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Home My WebLink About07-05 Traffic Impact AnalysisPatton Harris Rust Associates, pc Engineers. Surveyors. Fianners. Landscape Architects. PH RA 208 Church Street, S.E. Leesburg, Virginia 20175 Phone: 703.777.3616 Fax: 703.777.3725 Memorandum To: Pat Manning Organization /Company: Arogas, Inc. From: Michael Glickman, PE Date: July 20, 2004 Project Narne /Subject: An Addendum to: A Train In :pact of the Arocas Prode PHR +A Project file Number: 11836 Patton Harris Rust Associates, pc (PHR +A) has prepared an addendum to: A Traffic Impact Analysis of the Arogas Properly, by PHR +A, dated May 12, 2004. The Arogas Property (Mr. Fuel Travel Center) is located along the west side of US Route 11, south of the Rest Church Road /US Route 11 intersection, in Frederick County, Virginia. The purpose of this document is to present revised traffic impact analyses due to modifications in the proposed land uses. The proposed project is to include a 23 -pump service station comprised of 12- gasoline pumps, 11- diesel pumps, a convenience mart, and a 1,500 square foot fast food restaurant. Access is to be provided via three (3) proposed site driveways along US Route 11. Traffic analyses are provided in this memorandum for 2005 background and 2005 build -out (anticipated completion date) and 2010 build -out conditions "five years after" completion date). All methodology remains consistent with that of the May 12, 2004 report. 2005 TRAFFIC ANALYSES 2005 BACKGROUND CONDITIONS The 2005 background traffic volumes remain consistent with that of the January 23, 2003 Arogas Property report. The following reiterates the methodology utilized in the aforementioned traffic study. The total 2005 background traffic conditions were determined by increasing the existing traffic volumes along Rest Church Road, the I -81 northbound /southbound ramps and US Route 11 using an historic growth rate of 5% per year (compounded annually) through Year 2005. Figure 1 shows the 2005 background ADT and AM /PM peak hour traffic volumes at key locations throughout the study area. Figure 2 shows the corresponding 2005 build -out lane geometry and levels of service. HCS -2000 levels of service worksheets are provided in the Appendix section of this memorandum Page 1 of 12 Patton Harris Rust Associates, pc AM Peak Hour(PM Peak Hour) AverageDaily;Tips P I Figure 1 2005 Background Traffic Conditions Memorandum To: Pat Manning Page 2 of 12 Engineers Surveyors Planners Landscape Architects 1 PH F igure 2 Patton Harris Rust Associates, pc Memorandum Signalized Intersection LOS C(C) Signalized Intersection LOS C(C) Rest C hutch R oad Rest Church Ro Ca d un a SITE outr, Cars On/ ly Signalized Intersection LOS B(C) No Scale AM Peak Hour (PM Peak Hour) Denotes Critical Unsignalized Movement 2005 Background Lane Geometry and Levels of Service To: Pat Manning Page 3 of 12 Engineers Surveyors Planners Landscape Architects 1 Patton Harris Rust Associates, pc Memorandum To: Pat Manning Page 4 of 12 TRIP GENERATION 4 v& l- CIA"' The proposed Arogas Property (9.44 acres) site, to include a Mr. Fuel Travel Center (12 gasoline pumps and 11 diesel pumps a convenience mart and a 1,500 square foot fast food restaurant), would be built -out in lieu of a by -right development allowed under current M -2 zoning. Using the 7th Edition of the Institute of Transportation Engineers' (ITE) Trip Generation Report, PHR +A determined that the proposed development, as com.ared to an .ssumed b ri•ht development would result in a reduction of 1,694 AM peak hour trips, 9 2 PM pea our trips an. 13 daily trips. Table 1 is provided to show a comparison in trip generation between the proposed Arogas Property development and a potential by -right development. Table 1 Arogas Property Trip Generation Comparison "Proposed" versus "By- Right" Land Use AM Peak Hour PM Peak Hour In Out Total In Out Total ADT "Proposed" Development 933 Fast Food w /out DT 1,500 SF 39 26 66 20 19 39 1,074 945 Cas Sta w/ Mart 1 23 pumps 116 116 231 154 154 308 3,744 "Proposed "Total 155 142 297 174 173 347 4,818 "By Right" Development 934 Fast Food w/ DT 7,500 SF 203 195 398 135 125 260 3,721 934 Fast Food w/ DT 7,500 SF 203 195 398 135 125 260 3,721 934 Fast Food w/ DT 7,500 SF 203 195 398 135 125 260 3,721 934 Fast Food w/ DT 7,500 SF 203 195 398 135 125 260 3,721 934 Fast Food w/ DT 7,500 SF 203 195 398 135 125 260 3,721 "By- Right" Total 1,016 976 1,992 675 624 1,299 18,605 Differential "Proposed" minus "By- Right) -861 -834 -1,694 -502 -450 -952 13,787 TRIP DISTRIBUTION AND TRIP ASSIGNMENTS The assumptions regarding the distribution of the Arogas Property trips remain consistent with those determined for the May 12, 2004 report. PHR +A utilized the distribution percentages shown in Figure 3 to assign the Arogas Property trips (Table 1) throughout the study area roadway network. Figure 4 shows corresponding development- generated AM /PM peak hour trips and ADT assignments. Engineers Surveyors Planners Landscape Architects Patton Harris Rust Associates, pc Trip Distribution Percentages rt emorandLum To: Pat Manning Page 5 of 12 Engineers Surveyors Planners Landscape Architects Patton Harris Rust Associates, pc No Scale .a Wa&DailysTrips AM Peak Hour(PM Peak Hour) PHRA [Figure 4 Development- Generated Trip Assignments Memorandum To: Pat Manning Page 6 of 12 Engineers Surveyors Planners Landscape Architects Patton Harris Rust Associates, pc Memorandum To: Pat Manning Page 7 of 12 2005 BUILD -OUT CONDITIONS Arogas Property assigned trips (Figure 4) were added to the 2005 background traffic volumes (Figure 1) to obtain 2005 build -out conditions. Figure 7 shows 2005 build -out ADT and AM /PM peak hour traffic volumes at key locations throughout the study area. Figure 8 shows the respective 2005 build -out 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. CONCLUSION The traffic impacts associated with the Arogas Property development are acceptable and manageable. All study area intersections maintain acceptable levels of service "C" or better for 2005 build -out conditions. Engineers Surveyors Planners Landscape Architects Patton Harris Rust Associates, pc P Figure 5 2005 Build -out Traffic Conditions M emorandum To: Pat Manning Page 8 of 12 No Scale '"AverageDailyTrips AM Peak Hour(PM Peak Hour) Engineers Surveyors Planners Landscape Architects -PRA Figure 6 Patton Harris Rust Associates, pc Signalized Intersection LOS C(C) Unsignalized Intersection r"b°nnd ✓1 ars only Unsignalized Intersection Signalized Intersection LOS B(C) SITE 0. m M emorandum 2005 Build -out Lane Geometry and Levels of Service Engineers Surveyors Planners Landscape Architects To: Pat Manning Page 9 of 12 No Scale AM Peak Hour (PM Peak Hour) Denotes Critical Unsignalized Movement i Patton Harris Rust Associates, pc 2010 TRAFFIC ANALYSES Table 2 Sempeles Property Trip Generation Summary 41 Memorandum To: Pat Manning Page 10 of 12 2010 BACKGROUND CONDITIONS Existing traffic volumes were increased along Rest Church Road, the I -81 northbound /southbound ramps and US Route 11 using an historic growth rate of 5% per year (compounded annually) through Year 2010. PHR +A then incorporated all trips relating to the Sempeles Property from the report titled: A Traffic Impact Analysis of the Sempeles Property, by PHR +A, dated May 9, 2003. Based upon the information published in the aforementioned report, PHR +A has provided Table 2 to summarize the trip generation associated with the Sempeles Property development. AM Peak Hour PM Peak Hour Code Land Use Amount In Out Total In Out Total ADT 130 Industrial Park 898,425 SF 459 101 559 154 580 734 5,204 820 Retail 73,500 SF 79 51 130 245 266 511 5,559 Total Trips 538 151 689 399 845 1,245 10,763 2010 BUILDOUT CONDITIONS Arogas Property assigned trips (Figure 4) were added to the 2010 background traffic volumes to obtain 2010 build -out conditions. Figure 7 shows 2010 build -out ADT and AM /PM peak hour traffic volumes at key locations throughout the study area. Figure 8 shows the respective 2010 build -out 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. CONCLUSION The traffic impacts associated with the Arogas Property development are acceptable and manageable. All study area intersections maintain acceptable levels of service "C" or better for 2010 build -out conditions. Engineers Surveyors Planners Landscape Architects P A r Figure 7 Patton Harris Rust Associates, pc �AveFage Daily9T�ips a AM Peak Hour(PM Peak Hour) 2010 "Five Years After" Build -out Traffic Conditions Memorandum Engineers Surveyors Planners Landscape Architects To: Pat Manning Page 11 of 12 1 Patton Harris Rust Associates, pc rue ty Memorandum To: Pat Manning Page 12 of 12 Signalized Intersection LOS C(C) Signalized Intersection LOS C(C) R es t Chh Road nic ks On C)C Unsignalized Intersection Signalized Intersection LOS C(C) Signalize Intersection LOS B(B) B (C) °°db;n No Scale AM Peak Hour (PM Peak Hour) Denotes Critical Unsignalized Movement -PHRA r g ure 8 "Five Years After" Build -out Lane Geometry and Levels of Service Engineers Surveyors Planners Landscape Architects 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. 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 A E F Level of Service Description 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. g 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. C 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. D 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. Philip A. shuts COMMISSIONER October 1, 2004 Mr. T. Pat Manning P.O. Box 580 St. Peters, MO 63376 COMMONWEALTH of VIRGINIA Ref Manning Property Rezoning Arogas/Mr. Fuel DEPARTMENT OF TRANSPORTATION EDINBURG RESIDENCY 14031 OLD VALLEY PIKE EDINBURG, VA 22624 FAXED OCT'- 1 1 20UN Dear Mr. Manning: Th dnrnmentatinn within the arnliratinn to reznne this nrnnertv annears to have .cionificant measurable impact on Route 11. This route is the VDOT roadway which has been considered as the access to the property referenced. Before final approval is given, a dated copy of the proffers will need to be presented to this office. After an extensive review of the proposed road improvements and traffic impact analysis, VDOT is satisfied that the transportation proffers offered in the Manning Property Rezoning application dated August, 2004 addresses transportation concerns associated with this request. VDOT offers the following comments to ensure the encompassment of the transportation proffers: 1. Left turn lanes include transitions, tapers and storage areas. 2. The developer will be responsible for any adjustments or additional equipment needed for the existing signals to handle the new road geometry. 3. Any utilities in conflict will need to be relocated at the developer's expense. 4. Any additional right -of -way required for the road widening will need to be obtained by the developer. 5. The improvements must be part of the first site plan approval and construction operational prior to issuance of a land use permit for the commercial entrance permit. 6. The developer will be responsible for erecting an overhead sign system meeting VDOT standards at the dual left tum area directing traffic to the correct lanes for north and south bound 1 -81 traffic. VirginiaDOT.org WE KEEP VIRGINIA MOVING 25 JERRY A. COPP RESIDENT ENGINEER TEL (5C0) 984-5800 FAX (540) 984-5607 Mr. T. Pat Manning September 30, 2004 Page 42 Before development, this office will require a complete set of construction plans detailing entrance designs, drainage features, and traffic flow data from the I.T.E. Trip Generation Manual, Seventh Edition for review. VDOT reserves the right to comment on all right -of -way needs, including right -of -way dedications, traffic signalization, and off -site roadway improvements and drainage. Any work performed on the State's right -of -way must be covered under a land use permit. This permit is issued by this office and requires an inspection fee and surety bond coverage. Thank you for allowing us the opportunity to comment. S LAUrf Lloyd A. Ingram Transportation Engineer Frederick Winchester Health Department Mall to Frederick- Winchester Health Department Attn: Sanitation Engineer 107 North Kent Street Winchester, Virginia 22601 (540) 722-3480 Applicant: Please fill out the information as accurately as possible in order to assist the Frederick Winchester Health Department with their review. Attach a copy of your application form, location map, proffer statement, impact analysis, and any other pertinent information. Applicant's Name: PAT MANNING Mailing Address: PAT MANNING P.O. BOX 580 ST. PETERS, MO 63376 64,90q0 790 —5F Hand deliver to; Frederick- Winchester Health Department At= Sanitation Engineer 107 North Kent Street Suite 201 Winchester, Virginia Telephone: 636 947 -0255 Location of property: Approximately 350 +l feet south of the intersection of VA Secondary Route 669, and US Route 11, Martinsburg Pike, located between US Route 11 and 1 -81 and continuing south to Duncan Run. This property is south of the 1 -81 Intersection Current zoning: RA M -2 Zoning requested: B -3 and IA Acreage: 12.178 Frederick Winchester Health Department's Comments: 26 .c Co- C- He 14 kas t� c In 'ail .•r e a k o Cc.--,... c—i f. 5∎�ce_ all s t.. -.n4c 4 10 s {8 r ,,,...t..._ ....:et 6, L.L-Wr,4 6 r- tot. (e• n S' A.{-t,.. sa 8 z 5- -/o y Health Dept. Signature Date: Notice to Health Department Please Return This Form to the Applicant Frederick Winchester Health Department Mall to Frederick- Winchester Health Department Attn: Sanitation Engineer 107 North Kent Street Winchester, Virginia 22601 (540) 722-3480 Applicant: Please fill out the information as accurately as possible in order to assist the Frederick Winchester Health Department with their review. Attach a copy of your application form, location map, proffer statement, impact analysis, and any other pertinent information. Applicant's Name: PAT MANNING Mailing Address: PAT MANNING P.O. BOX 580 ST. PETERS, MO 63376 64,90q0 790 —5F Hand deliver to; Frederick- Winchester Health Department At= Sanitation Engineer 107 North Kent Street Suite 201 Winchester, Virginia Telephone: 636 947 -0255 Location of property: Approximately 350 +l feet south of the intersection of VA Secondary Route 669, and US Route 11, Martinsburg Pike, located between US Route 11 and 1 -81 and continuing south to Duncan Run. This property is south of the 1 -81 Intersection Current zoning: RA M -2 Zoning requested: B -3 and IA Acreage: 12.178 Frederick Winchester Health Department's Comments: 26 Pat Manning P0. Box 580 St. Peters, MO 63376 Dear Pat Manning RE Manning Property SMK dkr 5411- 662 -3889 Ext 112 �M4 Ao n S- 'FCPS' Frederick County Public Schools Administrative Assistant to Visit us at www.froderick kl2 va us e-matt: the Supstrinte.ndt,nt kapts.sistmfrndu;rir.k k12, va.us September 1, 2004 This letter is response to your request for comments concerning the rezoning application for the proposed Manning Property project located approximately 350 feet south of the intersection of VA secondary Route 69 and US Route 11, Martinsburg Pike, located US Route 11 and 1 -81 and continuing south to Duncan Run. Based on the information provided which states that no residential units will he pan of the rezoning, there will be no impact to the school population upon build -out cc: Dr William C. Dean, Superintendent of Schools Respectfully yours, Stephen M. Kaposci .Administrative Assistant to the Superintendent 1415 Amherst Street, Post Office Box 3508, Winchester, VA 22604 -2546 FAX 540- 662 -389(1 Rezoning Comments Frederick Count De artment of Parks Recreation Mall to. Frederick County Department of Parks Recreation 107 North Kent Street Winchester, Virginia 22601 (540) 665-5678 Applicant Please fill out the information as accurately as possible in order to assist the Department of Parks Recreation with their review. Attach a copy of your application form, location map, proffer statement, impact analysis, and any other pertinent information. Applicant's Name: PAT MANNING Mailing Address: PAT MANNING P.O. BOX 580 ST. PETERS, MO 63376 Rand deliver to; Frederick County Department of Parks Recreation County Administration Bldg., 2nd Floor 107 North Kent Street Winchester, Virginia Telephone: 636 947 -0255 Location of property: Approximately 350 feet south of the intersection of VA Secondary Route 669, and US Route 11 Martinsburg Pike, located between US Route 11 and 1-81 and continuing south to Duncan Run. This property is south of the 1 -81 Intersection Current zoning: RA M -2 Zoning requested: B -3 and IA Department of Parks Recreation Comments: 23 Acreage. 12.178 No Comment Pks. Rec. Signature Date: PV. ar A pn /n/. Form to the Applicant Notice to Department Parks Recreation Please Return This Rezoning Comments Frederick Count De artment of Parks Recreation Mall to. Frederick County Department of Parks Recreation 107 North Kent Street Winchester, Virginia 22601 (540) 665-5678 Applicant Please fill out the information as accurately as possible in order to assist the Department of Parks Recreation with their review. Attach a copy of your application form, location map, proffer statement, impact analysis, and any other pertinent information. Applicant's Name: PAT MANNING Mailing Address: PAT MANNING P.O. BOX 580 ST. PETERS, MO 63376 Rand deliver to; Frederick County Department of Parks Recreation County Administration Bldg., 2nd Floor 107 North Kent Street Winchester, Virginia Telephone: 636 947 -0255 Location of property: Approximately 350 feet south of the intersection of VA Secondary Route 669, and US Route 11 Martinsburg Pike, located between US Route 11 and 1-81 and continuing south to Duncan Run. This property is south of the 1 -81 Intersection Current zoning: RA M -2 Zoning requested: B -3 and IA Department of Parks Recreation Comments: 23 Acreage. 12.178 Fred -Winc Service Authority's AO Co mtntnt Comments: Fred -Winc Service Authority's Signature Date 1 t r� s t/\. $119104 Rezoning Comments Frederick- Winchester Service Authority Mail to Fred -Winc Service Authority Attn: Jesse W. Moffett, Executive Director P.O. Box 43 Winchester, Virginia 22604 (540) 722-3579 Applicant: Please fill out the information as accurately as possible in order to assist the Fred Winc Service Authority with their review. Attach a copy of your application form, location map protTer statement, impact analysis, and any other pertinent information. Applicant's Name: PAT MANNING Mailing Address: Current zoning: RA 8 M -2 PAT MANNING P.O. BOX 580 ST. PETERS, MO 63376 Zoning requested: B 3 and IA 34 Hand deliver to: Fred -Winc Service Authority Attn: Jesse W. Moffett 107 North Kent Street Winchester, Virginia Telephone: 636-947-0255 Location of property. Approximately 350 feet south of the intersection of VA Secondary Route 669, and US Route 11, Martinsburg Pike, located between US Route 11 and 681 and continuing south to Duncan Run. This property is south of the 1.61 Intersection Acreage: 12.178 Rezoning Comments Frederick County Sanitation Authority Mail fir: l LIcrick ('aunty Sanitation Authority Alur I[ginccr P.c. Rau 1x77 Winchc.ICr, Vu_irtia 22604 2?6K- 106 1 Applicant: Please 1111 out the information as accurately as possible in order to assist the Sanitation Authority with their review. Attach a copy of your application form, location map, proffer statement, impact analysis, and any other pertinent information. Applicanl Name PAT MANNING M eilin c Address I u'atiun ul properly: PLOT MANNING fti2 BOX 580 ST. PETERS. MO 63376 669. and US Route 11, Martinsburg Pike located between US Route 11 and 1 -61 and continuing south to Duncan Run This property is south of the 1 -81 Intersection innut�: RA M -2 (anent /amino requested: B and IA Nanitatiun Authority Comments: TTIi II'i'IIC.IU( IN unr of No ));Ir I 1TiT)aiTirtplift i with Author To ii i ifVVC to L�lrn.� tti ut tuu,r.' ,1 scwa 1a 11s Uk a 1' [tine h cu pnivlth, I11v ulgltusat s 43-111 ICtp.Unn Ju. ri n eti 1 ul hrns her clay t:f vva,li' wale' capacity for flu-, propene. At)equ :ue cupuciIy rtia. lu rV :,•t :l Ls pui:Iblt•_w :,ti r :u ul 1131. 1h�uiuu11 �u:�L Jluiatr npu11_.1;1>L. I rpt !m� cnrII e:I >enn•nk n+ the AulhuriIv liar IIIC CXICn,9o1) of wdie! and sewer line' lit I IC t xeN! oh I I ILI )'I a\.' s 11t ut4. .J to be ulaan_dynekt Sunitatiun Authurrt) Sl)naIulc Date t 1! 42 Ilan(' deliver to: Frederick County .Sanitation Authority Atur. Fngincer 315 Taskcr Road Stephens City, Virginia Telephone 636 -947 -0255 Approximately 350 feet south of the intersection of VA Secondary Route Acreaue 12.178 Nuucc to Sanitation Authority I'Icase Return This Form to the Applicant