HomeMy WebLinkAbout03-05 Impact AnalysisA Traffic Impact Analysis of
North Stephenson Tract
Located in:
Frederick County, Virginia
Prepared for:
North Stephenson
1800 Martinsburg Pike
Winchester, VA 22603
prepared by
Patton Harris Rust Associates, pc
Engineers. Surveyors. Planners. Landscape Architects.
208 Church Street, SE.
Leesburg, Virginia 20175
T 703.777.3516
F 703.777.3725
September 22, 2004
s l
E
MAR 3 2005
FREDERICK COUNTY
PLANNING DEVELfPMENT
OVERVIEW
Report Summary
This study considers the traffic impacts associated with the build -out of the
proposed North Stephenson Tract, to be located northeast of the Route 11 Interstate 81
intersection, in Frederick County, Virginia. The proposed project will include a total of
800,000 square feet of light industrial development. Full build -out is to occur over single
transportation phase by the year 2015.
Methodology
The traffic impacts accompanying the North Stephenson Tract were obtained
through a sequence of activities as the narratives that follow document:
Assessment of background traffic including other planned projects in the area of
impact,
Calculation of trip generation for the proposed North Stephenson Tract,
Distribution and assignment of the North Stephenson Tract generated trips onto the
completed roadway network,
Analysis of capacity and level of service with the newest version of the highway
capacity software, HCS -2000, for existing and future conditions.
EXISTING CONDITIONS
Patton Harris Rust Associates, pc (PHR +A) conducted manual traffic counts at
the following intersections: I) Route 11 SB I -81 on -ramp /off -ramp; 2) Route 11 NB I-
81 off -ramp; and 3) Route 11 NB I -81 on- ramp/Redbud Road. Figure 1 shows the
existing ADT (Average Daily Traffic) and AM/PM peak hour traffic volumes at key
locations within the study area. Figure 2 shows the respective existing lane geometry and
AM/PM peak hour levels of service. All traffic count data and HCS -2000 level of service
worksheets are included in the Appendix section of this report.
PHA
A Traffic impact Analysis of North Stephenson Tract
September 22, 2004
Page 1
Existing Traffic Volumes
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 2
No Scale
Signalized
Intersection
LOS= C(
f
Unsignalized
Intersection
E
0
Unsignalized
Intersection
P \P
SITE
AM Peak Hour (PM Peak Hour)
Free -Flow Movement
Denotes Critical Unsignalized Movement
r P H It
I Figure 2
Existing Lane Geometry and Level of Service
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 3
1
1
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1
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PHR
1
2015 BACKGROUND CONDITIONS
The existing traffic volumes were increased using an historic growth rate of 5% per
year through Year 2010 and 3% per year through Year 2015. Additionally, PHR +A utilized
the report titled: A Traffic Impact Analysis of Stephenson Village, by PHR +A, dated February
7, 2003, to incorporate all trips relating to "other developments" located within the vicinity of
the proposed North Stephenson Tract site. Figure 3 shows the 2015 background ADT and
AM/PM peak hour traffic volumes at key locations within the study area. Figure 4 shows
the respective 2015 background lane geometry and AM/PM peak hour levels of service.
Using the 7 Edition of ITE's Trip Generation Report, PHR +A has included Table A in
the Appendix to summarize the 2015 "other developments" trip generation. Table B
summarizes the Stephenson Village trip generation results as well as the internal and pass
by trip reductions. All HCS -2000 level of service worksheets included in the Appendix
section of this report. The following are a list of planned improvements and factors that
impact the 2015 build -out analysis.
1) Residential and retail land uses of Stephenson Village property will enter and
exit the property via a signalized site driveway (Spine Road) located along
Route 11, opposite Rutherford's Farm Industrial Park.
2) Route 11 will be a four -lane divided facility from the northbound ramps at I -81
through the intersection at Spine Road
TRIP GENERATION
PHR +A determined the number of trips entering and exiting the site based upon a
total development size of 800,000 square feet of light industrial development. Using the
7 Edition of ITE's Trip Generation Report, Table 1 was prepared to summarize the trip
generation results for the proposed North Stephenson Tract.
Table 1: Proposed North Stephenson Tract
Code
AM Peak Hour PM Peak Hour
Land Use Amount In Out Total In Out Total ADT
110 Light Industrial 800,000 SF 752 103 855 118 863 981 5,874
Total 752 103 855 118 863 981 5,874
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 4
2015 Background Traffic Volumes
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 5
No Scale
V
Itl
t
Unsignalized
Intersection
Signalized
Intersection
LOS D(D)
r 0 019
s e
t
ad SITE
a
0
a
AM Peak Hour (PM Peak Hour)
-'Denotes Free -Flow Movement
Denotes Critical Unsignalized Movement
4 2015 Background Lane Geometry and Level of Service
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 6
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1
1
1
1
1
1
1
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1
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P�
H
TRIP DISTRIBUTION AND TRIP ASSIGNMENT
The distribution of trips was based upon local travel patterns for the road network
surrounding the proposed site. Figure 5 represents the 2015 trip distribution percentages
into and out of the North Stephenson Tract. Figure 6 shows the respective development
generated AM /PM peak hour trips and ADT assignments along the study area roadway
network.
2015 BUILD -OUT CONDITIONS
The North Stephenson Tract assigned trips (Figure 6) were added to the 2015
background traffic (Figure 3) to obtain 2015 build -out conditions. Figure 7 shows 2015
build -out ADT and AM/PM peak hour traffic volumes at key locations within the study
area. Figure 8 shows the respective 2015 build -out lane geometry and AM/PM peak hour
levels of service. All HCS -2000 level of service worksheets are included in the Appendix
section of this report.
CONCLUSION
The traffic impacts associated with the North Stephenson Tract are acceptable and
manageable. The Spine Road/Route 11 intersection will maintain acceptable levels of
service "D" or better during 2015 build -out conditions.
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 7
Figure 5
P
Trip Distribution Percentages
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 8
Development- Generated Trip Assignments
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 9
2015 Build -out Traffic Volumes
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 10
No Scale
0
s
l�
11
Unsignalizcd
Intersection
Signalized
Intersection
LOS =D(D)
O
Ro.i i 4
r a �L
e% d (h)
4 S 111, 1t S S s SITE
AM Peak Hour (PM Peak Hour)
`=Denotes Free -Flow Movement
Denotes Critical Unsignalized Movement
P H A
Figure 8 2015 Build -out Lane Geometry and Level of Service
A Traffic Impact Analysis of North Stephenson Tract
September 22, 2004
Page 1 1
Code Land Use
Amount
In
AM Peak hour
Out Total
PM Peak Hour
In Out Total
ADT
Rutherford's Farm Industrial Park
130 Industrial Park
1,400,000 SF
1,022
224
1,246
270
1,018
1,288
9,744
23%
Total
1,022
224
1,246
270
1,018
1,288
9,744
Stephenson village
Total Percentages
25%
25%
25%
25%
25%
25%
25%
210 Single- Family Detached
858 units
153
458
610
477
268
745
8,580
220 Apartment
480 units
39
203
242
187
92
278
3,011
230 Townhouse/Condo
780 units
44
215
260
225
111
336
6,786
251 Elderly Housing Detach
531 units
49
86
135
112
63
175
2,124
253 Elderly Housing Attach
144 units
6
4
10
8
6
14
501
520 Elementary School
550 students
94
65
160
2
4
6
527
710 Office
60,000 SF
109
15
124
25
122
147
896
820 Retail
190,000 SF
143
91
234
460
499
959
10,299
60%
Total Trips
636
1,138
1,774
1,495
1,164
2,659
32,726
25%
Total lnternal
167
167
334
260
260
519
6,003
15%
Total Pass -by
21
14
35
69
75
144
1,545
Total "New Trips"
448
957
1,405
1,167
829
1,996
25,178
Going to /from Reduced Land Us'
AM Peak Hour
In Out
Total
PM Peak Hour
In Out
Total
ADT
Percentage
Residential Retail
33
21
53
106
115
222
2,391
23%
Office Retail
3
2
5
9
10
19
206
2%
Total Percentages
25%
25%
25%
25%
25%
25%
25%
25%
Pass Retail
21
13
35
69
75
143
1,546
15%
Total Percentages
15%
15%
15%
15%
15%
15%
15%
15%
Residential Office
Retail Office
11
2
1
3
12
5
2
10
12
9
15
19
90
206
10%,
Reciprocal
Total Percentages
12%
29%
14%
50%
18%
23%
33%
25%
Office/Retail /School Residential
62
100
161
130
110
240
2,907
Reciprocal
Total Percentages
25%
11%
14%
15%
23%
18%
16%
17%
Residential Schools
56
39
96
1
2
3
426
60%
Total Percentages
60%
60%
60%
60%
60%
60%
60%
60%
Total Retail Internal Trips
35
23
58
116
125
241
2,597
25%
Total Retail Pass -by Trips
21
13
35
69
75
143
1,546
15%
Total Retail "New" Trips
84
54
138
274
297
572
6,164
60%
Total Office Internal Trips
13
4
17
12
21
34
296
25%
Total Office "New" Trips
97
11
107
12
100
113
601
75%
Total Residential Internal Trips
62
100
161
130
110
240
2,907
17%
Total Residential "New" Trips
234
847
1,081
851
445
1,296
18,024
83%
Total Schools Internal Trips
56
39
96
1
2
3
426
60%
Total Schools "New" Trips
38
26
64
1
2
2
284
40%
Total Internal
166
166
332
259
259
518
6,225
Total Percentages
26%
15%
19%
18%
22%
20%
19%
20%
Total Pass -by
21
13
35
69
75
143
1,546
Total Percentages
3%
1%
2%
5%
6%
5%
5%
4%
Total "New Trips"
452
937
1,389
1,139
844
1,983
25,072
Total Percentages
71%
84%
79%
78%
72%
75%
76%
76%
Total Trips
639
1,117
1,756
1,466
1,178
2,644
32,843
Total Percentages
100
100%
100%
100%
100%
100%
100%
100%
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
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Table A: 2015 Background Development
ass -by Trip Interaction
TICS -2000 Worksheets
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHRA
Agency or Co.
Date Performed 09/22/04
Time Period AM Peak Hour
Intersection US Route 11 NB Off
Ramp
Area Type All other areas
Jurisdiction
Analysis Year Existing Conditions
Project ID OMPS Property
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
0
0
0
2
0
1
0
2
0
0
2
0
Lane group
L
R
T
T
Volume, V (vph)
633
47
549
563
Heavy vehicles, %HV
5
5
5
5
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
Start -up lost time, I
2.0
2.0
2.0
2.0
Extension of effective green,
e
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, Q
0.0
0.0
0.0
0.0
Ped Bike RTOR volumes
0
0
0
Lane width
12.0
120
12.0
12.0
Parking Grade Parking
N
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
Min. time for pedestrians, G
3.2
3.2
Phasing
WB Only
02
03 04
Thru Only
06
07
08
Timing
G= 60.0
G=
G= G=
G= 50.0
G=
G=
G=
Y= 5
Y=
Y= Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
666
49
578
593
Lane group capacity, c
1669
769
1435
1435
v/c ratio, X
0.40
0.06
0.40
0.41
Total green ratio, g/C
0.50
0.50
0.42
0.42
Uniform delay, d
18.7
15.5
24.5
24.7
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
LcIaIIcu i 1JuI
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Progression factor, PF
1.000
1.000
1.000
1.000
Delay calibration, k
0.11
0.11
0.11
0.11
Incremental delay, d
0.2
0.0
0.2
0.2
Initial queue delay, d
Control delay
18.9
15.5
24.7
24.9
Lane group LOS
8
B
C
C
Approach delay
18.7
24.7
24.9
Approach LOS
8
C
C
Intersection delay
22.5
X 0.41
Intersection LOS
C
1
1
1
1
1
1
1
1
1
1
1
1
11
1
11
L ICLaucu fl ..yvr L
HCS2000
Copyright CO 2000 University of Florida, All Rights Reserved
Version 4.1e
1
1
1
1 file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \S2k15E5.tmp 10/19/2004
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHRA
Agency or Co.
Date Performed 09/22/04
Time Period PM Peak Hour
Intersection US Route 11 NB Off
Ramp
Area Type All other areas
Jurisdiction
Analysis Year Existing Conditions
Project ID OMPS
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
0
0
0
2
0
1
0
2
0
0
2
0
Lane group
L
R
T
T
Volume, V (vph)
824
99
750
494
Heavy vehicles, %HV
5
5
5
5
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
Start -up lost time, I,
2.0
2.0
2.0
2.0
Extension of effective green,
e
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, Q
0.0
0.0
0.0
0.0
Ped Bike RTOR volumes
0
0
0
Lane width
12.0
12.0
12.0
12.0
Parking Grade Parking
N
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
Min. time fo pedestrians, G
3.2
a 2
Phasing
WB Only
02
03
04
Thru Only
06
07
08
Timing
G= 55.0
G=
G=
G=
G= 55.0
G=
G=
G=
Y= 5
Y=
Y=
Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
867
104
789
520
Lane group capacity, c
1530
705
1579
1579
v/c ratio, X
0.57
0.15
0.50
0.33
Total green ratio, g/C
0.46
0.46
0.46
0.46
Uniform delay, d
23.8
18.9
22.8
20.7
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
11
11
vera11eu 1W UIL
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Progression factor, PF
1.000
1.000
1.000
1.000
Delay calibration, k
0.16
0.11
0.11
0.11
Incremental delay, d
0.5
0.1
0.3
0.1
Initial queue delay, d
Control delay
24.3
19.0
23.1
20.9
Lane group LOS
C
B
C
C
Approach delay
23.7
23.1
20.9
Approach LOS
C
C
C
Intersection delay
22.8
X 0.53
Intersection LOS
C
1
1
1
1
1
1
1
1
1
11
11
a
0
v
11
1
8
1JCLUIICU AUpUl1.
HCS2000
Copyright 20 0 University of Florida, All Rights Reserved
J. as... L J1 L
Version 4.1e
1
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k15F0.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHRA
Agency/Co.
Date Performed 09/22/04
Analysis Time Period AM Peak
Intersection US Route 11 NB On-
ramp
Jurisdiction
Analysis Year Existing Conditions
Project Description North Stephenson Tract
East/West Street: NB On -ramp
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume
327
251
18
2
544
21
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
344
264
18
2
572
22
Percent Heavy Vehicles
5
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
1
2
0
1
2
1
Configuration
L
T
TR
L
T
R
U. stream Si al
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
19
5
10
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
20
5
10
0
0
0
Percent Heavy Vehicles
5
5
5
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
1
0
0
0
0
Configuration
LTR
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
L
LTR
(vph)
344
2
35
C (m) (vph)
958
1256
193
lc
0.36
0.00
0.18
95% queue length
1.65
0.00
0.64
Control Delay
10.8
7.9
27.7
LOS
8
A
D
pproach Delay
27.7
pproach LOS
D
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
1
1
11
11
1 WU VY ay JLU 1.V11UV1
Rights Reserved
Cit.. I V
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TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHRA
gency /Co.
Date Performed 09/22/04
nalysis Time Period PM Peak
Intersection US Route 11 NB On-
ramp
Jurisdiction
Analysis Year Existing Conditions
Project Description North Stephenson Tract
East/West Street: NB On -ramp
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
olume
363
464
22
19
445
26
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
382
488
23
20
468
27
Percent Heavy Vehicles
5
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
1
2
0
1
2
1
Configuration
L
T
TR
L
T
R
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
49
10
21
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
51
10
22
0
0
0
Percent Heavy Vehicles
5
5
5
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
1
0
0
0
0
Configuration
LTR
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
L
LTR
(vph)
382
20
83
C (m) (vph)
1044
1030
139
/c
0.37
0.02
0.60
95% queue length
1.70
0.06
3.09
Control Delay
10.4
8.6
63.4
LOS
8
A
F
pproach Delay
63.4
pproach LOS
F
1
1
1
11
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
Iwo -way stop control
rage 1 ut L
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file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k15FC.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHRA
gency /Co.
Date Performed 09/22/04
nalysis Time Period AM Peak
Intersection US Route 11 S8 Ramps
Jurisdiction
Analysis Year Existing Conditions
Project Description North Stephenson Tract
East/West Street: SB Ramps
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
olume
533
662
140
1076
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
561
696
147
1132
0
Percent Heavy Vehicles
9
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
0
2
1
1
2
0
Configuration
T
R
L
T
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
11
1
478
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
0
0
11
1
503
Percent Heavy Vehicles
9
9
9
5
5
5
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
0
0
0
1
1
Configuration
LT
R
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LT
R
v (vph)
147
12
503
C (m) (vph)
533
103
460
We
0.28
0.12
1.09
95% queue length
1.12
0.38
16.68
Control Delay
14.3
44.5
99.4
LOS
8
E
F
Approach Delay
98.1
Approach LOS
F
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
11
1
swu vv ay awp ■turui
a5V 1 kJ l L
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Copyright a 2003 University of Florida, All Rights Reserved
Version 4.1d
file: /C:\ Documents %20and %20Settings\Boyapally \Loca1%20Settings \Temp \u2k15F6.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
n alyst PHRA
gency /Co.
Date Performed 09/22/04
nalysis Time Period PM Peak
Intersection US Route 11 SB Ramps
Jurisdiction
Analysis Year Existing Conditions
Project Description North Stephenson Tract
East/West Street: SB Ramps
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
plume
813
840
207
1089
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
855
884
217
1146
0
Percent Heavy Vehicles
9
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
0
2
1
1
2
0
Configuration
T
R
L
T
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
12
3
251
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
0
0
12
3
264
Percent Heavy Vehicles
9
9
9
5
5
5
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
0
0
0
1
1
Configuration
LT
R
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LT
R
(vph)
217
15
264
C (m) (yph)
345
0
455
i s
0.63
0.58
95% queue length
4.06
3.60
Control Delay
31.6
23.3
LOS
D
F
C
pproach Delay
pproach LOS
1
1
1
1
1
11
1
1
1
11
1
1
1
1
1
1
1
11
11
t wo -way JLUp u uUtLU1
Rights Reserved
Copyright 2003 University of Florida, All Rights Reserved
Version 4.1d
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k15F9.tmp 10/19/2004
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHRA
Agency or Co.
Date Performed 09/22/04
Time Period AM Peak Hour
Intersection Route 11 Rutherford /Spine
Area Type All other areas
Jurisdiction
Analysis Year 2015 Background Conditions
Project ID North Stephenson Tract
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
2
1
1
2
1
1
2
2
1
2
2
1
Lane group
L
T
R
L
T
R
L
T
R
L
T
R
Volume, V (vph)
56
0
112
341
0
186
766
595
175
85
991
153
Heavy vehicles, %HV
5
5
5
5
5
5
5
5
5
5
5
5
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)
A
A
A
A
A
A
A
A
A
A
A
A
Start -up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
20
2.0
20
2.0
Extension of effective
green, e
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
20
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
3
3
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, ob
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped Bike RTOR
volumes
0
0
0
0
0
0
0
0
Lane width
12.0
120
12.0
12.0
120
12.0
120
120
12.0
12.0
120
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
0
0
0
Min. time for pedestrians,
G
P
3.2
3.2
3.2
3.2
Phasing
Excl. Left Thru RT
03
04
Excl. Left
Thru RT
07
08
Timing
G= 15.0 G= 16.0
G=
G=
G= 30.0
G= 37.0
G=
G=
Y= 5 Y= 5
Y=
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Leng h, C 118.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
59
0
118
359
0
196
806
626
184
89
1043
161
Lane group capacity,
424
245
665
424
245
665
849
1080
743
849
1080
743
0.14
0.00
0.18
0.85
0.00
0.29
0.95
0.58
0.25
0.10
0.97
0.22
1
1
1
1
1
1
1
1
1
11
1
1
11
11
11
11
11
11
11
LCna11CU Aohui
file: /C:\ Documents% 20and% 20Settings \BoyapallyV,oca1 %20Settings \Temp \s2k15AA.tmp 10/19/2004
v/c ratio, X
Total green ratio, gip
043
0.14
0.43
0.13
0.14
0.43
0.25
0.31
0.48
0.25
0.31
0.48
Uniform delay, d
45.8
44.1
20.6
50.4
44.1
21.8
43.3
34.0
17.9
33.7
39.9
17.6
Progression factor,
PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0. 11
0.11
0.11
0.38
0.11
0.11
0.46
0.17
0.11
0.11
0.47
0.11
Incremental delay,
d
0.2
0.0
0.1
14.7
0.0
0.2
19.7
0.8
0.2
0.1
19.6
0.1
Initial queue delay,
d 3
Control delay
45.9
44.1
20.7
65.1
44.1
22.0
62.9
34.8
18.1
33.8
59.5
17.8
Lane group LOS
D
D
C
ED
CE
C
8
C
E
B
Approach delay
29.1
49.9
46.9
52.5
Approach LOS
C
D
D
D
Intersection delay
48.5
X 0.78
Intersection LOS
D
1
1
1
1
1
1
1
1
1
1
1
11
1
1
11
11
11
Detattau neput t
.,E,.. L V1 L
HCS2000
Copyright 2000 University of Florida, All Rights Reserved
Version 4.1
1
111 file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k15AA.tmp 10/19/2004
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst PHRA
Agency or Co.
Date Performed 09/22/04
Time Period PM Peak Hour
Intersection Route 11 Rutherford /Spine
Rd
Area Type All other areas
Jurisdiction
Analysis Year 2015 Background Condntons
Project ID North Stephenson Tract
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
2
1
1
2
1
1
2
2
1
2
2
1
Lane group
L
T
R
L
T
R
L
T
R
L
T
R
Volume, V (vph)
254
0
609
371
0
188
203
936
402
237
879
41
Heavy vehicles, %HV
5
5
5
5
5
5
5
5
5
5
5
5
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)
A
A
A
A
A
A
A
A
A
A
A
A
Start -up lost time, 1
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, e
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
3
3
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, Q
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped Bike RTOR
volumes
0
150
0
0
0
0
0
0
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
NN
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
0
0
0
Min. time for pedestrians,
G P
3.2
3.2
3.2
3.2
Phasing
Excl. Left Thru RT
03
04
Excl. Left
Thru RT
07
08
Timing
G= 17.0 G= 16.0
G=
G=
G= 30.0
G= 35.0
G=
G=
Y= 5 Y= 5
Y=
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 118.0
Lane Group Capacity, Con rol Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
267
0
483
391
0
198
214
985
423
249
925
43
Lane group capacity,
481
245
665
481
245
665
849
1022
743
849
1022
743
0.56
0.00
0.73
0.81
0.00
0.30
0.25
0.96
0.57
0.29
0.91
0.06
1
1
1
1
1
1
1
1
1
11
1
a
11
1
11
0
a
a
a
veralleu nepuri
J. ..5., VL Z.
File: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k15B5.tmp 10/19/2004
v/c ratio, X
Total green ratio, g/C
0.14
0.14
0.43
0.14
0.14
0.43
0.25
0.30
0.48
0.25
0.30
0.48
Uniform delay, d
47.0
44.1
27.7
49.0
44.1
21.8
35.1
40.9
21.7
35.5
39.9
16.2
Progression factor,
PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.15
0.11
0.29
0.35
0.11
0.11
0.11
0.47
0.16
0.11
0.43
0.11
Incremental delay,
d z
1.4
0.0
4.0
10.3
0.0
0.3
0.2
19.9
1.0
0.2
11.3
0.0
Initial queue delay,
d
Control delay
48.4
44.1
31.7
59.2
44.1
22.1
35.2
60.8
22.8
35.7
51.2
16.3
Lane group LOS
D
D
C
ED
C
D
E
C
0
D
8
Approach delay
37.7
46.7
47.5
46.8
Approach LOS
D
D
D
D
Intersection delay
45.4
X 0.82
Intersection LOS
D
1
0
1
1
1
1
1
11
0
11
11
11
11
1
0
0
0
LJCC611C11 1 \Gllui t
HCS2000
Copyright m 2000 University of Florida, All Rights Reserved
Version 4.1
0
0 file: /C:\ Documents% 20and% 20Settings \Boyapally\Loca1 %20Settings \Temp \s2k15B5.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHRA
Agency /Co.
Date Performed 09/22/04
Analysis Time Period AM Peak
Intersection US Route 11 SB Ramps
Jurisdiction
Analysis Year 2015 Background
Conditions
Project Description North Stephenson Tract
East)West Street: 38 Ramps
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume
1247
1134
448
2109
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
1312
1193
471
2220
0
Percent Heavy Vehicles
9
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
0
2
1
1
2
0
Configuration
T
R
L
T
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
317
2
819
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
0
0
333
2
862
Percent Heavy Vehicles
9
9
9
5
5
5
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
0
0
0
1
1
Configuration
LT
R
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LT
R
(vph)
471
335
862
C (m) (vph)
170
0
199
/c
2.77
4.33
95% queue length
41.85
86.61
Control Delay
854.8
1545
LOS
F
F
F
•pproach Delay
pproach LOS
1
1
1
1
a
1
1
1
a
a
11
1
a
a
11
11
a
11
1
rwo -way stop t,onrror
rage 1 Ot 6
Rights Reserved
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k15D4.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHRA
Agency /Co.
Date Performed 09/22/04
Analysis lime Period PM Peak
Intersection US Route 11 SB Ramps
Jurisdiction
Analysis Year 2015 Background
Conditions
Project Description North Stephenson Tract
East/West Street: SB Ramps
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume
1715
1439
786
2288
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
1805
1514
827
2408
0
Percent Heavy Vehicles
9
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
0
2
1
1
2
0
Configuration
T
R
L
T
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
252
5
430
Peak -Hour Factor, PHF
0.95
0.95
as
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
0
0
265
5
452
Percent Heavy Vehicles
9
9
9
5
5
5
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
0
0
0
1
1
Configuration
LT
R
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LT
R
(vph)
827
270
452
C (m) (vph)
79
0
172
/c
10.47
2.63
95% queue length
96.71
39.31
Control Delay
4361
790.8
LOS
F
F
F
pproach Delay
pproach LOS
1
1
1
1
11
1
1
1
1
1
1
11
1
11
1
1
1
11
11
two -w ay stop Lontroi
Rights Reserved
rage 1 of G
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k15D7.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHRA
gency /Co.
Date Performed 09/22/04
nalysis Time Period AM Peak
Intersection US Route 11 NB On-
ramp
Jurisdiction
Analysis Year 2015 Background
Conditions
Project Description North Stephenson Tract
East/West Street: NB On -ramp
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
olume
560
1012
0
0
1438
236
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
589
1065
0
0
1513
248
Percent Heavy Vehicles
5
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
1
2
0
1
2
1
Configuration
L
T
TR
L
T
R
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
1084
0
455
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
1141
0
478
0
0
0
Percent-Heavy Vehicles
5
5
5
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
1
0
0
0
0
Configuration
LTR
Delay, Queue Length,
and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
L
LTR
v (vph)
589
0
1619
C (m) (vph)
338
632
0
v/c
1.74
0.00
95% queue length
37.30
0.00
Control Delay
373.2
10.7
LOS
F
B
F
Approach Delay
Approach LOS
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
1 wo -way stop eontrot
1 a c 1 V1
file: /C:\ Documents %20and %20Settings\Boyapally\ Local %20Settings \Temp\u2k15CE.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHRA
gency /Co.
Date Performed 09/22/04
nalysis Time Period PM Peak
Intersection US Route 11 NB On-
ramp
Jurisdiction
Analysis Year 2015 Background
Conditions
Project Description North Stephenson Tract
East/West Street: NB On -ramp
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
olume
622
1217
0
0
1701
417
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
654
1281
0
0
1790
438
Percent Heavy Vehicles
5
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
1
2
0
1
2
1
Configuration
L
T
TR
L
T
R
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
1411
0
421
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
1485
0
443
0
0
0
Percent Heavy Vehicles
5
5
5
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
1
0
0
0
0
Configuration
LTR
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
L
LTR
v (vph)
654
0
1928
C (m) (vph)
220
522
0
v/c
2.97
0.00
95% queue length
58.45
0.00
Control Delay
933.1
11.9
LOS
F
B
F
Approach Delay
Approach LOS
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
Iwo Way stop uontrot
r asc 1 vi
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k15D1.tmp 10/19/2004
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst PHRA
Agency or Co.
Date Performed 09/22/04
Time Period AM Peak Hour
Intersection Route 11 Rutherford /Spine
Rd
Area Type All other areas
Jurisdiction
Analysis Year 2015 Build -out Condutons
Project ID North Stephenson Tract
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
2
1
1
2
1
1
2
2
1
2
2
1
Lane group
L
T
R
L
T
R
L
T
R
L
T
R
Volume, V (vph)
56
0
112
377
0
211
766
730
439
273
1009
153
Heavy vehicles, %HV
5
5
5
5
5
5
5
5
5
5
5
5
Peak -hour factor, PHF
0.95
0.95
0. 95
0. 95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)
A
A
A
A
A
A
A
A
A
A
A
A
Start-up lost time, I,
20
2.0
20
20
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, e
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
3
3
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Filteringlmetering, I
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, Q
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped Bike RTOR
olumes
0
33
0
60
0
99
0
50
Lane width
12.0
120
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking Grade I Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
0
0
0
Min. time for pedestrians,
G
P
3.2
3.2
3.2
3.2
Phasing
Excl. Left
Thru RT
03
04
Excl. Left
Thru RT
07
08
Timing
G= 17.0
G= 15.0
G=
G=
G= 30.0
G= 38.0
G=
G=
Y= 5
Y= 5
Y=
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
59
0
83
397
0
159
806
768
358
287
1062
108
Lane group capacity,
c
473
226
641
473
226
641
835
1091
769
835
1091
769
0.12
0.00
0.13
0.84
0.00
0.25
0.97
0.70
0.47
0.34
0.97
0.14
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
11
11
11
Detailed xeport
r c 1 01 Z.
ftle: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k155B.tmp 10/19/2004
v/c ratio, X
Total green ratio, g/C
0.14
0.13
0.42
0.14
0.13
0.42
0.25
0.32
0.50
0.25
0.32
0.50
Uniform delay, d
45.0
45.9
21.6
50.2
45.9
22.8
44.5
36.1
19.6
36.9
40.5
16.1
Progression factor,
PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.11
0.11
0.11
0.37
0.11
0.11
0.47
0.27
0.11
0.11
0.48
0.11
Incremental delay,
d z
0.1
0.0
0.1
12.7
0.0
0.2
23.0
2.1
0.4
0.2
21.0
0.1
Initial queue delay,
d
Control delay
45.1
45.9
21.7
62.8
45.9
23.0
67.4
38.1
20.0
37.2
61.5
16.2
Lane group LOS
D
D
C
E
D
C
E
0
B
D
E
8
Approach delay
31.4
51.4
47.0
53.4
Approach LOS
C
D
D
D
Intersection delay
49.3
X 0.80
Intersection LOS
D
1
1
1
1
1
1
1
1
1
1
1
1
1
11
1
1
11
L/CL'AUCU 1∎C UL
HCS200
Copyright 0 2000 University of Florida, All Rights Reserved
Version 4.1
1
1 file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k155B.tmp 10/19/2004
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHRA
Agency or Co.
Date Performed 09/22/04
Time Period PM Peak Hour
Intersection Route 11 Rutherford /Spine
Rd
Area Type All other areas
Jurisdiction
Analysis Year 2015 Build -out Condiitons
Project ID North Stephenson Tract
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
2
1
1
2
1
1
2
2
1
2
2
1
Lane group
L
T
R
L
T
R
L
T
R
L
T
R
Volume, V (vph)
254
0
609
673
0
404
203
957
443
267
1034
41
Vo Heavy vehicles, %HV
5
5
5
5
5
5
5
5
5
5
5
5
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated
(A)
A
A
A
A
A
A
A
A
A
A
A
A
Start-up lost time, I
2.0
20
20
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective
green, e
2.0
20
20
2.0
2.0
2.0
20
2.0
2.0
2.
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
3
3
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, Q
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Ped Bike RTOR
volumes
0
200
0
100
0
0
0
0
Lane width
12.0
120
120
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
0
0
0
Min. time for pedestrians,
G
P
3. 2
3. 2
3. 2
3. 2
Phasing
Excl. Left
Thru RT
03
04
Excl. Left
Thru RT
07
08
Timing
G= 28.0
G= no
G=
G=
G= 14.0
G= 40.0
G=
G=
Y= 5
Y= 5
Y=
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 120.0
Lane Group Capacity, Control Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
267
0
431
708
0
320
214
1007
466
281
1088
43
Lane group capacity,
779
272
474
779
272
474
389
1148
936
389
1148
936
0.34
0.00
0.91
0.91
0.00
0.68
0.55
0.88
0.50
0.72
0.95
0.05
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
11
11
uetaiiea icepun
r a6e 1 VI L
file: /C:\ Documents %20and %20Settings\Boyapally\ Local %20Settings \Temp\s2k1566.tmp 10/19/2004
v/c ratio, X
Total green ratio, g/C
0.23
0.15
0.31
0.23
0.15
0.31
0.12
0.33
0.61
0.12
0.33
0.61
Uniform delay, d
38.3
43.3
39.9
44.8
43.3
36.2
50.0
37.7
13.2
51.1
39.0
9.5
Progression factor,
PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.11
0.11
0.43
0.43
0.11
0.25
0.15
0.40
0.11
0.28
0.46
0.11
Incremental delay,
11 2
0.3
0.0
21.4
14.6
0.0
3.8
1.7
7.9
0.4
6.5
15.7
0.0
Initial queue delay,
d
Control delay
38.6
43.3
61.3
59.3
43.3
40.0
51.7
45.6
13.6
57.6
54.7
9.5
Lane group LOS
D
D
E
E
D
D
D
D
B
E
D
A
Approach delay
52.6
53.3
37.5
53.9
Approach LOS
D
D
D
D
Intersection delay
47.9
X 0.92
Intersection LOS
D
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
1
lletaueu xeport
HCS2000
Copyright 2000 University of Florida, All Rights Reserved
Version 4.1
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k1566.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHRA
gency /Co.
Date Performed 09/22/04
nalysis Time Period AM Peak
Intersection US Route 11 SB Ramps
Jurisdiction
Analysis Year 2015 Buildout Conditions
Project Description North Stephenson Tract
East/West Street: SB Ramps
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
olume
1420
1134
463
2133
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
1494
1193
487
2245
0
Percent Heavy Vehicles
9
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
0
2
1
1
2
0
Configuration
T
R
L
T
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
429
2
819,
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
0
0
451
2
862
Percent Heavy Vehicles
9
9
9
5
5
5
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
0
0
0
1
1
Configuration
LT
R
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LT
R
v (vph)
487
453
862
C (m) (vph)
144
0
195
v/c
3.38
4.42
95% queue length
46.78
87.09
Control Delay
1136
1586
LOS
F
F
F
Approach Delay
Approach LOS
1
1
1
1
1
1
1
1
1
1
1
1
1
D
11
1
1
11
1
1 wu- vv ay owp wuuUI
Rights Reserved
Copyright 2003 University of Florida, All Rights Reserved
Version 4.1d
file: /C:\ Documents% 20and% 20Settings\ Boyapally\ Loca l %20Settingsgemp \u2k1586.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHRA
Agency /Co.
Date Performed 09/22/04
Analysis Time Period PM Peak
Intersection
Jurisdiction
Analysis Year
US Route 11 SB Ramps
2015 Buildout Conditions
Project Description North Stephenson Tract
East/West Street: SB Ramps
North /South Street:
US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume
1742
1439
916
2487
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
1833
1514
964
2617
0
Percent Heavy Vehicles
9
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
0
2
1
1
2
0
Configuration
T
R
L
T
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
270
5
430
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
a 95
Hourly Flow Rate, HFR
0
0
0
284
5
452
Percent Heavy Vehicles
9
9
9
5
5
5
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
0
0
0
1
1
Configuration
LT
R
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LT
R
v (vph)
964
289
452
C (m) (vph)
77
0
146
v/c
12.52
3.10
95% queue length
114.04
42.26
Control Delay
5286
1008
LOS
F,
F
F
Approach Delay
Approach LOS
1
1
1
1
1
1
1
1
1
1
1
1
11
11
11
1
11
0
1 w V- VV ay otUp Luntroi
1 asc l V1 L
Rights Reserved
Copyright 2003 University of Florida, All Rights Reserved
Version 4.1d
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k1589.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHRA
Agency/Co.
Date Performed 09/22/04
Analysis Time Period AM Peak
Intersection US Route 11 NB On-
ramp
Jurisdiction
Analysis Year 2015 Buildout Conditions
Project Description North Stephenson Tract
East/West Street: NB On -ramp
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2.
3
4
5
6
L;
T
R
L
T
R
Volume
560
1298
0
0
1477
251
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
589
1366
0
0
1554
264
Percent Heavy Vehicles
5
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
1
2
0
1
2
1
Configuration
L
T
TR
L
T
R
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
1084
0
568
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
1141
0
597
0
0
0
Percent Heavy Vehicles
5
5
5
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
1
0
0
0
0
Configuration
LTR
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
L
LTR
(vph)
589
0
1738
C (m) (vph)
321
483
0
/c
1.83
0.00
95% queue length
39.14
0.00
Control Delay
415.1
12.5
LOS
F
B
F
pproach Delay
pproach LOS
1
1
1
1
1
1
11
1
1
11
11
11
11
a
11
D
11
11
11
i Wu- vv ay owp uutttrut
Rights Reserved
file: /C:\ Documents% 20and% 20Settings \Boyapally\Loca1 %20Settings \Temp \u2k1580.tmp 10/19/2004
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHRA
Agency/Co.
Date Performed 09/22/04
Analysis Time Period PM Peak
Intersection US Route 11 NB On-
ramp
Jurisdiction
Analysis Year 2015 Bui/dout Conditions
Project Description North Stephenson Tract
East/West Street: NB On -ramp
North /South Street: US Route 11
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume
622
1262
0
0
2029
547
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
654
1328
0
0
2135
575
Percent Heavy Vehicles
5
5
Median Type
Raised curb
RT Channelized
0
0
Lanes
1
2
0
1
2
1
Configuration
L
T
TR
L
T
R
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
olume
1411
0
439
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
1485
0
462
0
0
0
Percent Heavy Vehicles
5
5
5
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
1
0
RT Channelized
0
0
Lanes
0
1
0
0
0
0
Configuration
LTR
Delay, Queue Length,
and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
L
LTR
(vph)
654
0
1947
C (m) (vph)
141
500
0
v/c
4.64
0.00
95% queue length
67.75
0.00
Control Delay
1 700
12.2
LOS
F
B
F
pproach Delay
pproach LOS
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
1
11
1
1
i wo -vv ay otop uontrot
Rights Reserved
file: /C:\ Documents% 20and% 26Settings \Boyapally\Local %20Settings \Temp \u2k1583.tmp 10/19/2004
Intersection: E -W:
ROUTE 11 Weather
RAIN File Name
N -S:
1 -81 RAMP NB Count By
UP Input By
JJP
10/10/2002
Location
WINCHESTER,VA Count Date
15 Minute EB: ROUTE 11
Period
Begining Left Thru Right Total
WD: ROUTE 11
LeR Thor Right Total
NB: 1 -81 RAMP
Left Thru Right Total
SB:
LeR Thru Right Total
N,S,
E &W
15 Min.
Period
Begining
7:00
7:15
7:30
7:45
8:00
8:15
8:30
8:45
0 108 0 108
0 124 0 124
0 136 0 136
0 138 0 138
0 140 0 140
0 135 0 135
0 124 0 124
0 111 0 111
0 115 0 115
0 123 0 123
0 132 0 132
0 139 0 139
0 142 0 142
0 15D 0 150
0 134 0 134
0 120 0 120
124 0 6 130
137 0 8 145
148 0 10 158
161 0 12' 173
166 0 14 180
158 0 11 169
150 0 9 159
141 0 6 147
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
353
392
426
450
462
454
417
378
7:00
1 7:15
7:30
7:45
8:00
8:15
8:30
8:45
A.h1. Total
0 1016 0 1016
0 1055 0 1055
1185 0 76 1261
0 0 0 0
3332. A.M. Total
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
0 133 0 133
0 143 0 143
0 161 0 161
0 165 0 165
0 169 0 169
0 179 0 179
0 187 0 187
0 215 0 215
0 86 0 86
0 96 0 96
0 108 0 108
0 107 0 107
0 112 0 112
0 119 0 119
0 129 0 129
0 134 0 134
170 0 18 188
176 0 21 197
183 0 18 201
199 0 26 225
205 0 21 226
211 0 25 236
207 0 29 236
201 0 24 225
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
407
436
470
497
507
534
552
574
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
P.M. Total
0 1352 0 1352
0 891 0 891
1552 0 182 1734
0 0 0 0
3977
P.M. Total
I Hour
Period
Begining
EB: ROUTE 11
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: 1 -81 RAMP
Len Thru Right Total
SB:
Left Thru Right Total
N,S,
E W
1 Hour
Period
Begining
7:00
7:15
7:30
7:45
8:00
0 506 0 506
0 538 0 538
0 549 0 549
0 537 0 537
0 510 0 510
0 509 0 509
0 536 0 536
0 563 0 563
0 565 0 565
0 546 0 546
570 0 36 606
612 0 44 656
633 0 47 680
635 0 46 681
615 0 40 655
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
1621
1730
1792
1783
1711
7:00
7:15
7:30
7:45
1 8:00
16:00
16:15
16:30
16:45
17:00
0 602 0 602
0 638 0 638
0 674 0 674
0 700 0 700
0 750 0 750
0 397 0 397
0 423 0 423
0 446 0 446
0 467 0 467
0 494 0 494
728 0 83 811
763 0 86 849
798 0 90 888
822 0 101 923
824 0 99 923
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
1810
1910
2008
2090
2167
16:00
16:15
16:30
16:45
17:00
1 Hour
Period
Begining
EB: ROUTE 11
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: 1 -81 RAMP
LeR Thru Right Total
SD:
Left Thru Right Total
N,S,
E W
1 Hour
Period
Begining
7:30
A.M. Peak
0 549 0 549
PHF 0.98
0 563 0 563
PHF 0.94
633 0 47 680
PHF 0.94
0 0 0 0
PHF
1792
0.97
7:30
A.M. Peak
17:00
P.M. Peak
0 750 0 750
PHF 0.87
0 494 0 494
PHF D.92
824 0 99 923
PHF 0.98
0 0 0 0
PHF
2167
0.94
17:00
P.M. Peak
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
11
11
1
1
Intersection: E -W:
N -S:
Location
A.M. PEAK HOUR
7:30 8:30
ROUTE 11
ROUTE 11
4-- 1196
(49
549
P.N. PEAK HOUR
17:00- 18:00
1318
(48Yo)
750
pishlb
0 11
TWT From ercent
East 31.66%
West 48.20%
North 0.00
South 20.13%
100%
ROUTE 11
1 -81 RAMP NB
WINCHESTER,VA
0
0
549
0
0
0
0 —j
750 —0
0 1,
0 0
7 t r
633 0 47
(19 6801
0 (01)
0
0
7 t r
824 0 99
0 1 (21%) 923
Weather
Count By
Count Date
10
t— 0
563 1 563
c 0 (32
596 I'
1 -81 RAMP
RAIN
1JP
10/10/2002
L 0
f— 494
r— 0
1 -81 RAMP
ROUTE II
ROUTE 11
11-- 494
(31
849
File Namel 1/0/1900
Input By 11P
Intersection: E -W:
ROUTE 11 Weather
RAIN File Name
DP Input By
11P
1 -81 RAMP SB Count By
10/15/2002
Location
WINCHESTER,VA Count Date
1 5 Minute
Period
Begining
EB: ROUTE I I
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: 1 -81 RAMP
Left Thru Right Total
S13: 1 -81 RAMP
Left Thru Right Total
N,S,
E W
15 Min.
Period
Begining
I 7:00
7:15
7:30
7:45
8:00
8:15
8:30
8:45
0 119 155 274
0 131 161 292
0 142 169 311
0 136 177 313
0 129 156 285
0 126 160 286
0 115 154 269
0 96 138 234
21 238 0 259
28 251 0 279
34 265 0 299
33 267 0 300
35 271 0 306
38 273 0 311
34 266 0 300
25 254 0 279
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
I 0 90 91
0 1 96 97
1 0 111 112
2 1 117 120
4 0 124 128
4 0 126 130
3 1 121 125
1 0 114 115
624
668
722
733
719
727
694 I
628 1
7:00
7:15
7:30
7:45
8:00
8:15
8:30
8:45
A.M. Total
0 994 1270 2264
248 2085 0 2333
0 0 0 0
16 3 899 918
5515
A.M. Total
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
0 162 154 316
0 173 169 342
0 179 184 363
0 191 195 386
0 210 215 425
0 211 221 432
0 201 209 410
0 189 196 385
35 209 0 244
41 234 0 275
47 255 0 302
55 262 0 317
50 279 0 329
54 281 0 335
48 267 0 315
40 254 0 294
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
1 1 47 49
2 0 53 55
2 1 59 62
1 1 56 58
3 1 62 66
4 0 67 71
4 1 66 71
2 0 71 73
609
672
727
761
820
838
796
752
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
P.M. Total
P.M. Total
1 llour
Period
Begining
EB: ROUTE 11
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: 1 -81 RAMP
Left Thru Right Total
S13: 1 -81 RAMP
Left Thru Right Total
N,S,
E W
1 Hour
Period
Begining
7:00
7:15
7:30
7:45
8:00
0 528 662 1190
0 538 663 1201
0 533 662 1195
0 506 647 1153
0 466 608 1074
116 1021 0. 1137
130 1054 0 1184
140 1076 0 1216
140 1077 0 1217
132 1064 0 1196
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
4 2 414 420
7 2 448 457
11 1 478 490
13 2 488 503
12 I 485 498
2747
2842
2901
2873
2768
7:00
7:15
7:30
7:45
8:00
1
16:00
16:15
16:30
16:45
17:00
0 705 702 1407
0 753 763 1516
0 791 815 1606
0 813 840 1653
0 811 841 1652
178 960 0 1138
193 1030 0 1223
206 1077 0 1283
207 1089 0 1296
192 1081 0 1273
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
6 3 215 224
8 3 230 241
10 3 244 257
12 3 251 266
13 2 266 281
2769
2980
3146
3215
3206
16:00
16:15
16:30
16:45
17:00
1 1 Hour
Period
Begining
E13: ROUTE I I
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: 1 -81 RAMP
Left Thru Right Total
S13: 1 -81 RAMP
Left Thru Right Total
N,S,
E W
1 Hour
Period
Begining
7:30
A.M. Peak
0 533 662 1195
PHF 0.95
140 1076 0 1216
PHI: 0.98
0 0 0 0
PHF
11 1 478 490
PIIF 0.94
2901
0.99
7:30
A.M. Peak
16:45
1 P.M. Peak
0 813 840 1653
PHF 0.96
207 1089 0 1296
PIIF 0.97
0 0 0 0
PHF
12 3 251 266
PIIF 0.94
3215
0.96
16:45
P.M. Peak
1
11
1
1
1
1
Intersection: E -W:
N -S:
Location
A.M. PEAK HOUR
7:30 8:30
ROUTE 11
1554
(47
1195 -4
P.M. PEAK HOUR
16:45 17:45
ROUTE 11
Jlistrihutiop
To/From erttnt
East 3166%
West 4696%
North 6.29%
South 15.08%
100%
ROUTE 11
1 -81 RAMP SB
WINCHESTER,VA
0
533 —4
662
4— 1340
(47 0
1653 -14 813
840
1 -81 RAMP
478
11L
7
0
8031 (14 01
1 -81 RAMP
1050
1 490 (8
1 266 (4
251 12
.1 1 L
1 i
0 0
16
Weather
Count By
C unt Date
1 0
0
1076 4-- 1216
c 140 (30
544 —4
1 -81 RAMP
4— 0
4— 1089 4— 1296
207 (33
825
1 -81 RAMP
RAIN
JJP
10/15/2002
ROUTE 11
ROUTE 11
File Namcl 1/0/1900
Input By JJP
Intersection: E -W:
OLD CHARLESTOWN RD
Weather
DRY
File Name
N-S:
ROUTE 11
Count By 11P
Input 13y
JJP
Location
WINCHESTER, VA
Count Date
10/92002
15 Minute
EB:
WB:
OLD CHARLESTOWN RE NB:
ROUTE 11
SB: ROUTE 11
15 Min.
Period
N,S,
Period
Begining u
Left
Thru Right Total
Left
Thor Right Total Left
Thru Right
Total
Left Thru Right Total
E W
Begining
7:00
0
0 0 0
12
0 4 16 0
55 9
64
1 69 0 70
150
7:00
7:15
0
0 0 0
17
0 3 20 0
66 11
77
3 76 0 79
176
7:15
7:30
0
0 0 0
15
0 5 20 0
67 12
79
2 89 0 91
190
7:30
7:45
0
0 0 0
18
0 5 23 0
64 14
78
4 84 0 88
189
7:45
8:00
0
0 0 0
19
0 6 25 0
60 14
74
5 80 0 85
184
8:00
8:15
0
0 0 0
17
0 5 22 0
61 10
71
4 84 0 88
181
8:15
8:30
0
0 0 0
18
0 4 22 0
58 12
70
3 83 0 86
178
8:30
8:45
0
0 0 0
16
0 5 21 0
59 13
72
4 76 0 80
173
8:45
A.M. Total
0
0 0 0
132
0 37 169 0
490 95
585
26 641 0 667
1421
A.M. Total
16:00
0
0 0 0
21
0 9 30 0
72 18
90
6 64 0 70
190
"16:00
16:15
0
0 0 0
22
0 9 31 0
77 17
94
10 66 0 76
201
16:15
16:30
0
0 0 0
22
0 11 33 0
81 21
102
9 69 0 78
213
16:30
16:45
0
0 0 0
25
0 12 37 0
80 22
102
12 73 0 85
224
16:45
17:00
0
0 0 0
23
0 12 35 0
83 18
101
11 80 0 91
227
17:00
17:15
0
0 0 0
26
0 11 37 0
91 26
117
10 81 0 91
245
17:15
17:30
0
0 0 0
28
0 12 40 0
87 21
108
14 77 0 91
239
17:30
17:45
0
0 0 0
23
0 9 32 0
83 18
101
I1 68 0 79
212
17:45
P.M. Total
0
0 0 0
190
0 85 275 0
654 161
815
83 578 0 661
1751
P.M. Total
1 Hour
EB:
WB:
OLD CHARLESTOWN RE NB:
ROUTE 11
S13: ROUTE 11
1 (four
Period
N,S,
Period
Begining
Left
Thru Right Total
Left
Thru Right Total Left
Thru Right
Total
Left Thru Right Total
E W
Begining
7:00
0
0 0 0
62
0 17 79 0
252 46
298
10 318 0 328
705
7:00
7:15
0
0 0 0
69
0 19 88 0
257 51
308
14 329 0 343
739
7:15
7:30
0
0 0 0
69
0 21 90 0
252 50
302
15 337 0 352
744
7:30
7:45
0
0 0 0
72
0 20 92 0
243 50
293
16 331 0 347
732
7:45
3:00
0
0 0 0
70
0 20 90 0
238 49
287
16 323 0 339
716
8:00
16:00
0
0 0 0
90
0 41 131 0
310 78
388
37 272 0 309
828
16:00
16:15
0
0 0 0
92
0 44 136 0
321 78
399
42 288 0 330
865
16:15
16:30
0
0 0 0
96
0 46 142 0
335 87
422
42 303 0 345
909
16:30
16:45
0
0 0 0
102
0 47 149 0
341 87
428
47 311 0 358
935
16:45
17:00
0
0 0 0
100
0 44 144 0
344 83
427
46 306 0 352
923
17:00
I Hour
EB:
WB:
.OLD CHARLESTOWN RE >113:
ROUTE 11
SB: ROUTE 11
1 Hour
Period
N,S,
Period
Begining
Left
Thru Right Total
Left
Thru Right Total Left
Thru Right
Total
Left Thru Right Total
E W
Begining
7:30
0
0 0 0
69
0 21 90 0
252 50
302
15 337 0 352
744
7:30
A.M. Peak
PI IF
PHF 0.90
PIiF
0.96
PHF 0.97
0.98
A.M. Peak
16:45
0
0 0 0
102
0 47 149 0
341 87
428
47 311 0 358
935
16:45
P.M. Peak
PHF
PHF 0.93
PHF
0.91
PHF 0.98
0.95
P.M. Peak
1
1
1
1
1
1
1
1
1
1
1
11
1
1
1
11
1
1
1
Intersection: E -W:
N -S:
Location
A.M. PEAK HOUR
7:30 8:30 1 352 (42%) t 273
0
0
-4— 0
(0%) 0 L_ 21
0 0 0 0 t- 90
0 i j— 69 (10
65_
0 (0 0
0 —1 0
0
Distribution
To/From Percent
Fast 1278%
West 0.00%
North 4045%
South 46.28%
100%
OLD CHARLESTOWN RD
ROUTE 11
WINCHESTER, VA
ROUTE 11
ROU 'E 11
0 337 S
J 1 L
r
0 252 50
4061 (48 3021
P.M. PEAK HOUR
16:45 17:45 1 358 (40 388
0 311 47
�!r
0 341 87
413 1 (45 4281
Weather
Count By
Count Date
ROUTE 11
t 47
4— 0 4— 149
102 (15
134
ROUTE 11
DRY
11P
10/9/2002
OLD CHARLESTOWN RD
OLD CHARLESTOWN RD
File Namel 1/0/1900
Input By I P
Intersection: E -W:
ROUTE 11 Weather
RAIN File Name
Input By
11P
N -S:
REDBUD Count By 111
10/10/2002
Location
RTI 1 &REDBUD Count Date
15 Minute
Period
Ungluing
EB: ROUTE 11
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: REDBUD
Left Thru Right Total
SB: NB 181 RAMP
Left Thru Right Total
N,S,
E W
15 Min.
Period
Begining
7:00
7:15
7:30
7:45
8:00
8:15
8:30
8:45
63 49 2 114
72 57 3 132
80 61 5 146
82 63 5 150
84 66 4 154
81 61 4 146
72 59 2 133
61 53 3 117
0 111 4 115
1 119 4 124
0 126 3 129
1 135 6 142
0 139 5 144
1 144 7 152
1 129 6 136
1 118 4 123
4 1 1 6
4 0 2 6
6 2 3 11
4 1 2 7
3 1 3 7
6 1 2 9
5 0 2 7
2 1 1 4
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
235
262
286
299
305
307
276
244
7:00
7:15
7:30
7:45
8:00
8:15
8:30
8:45
A.M. Total
595 469 28 1092
5 1021 39 1065
34 7 16 57
0 0 0 0
2214
A.M. Total
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
65 85 1 151
71 91 2 164
79 96 4 179
81 107 3 191
80 106 4 190
88 110 6 204
92 119 5 216
103 129 7 239
2 78 2 82
2 86 4 92
3 94 3 100
4 96 5 105
4 99 6 109
6 107 7 120
4 115 5 124
5 124 8 137
8 1 3 12
10 0 4 14
14 1 4 19
11 2 5 18
13 1 6 20
12 3 4 19
14 2 5 21
10 4 6 20
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
245
270
298
314
319
343
361
396
16:00
16:15
16:30
16:45
17:00
17:15
17:30
17:45
P.M. Total
659 843 32 1534
30 799 40 869
92 14 37 143
0 0 0 0
2546 P.M. Total
1 Hour
Period
Begining
EB: ROUTE 1 1
Left Thru Right Total
WB: ROUTE I I
Left Thru Right Total
NB: REDBUD
Left Thru Right Total
SB: NB I81 RAMP
Left Thru Right Total
1 Hour
N,S, Period
E WT Begining
7:00
7:15
7:30
7:45
8:00
297 230 15 542
318 247 17 582
327 251 18 596
319 249 15 583
298 239 13 550
2 491 17 510
2 519 18 539
2 544 21 567
3 547 24 574
3 530 22 555
18 4 8 30
17 4 10 31
19 5 10 34
18 3 9 30
16 3 8 27
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
1082
1152
1197
1187
1132
7:00
7:15
7:30
7:45
8:00
16:00
16:15
16:30
16:45
17:00
296 379 10 685
311 400 13 724
328 419 17 764
341 442 18 801
363 464 22 849
11 354 14 379
13 375 18 406
17 396 21 434
18 417 23 458
19 445 26 490
43 4 16 63
48 4 19 71
50 7 19 76
50 8 20 78
49 10 21 80
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
1127
1201
1274
1337
1419
16:00
16:15
16:30
16:45
17:00
I Hour
Period
Begining
EB: ROUTE 11
Left Thru Right Total
WB: ROUTE 11
Left Thru Right Total
NB: REDBUD
Left Thru Right Total
SB: NB 1 81 RAMP
Left Thru Right Total
N,S,
E W
l flour
Period
Begining
7:30
A.M. Peak
327 251 18 596
PHF 0.97
2 544 21 567
PHF 0.93
19 5 10 34
PHF 0.77
0 0 0 0
PIIF
1197
0.97
7:30
A.M. Peak
17:00
P.M. Peak
363 464 22 849
PHF 0.89
19 445 26 490
PHF 0.89
49 10 21 80
PHF 0.95
0 0 0 0
PHF
1419
0.90
17:00
P.M. Peak
1
1
1
1
1
1
1
1
1
11
11
11
11
11
11
11
11
11
Intersection: E -W: ROUTE 11
N -S: REDBUD
Location RTI I &REDBUD
A.M. PEAK HOUR
7:30 8:30
ROUTE II
563
(48%) 327
596 251 I"
18
P.M. PEAK HOUR
17:00- 18:00
ROUTE 11
4 494
(47 363
849 464 —f
22 I
Distribution
To/From percent
East 34.47%
Wcst 47.87%
Nor01 14.40%
South 3265
100%
NB 181 RAMP
NB I 8 RAMP
1 0
0
1 1.
11 r
5 10
201 (2 34
0 0 0
1 i r
49 10 21
41 1 (4 80
Weathe
Count By
Count Dale
(15/) 1 353
1 0 (14 1 399
RAIN
JJP
10/10/2002
21
544
r 2
REDBUD
REDBUD
4 567
(35%)
ROUTE 11
261
ROUTE 11
4-- 26
4-- 445 4— 490
4-- 19 (34
485
File Name' 1/0/1900
Input By 11P
W
Greenway Engineering
INTRODUCTION
Basic information
Location:
October 13, 2004
411 North Stephenson, Inc. Rezoning
NORTH STEPHENSON, INC. REZONING
This report has been prepared for the purpose of assessing the impact on Fredrick County
by the proffered rezoning of ten contiguous parcels comprising a 79.13 -acre tract, owned
by North Stephenson, Inc. The subject properties front on the east side of Martinsburg
Pike (U.S. Route 11 North), approximately 200 feet north of the Interstate 81 Exit 317
northbound off -ramp, and immediately east of Redbud Road (Route 661). The current
zoning of the parcels comprising the 79.13 -acre tract is RA, Rural Areas District and RP,
Residential Performance District. North Stephenson Inc. proposes to rezone these parcels
to establish 79.13 -acres of M1, Light Industrial District. See attached North Stephenson,
Inc. Location and Zoning Map Exhibit.
i c_
COMPREHENSIVE PLAN
p/ c_
a c_
East of Martinsburg Pike (Route 11), north of
Interstate -81 Exit 317 and east of Redbud Road
(Route 661)
Magisterial District: Stonewall
Property ID Numbers: 43 -A -150, 43 -A -151, 43- A -151A, 43 -A -152,
43C -3 -2, 43C -3 -3, 43C -3 -4, 43C -3 -4A,
43C -3 -5, 43C -3 -7A
Current Zoning: RA, Rural Areas District
RP, Residential Performance District
Current Use: Agricultural, trucking, office and residential uses
Proposed Use: Industrial
Proposed Zoning: M1, Light Industrial District
Total rezoning area: 79.13 -acre tract
The parcels comprising the subject site are located within the study area boundary of the
Northeast Land Use Plan. The policies guiding future land use development within the
Northeast Land Use Plan are identified in Chapter 6 (Land Use) of the Comprehensive
Policy Plan on pages 6 -34 through 6 -38.5. The recommendations of the Northeast Land
Use Plan suggest that commercial and industrial land use should occur around the
Greenway Engineering
October 13, 2004 North Stephenson, Inc. Rezoning
Interstate 81 Exit 317 interchange area, with an emphasis on industrial land use adjacent
to the railroads within the study area. The subject site has approximately 2,600 linear
feet (%z mile) of frontage along the CSX railroad and can accommodate rail spur and rail
w'r siding locations. The 79.13 -acre site is located within the Urban Development Area and
outd- c" 1 �J. the Sewer and Water Service Area; therefore, expansion beyond the existing property
o f{Mh"` 4 T,.e, i boundaries is not required by this application.
ttV*/ /4 a-v-L l -e.ri 1 t.4-4/C.--S (12. 1 e /4 r
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tv' r �f'4/ C+d_�.ce na.E r e y ,e. m.
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vtt r A UITABILITY OF THE SITE --x
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dci 1 t c i:. rowel_ h t. (t. b•n 14 <,S- rr o' -171-4 "u pr cry :/..4- qrP a;• tit b. e.lt--S
-1>o 4 �^r hx- t'd'aL'{ 41P.. n,Li' v M.n. bw t A. We44K 4 4-144,
f ru. t {n. to ins' �r kg_ ✓1 ect site, tax parcels 43 -((A)) aA,V ,S 1 co rttrf��« rrtc V
f f T he subj-150, 434(AD -151, 43- ((A))- 151A,`43 -((A)) -152 it a..kr e -c
D5A 1 0 .43C- ((3)) -2, 43C- ((3)) -3, 43C- ((3)) -4, 43C-((3D-4A, 43C- ((3)) -5, and 43C- ((3)) -7A, are ":4t t&
L 1" ,I g tuated in the southeast quadrant of the Interstate 81 Exit 317,/Martinsburg Pike (U.S.
„rte2 c Route 11) interchange area. The 79.13 -acre site has frontage along Martinsburg Pike and
eii,L ,Z is u'u along Redbud Road (Route 661).
f ,L,G F1 r n. iik'JL i
t k i ivi p The Northeast Land Use Plan identifies a new major collector road, which connects Old
1 l' t, t
J°`' `t Charles Town Road (Route 761) to Martinsburg Pike. The location of the new major
V e .F a
I a N t collector road intersection wit Martinsburg Pike was established during the rezoning and
p O{ raster development plan process associated with the Rutherford's Farm Industrial Park. q
r 'sr yv n. w
ro v ^`Therefore, the new major collector road is planned to traverse the subject site along the 'F.
.vtc' northern boundary of tax parcel 43 -((A)) -150 and is planned to run near the subject Iv f property's eastern boundary and intersect Martinsburg Pike (U.S. Route 11). 4
y
v
aeuLk The Interstate 81 widening project is anticipated to relocate the northbound off -ramp to
t t tp align with Martinsburg Pike at the current location of the Redbud Road intersection with o-�
,/}11 t1u Martinsburg Pike. This road improvement project will ultimately result in the need for U",t
Frederick County to determine an acceptable route to relocate traffic flow from Redbud.`` e, 3, �',f; cd 'is
100 U. Road to Martinsburg Pike. The applicants' proffer statement has made provisions for the d c v 0
dr
dedication of a 50 -foot right -of -way through the subject property that will allow fore t
el
kc future displaced traffic to access Martinsburg Pike at the signalized intersection J
fe, p at k associated with the new major collector road. Furthermore, the applicants' proffer
i f
statement prohibits commercial entrances along Redbud Road. c„AA,' re ai t sGU,af1 +.a,.`
II%f1 4�✓'J I [2 P "ir i l' t. Un awy..p. rc&jrv1'1 Ova- 4. e-✓ j•r,.� ..,i .J a,........vtw+
Y TQ.Ic t- C•.71I- t `l'tt1' If .t Uu l tn. .ii (?Ln4tll
_.A 9.V �rvp*r "n., ,{M2 -pp tn.Gt_ kW)!n. <.W S1Oaf.d..& z r
el._t W ime
r .c r.. rn.cJ:,,' -.e. ;1t ,�_r� ,ii
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+.:u. a-U G„r, rec. f1s...c"t.,c0. "tti- if,i.� s ter -f.V •r r r a r f(^ h1.0..Lt OG"
vvv to The subject site is located on the FEMA NFIP map #51 -0105 -B! The ntre sire is d J rnw
0,r \e rI U located as "Zone C", area outside the 100 year flood plain. 0 r r t yy
Ay P 1
P. A���/� 7 1 4 M p e c tir. k fs. e 8..` tot, F C J `z lA le w ,...r r
P ter' 'Y us. eioil(; =1 c,,,, v., c r ..r* tMQ... ul,1ii^N<rr ,,,li O J °t',:,, ✓a at f fk f+ti� k 4+t ic. -a efrt b'ia
WI•} CL� Uw t'tw it.. Uwlr Ct l7 �t!!�>rMt�•� (r b •1' th .IS EVE ,.�P L14 O.W d- en.�'l.�✓@s G54Z)rS t u* c,,,v a tro• ✓CA t 9a t� rvw't.rtD_ 'v d "0.i
t 1 a. t t is
044 Oa itcer
Greenway Engineering
Wetlands
Steep Slopes
The National Wetlands Inventory Map identifies one wetland area in the southwestern
portion of the 79.13 -acre parcel, which is a man-made impoundment. The treatment of
this wetland area will be determined during the master development plan process for the
future industrial site.
There are no steep slopes on the subject site.
Mature Woodlands
Two areas of mature deciduous trees exist on the 79A3 -acre site, which are located in the
northwestern portion of the subject site. It is anticipated that these areas will be impacted
by the future development of industrial sites, parking areas and by the future relocation of
Redbud Road. In April 2003, the Board of Supervisors adopted an ordinance to eliminate
a maximum disturbance percentage for woodland areas on commercial and industrial
properties and to require higher planting standards for parking lot areas. Site plans for
the 79.13 -acre property will comply with these standards.
r
C1x4 Lty61,, L tax d r
Soil Types
October 13, 2004 North Stephenson, Inc. Rezoning
The Soil Survey of Fredrick County, published by the USDA Soil Conservation Service
was consulted to determine soil types contained in this tract. The subject site is located
on map sheet number 24 30, and contains the following soil types:
5B -Carbo Silt Loam: 2 -7% slope
5C -Carbo Silt Loam: 7 -15% slope
6C -Carbo Oaklet Silt Loam, very rock 2 -15% slope
32B- Oaklet Silt Loam: 2 -7% slope
The 5B -Carbo Silt Loam and 32B Oaklet Silt Loam soils are identified on page 123 as
prime farmland soils. All soil types possess moderate to high shrink -swell potential.
Karst Features
The geology associated with the subject site has the potential for the presence of karst
features. The delineation of karst features throughout the project site is proffered to
occur during the master development plan process. Furthermore, the proffer statement
provides for geotechnical analysis during the site development plan process for any
4
Greenway Engineering
October 13, 2004
development that will occur within close proximity of identified karst features to
determine appropriate treatment methods to ensure that structural development,
stormwater management facilities and stormwater discharge does not negatively impact
these features. r�
�1�, t,:, arc s w (t c.a y e I
f ti
13. SURROUNDING PROPERTIES
Adjoining property zoning and present use:
North: Zoned Rural Areas (RA)
South: Zoned Rural Areas (RA)
East: Zoned Rural Areas (RA)
West: Zoned Residential Performance (RP)
Zoned Business General District (B2)
C. TRANSPORTATION
t
1. -0-5 C oy lee,l
North Stephenson, Inc. Rezoning
Use: Residential and Unimproved
Use: Residential and Agricultural
Use: Agricultural
Use: Residential
Use: Rutherford's Farm Indust. Park
The 79.13 -acre site has approximately 1,300 feet of frontage along Martinsburg Pike
(U.S. Route 11 North), which is classified as a major arterial road; approximately 2,400
feet of frontage along Redbud Road (Route 661), which is classified as a local street; and
will have approximately 1,300 feet of frontage along the new major collector road that is
identified to follow the northern boundary of the industrial site.
A traffic impact analysis (TIA) has been prepared for the 79.13 -acre site by Patton Harris
Rust, which is dated September 22, 2004 and included as a component of the Impact
Analysis Statement. The TIA assumes the total build out of 800,000 square feet of
industrial land use by year 2015. The TIA provides for a Level of Service (LOS)
analysis, AM and PM peak hour traffic volumes and Average Daily Trip volumes for
existing, background and build out conditions. It should be noted that the background
traffic data accounts for the buildout of the Rutherford's Farm Industrial Park and the
Stephenson Village Residential Planned Community, as well as a 5% increase in regional
traffic generation on Martinsburg Pike compounded annually throughout the 2015 project
buildout year.
The applicants' proffer statement has been designed to prohibit access to Redbud Road,
as this intersection with Martinsburg Pike fails during peak hour traffic volumes.
Therefore, the applicants' propose to provide access to the 79.13 -acre industrial site at the
planned signalized intersection with Martinsburg Pike and the Rutherford's Farm
Industrial Park major collector road entrance. The TIA assumes both the projected traffic
impacts from major developments in the immediate area of this project, as well as an
5
Greenway Engineering
October 13, 2004 North Stephenson, Inc. Rezoning
average annual increase in traffic on Martinsburg Pike to account for regional traffic
impacts. Furthermore, the TIA assumes the that have been proffered for_..
the Martinsburg Pike corridor from these future_developments._ Rf:.n
Sy. VaJ ft
The TIA demonstrates that the background traffic volumes create a Level of Service "D"
at the signalized intersection of Martinsburg Pike and the new major collector road, and
further demonstrates that this intersection functions at the same Level of Service "D"
assuming the total build out of 800,000 square feet of industrial land use on the 79.13-
4ttr rc e site. Therefore, the addition of the 5,874 vehicle trips projected from the industrial
Ck dn^ site does not reduce the Level of Service at the intersection of Martinsburg Pike and the
4
oft new major collector road from the Level of Service that is projected to occur solely from
V" 0.5 background traffic volumes.
The applicants' proffer statement provides for on -site and off -site improvements to the
r surrounding transportation system, including dual left turn lanes on the southbound
Martinsburg Pike approach to the project site, a continuous right turn lane within the
Martinsburg Pike right -of -way from the intersection of Redbud Road to the signalized
intersection into the project site, the execution of a signalization agreement with VDOT
for, signalization at the intersection of Martinsburg Pike and the major collector
aligning with Renzi Drive at the Rutherford's Farm Industrial Park, the dedication of [t C�.
u e.�C��,
,ku .right -of -way for the ultimate design of the major collector road from the signalized ta,tic-.
intersection at Martinsburg w
Pike to the CSX railroad the provision of right -of -way c,rD l r n"
dedication alon Redbud Road for the proposed Interstate 81 widening, and the b""-
/g p P g }-P u at �Ge
dedication of a 50 -foot right- of- waythrough the subject site for the relocation of Redbud
Road -that is anticipated to be severed from its current intersection at Martinsburg Pike as
Z a result of the Interstate 81 widening project. These proffered on -site and of- site L0,W,;.
improvements will maintain the LOS projected from background traffic impacts and Y7 `t/.
will mitigate the transportation impacts associated with 79.13 -acre industrial u .t.o,t Car h-
„„1 &L4_
f development. Cq'KJ?1 -v p,
r.C) ?ik-
:n v.e.d_ c t Vtr..arr rrrtt_
4 weN t» 0 et A. c fstPof Q" 0 l,,,› �nl� C.0
f tl l UKltrtf. f
C t,
f t t a,�f e_; G ,SC,P.,a t c_, A"�--"'Z y,..6 t turn—
Sul ji v ?t t,„ i{'.. al, ty kf/ ro U.d Cervt in PJ
t/ D. SEWAGE CONVEYANCE AND TREATMENT
The 79.13 -acre subject site is located within the Sewer and Water Service Area (SWSA)
boundary. The Frederick County Sanitation Authority (FCSA) developed the Route 11
North Sewer and Water Service Area plan to serve the northeast portion of the County,
which was approved by the Board of Supervisors in 2002.
An 8" sewer force main directing flow to the Redbud Run Pump Station serves a portion
of the northeast area of the County. This 8" sewer force main is constructed within the
Redbud Road (Rt. 661) right -of -way, which adjoins the subject site. Sewage effluent
from the industrial site will be directed through a series of force mains and gravity lines
to the Opequon Water Reclamation Facility. This treatment facility has a hydraulic
capacity of 8.4 MGD, which has flows allocated to the FCSA and the City of Winchester
Public Utilities. The on -site sewer infrastructure required to convey effluent to the
6
Greenway Engineering
treatment facility will be developed by the applicants to standards acceptable to the
FCSA for future operation and maintenance.
The impact of rezoning the 79.13 -acres can be based on comparable discharge patterns of
500 gallons per -day (GPD) per acre for industrial land use. The figures below represent
the impact that the total build out of the proffered square footage of structural area has on
the sewage conveyance and water supply systems.
Q 500 GPD per acre
Q 500 GPD x 79.13 acres
Q 39,565 GPD projected at total build out
The proposed rezoning is projected to increase flows to the Opequon Water Reclamation
Facility by 39,565 GPD at total build out. The design capacity of the Opequon Water
Reclamation Facility is currently 8.4 MGD, of which 6.4 MPD is utilized. The projected
increase of 39,565 GPD at total build out represents a 1.9% increase in the current
available capacity of the treatment facility; therefore, adequate capacity and infrastructure
is available for this industrial development.
E. WATER SUPPLY
Q 1,000 GPD per acre
Q 1,000 GPD x 79.13 acres
Q 79,130 GPD projected at total build out
October 13, 2004 North Stephenson, Inc. Rezoning
The 79.13 -acre subject site is located within the Sewer and Water Service Area (SWSA)
boundary. The Frederick County Sanitation Authority (FCSA) developed the Route 11
North Sewer and Water Service Area plan to serve the northeast portion of the County,
which was approved by the Board of Supervisors in 2002.
A 10" water line is located along the eastem side of Martinsburg Pike (U.S. Route 11),
which traverses the 79.13 -acre site. Furthermore, a 20" water transmission line is
currently in place on the west side of Martinsburg Pike, which is planned to follow the
major collector road serving the Rutherford's Farm Industrial Park and this industrial
development. The on -site water infrastructure required to convey potable water to the
proposed industrial uses will be developed by the applicants to standards acceptable to
the FCSA for future operation and maintenance.
The impact of rezoning the 79.13 -acres can be based on comparable water usage of 1,000
gallons per -day (GPD) per acre for industrial land use. The figures below represent the
impact that the total build out of the proffered square footage of structural area has on the
water supply system.
The projected water usage for the proposed rezoning is 79,130 GPD at total build out.
This projection represents approximately 3.9% of the North Water Treatment Plant
7
Greenway Engineering
October 13, 2004 North Stephenson, Inc. Rezoning
F. DRAINAGE
current capacity of 2 MGD. The North Water Treatment Plan is designed to increase
treatment capacity to approximately 4 MGD. Therefore, the existing source and
infrastructure is adequate to accommodate the capacity needs of the proposed 79.13 -acre
industrial site at total build out.
The 79.13 -acre parcel is gently sloping and drains from the north and west towards the
southeastern portion of the project site. On -site storm water management facilities will
be designed to adequately accommodate the post development conditions. The
applicants have proffered to prepare a geotechnical analysis for the purpose of identifying
any suspect karst depressions and to ensure that proposed developed areas do not
adversely impact water quality through storm water management design. Storm water
management will be designed in accordance with all applicable state and local storm
water management requirements and erosion and sedimentation control.
G. SOLID WASTE DISPOSAL
The impact on solid waste disposal facilities can be projected from an average annual
business consumption of landfill volume of 5.4 cubic yards per 1,000 sq ft. of structural
floor area (Civil Engineering Reference Manual, 4 edition). The following figures
show the increase in average annual volume based on the 800,000 square feet of
industrial square footage that is projected to develop over a 10 -year period:
AV 5.4 Cu. Yd. per 1,000 sq. ft.
AV 5.4 Cu. Yd. x 800 (1,000 sq. ft.)
AV 4,320 Cu. Yd. at build out/yr or 3,024 tons /yr at build -out
AV 3,024 tons /yr divided by 10-yr build -out 302.4 ton annual increase
The Municipal Solid Waste area of the Regional Landfill has a current remaining
capacity of 13,100,000 cubic yards of air space. The projected annual solid waste
generation from the subject site is anticipated to be 302 tons per year, which represents a
0.15% increase in the solid waste received by the Municipal Solid Waste area of the
Regional Landfill, which currently averages 200,000 tons per year. This projected annual
increase in solid waste generation is manageable and can be accommodated by the
Regional Landfill.
H. HISTORICAL SITES AND STRUCTURES
The Frederick County Rural Landmarks Survey identifies the Seven Oaks residential
structure #34 -1067) as potentially significant, although this structure was not deemed
8
eligible for the state or national register of historic places. The applicants' utilized Seven
Oaks as a residential rental property over the years and recently razed the structure under
an approved demolition permit issued by Frederick County. Prior to obtaining this
demolition permit, the applicants' determined that the Seven Oaks structure did not lend
itself as an adaptive reuse structure for commercial or industrial use. Furthermore, the
applicants' were advised that the Shenandoah Valley Battlefield Foundation (SVBF) did
not desire to pursue acquisition of the Seven Oaks residence for use as a tourist center.
However, prior to razing the residence, the applicants' allowed the structure to be
photographed, inventoried and cataloged both externally and internally by an
architectural historian. jkcrt pv ry I tt.P.1 ve_p Per ct
The southeastem corner of the subject site is located across Redbud Road (Route 661)
from the former Stine parcel, which was acquired by the Shenandoah Valley Battlefield
Foundation. A portion of the 3` Winchester Core Battlefield Area is located
approximately 900 feet southeast of the southeastern corner of the proposed industrial
site. The CSX Railroad crosses Redbud Road at the divide of the subject site and the
SVBF parcel. The potential for rail -spur and rail siding is very good beginning at this
location and proceeding north along the CSX Railroad for approximately 1,200 linear
feet. Therefore, it is anticipated that industrial structural development will be located at
least 1,000 linear feet from the 3` Winchester Core Battlefield Area due to the location of
rail -spur and rail- siding. The applicants' have proffered to prohibit illuminated and non-
illuminated business signs along the 1,400+ feet comprising the eastern property line of
tax parcel 43 -((A)) -152. The distance between future industrial structures and the 3
Winchester Core Battlefield Area, coupled with the elimination of business signs along
�J'� J the eastern boundary of tax parcel 43 -((A)) -152 will assist in the mitigation of impacts to
t✓' 1 the viewshed associated with the 3` Winchester Core Battlefield Area. Iu�
v l. �n rnwv wcwA,r IL t r1�4 ,r_ I,..V�u: ku-" .e .,mrrc
p!' a J p,... L u fi�� v- _�j L,, h�L1"A�tE�i.�w,..@.0 .Y anal I"? a '�J v(� fa r i.u.I -e A.A S�j ,at,uo+.
d L ff 4 mt� Z6 i �r �'h 2 .C/ vt p AT I
I. IMPACT ON COMMUNITY FACILITIES
alyvas- amt...- c y c c
j' 001)) -el, F�(e -s
The Frederick County Capital Facilities Fiscal Impact Model has been prepared ti for the J
proposed rezoning of the 79.13 -acre site based on a proffered maximum square footage
of 800,000 square feet of industrial land use. The results of the Capital Facilities Fiscal 4 c r ULI
Impact Model identify that the build -out of this square footage will generate cunkt Ae
$6,034,694.00 in revenues for capital facilities needs in the community. The Capital
Facilities Fiscal Impact Model identifies an impact to fire and rescue services, which has
been further mitigated by the applicants' proffered monetary contribution of $0.01 per
square foot of structural development on the subject site. This monetary proffef woulih
result in an additional $8,000.00 for fire and rescue services if the proffered maximum
square footage is developed on the subject site. No additional impacts to community
ki';3 facilities are anticipated by this rezoning application.
G
a: Lri
Greenway Engineering
October 13, 2004 is North Stephenson, Inc. Rezoning
9
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File #3485/EAW
Impact Analysis Statement
a
rr y L
I .I
MAR 3
P DERICK COUNTY
PLANNING DEVELOPMENT
IMPACT ANALYSIS STATEMENT
NORTH STEPHENSON, INC.
REZONING
Stonewall District
Frederick County, Virginia
TM 43 -((A)) -150, 43 -((A)) -151, 43- ((A)) -151A, 43 -((A)) -152,
43C- ((3)) -2, 43C- ((3)) -3, 43C- ((3)) -4, 43C- ((3)) -4A,
43C- ((3)) -5, 43C- ((3)) -7A
79.13 Acres
October 13, 2004
Current Owner: North Stephenson, Inc.
Contact Person: Evan A. Wyatt, AICP
Greenway Engineering
151 Windy Hill Lane
Winchester, VA 22602
540- 662 -4185
11/14/2384 16:02 5406695
FAX TRANSMISSION
TO: £.v 4-•y Wy4 rr
COMPANY: 4REEN why
FAX (Sfo) "72,2. 95
FRED CO PLANNTNG DEP
PAGE 01/03
COUNTY of FREDERICK
Department of Planning and Development
107 North Kent Street, Suite 202 o Winchester, Virginia 22601 -5000
Telephone: 540/665 -5651 FAX: 540 /665 -6395
Date: 11 h
Number of Pages (including cover sheet)
Remarks:
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No RrH ,57 PH 6 T-1-So N3
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PAGE 03/03
g
File #3435 /EAW
Impact Analysis Statement
FREDERICK COUNTY
PLANNING DEVELOPMENT
IMPACT ANALYSIS STATEMENT
NORTH STEPHENSON, INC.
REZONING
Stonewall District
Frederick County, Virginia
TM 43 -((A)) -150, 43 -((A)) -151, 43-((A))-151A, 43 -((A)) -152,
43C- ((3)) -2, 43C- ((3)) -3, 43C- ((3)) -4, 43C- ((3)) -4A,
43C- ((3)) -5, 43C- ((3)) -7A
79.13 Acres
October 13, 2004
Current Owner: North Stephenson, Inc.
Contact Person: Evan A. Wyatt, AICP
Greenway Engineering
151 Windy Hill Lane
Winchester, VA 22602
540- 662 -4185
11/14/2004 16:02 5406395
TO: £A wyA -r-r
COMPANY: CrREew W k
FAX (S40) 722 9528
FRED CO PLAN T G DEP
PAGE 01/03
COUNTY of FREDERICK
Department of Planning and Development
107 North Kent Street, Suite 202 Winchester, Virginia 22601 -5000
Telephone: 540 /665 -5651 FAX: 540/665 -6395
FAX TRANSMISSION
/11/6!0
Number of Pages (including cover sheet)
Date:
Remarks:
i MPAt,T Morsel_ o Lerr4AT
N 0RTH Srf PH6 t4 So-N5
0
cot t t ARE HCks£
From the desk of: