HomeMy WebLinkAbout05-05 Impact AnalysisMARATHON BANK ROUTE 50 WEST REZONING
A. INTRODUCTION
IMPACT ANALYSIS STATEMENT
March 2005
This report has been prepared for the purpose of assessing the impact on
Frederick County by the conditional rezoning of parcels 53B -3 -5, 6, 7, 8,
owned by Marathon Bank, which total 1.00 acre. The subject parcels are located
on the south side of Northwestern Pike (U.S. Route 50), west and adjacent to
Ward Avenue (Route 1317), approximately 900 feet west of the Route 37
interchange. The subject parcels are currently zoned RA (Rural Areas). This
application proposes the rezoning of the 1.00 -acre site to the B2 (Business
General) District.
The site is intended to develop with bank and general office uses. The planned
uses would be located within a single building whose gross floor area would not
exceed 8,000 square feet. The design of this facility will include multiple drive
through lanes to serve bank customers.
B. COMPREHENSIVE POLICY PLAN
The subject parcels are located within the Phase One boundaries of the Round
Hill Community Land Use Plan. The properties are located wholly within the
Sewer and Water Service Area (SWSA). The Round Hill Community Land Use
Plan envisions the development of business /office land uses on the site subject
to the availability of central sewer and water facilities. The proposed rezoning of
the subject parcels to the B2 District to allow branch bank and general office land
uses is therefore consistent with the applicable land use policies of the
Comprehensive Policy Plan.
C. SUITABILITY OF THE SITE
The site is currently developed with a single family residence and restaurant
(formerly Kathy's Tortuga), neither of which conforms fully with current zoning
requirements. The residence straddles two legally non conforming RA zoned
parcels (53B -3 -7 8), each of which consists of approximately 0.25 acre. The
restaurant similarly sits on two undersized RA zoned properties (53B -3 -5 6),
and was developed on the site without meeting typical commercial development
standards governing parking, site entrances, and buffering and landscaping. The
rezoning of the site to the B2 District will facilitate resolution of these non
conformities, as its ultimate redevelopment with bank and general office uses will
occur pursuant to current site development requirements.
Impact Analysis Statement Marathon Bank Route 50 West
Site Development
The Round Hill Community Land Use Plan identifies the enhancement of corridor
appearance as an important policy objective. The proposed proffer statement
submitted with this rezoning includes a commitment to provide a 10 -foot wide
landscaped corridor buffer along the frontage of the property. This buffer area
will complement similar features that will be installed on the opposite side of
Northwestern Pike pursuant to the proffers approved with the WWW and
Winchester Medical Center West Campus rezoning applications. Coupled with
the distinctive architecture typical of new Marathon Bank facilities, the
landscaped buffer will achieve an aesthetic quality consistent with applicable
corridor appearance policies.
Access
The subject site has approximately 210 feet of frontage along Northwestern Pike
(U.S. Route 50) and roughly 223 feet of frontage on Ward Avenue (Route 1317).
The existing uses each possess individual entrances on Northwestern Pike, and
the restaurant use is also accessed via an entrance on Ward Avenue.
The proposed development of the site with bank and general office land uses will
result in improved access management along Northwestern Pike. The two
existing entrances will be eliminated and a right in only entrance will be installed
as the sole point of access from Northwestern Pike. Such measures will
minimize potential conflict points and enhance the safety and efficiency of traffic
movement on the impacted segment of Northwestern Pike. Moreover, the
proposed right in only entrance provides a limited albeit critical means of access
to the planned uses from Northwestern Pike that will be both functionally and
aesthetically integrated with the corridor as a whole.
A full entrance will be provided on Ward Avenue that will be aligned with the
existing entrance to the 7 -11 convenience store. All traffic exiting the site will
use Ward Avenue to reach Northwestern Pike. It is noted that the intersection of
Ward Avenue and Northwestern Pike will be signalized pursuant to the proffer
statement approved with the Winchester Medical Center West Campus
rezoning.
Environmental Features
The site does not contain any environmental features that would either constrain
or preclude site development. In particular, there are no identified areas of steep
slopes, flood plain or wetlands /hydrologic soils on the parcels included in this
application.
2
Impact Analysis Statement Marathon Bank Route 50 West
Soils
The General Soil Map of the Soil Survey of Frederick County, Virginia indicates
that the soils comprising the subject parcels fall under the Frederick- Poplimento-
Oaklet soil association. The predominant soil type on the site is Carbo Oaklet silt
loam, 2 to 15 percent slopes (map symbol 6C), as shown on map sheet number
29 of the survey. This soil type is not considered prime farmland. The
characteristics of this soil type and any implications for site development are
manageable through the site engineering process.
D. TRANSPORTATION
As noted above, access to the site will occur through a right in only entrance on
Northwestern Pike (Route 50) and a full entrance on Ward Avenue (Route 1317).
These entrances will be installed as generally depicted on the proffered
Generalized Development Plan (GDP), pursuant to the specifications and
requirements of both VDOT and Frederick County.
Development of this project will occur in the context of an actively evolving
transportation environment along the Northwestern Pike corridor. Detailed
planning and design has been completed for implementation of the initial phase
of the coordinated transportation improvement program proffered with the WWW,
LC and Winchester Medical Center West Campus rezoning applications.
These improvements will add travel and turn lanes to Northwestern Pike, and
further include signalization of the intersection of Northwestern Pike and Ward
Avenue.
A traffic impact analysis (TIA) was prepared for this application using composite
data collected from other studies in the area as well as actual traffic counts.
Using traffic generation figures from the I.T.E. Trip Generation Manual, 7
Edition the TIA projects that the proposed development will produce 1,716
average daily vehicle trips (ADT). The TIA further indicates that study area roads
and intersections have the capacity to accommodate the trips generated by this
project at acceptable and manageable level of service conditions. (see A Traffic
Impact Analysis for the Marathon Bank Route 50 West, dated 3/22/05)
It is noted that the TIA projects peak hour Level of Service "D" conditions for
certain movements at the intersection of Ward Avenue and Northwestern Pike at
project build out. As demonstrated by the TIA, such conditions are expected due
to background traffic growth along the corridor, and will be experienced
regardless of the introduction of bank generated trips. Level of service
conditions on study area roads and intersections will therefore not be diminished
by the traffic impacts attributable to the proposed rezoning.
3
Impact Analysis Statement Marathon Bank Route 50 West
E. SEWAGE CONVEYANCE AND WATER SUPPLY
A 20" regional water transmission line is scheduled to cross U.S. Route 50 and
follow Ward Avenue south. The current contract to extend water and sewer
service to the Winchester Medical Center West Campus site will enable this
water main extension across Route 50. The ultimate extension will provide
sufficient water supply and pressure for domestic and fire protection purposes on
the subject site.
Likewise, an 8" gravity sewer main will be extended from the regional pump
station located on the Winchester Medical Center West Campus site,
immediately north of Route 50. This line will provide adequate gravity sewer
service to the site.
Using the standard water consumption rate for bank and general office uses of
200 GPD per 1,000 square feet of floor area, the proposed use of the site will
consume approximately 1,600 GPD of water and produce equivalent sewer
flows.
F. DRAINAGE
The 1.00 acre -site naturally drains to the north and east. It is anticipated that low
impact development techniques together with good erosion control practice will
mitigate adverse stormwater discharge impacts. Actual specification of temporary
and permanent facilities will be provided with final engineering and will comply
with all local, state and federal regulations.
G. SOLID WASTE DISPOSAL
The planned development of the subject site is projected to generate 200 pounds
of solid waste per day (0.10 T /day). Solid waste will be transferred to the
Frederick County landfill by commercial carrier.
H. HISTORICAL SITES AND STRUCTURES
The Frederick County Rural Landmarks Survey does not identify any potentially
significant structures on the 1.00 acre -site or within close proximity of the
properties. The subject properties are located within the National Parks Service
study area for the Second Winchester battlefield, but are wholly outside of
identified core battlefield areas.
I. IMPACT ON COMMUNITY FACILITIES
The Frederick County Fiscal Impact Model was run to assess the likely impact of
the proposed project on capital facilities. The output module generated by this
analysis indicated that the proposed land uses would result in a net positive fiscal
Impact Analysis Statement Marathon Bank— Route 50 West
impact. Nevertheless, the applicant has proffered to contribute a total of $4,000
to Frederick County for Fire and Rescue Department and Sheriff's Office
purposes, respectively. This contribution is offered in recognition of the unique
demands on public safety services commonly associated with commercial
development.
5
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MARATHON BANK
US ROUTE 50
LOCA7 /ON MAP
FREDERICK COUNTY, VIRGINIA
gilbert w. clifford Sc associates
a division of
Patton, Harris, Rust Associates, pc
117 E. Picany St. Winchester, Virgin 22601
VOICE (540) 657 -2139 FAX: (540) 655 -0493
MARATHON BANK
US ROUTE 50
EXISTING CONDITIONS
FREDERICK COUNTY, VIRGINIA
i"US ROUTEZ
gilbert w. clifford associates
a division of
Patton, Harris, Rust Associates, pc
117 E. PicadAy St. Winchester, Wginio 22601
VOICE: (540) 667 -2139 FM: (540) 665 -0493
Marathon Bank Route 50 West
A Traffic Impact Analysis for the
Located in:
Frederick County, Virginia
Prepared for:
Don Unger
4095 Valley Pike
Winchester, VA 22601
Prepared by:
Patton Harris Rust Associates, pc
End neers. Surveyors. Planners. Lcndsccpe Architects.
300 Foxcroft Avenue, Suite 200
Martinsburg, West Virginia 25401
T 304.264.2711
F 304.264.3671
March 22, 2005
OVERVIEW
Project Summary
Methodology
p
Patton Harris Rust Associates, pc (PHR +A) has prepared this document to
present the traffic impacts associated with the proposed Marathon Bank -Route 50 West
located on the southwest corner of the intersection of Route 50 (Northwestern Pike)/ Ward
Avenue, in Frederick County, Virginia. The proposed development is to include an 8,000
square foot bank with two access points to be provided along Route 50 and Ward Avenue,
respectively. The proposed project will be built -out in a single transportation phase by the
Year 2007. PHR +A has provided Figure 1 to illustrate the location of the Marathon Bank
with respect to the surrounding roadway network.
The traffic impacts accompanying the proposed Marathon Bank -Route 50 West
were obtained through a sequence of activities as the narratives that follow document:
Assessment of background traffic including growth rates and other planned projects in
the area of impact,
Calculation of trip generation for the proposed Marathon Bank,
Distribution and assignment of the proposed Marathon Bank generated trips onto the
study area road network,
Analysis of capacity and levels of service for existing and future conditions using
HCS -2000 (Highway Capacity Software).
A Traffic Impact Anahsis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 1
F H
Figure 1
P,
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"'CenFgi''
Vicinity Map Marathon Bank (Route 50 West)
A Traffic Impact Analysis for the Marathon Rank-Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 2
EXISTING CONDITIONS
PHR +A conducted AM /PM peak hour manual turning movement counts at the
intersections of Route 50/Ward Avenue and Ward Avenue /7 -11 Site Driveway in
Frederick County, Virginia. ADT (Average Daily Traffic) was established along each of
the study area roadway links using a "k" factor (the ratio of PM peak hour traffic volumes
to 24 -hour traffic volumes) of 8.3% as determined from Virginia Department of
Transportation (VDOT) traffic count data.
Figure 2 shows the existing ADT and AM/PM peak hour traffic volumes at the
intersections of Route 50/ Ward Avenue and Ward Avenue/ 7 -11 Site Driveway. Figure 3
shows the respective existing lane geometry and peak hour levels of service. All traffic
count data and HCS -2000 levels of service worksheets are included in the Appendix
section of this report.
PHA M 9
A Traffic Impact Analysis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 3
t
No Scale
i# (672)1052s
i (20)13
L
SITE
site
D n'; 7 4
0
is 466(1444)
t 60(97) Northwestern Pike
1r
M T
L x
Existing 7 -11
Convenience Store
AM Peak Hour(PM Peak Hour)
rAverage DaiIy Trips`
P
Figure 2
P p
e 9
Existing Traffic Conditions
A Traffic Impact Analysis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881-1-0
Page 4
PHI
Figure 3
PHI
No Scale
1
53, ca
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r?
t 'C
SITE
Site
u p veWay
Unsignalized
Intersection
no rm WA)*
Ir
Northwestern Pike
Y Dr veway
Unsignalized
Intersection
Existing 7 -11
Convenience Store
Denotes stop sign control
AM Peak Hour(PM Peak Hour)
*Denotes Critical Unsignalized Movement
Existing Lane Geometry and Levels of Service
A Traffic Irnpact Analysis for the Marathon Bank -Route 50 West
March 22. 2005
Project Number 12881 -1 -0
Page 5
2007 BACKGROUND CONDITIONS
PHR +A grew the existing traffic volumes along Route 50 (Northwestern Pike) and
Ward Avenue using a conservative rate of five percent (5 per through Year 2007.
PHR +A utilized the report titled: A Traffic Impact Analysis of the WWW Property, by
PHR +A, dated December 5, 2002, to incorporate all trips relating to "other developments"
located within the vicinity of the proposed Marathon Bank site. Based upon the 7 Edition
of the Institute of Transportation Engineers' (ITE) Trip Generation Report. PHR +A has
provided Table 1 to summarize the 2007 "other developments" trip generation. Figure 4
shows the 2007 background ADT and AM/PM peak hour traffic volumes at the
intersections of Route 50/ Ward Avenue and Ward Avenue/ 7 -11 Site Driveway. Figure 5
shows the corresponding 2007 background lane geometry and AM/PM peak hour levels of
service. All HCS -2000 levels of service worksheets are included in the Appendix section
of this report.
ITE
Code
Land Use Amount
AM Peak Hour
In I Out I Total
PM Peak Hour
In I Out I Total
ADT
Valley Health Systems Property
150 Warehousing (Distribution Center) 5 acres 63 25 88 26 48 73 383
710 Office (Administration Building) 50,000 SF 95 13 108 23 112 135 782
750 Office Park 5 acres 350 30 381 34 194 228 2.241
620 Nursing Home 24,000 SF 6 3 9 5 5 10 146
253 Elderly Housing Attached 80 units 3 4 6 5 3 9 278
Sub -total 517 75 592 93 362 455 3,831
Degrange Property
312 Business Hotel 50 rooms 17 12 29 19 12 31 364
760 Research Sr Development Park 5 acres 70 13 84 9 68 77 398
820 Shopping Center 25,000 SF 42 27 68 120 130 251 2,758
912 Drive -in Bank 2,400 SF 17 13 30 55 55 110 694
832 H -T Restaurant 7.600 SF 46 42 88 51 32 83 966
Sub -total 191 107 298 254 298 552 5,180
WWW Property
750 Office Park 5 acres 350 30 381 34 194 228 2,241
813 Discount Superstore 135,000 SF 127 122 248 252 262 514 6,030
820 Shopping Center 25,000 SF 42 27 68 120 130 251 2.758
Sub -total 519 179 697 406 586 993 11,028
Total 1,227 360 1,587 753 1.247 1,999 20,040
Table 1
"Other Developments"
2007 Trip Generation Summary
A Traffic Impact Analvsis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 6
No Scale
(60)1091
ul� (1132)1312
a: L (23)15'%
Q SITE
Deeµ "�1
if
S...199(76)
951(1895)
t 69(112) Northwestern Pike
)tr
ry
Existing 7 -11
Convenience Store
AM Peak Hour(PM Peak Hour)
�A9� e "rage. D`ailv�Trps�pk`
P
r Figure 4
P1 1 i ce` E
2007 Background Traffic Conditions
A Traffic Impact Analysis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Pace 7
No Scale
_p
Figure 5
Pi IRIAHI
min
3
e 4
SITE
Site
Dri veway N2' [e
I Jrivew ay
v
"Suggested Improvements"
Signalization
NB Right Turn Lane, NB Thru Lane
ER Thru Lane, North Leg of Intersection
Existing 7 -11
Convenience Store
g Denotes STOP sign control
Denotes traffic signal control
AM Peak Hour(PM Peak Hour)
*Denotes Critical Unsignalized Movement
2007 Background Lane Geometry and Levels of Service
A Traffic Impact Analvsi for the Marathon Bank-Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 8
TRIP GENERATION
PHR +A determined the number of trips entering and exiting the site using
equations and rates provided in the 7 Edition of the Institute of Transportation Engineers'
(II'E) Trip Generation Report. Table 2 was prepared to summarize the total trip
generation associated with the proposed Marathon Bank development.
Table 2
Marathon Bank -Route 50 West
Trip Generation Summary
Code
AM Peak Hour PM Peak Hour
Land Use Amount In Out Total In Out Total ADT
912 Drive -in Bank 8,000 SF 55 43 99 183 183 366 1,716
Total 55 43 99 183 183 366 1.716
TRIP DISTRIBUTION AND TRIP ASSIGNMENTS
The distribution of trips, was based upon local travel patterns for the roadway
network surrounding the proposed Marathon Bank site. PHR +A utilized the trip
distribution percentages shown in Figure 6 to assign the proposed Marathon Bank
development trips (Table 2) throughout the study area. Figure 7 shows the respective
development generated ADT and AM/PM peak hour trip assignments.
2007 BUILD -OUT CONDITIONS
The proposed Marathon Bank development assigned trips (Figure 7) were added to
the 2007 background traffic volumes (Figure 4) to obtain 2007 build -out conditions.
Figure 8 shows the 2007 build -out ADT and AM/PM peak hour traffic volumes at key
locations throughout the study area. Figure 9 shows the respective 2007 build -out lane
geometry and peak hour levels of service. All HCS -2000 levels of service worksheets are
included in the Appendix section of this report.
A Traffic Impact Analysis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 9
No Scale
_pHRA
r Figure 6
y 3 SITE
Site
Driveway 4t2
Existing 7 -11
Convenience Store
7- 11Site
Driveway
Trip Distribution Percentages
Northwestern Pike
85
A Traffic Impact Analvsis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 10
No Scale
-PHRA
r Figure 7
MAI
J U
a SITE x in
Site
Driv
a
Jl(
L
1r47(156) Northwestern Pike
Existing 7 -11
Convenience Store
Development- Generated Trip Assignments
A Traffic Impact Analysis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 11
No Scale
(60)309)
(1132)1312 ,T c
L? (23)15 1 n
0 00
SITE
Sit Existing 7 -11
Orly e ay qz Convenience Store
u
0
rn
tt
ry L.199(76)
1an. 951(1895)
T 116(268) Northwestern Pike
P
r Figure 8
2007 Build -out Traffic Conditions
A Traffic Impact Analvsis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 12
No Scale
Suggested Improvements"
New Intersection: EB Right 'Turn Lane
W R Thru Lane
r- SITE
Site
D rive w a
a
7, 11 Site
nvewaY
"Suggested Improvements"
Signalization
NB Right Turn Lane, WB Thru Lave
EB Thru Lane, North Leg of Intersection
Stgnali
iileisecti
LOS =C(D)
Northwestern Pike
Existing 7 -11
Convenience Store
3 Denotes STOP sign control
Denotes traffic signal control
AM Peak Hour(PM Peak Hour)
*Denotes Critical IInsignalized Movement
_P
Figure 9 2007 Build -out Lane Geometry and Levels of Service
A Traffic Impact Anah'sis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 13
CONCLUSION
The traffic impacts associated with the proposed Marathon Bank -Route 50 West
site are acceptable and manageable. Based upon HCS -2000 results, all intersection located
within study area roadway network will operate with levels of service "D" or better during
2007 total build -out conditions assuming the improvements shown in Figures 5 (2007
background) and 9 (2007 build -out), respectively. In addition, according to the procedures
described in Figure 2 -10 "Traffic Signal Warrants" worksheet) of the Manual of Traffic
Signal Design published by the Institute of Transportation Engineers', the proposed
intersection will maintain sufficient traffic volumes as to warrant traffic signalization. For
informational purposes, Table A is provided in the Appendix section of this report.
PHR +A has also performed analyses to determine the need for turn-lane treatments
at the proposed intersections of Route 50/ Ward Avenue and Route 50/ Site Driveway #I.
The requirements for implementing mainline right -turn lanes are outlined in Figure C -1 -9
"Guidelines for Right -Turn Treatment: Four -Lane Highway of the VDOT Road Design
Manual. Based upon the volumes shown in Figure 8, a full width right -turn lane would not
be required for the intersections of Route 50/ Ward Avenue and Route 50/ Site Driveway
#I. For informational purposes, Figure C -1 -9 is provided in the Appendix section of this
report.
A Traffic Impact Analvsis for the Marathon Bank -Route 50 West
March 22, 2005
Project Number 12881 -1 -0
Page 14
INTERSECTION CAPACITY ANALYSIS
and
LEVEL OF SERVICE
The most current analysis methodologies used for evaluating the capacity of intersections were
developed by the Transportation Research Board (TRB) in conjunction with the Federal
Highway Administration (FHWA) and other members of the transportation profession: This
methodology is represented in TRB Special Report Number 209, The Highway Capacity Manual
(HCM). Computerized methods for conducting these analyses were developed by FHWA; and
are the methods used in this report. The following brief explanations of the methodologies are
adapted from the HCM.
UNSIGNALIZED INTERSECTIONS TWSC
At an unsignalized two -way stop controlled (TWSC) intersection, the major street has
continuous right of way while the side street is controlled by a stop sign or yield sign. In
operation, vehicles exiting the side street and crossing or turning into the main street flow must
wait for "acceptable gaps" in the main street flow. The same is true of left- turning traffic from
the main street that must cross the opposing flow.
The analysis takes into account the probability of a gap in the main street traffic. The probability
and number of acceptable gaps is lower in higher volume flows. The acceptability of a gap is
modified by physical factors (sight distance, turning radius, etc.) and by characteristics of the
traffic flow (percentage trucks, buses. etc.).
In the analysis in these reports, all default values suggested by the HCM were used unless
additional information was available. These defaults include the estimated percentage of trucks
(single unit and tractor trailer), buses and motorcycles.
The level of service for TWSC intersections is determined only for individual movements not
for the intersection as a whole. The total delay is defined as the total elapsed time from when a
vehicle stops at the end of the queue until the vehicle departs from the stop line; this time
includes the time required for the vehicle to travel from the last -in -queue position to the first -in-
queue position.
rag o
verage TotakDelY
UNSIGNALIZED INTERSECTIONS AWSC
At an unsignalized all -way stop- controlled (AWSC) intersection, all directions are controlled by
a stop sign. Operation of AWSC intersections requires that every vehicle stop at the intersection
before proceeding. Since each driver is required to stop, the judgment as to whether to proceed
into the intersection is a function of the traffic conditions on the other (opposing and conflicting)
approaches. Therefore, a driver proceeds only after determining that there are no vehicles
currently in the intersection and that it is safe to proceed.
The analysis takes into account the problem of determining, under capacity conditions for a given
approach, the factors that influence the rate at which vehicles can depart successfully from the
STOP line. Traffic at other approaches, which increases potential conflict, translates directly into
longer driver decision times and saturation headways. The saturation headways are also
influenced by characteristics of the traffic flow (slow accelerating vehicles, left turns, etc.).
In the analysis in this reports, all default values suggested by the HCM were used unless
additional information was available. These defaults include the estimated percentage of trucks
(single unit and tractor trailer), buses and motorcycles.
The level of service for AWSC intersections is determined only for individual movements not
for the intersection as a whole. The total delay is defined as the total elapsed time from when a
vehicle stops at the end of the queue until the vehicle departs from the stop line; this time
includes the time required for the vehicle to travel from the last -in -queue position to the first -in-
queue position.
SIGNALIZED INTERSECTIONS
The operation (and therefore the capacity) of a signalized intersection is complicated by the fact
that the signal is allocating time between conflicting traffic movements movements that must
use the same physical space. The analysis, therefore, must not only look at the physical
geometry of the intersection, but the signal timing aspects as well.
In the analysis of signalized intersections, two terms are important: volume to capacity ratio
(v /c) and; average stopped delay (seconds per vehicle). The theoretical capacity is based on the
physical geometry, the available green time (often expressed as G /C), and the traffic mix (e.g.
trucks use more capacity than cars). The average stopped delay may be calculated from the v/c
ratio, cycle length, quality of progression on the arterial and available green time on each
approach.
In this report all the default values recommended by the HCM are used unless other specific
information is available (percentage of trucks, pedestrians, etc.). Existing signal timings are
observed and used whenever possible: When future signals are being evaluated, an `optional"
signal timing is calculated based on projected volumes.
The level of service is based on the calculated average delay per vehicle for each approach and
for the intersection as a whole. Based on extensive research studies, the maximum delay
acceptable by the average driver is sixty seconds per vehicle at a signalized intersection. This is
defined as the upper limit on the possible range of delay /level of service criteria. The following
criteria describe the full range of level of service:
LEVEL OF SERVICE DESCRIPTIONS FOR SIGNALIZED INTERSECTIONS
Level of Service Description
A
B
C
D
E
F
Level of Service A describes operations with very low delay, up to
10 sec per vehicle. This level of service occurs when progression
is extremely favorable, and most vehicles arrive during the green
phase. Most vehicles do not stop at all. Short cycle lengths may
also contribute to low delay.
Level of Service B describes operations with delay greater than 10
and up to 20 sec per vehicle. This level generally occurs with
good progression, short cycle lengths, or both. More vehicles stop
than for LOS A, causing higher levels of average delay.
Level Of Service C describes operations with delay greater than
20 and up to 35 sec per vehicle. These higher delays may result
from fair progression, longer cycle lengths, or both. Individual
cycle failures may begin to appear in this level. The number of
vehicles stopping is significant at this level, though many still pass
though the intersection without stopping.
Level of Service D describes operations with delay greater than
35 and up to 55 sec per vehicle. At level D, the influence of
congestion becomes more noticeable. Longer delays may result
from some combination of unfavorable progression, longer cycle
lengths, or high v/c ratios. Many vehicles stop, and the proportion
of vehicles not stopping declines. Individual cycle failures are
noticeable.
Level of Service E describes operations with delay greater than 55
and up to 80 sec per vehicle. This level is considered by many
agencies to be the limit of acceptable delay. These high delay
values generally indicate poor progression, long cycle lengths, and
high v/c ratios. Individual cycle failures are frequent occurrences.
Level of Service F describes operations with delay in excess of 80
sec per vehicle. This level, considered to be unacceptable to most
drivers, often occurs with over saturation, that is, when arrival
flow rates exceed the capacity of the intersection. It may also
occur at high v/c ratios below 1.0 with many individual cycle
failures. Poor progression and cycle lengths may also be major
contributing causes to such delay levels.
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst
PHR +A
Intersection
Route 50 &Ward Avenue
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
12/23/2004
Analysis Year
Existing Conditions
Analysis Time Period
AM Peak Hour
Project Description Marathon Bank
East/West Street: Route 50
North /South Street: Ward Avenue
Intersection Orientation: East -West
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Eastbound
Westbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume (veh /h)
0
1052
13
60
486
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
0
1107
13
63
511
0
Proportion of heavy
vehicles, PHV
0
3
Median type
Undivided
RT Channelized?
0
0
Lanes
0
2
0
1
2
0
Configuration
T
TR
L
T
Upstream Signal
0
0
Minor Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh /h)
37
0
31
0
0
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
38
0
32
0
0
0
Proportion of heavy
vehicles, PHV
3
0
3
0
0
0
Percent grade
0
0
Flared approach
N
N
Storage
0
0
RT Channelized?
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Control Delay, Queue Length, Level of Service
Approach
EB
WB
Northbound
Southbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LR
Volume, v (vph)
63
70
Capacity, C (vph)
614
157
v/c ratio
0.10
0.45
Queue length (95
0.34
2.03
Control Delay (s /veh)
11.5
45.2
Two -Way Stop Control
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A34.tmp 2 /3/2005
LOS
B
J E
pproach delay
(s /veh)
45.2
pproach LOS
E
Two -Way Stop Control
HC52000
Page 2 of 2
Copyright 0 2003 University of Florida. All Rights Reserved
Version 4.Id
file: /C:\ Documents% o20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A34.unp 2/3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst
PHR +A
Intersection
Route 50 &Ward Avenue
Agency /Co.
PHR +A
Jurisdiction
Winchester,VA
Date Performed
12/23/2004
Analysis Year
Existing Conditions
Analysis Time Period
PM Peak Hour
Project Description Mara hon Bank
East/West Street: Route 50
North /South Street: Ward Avenue
Intersection Orientation: East -West
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Eastbound
Westbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume (veh /h)
0
672
20
97
1444
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
0
707
21
102
1520
0
Proportion of heavy
ehicles, PHV
0
3
Median type
Undivided
RT Channelized?
0
0
Lanes
0
2
0
1
2
0
Configuration
T
TR
L
T
Upstream Signal
0
0
Minor Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh /h)
64
0
28
0
0
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
67
0
29
0
0
0
Proportion of heavy
vehicles, PEN
3
0
3
0
0
0
Percent grade
0
0
Flared approach
N
N
Storage
0
0
RT Channelized?
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Control Delay, Queue Length, Level of Service
Approach
EB
WB
Northbound
Southbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LR
Volume, v (vph)
102
96
Capacity, c (vph)
865
101
v/c ratio
0.12
0.95
Queue length (95
0.40
5.70
Control Delay (s /veh)
9.7
153.5
Two -Way Stop Control
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A38.tmp 2 /3/2005
Two -Way Stop Control
Page 2 of 2
BCS2000TM
Copyright 2003 University of Florida, All Rights Reserved
Vcrsion 4.Id
file: /C:\ Documents %20and %20Settings\Boyapally \Local %20Settings \Temp \u2k6A38.tmp 2 /3/2005
A
F
rLOS
Approach delay
(s /veh)
153.5
pproach LOS
F
Two -Way Stop Control
Page 2 of 2
BCS2000TM
Copyright 2003 University of Florida, All Rights Reserved
Vcrsion 4.Id
file: /C:\ Documents %20and %20Settings\Boyapally \Local %20Settings \Temp \u2k6A38.tmp 2 /3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHR +A
gency /Co. PHR +A
Date Performed 12/23/2004
nalysis Time Period AM Peak Hour
Intersection Site Driveway &Ward
Avenue
Jurisdiction Winchester, VA
Analysis Year Existing Conditions
Project Description Marathon Bank
East/West Street: Site Driveway
North /South Street: Ward Avenue
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
0
32
3
39
34
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
33
3
41
35
0
Percent Heavy Vehicles
0
3
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
TR
LT
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
2
0
36
0
0
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
2
0
37
0
0
0
Percent Heavy Vehicles
3
0
0
0
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Delay, Queue Length and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LT
LR
(vph)
41
39
C (m) (vph)
1568
1030
/c
0.03
0.04
95% queue length
0.08
0.12
Control Delay
7.4
8.6
LOS
A
A
pproach Delay
8.6
pproach LOS
A
Two -Way Stop Control
Rights Reserved
Page I of 2
file: /C:A Documents %20and %20Settings\Boyapally \Local %20Settinos \Temp \u2k6A3C.tmp 2/3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 12/23/2004
Analysis Time Period PM Peak Hour
Intersection Site Driveway &Ward
Avenue
Jurisdiction Winchester, VA
Analysis Year Existing Conditions
Project Description Marathon Bank
East/West Street: Site Driveway
North /South Street: Ward Avenue
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
0
56
4
43
74
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
58
4
45
77
0
Percent Heavy Vehicles
0
3
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
TR
LT
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
3
0
36
0
0
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
3
0
37
0
0
0
Percent Heavy Vehicles
3
0
0
0
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LT
LR
v (vph)
45
40
C (m)•(vph)
1535
984
v/c
0.03
0.04
95% queue length
0.09
0.13
Control Delay
7.4
8.8
LOS
A
A
Approach Delay
8.8
Approach LOS
A
Two -Way Stop Control
Rights Reserved
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A40.tmp 2 /3/2005
Two -Way Stop Control
General Information
Project Description Mara hon Bank
East/West Street: Route 50
ntersection Orientation: East -Wes
TWO -WAY STOP CONTROL SUMMARY
Site Information
North /South Street: Ward Avenue
Page l of 2
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
v ehicles, PHv
Median type
RT Channelized?
Lanes
Configuration
Upstream Signal
Minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
v ehicles, PHv
Percent grade
Flared approach
Storage
RT Channelized?
L anes
C onfigu ration
Eastbound
1
L
109
0.95
114
0
1
L
7
L
43
0.95
45
3
0
2
T
1312
0.95
1381
2
T
0
8
T
0
0.95
0
N
0
0
LR
3
R
15
0.95
15
Undivided
0
0
TR
Northbound
9
R
36
0.95
37
3
0
0
0
Westbound
4
L
69
0.95
72
3
1
L
5
T
951
0.95
1001
2
T
6
R
199
0.95
209
0
1
R
Southbound
1 0
L
119
0.95
125
3
0
1
L
11
T
0
0.95
0
0
N
0
0
12
R
23
0.95
24
3
0
1
R
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
EB
1
L
114
584
0.20
0.72
WB
4
L
72
481
0.15
0.52
Northbound
7
8
LR
82
28
2.93
9.87
9
Southbound
10
L
125
21
5.95
15.94
11
12
R
24
514
0.05
0.15
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings Temp \u2k6A 14.tmp 2/3/2005
Intersection
Route 50 &Ward Avenue
Analyst
PHR
+A
Jurisdiction
Winchester, VA
Agency /Co.
PHR
+A
Analysis Year
2007 Background
Conditions
Date Performed
12/23/2004
Analysis Time Period
AM Peak Hour
Two -Way Stop Control
General Information
Project Description Mara hon Bank
East/West Street: Route 50
ntersection Orientation: East -Wes
TWO -WAY STOP CONTROL SUMMARY
Site Information
North /South Street: Ward Avenue
Page l of 2
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
v ehicles, PHv
Median type
RT Channelized?
Lanes
Configuration
Upstream Signal
Minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
v ehicles, PHv
Percent grade
Flared approach
Storage
RT Channelized?
L anes
C onfigu ration
Eastbound
1
L
109
0.95
114
0
1
L
7
L
43
0.95
45
3
0
2
T
1312
0.95
1381
2
T
0
8
T
0
0.95
0
N
0
0
LR
3
R
15
0.95
15
Undivided
0
0
TR
Northbound
9
R
36
0.95
37
3
0
0
0
Westbound
4
L
69
0.95
72
3
1
L
5
T
951
0.95
1001
2
T
6
R
199
0.95
209
0
1
R
Southbound
1 0
L
119
0.95
125
3
0
1
L
11
T
0
0.95
0
0
N
0
0
12
R
23
0.95
24
3
0
1
R
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
EB
1
L
114
584
0.20
0.72
WB
4
L
72
481
0.15
0.52
Northbound
7
8
LR
82
28
2.93
9.87
9
Southbound
10
L
125
21
5.95
15.94
11
12
R
24
514
0.05
0.15
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings Temp \u2k6A 14.tmp 2/3/2005
Control Delay (s /veh)
12 .7
13 .8
1166
2595
12.3
OS
8
8
F
F
I
18
pproach delay
/veh)
E
1166
2179
pproach LOS
F
F
Two -Way Stop Control
HCS2000
C pyrieht C 2003 University of Florida. All Rights Reserved
Page 2 of 2
Version 4.Id
file:1 /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A14.tmp 2/3/2005
Two -Way Stop Control
General Information
ite Information
TWO -WAY STOP CONTROL SUMMARY
Page 1 of 2
Project Description Mara hon Bank
East/West Street: Route 50
Intersection Orientation: East -Wes
North /South Street: Ward Avenue
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
vehicles, PHv
Median type
RT Channelized?
Lanes
Configuration
Upstream Signal
Eastbound
1
L
60
0.95
63
3
1
L
2
T
1132
0.95
1191
2
T
0
3
R
23
0.95
24
0
0
TR
Westbound
4
L
112
0.95
117
3
1
L
5
T
1895
0.95
1994
2
T
0
6
R
76
0.95
80
Undivided
0
1
R
Minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
vehicles, PHv
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
74
0.95
77
3
0
8
T
0
0.95
0
N
0
0
LR
9
R
32
0.95
33
3
0
0
0
Southbound
10
L
494
0.95
520
1
L
11
0
0.95
0
0
N
0
0
12
R
93
0.95
97
3
0
0
1
R'
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
EB
1
L
63
261
0.24
0.92
WB
L
117
564
0.21
0.77
Northbound
7
8
LR
110
7
15.71
15.53
9
Southbound
10
L
520
4
130.00
67.39
11
12
R
97
241
0.40
1.83
file: /C:\ Documents% 20and% 20Settines \Boyapally\Local %20Settings \Temp \u2k6A18.tmp 2/3 /2005
Intersection
Route 50 &Ward Avenue
Analyst
PHR
+A
Jurisdiction
Winchester, VA
Agency /Co.
PHR
+A
Analysis Year
2007 Background
Conditions
Date Performed
12/23/2004
Analysis Time Period
PM Peak Hour
Two -Way Stop Control
General Information
ite Information
TWO -WAY STOP CONTROL SUMMARY
Page 1 of 2
Project Description Mara hon Bank
East/West Street: Route 50
Intersection Orientation: East -Wes
North /South Street: Ward Avenue
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
vehicles, PHv
Median type
RT Channelized?
Lanes
Configuration
Upstream Signal
Eastbound
1
L
60
0.95
63
3
1
L
2
T
1132
0.95
1191
2
T
0
3
R
23
0.95
24
0
0
TR
Westbound
4
L
112
0.95
117
3
1
L
5
T
1895
0.95
1994
2
T
0
6
R
76
0.95
80
Undivided
0
1
R
Minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate
(veh /h)
Proportion of heavy
vehicles, PHv
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
74
0.95
77
3
0
8
T
0
0.95
0
N
0
0
LR
9
R
32
0.95
33
3
0
0
0
Southbound
10
L
494
0.95
520
1
L
11
0
0.95
0
0
N
0
0
12
R
93
0.95
97
3
0
0
1
R'
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
EB
1
L
63
261
0.24
0.92
WB
L
117
564
0.21
0.77
Northbound
7
8
LR
110
7
15.71
15.53
9
Southbound
10
L
520
4
130.00
67.39
11
12
R
97
241
0.40
1.83
file: /C:\ Documents% 20and% 20Settines \Boyapally\Local %20Settings \Temp \u2k6A18.tmp 2/3 /2005
Delay (s /veh)
23.1
1
76� 1
59848
I 1 29.6
LOSrol
�0
I
1
11
Approach delay
(s /veh)
7651
50444
Approach LOS
F
F
Two -Way Stop Control
HC S2000 T M
Page 2 of 2
C. pyright 2003 Unive sity of Florida, All Rights Reserved
Version 4.1d
file: /C:A Documents% 20and% 2oSettings \Boyapally\Local %20Settings \Temp \u2k6A18.tmp 2 /3/2005
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 12/28/2004
Time Period AM Peak Hour
Intersection Route 50 Ward Avenue
Area Type All other areas
Jurisdiction Winchester
Analysis Year 2007 Background
Conditions
Project ID Marathon Bank Suggested
Improvements
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
1
3
0
1
3
1
0
0
0
2
0
1
Lane group
L
TR
L
T
R
LR
L
R
Volume, V (vph)
109
1312
15
69
951
199
43
36
119
23
Heavy vehicles, %HV
0
3
3
3
3
0
3
3
0
0
Peak -hour factor, PHF
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
AA
A
A
A
A
A
A
Start-up lost time, I
20
20
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
2.0
2.0
Arrival type, AT
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
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Initial unmet demand, 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
12.0
12.0
12.0
120
120
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
Min. time fo pedestrians,
G
G
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EB Only
Thru RT
04
NB On y
SB Only
07
08
Timing
G= 10.0
G= 10.0
G= 35.0
G=
G= 10.0
G= 10.0
G=
G=
Y= 5
Y= 5
Y= 5
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 100.0
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
115
1397
73
1001
209
83
125
24
Lane group capacity, c
181
2508
175
1759
565
169
351
404
v/c ratio, X
0.64
0.56
0.42
0.57
0.37
0.49
0.36
0.06
Total green ratio, g/C
0.10
0.50
0.10
0.35
0.35
0.10
0.10
0.25
Uniform delay, d
43.2,
17.3
42.3
26.4
24.3
42.6
42.0
28.5
Progression factor. PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.22
0.15
0.11
0.16
0.11
0.11
0.11
041
Patton Harris Rust Associates, pc
Incremental delay, d
7.2
0.3
1.6
0.4
0.4
2.2
0.6
0.1
Initial queue delay, d
Control delay
50.4
17.6
43.9
26.8
24.7
44.8
42.6
28.6
Lane group LOS
D
8
D
C
C
D
D
C
Approach delay
20.1
27.4
44.8
40.4
Approach LOS
C
C
D
D
Intersection delay
24.9
X 0.53
Intersection LOS
C
HCS2000
Copyright 2000 University of Florida. All Rich s Reserved
Patton Harris Rust Associates, pc
Version 4.1
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 12/28/2004
Time Period PM Peak Hour
Intersection Route 50 Ward Avenue
Area Type All other areas
Jurisdiction Winchester
Anal Year 2007 Background
Conditions
Project ID Marathon Bank Suggested
Improvements
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
1
3
0
1
3
1
0
0
0
2
0
1
Lane group
L
TR
L
T
R
LR
L
R
Volume, V (vph)
60
1132
23
112
1895
76
74
32
494
93
Heavy vehicles, %HV
0
3
3
3
3
0
3
3
0
0
Peak -hour factor, PHF
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
AA
A
A
A
A
A
A
Start-up lost time,1
2.0
2.0
2.0
2.0
2.0
20
2.0
20
Extension of effective
green, e
20
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
Unit extension, UE
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
Initial unmet demand, Q
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
12.0
120
120
12.0
120
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
o
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
Min. time fo pedestrians,
G
G
3.2
3.2
3.2
3.2
Phasing
Excl. Left
WB Only
Thru RT
04
NB Only
SB Only
07
08
Timing
G 10.0
G 10.0
G= 28.0
G
G= 10.0
G 17.0
G=
G=
Y= 5
Y= 5
Y= 5
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 100.0
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
63
1216
118
1995
80
112
520
98
Lane group capacity, c
181
1403
438
2161
694
171
596
517
0.35
0.87
0.27
0.92
0.12
0.65
0.87
0.19
Detailed Report
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \s2k6A58.tmp 2/3 /2005
v/c ratio, X
Total green ratio, g/C
0.10
0.28
0.25
0.43
0.43
0.10
0.17
0.32
Uniform delay, d
42.0
34.2
30.2
26.9
17.1
43.3
40.4
24.6
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.11
0.40
0.11
0.44
0.11
0.23
0.40
0.11
Incremental delay, d
1.2
6.0
0.3
7.3
0.1
8.7
13.4
0.2
Initial queue delay, d
Control delay
43.1
40.2
30.5
34.2
17.2
52.1
53.9
24.8
Lane group LOS
D
D
C
C
8
D
D
C
Approach delay
40.4
33.4
52.1
49.3
Approach LOS
D
C
D
D
Intersection delay
38.3
X� 0.81
Intersection LOS
D
Detailed Report
HCS2000TM
Copyright 0 20 0 University of Florida, All Rights Reserved
Page 2 of 2
Version 4.Ie
file: /C:\ Documents %20and %20Settings\Boyapally \Local %20Settings \Temp \s2k6A58.tmp 2/3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 12/23/2004
Analysis Time Period AM Peak Hour
Intersection Site Driveway &Ward
Avenue
Jurisdiction Winchester, VA
Analysis Year 2007 Background
Conditions
Project Description Marathon Bank
East/West Street: Site Driveway
North /South Street: Ward Avenue
Intersection Orientation: North -South
Study Period (hrs): 025
Vehicle Volumes and Adjustments
Major Street
Northbound
Southbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume
0
37
3
39
39
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
38
3
41
41
0
Percent Heavy Vehicles
0
3
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
TR
LT
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
2
0
36
0
0
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
2
0
37
0
0
0
Percent Heavy Vehicles
3
0
3
0
0
0
Percent Grade
0.
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Delay, Queue Length and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LT
LR
v (vph)
41
39
C (m) (vph)
1562-
1013
v/c
0.03
0.04
95% queue length
0.08
0.12
Control Delay
7.4
8.7
LOS
A
A
Approach Delay
8. 7
Approach LOS
A
Two -Way Stop Control
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A1C.tmp 2/3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 12/23/2004
Analysis Time Period PM Peak Hour
ntersection Site Driveway &Ward
Avenue
Jurisdiction Winchester, VA
Analysis Year 2007 Background
Conditions
Project Description Marathon Bank
East/West Street: Site Driveway
North /South Street: Ward Avenue
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
0
65
4
43
86
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
68
4
45
90
0
Percent Heavy Vehicles
0
3
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
TR
LT
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
3
0
36
0
0
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
3
0
37
0
0
0
Percent Heavy Vehicles
3
0
3
0
0
0
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Delay, Queue Length, and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LT
LR
(vph)
45
40
C (m) (vph)
1522
962
lc
0.03
0.04
95% queue length
0.09
0.13
Control Delay
7.4
8.9
LOS i
A
A
pproach Delay
8.9
Approach LOS
A
Two -Way Stop Control
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A20.tmp 2/3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst
PHR +A
Intersection
Route 50 &Ward Avenue
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
12/23/2004
Analysis Year
2007 Buildout Conditions
Analysis Time Period
AM Peak Hour
Project Description Marathon Bank
East/West Street: Route 50
North /South Street: Ward Avenue
I ntersection Orientation: East -West
Study Period (hrs): 0.25
ehicle Volumes and Adjustments
Major Street
Eastbound
Westbound
Movement
1
2
3
4
5
6
L
T
R
L
T
R
Volume (veh /h)
0
1383
15
116
1021
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
veh /h)
0
1455
15
122
1074
0
Proportion of heavy
ehicles, P HV
0
3
Median type
Undivided
RT Channelized?
0
0
Lanes
0
2
0
1
2
0
Configuration
T
TR
L
T
Upstream Signal
0
0
Minor Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh/h)
49
0
73
0
0
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
51
0
76
0
0
0
Proportion of heavy
vehicles, PHV
3
0
3
0
0
0
Percent grade
0
0
Flared approach
N
N
Storage
0
0
RT Channelized?
0
0
Lanes
0
0
0
0
0
0
Configuration
LR
Control Delay, Queue Length, Level of Service
Approach
EB
WB
Northbound
Southbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LR
Volume, v (vph)
122
127
Capacity, c•(vph)
450
58
v/c ratio
0.27
2.19
Queue length (95
1.09
12.45
Control Delay (s /veh)
15.9
699.2
Two -Way Stop Control
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A24.tmp 2 /3/2005
LOS
c
1 F
pproach delay
(s /veh)
699.2
pproach LOS
F
Two -Way Stop Control
H CS2000 T M
C pyright 2003 University of Florida, All Rights Reserved
Page 2 of 2
Version 4.1d
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A24.tmp 2/3/2005
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst
PHR +A
Intersection
Route 50 &Ward Avenue
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
12/23/2004
Analysis Year
2007 Buildout Conditions
Analysis Time Period
PM Peak Hour
Project Description Marathon Bank
East/West Street: Route 50
North /South Street: Ward Avenue
Intersection Orientation: East -West
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Eastbound
Westbound
Movement
1
2
3
4
5
•6
L
T
R
L
T
R
Volume (veh /h)
0
1382
23
268
2032
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
0
1454
24
282
2138
0
Proportion of heavy
vehicles, P
0
3
Median type
Undivided
RT Channelized?
0
0
Lanes
0
2
0
1
2
0
Configuration
T
TR
L
T
Upstream Signal
0
0
Minor Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh /h)
102
0
188
0
0
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate
(veh /h)
107
0
197
0
0
0
Proportion of heavy
vehicles, PEEN
0
3
0
0
Percent grade
0
Flared approach
N
N
Storage
0
0
RT Channelized?
0
Lanes
0
0
0
0
0
Configuration
LR
Control Delay, Queue Length, Level of Service
Approach
EB
WB
Northbound
Southbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
L
LR
Volume, v (vph)
282
304
Capacity, c (vph)
447
8
v/c ratio
0.63
38.00
Queue length (95
4.25
39.86
Control Delay (s /veh)
25.8
17555
Two -Way Stop Control
Page 1 of 2
file: /C:\ Documents %20and %20Settings\Boyapally\ Local %20Settings \Temp1u2k6A28.tmp 2/3/2005
LOS
D
F
pproach delay
(s /veh)
17555
pproach LOS
F
Two -Way Stop Control
H CS2000 T M
C pyright 2003 Unive city of Florida, All Riehts Reserved
Page 2 of 2
Version 4.1d
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A28.tmp 2/3/2005
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 12/28/2004
Time Period AM Peak Hour
Intersection Route 50 Ward Avenue
Area Type All other areas
Jurisdiction Winchester
Analysis Year 2007 Bui/dout Conditions
Project ID Marathon Bank Suggested
Improvements
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
1
3
0
1
3
1
1
0
1
2
0
1
Lane group
L
TR
L
T
R
L
R
L
R
Volume, V (vph)
109
1312
15
116
951
199
49
73
119
23
Heavy vehicles, %HV
3
3
3
3
3
3
3
3
3
3
Peak -hour factor, PHF
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
AA
A
A
A
A
A
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
20
2.0
20
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
Arrival type, AT
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
Filtering /metering, 1
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
L000
1.000
1.000
Initial unmet demand, O
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
12.0
120
12.0
12.0
120
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
Min. time fo pedestrians,
G P
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EB Only
Thru RT
04
NB Only
SB Only
07
08
Timing
G= 15.0
G= 9.0
G= 28.0
G=
G= 8.0
G= 15.0
G=
G=
Y= 5
Y= 5
Y= 5
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 100.0
Lane Group Capacity, Control Delay, and LOS Determinaron
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
115
1397
122
1001
209
52
77
125
24
Lane group capacity, c
508
2107
263
1407
674
140
361
510
549
v/c ratio, X
0.23
0.66
0.46
0.71
0.31
0.37
0.21
0.25
0.04
Total green ratio, g/C
0.29
0.42
0.15
0.28
0.43
0.08
0.23
0.15
0.35
Uniform delay, d
27.0
23.3
38.8
324
18.7
43.6
31.2
37.5
21.5
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
L000
1.000
1.000
Delay calibration, k
0.11
0.24
0.11
0.27
0.11
0.11
0.11
0.11
0.11
Patton Harris Rust Associates, pc
Incremental delay, d
0.2
0.8.
1.3
1.7
0.3
1.7
0.3
0.3
0.0
Initial queue delay, d
Control delay
27.2
24.1
40.1
34.1
19.0
45.3
31.5
37.8
21.5
Lane group LOS
C
C
D
C
8
D
C
D
C
Approach delay
24.3
32.3
37.0
35.1
Approach LOS
C
C
D
D
Intersection delay
28.8
X 0.52
c
Intersection LOS
C
HCS2000TM
Copyright 2000 University of Florida. All Rights Reserved
Patton Harris Rust Associates, pc
Version 4.1
HCS2000'" DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 12/28/2004
Time Period AM Peak Hour
Intersection Route 50 Ward Avenue
Area Type All other areas
Jurisdiction Winchester
Analysis Year 2007 Buildout Conditions
Project ID Marathon Bank Suggested
Improvements
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
1
3
0
1
3
1
1
0
1
2
0
1
Lane group
L
TR
L
TR
L
R
L
R
Volume, V (vph)
109
1312
15
116
951
199
49
73
119
23
Heavy vehicles, %HV
3
3
3
3
3
3
3
3
3
3
Peak -hour factor, PHF
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
AA
A
A
A
A
A
A
Start-up lost time, 1
2.0
2.0
2.0
2.0
2.0
20
2.0
2.0
20
Extension of effective
green, e
2.0
2.0
20
2.0
2.0
2.0
2.0
2.0
20
Arrival type, AT
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
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
Initial unmet demand, Q
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
12.0
12.0
120
12.0
120
120
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
Min. time for pedestrians,
G
P
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EB Only
Thru RT
04
NB Only
SB Only
07
08
Timing
G= 7.0
G= 10.0
G= 24.0
G=
G= 8.0
G= 16.0
G=
G=
Y= 5
Y= 5
Y= 5
Y=
Y= 5
Y= 5
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 90.0
Lane Group Capacity, Contro Delay, and LOS Determination
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Adjusted flow rate, v
115
1397
122
1001
209
52
77
125
24
Lane group capacity, c
428
2174
136
1340
697
156
261
605
488
v/c ratio, X
0.27
0.64
0.90
0.75
0.30
0.33
0.30
0.21
0.05
Detailed Report
Page 1 of 2
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings Temp \s2k6A64.tmp 2 /3/2005
Total green ratio, g/C
0.08
0.27
0.24
0.43
0.61
0.09
0.17
0.18
0.31
Uniform delay, d
39.7
32.0
30.6
24.0
72
39.8
34.2
35.9
22.8
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.11
0.43
0.23
0.43
0.11
0.25
0.12
0.39
0.11
Incremental delay, d
2.5
9.5
3.7
6.7
0.0
11.9
1.7
12.0
0.2
Initial queue delay, d
Control delay
422
41.5
34.3
30.6
7.2
51.6
35.8
47.9
23.0
Lane group LOS
D
D
CC
A
D
D
D
C
Approach delay
41.5
30.3
42.9
43.9
Approach LOS
D
C
D
D
Intersection delay
36.0
X 0.83
c
Intersection LOS
D
Detailed Report
HCS2000TM
Copyright CD 2000 University of Florida, All Rights Reserved
Page 2 of 2
Version 4.1c
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Two -Way Stop Control
Page 1 of 2
TWO -WAY STOP CONTROL SUMMARY
General Information
Analyst
Agency /Co.
Date Performed
Analysis Time Period
PHR +A
PHR +A
12/23/2004
AM Peak Hour
Site Information
Intersection
Jurisdiction
Analysis Year
Site Driveway &Ward
Avenue
Winchester, VA
2007 Buildout Conditions
Project Description Marathon Bank
East/West Street: Site Driveway
North /South Street: Ward Avenue
Intersection Orientation: North -South
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Movement
Volume
Peak -Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type
RT Channelized
Lanes
Configuration
Upstream Signal
Northbound
1
L
0
0.95
0
3
0
LTR
2
T
37
0.95
38
1
0
3
R
3
0.95
3
0
0
Southbound
4
L
39
0.95
41
3
0
LTR
5
T
39
0.95
41
1
0
6
R
47
0.95
49
Undivided
0
0
Minor Street
Movement
Volume
Peak -Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade
Flared Approach
Storage
RT Channelized
Lanes
Configuration
pproach
Movement
Lane Configuration
(vph)
C (m) (vph)
/c
95% queue length
Control Delay
LOS
pproach Delay
Approach LOS
Westbound
7
L
2
0.95
2
3
0
Delay, Queue Length and Level of Service
NB
1
LTR
0
1499
0.00
0.00
74
A
8
T
0
0.95
0
0
N
0
1
LTR
SB
4
LTR
41
1562
0.03
0.08
7.4
A
9
R
36
0.95
37
3
0
0
0
Westbound
7
8
LTR
39
1009
0.04
0.12
8.7
A
Eastbound
1 0
L
43
0.95
45
3
0
0
9
8.7
A
11
T
0
0.95
0
0
N
0
1
LTR
10
12
R
0
0.95
0
3
0
0
Eastbound
11
LTR
45
708
0.06
0.20
10.4
8
12
10.4
8
Rights Reserved
file: /C:\ Documents %20and %20Settings\Boyapally\ Local %20Settings \Temp1u2k6A2C.tmp 2/3/2005
Two -Way Stop Control
Page 1 of 2
TWO -WAY STOP CONTROL SUMMARY
General Information
Analyst
Agency /Co.
Date Performed
Analysis Time Period
PHR +A
PHR +A
12/23/2004
AM Peak Hour
Site Information
Intersection
Jurisdiction
Analysis Year
Site Driveway &Ward
Avenue
Winchester, VA
2007 Buildout Conditions
Project Description Marathon Bank
East/West Street: Site Driveway
Intersection Orientation: North -South
North /South Street: Ward Avenue
Study Period (hrs): 0.25
Vehicle Volumes and Adjustments
Major Street
Movement
Volume
Peak -Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type
RT Channelized
Lanes
Configuration
Upstream Signal
Northbound
1
L
0.95
3
0
LTR
2
T
65
0.95
68
1
0
3
R
4
0.95
4
0
0
Southbound
4
L
43
0.95
45
3
0
LTR
5
T
86
0.95
90
1
0
6
R
156
0.95
164
Undivided
0
0
Minor Street
Movement
Volume
Peak -Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade
Flared Approach
Storage
RT Channelized
Lanes
Configuration
pproach
Movement
Lane Configuration
(vph)
C (m) (vph)
/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
Westbound
7
L
3
0.95
3
3
0
0
Delay, Queue Length, and Level of Service
NB
1
LTR
0
1305
0.00
0.00
7.8
A
8
T
0
0.95
0
0
N
0
1
LTR
SB
4
LTR
45
1522
0.03
0.09
7.4
A
9
R
36
0.95
37
3
0
0
Westbound
7
8
LTR
40
945
0.04
0.13
9.0
A
Eastbound
10
L
183
0.95
192
3
0
0
9
9.0
A
11
T
0
0.95
0
0
N
0
1
LTR
Eastbound
10
12
R
0
0.95
0
3
0
0
11
LTR
192
565
0.34
1.50
14.6
8
12
14.6
8
Rights Reserved
file: /C:\ Documents% 20and% 20Settings \Boyapally\Local %20Settings \Temp \u2k6A30.tmp 2/3/2005
Intersection:
E-W:
ROUTE 50
Weather
Dry
File
Input
Name
N -S:
WARD AV
Count By
DP
By
JJP
Location
WINCHESTER,VA
Count Dane
12/16/2004
15 Minute
EB: ROUTE 50
WB:
ROL7E 50
NB:
WARD AV
813:
15 Min.
Period
N.S.
Period
Begining
Left Thru
Right
Total
Left
Thor Right Total
Left
Thru Right
Total
Left
Thru Right Total
E &W
Begining
7:00
0 237
3
240
12
66
0 78
11
0 8
13
0
331
7:00
7:15
0 255
2
257
10
98
0 108
0 5
16
0
381
7 :15
7:30
0 276
4
280
14
116
0 130
7
11
18
0
428
7:30
7:45
0 277
2
279
17
121
0 138
8
6
14
0
431
7:45
8:00
0 256
2
258
14
120
0 134
82
7
19
0
411
8:00
8:15
0 243
5
248
15
129
0 144
10
7
17
0
409
8:15
3:30
0 226
3
229
20
133
0 153
11
9
20
0
402
8:30
8:45
0 212
5
217
16
124
0 140
14
8
22
0
379
8:45
A.M. Total
0 1982
26
2008
118
907
0 1025
78
0 61
139
0
0 0 0
3172
A.M. Total
16:00
0 155
4
159
22
22
14
0 10
24
205
16:00
16:15
0 166
3
169
24
24
12
0 7
19
212
16:15
16:30
0 176
5
181
20
20
16
0
8
24
225
16:30
16:45
0 169
7
176
26
26
15
0
6
21
223
16:45
17:00
0 161
5
166
27
27
21
0
7
28
221
17:00
17:15
0 154
4
158
21
21
16
0
7
23
202
17:15
17:30
0 137
2
139
16
16
12
0
5
17
172
17:30
17:45
0 116
3
119
18
18
9
0
6
15
152
17:45
P.M. Total
0 1234
33
1267
174
0 0
174
115
0
56
171
0
0 0 0
1612
P.M. Total
1 Hour
EB: ROUTE 50
WB:
ROUTE 50
NB:
WARD AV
SB:
1 Hour
Period
18.8,
Period
Begining
Left Thru
Right
Total
Lcft
Thru Right Total
Left
Thru Right
Total
Lcft
Thru Right Total
E W
Begining
7:00
0 1045
11
1056
53
401 0
454
31
0
30
61
0
0
0 0
1571
7:00
7:15
0 1064
10
1074
55
455 0
510
38
0
29
67
0
0
0 0
1651
7:15
7:30
0 1052
13
1065
60
486 0
546
37
0
31
68
0
0
0 0
1679
7:30
7:45
0 1002
12
1014
66
503 0
569
41
0
29
70
0
0
0 0
1653
7:45
8:00
0 937
15
952
65
506 0
571
47
0
31
78
0
0
0 0
1601
8:00
16:00
0 666
19
685
92
0
0
92
57
0
31
88
0
0
0 0
865
16:00
16:15
0 672
20
692
97
0
0
97
64
0
28
92
0
0
0 0
881
16:15
16:30
0 660
21
681
94
0
0
94
68
0
28
96
0
0
0 0
871
16:30
16:45
0 621
18
639
90
0
0
90
64
0
25
89
0
0
0 0
818
16:45
17:00
0 568
14
582
82
0
0
82
58
0
25
83
0
0
0 0
747
17:00
1 Hour
EB: ROUTE 50
WB:
ROUTE 50
NB:
WARD AV
513:
1 Hour
Period
N,S,
Period
Begining
Left Thru
Rieht
Total
Left
Thru Right Total
Left
Thru Right
Total
Lcft
Thru Right Total
E W
Begining
7:30
0 1052
13
1065
60
486 0 546
37
0
31
68
0
0
0 0
1679
7:30
A.M. Peak
P11F
0.95
PHF 0.95
PHF
0.89
PHF
0.97 A.M.
Peak
16:15
0 672
20
692
97
0 0 .97
64
0
28
92
0
0
0 0
881
16:15
P.M. Peak
PHF
0.96
PHF 0.90
PHF
0.82
PHF
0.98
P.M. Peak
Intersection:
E -W:
7 -11 Site Drive
Weather
DRY
File
Input
Name
N -S:
Ward Ave
Count By
BRK
By
BRK
Location
Winchester,VA
Count Date
12/22/2004
15 Minute
EB:
WB:
7 -11 Site Drive
NB: Ward Ave
SB: Ward Ave
15 Min.
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
2
8
10
0 0 0
0
10
0 10
20
7:00
7:15
0
0
11
11
0 0 2
2
I1
0 11
24
7:15
7:30
0
0
10
10
0 0 0
0
9
0 9
19
7:30
7:45
0
0
7
7
0 0 1
1
9
0 9
17
7:45
8:00
0
1
9
10
0 0 0
0
8
0 8
18
8:00
8:15
0
0
6
6
0 0 0
0
9
0 9
15
8:15
8:30
0
0
5
5
0 0 1
1
7
0 7
13
8:30
8:45
0
0
8
8
0 0 0
0
6
0 6_
14
8 :45
A. M. Tout
0
0 0 0
3
0 64
67
0 0 4
4
69
0
0 69
140
A.M. Total
16:00
2
9
11
1
1
12 0
12
24
16:00
16:15
0
10
10
1
1
9 0
9
20
16:15
16:30
0
8
8
0
0
12 0
12
20
16:30
16:45
1
9
10
2
2
10 0
10
22
16:45
17:00
0
7
7
0
0
8 0
8
15
17:00
17:15
0
10
10
0
0
7 0
7
17
17:15
17:30
1
8
9
1
1
8 0
8
18
17:30
17:45
0
8
8
0
0
5 0
5
13
17:45
P.M.Total
0
0 0 0
4
0 69
73
0 0 5
5
71 0
0 71
149
P.M. Total
1 Hour
EB:
WB:
7 -11 Site Drive
NB: Ward .Ave
SB: Ward Ave
1 Hour
Period
N,S,
Period
Bcgining
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
2
0
36
38
0
0 3
3
39 0 0
39
80
7:00
7:15
0
0
0 0
1
0
37
38
0
0 3
3
37 0 0
37
78
7:15
7:30
0
0
0 0
1
0
32
33
0
0 1
1
35 0 0
35
69
7:30
7:45
0
0
0 0
1
0
27
28
0
0 2
2
33 0 0
33
63
7:45
8:00
0
0
0 0
1
0
28
29
0
0 1
1
30 0 0
30
60
8:00
16:00
0
0
0 0
3
0
36
39
0
0 4
4
43 0 0
43
86
16:00
16:15
0
0
0 0
1
0
34
35
0
0 3
3
39 0 0
39
77
16:15
16:30
0
0
0 0
1
0
34
35
0
0 2
2
37 0 0
37
74
16:30
16:45
0
0
0 0
2
0
34
36
0
0 3
3
33 0 0
33
72
16:45
17:00
0
0
0 0
1
0
33
34
0
0 1
1
28 0 0
28
63
17:00
1 Hour
EB:
WB:
7 -11 Site Drive
NB: Ward Ave
SB: Ward Ave
1 Hour
Period
N,S,
Period
Begining
Left
Thru Right Total
Left
Thru Right
Total
Left Thru Right
Total
Left That Right Total
E W
Repining
7:00
0
0
0 0
2
0
36
38
3
0 0
.3
0 0
39 39
80
7:00
A.M. Peak
PHF
PHF
0.86
PHF
0.38
PHF 0.89
0.83
A.M. Peak
16:00
0
0
0 0
3
0
36
39
4
0 0
4
0 0
43 43
86
16:00
P.M. Peak
PHF
PHF
0.89
PHF
0.50
PHF 0.90
0.90
P.M. Peak
Intersection Name: Route 50/ Ward Avenue
EADT Major EADT Minor
43707 vpd 2178 vpd
Urban: No Rural: Yes
1. Minimum Vehicular Warrant Satisfied
Minimum Reg.] irements EADT
Vehicles per day on major
street (total of both
approaches)
Umn Rvral
8,000 5,600
9,600 43707 vpd 6,720
9,600 6,720
8,000 5,600
Vehicles per day on higher
volume minor street
(one direction only)
Urb.n,
2,400 2178 vpd
2,400
3,200
3200
!Lmr/
1,680
1,680
2,240
2,240
Number of lanes for moving traffic on each approach
Mayor Srrse Moser Simi
1 1 x
2 or more x 1
2 or more 2 or more
1 2 or more
2. Interruption of Continuous
Traffic Warrant
Vehicles per day on major
street (total of both
approaches)
U,Sas Sera/
12,000 8,400
14,400 43707 vpd 10,080
14,400 10,080
12,000 8,400
Vehicles per day on higher
volume minor street
(one direction only)
Urdon
1,200 2178 vpd
1,200
1,600
1,600
Mml
850
850
1,120
1,120
Number of .apes for moving traffic on each approach
Mess 5gee Moner Deng
1 1 x
2 Dr more x 1
2 or more 2or more
1 2 or more
3. Combination
No one warrant satisfied but following warrants
fulfilled 80> or more 0 1 0 2
2 Warrants
2 Warrants
Major Street EADT -Total of Both Approaches
Minor Street EADT- Higher Volume approach
EADT =Estimated Average Daily Traffic
Note:
1. Lett turn movements from the major street may be included with minor street volumes if separate signal phase
is to be provided for the left -turn movements
2. To be used only for NEW INTERSECTIONS or other locations where actual traffic volumes cannot be courted.
Table A -1
(Based on Estimated Average Daily Traffic)
Source: Figure 2-10 of the Institute of Transportation Engineers' (ITE) Manual of Traffic Signal Design
120
100
0
60
40
20
FULL -WIDTH TURN LANE AND TAPER REQUIRED
PHV APPROACH TOTAL, VEHICLES PER HOUR
LEGEND
PHV Peak Hour Volume (also Design Hourly Volume equivalent)
Adjustment for Right Turns
For posted speeds at or under 70 km/h (45 mph), PHV right turns 40, and
PHV total 300.
Adjusted right tums PHV Right Turns 20
If PHV is not known use formula: PHV ADT x K x D
K the percent of AADT occurring in the peak hour
D the percent of traffic in the peak direction of flow
Note: An average of 11% for K x D will suffice.
GUIDELINES FOR RIGHT TURN TREATMENT (2 -LANE HIGHWAY)
FIGURE C -1 -8
C -15
1
Marathon Bank Route 50 West Rezoning
II.
IMPACT ANALYSIS