HomeMy WebLinkAbout17-05 Traffic Impact AnalysisA Traffic Impact Analysis of
Russell Glendobbin
Located in:
Frederick County, Virginia
Prepared for:
Glen W. Russell
270 Panarama Drive
Winchester, VA
22603
Prepared by:
Patton Harris Rust Associates, pc
End neers, Suryeyors. Pldnners. Lcndsccpe Architects.
300 Foxcroft Avenue, Suite 200
h� Martinsburg, West Virginia 25401
a 1 T 304.264.2711
v._ ,w; F 304.264.3671
May 04, 2005
Russell Glendobbin Impact Analysis Statement
A. INTRODUCTION
RUSSELL GLENDOBBIN PROPERTY
REZONING
IMPACT ANALYSIS STATEMENT
August 2005
The 67.7242 acre Russell Glendobbin property lies wholly within the Urban
Development Area (UDA) of Frederick County, with the majority of the acreage
also within the Sewer and Water Service Area (SWSA). The site is located
adjacent to the Glendobbin Ridge subdivision, a rural preservation subdivision
created by the applicant that is currently developing with single family detached
units on 2 -acre lots. The proposed development of the Russell Glendobbin
property will provide a transition from the more intensive land uses within
Stonewall Industrial Park to the low density residential development pattern that
extends north and west from this area.
Approximately 37 acres of the site are platted as the preservation parcel of the
Glendobbin Ridge subdivision. This acreage is normally reserved exclusively for
open space or agricultural uses; however, Section 165- 54D(3) of the Frederick
County Zoning Ordinance allows the Board of Supervisors to release a
preservation parcel that is within the UDA from such development restrictions
through the rezoning process "provided that the rezoning is consistent with the
goals of the Comprehensive Plan in effect at that time."
The rezoning of the site for single family residential development is consistent
with the vision of the Comprehensive Policy Plan, which expressly calls for
suburban residential uses to predominate within the UDA. The portion of the
UDA wherein the Russell Glendobbin property is located represents a transitional
area that includes light industrial, low density residential, and agricultural land
uses. The proposed rezoning will enable development of single family detached
lots that will complement and be compatible with the transitional character of the
area. Moreover, the integration of varying lot sizes and types will create an
alternative residential development pattern that will ultimately enhance consumer
choice and foster a dynamic housing market, both of which are key objectives of
the Comprehensive Policy Plan.
The applicant is confident that the proposed rezoning includes a proffer program
that will appropriately and effectively mitigate the impacts of this development
while simultaneously contributing to the regional transportation network. The
single family residential land use envisioned for the site is compatible with the
surrounding community and consistent with the land use policies of the
Comprehensive Policy Plan. As such, this rezoning request merits favorable
consideration and approval.
Page 1 of 6 8/2005
Russell Glendabbin
B. COMPREHENSIVE POLICY PLAN
Impact Analysis State
Al
The subject acreage is located wholly within the Urban Development Area
(UDA). The site is not located within the boundaries of any small area plan
included in the Comprehensive Policy Plan, and is therefore not subject to a
specific planned land use designation. In the absence of such a designation, the
general policies that govern the UDA and suburban residential land uses,
respectively, combine to provide guidance concerning the appropriate use of the
acreage. These policies stipulate that suburban residential land uses are
intended to predominate inside the UDA, within which the public facilities
necessary to support such uses either exist or are planned for expansion.
As described in the introductory section of this report, the portion of the UDA
wherein the Russell Glendobbin property is located represents a transitional area
that includes light industrial, low density residential, and agricultural land uses.
The proposed rezoning will enable development of single family detached
traditional lots that will complement and be compatible with the transitional
character of the area. By introducing alternative lot sizes served by public
facilities to an area of relatively low residential densities, this proposal will result
in an appropriately diverse residential development pattern that will enhance
consumer choice and support a vibrant land market, which the Comprehensive
Policy Plan identifies as desired outcomes of the UDA concept.
It is noted that the UDA boundary extends well beyond the subject acreage to
include the Apple Pie Ridge Road area. The Comprehensive Policy Plan states
that this area is included in the UDA due to its prevailing lot pattern, but that
public facilities are not intended for extension to this established residential
enclave. Implied by this statement is that suburban residential densities are not
envisioned for the Apple Pie Ridge Road area regardless of its location within the
UDA.
Despite its proximity to the Apple Pie Ridge Road area, the use of the Russell
Glendobbin property is not similarly impacted by this unique adaptation of UDA
policy. The principal factor distinguishing the site is the location of the majority of
its acreage not only within the UDA, but also the Sewer and Water Service Area
(SWSA). As such, public water and sewer facilities may clearly be extended to
the site thereby assuring its capacity to develop with the residential densities
envisioned within the UDA.
The proposed rezoning of the subject acreage from RA (Rural Areas) to RP
(Residential .Performance) is consistent with the land use policies of the
Comprehensive Policy Plan.
Page 2 of 6 812005
Russell Glendobbin Impact Analysis Statement
C. SUITABILITY OF THE SITE
Site Background and History
The Russell Glendobbin property consists of two parcels, one of which is
36.5389 acres (Parcel A) in size and the other 31.1853 acres (Parcel B). The
entire area of the site is located within the Urban Development Area (UDA).
Parcel A is the preservation parcel "40% parcel of the Glendobbin Ridge
subdivision, a rural preservation subdivision totaling sixteen lots that was
approved by Frederick County in 2002.
Parcel A is situated at the south end of the Glendobbin Ridge subdivision
adjacent to Stonewall Industrial Park. Parcel B extends north from Parcel A to
Glendobbin Road, and is immediately east and adjacent to lots 3 through 16 of
Glendobbin Ridge subdivision.
It is important to note that the acreage comprising the Glendobbin Ridge
subdivision was located within the UDA at the time of subdivision approval.
Moreover, the majority of the acreage is situated within the Sewer and Water
Service Area (SWSA), which confirms its eligibility for service with public water
and sewer facilities.
B. Location and Access
The Russell Glendobbin property consists of 67.7242 acres of land located
south and adjacent to Glendobbin Road (Route 673), approximately 3,250 feet
west of the intersection of Glendobbin Road and Payne Road (VA Route 663),
within the Stonewall Magisterial District. The site is adjacent to the currently
developing Glendobbin Ridge subdivision, and is accessible directly from
Glendobbin Road.
Primary project access will occur through an entrance on Glendobbin Road. A
secondary point of access will be established by an extension and inter-
connection with Union View Lane within the Glendobbin Ridge subdivision.
C. Site Suitability
The site does not contain conditions that would preclude or substantially hinder
development activities. The following table provides an area summary of
environmental features:
Page 3 of 6 8/2005
Russell Glendobbin
D. Traffic
Impact Analysis Statement
Environmental Features
Total Project Area
Area in Flood Plain
Area in Steep Slopes
Area in Wetlands
Lakes Ponds
67.7242 Acres
0.00 Acres 0%
0.00 Acres 0%
0.00 Acres 0%
0.00 Acres 0%
The General Soil Map of the Soil Survey of Frederick County, Virginia indicates
that the soils comprising the subject parcels fall under the Frederick- Poplimento-
Oaklet soil association. The predominant soil type on the site is Frederick
Poplimento loams, 7 to 15 percent slopes (map symbol 14C), as shown on map
sheet number 24 of the survey. This soil type is not considered prime farmland.
The characteristics of this soil type and any implications for site development are
manageable through the site engineering process.
A traffic impact analysis (TIA) was prepared for this application using composite
data collected from other studies in the area as well as actual traffic counts.
Using traffic generation figures from the I.T.E. Trip Generation Manual, 7
Edition, the TIA projects that the proposed development will produce 1,300
vehicle trips per day (VPD). The TIA further indicates that study area roads and
intersections have the capacity to accommodate the trips generated by this
project at acceptable and manageable level of service conditions. (see Figure 9,
A Traffic Impact Analysis of Russell Glendobbin, dated May 4, 2005)
From a regional perspective, the planned path of VA Route 37 shown on the
Eastern Road Plan crosses the southeast corner of the property. The Applicant
has proffered to dedicate this area to Frederick County to ensure protection of
the right of way necessary for future construction of this roadway.
E. Sewage Conveyance and Water Supply
The site will be served by adequately sized gravity sewer that will be extended
from the existing Stonewall Industrial Park system located south of the site. The
planned extensions will occur across acreage owned by the Applicant within
Stonewall Industrial Park that is adjacent to the subject site. There are no
identified issues with the gravity connection of sewer to the existing Stonewall
Industrial Park sewer system.
Approximately 316,000 square feet (7.2 acres) of the site resides outside of the
SWSA. This portion of the property could be developed with the Single- family
detached rural traditional housing type which allows 100,000 square foot lots,
without public sewer and water. Necessary road construction across this area to
Page 4 of 6 8/2005
Russell Glendobbin Impact Analysis Statement
serve the remainder of the site would limit the number of dwellings on private
health systems and water supply to a maximum of two.
Water service to the proposed development may be provided by one of two
methods. The first is the extension of an 8 inch water main from the existing
Stonewall Industrial Park water system, which is served by the Stonewall
Industrial Park Tank. To provide adequate pressure for both domestic and fire
protection purposes, this arrangement would require installation of a booster
pump station. The other option for water service would involve the extension of a
high pressure main from the Northwest Water Tank transmission line into the
site. These alternatives will be evaluated with FCSA staff to determine the
appropriate method of water service to the project.
A maximum of 130 single family detached homes will be served by public water
and sewer within the proposed development. The demand for water and
discharge for sewer is therefore projected at approximately 26,000 gpd. All
facilities constructed and installed on the site will meet FCSA requirements for its
ultimate ownership and maintenance.
F. Site Drainage
Site drainage collects and leaves the site to the south, as it drains to Red Bud
Run. It is anticipated that low impact development techniques together with good
erosion control practice will mitigate adverse stormwater discharge impacts. The
preservation of riparian buffers containing mature woodlands will provide
significant mitigation of nutrient losses. Actual specification of temporary and
permanent facilities will be provided with final engineering and will comply with all
County, State and Federal regulations.
G. Solid Waste Disposal Facilities
Assuming maximum build -out at 130 single family detached homes, it is
projected that each dwelling will produce approximately 12 lbs. of solid waste per
day for a total of 1,560 lbs. per day (.78 T /day) for the project. Solid waste from
the project will be deposited in the Frederick County landfill following collection at
citizen convenience /dumpster facilities or via private carrier(s) contracted by
neighborhood residents.
H. Historic Sites and Structures
NAT CURRENT
The Frederick County Rural Landmarks Survey does not identify any potentially
significant structures on the subject 67.7242 acres or within close proximity of the
properties. The subject properties are not located within the study boundary or
core area of any identified Civil War battlefield.
Page 5 of 6 8/2005
Russell Glendobbin Impact Analysis Statement
Impact on Community Facilities
The Frederick County Fiscal Impact Model was run by planning staff to project
the fiscal impact on community facilities attributable to the proposed rezoning.
The applicant has offered per unit monetary contributions with the proffer
statement equivalent to the calculated impacts to mitigate the effects on
Frederick County. Specifically, the applicant has proffered to contribute $10,506
per unit at the time of building permit issuance. The total contribution is proffered
to be allocated as follows:
Fire and Rescue:
Public Schools:
Recreation Parks:
Library:
Sheriff's Office:
Administration:
Offsite Road Improvements:
$889.00 per unit
$7,571.00 per unit
$1,288.00 per unit
$213.00 per unit
$42.00 per unit
$203.00 per unit
$300.00 per unit
TOTAL: $10,506 per unit
NOT CURRENT
An escalator clause is included with the proffer statement to mitigate the effects
of inflation on the value of the proffered monetary contributions. This provision
stipulates that any monetary contributions proffered by the applicant that are paid
after 30 months from the date of rezoning approval will be adjusted pursuant to
the Urban Consumer Price Index (CPI -U).
Page 6 of 6 8/2005
Vicinity Map: Russell Glendobbin in Frederick County, Virginia
A Traffic Impaci Analysis of Russell- Glendobbin
Project Number: 13543 -1 -0
May 04, 2005
Page 2
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 judgement 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.
e is f i
�rvtce Crl
SC SIntc rscctioas
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
(vlc) and; average stopped delay (seconds per vehicle). The theoretical capacity is based on the
physical geometry, the available green time (often expressed as G /C), and the traffic mix (e.g.
trucks use more capacity than cars). The average stopped delay may be calculated from the v/c
ratio, cycle length, quality of progression on the arterial and available green time on each
approach.
In this report all the default values recommended by the HCM are used unless other specific
information is available (percentage of trucks, pedestrians, etc.). Existing signal timings are
observed and used whenever possible. When future signals are being evaluated, an "optional"
signal timing is calculated based on projected volumes.
The level of service is based on the calculated average delay per vehicle for each approach and
for the intersection as a whole. Based on extensive research studies, the maximum delay
acceptable by the average driver is sixty seconds per vehicle at a signalized intersection. This is
defined as the upper limit on the possible range of delay/level of service criteria. The following
criteria describe the full range of level of service:
LEVEL OF SERVICE DESCRIPTIONS FOR SIGNALIZED INTERSECTIONS
Level of Service
A
B
D
E
F
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
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
General Information
EastM/est Street: Apple Pie Ridge Road
Intersection Orientation
East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Intersection
Jurisdiction
Analysis Year
Glendobbin Road &Apple Pie
Rid
Winchester, VA
Existing Conditions
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
0
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, 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
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
sue length (95
control Delay (s /veh)
LOS
EB
1
LT
3
1496
0.00
0.01
74
A
WB
4
Northbound
7
8
9
10
Southbound
11
LR
21
938
0.02
0.07
8.9
A
12
Patton Harris Rust Associates
proach delay (s /veh)
'Approach LOS
H C S 2 00 0 TM
Copyright O 2003 Unive sity of Florida, All Riehts Reserved
Patton Harris Rust Associates
8.9
A
Version 4.1d
eneral Information
Russell -S onewall Development
Project Description
East/West Street. Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Patton Harris Rust Associates
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
R
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
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
9.8
A
12
Glendobbin Road &Apple Pie
Rid
Winchester, VA
Existing Conditions
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Date Performed
3/30/2005
Analysis Year
Analysis Time Period
PM Peak Hour
eneral Information
Russell -S onewall Development
Project Description
East/West Street. Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
Site Information
Patton Harris Rust Associates
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
R
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
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
9.8
A
12
proach delay (s/veh)
reproach LOS
HCS2000
Copyright 2003 University of Florida. All Rights Reserved
Patton Harris Rust Associates
9.8
A
Version 4.ld
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
,4
AA
4
AA
A
AA
4
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
20
2.0
2.0
2.0
2.0
2.0
2.0
2.0
20
Arrival type, AT
3
3
3
3
3
3
3
3
3
Unit extension, UE
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
3.0
Filtering /metering, I
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
1.000
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
120
12.0
12.0
12.0
12.0
12.0
Parking Grade Parking
N
0
NN
0
NN
0
N
N
0
N
Packing maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
Min. tithe 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, d
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
222
23.7
15.0
Patton Harris Rust Associates, pc
Lane group LOS
C
I B
I
A I B 1 B
I C
1
IC I B
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
HCS2000
Copyright 0 2000 University of Florida, All Rights Reserved
Patton Harris Rust Associates, pc
Version 4.1e
HCS200r 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
L
T
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
2.0
2.0
2.0
20
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, Pb
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
120
120
120
12.0
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
'0
0
0
0
0
0
0
0
Min. time fo pedestrians, G
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
22.4
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
22.7
Parton Harris Rust Associates, pc
Lane group LOS
8 18 1A
A
I B I A
I
1
I C
I C
Approach delay
156
13.9
21.7
23.6
Approach LOS
B
8
C
C
Intersection delay
15.9
X 0.62
Intersection LOS
8
HCS2000
Copyright 2000 University of Florida, All Rights Reserved
Patton Harris Rust Associates, pc
Version 4.1e
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
Project Description Russell Stonewall Development
Site Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
North /South Street: Hill 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 Hv
Median type
RT Channelized?
Lanes
Configuration
1 lostream Signal
Eastbound
1
L
0
0.95
0
3
0
2
T
119
0.95
125
1
0
3
3
0.95
3
0
0
TR
Westbound
4
L
4
0.95
4
4
0
LT
5
T
81
0.95
85
1
0
6
R
0
0.95
0
Undivided
0
0
.tor 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
2
0.95
2
4
0
8
T
0
0.95
0
0
N
0
0
LR
9
R
15
0.95
15
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
nueue length (95
ntrol Delay (s /veh)
(LOS
EB
WB
4
LT
4
1446
0.00
0.01
7.5
A
Northbound
7
8
LR
17
897
0.02
0.06
9.1
A
9
Southbound
10
11
12
Patton Harris Rust Associates
proach delay (s /veh)
approach LOS
HCS2090TM
9.1
Copyright 2003 University of Florida. All Rights Reserved
Patton Harris Rust Associates
Version 4.1d
Analyst
PHR +A
Intersection i
Hill Road &Apple Pie Rid
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
Existing Conditions
Analysis Time Period
PM Peak Hour
TWO -WAY STOP CONTROL SUMMARY
Project Description Russell Stonewall Development
ite Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
North /South Street: Hill 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
Configuration
Upstream Signal
Eastbound
1
L
0
0.95
0
3
0
2
T
114
0.95
120
1
0
3
R
2
0.95
2
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
Undivided
0
0
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
5
0.95
5
4
0
8
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
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 (slveh)
(LOS
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
Pattnn Harris Rust K Associates
C )proach delay (s /veh)
approach LOS
HCS2000
9.4
A
Copyright C 2003 University of Florida. All Rights Reserved Version 4.Id
Patton Harris Rust Associates
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell Stonewall Development
East/West Street: Payne Road
Intersection Orientation: East -West
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, PHv
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
0.07
7.4
A
Northbound
7
8
LTR
36
939
0.04
0.12
9.0
A
9
Southbound
10
11
L TR
2
746
0.00
0.01
9.8
A
12
Patton Harris Rust Associates
Glendobbin Road Payne
Road
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
Existing Conditions
Analysis Time Period
AM Peak Hour
TWO -WAY STOP CONTROL SUMMARY
Site Information
Project Description Russell Stonewall Development
East/West Street: Payne Road
Intersection Orientation: East -West
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, PHv
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
0.07
7.4
A
Northbound
7
8
LTR
36
939
0.04
0.12
9.0
A
9
Southbound
10
11
L TR
2
746
0.00
0.01
9.8
A
12
Patton Harris Rust Associates
C )proach delay (siveh) I
Approach LOS
HCS2WO
A
Copyrieht C 2003 Univc shy of Florida, All Riehts Reserved Version 4.Id
Patton Harris Rust Associates
9.8
A
Project Description
East/West Street: Payne Road
Intersection Orientation: East -West
Russell Stonewall Developmen
Site Information
Patton Harris Rust Associates
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
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
I 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
Glendobbin Road Payne
Road
Winchester, VA
Existing Conditions
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Date Performed
3/30/2005
Analysis Year
Analysis Time Period
PM Peak Hour
Project Description
East/West Street: Payne Road
Intersection Orientation: East -West
Russell Stonewall Developmen
Site Information
Patton Harris Rust Associates
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
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
I 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
proach delay (s /veh)
rpproach LOS
HCS2000 t
87
A
Copyright 2003 University of Florida, All Riehts Reserved Version 4.1d
Patton Harris Rust Associates
9.0
A
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 Existing Conditions
Project Description Russell- Stonewall Development
East/West Street: Payne Road
North /South Street: Welltown Road
Ihtersection 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
29
60
2
1
219
14
Peak -Hour Factor PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
30
63
2
1
230
14
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
26
6
2
2
4.
69
Peak -Hour Factor. FHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate, HFR
27
6
2
2
4
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, Qdeue 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)
30
1
35
78
C (m) (vph)
1311
1524
517
771
v/c
0.02
0.00
0.07
0.10
95% queue length
0.07
0.00
0.22
0.34
Control Delay
7.8
7.4
12.5
10.2
LOS
A
A
8
B
Approach Delay
12.5
10.2
Approach LOS
8
B
Rights Reserved
HCS2000
Version 4.Id
Copyright Cs 2003 University of Florida, All Rights Reserved
Patton Harris Rust Associates. oc
Version 4.1d
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
Jurisdiction
Analysis Year
Welltown Road Payne
Road
Winchester, VA
Existing 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
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
B
A
Rights Reserved
HCS2000TM
Version 4.1d
Copyright 2003 University of Florida, All Rights Reserved
Pattnn Harris Rust R. A ssociates. nc
Version 4.1d
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
ntersection
Glendobbin Road Payne
Road
Analyst
PHR +A
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, PHV
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, Oueue Length, Level of Service.
Approach
EB
WB
Northbound
Southbound
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LTR
LTR
LTR
LTR
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
HCS2000
Copyrieht 2003 Unive sity of Florida, All Rights Reserved
Patten Han-is Rust 8z Associates_ nc
Version 4.1d
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
PM Peak Hour
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Glendobbin Road Payne
Road
Winchester, VA
2008 Background Conditions
ntersection
urisdiction
nalysis Year
Project Description Russell Stonewall Development
East/West Street: Payne Road
Intersection Orientation: East -West
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
Co nfiguration
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 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
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
-N
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
Patton Hams Rust Associates
proach delay (s/veh)
Approach LOS
HCS2000n"
A�
Copyright 2003 Unive sity of Florida, All Rights Reserved Version 4.1d
Patton Harris Rust Associates
9.2
A
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
Develooment
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, 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
20
2.0
2.0
2.0
2.0
2.0
2.0
2.0
Arrival type, AT
3
3
3
3
3
3
3
3
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
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
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= 8.0
G= 4&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
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, g/C i
062
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
278
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, d
Patton Harris Rust Associates. Dc
Control delay
25.0 18.7
10.2
0.0
18.9
11.4
29.1
32.
17.9
Lane group LOS
C B
B
A
8
B
C
C
8
Approach delay
19.0
18.0
29.1
25.3
Approach LOS
B
B
C
C
Intersection delay
19.6
X 0.80
Intersection LOS
8
HCS2000Th
Copyright 1g/ 2000 University of Florida, All Right Reserved
Patton Harris Rust Associates, pc
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 Wel/town 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
LT
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
A
A
A
AA
A
A
A
A
Start-up lost time, I,
2.0
20
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
120
120
12.0
120
120
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
525
Uniform delay, d
9.7
10.8
6.1
5.8
10.0
6.5
25.3
28.0
25.2
Progression factor, PP
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
50
0.8
0.1
0.8
5.7
0.5
Initial queue delay, d
Patton Harris Rust Associates, pc
Control delay
19.7
1
122
6.1
5.8
10.8
6.6
126.1
33.7
25.6
Lane group LOS
B
8.
A
A
B
A
C
C
C
Approach delay
12.3
10.4
26.1
30.8
Approach LOS
B
B
C
C
Intersection delay
13.5
X 0.72
Intersection LOS
B
HCS2000
Copyright 2000 University of Honda, Al] Rights Reserved
Patton Harris Rust Associates, pc
Version ale
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
ntersection 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
B
Approach Delay
13.7
10.6
Approach LOS
6
B
Rights Reserved
HCS2000TM
Version 4.1d
Copyright CO 2003 University of Florida, All Rights Reserved
Patton Harris Rust Associates. oc
Version 4.1d
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
2008 Background
Analysis Year 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 i
31
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
L TR
LTR
LTR
LTR
v (vph)
40
2
19
34
C (m) (vph)
1542
1273
533
934
v/c
0.03
0.00
0.04
0.04
95% queue length
0.08
0.00
0.11
-0.11
Control Delay
7.4
7.8
120
9.0
LOS
A
A
B
A
Approach Delay
12.0
9.0
Approach LOS
8
A
Rights Reserved
HCS2000Tm
Version 4.Id
Copyright 0 2003 University of Florida, All Rights Reserved
Patton Harris Rust Associates- nc
Version 4.Id
K
Project Description Russell -S onewall Developmen
EastNVest Street: Apple Pie Ridge 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, P
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
8
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
4
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
=_ue length (95
control Delay (s /veh)
LOS
EB
1
LT
3
1481
0.00
0:
7.4
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
27
776
0.03
0.11
9.8
12
Patton Harris Rust Associates
Glendobbin Road &Apple Pie
Rid
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
2008 Background Conditions
Analysis Time Period
AM Peak Hour
K
Project Description Russell -S onewall Developmen
EastNVest Street: Apple Pie Ridge 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, P
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
8
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
4
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
=_ue length (95
control Delay (s /veh)
LOS
EB
1
LT
3
1481
0.00
0:
7.4
A
WB
4
Northbound
7
8
9
Southbound
10
11
LR
27
776
0.03
0.11
9.8
12
Patton Harris Rust Associates
■proach delay (s /veh)
Approach LOS
HCS2000rm
Copyright 2003 Unive sity of Florida, All Rights Reserved
Patton Hams Rust Associates
9.8
Version 4.1d
Project Description Russell -S onewall Development
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -Wes
Information
Patton Harris Rust Associates
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
r,onfiguration
)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
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 (Vs)
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
0.04
0.13
10.0
B
12
Glendobbin Road &Apple Pie
Rid
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
2008 Background Conditions
Analysis Time Period
PM Peak Hour
Project Description Russell -S onewall Development
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -Wes
Information
Patton Harris Rust Associates
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
r,onfiguration
)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
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 (Vs)
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
0.04
0.13
10.0
B
12
rproach delay (s /veh)
'Approach LOS
H CS2 0 00 TM
Copyright 2003 University of Florida, MI Rights Reserved Version 4.1d
Parton Harris Rust Associates
10.0
B
CII ItZ ..I v.Inuuv,.
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
TWO -WAY STOP CONTROL SUMMARY
Project Description Russell- Stonewall Development
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
North /South Street: Hill 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
rostream Signal
Eastbound
1
L
0
0.95
0
3
0
2
T
137
0.95
144
1
0
3
R
3
0.95
3
0
0
TR
Westbound
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
R
17
0.95
17
4
0
0
0
Southbound
10
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
nueue length (95
ntrol Delay (s /veh)
LOS
EB
1
WB
4
LT
4
1423
0.00
0. 01
7.5
A
Northbound
7
8
LR
19
875
0.02
0.07
9.2
A
9
Southbound
10
1 1
12
Patton Harris Rust Associates
Iproach delay (s/veh) I
'Approach LOS
HCS2000TM
9.2
Copyright 2003 University of Florida. All Rights Reserved
Pattnn Harris Rust Assnciates
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 Background Conditions
Analysis Time Period
PM Peak Hour
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, P
Median type
RT Channelized?
L anes
C onfiguration
Eastbound
1
L
0
0.95
0
3
TWO -WAY STOP CONTROL SUMMARY
2
T
130
0.95
136
ion
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
159
0.95
167
6
R
0
0.95
0
Undivided
0
1
0
0
0
TR
0
LT
1
0
0
'ostream 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
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
'iueue length (95
,ntrol Delay (slveh)
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
10-
11
12
Pattnn Harric Past Rr AARnciatP.R
proach delay (s/veh) I I I
reproach LOS
HCS2000TM Copyright m 2003 University of Florida, All Rights Reserved Version 4.1d
Patton Harris Rust Associates
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 Bui/dout 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)
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, 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
120
12.0
12.0
12.0
120
12.0
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
Min. time fo pedestrians, G
3.2
3.2
3.2
3.2
Phasing
Excl. Left
EW Perm
03
04
NS Perm
06
07
'08
Timing
G= 7.0
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, PF
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
179
10.9
29.3
36.0
27.2
Patton Harris Rust Associates, pc
Lane group LOS
D I s I A
A I B I B
I C
1
l
I c
Approach delay
19.3
17.0
29.3
32.6
Approach LOS
8
8
C
C
Intersection delay
19.9
X 0.82
Intersection LOS
8
HCS2000
Copyright 2000 University of Florida, All Right Reserved
Patton Harris Rust Associates, pc
Version 4.1e
HCS2000 DETAILED REPORT
General Information
Site Information
Analyst PHR +A
Agency or Co. PHR +A
Date Perforrned 4/25/2005
Time Period PM Peak Hour
Intersection Route 11 Wel/town 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, %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
AA
A
Start-up lost time, I,
2.0
2.0
2.0
2.0
20
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
120
120
120
12.0
12.0
12.0
12.0
Parking Grade Parking
N
0
N
N
0
N
N
0
N
N
0
N
Parking maneuvers, N
Buses stopping, N
0
0
0
0
0
0
0
0
0
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
0.59
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, d
Patton Harris Rust Associates. oc
Control delay
87.4
14.3
7.2
6.8
127
8.0
26.2
34.5
26.3
Lane group LOS
F
B
A
A
8
A
I C
C
C
Approach delay
18.9
121
26.2
31.5
Approach LOS
B
B
C
C
Intersection delay
17.4
X 0.88
Intersection LOS
B
HCS2000
Copyright C 2000 University of Florida, All Rights Reserved
Patton Harris Rust Associates. Dc
Version 4.1e
TWO -WAY STOP CONTROL SUMMARY
General Information
Analyst
Agency /Co.
Date Performed
Analysis Time Period
PHR +A
PHR +A
4/25/2005
PM Peak Hour
Site Information
Intersection
Jurisdiction
Analysis Year
Welltown Road Payne
Road
Winchester, VA
2008 Buildout 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
107
0.95
112
4
0
LTR
2
T
244
0.95
256
1
0
3
21
0.95
22
0
0
Southbound
4
L
2
0.95
2
4
0
LTR
5
T
46
0.95
48
1
0
6
R
3
0.95
3
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
9
0.95
9
4
0
8
T
8
0.95
8
4
N
0
1
LTR
9
R
2
0.95
2
4
0
0
0
Eastbound
10
L
1
0.95
1
4
0
11
T
2
0.95
2
4
N
0
1
LTR
12
R
69
0.95
72
4
0
0
0
Delay, Queue Length, and Level of Se vice
Approach
Movement
Lane Configuration
v (vph)
C (m) (vph)
v/c
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
NB
1
LTR
112
1542
0.07
0.23
7.5
A
SB
4
LTR
2
1273
0.00
0.00
7.8
A
Westbound
7
8.
LTR
19
403
0.05
0.15
14.4
8
9
14.4
8
Eastbound
10
11
LTR
75
955
0.08
0.26
9.1
A
12
9.1
A
Rights Reserved
HCS2000't'M
Version 4.1d
Copyright 2003 University of Florida, All Rights Reserved
Patton Harris Rust Associates, pc
Version 4.Id
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
2008 Buildout Conditions
Project Description Russel 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
57
0.95
60
4
0
LTR
2
T
67
0.95
70
1
0
3
R
2
0.95
2
0
0
Southbound
4
L
1
0.95
4
0
LTR
5
T
246
0.95
258
1
0
6
R
16
0.95
16
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
29
0.95
30
4
0
8
T
7
0.95
7
4
N
0
LTR
9
R
2
0.95
2
4
0
0
0
Eastbound
10
L
2
0.95
2
0
11
T
4
0.95
4
4
N
0
1
LTR
12
R
150
0.95
157
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
60
1278
0.05
0.15
8.0
A
SB
4
LTR
1
1515
0.00
0.00
7.4
A
Westbound
7
8
LTR
39
372
0.10
0.35
15.8
C
9
15.8
Eastbound
10
11
LTR
163
751
0.22
0.82
11.1
8
12
8
Rights Reserved
HCS2000TM
Version 4.1d
Copyright 2003 University of Florida, All Rights Reserved
Patton Harris Rust Associates, pc
Version 4.1d
TWO -WAY STOP CONTROL SUMMARY
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
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
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
Aoproach Delay
9.1
proach LOS
A
Rights Reserved
Copyrieht C 2003 University of Florida, All Rights Reserved
Patton Harris Rust Associates
Version 4.1d
General Information
Site Information
Analyst PHR +A
Agency /Co. PHR +A
Date Performed 3/30/2005
Analysis 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
Approach
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
v/c
0.05
0.05
95% queue length
0.15
0.17
Control Delay
7.4
9.0
LOS
A
A
Anoroach Delay
9.0
)roach LOS i
A
Rights Reserved
TWO -WAY STOP CONTROL SUMMARY
Copyneht 2003 University of Florida. MI Rights Reserved
Patton Harris Rust Associates
Version 4.1d
Russell -S onewall Development
Project Description
East /West Street: Apple Pie Ridge Road
Intersection Orientation East -West
Site Information
Patton Harris Rust Associates
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
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, PE-iv
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
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
r ..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
Glendobbin Road &Apple Pie
Rid
Winchester, VA
2008 Buildout Conditions
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Date Performed
3/30/2005
Analysis Year
Analysis Time Period
AM Peak Hour
Russell -S onewall Development
Project Description
East /West Street: Apple Pie Ridge Road
Intersection Orientation East -West
Site Information
Patton Harris Rust Associates
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
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, PE-iv
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
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
r ..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
1proach delay (s/veh)
Approach LOS
HCS2OOO
Patton Harris Rust Associates
Copyright m 2003 Unive siry of Florida, All Rights Reserved
10.0
Version 4.141
Analyst
PHR +A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
PM Peak Hour
Patton Harris Rust Associates
TWO -WAY STOP CONTROL SUMMARY
General Information
East/West Street: Apple Pie Ridge Road
Intersection Orientation East -West
Site Information
Intersection
Jurisdiction
Analysis Year
Glendobbin Road &Apple Pie
Rid
Winchester, VA
2008 Buildout Conditions
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
0.95
144
1
0
6
R
45
T
137
0.95
47
Undivided
0
0
TR
rvlinor 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
11
T
0
0.95
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)
(LOS
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
proach delay (s /veh) I
'Approach LOS
HCS2000TM
Copyrieht C 2003 Unive sity of Florida. All Rights Reserved Version 4.1d
Patton Harris Rust Associates
10.2
8
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
TWO -WAY STOP CONTROL SUMMARY
Project Description Russell Stonewall Development
formation
East/West Street: Apple Pie Ridge Road
Intersection Orientation: East -West
North /South Street: Hill 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
iostream Signal
Eastbound
1
L
0
0.95
0
3
0
2
T
152
0.95
160
1
0
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, PHv
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
R
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
nueue length (95
intro) 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
Patton Harris Rust Associates
proach delay (s/veh) I
reproach LOS
H CS2 00 0 TM
9.3
A
Copyright 2003 Univc city of Florida, All Rights Reserved Version 4.Id
Patton Harris Rust Associates
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 Buildout Conditions
Analysis Time Period
PM Peak Hour
Project Description Russell -S onewall 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
olume (veh/h)
0
140
2
16
176
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate (veh /h)
0
147
2
16
185
0
Proportion of heavy
ehicles, PHV
3
4
Median type
Undivided
RT Channelized?
0
0
Lanes
0
1
0
0
1
0
Configuration
TR
LT
Upstream Si rgial
0
0
for Street
Northbound
Southbound
Movement
7
8
9
10
11
12
L
T
R
L
T
R
Volume (veh /h)
6
0
11
0
0
0
Peak -hour factor, PHF
0.95
0.95
0.95
0.95
0.95
0.95
Hourly Flow Rate (veh /h)
6
0
11
0
0
0
Proportion of heavy
vehicles, PHV
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
Movement
1
4
7
8
9
10
11
12
Lane Configuration
LT
LR
Volume, v (vph)
16
17
Capacity, c (vph)
1420
776
v/c ratio
0.01
0.02
Queue length (95
0.03
0.07
itrol Delay (s /veh)
7.6
9.7
A
A
ILOS
TWO -WAY STOP CONTROL SUMMARY
Patton Harris Rust Associates
1proach delay (s/veh)
reproach LOS
ACS2000
I 9.7
A
Copyright 2003 Grove say of Florida, All Rights Reserved Version 4.1d
Patton Harris Rust Associates
Analyst
PHR+A
Agency /Co.
PHR +A
Date Performed
3/30/2005
Analysis Time Period
AM Peak Hour
EastMest Street: Payne Road
Intersection Orientation: East -West
TWO -WAY STOP CONTROL SUMMARY
General Information
Site Information
Intersection
Jurisdiction
Analysis Year
Glendobbin Road Payne
Road
Winchester, VA
2008 Builddut Conditions
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
Iv inor 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
8
0.95
8
4
0
8
2
0.95
2
4
N
0
1
LTR
9
R
102
0.95
107
4
0
0
0
Southbound
10
L
1
0.95
1
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
tue length (95
,ntrol Delay (s /veh)
LOS
EB
1
LTR
0
1585
0.00
0.00
7.3
A
WB
4
LTR
63
1510
0.04
0.13
7.5
A
Northbound
7
8
LTR
117
958
0.12
0.42
9.3
A
9
Southbound
1D
11
LTR
2
617
0.00
0.01
10.9
12
Patton Harris Rust Associates
'preach delay (slveh)
'Approach LOS
HCS2000
A
Copyright C 2003 University of Florida. All Rights Reserved Version 4.ld
Patton Harris Rust Associates
10.9
8
Glendobbin Road Payne
Road
Analyst
PHR +A
Intersection
Agency /Co.
PHR +A
Jurisdiction
Winchester, VA
Date Performed
3/30/2005
Analysis Year
2008 Buildout Conditions
Analysis Time Period
PM Peak Hour
Site Information
TWO -WAY STOP CONTROL SUMMARY
Project Description Russell- Stonewall Development
East/West Street: Payne Road
Intersection Orientation: East -West
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
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
'eue 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
7.4
A
Northbound
7
8
LTR
63
1002
0.06
0.20
8.8
A
9
0.22
Southbound
10
11
LTR
3
699
0.00
0.01
10.2
B
12
Patton Harris Rust Associates
proach delay (s /veh)
rpproach LOS
HCS2000
8.8
A
Copyright C 2003 University of Florida. All Rights Reserved Version 4.Id
Patton Harris Rust Associates
10.2
8
Intersection:
E -W:
APPLEPIERIDGE RD
Weather
RAIN
File
Input
Name
N -S:
ROUTE 650
Count By
HP
By
11P
Location
Winchester, VA
Count Date
3/23/2005
15 Minute
EB:
APPLEPIERIDGE RD
WB:
APPLEPIERIDGE RD
NB: ROUTE 650
SB:
GLENDOBBIN RD
15 Min.
Period
N,S,
Period
Beenting
Left
Thru
Ri
ht
Total
Left
Thru
Right
Total
Lek Thru Right
Total
Left
Tire
Right
Total
E W
Begining
7:00
1
17
18
1
9
0
10
0
3
3
2
0
0
2
33
7:00
7:15
0'
21
21
0
11
0
11
0
2
2
4
0
1
5
39
7:15
7:30
0
23
24
2
16
1
19
1
2
3
4
1
1
5
52
7:30
7:45
1
25
26
0
21
2
23
0
4
4
5
0
5
58
7:45
8:00
0
28
29
1
17
0
18
1
3
4
3
2
6
57
.8:00
8:15
2
24
26
1
17
1
19
0
5
6
6
1
7
58
8:15
8:30
0
25
26
2
21
2
25
0
3
3
3
0
3
57
8:30
8:45
1
21
22
0
17
2
19
2
4
6
5
2
7
54
8:45
A.M. Total
5
184
192
7
129
8
144
26
31
32
7
41
408
A.M.Tot
16:00
0
19
19
3
23
6
32
1
2
3
1
4
57
16:00
16:15
1
21
23
2
22
4
28
2
2
1
0
1
54
16:15
16:30
0
23
23
3
26
5
34
1
2
4
2
6
65
16:30
16:45
1
24
26
4
33
4
41
4
5
3
2
5
77
16:45
17:00
2
23
26
5
34
7
46
2
3
5
3
8
83
17:00
17:15
0
27
27
2
26
4
32
3
5
5
1
6
70
17:15
17:30
1
21
22
1
21
2
24
1
2
2
3
5
53
17:30
17:45
0
19
20
2
16
3
21
0
0
3
I
4
45
17:45
P.M. Total _,�5
177
186
22
201
35
258
14
21
26
13
39
504
P.M. Total
I Hour
EB:
APPLEPIERIDGE RD
WB:
RD
NB: RO
'TE 650
SB:
GLENDOBBIN RD
1 Hour
APPLEPIERIDGE
Period
N,S,
Period
Begining
Left
Thru
Right
Total
Left
Thru
Right
Total
Left Thru Right
Total
Leff
Thru
Right
Total
E &W
Beeining
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
14
17
18
2
4
24
225
7:30
7:45
3
102
2
107
4
76
5
85
1
15
17
17
1
3
2]
230
7:45
8:00
3
98
2
103
4
72
5
81
3
15
19
17
1
5
23
226
8:00
16.00
2
87
2
91
12
104
19
135
2
8
11
11
0
5
16
253
16:00
16:15
4
91
3
98
14
115
20
149
1
9
12
13
0
7
20
279
16:15
16:30
3
97
2
102
14
119
20
153
3
10
15
17
0
8
25
295
16:30
16:45
4
95
2
101
12
114
17
143
3
10
15
15
0
9
24'
283
16:45
17:00
3
90
2
95
10
97
16
123
3
6
10
le
0
8
23
251
17:00
1 Hour
EB:
APPLEPIERIDGE RD
WB:
APPLEPIER1DGE RD
NB: ROUTE 650
SB:
GLENDOBBIN RD
I Hour
Period
N,S,
Period
Begining
Left
Thru
Right
Total
Left
Thru
Right
Total
Left Tire 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
PHF
0.94
PHF
0.83
PHF
0.75
PHF
0.78
0.89
P.M. Peak
Intersection:
E -W:
PAYNE RD
Weather
DRY
File
Input
Name
N -S:
WELLTOWN RD
Count By
LIP
By
DP
Location
Winchester,VA
Count Date
3/16/2035
15 Minute
EB:
PAYNE RD
WB:
FAIR LN
NB:
WELLTOWN RD
SB
WELLTOWN 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
0
0
12
12
2
2
7
9
0
16
0
36
2
38
68
7:00
7:15
0
2
14
16
1
3
1
11
0
22
1
41
5
47
88
7:15
7:30
1
1
20
22
5
8
1
12
1
26
0
50
7
57
113
7:30
7:45
0
2
21
23
7
10.
16
0
24
0
55
6
61
118
7:45
8:00
1
1
16
18
6
8
15
1
21
1
56
1
58
105
8:00
8:15
0
0
12
12
8
8
17
20
0
58
0
58
98
8:15
8:30
1
0
14
15
5
6
12
18
0
46
1
47
86
8:30
8:45
0
11
11
3
4
14
20
0
39
0
39
74
8:45
A.M. Total
6
120
129
37
49
6
106
167
2
381
22
405
750
A.M. Total
16:00
0
3
3
1
2
47
54
0
7
0
7
66
16:00
16:15
2
5
8
2
4
51
58
1
11
1
13
83
16:15
16:30
0
5
5
2
3
49
54
0
8
0
8
70
16:30
16:45
0
6
7
3
4
54
64
1
9
1
11
86
16:45
17:00
1
4
5
2
3
63
75
I
12
2
15
98
17:00
17:15
0
6
6
1
2
51
67
0
12
0
12
87
17:15
17:30
0
7
7
0
0
42
51
0
8
1
9
67
17:30
17:45
0
4
4
1
1
34
41
0
10
0
10
56
17:45
P.M. Total
3
40
45
12
19
4
391
1
464
3
77
5
85
613
P.M. Total
1 How
EB:
PAYNE RD
WB:
FAIR LN
NB:
WELLTOWN RD
SB:
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
7:00
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
I
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
EB:
PAYNE RD
WB:
FAIRLN
NB:
WELLTOWN RD
SB:
WELLTOWN RD
1 Hour
Period
N,S,
Period
Begining
Left
Thru
Right
Total
Left
Thru Right Total
Left
Thru
Right
Total
Leh
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
PHF
0.87
PHF
0.77
0.87
P.M. Peak
Intersection:
E -W:
ROUTE 11
Weather
DRY
File
Input
Name)
N -S:
ROUTE 839
Count By
DP
By JJP
Location
Winchester.VA
Count Date
3/222005
15 Minute
E13:
ROUTE 11
WB:
ROUTE 1 I
NB:
ROUTE 839
SB:
WELLTOWN 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
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
85
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
11
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
71
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.M. Total
149
2431
118
2698
0
2335
290
2626
89
32
69
190
301
41
257
599
6113
P.M. Total
1 Hour
EB:
ROUTE 11
WB:
ROUTE 11
NB: ROUTE
839
SB•
WELLTOWN RD
l How
Period
N,S,
Period
Begining
Lcft
Thru
Right
Total
Lcfi
Thru
Right
Total
Lcft
Thru
Right
Total
Left
Thru
Right
Total
E W
Begining
7:00
101
1123
39
1263
2
1080
118
1200
37
7
39
83
103
11
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:D0
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
155
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 ROUT
EB:
ROUTE 11
RB:
ROUTE 11
NB: ROUTE 839
513:
WELLTOWN RD
1 Hour
Period
N,S,
Period
Begining
Left
Thru
Right
Total
Lcft
Thru
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
A.M. Peak
PHF
0.96
PHF
0.98
PHF
091
PHF
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
3777
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
Input
Name
N -S:
GLENDOBBIN RD
Count By
HP
By
1JP
Location
Winchester,VA
Count Date
3/172005
15 Minute
EBC
PAYNE RD
WB:
PAYNE RD
NB:
GLENDOBBIN RD
50: JENNIFER CT
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
6
1
7
5
0
5
0
0 3
3
0 0
0
15
7:00
7:15
8
3
11
10
0
10
1
1 5
7
0 l
1
29
7:15
7:30
9
5
14
16
1
18
3
0 6
9
0
0
41
7:30
7:45
8
6
14
4
0
4
3
0 7
10
0
0
28
7:45
8:00
7
3
10
2
0
2
0
1 8
9
1
1
22
8:00
8:15
4
2
6
4
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
5:45
5
1
6
4
1 0
5
1
0 6
7
1
1
19 1
8:45
A.M. Total
0
52
23
75
48
5 2
55
9
2 49
60
2 1 0
3
193
A.M. Total
16:00
0
2
1
3
4
2 0
6
2
2
0 0
0
11
16:00
16:15
1
1
4
6
3
3 1
7
3
4
1 0
1
18
16:15
16:30
4
3
7
5
1 0
6
2
4
1
1
18
16:30
16:45
3
0
3
7
3 0
10
4
5
0
0
18
16:45
17:00
5
1
6
5
4 2
11
1
2
0
1
20
17:00
17:15
3
2
5
4
2 0
6
2
2
0
0
13
17:15
17:30
1
0
1
2
0 1
3
3
4
0
0
8
17:30
17:45
2
1
3
2
1 0
3
1
I
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. 1 Total
1 Hour
EB:
PAYNE RD
WB:
PAYNE RD
NB: GLENDOBBIN
RD
SB: JENNIFER
1 Hour
CT
Period
N,S,
Period
Begining
Lcft
Tluu
Right
Total
Left
Thru Right
Total
Left
Thru Right
Total
Left Thru Ri
ht
Total
E W
Begining
7:00
0
31
15
46
35
1
1
37
7
1
21
29
0 1
1
113
7:00
7:15
0
32
17
49
32
1
1
34
7
2
26
35
1 1
2
120
7:15
7:30
0
28
16
44
26
2
2
30
7
1
28
36
1 0
1
111
7:30
7:45
0
24
13
37
13
3
1
17
4
1
29
34
1 0
1
89
7:45
8:00
0
21
8
29
13
4
1,
18
2
l
28
31
2 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
I
13
8
22
20
11
3
34
4
1
10
15
1 1 1
3
74
16:15
16:30
0
15
6
21
21
10
2
33
3
9
13
0 1 1
2
69
16:30
16:45
0
12
3
15
18
9
3
30
2
_1
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
1 Hour
CT
Period
N.S,
Period
Begining
Left
Thor
Right
Total
Left
Thru Right
Total
Left
Thru 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
120
7:15
A.M. Peak
PHF
0.88
PHF
0.47
PHF
0.88
PHF
0.50
0.73
A.M. Peak
16:15
1
13
8
22
20
11
3
34
4
1
10
15
1 1 1
3
74
16:15
P.M. Peak
PILE
0.79
PHF
0.77
PHF
0.75
PHF
0.75
0 .93
P.M. Peak