0.35 0.53 0.36 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 32 (40%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.20 Intersection Signal Delay: 38.7 Intersection LOS: D Intersection Capacity Utilization 67.4%ICU Level of Service C Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Moores Crossing 2026 No-Build PM Peak 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 238 4 55 4 669 240 182 430 4 Future Volume (vph)22 47 158 238 4 55 4 669 240 182 430 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 12 12 12 12 12 12 Grade (%)0%0%0%0% Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1633 376 1128 1296 Travel Time (s)44.5 10.3 15.4 17.7 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Bus Blockages (#/hr)0 0 0 0 0 0 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 264 4 61 4 743 267 202 478 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)13.8 13.8 12.8 12.4 13.8 12.8 12.8 20.2 12.4 12.8 20.2 20.2 Total Split (s)22.0 22.0 15.0 14.0 36.0 18.0 15.0 26.0 14.0 18.0 29.0 29.0 Total Split (%)27.5% 27.5% 18.8% 17.5% 45.0% 22.5% 18.8% 32.5% 17.5% 22.5% 36.3% 36.3% Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.4 9.4 21.6 19.4 31.0 48.3 10.0 21.7 42.1 12.3 24.0 24.0 Actuated g/C Ratio 0.12 0.12 0.27 0.24 0.39 0.60 0.12 0.27 0.53 0.15 0.30 0.30 v/c Ratio 0.15 0.24 0.41 0.65 0.01 0.07 0.02 0.80 0.34 0.78 0.47 0.01 Control Delay 33.5 34.6 25.7 38.9 15.2 6.6 30.0 32.7 14.5 54.2 24.6 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 33.5 34.6 25.7 38.9 15.2 6.6 30.0 32.7 14.5 54.2 24.6 19.8 Moores Crossing 2026 No-Build PM Peak 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LOS C C C D B A C C B D C B Approach Delay 28.3 32.6 27.9 33.4 Approach LOS C C C C Queue Length 50th (ft)11 24 69 123 1 11 2 217 108 97 101 1 Queue Length 95th (ft)32 56 118 #256 7 25 m3 m250 m145 #196 145 8 Internal Link Dist (ft)1553 296 1048 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)298 395 427 408 721 859 221 932 785 274 1021 474 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.13 0.41 0.65 0.01 0.07 0.02 0.80 0.34 0.74 0.47 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.80 Intersection Signal Delay: 30.2 Intersection LOS: C Intersection Capacity Utilization 60.9%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Moores Crossing 2026 No-Build PM Peak 7: I-140 Inner Loop 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 507 0 0 0 459 Future Volume (vph)0 507 0 0 0 459 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 0 0 0 1 Taper Length (ft)25 25 Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)257 697 569 Travel Time (s)3.9 15.8 15.5 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 563 0 0 0 510 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.8%ICU Level of Service A Analysis Period (min) 15 Moores Crossing 2026 No-Build PM Peak 17: I-140 Exit Ramp 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 469 0 295 0 0 Future Volume (vph)0 469 0 295 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Width (ft)12 12 12 12 12 12 Grade (%)0%0%0% Storage Length (ft)0 0 0 0 Storage Lanes 1 0 0 0 Taper Length (ft)25 25 Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)376 1061 763 Travel Time (s)10.3 16.1 17.3 Confl. Peds. (#/hr) Confl. Bikes (#/hr) Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles (%)2%2%2%2%2%2% Bus Blockages (#/hr)0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic (%)0%0%0% Shared Lane Traffic (%) Lane Group Flow (vph)0 521 0 328 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 32.4%ICU Level of Service A Analysis Period (min) 15 Appendix I: Synchro Output: Build-Out (2026) Scenario 1 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Chair Road Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 349 310 265 467 763 425 Future Volume (vph) 349 310 265 467 763 425 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 100 0 150 0 Storage Lanes 1 1 1 0 Taper Length (ft) 100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Frt 0.850 0.946 Flt Protected 0.950 0.950 Satd. Flow (prot) 1492 1583 1770 3406 3098 0 Flt Permitted 0.950 0.950 Satd. Flow (perm) 1492 1583 1770 3406 3098 0 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph) 35 50 50 Link Distance (ft) 788 1312 871 Travel Time (s) 15.4 17.9 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 21% 2% 2% 6% 7% 16% Adj. Flow (vph) 388 344 294 519 848 472 Shared Lane Traffic (%) Lane Group Flow (vph) 388 344 294 519 1320 0 Turn Type Prot pm+ov Prot NA NA Protected Phases 4 5 5 2 6 Permitted Phases 4 Detector Phase 4 5 5 2 6 Switch Phase Minimum Initial (s) 7.0 7.0 7.0 14.0 14.0 Minimum Split (s) 14.0 14.0 14.0 21.0 21.0 Total Split (s) 23.0 15.0 15.0 57.0 42.0 Total Split (%) 28.8% 18.8% 18.8% 71.3% 52.5% Maximum Green (s) 16.0 8.0 8.0 50.0 35.0 Yellow Time (s) 5.0 5.0 5.0 5.0 5.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max Act Effct Green (s) 18.0 33.0 10.0 52.0 37.0 Actuated g/C Ratio 0.22 0.41 0.12 0.65 0.46 v/c Ratio 1.16 0.53 1.33 0.23 0.92 Control Delay 130.9 21.3 208.1 6.1 36.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 130.9 21.3 208.1 6.1 36.0 LOS F C F A D Approach Delay 79.4 79.1 36.0 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Chair Road Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Approach LOS E E D Queue Length 50th (ft) ~233 125 ~194 49 342 Queue Length 95th (ft) #398 205 #343 70 m#427 Internal Link Dist (ft) 708 1232 791 Turn Bay Length (ft) 100 150 Base Capacity (vph) 335 652 221 2213 1432 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 1.16 0.53 1.33 0.23 0.92 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.33 Intersection Signal Delay: 59.3 Intersection LOS: E Intersection Capacity Utilization 81.2% ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Castle Hayne Road & Chair Road Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & I-140 Inner Loop Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 309 241 523 304 72 884 Future Volume (vph) 309 241 523 304 72 884 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 150 250 Storage Lanes 1 0 1 1 Taper Length (ft) 0 300 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.941 0.850 Flt Protected 0.973 0.950 Satd. Flow (prot) 1602 0 3374 1482 1752 3406 Flt Permitted 0.973 0.950 Satd. Flow (perm) 1602 0 3374 1482 1752 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph) 25 50 50 Link Distance (ft) 258 871 1107 Travel Time (s) 7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 9% 8% 7% 9% 3% 6% Adj. Flow (vph) 343 268 581 338 80 982 Shared Lane Traffic (%) Lane Group Flow (vph) 611 0 581 338 80 982 Turn Type Prot NA pm+ov Prot NA Protected Phases 8 2 8 1 6 Permitted Phases 2 Detector Phase 8 2 8 1 6 Switch Phase Minimum Initial (s) 7.0 14.0 7.0 7.0 14.0 Minimum Split (s) 14.0 21.0 14.0 14.0 21.0 Total Split (s) 34.0 29.0 34.0 17.0 46.0 Total Split (%) 42.5% 36.3% 42.5% 21.3% 57.5% Maximum Green (s) 28.7 23.2 28.7 11.4 40.2 Yellow Time (s) 3.0 4.8 3.0 3.0 4.8 All-Red Time (s) 2.3 1.0 2.3 2.6 1.0 Lost Time Adjust (s) -0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 2.0 6.0 2.0 2.0 6.0 Minimum Gap (s) 2.0 3.1 2.0 2.0 3.1 Time Before Reduce (s) 0.0 15.0 0.0 0.0 15.0 Time To Reduce (s) 0.0 30.0 0.0 0.0 30.0 Recall Mode None C-Max None None C-Max Act Effct Green (s) 29.0 27.4 62.4 11.1 41.0 Actuated g/C Ratio 0.36 0.34 0.78 0.14 0.51 v/c Ratio 1.05 0.50 0.29 0.33 0.56 Control Delay 79.9 26.2 6.9 34.7 14.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & I-140 Inner Loop Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Total Delay 79.9 26.2 6.9 34.7 14.6 LOS E C A C B Approach Delay 79.9 19.1 16.1 Approach LOS E B B Queue Length 50th (ft) ~339 121 85 44 273 Queue Length 95th (ft) #534 m137 m105 m63 336 Internal Link Dist (ft) 178 791 1027 Turn Bay Length (ft) 150 250 Base Capacity (vph) 580 1155 1156 262 1745 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 1.05 0.50 0.29 0.31 0.56 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 29 (36%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 32.2 Intersection LOS: C Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 20 22 43 350 122 86 72 464 229 213 564 19 Future Volume (vph) 20 22 43 350 122 86 72 464 229 213 564 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft) 300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft) 150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm) 1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph) 25 25 50 50 Link Distance (ft) 1634 400 1107 1296 Travel Time (s) 44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 2% 2% 6% 2% 4% 2% 8% 9% 13% 6% 2% Adj. Flow (vph) 22 24 48 389 136 96 80 516 254 237 627 21 Shared Lane Traffic (%) Lane Group Flow (vph) 22 24 48 389 136 96 80 516 254 237 627 21 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s) 15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s) 21.0 21.0 21.0 15.0 36.0 21.0 21.0 23.0 15.0 21.0 23.0 23.0 Total Split (%) 26.3% 26.3% 26.3% 18.8% 45.0% 26.3% 26.3% 28.8% 18.8% 26.3% 28.8% 28.8% Maximum Green (s) 14.2 14.2 15.2 9.6 29.2 15.2 15.2 16.8 9.6 15.2 16.8 16.8 Yellow Time (s) 3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s) 2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s) -1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s) 9.1 9.1 22.9 22.5 31.0 50.8 14.4 19.2 43.7 14.8 22.2 22.2 Actuated g/C Ratio 0.11 0.11 0.29 0.28 0.39 0.64 0.18 0.24 0.55 0.18 0.28 0.28 v/c Ratio 0.16 0.11 0.11 0.81 0.19 0.10 0.25 0.64 0.31 0.81 0.66 0.05 Control Delay 34.6 33.0 17.6 46.9 17.1 5.6 24.9 25.7 8.6 52.8 32.0 24.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.6 33.0 17.6 46.9 17.1 5.6 24.9 25.7 8.6 52.8 32.0 24.9 LOS C C B D B A C C A D C C Approach Delay 25.5 34.0 20.6 37.4 Approach LOS C C C D Queue Length 50th (ft) 10 11 15 ~218 44 16 23 82 38 112 157 8 Queue Length 95th (ft) 31 32 36 #398 82 32 m48 m127 m72 #218 #238 26 Internal Link Dist (ft) 1554 320 1027 1216 Turn Bay Length (ft) 300 175 225 225 250 175 275 175 Base Capacity (vph) 249 372 485 478 721 1009 354 804 809 319 945 439 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.06 0.10 0.81 0.19 0.10 0.23 0.64 0.31 0.74 0.66 0.05 Intersection Summary Area Type: Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 7 (9%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 30.2 Intersection LOS: C Intersection Capacity Utilization 63.2% ICU Level of Service B Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Chair Road & Site Access #1 Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 22 430 421 115 105 16 Future Volume (vph) 22 430 421 115 105 16 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 100 0 0 Storage Lanes 0 0 1 0 Taper Length (ft) 25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.971 0.982 Flt Protected 0.998 0.958 Satd. Flow (prot) 0 1715 1704 0 1752 0 Flt Permitted 0.998 0.958 Satd. Flow (perm) 0 1715 1704 0 1752 0 Link Speed (mph) 35 35 25 Link Distance (ft) 1496 488 1087 Travel Time (s) 29.1 9.5 29.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 11% 10% 2% 2% 2% Adj. Flow (vph) 24 478 468 128 117 18 Shared Lane Traffic (%) Lane Group Flow (vph) 0 502 596 0 135 0 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 54.0% ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Chair Road & Site Access #1 Scenario 1 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 3.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 430 421 115 105 16 Future Vol, veh/h 22 430 421 115 105 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 11 10 2 2 2 Mvmt Flow 24 478 468 128 117 18 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 596 0 - 0 1058 532 Stage 1 - - - - 532 - Stage 2 - - - - 526 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 980 - - - 249 547 Stage 1 - - - - 589 - Stage 2 - - - - 593 - Platoon blocked, % - - - Mov Cap-1 Maneuver 980 - - - 241 547 Mov Cap-2 Maneuver - - - - 241 - Stage 1 - - - - 570 - Stage 2 - - - - 593 - Approach EB WB SB HCM Control Delay, s 0.4 0 32.8 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 980 - - - 260 HCM Lane V/C Ratio 0.025 - - - 0.517 HCM Control Delay (s) 8.8 0 - - 32.8 HCM Lane LOS A A - - D HCM 95th %tile Q(veh) 0.1 - - - 2.7 Lanes, Volumes, Timings Moores Crossing 5: Chair Road & Site Access #2 Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph) 8 527 529 160 131 7 Future Volume (vph) 8 527 529 160 131 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 100 100 0 0 Storage Lanes 0 0 1 0 Taper Length (ft) 100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.969 0.993 Flt Protected 0.999 0.955 Satd. Flow (prot) 0 1712 1702 0 1766 0 Flt Permitted 0.999 0.955 Satd. Flow (perm) 0 1712 1702 0 1766 0 Link Speed (mph) 35 35 25 Link Distance (ft) 488 788 1278 Travel Time (s) 9.5 15.4 34.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 11% 10% 2% 2% 2% Adj. Flow (vph) 9 586 588 178 146 8 Shared Lane Traffic (%) Lane Group Flow (vph) 0 595 766 0 154 0 Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 51.9% ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Chair Road & Site Access #2 Scenario 1 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 527 529 160 131 7 Future Vol, veh/h 8 527 529 160 131 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, % 2 11 10 2 2 2 Mvmt Flow 9 586 588 178 146 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 766 0 - 0 1281 677 Stage 1 - - - - 677 - Stage 2 - - - - 604 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 847 - - - 183 453 Stage 1 - - - - 505 - Stage 2 - - - - 546 - Platoon blocked, % - - - Mov Cap-1 Maneuver 847 - - - 180 453 Mov Cap-2 Maneuver - - - - 180 - Stage 1 - - - - 497 - Stage 2 - - - - 546 - Approach EB WB SB HCM Control Delay, s 0.1 0 78.3 HCM LOS F Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 847 - - - 186 HCM Lane V/C Ratio 0.01 - - - 0.824 HCM Control Delay (s) 9.3 0 - - 78.3 HCM Lane LOS A A - - F HCM 95th %tile Q(veh) 0 - - - 5.8 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph) 0 388 0 0 0 562 Future Volume (vph) 0 388 0 0 0 562 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (ft) 0 0 100 0 Storage Lanes 0 0 1 2 Taper Length (ft) 25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot) 0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm) 0 1863 0 0 0 2787 Link Speed (mph) 45 30 25 Link Distance (ft) 258 698 542 Travel Time (s) 3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 0 431 0 0 0 624 Shared Lane Traffic (%) Lane Group Flow (vph) 0 431 0 0 0 624 Sign Control Free Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 23.8% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 1 AM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph) 0 473 0 572 0 0 Future Volume (vph) 0 473 0 572 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot) 0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm) 0 1611 0 1863 0 0 Link Speed (mph) 25 45 30 Link Distance (ft) 400 1059 700 Travel Time (s) 10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 0 526 0 636 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 0 526 0 636 0 0 Sign Control Free Free Free Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 33.4% ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Chair Road Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)461 404 460 716 617 428 Future Volume (vph)461 404 460 716 617 428 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Frt 0.850 0.939 Flt Protected 0.950 0.950 Satd. Flow (prot)1752 1524 1770 3471 3157 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1752 1524 1770 3471 3157 0 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)788 1312 871 Travel Time (s)15.4 17.9 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)3%6%2%4%9%5% Adj. Flow (vph)512 449 511 796 686 476 Shared Lane Traffic (%) Lane Group Flow (vph)512 449 511 796 1162 0 Turn Type Prot pm+ov Prot NA NA Protected Phases 4 5 5 2 6 Permitted Phases 4 Detector Phase 4 5 5 2 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 Total Split (s)24.0 20.0 20.0 56.0 36.0 Total Split (%)30.0% 25.0% 25.0% 70.0% 45.0% Maximum Green (s)17.0 13.0 13.0 49.0 29.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max Act Effct Green (s)19.0 39.0 15.0 51.0 31.0 Actuated g/C Ratio 0.24 0.49 0.19 0.64 0.39 v/c Ratio 1.23 0.61 1.54 0.36 0.95 Control Delay 153.3 19.2 286.7 7.4 38.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 153.3 19.2 286.7 7.4 38.1 LOS F B F A D Approach Delay 90.6 116.6 38.1 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Chair Road Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Approach LOS F F D Queue Length 50th (ft)~321 155 ~365 86 296 Queue Length 95th (ft)#505 251 #547 117 m#362 Internal Link Dist (ft)708 1232 791 Turn Bay Length (ft)100 150 Base Capacity (vph)416 742 331 2212 1223 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 1.23 0.61 1.54 0.36 0.95 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.54 Intersection Signal Delay: 82.7 Intersection LOS: F Intersection Capacity Utilization 94.3%ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Castle Hayne Road & Chair Road Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & I-140 Inner Loop Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)262 243 793 379 170 782 Future Volume (vph)262 243 793 379 170 782 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 150 250 Storage Lanes 1 0 1 1 Taper Length (ft)0 300 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.935 0.850 Flt Protected 0.975 0.950 Satd. Flow (prot)1552 0 3471 1568 1770 3406 Flt Permitted 0.975 0.950 Satd. Flow (perm)1552 0 3471 1568 1770 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)258 871 1107 Travel Time (s)7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)15%8%4%3%2%6% Adj. Flow (vph)291 270 881 421 189 869 Shared Lane Traffic (%) Lane Group Flow (vph)561 0 881 421 189 869 Turn Type Prot NA pm+ov Prot NA Protected Phases 8 2 8 1 6 Permitted Phases 2 Detector Phase 8 2 8 1 6 Switch Phase Minimum Initial (s)7.0 14.0 7.0 7.0 14.0 Minimum Split (s)14.0 21.0 14.0 14.0 21.0 Total Split (s)27.0 32.0 27.0 21.0 53.0 Total Split (%)33.8%40.0% 33.8% 26.3% 66.3% Maximum Green (s)21.7 26.2 21.7 15.4 47.2 Yellow Time (s)3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lead-Lag Optimize?Yes Yes Vehicle Extension (s)2.0 6.0 2.0 2.0 6.0 Minimum Gap (s)2.0 3.1 2.0 2.0 3.1 Time Before Reduce (s)0.0 15.0 0.0 0.0 15.0 Time To Reduce (s)0.0 30.0 0.0 0.0 30.0 Recall Mode None C-Max None None C-Max Act Effct Green (s)22.0 27.0 54.0 16.0 48.0 Actuated g/C Ratio 0.28 0.34 0.68 0.20 0.60 v/c Ratio 1.32 0.75 0.40 0.53 0.43 Control Delay 186.5 28.5 9.2 22.9 5.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & I-140 Inner Loop Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group WBL WBR NBT NBR SBL SBT Total Delay 186.5 28.5 9.2 22.9 5.5 LOS F C A C A Approach Delay 186.5 22.3 8.6 Approach LOS F C A Queue Length 50th (ft)~367 183 112 56 56 Queue Length 95th (ft)#556 m196 m134 m96 89 Internal Link Dist (ft)178 791 1027 Turn Bay Length (ft)150 250 Base Capacity (vph)426 1171 1058 354 2043 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 1.32 0.75 0.40 0.53 0.43 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 32 (40%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.32 Intersection Signal Delay: 48.9 Intersection LOS: D Intersection Capacity Utilization 73.2%ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 281 4 55 4 746 284 182 506 4 Future Volume (vph)22 47 158 281 4 55 4 746 284 182 506 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Adj. Flow (vph)24 52 176 312 4 61 4 829 316 202 562 4 Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 312 4 61 4 829 316 202 562 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)22.0 22.0 15.0 14.0 36.0 18.0 15.0 26.0 14.0 18.0 29.0 29.0 Total Split (%)27.5% 27.5% 18.8% 17.5% 45.0% 22.5% 18.8% 32.5% 17.5% 22.5% 36.3% 36.3% Maximum Green (s)15.2 15.2 9.2 8.6 29.2 12.2 9.2 19.8 8.6 12.2 22.8 22.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.4 9.4 21.6 19.4 31.0 48.3 10.0 21.7 42.1 12.3 24.0 24.0 Actuated g/C Ratio 0.12 0.12 0.27 0.24 0.39 0.60 0.12 0.27 0.53 0.15 0.30 0.30 v/c Ratio 0.15 0.24 0.41 0.76 0.01 0.07 0.02 0.89 0.40 0.78 0.55 0.01 Control Delay 33.5 34.6 25.7 45.6 15.2 6.6 30.2 34.0 14.7 54.2 25.9 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 33.5 34.6 25.7 45.6 15.2 6.6 30.2 34.0 14.7 54.2 25.9 19.8 LOS C C C D B A C C B D C B Approach Delay 28.3 39.0 28.7 33.3 Approach LOS C D C C Queue Length 50th (ft)11 24 69 151 1 11 2 242 134 97 123 1 Queue Length 95th (ft)32 56 118 #316 7 25 m3 m#285 m161 #196 173 8 Internal Link Dist (ft)1554 320 1027 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)298 395 427 408 721 859 221 932 785 274 1021 474 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.08 0.13 0.41 0.76 0.01 0.07 0.02 0.89 0.40 0.74 0.55 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 31.6 Intersection LOS: C Intersection Capacity Utilization 65.4%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Chair Road & Site Access #1 Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)36 410 437 199 196 37 Future Volume (vph)36 410 437 199 196 37 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 100 0 0 Storage Lanes 0 0 1 0 Taper Length (ft)25 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.958 0.979 Flt Protected 0.996 0.960 Satd. Flow (prot)0 1806 1773 0 1751 0 Flt Permitted 0.996 0.960 Satd. Flow (perm)0 1806 1773 0 1751 0 Link Speed (mph)35 35 25 Link Distance (ft)1496 488 1087 Travel Time (s)29.1 9.5 29.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)40 456 486 221 218 41 Shared Lane Traffic (%) Lane Group Flow (vph)0 496 707 0 259 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 71.2%ICU Level of Service C Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Chair Road & Site Access #1 Scenario 1 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 24.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 36 410 437 199 196 37 Future Vol, veh/h 36 410 437 199 196 37 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 40 456 486 221 218 41 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 707 0 -0 1133 597 Stage 1 ---- 597 - Stage 2 ---- 536 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 891 --- 224 503 Stage 1 ---- 550 - Stage 2 ---- 587 - Platoon blocked, %--- Mov Cap-1 Maneuver 891 --- ~ 211 503 Mov Cap-2 Maneuver ---- ~ 211 - Stage 1 ---- 517 - Stage 2 ---- 587 - Approach EB WB SB HCM Control Delay, s 0.7 0 138.6 HCM LOS F Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)891 --- 232 HCM Lane V/C Ratio 0.045 --- 1.116 HCM Control Delay (s)9.2 0 -- 138.6 HCM Lane LOS A A --F HCM 95th %tile Q(veh)0.1 --- 11.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Lanes, Volumes, Timings Moores Crossing 5: Chair Road & Site Access #2 Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)13 593 623 264 266 13 Future Volume (vph)13 593 623 264 266 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 100 0 0 Storage Lanes 0 0 1 0 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.960 0.994 Flt Protected 0.999 0.954 Satd. Flow (prot)0 1809 1776 0 1766 0 Flt Permitted 0.999 0.954 Satd. Flow (perm)0 1809 1776 0 1766 0 Link Speed (mph)35 35 25 Link Distance (ft)488 788 1278 Travel Time (s)9.5 15.4 34.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)14 659 692 293 296 14 Shared Lane Traffic (%) Lane Group Flow (vph)0 673 985 0 310 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 71.1%ICU Level of Service C Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Chair Road & Site Access #2 Scenario 1 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 110.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 13 593 623 264 266 13 Future Vol, veh/h 13 593 623 264 266 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 14 659 692 293 296 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 985 0 -0 1526 839 Stage 1 ---- 839 - Stage 2 ---- 687 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 701 --- ~ 130 366 Stage 1 ---- 424 - Stage 2 ---- 499 - Platoon blocked, %--- Mov Cap-1 Maneuver 701 --- ~ 126 366 Mov Cap-2 Maneuver ---- ~ 126 - Stage 1 ---- 410 - Stage 2 ---- 499 - Approach EB WB SB HCM Control Delay, s 0.2 0 $ 700.3 HCM LOS F Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)701 --- 130 HCM Lane V/C Ratio 0.021 --- 2.385 HCM Control Delay (s)10.2 0 --$ 700.3 HCM Lane LOS B A --F HCM 95th %tile Q(veh)0.1 --- 26.8 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 462 0 0 0 486 Future Volume (vph)0 462 0 0 0 486 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 100 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 513 0 0 0 540 Shared Lane Traffic (%) Lane Group Flow (vph)0 513 0 0 0 540 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 27.6%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 1 PM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 456 0 341 0 0 Future Volume (vph)0 456 0 341 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 507 0 379 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 507 0 379 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.6%ICU Level of Service A Analysis Period (min) 15 Appendix I: Synchro Output: Build-Out (2026) Scenario 1 Build-Out IMP (2026) Lanes, Volumes, Timings 1: Castle Hayne Road & Chair Road 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 1 Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)349 310 265 467 763 425 Future Volume (vph)349 310 265 467 763 425 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)275 0 425 350 Storage Lanes 2 1 1 1 Taper Length (ft)200 100 Lane Util. Factor 0.97 1.00 1.00 0.95 0.95 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)2894 1583 1770 3406 3374 1392 Flt Permitted 0.950 0.950 Satd. Flow (perm)2894 1583 1770 3406 3374 1392 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)788 1312 871 Travel Time (s)15.4 17.9 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)21%2%2%6%7%16% Adj. Flow (vph)388 344 294 519 848 472 Shared Lane Traffic (%) Lane Group Flow (vph)388 344 294 519 848 472 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft)24 12 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 9 Number of Detectors 1 1 1 2 2 1 Detector Template Right Leading Detector (ft)40 40 40 361 361 20 Trailing Detector (ft)0 0 0 0 0 0 Detector 1 Position(ft)0 0 0 0 0 0 Detector 1 Size(ft)40 40 40 40 40 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft)355 355 Detector 2 Size(ft)6 6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s)0.0 0.0 Turn Type Prot pm+ov Prot NA NA pm+ov Protected Phases 4 5 5 2 6 4 Lanes, Volumes, Timings 1: Castle Hayne Road & Chair Road 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 2 Lane Group EBL EBR NBL NBT SBT SBR Permitted Phases 4 6 Detector Phase 4 5 5 2 6 4 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 14.0 Total Split (s)23.0 15.0 15.0 57.0 42.0 23.0 Total Split (%)28.8% 18.8% 18.8% 71.3% 52.5% 28.8% Maximum Green (s)16.0 8.0 8.0 50.0 35.0 16.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max None Act Effct Green (s)16.1 33.0 11.9 53.9 37.0 58.1 Actuated g/C Ratio 0.20 0.41 0.15 0.67 0.46 0.73 v/c Ratio 0.67 0.53 1.12 0.23 0.54 0.47 Control Delay 35.3 21.3 126.7 5.6 23.1 9.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.3 21.3 126.7 5.6 23.1 9.2 LOS D C F A C A Approach Delay 28.7 49.4 18.1 Approach LOS C D B Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.12 Intersection Signal Delay: 29.7 Intersection LOS: C Intersection Capacity Utilization 58.2%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: Castle Hayne Road & Chair Road Lanes, Volumes, Timings 2: Castle Hayne Road & I-140 Inner Loop 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 3 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)309 241 523 304 72 884 Future Volume (vph)309 241 523 304 72 884 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 150 250 Storage Lanes 1 1 1 1 Taper Length (ft)25 300 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)1656 1495 3374 1482 1752 3406 Flt Permitted 0.950 0.950 Satd. Flow (perm)1656 1495 3374 1482 1752 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)258 871 1107 Travel Time (s)7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)9%8%7%9%3%6% Adj. Flow (vph)343 268 581 338 80 982 Shared Lane Traffic (%) Lane Group Flow (vph)343 268 581 338 80 982 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Right Left Left Median Width(ft)12 12 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 9 15 Number of Detectors 1 1 1 0 1 1 Detector Template Right Leading Detector (ft)40 20 361 0 40 361 Trailing Detector (ft)0 0 355 0 0 355 Detector 1 Position(ft)0 0 355 0 0 355 Detector 1 Size(ft)40 20 6 0 40 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)10.0 0.0 0.0 0.0 20.0 0.0 Turn Type Prot pm+ov NA pm+ov Prot NA Protected Phases 8 1 2 8 1 6 Permitted Phases 8 2 Detector Phase 8 1 2 8 1 6 Switch Phase Minimum Initial (s)7.0 7.0 14.0 7.0 7.0 14.0 Minimum Split (s)14.0 14.0 21.0 14.0 14.0 21.0 Lanes, Volumes, Timings 2: Castle Hayne Road & I-140 Inner Loop 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 4 Lane Group WBL WBR NBT NBR SBL SBT Total Split (s)34.0 17.0 29.0 34.0 17.0 46.0 Total Split (%)42.5% 21.3% 36.3% 42.5% 21.3% 57.5% Maximum Green (s)28.7 11.4 23.2 28.7 11.4 40.2 Yellow Time (s)3.0 3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 2.6 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.6 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 6.0 2.0 2.0 6.0 Minimum Gap (s)2.0 2.0 3.1 2.0 2.0 3.1 Time Before Reduce (s)0.0 0.0 15.0 0.0 0.0 15.0 Time To Reduce (s)0.0 0.0 30.0 0.0 0.0 30.0 Recall Mode None None C-Max None None C-Max Act Effct Green (s)21.5 38.5 31.5 58.0 12.0 48.5 Actuated g/C Ratio 0.27 0.48 0.39 0.72 0.15 0.61 v/c Ratio 0.77 0.37 0.44 0.31 0.31 0.48 Control Delay 38.2 13.8 18.9 5.4 34.2 9.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.2 13.8 18.9 5.4 34.2 9.3 LOS D B B A C A Approach Delay 27.5 13.9 11.1 Approach LOS C B B Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 29 (36%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 16.0 Intersection LOS: B Intersection Capacity Utilization 49.9%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Lanes, Volumes, Timings 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Future Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm)1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Adj. Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Shared Lane Traffic (%) Lane Group Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft)12 12 12 12 Link Offset(ft)0 0 0 0 Crosswalk Width(ft)16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 9 15 9 15 9 Number of Detectors 1 1 1 1 1 1 1 1 0 1 1 0 Detector Template Leading Detector (ft)40 40 40 40 40 40 40 361 0 40 361 0 Trailing Detector (ft)0 0 0 0 0 0 0 355 0 0 355 0 Detector 1 Position(ft)0 0 0 0 0 0 0 355 0 0 355 0 Detector 1 Size(ft)40 40 40 40 40 40 40 6 20 40 6 40 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)3.0 0.0 15.0 15.0 0.0 15.0 15.0 0.0 0.0 15.0 0.0 0.0 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Lanes, Volumes, Timings 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Split (s)21.0 21.0 21.0 15.0 36.0 21.0 21.0 23.0 15.0 21.0 23.0 23.0 Total Split (%)26.3% 26.3% 26.3% 18.8% 45.0% 26.3% 26.3% 28.8% 18.8% 26.3% 28.8% 28.8% Maximum Green (s)14.2 14.2 15.2 9.6 29.2 15.2 15.2 16.8 9.6 15.2 16.8 16.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.1 9.1 22.9 22.5 31.0 50.8 14.4 19.2 43.7 14.8 22.2 22.2 Actuated g/C Ratio 0.11 0.11 0.29 0.28 0.39 0.64 0.18 0.24 0.55 0.18 0.28 0.28 v/c Ratio 0.16 0.11 0.11 0.81 0.19 0.10 0.25 0.64 0.31 0.81 0.66 0.05 Control Delay 34.6 33.0 17.6 46.9 17.1 5.6 29.7 31.7 5.8 52.8 32.0 24.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.6 33.0 17.6 46.9 17.1 5.6 29.7 31.7 5.8 52.8 32.0 24.9 LOS C C B D B A C C A D C C Approach Delay 25.5 34.0 23.8 37.4 Approach LOS C C C D Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 7 (9%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 31.3 Intersection LOS: C Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings 4: Chair Road & Site Access #1 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 7 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)22 430 421 115 105 16 Future Volume (vph)22 430 421 115 105 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 100 0 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 0.982 Flt Protected 0.950 0.958 Satd. Flow (prot)1770 1712 1727 1583 1752 0 Flt Permitted 0.950 0.958 Satd. Flow (perm)1770 1712 1727 1583 1752 0 Link Speed (mph)35 35 25 Link Distance (ft)1496 488 391 Travel Time (s)29.1 9.5 10.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)24 478 468 128 117 18 Shared Lane Traffic (%) Lane Group Flow (vph)24 478 468 128 135 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft)12 12 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 9 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 36.1%ICU Level of Service A Analysis Period (min) 15 HCM 2010 TWSC 4: Chair Road & Site Access #1 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 8 Intersection Int Delay, s/veh 3.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 430 421 115 105 16 Future Vol, veh/h 22 430 421 115 105 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 -- 100 0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 24 478 468 128 117 18 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 596 0 -0 994 468 Stage 1 ---- 468 - Stage 2 ---- 526 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 980 --- 272 595 Stage 1 ---- 630 - Stage 2 ---- 593 - Platoon blocked, %--- Mov Cap-1 Maneuver 980 --- 265 595 Mov Cap-2 Maneuver ---- 265 - Stage 1 ---- 615 - Stage 2 ---- 593 - Approach EB WB SB HCM Control Delay, s 0.4 0 28.3 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)980 --- 286 HCM Lane V/C Ratio 0.025 --- 0.47 HCM Control Delay (s)8.8 --- 28.3 HCM Lane LOS A ---D HCM 95th %tile Q(veh)0.1 --- 2.4 Lanes, Volumes, Timings 5: Chair Road & Site Access #2 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 9 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)8 527 529 160 131 7 Future Volume (vph)8 527 529 160 131 7 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 100 0 0 Storage Lanes 1 1 1 1 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)1770 1712 1727 1583 1770 1583 Flt Permitted 0.302 0.950 Satd. Flow (perm)563 1712 1727 1583 1770 1583 Right Turn on Red Yes Yes Satd. Flow (RTOR)178 8 Link Speed (mph)35 35 25 Link Distance (ft)488 788 450 Travel Time (s)9.5 15.4 12.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)9 586 588 178 146 8 Shared Lane Traffic (%) Lane Group Flow (vph)9 586 588 178 146 8 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft)24 24 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 9 Number of Detectors 1 2 2 1 1 1 Detector Template Left Thru Thru Right Left Right Leading Detector (ft)20 100 100 20 20 20 Trailing Detector (ft)0 0 0 0 0 0 Detector 1 Position(ft)0 0 0 0 0 0 Detector 1 Size(ft)20 6 6 20 20 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft)94 94 Detector 2 Size(ft)6 6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s)0.0 0.0 Turn Type Perm NA NA Perm Perm Perm Protected Phases 2 6 Lanes, Volumes, Timings 5: Chair Road & Site Access #2 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 10 Lane Group EBL EBT WBT WBR SBL SBR Permitted Phases 2 6 4 4 Detector Phase 2 2 6 6 4 4 Switch Phase Minimum Initial (s)10.0 10.0 10.0 10.0 7.0 7.0 Minimum Split (s)25.0 25.0 25.0 25.0 25.0 25.0 Total Split (s)35.0 35.0 35.0 35.0 25.0 25.0 Total Split (%)58.3% 58.3% 58.3% 58.3% 41.7% 41.7% Maximum Green (s)28.0 28.0 28.0 28.0 18.0 18.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max C-Max C-Max Max Max Walk Time (s)7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s)11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)0 0 0 0 0 0 Act Effct Green (s)30.0 30.0 30.0 30.0 20.0 20.0 Actuated g/C Ratio 0.50 0.50 0.50 0.50 0.33 0.33 v/c Ratio 0.03 0.68 0.68 0.20 0.25 0.02 Control Delay 8.1 16.6 16.4 2.2 16.0 8.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.1 16.6 16.4 2.2 16.0 8.6 LOS A B B A B A Approach Delay 16.4 13.1 15.6 Approach LOS B B B Intersection Summary Area Type:Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 43.4%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 5: Chair Road & Site Access #2 Lanes, Volumes, Timings 7: I-140 Inner Loop 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 11 Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 388 0 0 0 562 Future Volume (vph)0 388 0 0 0 562 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 100 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 431 0 0 0 624 Shared Lane Traffic (%) Lane Group Flow (vph)0 431 0 0 0 624 Enter Blocked Intersection No Yes No No No Yes Lane Alignment Left Left Left Right Left Right Median Width(ft)0 0 0 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 25 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 23.8%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 17: I-140 Exit Ramp 03/25/2024 2026 Build AM Peak Moores Crossing 1:11 pm 11/30/2021 Scenario 1 IMP AM Synchro 11 Report Kimley-Horn Page 12 Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 473 0 572 0 0 Future Volume (vph)0 473 0 572 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 526 0 636 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 526 0 636 0 0 Enter Blocked Intersection No Yes No Yes No No Lane Alignment Left Right Left Left Left Right Median Width(ft)12 12 0 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)25 15 15 9 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 1: Castle Hayne Road & Chair Road 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 1 Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)461 404 460 716 617 428 Future Volume (vph)461 404 460 716 617 428 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)275 0 425 350 Storage Lanes 2 1 1 1 Taper Length (ft)200 100 Lane Util. Factor 0.97 1.00 1.00 0.95 0.95 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)3400 1524 1770 3471 3312 1538 Flt Permitted 0.950 0.950 Satd. Flow (perm)3400 1524 1770 3471 3312 1538 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)788 1312 871 Travel Time (s)15.4 17.9 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)3%6%2%4%9%5% Adj. Flow (vph)512 449 511 796 686 476 Shared Lane Traffic (%) Lane Group Flow (vph)512 449 511 796 686 476 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft)24 12 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 9 Number of Detectors 1 1 1 2 2 1 Detector Template Right Leading Detector (ft)40 40 40 361 361 20 Trailing Detector (ft)0 0 0 0 0 0 Detector 1 Position(ft)0 0 0 0 0 0 Detector 1 Size(ft)40 40 40 40 40 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft)355 355 Detector 2 Size(ft)6 6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s)0.0 0.0 Turn Type Prot pm+ov Prot NA NA pm+ov Protected Phases 4 5 5 2 6 4 Lanes, Volumes, Timings 1: Castle Hayne Road & Chair Road 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 2 Lane Group EBL EBR NBL NBT SBT SBR Permitted Phases 4 6 Detector Phase 4 5 5 2 6 4 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 14.0 Total Split (s)24.0 20.0 20.0 56.0 36.0 24.0 Total Split (%)30.0% 25.0% 25.0% 70.0% 45.0% 30.0% Maximum Green (s)17.0 13.0 13.0 49.0 29.0 17.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max None Act Effct Green (s)17.4 39.0 16.6 52.6 31.0 53.4 Actuated g/C Ratio 0.22 0.49 0.21 0.66 0.39 0.67 v/c Ratio 0.69 0.61 1.40 0.35 0.53 0.46 Control Delay 34.0 19.2 224.1 6.9 19.0 7.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.0 19.2 224.1 6.9 19.0 7.8 LOS C B F A B A Approach Delay 27.1 91.8 14.4 Approach LOS C F B Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.40 Intersection Signal Delay: 47.4 Intersection LOS: D Intersection Capacity Utilization 68.2%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: Castle Hayne Road & Chair Road Lanes, Volumes, Timings 2: Castle Hayne Road & I-140 Inner Loop 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 3 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)262 243 793 379 170 782 Future Volume (vph)262 243 793 379 170 782 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 150 250 Storage Lanes 1 1 1 1 Taper Length (ft)25 300 Lane Util. Factor 1.00 1.00 0.95 1.00 1.00 0.95 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)1570 1495 3471 1568 1770 3406 Flt Permitted 0.950 0.950 Satd. Flow (perm)1570 1495 3471 1568 1770 3406 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)25 50 50 Link Distance (ft)258 871 1107 Travel Time (s)7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)15%8%4%3%2%6% Adj. Flow (vph)291 270 881 421 189 869 Shared Lane Traffic (%) Lane Group Flow (vph)291 270 881 421 189 869 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Right Left Left Median Width(ft)12 12 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 9 15 Number of Detectors 1 1 1 0 1 1 Detector Template Right Leading Detector (ft)40 20 361 0 40 361 Trailing Detector (ft)0 0 355 0 0 355 Detector 1 Position(ft)0 0 355 0 0 355 Detector 1 Size(ft)40 20 6 0 40 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)10.0 0.0 0.0 0.0 20.0 0.0 Turn Type Prot pm+ov NA pm+ov Prot NA Protected Phases 8 1 2 8 1 6 Permitted Phases 8 2 Detector Phase 8 1 2 8 1 6 Switch Phase Minimum Initial (s)7.0 7.0 14.0 7.0 7.0 14.0 Minimum Split (s)14.0 14.0 21.0 14.0 14.0 21.0 Lanes, Volumes, Timings 2: Castle Hayne Road & I-140 Inner Loop 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 4 Lane Group WBL WBR NBT NBR SBL SBT Total Split (s)27.0 19.0 34.0 27.0 19.0 53.0 Total Split (%)33.8% 23.8% 42.5% 33.8% 23.8% 66.3% Maximum Green (s)21.7 13.4 28.2 21.7 13.4 47.2 Yellow Time (s)3.0 3.0 4.8 3.0 3.0 4.8 All-Red Time (s)2.3 2.6 1.0 2.3 2.6 1.0 Lost Time Adjust (s)-0.3 -0.3 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.3 5.0 5.0 5.0 5.0 Lead/Lag Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 6.0 2.0 2.0 6.0 Minimum Gap (s)2.0 2.0 3.1 2.0 2.0 3.1 Time Before Reduce (s)0.0 0.0 15.0 0.0 0.0 15.0 Time To Reduce (s)0.0 0.0 30.0 0.0 0.0 30.0 Recall Mode None None C-Max None None C-Max Act Effct Green (s)18.4 37.1 32.6 56.0 14.0 51.6 Actuated g/C Ratio 0.23 0.46 0.41 0.70 0.18 0.64 v/c Ratio 0.81 0.39 0.62 0.38 0.61 0.40 Control Delay 46.3 15.3 14.9 3.6 29.6 4.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.3 15.3 14.9 3.6 29.6 4.1 LOS D B B A C A Approach Delay 31.4 11.2 8.6 Approach LOS C B A Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 56 (70%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 58.4%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 2: Castle Hayne Road & I-140 Inner Loop Lanes, Volumes, Timings 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 5 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 281 4 55 4 746 284 182 506 4 Future Volume (vph)22 47 158 281 4 55 4 746 284 182 506 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Adj. Flow (vph)24 52 176 312 4 61 4 829 316 202 562 4 Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 312 4 61 4 829 316 202 562 4 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft)12 12 12 12 Link Offset(ft)0 0 0 0 Crosswalk Width(ft)16 16 16 16 Two way Left Turn Lane Yes Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 9 15 9 15 9 Number of Detectors 1 1 1 1 1 1 1 1 0 1 1 0 Detector Template Leading Detector (ft)40 40 40 40 40 40 40 361 0 40 361 0 Trailing Detector (ft)0 0 0 0 0 0 0 355 0 0 355 0 Detector 1 Position(ft)0 0 0 0 0 0 0 355 0 0 355 0 Detector 1 Size(ft)40 40 40 40 40 40 40 6 20 40 6 40 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)3.0 0.0 15.0 15.0 0.0 15.0 15.0 0.0 0.0 15.0 0.0 0.0 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Lanes, Volumes, Timings 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 6 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Split (s)15.0 15.0 14.0 22.0 37.0 16.0 14.0 27.0 22.0 16.0 29.0 29.0 Total Split (%)18.8% 18.8% 17.5% 27.5% 46.3% 20.0% 17.5% 33.8% 27.5% 20.0% 36.3% 36.3% Maximum Green (s)8.2 8.2 8.2 16.6 30.2 10.2 8.2 20.8 16.6 10.2 22.8 22.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lag Lead Lag Lag Lead Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.2 9.2 16.4 16.4 27.9 43.9 9.0 26.1 43.6 11.0 28.1 28.1 Actuated g/C Ratio 0.12 0.12 0.20 0.20 0.35 0.55 0.11 0.33 0.54 0.14 0.35 0.35 v/c Ratio 0.15 0.24 0.54 0.90 0.01 0.08 0.02 0.74 0.39 0.87 0.47 0.01 Control Delay 34.0 35.2 21.7 61.7 14.8 7.3 25.2 19.4 4.4 70.6 23.2 19.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 34.0 35.2 21.7 61.7 14.8 7.3 25.2 19.4 4.4 70.6 23.2 19.5 LOS C D C E B A C B A E C B Approach Delay 25.6 52.4 15.3 35.6 Approach LOS C D B D Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 65 (81%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 27.9 Intersection LOS: C Intersection Capacity Utilization 65.4%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings 4: Chair Road & Site Access #1 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 7 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)36 410 437 199 196 37 Future Volume (vph)36 410 437 199 196 37 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 100 0 0 Storage Lanes 1 1 1 0 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 0.979 Flt Protected 0.950 0.960 Satd. Flow (prot)1770 1810 1845 1583 1751 0 Flt Permitted 0.950 0.960 Satd. Flow (perm)1770 1810 1845 1583 1751 0 Link Speed (mph)35 35 25 Link Distance (ft)1496 488 391 Travel Time (s)29.1 9.5 10.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)40 456 486 221 218 41 Shared Lane Traffic (%) Lane Group Flow (vph)40 456 486 221 259 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft)12 12 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)60 60 60 60 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 49.4%ICU Level of Service A Analysis Period (min) 15 HCM 2010 TWSC 4: Chair Road & Site Access #1 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 8 Intersection Int Delay, s/veh 14.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 36 410 437 199 196 37 Future Vol, veh/h 36 410 437 199 196 37 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 -- 100 0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 40 456 486 221 218 41 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 707 0 -0 1022 486 Stage 1 ---- 486 - Stage 2 ---- 536 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 891 --- 261 581 Stage 1 ---- 618 - Stage 2 ---- 587 - Platoon blocked, %--- Mov Cap-1 Maneuver 891 --- 249 581 Mov Cap-2 Maneuver ---- 249 - Stage 1 ---- 590 - Stage 2 ---- 587 - Approach EB WB SB HCM Control Delay, s 0.7 0 81.5 HCM LOS F Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)891 --- 274 HCM Lane V/C Ratio 0.045 --- 0.945 HCM Control Delay (s)9.2 --- 81.5 HCM Lane LOS A ---F HCM 95th %tile Q(veh)0.1 ---9 Lanes, Volumes, Timings 5: Chair Road & Site Access #2 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 9 Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)13 593 623 264 266 13 Future Volume (vph)13 593 623 264 266 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 100 0 0 Storage Lanes 1 1 1 1 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)1770 1810 1845 1583 1770 1583 Flt Permitted 0.218 0.950 Satd. Flow (perm)406 1810 1845 1583 1770 1583 Right Turn on Red Yes Yes Satd. Flow (RTOR)254 14 Link Speed (mph)35 35 25 Link Distance (ft)488 788 450 Travel Time (s)9.5 15.4 12.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)14 659 692 293 296 14 Shared Lane Traffic (%) Lane Group Flow (vph)14 659 692 293 296 14 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(ft)24 24 12 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)60 60 60 60 Number of Detectors 1 2 2 1 1 1 Detector Template Left Thru Thru Right Left Right Leading Detector (ft)20 100 100 20 20 20 Trailing Detector (ft)0 0 0 0 0 0 Detector 1 Position(ft)0 0 0 0 0 0 Detector 1 Size(ft)20 6 6 20 20 20 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s)0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft)94 94 Detector 2 Size(ft)6 6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s)0.0 0.0 Turn Type Perm NA NA Perm Perm Perm Protected Phases 2 6 Lanes, Volumes, Timings 5: Chair Road & Site Access #2 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 10 Lane Group EBL EBT WBT WBR SBL SBR Permitted Phases 2 6 4 4 Detector Phase 2 2 6 6 4 4 Switch Phase Minimum Initial (s)10.0 10.0 7.0 7.0 7.0 7.0 Minimum Split (s)25.0 25.0 25.0 25.0 25.0 25.0 Total Split (s)35.0 35.0 25.0 25.0 25.0 25.0 Total Split (%)58.3% 58.3% 41.7% 41.7% 41.7% 41.7% Maximum Green (s)28.0 28.0 18.0 18.0 18.0 18.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead-Lag Optimize? Vehicle Extension (s)3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max C-Max C-Max Max Max Walk Time (s)7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s)11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)0 0 0 0 0 0 Act Effct Green (s)30.0 30.0 30.0 30.0 20.0 20.0 Actuated g/C Ratio 0.50 0.50 0.50 0.50 0.33 0.33 v/c Ratio 0.07 0.73 0.75 0.32 0.50 0.03 Control Delay 8.9 17.8 18.7 3.0 19.6 7.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 8.9 17.8 18.7 3.0 19.6 7.6 LOS A B B A B A Approach Delay 17.6 14.0 19.1 Approach LOS B B B Intersection Summary Area Type:Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:EBTL and 6:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 16.0 Intersection LOS: B Intersection Capacity Utilization 55.9%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 5: Chair Road & Site Access #2 Lanes, Volumes, Timings 7: I-140 Inner Loop 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 11 Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 462 0 0 0 486 Future Volume (vph)0 462 0 0 0 486 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 100 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 513 0 0 0 540 Shared Lane Traffic (%) Lane Group Flow (vph)0 513 0 0 0 540 Enter Blocked Intersection No Yes No No No Yes Lane Alignment Left Left Left Right Left Right Median Width(ft)0 0 0 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)15 9 15 25 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 27.6%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings 17: I-140 Exit Ramp 03/25/2024 2026 Build PM Peak Moores Crossing 12:04 pm 11/30/2021 Scenario 1 IMP PM Synchro 11 Report Kimley-Horn Page 12 Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 456 0 341 0 0 Future Volume (vph)0 456 0 341 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 507 0 379 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 507 0 379 0 0 Enter Blocked Intersection No Yes No Yes No No Lane Alignment Left Right Left Left Left Right Median Width(ft)12 12 0 Link Offset(ft)0 0 0 Crosswalk Width(ft)16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph)25 15 15 9 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.6%ICU Level of Service A Analysis Period (min) 15 Appendix J: Synchro Output: Build-Out (2026) Scenario 2 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)0 217 0 732 857 306 Future Volume (vph)0 217 0 732 857 306 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 100 Storage Lanes 0 1 0 0 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Frt 0.865 0.961 Flt Protected Satd. Flow (prot)0 1611 0 3406 3172 0 Flt Permitted Satd. Flow (perm)0 1611 0 3406 3172 0 Link Speed (mph)30 50 50 Link Distance (ft)665 1232 847 Travel Time (s)15.1 16.8 11.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%7%16% Adj. Flow (vph)0 241 0 813 952 340 Shared Lane Traffic (%) Lane Group Flow (vph)0 241 0 813 1292 0 Sign Control Stop Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 53.6%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 217 0 732 857 306 Future Vol, veh/h 0 217 0 732 857 306 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 ---- Veh in Median Storage, # 1 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 2 2 6 7 16 Mvmt Flow 0 241 0 813 952 340 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 646 -0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 6.94 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.32 ---- Pot Cap-1 Maneuver 0 414 0 --- Stage 1 0 -0 --- Stage 2 0 -0 --- Platoon blocked, %--- Mov Cap-1 Maneuver - 414 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 25.1 0 0 HCM LOS D Minor Lane/Major Mvmt NBTEBLn1 SBT SBR Capacity (veh/h)- 414 -- HCM Lane V/C Ratio - 0.582 -- HCM Control Delay (s)- 25.1 -- HCM Lane LOS -D -- HCM 95th %tile Q(veh)- 3.6 -- Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)239 123 87 277 39 234 265 298 180 72 805 79 Future Volume (vph)239 123 87 277 39 234 265 298 180 72 805 79 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)200 125 0 0 100 150 250 250 Storage Lanes 0 0 0 0 1 1 1 0 Taper Length (ft)200 25 100 300 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Frt 0.974 0.943 0.850 0.987 Flt Protected 0.974 0.975 0.950 0.950 Satd. Flow (prot)0 1767 0 0 1616 0 1770 3374 1482 1752 3373 0 Flt Permitted 0.613 0.649 0.292 0.950 Satd. Flow (perm)0 1112 0 0 1076 0 544 3374 1482 1752 3373 0 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1271 276 847 1125 Travel Time (s)24.8 7.5 11.6 15.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%9%2%8%2%7%9%3%6%2% Adj. Flow (vph)266 137 97 308 43 260 294 331 200 80 894 88 Shared Lane Traffic (%) Lane Group Flow (vph)0 500 0 0 611 0 294 331 200 80 982 0 Turn Type Perm NA Perm NA Perm NA Perm Prot NA Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 2 Detector Phase 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 14.0 14.0 14.0 7.0 14.0 Minimum Split (s)14.0 14.0 14.0 14.0 21.0 21.0 21.0 14.0 21.0 Total Split (s)34.0 34.0 34.0 34.0 29.0 29.0 29.0 17.0 46.0 Total Split (%)42.5% 42.5%42.5% 42.5%36.3% 36.3% 36.3% 21.3% 57.5% Maximum Green (s)27.0 27.0 27.0 27.0 22.0 22.0 22.0 10.0 39.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 2.0 2.0 6.0 6.0 6.0 2.0 6.0 Minimum Gap (s)3.0 3.0 2.0 2.0 3.1 3.1 3.1 2.0 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 15.0 15.0 15.0 0.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 30.0 30.0 30.0 0.0 30.0 Recall Mode None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s)29.0 29.0 28.5 28.5 28.5 10.3 41.0 Actuated g/C Ratio 0.36 0.36 0.36 0.36 0.36 0.13 0.51 v/c Ratio 1.24 1.57 1.52 0.28 0.38 0.36 0.57 Control Delay 154.5 291.4 285.0 20.7 23.8 38.1 21.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 154.5 291.4 285.0 20.7 23.8 38.1 21.5 LOS F F F C C D C Approach Delay 154.5 291.4 115.6 22.8 Approach LOS F F F C Queue Length 50th (ft)~315 ~439 ~217 64 77 44 189 Queue Length 95th (ft)#497 #635 #373 102 142 m63 231 Internal Link Dist (ft)1191 196 767 1045 Turn Bay Length (ft)100 150 250 Base Capacity (vph)403 390 193 1202 528 262 1728 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 1.24 1.57 1.52 0.28 0.38 0.31 0.57 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 41 (51%), Referenced to phase 2:NBTL and 6:SBT, Start of Yellow Natural Cycle: 130 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.57 Intersection Signal Delay: 125.0 Intersection LOS: F Intersection Capacity Utilization 90.4%ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Future Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm)1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1125 1296 Travel Time (s)44.6 10.9 15.3 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Adj. Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Shared Lane Traffic (%) Lane Group Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)21.0 21.0 21.0 15.0 36.0 21.0 21.0 23.0 15.0 21.0 23.0 23.0 Total Split (%)26.3% 26.3% 26.3% 18.8% 45.0% 26.3% 26.3% 28.8% 18.8% 26.3% 28.8% 28.8% Maximum Green (s)14.2 14.2 15.2 9.6 29.2 15.2 15.2 16.8 9.6 15.2 16.8 16.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.1 9.1 22.9 22.5 31.0 50.8 14.4 19.2 43.7 14.8 22.2 22.2 Actuated g/C Ratio 0.11 0.11 0.29 0.28 0.39 0.64 0.18 0.24 0.55 0.18 0.28 0.28 v/c Ratio 0.16 0.11 0.11 0.81 0.19 0.10 0.25 0.64 0.31 0.81 0.66 0.05 Control Delay 34.6 33.0 17.6 46.9 17.1 5.6 31.2 32.4 11.0 52.8 32.0 24.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.6 33.0 17.6 46.9 17.1 5.6 31.2 32.4 11.0 52.8 32.0 24.9 LOS C C B D B A C C B D C C Approach Delay 25.5 34.0 25.9 37.4 Approach LOS C C C D Queue Length 50th (ft)10 11 15 ~218 44 16 34 119 54 112 157 8 Queue Length 95th (ft)31 32 36 #398 82 32 m42 m114 m59 #218 #238 26 Internal Link Dist (ft)1554 320 1045 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)249 372 485 478 721 1009 354 804 809 319 945 439 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.06 0.10 0.81 0.19 0.10 0.23 0.64 0.31 0.74 0.66 0.05 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 51 (64%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 32.1 Intersection LOS: C Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)22 182 289 9 13 16 Future Volume (vph)22 182 289 9 13 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.996 0.924 Flt Protected 0.995 0.979 Satd. Flow (prot)0 1718 1724 0 1685 0 Flt Permitted 0.995 0.979 Satd. Flow (perm)0 1718 1724 0 1685 0 Link Speed (mph)35 35 25 Link Distance (ft)1109 600 1158 Travel Time (s)21.6 11.7 31.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)24 202 321 10 14 18 Shared Lane Traffic (%) Lane Group Flow (vph)0 226 331 0 32 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 38.0%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 182 289 9 13 16 Future Vol, veh/h 22 182 289 9 13 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 24 202 321 10 14 18 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 331 0 -0 576 326 Stage 1 ---- 326 - Stage 2 ---- 250 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1228 --- 479 715 Stage 1 ---- 731 - Stage 2 ---- 792 - Platoon blocked, %--- Mov Cap-1 Maneuver 1228 --- 468 715 Mov Cap-2 Maneuver ---- 468 - Stage 1 ---- 715 - Stage 2 ---- 792 - Approach EB WB SB HCM Control Delay, s 0.9 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1228 --- 578 HCM Lane V/C Ratio 0.02 --- 0.056 HCM Control Delay (s)8 0 -- 11.6 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0.1 --- 0.2 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)7 188 291 16 29 7 Future Volume (vph)7 188 291 16 29 7 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.993 0.973 Flt Protected 0.998 0.962 Satd. Flow (prot)0 1713 1722 0 1744 0 Flt Permitted 0.998 0.962 Satd. Flow (perm)0 1713 1722 0 1744 0 Link Speed (mph)35 35 25 Link Distance (ft)600 665 1065 Travel Time (s)11.7 13.0 29.0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)8 209 323 18 32 8 Shared Lane Traffic (%) Lane Group Flow (vph)0 217 341 0 40 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 26.3%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 7 188 291 16 29 7 Future Vol, veh/h 7 188 291 16 29 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 8 209 323 18 32 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 341 0 -0 557 332 Stage 1 ---- 332 - Stage 2 ---- 225 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1218 --- 491 710 Stage 1 ---- 727 - Stage 2 ---- 812 - Platoon blocked, %--- Mov Cap-1 Maneuver 1218 --- 488 710 Mov Cap-2 Maneuver ---- 488 - Stage 1 ---- 722 - Stage 2 ---- 812 - Approach EB WB SB HCM Control Delay, s 0.3 0 12.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1218 --- 520 HCM Lane V/C Ratio 0.006 --- 0.077 HCM Control Delay (s)8 0 -- 12.5 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.2 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 388 0 0 0 562 Future Volume (vph)0 388 0 0 0 562 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 1 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)276 698 542 Travel Time (s)4.2 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 431 0 0 0 624 Shared Lane Traffic (%) Lane Group Flow (vph)0 431 0 0 0 624 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 23.8%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 2 AM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 473 0 572 0 0 Future Volume (vph)0 473 0 572 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 526 0 636 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 526 0 636 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)0 240 0 1177 775 252 Future Volume (vph)0 240 0 1177 775 252 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 100 Storage Lanes 0 1 0 0 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Frt 0.865 0.963 Flt Protected Satd. Flow (prot)0 1550 0 3471 3218 0 Flt Permitted Satd. Flow (perm)0 1550 0 3471 3218 0 Link Speed (mph)35 50 50 Link Distance (ft)665 1232 847 Travel Time (s)13.0 16.8 11.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%6%2%4%9%5% Adj. Flow (vph)0 267 0 1308 861 280 Shared Lane Traffic (%) Lane Group Flow (vph)0 267 0 1308 1141 0 Sign Control Stop Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 51.0%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 240 0 1177 775 252 Future Vol, veh/h 0 240 0 1177 775 252 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 ---- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 6 2 4 9 5 Mvmt Flow 0 267 0 1308 861 280 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 571 -0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.02 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.36 ---- Pot Cap-1 Maneuver 0 454 0 --- Stage 1 0 -0 --- Stage 2 0 -0 --- Platoon blocked, %--- Mov Cap-1 Maneuver - 454 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 23.6 0 0 HCM LOS C Minor Lane/Major Mvmt NBTEBLn1 SBT SBR Capacity (veh/h)- 454 -- HCM Lane V/C Ratio - 0.587 -- HCM Control Delay (s)- 23.6 -- HCM Lane LOS -C -- HCM 95th %tile Q(veh)- 3.7 -- Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)338 135 146 220 54 232 461 467 244 170 660 122 Future Volume (vph)338 135 146 220 54 232 461 467 244 170 660 122 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)200 125 0 0 100 150 250 250 Storage Lanes 0 0 0 0 1 1 1 0 Taper Length (ft)200 25 100 300 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Frt 0.968 0.938 0.850 0.977 Flt Protected 0.973 0.979 0.950 0.950 Satd. Flow (prot)0 1754 0 0 1580 0 1770 3471 1568 1770 3347 0 Flt Permitted 0.584 0.735 0.274 0.950 Satd. Flow (perm)0 1053 0 0 1187 0 510 3471 1568 1770 3347 0 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)30 25 50 50 Link Distance (ft)1271 276 847 1125 Travel Time (s)28.9 7.5 11.6 15.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%15%2%8%2%4%3%2%6%2% Adj. Flow (vph)376 150 162 244 60 258 512 519 271 189 733 136 Shared Lane Traffic (%) Lane Group Flow (vph)0 688 0 0 562 0 512 519 271 189 869 0 Turn Type Perm NA Perm NA Perm NA Perm Prot NA Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 2 Detector Phase 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 14.0 14.0 14.0 7.0 14.0 Minimum Split (s)14.3 14.3 14.3 14.3 23.8 23.8 23.8 14.6 21.0 Total Split (s)26.0 26.0 26.0 26.0 39.4 39.4 39.4 14.6 54.0 Total Split (%)32.5% 32.5%32.5% 32.5%49.3% 49.3% 49.3% 18.3% 67.5% Maximum Green (s)19.0 19.0 19.0 19.0 32.4 32.4 32.4 7.6 47.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 2.0 2.0 6.0 6.0 6.0 2.0 6.0 Minimum Gap (s)3.0 3.0 2.0 2.0 3.1 3.1 3.1 2.0 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 15.0 15.0 15.0 0.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 30.0 30.0 30.0 0.0 30.0 Recall Mode None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s)21.0 21.0 34.4 34.4 34.4 9.6 49.0 Actuated g/C Ratio 0.26 0.26 0.43 0.43 0.43 0.12 0.61 v/c Ratio 2.49 1.81 2.34 0.35 0.40 0.89 0.42 Control Delay 701.6 399.6 634.9 16.1 18.0 63.7 4.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 701.6 399.6 634.9 16.1 18.0 63.7 4.9 LOS F F F B B E A Approach Delay 701.6 399.6 259.9 15.4 Approach LOS F F F B Queue Length 50th (ft)~581 ~429 ~325 88 90 88 48 Queue Length 95th (ft)#782 #619 #514 125 152 m#177 m55 Internal Link Dist (ft)1191 196 767 1045 Turn Bay Length (ft)100 150 250 Base Capacity (vph)276 311 219 1492 674 212 2050 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 2.49 1.81 2.34 0.35 0.40 0.89 0.42 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 56 (70%), Referenced to phase 2:NBTL and 6:SBT, Start of Yellow Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.49 Intersection Signal Delay: 294.2 Intersection LOS: F Intersection Capacity Utilization 109.0%ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 281 4 55 4 747 284 182 506 4 Future Volume (vph)22 47 158 281 4 55 4 747 284 182 506 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1125 1296 Travel Time (s)44.6 10.9 15.3 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Adj. Flow (vph)24 52 176 312 4 61 4 830 316 202 562 4 Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 312 4 61 4 830 316 202 562 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 22.0 37.0 16.0 14.0 27.0 22.0 16.0 29.0 29.0 Total Split (%)18.8% 18.8% 17.5% 27.5% 46.3% 20.0% 17.5% 33.8% 27.5% 20.0% 36.3% 36.3% Maximum Green (s)8.2 8.2 8.2 16.6 30.2 10.2 8.2 20.8 16.6 10.2 22.8 22.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.2 9.2 16.0 17.0 28.4 44.4 8.6 25.6 47.6 11.0 28.0 28.0 Actuated g/C Ratio 0.12 0.12 0.20 0.21 0.36 0.56 0.11 0.32 0.60 0.14 0.35 0.35 v/c Ratio 0.15 0.24 0.56 0.87 0.01 0.08 0.02 0.76 0.36 0.87 0.47 0.01 Control Delay 34.0 35.2 22.3 56.2 14.5 7.1 30.8 14.6 3.6 70.6 23.4 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.0 35.2 22.3 56.2 14.5 7.1 30.8 14.6 3.6 70.6 23.4 19.8 LOS C D C E B A C B A E C B Approach Delay 26.1 47.8 11.7 35.8 Approach LOS C D B D Queue Length 50th (ft)11 24 39 149 1 12 2 166 24 100 122 1 Queue Length 95th (ft)33 57 69 #292 7 26 m2 m131 m27 #219 173 8 Internal Link Dist (ft)1554 320 1045 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)175 232 325 370 745 780 199 1098 880 231 1191 553 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.22 0.54 0.84 0.01 0.08 0.02 0.76 0.36 0.87 0.47 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 25.7 Intersection LOS: C Intersection Capacity Utilization 65.5%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)35 163 224 14 26 36 Future Volume (vph)35 163 224 14 26 36 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.992 0.922 Flt Protected 0.991 0.979 Satd. Flow (prot)0 1802 1831 0 1681 0 Flt Permitted 0.991 0.979 Satd. Flow (perm)0 1802 1831 0 1681 0 Link Speed (mph)35 35 25 Link Distance (ft)1109 600 1158 Travel Time (s)21.6 11.7 31.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)39 181 249 16 29 40 Shared Lane Traffic (%) Lane Group Flow (vph)0 220 265 0 69 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 36.8%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 163 224 14 26 36 Future Vol, veh/h 35 163 224 14 26 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 39 181 249 16 29 40 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 265 0 -0 516 257 Stage 1 ---- 257 - Stage 2 ---- 259 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1299 --- 519 782 Stage 1 ---- 786 - Stage 2 ---- 784 - Platoon blocked, %--- Mov Cap-1 Maneuver 1299 --- 502 782 Mov Cap-2 Maneuver ---- 502 - Stage 1 ---- 760 - Stage 2 ---- 784 - Approach EB WB SB HCM Control Delay, s 1.4 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1299 --- 634 HCM Lane V/C Ratio 0.03 --- 0.109 HCM Control Delay (s)7.9 0 -- 11.4 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0.1 --- 0.4 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)13 176 226 26 64 12 Future Volume (vph)13 176 226 26 64 12 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.986 0.979 Flt Protected 0.997 0.959 Satd. Flow (prot)0 1808 1821 0 1749 0 Flt Permitted 0.997 0.959 Satd. Flow (perm)0 1808 1821 0 1749 0 Link Speed (mph)35 35 25 Link Distance (ft)600 665 1065 Travel Time (s)11.7 13.0 29.0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)14 196 251 29 71 13 Shared Lane Traffic (%) Lane Group Flow (vph)0 210 280 0 84 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 30.9%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 13 176 226 26 64 12 Future Vol, veh/h 13 176 226 26 64 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 14 196 251 29 71 13 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 280 0 -0 490 266 Stage 1 ---- 266 - Stage 2 ---- 224 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1283 --- 537 773 Stage 1 ---- 779 - Stage 2 ---- 813 - Platoon blocked, %--- Mov Cap-1 Maneuver 1283 --- 531 773 Mov Cap-2 Maneuver ---- 531 - Stage 1 ---- 770 - Stage 2 ---- 813 - Approach EB WB SB HCM Control Delay, s 0.5 0 12.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1283 --- 559 HCM Lane V/C Ratio 0.011 --- 0.151 HCM Control Delay (s)7.8 0 -- 12.6 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.5 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 462 0 0 0 485 Future Volume (vph)0 462 0 0 0 485 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 1 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)276 698 542 Travel Time (s)4.2 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 513 0 0 0 539 Shared Lane Traffic (%) Lane Group Flow (vph)0 513 0 0 0 539 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 27.6%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 2 PM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 456 0 344 0 0 Future Volume (vph)0 456 0 344 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 507 0 382 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 507 0 382 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.6%ICU Level of Service A Analysis Period (min) 15 Appendix I: Synchro Output: Build-Out (2026) Scenario 1 Build-Out IMP (2026) Scenario 2 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)0 217 0 732 857 306 Future Volume (vph)0 217 0 732 857 306 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 100 Storage Lanes 0 1 0 1 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.865 0.850 Flt Protected Satd. Flow (prot)0 1611 0 3406 3374 1392 Flt Permitted Satd. Flow (perm)0 1611 0 3406 3374 1392 Link Speed (mph)35 50 50 Link Distance (ft)665 1232 847 Travel Time (s)13.0 16.8 11.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%7%16% Adj. Flow (vph)0 241 0 813 952 340 Shared Lane Traffic (%) Lane Group Flow (vph)0 241 0 813 952 340 Sign Control Stop Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 43.8%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 217 0 732 857 306 Future Vol, veh/h 0 217 0 732 857 306 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 --- 100 Veh in Median Storage, # 1 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 2 2 6 7 16 Mvmt Flow 0 241 0 813 952 340 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 476 -0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 6.94 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.32 ---- Pot Cap-1 Maneuver 0 535 0 --- Stage 1 0 -0 --- Stage 2 0 -0 --- Platoon blocked, %--- Mov Cap-1 Maneuver - 535 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 17.1 0 0 HCM LOS C Minor Lane/Major Mvmt NBTEBLn1 SBT SBR Capacity (veh/h)- 535 -- HCM Lane V/C Ratio - 0.451 -- HCM Control Delay (s)- 17.1 -- HCM Lane LOS -C -- HCM 95th %tile Q(veh)- 2.3 -- Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)239 123 87 277 39 234 265 298 180 72 805 79 Future Volume (vph)239 123 87 277 39 234 265 298 180 72 805 79 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)200 125 0 0 225 150 250 250 Storage Lanes 2 1 1 1 2 1 1 1 Taper Length (ft)200 25 200 300 Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)3433 1863 1583 1656 1863 1495 3433 3374 1482 1752 3406 1583 Flt Permitted 0.950 0.950 0.950 0.950 Satd. Flow (perm)3433 1863 1583 1656 1863 1495 3433 3374 1482 1752 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1271 276 847 1125 Travel Time (s)24.8 7.5 11.6 15.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%9%2%8%2%7%9%3%6%2% Adj. Flow (vph)266 137 97 308 43 260 294 331 200 80 894 88 Shared Lane Traffic (%) Lane Group Flow (vph)266 137 97 308 43 260 294 331 200 80 894 88 Turn Type Prot NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 5 3 8 1 5 2 3 1 6 7 Permitted Phases 4 8 2 6 Detector Phase 7 4 5 3 8 1 5 2 3 1 6 7 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 14.0 14.0 14.0 14.0 21.0 14.0 14.0 21.0 14.0 Total Split (s)16.0 14.0 14.0 23.0 21.0 19.0 14.0 24.0 23.0 19.0 29.0 16.0 Total Split (%)20.0% 17.5% 17.5% 28.8% 26.3% 23.8% 17.5% 30.0% 28.8% 23.8% 36.3% 20.0% Maximum Green (s)9.0 7.0 7.0 16.0 14.0 12.0 7.0 17.0 16.0 12.0 22.0 9.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lag Lag Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 3.0 2.0 2.0 2.0 3.0 6.0 2.0 2.0 6.0 3.0 Minimum Gap (s)3.0 3.0 3.0 2.0 2.0 2.0 3.0 3.1 2.0 2.0 3.1 3.0 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 0.0 Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)18.9 9.0 18.4 17.5 13.2 23.6 9.4 19.5 42.0 14.0 24.1 48.0 Actuated g/C Ratio 0.24 0.11 0.23 0.22 0.16 0.30 0.12 0.24 0.52 0.18 0.30 0.60 v/c Ratio 0.33 0.66 0.27 0.85 0.14 0.59 0.73 0.40 0.26 0.26 0.87 0.09 Control Delay 29.8 50.5 15.0 53.5 28.1 21.1 46.3 27.3 11.6 17.5 24.4 3.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 29.8 50.5 15.0 53.5 28.1 21.1 46.3 27.3 11.6 17.5 24.4 3.3 LOS C D B D C C D C B B C A Approach Delay 32.6 37.9 30.3 22.2 Approach LOS C D C C Queue Length 50th (ft)64 67 20 147 18 51 74 73 51 20 118 13 Queue Length 95th (ft)102 #142 41 #281 44 86 #131 112 91 m41 m#200 m19 Internal Link Dist (ft)1191 196 767 1045 Turn Bay Length (ft)200 125 225 150 250 250 Base Capacity (vph)809 209 364 372 372 440 404 824 769 306 1026 949 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.33 0.66 0.27 0.83 0.12 0.59 0.73 0.40 0.26 0.26 0.87 0.09 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 69 (86%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 29.3 Intersection LOS: C Intersection Capacity Utilization 68.3%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Future Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm)1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1125 1296 Travel Time (s)44.6 10.9 15.3 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Adj. Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Shared Lane Traffic (%) Lane Group Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 25.0 40.0 17.0 14.0 23.0 25.0 17.0 26.0 26.0 Total Split (%)18.8% 18.8% 17.5% 31.3% 50.0% 21.3% 17.5% 28.8% 31.3% 21.3% 32.5% 32.5% Maximum Green (s)8.2 8.2 8.2 19.6 33.2 11.2 8.2 16.8 19.6 11.2 19.8 19.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lag Lag Lead Lag Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.0 9.0 17.3 20.6 29.1 46.1 8.8 23.9 49.5 12.0 29.7 29.7 Actuated g/C Ratio 0.11 0.11 0.22 0.26 0.36 0.58 0.11 0.30 0.62 0.15 0.37 0.37 v/c Ratio 0.16 0.11 0.14 0.89 0.20 0.11 0.41 0.52 0.28 0.99 0.50 0.04 Control Delay 34.7 33.1 23.0 53.2 16.4 6.5 41.6 21.8 6.1 93.6 24.2 22.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.7 33.1 23.0 53.2 16.4 6.5 41.6 21.8 6.1 93.6 24.2 22.2 LOS C C C D B A D C A F C C Approach Delay 28.3 37.9 19.0 42.8 Approach LOS C D B D Queue Length 50th (ft)10 11 18 185 40 16 41 98 29 120 148 8 Queue Length 95th (ft)32 32 42 #352 74 32 m82 134 101 #260 206 25 Internal Link Dist (ft)1554 320 1045 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)156 232 346 446 815 894 199 998 905 239 1264 587 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.10 0.14 0.87 0.17 0.11 0.40 0.52 0.28 0.99 0.50 0.04 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 76 (95%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 32.7 Intersection LOS: C Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)22 182 289 9 13 16 Future Volume (vph)22 182 289 9 13 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.996 0.924 Flt Protected 0.995 0.979 Satd. Flow (prot)0 1718 1724 0 1685 0 Flt Permitted 0.995 0.979 Satd. Flow (perm)0 1718 1724 0 1685 0 Link Speed (mph)35 35 25 Link Distance (ft)1109 600 1158 Travel Time (s)21.6 11.7 31.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)24 202 321 10 14 18 Shared Lane Traffic (%) Lane Group Flow (vph)0 226 331 0 32 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 38.0%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 182 289 9 13 16 Future Vol, veh/h 22 182 289 9 13 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 24 202 321 10 14 18 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 331 0 -0 576 326 Stage 1 ---- 326 - Stage 2 ---- 250 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1228 --- 479 715 Stage 1 ---- 731 - Stage 2 ---- 792 - Platoon blocked, %--- Mov Cap-1 Maneuver 1228 --- 468 715 Mov Cap-2 Maneuver ---- 468 - Stage 1 ---- 715 - Stage 2 ---- 792 - Approach EB WB SB HCM Control Delay, s 0.9 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1228 --- 578 HCM Lane V/C Ratio 0.02 --- 0.056 HCM Control Delay (s)8 0 -- 11.6 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0.1 --- 0.2 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)7 188 291 16 29 7 Future Volume (vph)7 188 291 16 29 7 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.993 0.973 Flt Protected 0.998 0.962 Satd. Flow (prot)0 1713 1722 0 1744 0 Flt Permitted 0.998 0.962 Satd. Flow (perm)0 1713 1722 0 1744 0 Link Speed (mph)35 35 25 Link Distance (ft)600 665 1065 Travel Time (s)11.7 13.0 29.0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)8 209 323 18 32 8 Shared Lane Traffic (%) Lane Group Flow (vph)0 217 341 0 40 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 26.3%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 7 188 291 16 29 7 Future Vol, veh/h 7 188 291 16 29 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 8 209 323 18 32 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 341 0 -0 557 332 Stage 1 ---- 332 - Stage 2 ---- 225 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1218 --- 491 710 Stage 1 ---- 727 - Stage 2 ---- 812 - Platoon blocked, %--- Mov Cap-1 Maneuver 1218 --- 488 710 Mov Cap-2 Maneuver ---- 488 - Stage 1 ---- 722 - Stage 2 ---- 812 - Approach EB WB SB HCM Control Delay, s 0.3 0 12.5 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1218 --- 520 HCM Lane V/C Ratio 0.006 --- 0.077 HCM Control Delay (s)8 0 -- 12.5 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.2 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 388 0 0 0 562 Future Volume (vph)0 388 0 0 0 562 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 1 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)276 698 542 Travel Time (s)4.2 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 431 0 0 0 624 Shared Lane Traffic (%) Lane Group Flow (vph)0 431 0 0 0 624 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 23.8%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 2 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 473 0 572 0 0 Future Volume (vph)0 473 0 572 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 526 0 636 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 526 0 636 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)0 240 0 1177 775 252 Future Volume (vph)0 240 0 1177 775 252 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 100 Storage Lanes 0 1 0 1 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.865 0.850 Flt Protected Satd. Flow (prot)0 1550 0 3471 3312 1538 Flt Permitted Satd. Flow (perm)0 1550 0 3471 3312 1538 Link Speed (mph)35 50 50 Link Distance (ft)665 1232 847 Travel Time (s)13.0 16.8 11.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%6%2%4%9%5% Adj. Flow (vph)0 267 0 1308 861 280 Shared Lane Traffic (%) Lane Group Flow (vph)0 267 0 1308 861 280 Sign Control Stop Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 43.0%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 0 240 0 1177 775 252 Future Vol, veh/h 0 240 0 1177 775 252 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length -0 --- 100 Veh in Median Storage, # 1 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 6 2 4 9 5 Mvmt Flow 0 267 0 1308 861 280 Major/Minor Minor2 Major1 Major2 Conflicting Flow All - 431 -0 -0 Stage 1 ------ Stage 2 ------ Critical Hdwy - 7.02 ---- Critical Hdwy Stg 1 ------ Critical Hdwy Stg 2 ------ Follow-up Hdwy - 3.36 ---- Pot Cap-1 Maneuver 0 562 0 --- Stage 1 0 -0 --- Stage 2 0 -0 --- Platoon blocked, %--- Mov Cap-1 Maneuver - 562 ---- Mov Cap-2 Maneuver ------ Stage 1 ------ Stage 2 ------ Approach EB NB SB HCM Control Delay, s 17.1 0 0 HCM LOS C Minor Lane/Major Mvmt NBTEBLn1 SBT SBR Capacity (veh/h)- 562 -- HCM Lane V/C Ratio - 0.474 -- HCM Control Delay (s)- 17.1 -- HCM Lane LOS -C -- HCM 95th %tile Q(veh)- 2.5 -- Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)338 135 146 220 54 232 461 467 244 170 660 122 Future Volume (vph)338 135 146 220 54 232 461 467 244 170 660 122 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)200 125 0 0 225 150 250 250 Storage Lanes 2 1 1 1 2 1 1 1 Taper Length (ft)200 25 200 300 Lane Util. Factor 0.97 1.00 1.00 1.00 1.00 1.00 0.97 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)3433 1863 1583 1570 1863 1495 3433 3471 1568 1770 3406 1583 Flt Permitted 0.950 0.950 0.950 0.950 Satd. Flow (perm)3433 1863 1583 1570 1863 1495 3433 3471 1568 1770 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1271 276 847 1125 Travel Time (s)24.8 7.5 11.6 15.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%15%2%8%2%4%3%2%6%2% Adj. Flow (vph)376 150 162 244 60 258 512 519 271 189 733 136 Shared Lane Traffic (%) Lane Group Flow (vph)376 150 162 244 60 258 512 519 271 189 733 136 Turn Type Prot NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 4 5 3 8 1 5 2 3 1 6 7 Permitted Phases 4 8 2 6 Detector Phase 7 4 5 3 8 1 5 2 3 1 6 7 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 14.0 14.0 14.0 14.0 21.0 14.0 14.0 21.0 14.0 Total Split (s)19.0 14.0 20.0 21.0 16.0 20.0 20.0 25.0 21.0 20.0 25.0 19.0 Total Split (%)23.8% 17.5% 25.0% 26.3% 20.0% 25.0% 25.0% 31.3% 26.3% 25.0% 31.3% 23.8% Maximum Green (s)12.0 7.0 13.0 14.0 9.0 13.0 13.0 18.0 14.0 13.0 18.0 12.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lead Lag Lag Lead Lead Lag Lag Lead Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 3.0 2.0 2.0 2.0 3.0 6.0 2.0 2.0 6.0 3.0 Minimum Gap (s)3.0 3.0 3.0 2.0 2.0 2.0 3.0 3.1 2.0 2.0 3.1 3.0 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 0.0 Recall Mode None None None None None None None C-Max None None C-Max None Act Effct Green (s)19.8 9.0 24.0 15.4 10.2 24.2 15.0 21.1 36.4 14.6 20.7 45.4 Actuated g/C Ratio 0.25 0.11 0.30 0.19 0.13 0.30 0.19 0.26 0.46 0.18 0.26 0.57 v/c Ratio 0.44 0.72 0.34 0.81 0.25 0.57 0.80 0.57 0.38 0.59 0.83 0.15 Control Delay 29.4 55.2 13.2 52.9 34.0 27.3 41.9 28.8 9.1 31.6 33.2 10.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 29.4 55.2 13.2 52.9 34.0 27.3 41.9 28.8 9.1 31.6 33.2 10.7 LOS C E B D C C D C A C C B Approach Delay 31.2 39.2 29.9 30.0 Approach LOS C D C C Queue Length 50th (ft)90 74 30 116 27 94 127 120 43 80 158 41 Queue Length 95th (ft)135 #161 55 #229 62 159 #198 171 73 m107 m#261 m68 Internal Link Dist (ft)1191 196 767 1045 Turn Bay Length (ft)200 125 225 150 250 250 Base Capacity (vph)847 209 474 314 256 459 643 914 726 331 879 898 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.44 0.72 0.34 0.78 0.23 0.56 0.80 0.57 0.37 0.57 0.83 0.15 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 50 (63%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 31.6 Intersection LOS: C Intersection Capacity Utilization 67.4%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 281 4 55 4 747 284 182 506 4 Future Volume (vph)22 47 158 281 4 55 4 747 284 182 506 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1125 1296 Travel Time (s)44.6 10.9 15.3 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Adj. Flow (vph)24 52 176 312 4 61 4 830 316 202 562 4 Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 312 4 61 4 830 316 202 562 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 22.0 37.0 16.0 14.0 27.0 22.0 16.0 29.0 29.0 Total Split (%)18.8% 18.8% 17.5% 27.5% 46.3% 20.0% 17.5% 33.8% 27.5% 20.0% 36.3% 36.3% Maximum Green (s)8.2 8.2 8.2 16.6 30.2 10.2 8.2 20.8 16.6 10.2 22.8 22.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.2 9.2 19.6 16.4 27.9 43.9 8.1 26.1 43.6 11.0 29.0 29.0 Actuated g/C Ratio 0.12 0.12 0.24 0.20 0.35 0.55 0.10 0.33 0.54 0.14 0.36 0.36 v/c Ratio 0.15 0.24 0.45 0.90 0.01 0.08 0.02 0.74 0.39 0.87 0.46 0.01 Control Delay 34.0 35.2 28.4 61.7 14.8 7.3 30.8 22.1 7.0 70.6 22.4 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.0 35.2 28.4 61.7 14.8 7.3 30.8 22.1 7.0 70.6 22.4 19.2 LOS C D C E B A C C A E C B Approach Delay 30.3 52.4 18.0 35.1 Approach LOS C D B D Queue Length 50th (ft)11 24 72 152 1 12 2 165 72 100 116 1 Queue Length 95th (ft)33 57 123 #292 7 26 m3 #297 113 #219 173 8 Internal Link Dist (ft)1554 320 1045 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)175 232 404 358 745 769 199 1123 806 231 1234 573 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.22 0.44 0.87 0.01 0.08 0.02 0.74 0.39 0.87 0.46 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 29.5 Intersection LOS: C Intersection Capacity Utilization 65.5%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)35 163 224 14 26 36 Future Volume (vph)35 163 224 14 26 36 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.992 0.922 Flt Protected 0.991 0.979 Satd. Flow (prot)0 1031 1831 0 1681 0 Flt Permitted 0.991 0.979 Satd. Flow (perm)0 1031 1831 0 1681 0 Link Speed (mph)35 35 25 Link Distance (ft)1109 600 1158 Travel Time (s)21.6 11.7 31.6 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2% 100%3%2%2%2% Adj. Flow (vph)39 181 249 16 29 40 Shared Lane Traffic (%) Lane Group Flow (vph)0 220 265 0 69 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 36.8%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 163 224 14 26 36 Future Vol, veh/h 35 163 224 14 26 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 100 3 2 2 2 Mvmt Flow 39 181 249 16 29 40 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 265 0 -0 516 257 Stage 1 ---- 257 - Stage 2 ---- 259 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1299 --- 519 782 Stage 1 ---- 786 - Stage 2 ---- 784 - Platoon blocked, %--- Mov Cap-1 Maneuver 1299 --- 502 782 Mov Cap-2 Maneuver ---- 502 - Stage 1 ---- 760 - Stage 2 ---- 784 - Approach EB WB SB HCM Control Delay, s 1.4 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1299 --- 634 HCM Lane V/C Ratio 0.03 --- 0.109 HCM Control Delay (s)7.9 0 -- 11.4 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0.1 --- 0.4 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)13 176 226 26 64 12 Future Volume (vph)13 176 226 26 64 12 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.986 0.979 Flt Protected 0.997 0.959 Satd. Flow (prot)0 979 1821 0 1749 0 Flt Permitted 0.997 0.959 Satd. Flow (perm)0 979 1821 0 1749 0 Link Speed (mph)35 35 25 Link Distance (ft)600 665 1065 Travel Time (s)11.7 13.0 29.0 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2% 100%3%2%2%2% Adj. Flow (vph)14 196 251 29 71 13 Shared Lane Traffic (%) Lane Group Flow (vph)0 210 280 0 84 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 30.9%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 13 176 226 26 64 12 Future Vol, veh/h 13 176 226 26 64 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 100 3 2 2 2 Mvmt Flow 14 196 251 29 71 13 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 280 0 -0 490 266 Stage 1 ---- 266 - Stage 2 ---- 224 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1283 --- 537 773 Stage 1 ---- 779 - Stage 2 ---- 813 - Platoon blocked, %--- Mov Cap-1 Maneuver 1283 --- 531 773 Mov Cap-2 Maneuver ---- 531 - Stage 1 ---- 770 - Stage 2 ---- 813 - Approach EB WB SB HCM Control Delay, s 0.5 0 12.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1283 --- 559 HCM Lane V/C Ratio 0.011 --- 0.151 HCM Control Delay (s)7.8 0 -- 12.6 HCM Lane LOS A A --B HCM 95th %tile Q(veh)0 --- 0.5 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 462 0 0 0 485 Future Volume (vph)0 462 0 0 0 485 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 1 0 Storage Lanes 0 0 1 2 Taper Length (ft)25 100 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.88 Frt 0.850 Flt Protected Satd. Flow (prot)0 1863 0 0 0 2787 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 2787 Link Speed (mph)45 30 25 Link Distance (ft)276 698 542 Travel Time (s)4.2 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 513 0 0 0 539 Shared Lane Traffic (%) Lane Group Flow (vph)0 513 0 0 0 539 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 27.6%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 2 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 456 0 344 0 0 Future Volume (vph)0 456 0 344 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 507 0 382 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 507 0 382 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.6%ICU Level of Service A Analysis Period (min) 15 Appendix K: Synchro Output: Build-Out (2026) Scenario 3 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)285 210 197 536 864 306 Future Volume (vph)285 210 197 536 864 306 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 100 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Frt 0.850 0.961 Flt Protected 0.950 0.950 Satd. Flow (prot)1492 1583 1770 3406 3172 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1492 1583 1770 3406 3172 0 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)713 1171 871 Travel Time (s)13.9 16.0 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)21%2%2%6%7%16% Adj. Flow (vph)317 233 219 596 960 340 Shared Lane Traffic (%) Lane Group Flow (vph)317 233 219 596 1300 0 Turn Type Prot pm+ov Prot NA NA Protected Phases 4 5 5 2 6 Permitted Phases 4 Detector Phase 4 5 5 2 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 Minimum Split (s)14.0 14.0 14.0 21.0 25.0 Total Split (s)23.0 15.0 15.0 57.0 42.0 Total Split (%)28.8% 18.8% 18.8% 71.3% 52.5% Maximum Green (s)16.0 8.0 8.0 50.0 35.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max Act Effct Green (s)18.0 33.0 10.0 52.0 37.0 Actuated g/C Ratio 0.22 0.41 0.12 0.65 0.46 v/c Ratio 0.95 0.36 0.99 0.27 0.89 Control Delay 70.7 18.2 96.8 6.3 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 70.7 18.2 96.8 6.3 19.8 LOS E B F A B Approach Delay 48.4 30.6 19.8 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Approach LOS D C B Queue Length 50th (ft)157 78 111 57 229 Queue Length 95th (ft)#311 133 #247 81 m297 Internal Link Dist (ft)633 1091 791 Turn Bay Length (ft)100 150 Base Capacity (vph)335 652 221 2213 1467 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.95 0.36 0.99 0.27 0.89 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 29.0 Intersection LOS: C Intersection Capacity Utilization 72.9%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Castle Hayne Road & Old Chair Road Alignment Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)74 0 90 280 39 230 69 459 304 72 805 79 Future Volume (vph)74 0 90 280 39 230 69 459 304 72 805 79 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 0 0 100 150 250 250 Storage Lanes 0 0 0 0 1 1 1 0 Taper Length (ft)0 100 100 300 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Frt 0.926 0.943 0.850 0.987 Flt Protected 0.978 0.975 0.950 0.950 Satd. Flow (prot)0 1687 0 0 1616 0 1770 3374 1482 1752 3373 0 Flt Permitted 0.673 0.759 0.200 0.950 Satd. Flow (perm)0 1161 0 0 1258 0 373 3374 1482 1752 3373 0 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1580 258 871 1107 Travel Time (s)30.8 7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%9%2%8%2%7%9%3%6%2% Adj. Flow (vph)82 0 100 311 43 256 77 510 338 80 894 88 Shared Lane Traffic (%) Lane Group Flow (vph)0 182 0 0 610 0 77 510 338 80 982 0 Turn Type Perm NA Perm NA Perm NA Perm Prot NA Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 2 Detector Phase 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 14.0 14.0 14.0 7.0 14.0 Minimum Split (s)14.0 14.0 14.3 14.3 21.0 21.0 21.0 14.0 21.0 Total Split (s)42.4 42.4 42.4 42.4 23.6 23.6 23.6 14.0 37.6 Total Split (%)53.0% 53.0%53.0% 53.0%29.5% 29.5% 29.5% 17.5% 47.0% Maximum Green (s)35.4 35.4 35.4 35.4 16.6 16.6 16.6 7.0 30.6 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 2.0 2.0 6.0 6.0 6.0 2.0 6.0 Minimum Gap (s)3.0 3.0 2.0 2.0 3.1 3.1 3.1 2.0 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 15.0 15.0 15.0 0.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 30.0 30.0 30.0 0.0 30.0 Recall Mode None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s)37.4 37.4 21.4 21.4 21.4 9.0 32.6 Actuated g/C Ratio 0.47 0.47 0.27 0.27 0.27 0.11 0.41 v/c Ratio 0.34 1.04 0.78 0.57 0.85 0.41 0.71 Control Delay 15.7 71.2 70.2 21.3 44.0 23.5 11.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 15.7 71.2 70.2 21.3 44.0 23.5 11.6 LOS B E E C D C B Approach Delay 15.7 71.2 33.7 12.5 Approach LOS B E C B Queue Length 50th (ft)55 ~334 29 101 127 32 109 Queue Length 95th (ft)102 #529 m#95 m125 m#290 m52 m115 Internal Link Dist (ft)1500 178 791 1027 Turn Bay Length (ft)100 150 250 Base Capacity (vph)542 588 99 902 396 197 1374 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.34 1.04 0.78 0.57 0.85 0.41 0.71 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 52 (65%), Referenced to phase 2:NBTL and 6:SBT, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 32.6 Intersection LOS: C Intersection Capacity Utilization 87.2%ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Future Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm)1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Adj. Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Shared Lane Traffic (%) Lane Group Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 25.0 40.0 17.0 14.0 23.0 25.0 17.0 26.0 26.0 Total Split (%)18.8% 18.8% 17.5% 31.3% 50.0% 21.3% 17.5% 28.8% 31.3% 21.3% 32.5% 32.5% Maximum Green (s)8.2 8.2 8.2 19.6 33.2 11.2 8.2 16.8 19.6 11.2 19.8 19.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.0 9.0 17.3 20.6 29.1 48.3 8.8 21.7 44.2 14.2 29.7 29.7 Actuated g/C Ratio 0.11 0.11 0.22 0.26 0.36 0.60 0.11 0.27 0.55 0.18 0.37 0.37 v/c Ratio 0.16 0.11 0.14 0.89 0.20 0.10 0.41 0.57 0.31 0.83 0.50 0.04 Control Delay 34.7 33.1 23.0 53.2 16.4 6.0 22.3 14.2 4.1 60.4 24.2 22.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.7 33.1 23.0 53.2 16.4 6.0 22.3 14.2 4.1 60.4 24.2 22.2 LOS C C C D B A C B A E C C Approach Delay 28.3 37.9 11.9 33.9 Approach LOS C D B C Queue Length 50th (ft)10 11 18 185 40 16 29 61 23 120 148 8 Queue Length 95th (ft)32 32 42 #352 74 32 m43 m75 m31 #260 206 25 Internal Link Dist (ft)1554 320 1027 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)156 232 346 446 815 938 199 905 827 284 1264 587 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.10 0.14 0.87 0.17 0.10 0.40 0.57 0.31 0.83 0.50 0.04 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 53 (66%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 27.1 Intersection LOS: C Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)22 430 421 40 34 16 Future Volume (vph)22 430 421 40 34 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.988 0.957 Flt Protected 0.998 0.967 Satd. Flow (prot)0 1715 1717 0 1724 0 Flt Permitted 0.998 0.967 Satd. Flow (perm)0 1715 1717 0 1724 0 Link Speed (mph)35 35 25 Link Distance (ft)1094 551 1070 Travel Time (s)21.3 10.7 29.2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)24 478 468 44 38 18 Shared Lane Traffic (%) Lane Group Flow (vph)0 502 512 0 56 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 50.6%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 430 421 40 34 16 Future Vol, veh/h 22 430 421 40 34 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 24 478 468 44 38 18 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 512 0 -0 1016 490 Stage 1 ---- 490 - Stage 2 ---- 526 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1053 --- 264 578 Stage 1 ---- 616 - Stage 2 ---- 593 - Platoon blocked, %--- Mov Cap-1 Maneuver 1053 --- 256 578 Mov Cap-2 Maneuver ---- 256 - Stage 1 ---- 597 - Stage 2 ---- 593 - Approach EB WB SB HCM Control Delay, s 0.4 0 19 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1053 --- 312 HCM Lane V/C Ratio 0.023 --- 0.178 HCM Control Delay (s)8.5 0 -- 19 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.1 --- 0.6 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)8 456 454 42 32 7 Future Volume (vph)8 456 454 42 32 7 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.988 0.975 Flt Protected 0.999 0.961 Satd. Flow (prot)0 1712 1717 0 1745 0 Flt Permitted 0.999 0.961 Satd. Flow (perm)0 1712 1717 0 1745 0 Link Speed (mph)35 35 25 Link Distance (ft)551 713 1096 Travel Time (s)10.7 13.9 29.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)9 507 504 47 36 8 Shared Lane Traffic (%) Lane Group Flow (vph)0 516 551 0 44 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 40.4%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 456 454 42 32 7 Future Vol, veh/h 8 456 454 42 32 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 9 507 504 47 36 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 551 0 -0 1053 528 Stage 1 ---- 528 - Stage 2 ---- 525 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1019 --- 251 550 Stage 1 ---- 592 - Stage 2 ---- 593 - Platoon blocked, %--- Mov Cap-1 Maneuver 1019 --- 248 550 Mov Cap-2 Maneuver ---- 248 - Stage 1 ---- 585 - Stage 2 ---- 593 - Approach EB WB SB HCM Control Delay, s 0.1 0 20.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1019 --- 275 HCM Lane V/C Ratio 0.009 --- 0.158 HCM Control Delay (s)8.6 0 -- 20.5 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0 --- 0.6 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 389 0 0 0 562 Future Volume (vph)0 389 0 0 0 562 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 432 0 0 0 624 Shared Lane Traffic (%) Lane Group Flow (vph)0 432 0 0 0 624 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 38.1%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 3 AM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 473 0 572 0 0 Future Volume (vph)0 473 0 572 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 526 0 636 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 526 0 636 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)336 222 340 837 794 252 Future Volume (vph)336 222 340 837 794 252 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 150 100 Storage Lanes 1 1 1 0 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 0.95 Frt 0.850 0.964 Flt Protected 0.950 0.950 Satd. Flow (prot)1752 1524 1770 3471 3221 0 Flt Permitted 0.950 0.950 Satd. Flow (perm)1752 1524 1770 3471 3221 0 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)713 1171 871 Travel Time (s)13.9 16.0 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)3%6%2%4%9%5% Adj. Flow (vph)373 247 378 930 882 280 Shared Lane Traffic (%) Lane Group Flow (vph)373 247 378 930 1162 0 Turn Type Prot pm+ov Prot NA NA Protected Phases 4 5 5 2 6 Permitted Phases 4 Detector Phase 4 5 5 2 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 Total Split (s)24.0 20.0 20.0 56.0 36.0 Total Split (%)30.0% 25.0% 25.0% 70.0% 45.0% Maximum Green (s)17.0 13.0 13.0 49.0 29.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max Act Effct Green (s)18.8 39.0 15.2 51.2 31.0 Actuated g/C Ratio 0.24 0.49 0.19 0.64 0.39 v/c Ratio 0.91 0.33 1.13 0.42 0.93 Control Delay 57.8 14.1 121.8 7.8 26.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 57.8 14.1 121.8 7.8 26.6 LOS E B F A C Approach Delay 40.4 40.8 26.6 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Approach LOS D D C Queue Length 50th (ft)181 72 ~224 106 171 Queue Length 95th (ft)#337 122 #389 142 m#365 Internal Link Dist (ft)633 1091 791 Turn Bay Length (ft)100 150 Base Capacity (vph)416 742 335 2220 1248 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.90 0.33 1.13 0.42 0.93 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 33 (41%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.13 Intersection Signal Delay: 35.4 Intersection LOS: D Intersection Capacity Utilization 79.9%ICU Level of Service D Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 1: Castle Hayne Road & Old Chair Road Alignment Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)137 0 165 220 54 232 121 668 379 170 660 122 Future Volume (vph)137 0 165 220 54 232 121 668 379 170 660 122 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)0 0 0 0 100 150 250 250 Storage Lanes 0 0 0 0 1 1 1 0 Taper Length (ft)0 100 100 300 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 0.95 Frt 0.926 0.938 0.850 0.977 Flt Protected 0.978 0.979 0.950 0.950 Satd. Flow (prot)0 1687 0 0 1580 0 1770 3471 1568 1770 3347 0 Flt Permitted 0.619 0.707 0.326 0.950 Satd. Flow (perm)0 1068 0 0 1141 0 607 3471 1568 1770 3347 0 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1580 258 871 1107 Travel Time (s)30.8 7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%15%2%8%2%4%3%2%6%2% Adj. Flow (vph)152 0 183 244 60 258 134 742 421 189 733 136 Shared Lane Traffic (%) Lane Group Flow (vph)0 335 0 0 562 0 134 742 421 189 869 0 Turn Type Perm NA Perm NA Perm NA Perm Prot NA Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 2 Detector Phase 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 14.0 14.0 14.0 7.0 14.0 Minimum Split (s)14.0 14.0 14.0 14.0 21.0 21.0 21.0 14.0 21.0 Total Split (s)40.0 40.0 40.0 40.0 26.0 26.0 26.0 14.0 40.0 Total Split (%)50.0% 50.0%50.0% 50.0%32.5% 32.5% 32.5% 17.5% 50.0% Maximum Green (s)33.0 33.0 34.7 34.7 20.2 20.2 20.2 8.4 34.2 Yellow Time (s)5.0 5.0 3.0 3.0 4.8 4.8 4.8 3.0 4.8 All-Red Time (s)2.0 2.0 2.3 2.3 1.0 1.0 1.0 2.6 1.0 Lost Time Adjust (s)-2.0 -0.3 -2.0 -0.8 -0.3 -0.6 -0.8 Total Lost Time (s)5.0 5.0 3.8 5.0 5.5 5.0 5.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 2.0 2.0 6.0 6.0 6.0 2.0 6.0 Minimum Gap (s)3.0 3.0 2.0 2.0 3.1 3.1 3.1 2.0 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 15.0 15.0 15.0 0.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 30.0 30.0 30.0 0.0 30.0 Recall Mode None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s)35.0 35.0 22.2 21.0 20.5 9.0 35.0 Actuated g/C Ratio 0.44 0.44 0.28 0.26 0.26 0.11 0.44 v/c Ratio 0.72 1.13 0.80 0.81 1.05 0.95 0.59 Control Delay 29.1 104.8 57.2 33.9 85.7 86.2 17.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 29.1 104.8 57.2 33.9 85.7 86.2 17.7 LOS C F E C F F B Approach Delay 29.1 104.8 53.1 29.9 Approach LOS C F D C Queue Length 50th (ft)132 ~330 66 194 ~237 100 147 Queue Length 95th (ft)#263 #520 m#137 m247 m#376 m#194 m225 Internal Link Dist (ft)1500 178 791 1027 Turn Bay Length (ft)100 150 250 Base Capacity (vph)467 499 168 911 401 199 1464 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.72 1.13 0.80 0.81 1.05 0.95 0.59 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 33 (41%), Referenced to phase 2:NBTL and 6:SBT, Start of Yellow Natural Cycle: 110 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.13 Intersection Signal Delay: 52.0 Intersection LOS: D Intersection Capacity Utilization 82.0%ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 281 4 55 4 746 285 182 506 4 Future Volume (vph)22 47 158 281 4 55 4 746 285 182 506 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Adj. Flow (vph)24 52 176 312 4 61 4 829 317 202 562 4 Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 312 4 61 4 829 317 202 562 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 22.0 37.0 16.0 14.0 27.0 22.0 16.0 29.0 29.0 Total Split (%)18.8% 18.8% 17.5% 27.5% 46.3% 20.0% 17.5% 33.8% 27.5% 20.0% 36.3% 36.3% Maximum Green (s)8.2 8.2 8.2 16.6 30.2 10.2 8.2 20.8 16.6 10.2 22.8 22.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lead Lead Lag Lead Lead Lead Lag Lag Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.2 9.2 19.6 16.4 27.9 43.9 8.1 26.1 43.6 11.0 29.0 29.0 Actuated g/C Ratio 0.12 0.12 0.24 0.20 0.35 0.55 0.10 0.33 0.54 0.14 0.36 0.36 v/c Ratio 0.15 0.24 0.45 0.90 0.01 0.08 0.02 0.74 0.39 0.87 0.46 0.01 Control Delay 34.0 35.2 28.4 61.7 14.8 7.3 39.8 18.7 2.8 70.6 22.4 19.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.0 35.2 28.4 61.7 14.8 7.3 39.8 18.7 2.8 70.6 22.4 19.2 LOS C D C E B A D B A E C B Approach Delay 30.3 52.4 14.4 35.1 Approach LOS C D B D Queue Length 50th (ft)11 24 72 152 1 12 2 86 27 100 116 1 Queue Length 95th (ft)33 57 123 #292 7 26 m2 m#144 m27 #219 173 8 Internal Link Dist (ft)1554 320 1027 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)175 232 404 358 745 769 199 1123 806 231 1234 573 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.22 0.44 0.87 0.01 0.08 0.02 0.74 0.39 0.87 0.46 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 48 (60%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 27.8 Intersection LOS: C Intersection Capacity Utilization 65.4%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)35 410 437 69 67 36 Future Volume (vph)35 410 437 69 67 36 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.982 0.953 Flt Protected 0.996 0.969 Satd. Flow (prot)0 1806 1814 0 1720 0 Flt Permitted 0.996 0.969 Satd. Flow (perm)0 1806 1814 0 1720 0 Link Speed (mph)35 35 25 Link Distance (ft)1094 551 1070 Travel Time (s)21.3 10.7 29.2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)39 456 486 77 74 40 Shared Lane Traffic (%) Lane Group Flow (vph)0 495 563 0 114 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 63.1%ICU Level of Service B Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 410 437 69 67 36 Future Vol, veh/h 35 410 437 69 67 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 39 456 486 77 74 40 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 563 0 -0 1059 525 Stage 1 ---- 525 - Stage 2 ---- 534 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1008 --- 249 552 Stage 1 ---- 593 - Stage 2 ---- 588 - Platoon blocked, %--- Mov Cap-1 Maneuver 1008 --- 236 552 Mov Cap-2 Maneuver ---- 236 - Stage 1 ---- 562 - Stage 2 ---- 588 - Approach EB WB SB HCM Control Delay, s 0.7 0 24.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1008 --- 295 HCM Lane V/C Ratio 0.039 --- 0.388 HCM Control Delay (s)8.7 0 -- 24.7 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0.1 --- 1.8 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)13 464 493 99 88 13 Future Volume (vph)13 464 493 99 88 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.977 0.983 Flt Protected 0.999 0.958 Satd. Flow (prot)0 1809 1805 0 1754 0 Flt Permitted 0.999 0.958 Satd. Flow (perm)0 1809 1805 0 1754 0 Link Speed (mph)35 35 25 Link Distance (ft)551 713 1096 Travel Time (s)10.7 13.9 29.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)14 516 548 110 98 14 Shared Lane Traffic (%) Lane Group Flow (vph)0 530 658 0 112 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 47.2%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 13 464 493 99 88 13 Future Vol, veh/h 13 464 493 99 88 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 14 516 548 110 98 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 658 0 -0 1147 603 Stage 1 ---- 603 - Stage 2 ---- 544 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 930 --- 220 499 Stage 1 ---- 546 - Stage 2 ---- 582 - Platoon blocked, %--- Mov Cap-1 Maneuver 930 --- 215 499 Mov Cap-2 Maneuver ---- 215 - Stage 1 ---- 535 - Stage 2 ---- 582 - Approach EB WB SB HCM Control Delay, s 0.2 0 34.2 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)930 --- 232 HCM Lane V/C Ratio 0.016 --- 0.484 HCM Control Delay (s)8.9 0 -- 34.2 HCM Lane LOS A A --D HCM 95th %tile Q(veh)0 --- 2.4 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 462 0 0 0 486 Future Volume (vph)0 462 0 0 0 486 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 513 0 0 0 540 Shared Lane Traffic (%) Lane Group Flow (vph)0 513 0 0 0 540 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 3 PM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 456 0 344 0 0 Future Volume (vph)0 456 0 344 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 507 0 382 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 507 0 382 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.6%ICU Level of Service A Analysis Period (min) 15 Appendix I: Synchro Output: Build-Out (2026) Scenario 1 Build-Out IMP (2026) Scenario 3 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)285 210 197 536 864 306 Future Volume (vph)285 210 197 536 864 306 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)200 0 200 100 Storage Lanes 1 1 1 1 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)1492 1583 1770 3406 3374 1392 Flt Permitted 0.950 0.950 Satd. Flow (perm)1492 1583 1770 3406 3374 1392 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)713 1171 871 Travel Time (s)13.9 16.0 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)21%2%2%6%7%16% Adj. Flow (vph)317 233 219 596 960 340 Shared Lane Traffic (%) Lane Group Flow (vph)317 233 219 596 960 340 Turn Type Prot pm+ov Prot NA NA pm+ov Protected Phases 4 5 5 2 6 4 Permitted Phases 4 6 Detector Phase 4 5 5 2 6 4 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 21.0 25.0 14.0 Total Split (s)23.0 15.0 15.0 57.0 42.0 23.0 Total Split (%)28.8% 18.8% 18.8% 71.3% 52.5% 28.8% Maximum Green (s)16.0 8.0 8.0 50.0 35.0 16.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max None Act Effct Green (s)18.0 33.0 10.0 52.0 37.0 60.0 Actuated g/C Ratio 0.22 0.41 0.12 0.65 0.46 0.75 v/c Ratio 0.95 0.36 0.99 0.27 0.62 0.33 Control Delay 70.7 18.2 96.8 6.3 19.2 1.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 70.7 18.2 96.8 6.3 19.2 1.9 LOS E B F A B A Approach Delay 48.4 30.6 14.7 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Approach LOS D C B Queue Length 50th (ft)157 78 111 57 165 14 Queue Length 95th (ft)#311 133 #247 81 253 21 Internal Link Dist (ft)633 1091 791 Turn Bay Length (ft)200 200 100 Base Capacity (vph)335 652 221 2213 1560 1044 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.95 0.36 0.99 0.27 0.62 0.33 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 26.5 Intersection LOS: C Intersection Capacity Utilization 63.1%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Castle Hayne Road & Old Chair Road Alignment Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)74 0 90 280 39 230 69 459 304 72 805 79 Future Volume (vph)74 0 90 280 39 230 69 459 304 72 805 79 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)375 0 0 0 225 150 250 250 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)100 100 100 300 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 0 1583 1656 1863 1495 1770 3374 1482 1752 3406 1583 Flt Permitted 0.950 0.950 0.950 0.950 Satd. Flow (perm)1770 0 1583 1656 1863 1495 1770 3374 1482 1752 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1580 258 871 1107 Travel Time (s)30.8 7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%9%2%8%2%7%9%3%6%2% Adj. Flow (vph)82 0 100 311 43 256 77 510 338 80 894 88 Shared Lane Traffic (%) Lane Group Flow (vph)82 0 100 311 43 256 77 510 338 80 894 88 Turn Type Prot Over Prot NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 5 3 8 1 5 2 3 1 6 7 Permitted Phases 8 2 6 Detector Phase 7 5 3 8 1 5 2 3 1 6 7 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 14.0 14.0 14.0 21.0 14.0 14.0 21.0 14.0 Total Split (s)14.0 16.0 30.0 16.0 19.0 16.0 31.0 30.0 19.0 34.0 14.0 Total Split (%)17.5%20.0% 37.5% 20.0% 23.8% 20.0% 38.8% 37.5% 23.8% 42.5% 17.5% Maximum Green (s)7.0 9.0 23.0 9.0 12.0 9.0 24.0 23.0 12.0 27.0 7.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lag Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 3.0 2.0 2.0 3.0 6.0 3.0 2.0 6.0 3.0 Minimum Gap (s)3.0 3.0 3.0 2.0 2.0 3.0 3.1 3.0 2.0 3.1 3.0 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 0.0 Recall Mode None None None None None None C-Max None None C-Max None Act Effct Green (s)11.0 10.6 21.4 9.8 20.0 10.6 29.8 56.2 13.8 35.8 48.8 Actuated g/C Ratio 0.14 0.13 0.27 0.12 0.25 0.13 0.37 0.70 0.17 0.45 0.61 v/c Ratio 0.34 0.48 0.70 0.19 0.69 0.33 0.41 0.32 0.27 0.59 0.09 Control Delay 36.4 40.2 34.9 33.3 27.8 39.9 23.6 5.2 26.5 9.1 3.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 36.4 40.2 34.9 33.3 27.8 39.9 23.6 5.2 26.5 9.1 3.1 LOS D D C C C D C A C A A Approach Delay 38.5 31.8 18.2 9.9 Approach LOS D C B A Queue Length 50th (ft)39 47 136 20 69 35 119 62 42 100 3 Queue Length 95th (ft)82 94 213 48 110 m60 m155 m90 m73 m137 m15 Internal Link Dist (ft)1500 178 791 1027 Turn Bay Length (ft)375 225 150 250 250 Base Capacity (vph)244 217 517 256 377 243 1255 1030 306 1522 965 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.34 0.46 0.60 0.17 0.68 0.32 0.41 0.33 0.26 0.59 0.09 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 7 (9%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 19.4 Intersection LOS: B Intersection Capacity Utilization 56.4%ICU Level of Service B Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Future Volume (vph)20 22 43 350 122 86 72 464 229 213 564 19 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Flt Permitted 0.670 0.950 0.950 0.950 Satd. Flow (perm)1248 1863 1583 1703 1863 1553 1770 3343 1482 1597 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%6%2%4%2%8%9%13%6%2% Adj. Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Shared Lane Traffic (%) Lane Group Flow (vph)22 24 48 389 136 96 80 516 254 237 627 21 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 25.0 40.0 17.0 14.0 23.0 25.0 17.0 26.0 26.0 Total Split (%)18.8% 18.8% 17.5% 31.3% 50.0% 21.3% 17.5% 28.8% 31.3% 21.3% 32.5% 32.5% Maximum Green (s)8.2 8.2 8.2 19.6 33.2 11.2 8.2 16.8 19.6 11.2 19.8 19.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lag Lead Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.0 9.0 17.3 20.6 29.1 48.3 8.8 21.7 44.2 14.2 29.7 29.7 Actuated g/C Ratio 0.11 0.11 0.22 0.26 0.36 0.60 0.11 0.27 0.55 0.18 0.37 0.37 v/c Ratio 0.16 0.11 0.14 0.89 0.20 0.10 0.41 0.57 0.31 0.83 0.50 0.04 Control Delay 34.7 33.1 23.0 53.2 16.4 6.0 27.7 18.8 3.3 60.4 24.2 22.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.7 33.1 23.0 53.2 16.4 6.0 27.7 18.8 3.3 60.4 24.2 22.2 LOS C C C D B A C B A E C C Approach Delay 28.3 37.9 15.0 33.9 Approach LOS C D B C Queue Length 50th (ft)10 11 18 185 40 16 30 68 16 120 148 8 Queue Length 95th (ft)32 32 42 #352 74 32 m50 92 m29 #260 206 25 Internal Link Dist (ft)1554 320 1027 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)156 232 346 446 815 938 199 905 827 284 1264 587 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.10 0.14 0.87 0.17 0.10 0.40 0.57 0.31 0.83 0.50 0.04 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 78 (98%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 28.1 Intersection LOS: C Intersection Capacity Utilization 63.2%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)22 430 421 40 34 16 Future Volume (vph)22 430 421 40 34 16 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 0 0 Storage Lanes 1 0 1 0 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.988 0.957 Flt Protected 0.950 0.967 Satd. Flow (prot)1770 1712 1717 0 1724 0 Flt Permitted 0.950 0.967 Satd. Flow (perm)1770 1712 1717 0 1724 0 Link Speed (mph)35 35 25 Link Distance (ft)1094 551 1070 Travel Time (s)21.3 10.7 29.2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)24 478 468 44 38 18 Shared Lane Traffic (%) Lane Group Flow (vph)24 478 512 0 56 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 34.6%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 1.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 22 430 421 40 34 16 Future Vol, veh/h 22 430 421 40 34 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 ---0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 24 478 468 44 38 18 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 512 0 -0 1016 490 Stage 1 ---- 490 - Stage 2 ---- 526 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1053 --- 264 578 Stage 1 ---- 616 - Stage 2 ---- 593 - Platoon blocked, %--- Mov Cap-1 Maneuver 1053 --- 258 578 Mov Cap-2 Maneuver ---- 258 - Stage 1 ---- 602 - Stage 2 ---- 593 - Approach EB WB SB HCM Control Delay, s 0.4 0 18.9 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1053 --- 314 HCM Lane V/C Ratio 0.023 --- 0.177 HCM Control Delay (s)8.5 --- 18.9 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0.1 --- 0.6 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)8 456 454 42 32 7 Future Volume (vph)8 456 454 42 32 7 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.988 0.975 Flt Protected 0.999 0.961 Satd. Flow (prot)0 1712 1717 0 1745 0 Flt Permitted 0.999 0.961 Satd. Flow (perm)0 1712 1717 0 1745 0 Link Speed (mph)35 35 25 Link Distance (ft)551 713 1096 Travel Time (s)10.7 13.9 29.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%11%10%2%2%2% Adj. Flow (vph)9 507 504 47 36 8 Shared Lane Traffic (%) Lane Group Flow (vph)0 516 551 0 44 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 40.4%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 8 456 454 42 32 7 Future Vol, veh/h 8 456 454 42 32 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 11 10 2 2 2 Mvmt Flow 9 507 504 47 36 8 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 551 0 -0 1053 528 Stage 1 ---- 528 - Stage 2 ---- 525 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1019 --- 251 550 Stage 1 ---- 592 - Stage 2 ---- 593 - Platoon blocked, %--- Mov Cap-1 Maneuver 1019 --- 248 550 Mov Cap-2 Maneuver ---- 248 - Stage 1 ---- 585 - Stage 2 ---- 593 - Approach EB WB SB HCM Control Delay, s 0.1 0 20.5 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1019 --- 275 HCM Lane V/C Ratio 0.009 --- 0.158 HCM Control Delay (s)8.6 0 -- 20.5 HCM Lane LOS A A --C HCM 95th %tile Q(veh)0 --- 0.6 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 389 0 0 0 562 Future Volume (vph)0 389 0 0 0 562 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 432 0 0 0 624 Shared Lane Traffic (%) Lane Group Flow (vph)0 432 0 0 0 624 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 38.1%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 3 IMP AM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 473 0 572 0 0 Future Volume (vph)0 473 0 572 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 526 0 636 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 526 0 636 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph)336 222 340 837 794 252 Future Volume (vph)336 222 340 837 794 252 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)200 0 200 100 Storage Lanes 1 1 1 1 Taper Length (ft)100 100 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot)1752 1524 1770 3471 3312 1538 Flt Permitted 0.950 0.950 Satd. Flow (perm)1752 1524 1770 3471 3312 1538 Right Turn on Red No No Satd. Flow (RTOR) Link Speed (mph)35 50 50 Link Distance (ft)713 1171 871 Travel Time (s)13.9 16.0 11.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)3%6%2%4%9%5% Adj. Flow (vph)373 247 378 930 882 280 Shared Lane Traffic (%) Lane Group Flow (vph)373 247 378 930 882 280 Turn Type Prot pm+ov Prot NA NA pm+ov Protected Phases 4 5 5 2 6 4 Permitted Phases 4 6 Detector Phase 4 5 5 2 6 4 Switch Phase Minimum Initial (s)7.0 7.0 7.0 14.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 21.0 21.0 14.0 Total Split (s)24.0 20.0 20.0 56.0 36.0 24.0 Total Split (%)30.0% 25.0% 25.0% 70.0% 45.0% 30.0% Maximum Green (s)17.0 13.0 13.0 49.0 29.0 17.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lead-Lag Optimize?Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 Recall Mode None None None C-Max C-Max None Act Effct Green (s)18.8 39.0 15.2 51.2 31.0 54.8 Actuated g/C Ratio 0.24 0.49 0.19 0.64 0.39 0.68 v/c Ratio 0.91 0.33 1.13 0.42 0.69 0.27 Control Delay 57.8 14.1 121.8 7.8 16.1 2.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 57.8 14.1 121.8 7.8 16.1 2.5 LOS E B F A B A Approach Delay 40.4 40.8 12.8 Lanes, Volumes, Timings Moores Crossing 1: Castle Hayne Road & Old Chair Road Alignment Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Approach LOS D D B Queue Length 50th (ft)181 72 ~224 106 105 8 Queue Length 95th (ft)#337 122 #389 142 162 28 Internal Link Dist (ft)633 1091 791 Turn Bay Length (ft)200 200 100 Base Capacity (vph)416 742 335 2220 1283 1057 Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.90 0.33 1.13 0.42 0.69 0.26 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 33 (41%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.13 Intersection Signal Delay: 30.2 Intersection LOS: C Intersection Capacity Utilization 71.9%ICU Level of Service C Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Castle Hayne Road & Old Chair Road Alignment Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)137 0 165 220 54 232 121 668 379 170 660 122 Future Volume (vph)137 0 165 220 54 232 121 668 379 170 660 122 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)375 0 0 0 225 150 250 250 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)100 100 100 300 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 0 1583 1570 1863 1495 1770 3471 1568 1770 3406 1583 Flt Permitted 0.950 0.950 0.950 0.950 Satd. Flow (perm)1770 0 1583 1570 1863 1495 1770 3471 1568 1770 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)35 25 50 50 Link Distance (ft)1580 258 871 1107 Travel Time (s)30.8 7.0 11.9 15.1 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%15%2%8%2%4%3%2%6%2% Adj. Flow (vph)152 0 183 244 60 258 134 742 421 189 733 136 Shared Lane Traffic (%) Lane Group Flow (vph)152 0 183 244 60 258 134 742 421 189 733 136 Turn Type Prot Over Prot NA pm+ov Prot NA pm+ov Prot NA pm+ov Protected Phases 7 5 3 8 1 5 2 3 1 6 7 Permitted Phases 8 2 6 Detector Phase 7 5 3 8 1 5 2 3 1 6 7 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 7.0 Minimum Split (s)14.0 14.0 14.0 14.0 14.0 14.0 21.0 14.0 14.0 21.0 14.0 Total Split (s)16.0 20.0 30.0 14.0 19.0 20.0 31.0 30.0 19.0 30.0 16.0 Total Split (%)20.0%25.0% 37.5% 17.5% 23.8% 25.0% 38.8% 37.5% 23.8% 37.5% 20.0% Maximum Green (s)9.0 13.0 23.0 7.0 12.0 13.0 24.0 23.0 12.0 23.0 9.0 Yellow Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 All-Red Time (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s)-2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 -2.0 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lead Lead Lag Lag Lead Lead Lag Lag Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)3.0 3.0 3.0 2.0 2.0 3.0 6.0 3.0 2.0 6.0 3.0 Minimum Gap (s)3.0 3.0 3.0 2.0 2.0 3.0 3.1 3.0 2.0 3.1 3.0 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 0.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 0.0 Recall Mode None None None None None None C-Max None None C-Max None Act Effct Green (s)12.6 14.0 21.0 9.0 19.4 14.0 30.0 56.0 14.0 30.1 47.6 Actuated g/C Ratio 0.16 0.18 0.26 0.11 0.24 0.18 0.38 0.70 0.18 0.38 0.60 v/c Ratio 0.55 0.66 0.59 0.29 0.71 0.44 0.57 0.38 0.61 0.57 0.14 Control Delay 40.4 43.0 31.2 36.6 29.5 35.3 16.1 4.1 29.7 15.5 8.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 40.4 43.0 31.2 36.6 29.5 35.3 16.1 4.1 29.7 15.5 8.0 LOS D D C D C D B A C B A Approach Delay 41.8 31.0 14.2 17.1 Approach LOS D C B B Queue Length 50th (ft)73 85 98 28 65 57 129 47 69 110 29 Queue Length 95th (ft)#145 #153 167 64 111 m96 m158 m66 m105 m136 m49 Internal Link Dist (ft)1500 178 791 1027 Turn Bay Length (ft)375 225 150 250 250 Base Capacity (vph)277 296 490 209 362 331 1303 1097 309 1279 942 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.55 0.62 0.50 0.29 0.71 0.40 0.57 0.38 0.61 0.57 0.14 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 10 (13%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 65 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 20.9 Intersection LOS: C Intersection Capacity Utilization 58.0%ICU Level of Service B Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph)22 47 158 281 4 55 4 746 285 182 506 4 Future Volume (vph)22 47 158 281 4 55 4 746 285 182 506 4 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Storage Length (ft)300 175 225 225 250 175 275 175 Storage Lanes 1 1 1 1 1 1 1 1 Taper Length (ft)150 100 300 225 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 0.850 0.850 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot)1770 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Flt Permitted 0.755 0.950 0.950 0.950 Satd. Flow (perm)1406 1863 1583 1687 1863 1404 1770 3438 1495 1687 3406 1583 Right Turn on Red No No No No Satd. Flow (RTOR) Link Speed (mph)25 25 50 50 Link Distance (ft)1634 400 1107 1296 Travel Time (s)44.6 10.9 15.1 17.7 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%2%2%7%2%15%2%5%8%7%6%2% Adj. Flow (vph)24 52 176 312 4 61 4 829 317 202 562 4 Shared Lane Traffic (%) Lane Group Flow (vph)24 52 176 312 4 61 4 829 317 202 562 4 Turn Type Perm NA pm+ov Prot NA pm+ov Prot NA pm+ov Prot NA Perm Protected Phases 4 5 3 8 1 5 2 3 1 6 Permitted Phases 4 4 8 2 6 Detector Phase 4 4 5 3 8 1 5 2 3 1 6 6 Switch Phase Minimum Initial (s)7.0 7.0 7.0 7.0 7.0 7.0 7.0 14.0 7.0 7.0 14.0 14.0 Minimum Split (s)15.0 15.0 14.0 14.0 15.0 14.0 14.0 22.0 14.0 14.0 22.0 22.0 Total Split (s)15.0 15.0 14.0 22.0 37.0 16.0 14.0 27.0 22.0 16.0 29.0 29.0 Total Split (%)18.8% 18.8% 17.5% 27.5% 46.3% 20.0% 17.5% 33.8% 27.5% 20.0% 36.3% 36.3% Maximum Green (s)8.2 8.2 8.2 16.6 30.2 10.2 8.2 20.8 16.6 10.2 22.8 22.8 Yellow Time (s)3.9 3.9 3.0 3.0 3.9 3.0 3.0 4.9 3.0 3.0 4.9 4.9 All-Red Time (s)2.9 2.9 2.8 2.4 2.9 2.8 2.8 1.3 2.4 2.8 1.3 1.3 Lost Time Adjust (s)-1.8 -1.8 -0.8 -0.4 -1.8 -0.8 -0.8 -1.2 -0.4 -0.8 -1.2 -1.2 Total Lost Time (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lag Lead Lag Lag Lead Lead Lag Lead Lead Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 6.0 2.0 2.0 6.0 6.0 Minimum Gap (s)2.0 2.0 2.0 2.0 2.0 2.0 2.0 3.1 2.0 2.0 3.1 3.1 Time Before Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 15.0 0.0 0.0 15.0 15.0 Time To Reduce (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.0 0.0 0.0 30.0 30.0 Recall Mode None None None None None None None C-Max None None C-Max C-Max Act Effct Green (s)9.2 9.2 16.4 16.4 27.9 43.9 9.0 26.1 43.6 11.0 28.1 28.1 Actuated g/C Ratio 0.12 0.12 0.20 0.20 0.35 0.55 0.11 0.33 0.54 0.14 0.35 0.35 v/c Ratio 0.15 0.24 0.54 0.90 0.01 0.08 0.02 0.74 0.39 0.87 0.47 0.01 Control Delay 34.0 35.2 21.7 61.7 14.8 7.3 27.5 21.2 4.5 70.6 23.2 19.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lanes, Volumes, Timings Moores Crossing 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 34.0 35.2 21.7 61.7 14.8 7.3 27.5 21.2 4.5 70.6 23.2 19.5 LOS C D C E B A C C A E C B Approach Delay 25.6 52.4 16.6 35.6 Approach LOS C D B D Queue Length 50th (ft)11 24 40 152 1 12 2 96 26 100 120 1 Queue Length 95th (ft)33 57 69 #292 7 26 m3 #298 m46 #219 173 8 Internal Link Dist (ft)1554 320 1027 1216 Turn Bay Length (ft)300 175 225 225 250 175 275 175 Base Capacity (vph)175 232 325 358 745 769 199 1123 806 231 1197 556 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.22 0.54 0.87 0.01 0.08 0.02 0.74 0.39 0.87 0.47 0.01 Intersection Summary Area Type:Other Cycle Length: 80 Actuated Cycle Length: 80 Offset: 20 (25%), Referenced to phase 2:NBT and 6:SBT, Start of Yellow Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 28.5 Intersection LOS: C Intersection Capacity Utilization 65.4%ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Lanes, Volumes, Timings Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)35 410 437 69 67 36 Future Volume (vph)35 410 437 69 67 36 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Storage Length (ft)100 0 0 0 Storage Lanes 1 0 1 0 Taper Length (ft)100 25 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.982 0.953 Flt Protected 0.950 0.969 Satd. Flow (prot)1770 1810 1814 0 1720 0 Flt Permitted 0.950 0.969 Satd. Flow (perm)1770 1810 1814 0 1720 0 Link Speed (mph)35 35 25 Link Distance (ft)1094 551 1070 Travel Time (s)21.3 10.7 29.2 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2%5%3%2%2%2% Adj. Flow (vph)39 456 486 77 74 40 Shared Lane Traffic (%) Lane Group Flow (vph)39 456 563 0 114 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 41.7%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 4: Old Chair Road Alignment & Site Access #1 Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 2.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 35 410 437 69 67 36 Future Vol, veh/h 35 410 437 69 67 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 ---0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 5 3 2 2 2 Mvmt Flow 39 456 486 77 74 40 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 563 0 -0 1059 525 Stage 1 ---- 525 - Stage 2 ---- 534 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 1008 --- 249 552 Stage 1 ---- 593 - Stage 2 ---- 588 - Platoon blocked, %--- Mov Cap-1 Maneuver 1008 --- 239 552 Mov Cap-2 Maneuver ---- 239 - Stage 1 ---- 570 - Stage 2 ---- 588 - Approach EB WB SB HCM Control Delay, s 0.7 0 24.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1008 --- 298 HCM Lane V/C Ratio 0.039 --- 0.384 HCM Control Delay (s)8.7 --- 24.4 HCM Lane LOS A ---C HCM 95th %tile Q(veh)0.1 --- 1.7 Lanes, Volumes, Timings Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Volume (vph)13 464 493 99 88 13 Future Volume (vph)13 464 493 99 88 13 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.977 0.983 Flt Protected 0.999 0.958 Satd. Flow (prot)0 961 1805 0 1754 0 Flt Permitted 0.999 0.958 Satd. Flow (perm)0 961 1805 0 1754 0 Link Speed (mph)35 35 25 Link Distance (ft)551 713 1096 Travel Time (s)10.7 13.9 29.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%)2% 100%3%2%2%2% Adj. Flow (vph)14 516 548 110 98 14 Shared Lane Traffic (%) Lane Group Flow (vph)0 530 658 0 112 0 Sign Control Free Free Stop Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 47.2%ICU Level of Service A Analysis Period (min) 15 HCM 6th TWSC Moores Crossing 5: Old Chair Road Alignment & Site Access #2 Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Intersection Int Delay, s/veh 3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 13 464 493 99 88 13 Future Vol, veh/h 13 464 493 99 88 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length ----0 - Veh in Median Storage, # -0 0 -0 - Grade, %-0 0 -0 - Peak Hour Factor 90 90 90 90 90 90 Heavy Vehicles, %2 100 3 2 2 2 Mvmt Flow 14 516 548 110 98 14 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 658 0 -0 1147 603 Stage 1 ---- 603 - Stage 2 ---- 544 - Critical Hdwy 4.12 --- 6.42 6.22 Critical Hdwy Stg 1 ---- 5.42 - Critical Hdwy Stg 2 ---- 5.42 - Follow-up Hdwy 2.218 --- 3.518 3.318 Pot Cap-1 Maneuver 930 --- 220 499 Stage 1 ---- 546 - Stage 2 ---- 582 - Platoon blocked, %--- Mov Cap-1 Maneuver 930 --- 215 499 Mov Cap-2 Maneuver ---- 215 - Stage 1 ---- 535 - Stage 2 ---- 582 - Approach EB WB SB HCM Control Delay, s 0.2 0 34.2 HCM LOS D Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)930 --- 232 HCM Lane V/C Ratio 0.016 --- 0.484 HCM Control Delay (s)8.9 0 -- 34.2 HCM Lane LOS A A --D HCM 95th %tile Q(veh)0 --- 2.4 Lanes, Volumes, Timings Moores Crossing 7: I-140 Inner Loop Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (vph)0 462 0 0 0 486 Future Volume (vph)0 462 0 0 0 486 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1863 0 0 0 1611 Flt Permitted Satd. Flow (perm)0 1863 0 0 0 1611 Link Speed (mph)45 30 25 Link Distance (ft)258 698 542 Travel Time (s)3.9 15.9 14.8 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 513 0 0 0 540 Shared Lane Traffic (%) Lane Group Flow (vph)0 513 0 0 0 540 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 33.4%ICU Level of Service A Analysis Period (min) 15 Lanes, Volumes, Timings Moores Crossing 17: I-140 Exit Ramp Scenario 3 IMP PM Kimley-Horn Synchro 11 Report Lane Group EBT EBR WBL WBT NWL NWR Lane Configurations Traffic Volume (vph)0 456 0 344 0 0 Future Volume (vph)0 456 0 344 0 0 Ideal Flow (vphpl)1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected Satd. Flow (prot)0 1611 0 1863 0 0 Flt Permitted Satd. Flow (perm)0 1611 0 1863 0 0 Link Speed (mph)25 45 30 Link Distance (ft)400 1059 700 Travel Time (s)10.9 16.0 15.9 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph)0 507 0 382 0 0 Shared Lane Traffic (%) Lane Group Flow (vph)0 507 0 382 0 0 Sign Control Free Free Free Intersection Summary Area Type:Other Control Type: Unsignalized Intersection Capacity Utilization 31.6%ICU Level of Service A Analysis Period (min) 15 Appendix M: SimTraffic Reports Chair Road Break 2023 Existing AM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB NB SB Directions Served L R L TR Maximum Queue (ft)99 72 60 17 Average Queue (ft)27 25 20 1 95th Queue (ft)71 54 48 7 Link Distance (ft)1783 769 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 150 Storage Blk Time (%)1 0 Queuing Penalty (veh)0 0 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB NB NB NB SB SB SB Directions Served LR T T R L T T Maximum Queue (ft)244 140 127 88 105 182 199 Average Queue (ft)195 72 54 29 47 79 95 95th Queue (ft)257 126 111 71 86 154 170 Link Distance (ft)180 769 769 1054 1054 Upstream Blk Time (%)17 Queuing Penalty (veh)74 Storage Bay Dist (ft)150 250 Storage Blk Time (%)0 0 Queuing Penalty (veh)0 0 Chair Road Break 2023 Existing AM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)45 54 78 254 252 168 90 179 199 169 278 166 Average Queue (ft)14 15 23 142 73 31 39 70 77 35 127 73 95th Queue (ft)39 41 60 239 176 86 78 136 148 99 217 137 Link Distance (ft)1574 301 1054 1054 1250 Upstream Blk Time (%)1 1 0 Queuing Penalty (veh)0 4 0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)5 0 0 0 Queuing Penalty (veh)11 1 0 1 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)139 16 Average Queue (ft)53 4 95th Queue (ft)111 14 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)127 Average Queue (ft)23 95th Queue (ft)85 Link Distance (ft)549 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Chair Road Break 2023 Existing AM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn SimTraffic Report Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)50 Average Queue (ft)3 95th Queue (ft)46 Link Distance (ft)1045 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 92 Chair Road Break 2023 Existing PM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB NB Directions Served L R L Maximum Queue (ft)78 64 56 Average Queue (ft)27 28 22 95th Queue (ft)59 53 47 Link Distance (ft)1783 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 150 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB NB NB NB SB SB SB Directions Served LR T T R L T T Maximum Queue (ft)240 172 182 101 192 114 109 Average Queue (ft)205 100 94 44 85 36 46 95th Queue (ft)261 156 157 87 149 83 88 Link Distance (ft)180 769 769 1054 1054 Upstream Blk Time (%)31 Queuing Penalty (veh)106 Storage Bay Dist (ft)150 250 Storage Blk Time (%)1 Queuing Penalty (veh)2 Chair Road Break 2023 Existing PM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)70 95 164 186 24 91 32 191 200 118 220 164 Average Queue (ft)20 32 76 99 2 23 3 94 108 34 114 74 95th Queue (ft)52 71 142 168 12 63 16 174 183 85 194 133 Link Distance (ft)1574 301 1054 1054 1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 1 0 0 0 0 Queuing Penalty (veh)0 0 0 0 1 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)118 14 Average Queue (ft)43 1 95th Queue (ft)96 8 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)166 Average Queue (ft)42 95th Queue (ft)133 Link Distance (ft)549 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Chair Road Break 2023 Existing PM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Existing_LNZ.syn Kimley-Horn SimTraffic Report Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 109 Moores Crossing 2026 No-Build AM Peak Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB NB NB NB SB SB Directions Served L R L T T T TR Maximum Queue (ft)200 457 199 198 142 278 373 Average Queue (ft)161 182 96 48 52 153 199 95th Queue (ft)229 382 180 140 111 244 314 Link Distance (ft)1783 1026 1026 769 769 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 150 Storage Blk Time (%)39 5 5 0 Queuing Penalty (veh)72 11 13 0 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB NB NB NB SB SB SB Directions Served LR T T R L T T Maximum Queue (ft)259 173 208 137 112 260 310 Average Queue (ft)222 88 101 55 58 154 178 95th Queue (ft)265 148 172 119 108 242 275 Link Distance (ft)180 769 769 1054 1054 Upstream Blk Time (%)43 Queuing Penalty (veh)227 Storage Bay Dist (ft)150 250 Storage Blk Time (%)1 0 0 Queuing Penalty (veh)3 0 0 Moores Crossing 2026 No-Build AM Peak Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)56 54 80 293 315 257 120 184 190 142 284 202 Average Queue (ft)16 13 22 183 79 36 47 93 98 60 145 103 95th Queue (ft)43 41 56 277 211 127 97 164 161 116 244 182 Link Distance (ft)1574 301 1054 1054 1250 Upstream Blk Time (%)0 1 0 Queuing Penalty (veh)0 3 0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)7 0 0 1 Queuing Penalty (veh)14 1 1 2 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)190 46 Average Queue (ft)97 8 95th Queue (ft)173 28 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)1 Queuing Penalty (veh)0 Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)373 Average Queue (ft)120 95th Queue (ft)295 Link Distance (ft)549 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing 2026 No-Build AM Peak Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn SimTraffic Report Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)24 Average Queue (ft)1 95th Queue (ft)15 Link Distance (ft)1045 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 347 Moores Crossing 2026 No-Build PM Peak Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB NB NB NB SB SB Directions Served L R L T T T TR Maximum Queue (ft)198 265 231 227 169 244 283 Average Queue (ft)132 96 117 65 80 148 184 95th Queue (ft)200 205 194 153 145 222 253 Link Distance (ft)1783 1026 1026 769 769 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 150 Storage Blk Time (%)21 4 4 0 Queuing Penalty (veh)35 9 17 0 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB NB NB NB SB SB SB Directions Served LR T T R L T T Maximum Queue (ft)258 188 206 135 221 146 122 Average Queue (ft)227 109 116 51 103 47 57 95th Queue (ft)269 162 178 103 173 105 106 Link Distance (ft)180 769 769 1054 1054 Upstream Blk Time (%)63 Queuing Penalty (veh)290 Storage Bay Dist (ft)150 250 Storage Blk Time (%)1 0 0 Queuing Penalty (veh)5 0 0 Moores Crossing 2026 No-Build PM Peak Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)58 91 179 262 62 86 21 203 231 123 233 186 Average Queue (ft)16 31 81 145 4 24 2 102 112 41 110 87 95th Queue (ft)45 70 150 233 35 61 11 177 188 95 189 154 Link Distance (ft)1574 301 1054 1054 1250 Upstream Blk Time (%)0 Queuing Penalty (veh)0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)1 2 0 0 1 0 Queuing Penalty (veh)1 1 0 0 2 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)144 15 Average Queue (ft)61 1 95th Queue (ft)116 7 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)521 Average Queue (ft)267 95th Queue (ft)601 Link Distance (ft)549 Upstream Blk Time (%)18 Queuing Penalty (veh)0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing 2026 No-Build PM Peak Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Background (2026)_LNZ_KK_WF Kimley-Horn SimTraffic Report Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 360 Moores Crossing Scenario 1 AM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 1 w.o mit Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB NB NB NB SB SB Directions Served L R L T T T TR Maximum Queue (ft)200 688 250 783 755 456 496 Average Queue (ft)183 249 249 587 533 267 342 95th Queue (ft)215 524 250 806 798 387 450 Link Distance (ft)680 1294 1294 772 772 Upstream Blk Time (%)1 Queuing Penalty (veh)6 Storage Bay Dist (ft)100 150 Storage Blk Time (%)52 14 95 Queuing Penalty (veh)162 47 222 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB NB NB NB SB SB SB Directions Served LR T T R L T T Maximum Queue (ft)247 164 180 117 119 149 200 Average Queue (ft)225 85 123 60 63 74 100 95th Queue (ft)238 150 157 116 118 132 174 Link Distance (ft)161 772 772 1036 1036 Upstream Blk Time (%)56 Queuing Penalty (veh)313 Storage Bay Dist (ft)150 250 Storage Blk Time (%)1 Queuing Penalty (veh)4 Moores Crossing Scenario 1 AM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 1 w.o mit Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)50 48 67 284 300 61 89 146 150 123 270 206 Average Queue (ft)21 16 22 210 66 17 29 71 84 63 149 106 95th Queue (ft)45 40 50 291 178 47 69 127 131 119 249 186 Link Distance (ft)1576 325 1036 1036 1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)9 1 0 Queuing Penalty (veh)18 3 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)185 15 Average Queue (ft)98 4 95th Queue (ft)162 13 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 4: Chair Road & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)186 118 Average Queue (ft)12 49 95th Queue (ft)69 86 Link Distance (ft)1475 1059 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 1 AM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 1 w.o mit Kimley-Horn SimTraffic Report Intersection: 5: Chair Road & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)159 139 Average Queue (ft)12 65 95th Queue (ft)65 107 Link Distance (ft)424 1235 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW SW Directions Served R R Maximum Queue (ft)200 407 Average Queue (ft)97 188 95th Queue (ft)245 383 Link Distance (ft)526 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 Storage Blk Time (%)13 44 Queuing Penalty (veh)37 123 Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 935 Moores Crossing Scenario 1 PM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 1 w.o mit Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB NB NB NB SB SB Directions Served L R L T T T TR Maximum Queue (ft)200 693 250 1333 1343 454 602 Average Queue (ft)199 615 250 1304 1297 220 299 95th Queue (ft)200 779 250 1373 1384 362 458 Link Distance (ft)680 1294 1294 772 772 Upstream Blk Time (%)9 90 30 Queuing Penalty (veh)76 0 0 Storage Bay Dist (ft)100 150 Storage Blk Time (%)74 13 87 Queuing Penalty (veh)301 58 313 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB NB NB NB SB SB SB Directions Served LR T T R L T T Maximum Queue (ft)242 210 286 250 193 172 145 Average Queue (ft)224 112 141 84 115 67 83 95th Queue (ft)233 188 228 167 185 140 138 Link Distance (ft)161 772 772 1036 1036 Upstream Blk Time (%)72 Queuing Penalty (veh)351 Storage Bay Dist (ft)150 250 Storage Blk Time (%)8 1 Queuing Penalty (veh)30 2 Moores Crossing Scenario 1 PM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 1 w.o mit Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)71 50 172 272 23 123 22 171 155 86 280 186 Average Queue (ft)22 23 95 183 1 27 3 89 93 37 110 91 95th Queue (ft)58 50 157 261 8 76 15 161 151 77 194 164 Link Distance (ft)1576 325 1036 1036 1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 7 0 Queuing Penalty (veh)0 4 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)142 15 Average Queue (ft)75 1 95th Queue (ft)138 7 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 4: Chair Road & Site Access #1 Movement EB WB SB Directions Served LT TR LR Maximum Queue (ft)144 48 214 Average Queue (ft)25 2 97 95th Queue (ft)83 16 188 Link Distance (ft)1475 424 1059 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 1 PM Queuing and Blocking Report 02/20/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 1 w.o mit Kimley-Horn SimTraffic Report Intersection: 5: Chair Road & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)415 1269 Average Queue (ft)80 1021 95th Queue (ft)260 1643 Link Distance (ft)424 1235 Upstream Blk Time (%)0 62 Queuing Penalty (veh)0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW SW Directions Served R R Maximum Queue (ft)200 565 Average Queue (ft)176 380 95th Queue (ft)269 663 Link Distance (ft)526 Upstream Blk Time (%)34 Queuing Penalty (veh)0 Storage Bay Dist (ft)100 Storage Blk Time (%)60 80 Queuing Penalty (veh)146 194 Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1477 Queuing and Blocking Report Scenario 1 IMP PM 03/25/2024 2026 Build PM Peak Moores Crossing SimTraffic Report Kimley-Horn Page 1 Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB EB NB NB NB SB SB SB Directions Served L L R L T T T T R Maximum Queue (ft)374 375 399 525 1326 1339 156 159 223 Average Queue (ft)124 167 162 525 1305 1284 103 97 102 95th Queue (ft)258 301 300 525 1318 1349 146 150 190 Link Distance (ft)667 1287 1287 757 757 Upstream Blk Time (%)94 24 Queuing Penalty (veh)0 0 Storage Bay Dist (ft)275 275 425 350 Storage Blk Time (%)0 3 0 100 Queuing Penalty (veh)2 13 1 356 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB WB NB NB NB SB SB SB Directions Served L R T T R L T T Maximum Queue (ft)204 194 182 217 181 144 102 151 Average Queue (ft)124 87 65 94 74 85 25 52 95th Queue (ft)181 150 136 168 132 133 67 117 Link Distance (ft)174 174 757 757 1024 1024 Upstream Blk Time (%)1 0 Queuing Penalty (veh)1 1 Storage Bay Dist (ft)150 250 Storage Blk Time (%)1 1 Queuing Penalty (veh)5 2 Queuing and Blocking Report Scenario 1 IMP PM 03/25/2024 2026 Build PM Peak Moores Crossing SimTraffic Report Kimley-Horn Page 2 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)71 108 158 324 374 318 44 197 220 142 186 163 Average Queue (ft)24 31 71 178 52 29 2 67 84 56 92 82 95th Queue (ft)57 70 131 308 259 129 17 124 143 115 162 142 Link Distance (ft)1576 325 1024 1024 1250 Upstream Blk Time (%)3 3 0 Queuing Penalty (veh)0 9 0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 14 0 1 Queuing Penalty (veh)0 9 0 1 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)150 14 Average Queue (ft)72 1 95th Queue (ft)142 6 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 4: Chair Road & Site Access #1 Movement EB SB Directions Served L LR Maximum Queue (ft)31 215 Average Queue (ft)13 85 95th Queue (ft)38 151 Link Distance (ft)346 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Scenario 1 IMP PM 03/25/2024 2026 Build PM Peak Moores Crossing SimTraffic Report Kimley-Horn Page 3 Intersection: 5: Chair Road & Site Access #2 Movement EB EB WB WB SB SB Directions Served L T T R L R Maximum Queue (ft)53 261 269 200 184 31 Average Queue (ft)10 176 165 68 108 8 95th Queue (ft)37 238 237 172 159 29 Link Distance (ft)415 667 401 401 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 100 Storage Blk Time (%)17 14 0 Queuing Penalty (veh)2 38 0 Intersection: 7: I-140 Inner Loop Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)114 Average Queue (ft)4 95th Queue (ft)39 Link Distance (ft)1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 440 Queuing and Blocking Report Scenario 1 IMP AM 03/25/2024 2026 Build AM Peak Moores Crossing SimTraffic Report Kimley-Horn Page 1 Intersection: 1: Castle Hayne Road & Chair Road Movement EB EB EB NB NB NB SB SB SB Directions Served L L R L T T T T R Maximum Queue (ft)174 210 194 525 1321 1302 302 292 265 Average Queue (ft)69 126 94 480 902 803 167 173 118 95th Queue (ft)134 192 166 654 1685 1631 255 249 215 Link Distance (ft)667 1287 1287 757 757 Upstream Blk Time (%)34 9 Queuing Penalty (veh)0 0 Storage Bay Dist (ft)275 275 425 350 Storage Blk Time (%)83 Queuing Penalty (veh)195 Intersection: 2: Castle Hayne Road & I-140 Inner Loop Movement WB WB NB NB NB SB SB SB Directions Served L R T T R L T T Maximum Queue (ft)252 223 131 162 167 93 96 185 Average Queue (ft)163 97 70 102 87 42 36 59 95th Queue (ft)246 177 129 172 156 83 89 141 Link Distance (ft)174 174 757 757 1024 1024 Upstream Blk Time (%)10 2 Queuing Penalty (veh)27 6 Storage Bay Dist (ft)150 250 Storage Blk Time (%)1 0 Queuing Penalty (veh)3 1 Queuing and Blocking Report Scenario 1 IMP AM 03/25/2024 2026 Build AM Peak Moores Crossing SimTraffic Report Kimley-Horn Page 2 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)49 71 86 304 89 62 108 120 147 108 337 225 Average Queue (ft)13 21 23 195 43 24 35 67 79 58 175 119 95th Queue (ft)39 55 59 294 75 52 73 112 119 107 322 197 Link Distance (ft)1576 325 1024 1024 1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)10 4 Queuing Penalty (veh)20 13 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)268 62 Average Queue (ft)147 9 95th Queue (ft)241 34 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)5 Queuing Penalty (veh)1 Intersection: 4: Chair Road & Site Access #1 Movement EB SB Directions Served L LR Maximum Queue (ft)31 87 Average Queue (ft)5 39 95th Queue (ft)22 70 Link Distance (ft)346 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Scenario 1 IMP AM 03/25/2024 2026 Build AM Peak Moores Crossing SimTraffic Report Kimley-Horn Page 3 Intersection: 5: Chair Road & Site Access #2 Movement EB EB WB WB SB SB Directions Served L T T R L R Maximum Queue (ft)31 286 205 200 92 31 Average Queue (ft)9 164 133 39 51 5 95th Queue (ft)31 271 198 98 80 23 Link Distance (ft)415 667 401 401 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 100 Storage Blk Time (%)16 11 Queuing Penalty (veh)1 17 Intersection: 7: I-140 Inner Loop Movement SW SW Directions Served R R Maximum Queue (ft)87 116 Average Queue (ft)10 4 95th Queue (ft)44 41 Link Distance (ft)515 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 Storage Blk Time (%)0 1 Queuing Penalty (veh)0 2 Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 287 Moores Crossing Scenario 2 AM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 no mit k Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB NB NB Directions Served R T T Maximum Queue (ft)118 315 252 Average Queue (ft)42 58 43 95th Queue (ft)85 289 238 Link Distance (ft)562 1216 1216 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB WB NB NB NB NB SB SB SB Directions Served LTR LTR L T T R L T TR Maximum Queue (ft)574 272 200 777 761 199 109 312 335 Average Queue (ft)326 242 189 474 356 81 51 184 215 95th Queue (ft)555 255 238 868 744 153 96 280 314 Link Distance (ft)1219 179 766 766 1040 1040 Upstream Blk Time (%)87 11 0 Queuing Penalty (veh)492 41 0 Storage Bay Dist (ft)100 150 250 Storage Blk Time (%)85 0 1 1 1 Queuing Penalty (veh)126 1 2 1 1 Moores Crossing Scenario 2 AM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 no mit k Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)58 53 62 324 378 271 109 177 184 113 292 245 Average Queue (ft)17 18 24 212 99 43 38 90 100 41 142 120 95th Queue (ft)47 46 53 319 278 169 83 151 163 90 251 208 Link Distance (ft)1576 325 1040 1040 1250 Upstream Blk Time (%)3 3 0 Queuing Penalty (veh)0 20 0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)15 1 0 1 0 Queuing Penalty (veh)31 3 1 3 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)246 31 Average Queue (ft)116 6 95th Queue (ft)206 21 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)3 Queuing Penalty (veh)1 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)47 30 Average Queue (ft)6 18 95th Queue (ft)29 41 Link Distance (ft)1087 1129 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 2 AM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 no mit k Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)29 58 Average Queue (ft)1 21 95th Queue (ft)13 46 Link Distance (ft)535 1025 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)575 Average Queue (ft)539 95th Queue (ft)605 Link Distance (ft)526 Upstream Blk Time (%)91 Queuing Penalty (veh)0 Storage Bay Dist (ft) Storage Blk Time (%)1 Queuing Penalty (veh)3 Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)210 Average Queue (ft)14 95th Queue (ft)124 Link Distance (ft)1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 725 Moores Crossing Scenario 2 PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 no mit k Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB NB NB Directions Served R T T Maximum Queue (ft)100 1258 1259 Average Queue (ft)44 1087 1057 95th Queue (ft)83 1578 1602 Link Distance (ft)562 1216 1216 Upstream Blk Time (%)71 35 Queuing Penalty (veh)0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB WB NB NB NB NB SB SB SB Directions Served LTR LTR L T T R L T TR Maximum Queue (ft)1268 279 200 782 524 167 374 342 159 Average Queue (ft)1235 242 200 772 93 46 209 82 72 95th Queue (ft)1292 260 200 781 379 125 397 235 131 Link Distance (ft)1219 179 766 766 1040 1040 Upstream Blk Time (%)96 90 68 0 Queuing Penalty (veh)0 439 403 0 Storage Bay Dist (ft)100 150 250 Storage Blk Time (%)98 0 0 0 22 0 Queuing Penalty (veh)229 1 1 1 73 0 Moores Crossing Scenario 2 PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 no mit k Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)53 114 161 265 98 98 25 132 105 130 255 215 Average Queue (ft)18 32 81 161 5 20 2 39 47 45 129 97 95th Queue (ft)45 75 143 251 55 60 12 96 99 105 231 179 Link Distance (ft)1576 325 1040 1040 1250 Upstream Blk Time (%)0 0 Queuing Penalty (veh)0 0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 0 2 1 Queuing Penalty (veh)0 0 1 2 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)166 20 Average Queue (ft)74 2 95th Queue (ft)138 11 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)39 56 Average Queue (ft)6 29 95th Queue (ft)27 52 Link Distance (ft)1087 1129 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 2 PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 no mit k Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)34 69 Average Queue (ft)4 30 95th Queue (ft)22 51 Link Distance (ft)535 1025 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)582 Average Queue (ft)544 95th Queue (ft)581 Link Distance (ft)526 Upstream Blk Time (%)90 Queuing Penalty (veh)0 Storage Bay Dist (ft) Storage Blk Time (%)1 Queuing Penalty (veh)2 Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 1153 Moores Crossing Scenario 2 IMP AM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 kk.syn Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB Directions Served R Maximum Queue (ft)114 Average Queue (ft)48 95th Queue (ft)92 Link Distance (ft)541 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB EB EB EB WB WB WB NB NB NB NB NB Directions Served L L T R L T R L L T T R Maximum Queue (ft)127 163 179 120 245 131 248 142 158 123 129 132 Average Queue (ft)37 88 82 34 153 37 122 72 98 60 58 47 95th Queue (ft)100 151 163 89 230 87 217 131 147 105 107 99 Link Distance (ft)1197 198 198 198 734 734 Upstream Blk Time (%)4 0 3 Queuing Penalty (veh)9 0 6 Storage Bay Dist (ft)200 200 125 225 225 150 Storage Blk Time (%)0 8 0 0 0 Queuing Penalty (veh)0 26 0 0 0 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement SB SB SB SB Directions Served L T T R Maximum Queue (ft)117 282 328 189 Average Queue (ft)45 125 160 30 95th Queue (ft)97 231 286 116 Link Distance (ft)1012 1012 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)250 250 Storage Blk Time (%)1 3 Queuing Penalty (veh)1 2 Moores Crossing Scenario 2 IMP AM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 kk.syn Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)67 60 77 297 276 77 106 157 167 144 311 262 Average Queue (ft)18 16 27 180 73 28 44 74 83 51 148 110 95th Queue (ft)51 44 61 267 185 65 90 131 145 118 260 199 Link Distance (ft)1576 325 1012 1012 1250 Upstream Blk Time (%)0 0 Queuing Penalty (veh)0 1 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)4 0 0 0 2 0 Queuing Penalty (veh)9 0 0 0 7 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)201 44 Average Queue (ft)105 6 95th Queue (ft)185 24 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)1 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)47 44 Average Queue (ft)4 20 95th Queue (ft)24 46 Link Distance (ft)1087 1129 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 2 IMP AM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 kk.syn Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)42 48 Average Queue (ft)2 20 95th Queue (ft)17 43 Link Distance (ft)535 1025 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW SW Directions Served R R Maximum Queue (ft)45 100 Average Queue (ft)4 7 95th Queue (ft)33 53 Link Distance (ft)491 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)1 Storage Blk Time (%)1 0 Queuing Penalty (veh)2 0 Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 64 Moores Crossing Scenario 2 IMP PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 kk.syn Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB Directions Served R Maximum Queue (ft)136 Average Queue (ft)57 95th Queue (ft)109 Link Distance (ft)541 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB EB EB EB WB WB WB NB NB NB NB NB Directions Served L L T R L T R L L T T R Maximum Queue (ft)214 240 210 170 231 162 241 194 227 170 184 133 Average Queue (ft)71 134 99 49 139 42 126 108 136 89 96 61 95th Queue (ft)170 212 193 127 213 103 212 178 204 144 156 110 Link Distance (ft)1197 198 198 198 734 734 Upstream Blk Time (%)2 0 2 Queuing Penalty (veh)4 0 3 Storage Bay Dist (ft)200 200 125 225 225 150 Storage Blk Time (%)0 1 13 0 0 0 1 0 Queuing Penalty (veh)0 3 65 0 0 1 3 0 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement SB SB SB SB Directions Served L T T R Maximum Queue (ft)171 279 304 142 Average Queue (ft)83 162 184 42 95th Queue (ft)147 246 269 100 Link Distance (ft)1012 1012 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)250 250 Storage Blk Time (%)1 2 Queuing Penalty (veh)1 2 Moores Crossing Scenario 2 IMP PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 kk.syn Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)59 93 199 271 89 121 16 220 231 146 236 245 Average Queue (ft)19 36 84 161 13 27 2 99 115 60 127 90 95th Queue (ft)50 73 151 254 120 81 12 174 184 112 225 193 Link Distance (ft)1576 325 1012 1012 1250 Upstream Blk Time (%)1 1 Queuing Penalty (veh)0 3 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 4 0 0 1 0 1 0 Queuing Penalty (veh)0 3 1 0 3 0 2 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)146 17 Average Queue (ft)65 1 95th Queue (ft)123 8 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)73 62 Average Queue (ft)10 30 95th Queue (ft)44 54 Link Distance (ft)1087 1129 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 2 IMP PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 2 kk.syn Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)31 64 Average Queue (ft)3 31 95th Queue (ft)19 55 Link Distance (ft)535 1025 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW SW Directions Served R R Maximum Queue (ft)16 8 Average Queue (ft)1 0 95th Queue (ft)12 4 Link Distance (ft)491 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)1 Storage Blk Time (%)0 0 Queuing Penalty (veh)1 0 Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)31 Average Queue (ft)2 95th Queue (ft)31 Link Distance (ft)1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 96 Moores Crossing Scenario 3 AM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 no mit k Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB EB NB NB NB SB SB Directions Served L R L T T T TR Maximum Queue (ft)199 474 248 443 318 357 426 Average Queue (ft)164 176 167 176 136 162 218 95th Queue (ft)230 395 277 526 440 274 335 Link Distance (ft)604 1153 1153 778 778 Upstream Blk Time (%)0 Queuing Penalty (veh)0 Storage Bay Dist (ft)100 150 Storage Blk Time (%)39 2 36 0 Queuing Penalty (veh)81 6 96 0 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB WB NB NB NB NB SB SB SB Directions Served LTR LTR L T T R L T TR Maximum Queue (ft)187 247 189 271 326 242 137 233 279 Average Queue (ft)75 213 92 100 131 126 60 104 137 95th Queue (ft)146 264 181 234 285 213 113 195 237 Link Distance (ft)1530 177 778 778 1025 1025 Upstream Blk Time (%)31 Queuing Penalty (veh)175 Storage Bay Dist (ft)100 150 250 Storage Blk Time (%)32 3 3 6 0 Queuing Penalty (veh)73 2 8 14 0 Moores Crossing Scenario 3 AM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 no mit k Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)62 60 82 305 296 72 114 153 140 143 270 183 Average Queue (ft)19 14 30 186 59 23 41 60 69 50 134 95 95th Queue (ft)50 42 67 285 156 57 88 115 120 107 226 170 Link Distance (ft)1576 325 1025 1025 1250 Upstream Blk Time (%)0 0 Queuing Penalty (veh)0 1 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)7 0 0 0 0 Queuing Penalty (veh)14 1 0 0 1 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)204 52 Average Queue (ft)92 6 95th Queue (ft)165 27 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)1 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)64 72 Average Queue (ft)11 30 95th Queue (ft)41 63 Link Distance (ft)1074 1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 3 AM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 no mit k Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB WB SB Directions Served LT TR LR Maximum Queue (ft)58 4 60 Average Queue (ft)4 0 25 95th Queue (ft)31 3 50 Link Distance (ft)489 604 1061 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)312 Average Queue (ft)92 95th Queue (ft)257 Link Distance (ft)520 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 471 Moores Crossing Scenario 3 PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 no mit k Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB EB NB NB NB SB SB Directions Served L R L T T T TR Maximum Queue (ft)200 468 250 810 734 363 374 Average Queue (ft)159 171 229 450 363 191 213 95th Queue (ft)231 402 301 908 813 298 317 Link Distance (ft)604 1153 1153 778 778 Upstream Blk Time (%)0 0 Queuing Penalty (veh)1 0 Storage Bay Dist (ft)100 150 Storage Blk Time (%)41 2 68 0 Queuing Penalty (veh)91 6 285 0 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB WB NB NB NB NB SB SB SB Directions Served LTR LTR L T T R L T TR Maximum Queue (ft)302 241 159 408 478 247 258 207 246 Average Queue (ft)134 208 70 153 221 176 122 121 152 95th Queue (ft)245 257 136 310 431 277 215 189 221 Link Distance (ft)1530 177 778 778 1025 1025 Upstream Blk Time (%)25 Queuing Penalty (veh)121 Storage Bay Dist (ft)100 150 250 Storage Blk Time (%)7 10 9 17 1 Queuing Penalty (veh)24 13 34 55 4 Moores Crossing Scenario 3 PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 no mit k Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)58 100 168 284 132 146 21 191 193 175 305 257 Average Queue (ft)17 34 87 178 21 31 2 88 101 73 155 89 95th Queue (ft)49 77 149 283 145 111 12 154 164 145 288 195 Link Distance (ft)1576 325 1025 1025 1250 Upstream Blk Time (%)1 2 0 Queuing Penalty (veh)0 5 0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 0 7 0 0 0 0 4 0 Queuing Penalty (veh)0 0 4 0 0 1 0 11 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)144 12 Average Queue (ft)67 1 95th Queue (ft)125 6 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served LT LR Maximum Queue (ft)61 111 Average Queue (ft)14 46 95th Queue (ft)47 85 Link Distance (ft)1074 1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 3 PM Queuing and Blocking Report 02/21/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 no mit k Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)82 85 Average Queue (ft)10 42 95th Queue (ft)48 71 Link Distance (ft)489 1061 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)183 Average Queue (ft)50 95th Queue (ft)144 Link Distance (ft)520 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)39 Average Queue (ft)3 95th Queue (ft)40 Link Distance (ft)1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 656 Moores Crossing Scenario 3 IMP AM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 kk.syn Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB EB NB NB NB SB SB SB Directions Served L R L T T T T R Maximum Queue (ft)291 377 280 673 634 278 294 200 Average Queue (ft)207 162 208 269 228 165 163 102 95th Queue (ft)322 453 349 810 721 249 249 212 Link Distance (ft)589 1153 1153 765 765 Upstream Blk Time (%)1 0 Queuing Penalty (veh)7 0 Storage Bay Dist (ft)200 200 100 Storage Blk Time (%)22 0 45 0 24 3 Queuing Penalty (veh)45 1 120 0 73 13 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB EB WB WB WB NB NB NB NB SB SB SB Directions Served L R L T R L T T R L T T Maximum Queue (ft)97 116 259 143 252 115 169 198 172 113 177 224 Average Queue (ft)44 59 143 35 124 48 84 109 45 43 67 93 95th Queue (ft)89 108 221 86 215 94 143 175 106 92 142 179 Link Distance (ft)1517 184 184 184 765 765 1012 1012 Upstream Blk Time (%)3 0 2 Queuing Penalty (veh)6 0 5 Storage Bay Dist (ft)375 225 150 250 Storage Blk Time (%)1 0 0 Queuing Penalty (veh)4 0 0 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement SB Directions Served R Maximum Queue (ft)62 Average Queue (ft)17 95th Queue (ft)49 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)250 Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 3 IMP AM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 kk.syn Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)58 62 88 305 200 79 111 121 138 128 287 207 Average Queue (ft)18 18 29 177 57 24 41 57 70 47 149 103 95th Queue (ft)50 49 68 272 125 57 87 106 117 97 249 175 Link Distance (ft)1576 325 1012 1012 1250 Upstream Blk Time (%)0 Queuing Penalty (veh)0 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)4 0 0 1 0 Queuing Penalty (veh)8 0 0 3 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)239 40 Average Queue (ft)106 6 95th Queue (ft)193 23 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)1 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB WB SB Directions Served L TR LR Maximum Queue (ft)39 4 57 Average Queue (ft)9 0 29 95th Queue (ft)32 3 51 Link Distance (ft)489 1037 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 3 IMP AM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 kk.syn Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)106 59 Average Queue (ft)14 26 95th Queue (ft)83 55 Link Distance (ft)489 1060 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)33 Average Queue (ft)2 95th Queue (ft)17 Link Distance (ft)448 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 17: I-140 Exit Ramp Movement Directions Served Maximum Queue (ft) Average Queue (ft) 95th Queue (ft) Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 284 Moores Crossing Scenario 3 IMP PM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 kk.syn Kimley-Horn SimTraffic Report Intersection: 1: Castle Hayne Road & Old Chair Road Alignment Movement EB EB NB NB NB SB SB SB Directions Served L R L T T T T R Maximum Queue (ft)278 387 300 1020 1002 225 240 182 Average Queue (ft)173 97 295 723 643 127 125 59 95th Queue (ft)271 272 329 1209 1180 202 202 117 Link Distance (ft)589 1153 1153 765 765 Upstream Blk Time (%)0 11 2 Queuing Penalty (veh)1 0 0 Storage Bay Dist (ft)200 200 100 Storage Blk Time (%)9 0 85 0 15 0 Queuing Penalty (veh)20 1 355 0 38 2 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement EB EB WB WB WB NB NB NB NB SB SB SB Directions Served L R L T R L T T R L T T Maximum Queue (ft)165 188 239 152 215 146 182 216 238 202 164 205 Average Queue (ft)82 88 124 43 102 63 96 125 112 97 90 115 95th Queue (ft)149 162 199 97 180 119 167 197 199 164 149 176 Link Distance (ft)1517 184 184 184 765 765 1012 1012 Upstream Blk Time (%)1 0 1 Queuing Penalty (veh)2 0 2 Storage Bay Dist (ft)375 225 150 250 Storage Blk Time (%)0 5 2 0 Queuing Penalty (veh)0 17 7 0 Intersection: 2: Castle Hayne Road & Site Access #3/I-140 Inner Loop Movement SB Directions Served R Maximum Queue (ft)83 Average Queue (ft)25 95th Queue (ft)64 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)250 Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 3 IMP PM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 kk.syn Kimley-Horn SimTraffic Report Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement EB EB EB WB WB WB NB NB NB NB SB SB Directions Served L T R L T R L T T R L T Maximum Queue (ft)55 132 163 288 200 73 26 174 184 158 244 187 Average Queue (ft)19 35 80 168 17 18 3 85 98 69 123 91 95th Queue (ft)48 90 140 257 128 55 15 147 160 135 200 166 Link Distance (ft)1576 325 1012 1012 1250 Upstream Blk Time (%)0 0 Queuing Penalty (veh)0 1 Storage Bay Dist (ft)300 175 225 225 250 175 275 Storage Blk Time (%)0 0 4 0 0 1 0 0 Queuing Penalty (veh)1 0 2 1 0 2 0 0 Intersection: 3: Castle Hayne Road & Centennial Drive/I-140 Exit Ramp Movement SB SB Directions Served T R Maximum Queue (ft)164 14 Average Queue (ft)73 1 95th Queue (ft)138 6 Link Distance (ft)1250 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)175 Storage Blk Time (%)0 Queuing Penalty (veh)0 Intersection: 4: Old Chair Road Alignment & Site Access #1 Movement EB SB Directions Served L LR Maximum Queue (ft)35 91 Average Queue (ft)12 44 95th Queue (ft)37 75 Link Distance (ft)1037 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft)100 Storage Blk Time (%) Queuing Penalty (veh) Moores Crossing Scenario 3 IMP PM Queuing and Blocking Report 02/22/2024 \\kimley-horn.com\CL_CHL\CHA_TPTO\014741001 - Chair Road Break Analysis\03-Analysis\05-Synchro\Synchro Files\Build (2026) - Scenario 3 kk.syn Kimley-Horn SimTraffic Report Intersection: 5: Old Chair Road Alignment & Site Access #2 Movement EB SB Directions Served LT LR Maximum Queue (ft)193 111 Average Queue (ft)19 48 95th Queue (ft)108 87 Link Distance (ft)489 1060 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: I-140 Inner Loop Movement SW Directions Served R Maximum Queue (ft)16 Average Queue (ft)1 95th Queue (ft)8 Link Distance (ft)448 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 17: I-140 Exit Ramp Movement WB Directions Served T Maximum Queue (ft)5 Average Queue (ft)0 95th Queue (ft)4 Link Distance (ft)1043 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Network Summary Network wide Queuing Penalty: 450 Appendix O: Turn Lane Warrants BUILD TURN LANE WARRANTS SCENARIO 1 LANE WARRANTS Chair Road at Site Access 1 2026 AM –EB Left 25 ft Warranted Vol Right = 22 Volume Opposed = 421 2026 PM –EB Left 50 ft Warranted Vol Right = 36 Volume Opposed = 437 2026 AM –WB Right 100 ft Warranted Volume Right = 115 Volume Opposed = 536 2026 PM –WB Right 200 ft Warranted Volume Right = 199 Volume Opposed = 636 SCENARIO 1 Chair Road at Site Access 2 2024 AM –NB Left 25 ft Warranted Vol Right = 8 Volume Opposed = 689 2024 PM –NB Left 0 ft Warranted Vol Right = 13 Volume Opposed = 887 2024 AM –SB Right 150 ft Warranted Volume Right = 160 Volume Opposed = 689 2024 PM –SB Right 500 ft Warranted Volume Right = 264 Volume Opposed = 887 SCENARIO 1 SCENARIO 2 LANE WARRANTS Chair Road at Site Access 1 2024 AM –EB Left 25 ft Warranted Vol Right = 22 Volume Opposed = 298 2024 PM –EB Left 0 ft Warranted Vol Right = 35 Volume Opposed = 238 2024 AM –WB Right 0 ft Warranted Volume Right = 9 Volume Opposed = 298 2024 PM –WB Right 0 ft Warranted Volume Right = 14 Volume Opposed = 238 SCENARIO 2 Chair Road at Site Access 2 2024 AM –EB Left 0 ft Warranted Vol Right = 7 Volume Opposed = 307 2024 PM –EB Left 0 ft Warranted Vol Right = 13 Volume Opposed = 252 2024 AM –WB Right 0 ft Warranted Volume Right = 16 Volume Opposed = 307 2024 PM –WB Right 0 ft Warranted Volume Right = 26 Volume Opposed = 252 SCENARIO 2 SCENARIO 3 LANE WARRANTS Chair Road at Site Access 1 2024 AM –EB Left 50 ft Warranted Vol Right = 22 Volume Opposed = 461 2024 PM –EB Left 25 ft Warranted Vol Right = 35 Volume Opposed = 506 2024 AM –WB Right 50 ft Warranted Volume Right = 40 Volume Opposed = 461 2024 PM –WB Right 75 ft Warranted Volume Right = 69 Volume Opposed = 506 SCENARIO 3 Chair Road at Site Access 2 2024 AM –EB Left 25 ft Warranted Vol Right = 8 Volume Opposed = 496 2024 PM –EB Left 25 ft Warranted Vol Right = 13 Volume Opposed = 592 2024 AM –WB Right 50 ft Warranted Volume Right = 42 Volume Opposed = 496 2024 PM –WB Right 100 ft Warranted Volume Right = 99 Volume Opposed = 592 SCENARIO 3