HomeMy WebLinkAboutTIA - Lee Hillsrameykemp.com
Transportation
Consulting
that moves us
forward.
Moving forward.
Lee Hills
Traffic Impact Analysis
New Hanover County, North Carolina
TRAFFIC IMPACT
ANALYSIS
FOR
LEE HILLS
LOCATED
IN
NEW HANOVER COUNTY, NC
Prepared For:
PARAMOUNTE ENGINEERING INC.
122 Cinema Drive
Wilmington, NC
Prepared By:
Ramey Kemp & Associates, Inc.
5808 Faringdon Place, Suite 100
Raleigh, NC 27609
License #C-0910
OCTOBER 2021
RKA Project No. 21413 Prepared By: MR
Reviewed By: CC
I I I I I II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II II I I I II I
. ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. ... .
C A R OHTL
IRNO
AN
S SIE
OF
NO
AR
LP
E RNEGEIN
S E A L
0 5 0 5 7 8
TRAFFIC IMPACT ANALYSIS
LEE HILLS
NEW HANOVER COUNTY, NORTH CAROLINA
EXECUTIVE SUMMARY
1. Development Overview
A Traffic Impact Analysis (TIA) was conducted for the proposed Lee Hills development in
accordance with the Wilmington Urban Area Metropolitan Planning Oraganization (WMPO) and
North Carolina Department of Transportation (NCDOT) capacity analysis guidelines. The
proposed development is to be located along SR 1336 (Sidbury Road) and north of US 17 (Market
Street) in New Hanover County, North Carolina. The proposed development is expected to
consist of 219 single-family home development and estimated to be built out in 2026. Site access is
proposed via one (1) full movement driveway along Sidbury Road.
The study analyzes traffic conditions during the weekday AM and PM peak hours for the
following scenarios:
• 2021 Existing Traffic Conditions
• 2026 No-Build Traffic Conditions
• 2026 No-Build Traffic Conditions – without Adjacent Developments
• 2026 Build Traffic Conditions
• 2026 Build Traffic Conditions – without Adjacent Developments
2. Existing Traffic Conditions
The study area for the TIA was determined through coordination with the WMPO and NCDOT
and consists of the following existing intersections:
• SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
• US 17 (Market Street) and SR 1336 (Sidbury Road)
• US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
Lee Hills | E-2
Existing peak hour traffic volumes were determined based on traffic counts conducted at the
study intersections listed below, in August of 2021 by Quality Counts, LLC during a typical
weekday AM (7:00 AM – 9:00 AM) and PM (4:00 PM – 6:00 PM) peak periods:
• SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
• US 17 (Market Street) and SR 1336 (Sidbury Road)
• US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
Traffic volumes were balanced between study intersections, where appropriate.
3. Site Trip Generation
The proposed development is assumed to consist of 219 single-family homes. Average weekday
daily, AM peak hour, and PM peak hour trips for the proposed development were estimated
using methodology contained within the ITE Trip Generation Manual, 10th Edition. Table E-1
provides a summary of the trip generation potential for the site.
Table E-1: Site Trip Generation
4. Future Traffic Conditions
Through coordination with the WMPO and NCDOT, it was determined that an annual growth
rate of 1.5% would be used to generate 2026 projected weekday AM and PM peak hour traffic
volumes. The following adjacent developments were identified to be considered under future
conditions:
• Sidbury Road Development
• Sidbury Crossing
• Blake Farm
• Scotts Hill Village NHRMC Emergency
LAND USE
(ITE Code) INTENSITY
DAILY
TRIPS
(VPD)
WEEKDAY
AM PEAK
HOUR (VPH)
WEEKDAY
PM PEAK
HOUR (VPH)
Enter Exit Enter Exit
Single Family Detached Housing
(210) 219 units 2,140 40 120 136 80
Lee Hills | E-3
5. Capacity Analysis Summary
The analysis considered weekday AM and PM peak hour traffic for 2021 existing, 2026 no-build,
2026 no-build – without adjacent developments, 2026 build, and 2026 build – without adjacent
development conditions. Refer to Section 7 of the TIA for the capacity analysis summary
performed at each study intersection.
6. Recommendations
Based on the findings of this study, specific geometric and traffic control improvements have
been identified at study intersections. The improvements are summarized below and are
illustrated in Figure E-1.
Committed Improvements by Others
US 17 (Market Street) and SR 1336 (Sidbury Road)
• Install a 450-foot signalized southbound U-turn lane along US 17 (Market Street).
• Extend the existing northbound U-turn/left-turn lane along US 17 (Market Street) to
550 feet.
Recommended Improvements by Developer
SR 1336 (Sidbury Road) and Site Drive
• Construct an eastbound approach with one ingress lane and one egress lane striped as
a shared left/right-turn lane.
• Provide an exclusive northbound left-turn lane with at least 75 feet of storage and
appropriate decel and taper.
• Provide stop control for the eastbound approach.
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
SITE
Site
Drive
E-4
Signalized Intersection
Unsignalized Intersection
Existing Lane
Storage (In Feet)
X'
Signal Installation by Others
Improvements by Others
Improvements by Developer
Figure E-1
Recommended Lane
Configurations
LEGEND
FU
L
L
125'
350'
175'
FU
L
L
550'350'450'
7
5
'
Lee Hills | i
TABLE OF CONTENTS
1. INTRODUCTION ......................................................................................................................... 1
1.1. Site Location and Study Area ...........................................................................................2
1.2. Proposed Land Use and Site Access ................................................................................2
1.3. Adjacent Land Uses ............................................................................................................2
1.4. Existing Roadways .............................................................................................................2
2. 2021 EXISTING PEAK HOUR CONDITIONS ....................................................................... 7
2.1. 2021 Existing Peak Hour Traffic Volumes ......................................................................7
2.2. Analysis of 2021 Existing Peak Hour Traffic Conditions ..............................................7
3. 2026 NO-BUILD PEAK HOUR CONDITIONS ...................................................................... 9
3.1. Ambient Traffic Growth ....................................................................................................9
3.2. Adjacent Development Traffic ..........................................................................................9
3.3. Future Roadway Improvements.....................................................................................11
3.4. 2026 No-Build Peak Hour Traffic Volumes ..................................................................11
3.5. Analysis of 2026 No-Build Peak Hour Traffic Conditions .........................................11
4. SITE TRIP GENERATION AND DISTRIBUTION ............................................................. 15
4.1. Trip Generation .................................................................................................................15
4.2. Site Trip Distribution and Assignment .........................................................................15
5. 2026 BUILD TRAFFIC CONDITIONS .................................................................................... 18
5.1. 2026 Build Peak Hour Traffic Volumes .........................................................................18
5.2. Analysis of 2026 Build Peak Hour Traffic Conditions ................................................18
6. TRAFFIC ANALYSIS PROCEDURE....................................................................................... 20
6.1. Adjustments to Analysis Guidelines .............................................................................20
7. CAPACITY ANALYSIS ............................................................................................................. 21
7.1. SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road) ..............................................21
7.2. US 17 (Market Street) and SR 1336 (Sidbury Road) .....................................................23
7.3. US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road) ......................................27
7.4. SR 1336 (Sidbury Road) and Site Drive .........................................................................29
8. CONCLUSIONS .......................................................................................................................... 30
9. RECOMMENDATIONS ............................................................................................................ 34
Lee Hills | ii
LIST OF FIGURES
Figure 1 – Site Location Map ................................................................................................... 4
Figure 2 – Preliminary Site Plan.............................................................................................. 5
Figure 3 – Existing Lane Configurations ............................................................................... 6
Figure 4 – 2021 Existing Peak Hour Traffic ........................................................................... 8
Figure 5 – 2026 Projected Peak Hour Traffic ....................................................................... 12
Figure 6 – Adjacent Development Trips .............................................................................. 13
Figure 7 – 2026 No-Build Peak Hour Traffic ....................................................................... 14
Figure 8 –Site Trip Distribution ............................................................................................ 16
Figure 9 –Site Trip Assignment ............................................................................................. 17
Figure 10 – 2026 Build Peak Hour Traffic ............................................................................ 19
Figure 11 – Recommended Lane Configurations ............................................................... 35
LIST OF TABLES
Table 1: Existing Roadway Inventory .................................................................................................. 3
Table 2: Adjacent Development Information ................................................................................... 10
Table 3: Trip Generation Summary .................................................................................................... 15
Table 4: Highway Capacity Manual – Levels-of-Service and Delay ............................................. 20
Table 5: Analysis Summary of SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road) ............ 21
Table 6a: Analysis Summary of US 17 (Market Street) and SR 1336 (Sidbury Road) ................. 23
Table 6b: Analysis Summary of US 17 (Market Street) and SR 1336 (Sidbury Road) (cont’d) .. 24
Table 7: Analysis Summary of US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road) ..... 27
Table 8: Analysis Summary of SR 1336 (Sidbury Road) and Site Drive ....................................... 29
Lee Hills | iii
TECHNICAL APPENDIX
Appendix A: Approved Scoping Documentation
Appendix B: Traffic Counts
Appendix C: Signal Plans
Appendix D: Adjacent Development Information
Appendix E: Capacity Calculations – SR 1336 (Sidbury Road) and SR 1318 (Blue Clay
Road)
Appendix F: Capacity Calculations – US 17 (Market Street) and SR 1336 (Sidbury Road)
Appendix G: Capacity Calculations – US 17 (Market Street) and SR 1571 (Scotts Hills
Loop Road)
Appendix H: Capacity Calculations – SR 1336 (Sidbury Road) and Site Drive 1
Appendix I: SimTraffic Queuing Reports
Appendix J: Turn Lane Warrant Charts
TRAFFIC IMPACT ANALYSIS
LEE HILLS
NEW HANOVER COUNTY, NORTH CAROLINA
1. INTRODUCTION
The contents of this report present the findings of the Traffic Impact Analysis (TIA)
conducted for the proposed Lee Hills residential development to be located along SR 1336
(Sidbury Road) and north of US 17 (Market Street) in New Hanover County, North Carolina.
The purpose of this study is to determine the potential impacts to the surrounding
transportation system created by traffic generated by the proposed development, as well as
recommend improvements to mitigate the impacts.
The proposed development, anticipated to be completed in 2026, is assumed to consist of 219
single-family homes.
The study analyzes traffic conditions during the weekday AM and PM peak hours for the
following scenarios:
• 2021 Existing Traffic Conditions
• 2026 No-Build Traffic Conditions
• 2026 No-Build Traffic Conditions – without Adjacent Developments
• 2026 Build Traffic Conditions
• 2026 Build Traffic Conditions – without Adjacent Developments
• 2026 Build Traffic Conditions with Improvements
• 2026 Build Traffic Conditions – without Adjacent Developments with
Improvements
As discussed during scoping, a supplemental analysis is provided to evaluate only the traffic
impact of the proposed development. This analysis is used to aid in determining the
necessary improvements by the proposed development in the event that the adjacent
developments included in this study (described in Section 3.2) do not move forward.
Lee Hills | 2
1.1. Site Location and Study Area
The development is proposed to be located along SR 1336 (Sidbury Road) and north of US 17
(Market Street) in New Hanover County, North Carolina. Refer to Figure 1 for the site
location map.
The study area for the TIA was determined through coordination with the North Carolina
Department of Transportation (NCDOT) and Wilmington Urban Area Metropolitan Planning
Organization (WMPO) and consists of the following existing intersections:
• SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
• US 17 (Market Street) and SR 1336 (Sidbury Road)
• US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
Refer to Appendix A for the approved scoping documentation.
1.2. Proposed Land Use and Site Access
The site is expected to be located along SR 1336 (Sidbury Road) and north of US 17 (Market
Street). The proposed development, anticipated to be completed in 2026, is assumed to consist
of 219 single-family homes.
Site access is proposed one (1) full movement driveway along Sidbury Road. Refer to Figure 2
for a copy of the preliminary site plan.
1.3. Adjacent Land Uses
The proposed development is located in an area consisting primarily of residential and
commercial development and undeveloped land.
1.4. Existing Roadways
Existing lane configurations (number of traffic lanes on each intersection approach), speed
limits, and other intersection and roadway information within the study area are shown in
Figure 3. Table 1, on the following page, provides a summary of this information, as well.
Lee Hills | 3
Table 1: Existing Roadway Inventory
Road Name Route
Number
Typical
Cross
Section
Speed Limit Maintained
By
2019 AADT
(vpd)
Market Street US 17 4-lane
divided 55 mph NCDOT 40,000
Sidbury Road SR 1336 2-lane
undivided 55 mph NCDOT 5,600
Scotts Hill Loop
Road SR 1571 2-lane
undivided
45 mph
(assumed) NCDOT 3,300
Blue Clay Road SR 1318 2-lane
undivided 55 mph NCDOT 13,000
Lee Hills
New Hanover County, NC
Scale: Not to Scale
Site Location Map
Figure 1
LEGEND
Proposed Site Location
Study Intersection
Study Area
N
4
Sidbury Road
17
Scotts Hill Loop Road
Blue Clay Road
PROPOSE
D
SITE
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
6
LEGEND
Signalized Intersection
Unsignalized Intersection
Existing Lane
X'Storage (In Feet)
SPEED
LIMITXX Posted Speed Limit
2021 Existing
Lane Configurations
Figure 3
FU
L
L
125'
350'
175'
FU
L
L
325'
~ 915 feet
~
7
.
2
m
i
l
e
s
SPEEDLIMIT
55
SPEEDLIMIT
55
SPEEDLIMIT
55
350'
Lee Hills | 7
2. 2021 EXISTING PEAK HOUR CONDITIONS
2.1. 2021 Existing Peak Hour Traffic Volumes
Existing peak hour traffic volumes were determined based on traffic counts conducted at the
study intersections listed below, in August of 2021 by Quality Counts, LLC during a typical
weekday AM (7:00 AM – 9:00 AM) and PM (4:00 PM – 6:00 PM) peak periods:
• SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
• US 17 (Market Street) and SR 1336 (Sidbury Road)
• US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
Weekday AM and PM traffic volumes were balanced between study intersections, where
appropriate. Refer to Figure 4 for 2021 existing weekday AM and PM peak hour traffic
volumes. A copy of the count data is located in Appendix B of this report.
2.2. Analysis of 2021 Existing Peak Hour Traffic Conditions
The 2021 existing weekday AM and PM peak hour traffic volumes were analyzed to
determine the current levels of service at the study intersections under existing roadway
conditions. Signal information was obtained from NCDOT and is included in Appendix C.
The results of the analysis are presented in Section 7 of this report.
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
2021 Existing
Peak Hour Traffic
Figure 4
Signalized Intersection
Unsignalized Intersection
Weekday AM / PM Peak
Hour TrafficX / Y
LEGEND
6/17
315/166
3/
1
1
14
1
/
3
0
6
81
/
1
2
1
170/107
1803/1550
99/72
52/54
1255/1640
9/6
1903/1660
42/27
41/64
13
0
/
9
3
1246/1615
41/117
8/
8
13
/
5
6/
6
1903/1660
47/41
1287/1732
8
Lee Hills | 9
3. 2026 NO-BUILD PEAK HOUR CONDITIONS
In order to account for growth of traffic and subsequent traffic conditions at a future year, no-
build traffic projections are needed. No-build traffic is the component of traffic due to the
growth of the community and surrounding area that is anticipated to occur regardless of
whether or not the proposed development is constructed. No-build traffic is comprised of
existing traffic growth within the study area and additional traffic created as a result of
adjacent approved developments.
3.1. Ambient Traffic Growth
Through coordination with the WMPO and NCDOT, it was determined that an annual
growth rate of 1.5% would be used to generate 2026 projected weekday AM and PM peak
hour traffic volumes. Refer to Figure 5 for 2026 projected peak hour traffic.
3.2. Adjacent Development Traffic
Through coordination with the WMPO and NCDOT, the following adjacent developments
were identified to be included as an approved adjacent development in this study:
• Sidbury Road Development
• Sidbury Crossing
• Blake Farm
• Scotts Hill Village NHRMC Emergency
Table 2, on the following page, provides a summary of the adjacent developments.
Lee Hills | 10
Table 2: Adjacent Development Information
Development
Name Location
Build-
Out
Year
Land Use / Intensity TIA
Performed
Sidbury Road
Development
Across Sidbury
Road between Edna
Buck Drive and
Buck Drive
2034 • 655 single-family homes
• 103 townhomes
December
2019 by
Davenport
Sidbury Crossing
Across Sidbury
Road between I-40
and Dairy Farm
Road
2024 320 apartment units June 2020 by
Davenport
Blake Farm
West of US 17,
across from Scotts
Hill Loop Road
2025
• 111,925 sf of self-storage
• 407 townhomes
• 15,600 sf of office
• 34,500 sf of high turnover
restaurant
• 3,500 sf of fast-food
restaurant with drive-thru
• 7,700 sf of aquarium
• 8,400 sf of retail
• 250 senior multifamily
independent living
• 50 single-family homes
• 20,000 sf of medical office
July 2019 by
Davenport
Scotts Hill
Village NHRMC
Emergency
South quadrant of
the intersection of
US 17 and Scott’s
Hill Medical Drive
2022
• 18,000 sf of medical office
• 99,000 sf of office
• 9,000 sf of pharmacy with
drive thru
• 16,000 sf of retail
June of 2019
by Davenport
The Blake Farms development recommended the following improvements at the intersections
of US 17 (Market Street) and SR 1336 (Sidbury Road):
• Install a 450-foot signalized southbound U-turn lane along US 17 (Market Street).
• Extend the existing northbound U-turn/left-turn lane along US 17 (Market Street)
to 550 feet.
All improvements by the adjacent developments above will be included from no-build
analysis to build analysis. It should be noted that the adjacent developments were approved,
Lee Hills | 11
during scoping, by the WMPO and NCDOT. Adjacent development trips are shown in Figure
6. Adjacent development information can be found in Appendix D.
3.3. Future Roadway Improvements
Based on coordination with the NCDOT and the WMPO, it was determined there were no
future roadway improvements to consider with this study.
3.4. 2026 No-Build Peak Hour Traffic Volumes
The 2026 no-build traffic volumes were determined by projecting the 2021 existing peak hour
traffic to the year 2026 and adding the adjacent development trips. Refer to Figure 7 for an
illustration of the 2026 no-build peak hour traffic volumes at the study intersections.
3.5. Analysis of 2026 No-Build Peak Hour Traffic Conditions
The 2026 no-build AM and PM peak hour traffic volumes at the study intersections were
analyzed with future geometric roadway conditions and traffic control. The analysis results
are presented in Section 7 of this report.
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
12
2026 Projected
Peak Hour Traffic
Figure 5
6/18
339/179
3/
1
2
15
2
/
3
3
0
87
/
1
3
0
183/115
1942/1670
0/0
107/78
56/58
1352/1767
10/6
2050/1788
45/29
44/69
14
0
/
1
0
0
1342/1740
44/126
9/
9
14
/
5
6/
6
Signalized Intersection
Unsignalized Intersection
Weekday AM / PM Peak
Hour TrafficX / Y
LEGEND
2050/1788
51/44
1386/1766
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
13
Peak Hour Adjacent
Developement Trips
Figure 6
Signalized Intersection
Unsignalized Intersection
Weekday AM / PM Peak Hour
Adjacent Development TripsX / Y
LEGEND
345/222
11
6
/
3
7
2
14
9
/
9
7
23/56
266/217
158/215
33/103
306/303
354/270
8/8
53/36
9/
9
277/362
354/270
52/125
277/362
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
14
2026 No-Build
Peak Hour Traffic
Figure 7
6/18
684/401
3/
1
2
26
8
/
7
0
2
23
6
/
2
2
7
206/171
2208/1887
158/215
107/78
89/161
1658/2070
10/6
2404/2058
53/37
97/105
14
9
/
1
0
9
1619/2102
44/126
9/
9
14
/
5
6/
6
Signalized Intersection
Unsignalized Intersection
Weekday AM / PM Peak
Hour TrafficX / Y
LEGEND
2404/2058
103/169
1663/2228
Lee Hills | 15
4. SITE TRIP GENERATION AND DISTRIBUTION
4.1. Trip Generation
The proposed development is assumed to consist of 219 single-family homes. Average
weekday daily, AM peak hour, and PM peak hour trips for the proposed development were
estimated using methodology contained within the ITE Trip Generation Manual, 10th Edition.
Table 3 provides a summary of the trip generation potential for the site.
Table 3: Trip Generation Summary
Land Use
(ITE Code) Intensity
Daily
Traffic
(vpd)
Weekday
AM Peak
Hour Trips
(vph)
Weekday
PM Peak
Hour Trips
(vph)
Enter Exit Enter Exit
Single-Family Detached Housing
(210) 219 units 2,140 40 120 136 80
It is estimated that the proposed development will generate approximately 2,140 total site
trips on the roadway network during a typical 24-hour weekday period. Of the daily traffic
volume, it is anticipated that 160 trips (40 entering and 120 exiting) will occur during the
weekday AM peak hour and 216 trips (136 entering and 80 exiting) will occur during the
weekday PM peak hour.
4.2. Site Trip Distribution and Assignment
Trip distribution percentages used in assigning site traffic for this development were
estimated based on a combination of existing traffic patterns, population centers adjacent to
the study area, and engineering judgment.
It is estimated that the site trips will be regionally distributed as follows:
• 60% to/from the west via US 17 (Market Street)
• 30% to/from the east via US 17 (Market Street)
• 10% to/from the south via SR 1318 (Blue Clay Road)
The site trip distribution is shown in Figure 8 and in site trip assignment is shown in Figure 9.
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
SITE
Site
Drive
16
10%
30%
XX%
Entering Trip Distribution
Exiting Trip Distribution
Regional Trip Distribution
Signalized Intersection
Unsignalized Intersection
X%
(Y%)
Site Trip Distribution
LEGEND
Figure 8
(10%)
10
%
(9
0
%
)
30%
60%
(30%)
(60%)
(30%)
60%
1
0
%
90
%
(10%)
(90%)
60%
60%
(60%)
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
SITE
Site
Drive
17
Site Trip Assignment
Figure 9
Signalized Intersection
Unsignalized Intersection
Weekday AM / PM Peak
Hour Site TripsX / Y
LEGEND
12/8
4/
1
4
10
8
/
7
2
12/40
24/82
36/24
72/48
36/24
24/82
4
/
1
4
36
/
1
2
2
12/8
108/72
24/82
72/48
Lee Hills | 18
5. 2026 BUILD TRAFFIC CONDITIONS
5.1. 2026 Build Peak Hour Traffic Volumes
To estimate traffic conditions with the site fully built-out, the total site trips were added to the
2026 no-build traffic volumes to determine the 2026 build traffic volumes. Refer to Figure 10
for an illustration of the 2026 build peak hour traffic volumes with the proposed site fully
developed.
5.2. Analysis of 2026 Build Peak Hour Traffic Conditions
Study intersections were analyzed with the 2026 build traffic volumes using the same
methodology previously discussed for existing and no-build traffic conditions. Intersections
were analyzed with improvements necessary to accommodate future traffic volumes. The
results of the capacity analysis for each intersection are presented in Section 7 of this report.
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
SITE
Site
Drive
19
Figure 10
2026 Build
Peak Hour Traffic
6/18
696/409
3/
1
2
27
2
/
7
1
6
34
4
/
2
9
9
218/211
2208/1887
158/215
107/78
113/243
1694/2094
10/6
2476/2106
53/37
133/129
14
9
/
1
0
9
1643/2184
44/126
9/
9
14
/
5
6/
6
2476/2106
103/169
1687/2310
2
3
6
/
2
2
7
4
/
1
4
36
/
1
2
2
29
5
/
3
3
2
12/8
108/72
Signalized Intersection
Unsignalized Intersection
Weekday AM / PM Peak
Hour TrafficX / Y
LEGEND
Lee Hills | 20
6. TRAFFIC ANALYSIS PROCEDURE
Study intersections were analyzed using the methodology outlined in the Highway Capacity
Manual (HCM), 6th Edition published by the Transportation Research Board. Capacity and
level of service are the design criteria for this traffic study. A computer software package,
Synchro (Version 10.3), was used to complete the analyses for the study area intersections.
Please note that the unsignalized capacity analysis does not provide an overall level of service
for an intersection; only delay for an approach with a conflicting movement.
The HCM defines capacity as “the maximum hourly rate at which persons or vehicles can
reasonably be expected to traverse a point or uniform section of a lane or roadway during a
given time period under prevailing roadway, traffic, and control conditions.” Level of service
(LOS) is a term used to represent different driving conditions and is defined as a “qualitative
measure describing operational conditions within a traffic stream, and their perception by
motorists and/or passengers.” Level of service varies from Level “A” representing free flow,
to Level “F” where breakdown conditions are evident. Refer to Table 4 for HCM levels of
service and related average control delay per vehicle for both signalized and unsignalized
intersections. Control delay as defined by the HCM includes “initial deceleration delay,
queue move-up time, stopped delay, and final acceleration delay”. An average control delay
of 50 seconds at a signalized intersection results in LOS “D” operation at the intersection.
Table 4: Highway Capacity Manual – Levels-of-Service and Delay
UNSIGNALIZED INTERSECTION SIGNALIZED INTERSECTION
LEVEL
OF
SERVICE
AVERAGE CONTROL
DELAY PER
VEHICLE
(SECONDS)
LEVEL OF
SERVICE
AVERAGE CONTROL
DELAY PER
VEHICLE
(SECONDS)
A
B
C
D
E
F
0-10
10-15
15-25
25-35
35-50
>50
A
B
C
D
E
F
0-10
10-20
20-35
35-55
55-80
>80
6.1. Adjustments to Analysis Guidelines
Capacity analysis at all study intersections was completed according to the NCDOT
Congestions Management Guidelines.
Lee Hills | 21
7. CAPACITY ANALYSIS
7.1. SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
The existing unsignalized intersection of SR 1336 (Sidbury Road) and SR 1318 (Blue Clay
Road) was analyzed under all traffic conditions with lane configurations and traffic control
shown in Table 5. Refer to Table 5 for a summary of the analysis results. Refer to Appendix E
for the Synchro capacity analysis reports and Appendix I for the SimTraffic queuing reports.
Table 5: Analysis Summary of SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
ANALYSIS
SCENARIO
LANE
GROUP
S
T
O
R
A
G
E
Weekday AM Peak Hour Weekday PM Peak Hour
Queue
95th / Max
(ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
Queue
95th / Max
(ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
2021 Existing
WBLR2 - 50* / 164 B 12 B (12)
N/A
25* / 110 B 11 B (11)
N/A NBTR - - / - - - - - / - - - -
SBLT1 - 0* / - A 8 A (8) 0* / - A 8 A (8)
2026
No-Build
WBLR2 - 395* / 375 E 50 E (50)
N/A
193* / 178 D 31 D (31)
N/A NBTR - - / - - - - - / 22 - - -
SBLT1 - 0* / 26 A 8 A (8) 0* / 53 A 9 A (9)
2026
No-Build –
without
Adjacent
Developments
WBLR2 - 58* / 127 B 13 B (13)
N/A
30* / 130 B 12 B (12)
N/A NBTR - - / - - - - - / - - - -
SBLT1 - 0* / - A 8 A (8) 0* / - A 8 A (8)
2026 Build
WBLR2 - 423* / 326 F 54 F (54)
N/A
210* / 384 D 34 D (34)
N/A NBTR - - / - - - - - / - - - -
SBLT1 - 0* / 28 A 8 A (8) 0* / 26 A 9 A (9)
2026 Build –
without
Adjacent
Developments
WBLR2 - 63* / 153 B 13 B (13)
N/A
33* / 71 B 12 B (12)
N/A NBTR - - / - - - - - / - - -
SBLT1 - 0* / 25 A 8 A (8) 0* / - A 8 A (8)
1. Level of service for major-street left-turn movement.
2. Level of service for minor-street approach.
*Due to limitations with Synchro reporting, a vehicle length of 25 feet was used to determine 95th percentile queue
lengths in feet.
Capacity analysis of 2021 existing traffic conditions indicates the minor-street approach and
major-street left-turn movement at the intersection currently operate at LOS B or better
during both peak hours analyzed. Under 2026 no-build traffic conditions, the minor-street
approach is expected to operate at LOS E during the weekday AM peak hour and LOS D
during the weekday PM peak hour. Under 2026 build traffic conditions, the minor-street
Lee Hills | 22
approach is expected to operate at LOS F during the weekday AM peak hour and LOS D
during the weekday PM peak hour. Under both scenarios, the major-street left-turn
movement is expected to operate at LOS A during the weekday AM and PM peak hours.
When comparing no-build to build traffic conditions, there is a degrade in level of service
(LOS E to LOS F) during the weekday AM peak hour at the minor-street approach; however,
there is only an increase in delay of 4 seconds, which is an increase of less than 25%. There are
not expected to be any other degrades in levels of service or increases in delay that exceed
25% at this intersection.
A supplemental analysis was also performed at this intersection to evaluate only the traffic
impact of the proposed development. This scenario involved analyzing the study
intersections without adjacent development traffic or their improvements. Under this
scenario, the minor-street approach and major-street left-turn movement are expected to
operate at LOS B or better during the weekday AM and PM peak hour. When comparing no-
build to build traffic conditions of this scenario, there are no degrades in levels of service or
increases in delay that exceed 25% at the minor-street approach or major-street left-turn
movement; therefore, no improvements by the developer are recommended at this
intersection.
Lee Hills | 23
7.2. US 17 (Market Street) and SR 1336 (Sidbury Road)
The existing signalized intersection of US 17 (Market Street) and SR 1336 (Sidbury Road) was
analyzed under all traffic conditions with existing lane configurations and traffic control
shown in Tables 6a and 6b. Refer to Tables 6a and 6b for a summary of the analysis results.
Refer to Appendix F for the Synchro capacity analysis reports and Appendix I for the
SimTraffic queuing reports.
Table 6a: Analysis Summary of US 17 (Market Street) and SR 1336 (Sidbury Road)
ANALYSIS
SCENARIO
N
O
D
E
LANE
GROUP
S
T
O
R
A
G
E
Weekday AM Peak Hour Weekday PM Peak Hour
Queue
95th /
Max (ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
Queue
95th /
Max (ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
2021 Existing 2
EBR - 102 / 132 D 52 D (52)
B
(17)
123 / 154 D 47 D (47)
B
(20)
WBLT* 325’ 46 / 228** A 3 A (3) 45 / 164** A 5 A (5)
SBT
SBR
- 788 / 388 B 18 B (17) 577 / 202 B 20 B (19) 125’ 83 / 225 A 8 59 / 49 A 9
2026
No-Build
2
EBR - 190 / 307 D 43 D (43)
D
(47)
150 / 177 C 33 C (33)
C
(26)
WBLT* 550’ 153 / 247** C 33 C (33) 152 / 720** C 30 C (30)
SBT
SBR
- 910 / 1090 D 52 D (48) 693 / 1108 C 26 C (25) 125’ 83 / 79 A 7 74 / 72 A 7
22 EBL^ 440’ 78 / 501^^ B 16 B (16) B
(18)
102 / 524^^ B 17 B (17) F
(138) NBT - 447 / 407 B 18 B (18) 654 / 1028 F 151 F (151)
2026
No-Build –
Supplemental
Analysis
2
EBR - 81 / 170 C 33 C (33)
B
(16)
102 / 134 C 34 C (34)
B
(13)
WBLT* 325’ 137 / 234** D 40 D (40) 104 / 193** C 32 C (32)
SBT
SBR
- 698 / 492 B 15 B (14) 394 / 300 B 10 B (10) 125’ 63 / 225 A 5 39 / 92 A 5
*Due to Synchro limitations, the northbound U/left-turn movement was analyzed as a westbound left-
turn/through movement.
**Maximum queues for the northbound U/left-turn movement were calculated by adding the westbound left-
turn/through movement queues at Node 2 and the northbound left-turn movement queues at Node 6.
^Due to Synchro limitations, the southbound U-turn movement was analyzed as an eastbound left-turn
movement.
^^Maximum queues for the southbound U-turn movement were calculated by adding the eastbound left-turn
movement queues at Node 22 and the southbound left-turn movement queues at Node 21.
Lee Hills | 24
Table 6b: Analysis Summary of US 17 (Market Street) and SR 1336 (Sidbury Road)
(cont’d)
ANALYSIS
SCENARIO
N
O
D
E
LANE
GROUP
S
T
O
R
A
G
E
Weekday AM Peak Hour Weekday PM Peak Hour
Queue
95th /
Max (ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
Queue
95th /
Max (ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
2026 Build
2
EBR - 336 / 418 E 55 E (55)
E
(73)
193 / 258 C 33 C (33)
D
(39)
WBLT* 550’ 171 / 212** C 29 C (29) 197 / 720** C 30 C (30)
SBT
SBR
- 910 / 1101 F 86 E (79) 718 / 1101 D 44 D (41) 125’ 88 / 128 A 8 98 / 77 A 9
22 EBL^ 440’ 78 / 514^^ B 16 B (16) B
(19)
102 / 519^^ B 17 B (17) F
(145) NBT - 462 / 595 B 20 B (20) 664 / 1035 F 158 F (158)
2026 Build –
Supplemental
Analysis
2
EBR - 157 / 247 D 41 D (41)
C
(21)
138 / 198 C 33 C (33)
B
(18)
WBLT* 325’ 146 / 208** C 35 C (35) 143 / 215** C 31 C (31)
SBT
SBR
- 746 / 917 B 19 B (18) 557 / 337 B 15 B (14) 125’ 79 / 225 A 6 64 / 116 A 7
*Due to Synchro limitations, the northbound U/left-turn movement was analyzed as a westbound left-
turn/through movement.
**Maximum queues for the northbound U/left-turn movement were calculated by adding the westbound left-
turn/through movement queues at Node 2 and the northbound left-turn movement queues at Node 6.
^Due to Synchro limitations, the southbound U-turn movement was analyzed as an eastbound left-turn
movement.
^^Maximum queues for the southbound U-turn movement were calculated by adding the eastbound left-turn
movement queues at Node 22 and the southbound left-turn movement queues at Node 21.
Capacity analysis of 2021 existing traffic conditions indicates the intersection currently
operates at LOS B during both peak hours analyzed. Under 2026 no-build traffic conditions,
the Blake Farms development is expected to install a southbound U-turn at this intersection.
It should be noted that the proposed development will not add traffic to this southbound U-
turn movement. With this improvement, Node 2 (the eastbound right-turn, northbound
U/left-turn, and southbound through/right-turn movements) at the intersection is expected
to operate at LOS D during the weekday AM peak hour and LOS C during the weekday PM
peak hour. Node 22 (the southbound U-turn and northbound through movements) is
expected to operate at LOS B during the weekday AM peak hour and LOS F during the
weekday PM peak hour. Under 2026 build traffic conditions, Node 2 at the intersection is
expected to operate at LOS E during the weekday AM peak hour and LOS D during the
weekday PM peak hour. Node 22 is expected to operate at LOS B during the weekday AM
peak hour and LOS F during the weekday PM peak hour. It should be noted that the
southbound U-turn may operate better in the future if the signal timings are optimized.
Lee Hills | 25
When comparing no-build to build traffic conditions, there is a degrade in overall level of
service (LOS D to LOS E) during the weekday AM peak hour as well as a degrade in overall
level of service (LOS C to LOS D) during the weekday PM peak hour. During both peak
hours the increase in delay is expected to be greater than 25%. There are not expected to be
any other degrades in levels of service or increases in delay that exceed 25% at this
intersection.
A supplemental analysis was also performed at this intersection to evaluate only the traffic
impact of the proposed development. This scenario involved analyzing the study
intersections without adjacent development traffic or their improvements. Under this
scenario, the intersection is expected to operate at LOS C or better during the weekday AM
and PM peak hours. When comparing no-build to build traffic conditions of this scenario, the
overall level of service degrades during the weekday AM peak hour (LOS B to LOS C). An
increase in overall delay greater than 25% is also expected during the weekday AM peak
hour. There is an increase in overall delay greater than 25% during the weekday PM peak
hour; however, the level of service is expected to remain the same (LOS B) and the increase in
delay is only 5 seconds. The eastbound approach is also expected to increase in level of
service from no-build to build traffic conditions; however, the delay is not expected to
increase greater than 25%. It should be noted that the eastbound right-turn and northbound
U/left-turn delay decreases slightly from no-build to build traffic conditions during the
weekday PM peak hour. This is not uncommon when additional vehicles are added to an
approach operating with additional capacity available. More vehicles are able to clear the
movement thus reducing the overall delay per vehicle.
Additionally, the southbound right-turn storage length at this intersection is expected to be
exceeded in existing traffic conditions during the weekday AM peak hour; however, the
proposed development is not expected to increase the queue. Reviewing the simulation
reveals that there are vehicles destined to turn right that are held in the through lane queue
and the maximum queue reported is based on the vehicles in the through queue and not the
number of vehicles stacked in the storage. Increasing the storage length for the southbound
right-turn lane is not expected to provide a significant benefit since right-turning vehicles are
Lee Hills | 26
being held in the longer through lane queues. Therefore, no improvements are recommended
at this intersection.
Lee Hills | 27
7.3. US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
The existing signalized intersection of US 17 (Market Street) and SR 1571 (Scotts Hill Loop
Road) was analyzed under all traffic conditions with the lane configurations and traffic
control shown in Table 7. Refer to Table 7 for a summary of the analysis results. Refer to
Appendix G for the Synchro capacity analysis reports and Appendix I for the SimTraffic
queuing reports.
Table 7: Analysis Summary of US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
ANALYSIS
SCENARIO
LANE
GROUP
S
T
O
R
A
G
E
Weekday AM Peak Hour Weekday PM Peak Hour
Queue
95th / Max
(ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
Queue
95th / Max
(ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
2021 Existing
EBLT* - 60 / 127** C 23 C (23)
A
(10)
89 / 153** D 38 D (38)
A
(9)
WBR - 88 / 110 C 29 C (29) 92 / 86 D 42 D (42)
NBT
NBR
- 213 / 254 A 7 A (7) 315 / 211 A 6 A (6) 175’ 16 / 47 A 5 34 / 73 A 3
2026
No-Build
EBLT* - 96 / 177** C 27 C (27)
B
(14)
126 / 195** D 42 D (42)
B
(18)
WBR - 98 / 182 C 30 C (30) 101 / 174 D 39 D (39)
NBT
NBR
- 403 / 267 B 12 B (12) 775 / 291 B 17 B (16) 175’ 18 / 53 A 5 41 / 48 A 4
2026
No-Build –
Supplemental
Analysis
EBLT* - 62 / 94** C 23 C (23)
B
(10)
94 / 152** D 38 D (38)
B
(11)
WBR - 94 / 110 C 30 C (30) 97 / 129 D 42 D (42)
NBT
NBR
- 251 / 186 A 8 A (7) 384 / 241 A 8 A (8) 175’ 18 / 52 A 5 37 / 72 A 4
2026 Build
EBLT* - 115 / 178** C 29 C (29)
B
(16)
141 / 168** D 42 D (42)
C
(24)
WBR - 96 / 152 C 28 C (28) 99 / 132 D 36 D (36)
NBT
NBR
- 463 / 284 B 13 B (13) 844 / 301 C 23 C (22) 175’ 19 / 50 A 5 44 / 53 A 5
2026 Build –
Supplemental
Analysis
EBLT* - 82 / 152** C 25 C (25)
B
(12)
112 / 178** D 41 D (41)
B
(12)
WBR - 94 / 178 C 30 C (30) 96 / 150 D 41 D (41)
NBT
NBR
- 257 / 264 A 9
A (9)
437 / 261 A 10
A (9) 175’ 18 / 52 A 5 38 / 74 A 4
*Due to Synchro limitations, the southbound U/left-turn movement was analyzed as an eastbound left-
turn/through movement.
**Maximum queues for the southbound U/left-turn movement were calculated by adding the eastbound left-
turn/through movement queues at Node 3 and the southbound left-turn movement queues at Node 14.
Lee Hills | 28
Capacity analysis of 2021 existing traffic conditions indicates the intersection currently
operates at LOS A during both peak hours analyzed. Under 2026 no-build traffic conditions,
is expected to operate at LOS B during the weekday AM and PM peak hours Under 2026
build traffic conditions, the intersection is expected to operate at LOS B during the weekday
AM peak hour and LOS C during the weekday PM peak hour.
When comparing no-build to build traffic conditions, there is a degrade in overall level of
service (LOS B to LOS C) during the weekday PM peak hour as well as an increase in delay
greater than 25%. Additionally, the northbound approach is expected to degrade in level of
service (LOS B to LOS C) and delay is expected to increase greater than 25% at this approach.
There are not expected to be any other degrades in levels of service or increases in delay that
exceed 25% at this intersection.
A supplemental analysis was also performed at this intersection to evaluate only the traffic
impact of the proposed development. This scenario involved analyzing the study
intersections without adjacent development traffic or their improvements. Under this
scenario, the intersection is expected to operate at LOS B or better during the weekday AM
and PM peak hours. When comparing no-build to build traffic conditions of this scenario,
there are no degrades in levels of service or increases in delay that exceed 25% at the minor-
street approach or major-street left-turn movement; therefore, no improvements by the
developer are recommended at this intersection.
Lee Hills | 29
7.4. SR 1336 (Sidbury Road) and Site Drive
The proposed intersection of SR 1336 (Sidbury Road) and Site Drive was analyzed under 2026
build traffic conditions with the lane configurations and traffic control shown in Table 8.
Refer to Table 8 for a summary of the analysis results. Refer to Appendix H for the Synchro
capacity analysis reports and Appendix I for the SimTraffic queuing reports.
Table 8: Analysis Summary of SR 1336 (Sidbury Road) and Site Drive
ANALYSIS
SCENARIO
LANE
GROUP
S
T
O
R
A
G
E
Weekday AM Peak Hour Weekday PM Peak Hour
Queue
95th / Max
(ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
Queue
95th / Max
(ft)
Lane
LOS
Delay
(sec)
Approach
(sec)
Overall
(sec)
2026 Build
EBLR2 - 18* / 99 B 11 B (11)
N/A
13* / 54 B 11 B (11)
N/A NBL1
NBT
75’ 3* / 26 A 8 A (8) 8* / 31 A 8 A (8) - - / - - - - / - - -
SBTR - - / - - - - - / - - - -
2026 Build –
Supplemental
Analysis
EBLR2 - 13* / 98 A 10 A (10)
N/A
10* / 52 B 10 B (10)
N/A NBL1
NBT
75’ 3* / 29 A 8 A (8) 8* / 55 A 8 A (8) - - / - - - - / - - -
SBTR - - / - - - - - / - - - -
1. Level of service for major-street left-turn movement.
2. Level of service for minor-street approach.
*Due to limitations with Synchro reporting, a vehicle length of 25 feet was used to determine 95 th percentile queue
lengths in feet.
Improvements by developer are shown in bold.
Capacity analysis of 2026 build traffic conditions indicates the minor-street approach and
major-street left-turn movement at the intersection are expected to operate at LOS B or better
during the weekday AM and PM peak hours.
Turn lanes were considered based on NCDOT Policy on Street and Driveway Access to North
Carolina Highways, and a northbound left-turn lane with 75 feet of storage is recommended at
this intersection. Refer to the turn lane warrant charts in Appendix J.
Lee Hills | 30
8. CONCLUSIONS
This Traffic Impact Analysis was conducted to determine the potential traffic impacts of the
proposed residential development, along SR 1336 (Sidbury Road) and to the north of US 17
(Market Street) in New Hanover County, North Carolina. The proposed development is
expected to be built out in 2026. Site access is proposed one (1) full movement driveway along
SR 1336 (Sidbury Road).
The study analyzes traffic conditions during the weekday AM and PM peak hours for the
following scenarios:
• 2021 Existing Traffic Conditions
• 2026 No-Build Traffic Conditions
• 2026 No-Build Traffic Conditions – without Adjacent Developments
• 2026 Build Traffic Conditions
• 2026 Build Traffic Conditions – without Adjacent Developments
Trip Generation
It is estimated that the proposed development will generate approximately 160 primary trips
(40 entering and 120 exiting) during the weekday AM peak hour and 216 primary trips (136
entering and 80 exiting) during the weekday PM peak hour.
Adjustments to Analysis Guidelines
Capacity analysis at all study intersections was completed according to NCDOT Congestion
Management Guidelines. Refer to section 6.1 of this report for a detailed description of any
adjustments to these guidelines made throughout the analysis.
Intersection Capacity Analysis Summary
All the study area intersections (including the proposed site driveways) are expected to
operate at acceptable levels-of-service under existing and future year conditions with the
exception of the intersections listed below. A summary of the study area intersections that
are expected to need improvements are as follows:
Lee Hills | 31
SR 1336 (Sidbury Road) and SR 1318 (Blue Clay Road)
Under 2026 build traffic conditions, the minor-street approach is expected to operate at LOS F
during the weekday AM peak hour and LOS D during the weekday PM peak hour. Under
both scenarios, the major-street left-turn movement is expected to operate at LOS A during
the weekday AM and PM peak hours.
When comparing no-build to build traffic conditions, there is a degrade in level of service
(LOS E to LOS F) during the weekday AM peak hour at the minor-street approach; however,
there is only an increase in delay of 4 seconds, which is an increase of less than 25%. There are
not expected to be any other degrades in levels of service or increases in delay that exceed
25% at this intersection.
A supplemental analysis was also performed at this intersection to evaluate only the traffic
impact of the proposed development. This scenario involved analyzing the study
intersections without adjacent development traffic or their improvements. Under this
scenario, the minor-street approach and major-street left-turn movement are expected to
operate at LOS B or better during the weekday AM and PM peak hour. When comparing no-
build to build traffic conditions of this scenario, there are no degrades in levels of service or
increases in delay that exceed 25% at the minor-street approach or major-street left-turn
movement; therefore, no improvements by the developer are recommended at this
intersection.
US 17 (Market Street) and SR 1336 (Sidbury Road)
Under 2026 no-build traffic conditions, the Blake Farms development is expected to install a
southbound U-turn at this intersection. It should be noted that the proposed development
will not add traffic to this southbound U-turn movement. With this improvement, Node 2
(the eastbound right-turn, northbound U/left-turn, and southbound through/right-turn
movements) at the intersection is expected to operate at LOS D during the weekday AM peak
hour and LOS C during the weekday PM peak hour. Node 22 (the southbound U-turn and
northbound through movements) is expected to operate at LOS B during the weekday AM
Lee Hills | 32
peak hour and LOS F during the weekday PM peak hour. Under 2026 build traffic conditions,
Node 2 at the intersection is expected to operate at LOS E during the weekday AM peak hour
and LOS D during the weekday PM peak hour. Node 22 is expected to operate at LOS B
during the weekday AM peak hour and LOS F during the weekday PM peak hour. It should
be noted that the southbound U-turn may operate better in the future if the signal timings are
optimized.
When comparing no-build to build traffic conditions, there is a degrade in overall level of
service (LOS D to LOS E) during the weekday AM peak hour as well as a degrade in overall
level of service (LOS C to LOS D) during the weekday PM peak hour. During both peak
hours the increase in delay is expected to be greater than 25%. There are not expected to be
any other degrades in levels of service or increases in delay that exceed 25% at this
intersection.
A supplemental analysis was also performed at this intersection to evaluate only the traffic
impact of the proposed development. This scenario involved analyzing the study
intersections without adjacent development traffic or their improvements. Under this
scenario, the intersection is expected to operate at LOS C or better during the weekday AM
and PM peak hours. When comparing no-build to build traffic conditions of this scenario, the
overall level of service degrades during the weekday AM peak hour (LOS B to LOS C). An
increase in overall delay greater than 25% is also expected during the weekday AM peak
hour. There is an increase in overall delay greater than 25% during the weekday PM peak
hour; however, the level of service is expected to remain the same (LOS B) and the increase in
delay is only 5 seconds. The eastbound approach is also expected to increase in level of
service from no-build to build traffic conditions; however, the delay is not expected to
increase greater than 25%. It should be noted that the eastbound right-turn and northbound
U/left-turn delay decreases slightly from no-build to build traffic conditions during the
weekday PM peak hour. This is not uncommon when additional vehicles are added to an
approach operating with additional capacity available. More vehicles are able to clear the
movement thus reducing the overall delay per vehicle.
Lee Hills | 33
Additionally, the southbound right-turn storage length at this intersection is expected to be
exceeded in existing traffic conditions during the weekday AM peak hour; however, the
proposed development is not expected to increase the queue. Reviewing the simulation
reveals that there are vehicles destined to turn right that are held in the through lane queue
and the maximum queue reported is based on the vehicles in the through queue and not the
number of vehicles stacked in the storage. Increasing the storage length for the southbound
right-turn lane is not expected to provide a significant benefit since right-turning vehicles are
being held in the longer through lane queues. Therefore, no improvements are recommended
at this intersection.
US 17 (Market Street) and SR 1571 (Scotts Hill Loop Road)
Under 2026 build traffic conditions, the intersection is expected to operate at LOS B during
the weekday AM peak hour and LOS C during the weekday PM peak hour.
When comparing no-build to build traffic conditions, there is a degrade in overall level of
service (LOS B to LOS C) during the weekday PM peak hour as well as an increase in delay
greater than 25%. Additionally, the northbound approach is expected to degrade in level of
service (LOS B to LOS C) and delay is expected to increase greater than 25% at this approach.
There are not expected to be any other degrades in levels of service or increases in delay that
exceed 25% at this intersection.
A supplemental analysis was also performed at this intersection to evaluate only the traffic
impact of the proposed development. This scenario involved analyzing the study
intersections without adjacent development traffic or their improvements. Under this
scenario, the intersection is expected to operate at LOS B or better during the weekday AM
and PM peak hours. When comparing no-build to build traffic conditions of this scenario,
there are no degrades in levels of service or increases in delay that exceed 25% at the minor-
street approach or major-street left-turn movement; therefore, no improvements by the
developer are recommended at this intersection.
Lee Hills | 34
9. RECOMMENDATIONS
Based on the findings of this study, specific geometric improvements have been identified
and are recommended to accommodate future traffic conditions. See a more detailed
description of the recommended improvements below. Refer to Figure 11 for an illustration of
the recommended lane configuration for the proposed development.
Improvements by Others
US 17 (Market Street) and SR 1336 (Sidbury Road)
• Install a 450-foot signalized southbound U-turn lane along US 17 (Market Street).
• Extend the existing northbound U-turn/left-turn lane along US 17 (Market Street)
to 550 feet.
Recommended Improvements by Developer
SR 1336 (Sidbury Road) and Site Drive
• Construct eastbound approach with one ingress lane and one egress lane striped
as a shared left/right-turn lane.
• Provide an exclusive northbound left-turn lane with at least 75 feet of storage and
appropriate decel and taper.
• Provide stop control for the eastbound approach.
Lee Hills
New Hanover County, NC
Scale: Not to Scale
N
Market
Street
Si
d
b
u
r
y
R
o
a
d
(S
R
1
3
3
6
)
Sc
o
t
t
s
H
i
l
l
L
o
o
p
R
o
a
d
(S
R
1
5
7
1
)
17
Sidbury Road
(SR 1336)
Bl
u
e
C
l
a
y
R
o
a
d
(S
R
1
3
1
8
)
SITE
Site
Drive
35
Signalized Intersection
Unsignalized Intersection
Existing Lane
Storage (In Feet)
X'
Signal Installation by Others
Improvements by Others
Improvements by Developer
Figure 11
Recommended Lane
Configurations
LEGEND
FU
L
L
125'
350'
175'
FU
L
L
550'350'450'
7
5
'