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HomeMy WebLinkAboutPC 03-16-22 Meeting Agenda1.Call to Order 2.Adoption of Agenda – Pursuant to established procedures, the Planning Commission should adopt the Agenda for the meeting. 3.Meeting Minutes 3.A.February 16, 2022 Meeting Minutes 4.Committee Reports 5.Citizen Comments 6.Public Hearings 6.A.Rezoning #01-22 for Snowden Bridge Station - (Mr. Bishop) Submitted by Thomas Moore Lawson, P.C., to amend the proffers associated with Rezoning #04-16. 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. 7.Other 7.A.Current Planning Applications 8.Adjourn AGENDA PLANNING COMMISSION WEDNESDAY, MARCH 16, 2022 7:00 PM THE BOARD ROOM FREDERICK COUNTY ADMINISTRATION BUILDING WINCHESTER, VIRGINIA PC03-16-22MinutesFebruary16.pdf PC03-16-22REZ01-22_Redacted.pdf 1 Planning Commission Agenda Item Detail Meeting Date: March 16, 2022 Agenda Section: Meeting Minutes Title: February 16, 2022 Meeting Minutes Attachments: PC03-16-22MinutesFebruary16.pdf 2 Frederick County Planning Commission Page 3892 Minutes of February 16, 2022 MEETING MINUTES OF THE FREDERICK COUNTY PLANNING COMMISSION Held in the Board Room of the Frederick County Administration Building at 107 North Kent Street in Winchester, Virginia on February 16, 2022. PRESENT: John F. Jewell, Chairman; Roger L. Thomas, Vice Chairman/Opequon District; Robert S. Molden, Opequon District; Gary R. Oates, Stonewall District; William A. Orndoff, Stonewall District; H. Paige Manuel, Shawnee District; Elizabeth D. Kozel, Shawnee District; Betsy Brumback, Back Creek District; Mollie Brannon, Back Creek District; Charles E. Triplett, Gainesboro District; Charles Markert, Red Bud District; Kathleen Dawson, Red Bud District; Roderick B. Williams, County Attorney. ABSENT: Jason Aikens, Gainesboro District. STAFF PRESENT: Wyatt G. Pearson, Director; Candice E. Perkins, Assistant Director; Shannon L. Conner, Administrative Assistant. CALL TO ORDER Chairman Jewell called the February 16, 2022 meeting of the Frederick County Planning Commission to order at 7:00 p.m. Chairman Kenney commenced the meeting by inviting everyone to join in a moment of silence. ADOPTION OF AGENDA Upon motion made by Commissioner Thomas and seconded by Commissioner Triplett the Planning Commission unanimously adopted the agenda for this evening’s meeting. MINUTES Upon motion made by Commissioner Thomas and seconded by Commissioner Triplett, the Planning Commission unanimously adopted the minutes from the January 5, 2022 and the January 19, 2022 meetings. ------------- 3 Frederick County Planning Commission Page 3893 Minutes of February 16, 2022 COMMITTEES NELUP Committee Commissioner Oates reported the Committee reviewed and discussed the land use maps. At the next meeting they will be going over the text. He noted, this review is just about ready to be wrapped up. Comprehensive Plans & Programs Committee – Mtg. 02/14/22 Commissioner Triplett reported discussed the 2022-2027 Capital Improvement Plan and sent it forward to the Planning Commission. Frederick Water – Mtg. 02/15/22 Chairman Jewel reported the Frederick Water Board of Directors adopted the FY2023- 2032 Capital Improvement Plan. He shared the operations report for January and noted the quarries continue to remain in excellent shape. City of Winchester – Mtg. 02/15/22 Commissioner Richardson, Winchester City Planning Commission Liaison, reported the Commission reviewed the Ordinance for solar energy. He shared, there will be an open house on March 5th and 6th regarding the Comprehensive Plan. ------------- CITIZEN COMMENTS Chairman Jewell called for citizen comments on any subject not currently on the Planning Commission’s agenda or any item that is solely a discussion item for the Commission. No one came forward to speak and Chairman Jewell closed the public comments portion of the meeting. ------------- INFORMATION/DISCUSSION Candice E. Perkins, Assistant Director, reported the CIP (Capital Improvement Plan) is a document that consists of a schedule of major capital expenditures for the County for the ensuing five- year period, as well as a category for long term projects (6+ years out). She continued, the CIP is a capital facilities planning document that serves to identify needed capital projects in accordance with the broader policies and objectives adopted in the County’s Comprehensive Plan. The Comprehensive Plan and the CIP are mutually supportive: The Comprehensive Plan identifies those areas suitable for development, as well as the infrastructure it would need; and the CIP translates those needs into capital 4 Frederick County Planning Commission Page 3894 Minutes of February 16, 2022 projects designed to support the goals and policies of the Comprehensive Plan. She continued, while the program serves as a long-range plan, it is reviewed and revised annually based on current circumstances and opportunities. Ms. Perkins noted, the adoption of the CIP is neither a commitment to a particular project nor a limitation to a particular cost: It serves as a basic tool for identifying and ranking anticipated capital projects; strictly advisory and is not intended for requesting funding allocations; subject to change each year as the needs of the community become mo re defined and projects move closer to implementation; and projects may not be funded during the year that is indicated in the CIP. The Code of Virginia requires localities to adopt a CIP in order to accept proffers for capital improvements: Section 15.2-2232 of the Code of Virginia – no public facility shall be constructed unless said facility is a “feature shown” within a jurisdiction’s comprehensive plan. Ms. Perkins noted, projects identified in the CIP are utilized in the annual update to the County’s Capital Impacts Model. She reviewed the number of projects for the departments: 1. General Government – 59 Projects • Schools – 6 projects • Parks – 20 projects • Library – 3 projects • Administration – 5 projects • Fire and Rescue – 5 projects, 16 volunteer station • Sheriff – 3 projects • Public Safety – 1 projects 2. Transportation – 27 Projects • Combination of State and Federal funds, developer contributions, and revenue sharing 3. Airport – 9 Projects • Federal, State, and Local government funding Ms. Perkins concluded, the CPPC endorsed the 2022-2027 CIP on February 14, 2022 and determined the CIP is in conformance with the Comprehensive Plan and forwarded it to the Planning Commission and the Board of Supervisors. Planning Commission Members shared their concerns with the need for an aquatic center, an ice skating rink, and the plans for Robert E. Aylor school. Ms. Perkins reiterated this is basically a wish list for each agency and noting is definite. A motion was made by Commissioner Thomas and seconded by Commissioner Triplett to move the CIP that is in compliance with the Comprehensive Plan forward to the Board of Supervisors. The CIP is sent forward with a favorable recommendation to the Board of Supervisors. Yes: Jewell, Brumback, Kozel, Manuel, Oates, Thomas, Molden, Triplett, Orndoff, Markert No: Dawson, Brannon Absent: Aikens ------------- 5 Frederick County Planning Commission Page 3895 Minutes of February 16, 2022 OTHER Wyatt G. Pearson, Director, thanked everyone that attended the retreat. He shared, IT will be reaching out to everyone with new email addresses. ------------- ADJOURNMENT No further business remained to be discussed and a motion was made by Commissioner Thomas to adjourn the meeting. This motion was seconded by Commissioner Triplett and unanimously passed. The meeting adjourned at 7:35 p.m. Respectfully submitted, ____________________________ John F. Jewell, Chairman ___________________________ Wyatt G. Pearson, Secretary 6 Planning Commission Agenda Item Detail Meeting Date: March 16, 2022 Agenda Section: Public Hearings Title: Rezoning #01-22 for Snowden Bridge Station - (Mr. Bishop) Attachments: PC03-16-22REZ01-22_Redacted.pdf 7 REZONING APPLICATION #01-22 SNOWDEN BRIDGE STATION Staff Report for the Planning Commission Prepared: March 7, 2022 Staff Contact: John A. Bishop, AICP, Asst. Director-Transportation Reviewed Action Planning Commission: 03/16/22 Pending Board of Supervisors: 04/13/22 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 Blvd, 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 Blvd. 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 03/16/22 PLANNING COMMISSION MEETING: This is an 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 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 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. As noted in the VDOT comment, the applicant has not yet submitted a Traffic Impact Analysis (TIA) that has been determined as acceptable by VDOT and as such they find it “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.” 8 Rezoning #01-22 Snowden Bridge Station March 7, 2022 Page 2 This comment is concerning and while the applicant’s TIA, as presented, does appear to show adequate traffic operation, staff is unable to validate that without VDOT comments on the TIA being addressed and accepted by VDOT. Staff is less concerned about the VDOT concerns about the Signal Justification Report (SJR) due to how far into the future implementation of traffic control at the intersection of Ezra Lane and Snowden Bridge Blvd likely is compared to the useful life of an SJR study. 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/M1 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 meeting, a recommendation regarding this rezoning application to the Board of Supervisors would be appropriate. The Applicant should be prepared to adequately address all concerns raised by the Planning Commission. 9 Rezoning #01-22 Snowden Bridge Station March 7, 2022 Page 3 This report is prepared by the Frederick County Planning Staff to provide information to the Planning Commission and the Board of Supervisors to assist them in making a decision on this application. It may also be useful to others interested in this zoning matter. Unresolved issues concern ing this application are noted by staff where relevant throughout this staff report. Reviewed Action Planning Commission: 03/16/22 Pending Board of Supervisors: 04/13/22 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 Blvd, 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 Blvd. 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), M1 (Light Industrial) District PRESENT USE: Industrial and Residential ADJOINING PROPERTY ZONING & PRESENT USE: North: B2 (General Business) District Use: Residential/Vacant South: M1 (Light Industrial) District Use: Industrial/Vacant East: M1 (Light Industrial) District Use: Industrial/Rail siding West: B2 (General Business) District Use: Commercial 10 Rezoning #01-22 Snowden Bridge Station March 7, 2022 Page 4 REVIEW EVALUATIONS: Virginia Dept. of Transportation: 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 does not proceed until the TIA is complete, and the full extents of impacts are known. Frederick County Attorney: 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-151B. In fact, Tax Parcel Numbers 43-A-150, 43-A-151A, and 43-A-151B 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-151A. 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. 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 11 Rezoning #01-22 Snowden Bridge Station March 7, 2022 Page 5 the heading. Proffer la/lb-The proposed Proffer la language appears to be a revision of the existing Proffer 1 b language, to replace existing Proffer 1 a and then to delete the existing Proffer 1 b. This seems to be an unnecessary shuffling of the proffers as, in effect, existing Proffer 1 a would be deleted and existing Proffer 1 b 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. Proffer 1f – The second sentence would be most clear if it started by saying that the Applicant and Owner will contribute 50% of the cost of the items identified in 1f. Right now, it simply says that the owner of the property north of SB Blvd. will contribute 50% and that the Applicant/Owner of the subject property will only “participate collaboratively”. Generally regarding Proffer 1 – It should state triggering events for the obligations identified. 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 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 #03-05 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/M1 with the majority being B2 with rezoning #04-16 for Snowden Bridge Station. With rezoning #12-16 a minor proffer update was completed. 2) Comprehensive Policy 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. 12 Rezoning #01-22 Snowden Bridge Station March 7, 2022 Page 6 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/M1 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 transportation proffers to allow for a gas station/convenience store use that would not count against the proffered maximum trip generation of 6,303. Per the applicant’s documentation this use is expected to generate 2,708 daily trips after passby reduction credit is applied with AM peak hour trips of 156 and PM peak hour trips of 180. This brings trip generation to 9,011 for the site. In addition, the proffers seek an additional entrance in the form of a right in/right out on Snowden Bridge Blvd which they are proffering to construction of a median. Finally, the proffers note that the applicants will participate in traffic improvements to the intersection of future Ezra Lane and Snowden Bridge Blvd. 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. – Ammendment to 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 f. – Amendment to proffer for owners of parcel 43-(A)-150 pay for a free flow right turn from the I-81 to Route 11 northbound ramp at Exit 317 upon the realignment of that ramp. h. – Proffers participation in intersection improvements at the intersection of future Ezra Land and Snowden Bridge Blvd. Staff Note: Proffer h 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. STAFF CONCLUSIONS FOR THE 03/16/22 PLANNING COMMISSION MEETING: This is an 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 13 Rezoning #01-22 Snowden Bridge Station March 7, 2022 Page 7 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 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 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. As noted in the VDOT comment, the applicant has not yet submitted a Traffic Impact Analysis (TIA) that has been determined as acceptable by VDOT and as such they find it “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.” This comment is concerning and while the applicant’s TIA, as presented, does appear to show adequate traffic operation, staff is unable to validate that without VDOT comments on the TIA being addressed and accepted by VDOT. Staff is less concerned about the VDOT concerns about the Signal Justification Report (SJR) due to how far into the future implementation of traffic control at the intersection of Ezra Lane and Snowden Bridge Blvd likely is compared to the useful life of an SJR study. 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/M1 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 meeting, a recommendation regarding this rezoning application to the Board of Supervisors would be appropriate. The Applicant should be prepared to adequately address all concerns raised by the Planning Commission. 14 £¤11 43 A 151A 43 A 151B 43C 3 4 43C 3 4A 43C 3 3 43C 3 2 43 A 150 M A R KET ST SNOWDEN BRIDGE BLVD MERCHANT ST NULTON LN MARTINSBURGPIKEEZR A LN Application Parcels Sewer and Water Service A rea B2 (General Business District) B3 (Industr ial Transition District) M1 (Light Industrial District) RP (Residential P erform ance District)µ Frederick C ounty Planning & Development107 N Kent StWinchester, V A 22601540 - 665 - 5651Map Created: February 2 5, 2022 REDBUD RDWELLTOWN RDEZRA LNMARKET STSNOWDEN BRIDGE BLVDMARTINSBURG PIKEMILBURN RDAMOCO LN §¨¦81§¨¦81 0 280 560140 Feet REZ # 01 - 22: Snowden Bridge StationPINs: 43C - 3 - 2, 43C - 3 - 3, 43C - 3 - 4, 43C - 3 - 4A, 43 - A - 150, 43 - A - 151A, 43 - A - 151BProffer RevisionZoning Map REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 15 £¤11 43 A 151A 43 A 151B 43C 3 4 43C 3 4A 43C 3 3 43C 3 2 43 A 150 M A R KET ST SNOWDEN BRIDGE BLVD MERCHANT ST NULTON LN MARTINSBURGPIKEEZR A LN Application Parcels Sewer and Water Service A rea µ Frederick C ounty Planning & Development107 N Kent StWinchester, V A 22601540 - 665 - 5651Map Created: February 2 5, 2022 REDBUD RDWELLTOWN RDEZRA LNMARKET STSNOWDEN BRIDGE BLVDMARTINSBURG PIKEMILBURN RDAMOCO LN §¨¦81§¨¦81 0 280 560140 Feet REZ # 01 - 22: Snowden Bridge StationPINs: 43C - 3 - 2, 43C - 3 - 3, 43C - 3 - 4, 43C - 3 - 4A, 43 - A - 150, 43 - A - 151A, 43 - A - 151BProffer RevisionLocation Map REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 16 £¤11 43 A 151A 43 A 151B 43C 3 4 43C 3 4A 43C 3 3 43C 3 2 43 A 150 M A R KET ST SNOWDEN BRIDGE BLVD MERCHANT ST NULTON LN MARTINSBURGPIKEEZR A LN Application Parcels Sewer and Water Service A rea Long R ange Land Use Business Industrial µ Frederick C ounty Planning & Development107 N Kent StWinchester, V A 22601540 - 665 - 5651Map Created: February 2 5, 2022 REDBUD RDWELLTOWN RDEZRA LNMARKET STSNOWDEN BRIDGE BLVDMARTINSBURG PIKEMILBURN RDAMOCO LN §¨¦81§¨¦81 0 280 560140 Feet REZ # 01 - 22: Snowden Bridge StationPINs: 43C - 3 - 2, 43C - 3 - 3, 43C - 3 - 4, 43C - 3 - 4A, 43 - A - 150, 43 - A - 151A, 43 - A - 151BProffer RevisionLong Range Land Use Map REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 REZ #01-22 17 18 19 20 21 22 23 24 25 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) dated May 17, 2016, by GreyWolfe, Inc.attached as “Exhibit 1”, is attached to and made part of this amended proffer document. 26 2 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 1.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 1.c from the intersection of Ezra Lane and Snowden Bridge Boulevard in a southern direction across the Property as shown on Ex. 1. 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 the GDPEx. 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 27 3 the NB I-81 off ramp at such time as the NB I-81 off ramp is relocated and built as part of the improvements to the existing 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. fifty percent (50%) 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 all such road improvements that may be warranted and at such time as traffic warrants so dictate to include, including, 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 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. which may be warranted and required by VDOT and/or the County of Frederick as a result of future development on either side of Snowden Bridge Boulevard, through traffic on 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 28 4 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. The Applicant’s contribution to the aforementioned improvements shall be proportionate to the other traffic impacts referenced above. 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] 29 5 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: 30 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: 31 32 33 34 35 36 37 38 11/18/2021 Traffic Impact Study Holtzman Winchester Traffic Impact Study Frederick County, Virginia October 11, 2021 Revised: November 18, 2021 Prepared for: Holtzman Oil Corporation 57 Main Street Mount Jackson, Virginia 22842 39 Prepared by: 1140 Connecticut Ave NW Suite 600 Washington, DC 20036 T 202.296.8625 3914 Centreville Road Suite 330 Chantilly, VA 20151 T 703.787.9595 15125 Washington Street Suite 212 Haymarket, VA 20169 T 571.248.0992 225 Reinekers Lane Suite 750 Alexandria, VA 22314 T 703.721.3044 www.goroveslade.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 b y Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc. 40 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 3 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com TABLE OF CONTENTS Purpose of Report and Study Objectives ................................................................................................................................. 8 Site Location and Study Area ................................................................................................................................................... 8 Description of Proposed Development ..................................................................................................................................... 8 Principal Findings, Conclusions, and Proposed Mitigations ..................................................................................................... 8 Analysis Components ........................................................................................................................................................... 8 Infrastructure ........................................................................................................................................................................ 9 Analysis Results ................................................................................................................................................................... 9 Proposed Mitigation............................................................................................................................................................ 11 Overall Conclusion ............................................................................................................................................................. 12 Introduction ................................................................................................................................................................................ 13 Background Information: Proposed Development (Site & Nearby) ............................................................................................ 14 Description of the Existing Site ............................................................................................................................................... 14 Site Location ...................................................................................................................................................................... 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 Existing Roadway Network ..................................................................................................................................................... 19 Analysis of 2021 Existing Conditions.......................................................................................................................................... 20 Existing Traffic Volumes ......................................................................................................................................................... 20 Existing Intersection Capacity and Queueing Analysis........................................................................................................... 23 Analysis of 2024 Future Conditions without Development ......................................................................................................... 27 Future without Development Traffic Volumes ......................................................................................................................... 27 Inherent Regional 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 Site Description ...................................................................................................................................................................... 39 Proposed Site Access ............................................................................................................................................................ 39 Projected Site 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 41 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 4 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Future without Development Traffic Volumes ......................................................................................................................... 54 Inherent Regional 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 Site Description ...................................................................................................................................................................... 64 Proposed Site 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 Site Description ...................................................................................................................................................................... 73 Proposed Site 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 Draft Proffer Revisions ............................................................................................................................................................... 88 Conclusion ................................................................................................................................................................................. 90 Analysis Components ......................................................................................................................................................... 90 Infrastructure ...................................................................................................................................................................... 90 Analysis Results ................................................................................................................................................................. 91 Proposed Mitigation............................................................................................................................................................ 92 Overall Conclusion ............................................................................................................................................................. 93 42 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 5 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com LIST OF FIGURES Figure 1: Site Location ............................................................................................................................................................... 14 Figure 2: 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 Traffic Control 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 43 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 6 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 M itigation ‐ Level of Service 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 10 th 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 10 th 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 44 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 7 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 45 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 8 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 (I-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 impac t 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. 46 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 9 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com • 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, 47 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 10 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 / I-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 95 th percentile queue length that would exceed the capacity of the available storage lengths of the existing turn bays during at least one peak hour. 48 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 11 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 P M 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 / I-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 / I-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 sou thbound 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). 49 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 12 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 50 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 13 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 backgroun d 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 Existi ng 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. 51 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 14 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 (I-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. Figure 1: Site Location 52 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 15 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Location within Jurisdiction and Region The Site is located in the eastern portion of the County, near the I-81 Corridor. A regional aerial image of the Site is provided in Figure 2. Figure 2: Regional Location 53 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 16 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. Figure 3: Frederick County Zoning Map (Source: https://fredcogis.fcva.us/PlanningAccessTerminal/) 54 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 17 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 4: Eastern Frederick County Long Range Land Use Plan Map (Source: https://www.fcva.us/home/showpublisheddocument/11724/636903149293200000) 55 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 18 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 (I-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) / I-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 / I-81 NB on-ramp, is a part of the National Highway System (NHS). 56 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 19 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 I-81 ramps and Snowden Bridge Boulevard / Merchant Street are assumed to run from north to south. Table 1: Summary of Existing Road Network Roadway RTE #VDOT Classification Frederick Classification Legal/Design Speed Limit (mph) Number of Lanes AADT (vpd)k-factor Interstate 81 I-81 Interstate Interstate 70 4 Lane Divided 64,000 Rte 7 Berryville Rte 11 Martinsburg Pike 8.0% Interstate 81 I-81 Interstate Interstate 70 4 Lane Divided 53,000 Rte 11 Martinsburg Pike Hopewell Road 9.0% Martinsburg Pike 11 Major Collector Major Collector 40 4 Lane Divided 13,000 I-81 North Old Charles Town Road 9.0% Snowden Bridge Boulevard 883 -Local 4 Lane Undivided Merchant Street 1620 --25 4 Lane Divided 4,100 Rte 11 Martinsburg Pike Market St - Market Street 1621 --25 2 Lane Undivided 2,700 Merchant St Cul-de-Sac - Road Segment Between: 57 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 20 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 rep ort 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, it was determined to utilize the 2021 TMC for the 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 for the 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. 58 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 21 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 6: 2021 Existing Conditions – Roadway Network Geometric Configuration and Traffic Control Devices 59 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 22 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 7: 2021 Existing Conditions – Vehicular Traffic Volumes 60 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 23 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 methodology1 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 for the 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 t he 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 for the existing sce nario, 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 signal ized 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 6th if the HCM 6th methodology was not applicable. HCM 6th 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. 61 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 24 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 2: 2021 Existing Conditions – Intersection Capacity and Queuing Analysis Results Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue (ft.) [1][2] [3][2] [3] 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) Overall Intersection (Signalized)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 (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized)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 Right 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 (E/W) 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 (E/W) 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 [1] [2] [3] #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. 62 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 25 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 8: 2021 Existing Conditions – Level of Service Results 63 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 26 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 / I-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, ex cept for: • Study Intersection 2: Red Bud Road / I-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 equall y. 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 / I-81 NB On-Ramp at Martinsburg Pike o Eastbound Left (both peak hours) 64 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 27 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 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 for these existing trips, as based on 2021 mainline through volumes at Study Intersection 4: Snowden Bridge Boulevard at Ezra Lane. 65 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 28 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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: Graystone Office & Industrial Park – Site Trip Generation Table 5: Omps Northeast Property Rezoning – Site Trip Generation 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 netwo rk configuration is presented in Figure 12. 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 150 680.0 kSF of GFA 275 24 299 45 207 252 2,965 Manufacturing / Warehousing 760 220.0 kSF of GFA 30 23 53 18 33 51 684 Total 900.0 kSF of GFA 305 47 352 63 240 303 3,649 2024 Antipcated New Trips by Development (Phase 1 minus Constructed): Total 900.0 kSF of GFA 278 33 311 55 213 268 3,299 Land Use ITE Code Size ------ W e e k d a y ------ AM Peak Hour PM Peak Hour 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-By Reductions - Gas Station -71 -71 -142 -69 -69 -138 0 Projected External Trips (with Pass-by Reduction)59 57 116 63 59 122 3,441 Land Use ITE Code Size ------ W e e k d a y ------ AM Peak Hour PM Peak Hour Daily 66 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 29 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 67 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 30 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 9: Projected Inherent Regional Growth Traffic Volumes (2021 to 2024) 68 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 31 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 10: Background Development Location Exhibit 69 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 32 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 70 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 33 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 12: 2024 Future Conditions without Development – Roadway Network Geometric Configuration and Traffic Control Devices 71 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 34 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 13: 2024 Future Conditions without Development – Vehicular Traffic Volumes 72 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 35 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 wou ld 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. 73 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 36 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 6: 2024 Future Conditions without Development – Intersection Capacity and Queuing Analysis Results Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue (ft.) [1][2] [3][2] [3] 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) Overall Intersection (Signalized)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 (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized)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 Right 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 (E/W) at Snowden Bridge Blvd / Merchant Street (N/S) Overall Intersection (Signalized)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 Right 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 (E/W) 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 A 0.0 0 A 0.0 0 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 Right A 8.7 5 A 9.8 5 Northbound Approach Northbound Left 235 A 7.9 0 A 7.3 0 Southbound Approach Southbound Left 240 A 7.5 5 A 8.3 8 6 Omps Property (E/W) 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 [1] [2] [3]m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour 74 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 37 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 14: 2024 Future Conditions without Development – Level of Service Results 75 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 38 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 / I-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 / I-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 equall y. 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 / I-81 NB On-Ramp at Martinsburg Pike o Eastbound Left (both peak hours) 76 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 39 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 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) Trip Generation Manual, 10th Edition, publication was used to determine the total trips going into and out of the subje ct study site 77 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 40 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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, 3rd Edition, publication. Table 7: Projected Site Trip Generation (Peak Hour of the Adjacent Street; ITE 10th Ed.) 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 directio n 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 curr ent 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. 78 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 41 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 16: Global Vehicular Direction of Approach (Primary Site Trip Distribution) 79 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 42 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 17: 2024 Future Conditions with Development – Site Generated Trip Assignment 80 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 43 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 18: 2024 Future Conditions with Development – Pass-By Trip Assignment 81 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 44 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 82 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 45 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 19: 2024 Future Conditions with Development – Vehicular Traffic Volumes 83 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 46 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 20: 2024 Future Conditions with Development – Proposed Roadway Network Geometric Configuration and Traffic Control Devices 84 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 47 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Future with Development Intersection Capacity and Queueing Analysis Intersection capacity analyses were performed for the 2024 Future Conditions with Developme nt 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 inter sections 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 t urn lanes are displayed in red. The detailed analysis worksheets of the 2024 Future Conditions with Development are contained in Appendix I. 85 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 48 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 8: 2024 Future Conditions with Development and Recommended Mitigation – Intersection Capacity and Queuing Analysis Results Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue (ft.) [1][2] [3][2] [3] 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) 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 Westbound 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 (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) 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 Right 70 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 (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized) (MIT: Optimize Lead-Lag during PM Peak Hour) E 72.3 Eastbound Approach B 15.7 Eastbound Left 125 B 15.8 201 Eastbound Thru B 16.4 188 Eastbound Right 70 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 (E/W) 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 Eastbound Right 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 Westbound Right 270 B 13.3 15 B 19.0 25 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 Northbound Right 230 D 49.0 m0 D 47.5 2 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 (E/W) at Snowden Bridge Boulevard Overall Intersection (TWSC) Eastbound Approach C 21.9 C 20.4 Eastbound Left C 21.9 33 C 20.4 38 Eastbound Thru/Right 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 Westbound Right A 8.7 5 A 9.4 5 Northbound Approach Northbound Left 235 A 7.9 0 A 7.4 0 Southbound Approach Southbound Left 240 A 7.8 8 A 8.6 13 No. Intersection (Movement) AM Peak Hour PM Peak Hour 86 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 49 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 8: 2024 Future Conditions with Development and Recommended Mitigation – Intersection Capacity and Queuing Analysis Results (Continued) Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue (ft.) [1][2] [3][2] [3] 5 Martinsburg Pike (E/W) and Omps Property (N/S) 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach B 10.0 A 9.3 Eastbound Right 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 [1] [2] [3] #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. Intersection Sign configuration not allowed in HCM analysis. 87 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 50 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 21: 2024 Future Conditions with Development and Recommended Mitigation – Level of Service Results 88 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 51 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 / I-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 / I-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 / I-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 / I-81 NB On-Ramp at Martinsburg Pike o Eastbound Left (both peak hours; results similar to 2024 future conditions without development) 89 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 52 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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) Note: • 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. 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) Overall Intersection (Signalized)C (25) C (26.1) C (26.5) C (26.1) C (28.3) C (29.6) - 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 (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) 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 (57) 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 Right C (31.4) C (30.2) C (30.6) C (33.9) C (31.8) C (32.4) B (11.2) Northbound Approach F (301.1) F (301.1) F (301.1) F (956.2) F (956.2) F (956.2) F (956.2) Northbound Left/Thru/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 (E/W) at Snowden Bridge Blvd / Merchant Street (N/S) Overall Intersection (Signalized)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 Right 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 (E/W) at Snowden Bridge Boulevard (N/S) 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) - Eastbound Thru/Right 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) A (7.2) A (7.3) A (7.4) - Southbound Approach Southbound Left A (0) A (7.5) A (7.8) A (7.4) A (8.3) A (8.6) 5 Martinsburg Pike (E/W) and Omps Property (N/S)------- 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach -- B (10) -- A (9.3) - Eastbound Right -- 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) - 2021 Existing 2024 Future w/o Dev. 2024 Future w/ Dev. 2024 Future w/ Dev. MIT (PM Only) No.Intersection (Movement) AM Peak Hour PM Peak Hour 2021 Existing 2024 Future w/o Dev. 2024 Future w/ Dev. Level of Service (LOS) (Sec./Veh.) 90 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 53 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 10: Intersection 95th Percentile Queue Length Comparison (2021 – 2024) 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 hav e 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. . 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) 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 485 146 265 281 332 358 374 - 2 Martinsburg Pike (E/W) at Red Bud Road / I-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 Street (N/S) Overall Intersection (Signalized) Eastbound Approach Eastbound Left 408 137 132 131 245 244 242 - Eastbound Thru 14 22 25 145 187 204 - Eastbound Right 1000 0 0 0 0 6 3 - Westbound Approach Westbound Left 237 6 94 116 7 58 92 - Westbound Thru 260 295 303 219 245 241 - Westbound Right 270 16 15 15 25 25 25 - Northbound Approach Northbound 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 (E/W) 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 (N/S)-------- 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach Eastbound Right -- 5 -- 5 - Westbound Approach Westbound Right -3 3 -5 5 - 95th Percentile Queues (ft.) 2024 Future w/ Dev. 2024 Future w/ Dev. MIT (PM Only) AM Peak Hour PM Peak Hour 2021 Existing 2024 Future w/o Dev. 2024 Future w/ Dev.2021 Existing 2024 Future w/o Dev. Effective Storage Length (ft.) No.Intersection (Movement) 91 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 54 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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) wou ld 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. 92 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 55 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 93 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 56 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 22: Projected Inherent Regional Growth Traffic Volumes (2021 to 2028) 94 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 57 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 23: 2028 Future Conditions without Development – Roadway Network Geometric Configuration and Traffic Control Devices 95 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 58 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 24: Red Bud Road Reconfiguration – Reroute of Traffic Volumes 96 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 59 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 25: 2028 Future Conditions without Development – Vehicular Traffic Volumes 97 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 60 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 98 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 61 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 11: 2028 Future Conditions without Development – Intersection Capacity and Queuing Analysis Results Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue (ft.) [1][2] [3][2] [3] 2 Martinsburg Pike (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized)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 (E/W) 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 Right 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 Right 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 (E/W) 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 A 0.0 0 A 0.0 0 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 (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Westbound Approach A 9.1 B 10.2 Westbound Right A 9.1 3 B 10.2 5 [1] [2] [3] #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. 99 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 62 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 26: 2028 Future Conditions without Development – Level of Service Results 100 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 63 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 / I-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 equall y. 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 / I-81 NB On-Ramp at Martinsburg Pike o Eastbound Left (PM peak hour) 101 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 64 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 s ite 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) Trip 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: Projected Site Trip Generation (Based on Approved Proffers) (Peak Hour of the Adjacent Street; ITE 10th Ed.) 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. In Out Total In Out Total Total Already Constructed Manufacturing 140 35.0 kSF of GFA 17 5 22 7 16 23 271 Remainder Shopping Center 820 100.5 kSF of GLA 125 77 202 262 283 545 6,032 Total 142 82 224 269 299 568 6,303 Land Use ITE Code Size ------ W e e k d a y ------ AM Peak Hour PM Peak Hour Daily 102 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 65 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 103 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 66 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 27: 2028 Future Conditions with Development (By-Right) – Proposed Roadway Network Geometric Configuration and Traffic Control Devices 104 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 67 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 28: 2028 Future Conditions with Development (By-Right) – Site Trip Assignment 105 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 68 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 29: 2028 Future Conditions with Development (By-Right) – Vehicular Traffic Volumes 106 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 69 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 a re 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. 107 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 70 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 13: 2028 Future Conditions with Development (By-Right) – Intersection Capacity and Queuing Analysis Results Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue (ft.) [1][2] [3][2] [3] 2 Martinsburg Pike (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized)D 37.2 D 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 (E/W) 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 Right 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 (E/W) at Snowden Bridge Boulevard Overall Intersection (TWSC) 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 Westbound Approach 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 Right A 9.0 5 B 10.2 8 Northbound Approach Northbound Left 235 A 8.4 0 A 7.8 0 Southbound Approach Southbound Left 240 A 7.7 5 A 8.7 8 5 Martinsburg Pike (E/W) and Omps Property (N/S) 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach B 10.2 A 9.5 Eastbound Right B 10.2 0 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 (E/W) at Omps Property RIRO Northbound Approach Northbound Right C 15.6 5 D 28.2 38 [1] [2] [3]m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. Intersection Sign configuration not allowed in HCM analysis. #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour 108 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 71 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 30: 2028 Future Conditions with Development (By-Right) – Level of Service Results 109 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 72 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 d evelopment 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 / I-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 equall y. 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 / I-81 NB On-Ramp at Martinsburg Pike o Eastbound Left (PM peak hour; results similar to 2028 future conditions without development) . 110 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 73 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 fueli ng 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 vi a 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) Trip 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 judgemen t, the nature of the proposed development, and with the guidance and input from the VDOT and the County staff. The site directio n 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. 111 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 74 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 31: 2028 Future Conditions with Development (Rezoning Application) – Site Trip Assignment 112 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 75 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 32: 2028 Future Conditions with Development (Rezoning Application) – Pass-by Trip Assignment 113 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 76 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 33: 2028 Future Conditions with Development (Rezoning Application) – Vehicular Traffic Volumes 114 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 77 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 ach ieve 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 a re 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 overal l 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. 115 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 78 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 14: 2028 Future Conditions with Development (Rezoning Application) and Recommended Mitigation – Intersection Capacity and Queuing Analysis Results Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue [1][2] [3][2] [3] 2 Martinsburg Pike (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized)D 37.3 D 54.0 Eastbound 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 Westbound Approach D 49.3 D 47.8 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 (E/W) at Snowden Bridge Blvd / Merchant Street (N/S) Overall Intersection (Signalized)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 A 1.3 0 A 3.2 5 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 (E/W) 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 Right A 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 [1] [2] [3] #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. 116 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 79 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 14: 2028 Future Conditions with Development (Rezoning Application) and Recommended Mitigation – Intersection Capacity and Queuing Analysis Results (Continued) Effective Storage LOS Delay 95th %LOS Delay 95th % Length (ft.)(sec/veh)Queue (ft.)(sec/veh)Queue [1][2] [3][2] [3] 4 Ezra Lane (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach F 62.1 F 341.7 Eastbound Left F 62.8 128 F 348.1 553 Eastbound Thru/Right A 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 Westbound Right A 9.0 5 B 10.2 8 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 (E/W) 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/Right B 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 Right B 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 A 7.1 99 A 9.6 46 5 Martinsburg Pike (E/W) and Omps Property (N/S) 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach B 10.9 B 10.1 Eastbound Right B 10.9 5 B 10.1 8 Westbound Approach A 9.7 B 12.0 Westbound Right A 9.7 3 B 12.0 5 7 Martinsburg Pike (E/W) at Omps Property RIRO (N/S) Northbound Approach Northbound Right C 16.1 5 D 30.0 40 [1] [2] [3] #: 95th percentile queues (reported from Synchro) exceed capacity; actual queues may be longer. Queues shown are based on the maximum after two No. Intersection (Movement) NOTES: AM Peak Hour PM Peak Hour m: 95th percentile volume and queues (reported from Synchro) are metered by upstream signal. Effective storage length is based on the storage length plus one-half of the taper length per TOSAM guidelines. Intersection Sign configuration not allowed in HCM analysis. 117 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 80 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 / I-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 equall y. 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 / I-81 NB On-Ramp at Martinsburg Pike o Eastbound Left (both peak hours; results similar to 2028 future conditions without development) . 118 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 81 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 34: 2028 Future Conditions with Development with Proposed Proffer Amendment and Recommended Mitigation – Proposed Roadway Network Geometric Configuration and Traffic Control Devices 119 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 82 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Figure 35: 2028 Future Conditions with Development with Proposed Proffer Amendment and Recommended Mitigation ‐ Level of Service Results 120 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 83 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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) 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. 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) Overall Intersection (Signalized) [To be closed under 2028 Conditions]C (25)----C (26.1)---- Eastbound Approach A (7.6)----B (13.3)---- Eastbound Thru A (7.6)----B (13.3)---- Westbound Approach C (25.7)----C (28.5)---- Westbound Thru C (25.7)----C (28.5)---- Northbound Approach D (46.9)----D (43)---- Northbound Left D (47)----D (39.8)---- Northbound Right D (46.9)----D (47.4)---- 2 Martinsburg Pike (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized)E (55.4)D (36.6)D (37.2)D (37.3)D (37.3)F (103.8)D (45.2)D (51.7)D (54)D (54) Eastbound Approach C (33.4)B (17.3)B (17.6)B (18.3)B (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 (Remove EB Right Turn in Future 2028)C (26.8)----B (19.4)---- Westbound Approach E (55.4)D (48)D (49.3)D (49.3)D (49.3)D (54.7)D (44.4)D (46.5)D (47.8)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 Right C (31.4)C (24.8)C (24.5)C (24.1)C (24.1)C (33.9)C (24.4)C (23)C (22.8)C (22.8) 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 Left/Thru/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 (E/W) at Snowden Bridge Blvd / Merchant Street (N/S) Overall Intersection (Signalized) (MIT: Have NBR and SBR movements operate with PM + OV.)B (19.3) C (28) C (30.3) C (33.5) C (33) C (30.2) D (36.6) D (42.6) D (45.9) D (45.5) Eastbound Approach B (12.3) B (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) Eastbound Right A (5.5) A (1.1) A (1.5) A (1.3) A (5.3) A (7.7) A (1.3) A (2.7) A (3.2) D (43.6) Westbound Approach B (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) Westbound 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) Westbound 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) Westbound Right B (11.1) B (13.2) B (15.8) C (20.4) B (13.5) B (17.1) C (22.1) C (28) C (29.4) C (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 Right E (58.7) D (48.9) D (44.3) D (37.7) D (35.2) E (55.6) D (43) D (35.8) D (38.3) C (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 (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (Signalized) (MIT: Install signal.)---- B (10.5)---- B (15.8) 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) Eastbound Thru/Right A (0) A (0) A (9.8) A (9.8) B (18) A (0) A (0) A (9) A (9.1) B (13.4) Westbound Approach A (8.8) B (10.1) B (10.2) B (10.6) B (18.2) A (8.7) B (12) B (12.2) B (13.1) B (13.6) Westbound 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) Westbound 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 (9) A (9) B (18.2) A (8.7) B (10.2) B (10.2) B (10.2) B (13.6) Northbound Approach ---A (8.4)---B (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) Northbound Thru/Right ----A (8.7)---- B (13.2) Southbound Approach A (6.8)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 / Right -------- 5 Martinsburg Pike (E/W) and Omps Property (N/S) 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach -- B (10.2) B (10.9) B (10.9)-- A (9.5) B (10.1) B (10.1) Eastbound Right -- B (10.2) B (10.9) B (10.9)-- A (9.5) B (10.1) B (10.1) Westbound Approach -A (9) A (9.3) A (9.7) A (9.7)B (10.1) B (11.2) B (12) B (12) Westbound Right -A (9) A (9.2) A (9.7) A (9.7)- B (10.1) B (11.2) B (12) B (12) 7 Martinsburg Pike (E/W) at Omps Property RIRO (N/S) Northbound Approach Northbound Right -- C (15.6) C (16.1) C (15.5)-- D (28.2) D (30) D (27.3) No.Intersection (Movement) AM Peak Hour PM Peak Hour 2021 Existing 2028 Future w/o Dev. 2028 Future w/ Dev. (By- Right) 2028 Future w/ Dev. (Rezoning) Level of Service (LOS) (Sec./Veh.) 2028 Future w/ Dev. (Rezoning) MIT 2021 Existing 2028 Future w/o Dev. 2028 Future w/ Dev. (By- Right) 2028 Future w/ Dev. (Rezoning) 2028 Future w/ Dev. (Rezoning) MIT 121 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 84 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 16: Intersection 95th Percentile Queue Length Comparison (2021 – 2028) 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 202 8 conditions, assuming that all planned designs and recommended mitigation measures discussed in this report are implemented. 1 Martinsburg Pike (E/W) at I-81 NB Off-Ramp (N/S) Overall Intersection (Signalized) [To be closed under 2028 Conditions] Eastbound Approach -------- Eastbound Thru 357 ----529 ---- Westbound Approach -------- Westbound Thru 517 ----517 ---- Northbound Approach -------- Northbound Left 575 174 ----198 ---- Northbound Right 485 146 ----332 ---- 2 Martinsburg Pike (E/W) at Red Bud Road / I-81 NB On-Ramp (N/S) Overall Intersection (Signalized) 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)32 ---42 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 Westbound Right 250 0 4 8 13 6 0 18 28 40 15 Northbound Approach Northbound Left/Thru/Right 130 300 298 298 298 336 464 463 463 463 Northbound Right [Free Operation under 2028 Conditions]---------- 3 Martinsburg Pike (E/W) at Snowden Bridge Blvd / Merchant Street (N/S) Overall Intersection (Signalized) (MIT: Have NBR and 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 Right 0 4 0 0 42 0 0 5 5 60 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 Westbound Right 270 16 0 16 18 23 25 0 26 28 32 Northbound 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 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 (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (Signalized) (MIT: Install signal.) Eastbound Approach Eastbound Left 0 3 25 128 82 0 3 178 553 206 Eastbound Thru/Right 0 0 0 0 0 0 0 0 0 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 Northbound Approach Northbound Left 235 0 0 0 0 7 0 0 0 0 11 Northbound Thru/Right ----37 ----95 Southbound Approach Southbound Left 240 0 5 5 10 42 0 8 8 15 52 Southbound Thru / Right -------- 5 Martinsburg Pike (E/W) and Omps Property (N/S) 6 Omps Property (E/W) at Snowden Bridge Boulevard (N/S) Overall Intersection (TWSC) Eastbound Approach Eastbound Right --0 5 5 --0 8 8 Westbound Approach Westbound Right -3 3 3 3 -3 5 5 5 7 Martinsburg Pike (E/W) at Omps Property RIRO (N/S) Northbound Approach Northbound Right --5 5 5 --38 40 35 No.Intersection (Movement) AM Peak Hour PM Peak Hour 2021 Existing 2028 Future w/o Dev. 2028 Future w/ Dev. (By- Right)2021 Existing 2028 Future w/o Dev. Effective Storage Length (ft.) 95th Percentile Queues (ft.) 2028 Future w/ Dev. (By- Right) 2028 Future w/ Dev. (Rezoning) 2028 Future w/ Dev. (Rezoning) MIT 2028 Future w/ Dev. (Rezoning) 2028 Future w/ Dev. (Rezoning) MIT 122 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 85 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 conditionsError! 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 Development – Snowden Bridge Boulevard Segment Weaving Results AM Peak Hour PM Peak Hour LOS Weaving Density LOS Weaving Density A 7.0 A 3.4 The results of the peak hour weaving assessment for the segment along Snowden Bridge Boulevard be tween 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 Bridge Boulevard Segment Weaving Results AM Peak Hour PM Peak Hour LOS Weaving Density LOS Weaving Density 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. 123 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 86 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com Table 19: Safety Performance Function for Martinsburg Pike and Snowden Bridge Boulevard 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 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 sma ll 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. Configuration Crash Type α MajAADT β1 MinAADT β2 k CMF K after CMF Application Total Crashes -12.3913 1.063 0.457 17.53 0.82 14.37 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 Martinsburg Pike at Snowden Bridge Blvd Urban 4-Leg Signalized 29,662 12,480 Notes: Based on FHWA/VTRC 11-CR1 (Safety Performance Functions for Intersections on Highways Maintained by the Virginia Department of Transportation (Garber & Rivera)) Predicted crash frequency (crashes per year) k = e^α x MajAADT^β1 x MinAADT^β2 Configuration Crash Type α MajAADT β1 MinAADT β2 k CMF K after Reductions Total Crashes -5.773 0.488 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 Notes: Based on FHWA/VTRC 11-CR1 (Safety Performance Functions for Intersections on Highways Maintained by the Virginia Department of Transportation (Garber & Rivera)) Predicted crash frequency (crashes per year) k = e^α x MajAADT^β1 x MinAADT^β2 1,417 Martinsburg Pike at RI Entrance Urban 3-leg Minor Stop Control 28,365 124 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 87 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 of the intersection of Snowden Bridge Boulevard and Ezra Lane under the 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 Time Period Snowden Bridge Boulevard (NB/SB) Ezra Lane (EB) 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 125 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 88 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. Draft Proffer Revisions 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 same 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. 126 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 89 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 (50%) 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 ow ners 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 either side 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. 127 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 90 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 bas ed 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 (pre viously 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. 128 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 91 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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 a long 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 / I-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 typic al 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). 129 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 92 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com • 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 / I-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 com muter 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 / I-84 Northbound On-Ramp o Optimize Lead-Lag phasing. For 2028 Future Conditions with Development 130 Traffic Impact Study – Holtzman Winchester November 18, 2021 Page 93 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com • 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. 131 Transportation Technical Appendix Holtzman Winchester Traffic Impact Study Frederick County, Virginia November 18, 2021 132 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com 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 133 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com A. Signed Scoping Document 134 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. THIS IS A NOT CHAPTER 870 STUDY PRE-SCOPE OF WORK MEETING FORM Information on the Project Traffic Impact Analysis Base AssumptionsThe 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: Tele: E-mail: Kevin Sitzman, P.E., Gorove Slade Associates, Inc. 571-248-0992 kds@goroveslade.com Developer/Owner Name: Tele: E-mail: Holtzman Oil Corporation; Bill Holtzman 540-433-2626 bholtzman@holtzmancorp.com Project InformationProject Name: Holtzman Winchester Locality/County: Frederick County Project Location: (Attach regional and site specific location map) The proposed development site is situated east of Interstate 81 (I-81), south of Martinsburg Pike (Route 11), west of Snowden Bridge Boulevard (Route 883)/Merchant Street (Route 1620), and north of Ezra Lane. The site is identified by PIN 43-A-150 in Frederick County Tax Maps and totals approximately 1.68 acres. Submission Type Comp Plan Proffer Amend. Site Plan Subd Plat Project Description: (Including details on the land use, acreage, phasing, access location, etc. Attach additional sheet if necessary) 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 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. 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. Proposed Use(s): (Check all that apply; attach additional pages as necessary) Residential Commercial Mixed Use Other Residential Uses(s) ITE LU Code(s): Number of Units: Other Use(s) ITE LU Code(s): Commercial Use(s) ITE LU Code(s): 933, 945 Square Ft or Other Variable: 2.0 kSF, 2.8 kSF Total Peak Hour Trip Projection: Less than 100 100 – 499 500 – 999 1,000 or more 135 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 (Attach map) North: Martinsburg Pike (Route 11) South: Ezra Lane West: Red Bud Road East: Snowden Bridge Boulevard External Factors That Could Affect Project (Planned road improvements, other nearby developments) Greystone Office & Industrial Park (2024 & 2028 conditions) Omps Northeast Property (2024 & 2028 conditions) Omps Property (2028 conditions only) Red Bud Road Reconfiguration (2028 conditions only) Consistency With Comprehensive Plan (Land use, transportation plan) Yes Available Traffic Data (Historical, forecasts) 2021 TMCs VDOT Historical AADT Data 2016 TMCs from North Winchester Area Safety and Operational Analysis Report Trip Distribution (Please refer to Note 10 and attached Figure 2 in Supplement.) Road Name: I-81 / Merchant Street (to/from the North) – 15% / 10% Road Name: I-81 / Snowden Bridge Blvd (to/from the South) – 25% / 5% Road Name: Martinsburg Pike (to/from the West) – 20% Road Name: Martinsburg Pike (to/from the East) – 25% Annual Vehicle Trip Growth Rate: (See Note 6.) 2.0%/yr (2021-2024) 2.0%/yr (2024-2028) Peak Period for Study (check all that apply) AM PM SAT Peak Hour of the Adj. (to be used in study) Without Reductions: AM: 263 / PM: 304 / Daily: 4,724 With Reductions: AM: 156 / PM: 180 / Daily: 2,708 Study Intersections and/or Road Segments (Attach additional sheets as necessary) (Please refer to attached Figure 1.) 1. I-81 NB off-ramp at Martinsburg Pike 7. Martinsburg Pike at Omps Property (RIRO) [2028 conditions only] 2. Red Bud Rd / I-81 on-ramp at Martinsburg Pike 8. 3. Martinsburg Pike at Snowden Bridge Blvd / Merchant Street 9. 4. Snowden Bridge Blvd at Ezra Lane 10. 5. Martinsburg Pike at Site Entrance (RI) 11. 6. Snowden Bridge Blvd at Site Entrance (RIRO) 12. Trip Adjustment Factors Internal allowance Reduction: Yes No Pass-by allowance Reduction: Yes No 50% of Gas Station (AM/PM/Daily) (See Note 10.) 136 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 Traffic Signal Proposed or Affected (Analysis software to be used, progression speed, cycle length) Existing traffic signals that could be affected: 1.I-81 NB off-ramp at Martinsburg Pike2.Red Bud Rd / I-81 on-ramp at Martinsburg Pike3. Martinsburg Pike at Snowden Bridge Blvd / Merchant StreetAnalysis Software: Synchro version 10 Results: HCM 6 Methodology (See Note 9.) Queue Lengths to be Reported: 95th Percentile Improvement(s) Assumed or to be Considered Omps Northeast Rezoning Improvements, as needed (2024 & 2028 conditions) Red Bud Road Reconfiguration (2028 conditions only) Background Traffic Studies 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 thefuture generated trips will be applied based on 2021 mainline through volumesat Study Intersection 4 (Snowden Bridge Blvd at Ezra Lane).Omps Northeast Rezoning •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 bothproposed RIRO entrances (on Route 11 and Snowden Bridge Blvd) in additionto 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 Addressed Queuing analysis Actuation/Coordination Weaving analysis (See Note 12.) Merge analysis Bike/Ped Accommodations Intersection(s) TDM Measures Other (_________________________) 137 Holtzman Winchester – Scoping Document Supplement Page A1 Gorove/Slade www.goroveslade.com 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 willinclude 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 approvedproffers 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 theexisting peak hour factor by intersection is less than 0.92.5.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 SnowdenBridge Blvd / Merchant Street. The growth volumes will be balanced along the road network by increasing the mainline throughmovements 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. 95 th 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 betweenthe RI Site Entrance and Ezra Lane under 2024 Future Conditions with Development. SIGNED: _________ __________________ DATE: 09/10/2021 Applicant or Consultant PRINT NAME: _____Kevin Sitzman, PE____________ DATE: VDOT Representative PRINT NAME: ____________________________ VDOT Representative SIGNED: _________________________________ DATE: Local Government Representative PRINT NAME: _____________________________ Local Government Representative 9/21/2021 Bradley S. Riggleman, PE 138 Holtzman Winchester – Scoping Document Supplement Page A2 Gorove/Slade www.goroveslade.com Table 1: Historic Growth (Based on VDOT Traffic Data) Figure 1: Site Location and Study Intersections 139 Holtzman Winchester – Scoping Document Supplement Page A3 Gorove/Slade www.goroveslade.com Figure 2: Direction of Approach (Primary Trips) Table 2: Trip Generation – Peak Hour of the Adjacent Street (ITE 10th Edition) In Out Total In Out Total Total 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*50%/50%AM/PM/DAY -55 -52 -107 -63 -61 -124 -2,016 Projected External Trips (with Pass-by Reduction) (to be removed)**84 72 156 92 88 180 2,708 AM Peak Hour PM Peak Hour Daily ------ W e e k d a y ------ Land Use ITE Code Size 140 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com B. Turning Movement Counts Data (2021 and 2016) 141 TOTALS TURNING MOVEMENT COUNT - SUMMARY Counted by:VCU Intersection of:I-81 NB Off Ramp (Exit 317)Date:May 17, 2016 Tuesday and:Martinsburg Pike Weather:Rainy/Cool Location:Winchester,Virginia Entered by:AW Star Rating: 5 TOTAL on:on:I-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 7:00 - 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 - 7:30 0 0 0 0 0 50 0 103 0 153 0 164 0 0 164 0 194 0 0 194 511 7:30 - 7:45 0 0 0 0 0 49 0 132 0 181 0 186 0 0 186 0 228 0 0 228 595 7:45 - 8:00 0 0 0 0 0 68 0 125 0 193 0 208 0 0 208 0 227 0 0 227 628 8:00 - 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 - 8:30 0 0 0 0 0 49 0 102 0 151 0 162 0 0 162 0 180 0 0 180 493 8:30 - 8:45 0 0 0 0 0 51 0 101 0 152 0 150 0 0 150 0 144 0 1 145 447 8:45 - 9:00 0 0 0 0 0 35 0 97 0 132 0 149 0 0 149 0 185 0 0 185 466 9:00 - 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 - 9:30 0 0 0 0 0 40 0 92 0 132 0 134 0 0 134 0 174 0 0 174 440 9:30 - 9:45 0 0 0 0 0 39 0 74 0 113 0 137 0 0 137 0 164 0 0 164 414 9:45 - 10:00 0 0 0 0 0 40 0 83 0 123 0 117 0 0 117 0 177 0 0 177 417 10:00 - 10:15 0 0 0 0 0 46 0 82 0 128 0 139 0 0 139 0 135 0 1 136 403 10:15 - 10:30 0 0 0 0 0 47 0 82 0 129 0 136 0 0 136 0 170 0 2 172 437 10:30 - 10:45 0 0 0 0 0 48 0 84 0 132 0 134 0 0 134 0 176 0 2 178 444 10:45 - 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 - 12:00 0 0 0 0 0 60 0 95 0 155 0 162 0 0 162 0 206 0 0 206 523 12:00 - 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 - 12:30 0 0 0 0 0 68 0 96 0 164 0 185 0 0 185 0 240 0 0 240 589 12:30 - 12:45 0 0 0 0 0 68 0 109 0 177 0 223 0 0 223 0 226 0 0 226 626 12:45 - 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 - 2:00 0 0 0 0 0 57 0 110 0 167 0 171 0 0 171 0 183 0 0 183 521 2:00 - 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 - 2:30 0 0 0 0 0 58 0 116 0 174 0 169 0 0 169 0 206 0 0 206 549 2:30 - 2:45 0 0 0 0 0 55 0 148 0 203 0 196 0 0 196 0 218 0 0 218 617 2:45 - 3:00 0 0 0 0 0 58 0 125 0 183 0 144 0 0 144 0 245 0 1 246 573 3:00 - 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 - 3:30 0 0 0 0 0 60 0 138 0 198 0 163 0 0 163 0 237 0 0 237 598 3:30 - 3:45 0 0 0 0 0 74 0 154 0 228 0 230 0 0 230 0 284 0 0 284 742 3:45 - 4:00 0 0 0 0 0 69 0 148 0 217 0 197 0 0 197 0 257 0 2 259 673 4:00 - 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 - 4:30 0 0 0 0 0 71 0 158 0 229 0 182 0 0 182 0 263 0 0 263 674 4:30 - 4:45 0 0 0 0 0 78 0 126 0 204 0 232 0 0 232 0 306 0 2 308 744 4:45 - 5:00 0 0 0 0 0 60 0 167 0 227 0 208 0 0 208 0 297 0 0 297 732 5:00 - 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 - 5:30 0 0 0 0 0 94 0 111 0 205 0 187 0 0 187 0 374 0 2 376 768 5:30 - 5:45 0 0 0 0 0 73 0 121 0 194 0 208 0 0 208 0 316 0 0 316 718 5:45 - 6:00 0 0 0 0 0 79 0 134 0 213 0 200 0 0 200 0 213 0 0 213 626 6:00 - 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 - 6:30 0 0 0 0 0 73 0 118 0 191 0 180 0 0 180 0 195 0 0 195 566 6:30 - 6:45 0 0 0 0 0 53 0 101 0 154 0 160 0 0 160 0 133 0 0 133 447 6:45 - 7:00 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 7:00 - 8:00 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 7:30 - 8:30 0 0 0 0 0 212 0 452 0 664 0 711 0 0 711 0 869 0 1 870 2245 7:45 - 8:45 0 0 0 0 0 214 0 421 0 635 0 675 0 0 675 0 785 0 2 787 2097 8:00 - 9:00 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 8:30 - 9:30 0 0 0 0 0 162 0 388 0 550 0 597 0 0 597 0 646 0 1 647 1794 8:45 - 9:45 0 0 0 0 0 150 0 361 0 511 0 584 0 0 584 0 666 0 0 666 1761 9:00 - 10:00 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 9:30 - 10:30 0 0 0 0 0 172 0 321 0 493 0 529 0 0 529 0 646 0 3 649 1671 9:45 - 10:45 0 0 0 0 0 181 0 331 0 512 0 526 0 0 526 0 658 0 5 663 1701 10:00 - 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 TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST 142 10:45 - 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 - 12:00 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 - 12:30 0 0 0 0 0 240 0 376 0 616 0 693 0 0 693 1 855 0 2 858 2167 11:45 - 12:45 0 0 0 0 0 262 0 398 0 660 0 745 0 0 745 1 892 0 1 894 2299 12:00 - 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 12:30 - 1:30 0 0 0 0 0 246 0 391 0 637 0 798 0 0 798 0 849 0 4 853 2288 12:45 - 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 - 2:00 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 - 2:30 0 0 0 0 0 238 0 450 0 688 0 650 0 0 650 0 765 0 1 766 2104 1:45 - 2:45 0 0 0 0 0 220 0 493 0 713 0 684 0 0 684 0 788 0 1 789 2186 2:00 - 3:00 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 2:30 - 3:30 0 0 0 0 0 223 0 530 0 753 0 687 0 0 687 0 982 0 1 983 2423 2:45 - 3:45 0 0 0 0 0 242 0 536 0 778 0 721 0 0 721 0 1048 0 1 1049 2548 3:00 - 4:00 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 3:30 - 4:30 0 0 0 0 0 279 0 590 0 869 0 841 0 0 841 0 1097 0 3 1100 2810 3:45 - 4:45 0 0 0 0 0 283 0 562 0 845 0 843 0 0 843 0 1119 0 5 1124 2812 4:00 - 5:00 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 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 4:45 - 5:45 0 0 0 0 0 296 0 519 0 815 0 805 0 0 805 0 1327 0 2 1329 2949 5:00 - 6:00 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 5:45 - 6:45 0 0 0 0 0 264 0 471 0 735 0 738 0 0 738 0 738 0 0 738 2211 6:00 - 7:00 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 143 TOTALS TURNING MOVEMENT COUNT - SUMMARY Counted by:VCU Intersection of:I-81 SB Ramps (Exit 317)Date:May 17, 2016 Tuesday and:Martinsburg Pike Weather:Rainy/Cool Location:Winchester,Virginia Entered by:AW Star Rating: 2 TOTAL on:I-81 SB Off Ramp on:I-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 7:00 - 7:15 111 0 10 0 121 0 192 27 0 219 124 151 0 275 615 7:15 - 7:30 140 0 12 0 152 0 218 36 0 254 135 189 0 324 730 7:30 - 7:45 155 0 9 0 164 0 260 51 0 311 168 179 0 347 822 7:45 - 8:00 127 0 6 0 133 0 281 61 0 342 149 239 0 388 863 8:00 - 8:15 103 0 11 0 114 0 222 50 0 272 133 204 0 337 723 8:15 - 8:30 102 0 5 0 107 0 235 28 0 263 120 177 0 297 667 8:30 - 8:45 108 0 8 0 116 0 194 42 0 236 133 146 0 279 631 8:45 - 9:00 98 0 6 0 104 0 209 36 0 245 123 167 0 290 639 9:00 - 9:15 74 0 7 0 81 0 206 33 0 239 87 139 0 226 546 9:15 - 9:30 67 0 7 0 74 0 202 37 0 239 106 161 0 267 580 9:30 - 9:45 85 0 4 0 89 0 165 32 0 197 112 164 0 276 562 9:45 - 10:00 79 0 6 0 85 0 187 29 0 216 123 164 0 287 588 10:00 - 10:15 94 0 5 0 99 0 164 34 0 198 100 131 0 231 528 10:15 - 10:30 69 0 6 0 75 0 188 44 0 232 78 153 0 231 538 10:30 - 10:45 71 0 2 0 73 0 169 39 0 208 91 176 0 267 548 10:45 - 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 - 12:00 72 0 2 0 74 0 236 44 0 280 99 186 0 285 639 12:00 - 12:15 46 0 7 0 53 0 225 47 0 272 103 211 0 314 639 12:15 - 12:30 75 0 6 0 81 0 244 49 0 293 79 200 0 279 653 12:30 - 12:45 68 0 11 0 79 0 273 63 0 336 95 223 0 318 733 12:45 - 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 - 2:00 79 0 8 0 87 0 239 56 0 295 86 156 0 242 624 2:00 - 2:15 70 0 8 0 78 0 218 30 0 248 120 189 0 309 635 2:15 - 2:30 71 1 7 0 79 0 248 41 0 289 105 177 0 282 650 2:30 - 2:45 84 0 4 0 88 0 270 48 0 318 102 216 0 318 724 2:45 - 3:00 83 0 5 0 88 0 264 38 0 302 93 214 0 307 697 3:00 - 3:15 85 0 6 0 91 0 265 46 0 311 131 270 0 401 803 3:15 - 3:30 80 0 7 0 87 0 240 50 0 290 106 226 0 332 709 3:30 - 3:45 99 0 6 0 105 0 299 62 1 362 148 284 0 432 899 3:45 - 4:00 78 0 9 0 87 0 303 62 1 366 132 237 0 369 822 4:00 - 4:15 86 0 9 0 95 0 299 76 0 375 111 276 1 388 858 4:15 - 4:30 65 0 9 0 74 0 300 39 0 339 125 251 0 376 789 4:30 - 4:45 74 1 3 0 78 0 307 70 0 377 152 285 0 437 892 4:45 - 5:00 94 0 8 0 102 0 326 49 0 375 144 281 0 425 902 5:00 - 5:15 111 0 10 0 121 0 270 62 0 332 150 291 0 441 894 5:15 - 5:30 93 0 12 0 105 0 252 46 0 298 135 378 4 517 920 5:30 - 5:45 60 1 7 0 68 0 283 61 1 345 125 305 0 430 843 5:45 - 6:00 88 0 6 0 94 0 293 45 1 339 104 204 0 308 741 6:00 - 6:15 58 0 9 0 67 0 262 37 0 299 117 183 0 300 666 6:15 - 6:30 67 0 13 0 80 0 260 53 1 314 79 183 0 262 656 6:30 - 6:45 54 0 4 0 58 0 199 38 0 237 68 129 0 197 492 6:45 - 7:00 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 7:00 - 8:00 533 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 7:30 - 8:30 487 0 31 0 518 0 0 0 0 0 0 998 190 0 1188 570 799 0 0 1369 3075 7:45 - 8:45 440 0 30 0 470 0 0 0 0 0 0 932 181 0 1113 535 766 0 0 1301 2884 8:00 - 9:00 411 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 8:30 - 9:30 347 0 28 0 375 0 0 0 0 0 0 811 148 0 959 449 613 0 0 1062 2396 8:45 - 9:45 324 0 24 0 348 0 0 0 0 0 0 782 138 0 920 428 631 0 0 1059 2327 9:00 - 10:00 305 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 9:30 - 10:30 327 0 21 0 348 0 0 0 0 0 0 704 139 0 843 413 612 0 0 1025 2216 9:45 - 10:45 313 0 19 0 332 0 0 0 0 0 0 708 146 0 854 392 624 0 0 1016 2202 10:00 - 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 TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST 144 10:45 - 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 - 12:00 269 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 - 12:30 255 0 19 0 274 0 0 0 0 0 0 928 192 1 1121 380 793 0 0 1173 2568 11:45 - 12:45 261 0 26 0 287 0 0 0 0 0 0 978 203 0 1181 376 820 0 0 1196 2664 12:00 - 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 12:30 - 1:30 277 0 31 0 308 0 0 0 0 0 0 1001 232 2 1235 370 801 0 0 1171 2714 12:45 - 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 - 2:00 293 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 - 2:30 291 1 35 0 327 0 0 0 0 0 0 934 174 0 1108 408 719 0 0 1127 2562 1:45 - 2:45 304 1 27 0 332 0 0 0 0 0 0 975 175 0 1150 413 738 0 0 1151 2633 2:00 - 3:00 308 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 2:30 - 3:30 332 0 22 0 354 0 0 0 0 0 0 1039 182 0 1221 432 926 0 0 1358 2933 2:45 - 3:45 347 0 24 0 371 0 0 0 0 0 0 1068 196 1 1265 478 994 0 0 1472 3108 3:00 - 4:00 342 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 3:30 - 4:30 328 0 33 0 361 0 0 0 0 0 0 1201 239 2 1442 516 1048 0 1 1565 3368 3:45 - 4:45 303 1 30 0 334 0 0 0 0 0 0 1209 247 1 1457 520 1049 0 1 1570 3361 4:00 - 5:00 319 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 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 4:45 - 5:45 358 1 37 0 396 0 0 0 0 0 0 1131 218 1 1350 554 1255 0 4 1813 3559 5:00 - 6:00 352 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 5:45 - 6:45 267 0 32 0 299 0 0 0 0 0 0 1014 173 2 1189 368 699 0 0 1067 2555 6:00 - 7:00 212 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 145 CARS TURNING MOVEMENT COUNT - SUMMARY Counted by:VCU Intersection of:Merchant Street Date:May 17, 2016 Tuesday and:Martinsburg Pike Weather:Rainy/Cool Location:Winchester,Virginia Entered by:AW Star Rating: 5 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 7:00 - 7:15 13 5 0 18 0 17 78 0 95 42 86 0 128 241 7:15 - 7:30 13 2 0 15 0 41 108 0 149 71 79 0 150 314 7:30 - 7:45 17 14 0 31 0 28 142 0 170 58 89 1 148 349 7:45 - 8:00 18 14 0 32 0 34 111 0 145 75 83 5 163 340 8:00 - 8:15 19 10 0 29 0 22 92 0 114 78 87 2 167 310 8:15 - 8:30 11 15 0 26 0 32 101 0 133 57 69 3 129 288 8:30 - 8:45 18 8 0 26 0 20 87 0 107 62 75 0 137 270 8:45 - 9:00 18 12 0 30 0 35 87 0 122 51 69 5 125 277 9:00 - 9:15 23 12 0 35 0 25 95 0 120 53 59 0 112 267 9:15 - 9:30 15 18 0 33 0 19 76 0 95 73 74 3 150 278 9:30 - 9:45 19 15 0 34 0 19 67 0 86 45 83 3 131 251 9:45 - 10:00 22 11 1 34 0 25 62 0 87 62 82 1 145 266 10:00 - 10:15 22 16 0 38 0 18 64 0 82 49 65 0 114 234 10:15 - 10:30 20 22 0 42 0 26 77 0 103 63 72 3 138 283 10:30 - 10:45 25 17 0 42 0 13 60 0 73 71 67 0 138 253 10:45 - 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 - 12:00 47 19 0 66 0 33 51 0 84 59 124 3 186 336 12:00 - 12:15 40 31 0 71 0 32 65 0 97 78 127 3 208 376 12:15 - 12:30 41 30 0 71 0 28 69 0 97 82 157 0 239 407 12:30 - 12:45 51 36 0 87 0 26 80 0 106 82 158 4 244 437 12:45 - 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 - 2:00 28 18 0 46 0 24 82 0 106 76 93 3 172 324 2:00 - 2:15 22 32 0 54 0 18 61 0 79 72 77 1 150 283 2:15 - 2:30 26 22 0 48 0 25 75 0 100 79 94 2 175 323 2:30 - 2:45 40 23 0 63 0 26 88 1 115 85 88 1 174 352 2:45 - 3:00 39 35 0 74 0 14 54 0 68 99 91 2 192 334 3:00 - 3:15 42 20 1 63 0 12 63 0 75 94 92 4 190 328 3:15 - 3:30 24 27 0 51 0 14 54 0 68 106 84 4 194 313 3:30 - 3:45 43 17 0 60 0 27 102 0 129 136 94 3 233 422 3:45 - 4:00 39 11 0 50 0 35 88 0 123 115 118 6 239 412 4:00 - 4:15 60 40 0 100 0 20 93 0 113 130 95 2 227 440 4:15 - 4:30 39 25 0 64 0 31 77 1 109 136 73 2 211 384 4:30 - 4:45 78 36 0 114 0 22 89 0 111 131 105 7 243 468 4:45 - 5:00 37 26 0 63 0 27 86 0 113 135 111 2 248 424 5:00 - 5:15 62 31 1 94 0 27 82 0 109 145 122 2 269 472 5:15 - 5:30 34 50 0 84 0 17 72 0 89 192 127 7 326 499 5:30 - 5:45 45 43 0 88 0 26 85 0 111 161 129 2 292 491 5:45 - 6:00 23 34 0 57 0 31 70 0 101 121 88 5 214 372 6:00 - 6:15 30 32 0 62 0 15 79 0 94 86 87 2 175 331 6:15 - 6:30 26 26 0 52 0 28 69 0 97 91 92 6 189 338 6:30 - 6:45 22 33 0 55 0 20 65 0 85 64 87 1 152 292 6:45 - 7:00 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 7:00 - 8:00 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 7:30 - 8:30 65 0 53 0 118 0 0 0 0 0 116 446 0 0 562 0 268 328 11 607 1287 7:45 - 8:45 66 0 47 0 113 0 0 0 0 0 108 391 0 0 499 0 272 314 10 596 1208 8:00 - 9:00 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 8:30 - 9:30 74 0 50 0 124 0 0 0 0 0 99 345 0 0 444 0 239 277 8 524 1092 8:45 - 9:45 75 0 57 0 132 0 0 0 0 0 98 325 0 0 423 0 222 285 11 518 1073 9:00 - 10:00 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 9:30 - 10:30 83 0 64 1 148 0 0 0 0 0 88 270 0 0 358 0 219 302 7 528 1034 9:45 - 10:45 89 0 66 1 156 0 0 0 0 0 82 263 0 0 345 0 245 286 4 535 1036 10:00 - 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 TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST 146 10:45 - 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 - 12:00 136 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 - 12:30 161 0 99 0 260 0 0 0 0 0 115 244 0 1 360 0 290 508 8 806 1426 11:45 - 12:45 179 0 116 0 295 0 0 0 0 0 119 265 0 0 384 0 301 566 10 877 1556 12:00 - 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 12:30 - 1:30 187 0 120 0 307 0 0 0 0 0 103 282 0 1 386 0 309 478 10 797 1490 12:45 - 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 - 2:00 150 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 - 2:30 110 0 98 0 208 0 0 0 0 0 90 290 0 0 380 0 317 378 10 705 1293 1:45 - 2:45 116 0 95 0 211 0 0 0 0 0 93 306 0 1 400 0 312 352 7 671 1282 2:00 - 3:00 127 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 2:30 - 3:30 145 0 105 1 251 0 0 0 0 0 66 259 0 1 326 0 384 355 11 750 1327 2:45 - 3:45 148 0 99 1 248 0 0 0 0 0 67 273 0 0 340 0 435 361 13 809 1397 3:00 - 4:00 148 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 3:30 - 4:30 181 0 93 0 274 0 0 0 0 0 113 360 0 1 474 0 517 380 13 910 1658 3:45 - 4:45 216 0 112 0 328 0 0 0 0 0 108 347 0 1 456 0 512 391 17 920 1704 4:00 - 5:00 214 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 4:30 - 5:30 211 0 143 1 355 0 0 0 0 0 93 329 0 0 422 0 603 465 18 1086 1863 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 5:00 - 6:00 164 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 5:45 - 6:45 101 0 125 0 226 0 0 0 0 0 94 283 0 0 377 0 362 354 14 730 1333 6:00 - 7:00 106 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 147 National Data & Surveying ServicesIntersection Turning Movement Count Location:Merchant St/Snowden Bridge Blvd & Martinsburg Pike City:Winchester Project ID: Control:Signalized Date: NS/EW Streets: 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 SU 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 1 137 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 18 0 27 0 80 104 4 7 0 177 33 0 453 8:00 AM 8 0 1 0 16 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 EL ET 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 38 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 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 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 SU 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 1 0 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 NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :55 25 13 0 556 16 540 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 12:00 AM TOTAL PEAK HR VOL :23 13 7 0 211 5 205 6 491 685 5 27 3 478 140 1 2300 PEAK HR FACTOR :0.639 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 04:30 PM - 05:30 PM 0.9100.632 0.861 0.875 0.889 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 07:15 AM - 08:15 AM 0.9000.556 0.794 0.876 0.935 AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 21-260015-001 8/31/2021 Data - Total Merchant St/Snowden Bridge Blvd Merchant St/Snowden Bridge Blvd Martinsburg Pike Martinsburg Pike 148 National Data & Surveying ServicesIntersection Turning Movement Count Location:Snowden Bridge Blvd & Ezra Ln City:Winchester Project ID: Control:2-Way Stop(EB/WB)Date: NS/EW Streets: 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 SU 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 6:15 AM 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 WL 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 35 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 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 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 SU EL ET ER EU WL 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 6:30 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 NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :2 61 1 1 3 28 10 1 25 2 2 0 0 1 6 0 143 APPROACH %'s :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 12:00 AM TOTAL PEAK HR VOL :1 22 1 1 1 14 7 0 12 0 0 0 0 0 3 0 62 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 21-260015-002 8/31/2021 Data - Total Snowden Bridge Blvd Snowden Bridge Blvd Ezra Ln Ezra Ln AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 06:30 AM - 07:30 AM 0.6850.917 0.604 0.500 0.250 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 04:15 PM - 05:15 PM 0.7380.781 0.500 0.500 0.375 149 National Data & Surveying ServicesIntersection Turning Movement Count Location:I-81 NB Off-Ramp & Martinsburg Pike City:Winchester Project ID: Control:Signalized Date: NS/EW Streets: 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NU SL ST SR SU 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 SU 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 38 TOTAL PEAK HR VOL :470 0 202 0 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 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 137 0 69 0 0 0 0 0 0 289 0 0 0 222 0 0 717 4:15 PM 95 0 75 0 0 0 0 0 0 308 0 1 0 231 0 0 710 4:30 PM 142 0 88 0 0 0 0 0 0 304 0 1 0 252 0 0 787 4:45 PM 128 0 115 0 0 0 0 0 0 317 0 2 0 200 0 0 762 5:00 PM 104 0 85 0 0 0 0 0 0 342 0 0 0 268 0 0 799 5:15 PM 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 0 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 6:30 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 NU 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 HR :04:30 PM 12:00 AM 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 21-260015-003 8/31/2021 Data - Total I-81 NB Off-Ramp I-81 NB Off-Ramp Martinsburg Pike Martinsburg Pike AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 07:15 AM - 08:15 AM 0.9290.832 0.870 0.878 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 04:30 PM - 05:30 PM 0.9600.890 0.913 0.914 150 National Data & Surveying ServicesIntersection Turning Movement Count Location:Redbud Rd/I-81 NB On-Ramp & Martinsburg Pike City:Winchester Project ID: Control:Signalized Date: NS/EW Streets: 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SU 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 21 0 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 SU EL ET ER EU WL WT 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 38 TOTAL PEAK HR VOL :84 2 11 0 0 0 0 0 290 679 109 0 29 871 41 0 2116 PEAK HR FACTOR :0.778 0.250 0.688 0.000 0.000 0.000 0.000 0.000 0.763 0.893 0.879 0.000 0.725 0.882 0.788 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 40 4 5 0 0 0 0 0 99 242 13 0 6 185 17 0 611 4:15 PM 36 1 5 0 0 0 0 0 98 272 17 0 4 192 22 0 647 4:30 PM 41 1 7 0 0 0 0 0 90 273 26 1 3 220 7 0 669 4:45 PM 36 4 8 0 0 0 0 0 103 308 22 1 5 154 22 0 663 5:00 PM 41 1 5 0 0 0 0 0 96 297 26 0 2 227 15 0 710 5:15 PM 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 NU 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 12:00 AM 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 0.705 0.000 0.000 0.000 0.000 0.000 0.919 0.954 0.942 0.500 0.500 0.912 0.739 0.000 21-260015-004 8/31/2021 Data - Total Redbud Rd/I-81 NB On-Ramp Redbud Rd/I-81 NB On-Ramp Martinsburg Pike Martinsburg Pike AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 07:15 AM - 08:15 AM 0.9480.782 0.898 0.894 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 04:30 PM - 05:30 PM 0.9260.929 0.950 0.885 151 TOTALS TURNING MOVEMENT COUNT - SUMMARY Counted by:VCU Intersection of:I-81 NB Off Ramp (Exit 317)Date:May 17, 2016 Tuesday and:Martinsburg Pike Weather:Rainy/Cool Location:Winchester,Virginia Entered by:AW Star Rating: 5 TOTAL on:on:I-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 7:00 - 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 - 7:30 0 0 0 0 0 50 0 103 0 153 0 164 0 0 164 0 194 0 0 194 511 7:30 - 7:45 0 0 0 0 0 49 0 132 0 181 0 186 0 0 186 0 228 0 0 228 595 7:45 - 8:00 0 0 0 0 0 68 0 125 0 193 0 208 0 0 208 0 227 0 0 227 628 8:00 - 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 - 8:30 0 0 0 0 0 49 0 102 0 151 0 162 0 0 162 0 180 0 0 180 493 8:30 - 8:45 0 0 0 0 0 51 0 101 0 152 0 150 0 0 150 0 144 0 1 145 447 8:45 - 9:00 0 0 0 0 0 35 0 97 0 132 0 149 0 0 149 0 185 0 0 185 466 9:00 - 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 - 9:30 0 0 0 0 0 40 0 92 0 132 0 134 0 0 134 0 174 0 0 174 440 9:30 - 9:45 0 0 0 0 0 39 0 74 0 113 0 137 0 0 137 0 164 0 0 164 414 9:45 - 10:00 0 0 0 0 0 40 0 83 0 123 0 117 0 0 117 0 177 0 0 177 417 10:00 - 10:15 0 0 0 0 0 46 0 82 0 128 0 139 0 0 139 0 135 0 1 136 403 10:15 - 10:30 0 0 0 0 0 47 0 82 0 129 0 136 0 0 136 0 170 0 2 172 437 10:30 - 10:45 0 0 0 0 0 48 0 84 0 132 0 134 0 0 134 0 176 0 2 178 444 10:45 - 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 - 12:00 0 0 0 0 0 60 0 95 0 155 0 162 0 0 162 0 206 0 0 206 523 12:00 - 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 - 12:30 0 0 0 0 0 68 0 96 0 164 0 185 0 0 185 0 240 0 0 240 589 12:30 - 12:45 0 0 0 0 0 68 0 109 0 177 0 223 0 0 223 0 226 0 0 226 626 12:45 - 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 - 2:00 0 0 0 0 0 57 0 110 0 167 0 171 0 0 171 0 183 0 0 183 521 2:00 - 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 - 2:30 0 0 0 0 0 58 0 116 0 174 0 169 0 0 169 0 206 0 0 206 549 2:30 - 2:45 0 0 0 0 0 55 0 148 0 203 0 196 0 0 196 0 218 0 0 218 617 2:45 - 3:00 0 0 0 0 0 58 0 125 0 183 0 144 0 0 144 0 245 0 1 246 573 3:00 - 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 - 3:30 0 0 0 0 0 60 0 138 0 198 0 163 0 0 163 0 237 0 0 237 598 3:30 - 3:45 0 0 0 0 0 74 0 154 0 228 0 230 0 0 230 0 284 0 0 284 742 3:45 - 4:00 0 0 0 0 0 69 0 148 0 217 0 197 0 0 197 0 257 0 2 259 673 4:00 - 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 - 4:30 0 0 0 0 0 71 0 158 0 229 0 182 0 0 182 0 263 0 0 263 674 4:30 - 4:45 0 0 0 0 0 78 0 126 0 204 0 232 0 0 232 0 306 0 2 308 744 4:45 - 5:00 0 0 0 0 0 60 0 167 0 227 0 208 0 0 208 0 297 0 0 297 732 5:00 - 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 - 5:30 0 0 0 0 0 94 0 111 0 205 0 187 0 0 187 0 374 0 2 376 768 5:30 - 5:45 0 0 0 0 0 73 0 121 0 194 0 208 0 0 208 0 316 0 0 316 718 5:45 - 6:00 0 0 0 0 0 79 0 134 0 213 0 200 0 0 200 0 213 0 0 213 626 6:00 - 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 - 6:30 0 0 0 0 0 73 0 118 0 191 0 180 0 0 180 0 195 0 0 195 566 6:30 - 6:45 0 0 0 0 0 53 0 101 0 154 0 160 0 0 160 0 133 0 0 133 447 6:45 - 7:00 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 7:00 - 8:00 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 7:30 - 8:30 0 0 0 0 0 212 0 452 0 664 0 711 0 0 711 0 869 0 1 870 2245 7:45 - 8:45 0 0 0 0 0 214 0 421 0 635 0 675 0 0 675 0 785 0 2 787 2097 8:00 - 9:00 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 8:30 - 9:30 0 0 0 0 0 162 0 388 0 550 0 597 0 0 597 0 646 0 1 647 1794 8:45 - 9:45 0 0 0 0 0 150 0 361 0 511 0 584 0 0 584 0 666 0 0 666 1761 9:00 - 10:00 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 9:30 - 10:30 0 0 0 0 0 172 0 321 0 493 0 529 0 0 529 0 646 0 3 649 1671 9:45 - 10:45 0 0 0 0 0 181 0 331 0 512 0 526 0 0 526 0 658 0 5 663 1701 10:00 - 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 TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST 152 10:45 - 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 - 12:00 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 - 12:30 0 0 0 0 0 240 0 376 0 616 0 693 0 0 693 1 855 0 2 858 2167 11:45 - 12:45 0 0 0 0 0 262 0 398 0 660 0 745 0 0 745 1 892 0 1 894 2299 12:00 - 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 12:30 - 1:30 0 0 0 0 0 246 0 391 0 637 0 798 0 0 798 0 849 0 4 853 2288 12:45 - 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 - 2:00 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 - 2:30 0 0 0 0 0 238 0 450 0 688 0 650 0 0 650 0 765 0 1 766 2104 1:45 - 2:45 0 0 0 0 0 220 0 493 0 713 0 684 0 0 684 0 788 0 1 789 2186 2:00 - 3:00 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 2:30 - 3:30 0 0 0 0 0 223 0 530 0 753 0 687 0 0 687 0 982 0 1 983 2423 2:45 - 3:45 0 0 0 0 0 242 0 536 0 778 0 721 0 0 721 0 1048 0 1 1049 2548 3:00 - 4:00 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 3:30 - 4:30 0 0 0 0 0 279 0 590 0 869 0 841 0 0 841 0 1097 0 3 1100 2810 3:45 - 4:45 0 0 0 0 0 283 0 562 0 845 0 843 0 0 843 0 1119 0 5 1124 2812 4:00 - 5:00 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 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 4:45 - 5:45 0 0 0 0 0 296 0 519 0 815 0 805 0 0 805 0 1327 0 2 1329 2949 5:00 - 6:00 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 5:45 - 6:45 0 0 0 0 0 264 0 471 0 735 0 738 0 0 738 0 738 0 0 738 2211 6:00 - 7:00 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 153 TOTALS TURNING MOVEMENT COUNT - SUMMARY Counted by:VCU Intersection of:I-81 SB Ramps (Exit 317)Date:May 17, 2016 Tuesday and:Martinsburg Pike Weather:Rainy/Cool Location:Winchester,Virginia Entered by:AW Star Rating: 2 TOTAL on:I-81 SB Off Ramp on:I-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 7:00 - 7:15 111 0 10 0 121 0 192 27 0 219 124 151 0 275 615 7:15 - 7:30 140 0 12 0 152 0 218 36 0 254 135 189 0 324 730 7:30 - 7:45 155 0 9 0 164 0 260 51 0 311 168 179 0 347 822 7:45 - 8:00 127 0 6 0 133 0 281 61 0 342 149 239 0 388 863 8:00 - 8:15 103 0 11 0 114 0 222 50 0 272 133 204 0 337 723 8:15 - 8:30 102 0 5 0 107 0 235 28 0 263 120 177 0 297 667 8:30 - 8:45 108 0 8 0 116 0 194 42 0 236 133 146 0 279 631 8:45 - 9:00 98 0 6 0 104 0 209 36 0 245 123 167 0 290 639 9:00 - 9:15 74 0 7 0 81 0 206 33 0 239 87 139 0 226 546 9:15 - 9:30 67 0 7 0 74 0 202 37 0 239 106 161 0 267 580 9:30 - 9:45 85 0 4 0 89 0 165 32 0 197 112 164 0 276 562 9:45 - 10:00 79 0 6 0 85 0 187 29 0 216 123 164 0 287 588 10:00 - 10:15 94 0 5 0 99 0 164 34 0 198 100 131 0 231 528 10:15 - 10:30 69 0 6 0 75 0 188 44 0 232 78 153 0 231 538 10:30 - 10:45 71 0 2 0 73 0 169 39 0 208 91 176 0 267 548 10:45 - 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 - 12:00 72 0 2 0 74 0 236 44 0 280 99 186 0 285 639 12:00 - 12:15 46 0 7 0 53 0 225 47 0 272 103 211 0 314 639 12:15 - 12:30 75 0 6 0 81 0 244 49 0 293 79 200 0 279 653 12:30 - 12:45 68 0 11 0 79 0 273 63 0 336 95 223 0 318 733 12:45 - 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 - 2:00 79 0 8 0 87 0 239 56 0 295 86 156 0 242 624 2:00 - 2:15 70 0 8 0 78 0 218 30 0 248 120 189 0 309 635 2:15 - 2:30 71 1 7 0 79 0 248 41 0 289 105 177 0 282 650 2:30 - 2:45 84 0 4 0 88 0 270 48 0 318 102 216 0 318 724 2:45 - 3:00 83 0 5 0 88 0 264 38 0 302 93 214 0 307 697 3:00 - 3:15 85 0 6 0 91 0 265 46 0 311 131 270 0 401 803 3:15 - 3:30 80 0 7 0 87 0 240 50 0 290 106 226 0 332 709 3:30 - 3:45 99 0 6 0 105 0 299 62 1 362 148 284 0 432 899 3:45 - 4:00 78 0 9 0 87 0 303 62 1 366 132 237 0 369 822 4:00 - 4:15 86 0 9 0 95 0 299 76 0 375 111 276 1 388 858 4:15 - 4:30 65 0 9 0 74 0 300 39 0 339 125 251 0 376 789 4:30 - 4:45 74 1 3 0 78 0 307 70 0 377 152 285 0 437 892 4:45 - 5:00 94 0 8 0 102 0 326 49 0 375 144 281 0 425 902 5:00 - 5:15 111 0 10 0 121 0 270 62 0 332 150 291 0 441 894 5:15 - 5:30 93 0 12 0 105 0 252 46 0 298 135 378 4 517 920 5:30 - 5:45 60 1 7 0 68 0 283 61 1 345 125 305 0 430 843 5:45 - 6:00 88 0 6 0 94 0 293 45 1 339 104 204 0 308 741 6:00 - 6:15 58 0 9 0 67 0 262 37 0 299 117 183 0 300 666 6:15 - 6:30 67 0 13 0 80 0 260 53 1 314 79 183 0 262 656 6:30 - 6:45 54 0 4 0 58 0 199 38 0 237 68 129 0 197 492 6:45 - 7:00 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 7:00 - 8:00 533 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 7:30 - 8:30 487 0 31 0 518 0 0 0 0 0 0 998 190 0 1188 570 799 0 0 1369 3075 7:45 - 8:45 440 0 30 0 470 0 0 0 0 0 0 932 181 0 1113 535 766 0 0 1301 2884 8:00 - 9:00 411 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 8:30 - 9:30 347 0 28 0 375 0 0 0 0 0 0 811 148 0 959 449 613 0 0 1062 2396 8:45 - 9:45 324 0 24 0 348 0 0 0 0 0 0 782 138 0 920 428 631 0 0 1059 2327 9:00 - 10:00 305 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 9:30 - 10:30 327 0 21 0 348 0 0 0 0 0 0 704 139 0 843 413 612 0 0 1025 2216 9:45 - 10:45 313 0 19 0 332 0 0 0 0 0 0 708 146 0 854 392 624 0 0 1016 2202 10:00 - 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 TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST 154 10:45 - 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 - 12:00 269 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 - 12:30 255 0 19 0 274 0 0 0 0 0 0 928 192 1 1121 380 793 0 0 1173 2568 11:45 - 12:45 261 0 26 0 287 0 0 0 0 0 0 978 203 0 1181 376 820 0 0 1196 2664 12:00 - 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 12:30 - 1:30 277 0 31 0 308 0 0 0 0 0 0 1001 232 2 1235 370 801 0 0 1171 2714 12:45 - 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 - 2:00 293 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 - 2:30 291 1 35 0 327 0 0 0 0 0 0 934 174 0 1108 408 719 0 0 1127 2562 1:45 - 2:45 304 1 27 0 332 0 0 0 0 0 0 975 175 0 1150 413 738 0 0 1151 2633 2:00 - 3:00 308 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 2:30 - 3:30 332 0 22 0 354 0 0 0 0 0 0 1039 182 0 1221 432 926 0 0 1358 2933 2:45 - 3:45 347 0 24 0 371 0 0 0 0 0 0 1068 196 1 1265 478 994 0 0 1472 3108 3:00 - 4:00 342 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 3:30 - 4:30 328 0 33 0 361 0 0 0 0 0 0 1201 239 2 1442 516 1048 0 1 1565 3368 3:45 - 4:45 303 1 30 0 334 0 0 0 0 0 0 1209 247 1 1457 520 1049 0 1 1570 3361 4:00 - 5:00 319 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 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 4:45 - 5:45 358 1 37 0 396 0 0 0 0 0 0 1131 218 1 1350 554 1255 0 4 1813 3559 5:00 - 6:00 352 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 5:45 - 6:45 267 0 32 0 299 0 0 0 0 0 0 1014 173 2 1189 368 699 0 0 1067 2555 6:00 - 7:00 212 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 155 CARS TURNING MOVEMENT COUNT - SUMMARY Counted by:VCU Intersection of:Merchant Street Date:May 17, 2016 Tuesday and:Martinsburg Pike Weather:Rainy/Cool Location:Winchester,Virginia Entered by:AW Star Rating: 5 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 7:00 - 7:15 13 5 0 18 0 17 78 0 95 42 86 0 128 241 7:15 - 7:30 13 2 0 15 0 41 108 0 149 71 79 0 150 314 7:30 - 7:45 17 14 0 31 0 28 142 0 170 58 89 1 148 349 7:45 - 8:00 18 14 0 32 0 34 111 0 145 75 83 5 163 340 8:00 - 8:15 19 10 0 29 0 22 92 0 114 78 87 2 167 310 8:15 - 8:30 11 15 0 26 0 32 101 0 133 57 69 3 129 288 8:30 - 8:45 18 8 0 26 0 20 87 0 107 62 75 0 137 270 8:45 - 9:00 18 12 0 30 0 35 87 0 122 51 69 5 125 277 9:00 - 9:15 23 12 0 35 0 25 95 0 120 53 59 0 112 267 9:15 - 9:30 15 18 0 33 0 19 76 0 95 73 74 3 150 278 9:30 - 9:45 19 15 0 34 0 19 67 0 86 45 83 3 131 251 9:45 - 10:00 22 11 1 34 0 25 62 0 87 62 82 1 145 266 10:00 - 10:15 22 16 0 38 0 18 64 0 82 49 65 0 114 234 10:15 - 10:30 20 22 0 42 0 26 77 0 103 63 72 3 138 283 10:30 - 10:45 25 17 0 42 0 13 60 0 73 71 67 0 138 253 10:45 - 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 - 12:00 47 19 0 66 0 33 51 0 84 59 124 3 186 336 12:00 - 12:15 40 31 0 71 0 32 65 0 97 78 127 3 208 376 12:15 - 12:30 41 30 0 71 0 28 69 0 97 82 157 0 239 407 12:30 - 12:45 51 36 0 87 0 26 80 0 106 82 158 4 244 437 12:45 - 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 - 2:00 28 18 0 46 0 24 82 0 106 76 93 3 172 324 2:00 - 2:15 22 32 0 54 0 18 61 0 79 72 77 1 150 283 2:15 - 2:30 26 22 0 48 0 25 75 0 100 79 94 2 175 323 2:30 - 2:45 40 23 0 63 0 26 88 1 115 85 88 1 174 352 2:45 - 3:00 39 35 0 74 0 14 54 0 68 99 91 2 192 334 3:00 - 3:15 42 20 1 63 0 12 63 0 75 94 92 4 190 328 3:15 - 3:30 24 27 0 51 0 14 54 0 68 106 84 4 194 313 3:30 - 3:45 43 17 0 60 0 27 102 0 129 136 94 3 233 422 3:45 - 4:00 39 11 0 50 0 35 88 0 123 115 118 6 239 412 4:00 - 4:15 60 40 0 100 0 20 93 0 113 130 95 2 227 440 4:15 - 4:30 39 25 0 64 0 31 77 1 109 136 73 2 211 384 4:30 - 4:45 78 36 0 114 0 22 89 0 111 131 105 7 243 468 4:45 - 5:00 37 26 0 63 0 27 86 0 113 135 111 2 248 424 5:00 - 5:15 62 31 1 94 0 27 82 0 109 145 122 2 269 472 5:15 - 5:30 34 50 0 84 0 17 72 0 89 192 127 7 326 499 5:30 - 5:45 45 43 0 88 0 26 85 0 111 161 129 2 292 491 5:45 - 6:00 23 34 0 57 0 31 70 0 101 121 88 5 214 372 6:00 - 6:15 30 32 0 62 0 15 79 0 94 86 87 2 175 331 6:15 - 6:30 26 26 0 52 0 28 69 0 97 91 92 6 189 338 6:30 - 6:45 22 33 0 55 0 20 65 0 85 64 87 1 152 292 6:45 - 7:00 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 7:00 - 8:00 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 7:30 - 8:30 65 0 53 0 118 0 0 0 0 0 116 446 0 0 562 0 268 328 11 607 1287 7:45 - 8:45 66 0 47 0 113 0 0 0 0 0 108 391 0 0 499 0 272 314 10 596 1208 8:00 - 9:00 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 8:30 - 9:30 74 0 50 0 124 0 0 0 0 0 99 345 0 0 444 0 239 277 8 524 1092 8:45 - 9:45 75 0 57 0 132 0 0 0 0 0 98 325 0 0 423 0 222 285 11 518 1073 9:00 - 10:00 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 9:30 - 10:30 83 0 64 1 148 0 0 0 0 0 88 270 0 0 358 0 219 302 7 528 1034 9:45 - 10:45 89 0 66 1 156 0 0 0 0 0 82 263 0 0 345 0 245 286 4 535 1036 10:00 - 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 TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST 156 10:45 - 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 - 12:00 136 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 - 12:30 161 0 99 0 260 0 0 0 0 0 115 244 0 1 360 0 290 508 8 806 1426 11:45 - 12:45 179 0 116 0 295 0 0 0 0 0 119 265 0 0 384 0 301 566 10 877 1556 12:00 - 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 12:30 - 1:30 187 0 120 0 307 0 0 0 0 0 103 282 0 1 386 0 309 478 10 797 1490 12:45 - 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 - 2:00 150 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 - 2:30 110 0 98 0 208 0 0 0 0 0 90 290 0 0 380 0 317 378 10 705 1293 1:45 - 2:45 116 0 95 0 211 0 0 0 0 0 93 306 0 1 400 0 312 352 7 671 1282 2:00 - 3:00 127 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 2:30 - 3:30 145 0 105 1 251 0 0 0 0 0 66 259 0 1 326 0 384 355 11 750 1327 2:45 - 3:45 148 0 99 1 248 0 0 0 0 0 67 273 0 0 340 0 435 361 13 809 1397 3:00 - 4:00 148 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 3:30 - 4:30 181 0 93 0 274 0 0 0 0 0 113 360 0 1 474 0 517 380 13 910 1658 3:45 - 4:45 216 0 112 0 328 0 0 0 0 0 108 347 0 1 456 0 512 391 17 920 1704 4:00 - 5:00 214 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 4:30 - 5:30 211 0 143 1 355 0 0 0 0 0 93 329 0 0 422 0 603 465 18 1086 1863 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 5:00 - 6:00 164 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 5:45 - 6:45 101 0 125 0 226 0 0 0 0 0 94 283 0 0 377 0 362 354 14 730 1333 6:00 - 7:00 106 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 157 National Data & Surveying ServicesIntersection Turning Movement Count Location:Merchant St/Snowden Bridge Blvd & Martinsburg Pike City:Winchester Project ID: Control:Signalized Date: NS/EW Streets: 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 SU 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 1 137 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 18 0 27 0 80 104 4 7 0 177 33 0 453 8:00 AM 8 0 1 0 16 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 EL ET 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 38 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 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 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 SU 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 1 0 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 NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :55 25 13 0 556 16 540 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 12:00 AM TOTAL PEAK HR VOL :23 13 7 0 211 5 205 6 491 685 5 27 3 478 140 1 2300 PEAK HR FACTOR :0.639 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 04:30 PM - 05:30 PM 0.9100.632 0.861 0.875 0.889 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 07:15 AM - 08:15 AM 0.9000.556 0.794 0.876 0.935 AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 21-260015-001 8/31/2021 Data - Total Merchant St/Snowden Bridge Blvd Merchant St/Snowden Bridge Blvd Martinsburg Pike Martinsburg Pike 158 National Data & Surveying ServicesIntersection Turning Movement Count Location:Snowden Bridge Blvd & Ezra Ln City:Winchester Project ID: Control:2-Way Stop(EB/WB)Date: NS/EW Streets: 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 SU 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 6:15 AM 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 WL 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 35 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 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 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 SU EL ET ER EU WL 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 6:30 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 NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL TOTAL VOLUMES :2 61 1 1 3 28 10 1 25 2 2 0 0 1 6 0 143 APPROACH %'s :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 12:00 AM TOTAL PEAK HR VOL :1 22 1 1 1 14 7 0 12 0 0 0 0 0 3 0 62 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 21-260015-002 8/31/2021 Data - Total Snowden Bridge Blvd Snowden Bridge Blvd Ezra Ln Ezra Ln AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 06:30 AM - 07:30 AM 0.6850.917 0.604 0.500 0.250 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 04:15 PM - 05:15 PM 0.7380.781 0.500 0.500 0.375 159 National Data & Surveying ServicesIntersection Turning Movement Count Location:I-81 NB Off-Ramp & Martinsburg Pike City:Winchester Project ID: Control:Signalized Date: NS/EW Streets: 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NU SL ST SR SU 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 SU 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 38 TOTAL PEAK HR VOL :470 0 202 0 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 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 2 0 1 0 0 0 0 0 0 2 0 0 0 2 0 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 137 0 69 0 0 0 0 0 0 289 0 0 0 222 0 0 717 4:15 PM 95 0 75 0 0 0 0 0 0 308 0 1 0 231 0 0 710 4:30 PM 142 0 88 0 0 0 0 0 0 304 0 1 0 252 0 0 787 4:45 PM 128 0 115 0 0 0 0 0 0 317 0 2 0 200 0 0 762 5:00 PM 104 0 85 0 0 0 0 0 0 342 0 0 0 268 0 0 799 5:15 PM 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 0 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 6:30 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 NU 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 HR :04:30 PM 12:00 AM 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 21-260015-003 8/31/2021 Data - Total I-81 NB Off-Ramp I-81 NB Off-Ramp Martinsburg Pike Martinsburg Pike AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 07:15 AM - 08:15 AM 0.9290.832 0.870 0.878 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 04:30 PM - 05:30 PM 0.9600.890 0.913 0.914 160 National Data & Surveying ServicesIntersection Turning Movement Count Location:Redbud Rd/I-81 NB On-Ramp & Martinsburg Pike City:Winchester Project ID: Control:Signalized Date: NS/EW Streets: 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SU 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 21 0 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 SU EL ET ER EU WL WT 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 38 TOTAL PEAK HR VOL :84 2 11 0 0 0 0 0 290 679 109 0 29 871 41 0 2116 PEAK HR FACTOR :0.778 0.250 0.688 0.000 0.000 0.000 0.000 0.000 0.763 0.893 0.879 0.000 0.725 0.882 0.788 0.000 Headers NBL NBT NBR NBU SBL SBT SBR SBU EBL EBT EBR EBU WBL WBT WBR WBU 0 1 0 0 0 0 0 0 1 2 1 0 1 2 1 0 NL NT NR NU SL ST SR SU EL ET ER EU WL WT WR WU TOTAL 4:00 PM 40 4 5 0 0 0 0 0 99 242 13 0 6 185 17 0 611 4:15 PM 36 1 5 0 0 0 0 0 98 272 17 0 4 192 22 0 647 4:30 PM 41 1 7 0 0 0 0 0 90 273 26 1 3 220 7 0 669 4:45 PM 36 4 8 0 0 0 0 0 103 308 22 1 5 154 22 0 663 5:00 PM 41 1 5 0 0 0 0 0 96 297 26 0 2 227 15 0 710 5:15 PM 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 NU 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 12:00 AM 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 0.705 0.000 0.000 0.000 0.000 0.000 0.919 0.954 0.942 0.500 0.500 0.912 0.739 0.000 21-260015-004 8/31/2021 Data - Total Redbud Rd/I-81 NB On-Ramp Redbud Rd/I-81 NB On-Ramp Martinsburg Pike Martinsburg Pike AM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 07:15 AM - 08:15 AM 0.9480.782 0.898 0.894 PM NORTHBOUND SOUTHBOUND EASTBOUND WESTBOUND 04:30 PM - 05:30 PM 0.9260.929 0.950 0.885 161 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com C. 2021 HCM Level of Service Definitions 162 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com TECHNICAL MEMORANDUM Subject: Level of Service Definitions Introduction The purpose of this memorandum is to define the level of service (LOS) metric that 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. 163 Level of Service Definitions Page 2 15125 Washington Street / Suite 212 / Haymarket, VA 20169 / T 571.248.0992 goroveslade.com 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. 164 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com D. 2021 Existing Conditions – Capacity Analysis Worksheets 165 Queues 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 1 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 0000 Reduced v/c Ratio 0.50 0.69 0.31 0.39 Intersection Summary 166 HCM 6th Signalized Intersection Summary 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 884 0 0 955 470 202 Future Volume (veh/h) 884 0 0 955 470 202 Initial Q (Qb), veh 000000 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/ln 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/ln 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/ln 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+I1), 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 167 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 4 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 0000 Spillback Cap Reductn 000020900 Storage Cap Reductn 0000000 Reduced v/c Ratio 0.43 0.42 0.15 0.05 0.71 0.06 0.47 Intersection Summary 168 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 290 687 109 29 871 41 84 2 11 0 0 0 Future Volume (veh/h) 290 687 109 29 871 41 84 2 11 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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/ln 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/ln 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+I1), 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. 169 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 7 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 06202620 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 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 170 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 8 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 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)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 002043 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 552716374 38 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 AAEBBEEEDD 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 171 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 9 Movement SBR Lane Configurations 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 0.90 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 172 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: EXAM Holtzman Winchester TIA Synchro 10 Report Existing (2021) AM Peak Hour Page 12 Intersection Int Delay, s/veh 1.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 5 0001111400277 Future Vol, veh/h 5 0001111400277 Conflicting Peds, #/hr 0 00000000000 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 0000006400410 Mvmt Flow 6 0001111600328 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 1 830 869 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - -AAAAAA - - HCM 95th %tile Q(veh) 0 - - 0 - - 0 0 0 - - 173 Queues 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 1 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 0000 Reduced v/c Ratio 0.78 0.79 0.32 1.26 Intersection Summary 174 HCM 6th Signalized Intersection Summary 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1327 0 0 983 502 363 Future Volume (veh/h) 1327 0 0 983 502 363 Initial Q (Qb), veh 000000 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/ln 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, %4003102 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/ln 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/ln 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 175 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 4 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 0000 Spillback Cap Reductn 000011500 Storage Cap Reductn 0000000 Reduced v/c 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. 176 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 402 1190 98 20 828 65 155 11 31 0 0 0 Future Volume (veh/h) 402 1190 98 20 828 65 155 11 31 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 323010 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 Grp Volume(v), veh/h 432 1280 105 22 890 70 212 0 0 Grp Sat Flow(s),veh/h/ln 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 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/ln 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 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 177 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 7 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 808 638 487 Turn Bay Length (ft) 408 1000 237 270 290 230 205 135 Base Capacity (vph) 1094 2450 882 233 1574 968 240 114 319 363 264 381 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 178 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 8 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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)00020080008098 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 552716374 38 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 BEEEED Approach Delay (s)23.6 25.8 57.2 52.7 Approach LOS C C E D Intersection Summary 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 179 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 9 Movement SBR Lane Configurations 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, d1 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 180 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: EXPM Holtzman Winchester TIA Synchro 10 Report Existing (2021) PM Peak Hour Page 12 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 13 000031271185 Future Vol, veh/h 13 000031271185 Conflicting Peds, #/hr 0 00000000000 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 0000330910014200 Mvmt Flow 15 000041321196 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 32 49 8 42 52 17 15 0 0 33 0 0 Stage 1 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - -AAAAAA - - HCM 95th %tile Q(veh) 0 - - 0 - - - 0 0 - - 181 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com E. Greenway Engineering Graystone Office & Industrial Park Traffic Impact Study [TIS] Excerpts 182 183 184 185 186 187 188 189 190 191 192 193 194 195 196 197 198 199 200 201 202 203 204 205 206 207 208 209 210 211 212 213 214 215 216 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com F. Stowe Engineering Omps Northeast Rezoning Traffic Impact Study [TIS] Excerpts 217 SCOPING INFORMATION Traffic Impact Study for Omps Northeast Rezoning September 27, 2016 Rev 8-9-17 Prepared for K&J Investments Winchester, VA 22603 Prepared by Stowe Engineering, PLC 103 Heath Court Winchester, VA 22602 218 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. 219 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 1 PROJECT LOCATION Intersection count (1 & 2) Tube count site 2 3 5 220 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. Figure 10 Trip Distribution for Phase 1 of Graystone Commerce Center 13 221 Trip Generation SummaryOpen Date:Analysis Date:12/17/20181/27/2017Project: Omps NE Rezoning BackgroundAlternative: BK GRND Graystone Phase 1Phase:ITE Land UseEnter Exit Enter ExitEnter ExitTotalTotal Total***Weekday Average Daily TripsWeekday AM Peak Hour ofAdjacent Street TrafficWeekday PM Peak Hour ofAdjacent Street Traffic150 Manufacturing/Warehousing220 Gross Floor Area 1000 SF342 342 68430 23 5318 33 51760 Office / R&D680 Gross Floor Area 1000 SF1483 1482 2965275 24 29945 207 252Unadjusted Volume1825 1824 3649305 47 35263 240 303Internal Capture Trips0 0 00 0 00 0 0000 000 0001825 1824 3649305 47 35263 240 303Pass-By TripsVolume Added to Adjacent StreetsTotal Weekday Average Daily Trips Internal Capture = 0 PercentTotal Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentTotal Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentP. 1TRIP GENERATION 2014, TRAFFICWARE, LLCSource: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012- Custom rate used for selected time period.*14222 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. Snowden Bridge Blvd. 76 (16) 12 (60) 2 Nulton Ln (pvt) 1 Merchant St 198 (41) 12 (60) 31 (156) 76 (16) 5 (24) 31 (6) 2,375 Legend: AM Peak Hr, (PM Peak HR), ADT 360 915 915 Figure 11 Trip Assignment for Background Trips for Phase 1 of Graystone Commerce Center 15 223 Figure 13 No-Build Year 2018 AM Peak Hour Lane Geometry, Delay and LOS Figure 12 No-Build Year 2018 AM and PM Peak Hour Turning Movement Volumes 0 (2) 3 (20) Snowden Bridge Blvd. 464 (348) 670 (482) 1 (4) 324 (818) 2 (3) 2 Nulton Ln (pvt) 37 (144) 54 (213) 1 Merchant St 130 (116) 205 (45) 276 (616) 12 (60) 31 (165) 76 (16) 5 (24) 31 (6) 352 (437) 22,215 Legend: AM Peak Hr, (PM Peak HR), ADT 11,325 15,685 15,700 85 Legend: Delay in sec., (##.#) Snowden Bridge Blvd. C (24.0) B (11.6) 2 Nulton Ln (pvt) C (26.5) C (27.3) 1 Merchant St B (18.4) B (14.3) B (15.1) C (28.0) C (27.8) C (27.8) C (28.5) C (31 C (26.1) 16 224 Figure 14 No-Build Year 2018 AM Peak Hour Queue Length (ft) Snowden Bridge Blvd. 153 (-) 0 (100) 2 Nulton Ln (pvt) 19 (200) 0 (120) 1 Merchant St 0 (250) 0 (1050) 77 (-) 0 (220) 17 (260) 32 (280) 10 (-) 42 (-) 128 (400) Legend: Delay in sec., (##.#) Snowden Bridge Blvd. C (25.2) C (16.9) 2 Nulton Ln (pvt) C (28.8) C (27.3) 1 Merchant St C (20.9) B (13.4) B (18.0) C (28.0) D (36.5) D (36.0) C (28.8) C (27.6) D (41.1) Legend: 95th Percentile Queue (Available Storage) Figure 15 No-Build Year 2018 PM Peak Hour Lane Configuration, Delay and Level of Service 17 225 Figure 16 No-Build Year 2018 PM Peak Hour Queue Length (ft) Snowden Bridge Blvd. 105 (-) 0 (100) 2 Nulton Ln (pvt) 62 (200) 0 (120) 1 Merchant St 0 (250) 0 (1050) 168 (-) 0 (220) 77 (260) 12 (280) 31 (-) 52 (-) 182 (400) Legend: 95th Percentile Queue (Available Storage) 18 226 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, 9th 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 I-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. Figure 17 Distribution of New Trips 19 227 Trip Generation SummaryOpen Date:Analysis Date:12/15/20189/19/2016Project: Omps Northeast RezoningAlternative: Build-out 2018Phase:ITE Land UseEnter Exit Enter ExitEnter ExitTotalTotal Total***Weekday Average Daily TripsWeekday AM Peak Hour ofAdjacent Street TrafficWeekday PM Peak Hour ofAdjacent Street Traffic934 Fast Food Rest. w/ Drive Thru3 Gross Floor Area 1000 SF744 744 148869 67 13651 47 98945 Conv. Market with Fuel Pumps12 Vehicle Fueling Positions977 976 195361 61 12281 81 162Unadjusted Volume1721 1720 3441130 128 258132 128 260Internal Capture Trips0 0 00 0 00 0 00 0 071 71 14269 69 1381721 1720 344159 57 11663 59 122Pass-By TripsVolume Added to Adjacent StreetsTotal Weekday Average Daily Trips Internal Capture = 0 PercentTotal Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentTotal Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentP. 1TRIP GENERATION 2014, TRAFFICWARE, LLCSource: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012- Custom rate used for selected time period.*20228 Snowden Bridge Blvd. 21 (9) 17 (18) 2 Nulton Ln (pvt) 1 Merchant St 6 (6) Figure 18 Assignment of New Trips 18 (6) 24 (25) 3 (3) 3 (3) 23 (24) 6 (6) 6 (6) 24 (21) Snowden Bridge Blvd. 3 18 (24) 3 (3) Legend: AM Peak Hr, (PM Peak HR), 17 (12) 33 (47) 36 (50) 23 (18) 4 Site Entrance 21 229 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. Snowden Bridge Blvd. 11 (9) 11 (9) 2 Nulton Ln (pvt) 1 Merchant St -11 (-9) Figure 18A Assignment of Pass-by Trips -21 (-21) 28 (28) 4 (3) 28 (24) 4 (6) 21 (21) 24 (21) Snowden Bridge Blvd. 3 21 (24) 4 (7) Legend: AM Peak Hr, (PM Peak HR), 32 (12) 53 (-21) 56 (55) 39 (18) 4 Site Entrance -28 (-28) 22 230 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. 23 231 Figure 19 Build Year 2018 AM and PM Peak Hour Turning Movement Volumes 0 (2) 3 (20) Snowden Bridge Blvd. 436 (320) 694 (507) 33 (32) 319 (805) 30 (31) 2 Nulton Ln (pvt) 40 (147) 54 (213) 1 Merchant St 130 (116) 232 (85) 273 (601) 39 (87) 82 (213) 128 (69) 15 (36) 38 (12) 352 (437) 22,760 Legend: AM Peak Hr, (PM Peak HR), ADT 11,580 16,170 16,180 710 Snowden Bridge Blvd. 3 39 (48) 7 (10) Legend: AM Peak Hr, (PM Peak HR), 97 (289) 398 (166) 6,060 92 (105) 62 (36) 4 Site Entrance 1,700 24 232 8 Figure 20 Build Year 2018 AM Peak Hour Lane Geometry, Delay and LOS Legend: Delay in sec., (##.#) Snowden Bridge Blvd. D (35.7) B (10.7) 2 Nulton Ln (pvt) C (30.5) C (27.3) 1 Merchant St B (21.7) B (17.1) B (18.2) C (22.6) C (24.5) C (31.8) C (22.8) C (32.3) C (25.4) Snowden Bridge Blvd. 3 A (8.7) Legend: AM Peak Hr, (PM Peak HR), A (8.5) A (7.4) 4 Site Entrance 25 233 Figure 21 Build Year 2018 AM Peak Hour Queue Length (ft) Snowden Bridge Blvd. 144 (-) 4 (100) 2 Nulton Ln (pvt) 20 (200) 0 (120) 1 Merchant St 0 (250) 10 (1050) 76 (-) 0 (220) 35 (260) 49 (280) 21 (-) 46 (-) 123 (400) Snowden Bridge Blvd. 3 2 (-) Legend: AM Peak Hr, (PM Peak HR), 5 (100) 5 (-) 4 Site Entrance 26 234 Figure 22 Build Year 2018 PM Peak Hour Lane Geometry, Delay and LOS Legend: Delay in sec., (##.#) Snowden Bridge Blvd. C (31.0) C (18.3) 2 Nulton Ln (pvt) C (33.3) C (29.0) 1 Merchant St C (23.9) B (16.2) C (23.4) C (26.2) C (29.7) C (30.2) C (26.9) C (30.0) C (27.1) Snowden Bridge Blvd. 3 A (9.4) Legend: AM Peak Hr, (PM Peak HR), A (8.4) A (7.4) 4 Site Entrance 27 235 Figure 23 Build Year 2018 PM Peak Hour Queue Length (ft) Snowden Bridge Blvd. 106 (-) 10 (100) 2 Nulton Ln (pvt) 58 (200) 0 (120) 1 Merchant St 0 (250) 0 (1050) 176 (-) 0 (220) 87 (260) 33 (280) 40 (-) 62 (-) 160 (400) Snowden Bridge Blvd. 3 5 (-) Legend: AM Peak Hr, (PM Peak HR), 2 (100) 5 (-) 4 Site Entrance 28 236 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. Figure 24 Trip distribution for Snowden Bridge Sta - General Office 29 237 Trip Generation SummaryOpen Date:Analysis Date:10/1/20221/27/2017Project: Omps NE Rezoning BackgroundAlternative: Omps SE Conv Store w/ FuelPhase:ITE Land UseEnter Exit Enter ExitEnter ExitTotalTotal Total***Weekday Average Daily TripsWeekday AM Peak Hour ofAdjacent Street TrafficWeekday PM Peak Hour ofAdjacent Street Traffic945 Omps SE Conv Store with F15 Vehicle Fueling Positions1221 1221 244276 76 152102 101 203Unadjusted Volume1221 1221 244276 76 152102 101 203Internal Capture Trips0 0 00 0 00 0 00 0 0 474794 57571141221 1221 244229 29 5845 44 89Pass-By TripsVolume Added to Adjacent StreetsTotal Weekday Average Daily Trips Internal Capture = 0 PercentTotal Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentTotal Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentP. 1TRIP GENERATION 2014, TRAFFICWARE, LLCSource: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012- Custom rate used for selected time period.*30238 Trip Generation SummaryOpen Date:Analysis Date:5/11/20221/27/2017Project: Omps NE Rezoning BackgroundAlternative: Snowden Bridge Sta - Gen. OfficePhase:ITE Land UseEnter Exit Enter ExitEnter ExitTotalTotal Total***Weekday Average Daily TripsWeekday AM Peak Hour ofAdjacent Street TrafficWeekday PM Peak Hour ofAdjacent Street Traffic710 Snowden Br Sta - Gen Offi37.5 Gross Floor Area 1000 SF312 311 62377 10 8720 100 120Unadjusted Volume312 311 62377 10 8720 100 120Internal Capture Trips0 0 00 0 00 0 0000 000 000312 311 62377 10 8720 100 120Pass-By TripsVolume Added to Adjacent StreetsTotal Weekday Average Daily Trips Internal Capture = 0 PercentTotal Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentTotal Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentP. 1TRIP GENERATION 2014, TRAFFICWARE, LLCSource: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012- Custom rate used for selected time period.*31239 Trip Generation SummaryOpen Date:Analysis Date:5/1/20241/27/2017Project: Omps NE Rezoning - BackgroundAlternative: Snowden Br Sta - Light Ind.Phase:ITE Land UseEnter Exit Enter ExitEnter ExitTotalTotal Total***Weekday Average Daily TripsWeekday AM Peak Hour ofAdjacent Street TrafficWeekday PM Peak Hour ofAdjacent Street Traffic110 Snowden Bridge Sta (N. Stephenson) Light Ind.200 Gross Floor Area 1000 SF696 696 1392129 18 14715 114 129Unadjusted Volume696 696 1392129 18 14715 114 129Internal Capture Trips0 0 00 0 00 0 0000 000 000696 696 1392129 18 14715 114 129Pass-By TripsVolume Added to Adjacent StreetsTotal Weekday Average Daily Trips Internal Capture = 0 PercentTotal Weekday AM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentTotal Weekday PM Peak Hour of Adjacent Street Traffic Internal Capture = 0 PercentP. 1TRIP GENERATION 2014, TRAFFICWARE, LLCSource: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012- Custom rate used for selected time period.*32240 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: 33 241 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com G. Individual Background Development Site Trips 242 243 244 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com H. 2024 Future Conditions without Development– Capacity Analysis Worksheets 245 Queues 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 1 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 0000 Reduced v/c Ratio 0.69 0.61 0.33 0.61 Intersection Summary 246 HCM 6th Signalized Intersection Summary 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1065 0 0 1042 499 262 Future Volume (veh/h) 1065 0 0 1042 499 262 Initial Q (Qb), veh 000000 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/ln 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/ln 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/ln 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 247 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 4 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 0000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 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. 248 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 308 910 109 29 958 56 84 2 11 0 0 0 Future Volume (veh/h) 308 910 109 29 958 56 84 2 11 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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/ln 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/ln 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 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 249 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 7 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 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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 250 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 8 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 AAEBBEDDEE Approach Delay (s)12.4 23.4 54.2 56.4 Approach LOS B C D E Intersection Summary 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 251 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 9 Movement SBR Lane Configurations 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 252 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 12 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000000 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 002020212262 Mvmt Flow 5 0 0 14 1 67 1 49 8 98 312 8 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 ABBAA - - HCM 95th %tile Q(veh) 0 - - 0.1 - 0.1 0 0.2 0.2 - - 253 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB AM Holtzman Winchester TIA Synchro 10 Report FB (2024) AM Peak Hour Page 14 Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 32 106 7 0 384 Future Vol, veh/h 0 32 106 7 0 384 Conflicting Peds, #/hr 0 00000 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 Minor1 Major1 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 NBRWBLn1 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 - 254 Queues 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 1 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 0000 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. 255 HCM 6th Signalized Intersection Summary 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1445 0 0 1139 533 404 Future Volume (veh/h) 1445 0 0 1139 533 404 Initial Q (Qb), veh 000000 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/ln 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, %4003102 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/ln 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/ln 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 256 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 4 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 0000 Spillback Cap Reductn 000020800 Storage Cap Reductn 0000000 Reduced v/c 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. 257 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 427 1324 98 20 984 111 155 11 31 0 0 0 Future Volume (veh/h) 427 1324 98 20 984 111 155 11 31 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 323010 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 Grp Volume(v), veh/h 459 1424 105 22 1058 119 212 0 0 Grp Sat Flow(s),veh/h/ln 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 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/ln 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 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 258 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 7 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 851 325 122 325 363 225 349 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 259 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 8 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 260 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 9 Movement SBR Lane Configurations 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 261 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 12 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000000 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 0000330910014202 Mvmt Flow 14 0 0 14 0 61 1 254 8 112 61 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 417 552 33 515 550 131 66 0 0 262 0 0 Stage 1 288 288 - 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 1 679 677 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - -BABAAA - - HCM 95th %tile Q(veh) 0 - - 0.1 - 0.1 - 0.2 0.3 - - 262 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB24 PM Holtzman Winchester TIA Synchro 10 Report FB (2024) PM Peak Hour Page 14 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 38 297 6 0 164 Future Vol, veh/h 0 38 297 6 0 164 Conflicting Peds, #/hr 0 00000 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 Minor1 Major1 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 NBRWBLn1 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 - 263 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com I. 2024 Future Conditions with Development– Capacity Analysis Worksheets 264 Queues 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 1 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 0000 Reduced v/c Ratio 0.70 0.64 0.33 0.64 Intersection Summary 265 HCM 6th Signalized Intersection Summary 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1095 0 0 1073 499 283 Future Volume (veh/h) 1095 0 0 1073 499 283 Initial Q (Qb), veh 000000 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/ln 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, %9008139 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/ln 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/ln 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 266 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 4 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 m1 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 0000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 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. 267 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 308 961 109 29 989 67 84 2 11 0 0 0 Future Volume (veh/h) 308 961 109 29 989 67 84 2 11 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 910910009 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/ln 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/ln 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 Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 268 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 7 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 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 269 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 8 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 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 270 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 9 Movement SBR Lane Configurations 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, d1 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 271 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 13 Intersection Int Delay, s/veh 5.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations 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 000000000000 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 0020222122260 Mvmt Flow 97 0 0 14 1 68 5 49 8 39 98 316 8 Major/Minor Minor2 Minor1 Major1 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 1 449 496 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 272 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan: TF24 AM Holtzman Winchester TIA Synchro 10 Report TF (2024) AM Peak Hour Page 16 Intersection Int Delay, s/veh 0.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000000 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 222222492262 Mvmt Flow 0 0 43 0 0 35 0 246 8 0 417 55 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1WBLn1 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 - - 273 Queues 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 1 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 0000 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. 274 HCM 6th Signalized Intersection Summary 1: I-81 NB Off Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (veh/h) 1477 0 0 1178 533 427 Future Volume (veh/h) 1477 0 0 1178 533 427 Initial Q (Qb), veh 000000 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/ln 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, %4003102 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/ln 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/ln 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 275 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 4 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 0000 Spillback Cap Reductn 000027400 Storage Cap Reductn 0000000 Reduced v/c 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. 276 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 427 1379 98 20 1023 124 155 11 31 0 0 0 Future Volume (veh/h) 427 1379 98 20 1023 124 155 11 31 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 323010 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 Grp Volume(v), veh/h 459 1483 105 22 1100 133 212 0 0 Grp Sat Flow(s),veh/h/ln 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 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/ln 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 HCM 6th LOS F Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. 277 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 7 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 780 535 210 395 381 226 353 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 278 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 8 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 DDDDD Approach Delay (s)34.6 33.9 48.1 54.0 Approach LOS CCDD 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 279 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 9 Movement SBR Lane Configurations 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, d1 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 280 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 13 Intersection Int Delay, s/veh 6.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations 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 000000000000 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 0020423162240 Mvmt Flow 125 0 0 14 0 61 7 253 8 48 112 65 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 529 663 35 624 661 131 70 0 0 261 261 0 0 Stage 1 388 388 - 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 1 605 612 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 281 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan: TF24 PM Holtzman Winchester TIA Synchro 10 Report TF (2024) PM Peak Hour Page 16 Intersection Int Delay, s/veh 1.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000000 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 22222232242 Mvmt Flow 0 0 52 0 0 41 0 480 7 0 178 79 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1WBLn1 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 - - 282 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com J. 2024 Future Conditions with Development – HCS Weaving Assessment Worksheets 283 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Agency/Company GS Date Performed 9/20/2021 Analysis Time Period AM Peak Hour Freeway/Dir of Travel Snowden Bridge Blvd SB Weaving Segment Location Right-Out to Ezra Lane Analysis Year 2024 Project Description Holtzman Winchester Inputs Weaving configuration Two-Sided Weaving number of lanes, N 2 Weaving segment length, LS 300ft Freeway free-flow speed, FFS 35 mph Segment type C-D Roadway/ Multilane Highways Freeway minimum speed, SMIN 15 Freeway maximum capacity, CIFL 1750 Terrain type Level Conversions to pc/h Under Base Conditions V (veh/h)PHF Truck (%)RV (%)E T E R fHV fp v (pc/h) VFF 291 0.92 6 0 1.5 1.2 0.971 1.00 326 VRF 4 0.92 2 0 1.5 1.2 0.990 1.00 4 VFR 90 0.92 2 0 1.5 1.2 0.990 1.00 99 VRR 36 0.92 2 0 1.5 1.2 0.990 1.00 40 VNW 429 V =469 VW 40 VR 0.085 Configuration Characteristics Minimum maneuver lanes, NWL 0 lc Interchange density, ID 0.0 int/mi Minimum RF lane changes, LCRF 0 lc/pc Minimum FR lane changes, LCFR 0 lc/pc Minimum RR lane changes, LCRR 1 lc/pc Minimum weaving lane changes, LCMIN 40 lc/h Weaving lane changes, LCW 40 lc/h Non-weaving lane changes, LCNW 0 lc/h Total lane changes, LCALL 40 lc/h Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate, v 458 veh/h Weaving segment capacity, cw 2472 veh/h Weaving segment v/c ratio 0.185 Weaving segment density, D 7.0 pc/mi/ln Level of Service, LOS A Weaving intensity factor, W 0.046 Weaving segment speed, S 33.6 mph Average weaving speed, SW 34.1 mph Average non-weaving speed, SNW 33.6 mph Maximum weaving length, LMAX 6529 ft Notes a. Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of Chapter 13, "Freeway Merge and Diverge Segments". b. For volumes that exceed the weaving segment capacity, the level of service is "F". Copyright © 2014 University of Florida, All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 8:07 PM Page 1 of 1FREEWAY WEAVING WORKSHEET 11/18/2021file:///C:/Users/sanant/AppData/Local/Temp/s2k8307.tmp 284 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Agency/Company GS Date Performed 9/20/2021 Analysis Time Period PM Peak Hour Freeway/Dir of Travel Snowden Bridge Blvd SB Weaving Segment Location Right-Out to Ezra Lane Analysis Year 2024 Project Description Holtzman Winchester Inputs Weaving configuration Two-Sided Weaving number of lanes, N 2 Weaving segment length, LS 300ft Freeway free-flow speed, FFS 35 mph Segment type C-D Roadway/ Multilane Highways Freeway minimum speed, SMIN 15 Freeway maximum capacity, CIFL 1750 Terrain type Level Conversions to pc/h Under Base Conditions V (veh/h)PHF Truck (%)RV (%)E T E R fHV fp v (pc/h) VFF 60 0.92 4 0 1.5 1.2 0.980 1.00 67 VRF 4 0.92 2 0 1.5 1.2 0.990 1.00 4 VFR 102 0.92 2 0 1.5 1.2 0.990 1.00 112 VRR 44 0.92 2 0 1.5 1.2 0.990 1.00 48 VNW 183 V =231 VW 48 VR 0.208 Configuration Characteristics Minimum maneuver lanes, NWL 0 lc Interchange density, ID 0.0 int/mi Minimum RF lane changes, LCRF 0 lc/pc Minimum FR lane changes, LCFR 0 lc/pc Minimum RR lane changes, LCRR 1 lc/pc Minimum weaving lane changes, LCMIN 48 lc/h Weaving lane changes, LCW 48 lc/h Non-weaving lane changes, LCNW 0 lc/h Total lane changes, LCALL 48 lc/h Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate, v 229 veh/h Weaving segment capacity, cw 2314 veh/h Weaving segment v/c ratio 0.099 Weaving segment density, D 3.4 pc/mi/ln Level of Service, LOS A Weaving intensity factor, W 0.053 Weaving segment speed, S 34.1 mph Average weaving speed, SW 34.0 mph Average non-weaving speed, SNW 34.1 mph Maximum weaving length, LMAX 7748 ft Notes a. Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of Chapter 13, "Freeway Merge and Diverge Segments". b. For volumes that exceed the weaving segment capacity, the level of service is "F". Copyright © 2014 University of Florida, All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 7:58 PM Page 1 of 1FREEWAY WEAVING WORKSHEET 11/18/2021file:///C:/Users/sanant/AppData/Local/Temp/s2kF197.tmp 285 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com K. 2028 Future Conditions without Development – Capacity Analysis Worksheets 286 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 1 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 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 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. 287 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 333 809 0 0 1126 61 540 1 280 0 0 0 Future Volume (veh/h) 333 809 0 0 1126 61 540 1 280 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 900910009 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/ln 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/ln 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. 288 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 4 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 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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 289 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 5 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 290 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 6 Movement SBR Lane Configurations 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 291 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 9 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000 000 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 002022212 260 Mvmt Flow 5 0 0 14 1 68 1 154 8 98 462 8 Major/Minor Minor2 Minor1 Major1 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 1 408 462 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 292 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB28 AM Holtzman Winchester TIA Synchro 10 Report FB (2028) AM Peak Hour Page 11 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 32 203 7 0 522 Future Vol, veh/h 0 32 203 7 0 522 Conflicting Peds, #/hr 0 00000 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 Minor1 Major1 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 NBRWBLn1 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 - 293 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 1 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 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c 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. 294 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 462 1098 0 0 1224 123 577 1 435 0 0 0 Future Volume (veh/h) 462 1098 0 0 1224 123 577 1 435 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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, %9200323010 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/ln 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/ln 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. 295 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 4 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 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c 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 296 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 5 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 DCDDDEE 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 297 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 6 Movement SBR Lane Configurations 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, d1 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 298 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 9 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000 000 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 002042316 240 Mvmt Flow 14 0 0 14 0 61 1 464 8 112 186 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 647 887 96 787 885 236 191 0 0 472 0 0 Stage 1 413 413 - 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 1 584 597 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 299 HCM 6th TWSC 6: Snowden Bridge Boulevard & Omps NE RIRO Timing Plan: FB28 PM Holtzman Winchester TIA Synchro 10 Report FB (2028) PM Peak Hour Page 11 Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 38 490 6 0 279 Future Vol, veh/h 0 38 490 6 0 279 Conflicting Peds, #/hr 0 00000 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 23224 Mvmt Flow 0 41 533 7 0 303 Major/Minor Minor1 Major1 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 NBRWBLn1 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 - 300 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com L. 2028 Future Conditions with Development (By-Right) – Capacity Analysis Worksheets 301 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 1 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 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 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. 302 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 333 853 0 0 1160 73 540 1 311 0 0 0 Future Volume (veh/h) 333 853 0 0 1160 73 540 1 311 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 900910009 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/ln 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/ln 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. 303 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 4 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 809 374 238 410 311 151 335 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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 304 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 5 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 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 305 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 6 Movement SBR Lane Configurations 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, d1 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 306 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 9 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000 000 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 002022212 260 Mvmt Flow 63 0 2 14 1 68 8 154 8 98 464 39 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 774 858 252 602 873 81 503 0 0 162 0 0 Stage 1 680 680 - 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 - - Stage 1 398 454 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 307 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 11 Intersection Int Delay, s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 02003202567055116 Future Vol, veh/h 0 02003202567055116 Conflicting Peds, #/hr 0 00000000000 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 222222492262 Mvmt Flow 0 02003502788059917 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1WBLn1 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 - - 308 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike)Timing Plan: TF28 AM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) AM Peak Hour By-Right Page 13 Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1089 75 0 1094 0 20 Future Vol, veh/h 1089 75 0 1094 0 20 Conflicting Peds, #/hr 0 00000 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 22222 Mvmt Flow 1184 82 0 1189 0 22 Major/Minor Major1 Major2 Minor1 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 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 - - - 309 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 1 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 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 Reduced v/c 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. 310 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 462 1189 0 0 1352 165 577 1 501 0 0 0 Future Volume (veh/h) 462 1189 0 0 1352 165 577 1 501 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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, %9200323010 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/ln 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/ln 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 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. 311 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 4 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 235 997 683 918 430 554 360 194 346 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 312 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 5 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 DCDDDEE Approach Delay (s)35.0 51.5 38.5 58.0 Approach LOS D D D E Intersection Summary 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 313 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 6 Movement SBR Lane Configurations 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, d1 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 314 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 9 Intersection Int Delay, s/veh 14.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000 000 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 002042316 240 Mvmt Flow 226 0 7 14 0 61 15 464 8 112 195 70 Major/Minor Minor2 Minor1 Major1 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 - - Stage 1 552 573 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 315 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 11 Intersection Int Delay, s/veh 0.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 06003806856034033 Future Vol, veh/h 0 06003806856034033 Conflicting Peds, #/hr 0 00000000000 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 22222232242 Mvmt Flow 0 07004107457037036 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1WBLn1 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 - - 316 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike)Timing Plan: TF28 PM BR Holtzman Winchester TIA Synchro 10 Report TF BR (2028) PM Peak Hour By-Right Page 13 Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1533 157 0 1337 0 75 Future Vol, veh/h 1533 157 0 1337 0 75 Conflicting Peds, #/hr 0 00000 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 22222 Mvmt Flow 1666 171 0 1453 0 82 Major/Minor Major1 Major2 Minor1 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 - - - 317 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com M. 2028 Future Conditions with Development (Proffer) – Capacity Analysis Worksheets 318 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 1 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 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 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. 319 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 333 883 0 0 1191 84 540 1 332 0 0 0 Future Volume (veh/h) 333 883 0 0 1191 84 540 1 332 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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 900910009 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/ln 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/ln 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. 320 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 4 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 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 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. 321 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 5 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 DCCDDDED Approach Delay (s)23.6 35.8 43.8 53.5 Approach LOS CDDD 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 322 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 6 Movement SBR Lane Configurations 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, d1 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 323 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 10 Intersection Int Delay, s/veh 11.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations 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 000000000000 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 0020222122260 Mvmt Flow 154 0 2 14 1 67 12 155 8 39 98 468 39 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 864 949 254 691 964 82 507 0 0 163 163 0 0 Stage 1 762 762 - 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 1 355 416 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 - - 324 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 13 Intersection Int Delay, s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000000 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 222222492262 Mvmt Flow 0 0 46 0 0 35 0 409 8 0 599 73 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1WBLn1 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 - - 325 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike)Timing Plan: TF28 AM Holtzman Winchester TIA Synchro 10 Report TF (2028) AM Peak Hour Page 15 Intersection Int Delay, s/veh 0.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1140 75 0 1136 0 20 Future Vol, veh/h 1140 75 0 1136 0 20 Conflicting Peds, #/hr 0 00000 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 22222 Mvmt Flow 1239 82 0 1235 0 22 Major/Minor Major1 Major2 Minor1 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 - - - 326 Queues 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 1 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 0000000 Spillback Cap Reductn 0000000 Storage Cap Reductn 0000000 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. 327 HCM 6th Signalized Intersection Summary 2: Redbud Road/I-81 NB On Ramp & US 11 (Martinsburg Pike)Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 462 1221 0 0 1391 178 577 1 524 0 0 0 Future Volume (veh/h) 462 1221 0 0 1391 178 577 1 524 0 0 0 Initial Q (Qb), veh 000000000 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/ln 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, %9200323010 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/ln 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/ln 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. 328 Queues 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 4 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 261 997 677 942 452 570 360 180 346 Starvation Cap Reductn 000000000000 Spillback Cap Reductn 000000000000 Storage Cap Reductn 000000000000 Reduced v/c 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. 329 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 5 Movement EBU EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations 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 552716374 38 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 DCDDDEF Approach Delay (s)36.2 59.4 40.2 62.8 Approach LOS D E D E Intersection Summary 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 330 HCM Signalized Intersection Capacity Analysis 3: Snowden Bridge Boulevard/Merchant Street & US 11 (Martinsburg Pike)Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 6 Movement SBR Lane Configurations 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, d1 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 331 HCM 6th TWSC 4: Snowden Bridge Boulevard & Erza Lane Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 10 Intersection Int Delay, s/veh 89.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBU SBL SBT SBR Lane Configurations 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 000000000000 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 0020423162240 Mvmt Flow 337 0 7 14 0 61 21 464 8 48 112 199 70 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 828 1068 135 930 1099 236 269 0 0 472 472 0 0 Stage 1 554 554 - 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 1 482 517 - 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 NBREBLn1EBLn2WBLn1WBLn2WBLn3 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 332 HCM 6th TWSC 6: Snowden Bridge Boulevard & Site RIRO/Omps NE RIRO Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 13 Intersection Int Delay, s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 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 00000000000 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 22222232242 Mvmt Flow 0 0 59 0 0 41 0 902 7 0 370 115 Major/Minor Minor2 Minor1 Major1 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 NBREBLn1WBLn1 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 - - 333 HCM 6th TWSC 7: Omps Property RIRO & US 11 (Martinsburg Pike)Timing Plan: TF28 PM Holtzman Winchester TIA Synchro 10 Report TF (2028) PM Peak Hour Page 15 Intersection Int Delay, s/veh 0.7 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1588 157 0 1389 0 75 Future Vol, veh/h 1588 157 0 1389 0 75 Conflicting Peds, #/hr 0 00000 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 22222 Mvmt Flow 1726 171 0 1510 0 82 Major/Minor Major1 Major2 Minor1 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 - - - 334 Holtzman Winchester Technical Appendix 15125 Washington S treet / Suite 212 / Haymarket , VA 20169 / T 571.248.0992 goroveslade.com N. 2028 Future Conditions with Development (Proffer) – HCS Weaving Assessment Worksheets 335 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Agency/Company GS Date Performed 9/20/2021 Analysis Time Period AM Peak Hour Freeway/Dir of Travel Snowden Bridge Blvd SB Weaving Segment Location Right-Out to Ezra Lane Analysis Year 2028 Project Description Holtzman Winchester Inputs Weaving configuration One-Sided Weaving number of lanes, N 2 Weaving segment length, LS 300ft Freeway free-flow speed, FFS 35 mph Segment type C-D Roadway/ Multilane Highways Freeway minimum speed, SMIN 15 Freeway maximum capacity, CIFL 1750 Terrain type Level Conversions to pc/h Under Base Conditions V (veh/h)PHF Truck (%)RV (%)E T E R fHV fp v (pc/h) VFF 431 0.92 6 0 1.5 1.2 0.971 1.00 483 VRF 6 0.92 2 0 1.5 1.2 0.990 1.00 7 VFR 90 0.92 2 0 1.5 1.2 0.990 1.00 99 VRR 36 0.92 2 0 1.5 1.2 0.990 1.00 40 VNW 523 V =629 VW 106 VR 0.169 Configuration Characteristics Minimum maneuver lanes, NWL 2 lc Interchange density, ID 0.0 int/mi Minimum RF lane changes, LCRF 0 lc/pc Minimum FR lane changes, LCFR 0 lc/pc Minimum RR lane changes, LCRR lc/pc Minimum weaving lane changes, LCMIN 0 lc/h Weaving lane changes, LCW 0 lc/h Non-weaving lane changes, LCNW 0 lc/h Total lane changes, LCALL 0 lc/h Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate, v 612 veh/h Weaving segment capacity, cw 2816 veh/h Weaving segment v/c ratio 0.217 Weaving segment density, D 9.3 pc/mi/ln Level of Service, LOS A Weaving intensity factor, W 0.000 Weaving segment speed, S 33.7 mph Average weaving speed, SW 35.0 mph Average non-weaving speed, SNW 33.5 mph Maximum weaving length, LMAX 4217 ft Notes a. Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of Chapter 13, "Freeway Merge and Diverge Segments". b. For volumes that exceed the weaving segment capacity, the level of service is "F". Copyright © 2014 University of Florida, All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 8:02 PM Page 1 of 1FREEWAY WEAVING WORKSHEET 11/18/2021file:///C:/Users/sanant/AppData/Local/Temp/s2k73BD.tmp 336 FREEWAY WEAVING WORKSHEET General Information Site Information Analyst GS Agency/Company GS Date Performed 9/20/2021 Analysis Time Period PM Peak Hour Freeway/Dir of Travel Snowden Bridge Blvd SB Weaving Segment Location Right-Out to Ezra Lane Analysis Year 2028 Project Description Holtzman Winchester Inputs Weaving configuration Two-Sided Weaving number of lanes, N 2 Weaving segment length, LS 300ft Freeway free-flow speed, FFS 35 mph Segment type C-D Roadway/ Multilane Highways Freeway minimum speed, SMIN 15 Freeway maximum capacity, CIFL 1750 Terrain type Level Conversions to pc/h Under Base Conditions V (veh/h)PHF Truck (%)RV (%)E T E R fHV fp v (pc/h) VFF 183 0.92 4 0 1.5 1.2 0.980 1.00 203 VRF 10 0.92 2 0 1.5 1.2 0.990 1.00 11 VFR 103 0.92 2 0 1.5 1.2 0.990 1.00 113 VRR 44 0.92 2 0 1.5 1.2 0.990 1.00 48 VNW 327 V =375 VW 48 VR 0.128 Configuration Characteristics Minimum maneuver lanes, NWL 0 lc Interchange density, ID 0.0 int/mi Minimum RF lane changes, LCRF 0 lc/pc Minimum FR lane changes, LCFR 0 lc/pc Minimum RR lane changes, LCRR 1 lc/pc Minimum weaving lane changes, LCMIN 48 lc/h Weaving lane changes, LCW 48 lc/h Non-weaving lane changes, LCNW 0 lc/h Total lane changes, LCALL 48 lc/h Non-weaving vehicle index, INW 0 Weaving Segment Speed, Density, Level of Service, and Capacity Weaving segment flow rate, v 370 veh/h Weaving segment capacity, cw 2435 veh/h Weaving segment v/c ratio 0.152 Weaving segment density, D 5.5 pc/mi/ln Level of Service, LOS A Weaving intensity factor, W 0.053 Weaving segment speed, S 33.8 mph Average weaving speed, SW 34.0 mph Average non-weaving speed, SNW 33.8 mph Maximum weaving length, LMAX 6945 ft Notes a. Weaving segments longer than the calculated maximum length should be treated as isolated merge and diverge areas using the procedures of Chapter 13, "Freeway Merge and Diverge Segments". b. For volumes that exceed the weaving segment capacity, the level of service is "F". Copyright © 2014 University of Florida, All Rights Reserved HCS 2010TM Version 6.65 Generated: 11/18/2021 8:03 PM Page 1 of 1FREEWAY WEAVING WORKSHEET 11/18/2021file:///C:/Users/sanant/AppData/Local/Temp/s2k2FA1.tmp 337 338 339 340 341 342 343 344 345 346 347 348 349 350 Planning Commission Agenda Item Detail Meeting Date: March 16, 2022 Agenda Section: Other Title: Current Planning Applications Attachments: 351