TC 09-28-15 Meeting AgendaCOUNTY of FREDERICK
Department of Planning and Development
540/ 665-5651
Fax: 540/ 665-6395
107 North Kent Street, Suite 202 Winchester, Virginia 22601-5000
TO: Frederick County Transportation Committee
FROM: John A. Bishop, AICP, Deputy Director - Transportation
RE: September 28, 2015 Transportation Committee Meeting
DATE: September 23, 2015
The Frederick County Transportation Committee will be meeting at 8:30 a.m. on
Monday, September 28, 2015 in the first floor conference room of the Frederick
County Administration Building, 107 North Kent Street, Winchester, Virginia.
AGENDA
1. Valley Pike/Shawnee Drive Intersection Improvement Study
2. House Bill 2 Update
3. Other
Please contact our department if you are unable to attend this meeting.
Attachments
JAB/dw
MEMORANDUM
Item 1: Valley Pike/Shawnee Drive Intersection Improvement Study
Attached please find the draft alternatives analysis and summary of public comments for the
Valley Pike/Shawnee Drive Intersection Improvement Study for your review and comment.
Valley Pike/Shawnee Drive Intersection Improvement Study
Alternatives Evaluation Technical Memorandum
Prepared for:
Winchester Frederick County
Metropolitan Planning Organization
Prepared By:
Draft
August 14, 2015
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Table of Contents
Table of Contents ................................................................................................................. i
List of Figures ...................................................................................................................... ii
List of Tables ....................................................................................................................... ii
List of Attachments ............................................................................................................. ii
1.0 Introduction ................................................................................................................ 1
2.0 Study Area .................................................................................................................. 2
3.0 No Build Conditions ..................................................................................................... 4
Future No Build Volumes ................................................................................................................... 4
No Build Level of Service ................................................................................................................... 4
4.0 Alternatives Evaluation ............................................................................................... 8
Traffic Analysis ................................................................................................................................. 12
ROW/Property Impacts ................................................................................................................... 18
Approximate-Order-of-Magnitude Cost Categorization ................................................................. 18
5.0 Conclusion ................................................................................................................ 19
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List of Figures
Figure 1: Existing Study Area Intersections .................................................................................... 3
Figure 2: 10-Year Historic Growth Rate Along US 11 Corridor ....................................................... 4
Figure 3: 2035 Build Alternative 1 .................................................................................................. 8
Figure 4: 2035 Build Alternative 2a ................................................................................................ 9
Figure 5: 2035 Build Alternative 2b .............................................................................................. 10
Figure 6: 2035 Build Alternative 3 ................................................................................................ 11
List of Tables
Table 1: No Build AM and PM Peak Hour Synchro and SimTraffic Outputs Summary .................. 5
Table 2: No Build AM and PM Peak Hour SimTraffic Delay Summary ........................................... 7
Table 3: Build AM Peak Hour Synchro Delay Summary ................................................................ 13
Table 4: Build PM Peak Hour Synchro Delay Summary ................................................................ 15
Table 5: Approximate-Order-of-Magnitude Cost Categorization ................................................ 18
List of Attachments
Attachment A: Existing and No Build Volumes
Attachment B: Intersection Analysis – Synchro HCM Outputs
Attachment C: Intersection Analysis – SimTraffic Queuing Outputs
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1.0 Introduction
The development of a 20-year transportation plan addressing the operation of the intersection
of Valley Pike (US 11) and Shawnee Drive in Winchester, VA is critical to help shape the area’s
long-range economic health and quality of life. Stakeholders have identified impediments to
smooth traffic flow through an approximately 0.2-mile section of Valley Pike (US 11) at the City
of Winchester’s southern corporate limit, where Valley Pike crosses the Hoge Run culvert.
These include a southbound bottleneck as the roadway narrows from a two-lane to a one-lane
section at the culvert; driveway access to a 7-Eleven convenience store at the intersection of
Valley Pike and Shawnee Drive (SR-652); and impeded left-turn egress from Opequon Church
Lane (SR-706) to northbound US 11, just south of Shawnee Drive. Opequon Church Lane serves
the Opequon Presbyterian Church and Woodbrook Village residential development on the west
side of US 11. The current congestion, queuing and mobility issues within the study area, more
specifically at the intersection of Valley Pike and Shawnee Drive make travel in the corridor
difficult, and future conditions will only worsen. In coordination with the Winchester Frederick
County Metropolitian Planning Organization (WinFred MPO) and a Project Steering Committee,
the study team is also engaging the community to obtain stakeholder input.
This technical memorandum documents evaluation of potential Build Alternatives that will
mitigate the identified operational, geometric, and safety deficiencies and accommodate
projected traffic growth at the intersection of Valley Pike (US 11) and Shawnee Drive (Route
652), and of US 11 between the Creekside Station/Rubbermaid Entrance and Apple Valley Road
intersections.
A preferred alternative that best addresses these issues will be recommended to the MPO
Technical Advisory Committee for recommendation to the MPO Policy Board. A collaborative
process will allow the incorporation of the community’s values, goals, and aspirations to the
intersection improvement study in addition to understanding the needs of the various
stakeholders.
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2.0 Study Area
The project study area was defined as the US 11 corridor between its intersection with Apple
Valley Road (SR-651) and Newell Rubbermaid Entrance/Creekside Station. This study area is
shown in Figure 1 and includes the following intersections:
1. US 11 at Newell Rubbermaid Entrance/Creekside Station (signalized)
2. US 11 at Shawnee Drive (signalized)
3. US 11 at Opequon Church Lane (unsignalized)
4. US 11 at Apple Valley Road (signalized)
As shown on Figure 1, US 11 provides access to major homes and businesses adjacent to the
corridor such as the Creekside Station Shopping Center, Rubbermaid Facility, Opequon
Presbysterian Church, and the Woodbrook Village residential development. Multiple business
driveways interact with the signalized intersection of US 11 at Shawnee Drive which include the
7-Eleven convenience store, Creekside Village Office Park, Lewin-Yount Garage Door & Auto
Sales, and the First Bank.
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Figure 1: Existing Study Area Intersections
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3.0 No Build Conditions
Future No Build Volumes
Future 2035 (horizon year) No Build AM and PM peak hour models were developed and used as
a Base Condition. The peak hour traffic volumes were forecasted by applying an annual growth
rate of one percent (1%) per year to the existing traffic volumes. Information on the Annual
Average Daily Traffic (AADT) along the US 11 corridor was obtained from VDOT’s 10-year
historic traffic counts. Existing and No-Build traffic volume figures are provided in Attachment
A. Figure 2 depicts a graph of the 10-year historic volumes along the US 11 corridor.
Figure 2: 10-Year Historic Growth Rate Along US 11 Corridor
As shown in Figure 2, the historic traffic volumes are relatively flat (no growth) or decreased
(negative growth) along US 11 within the study area limits. Therefore, the assumed growth
rate of one percent (1%) per year represents a conservative estimate of future growth near
Winchester’s southern corporate limit.
No Build Level of Service
Table 1 summarizes the intersection capacity analysis for the 2035 No Build Conditions during
the AM and PM peak hours. All Synchro HCM 2000 and SimTraffic queuing reports can be
found in Attachment B and Attachment C, respectively.
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Table 1: No Build AM and PM Peak Hour Synchro and SimTraffic Outputs Summary
Approach Movement
2035 Future No Build Conditions*
AM Peak Hour PM Peak Hour
Delay
(sec) LOS V/C
Ratio
95%
Queue
Length
(ft)
Delay
(sec) LOS V/C
Ratio
95%
Queue
Length
(ft)
US 11 at Newell Rubbermaid Entrance/Creekside Station
Creekside
Station
Eastbound
Left-Through 26.0 C 0.16 45 22.3 C 0.30 135
Right 24.7 C 0.00 20 20.6 C 0.04 50
Approach 25.5 C - - 21.4 C - -
Newell
Rubbermaid
Westbound
Left-Through 28.0 C 0.36 60 23.7 C 0.44 240
Right 24.7 C 0.00 25 20.6 C 0.06 70
Approach 27.3 C - - 22.2 C - -
US 11
Northbound
Left 6.3 A 0.05 35 9.8 A 0.15 90
Through 8.6 A 0.41 90 16.1 B 0.62 215
Through-Right 8.6 A 0.41 100 16.1 B 0.62 215
Approach 8.5 A - - 15.7 B - -
US 11
Southbound
Left 4.1 A 0.13 60 8.8 A 0.30 245
Through 6.3 A 0.26 140 13.7 B 0.51 685
Through-Right 6.3 A 0.26 35 13.7 B 0.51 690
Approach 6.1 A - - 13.1 B - -
Overall 8.2 A 0.30 - 15.6 B 0.52 -
US 11 at Shawnee Drive
Creekside
Village
Eastbound
Left 46.9 D 0.19 20 56.7 E 0.12 35
Through-Right 47.2 D 0.19 20 61.0 E 0.43 75
Approach 47.0 D - - 60.0 E - -
Shawnee Drive
Westbound
Left 45.8 D 0.69 215 59.6 E 0.78 275
Through-Right 34.3 C 0.13 185 42.9 D 0.15 545
Approach 42.2 D - - 53.5 D - -
US 11
Northbound
Left 44.2 D 0.31 45 79.7 E 0.42 25
Through 17.8 B 0.69 110 23.2 C 0.78 105
Right 10.0 B 0.11 60 8.3 A 0.10 60
Approach 17.4 B - - 21.3 C - -
US 11
Southbound
Left 43.4 D 0.41 60 82.7 F 0.73 115
Through 13.4 B 0.45 170 24.4 C 0.75 355
Right 9.1 A 0.01 40 11.3 B 0.01 140
Approach 15.8 B - - 28.8 C - -
Overall 20.5 C 0.65 - 30.9 C 0.75 -
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Table 1: No Build AM and PM Peak Hour Synchro and SimTraffic Outputs Summary
(Continued)
Approach Movement
2035 Future No Build Conditions*
AM Peak Hour PM Peak Hour
Delay
(sec) LOS V/C
Ratio
Average
Queue
Length
(ft)
Delay
(sec) LOS V/C
Ratio
95%
Queue
Length
(ft)
US 11 at Opequon Church Lane
Opequon
Church Lane
Eastbound
Left 13.6 B 0.05 95 20.7 C 0.08 40
Right 12.5 B 0.04 35 24.8 C 0.16 45
Approach 13.1 B - - 23.3 C - -
US 11
Northbound
Left 0.0 A 0.20 0 11.7 B 0.02 40
Through 0.0 A 0.20 240 0.0 A 0.26 215
Approach 0.0 A - - 0.2 A - -
US 11
Southbound
Through 0.0 A 0.27 0 0.0 A 0.26 20
Right 0.0 A 0.00 125 0.0 A 0.61 85
Approach 0.0 A - - 0.0 A - -
Overall** 13.1 B - - 23.3 C - -
US 11 at Apple Valley Road
Apple Valley
Road
Eastbound
Left 39.6 D 0.07 120 59.8 E 0.70 895
Right 35.3 D 0.05 100 48.0 D 0.21 690
Approach 37.0 D - - 52.4 D - -
US 11
Northbound
Left 5.2 A 0.24 145 28.1 C 0.60 120
Through 6.9 A 0.24 205 7.9 A 0.61 225
Approach 6.5 A - - 11.2 B - -
US 11
Southbound
Through 10.1 B 0.34 195 23.9 C 0.85 2,235
Right 6.8 A 0.00 95 10.9 B 0.14 340
Approach 9.3 A - - 22.2 C - -
Overall 11.5 B 0.64 - 22.9 C 0.81 -
As shown in Table 1, all intersections within the study area overall operate at an acceptable
level during both the AM and PM peak hour traffic conditions. However, several movements
and approaches at the US 11 at Shawnee Drive intersection deteriorate further as a result o f
increased traffic and continue to operate poorly. In addition, the southbound queues from the
intersection of US 11 at Apple Valley Road extend past Shawnee Drive, making it difficult for
unsignalized driveways and northbound left turn movements to fun ction properly. According
to field observations, a portion of the eastbound right turns out of Opequon Church Lane were
actually heavily delayed left turns who ultimately settled for a right turn. In addition, the
intersection of US 11 at Apple Valley Road, the intersection operates at LOS B according to
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Synchro outputs. However, based on SimTraffic results, the southbound queue extended just
south of Shawnee Drive during multiple simulation runs as observed in the field. Therefore,
SimTraffic delays for US 11 at Opequon Church Lane and US 11 at Apple Valley Road were used
to account for queue delays. Table 2 summarizes the increase in delay for movements affected
from downstream queuing from SimTraffic under 2035 Future No Build Conditions.
Table 2: No Build AM and PM Peak Hour SimTraffic Delay Summary
Approach Movement
2035 No Build Conditions
AM Peak Hour PM Peak Hour
Delay
(sec) LOS Delay
(sec) LOS
US 11 at Opequon Church Lane
Opequon Church Lane
Eastbound
Left 257.0 F 73.2 F
Right 5.3 A 37.1 E
Approach 131.2 F 50.1 F
US 11 Northbound
Left 0.0 A 11.6 B
Through 8.9 A 4.1 A
Approach 8.9 A 4.2 A
US 11 Southbound
Through 0.3 A 2.4 A
Right 0.0 A 0.1 A
Approach 0.3 A 2.4 A
Overall* 131.2 F 50.1 F
US 11 at Apple Valley Road
Apple Valley Road Eastbound
Left 35.3 D 88.5 F
Right 9.2 A 297.5 F
Approach 19.6 B 219.4 F
US 11 Northbound
Left 11.2 B 13.5 B
Through 7.4 A 4.0 A
Approach 8.4 A 5.4 A
US 11 Southbound
Through 10.2 B 259.6 F
Right 5.7 A 228.0 F
Approach 9.4 A 255.7 F
Overall 10.2 A 138.9 F
*Unsignalized intersection; worst approach delay and LOS reported.
As shown in Table 2, the movement delays at the intersections of US 11 at Opequon Church
Lane and US 11 at Apple Valley Road experience a LOS F as a result of the heavy north- and
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southbound queuing. At the intersection of US 11 at Apple Valley Road during the PM peak
hour, the southbound and eastbound movements also experience a LOS F as a result of queuing
and increased traffic.
4.0 Alternatives Evaluation
Based on the deficiencies and operations issues such as, but not limited to, signal timing, access
management, and capacity under No Build Conditions, four (4) alternatives (two different
variations for Alternative 2) were developed and evaluated as part of this analysis. Evaluation
criteria for all alternatives include traffic analysis, ROW/property impacts, and approximate-
order-of-magnitude cost categorization. These alternatives are briefly described below:
Alternative 1: Under this alternative, a signal is proposed at the intersection of US 11 at
Opequon Church Lane. Since this signal will be in close proximity to the existing signal at the
intersection of US 11 at Shawnee Drive, both signals would operate under one controller. In
addition, the closure of the north driveway to the 7 -Eleven property from US 11 is proposed.
These modifications for Alternative 1 are depicted in Figure 3.
Figure 3: 2035 Build Alternative 1
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As shown above, this alternative would provide a protected eastbound left turn phase from
Opequon Church Lane onto US 11. All signals along the corridor would be coordinated to the
same cycle length to improve overall corridor operations.
Alternative 2a: Similar to Alternative 1, a signal is proposed at the intersection of US 11 at
Opequon Church Lane and the north driveway to the 7-Eleven property from US 11 will be
closed to consolidate access points and reduce conflicts within the intersection. Additional
modifications will include a second southbound through lane on US 11 from Creekside
Station/Newell Rubbermaid Entrance to just south of Opequon Church Lane. This will require
the widening of the bridge over Hoge Run in the southbound direction , increasing capacity over
the bridge. These modifications for Alternative 2a are depicted in Figure 4.
Figure 4: 2035 Build Alternative 2a
Alternative 2b: This alternative will include all proposed modifications from Alternative 2a with
an additional northbound through lane on US 11 from Shawnee Drive to Creekside
Station/Newell Rubbermaid Entrance. This will require the widening of the bridge over Hoge
Run in both the north- and southbound directions and the relocation of a signal pole at the
study intersection. These modifications for Alternative 2b are depicted in Figure 5.
Legend
Proposed Widening
Culvert Extension
New Grass Area
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Figure 5: 2035 Build Alternative 2b
Alternative 3: Under this alternative, the intersection of US 11 at Shawnee Drive will be
realigned to connect to Opequon Church Lane, creating a full four-leg intersection. This
modification will require a new signal at the new intersection of US 11 at Shawnee
Drive/Opequon Church Lane and relocation of one business, the Lewin-Yount Garage Door &
Auto Sales. These modifications for Alternative 3 are depicted in Figure 6.
Legend
Proposed Widening
Culvert Extension
New Grass Area
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Figure 6: 2035 Build Alternative 3
As shown above in Figure 6, this alternative would impact other properties and their driveway
access including the closure of the south driveway to the 7-Eleven property and the
reconfiguration of the First Bank property driveway from Shawnee Drive. The Creekside Lane
driveway access would be converted to a right-in/right-out only instead of signal controlled. A
new driveway to Creekside Lane would be proposed on Opequon Church Lane. Additional
modifications include a sidewalk along the south side of Shawnee Drive.
Legend
Proposed Widening
Culvert Extension
New Grass Area
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Traffic Analysis
Alternatives 1, 2a and 2b incorporate an additional signal at the intersection of US 11 at
Opequon Church Lane. This signal would operate in conjunction with the existing signal at the
intersection of US 11 at Shawnee Drive (modeled as a “cluster intersection” in Synchro). Under
Alternate 3, the signalized intersection of US 11 at Shawnee Drive is realigned to meet Opequon
Church Lane and proposed to operate by split timing. The Creekside Lane entrance is no longer
signal controlled and would be converted to a right-in/right-out only driveway.
Table 3 and Table 4 present a comparison of the overall intersection Level of Service (LOS) and
delay (during the AM and PM peak hour, respectively) per intersection for each Alternative.
HCM outputs from Synchro can be found in Attachment B.
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Table 3: Build AM Peak Hour Synchro Delay Summary
Approach Movement
Alternative 1 Alternative 2a Alternative 2b Alternative 3
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
US 11 at Newell Rubbermaid Entrance/Creekside Station
Brookfield Drive
Eastbound
Left-Through 41.7 D 0.18 41.7 D 0.18 41.7 D 0.18 41.7 D 0.18
Right 39.9 D 0 39.9 D 0 39.9 D 0 39.9 D 0
Approach 41 D - 41 D - 41 D - 41 D -
Newell
Rubbermaid
Westbound
Left-Through 44.3 D 0.39 44.3 D 0.39 44.3 D 0.39 44.3 D 0.39
Right 39.9 D 0 39.9 D 0 39.9 D 0 39.9 D 0
Approach 43.4 D - 43.4 D - 43.4 D - 43.4 D -
US 11
Northbound
Left 3 A 0.03 3.2 A 0.03 0.4 A 0.03 1.9 A 0.03
Through-Right 2.6 A 0.32 2.8 A 0.32 0.9 A 0.32 1.9 A 0.32
Approach 2.6 A - 2.9 A - 0.9 A - 1.9 A -
US 11
Southbound
Left 3.2 A 0.11 3.2 A 0.11 3.2 A 0.11 3.2 A 0.11
Through-Right 5.4 A 0.21 5.4 A 0.21 5.4 A 0.21 5.4 A 0.21
Approach 5.2 A - 5.2 A - 5.2 A - 5.2 A -
Overall 5.3 A 0.31 5.4 A 0.31 4.3 A 0.31 4.9 A 0.31
US 11 at Shawnee Drive*
Creekside Lane
Eastbound
Left 37.4 D 0.04 37.4 D 0.04 37.4 D 0.04 N/A N/A N/A
Through-Right 37.3 D 0.02 37.3 D 0.02 37.3 D 0.02 9.3 A 0
Approach 37.4 D - 37.4 D - 37.4 D - 9.3 A -
Shawnee Drive
Westbound
Left 79.6 E 0.89 49.3 D 0.73 39.6 D 0.61 N/A N/A N/A
Through-Right 36.8 D 0.16 34.7 C 0.14 32.7 C 0.12 N/A N/A N/A
Approach 66.3 E - 44.8 D - 37.5 D - N/A N/A N/A
US 11
Northbound
Left 61.2 E 0.25 61.5 E 0.25 61.9 E 0.25 N/A N/A N/A
Through 15 B 0.81 16.6 B 0.83 3 A 0.58 0 A 0.44
Right 0.6 A 0.11 0.6 A 0.11 N/A N/A N/A N/A N/A N/A
Approach 14.2 B - 15.4 B - 5.2 A - 0.4 A -
US 11
Southbound
Left 54.8 D 0.43 64.4 E 0.6 59.4 E 0.54 N/A N/A N/A
Through 16.7 B 0.55 13.8 B 0.32 15.3 B 0.34 0 A 0.12
Right 13.7 B 0.01 N/A N/A N/A N/A N/A N/A N/A N/A N/A
Approach 19.9 C - 18.2 B - 19.1 B - 0 A -
Overall 23.3 C 0.7 20.5 C 0.7 14.3 B 0.52 9.3 A -
*Under Alternate 3, the signalized intersection of US 11 at Shawnee Drive is realigned to meet Opequon Church Lane. Creekside Lane would be converted to a right-in/right-out only driveway.
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Table 3: Build AM Peak Hour Synchro Delay Summary (Continued)
Approach Movement
Alternative 1 Alternative 2a Alternative 2b Alternative 3
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
US 11 at Opequon Church Lane
Opequon Church
Lane Eastbound
Left 40.7 D 0.25 40.7 D 0.25 40.7 B 0.25 41.2 D 0.31
Through-Right N/A N/A N/A N/A N/A N/A N/A N/A N/A 39.6 D 0.1
Right 38.9 D 0.02 38.9 D 0.02 38.9 D 0.02 N/A N/A N/A
Approach 39.8 D - 39.8 D - 39.8 D - 40.3 D -
Shawnee Drive
Westbound
Left N/A N/A N/A N/A N/A N/A N/A N/A N/A 38.5 D 0.52
Through-Right N/A N/A N/A N/A N/A N/A N/A N/A N/A 34.5 C 0.13
Approach N/A N/A N/A N/A N/A N/A N/A N/A N/A 36.9 D -
US 11
Northbound
Left 0 A 0 0 A 0 0 A 0 7.7 A 0.07
Through 20.6 C 0.54 22.6 C 0.57 24.9 C 0.61 21.8 C 0.71
Right N/A N/A N/A N/A N/A N/A N/A N/A N/A 20.8 C 0.09
Approach 20.6 C - 22.6 C - 24.9 C - 21.1 C -
US 11
Southbound
Left N/A N/A N/A N/A N/A N/A N/A N/A N/A 10.6 B 0.14
Through 0.3 A 0.38 0.1 A 0.2 0.1 A 0.2 13.3 B 0.49
Right 0 A 0 N/A N/A N/A N/A N/A N/A 11.1 B 0.01
Approach 0.3 A - 0.4 A - 0.1 A - 13 B -
Overall 13.4 B 0.55 14.4 B 0.47 15.7 B 0.47 21.6 C 0.61
US 11 at Apple Valley Road
Apple Valley
Road Eastbound
Left 39.6 D 0.54 39.6 D 0.54 39.6 D 0.54 39.6 D 0.54
Right 35.3 D 0.13 35.3 D 0.13 35.3 D 0.13 35.3 D 0.13
Approach 37 D - 37 D - 37 D - 37 D -
US 11
Northbound
Left 5.2 A 0.49 5.2 A 0.49 5.2 A 0.49 5.2 A 0.49
Through 6.9 A 0.61 6.9 A 0.61 6.9 A 0.61 6.9 A 0.61
Approach 6.5 A - 6.5 A - 6.5 A - 6.5 A -
US 11
Southbound
Through 6.3 A 0.43 7.1 A 0.43 6.9 A 0.43 8.9 A 0.43
Right 5.2 A 0.09 4.8 A 0.09 5.8 A 0.09 6.7 A 0.09
Approach 5.3 A - 6.6 A - 6.6 A - 8.4 A -
Overall 10.6 B 0.64 10.7 B 0.64 10.7 B 0.64 11.2 B 0.64
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Table 4: Build PM Peak Hour Synchro Delay Summary
Approach Movement
Alternative 1 Alternative 2a Alternative 2b Alternative 3
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
US 11 at Newell Rubbermaid Entrance/Creekside Station
Brookfield Drive
Eastbound
Left-Through 50.4 D 0.44 50.4 D 0.44 50.4 D 0.44 38.2 D 0.44
Right 46 D 0.04 46 D 0.04 46 D 0.04 34.5 C 0.04
Approach 48.2 D - 48.2 D - 48.2 D - 36.4 D -
Newell
Rubbermaid
Westbound
Left-Through 59.7 E 0.65 59.7 E 0.65 59.7 E 0.65 47.3 D 0.65
Right 46.1 D 0.06 46.1 D 0.06 46.1 D 0.06 34.6 C 0.06
Approach 53 D - 53 D - 53 D - 41 D -
US 11
Northbound
Left 3.3 A 0.12 3.3 A 0.12 3.5 A 0.12 2.8 A 0.12
Through-Right 2.9 A 0.39 2.9 A 0.39 3.1 A 0.39 2.3 A 0.42
Approach 2.9 A - 2.9 A - 3.2 A - 2.3 A -
US 11
Southbound
Left 7.3 A 0.2 7.3 A 0.2 7.3 A 0.2 8.7 A 0.23
Through-Right 9.1 A 0.32 9.1 A 0.32 9.1 A 0.32 10 B 0.36
Approach 8.9 A - 8.9 A - 8.9 A - 9.9 A -
Overall 12.8 B 0.41 12.8 B 0.41 12.9 B 0.41 11.1 B 0.44
US 11 at Shawnee Drive*
Creekside Lane
Eastbound
Left 52.5 D 0.09 52.5 D 0.09 52.5 D 0.09 N/A N/A N/A
Through-Right 52 D 0.02 52 D 0.02 52 E 0.02 10.4 A 0.05
Approach 52.1 D - 52.1 D - 52.1 D - 10.4 A -
Shawnee Drive
Westbound
Left 61.3 E 0.81 60.2 E 0.8 60.2 E 0.8 N/A N/A N/A
Through-Right 41.8 D 0.16 41.7 D 0.16 41.7 D 0.16 N/A N/A N/A
Approach 54.2 D - 53.5 D - 53.5 D - N/A N/A N/A
US 11
Northbound
Left 87.6 F 0.1 87.5 F 0.1 87.5 F 0.1 N/A N/A N/A
Through 24.4 C 0.84 24.6 C 0.84 6.6 A 0.54 0 A 0.54
Right 1.7 A 0.1 1.8 A 0.1 N/A N/A N/A N/A N/A N/A
Approach 21.3 C - 21.5 C - 7.3 A - 0 A -
US 11
Southbound
Left 90.9 F 0.81 90.9 F 0.81 90.9 F 0.81 N/A N/A N/A
Through 31.2 C 0.87 14.1 B 0.47 14.1 B 0.47 0 A 0.2
Right 15.5 B 0.01 N/A N/A N/A N/A N/A N/A N/A N/A N/A
Approach 35.6 D - 20.2 C - 20.2 C - 0 A -
Overall 33.6 C 0.81 27.5 C 0.76 21.7 C 0.57 10.4 A -
*Under Alternate 3, the signalized intersection of US 11 at Shawnee Drive is realigned to meet Opequon Church Lane. Creekside Lane would be converted to a right-in/right-out only driveway.
Valley Pike/Shawnee Drive Intersection Improvement Study
Alternatives Evaluation Technical Memorandum
Page 16 STV Incorporated
Table 4: Build PM Peak Hour Synchro Delay Summary (Continued)
Approach Movement
Alternative 1 Alternative 2a Alternative 2b Alternative 3
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
Delay (sec) LOS
Volume-to-
Capacity (V/C)
Ratio
US 11 at Opequon Church Lane
Opequon Church
Lane Eastbound
Left 55.8 E 0.2 55.8 E 0.2 55.8 E 0.2 40.2 D 0.24
Through N/A N/A N/A N/A N/A N/A N/A N/A N/A 38.9 D 0.07
Right 54.2 D 0.02 54.2 D 0.02 54.2 D 0.02 N/A N/A N/A
Approach 54.7 D - 54.7 D - 54.7 D - 39.4 D -
Shawnee Drive
Westbound
Left N/A N/A N/A N/A N/A N/A N/A N/A N/A 48.5 D 0.78
Through-Right N/A N/A N/A N/A N/A N/A N/A N/A N/A 32.6 C 0.18
Approach N/A N/A N/A N/A N/A N/A N/A N/A N/A 41.8 D -
US 11
Northbound
Left 22.6 C 0.06 22.5 C 0.05 22.5 C 0.05 21.2 C 0.15
Through 26.5 C 0.52 26.6 C 0.53 26.6 C 0.53 50.6 D 0.97
Right N/A N/A N/A N/A N/A N/A N/A N/A N/A 15.9 B 0.09
Approach 26.4 C - 26.6 C - 26.6 C - 44.5 D -
US 11
Southbound
Left N/A N/A N/A N/A N/A N/A N/A N/A N/A 17.8 B 0.25
Through 0.8 A 0.63 0.1 A 0.34 0.1 A 0.34 24 C 0.86
Right 0.2 A 0.01 N/A N/A N/A N/A N/A N/A 12.3 B 0.04
Approach 0.8 A - 0.1 A - 0.1 A - 22.8 C -
Overall 13.8 B 0.71 13.6 A 0.49 13.6 A 0.49 35.3 D 0.87
US 11 at Apple Valley Road
Apple Valley
Road Eastbound
Left 57.6 E 0.69 57.6 E 0.69 57.6 E 0.79 57.6 E 0.69
Right 45.8 D 0.18 45.8 D 0.18 45.8 D 0.27 45.8 D 0.18
Approach 50.1 D - 50.1 D - 50.1 D - 50.1 D -
US 11
Northbound
Left 28.1 C 0.62 28.1 C 0.62 28.1 C 0.62 28.1 C 0.62
Through 8 A 0.61 6.9 A 0.61 8 A 0.61 8 A 0.61
Approach 11.2 B - 8 A - 11.2 B - 11.2 B -
US 11
Southbound
Through 17.4 B 0.86 19.4 C 0.86 19.4 C 0.86 26.6 C 0.86
Right 6.4 A 0.13 4.1 A 0.13 4.1 A 0.13 9.7 A 0.13
Approach 16 B - 17.4 B - 17.4 B - 24.4 B -
Overall 19.8 B 0.82 20.4 C 0.82 20.4 C 0.82 23.5 C 0.82
Valley Pike/Shawnee Drive Intersection Improvement Study
Alternatives Evaluation Technical Memorandum
Page 17 STV Incorporated
As shown in the results above, all intersections for all Alternatives during the AM peak hour
overall operate at LOS C or better. During the PM peak hour, all intersections overall operate as
LOS C or better under Alternatives 1, 2a, and 2b. However, the intersection of US 11 at
Shawnee Drive/Opequon Church Lane operates at LOS D during the PM peak hour under
Alternative 3.
Under Alternative 1, the intersection of US 11 at Shawnee Drive experiences the highest delay
in the westbound direction. Both Alternatives 2a and 2b experience similar results due to the
new signal at Opequon Church Lane. Cycle lengths were coordinated and optimiz ed along US
11 which increased delay for the minor streets such as the westbound left turn movement at
the intersection of US 11 at Newell Rubbermaid. The left turn movement resulted in a
degradation from LOS C in No Build to LOS E in Alternatives 1, 2a, and 2b during the PM peak
hour.
The intersection of US 11 at Apple Valley Road under all alternatives operate s at LOS C or better
during both the AM and PM peak hours. Modifications to the intersection of US 11 at Shawnee
Drive do not directly affect operations at the intersection of US 11 at Apple Valley Road.
Valley Pike/Shawnee Drive Intersection Improvement Study
Alternatives Evaluation Technical Memorandum
Page 18 STV Incorporated
ROW/Property Impacts
Potential ROW and property impacts have been associated with each alternative. Alternative 1
has the lowest impact on properties as the installation of a signal at the intersection of US 11 at
Opequon Church Lane is proposed and one 7 -Eleven entrance is closed. 7-Eleven has a total of
three existing driveways; two on US 11 and one on Opequon Church Lane. The closure of the
north driveway on US 11 would increase overall safety at the intersection by minimizing
conflicting movements.
Similar to Alternative 1, both Alternatives 2a and 2b propose closing the northern 7-Eleven
entrance from US 11. Under Alternative 2a, the addition of a second southbound through lane
on Valley Pike from Creekside Station/Rubbermaid Entrance to south of Opequon Church Lane
would impact not only the ROW on the west side of the corridor but the Hoge Run Bridge just
north of the study intersection. The bridge culvert would have to be extended as a result of the
widening on the corridor. In the same case, Alternative 2b would have higher impacts to ROW
and property as widening to US 11 is proposed in both the north- and southbound direction.
The realignment of the study intersection in Alternative 3 results in the highest impacts to
property and ROW. This alternative would require a relocation of one business, the Lewin -
Yount Garage Door & Auto Sales. Also, the Creekside Lane entrance would be converted to a
right-in/right-out only driveway. As a result, an additional entrance to Creekside Village would
be provided on Opequon Church lane. Lastly, similar to the prior alternatives, Alternative 3
proposes to close one of the 7-Eleven entrances.
Approximate-Order-of-Magnitude Cost Categorization
An Approximate-Order-of-Magnitude Cost Categorization assigns “high”, “medium”, and “low”
cost categories to each alternative. Based on the ROW and property impacts discussed in the
previous section, Table 5 summarizes the cost categories for each alternative.
Table 5: Approximate-Order-of-Magnitude Cost Categorization
As shown in Table 5, Alternative 3 is categorized as a high cost due to the re-alignment of the
intersection and property relocation. Alternative 1 would result in the lowest cost with the
installation of a signal.
Alternative Category
Alternative 1 Low
Alternative 2a Low - Medium
Alternative 2b Medium
Alternative 3 High
Valley Pike/Shawnee Drive Intersection Improvement Study
Alternatives Evaluation Technical Memorandum
Page 19 STV Incorporated
5.0 Conclusion
In conclusion, the current congestion, queuing and mobility issues within the study area, more
specifically at the intersection of Valley Pike and Shawnee Drive make travel in the corridor
difficult, and future conditions will only worsen. Future Build Alternatives were evaluated that
will mitigate the identified operational, geometric, and safety deficiencies and accommodate
projected traffic growth at the intersection of Valley Pike (US 11) and Shawnee Drive (Route
652), and of US 11 between the Creekside Station/Rubbermaid Entrance and Apple Valley Ro ad
intersections.
The intersection of US 11 at Apple Valley Road under all alternatives operate s at LOS C or better
during both the AM and PM peak hours. Modifications to the intersection of US 11 at Shawnee
Drive under all alternatives do not directly affect operations at the intersection of US 11 at
Apple Valley Road.
Potential ROW and property impacts have been associated with each alternative. Alternative 1
has the lowest impact on properties as the installation of a signal at the intersection of US 11 at
Opequon Church Lane is proposed and one 7-Eleven entrance is closed. Alternative 2a and
Alternative 2b would have higher impacts to ROW and property as widening to US 11 is
proposed which would result in a culvert extension under the Hoge Run Brid ge.
Based on these alternatives, the preferred alternative that best addresses the intersection
deficiencies will be recommended to the MPO Technical Advisory Committee for approval to
the MPO Policy Board. These alternatives have been presented to the community and various
stakeholders in order to obtain additional input to the study intersection. Alternative 1 would
be recommended if a short term, low funding alternative is requested. Alternative 2b , a build
off of the proposed modifications from Alternative 1 (installation of a signal at Opequon Church
Lane and 7-Eleven driveway closure) and Alternative 2a (widening on the west side of US 11),
will provide additional safety measures to the study intersection. However, if more funding is
available, Alternative 3 will be a long term Alternative to be recommended to the MPO Policy
Board.
Further analysis using SimTraffic microsimulation would be completed once the preferred
alternative is chosen to evaluate the effect of the alternative. A qualitat ive safety evaluation
will also be conducted for the preferred alternative.
Valley Pike/Shawnee Drive Intersection Improvement Study
Summary of Public Comments
Prepared for:
Winchester Frederick County
Metropolitan Planning Organization
Prepared By:
In Association with:
Travesky & Associates, Ltd.
Draft
August 25, 2015
Valley Pike/Shawnee Drive Intersection Improvement Study
Summary of Public Comments
Page i STV Incorporated
Table of Contents
List of Figures ....................................................................................................................... i
List of Tables ........................................................................................................................ i
List of Attachments ............................................................................................................. ii
1.0 Introduction ................................................................................................................ 1
2.0 Study Area .................................................................................................................. 2
3.0 Stakeholder Outreach ................................................................................................. 4
Project Management Team ............................................................................................................... 4
Open House #1 .................................................................................................................................. 4
Open House #2 .................................................................................................................................. 6
Internet Feedback Tool...................................................................................................................... 8
Other Input ........................................................................................................................................ 8
4.0 Summary of Stakeholder Input .................................................................................... 8
List of Figures
Figure 1: Existing Study Area Intersections ................................................................................................... 3
Figure 2: Photographs of Open House #1 Attendees ................................................................................... 4
Figure 3: Photographs of Open House #2 Attendees ................................................................................... 6
List of Tables
Table 1: Summary of Open House #1 Comments ......................................................................................... 5
Table 2: Summary of Open House #2 Comments on Question 1 ................................................................. 7
Table 3: Summary of Open House #2 Comments on Question 2 ................................................................. 7
Table 4: Summary of Open House #2 Comments on Question 3 and Additional Comments ...................... 7
Valley Pike/Shawnee Drive Intersection Improvement Study
Summary of Public Comments
Page ii STV Incorporated
List of Attachments
Attachment A: Public Meeting Notices for Open House #1
Attachment B: Open House #1 Sign In Sheets
Attachment C: Open House #1 Public Comments
Attachment D: Public Meeting Notices for Open House #2
Attachment E: Open House #2 Fact Sheet
Attachment F: Open House #2 Sign In Sheets
Attachment G: Open House #2 Public Comments
Valley Pike/Shawnee Drive Intersection Improvement Study
Summary of Public Comments
Page 1 STV Incorporated
1.0 Introduction
The development of a 20-year transportation plan addressing the operation of the intersection
of Valley Pike (US 11) and Shawnee Drive in Winchester, VA is critical to help shape the area’s
long-range economic health and quality of life. Stakeholders have identified impediments to
smooth traffic flow through an approximately 0.2-mile section of Valley Pike (US 11) at the City
of Winchester’s southern corporate limit, where Valley Pike crosses the Hoge Run culvert.
These include a southbound bottleneck as th e roadway narrows from a two-lane to a one-lane
section at the culvert; driveway access to a 7-Eleven convenience store at the intersection of
Valley Pike and Shawnee Drive (SR-652); and impeded left-turn egress from Opequon Church
Lane (SR-706) to northbound US 11, just south of Shawnee Drive. Opequon Church Lane serves
the Opequon Presbyterian Church and Woodbrook Village residential development on the west
side of US 11. The current congestion, queuing and mobility issues within the study area, more
specifically at the intersection of Valley Pike and Shawnee Drive, make travel in the corridor
difficult, and future conditions will only worsen.
The Winchester Frederick County Metropolitian Planning Organization (WinFred MPO) initiated
the Valley Pike/Shawnee Drive Intersection Improvement Study to identify improvement
alternatives for the Valley Pike/Shawnee Drive intersection and to US 11 immediately adjacent
to the intersection. In coordination with the Winchester Frederick County Metropolitan
Planning Organization (WinFred MPO) and a Project Steering Committee, the study team is also
engaging the community to obtain stakeholder input.
This technical memorandum documents community input received during the development
and evaluation of potential Build Alternatives that will mitigate the identified operational,
geometric, and safety deficiencies and accommodate projected traffic growth at the
intersection of Valley Pike (US 11) and Shawnee Drive (Route 652), and of US 11 between the
Creekside Station/Rubbermaid Entrance and Apple Valley Road intersections.
A preferred alternative that best addresses these issues will be recommended to the MPO
Technical Advisory Committee for recommendation to the MPO Policy Board. A collaborative
process will allow the incorporation of the community’s values, goals, and aspirations to the
intersection improvement study in addition to understanding the needs of the various
stakeholders.
Valley Pike/Shawnee Drive Intersection Improvement Study
Summary of Public Comments
Page 2 STV Incorporated
2.0 Study Area
The project study area was defined as the US 11 corridor between its intersection with Apple
Valley Road (SR-651) and Newell Rubbermaid Entrance/Creekside Station. This study area
includes the following intersections:
1. US 11 at Newell Rubbermaid Entrance/Creekside Station (signalized)
2. US 11 at Shawnee Drive (signalized)
3. US 11 at Opequon Church Lane (unsignalized)
4. US 11 at Apple Valley Road (signalized)
The existing study area intersections are shown in Figure 1. Within the study area, US 11
provides access to residential areas and major businesses adjacent to the corridor such as the
Creekside Station Shopping Center, Rubbermaid Facility, Opequon Presbysterian Church, and
the Woodbrook Village residential development.
Valley Pike/Shawnee Drive Intersection Improvement Study
Summary of Public Comments
Page 3 STV Incorporated
Figure 1: Existing Study Area Intersections
Valley Pike/Shawnee Drive Intersection Improvement Study
Open House #1 and # 2 Summary of Public Comments
Page 4 STV Incorporated
3.0 Stakeholder Outreach
Stakeholder outreach includes regular project management team meetings, two open house
events and other opportunities for the community to provide input throughout the course of
the study.
Project Management Team
A project management team consisting of the consultant’s project manager, the established
WinFred MPO Project Steering Committee, and the MPO project manager, met during the
course of the study to review and provide input to study deliverables. The Project Steering
Committee is comprised of representatives of the City of Winchester, the Town of Stephens
City, the County of Frederick, and the Virginia Department of Transportation - Staunton District.
Open House #1
The first open house for the Valley Pike/Shawnee Drive Intersection Improvement Study was
held on Thursday, January 29, 2015 at the Woodbrook Village community center from 4:00 to
7:00 PM. A notice for the open house appeared in the local newspaper on Saturday, January 17,
2015 and a letter was also sent to adjacent property owners. Copies of the newspaper notice
and letter to property owners are included in Attachment A. Excluding project team members,
30 people attended the open house. Two of these attendees represented local media. Sign in
sheets are included in Attachment B. The meeting was an open house format, during which
attendees could come or go at anytime. No formal presentation was given by the study team.
Two large aerial plots of the study intersection and the surrounding area were available to
facilitate discussion and enable attendees to target comments to a specific location. Attendees
were encouraged to provide written feedback to ensure documentation as part of the outreach
process. Attendees to the first open house are shown in Figure 2.
Figure 2: Photographs of Open House #1 Attendees
Valley Pike/Shawnee Drive Intersection Improvement Study
Open House #1 and # 2 Summary of Public Comments
Page 5 STV Incorporated
In response to the first open house, attendees provided 29 comments which are summarized in
Table 1. The individual comments are included in Attachment C.
Table 1: Summary of Open House #1 Comments
Issue
Total
Comments
Addressing
this Issue
Difficulty making left turn onto Route 11 from Opequon Church Lane 20
Need new or reconfigured signal at Opequon Church Lane1 14
Conflicts with 7-Eleven and other business accesses/traffic 7
Widen Route 11 5
Provide access from Opequon Church Lane to Creekside Village 5
High volumes of truck traffic 4
Provide better traffic signal coordination/synchronization along Route 11 3
Reduce number of accesses or reconfigure access to 7-Eleven 2
Existing drainage issues which could worsen with widening 2
Sewer infrastructure needed 2
Difficulty making left turn onto Route 11 from Plainfield Drive 1
Provide second access to Woodbrook Village with connection to Cross Creek Village 1
Provide second access to Woodbrook Village (no route specified) 1
Traffic signals not responsive to side traffic during low traffic periods 1
Southbound merge south of the Creekside Station/Rubbermaid Facility signal is dangerous 1
Signs obscure vision 1
Too much growth approved without necessary supporting infrastructure 1
Don't make any changes to the Valley Pike/Shawnee Drive intersection 1
Need better aligned intersections and business accesses 1
Insufficient truck turning radii 1
Provide southbound right-turn/deceleration lane to Opequon Church Lane 1
Source: STV Incorporated and Travesky & Associates, 2015
1One comment recommended a new signal on Route 11 at Opequon Lane or further south.
Of the 29 comments received, 17 were from residents of Woodbrook Village, four were from
residents of Plainfield Drive located just to the south, three were from residents of Cross Creek
Village, a senior housing community just south of Woodbrook Village, two were from residents
that live north of the study area off Valley Avenue, one was from a business owner adjacent to
the Valley Pike/Shawnee Drive intersection, and one was from an individual that works in
Woodbrook Village. The remaining comment was anonymous and did not indicate a location.
Valley Pike/Shawnee Drive Intersection Improvement Study
Open House #1 and # 2 Summary of Public Comments
Page 6 STV Incorporated
Open House #2
The second open house for the Valley Pike/Shawnee Drive Intersection Improvement Study was
held on Thursday, July 30, 2015 at the Woodbrook Village Community Center from 4:30 to 6:30
PM. Notices for the open house appeared in The Winchester Star and Nuevas Raices
newspapers on July 23, 2015, and a letter was also sent to adjacent property owners. Copies of
the newspaper notices and letter to property owners are included in Attachment D.
The meeting was an open house format, and no formal presentation was given by the study
team. Attendees were presented large display boards illustrating the four design improvement
options developed to address identified operational, geometric, and safety deficiencies of the
intersection of Valley Pike (US 11) and Shawnee Drive (Route 652), and of US 11 between the
Creekside Station/Rubbermaid and Apple Valley Road intersections. A no build option was also
considered. Attendees were also provided with a fact sheet describing and illustrating the
options. The fact sheet is included in Attachment E. Attendees were encouraged to ask
questions and discuss the options with the study team, and to provide written feedback via
comment sheet or the project website to ensure documentation as part of the outreach
process.
Excluding project team members, 39 people attended the open house. One of these attendees
represented local media. Sign in sheets are included in Attachment F. Attendees to the second
open house are shown in Figure 3.
Figure 3: Photographs of Open House #2 Attendees
Valley Pike/Shawnee Drive Intersection Improvement Study
Open House #1 and # 2 Summary of Public Comments
Page 7 STV Incorporated
In response to the second open house, attendees provided 40 comments which are
summarized in Tables 2, 3 and 4. Twenty-one of the comments were delivered at the open
house, 17 by mail, and 2 online. Of the 40 comments received, 37 were from residents of
Woodbrook Village, and one was from an employee of Opequon Presbyterian Church. The
individual comments are included in Attachment G.
Table 2: Summary of Open House #2 Comments on Question 1
Most Important Improvement Needed
Total
comments
selecting
this issue
Bottleneck where southbound Valley Pike narrows from two lanes to one lane 6
Driveway access to 7-Eleven at Valley Pike and Shawnee Drive 3
Left turn from Opequon Church Lane to northbound Valley Pike 34
Other (right turn from Opequon Church Lane to southbound Valley Pike) 1
Table 3: Summary of Open House #2 Comments on Question 2
Preferred Option
Total
comments
selecting
this
option
No Build Make no changes to the intersection 0
Option 1 Second signal at Opequon Church Lane 11
Option 2a Second signal at Opequon Church Lane with additional southbound through lane 6
Option 2b Second signal at Opequon Church Lane w/ additional north- & southbound through lanes 12
Option 3 Realign intersection of Valley Pike and Shawnee Drive with Opequon Church Lane 15
Table 4: Summary of Open House #2 Comments on Question 3 and Additional Comments
Comment Total on
this topic
Safety/senior drivers 9
Concern about impact on businesses 4
Cost/speed/effectiveness tradeoff 8
Problems with right turn/U turn onto southbound Valley Pike 2
Truck traffic 1
Left turn arrow on signal needed only 1
Timing with traffic signal at different intersection 1
Commenters overwhelmingly cited the difficulty in making a left turn from Opequon Church
Lane to northbound Valley Pike as the most important issue for any improvement to address,
Valley Pike/Shawnee Drive Intersection Improvement Study
Open House #1 and # 2 Summary of Public Comments
Page 8 STV Incorporated
with 34 commenters selecting this issue. The second most commonly selected issue was the
bottleneck where southbound Valley Pike narrows from two lanes to one, with 6 selections.
The choice of the preferred option was more varied, with 15 commenters selecting Option 3, 12
selecting Option 2b, and 0 selecting the no build option. Regardless of which option they
selected, 8 commenters acknowledged a tradeoff between the lower cost and greater speed
with which an option involving less construction (Options 1 and 2a) could be implemented,
versus the potential greater long-term effectiveness but greater cost and longer schedule with
an option requiring more extensive construction (Options 2b and 3). Safety concerns involving
the intersection and senior drivers were cited by 9 respondents.
Internet Feedback Tool
In conjunction with the second open house, an internet survey was made available for
stakeholders to review the intersection improvement options and provide input. Two responses
to the internet survey were received and both expressed support for Option 3. These responses
are included in Table 3 above.
Other Input
This study is included in the WinFred MPO Unified Planning Work Program and has been
identified as a regional priority since 2012. Throughout the course of the study, stakeholders
continue to have opportunities to contact the MPO to provide input.
4.0 Summary of Stakeholder Input
As of August 25, 2014, the study is still underway and two open houses have been conducted.
Table 1 summarizes attendees’ comments from the first open house held in January 2015.
Tables 2, 3, and 4 summarize attendees’ comments from the second open house held in July
2015. Analysis has also been conducted to determine how well the alternatives provide traffic,
operational, and safety improvements for the Valley Pike (US 11) and Shawnee Drive (Route
652) intersection and the study area. Comments provided by stakeholders during the study will
be incorporated into the decision making process related to any proposed changes to the Valley
Pike/Shawnee Drive intersection.
Item 2: House Bill 2 Update
Staff will update the committee on our progress through the HB2 application process. In
addition, please find the attached summary of the applications which was sent to the Board of
Supervisors this past week. We will discuss the list in greater detail and forward any
recommendations the committee may have to the Board of Supervisors for their
recommendation.
Item 3: Other