HomeMy WebLinkAbout13-05 Traffic Impact AnalysisRussell- Glendobbin
A Traffic Impact Analysis of
Located in:
Frederick County, Virginia
Prepared for:
Glen W. Russell
270 Panarama Drive
Winchester, VA
22603
Prepared by:
Patton Harris Rust Associates, pc
Eng neers. Surveyors. Planners. Lmdsccne N chi tects.
300 Foxcrott Avenue, Suite 200
F Martinsburg, West Virginia 25401
41 q .b T 304.264.2711
*wstx F 304.264.3671
May 04, 2005
OVERVIEW
1) pct Ai
1 i i fie
i t 1
Report Summary
Patton Harris Rust Associates, pc (PHR +A) has prepared this document to
present the traffic impacts associated with the proposed Russell Glendobbin development
located to the south of Glendobbin Road (VA Route 673), between Apple Pie Ridge Road
(VA Route 739) and Welltown Road (VA Route 661), in Frederick County, Virginia. The
proposed project is comprised of a maximum of 130 single- family detached residential
units with access to be provided via a site driveway located along the south side of
Glendobbin Road. Build -out will occur over a single transportation phase by the year
2008. Figure 1 is provided to illustrate the location o f the proposed Russell Glendobbin
development with respect to the surrounding roadway network.
Methodology
The traffic impacts accompanying the Russell- Glendobbin development 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 Russell- Glendobbin development,
Distribution and assignment of the Russell Glendobbin development generated trips
onto the completed study area road network,
Analysis of capacity and level of service using the newest version of the highway
capacity software, HCS -2000, for existing and future conditions.
EXISTING CONDITIONS
Patton Harris Rust Associates, pc (PHR +A) conducted AM and PM peak hour
manual turning movement counts at the intersections of Route 1l/Welltown Road,
Welltown Road/Payne Road (VA Route 663), Glendobbin Road/Payne Road, Apple Pie
Ridge Road/Glendobbin Road and Apple Pie Ridge Road/Hill Road (VA Route 673).
Additionally, 24 -hour automatic "tube" counts were conducted along Glendobbin Road at
the approximate location of the proposed Russell Glendobbin site driveway. PHR +A
established the ADT (Average Daily Traffic) along each of the study area roadway links
using an average "k" factor (the ratio of PM peak hour traffic volumes to 24 -hour traffic
volumes) of 8% as determined from the 2003 Virginia Department of Transportation
(VDOT) traffic count data
Figure 2 shows the existing ADT and AM/PM peak hour traffic volumes at key
locations throughout the study area. Figure 3 shows the respective existing lane geometry
and AM/PM 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.
A Traffic Impact Analysis of RusselLGlendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 1
Vicinity Map: Russell- Glendobbin in Frederick County, Virginia
A Traffic finnan Analysis of Russell- Glendabbin
Project Number: 13543-1-0
May 04, 2005
Page 2
No Scale
!11390:
Hill
Road
(5)2smai
(10)15 m
(1)
(21)69
Fair
Lane
Hill Roa
SITE
AM Peak Hour(PM Peak Hour)
Average DailyxTrips
PHIS
F igure 2
Existing Traffic Conditions
A Traffic Impact Analysis ofRus,sel Glendobbin
Project Number: 13543 -1 -0
May 04.2005
Page 3
No Scale
Signalized
Intersection
LOS =B(B),
11
Denotes stop sign control
Denotes traffic signal control
Denotes Unsignalized Critical Movement
AM Peak Hour (PM Peak Hour)
-P
r Fgure 3
Existing Lane Geometry and Levels of Service
A Traffic Impact Analysis of Russell- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 4
Code Land Use
Amount
In
AM Peak Hour
Out Total
In
PM Peak Hour
Out Total
-AD T
Star Fort*
210 Single Family Detached
70 units
15
44
58
50
28
78
700
Total
15
44
.58
50
28
78
700
Regents Crescent*
210 Single Family Detached
28 units
7
22
29
22
12
34
280
230 Townhouse/Condo
42 units
4
21
26
20
10
30
365
Total
12
43
55
42
22
64
645
Rutherford's Farm Industrial Park
130 Industrial Park
420,000 SF
307
67
374
81
305
386
2.923
Total
307
67
374
81
305
386
2,923
Stephenson Village
210 Single -Family Detached
400 units
72
217
289
235
138
373
4.000
230 Townhouse/Condo
300 units
21
103
124
99
49
148
2,610
251 Elderly Housing Detach
531 units
45
73
117
100
64
164
2,238
252 Elderly Housing Attach
144 units
5,
6
12
10
6
16
501
520 Elementary School
550 stud.
94
65
160
2
4
6
710
Total
237
465
702
445
261
706
10.059
Adjacent Residential Development (west of Russell Glendobbin)
210 Single Family Detached
16 units
5
16
21
13
7
21
160
Total
5
16
21
13
7
21
160
Table 1
2008 "Other Developments"
Trip Generation Summary
2008 BACKGROUND CONDITIONS
PHR +A applied a conservative annual growth rate of four percent (4 to the
existing traffic volumes (shown in Figure 2) to obtain 2008 base conditions. Additionally,
all trips relating to specific future "other developments" located within the vicinity of the
site were included: Based upon the 7 Edition of the Institute of Transportation Engineers'
(TTE) Trip Generation Report, PHR +A has provided Table 1 to summarize the trip
generation'for the "other developments" surrounding the site.
Figure 4 shows the 2008 background ADT and AM/PM peak hour traffic volumes
at key locations throughout the study area. Figure 5 shows the respective 2008
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.
Nole: A lthou gh Staz For[ an R egents C rescent are located along Route 522, the traffic generated will impact Route 1 l/Route 37
and therefore were included in analyses.
A Traffic Impact Analysis of Russell- Glendobbin
Project Number: 135/.3 -1 -0
May 04, 2005
Page 5
-PH RA
Figure 4
2008 Background Traffic Conditions
A Traryic Impact Analysis of Russell- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 6
c
I_
No Scale
Unsignalized
Intersection
Hill Roa
SITE
Signalized
Intersection
LOS=C(C)
0
t V
Denotes stop sign control
Denotes traffic signal control
Denotes linsignalized Critical Movement
AM Peak Hour (PM Peak Hour)
e
r
-PHIS
2008 Background Lane Geometry and Levels of Service
A Traffic 7nroact Analvsis of Russell- Glendabbin
Project Number: 13543 -1 -0
May 04, 2005
Pape 7
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'
(11E) Trip Generation Report. Table 2 was prepared to summarize the total trip
generation associated with the Russell Glendobbin development.
TRIP DISTRIBUTION AND TRW ASSIGNMENTS
The distribution of trips was based upon local travel patterns for the roadway
network surrounding the Russell Glendobbin development. PHR +A utilized the trip
distribution percentages shown in Figure fi to assign the proposed Russell Glendobbin
trips (Table 2) throughout the study area. Figure 7 shows the respective development
generated ADT and AM/PM peak hour trip assignments.
2008 BUILD -OUT CONDITIONS
The Russell- Glendobbin assigned trips (Figure 7) were then added to the 2008
'background traffic volumes (Figure 4) to obtain 2008 build -out conditions. Figure 8
shows the 2008 build -out ADT and AM/PM peak hour traffic volumes at key locations
throughout the study area. Figure 9 shows the respective 2008 build -out lane geometry
and AM/PM peak hour levels of service. All I levels of service worksheets are
provided in the Appendix section of the report.
CONCLUSION
The traffic impacts associated with the Russell Glendobbin development are
acceptable and manageable. Based upon HCS -2000 results, each of the study area
intersections, will operate with levels of service "C" or better during 2008 build -out
conditions.
Table 2
Russell Glendobbin Development
Trip Generation Summary
A Traffic ImaactAnalvsis of Russell- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 8
AM Peak Hour
PM Peak Hour
Code
Land Use
Amount
In
Out
Total
In
Out
Total
ADT
210
Single- Family Detached
130 units
25
75
100
87
49
136
1,300
Total
•25
75
100
87
49
136
1,300
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'
(11E) Trip Generation Report. Table 2 was prepared to summarize the total trip
generation associated with the Russell Glendobbin development.
TRIP DISTRIBUTION AND TRW ASSIGNMENTS
The distribution of trips was based upon local travel patterns for the roadway
network surrounding the Russell Glendobbin development. PHR +A utilized the trip
distribution percentages shown in Figure fi to assign the proposed Russell Glendobbin
trips (Table 2) throughout the study area. Figure 7 shows the respective development
generated ADT and AM/PM peak hour trip assignments.
2008 BUILD -OUT CONDITIONS
The Russell- Glendobbin assigned trips (Figure 7) were then added to the 2008
'background traffic volumes (Figure 4) to obtain 2008 build -out conditions. Figure 8
shows the 2008 build -out ADT and AM/PM peak hour traffic volumes at key locations
throughout the study area. Figure 9 shows the respective 2008 build -out lane geometry
and AM/PM peak hour levels of service. All I levels of service worksheets are
provided in the Appendix section of the report.
CONCLUSION
The traffic impacts associated with the Russell Glendobbin development are
acceptable and manageable. Based upon HCS -2000 results, each of the study area
intersections, will operate with levels of service "C" or better during 2008 build -out
conditions.
Table 2
Russell Glendobbin Development
Trip Generation Summary
A Traffic ImaactAnalvsis of Russell- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 8
Trip Distribution Percentages
A Traffic Impact Analysis of Russel[- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 9
No Scale
AM Peak Hour(PM Peak Hour)
'Averagi Wily:4rips
Figure 7
Development- Generated Trip Assignments
A Traffic Impact Analysis of Russel( Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 10
Hi Roll
Road
(6)2 1
(11)17■ i
AM Peak Hour(PM Peak Hour)
`'ASe'rage. ps
PHRRA
[Figure 8
It.
2008 Build -out Traffic Conditions
A Traffic Impact Analysis o[Rus.sell- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 11
,lQ
Unsignalized
Intersection
Signalized
Intersection
LOS =B(B)
G
1
i
Denotes stop sign control
Denotes traffic signal control
Denotes Unsignalized Critical Movement
AM Peak Hour (PM Peak Hour)
-P H A
Figure 9
P y
2008 Build -out Lane Geometry and Levels of Service
A Traffic bnpacr Analysis of Russell -0lendobbin
Project Number: 13543
May 04, 2005
Page 12
RUSSELL GLENDOBB /N
LOCATION MAP
FREDERICK COUNTY, NRGWMA
Patton, Harris, Rust Associates, pc
117 E PicadiIly St. Yfinchester, Virginia 22601
VOICE: (540) 667-2139 FAX: (540) 665 -0493
INTERSECTION CAPACITY ANALYSIS
and
LEVEL OF SERVICE
UNSIGNALIZED INTERSECTIONS TWSC
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 (FTIWA) 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.
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.
4has
ce Criteria €forfEWSC$Intersec terser
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
appr'_oach, 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.
Level f Sinrce Critcna for AWSC Intersections
e To Del'a
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:
ofiSen
eveltlof 'Service'
for Stgnahzed^InterSeetions:
11 >100andL20 )e
>20 at rglai, 0
+O�ands<35 0
>30t0 a 55 ?0t
250 0 ands <80!0
>80 Y
Level of Service
A
B
D
E
F
LEVEL OF SERVICE DESCRIPTIONS FOR SIGNALIZED INTERSECTIONS
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.
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.
Analyst
PHR +A
Intersection
Glendobbin Road &Apple Pie
Rid
Jurisdiction
Winchester, VA
Analysis Year
Existing Conditions
3/30/2005
Analyst
PHR +A
Agency
/Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
General Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell- Stonewall Development
North /South Street: Glendobbin Road
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
stream Sighal
Eastbound
1
L
3
0.95
3
4
LT
2
T
104
0.95
109
1
0
3
R
0
0.95
0
0
0
Westbound
4
L
0
0.95
0
3
0
5
T
77
0.95
81
1
0
6
R
6
0.95
6
Undivided
0
0
TR
Minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
0
0.95
0
3
0
8
T
0
0.95
0
0
N
0
0
9
R
0
0.95
0
0
0
0
0
Southbound
10
L
3
0.95
3
4
0
11
T
0
0.95
0
N
0
0
LR
12
18
0.95
18
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
control Delay (s /veh)
LOS
EB
1
LT
3
1496
0.00
0.01
7.4
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
21
938
0.02
0.07
8.9
A
12
Pottnn Morrie Rnet Rr A conrietac
proach delay (s /veh)
'Approach LOS
Partnn Harric Rnct Rr A ccnriatee
HCS2000 Copyright 2003 Unive sity of Florida, All Rights Reserved
8.9
A
Version 4.1d
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
General Information
Analyst
Agency /Co.
Date Performed
Analysis Time Period
PHR +A
PHR +A
3/30/2005
PM Peak Hour
Site Information
Project Description Russell Stonewall Development
North /South Street: Glendobbin Road
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.
stream Signal
Eastbound
1
L
3
0.95
3
4
0
LT
2
T
99
0.95
104
1
0
3
R
0
0.95
0
0
0
Westbound
4
L
0
0.95
0
3
0
5
T
122
0.95
128
1
0
6
R
22
0.95
23
Undivided
0
0
TR
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
0
0.95
0
3
0
8
T
0
0.95
0
0
0
0
9
0
0.95
0
0
0
0
0
Southbound
10
L
17
0.95
17
4
0
11
T
0
0.95
0
0
N
0
0
LR
12
R
8
0.95
8
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
I control Delay (s /veh)
LOS
EB
1
LT
3
1418
0.00
0,01
7.5
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
25
779
0.03
0.10
9.5
A
12
Pattnn I -Tani c Duct Rr ccnriatc-c
Intersection
Glendobbin Road &Apple Pie
Rid
Jurisdiction
Winchester, VA
Analysis Year
Existing Conditions
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
General Information
Analyst
Agency /Co.
Date Performed
Analysis Time Period
PHR +A
PHR +A
3/30/2005
PM Peak Hour
Site Information
Project Description Russell Stonewall Development
North /South Street: Glendobbin Road
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.
stream Signal
Eastbound
1
L
3
0.95
3
4
0
LT
2
T
99
0.95
104
1
0
3
R
0
0.95
0
0
0
Westbound
4
L
0
0.95
0
3
0
5
T
122
0.95
128
1
0
6
R
22
0.95
23
Undivided
0
0
TR
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
0
0.95
0
3
0
8
T
0
0.95
0
0
0
0
9
0
0.95
0
0
0
0
0
Southbound
10
L
17
0.95
17
4
0
11
T
0
0.95
0
0
N
0
0
LR
12
R
8
0.95
8
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
I control Delay (s /veh)
LOS
EB
1
LT
3
1418
0.00
0,01
7.5
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
25
779
0.03
0.10
9.5
A
12
Pattnn I -Tani c Duct Rr ccnriatc-c
proach delay (s /veh)
reproach LOS
HCS2000TM
Copyright 0 2003 Unive sity of Florida, All Rights Reserved
Patton Harris Rust Associates
9.8
A
Version 4.1d
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 4/25/2005
Time Period AM Peak Hour
Intersection Route 11 Wel /town Road
Area Type All other areas
Jurisdiction Winchester, VA
Analysis Year Existing Conditions
Project ID Russell- Stonewall
Development
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
2
1
1
2
1
0
1
0
0
1
1
Lane group
L
T
R
L
T
R
LTR
LT
R
Volume, V (vph)
135
1134
52
0
1175
164
56
12
45
139
22
149
Heavy vehicles, %HV
4
4
4
4
4
4
4
4
4
4
4
4
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
A
A
AA
A
A
A
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
20
2.0
2.0
Extension of effective green, e
2.0
20
2.0
2.0
2.0
2.0
2.0
20
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, 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
0.0
Ped Bike RTOR volumes
0
0
0
0
0
0
0
0
Lane width
120
120
12.0
12.0
120
120
12.0
12.0
12.0
Parking Grade Parking
N
O
N
N
O
N
N
O
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
Min. time fo pedestrians, G
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EW Perm
03
04
NS Perm
06
07
08
Timing
G= 6.0
G= 44.0
G
G=
G= 30.0
G=
G=
G'=
Y= 0
Y= 5
Y=
Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 90.0
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
142
1194
55
0
1237
173
119
169
157
Lane group capacity, c
199
1700
759
209
1700
759
453
421
707
v/c ratio, X
0.71
0.70
0.07
0.00
0.73
0.23
0.26
0.40
0.22
Total green ratio, g/C
0.56
0.49
0.49
0.56
0.49
0.49
0.33
0.33
0.46
Uniform delay, 0
15.4
17.9
12.2
0.0
18.2
13.2
21.9
23.1
14.8
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, .k
0.28
0.27
0.11
0.11
0.29
0.11
0.11
0.11
0.11
Incremental delay, d
11.4
1.3
0.0
0.0
1.6
0.2
0.3
0.6
0.2
Initial queue delay, d
Control delay
26.8
19.2
12.2
0.0
19.9
13.4
22.2
23.7
15.0
Pattnn t- Tarric R ,et Rr A cenri at<c nr
Lane group LOS
C I s I B
A I B 1
I
C 1
I C 18
Approach delay
19.7
19.1
22.2
19.5
Approach LOS
8
8
C
8
Intersection delay
19.5
X 0.67
Intersection LOS
8
HCS2000TI
Copyright O 200 University of Florida, All Right Reserved
Port.... Tor-rl D....t F. A.......
Version 4. le
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 4/25/2005
Time Period PM Peak Hour
Intersection Route 11 Welltown Road
Area Type All other areas
Jurisdiction Winchester, VA
Analysis Year Existing Conditions
Project ID Russell- Stonewall
Development
.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
2
1
1
2
1
0
1
0
0
1
1
Lane group
LT
R
L
T
R
LTR
LT
R
Volume, V (vph)
69
1307
61
0
1163
145
42
14
35
165
20
156
Heavy vehicles, %HV
4
4
4
4
4
4
4
4
4
4
4
4
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
A
A
AA
A
A
A
A
Start-up lost time, 1
2.0
2.0
20
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective green, e
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.o
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
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
12.0
12.0
12.0
12.0
12.0
12.0
120
Parking Grade Parking
N
O
N
N
O
N
N
O
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
Min. time fo pedestrians, G
3.2
3.2
3.2
3.2
Phasing
EW Perm
02
03
04
NS Perm
06
07
08
Timing
G= 50.0
G=
G=
G=
G= 30.0
G=
G=
G=
Y= 5
Y=
Y=
Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 90.0
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
73
1376
64
0
1224
153
96
195
164
Lane group capacity, c
153
1932
863
113
1932
863
469
423
518
v/c ratio, X
0.48
0.71
0.07
0.00
0.63
0.18
0.20
0.46
0.32
Total green ratio, g/C
0.56
0.56
0.56
0.56
0.56
0.56
0.33
0.33
0.33
Uniform delay, d
121
14.7
9.3
8.9
13.7
9.9
21.5
23.6
224
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
0.28
0.11
0.11
0.21
0.11
0.11
0.11
0.11
Incremental delay, d
2.3
1.3
0.0
0.0
0.7
0.1
0.2
0.8
0.4
Initial queue delay, d
Control delay
14.4
16.0
9.3
8.9
14.4
10.0
21.7
24.4
227
Pattnn uo, -ri0 Tine, -Pr A oonrio +PO ..r
Lane group LOS
8 I s IA
A 18
I A
rC
I
lc lc
23.6
Approach delay
15.6
13.9
21.7
Approach LOS
8
8
C
C
Intersection delay
15
X c 0.62
Intersection LOS
8
HCS2000TM
Copyright 0 200) Uni
ty of Florida, All Rights Reserved
Patton Harric Rnct Rc Accnriate..c nr
Version 4.1
Analyst
PHR +A
Intersection
Hill Road &Apple Pie Rid
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date .Performed
3/30/2005
Analysis Year
Existing Conditions
Analysis Time Period
AM Peak Hour
General Information
Project Description Russell -S onewall Development
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
Vehicle 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
Eastbound
1
L
0
0.95
0
3
TWO -WAY STOP CONTROL SUMMARY
2
T
119
0.95
125
Site Inform
North /South Street: 1,91 Road
Study Period (hrs): 0.25
3
3
0.95
3
Westbound
4
L
4
0.95
4
4
5
T
81
0.95
85
6
R
0
0.95
0
Undivided
0
1
0
0
0
TR
0
LT
1
0
0
0
rI Iostream Signal
nor Street
Movement
1
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
ehicles, P
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
pproach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
/c ratio
Northbound
7
L
2
0.95
2
4
0
0
Control Delay, Queue Length, Level of Service
EB
8
T
0
0.95
0
0
N
0
0
LR
WB
4
LT
4
1446
0.00
0.01
7.5
A
9
R
15
0.95
15
4
0
0
Northbound
7
8
LR
17
897
0.02
0.06
9.1
A
Southbound
10
L
0
0.95
0
3
0
0
9
11
T
0
0.95
0
0
N
0
0
Southbound
10
12
R
0
0.95
0
3
0
0
11
12
nueue length (95
ntrol Delay (s /veh)
LOS
Pattnn T- Tarric P.,ct 2, A conr;nt.+c
proach delay (s /veh)
rpproach LOS
HCS2 000TM
1
9.1
A
Copyright 2003 Unive sity of Florida, All Rights Reserved
Patton Harris Thief Rr Accnrintpc
Version 4.1d
Analyst
PHR +A
Intersection
Jurisdiction
Hill Road &Apple Pie Rid
Winchester, VA
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Year
Existing Conditions
Analysis Time Period
PM Peak Hour
General Information
Lanes
Configuration
Ipstream Signal
Site Information
D..ttff Annie 1)„'t 9, Aeenr7nroc'
TWO -WAY STOP CONTROL SUMMARY
Project Description Russell -S onewall
East/West Street: Apple Pie Ridge Road
I ntersection Orientation: East -West
Vehicle Volumes and Adjustments
Major Street
Movement
V olume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
ehicles, PHV
Median type
RT Channelized?
Eastbound
1
L
0
0.95
0
3
0
2
T
114
0.95
120
1
0
North /South Street: Hill Road
Study Period hrs): 0.25
3
R
2
0.95
2
Undivided
0
0
TR
Westbound
4
L
14
0.95
14
4
0
LT
5
T
139
0.95
146
1
0
6
R
0.95
0
0
0
nor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
5
0.95
5
4
0
8
T
0
0.95
0
0
N
0
LR
9
R
10
0.95
10
4
0
0
0
Southbound
10
L
0
0.95
0
3
0
11
T
0
0.95
0
0
N
0
0
12
R
0
0.95
0
3
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
intro' Delay (s /veh)
ILOS
EB
1
WB
4
LT
14
1453
0.01
0.03
7.5
A
Northbound
7
8
LR
15
828
0.02
0.06
9.4
9
Southbound
10
11
12
1proach delay (s /veh)
reproach LOS
HC52000
9.4
A
Copyright 2003 University of Florida, A11 Rights Reserved Version 4.1d
Dntr.,n LTnr,:e D',or R. A non,: oro..
Analyst
PHR +A
Intersection
Glendobbin Road Payne
Road
Jurisdiction
Winchester, VA
Analysis Year
Existing
Date Performed
Conditions
Analysis Time Period
AM Peak Hour
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
General Information
Project Description Russell Stonewall Development
East/West Street: Payne Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
North /South Street: Glendobbin Road
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
stream Signal
Eastbound
1
L
0
0.95
0
4
0
LTR
2
T
48
0.95
50
1
0
3
R
17
0.95
17
0
Westbound
4
L
32
0.95
33.
4
0
LTR
5
T
16
0.95
16
1
0
6
R
1
0.95
1
Undivided
0
0
minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
7
0.95
7
4
0
8
T
2
0.95
2
4
N
0
1
LTR
9
R
26
0.95
27
4
0
0
0
Southbound
10
L
1
0.95
1
4
0
11
T
1
0.95
1
4
N
0
1
LTR
12
R
0
0.95
0
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
Delay (s /veh)
LOS
EB
1
LTR
0
1587
0.00
0.00
7.3
A
WB
4
LTR
33
1522
0.02
207
7.4
A
Northbound
7
8
LTR
36
939
0.04
0.12
9.0
A
9
Southbound
10
11
LTR
2
746
0.00
0.01
9.8
A
12
P ttnn 14arric Rnct Rr Accnciattrc
NCS2000
Paltnn Narric Rnct Rr A cenriotrc
)proach delay (s /veh) 9.0
Approach LOS I I A
9.8
A
Copyright 2003 University of Florida, All Rights Reserved Version 4.Id
r rolect uescription rt
East/West Street: Payne Road
Intersection Orientation:
General Information
ussell- Stonewall Development
East -West
Site Inf
Pattnn T- Tarrie Rnet Rr A eQnriatrc
TWO -WAY STOP CONTROL SUMMARY
North /South Street: Glendobbin Road
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
'stream Signal
Eastbound
1
L
1
0.95
1
4
0
LTR
2
T
13
0.95
13
1
0
3
R
8
0.95
0
0
Westbound
4
L
20
0.95
21
4
0
LTR
5
T
11
0.95
11
1
0
3
0.95
3
Undivided
0
0
minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P Hv
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
4
0.95
4
4
0
8
T
1
0.95
1
4
N
0
1
LTR
9
R
10
0.95
10
4
0
0
0
Southbound
10
L
1
0.95
1
4
0
11
T
1
0.95
4
N
0
1
LTR
12
R
1
0.95
1
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
l ontrol Delay (s /veh)
LOS
EB
1
LTR
1
1591
0.00
0.00
7.3
A
WB
4
LTR
21
1582
0.01
0.04
7.3
A
Northbound
7
8
LTR
15
989
0.02
0.05
8.7
A
9
Southbound
10
11
LTR
3
903
0.00
0.01
9.0
A
12
Analyst
PHR +A
Intersection
Glendobbin Road Payne
Road
Agency /Co.
PHR +A
Winchester, VA
Date Performed
3/30/2005
Jurisdiction
Existing Conditions
Analysis Time Period
PM Peak Hour
Analysis Year
r rolect uescription rt
East/West Street: Payne Road
Intersection Orientation:
General Information
ussell- Stonewall Development
East -West
Site Inf
Pattnn T- Tarrie Rnet Rr A eQnriatrc
TWO -WAY STOP CONTROL SUMMARY
North /South Street: Glendobbin Road
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
'stream Signal
Eastbound
1
L
1
0.95
1
4
0
LTR
2
T
13
0.95
13
1
0
3
R
8
0.95
0
0
Westbound
4
L
20
0.95
21
4
0
LTR
5
T
11
0.95
11
1
0
3
0.95
3
Undivided
0
0
minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P Hv
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
4
0.95
4
4
0
8
T
1
0.95
1
4
N
0
1
LTR
9
R
10
0.95
10
4
0
0
0
Southbound
10
L
1
0.95
1
4
0
11
T
1
0.95
4
N
0
1
LTR
12
R
1
0.95
1
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
l ontrol Delay (s /veh)
LOS
EB
1
LTR
1
1591
0.00
0.00
7.3
A
WB
4
LTR
21
1582
0.01
0.04
7.3
A
Northbound
7
8
LTR
15
989
0.02
0.05
8.7
A
9
Southbound
10
11
LTR
3
903
0.00
0.01
9.0
A
12
C proach delay (s /veh)
rtpproach LOS 1
HCS2000TM
1
8.7
A
Copyright 0 2003 Unive city of Florida, All Rights Reserved Version 4.1d
Patton Harris Rust Rr Associates
9.0
A
TWO -WAY STOP CONTROL SUMMARY
General Information
Analyst
Agency /Co.
Date Performed
Analysis Time Period
PHR +A
PHR +A
4/25/2005
AM Peak Hour
Site Information
Intersection
Jurisdiction
Analysis Year
Welltown Road Payne
Road
Winchester, VA
Existing Conditions
Project Description Russell- Stonewall Development
East/West Street: Payne Road
Intersection Orientation: North -South
North /South Street: Welltown Road
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
29
0.95
30
0
LTR
2
T
60
0.95
63
1
0
3
R
2
0.95
2
0
0
Southbound
4
L
1
0.95
1
4
LTR
5
T
219
0.95
230
1
0
6
R
14
0.95
14
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
Westbound
7
L
26
0.95
27
4
0
8
6
0.95
6
4
N
0
1
LTR
9
R
2
0.95
2
4
0
0
0
Eastbound
10
L
2
0.95
2
4
0
11
T
0.95
4
4
N
0
1
LTR
12
R
69
0.95
72
4
0
0
0
Delay, Queue Length, and Level of Service
Approach
Movement
Lane Configuration
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
NB
1
LTR
30
1311
0.02
0.07
7.8
A
SB
4
LTR
1
1524
0.00
0.00
74
A
Westbound
7
8
LTR
35
517
0.07
0.22
12.5
B
9
12.5
B
Eastbound
10
11
LTR
78
771
0.10
0.34
10.2
B
12
10.2
B
Rights Reserved
HCS2000TM
Version 4.1d
Copyright 2003 University of Florida, All Rights Reserved
Pattnn T Tarric Thief R. A ccnriatnc nr
Version 4.1d
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHR +A
A gency /Co. PHR +A
Date Performed 4/25/2005
A nalysis Time Period PM Peak Hour
Intersection
Jurisdiction
Analysis Year
Welltown Road Payne
Road
Winchester, VA
Existing Conditions
P roject Description Russell Stonewall Development
E ast/West Street: Payne Road
North /South Street:
Welltown Road
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
24
217
19
2
41
3
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
25
228
20
2
43
3
Percent Heavy Vehicles
4
4
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T-
R
L
T
R
Volume
8
7
2
1
2
21
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
8
7
2
1
2
22
Percent Heavy Vehicles
4
4
4
4
4
4
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTR
v (vph)
25
2
17
25
C (m) (vph)
1549
1306
593
932
v/c
0.02
0.00
0.03
0.03
95% queue length
0.05
0.00
0.09
0.08
Control Delay
7.4
7.8
11.2
9.0
LOS
A
A
B
A
Approach Delay
11.2
9.0
Approach LOS
8
A
Copyright O 2003 University of Florida, All Rights Reserved
Rights Reserved
HCS2000Tm
Version 4.1d
Partnn i7o,T;o P „or R. A cony: or a,
Version &Id
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Glendobbin Road Payne
Road
Analyst
PHR +A
ntersection
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
4/25/2005
Analysis Year
2008 Background
Conditions
Analysis Time Period
AM Peak Hour
Project Description Russell Stonewall Development
East/West Street: Payne Road
North /South Street: Glendobbin Road
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
54
19
40
18
1
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate (veh /h)
0
56
20
42
18
1
Proportion of heavy
vehicles, PEN
4
4
Median type
Undivided
RT Channelized?
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh /h)
8
2
42
1
1
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate (veh /h)
8
2
44
1
1
0
Proportion of heavy
vehicles, PHV
4
4
4
4
4
4
Percent grade
0
0
Flared approach
N
N
Storage
0
0
RT Channelized?
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Control Delay, Queue Length, Level of Service.
Approach
EB
WB
Northbound
Southbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTA
Volume, v (vph)
0
42
54
2
Capacity, c (vph)
1585
1510
938
702
v/c ratio
0.00
0.03
0.06
0.00
Queue length (95
0.00
0.09
0.18
0.01
Control Delay (s /veh)
7.3
7.5
9.1
10.1
LOS
A
A
A
B
Approach delay (s /veh)
9.1
10.1
Approach LOS
A
8
HCS2000Tm Copyright CI 2003 Unive sity of Florida, All Rights Reserved
Version 4.Id
Intersection
Glendobbin Road Payne
Road
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Performed
3/30/2005
Analysis Year
2008 Background Conditions
Analyst
PHR +A
Agency /Co.
PHR +A
Date
Performed
3/30/2005
Analysis Time Period
PM Peak Hour
General Information
East/West Street: Payne Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell- Stonewall Development
North /South Street: Glendobbin Road
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, P
Median type
RT Channelized?
Lanes
nonfiguration
stream Signal
Eastbound
1
L
1
0.95
1
4
0
LTR
2
T
15
0.95
15
1
3
R
9
0.95
9
0
0
Westbound
4
L
33
0.95
34
4
0
LTR
5
T
12
0.95
12
1
0
6
R
3
0.95
3
Undivided
0
0
Minor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Row Rate (Veh/h)
Proportion of heavy
vehicles, PHv
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
4
0.95
4
4
0
8
T
1
0.95
1
N
0
1
LTR
9
R
17
0.95
17
4
0
0
0
Southbound
10
L
1
0.95
1
4
0
11
T
1
0.95
1
0
1
LTR
12
R
1
0.95
1
4
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
control Delay (s /veh)
LOS
EB
1
LTR
1
1590
0.00
0.00
7.3
A
WB
4
LTR
34
1578
0.02
0.07
7.3
A
Northbound
7
8
LTR
22
993
0.02
0.07
8.7
A
9
Southbound
10
11
LTR
3
867
0.00
0.01
9.2
A
12
proach delay (s /veh)
rpproach LOS
HCS2000'
Copyright 2003 Unive sity of Honda, All Rights Reserved
Tl..w,._. TJ,.....: D...,+ P. A
87 92
A A
Version 4.1d
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 4/25/2005
Time Period AM Peak Hour
Intersection Route 11 Welltown Road
Area Type All other areas
Jurisdiction Winchester, VA
Analysis Year 2008 Background
Conditions
Project ID Russell- Stonewall
Development
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
2
1
1
2
1
0
1
0
0
1
1
Lane group
L
T
R
L
T
R
LTR
LT
R
Volume, V (vph)
154
1357
58
0
1372
187
63
13
51
163
25
173
Heavy vehicles, %HV
4
4
4
4
4
4
4
4
4
4
4
4
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
A
A
AA
A
A
A
A
Start-up lost time, h
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective green, e
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
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
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
120
12.0
12.0
12.0
12.0
12.0
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 fo pedestrians, O,
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EW Perm
03
04
NS Perm
06
07
08
Timing
G= 8.0
G= 4E0
G=
G=
G= 24.0
G=
G=
G=
Y= 0
Y= 5
Y=
Y=
Y= 5
Y=
Y=
Y
Duration of Analysis, T 0.25
Cycle Length, C 90.0
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
162
1428
61
0
1444
197
134
198
182
Lane group capacity, c
235
1855
828
235
1855
828
277
326
638
v/c ratio, X
0.69
0.77
0.07
0.00
0.78
0.24
0.48
0.61
0.29
Total green ratio, gIC
0.62
0.53
0.53
0.62
0.53
0.53
0.27
0.27
0.41
Uniform delay, d
16.8
16.6
10.2
0.0
16.8
11.2
27.8
28.9
17.7
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.26
0.32
0.11
0.11
0.33
0.11
0.11
0.19
0.11
Incremental delay, d
8.3
2.0
0.0
0.0
2.2
0.1
1.3
3.2
0.2
Initial queue delay, d3
Control delay
25.0
18.7
10.2
0.0
18.9
1 t4
29.1
32.1
17.9
Lane group LOS
C
B
B
A
B
B
C
I
C
B
Approach delay
19.0
18.0
29.1
25.3
Approach LOS
B
B
C
C
Intersection delay
19
X c 0.80
Intersection LOS
B
HCS2000TM
Copyright 0 200 University of Florida, All Right Reserved
➢nrrn.. Aomo D...rt 2, A non,:.,roo
Version 4.1e
HCS2000" DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 4/25/2005
Time Period PM Peak Hour
Intersection Route 11 Welltown Road
Area Type All other areas
Jurisdiction Winchester, VA
Analysis Year 2008 Background
Conditions
Project ID Russell- Stonewall
Development
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
2
1
1
2
1
0
1
0
0
1
1
Lane group
L
T
R
L
T
R
LTR
LT
R
Volume, V (vph)
82
1532
69
0
1394
169
47
16
39
189
22
178
Heavy vehicles, %HV
4
4
4
4
4
4
4
4
4
4
4
4
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
AA
A
AA
A
A
A
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
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, 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
0.0
Ped Bike RTOR volumes
0
0
0
0
0
15
0
60
Lane width
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking Grade Parking
N
O
N
N
O
N
N
O
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
Min. time fo pedestrians, G
3.2
3.2
3.2
3.2
Phasing
EW Perm
02
03
04
NS Perm
06
07
08
Timing
G= 52.0
G=
G=
G=
G= 21.0
G=
G=
G=
Y= 5
Y=
Y=
Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 83.0
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
86
1613
73
0
1467
178
91
222
124
Lane group capacity, c
134
2179
973
100
2179
973
267
326
393
v/c ratio, X
0.64
0.74
0.08
0.00
0.67
0.18
0.34
0.68
0.32
Total green ratio, g/C
0.63
0.63
0.63
0.63
0.63
0.63
0.25
0.25
0.25
Uniform delay, d
9.7
10.8
6.1
5.8
10.0
6.5
25.3
28.0
25.2
Progression factor, PF
1.000
1.000
1.000
1.000'
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.22
0.30
0.11
0.11
0.25
0.11
0.11
0,25
0.11
Incremental delay, d
10.0
1.4
0.0
0.0
0.8
0.1
0.8
5.7
0.5
Initial queue delay, d3
Control delay
19.7
122
6.1
5.8
10.8
6.6
26.1
33.7
25.6
Lane group LOS
8
8
A
A
B
A
C
C
C
Approach delay
123
10.4
26.1
30.8
Approach LOS
B
B
C
C
Intersection delay
13.5
X 0.72
Intersection LOS
B
HCS2000 Copyright O 200 University of Florida, All Right Reserved
Portnn LTo.Tfo Pnnt R. Aeenrlota,
Version 4.1
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 4/25/2005
Analysis Time Period AM Peak Hour
Intersection Welltown Road Payne
Road
Jurisdiction Winchester, VA
Analysis Year 2008 Background
Conditions
Project Description Russell Stonewall Development
East/West Street: Payne Road
North /South Street: Welltown Road
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
37
67
2
1
246
16
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
38
70
2
1
258
16
Percent Heavy Vehicles
4
4
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
29
7
2
2
4
90
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
30
7
2
2
4
94
Percent Heavy Vehicles
4
4
4
4
4
4
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTR
v (vph)
38
1
39
100
C (m) (vph)
1278
1515
455
746
v/c
0.03
0.00
0.09
0.13
95% queue length
0.09
0.00
0.28
0.46
Control Delay
7.9
7.4
13.7.
10.6
LOS
A
A
B
8
Approach Delay
13.7
10.6
Approach LOS
8
8
Rights Reserved
HCS2000TM
Version 4.1d
Copyright O 2003 University of Florida, All Rights Reserved
Version 4 -Id
TWO -WAY STOP CONTROL SUMMARY
General Information Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 4/25/2005
Analysis Time Period PM Peak Hour
Intersection Welltown Road Payne
Road
Jurisdiction Winchester, VA
Analysis Year 2008 Background
Conditions
Project Description Russell- Stonewall Development
East/West Street: Payne Road
North /South Street: Welltown Road
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
38
244
21
2
46
3
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
40
256
22
2
48
3
Percent Heavy Vehicles
4
4
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
9
8
2
1
2
30
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
9
8
2
1
2'
31
Percent Heavy Vehicles
4
4
4
4
4
4
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RTthannelized
0
0
L anes
0
1
0
0
1
0
C onfiguration
LTR
LTR
Delay, Queue Length, and Level of Service
pproach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTR
(vph)
40
2
19
34
C (m) (vph)
1542
1273
533
934
c
0.03
0.00
0.04
0.04
95% queue length
0.08
0.00
0.11
-0.11
Control Delay
74
7.8
12.0
9.0
LOS
A
A
B
A
pproach Delay
12.0
9.0
pproach LOS
8
A
Rights Reserved
UCS2000Tm
Version 4.1d
Copyright C 2003 University of Florida, All Rights Reserved
Version 4.Id
Analyst
PHR +A
Intersection
Glendobbin Road &Apple Pie
Rid
Jurisdiction
Winchester, VA
Analysis Year
2008 Background Conditions
Date Performed
3/30/2005
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
General Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell Stonewall Development
North /South Street: Glendobbin Road
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
;team Signal
Eastbound
1
L
3
0.95
3
4
0
LT
2
T
117
0.95
123
1
0
3
R
0
0.95
0
0
0
Westbound
4
L
0
0.95
0
3
0
5
T
87
0.95
91
1
0
6
R
0.95
8
Undivided
0
0
TR
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
0
0.95
0
3
0
8
T
0
0.95
0
0
N
0
0
9
R
0
0.95
0
0
0
0
Southbound
10
L
23
0.95
24
0
11
T
0
0.95
0
0
N
0
0
LR
12
R
3
0.95
3
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
sue length (95
control Delay (s /veh)
LOS
EB
1
LT
3
1481
0.00
0.01
7.4
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
27
776
0.03
0.11
9.8
12
jproach delay (s /veh) I
Approach LOS
FICS2000
I
Dottnn T- TATr;c• Divot Rr A oonr;otpo
9.8
A
Copyright 2003 University of Florida, All Rights Reserved Version 4.Id
ntersection
Glendobbin Road &Apple Pie
Rid
Jurisdiction
Winchester,. VA
Analysis Year
2008 Background Conditions
Date Performed
3/30/2005
Analysis Time Period
PM Peak Hour
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
PM Peak Hour
General Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell- Stonewall Development
North /South Street: Glendobbin Road
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, P H)/
Median type
RT Channelized?
Lanes
configuration
)stream Signal
Eastbound
1
L
3
0.95
3
4
0
LT
2
T
111
0.95
116
1
0
3
R
0
0.95
0
0
0
Westbound
4
0
0.95
0
3
0
5
T
137
0.95
144
1
0
6
R
27
0.95
28
Undivided
0
0
TR
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
0
0.95
0
3
0
8
T
0
0.95
0
0
N
0
0
9
R
0
0.95
0
0
0
0
0
Southbound
10
L
21
0.95
22
4
0
11
T
0
0.95
0
0
N
0
0
LR
12
R
9
0.95
9
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
ieue length (95
control Delay (s /veh)
LOS
EB
1
LT
3
1393
0.00
0.01
7.6
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
31
748
a04
0.13
10.0
8
12
iproach delay (slveh)
!Approach LOS
HCS2000TM
Copyright C 2003 University of Florida, A11 Rights Reserved
10.0
Version 4.Id
General Information
Site Information
Analyst
PHR +A
Intersection
Hill Road &Apple Pie Rid
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
2008 Background Conditions
Analysis Time Period
AM Peak Hour
Project Description Russell- Stonewall Development
East/West Street: Apple Pie Ridge Road
North /South Street: Hill Road
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
137
3
4
92
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate (veh /h)
0
144
3
4
96
0
Proportion of heavy
vehicles, P
3
4
Median type
Undivided
RT Channelized?
0
0
Lanes
0
1
0
0
1
0
Configuration
TR
LT
Iostream Signal
0
0
.nor Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh /h)
2
0
17
0
0
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate (veh /h)
2
0
17
0
0
0
Proportion of heavy
vehicles, PEN
4
0
4
3
0
3
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
Movernent
1
4
7
8
9
10
11
12
Lane Configuration
LT
LR
Volume, v (vph)
4
19
Capacity, c (vph)
1423
875
v/c ratio
0.00
0.02
nueue length (95
0.01
0.07
.ntrol Delay (s /veh)
7.5
9.2
A
A
'LOS
TWO -WAY STOP CONTROL SUMMARY
roach delay (s /veh) l
'Approach LOS
HCSZOOOTM
I
9.2
A
Copyright 02003 Unive sity of Florida. All Rights Reserved Version 4.1d
P91-1-nn Marry is 1? net R. A ccnri atnc
l
Analyst
PHR +A
Intersection
Hill Road &Apple Pie Rid
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
2008 Background Conditions
Analysis Time Period
PM Peak Hour
General Information
Project Description Russell -S onewall Development
East/West Street: Apple Pie Ridge Road
I ntersection Orientation: East -West
Vehicle Volumes and Adjustments
Major Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
v ehicles, P
Median type
RT Channelized?
Eastbound
1
L
0
0.95
0
3
0
TWO -WAY STOP CONTROL SUMMARY
2
T
130
0.95
136
1
0
Site Information
North /South Street: Hill Road
Study Period hrs): 0.25
3
R
2
0.95
2
0
0
TR
Westbound
4
L
16
0.95
16
4
0
LT
5
T
159
0.95
167
1
0
6
R
0
0.95
0
Undivided
0
Lanes
Configuration
''nstream Signal
7
Northbound
8
9
nor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
L
6
0.95
6
4
0
T
0
0.95
0
N
0
0
LR
R
11
0.95
11
4
0
0
0
Southbound
10 11
12
L
0
0.95
0
3
0
T
0
0.95
0
0
N
0
0
R
0
0.95
0
3
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
nueue length (95
,ntrol Delay (s /veh)
ILOS
EB
1
WB
4
LT
16
1433
0.01
0.03
7.5
A
Northbound
7
8
LR
17
794
0.02
0.07
9.6
A
9
Southbound
1
11
12
P. A
proach delay (s /veh) I
Wp proach LOS
9.6
HCS2000 Copyright 2003 University of Florida, All Rights Reserved Version 4.1d
Pnttnn Mnrric Rnct Rr A ccnriatec
HCS2000'" DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 4/25/2005
Time Period AM Peak Hour
Intersection Route 11 Wel /town Road
Area Type All other areas
Jurisdiction Winchester, VA
Analysis Year 2008 Buildout Conditions
Project ID Russell Stonewall
Development
Volume and Timing Input
EB
WB
NB
SB
LT
TH
RT
LT
TH
RT
LT
TH
RT
LT
TH
RT
Number of lanes, N
2
1
1
2
1
0
1
0
0
1
1
Lane group
LT
R
L
T
R
LTR
LT
R
Volume, V (vph)
162
1357
58
0
1372
198
63
13
51
197
25
199
Heavy vehicles, %HV
4
4
4
4
4
4
4
4
4
4
4
4
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
A
A
AA
A
A
A
A
Start-up lost time, h
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective green, e
2.0
2.0
2.0
2.0
2.0
2.0
2.0
20
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 /mete •ing, I
1.000
1.060
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
6
0
15
0
60
Lane width
12.0
12.0
12.0
12.0
12.0
120
12.0
12.0
12.0
Parking Grade Parking
N
O
N
N
O
N
N
O
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
Min. time fo pedestrians, G
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EW Perm
03
04
NS Perm
C6
07
'08
Timing
G= 70
G= 49.0
G=
G=
G= 24.0
G=
G=
G=
Y= 0
Y= 5
Y=
Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 90.0
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
171
1428
61
0
1444
208
118
233
146
Lane group capacity, c
216
1894
846
216
1894
846
245
334
414
v/c ratio, X
0.79
0.75
0.07
0.00
0.76
0.25
0.48
0.70
0.35
Total green ratio, g/C
0.62
0.54
0.54
0.62
0.54
0.54
0.27
0.27
0.27
Uniform delay, d
18.6
15.8
9.7
0.0
16.0
10.8
27.8
29.7
26.7
Progression factor, PE
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.34
0.31
0.11
0.11
0.31
0.11
0.11
0.26
0.11
Incremental delay, d
17.9
1.8
0.0
0.0
1.9
0.2
1.5
6.3
0.5
Initial queue delay, d
Control delay
36.5
17.6
9.8
0.0
17.9
10.9
29.3
36.0
27.2
Dntt..., un.Tn D....r 2 A o..nninrAe
Lane group LOS
D I B
I A
A
I B
I B
I C 1
I D
I C
Approach delay
19.3
17.0
29.3
326
Approach LOS
8
B
C
C
Intersection delay
19.9
X 0.82
c
Intersection LOS
B
H CS2000T M
Copyright 2000 University of Florida, All Right Reserved
Pattnn Harric Rnct ST Accnr.iatrc nr
Version 4.1e
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Performed 4/25/2005
Time Period PM Peak Hour
Intersection Route 11 Welltown Road
Area Type All other areas
Jurisdiction Winchester, VA
Analysis Year 2008 Background
Conditions
Project ID Russell- Stonewall
Development
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
2
1
1
2
1
0
1
0
0
1
1
Lane group
L
T
R
L
T
R
LTR
LT
R
Volume, V (vph)
113
1532
69
0
1394
208
47
16
39
211
22
195
Heavy vehicles, °/01-IV
4
4
4
4
4
4
4
4
4
4
4
4
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
0.95
Pretimed (P) or actuated (A)
A
A
A
A
A
A
AA
A
AA
A
Start-up lost time, I
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Extension of effective green, e
2.0
2.0
20
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, 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
0.0
Ped Bike RTOR volumes
0
0
0
0
0
15
0
60
Lane width
12.0
12.0
12.0
120
12.0
12.0
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
i
0
0
Min, time fo pedestrians, G
3.2
3.2
3.2
3.2
Phasing
EW Perm
02
03
04
NS Perm
06
07
08
Timing
G= 55.0
G=
G=
G=
G= 25.0
G=
G=
G=
Y= 5
Y=
Y=
Y=
Y= 5
Y=
Y=
Y=
Duration of Analysis, T 0.25
Cycle Length, C 90.0
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
119
1613
73
0
1467
219
91
245
142
Lane group capacity, c
123
2125
949
91
2125
949
300
356
431
v/c ratio, X
0.97
0.76
0.08
0.00
0.69
0.23
0.30
0.69
0.33
Total green ratio, g/C
0.61
0.61
0.61
0.61
0.61
0.61
0.28
0.28
0.28
Uniform delay, d
16.6
12.7
7.1
6.8
11.8
7.9
25.6
29.0
25.8
Progression factor, PF
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
Delay calibration, k
0.47
0.31
0.11
0.11
0.26
0.11
0.11
0.26
0.11
Incremental delay, d
70.8
1.6
0.0
0.0
1.0
0.1
0.6
5.5
0.5
Initial queue delay, d3
Control delay
87.4
14.3
7.2
6.8
12.7
8.0
26.2
34.5
26.3
Lane group LOS
F
B
A
A
8
A
C
C
C
Approach delay
189
12.1
26.2
31.5
Approach LOS
B
B
C
C
Intersection delay
17.4
X 0.88
Intersection LOS
B
H CS2000TNI
Copyright m 200 University of Florida, All Right Reserved
Donn., Un.,:o A,.ot 2 A oo..�:
Version 4,1e
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 4/25/2005
Analysis Time Period PM Peak Hour
Intersection Welltown Road Payne
Road
Jurisdiction Winchester, VA
Analysis Year 2008 Buildout Conditions
Project Description Russell Stonewall Development
East/West Street: Payne Road
North /South Street: Welltown Road
ntersection 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
107
244
21
2
46
3
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
112
256
22
2
48
3
Percent Heavy Vehicles
4
4
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
9
8
2
1
2
69
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
9
8
2
1
2
72
Percent Heavy Vehicles
4
4
4
4
4
4
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Delay, Queue Length, and Level of Se vide
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8.
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTR
v(vph)
112
2
19
75
C (m) (vph)
1542
1273
403
955
v/c
0.07
0.00
0.05
0.08
95% queue length
0.23
0.00
0.15
0.26
Control Delay
7.5
7.8
14.4
9.1
LOS
A
A
B
A
Approach Delay
14.4
9.1
Approach LOS
B
A
Rights Reserved
77CS2000Tm
Version 4.Id
Copyright 2003 University of Florida, All Rights Reserved
Version 4.Id
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
nalyst PHR +A
gency /Co. PHR +A
Date Performed 4/25/2005
nalysis Time Period AM Peak Hour
Intersection
Jurisdiction
Analysis Year
Welltown.Road Payne
Road
Winchester, VA
2008 Buildout Conditions
Project Description Russell- Stonewall Development
East/West Street: Payne Road
North /South Street:
Welltown Road
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
57
67
2
1
246
16
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
60
70
2
1
258
16
Percent Heavy Vehicles
4
4
Median Type
Undivided
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Upstream Signal
0
0
Minor Street
Westbound
Eastbound
Movement
7
8
9
10
11
12
L
T
R
L
T.
R
Volume
29
7
2
2
4
150
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
30
7
2
2
4
157
Percent Heavy Vehicles
4
4
4
4
4
4
Percent Grade
0
0
Flared Approach
N
N
Storage
0
0
RT Channelized
0
0
Lanes
0
1
0
0
1
0
Configuration
LTR
LTR
Delay, Queue Length, and Level of Service
Approach
NB
SB
Westbound
Eastbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTR
v (vph)
60
1
39
163
C (m) (vph)
1278
1515
372
751
v/c
0.05
0.00
0.10
0.22
95% queue length
0.15
0.00
0.35
0.82
Control Delay
8.0
7.4
15.8
11.1
LOS
A
A
C
B
Approach Delay
15.8
11.1
Approach LOS
C
8
l
Rights Reserved
HCS2000TM
Version 4.1d
Copyright 2003 University of Florida, All Rights Reserved
Pattnn TTarric Rnet Rr A ccnriatrc nr
Version 4.1d
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 3/30/2005
Analysis Time Period AM Peak Hour
Intersection Glendobbin Road &Site Drive
Jurisdiction Winchester, VA
Analysis Year 2008 Buildout Conditions
Project Description Russell- Stonewall Development
East/West Street: Site Driveway
North /South Street: Glendobbin Road
ntersection 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
52
5
20
60
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
54
5
21
63
0
Percent Heavy Vehicles
3
4
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
15
0
60
0
0
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
15
0
63
0
0
0
Percent Heavy Vehicles
4
3
4
3
3
3
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)
21
78
C (m) (vph)
1532
962
v/c
0.01
0.08
95% queue length
0.04
0.26
Control Delay
7.4
9.1
LOS
A
A
Approach Delay
9.1
proach LOS
A
Rights Reserved
TWO -WAY STOP CONTROL SUMMARY
Copyright O 2003 University of Florida, All Rights Reserved
Partnn T- Tarric Rnct Rr. Accnriate.c
Version 4.1d
General Information
Site Information
nalyst PHR +A
gency /Co. PHR +A
Dale Performed 3/30/2005
nalysis Time Period PM Peak Hour
Intersection Glendobbin Road &Site Drive
Jurisdiction Winchester, VA
Analysis Year 2008 Buildout Conditions
Project Description Russell- Stonewall Development
East/West Street: Site Driveway
North /South Street: Glendobbin Road
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
23
17
70
43
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
0
24
17
73
45
0
Percent Heavy Vehicles
3
4
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
"nvement
7
8
9
10
11
12
L
T
R
L
T
R
Volume
10
0
39
0
0
0
Peak -Hour Factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
10
0
41
0
0
0
Percent Heavy Vehicles
4
3
4
3
3
3
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
v (vph)
73
51
C (m) (vph)
1556
956
c
0.05
0.05
95% queue length
0.15
0.17
Control Delay
7.4
9.0
LOS
A
A
Approach Delay
9.0
2roach LOS
A
Rights Reserved
TWO -WAY STOP CONTROL SUMMARY
Copyright C 2003 University of Florida, All Rights Reserved
Part.... Un ric' A„ot 2, A •,too
Version 4.Id
Analyst
PHR +A
Intersection
Glendobbin Road &Apple Pie
Date Performed
Rid
Jurisdiction
Winchester, VA
Analysis Year
2008 Buildout Conditions
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
General Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell Stonewall Development
North /South Street: Glendobbin Road
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
stream Signal
Eastbound
1
L
3
0.95
3
4
0
LT
2
T
117
0.95
123
1
0
3
R
0
0.95
0
0
0
Westbound
4
L
0
0.95
0
3
0
5
T
87
0.95
91
1
0
6
R
13
0.95
13
Undivided
0
0
TR
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
0
0.95
0
3
0
8
T
0
0.95
0
0
N
0
0
9
R
0
0.95
0
0
0
0
0
Southbound
10
L
38
0 -95
40
4
0
11
T
0
0.95
0
0
N
0
LR
12
R
3
0.95
3
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
,ontrol Delay (s /veh)
LOS
EB
1
LT
3
1475
0.00
0.01
7.4
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
43
766
0.06
0.18
10.0
A
12
Port..' 1- 1 -rio Duct Rr A oonrioroo
i
)proach delay (s /veh)
Approach LOS
HC52000
Poirnn 1-Tory; o Ptror R, Acnnr;or..o
10.0
A
Copyright 2003 University of Florida, All Rights Reserved Version 4.1d
Analyst
PHR +A
Intersection
Glendobbin Road &Apple Pie
Rid
Jurisdiction
Winchester, VA
Analysis Year
2008 Buildout Conditions
Analysis Time Period
PM Peak Hour
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
PM Peak Hour
General Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell Stonewall Development
North /South Street: Glendobbin Road
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
stream Signal
Eastbound
1
L
3
0.95
3
4
0
LT
2
T
111
0.95
116
1
0
3
R
0
0.95
0
0
0
Westbound
4
L
0
0.95
0
3
0
5
T
137
0.95
144
1
0
6
R
45
0.95
47
Undivided
0
0
TR
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
0
0.95
0
3
0
8
T
0
0.95
0
0
N
0
0
9
R
0
0.95
0
0
0
0
Southbound
10
L
30
0.95
31
4
0
1 1
T
0
0.95
0
0
N
0
0
LR
12
R
9
0.95
9
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume; v (vph)
Capacity, c (vph)
v/c ratio
eue length (95
,ontrol Delay (s /veh)
ILOS
EB
1
LT
3
1371
0.00
0.01
7.6
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
40
727
0.06
0.17
10.2
B
12
Partnn Marric PITct Rr A ccnriatec
proach delay (s /veh)
Approach LOS
HCS2000
Copyright 0 2003 University of Florida. All Rights Reserved Version 4.1d
Patinn Narric Pilot R. A ecnriat•e
10.2
e
Analyst
PHR +A
Intersection
Hill Road &Apple Pie Rid
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
2008 Buildout Conditions
Analysis Time Period
AM Peak Hour
Pattnn 1- Tarric Ruct ,C A ccnriatrc
General Information
Project Description Russell -S onewall Development
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
Vehicle Volumes and Adjustments
Major Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P
Median type
RT Channelized?
Lanes
Configuration
iostream Signal
Eastbound
1
L
0
0.95
0
3
0
TWO -WAY STOP CONTROL SUMMARY
2
T
152
0.95
160
1
0
Site Information
North /South Street: Hill Road
Study Period (hrs): 0.25
3
R
3•
0.95
3
0
0
TR
Westbound
4
L
4
0.95
4
4
0
LT
5
T
92
0.95
96
1
0
6
R
0
0.95
0
Undivided
0
0
nor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
vehicles, P
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
Northbound
7
L
2
0.95
2
4
0
8
T
0
0.95
0
0
N
0
0
LR
9
17
0.95
17
4
0
0
0
Southbound
10
L
0
0.95
3
0
11
T
0
0.95
0
0
N
0
0
12
R
0
0.95
0
3
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
,ntrol Delay (s /veh)
LOS
EB
1
WB
4
LT
4
1404
0.00
0.01
7.6
A
Northbound
7
8
LR
19
858
0.02
0.07
9.3
A
9
Southbound
10
11
12
C proach delay (s/veh)
reproach LOS
HCS2000
Copyright 2003 University of Florida, All Rights Reserved
Patton Hams Pact Sr. A scnainte...s
9.3
A
Version 4.Id
Analyst
PHR +A
Intersection
Jurisdiction
Hill Road &Apple Pie Rid
Winchester, VA
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Year
2008 Buildout Conditions
Analysis Time Period
PM Peak Hour
General Information
Project Description Russell -S onewall Development
East/West Street: Apple Pie Ridge Road
I ntersection Orientation: East -West
Vehicle Volumes and Adjustments
Major Street
Movement
V olume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
v ehicles, PHv
TWO -WAY STOP CONTROL SUMMARY
Eastbound
1
L
0
0.95
0
3
2
T
140
0.95
147
Site Information
North /South Street: Hill Road
Study Period hrs): 0.25
3
R
2
0.95
2
Westbound
4
L
16
0.95
16
4
5
T
176
0.95
185
6
R
0
0.95
0
Undivided
0
1
0
0
0
TR
0
LT
1
0
0
0
Median type
RT Channelized?
Lanes
Configuration
Upstream Signal
nor 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
6
0.95
6
4
0
0
8
T
0
0.95
0
0
N
0
0
LR
9
R
11
0.95
11
4
0
0
Southbound
10
L
0
0.95
0
3
0
0
11
T
0
0.95
0
0
N
0
0
12
R
0
0.95
0
3
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
Queue length (95
LOS
itrol Delay (s /veh)
EB
1
WB
4
LT
16
1420
0.01
0.03
7.6
A
Northbound
7
8
LR
17
776
0.02
0.07
9.7
A
9
Southbound
10
11
12
Patton Harris Rust Ra Associates
)proach delay (slveh) I
,approach LOS
HCS2000TM
1
Copyright C 2003 University of Florida, A11 Rights Reserved Version 4.1d
Patton Harris Rust St Associates
Analyst
PHR +A
Intersection
Glendobbin Road Payne
Road
Jurisdiction
Winchester VA
Analysis Year
2008 Builddut Conditions
Analyst
PHR +A
Agency /Co.
PHR
+A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
General Information
East/West Street: Payne Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell Stonewall Development
North /South Street: Glendobbin Road
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
Stream Signal
Eastbound
1
L
0
0.95
0
4
0
LTR
2
54
0.95
56
1
0
3
R
19
0.95
20
0
0
Westbound
4
L
60
0.95
63
4
0
LTR
5
T
18
0.95
18
1
0
6
R
1
0.95
1
Undivided
0
0
rvunor Street
Movement
Volume (veh /h)
Peak -hour factor, PHF
Hourly Flow Rate (veh /h)
Proportion of heavy
ehicles, PHv
Percent grade
Flared approach
Storage
RT Channelized?
Lanes
Configuration
pproach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
/c ratio
Northbound.
7
L
8
0.95
8
4
0
0
Control Delay, Queue Length, Level of Service
EB
1
LTR
1585
0.00
0.00
7.3
A
8
2
0.95
2
4
0
1
LTR
WB
4
LTR
63
1510
0.04
0.13
'7.5
A
9
R
102
0.95
107
4
0
0
Northbound
7
8
LTR
117
958
0.72
0.42
9.3
A
Southbound
10
L
1
0.95
1
0
0
9
11
T
1
0.95
1
4
N
0
1
LTR
10
12
R
0
0.95
0
4
0
0
Southbound
11
LTR
2
617
0.00
0.01
10.9
12
me length (95
l .intro! Delay (s /veh)
LOS
Pattnn Harris Rlist Associates
iproach delay (s /veh)
reproach LOS
HCS2000TM
I A
Copyright 0 2003 University of Florida, All Riehts Reserved Version 4.1d
Pattnn Harris Rlist R'. Asanciates
10.9
B
Analyst
PHR +A
Intersection
Glendobbin Road Payne
Road
Jurisdiction
Winchester, VA
Analysis Year
2008 Buildout Conditions
Analysis Time Period
PM Peak Hour
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
PM Peak Hour
TWO -WAY STOP C
Pattnn Harris Rnst Assnciates
General Information
Project Description Russell Stonewall Development
East/West Street: Payne Road
Intersection Orientation: East -West
ONTROL SUMMARY
Site Information
North /South Street: Glendobbin Road
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
)stream Signal
Eastbound
1
L
1
0.95
4
0
LTR
2
T
15
0.95
15
1
0
3
R
9
0.95
9
0
0
Westbound
4
L
103
0.95
108
4
0
LTR
5
T
12
0.95
12
1
0
6
R
3
0.95
3
Undivided
0
0
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
4
0.95
4
4
0
8
T
1
0.95
1
4
N
0
1
LTR
9
R
56
0.95
58
4
0
0
0
Southbound
10
L
1
0.95
1
4
0
11
T
1
0.95
1
4
N
0
LTR
12
R
1
0.95
1
4
0
0
0
Control Delay, Queue Length, Level of Service
Approach
Movement
Lane Configuration
Volume, v (vph)
Capacity, c (vph)
v/c ratio
ieue length (95
r ontrol Delay (s /veh)
LOS
EB
1
LTR
1
1590
0.00
0.00
7.3
A
WB
LTR
108
1578
0.07
0.22
7.4
A
Northbound
7
8
LTR
63
1002
0.06
0.20
8.8
A
9
Southbound
10
11
LTR
3
699
0.00
0.01
10.2
B
12
iproach delay (s /veh)
'Approach LOS
HC
8.8
A
Copyright O 2003 University of Florida, All Rights Reserved Version 4.Id
Pnttnn Mnrric Rnct R. Accnr.iate..c
10.2
8
intersection:
E-W:
APPLEPIERIDGE RD
Weather
RAIN
File
Name
N -5:
ROUTE 650
Count By
HP
Input Byl31P
Location
Winchester, VA
Count Date
3/23/2005
15 Minute
EB: APPLEPIER1DGE RD
WB:
APPLEPIERIDGE RD
NB:
ROUTE 650
SB:
GLENDOBBIN RD
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
1 17
0
18
1
9
0
10
0
0
3
3
2
0
0
2
33
7:00
7:15
0 21
0
21
0
11
0
11
0
0
2
2
4
0
1
5
39
7:15
7:30
0 23
1
24
2
16
1
19
1
0
2
3
4
1
1
6
52
7:30
7:45
1 25
0
26
0
21
2
23
0
0
4
4
5
0
0
5
58
7:45
8:00
0 28
1
29
1
17
0
18
1
0
3
4
3
I
2
6
57
8:00
8:15
2 24
0
26
1
17
1
19
0
1
5
6
6
0
1
7
58
8:15
8:30
0 25
1
26
2
21
2
25
0
0
3
3
3
0
0
3
57
8:30
8:45
1 21
0
22
0
17
2
19
2
0
4
6
5
0
2
7
54
8:45
A.M. To al
AM.'foral
16:00
0 19
0
19
3
23
6
32
1
1
2
3
1
4
57
16:00
16:15
1 21
1
23
2
22
4
28
0
2
2
1
0
1
54
16:15
16:30
0 23
0
23
3
26
5
34
1
1
2
4
2
6
65
16:30
16:45
1 24
1
26
4
33
4
41
0
4
5
3
2
5
77
16:45
17:00
2 23
1
26
5
34
7
46
0
2
3
5
3
8
83
17:00
17:15
0 27
0
27
2
26
4
32
2
3
5
5
1
6
70
17:15
17:30
1 21
0
22
1
21
2
24
1
1
2
2
3
5
53
17 :30
17 :45
0 19
1
20
2
16
3
21
0
0
0
3
1
4
45
17:45
P.M. Total
P.M. Total
1 Hour
EB: ,APPLEPIERIDGE RD
WB:
APPLEPIERIDGE RD
NB: ROUTE 650
SB: GLENDOBBIN
RD
1 Hour
Period
N,S,
Period
Begining
Left Thru
Right
Total
Left
Tlau
Right
Total
Left
Thru
Right
Total
Left
Thru
Right
Total
E &W
Begining
7:00
2 86
1
89
3
57
3
63
1
0
11
12
15
1
2
18
182
7:00
7:15
1 97
2
100
3
65
3
71
2
0
11
13
16
2
4
22
206
7:15
7:30
3 100
2
105
4
71
4
79
2
1
14
17
18
2
4
24
225
7:30
7:45
3 102
2
107
4
76
5
85
l
1
15
17
17
1
3
21
230
7:45
8:00
3 98
2
103
4
72
5
81
3
1
15
19
1±7
1
5
23
226
8:00
16:00
2 87
2
91
12
104
19
135
2
1
8
11
11
0
5
16
253
16:00
16:15
4 91
3
98
14
115
20
149
1
2
9
12
13
0
7
20
279
16:15
16:30
3 97
2
102
14
119
20
153
3
2
10
15
17
0
8
25
295
16:30
16:45
4 95
2
101
12
114
17
143
3
2
10
15
15
0
9
24
283
16:45
17:00
3 90
2
95
10
97
16
123
3
1
6
10
15
0
8
23
251
17:00
1 Hour
EB: APPLEPIERIDGE RD
WB: APPLEPIERIDGE
RD
NB' ROUTE 650
SB: GLENDOBBIN RD
1 Hour
Period
N,S,
Period
Begining
Left Thru
Right
Total
Left
Thru
Right
Total
Left
Thru
Right
Total
Left
Thru
Right
Total
E W
Begining
7:45
3 102
2
107
4
76
5
85
1
1
15
17
17
1
3
21
230
7:45
A.M. Peak
PHF
0.92
PHF
0.85
PHF
0.71
PHF
0.75
0.99
A.M. Peak
16:30
3 97
2
102
14
119
20
153
3
2
10
15
17
0
8
25
295
16:30
P.M. Peak
PRE
0.94
PDF
0.83
PHF
0.75
PHF
0.78
0.89
P.M. Peak
intersection:
E -W:
PAYNE RD
Weather
DRY
File
Name
N -S:
WELLTOWN RD
Count By
HP
Input ByI71P
Location
Winchester, VA
Count Dale
3/162005
15 Minute
BB: PAYNE RD
WB:
FAIRLN
NB:
WELLTOWN RD
513:
WELLTOWN RD
15 Min.
Period
N,S,
Period
Begining
Left Thru
Right
'Dotal
Left
Thru
Right
Total
Left
Thru
Right
Total
Left
Thru
Right
Total
E W
Begining
7:00
0 0
12
12
2
0
0
2
7
9
0
16
0
36
2
38
68
7:00
7:15
0 2
14
16
1
2
0
3
11
11
0
22
1
41
5
47
88
7:15
7:30
1 1
20
22
5
2
1
8
13
12
1
26
0
50
7
57
113
7:30
7:45
0 2
21
23
7
3
0
10.
8
16
0
24
0
55
6
61
118
7:45
8:00
1 1
16
18
6
1
1
8
5
15
1
21
1
56
1
58
105
8:00
8:15
0 0
12
12
8
0
0
8
3
17
0
20
0
58
0
58
98
8:15
8:30
1 0
14
15
5
0
1
6
4'
12
2
18
0
46
1
47
86
8:30
8:45
0 0
11
11
3
1
0
4
5
14
1
20
0
39
0
39
74
8:45
A.M. Total
3 6
120
129
37
9
3
49
A.M. Total
16:00
0 0
3
3
I
0
2
6
47
1
54
0
7
0
7
66
16:00
16:15
1 2
5
8
2
2
4
4
51
3
58
1
11
1
13
83
16:15
16:30
0 0
5
5
2
1
3
3
49
2
54
0
8
0
8
70
16:30
16:45
1 0
6
7
3
0
4
6
54
4
64
1
9
1
11
86
16:45
17:00
0 1
4
5
2
1
3
7
63
5
75
1
12
2
15
98
17:00
17:15
0 0
6
6
1
0
2
8
51
8
67
0
12
0
12
87
17:15
17:30
0 0
7
7
0
0
0
5
42
4
51
0
8
1
9
67
17:30
17:45
0 0
4
4
1
0
1
3
34
4
41
0
l0
0
10
56
17:45
P.M. Total
2 3
40
45
12
4
19
P.M. Total
1 Hour
EB: PAYNE RD
WB:
FAIR LN
NB:
WELLTOWN RD
SB•
WELLTOWN RD
1 Hour
Perim
N,S,
Period
Begining
Left Thru
Right
'Total
Left
Thru
Right
Total
Lcft
Thru
Right
Total
Left
Thru
Right
Total
E W
Begining
7:00
1 5
67
73
15
7
1
23
39
48
1
88
1
182
20
203
387
7:00
7:15
2 6
71
79
19
8
2
29
37
54
2
93
2
202
19
223
424
7:15
7:30
2 4
69
75
26
6
2
34
29
60
2
91
1
219
14
234
434
7:30
7:45
2 3
63
68
26
4
2
32
20
60
3
83
1
215
8
224
407
7:45
8:00
2 1
53
56
22
2
2
26
17
58
4
79
1
199
2
202
363
8:00
16:00
2 2
19
23
8
2
3
13
19
201
10
230
2
35
2
39
305
16:00
16:15
2 3
20
25
9
1
4
14
20
217
14
251
3
40
4
47
337
16:15
16:30
1 1
21
23
8
2
2
12
24
217
19
260
2
41
3
46
341
16:30
16:45
1 1
23
25
6
2
1
9
26
210
21
257
2
41
4
47
338
16:45
17:00
0 1
21
22
4
1
1
6
23
190
21
234
1
42
3
46
308
17:00
1 Hour
80: PAYNE RD
WB: FAIRLN
.NB: WELLTOWN RD
50: WELLTOWN RD
1 Hour
Period
N,S,
Period
Begining
Left Thru
Right
'Total
Left
Thru
Right
Total
Left
Thru
Right
Total
Left
Thru
Right
Total
E W
Begining
7:30
2 4
69
75
26
6'
2
34
29
60
2
91
1
219
14
234
434
7:30
A.M. Peak
PHF
0.82
PHF
0.85
PHF
0.88
PHF
0.96
.0.92
A.M. Peak
16:30
1 1
21
23
8
2
2
12
24
217
19
260
2
41
3
46
341 16:30
P.M. Peak
PHF
0.82
PHF
0.75
PI IF
0.87
PHF
0.77
0.87 JP.M. Peak
intersection:
E -W:
ROUTE 11
Weather
DRY
File
Name
N -S:
ROUTE839
Count By
UP
Input By
HP
Location
W inchester, VA
Count Date
3/2212005
15 Minute
Period
Begining
EB: ROUTE 11
Left Thru Right
Total
WB:
Left
ROUTE 11
Thru Right
Total
NB:
Left
ROUTE 839
Thru Right
Total
SB: WELLTOWN RD
Left Thru Right
Total
NS,
E W
15 Min.
Period
Begining
7:00
21 266
7
294
249
23
274
5
1
7
13
20 3
23
46
627
7:00
7:15
22 278
8
308
265
25
290
7
3
11
21
23 1
26,
50
669
7:15
7:30
25 289
12
326
277
34
311
11
1
9
21
26 4
29
59
717
7:30
7:45
33 290
12
335
289
36
325
14
2
12
28
34 3
33
70
758
7:45
8:00
37 297
9
343
298
44
342
16
2
13
31
37 5
35
77
793
8:00
8:15
33 279
14
326
301
41
342
,14
3
9
26
33 8
40
81
775
8:15
8:30
32 268
17
317
287
43
330
12
5
11
28
35 6
41
82
757
8:30
8:45
26 254
15
295
265
39
304
9
2
8
19
40 7
39
86
704
8:45
A. M. Total
229 2221
94
2544
2
2231
285
2518
88
19
80
187
248 37
266
551
5800
A.M. Total
16:00
21 299
12
332
288
37
325
II
6
9
26
35 5
22
62
745
16:00
16:15
23 312
15
350
297
41
338
13
6
11
30
36 5
25
66
784
16:15
16:30
24 217
19
260
312
40
352
12
3
7
22
36 9
29
74
708
16:30
16:45
21 322
16
359
316
44
360
11
4
12
27
39 6
38
83
829
16:45
17:00
15 335
21
371
233
37
270
9
3
11
23
44 3
45
92
756
17:00
17:15
16 331
15
362
314
34
348
12
5
7
24
47 5
40
92
826
17:15
17:30
17 319
9
345
300
30
330
10
2
5
17
35 6
33
74
766
17:30
17:45
12 296
11
319
276
27
303
11
3
7
21
29 2
25
56
699
17:45
P.61. Total
149 2431
118
2698
0
2336
290
2626
89
32
69
190
301 41
257
599
6113
P.M. Total
I Hour
EB: ROUTE 11
WB:
ROUTE 11
NB:
ROUTE
839
SB: WELLTOWN RD
I Hour
Period
NS,
Period
Begining
Left Thru
Right
Total
Left
Thru
Right
Total
Left
Thru
Right
Total
Left Thru
Right
Total
E W
Begining
7:00
101 1123
39
1263
2
1060
118
1200
37
7
39
83
103 II
111
225
2771
7:00
7:15
117 1154
41
1312
0.
1129
139
1268
48
8
45
101
120 13
123
256
2937
7:15
7:30
128 1155
47
1330
0
1165
155
1320
55
8
43
106
130 20
137
287
3043
7:30
7:45
135 1134
52
1321
0
1175
164
1339
56
12
45
113
139 22
149
310
3083
7 :45
8:00
128 1098
55
1281
0
1151
167
1318
51
12
41
104
145 26
155
326
3029
8:00
16:00
89 1150
62
1301
0
1213
162
1375
47-
19
39
105
146 25
114
285
3066
16:00
16:15
83 1186
71
1340
0
1158
162
1320
45
16
41
102
155 23
137
315
3077
16:15
16:30
76 1205
71
1352
0
1175
155
1330
44
15
37
96
166 23
152
341
3119
16:30
16:45
69 1307
61
1437
0
1163
145
1308
42
14
35
91
165 20
156
341
3177
16:45
17:00
60 1281
56
1397
0
1123
128
1251
42
13
30
85
155 16
143
314
3047
17:00
1 Hour
EB: ROUTE 11
WB:
ROUTE I1
NB:
ROUTE839
SB' WELLTOWN RD
1 Hour
Period
N,S,
Period
Begining
Left Thru
Right
Total
Left
Thn1
Right
Total
Left
Thru
Right
Total
Left Thru
Right
Total
E W
Begining
7:45
135 1134
52
1321
0
1175
164
1339
56
12
45
113
139 22
149
310
3083
7:45
AM, Peak
PHF
0.96
PRE
0.98
PHF
0.91
PIIF
0.95
0.97
A.M. Peak
16:45
69 1307
61
1437
0
1163
145
1308
42
14
35
91
165 20
156
341
3177
16:45
P.M. Peak
PHF
0.97
PHF
0,91
PHF
0.84
PHF
0.93
0.96 P.M.
Peak
Intersection:
E -W:
PAYNE RD Weather
DRY File Name
N -S:
GLENDOBBIN RD Count By
DP Input B
P° y
BP
Location
WinchesegVA Count Date
3/77/2005
15 Minute
Period
EB:' PAYNE RD
WB: PAYNE RD
N13: GLENDOBBIN RD
SB: JENNIFER CT
N,S,
15 Min,
Period
Begining
Left Thm Right Total
Left Thru Right 'Total
Lcft Thru Right Total
Left Thru Right Total
E &W
Begining
7:00
6 1 7
5 0 0 5
0 0 3 3
0 0
0
15
7:00
7:15
8 3 11
10 0 0 10
1 1 5 7
0 1
1
29
7:15
7:30
9 5 14
16 1 I 18
3 0 6 9
0
0
41
7:30
7:45
8 6 14
4 0 0 4
3 0 7 10
0
0
28
7:45
8:00
7 3 10
2 0 0 2
0 1 8 9
1
1
22
8:00
8:15
4 2 6
4 1 1 6
1 0 7 8
0
0
20
8:15
8:30
5 2 7
3 2- 0 5
0 0 7 7
0
0
19
8:30
5 1 6
4 1 0 5
1 0 6 7
1
1
19
8:45
8:45
A.M
0 52 23 75
48 5 2 55
9 2 49 60
2 1 0 3
193
J A.M.ToraI
16:00
0 2 1 3
4- 2 0 6
0 0 2 2
0 0
0
11
16:00
16:15
1 1 4 6
3 3 1 7
I 0 3 4
1 0
1
18
16:15
16:30
4 3 7
5 1 0 6
0 2 4
0 I
I
18
16:30
16:45
3 0 3
7 3 0 10
1 4 5
0 0
0
18
16:45
17:00
5 1 6
5 4 2 11
0 1 2
0 0
1
20
17:00
17:15
3 2 5
4 2 0 6
0 2 2
0 0
0
13
17:15
17:30
I 0 1
2 0 1 3
0 3 4
0 0
0
8
17:30
17:45
2 1 3
2 1 0 3
0 1 1
0 0
0
7
17:45
P.M. Total
1 21 12 34
32 16 4 52
5 1 18 24
1 1 1 3
113
P.bl. Total
1 Hour
EB: PAYNE RD
WB: PAYNE RD
NB: GLENDOBBIN RD
SB: JENNIFER CT
1 Hour
Period
N,S,
Period
Begining
Left Thru Right Total
Left Thru Right Toad
Lcft Thru Right Total
Lcft Thru Right Total
E W
Begining
7:00
0 31 15 46
35 1 1 37
7 1 21 29
0 1 0 1
113
7:00
7:15
0 32 17 49
32 1 1 34
7 2 26 35
1 1 0 2
120
7:15
7:30
0 28 16 44
26 2 2 30
7 1 28 36
1 0 0 1
111
7:30
7:45
0 24 13 37
13 3 I 17
4 1 29 34
1 0 0 1
89
7:45
8:00
0 21 8 29
13 4 1, 18
2 1 28 31
2 0 0 2
80
8:00
16:00
1 10 8 19
19 9 1 29
3 1 11 15
1 1 0 2
65
16:00
16:15
1 13 8 22
20 11 3 34
4 1 10 15
1 1 1 3
74
16:15
15:30
0 15 6 21
21 10 2 33
3 1 9 13
0 1 1 2
69
16:30
16:45
0 12 3 15
18 9 3 30
2 1 10 13
0 0 1 1
59
16:45
17:00
0 11 4 15
13 7 3 '23
2 0 7 9
0 0 1 1
48
17:00
1 Hour
EB: PAYNE RD
WB: PAYNE RD
NB: GLENDOBBIN RD
SB: JENNIFER CT
1 Ilour
Period
N,S,
Period
Begining
Left Tlnn Right Total
Left Thm Right Total
Left lira Right Total
Left Thru Right Total
E W
Begining
7:15
0 32 17 49
32 1 1 34
7 2 26 35
1 1 0 2
120
7:15
A.M. Peak
PHA 0.88
PHF 0.47
PHF 0.88
PHF 0.50
0.73
A.M. Peak
16:15
I 13 8 22
20 11 3 34
4 1 10 15
1 1 1 3
74
16:15
P.M. Peak
PHF 0.79
PHF 0.77
PHF 0.75
PHF 0.75
0.93
P.M. Peak