Panera Bread at Crescent Commons

RAMEY KEMP & ASSOCIATES, INC. 5808 Faringdon Place

Raleigh, NC 27609 Phone: 919-872-5115

www.rameykemp.com

October 15, 2019

Rob Myers

Traffic Engineer

Town of Cary

316 N Academy Street

Cary, NC 27513

919.380.4236

[email protected]

Reference: Panera Bread at Crescent Commons

Cary, North Carolina

T.O.C. Project No: 19-DP-6769

Dear Mr. Myers:

This letter provides the findings of the traffic study prepared by Ramey Kemp & Associates, Inc. (RKA) for the

proposed Panera Bread at Crescent Commons development, to be located in the Crescent Commons shopping

center in the southwest quadrant of Kildaire Farm Road and Tryon Road in Cary, North Carolina. The purpose

of the study is to determine how traffic generated by the proposed development is expected to impact

surrounding roadways and intersections. The proposed site, anticipated to be completed in 2021, is expected to

redevelop an existing building that was formerly occupied by a TGI Fridays to a Panera Bread with a drive-thru

window.

Refer to Figure 1 for the site location map. Refer to Figure 2 for the preliminary site plan of the proposed

development and Figure 3 for an illustration of the existing lane configurations within the study area.

The study analyzes traffic conditions for the study intersections during the weekday AM and PM peak hours for

the following scenarios:

• Existing (2019) Traffic Conditions

• Background (2021) Traffic Conditions

• Combined (2021) Traffic Conditions

Existing (2019) Peak Hour Conditions

Based on coordination with the Town, the study area is proposed to consist of the following intersections:

i. Tryon Road and Kildaire Farm Road

ii. Kildaire Farm Road and Crescent Commons Entrance / Advent Court

iii. Tryon Road and Crescent Green Drive

iv. Tryon Road and Ashville Avenue

v. Kildaire Farm Road and Right-in/Right-out Driveway

vi. Kildaire Farm Road and Crescent Commons Drive / Bald Eagle Lane

vii. Tryon Road and Right-in/Right-out Driveway

mailto:[email protected]

Panera Bread at Crescent Commons – Cary, North Carolina Page 2 of 12

Refer to the attached appendix for the approved Memorandum of Understanding (MOU).

Based on coordination with the Town, count data collected at intersections i-iv listed above in 2016 and 2017

(while traditional schools were in session) will be grown to the year 2019 with a 2% annual growth rate for the

purposes of this study. Peak hour turning movement counts were conducted by Ramey Kemp & Associates, Inc.

at intersections v-vii in May of 2019 during weekday AM (7:00 to 9:00) and weekday PM (4:00 to 6:00) peak

hours. Traffic volumes were balanced between study intersections to account for the data being collected on

differing days and years. Refer to Figure 4 for the existing (2019) traffic volumes figure. Traffic count data can

be found in the attached appendix.

Background (2021) Peak Hour Conditions

Based on coordination with the Town and NCDOT, background traffic volumes were determined by projecting

existing (2019) traffic volumes to the year 2021 using a 2% annual growth rate and adding the traffic associated

with the following two adjacent developments:

• Health Park at Kildaire (16-SP-048) (Previously, Kildaire Medical Offices (15-TAR-390A))

• Asheville Avenue Medical Office (17-TAR-415)

Refer to Figure 5 for the projected (2021) peak hour traffic volumes and Figure 6 for the adjacent development

trips. Adjacent development information can be found in the attached appendix. Background (2021) peak hour

traffic volumes are illustrated in Figure 7.

Future Roadway Improvements

Based on coordination with the Town, no future road improvements will be included in this study.

Trip Generation

The proposed project is expected to redevelop the existing 7,165 sq. ft. high-turnover sit-down restaurant into a

7,165 sq. ft. café with drive-thru. It should be noted that 1,997 sq. ft. of the existing building is not expected to

be used and will be unfinished space leftover from the existing development. The trip generation difference was

determined by calculating the trip generation potential for the average weekday daily, adjacent street AM peak

hour, and adjacent street PM peak hour for each development using the methodology contained within the ITE

Trip Generation Manual, 10th Edition for the existing restaurant building and using local data for the proposed

café with drive-thru. It should be noted that the local data used assumes each transaction accounts for the one

entering and one exiting site trip during the weekday AM and PM peak hours. The highest number of

transactions from the 18 Panera’s in the surrounding counties was used to determine a conservative trip

generation. The pass-by trips were determined from the ITE Land Use Code 932 for a conservative estimate.

Refer to Table 1 for a summary of the proposed site trip generation. Refer to the attached appendix for the local

data used to determine the site trip generation.


Table 1: Trip Generation Summary

Land Use Intensity Daily Traffic

(vpd)

AM Peak Hour Trips

(vph)

PM Peak Hour Trips

(vph)

Total Enter Exit Total Enter Exit

Existing

Restaurant

Building

(LUC 932)

7,165

sq. ft.

800 70 39 32 68 43 27

Pass-By Trips:

(-- AM, 43% PM) -- -- -- -30 -15 -15

Total Primary Trips 70 39 32 38 28 12

Proposed Café

with Drive-

Thru*

7,165

sq. ft.

930 110 55 55 112 56 56

Pass-By Trips:

(-- AM, 43% PM) -- -- -- -48 -24 -24

Total Primary Trips 110 55 55 64 32 32

Difference in Primary Trip Potential +40 +16 +23 +26 +4 +20

* Data based on the highest transactions during peak hour for drive thru cafes of the same company in the Raleigh-Durham area.

It is estimated that the proposed development will generate approximately 930 total site trips on the roadway

network during a typical 24-hour weekday period. Of the daily traffic volume, it is anticipated that 110 trips (55

entering and 55 exiting) will occur during the weekday AM peak hour and 112 trips (56 entering and 56 exiting)

will occur during the weekday PM peak hour. Pass-by trips are expected to account for approximately 48 trips

(24 entering and 24 exiting) during the weekday PM peak hour. It should be noted that the pass-by trips were

balanced, as it is likely that these trips would enter and exit in the same hour. Adjusting for pass-by trips, the

site will generate 64 primary trips (32 entering and 32 exiting) during the weekday PM peak hour.

The building was previously occupied by a similar restaurant land use. Table 1 also shows the difference in trip

potential for comparison purposes. Because the building was vacant at the time of data collection, the

unadjusted site trips will be used for the analysis in this study.

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 trips will be regionally distributed as follows:

• 35% to/from the west via Tryon Road

• 25% to/from the north via Kildaire Farm Road

• 20% to/from the east via Tryon Road

• 20% to/from the south via Kildaire Farm Road


The primary site trip distribution for is shown in Figure 8 and the primary site trip assignment is shown in

Figure 9. Refer to Figure 10 for the pass-by trip distribution and Figure 11 for the pass-by site trip assignment.

Total site trips for are shown in Figure 12.

Combined (2021) Traffic

To estimate traffic conditions with this redevelopment completed, the site trips generated by the proposed

redevelopment were added to the background (2021) peak hour traffic. Refer to Figure 13 for an illustration of

the combined (2021) peak hour traffic volumes with the development completed.

Capacity Analysis

The existing (2019), background (2021), and combined (2021) weekday AM and PM peak hour traffic volumes

were analyzed to determine the levels of service at the study intersections under respective roadway conditions.

Signal information was obtained from NCDOT and is included in the appendix. The results of the analysis are

presented in the following section of this report.

Study intersections were analyzed using the methodology outlined in the 2010 Highway Capacity Manual

(HCM) 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

most of 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. Refer to

Table 2 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 2: 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


Tryon Road and Kildaire Farm Road

The existing signalized intersection of Tryon Road and Kildaire Farm Road was analyzed under existing (2019),

background (2021), and combined (2021) traffic conditions with the lane configurations and traffic control

shown in Table 3. Refer to Table 3 for a summary of the analysis results. The Synchro capacity analysis reports

are included in the attached appendix.

Table 3: Analysis Summary of Tryon Road and Kildaire Farm Road

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

WB

NB

SB

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

C (30)

E (56)

F (130)

C (33)

E

(69)

F (106)

F (91)

C (29)

E (67)

E

(75)

Background (2021)

Conditions

EB

WB

NB

SB

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

C (34)

E (74)

F (236)

D (37)

F

(110)

F (136)

F (118)

D (35)

F (138)

F

(113)

Combined (2021)

Conditions

EB

WB

NB

SB

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

2 LT, 2 TH, 1 RT

C (35)

E (75)

F (239)

D (38)

F

(111)

F (137)

F (118)

D (35)

F (141)

F

(114)

Capacity analysis of existing (2019) traffic conditions indicates the intersection currently operates at an overall

LOS E during both the weekday AM and PM peak hours. Under background (2021) and combined (2021)

traffic conditions indicates the intersection is expected to operate at an overall LOS F during the weekday AM

and PM peak hours. The proposed redevelopment is expected to add one second of delay to both the weekday

AM and PM peak hour.


Kildaire Farm Road and Crescent Commons Entrance / Advent Court

The existing signalized intersection of Kildaire Farm Road and Crescent Commons Entrance / Advent Court

was analyzed under existing (2019), background (2021), and combined (2021) traffic conditions with the lane

configurations and traffic control shown in Table 4. Refer to Table 4 for a summary of the analysis results. The

Synchro capacity analysis reports are included in the attached appendix.

Table 4: Analysis Summary of Kildaire Farm Road and Crescent Commons Entrance / Advent Court

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

WB

NB

SB

2 LT, 1 TH-RT

2 LT, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

1 LT, 2 TH, 1 RT

E (57)

E (62)

C (30)

E (64)

D

(43)

F (96)

F (102)

D (46)

B (19)

D

(43)

Background (2021)

Conditions

EB

WB

NB

SB

2 LT, 1 TH-RT

2 LT, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

1 LT, 2 TH, 1 RT

E (57)

E (65)

E (65)

E (69)

E

(65)

F (105)

F (112)

D (47)

C (35)

D

(52)

Combined (2021)

Conditions

EB

WB

NB

SB

2 LT, 1 TH-RT

2 LT, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

1 LT, 2 TH, 1 RT

E (58)

E (65)

E (65)

E (77)

E

(68)

F (107)

F (112)

D (48)

D (38)

D

(55)

Capacity analysis of existing (2019) traffic conditions indicates the intersection currently operates at an overall

LOS D during both the weekday AM and PM peak hours. Under background (2021) and combined (2021)

traffic conditions indicates the intersection is expected to operate at an overall LOS E during the weekday AM

peak hour and an overall LOS D during the weekday PM peak hour. The proposed redevelopment is expected to

add three seconds of delay during the weekday AM and PM peak hours.


Tryon Road and Crescent Green Drive

The existing signalized intersection of Tryon Road and Crescent Green Drive was analyzed under existing

(2019), background (2021), and combined (2021) with the lane configurations and traffic control shown in

Table 5. Refer to Table 5 for a summary of the analysis results. The Synchro capacity analysis reports are

included in the attached appendix.

Table 5: Analysis Summary of Tryon Road and Crescent Green Drive

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

WB

NB

1 UT, 2 TH, 1 TH-RT

1 LT, 2 TH

2 LT, 1 RT

B (16)

B (12)

D (51)

B

(18)

C (23)

C (31)

D (40)

C

(29)

Background (2021)

Conditions

EB

WB

NB

1 UT, 2 TH, 1 TH-RT

1 LT, 2 TH

2 LT, 1 RT

C (21)

B (13)

D (52)

C

(22)

D (39)

D (39)

D (54)

D

(42)

Combined (2021)

Conditions

EB

WB

NB

1 UT, 2 TH, 1 TH-RT

1 LT, 2 TH

2 LT, 1 RT

C (22)

B (13)

D (53)

C

(22)

D (40)

D (39)

E (59)

D

(44)

Capacity analysis of existing (2019), background (2021), and combined (2021) traffic conditions indicates the

intersection is expected to operate at an overall LOS D or better during both the weekday AM and PM peak

hours.


Tryon Road and Ashville Avenue

The existing unsignalized intersection of Tryon Road and Ashville Avenue was analyzed under existing (2019),

background (2021), and combined (2021) traffic conditions with the lane configurations and traffic control

shown in Table 6. Refer to Table 6 for a summary of the analysis results. The Synchro capacity analysis reports

are included in the attached appendix.

Table 6: Analysis Summary of Tryon Road and Ashville Avenue

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

WB

SB

1 LT, 3 TH

1 UT, 2 TH, 1 RT

1 LT, 1 RT

C (19)1

B (13)1

F (126)2 N/A

B (13)1

C (20)1

F (83)2 N/A

Background (2021)

Conditions

EB

WB

SB

1 LT, 3 TH

1 UT, 2 TH, 1 RT

1 LT, 1 RT

F (70)1

C (16)1

F (5146)2 N/A

C (20)1

C (24)1

F (658)2 N/A

Combined (2021)

Conditions

EB

WB

SB

1 LT, 3 TH

1 UT, 2 TH, 1 RT

1 LT, 1 RT

F (70)1

C (18)1

F (5146)2 N/A

C (20)1

C (25)1

F (714)2 N/A

1. Level of service for major-street U-turn/left-turn movement.

2. Level of service for minor-street approach.


minor-street approach at the intersection of Tryon Road and Ashville Avenue is expected to operate at LOS F

during both weekday AM and PM peak hours. The westbound major-street U-turn movement is expected to

operate at LOS C or better during both weekday AM and PM peak hours. The eastbound major-street left-turn

movement is expected to operate at LOS C under existing (2019) traffic conditions and LOS F under

background (2021) and combined (2021) traffic conditions under both weekday AM and PM peak hours.

The southbound approach is expected to experience significant delay under background (2021) and combined

(2021) traffic conditions during both weekday AM and PM peak hours primarily due to the Ashville Medical

Offices adjacent development. The TAR conducted for the Ashville Medical Offices recommended signalizing

this intersection. Synchro does not consider the adjacent traffic signals when calculating delay. The adjacent

traffic signals will provide gaps in the through traffic along Tryon Road for minor-street and U-turn vehicles to

clear the intersection. The proposed development is not expected to contribute to the southbound approach

volume at the intersection.


Kildaire Farm Road and Right-in/Right-out Driveway

The existing unsignalized intersection of Kildaire Farm Road and Right-in/Right-out Driveway was analyzed

under existing (2019), background (2021), and combined (2021) traffic conditions with the lane configurations

and traffic control shown in Table 7. Refer to Table 7 for a summary of the analysis results. The Synchro

capacity analysis reports are included in the attached appendix.

Table 7: Analysis Summary of Kildaire Farm Road and Right-in/Right-out Driveway

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

NB

SB

1 RT

2 TH

2 TH, 1 RT

B (12)1

--

-- N/A

D (28)1

--

-- N/A

Background (2021)

Conditions

EB

WB

NB

1 RT

2 TH

2 TH, 1 RT

B (13)1

--

-- N/A

E (44)1

--

-- N/A

Combined (2021)

Conditions

EB

WB

NB

1 RT

2 TH

2 TH, 1 RT

B (13)1

--

-- N/A

E (48)1

--

-- N/A

1. Level of service for major-street left-turn movement. 2. Level of service for minor-street approach.

Capacity analysis of existing (2019), background (2021), combined (2021) traffic conditions indicates the

minor-street approach at the intersection of Kildaire Farm Road and right-in/right-out driveway is expected to

operate at LOS B during the weekday AM peak hour. During the weekday PM peak hour, the minor-street

approach is expected to operate at LOS D under existing (2019) traffic conditions and LOS E during both the

background (2021) and combined (2021) traffic conditions. The proposed development is only expected to add

4 seconds of delay to the intersection during the weekday PM peak hour.


Kildaire Farm Road and Crescent Commons Drive / Bald Eagle Lane

The existing unsignalized intersection of Kildaire Farm Road and Crescent Commons Drive / Bald Eagle Lane

was analyzed under existing (2019), background (2021), and combined (2021) traffic conditions with the lane

configurations and traffic control shown in Table 8. Refer to Table 8 for a summary of the analysis results. The

Synchro capacity analysis reports are included in the attached appendix.

Table 8: Analysis Summary of Kildaire Farm Road and Crescent Commons Drive / Bald Eagle Lane

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

WB

NB

SB

1 RT

1 RT

1 TH, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

B (12)2

C (22)2

--

C (18)1

N/A

E (42)2

B (14)2

--

B (12)1

N/A

Background (2020)

Conditions

EB

WB

NB

SB

1 RT

1 RT

1 TH, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

B (12)2

D (29)2

--

C (18)1

N/A

F (96)2

C (16)2

--

B (13)1

N/A

Combined (2020)

Conditions

EB

WB

NB

SB

1 RT

1 RT

1 TH, 1 TH-RT

1 LT, 1 TH, 1 TH-RT

B (12)2

D (30)2

--

C (24)1

N/A

F (98)2

C (16)2

--

B (13)1

N/A

1. Level of service for major-street left-turn movement. 2. Level of service for minor-street approach.


minor-street approaches and major-street left-turn movement at the intersection of Kildaire Farm Road and

Crescent Commons Drive / Bald Eagle Lane are expected to operate at LOS D or better during the weekday

AM and PM peak hours, with the exception of the eastbound minor-street approach during the weekday PM

peak hour. The eastbound minor-street approach is expected to operate at LOS E under existing (2019) traffic

conditions and LOS F during the background (2021) and combined (2021) traffic conditions. The proposed site

is only expected to add 2 seconds of delay to the eastbound minor-street approach.


Tryon Road and Right-in/Right-out Driveway

The existing unsignalized intersection of Tryon Road and Right-in/Right-out Driveway was analyzed under

existing (2019), background (2021), and combined (2021) traffic conditions with the lane configurations and

traffic control shown in Table 9. Refer to Table 9 for a summary of the analysis results. The Synchro capacity

analysis reports are included in the attached appendix.

Table 9: Analysis Summary of Tryon Road and Right-in/Right-out Driveway

ANALYSIS

SCENARIO

A

P

P

R

O

A

C

H

LANE

CONFIGURATIONS

WEEKDAY AM

PEAK HOUR

LEVEL OF SERVICE

WEEKDAY PM

PEAK HOUR

LEVEL OF SERVICE

Approach Overall

(seconds) Approach

Overall

(seconds)

Existing (2019)

Conditions

EB

WB

NB

3 TH, 1 RT

3 TH

1 RT

--

--

C (17)1 N/A

--

--

E (38)1 N/A

Background (2020)

Conditions

EB

WB

NB

3 TH, 1 RT

3 TH

1 RT

--

--

C (20)1 N/A

--

--

F (68)1 N/A

Combined (2020)

Conditions

EB

WB

NB

3 TH, 1 RT

3 TH

1 RT

--

--

C (21)1 N/A

--

--

F (81)1 N/A

1. Level of service for minor-street approach.


minor-street approach at the intersection Tryon Road and Right-in/Right-out Driveway is expected to operate at

LOS C during the weekday AM peak hour. During the weekday PM peak hour, the minor street approach is

expected to operate at LOS E under existing (2019) traffic conditions and LOS F under background (2020) and

combined (2020) traffic conditions. The proposed site is expected to add approximately 13 seconds of delay to

the minor-street approach during the weekday PM peak hour. This intersection currently has a designated right-

turn lane and restricted movements. Further restriction of the intersection would be necessary in order to

provide significant improvement in operations. Synchro does not consider the adjacent traffic signals when

calculating delay. The adjacent traffic signals will provide gaps in the through traffic along Tryon Road for

minor-street vehicles to clear the intersection.

There are multiple access points to the Crescent Commons development, which allows alternate routes that

drivers can use if they experience significant delay at this intersection.


Conclusions

This traffic study was conducted to determine the potential traffic impacts for the Crescent Commons café

redevelopment, to be located in the Crescent Commons shopping center in the southwest quadrant of Kildaire

Farm Road and Tryon Road in Cary, North Carolina.

The study analyzes traffic conditions for the study intersections during the weekday AM and PM peak hours for

the following scenarios:

• Existing (2019) Traffic Conditions

• Background (2021) Traffic Conditions

• Combined (2021) Traffic Conditions

It is estimated that the proposed development will generate approximately 930 total site trips on the roadway

network during a typical 24-hour weekday period. Of the daily traffic volume, it is anticipated 64 primary trips

(32 entering and 32 exiting) will occur during the weekday AM peak hour and 70 primary trips (35 entering and

35 exiting) will occur during the weekday PM peak hour. Since the site was previously a restaurant use, the net

new trips that would be generated by the redevelopment is significantly lower.

The proposed development is not expected to have a significant impact at any of the study intersections

included in this report. The development is located in an existing shopping center with several access points, all

of which are built-out with turn lanes. The proposed redevelopment is not expected to add any new site access

locations to the existing roadway network. Capacity analysis of all the study intersections is expected to satisfy

Section 3.9.2(I) of the Town’s LDO, as the proposed development is not expected to have significant traffic

impacts including delays and queuing.

If you should have any questions, please feel free to contact me at (919) 872-5115.

Sincerely,

Rynal Stephenson, P.E.

Regional Manager

Ramey Kemp & Associates, Inc.

NC Corporate License # C-0910

Attachments: Appendix

10-16-2019

Scale: Not to Scale

Panera Bread at Crescent Commons

Cary, NC

N

LEGEND

Proposed Site Location

Study Intersection

Study Area

Site Location Map

Figure 1

SITE

Tryon Road

Kildaire Farm Road

Ashville Avenue

Crescent Commons Drive

Crescent Greene Drive

Avent Court

Right-in / Right-out

Scale: Not to Scale

Tryon Road

N

Kil

dair

e F

arm

Roa

d


Crescent Commons Entrance

Cre

scen

t G

reen

e D

rive

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 3

ExistingLane Configurations

LEGEND

Signalized Intersection

Unsignalized Intersection

Existing Lane

X' Storage (In Feet)

Pedestrian Crosswalk

175'

175'

175'

150'

175'

200'

100'

100'

450'

450'

275'

175'175'

200'

400'

350'

350'

525'525'

150'

150'

275'

150'

200'

200'

150'


Cary, NC

Scale: Not to Scale

Tryon Road

N

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

e D

rive

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 4

Existing (2019)Peak Hour Traffic

LEGEND



X / Y Weekday AM / PM Peak Hour Traffic

51/1

3166

4/15

5516

8/24

1

28/67

90/2

1685

5/18

60

62/10721/4683/240

71/9

914

75/9

0324

3/98

79/22116/37

25/105

313/

589

68/2

091089/124092/58

89/571401/1573

595/266

31/126

1750

/105

92/

7

59/2

669

3/18

2720

/47

265/

220

606/

1232

133/

163

106/121668/738168/378

295/

275

1178

/759

143/

197

336/365707/882171/466

40/1

32

1174/158195/187

105/481117/11706/15

227/661242/1716

64/1

2821

/37

39/41

1228/1233

1616

/123

1


Cary, NC

Scale: Not to Scale

Tryon Road

N

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

e D

rive

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 5

Projected (2021)Peak Hour Traffic

56/1

4573

3/17

1718

5/26

6

31/74

99/2

3894

4/20

54

68/11823/5192/265

78/1

0916

29/9

9726

8/10

8

87/24418/41

28/116

346/

650

75/2

311202/1369102/64

98/631547/1737

657/294

34/139

1932

/116

92/

8

65/2

976

5/20

1722

/52

293/

243

669/

1360

147/

180

117/134738/815185/417

326/

304

1301

/838

158/

218

371/403781/974189/515

44/1

46

1296/206105/206

116/531233/12927/17

251/731371/1895

71/1

4123

/41

43/45

1356/1361

1784

/135

9

LEGEND





Cary, NC

Scale: Not to Scale

Tryon Road

N

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

e D

rive

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 6

Peak Hour Adjacent Development Trips

LEGEND



X / YWeekday AM / PM Peak Hour Adjacent Development Trips

28/1

42

11/6 3/1

36/1784/19

192/92

23/1

1225

/127

27/1

37

80/3442/22

33/1

881

/33

95/403/153/15

101/70

75/4023/112

100/5395/40

17/8

56/

90

98/152

114/

51

28/1

42

114/

51

28/1

42

114/

51


Cary, NC

Scale: Not to Scale

Tryon Road

N

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

e D

rive

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 7

Background (2021) Peak Hour Traffic

56/1

4576

1/18

5918

5/26

6

31/74

99/2

3897

2/21

96

68/11823/5192/265

78/1

0917

43/1

048

268/

108

87/24418/41

28/116

357/

656

78/2

321238/1547106/83

98/631739/1829

657/294

34/139

2046

/122

02/

8

65/2

979

3/21

5922

/52

316/

355

694/

1487

174/

317

197/168780/837185/417

359/

322

1382

/871

158/

218

466/443784/989192/530

44/1

46

1397/1816105/206

191/931256/14047/17

351/1261466/1935

88/2

2629

/71

43/45

1454/1513

1898

/141

0

LEGEND





Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

Dri

ve

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 14

Combined (2021)Peak Hour Traffic

56/1

4576

4/18

6318

5/26

6

37/85

115/

259

969/

2189

68/11823/5192/265

91/1

1917

36/1

045

268/

108

100/25418/41

31/120

375/

672

78/2

321231/1543106/83

98/631750/1841

657/294

34/139

2052

/122

72/

8

65/2

979

9/21

6722

/52

324/

396

705/

1514

163/

258

197/168782/839190/422

359/

322

1385

/875

161/

221

471/448787/993192/530

44/1

46

1491/1839105/206

191/931256/14047/17

351/1261466/1935

88/2

2629

/131

43/45

1454/1513

1904

/141

7

LEGEND





Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

e D

rive

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 8

Site Trip Distribution

X%

(Y%)

XX%

Entering Trip Distribution

Exiting Trip Distribution

Regional Trip Distribution

LEGEND



Right-In/Right-Out Intersection

25%

40%

(35%

)35%

20%

20%

35%

(25%

)

5% 5%

25%

5%15%

40%

20%

20%

(20%)

(10%)

(10%)

(10%

)

(10%

)(1

0%)

(15%)(10%)

(20%

)

35%

(20%

)


Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

Dri

ve

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 9

Primary SiteTrip Assignment

LEGEND



X / Y Weekday AM / PM Peak Hour Site Trips


22/13

19/1

219/11

14/8

3/2 3/2

14/8

3/28/5

22/1

3

11/6

11/6

11/6

5/3

6/3

6/3

6/3

5/3

8/56/3

11/6

19/11

11/6


Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

Dri

ve

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

X% Weekday PM Pass-By Trip Distribution

LEGEND



PM Pass-ByTrip Distribution

Figure 10

-30%50%

20%

30%

-20%20%

35%

-35%

15%

-15%

15%

35%

-20%



Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

Dri

ve

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 11

PM Pass-ByTrip Assignment

X Weekday PM Pass-By Site Trips

LEGEND



-7125 7

-55

8 -8

4 -4

4

8

-5



Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

Dri

ve

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 12

Total SiteTrip Assignment

LEGEND



X / Y Weekday AM / PM Peak Hour Site Trips


0/-722/25

19/1

719/11

14/1

5

0/-53/7 3/2

14/8

3/28/5

22/2

10/

-8

11/6

11/1

00/

-4

11/10

5/3

6/11

6/3

6/3

5/3

8/56/3

11/6

19/11

11/6

0/-5


Cary, NC

Scale: Not to Scale

SITE

N

Tryon Road

Kil

dair

e F

arm

Roa

d



Cre

scen

t G

reen

Dri

ve

Ash

vill

eA

venu

e

Rig

ht-i

n /

Rig

ht-o

ut

Advent Court


Bald EagleLane

Figure 13

Combined (2021)Peak Hour Traffic

56/1

4576

7/18

6218

5/26

6

37/85

121/

259

972/

2188

68/11823/5192/265

89/1

1917

43/1

044

268/

108

98/25418/41

33/119

376/

673

78/2

321238/1542106/83

98/631758/1840

657/294

34/139

2057

/122

62/

8

65/2

980

4/21

6522

/52

316/

355

708/

1495

174/

317

197/168783/839193/422

359/

322

1388

/874

163/

221

474/448790/992192/530

58/1

61

1397/1809127/231

191/931256/139910/24

351/1261485/1946

88/2

2629

/71

43/45

1457/1515

1909

/141

6

LEGEND





Cary, NC

Date post:	20-Mar-2022
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