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069-22 (RezoningSnowdenBridgeStation(ProfferModification)) ORDINANCE �N Action: PLANNING COMMISSION: March 16, 2022 Tabled PLANNING COMMISSION: May 18, 2022 Recommended Approval BOARD OF SUPERVISORS June 8, 2022 Approved ORDINANCE AMENDING THE ZONING DISTRICT MAP REZONING#01-22 SNOWDEN BRIDGE STATION WHEREAS,REZONING#01-22 SNOWDEN BRIDGE STATION submitted by K&J Investments LC&North Stephenson Inc.,to revise the proffers associated with Rezoning#04-16 for 13.969 acres of land with a final revision date of February 18, 2022 was considered. This proffer amendment seeks to amend rezoning 13.969 acres from the Light Industrial District (M1)to General Business (132) (11.340 acres),and to Industrial Transition(B3)(2.629 acres). The properties are located on the southeastern side of Martinsburg Pike (Route 11) and southern side of Snowden Bridge Boulevard in the Stonewall Magisterial District, and are identified by Property Identification Numbers 43C-3-2, 43C-3-3, 43C-3-4, 43C-3-4A, 43-A-150, 43-A-151A and 43-A-151B; and WHEREAS,the Frederick County Planning Commission held a public hearing on this Rezoning on March 16, 2022 and tabled action; and May 18, 2022 recommended approval; and WHEREAS,the Frederick County Board of Supervisors held a public hearing on this Rezoning during their regular meeting on June 8, 2022; and WHEREAS,the Frederick County Board of Supervisors finds the approval of this Rezoning to be in the best interest of the public health,safety,welfare,and in conforinance with the Comprehensive Plan. NOW, THEREFORE, BE IT ORDAINED by the Frederick County Board of Supervisors, that Chapter 165 of the Frederick County Code, Zoning, is amended to revise the Zoning District Map to revise the proffers associated with Rezoning#04-16 for K&J Investment LC&North Stephenson Inc. for 13.969 acres from the Light Industrial District(Ml)to General Business(132)(11.340 acres),and to Industrial Transition (B3) (2.629 acres) with proffers, for a total of 13.969 acres, all as shown on the proffer statement bearing revision date June 2,2022. The conditions voluntarily proffered in writing by the Applicant and the Property Owner are attached. This ordinance shall be in effect on the date of adoption. Passed this 8t' day of June 2022 by the following recorded vote: Charles S. DeHaven, Jr., Chairman Aye Shawn L. Graber Aye J. Douglas McCarthy Aye Robert W. Wells Aye Josh E. Ludwig Aye Judith McCann-Slaughter Aye Blaine P. Duml Aye A COPY ATTEST Michael L. Bollhoefer Frederick County Admin' for Res#069-22 �lGK r cod REZONING APPLICATION#01-22 Aw �a SNOWDEN BRIDGE STATION w a Staff Report for the Board of Supervisors w ® Prepared: May 27,2022 3u 3R Staff Contact: John A. Bishop, AICP, Asst. Director 1] Reviewed Action Planning Commission: 03/16/22 Tabled Planning Commission 05/18/22 Recommended Approval Board of Supervisors: 06/08/22 Pending PROPOSAL: To revise the proffer from Rezoning 904-16 for North Stephenson, Inc. submitted by Thomas Moore Lawson,P.C. This proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. In addition,the amended proffer allows the owners of parcel 43-(A)-150 to install a right in/right out entrance on Snowden Bridge Boulevard and construct a median to prevent left turns from that access point and provide a$100,000 cash proffer toward the Exit 317 interchange improvements. Finally,the proffers have been updated to note that the property owners will participate in intersection improvements to the intersection of Ezra Lane and Snowden Bridge Boulevard. LOCATION: The properties are located on the eastern side of Martinsburg Pike(Route 11),western side of CSX, northern side of Redbud Road, and southern side of Snowden Bridge Boulevard. EXECUTIVE SUMMARY & STAFF CONCLUSIONS FOR THE 06/08/22 BOARD OF SUPERVISORS MEETING: This is an updated application to amend the proffers from Rezoning#04-16 for 13.969 acres of land. This proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. In addition, the amended proffer allows the owners of parcel 43-(A)-150 to install a right in/right out entrance on Snowden Bridge Blvd, construct a median to prevent left turns from that access point, and provide a$100,000 cash proffer toward the Exit 317 interchange improvements. Finally,the proffers have been updated to note that the property owners will participate in intersection improvements to the intersection of Ezra Lane and Snowden Bridge Blvd. Per the applicant's documentation the proposed use of a gas station/convenience store is expected to generate 2,708 daily trips. As noted,the applicant's desire is to enable these trips without impacting the current proffered trip limitation for the overall rezoning of 6,303. This effectively brings the new trip generation for the parcel to 9,011 trips per day. Since the March 16,2022 Planning Commission meeting,VDOT has accepted the traffic study with no further comments. The traffic study had been a significant topic of discussion at the March 16, 2022 meeting due to the lack of VDOT acceptance at that time. In addition, the proffers have been further updated to convert the ramp improvement to the I-81 Exit 317 Interchange to a cash proffer to address a Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 2 concern regarding potential conflict with upcoming SmartScale applications. VDOT has found the updated language to be acceptable. Please refer to the redline version of the proffer for specific language updates. This site is located within the Sewer and Water Service Area(SWSA)and is located within the limits of the Northeast Land Use Plan of the Comprehensive Plan. The Comprehensive Plan identifies these properties with an industrial land use designation. The subject properties are currently zoned B2/B3/M 1 and therefore inconsistent with the goals of the Comprehensive Plan. However,staff would note that the land use plan for this area is currently undergoing an update. Following the required public hearing, a decision regarding this rezoning agglication by the Board o Supervisors would be aggrogriate. The Agglicant should be prepared to adequately address all concerns raised by the Board of Supervisors. Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 3 This report is prepared by the Frederick County Planning Staff to provide information to the Plannin,-Commission and the Board of Supervisors to assist them in makin'-a decision on this application. It may also be useful to others interested in this zoning matter. Unresolved issues concernin,-this application are noted by staff where relevant throughout this staff report. Reviewed Action Planning Commission: 03/16/22 Tabled Planning Commission 05/18/22 Recommended Approval Board of Supervisors: 06/08/22 Pending PROPOSAL: To revise the proffer from Rezoning#04-16 for North Stephenson, Inc. submitted by Thomas Moore Lawson,P.C. This proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. In addition,the amended proffer allows the owners of parcel 43-(A)-150 to install a right in/right out entrance on Snowden Bridge Boulevard,construct a median to prevent left turns from that access point,and install a free flow right turn lane at the realigned northbound I-81 to Route 11 exit ramp at such time as that project takes place. Finally, the proffers have been updated to note that the property owners will participate in intersection improvements to the intersection of Ezra Lane and Snowden Bridge Boulevard. LOCATION: The properties are located on the eastern side of Martinsburg Pike(Route 11),western side of CSX, northern side of Redbud Road, and southern side of Snowden Bridge Boulevard. MAGISTERIAL DISTRICT: Stonewall PROPERTY ID NUMBERS: 43C-3-2, 3, 4, &4A and 43-(A)-150, 151A, & 151B PROPERTY ZONING: B2, (General Business), B3, (Industrial Transition),Ml (Light Industrial) District PRESENT USE: Industrial and Residential ADJOINING PROPERTY ZONING& PRESENT USE: North: B2 (General Business) District Use: ResidentialNacant South: M1 (Light Industrial) District Use: IndustrialNacant East: M1 (Light Industrial) District Use: Industrial/Rail siding West: B2 (General Business) District Use: Commercial Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 4 REVIEW EVALUATIONS: Virginia Dept. of Transportation: VDOT has had no further comment since their acceptance of the traffic studies. There was some intermediate discussion regarding wording of one of the proffers which has been updated to their satisfaction prior to this report and they have had no further comment. Frederick County Attorney: I have reviewed. Subject to any comments from Planning staff, I have no comments on the revised Proffer lh. I do note that, in my email of March 14, I had noted other comments, set forth again below. With respect to the first three items, at a minimum,it seems that the rezoning number should be changed to the current number, 01-22,to avoid any future confusion. Also, I note that the current draft no longer has a signature for North Stephenson, Inc., but that entity continues to own some of the parcels in the overall land bay subject to the proffers and, therefore,the proffers should include a signature from that entity. • In the heading,the rezoning number should be changed to the 2022 number. • In the heading, for"Revisions",to avoid confusion,because the actual proffer statement being revised was that dated May 17,2016,I would suggest replacing that date for November 5,2021. • In the first introductory paragraph,to avoid confusion,I would suggest changing"shall approve Rezoning Application#04-16"to"shall approve these amended proffers for Rezoning 904-16". • With respect to the Generalized Development Plan(the"GDP"),the GDP should still show all parcels that are subject to original Rezoning#04-16.Also,to avoid confusion,I would suggest adding an indication on the area that the GDP identifies as"SITE" also as Tax Parcel Number 43-A-150. • Proffer la/b—If it is the owners' intent,the proffer should also make clear that the owners may not construct any other entrances (see the analogous language, with respect to signage, in Proffer 2c).With respect to the entrances on Martinsburg Pike,the proffer should reference the location numbers on the GDP. • Proffer 1 c—The proffer should state the timing of the commitments regarding construction of the"travel aisle" (also, staff should confirm whether this a defined engineering term)and Ezra Lane.Also,with respect to Ezra Lane,the proffer should clarify as to whether the commitment is for the construction of Ezra Lane across the entire of Tax Parcel 43-A-151B. • Proffer 1e—The GDP does not show this item as the proffer indicates. Planning & Zoning: 1) Site History: The original Frederick County zoning map(U.S.G.S. Winchester, VA Quadrangle) identifies the majority of the subject property as being zoned A-2 (Agriculture General). The County's agricultural zoning districts were combined to form the RA (Rural Areas) District upon adoption of an amendment to the Frederick County Zoning Ordinance on May 10, 1989. The corresponding zoning map resulted in the re-mapping of this portion of the subject property and all other A-1 and A-2 rezoned land to the RA District. The remainder of the property was identified as being zoned R-3.The R-3 (Residential General)District zoning classification was Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 5 modified to RP (Residential Performance) District on February 14, 1990, during the comprehensive amendment to the County's Zoning Ordinance. The subject properties were rezoned to the M1 (Light Industrial) Zoning District with rezoning 903-05 for North Stephenson which was approved by the Board of Supervisors on April 27, 2005. The subject properties were then rezoned to a mix of B2/B3/MI with the majority being B2 with rezoning 904-16 for Snowden Bridge Station. With rezoning #12-16 a minor proffer update was completed. 2) Comprehensive Poliev Plan: The 2021 update of the Comprehensive Plan is the guide for the future growth of Frederick County. The Comprehensive Plan is an official public document that serves as the Community's guide for making decisions regarding development, preservation, public facilities, and other key components of community life. The primary goal of this plan is to protect and improve the living environment within Frederick County. It is in essence a composition of policies used to plan for the future physical development of Frederick County. The Area Plans, Appendix I of the Comprehensive Plan, are the primary implementation tool and will be instrumental to the future planning efforts of the County. Land Use The Comprehensive Plan identifies these properties with an industrial land use designation. The subject properties are currently zoned B2/B3/MI and therefore inconsistent with the goals of the Comprehensive Plan. It should be noted that and update of the land use plan for this area is currently underway. Transportation and Site Access This proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. In addition, the amended proffer allows the owners of parcel 43-(A)-150 to install a right in/right out entrance on Snowden Bridge Boulevard and construct a median to prevent left turns from that access point. The applicant is also adding a cash proffer for off-site improvements. Finally, the proffers have been updated to note that the property owners will participate in intersection improvements to the intersection of Ezra Lane and Snowden Bridge Boulevard. 3) Proffer Statement,Dated March 22,2016, most recently revised February 18,2022: 1. Transportation Amendment to allow use of 43-(A)-150 that will not reduce the by-right cap of 6,303 vehicle trips per day on the remaining parcels. a. —Amendment to allow construction by owners of parcel 43-(A)-150 of a right Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 6 in/right out entrance on to Snowden Bridge Blvd with final design and location to be approved by Frederick County and VDOT f. —Amendment to proffer for owners of parcel 43-(A)-150 pay $100,000 toward future improvement to the 1-81 Exit 317 interchange. h. —Proffers participation in intersection improvements at the intersection of future Ezra Land and Snowden Bridge Blvd. Staff Note: The updated lan2une in proffer f will allow the proffer to be used as matching funds in the County's upcoming SmartScale application for the Exit 317 Interchange. STAFF CONCLUSIONS FOR THE 03/16/22 PLANNING COMMISSION MEETING: This is an application to amend the proffers from Rezoning 904-16 for 13.969 acres of land. This proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. In addition, the amended proffer allows the owners of parcel 43-(A)-150 to install a right in/right out entrance on Snowden Bridge Blvd,construct a median to prevent left turns from that access point,and provide a$100,000 cash proffer toward the Exit 317 interchange improvements. Finally, the proffers have been updated to note that the property owners will participate in intersection improvements to the intersection of Ezra Lane and Snowden Bridge Blvd. Per the applicant's documentation the proposed use of a gas station/convenience store is expected to generate 2,708 daily trips. As noted,the applicant's desire is to enable these trips without impacting the current proffered trip limitation for the overall rezoning of 6,303. This effectively brings the new trip generation for the parcel to 9,011 trips per day. Since the March 16,2022 Planning Commission meeting,VDOT has accepted the traffic study with no further comments. The traffic study had been a significant topic of discussion at the March 16, 2022 meeting due to the lack of VDOT acceptance at that time. In addition,the proffers have been further updated to convert the ramp improvement to the I-81 Exit 317 Interchange to a cash proffer to address a concern regarding potential conflict with upcoming SmartScale applications. VDOT has found the updated language to be acceptable. Please refer to the redline version of the proffer for specific language updates. This site is located within the Sewer and Water Service Area(SWSA)and is located within the limits of the Northeast Land Use Plan of the Comprehensive Plan. The Comprehensive Plan identifies these properties with an industrial land use designation. The subject properties are currently zoned B2/B3/M 1 and therefore inconsistent with the goals of the Comprehensive Plan. However,staff would note that the land use plan for this area is currently undergoing an update. Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 7 PLANNING COMMISSION SUMMARY AND ACTION FROM THE 03/16/22 MEETING: Commissioner Brumback and Commissioner Manuel would abstain from all discussion on this item for a possible conflict of interest. John A. Bishop, Assistant Director Transportation, reported this proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. Based upon the stated desired use and the applicant's documentation this would increase the traffic generation of the parcels in question to 9,011 vehicles per day. He continued,this application to update proffers on a total of 13.969 acres of land which is a mix of the MI (Light Industrial)District,the B2(General Business),and B3 (Industrial Transition)Districts. He noted,this property is located within the Sewer and Water Service Area(SWSA)and is located within the limits of the Northeast Land Use Plan of the Comprehensive Plan. Mr. Bishop shared a location map of the property as well as the zoning map of the area. Mr. Bishop explained, with this rezoning, the Applicant is requesting a number of changes to the proffers associated with Rezoning 904-16. • Amendment to allow trips from 43-(A)-150 to not be counted against the by- right cap of 6,303 vehicle trips per day on the remaining parcels. a. Allow construction by owners of parcel 43-(A)-150 of a right in/right out entrance onto Snowden Bridge Blvd. with final design and location to be approved by Frederick County and VDOT. f. Proffer for owners of parcel 43-(A)-150 cause to be constructed free flow right turn from I-81 to Route I I northbound ramp at Exit 317 upon the realignment of that ramp. h. Proffers participation in intersection improvements at the intersection of future Ezra Lane and Snowden Bridge Blvd. Mr. Bishop displayed and reviewed the graphics provided by the Applicant which depict the proposed proffer changes. He shared Staff concerns and Agency comments: • VDOT — "Until such a time that a TIA has been deemed complete and acceptable, it is not possible to fully assess the potential impacts of this development. It is VDOT's recommendation that the proposed proffer amendment does not proceed until the TIA is complete, and the full extents of impacts are known." • County Attorney — updated comments provided to the Planning Commission and Staff would note particular concern that was noted regarding proffer lh. Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 8 • Staff— proffer lh uses the term "full build out" for triggering of the proffer however, this item should be evaluated as any new development occurs. This language should be modified. Mr. Bishop concluded, following this public hearing, it may be appropriate for the Planning Commission to postpone this item to allow the Applicant time to address outstanding concerns. He noted,the Planning Commission may also choose to forward a recommendation of approval or denial to the Board of Supervisors on this rezoning request. Commissioner Thomas asked Mr. Bishop if he would be comfortable with a recommendation being made to approve or deny rather than postponing without having VDOT comments. Mr. Bishop commented he would be comfortable with a postponement; there are elements of the VDOT requirements, specifically the signal justification report that he doesn't necessarily agree with at this location because of the timeline involved which is noted in the Staff report. He shared, we do need a TIA that VDOT has noted is acceptable and signed off on the really determine that the extra trips which total over 2,700 from what is currently allowed do not act as a detriment. This would also allow Staff, the Applicant, and the County Attorney to get the proffer language in a better state. Commissioner Thomas commented VDOT seems to like the idea of a round-a-bout, he asked Mr. Bishop if he has seen round-a-bouts work when you have multiple axle tractor trailers or does it cause more problems. Mr.Bishop stated yes,he has,he noted there is often a perception with tighter round-a-bouts when you see tracking on the inner apron area;this is actually referred to as a truck apron and meant to function that way. Commissioner Aikens requested clarification,before any development would take place VDOT would have to give approval of the plan. Mr.Bishop stated that is correct,particularly in regards to entrance design. Commissioner Aikens commented,therefore,the question today depending on if the Planning Commission would be satisfied with the additional trip counts because nothing would move forward without VDOT's approval. Mr.Bishop commented that is true with the exception of the additional trip counts which would be the main concern. He noted, to be very clear, an entrance approved by the Board of Supervisors is not an entrance approval by VDOT. Commissioner Aikens asked would it be the developer's decision if they decided to move forward with the project or not if they disagreed with VDOT's decision and if the trip counts were not in agreement. Mr. Bishop stated that is true, up to entrance improvements and turn lanes into development. It would be less true if triggering needs out at the intersection of Snowden Bridge Boulevard and Route 11 because that starts to become an off-site improvement. Commissioner Brannon commented she does not see how this can move forward without VDOT's comments. She referred to unfunded road improvements in that area that are currently on the Capital Improvement Plan. Commissioner Dawson stated she would like to seethe completed NELUP before considering this application. Mr. Bishop noted, the NELUP is currently in draft form, and it will be several months before it is complete. Mr. Ty Lawson, representing the Applicant came forward and gave a brief overview of the proffer amendment which is to add to the existing proffers;it is designed to accommodate the trips that will be generated with the proposal, and it is for a convenience store. He continued,they have addressed the impacts from this site and have agreed to participate in the future. They have submitted three(3)traffic Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 9 studies,which they have been told by VDOT that the submittals are incomplete, and it is because they want them to address the future issues. Mr.Lawson continued,in the proffers they have carefully gone through items and improvements they wish to install, and he described them. They also looked into Route 11 and the issues associated with the interchange; proffering to add a continuous free flowing right turn lane. He noted, significantly they have proffered to participate in the future when other uses come online, and it becomes known what they are going to be. Commissioner Dawson asked if it is a future plan to have tractor trailers parking on the remaining balance of land. Mr. Lawson explained it is currently being used for the owner's purposes and it has been proffered otherwise. Commissioner Brannon commented the Planning Commission has received the traffic report dated October 2021 and revised in November 2021,was that done with the trip count of 6,303. She asked if one has been completed with the 9,000-trip count. Mr.Lawson stated they have intentionally written the study based on their impact which is per a manual and it is tied to the use and the size. He noted there have actually been five studies done. Commissioner Aikens asked does VDOT feel the last study is complete. Mr.Lawson responded no and that is frustrating because they continue to do the work which is expensive, and they continue to receive comments from VDOT that are not helpful. Commissioner Aikens requested clarification that when the proffers are redrafted, the surrounding property owners would be committing to improvements above and beyond the current proffer infrastructure improvements, is that correct. Mr. Lawson commented that is correct. Mr. Kevin Sitzman with Gorove Slade (Transportation Planners and Engineers) came forward and share they are the company who performed the traffic studies. He explained,typically what they would do for an independent site such as this is they would look at what the traffic conditions would be in the future without the site and in the future with the site;then measure the difference between them. They do this by vehicular delay,this is how long a vehicle would wait if you pull up to the stop sign or traffic signal and how much of a delay there is. The difference in delay is the traffic impact. He noted, the intent of that is to determine if there are improvements necessary to offset the impacts. He shared an overview of the proposal. Commissioner Brannon stated she can understand why VDOT wants clarification; her initial concern is what addresses the traffic on Route 11 today. Mr. Sitzman explained, the delays calculations are for the entirety of the intersection; there are 12 movements associated with a large intersection and they look at all of those. In this case they would be reducing the amount of time that cars have to wait on the northbound ramp,it shortens the cue and also allows to reduce the green time on the side streets and give more green time back to the main line which is Route 11. He noted, almost all of the delay is on Route 11 and the right turn in will also help. Commissioner Thomas commented the gas station does not really generate trips; it will pull traffic in and off Route 11. He asked is there any way to give a projection of what will be existing trips off Route 11 and what might be drawn off I-81. Mr. Sitzman stated it is per industry standards which VDOT require, it will be the same improvements and less trips. Commissioner Markert inquired, during the study were they able to get any credit for the reduction of the traffic on the west side because the gas station is on the east side. Mr. Sitzman explained they did not specifically do that;in working with VDOT it was already a complex study and they had an idea of where they thought the traffic would come from and it would have been one more complication to try to swap out trips. Commissioner Dawson asked for clarification of taking traffic off Route 11,they will then have to go back out on Route 11. Mr. Sitzman commented it is drawing traffic that is already on Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 10 Route 11,then putting it back on;this will not reduce traffic on Route 11,it will add a little bit,but they are more than offsetting that with the improvement that are being proffered. Commissioner Kozel asked a question of Staff,what's the timeline for the Redbud Road realignment. Mr. Bishop explained currently it is a pending revenue sharing application and if approved were looking at construction around 2025. Commissioner Brannon commented the CIP calls for Route 11 widening from Snowden Bridge Boulevard to Old Charlestown Road; why does Staff feel this is necessary. Mr. Bishop responded it is due to regional growth. She asked what the widening means. Mr. Bishop shared;it is primarily for travel lanes. She stated she does not understand how this project is not going to affect traffic. Mr.Bishop explained,to be very clear,the 2,700 trips is after pass by has been applied and you follow industry standards. Chairman Jewell called for anyone who wished to speak regarding this Public Hearing to come forward at this time. No one came forward to speak and Chairman Jewell closed the public comment portion of the hearing. Commissioner Kozel commented for the site being proposed she feels they have provided adequate information;the Redbud Road realignment is going to happen, and it will reduce a lot of the traffic. She does not think this project will make a great impact to traffic. Commissioner Aikens views this as a by-right development and it is aligned with the Comprehensive Plan. He feels the improvements provided in this application will improve Route 11 and he appreciates the well thought out plan. Commissioner Thomas thinks this is the best use for this site; he does not think it will have much of an impact if any on the Route 11 traffic problems. He noted,he does not think it is fair to look at this one project to solve the Route 11 problems however, he is not comfortable sending this to the Board of Supervisors without having a complete package and he would prefer this item be postponed allowing VDOT to respond. Commissioner Markert agreed with Commissioner Thomas that there needs to be a complete package and noted he feels it is a well thought out project. Upon a motion made by Commissioner Orndoff and seconded by Commissioner Thomas to postpone this item to the second meeting in May, 2022 Yes: Orndoff, Jewell, Thomas, Triplett, Dawson, Kozel, Brannon, Markert, Aikens No: None Abstain: Brumback, Manuel (Note: Commissioner Molden was absent from the meeting) PLANNING COMMISSION SUMMARY AND ACTION FROM THE 05/18/22 MEETING: Commissioner Brumback would abstain from all discussion on this item for a possible conflict of interest. John A. Bishop, Assistant Director Transportation, reported this proffer amendment seeks to amend proffers in order to allow greater trip generation to accommodate a Gas Station/Convenience Store use by exempting parcel 43-(A)-150 from the trip generation cap of 6,303 that was previously imposed on the overall site. Based upon the stated desired use and the applicant's documentation this would increase the traffic generation of the parcels in question to 9,011 vehicles per day. The properties are located on the eastern side of Martinsburg Pike (Route 11), western side of the CSX rail corridor, Rezoning 901-22 Snowden Bridge Station May 27, 2022 Page 11 northern side of Redbud Road, and southern side of Snowden Bridge Boulevard. Mr.Bishop shared a location map of the proposed properties as well as a localized zoning map. He continued, with this rezoning,the Applicant is requesting a number of changes to the proffers: • Amendment to allow trips from 43-(A)-150 to not be counted against the by- right cap of 6,303 vehicle trips per day on the remaining parcels. o a. — Allow construction by owners of parcel 43-(A)-150 of a right in/right out entrance on to Snowden Bridge Blvd with final design and location to be approved by Frederick County and VDOT o f. — Proffer for owners of parcel 43-(A)-150 to contribute $100,000 towards interchange upgrades o h. — Proffers participation in intersection improvements at the intersection of future Ezra Lane and Snowden Bridge Blvd Mr.Bishop displayed a visual of the proffer revisions in regard to the roads. He noted,this application has been approved by VDOT since the last meeting in March 2022. Commissioner Brannon requested clarification regarding the right in/right out. Mr. Bishop explained,that is a right in only and they will use the internal collector roads to come out to the intersection that going to be built. Commissioner Orndoff asked if anything was decided about the round-about or the amount contributed to it in the future. Mr. Bishop commented the language on the specific improvement is vague and there is also language that deals with how the Applicant will determine their share; the proffers are for the whole parcel; it will be determined between them and the other owners. Upon a motion made by Commissioner Orndoff and seconded by Commissioner Thomas the Planning Commission unanimously recommends approval to the Board of Supervisors Abstain: Commissioner Brumback (Note: Commissioner Molden,Commissioner Kozel,and Commissioner Markertwere absent from the meeting) Following the reauired Public hearing, a decision reuardine this rezoning application by the Board o Supervisors would be appropriate. The Applicant should be Prepared to adequately address all concerns raised by the Board ofSupervisors. REZ # 01 - 22: Snowden Bridge Station PINs: 43C - 3 - 2, 43C - 3 - 3, 43C - 3 - 4, 43C - 3 - 4A, 43 - A - 150, 43 - A - 151A, 43 - A - 151B Proffer Revision Zoning Map tiGl�o� REZ#01-22 el REZ#01-22 L4 REZ#01-22 REZ#09-22 a0 RNZ# -22 REZ#01-22 4-16 REZ#01-22 a 3 SNo �N NFRioc E FF�`o Application <N 0 Parcels Sewer and Water Service Area ` mJ B2(General Business District) REDEUDRD B3(Industrial Transition District) N i M1 (Light Industrial District) 1 RP(Residential Performance District) 7 \ N E S. Frederick County Planning&Development t _ 107 N Kent St Winchester,VA 22601 540-665-5651 0 140 280 560 Feet Map Created:February 25,2022 REZ # 01 - 22: Snowden Bridge Station PINs: 43C - 3 - 2, 43C - 3 - 3, 43C - 3 - 4, 43C - 3 - 4A, 43 - A - 150, 43 - A - 151A, 43 - A - 151B Proffer Revision Location Map 11 e,P�O ' cF et REZ#01-22 `O °REZ#01-22 `REZ#01-22 REZ#01-22 4. REZ#01-22 lip" 43 A 15 Q• 2 \ .F �N JQ m REUBUU RU Application N Parcels 1 Sewer and Water Service Area 7 \ N E S. Frederick County Planning&Development t _ 107 N Kent St Winchester,VA 22601 540-665-5651 0 140 280 560 Feet Map Created:February 25,2022 REZ # 01 - 22: Snowden Bridge Station PINs: 43C - 3 - 2, 43C - 3 - 3, 43C - 3 - 4, 43C - 3 - 4A, 43 - A - 150, 43 - A - 151A, 43 - A - 151B Proffer Revision Long Range Land Use Map tir sr 0 G 0* REZ#01-22 '0Z+ e�46 011- EZ FEZ#01-2.2 JL4 mas REZ#01-22 REZ#01-22 MW aC! REZ#0 1-22 REZ#01-22 C�3QA�3 O REZ#01-22 C!3G1A�1 Q� 2 \ 3 SNo �N NFNioc E Fq�`o �N 0 Application Parcels m° REUBUU RU Sewer and Water Service Area Long Range Land Use N 0 Business 1 � 0 Industrial 7 \ ___W E S. Frederick County Planning&Development t _ 107 N Kent St Winchester,VA 22601 540-665-5651 0 140 280 560 Feet Map Created:February 25,2022 Amended Proffer Statement for Snowden Bridge Station Rezoning: RZ #01-22 Property: Area: 13.969 acres Tax Parcels 43C-(3)-2,3,4, & 4A and 43-(A)-150, 151A, & 151B Record Owners: K& J Investments,LC & North Stephenson,Inc. Project Name: Snowden Bridge Station Original Date of Proffers: March 22, 2016 Revisions: May 17, 2016, April 28, 2022, May 11, 2022 Magisterial District: Stonewall Pursuant to section 15.2-2296 Et. Seq. of the Code of Virginia, 1950, as amended, and the provisions of the Frederick County Zoning Ordinance with respect to conditional zoning, the undersigned owners hereby offer the following amended proffers that in the event the Board of Supervisors of Frederick County, Virginia, shall approve these amended proffers for Rezoning Application 404-16 for rezoning of 13.969-acres from the M-1 District to Business (B-2) (11.340 acres), and to Industrial Transition (B-3) (2.629 acres), development of the subject properties shall be done in conformity with the terms and conditions set forth herein, except to the extent that such terms and conditions may be subsequently amended or revised by the owners and such are approved by the Board of Supervisors in accordance with the said Code and Zoning Ordinance. In the event that such rezoning is not granted, then these amended proffers shall be deemed withdrawn and have no effect whatsoever. These amended proffers shall be binding upon the owners and their legal successors, heirs, or assigns. The "Properties" are more particularly described as the lands conveyed to North Stephenson, Inc. from Harold F. & Lola C. Johnson by Deed per instrument 890000744, and from Anna H. & Willie McLaurin, Jr., by Deed per instrument 880009530. Also, the lands conveyed to K & J Investments, LC from Douglas K. Ways by Deed per instrument 960006532, from North Stephenson, Inc., by Deed per instrument 050009792, and from the Estate of Nellie Atkerson Horner Omps by Deed per instrument 930010124, as recorded in the Frederick County Circuit Court Clerk's Office. A Generalized Development Plan (GDP) attached as "Exhibit 1", is attached to and made part of this amended proffer document. The GDP only amends the previously approved Generalized Development Plan as it relates to Tax Map No. 43-(A)-150. In all other respects, the Generalized Development Plan approved with Rezoning Application 904-16 remains in full force and effect. Proffers: 1. Transportation — Vehicle Trips per Day shall not exceed the current by-right trips of 6,303 WAADT. To be determined at Site Plan submission utilizing the current ITE Trip Generation Manual. The proposed use on Tax Map No. 43-(A)-150 will not affect or reduce the by-right cap of 6,303 vehicle trips per day on Tax Map Nos. 43C-(3)-2, 43C- (3)-3, 43C-(3)-4, 43C-(3)-4A, 43-(A)-151A or 43-(A)-151B. a. The owners of Tax Map No. 43-(A)-150 hereby proffer to construct one "right- in/right-out only" entrance on Snowden Bridge Blvd as shown as 46 on the drawing attached hereto and incorporated herein by reference as "Exhibit 1." Final design and location to be approved by VDOT and the County of Frederick. No additional entrances on Snowden Bridge Boulevard will be allowed to be constructed for the benefit of Tax Map No. 43-(A)-150. b. The owners hereby proffer to construct one "right-in/right-out only" entrance onto Martinsburg Pike as shown as #7 on the GDP and one "right-in only" entrance onto Martinsburg Pike as shown as #5 on the GDP. Final design and location to be approved by VDOT and the County of Frederick. No additional entrances on Martinsburg Pike will be allowed to be constructed for the benefit of Tax Map No. 43-(A)-150. c. The owners hereby proffer a private road to be known as Ezra Lane within their property as shown on the GDP. This will serve as the internal road system for the development. Furthermore,neighboring parcels identified as the 43C-(5)-15, 43C-(5)- 16, 43C-(5)-17, 43C-(6)-A, and the Electric Substation site currently owned by Rappahannock Electric Coop will be also be granted an access easement over Ezra Lane should Route 661, Redbud Road, be closed. Easements shall be granted when requested by the County of Frederick. This takes the place of the related proffer Lg in rezoning 903-05 that calls for the road to be dedicated to the County as a public road. The Owner proffers to construct a travel aisle from the entrance of Martinsburg Pike in an eastern direction across the Property to connect with the private road to be known as Ezra Lane. The Owner proffers to complete construction of the travel aisle prior to issuance of the occupancy permit for the buildings to be constructed on Tax Map No. 43-(A)-150. The Owner further proffers to construct Ezra Lane referenced in this Proffer Lc from the intersection of Ezra Lane and Snowden Bridge Boulevard in a southern direction across the Property at a minimum to the intersection of Ezra Lane with the above-referenced travel aisle. d. The parcel to the south, Tax Parcel 43C-(3)-5 shall be granted an inter-parcel connection. Location to be determined at site plan approval. 2 e. The owners hereby proffer an additional 10' strip of land along Route 11 for right of way improvements. f. The owners of Tax Map No. 43-(A)-150 agree to make a proffer payment to the County of Frederick, Virginia in the amount of$100,000 no later than one year from the date of the issuance of a final certificate of occupancy for the convenience store to be used by the County to fund future road improvements to the I-81/Route 11 interchange. g. The owners of Tax Map No. 43-(A)-150 hereby proffer to install a raised median along Snowden Bridge Boulevard to prevent left turns from Snowden Bridge Boulevard into the convenience store site and prevent patrons leaving the convenience store site from being able to make a direct left turn exit onto Snowden Bridge Boulevard before obtaining a certificate of occupancy for the convenience store. h. It should be noted that the owner of the property to the north of Snowden Bridge Boulevard has by separate proffer RZ #06-17 agreed to participate in traffic improvements. It is the intent of this proffer to provide that the Applicant and Owner do hereby proffer and agree to also participate in certain specified traffic improvements as more specifically set forth herein. The Applicant and Owner hereby proffer to participate with adjoining property owner[s] on both the north and south sides of Snowden Bridge Boulevard to construct all such road improvements that may be warranted and at such time as traffic warrants so dictate to include, but not be limited to, any traffic light and/or traffic circle improvements, at the intersection of Ezra Lane and Snowden Bridge Boulevard. The Applicant has conducted several traffic analyses of its proposed development and as a result of the conclusions of said analyses there is no current requirement for any of the aforementioned improvements, but notwithstanding same, the Applicant does agree to participate with the Owner, as well as the above-referenced owner[s] of the property north of Snowden Bridge Boulevard to pay for and install all such traffic improvements that will be warranted in the future at such time as both the Owner and the owner[s] of the property north of Snowden Bridge Boulevard submit any site plan for development of their properties, which provide for connection[s] to the Snowden Bridge Boulevard/Ezra Lane north intersection, and so long as the Applicant's share of the cost of and payment for the aforementioned traffic improvements are proportionate to the trips generated by the Applicant's development (which will be counted at that time) to the actual or proposed trips (whichever is higher) for the Owner's property and the owner[s] of the property to the north of Snowden Bridge 3 Boulevard. Further, it is proffered that the aforementioned trip generations shall be solely for the actual trips generated by the Applicant's site and the higher of the actual or proposed trips for the Owner's property and the owner[s] of the property to the north of Snowden Bridge Boulevard. 2. Corridor Enhancement along Route 11 —Martinsburg Pike a. The owners hereby proffer to construct split-rail fence with a 36" hedge within the front building set back. b. The owners hereby proffer the parking setback along Route 11 shall be coincidence with the front building setback per the Frederick County Zoning Ordinance. c. The owner hereby proffers only one freestanding monument style tenant sign along the frontage of Martinsburg Pike. No additional free standing signage will be allowed along Martinsburg Pike. 3. Fire& Rescue—Monetary Contributions a. The owners hereby proffer a cash contribution to Frederick County for Fire and Rescue purposes, of $0.10 per building square foot to be disbursed to the Frederick County Fire and Rescue Department, to be paid prior to occupancy permit. The term "building square foot" shall be the combined floor area for each story. [signatures on the following pages] 4 Respectfully submitted, K& J INVESTMENTS, L.C. By: Jessie O. Gulick Its: Managing Member COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF , To-wit: The foregoing instrument was acknowledged before me this day of , 2022 by Jessie O. Gulick, Managing Member of K& J Investments, L.C. NOTARY PUBLIC My commission expires: Registration Number: K& J INVESTMENTS, L.C. By: Michael Omps Its: Managing Member COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF , To-wit: The foregoing instrument was acknowledged before me this day of , 2022 by Michael Omps,Managing Member of K& J Investments, L.C. NOTARY PUBLIC My commission expires: Registration Number: 5 NORTH STEPHENSON, INC. By: Jessie O. Gulick Its: Secretary and Treasurer COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF , To-wit: The foregoing instrument was acknowledged before me this day of , 2022 by Jessie O. Gulick, Secretary and Treasurer of North Stephenson, Inc. NOTARY PUBLIC My commission expires: Registration Number: 6 Amended Proffer Statement for Snowden Bridge Station Rezoning: RZ #01-22 Property: Area: 13.969 acres Tax Parcels 43C-(3)-2, 3, 4, & 4A and 43-(A)-150, 151A, & 151B Record Owners: K& J Investments, LC & North Stephenson, Inc. Project Name: Snowden Bridge Station Original Date of Proffers: March 22, 2016 Revisions: May 17, 2016,April 28, 2022, May 11, 2022 Magisterial District: Stonewall Pursuant to section 15.2-2296 Et. Seq. of the Code of Virginia, 1950, as amended, and the provisions of the Frederick County Zoning Ordinance with respect to conditional zoning, the undersigned owners hereby offer the following amended proffers that in the event the Board of Supervisors of Frederick County, Virginia, shall approve these amended proffers for Rezoning Application #04-16 for rezoning of 13.969-acres from the M-1 District to Business (B-2) (11.340 acres), and to Industrial Transition (B-3) (2.629 acres), development of the subject properties shall be done in conformity with the terms and conditions set forth herein, except to the extent that such terms and conditions may be subsequently amended or revised by the owners and such are approved by the Board of Supervisors in accordance with the said Code and Zoning Ordinance. In the event that such rezoning is not granted, then these amended proffers shall be deemed withdrawn and have no effect whatsoever. These amended proffers shall be binding upon the owners and their legal successors, heirs, or assigns. The "Properties" are more particularly described as the lands conveyed to North Stephenson, Inc. from Harold F. & Lola C. Johnson by Deed per instrument 890000744, and from Anna H. & Willie McLaurin, Jr., by Deed per instrument 880009530. Also, the lands conveyed to K & J Investments, LC from Douglas K. Ways by Deed per instrument 960006532, from North Stephenson, Inc., by Deed per instrument 050009792, and from the Estate of Nellie Atkerson Horner Omps by Deed per instrument 930010124, as recorded in the Frederick County Circuit Court Clerk's Office. A Generalized Development Plan (GDP) attached as "Exhibit 1", is attached to and made part of this amended proffer document. The GDP only amends the previously approved Generalized Development Plan as it relates to Tax Map No. 43-(A)-150. In all other respects, the Generalized Development Plan approved with Rezoning Application #04-16 remains in full force and effect. Proffers: 1. Transportation — Vehicle Trips per Day shall not exceed the current by-right trips of 6,303 WAADT. To be determined at Site Plan submission utilizing the current ITE Trip Generation Manual. The proposed use on Tax Map No. 43-(A)-150 will not affect or reduce the by-right cap of 6,303 vehicle trips per day on Tax Map Nos. 43C-(3)-2, 43C- (3)-3, 43C-(3)-4, 43C-(3)-4A, 43-(A)-151A or 43-(A)-151B. a. The owners of Tax Map No. 43-(A)-150 hereby proffer to construct one "right- in/right-out only" entrance on Snowden Bridge Blvd as shown as #6 on the drawing attached hereto and incorporated herein by reference as "Exhibit 1." Final design and location to be approved by VDOT and the County of Frederick. No additional entrances on Snowden Bridge Boulevard will be allowed to be constructed for the benefit of Tax Map No. 43-(A)-150. b. The owners hereby proffer to construct one "right-in/right-out only" entrance onto Martinsburg Pike as shown as #7 on the GDP and one "right-in only" entrance onto Martinsburg Pike as shown as #5 on the GDP. Final design and location to be approved by VDOT and the County of Frederick. No additional entrances on Martinsburg Pike will be allowed to be constructed for the benefit of Tax Map No. 43-(A)-150. c. The owners hereby proffer a private road to be known as Ezra Lane within their property as shown on the GDP. This will serve as the internal road system for the development. Furthermore, neighboring parcels identified as the 43C-(5)-15, 43C-(5)- 16, 43C-(5)-17, 43C-(6)-A, and the Electric Substation site currently owned by Rappahannock Electric Coop will be also be granted an access easement over Ezra Lane should Route 661, Redbud Road, be closed. Easements shall be granted when requested by the County of Frederick. This takes the place of the related proffer l.g in rezoning #03-05 that calls for the road to be dedicated to the County as a public road. The Owner proffers to construct a travel aisle from the entrance of Martinsburg Pike in an eastern direction across the Property to connect with the private road to be known as Ezra Lane. The Owner proffers to complete construction of the travel aisle prior to issuance of the occupancy permit for the buildings to be constructed on Tax Map No. 43-(A)-150. The Owner further proffers to construct Ezra Lane referenced in this Proffer l.c from the intersection of Ezra Lane and Snowden Bridge Boulevard in a southern direction across the Property at a minimum to the intersection of Ezra Lane with the above-referenced travel aisle. d. The parcel to the south, Tax Parcel 43C-(3)-5 shall be granted an inter-parcel connection. Location to be determined at site plan approval. 2 e. The owners hereby proffer an additional 10' strip of land along Route 11 for right of way improvements. f. ifistalling a ffee flow fiai4hbatifid right tam lane (e�Eeltidifig any aeEtaisition east) at ifieludes the east of eanstmeting the ffee flow fiai4hbatifid right tam lane pf:aff-er-ed herein, he The owners of Tax Map No. 43-(A)-150 agree to make a proffer payment to the County of Frederick, Virginia equivalent to the value of the in the amount of $100,000 no later than one year from the date of the issuance of a final certificate of occupancy for the convenience store fee flow nefthbound right t,,..,, lane to be used by the County to fund future road improvements to the I-81/Route 11 interchange. g. The owners of Tax Map No. 43-(A)-150 hereby proffer to install a raised median along Snowden Bridge Boulevard to prevent left turns from Snowden Bridge Boulevard into the convenience store site and prevent patrons leaving the convenience store site from being able to make a direct left turn exit onto Snowden Bridge Boulevard before obtaining a certificate of occupancy for the convenience store. h. It should be noted that the owner of the property to the north of Snowden Bridge Boulevard has by separate proffer RZ #06-17 agreed to participate in traffic improvements. It is the intent of this proffer to provide that the Applicant and Owner do hereby proffer and agree to also participate in certain specified traffic improvements as more specifically set forth herein. The Applicant and Owner hereby proffer to participate with adjoining property owner[s] on both the north and south sides of Snowden Bridge Boulevard to construct all such road improvements that may be warranted and at such time as traffic warrants so dictate to include, but not be limited to, any traffic light and/or traffic circle improvements, at the intersection of Ezra Lane and Snowden Bridge Boulevard. The Applicant has conducted several traffic analyses of its proposed development and as a result of the conclusions of said analyses there is no current requirement for any of the aforementioned improvements, but notwithstanding same, the Applicant does agree to participate with the Owner, as well as the above-referenced owner[s] of the property north of Snowden Bridge Boulevard to pay for and install all such traffic improvements that will be warranted in the future at such time as both the Owner and the owner[s] of the property north of Snowden Bridge Boulevard submit any site plan 3 for development of their properties, which provide for connection[s] to the Snowden Bridge Boulevard/Ezra Lane north intersection, and so long as the Applicant's share of the cost of and payment for the aforementioned traffic improvements are proportionate to the trips generated by the Applicant's development (which will be counted at that time) to the actual or proposed trips (whichever is higher) for the Owner's property and the owner[s] of the property to the north of Snowden Bridge Boulevard. Further, it is proffered that the aforementioned trip generations shall be solely for the actual trips generated by the Applicant's site and the higher of the actual or proposed trips for the Owner's property and the owner[s] of the property to the north of Snowden Bridge Boulevard. 2. Corridor Enhancement along Route 11 —Martinsburg Pike a. The owners hereby proffer to construct split-rail fence with a 36" hedge within the front building set back. b. The owners hereby proffer the parking setback along Route 11 shall be coincidence with the front building setback per the Frederick County Zoning Ordinance. c. The owner hereby proffers only one freestanding monument style tenant sign along the frontage of Martinsburg Pike. No additional free standing signage will be allowed along Martinsburg Pike. 3. Fire & Rescue—Monetary Contributions a. The owners hereby proffer a cash contribution to Frederick County for Fire and Rescue purposes, of $0.10 per building square foot to be disbursed to the Frederick County Fire and Rescue Department, to be paid prior to occupancy permit. The term "building square foot" shall be the combined floor area for each story. [signatures on the following pages] 4 Respectfully submitted, K & J INVESTMENTS, L.C. By: Jessie O. Gulick Its: Managing Member COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF To-wit: The foregoing instrument was acknowledged before me this day of 2022 by Jessie O. Gulick, Managing Member of K& J Investments, L.C. NOTARY PUBLIC My commission expires: Registration Number: K & J INVESTMENTS, L.C. By: Michael Omps Its: Managing Member COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF To-wit: The foregoing instrument was acknowledged before me this day of 2022 by Michael Omps, Managing Member of K & J Investments, L.C. NOTARY PUBLIC My commission expires: Registration Number: 5 NORTH STEPHENSON, INC. By: Jessie O. Gulick Its: Secretary and Treasurer COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF To-wit: The foregoing instrument was acknowledged before me this day of 2022 by Jessie O. Gulick, Secretary and Treasurer of North Stephenson, Inc. NOTARY PUBLIC My commission expires: Registration Number: 6 HOLTZMAN PROPERTIES, LLC By: Dexter Mumaw Its: COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF To-wit: The foregoing instrument was acknowledged before me this day of 2022 by Dexter Mumaw, of Holtzman Properties, LLC NOTARY PUBLIC My commission expires: Registration Number: 7 HOLTZMAN PROPERTIES, LLC By: Dexter Mumaw Its: COMMONWEALTH/STATE OF , AT LARGE CITY/COUNTY OF , To-wit: The foregoing instrument was acknowledged before me this day of , 2022 by Dexter Mumaw, of Holtzman Properties, LLC NOTARY PUBLIC My commission expires: Registration Number: 7 Amended Proffer Statement for Snowden Bridge Station Rezoning: RZ#04-16 Property: Area: 13.969 acres Tax Parcels 43C-(3)-2,3, 4, & 4A and 43-(A)-150, 151A, & 151B Record Owners: K & J Investments, LC & North Stephenson, Inc. Project Name: Snowden Bridge Station Original Date of Proffers: March 22, 2016 Revisions: November 5,2021, February 18, 2022 Magisterial District: Stonewall Pursuant to section 15.2-2296 Et. Seq. of the Code of Virginia, 1950, as amended, and the provisions of the Frederick County Zoning Ordinance with respect to conditional zoning, the undersigned owners hereby offer the following amended proffers that in the event the Board of Supervisors of Frederick County, Virginia, shall approve Rezoning Application #04-16 for rezoning of 13.969-acres from the M-1 District to Business (B-2) (11.340 acres), and to Industrial Transition (B-3) (2.629 acres), development of the subject properties shall be done in conformity with the terms and conditions set forth herein, except to the extent that such terms and conditions may be subsequently amended or revised by the owners and such are approved by the Board of Supervisors in accordance with the said Code and Zoning Ordinance. In the event that such rezoning is not granted, then these amended proffers shall be deemed withdrawn and have no effect whatsoever. These amended proffers shall be binding upon the owners and their legal successors, heirs, or assigns. The "Properties" are more particularly described as the lands conveyed to North Stephenson, Inc. from Harold F. & Lola C. Johnson by Deed per instrument 890000744, and from Anna H. & Willie McLaurin, Jr., by Deed per instrument 880009530. Also, the lands conveyed to K & J Investments, LC from Douglas K. Ways by Deed per instrument 960006532, from North Stephenson, Inc., by Deed per instrument 050009792, and from the Estate of Nellie Atkerson Horner Omps by Deed per instrument 930010124, as recorded in the Frederick County Circuit Court Clerk's Office. A Generalized Development Plan (GDP) attached as "Exhibit I", is attached to and made part of this amended proffer document. Proffers: 1. Transportation - Vehicle Trips per Day shall not exceed the current by-right trips of 6,303 WAADT. To be determined at Site Plan submission utilizing the current ITE Trip Generation Manual. The proposed use on Tax Map No. 43-(A)-150 will not affect or reduce the by-right cap of 6,303 vehicle trips per day on Tax Map Nos. 43C-(3)-2, 43C- (3)-3, 43C-(3)-4, 43C-(3)-4A, 43-(A)-151A or 43-(A)-151B. a. The owners of Tax Map No. 43-(A)-150 hereby proffer to construct one "right- in/right-out only" entrance on Snowden Bridge Blvd as shown as #6 on the drawing attached hereto and incorporated herein by reference as "Exhibit 1." Final design and location to be approved by VDOT and the County of Frederick. b. The owners hereby proffer to construct one "right-in/right-out only" entrance and one "right-in only" entrance onto Martinsburg Pike as shown on the GDP. Final design and location to be approved by VDOT and the County of Frederick. c. The owners hereby proffer a private road to be known as Ezra Lane within their property as shown on the GDP. This will serve as the internal road system for the development. Furthermore, neighboring parcels identified as the 43C-(5)-15, 43C-(5)- 16, 43C-(5)-17, 43C-(6)-A, and the Electric Substation site currently owned by Rappahannock Electric Coop will be also be granted an access easement over Ezra Lane should Route 661, Redbud Road, be closed. Easements shall be granted when requested by the County of Frederick. This takes the place of the related proffer l.g in rezoning#03-05 that calls for the road to be dedicated to the County as a public road. The Owner proffers to construct a travel aisle from the entrance of Martinsburg Pike in an eastern direction across the Property to connect with the private road to be known as Ezra Lane. The Owner further proffers to construct Ezra Lane referenced in this Proffer Lc from the intersection of Ezra Lane and Snowden Bridge Boulevard in a southern direction across the Property. d. The parcel to the south, Tax Parcel 43C-(3)-5 shall be granted an inter-parcel connection. Location to be determined at site plan approval. e. The owners hereby proffer an additional 10' strip of land along Route 11 as shown on Ex. 1 for right of way improvements. f. The owners of Tax Map No. 43-(A)-150 hereby proffer to pay for the cost of installing a free flow northbound right turn lane (excluding any acquisition cost) at the NB I-81 off ramp at such time as the NB 1-81 off ramp is relocated and built as part of the improvements to the existing interchange. 2 g. The owners of Tax Map No. 43-(A)-150 hereby proffer to install a raised median along Snowden Bridge Boulevard to prevent left turns from Snowden Bridge Boulevard into the convenience store site and prevent patrons leaving the convenience store site from being able to make a direct left turn exit onto Snowden Bridge Boulevard before obtaining a certificate of occupancy for the convenience store. h. It should be noted that the owner of the property to the north of Snowden Bridge Boulevard has by separate proffer RZ #06-17 agreed to participate in traffic improvements. It is the intent of this proffer to provide that the Applicant and Owner do hereby proffer and agree to also participate in certain specified traffic improvements as more specifically set forth herein. The Applicant and Owner hereby proffer to participate collaboratively with adjoining property owners on both the north and south sides of Snowden Bridge Boulevard to construct all such road improvements that may be warranted and at such time as traff=ic warrants so dictate to include, but not be limited to, any traffic light andior traffic circle improvements, at the intersection of Ezra Lane and Snowden Bridge Boulevard. The Applicant has conducted several traffic analyses of its proposed development and the result of said analyses are that there is no requirement for any of the aforementioned improvements, but notwithstanding same, the Applicant does agree to participate collaboratively with the Owner, as well as the above-referenced owner of the property north of Snowden Bridge Boulevard, for such traffic improvements that will be warranted in the future at such time as both the Owner and the owner of the property north of Snowden Bridge Boulevard submit building plans for the full buildout of their properties, which provide for connection[s] to the Snowden Bridge Boulevard/Ezra Lane north intersection, and so long as the Applicant's share of the cost of the aforementioned traffic improvements are proportionate to the trips generated by the Applicant's development to the actual or proposed trips (whichever is higher) for the Owner's property and the owner of the property to the north of Snowden Bridge Boulevard. 2. Corridor Enhancement along Route 1 I Martinsburg Pike a. The owners hereby proffer to construct split-rail fence with a 36" hedge within the front building set back. b. The owners hereby proffer the parking setback along Route i 1 shall be coincidence with the front building setback per the Frederick County Zoning Ordinance. 3 c. The owner hereby proffers only one freestanding monument style tenant sign along the frontage of Martinsburg Pike. No additional free standing signage will be allowed along Martinsburg Pike. 3. Fire & Rescue - Monetary Contributions a. The owners hereby proffer a cash contribution to Frederick County for Fire and Rescue purposes, of$0.10 per building square foot to be disbursed to the Frederick County Fire and Rescue Department, to be paid prior to occupancy permit. The term "building square foot" shall be the combined floor area for each story. [signatures on the following pages] 4 Respectfully submitted, K&J INVESTMENTS, L.C. B sie 0. Gulick Its: Managing Member COMMONWEALTH/STATE OFAT LARGE CITY.-'COUNTY OF j4 a4jef—,To-wit: The foregoing instrument was acknowledged before me this Ayt-day 01111 2022 by Jessie 0. Gulick, Managing Member of K&J Investments, L.C. W I y i •tJ NOTARY PUBLIC ' fff� i ' My commission expires: — y �(AR Y • _k .� Registration Number: _ObD316 6! _ �O o �Fc K&J INVESTMENTS, L.C. /'� lff � 1 114 By; Michael Omps �— Its: Managing Member COMMONWEALTIVSTATE OF/ r %jJ( , AT LARGE CITY.-COUNTY OFTo-wit: The foregoing instrument was acknowledged before me this ds ay of 2022 by Michael Omps, Managing Member of K &J Investments, L.C. 4 \.SPG`' NOTARY PUBLIC - �OTARy My commission expires: _: = '• ��UBL��,, ` Registration Number: NORTH S'1'1•:I'[I[:NSON• [NC. Its: 5yc� AAAtl,,rr/ COMMONWEALTH/STA IT OF //)1 . A 11.r1RGl° cri-Y.:COUNTY OF _• "1'o-��it: rh The foregoing instrument %vas aeknowlcdgecl before me this clay of 2022 by of North Stephenson, Inc. -=---NOW NOTARY PI-BLIC My commission expires: _3-03/-o20a-Z ``�ytiyltt Registration Number: '. Qt. .` p.G' ;a"w Q`.•�p"4Ry•y�, HOLTZMAN PROPERTIES,LLC By: Dexter Muma Its:p�ra#no �rr COMMONWEALTH/ TATE OF ntCl-, AT LARGE CITY/COUNTY OF , To-wit: The foregoing instnAment was ackn wledg d before me this L9 day of , 2022 by Dexter Mumaw, 7� Qpz z of Holtzman Properties, LLC 17 4NOTNWEW_ My commission expires: 3i3 Heather Be*Registration Number: Kibler NOTARY PUBLIC Commonwealth of Virginia Reg. # 7182687 pry Commis IonPjres 6 Legend Existing Intersection(s) r+ • r ^,. M t,„•y Future Intersection(s) ML �;�• off”" � ..y...•.m �� �-�N`'gv� z � OM PS PROPERTY o Traffic Impact Study Holtzman Winchester Traffic Impact Study Frederick County, Virginia Vp,LCl © 11/18/2021 to p NIRAJA REEDY � U CHANDRAPU Y Lic.NE).050854 /()NAt_ 1rNC'. October 11, 2021 Revised: November 18, 2021 Prepared for: Holtzman Oil Corporation 57 Main Street Mount Jackson, Virginia 22842 GOROVE SLADE Transportation Planners and Engineers Prepared by: GOROVE SLA►DE Transportation Planners and Engineers 1140 Connecticut Ave NW 3914 Centreville Road 15125 Washington Street 225 Reinekers Lane Suite 600 Suite 330 Suite 212 Suite 750 Washington, DC 20036 Chantilly, VA 20151 Haymarket, VA 20169 Alexandria, VA 22314 T 202.296.8625 T 703.787.9595 T 571.248.0992 T 703.721.3044 www.gorovesiade.com This document, together with the concepts and designs presented herein, as an instrument of services, is intended for the specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization by Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc. Traffic Impact Study—Holtzman Winchester Page 3 November 18,2021 TABLE OF CONTENTS Purpose of Report and Study Objectives.................................................................................................................................8 SiteLocation and Study Area...................................................................................................................................................8 Description of Proposed Development.....................................................................................................................................8 Principal Findings, Conclusions, and Proposed Mitigations.....................................................................................................8 AnalysisComponents...........................................................................................................................................................8 Infrastructure........................................................................................................................................................................9 AnalysisResults...................................................................................................................................................................9 ProposedMitigation............................................................................................................................................................11 OverallConclusion.............................................................................................................................................................12 Introduction ................................................................................................................................................................................13 Background Information: Proposed Development(Site& Nearby) ............................................................................................14 Descriptionof the Existing Site...............................................................................................................................................14 SiteLocation ......................................................................................................................................................................14 Location within Jurisdiction and Region .............................................................................................................................15 Existing Zoning and Long-Range Land-Use.......................................................................................................................16 Descriptions of Geographic Scope of Study and Limits of the Study Area.............................................................................18 ExistingRoadway Network.....................................................................................................................................................19 Analysis of 2021 Existing Conditions..........................................................................................................................................20 ExistingTraffic Volumes.........................................................................................................................................................20 Existing Intersection Capacity and Queueing Analysis...........................................................................................................23 Analysis of 2024 Future Conditions without Development.........................................................................................................27 Future without Development Traffic Volumes.........................................................................................................................27 InherentRegional Growth ..................................................................................................................................................27 Potential Background Development(s)...............................................................................................................................27 Potential Roadway Improvement(s)...................................................................................................................................28 Future without Development Traffic Volumes.....................................................................................................................29 Future without Development Intersection Capacity and Queueing Analysis ..........................................................................35 Analysis of 2024 Future Conditions with Development..............................................................................................................39 SiteDescription......................................................................................................................................................................39 ProposedSite Access............................................................................................................................................................39 ProjectedSite Trip Generation...............................................................................................................................................39 Distribution and Assignment of Site Traffic.............................................................................................................................40 Future with Development Traffic Volumes..............................................................................................................................44 Future with Development Intersection Capacity and Queueing Analysis...............................................................................47 Overall Comparison of Analysis Scenarios for 2024..................................................................................................................52 Analysis of 2028 Future Conditions without Development.........................................................................................................54 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 4 November 18,2021 Future without Development Traffic Volumes.........................................................................................................................54 InherentRegional Growth ..................................................................................................................................................54 Potential Background Development(s)...............................................................................................................................54 Potential Roadway Improvement(s)...................................................................................................................................54 Future without Development Traffic Volumes.....................................................................................................................55 Future without Development Intersection Capacity and Queueing Analysis ..........................................................................60 Analysis of 2028 Future Conditions with Development(By-Right Buildout of Omps Property)..................................................64 SiteDescription......................................................................................................................................................................64 ProposedSite Access............................................................................................................................................................64 Projected Site Trip Generation (Approved By-Right)..............................................................................................................64 Distribution and Assignment of Omps Property Traffic...........................................................................................................65 Future with Development Traffic Volumes..............................................................................................................................65 Future with Development Intersection Capacity and Queueing Analysis...............................................................................69 Analysis of 2028 Future Conditions with Development(Rezoning Application).........................................................................73 SiteDescription......................................................................................................................................................................73 ProposedSite Access............................................................................................................................................................73 Projected Site Trip Generation (Rezoning Application)..........................................................................................................73 Distribution and Assignment of Site Traffic.............................................................................................................................73 Future with Development Traffic Volumes..............................................................................................................................73 Future with Development Intersection Capacity and Queueing Analysis...............................................................................77 Overall Comparison of Analysis Scenarios for 2028..................................................................................................................83 Assessment of 2024 and 2028 Future Weaving Conditions.......................................................................................................85 Assessment of Study Intersection 5(Martinsburg Pike and RI Entrance)..................................................................................85 Warrant Two: Four-Hour Vehicular Volume...........................................................................................................................87 DraftProffer Revisions...............................................................................................................................................................88 Conclusion .................................................................................................................................................................................90 AnalysisComponents.........................................................................................................................................................90 Infrastructure......................................................................................................................................................................90 AnalysisResults.................................................................................................................................................................91 ProposedMitigation............................................................................................................................................................92 OverallConclusion.............................................................................................................................................................93 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 5 November 18,2021 LIST OF FIGURES Figure1: Site Location ...............................................................................................................................................................14 Figure2: Regional Location .......................................................................................................................................................15 Figure 3: Frederick County Zoning Map.....................................................................................................................................16 Figure 4: Eastern Frederick County Long Range Land Use Plan Map.......................................................................................17 Figure 5: Aerial of Study Boundaries (Study Intersections)........................................................................................................19 Figure 6: 2021 Existing Conditions—Roadway Network Geometric Configuration and Traffic Control Devices........................21 Figure 7: 2021 Existing Conditions—Vehicular Traffic Volumes................................................................................................22 Figure 8: 2021 Existing Conditions—Level of Service Results ..................................................................................................25 Figure 9: Projected Inherent Regional Growth Traffic Volumes (2021 to 2024).........................................................................30 Figure 10: Background Development Location Exhibit...............................................................................................................31 Figure 11: Background Developments—Site Trip Assignments ................................................................................................32 Figure 12: 2024 Future Conditions without Development — Roadway Network Geometric Configuration and Traffic Control Devices......................................................................................................................................................................................33 Figure 13: 2024 Future Conditions without Development—Vehicular Traffic Volumes..............................................................34 Figure 14: 2024 Future Conditions without Development—Level of Service Results................................................................37 Figure 15: Conceptual Development Exhibit..............................................................................................................................39 Figure 16: Global Vehicular Direction of Approach (Primary Site Trip Distribution)....................................................................41 Figure 17: 2024 Future Conditions with Development—Site Generated Trip Assignment.........................................................42 Figure 18: 2024 Future Conditions with Development—Pass-By Trip Assignment...................................................................43 Figure 19: 2024 Future Conditions with Development—Vehicular Traffic Volumes...................................................................45 Figure 20:2024 Future Conditions with Development—Proposed Roadway Network Geometric Configuration and Traffic Control Devices......................................................................................................................................................................................46 Figure 21: 2024 Future Conditions with Development and Recommended Mitigation—Level of Service Results.....................50 Figure 22: Projected Inherent Regional Growth Traffic Volumes(2021 to 2028).......................................................................56 Figure 23: 2028 Future Conditions without Development — Roadway Network Geometric Configuration and Traffic Control Devices......................................................................................................................................................................................57 Figure 24: Red Bud Road Reconfiguration —Reroute of Traffic Volumes..................................................................................58 Figure 25: 2028 Future Conditions without Development—Vehicular Traffic Volumes..............................................................59 Figure 26: 2028 Future Conditions without Development—Level of Service Results................................................................62 Figure 27: 2028 Future Conditions with Development (By-Right) — Proposed Roadway Network Geometric Configuration and TrafficControl Devices...............................................................................................................................................................66 Figure 28: 2028 Future Conditions with Development(By-Right)—Site Trip Assignment..........................................................67 Figure 29: 2028 Future Conditions with Development(By-Right)—Vehicular Traffic Volumes..................................................68 Figure 30: 2028 Future Conditions with Development(By-Right)—Level of Service Results....................................................71 Figure 31: 2028 Future Conditions with Development(Rezoning Application)—Site Trip Assignment......................................74 Figure 32: 2028 Future Conditions with Development(Rezoning Application)—Pass-by Trip Assignment...............................75 Figure 33: 2028 Future Conditions with Development(Rezoning Application)—Vehicular Traffic Volumes..............................76 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 6 November 18,2021 Figure 34: 2028 Future Conditions with Development with Proposed Proffer Amendment and Recommended Mitigation — Proposed Roadway Network Geometric Configuration and Traffic Control Devices..................................................................81 Figure 35: 2028 Future Conditions with Development with Proposed Proffer Amendment and Recommended Mitigation - Level ofService Results......................................................................................................................................................................82 Figure 36: Four-Hour Warrant Preliminary Analysis—Snowden Bridge Boulevard and Ezra Lane...........................................88 LIST OF TABLES Table 1: Summary of Existing Road Network.............................................................................................................................19 Table 2: 2021 Existing Conditions—Intersection Capacity and Queuing Analysis Results........................................................24 Table 3: Historical Regional Growth within Vicinity of the Road Network...................................................................................27 Table 4: Graystone Office& Industrial Park—Site Trip Generation...........................................................................................28 Table 5: Omps Northeast Property Rezoning—Site Trip Generation.........................................................................................28 Table 6: 2024 Future Conditions without Development— Intersection Capacity and Queuing Analysis Results........................36 Table 7: Projected Site Trip Generation (Peak Hour of the Adjacent Street; ITE 10th Ed.).........................................................40 Table 8:2024 Future Conditions with Development and Recommended Mitigation—Intersection Capacity and Queuing Analysis Results.......................................................................................................................................................................................48 Table 9: Intersection Level of Service and Delay Comparison (2021 -2024).............................................................................52 Table 10: Intersection 95th Percentile Queue Length Comparison (2021 —2024)......................................................................53 Table 11: 2028 Future Conditions without Development—Intersection Capacity and Queuing Analysis Results......................61 Table 12: Projected Site Trip Generation (Based on Approved Proffers)(Peak Hour of the Adjacent Street; ITE 10th Ed.).......64 Table 13: 2028 Future Conditions with Development(By-Right)— Intersection Capacity and Queuing Analysis Results..........70 Table 14: 2028 Future Conditions with Development (Rezoning Application) and Recommended Mitigation — Intersection Capacity and Queuing Analysis Results.....................................................................................................................................78 Table 15: Intersection Level of Service and Delay Comparison (2021 -2028)...........................................................................83 Table 16: Intersection 95th Percentile Queue Length Comparison (2021 —2028).....................................................................84 Table 17: 2024 Future Conditions with Development—Snowden Bridge Boulevard Segment Weaving Results......................85 Table 18: 2028 Future Conditions with Development—Snowden Bridge Boulevard Segment Weaving Results ......................85 Table 19: Safety Performance Function for Martinsburg Pike and Snowden Bridge Boulevard.................................................86 Table 20: Safety Performance Function for Martinsburg Pike and RI-Entrance.........................................................................86 Table 21: Four-Hour Warrant Analysis Volumes........................................................................................................................87 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 7 November 18,2021 APPENDICES Appendix A—Signed Scoping Document Appendix B—Turning Movement Counts Data (2021 and 2016) Appendix C—HCM Level of Service Definitions Appendix D—2021 Existing Conditions—Capacity Analysis Worksheets Appendix E—Greenway Engineering Graystone Office&Industrial Park Traffic Impact Study(TIS]Excerpts Appendix F—Stowe Engineering Omps Northeast Rezoning Traffic Impact Study[TIS]Excerpts Appendix G—Individual Background Development Site Trips Appendix H—2024 Future Conditions without Development—Capacity Analysis Worksheets Appendix I—2024 Future Conditions with Development—Capacity Analysis Worksheets Appendix J—2024 Future Conditions with Development—HCS Weaving Assessment Worksheets Appendix K—2028 Future Conditions without Development—Capacity Analysis Worksheets Appendix L—2028 Future Conditions with Development(By-Right)—Capacity Analysis Worksheets Appendix M—2028 Future Conditions with Development(Proffer)—Capacity Analysis Worksheets Appendix N—2028 Future Conditions with Development(Proffer)—HCS Weaving Assessment Worksheets 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 8 November 18,2021 Executive Summary Purpose of Report and Study Objectives This report presents findings of a Traffic Impact Study(TIS) conducted for the proposed Holtzman Winchester development, to be located in the southwest quadrant of the intersection of Martinsburg Pike(Route 11)and Snowden Bridge Boulevard (Route 883)/Merchant Street(Route 1620) in Frederick County(the County), Virginia. This TIS was developed in accordance with the Virginia Department of Transportation (VDOT) and Frederick County transportation impact guidelines. The document was prepared in accordance with best professional practice and standards that assess the impact of a proposed development on the transportation system and recommends improvements to lessen or negate those impacts. Traffic operational analyses, as presented in this TIS, involves the evaluation of anticipated future roadway conditions with and without the proposed development and recommend transportation improvements to offset both the impacts of the increase in future traffic volumes and the changes in traffic operations due to the development. The analysis herein assists public officials and developers to balance interrelations between efficient traffic movements with necessary lane access. Site Location and Study Area The proposed development site is located in the Stonewall Magisterial District in Frederick County, Virginia. The site is situated northeast of Interstate 81 (1-81), southeast of Martinsburg Pike, southwest of Snowden Bridge Boulevard, and northwest of Ezra Lane. The vehicular study area includes four(4)existing intersections as well as three (3)future intersections. Description of Proposed Development The proposed development site consists of one(1)parcel of land,totaling approximately 1.68 acres,which is a part of an overall Omps Property development, which was rezoned in 2016. The parcel can be identified on Frederick County Tax Maps by PIN# 43-A-150. The Applicant plans to construct a convenience store use of approximately 2,800 square feet, a fast-food restaurant without drive-thru use of approximately 2,000 square feet(for a total of 4,800 square feet within a single building), and 20 vehicle fueling positions with an anticipated build-out date of 2024. Access to the proposed development site will be provided by a future partial-movement entrance along Martinsburg Pike, a future partial-movement entrance along Snowden Bridge Boulevard, and ultimately an additional partial-movement entrance along Martinsburg Pike, as part of an interparcel connection from the Omps Property. This report analyzes the trips generated by the Holtzman Winchester development and its impact on traffic operations on the surrounding road network. Principal Findings, Conclusions, and Proposed Mitigations Discussions regarding the study assumptions and relevant background information were held with VDOT and County staff during a scoping meeting held on Tuesday,August 10,2021.A finalized scope was agreed upon and signed by VDOT with no objection from the County on September 21, 2021. A copy of the signed scoping document is included in Appendix A. The analysis contained herein presents the 2021 Existing Conditions,2024 Future Conditions without Development,2024 Future Conditions with Development, 2028 Future Conditions without Development, 2028 Future Conditions with Approved Omps Property Development"By-Right', and 2028 Future Conditions with Development"Rezoning". The analysis presented in this report supports the following assumptions and findings: Analysis Components • Turning movements counts collected at the existing study intersections on Tuesday, August 31, 2021, were used as the basis of the analysis. As requested by VDOT, the 2021 traffic counts were verified. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 9 November 18,2021 • The anticipated build-out year of the Development was projected to be 2024, as such 2024 future conditions were analyzed.As discussed in the scoping meeting,this study also included additional analysis scenarios for the year 2028, by which the remaining portions of the surrounding Omps Property are expected to be constructed and in operation. • As determined based on the discussions with the VDOT and the County, an inherent regional growth of 2.0% per year was applied to the road network between 2021 and 2024 to account for 2024 conditions, and an additional growth of 2.0%per year was applied to the road network between 2024 and 2028 to account for 2028 conditions. • As per the scoping meeting, two background developments (for 2024 and 2028) and one roadway improvement (for 2028)were identified for inclusion. • The trip generation associated with the Site was based on the Institute of Transportation Engineers'(ITE)Trip Generation Manual, 10th Edition publication. The Site is expected to generate approximately 156 net new total trips during the AM peak hour, 180 net new total trips during the PM peak hour, and 2,708 net new total daily trips on a typical weekday, after reductions. • Intersection capacity and queuing analyses were performed for all analysis scenarios at the study area intersections during the weekday morning (AM)and weekday afternoon(PM) peak hours. Synchro,version 10,was used to analyze the study intersections with results based on the HCM 6th methodology presented in the Transportation Research Board's (TRB) Highway Capacity Manual (HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. • This is a second iteration of the document. The document has been revised as per comment received from VDOT. • The document accounts for the change in the application type (previously a proffer amendment, now a rezoning application). Infrastructure • Under 2028 conditions, Red Bud Road would be realigned to connect directly with Snowden Bridge Boulevard, with the existing Interstate 81 Exit 317 off-ramp realigned (connected with the on-ramp)to the location of the former Red Bud Road connection with Martinsburg Pike, consistent with the Frederick County 2035 Comprehensive Plan. This study does not assume the conversion of the existing interchange at Martinsburg Pike to a Diverging Diamond Interchange (DDI), which would be anticipated to occur beyond the timeframe of this project. • Currently, it is anticipated that the Site will be accessed via two future partial-movement intersections, along Martinsburg Pike and Snowden Bridge Boulevard, respectively, under 2024 conditions, and via an additional future partial- movement intersection along Martinsburg Pike by way of the surrounding Omps Property development under 2028 conditions. Analysis Results 2021 Existing Conditions • All existing signalized study intersections operate at overall desired levels of service(specified herein as LOS D or better as per the agreed to scoping document for this TIA)during the AM and PM peak hours except for Study Intersection 2: Red Bud Road/Interstate 81 Northbound On-Ramp at Martinsburg Pike. • Two(2)of the four(4)existing study intersections have one or more approaches that do not operate at desired approach levels of service during at least one peak hour. o In general, the mainline movements at these intersections typically operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 10 November 18,2021 which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area. • One (1) of the four(4) existing study intersections has at least one turning movement that has a 95th percentile queue length that exceeds the capacity of the available storage lengths of the existing turn bays during at least one peak hour. 2024 and 2028 Future Conditions without Development • Under 2024, all signalized study intersections are anticipated to operate at overall desired levels of service (specified herein as LOS D or better as per the agreed to scoping document for this TIA) during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road / Interstate 81 Northbound On-Ramp at Martinsburg Pike (this is an existing condition). Given anticipated roadway improvement in 2028 (namely the Red Bud Road / 1-81 NB ramp realignment), the subject intersection will begin to operate at a LOS D or better during the peak hours. • Under 2024, two (2) of the five (5) study intersections are anticipated to have one or more approaches that would not operate at desired approach levels of service during at least one peak hour. Under 2028,these conditions are expected to continue. o As mentioned previously,the mainline movements at these intersections typically operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area. • Under 2024, one(1)of the five(5)study intersections (same from existing conditions) is anticipated to have at least one turning movement that would have a 95th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. Under 2028, these conditions are expected to continue. 2028 Future Conditions with Development (By-Right) • As discussed in the scoping meeting and agreed to in the signed scoping document, this study analyzed a "planning" year 2028 which considers that the Omps Property is constructed"by-right' based on the approved proffers limiting the site to 6,303 vehicles per day(vpd). Under this scenario, it was assumed that the Omps Property could accommodate an additional 100.5 kSF of retail uses. Based on the Trip Generation Manual,the Omps Property could generate a total of approximately 224 (or 202 additional trips from the existing, already constructed use)total trips during the AM peak hour, 568 (or 545 additional trips from the existing, already constructed use)total trips during the PM peak hour, and, as proffered, 6,303 total daily trips during a typical weekday (or 6,032 additional daily trips from the existing, already constructed use). • Under 2028 future by-right conditions, all signalized study intersections are anticipated to operate at overall desired levels of service(specified herein as LOS D or better as per the agreed to scoping document for this TIA)during the AM and PM peak hours. • Under 2028 future by-right conditions, three (3) of the five (5) study intersections are anticipated to have one or more approaches that would not operate at desired approach levels of service during at least one peak hour. Under 2028 future by-right conditions, one (1) of the five (5) study intersections (same from 2028 future conditions without development) is anticipated to have at least one turning movement that would have a 95th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 11 November 18,2021 2024 and 2028 Future Conditions with Development (Rezoning Application) • The rezoning application is expected to generate approximately 156 net new total trips during the AM peak hour, 180 net new total trips during the PM peak hour, and 2,708 net new total daily trips on a typical weekday, after reductions. These trips would be in additional to the by-right trip generation noted above. • Under 2024, all signalized study intersections are anticipated to operate at overall desired levels of service (specified herein as LOS D or better as per the agreed to scoping document for this TIA) during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road / Interstate 81 Northbound On-Ramp at Martinsburg Pike (this is an existing condition). Given anticipated roadway improvement in 2028 (namely the Red Bud Road / 1-81 NB ramp realignment), the subject intersection will begin to operate at a LOS D or better during the peak hours. o These results are comparable to the 2024 and 2028 Future without Development scenarios, respectively • Under 2024,two(2)of the study intersections are anticipated to have one or more approaches that would not operate at desired approach levels of service during at least one peak hour. Under 2028 with proposed mitigations being implemented, these conditions are expected to continue. o As mentioned previously, the mainline movements at these intersections typically operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area. o These results are comparable to the 2024 and 2028 Future without Development scenarios, respectively • Under 2024, one (1)of the study intersections(same from existing conditions) is anticipated to have at least one turning movement that would have a 95th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. Under 2028,these conditions are expected to continue. o These results are comparable to the 2024 and 2028 Future without Development scenarios, respectively. Proposed Mitigation The following roadway improvements are recommended to be implemented with the proposed development in order to accommodate future roadway demand due to the changes in traffic patterns and increased vehicular traffic demand along the road network: For 2024 Future Conditions with Development • Study Intersection 2: Martinsburg Pike at Red Bud Road/1-84 Northbound On-Ramp o Optimize Lead-Lag phasing. For 2028 Future Conditions with Development • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Restripe southbound thru/right lane configuration as southbound thru only; adjust signal timing/phasing by having northbound right and southbound right turning movements operate as permitted overlap. • Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane o Install a signal (subject to VDOT's signal justification report[SJR] review process). 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 12 November 18,2021 Overall Conclusion Based on the capacity and queueing analysis results, the proposed development if the rezoning application occurs will not have a substantial impact to the surrounding transportation and roadway network under 2024 or 2028 conditions, assuming that all planned designs and recommended mitigation measures discussed in this report are implemented. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 13 November 18,2021 Introduction This report presents findings of a Traffic Impact Study(TIS)conducted for the proposed Holtzman Winchester development(the Site /the Development), located in the southwest quadrant of the intersection of Martinsburg Pike (Route 11) and Snowden Bridge Boulevard (Route 883)/Merchant Street(Route 1620) in Frederick County(the County), Virginia. The Applicant plans to construct a convenience store use of approximately 2,800 square feet, a fast-food restaurant without drive-thru use of approximately 2,000 square feet(for a total of 4,800 square feet within a single building), and 20 vehicle fueling positions with an anticipated build-out date of 2024. The following tasks were completed as part of this study effort: • A scoping meeting was held on Tuesday, August 10, 2021, with the Virginia Department of Transportation (VDOT) and Frederick County staff to discuss the parameters of this study as well as any relevant background information. A finalized scope was agreed upon and signed by VDOT, with no objection from the County, on September 21, 2021. A copy of the signed scoping document is included in Appendix A. • Existing conditions were observed in the field to verify roadway geometry and traffic flow characteristics. • Synchro files and signal timings were acquired from the VDOT. • Turning movement counts were conducted at the existing study intersections on Tuesday, August 31, 2021, during the weekday morning and weekday afternoon peak periods. As requested by VDOT, the 2021 traffic counts were verified. • The anticipated build-out year of the Development was projected to be 2024, as such 2024 future conditions were analyzed. This study also included additional analysis scenarios for the year 2028, by which the remaining portions of the surrounding Omps Property are expected to be constructed and in operation. • The Future Conditions without Development scenarios were projected based on the existing traffic volumes, an inherent growth to account for regional growth on the roadway network. As per the scoping meeting, two background developments(for 2024 and 2028)and one roadway improvement(for 2028)were identified for inclusion. • Proposed site traffic volumes were derived based on the methodology outlined in the Institute of Transportation Engineers' (ITE)Trip Generation Manual, 10th Edition, publication and were assigned to the road network based on the agreed upon direction of approach discussed during the aforementioned scoping meeting. • The Future Conditions with Development scenarios were projected based on the existing traffic volumes, regional growth, and plans for the proposed development and surrounding vicinity.As per the signed scope,the three Future Conditions with Development scenarios were assessed: 2024, 2028 with the by-right build out of the Omps Property, and 2028 with the proposed rezoning. • Intersection capacity and queueing analyses were performed for the identified study intersections for the 2021 Existing Conditions, 2024 Future Conditions without Development, 2024 Future Conditions with Development, 2028 Future Conditions without Development, 2028 Future Conditions with the By-Right Development and, 2028 Future Conditions with the Rezoning. Analysis was conducted for the weekday morning (AM)and weekday afternoon (PM) peak hours. • Intersection capacity and queuing analyses were performed using Synchro, version 10, with results based on the Transportation Research Board's (TRB) Highway Capacity Manual (HCM) 6th methodology and in following VDOT's Traffic Operations and Safety Manual (TOSAM). • This is a second iteration of the document. The document has been revised as per comment received from VDOT. Sources of data for this study include information provided by VDOT, the County, and the office files and field reconnaissance efforts of Gorove Slade. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 14 November 18,2021 Background Information- Proposed Development (Site & Nearby) Description of the Existing Site Site Location The Site is located in the Stonewall Magisterial District in Frederick County, Virginia. The site is situated northeast of Interstate 81 (1-81), southeast of Martinsburg Pike, southwest of Snowden Bridge Boulevard, and northwest of Ezra Lane.An aerial image of the study vicinity is provided in Figure 1. A description of the proposed development is provided in the Introduction section of this report. ?• r f A *. .a � � __ �a' .j�� • � _ ' a .�t - � M+iN'AUU i aaa�ai �f i' a_ •y 14 l Legend Site Location Study Area Figure 1: Site Location 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 goroveslade.com � C.+ IL i Ad 490 i e' • ' y� Glear Brook—B"C-eto,. Xy r —as Stephenson No- 77ir Ir • ,; J' r�� Jordan SprinAtg k jr 01.m lmeste, er+�vvifa., U een Aces Traffic Impact Study—Holtzman Winchester Page 16 November 18,2021 Existing Zoning and Long-Range Land-Use The Site consists of one (1) parcel of land, totaling approximately 1.68 acres, and is a part of an overall Omps Property development, which was rezoned in 2016. The parcel can be identified on Frederick County Tax Maps by PIN#43-A-150. The parcel is currently zoned as B2(General Business District), with a Long-Range Land Use of Industrial according to the Eastern Frederick County Long Range Land Use Plan. The existing zoning is presented in Figure 3; the Long Range Land Use is presented in Figure 4. ,a ^y:4 a o' r. a ti a Base P� 8�4c^ a Streets z i Parcel Planning Zoning 61(Neighborhood Business District) 62(General Business District) vn g B3(industrial Transition District) - 9 = ='ractive Manufacturing District) _ - _rerEducationDistnct) a k:1 M 1 _-.it Industrial District) M2(industrial General District) -� MHl(Mobile Home Community Dsv MIS(Medical Support District) ih OM(01 Manufacturing Park) R4(Residential Planned Community District) / R5(Residential Recreational Cammunrry \_ ✓ ! _ Disr ct) RA(Rural Areas District) (Residential Performance District) Figure 3: Frederick County Zoning Map (Source: https://fredcogis.fcva.us/PlanningAccessTerminal/) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 17 November 18,2021 4 pf i 1' �r .r h Figure 4: Eastern Frederick County Long Range Land Use Plan Map (Source: haps://www.fcva.us/home/showpublisheddocument/11724/636903149293200000) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 18 November 18,2021 Descriptions of Geographic Scope of Study and Limits of the Study Area The Site is located in the Stonewall Magisterial District in Frederick County, Virginia, situated in the southwest quadrant of the intersection of Martinsburg Pike and Snowden Bridge Boulevard/Merchant Street. The vehicular study area includes four(4)existing intersections as well as three(3)future intersections. The existing intersections are as follows: Intersection 1: Interstate 81 (1-81) northbound (NB) off-ramp at Martinsburg Pike (Route 11) [anticipated to be closed under 2028 future conditions] Intersection 2: Red Bud Road (Route 661)/1-81 NB on-ramp at Martinsburg Pike (Route 11) Intersection 3: Martinsburg Pike(Route 11)at Snowden Bridge Boulevard(Route 883)/Merchant Street(Route 1620) Intersection 4: Snowden Bridge Boulevard (Route 883)at Ezra Lane The projected future intersections are as follow: Intersection 5: Martinsburg Pike (Route 11)at Site Entrance [RI] Intersection 6: Snowden Bridge Boulevard (Route 883)at Site Entrance [RIRO] Intersection 7: Martinsburg Pike(Route 11)at Omps Property[RIRO](2028 Future with Development Conditions only) Study Intersections 5, 6, and 7 were assumed to provide access to the Development. An aerial image of the study intersections is provided in Figure 5. Of note, this study recognizes that a section of Martinsburg Pike within the study area, west of its intersection with Red Bud Road/1-81 NB on-ramp, is a part of the National Highway System(NHS). 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 19 November 18,2021 •\ .� ._ Legend ot Existing Intersection(s) �1 Future Intersection(s) Ir z Sr 4 .S\N56 Gq\�E Ala 75 SPR Y y t *1 Q PROPERTY sn G 0O At Figure 5:Aerial of Study Boundaries(Study Intersections) Existing Roadway Network A description of the major roadways within the immediate vicinity of the Site is presented below and is summarized in Table 1. Of note, for the purposes of this analysis, both Martinsburg Pike and Ezra Lane are assumed to run from east to west,while Red Bud Road, the 1-81 ramps and Snowden Bridge Boulevard/Merchant Street are assumed to run from north to south. Table 1: Summary of Existing Road Network 77 Legal/Design OFEWRTE# VDOT Frederick SpeedLimit NumberofLanes AADT Road Segment Between: k-factor Classification Classification (mph) (vpd) Interstate 81 � I-81 Interstate Interstate 70 4 Lane Diuded 64.000 Rte 7 BerrYulle Rte 11 Martinsburg Pike 8.0% Interstate 81 1-81 Interstate Interstate 70 4 Lane Diuded 53,000 Rte 11 Martinsburg Pike Hopewell Road 9.0% Martinsburg Pilo 11 Major Collector Major Collector 40 4 Lane Diuded 13,000 1-81 North Old Charles Town Road 9.0% Snowden Bridge Boulevard 883 - Local 4 Lane Undiuded Merchant Street �l 1620 - - 25 4 Lane Diuded 4,100 Rte 11 Martinsburg Pike Market St - Market Street 1621 25 2 Lane Undiuded 2,700 Merchant St Cul-de-Sac 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 20 November 18,2021 Analysis of 2021 Existing Conditions In order to project future traffic conditions, it was necessary to determine existing vehicular traffic volumes to utilize as a baseline. For the purposes of this report and as agreed to by VDOT and County staff, 2021 roadway conditions were to be considered as existing. Existing Traffic Volumes In order to determine the weekday morning (AM) and weekday afternoon (PM) peak hour turning movement vehicular traffic volumes at the existing study intersections,the volumes were based on turning movement counts(TMC)collected in 2021, after they were validated against TMC previously collected in 2016, as agreed to in the scoping document. The 2016 TMC were collected as part of a previously submitted operational analysis conducted by Kimley Horn titled North Winchester Area Safety and Operational Analysis Report, dated August 2020. The counts at the existing subject study intersections,except for Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane,were collected for the Kimley Horn report during a 12-hour period, from 7:00 AM to 7:00 PM, on Tuesday, May 17, 2016. The 2021 TMC were collected at all four existing study intersections on Tuesday,August 31, 2021, during the weekday morning and weekday afternoon peak periods of the hours of 6:00 AM to 9:00 AM, and 4:00 PM to 7:00 PM, respectively. Upon verification of the TMC collected in 2021 with the TMC collected in 2016, the data indicated a growth of approximately three-percent(3.0%) per year along the Martinsburg Pike corridor between the 2016 and 2021 counts. Accordingly, given that such growth would be equal to a 2.0% growth per year of the 2016 mainline volumes (increased regional demand) and traffic volumes from background developments built between 2016 and 2021, itwas determined to utilize the 2021 TMC forthe Existing Conditions scenario. These TMC were balanced along the network where applicable. From the 2021 TMC utilized, the following system peak hours were determined. • Weekday Morning (AM) Peak Hour: 7:15 AM to 8:15 AM • Weekday Afternoon (PM) Peak Hour: 4:30 PM to 5:30 PM The 2021 existing road network configuration is presented in Figure 6.The existing peak hour traffic volumes forthe intersections within the study area are illustrated in Figure 7.The average daily traffic(ADT)volumes, depicted in this figure and in subsequent volume graphics,were calculated based on the PM peak hour turning movement volumes and multiplied by the VDOT historical k-factors from 2019. If the historic data was not available for a given roadway or roadway segment, then a k-factor of 0.10 was assumed. The raw data for the existing turning count movements, including those from the Kimley Horn report utilized for comparison, are provided in Appendix B. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 21 November 18,2021 Legend �^• ._�� + r r O Existing Plumber Future Intersection Existing Roadway ^T l O -I�lh One Way Travel Lane _ J/Z/© Traffic Control Device Type l r' M s Z � � hdartinsbu,g = Martinsburg Martinsburg Martinsburg Martinsbur<Q3 Martinsbur Pike ' Pike Pike Pike Pike 2" Pike o m ¢ v o c o z � � a� m m 4 h > O n` °i c 0 v m Ezra ( � Ezra Ln Ln Future Intersection Future Intersection C (D N 7 3 m O M C rA mo Future Intersection Figure 6:2021 Existing Conditions—Roadway Network Geometric Configuration and Traffic Control Devices 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 v "or,, Traffic Impact Study—Holtzman Winchester Page 22 November 18,2021 a r Legend Existing Number Future Intersection ' -- t'r Existing Roadway . I I *"f. i.' O One Way Travel Lane '` •. AMIPM Peak Hour Traffic Average Daily Traffic Q 51 000 1 � 4 © 0 E � r Q 41120 971140 4—871/828 m i 4-685/478 4-9551983 29765 3/3 Martinsburq Martinsburg Martinsbur Martinsburg Martinsbur Martinsburg, Pike 93411327-111, Pike Pike Pike Pike 20127 Pike 290/402 _ 2571491 m 687!1190-10- '� 1 3771.85—0- r+ 0 909198 ® 29/5—,4, 'p v ? m m O a ua D 3: m o m o D M Q m o a o Z rr W !n m c � o ro�0/1 t--14/23 Ezra Ezra Ln Ln Future Intersection Future Intersection 011 � 279-0- 715—;, 7/7-0- 715 -2 v m ,c Z 7 3m o 0 C a cn m Future Intersection Figure 7:2021 Existing Conditions—Vehicular Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 23 November 18,2021 Existing Intersection Capacity and Queueing Analysis Intersection capacity and queuing analyses were performed for the 2021 Existing Conditions scenario at the study area intersections during the AM and PM peak hours. Synchro, version 10, was used to analyze the study intersections with results based on the HCM 6th methodology' presented in the Transportation Research Board's(TRB)Highway Capacity Manual(HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. Signal timings and Synchro files were obtained from VDOT and were utilized as a base forthe analysis models. Traffic operation conditions as well as lane configurations were field verified.The existing traffic volumes discussed in the aforementioned section as well as other relevant data were entered into the analysis models. For the purposes of this analysis, as agreed to in the scoping document, the existing peak hour factors (PHF)were based on the existing 2021 traffic counts and utilized on a by- intersection basis; PHF in the range of 0.85 to 1.00 were used forthe existing scenario,consistent with VDOT analysis guidelines. As discussed in the scope as well, the heavy vehicle percentages (HV%) by movement for all lane groups at the study intersections were based on the existing 2021 counts. Per the scoping meeting with VDOT and the County staff, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology.The results of the Existing Condition scenario intersection capacity analyses from Synchro are presented in Table 2 and graphically in Figure 8. The results are expressed in LOS and delay (seconds per vehicle)for overall signalized intersections and per approach and lane group for all study intersections. The overall signalized intersections and any approaches that operate at LOS E or F are displayed in red. The 95th percentile queues were also determined from Synchro and are expressed in feet. The lane groups where the queue lengths exceeded the available effective storage capacity of existing turn lanes are displayed in red. The description of different LOS and delay are included in Appendix C. The detailed analysis worksheets of 2021 Existing Conditions are contained in Appendix D. 1 It should be noted that HCM 2000 methodology was used in lieu of HCM 6`if the HCM 6m methodology was not applicable.HCM 6m could not be applicable in such cases as nonstandard National Electrical Manufacturers Association(NEMA)configurations,shared lane configurations,placement of loop detectors,U-turns,etc. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 24 November 18,2021 Table 2: 2021 Existing Conditions-Intersection Capacity and Queuing Analysis Results DelayAM Peak Hour I PM Peak Hour No. Intersection(Movement) EFfective Storage LOS Delay 95th% LOS Length(ft.) (sec/veh) Queue(ft.) (sec/veh) Queue(ft.) 1 Martinsburg Pike(ENV)at 1-81 NB Off-Ramp(N/S) Overalllntersection Si nalized C 25.0 C 26.1 Eastbound Approach A 7.6 B 13.3 Eastbound Thru A 7.6 357 B 13.3 529 Westbound Approach C 25.7 C 28.5 Westbound Thru C 25.7 517 C 28.5 517 Northbound Approach D 46.9 D 43.0 Northbound Left 575 D 47.0 174 D 39.8 198 Northbound Right 485 D 46.9 146 D 47.4 332 2 Martinsburg Pike(ENV)at Red Bud Road/ 1-81 NB On-Ramp(N/S) Overall Intersection Si nalized E 55.4 F 103.8 Eastbound Approach C 33.4 C 30.8 Eastbound Left 125 A 3.6 269 B 13.2 362 Eastbound Thru D 47.0 233 D 37.7 187 Eastbound Ri ht 70 C 26.8 32 B 19.4 m2 Westbound Approach E 55.4 D 54.7 Westbound Left 150 B 13.7 5 C 22.9 m6 Westbound Thru E 58.0 404 E 57.2 422 Westbound Right 250 C 31.4 0 C 33.9 0 Northbound Approach F 301.1 F 956.2 Northbound Left/Thru/Right F 301.1 130 F 956.2 #336 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) Overall Intersection(Signalized) B 19.3 C 30.2 Eastbound Approach B 12.3 C 23.6 Eastbound U-turn/Left 408 C 26.7 137 D 35.8 245 Eastbound Thru A 2.2 14 B 14.4 145 Eastbound Right 1000 A 5.5 m0 A 7.7 m0 Westbound Approach B 18.0 C 25.8 Westbound Left 237 E 60.2 6 E 59.9 7 Westbound Thru B 18.8 260 C 28.1 219 Westbound Right 270 B 11.1 16 B 17.1 25 Northbound Approach E 61.1 E 57.2 Northbound Left E 61.5 19 E 58.0 24 Northbound Thru E 60.1 13 E 56.6 33 Northbound Right 230 E 58.7 0 E 55.6 0 Southbound Approach D 54.3 D 52.7 Southbound Left 205 D 54.4 49 E 57.1 132 Southbound Thru/Right D 54.4 43 D 48.2 61 Southbound Right 135 D 54.2 0 D 48.1 0 4 Ezra Lane(ENV)at Snowden Bridge Boulevard Overall Intersection(TWSC) Eastbound Approach A 9.5 A 8.9 Eastbound Left A 9.5 0 A 8.9 0 Eastbound Thru/Right A 0.0 A 0.0 Westbound Approach A 8.8 A 8.7 Westbound Left A 0.0 0 A 0.0 0 Westbound Thru A 9.3 A 0.0 Westbound Right A 8.3 0 A 8.7 0 Northbound Approach Northbound Left 235 A 7.3 0 A 7.2 0 Southbound Approach Southbound Left 240 A 0.0 0 A 7.4 0 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAMguidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity,actual queues may be longer.Queues shown are based on the maxim um after two (3] m:95th percentile volume and queues(reported from Synchro)are metered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 25 November 18,2021 f.:.. Legend w: r � O Existing Number Future Intersection ,f p `- "` � — Existing Roadway r,"F " 0 " ^ �; t One Way Travel Lane ®/air/0 Traffic Control Device Type ��. AMIPM Movement Level of Service Approach Level of Service AMIPM Overall Level of Service h t 1 CIC DIF EiF O DIDca B1C Ir ❑ ❑ w EIE U EIE u7 ❑� BIC C1C BIC � BIB Martinsbur Martinsburg Martinsbur Martinsbur Martinsbur Martinsbur PikeAIB Pike Pike Pike Pike Pike �uf A1B CID m DID GIB III �p ❑ ❑ U CIB LL U AIB 9 B W W W Q o U NA a `m `W w w u 4 M � 3 'm O < v m o 0 m Q v o c o z DID f� IX F/F m m E/E AIA � m AIA m e 0 (D m° 3 a A/A Ezra �AIA Ezra Ln Ln Future Intersection Future Intersection a IVA=� e �d 3 D o e o m m A/A L! Future Intersection Figure 8:2021 Existing Conditions—Level of Service Results 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 26 November 18,2021 As mentioned previously, per the agreed to scoping document, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Of note, it is recognized that neither Frederick County nor the Chapter 527 regulations cite an acceptable LOS standard; it is only noted that a development will not have a detrimental effect on service level. Based on the capacity analysis of existing conditions,all signalized study intersections operate at overall desired levels of service during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road / 1-81 NB On-Ramp at Martinsburg Pike during both peak hours. Based on the capacity analysis of existing conditions, the approaches of all study intersections operate at desired approach levels of service during the AM and PM peak hours, except for: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Westbound Approach (AM peak hour) o Northbound Approach (both peak hours) • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Northbound Approach (both peak hours) In general, the mainline movements operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area and thereby have a better overall traffic operation than if all movements were prioritized equally. Based on the queuing analysis performed for existing conditions, all turning movements at the study intersections have 95th percentile queue lengths that are accommodated within the available storage lengths of the turn bays, except for the following movement, which has 95th percentile queue lengths that exceed the available storage length of the turn bay: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Eastbound Left(both peak hours) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 27 November 18,2021 Analysis of 2024 Future Conditions without Development For the purposes of this study, the Development is anticipated to be constructed by 2024; this scenario analyzes the future without development conditions for the year 2024. Future without Development Traffic Volumes The derivation of future without development traffic volumes was based on assumptions and parameters discussed with VDOT and the County during the scoping process for this report. The future conditions include anticipated inherent regional growth, the inclusion of any potential background developments in the pipeline around the vicinity of the Site, and anticipated roadway improvements. Inherent Regional Growth The Development is anticipated to be complete in 2024. In order to account for increased demand on the traffic network, an inherent growth rate was applied to the future scenarios. This "inherent' growth was anticipated to account for regional development within the at-large area, which would ultimately result in increased roadway demand. Furthermore, the inherent growth was anticipated to account for any potential background developments unaccounted for within the vicinity of the study area. According to historical VDOT AADT data(as shown in Table 3), there has been little growth along the major road network within the study areas in recent years. Table 3: Historical Regional Growth within Vicinity of the Road Network Published VDOT AADT 1 1 r 1 °°.° ° r r 1 I 1 1 18- 119 2019 20191 1;br4i^sturg P k e I-S1 frerth Ory Charles Towr 1=,300 12.000 13.003 12,370 12,733 ?6 2% 046 0% a.a. To account for 2024 future conditions, an inherent growth rate of 2.0%, compounded annually over a three-year period, between 2021 to 2024 (and totaling 6.12% growth of the existing volumes) was applied to the mainline through movements at the intersection of Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street and at the US I-81 ramps. The growth volumes were carried and balanced along the road network by increasing the mainline through movements at the subsequent study intersections along the road network as applicable. The inherent regional growth volumes (for the period between 2021 and 2024)are illustrated in Figure 9. Potential Background Development(s) In addition to the applied inherent regional growth reflecting increased traffic demand, a total of two planned background developments in the vicinity of the Site were identified for inclusion in the study under 2024 future conditions as based on discussions in the scoping meeting with VDOT and County staff, and as agreed upon in the signed scoping document. A location map of the background developments is illustrated in Figure 10. The planned background developments include: 1. Graystone Office& Industrial Park o Located southeast of the Site, the Greystone Office Phase 1 is planned to consist of 680,000 square feet of Office / Research and Development (R&D) uses and 220,000 square feet of manufacturing /warehousing uses, or a total of 900,000 square feet of additional development in operation by 2024. As of 2021, a small portion of Phase 1 has already been constructed, and the related trips were included in the 2021 TMC conducted for the Existing Conditions scenario. A reduction of the total future generated trips was taken to account forthese existing trips, as based on 2021 mainline through volumes at Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 28 November 18,2021 o Pertinent information related to this background development is provided by Greenway Engineering's Graystone Office&Industrial Park Traffic Impact Study[TIS], dated August 24, 2009. Relevant excerpts from the Graystone TIS are included in Appendix E. o The trip generation based on the remaining planned development program from the Graystone TIS is depicted in Table 4;the traffic assignment,with distribution consistent with the background study, is illustrated in Figure 11 and separately in Appendix G. 2. Omps Northeast Property Rezoning o Located across Snowden Bridge Boulevard, opposite the Site, this planned background development is planned to include a 3,000 square-foot fast-food with drive-thru restaurant and a 12 fueling-position gas station. o Pertinent information related to this background development is provided by Stowe Engineering's Omps Northeast Rezoning Traffic Impact Study[TIS], revised August 9, 2017. Relevant excerpts from the Omps Northeast TIS are included in Appendix F. o Assignment of these background trips on the road network considers both proposed RIRO entrances (on Route 11 and Snowden Bridge Boulevard), in addition to a full access connection at Ezra Lane. o The trip generation based on the planned development form the Omps Northeast TIS is illustrated in Table 5; the traffic assignment of this background development, with a distribution consistent with its aforementioned background TIS, is illustrated in Figure 11 and separately (along with associated pass-by trips) in Appendix G. In order to include the potential impacts of the background developments in the future scenarios, the anticipated trips and roadway improvements with these background developments were taken into consideration. Table 4: Gra stone Office&Industrial Park—Site Tri Generation _ ------ AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Total Greystone Office(Already Constructed in 2021): Existing Greystone Trips 27 14 41 8 27 35 350 Greystone Office Phase 1(To be in Operation by 2024): Office/R&D 150 kSF of GFA 275 24 299 45 207 252 2,965 Manufacturing/Warehousing 760 kSF of GFA 30 23 53 18 33 51 684 Total kSF of GFA 305 47 352 63 240 303 3,649 2024 Antipcated New Trips by Development(Phase 1 minus Constructed): Total kSF of GFA 278 33 311 55 213 268 3,299 Table 5: Om s Northeast Property Rezoning—Site Trip Generation Daily In Out Total In Out Total Total Fast-Food Restaurant with Drive-Thru Window 934 3.0 kSF of GFA 69 67 136 51 47 98 1,488 Gasoline/Service Station with Convenience Market 945 12.0 Fueling Positions 61 61 122 81 81 162 1,953 Total Trips wihout Reduction 15.0 kSF of GFA 130 128 258 132 128 260 3,441 Pass-B Reductions-Gas Station -71 -71 -142 -69 -69 -138 0 Potential Roadway Improvement(s) As discussed in the scooping meeting, the roadway improvements associated with the background developments were considered. No other roadway improvements near or within the vicinity of the Site are either fully funded or would be completely constructed by 2024. Thus, no other roadway improvements are anticipated to significantly affect future roadway conditions on the road network by 2024. The 2024 Future Conditions without Development roadway network configuration is presented in Figure 12. 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 29 November 18,2021 Future without Development Traffic Volumes In order to forecast future roadway traffic volumes for the year 2024, the 2021 existing traffic volumes were combined with the inherent growth traffic volumes and background developments' traffic volumes. The 2024 Future without Development traffic volumes are illustrated in Figure 13. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 30 November 18,2021 Legend Existing Number I h t O Future Intersection Existing Roadway One Way Travel Lane .•. .�.-- - `-' Ard'PM Peak Hour Traffic r 1 c CL � c m o E \:1 s v m Q U a` Z ) 3/1 2 010 O O o 61161 .�_ 58r60 4— 58CO 0 0 0 0/0 1 010 fa1art nsburg Martinsburg Martinsburg Martinsbur Martinsburg Martinsbur P;kc 54181 / Pike Pike ' 4 y Pike Pike t r* Pike lsrzs__7I- alo v Q 48178--)0, o o 48178 o 0 0 N 010 c v a a O a m o M Q m o c o w V �./ ami 0 0 0 W m OIO 'D m O O 8 O ,-.- 010 p 4) I �cn �- olo C)/0Ezra i Ezra Om s NE Future Intersection Ln 010 ' � � � � Ln � RIRO 0/0--- 010 ro-010 o 0 0 o 0 m `m as `m a a a > o D OH c c o Ua mo Ua m O Future Intersection Figure 9: Projected Inherent Regional Growth Traffic Volumes(2021 to 2024) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 TO- I`,UISaS ade,ccrr; Traffic Impact Study—Holtzman Winchester Page 31 November 18,2021 IN i r♦ + _ s a i �A Figure 10: Background Development Location Exhibit 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 32 November 18,2021 Legend 0 Existing Number OFuture Intersection _ Existing Roadway t— One Way Travel Lane /77 AM/PM/SAT Peak Hour Traffic Vivo Z �- 1 2 O ,Eo m m 2 Z U) v AL 12145 010 29196281-28 E—29198 � 010 � � � �140!71 Martinsburg Martinsburg Martinsburq Martinsburg Martinsburg Martinsburg Pike 127137 1 Pike Pike 4) t � Pike Pike 1 (* Pike 010 Oro v o m o 0 o m m o 175156—* a o 0 0 -0/-14—�� o a 010--*v 179170 2 d � m � O 07 v 3 'bi M Q v o c o Z aY Ir d^ U1 m '6 > © -� m n _aa) 0 � � ro 61153 m� � o � o o t---010 - 13113 41141 Uj 32/38 Ezra Ezra Martinsburg Martinsburg Site Entrance Om s NE Ln Ln Pike 175156—f Pike RIRO oro BIRO 010 0/0—* a c3 C v `m a 3 _'m a 3 m 0 7 E °c o in m 01", to m Future Intersection Figure 11: Background Developments—Site Trip Assignments Note:The figure above combines the site trips associated with both background developments and includes the pass-by trips associated with the Omps NE background development. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 v ,s Traffic Impact Study—Holtzman Winchester Page 33 November 18,2021 r Legend ti f Existing Number Future Intersection * • ,z.. - �+ --- Existing Roadway O's One Way Travel Lane Future Improvements(by Others) �. _ - Recommended Improvements One Way Travel Lane Traffic Control Device Type w M z � 2 � Martinsburg Martinsburg Martinsburg Martinslo Martinsbur Martinsburg Pike Pike Pike Pike Pike Pike LLL L °s m r' a m y 3 D M Q d O Z C O rY rY ui rp 4 9 m `—� \J n a C 0 C O lb M ly C Ezra Ezra Om sNE Ln Ln Future Intersection BIRO 9 a o 3 d 3 o Z o � C mO C O [n � m Future Intersection Figure 12: 2024 Future Conditions without Development-Roadway Network Geometric Configuration and Traffic Control Devices 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 34 November 18,2021 Legend n, "'� `-=fib '•tiY.,,'+. --� Q Existing Number v OFuture Intersection -�♦ rf !- _ Existing Roadway Future Improvements(by Others) One Way Travel Lane AM/PM Peak Hour Traffic ADT Average Daily Traffic 4 1 5,430 Z Y' '1 AA J✓/I M N Z U N 567111 o v 971140 t 958/904 m r� m 71 x/511 -- 1042/1139 29120 143175 Martinsburg Martinsburg Martinsburg Marti nsbur Martinsburg Martinsbur Pike 1065/944510. Pike Pike Pike Pike 20127 Pike 3081427 257/491 a, o 91 0/1324—)P� 4211749 149198 m 208175 m n � LL LL n 7 > M Q N O C O Z n_' W tl'. 1 7350 1 A5,510 m -2 c5,220 m a Q c c n m 621% as r= O 4-110 O 13!13 +� uo 32138 Ezra Ezra Om s NE Ln 5113 t r* Ln Future Intersection � RIRO m 010—*a r co 0/0—,, si 0 (D a>f 7 a) O 3 O c O C O Win, N m O Future Intersection Figure 13: 2024 Future Conditions without Development—Vehicular Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 35 November 18,2021 Future without Development Intersection Capacity and Queueing Analysis Intersection capacity analyses were performed for the 2024 Future Conditions without Development scenario at the study area intersections during the AM and PM peak hours. Synchro, version 10, was used to analyze the study intersections with results based on the HCM 6th methodology presented in TRB's Highway Capacity Manual (HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. For the purposes of this analysis, as agreed to in the scoping document, the future peak hour factors(PHF)were based on the existing 2021 traffic counts and utilized on a by-intersection basis; PHF in the range of 0.92 to 1.00 were used for the future scenarios, consistent with VDOT analysis guidelines. As discussed in the scope as well, the heavy vehicle percentages(HV%) by movement for all lane groups at the study intersections were based on the existing 2021 counts; for any future intersections, a default Synchro HV%of 2.0%was utilized for all lane groups. Per the scoping meeting with VDOT and the County staff, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. The results of the 2024 Future Conditions without Development scenario intersection capacity analyses from Synchro are presented in Table 6 and graphically in Figure 14. The results are expressed in LOS and delay (seconds per vehicle) for overall signalized intersections and per approach and lane group for all study intersections. The overall signalized intersections and any approaches that operate at LOS E or F are displayed in red. The 95th percentile queues were also determined from Synchro and are expressed in feet. The lane groups where the queue lengths exceeded the available storage lengths of future turn lanes are displayed in red. The detailed analysis worksheets of the 2024 Future Conditions without Development are contained in Appendix H. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 36 November 18,2021 Table 6: 2024 Future Conditions without Development-Intersection Capacity and Queuing Analysis Results DelayI AM Peak Hour I PM Peak Hour No. Intersection(Movement) Effective Storage LOS Delay 95th% LOS Length(ft.) (sec/veh) Queue(ft.) (sec/veh) Queue(ft.) 1 Martinsburg Pike(ENV)at 1-81 NB Off-Ramp(WS) Overall Intersection Si nalized C 26.1 C 28.3 Eastbound Approach A 9.0 B 16.7 Eastbound Thru A 9.0 343 B 16.7 #664 Westbound Approach C 27.7 C 32.4 Westbound Thru C 27.7 46 C 32.4 m543 Northbound Approach D 47.6 D 41.3 Northbound Left 575 D 46.1 231 D 37.3 197 Northbound Right 485 D 50.4 265 D 46.6 358 2 Martinsburg Pike(EIW)at Red Bud Road/ 1-81 NB On-Ramp(WS) Overall Intersection Si nalized D 51.4 F 92.0 Eastbound Approach C 28.8 C 21.8 Eastbound Left 125 A 5.0 278 A 5.3 411 Eastbound Thru D 38.1 342 C 28.2 182 Eastbound Right 70 B 18.0 8 A 7.4 m0 Westbound Approach E 57.0 E 55.4 Westbound Left 150 B 17.6 m8 C 23.9 m8 Westbound Thru E 59.7 336 E 58.8 #576 Westbound Ri ht 250 C 30.2 0 C 31.8 m8 Northbound Approach F 301.1 F 956.2 Northbound Left/Thru/Right F 301.1 130 F 956.2 #373 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) Overall Intersection Si nalized C 23.5 D 35.6 Eastbound Approach B 12.4 C 28.3 Eastbound U-turn/Left 408 C 33.3 132 D 46.1 244 Eastbound Thru A 4.7 22 B 18.4 187 Eastbound Right 1000 A 0.2 0 A 3.8 m6 Westbound Approach C 23.4 C 28.1 Westbound Left 237 E 56.4 94 E 57.1 58 Westbound Thru B 18.4 295 C 27.1 245 Westbound Ri ht 270 B 11.6 15 B 16.1 25 Northbound Approach D 54.2 D 54.8 Northbound Left E 55.5 62 E 55.5 120 Northbound Thru D 52.5 30 E 55.4 72 Northbound Right 230 D 52.1 0 D 53.4 0 Southbound Approach E 56.4 E 55.7 Southbound Left 205 E 57.0 50 E 57.2 132 Southbound Thru/Right E 57.8 78 D 54.5 73 Southbound Right 135 D 54.3 0 D 53.7 0 4 Ezra Lane(ENV)at Snowden Bridge Boulevard Overall Intersection TWSC Eastbound Approach C 18.0 B 13.6 Eastbound Left C 18.0 3 B 13.6 3 Eastbound Thru/Right Westbound Approach A 9.4 B 10.6 Westbound Left B 12.4 0 B 14.0 0 Westbound Thru B 13.9 0 A 0.0 0 Westbound Ri ht A 8.7 5 A 9.8 5 Northbound Approach Northbound Left235 A 7.9 0 A 7.3 0 ........................................................................ ................................................................................ ...................................................... Southbound Approach Southbound Left 240 A 7.5 5 A 8.3 8 6 Omps Property(ENV)at Snowden Bridge Boulevard(N/S) Overall Intersection(TWSC) ...................................................................... ................................................................................ ....................................................... Westbound Approach A 8.8 A 9.5 Westbound Right A 8.8 3 A 9.5 5 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity,actual queues maybe longer.Queues shown are based on the maximum after two (3] m:95th percentile volume and queues(reported from Synchro)are metered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 37 November 18,2021 Legend Existing Number Future Intersection -v' 2 Existing Roadway - E One Way Travel Lane - Future Improvements(by Others) a Recommended Improvements •'1�' �l+,��' 8 �— One Way Travel Lane f` 01-h uv Traffic Control Device Type l 4 �u AM PM Approach Level of Service ,I Ilk G AMIPM Overall Level of Service C!C O DIF e/e CID z v FIE L BIC w o O w w LuII ��y� ,!���'BIC GIC v EIE Y' 1 BIB U � C!C Martinsburg Martinsburg Martinsburg Martinsburg Martinsbur c Martinsburg Pike Pike Pike ♦ Pike Pike Pike AIBAIA ` C.IBNB � _� ► ❑ DIC[� a � B!A � LL AIA m LL n 3 m wwo O m Q m o c o Z r--D—/D-7o' F/F 0'1 mF DID 4 AIA m m Q (D 0 (D 0 � (Dm m am° ¢ '�—BIB a o a B/A W ``�I♦ y 0 �AIA «J Ezra � Ezra Om s WE Ln Ln Future Intersection Q F21R0 GIB rn AIA ._ O 9 O 3 C OC O US pp A/A j mica O Future Intersection Figure 14: 2024 Future Conditions without Development-Level of Service Results 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 38 November 18,2021 As mentioned previously, per the agreed to scoping document, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Of note, it is recognized that neither Frederick County nor the Chapter 527 regulations cite an acceptable LOS standard; it is only noted that a development shall not have a detrimental effect on service level. Based on the capacity analysis of future without development conditions, all signalized study intersections are anticipated to operate at overall desired levels of service during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road/ 1-81 NB On-Ramp at Martinsburg Pike. It is noted that the referenced intersection operates slightly better under this scenario during the AM peak hour as compared to existing conditions (though still above LOS D during the PM peak hour); this "improvement" is due to the interaction with the upstream intersection (progression). Based on the capacity analysis of future without development conditions,the approaches of all study intersections are anticipated to operate at desired approach levels of service during the AM and PM peak hours, except for: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Westbound Approach (both peak hour) o Northbound Approach (both peak hours) • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Northbound Approach (both peak hours) In general, the mainline movements operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area and thereby have a better overall traffic operation than if all movements were prioritized equally. Based on the queuing analysis performed for future without development conditions, all turning movements at the study intersections are anticipated to have 95th percentile queue lengths that are accommodated within the available storage lengths of the turn bays, except for the following movement, which is anticipated to have 95th percentile queue lengths that exceed the available storage length of the turn bay: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike Eastbound Left(both peak hours) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 39 November 18,2021 Analysis of 2024 Future Conditions with Development For the purposes of this study,the Development is anticipated to be constructed by 2024;this scenario analyzes the future with development conditions for the year 2024. Site Description The proposed Holtzman Winchester development (the Site / the Development) is located in the southwest quadrant of the intersection of Martinsburg Pike (Route 11) and Snowden Bridge Boulevard (Route 883) / Merchant Street (Route 1620) in Frederick County(the County), Virginia. The Applicant plans to construct a convenience store use of approximately 2,800 square feet, a fast-food restaurant without drive-thru use of approximately 2,000 square feet(for a total of 4,800 square feet within a single building), and 20 vehicle fueling positions. A conceptual development exhibit for the Site is illustrated in Figure 15. Or 3 � . o Fti 11�p'�c grit Figure 15: Conceptual Development Exhibit Note:Plan provided by Holtzman and is for conceptual purposes only. Proposed Site Access Currently, it is anticipated that the Site will be accessed via partial-movement entrance along Martinsburg Pike, and partial- movement entrance along Snowden Bridge Boulevard (opposite the Omps Northeast Property site entrance) under 2024 conditions. Projected Site Trip Generation In order to calculate the trips generated by the proposed development, the Institute of Transportation Engineers' (ITE) !Li Generation Manual, 10th Edition, publication was used to determine the total trips going into and out of the subject study site 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 40 November 18,2021 during the AM and PM peak hours as well as the typical number of weekday daily trips. The projected trip generation for the proposed development is depicted in Table 7. As discussed in the scoping meeting, pass-by rates were assumed based on ITE's Trip Generation Handbook, V Edition, publication. Table 7: Projected Site Trip Generation Peak Hour of the Adjacent Street; ITE 10th Ed. Land Use ITE Code Size 1V AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Total GasolinelService Station wth Convenience Market 945 2.8 kSF of GFA 109 104 213 126 121 247 4,032 Fast-Food Restaurant without Drive-Thru window 933 2.0 kSF of GFA 30 20 50 29 28 57 692 Total ExiAnq Tri pswithou[Reduction 139 124 263 155 149 304 4,724 Pro ted Pass (deductions-Cas St lion' 50MO%AMPML DAY -55 -52 -107 -63 -61 -124 016 Projected External Trws NALAEW-tri Reductioni(to be rommW—mm- 84 721NNkJ56 92 As illustrated in the table above,the Site is expected to generate approximately 156 net new total trips during the AM peak hour, 180 net new total trips during the PM peak hour, and 2,708 net new total daily trips on a typical weekday, after reductions. Distribution and Assignment of Site Traffic The distribution and assignment of the site generated trips were based on the existing traffic patterns, engineering judgement, the nature of the proposed development, and with the guidance and input from the VDOT and the County staff. The site direction of approach for the peak hour trips is presented in Figure 16. Using the direction of approach,the nature of the proposed development, and the location of proposed site entrances per current plans for the Development, the site generated trips were assigned to the road network. The site traffic assignment is presented in Figure 17. Using the existing travel patterns determined from the 2021 TMC, as agreed upon in the scoping document, the pass-by trips (i.e., secondary site trips)were assigned to the road network. The pass-by trips associated with the Development are illustrated in Figure 18. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 41 November 18,2021 �5% .* Legend XX% Direction of Approach < (AMIPM) 06 a A� rL ,� `r Fro; � '� . t,'1J ay.+�• � h I ' 9 r O IPA 25% MARTINSBURG PIKE 20% X20 m " m 2 m �Jo�O w0 4- 5% 25% Figure 16: Global Vehicular Direction of Approach (Primary Site Trip Distribution) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 42 November 18,2021 Legend Existing Existing Number Future Intersection 2 ._ ExistingRoadway Y _C? t - One Way Travel Lane Y AMiPM Peak Hour Traffic APA Z o E� � m m Z a) 11/13 010 o m o 4(-- 32140 a a Ola 4(—32140 0/0 -21123 Martinsburq Martinsburg Martinsburci Martinsbur 'Martinsburg Martinsbur Pike 30:32--IN- Pike Pike ` Pike Pike • ♦ Pike o C 51/55 Q o 0 0/0 Q m m 0/0 -a � a � � a) m 3 m m Q N o c o Z D_' rY It Ul m e c v m 0/0 v p o o �r0 +/—010 t-43/53 O 010 aro � � cn Ezra Ezra Martinsburg Martinsburg Site Entrance Om s NE Ln Ln Pike 0!0_10, Pike BIRO RIRO 48!59 51/55- 24129 010 fa o o ♦ v a o D/aZ CL m TS 2 Tl a R d v 7 m a 3 m c o E _ °c O 'o U1 r0 tY cn m a Future Intersection Figure 17: 2024 Future Conditions with Development—Site Generated Trip Assignment 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study–Holtzman Winchester Page 43 November 18,2021 Legend Existing Number aFuture Intersection Existing Roadway !— One Way Travel Lane AM/PM/SAT Peak Hour Traffic ~s AM Z CL 0 E m v Z (b ` `m 010 010 t—-11-1 T-221-01 010 - 22141 Martinsbura Martinsburg Martinsburq Martinsbur Martinsbur ♦ Martinsburg Pike 010—► Pike Pike ` Pike Pike Pike 0I0_7-' Olfl e, 010 Offl c LL a) M rL a m 3 v m Q a) O C O CU 0 4d) m a m�010 v m S° o 4-0/0 �; o �0/fl F�-11-1 cq �OfO Ezra ♦ Ezra Martinsburg Martinsburg Site Entrance Om s N E Lr. Ln Pike _331-22--* Pike RIRO RIRO 36A3 1fi118 m 33/22--*a 010--)1.a o o � � v 0 0/0 'o C c o ) a) a 3 m cn01-3 e 0 cn m a Future Intersection Figure 18: 2024 Future Conditions with Development—Pass-By Trip Assignment 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 44 November 18,2021 Future with Development Traffic Volumes The 2024 future with development traffic volumes were determined by adding the assigned site generated traffic volumes and associated pass-by volumes to the 2024 future without development traffic volumes. The 2024 Future Conditions with Development traffic volumes are depicted in Figure 19. The 2024 Future Conditions with Development roadway network configuration is presented in Figure 20. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 45 November 18,2021 y Legend r J" Existing Number v OFuture Intersection Existing Roadway Future Improvements(by Others) 5 Recommended Improvements a. - - ~.r q'. _ 4- One Way Travel Lane AM1PM Peak Hour Traffic a AOT Average Daily Traffic q z Q1 11,290 O M m m Z o 2 `m 671124 971140 989/1023m I 6961470 't—1073/1178 29/20 y 186/139 Martinsburq Martinsburg Martinsburg Martinsbur Martinsbur 9Martinsburg. Pike 109511477—► �y Pike Pike 3081402 Pike Pike 20127 t (* Pike 257!491 a) 961!1343-11� 'r i 388/727 `m 10!)/98--- -o r � � N .' m 208!75--+ aci m � m -0 0 � v 3 D O < o m o 0 M Qm oFTTMc o 6,600 m {/� 1 7,170 J m a m O 2 9 m n` v `9 0 CO 62/56 M C a no rn c� 00 4-1/0 o 13113 * 926/987 Uj 32/38 Ezra 1 Ezra Martinsburg Martinsburg Site Entrance Om s NE Ln 89l115� r1 Ln Pike 8881333� Pike RIRO 40f48� RIRO a 84/77Kq a CL 010—/v - - i v m 010 si 'cs n cn v > d 7 }: N Q 3 QA CO E — C O U1 m 01, cn rn O Future Intersection Figure 19: 2024 Future Conditions with Development—Vehicular Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 46 November 18,2021 Legend Existing Number Future Intersection 2 ------ -- ExistingRoadway Y Future Improvements(by Others) Recommended Improvements - �— One Way Travel Lane a �IZIO Traffic Control Device Type - r- o v m 2 z J ) E— MartinsburgMartinsburg Martinsburg_ Martinsburg Ma irshurgy Martinsbur Pike Pike Pike Pike Pike ( Pike C LL1_ j N N a m D m M Q �W O c O Z D_" d" Q_ �V J U) m 1 m v c 0 c M 0 � � 4 Ezra �1111`- Ezra Martinsburg Martinsburg ,Site Entrance 10#` Om s NE Ln 0 Ln Pike Pike RIRO RIRO rn c m O ) 7 a) m a 3 c o E _ °c 'o U) m 0 tY rn m O Future Intersection Figure 20: 2024 Future Conditions with Development-Proposed Roadway Network Geometric Configuration and Traffic Control Devices 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 47 November 18,2021 Future with Development Intersection Capacity and Queueing Analysis Intersection capacity analyses were performed for the 2024 Future Conditions with Development scenario at the study area intersections during the AM and PM peak hours. Synchro, version 10, was used to analyze the study intersections with results based on the HCM 6th methodology presented in TRB's Highway Capacity Manual (HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. For the purposes of this analysis, as agreed to in the scoping document, the future peak hour factors(PHF)were based on the existing 2021 traffic counts and utilized on a by-intersection basis; PHF in the range of 0.92 to 1.00 were used for the future scenarios, consistent with VDOT analysis guidelines. As discussed in the scope as well, the heavy vehicle percentages(HV%) by movement for all lane groups at the study intersections were based on the existing 2021 counts; for any future intersections, a default Synchro HV%of 2.0%was utilized for all lane groups. Per the scoping meeting with VDOT and the County staff, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Due to limitations in the HCM methodology and software, the analysis results of Study Intersection 5: Martinsburg Pike at Site Entrance(RI)are not provided, as the mainline turning movements are anticipated to be free-flowing and any associated delays are anticipated to be minimal to none. The results of the 2024 Future Conditions with Development scenario intersection capacity analyses from Synchro are presented in Table 8 and graphically in Figure 21. The results are expressed in LOS and delay(seconds per vehicle)for overall signalized intersections and per approach and lane group for all study intersections. The overall signalized intersections and any approaches that operate at LOS E or F are displayed in red. The 95th percentile queues were also determined from Synchro and are expressed in feet. The lane groups where the queue lengths exceeded the available storage lengths of future turn lanes are displayed in red. The detailed analysis worksheets of the 2024 Future Conditions with Development are contained in Appendix I. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 48 November 18,2021 Table 8:2024 Future Conditions with Development and Recommended Mitigation-Intersection Capacity and Queuing Analysis Results DelayAM Peak Hour PM Peak Hour No. Intersection(Movement) Effective Storage LOS Delay 95th% LOS in 0 V] [2][31 [2][31 Length(ft.) (seclveh) Queue(ft.) (sec/veh) Queue(ft.) 1 Martinsburg Pike(ENV)at 1-81 NB Off-Ramp(WS) Overall Intersection(Signalized) C 26.5 C 29.6 ----------- ---- -------- --------- Eastbound Approach A 9.9 B 18.5 Eastbound Thru A 9.9 374 B 18.5 #763 ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------ Westbound Approach C 28.9 C 33.9 Westbou__nd Thru C 28.9 48 C 33.9 m544 __ ______________________ Northbound Approach D 46.3 D 41.2 Northbound Left 575 D 44.4 225 D 35.8 191 Northbound Right 485 D 49.6 281 D 47.9 374 2 Martinsburg Pike(EIW)at Red Bud Road/ 1-81 NB On-Ramp(NIS) Overall Intersection(Signalized) D 53.5 F 88.4 ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Eastbound Approach C 27.7 B 13.3 Eastbound Left 125 A 5.0 286 A 5.3 417 Eastbound Thru D 36.2 297 B 16.4 188 Eastbound Right70 B 16.4 8 A 4.7 m0 ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Westbound Approach E 64.2 E 64.1 Westbound Left 150 B 18.5 m10 C 27.4 m8 Westbound Thru E 67.9 #206 F 68.7 #596 Westbound Right 250 C 30.6 m1 C 32.4 19 -- --- ------------------------------------------------------ -- -- . . -- -- -- ---- -- -- -- ----------------- ----------------- ------- Northbound Approach F 301.1 F 956.2 Northbound Left/Thru/Right F 301.1 130 F 956.2 #391 2 Martinsburg Pike(EIW)at Red Bud Road/ 1-81 NB On-Ramp(NIS) Overall Intersection(Signalized) (MIT:Optimize Lead-Lag during PM Peak Hour) E_ 72.3 Eastbound Approach Eastbound Left 125 B 15.8 201 Eastbound Thru B 16.4 188 Eastbound Right70 A_ 4.7 m0 Westbound Approach B � �� 15.2 � Westbound Left 150 C 27.4 m5 Westbound Thru B 15.5 #447 Westbound Right 250 B 11.2 61 Northbound Approach F 956.2 Northbound Left/Thru/Right F 956.2 #438 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) Overall Intersection(Signalized) C 26.9 D 39.5 ----------- ---- -------- --------- Eastbound Approach B 13.3 C 34.6 Eastbound Left 408 C 33.4 131 D 51.6 242 Eastbound Thru A 5.9 25 C 25.8 204 -Eastbou-- --nd--R-ight 1000 A 0.2 0 A 2.8 m3 ----------- ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Westbound Approach C 26.5 C 33.9 Westbound Left 237 D 55.0 116 E 56.7 92 Westbound Thru C 20.7 303 C 31.6 241 -Westbo- --- nd--Right- 270 B 13.3 15 B 19.0 25 ---- ---u--------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Northbound Approach D 53.2 D 48.1 Northbound Left E 56.3 96 D 48.1 164 Northbound Thru D 49.9 m38 D 49.3 m78 ----- North-boun--d--R-ight-- 230 D 49.0 m0 D 47.5 2 -Nort-h1bo-u-nd_R_i_g_ht --------------------------------------------------------------------------------------------------------------- Southbound Approach E 56.2 D 54.0 Southbound Left 205 E 57.0 50 D 54.4 131 Southbound Thru/Right E 58.1 91 D 54.3 82 Southbound Right 135 D 53.2 0 D 53.0 0 4 Ezra Lane(ENV)at Snowden Bridge Boulevard -Overall- Interse- ction(TWSC) --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Eastbound Approach C 21.9 C 20.4 Eastbound Left C 21.9 33 C 20.4 38 -Eastbou-- --nd-Thru/R---ight- A 0.0 0 A 0.0 0 ---------------- ---------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Westbound Approach A 9.6 B 10.7 Westbound Left B 13.8 0 C 16.4 0 Westbound Thru C 15.4 0 A 0.0 0 -Westbo- --- nd--Right- A 8.7 5 A 9.4 5 ---- ---u------------------------------------------------------------------------------------------------------------------------------------------------------------------ --------------------------------- Northbound Approach Northbound Left 235 A 7.9 0 A 7.4 0 ------------------------------------------------------------------------- ---- -- - - - ------------------------------------------------------- ----------- Southbound Approach Southbound Left 2- ---------------- -------------- 40 A 7.8-------------------------------8 A 8.6 13 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 49 November 18,2021 Table 8: 2024 Future Conditions with Development and Recommended Mitigation—Intersection Capacity and Queuina Analysis Results Continued =MPks Martinsburg Pike(EIV1/)and Omps Property(N/S) Intersection Sign configuration not allowed in HCM analysis. 6 Omps Property(EM/)at Snowden Bridge Boulevard(N/S) Overalllntersection TV1/SC Eastbound Approach B 10.0 A 9.3 Eastbound Ri ht B 10.0 5 A 9.3 5 Westbound Approach A 9.2 B 10.0 Westbound Right A 9.2 3 B 10.0 5 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAMguidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity,actual queues m ay be longer.Queues shown are based on the maxim um after two (3] m:95th percentile volume and queues(reported from Synchro)are metered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 50 November 18,2021 Legend w Q Existing Number iV Future Intersection Existing Roadway One Way Travel Lane 6 a� Future Improvements(by Others) Recommended Improvements I.. / One Way Travel Lane Traffic Control Device Type Approach Level of Service 4 ,Ikl AM PM Overall Level of Service r CIC O m E DIE EID L CID B/B Note',intersection reflects U mitigat—forPM BIB W W O CIC �y C�. peaxnour. EIB DIE CIC C/C M a rtinsburg Martinsburg Martinsbur ♦ Martin sbur Martinsbur Martinsbur Pike Iy Pike Pike ♦ Pike Pike Pike A!B AIBP` CJD D!B � o a © B!A LL U AIG n` AIA 'I m `m a a❑ LL a > w`o0 O m m o 0 r0 Q o - c o Z Or D/D rr �W F/F U) m DID 4 AIA v Q c 0 c a a mm v Cnn m sin a _ A a 1 ''�AfA AIB Ezra 0 Ezra Martinsburg Martinsburg Site Entrance Orr s NE Ln L.^ Pike Pike RIRO e!A RIRO — CIC——— AA----;i)ll� `m _ 9 o Q o a v (D a a m ZI) 3 mii 3 m °c o E — °c 'o U? fY1 AIA O n, (D m O Future Intersection Figure 21: 2024 Future Conditions with Development and Recommended Mitigation—Level of Service Results 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 51 November 18,2021 The following roadway improvements are potentially recommended (by intersection) under 2024 future conditions in order to accommodate future roadway demand due to the changes in traffic patterns and increased vehicular traffic demand along the road network: • Study Intersection 2: Martinsburg Pike at Red Bud Road/1-84 Northbound On-Ramp o Optimize Lead-Lag phasing. As mentioned previously, per the agreed to scoping document, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Of note, it is recognized that neither Frederick County nor the Chapter 527 regulations cite an acceptable LOS standard; it is only noted that a development shall not have a detrimental effect on service level. Consistent with the abovementioned, per the agreed to scoping document, it was also noted that the development will not have a detrimental effect on service level. Based on the capacity analysis of 2024 future with development conditions, all signalized study intersections are anticipated to operate at overall desirable levels of service during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road / 1-81 NB On-Ramp at Martinsburg Pike, which is anticipated to continue to operate at an unacceptable overall level of service during the PM peak hour only, similar to 2024 future conditions without development. Based on the capacity analysis of future with development conditions, the approaches of all study intersections are anticipated to operate at desired approach levels of service during the AM and PM peak hours, except for the following: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Westbound Approach (both peak hours; results similar to 2024 future conditions without development; of note, with the proposed mitigation the approach level of service and delay improve considerably during the PM peak hour) o Northbound Approach (both peak hours; results similar to 2024 future conditions without development) • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Southbound Approach (AM peak hour only; results similar to 2024 future conditions without development) In general, the mainline movements operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area and thereby have a better overall traffic operation than if all movements were prioritized equally. Based on the queuing analysis performed for future with development conditions, all turning movements at the study intersections are anticipated to have 95th percentile queue lengths that are accommodated within the available storage lengths of the turn bays, except for the following movement, which is anticipated to have 95th percentile queue lengths that exceed the available storage length of the turn bay: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Eastbound Left(both peak hours; results similar to 2024 future conditions without development) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 52 November 18,2021 Overall Comparison of Analysis Scenarios for 2024 A level of service and delay comparison for all scenarios for the year 2024 is presented in Table 9. The 95th percentile queue length comparison is presented in Table 10. Table 9: Intersection Level of Service and Delay Comparison 2021 -2024 Level of Service(LOS)(Sec.Neh.) =WOW eak Hour 0 PM Peak Hour Intersection(Movement) 2024 202410 2024 2024 2024 Future Future w/o Future w/ Future w/o Future w/ w/Dev.MIT 2021 Existing Dev. Dev. 2021 Existing Dev. Dev. (PM Only) 1 Martinsburg Pike(EIW)at 1-81 NB Off-Ramp(NIS) Overall Intersection(Siynalized).................................................................................. (25)......... i26: )..... (26:5).......C.(26:!)........ ...........:........ Eastbound Approach A(7.6) A(9) A(9.9) B(13.3) B(16.7) B(18.5) - Eastbound Thru A(7.6) A(9) A(9.9) B(13.3) B(16.7) B(18.5) ............................................................................................................................................................................................................................................:........ Westbound Approach C(25.7) C(27.7) C(28.9) C(28.5) C(32.4) C(33.9) - Westbound Thru C(25.7) C(27.7) C(28.9) C(28.5) C(32.4) C(33.9) Northbound Approach D(46.9) D(47.6) D(46.3) D(43) D(41.3) D(41.2) - Northbound Left D(47) D(46.1) D(44.4) D(39.8) D(37.3) D(35.8) - Northbound Right D 46.9 D 50.4 D 49.6 D 47.4 D 46.6 D 47.9 2 Martinsburg Pike(EIW)at Red Bud Road/1-81 NB On-Ramp(NIS) Overall Intersection(Signalized)(MIT:Optimize Lead-Lag during PM) E(55.4) D(51.4) D(53.5) F(103.8) F(92) F(88.4) E(72.3) Eastbound Approach C(33.4) C(28.8) C(27.7) C(30.8) C(21.8) B(13.3) B(15.7) Eastbound Left A(3.6) A(5) A(5) B(13.2) A(5.3) A(5.3) B(15.8) Eastbound Thru D(47) D(38.1) D(36.2) D(37.7) C(28.2) B(16.4) B(16.4) Eastbound Right C(26.8) B(18) B(16.4) B(19.4) A(7.4) A(4.7) A(4.7) Westbound Approach E(55.4) E(5 7) E(64.2) D(54.7) E(55.4) E(64.1) B(15.2) Westbound Left B(13.7) B(17.6) B(18.5) C(22.9) C(23.9) C(27.4) C(27.4) Westbound Thru E(58) E(59.7) E(67.9) E(57.2) E(58.8) F(68.7) B(15.5) Westbound Ri ht C 31.4 C 30.2 C 30.6 C(33.9 C 31.8 C 32.4 B 11.2 North ound Approach F(301.1) F(301.1) F(301.1) F(956.2) F(956.2) F(956.2) F(956.2) Northbound LefflTru/Right F(301.1) F(301.1) F(301.1) F(956.2) F(956.2) F(956.2) F(956.2) 3 Martinsburg Pike(EIW)at Snowden Bridge Blvd I Merchant Street(NIS) Overall Intersection Si nalized B 19.3 C 23.5 C 26.9 C 30.2 D 35.6 D 39.5 Eastbound Approach B(12.3) B(12.4) B(13.3) C(23.6) C(28.3) C(34.6) - Eastbound Left C(26.7) C(33.3) C(33.4) D(35.8) D(46.1) D(51.6) - Eastbound Thru A(2.2) A(4.7) A(5.9) B(14.4) B(18.4) C(25.8) - Eastbound Right A(5.5) A(0.2) A(0.2) A(7.7) A(3.8) A(2.8) Westbound Approach B(18) C(23.4) C(26.5) C(25.8) C(28.1) C(33.9) - Westbound Left E(60.2) E(56.4) D(55) E(59.9) E(57.1) E(56.7) - Westbound Thru B(18.8) B(18.4) C(20.7) C(28.1) C(27.1) C(31.6) - Westbound Right B(11.1) B(11.6) B(13.3) B(17.1) B(16.1) B(19) Northbound Approach E(61.1) D(54.2) D(53.2) E(57.2) D(54.8) D(48.1) - Northbound Left E(61.5) E(55.5) E(56.3) E(58) E(55.5) D(48.1) - Northbound Thru E(60.1) D(52.5) D(49.9) E(56.6) E(55.4) D(49.3) - Northbound Ri ht E 58.7 D 52.1 D 49 E 55.6 D 53.4 D 47.5 Southbound Approach D(54.3) E(56.4) E(56.2) D(52.7) E(55.7) D(54) - Southbound Left D(54.4) E(57) E(57) E(57.1) E(57.2) D(54.4) - Southbound Thru D(54.4) E(57.8) E(58.1) D(48.2) D(54.5) D(54.3) - Southbound Right D 54.2 D 54.3 D 53.2 D 48.1 D 53.7 D 53 4 Ezra Lane(EIW)at Snowden Bridge Boulevard(NIS) Overall Intersection TWSC Eastbound Approach A(9.5) C(18) C(21.9) A(8.9) B(13.6) C(20.4) - Eastbound Left A(9.5) C(18) C(21.9) A(8.9) B(13.6) C(20.4) - EastboundThru/Ri ht A 0 A 0 A(0 A 0) A 0 A 0 Westbound Approach A(8.8) A(9.4) A(9.6) A(8.7) B(10.6) B(10.7) - Westbound Left A(0) B(12.4) B(13.8) A(0) B(14) C(16.4) Westbound Thru A(9.3) B(13.9) C(15.4) A(0) A(0) A(0) - Westbound Right A(8.3) A(8.7) A(8.7) A(8.7) A(9.8) A(9.4) Northbound Approach Northbound Left A 7.3 A 7.9 A 7.9 Southbound Approach Southbound Left A(0) A(7.5) A(7.8) A(7.4) A(8.3) A(8.6) 5 Martinsburg Pike(EIW)and Om ps Property(NIS) 6 Om ps Property(EIW)at Snowden Bridge Boulevard(NIS) Overall Intersection TWSC Eastbound Approach - - 8(10) - - A(9.3) - Eastbound Ri ht B 10 A 9.3) Westbound Approach - A(8.8) A(9.2) - A(9.5) B(10) - Westbound Right A(8.8) A(9.2) A(9.5) B(10) Note.- 0 ote.• mit. "mitigated" The delay and level of service for the 2024 Future Conditions with Development scenario, including mitigation, presented in the table above are comparable to the 2024 Future Conditions without Development scenario. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 53 November 18,2021 Table 10: Intersection 95th Percentile Queue Length Comparison 2021 —2024 95th Percentile Queues(ft.) AM Peak Hour PM Peak Hour No. Intersection(Movement) 2024 Effective 2024 2024 2024 2024 Future w/ 07 Future w/o Future w/ Future w/o Futurew/ Dev.MIT 7 Martinsburg Pike(EIW)at I-81 NB Off-Ramp(WS) L!=) 2021 Existing Dov. Dev. 2021 Existing Dev. Dev. (PM Only) Overall Intersection(Signalized) Eastbound Approach Eastbound Thru 357 343 374 529 664 763 Westbound Approach Westbound Thru 517 46 48 517 543 544 Northbound Approach Northbound Left 575 174 231 225 198 197 191 - Northbound Right 485 1 146 265 281 332 358 374 2 Martinsburg Pike(E/W)at Red Bud Road/1-81 NB On-Ramp(N/S) Overall Intersection(Signalized)(MIT.Optimize Lead-Lag during PM) Eastbound Approach Eastbound Left 125 269 278 286 362 411 417 201 Eastbound Thru 233 342 297 187 182 188 188 Eastbound Right 70 32 8 8 2 0 0 0 Westbound Approach Westbound Left 150 5 8 10 6 8 8 5 Westbound Thru 404 336 206 422 576 596 447 Westbound Right 250 0 0 1 0 8 19 61 Northbound Approach Northbound Left/Thru/Right 130 130 130 336 373 391 438 3 Martinsburg Pike(E/W)at Snowden Bridge Blvd/Merchant Stree771T Overall Intersection(Signalized) Eastbound Approach Eastbound Left 137 132 131 245 244 242 - Eastbound Thru 14 22 25 145 187 204 - Eastbound Right 0 0 0 0 6 3 Westbound Approach Westbound Left 6 94 116 7 58 92 - Westbound Thru 260 295 303 219 245 241 - Westbound Right270 16 15 15 25 25 25 ------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Northbound Approach N orthbound Left 19 62 96 24 120 164 - Northbound Thru 13 30 38 33 72 78 - Northbound Right 230 0 0 0 0 0 2 Southbound Approach Southbound Left 205 49 50 50 132 132 131 - Southbound Thru 43 78 91 61 73 82 - Southbound Right 135 0 0 0 0 0 0 4 Ezra Lane(EW)at Snowden Bridge Boulevard(N/S) Overall Intersection(TWSC) Eastbound Approach Eastbound Left 0 3 33 0 3 38 - Eastbound Thru/Right 0 0 0 0 0 0 Westbound Approach Westbound Left 0 0 0 0 0 0 - Westbound Thru 0 0 0 0 0 0 - Westbound Right 0 5 5 0 5 5 Northbound Approach Northbound Left 235 0 0 0 0 0 0 Southbound Approach Southbound Left 240 0 5 8 0 8 13 5 Martinsburg Pike(E/W)and Omps Property(WS) 6 Omps Property(E/W)at Snowden Bridge Boulevard(N/S) Overall Intersection(TWSC) ......................................................................................................................................................................................................................................................................... Eastbound Approach Eastbound Right 55 ........................................................... Westbound Approach Westbound Right 3 3 5 5 Note: • mit: "mitigated" The 95th percentile queue lengths for the 2024 Future Conditions with Development scenario presented in the table above are comparable to the 2024 Future Conditions without Development scenario. Based on the capacity and queueing analysis results, the proposed development if the rezoning application occurs will not have a substantial impact to the surrounding transportation and roadway network under 2024 conditions, assuming that all planned designs and recommended mitigation measures discussed in this report are implemented. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 54 November 18,2021 Analysis of 2028 Future Conditions without Development For the purposes of this study, the Development is anticipated to be constructed by 2024. As discussed in the scoping meeting and agreed to in the signed scoping document, this study also analyzes a"planning"year 2028 which considers that the Omps Property is not constructed nor in operation by 2028, but accounts for additional inherent regional growth and a roadway improvement apart from 2024. This scenario analyzes the future without development conditions for the year 2028. Future without Development Traffic Volumes The derivation of future without development traffic volumes was based assumptions and parameters discussed with VDOT and the County during the scoping process for this report. The future conditions include additional anticipated inherent regional growth, and an anticipated roadway improvement. Inherent Regional Growth In order to account for increased demand on the traffic network, an inherent growth rate was applied to the future scenarios. This"inherent'growth was anticipated to account for regional development within the at-large area,which would ultimately result in increased roadway demand. Furthermore, the inherent growth was anticipated to account for any potential background developments unaccounted for within the vicinity of the study area. As agreed upon in the scope for this study,to account for 2028 future conditions, an inherent growth rate of 2.0%, compounded annually over a three-year period, between 2021 to 2024 (and totaling 6.12%) and an additional inherent growth rate of 2.0%, compounded annually over a four-year period, between 2024 to 2028 (and totaling 8.24%for the four-year period and 14.87% for the seven-year period)were applied to the mainline through movements at the intersection of Martinsburg Pike at Snowden Bridge Boulevard /Merchant Street and at the US I-81 ramps. The growth volumes were carried and balanced along the road network by increasing the mainline through movements at the subsequent study intersections along the road network as applicable. The inherent regional growth volumes (for the period between 2021 and 2028)are illustrated in Figure 22. Of note, this graphic accounts for the realignment of Red Bud Road as discussed in the subsequent section. Potential Background Development(s) As discussed in the scoping meeting, no additional background developments, apart from those considered in the 2024 scenarios, are anticipated to be constructed and in operation by 2028. Potential Roadway Improvement(s) As discussed in the scoping meeting, one major roadway project is anticipated to occur within the vicinity of the Site under 2028 future conditions. Red Bud Road would be realigned to connect directly with Snowden Bridge Boulevard, with the existing I-81 NB off-ramp realigned (connected with the on-ramp)to the location of the former Red Bud Road connection with Martinsburg Pike, consistent with the Frederick County 2035 Comprehensive Plan. As a result, the connection from Red Bud Road to Snowden Bridge Boulevard will allow drivers traveling along Red Bud Road and destined for points along Snowden Bridge Boulevard, southeast of the Site, to by-pass Martinsburg Pike altogether, or connect with Martinsburg Pike at another location via Snowden Bridge Boulevard. This overall configuration also provides a streamlined connection between the northbound on-ramp and off-ramp of I-81 Exit 317. It should be noted that for the purposes of this analysis,the conversion of the existing interchange at Martinsburg Pike to a Diverging Diamond Interchange(DDI)would not be assumed, as such an improvement would be anticipated to occur beyond the timeframe of this project. For the purposes of this analysis, Study Intersection 1 is to be closed and not applicable in the results for 2028 conditions; the northbound approach of Study Intersection 2 is modified, consistent with the overall reconfiguration. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 55 November 18,2021 The 2028 Future without Development road network configuration is illustrated in Figure 23. The associated reroute with this roadway improvement is illustrated in Figure 24. Future without Development Traffic Volumes In order to forecast future roadway traffic volumes for the year 2028, the 2021 existing traffic volumes were combined with the 2028 inherent growth traffic volumes, 2024 background development volumes, and 2028 roadway improvement rerouted volumes. The 2028 Future without Development traffic volumes are illustrated in Figure 25. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 56 November 18,2021 Legend QExisting Number aFuture Intersection Existing Roadway Future Improvements(by Others) One Way Travel Lane AM1PM Peak Hour Traffic .2� 4 q CZ C 9 1 2 j O E r7 ./ Z It U (� Ul oro 613 © 1481149 0 0 0 4— 1421146 Oro Martinsburg Martinsbur Martinsburg Martinsburg Not Applicable Pike Pike Pike r• �* Pike 43160 010 88/137 C o 118/191 © o 0 LL r 0/0 y �' LL aa a CO C O Z 0 M 40 9 a) C O C 0 v A7 0/0 d' 0 �o m OIO O O 010 y U) 0.10 Ezra ` Ezra Future Intersection Site Entrance Om s NE Ln Ln RIRO RIRO 010 010 rn 0/0 v ro m `m v (b o } 3 (b 3 v O 3 O C O CrYa O U) `The road network shown herein accounts for the closure of Future Intersection Red Bud Road Figure 22: Projected Inherent Regional Growth Traffic Volumes (2021 to 2028) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 57 November 18,2021 Legend Existing Number Future Intersection Existing Roadway One Way Travel Lane Future Improvements b Others f 3 3 p ( Y f ,r •� - Recommended Improvements F One Way Travel Lane Traffic Control Device Type O E � m � L M a rtinsburg Martinsburg Martinsbur Martinsburg Not Applicable Pike _ jk Pike Pike 3 11 Pike )01 -44 L� a� `m 0 E a aa) rQ W C O z (n m 4 9 m `-. a 2 m C O C a O O Ezra Ezra O'�— Omps Ln 0 AA Ll Future Intersection NE Rico ISI 9 a a a a) a a 3 m 3 v o a o a C O C O Future Intersection Figure 23: 2028 Future Conditions without Development-Roadway Network Geometric Configuration and Traffic Control Devices 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 58 November 18,2021 Legend w Existing Number Future Intersection ExistingRoadway w Y Removed Roadway Recommended Improvements " 'a y = - -- One Way Travel Lane r- AMIPM Rerouted Peak Hour Traffic -z ZQ o E mo 2 z a, 2!11 2 ` 0/0 F-84/155 -29120 �—4701502 29/20 29/20 Martinsburn Martinsburg Martinsburg Martinsbur Martinsburq Martinsbur Pike Pike Pike 9312650!0 Pike Pike Pike � � � � 109M a T u- r a Lr, m m LL n LL Q U 7 0 U � o E � CoQ m Ca C M Zilt L- 0 M ':.. > > 9 N O m i D M O m 0 010 O m O O O C a/0 c C 010 0/0 {- 571146 ul Ezra Ezra Martinsburg Martinsburg Site Entrance �r Om s NE Ln Ln Pike 98167 � 4) Pike RIRO RIRO ala 0r0-1� o o a) m o CL o o/o o a Q� M a_ N la m T Q 3 N o Z E o k in m O E r m X571146 Martinsburg Martinsburg Pike Pike 90.67 )1► a/a o 0 a 0 a` CL O E � O Figure 24: Red Bud Road Reconfiguration-Reroute of Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 59 November 18,2021 Legend „� - _`--ate Existing Number Future Intersection Existing Roadway Future Improvements(by Others) One Way Travel Lane 5 .- - - AM/PM Peak Hour Traffic ADT Average Daily Traffic .� 4 Q 0 E ® c v m v Z m 611123 97/140 1126/1224 m M 776!579 172/94 Martinsburg Martinsbur Martinsburq Martinsburg Not Applicable Pike ` Pike Pike 20/27-�# t r* Pike 333/462 `} 2571491 m 809!1098--jol 480/831 -� Q ry 0 317/171 LL U N LL Q CS N M w C D 7r n (1) no o v M '63/M v R] r a m o t1f0 0 Ezra Ezra 32138 Omps Ln Ln Future Intersection NE RiRO r m � OiO� v 3 m 3 v O 3 O 7 (nim' ® cn m O Future Intersection Figure 25: 2028 Future Conditions without Development—Vehicular Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 60 November 18,2021 Future without Development Intersection Capacity and Queueing Analysis Intersection capacity analyses were performed for the 2028 Future Conditions without Development scenario at the study area intersections during the AM and PM peak hours. Synchro, version 10, was used to analyze the study intersections with results based on the HCM 6th methodology presented in TRB's Highway Capacity Manual (HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. For the purposes of this analysis, as agreed to in the scoping document, the future peak hour factors(PHF)were based on the existing 2021 traffic counts and utilized on a by-intersection basis; PHF in the range of 0.92 to 1.00 were used for the future scenarios, consistent with VDOT analysis guidelines. As discussed in the scope as well, the heavy vehicle percentages(HV%) by movement for all lane groups at the study intersections were based on the existing 2021 counts; for any future intersections, a default Synchro HV%of 2.0%was utilized for all lane groups. Per the scoping meeting with VDOT and the County staff, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. The results of the 2028 Future Conditions without Development scenario intersection capacity analyses from Synchro are presented in Table 11 and graphically in Figure 26. The results are expressed in LOS and delay (seconds per vehicle) for overall signalized intersections and per approach and lane group for all study intersections. The overall signalized intersections and any approaches that operate at LOS E or F are displayed in red. The 95th percentile queues were also determined from Synchro and are expressed in feet. The lane groups where the queue lengths exceeded the available storage lengths of future turn lanes are displayed in red. The detailed analysis worksheets of the 2028 Future Conditions without Development are contained in Appendix K. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 61 November 18,2021 Table 11: 2028 Future Conditions without Development-Intersection Capacity and Queuing Analysis Results DelayI AM Peak Hour I PM Peak Hour No. Intersection(Movement) Effective Storage LOS Delay 95th% LOS Length(ft.) (sec/veh) Queue(ft.) (sec/veh) Queue(ft.) 2 Martinsburg Pike(ENV)at Red Bud Road/ 1-81 NB On-Ramp(WS) Overall Intersection Si nalized D 36.6 D 45.2 Eastbound Approach B 17.3 C 33.0 Eastbound Left 550 D 41.5 #478 F 92.3 #646 Eastbound Thru A 7.3 213 A 8.1 226 Westbound Approach D 48.0 D 44.4 Westbound Thru D 49.3 201 D 46.4 424 Westbound Right 250 C 24.8 m4 C 24.4 18 Northbound Approach D 52.2 E 79.8 Northbound Left/Thru D 52.2 300 E 79.8 #464 Northbound Right Free A 0.0 0 A 0.0 0 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) Overall Intersection(Signalized) C 28.0 D 36.6 Eastbound Approach B 19.0 C 28.6 Eastbound U-turn/Left 408 D 50.2 117 D 48.7 218 Eastbound Thru B 12.9 86 C 21.7 162 Eastbound Right A 1.1 4 A 1.3 0 Westbound Approach C 26.4 D 37.4 Westbound Left 237 E 55.7 73 E 55.9 40 Westbound Thru C 21.5 226 D 38.1 206 Westbound Ri ht 270 B 13.2 0 C 22.1 0 Northbound Approach D 54.4 D 43.0 Northbound Left E 56.5 72 D 43.0 143 Northbound Thru D 49.1 9 D 43.4 30 Northbound Ri ht 230 D 48.9 0 D 43.0 0 Southbound Approach E 56.4 E 55.3 Southbound Left 205 E 57.0 26 E 56.1 93 Southbound Thru/Right E 57.8 31 E 55.1 12 Southbound Right 135 D 54.3 0 D 54.1 0 4 Ezra Lane(ENV)at Snowden Bridge Boulevard Overall Intersection(TWSC) Eastbound Approach C 19.1 C 17.6 Eastbound Left C 19.1 3 C 17.6 3 Eastbound Thru/Right Westbound Approach B 10.1 B 12.0 Westbound Left C 15.1 3 C 19.6 5 Westbound Thru C 17.5 0 A 0.0 0 Westbound Right A 9.0 5 B 10.2 8 Northbound Approach Northbound Left 235 A 8.3 0 A 7.6 0 Southbound Approach Southbound Left 240 A 7.7 5 A 8.7 8 6 Omps Property(ENV)at Snowden Bridge Boulevard(N/S) Overall Intersection TWSC Westbound Approach A 9.1 B 10.2 Westbound Right I I A 9.1 3 B 10.2 5 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity,actual queues maybe longer.Queues shown are based on the maximum after two (3] m:95th percentile volume and queues(reported from Synchro)are metered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 62 November 18,2021 Legend Existing Number Future Intersection 2 Existing Roadway One Way Travel Lane 6 Future Improvements(by Others) Recommended Improvements B a _ - - < One Way Travel Lane Ll/Z/V Traffic Control Device Type l AM/PM Movement Level of Service —04W --. d Ii.. _ AM1PM Approach Level of Service Overall Level of Service o E DID �s L CJD m ZDIC oww El`w w CID O DID a *';DEIE U GIG Martinsburg Martin sbur Martinsburg Martinsbur Not Applicable Pike DIF Pike Pike Pike AIA DID m U.] BFC �] O AIA``--11 `m ❑❑❑ LLO m a 3 m wwon M c: 'o Z W DIE 0 m D/D AIA m O v Q c 0 c 0 GI t0 tB rn AIB Ezra �� Ezra � Lr ♦ Ln Future Intersection NE RiR prr�,ps s C. CICS �I O AA� ._ Q � v U N Q o a) v >7 0 O O 0 d Future Intersection Figure 26: 2028 Future Conditions without Development—Level of Service Results 15125 Washington Street / Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 63 November 18,2021 As mentioned previously, per the agreed to scoping document, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Of note, it is recognized that neither Frederick County nor the Chapter 527 regulations cite an acceptable LOS standard; it is only noted that a development shall not have a detrimental effect on service level. Based on the capacity analysis of 2028 future without development conditions, all signalized study intersections are anticipated to operate at overall desirable levels of service during both peak hours. Based on the capacity analysis of 2028 future without development conditions, the approaches of all study intersections are anticipated to operate at desired approach levels of service during the AM and PM peak hours, except for: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Northbound Approach (PM peak hour) • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Southbound Approach (both peak hours) In general, the mainline movements operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area and thereby have a better overall traffic operation than if all movements were prioritized equally. Based on the queuing analysis performed for future without development conditions, all turning movements at the study intersections are anticipated to have 95th percentile queue lengths that are accommodated within the available storage lengths of the turn bays, except for the following movement, which is anticipated to have 95th percentile queue lengths that exceed the available storage length of the turn bay: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Eastbound Left(PM peak hour) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 64 November 18,2021 Analysis of 2028 Future Conditions with Development (By-Right Buildout of Omps Property) For the purposes of this study, the Development is anticipated to be constructed by 2024. As discussed in the scoping meeting and agreed to in the signed scoping document, this study also analyzes a"planning"year 2028 which considers that the Omps Property is constructed "by-right" based on the approved proffers limiting the site to 6,303 vehicles per day (vpd), while accounting for additional inherent regional growth and a roadway improvement apart from 2024. This scenario analyzes the future with development conditions as approved for the year 2028. Site Description The proposed Omps Property is located in the southwest quadrant of the intersection of Martinsburg Pike (Route 11) and Snowden Bridge Boulevard (Route 883)/Merchant Street(Route 1620) in Frederick County(the County), Virginia. Based on the approved proffers limiting the site to 6,303 vpd, the Omps Property will consist of approximately 35,000 square feet of manufacturing use(already constructed as of 2021),with the remainder theoretically accompanying 100,500 square feet of shopping center use, which is assumed in this analysis. Proposed Site Access Currently, it is anticipated that the Omps Property will be accessed via a partial-movement entrance along Martinsburg Pike, a partial-movement entrance along Snowden Bridge Boulevard (opposite the Omps Northeast Property site entrance), and an additional partial-movement entrance along Martinsburg Pike, under 2028 conditions. The 2028 Future Conditions with Development(By-Right) proposed roadway network configuration is presented in Figure 27. Projected Site Trip Generation (Approved By-Right) In order to calculate the trips generated by the proposed Omps Property, the Institute of Transportation Engineers' (ITE)!Lip Generation Manual, 10th Edition, publication was used to determine the total trips going into and out of the subject study site during the AM and PM peak hours, as well as during a typical weekday. As mentioned previously, the Omps Property built with the approved proffers limiting the site to 6,303 vpd will consist of approximately 35,000 square feet of manufacturing use (already constructed as of 2021), with the remainder assumed to be 100,500 square feet of shopping center use. The projected trip generation for the proposed Omps Property is depicted in Table 12. For the purposes of this scenario's analysis, no pass-by trip reductions were assumed. Table 12: Pro'ected Site Trip Generation Based on Approved Proffers Peak Hour of the Adjacent Street; ITE 10th Ed. .. ------ Size AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Total Already Constructed Manufacturing 140 kSF of GFA 17 5 22 7 16 23 271 Remainder Shopping Center 820 kSF of GLA 125 77 202 262 283 545 6,032 Total 142 82 224 269 299 568 6,303 As illustrated in the table, the residual Omps Property under this scenario is expected to generate a total of approximately 224 (or 202 additional trips from the existing, already constructed use) total trips during the AM peak hour, 568 (or 545 additional trips from the existing, already constructed use) total trips during the PM peak hour, and, as proffered, 6,303 total daily trips during a typical weekday (or 6,032 additional daily trips from the existing, already constructed use). It is noted that there is no assignment of a portion of the Omps Property trips to the rezoning parcel. Thus,the 4,724 vpd identified for the rezoning parcel would be in addition to the 6,303 vpd for the residual and the combined 11,027 vpd is analyzed in the scenario with the development of both parcels. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 65 November 18,2021 Distribution and Assignment of Omps Property Traffic The distribution and assignment of the site generated trips for the Omps Property were based on the existing traffic patterns, engineering judgement, the nature of the proposed Omps Property by-right, and with the guidance and input from the VDOT and the County staff, as depicted in Figure 16. Using the direction of approach,the nature of the proposed Omps Property by-right, and the location of proposed site entrances per current plans for the Omps Property, the site generated trips for the Omps Property were assigned to the road network. The assignment site trips are presented in Figure 28. Future with Development Traffic Volumes The 2028 future with development traffic volumes (by right) were determined by adding the assigned Omps Property site generated traffic volumes to the 2028 future without development traffic volumes. The 2028 Future Conditions with Development (by right)traffic volumes are depicted in Figure 29. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 66 November 18,2021 �.. Legend - +.w _ Q Existing Number Future Intersection Existing Roadway Future Improvements(by Others) Recommended Improvements One Way Travel Lane 0%/© Traffic Control Device Type 0. E Z Martinsburg Martinsburg Martinsbur Martinsburg Not Applicable Pike Pike Pike Pike C LL Ti v 0 ® A O D Z rY 4 Qv a) 0 c0 am CD 0 Ezra Ezra Not ASite Entrance Applicable its Om s NE Ln � Ln RIRO � RIRO m m ai m 3 m 3 m o 0 a U] n r0 O U1 C COD O Martinsburg Martinsburg Pike Z Pik- —> a V o a Q 0 E � 0 rY Figure 27: 2028 Future Conditions with Development(By-Right)—Proposed Roadway Network Geometric Configuration and Traffic Control Devices 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 67 November 18,2021 Legend _ Existing Number iO Future Intersection Existing Roadway t— One Way Travel Lane AV PV Peak Hour Traffic '-i E C Qi `'+L✓J 16 UI Cr u a 12!42 o _010 F 34/128 4-0/0 010 31166 Martinsbura Martinsburg Martinsbur ♦ Martinsburg Not Applicable Pike 0l4� ` Pike Pike 113 ♦ t Pike 44/91 19!71--fir-9 o 9 010 " 0/1 T r c LCL v M m o 0 Z W rn m © n m c m v co O10 v m 0/0 t' 461170 U] "L 0!0 Ezra Ezra Martinsburg Martinsburg ite Entrance Om s NE Ln y Ln Pike 20/75 Pike RIRO RIRO 53!195 � � o 0 014 T 216� � 010 �a) 216 CL c o 3a) a o 3E 0 D C m O F c7 na X461170 Martinsburg Martinsburg Pike Pike aroma r 75!157- C O 0. CL 0 E 0 O,fy Figure 28: 2028 Future Conditions with Development(By-Right)—Site Trip Assignment 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 68 November 18,2021 , r F. Legend ` �• n Existing Number f r Future Intersection Al ,iExisting Roadway Future Improvements(by Others) S` V 47 One Way Travel Lane AM1PM Peak Hour Traffic 4'F .�• ,. ADT Average Daily Traffic 7 CL 11,640 � oa 67/165971140 t— 1,120/1,352 m v F7761579 j 2031160 Martinsburg Martinsburg Martinsburci Martinsburg Not Applicable Pike { Pike Pike 20127 Pike 333/462 J' 258/494 m 88311189—/ 0 4991902 3171173 LL v LL o > O 3 m m E 0 D Z c o W m 4 � 2vc c 0 a) 0 n 3 ro 631% m m 0 4-110 0 13!13 c 32/38 Ezra Ezra Not Applicable Site Entrance Om s NE Ln Ln RIRO ` RIRO 58/208 010—�► a , n 216 a) 216 > > N a) S T O Z alIl U Cr0 U]o C O f/1 F 109411,232 Martinsburg Martinsburg Pike Pik- 108911,444 �T N 75!157 m a 0 0- CL 0 E 0� OF Figure 29: 2028 Future Conditions with Development(By-Right)—Vehicular Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 69 November 18,2021 Future with Development Intersection Capacity and Queueing Analysis Intersection capacity analyses were performed for the 2028 Future Conditions with Development(by-right)scenario at the study area intersections during the AM and PM peak hours. Synchro, version 10, was used to analyze the study intersections with results based on the HCM 6th methodology presented in TRB's Highway Capacity Manual (HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. For the purposes of this analysis, as agreed to in the scoping document, the future peak hour factors(PHF)were based on the existing 2021 traffic counts and utilized on a by-intersection basis; PHF in the range of 0.92 to 1.00 were used for the future scenarios, consistent with VDOT analysis guidelines. As discussed in the scope as well, the heavy vehicle percentages(HV%) by movement for all lane groups at the study intersections were based on the existing 2021 counts; for any future intersections, a default Synchro HV%of 2.0%was utilized for all lane groups. Per the scoping meeting with VDOT and the County staff, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Due to limitations in the HCM methodology and software, the analysis results of Study Intersection 5: Martinsburg Pike at Site Entrance (RI)are not provided, as the mainline turning movements are anticipated to be free-flowing and any associated delays are anticipated to be minimal to none. The results of the 2028 Future Conditions with Development(by-right)scenario intersection capacity analyses from Synchro are presented in Table 13 and graphically in Figure 30.The results are expressed in LOS and delay(seconds per vehicle)for overall signalized intersections and per approach and lane group for all study intersections.The overall signalized intersections and any approaches that operate at LOS E or F are displayed in red. The 95th percentile queues were also determined from Synchro and are expressed in feet. The lane groups where the queue lengths exceeded the available storage lengths of future turn lanes are displayed in red. The detailed analysis worksheets of the 2028 Future Conditions with Development(by-right)are contained in Appendix L. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 70 November 18,2021 Table 13: 2028 Future Conditions with Development(By-Right)-Intersection Capacity and Queuin Anal sis Results rA MT No. Intersection(Movement) 2 Martinsburg Pike(EIW)at Red Bud Road/ 1-81 NB On-Ramp(WS) Overalllntersection Si nalized D 37.2D 51.7 Eastbound Approach B 17.6 D 46.7 Eastbound Left 550 D 43.6 #488 F 144.8 #650 Eastbound Thru A 7.5 228 A 8.5 254 Westbound Approach D 49.3 D 46.5 Westbound Thru D 50.9 #250 D 49.3 #706 Westbound Right 250 C 24.5 m8 C 23.0 m28 Northbound Approach D 52.2 E 79.8 Northbound Left/Thru D 52.2 298 E 79.8 #463 Northbound Right(Free) A 0.0 0 A 0.0 0 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) Overall Intersection(Signalized) C 30.3 D 42.6 Eastbound Approach c 20.9 D 35.0 Eastbound Left 408 D 50.5 160 D 48.4 266 Eastbound Thru B 16.7 112 C 33.5 370 Eastbound Right A 1.5 0 A 2.7 5 Westbound Approach c 30.0 D 51.5 Westbound Left 237 D 53.4 125 E 67.8 #124 Westbound Thru C 25.7 366 D 52.7 296 Westbound Ri ht 270 B 15.8 16 C 28.0 26 Northbound Approach D 50.7 D 38.5 Northbound Left D 52.8 131 D 39.4 #354 Northbound Thru D 44.6 37 D 36.5 98 Northbound Right 230 D 44.3 0 D 35.8 0 Southbound Approach E 55.6 E 58.0 Southbound Left 205 E 57.0 50 E 56.1 132 Southbound Thru/Right E 57.1 96 E 66.3 #148 Southbound Right 135 D 52.4 0 D 52.7 0 4 Ezra Lane(ENV)at Snowden Bridge Boulevard Overall Intersection(TV1/SC) ................................... ............................................................ Eastbound Approach c 24.2 F 63.4 Eastbound Left C 24.7 25 F 65.0 178 Eastbound Thru/Right......................................... A 9.8 A.............9:0.................0.......... WesfboundApproach B 10.2 B 12.2 Westbound Left C 15.4 3 C 20.8 5 Westbound Thru C 18.4 0 A 0.0 Westbound RightA 9.0 5 B 10.2 8 ........................................................................ ................................................................................ ........................ . ............ Northbound Approach Northbound Left235 A 8.4 0 A 7.8 0 ........................................................................ ......................................................................... ................................... Southbound Approach Southbound Left 240 A 7.7 5 A 8.7 8 5 Martinsburg Pike(ENV)and Omps Property(N/S) Intersection Sign configuration not allowed in HCM analysis. 6 Omps Property(ENV)at Snowden Bridge Boulevard(N/S) Overall Intersection jWSC)_ ------------------------------------- ------------------------------------------------------------------------------------------------------------------------------------------------------------------------- ----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Eastbound Approach B 10.2 A 9.5 Eastbound Right B 10.20 A 9.5 0 Westbound Approach A 9.3 B 11.2 Westbound Right A 9.3 3 B 11.2 5 7 Martinsburg Pike(ENV)at Omps Property RIRO Northbound Approach Northbound Right I C 15.6 5 D 28.2 38 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity,actual queues maybe longer.Queues shown are based on the maximum after two (3] m:95th percentile volume and queues(reported from Synchro)are metered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 71 November 18,2021 Legend Existing Number ^ ` O Future Intersection Existing Roadway o !- One Way Travel Lane Future Improvements(by Others) Recommended Improvements �,.7� '�• O l- One Way Travel Lane z� a _ r Z Traffic Control Device Type Approach Level of Service Overall Level of Service o CL E DID eiF t v CID Z " cq BIC ❑w w `m O `o w w CID o crc3 DID 414DIE Martinsburg Martin sbur Martinsburci Martinsbur Not Applicable Pike Pike DIE Pike � 1 Pike AIA 4 w ❑ BIC LL o AIA m `m a a❑ LL ci m o C M M oD Z DJE rn m D/D 4 � Q Q Q 3 a) 0 v m° A4 4 AIB.4 CIA o a cn crc rn wB Ezra Ezra Site Entrance 0 Om s NE Not Applicable Ln � Ln RIRO B/ARIRO CIF AIA---- c 61 v 3 m `m n v > 3 m 3 o o 0 C o C o (� r0 rA m (D Martinsburg Martinsburg Pike Pisi- ) —1 a 2 CL O E O lify Figure 30: 2028 Future Conditions with Development(By-Right)—Level of Service Results 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 72 November 18,2021 As mentioned previously, per the agreed to scoping document, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Of note, it is recognized that neither Frederick County nor the Chapter 527 regulations cite an acceptable LOS standard; it is only noted that a development shall not have a detrimental effect on service level. Based on the capacity analysis of 2028 future with development conditions (by right), all signalized study intersections are anticipated to operate at overall desirable levels of service during both peak hours. Based on the capacity analysis of 2028 future with development conditions (by right), the approaches of all study intersections are anticipated to operate at desirable approach levels of service during the AM and PM peak hours, except for: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Northbound Approach (PM peak hour, similar to 2028 future conditions without development) • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Southbound Approach (both peak hours; results similar to 2028 future conditions without development) • Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane o Eastbound Approach (PM peak hour only) In general, the mainline movements operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area and thereby have a better overall traffic operation than if all movements were prioritized equally. Based on the queuing analysis performed for 2028 future with development conditions (by right), , all turning movements at the study intersections are anticipated to have 95th percentile queue lengths that are accommodated within the available storage lengths of the turn bays, except for the following movement, which is anticipated to have 95th percentile queue lengths that exceed the available storage length of the turn bay: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Eastbound Left(PM peak hour; results similar to 2028 future conditions without development) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 73 November 18,2021 Analysis of 2028 Future Conditions with Development (Rezoning Application) For the purposes of this study, the Development is anticipated to be constructed by 2024. As discussed in the scoping meeting and agreed to in the signed scoping document, this study also analyzes a "planning" year 2028 considering that the Omps Property/Holtzman Winchester development is constructed based on the proposed rezoning application (previously considered a proffer amendment application), while accounting for additional inherent regional growth and a roadway improvement apart from 2024. This scenario analyzes the future with development conditions for the year 2028, assuming the rezoning application. Site Description As mentioned previously, the proposed Holtzman Winchester development (the Site / the Development) is located in the southwest quadrant of the intersection of Martinsburg Pike(Route 11)and Snowden Bridge Boulevard (Route 883) /Merchant Street(Route 1620) in Frederick County(the County), Virginia. The Applicant plans to construct a convenience store use of approximately 2,800 square feet, a fast-food restaurant without drive-thru use of approximately 2,000 square feet(for a total of 4,800 square feet within a single building), and 20 vehicle fueling positions. A conceptual development exhibit for the Site is illustrated in Figure 15. Proposed Site Access Currently, it is anticipated that the Site will be accessed via a partial-movement entrance along Martinsburg Pike, and partial- movement entrance along Snowden Bridge Boulevard (opposite the Omps Northeast Property site entrance), and an additional partial-movement entrance along Martinsburg Pike via the Omps Property, under 2028 conditions. Projected Site Trip Generation (Rezoning Application) In order to calculate the trips generated by the proposed development, the Institute of Transportation Engineers' (ITE) !Lip Generation Manual, 10th Edition, publication was used to determine the total trips going into and out of the subject study site during the AM and PM peak hours, as well as during a typical weekday. The projected trip generation for the proposed development is depicted in Table 7. As discussed in the scoping meeting, internal capture rates between residential to non-residential land uses and between commercial(office and retail)uses were based on VDOT's Traffic Impact Analysis Regulations Administrative Guidelines(2018). In addition, pass-by rates were assumed based on ITE's Trip Generation Handbook, 3rd Edition, publication. Distribution and Assignment of Site Traffic The distribution and assignment of the site generated trips were based on the existing traffic patterns, engineering judgement, the nature of the proposed development, and with the guidance and input from the VDOT and the County staff. The site direction of approach for the peak hour trips is presented in Figure 16. Using the direction of approach,the nature of the proposed development, and the location of proposed site entrances per current plans for the Development,the site generated trips were assigned to the road network.The assignment of site trips is presented in Figure 31 and the assignment of associated pass-by volumes is presented in Figure 32. Future with Development Traffic Volumes The 2028 future with development(rezoning application)traffic volumes were determined by adding the assigned site generated traffic volumes and pass-by volumes to the 2028 future without development traffic volumes. The 2028 Future Conditions with Development(rezoning application)traffic volumes are depicted in Figure 33. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 74 November 18,2021 Legend ti OExisting Number y� 710 Future Intersiection Existing Roadway e s O I One Way Travel Lane AMIPM Peak Hour Traffic tis Z A ca M af m Z (, 23/55 .41—010 C' 661168 o N o Of0 52/89 Martinsburg Martinsbur Martinsburq Martinsburg Not Applicable Pike Olo ? ` Pike Pike 113 J♦ �1 Pike `} ' m 74!123-111- o o 19179 011 { LL C LL Q CD j N O O � E ,r v to O /1 a > µms, m �b�] m c D c v qp Of0 v m o N co o N o t Of0 a N O 0/0 <-891223 � 010 Ezra Ezra Martinsburg Martinsburg SiteEntrance� OrnsNE Lr. ) r* Ln Pike 20175 f Pike RIRO RIRO 9 01 J254 o 0 51155 >, 26136 DID a C c n o 2/6� -8 -6 o ii vD_ CD C T © o m U1 m O F, (A p°p \/ 4-891170 Martinsburg Martinsburg Pike Pike 59 0� 75/157 `m Q o O a` CL O E aY O'er Figure 31: 2028 Future Conditions with Development(Rezoning Application)—Site Trip Assignment 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 v "or,, Traffic Impact Study—Holtzman Winchester Page 75 November 18,2021 - Legend Existing Number Future Intersection Existing Roadway 4} One Way Travel Lane AM1PM Peak Hour Traffic f Ir \ O � (Z\ C UI rJf ►�yr�/ m m co Ir f 1 010 0/0 D O O F-221a1 22141 Martinsburg Martinsbur Martinsburq Martinsbur Not Applicable Pike } * Pike Pike Pike oro � OfO— 0 0 0 -331-22� a_ o i" 010 LL e LL a � v O E o Z fy U m 4 ® v v qp C)/0a m 000 � o oroo a � 010 Ezra ► Ezra Martinsburg Martinsburg Site Entrance Om s NE Ln Ln Pike -33122 Pike RIRO RIRO 35143 15118 33122�a, � as OfO� p c v m m 0_ m `a v 7 w M, > m ai © Z o D U1 m O`� U] DO \/ F-1l-1 Martinsburg Martinsburg Pike Pike 0I0 ? 0 aro `m o CL aP CL 0 E 0 0 Figure 32: 2028 Future Conditions with Development(Rezoning Application)—Pass-by Trip Assignment 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 76 November 18,2021 ' Legend © Existing Number 0 Future Intersection s r Existing Roadway a Future Improvements(by Others) Recommended Improvements F h One Way Travel Lane syr' $ AM1PM Peak Hour Traffic _ AOT Average Daily Traffic 4 11,820 J91 � 2 oM Md) ca Z Z o � 971140 841178 m -ifr---7541538 E 1,1911,391 *-2461224 Martinsburg_ Martinsbur Martinsbur �I Martin Not Applicable Pike 3331462 Pike Pike r1 20127—t m 4) t f* Pike 883/1:221� 2581494 m C n o 4661879—/� o N c3 LL. vii c� 3171173 aa) N LL. a > v Oo � E z11 m° v v m 2 4 5 6 ; � (D � v m = M�--62!56 Q m en v ami `.c� O �—110 cn ,n O (n32 13!13 �-1,13611 389 r,j �— 138 Ezra Ezra Martinsburg Martinsburg Site Entrance Or"Ls NE Ln 142/310J Ln Pike T Pike IRO 42154 D RIRO 1,07611588—� 010— m m 84177 � n C v eoa ctia 2l6� v v -o v > M eo > m C v o U1 m O rA m � 1,13611 389 Martinsburg Martinsburg Pke Pike 1.140/1,588—/a 751157 ID a` CL O E O [K Figure 33: 2028 Future Conditions with Development(Rezoning Application)—Vehicular Traffic Volumes 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 Traffic Impact Study—Holtzman Winchester Page 77 November 18,2021 Future with Development Intersection Capacity and Queueing Analysis Intersection capacity analyses were performed for the 2028 Future Conditions with Development with Rezoning Application scenario at the study area intersections during the AM and PM peak hours. Synchro, version 10, was used to analyze the study intersections with results based on the HCM 6th methodology presented in TRB's Highway Capacity Manual(HCM)and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service(LOS), delay, and queue length comparisons for the turning movements analyzed. For the purposes of this analysis, as agreed to in the scoping document, the future peak hour factors(PHF)were based on the existing 2021 traffic counts and utilized on a by-intersection basis; PHF in the range of 0.92 to 1.00 were used for the future scenarios, consistent with VDOT analysis guidelines. As discussed in the scope as well, the heavy vehicle percentages(HV%) by movement for all lane groups at the study intersections were based on the existing 2021 counts; for any future intersections, a default Synchro HV%of 2.0%was utilized for all lane groups. Per the scoping meeting with VDOT and the County staff, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Due to limitations in the HCM methodology and software, the analysis results of Study Intersection 5: Martinsburg Pike at Site Entrance (RI)are not provided, as the mainline turning movements are anticipated to be free-flowing and any associated delays are anticipated to be minimal to none. The results of the 2028 Future Conditions with Development with Rezoning Application scenario intersection capacity analyses (including with recommended mitigations)from Synchro are presented in Table 14 and graphically in Figure 35. The results are expressed in LOS and delay (seconds per vehicle)for overall signalized intersections and per approach and lane group for all study intersections. The overall signalized intersections and any approaches that operate at LOS E or F are displayed in red. The 95th percentile queues were also determined from Synchro and are expressed in feet. The lane groups where the queue lengths exceeded the available storage lengths of future turn lanes are displayed in red. The detailed analysis worksheets of the 2028 Future Conditions with Development with Rezoning Application are contained in Appendix M. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 78 November 18,2021 Table 14: 2028 Future Conditions with Development(Rezoning Application) and Recommended Mitigation- Intersection Capacity and Queuinq Analysis Results Delay=or AM Peak Hour PM Peak Hour No. Intersection(MovemeMnt) Effective Storage LOS Delay 95th% LOS Length(ft.) (sec/veh) Queue(ft.) (sec/veh) Queue 2 Martinsburg Pike(EIW)at Red Bud Road/ 1-81 NB On-Ramp(NIS) Overall Intersection(Signalized) D 37.3 D 54.0 ------------------------------------------------------------------------------------------------------------------------------------------------------------......D Approach B 18.3 D 50.8 Eastbound Left 550 D 46.3 #493 F 162.2 #651 Eastbound Thru A 7.7 238 A 8.7 264 ............................................................................. 4 D 4..............' -9.3.............................. D...............47.---.---.-----.---.-----.---.----- WestboundApproach 8 Westbound Thru D 51.1 #601 D 51.0 #744 Westbound Right 250 C 24.1 m13 C 22.8 m40 Northbound Approach D 51.7 E 79.8 Northbound Left/Thru D 51.7 298 E 79.8 #463 Northbound Right(Free) A 0.0 0 A 0.0 0 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) -O--verall Intersecti- on-(Signaliz- ed-)-------------- ------------------------------------------------------------------------------ ------C---------------33.5------------------------------------------D--------------45.9----------------------------------- Eastbound Approach C 23.6 D 36.2 Eastbound U-turn/Left 408 D 50.4 159 D 46.8 266 Eastbound Thru C 22.8 121 D 36.5 366 Eastbound Right Westbound Approach D 35.8 E 59.4 Westbound Left 237 D 50.4 #152 F 90.2 #191 Westbound Thru C 33.0 371 D 54.5 278 Westbound Right 270 C 20.4 18 C 29.4 28 Northbound Approach D 43.8 D 40.2 Northbound Left D 46.5 162 D 41.2 m#426 Northbound Thru D 38.5 m44 D 36.1 m106 Northbound Right 230 D 37.7 0 D 38.3 m27 Southbound Approach D 53.5 E 62.8 Southbound Left 205 E 57.0 50 E 56.1 132 Southbound Thru/Right D 53.2 106 F 84.1 #183 Southbound Right 135 D 50.3 0 D 52.3 0 3 Martinsburg Pike(ENV)at Snowden Bridge Blvd/ Merchant Street(N/S) Overall Intersection(Signalized) (MIT:Restripe SB Thru/Right to Thru and have NBR and SBR movements operate with PM+OV.) C 33.0 D 45.5 Eastbound Approach C 24.6 D 39.8 Eastbound Left 408 D 50.4 159 D 48.9 267 Eastbound Thru C 22.4 121 C 33.7 428 Eastbound RightA 5.3 42 D 43.6 60 -------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- Westbound Approach C 34.2 D 43.3 Westbound Left 237 D 49.7 147 E 65.2 #155 Westbound Thru C 31.9 360 D 39.3 266 Westbound Right 270 B 13.5 23 C 23.5 32 Northbound Approach D 42.5 D 52.3 Northbound Left D 44.6 161 E 58.9 #453 Northbound Thru D 48.9 52 D 42.3 111 Northbound Right 230 D 35.2 2 C 33.2 63 Southbound Approach D 51.3 E 55.9 Southbound Left 205 D 45.1 43 E 57.7 132 Southbound Thru E 55.7 88 E 56.2 83 Southbound Right 135 D 53.1 0 D 54.0 58 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAMguidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity,actual queues m ay be longer.Queues shown are based on the m axim um after two (3] m:95th percentile volume and queues(reported from Synchro)are m etered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 79 November 18,2021 Table 14: 2028 Future Conditions with Development(Rezoning Application) and Recommended Mitigation- Intersection Capacity and Queuinq Analysis Results Continued AM Peak Hour PM Peak Hour EFfective Storage LOS Delay 95th% LOS Delay Queue 4 Ezra Lane(ENV)at Snowden Bridge Boulevard(N/S) Overall Intersection(TWSC) ..................................................................................................... ................................................................................................................ Eastbound Approach F 62I F 341.7 Eastbound Left F 62.8 128 F 348.1 553 Eastbound Thru/RightA 9 8 0 A 9:1 0 ......................... ......................... ...... . .. Westbound Approach B 10.6 B 13.1 Westbound Left C 17.5 3 D 25.7 5 Westbound Thru C 20.9 0 A 0.0 0 WestboundRi�ht............................................................................. ......A..............n..................5................B............a2.................$.......... Northbound Approach Northbound Left 235 A 8.5 0 A 7.8 0 Northbound Thru/Right ..................................................................................................... ................................................................................................................ Southbound Approach Southbound Left 240 A 8.1 10 A 9.8 15 4 Snowden Bridge Blvd(N/S)at Ezra Lane(ENV) Overall Intersection(Signalized) (MIT:Install signal.) B 10.5 B 15.8 Eastbound Approach c 24.3 c 28.3 Eastbound Left C 24.4 82 C 28.6 #206 Eastbound Thru/RightB 18.0 0 B 13.4 0 ..................................................................................................... ................................................................................................................ Westbound Approach B 18.2 B 13.6 Westbound Left B 18.3 13 B 13.6 13 Westbound Thru B 18.0 3 A 0.0 0 Westbound RightB 18.2 9 B 13.6 0 ..................................................................................................... ................................................................................................................ Northbound Approach A 8.4 B 13.0 Northbound Left 235 A 5.2 7 A 8.3 11 Northbound Thru/Right A 8.7 37 B 13.2 95 Southbound Approach A 6.8 A 9.5 Southbound Left 240 A 5.7 42 A 9.4 52 Southbound Thru/Right I A 7.1 99 1 A 9.6 46 5 Martinsburg Pike(ENV)and Omps Property(N/S) Intersection Sign configuration not allowed in HCM analysis. 6 Omps Property(EW)at Snowden Bridge Boulevard (N/S) Overall Intersection(TWSC� . ........................... ......... ............................................................ ................................................................................................................ Easibound Approach B 10.9 B 10.1 Eastbound RightB 10.9 5 B 10.1 8 ..................................................................................................... ................................................................................................................ WesfboundApproach A 9.7 B 12.0 Westbound Right A 9.7 3 B 12.0 5 7 Martinsburg Pike(ENV at Omps PropertyRlRO�N/S� Northbound Approach Northbound Right C 16.1 5 D 30.0 40 NOTES: [1] Effective storage length is based on the storage length plus one-half of the taper length per TOSAMguidelines. (2] #:95th percentile queues(reported from Synchro)exceed capacity;actual queues maybe longer.Queues shown are based on the maximum after two (3] m:95th percentile volume and queues(reported from Synchro)are metered by upstream signal. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 80 November 18,2021 The following roadway improvements are recommended(by intersection)under 2028 future conditions in order to accommodate future roadway demand due to the changes in traffic patterns and increased vehicular traffic demand along the road network: • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Restripe southbound thru/right lane configuration as southbound thru only adjust signal timing/phasing by having northbound right and southbound right turning movements operate as permitted overlap. • Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane o Install a signal (subject to VDOT's SJR review process). The road network with the proposed mitigations is illustrated in Figure 34. As mentioned previously, per the agreed to scoping document, it would be considered desirable to achieve an approach LOS D or better for traffic operations using HCM methodology. Of note, it is recognized that neither Frederick County nor the Chapter 527 regulations cite an acceptable LOS standard; it is only noted that a development shall not have a detrimental effect on service level. Consistent with the abovementioned, per the agreed to scoping document, it was also noted that the development will not have a detrimental effect on service level. Based on the capacity analysis of 2028 future with development conditions under the rezoning application and with proposed mitigations, all signalized study intersections are anticipated to operate at overall desirable levels of service during both peak hours. Based on the capacity analysis of 2028 future with development conditions (rezoning application)with proposed mitigation, the approaches of all study intersections are anticipated to operate at desirable approach levels of service during the AM and PM peak hours, except for the following: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Northbound Approach (PM peak hour; results similar to 2028 future conditions without development) • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Southbound Approach (AM peak hour only; results similar to 2028 future conditions without development) In general, the mainline movements operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area and thereby have a better overall traffic operation than if all movements were prioritized equally. Based on the queuing analysis performed for future with development conditions, all turning movements at the study intersections are anticipated to have 95th percentile queue lengths that are accommodated within the available storage lengths of the turn bays, except for the following movement, which is anticipated to have 95th percentile queue lengths that exceed the available storage length of the turn bay: • Study Intersection 2: Red Bud Road/1-81 NB On-Ramp at Martinsburg Pike o Eastbound Left(both peak hours; results similar to 2028 future conditions without development) 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 v Traffic Impact Study—Holtzman Winchester Page 81 November 18,2021 �a r Legend r Existing Number Future Intersection Existing Roadway r.Fr Q ^ Future Improvements(by Others) Recommended Improvements One Way Travel Lane ��• 9 ®I ,ID Traffic Control Device Type ,III C) DID kJ) CID CID n z �, U❑ W �, L A ° 6'o `o o DIG oro t/Martinsbur Martinsburg Martinsbur burg Not Applicable pike DIF pike Pike � Pike nn h�uy 0. C/C _ crc O W � LL U ASD w w❑ O E 3 T M m ° D Z w NE (n m F ID AIA a) a m -o m n 3 m�AID 3 a B r1� �BIB ` qrB Ezra Ezra Martinsburg Martinsburg Site Entrance Orns NE Ln Ln Pike Pike A IRO B!B BIRO —. m : v o �T a) U Bl8 v W .a � o � as ► a CL v N o a n Uc} pp A/A O rr (a m V Martinsburg Martinsburg Pike Z P kc `m o o v a` CL O E 0 O ry Figure 34: 2028 Future Conditions with Development with Proposed Proffer Amendment and Recommended Mitigation-Proposed Roadway Network Geometric Configuration and Traffic Control Devices 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 v "or,, Traffic Impact Study—Holtzman Winchester Page 82 November 18,2021 ., Legend Existing Number Future Intersection Existing Roadway Future Improvements(by Others) Recommended Improvements One Way Travel Lane ��• 9 ®I ,ID Traffic Control Device Type ,III C) DID SSI DIE m CID z ❑w w a`) B/E Ao 'o`w `o CID o CIC O E� o/c v DID t/ Martinsburg Martinsburg Martinsburg Martinsburg Not Applicable pike DIF Pike Pike � � Pike DID A/A h�uy C/C v LJ � _ crc O w � LL A/D a w a v LL n o0El O E 3 m M m ° 0 Z w D/E to m FD/D AIA a) a m m 4 Q c c n� 3 ro�BIB 3 a ° �- B ° BIB A/B ` Ezra o Ezra Martinsburg Martinsburg Site Entrance Orns NE o Ln Ln Pike Pike RIRO RIRO B!B m �k* s v U BIB v vCLd a v m m o a © D nto pp A/A O rr (fl m v Martinsburg Martinsburg Pike Z P kc o o v a` CL O E 0 O ry Figure 35: 2028 Future Conditions with Development with Proposed Proffer Amendment and Recommended Mitigation -Level of Service Results 15125 Washington Street I Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 83 November 18,2021 Overall Comparison of Analysis Scenarios for 2028 A level of service and delay comparison for all planning scenarios for the year 2028 is presented in Table 15. The 95th percentile queue length comparison is presented in Table 16. Table 15: Intersection Level of Service and Delay Comparison 2021 -2028 Level of Service(LOS)(Sec.Neh.) AM Peak Hour PM Peak Hour No. r-ec—(Movement) 2028 2028 Future 2028 2028 Future 2028 Put re w/ 2028 Future w/Dev. 2028 Future w/ 2028 Future w/Del Future wo Del(By- w/Del (Rezoning) Future w/o Del(%& w/Del (Rezoning) 2021 Existing Del Right) (Rezoning) WIT 2021 Existing Del Right) (Rezoning) MIT 1 Martinsburg Pike(F_M1N)a[I-81 NB OIF-Ramp(WS) Overall Intersection Si nalize Tobe closetl antler 2028 Contli[iors C 25 - - C 26.1 - - - EastboundApproach -... A(76) - - - �B(13.3) - - - Eastbound Thru A 7 - - - B 13th- - - WestboundApproach C(25.7) -� - - - �C(28.5) - - - - VVestboundThru _________ C(25.7) - _ __ - C(213 - - - - NorthboundApproach D(46.9) - - D(43) - - - - Northbound Left D(47) - - - - D(39.8) - - - - Northbound Ri ht D 46.9 D 47.4 2 Martinsburg Pike(EW)at Red Bud Road I1-81 NB On-Ramp(NIS) Overall Intersection(Signalized)...........................................................................................E.(554)........x.(36:6).....0.(37:2).......x.(37:3).... ... (37:3)........F.(103:$).......x.(45.2).....x.(5.1.:7)........D.(54)...........0(54)...... Eastbound Approach C(33.4) 8(17.3) 8(17.6) 8(18.3) 8(18.3) C(30.8) C(33) D(46.7) D(50.8) D(50.8) Eastbound Left A(3.6) D(41.5) D(43.6) D(46.3) D(46.3) B(13.2) F(92.3) F(144.8) F(162.2) F(162.2) Eastbound Thru D(47) A(7.3) A(7.5) A(7.7) A(7.7) D(37.7) A(8.1) A(8.5) A(8.7) A(8.7) Eastbound Right(Rem ose EB Right Turn in Future 2028)..........................................................C(26:8).............:...............: - - ....B(194).............:...............: - - ................... ... .............. ........................... .................... ............................................... WestboundApproach E(55.4) D(48) D(49.3) D(49.3) D(49.3) D(54.7) D(44.4) D(46.5) D(478) D(47.8) Westbound Left(Remove WB Left Turn in Future 2028) B(13.7) - - - - C(22.9) - - - - Westbound Thru E(58) D(49.3) D(50.9) D(51.1) D(51.1) E(57.2) D(46.4) D(49.3) D(51) D(51) Westbound Ri ht 314) 4 4.5 4- �..-. 13343 22 8. 2 ) Northbound Approach F(301.1) D(52.2) D(52.2) D(51.7) D(51.7) F(956.2) E(79.8) E(79.8) E(79.8) E(79.8) Northbound Leftrrhru/Right F(301.1) D(52.2) D(52.2) D(51.7) D(51.7) F(956.2) E(79.8) E(79.8) E(79.8) E(79.8) Northbound Right Free Operation under 2028 Conditions A(0) A 0 A 0 A 0 A 0 A 0 A 0 A 0 3 Martinsburg Pike(EJW)at Snowden Bridge Blvd Merchant Street(ITS) Overa111Mersection Si nalize MIL. ave NBRantl SBRmovemeMs o emte with PM+OV. B 19.3 C 28 C 30.3 C 33.5 ----C-(33- -9,2 D 36.6 D 42.6 D 459 D 45.5) Eastbound Approach 8(12.3) 8(19) C(20.9) C(23.6) C(24.6) C(23.6) C(28.6) D(35) D(36.2) D(39.8) Eastbound Left C(26.7) D(50.2) D(50.5) D(50.4) D(50.4) D(35.8) D(48.7) D(48.4) D(46.8) D(48.9) Eastbound Thru A(2.2) B(12.9) B(16.7) C(22.8) C(22.4) B(14.4) C(21.7) C(33.5) D(36.5) C(33.7) EasmoandRig!.................................................................................................................A(55).........N I).......A(i:5).........N 3)..... ....A.(53)...........A.(?.T).........A(.3)......A(z?).........A(3z).........�.(a3:6).... WestboundApproach 8(18) C(26.4) C(30) D(35.8) C(34.2) C(25.8) D(37.4) D(51.5) E(59.4) D(43.3) VVestbound Left E(60.2) E(55.7) D(53.4) D(50.4) D(49.7) E(59.9) E(55.9) E(67.8) F(90.2) E(65.2) VVestbound Thru B(18.8) C(21.5) C(25.7) C(33) C(31.9) C(28.1) D(38.1) D(52.7) D(54.5) D(39.3) VVestbound Right................................................................................................................B(11.1)........B(13:2)....3.(j 52) x.(20:4)... B.(1 3 5).........B(17:1).......C(22.1) x.(78)........C(29.4)4).......0.(23:5).... Northbound Approach E(61.1) D(54.4) D(50.7) D(43.8) D(42.5) E(57.2) D(43) D(38.5) D(40.2) D(52.3) Northbound Left E(61.5) E(56.5) D(52.8) D(46.5) D(44.6) E(58) D(43) D(39.4) D(41.2) E(58.9) Northbound Thru E(60.1) D(49.1) D(44.6) D(38.5) D(48.9) E(56.6) D(43.4) D(36.5) D(36.1) D(42.3) Northbound Ri.91i1................................................................................................................E(58 7)........D(48.9) D(443)3)......x(37:7)... ....D(3`'.:2).........E(55.6).........D(43) D(35 8)......D(38 3).......0.(33:2).... Southbound Approach D(54.3) E(56.4) E(55.6) D(53.5) D(51.3) D(52.7) E(55.3) E(58) E(62.8) E(55.9) Southbound Left D(54.4) E(57) E(57) E(57) D(45.1) E(57.1) E(56.1) E(56.1) E(56.1) E(57.7) Southbound Thru/Right D(54.4) E(57.8) E(57.1) D(53.2) E(55.7) D(48.2) E(55.1) E(66.3) F(84.1) E(56.2) Southbound Right D(54.2) D(54.3) D(52.4) D(50.3) D(53.1) D(48.1) D(54.1) D(52.7) D(52.3) D(54) 4 Ezra Lane(EM1N)at Snowden Bridge Boulevard(WS) Over Intersection(si�nalizer91M1T.1nstall signal.)......................................................................:................................................................ .... (10:5)..............:....................................................:............B Eastbound Approach A(9.5) C(19.1) C(24.2) F(62.1) C(24.3) A(8.9) C(17.6) F(63.4) F(341.7) C(28.3) Eastbound Left A(9.5) C(19.1) C(24.7) F(62.8) C(24.4) A(8.9) C(17.6) F(65) F(348.1) C(28.6) EasmoundThru/Rig!............................................................................................................!?T)............A(T........A(s:e)........A(9)..... .....eO)...........A.0)...........A.(T)........A.(9).........A(si).........B(134).... WestboundApproach A(8.8) 8(10.1) 8(10.2) 8(10.6) 8(18.2) A(8.7) 8(12) 8(12.2) 8(13.1) 8(13.6) VVestbound Left A(0) C(15.1) C(15.4) C(17.5) B(18.3) A(0) C(19.6) C(20.8) D(25.7) B(13.6) VVestbound Thru A(9.3) C(17.5) C(18.4) C(20.9) B(18) A(0) A(0) A(0) A(0) A(0) Westbound Right................................................................................................................A(8 3)..........A(9).........A(0)............ ...... ....B(18 2).........A(U)........8.(10:2)....8.(10 2)......8.(10 2).........8(�3:6).... Northbound Approach - - - A(8.4) - - - 8(13) Northbound Left A(7.3) A(0.0) A(8.4) A(8.5) A(5.2) A(7.2) A(0.0) A(7.8) A(7.8) A(8.3) NorthboundThru/Rig.1rt..............................................................................................................:............................................................. ....ASU)...............:..................................................................8.(�3:Z).... Southbound Approach A(6.8) 1 A(9.5) Southbound Left A(0) A(7.7) A(7.7) A(8.1) A(5.7) A(7.4) A(8.7) A(8.7) A(9.8) A(9.4) Southbound Thru/Ri ght 5 Martinsburg Pike EJW and Om s Property WS 6 Omps Property(EJW)at Snowden Bridge Boulevard(WS) OverallIntersectiongINSC)............................................................................................................... East....................... ..................................................... ...............................................................................(10................10........ Eastbound Approach - - 8(10.2) 8(10.9) 8(10.9) - - A(9.5) 8(10.1) 8(10.1) Easmound Right......................................................................................................................:.................:..........8.(102)......B.(10:8).... ....8(109).............: -..........A(B:5)........B(10:1)........8.(10:1).... Westbound Approach - A(9) A(9.3) A(9.7) A(9.7) 8(10.1) 8(11.2) 8(12) 8(12) Westbound Right A(9) A(9.2) A(9.7) A(9.7) B(10.1) B(11.2) B(12) 8(12) 7 Martinsburg Pike(EJW)at Omps Property RIRO(NIS) Northbound Approac........................h............................................................................................................................................................................. Nort Northbound Right C(15.6) C(16.1) C(15.5) D(28.2) D(30) D(27.3) The mitigated delay and level of service for the 2028 Future Conditions with Development scenario presented in the table above are comparable to or an improvement upon the 2028 Future Conditions without Development scenario. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 84 November 18,2021 Table 16: Intersection 95th Percentile Queue Length Comparison 2021 —2028 W1 M 95th Percentile Queues(ft.) JIM ;uvi Peak Hour PM Peak Hour No. ..: �' - ; Future Effective 2028 Future w/ 2028 Future w/Dev. 2028 Future w/ 2028 Future w/Dev. Storame Future w/o Dev.(By- w/Dev. (Rezoning) Future w/o Dev.(By- w/Dev. (Rezoning) Lenuth(ft.) 2021 Existing Dev. Right) (Rezoning) MIT 2021 Existing Dev. Right) (Rezoning) MIT 1 Martinsburg Pike(ENV)at 1-81 NB Off-Ramp(WS) Overall Intersection(Signalized)[To be closed under 2028 Conditions] .................................................................................................................................................................................................................................................................................................................. Eastbound Approach - - - - - - - - Eastbound Thru 357 529 .................... .............................................................................................................................:...............:.................:..................:......................................:...............:.................:..................:......... Westbound Approach - - - - - - - - Westbound Thru517 517 .......................................................................................................................................................:...............:.................:..................:......................................:...............:.................:..................:......... Northbound Approach - - - - - - - - Northbound Left 575 174 - - - - 198 - - - - Northbound Right 485 146 332 Martinsburg Pike(E W)at Red Bud Road 1 2 1-81 NB On-Ramp(WS) Overall Intersection Si nalize Eastbound Approach Eastbound Left 550 269 478 488 493 493 362 646 650 651 651 Eastbound Thru 233 213 228 238 238 187 226 254 264 264 Eastbound Right(Remove EB Right Turn in Future 2028) 3242 2 60 .................... .............................................................................................................................:...............:.................:.........................................................:...............:.................:............................ Westbound Approach Westbound Left(Remove WB Left Turn in Future 2028) 237 5 - - - 147 6 - - - 155 Westbound Thru 404 201 250 601 601 422 424 706 744 781 WestboundRight.....................................................................................250.................0................4.... ..........8...............13................6..................0................1.8............28..............40...............15 Northbound ........ ........ Northboundd Approach Northbound Leftrrhru/Right 130 300 298 298 298 336 464 463 463 463 Northbound Right[Free Operation under 2028 Conditions] Martinsburg Pike(EW)at Snowden Bridge Blvd 1 Merchant 3 Street(NIS) Overall Intersection(Signalized) (MIT:Have NBR antl SBR movements operate with PM+OV.).............. ............... .................................................................. ............. .................................................................. ............. Eastbound Approach Eastbound Left 408 137 117 160 159 159 245 218 266 266 267 Eastbound Thru 14 86 112 121 121 145 162 370 366 428 Eastbound Riyht.............................................................................. 6................a..............2................2................42.................2.................2..............5................5................60........ Eastbound ..............................9 Westbound Approach Westbound Left 237 6 73 125 152 147 7 40 124 191 155 Westbound Thru 260 226 366 371 360 219 206 296 278 266 WestboundRi�ht.....................................................................................270................46................2.............46..............48...............23................25................0.............26..............28...............32........ Nort........ Northboundd Approach Northbound Left 19 72 131 162 161 24 143 354 426 453 Northbound Thru 13 9 37 44 52 33 30 98 106 111 Northbound Right 230 0 0 0 0 2 0 0 0 27 63 Sout............................................................................................................................................................................................................................................................................................................ Southbound Approach Southbound Left 205 49 26 50 50 43 132 93 132 132 132 Southbound Thru/Right 43 31 96 106 88 61 12 148 183 83 Southbound Right 135 0 0 0 0 0 0 0 0 0 58 4 Ezra Lane(EW)at Snowden Bridge Boulevard(WS) Overall Intersection(Signalized) (MIT:Install signal.) .................................................................................................................................................................................................................................................................................................................. Eastbound Approach Eastbound Left 0 3 25 128 82 0 3 178 553 206 EastboundThru/Riyht....................................................................... 0.................2................................2.................2..................2.................2..............2................2.................0......... ....................proa ................................ Westbound Approach Westbound Left 0 3 3 3 13 0 5 5 5 13 Westbound Thru 0 0 0 0 3 0 0 0 0 0 Westbound Right 0 5 5 5 9 0 8 8 8 0 Nort............................................................................................................................................................................................................................................................................................................ Northbound Approach Northbound Left 235 0 0 0 0 7 0 0 0 0 11 NorthboundThru/Riyht................................................................... ............... .......:..................:...............:.................:..... ....3?..... .......:..................................:..................... .. ....06..... Southbound Approach Southbound Left 240 0 5 5 10 42 0 8 8 15 52 Southbound Thru/Right 5 Martinsburg Pike(EW)and Omps Property(NIS) 6 Omps Property(ENV)at Snowden Bridge Boulevard(NIS) Overall Intersection(TW SC) as ..................... ........... .......................................................................................................................................................................................................................................................................... Etbound Approacroach Eastbound Ri ht 0 5 5 0 8 8 Westbound Approach Westbound Right 3 3 3 3 3 5 5 5 7 Martinsburg Pike(FJW)at Omps Property RIRO(WS) ... ....Ap . Northbound Approach Northbound Ri ht 5 5 5 38 40 35 The mitigated 95th percentile queue lengths the 2028 Future Conditions with Development scenario presented in the table above are comparable to the 2028 Future Conditions without Development scenario. Based on the capacity and queueing analysis results, the proposed development if the rezoning application occurs will not have a substantial impact to the surrounding transportation and roadway network under 2028 conditions, assuming that all planned designs and recommended mitigation measures discussed in this report are implemented. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 85 November 18,2021 Assessment of 2024 and 2028 Future Weaving Conditions As agreed upon during the scoping discussions with VDOT and County staff, a weaving analysis was conducted for the 2024 and 2028 Future Conditions with Development scenario with respect to the RIRO entrance along Snowden Bridge Boulevard (Study Intersection 6). The analysis was conducted using the "Weaving Analysis Module" in HCS 2010 (Highway Capacity Software), using the methodology outlined in Section 12 of the Transportation Research Board's (TRB) Highway Capacity Manual for multilane highways. A summary of the assessments is presented in the following subsections. The detailed analysis worksheets are provided in Appendix J for 2024 conditions and in Appendix N for 2028 conditions. The results of the peak hour weaving assessment for the segment along Snowden Bridge Boulevard between the RIRO Site Entrance and Ezra Lane is presented in Table 17 for 2024 future conditions Error! Reference source not found.. As illustrated in the table,the weaving area would operate at LOS A during the critical peak hours. Table 17: 2024 Future Conditions with Develo ment—Snowden Bridge Boulevard Segment Weaving Results �- A 7.0 A 3.4 The results of the peak hour weaving assessment for the segment along Snowden Bridge Boulevard between the RIRO Site Entrance and Ezra Lane is presented in Table 18 for 2028 future conditions. As illustrated in the table, the weaving area would continue to operate at LOS A during the critical peak hours. Table 18: 2028 Future Conditions with Development—Snowden Brid a Boulevard Se ment Weavinq Results LOS= AM Peak Hour PM Peak Hour Weaving Density LOSL_ A 9.3 A 5.5 Assessment of Study Intersection 5 (Martinsburg Pike and RI Entrance) Per VDOT comments received in November 2021, the intersection of Martinsburg Pike and the proposed RI entrance (Study Intersection 5) is discussed in further detail below. In order to approximate a potential crash frequency using a predictive model,the methodology published by the Federal Highway Administration (FHWA) and the Virginia Transportation Regional Community (VTRC) on Safety Performance Functions for Intersection on Highways Maintained by the Virginia Department of Transportation (FHWA/VTRC 11-CR1) was utilized. The report developed and validated various safety performance functions (SPF) specifically to Virginia roadways, including the Western Region (Operation Region 10) where the subject intersection is located. The SPFs provide a prediction of crash frequency based on various full-movement intersection configurations and expected daily traffic volumes on the major and minor roadway approaches. The resulting crash frequency rates(k)are expressed in crashes per year and represent total crashes per year and major crashes (injury+fatality) per year. In order to establish a baseline, the estimated average daily traffic volumes from 2028 Future Conditions with Development (Proffer Amendment) scenario were assessed at the intersection of Martinsburg Pike and Snowden Bridge Boulevard (Study Intersection 3) and accounting for if the proposed RI entrance was not pursued. The results of the assessment are illustrated below in Table 19. As illustrated, the subject intersection has the potential to cause approximately 17.5 crashes per year. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study-Holtzman Winchester Page 86 November 18,2021 Table 19: Safety Performance Function for Martinsburg Pike and Snowden Bridge Boulevard K after CMF Configuration Crash Type a MajAADT 01 MinAADT 02 k CMF Application Martinsburg Pike at Snowden Bridge Blvd Urban 4-Leg Signalized 12,480 Total Crashes -12.3913 1.063 0.457 17.53 0.82 14.37 29,662 Fatality/Injury -11.428 0.866 0.441 5.22 0.82 4.28 Combined Frequency Total Crashes 17.53 14.37 Combined Frequency Fatality/Injury 5.22 4.28 Based on FHWA/VTRC 11-CR1(Safety Performance Functions for Intersections on Highways Maintained by Notes: the Virginia Department of Transportation(Garber&Rivera)) Predicted crash frequency(crashes per year)k=eAax MajAADT A01 x MinAADT A02 In order to account for the presence of the RI entrance, two separate additional components were assessed: (1)the potential crash modifications to the intersection of Martinsburg Pike and Snowden Bridge Boulevard, and (2) the increased crashes associated with the RIRO. According to the Federal Highway Administration's(FHWA)Crash Modification Factor(CMF)Clearinghouse, the presence of a driveway on an intersection approach corner (consistent with the RI entrance) is expected to have a CMF of 0.82 (CMF ID: 9734). The application of this CMF (shown in Table 19) would constitute a reduction in expected total crashes at the subject intersection by 3.16 crashes (to 14.37 crashes per year). Accounting for the addition of the RI entrance,the predictive model(shown below)approximates the potential for 2.48 crash per year,when considering an urban 3-leg minor stop-controlled full-movement configuration and the expected ADT. Given that the model does account for the intersection being restricted to RI movement only, it was necessary to apply a separate CMF. Currently,the FHWA's Clearinghouse does not contain a factor that reflects the conversion of a full-movement intersection to RI operation; it does however contain a CMF for a conversion of a full-movement intersection to right-in/right-out operation (CMF of 0.55; CMF ID: 9821). Conservatively,this CMF was applied. Based on the combination of the SPF model and aforementioned CMF, the RI entrance has the potential to cause approximately 1.36 crashes per year. Table 20: Safety Performance Function for Martinsburg Pike and RI-Entrance K after Configuration Crash Type a MajAADT 01 MinAADT 02 k CMF Reductions Martinsburg Pike at RI Entrance Urban 3-leg Minor Stop Control Total Crashes -5.773 28,365 0.488 1,417 0.2314 2.48 0.55 1.36 Fatality/Injury -6.9458 0.51 0.221 0.89 0.55 0.49 Combined Frequency Total Crashes 19.11 18.00 Combined Frequency Fatality/Injury 5.90 5.49 Based on FHWA/VTRC 11-CR1(Safety Performance Functions for Intersections on Highways Maintained by Notes: the Virginia Department of Transportation(Garber&Rivera)) Predicted crash frequency(crashes per year)k=eAax MajAADT A01 x MinAADT A02 When considering both the reduction in potential crashes due to the presence of a driveway on an intersection approach corner and the increase in potential crashes by the RI entrance, the addition of the proposed RI entrance would account for a net reduction in crashes by 1.8 crashes per year. Conservatively, this analysis does not account for the additional small reduction in crashes that would be anticipated at the site entrance along Snowden Bridge Boulevard. Operationally, the introduction of the RI entrance would reduce the traffic volume at both the signalized intersection of Martinsburg Pike and Snowden Bridge Boulevard and at the site entrance from Snowden Bridge Boulevard. As shown in the capacity analysis presented in previous sections of this report, each of the right turn movements along this route would operate efficiently, and the reduction in trips at the two downstream intersections would further improve operations. 15125 Washington Street / Suite 212 1 Haymarket,VA 20169 1 T 571.248.0992 v Traffic Impact Study—Holtzman Winchester Page 87 November 18,2021 Preliminary Signal Warrant Assessment Signal warrants are based on Chapter 4C:Traffic Control Signal Needs Studies of the Federal Highway Administration's(FHWA) Manual on Uniform Traffic Control Devices(MUTCD), 2009 Edition. Chapter 4C discusses nine(9)separate warrants, by which only one warrant may need to be satisfied in order for a signal to be installed at a given location. In order to provide an assessment for the possible signalization ofthe intersection of Snowden Bridge Boulevard and Ezra Lane underthe 2028 Future with Development scenario (Rezoning Application), future traffic volumes were analyzed against MUTCD Warrant Two (Four- Hour Vehicular Volume), since this warrant usually is a significant factor in signalization. Of note, this section provides as a preliminary assessment for potential signalization. In order for a signal to be installed at the subject intersection, a Signal Justification Report (SJR), consistent with VDOT's current policies, would still be required to be submitted to VDOT for review and approval. Warrant Two: Four-Hour Vehicular Volume Warrant Two is satisfied when the plotted points representing the vehicles per hour (vph) on the major-street (total of both approaches, and the corresponding vph on the high-volume minor-street approach (one direction only), for each of any four hours of an average day, all fall above either MUTCD Figure 4C-1 or Figure 4C-2 (depending on the applicability)for the future combination of approach lanes. The traffic volumes utilized to evaluate Warrant Two, using Figure 4C-1, are shown in Table 21. It should be noted that the intersection was analyzed as being two (2) or more lanes on the major approach and one (1) lane on the minor approach. In addition, only two(2)hourly volumes were utilized, the 2028 Future with Development(Rezoning Application)AM and PM peak hour volumes. Lastly, in order to provide a conservative analysis, a 100% right turn reduction (RTR) was applied to the side- street approaches, as depicted below. The preliminary analysis of Warrant Two, with the referenced volumes, is depicted in Figure 36. Table 21: Four-Hour Warrant Analysis Volumes BridgeTime Period Snowden Boulevard 7:15 AM to 8:15 AM 754 142 4:30 PM to 5:30 PM 847 310 Note: 100%right turn reductions are applied on side-street approaches 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 88 November 18,2021 Figure 4C-1. Warrant 2,Four-Hour Vehicular Volume Soo 406 MINOR PM Peak TF 2026 STREET 300 HIGHER- 2 OR AORE L NES&1 LANE VOLUME APPROACH- 266 VPH 1 LANE&1 LAN 106 AM Peak T:2028 0 + 300 600 900 1200 1500 1+30D MAJOR STREET-TOTAL OF BOTH APPROACHES VEHICLES PER HOUR(VPH) *Note:115 vph applies as the lower threshold volume for a minor-street approach with two or more lanes and 80 vph applies as the lower threshold volume for a minor-street approach with one lane. Figure 36: Four-Hour Warrant Preliminary Analysis—Snowden Bridge Boulevard and Ezra Lane As can be seen from the figure, the 2028 future traffic volumes, assuming a 100% right turn reduction (RTR), preliminary are expected to meet the threshold for one (1) of the four (4) hours required by the warrant. It is possible that, during the hours surrounding the PM peak hour, additional hours meeting the threshold may be identified that would satisfy Warrant Two. yea B ` •��'" t 3 Cil' _. As discussed during the scoping meeting, the following Proffer Statement language modification (amendment of sections from Proffer Statement dated March 22, 2016) is suggested with the application, and provided here: Revision to Proffer 1.a The language of Proffer 1.a is replaced in its entirety with the following: The Owner hereby proffers to construct one "right-in only"entrance from Martinsburg Pike as shown as#5 on the attached drawing. The Owner hereby further proffers to construct one "right-in/right-out only"entrance on Snowden Bridge Boulevard as shown as #6 on the attached drawing. Final design and location to be approved by VDOT and the County of Frederick. Revision to Proffer 1.b The reference to the "right-in only"entrance proffered in Proffer 1.b is hereby deleted in its entirety, as the Owner is proffering to construct the some in the revised language of Proffer 1.a above. Revision to Proffer 1.c The following language shall be added to the end of Proffer 1.c: The Owner proffers to construct a travel aisle from the entrance from Martinsburg Pike in an eastern direction across the Property to connect with the private road to be known as Ezra Lane as shown on the attached drawing. The Owner further proffers to construct Ezra Lane referenced in this Proffer 1.c from the intersection of Ezra Lane and Snowden Bridge Boulevard in a southern direction across the Property as shown on the attached drawing. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 89 November 18,2021 New Proffer 1.f It should be noted that the owner of the property to the north of Snowden Bridge Boulevard has by separate proffer agreed to participate in fifty percent(5096) of the costs of any traffic light or road improvements at the intersection of Ezra Lane and Snowden Bridge Boulevard. The Applicant and Owner hereby proffer to participate collaboratively with adjoining property owners on both the north and south sides of Snowden Bridge Boulevard to construct such road improvements, including, but not limited to, any traffic light improvements, at the intersection of Ezra Lane and Snowden Bridge Boulevard which may be warranted and required by VDOT and/or the County of Frederick as a result of future development on eitherside of Snowden Bridge Boulevard, including, but not limited to, the Applicant's convenience store and background and additional trips being added to Snowden Bridge Boulevard at such time as Snowden Bridge Boulevard is a through street and connects with that portion of Snowden Bridge Boulevard which currently intersects with Old Charles Town Road. It is noted that no portion of the prior"trip cap"from the 2016 proffers is assigned to the current rezoning property. The intent is to retain the entire 6,303 vpd trip cap for the residual portions of the Omps Property and to add the 4,724 vpd associated with the rezoning property.As demonstrated in the capacity analysis portions of this study,the combination of the proposed rezoning trips and the potential mitigations result in traffic operations similar to conditions without the rezoning. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 go Traffic Impact Study—Holtzman Winchester Page 90 November 18,2021 Conclusion This report presents findings of a Traffic Impact Study(TIS)conducted for the proposed Holtzman Winchester development(the Site/the Development),to be located in the southwest quadrant of the intersection of Martinsburg Pike(Route 11)and Snowden Bridge Boulevard (Route 883)/Merchant Street(Route 1620) in Frederick County(the County), Virginia. The analysis presented in this report supports the following assumptions and findings: Analysis Components • Turning movements counts collected at the existing study intersections on Tuesday, August 31, 2021, were used as the basis of the analysis. As requested by VDOT, the 2021 traffic counts were verified. • The anticipated build-out year of the Development was projected to be 2024, as such 2024 future conditions were analyzed.As discussed in the scoping meeting,this study also included additional analysis scenarios for the year 2028, by which the remaining portions of the surrounding Omps Property are expected to be constructed and in operation. • As determined based on the discussions with the VDOT and the County, an inherent regional growth of 2.0% per year was applied to the road network between 2021 and 2024 to account for 2024 conditions, and an additional growth of 2.0%per year was applied to the road network between 2024 and 2028 to account for 2028 conditions. • As per the scoping meeting, two background developments (for 2024 and 2028) and one roadway improvement (for 2028)were identified for inclusion. • The trip generation associated with the Site was based on the Institute of Transportation Engineers'(ITE)Trip Generation Manual, 10th Edition publication. The Site is expected to generate approximately 156 net new total trips during the AM peak hour, 180 net new total trips during the PM peak hour, and 2,708 net new total daily trips on a typical weekday, after reductions. • Intersection capacity and queuing analyses were performed for all analysis scenarios at the study area intersections during the weekday morning (AM)and weekday afternoon (PM)peak hours. Synchro,version 10,was used to analyze the study intersections with results based on the HCM 6th methodology presented in the Transportation Research Board's (TRB) Highway Capacity Manual (HCM) and analysis guidelines provided in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). The analysis herein includes level of service (LOS), delay, and queue length comparisons for the turning movements analyzed. • This is a second iteration of the document. The document has been revised as per comment received from VDOT. • The document accounts for the change in the application type (previously a proffer amendment, now a rezoning application). Infrastructure • Under 2028 conditions, Red Bud Road would be realigned to connect directly with Snowden Bridge Boulevard, with the existing Interstate 81 Exit 317 off-ramp realigned (connected with the on-ramp)to the location of the former Red Bud Road connection with Martinsburg Pike, consistent with the Frederick County 2035 Comprehensive Plan. This study does not assume the conversion of the existing interchange at Martinsburg Pike to a Diverging Diamond Interchange (DDI), which would be anticipated to occur beyond the timeframe of this project. • Currently, it is anticipated that the Site will be accessed via two future partial-movement intersections, along Martinsburg Pike and Snowden Bridge Boulevard, respectively, under 2024 conditions, and via an additional future partial- movement intersection along Martinsburg Pike by way of the surrounding Omps Property development under 2028 conditions. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 91 November 18,2021 Analysis Results 2021 Existing Conditions • All existing signalized study intersections operate at overall desired levels of service(specified herein as LOS D or better as per the agreed to scoping document for this TIA)during the AM and PM peak hours except for Study Intersection 2: Red Bud Road/Interstate 81 Northbound On-Ramp at Martinsburg Pike. • Two(2)of the four(4)existing study intersections have one or more approaches that do not operate at desired approach levels of service during at least one peak hour. o In general, the mainline movements at these intersections typically operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area. • One (1) of the four(4) existing study intersections has at least one turning movement that has a 95th percentile queue length that exceeds the capacity of the available storage lengths of the existing turn bays during at least one peak hour. 2024 and 2028 Future Conditions without Development • Under 2024, all signalized study intersections are anticipated to operate at overall desired levels of service (specified herein as LOS D or better as per the agreed to scoping document for this TIA) during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road / Interstate 81 Northbound On-Ramp at Martinsburg Pike (this is an existing condition). Given anticipated roadway improvement in 2028 (namely the Red Bud Road / 1-81 NB ramp realignment), the subject intersection will begin to operate at a LOS D or better during the peak hours. • Under 2024, two (2) of the five (5) study intersections are anticipated to have one or more approaches that would not operate at desired approach levels of service during at least one peak hour. Under 2028,these conditions are expected to continue. o As mentioned previously, the mainline movements at these intersections typically operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area. • Under 2024, one(1)of the five(5)study intersections(same from existing conditions)is anticipated to have at least one turning movement that would have a 95th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. Under 2028, these conditions are expected to continue. 2028 Future Conditions with Development (By-Right) • As discussed in the scoping meeting and agreed to in the signed scoping document, this study analyzed a "planning" year 2028 which considers that the Omps Property is constructed"by-right' based on the approved proffers limiting the site to 6,303 vehicles per day(vpd). Under this scenario, it was assumed that the Omps Property could accommodate an additional 100.5 kSF of retail uses. Based on the Trip Generation Manual,the Omps Property could generate a total of approximately 224 (or 202 additional trips from the existing, already constructed use)total trips during the AM peak hour, 568 (or 545 additional trips from the existing, already constructed use)total trips during the PM peak hour, and, as proffered, 6,303 total daily trips during a typical weekday (or 6,032 additional daily trips from the existing, already constructed use). 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 92 November 18,2021 • Under 2028 future by-right conditions, all signalized study intersections are anticipated to operate at overall desired levels of service(specified herein as LOS D or better as per the agreed to scoping document for this TIA)during the AM and PM peak hours. • Under 2028 future by-right conditions, three (3) of the five (5) study intersections are anticipated to have one or more approaches that would not operate at desired approach levels of service during at least one peak hour. Under 2028 future by-right conditions, one (1) of the five (5) study intersections (same from 2028 future conditions without development) is anticipated to have at least one turning movement that would have a 95th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. 2024 and 2028 Future Conditions with Development(Rezoning Application) • The rezoning application is expected to generate approximately 156 net new total trips during the AM peak hour, 180 net new total trips during the PM peak hour, and 2,708 net new total daily trips on a typical weekday, after reductions. These trips would be in additional to the by-right trip generation noted above. • Under 2024, all signalized study intersections are anticipated to operate at overall desired levels of service (specified herein as LOS D or better as per the agreed to scoping document for this TIA) during the AM and PM peak hours, except for Study Intersection 2: Red Bud Road / Interstate 81 Northbound On-Ramp at Martinsburg Pike (this is an existing condition). Given anticipated roadway improvement in 2028 (namely the Red Bud Road / 1-81 NB ramp realignment), the subject intersection will begin to operate at a LOS D or better during the peak hours. o These results are comparable to the 2024 and 2028 Future without Development scenarios, respectively • Under 2024,two(2)of the study intersections are anticipated to have one or more approaches that would not operate at desired approach levels of service during at least one peak hour. Under 2028 with proposed mitigations being implemented, these conditions are expected to continue. o As mentioned previously, the mainline movements at these intersections typically operate with lower vehicle delays; side-streets and mainline left turn movements operating with longer vehicular delays. This is typical along commuter corridors, which reflect the prioritization of through traffic flow along the mainlines over access from individual properties and side-streets in order to accommodate the largest possible volume of through traffic in the area. o These results are comparable to the 2024 and 2028 Future without Development scenarios, respectively • Under 2024, one (1)of the study intersections(same from existing conditions) is anticipated to have at least one turning movement that would have a 95th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. Under 2028,these conditions are expected to continue. o These results are comparable to the 2024 and 2028 Future without Development scenarios, respectively. Proposed Mitigation The following roadway improvements are recommended to be implemented with the proposed development in order to accommodate future roadway demand due to the changes in traffic patterns and increased vehicular traffic demand along the road network: For 2024 Future Conditions with Development • Study Intersection 2: Martinsburg Pike at Red Bud Road/1-84 Northbound On-Ramp o Optimize Lead-Lag phasing. For 2028 Future Conditions with Development 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Traffic Impact Study—Holtzman Winchester Page 93 November 18,2021 • Study Intersection 3: Martinsburg Pike at Snowden Bridge Boulevard/Merchant Street o Restripe southbound thru/right lane configuration as southbound thru only; adjust signal timing/phasing by having northbound right and southbound right turning movements operate as permitted overlap. • Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane o Install a signal (subject to VDOT's signal justification report[SJR] review process). Overall Conclusion Based on the capacity and queueing analysis results, the proposed development if the rezoning application occurs will not have a substantial impact to the surrounding transportation and roadway network under 2024 or 2028 conditions, assuming that all planned designs and recommended mitigation measures discussed in this report are implemented. 15125 Washington Street / Suite 212 / Haymarket,VA 20169 / T 571.248.0992 goroveslade.com Transportation Technical Appendix Holtzman Winchester Traffic Impact Study Frederick County, Virginia November 18, 2021 GOROVE SLADE Transportation planners and Engineers Holtzman Winchester Technical Appendix CONTENTS Appendix A—Signed Scoping Document Appendix B—Turning Movement Counts Data(2021 and 2016) Appendix C—HCM Level of Service Definitions Appendix D—2021 Existing Conditions—Capacity Analysis Worksheets Appendix E—Greenway Engineering Graystone Office&Industrial Park Traffic Impact Study[TIS]Excerpts Appendix F—Stowe Engineering Omps Northeast Rezoning Traffic Impact Study[TIS]Excerpts Appendix G— Individual Background Development Site Trips Appendix H—2024 Future Conditions without Development—Capacity Analysis Worksheets Appendix I—2024 Future Conditions with Development—Capacity Analysis Worksheets Appendix J—2024 Future Conditions with Development—HCS Weaving Assessment Worksheets Appendix K—2028 Future Conditions without Development—Capacity Analysis Worksheets Appendix L—2028 Future Conditions with Development(By-Right)—Capacity Analysis Worksheets Appendix M—2028 Future Conditions with Development(Proffer)—Capacity Analysis Worksheets Appendix N—2028 Future Conditions with Development(Proffer)—HCS Weaving Assessment Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Holtzman Winchester Technical Appendix A. Signed Scoping Document 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com THIS IS A NOT CHAPTER 870 STUDY VDOTVirginia Department. PRE-SCOPE OF WORK MEETING FORM 4kof Transportation Information on the Project Traffic Impact Analysis Base Assumptions The applicant is responsible for entering the relevant information and submitting the form to VDOT and the locality no less than three (3) business days prior to the meeting. If a form is not received by this deadline, the scope of work meeting may be postponed. Contact Information Consultant Name: Kevin Sitzman, P.E., Gorove Slade Associates, Inc. Tele: 571-248-0992 E-mail: kds@goroveslade.com Developer/Owner Name: Holtzman Oil Corporation; Bill Holtzman Tele: 540-433-2626 E-mail: bholtzman@holtzmancorp.com Project Information Project Name: Holtzman Winchester Locality/County: Frederick County The proposed development site is situated east of Interstate 81 (I-81), south of Project Location: Martinsburg Pike (Route 11),west of Snowden Bridge Boulevard (Route 883)/Merchant (Attach regional and site Street (Route 1620), and north of Ezra Lane. The site is identified by PIN 43-A-150 in specific location map) Frederick County Tax Maps and totals approximately 1.68 acres. Submission Type Comp Plan ❑ Proffer Amend. ® Site Plan ❑ Subd Plat ❑ The site is identified by PIN 43-A-150 in Frederick County Tax Maps and totals approximately 1.68 acres. The site is anticipated to consist of a convenience store use of Project Description: approximately 2,800 square feet, a fast-food restaurant without drive-thru use of (Including details on the land approximately 2,000 square feet(for a total of 4,800 square feet within a single building), use,acreage,phasing,access and 20 vehicle fueling positions with an anticipated build-out date of 2024. location,etc. Attach additional sheet if necessary) Assess to the site will be provided by one existing partial movement entrance along Martinsburg Pike,an existing full-movement entrance along Snowden Bridge Boulevard, and a new partial movement entrance along Snowden Bridge Boulevard. Residential ❑ Commercial ® Mixed Use ❑ Other ❑ Residential Uses(s) Commercial Use(s) Proposed Use(s): ITE LU Code(s): ITE LU Code(s): 933,945 (Check all that apply;attach Number of Units: Square Ft or Other Variable: additional pages as necessary) 2.0 kSF, 2.8 kSF Other Use(s) ITE LU Code(s): Total Peak Hour Trip Less than 100 ❑ 100-499 ® 500-999 ❑ 1,000 or more❑ Projection: It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting. Traffic Impact Analysis Assumptions Study Period Existing Year: 2021 Build-out Year: 2024 Planning Year: 2028 Study Area Boundaries North: Martinsburg Pike (Route 11) South: Ezra Lane (Attach map) West: Red Bud Road East: Snowden Bridge Boulevard External Factors That Greystone Office&Industrial Park(2024&2028 conditions) Could Affect Project Omps Northeast Property(2024&2028 conditions) (Planned road improvements, Omps Property(2028 conditions only) other nearby developments) Red Bud Road Reconfiguration (2028 conditions only) Consistency With Comprehensive Plan Yes Land use,transportationplan) Available Traffic Data 2021 TMCs VDOT Historical AADT Data (Historical,forecasts) 2016 TMCs from North Winchester Area Safety and Operational Analysis Report Road Name: I-81 / Merchant Street Road Name: I-81 /Snowden Bridge Blvd Trip Distribution (to/from the North) - 15%/ 10% (to/from the South) - 25%/5% (Please refer to Note 10 and attached Figure 2 in Road Name: Martinsburg Pike Road Name: Martinsburg Pike Supplement.) (to/from the West) - 20% (to/from the East) - 25% Peak Period for 2.0%/yr Study ®AM ®PM ❑ SAT 2021-2024 check all that apply)Annual Vehicle Trip ( ) Without Reductions: Growth Rate: Peak Hour of the AM: 263 / PM: 304/ Daily: 4,724 (See Note 6.) 2.0%/yr (2024-2028) Adj. (to be used in study) With Reductions: AM: 156 PM: 180 Daily: 2,708 1 I-81 NB off-ramp at Martinsburg 7. Martinsburg Pike at Omps Property Pike (RIRO) [2028 conditions only] Red Bud Rd/ I-81 on-ramp at Study Intersections 2' MartinsburgPike 8' and/or Road Segments Martinsburg Pike at Snowden (Attach additional sheets as 3' Bridge Blvd Merchant Street 9' necessary) (Please refer to attached 4. Snowden Bridge Blvd at Ezra Lane 10. Figure 1.) 5 Martinsburg Pike at Site Entrance 11. (RI) Snowden Bridge Blvd at Site 6' Entrance RIRO 12. Internal allowance Reduction: ❑Yes ®No Pass-by allowance Reduction: ®Yes ❑No Trip Adjustment 50%of Gas Station (AM/PM/Daily) Factors (See Note 10.) It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting. Software Methodology ® Synchro ❑ HCS (v.2000/+) ❑ SIDRA ❑ CORSIM ❑ Other Existing traffic signals that could be affected: 1. I-81 NB off-ramp at Martinsburg Pike Traffic Signal Proposed 2. Red Bud Rd/ I-81 on-ramp at Martinsburg Pike or Affected 3. Martinsburg Pike at Snowden Bridge Blvd/ Merchant Street (Analysis software to be used, progression speed,cycle length) Analysis Software: Synchro version 10 Results: HCM 6 Methodology(See Note 9.) Queue Lengths to be Reported: 95th Percentile Improvement(s) Assumed e t be Omps Northeast Rezoning Improvements,as needed (2024&2028 conditions) Red Bud Road Reconfiguration (2028 conditions only) Considered Greystone Office&Industrial Park- Phase 1 Build-Out • 220 kSF of Manufacturing/Warehousing and 680 kSF of Office/R&D. • 2024 conditions and 2028 conditions. • As of 2021, a small portion of Phase 1 has been constructed.A reduction of the future generated trips will be applied based on 2021 mainline through volumes at Study Intersection 4 (Snowden Bridge Blvd at Ezra Lane). Background Traffic Omps Northeast Rezoning Studies Considered . 3 kSF fast-food with drive-through and 12 fueling position gas station. • 2024 conditions and 2028 conditions. • Trip generation and direction of approach will be based the provided 2017 TIA. Assignment of background trips on the road network will consider both proposed RIRO entrances (on Route 11 and Snowden Bridge Blvd) in addition to a full access connection at Ezra Lane. Plan Submission ❑ Master Development Plan (MDP) ® Generalized Development Plan (GDP) ❑ Preliminary/Sketch Plan ❑ Other Plan type (Final Site, Subd. Plan) Additional Issues to be ® Queuing analysis ❑Actuation/Coordination ®Weaving analysis (See Note 12.) Addressed ❑ Merge analysis ❑ Bike/Ped Accommodations ❑ Intersection(s) ❑ TDM Measures ❑ Other ( ) It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting. Holtzman Winchester—Scoping Document Supplement Page Al NOTES on ASSUMPTIONS: 1. Synchro files/signal timings will be obtained from VDOT. 2. The scenarios to be included in the study are Existing Conditions (2021),Future Conditions without Development(2024), Future Conditions with Development(2024).The study will analyze AM and PM peak hours for all above scenarios.Further,the study will include three additional future planning scenarios: a. Future without Omps Property Development(2028)[i.e.,the Omps Property is not constructed or in operation by 2028], b. Future with Approved Omps Property Development(2028) [i.e.,the Omps Property is constructed based on the approved proffers limiting the site to 6,303 vpd],and C. Future with Omp Property Development with Proffer Amendment(2028) [i.e.,the Omps Property is constructed with the 1.68-acre portion housing a gas station use]. 3. Existing turning movement counts will be collected and utilized to develop baseline conditions.The counts will be validated using previous 2016 counts. 4. Existing peak hour factors will be based on the traffic counts and utilized on a by-intersection basis.Peak hours factors by intersection in the range of 0.85 to 1.00 will be used for existing scenario.Peak hour factors of 0.92 will be used for all future scenarios if the existing peak hour factor by intersection is less than 0.92. S. Heavy vehicle percentages(HV%)will be based on existing counts.For any new intersection,the HV%will be based on the HV%of the existing adjacent intersections. 6. In order to grow the 2021 volumes to 2024 future conditions,a 2.0%per year regional growth will be applied to the existing volumes.The growth rate will be applied to the mainline through movements at the intersection of Martinsburg Pike at Snowden Bridge Blvd/Merchant Street.The growth volumes will be balanced along the road network by increasing the mainline through movements at the subject intersection and at subsequent study intersections.In a similar manner,an additional 2.0%per year regional growth will be applied between 2024 and 2028 in order to project 2028 future conditions. 7. For any approach,a level of service(LOS)D or better would be considered as acceptable/desirable for traffic operations. For all approaches,the projected future conditions without development LOS and delay will be maintained in the future with development condition.Will show intersection,approach,and movement LOS. 8. 95th percentile queues will be provided in addition to the capacity analyses.The queues will be determined from Synchro. 9. HCM 6 methodology will be utilized in the capacity analyses where applicable;HCM 2000 methodology will be utilized if HCM 6 methodology is not applicable. 10. The direction of approach for primary site trips will be based on Figure 2.The direction of approach for pass-by trips(i.e., secondary site trips)will be based on existing travel patterns as determined from the 2021 turning movement counts. 11. A weaving analysis,using Highway Capacity Software,will be conducted for the segment along Snowden Bridge Boulevard between the RI Site Entrance and Ezra Lane under 2024 Future Conditions with Development. SIGNED: DATE: 09/10/2021 Applican or onsultant PRINT NAME: Kevin Sitzman, PE _ DATE: 9/21/2021 MOepp4resen Owe PRINT NAME: Bradley S. Riggleman, PE VDOT Representative SIGNED: DATE: Local Government Representative PRINT NAME: Local Government Representative Gorove/Slade www.goroveslade.com Holtzman Winchester—Scoping Document Supplement Page A2 Table 1: Historic Growth(Based on VDOT Traffic Data) Road Segnwnt IF rom TG: 2015 2016 2017 2016 2019 M5- 2016- WIT- 2018- M9 2019 2019 2019 10-113rtins.hu d FkE- 1-31 North 'Old Charles Tmvn 12.DDD 12,:1DD 13.DDO 13,DDD 13,DDD 2% 3% D% a% Read Legend Existing Study Intersection(s) } 1 s;;• ► �t { ) Future Study Intersection(s) +� CL a G•--I � �, r � � - .-�_ - �V� 7 5 VIM 6 PROPERTY �T Figure 1:Site Location and Study Intersections Gorove/Slade www.goroveslade.com Holtzman Winchester—Scoping Document Supplement Page A3 15°l0Wit:z'; Legend f / OirectionofApproach ym % 10% � L r 0•, , MARTINSBURG PIKE 04 Xm `P11 9 p'2 Jpd Figure 2: Direction of Approach (Primary Trips) Table 2:Trip Generation—Peak Hour of the Adjacent Street(ITE 10' Edition) Gasoline/Service Station with Convenience Market 945 2.8 kSF of GFA 109 104 213 126 121 247 4,032 Fast-Food Restaurant without Drive-Thru Window 933 2.0 kSF of GFA 30 20 50 29 28 57 692 Total Existing Trips without Reduction 139 124 263 155 149 304 4,724 Projected Pass-by Reductions-Gas Station* 509//50%AM/PM/DAY -55 -52 -107 -63 -61 -124 -2,016 Projected External Trips(with Pass-by Reduction)(tJ9111Mved) 84 72 156 92 88 o-0 2,708 Gorove/Slade www.goroveslade.com Holtzman Winchester Technical Appendix B. Turning Movement Counts Data (2021 and 2016) 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com TOTALS TURNING MOVEMENT COUNT-SUMMARY Counted by:VCU Intersection of:1-81 NB Off Ramp(Exit 317) Date:May 17,2016 Tuesday N and:Martinsburg Pike Weather:Rainy/Cool ln.�,.,` Location:Winchester,Virginia Entered by:AW Star Rating:5 (y/l/l��J TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL on: on: 1-81 NB Off Ramp on: Martinsburg Pike on: Martinsburg Pike N+S TIME + RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E+W AM 700-7:15 0 0 0 0 0 46 0 91 0 137 0 123 0 0 123 0 181 0 0 181 441 7:15-730 0 0 0 0 0 50 0 103 0 153 0 164 0 0 164 0 194 0 0 194 511 730-745 0 0 0 0 0 49 0 132 0 181 0 186 0 0 186 0 228 0 0 228 595 745-800 0 0 0 0 0 68 0 125 0 193 0 208 0 0 208 0 227 0 0 227 628 800-8 15 0 0 0 0 0 46 0 93 0 139 0 155 0 0 155 0 234 0 1 235 529 8:15-830 0 0 0 0 0 49 0 102 0 151 0 162 0 0 162 0 180 0 0 180 493 830-845 0 0 0 0 0 51 0 101 0 152 0 150 0 0 150 0 144 0 1 145 447 845-900 0 0 0 0 0 35 0 97 0 132 0 149 0 0 149 0 185 0 0 185 466 900-9 15 0 0 0 0 0 36 0 98 0 134 0 164 0 0 164 0 143 0 0 143 441 9:15-930 0 0 0 0 0 40 0 92 0 132 0 134 0 0 134 0 174 0 0 174 440 930-945 0 0 0 0 0 39 0 74 0 113 0 137 0 0 137 0 164 0 0 164 414 945-1000 0 0 0 0 0 40 0 83 0 123 0 117 0 0 117 0 177 0 0 177 417 1000-1015 0 0 0 0 0 46 0 82 0 128 0 139 0 0 139 0 135 0 1 136 403 1015-1030 0 0 0 0 0 47 0 82 0 129 0 136 0 0 136 0 170 0 2 172 437 1030-1045 0 0 0 0 0 48 0 84 0 132 0 134 0 0 134 0 176 0 2 178 444 1045-11:00 0 0 0 0 0 50 0 80 0 130 0 142 0 0 142 0 181 0 1 182 454 11:00-11:15 0 0 0 0 0 38 0 86 0 124 0 173 0 0 173 1 171 0 0 172 469 11:15-11:30 0 0 0 0 0 39 0 74 0 113 0 175 0 0 175 0 217 0 0 217 505 11:30-11:45 0 0 0 0 0 46 0 87 0 133 0 171 0 0 171 0 189 0 1 190 494 11:45-1200 0 0 0 0 0 60 0 95 0 155 0 162 0 0 162 0 206 0 0 206 523 1200-12:15 0 0 0 0 0 66 0 98 0 164 0 175 0 0 175 1 220 0 1 222 561 12:15-1230 0 0 0 0 0 68 0 96 0 164 0 185 0 0 185 0 240 0 0 240 589 1230-1245 0 0 0 0 0 68 0 109 0 177 0 223 0 0 223 0 226 0 0 226 626 1245-1:00 0 0 0 0 0 65 0 96 0 161 0 207 0 0 207 0 192 0 0 192 560 1:00-1:15 0 0 0 0 0 61 0 94 0 155 0 183 0 0 183 0 207 0 2 209 547 1:15-1:30 0 0 0 0 0 52 0 92 0 144 0 185 0 0 185 0 224 0 2 226 555 1:30-1:45 0 0 0 0 0 73 0 105 0 178 0 162 0 0 162 0 195 0 0 195 535 1:45-200 0 0 0 0 0 57 0 110 0 167 0 171 0 0 171 0 183 0 0 183 521 200-2 15 0 0 0 0 0 50 0 119 0 169 0 148 0 0 148 0 181 0 1 182 499 2:15-230 0 0 0 0 0 58 0 116 0 174 0 169 0 0 169 0 206 0 0 206 549 230-245 0 0 0 0 0 55 0 148 0 203 0 196 0 0 196 0 218 0 0 218 617 245-300 0 0 0 0 0 58 0 125 0 183 0 144 0 0 144 0 245 0 1 246 573 300-3 15 0 0 0 0 0 50 0 119 0 169 0 184 0 0 184 0 282 0 0 282 635 3:15-330 0 0 0 0 0 60 0 138 0 198 0 163 0 0 163 0 237 0 0 237 598 330-345 0 0 0 0 0 74 0 154 0 228 0 230 0 0 230 0 284 0 0 284 742 345-400 0 0 0 0 0 69 0 148 0 217 0 197 0 0 197 0 257 0 2 259 673 400-4 15 0 0 0 0 0 65 0 130 0 195 0 232 0 0 232 0 293 0 1 294 721 4:15-430 0 0 0 0 0 71 0 158 0 229 0 182 0 0 182 0 263 0 0 263 674 430-445 0 0 0 0 0 78 0 126 0 204 0 232 0 0 232 0 306 0 2 308 744 445-500 0 0 0 0 0 60 0 167 0 227 0 208 0 0 208 0 297 0 0 297 732 500-5 15 0 0 0 0 0 69 0 120 0 189 0 202 0 0 202 0 340 0 0 340 731 5:15-530 0 0 0 0 0 94 0 111 0 205 0 187 0 0 187 0 374 0 2 376 768 530-545 0 0 0 0 0 73 0 121 0 194 0 208 0 0 208 0 316 0 0 316 718 545-600 0 0 0 0 0 79 0 134 0 213 0 200 0 0 200 0 213 0 0 213 626 600-6 15 0 0 0 0 0 59 0 118 0 177 0 198 0 0 198 0 197 0 0 197 572 6:15-630 0 0 0 0 0 73 0 118 0 191 0 180 0 0 180 0 195 0 0 195 566 630-645 0 0 0 0 0 53 0 101 0 154 0 160 0 0 160 0 133 0 0 133 447 645-700 0 0 0 0 0 64 0 74 0 138 0 164 0 0 164 0 166 0 0 166 468 12 Hr Totals 0 0 0 0 0 2745 0 5206 0 7951 0 8356 0 0 8356 2 10366 0 23 10391 26698 1 Hr Totals 700-800 0 0 0 0 0 213 0 451 0 664 0 681 0 0 681 0 830 0 0 830 2175 7:15-8:15 0 0 0 0 0 213 0 453 0 666 0 713 0 0 713 0 883 0 1 884 2263 730-830 0 0 0 0 0 212 0 452 0 664 0 711 0 0 711 0 869 0 1 870 2245 745-845 0 0 0 0 0 214 0 421 0 635 0 675 0 0 675 0 785 0 2 787 2097 800-900 0 0 0 0 0 181 0 393 0 574 0 616 0 0 616 0 743 0 2 745 1935 8:15-9:15 0 0 0 0 0 171 0 398 0 569 0 625 0 0 625 0 652 0 1 653 1847 830-930 0 0 0 0 0 162 0 388 0 550 0 597 0 0 597 0 646 0 1 647 1794 845-945 0 0 0 0 0 150 0 361 0 511 0 584 0 0 584 0 666 0 0 666 1761 900-1000 0 0 0 0 0 155 0 347 0 502 0 552 0 0 552 0 658 0 0 658 1712 9:15-10:15 0 0 0 0 0 165 0 331 0 496 0 527 0 0 527 0 650 0 1 651 1674 930-1030 0 0 0 0 0 172 0 321 0 493 0 529 0 0 529 0 646 0 3 649 1671 945-1045 0 0 0 0 0 181 0 331 0 512 0 526 0 0 526 0 658 0 5 663 1701 1000-11:00 0 0 0 0 0 191 0 328 0 519 0 551 0 0 551 0 662 0 6 668 1738 10:15-11:15 0 0 0 0 0 183 0 332 0 515 0 585 0 0 585 1 698 0 5 704 1804 10:30-11:30 0 0 0 0 0 175 0 324 0 499 0 624 0 0 624 1 745 0 3 749 1872 1045-11 45 0 0 0 0 0 173 0 327 0 500 0 661 0 0 661 1 758 0 2 761 1922 11:00-1200 0 0 0 0 0 183 0 342 0 525 0 681 0 0 681 1 783 0 1 785 1991 11:15-12:15 0 0 0 0 0 211 0 354 0 565 0 683 0 0 683 1 832 0 2 835 2083 11:30-1230 0 0 0 0 0 240 0 376 0 616 0 693 0 0 693 1 855 0 2 858 2167 11:45-1245 0 0 0 0 0 262 0 398 0 660 0 745 0 0 745 1 892 0 1 894 2299 1200-1:00 0 0 0 0 0 267 0 399 0 666 0 790 0 0 790 1 878 0 1 880 2336 12:15-1:15 0 0 0 0 0 262 0 395 0 657 0 798 0 0 798 0 865 0 2 867 2322 1230-1:30 0 0 0 0 0 246 0 391 0 637 0 798 0 0 798 0 849 0 4 853 2288 1245-1:45 0 0 0 0 0 251 0 387 0 638 0 737 0 0 737 0 818 0 4 822 2197 1:00-200 0 0 0 0 0 243 0 401 0 644 0 701 0 0 701 0 809 0 4 813 2158 1:15-2:15 0 0 0 0 0 232 0 426 0 658 0 666 0 0 666 0 783 0 3 786 2110 1:30-230 0 0 0 0 0 238 0 450 0 688 0 650 0 0 650 0 765 0 1 766 2104 1:45-245 0 0 0 0 0 220 0 493 0 713 0 684 0 0 684 0 788 0 1 789 2186 200-300 0 0 0 0 0 221 0 508 0 729 0 657 0 0 657 0 850 0 2 852 2238 2:15-3:15 0 0 0 0 0 221 0 508 0 729 0 693 0 0 693 0 951 0 1 952 2374 230-330 0 0 0 0 0 223 0 530 0 753 0 687 0 0 687 0 982 0 1 983 2423 245-345 0 0 0 0 0 242 0 536 0 778 0 721 0 0 721 0 1048 0 1 1049 2548 300-400 0 0 0 0 0 253 0 559 0 812 0 774 0 0 774 0 1060 0 2 1062 2648 3:15-4:15 0 0 0 0 0 268 0 570 0 838 0 822 0 0 822 0 1071 0 3 1074 2734 330-430 0 0 0 0 0 279 0 590 0 869 0 841 0 0 841 0 1097 0 3 1100 2810 345-445 0 0 0 0 0 283 0 562 0 845 0 843 0 0 843 0 1119 0 5 1124 2812 400-500 0 0 0 0 0 274 0 581 0 855 0 854 0 0 854 0 1159 0 3 1162 2871 4:15-5:15 0 0 0 0 0 278 0 571 0 849 0 824 0 0 824 0 1206 0 2 1208 2881 430-530 0 0 0 0 0 301 0 524 0 825 0 829 0 0 829 0 1317 0 4 1321 2975 445-545 0 0 0 0 0 296 0 519 0 815 0 805 0 0 805 0 1327 0 2 1329 2949 500-600 0 0 0 0 0 315 0 486 0 801 0 797 0 0 797 0 1243 0 2 1245 2843 5:15-6:15 0 0 0 0 0 305 0 484 0 789 0 793 0 0 793 0 1100 0 2 1102 2684 5:30-6:30 0 0 0 0 0 284 0 491 0 775 0 786 0 0 786 0 921 0 0 921 2482 545-645 0 0 0 0 0 264 0 471 0 735 0 738 0 0 738 0 738 0 0 738 2211 600-700 0 0 0 0 0 249 0 411 0 660 0 702 0 0 702 0 691 0 0 691 2053 PEAK HOUR 7:15-8:15 0 0 0 0 0 213 0 453 0 666 0 713 0 0 713 0 883 0 1 884 2263 4:30-5:30 0 0 0 0 0 301 0 524 0 825 0 829 0 0 829 0 1317 0 4 1321 2975 TOTALS TURNING MOVEMENT COUNT-SUMMARY Counted by:VCU Intersection of:1-81 SB Ramps(Exit 317) Date:May 17,2016 Tuesday N and:Martinsburg Pike Weather:Rainy/Cool ln.�,.,` Location:Winchester,Virginia Entered by:AW Star Rating:2 (y/l/l��J TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL on: 1-81 SB Off Ramp on: 1-81 SB On Ramp on: Martinsburg Pike on: Martinsburg Pike N+S TIME + RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E+W AM 700-7:15 111 0 10 0 121 0 192 27 0 219 124 151 0 275 615 7:15-730 140 0 12 0 152 0 218 36 0 254 135 189 0 324 730 730-745 155 0 9 0 164 0 260 51 0 311 168 179 0 347 822 745-800 127 0 6 0 133 0 281 61 0 342 149 239 0 388 863 800-8:15 103 0 11 0 114 0 222 50 0 272 133 204 0 337 723 8:15-830 102 0 5 0 107 0 235 28 0 263 120 177 0 297 667 830-845 108 0 8 0 116 0 194 42 0 236 133 146 0 279 631 845-900 98 0 6 0 104 0 209 36 0 245 123 167 0 290 639 900-9:15 74 0 7 0 81 0 206 33 0 239 87 139 0 226 546 9:15-930 67 0 7 0 74 0 202 37 0 239 106 161 0 267 580 930-945 85 0 4 0 89 0 165 32 0 197 112 164 0 276 562 945-1000 79 0 6 0 85 0 187 29 0 216 123 164 0 287 588 1000-10 15 94 0 5 0 99 0 164 34 0 198 100 131 0 231 528 1015-1030 69 0 6 0 75 0 188 44 0 232 78 153 0 231 538 1030-1045 71 0 2 0 73 0 169 39 0 208 91 176 0 267 548 1045-11 00 55 0 13 0 68 0 181 42 0 223 91 156 0 247 538 11:00-11 15 72 1 2 0 75 0 211 49 0 260 101 178 0 279 614 11:15-11:30 63 0 8 0 71 0 214 45 1 260 94 194 1 289 620 11:30-11 45 62 0 4 0 66 0 223 52 1 276 99 196 0 295 637 11:45-1200 72 0 2 0 74 0 236 44 0 280 99 186 0 285 639 1200-12 15 46 0 7 0 53 0 225 47 0 272 103 211 0 314 639 12:15-1230 75 0 6 0 81 0 244 49 0 293 79 200 0 279 653 1230-1245 68 0 11 0 79 0 273 63 0 336 95 223 0 318 733 1245-1:00 66 0 7 0 73 0 263 59 1 323 88 175 0 263 659 1:00-1:15 72 0 8 0 80 0 206 60 0 266 93 201 0 294 640 1:15-1:30 71 0 5 0 76 0 259 50 1 310 94 202 0 296 682 1:30-1:45 71 0 12 0 83 0 229 47 0 276 97 197 0 294 653 1:45-200 79 0 8 0 87 0 239 56 0 295 86 156 0 242 624 200-2:15 70 0 8 0 78 0 218 30 0 248 120 189 0 309 635 2:15-230 71 1 7 0 79 0 248 41 0 289 105 177 0 282 650 230-245 84 0 4 0 88 0 270 48 0 318 102 216 0 318 724 245-300 83 0 5 0 88 0 264 38 0 302 93 214 0 307 697 300-3:15 85 0 6 0 91 0 265 46 0 311 131 270 0 401 803 3:15-330 80 0 7 0 87 0 240 50 0 290 106 226 0 332 709 330-345 99 0 6 0 105 0 299 62 1 362 148 284 0 432 899 345-400 78 0 9 0 87 0 303 62 1 366 132 237 0 369 822 400-4 15 86 0 9 0 95 0 299 76 0 375 111 276 1 388 858 4:15-430 65 0 9 0 74 0 300 39 0 339 125 251 0 376 789 430-445 74 1 3 0 78 0 307 70 0 377 152 285 0 437 892 445-500 94 0 8 0 102 0 326 49 0 375 144 281 0 425 902 500-5 15 111 0 10 0 121 0 270 62 0 332 150 291 0 441 894 515-530 93 0 12 0 105 0 252 46 0 298 135 378 4 517 920 530-545 60 1 7 0 68 0 283 61 1 345 125 305 0 430 843 545-600 88 0 6 0 94 0 293 45 1 339 104 204 0 308 741 600-6:15 58 0 9 0 67 0 262 37 0 299 117 183 0 300 666 6:15-630 67 0 13 0 80 0 260 53 1 314 79 183 0 262 656 630-645 54 0 4 0 58 0 199 38 0 237 68 129 0 197 492 645-700 33 0 3 0 36 0 208 55 0 263 59 153 0 212 511 12 Hr Totals 3888 4 342 0 4234 0 0 0 0 0 0 11461 2250 9 13720 5307 9747 0 6 15060 33014 1 Hr Totals 700-800 533 0 37 0 570 0 0 0 0 0 0 951 175 0 1126 576 758 0 0 1334 3030 7:15-8:15 525 0 38 0 563 0 0 0 0 0 0 981 198 0 1179 585 811 0 0 1396 3138 730-830 487 0 31 0 518 0 0 0 0 0 0 998 190 0 1188 570 799 0 0 1369 3075 745-845 440 0 30 0 470 0 0 0 0 0 0 932 181 0 1113 535 766 0 0 1301 2884 800-900 411 0 30 0 441 0 0 0 0 0 0 860 156 0 1016 509 694 0 0 1203 2660 8:15-9:15 382 0 26 0 408 0 0 0 0 0 0 844 139 0 983 463 629 0 0 1092 2483 830-930 347 0 28 0 375 0 0 0 0 0 0 811 148 0 959 449 613 0 0 1062 2396 845-945 324 0 24 0 348 0 0 0 0 0 0 782 138 0 920 428 631 0 0 1059 2327 900-1000 305 0 24 0 329 0 0 0 0 0 0 760 131 0 891 428 628 0 0 1056 2276 9:15-10:15 325 0 22 0 347 0 0 0 0 0 0 718 132 0 850 441 620 0 0 1061 2258 930-1030 327 0 21 0 348 0 0 0 0 0 0 704 139 0 843 413 612 0 0 1025 2216 945-1045 313 0 19 0 332 0 0 0 0 0 0 708 146 0 854 392 624 0 0 1016 2202 1000-11:00 289 0 26 0 315 0 0 0 0 0 0 702 159 0 861 360 616 0 0 976 2152 10:15-11:15 267 1 23 0 291 0 0 0 0 0 0 749 174 0 923 361 663 0 0 1024 2238 10:30-11:30 261 1 25 0 287 0 0 0 0 0 0 775 175 1 951 377 704 0 1 1082 2320 1045-11:45 252 1 27 0 280 0 0 0 0 0 0 829 188 2 1019 385 724 0 1 1110 2409 11:00-1200 269 1 16 0 286 0 0 0 0 0 0 884 190 2 1076 393 754 0 1 1148 2510 11:15-12:15 243 0 21 0 264 0 0 0 0 0 0 898 188 2 1088 395 787 0 1 1183 2535 11:30-1230 255 0 19 0 274 0 0 0 0 0 0 928 192 1 1121 380 793 0 0 1173 2568 11:45-1245 261 0 26 0 287 0 0 0 0 0 0 978 203 0 1181 376 820 0 0 1196 2664 1200-1:00 255 0 31 0 286 0 0 0 0 0 0 1005 218 1 1224 365 809 0 0 1174 2684 12:15-1:15 281 0 32 0 313 0 0 0 0 0 0 986 231 1 1218 355 799 0 0 1154 2685 1230-1:30 277 0 31 0 308 0 0 0 0 0 0 1001 232 2 1235 370 801 0 0 1171 2714 1245-1:45 280 0 32 0 312 0 0 0 0 0 0 957 216 2 1175 372 775 0 0 1147 2634 1:00-200 293 0 33 0 326 0 0 0 0 0 0 933 213 1 1147 370 756 0 0 1126 2599 1:15-2:15 291 0 33 0 324 0 0 0 0 0 0 945 183 1 1129 397 744 0 0 1141 2594 1:30-230 291 1 35 0 327 0 0 0 0 0 0 934 174 0 1108 408 719 0 0 1127 2562 1:45-245 304 1 27 0 332 0 0 0 0 0 0 975 175 0 1150 413 738 0 0 1151 2633 200-300 308 1 24 0 333 0 0 0 0 0 0 1000 157 0 1157 420 796 0 0 1216 2706 2:15-3:15 323 1 22 0 346 0 0 0 0 0 0 1047 173 0 1220 431 877 0 0 1308 2874 230-330 332 0 22 0 354 0 0 0 0 0 0 1039 182 0 1221 432 926 0 0 1358 2933 245-345 347 0 24 0 371 0 0 0 0 0 0 1068 196 1 1265 478 994 0 0 1472 3108 300-400 342 0 28 0 370 0 0 0 0 0 0 1107 220 2 1329 517 1017 0 0 1534 3233 3:15-4:15 343 0 31 0 374 0 0 0 0 0 0 1141 250 2 1393 497 1023 0 1 1521 3288 330-430 328 0 33 0 361 0 0 0 0 0 0 1201 239 2 1442 516 1048 0 1 1565 3368 345-445 303 1 30 0 334 0 0 0 0 0 0 1209 247 1 1457 520 1049 0 1 1570 3361 400-500 319 1 29 0 349 0 0 0 0 0 0 1232 234 0 1466 532 1093 0 1 1626 3441 4:15-5:15 344 1 30 0 375 0 0 0 0 0 0 1203 220 0 1423 571 1108 0 0 1679 3477 430-530 372 1 33 0 406 0 0 0 0 0 0 1155 227 0 1382 581 1235 0 4 1820 3608 445-545 358 1 37 0 396 0 0 0 0 0 0 1131 218 1 1350 554 1255 0 4 1813 3559 500-600 352 1 35 0 388 0 0 0 0 0 0 1098 214 2 1314 514 1178 0 4 1696 3398 5:15-6:15 299 1 34 0 334 0 0 0 0 0 0 1090 189 2 1281 481 1070 0 4 1555 3170 5:30-6:30 273 1 35 0 309 0 0 0 0 0 0 1098 196 3 1297 425 875 0 0 1300 2906 545-645 267 0 32 0 299 0 0 0 0 0 0 1014 173 2 1189 368 699 0 0 1067 2555 600-700 212 0 29 0 241 0 0 0 0 0 0 929 183 1 1113 323 648 0 0 971 2325 PEAK HOUR 7:15-8:15 525 0 38 0 563 0 0 0 0 0 0 981 198 0 1179 585 811 0 0 1396 3138 4:30-5:30 372 1 33 0 406 0 0 0 0 0 0 1155 227 0 1382 581 1235 0 4 1820 3608 CARS TURNING MOVEMENT COUNT-SUMMARY Counted by:VCU Intersection of:Merchant Street Date:May 17,2016 Tuesday Temic and:Martinsburg Pike Weather:Rainy/Cool ln.�,.,` Location:Winchester,Virginia Entered by:AW Star Rating:5 (y/l/l��J TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL on: Merchant Street on: CLOSED ROAD on: Martinsburg Pike on: Martinsburg Pike N+S TIME + RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E+W AM 700-7:15 13 5 0 18 0 17 78 0 95 42 86 0 128 241 7:15-730 13 2 0 15 0 41 108 0 149 71 79 0 150 314 730-745 17 14 0 31 0 28 142 0 170 58 89 1 148 349 745-800 18 14 0 32 0 34 111 0 145 75 83 5 163 340 800-8 15 19 10 0 29 0 22 92 0 114 78 87 2 167 310 8:15-830 11 15 0 26 0 32 101 0 133 57 69 3 129 288 830-845 18 8 0 26 0 20 87 0 107 62 75 0 137 270 845-900 18 12 0 30 0 35 87 0 122 51 69 5 125 277 900-9 15 23 12 0 35 0 25 95 0 120 53 59 0 112 267 915-930 15 18 0 33 0 19 76 0 95 73 74 3 150 278 930-945 19 15 0 34 0 19 67 0 86 45 83 3 131 251 945-1000 22 11 1 34 0 25 62 0 87 62 82 1 145 266 1000-1015 22 16 0 38 0 18 64 0 82 49 65 0 114 234 1015-1030 20 22 0 42 0 26 77 0 103 63 72 3 138 283 1030-1045 25 17 0 42 0 13 60 0 73 71 67 0 138 253 1045-11:00 33 16 0 49 0 21 54 0 75 58 90 0 148 272 11:00-11:15 28 23 1 52 0 31 69 0 100 62 75 1 138 290 11:15-11:30 28 11 0 39 0 25 74 0 99 60 106 2 168 306 11:30-11 45 33 19 0 52 0 22 59 1 82 71 100 2 173 307 11:45-1200 47 19 0 66 0 33 51 0 84 59 124 3 186 336 1200-12:15 40 31 0 71 0 32 65 0 97 78 127 3 208 376 12:15-1230 41 30 0 71 0 28 69 0 97 82 157 0 239 407 1230-1245 51 36 0 87 0 26 80 0 106 82 158 4 244 437 1245-1:00 48 35 0 83 0 41 77 1 119 70 105 3 178 380 1:00-1:15 43 18 0 61 0 20 65 0 85 81 115 2 198 344 1:15-1:30 45 31 0 76 0 16 60 0 76 76 100 1 177 329 1:30-1:45 34 26 0 60 0 23 72 0 95 90 114 4 208 363 1:45-200 28 18 0 46 0 24 82 0 106 76 93 3 172 324 200-2 15 22 32 0 54 0 18 61 0 79 72 77 1 150 283 2:15-230 26 22 0 48 0 25 75 0 100 79 94 2 175 323 230-245 40 23 0 63 0 26 88 1 115 85 88 1 174 352 245-300 39 35 0 74 0 14 54 0 68 99 91 2 192 334 300-3 15 42 20 1 63 0 12 63 0 75 94 92 4 190 328 3:15-330 24 27 0 51 0 14 54 0 68 106 84 4 194 313 330-345 43 17 0 60 0 27 102 0 129 136 94 3 233 422 345-400 39 11 0 50 0 35 88 0 123 115 118 6 239 412 400-4:15 60 40 0 100 0 20 93 0 113 130 95 2 227 440 4:15-430 39 25 0 64 0 31 77 1 109 136 73 2 211 384 430-445 78 36 0 114 0 22 89 0 111 131 105 7 243 468 445-500 37 26 0 63 0 27 86 0 113 135 111 2 248 424 500-5 15 62 31 1 94 0 27 82 0 109 145 122 2 269 472 5:15-530 34 50 0 84 0 17 72 0 89 192 127 7 326 499 530-545 45 43 0 88 0 26 85 0 111 161 129 2 292 491 545-600 23 34 0 57 0 31 70 0 101 121 88 5 214 372 600-6 15 30 32 0 62 0 15 79 0 94 86 87 2 175 331 615-630 26 26 0 52 0 28 69 0 97 91 92 6 189 338 630-645 22 33 0 55 0 20 65 0 85 64 87 1 152 292 645-700 28 23 1 52 0 22 64 0 86 82 91 0 173 311 12 Hr Totals 1531 0 1090 5 2626 0 0 0 0 0 1173 3700 0 4 4877 0 4115 4548 115 8778 16281 1 Hr Totals 700-800 61 0 35 0 96 0 0 0 0 0 120 439 0 0 559 0 246 337 6 589 1244 7:15-8:15 67 0 40 0 107 0 0 0 0 0 125 453 0 0 578 0 282 338 8 628 1313 730-830 65 0 53 0 118 0 0 0 0 0 116 446 0 0 562 0 268 328 11 607 1287 745-845 66 0 47 0 113 0 0 0 0 0 108 391 0 0 499 0 272 314 10 596 1208 800-900 66 0 45 0 111 0 0 0 0 0 109 367 0 0 476 0 248 300 10 558 1145 8:15-9:15 70 0 47 0 117 0 0 0 0 0 112 370 0 0 482 0 223 272 8 503 1102 830-930 74 0 50 0 124 0 0 0 0 0 99 345 0 0 444 0 239 277 8 524 1092 845-945 75 0 57 0 132 0 0 0 0 0 98 325 0 0 423 0 222 285 11 518 1073 900-1000 79 0 56 1 136 0 0 0 0 0 88 300 0 0 388 0 233 298 7 538 1062 9:15-10:15 78 0 60 1 139 0 0 0 0 0 81 269 0 0 350 0 229 304 7 540 1029 930-1030 83 0 64 1 148 0 0 0 0 0 88 270 0 0 358 0 219 302 7 528 1034 945-1045 89 0 66 1 156 0 0 0 0 0 82 263 0 0 345 0 245 286 4 535 1036 1000-11:00 100 0 71 0 171 0 0 0 0 0 78 255 0 0 333 0 241 294 3 538 1042 10:15-11:15 106 0 78 1 185 0 0 0 0 0 91 260 0 0 351 0 254 304 4 562 1098 10:30-11:30 114 0 67 1 182 0 0 0 0 0 90 257 0 0 347 0 251 338 3 592 1121 1045-11:45 122 0 69 1 192 0 0 0 0 0 99 256 0 1 356 0 251 371 5 627 1175 11:00-1200 136 0 72 1 209 0 0 0 0 0 111 253 0 1 365 0 252 405 8 665 1239 11:15-12:15 148 0 80 0 228 0 0 0 0 0 112 249 0 1 362 0 268 457 10 735 1325 11:30-1230 161 0 99 0 260 0 0 0 0 0 115 244 0 1 360 0 290 508 8 806 1426 11:45-1245 179 0 116 0 295 0 0 0 0 0 119 265 0 0 384 0 301 566 10 877 1556 1200-1:00 180 0 132 0 312 0 0 0 0 0 127 291 0 1 419 0 312 547 10 869 1600 12:15-1:15 183 0 119 0 302 0 0 0 0 0 115 291 0 1 407 0 315 535 9 859 1568 1230-1:30 187 0 120 0 307 0 0 0 0 0 103 282 0 1 386 0 309 478 10 797 1490 1245-1:45 170 0 110 0 280 0 0 0 0 0 100 274 0 1 375 0 317 434 10 761 1416 1:00-200 150 0 93 0 243 0 0 0 0 0 83 279 0 0 362 0 323 422 10 755 1360 1:15-2:15 129 0 107 0 236 0 0 0 0 0 81 275 0 0 356 0 314 384 9 707 1299 1:30-230 110 0 98 0 208 0 0 0 0 0 90 290 0 0 380 0 317 378 10 705 1293 1:45-245 116 0 95 0 211 0 0 0 0 0 93 306 0 1 400 0 312 352 7 671 1282 200-300 127 0 112 0 239 0 0 0 0 0 83 278 0 1 362 0 335 350 6 691 1292 2:15-3:15 147 0 100 1 248 0 0 0 0 0 77 280 0 1 358 0 357 365 9 731 1337 230-330 145 0 105 1 251 0 0 0 0 0 66 259 0 1 326 0 384 355 11 750 1327 245-345 148 0 99 1 248 0 0 0 0 0 67 273 0 0 340 0 435 361 13 809 1397 300-400 148 0 75 1 224 0 0 0 0 0 88 307 0 0 395 0 451 388 17 856 1475 3:15-4:15 166 0 95 0 261 0 0 0 0 0 96 337 0 0 433 0 487 391 15 893 1587 330-430 181 0 93 0 274 0 0 0 0 0 113 360 0 1 474 0 517 380 13 910 1658 345-445 216 0 112 0 328 0 0 0 0 0 108 347 0 1 456 0 512 391 17 920 1704 400-500 214 0 127 0 341 0 0 0 0 0 100 345 0 1 446 0 532 384 13 929 1716 4:15-5:15 216 0 118 1 335 0 0 0 0 0 107 334 0 1 442 0 547 411 13 971 1748 430-530 211 0 143 1 355 0 0 0 0 0 93 329 0 0 422 0 603 465 18 1086 1863 445-545 178 0 150 1 329 0 0 0 0 0 97 325 0 0 422 0 633 489 13 1135 1886 500-600 164 0 158 1 323 0 0 0 0 0 101 309 0 0 410 0 619 466 16 1101 1834 5:15-6:15 132 0 159 0 291 0 0 0 0 0 89 306 0 0 395 0 560 431 16 1007 1693 5:30-6:30 124 0 135 0 259 0 0 0 0 0 100 303 0 0 403 0 459 396 15 870 1532 545-645 101 0 125 0 226 0 0 0 0 0 94 283 0 0 377 0 362 354 14 730 1333 600-700 106 0 114 1 221 0 0 0 0 0 85 277 0 0 362 0 323 357 9 689 1272 PEAK HOUR 7:15-8:15 67 0 40 0 107 0 0 0 0 0 125 453 0 0 578 0 282 338 8 628 1313 4:45-5:45 178 0 150 1 329 0 0 0 0 0 97 325 0 0 422 0 633 489 13 1135 1886 National Data&surveying selv>ieesIntersection Turning Movement Count Location:Merchant St/Snowden Bridge Blvd&Martinsburg Pike City:Winchester Project ID:21-260015-001 Control:Signalized Date:8/31/2021 Data-Total NS/EW Streets: Merchant St/Snowden Bridge Blvd Merchant St/Snowden Bridge Blvd Martinsburg Pike Martinsburg Pike NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 1 1 0 2 0.5 1.5 0 2 2 1 0 2 2 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 5 0 1 0 2 0 8 0 30 43 10 3 3 76 9 0 190 6:15 AM 1 0 0 0 4 0 13 0 31 63 5 6 0 100 17 0 240 6:30 AM 2 1 0 0 8 2 18 0 40 60 20 2 2 110 21 0 286 6:45 AM 3 0 1 0 100 13 0 43 77 18 6 0 128 17 0 316 7:00 AM 3 1 0 0 11 0 14 1 47 84 6 4 1137 24 0 333 7:15 AM 4 0 0 0 14 1 19 0 50 80 7 7 1 190 15 0 388 7:30 AM 2 2 0 0 11 0 18 0 62 105 11 4 1 178 31 0 425 7:45 AM 1 1 1 0 180 27 0 80 104 4 7 0 177 33 0 453 8:00 AM 8 0 1 0 ifi 1 18 0 65 88 7 2 1 140 18 0 365 8:15 AM 3 1 0 0 16 1 17 0 68 96 11 8 0 102 24 0 347 8:30 AM 5 0 0 0 20 0 20 0 61 104 2 4 1 145 28 0 390 8:45 AM 9 1 0 0 15 0 29 0 97 98 5 4 1 163 37 1 460 NL NT NR NU SL ST SR SU ELET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 46 7 4 0 145 5 214 1 674 1002 106 57 11 1646 274 1 4193 APPROACH%'s: 80.70% 12.28% 7.02% 0.00% 39.73% 1.37% 58.63% 0.27% 36.65% 54.49% 5.76% 3.10% 0.57% 85.20% 14.18% 0.05% PEAK HR: 07:15 AM-08:15 AM TOTAL PEAK HR VOL: 15 3 2 0 59 2 82 0 257 377 29 20 3 685 97 0 1631 PEAK HR FACTOR: 0.469 0.375 0.500 0.000 0.819 0.500 0.759 0.000 0.803 0.898 0.659 0.714 0.750 0.901 0.735 000 0.900 0.556 0.794 0.876 0.935 0 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 1 1 0 2 0.5 1.5 0 2 2 1 0 2 2 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 4:00 PM 12 1 0 0 40 0 40 0 115 137 4 7 3 117 35 1 512 4:15 PM 0 4 1 0 42 6 41 1 102 164 3 8 1 90 23 0 486 4:30 PM 4 2 2 0 55 2 43 1 100 148 3 8 0 137 38 0 543 4:45 PM 2 3 1 0 53 0 48 2 135 179 0 10 1 94 37 1 566 5:00 PM 9 5 3 0 47 2 49 1 103 173 1 3 2 128 33 0 559 5:15 PM 8 3 1 0 56 1 65 2 153 185 1 6 0 119 32 0 632 5:30 PM 5 1 3 0 53 1 49 0 111 169 0 6 0 101 37 0 536 5:45 PM 6 2 0 0 46 0 39 5 94 120 1 2 0 130 31 0 476 6:00 PM 2 1 10 52 1 58 3 125 138 1 9 0 98 33 0 522 6:15 PM 1 3 1 0 36 0 43 0 114 137 2 5 1 94 29 0 466 6:30 PM 3 0 0 0 33 1 41 0 85 111 0 7 0 89 26 1 397 6:45 PM 3 0 0 0 43 2 24 1 79 78 2 5 0 59 25 0 321 NL NT NR NO SL ST SR SO EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 55 25 13 0 556 ifi 540 16 1316 1739 18 76 8 1256 379 3 6016 APPROACH%'s: 59.14% 26.88% 13.98% 0.00% 49.29% 1.42% 47.87% 1.42% 41.79% 55.22% 0.57% 2.41% 0.49% 76.31% 23.03% 0.18% PEAK HR: 04:30 PM-05:30 PM TOTAL PEAK HR VOL: 23 13 7 0 211 5 205 6 491 685 5 27 3 478 140 1 2300 PEAK HR FACTOR: O.639 0.650 0.583 0.000 0.942 0.625 0.788 0.750 0.802 0.926 0.417 0.675 0.375 0.872 0.921 0.250 0.910 O.632 0.8fi1 0.875 0.889 National Data&surveying seTv>ieesIntersection Turning Movement Count Location:Snowden Bridge Blvd&Ezra Ln City:Winchester Project ID:21-2 6001 5-002 Control:2-Way Stop(EB/WB) Date:8/31/2021 Data-Total NS/EW Streets: Snowden Bridge Blvd Snowden Bridge Blvd Ezra Ln Ezra Ln NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 1 2 0 0 1 2 0 0 1 0.5 0.5 0 1 1 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 0 3 0 0 1 12 0 0 2 0 0 0 0 0 1 0 19 6.1 SAM 0 0 0 0 0 5 0 0 1 0 0 0 0 0 0 0 6 6:30 AM 0 2 0 0 0 22 2 0 0 0 0 0 0 0 1 0 27 6:45 AM 0 3 0 0 0 18 0 0 1 0 0 0 0 0 0 0 22 7:00 AM 0 3 0 0 0 5 2 0 2 0 0 0 0 0 0 0 12 7:15 AM 0 3 0 0 0 7 2 0 1 0 0 0 0 0 0 0 13 7:30 AM 0 2 0 0 0 9 3 0 1 0 0 0 0 0 0 0 15 7:45 AM 1 2 0 0 0 3 1 0 1 0 0 0 0 1 0 0 9 8:00 AM 0 7 0 0 0 8 1 0 2 0 0 0 0 0 1 0 19 8:15 AM 0 3 0 0 1 7 2 0 0 0 0 0 0 0 0 0 13 8:30 AM 0 3 0 0 0 3 2 0 3 0 0 0 0 0 1 0 12 8:45 AM 0 8 0 0 0 5 1 0 0 0 0 0 0 0 0 0 14 NL NT NR NU SL ST SR SU EL ET ER EU WE WT WR WU TOTAL TOTAL VOLUMES: 1 39 0 0 2 104 16 0 14 0 0 0 0 1 4 0 181 APPROACH%'s: 2.50% 97.50% 0.00% 0.00% 1.64% 85.25% 13.11% 0.00% 100.00% 0.00% 0.00% 0.00% 0.00% 20.00% 80.00% 0.00% PEAK HR: 06:30 AM-07:30 AM TOTAL PEAK HR VOL: 0 11 0 0 0 52 6 0 4 0 0 0 0 0 1 0 74 PEAK HR FACTOR: 0.000 0.917 0.000 0.000 0.000 0.591 0.750 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.685 0.917 0.604 0.500 0.250 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 1 2 0 0 1 2 0 0 1 0.5 0.5 0 1 1 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WE WT WR WU TOTAL 4:00 PM 0 9 0 0 0 3 2 1 2 0 0 0 0 0 1 0 18 4:15 PM 0 7 0 1 0 9 2 0 2 0 0 0 0 0 0 0 21 4:30 PM 0 4 1 0 1 0 3 0 1 0 0 0 0 0 0 0 10 4:45 PM 1 4 0 0 0 2 0 0 3 0 0 0 0 0 1 0 11 5:00 PM 0 7 0 0 0 3 2 0 6 0 0 0 0 0 2 0 20 5:15 PM 0 8 0 0 0 2 0 0 3 0 0 0 0 0 0 0 13 5:30 PM 0 8 0 0 0 1 0 0 2 1 0 0 0 0 0 0 12 5:45 PM 0 5 0 0 0 1 0 0 1 1 0 0 0 0 1 0 9 6:00 PM 0 3 0 0 0 2 0 0 1 0 0 0 0 1 0 0 7 6:15 PM 1 3 0 0 1 2 0 0 2 0 0 0 0 0 0 0 9 630 PM 0 2 0 0 0 1 0 0 0 0 1 0 0 0 1 0 5 6:45 PM 0 1 0 0 1 2 1 0 2 0 1 0 0 0 0 0 8 NL NT NR NO SL ST SR SU EL ET ER EU WE WT WR WU TOTAL TOTAL VOLUMES: 2 61 1 1 3 28 10 1 25 2 2 0 0 1 6 0 143 APPROACH W- 3.08% 93.85% 1.54% 1.54% 7.14% 66.67% 23.81% 2.38% 86.21% 6.90% 6.90% 0.00% 0.00% 14.29% 85.71% 0.00% PEAK HR: 04:15 PM-05:15 PM TOTAL PEAK HR VOL: 1 22 1 1 1 14 7 0 12 0 0 0 0 0 3 062 PEAK HR FACTOR: 0.250 0.786 0.250 0.250 0.250 0.389 0.583 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.375 0.000 0 738 0.781 0.500 0.500 0.375 National Data&surveying seTvieesIntersection Turning Movement Count Location:1-81 NB Off-Ramp&Martinsburg Pike City:Winchester Project ID:21-2 6001 5-003 Control:Signalized Date:8/31/2021 Data-Total NS/EW Streets: 1-81 NB Off-Ramp 1-81 NB Off-Ramp Martinsburg Pike Martinsburg Pike NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NO SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 54 0 39 0 0 0 0 0 0 121 0 0 0 97 0 0 311 6:15 AM 64 0 39 0 0 0 0 0 0 148 0 0 0 123 0 0 374 6:30 AM 116 0 41 0 0 0 0 0 0 192 0 0 0 151 0 0 500 6:45 AM 142 0 44 0 0 0 0 0 0 196 0 2 0 172 0 0 556 7:00 AM 83 0 44 0 0 0 0 0 0 190 0 0 0 185 0 0 502 7:15 AM 123 0 37 0 0 0 0 0 0 229 0 0 0 245 0 0 634 7:30 AM 120 0 45 0 0 0 0 0 0 254 0 0 0 232 0 0 651 7:45 AM 138 0 64 0 0 0 0 0 0 202 0 0 0 272 0 0 676 8:00 AM 89 0 56 0 0 0 0 0 0 199 0 0 0 206 0 0 550 8:15 AM 101 0 53 0 0 0 0 0 0 195 0 2 0 175 0 0 526 8:30 AM 105 0 48 0 0 0 0 0 0 193 0 0 0 202 0 0 548 8:45 AM 89 0 55 0 0 0 0 0 0 206 0 0 0 225 0 0 575 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 1224 0 565 0 0 0 0 0 0 2325 0 4 0 2285 0 0 6403 APPROACH%'s: 68.42% 0.00% 31.58% 0.00% 0.00% 99.83% 0.00% 0.17% 0.00% 100.00% 0.00% 0.00% PEAK HR: 07:15 AM-08:15 AM TOTAL PEAK HR VOL: 470 0 2020 0 0 0 0 0 884 0 0 0 955 0 0 2511 PEAK HR FACTOR: 0.851 0.000 0.789 0.000 0.000 0.000 0.000 0.000 0.000 0.870 0.000 0.000 0.000 0.878 0.000 0.000 0 929 0.832 0.870 0.878 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 75:15� 137 0 69 0 0 0 0 0 0 289 0 0 0 222 0 0 717 95 0 75 0 0 0 0 0 0 308 0 1 0 231 0 0 710 142 0 88 0 0 0 0 0 0 304 0 1 0 252 0 0 787 128 0 115 0 0 0 0 0 0 317 0 2 0 200 0 0 762 104 0 85 0 0 0 0 0 0 342 0 0 0 268 0 0 799 128 0 75 0 0 0 0 0 0 364 0 0 0 260 0 0 827 5:30 PM 106 0 75 0 0 D 0 0 0 287 0 0 0 230 0 0 698 5:45 PM 83 0 68 0 0 0 0 0 0 238 0 0 0 248 0 0 637 6:00 PM 107 0 85 0 0 0 0 0 0 255 0 0 0 183 0 0 630 6:15 PM 83 0 86 0 0 0 0 0 0 250 0 0 0 218 0 0 637 630 PM 89 0 71 0 0 0 0 0 0 202 0 0 0 185 0 0 547 6:45 PM 78 0 40 0 0 0 0 0 0 171 0 0 0 154 0 0 443 NL NT NR NO SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 1280 0 932 0 0 0 0 0 0 3327 0 4 0 2651 0 0 8194 APPROACH%'s: 57.87% 0.00% 42.13% 0.00% 0.00% 99.88% 0.00% 0.12% 0.00% 100.00% 0.00% 0.00% PEAK FIR: 04:30 PM-05:30 PM TOTAL PEAK HR VOL: 502 0 363 0 0 0 0 0 0 1327 0 3 0 980 0 0 3175 PEAK HR FACTOR: 0.884 0.000 0.789 0.000 0.000 0.000 0.000 0.000 0.000 0.911 0.000 0.375 0.000 0.914 0.000 0.000 0.960 0.890 0.913 0.914 National Data&surveying seTvieesIntersection Turning Movement Count Location:Redbud Rd/1-81 NB On-Ramp&Martinsburg Pike City:Winchester Project ID:21-2 6001 5-004 Control:Signalized Date:8/31/2021 Data-Total NS/EW Streets: Redbud Rd/I-81 NB On-Ramp Redbud Rd/I-81 NB On-Ramp Martinsburg Pike Martinsburg Pike NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NO SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 1 0 2 0 0 0 0 0 51 78 22 0 3 97 6 1 261 6:15 AM 4 0 3 0 0 0 0 0 66 100 26 1 4 117 7 0 328 6:30 AM 10 0 2 0 0 0 0 0 75 126 32 0 4 144 8 0 401 6:45 AM 11 0 4 0 0 0 0 0 77 135 28 0 5 164 8 1 433 7:00 AM 8 1 2 0 0 0 0 0 75 134 26 0 5 172 4 0 427 7:15 AM 13 2 3 0 0 0 0 0 91 144 31 0 6 233 10 0 533 7:30 AM 27 0 4 0 0 0 0 0 95 176 29 0 6 203 9 0 549 7:45 AM 26 0 4 0 0 0 0 0 54 190 21G 7 247 9 0 558 8:00 AM 18 0 0 0 0 0 0 0 50 169 28 0 10 188 13 0 476 8:15 AM 20 0 8 0 0 0 0 0 64 173 19 0 4 159 10 0 457 8:30 AM 10 0 4 0 0 0 0 0 56 157 18 0 5 188 16 0 454 8:45 AM 14 0 3 0 0 0 0 0 59 195 17 1 7 212 12 2 522 NL NT NR NU SL ST SR SO ELET ER EU WL Wi WR WU TOTAL TOTAL VOLUMES: 162 3 39 0 0 0 0 0 813 1777 297 2 66 2124 112 4 5399 APPROACH%'s: 79.41% 1.47% 19.12% 0.00% 28.14% 61.51% 10.28% 0.07% 2.86% 92.11% 4.86% 0.17% PEAK HR: 07:15 AM-08:15 AM TOTAL PEAK HR VOL: 84 2 110 0 0 0 0 290 679 109 0 29 871 41 0 2116 PEAK HR FACTOR: 0.778 0.250 0.688 0.000 000.0 0.000 0.000 0.000 0.763 0.893 0.879 0.000 0.725 0.882 0.788 0.000 0 948 0.782 0.898 0.894 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 7". 40 4 5 0 0 0 0 0 99 242 13 0 6 185 17 0 611 36 1 5 0 0 0 0 0 98 272 17 0 4 192 22 0 647 41 1 7 0 0 0 0 0 90 273 26 1 3 220 7 0 669 36 4 8 0 0 0 0 0 103 308 22 1 5 154 22 0 663 41 1 5 0 0 0 0 0 96 297 26 0 2 227 15 0 710 37 5 11 0 0 0 0 0 108 312 24 0 10 227 21 0 755 5:30 PM 48 2 6 0 0 0 0 0 88 263 14 0 10 183 23 2 639 5:45 PM 23 1 9 0 0 0 0 0 55 227 17 1 11 218 13 2 577 6:00 PM 14 1 10 0 0 0 0 0 78 256 10 1 6 175 15 1 567 6:15 PM 12 0 2 0 0 0 0 0 69 246 18 3 10 196 19 2 577 6:30 PM 17 2 3 0 0 0 0 0 50 212 11 0 5 169 18 1 488 6:45 PM 10 0 4 0 0 0 0 0 51 148 8 2 4 142 14 0 383 NL NT NR NO SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 355 22 75 0 0 0 0 0 985 3056 206 9 76 2288 206 8 7286 APPROACH%'s: 78.54% 4.87% 16.59% 0.00% 23.14% 71.80% 4.84% 0.21% 2.95% 88.75% 7.99% 0.31% PEAK HR: 04:30 PM-05:30 PM TOTAL PEAK HR VOL: 155 11 31 0 0 0 0 0 397 1190 98 2 20 828 65 0 2797 PEAK HR FACTOR: 0.945 0.550 00 0.705 0.000 0.0 0.000 0.000 0.000 0.919 0.954 0.942 0.500 0.500 0.912 0.739 0.000 0.926 0.929 0.950 0.885 TOTALS TURNING MOVEMENT COUNT-SUMMARY Counted by:VCU Intersection of:1-81 NB Off Ramp(Exit 317) Date:May 17,2016 Tuesday N and:Martinsburg Pike Weather:Rainy/Cool ln.�,.,` Location:Winchester,Virginia Entered by:AW Star Rating:5 (y/l/l��J TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL on: on: 1-81 NB Off Ramp on: Martinsburg Pike on: Martinsburg Pike N+S TIME + RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E+W AM 700-7:15 0 0 0 0 0 46 0 91 0 137 0 123 0 0 123 0 181 0 0 181 441 7:15-730 0 0 0 0 0 50 0 103 0 153 0 164 0 0 164 0 194 0 0 194 511 730-745 0 0 0 0 0 49 0 132 0 181 0 186 0 0 186 0 228 0 0 228 595 745-800 0 0 0 0 0 68 0 125 0 193 0 208 0 0 208 0 227 0 0 227 628 800-8 15 0 0 0 0 0 46 0 93 0 139 0 155 0 0 155 0 234 0 1 235 529 8:15-830 0 0 0 0 0 49 0 102 0 151 0 162 0 0 162 0 180 0 0 180 493 830-845 0 0 0 0 0 51 0 101 0 152 0 150 0 0 150 0 144 0 1 145 447 845-900 0 0 0 0 0 35 0 97 0 132 0 149 0 0 149 0 185 0 0 185 466 900-9 15 0 0 0 0 0 36 0 98 0 134 0 164 0 0 164 0 143 0 0 143 441 9:15-930 0 0 0 0 0 40 0 92 0 132 0 134 0 0 134 0 174 0 0 174 440 930-945 0 0 0 0 0 39 0 74 0 113 0 137 0 0 137 0 164 0 0 164 414 945-1000 0 0 0 0 0 40 0 83 0 123 0 117 0 0 117 0 177 0 0 177 417 1000-1015 0 0 0 0 0 46 0 82 0 128 0 139 0 0 139 0 135 0 1 136 403 1015-1030 0 0 0 0 0 47 0 82 0 129 0 136 0 0 136 0 170 0 2 172 437 1030-1045 0 0 0 0 0 48 0 84 0 132 0 134 0 0 134 0 176 0 2 178 444 1045-11:00 0 0 0 0 0 50 0 80 0 130 0 142 0 0 142 0 181 0 1 182 454 11:00-11:15 0 0 0 0 0 38 0 86 0 124 0 173 0 0 173 1 171 0 0 172 469 11:15-11:30 0 0 0 0 0 39 0 74 0 113 0 175 0 0 175 0 217 0 0 217 505 11:30-11:45 0 0 0 0 0 46 0 87 0 133 0 171 0 0 171 0 189 0 1 190 494 11:45-1200 0 0 0 0 0 60 0 95 0 155 0 162 0 0 162 0 206 0 0 206 523 1200-12:15 0 0 0 0 0 66 0 98 0 164 0 175 0 0 175 1 220 0 1 222 561 12:15-1230 0 0 0 0 0 68 0 96 0 164 0 185 0 0 185 0 240 0 0 240 589 1230-1245 0 0 0 0 0 68 0 109 0 177 0 223 0 0 223 0 226 0 0 226 626 1245-1:00 0 0 0 0 0 65 0 96 0 161 0 207 0 0 207 0 192 0 0 192 560 1:00-1:15 0 0 0 0 0 61 0 94 0 155 0 183 0 0 183 0 207 0 2 209 547 1:15-1:30 0 0 0 0 0 52 0 92 0 144 0 185 0 0 185 0 224 0 2 226 555 1:30-1:45 0 0 0 0 0 73 0 105 0 178 0 162 0 0 162 0 195 0 0 195 535 1:45-200 0 0 0 0 0 57 0 110 0 167 0 171 0 0 171 0 183 0 0 183 521 200-2 15 0 0 0 0 0 50 0 119 0 169 0 148 0 0 148 0 181 0 1 182 499 2:15-230 0 0 0 0 0 58 0 116 0 174 0 169 0 0 169 0 206 0 0 206 549 230-245 0 0 0 0 0 55 0 148 0 203 0 196 0 0 196 0 218 0 0 218 617 245-300 0 0 0 0 0 58 0 125 0 183 0 144 0 0 144 0 245 0 1 246 573 300-3 15 0 0 0 0 0 50 0 119 0 169 0 184 0 0 184 0 282 0 0 282 635 3:15-330 0 0 0 0 0 60 0 138 0 198 0 163 0 0 163 0 237 0 0 237 598 330-345 0 0 0 0 0 74 0 154 0 228 0 230 0 0 230 0 284 0 0 284 742 345-400 0 0 0 0 0 69 0 148 0 217 0 197 0 0 197 0 257 0 2 259 673 400-4 15 0 0 0 0 0 65 0 130 0 195 0 232 0 0 232 0 293 0 1 294 721 4:15-430 0 0 0 0 0 71 0 158 0 229 0 182 0 0 182 0 263 0 0 263 674 430-445 0 0 0 0 0 78 0 126 0 204 0 232 0 0 232 0 306 0 2 308 744 445-500 0 0 0 0 0 60 0 167 0 227 0 208 0 0 208 0 297 0 0 297 732 500-5 15 0 0 0 0 0 69 0 120 0 189 0 202 0 0 202 0 340 0 0 340 731 5:15-530 0 0 0 0 0 94 0 111 0 205 0 187 0 0 187 0 374 0 2 376 768 530-545 0 0 0 0 0 73 0 121 0 194 0 208 0 0 208 0 316 0 0 316 718 545-600 0 0 0 0 0 79 0 134 0 213 0 200 0 0 200 0 213 0 0 213 626 600-6 15 0 0 0 0 0 59 0 118 0 177 0 198 0 0 198 0 197 0 0 197 572 6:15-630 0 0 0 0 0 73 0 118 0 191 0 180 0 0 180 0 195 0 0 195 566 630-645 0 0 0 0 0 53 0 101 0 154 0 160 0 0 160 0 133 0 0 133 447 645-700 0 0 0 0 0 64 0 74 0 138 0 164 0 0 164 0 166 0 0 166 468 12 Hr Totals 0 0 0 0 0 2745 0 5206 0 7951 0 8356 0 0 8356 2 10366 0 23 10391 26698 1 Hr Totals 700-800 0 0 0 0 0 213 0 451 0 664 0 681 0 0 681 0 830 0 0 830 2175 7:15-8:15 0 0 0 0 0 213 0 453 0 666 0 713 0 0 713 0 883 0 1 884 2263 730-830 0 0 0 0 0 212 0 452 0 664 0 711 0 0 711 0 869 0 1 870 2245 745-845 0 0 0 0 0 214 0 421 0 635 0 675 0 0 675 0 785 0 2 787 2097 800-900 0 0 0 0 0 181 0 393 0 574 0 616 0 0 616 0 743 0 2 745 1935 8:15-9:15 0 0 0 0 0 171 0 398 0 569 0 625 0 0 625 0 652 0 1 653 1847 830-930 0 0 0 0 0 162 0 388 0 550 0 597 0 0 597 0 646 0 1 647 1794 845-945 0 0 0 0 0 150 0 361 0 511 0 584 0 0 584 0 666 0 0 666 1761 900-1000 0 0 0 0 0 155 0 347 0 502 0 552 0 0 552 0 658 0 0 658 1712 9:15-10:15 0 0 0 0 0 165 0 331 0 496 0 527 0 0 527 0 650 0 1 651 1674 930-1030 0 0 0 0 0 172 0 321 0 493 0 529 0 0 529 0 646 0 3 649 1671 945-1045 0 0 0 0 0 181 0 331 0 512 0 526 0 0 526 0 658 0 5 663 1701 1000-11:00 0 0 0 0 0 191 0 328 0 519 0 551 0 0 551 0 662 0 6 668 1738 10:15-11:15 0 0 0 0 0 183 0 332 0 515 0 585 0 0 585 1 698 0 5 704 1804 10:30-11:30 0 0 0 0 0 175 0 324 0 499 0 624 0 0 624 1 745 0 3 749 1872 1045-11 45 0 0 0 0 0 173 0 327 0 500 0 661 0 0 661 1 758 0 2 761 1922 11:00-1200 0 0 0 0 0 183 0 342 0 525 0 681 0 0 681 1 783 0 1 785 1991 11:15-12:15 0 0 0 0 0 211 0 354 0 565 0 683 0 0 683 1 832 0 2 835 2083 11:30-1230 0 0 0 0 0 240 0 376 0 616 0 693 0 0 693 1 855 0 2 858 2167 11:45-1245 0 0 0 0 0 262 0 398 0 660 0 745 0 0 745 1 892 0 1 894 2299 1200-1:00 0 0 0 0 0 267 0 399 0 666 0 790 0 0 790 1 878 0 1 880 2336 12:15-1:15 0 0 0 0 0 262 0 395 0 657 0 798 0 0 798 0 865 0 2 867 2322 1230-1:30 0 0 0 0 0 246 0 391 0 637 0 798 0 0 798 0 849 0 4 853 2288 1245-1:45 0 0 0 0 0 251 0 387 0 638 0 737 0 0 737 0 818 0 4 822 2197 1:00-200 0 0 0 0 0 243 0 401 0 644 0 701 0 0 701 0 809 0 4 813 2158 1:15-2:15 0 0 0 0 0 232 0 426 0 658 0 666 0 0 666 0 783 0 3 786 2110 1:30-230 0 0 0 0 0 238 0 450 0 688 0 650 0 0 650 0 765 0 1 766 2104 1:45-245 0 0 0 0 0 220 0 493 0 713 0 684 0 0 684 0 788 0 1 789 2186 200-300 0 0 0 0 0 221 0 508 0 729 0 657 0 0 657 0 850 0 2 852 2238 2:15-3:15 0 0 0 0 0 221 0 508 0 729 0 693 0 0 693 0 951 0 1 952 2374 230-330 0 0 0 0 0 223 0 530 0 753 0 687 0 0 687 0 982 0 1 983 2423 245-345 0 0 0 0 0 242 0 536 0 778 0 721 0 0 721 0 1048 0 1 1049 2548 300-400 0 0 0 0 0 253 0 559 0 812 0 774 0 0 774 0 1060 0 2 1062 2648 3:15-4:15 0 0 0 0 0 268 0 570 0 838 0 822 0 0 822 0 1071 0 3 1074 2734 330-430 0 0 0 0 0 279 0 590 0 869 0 841 0 0 841 0 1097 0 3 1100 2810 345-445 0 0 0 0 0 283 0 562 0 845 0 843 0 0 843 0 1119 0 5 1124 2812 400-500 0 0 0 0 0 274 0 581 0 855 0 854 0 0 854 0 1159 0 3 1162 2871 4:15-5:15 0 0 0 0 0 278 0 571 0 849 0 824 0 0 824 0 1206 0 2 1208 2881 430-530 0 0 0 0 0 301 0 524 0 825 0 829 0 0 829 0 1317 0 4 1321 2975 445-545 0 0 0 0 0 296 0 519 0 815 0 805 0 0 805 0 1327 0 2 1329 2949 500-600 0 0 0 0 0 315 0 486 0 801 0 797 0 0 797 0 1243 0 2 1245 2843 5:15-6:15 0 0 0 0 0 305 0 484 0 789 0 793 0 0 793 0 1100 0 2 1102 2684 5:30-6:30 0 0 0 0 0 284 0 491 0 775 0 786 0 0 786 0 921 0 0 921 2482 545-645 0 0 0 0 0 264 0 471 0 735 0 738 0 0 738 0 738 0 0 738 2211 600-700 0 0 0 0 0 249 0 411 0 660 0 702 0 0 702 0 691 0 0 691 2053 PEAK HOUR 7:15-8:15 0 0 0 0 0 213 0 453 0 666 0 713 0 0 713 0 883 0 1 884 2263 4:30-5:30 0 0 0 0 0 301 0 524 0 825 0 829 0 0 829 0 1317 0 4 1321 2975 TOTALS TURNING MOVEMENT COUNT-SUMMARY Counted by:VCU Intersection of:1-81 SB Ramps(Exit 317) Date:May 17,2016 Tuesday N and:Martinsburg Pike Weather:Rainy/Cool ln.�,.,` Location:Winchester,Virginia Entered by:AW Star Rating:2 (y/l/l��J TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL on: 1-81 SB Off Ramp on: 1-81 SB On Ramp on: Martinsburg Pike on: Martinsburg Pike N+S TIME + RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E+W AM 700-7:15 111 0 10 0 121 0 192 27 0 219 124 151 0 275 615 7:15-730 140 0 12 0 152 0 218 36 0 254 135 189 0 324 730 730-745 155 0 9 0 164 0 260 51 0 311 168 179 0 347 822 745-800 127 0 6 0 133 0 281 61 0 342 149 239 0 388 863 800-8:15 103 0 11 0 114 0 222 50 0 272 133 204 0 337 723 8:15-830 102 0 5 0 107 0 235 28 0 263 120 177 0 297 667 830-845 108 0 8 0 116 0 194 42 0 236 133 146 0 279 631 845-900 98 0 6 0 104 0 209 36 0 245 123 167 0 290 639 900-9:15 74 0 7 0 81 0 206 33 0 239 87 139 0 226 546 9:15-930 67 0 7 0 74 0 202 37 0 239 106 161 0 267 580 930-945 85 0 4 0 89 0 165 32 0 197 112 164 0 276 562 945-1000 79 0 6 0 85 0 187 29 0 216 123 164 0 287 588 1000-10 15 94 0 5 0 99 0 164 34 0 198 100 131 0 231 528 1015-1030 69 0 6 0 75 0 188 44 0 232 78 153 0 231 538 1030-1045 71 0 2 0 73 0 169 39 0 208 91 176 0 267 548 1045-11 00 55 0 13 0 68 0 181 42 0 223 91 156 0 247 538 11:00-11 15 72 1 2 0 75 0 211 49 0 260 101 178 0 279 614 11:15-11:30 63 0 8 0 71 0 214 45 1 260 94 194 1 289 620 11:30-11 45 62 0 4 0 66 0 223 52 1 276 99 196 0 295 637 11:45-1200 72 0 2 0 74 0 236 44 0 280 99 186 0 285 639 1200-12 15 46 0 7 0 53 0 225 47 0 272 103 211 0 314 639 12:15-1230 75 0 6 0 81 0 244 49 0 293 79 200 0 279 653 1230-1245 68 0 11 0 79 0 273 63 0 336 95 223 0 318 733 1245-1:00 66 0 7 0 73 0 263 59 1 323 88 175 0 263 659 1:00-1:15 72 0 8 0 80 0 206 60 0 266 93 201 0 294 640 1:15-1:30 71 0 5 0 76 0 259 50 1 310 94 202 0 296 682 1:30-1:45 71 0 12 0 83 0 229 47 0 276 97 197 0 294 653 1:45-200 79 0 8 0 87 0 239 56 0 295 86 156 0 242 624 200-2:15 70 0 8 0 78 0 218 30 0 248 120 189 0 309 635 2:15-230 71 1 7 0 79 0 248 41 0 289 105 177 0 282 650 230-245 84 0 4 0 88 0 270 48 0 318 102 216 0 318 724 245-300 83 0 5 0 88 0 264 38 0 302 93 214 0 307 697 300-3:15 85 0 6 0 91 0 265 46 0 311 131 270 0 401 803 3:15-330 80 0 7 0 87 0 240 50 0 290 106 226 0 332 709 330-345 99 0 6 0 105 0 299 62 1 362 148 284 0 432 899 345-400 78 0 9 0 87 0 303 62 1 366 132 237 0 369 822 400-4 15 86 0 9 0 95 0 299 76 0 375 111 276 1 388 858 4:15-430 65 0 9 0 74 0 300 39 0 339 125 251 0 376 789 430-445 74 1 3 0 78 0 307 70 0 377 152 285 0 437 892 445-500 94 0 8 0 102 0 326 49 0 375 144 281 0 425 902 500-5 15 111 0 10 0 121 0 270 62 0 332 150 291 0 441 894 515-530 93 0 12 0 105 0 252 46 0 298 135 378 4 517 920 530-545 60 1 7 0 68 0 283 61 1 345 125 305 0 430 843 545-600 88 0 6 0 94 0 293 45 1 339 104 204 0 308 741 600-6:15 58 0 9 0 67 0 262 37 0 299 117 183 0 300 666 6:15-630 67 0 13 0 80 0 260 53 1 314 79 183 0 262 656 630-645 54 0 4 0 58 0 199 38 0 237 68 129 0 197 492 645-700 33 0 3 0 36 0 208 55 0 263 59 153 0 212 511 12 Hr Totals 3888 4 342 0 4234 0 0 0 0 0 0 11461 2250 9 13720 5307 9747 0 6 15060 33014 1 Hr Totals 700-800 533 0 37 0 570 0 0 0 0 0 0 951 175 0 1126 576 758 0 0 1334 3030 7:15-8:15 525 0 38 0 563 0 0 0 0 0 0 981 198 0 1179 585 811 0 0 1396 3138 730-830 487 0 31 0 518 0 0 0 0 0 0 998 190 0 1188 570 799 0 0 1369 3075 745-845 440 0 30 0 470 0 0 0 0 0 0 932 181 0 1113 535 766 0 0 1301 2884 800-900 411 0 30 0 441 0 0 0 0 0 0 860 156 0 1016 509 694 0 0 1203 2660 8:15-9:15 382 0 26 0 408 0 0 0 0 0 0 844 139 0 983 463 629 0 0 1092 2483 830-930 347 0 28 0 375 0 0 0 0 0 0 811 148 0 959 449 613 0 0 1062 2396 845-945 324 0 24 0 348 0 0 0 0 0 0 782 138 0 920 428 631 0 0 1059 2327 900-1000 305 0 24 0 329 0 0 0 0 0 0 760 131 0 891 428 628 0 0 1056 2276 9:15-10:15 325 0 22 0 347 0 0 0 0 0 0 718 132 0 850 441 620 0 0 1061 2258 930-1030 327 0 21 0 348 0 0 0 0 0 0 704 139 0 843 413 612 0 0 1025 2216 945-1045 313 0 19 0 332 0 0 0 0 0 0 708 146 0 854 392 624 0 0 1016 2202 1000-11:00 289 0 26 0 315 0 0 0 0 0 0 702 159 0 861 360 616 0 0 976 2152 10:15-11:15 267 1 23 0 291 0 0 0 0 0 0 749 174 0 923 361 663 0 0 1024 2238 10:30-11:30 261 1 25 0 287 0 0 0 0 0 0 775 175 1 951 377 704 0 1 1082 2320 1045-11:45 252 1 27 0 280 0 0 0 0 0 0 829 188 2 1019 385 724 0 1 1110 2409 11:00-1200 269 1 16 0 286 0 0 0 0 0 0 884 190 2 1076 393 754 0 1 1148 2510 11:15-12:15 243 0 21 0 264 0 0 0 0 0 0 898 188 2 1088 395 787 0 1 1183 2535 11:30-1230 255 0 19 0 274 0 0 0 0 0 0 928 192 1 1121 380 793 0 0 1173 2568 11:45-1245 261 0 26 0 287 0 0 0 0 0 0 978 203 0 1181 376 820 0 0 1196 2664 1200-1:00 255 0 31 0 286 0 0 0 0 0 0 1005 218 1 1224 365 809 0 0 1174 2684 12:15-1:15 281 0 32 0 313 0 0 0 0 0 0 986 231 1 1218 355 799 0 0 1154 2685 1230-1:30 277 0 31 0 308 0 0 0 0 0 0 1001 232 2 1235 370 801 0 0 1171 2714 1245-1:45 280 0 32 0 312 0 0 0 0 0 0 957 216 2 1175 372 775 0 0 1147 2634 1:00-200 293 0 33 0 326 0 0 0 0 0 0 933 213 1 1147 370 756 0 0 1126 2599 1:15-2:15 291 0 33 0 324 0 0 0 0 0 0 945 183 1 1129 397 744 0 0 1141 2594 1:30-230 291 1 35 0 327 0 0 0 0 0 0 934 174 0 1108 408 719 0 0 1127 2562 1:45-245 304 1 27 0 332 0 0 0 0 0 0 975 175 0 1150 413 738 0 0 1151 2633 200-300 308 1 24 0 333 0 0 0 0 0 0 1000 157 0 1157 420 796 0 0 1216 2706 2:15-3:15 323 1 22 0 346 0 0 0 0 0 0 1047 173 0 1220 431 877 0 0 1308 2874 230-330 332 0 22 0 354 0 0 0 0 0 0 1039 182 0 1221 432 926 0 0 1358 2933 245-345 347 0 24 0 371 0 0 0 0 0 0 1068 196 1 1265 478 994 0 0 1472 3108 300-400 342 0 28 0 370 0 0 0 0 0 0 1107 220 2 1329 517 1017 0 0 1534 3233 3:15-4:15 343 0 31 0 374 0 0 0 0 0 0 1141 250 2 1393 497 1023 0 1 1521 3288 330-430 328 0 33 0 361 0 0 0 0 0 0 1201 239 2 1442 516 1048 0 1 1565 3368 345-445 303 1 30 0 334 0 0 0 0 0 0 1209 247 1 1457 520 1049 0 1 1570 3361 400-500 319 1 29 0 349 0 0 0 0 0 0 1232 234 0 1466 532 1093 0 1 1626 3441 4:15-5:15 344 1 30 0 375 0 0 0 0 0 0 1203 220 0 1423 571 1108 0 0 1679 3477 430-530 372 1 33 0 406 0 0 0 0 0 0 1155 227 0 1382 581 1235 0 4 1820 3608 445-545 358 1 37 0 396 0 0 0 0 0 0 1131 218 1 1350 554 1255 0 4 1813 3559 500-600 352 1 35 0 388 0 0 0 0 0 0 1098 214 2 1314 514 1178 0 4 1696 3398 5:15-6:15 299 1 34 0 334 0 0 0 0 0 0 1090 189 2 1281 481 1070 0 4 1555 3170 5:30-6:30 273 1 35 0 309 0 0 0 0 0 0 1098 196 3 1297 425 875 0 0 1300 2906 545-645 267 0 32 0 299 0 0 0 0 0 0 1014 173 2 1189 368 699 0 0 1067 2555 600-700 212 0 29 0 241 0 0 0 0 0 0 929 183 1 1113 323 648 0 0 971 2325 PEAK HOUR 7:15-8:15 525 0 38 0 563 0 0 0 0 0 0 981 198 0 1179 585 811 0 0 1396 3138 4:30-5:30 372 1 33 0 406 0 0 0 0 0 0 1155 227 0 1382 581 1235 0 4 1820 3608 CARS TURNING MOVEMENT COUNT-SUMMARY Counted by:VCU Intersection of:Merchant Street Date:May 17,2016 Tuesday Temic and:Martinsburg Pike Weather:Rainy/Cool ln.�,.,` Location:Winchester,Virginia Entered by:AW Star Rating:5 (y/l/l��J TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL on: Merchant Street on: CLOSED ROAD on: Martinsburg Pike on: Martinsburg Pike N+S TIME + RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E+W AM 700-7:15 13 5 0 18 0 17 78 0 95 42 86 0 128 241 7:15-730 13 2 0 15 0 41 108 0 149 71 79 0 150 314 730-745 17 14 0 31 0 28 142 0 170 58 89 1 148 349 745-800 18 14 0 32 0 34 111 0 145 75 83 5 163 340 800-8 15 19 10 0 29 0 22 92 0 114 78 87 2 167 310 8:15-830 11 15 0 26 0 32 101 0 133 57 69 3 129 288 830-845 18 8 0 26 0 20 87 0 107 62 75 0 137 270 845-900 18 12 0 30 0 35 87 0 122 51 69 5 125 277 900-9 15 23 12 0 35 0 25 95 0 120 53 59 0 112 267 915-930 15 18 0 33 0 19 76 0 95 73 74 3 150 278 930-945 19 15 0 34 0 19 67 0 86 45 83 3 131 251 945-1000 22 11 1 34 0 25 62 0 87 62 82 1 145 266 1000-1015 22 16 0 38 0 18 64 0 82 49 65 0 114 234 1015-1030 20 22 0 42 0 26 77 0 103 63 72 3 138 283 1030-1045 25 17 0 42 0 13 60 0 73 71 67 0 138 253 1045-11:00 33 16 0 49 0 21 54 0 75 58 90 0 148 272 11:00-11:15 28 23 1 52 0 31 69 0 100 62 75 1 138 290 11:15-11:30 28 11 0 39 0 25 74 0 99 60 106 2 168 306 11:30-11 45 33 19 0 52 0 22 59 1 82 71 100 2 173 307 11:45-1200 47 19 0 66 0 33 51 0 84 59 124 3 186 336 1200-12:15 40 31 0 71 0 32 65 0 97 78 127 3 208 376 12:15-1230 41 30 0 71 0 28 69 0 97 82 157 0 239 407 1230-1245 51 36 0 87 0 26 80 0 106 82 158 4 244 437 1245-1:00 48 35 0 83 0 41 77 1 119 70 105 3 178 380 1:00-1:15 43 18 0 61 0 20 65 0 85 81 115 2 198 344 1:15-1:30 45 31 0 76 0 16 60 0 76 76 100 1 177 329 1:30-1:45 34 26 0 60 0 23 72 0 95 90 114 4 208 363 1:45-200 28 18 0 46 0 24 82 0 106 76 93 3 172 324 200-2 15 22 32 0 54 0 18 61 0 79 72 77 1 150 283 2:15-230 26 22 0 48 0 25 75 0 100 79 94 2 175 323 230-245 40 23 0 63 0 26 88 1 115 85 88 1 174 352 245-300 39 35 0 74 0 14 54 0 68 99 91 2 192 334 300-3 15 42 20 1 63 0 12 63 0 75 94 92 4 190 328 3:15-330 24 27 0 51 0 14 54 0 68 106 84 4 194 313 330-345 43 17 0 60 0 27 102 0 129 136 94 3 233 422 345-400 39 11 0 50 0 35 88 0 123 115 118 6 239 412 400-4:15 60 40 0 100 0 20 93 0 113 130 95 2 227 440 4:15-430 39 25 0 64 0 31 77 1 109 136 73 2 211 384 430-445 78 36 0 114 0 22 89 0 111 131 105 7 243 468 445-500 37 26 0 63 0 27 86 0 113 135 111 2 248 424 500-5 15 62 31 1 94 0 27 82 0 109 145 122 2 269 472 5:15-530 34 50 0 84 0 17 72 0 89 192 127 7 326 499 530-545 45 43 0 88 0 26 85 0 111 161 129 2 292 491 545-600 23 34 0 57 0 31 70 0 101 121 88 5 214 372 600-6 15 30 32 0 62 0 15 79 0 94 86 87 2 175 331 615-630 26 26 0 52 0 28 69 0 97 91 92 6 189 338 630-645 22 33 0 55 0 20 65 0 85 64 87 1 152 292 645-700 28 23 1 52 0 22 64 0 86 82 91 0 173 311 12 Hr Totals 1531 0 1090 5 2626 0 0 0 0 0 1173 3700 0 4 4877 0 4115 4548 115 8778 16281 1 Hr Totals 700-800 61 0 35 0 96 0 0 0 0 0 120 439 0 0 559 0 246 337 6 589 1244 7:15-8:15 67 0 40 0 107 0 0 0 0 0 125 453 0 0 578 0 282 338 8 628 1313 730-830 65 0 53 0 118 0 0 0 0 0 116 446 0 0 562 0 268 328 11 607 1287 745-845 66 0 47 0 113 0 0 0 0 0 108 391 0 0 499 0 272 314 10 596 1208 800-900 66 0 45 0 111 0 0 0 0 0 109 367 0 0 476 0 248 300 10 558 1145 8:15-9:15 70 0 47 0 117 0 0 0 0 0 112 370 0 0 482 0 223 272 8 503 1102 830-930 74 0 50 0 124 0 0 0 0 0 99 345 0 0 444 0 239 277 8 524 1092 845-945 75 0 57 0 132 0 0 0 0 0 98 325 0 0 423 0 222 285 11 518 1073 900-1000 79 0 56 1 136 0 0 0 0 0 88 300 0 0 388 0 233 298 7 538 1062 9:15-10:15 78 0 60 1 139 0 0 0 0 0 81 269 0 0 350 0 229 304 7 540 1029 930-1030 83 0 64 1 148 0 0 0 0 0 88 270 0 0 358 0 219 302 7 528 1034 945-1045 89 0 66 1 156 0 0 0 0 0 82 263 0 0 345 0 245 286 4 535 1036 1000-11:00 100 0 71 0 171 0 0 0 0 0 78 255 0 0 333 0 241 294 3 538 1042 10:15-11:15 106 0 78 1 185 0 0 0 0 0 91 260 0 0 351 0 254 304 4 562 1098 10:30-11:30 114 0 67 1 182 0 0 0 0 0 90 257 0 0 347 0 251 338 3 592 1121 1045-11:45 122 0 69 1 192 0 0 0 0 0 99 256 0 1 356 0 251 371 5 627 1175 11:00-1200 136 0 72 1 209 0 0 0 0 0 111 253 0 1 365 0 252 405 8 665 1239 11:15-12:15 148 0 80 0 228 0 0 0 0 0 112 249 0 1 362 0 268 457 10 735 1325 11:30-1230 161 0 99 0 260 0 0 0 0 0 115 244 0 1 360 0 290 508 8 806 1426 11:45-1245 179 0 116 0 295 0 0 0 0 0 119 265 0 0 384 0 301 566 10 877 1556 1200-1:00 180 0 132 0 312 0 0 0 0 0 127 291 0 1 419 0 312 547 10 869 1600 12:15-1:15 183 0 119 0 302 0 0 0 0 0 115 291 0 1 407 0 315 535 9 859 1568 1230-1:30 187 0 120 0 307 0 0 0 0 0 103 282 0 1 386 0 309 478 10 797 1490 1245-1:45 170 0 110 0 280 0 0 0 0 0 100 274 0 1 375 0 317 434 10 761 1416 1:00-200 150 0 93 0 243 0 0 0 0 0 83 279 0 0 362 0 323 422 10 755 1360 1:15-2:15 129 0 107 0 236 0 0 0 0 0 81 275 0 0 356 0 314 384 9 707 1299 1:30-230 110 0 98 0 208 0 0 0 0 0 90 290 0 0 380 0 317 378 10 705 1293 1:45-245 116 0 95 0 211 0 0 0 0 0 93 306 0 1 400 0 312 352 7 671 1282 200-300 127 0 112 0 239 0 0 0 0 0 83 278 0 1 362 0 335 350 6 691 1292 2:15-3:15 147 0 100 1 248 0 0 0 0 0 77 280 0 1 358 0 357 365 9 731 1337 230-330 145 0 105 1 251 0 0 0 0 0 66 259 0 1 326 0 384 355 11 750 1327 245-345 148 0 99 1 248 0 0 0 0 0 67 273 0 0 340 0 435 361 13 809 1397 300-400 148 0 75 1 224 0 0 0 0 0 88 307 0 0 395 0 451 388 17 856 1475 3:15-4:15 166 0 95 0 261 0 0 0 0 0 96 337 0 0 433 0 487 391 15 893 1587 330-430 181 0 93 0 274 0 0 0 0 0 113 360 0 1 474 0 517 380 13 910 1658 345-445 216 0 112 0 328 0 0 0 0 0 108 347 0 1 456 0 512 391 17 920 1704 400-500 214 0 127 0 341 0 0 0 0 0 100 345 0 1 446 0 532 384 13 929 1716 4:15-5:15 216 0 118 1 335 0 0 0 0 0 107 334 0 1 442 0 547 411 13 971 1748 430-530 211 0 143 1 355 0 0 0 0 0 93 329 0 0 422 0 603 465 18 1086 1863 445-545 178 0 150 1 329 0 0 0 0 0 97 325 0 0 422 0 633 489 13 1135 1886 500-600 164 0 158 1 323 0 0 0 0 0 101 309 0 0 410 0 619 466 16 1101 1834 5:15-6:15 132 0 159 0 291 0 0 0 0 0 89 306 0 0 395 0 560 431 16 1007 1693 5:30-6:30 124 0 135 0 259 0 0 0 0 0 100 303 0 0 403 0 459 396 15 870 1532 545-645 101 0 125 0 226 0 0 0 0 0 94 283 0 0 377 0 362 354 14 730 1333 600-700 106 0 114 1 221 0 0 0 0 0 85 277 0 0 362 0 323 357 9 689 1272 PEAK HOUR 7:15-8:15 67 0 40 0 107 0 0 0 0 0 125 453 0 0 578 0 282 338 8 628 1313 4:45-5:45 178 0 150 1 329 0 0 0 0 0 97 325 0 0 422 0 633 489 13 1135 1886 National Data&surveying seTv>ieesIntersection Turning Movement Count Location:Merchant St/Snowden Bridge Blvd&Martinsburg Pike City:Winchester Project ID:21-2 6001 5-001 Control:Signalized Date:8/31/2021 Data-Total &NS/-Streets: Merchant St/Snowden Bridge Blvd Merchant St/Snowden Bridge Blvd Martinsburg Pike Martinsburg Pike NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 1 1 0 2 0.5 1.5 0 2 2 1 0 2 2 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 5 0 1 0 2 0 8 0 30 43 10 3 3 76 9 0 190 6:15 AM 1 0 0 0 4 0 13 0 31 63 5 6 0 100 17 0 240 6:30 AM 2 1 0 0 8 2 18 0 40 60 20 2 2 110 21 0 286 6:45 AM 3 0 1 0 10 0 13 0 43 77 18 6 0 128 17 0 316 7:00 AM 3 1 0 0 11 0 14 1 47 84 6 4 1137 24 0 333 7:15 AM 4 0 0 0 14 1 19 0 50 80 7 7 1 190 15 0 388 7:30 AM 2 2 0 0 11 0 18 0 62 105 11 4 1 178 31 0 425 7:45 AM 1 1 1 0 180 27 0 80 104 4 7 0 177 33 0 453 8:00 AM 8 0 1 0 ifi 1 18 0 65 88 7 2 1 140 18 0 365 8:15 AM 3 1 0 0 16 1 17 0 68 96 11 8 0 102 24 0 347 8:30 AM 5 0 0 0 20 0 20 0 61 104 2 4 1 145 28 0 390 8:45 AM 9 1 0 0 15 0 29 0 97 98 5 4 1 163 37 1 460 NL NT NR NU SL ST SR SU ELET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 46 7 4 0 145 5 214 1 674 1002 106 57 11 1646 274 1 4193 APPROACH%'s: 80.70% 12.28% 7.02% 0.00% 39.73% 1.37% 58.63% 0.27% 36.65% 54.49% 5.76% 3.10% 0.57% 85.20% 14.18% 0.05% PEAK HR: 07:15 AM-08:15 AM TOTAL PEAK HR VOL: 15 3 2 0 59 2 82 0 257 377 29 20 3 685 97 0 1631 PEAK HR FACTOR: 0.469 0.375 0.500 0.000 0.819 0.500 0.759 0.000 0.803 0.898 0.659 0.714 0.750 0.901 0.735 0.000 0.900 0.556 0.794 0.876 0.935 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 1 1 0 2 0.5 1.5 0 2 2 1 0 2 2 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 4:00 PM 12 1 0 0 40 0 40 0 115 137 4 7 3 117 35 1 512 4:15 PM 0 4 1 0 42 6 41 1 102 164 3 8 1 90 23 0 486 4:30 PM 4 2 2 0 55 2 43 1 100 148 3 8 0 137 38 0 543 4:45 PM 2 3 1 0 53 0 48 2 135 179 0 10 1 94 37 1 566 5:00 PM 9 5 3 0 47 2 49 1 103 173 1 3 2 128 33 0 559 5:15 PM 8 3 1 0 56 1 65 2 153 185 1 6 0 119 32 0 632 5:30 PM 5 1 3 0 53 1 49 0 111 169 0 6 0 101 37 0 536 5:45 PM 6 2 0 0 46 0 39 5 94 120 1 2 0 130 31 0 476 6:00 PM 2 1 10 52 1 58 3 125 138 1 9 0 98 33 0 522 6:15 PM 1 3 1 0 36 0 43 0 114 137 2 5 1 94 29 0 466 6:30 PM 3 0 0 0 33 1 41 0 85 111 0 7 0 89 26 1 397 6:45 PM 3 0 0 0 43 2 24 1 79 78 2 5 0 59 25 0 321 NL NT NR NO SL ST SR SO EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 55 25 13 0 556 ifi 540 16 1316 1739 18 76 8 1256 379 3 6016 APPROACH%'s: 59.14% 26.88% 13.98% 0.00% 49.29% 1.42% 47.87% 1.42% 41.79% 55.22% 0.57% 2.41% 0.49% 76.31% 23.03% 0.18% PEAK HR: 04:30 PM-05:30 PM TOTAL PEAK HR VOL: 23 13 7 0 211 5 205 6 491 685 5 27 3 478 140 1 2300 PEAK HR FACTOR: O.639 0.650 0.583 0.000 0.942 0.625 0.788 0.750 0.802 0.926 0.417 0.675 0.375 0.872 0.921 0.250 0.910 O.632 0.8fi1 0.875 0.889 National Data&surveying seTv>ieesIntersection Turning Movement Count Location:Snowden Bridge Blvd&Ezra Ln City:Winchester Project ID:21-2 6001 5-002 Control:2-Way Stop(EB/WB) Date:8/31/2021 Data-Total NS/EW Streets: Snowden Bridge Blvd Snowden Bridge Blvd Ezra Ln Ezra Ln NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 1 2 0 0 1 2 0 0 1 0.5 0.5 0 1 1 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 0 3 0 0 1 12 0 0 2 0 0 0 0 0 1 0 19 6.1 SAM 0 0 0 0 0 5 0 0 1 0 0 0 0 0 0 0 6 6:30 AM 0 2 0 0 0 22 2 0 0 0 0 0 0 0 1 0 27 6:45 AM 0 3 0 0 0 18 0 0 1 0 0 0 0 0 0 0 22 7:00 AM 0 3 0 0 0 5 2 0 2 0 0 0 0 0 0 0 12 7:15 AM 0 3 0 0 0 7 2 0 1 0 0 0 0 0 0 0 13 7:30 AM 0 2 0 0 0 9 3 0 1 0 0 0 0 0 0 0 15 7:45 AM 1 2 0 0 0 3 1 0 1 0 0 0 0 1 0 0 9 8:00 AM 0 7 0 0 0 8 1 0 2 0 0 0 0 0 1 0 19 8:15 AM 0 3 0 0 1 7 2 0 0 0 0 0 0 0 0 0 13 8:30 AM 0 3 0 0 0 3 2 0 3 0 0 0 0 0 1 0 12 8:45 AM 0 8 0 0 0 5 1 0 0 0 0 0 0 0 0 0 14 NL NT NR NU SL ST SR SU EL ET ER EU WE WT WR WU TOTAL TOTAL VOLUMES: 1 39 0 0 2 104 16 0 14 0 0 0 0 1 4 0 181 APPROACH%'s: 2.50% 97.50% 0.00% 0.00% 1.64% 85.25% 13.11% 0.00% 100.00% 0.00% 0.00% 0.00% 0.00% 20.00% 80.00% 0.00% PEAK HR: 06:30 AM-07:30 AM TOTAL PEAK HR VOL: 0 11 0 0 0 52 6 0 4 0 0 0 0 0 1 0 74 PEAK HR FACTOR: 0.000 0.917 0.000 0.000 0.000 0.591 0.750 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.250 0.000 0.685 0.917 0.604 0.500 0.250 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 1 2 0 0 1 2 0 0 1 0.5 0.5 0 1 1 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WE WT WR WU TOTAL 4:00 PM 0 9 0 0 0 3 2 1 2 0 0 0 0 0 1 0 18 4:15 PM 0 7 0 1 0 9 2 0 2 0 0 0 0 0 0 0 21 4:30 PM 0 4 1 0 1 0 3 0 1 0 0 0 0 0 0 0 10 4:45 PM 1 4 0 0 0 2 0 0 3 0 0 0 0 0 1 0 11 5:00 PM 0 7 0 0 0 3 2 0 6 0 0 0 0 0 2 0 20 5:15 PM 0 8 0 0 0 2 0 0 3 0 0 0 0 0 0 0 13 5:30 PM 0 8 0 0 0 1 0 0 2 1 0 0 0 0 0 0 12 5:45 PM 0 5 0 0 0 1 0 0 1 1 0 0 0 0 1 0 9 6:00 PM 0 3 0 0 0 2 0 0 1 0 0 0 0 1 0 0 7 6:15 PM 1 3 0 0 1 2 0 0 2 0 0 0 0 0 0 0 9 630 PM 0 2 0 0 0 1 0 0 0 0 1 0 0 0 1 0 5 6:45 PM 0 1 0 0 1 2 1 0 2 0 1 0 0 0 0 0 8 NL NT NR NO SL ST SR SU EL ET ER EU WE WT WR WU TOTAL TOTAL VOLUMES: 2 61 1 1 3 28 10 1 25 2 2 0 0 1 6 0 143 APPROACH W- 3.08% 93.85% 1.54% 1.54% 7.14% 66.67% 23.81% 2.38% 86.21% 6.90% 6.90% 0.00% 0.00% 14.29% 85.71% 0.00% PEAK HR: 04:15 PM-05:15 PM TOTAL PEAK HR VOL: 1 22 1 1 1 14 7 0 12 0 0 0 0 0 3 062 PEAK HR FACTOR: 0.250 0.786 0.250 0.250 0.250 0.389 0.583 0.000 0.500 0.000 0.000 0.000 0.000 0.000 0.375 0.000 0 738 0.781 0.500 0.500 0.375 National Data&surveying seTvieesIntersection Turning Movement Count Location:1-81 NB Off-Ramp&Martinsburg Pike City:Winchester Project ID:21-2 6001 5-003 Control:Signalized Date:8/31/2021 Data-Total NS/EW Streets: 1-81 NB Off-Ramp 1-81 NB Off-Ramp Martinsburg Pike Martinsburg Pike NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NO SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 54 0 39 0 0 0 0 0 0 121 0 0 0 97 0 0 311 6:15 AM 64 0 39 0 0 0 0 0 0 148 0 0 0 123 0 0 374 6:30 AM 116 0 41 0 0 0 0 0 0 192 0 0 0 151 0 0 500 6:45 AM 142 0 44 0 0 0 0 0 0 196 0 2 0 172 0 0 556 7:00 AM 83 0 44 0 0 0 0 0 0 190 0 0 0 185 0 0 502 7:15 AM 123 0 37 0 0 0 0 0 0 229 0 0 0 245 0 0 634 7:30 AM 120 0 45 0 0 0 0 0 0 254 0 0 0 232 0 0 651 7:45 AM 138 0 64 0 0 0 0 0 0 202 0 0 0 272 0 0 676 8:00 AM 89 0 56 0 0 0 0 0 0 199 0 0 0 206 0 0 550 8:15 AM 101 0 53 0 0 0 0 0 0 195 0 2 0 175 0 0 526 8:30 AM 105 0 48 0 0 0 0 0 0 193 0 0 0 202 0 0 548 8:45 AM 89 0 55 0 0 0 0 0 0 206 0 0 0 225 0 0 575 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 1224 0 565 0 0 0 0 0 0 2325 0 4 0 2285 0 0 6403 APPROACH%'s: 68.42% 0.00% 31.58% 0.00% 0.00% 99.83% 0.00% 0.17% 0.00% 100.00% 0.00% 0.00% PEAK HR: 07:15 AM-08:15 AM TOTAL PEAK HR VOL: 470 0 2020 0 0 0 0 0 884 0 0 0 955 0 0 2511 PEAK HR FACTOR: 0.851 0.000 0.789 0.000 0.000 0.000 0.000 0.000 0.000 0.870 0.000 0.000 0.000 0.878 0.000 0.000 0 929 0.832 0.870 0.878 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 75:15� 137 0 69 0 0 0 0 0 0 289 0 0 0 222 0 0 717 95 0 75 0 0 0 0 0 0 308 0 1 0 231 0 0 710 142 0 88 0 0 0 0 0 0 304 0 1 0 252 0 0 787 128 0 115 0 0 0 0 0 0 317 0 2 0 200 0 0 762 104 0 85 0 0 0 0 0 0 342 0 0 0 268 0 0 799 128 0 75 0 0 0 0 0 0 364 0 0 0 260 0 0 827 5:30 PM 106 0 75 0 0 D 0 0 0 287 0 0 0 230 0 0 698 5:45 PM 83 0 68 0 0 0 0 0 0 238 0 0 0 248 0 0 637 6:00 PM 107 0 85 0 0 0 0 0 0 255 0 0 0 183 0 0 630 6:15 PM 83 0 86 0 0 0 0 0 0 250 0 0 0 218 0 0 637 630 PM 89 0 71 0 0 0 0 0 0 202 0 0 0 185 0 0 547 6:45 PM 78 0 40 0 0 0 0 0 0 171 0 0 0 154 0 0 443 NL NT NR NO SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 1280 0 932 0 0 0 0 0 0 3327 0 4 0 2651 0 0 8194 APPROACH%'s: 57.87% 0.00% 42.13% 0.00% 0.00% 99.88% 0.00% 0.12% 0.00% 100.00% 0.00% 0.00% PEAK FIR: 04:30 PM-05:30 PM TOTAL PEAK HR VOL: 502 0 363 0 0 0 0 0 0 1327 0 3 0 980 0 0 3175 PEAK HR FACTOR: 0.884 0.000 0.789 0.000 0.000 0.000 0.000 0.000 0.000 0.911 0.000 0.375 0.000 0.914 0.000 0.000 0.960 0.890 0.913 0.914 National Data&surveying seTvieesIntersection Turning Movement Count Location:Redbud Rd/1-81 NB On-Ramp&Martinsburg Pike City:Winchester Project ID:21-2 6001 5-004 Control:Signalized Date:8/31/2021 Data-Total NS/EW Streets: Redbud Rd/I-81 NB On-Ramp Redbud Rd/I-81 NB On-Ramp Martinsburg Pike Martinsburg Pike NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NO SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 6:00 AM 1 0 2 0 0 0 0 0 51 78 22 0 3 97 6 1 261 6:15 AM 4 0 3 0 0 0 0 0 66 100 26 1 4 117 7 0 328 6:30 AM 10 0 2 0 0 0 0 0 75 126 32 0 4 144 8 0 401 6:45 AM 11 0 4 0 0 0 0 0 77 135 28 0 5 164 8 1 433 7:00 AM 8 1 2 0 0 0 0 0 75 134 26 0 5 172 4 0 427 7:15 AM 13 2 3 0 0 0 0 0 91 144 31 0 6 233 10 0 533 7:30 AM 27 0 4 0 0 0 0 0 95 176 29 0 6 203 9 0 549 7:45 AM 26 0 4 0 0 0 0 0 54 190 21G 7 247 9 0 558 8:00 AM 18 0 0 0 0 0 0 0 50 169 28 0 10 188 13 0 476 8:15 AM 20 0 8 0 0 0 0 0 64 173 19 0 4 159 10 0 457 8:30 AM 10 0 4 0 0 0 0 0 56 157 18 0 5 188 16 0 454 8:45 AM 14 0 3 0 0 0 0 0 59 195 17 1 7 212 12 2 522 NL NT NR NU SL ST SR SO ELET ER EU WL Wi WR WU TOTAL TOTAL VOLUMES: 162 3 39 0 0 0 0 0 813 1777 297 2 66 2124 112 4 5399 APPROACH%'s: 79.41% 1.47% 19.12% 0.00% 28.14% 61.51% 10.28% 0.07% 2.86% 92.11% 4.86% 0.17% PEAK HR: 07:15 AM-08:15 AM TOTAL PEAK HR VOL: 84 2 110 0 0 0 0 290 679 109 0 29 871 41 0 2116 PEAK HR FACTOR: 0.778 0.250 0.688 0.000 000.0 0.000 0.000 0.000 0.763 0.893 0.879 0.000 0.725 0.882 0.788 0.000 0 948 0.782 0.898 0.894 NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SO EL ET ER EU WL WT WR WU TOTAL 7". 40 4 5 0 0 0 0 0 99 242 13 0 6 185 17 0 611 36 1 5 0 0 0 0 0 98 272 17 0 4 192 22 0 647 41 1 7 0 0 0 0 0 90 273 26 1 3 220 7 0 669 36 4 8 0 0 0 0 0 103 308 22 1 5 154 22 0 663 41 1 5 0 0 0 0 0 96 297 26 0 2 227 15 0 710 37 5 11 0 0 0 0 0 108 312 24 0 10 227 21 0 755 5:30 PM 48 2 6 0 0 0 0 0 88 263 14 0 10 183 23 2 639 5:45 PM 23 1 9 0 0 0 0 0 55 227 17 1 11 218 13 2 577 6:00 PM 14 1 10 0 0 0 0 0 78 256 10 1 6 175 15 1 567 6:15 PM 12 0 2 0 0 0 0 0 69 246 18 3 10 196 19 2 577 6:30 PM 17 2 3 0 0 0 0 0 50 212 11 0 5 169 18 1 488 6:45 PM 10 0 4 0 0 0 0 0 51 148 8 2 4 142 14 0 383 NL NT NR NO SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES: 355 22 75 0 0 0 0 0 985 3056 206 9 76 2288 206 8 7286 APPROACH%'s: 78.54% 4.87% 16.59% 0.00% 23.14% 71.80% 4.84% 0.21% 2.95% 88.75% 7.99% 0.31% PEAK HR: 04:30 PM-05:30 PM TOTAL PEAK HR VOL: 155 11 31 0 0 0 0 0 397 1190 98 2 20 828 65 0 2797 PEAK HR FACTOR: 0.945 0.550 00 0.705 0.000 0.0 0.000 0.000 0.000 0.919 0.954 0.942 0.500 0.500 0.912 0.739 0.000 0.926 0.929 0.950 0.885 Holtzman Winchester Technical Appendix C. 2021 HCM Level of Service Definitions 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com GOROVE SLADE Transportation Planners and Engineers TECHNICAL MEMORANDUM Subject: Level of Service Definitions Introduction The purpose of this memorandum is to define the level of service(LOS)metricthat commonly used as a measure of effectiveness (MOE)for traffic operations. All capacity analyses are based on the procedures specified by the Transportation Research Board's (TRB) Highway Capacity Manual (HCM), which is currently on its sixth edition. Level of service ranges from A to F. A brief description of each level of service for signalized and unsignalized intersections is provided below. Signalized Intersections Level of service is based upon the traffic volume present in each lane on the roadway,the capacity of each lane at the intersection and the delay associated with each directional movement. The levels of service for signalized intersections are defined below: • Level of Service A describes operations with very low average delay per vehicle, i.e., less than 10.0 seconds. This occurs when progression is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop. Short signal cycle lengths may also contribute to low delay. • Level of Service B describes operations with average delay in the range of 10.1 to 20.0 seconds per vehicle. This generally occurs with good progression and/or short cycle lengths. More vehicles stop than for LOS A, causing higher levels of average delay. • Level of Service C describes operations with delay in the range of 20.1 to 35.0 seconds per vehicle. These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level although many still pass through the intersection without stopping. This is generally considered the lower end of the range of the acceptable level of service in rural areas. • Level of Service D describes operations with delay in the range of 35.1 to 55.0 seconds per vehicle. At LOS D, the influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, and/or high traffic volumes as compared to the roadway capacity. Many vehicles are required to stop and the number of vehicles that do not have to stop declines. Individual signal cycle failures, where all waiting vehicles do not clear the intersection during a single green time, are noticeable. This is generally considered the lower end of the range of the acceptable level of service in urban areas. • Level of Service E describes operations with delay in the range of 55.1 to 80.0 seconds per vehicle. These higher delay values generally indicate poor progression, long cycle lengths, and high traffic volumes. Individual cycle failures are frequent occurrences. LOS E has been set as the limit of acceptable conditions. • Level of Service F describes operations with average delay in excess of 80.0 seconds per vehicle. This is considered to be unacceptable to most drivers. This condition often occurs with over-saturation, i.e., when traffic arrives at a flow rate that exceeds the capacity of the intersection. It may also occur at high volumes with many individual cycle failures. Poor progression and long cycle lengths may also contribute to such delays. 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 )VrW S CAC'C 0 7� Level of Service Definitions Page 2 Unsignalized Intersections At an unsignalized intersection,the major street through traffic and right-turns are assumed to operate unimpeded and therefore receive no level of service rating. The level of service for the minor street and the major street left-turn traffic is dependent on the volume and capacity of the available lanes, and, the number and frequency of acceptable gaps in the major street traffic to make a conflicting turn. The level of service grade is provided for each conflicting movement at an unsignalized intersection and is based on the total average delay experienced by each vehicle. The delay includes the time it takes a vehicle to move from the back of a queue through the intersection. The unsignalized intersection level of service analysis does not account for variations in driver behavior or the effects of nearby traffic signals. Therefore, the results from this analysis usually indicate worse levels of service than may be experienced in the field. The unsignalized intersection level of service descriptions are provided below: • Level of Service A describes operations where there is very little to no conflicting traffic for a minor side street movement, i.e., an average total delay of less than 10.0 seconds per vehicle. • Level of Service B describes operations with average total delay in the range of 10.1 to 15.0 seconds per vehicle. • Level of Service C describes operations with average total delay in the range of 15.1 to 25.0 second per vehicle. • Level of Service D describes operations with average total delay in the range of 25.1 to 35.0 seconds per vehicle. • Level of Service E describes operations with average total delay in the range of 35.1 to 50.0 seconds per vehicle. • Level of Service F describes operations with average total delay of 50 seconds per vehicle. LOS F exists when there are insufficient gaps of suitable size to allow a side street demand to cross safely through or enter a major street traffic stream. This level of service is generally evident from extremely long total delays experienced by side street traffic and by queuing on the minor approaches. It is important to note that LOS F may not always result in long queues but may result in adjustments to normal driver behavior. 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Holtzman Winchester Technical Appendix D. 2021 Existing Conditions — Capacity Analysis Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Queues 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: EXAM Lane Group EBT WBT NBL NBR Lane Group Flow(vph) 951 1027 505 217 v/c Ratio 0.48 0.51 0.55 0.47 Control Delay 16.0 8.5 36.3 29.0 Queue Delay 0.0 0.5 0.0 0.3 Total Delay 16.0 9.0 36.3 29.4 Queue Length 50th(ft) 195 41 170 113 Queue Length 95th (ft) 357 517 174 146 Internal Link Dist(ft) 772 156 777 Turn Bay Length (ft) 575 485 Base Capacity(vph) 1984 2021 1614 770 Starvation Cap Reductn 0 541 0 0 Spillback Cap Reductn 84 0 0 211 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.50 0.69 0.31 0.39 Intersection Summary Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: EXAM --,0- '4- Movement EBT EBR WBL WBT NBL NBR Lane Configurations ft tt r Traffic Volume(veh/h) 884 0 0 955 470 202 Future Volume(veh/h) 884 0 0 955 470 202 Initial Q(Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1737 0 0 1767 1707 1722 Adj Flow Rate,veh/h 951 0 0 1027 505 217 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh,% 11 0 0 9 13 12 Cap,veh/h 2345 0 0 2385 623 288 _ Arrive On Green 0.71 0.00 0.00 0.23 0.20 0.20 Sat Flow,veh/h 3474 0 0 3533 3155 1459 Grp Volume(v),veh/h 951 0 0 1027 505 217 Grp Sat Flow(s),veh/h/In 1650 0 0 1678 1577 1459 Q Serve(g_s),s 14.1 0.0 0.0 31.3 18.4 16.8 Cycle Q Clear(g_c),s 14.1 0.0 0.0 31.3 18.4 16.8 Prop In Lane 0.00 0.00 1.00 1.00 Lane Grp Cap(c),veh/h 2345 0 0 2385 623 288 V/C Ratio(X) 0.41 0.00 0.00 0.43 0.81 0.75 Avail Cap(c_a),veh/h 2345 0 0 2385 1643 760 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.75 1.00 1.00 Uniform Delay(d),s/veh 7.1 0.0 0.0 25.3 46.0 45.4 Incr Delay(d2),s/veh 0.5 0.0 0.0 0.4 1.0 1.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 7.8 0.0 0.0 19.4 11.8 10.4 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 7.6 0.0 0.0 25.7 47.0 46.9 LnGrp LOS A A A C D D Approach Vol,veh/h 951 1027 722 Approach Delay,s/veh 7.6 25.7 46.9 Approach LOS A C D Timer-Assigned Phs 2 4 6 Phs Duration(G+Y+Rc),s 90.8 29.2 90.8 _ Change Period(Y+Rc),s 5.5 5.5 5.5 Max Green Setting (Gmax),s 46.5 62.5 46.5 _ Max Q Clear Time(g_c+11),s 16.1 20.4 33.3 Green Ext Time(p-c),s 2.5 3.4 2.4 _ Intersection Summary - HCM 6th Ctrl Delay 25.0 HCM 6th LOS C Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 3 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: EXAM t Lane Group EBL EBT EBR WBL WBT WBR NBT Lane Group Flow(vph) 305 723 115 31 917 43 102 v/c Ratio 0.63 0.42 0.11 0.05 0.61 0.06 0.47 Control Delay 21.9 19.0 4.7 2.7 18.6 0.1 55.2 Queue Delay 0.2 0.1 0.1 0.0 0.5 0.0 0.0 Total Delay 22.2 19.1 4.8 2.7 19.1 0.1 55.2 Queue Length 50th(ft) 96 124 3 7 280 0 72 Queue Length 95th(ft) 269 233 32 5 404 0 130 Internal Link Dist(ft) 156 1112 396 Turn Bay Length(ft) 125 70 150 250 Base Capacity(vph) 836 2227 1256 643 1492 754 218 Starvation Cap Reductn 132 488 481 0 0 0 0 Spillback Cap Reductn 0 0 0 0 209 0 0 - Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio 0.43 0.42 0.15 0.05 0.71 0.06 0.47 Intersection Summary Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 4 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: EXAM --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL - SBT SBR Lane Configurations tt r tt r Traffic Volume(veh/h) 290 687 109 29 871 41 84 2 11 0 it 0AM 0 Future Volume(veh/h) 290 687 109 29 871 41 84 2 11 0 0 0 Initial Q(Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1693 1722 1961 1900 1752 1678 1900 1900 1767 - Adj Flow Rate,veh/h 305 723 115 31 917 43 88 2 12 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 _ Percent Heavy Veh,% 14 12 1 0 10 15 0 0 9 Cap,veh/h 793 781 397 988 977 417 63 1 9 _ Arrive On Green 0.89 0.48 0.48 0.50 0.29 0.29 0.04 0.04 0.04 Sat Flow,veh/h 1612 3272 1662 1810 3328 1422 1540 35 210 Grp Volume(v),veh/h 305 723 115 31 917 43 102 0 0 Grp Sat Flow(s),veh/h/In 1612 1636 1662 1810 1664 1422 1785 0 0 Q Serve(g_s),s 0.0 24.8 5.0 0.0 32.2 2.6 4.9 0.0 0.0 Cycle Q Clear(g_c),s 0.0 24.8 5.0 0.0 32.2 2.6 4.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.86 0.12 Lane Grp Cap(c),veh/h 793 781 397 988 977 417 73 0 0 V/C Ratio(X) 0.38 0.93 0.29 0.03 0.94 0.10 1.40 0.00 0.00 Avail Cap(c_a),veh/h 793 2192 1113 988 1037 443 73 0 0 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.87 0.87 0.87 0.94 0.94 0.94 1.00 0.00 0.00 Uniform Delay(d),s/veh 3.5 30.3 25.2 13.7 41.3 30.9 57.6 0.0 0.0 Incr Delay(d2),s/veh 0.1 16.6 1.6 0.0 16.6 0.5 243.5 0.0 0.0 _ Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 1.6 13.3 3.6 0.7 21.2 1.7 12.4 0.0 0.0 _ Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 3.6 47.0 26.8 13.7 58.0 31.4 301.1 0.0 0.0 _ LnGrp LOS A D C B E C F A A Approach Vol,veh/h 1143 991 102 Approach Delay,s/veh 33.4 55.4 301.1 Approach LOS C E F Timer-Assigned Phs 1 2 4 5 6 Phs Duration(G+Y+Rc),s 68.7 37.3 14.0 62.2 43.8 Change Period(Y+Rc),s *8.6 *8.6 *9.1 *8.6 *8.6 Max Green Setting (Gmax),s *8.4 *80 *4.9 *51 *37 _ Max Q Clear Time(g_c+11),s 2.0 26.8 6.9 2.0 34.2 Green Ext Time(p-c),s 0.0 1.8 0.0 0.2 1.0 _ Intersection Summary - HCM 6th Ctrl Delay 55.4 HCM 6th LOS E Notes *HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 6 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: EXAM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 308 419 32 3 761 108 17 3 2 66 47 46 v/c Ratio 0.75 0.17 0.03 0.03 0.37 0.09 0.20 0.04 0.01 0.28 0.39 0.15 Control Delay 40.4 1.6 0.1 55.7 14.2 1.5 60.4 55.3 0.0 55.3 26.4 1.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 40.4 1.6 0.1 55.7 14.2 1.5 60.4 55.3 0.0 55.3 26.4 1.0 Queue Length 50th(ft) 123 11 0 1 134 0 6 2 0 26 2 0 Queue Length 95th(ft) 137 14 m0 6 260 16 19 13 0 49 43 0 Internal Link Dist(ft) 1112 747 638 487 Turn Bay Length(ft) 408 1000 237 270 290 230 205 135 Base Capacity(vph) 1045 2516 1014 175 2058 1156 145 121 297 346 150 331 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 0.29 0.17 0.03 0.02 0.37 0.09 0.12 0.02 0.01 0.19 0.31 0.14 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 7 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: EXAM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 20 257 377 29 3 685 97 15 3 2 59 2 Future Volume(vph) 20 257 377 29 3 685 97 15 3 2 59 2 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3346 3167 1205 2633 3312 1599 1945 1863 1077 3400 1352 Fit Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3346 3167 1205 2633 3312 1599 1945 1863 1077 3400 1352 Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow(vph) 22 286 419 32 3 761 108 17 3 2 66 2 RTOR Reduction(vph) 0 0 0 10 0 0 45 0 0 2 0 43 Lane Group Flow(vph) 0 308 419 22 3 761 63 17 3 0 66 4 Heavy Vehicles(%) 0% 5% 14% 34% 33% 9% 1% 80% 2% 50% 3% 0% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 20.3 81.7 84.0 1.0 62.3 69.5 2.3 1.3 1.3 7.2 6.1 Effective Green,g (s) 20.3 81.7 84.0 1.0 62.3 69.5 2.3 1.3 1.3 7.2 6.1 Actuated g/C Ratio 0.17 0.68 0.70 0.01 0.52 0.58 0.02 0.01 0.01 0.06 0.05 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension(s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 566 2156 843 21 1719 926 37 20 11 204 68 v/s Ratio Prot c0.09 0.13 0.00 0.00 c0.23 0.00 0.01 0.00 c0.02 c0.00 v/s Ratio Perm 0.02 0.04 0.00 v/c Ratio 0.54 0.19 0.03 0.14 0.44 0.07 0.46 0.15 0.00 0.32 0.06 Uniform Delay,d1 45.6 7.0 5.5 59.1 18.0 11.1 58.2 58.8 58.7 54.1 54.2 Progression Factor 0.57 0.28 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay,d2 0.6 0.2 0.0 1.1 0.8 0.0 3.3 1.3 0.0 0.3 0.1 Delay(s) 26.7 2.2 5.5 60.2 18.8 11.1 61.5 60.1 58.7 54.4 54.4 Level of Service C A A E B B E E E D D Approach Delay(s) 12.3 18.0 61.1 54.3 Approach LOS B B E D Intersection Summary HCM 2000 Control Delay 19.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.45 Actuated Cycle Length(s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 57.0% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 8 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: EXAM 4/ Movement SBR Lan4Configurations r Traffic Volume(vph) 82 Future Volume(vph) 82 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1334 Fit Permitted 1.00 Satd. Flow(perm) 1334 Peak-hour factor, PHF 0.90 Adj. Flow(vph) 91 RTOR Reduction(vph) 44 Lane Group Flow(vph) 2 Heavy Vehicles(%) 15% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G(s) 6.1 Effective Green,g (s) 6.1 Actuated g/C Ratio 0.05 Clearance Time(s) 6.3 Vehicle Extension(s) 1.0 Lane Grp Cap(vph) 67 v/s Ratio Prot - v/s Ratio Perm 0.00 v/c Ratio 0.03 - Uniform Delay,d1 54.2 Progression Factor 1.00 - Incremental Delay,d2 0.1 Delay(s) 54.2 - Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 9 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: EXAM Intersection Int Delay,s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1� + r ) 0 ) 0 Traffic Vol,veh/h 5 0 0 0 1 1 1 14 0 0 27 7 Future Vol,veh/h 5 0 0 0 1 1 1 14 0 0 27 7 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None _ Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 _ Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles,% 60 0 0 0 0 0 0 64 0 0 41 0 Mvmt Flow 6 0 0 0 1 1 1 16 0 0 32 8 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 47 54 20 34 58 8 40 0 0 16 0 0 Stage 1 36 36 - 18 18 - - - - - - - Stage 2 11 18 - 16 40 - - - Critical Hdwy 8.7 6.5 6.9 7.5 6.5 6.9 4.1 4.1 Critical Hdwy Stg 1 7.7 5.5 - 6.5 5.5 - - - - Critical Hdwy Stg 2 7.7 5.5 - 6.5 5.5 - - - - Follow-up Hdwy 4.1 4 3.3 3.5 4 3.3 2.2 2.2 Pot Cap-1 Maneuver 805 841 1060 974 837 1078 1583 1615 _ Stage 830 869 - 1004 884 - - - Stage 2 863 884 - 1007 866 - - - _ Platoon blocked,% Mov Cap-1 Maneuver 803 840 1060 974 836 1078 1583 1615 _ Mov Cap-2 Maneuver 803 840 - 974 836 - - - Stage 1 829 869 1003 883 _ Stage 2 860 883 1007 866 Approach EB WB NB SB _ HCM Control Delay,s 9.5 8.8 0.5 0 _ HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1583 803 836 1078 1615 HCM Lane V/C Ratio 0.001 0.007 0.001 0.001 - HCM Control Delay(s) 7.3 9.5 0 0 9.3 8.3 0 HCM Lane LOS A A A A A A A HCM 95th%tile Q(veh) 0 0 0 0 0 Holtzman Winchester TIA Synchro 10 Report Existing(2021)AM Peak Hour Page 12 Queues 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: EXPM Lane Group EBT WBT NBL NBR Lane Group Flow(vph) 1382 1024 523 378 v/c Ratio 0.64 0.47 0.57 0.82 Control Delay 17.7 5.8 37.9 52.8 Queue Delay 0.6 1.3 0.0 59.3 Total Delay 18.4 7.1 37.9 112.1 Queue Length 50th (ft) 331 66 178 268 Queue Length 95th (ft) 529 517 198 332 Internal Link Dist(ft) 565 156 777 Turn Bay Length (ft) 575 485 Base Capacity(vph) 2154 2175 1657 828 Starvation Cap Reductn 0 872 0 0 Spillback Cap Reductn 390 0 0 527 Storage Cap Reductn 0 0 0 0 Reduced A Ratio 0.78 0.79 0.32 1.26 Intersection Summary Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: EXPM --,0- '4- Movement EBT EBR WBL WBT NBL NBR - Lane Configurations ft tt r Traffic Volume(veh/h) 1327 0 0 983 502 363 Future Volume(veh/h) 1327 0 0 983 502 363 Initial Q (Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1841 0 0 1856 1752 1870 Adj Flow Rate,veh/h 1382 0 0 1024 523 378 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 4 0 0 3 10 2 Cap,veh/h 2277 0 0 2295 833 408 Arrive On Green 0.65 0.00 0.00 0.21 0.26 0.26 Sat Flow,veh/h 3681 0 0 3711 3237 1585 Grp Volume(v),veh/h 1382 0 0 1024 523 378 Grp Sat Flow(s),veh/h/In 1749 0 0 1763 1618 1585 Q Serve(g_s), s 27.4 0.0 0.0 30.3 17.2 27.9 Cycle Q Clear(g_c),s 27.4 0.0 0.0 30.3 17.2 27.9 Prop In Lane 0.00 0.00 1.00 1.00 Lane Grp Cap(c),veh/h 2277 0 0 2295 833 408 V/C Ratio(X) 0.61 0.00 0.00 0.45 0.63 0.93 Avail Cap(c_a),veh/h 2277 0 0 2295 1686 826 HCM Platoon Ratio 1.00 1.00 1.00 0.33 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.28 1.00 1.00 Uniform Delay(d),s/veh 12.1 0.0 0.0 28.3 39.5 43.5 Incr Delay(d2),s/veh 1.2 0.0 0.0 0.2 0.3 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 15.0 0.0 0.0 17.5 11.2 17.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.3 0.0 0.0 28.5 39.8 47.4 LnGrp LOS B A A C D D Approach Vol,veh/h 1382 1024 901 Approach Delay,s/veh 13.3 28.5 43.0 Approach LOS B C D Timer-Assigned Phs 2 4 6 Phs Duration(G+Y+Rc), s 83.6 36.4 83.6 Change Period (Y+Rc), s 5.5 5.5 5.5 Max Green Setting (Gmax), s 46.5 62.5 46.5 Max Q Clear Time(g_c+I1), s 29.4 29.9 32.3 Green Ext Time(p-c), s 3.7 1.0 2.4 Intersection Summary HCM 6th Ctrl Delay 26.1 HCM 6th LOS C Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 3 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: EXPM t Lane Group EBL EBT EBR WBL WBT WBR NBT Lane Group Flow(vph) 432 1280 105 22 890 70 212 v/c Ratio 0.84 0.74 0.11 0.09 0.92 0.12 0.52 Control Delay 38.3 23.6 0.4 8.1 45.4 0.7 47.9 Queue Delay 0.0 0.2 0.1 0.0 2.9 0.0 0.0 Total Delay 38.3 23.9 0.5 8.1 48.3 0.7 47.9 Queue Length 50th (ft) 262 -610 0 7 353 3 142 Queue Length 95th (ft) 362 187 m2 m6 422 0 #336 Internal Link Dist(ft) 156 1112 396 Turn Bay Length (ft) 125 70 150 250 Base Capacity(vph) 774 2371 1211 254 1092 639 406 Starvation Cap Reductn 0 392 457 0 0 0 0 Spillback Cap Reductn 0 0 0 0 115 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced A Ratio 0.56 0.65 0.14 0.09 0.91 0.11 0.52 Intersection Summary 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. Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 4 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: EXPM --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL NSaALSBj Lane Configurations tt r tt r Traffic Volume(veh/h) 402 1190 98 20 828 65 155 11 31 0 ff 0 IF 0 Future Volume(veh/h) 402 1190 98 20 828 65 155 11 31 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 1870 1945 1678 1856 1870 1856 1900 1752 Adj Flow Rate,veh/h 432 1280 105 22 890 70 167 12 33 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh,% 9 2 2 15 3 2 3 0 10 Cap,veh/h 860 1367 634 644 965 434 57 4 11 Arrive On Green 0.62 0.51 0.51 0.36 0.27 0.27 0.04 0.04 0.04 Sat Flow,veh/h 1682 3554 1648 1598 3526 1585 1402 101 277 mom Grp Volume(v),veh/h 432 1280 105 22 890 70 212 0 0 Grp Sat Flow(s),veh/h/In 1682 1777 1648 1598 1763 1585 1780 0 0 Q Serve(g_s),s 9.6 40.5 4.1 0.0 29.4 4.0 4.9 0.0 0.0 Cycle Q Clear(g_c),s 9.6 40.5 4.1 0.0 29.4 4.0 4.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.79 0.16 Lane Grp Cap(c),veh/h 860 1367 634 644 965 434 73 0 0 V/C Ratio(X) 0.50 0.94 0.17 0.03 0.92 0.16 2.92 0.00 0.00 Avail Cap(c_a),veh/h 860 2381 1104 644 1099 494 73 0 0 _ HCM Platoon Ratio 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.68 0.68 0.68 0.96 0.96 0.96 1.00 0.00 0.00 i Uniform Delay(d),s/veh 13.1 27.9 19.0 22.9 42.3 33.1 57.6 0.0 0.0 Incr Delay(d2),s/veh 0.1 9.8 0.4 0.0 14.8 0.8 898.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 7.9 21.9 2.8 0.7 20.5 2.9 32.4 0.0 0.0 _ Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 13.2 37.7 19.4 22.9 57.2 33.9 956.2 0.0 0.0 _ LnGrp LOS B D B C E C F A A Approach Vol,veh/h 1817 982 212 _ Approach Delay,s/veh 30.8 54.7 956.2 Approach LOS C D F Timer-Assigned Phs 1 2 4 5 6 Phs Duration(G+Y+Rc),s 51.2 54.8 14.0 64.5 41.5 Change Period (Y+Rc), s .8.6 '8.6 `9.1 8.6 8.6 Max Green Setting (Gmax),s .8.4 '80 .4.9 51 37 Max Q Clear Time(g_c+I1),s 2.0 42.5 6.9 11.6 31.4 Green Ext Time(p-c),s 0.0 3.7 0.0 0.3 1.4 Intersection Summary HCM 6th Ctrl Delay 103.8 i HCM 6th LOS F HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 6 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: LXPM Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 570 753 5 4 525 154 25 14 8 238 115 115 v/c Ratio 0.83 0.31 0.01 0.03 0.33 0.16 0.18 0.18 0.03 0.69 0.44 0.30 Control Delay 48.4 11.4 0.0 55.8 24.1 2.1 58.4 60.6 0.1 62.7 15.3 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.4 11.4 0.0 55.8 24.1 2.1 58.4 60.6 0.1 62.7 15.3 2.0 Queue Length 50th (ft) 108 80 0 1 143 0 9 11 0 93 4 0 Queue Length 95th (ft) 245 145 m0 7 219 25 24 33 0 132 61 0 Internal Link Dist(ft) 1112 808 638 A& 487= Turn Bay Length (ft) 408 1000 237 270 290 230 205 135 Base Capacity(vph) 1094 2450 882 233 1574 968 240 114 319 363 1&26 381 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.31 0.01 0.02 0.33 0.16 0.10 0.12 0.03 0.66 0.44 0.30 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 7 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: EXPM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 27 491 685 5 4 478 140 23 13 7 217 5 Future Volume(vph) 27 491 685 5 4 478 140 23 13 7 217 5 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3502 3539 1154 3502 3438 1599 3213 1759 1417 3467 1531 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3502 3539 1154 3502 3438 1599 3213 1759 1417 3467 1531 Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow(vph) 30 540 753 5 4 525 154 25 14 8 238 5 RTOR Reduction(vph) 0 0 0 2 0 0 80 0 0 8 0 98 Lane Group Flow(vph) 0 570 753 3 4 525 74 25 14 0 238 17 Heavy Vehicles(%) 0% 0% 2% 40% 0% 5% 1% 9% 8% 14% 1% 0% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 29.1 73.8 77.0 1.0 45.6 57.5 3.2 4.5 4.5 11.9 13.1 Effective Green,g (s) 29.1 73.8 77.0 1.0 45.6 57.5 3.2 4.5 4.5 11.9 13.1 Actuated g/C Ratio 0.24 0.61 0.64 0.01 0.38 0.48 0.03 0.04 0.04 0.10 0.11 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 849 2176 740 29 1306 766 85 65 53 343 167 v/s Ratio Prot c0.16 0.21 0.00 0.00 c0.15 0.01 0.01 c0.01 c0.07 c0.01 v/s Ratio Perm 0.00 0.04 0.00 v/c Ratio 0.67 0.35 0.00 0.14 0.40 0.10 0.29 0.22 0.01 0.69 0.10 Uniform Delay, d1 41.1 11.3 7.7 59.1 27.2 17.1 57.3 56.0 55.6 52.3 48.2 Progression Factor 0.84 1.24 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.4 0.0 0.8 0.9 0.0 0.7 0.6 0.0 4.8 0.1 Delay(s) 35.8 14.4 7.7 59.9 28.1 17.1 58.0 56.6 55.6 57.1 48.2 Level of Service D B A E C B E E E E D Approach Delay(s) 23.6 25.8 57.2 52.7 Approach LOS C C E D Intersection Summary A HCM 2000 Control Delay 30.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 8 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: EXPM 4/ Movement SBR Lan4Configurations r Traffic Volume(vph) 205 Future Volume(vph) 205 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1519 Flt Permitted 1.00 Satd. Flow(perm) 1519 Peak-hour factor, PHF 0.91 Adj. Flow(vph) 225 RTOR Reduction(vph) 102 Lane Group Flow(vph) 13 Heavy Vehicles(%) 1% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 13.1 Effective Green,g (s) 13.1 Actuated g/C Ratio 0.11 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 165 v/s Ratio Prot v/s Ratio Perm 0.01 v/c Ratio 0.08 Uniform Delay, dl 48.0 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 48.1 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 9 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: EXPM Intersection - Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR - Lane Configurations 1� + r ) 0 ) 0 Traffic Vol,veh/h 13 0 0 0 0 3 1 27 1 1 8 5 Future Vol,veh/h 13 0 0 0 0 3 1 27 1 1 8 5 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 Grade, % - 0 - 0 - - 0 - 0 Peak Hour Factor 85 85 85 85 85 85 85 85 85 85 85 85 Heavy Vehicles, % 8 0 0 0 0 33 0 9 100 14 20 0 Mvmt Flow 15 0 0 0 0 4 1 32 1 1 9 6 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 32 49 8 42 52 17 15 0 0 33 0 0 Stage 14 14 - 35 35 - - - - - - - Stage 2 18 35 - 7 17 - - - Critical Hdwy 7.66 6.5 6.9 7.5 6.5 7.56 4.1 4.38 Critical Hdwy Stg 1 6.66 5.5 - 6.5 5.5 - - - Critical Hdwy Stg 2 6.66 5.5 - 6.5 5.5 - - - - Follow-up Hdwy 3.58 4 3.3 3.5 4 3.63 2.2 2.34 Pot Cap-1 Maneuver 954 846 1078 962 843 965 1616 1494 Stage 1 987 888 - 982 870 - - - Stage 2 981 870 - 1019 885 - - - - Platoon blocked,% Mov Cap-1 Maneuver 949 844 1078 961 841 965 1616 1494 Mov Cap-2 Maneuver 949 844 - 961 841 - - - Stage 1 986 887 981 869 Stage 2 977 869 1018 884 Approach EB WB NB SB HCM Control Delay,s 8.9 8.7 0.2 0.5 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1616 949 965 1494 HCM Lane V/C Ratio 0.001 0.016 0.004 0.001 HCM Control Delay(s) 7.2 8.9 0 0 0 8.7 7.4 HCM Lane LOS A A A A A A A HCM 95th%tile Q(veh) 0 0 0 0 Holtzman Winchester TIA Synchro 10 Report Existing(2021) PM Peak Hour Page 12 Holtzman Winchester Technical Appendix E. Greenway Engineering Graystone Office & Industrial Park Traffic Impact Study [T/S] Excerpts 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com ORAYSTONE OFFICE & INDUSPTR.IAL PARK Traffic Impact Study Located in: Frederick County, Virginia AM / 1 j Tax Map Parcels: 43-((A))-158, 44-((A))-25, 44-((A))-26 8Y: 44-((A))-27 August. 24, 2009 Prepared For: Graystone Corporation 1057 Martinsburg Pike Winchester, VA 22603 Contact Person: Michael C. Glickman, PE, PTOE 0 GREENWAY ENGINEERING 151 Windy Ilill Lane Foundcd in ts71 Winches Ler, Virginia 22602 Telephone 540-662-4185 Engineers FAX 540--722-952B Surveyors -*vww.greenwayeng-corn OVERVIEW Report Summary Greenway Engineering has prepared this document to present the traffic impacts associated with the proposed Graystone Office & Industrial Park to be located east of US Route 11, north of the I-81 interchange, in Frederick County, Virginia. The Study is based upon a projected development program of 1,749,000 square feet of General Office / Research & Development and 570,000 square feet of Manufacturing / Warehousing with access provided via the intersection of US Route I 1/Snowden Bridge Boulevard (to be extended from US Route 11 to the Graystone Site). Build-out is anticipated to occur over three (3) transportation phases by the Year 2028. The proffered Graystone Office & Industrial Park Generalized Development Plan (GDP) is included in the Appendix section of this Report. Figure 1 is provided to illustrate the location of the proposed Graystone Office & Industrial Park development with respect to the surrounding roadway network. Methodology All methodology utilized in this Report is based upon an "approved" scoping letter established between the Applicant, the Virginia Department of Transportation (VDOT) and the Frederick County Planning Department. Documentation associated with this scoping letter is provided in the Appendix section of this Report. The traffic impacts accompanying the Graystone Office & Industrial Park development were obtained through a sequence of activities as the narratives that follow document: • Collection and evaluation of existing traffic data, • Assessment of background traffic (includes planned projects in the area of impact), • Calculation of trip generation for the proposed Graystone Office & Industrial Park, • Distribution and assignment of the Graystone Office & Industrial Park development- generated trips onto the study area roadway network, • Analysis of capacity and level of service using the latest version of Synchro for existing and fixture conditions. Note: HCS+was utilized for merge/diverge analyses. Graystone Offlee&Industrial Park-Traffic hupact Stud ;�1► GREEPMAY ENGINEERING File Number 2760GC 7 August 24,2009 / Page 4 PHASE I TRAFFIC ANALYSES 2015 The proposed Phase 1 development is to include 680,000 square feet of General Office/ Research & Development and 220,000 square feet of Manufacturing f Warehousing with access provided via the intersection of US Route 11/Snowden Bridge Boulevard, Phase 1 is be built- out by Year 2015. 2015 BACKGROUND CONDITIONS In order to determine the 2015 background traffic conditions, Greenway Engineering increased the existing traffic volumes, shown in Figure 2, using a rate of 0.5% per year through Year 2015. Additionally, all trips relating to specific fiiture "other developments" located within the vicinity of the site were incorporated. Greenway Engineering has provided Table 2 to summarize the 2015 "other developments" trip generation. Per the VDOT/County approved scoping document, Greenway Engineering utilized the following sources for establishing 2015 background trip generation: 1) the 7`h Edition of the Institute of Transportation Engineers' (ITE) Tik Gener•atior, Report was utilized for Bishop-Atnari, Rutherford Crossing (remaining parcel only), Adams Commercial and Easy Living Associates Commercial Property; 2) VDOT residential rates were applied to the Snowden Bridge development; and 3) Rates derived from a trip generation study (by Greenway Engineering) performed for the Fort Collier Industrial Park (approved by VDOT/County) were increased by 15% and applied to the North Stephenson Tract (Omps Property) development. The Fort Collier"Induvrial Fork Trip Generation Suris provided in the Appendix section of this Study. Figure 4 shows the 2015 background weekday ADT and AAI/PM peak hour traffic volumes at each of the key locations identified within the study area. Figure 5 shows the corresponding 2015 background lane geometry and weekday AM/PM peak hour levels of service results. All Synchro and HCS+ levels of service worksheets are included in the Appendix section of this Report. Graiwone Office&Indirsirial Park- Traffic Impact Stud 0GREENWAY ENGINEERING File Number;2760GC August 24,2009 Page 10 Table 2 2015 Background "Other Developments" Trip Generation Summary -Lill Peak How PRT Peal:How Code Lmul Use Amolmt ADT In Out Total Tit Out Total North S I ePheuson Trn rt(Omps Property) LiJtt htdustrial) 400,000 SF 57 45 103 36 63 100 1.381 Sub-Tocol 57 45 103 36 63 lOD 1;351 10%reduction for trips interacting with Rutherford Crossing 6 5 10 4 6 10 138 TnialTiips 52 41 93 33 57 90 1.243 SnoStideu Bridge(Founerlp Stelihenson Village) 210 Siuele-FamilvDelached 144iwits 28 83 110 94 55 149 1.439 220 Apartment(80%LT]UT+20°o]TF220) 271utits d 16 20 25 14 38 359 230 Tomdiouseic'ando(800o1'DOT+100 JIM 220) 39 units 4 16 20 16 9 25 246 Totril"Nevi"Trips 36 114 150 134 77 21Z 2,044 Bishop-Uwui Porcels(Route 1LObl C'.horlestowu Road) 814 Specia IN-Retail 15,000 SF 31 20 50 25 32 57 679 853 Conveu.Elaut Ncipuuul)s 16 1jum1w 137 137 275 154 154 308 8,682 932 H-TRestoununt 5.000 SF 30 28 58 43 21 55 636 Sub-total 198 185 382 212 207 420 9.9911 Pass-by Trips 4O%(Code 853) 55 55 110 62 62 123 3,473 Tnt,il"Now"Trips 143 130 273 151 146 297 6,524 Rutherford C rosshsgs(Remnhthug DeVeloPmmt) 950 Gromy Store 50.000 SF 114 73 187 275 264 i39 4,'39 Total"New"Ttip. 114 73 18" 275 264 539 4,"'39 Adnms Conunerdnl 150 Wiuelmasutg 12MOOlulits 7S I? 95 19 57 - 792 151 Sei£Senvice Stora¢e 140,000 unity 12 9 21 IS 17 35 334 710 Ci ice 120,000 traits 191 26 21- 36 17" 213 1.535 812 Building'Lumiber Store 25,000 SF 44 21 65 59 611 126 1.024 860 519iolesale Market 150.000 shad. 41 34 75 14 1" 32 1.010 Total 366 107 473 I46 334 481 4,695 Ensi,UNing Associat es Conunerc]ol Prop etty 151 Self-Sellrice 3tornge 35.000 SF 3 2 4 4 S 82 710 C18ice 35,000 SF l 10 S1 20 98 118 594 820 Retail 45.000 SF 59 3S 97 177 192 370 4,041 353 Convex ElautWptnnps 16 pinups 137 t3? 154 154 308 8,682 934 Fast Food n-i DT 5.000 SF 135 130 266 90 83 173 2.451 Sub-Total 406 317 723 446 531 977 15,880 Pass-by Trips 25%(Coda 820) 12 12 24 46 46 92 1.010 Pass-by Trips 40%(Code 853) 55 55 110 63 62 123 3.473 Pass-by Trips 40%(Code 934) 53 53 106 35 35 69 992 TotalPos_-by Trips 130 120 240 142 142 285 5,475 Total"Ne+v"TjiV.j 286 197 483 1 303 389 692 1 10,405 *TEI)s nt'e bused uPaa rates derived from"netunl"tr.-Oc counts conducted A a similar site..These rates were increased by 15%per Scopbkg Form. Grayslone Office&Industrial Park- Trak Impact Stud k GREENWAY ENGINEERING File Number:2760GC 0 August 24,2009 Page 11 LEGEND tiog`� i0 I 1NTERSECTFON# Old h bqeS N X M AM PEAR kDUR{PM PEAR HOUR) 4 X11 h'o;,d co i09 DENOTES WEEKDAYAVERAGEDAILY TRIP,(ADTJ o 11 Ml m � 'err norRoo-, 9 311 1�9(p) f ry� dy 4J 'a 4 er 8 5. n 1112 arc r fP o r J q91$� � 'm 1. l� 7� g � 690 � 6 3F.�Il,�a SITE ly�ao)lllyb,10* ti a to q 5 v ° 0 3 3 M �eynyy��91 'YbL�ge p " 2 •� mD Nom+°, sa �yggly YlM1�nll pxe �hlp ale 14 24 o m 22�� G�4 � 13 a w 1 SITE 4�0���' •�r �, m �.yy� ti� 1oa�y nn91 ,1ql>>�yl 11 ,. AOO- � b)��n`-ails p5xe 1 @q 69�gb�lb�t 4ixQ rw 3 13 bkPd®' � S ,xg Us L v n t1°�'M1S�J�P .A9n1a � O FAQ"l1ky��n'SA d n 51y�ny� NJ 11 5�gyy lyl�!�'� Q e 1 4je� ^4Sb`�b� lst �'&� � hq ,g\Myr �r0. 'T� b�'q` s Q• ��y �bpm � �� S� 11 ��etily�� ee'rn 11 1q�1�bgj �,���w 11 Q`0��q�i� 13 14 o s �a v Z NIA `y r c GHEE"war "G'"EER'"G,, Graystone Office & Industrial Park FIGURE 4 117nchurer•1brpnrn 22602 Tr ) 85 FAY.(540)722 -9.528 2015 Background Traffic Conditions Project#2760GC Fou,frd rn 1971 h'Ml.'.Erten xn}rng.mnt LEGEND {Q INTERSECTION#� LANE c 1U )d Char Il 4'ti �1 1rs7o N LANECONFIGURATIOHS ` °sd (33 TRAFFIC SIGNAL ,spy RTFRIAL LOS STOPSIGN '�4 NB A(A) A(A) AM PEAK HOUR(PMPEAK HOUR) 1i. SIGNALIZED 7k DENOTES UNSJGNALJZED CRITICAL MOVEMENT �rh� Ol INTERSECTION DENOTES FREE RIGHT-TURN Jeal. LOS=A(B) �4 9 f`r`y �G1 DENOTES CHANNELIZED RIGHT•TURN ARTERIAL LOS f NB SB=A{B) rrr ora •� ����' [e �1 Wy 8 � #Q R•�e�n5�� r /+ 1112 ^c fFef 7 S v nr r,doh. 11 d ARTERIAL LDS ,a � 6 J 1 NB=C(C) w p 15 SITE SB=D(F) q 5b v m fiyr Q SIGNALIZED u ----� INTERSECTION bra uy , LOS=D(E) go tI Pxa sb 1 °rIe 14 ti`Q �✓ aC ' ty$ 13 d SITE m SIGNALIZED SIGNALIZEDO G UNSIGNALIZED do INTERSECTION �-i' INTERSECTION INTERSECTION in LOS=A(B) LOS=B(B) SIGNALIZED Q31 Right IrJDat w INTERSECTION O L+ Onty t�� � 11 Los=A(C) 11 [� ma Fxa tta� ��p 1pl `p�fi �Ja o a Fb°0 3a v Nate:LDS only provided for crilical mavements. Qa LJ UNSIGNALILED k0 Q� Q�w 9 try_ INTERSECTION a �4 SIGNALIZED �, p'iwa y� g'd� INTERSECTION SIGNALIZED 4_ wa[ �- .�/3n LOS=B(C) [V� INTERSECTION LOS-B(C) a S1• Jay 13 INTERSECTION r�J INTERSECTION ZOJhJRo� Right InlOul Only F`C � 11 11 �1P � °my 11 a Nole;LOS ontyprovided Por critical movements. m s� 0 RAMPDIVERGE ems& LOS-B(B) RAMP MERGE b ae LOS=G(C) 0 2VY NIA 9R RAMPMERGE 4 z LOS=C(C) el RA MP DIVERG On LOS=C(B) 3 b ata.LOS only provided(orcrfllcalmovemenle.' GREENWAY ENGINEERING,IXC Gra stone Office & Industrial Park FIGURE 5 I3/N7�uN V Lun<' R'enchenef,V&ginin 226°2 `��«o,°z 952 2515 Background Lane Geometry & LOS Project#2760GG F,�ad d fn I9TJ µ�y„.,�enxmxng.eam PRASE 1 TRIP GENERATION Per the VDOT/County approved scoping document, Greenway Engineering determined the number of trips entering and exiting the site using rates derived from trip generation studies (increased by 15%) performed for the following existing developments: 1) "Avion Business Park" located in Fairfax County, Virginia and 2) "Fort Collier Industrial Park" located in Frederick County, Virginia. Table 3 is provided to summarize the total trip generation associated with Phase 1 of the Graystone Office & Industrial Park. The Avion Business Park Trip Generation Stitdy and the Fort Collier Industrial Park Trit2 Generation Study are provided in the Appendix section of this Report. Table 3 Proposed Development: Graystone Office&Industrial Park Phase 1 Trip Generation Summary Code Land Use Amount AM Peak Hour 1h1 Peak Hour Ai3,F In out Total In Out Total Office p R&D• 680,000 SF 301 27 328 49 226 277 3,257 Manufacturing/Warehousing# 220,000 SF 32 25 57 20 35 55 760 Sub-Total 332 52 385 69 262 332 4,016 10%redaction for!rips inleracling with Ruthetford Crossing 33 S 38 7 26 33 402 Total Trips 299 47 346 62 236 298 3,615 *Trips are based upon rates derived front"actual"traffic counts conducted at a similar sites.,These rates were increased by 15%per Sccping Fonn. PHASE 1 TRIP DISTRIBUTION AND TRIP ASSIGNMENT The distribution of trips was based upon local travel patterns for the roadway network surrounding the proposed site. Per the VDOT/County approved scoping document, Greenway Engineering utilized the trip distribution percentages shown in Figure 6 to assign the proposed Graystone Office & Industrial Park Phase 1 development trips (Table 3) throughout the study area roadway network. Figure 7 shows the development-generated weekday ADT and AM/PM peak hour trip assignments. PHASE 1 (2015) BUILD-OUT CONDITIONS The Phase 1 Graystone Office & Industrial Park assigned trips (Figure 7) were added to the 2015 background traffic volumes (Figure 4) to obtain 2015 build-out conditions. Figure 8 shows the 2015 Phase 1 build-out weekday ADT and AM/PM peak hour traffic volumes at each of the key locations identified within the study area. Figure 9 shows the corresponding build- out lane geometry and weekday AMJPM peak hour levels of service results. All Synchro and HCS+levels of service workshccts are included in the Appendix section of this Report. Greenway Engineering has provided Table 1 to show the 2015 background and Phase 1 build-out levels of service, vehicle delay as well as the 95t11 percentile back of queue, by lane group/approach, for each of the study area intersections. Graystaiie o rce&Industrial Park-Traffic Impact Studv GREENWAY ENGINEERING File Number:2760GC August 24,2009 0 Page 14 15% 9 c��d a 20 /o ro tto 44 11 ,b''t�'ryl4 J- 8 +3jP� �ffi{faO� !' O �Y�FL 6 SITE o 'v 05 4 Ch 3 10 r a oAl$"e 2 ,a oma o 25% SITE Note: 10%of Graystone Office&Industrial Park trips would be distributed to/from Rutherford Crossing via Snowden Bridge Blvd Merchant Street at Route 11. The percentages shown on this * Includes 10% trips to/from the Snowden figure are based upon the remaining development(40%). Bridge Residential Development GREENWAY ENGINEERING, Gra stone Office & Industria! Park j$]{Y,Zj•7„11��e FIGURE 6 l�inche rc,l ugin X2662 res Tr+"p ( 0)72.29328 Phase 1 Trip Distribution Percentages Project#2760GG G F vwnc.MNSenaa F.IX.(Sa0 711-45�A Fronded w1477 xxx•.g.renxnyr.r�q.eam LEGEND �Z Ol l NTERSECTI pN a# 10 X(Y) AM PEAK HOUR(PM PEAK HOUR) Q�e Q1tlnC 1�d 1000 DENOTES WEEKDAY AVERAVCDAILY TR1P5(gDT) ��fi Ati 3l "' raj far 9 ,;�4thP rOO kg J IAF st J'rh�cb�dr 11 r�r• 12 ^r 3b1 rfP* W 361 4 k` :r a° SITE <<�� r!► K C 6 �hoD° rn 4 5 O�ye` oA100 Ptxg g4a 1 a� Ve 14 4Q n 13 11 -04 SITE ���s ;0*to ♦y m Alotqt q4l e 1q�, i i w �,1111 ua PiR m� ,r_Al P tie 3 � 1 aim`- a'yRs t p+K M15� @ 0�'�na�15��35I' m F-1 t1' b a F r3 Aft ha ) 31vb� 11 l�Mll9a� e�`a ,3 4-1 O irsL. n BrEd a Blvd � � S (28)133 (42)199%*A o� 3 REQ"wAYENGINEERING, , , Graystone Office & Industrial Park FIGURE 7 ls/lll�y gm l IY.cle€sre..Vigiiia 22602 ` .'� '`PAX(:r)722-540) 28 Phase I Development-Generated Trips Project#2760GC ��: � u rAxlsaoln2-9s2s F—MrA H 1971 xmw,g�ernva�Yng.rorn LEGEND INTERSECTION# lU ti X(Y) AM PEAK HOUR(PM PEAK HOUR) 4 °�n u-7d N d DENOTEBWEEKDAYAVERAGEDAILYTRIP S(ADT)l 000 ) 4`�4 �c_OeO fi�RX x �9 •.r../ �Op, G~ii PrFa �✓ m — 'tic�nsp`s Aix 1•i. e 12 7 7261 s x SITE iig561i�"0 m C G C0.' U-1 4 w ro _ tiry q m 0 a 3 , 1ZQ11�6S5�gj 2 °. O r D r w $ 1x11ay� pixe 14 v 13 SITE r .�`"i A 1ph�i3gl �ryiti091 11 �p9��b�`�a�� d PKe �' gi151>>'4il Q�xe xa �e vl Q' I'i m e w ° p in Ilti_1���$ x;g� �i16 A6l 0 p 9-�' ,� ryo� iS l i0 o a p4161 R �0. "•�1 yro� �m ^pt 1b�, v P'�e ho �q g'n �.�c 4� • �� �a tds rte d OOW 4 1 ROao' `y� l 1l l 1] 1Z @8 %0(0) o �no[ en Bnd a Blvd C` E` (d2)199�p v � 4 pp GREENWAY ENGINEERING,,.. Ora stone Office & Industrial Park }r fh,Ww,).HJI Lane �r�ul�L s l�r�he�rer,Vrg7oia 27602 TL-pf nc(540)h6L4185 2015 Phase 1 Bu h FAX.-(.140)722.9528 r!-out Traffic Conditions Project#2760GC d Fiivsr✓rrrJcl&nun Fa.,+tad in 1971 n�.w.J;n-enx��ry,.cam LEGEND O1 INTERSECTION# 10. 1dC(lSt'h LANE CONFIGURATIONS 4�i I(Dads7'° k; TRAFFIC SIGNALa RTERIAL LOS STOP SIGNS NB=A(A) SE!n17(C) A(A) AM PEAK HOUR(PM PEAK HOUR) 7k DENOTES UNSIGNALIZED CRITICAL MOVEMENT Lj�1y 1 SIGNALIZED lerr-.q INTERSECTION DENOTES FREE RIGHT-TURN vy LOS=A(C) DENOTES CHANNELIZED RIGHT-TURN f A TEIAL NBp C(D)S L 4f�E PIP aT. $ VV �g4`a9 sir Cid 1112 ��f�Pf 7 �] n �t r,hart' 11 G S ARTERLAL LOS 6 15SITE y cc4 2 SIGNALIZED Cry 3 1 INTERSECTION DTI- P p LOS=D(F) 4t$he 2 G O d R�' c m #'Ike 7 R 4o a X 4�o yG 500 Jae%.1�a i e 14 13 SITE 11 O SIONAL12ED O SIGNALIZED O UN51GIVALLZED L� INTERSECTION INTERSECTION INTERSECTION m LOS=A(D) LOS=B(B) SIGNALIZED w Right hYOul INTERSECTION O P Only LOS=A{B) d� X6 ' ye e Q�} &N m n�2`nSh yB v Pole:LOS only provided for crlllcaf movements. bm ® UNSIGNALIZED la ?t INTERSECTION �1SIGNALIZED �NALITEO Oc� INLOS=D(C)NRSECTIONS-B(C) *A( � tS Orb DNSIGNALlZED O rfJ INTERSECTIONroty�� Right ul yOmoo' JVCLJ/t)1 a� 11 Only Note:LOS only provided for crltfcaf movements. 11 12 ® la lA UNSlGNA02ED �� UN5fGNALIZED S INTERSECTION ..•`. D a INTERSECTION RAMP DIVERGE rs1 �O y LOS=B(B) RAMP MERGEu a A(A)* LOS=C(C) b � v L e Srte,den Bn d e Blvd �S 2 RLE LOS= (C) p p RAMP DIVERGE LOS=C(D) 4 3 GREENWAY ENGINEERING,1WC, Graystone Office Loc Industrial Park FIGURE 9 ISI..... W Lone N leph.s 540) 6 226(12 E n. T`k°'`°n.`S'722-95 S 2015 Phase 1 Build-out Lane Geometry & LOS Project#2760GC h Fnxuvrrnral Srnves FA.L''(34d)771-952I3 Fns.drd¢i 1971 wnm,g�.renx�¢yrng.rom PHASE 2 TRAFFIC ANALYSES (2022) The proposed Phase 2 development is to include 1,130,000 square feet of General Office / Research & Development and 370,000 square feet of Manufacturing- 1 Warehousing with access provided via the intersection of US Route I 1/Snowden Bridge Boulevard. Phase 2 is be built-out by Year 2022. 2022 BACKGROUND CONDITIONS In order to determine the 2022 background traffic conditions, Greenway Engineering increased the existing traffic volumes, shown in Figure 2, using a rate of 0.5% per year through Year 2022. Additionally, all trips relating to specific future "other developments" located within the vicinity of the site were incorporated. Greenway Engineering has provided Table 5 to sunrunarize the 2022 "other developments" trip generation. Per the VDOT/County approved scoping document, Greenway Engineering utilized the following sources for establishing 2022 background trip generation: 1) the 7"' Edition of the Institute of Transportation Engineers' (ITE) Trig Generation Deport was utilized for Bishop-Axnari, Rutherford Crossing (remaining parcel only), Adams Commercial and Easy Living Associates Commercial Property; 2) VDOT residential rates were applied to the Snowden Bridge development; and 3) Rates derived from a trip generation study (by Greenway Engineering) performed for the Fort Collier Industrial Park (approved by VDOT/County) were increased by 15% and applied to the North Stephenson Tract (01nps Property) development. The Fort Collier Industrial Park Trip Generation Sludy is provided in the Appendix section of this Study. Note: Per the VDOT/County approved scoping document, Greenway Engineering has assumed the relocation of the 1-81 northbound off-lamp to intersect with US Route 11 opposite the existing I-81 northbound on-ramp. In coordination with this improvement, Red Bud Road trips would be re-routed to Snowden Bridge Boulevard via the North Stephenson Tract(0111ps). Figure 10 shows the 2022 background weekday ADT and AM/PM peak hour traffic volumes at each of the key locations identified within the study area. Figure 11 shows the corresponding 2022 background lane geometry and weekday AMIPM peak hour levels of service results. All Synchro and HCS+ levels of service worksheets are included in the Appendix section of this Report. GrnwWone Office&Induslrial Park-Trak Impact Stud, GREE AY ENGINEERINCAi File Number;2760GC 0 August 24,2009 Page 20 Table i 2022 Background "Other-Developmentst r Trip Generation Sul"111,11 �AMFev&Hour PD1FesdcHom' ADT Code Laud Use A11rOrmt vt Out Total lu Out Totstl Ljorih Steplteusois Tram(l7rnpS Fropertg) Li_sJil vulae6'ial• 500,000 SF 115 91 206 73 126 199 3.762 Sub-Total 115 91 206 73 126 199 2,762 1o%reduction far trips rnteractrrig with Rutherford Crossing 11 9 21 7 13 20 276 TotolTrips 103 82 185 65 114 179 2.486 Sltowdeu 13tidge(Fotinerly Stephenson\�flluge) a SiaRle-F:uuityDetacbed 2S8tmils 53 l5S 211 l75 103 27s 3.8 i7 220 36 3S 21 59 569 ?a_p Ap uiaseuf(84°a VDOT+209a1TE 220) 54 twits 8 25 230 Tomdrouse`Coudn(80°e VDOT+20%=220) 58 units 3 30 38 31 17 48 381 Total"Near"Trips 69 217 286 244 141 385 3,927 3lfsbap_mntir u'ccis(Route 1LUld Chsu'lesloNm Road) 20 50 15 32 5^ ]82 814 3pecialtyRelail 15.000 SF 31 16 ntmtF 137 137 275 154 lid 308 SS,a Con7•eu.lt4mi n'.1>twtps 1 1 28 58 33 21 55 932 A-TRestatutud 5,ODDSF 30 Sub-tolol 196 Is-, 3R2 212 207 420 . Pass-by Trips 40'/0(Code 853) 55 3.1 110 62 62 123 3,473 Talsd"New"Trips 143 130 273 151 146 297 6,524 rtutberloi•d Crosslrtgs(Remaining Develolnnent) 2'5 264 539 4.739 850 Grocery Stare 50-000 SF 114 73 187 Total"New"Trip. 114 73 187 275 264 539 4,739 MAIM Cennnerrlal 57 73 792 150 \Ym-chousing 130,000 writs 78 17 95 19 151 Self-Sest•iceSiorcke 140,OOOnmt_ 12 9 '_1 18 1': 35 33 office 120,000+wirs 191 26 217 36 177 213 1,535 710 Store SF 44 21 65 59 67 126 1.024 812 Ruildin offs a 25.000 960 14rltolesale nitui:et 150,000 shad. 41 34 75 14 17 32 1.010 Total 366 107 473 146 334 481 4,695 Easy J.isiug Associates C'elmltercfal Prapcl-tY 5 4 4 3 82 15i Self-Service Slornge 35,000 SF 3 '10 Office 35.000 SF '1 t0 sl 20 98 118 594 3_4 Retail -45.000 SF 59 38 97 1'-7 192 370 4,041 g53 Cote en.hfart«^.pwups 1G ptuups 137 13? 275 154 154 308 S.6S2 934 FastFoodlt"DT 5.000 SF 135 13D 266 90 S3 173 "_.481 Snb-Tatrrl 406 217 723 446 531 9+77 13,880 Pass-by Turps 23%(Code 820) 12 12 24 46 46 92 1010 Pass-by Trips 40%(Code 853) 55 55 it" 62 62 123 3,473 Pass-by Trips 40%(Code 934) 53 53 106 35 35 69 992 Total Piss-by Trips 120 120 240 142 142 355 5.475 Tot d"Nets"Trip. 286 19' 483_L305 389 692 10,405 s Trips are based tyrnn rales rleri�err fi om"achral"b'adTic co it, conducted ata simih.site..Tltese rales.vere increased by 1586 per Scopine Fong Gravsrotre O ice&frldastrial Pat*-fra rc fat act 2Lf & 0GREEN AY ENGINEERING File Number:2760GC August 24,2009 Page 21 LEGEND ]o Ol INTERSECTION# X(Y) AM PEAK HOUR(PMPEAKHOUR) {4� °ttrl ;0y8 1000 DENOTES WEEKDAY AVERAGE GAILYTRIPS(ADT} r° o �tiQt tib` run 0 0 Q'� 9 �' 311 gStil f V ' �y,511Z 0ryve �Z Rha�n b 17 Of � �'✓ 12 �9q �`�d���'0 A l�9gl�gg� `� •°Pi 733 6 6t9.��is SITE 1193S��ZlL6�. ti p4,p 4r ''t l:J m c'oll. 3 P 4� 11886 4 11 sll oLabF Z 'A.O d p �► i1a,qa) Q K® 0Syut 9ry 1 pcti j hhaM1 13 14 11 °t� ��g-N N( l SITE J N �3P4a tLA9111�81Sp �� @ 2 w �S�l p ZSR w RELO/rte O/��(/� ,}�) iJ V 15a�1 �& �hQ1UP IN T ECTION ��s9eke � `�N nSU�f 1 z � osw 3 Q (D O 0 10 �q41 l we .pa B,� Qit'® ^L,tih11 oy r2 r ry v� r6J J2 DJ�4?1f1�3 �gl o. (SgJ 2� o'ry s60 pSJJ abti�ry0 a 11 ry0 0 0 @@ 12 13 14 1© �z a m v lj�'� ebb N/A J a ✓ b ~ O 0 y K GREENWAY ENGINEERING,toso, Gra stone Office & Industrial Park 151 FIGURE 1a Lf',,l-Hilt Lane ILirul+e rer,1�yrsYva 2260? > Te;pr—(540,662-4185 2022 Background Traffic Conditions Project##2760GC d A=l S--- FAX;(540)'W-9528 2-9528 F kd fn 1971 HWS'. [CIIN�Y/�'jmm LEGEND 10 1 INTERSECTION# ,may d�har1f,5 7,6 Al Ve LANE CONFIGURATIONS ¢ lzon }' TRAFFIC SIGNAL -ti0� RTERfA1 LOS ql` NB=A(B) STOP SIGN Cti 5B=D(C) A(A) AM PEAK HOUR(PM PEAK HOUR) 1 SIGNALIZED >>; DENOTES UNSIGNALIZED CRITICAL MOVEMENT �h�')? ® INTERSECTION DENOTES FREE RIGHT-TURN Ieay LOS=A(C) 9 �tGl DENOTES CHANNELIZED RIGHT-TURN ��ARTERIAL LOS V� !!! NG=c(D) hrrt 2 e SG=A(B) r f f r�re6�f 11 � 1Z Jr �t°r 7 r0o 11 S ARTERIALSITE LOS 5 t. 1S b O cc C2 SIGNALIZED INTERSECTION �r0 3 tP LOS=D(F) 1 ane 13 14 r SITE iiilll m N STGNALIZED SIGNALIZED INTERSECTION INTERSECTION 'z ftht In/Out N LOS=A(B) SIGNALIZED INTERSECTION OR only �Q41 �/�7 1 11 LOS=B(D) $l �' 3 11 RELOC i/ p �} IN r ECr1ON4� �o 5 p5oMn 3 a Hare:LOS only Provided for critical movemends. Q6 ® UNSIGNALIZED 4 ,QJ7y4 INTERSECTION Gl SIGNALIZED �/fo Qke INTERSECTION SfGNALLZEO �O �nSpSi �C t LOS-B(FJ INTERSECTION ey, ra J 2VVY rb yrs Los=B(c) ° o�c r� 44 Je �r UNSIGNALIZED (� L"' INTERSECTION Rightwoof Only Note:LOS only Providad for cridcal movements. RAMP DIVERGE O LOS=B(B) RAMPMERGE b o� LOS=C(C) NN fie' ►� I J�1f NIA 1 n V k o¢ � RAMP MERGE ■■ 105=C(C) f 5d 4 0o + RAMP DIVERG OF m a _ LOS=C(G) y b DIE,LOS only ravtded for critical movements GREENWAY ENGINEERING,ime. GrayStone Office & Industrial Park FIGURE 11 151 Siinrty Hifi Lane t4 errrhures, 11,,&,.22602 h E �s1Sm u Te e:l540185 FAX.-1540)722.958 2022 Background Lane Geometry & LOS Project#2760GC F a 197! k.ux. ennn}xngeam PHASE 2 TRIP GENERATION Per the VDOT/County approved scoping document, Greenway Engineering detennined the number of trips entering and exiting the site using rates derived from trip generation studies (increased by 15%) performed for the following existing developments: 1) "Avion Business Park" located in Fairfax County, Virginia and 2) "Fork Collier Industrial Park" located in Frederick County, Virginia. Table 6 is provided to summarize the total trip generation associated with Phase 2 of the Graystone Office & Industrial Park. The Avion Business Park Trip Generation Stydy and the Fort Collier Inchtsirial Park Trip Generation Study_ are provided in the Appendix section of this Report. Table 6 Proposed Development: Graystone Office&industrial Park Phase 2'trip Generation Summary Code Land Use Amount AN]peak(lour PM Peak Hour ADT In Out Total In Out Total Office R&D* I,130,000 5F S00 45 545 82 378 460 5,412 Manufacturing IWarehousing f 370,0005F 53 42 95 34 58 92 1,278 Sub=fatal 553 87 640 115 437 552 6,689 10%reductionfor trips interacting with Rutherford Crossing 55 9 64 12 44 55 669 Total Trips 497 79 576 104 393 497 6,020 *Trips arc based upon rates derived from"actual'traffic counts conducted at a similar sites.,These rates were increased by 15%per Scoping Form. PHASE 2 TRIP DISTRIBUTION AND TRIP ASSIGNMENT The distribution of trips was based upon local travel patterns for the roadway network surrounding the proposed site. Per the VDOT/County approved scoping document, Greenway Engineering utilized the trip distribution percentages shown in Figure 12 to assign the proposed Graystone Office & Industrial Park Phase 2 development trips (Table 6) throughout the study area roadway network. Figure 13 shows the development-generated weekday ADT and AMIPM peak hour trip assignments. PHASE 2 (2022) BUILWOUT CONDITIONS The Phase 2 Graystone Office & Industrial Park assigned trips (Figure 13) were added to the 2022 background traffic volumes (Figure 10) to obtain 2022 build-out conditions. Figure 14 shows the 2022 Phase 2 build-out weekday ADT and AM/PM peak hour traffic volumes at each of the key locations identified within the study area, Figure 15 shows the corresponding build-out lane geometry and weekday AM/PM peak hour levels of service results. All Synchro and HCS+levels of service worksheets are included in the Appendix section of this Report. Greenway Engineering has provided Table 7 to show the 2022 background and Phase 2 build-out levels of service, vehicle delay as well as the 951h percentile back of queue, by lane group/approach, for each of the study.area intersections. Gra),Slane 0&e&Industrial Park-Traffic Impact Shrub GREENWAY ENGINEERING File Number:2760GC 0 August 24,2009 Page 24 IBJ 15% 9 ON �p`k 20°!° v 11 S n 1112 1r��`,� 7 SITE o Q s +� � d u to q $ CVi 3 O�° 1 a�e2 4 '%D oQA e hlpC �{ u as 14 25% 13 5% SITE Note; 10%of Graystone Office&Industrial Park trips would be distributed to/from Rutherford Crossing via Snowden Bridge Blvd /Merchant Street at Route 11. The percentages shown on this * Includes 10% trips to/from the Snowden figure are based upon the retraining development(900/6). Bridge Residential Development GaEENwaY ENGINEERING,INC. f57 IlSluhGraystone Office & Industria! Park FIGURE 12 Skl.ane it'nchrsrrr,l'uginia 21602 -Au(S6)7226?-„as Phase 2 Trip Distribution Percentages Project#2760GC e r F."imI.1 s� rax lss6y?zz-�szs r�:...._.�Iyn w,•,»•.grnw,�yrrg�o„r LEGEND 9p3 0fNTERSFCTH)Nq 10 a, �1dC1 XM AM PEAK HOUR(PM PEAK HOUR) 4� Tutipp".9d 1000 DENOTES WEEKDAY AVERAGE DAILY TRIP <.�Qtrory^�h N �, 11 ry °r�irR ® n 'liy 5"`'fg�'or 1 !2 nfr mf ��dry 11 v 602 6 SITE C � 4$b�9 3pi2 �15 6 E �x 4 Lr 3 452 1 7 81 o�Fot$Oe 2 2a�g Qyxe �p6 1 A hec•s 4a`o <� — hya�i�n5b i s L v 7 14 I1 SITE 3a�9$� o y61fi9111 { k 3 3� �c,91 11 RELOC C D �,`,9M1 bSl p1sN ,alA\3�M1s�S Qx Nr ti�sR n IN ECTION si9N �tirol�tiA tt� 11 �p91titiA� g 11 li�alti$ �o w 3 b�® s,%A� �r9�p8 O� sy �2IJ 9 y J 3J s 2- �'s� 11 h1Rga ti� gc��,0 �btilyq 11 ` 11 11 12 ® 7l'J � 15zi lb S'�ry o zi u m 'Dr 1 �Rdnden Bnd a BNd 9rJvJJ (x6)221 J �} (69)332 a w°. N GREENwaY ENGINEERING, I.— Graystone Office & Industrial Park is/hR', ,*Lone FIGURE 13 IV'rnrhrear,Vrginio IIS02 n9=1 Td,ph.—.- Phase 2 Development-Generated Trips Paoject#2760GC b 1=2 i 921 FAX:(SadJ 712-4528 fnwded v�P4yf w»w.grrenwayrng.cam LEGEND fop (D INTERSECTION# 10 y�� O)d Cka�)es N X(Y) A61 PEAK HOUR(PM PEAK HOUR) � �Qdd a 1040 I DENOTES WEEKDAYA VERA GE DAILY TRIPS(AAT) na m rFZ7 (D � iN yB�, o n] CV ♦y�11 ti�x43 nr WQJ-d N pla�,ns P sr~r6 ~Pe��4f 12 r^ 3i+f 7 p ?J 793 a`r��tih 23S ITE ��95M11�Z3y6*y w jt v z 4 ct0ri 3 3 72338 n9!S�1 0l y 6'� Ot$he 2 0�3a 1 Ps 70 A chy lig "1199 G 2314 Y SITE 11 11�$}'369 o o o m fl Ei � 46��,AA53 bl w �a ry�4` 11 RELDC D 1�3t' o5n r1� 4g1z1a�"�5u� P IN T ECTION t`��M1Sn,�,�a'L1Zl6yh�7 �o n+�`�°5 11 1A63,o10�► o Al o �l 11 91N3p b 3 7 ® ® F ro, cy3�Q 4i A 4 �n pyc Fm`'3 �� 61,61, e� ��Rnrte, s 9 fi OSlobrtq�� �,1���+► ���r�p� � � ac��NgSrO R �Etil e���► ��� 8�4� 11 'yalR,�y� L�,fi,1 `r���11�°� a 16 woo AtV 07 Brid a Blvd (46)2217� FQ ti IF za 50ra Ly�llyg (69)332 p N o a 1p y GREENWAYEN Yflff-ENGINEERING,. Gra stone Office & Industrial Park FIGURE �4 lV-1 w ug—22602 s Tr FAX r:(340}662-4185 2022 Phase 2 Build-out Traffic Conditions Project#278UGC .t F»vnmif ru FAX(340}772-9518 w k 19' wvw.geenxroyr g.rom LEGEND 1 INTERSECTION 6' e. 1 f1 Ir]C'/jat LANE CONFIGURATIONS 4"4 f(nads rpw TRAFFIC SIGNAL RTERIA4 LDS E) STOP SIGN5B=E�C1 A(A) AM PEAK HOUR(PM PEAK HOUR) 11 DENOTES UNSIGNALIZED CRITICAL MOVEMENT d� +lj, SIGNALIZED "Y INTERSECTION DENOTES FREE RIGHT-TURN >,y 9 In LOS-A(C) 1Pjr DENOTES CHANNELIZED RIGHT-TURN ARTERIAL LOS J NB=D(D) Lj�l 59_A(B) IlrrkYoF� m iko htiein l l � Srrc��at 4 12 adg, 11 ARTERLAL LOS 'L `0 NB=c(C) a 0 6 '• SITE 2 SIGNALIZED ?pR 16 INTERSECTION ory. LOS=O(F) h L$hF 2 O a ¢ V D� f gc v % ' Me�nS 1 14 'QF pa°�� SITE op O SIGNALIZED ® O ® UNSIGNALIZED ZT INTERSECTION INTERSECTION LOS=R(S) SIGNALIZED Right InJOut INTERSECTION 100 Only RELOC D ` INT ECTIGN give b S 4 JN rh o b Nafe;LOS only provided for cNlicel movements. UNSIGNALIZED a i© Spell P INTERSECTION F b, �tfJ �•O 5� pp,, � SIGNALIZED G 0�cq ~ y'e INTERSECTION d j, 2 SIGNALIZED LOS- �v[ �/� INTERSECTION ((�� O ✓J ��nsb� 'Z mss" �� ®t anis, 4? LOS=B(C) A df ti fi Jn C INTERNALIZED Bn INTERSECTION �Toa+i R1ghtlty 'R `aa 11 � Mole:LOS only provided For crlli"I movements. 115 la i4 �u �@ UN5IGNALIFEO � UN5IGNALIZED p s'� INTERSECTION * n INTERSECTION RAMP DIVERGE � � e_ � LOS=D(B) RAMP MERGE LOS=C t "a (] `, hh P A(AY C +`�3E Sn voon 6na e Blvd +(A)A ] c¢ fv RAMPMERGE y LOS=C(0) 4 f o RAMP DIVERGE air LOS=C(B) o 0 -VIPGREENwAY ENGINEERING,INC Graystone�Office & Industrial Park lJl..... rilll.vne FIGURE 15 f4inchesuc,i'�itin 2IGp2 5, T`AY.'f14)722-5282022 Phase 2 Build-out Lane Geometry & LOS PTaject#276CGC d FgF a,mlSmr<e� F•Aa:•rsao40)662-4185 Fo+�e1197i www:gxrnwoTeng.eum PHASE 3 TRAFFIC ANALYSES (2028) The proposed Phase 3 development is to include 1,749,000 square feet of General Office / Research & Development and 570,000 square feet of Manufacturing / Warehousing with access provided via the intersection of US Route 11/Snowden Bridge Boulevard. Phase 3 is be built-out by Year 2028. Per the VDOT/County approved scoping document, Greenway Engineering has evaluated the following two (2) Phase 3 Scenarios: A) without the Snowden Bridge Boulevard/Route 37 Single Point Urban Interchange (SPUI); and B) with the Snowden Bridge Boulevard/Route 37 SPUI. 2028 BACKGROUND CONDITIONS In order to determine the 2028 'background traffic conditions, Greenway Engineering increased the existing traffic volumes, shown in Figure 2, using a rate of 0.5% per year through Year 2028. Additionally, all trips relating to specific future "other developments" located within the vicinity of the site were incorporated. Greenway Engineering has provided Table 8 to summarize the 2028 "other developments" trip generation. Per the VDOT/County approved scoping document, Greenway Engineering utilized the following sources for establishing 2028 background trip generation: 1) the 7°i Edition of the Institute of Transportation Engineers' (ITE) Trip Generation Report was utilized for Bishop-Amari, Rutherford Crossing (remaining parcel only), Adams Commercial and Easy Living Associates Commercial Property; 2) VDOT residential rates were applied to the Snowden Bridge development; and 3) Rates derived from a trip generation study (by Greenway Engineering) performed for the Fort Collier Industrial Park (approved by VDOT/County) were increased by 15% and applied to the North Stephenson Tract (pimps Property) development. The Fort Collier Inchistrial Park Trip Generation StudX is provided in the Appendix section of this Study. Note: Per the VDOT/County approved scoping document, Greenway Engineering has assumed the relocation of the I-81 northbound off-ramp to intersect with US Route 11 opposite the existing 1-81 northbound on-ramp. In coordination with this improvement, Red Bud Road trips would be re-routed to Snowden Bridge Boulevard via the North Stephenson Tract (Omps). Figure 16 shows the 2028 background weekday ADT and AM/PM peak hour traffic volumes at each of the key locations identified within the study area. Figure 17 shows the corresponding 2028 background lane geometry and weekday AM/PM peak hour levels of service results. All Synchro and HCS+ levels of service worksheets are included in the Appendix section of this Report. Graiistone OTice_&Industrial Park- Tra f e Impact Study 0GREENWAY ENGINEERING File Number:2760GC 0 August 24,2009 Page 31 Table 8 2028 BaclTround "Othei-Developnlellts" Trip Generation Summary .Uj Pent;How- P14I Pent:Hoar• Coda Lmul Use Amount ADT lu Out Total Irr Out Taal North StepLeulson Tract(Ornps Property) Lieut Industrial a 800,000 8F 115 91 306 73 126 199 2., 62 Sub-Total 115 91 206 73 126 199 2,763 10•%reduction fertripsirrleraatirg with Rutherford Crossing 11 9 21 7 13 20 276 Total Trips 103 SZ 185 65 114 179 2,486 Snowden Bridge(Farmeriy Stephenson Village) 210 Single-Fsauily Detnched 432 twits 78 234 313 252 148 400 -4,316 320 Apminreni(30e19%7DOT+20°b1TE 220) 81 tulits 12 41 53 51 28 80 778 230 Totuidrouse!Caudo(80°o VDOT+20%rIR220) 57tntits l2 44 57 46 25 71 713 Torn]"New"Trips 102 319 421 349 201 550 5.807 Blshop Ammt Parcels(Route IVOld Cl miestowu Road) 814 91)etialtyRelm1 15.000 SF 31 20 50 25 32 57 679 853 C'oru-eu.Matt rs"'prunps 16p1unps 137 137 275 154 154 308 8,682 932 H-T Reslamotit 5,000 SF 30 2S 58 33 21 55 636 "ii. 198 1S5 382 212 207 420 9,997 Pass-by Trips 40%(Code 853) 55 55 110 62 62 123 3,473 Total"New"Trips 143 130 273 151 146 297 6,524 Rutherford C-milrgm(Remaiming Development) 850 ch-ocer).Store 50,006 SF 114 73 187 275 264 539 4,739 Total"NvNv"Trip 114 73 187 275 254 539 4,739 Arlmns Commercial 150 Wnrehonsiog 120,000 units 7S 17 95 19 51 75 792 151 Self-Service Storn_se 140,000 rurils 12 9 2I 13 17 35 334 '10 Office 120,000 units 191 26 217 36 1%7 213 1.535 812 Buildin,-"LiuiherStore 25.000:1F 44 21 65 59 67 126 1.024 SBO ZYlrolesale111arket 150,000 stud. 41 34 75 14 17 32 1,010 Total 366 107 473 146 334 431 4.695 Easy Living Assarlates Conunercinl Property 151 Self-Service Storage 35,000 SF 3 2 5 4 4 8 82 710 Office 35,000 SF 71 YO 81 30 98 118 594 820 Retail 45,000 SF 59 33 97 1?7 192 3 70 4.041 853 Cannes Martwlpturt}rs 16 pumps 137 137 275 154 154 308 8.682 934 Fast Food iv!DT 5,0008E 135 130 266 90 33 173 2.481 Sub-Tolut 406 317 723 446 531 977 15,880 PassbyTrips 25%(Ccde820) 12 12 24 46 46 92 holt, Pass-by Truss 40%(Code 85 3) 55 55 110 62 62 123 3,473 Pass-by Trips 40%.(Code 934) 53 53 106 35 33 69 993 Total Pass-byTripI- 120 120 240 142 142 285 5.475 Total"Nest-"Trip. 286 197 483 1 303 339 693 1 10A05 • Ti ilrs sue Lw ed upon rntes desired frmu"achral"traffic ccnnuts Conducted nt a:imilm'site.,These rates n-ere increased b)-154o per ScopiuY Flom. Graystalte Once cg.Industried An*- Traffic hrrpaci Study GREENN3AY ENGINEERING File Number:2760GC 0 August 24,2009 Page 32 LEGEND 0 INTERSECTIONAL 10 a � Ofd C X(y) AM PEAK HOUR(PM PEAK HOUR) R`r 7°n'q!fade 1000 DENOTES WEEKDAY AVERAGE DAILY TRIPS �, 11 IZE77 ran °nhl4 (D c� � n hie m 9s)r lJ�z,glD�a o},�dw%���S�0 Pjke �t h�tYa4f 11' ryn S2 Ain'n� v a, .�+rW ✓ a 762 6 �� 1161��16� ti 15 111 V161 3 12317 f �1155�15�) Wry 4 w a l3 1' wcp � Tne 9 ar�1liA g1�57 14 �y$ 13 �� ca 't' 11 1A1146� ���r� pd'�a SITE 1A 1 A,u d 4 x� g 9139,`11� QA N � ►� RELOC D ,P. �,a �� �� ,r s�� e 1NT ECTION U 4 i� �Sno m y c�ay "m eA� 11 ��o x : �} b 3 V ® \'J 1 p pp NQS \p4'1 +we R4 31'0 4^L y'43 ''sem g0\3�}a�c OFB�`JgA n�na hAy ��y� �(yc (''��'� �r �� � rz3� � r ��� rrJ � el � �•`8r'i 11 1AF11'L�^�ti�� a�`a 11 9I• 0'�� 11 6 11 0� t15 z o s'� a rrsrJ o��'a° 1 9 env N/A � 4 N rq m o I w O N 0 GREEMWaY ENGINEERING,.. yJhHL— Graystone Office & Industrial Park FIGURE 6 151 IV ieufy 1gi.0 ne Ii�:�r�,v,rr�°�ezzsoz TIL"-ph -940) 5r,as 2028 Background Traffic Conditions Project ft2760GC l:.ax.�`sao1na-9sza fwudrd o,flil wµr;�w)rng.cam LEGEND @I INTERSECTION# c fdCl+arlrs LANE CONFIGURATIONS {�� ]?on,, 'Tot Ij TRAFFIC SIGNAL -0p, RTERIAL LOS E) STOP SIGN +N NS=A(C) SB 12 10) A(A' AM PEAK HOUR(PM PEAK HOUR) * DENOTES UNSIGNALIZED CRITICAL MOVEMENT 4� A,� Q SIGNALIZED r n INTERSECTION DENOTES FREE RIGHT-TURN Ngy LOS=AC ARTERIAL LOS 9 () DENOTES CHANNELIZED RIGHT-TURN '� NB=A O LGl (D} L 4� V�r-e P e SB_ (B) r} it rr yrd 8 CS o � n`'a�rsqu p 12 ~! aryitn J ae V ARTERIAL LOS SITE NB ITT=C(C) w �a 4 1S 1 �1 SH=t;(E) � o 4 �ttiA O SIGNALIZED INTERSECTION LOS=D(F) g4e 2 q q�� � c�D "'r•� 9� �piXe ar�41;a 14 13 SITE 11 IPP e SIGNALIZED O OZ ® UNSIGNALIZED INTERSECTION INTERSECTION LOS=A(D} StGNALIZEO ro Righl In/Out fl INTERSECTION O Pke Only LOS=B(D) �t9n5bLLfi d RELOC D gN `) IN ECTION4( ' PSK Ea T,sp,p tJJ�� Gy�p�7j Ntfl�n`"US P� �e� 11 (JC/' o s9p�Ke \� p lA h44nsga dq L Nate:LOS only provided for critical morements. SIGNALIZED UNSIGNALIZED UNSfGNALIZEO O SIGNALIZED Q INTERSECTION ewe ® INTERSECTION OO ,c INTERSECTION LOS=B(C) 4 R4 Right WOut F Q.® )G tHLOS=INTERSECTION only �e o _ (� Oro �'J ay4 40 11 `�� � ry eek 11 11 Note:LOS only provided for critical movements. 11 12 m S RAMP DIVERGE r °9 LOS=B(B) RAMP MERGE 3 LOS=C(C) ° r '� NIA �4 }� RAMPMERGE LOS=C(D) •iy t t m1 '� RAMP DIVERGE 5 m. LL e o LO5=C(B) a ria Note:LOS only provided for crillcaf movements. GREENwAY£NCdlL.. NG,IMG Graystone Office & Industrial Perk A w.VulllIe1 FIGURE 17 RSTrh—,. tr niu-4185 � ,, Tele",f5t)O) -9528$5 2028 Background Lane Geometry & LOS ; xF�.vrvdnrsmiru Fes'{540)722-9528 Project�#2760GC PHASE 3 TRIP GENERATION Per the VDOT/County approved scoping document, Greenway Engineering determined the number of trips entering and exiting the site using rates derived from trip generation studies (increased by 15%) performed for the following existing developments: 1) "Avion Business Park" located in Fairfax County, Virginia and 2) "Fort Collier Industrial Park" located in Frederick County, Virginia. Table 9 is provided to summarize the total trip generation associated with Phase 3 of the Graystone Office & Industrial Park. The Avion Business Park Trig Generation Slid)) and the Fort Collier Industrial Park Tri-P Generation Str.rd are provided in the Appendix section of this Report, Table 9 Proposed Development: Graystone Office& Industrial Park Phase 3 Trip Generation Summary Abl Peak!lour PM Peak Hnur Code Land Use Amount AN] In Out Total In out Total OffiecI R&D* 1,749,000 SF 773 70 844 127 585 712 8,376 Manufacturing 11Uarehousing* 570,000 SF 82 65 147 52 90 142 1,968 `Sub-Total 855 135 990 179 676 854 10,344 16%reducrionfor trips hrtererrring with Rrnherford Crossing 86 13 99 18 68 85 1,034 Total Trips 770 121 891 161 648 769 9,310 *Trips arc based upon rates derived from"actual"traffic counts conducted ata similar sites.,These rates svcrc increased by 15°0.per Scaping Form, SCENARIO A PHASE 3, SCENARIO A, TRIP DISTRIBUTION AND ASSIGNMENT The distribution of trips was based upon Iocal travel patterns for the roadway network surrounding the proposed site. Per the VDOT/County approved scoping document, Greenway Engineering utilized the trip distribution percentages shown in Figure 18 to assign the proposed Graystone Office & Industrial Park Phase 3 -Scenario A, development trips (Table 9) throughout the study area roadway network. Figure 19 shows the development-generated weekday ADT and AM/PM peak hour trip assignments. PHASE 3 (2028), SCENARIO A, BUILD-OUT CONDITIONS The Phase 3 Graystone Office & Industrial Park assigned trips (Figure 19) were added to the 2028 background traffic volumes (Figure 16) to obtain 2028 build-out conditions. Figure 20 shows the 2028 Phase 3 -Scenario A build-out weekday ADT and. AMIPM peak hour traffic volumes at each of the key locations identified within the study area. Figure 21 shows the corresponding build-out lane geornetry and weekday AMIPM peak hour levels of service results. All Synchro and HCS+ levels of service worksheets are included in the Appendix section of this Report. I _GraPsione Qf tee&Mchistrial Park-Trak Impact 3tu6 0 GREENWAY ENGINEERING File]Number:2760GC August 24,2009 Page 35 N 15% 10 1�Char1E's To►+ ,t� Road 2a% , n y � f`�f r yAf�,°rd A �ff�Pb�� 12 fNA�A� 7 s� SITE of D� y w r b Y 1 cO 15 0� C) W. VU 19 oG 5 p � C�� b w 4 �° 18 3 16 17 v n c1 r� c s d A 25% 14 13 �P SITE 15%° 5% Note: 10%of Graystone Office&Industrial Park trips would be distributed to/frons Rutherford Crossing via Snowden Bridge Blvd /Merchant Street at Route 11. The percentages shown on this '� Includes 10% trips to/from the Snowden figure are based upon the remaining development(90%). Bridge Residential Development GREENWAY ENGINEERING, 151 gyp- GstOffice & Industrial Park trW.27+f01 raone ust��, FIGURE 18 ltin ire.,t ugixia 22 r�kph-n.:(sd722952885 Fw�nded AIY/I FAX.(540)0)662 41 Phase 3-Scenario A Trip Distribution Percentages Project#2760GC - nxw.gre[R%pyYllg.[Orti LEGENO a ^ © o A(A) AMVEAR R(aMaEn VM ` Ir oENoiEa FNR FR BMTURCNn moUEMEM 11 �� Il �� ` 2 B€N9T€W WXANN€!@€W W191fhPoWX 0 % Q Q '' 4 doh9re, f{ v RELOC D ECTION D FA qpeµy 9 � V 0 � l�F d€ Aft 2 �zt e ITE 931 8� y rydB d2 a^ .+ � Y coi L `�,rv� e*s 11 CS 11 o e 0a s 3+p3 F¢s ° OB 1 p(a � gc r a 3' ° 698 pyh Bawl1. ♦ �4b ` `is �ioryaaA i f°Jn� �ry 1 a r pft +n„�5'��� w„ .yE•be a 69 8 74 �` 13 i f SITE o o � R. N/4 (mai �— GGEENMENGINEENING,.- Graystone Office chi Industrial rare( FIGURE 19 .-__ ,.,.M,a. ma,--- L n.,—J--f_rAnArsif.A TrinS proieGNzisooc LEGEND u EcaHFlauMnoMs O A(A ueFarvoun lvtirauxxowp � Y1�& oEnmes FacE visM unx ncaF mavFxF.vr ll „�.�, �� � LL 1 �'$�9� RELOC D Allo IN, ECTIDN 0 � O 4 Q „1\ 7 ITE ?� ws� t3 �gg"� ;�J' ���► "� �1y�51 'ra PAP 5 �$ LL `•���� e'° r v e'� i3 ��P 13 � Y SITE o vow %3 N/A lite 1 Ott A Ll GREENWAY ENGINEERING— Graystone Office Industrial Park FIGURE 20 ���,�� PmjeciN T/60GG a m e 2028 Phase 3-Scenario A Build-out Traffic Conditions LEGEND ' g4P a E°x.�R r0x° 4 N o mn @ ox °exares rrscewaxr roux ll � � ai °Ex°,Es cxaxxc�¢re°remxr-rvnx TI Oec c;as T s j i RELOC D IN ECTIONa�Q� 041 o 10 xlu�s .� sicxa, T. ) ' u Pf 'soh SITE tS 1 @ p P, a o'° m 0q 5 oFe' tie �m e OO© O� z x° A. t� _ yy nseaucrr�0ax M x Un Eres�n wdlmoP IQ, 3 �W ory°.E s6 SITE o x ER°E arEresE V So�"'ena N/A V� f� §y®`��' e GREENWt ENG1NEERINO,- Graystone Office&Industrial Park FIGURE 21 2028 Phase 3-Scenario A Build-out Lane Geometry&LOS Fm,ect H'2)50GC SCENARIO B PHASE 3, SCENARIO B, TRIP DISTRIBUTION AND ASSIGNMENT The distribution of trips was based upon local travel patterns for the roadway network surrounding the proposed site. Greenway Engineering utilized the trip distribution percentages shown in Figure 22 to assign the proposed Graystone Office & Industrial Park Phase 3 - Scenario A development trips (Table 9) throughout the study area roadway network. Figure 23 shows the development-generated weekday ADT and AMJPM peak hour trip assignments. PHASE 3 (2028), SCENARIO B, BUILD-OUT CONDITIONS The Phase 3 Graystone Office & Industrial Park assigned trips (Figure 19) were added to the 2028 background traffic volumes (Figure 16) to obtain 2028 build-out conditions. Figure 24 shows the 2028 Phase 3 -Scenario A build-out weekday ADT and AM/PM peak hour traffic volumes at each of the key locations identified within the study area. Figure 25 shows the corresponding build-out lane geometry and weekday AM/PM peak hour levels of service results. All Synchro and HCS+ levels of service worksheets are included in the Appendix section of this Report. Greenway Engineering has provided Table 10 to show the 2028 background and Phase 3 build- out (Scenarios A and 13) levels of service, vehicle delay as well as the 95`' percentile back of queue, by lane group/approach, for each of the study area intersections. i I i Grovstone Me R Industrial Park- Tra is Impact Stud 0 rIEC,[ AY ENGINEERING File Number 2760GC August 24,2009 N 15% 10 cRo des PIG;$ ro`,t air 20% 11 20% ►ty 4� 9 d1,Lelk r, d 12 PPf�f 7 �$ ITE W d h�0 a�7 > u u 19 20 o 4 tea t� I S 16 17 oj=� N� ram v �$OQ p 2 p �b5 e"' a �a �+` o d v u W 25% $ 3 14 W, 1 SITE 15% 5% Note: 10%of Graystone Office&Industrial Park hips would be distributed to/from Rutherford Crossing via Snowden Bridge Blvd /Merchant Street at Route I 1 and 40%would be distributed to/frorn Route 37 via the proposed SPUI, The percentages shown on this Includes 10% trips to/from the Snowden figure are based upon the remaining development(50%). Bridge Residential Development GREENWdY ENGINEERING, 751 il7ndvNu'l L.enr wc. Gra stone Office & Industrial Part[ 11Fnr1—w,Vfginin 116111 FIGURE 22 > �`� 1&-rm Trlrphonr:((SAO)772-)722.9528 2.J185 & Phase 3-Scenario B Trip Distribution Percentages Proiect#2780GC Fowdrd w I� xsw.grcrnwyrnFcam LEGEND �Ir �1�1� uxrrox� xnncxs O $�� "Ol O ®, .Ma KwoaPuo�w�o., 1y �, �p eewo,��waewE��e a�w,-,�w. c+�+ n►�S pp m O O O +xis q °�nanesaaw ✓' ✓ m < Fav �lLv j' REL D INT ECTION or+m P►" "'�yA 11 Cdr 11 poi+ 8 qp R m�9 Q e P ITE 517 AM1°' 1 oe aY`/ V m 3 � 1 � i'�kS 1Ma Uz~g 9 1 13 a� SITE o @ o 'A 6 n m, GREENWAY ENGINEERING, . Graystone Office&Industrial Park FIGURE 23 Phaco R_Rranarin R Ilavalnnmanf_(;anara tart Trins LEGEND x A(A) ivn vFaoua fvu vF.axxeua) ,t�G p 9� `, P oExm�s�xAxx��Eoa�°x,.nax as'+'p�M � as��a Q ? U RELOC TED INT,. ECTION ' r 'fPpl B: 0 A� ITE1� „ �' 3 6033 E 6u99'I'! a ,i ❑ ed' 131® m a gg 72322 * 3 p f SITE o ® o ® g `.'G9R'v5q aeAg U`' v � r'sUv GREENWAY ENGINEERING,uK Graystone Office&Industrial Park N FIGURE241 _. 707R Phaco.R-Rrenarin R Rrrilrl_nrrt Traffin Cnnriitinna LEGEND ��� �,xrx�ox„"oxx„oxs N p roP x M jos-:r� ,x a s�;7 bwr Ma�xxo"xryxv Kxa i 4 �' w^ b fl 3 i,RELOCA-T D M INT,. ECTIONQ� a h?Y asmYnrnu.ab.r+ri+em�w�.iin. CP ITE b ° e oP (�� �°T �3, 9 cxr; p.y ,mcxsesc�nox wrexseetro 0�O" 2 O n Y osefel � ww - S S wa 14 3 SITE p Q a. ��� � � •wNb s�w,�a„ca a � �\ "ti P, GREENWAY ENGyNEERING„-. Graystone Office&Industrial Park Holtzman Winchester Technical Appendix F. Stowe Engineering Omps Northeast Rezoning Traffic Impact Study[T/SJ Excerpts 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com SCOPING INFORMATION Traffic Impact Study for Omps Northeast Rezoning September 27, 2016 Rev 8-9-17 Prepared for K&J Investments Winchester, VA 22603 �,,►�,♦pyTH#o00000 ®p yrs, x ML o� + TIMOTHY S. STOWE �' +�► e, *d Lic.No. 21924 ] 8/9/17 Prepared by Stowe Engineering, PLC 103 Heath Court Winchester, VA 22602 Executive Summary This Traffic Impact Study was prepared to support the rezoning request for the land owned by K&J Investments and is located east of Martinsburg Pike in Frederick County, VA.The rezoning, if approved, will lead to the development of 3.9 acres with a fast food restaurant and a convenience store with fuel pumps. The subject property is located east of Martinsburg Pike and north of Snowden Bridge Boulevard in Frederick County, VA. Access to the site will be through new entrances onto Ezra Lane, Nulton Lane, and Snowden Bridge Blvd.The Nulton Lane entrance will provide access to Martinsburg Pike. The Snowden Bridge Blvd. and Martinsburg Pike connections will be right-in right-out only. The Ezra Lane entrance will be a full movement entrance. The construction of Ezra Lane and Nulton Lane are necessary to distribute the traffic from the proposed development and are considered an important part of this development. With the introduction of significant background traffic in the background and design year scenarios, a decrease in the level of service for some movements was observed in the Design Year 2024.This can be seen in the Design Year PM peak hour where two left turning movements operate at a LOS of D and the southbound left turn movement operates at a LOS of E with a delay of 58.8 seconds. To mitigate this impact the recommended roadway improvements are: • Construct Ezra Lane from Snowden Bridge Boulevard to Nulton Lane as a 2-land roadway with a continuous left turn lane. • Construct Nulton Lane as a 2-lane roadway with a right-in right-out connection to Route 11. Nulton Lane will provide ingress and egress for the adjacent land owners to the north. • Provide additional 10' of right of way along Route 11 to accommodate future improvements. • Enter into a signalization agreement with the Virginia Department of Transportation for the signal at the intersection of Snowden Bridge Boulevard and Ezra Lane With these improvements proffered by this developer combined with the improvements this developer has previously participated in at this location, it is the opinion of this engineer that the transportation impacts of this rezoning and its resulting development are both manageable and acceptable for this project setting. It, Tube count ���' '° LOCATION �� site �, Intersection count (1 & 2) a a7 • r ►►a ` Figure 4 Location of Study Intersections Proposed and Existing Uses Existing Use The property is currently used for residential purposes. Proposed Uses &Access The proposed use for the property is General Business (ITE land uses 934 and 945) which will include a fast food restaurant and a convenience store with 12 fueling positions. A plan of the proposed development at an engineering scale is included in Appendix E of this report. Access to the property will be through a proposed commercial entrance connecting to Ezra Lane.This will be the only access to the site. Nearby Uses The existing land uses near the proposed site are: Table 3 Surrounding Land Uses Direction Use North Residential East Vacant South HH Omps Trucking and warehousing West Rutherford Crossing Shopping Ctr 5 2018 No-Build (Background) Traffic Conditions No-Build traffic conditions are those that are expected to occur without the proposed rezoning.These traffic conditions were established by increasing the existing 2016 traffic volume by 1.0% per year to the build-out year of 2018, and adding traffic associated with other developments.The growth factor of 1.0%was determined by VDOT Staunton District Planning staff and is based on the historical and anticipated growth in traffic volumes in the project area. Assumptions included in the No-Build Scenario include: • Phase 1 of Snowden Bridge Boulevard will be open to traffic. • HH Omps will use Snowden Bridge Boulevard to access their trucking terminal. • Phase 1 of the Graystone Commerce Center will be operational. The traffic volumes associated with Phase 1 of the Graystone Commerce Center were obtained from Graystone Office & Industrial Park Traffic Impact Study prepared by Greenway Engineering August 24, 2009 and are presented in Table 8.The Traffic Impact Analysis function within Synchro was used to assign the traffic volumes to the roadway network. Trips were distributed based on the percentages shown in figure 10. The assigned volumes are shown in figure 11. The percentage of heavy vehicles associated with the Light Industrial land use was forecasted to be 10%. While the ITE Trip Generation Manual does not provide an estimate of heavy vehicles for this land use, it does provide an average percentage of 8%for the Industrial Park land use. 10%was used for the Light Industrial as a conservative estimate.The volume of heavy vehicles was computed and distributed throughout the roadway network. t a � _ 1 Ole + 6�a�o t► �s Y r Figure 10 Trip Distribution for Phase 1 of Greystone Commerce Center 13 Table 8 Trip Generation Report for Background Development Trip Generation Summary Alternative: BK GRIND Graystone Phase 1 Phase: Open Date: 12/17/2018 Project: Omps NE Rezoning Background Analysis Date: 1/27/2017 Weekday Average Daily Trips Weekday AM Peak Hour of Weekday PM Peak Hour of Adjacent Street Traffic Adjacent Street Traffic ITE Land Use * Enter Exit Total * Enter Exit Total * Enter Exit Total 150 Manufacturing/Warehousing ✓ 342 342 684 ✓ 30 23 53 ✓ 18 33 51 220 Gross Floor Area 1000 SF 760 Office/R&D ✓ 1483 1482 2965 ✓ 275 24 299 ✓ 45 207 252 680 Gross Floor Area 1000 SF Unadjusted Volume 1825 1824 3649 305 47 352 63 240 303 Internal Capture Trips 0 0 0 0 0 0 0 0 0 Pass-By Trips 0 0 0 0 0 0 0 0 0 Volume Added to Adjacent Streets 1825 1824 3649 305 47 352 63 240 303 Total Weekday Average Daily Trips Internal Capture=0 Percent Total Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent Total Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent * -Custom rate used for selected time period. Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition,2012 TRIP GENERATION 2014, TRAFFICWARE,LLC P.1 14 ti Y d Y l0 0, d a � 12(60) 5(24) 31(156) { Snowden Bridge Blvd. y ® Nulton Ln(pvt) Merchant St 31(6) � o o rn r4 Legend:AM Peak Hr,(PM Pak HR),� Figure 11 Trip Assignment for Background Trips for Phase 1 of Graystone Commerce Center An additional 4 heavy trucks were included in the AM and PM peak hour background volumes to represent trips associated with HH Omps trucking. The total of these volumes is the 2018 Background AM and PM peak hour turning movement volumes and they were analyzed using the Synchro 9.1 traffic modeling software.The AM and PM peak hour traffic volumes are shown in Figure 12. The lane geometry, AM peak hour delay and level of service are shown in Figure 13 and the 95th percentile queue for the AM peak hour is shown in figure 14.The lane geometry, PM peak hour delay and level of service are shown in Figure 15 and the 95th percentile queue for the PM peak hour is shown in figure 16.The modeling results (levels of service and delay) are tabulated in Tables 5 through 8. Analysis The traffic modelling shows that traffic continues to operate smoothly with acceptable levels of service under the no-build conditions. 15 ti � Y a Y a O = r4 21 ^� l0 O -I a -' 12(60) 4 5(24) 31(165) 1 2(3) Snowden Bridge Blvd. Nulton Ln(pvt) Merchant St 37(144) 31(6) -► 54(213) m a Ln o oo m r4 Ln oo L r4 m N N M Legend:AM Peak Hr,(PMP a HR),� Figure 12 No-Build Year 2018 AM and PM Peak Hour Turning Movement Volumes ti _ Y a Y c6 O cR a a m V V C(28.0) c .J 11 C (28.5) �C(27.8) 11 B(11.6) Snowden Bridge Blvd. Nulton Ln(pvt) Merchant St C(26.5) �T C(31 C(27.3) m N V m Legend:Delay in sec., Figure 13 No-Build Year 2018 AM Peak Hour Lane Geometry,Delay and LOS 16 ti 2 Y O ^ 00 sCL N ry a � M 0(220) 1 L 0 — 10( ) 17(260) 1 0(100) Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchan t St 19(200) 42(-) 0(120) o 0 O 00 r` N r` O ci Legend:95th Percentile Q eue(Available Storage) Figure 14 No-Build Year 2018 AM Peak Hour Queue Length(ft) r, -CIL, Y 0 N a 2 ON ul m a N � U c C(28.0) .J 11 C (28.8) r�D(36.5) 11 C(16.9) V Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchant St 7- C(28. (28.8) C(27.6) �► C(27.3) o m z Co Co Legend:Delay in sec., Figure 15 No-Build Year 2018 PM Peak Hour Lane Configuration, Delay and Level of Service 17 ti ti O^ a Y Ln 00 a a N ry a o � -1 L 0(220) i 31(-) 77(260) 1 L 0(100) Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchant St f� 62(200) 52(-) 0(120) o — o 00 N 10 00 -1 O -i Legend:95th Percentile Queue(Available Storage) Figure 16 No-Build Year 2018 PM Peak Hour Queue Length(ft) 18 Trip Generation and Distribution Trip Generation The new trips that will result when the proposed development is complete have been forecasted using the Trafficware TripGen 2014 software, which is based on the ITE Trip Generation Manual, 9t"edition. The ITE Trip Generation Manual is a compilation of historical data from similar projects from which forecasts can be made. Pass-by trip reductions have been applied to the forecasted traffic volumes based on ITE values for similar projects.The forecasted trips are shown in the Trip Gen Report in table 9. Trip Distribution Trips generated by the development were assigned to the roadway network using the Traffic Impact Analysis module in Synchro. The trip distribution was based on proximity to logical transportation corridors, access to 1-81, and commuter patterns, and was agreed to by VDOT planning staff. The trip distribution percentages are shown in figure 17 and the assignment of the new AM and PM peak hour trips are shown in figure 18. Due to the low volume of traffic on Snowden Bridge Blvd. in this scenario, pass-by trips have not been considered in the Build scenario. I I//fr Project Location tog baja b, Figure 17 Distribution of New Trips 19 Table 9 Trip Generation Report Background Development Trip Generation Summary Alternative: Build-out 2018 Phase: Open Date: 12/15/2018 Project: Omps Northeast Rezoning Analysis Date: 9/19/2016 Weekday Average Daily Trips Weekday AM Peak Hour of Weekday PM Peak Hour of Adjacent Street Traffic Adjacent Street Traffic ITE Land Use * Enter Exit Total * Enter Exit Total * Enter Exit Total 934 Fast Food Rest.w/Drive Thru 744 744 1488 69 67 136 51 47 98 3 Gross Floor Area 1000 SF 945 Conv.Market with Fuel Pumps 977 976 1953 61 61 122 81 81 162 12 Vehicle Fueling Positions Unadjusted Volume 1721 1720 3441 130 128 258 132 128 260 Internal Capture Trips 0 0 0 0 0 0 0 0 0 Pass-By Trips 0 0 0 71 71 142 69 69 138 Volume Added to Adjacent Streets 1721 1720 3441 59 57 116 63 59 122 Total Weekday Average Daily Trips Internal Capture=0 Percent Total Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent Total Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent * -Custom rate used for selected time period. Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition,2012 TRIP GENERATION 2014, TRAFFICWARE,LLC P.1 20 Y CL Y a a a r N t-' 6(6) -- L ~6(6) N 23(24) 1 t- 17(18) Merchant St f 1 Snowden Bridge Blvd. ® Nulton Ln(pvt) 1 r 3(3) 1 3(3) r � m 00 N ci �p w I i H 00 C 3(3) a 4 17(12) w" Snowden Bridge Blvd. Site Entrance 33(47) 1- 23(18) H 0 M M Legend:AM Peak Hr,(PM Peak HR), Figure 18 Assignment of New Trips 21 Pass-by Trips Pass-by trip reductions consider site trips drawn from the existing traffic stream on an adjacent street, recognizing that trips drawn to a site would otherwise already traverse the adjacent street regardless of the existence of the site.The reduction applies only to volumes on adjacent streets, not to ingress or egress volumes at entrances serving the proposed site.The pass-by rates utilized in this study are those reported in Trip Generation Handbook. Since the pass-by trips utilize the site driveways (entrances) the pass-by volume reduction must be added back in to the traffic volumes from the main roadway to the site. Figure 18A shows how the pass-by volumes were added. ti ti Y a Y CO a a N 00 p a °N°° N° 21(21) r4 �4(6) N y l� 28(24) 1 a 11(9) I Snowden Bridge Blvd. © Nulton Ln(pvt) Merchant St U 4(3) r � rn N c-I N W � N H v ci N 4(7) a 4 32(12) w Snowden Bridge Blvd. Site Entrance 53(-21)0 39(18) LnLn Legend:AM Peak Hr,(PM Peak HR), Figure 18A Assignment of Pass-by Trips 22 2018 Build-out Conditions The 2018 build-out conditions combine the background traffic for the year 2018, and the new traffic that is forecasted to result from the development of this property. This is referred to as the "Build Condition" which is forecasted to occur in the year 2018. The proposed development will have three entrances: 1. A full entrance on Ezra Lane 2. A right-in right-out on Snowden Bridge Boulevard and, 3. A right-in right out on Martinsburg Pike via Nulton Lane. Analysis The 2018 Build Condition AM and PM peak hour turning movements were analyzed using the Synchro 9.1 traffic modeling software. Traffic volumes for the background traffic and the proposed development were computed using the TripGen 2014 software and assigned to the roadway network using the Traffic Impact Analysis module in Synchro 9.1.The AM and PM peak hour traffic volumes are shown in Figure 19.The lane geometry, AM peak hour delays, and level of service are shown in Figure 20.The AM peak hour 95th percentile queue length is shown in figure 21.The lane geometry, PM peak hour delays, and level of service are shown in Figure 22.The PM peak hour 95th percentile queue length is shown in figure 23.The modeling results (levels of service and delay) are tabulated in Tables 5 through 8. 23 Y � CL o r r, o -i � 39(87) jg 15(36) 0) • fJ 82(213) 1 30(31) Snowden Bridge Blvd. o Nulton Ln(pvt) Merchant St —A U 40(147) 38(12) 54(213) m 0 � 9 O N W m r4 m .� `n m N m m ci m m Legend:AM Peak Hr, (PMP a HR),� UL v v M t— 7(10) a 4 97(289) w Snowden Bridge Blvd. Site Entrance 398(166) 62(36) H 0 0 ft N al Legend:AM Peak Hr,(PM Peak HR), Figure 19 Build Year 2018 AM and PM Peak Hour Turning Movement Volumes 24 a Y a a vi '4 o m M a 'o �O o V C(22.6) C (22.8) j-�—C(24.5) 11 B(10.7) U Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchant St �T g C(30.5) * *� C(32.3) �� r C(27.3) N r4 V m Legend:Delay in sec., c w p v c Q a a � w Snowden Bridge Blvd. Site Entrance A(7.4) p6 Q Legend:AM Peak Hr,(PM Peak HR), Figure 20 Build Year 2018 AM Peak Hour Lane Geometry, Delay and LOS 25 ti 2 Y O ^ W sCL r4 ry a s Q 3 o � 0(220) i 21(-) 35(260) 1 4(100) !� Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchant St 20(200) 46(-) 0(120) 0 0 m 0 r4 n I ci C W i H N N � a ai � w Snowden Bridge Blvd. Site Entrance 5( ) 0 0 0 ft Ln Legend:AM Peak Hr, (PM Peak HR), Figure 21 Build Year 2018 AM Peak Hour Queue Length(ft) 26 a Y m Om o � V V L C(26.2) jg 4 C(26.9) �J + r�C(29.7) ii C(18.3) U Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchant St C(33.3) �T C(30.0) C(29.0) N n N r4 ci N V V Legend:Delay in sec., w � of v Q � c a a � w Snowden Bridge Blvd. Site Entrance A(7.4) o6 Q Legend:AM Peak Hr,(PM Peak HR), Figure 22 Build Year 2018 PM Peak Hour Lane Geometry,Delay and LOS 27 ti 2 Y o Ln W sCL N ry s 0 Q 3 o � M 0(220) i 40(-) 87(260) 1 10(100) Snowden Bridge Blvd. ® Nulton Ln(pvt) Merchant St J 5$(200) 62(-) 0(120) o - o a o 0 z W o w � v v e � � a a Snowden Bridge Blvd. Site Entrance 5( ) 0 0 0 ft N Legend:AM Peak Hr, (PM Peak HR), Figure 23 Build Year 2018 PM Peak Hour Queue Length(ft) 28 Design Year (2024) The design year for the project is six years beyond the completion of the project,which in this case is the year 2024. It is recognized that other nearby projects will likely develop prior to 2024 and may have an impact on traffic operations in the study area.Therefore, traffic volumes from the following projects has been included in the Design Year Scenario: • Omps South East convenience store with 15 fueling positions. • 25%of the general office portion of Snowden Bridge Station. • 25%of the light industrial portion of Snowden Bridge Station. The traffic volumes associated with these developments were obtained from traffic impact studies prepared by Stowe Engineering, PLC and are presented in tables 6 through 8.These trips were distributed on the roadway network based on the distribution shown in figures 24 and 25 using the Traffic Impact Analysis module within Synchro. The General Office land use at Snowden Bridge Station was distributed symmetrically on Route 11 because the workers will be traveling to and from the nearby residential areas,which are both north and south of the development. In contrast, trips from the Light Industrial land use at Snowden Bridge Station and the Omps SE convenience store w/fuel pumps were distributed more heavily towards I-81 since much of the traffic is assumed to be traveling longer distances.The assigned volumes are shown in figure 26. The percentage of heavy vehicles associated with the Light Industrial land use at Snowden Bridge Station was forecasted to be 10%. While the ITE Trip Generation Manual does not provide an estimate of heavy vehicles for this land use, it does provide an average percentage of 8%for the Industrial Park land use. 10%was used for the Light Industrial as a conservative estimate.The volume of heavy vehicles was computed and distributed throughout the roadway network. ,af i A . o Figure 24 Trip distribution for Snowden Bridge Sto-General Office 29 Table 10 Trip Generation Report Background Development Trip Generation Summary Alternative: Omps SE Conv Store w/Fuel Phase: Open Date: 10/1/2022 Project: Omps NE Rezoning Background Analysis Date: 1/27/2017 Weekday Average Daily Trips Weekday AM Peak Hour of Weekday PM Peak Hour of Adjacent Street Traffic Adjacent Street Traffic ITE Land Use * Enter Exit Total * Enter Exit Total * Enter Exit Total 945 Omps SE Conv Store with F 1221 1221 2442 76 76 152 102 101 203 15 Vehicle Fueling Positions Unadjusted Volume 1221 1221 2442 76 76 152 102 101 203 Internal Capture Trips 0 0 0 0 0 0 0 0 0 Pass-By Trips 0 0 0 47 47 94 57 57 114 Volume Added to Adjacent Streets 1221 1221 2442 29 29 58 45 44 89 Total Weekday Average Daily Trips Internal Capture=0 Percent Total Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent Total Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent * -Custom rate used for selected time period. Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition,2012 TRIP GENERATION 2014, TRAFFICWARE,LLC P.1 30 Table 11 Trip Generation Report Background Development Trip Generation Summary Alternative: Snowden Bridge Sta-Gen.Office Phase: Open Date: 5/11/2022 Project: Omps NE Rezoning Background Analysis Date: 1/27/2017 Weekday Average Daily Trips Weekday AM Peak Hour of Weekday PM Peak Hour of Adjacent Street Traffic Adjacent Street Traffic ITE Land Use * Enter Exit Total * Enter Exit Total * Enter Exit Total 710 Snowden Br Sta-Gen Offi 312 311 623 77 10 87 20 100 120 37.5 Gross Floor Area 1000 SF Unadjusted Volume 312 311 623 77 10 87 20 100 120 Internal Capture Trips 0 0 0 0 0 0 0 0 0 Pass-By Trips 0 0 0 0 0 0 0 0 0 Volume Added to Adjacent Streets 312 311 623 77 10 87 20 100 120 Total Weekday Average Daily Trips Internal Capture=0 Percent Total Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent Total Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent * -Custom rate used for selected time period. Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition,2012 TRIP GENERATION 2014, TRAFFICWARE,LLC P.1 31 Trip Generation Summary Alternative: Snowden Br Sta-Light Ind. Phase: Open Date: 5/1/2024 Project: Omps NE Rezoning-Background Analysis Date: 1/27/2017 Weekday Average Daily Trips Weekday AM Peak Hour of Weekday PM Peak Hour of Adjacent Street Traffic Adjacent Street Traffic ITE Land Use * Enter Exit Total * Enter Exit Total * Enter Exit Total 110 Snowden Bridge Sta(N.Stephenson)Light Ind. 696 696 1392 129 18 147 15 114 129 200 Gross Floor Area 1000 SF Unadjusted Volume 696 696 1392 129 18 147 15 114 129 Internal Capture Trips 0 0 0 0 0 0 0 0 0 Pass-By Trips 0 0 0 0 0 0 0 0 0 Volume Added to Adjacent Streets 696 696 1392 129 18 147 15 114 129 Total Weekday Average Daily Trips Internal Capture=0 Percent Total Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent Total Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture=0 Percent Table 10 Trip Generation Report Background Development * -Custom rate used for selected time period. Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition,2012 TRIP GENERATION 2014, TRAFFICWARE,LLC P.1 32 °a. "k MIR Ap �toio ti LocationProject Snowden Station i r X Figure 25 Trip distribution for Snowden Bridge Sta-Light Industrial and Omps SE Convenience Store Analysis The 2024 Design Year AM and PM peak hour intersection turning movements were analyzed using the Synchro 9.1 traffic modeling software. AM and PM peak hour traffic volumes are shown in Figure 27. The lane geometry,AM peak hour delay and LOS are shown in Figure 28 and the AM peak hour 95th percentile queue length is shown in figure 29. The lane geometry, PM peak hour delay and LOS are shown in Figure 30 and the PM peak hour 95th percentile queue length is shown in figure 31. The modeling results (levels of service and delay) are tabulated in Tables 5 through 8. With the introduction of significant background traffic in the background and design year scenarios, a decrease in the level of service for some movements was observed in the Design Year 2024.This can be seen in the Design Year PM peak hour where two left turning movements operate at a LOS of D and the southbound left turn movement operates at a LOS of E with a delay of 58.8 seconds. To mitigate this impact the recommended roadway improvements are: 33 Holtzman Winchester Technical Appendix G. Individual Background Development Site Trips 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Legend Existing Number F . {� f•' 1 :. i1../ Future Intersection Existing Roadway 4 One Way Travel Lane _� T 3 AM/PM/SAT Peak Hour Traffic 6 4g s Q C 0] 1 2 0 3 Ion L Z ■ `__ 6138 L 010 4 11(77o CN m `o ��010 4— 11,77 -- 010 * 1 `-i 88117 Martinsburq Martinsburg Martinsburg Martinsbur Martinsbur Martinsbur Pike 113122—► � � Pike Pike � � � � Pike Pike � � � � Pike 010 010 CD 0 113122—� C. a Co 010 �cs 010 151/2!)--* o LL LL a 3 > cs m 0 :3 ro Q cu 0 C: o 0 z w CC C c4 m N e � V V � � '? 0a M 010 N u Cn CD o Q o N o 0 0 �—010 `9 0 l �� 010 17'115 010 rNr uj Ezra i Ezra Martinsburg Martinsburg Site Entrance' flm s NE Ln ` Ln Pike 151129 �y Pike RIR[l ■ala RIRo � a CO o Ora 010-0► o a o ►�, -0i 0 0 010—W 3 o N > a > m �+ °c o a E — 0 o co o0� � m V Future Intersection Graystone Office & Industrial Park — Site Trip Generation Legend Existing Number F . ' _yti„°_ � f•' 1 �:. i� Future Intersection r" Existing Roadway 5 4 One Way Travel Lane AM/PM/SAT Peak Hour Traffic 6 4g CL A 0 W ( 3 J C a1 �/ 0 U1 In i Z 616 010 o ra c� �( 18118 0 4-0/0 4— 18118 010 4) �, 24125 Martinsburq Martinsburg Martinsburg Martinsburg Martinsburg Martinsburg Pike 14!14—► � � Pike Pike � � � � Pike Pike � � � � Pike 0 0 CD o 14125—� © CD Tn T, o - 0/0LL 6119 o LL Q 3 6 7 0 0 ro O 7 m Q U1 O C O Z Ct CC n■� cIJ M Co `/ l L+■ 7 " M"—18/12 ���.••/�// M 0 C. 0 3 a E 3 4 4 5`? O O 41-0/0 l_ � 6f6 X24124 ��r WoO 18/15 Ezra Ezra Martinsburg Martinsburg Site Entrance' Om s NE Ln L L Pike 24125--, Pike RIR0 11IR0 0/0j _1 010 m 010—s a 'o c7 r7 Ln 11) 010 .8 , o , C v > i� > 3 m a 3 m °� o E — C o Future Intersection Omps Northeast Property Rezoning — Site Trip Generation Holtzman Winchester Technical Appendix H. 2024 Future Conditions without Development— Capacity Analysis Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Queues 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: FB AM Lane Group EBT WBT NBL NBR Lane Group Flow(vph) 1145 1120 537 282 v/c Ratio 0.52 0.50 0.75 0.80 Control Delay 11.7 1.4 49.2 56.5 Queue Delay 0.4 0.2 0.0 1.4 Total Delay 12.1 1.6 49.2 57.9 Queue Length 50th (ft) 205 3 202 196 Queue Length 95th (ft) 343 46 231 265 Internal Link Dist(ft) 772 156 777 - Turn Bay Length (ft) 575 485 Base Capacity(vph) 2223 2244 1614 773 Starvation Cap Reductn 0 420 0 0 Spillback Cap Reductn 555 0 0 309 - Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.69 0.61 0.33 0.61 Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: FB AM --,0- '4- Movement EBT EBR WBL WBT NBL NBR - Lane Configurations ft tt r Traffic Volume(veh/h) 1065 0 0 1042 499 262 Future Volume(veh/h) 1065 0 0 1042 499 262 Initial Q (Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1752 0 0 1767 1707 1752 Adj Flow Rate,veh/h 1145 0 0 1120 537 282 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh,% 10 0 0 9 13 10 Cap,veh/h 2326 0 0 2346 661 311 Arrive On Green 0.70 0.00 0.00 0.23 0.21 0.21 Sat Flow,veh/h 3504 0 0 3533 3155 1485 Grp Volume(v),veh/h 1145 0 0 1120 537 282 Grp Sat Flow(s),veh/h/In 1664 0 0 1678 1577 1485 Q Serve(g_s),s 19.0 0.0 0.0 34.6 19.5 22.2 Cycle Q Clear(g_c),s 19.0 0.0 0.0 34.6 19.5 22.2 Prop In Lane 0.00 0.00 1.00 1.00 Lane Grp Cap(c),veh/h 2326 0 0 2346 661 311 V/C Ratio(X) 0.49 0.00 0.00 0.48 0.81 0.91 Avail Cap(c_a),veh/h 2326 0 0 2346 1643 773 HCM Platoon Ratio 1.00 1.00 1.00 0.33 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.67 1.00 1.00 Uniform Delay(d),s/veh 8.3 0.0 0.0 27.2 45.2 46.3 Incr Delay(d2),s/veh 0.7 0.0 0.0 0.5 0.9 4.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 10.1 0.0 0.0 20.9 12.3 13.4 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 9.0 0.0 0.0 27.7 46.1 50.4 LnGrp LOS A A A C D D Approach Vol,veh/h 1145 1120 819 Approach Delay,s/veh 9.0 27.7 47.6 Approach LOS A C D Timer-Assigned Phs 2 4 6 Phs Duration(G+Y+Rc),s 89.4 30.6 89.4 Change Period (Y+Rc), s 5.5 5.5 5.5 Max Green Setting (Gmax),s 46.5 62.5 46.5 Max Q Clear Time(g_c+I1),s 21.0 24.2 36.6 Green Ext Time(p-c),s 3.1 0.9 2.4 Intersection Summary HCM 6th Ctrl Delay 26.1 HCM 6th LOS C Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 3 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB AM t Lane Group EBL EBT EBR WBL WBT WBR NBT Lane Group Flow(vph) 324 958 115 31 1008 59 102 v/c Ratio 0.70 0.52 0.11 0.06 0.69 0.08 0.47 - Control Delay 38.1 19.0 1.2 3.8 20.1 0.2 55.2 Queue Delay 0.3 0.1 0.1 0.0 0.0 0.0 0.0 Total Delay 38.4 19.2 1.3 3.8 20.1 0.2 55.2 Queue Length 50th (ft) 165 331 5 3 335 0 72 Queue Length 95th (ft) 278 342 8 m8 336 0 130 Internal Link Dist(ft) 156 1112 396 Turn Bay Length (ft) 125 70 150 250 Base Capacity(vph) 799 2267 1256 519 1466 756 218 Starvation Cap Reductn 131 420 538 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 0.49 0.52 0.16 0.06 0.69 0.08 0.47 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 4 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB AM --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL ESaALSBj Lane Configurations tt r tt r Traffic Volume(veh/h) 308 910 109 29 958 56 84 2 11 0 ff 0 IF 0 Future Volume(veh/h) 308 910 109 29 958 56 84 2 11 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1693 1752 1961 1900 1767 1722 1900 1900 1767 Adj Flow Rate,veh/h 324 958 115 31 1008 59 88 2 12 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh,% 14 10 1 0 9 12 0 0 9 Cap,veh/h 758 1012 505 869 1046 455 63 1 9 _ Arrive On Green 0.86 0.61 0.61 0.44 0.31 0.31 0.04 0.04 0.04 Sat Flow,veh/h 1612 3328 1662 1810 3357 1459 1540 35 210 Grp Volume(v),veh/h 324 958 115 31 1008 59 102 0 0 Grp Sat Flow(s),veh/h/In 1612 1664 1662 1810 1678 1459 1785 0 0 Q Serve(g_s),s 0.0 31.9 3.8 0.0 35.5 3.5 4.9 0.0 0.0 Cycle Q Clear(g_c),s 0.0 31.9 3.8 0.0 35.5 3.5 4.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.86 0.12 Lane Grp Cap(c),veh/h 758 1012 505 869 1046 455 73 0 0 _ V/C Ratio(X) 0.43 0.95 0.23 0.04 0.96 0.13 1.40 0.00 0.00 Avail Cap(c_a),veh/h 758 2230 1113 869 1046 455 73 0 0 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.80 0.80 0.80 0.91 0.91 0.91 1.00 0.00 0.00 Uniform Delay(d),s/veh 4.9 22.6 17.1 17.6 40.6 29.6 57.6 0.0 0.0 Incr Delay(d2),s/veh 0.1 15.5 0.8 0.0 19.1 0.5 243.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 2.3 13.9 2.6 0.8 23.3 2.3 12.4 0.0 0.0 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 5.0 38.1 18.0 17.6 59.7 30.2 301.1 0.0 0.0 LnGrp LOS A D B B E C F A A Approach Vol,veh/h 1397 1098 102 Approach Delay,s/veh 28.8 57.0 301.1 Approach LOS C E F Timer-Assigned Phs 1 2 4 5 6 Phs Duration(G+Y+Rc),s 60.9 45.1 14.0 60.0 46.0 Change Period (Y+Rc), s `8.6 `8.6 .9.1 '8.6 '8.6 Max Green Setting (Gmax),s .8.4 `80 '4.9 '51 '37 Max Q Clear Time(g_c+I1),s 2.0 33.9 6.9 2.0 37.5 Green Ext Time(p-c),s 0.0 2.5 0.0 0.2 0.0 Intersection Summary HCM 6th Ctrl Delay 51.4 i HCM 6th LOS D HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 6 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB AM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 301 458 226 155 780 105 91 13 46 67 65 60 v/c Ratio 0.75 0.25 0.20 0.60 0.44 0.11 0.50 0.10 0.14 0.39 0.56 0.19 Control Delay 38.2 5.1 0.4 63.3 19.8 1.9 63.8 51.9 0.9 61.3 52.9 1.4 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 38.2 5.1 0.4 63.3 19.8 1.9 63.8 51.9 0.9 61.3 52.9 1.4 Queue Length 50th (ft) 121 18 0 60 190 0 36 10 0 26 31 0 Queue Length 95th (ft) 132 22 0 94 295 15 62 30 0 50 78 0 Internal Link Dist(ft) 1112 747 315 487 Turn Bay Length (ft) 408 1000 237 270 290 230 205 135 Base Capacity(vph) 1045 1893 1095 269 1777 935 230 143 338 311 153 333 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.24 0.21 0.58 0.44 0.11 0.40 0.09 0.14 0.22 0.42 0.18 Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 7 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB AM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 20 257 421 208 143 718 97 84 12 42 62 33 Future Volume(vph) 20 257 421 208 143 718 97 84 12 42 62 33 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3347 3195 1509 3400 3312 1599 3019 1863 1482 3400 1562 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3347 3195 1509 3400 3312 1599 3019 1863 1482 3400 1562 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 22 279 458 226 155 780 105 91 13 46 67 36 RTOR Reduction(vph) 0 0 0 83 0 0 45 0 0 43 0 25 Lane Group Flow(vph) 0 301 458 143 155 780 60 91 13 3 67 40 Heavy Vehicles(%) 0% 5% 13% 7% 3% 9% 1% 16% 2% 9% 3% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 14.5 68.7 75.9 9.1 63.2 68.3 7.2 8.3 8.3 5.1 6.1 Effective Green,g (s) 14.5 68.7 75.9 9.1 63.2 68.3 7.2 8.3 8.3 5.1 6.1 Actuated g/C Ratio 0.12 0.57 0.63 0.08 0.53 0.57 0.06 0.07 0.07 0.04 0.05 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 404 1829 954 257 1744 910 181 128 102 144 79 v/s Ratio Prot c0.09 0.14 0.01 0.05 c0.24 0.00 c0.03 0.01 0.02 c0.03 v/s Ratio Perm 0.09 0.03 0.00 v/c Ratio 0.75 0.25 0.15 0.60 0.45 0.07 0.50 0.10 0.03 0.47 0.51 Uniform Delay, d1 51.0 12.8 9.0 53.7 17.6 11.6 54.7 52.4 52.1 56.1 55.5 Progression Factor 0.54 0.35 0.02 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.0 0.3 0.0 2.7 0.8 0.0 0.8 0.1 0.0 0.9 2.3 Delay(s) 33.3 4.7 0.2 56.4 18.4 11.6 55.5 52.5 52.1 57.0 57.8 Level of Service C A A E B B E D D E E Approach Delay(s) 12.4 23.4 54.2 56.4 Approach LOS B C D E Intersection Summary E HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.50 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 8 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB AM 4/ Movement SBR Lanonfigurations r Traffic Volume(vph) 82 Future Volume(vph) 82 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1334 Flt Permitted 1.00 Satd. Flow(perm) 1334 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 89 RTOR Reduction(vph) 57 Lane Group Flow(vph) 3 Heavy Vehicles(%) 15% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G(s) 6.1 Effective Green,g (s) 6.1 Actuated g/C Ratio 0.05 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 67 v/s Ratio Prot v/s Ratio Perm 0.00 v/c Ratio 0.05 Uniform Delay, d1 54.2 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 54.3 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 9 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB AM Intersection - Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR - Lane Configurations 1� + r ) 0 ) 0 Traffic Vol,veh/h 5 0 0 13 1 62 1 45 7 90 287 7 Future Vol,veh/h 5 0 0 13 1 62 1 45 7 90 287 7 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 Grade, % - 0 - 0 - - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 60 0 0 2 0 2 0 21 2 2 6 2 Mvmt Flow 5 0 0 14 1 67 1 49 8 98 312 8 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 539 571 160 407 571 29 320 0 0 57 0 0 Stage 1 512 512 - 55 55 - - - - - - - Stage 2 27 59 - 352 516 - - - Critical Hdwy 8.7 6.5 6.9 7.54 6.5 6.94 4.1 4.14 Critical Hdwy Stg 1 7.7 5.5 - 6.54 5.5 - - - Critical Hdwy Stg 2 7.7 5.5 - 6.54 5.5 - - - Follow-up Hdwy 4.1 4 3.3 3.52 4 3.32 2.2 2.22 Pot Cap-1 Maneuver 319 434 863 529 434 1039 1251 1546 Stage 1 388 540 - 951 853 - - - Stage 2 842 850 - 638 538 - - - - Platoon blocked, % Mov Cap-1 Maneuver 283 406 863 503 406 1039 1251 1546 Mov Cap-2 Maneuver 283 406 - 503 406 - - - Stage 1 388 506 950 852 Stage 2 786 849 598 504 Approach EB WB NB SB HCM Control Delay,s 18 9.4 0.1 1.8 HCM LOS C A Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1251 283 503 406 1039 1546 _ HCM Lane V/C Ratio 0.001 0.019 0.028 0.003 0.065 0.063 HCM Control Delay(s) 7.9 18 0 12.4 13.9 8.7 7.5 HCM Lane LOS A C A B B A A HCM 95th%tile Q(veh) 0 0.1 - 0.1 0 0.2 0.2 Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 12 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB AM Intersection Int Delay,s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r ti" tt Traffic Vol,veh/h 0 32 106 7 0 384 Future Vol,veh/h 0 32 106 7 0 384 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 16 2 2 5 Mvmt Flow 0 35 115 8 0 417 Major/Minor Minorl Majorl Major2 Conflicting Flow All 62 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 0 990 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked,% Mov Cap-1 Maneuver - 990 - - Mov Cap-2 Maneuver Stage 1 Stage 2 Approach WB NB SB HCM Control Delay,s 8.8 0 0 - HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLnl SBT Capacity(veh/h) 990 _ HCM Lane V/C Ratio 0.035 HCM Control Delay(s) 8.8 HCM Lane LOS A HCM 95th%tile Q(veh) 0.1 Holtzman Winchester TIA Synchro 10 Report FB(2024)AM Peak Hour Page 14 Queues 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: FB24 PM --11� '4— Lane Group EBT WBT NBL NBR Lane Group Flow(vph) 1505 1186 555 421 v/c Ratio 0.74 0.58 0.54 0.83 Control Delay 22.7 9.5 34.6 50.2 Queue Delay 1.6 20.2 0.0 58.8 Total Delay 24.3 29.6 34.6 108.9 Queue Length 50th (ft) 422 69 181 297 Queue Length 95th (ft) #664 m543 197 358 Internal Link Dist(ft) 565 156 777 Turn Bay Length (ft) 575 485 Base Capacity(vph) 2040 2060 1657 826 Starvation Cap Reductn 0 900 0 0 Spillback Cap Reductn 339 0 0 515 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.88 1.02 0.33 1.35 Intersection Summary - # 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. Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan: FB24 PM --,0- '4- Movement EBT EBR WBL WBT NBL NBR IN Lane Configurations ft tt r Traffic Volume(veh/h) 1445 0 0 1139 533 404 Future Volume(veh/h) 1445 0 0 1139 533 404 Initial Q (Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1841 0 0 1856 1752 1870 Adj Flow Rate,veh/h 1505 0 0 1186 555 421 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh,% 4 0 0 3 10 2 Cap,veh/h 2182 0 0 2200 920 451 Arrive On Green 0.62 0.00 0.00 0.21 0.28 0.28 Sat Flow,veh/h 3681 0 0 3711 3237 1585 Grp Volume(v),veh/h 1505 0 0 1186 555 421 Grp Sat Flow(s),veh/h/In 1749 0 0 1763 1618 1585 Q Serve(g_s),s 34.1 0.0 0.0 36.1 17.8 31.1 Cycle Q Clear(g_c),s 34.1 0.0 0.0 36.1 17.8 31.1 Prop In Lane 0.00 0.00 1.00 1.00 Lane Grp Cap(c),veh/h 2182 0 0 2200 920 451 V/C Ratio(X) 0.69 0.00 0.00 0.54 0.60 0.93 Avail Cap(c_a),veh/h 2182 0 0 2200 1686 826 HCM Platoon Ratio 1.00 1.00 1.00 0.33 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.14 1.00 1.00 Uniform Delay(d),s/veh 14.9 0.0 0.0 32.2 37.1 41.8 Incr Delay(d2),s/veh 1.8 0.0 0.0 0.1 0.2 4.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 18.5 0.0 0.0 19.5 11.5 18.6 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 16.7 0.0 0.0 32.4 37.3 46.6 LnGrp LOS B A A C D D Approach Vol,veh/h 1505 1186 976 Approach Delay,s/veh 16.7 32.4 41.3 Approach LOS B C D Timer-Assigned Phs 2 4 6 Phs Duration(G+Y+Rc),s 80.4 39.6 80.4 Change Period (Y+Rc), s 5.5 5.5 5.5 Max Green Setting (Gmax),s 46.5 62.5 46.5 Max Q Clear Time(g_c+I1),s 36.1 33.1 38.1 Green Ext Time(p-c),s 3.5 1.1 2.3 Intersection Summary HCM 6th Ctrl Delay 28.3 HCM 6th LOS C Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 3 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB24 PM t Lane Group EBL EBT EBR WBL WBT WBR NBT - Lane Group Flow(vph) 459 1424 105 22 1058 119 212 v/c Ratio 0.84 0.73 0.10 0.10 0.98 0.19 0.67 Control Delay 32.0 18.3 0.2 7.0 56.2 1.9 58.0 Queue Delay 0.0 0.5 0.1 0.0 41.7 0.0 0.0 - Total Delay 32.0 18.8 0.3 7.0 97.8 1.9 58.0 Queue Length 50th (ft) 280 --671 1 5 438 10 151 Queue Length 95th (ft) 411 182 m0 m8 #576 m8 #373 Internal Link Dist(ft) 156 1112 396 Turn Bay Length (ft) 125 70 150 250 Base Capacity(vph) 772 2371 1211 252 1092 639 317 Starvation Cap Reductn 0 466 523 0 0 0 0 Spillback Cap Reductn 0 0 0 0 208 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced A Ratio 0.59 0.75 0.15 0.09 1.20 0.19 0.67 Intersection Summary 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. Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 4 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB24 PM --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL ESaALSBj Lane Configurations tt r tt r Traffic Volume(veh/h) 427 1324 98 20 984 111 155 11 31 0 ff 0 IF 0 Future Volume(veh/h) 427 1324 98 20 984 111 155 11 31 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 1870 1945 1678 1856 1870 1856 1900 1752 Adj Flow Rate,veh/h 459 1424 105 22 1058 119 167 12 33 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh,% 9 2 2 15 3 2 3 0 10 Cap,veh/h 788 1432 664 615 1099 494 57 4 11 Arrive On Green 0.86 0.81 0.81 0.34 0.31 0.31 0.04 0.04 0.04 Sat Flow,veh/h 1682 3554 1648 1598 3526 1585 1402 101 277 mom Grp Volume(v),veh/h 459 1424 105 22 1058 119 212 0 0 Grp Sat Flow(s),veh/h/In 1682 1777 1648 1598 1763 1585 1780 0 0 Q Serve(g_s),s 0.0 47.0 1.7 0.0 35.4 6.7 4.9 0.0 0.0 Cycle Q Clear(g_c),s 0.0 47.0 1.7 0.0 35.4 6.7 4.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.79 0.16 Lane Grp Cap(c),veh/h 788 1432 664 615 1099 494 73 0 0 V/C Ratio(X) 0.58 0.99 0.16 0.04 0.96 0.24 2.92 0.00 0.00 Avail Cap(c_a),veh/h 788 2381 1104 615 1099 494 73 0 0 _ HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.57 0.57 0.57 0.89 0.89 0.89 1.00 0.00 0.00 i Uniform Delay(d),s/veh 4.9 11.5 7.1 23.9 40.6 30.7 57.6 0.0 0.0 Incr Delay(d2),s/veh 0.4 16.7 0.3 0.0 18.1 1.0 898.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 3.4 11.2 1.1 0.7 24.0 4.8 32.4 0.0 0.0 _ Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 5.3 28.2 7.4 23.9 58.8 31.8 956.2 0.0 0.0 _ LnGrp LOS A C A C E C F A A Approach Vol,veh/h 1988 1199 212 _ Approach Delay,s/veh 21.8 55.4 956.2 Approach LOS C E F Timer-Assigned Phs 1 2 4 5 6 Phs Duration(G+Y+Rc),s 46.6 59.4 14.0 60.0 46.0 Change Period (Y+Rc), s .8.6 '8.6 .9.1 8.6 8.6 Max Green Setting (Gmax),s .8.4 '80 '4.9 `51 37 Max Q Clear Time(g_c+I1),s 2.0 49.0 6.9 2.0 37.4 Green Ext Time(p-c),s 0.0 4.2 0.0 0.3 0.0 Intersection Summary HCM 6th Ctrl Delay 92.0 i HCM 6th LOS F HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 6 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB24 PM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 563 814 82 82 555 152 210 45 110 239 120 118 v/c Ratio 0.83 0.41 0.10 0.43 0.40 0.18 0.65 0.43 0.35 0.69 0.64 0.37 Control Delay 52.2 19.4 0.8 61.8 28.0 2.3 61.4 66.3 3.1 62.8 28.9 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 Total Delay 52.2 19.4 0.8 61.8 28.0 2.3 61.4 66.3 3.1 62.8 28.9 3.3 Queue Length 50th (ft) 129 121 0 32 156 0 81 34 0 93 11 0 Queue Length 95th (ft) 244 187 m6 58 245 25 120 72 0 132 73 0 Internal Link Dist(ft) 1112 808 315 487 Turn Bay Length (ft) 408 1000 237 270 290 230 205 135 Base Capacity(vph) 1094 2061 844 236 1398 851 325 122 325 363 IR_225 349 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.39 0.10 0.35 0.40 0.18 0.65 0.37 0.34 0.66 0.53 0.34 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 7 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB24 PM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r ' 1� Traffic Volume(vph) 27 491 749 75 75 511 140 193 41 101 220 14 Future Volume(vph) 27 491 749 75 75 511 140 193 41 101 220 14 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3502 3539 1154 3502 3438 1599 3213 1759 1417 3467 1554 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3502 3539 1154 3502 3438 1599 3213 1759 1417 3467 1554 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 29 534 814 82 82 555 152 210 45 110 239 15 RTOR Reduction(vph) 0 0 0 28 0 0 77 0 0 103 0 99 Lane Group Flow(vph) 0 563 814 54 82 555 75 210 45 7 239 21 Heavy Vehicles(%) 0% 0% 2% 40% 0% 5% 1% 9% 8% 14% 1% 0% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 24.6 66.6 78.7 5.5 47.4 59.3 12.1 7.2 7.2 11.9 6.9 Effective Green,g (s) 24.6 66.6 78.7 5.5 47.4 59.3 12.1 7.2 7.2 11.9 6.9 Actuated g/C Ratio 0.21 0.55 0.66 0.05 0.39 0.49 0.10 0.06 0.06 0.10 0.06 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 717 1964 756 160 1358 790 323 105 85 343 89 v/s Ratio Prot c0.16 c0.23 0.01 0.02 c0.16 0.01 0.07 c0.03 c0.07 0.01 v/s Ratio Perm 0.04 0.04 0.00 v/c Ratio 0.79 0.41 0.07 0.51 0.41 0.10 0.65 0.43 0.08 0.70 0.24 Uniform Delay, d1 45.2 15.4 7.5 55.9 26.2 16.1 51.9 54.4 53.3 52.3 54.0 Progression Factor 0.93 1.16 0.50 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.2 0.5 0.0 1.2 0.9 0.0 3.5 1.0 0.1 4.9 0.5 Delay(s) 46.1 18.4 3.8 57.1 27.1 16.1 55.5 55.4 53.4 57.2 54.5 Level of Service D B A E C B E E D E D Approach Delay(s) 28.3 28.1 54.8 55.7 Approach LOS C C D E Intersection Summary HCM 2000 Control Delay 35.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 64.7% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 8 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB24 PM 4/ Movement SBR LaneW,onfigurations r Traffic Volume(vph) 205 Future Volume(vph) 205 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1519 Flt Permitted 1.00 Satd. Flow(perm) 1519 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 223 RTOR Reduction(vph) 111 Lane Group Flow(vph) 7 Heavy Vehicles(%) 1% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 6.9 Effective Green,g (s) 6.9 Actuated g/C Ratio 0.06 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 87 v/s Ratio Prot v/s Ratio Perm 0.00 v/c Ratio 0.08 Uniform Delay, d1 53.5 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 53.7 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 9 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB24 PM Intersection Int Delay,s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 1: + r ) 0 ) 0 Traffic Vol,veh/h 13 0 0 13 0 56 1 234 7 103 56 5 Future Vol,veh/h 13 0 0 13 0 56 1 234 7 103 56 5 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 - Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 8 0 0 0 0 33 0 9 100 14 20 2 Mvmt Flow 14 0 0 14 0 61 1 254 8 112 61 5 Major/Minor Minor2 Minorl Mag orl Major2 Conflicting Flow All 417 552 33 515 550 131 66 0 0 262 0 0 Stage 288 288 - 260 260 - - - - - - - Stage 2 129 264 - 255 290 - - - Critical Hdwy 7.66 6.5 6.9 7.5 6.5 7.56 4.1 4.38 Critical Hdwy Stg 1 6.66 5.5 - 6.5 5.5 - - - Critical Hdwy Stg 2 6.66 5.5 - 6.5 5.5 - - - Follow-up Hdwy 3.58 4 3.3 3.5 4 3.63 2.2 2.34 Pot Cap-1 Maneuver 506 444 1040 447 446 804 1549 1216 Stage 679 677 - 728 697 - - - Stage 2 844 694 - 733 676 - - - Platoon blocked,% Mov Cap-1 Maneuver 435 403 1040 415 405 804 1549 1216 Mov Cap-2 Maneuver 435 403 - 415 405 - - - Stage 1 678 615 727 696 Stage 2 780 693 665 614 Approach EB WB NB SB HCM Control Delay,s 13.6 10.6 0 5.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1549 435 415 804 1216 _ HCM Lane V/C Ratio 0.001 0.032 0.034 0.076 0.092 HCM Control Delay(s) 7.3 13.6 0 14 0 9.8 8.3 HCM Lane LOS A B A B A A A HCM 95th%tile Q(veh) 0 0.1 - 0.1 - 0.2 0.3 Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 12 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB24 PM Intersection Int Delay,s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t tt Traffic Vol,veh/h 0 38 297 6 0 164 Future Vol,veh/h 0 38 297 6 0 164 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 15 2 2 16 Mvmt Flow 0 41 323 7 0 178 Major/Minor Minorl Majorl Major2 Conflicting Flow All 165 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 0 850 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked,% Mov Cap-1 Maneuver - 850 - _ Mov Cap-2 Maneuver Stage 1 _ Stage 2 Approach WB NB SB _ HCM Control Delay,s 9.5 0 0 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLnl SBT _ Capacity(veh/h) 850 _ HCM Lane V/C Ratio 0.049 HCM Control Delay(s) 9.5 HCM Lane LOS A HCM 95th%tile Q(veh) 0.2 _ Holtzman Winchester TIA Synchro 10 Report FB(2024) PM Peak Hour Page 14 Holtzman Winchester Technical Appendix I. 2024 Future Conditions with Development— Capacity Analysis Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Queues 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24AM Lane Group EBT WBT NBL NBR Lane Group Flow(vph) 1177 1154 537 304 v/c Ratio 0.54 0.52 0.71 0.81 Control Delay 12.8 1.6 46.1 56.5 Queue Delay 0.5 0.3 0.0 1.6 Total Delay 13.3 1.9 46.1 58.1 Queue Length 50th (ft) 226 3 197 212 Queue Length 95th (ft) 374 48 225 281 Internal Link Dist(ft) 772 156 777 - Turn Bay Length (ft) 575 485 Base Capacity(vph) 2200 2221 1614 780 Starvation Cap Reductn 0 407 0 0 Spillback Cap Reductn 513 0 0 306 - Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.70 0.64 0.33 0.64 Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24AM --,0- '4- Movement EBT EBR WBL WBT NBL NBR Lane Configurations ft tt r Traffic Volume(veh/h) 1095 0 0 1073 499 283 Future Volume(veh/h) 1095 0 0 1073 499 283 Initial Q (Qb),veh 0 0 0 0 0 0 _ Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 _ Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 0 0 1781 1707 1767 _ Adj Flow Rate,veh/h 1177 0 0 1154 537 304 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 _ Percent Heavy Veh, % 9 0 0 8 13 9 Cap,veh/h 2302 0 0 2321 702 333 _ Arrive On Green 0.69 0.00 0.00 0.23 0.22 0.22 Sat Flow,veh/h 3533 0 0 3563 3155 1497 Grp Volume(v),veh/h 1177 0 0 1154 537 304 Grp Sat Flow(s),veh/h/In 1678 0 0 1692 1577 1497 Q Serve(g_s), s 20.4 0.0 0.0 35.7 19.1 23.8 Cycle Q Clear(g_c),s 20.4 0.0 0.0 35.7 19.1 23.8 Prop In Lane 0.00 0.00 1.00 1.00 Lane Grp Cap(c),veh/h 2302 0 0 2321 702 333 V/C Ratio(X) 0.51 0.00 0.00 0.50 0.77 0.91 Avail Cap(c_a),veh/h 2302 0 0 2321 1643 780 HCM Platoon Ratio 1.00 1.00 1.00 0.33 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.64 1.00 1.00 Uniform Delay(d),s/veh 9.1 0.0 0.0 28.4 43.7 45.5 Incr Delay(d2),s/veh 0.8 0.0 0.0 0.5 0.7 4.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 11.0 0.0 0.0 21.5 12.1 14.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 9.9 0.0 0.0 28.9 44.4 49.6 LnGrp LOS A A A C D D Approach Vol,veh/h 1177 1154 841 Approach Delay,s/veh 9.9 28.9 46.3 Approach LOS A C D Timer-Assigned Phs 2 4 6 Phs Duration(G+Y+Rc), s 87.8 32.2 87.8 - Change Period (Y+Rc), s 5.5 5.5 5.5 Max Green Setting (Gmax), s 46.5 62.5 46.5 - Max Q Clear Time(g_c+I1), s 22.4 25.8 37.7 Green Ext Time(p-c), s 3.2 0.9 2.3 Intersection Summary HCM 6th Ctrl Delay 26.5 HCM 6th LOS C Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 3 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24AM t Lane Group EBL EBT EBR WBL WBT WBR NBT - Lane Group Flow(vph) 324 1012 115 31 1041 71 102 v/c Ratio 0.72 0.54 0.11 0.06 0.71 0.09 0.47 - Control Delay 38.9 18.0 1.1 4.8 21.6 0.3 55.2 Queue Delay 0.1 0.2 0.1 0.0 0.0 0.0 0.0 Total Delay 39.0 18.2 1.2 4.8 21.6 0.3 55.2 Queue Length 50th (ft) 170 357 3 3 359 0 72 Queue Length 95th (ft) 286 297 8 m10 #206 ml 130 Internal Link Dist(ft) 156 859 396 Turn Bay Length (ft) 125 70 150 250 Base Capacity(vph) 792 2288 1256 494 1476 771 218 Starvation Cap Reductn 58 418 542 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 0.44 0.54 0.16 0.06 0.71 0.09 0.47 Intersection Summary # 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. Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 4 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24 AM --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL ESaALSBj Lane Configurations tt r tt r Traffic Volume(veh/h) 308 961 109 29 989 67 84 2 11 0 ff 0 IF 0 Future Volume(veh/h) 308 961 109 29 989 67 84 2 11 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1693 1767 1961 1900 1767 1752 1900 1900 1767 Adj Flow Rate,veh/h 324 1012 115 31 1041 71 88 2 12 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh,% 14 9 1 0 9 10 0 0 9 Cap,veh/h 751 1064 527 845 1046 463 63 1 9 _ Arrive On Green 0.86 0.63 0.63 0.42 0.31 0.31 0.04 0.04 0.04 Sat Flow,veh/h 1612 3357 1662 1810 3357 1485 1540 35 210 Grp Volume(v),veh/h 324 1012 115 31 1041 71 102 0 0 Grp Sat Flow(s),veh/h/In 1612 1678 1662 1810 1678 1485 1785 0 0 Q Serve(g_s),s 0.0 33.3 3.5 0.0 37.1 4.1 4.9 0.0 0.0 Cycle Q Clear(g_c),s 0.0 33.3 3.5 0.0 37.1 4.1 4.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.86 0.12 Lane Grp Cap(c),veh/h 751 1064 527 845 1046 463 73 0 0 _ V/C Ratio(X) 0.43 0.95 0.22 0.04 1.00 0.15 1.40 0.00 0.00 Avail Cap(c_a),veh/h 751 2249 1113 845 1046 463 73 0 0 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.78 0.78 0.78 1.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay(d),s/veh 4.9 21.1 15.6 18.5 41.2 29.9 57.6 0.0 0.0 Incr Delay(d2),s/veh 0.1 15.1 0.7 0.0 26.7 0.7 243.5 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 2.3 13.7 2.4 0.9 25.8 2.8 12.4 0.0 0.0 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 5.0 36.2 16.4 18.5 67.9 30.6 301.1 0.0 0.0 LnGrp LOS A D B B E C F A A Approach Vol,veh/h 1451 1143 102 Approach Delay,s/veh 27.7 64.2 301.1 Approach LOS C E F Timer-Assigned Phs 1 2 4 5 6 Phs Duration(G+Y+Rc),s 59.3 46.7 14.0 60.0 46.0 Change Period (Y+Rc), s .8.6 8.6 `9.1 '8.6 '8.6 Max Green Setting (Gmax),s .8.4 '80 '4.9 '51 '37 Max Q Clear Time(g_c+I1),s 2.0 35.3 6.9 2.0 39.1 Green Ext Time(p-c),s 0.0 2.7 0.0 0.2 0.0 Intersection Summary _ HCM 6th Ctrl Delay 53.5 HCM 6th LOS D HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 6 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF24 AM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 301 422 226 202 757 105 161 21 99 67 71 63 v/c Ratio 0.75 0.25 0.21 0.62 0.45 0.12 0.63 0.11 0.27 0.39 0.59 0.20 Control Delay 38.3 6.3 0.4 60.7 21.9 2.1 63.7 49.4 1.7 61.3 59.3 1.4 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 38.3 6.3 0.4 60.7 21.9 2.1 63.7 49.4 1.7 61.3 59.3 1.4 Queue Length 50th (ft) 107 19 0 78 195 0 62 15 0 26 42 0 Queue Length 95th (ft) 131 25 0 116 303 15 96 m38 m0 50 91 0 Internal Link Dist(ft) 173 747 315 487 Turn Bay Length (ft) 237 270 290 230 205 135 Base Capacity(vph) 1045 1808 1068 324 1692 897 273 186 373 311 152 335 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.23 0.21 0.62 0.45 0.12 0.59 0.11 0.27 0.22 0.47 0.19 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 7 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF24 AM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 20 257 388 208 186 696 97 148 19 91 62 41 Future Volume(vph) 20 257 388 208 186 696 97 148 19 91 62 41 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1598 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1598 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 22 279 422 226 202 757 105 161 21 99 67 45 RTOR Reduction(vph) 0 0 0 90 0 0 48 0 0 89 0 18 Lane Group Flow(vph) 0 301 422 136 202 757 57 161 21 10 67 53 Heavy Vehicles(%) 0% 5% 14% 7% 3% 9% 1% 10% 2% 4% 3% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 14.5 62.7 72.4 11.4 59.5 64.6 9.7 12.0 12.0 5.1 7.3 Effective Green,g (s) 14.5 62.7 72.4 11.4 59.5 64.6 9.7 12.0 12.0 5.1 7.3 Actuated g/C Ratio 0.12 0.52 0.60 0.10 0.50 0.54 0.08 0.10 0.10 0.04 0.06 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 404 1654 910 323 1642 860 257 186 155 144 97 v/s Ratio Prot c0.09 0.13 0.01 0.06 c0.23 0.00 c0.05 c0.01 0.02 c0.03 v/s Ratio Perm 0.08 0.03 0.01 v/c Ratio 0.75 0.26 0.15 0.63 0.46 0.07 0.63 0.11 0.06 0.47 0.55 Uniform Delay, d1 51.0 15.8 10.4 52.2 19.8 13.3 53.4 49.2 48.9 56.1 54.7 Progression Factor 0.54 0.36 0.02 1.00 1.00 1.00 0.99 1.01 1.00 1.00 1.00 Incremental Delay, d2 5.9 0.3 0.0 2.7 0.9 0.0 3.4 0.1 0.1 0.9 3.4 Delay(s) 33.4 5.9 0.2 55.0 20.7 13.3 56.3 49.9 49.0 57.0 58.1 Level of Service C A A D C B E D D E E Approach Delay(s) 13.3 26.5 53.2 56.2 Approach LOS B C D E Intersection Summary A HCM 2000 Control Delay 26.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 8 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF24 AM 4/ Movement SBR LaneW,onfigurations r Traffic Volume(vph) 82 Future Volume(vph) 82 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1334 Flt Permitted 1.00 Satd. Flow(perm) 1334 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 89 RTOR Reduction(vph) 59 Lane Group Flow(vph) 4 Heavy Vehicles(%) 15% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 7.3 Effective Green,g (s) 7.3 Actuated g/C Ratio 0.06 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 81 v/s Ratio Prot v/s Ratio Perm 0.00 v/c Ratio 0.05 Uniform Delay, dl 53.1 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 53.2 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 9 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan:TF24 AM Intersection _ Int Delay,s/veh 5.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR _ Lane Configurations 1: + r ) ti" N Traffic Vol,veh/h 89 0 0 13 1 63 5 45 7 36 90 291 7 Future Vol,veh/h 89 0 0 13 1 63 5 45 7 36 90 291 7 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 6 0 0 2 0 2 2 21 2 2 2 6 0 Mvmt Flow 97 0 0 14 1 68 5 49 8 39 98 316 8 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 629 661 162 495 661 29 324 0 0 57 57 0 0 Stage 1 594 594 - 63 63 - - - - - - - - Stage 2 35 67 - 432 598 - - - - Critical Hdwy 7.62 6.5 6.9 7.54 6.5 6.94 4.14 6.44 4.14 - Critical Hdwy Stg 1 6.62 5.5 - 6.54 5.5 - - - - Critical Hdwy Stg 2 6.62 5.5 - 6.54 5.5 - - - - Follow-up Hdwy 3.56 4 3.3 3.52 4 3.32 2.22 2.52 2.22 Pot Cap-1 Maneuver 359 385 861 457 385 1039 1233 1316 1546 Stage 449 496 - 941 846 - - - - Stage 2 965 843 - 572 494 - - - - Platoon blocked,% Mov Cap-1 Maneuver 309 347 861 422 347 1039 1233 1443 1443 Mov Cap-2 Maneuver 309 347 - 422 347 - - - - Stage 1 447 449 937 843 Stage 2 897 840 518 447 Approach EB WB NB SB HCM Control Delay,s 21.9 9.6 0.7 2.3 HCM LOS C A Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1233 309 422 347 1039 1443 HCM Lane V/C Ratio 0.004 0.313 0.033 0.003 0.066 0.095 HCM Control Delay(s) 7.9 21.9 0 13.8 15.4 8.7 7.8 HCM Lane LOS A C A B C A A HCM 95th%tile Q(veh) 0 1.3 - 0.1 0 0.2 0.3 Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 13 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan:TF24AM Intersection Int Delay,s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SB Lane Configurations r r 0 0 Traffic Vol,veh/h 0 0 40 0 0 32 0 226 7 0 384 51 Future Vol,veh/h 0 0 40 0 0 32 0 226 7 0 384 51 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None - Storage Length 0 0 Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 49 2 2 6 2 Mvmt Flow 0 0 43 0 0 35 0 246 8 0 417 55 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 236 127 0 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.94 6.94 Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.32 3.32 Pot Cap-1 Maneuver 0 0 766 0 0 900 0 0 Stage 1 0 0 - 0 0 - 0 0 Stage 2 0 0 - 0 0 - 0 0 Platoon blocked,% Mov Cap-1 Maneuver - - 766 - - 900 - - Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB WB NB SB HCM Control Delay,s 10 9.2 0 0 HCM LOS B A Minor Lane/Major Mvmt NBT NBR EBLnlWBLnl SBT SBR Capacity(veh/h) 766 900 HCM Lane V/C Ratio 0.057 0.039 HCM Control Delay(s) 10 9.2 HCM Lane LOS B A HCM 95th%tile Q(veh) 0.2 0.1 Holtzman Winchester TIA Synchro 10 Report TF(2024)AM Peak Hour Page 16 Queues 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24 PM --11� '4— Lane Group EBT WBT NBL NBR Lane Group Flow(vph) 1539 1227 555 445 v/c Ratio 0.78 0.61 0.52 0.83 Control Delay 25.4 11.2 32.6 48.8 Queue Delay 2.6 49.4 0.0 59.2 Total Delay 28.0 60.6 32.6 108.0 Queue Length 50th (ft) 461 70 176 313 Queue Length 95th (ft) #763 m544 191 374 Internal Link Dist(ft) 565 156 777 Turn Bay Length (ft) 575 485 Base Capacity(vph) 1979 1999 1657 826 Starvation Cap Reductn 0 898 0 0 Spillback Cap Reductn 314 0 0 529 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.92 1.11 0.33 1.50 Intersection Summary - # 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. Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 1: 1-81 NB Off Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24 PM --,0- '4- Movement EBT EBR WBL WBT NBL NBR Lane Configurations ft tt r Traffic Volume(veh/h) 1477 0 0 1178 533 427 Future Volume(veh/h) 1477 0 0 1178 533 427 Initial Q (Qb),veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1841 0 0 1856 1752 1870 Adj Flow Rate,veh/h 1539 0 0 1227 555 445 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh,% 4 0 0 3 10 2 Cap,veh/h 2130 0 0 2147 969 474 Arrive On Green 0.61 0.00 0.00 0.20 0.30 0.30 Sat Flow,veh/h 3681 0 0 3711 3237 1585 Grp Volume(v),veh/h 1539 0 0 1227 555 445 Grp Sat Flow(s),veh/h/In 1749 0 0 1763 1618 1585 Q Serve(g_s),s 36.9 0.0 0.0 37.7 17.4 32.8 Cycle Q Clear(g_c),s 36.9 0.0 0.0 37.7 17.4 32.8 Prop In Lane 0.00 0.00 1.00 1.00 Lane Grp Cap(c),veh/h 2130 0 0 2147 969 474 V/C Ratio(X) 0.72 0.00 0.00 0.57 0.57 0.94 Avail Cap(c_a),veh/h 2130 0 0 2147 1686 826 HCM Platoon Ratio 1.00 1.00 1.00 0.33 1.00 1.00 Upstream Filter(I) 1.00 0.00 0.00 0.09 1.00 1.00 Uniform Delay(d),s/veh 16.4 0.0 0.0 33.8 35.6 41.0 Incr Delay(d2),s/veh 2.2 0.0 0.0 0.1 0.2 7.0 _ Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 20.1 0.0 0.0 19.8 11.3 19.8 Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 18.5 0.0 0.0 33.9 35.8 47.9 LnGrp LOS B A A C D D Approach Vol,veh/h 1539 1227 1000 Approach Delay,s/veh 18.5 33.9 41.2 Approach LOS B C D Timer-Assigned Phs 2 4 6 Phs Duration(G+Y+Rc),s 78.6 41.4 78.6 Change Period (Y+Rc), s 5.5 5.5 5.5 Max Green Setting (Gmax),s 46.5 62.5 46.5 Max Q Clear Time(g_c+I1),s 38.9 34.8 39.7 Green Ext Time(p-c),s 3.0 1.1 2.2 Intersection Summary HCM 6th Ctrl Delay 29.6 HCM 6th LOS C Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 3 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24 PM t Lane Group EBL EBT EBR WBL WBT WBR NBT Lane Group Flow(vph) 459 1483 105 22 1100 133 212 v/c Ratio 0.83 0.74 0.10 0.11 1.01 0.21 0.69 Control Delay 29.5 17.6 0.2 7.3 63.1 2.9 60.1 Queue Delay 0.0 0.7 0.1 0.0 34.7 0.0 0.0 - Total Delay 29.5 18.4 0.3 7.3 97.7 2.9 60.1 Queue Length 50th (ft) 285 --688 0 4 -470 6 151 Queue Length 95th (ft) 417 188 m0 m8 #596 19 #391 Internal Link Dist(ft) 156 859 396 Turn Bay Length (ft) 125 70 150 250 Base Capacity(vph) 773 2371 1211 242 1092 639 306 Starvation Cap Reductn 0 505 557 0 0 0 0 Spillback Cap Reductn 0 0 0 0 274 0 0 - Storage Cap Reductn 0 0 0 0 0 0 0 Reduced A Ratio 0.59 0.79 0.16 0.09 1.34 0.21 0.69 Intersection Summary 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. Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 4 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF24 PM --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL ESaALSBj Lane Configurations tt r tt r Traffic Volume(veh/h) 427 1379 98 20 1023 124 155 11 31 0 ff 0 IF 0 Future Volume(veh/h) 427 1379 98 20 1023 124 155 11 31 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 1870 1945 1678 1856 1870 1856 1900 1752 Adj Flow Rate,veh/h 459 1483 105 22 1100 133 167 12 33 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh,% 9 2 2 15 3 2 3 0 10 Cap,veh/h 781 1546 717 560 1099 494 57 4 11 Arrive On Green 0.86 0.87 0.87 0.31 0.31 0.31 0.04 0.04 0.04 Sat Flow,veh/h 1682 3554 1648 1598 3526 1585 1402 101 277 mom Grp Volume(v),veh/h 459 1483 105 22 1100 133 212 0 0 Grp Sat Flow(s),veh/h/In 1682 1777 1648 1598 1763 1585 1780 0 0 Q Serve(g_s),s 0.9 39.4 1.1 0.0 37.4 7.6 4.9 0.0 0.0 Cycle Q Clear(g_c),s 0.9 39.4 1.1 0.0 37.4 7.6 4.9 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 0.79 0.16 Lane Grp Cap(c),veh/h 781 1546 717 560 1099 494 73 0 0 V/C Ratio(X) 0.59 0.96 0.15 0.04 1.00 0.27 2.92 0.00 0.00 Avail Cap(c_a),veh/h 781 2381 1104 560 1099 494 73 0 0 _ HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.52 0.52 0.52 1.00 1.00 1.00 1.00 0.00 0.00 i Uniform Delay(d),s/veh 4.9 7.0 4.5 27.4 41.3 31.0 57.6 0.0 0.0 Incr Delay(d2),s/veh 0.4 9.4 0.2 0.0 27.4 1.3 898.7 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 3.4 7.6 0.8 0.8 27.1 5.5 32.4 0.0 0.0 _ Unsig. Movement Delay,s/veh LnGrp Delay(d),s/veh 5.3 16.4 4.7 27.4 68.7 32.4 956.2 0.0 0.0 _ LnGrp LOS A B A C F C F A A Approach Vol,veh/h 2047 1255 212 _ Approach Delay,s/veh 13.3 64.1 956.2 Approach LOS B E F Timer-Assigned Phs 1 2 4 5 6 Phs Duration(G+Y+Rc),s 48.3 57.7 14.0 60.0 46.0 Change Period (Y+Rc), s .8.6 8.6 .9.1 '8.6 8.6 Max Green Setting (Gmax),s .8.4 '80 '4.9 '51 37 Max Q Clear Time(g_c+I1),s 2.0 41.4 6.9 2.9 39.4 Green Ext Time(p-c),s 0.0 4.6 0.0 0.3 0.0 Intersection Summary HCM 6th Ctrl Delay 88.4 i HCM 6th LOS F HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 6 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF24 PM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 563 790 82 151 511 152 310 54 155 239 125 123 v/c Ratio 0.83 0.48 0.08 0.60 0.43 0.20 0.58 0.26 0.39 0.65 0.65 0.38 Control Delay 53.9 26.8 0.6 63.5 33.1 2.6 52.4 53.3 3.5 59.4 31.1 3.4 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 53.9 26.8 0.6 63.5 33.1 2.6 52.4 53.3 3.5 59.4 31.1 3.4 Queue Length 50th (ft) 141 132 0 59 154 0 117 40 0 92 20 0 Queue Length 95th (ft) 242 204 m3 92 241 25 164 m78 2 131 82 0 Internal Link Dist(ft) 173 808 315 487 Turn Bay Length (ft) 1000 237 270 290 230 205 135 Base Capacity(vph) 1094 1899 1038 266 1205 780 535 210 395 381 IR_226 353 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.51 0.42 0.08 0.57 0.42 0.19 0.58 0.26 0.39 0.63 0.55 0.35 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 7 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF24 PM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 27 491 727 75 139 470 140 285 50 143 220 23 Future Volume(vph) 27 491 727 75 139 470 140 285 50 143 220 23 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.88 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1570 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1570 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 29 534 790 82 151 511 152 310 54 155 239 25 RTOR Reduction(vph) 0 0 0 31 0 0 84 0 0 137 0 94 Lane Group Flow(vph) 0 563 790 51 151 511 68 310 54 18 239 31 Heavy Vehicles(%) 0% 0% 2% 6% 2% 5% 1% 3% 4% 3% 1% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 23.2 55.7 74.6 8.8 41.2 54.0 18.9 13.9 13.9 12.8 7.7 Effective Green,g (s) 23.2 55.7 74.6 8.8 41.2 54.0 18.9 13.9 13.9 12.8 7.7 Actuated g/C Ratio 0.19 0.46 0.62 0.07 0.34 0.45 0.16 0.12 0.12 0.11 0.06 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 2.0 1.0 1.0 1.0 2.0 2.0 Lane Grp Cap(vph) 677 1642 947 251 1180 719 535 211 181 369 100 v/s Ratio Prot c0.16 c0.22 0.01 0.04 c0.15 0.01 c0.09 c0.03 0.07 0.02 v/s Ratio Perm 0.02 0.03 0.01 v/c Ratio 0.83 0.48 0.05 0.60 0.43 0.10 0.58 0.26 0.10 0.65 0.31 Uniform Delay, d1 46.5 22.2 8.9 53.9 30.4 19.0 46.9 48.3 47.5 51.4 53.6 Progression Factor 0.97 1.13 0.32 1.00 1.00 1.00 1.01 1.02 1.00 1.00 1.00 Incremental Delay, d2 6.6 0.8 0.0 2.8 1.2 0.0 1.0 0.2 0.1 2.9 0.7 Delay(s) 51.6 25.8 2.8 56.7 31.6 19.0 48.1 49.3 47.5 54.4 54.3 Level of Service D C A E C B D D D D D Approach Delay(s) 34.6 33.9 48.1 54.0 Approach LOS C C D D Intersection Summary HCM 2000 Control Delay 39.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 66.2% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 8 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF24 PM 4/ Movement SBR LaneW,onfigurations r Traffic Volume(vph) 205 Future Volume(vph) 205 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1519 Flt Permitted 1.00 Satd. Flow(perm) 1519 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 223 RTOR Reduction(vph) 115 Lane Group Flow(vph) 8 Heavy Vehicles(%) 1% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 7.7 Effective Green,g (s) 7.7 Actuated g/C Ratio 0.06 Clearance Time(s) 6.3 Vehicle Extension (s) 2.0 Lane Grp Cap(vph) 97 v/s Ratio Prot v/s Ratio Perm 0.01 v/c Ratio 0.08 Uniform Delay, dl 52.8 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 53.0 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 9 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan:TF24 PM Intersection - Int Delay,s/veh 6.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR - Lane Configurations 1� + r ) 0 N Traffic Vol,veh/h 115 0 0 13 0 56 6 233 7 44 103 60 5 Future Vol,veh/h 115 0 0 13 0 56 6 233 7 44 103 60 5 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 3 0 0 2 0 4 2 3 16 2 2 4 0 Mvmt Flow 125 0 0 14 0 61 7 253 8 48 112 65 Major/Minor Minor2 Minorl Mag orl Major2 Conflicting Flow All 529 663 35 624 661 131 70 0 0 261 261 0 0 Stage 388 388 - 271 271 - - - - - - - - Stage 2 141 275 - 353 390 - - - - Critical Hdwy 7.56 6.5 6.9 7.54 6.5 6.98 4.14 6.44 4.14 - Critical Hdwy Stg 1 6.56 5.5 - 6.54 5.5 - - - - Critical Hdwy Stg 2 6.56 5.5 - 6.54 5.5 - - _ _ - - Follow-up Hdwy 3.53 4 3.3 3.52 4 3.34 2.22 2.52 2.22 Pot Cap-1 Maneuver 430 384 1037 370 385 888 1529 980 1300 Stage 605 612 - 712 689 - - - - Stage 2 845 686 - 637 611 - Platoon blocked,% Mov Cap-1 Maneuver 357 329 1037 330 330 888 1529 1156 1156 _ Mov Cap-2 Maneuver 357 329 - 330 330 - - - - Stage 1 602 528 708 686 Stage 2 783 683 549 527 Approach EB WB NB SB HCM Control Delay,s 20.4 10.7 0.2 6 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1529 357 330 888 1156 _ HCM Lane V/C Ratio 0.004 0.35 0.043 0.069 0.138 HCM Control Delay(s) 7.4 20.4 0 16.4 0 9.4 8.6 HCM Lane LOS A C A C A A A HCM 95th%tile Q(veh) 0 1.5 - 0.1 - 0.2 0.5 Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 13 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan:TF24 PM Intersection Int Delay,s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR - Lane Configurations r r 0 0 Traffic Vol,veh/h 0 0 48 0 0 38 0 442 6 0 164 73 Future Vol,veh/h 0 0 48 0 0 38 0 442 6 0 164 73 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None Storage Length 0 0 Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 3 2 2 4 2 Mvmt Flow 0 0 52 0 0 41 0 480 7 0 178 79 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 129 244 0 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.94 6.94 Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - - - - Follow-up Hdwy 3.32 3.32 Pot Cap-1 Maneuver 0 0 897 0 0 757 0 0 Stage 1 0 0 - 0 0 - 0 0 Stage 2 0 0 - 0 0 - 0 0 - Platoon blocked,% Mov Cap-1 Maneuver - - 897 - - 757 - - - Mov Cap-2 Maneuver Stage 1 - Stage 2 Approach EB WB NB SB - HCM Control Delay, s 9.3 10 0 0 HCM LOS A B Minor Lane/Major Mvmt NBT NBR EBLnlWBLnl SBT SBR Capacity(veh/h) 897 757 HCM Lane V/C Ratio 0.058 0.055 HCM Control Delay(s) 9.3 10 HCM Lane LOS A B HCM 95th%tile Q(veh) 0.2 0.2 Holtzman Winchester TIA Synchro 10 Report TF(2024) PM Peak Hour Page 16 Holtzman Winchester Technical Appendix J. 2024 Future Conditions with Development — HCS Weaving Assessment Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com FREEWAY WEAVING WORKSHEET Page 1 of 1 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Freeway/Dir of Travel Snowden Bridge Blvd SB gency/Company GS eaving Segment Location Right-Out to Ezra Lane Date Performed 9/20/2021 nalysis Year 2024 Analysis Time Period AM Peak Hour Project Description Holtzman Winchester Inputs eaving configuration Two-Sided C-D Roadway eaving number of lanes, N 2 Segment type Multilane Highway Weaving segment length,LS 300ft Freeway minimum speed,SHIN 1 Freeway free-flow speed, FFS 35 mph Freeway maximum capacity,CIFL 175 Terrain type Leve Conversions to c/h Under Base Conditions V(veh/h) PHF Truck(%) RV(%) E T E R fHv fP v(pc/h) FF 291 0.92 6 0 1.5 1.2 0.971 1.00 326 RF 4 0.92 2 0 1.5 1.2 0.990 1.00 4 FR 90 0.92 2 0 1 1.5 1.2 0.990 1.00 99 RR 36 0.92 2 0 1.5 1.2 0.990 1.00 40 NW 429 V= 469 w 40 R 0.085 Configuration Characteristics Minimum maneuver lanes, NWS 0 Ic Minimum weaving lane changes, LCMIN 40 Ic/h Interchange density, ID 0.0 int/mi Weaving lane changes, LCW 40 Ic/h Minimum RF lane changes, LCRF 0 Ic/pc Non-weaving lane changes, LCNW 0 Ic/h Minimum FR lane changes, LCFR 0 Ic/pc Total lane changes, LCALL 40 Ic/h Minimum RR lane changes, LCRR 1 Ic/pc Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate,v 458 veh/h Weaving intensity factor,W 0.046 Weaving segment capacity,cW 2472 veh/h Weaving segment speed,S 33.6 mph Weaving segment v/c ratio 0.185 Average weaving speed,SW 34.1 mph Weaving segment density, D 7.0 pc/mi/In Average non-weaving speed,SNW 33.6 mph Level of Service, LOS A Maximum weaving length, LMAX 6529 ft Notes Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of hapter 13,"Freeway Merge and Diverge Segments". For volumes that exceed the weaving segment capacity,the level of service is 7". Copyright©2014 University of Florida,All Rights Reserved HCS 201OTM Version 6.65 Generated: 11/18/2021 8:07 PM file:///C:/Users/sanant/AppData/Local/Temp/s2k8307.tmp 11/18/2021 FREEWAY WEAVING WORKSHEET Page 1 of 1 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Freeway/Dir of Travel Snowden Bridge Blvd SB gency/Company GS Weaving Segment Location Right-Out to Ezra Lane Date Performed 9/20/2021 Analysis Year 2024 Analysis Time Period PM Peak Hour Project Description Holtzman Winchester Inputs eaving configuration Two-Sided C-D Roadway eaving number of lanes, N 2 Segment type Multilane Highway Weaving segment length,LS 300ft Freeway minimum speed,SHIN 1 Freeway free-flow speed, FFS 35 mph Freeway maximum capacity,CIFL 175 Terrain type Leve Conversions to c/h Under Base Conditions V(veh/h) PHF Truck(%) RV(%) E T E R fHv fP v(pc/h) FF 60 0.92 4 0 1.5 1.2 0.980 1.00 67 RF 4 0.92 2 0 1.5 1.2 0.990 1.00 4 FR 1 102 0.92 2 0 1.5 1.2 0.990 1.00 112 RR 44 0.92 2 0 1.5 1.2 0.990 1.00 48 NW 183 V= 231 W 48 R 0.208 Configuration Characteristics Minimum maneuver lanes, NWS 0 Ic Minimum weaving lane changes, LCMIN 48 Ic/h Interchange density, ID 0.0 int/mi Weaving lane changes, LCW 48 Ic/h Minimum RF lane changes, LCRF 0 Ic/pc Non-weaving lane changes, LCNW 0 Ic/h Minimum FR lane changes, LCFR 0 Ic/pc Total lane changes, LCALL 48 Ic/h Minimum RR lane changes, LCRR 1 Ic/pc Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate,v 229 veh/h Weaving intensity factor,W 0.053 Weaving segment capacity,cW 2314 veh/h Weaving segment speed,S 34.1 mph Weaving segment v/c ratio 0.099 Average weaving speed,SW 34.0 mph Weaving segment density, D 3.4 pc/mi/In Average non-weaving speed,SNW 34.1 mph Level of Service, LOS A Maximum weaving length, LMAX 7748 ft Notes Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of hapter 13,"Freeway Merge and Diverge Segments". For volumes that exceed the weaving segment capacity,the level of service is 7". Copyright©2014 University of Florida,All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 7:58 PM file:///C:/Users/sanant/AppData/Local/Temp/s2kFI97.tmp 11/18/2021 Holtzman Winchester Technical Appendix K. 2028 Future Conditions without Development — Capacity Analysis Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB28AM --1. -4- t Lane Group EBL EBT WBT WBR NBL NBT NBR Lane Group Flow(vph) 351 852 1185 64 284 285 295 v/c Ratio 0.96 0.38 0.85 0.10 0.78 0.78 0.20 Control Delay 77.5 9.7 26.9 1.1 58.9 58.9 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 77.5 9.7 26.9 1.1 58.9 58.9 0.3 Queue Length 50th (ft) 209 138 453 0 218 220 0 Queue Length 95th (ft) #478 213 201 m4 298 300 0 Internal Link Dist(ft) 810 1112 396 _ Turn Bay Length (ft) 550 250 Base Capacity(vph) 367 2246 1393 670 478 480 1482 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 0.96 0.38 0.85 0.10 0.59 0.59 0.20 Intersection Summary # 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. Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB28 AM --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBLiSBiMLSBA Lane Configurations tt tt r r Traffic Volume(veh/h) 333 809 0 0 1126 61 540 1 280 0]KL 0 'Y0 Future Volume(veh/h) 333 809 0 0 1126 61 540 1 280 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1693 1767 0 0 1767 1752 1900 1900 1767 Adj Flow Rate,veh/h 351 852 0 0 1185 64 569 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 - Percent Heavy Veh, % 14 9 0 0 9 10 0 0 9 Cap,veh/h 494 2374 0 0 1259 557 664 0 Arrive On Green 0.26 0.71 0.00 0.00 0.38 0.38 0.18 0.00 0.00 Sat Flow,veh/h 1612 3445 0 0 3445 1485 3619 0 1497 Grp Volume(v),veh/h 351 852 0 0 1185 64 569 0 0 Grp Sat Flow(s),veh/h/In 1612 1678 0 0 1678 1485 1810 0 1497 Q Serve(g_s), s 17.7 11.9 0.0 0.0 40.9 3.4 18.3 0.0 0.0 Cycle Q Clear(g_c),s 17.7 11.9 0.0 0.0 40.9 3.4 18.3 0.0 0.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 494 2374 0 0 1259 557 664 0 V/C Ratio(X) 0.71 0.36 0.00 0.00 0.94 0.11 0.86 0.00 Avail Cap(c_a),veh/h 494 2374 0 0 1382 611 1010 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 0.85 0.85 1.00 0.00 0.00 Uniform Delay(d),s/veh 37.4 6.9 0.0 0.0 36.2 24.5 47.5 0.0 0.0 Incr Delay(d2),s/veh 4.1 0.4 0.0 0.0 13.0 0.4 4.7 0.0 0.0 - Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 14.5 6.8 0.0 0.0 24.8 2.2 13.3 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.5 7.3 0.0 0.0 49.3 24.8 52.2 0.0 0.0 _ LnGrp LOS D A A A D C D A Approach Vol,veh/h 1203 1249 569 A _ Approach Delay,s/veh 17.3 48.0 52.2 Approach LOS B D D Timer-Assigned Phs 2 5 6 8 - Phs Duration(G+Y+Rc), s 93.5 39.9 53.6 26.5 Change Period (Y+Rc), s 8.6 8.6 8.6 4.5 Max Green Setting (Gmax), s '73 `15 '49 33.5 Max Q Clear Time(g_c+I1), s 13.9 19.7 42.9 20.3 Green Ext Time(p-c), s 2.1 0.0 2.1 1.8 Intersection Summary HCM 6th Ctrl Delay 36.6 _ HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for[NBR]is excluded from calculations of the approach delay and intersection delay. Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 3 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB28 AM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 301 522 345 187 843 105 185 13 58 67 65 60 v/c Ratio 0.75 0.31 0.30 0.63 0.50 0.12 0.65 0.07 0.16 0.39 0.56 0.19 Control Delay 55.2 13.9 0.8 61.9 23.1 2.1 63.2 47.5 0.9 61.3 52.9 1.4 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 55.2 13.9 0.8 61.9 23.1 2.1 63.2 47.5 0.9 61.3 52.9 1.4 Queue Length 50th (ft) 117 86 4 73 226 0 72 9 0 26 31 0 Queue Length 95th (ft) 159 93 1 109 347 15 108 28 0 50 78 0 Internal Link Dist(ft) 1112 747 315 487 Turn Bay Length (ft) 408 237 270 290 230 205 135 Base Capacity(vph) 1045 1811 1112 303 1679 891 295 186 373 311 153 333 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.29 0.31 0.62 0.50 0.12 0.63 0.07 0.16 0.22 0.42 0.18 Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 4 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB28 AM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 20 257 480 317 172 776 97 170 12 53 62 33 Future Volume(vph) 20 257 480 317 172 776 97 170 12 53 62 33 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1562 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1562 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 22 279 522 345 187 843 105 185 13 58 67 36 RTOR Reduction(vph) 0 0 0 120 0 0 48 0 0 52 0 25 Lane Group Flow(vph) 0 301 522 225 187 843 57 185 13 6 67 40 Heavy Vehicles(%) 0% 5% 14% 7% 3% 9% 1% 10% 2% 4% 3% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 14.5 63.6 74.4 10.6 59.6 64.7 10.8 11.9 11.9 5.1 6.1 Effective Green,g (s) 14.5 63.6 74.4 10.6 59.6 64.7 10.8 11.9 11.9 5.1 6.1 Actuated g/C Ratio 0.12 0.53 0.62 0.09 0.50 0.54 0.09 0.10 0.10 0.04 0.05 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 404 1678 935 300 1644 862 286 184 154 144 79 v/s Ratio Prot c0.09 0.16 0.02 0.06 c0.25 0.00 c0.06 c0.01 0.02 c0.03 v/s Ratio Perm 0.13 0.03 0.00 v/c Ratio 0.75 0.31 0.24 0.62 0.51 0.07 0.65 0.07 0.04 0.47 0.51 Uniform Delay, d1 51.0 15.9 10.2 52.8 20.4 13.2 52.8 49.0 48.9 56.1 55.5 Progression Factor 0.86 0.79 0.10 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.2 0.5 0.0 2.9 1.1 0.0 3.7 0.1 0.0 0.9 2.3 Delay(s) 50.2 12.9 1.1 55.7 21.5 13.2 56.5 49.1 48.9 57.0 57.8 Level of Service D B A E C B E D D E E Approach Delay(s) 19.0 26.4 54.4 56.4 Approach LOS B C D E Intersection Summary HCM 2000 Control Delay 28.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 5 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB28 AM 4/ Movement SBR Lanonfigurations r Traffic Volume(vph) 82 Future Volume(vph) 82 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1334 Flt Permitted 1.00 Satd. Flow(perm) 1334 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 89 RTOR Reduction(vph) 57 Lane Group Flow(vph) 3 Heavy Vehicles(%) 15% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G(s) 6.1 Effective Green,g (s) 6.1 Actuated g/C Ratio 0.05 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 67 v/s Ratio Prot v/s Ratio Perm 0.00 v/c Ratio 0.05 Uniform Delay, d1 54.2 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 54.3 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 6 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB28 AM Intersection _ Int Delay,s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR _ Lane Configurations 1: + r ) 0 N Traffic Vol,veh/h 5 0 0 13 1 63 1 142 7 90 425 7 Future Vol,veh/h 5 0 0 13 1 63 1 142 7 90 425 7 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 6 0 0 2 0 2 2 21 2 2 6 0 Mvmt Flow 5 0 0 14 1 68 1 154 8 98 462 8 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 742 826 235 587 826 81 470 0 0 162 0 0 Stage 1 662 662 - 160 160 - - - - - - - Stage 2 80 164 - 427 666 - - - Critical Hdwy 7.62 6.5 6.9 7.54 6.5 6.94 4.14 4.14 Critical Hdwy Stg 1 6.62 5.5 - 6.54 5.5 - - - Critical Hdwy Stg 2 6.62 5.5 - 6.54 5.5 - - - Follow-up Hdwy 3.56 4 3.3 3.52 4 3.32 2.22 2.22 Pot Cap-1 Maneuver 297 310 773 393 310 963 1088 1414 ' Stage 408 462 - 826 769 - - - Stage 2 908 766 - 576 460 - - - Platoon blocked,% Mov Cap-1 Maneuver 260 288 773 372 288 963 1088 1414 Mov Cap-2 Maneuver 260 288 - 372 288 - - - Stage 1 408 430 825 768 Stage 2 841 765 536 428 Approach EB WB NB SB HCM Control Delay,s 19.1 10.1 0.1 1.3 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1088 260 372 288 963 1414 HCM Lane V/C Ratio 0.001 0.021 0.038 0.004 0.071 0.069 HCM Control Delay(s) 8.3 19.1 0 15.1 17.5 9 7.7 - HCM Lane LOS A C A C C A A HCM 95th%tile Q(veh) 0 0.1 - 0.1 0 0.2 0.2 Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 9 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB28AM Intersection Int Delay,s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t tt Traffic Vol,veh/h 0 32 203 7 0 522 Future Vol,veh/h 0 32 203 7 0 522 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 49 2 2 6 Mvmt Flow 0 35 221 8 0 567 Major/Minor Minorl Majorl Major2 Conflicting Flow All 115 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 0 916 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked,% Mov Cap-1 Maneuver - 916 - _ Mov Cap-2 Maneuver Stage 1 _ Stage 2 Approach WB NB SB _ HCM Control Delay,s 9.1 0 0 _ HCM LOS A Minor Lane/Major Mvmt NBT NBRWBLnl SBT _ Capacity(veh/h) 916 _ HCM Lane V/C Ratio 0.038 HCM Control Delay(s) 9.1 _ HCM Lane LOS A HCM 95th%tile Q(veh) 0.1 _ Holtzman Winchester TIA Synchro 10 Report FB(2028)AM Peak Hour Page 11 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB28 PM --1. -4- t Lane Group EBL EBT WBT WBR NBL NBT NBR Lane Group Flow(vph) 497 1181 1316 132 310 311 468 v/c Ratio 1.14 0.47 0.92 0.18 1.04 1.04 0.32 Control Delay 123.5 8.2 32.4 4.3 111.1 110.9 0.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - Total Delay 123.5 8.2 32.4 4.3 111.1 110.9 0.6 Queue Length 50th (ft) -415 185 525 12 -272 --273 0 Queue Length 95th (ft) #646 226 424 18 #463 #464 0 Internal Link Dist(ft) 886 1112 396 Turn Bay Length (ft) 550 250 Base Capacity(vph) 437 2518 1530 754 298 299 1468 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 A Ratio 1.14 0.47 0.86 0.18 1.04 1.04 0.32 Intersection Summary -- 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. Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: FB28 PM --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBLjSaAkSBA Lane Configurations tt tt r 4 r Traffic Volume(veh/h) 462 1098 0 0 1224 123 577 1 435 0 K 0 W0 Future Volume(veh/h) 462 1098 0 0 1224 123 577 1 435 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 1870 0 0 1856 1870 1856 1900 1752 Adj Flow Rate,veh/h 497 1181 0 0 1316 132 621 0 0 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 - Percent Heavy Veh, % 9 2 0 0 3 2 3 0 10 Cap,veh/h 482 2529 0 0 1399 629 633 0 Arrive On Green 0.24 0.71 0.00 0.00 0.40 0.40 0.18 0.00 0.00 Sat Flow,veh/h 1682 3647 0 0 3618 1585 3534 0 1485 Grp Volume(v),veh/h 497 1181 0 0 1316 132 621 0 0 Grp Sat Flow(s),veh/h/In 1682 1777 0 0 1763 1585 1767 0 1485 Q Serve(g_s), s 29.2 17.2 0.0 0.0 43.1 6.6 21.0 0.0 0.0 Cycle Q Clear(g_c),s 29.2 17.2 0.0 0.0 43.1 6.6 21.0 0.0 0.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 482 2529 0 0 1399 629 633 0 V/C Ratio(X) 1.03 0.47 0.00 0.00 0.94 0.21 0.98 0.00 Avail Cap(c_a),veh/h 482 2529 0 0 1539 692 633 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 0.81 0.81 1.00 0.00 0.00 Uniform Delay(d),s/veh 43.1 7.5 0.0 0.0 34.8 23.8 49.0 0.0 0.0 Incr Delay(d2),s/veh 49.1 0.6 0.0 0.0 11.5 0.6 30.8 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 28.3 9.7 0.0 0.0 26.4 4.5 17.4 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 92.3 8.1 0.0 0.0 46.4 24.4 79.8 0.0 0.0 _ LnGrp LOS F A A A D C E A Approach Vol,veh/h 1678 1448 621 A _ Approach Delay,s/veh 33.0 44.4 79.8 Approach LOS C D E Timer-Assigned Phs 2 5 6 8 Phs Duration(G+Y+Rc), s 94.0 37.8 56.2 26.0 Change Period (Y+Rc), s 8.6 8.6 8.6 4.5 Max Green Setting (Gmax), s '85 `24 '52 21.5 Max Q Clear Time(g_c+I1), s 19.2 31.2 45.1 23.0 Green Ext Time(p-c), s 3.2 0.0 2.5 0.0 Intersection Summary HCM 6th Ctrl Delay 45.2 _ HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for[NBR]is excluded from calculations of the approach delay and intersection delay. Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 3 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB28 PM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 563 903 186 102 629 152 387 43 142 239 120 118 v/c Ratio 0.83 0.58 0.17 0.52 0.60 0.22 0.55 0.15 0.31 0.68 0.66 0.38 Control Delay 51.4 21.6 0.5 64.4 38.6 2.7 47.3 48.6 1.8 61.7 31.3 3.5 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 51.4 21.6 0.5 64.4 38.6 2.7 47.3 48.6 1.8 61.7 31.3 3.5 Queue Length 50th (ft) 218 162 0 40 206 0 143 30 0 93 12 0 Queue Length 95th (ft) 265 333 6 69 296 25 201 67 0 132 74 0 Internal Link Dist(ft) 1112 808 315 487 Turn Bay Length (ft) 408 1000 237 270 290 230 205 135 Base Capacity(vph) 1094 1899 1124 229 1071 716 704 291 454 360 221 346 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 -10 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced A Ratio 0.51 0.48 0.17 0.45 0.59 0.21 0.55 0.15 0.31 0.66 0.54 0.34 Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 4 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB28 PM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r ' 1� Traffic Volume(vph) 27 491 831 171 94 579 140 356 40 131 220 14 Future Volume(vph) 27 491 831 171 94 579 140 356 40 131 220 14 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.87 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1551 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1551 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 29 534 903 186 102 629 152 387 43 142 239 15 RTOR Reduction(vph) 0 0 0 65 0 0 90 0 0 119 0 99 Lane Group Flow(vph) 0 563 903 121 102 629 62 387 43 23 239 21 Heavy Vehicles(%) 0% 0% 2% 6% 2% 5% 1% 3% 4% 3% 1% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 23.2 52.9 77.8 6.9 36.5 48.7 24.9 19.2 19.2 12.2 6.4 Effective Green,g (s) 23.2 52.9 77.8 6.9 36.5 48.7 24.9 19.2 19.2 12.2 6.4 Actuated g/C Ratio 0.19 0.44 0.65 0.06 0.30 0.41 0.21 0.16 0.16 0.10 0.05 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 677 1560 988 197 1045 648 705 292 250 352 82 v/s Ratio Prot c0.16 c0.26 0.03 0.03 c0.18 0.01 c0.11 0.02 0.07 c0.01 v/s Ratio Perm 0.05 0.03 0.01 v/c Ratio 0.83 0.58 0.12 0.52 0.60 0.10 0.55 0.15 0.09 0.68 0.25 Uniform Delay, d1 46.5 25.2 8.1 54.9 35.6 22.0 42.5 43.4 43.0 52.0 54.5 Progression Factor 0.88 0.80 0.16 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.6 1.5 0.0 1.0 2.6 0.0 0.5 0.1 0.1 4.1 0.6 Delay(s) 48.7 21.7 1.3 55.9 38.1 22.1 43.0 43.4 43.0 56.1 55.1 Level of Service D C A E D C D D D E E Approach Delay(s) 28.6 37.4 43.0 55.3 Approach LOS C D D E Intersection Summary HCM 2000 Control Delay 36.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 71.2% ICU Level of Service C Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 5 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: FB28 PM 4/ Movement SBR Lan4Configurations r Traffic Volume(vph) 205 Future Volume(vph) 205 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1519 Flt Permitted 1.00 Satd. Flow(perm) 1519 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 223 RTOR Reduction(vph) 112 Lane Group Flow(vph) 6 Heavy Vehicles(%) 1% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 6.4 Effective Green,g (s) 6.4 Actuated g/C Ratio 0.05 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 81 v/s Ratio Prot - v/s Ratio Perm 0.00 v/c Ratio 0.08 Uniform Delay, dl 54.0 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 54.1 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 6 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB28 PM Intersection Int Delay,s/veh 2.4 Movement ' EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SJSB_ Lane Configurations 1: + r ) 0 N Traffic Vol,veh/h 13 0 0 13 0 56 1 427 7 103 171 5 Future Vol,veh/h 13 0 0 13 0 56 1 427 7 103 171 5 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 - 0 Grade,% - 0 - 0 - - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 3 0 0 2 0 4 2 3 16 2 4 0 Mvmt Flow 14 0 0 14 0 61 1 464 8 112 186 5 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 647 887 96 787 885 236 191 0 0 472 0 0 Stage 413 413 - 470 470 - - - - - - - Stage 2 234 474 - 317 415 - - - Critical Hdwy 7.56 6.5 6.9 7.54 6.5 6.98 4.14 - 4.14 Critical Hdwy Stg 1 6.56 5.5 - 6.54 5.5 - - - Critical Hdwy Stg 2 6.56 5.5 - 6.54 5.5 - - _ - Follow-up Hdwy 3.53 4 3.3 3.52 4 3.34 2.22 2.22 Pot Cap-1 Maneuver 354 285 948 282 286 759 1380 1086 ' Stage 584 597 - 543 563 - - - Stage 2 745 561 - 669 596 - - - Platoon blocked,% Mov Cap-1 Maneuver 300 255 948 260 256 759 1380 1086 Mov Cap-2 Maneuver 300 255 - 260 256 - - - Stage 1 583 536 542 562 Stage 2 685 560 600 535 Approach EB WB NB SB HCM Control Delay,s 17.6 12 0 3.2 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1380 300 260 759 1086 _ HCM Lane V/C Ratio 0.001 0.047 0.054 0.08 0.103 HCM Control Delay(s) 7.6 17.6 0 19.6 0 10.2 8.7 HCM Lane LOS A C A C A B A HCM 95th%tile Q(veh) 0 0.1 - 0.2 - 0.3 0.3 Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 9 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB28 PM Intersection Int Delay,s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t tt Traffic Vol,veh/h 0 38 490 6 0 279 Future Vol,veh/h 0 38 490 6 0 279 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 3 2 2 4 Mvmt Flow 0 41 533 7 0 303 Major/Minor Minorl Majorl Major2 Conflicting Flow All 270 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 0 728 0 Stage 1 0 - 0 Stage 2 0 - 0 Platoon blocked,% Mov Cap-1 Maneuver - 728 - Mov Cap-2 Maneuver Stage 1 Stage 2 Approach WB NB SB HCM Control Delay,s 10.2 0 0 - HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLnl SBT Capacity(veh/h) 728 HCM Lane V/C Ratio 0.057 HCM Control Delay(s) 10.2 HCM Lane LOS B HCM 95th%tile Q(veh) 0.2 Holtzman Winchester TIA Synchro 10 Report FB(2028) PM Peak Hour Page 11 Holtzman Winchester Technical Appendix L. 2028 Future Conditions with Development (By-Right) — Capacity Analysis Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF28AM BR --1. .4- t Lane Group EBL EBT WBT WBR NBL NBT NBR - Lane Group Flow(vph) 351 898 1221 77 284 285 327 v/c Ratio 0.99 0.40 0.87 0.11 0.78 0.78 0.22 Control Delay 88.0 9.9 26.4 2.0 58.9 58.9 0.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 88.0 9.9 26.4 2.0 58.9 58.9 0.3 Queue Length 50th (ft) -221 148 473 2 218 220 0 Queue Length 95th (ft) #488 228 #250 m8 298 300 0 Internal Link Dist(ft) 810 504 396 Turn Bay Length (ft) 550 250 Base Capacity(vph) 353 2246 1411 678 478 480 1482 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 0.99 0.40 0.87 0.11 0.59 0.59 0.22 Intersection Summary 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. Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 1 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: ITF28 AM BR --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBLiSBALSBA Lane Configurations tt tt r r Traffic Volume(veh/h) 333 853 0 0 1160 73 540 1 311 0 a 0 W0 Future Volume(veh/h) 333 853 0 0 1160 73 540 1 311 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1693 1767 0 0 1767 1752 1900 1900 1767 Adj Flow Rate,veh/h 351 898 0 0 1221 77 569 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 - Percent Heavy Veh, % 14 9 0 0 9 10 0 0 9 Cap,veh/h 477 2374 0 0 1290 571 664 0 Arrive On Green 0.25 0.71 0.00 0.00 0.38 0.38 0.18 0.00 0.00 Sat Flow,veh/h 1612 3445 0 0 3445 1485 3619 0 1497 Grp Volume(v),veh/h 351 898 0 0 1221 77 569 0 0 Grp Sat Flow(s),veh/h/In 1612 1678 0 0 1678 1485 1810 0 1497 Q Serve(g_s), s 18.1 12.8 0.0 0.0 42.2 4.0 18.3 0.0 0.0 Cycle Q Clear(g_c),s 18.1 12.8 0.0 0.0 42.2 4.0 18.3 0.0 0.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 477 2374 0 0 1290 571 664 0 V/C Ratio(X) 0.74 0.38 0.00 0.00 0.95 0.13 0.86 0.00 Avail Cap(c_a),veh/h 477 2374 0 0 1382 611 1010 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay(d),s/veh 38.5 7.0 0.0 0.0 35.7 24.0 47.5 0.0 0.0 Incr Delay(d2),s/veh 5.1 0.5 0.0 0.0 15.2 0.5 4.7 0.0 0.0 - Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 14.8 7.3 0.0 0.0 26.4 2.6 13.3 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 43.6 7.5 0.0 0.0 50.9 24.5 52.2 0.0 0.0 _ LnGrp LOS D A A A D C D A Approach Vol,veh/h 1249 1298 569 A _ Approach Delay,s/veh 17.6 49.3 52.2 Approach LOS B D D Timer-Assigned Phs 2 5 6 8 - Phs Duration(G+Y+Rc), s 93.5 38.8 54.7 26.5 Change Period (Y+Rc), s 8.6 8.6 8.6 4.5 Max Green Setting (Gmax), s '73 `15 '49 33.5 Max Q Clear Time(g_c+I1), s 14.8 20.1 44.2 20.3 Green Ext Time(p-c), s 2.3 0.0 1.9 1.8 Intersection Summary HCM 6th Ctrl Delay 37.2 _ HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for[NBR]is excluded from calculations of the approach delay and intersection delay. Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 3 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: ITF28 AM BR --1- .4- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 302 542 345 221 843 105 235 21 58 67 73 66 v/c Ratio 0.75 0.37 0.33 0.61 0.56 0.13 0.63 0.09 0.14 0.39 0.59 0.21 Control Delay 55.3 17.6 1.2 58.6 27.4 2.4 58.1 44.5 0.8 61.3 62.1 1.5 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 55.3 17.6 1.2 58.6 27.4 2.4 58.1 44.5 0.8 61.3 62.1 1.5 Queue Length 50th (ft) 118 93 9 85 245 0 90 14 0 26 46 0 Queue Length 95th (ft) 160 112 0 125 366 16 131 37 0 50 96 0 Internal Link Dist(ft) 528 747 315 487 Turn Bay Length (ft) 408 237 270 290 230 205 135 Base Capacity(vph) 1045 1699 1026 362 1497 809 374 238 410 311 S, 151JL 335 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.32 0.34 0.61 0.56 0.13 0.63 0.09 0.14 0.22 0.48 0.20 Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 4 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 AM BR t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 20 258 499 317 203 776 97 216 19 53 62 46 Future Volume(vph) 20 258 499 317 203 776 97 216 19 53 62 46 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1621 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1621 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 22 280 542 345 221 843 105 235 21 58 67 50 RTOR Reduction(vph) 0 0 0 103 0 0 53 0 0 50 0 14 Lane Group Flow(vph) 0 302 542 242 221 843 52 235 21 8 67 59 Heavy Vehicles(%) 0% 5% 14% 7% 3% 9% 1% 10% 2% 4% 3% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 14.5 56.1 70.2 12.8 54.3 59.4 14.1 17.2 17.2 5.1 8.1 Effective Green,g (s) 14.5 56.1 70.2 12.8 54.3 59.4 14.1 17.2 17.2 5.1 8.1 Actuated g/C Ratio 0.12 0.47 0.59 0.11 0.45 0.49 0.12 0.14 0.14 0.04 0.07 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 404 1480 882 362 1498 791 374 267 222 144 109 v/s Ratio Prot c0.09 0.17 0.03 0.07 c0.25 0.00 c0.07 c0.01 0.02 c0.04 v/s Ratio Perm 0.13 0.03 0.01 v/c Ratio 0.75 0.37 0.27 0.61 0.56 0.07 0.63 0.08 0.04 0.47 0.54 Uniform Delay, d1 51.0 20.5 12.3 51.2 24.1 15.8 50.5 44.5 44.3 56.1 54.2 Progression Factor 0.87 0.78 0.12 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.2 0.7 0.1 2.1 1.5 0.0 2.4 0.0 0.0 0.9 2.9 Delay(s) 50.5 16.7 1.5 53.4 25.7 15.8 52.8 44.6 44.3 57.0 57.1 Level of Service D B A D C B D D D E E Approach Delay(s) 20.9 30.0 50.7 55.6 Approach LOS C C D E Intersection Summary HCM 2000 Control Delay 30.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.59 mar Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 5 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 AM BR 4/ Movement SBR LaneW,onfigurations r Traffic Volume(vph) 82 Future Volume(vph) 82 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1334 Flt Permitted 1.00 Satd. Flow(perm) 1334 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 89 RTOR Reduction(vph) 62 Lane Group Flow(vph) 4 Heavy Vehicles(%) 15% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 8.1 Effective Green,g (s) 8.1 Actuated g/C Ratio 0.07 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 90 v/s Ratio Prot v/s Ratio Perm 0.00 v/c Ratio 0.05 Uniform Delay, dl 52.3 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 52.4 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 6 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan:TF28 AM BR Intersection Int Delay,s/veh 3.6 Movement ' EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SSB_ Lane Configurations 1: + r ) 0 N Traffic Vol,veh/h 58 0 2 13 1 63 7 142 7 90 427 36 Future Vol,veh/h 58 0 2 13 1 63 7 142 7 90 427 36 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 0 _ Grade,% - 0 - 0 - - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 _ Heavy Vehicles,% 6 0 0 2 0 2 2 21 2 2 6 0 Mvmt Flow 63 0 2 14 1 68 8 154 8 98 464 39 _ Major/Minor Minor2 Minorl Mag orl Major2 Conflicting Flow All 774 858 252 602 873 81 503 0 0 162 0 0 Stage 680 680 - 174 174 - - - - - - - Stage 2 94 178 - 428 699 - - - Critical Hdwy 7.62 6.5 6.9 7.54 6.5 6.94 4.14 4.14 - Critical Hdwy Stg 1 6.62 5.5 - 6.54 5.5 - - - Critical Hdwy Stg 2 6.62 5.5 - 6.54 5.5 - - - Follow-up Hdwy 3.56 4 3.3 3.52 4 3.32 2.22 2.22 Pot Cap-1 Maneuver 281 297 754 383 291 963 1058 1414 - Stage1 398 454 - 811 759 - - - Stage 2 891 756 - 575 445 - - - Platoon blocked,% Mov Cap-1 Maneuver 245 274 754 360 269 963 1058 1414 Mov Cap-2 Maneuver 245 274 - 360 269 - - - Stage 1 395 423 805 753 Stage 2 820 750 534 414 Approach EB WB NB SB HCM Control Delay,s 24.2 10.2 0.4 1.3 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1058 245 754 360 269 963 1414 HCM Lane V/C Ratio 0.007 0.257 0.003 0.039 0.004 0.071 0.069 HCM Control Delay(s) 8.4 24.7 9.8 15.4 18.4 9 7.7 - HCM Lane LOS A C A C C A A HCM 95th%tile Q(veh) 0 1 0 0.1 0 0.2 0.2 Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 9 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan:TF28AM BR Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r 0 0 Traffic Vol,veh/h 0 0 2 0 0 32 0 256 7 0 551 16 Future Vol,veh/h 0 0 2 0 0 32 0 256 7 0 551 16 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None Storage Length 0 0 Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 49 2 2 6 2 Mvmt Flow 0 0 2 0 0 35 0 278 8 0 599 17 Major/Minor Minor2 Minorl Mag orl Major2 Conflicting Flow All 308 143 0 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.94 6.94 Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.32 3.32 Pot Cap-1 Maneuver 0 0 688 0 0 879 0 0 Stage 1 0 0 - 0 0 - 0 0 Stage 2 0 0 - 0 0 - 0 0 Platoon blocked,% Mov Cap-1 Maneuver - - 688 - - 879 - - _ Mov Cap-2 Maneuver Stage 1 _ Stage 2 Approach EB WB NB SB _ HCM Control Delay,s 10.2 9.3 0 0 _ HCM LOS B A Minor Lane/Major Mvmt NBT NBR EBLnlWBLnl SBT SBR _ Capacity(veh/h) 688 879 _ HCM Lane V/C Ratio 0.003 0.04 HCM Control Delay(s) 10.2 9.3 _ HCM Lane LOS B A HCM 95th%tile Q(veh) 0 0.1 _ Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 11 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike) Timing Plan:TF28AM BR Intersection Int Delay,s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tti� tt r Traffic Vol,veh/h 1089 75 0 1094 0 20 Future Vol,veh/h 1089 75 0 1094 0 20 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 92 92 92 92 92 92 Heavy Vehicles,% 9 2 2 2 2 2 Mvmt Flow 1184 82 0 1189 0 22 Major/Minor Majorl Major2 Minorl - Conflicting Flow All 0 0 633 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 0 362 Stage 1 0 0 - Stage 2 0 0 - Platoon blocked,% Mov Cap-1 Maneuver - - 362 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB WB NB - HCM Control Delay,s 0 0 15.6 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT i Capacity(veh/h) 362 - HCM Lane V/C Ratio 0.06 HCM Control Delay(s) 15.6 HCM Lane LOS C HCM 95th%tile Q(veh) 0.2 Holtzman Winchester TIA Synchro 10 Report TF BR(2028)AM Peak Hour By-Right Page 13 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF28 PM BR --1. .4- t Lane Group EBL EBT WBT WBR NBL NBT NBR Lane Group Flow(vph) 497 1278 1454 177 310 311 539 v/c Ratio 1.22 0.51 0.96 0.23 1.04 1.04 0.37 - Control Delay 157.2 8.7 37.7 4.4 111.1 110.9 0.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 157.2 8.7 37.7 4.4 111.1 110.9 0.7 Queue Length 50th (ft) -435 209 384 27 --272 --273 0 Queue Length 95th (ft) #650 254 #706 m28 #463 #464 0 Internal Link Dist(ft) 708 509 396 Turn Bay Length (ft) 550 250 Base Capacity(vph) 406 2518 1530 767 298 299 1468 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 A Ratio 1.22 0.51 0.95 0.23 1.04 1.04 0.37 Intersection Summary 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. Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 1 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan: ITF28 PM BR --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBLAmSBALSBA Lane Configurations tt tt r r Traffic Volume(veh/h) 462 1189 0 0 1352 165 577 1 501 0 a 0 W0 Future Volume(veh/h) 462 1189 0 0 1352 165 577 1 501 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 1870 0 0 1856 1870 1856 1900 1752 Adj Flow Rate,veh/h 497 1278 0 0 1454 177 621 0 0 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 - Percent Heavy Veh, % 9 2 0 0 3 2 3 0 10 Cap,veh/h 424 2529 0 0 1509 679 633 0 Arrive On Green 0.21 0.71 0.00 0.00 0.43 0.43 0.18 0.00 0.00 Sat Flow,veh/h 1682 3647 0 0 3618 1585 3534 0 1485 Grp Volume(v),veh/h 497 1278 0 0 1454 177 621 0 0 Grp Sat Flow(s),veh/h/In 1682 1777 0 0 1763 1585 1767 0 1485 Q Serve(g_s), s 25.4 19.4 0.0 0.0 48.2 8.6 21.0 0.0 0.0 Cycle Q Clear(g_c),s 25.4 19.4 0.0 0.0 48.2 8.6 21.0 0.0 0.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 424 2529 0 0 1509 679 633 0 V/C Ratio(X) 1.17 0.51 0.00 0.00 0.96 0.26 0.98 0.00 Avail Cap(c_a),veh/h 424 2529 0 0 1539 692 633 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay(d),s/veh 45.2 7.8 0.0 0.0 33.4 22.1 49.0 0.0 0.0 Incr Delay(d2),s/veh 99.6 0.7 0.0 0.0 15.9 0.9 30.8 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 34.8 10.7 0.0 0.0 30.6 6.0 17.4 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 144.8 8.5 0.0 0.0 49.3 23.0 79.8 0.0 0.0 _ LnGrp LOS F A A A D C E A Approach Vol,veh/h 1775 1631 621 A _ Approach Delay,s/veh 46.7 46.5 79.8 Approach LOS D D E Timer-Assigned Phs 2 5 6 8 Phs Duration(G+Y+Rc), s 94.0 34.0 60.0 26.0 Change Period (Y+Rc), s 8.6 8.6 8.6 4.5 Max Green Setting (Gmax), s '85 `24 '52 21.5 Max Q Clear Time(g_c+I1), s 21.4 27.4 50.2 23.0 Green Ext Time(p-c), s 3.6 0.0 1.2 0.0 Intersection Summary i HCM 6th Ctrl Delay 51.7 _ HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for[NBR]is excluded from calculations of the approach delay and intersection delay. Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 3 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan: ITF28 PM BR --1- .4- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 566 980 188 174 629 152 572 71 142 239 137 129 v/c Ratio 0.83 0.78 0.17 0.76 0.81 0.26 0.62 0.17 0.26 0.68 0.80 0.39 Control Delay 51.1 33.0 0.6 76.6 52.5 3.4 43.9 42.4 1.1 61.7 58.4 3.5 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 51.1 33.0 0.6 76.6 52.5 3.4 43.9 42.4 1.1 61.7 58.4 3.5 Queue Length 50th (ft) 219 361 3 69 247 1 201 44 0 93 52 0 Queue Length 95th (ft) 266 370 5 #124 296 26 #354 98 0 132 #148 0 Internal Link Dist(ft) 524 808 315 487 Turn Bay Length (ft) 408 1000 237 270 290 230 205 135 Base Capacity(vph) 1094 1899 1097 235 997 683 918 430 554 360 J_19�& 346 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 0 710 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.52 0.52 0.17 0.74 0.63 0.22 0.62 0.17 0.26 0.66 0.71 0.37 Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 4 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 PM BR t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 27 494 902 173 160 579 140 526 65 131 220 40 Future Volume(vph) 27 494 902 173 160 579 140 526 65 131 220 40 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.90 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1598 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1598 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 29 537 980 188 174 629 152 572 71 142 239 43 RTOR Reduction(vph) 0 0 0 70 0 0 100 0 0 109 0 66 Lane Group Flow(vph) 0 566 980 118 174 629 52 572 71 33 239 71 Heavy Vehicles(%) 0% 0% 2% 6% 2% 5% 1% 3% 4% 3% 1% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 23.4 42.7 75.1 8.0 27.2 39.4 32.4 28.3 28.3 12.2 8.0 Effective Green,g (s) 23.4 42.7 75.1 8.0 27.2 39.4 32.4 28.3 28.3 12.2 8.0 Actuated g/C Ratio 0.19 0.36 0.63 0.07 0.23 0.33 0.27 0.24 0.24 0.10 0.07 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 682 1259 953 228 779 525 918 430 369 352 106 v/s Ratio Prot 0.16 c0.28 0.03 0.05 c0.18 0.01 c0.17 0.04 0.07 c0.04 v/s Ratio Perm 0.04 0.02 0.02 v/c Ratio 0.83 0.78 0.12 0.76 0.81 0.10 0.62 0.17 0.09 0.68 0.67 Uniform Delay, d1 46.4 34.4 9.1 55.1 43.9 28.0 38.4 36.5 35.8 52.0 54.7 Progression Factor 0.89 0.85 0.30 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.3 4.4 0.0 12.7 8.8 0.0 1.0 0.1 0.0 4.1 11.6 Delay(s) 48.4 33.5 2.7 67.8 52.7 28.0 39.4 36.5 35.8 56.1 66.3 Level of Service D C A E D C D D D E E Approach Delay(s) 35.0 51.5 38.5 58.0 Approach LOS D D D E Intersection Summary 19 HCM 2000 Control Delay 42.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.76 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 76.2% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 5 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 PM BR 4/ Movement SBR LaneW,onfigurations r Traffic Volume(vph) 205 Future Volume(vph) 205 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1519 Flt Permitted 1.00 Satd. Flow(perm) 1519 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 223 RTOR Reduction(vph) 120 Lane Group Flow(vph) 9 Heavy Vehicles(%) 1% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 8.0 Effective Green,g (s) 8.0 Actuated g/C Ratio 0.07 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 101 v/s Ratio Prot v/s Ratio Perm 0.01 v/c Ratio 0.09 Uniform Delay, dl 52.6 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 52.7 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 6 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan:TF28 PM BR Intersection _ Int Delay,s/veh 14.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR _ Lane Configurations 1� + r ) 0 N Traffic Vol,veh/h 208 0 6 13 0 56 14 427 7 103 179 64 Future Vol,veh/h 208 0 6 13 0 56 14 427 7 103 179 64 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - None - None - None - None Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 0 Grade,% - 0 - 0 - - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 _ Heavy Vehicles,% 3 0 0 2 0 4 2 3 16 2 4 0 Mvmt Flow 226 0 7 14 0 61 15 464 8 112 195 70 _ Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 716 956 133 820 987 236 265 0 0 472 0 0 Stage 1 454 454 - 498 498 - - - - - - - Stage 2 262 502 - 322 489 - - - Critical Hdwy 7.56 6.5 6.9 7.54 6.5 6.98 4.14 - 4.14 - Critical Hdwy Stg 1 6.56 5.5 - 6.54 5.5 - - - Critical Hdwy Stg 2 6.56 5.5 - 6.54 5.5 - - _ - Follow-up Hdwy 3.53 4 3.3 3.52 4 3.34 2.22 2.22 Pot Cap-1 Maneuver 316 260 898 267 249 759 1296 1086 - Stage1 552 573 - 523 548 - - - Stage 2 717 545 - 664 553 - - - Platoon blocked,% Mov Cap-1 Maneuver 265 230 898 242 221 759 1296 1086 Mov Cap-2 Maneuver 265 230 - 242 221 - - - Stage 1 545 514 517 541 Stage 2 652 538 591 496 Approach EB WB NB SB HCM Control Delay,s 63.4 12.2 0.2 2.6 HCM LOS F B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1296 265 898 242 759 1086 _ HCM Lane V/C Ratio 0.012 0.853 0.007 0.058 0.08 0.103 HCM Control Delay(s) 7.8 65 9 20.8 0 10.2 8.7 HCM Lane LOS A F A C A B A HCM 95th%tile Q(veh) 0 7.1 0 0.2 - 0.3 0.3 Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 9 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan:TF28 PM BR Intersection Int Delay,s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r t t Traffic Vol,veh/h 0 0 6 0 0 38 0 685 6 0 340 33 Future Vol,veh/h 0 0 6 0 0 38 0 685 6 0 340 33 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None Storage Length 0 0 Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 3 2 2 4 2 Mvmt Flow 0 0 7 0 0 41 0 745 7 0 370 36 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 203 376 0 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.94 6.94 Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - - - Follow-up Hdwy 3.32 3.32 Pot Cap-1 Maneuver 0 0 804 0 0 622 0 0 _ Stage 1 0 0 - 0 0 - 0 0 Stage 2 0 0 - 0 0 - 0 0 _ Platoon blocked,% Mov Cap-1 Maneuver - - 804 - - 622 - - _ Mov Cap-2 Maneuver Stage 1 _ Stage 2 Approach EB WB NB SB _ HCM Control Delay,s 9.5 11.2 0 0 HCM LOS A B Minor Lane/Major Mvmt NBT NBR EBLnlWBLnl SBT SBR _ Capacity(veh/h) 804 622 _ HCM Lane V/C Ratio 0.008 0.066 HCM Control Delay(s) 9.5 11.2 _ HCM Lane LOS A B HCM 95th%tile Q(veh) 0 0.2 _ Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 11 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike) Timing Plan:TF28 PM BR Intersection Int Delay,s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tti� tt r Traffic Vol,veh/h 1533 157 0 1337 0 75 Future Vol,veh/h 1533 157 0 1337 0 75 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 1666 171 0 1453 0 82 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 919 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 0 235 Stage 1 0 0 - Stage 2 0 0 - Platoon blocked,% Mov Cap-1 Maneuver - - 235 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB WB NB HCM Control Delay,s 0 0 28.2 HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity(veh/h) 235 HCM Lane V/C Ratio 0.347 HCM Control Delay(s) 28.2 HCM Lane LOS D HCM 95th%tile Q(veh) 1.5 Holtzman Winchester TIA Synchro 10 Report TF BR(2028) PM Peak Hour By-Right Page 13 Holtzman Winchester Technical Appendix M. 2028 Future Conditions with Development (Proffer) — Capacity Analysis Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF28AM --1. -4- t Lane Group EBL EBT WBT WBR NBL NBT NBR Lane Group Flow(vph) 351 929 1254 88 284 285 349 v/c Ratio 1.04 0.41 0.87 0.13 0.78 0.78 0.24 Control Delay 100.8 10.1 25.9 3.2 58.9 58.9 0.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 100.8 10.1 25.9 3.2 58.9 58.9 0.4 Queue Length 50th (ft) --262 156 208 5 218 220 0 Queue Length 95th (ft) #493 238 #601 m13 298 300 0 Internal Link Dist(ft) 810 504 396 Turn Bay Length (ft) 550 250 Base Capacity(vph) 337 2246 1441 690 478 480 1482 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 1.04 0.41 0.87 0.13 0.59 0.59 0.24 Intersection Summary 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. Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF28 AM --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR IBILSAILSBA Lane Configurations tt tt r 4 r Traffic Volume(veh/h) 333 883 0 0 1191 84 540 1 332 0r 0 'Y0 Future Volume(veh/h) 333 883 0 0 1191 84 540 1 332 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1693 1767 0 0 1767 1752 1900 1900 1767 Adj Flow Rate,veh/h 351 929 0 0 1254 88 569 0 0 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 - Percent Heavy Veh, % 14 9 0 0 9 10 0 0 9 Cap,veh/h 460 2369 0 0 1317 583 670 0 Arrive On Green 0.24 0.71 0.00 0.00 0.39 0.39 0.19 0.00 0.00 Sat Flow,veh/h 1612 3445 0 0 3445 1485 3619 0 1497 Grp Volume(v),veh/h 351 929 0 0 1254 88 569 0 0 Grp Sat Flow(s),veh/h/In 1612 1678 0 0 1678 1485 1810 0 1497 Q Serve(g_s), s 18.6 13.5 0.0 0.0 43.5 4.6 18.2 0.0 0.0 Cycle Q Clear(g_c),s 18.6 13.5 0.0 0.0 43.5 4.6 18.2 0.0 0.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 460 2369 0 0 1317 583 670 0 V/C Ratio(X) 0.76 0.39 0.00 0.00 0.95 0.15 0.85 0.00 Avail Cap(c_a),veh/h 460 2369 0 0 1382 611 1010 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay(d),s/veh 39.6 7.2 0.0 0.0 35.4 23.5 47.3 0.0 0.0 Incr Delay(d2),s/veh 6.6 0.5 0.0 0.0 15.7 0.5 4.5 0.0 0.0 - Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 15.2 7.7 0.0 0.0 27.1 3.0 13.2 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 46.3 7.7 0.0 0.0 51.1 24.1 51.7 0.0 0.0 _ LnGrp LOS D A A A D C D A Approach Vol,veh/h 1280 1342 569 A _ Approach Delay,s/veh 18.3 49.3 51.7 Approach LOS B D D Timer-Assigned Phs 2 5 6 8 Phs Duration(G+Y+Rc), s 93.3 37.6 55.7 26.7 Change Period (Y+Rc), s 8.6 8.6 8.6 4.5 Max Green Setting (Gmax), s '73 `15 '49 33.5 Max Q Clear Time(g_c+I1), s 15.5 20.6 45.5 20.2 Green Ext Time(p-c), s 2.4 0.0 1.6 2.0 _ Intersection Summary - HCM 6th Ctrl Delay 37.3 _ HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for[NBR]is excluded from calculations of the approach delay and intersection delay. Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 3 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan.TF28 AM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 302 507 345 267 820 105 304 28 111 67 79 69 v/c Ratio 0.75 0.41 0.34 0.59 0.62 0.14 0.57 0.07 0.21 0.39 0.62 0.21 Control Delay 55.1 21.8 1.2 55.5 32.4 2.7 51.0 41.5 0.9 61.3 65.9 1.5 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 55.1 21.8 1.2 55.5 32.4 2.7 51.0 41.5 0.9 61.3 65.9 1.5 Queue Length 50th (ft) 118 91 8 102 256 0 115 18 0 26 54 0 Queue Length 95th (ft) 159 121 0 #152 371 18 162 m44 0 50 106 0 Internal Link Dist(ft) 173 747 315 487 Turn Bay Length (ft) 237 270 290 230 205 135 Base Capacity(vph) 1045 1699 1002 450 1316 727 535 397 522 311 153 338 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.29 0.30 0.34 0.59 0.62 0.14 0.57 0.07 0.21 0.22 0.52 0.20 Intersection Summary # 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. Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 4 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 AM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 20 258 466 317 246 754 97 280 26 102 62 54 Future Volume(vph) 20 258 466 317 246 754 97 280 26 102 62 54 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.96 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1649 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3347 3167 1509 3400 3312 1599 3183 1863 1553 3400 1649 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 22 280 507 345 267 820 105 304 28 111 67 59 RTOR Reduction(vph) 0 0 0 97 0 0 60 0 0 87 0 10 Lane Group Flow(vph) 0 302 507 248 267 820 45 304 28 24 67 69 Heavy Vehicles(%) 0% 5% 14% 7% 3% 9% 1% 10% 2% 4% 3% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 14.5 44.6 64.8 15.9 45.9 51.0 20.2 25.6 25.6 5.1 10.4 Effective Green,g (s) 14.5 44.6 64.8 15.9 45.9 51.0 20.2 25.6 25.6 5.1 10.4 Actuated g/C Ratio 0.12 0.37 0.54 0.13 0.38 0.42 0.17 0.21 0.21 0.04 0.09 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 404 1177 814 450 1266 679 535 397 331 144 142 v/s Ratio Prot c0.09 0.16 0.05 0.08 c0.25 0.00 c0.10 0.02 0.02 c0.04 v/s Ratio Perm 0.11 0.03 0.02 v/c Ratio 0.75 0.43 0.31 0.59 0.65 0.07 0.57 0.07 0.07 0.47 0.49 Uniform Delay, d1 51.0 28.2 15.2 49.0 30.4 20.4 45.9 37.7 37.7 56.1 52.2 Progression Factor 0.87 0.77 0.08 1.00 1.00 1.00 1.00 1.02 1.00 1.00 1.00 Incremental Delay, d2 6.2 1.1 0.1 1.4 2.6 0.0 0.8 0.0 0.0 0.9 1.0 Delay(s) 50.4 22.8 1.3 50.4 33.0 20.4 46.5 38.5 37.7 57.0 53.2 Level of Service D C A D C C D D D E D Approach Delay(s) 23.6 35.8 43.8 53.5 Approach LOS C D D D Intersection Summary HCM 2000 Control Delay 33.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 5 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 AM 4/ Movement SBR Lan4Configurations r Traffic Volume(vph) 82 Future Volume(vph) 82 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1334 Flt Permitted 1.00 Satd. Flow(perm) 1334 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 89 RTOR Reduction(vph) 63 Lane Group Flow(vph) 6 Heavy Vehicles(%) 15% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 10.4 Effective Green,g (s) 10.4 Actuated g/C Ratio 0.09 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 115 v/s Ratio Prot - v/s Ratio Perm 0.00 v/c Ratio 0.05 Uniform Delay, dl 50.3 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 50.3 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 6 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan:TF28 AM Intersection _ Int Delay,s/veh 11.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR _ Lane Configurations 1� + r ) 0 N Traffic Vol,veh/h 142 0 2 13 1 62 11 143 7 36 90 431 36 Future Vol,veh/h 142 0 2 13 1 62 11 143 7 36 90 431 36 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - None - None - None - None ' Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 0 - Grade,% - 0 - 0 - - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 6 0 0 2 0 2 2 21 2 2 2 6 0 Mvmt Flow 154 0 2 14 1 67 12 155 8 39 98 468 39 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 864 949 254 691 964 82 507 0 0 163 163 0 0 Stage 762 762 - 183 183 - - - - - - - - _ Stage 2 102 187 - 508 781 - - - - Critical Hdwy 7.62 6.5 6.9 7.54 6.5 6.94 4.14 6.44 4.14 _ Critical Hdwy Stg 1 6.62 5.5 - 6.54 5.5 - - - - Critical Hdwy Stg 2 6.62 5.5 - 6.54 5.5 - - - - _ Follow-up Hdwy 3.56 4 3.3 3.52 4 3.32 2.22 2.52 2.22 Pot Cap-1 Maneuver 242 262 752 331 257 961 1054 1129 1413 Stage 355 416 - 801 752 - - - - Stage 2 881 749 - 516 408 - - - - Platoon blocked,% Mov Cap-1 Maneuver 204 232 752 301 227 961 1054 1289 1289 _ Mov Cap-2 Maneuver 204 232 - 301 227 - - - - Stage 1 351 372 792 744 Stage 2 809 741 460 365 Approach EB WB NB SB HCM Control Delay, s 62.1 10.6 0.6 1.7 HCM LOS F B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1054 204 752 301 227 961 1289 - HCM Lane V/C Ratio 0.011 0.757 0.003 0.047 0.005 0.07 0.106 HCM Control Delay(s) 8.5 62.8 9.8 17.5 20.9 9 8.1 HCM Lane LOS A F A C C A A HCM 95th%tile Q(veh) 0 5.1 0 0.1 0 0.2 0.4 Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 10 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan:TF28AM Intersection - Int Delay,s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations r r 0 0 Traffic Vol,veh/h 0 0 42 0 0 32 0 376 7 0 551 67 Future Vol,veh/h 0 0 42 0 0 32 0 376 7 0 551 67 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None Storage Length 0 0 Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 49 2 2 6 2 Mvmt Flow 0 0 46 0 0 35 0 409 8 0 599 73 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 336 209 0 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.94 6.94 Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.32 3.32 Pot Cap-1 Maneuver 0 0 660 0 0 797 0 0 Stage 1 0 0 - 0 0 - 0 0 Stage 2 0 0 - 0 0 - 0 0 Platoon blocked,% Mov Cap-1 Maneuver - - 660 - - 797 - - ' Mov Cap-2 Maneuver Stage 1 _ Stage 2 Approach EB WB NB SB _ HCM Control Delay,s 10.9 9.7 0 0 HCM LOS B A Minor Lane/Major Mvmt NBT NBR EBLnlWBLnl SBT SBR _ Capacity(veh/h) 660 797 _ HCM Lane V/C Ratio 0.069 0.044 HCM Control Delay(s) 10.9 9.7 _ HCM Lane LOS B A HCM 95th%tile Q(veh) 0.2 0.1 _ Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 13 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike) Timing Plan:TF28AM Intersection Int Delay,s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tti� tt r Traffic Vol,veh/h 1140 75 0 1136 0 20 Future Vol,veh/h 1140 75 0 1136 0 20 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 1239 82 0 1235 0 22 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 661 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 0 347 _ Stage 1 0 0 - Stage 2 0 0 - - Platoon blocked,% Mov Cap-1 Maneuver - - 347 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB WB NB HCM Control Delay,s 0 0 16.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity(veh/h) 347 _ HCM Lane V/C Ratio 0.063 HCM Control Delay(s) 16.1 _ HCM Lane LOS C HCM 95th%tile Q(veh) 0.2 Holtzman Winchester TIA Synchro 10 Report TF(2028)AM Peak Hour Page 15 Queues 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF28 PM --1. -4- t Lane Group EBL EBT WBT WBR NBL NBT NBR - Lane Group Flow(vph) 497 1313 1496 191 310 311 563 v/c Ratio 1.25 0.52 0.98 0.25 1.04 1.04 0.38 Control Delay 168.1 8.8 40.3 4.6 111.1 110.9 0.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 - Total Delay 168.1 8.8 40.3 4.6 111.1 110.9 0.8 Queue Length 50th (ft) -437 218 413 37 -272 -273 0 Queue Length 95th (ft) #651 264 #744 m40 #463 #464 0 Internal Link Dist(ft) 821 509 396 _ Turn Bay Length (ft) 550 250 Base Capacity(vph) 397 2518 1530 771 298 299 1468 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 1.25 0.52 0.98 0.25 1.04 1.04 0.38 Intersection Summary - 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. Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 1 HCM 6th Signalized Intersection Summary 2: Redbud Road/1-81 NB On Ramp & US 11 (Martinsburg Pike) Timing Plan:TF28 PM --1. 4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR MBuMLsaA1L5BA Lane Configurations tt tt r 4 r Traffic Volume(veh/h) 462 1221 0 0 1391 178 577 1 524 0r 0 'W0 Future Volume(veh/h) 462 1221 0 0 1391 178 577 1 524 0 0 0 Initial Q (Qb),veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus,Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow,veh/h/In 1767 1870 0 0 1856 1870 1856 1900 1752 Adj Flow Rate,veh/h 497 1313 0 0 1496 191 621 0 0 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 - Percent Heavy Veh, % 9 2 0 0 3 2 3 0 10 Cap,veh/h 410 2529 0 0 1535 690 633 0 Arrive On Green 0.20 0.71 0.00 0.00 0.44 0.44 0.18 0.00 0.00 Sat Flow,veh/h 1682 3647 0 0 3618 1585 3534 0 1485 Grp Volume(v),veh/h 497 1313 0 0 1496 191 621 0 0 Grp Sat Flow(s),veh/h/In 1682 1777 0 0 1763 1585 1767 0 1485 Q Serve(g_s), s 24.6 20.3 0.0 0.0 50.0 9.3 21.0 0.0 0.0 Cycle Q Clear(g_c),s 24.6 20.3 0.0 0.0 50.0 9.3 21.0 0.0 0.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c),veh/h 410 2529 0 0 1535 690 633 0 V/C Ratio(X) 1.21 0.52 0.00 0.00 0.97 0.28 0.98 0.00 Avail Cap(c_a),veh/h 410 2529 0 0 1539 692 633 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 0.00 Uniform Delay(d),s/veh 45.7 7.9 0.0 0.0 33.2 21.8 49.0 0.0 0.0 Incr Delay(d2),s/veh 116.5 0.8 0.0 0.0 17.7 1.0 30.8 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/In 36.8 11.1 0.0 0.0 31.9 6.4 17.4 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 162.2 8.7 0.0 0.0 51.0 22.8 79.8 0.0 0.0 _ LnGrp LOS F A A A D C E A Approach Vol,veh/h 1810 1687 621 A _ Approach Delay,s/veh 50.8 47.8 79.8 Approach LOS D D E Timer-Assigned Phs 2 5 6 8 Phs Duration(G+Y+Rc), s 94.0 33.2 60.8 26.0 Change Period (Y+Rc), s 8.6 8.6 8.6 4.5 Max Green Setting (Gmax), s '85 `24 '52 21.5 Max Q Clear Time(g_c+I1), s 22.3 26.6 52.0 23.0 Green Ext Time(p-c), s 3.7 0.0 0.3 0.0 _ Intersection Summary - HCM 6th Ctrl Delay 54.0 _ HCM 6th LOS D Notes User approved volume balancing among the lanes for turning movement. HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for[NBR]is excluded from calculations of the approach delay and intersection delay. Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 3 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 PM --1. .4--- t i Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Group Flow(vph) 566 955 188 243 585 152 673 80 190 239 142 134 v/c Ratio 0.81 0.81 0.17 0.93 0.81 0.27 0.71 0.18 0.33 0.68 0.86 0.40 Control Delay 49.3 35.8 0.6 95.8 54.3 4.1 45.6 41.6 3.9 61.7 74.6 3.6 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 49.3 35.8 0.6 95.8 54.3 4.1 45.6 41.6 3.9 61.7 74.6 3.6 Queue Length 50th (ft) 219 355 3 --106 231 3 242 48 0 93 70 0 Queue Length 95th (ft) 266 366 5 #191 278 28 m#426 m106 m27 132 #183 0 Internal Link Dist(ft) 173 808 317 = 487 Turn Bay Length (ft) 237 270 290 230 205 135 Base Capacity(vph) 1094 1899 1078 261 997 677 942 452 570 360 IL 180 346 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 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0 Reduced A Ratio 0.52 0.50 0.17 0.93 0.59 0.22 0.71 0.18 0.33 0.66 0.79 0.39 Intersection Summary _ 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. Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 4 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 PM t Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations M tt r ft r + r Traffic Volume(vph) 27 494 879 173 224 538 140 619 74 175 220 49 Future Volume(vph) 27 494 879 173 224 538 140 619 74 175 220 49 Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 1.00 0.97 1.00 1.00 0.97 0.95 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.91 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(prot) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1613 Flt Permitted 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow(perm) 3502 3539 1524 3433 3438 1599 3400 1827 1568 3467 1613 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow(vph) 29 537 955 188 243 585 152 673 80 190 239 53 RTOR Reduction(vph) 0 0 0 73 0 0 96 0 0 143 0 51 Lane Group Flow(vph) 0 566 955 115 243 585 56 673 80 47 239 91 Heavy Vehicles(%) 0% 0% 2% 6% 2% 5% 1% 3% 4% 3% 1% 2% Turn Type Prot Prot NA pm+ov Prot NA pm+ov Prot NA Perm Prot NA Protected Phases 5 5 2 7 1 6 3 7 4 3 8 Permitted Phases 2 6 4 Actuated Green,G(s) 23.9 40.1 73.4 9.2 25.3 37.5 33.3 29.7 29.7 12.2 8.5 Effective Green,g (s) 23.9 40.1 73.4 9.2 25.3 37.5 33.3 29.7 29.7 12.2 8.5 Actuated g/C Ratio 0.20 0.33 0.61 0.08 0.21 0.31 0.28 0.25 0.25 0.10 0.07 Clearance Time(s) 7.5 6.6 9.0 7.0 6.2 9.0 9.0 6.2 6.2 9.0 6.3 Vehicle Extension (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lane Grp Cap(vph) 697 1182 932 263 724 499 943 452 388 352 114 v/s Ratio Prot 0.16 c0.27 0.03 0.07 c0.17 0.01 c0.20 0.04 0.07 c0.06 v/s Ratio Perm 0.04 0.02 0.03 v/c Ratio 0.81 0.81 0.12 0.92 0.81 0.11 0.71 0.18 0.12 0.68 0.80 Uniform Delay, d1 45.9 36.4 9.8 55.1 45.0 29.4 39.1 35.5 35.0 52.0 54.9 Progression Factor 0.88 0.85 0.32 1.00 1.00 1.00 1.00 1.01 1.09 1.00 1.00 Incremental Delay, d2 6.2 5.5 0.0 35.1 9.4 0.0 2.2 0.1 0.1 4.1 29.2 Delay(s) 46.8 36.5 3.2 90.2 54.5 29.4 41.2 36.1 38.3 56.1 84.1 Level of Service D D A F D C D D D E F Approach Delay(s) 36.2 59.4 40.2 62.8 Approach LOS D E D E Intersection Summary 19 HCM 2000 Control Delay 45.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 120.0 Sum of lost time(s) 29.0 Intersection Capacity Utilization 77.7% ICU Level of Service D Analysis Period(min) 15 c Critical Lane Group Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 5 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike) Timing Plan:TF28 PM 4/ Movement SBR Lan4Configurations r Traffic Volume(vph) 205 Future Volume(vph) 205 Ideal Flow(vphpl) 1900 Total Lost time(s) 6.3 Lane Util. Factor 0.95 Frt 0.85 Flt Protected 1.00 Satd. Flow(prot) 1519 Flt Permitted 1.00 Satd. Flow(perm) 1519 Peak-hour factor, PHF 0.92 Adj. Flow(vph) 223 RTOR Reduction(vph) 125 Lane Group Flow(vph) 9 Heavy Vehicles(%) 1% Turn Type Perm Protected Phases Permitted Phases 8 Actuated Green,G (s) 8.5 Effective Green,g (s) 8.5 Actuated g/C Ratio 0.07 Clearance Time(s) 6.3 Vehicle Extension (s) 1.0 Lane Grp Cap(vph) 107 v/s Ratio Prot v/s Ratio Perm 0.01 v/c Ratio 0.09 Uniform Delay, dl 52.1 Progression Factor 1.00 Incremental Delay, d2 0.1 Delay(s) 52.3 Level of Service D Approach Delay(s) Approach LOS Intersection Summary Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 6 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan:TF28 PM Intersection _ Int Delay,s/veh 89.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR _ Lane Configurations 1: + r ) 0 N Traffic Vol,veh/h 310 0 6 13 0 56 19 427 7 44 103 183 64 Future Vol,veh/h 310 0 6 13 0 56 19 427 7 44 103 183 64 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free Free RT Channelized - None - None - None - None _ Storage Length 0 0 0 235 240 Veh in Median Storage,# - 0 - 0 - - 0 0 Grade,% - 0 - 0 - - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 92 _ Heavy Vehicles,% 3 0 0 2 0 4 2 3 16 2 2 4 0 Mvmt Flow 337 0 7 14 0 61 21 464 8 48 112 199 70 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 828 1068 135 930 1099 236 269 0 0 472 472 0 0 Stage 554 554 - 510 510 - - - - - - - - Stage 2 274 514 - 420 589 - - - - Critical Hdwy 7.56 6.5 6.9 7.54 6.5 6.98 4.14 6.44 4.14 _ Critical Hdwy Stg 1 6.56 5.5 - 6.54 5.5 - - - - Critical Hdwy Stg 2 6.56 5.5 - 6.54 5.5 - - _ _ - - _ Follow-up Hdwy 3.53 4 3.3 3.52 4 3.34 2.22 2.52 2.22 Pot Cap-1 Maneuver -262 223 895 222 214 759 1292 721 1086 Stage 482 517 - 514 541 - - - - Stage 2 706 539 - 581 499 - Platoon blocked,% Mov Cap-1 Maneuver -206 181 895 188 174 759 1292 915 915 Mov Cap-2 Maneuver -206 181 - 188 174 - - - - Stage 1 474 427 506 532 Stage 2 639 530 476 412 Approach EB WB NB SB HCM Control Delay, s$341.7 13.1 0.3 3.6 HCM LOS F B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLnlWBLn2WBLn3 SBL SBT SBR Capacity(veh/h) 1292 206 895 188 759 915 _ HCM Lane V/C Ratio 0.016 1.636 0.007 0.075 0.08 0.175 HCM Control Delay(s) 7.8 -$348.1 9.1 25.7 0 10.2 9.8 _ HCM Lane LOS A F A D A B A HCM 95th%tile Q(veh) 0 22.1 0 0.2 - 0.3 0.6 ' Notes -:Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined `:All major volume in platoon Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 10 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan:TF28 PM Intersection _ Int Delay,s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR _ Lane Configurations r r t t Traffic Vol,veh/h 0 0 54 0 0 38 0 830 6 0 340 106 Future Vol,veh/h 0 0 54 0 0 38 0 830 6 0 340 106 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized None None None None Storage Length 0 0 Veh in Median Storage,# 0 - 0 - 0 0 Grade,% 0 - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 2 3 2 2 4 2 Mvmt Flow 0 0 59 0 0 41 0 902 7 0 370 115 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 243 455 0 0 0 Stage 1 - - - - - Stage 2 - - Critical Hdwy 6.94 6.94 Critical Hdwy Stg 1 - - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.32 3.32 Pot Cap-1 Maneuver 0 0 758 0 0 552 0 0 Stage 1 0 0 - 0 0 - 0 0 Stage 2 0 0 - 0 0 - 0 0 _ Platoon blocked,% Mov Cap-1 Maneuver - - 758 - - 552 - - _ Mov Cap-2 Maneuver Stage 1 _ Stage 2 Approach EB WB NB SB _ HCM Control Delay, s 10.1 12 0 0 HCM LOS B B Minor Lane/Major Mvmt NBT NBR EBLnlWBLnl SBT SBR Capacity(veh/h) 758 552 HCM Lane V/C Ratio 0.077 0.075 HCM Control Delay(s) 10.1 12 HCM Lane LOS B B HCM 95th%tile Q(veh) 0.3 0.2 Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 13 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike) Timing Plan:TF28 PM Intersection Int Delay,s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations tti� tt r Traffic Vol,veh/h 1588 157 0 1389 0 75 Future Vol,veh/h 1588 157 0 1389 0 75 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 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 1726 171 0 1510 0 82 Major/Minor Majorl Major2 Minorl Conflicting Flow All 0 0 949 Stage 1 - - - Stage 2 - Critical Hdwy 7.14 Critical Hdwy Stg 1 - Critical Hdwy Stg 2 - Follow-up Hdwy 3.92 Pot Cap-1 Maneuver 0 0 224 Stage 1 0 0 - Stage 2 0 0 - Platoon blocked,% Mov Cap-1 Maneuver - - 224 Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB WB NB HCM Control Delay,s 0 0 30 - HCM LOS D Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity(veh/h) 224 HCM Lane V/C Ratio 0.364 HCM Control Delay(s) 30 HCM Lane LOS D HCM 95th%tile Q(veh) 1.6 Holtzman Winchester TIA Synchro 10 Report TF(2028) PM Peak Hour Page 15 Holtzman Winchester Technical Appendix N. 2028 Future Conditions with Development (Proffer) — HCS Weaving Assessment Worksheets 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com FREEWAY WEAVING WORKSHEET Page 1 of 1 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Freeway/Dir of Travel Snowden Bridge Blvd SB gency/Company GS Weaving Segment Location Right-Out to Ezra Lane Date Performed 9/20/2021 Analysis Year 2028 Analysis Time Period AM Peak Hour Project Description Holtzman Winchester Inputs eaving configuration One-Sided C-D Roadway eaving number of lanes, N 2 Segment type Multilane Highway Weaving segment length,LS 300ft Freeway minimum speed,SHIN 1 Freeway free-flow speed, FFS 35 mph Freeway maximum capacity,CIFL 175 Terrain type Leve Conversions to c/h Under Base Conditions V(veh/h) PHF Truck(%) RV(%) E T E R fHv fP v(pc/h) FF 431 0.92 6 0 1.5 1.2 0.971 1.00 483 RF 6 0.92 2 0 1.5 1.2 0.990 1.00 7 FR 1 90 0.92 2 0 1.5 1.2 0.990 1.00 99 RR 36 0.92 2 0 1.5 1.2 0.990 1.00 40 NW 523 V= 629 W 106 R 0.169 Configuration Characteristics Minimum maneuver lanes, NWS 2 Ic Minimum weaving lane changes, LCMIN 0 Ic/h Interchange density, ID 0.0 int/mi Weaving lane changes, LCW 0 Ic/h Minimum RF lane changes, LCRF 0 Ic/pc Non-weaving lane changes, LCNW 0 Ic/h Minimum FR lane changes, LCFR 0 Ic/pc Total lane changes, LCALL 0 Ic/h Minimum RR lane changes, LCRR Ic/pc Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate,v 612 veh/h Weaving intensity factor,W 0.000 Weaving segment capacity,cW 2816 veh/h Weaving segment speed,S 33.7 mph Weaving segment v/c ratio 0.217 Average weaving speed,SW 35.0 mph Weaving segment density, D 9.3 pc/mi/In Average non-weaving speed,SNW 33.5 mph Level of Service, LOS A Maximum weaving length, LMAX 4217 ft Notes Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of hapter 13,"Freeway Merge and Diverge Segments". For volumes that exceed the weaving segment capacity,the level of service is 7". Copyright©2014 University of Florida,All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 8:02 PM file:///C:/Users/sanant/AppData/Local/Temp/s2k73BD.tmp 11/18/2021 FREEWAY WEAVING WORKSHEET Page 1 of 1 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Freeway/Dir of Travel Snowden Bridge Blvd SB gency/Company GS Weaving Segment Location Right-Out to Ezra Lane Date Performed 9/20/2021 Analysis Year 2028 Analysis Time Period PM Peak Hour Project Description Holtzman Winchester Inputs eaving configuration Two-Sided C-D Roadway eaving number of lanes, N 2 Segment type Multilane Highway Weaving segment length,LS 300ft Freeway minimum speed,SHIN 1 Freeway free-flow speed, FFS 35 mph Freeway maximum capacity,CIFL 175 Terrain type Leve Conversions to c/h Under Base Conditions V(veh/h) PHF Truck(%) RV(%) E T E R fHv fP v(pc/h) FF 183 0.92 4 0 1.5 1.2 0.980 1.00 203 RF 10 0.92 2 0 1.5 1.2 0.990 1.00 11 FR 1 103 0.92 2 0 1.5 1.2 0.990 1.00 113 RR 44 0.92 2 0 1.5 1.2 0.990 1.00 48 NW 327 V= 375 W 48 R 0.128 Configuration Characteristics Minimum maneuver lanes, NWS 0 Ic Minimum weaving lane changes, LCMIN 48 Ic/h Interchange density, ID 0.0 int/mi Weaving lane changes, LCW 48 Ic/h Minimum RF lane changes, LCRF 0 Ic/pc Non-weaving lane changes, LCNW 0 Ic/h Minimum FR lane changes, LCFR 0 Ic/pc Total lane changes, LCALL 48 Ic/h Minimum RR lane changes, LCRR 1 Ic/pc Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate,v 370 veh/h Weaving intensity factor,W 0.053 Weaving segment capacity,cW 2435 veh/h Weaving segment speed,S 33.8 mph Weaving segment v/c ratio 0.152 Average weaving speed,SW 34.0 mph Weaving segment density, D 5.5 pc/mi/In Average non-weaving speed,SNW 33.8 mph Level of Service, LOS A Maximum weaving length, LMAX 6945 ft Notes Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of hapter 13,"Freeway Merge and Diverge Segments". For volumes that exceed the weaving segment capacity,the level of service is 7". Copyright©2014 University of Florida,All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 8:03 PM file:///C:/Users/sanant/AppData/Local/Temp/s2k2FA l.tmp 11/18/2021 G Rezoning Comments Virginia Department of Transportation Mail to: Hand deliver to: Virginia Department of Transportation Virginia Department of Transportation Attn: Resident Engineer Attn: Resident Engineer 14031 Old Valley Pike 2275 Northwestern Pike Edinburg, Virginia 22824 Winchester, Virginia 22603 (540) 984-5600 Applicant: Please fill out the information as accurately as possible in order to assist the Virginia Department of Transportation with their review. Attach three copies of your application form, location map, proffer statement, impact analysis, and any other pertinent information. Applicant's Name: Holtzman Properties, LLC Telephone: (540) 665-0050 Mailing Address: C/o Thomas Moore Lawson, Esquire .P-O. 13ax 2740 ,Winchester, VA 22604 Location of property: 1818 Martinsburg Pike 234 Snowden Bride Boulevard 1800 Martinsburiz Pike Current zoning: 132/133 Zoning requested: 132/133 Acreage: 12.09 Virginia Department of Transportation Comments: VDOT Signature& Date: _ Notice to VDOT-Please Return Form to Applicant 4\0 EDINBURG RESIDENCY LAND USE MEMORANDUM Virginia Department of Transportation DATE: February 10, 2022 TO: John Bishop, AICP, Frederick County Assistant Director of Planning and Development, Transportation FROM: Bradley S. Riggleman, P.E.,Area Land Use Engineer RE: Rezoning Comments—Snowden Bridge Station (Omps/Holtzman) Mr. Bishop, This memorandum is in response to a request by Frederick County for VDOT to provide written comments on the proposed Snowden Bridge Station(Omps/Holtzman)rezoning/proffer amendment. The following comments are based on the information that we have received thus far on the subject application. To date, neither the Applicant, nor the Applicant's Engineer have provided a satisfactorily complete TIA that fully evaluates the impacts of the project's projected increase in traffic volume and the change to the proposed entrance configuration. There have been two submissions of a Traffic Impact Analysis (TIA) for this project, the first on October 15, and second on November 19. Despite a first submission comment requiring a Signal Justification Report (SJR) to accompany the TIA, an SJR was not received by the Residency until December 27. The Dec. 27 SJR submission did not include a revised TIA that acknowledged the recommendations of the SJR nor address previous comments. Because of this, there is conflicting information between the most recent revision of the TIA (Nov. 19)and the Signal Justification Report. This is creating a situation where it is very difficult to conclude what the true impacts are, and if the proposed mitigation is adequate to address operational concerns. Until such a time that a TIA has been deemed complete and acceptable, it is not possible to fully assess the potential impacts of this development. It is VDOT's recommendation that the proposed proffer amendment not proceed until the TIA is complete,and the full extents of impacts are known. Please feel free to contact me at 540-534-3223 if you have any questions or concerns. Sincerely, Bradley S. Riggleman, P.E. VDOT Area Land Use Engineer—Edinburg Residency Cc: Wyatt Pearson,AICP, Frederick County Director of Planning and Development Pam Deeter From: J Sent: Tuesday, May 10, 2022 9:15 AM To: Subject: FW: '[External]'FW: '[External]'Snowden Bridge Station Attachments: Amended Proffer Statement 4.28.22.docx; Exhibit 1 to Amended Proffers.pdf From:Timothy Rhodes< > Sent: Monday, May 9, 2022 2:22 PM To:John Bishop Cc: rhonda.funkhouserMatthew Smith < V> Subject: '[External]'FW: '[External]'Snowden Bridge Station John, We reviewed the amended proffer language internally and had District Planning look at also. We were all a little concerned with the language provided with proffer 1 f and how it may impact a project application. Here are the concerns as sent from Planning: 1. We had previously agreed as a group that any proffer related to the 1-81 ramp should be removed and to shift the focus toward treatments on Snowden Bridge Blvd. 2. The free flow right would be considered during the PE phase of the ramp realignment project and would have a negligible impact on the project cost since we're already scoped to build a channelized right turn with dedicated receiving lane as part of the ramp realignment project. The decision is really just whether to put, up a yield sign or to use a signal for that lane. As such, it could be argued that the "value of the free flow northbound right turn lane" is already covered by the project with no cost to the developer needing to be recovered by the proffer. Note that the DDI will definitely make use of a N13 free flow right from the ramp should it be funded in this current round of Smart Scale. 3. The proffer still calls out a specific project element, which would nullify the free flow right element of the DDI application from consideration in the scoring and the project cost, Smart Scale treats proffered elements as being completely excluded from the project scope in the application. In order to make use of a proffer in a Smart Scale app, we need to have a cash proffer for a generalized improvement (their language is OK in this respect, "future road improvements to the 1-81/Route 11 interchange."). If this proffer is to remain, we need to have them remove any mention of the free flow right from the proffer language. Please let me know if you have any questions. Thanks, —Land Development Engineer Clarke, Frederick, Shenandoah&Warren Counties 14031 Old Valley Pike Edinburg, VA. 22824 (540)-534-3206 From:John Bishop< Seat:Tuesday, May 3,2022 10:15 AM To: Rhodes,Timothy(VDOT)< Subject: FW: '[External]'Snowden Bridge Station From:Thomas Moore Lawson, Esq. <<I. Sent:Thursday,April 28,2022 1:20 PM To:Wyatt Pearson <.-.,_, John Bishop< ; Rod Williams< Subject: '[External]'Snowden Bridge Station Gentlemen, Attached please find a revised Amended Proffer Statement for Snowden Bridge Station which I believe addresses your previous comments. With regard to the GDP, we have added the Tax Map Number for the Holtzman site per Rod's comment. The intent of this Amended Proffer Statement and GDP are to amend the terms of the existing Proffer Statement in relation to the Holtzman site, and our revisions are limited to that property only so the original GPD remained unamended. Let me know if you have any further comments, or if I may circulate this for signature by the owners and applicant. Thanks, Ty Thomas Moore Lawson, Esquire Thomas Moore Lawson, P.C. Of Counsel-Williams Mullen P.O. Box 2740 Winchester, VA 22604 Ph: 540-665-0050 Fax: 540-722-4051 Email: tlawson(-Isplc.com The information contained in this message is information intended only for the use of individual or entity named above, and may be attorney/client privileged and confidential. If the reader of this message is not the intended recipient, you are hereby notified that any dissemination, distribution or copying of this communication is strictly prohibited. If you have received this communication in error, please immediately notify us by telephone and return the original message to us at the above address. 2 Rezoning Comments Frederick County Attorney Mail to: Hand deliver to: Frederick County Attorney Frederick County Attorney Co. Administration Bldg., Yd Floor Co. Administration Bldg., 3`d Floor 107 North Kent Street 107 North Kent Street Winchester, Virginia 22601 Winchester, Virginia (540) 665-6383 Applicant: Please fill out the information as accurately as possible in order to assist the County Attorney's office with their review. Attach a copy of your application form, location map, proffer statement, impact analysis,and any other pertinent information. Applicant's Name: Holtzman Properties, LLC Telephone: (540) 665-0050 Mailing Address: c/o Thomas Moore Lawson, P.C. P.O. Box 2740 Winchester, VA 22604 Location of property: 1818 Martinsburg Pike 234 Snowden Bridge Boulevard 1.800 Martinsburg Pike Current zoning: B2/B3 Zoning requested: 132/B3 Acreage: 12.09 County Attorney's Comments: Assistant County Attorney's Signature&Date:. Notice to County Attorney- Please Return This Form to the Applicant 1GX COQ w COUNTY of FREDERICK Roderick B. Williams County Attorney 5401722-8383 Fax 5401667-0370 E-mail: rwil1ia@co.fredefick.va.us November 1, 2021 VIA E-MAIL AND REGULAR MAIL Thomas Moore Lawson,Esq. Thomas Moore Lawson,P.C. 120 Exeter Drive P.O. Box 2740 Winchester, VA 22604 Re: Rezoning Application—Snowden Bridge Station Amendment—to Proffer Statement originally dated March 22,2016, bearing final revision date of May 17, 2016, and recorded August 3,2016,for Rezoning 104-16 Dear Ty: You have submitted to Frederick County for review the above-referenced amendment to proffer statement(the"Amended Proffer Statement")for the proposed proffer condition amendment rezoning of Tax Parcel Numbers 43-A-150,43-A-151, and 43-A-151B (the "Property"), in the Stonewall Magisterial District. I have now reviewed the Amended Proffer Statement and it is my opinion that the Amended Proffer Statement would only be in a form to meet the requirements of the Frederick County Zoning Ordinance and the Code of Virginia,and would only be legally sufficient as a proffer statement, subject to the following comments: Parcels—As an initial matter, I note that,while the Amended Proffer Statement indicates that it includes Tax Parcel Number 43-A-151, Rezoning#04-16 and its approved proffer statement included Tax Parcel Numbers 43-A-150,43-A-151A, and 43-A-15113. In fact, Tax Parcel Numbers 43-A-150,43-A-151A, and 43-A-15113 appear to be the parcels that the Amended Proffer Statement intends to implicate and,therefore,it appears that the Amended Proffer Statement may need to include Tax Parcel Number 43-A-1 51A. If you do intend to include Tax Parcel Number 43-A-151, it was previously subject to a different rezoning,#12-16,and its approved proffer statement.The Amended Proffer Statement would then need to reference that proffer statement as well and any amendments to the same. 107 North Kent Street • Winchester, Virginia 22601 Thomas Moore Lawson,Esq. November 1,2021 Page 2 • Acreage—The Amended Proffer Statement indicates that the acreage is 1.68 acres,but any combination of whatever three(or more)parcels is involved would be much more than 1.68 acres. This item would require correction. • Recordation Format—Because proffer statements are subject to recordation in the land records,the name of the owner,K&J Investments, L.C.,would need to appear in bold underlined capital letters in the heading. • Proffer 1a/lb—The proposed Proffer 1a language appears to be a revision of the existing Proffer lb language,to replace existing Proffer 1 a and then to delete the existing Proffer lb. This seems to be an unnecessary shuffling of the proffers as, in effect, existing Proffer is would be deleted and existing Proffer lb would be replaced by the indicated language. Also,the language refers to an attached drawing, but your letter of October 12,to Ms. Perkins and Mr. Bishop, failed to include such a drawing. The Amended Proffer Statement would not be in complete form without the drawing. I have not reviewed the substance of the proffers as to whether the proffers are suitable and appropriate for this specific development, as my understanding is that review will be done by staff and the Planning Commission. Sincerely, r m"M Roderick B. Williams County Attorney CQ" Candice Perkins, Assistant Director,Planning&Development(via email) John Bishop,Assistant Director Transportation, Planning& Development(via email) To be completed by Planning Staf. Fee Amount Paid $ Zoning Amendment Number Anticipated PC Hearing Date Date Received Anticipated BOS Hearing Date REZONING APPLICATION FREDERICK COUNTY,VA DEPARTMENT OF PLANNING & DEVELOPMENT 1. Property Owner(s) (please attach additional page(s) if more than two owners): Name: K&J Investments. L.C. Specific Contact Person if Other than Above: Michael Omps _ Address: 1800 Martinsburg Pike, Winchester, VA 22603 Telephone: Email: Name: North Stephenson, Inc. Specific Contact Person if Other than Above: Michael Omps _ Address: 234 Ezra Lane, Winchester, VA 22603 Telephone: Email: 2. Other Applicant Party (such as a contract purchaser) (please attach additional page(s) if necessary): Name: Holtzman Properties, LLC Specific Contact Person if Other than Above: Dexter Mnmaw Address: 5534 S. Main Street, Mt. Jackson, VA 22842 Telephone: (540) 477-2686 Email. hdm cantAa ntlook_com 3. Law firm, engineering firm,or other person, if any, serving as the primary contact person for this application: Firm Name: Thomas Moore Lawson, P.C. Specific Contact Person at Firm: Thomas Mggre Lawson, quire Address: P.O. Box 2740, Winchester, VA 22604 Telephone: (540) 665-0050 Email: tiawson(@Isplc.com Please note that, if a law firm, engineering firm,or other person, other than the owner of the property, will be acting on behalf of the owner and;'or executing papers on behalf of the owner in connection with the rezoning, the owner will need to execute a power of attorney form granting the firm or person such authority. 4. Project Name (if any): Snowden Bridge Station 5. Property Information: a. Property Identification Number(s): 43C-3-2 3 4 &4A• 43-A-150. 43-A-151A• 43-A-151B b. Total acreage of the parcel(s): 13.969 c. Total acreage of parcel(s) to be rezoned (if other than whole parcel(s) is being rezoned): d. Current zoning designation(s) and acreage(s) in each designation: B2 (11.340 acres)/B3 (2.629 acres) e. Proposed zoning designation(s)and acreage(s) in each designation: B2 (11.340 acres)/B3 (2.629 acres) f. Magisterial District(s): Stonewall g. Location -the property is located at (give street address(es) if assigned or otherwise exact location based on nearest road and distance from nearest intersection, using road names and route numbers): 1818 Martinsburg Pike, 234 Snowden Bridge Boulevard, 1800 Martinsburg Pike: 1784 Martinsburg Pike, 1774 Martinsburg Pike h. Adjoining Properties: Parcel ID Number Use Zonin see attached Please attach additional page(s) if necessary. Property identification numbers, magisterial districts, and deed book and page numbers' instrument numbers may be obtained from the Office of the Commissioner of the Revenue, Real Estate Division, 107 North Kent Street, Winchester, VA 22601. 6. Disclosure of real parties in interest. Virginia Code § 15.2-2289 provides that localities may by ordinance require any applicant for a zoning amendment to make complete disclosure of the equitable ownership of the real estate to be affected including, in the case of corporate ownership, the name of stockholders, officers, and directors, and in any case the names and addresses of all real parties of interest. Frederick County has, by County Code § 165-101.09, adopted such an ordinance. For each business entity that is an owner or contract purchaser of the property, please list the name and address of each person owning an interest in,or who is an officer or director of, any entity that is an owner or contract purchaser of the property (you need not indicate the amount or extent of the ownership interest). Please note that this requirement does not apply to a corporation whose stock is traded on a national or local stock exchange and having more than 500 shareholders. see attached Please attach additional page(s) if necessary. 7. Checklist. Please check that the following items have been included with this application: ❑ Location Map ❑ Plat Depicting Metes/Bounds of Proposed Zoning ❑ Impact Analysis Statement El Proffer Statement(if any) ® Agency Comments Q Fee ® Copies of Deed(s) to Property(ies) Q Tax Payment Verification x❑ Digital copies (pdf's)of all submitted items ADJOINING PROPERTY OWNERS Owners of property adjoining the land will be notified of the Planning Commission and the Board of Supervisors meetings. For the purpose of this application, adjoining property is any property abutting the requested property on the side or rear or any property directly across a public right-of-way, a private right-of-way, or a watercourse from the requested property. The applicant is required to obtain the following information on each adjoining property including the parcel identification number which may be obtained from the office of the Commissioner of Revenue. The Commissioner of the Revenue is located on the 2nd floor of the Frederick County Administrative Building, 107 North Kent Street. Name and Property Identification Number Address Name K&J Investments, L.C. 234 Ezra Lane Property# 43-A-151; 43-A-151C;43-A-149 Winchester, VA 22603 Name Frederick County Sanitation Authority P.O. Box 1877 Property# 43-A-151 D Winchester, VA 22604 Name North Stephenson Inc. 234 Ezra Lane Property# 43C-3-5 Winchester, VA 22603 Name Schulz Grove City LLC c.--'O Martin F. Poer& CO SPS RE P.O. Box 52427 Property# 43-A-100-0 Atlanta, GA 30355 Name Levine Investments Limited Partnership cio Nerangis Enterprise 177 Kernstown Commons Boulevard Property# 43-A-100-L Winchester, VA 22602 c.:o Chicklila Inc. Name 6411 East Northwest LLC Attn: Property Tax Department 5200 Buffington Road Property#43-A-100-K Atlanta,GA 30349 Name Zen Holdings LLC 80 Retail Commons Parkway Suite B5 Property# 43-A-100-J Martinsburg, WV 25403 Name Property# Name Property# 5.h. Adjoining Properties: Parcel ID Number Use Zoning 43C-3-5 Residential Mi 43-A-149 Vacant B2 43-A-151 Vacant/Rail and M1 43-A-151 C Vacant Ml/B2 43-A-151 D Pump Station Mi 43-A-100-0 Restaurant B2 43-A-100-L Restaurant B2 43-A-100-K Restaurant B2 43-A-100-J Restaurant/Commercial B2 6. Disclosures of real parties in interest. K& J Investments, L.C. Jessie 0. Gulick, Managing Member 234 Ezra Lane Winchester, VA 22603 Michael Omps, Managing Member 234 Ezra Lane Winchester, VA 22603 North Stephenson, Inc. John E. Omps, President Box 1235 Berryville, VA 22611 Michael V. Omps, Vice President 1784 Martinsburg Pike Winchester, VA 22603 Jessie 0. Gulick, Secretary) Freasurer 262 Tyler Drive Clear Brook, VA 22624 Holtzman Properties, LLC William B. Holtzman 5534 N. Main Street Mt. Jackson, VA 22842 7. Signature(s): 1 (we),the undersigned, do hereby respectfully make application and petition the Frederick County Board of Supervisors to amend the zoning ordinance to change the zoning map of Frederick County, Virginia. I (we)authorize Frederick County officials to enter the property for site inspection purposes, I (we) understand that the sign issued when this application is submitted must be placed at the front property line at least seven days prior to the Planning Commission public hearing and the Board of Supervisors public hearing and maintained so as to be visible from the road right-of-wav until the hearing. I (we)hereby certify that this application and its accompanying materials are true and accurate to the best of my (our) knowledge. Owner: Date �ZL If si ng on behalf of an entity, please state name of entity and your title: Jessie O. Gulick, Managing Member of K&J Investments, L.C. Owner: Date If signing on behalfof an entity, please state name of entity and your title: Michael Omps, Managing Member of K & J Investments, L.C. Other Applicant Party(if any): Date I1'signing on behalf of an entity, please state name of entity and your title: Dexter Mumaw, Operating Agent of I loltzi-nan Properties. LLC lfadditional signature lines are necessary. such as if more than two persons are owners, please use additional copies of this page. 7. Signature(s): I (we),the undersigned, do hereby respectfully make application and petition the Frederick County Board of Supervisors to amend the zoning ordinance to change the zoning map of Frederick County, Virginia. I (we)authorize Frederick County officials to enter the property for site inspection purposes. I (we)understand that the sign issued when this application is submitted must be placed at the front property line at least seven days prior to the Planning Commission public hearing and the Board of Supervisors public hearing and maintained so as to be visible from the road right-of-way until the hearing. I (we) hereby certify that this application and its accompanying materials are true and accurate to the best of my (our)knowledge. Owner: Date If signing on behalf of an entity, please state name of entity and your title: Jessie O. Gulick, Managing Member of K &J Investments, L.C. Owner: Date If signing on behalf of an entity, please state name of entity and your title: Michael Omps, Managing Member of K & J Investments, L.C. Other Applicant Party (if any):qvnwnnnmate Q�a73�G1?o� If signing on behalf of an entity, please state name of entity and your title: Dexter Mumaw, Operating Agent of Holtzman Properties, LLC If additional signature lines are necessary, such as if more than two persons are owners, please use additional copies of this page. 7. Signature(s): I (we). the undersigned, do hereby respectfully make application and petition the Frederick County Board of Supervisors to amend the zoning ordinance to change the zoning map o1' Frederick County, Virginia. I (we)authorize Frederick County officials to enter the property for site inspection purposes. 1 (we) understand that the sign issued when this application is submitted must be placed at the front property Iine at least seven days prior to the Planning Commission public hearing;and the Board of Supervisors public hearing and maintained so as to be visible from the road right-of-way until the hearing. 1 (we) hereby certify that this application and its accompanying materials are true and accurate to the best of my (our) knowledge. Owner: F Date �� ,�Z 2- If sign' g on behalf of an entity, please state name of entity and your title: of North Stephenson, Inc. Owner: Date 11'signing on behalf of an entity, please state name of entity and your title: Other Applicant Party(if any): Date 11'signing on behalf of an entity, please state name of entity and your title: If additional signature lines are necessary. such as if more than txko persons are owners. please use additional copies of this page. Z Page 15