Loading...
The URL can be used to link to this page
Your browser does not support the video tag.
PC 09-05-07 Meeting Agenda
AGENDA FREDERICK COUNTY PLANNING COMMISSION The Board Room Frederick County Administration Building Winchester, Virginia September 5, 2007 7:00 P.M. CALL TO ORDER TAB 1) Adoption of Agenda: Pursuant to established procedures, the Planning Commission should adopt the Agenda for the meeting............................................................................ (no tab) 2) August 1, 2007 Minutes................................................................................................... (A) 3) Committee Reports.................................................................................................. (no tab) 4) Citizen Comments.................................................................................................... (no tab) PUBLIC MEE'T'ING 5) Master Development Plan #09-07 for Annandale Allied Industrial Park, submitted by Urban, Ltd., for Industrial Uses. The property is located near the intersection of Shady Elm Road (Route 651) and Dawson Drive, adjacent to Route 37, and is identified with Property Identification Number 63-A-61 in the Back Creek Magisterial District. Mrs. Perkins..................................................................................................................... (B) 6) Master Development flan #10-07 for Renaissance Commercial Center, submitted by Greenway Engineering, for Commercial Uses. The property is located on Valley Pike (Route 11), 200 feet south of its intersection of Prosperity Drive, and is identified with Property Identification Numbers 75-A-2, 75-A-213, 75 -A -2C and 75 -A -2R in the Back Creek Magisterial District. Mrs. Perkins..................................................................................................................... (C) 7) Review of the WinFred MPO Bicycle and Pedestrian Mobility Plan Mr. Bishop....................................................................................................................... (D) COMMISSION DISCUSSION 8) Frederick County Zoning, Article VI Residential Performance District, Chapter 165-65 Dimensional Requirements. Detached accessory structures on single family small lots. Mrs. Perkins .......... (E) 9) Frederick County Zoning, Article X Business and Industrial Zoning Districts, Chapter 165-82 District Use Regulations. Grocery/Food Stores in the B3 (Industrial Transition Business) District Mrs. Perkins..................................................................................................................... (F) 10) Other FILE COPY MEETING MINUTES OF THE FREDERICK COUNTY PLANNING COMMISSION Held in the Board Room of the Frederick County Administration Building at 107 North Kent Street in Winchester, Virginia on August 1, 2007. PRESENT: June M. Wilmot, Chainnan/Shawnee District; Roger L. Thomas, Vice Chairman/Opequon District; Robert A. Morris, Shawnee District; George J. Kriz, Gainesboro District; Christopher M. Mohn, Red Bud District; Gary R. Oates, Stonewall District; John H. Light, Stonewall District; Greg L. Unger, Back Creek District; H. Paige Manuel, Member -At -Large; and Lawrence R. Ambrogi, Legal Counsel. ABSENT: Gregory S. Kerr, Red Bud District; Cordell Watt, Back Creek District; Charles E. Triplett, Gainesboro District; and Richard C. Ours, Opequon District; STAFF PRESENT: Eric R. Lawrence, Plamnng Director; Michael T. Ruddy, Deputy Planning Director; Mark R. Cheran, Zoning & Subdivision Administrator; Candice E. Perkins, Senior Planner; and Renee' S. Arlotta, Clerk. CALL TO ORDER & ADOPTION OF AGENDA Chainnan Wilmot called the meeting to order at 7:00 p.m. Upon motion made by Commissioner Kriz and seconded by Commissioner Thomas, the Planning Commission unanimously adopted the agenda for this evening's meeting. COMMITTEE REPORTS Development Review & Regulations Subcommittee (DRRS) — 07/26/07 Mtg. Commissioner Thomas reported that the DRRS discussed three items: 1) Ordinance changes that would permit detached accessory structures (sheds) on single-family small lots; there was unanimous consensus to forward this with a positive recommendation. 2) Ordinance changes that would permit grocery/ food stores within the B3 (Industrial Transition) Zoning District; there was consensus that limiting the size of the grocery/food stores in the B3 District to 12,000-15,000 square feet could make the use appropriate. 3) The DRRS wants to establish subcommittees with local industry representatives to discuss signs and what should be permitted. Frederick County Planning Commission Page 2082 Minutes of August 1, 2007 x:11 N A F -2— Conservation Easement Authority (CEA) Commissioner Light reported that the CEA is preparing an event on October 27, 2007, at Glen Bernie, to promote the CEA and to obtain community interest. CITIZEN COMMENTS Chainnan Wilmot called for citizen comments on any item that was not on this evening's agenda. No one came forward to speak. PUBLIC HEARING THE 2007 COMPREHENSIVE POLICY PLAN FOR FREDERICK COUNTY, VIRGINIA Action — Recommended Approval Deputy Planning Director, Michael Ruddy, presented the 2007 Update to Comprehensive Policy Plan for Frederick County. Mr. Ruddy said this effort is a compilation of several policy elements that have already been approved by the Board of Supervisors since the last update of the Comprehensive Policy Plan in 2003; he said it includes the UDA (Urban Development Area) Study and all the accompanying components. Also included are several reformatted maps and updates to the Community Facilities and Services and the Parks and Recreation chapters. Mr. Ruddy said the most significant map element is the updated Eastern Frederick County Long -Range Land Use Plan. He noted that at the February and April 2007 meetings, the CPPS (Comprehensive Plans and Programs Subcommittee) recommended that the Parks and Recreation Chapter be merged into the Community Facilities and Services Chapter of the Comprehensive Policy Plan. In addition, the CPPS recommended that the language describing the Tuscarora Trail be included within this section. Mr. Ruddy said the CPPS recommended that the 2007 Update be forwarded to the Planning Commission with the inclusion of one additional item, which is a map element for the Parks and Recreation section of the plan. Mr. Ruddy said the Parks and Recreation Commission had finished this section earlier than anticipated and thought it would be appropriate to provide this section with the Commission's agenda for potential inclusion with the 2007 update. Chairman Wilmot neat called for public comments and the following person came forward to speak: Mr. John Gavitt, a resident of the Gainesboro area and a board member of Preserve Frederick, came forward to speak for Joanne Leonardis, Vice President of Preserve Frederick, who was unable to attend this meeting because of a family emergency. Mr. Gavitt said he was asked to read a letter prepared for the Commission and to request that it be made a part of the official record. Mr. Gavitt proceeded to read the letter in its entirety to the Coimnission; some of the highlights of the letter included the view of Preserve Frederick that "... the current Comprehensive Policy Plan does not go far enough in providing a quality detailed vision for the county and its citizens. More specifically, the revision offers little mention of the UDA Study and the Traditional Neighborhood Design (TND) initiative." In addition,"... Virginia legislation states... local Comprehensive Plans must incorporate principles of new urbanism and traditional neighborhood development anywhere within the Page 2083 Frederick County Planning Commission I F T Minutes of August 1, 2007 A -3 - jurisdiction. In support of the UDA Study and the TND initiative... Preserve Frederick recommends the Planning Commission consider the following when developing the 2008 revision of the Plan: • Present the UDA Study results to relevant county departments and pay for a consultant to assist these departments with implementing TND into their plans. • Revise the map of potential school sites to locate schools within the Neighborhood Villages and Urban Centers within the UDA to greatly increase the potential for walkable cormlunities. • Better target potential school sites by shrinking the "circles" on the map. ® Parks and Recreation should complete and provide an opportunity for public review of a map of potential UDA park sites, particularly within Neighborhood Villages and Urban Centers. • Parks and Recreation should accept proffers for parks and open -space in order to meet the needs ofnew and existing residents. Home Owners Association parks should be open to the general public. • Four hundred and sixty-six (466) acres of developed parkland are needed to meet current demand. We believe the_286 acres, as stated. in the current revision is insufficient. • Place more emphasis on smaller accessible parks rather than district parks. • Plan for co -location of parks, schools, and libraries." Commissioner Thomas asked Mr. Gavitt if, in his opinion, there was anything within the draft Comprehensive Policy Plan that would prohibit the use of TNDs. Mr. Gavitt replied no, but he believed Preserve Frederick would like to see a much more proactive stance with regard to TNDs. Commissioner Oates asked Mr. Gavitt about his sources regarding the acreage of parkland needed to meet current demand. Mr. Gavitt said that he would refer that question to Ms. Leonardis and get back to the Commission with an answer. Chairman Wilmot pointed out to Mr. Gavitt the use of the term, "Traditional Neighborhood Design (TND)," in Ms. Leonardis' letter and said that for Frederick County purposes it should be, "Traditional Neighborhood Development," because there is a significant difference between the two terms. Chairman Wilmot stated that Traditional Neighborhood Development (TND) appears in a list of items that have already been approved by the Board of Supervisors, as Mr. Ruddy had mentioned, and this text will be within the revised Comprehensive Policy Plan. Commissioner Kriz said he appreciated the letter from Preserve Frederick and he hoped they would be a pro -active group rather than a re -active group. He also mentioned for Mr. Gavitt's benefit that it takes a little while for these proposals to go through and he believed the next update would have greater uicorporation of the concepts mentioned. Cormnissioner Kriz said the ideas provided to the CPPS and the individual departments were very beneficial and keeps committees aware of citizens' opinions. Commissioner Light made a motion to recommend approval of the 2007 Comprehensive Policy Plan with the inclusion of the new maps for the Parks and Recreation section of the Plan. This motion was seconded by Commissioner Kriz and was unanimously passed. Frederick County Planning Commission Minutes of August 1, 2007 Page 2084 -4 - BE IT RESOLVED, That the Frederick County Planning Commission does hereby unanimously recommend approval of the 2007 Comprehensive Policy Plan for Frederick County with the inclusion of the new maps for the Parks and Recreation section of the Plan. (Note: Commissioner Mohn was absent for this portion of the meeting. ComPnlsSloners Kerr, Watt, Triplett, and Ours were absent from the meeting.) PUBLIC MEETING Rezoning 905-07 of the Admiral Byrd Center, submitted by Stowe Engineering, PLC, to rezone 11.4 acres from MI (Light Industrial) District to B2 (Business General) District, with proffers, for office and retail uses. The property is located on the south side of Airport Road (Rt. 645), directly across from the Winchester Regional Airport terminal building. The property is identified with P.I.N. 60 -A -40I in the Shawnee Magisterial District. (This item was tabled from the June 6, 2007 meeting.) Action — Recommended Approval Commissioner Manuel said that he would abstain from all discussion and voting on this rezoning due to a possible conflict of interest. Deputy Plaiming Director, Michael T. Ruddy, reported that the public hearing for this rezoning was held on June 6, 2007. Mr. Ruddy said the parcel comprising this rezoning application is located within the County's Sewer and Water Service Area (SWSA) and the Eastern Frederick County Long -Range Land Use Plan identifies the general area surrounding this property with an industrial land use designation. He noted that any proposed land use modification should reflect this land use designation within the Comprehensive Policy Plan. Mr. Ruddy pointed out that this property represents a prime economic development location and, therefore, any changes to the land use of this site should continue to make the most of the location from a community economic development perspective. He said the expectation should be to promote a high-quality environment and a high -performing economic use that is unique to this particular location. Mr. Ruddy said the applicant has provided a revised proffer statement for the project; it is the applicant's belief that the revisions provided address the issues raised by the Commission at its meeting on June 6, 2007. In general, the revisions seek to further define the possible uses for the site, to improve the design standards, and include a detailed Generalized Development Plan (GDP). Mr. Ruddy said that the revised GDP clarifies the location of the three proposed entrances and provides more detail regarding the proffered landscaping along Airport Road. The GDP provides for general building locations and further identifies that primary parking areas are behind and beside buildings. The revised proffer statement includes a new section that organizes the proffered design standards. New site design elements include: a proffer stating that any canopies or drive through areas will not front on Airport Road, a requirement that no more than 23,000 square feet of gross floor area will be utilized as a single retail entity; that retail uses will be located on the first floor of all buildings, and all free-standing signs shall be monument -type designs and shall be limited to one sign at each entrance to the site. The applicant has also prohibited a variety of uses that would be otherwise pennitted in the B2 Zoning District, also proffered is a limitation that no more than 40% of the gross floor area on the site will be retail uses. Frederick County Planning Connmission Minutes of August 1, 2007 Page 2085 -5 - Mr. Ruddy said that staff recognizes the efforts made by the applicant; however, staff's conclusion remains the same as previously. Generally, the application and the proffer statement do not adequately address the issues identified in the staffs report, or the issues discussed by the Commission during their previous consideration of the application. In conclusion, Mr. Ruddy said the current zoning of the property is consistent with the County's Comprehensive Policy Plan. The site represents a prime economic development location and the request as submitted does not make the most of the location from a community economic development perspective. Members of the Commission said they favored the idea of B2 Zoning at the front of the parcel, so people who work in the industrial park do not have to drive out onto Route 50 to another location for services. They believed some flexibility should be permitted. Commission members said they would be in favor of B2 uses that support the surrounding M 1 properties, but not B2 uses that would draw outside traffic into the industrial park, such as a large grocery store. Other members stated they would be against allowing a large-scale use, such as an auto sales dealership or a 40,000 square -foot movie theater. Uses that seemed to be acceptable were gas stations, convenience stores, or daycare centers. In keeping with the surrounding style of development, Commissioners envisioned a multi -use building under B2 requirements. A concern was raised for creating a precedent -setting situation in which other parcels within the industrial park applied to rezone from industrial. Mr. Timothy S. Stowe, PE, LS, President of Stowe Engineering, PLC, was representing the Admiral Byrd Center rezoning. Mr. Stowe said the total acreage of the parcel is 23.5 acres, zoned M1, and the applicant is requesting 11.4 acres of the front portion be rezoned to B2; he said the majority of the parcel would remain MI. Mr. Stowe said their goal was to enhance the vitality, value, and economic development of the surrounding M1 properties and to encourage additional development. He expressed the applicant's desire to make a positive first impression in the appearance of the property. Mr. Stowe believed it was important to have convenient support services for those that work around the airport, so those persons don't have to drive out to the Route 50/522 intersection area. Referring to the GDP, Mr. Stowe pointed out inter -parcel connectivity between the two zonings of this parcel for both vehicular and pedestrian traffic. Mr. Stowe said his intent is to keep truck traffic away from the front of the buildings. He discussed their plans for signs and landscaping; for restricting canopies to the rear of the buildings; and the restrictive covenants relating to architectural standards and building materials. He said it was their intent to avoid "big -box" structures and, therefore, they've limited the gross floor area of any single retail entity to 23,000 square feet. In addition, he said they have proffered out nightclubs. Mr. Stowe said they have not proffered out hotels because at some point in the future, they believe hotels would be a real asset to the airport, especially if it provided meeting facilities. Mr. Stowe believed there were three uses that were important to the support services concept and those uses were finance, food, and gasoline. He commented that a convenience store was mentioned in their traffic impact analysis. Commissioner Light asked Mr. Stowe if he would address all aspects of fuel sales, for example, the applicant's proposed limitations on gas pumps and fuel islands, diesel fuel, fuel sales to trucks, square footage, and access. Conunissioner Oates asked the applicant if he would be willing to proffer out automobile sales as an allowed use. Another item mentioned by Commissioner Oates was on Page 3 of 6, under Design Standards, which referred to outdoor advertising flags and bamners; he did not believe they were permitted under the zoning ordinance. Zoning and Subdivision Administrator, Mark Cheran, confirmed that advertising banners were not permitted by the zoning ordinance. Frederick County Planning Commission Minutes of August 1, 2007 Page 2086 Q. Conunissioner Light asked Mr. Stowe how many parcels were intended to be subdivided off the 1 I rezoned acres. Mr. _Stowe said that had not yet been established; he said the required parking for individual uses will establish the boundaries for the various parcels. Chairman Wilmot next called for public comments; however, no one came forward to speak. Chairman Wilmot then closed the public comment portion of the meeting. Commissioner Morris believed it was important to provide some flexibility; he questioned whether the roads could acconunodate tractor trailer trucks to access diesel pumps. He did not think it was a good idea to be too specific, especially within the proffer language. It was Commissioner Morns' opinion that the plan was good and the proposed uses were needed. Commissioner Light said he liked the concept, but the GDP was not specific enough and did not have corresponding wording in the proffer statement. He believed it left considerable potential for other things to happen. Mr. Stowe was willing to strike the flag and banner language from the proffer statement. Conunissioner Morris next made a motion to recommend approval of the rezoning with the striking of the statement regarding banners and flags. This motion was seconded by Commissioner Thomas. BE IT RESOLVED, THAT by a majority vote, the Frederick County Planning Commission does hereby recommend approval of Rezoning #05-07 of the Admiral Byrd Center, submitted by Stowe Engineering, PLC, to rezone 11.4 acres from M1 (Light Industrial) District to B2 (Business General) District, with proffers, for office and retail uses. This recommendation is contingent on the removal of the statement regarding banners and flags in the proffer language. The majority vote was as follows: YES (TO APPROVE): Kriz, Thomas, Wilmot, Light, Morris, Unger NO: Oates ABSTAIN: Manuel (Note: Commissioner Mohn was absent for this item; Commissioners Watt, Ours, Triplett, and Kerr were absent from the meeting. ) Master Development Plan 907-07 for the Walters Property, submitted by Artz & Associates, PLC, for five single-family detached traditional residential lots, at 15,000 square -foot each, on Lauck Drive (Rt. 832). The properties are identified with P.I.N.s 53A -A-34 and 53A -A-35 in the Stonewall Magisterial District. Action — Recommended Approval Senior Planner, Candice E. Perkins reported that this master development plan (MDP) application is a proposal to develop five single-family detached traditional residential lots with a minimum lot size of 15,000 square feet on a 2.7 -acre tract of land zoned RP (Residential Performance). Ms. Perkins stated that Frederick County Planning Commission Minutes of August 1, 2007 Page 2087 the five new lots will be accessed off a new public road, Scaleby Lane, which consists of a 50 -foot right-of-way extending from Lauck Drive to the limits of the adjacent property to the west. Mr. Michael M. Artz, L. S., with Artz & Associates, P.L.C., stated that the request is a MDP of two RP -zoned tracts of land for a five -lot subdivision. Mr. Artz said there will be a new street with a temporary cul-de-sac; he said the street is intended for a future inter -parcel connector with the property to the west, if it were ever developed. Commissioner Thomas inquired if Lot I would be accessed off Lauck Drive and Mr. Artz replied yes. Commissioner Thomas asked if there was enough buildable area for a house with the existing drainage easement. Mr. Artz replied yes; he said all of the lots are 15,000 square -feet and none of the homes will be large, although they will be in -keeping with the character of the area. Mr. Artz said that although some of the building area is lost, there is sufficient space for a dwelling facing Lauck Drive. Mr. Artz said that they will take special care to make sure there is a buildable area on Lot 1. Chairman Wilmot called for public comments and the following person came forward to speak.- Mr. peak: Mr. James Shifflett, a new resident to Stonewall District, said his home was just south of the parent tracts proposed for subdivision and his driveway comes off Lauck Drive. Mr. Shifflett was concerned about how the drainfield might damage his driveway. He asked if there would be effluent in the drainfield or if there was going to be standing water. Mr. Shifflett inquired about the possibility of a fence or buffer between the two property lines. In addition, he asked if there would be any blasting. Mr. Artz said the area Mr. Shifflett is concerned about next to his driveway is a stormwater management area; not a drainfield site. He said all of the dwellings will be connected into the public sanitary sewer. Mr. Artz said there is no buffer requirement for the rear of these lots against Mr. Shifflett's property. Mr. Artz said that quite often, however, there is a need for buffering. He said he would make a suggestion to the property owner for some type of landscaped area along the rear of these lots to provide a buffer against Mr. and Mrs. Shifflett. In response to the blasting question, Mr. Artz said the development of the property will certainly comply with all of the regulations of Frederick Comity. Mr. Artz considered the best possible course of action was to stay in close contact with the Shiffletts while the property is being developed. Commissioner Oates asked Mr. Artz if the drainage pond would be wet or dry and Mr. Artz replied that it would be a dry pond. Connnissioner Oates next made a motion to recommend approval of the proposed MDP. This motion was seconded by Commissioner Light and unanimously passed. BE IT RESOLVED, THAT the Frederick County Planning Conunission does hereby unanimously recommend approval of Master Development Plan 407-07 for the Walters Property, submitted by Artz & Associates, PLC, for five single-family detached traditional residential lots, at 15,000 square -foot each, on Lauck Drive (Rt. 832). (Note: Commissioner Mohn was absent for this item; Commissioners Watt, Ours, Triplett, and Kerr were absent from the meeting.) Frederick County Planning Commission Minutes of August 1, 2007 Page 2088 IM ADJOURNMENT There being no further business to discuss, the meeting adjourned at 8:20 p.m. by a unanimous vote. Respectfully submitted, June M. Wilmot, Chairman Eric R. Lawence, Secretary Frederick County Planning Commission Minutes of August 1, 2007 Page 2089 MASTER DEVELOPMENT PLAN #09-07 ANNANDALE ALLIED INDUSTRIAL PARK Staff Report for the Planning Commission Prepared: August 16, 2007 Staff Contact: Candice E. Perkins, AICP, Senior Planner -01 This report is prepared by the Frederick County Planning Staff to provide information to the Planning Commission and the Board of Supervisors to assist in the review of this application. It may also be useful to others interested in this zoning matter. Reviewed Planning Commission: 09/05/07 Board of Supervisors: 09/26/07 Action Pending Pending LOCATION: The subject property is located at the intersection of Shady Elm Road (Route 65 1) and Dawson Drive, adjacent to Route 37. MAGISTERIAL DISTRICT: Back Creek PROPERTY ID NUMBER(s): 63-A-61 PROPERTY ZONING & PRESENT USE: Zoned: M1 (Light Industrial) District Use: Vacant ZONING & PRESENT USE OF ADJOINING PROPERTIES: North: M 1 (Light Industrial) South: M1 (Light Industrial) N/A East: RP (Residential Performance) West: M1 (Light Industrial) N/A PROPOSED USE: Industrial Uses Use: Industrial/Office Use: Industrial/Vacant Route 3 7 Use: Residential Use: Industrial Route 37 MDP 909-07, Annandale Allied Industrial Park August 16, 2007 Page 2 REVIEW EVALUATIONS: Vir6jnia Department of Transportation: The master plan for this property appears to have significant measurable impact on Route 651, the VDOT facility which would provide access to the property. The master development plan appears acceptable provided there is a clear understanding that the right-of-way reservation noted along Route 37, for future Route 37 north bound off ramp, will be dedicated (without compensation) to VDOT within 180 days of written notice from VDOT or Frederick County. It is also understood the exact dimensions of the dedication have not been determined at this time. Before making any final comments, this office will require a complete set of site plans, drainage calculations and traffic flow data from the I.T.E.Trip Generation Manual Seventh Edition for review. VDOT reserves the right to comment on all right-of-way needs, including right-of-way dedications, traffic signalization, and off-site roadway improvements and drainage. Prior to construction on the State's right-of-way, the developer will need to apply to this office for issuance of appropriate permits to cover said work. Frederick County Fire Marshal: Plans approved as submitted. Frederick County Public Works: Your response letter dated July 5, 2007, has adequately addressed our previous review comments. Prior to submittal of any site plans associated with the proposed industrial development, please provide this office with copies of the geotechnical reports to verify that the onsite karst features have been properly addressed. Frederick County Inspections Department: No comment required at this time. Frederick County Sanitation Authority: 1St Review approved Health Department: The Health Dept. has no objection if adequate public water and sewer is to be provided to serve the industrial park. GIS Department: Frogale Ct. was pre -approved and already in the system. Structure numbering will be assigned during the permitting and construction phase of development. Department of Parks and Recreation: No comment Planning & Zoning: A) Master Development Plan Requirement A master development plan is required prior to development of this property. Before a master development plan can be approved, it must be reviewed by the Planning Commission, Board of Supervisors and all relevant review agencies. Approval may only be granted if the master development plan conforms to all requirements of the Frederick County Zoning and Subdivision Ordinances. The purpose of the master development plan is to promote orderly and planned development of property within Frederick County MDP #09-07, Annandale Allied Industrial Park August 16, 2007 Page 3 that suits the characteristics of the land, is harmonious with adjoining property and is in the best interest of the general public. B) Location The subject property is located at the intersection of Shady Elm Road (Route 65 1) and Dawson Drive, adjacent to Route 37. C) Site History The original Frederick County Zoning Map (U.S.G.S. Winchester Quadrangle) identifies this property as being zoned M-1 (Light Industrial). D) Site Suitability & Project Scope Comprehensive Policy Plan: The Frederick County Comprehensive Policy Plan is an official public document that serves as the community's guide for making decisions regarding development, preservation, public facilities and other key components of community life. The primary goal of this plan is to protect and improve the living environment within Frederick County. It is in essence a composition of policies used to plan for the future physical development of Frederick County. [Comprehensive Policy Plan, p. 1-1] Land Use Compatibility: The property is located within the Sewer and Water Service Area (SWSA). The Sewer and Water Service Area defines the general area in which more intensive forms of planned commercial and industrial development will occur. In addition, the Renaissance Commercial Center properties are located within the area encompassed by the Southern Frederick Land Use Plan. The Southern Frederick Land Use Plan envisions this area remaining industrial. The property is currently zoned Ml (Light Industrial) and therefore the development is in accordance with the goals of the Comprehensive Policy Plan. Transportation The Eastern Road Plan of the Frederick County Comprehensive Policy Plan identifies a new interchange planned for Route 37 at Shady Elm Road. This MDP provides a land reservation for the interchange which will be dedicated without compensation within 180 days of request from VDOT or Frederick County (note 12C). The Eastern Road Plan also identifies Shady Elm Road as an improved major collector road (urban four lane divided). This MDP will be providing improvements to Shady Elm Road which will upgrade the road to a pavement width of 36 feet and provide curb, gutter and sidewalks along the frontage of their property. As shown by Note 12E on the MDP at the intersection of Apple Valley Road and Route 11, the developer will be extending the eastbound right turn lane and extending the pavement markings for the northbound left turn lane to provide 450 feet of left turn storage. The properties within the Annandale Allied Industrial Park will be accessed off a new public street (Frogale Court). This new road will be the only access point onto Shady MDP #09-07, Annandale Allied Industrial Park August 16, 2007 Page 4 Elm Road, all other entrances are prohibited as indicated by note 12d on the plan. Proffers — There are no proffers associated with this property. STAFF CONCLUSIONS FOR THE 09/05/07 PLANNING COMMISSION MEETING: The master development plan for the Annandale Allied Industrial Park depicts appropriate land uses and appears to be consistent with the requirements of Article XVII, Master Development Plan, of the Zoning Ordinance. All of the issues brought forth by the Planning Commission should be appropriately addressed prior to a recommendation to the Board of Supervisors. Following the Planning Commission discussion, it would be appropriate to forward a recommendation to the Board of Supervisors regarding this MDP conformance with County codes and review agency comments. All issues and concerns raised by the Planning Commission will be forwarded to the Board of Supervisors for their consideration. Staff is ultimately seeking administrative approval authority of the Master Development Plan once all issues have been addressed. Frederick Master Development Plan MDP 909-07 Application Annandale Allied Industrial Park Location in the County Map Features O Hamlets f!. Future Rt37 Bypass - Application Lakes/Ponds Streams Streets .,Primary 'Z. Secondary '�- Terciary Winchester Rds ,f Urban Development Area SWSA Location in Surrounding Area Map Document:(N:\Planning_And_Development\_1_ Locator _Mps\AnnadaleAlliedlndustPark_MDP0907_081407.mxd) 8/14/2007 -- 9:45:16 AM -- — -- ------ --------• •••rte-••••��uu��r������+nwwirain mvruyu/ vai4uI.mxa) 611412M --9:45:16 AM MDP Mg - 07 w \ ®. ` 2 P SM 2 p ' _ _ _, ,r Qua,c,,,,,cuuiuuairairt_w�uruaut_ua i4u/.mxa) tS/74/2007 -- 9:45:16 AM Frederick County, Virginia Master Development Plan Application Package APPLICATION MASTER DEVELOPMENT PLAN Department of Planning and Development Use Only. Date application received Complete. Date of acceptance. Incomplete. Date of return. Application # 1. Project Title: 2. Owner's Name: �r1 1 �� �C� RQ M-( , L L -C. 114 Cho fL. Coji2T Uv11�szN���2 VA 2260 Z (Please list the names of all owners or parties in interest) 3. Applicant: Address: Phone Number: 4� 4Sa O21 ( 4. Design Company: 0PSMJ j Address: 210 FPIa ►yTr (Z(Y A,(— ply -e Phone Number: 0 21 1 Contact Name: Page 11 Frederick County, Virginia Master Development Plan Application Package APPLICATION cont'd MASTER DEVELOPMENT PLAN 5. Location of Property: 1 �\iT� 0-5ec j om pF 5y�,O ELM 9-ok( , Sor-� 7)RVEl ENT To ui(,::- 3i 6. 7. 8. Total Acreage: Property Information: a) Property Identification Number (PIN): b) Current Zoning: C) Present Use: d) Proposed Uses: e) Adjoining Property Information: Property Identification Numbers North 6F�6 TPK !i EI� -'ABLE- South East West Property Uses fl Magisterial District: Is this an original or amended Master Development Plan? Original ) Amended I have read the material included in this package and understand what is required by the Frederick County Department of Planning and Development. I also understand that the master development plan shall include all contiguous land under single or common ownership. All required material will be complete prior to the submission of my master development plan application. Signature: Date: Page 12 Address OWNER LAND USE Parcel UNAVAILABLE DANIEL R McKEE SINGLE FAMILY RESIDENTIAL 63 ((A)) 62A 112 FAY STREET, WINCHESTER VA-, 22602 ANGELA P. GEORGE SINGLE FAMILY RESIDENTIAL 75 ((A))1 8 114 FAY STREET, WINCHESTER VA., 22602 SHIRLY K. TOMBLIN 75 ((A))1 9 SINGLE FAMILY RESIDENTIAL 116 FAY STREET, WINCHESTER VA., 22602 JOSE A & ANTONIA GUEVARA 75 ((A))1 10 133 W BOSCAWEN ST STE 6 SINGLE FAMILY RESIDENTIAL F -NS ENTERPRISES, LLC SINGLE FAMILY RESIDENTIAL 75 ((A)) , 11 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 4-5-A 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5149 THRU N14 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5N1 THRU NB 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 4.5.8 3632 VALLEY PIKE, WINCHESTER, VA„ 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S1 -S14 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG $ ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 551.813 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5Si-S12 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S"I I 3632 VALLEY PIKE, WINCHESTER, VA, 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 551-S10 3632 VALLEY PIKE, WINCHESTER, VA., 226D2 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S1 -S9 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S9 -S7 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 581-57 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG 8 ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 581-S6 3632 VALLEY PIKE, WINCHESTER, VA, 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S1 -S5 3632 VALLEY PIKE, WINCHESTER, VA, 22602 TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S1 -S4 3632 VALLEY PIKE, WINCHESTER, VA., 22602 TG 8 ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 5S1 -S3 NO RECORD TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 75 ((A)) 551.52 NO RECORD TG & ROSALIE ADAMS MULTI FAMILY RESIDENTIAL 15((A)) 581-51 - 3862 VALLEY PIKE, WINCHESTER, VA., 22602 VANCO, LLC ((A)) 5 VACANT75 PO BOX 90035, RALEIGH, N C, 27675 RICHARD L. WATTS 63 ((A)) 60A VACANT ress121 DEVELOPMENT LN, WINCHESTER VA., 22602 MOXON & COMPANY OF DELAWARE INC. WAREHOUSE/OFFICE 321 RUBINETTE WAY, WINCHESTER VA., 22603 MARIO J. & LEOCADIA ROMANO 63 ((6)) 2 — WAREHOUSE/OFFICE 174 GARBER LN STE 3, WINCHESTER VA., 22602 GORDON ENTERPRISES, LLC VACANT 63 ((A)) 60B 3751 SHADY ELM ROAD, WINCHESTER VA, 22601 TRY -COUNTY VIRGINIA OIC OFFICE 63 ((A)) 59D 1833 HANDLEY AVE, WINCHESTER VA, 22601 THE DAWSON GROUP, LLC 63((8)) 3 VACANT 1833 HANDLEY AVE, WINCHESTER VA, 22601 THE DAWSON GROUP, LLC 63 ((8)) 4 WAREHOUSE/OFFICE 1833 HANDLEY AVE, WINCHESTER VA, 22601 THE DAWSON GROUP, LLC 63((8))1 WAREHOUSE/CFFICE 2250 E IMPERIAL HWY, EL SEGUNDO, CA DIRECTV OPERATIONS, LLC - C/O SAM ANG RFJR11 /Al 26 WAREHOUSEIOFFICE 63 ((A)) 58A P.O. BOX 4900, SCOTTSDALE, AZ G. E. LIGHTING, LLC - CIO E PROPERTYTAX - DEPT 201 MANUFACTURING 63 ((A)) 57 6.0. BOX 2298, WINCHESTER VA 22604 SCHENCK FOODS COMPANY INC. VACANT 63 ((A)) 66A Special Limited Power of Attorney ' County of Frederick, Virginia Planning Office, County of Frederick, Virginia, 107 North Kent Street, Winchester, Virginia 22601 Phone 540-665-5651 Facsimile 540-665-6395 Know All Men By These Presents: That I (We) (Name) � ���LG (Phone) 5,4© &&& 54 oo (Address) 11q �d l l� �1���_f� if ZZ(9 0 the owner(s) of all those tracts or parcels of land ("Property") conveyed to me (us), by deed recorded in the Clerk's Office of the Circuit Court of the County of Frederick, Virginia, by Instrument No. 1-723o on Page , and is described as Parcel: �✓ 'L'o0l Block: Section: Subdivision: do hereby make, constitute and appoint: (Name) , LT!�> (Phone) 5& Seo d Z I I (Address)_Zd r' IZO V �—U (�T� ►` 1 OVIN�t'��� V14-ZZ(,a To act as my true and lawful attorney-in-fact for and in my (our) name, place and stead with full power and authority I (we) would have if acting personally to file planning applications for my (our) above described Property, including: G Rezoning (Including proffers) G Conditional Use Permits G Master Development Plan (Preliminary and Final) G Subdivision G Site Plan My attorney-in-fact shall have the authority to offer proffered conditions and to make amendments to previously approved proffered conditions except as follows: This authorization shall expire one year from the day it is signed, or until it is otherwise rescinded or modified. In witness thereof, I "ave hereto set my (our) hand and seal this e day of 12009 , 1;11 Signature(s) State of Virginia, City/County ofT� c L To -wit: I, fY,,aji L k f�� , a Notary Public in and for the jurisdiction aforesaid, certify that the person(s) who signed to the foregoing instrument and who is (are) known to me, personally appeared before me and has acknowledged the same before me in the jurisdiction aforesaid this 26 day of(_ 200 - My Commission Expires: '7 Notary Public \ I WINCHESIER-SHADY ELM, LLC W CATELLUS DEVELOPMENT CORP. vumm sN Pd@NI 11@ WMNKMggiN,� 4 DLRECTVOPERATIONS, UC FULL SCREEN 6' 6' BERM WITH LANDSCAPE SCREENING vucam.su NNPDNI / VfL W.1RFNg1SyY'N6 � J CURVE 0 0*.'0 0': BBERM DELTA ANGLE ARC TANGENT CHORD CHORD BEARING BERM 6' MIN 37.00 567210' 4 THE DAWSON GROUP, LLC se®mel ]M9AMI VSNAppp;U$gpt[p N001 �I THE DAWSON GROUP, LLC \ vu®.mea 41\ mv®NI �,� WNV°b11fFgFFlCE I I 1 I THE DAWSONGROUP, LLC P,PPm m„ U. ly-co PY VIRWILA OIC 6:N1 VumMs CITY OF WINCHESTER SECTION PLAN FULL SCREEN 6' 6' BERM WITH LANDSCAPE SCREENING BUILDING RESTRICTION SETBACK CURVE TABLE FRONT IV MAX SIDE CURVE 0 0*.'0 0': BBERM DELTA ANGLE ARC TANGENT CHORD CHORD BEARING BERM 6' MIN 37.00 567210' 36.29 19.76 34.86 N745740'W C2 3500 6822'54' 41.77 23.78 39.34 NOTE: PLANTS SHALL BE 4' TALL AT PLANTING AND MIN. OF 6' TALL AT MATURITY THERE SHALL BE AT LEAST 3 SPECIES OF PLANTS W17H A MAJORITY OF EVERGREENS AND AT LEAST 1/3 DECIDUOUS GELIGHGNG,LLC ZONING RESTRICTIONS SITE BUILDING RESTRICTION SETBACK CURVE TABLE FRONT 75' SIDE CURVE RADIUS DELTA ANGLE ARC TANGENT CHORD CHORD BEARING CI 37.00 567210' 36.29 19.76 34.86 N745740'W C2 3500 6822'54' 41.77 23.78 39.34 N12'40'05'W C3 6D.00 24822'48' 260.10 88.32 99.26 N77'19'58'E C4 37.00 4327'00" 28.06 14.74 27.39 S25W'00'E C5 1148.00 92646' 189.93 95.18 189.72 S4329' 1! GB 1148.00 3155,10" 78.53 39.26 78.52 540'4228', C7 1148.00 S33'35' 111.40 55.74 111.35 S4526'4 "W CB 1138.00 355'10' 77.85 38.94 77.83 S40'42'26"W C9 113800 513Y3Y 110.43 55.26 110.38 S4526'49W CIO 989.12 10V137' 174.82 87.64 174.60 S31'49'37'E Ci 1025.00 20V5138' 359.47 181.60 357.64 N36'48'43"W GELIGHGNG,LLC ZONING RESTRICTIONS NOT TO SCALE RIGHT-OF-WAY VARIES (105' MIN -135' VDOT Sm. CG -8 sm. uD-a 1.5" TOP COURSE (SM-9.5A)� 1.5" TOP COURSE (SM -9.5A) 4.5" BASE COURSE (IM -19A) 4.5' BASE COURSE (IM -19A) SUBGRADE OMPACTED 8" SUBBASE TO 95% DR WEIGHT 8" SUBBASE COURSE (21-B) DENSITY PER AST, D-698 COURSE (21-8) TYPICAL CROSS SECTION 34' PUBLIC STREET ON-SITE FROGALE WAY NOT 70 SCALE 60' RIGHT-OF-WAY (R.O.W.) VDOT Sm. (BOTH Sm. UO -4 5" TOP COURSE (SM -9.5A) J 1 SUBGRADE COMPACTED COURSE (21-B) ( 2 4.5" BASE COURSE (IM -190) TO 959 DRY WEIGHT DENSITY PER AST, D-698 NOTE: FINAL PAVEMENT DESIGN TO BE VERIFIED ,ATH FINAL SITE PLAN �%I I N®Nlm usMNWW,�m � S50'0 00 E �. 3 E �{_�/�`\` RLQ / reNK v consA n. sc / S57C � -X920.31 / 25' YR:L-/ ON C.4 L/ / �- \ \ _' j �Z \ Z` DS f �% t\\1lrr�) 1� I l 1 / 1 R`C. � 1� �� -_ `\_ o -j )1// ER APPROXIMATE LOCALON / / /moi'/�%�'� I og/ { J ,0RTHERN VIRGINJA- P6WER COMPANY / / / � RIGHj�OF-WAY � � % � / `� - :� \ D.B. 252;'FS- 04 & D.B. 204, PG.is I I 1 R L1 \ / !`� 5' BRL� (/ \ SBR\ \ I /(� !J� \ \ I / /\\ \ /G) m `I 42'22' "E / / \ \ / 4 I ! /��'/ / ' ' / \ N 10.14 0/ /12WW / _ o / 12W994 ( P, / / O XA �l• SAN FM / / 4" SAN FM \ \\ e Sp F / 7 BRED �ATER PUM l T TION I \ \ SII � \1l I \ I I \ \ \ \ I\ • / / /// /� ( \\ I \ \ �\ \1 FULL SCNEEN 6' BERM WITH LANDSCAPING 1 r k VIRGINIA Y \\\ \ \ \ I\\ \ \ -_\ A - 0 t' ALTH 0 § \ \ \ \ iI �OMDRA AGE EA FN -- �� I/�/� PG' J \ \ `I�II 15� \\ \ \ \ / /j SWM FACILITY �( L \ \ \ \\� j / ✓ \ \\\ I III %gym\ \ \ I I �AC4DISON1 COMP NY THE 4T'AI 0' RI�\0300266 0SRUME�NOII 75' BOL% MARI01. & LFACADIA ROMANO vulaa may 9IONI VS WIeNYJRPNIRB VARIABLE GORDON ENTERPRISES, LLC v.+PCN.m.sw IIWNRNI VS@VAG„f HIGHWAY SITE BUILDING RESTRICTION SETBACK �RICHARDL WATTS FRONT 75' SIDE 25' REAR 25' MAXIMUM BUILDING HEIGHT 60' ALLOWABLE FAR 1.00 REQUIRED OPEN SPACE PERCENTAGE 25% NOT TO SCALE RIGHT-OF-WAY VARIES (105' MIN -135' VDOT Sm. CG -8 sm. uD-a 1.5" TOP COURSE (SM-9.5A)� 1.5" TOP COURSE (SM -9.5A) 4.5" BASE COURSE (IM -19A) 4.5' BASE COURSE (IM -19A) SUBGRADE OMPACTED 8" SUBBASE TO 95% DR WEIGHT 8" SUBBASE COURSE (21-B) DENSITY PER AST, D-698 COURSE (21-8) TYPICAL CROSS SECTION 34' PUBLIC STREET ON-SITE FROGALE WAY NOT 70 SCALE 60' RIGHT-OF-WAY (R.O.W.) VDOT Sm. (BOTH Sm. UO -4 5" TOP COURSE (SM -9.5A) J 1 SUBGRADE COMPACTED COURSE (21-B) ( 2 4.5" BASE COURSE (IM -190) TO 959 DRY WEIGHT DENSITY PER AST, D-698 NOTE: FINAL PAVEMENT DESIGN TO BE VERIFIED ,ATH FINAL SITE PLAN �%I I N®Nlm usMNWW,�m � S50'0 00 E �. 3 E �{_�/�`\` RLQ / reNK v consA n. sc / S57C � -X920.31 / 25' YR:L-/ ON C.4 L/ / �- \ \ _' j �Z \ Z` DS f �% t\\1lrr�) 1� I l 1 / 1 R`C. � 1� �� -_ `\_ o -j )1// ER APPROXIMATE LOCALON / / /moi'/�%�'� I og/ { J ,0RTHERN VIRGINJA- P6WER COMPANY / / / � RIGHj�OF-WAY � � % � / `� - :� \ D.B. 252;'FS- 04 & D.B. 204, PG.is I I 1 R L1 \ / !`� 5' BRL� (/ \ SBR\ \ I /(� !J� \ \ I / /\\ \ /G) m `I 42'22' "E / / \ \ / 4 I ! /��'/ / ' ' / \ N 10.14 0/ /12WW / _ o / 12W994 ( P, / / O XA �l• SAN FM / / 4" SAN FM \ \\ e Sp F / 7 BRED �ATER PUM l T TION I \ \ SII � \1l I \ I I \ \ \ \ I\ • / / /// /� ( \\ I \ \ �\ \1 FULL SCNEEN 6' BERM WITH LANDSCAPING 1 r k VIRGINIA Y \\\ \ \ \ I\\ \ \ -_\ A - 0 t' ALTH 0 § \ \ \ \ iI �OMDRA AGE EA FN -- �� I/�/� PG' J \ \ `I�II 15� \\ \ \ \ / /j SWM FACILITY �( L \ \ \ \\� j / ✓ \ \\\ I III %gym\ \ \ I I �AC4DISON1 COMP NY THE 4T'AI 0' RI�\0300266 0SRUME�NOII 75' BOL% MARI01. & LFACADIA ROMANO vulaa may 9IONI VS WIeNYJRPNIRB VARIABLE GORDON ENTERPRISES, LLC v.+PCN.m.sw IIWNRNI VS@VAG„f HIGHWAY 1 i DANRN.R•*.M vuosmAmn oa,:Nm,.N �N .gam ANG�P GEORGE \ H AxroNIA MOXON&COMPANYOF DELAWARE INC. OF �RICHARDL WATTS PANY fARDL M DJt®:MI NM®,MI WE W.Umpll,Pagq,Q VBEVMAM 1 i DANRN.R•*.M vuosmAmn oa,:Nm,.N �N .gam ANG�P GEORGE \ H ADA1•+s\ ` Tr &RTW�„m° w \GF V9@WP9 ,uID n++s PvxmPe"'fB,au ,sW+Nn vw+mne.sssu g NOTES: I. CIVIL ENGINEER/APPLICANT URBAN, LTD. 210 FRONT ROYAL PIKE WINCHESTER, VA 22602 (540)665-9600 2. OWNER: WHITING ROAD, LLC 119 ARBOR COURT WINCHESTER, VA 22602 (540)665-9600 3. BOUNDARY INFORMATION PROVIDED HEREON IS BASED ON AN ACTUAL FIELD RUN BOUNDARY SURVEY PREPARED BY WOLFORD LAND SURVEYING DATED AUGUST 1, 2006 AND RECORDED IN THIS FREDERICK COUNTY LAND RECORDS AT INSTRUMENT NUMBER 060017280. 4. TOPOGRAPHY BASED UPON AN ACTUAL FIELD RUN TOPOGRAPHIC SURVEY PERFORMED BY URBAN, LTD DATED JUNE 6, 2007 ON NAVD 88 DATUM AND NAD 83 STATE PLANE COORDINATES. 5. TAX MAP NUMBER - 63-((A))-61 6. MAGISTERIAL DISTRICT - BACK CREEK 7. ZONING -MI 8. SITE AREA: 1 TOTAL SITE AREA (POST-BLA) - 67.7 ACRES ORIGINAL SITE AREA PARCEL 63-((A))-61- 48.4 ACRES VDOT R/W DEDICATION -1.05 ACRES ADDITIONAL R/W -1.61 ACRES 9. PLANS FOR SUBDIVISION AND PHASING HAVE NOT BEEN FINALIZED. THE SOUTHEASTERN PORTION OF THE PROPERTY IS TO BE DEVELOPED AS A RELOAD FACILITY WITH RAU, ACCESS AND INDOORIOUTDOOR STORAGE OF LUMBER. A DISTRIBUTION CENTER, OFFICE BUILDING AND FLEX -TECH USE ARE ALSO PROJECTED TO BE DEVELOPED NEAR SHADY ELM ROAD. DEVELOPMENT OF THE ENTIRE PROJECT IS EXPECTED TO OCCUR WITHIN FIVE YEARS. 10. ENVIRONMENTAL FEATURES: a. STEEP SLOPES - APPROXIMATELY 1 ACRE OF STEEP SLOPES EXIST ON THE EASTERN PORTION OF THE SITE. THESE SLOPES APPEAR TO BE MANMADE AND ARE REPRESENTATIVE OF WASTE MATERIAL FROM NEARBY CONSTRUCTION SITES. THESE AREAS WILL BE DISTURBED DURING DEVELOPMENT. b. WOODLANDS -NEARLY 85% OF THE SITE IT TREE COVERED AND NEARLY ALL OF THIS VEGETATION IS PLANNED TO BE REMOVED FOR DEVELOPMENT. c. LAKES AND PONDS - A POND ONCE EXISTED ON THE PROPERTY HOWEVER THE EMBANKMENT HAS BUN BREACHED AND THE PONDNOL'ONGER11 LDS WATER. d. WETLANDS - THERE ARE NO WETLANDS ON THE SUBJECT PROPERTY (INCLUDING WITHIN THE FORMER POND AREA). e. FLOODPLAINS - THERE ARE NO FLOODPLAINS ON THE SUBJECT PROPERTY. 11. HISTORIC STRUCTURES AND SITES: THE FREDERICK COUNTY RURAL LANDMARKS SURVEY DOES NOT INDICATE THE EXISTENCE OF HISTORIC STRUCTURES ON THIS PROPERTY NOT DOES IT RECOGNIZE THE PROPERTY AS BEING POTENTIALLY ELIGIBLE FOR THE STATE AND NATIONAL REGISTER OF HISTORIC PLACES. PROJECT: ANNANDALE ALLIED INDUSTRIAL PARK MASTER DEVELOPMENT PLAN ZONING: M1 (LIGHT INDUSTRIAL) PIN #: 63((A))61 PROPOSED USE: INDUSTRIAL SUBDIVISION CURRENT USE: VACANT PLAN IS SUBJECT TO EASEMENTS AND RESTRICTIONS OF RECORD. NO TITLE REPORT FURNISHED. O WNER/DEVELOPER WHITING ROAD, LLC 119 ARBOR COURT WINCHESTER, VA 22602 PH: (540) 665-9600 >•; , INS I••• �� 4;J •71 e III •..,`•. .1,; 1� URBAN, . , fLu� 2 10 FRONT ROYAL PIKE 1�gSs!• ",WINCHESTER, VA 22602 I450-0211 0 50 100 200 300 7 :M SCALE - I inch = 100 ft. T 1r7/�r7ATTI AxroNIA S& -B, OSSA& AEA „ O,,,,,° zw - BOG- - EXISTING CONTOUR \ 1 NIA �.�;W1. EXISTING SANITARY SEWER Woodlands PROPOSED SANITARY SEWER ADA1•+s\ ` Tr &RTW�„m° w \GF V9@WP9 ,uID n++s PvxmPe"'fB,au ,sW+Nn vw+mne.sssu g NOTES: I. CIVIL ENGINEER/APPLICANT URBAN, LTD. 210 FRONT ROYAL PIKE WINCHESTER, VA 22602 (540)665-9600 2. OWNER: WHITING ROAD, LLC 119 ARBOR COURT WINCHESTER, VA 22602 (540)665-9600 3. BOUNDARY INFORMATION PROVIDED HEREON IS BASED ON AN ACTUAL FIELD RUN BOUNDARY SURVEY PREPARED BY WOLFORD LAND SURVEYING DATED AUGUST 1, 2006 AND RECORDED IN THIS FREDERICK COUNTY LAND RECORDS AT INSTRUMENT NUMBER 060017280. 4. TOPOGRAPHY BASED UPON AN ACTUAL FIELD RUN TOPOGRAPHIC SURVEY PERFORMED BY URBAN, LTD DATED JUNE 6, 2007 ON NAVD 88 DATUM AND NAD 83 STATE PLANE COORDINATES. 5. TAX MAP NUMBER - 63-((A))-61 6. MAGISTERIAL DISTRICT - BACK CREEK 7. ZONING -MI 8. SITE AREA: 1 TOTAL SITE AREA (POST-BLA) - 67.7 ACRES ORIGINAL SITE AREA PARCEL 63-((A))-61- 48.4 ACRES VDOT R/W DEDICATION -1.05 ACRES ADDITIONAL R/W -1.61 ACRES 9. PLANS FOR SUBDIVISION AND PHASING HAVE NOT BEEN FINALIZED. THE SOUTHEASTERN PORTION OF THE PROPERTY IS TO BE DEVELOPED AS A RELOAD FACILITY WITH RAU, ACCESS AND INDOORIOUTDOOR STORAGE OF LUMBER. A DISTRIBUTION CENTER, OFFICE BUILDING AND FLEX -TECH USE ARE ALSO PROJECTED TO BE DEVELOPED NEAR SHADY ELM ROAD. DEVELOPMENT OF THE ENTIRE PROJECT IS EXPECTED TO OCCUR WITHIN FIVE YEARS. 10. ENVIRONMENTAL FEATURES: a. STEEP SLOPES - APPROXIMATELY 1 ACRE OF STEEP SLOPES EXIST ON THE EASTERN PORTION OF THE SITE. THESE SLOPES APPEAR TO BE MANMADE AND ARE REPRESENTATIVE OF WASTE MATERIAL FROM NEARBY CONSTRUCTION SITES. THESE AREAS WILL BE DISTURBED DURING DEVELOPMENT. b. WOODLANDS -NEARLY 85% OF THE SITE IT TREE COVERED AND NEARLY ALL OF THIS VEGETATION IS PLANNED TO BE REMOVED FOR DEVELOPMENT. c. LAKES AND PONDS - A POND ONCE EXISTED ON THE PROPERTY HOWEVER THE EMBANKMENT HAS BUN BREACHED AND THE PONDNOL'ONGER11 LDS WATER. d. WETLANDS - THERE ARE NO WETLANDS ON THE SUBJECT PROPERTY (INCLUDING WITHIN THE FORMER POND AREA). e. FLOODPLAINS - THERE ARE NO FLOODPLAINS ON THE SUBJECT PROPERTY. 11. HISTORIC STRUCTURES AND SITES: THE FREDERICK COUNTY RURAL LANDMARKS SURVEY DOES NOT INDICATE THE EXISTENCE OF HISTORIC STRUCTURES ON THIS PROPERTY NOT DOES IT RECOGNIZE THE PROPERTY AS BEING POTENTIALLY ELIGIBLE FOR THE STATE AND NATIONAL REGISTER OF HISTORIC PLACES. PROJECT: ANNANDALE ALLIED INDUSTRIAL PARK MASTER DEVELOPMENT PLAN ZONING: M1 (LIGHT INDUSTRIAL) PIN #: 63((A))61 PROPOSED USE: INDUSTRIAL SUBDIVISION CURRENT USE: VACANT PLAN IS SUBJECT TO EASEMENTS AND RESTRICTIONS OF RECORD. NO TITLE REPORT FURNISHED. O WNER/DEVELOPER WHITING ROAD, LLC 119 ARBOR COURT WINCHESTER, VA 22602 PH: (540) 665-9600 >•; , INS I••• �� 4;J •71 e III •..,`•. .1,; 1� URBAN, . , fLu� 2 10 FRONT ROYAL PIKE 1�gSs!• ",WINCHESTER, VA 22602 I450-0211 0 50 100 200 300 7 :M SCALE - I inch = 100 ft. T 1r7/�r7ATTI 12. ROAD DESIGN: a. THE ROADWAY EXTENDING INTO THE SITE WILL BE DESIGNED IN ACCORDANCE WITH VDOT STANDARDS AS SHOWN ON THE TYPICAL CROSS SECTION. b. SHADY ELM ROAD IS TO BE UPGRADED TO 36 -FEET IN WIDTH FOR THE FULL LENGTH OF THE PROPERTY FRONTAGE (EXCLUDING ANY NECESSARY TRANSITIONS). CURB AND GUTTER AND SIDEWALKS ARE TO BE CONSTRUCTED ALONG ONE SIDE OF THE ROADWAY, ADJACENT TO THE SUBJECT PROPERTY. ADDITIONAL RIGHT-OF-WAY SHALL BE DEDICATED IN ORDER TO ACCOMMODATE THESE IMPROVEMENTS AS NECESSARY. WITHIN THE 36' OF WIDENING, LEFT TURN LANES SHALL BE PROVIDED TO ACCOMMODATE DAWSON DRIVE AS WELL AS THE PROPOSED ROADWAY INTO THE SUBJECT PROPERTY IN ACCORDANCE WITH THE ACCOMPANYING TIA PREPARED BY STOWE ENGINEERING, PLC. c. ADDITIONAL RIGHT-OF-WAY SHALL BE RESERVED TO ACCOMMODATE A POTENTIAL FUTURE INTERCHANGE WITH SHADY ELM ROAD AND ROUTE 37 AS SHOWN. RIGHT-OF-WAY WILL BE DEDICATED (WITHOUT COMPENSATION) TO VDOT WITHIN 180 DAYS OF WRITTEN NOTICE FROM VDOT OR FREDERICK COUNTY. d. NO ADDITIONAL ENTRANCES SHALL BE PERMITTED ALONG SHADY ELM ROAD. e. ADDITIONAL IMPROVEMENTS TO APPLE VALLEY ROAD AT THE INTERSECTION WITH ROUTE 11 SHALL BE MADE AS FOLLOWS: 0 EXTENSION OF THE EAST BOUND RIGHT TURN LANE TO THE EXTENT POSSIBLE WITHOUT HAVING TO RELOCATE THE MAJOR OVERHEAD UTILITY POLES. 0 EXTENSION OF THE PAVEMENT MARKINGS FOR THE NORTHBOUND LEFT TURN LANE TO PROVIDE 450' OF LEFT TURN STORAGE. 13. ALL PROPOSED UTILITIES SHALL BE PLACED UNDERGROUND. 14. WATER AND SEWER: WATER AND SEWER CURRENTLY EXIST WITHIN THE RIGHT-OF-WAY ALONG SHADY ELM ROAD ADJACENT TO THE SUBJECT PARCEL. UPGRADES TO THE EXISTING SEWER SYSTEM SHALL BE MADE TO ACCOMMODATE THE ADDITIONAL FLOWS GENERATED BY THIS SITE. 15. ELECTRIC AND GAS: OVERHEAD ELECTRIC AND TELEPHONE LINES EXIST WITHIN THE RIGHT-OF-WAY ALONG SHADY ELM ROAD ADJACENT TO THE SUBJECT PARCEL. NATURAL GAS LINES EXIST AT THE INTERSECTION OF SHADY ELM ROAD AND APPLE VALLEY ROAD APPROXIMATELY 2200' FROM THE SUBJECT SITE. GAS SHALL BE EXTENDED AS NECESSARY TO ACCOMMODATE THE PROJECT. 16. ZONING DISTRICT SCREENING: THE PROPERTIES TO THE SOUTHWEST, NORTHWEST AND NORTHEAST ARE ALL ZONED Ml AND REQUIRE NEITHER SCREENING NOR BUFFERS. THE PROPERTIES TO THE SOUTHEAST (ECHO VILLAGE) ARE ZONED RESIDENTIAL (RP) AND WILL REQUIRE A 100 -FOOT INACTIVE BUFFER AND FULL SCREEN AS SHOWN. 17. STORMWATER MANAGEMENT: STORMWATER MANAGEMENT FOR THIS ENTIRE PARCEL IS TO BE PROVIDED BY A SINGLE RETENTION POND TO BE CONSTRUCTED DURING INITIAL DEVELOPMENT. THE POND IS TO BE LOCATED IN THE SOUTHERN CORNER OF THE PROPERTY AND WILL DISCHARGE INTO AN EXISTING BOX CULVERT BENEATH THE RAILROAD. THE POND SHALL BE DESIGNED TO REDUCE THE 100 -YEAR STORM EVENT SO THAT IT SAFELY PASSES THROUGH THIS EXISTING BOX CULVERT. EASEMENTS WILL BE PROVIDED THROUGHOUT THE SITE (AND OFF-SITE AS NECESSARY) UPON INITIAL SUBDIVISION TO ACCOMMODATE DRAINAGE TO THE POND FOR THOSE PARCELS NOT LOCATED DIRECTLY ADJACENT TO IT. THE POND IS DESIGNED TO SAFELY MANAGE RUNOFF FROM ROUTE 37 AND THE DAWSON INDUSTRIAL PARK AS WELL. Environmental Features FUTURE CURB & GUTTER S& -B, PROPOSED CURB & GUTTER PROPOSED PAVEMENT - BOG- - EXISTING CONTOUR 1.48 EXISTING SANITARY SEWER Woodlands PROPOSED SANITARY SEWER W- -ANCO EXISTING WATER LINE UAC YP 1Y( -W; PROPOSED WATER UNE M. 1zv^P PROPOSED FIRE HYDRANT 0 EXISTING TREE UNE O PROPOSED LEFT HAND TURN LANE O PROPOSED RIGHT HAND TURN LANE 12. ROAD DESIGN: a. THE ROADWAY EXTENDING INTO THE SITE WILL BE DESIGNED IN ACCORDANCE WITH VDOT STANDARDS AS SHOWN ON THE TYPICAL CROSS SECTION. b. SHADY ELM ROAD IS TO BE UPGRADED TO 36 -FEET IN WIDTH FOR THE FULL LENGTH OF THE PROPERTY FRONTAGE (EXCLUDING ANY NECESSARY TRANSITIONS). CURB AND GUTTER AND SIDEWALKS ARE TO BE CONSTRUCTED ALONG ONE SIDE OF THE ROADWAY, ADJACENT TO THE SUBJECT PROPERTY. ADDITIONAL RIGHT-OF-WAY SHALL BE DEDICATED IN ORDER TO ACCOMMODATE THESE IMPROVEMENTS AS NECESSARY. WITHIN THE 36' OF WIDENING, LEFT TURN LANES SHALL BE PROVIDED TO ACCOMMODATE DAWSON DRIVE AS WELL AS THE PROPOSED ROADWAY INTO THE SUBJECT PROPERTY IN ACCORDANCE WITH THE ACCOMPANYING TIA PREPARED BY STOWE ENGINEERING, PLC. c. ADDITIONAL RIGHT-OF-WAY SHALL BE RESERVED TO ACCOMMODATE A POTENTIAL FUTURE INTERCHANGE WITH SHADY ELM ROAD AND ROUTE 37 AS SHOWN. RIGHT-OF-WAY WILL BE DEDICATED (WITHOUT COMPENSATION) TO VDOT WITHIN 180 DAYS OF WRITTEN NOTICE FROM VDOT OR FREDERICK COUNTY. d. NO ADDITIONAL ENTRANCES SHALL BE PERMITTED ALONG SHADY ELM ROAD. e. ADDITIONAL IMPROVEMENTS TO APPLE VALLEY ROAD AT THE INTERSECTION WITH ROUTE 11 SHALL BE MADE AS FOLLOWS: 0 EXTENSION OF THE EAST BOUND RIGHT TURN LANE TO THE EXTENT POSSIBLE WITHOUT HAVING TO RELOCATE THE MAJOR OVERHEAD UTILITY POLES. 0 EXTENSION OF THE PAVEMENT MARKINGS FOR THE NORTHBOUND LEFT TURN LANE TO PROVIDE 450' OF LEFT TURN STORAGE. 13. ALL PROPOSED UTILITIES SHALL BE PLACED UNDERGROUND. 14. WATER AND SEWER: WATER AND SEWER CURRENTLY EXIST WITHIN THE RIGHT-OF-WAY ALONG SHADY ELM ROAD ADJACENT TO THE SUBJECT PARCEL. UPGRADES TO THE EXISTING SEWER SYSTEM SHALL BE MADE TO ACCOMMODATE THE ADDITIONAL FLOWS GENERATED BY THIS SITE. 15. ELECTRIC AND GAS: OVERHEAD ELECTRIC AND TELEPHONE LINES EXIST WITHIN THE RIGHT-OF-WAY ALONG SHADY ELM ROAD ADJACENT TO THE SUBJECT PARCEL. NATURAL GAS LINES EXIST AT THE INTERSECTION OF SHADY ELM ROAD AND APPLE VALLEY ROAD APPROXIMATELY 2200' FROM THE SUBJECT SITE. GAS SHALL BE EXTENDED AS NECESSARY TO ACCOMMODATE THE PROJECT. 16. ZONING DISTRICT SCREENING: THE PROPERTIES TO THE SOUTHWEST, NORTHWEST AND NORTHEAST ARE ALL ZONED Ml AND REQUIRE NEITHER SCREENING NOR BUFFERS. THE PROPERTIES TO THE SOUTHEAST (ECHO VILLAGE) ARE ZONED RESIDENTIAL (RP) AND WILL REQUIRE A 100 -FOOT INACTIVE BUFFER AND FULL SCREEN AS SHOWN. 17. STORMWATER MANAGEMENT: STORMWATER MANAGEMENT FOR THIS ENTIRE PARCEL IS TO BE PROVIDED BY A SINGLE RETENTION POND TO BE CONSTRUCTED DURING INITIAL DEVELOPMENT. THE POND IS TO BE LOCATED IN THE SOUTHERN CORNER OF THE PROPERTY AND WILL DISCHARGE INTO AN EXISTING BOX CULVERT BENEATH THE RAILROAD. THE POND SHALL BE DESIGNED TO REDUCE THE 100 -YEAR STORM EVENT SO THAT IT SAFELY PASSES THROUGH THIS EXISTING BOX CULVERT. EASEMENTS WILL BE PROVIDED THROUGHOUT THE SITE (AND OFF-SITE AS NECESSARY) UPON INITIAL SUBDIVISION TO ACCOMMODATE DRAINAGE TO THE POND FOR THOSE PARCELS NOT LOCATED DIRECTLY ADJACENT TO IT. THE POND IS DESIGNED TO SAFELY MANAGE RUNOFF FROM ROUTE 37 AND THE DAWSON INDUSTRIAL PARK AS WELL. Environmental Features Feature Percentage Onsite Percentage Disturbed (%) I%) eep open 1.48 100 Woodlands 85 100 Lakes and Ponds 0 0 Wetlands 0 0 Floodplains 0 0 APPROVED BY THE COUNTY ADMINISTRATOR DATE APPROVED BY THE DIRECTOR OF PLANNING AND DEVELOPMENT DATE G Ql000 5. E- 3 ar aP' R 3 w I � a PAW 21, 3.1 Mo I 4400,�00 42 0/ Cd .--1 Cd aCd A'w 'b r> 1--1 0 �o �•qj> U Ub Con CIS CIS SHEET OF 1 MDP -20165 0 z o 5 G Ql000 5. E- 3 ar aP' R 3 w I � a PAW 21, 3.1 Mo I 4400,�00 42 0/ Cd .--1 Cd aCd A'w 'b r> 1--1 0 �o �•qj> U Ub Con CIS CIS SHEET OF 1 MDP -20165 .-, u MASTER DEVELOPMENT PLAN #10-07 RENAISSANCE COMMERCIAL CENTER Staff Report for the Planning Commission Prepared: August 16, 2007 Staff Contact: Candice E. Perkins, AICP, Senior Planner This report is prepared by the Frederick County Planning Staff to provide information to the Planning Commission and the Board of Supervisors to assist in the review of this application. It may also be useful to others interested in this zoning matter. Reviewed Planning Commission: 09/05/07 Board of Supervisors: 09/26/07 Action Pending Pending LOCATION: The subject property is located on Valley Pike (Route 11), 200 feet south of its intersection of Prosperity Drive. MAGISTERIAL DISTRICT: Back Creek PROPERTY ID NUMBER(s): 75-A-2, 75 -A -2B, 75 -A -2C and 75 -A -2R PROPERTY ZONING & PRESENT USE: Zoned. B2 (General Business) District Use: Vacant and Commercial B3 (Industrial Transition Business) District ZONING & PRESENT USE OF ADJOINING PROPERTIES: North: RA (Rural Areas) Use: Agricultural B2 (Business General) Commercial B3 (Industrial Transition) Commercial South: RA (Rural Areas) Use: Religious/Residential B2 (Business General) Commercial/DMV East: B2 (Business General) Use: Commercial/Vacant West: RA (Rural Areas) Use: Agricultural PROPOSED USE: Commercial Uses MDP #10-07, Renaissance Commercial Center August 16, 2007 Page 2 REVIEW EVALUATIONS: Virginia Department of Transportation: The preliminary master plan for this property appears to have significant measurable impact on Route 11, the VDOT facility which would provide access to the property. While the preliminary master plan appears acceptable, VDOT requests clarification of the existing commercial entrance on the east side of Route 11 in reference to the proposed entrance location for this development. Before making any final comments, this office will require a complete set of site plans, drainage calculations and traffic flow data from the I.T.E. Trip Generation Manual, Seventh Edition for review. VDOT reserves the right to comment on all right-of-way needs, including right-of- way dedications, traffic signalization, and off-site roadway improvements and drainage. Prior to construction on the State's right-of-way, the developer will need to apply to this office for issuance of appropriate permits to cover said work. Frederick County Fire Marshal: Plans approved as submitted. Frederick County Public Works: We have no comments at this time. However, we reserve the right to perform a detailed review at the time of the site plan review. At that time, we will expect a regional stormwater facility to be designed on property 75-A-2 to serve the entire area included in the MDP dated March 2007. Frederick County Inspections Department: Please note that demolition shall be required prior to the removal of any existing structures. No additional comment required at this time. Frederick County Sanitation Authority: 2nd review. Approved. GIS Department: Renaissance Dr. has been approved and added into the Frederick County Road Naming System. Winchester Regional Airport: This Master Plan has been reviewed and it appears that it should not impact operations at the Winchester Regional Airport as the proposed site falls outside of the airport's close in Part 77 surfaces. Planning & Zoning: A) Master Development Plan_ Reguirement A master development plan is required prior to development of this property. Before a master development plan can be approved, it must be reviewed by the Planning Commission, Board of Supervisors and all relevant review agencies. Approval may only be granted if the master development plan conforms to all requirements of the Frederick County Zoning and Subdivision Ordinances. The purpose of the master development plan is to promote orderly and planned development of property within Frederick County that suits the characteristics of the land, is harmonious with adjoining property and is in the best interest of the general public. MDP # 10-07, Renaissance Commercial Center August 16, 2007 Page B) Location The subject property is located on Valley Pike (Route 11), 200 feet south of its intersection of Prosperity Drive. C) Site History The original Frederick County Zoning Map (U.S.G.S. Stephens City, VA Quadrangle) depicts the zoning for the four subject parcels as B2 (Business General) District. Parcels 75-A-2 and 75- A-213 are historically zoned B2 and, therefore, there are no proffers associated with them. With Rezoning #11-98, Parcel 75 -A -2R (75 -A -2R was part of 75 -A -2D when the site was rezoned) was rezoned to the B3 (Industrial Transition) zoning district with proffers. With Rezoning 412-86, Parcel 75-A-21) was rezoned from the B2 (Business General) zoning district to the B3 (Industrial Transition) zoning district. This property does not have proffers. D) Site Suitability & Project Scope Comprehensive Policy Plan: The Frederick County Comprehensive Policy Plan is an official public document that serves as the community's guide for making decisions regarding development, preservation, public facilities and other key components of community life. The primary goal of this plan is to protect and improve the living environment within Frederick County. It is in essence a composition of policies used to plan for the future physical development of Frederick County. [Comprehensive Policy Plan, p. 1-1] Land Use Compatibility: The properties are located within the Sewer and Water Service Area (SWSA). The Sewer and Water Service Area defines the general area in which more intensive forms of planned commercial and industrial development will occur. In addition, the Renaissance Commercial Center properties are located within the area encompassed by the Southern Frederick Land Use Plan. The Southern Frederick Land Use Plan envisions this area remaining commercial. The properties are currently zoned B2 (Business General) and B3 (Industrial Transition) and, therefore, the development is in accordance with the goals of the Comprehensive Policy Plan. Transportation The Eastern Road Plan of the Frederick County Comprehensive Policy Plan identifies a new major collector road running through this property which would connect Valley Pike (Route 11) to Shady Elm Road. Prosperity Drive would also be extended from its current terminus and would intersect with this new road. This Master Development Plan provides for the dedication of an 80 foot right-of-way to accommodate the new major collector road and is constructing two lanes of the road through the development. The MDP also accounts for the extension of Prosperity Drive to connect into the new road as well as the construction of an additional thru lane on Valley Pike and five foot sidewalks along the front of the property. The Master Development Plan currently shows one full entrance onto Valley Pike (Route 11) MDP #10-07, Renaissance Commercial Center August 16, 2007 Page 4 with the public street connection of Renaissance Drive. The MDP also has a note that states that only one full entrance will be permitted on Valley Pike, but this note also states that right- in/right-out entrances will not be prohibited. Valley Pike is classified as a minor arterial street and since this propeliy will have direct access t.^. Renaissance Drive, individual access to Valley Pike should be prohibited with this MDP. Buffer Modification The MDP accounts for the required full screen buffers between the B2 and the B3 zoned properties as indicated by buffer areas 1 and 2. The plan also shows an area shaded with a 50 foot distance screen which is associated with buffer area 2. The detail for buffer area 2 references a buffer modification. § 165-37D(7) of the Frederick County Zoning Ordinance states: Where B3 (Industrial Transition) zoning adjoining B2 (Business General) zoning on land contained within a master development plan, the Planning Commission may allow for specific modifications in screening requirements. This modification is at the Planning Commission's discretion. The area requesting the modification is internal to the development, the buffer distance has not been reduced and the number of trees has not been reduced, only shifted. The applicant is proposing to take the 60 required buffer plantings from the area shaded for the distance screen and use these plantings to supplement the remainder of the buffer. Proffers — Only parcel 75-A-21), which is part of the Kemstown Business Park, has proffers. The proffers from Rezoning 411-98 state that a strip of land 60 feet in width shall be dedicated to the County of Frederick for the purpose of providing a future collector road which will connect Valley Pike with Shady Elm Road. This proffer is accounted for with the Master Development Plan. STAFF CONCLUSIONS FOR THE 09/05/07 PLANNING COMMISSION MEETING: The master development plan for the Renaissance Commercial Center depicts appropriate land uses and appears to be consistent with the requirements of Article XVII, Master Development Plan, of the Zoning Ordinance. All of the issues brought forth by the Planning Commission should be appropriately addressed prior to a recommendation to the Board of Supervisors. With this application, the applicant is also requesting that the Planning Commission grant them a modification for the zoning district buffer. This is strictly a Planning Commission permitted modification; action from the Board of Supervisors is not required. Staff would note that there are two actions required with this application, one for the MDP and another for the modification request. Following the Planning Commission discussion, it would be appropriate to forward a recommendation to the Board of Supervisors regarding this MDP conformance with County codes and review agency comments. All issues and concerns raised by the Planning Commission will be forwarded to the Board of Supervisors for their consideration. Staff is ultimately seeking administrative approval authority of the Master Development Plan once all issues have been addressed. 75 A 1 VENTURE I OF WINCHESTER, LLC 63 A WATTS, RtCHARD � cyG�c �s N yOF yRi r ot. 75 dgS"p'NC qGr 9 O%P, , ` 11 F`s�yc'C) Map Document: (N:VPlanninn Anr♦ nA.rPlr,.,r„—A , t 4— e..— --- :-_____ -- r recierick County, VA Master Development Plan MDP# 10-07 Application Renaissance Commercial Center Parcel ID: Location in the County 75 - A - 2,75 - A - 2B 75 - A - 2C, 75 - A - 2R Map Features O Hamlets •%, Future Rt37 Bypass - Application a Lakes/Ponds Streams Streets Primary 't. Secondary '�- Terciary Winchester Rds W— hw" G:� r ss, sir _ Be O n eyi.* Litt vrgiev Location in Surrounding Area 1 �'1 1GK Cp �. 0 .50 500 7.0et O r Oft Case Planner: Candice • —------- _ - r-•• ---•••- •- utci ivt>Jr tuw ua tvur.mxal 0114/ZUU( -- 2:18:49 PM Z W W �m Q O C-) JUl ~ J S 0 9y n Opequon-6re. A Map Document: (N:VPlanninn Anr♦ nA.rPlr,.,r„—A , t 4— e..— --- :-_____ -- r recierick County, VA Master Development Plan MDP# 10-07 Application Renaissance Commercial Center Parcel ID: Location in the County 75 - A - 2,75 - A - 2B 75 - A - 2C, 75 - A - 2R Map Features O Hamlets •%, Future Rt37 Bypass - Application a Lakes/Ponds Streams Streets Primary 't. Secondary '�- Terciary Winchester Rds W— hw" G:� r ss, sir _ Be O n eyi.* Litt vrgiev Location in Surrounding Area 1 �'1 1GK Cp �. 0 .50 500 7.0et O r Oft Case Planner: Candice • —------- _ - r-•• ---•••- •- utci ivt>Jr tuw ua tvur.mxal 0114/ZUU( -- 2:18:49 PM MDP 00 - 07 Land lRe Map - ----.---- r••,••........ ..��c�.�.uuuci�im�,cnici_�wvr Iuu'—UO I-qU/.MXa) b/14/ZUUI -- 2:18:49 PM --vVI -- 4. lo.-Iz; rivi AMENDMENT Actio -n-. PLANNING COMMISSION: Recommended Approval on September 2, 1998 BOARD OF SUPERVISORS: Approved October 14, 1998 AN ORDINANCE AMENDING THE ZONING DISTRICT MAP Rezoning #011-98 of R. T & T Partnership (Kernstown Business Park) WHEREAS, Rezoning Application 4011-98 of R T & T Partnership (Kernstown Business Park) was submitted to rezone 17,84 acres from B2 (Business General) to B3 (Industrial Transition)_ This property is located on Valley Pike (Route 11 South), approximately'/ mile south of the Route 37 interchange and is identified with Property Identification Number 75 -A -2D in the Back Creek Magisterial District; and WHEREAS, the Planning Commission held a public hearing on this rezoning on September 2, 1998; and WHEREAS, the Board of Supervisors held a public hearing on this ordinance adoption on October 14, 1998; and WHEREAS, the Frederick County Board of Supervisors finds the approval of this rezoning to be in the best interest of the public health, safety, welfare, and in conformance with the Comprehensive Policy Plan; NOW, THEREFORE, BE IT ORDAINED by the Frederick County Board of Supervisors that Chapter 165 of the Frederick County Code, Zoning, is amended to revise the Zoning District Map to change 17.84 acres from B2 (Business General) to B3 (Industrial Transition) as described by the application and plat submitted, subject to the attached conditions voluntarily proffered in writing by the applicant and the property owner. PDRes #22-99 This ordinance shall be in effect on the date of adoption. Dass. +h;q 1.4th riay of October 1998 by the following recorded vote: A a�ai,u .,.o James L. Longerbeam, Chairman W. Harrington Smith, Jr. Charles W. Orndoff, Sr. O.\Agendas\REWNL KESOUIN\RT&T_PRT.RES Abstained Richard C. Shickle Aye Margaret B. Douglas Ave Robert M. Sager A COPY ATTEST Aye Aye John R iley, Jr - Frederick County Ad mi strator REZONING REQUEST PROFFER Property Identification Number 75 -A -2D R T & T PARTNERSHIP (Kernstown Business Park) Pursuant to Section 15.2-2296 et. seq. of the Code of Virginia, 1950, as amended, and the provisions of the Frederick County Zoning Ordinance with respect to conditional zoning, the undersigned applicants hereby proffers that in the event the Board of Supervisors of Frederick County, Virginia, shall approve Rezoning Application #011-98 for the rezoning of 17.84 acres from B-2, Business General District to B-3, Industrial Transition District, development of the subject property shall be done in conformity with the terms and conditions set forth herein, except to the extent that such terms and conditions may be subsequently amended or revised by the applicants and such be approved by the Frederick County Board of Supervisors in accordance with Virginia law. In the event that such rezoning is not granted, then these proffers shall be deemed withdrawn and of no effect whatsoever. These proffers shall be binding upon the applicant and their legal successors or assigns. PROFFERED CONDITIONS A strip of land sixty (60) feet in width shall be dedicated to the County of Frederick for the purpose of providing a future collector road which will connect Valley Pike (Route 11) with Shady Elm Road (Route 651). Tile location of this dedicated strip of land is from the end of Prosperity Drive to the western limits of parcel 75-A-21), as demonstrated on the attached plat which is referred to as Exhibit 1. This voluntary dedication of land shall be valid for as long as the Winchester Area Transportation Plan i.denti.fies this area as a potential route for a collector road between Route 11 South and Route 651, due to the possible expansion or change of the I-81 - Route 37 South Interchange. This shall not be used for any private expansion of a road or development of private lands to the west or south of this land. If, after eight years from the date signed, this land has not been used or is not in the definite plans as a collector road between Route 11 and Route 651, land will reve t back to the owner of record of each parcel. THOMAS C. BAKER, PARTNER DATE THOMAS C. GLASS RALP GREGOffY DATE �f "/,A,�DAT, STATE OF VIRGINIA, AT LARGE CITY/COUNTY OF FREDERICK, To -wit: Sworn to and acknowledged before me, a Notary Public, in and for the state of Virginia, this a day of October, 1998, by Thomas C. Baker, Partner, Thomas C. Glass, Partner and Ralph Gregory, Partner of R T & T Partnership. MY COMMISSION EXPIRES May 31, 2002 NOTARY Frederick County, Virginia Master Development Plan Application Package 1 5 Ani ti r. j :_Cit APPLICATION MASTER DEVELOPMENT PLAN 1. Project Title: Renaissance Commercial Center 2. Owner's Name Jasbo, Inc. & Alizarin Crimson, LLC (Please list name of all owners or parties in interest) 3. Applicant: Greenway Engineering Address: 151 Windy Hill Lane Winchester, VA 22602 Phone Number: 540-662-4185 4. Design Greenway Engineering Company: Address: Same Phone Number: Same Contact Name: Evan Wyatt, AICP Frederick County, Virginia Master Development Plan Application Package 5. Location of Property Valley Pike (Route 11), 200' south of intersection of Prosperity Drive and Valley Pike 6. Total Acreage: 22.10 acres 7. Property Information a) Property Identification Number (PIN): b) Current Zoning: c) Present Use: d) Proposed Uses: e) Adjoining Property Information: 75-A-2, 75-A-213, 75 -A -2C, 75 -A -2R B2 and B3 75-A-2, 75-A-213, 75 -A -2R: Vacant 75 -A -2C: Commercial Commercial f) Magisterial District: Property Uses Commercial, Agricultural Commercial, Dept Motor Vehicles, Religious Commercial Agricultural Back Creek 8. Is this an original or amended Master Development Plan? Original ® Amended ❑ I have read the material included in this package and understand what is required by the Frederick County Department of Planning and Development. I also understand that the master development plan shall include all contiguous land under single or common ownership. All required material will be complete prior to the submission of my master development plan application. Signature: f Date: 10-7 Property Identification Numbers North 75 -A -2H, 75 -A -2I, 75 -A -2J, 75 -A -2Q, 75-A-1 South 75-3-9, 75-3-21, 75 -A -2A, 75-A-12 East 75 -A -2G, 75 -A -11C West 75-A-71 f) Magisterial District: Property Uses Commercial, Agricultural Commercial, Dept Motor Vehicles, Religious Commercial Agricultural Back Creek 8. Is this an original or amended Master Development Plan? Original ® Amended ❑ I have read the material included in this package and understand what is required by the Frederick County Department of Planning and Development. I also understand that the master development plan shall include all contiguous land under single or common ownership. All required material will be complete prior to the submission of my master development plan application. Signature: f Date: 10-7 Special Limited Power of Attorney County of Frederick, Virginia Frederick Planning Web Site: www.co.frederick.va.us Department of Planning & Development, County of Frederick, Virginia, 107 North Kent Street, Suite 202 vVv mchester, .:rg::,:a 22601 Phone 540-665-5651 Facsimile 540-665-6395 Planning Office, County of Frederick, Virginia, 107 Kent Street, Winchester, Virginia 22601 Phone 540-665-5651 Facsimile 540-665-6395 Know All Men By These Presents: That I (We) (Name) Alizarin Crimson. LLC (Phone) (540) 869-1800 (Address) PO Box 480 Stephens City VA 22655 the owner(s) of all those tracts or parcels of land ("Property") conveyed to me (us), by deed recorded in the Clerk's Office of the Circuit Court of the County of Frederick, Virginia, by Instrument No. 060001.096 on Page Instrument No. 060013844on Page and is described as Parcel: 75 Lot: 2B Block: A Section: Subdivision: Parcel: 75 Lot: 2R Block: A Section: Subdivision: do hereby make, constitute and appoint: (Name) Greenway Engineering (Phone) (540) 662-4185 (Address) 151 Windy Hill Lane Winchester, VA 22602 To act as my true and lawful attorney-in-fact for and in my (our) name, place and stead with full power and authority I (we) would have if acting personally to file planning application for my (our) above describer) Property, including: ❑ Rezoning (Including proffers) ❑ Conditional Use Permits ® Master Development Plan (Preliminary and Final) ❑ Subdivision ❑ Site Plan ❑ Comprehensive Policy Plan Amendment My attorney-in-fact shall have the authority to offer proffered conditions and to make amendments to previously approved proffered conditions except as follows: This authorization shall expire one year from the day it is signed, or until it is otherwise rescinded or modified. In witness thereof, I (we) have hereto set my (our) hand and seal this _14�1day of 6tb'&200'1 Signature(s) State of Virginia, City/(ou�ft {fCtdk Q'o wit: I, D'b71ya, L .]1°e,,(i50 a Notary Public in and for the jurisdiction aforesaid, certify that the person(s) who signed to the foregoing instrument and who I (are) known to me, personally appeared before me and has ack ^ ledged the same before me in the jurisdiction aforesaid this 4-f 6o day of j200 -7 •� ��(� t�/vC�e� My Commission Expires: 2-Zq 1 2608 Notary Public Special Limited Power of Attorney County of Frederick, Virginia Frederick Planning Web Site: www.co.frederick.va.us Department of Planning & Development, County of Frederick, Virginia, 107 North Kent Street, Suite 202 Winchester, Virginia 22601 Phone 540-665-5651 Facsimile 540-665-6395 Planning Office, County of Frederick, Virginia, 107 Kent Street, Winchester, Virginia 22601 Phone 540-665-5651 Facsimile 540-665-6395 Know All Men By These Presents: That I (We) (Name) Jasbo, Inc. (Phone) (540) 869-1800 (Address) PO Box 480 Stephens City, VA 22655 the owner(s) of all those tracts or parcels of land ("Property") conveyed to me (us), by deed recorded in the Clerk's Office of the Circuit Court of the County of Frederick, Virginia, by Instrument No. 050014247 on Page Instrument No. 050004466 on Page , and is described as Parcel: 75 Lot: 2 Block: A Section: Subdivision: _ Parcel: 75 Lot: 2C Block: A Section: Subdivision: do hereby make, constitute and appoint: (Name) Greenway Engineering (Phone) (540) 662-4185 (Address) 151 Windy Hill Lane Winchester, VA 22602 To act as my true and lawful attorney-in-fact for and in my (our) name, place and stead with full power and authority I (we) would have if acting personally to file planning application for my (our) above described Property, including: ❑ Rezoning (Including proffers) ❑ Conditional Use Permits ® Master Development Plan (Preliminary and Final) ❑ Subdivision ❑ Site Plan ❑ Comprehensive Policy Plan Amendment My attorney-in-fact shall have the authority to offer proffered conditions and to make amendments to previously approved proffered conditions except as follows: This authorization shall expire one year from the day it is signed, or until it is otherwise rescinded or modified. In witness thereof, I (we) have hereto set my (our) hand and seal this 41 V, day of I t6j 200 -7 Signature(s) State of Virginia, City/ ount f54yy:�-wit: I, boyina (. "eil a Notary Public in and for the jurisdiction aforesaid, certify that the person(s) who signed to the foregoing instrument and who I (are) known to me, personally appeared before me and has ack wledged the same before me in the jurisdiction aforesaid this J44h, day of MX64 200 . My Commission Expires: Z Notary Public A Traffic Impact Analysis of the Renaissance Commercial Center Located in: Frederick County, Virginia Prepared for: Bowman -Shoemaker Companies P.O. Box 480 Stephens City, VA 22655 Prepared by: Patton Harris Rust & Associates, pc Engneers. Surveyors, Planners. LcndsccpeArchitects, RA10212 Governor Lane Boulevard Suite 1007 Williarnsport,H Maryland 21795 T 301.223.4010 • F 301.223.6831 February 23, 2007 OVERVIEW Report Summary Patton Harris Rust & Associates, pc (PHR+A) has prepared this document to present the traffic impacts associated with the proposed Renaissance Commercial Center development located along the west side of Route 11, south of Prosperity Drive in Frederick County, Virginia. The proposed project is to be comprised of 97,500 square feet of office and 95,00 square feet of retail. Access to the development will be provided via a proposed site -driveway located along Route 11 and the existing Prosperity Drive. Build- out is anticipated to occur by the Year 2010 over one transportation phase. Figure 1 is provided to illustrate the location of the proposed Renaissance Commercial Center development with respect to the surrounding roadway network. Methodology The traffic impacts accompanying the Renaissance Commercial Center development were obtained through the following sequence of activities: • Assessment of background traffic including other planned projects in the study area; • Calculation of trip generation for the proposed Renaissance Commercial Center development; o Distribution and assignment of the Renaissance Commercial Center development -generated trips onto the study area roadway network; • Analysis of capacity and level of service using the latest version of the highway capacity software, HCS+, for existing and future conditions. A Traffic Impact Analysis of the Renaissance Commercial Center PH RA Project Number: 14948-1-0 February 23, 2006 Page I I No Scale c K?e Ilk eo4P� trtlp Dr Ilk Jt fy pY_� t comtm°nwealth Ct # 5� ttn ? .3 SITE '� Qr .. Bartonsvl Ile r 1 � ` , Owl Ln 4P Or c N n9 H Figure 1 Vicinity Map - Renaissance Commercial Center, Frederick County, VA PR+AH A Traffic Impact Analysis of the Kenatssance C.ommerciat Center Project Number: 14948-1 -0 February 23, 2006 Page EXISTING CONDITIONS PHR+A conducted AM and PM peak hour manual turning movement counts at the intersection. of Prosperity Drive/Route 11. ADT (.Average Daily Traffic) was established along each of the study area roadway links using a "k" factor (the ratio of PM peak hour traffic volumes to 24-hour traffic volumes) of 9.0% based on the published Virginia Department of Transportation (VDOT) traffic count data. Figure 2 shows the existing ADT (Average Daily Trips) and AM/PM peak hour traffic volumes at key locations throughout the study area roadway network. Figure 3 illustrates the respective existing lane geometry and levels of service. All traffic count data and HCS+ levels of service worksheets are included in the Appendix section of this report. A Traffic Impact Analysis of the Renaissance Commercial Center R+A Project Number: 14948-]-0 H February 23, 2006 PPage 3 No Scale n 0 Figure 2 ti N�1 os �SjJ2 dliGc, 6(S I**,a* 1,,0(0 Z �N Q0 ap SITE �� F tz a s; few b`�ssa Existing Traffic Conditions AM Peak Hour (PM Peak Hour) A Traffic Impact Analysis of the Kenatssance t✓omrnerciai t-eneei Project Number: 14948-1-0 P RA February 23, 2006 H Page 4 No Scale 11 F' � Unsignalized Q' A Intersection 0s �7 � brfGErf� U SITE s ee e 11 Denotes Center Turn Lane T A AM Peak Hour (PM Peak Hour) IJT J? \ * Denotes Critical Left -turn Movement Figure 3 Existing Lane Geometry and Levels of Service A Traffic Impact Anahsis of the Renaissance Commercial Center L `A Project Number: 14948-1-0 H February 23, 2006 PPage 5 2010 BACKGROUND CONDITIONS Based upon the VDOT (Virginia Department of Transportation) historical average daily traffic data, a growth rate of 5% was calculated and applied to Route l I to obtain the 2010 base conditions. Additionally, PHR+A included specific future developments located within the vicinity of the proposed site. Using the 7th Edition of the Institute of Transportation Engineers' (ITE) Trip Generation Report, PHR+A has provided Tables la thru le to summarize the 2010 "other developments" trip generation. Figure 4 shows the location of the background developments within the vicinity of the proposed development. Figure 5 shows the 2010 background ADT and AM/PM peak hour traffic volumes at key locations throughout the study area. Figure 6 shows the 2010 background lane geometry and AM/PM peak hour levels of service. All HCS+ levels of service worksheets are included in the Appendix section of this report. Table la 2010 "Other Developments" - Kernstown Commons Trip Generation Summary Code Land Use Amount In AM Peak Hour Out Total In PM Peak Hour Out Total ADT Kernstown Commons (From Limited Access Break Report dated February, 2006) 310 Hotel 120 rooms 31 20 51 38 33 71 701 444 Theater w/ Mat. 16 screens 11 3 14 129 194 324 2,453 820 Retail 85,500 SF 87 56 142 271 294 565 6,134 853 Conven. Mart w\pumps 4,250 SF 97 97 194 129 129 258 3,594 912 Drive-in Bank 3,500 SF 24 19 43 80 80 160 895 932 H -T Restaurant 6,000 SF 36 33 69 40 26 66 763 932 H -T Restaurant 4,000 SF 24 22 46 27 17 44 509 932 H -T Restaurant 6,000 SF 36 33 69 40 26 66 763 932 H -T Restaurant 6,000 SF 36 33 69 40 26 66 763 934 Fast Food w/ DT 3,500 SF 95 91 186 63 58 121 1,736 Total 477 407 884 856 882 1,738 18,310 *Total Pass By 25 25 50 62 62 124 1,459 Total "New Trips": 452 382 833 794 820 1,614 16,851 *Pass By trips are Yttteen percent t i r t or total reran ucvcwpiII—L -1. A Traffic /mnact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 P } February 23, 2006 H Page 6 Table lb 2010 "Other Developments" : Crosspointe Center Development (Phase Trip Generation Summary Code Land Use Amount In AM Peak Hour Out Total PM Peak Hour In Out Total ADT 210 Single -Family Detached 775 units 138 414 552 435 245 679 7,750 230 Townhouse/Condo 200 units 15 74 89 73 36 109 1,740 253 Elderly Housing - Attach 100 units 4 3 7 6 4 10 348 710 Office 90,000 SF 151 21 171 31 150 180 1,224 820 Retail 440,000 SF 236 151 386 801 868 1,669 17,673 1,653 15,910 Total Tris 544 661 1,205 1,346 1,302 2,648 28,735 Total Internal 80 80 159 330 330 660 - 6,954 Total Pass -by 29 29 58 125 125 250 2,651 Total "New Trips" 435 553 988 890 847 1,737 19,130 Table Ic 2010 "Other Developments": Volvo Car Delarship Trip Generation Summary Table Id 2010 "Other Developments" : Ryland/Russell Property Trip Generation Summary AM Peak Hour PM Peak Hour In Code Land Use Amount In Out Total In Out Total ADT 841 Car Sales 23,446 SF 36 12 48 27 43 70 782 Total Tris 36 12 48 27 43 70 782 Table Id 2010 "Other Developments" : Ryland/Russell Property Trip Generation Summary PHizn A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 February 23, 2006 Page 7 In AM Peak Hour Out Total In PM Peak Hour Out Total ADT 110 Light Industrial 470,448 SF 410 56 466 61 448 509 3,412 210 Single -Family Detached 233 units 43 129 173 145 85 230 2,330 230 Townhouse/Condo 123 units 10 51 61 48 24 71 1,070 820 Retail 156,816 SF 125 80 205 404 438 842 9,098 Total 588 316 904 658 995 1,653 15,910 PHizn A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 February 23, 2006 Page 7 Table le 2010 "Other Developments": Villages at Artrip (Phase 2) Code Land Use Amount AM Peak Hour In Out Total PM Peak Hour In Out Total A 1)T Land Bay A 210 Single -Family Detached 102 units 20 60 81 69 40 109 1,017 230 Townhouse/Condo 438 units 29 140 168 135 67 202 3,811 820 Retail 10,000 SF 24 15 39 66 71 137 1,520 Land Bay B 210 Single -Family Detached 37 units 9 27 36 28 16 44 373 Land Bay C 488 Soccer Complex 3 field 2 2 4 43 19 62 214 Total Tris 84 244 328 340 214 554 6,935 Total Internal 1 1 2 16 16 31 107 Total "New Tri s" 83 243 326 325 198 523 6,828 A Traffic Impact Analysis of the Renaissance Commercial Center PH Project Number: 14948 1-0 RA February 23, 2006 8 Page 8 No Scale ComttiomaaIth Ct r 3 {� t Crosspointe Kernstowo e 3 Center n QCommons r C = SITE,�, .. Volvo Spy' Delarsh�p • Or Ba►tonsville Cr" k Artnp Development Rayland p t Russell i�. Figure 4 Location Map - 2010 Background Developments A Traffic Impact Analysis of the Renaissance Commercial Center PH Project Number: 14948-I-0 R+A February 23, 2006 Page 9 No Scale ^1 O-1 11 N O� ,yq' ti b NY � � b Ar os (62)V drf`C- 7(6- (19�z 4 �j �� -N !N SITE b` � 12 � s q� fte Ori` , e� P ay `11`,s �s rJe�e II dry` 2(6)(3 e� pp ^1 11 Sti AM Peak Hour (PM Peak Hour) M1 N RON Figure 5 2010 Background Traffic Conditions A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 PH + February 23, 2006 Page 10 No Scale Signalized "Suggested" Intersection Improvements" LOS=B(B) Signalization NB/SB - 1 thru/ri ht 1 � Aw 11 SITE n ,� , � Unsignalized Intersection Af � r Jd `� dy �`fs �sd ffye e Unsignalized t-0 Intersection df����0 �dy Signalized "Suggested Intersection Improvements" LOS--B(C) Signalization `� 11 Denotes Center Turn Lane AM Peak Hour (PM Peak Hour) * Denotes Critical Left -turn Movement Figure 6 2010 Background Lane Geometry and Levels of Service PHP A Traffic lntpact Analysis ofthe Renaissance Commercial Center nProject Number: 14948 1-0 L 1 February 23, e I I Page ] ] TRIP GENERATION Using the 7th Edition of the Institute of Transportation Engineers' (ITE) Trip Generation Report, PHR+A has prepared Table 2 to summarize the trip generation for the proposed Renaissance Commercial Center. Table 2 Proposed Development: Renaissance Commercial Center T.- .. Co.,n.a 4iw G�mmary Code Land Use Amount In AM Peak Out Hour Total In PM Peak Hour Out Total ADT 710 Office 97,500 SF 162 22 184 32 156 188 1,308 820 Retail 95,000 SF 93 59 152 290 315 605 6,568 Total 254 81 336 322 471 793 7,877 TRIP DISTRIBUTION AND TRIP ASSIGNMENT The distributions of trips for the Renaissance Commercial Center are shown in Figure 7 and were based upon local travel patterns for the surrounding roadway network. Figure 8 shows the respective development -generated AM/PM peak hour trips and ADT assignments. 2010 BUILD -OUT CONDITIONS The Renaissance Commercial Center development assigned trips (Figure 8) were added to the 2010 background traffic volumes (Figure 5) to obtain 2010 build -out conditions. In addition, construction of the Renaissance Commercial Center site -driveway will provide an alternative route for traffic using Prosperity Drive. Therefore, a portion of existing traffic was re-routed from Prosperity Drive to the Renaissance site -driveway. Figure 9 shows the 2010 build -out ADT and AM/PM peak hour traffic volumes at key locations within the study area. Figure 10 shows the respective 2010 build -out lane geometry and AM/PM peak hour levels of service. All HCS+ levels of service worksheets are included in the Appendix section of this report. A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 PHP + February 23, 2006 Page 12 No Scale 85% 11 Aro s �ri� er;t e SITE safe Ge �d .Y dr;G e 11 15% nT TP+n Figure 7 Trip Distribution Percentages A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1 -0 February 23, PH Page 13 No Scale 11 ,�\ 1 ^�bti s riper�t SITE dn. a pe ��y etas GC, L, l2 �6 TAM Peak Hour (PM Peak Hour) Figure 8 Development -Generated Trip Assignments A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 PHPN-A + February 23, 2006 Page 14 No Scale ' '� r 0(6J ti n� tiN SITE 3j-4 r�J0 v���2�(�)G3� 11 IS, AM Peak Hour (PM Peak Hour) Pr TR+/ \ , Figure 9 2010 Build -out Traffic Conditions A Traffic Impact Anahsis of the Renaissance Commercial Center Project Number: 14948-1-0 H February 23, 200615 Page 15 No Scale * G� F' Unsignalized 404 17 - Intersection � do erif � 1Mg* UnstgnaLzed Intersection ay i� Signalized "Suggested ,tatersection Improvements" LOS=B(C) Signalization NB - I left & I thru SB - I thru/right EB - I left & I thru/right 1QQ (Oc.a* 11 c Denotes Center Turn Lane AM Peak Hour (PM Peak Hour) * Denotes Critical Left -turn Movement Figure 10 2010 Build -out Lane Geometry and Levels of Service A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 PH + February 23, 2006 Page 16 CONCLUSION The traffic impacts associated with the proposed Renaissance Commercial Center development are acceptable and manageable. Assuming the suggested improvements, all intersections will maintain overall levels of service "C" or better during 2010 build -out conditions. The following describes the suggested roadway improvements for each of the study area intersections as shown in Figure 6 and 10. + Route II/Prosperity Drive: Traffic signalization along with a northbound and southbound shared thru/right lane will be required to maintain acceptable levels of service during 2010 background and build -out conditions • Route I ]/Renaissance Drive: Traffic signalization will be required to maintain acceptable levels of service during 2010 background conditions. An eastbound leg (fourth leg) will be added to the intersection during 2010 build -out conditions. In addition, a northbound left and through lane, a southbound through/right shared lane and an eastbound left and through/right shared lane will be required to maintain acceptable levels of service during 2010 build -out conditions. A Traffic Impact Analysis of the Renaissance Commercial Center Project Number: 14948-1-0 H February 23, 200617 Page 17 GENERAL NOTES VD0T GENERAL NOTES LEGEND VICINITY MAP 1. Methods and materials used in the construction of the improvements herein shall conform to the current Vl. All work on this project shall conform to the current editions of and latest revisions to the Virginia EXISTING OTTERMEDfATE CONTOUR County construction standards and specifications and/or current VDOT standards and specifications. Department of Transportation (VDOT) Road and Bridge Specifications and Standards, the Virginia Erosion and -x-330"�� SCALE: 1" = 2000' Sediment Control Regulations, and any other applicable state, federal or local regulations. In case of a EXISTING INDEX CONTOUR 330 2. Measures to control erosion and siltation, including detention ponds serving as silt basins during discrepancy or conflict between the Standards or Specifications and Regulations, the most stringent shall PROPOSED CONTOUR 00Mconstruction, must be provided prior to issuance of the site development permit. The approval of these plans fn govern. 400 /sem no way relieves the developer or his agent of the responsibilities contained in the Virginia Erosion and Sediment EXfSTING EDGE OF PAVEMENT EX E/P i■. ■i Control Handbook. V2. All construction shall comply with the latest U.S. Department of Labor, Occupational Safety and Health PROPOSED EDGE OF PAVEMENT PROP E/P v LU 3. A permit must be obtained from the Office of the Resident Engineer, Virginia Department of Transportation Administration (OSHA), and Virginia Occupational Safety & Health (VOSH) Rules and Regulations. LU EXISTING CURB AND GUTTER EX C&G LU VDOT and Frederick Count g right-of-way. V3. When working within VDOT right-of-way, all traffic control, whether permanent or temporary, shall be in � ) y prior to construction in existing State ri ht-of-wa �R accordance with the current edition of VDOPROP C&G T's Work Area Protection Manual. Furthermore, all traffic control PROPOSED CURB AND GUTTER 4. Approval of this pian does not guarantee issuance of an entrance permit by VDOT when such permit is flaggers must be certified in accordance with Section 104.04(c) of the VDOT Road and Bridge Specifications. required under State law. TRANSITION FROM CG -6 TO CG -6R CG -6 Q CG -6R 5.V4 The developer shall be responsible for relocating, at his expense, any and all utilities, includingtraffic � � w The exact location of all guard rails w01 be determined by VDOT th personnel. "A joint inspection rtll be held signal poles, function boxes, controllers, etc., owned b VDOT or with the Developer, County Representatives, and Representatives of the Virginia Department of Transportation Y private /public utility companies. It is the EXISTING TELEPHONE UNE o m VDOT to determine it and where guard rail and of sole responsibility of the developer to locate and identify utility facilities or items that may be in conflict `,,� g F �� nmi m g / paved ditches will be needed. The developer vrHl be with the proposed construction activity. VDOT approval of these plans does not indemnity the developer from PROPOSED TELEPHONE LINE � a a responsible for providing guardrail and y j p this responsibility, g)IS�G STORM SERER EX. 15" RCP a 'fix ✓'f�'+oyq Q q a u p p g g paved ditches as determined b this joint inspection." Refer to Virginia Department of Transportation (VDOT) Guard Reil and Paved Ditch Specifications. --` m � m V5. Design features relating to field construction, regulations, and control or safety of traffic may be subject PROP. 15" RCP m I W 6. An approved set of plans and all applicable permits must be available at the construction site. Also, a to change as deemed necessary by VDOT. Any additional expense incurred as a result of any field revision PROPOSED STORM SEWER representative of the developer must be available at all times. shall be the responsibility of the developer. rN EXISTING SANITARY SEWER Z y; 7. Warning signs, markers, barricades or flagmen should be in accordance with the Manual on Uniform Traffic V6. Prior to initiation of work, the contractor shall be responsible for acquiring all necessary VDOT land use PROPOSED SANITARY SEWER El - 'd 'j o Control Devices (MUTCD). permits for any work within VDOT right-of-way.LU ,G W� m S. All unsuitable material shall be removed from the construction limits of the roadwaybefore placing V7. If required b the local VDOT Residency Office, a EXISTING ELECTRIC SERVICE o P 8 4 Y y pre-conatructton conference shall be arra¢ged end held ^'� F embankment. by the engineer and/or developer with the attendance of the contractor, various County agencies, utility PROPOSED ELECTRIC SERVICE companies and VDOT prior to initiation of work. 9. All pavement sections on the approved plans are based on a minimum CBR value of 6. CBR values less EXISTING GAS LINE SHEET INDEX2. than 6 will require revised pavement section prepared by Greenway Engineering and approved by the owner. V8. The contractor shall notify the local VDOT Residency Office when work is to begin or cease for any COVER SHEET wa undetermined length of time. VDOT requires and shall receive 48 hours advance notice prior to any required PROPOSED GAS LME SHEET 1 10. All roadside ditches at grades of more than 5% shall be paved with cement concrete to the limits indicated or requested dnspection. PROPERTY LING OVERALL MASTER DEVELOPMENT PLAN REQUIREMENTS SHEET 2 q 4 on the plans and as required at the field inspection. V9. The contractor shall be responsible for maintaining adequate access to the project from the adjacent 11. All springs shall be capped and piped to the nearest storm sewer manholes or curb inlet. The pipe shall public roadway via a construction entrance that is constructed and maintained in accordance with Section FLOW LME ........ w r be minimum 6" diameter and conform to VDOT standard SB -1. 3.02 of the Virginia Erosion and Sediment Control Handbook. Furthermore, access to other properties affected FENCEDNE by this project shall be maintained through construction. The Developer shell have, within the limits of the 12. Construction debris shell be containerized in accordance with the Virginia Litter Control Act; no less than project, an employee certified by the Virginia Department of Conservation and Recreation (VDCR) in Erosion THESE PLANS ARE IN CONFORMANCE WITH FREDERICK COUNTY STANDARDS AND ORDINANCE one litter receptacle shall be provided at the construction site. and Sediment Control who shall inspect erosion and siltation control devices and measures on a continuous EXISTING POWER POLE S. ANY DEVIATION 13. The contractor shall provide adequate means of cleaning mud from trucks and/or other equipment prior to basis for proper installation and operation. Deficiencies shall be promptly rectified. EXISTING TELEPHONE PEDESTAL ❑ OR CHANGE IN THESE PLANS SHALL BE APPROVED BY THE ZONING ADMINISTRATOR PRIOR TO CONSTRUCTION entering public streets, and it Is the contractors responsibility to clean streets, allay dust, and to take VIC. Contractor shall ensure adequate drainage is achieved and maintained on the site during and at the end EXISTMG WATERLINE W/ TEE TTI PROJECT INFORMATION whatever measures are necessary to insure that the streets are maintained in a clean, mud and dust free of construction. condition at all times. PROPOSED WATERLINE W/ TEE TTI z VII. All water and sewer lines within existing or proposed VDOT right-of-way shall have a minimum PROPOSED , PROPERTY ID# OWNER ACREAGE ZONING PROPOSED USE O 14. Notification shall be given to the appropriate utility company prior to construction of water and/or sanitary thirty-six (36) inches cover and when possible shall be installed under roadway drainage facilities at conflict EXISTING sewer lines. Information should also be obtained from the appropriate authority concerning permits, cut sheets, points. and connections to existing lines. EXISTING WATER VALVE 75-((A))-2 JASBO, INC. 7.95 B2 COMMERCIAL V12. Any unusual subsurface conditions (e.g., unsuitable soils, springs, sinkholes, voids, caves, etc.) encountered W 15. All sanitary sewers and water mains and appurtenances shall be constructed in accordance with the current during the course of construction shall be immediate) brought to the attention of the engineer and VDOT. PROPOSED WATER METER ® 75 -((A)) -2B ALIZARIN CRIMSON, LLC. COMMERCIAL. E g 2.89 B2 standards and specifications of the Frederick County Sanitation Authority. Work shall cease in that vicinity until an adequate design can be determined by the engineer and approved PROPOSED REDUCER by VDOT. 75 -((A)) -2C JASBO, INC. 16. The location of existing utilities shown in these plane are taken from existing records. It shall be the 7 9.71 B3 COMMERCIAL contractors responsibility to verify the exact horizontal and vertical location of all existing utilities as needed V13. All Pill areas, borrow material and undercut areas shall be inspected and approved by a VDOT STOP SIGN prior to construction. The contractor shall inform the engineer of any conflicts arising from his existing representative prior to placement and fill. Where CBR testing is required, a VDOT representative shall be 75- A ALIZARIN CRIMSON, LLC. utility verification and the proposed construction. present to insure the sample obtained is representative of the location. When soil samples we submitted to PARRING INDICATOR Q (( ))-2R 1.55 B3 COMMERCIAL private laboratories for testing, the samples shall be clearly identified and labeled as belonging to a project INDICATES THE NUMBER OF TYPICAL PAREING SPACES T2 17. The developer will be responsible for any damage to the existing streets and utilities which occurs as a to be accepted by VDOT and that testing shall be performed in accordance with all applicable VDOT standards TOTAL ACREAGE 22,10 M21 result of his construction project within or contiguous to the existing right-of-way. and procedures. HANDICAP PARSING 18. When radia isg g proposed within easements of utilities, letters of permission from ell involved companies V14. All roadway [Dl, base, subgrade material, end backfill to utility/storm sewer trenches shall be compacted must be provided to Frederick County Public Works Department prior to issuance of grading and/or site in six (6) Inch lifts to 95% of theoretical maximum density as determined by AASHTO T-99 Method A, within VEHICLES PER DAY COUNT 100 development permits. plus or minus 2% of optimum moisture for the full width of any dedicated street right-of-way. At the 19. The developer will be responsible for the relocation of any utilities which is required as a result of his direction of VDOT, density tests shall be performed by a qualified independent agency in accordance with VDOT PROPOSED BUILDING ENTRANCE �- Road and Bridge Specifications. Certified copies of teat reports shall be submitted to VDOT daily, unless OPp project. The relocation should be done prior to construction. specified otherwise. PROPOSED STREET NAME SIGN 20. These plans identify the location of all known gravesites. Gravesites shown on this plan will be protected V15. VDOT Stamdard CD and UD underdrains shall be installed where indicated on these plena and/or as PROPOSED SANITARY LATERAL CLEANOUT 'may in accordance with state law. In the event gravesites are discovered during construction, the owner and specified by VDOT. U RA L. K LER engineer must be notified immediately. SANITARY MANHOLE IDENTIFIER 12 NOTE' PUBLIC WATER & SEWER SERVICE IS BEING PROVIDED AND IS AVAILABLE FROM A No. 32809 21. The contractor is to verity held conditions prior to and duringconstruction and notify Greenway IIa lneerin V16. The installation o2 any ends aces and mailboxes within any dedicated street right -o[ -way shell meet THE SANITATION AUTHORITY. q e Y g 8 VDOT minimum design standards and is the responsibility of the developer. p at (540) 882-4185 immediately of any discrepancies between actual field conditions and the approved plan. HISTORICAL STRUCTURES OR SITES NARRATIVE o j3-414-Zoo7.�' V17. Prior to WDOT acceptance of any streets, all required street signage and/or 8 STORM DRAM STRUCTURE IDENTIFIER OB THERE ARE NO HISTORIC STRUCTURES OR SITES EXISTING ON THE SUBJECT ti pavement markings shall be PROPERTIES SSrONALG 22. Controlled fills shell be compacted to 95% applicable. maximum sity[ty as determined by method "re per standard installed by the developer or, at VDOT's discretion, by VDOT on an account receivable basis following the EST , DIMENSIONAL AND INTENSITY RFOUIR MENT proctor AASHTO-nee ASTM result or VTOLte as rerickDensity shall be certified o a registered Manual On Unhform Traffic Control Devices. geotechnical professional engineer and results submitted o Frederick County prior to pavement construction. If a THE FOLLOWING TABLE DESRIBES THE DIMENSIONAL AND INTENSITY REQUIREMENTS FOR geotechnical report has been prepared, it should supersede the requirements in this note. V18. The developer shall provide the VDOT Residency Office with a list of all material sources prior to the CENTERLINE THE BUSINESS AND INDUSTRIAL DISTRICTS: 23. Contractors shall notifyoperators who maintain underground utilitylines in the area of proposed excavattn start of construction. Copies of all invoices for materials utilized within any dedicated street right-of-way EXISTING SPOT ELEVATION 735.4 or blasting at least two 2 workin da but not more than ten 10 working da p P g must be provided to the local VDOT Residency Office prior to acceptance of the work. Unit and total prices X REQUIREMENT B2 B3 E () E days, ( ) g ys, prior to commencement of may be obscured. PROPOS® SPOT ELEVATION 35b Q M excavation or demolition. Names and telephone numbers of the and operators underground utility lines in X 50 50 CC Frederick EXISTING TREE LINE FRONT YARD SETBACK ON PRIMARY County appear below. These numbers shell also be used to serve in an emergency condition. V39. Aggregate base and subbase materials shell be placed on subgrade by means of a mechanical spreader. (FEET) Density will be determined using the density control strip in accordance with Section 304 of the VDOT Road OR ARTERIAL HIGHWAYS ( L 24. All utilities to be located underground. and Bridge Specifications and VTM-10. A certified compaction technician shall perform these tests. CertifiedSURVEY AND TOPOGRAPHIC INFORMATION FRONT YARD SETBACK ON COLLECTOR 35 35 Z checking OR MINOR STREETS (FEET) 25. All outdoor lighting must be shielded from adjoining properties and road right -o[ -ways. copies of test reports shall be submitted to VDOT daily, unless specified otherwise. In addition to c stone depths, a VDOT representative shall be notified and given the opportunityto be present during the W construction and tearing of the density control strip. 1. Boundary survey was performed by: 0 15 a t \ � Note: An lace within these lana statin GreenwayEngineering, shall represent GreenwayEngineering, Inc. Dated: SIDE YARD SETBACKS (FEET) V FCSA CONSTRUCTION NOTES V20. Asphalt concrete pavements shall be placed in accordance with Section 315 of the VDOT Road and Bridge Specifications. Density shall be determined using the density control strip as specified in Section 315 and 2, Parisi, horizontal and vertical control surveys were REAR YARD SETBACKS FEET 0 15 44 1. The Authority's Water and Sewer Standards and Specifications are available at www.fesa-water.co VTM-76. A certified compaction technician shall perform these testa. Certified copies of test reports shall be Y (FEET) a+ submitted to VDOT daily, unless specified otherwise. A VDOT representative shall be notified and given the performed by: L=~ J F 2. The water and sanitary sewer portion of these plans are valid for two years from date of FCSA approval, opportunity to be present during the construction and testing of the control strip. (Year) FLOOR AREA TO LOT AREA RATIO (FAR) 1.0 1.0 z E- 3. The contractor shall adhere to the standards and specifications in effect at the time of construction. V21. In accordance with Section 302.03, the foundations for pipe culverts thirty 3. Aerial topographic mapping performed by: A p p y -six (36) inches and larger MINIMUM LANDSCAPE AREA 15 25 shall be explored below the bottom of the excavation to determine the type and condition of the foundation. Dated: (PERCENTAGE OF LOT AREA) M I 4. The contractor shall coordinate with, and arrange for inspection by, the Authority. The contractor shall report findings of foundation exploration to the engineer and VDOT for approval prior to WE the placing pipe. Foundation designs shall comply with Road and Bridge Standard PB -1. Where soft, yielding, OWNERS CERTIFICATE I z 5. The contractor shall tie-in a new newer line to an existing manhole by core drilling the manhole. or otherwise unsuitable foundation is encountered, the foundation design andMAXIMUM HEIGHT (FEET) 35 35 E" need for foundation .Z W E- stabilization shall be determined by the engineer and approved by VDOT. The foregoing Site Plan of the land of PROFFERS FOR PIN# 75 -A -2R W O 6. When an existing water main is tapped for the installation of a new line: a) The Authority shall furnish all labor and material.A STRIP OF LAND SDCTY (60) FEET IN WIDTH SHALL BE DEDICATED TO THE COUNTY OF a V22. Approval of these plena shell expire three (3) years from the date of the approval letter. JASBO LLC & ALIZARIN CRIMSON LLC FREDERICK FOR THE PURPOSE OF PROVIDING A FUTURE COLLECTOR ROAD WHICH WILL CONNECT b) The contractor must: is with the free consent and in accordance with the desires 1. make application and pay deposit V23. VDOT Standard CG -12 Curb Ramps shall be installed where indicated on these plans and/or as specified of the undersigned owners, properties and trustees if any. VALLEY PIKE (ROUTE 11) WITH SHADY ELM ROAD (ROUTE 851). THE LOCATION OF THIS DEDICATED STRIP OF LAND IS FROM THE END OF PROSPERITY DRIVE TO THE WESTERN LIMITS W O 2. mark the tap location. by VDOT. U 3. coordinate Installation with the engineering -assistant. OFPARCEL 75 -A -2D AS DEMONSTRATED ON THE ATTACHED PLAT WHICH IS REFERRED TO AS y U a V24. VDOT Standard Guardrail shall be installed where warranted and/or as proposed on these plans in EXHIBIT 1. DATE Cil x W 7. Exact locations of water and sewer services on new lines are to be coordinated with the Authority's Inspector. accordance with VDom installation criteria. Final approval of the guardrail layout to be given by VDOT after APPROVAL THE VOLUNTARY ON PLANATIONTIF LAND AREA ASA POTENTIAL ROUTE FORHA COLLECTOR AREA Q UJ W W 8. The Authority's maintenance department shall furnish and install all water meters through 2" in size. Brading is mostly complete. ROAD / 1 It is the contractor's responsibility to have the meter box assembly installed correctly. BETWEEN ROUTE 11 SOUTH AND ROUTE 651, DUE TO THE POSSIBLE EXPANSION OR CHANGE OF Before a permanent meter is installed: FIRE MARSHALL IS NOTE THE I-81 - ROUTE 37 SOUTH INTERCHANGE. THIS SHALL NOT BE USED FOR ANY PRIVATE H Z a) The meter box, with its frame and cover, must be properly aligned with the copperselter. EXPANSION OF A ROAD OR DEVELOPMENT OF PRIVATE LANDS TO THE WEST OF SOUTH OF THIS b The frame and cover shall be set to final LAND. grade. Fire lane markings and aivn FREDERICK COUNTY ADMINISTRATOR DATE <^ c) The distance between the top of the cover and the coppersetter shall to be between 18 and 21 inches. Any "No Parking" signs and yellow painted curb locations will be installed IF AFTER EIGHT YEARS FROM THE DATED SIGNED, HIS LAND HAS NOT BEEN USED OR IS NOT IN VJ d) All components of the meter box assembly shall be in proper working order. by field inspection at the direction of the Fire Marshall's Office. FREDERICK COUNTY DIRECTOR OF DATE THE DEFINITE PLANS FOR A COLLECTOR ROAD BETWEEN ROUTE Il AND ROUTE 651, THE LAND 9. For water and sewer services that connect to existing linea: ��//�� TRIP GENERATION DATA Project Name: PLANNING AND DEVELOPMENT WILL REVERT BACK TO THE OWNER OF RECORD OF EACH PARCEL. V/ fl) The location of the service lateral is to be coordinated with the Authority's engineering assistant. I Pro act Number: b) An Application for Service must made and fees paid before Werk will begin. AM PEAK HOUR PM PEAK HOUR ADT RENAISSANCE COMMERCIAL CENTER i 4613 C) The Authorityy shall furnish and in stall all 5/8", 3/4" and 1" water services. CODE USE AMOUNT d) For all 1 1/2" and 2" water services, the Authority shall make the tap and bring the piping to the IN OUT TOTAL IN OUT TOTAL W property line. The contractor shall furnish and install the meter vault assembly. The Authority will install the Magisterial District: meter. 710 OFFICE 97,500 SF 162 22 184 32 156 188 1,308 Date of Plan: (Month, Day, Year) e) The Authority will install all sewer laterals. 820 RETAIL 95,000 SF 93 59 152 290 315 805 8,568 BACK CREEK MARCH 2007 10. Any water service line must have a backflow prevention assembly (double check valve or RPZ, as required). The assembly must meet ASSE standard No. 1015 or 1013. TOTAL 254 81 336 322 471 793 7,877 Owner: Address, Including Zip Code & Telephone No. DATE: MARCH, 2007 11. All fire lines shall have a backflow prevention assembly (detector double check valve or RPZ, as required). UTILITY CONTACTS JASBO, INC. &ALIZARIN CRIMSON, LLC P.O.BOX 480 The assembly shall meet ASSE standard No. 1048 or 1047. Any exterior, privately owned fire line shall also have a STEPHENS CITY, VA 22655 fire service meter. This assembly shall be installed immediately before the backflow prevention unit. Radio read Water/ ]Frederick County Sanitation Authority Phone: Verizon (540) 869-1800 SCALE: NO SCALE remotes are required. Sewer: P.O. Box 1877 P.O. Box 17398 Developer: Address, Including Zip Code & Telephone No. Winchester, VA. 22604 Baltimore, MD 21297 P.O.BOX 480 DESIGNED BY: JSM 12. FCSA o review the mechanical plans) for design and material approval ve o the domestic water meter and 540 868-1061 JASBO INC & ALIZARIN CRIMSON, LLC STEPHENS CITY, VA 22655 its backflow prevention device, and/or 2) the fire service line's backflow ( ) (301) 954-8282 , prevention device. Power: Allegheny Power Gas: Shenandoah Gas Co. (540) 869-1800 FILE NO. 4813 HANDICAPPED PARKING NOTE P.O. Box 1458 P.O. Box 2400 Engineer Certifying Plan: Address, Including Zip Code & Telephone No. Hagerstown, 21741 Winchester, VA 22804 Handicapped parking spaces and aisles shall slope L'-800-854-33311 151 WINDY HILL LANE SHEET 01 OF 27 (540) 989-1111 GREENWAY ENGINEERING no greater than 2% in all directions. Virginia Utility Protection Service I-600-552-7001 WINCHESTER, VA 22602(540) 662-4185 07-84 R/IU 5' I 4' AS SQUIRED' B VOOT INSPECTOR AND INSTALLED PER VDOT DETAIS A9 REQNI�D - B VDOT INSPECTOR AND INSTALLED PER VDOT DETAIS I I TYPICAL SECTION RENAISSANCE DRIVE N.T.S. UMINOUS CONCRETE STANDARD 05-6 1/4"X COURSE I '-SUBBASE TYPICAL SECTION PROSPERITY DRIVE N.T.S. CONCRETE rt STANDARD COURSE -SUB BASE u y 4' 1 5' KZZK T R GRASS STRIP I RW ZONING DISTRICT BUFFER Ph 25' 0 25' INACTIVE C) w 10' N W HIGH OPAQUE ELEMENT W/3 29' PLAITS PER I0 LF. ACTIVE 1/3 DECIDUOUS AND 2/3 EVERG.REEN5 BUFFER AREA 01 SCREENING DETAIL 162 TREES REFERENCE SECTION 165-37D (7) BUFFER MODIFICATION FOR AREA #2 PA 25'i„#^ 25' INACTIVE Ci E N 10' 6' HIGHOPAQUE ELEMENT W/4 25' PLANTS PER I® LF. ACTIVE 1/) DECIDUQUS AND 1/2 EVERGREENS BUFFER AREA 02 SCREENING DETAIL 282 TREES C/O RARRIE HE111 DB, 558, M' RRA USE= E Ll TM. 1S -((A)) -2C JASBO W— W=446 D 3 4 j ¢ OF EXISTMG W ENTRANCE APPROX EX. HYDR N APPROX LOCATION 11"ALTH f;-= D =441, 16. ----- -----OER�� IZED {� SrZIfTAL— � __ _ — — — — — — FLOODPLAIN USE, PEPARTMENT OF 50 25 0 50 loo INTERSECTION OF US ROUTE 11 & PROPOSED RENAISSANCE DRIVE r -- SCALE: 1" = 50' MASTER DEVELOPMENT PLAN NARRATIVES 5cALE: 1" = 50' 0 4. THE OWNER WILL EXECUTE A SIGNALIZATION AGREEMENT WITH 1. A PHASING PLAN IS NOT PROPOSED FOR THE VDOT FOR THE TRAFFIC SIGNALIZATION AT THE INTERSECTION OF DEVELOPMENT OF THIS SITE VALLEY PIKE AND RENAISSANCE DRIVE. 2. THERE ARE NO HISTORIC STRUCTURES OR 5. ACCESS TO VALLEY PIKE (US ROUTE 11) SHALL BE LIMITED TO SITES EXISTING ON THE SUBJECT PROPERTIES RENAISSANCE DRIVE FOR CONTROLLED LEFT TURN MOVEMENTS 0 AND TO RIGHT -IN AND/OR RIGHT -OUT ACCESS MEETING VDOT 3. THE PROPOSED U2 URBAN 2 LANE ROADWAY AND FREDERICK COUNTY DESIGN CRITERIA DURING THE SITE COMPLIES WITH THE WINCHESTER/FREDERICK DEVELOPMENT PLAN APPROVAL PROCESS COUNTY MPO 2030 TRANSPORTATION PLAN Lu 6. EXISTING ENTRANCES TO BE ELIMINATED AT TIME THAT RENAISSANCE DRIVE IS CONSTRUCTED TO SERVE TAX MAP o PARCELS 75 -((A)) -2B AND 75 -((A)) -2C C/O RARRIE HE111 DB, 558, M' RRA USE= E Ll TM. 1S -((A)) -2C JASBO W— W=446 D 3 4 j ¢ OF EXISTMG W ENTRANCE APPROX EX. HYDR N APPROX LOCATION 11"ALTH VIRGINIA D =441, 16. K3 ZON FLOODPLAIN USE, PEPARTMENT OF M OR VE [CAL$ 0 r -- 0 L__ 0 ¢ OF EXISI 0 ENTRANCE TM. 154(3))-9 MILLER AUTO SALES, INC. DB, 193, PG, 559 ZONED= 152 USE, COMMERCIAL HENRY J. 4 NORA CARE DB, PG, ZONED, R4 FUSE= AGRICUTUAL ALS PROP. 'ROX. LOCATION HYDRANT N I TM. 1546 ALIZARIN CRIM60N, MSM 060001096 Z060: B2 USE: COMMERCIAL r a T.M. 1S -((A)) -I GARLAND E.\4 KATHERINE 10 PERRY 11492 ZONED= USE, ACM TUAL /ZONED: B3 USE: COMMERC ° OUNER AS JA 52158'32" W X083 TM. 15 -((A)) -2H ON R NEUILIN DB, 914, PG, 16991 ZCNED, 63 USE, COMMERCIAL TM. 35, TM. 154(121 CRIDER MBT� L4 ; , INC OF wv I I h ZONED= I : COMMIAL LJ `'-----' 7 OF EXISTING TRANCE I 7M. \1SO' 091 INC. = J MBT& M 0500142 0-52 USE: RCIAL OF EXISTING I Itf-cc9)J-21\W, ' FOR A OF EDEN LLC THE IN MSM 040000132 PIKE ZONED, 132 USE, C40MMERCIAL ENVIROMENTAL FEATURES TYPE ACREAGE % DISTURBED % PROTECTED FLOODPLAIN 0 0 O LAKES & PONDS 0 0 0 WETLANDS 0 0 0 STEEP SLOPE 0 0 0 WOODLANDS 0 0 0 AT SWM T.M. 15 -((A)) -2J BEAN PROPERTIES, LLC MSM 16031 ZONED= 52 USE, COMMERCIAL PROPERTIES, LLC MSM 16031 ZONED= 62 T.M. 15-((A))4G VALLEY FARM CREDIT, F INSM 11019 rz-VaD, 152 E=E911MERCIAL r]C� ER AUTO SALES, MC. NSM 040028613 V Z W V Z W 0 m m m u 3 m Ctin I c. owy Z a a W b 0 0r W �� x�m oc a� m E d Q RAIQY L"KEPEEF Lic. NO. 32809 co E-+ S [ A wZ a C D J W rn 4 ., E d Q RAIQY L"KEPEEF Lic. NO. 32809 co E-+ LU wZ a Z J ., W c�a� a Q � Lu o Waaz E, W �0E- J o O W -clx V>� q W Q w A w U Z CC a w w E Q W x a Q W CC 0 DATE: MARCH, 2007 SCALE: AS SHOWN DESIGNED BY JSM FILE NO. 4613 SHEET 2 OF 2 07-84 • • C MEMORANDUM TO: Planning Commission FROM: John A. Bishop, Transportation Planner COUNTY of FREDERICK Department of Planning and Development -540/665-S651 1 AX: 540/665-6395 RE: WinFred MPO Bicycle and Pedestrian Mobility Plan DATE: August 21, 2007 This is a public meeting item to consider the endorsement of the WinFred MPO Bicycle & Pedestrian Mobility Plan (Copy Attached). This plan has been recently approved by the WinFred MPO Policy Committee for public comment. As part of that public comment period, staff is bringing this draft plan for consideration of a recommendation of endorsement to the Board of Supervisors. This plan, grant funded and under development for more than 18 months, has been drafted in an effort to elevate bicycle and pedestrian planning in the Frederick County, Winchester, and Stephens City area. County staff has been involved in the process since its inception and will be able to address questions the Commission may have. Staff is seeking a recommendation to the Board of Supervisors on whether to endorse this plan. We would anticipate that, should the plan be adopted, aspects of the plan would be considered for adoption into the comprehensive plan. Attachments JAB/bad 107 North Kent Street, Suite 202 • Winchester, Virginia 22601-5000 Bicycle Et Pedestrian Mobility Flan for the Win -Fred MPO Prepared by: t. SAL, Toole July 27, 2007 Acknowledgements Prepared for: Win -Fred Metropolitan Planning Organization 103 East 6th Street Front Royal, Virginia 22630 Phone: (540) 636-8800 www.winfredmpo.org Prepared by: Toole Design Group, LLC 6525 Belcrest Road, Suite 400 Hyattsville, MD 20782 Phone: (301) 927-1900 www.tooledesign.com The Win -Fred Metropolitan Planning Organization would like to thank the following individuals for serving on the Steering Committee for this Plan: Scott Alexander, VDOT John Bishop, Frederick County Planning Jery Copp, VDOT Alex Gray, Frederick County Planning Brian Henshaw, Town of Stephens City Matthew Hott, Frederick County Parks and Recreation Eric Lawrence, Frederick County Planning Jim Lawrence, Winchester Green Circle, Redbud Run Greenway Ursula Lemanski, NPS RTCA Bob Morris, Frederick County Planning Commission Mike Ruddy, Frederick County Planning Terry Short, VDOT Bernie Suchicital, Frederick County Planning Jon Turkel, Frederick County Parks and Recreation Brad Veach, Winchester Parks and Recreation Tim Youmans, City of Winchester Planning T=hin ^f rontontc Executive Summary i Chapter 1: Introduction 1-1 Chapter 2: Existing Conditions 2-1 Chapter 3: Facility Recommendations 3-1 Chapter 4: Policy Recommendations 4-1 Chapter 5: Program Recommendations 5-1 Chapter 6: Implementation Plan 6-1 Appendix A: Bicvcle and Pedestrian Facilitv Design Guidelines A-1 Appendix B: Ordinance Review B-1 Appendix C: Definitions C-1 Appendix D: Results from the Online Questionnaire D-1 Executive Summary In recent years, the Winchester - Frederick region has experienced rapid growth and a resulting surge in demand for walking and bicycling facilities. The recent growth has created dramatic changes in transportation and land use. Roadways throughout the region are experiencing heavier volumes of traffic, causing concerns about the safety of pedestrians and bicyclists. Efforts should be made now to ensure that pedestrians and bicyclists will be able to use the roadway system in the Winchester - Frederick region in the future. As the transportation system is enhanced to accommodate increased volumes of vehicular traffic, it must also be designed to allow people to safely walk and bicycle to their destinations. The Win -Fred MPO Bicycle & Pedestrian Mobility Plan provides a coordinated and strategic approach to the Pedestrians in downtown Winchester development of a transportation system that accommodates and encourages walking and bicycling throughout the region. The plan identifies a network of walking and bicycling facilities to improve non -motorized access for residents and visitors. Facility design guidelines and policy and program recommendations are provided to support and encourage bicycling and walking. Why is Walking and Bicycling Important in the Winchester - Frederick Region? Bicycling and walking is a necessary part of the transportation system in the Winchester - Frederick region. Walking and bicycling are extremely important to the one third of the local population does not have access to or use of an automobile. Over 80% of respondents to the online survey that was conducted as a part of this Plan responded that if a bicycle trail or signed bicycle route were provided near their home, they would ride on it. Ninety-five percent of respondents indicated that if there was a sidewalk or trail near their home, they would walk on it. Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan Developing a network of pedestrian and bicycle facilities makes good economic sense for the Winchester -Frederick region. Bicycle tourism has the potential to bring in significant tourism revenue while not generating overwhelming numbers of automobiles. The implementation of this plan may help prevent the area from suffering negative economic effects as a result of being declared in non -attainment of the 8 -hour ozone air quality standard. Increased bicycling and walking for transportation can help to improve air quality and reduce traffic congestion in the Winchester -Frederick region. Substituting a bicycling or walking trip for short automobile trip has the potential to reduce automobile emissions drastically, resulting in improved air quality. Air pollution is a serious health threat, contributing to the deaths of 60,000 people nationwide each year. Bicycling and walking can play a vital role in improving the health of residents of the Winchester -Frederick region. Residents of this region need opportunities to meet the Surgeon General's recommendation of 30 minutes of physical activity per day in order to help avoid becoming obese. Research conducted in 1999 by the Centers for Disease Control found that "obesity and overweight are linked to the nation's number one killer – heart disease—as well as diabetes and other chronic conditions." The report also states that one reason for Americans' sedentary lifestyle is that "walking and cycling have been replaced by automobile travel for all but the shortest distances." Bicycling and walking are fun recreational activities for residents of the Winchester - Frederick region. In the 2006 Virginia Outdoors Survey, the residents of the Northern Shenandoah Valley voted walking for pleasure the most popular outdoor activity. In the same statewide survey, bicycling was ranked the 6th most popular outdoor activity. Statewide Policy £t Planning Context The development of a regional bicycle and pedestrian network is fully supported by state transportation policy goals. On March 18, 2004, the Commonwealth Transportation Board adopted a new state policy for integrating bicycle and pedestrian accommodations into roadway projects (often termed "incidental" improvements – bikeways and sidewalks that are built as part of new roadway construction or roadway reconstruction). This policy essentially reverses previous Virginia Department of Transportation (VDOT) policies which required substantial public and political support for bikeways and sidewalks to be considered for inclusion in transportation projects. The new policy states that, "VDOT will initiate all highway construction projects with the presumption that the projects shall accommodate bicycling and walking, " and essentially requires bicycle and/or pedestrian accommodations whenever a roadway project occurs in an urban or suburban area. Win -Fred MPO Bicycle l* Pedestrian Mobility Plan ii Planning Process The planning process for this project involved a number of different activities and outreach efforts. The process is briefly outlined below. • Field Analysis: Analysis of existing conditions • Steering Committee: A series of meetings with City, County and staff and other individuals who do pedestrian and bicycle related work locally • Stakeholder Meeting: A large meeting with organizations affected by this Plan • Outreach Meetings: Small meetings with persons and groups with an interest in the Plan and who were unable to attend the Stakeholder Meeting • Public Involvement: Online questionnaire and public meetings Vision, Goals, and Objectives Vision Statement The Winchester -Frederick region will become a place: • where bicycle and pedestrian facilities serve a dual purpose as recreation and transportation corridors, and; • where people have the convenient and safe option of traveling on foot and by bicycle throughout the region. The following goals build on the strengths of the Winchester -Frederick region, and are designed to help achieve the vision for improving pedestrian and bicycle accommodations in the region. GOAL 1, CONNECTIVITY: Develop a regional walkway, bikeway, and greenway network among residential neighborhoods, workplaces, shopping centers, historic sites and districts, schools, libraries, recreation centers, parks, battlefield sites, and other destinations, including linkages to neighboring jurisdictions. GOAL 2, PRESERVATION OF COMMUNITY CHARACTER AND THE ENVIRONMENT: Preserve the unique character of the Winchester - Frederick region and protect the environment by encouraging pedestrian and bicycle travel and designating greenway and open space corridors. Pedestrians in Winchester Win -Fred MPO Bicycle Et Pedestrian Mobility Plan iii GOAL 3, ECONOMIC DEVELOPMENT: Improve pedestrian and bicycle accommodations to support local businesses and to provide more opportunities for recreation -based and heritage tourism. GOAL 4, HEALTH: Provide opportunities and encouragement for the region's residents to walk, bicycle, skate, run, and gain the health benefits of incorporating physical activity into their daily lives. GOAL 5, SAFETY: Minimize the number of pedestrian and bicycle crashes and injuries while increasing the amount of pedestrian and bicycle activity in the region through improved facilities and education targeted at multiple users (motorists, bicyclists, and pedestrians). Existing Conditions for Walking and Bicycling in the Winchester - Frederick Region The Winchester -Frederick region offers numerous opportunities for walking and bicycling for both recreation and transportation. Many area residents use non -motorized transportation modes to access local parks, schools, shops, and workplaces in their communities. Residents and visitors walk to experience historic downtown Winchester. Non -motorized transportation and recreation opportunities are provided throughout the Winchester -Frederick area. However, there are also many barriers to pedestrian and bicycle access, including the absence of important facilities, such as sidewalks and bicycle lanes on key roadways, disconnected street networks, and automobile -oriented developments. Low density, single use development in the Winchester -Frederick area is creating a deterrent to walking and bicycling due to long travel distances between origins and destinations. Housing communities are often isolated from services, workplaces and schools, and are divided by wide arterials that are uncomfortable for walking and bicycling. Many of the existing suburban areas in the region will require substantial retrofit to accommodate and encourage walking and bicycling. Measures should be taken now to ensure that newly developed areas are designed to accommodate pedestrians and bicyclists. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan tv Short Term Sidewalk Installation and Reconstruction (including ADA improvements) The table below identifies priorities for sidewalk improvement, reconstruction, and ADA improvements in the next five years. Each location identified for short term sidewalk installation and rehabilitation will require further study to determine the scope of the necessary improvement. This should happen as part of the design process. The short term improvements identified represent an aggressive schedule for improvements. Improvements or portions of improvements that cannot be completed in the short term may become longer-term projects. Opportunities may arise to construct these improvements (or other improvements not listed below) as part of other roadway projects, presenting the opportunity to install new sidewalks, complete ADA improvements, or rehabilitate existing sidewalks at a greatly reduced cost. Win -Fred MPO Bicycle & Pedestrian Mobility Plan v Short Term Sidewalk Installation, Reconstruction, and ADA Improvements Street Name lFrom To jimprovement ILenqth I Est. Cost City of ` E. Golf $gest City of Wincnesier Eastern . ,.. New sioewaik or.oirceiwairc pain along Border Purcell Ave/Maple Dr City Park frontage on S. side 0.3 Purcell Ave/Maple Dr S. Pleasant Valley Road Reconstruct/widen sidewalks. Provide ADA improvements on both sides 0.1 S. Pleasant Valley Road S. East Lane New sidewalk on N. side and ADA im rovements on S. side 0.47 Valley Avenue, Rt. 11 W. Gerrard Street Replace sections damaged by tree roots and provide ADA improvements for Beilview Ave walks an bosh sides 0.7 $7,000 Bellview Ave Reconstruct/provide ADA improvements for walks on both sides. New walk in Middle Road front of 2011 Valley Ave 0.8 $280,000 Middle Road City of Winchester Border Infill new sidewalks on both sides 1.4 $336,600 Middle Road Valle Ave Crestview Terrace Install new sidewalk on both sides 2.4 $840,000 Crestview Terrace Nazarene Drive New sidewalk on east side. Infill missing sidewalk segments on W. side. 0.4 $132,000 Nazarene Drive City of Winchester Border Install sidewalk on west side. Install missing segment of sidewalk or bike/walk path on E. side. 0.2 $38.000 Cedar Creek Grade Valley Avenue City of Winchester Border Provide ADA and maintenance improvements for sidewalks on both sides (reconstruct and widen portions near tree wells if necessa 1.5 $15,000 Pleasant Valley Road Papermill Road Berryville Avenue Reconstruct/provide ADA improvements for existing sidewalks on both sides 2.9 $870,000 E. Jubal Early Drive S. Loudoun Street Millwood Avenue Provide ADA and maintenance improvements for existing walks on both sides 0.7 $7,000 Amherst Street N. Braddock Street Entrance to Museum of Shenandoah Valley Provide ADA and maintenance improvements for sidewalks on both sides reconstruct portions if necessary) 0.6 $30,000 Entrance to Museum of City of Winchester Border Install new sidewalk and/or bike/walk Shenandoah Valley path on S. side. Infill missing walk on N. side. 1.2 $312,000 S. Loudoun Street Jubal Early Drive Weems Lane Install new sidewalks on both sides as art of VDOT prjoect 0. N/A Piccadilly St North Ave Reconstruct sidewalks on both sides 0.3 $105,000 Cork St Gerrard St Reconstruct sidewalks on both sides 0.4 $140,000 S. Kent St E. Cork St Millwood Avenue Reconstruct sidewalks on both sides 0.4 $140.000 Woodstock Lane N. East Lane N. Pleasant Valle Rd Infill new sidewalk on N. side 0.3 $54,000 National Ave N. Fast Lane N. Pleasant V'3!!ey Rd Reconstruct sidewalks on both sides 1 0.4 $140,000 Main Street, Rt. 11 1 own of Stephens City Barley Drive Install new sidewalks on both sides or Northern Border road 0.6 $210,000 Barley Drive Newtown Court Install new sidewalk on E. side of road 0.5 $90,000 Newtown Court Stephens Run Street Reconstruct/provide ADA improvements for existing sidewalks on both sides of the r^ad 0.6 $196.000 - City of Wincrrester LmetLL. Install new sidewalks on both sides of Senseny Road Greenwood Road Cork Street road 1.6 $560,000 Front Royal Pike, Rt. 522 Mllwood Pike, Rt. 50 Clarke County Line Install new sidewalks on both sides of road 7.0 $2,450,000 Valley Pike, Rt. 11 City of Winchester Southern Musket Drive all new sidewalks on both sides of Border road 2.6 $910,000 Middle Road City of Winchester estem Powder Hom Lane Install new sidewalks on both sides of Border road 1.2 $420,000 Cedar Creek Grade City of Winchester Western Rt. 37 Install new sidewalks on both sides of Border road 0.9 $315,000 Greenwood Road Berryville Pike Edmonson Lane Install new sidewalks on both sides of road 2.1 $745,500 Win -Fred MPO Bicycle Et Pedestrian Mobility Plan vi Short Term Bicycle Facilities The locations in the Table below have been identified for on -street bicycle facilities in the next five years. Additional traffic analysis will be needed in some cases to determine the optimum design for specific locations. Some locations may be determined, after more detailed analysis, to require different or more costly improvements and therefore may become longer-term projects. Additional opportunities not shown on the map may also arise during repaving and other roadway projects, presenting the opportunity to reallocate roadway space for bicycles. Costs shown in this section may be greatly reduced by incorporating new bicycle facilities into roadway resurfacing and rehabilitation projects as an improvement incidental to the larger project. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan vii Short Term Bicycle Facilities Street Name From To Improvement Length Est. Cost (miles) City of Winchester City of Winchester Southern Valley Avenue, Rt. 11 S. Braddock Street Border Bike Lanes 2.6 $79,200 S. Loudon Street Jubal Early Drive Weems Lane Bike Lanes 0.6 $18,900 Papermill Road Weems Lane S. Pleasant Valley Road Bike Lanes 0.6 $18,600 City of Winchester Eastern Papermill Road S. Pleasant Valley Road Border Bike Lanes 0.6 $18,600 Pleasant Valley Road Berryville Ave Papermill Road Bike Lanes 2.9 $85,500 City of Winchester Eastern Cork Street Border S. Washington Street Bike Lanes 1.3 $38,100 City of Winchester Western Amherst Street Border N. Washington Street Bike Lanes 1.6 $49,200 City of Winchester Western Cedar Creek Grade Border Valley Ave Bike Lanes 0.5 $15,900 Jubal Early Drive S. Pleasant Valley Road Meadow Branch Ave Bike Lanes 1.4 $42,600 City of Wincehster Western Middle Road Valley Ave Border Bike Lanes 1.0 $30,000 Winchester Medical Campus Boulevard Amherst Street Center/Wellness Center Bike Lanes 0.7 "0 400 Town of Stephens City Town of Stephens City Main Street, Rt. 11 Northern Border Southern Border Bike Lanes 1.8 55.2.500 Town of Stephens City 10.1 Fairfax Street Main Street Eastern Border Bike Lanes IS4,200 ithi "q • City of Winchester Southern Town of Stephens City Valley Pike, Rt. 11 Border Northern Border Bike Lanes 2.9 $86,100 Town of Stephens City Valley Pike, Rt. 11 Southern Border MPO Southern Border Bike Lanes 1.5 $43,500 Clarke County Western Front Royal Pike (522) Millwood Pike, Rt. 50 Border Bike Lanes 7.1 $212,400 Proposed Trail north of Front Royal Pike (522) Clydesdale Drive Tasker Road Shared Use Path 1.5 $46,200 City of Winchester Eastern Clarke County Western Senseny Road Border Border Bike Lanes 3.7 $110,438 City of Winchester Western Cedar Creek Grade Border Rt. 37 Bike Lanes 1.0 $30,900 Proposed Trail near Proposed Trail to the east of Cedar Creek Grade Winchester Western Border Rt. 37 Shared Use Path 0.6 $197,200 City of Winchester Western Middle Road Border MPO Western Border Bike Lanes 1.8 $52,500 Apple Valley Road Middle Road Valley Pike Bike Lanes 1.2 $36,898 Greenwood Road Berryville Pike, Rt. 7 Sulphur Spring Road Bike Lanes 3.0 $89,880 City of Winchester Western Northwestern Pike, Rt. 50 Border Round Hill Road Shared Use Path 0.7 $238,000 Northwestern Pike, Rt. 50 Round Hill Road MPO Western Border Bike Lanes 3.9 $117,000 City of Winchester Northern Frederick Pike (Route 522) Border Indian Hollow Road Shared Use Path 2.1 $720,800 Frederick Pike (Route 522) Indian Hollow Road MPO Western Border Bike Lanes 1.7 $49,500 Valley Mill Road Berryville Pike, Rt. 7 Berryville Pike, Rt. 7 Bike Lanes 3.0 $91,320 Proposed Trail near the Rt. 37 Valley Mill Road Greenwood Road extension Shared Use Path 1.9 $646,000 Airport Road Front Royal Pike, Rt. 522 Millwood Pike, Rt. 50 Bike Lanes 3.8 $113,100 Victory Road Millwood Pike Airport Road Bike Lanes 0.8 $22,500 Independence Road Victory Road Millwood Pike, Rt. 50 Bike Lanes 0.5 $15,472 Tasker Road Route 37 Front Royal Pike, Rt. 522 Bike Lanes 4.6 $136,875 Aylor Road Tasker Road Fairfax Pike Share Use Path 2.1 $709,920 Town of Stephens City Clarke County Western Fairfax Pike Eastern Border JBorder Bike Lanes 4.5 $136,170 Sherando Lane Sherando Park Double Church Road Bike Lanes 0.7 $22,287 Apple Pie Ridge Road Frederick Pike, Rt. 522 Hiatt Road Bike Lanes 3.8 $114,321 City of Winchester Eastern Papermill Road Border Front Royal Pike, Rt. 522 Bike Lanes 1.3 $40,200 Win -Fred MPO bicycle tt Neaestrlan MOD11,11y rtan Short Term Shared -Use Paths The Winchester Green Circle Trail is currently under development. This is a high-priority project and as much of the trail as possible should be completed in the next five years. In the short term, most of the proposed shared use paths shown on the Proposed Bicycle & Pedestrian Network Map should be constructed as part of the development process. Local governments should also begin securing capital budget items for future use as matches for Transportation Enhancement grants. In the medium term, missing trail segments should be identified and this funding can be used to pursue the development of these missing links and new trail construction projects, such as the Rt. 37 Loop Trail. Short Term Roadway Crossing Improvements (Including ADA Improvements) The locations identified below should be prioritized for roadway crossing improvements. Roadway crossing improvements include ADA curb ramps, pedestrian countdown signals, raised medians, and other improvements (as recommended in Appendix A of this plan) to improve the safety of pedestrians and bicyclists crossing the roadway. City of Winchester: • N. Pleasant Valley Road and Berryville Avenue/National Avenue • N. Pleasant Valley Road and Woodstock Lane • S. Pleasant Valley Road and E Cork Street • Berryville Avenue near Elm Street/Fort Collier Road • E. Cork Street and N. Purcell Ave • S. Pleasant Valley Road and Lowry Drive/Hollingsworth Drive • S. Pleasant Valley Road and Millwood Avenue • S. Pleasant Valley Road and E. Jubal Early Drive • Apple Blossom Drive and E. Jubal Early Drive • Jubal Early Drive and S. Loudoun Street • W. Jubal Early Drive and Valley Avenue • Millwood Avenue at Shenandoah University (Frontage Road) ® Featherbed Lane and S. Loudoun Street • W. Piccadilly Street and N. Braddock Street • Amherst Street and W. Boscawen Street • Amherst Street and Whittier Avenue • Amherst Street and Meadow Branch Avenue Frederick County (Within the WinFred MPO): • Berryville Pike at Eastern border of Frederick County • Berryville Pike and Interstate 81 • Papermill Road at Interstate 81 Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan ix • Millwood Pike and Inverlee Way • Northwestern Pike, Rt. 50 near Rt. 37 • Rt. 37 and Frederick Pike (522) • Rt. 37 near Winchester Medical Center • Apple Pie Ridge Road and Frederick Pike • Middle Road and Rt. 37 • Cedar Creek Grade and Rt. 37 Short Term Policies The policies identified below are meant to serve as the first step to ensuring that local design guidelines, ordinances, regulations, and other policies are supportive of including facilities for pedestrians and bicycles. • Development Review: The Town, City, County, and VDOT should continue to ensure that transportation and recreation facilities accommodate pedestrians and bicycles during development projects and roadway construction and upgrades. • Pedestrian And Bicycle Liaisons: The City and County should each designate one existing staff person as Pedestrian and Bicycle Liaison. • Pedestrian And Bicycle Advisory Committee: A new ad hoc Pedestrian and Bicycle Advisory Committee should be formed to assist the Pedestrian and Bicycle Program liaisons. • Revise Ordinances: Frederick County, City of Winchester, and Town of Stephens City should revise their comprehensive plans, subdivision ordinances, and zoning ordinances to ensure better accommodations for pedestrians and bicycles. Developer -provided pedestrian and bicycle accommodations should meet the new design standards. • Develop A Maintenance Program: The City and County should develop a schedule for maintaining pedestrian and bicycle facilities. • Provide Training And Professional Development: Conduct regional pedestrian and bicycle training periodically, and encourage staff to attend conferences with educational opportunities on pedestrian and bicycle facility planning and design, and encourage the Pedestrian and Bicycle Liaisons to join the Association of Pedestrian and Bicycle Professionals (APBP). • Pursue Additional Funding: Pursue additional grant sources and capital funding as necessary to supplement developer -financed pedestrian and bicycle facilities. Short Term Programs (Education, Encouragement, Enforcement) The education, encouragement, and enforcement strategies identified below are recommended to be implemented within the next five years. These programs are intended to promote and increase the safety of walking and bicycling locally. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan x • Seek Funding To Initiate A Safe Routes To School Program: The Pedestrian and Bicycle Program Liaisons should work with local schools to apply to VDOT for Federal grant funding to establish a SRTS pilot program at local schools. • Unify And Strengthen Existing Education Programs: Groups that are already organizing education/encouragement events such as the Winchester Green Circle Fall Fitness Fair and Valley Health's Community Wellness Festival should coordinate on event dates and themes to reinforce new messages each year. • Walk And Bicycle To School Day: The Pedestrian and Bicycle Program Liaisons should work with local schools to increase participation in International Walk and Bicycle to School Day (held each year in October). • Bicycle And Walking Rodeos: Existing bicycle and walking rodeos should continue and more should be conducted each year. • Pedestrian And Bicycle Safety Education In Schools: The Pedestrian and Bicycle Program Liaisons should work with the schools to incorporate bicycle and pedestrian safety education in elementary and middle schools throughout the area. Grant funding may be needed to support this activity. • Bicycle Safety Education For Adults: The MPO should work with the Winchester Wheelmen to sponsor and promote adult cycling classes offered by the Virginia Bicycling Federation. • Pedestrian And Bicycle Awareness Campaign: The MPO should investigate partnering with the metropolitan Washington Council of Governments on the Street Smart Pedestrian and Bicycle Safety Public Awareness Campaign. • Safety Awareness Week: Law Enforcement officers should conduct a "Focus on Pedestrians" safety campaign. • Corridors -To -Campus Initiative: Working with University officials, the PBAC should support a corridors -to -campus initiative designed to identify, and implement strategies to support walking and bicycling to and from Shenandoah University and between the campus locations. Medium Term Sidewalk Installation and Reconstruction (Including ADA Improvements) The locations in the Table below have been identified for sidewalk installation, reconstruction, and ADA improvements in the next ten years. (Refer to the maps in Chapter 5 for project limits) City of Winchester • Berryville Avenue (S. Pleasant Valley Road to City of Winchester eastern border) • National Avenue (Pleasant Valley Road to N. East Lane) • N. East Lane (National Ave to E. Piccadilly Street) • Piccadilly Street (N. East Lane to Fairmont Ave) • Merrimans Lane (City of Winchester western border to Meadow Branch Ave) • Millwood Avenue (Lowry Drive to City of Winchester eastern border) • Washington Street (W. Fairfax Lane to Handley Boulevard) • Fairmont Avenue (W Piccadilly Street to City of Winchester north border) Win -Fred MPO Bicycle >:t Pedestrian Mobility Plan A • N. Loudoun Street (N. Cameron Street to City of Winchester north border) • Papermill Road (S. Loudoun Street to S. Pleasant Valley Road) Town of Stephens City: • Fairfax Street (Main Street to Town of Stephens City eastern border) Frederick County (within the WinFred MPO): • Frederick Pike, Rt. 522 (Fairmont Ave to Long Green Lane) • Berryville Pike (City of Winchester eastern border to Greenwood Road) • Merrimans Lane (Orchard Lane to City of Winchester western border) • Millwood Pike (City of Winchester eastern border to Arbor Court) • Warrior Drive (Fairfax Pike to Tasker Road) • Fairfax Pike (Town of Stephens City western border to Line Drive) • Tasker Road (Rutherford Lane to White Oak Road) • Aylor Road (Tasker Road to Village Lane) • Northwestern Pike, Rt. 50 (western border of City or Winchester to Spinning Wheel Lane) • Martinsburg Pike (City of Winchester north border to Park Center Drive) Medium Term Bicycle Facilities The locations in the Table below have been identified for on -street bicycle facilities in the next ten years term. (Refer to the maps in Chapter 5 for project limits) City of Winchester: • Millwood Avenue • Berryville Avenue, Rt. 7 • Merrimans Lane • Loudoun Street (portions not completed during the short term) • Braddock Street • Washington Street • Handley Boulevard • Fox Drive Frederick County (within the WinFred MPO): • Rt. 37 Trail (along existing and proposed bypass) • Martinsburg Pike (Route 11) • Millwood Pike • Berryville Pike, Rt. 7 • Merrimans Lane • Sulphur Spring Road • Fox Drive • Echo Lane • Glentawber Road Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan xi • Old Charles Town Road • Milburn Road • Jordan Springs Road/Stephenson Road • Woods Mill Road • Double Church Road • Brandy Lane • Shady Elm Road • Redbud Road • Indian Hollow Road • Welltown Road • Hiatt Road • Rest Church Road • Hopewell Road • Brucetown Road • Ivory Drive • Macedonia Church Road • White Oak Road • Hudson Hollow Road • Forest Lake Drive • Town Run Lane Medium Term Shared -use Paths As mentioned previously, in the short term, most of the proposed shared use paths shown on the Proposed Bicycle & Pedestrian Network Map should be constructed as part of the development process. In the next ten years term, missing trail segments should be identified and developed. New trail construction projects should also be developed in the medium term, such as the Rt. 37 Loop Trail. The cost for filling gaps in shared -use paths is expected to be approximately $340,000 per mile. Medium Term Roadway Crossing Improvements The locations identified below should be prioritized for roadway crossing improvements in the next ten years term. Roadway crossing improvements include ADA curb ramps, pedestrian countdown signals, raised medians, and other improvements (as recommended in Appendix A of this plan) to improve the safety of pedestrians and bicyclists crossing the roadway. (Refer to the maps in Chapter 5 for project limits) Frederick County (within the WinFred MPO).- Interstate PO):Interstate 81 crossing at proposed trail to the south of Rt. 37 • Interstate 81 crossing at proposed trail to the south of Martinsburg Pike • Interstate 81 crossing at proposed trail to the north of Papermill Road • Interstate 81 crossing at proposed trail to the south of Papermill Road • Interstate 81 crossing at proposed trail to the north of Stephens City Win -Fred MPO Bicycle Et Pedestrian Mobility Plan xiii • Rt. 37 crossing at proposed trail coming from Abrams Creek Wetlands Preserve • Rt. 37 crossing at proposed trail near Martinsburg Pike • Proposed crossing of the Rt. 37 trail with Berryville Pike Medium Term Policies and Planning The policies identified below are meant to serve as the second step to ensuring that local design guidelines, ordinances, regulations, and other policies are supportive of including facilities for pedestrians and bicycles. • Revise The Pedestrian & Bicycle Mobility Plan: The Pedestrian & Bicycle Mobility Plan should be updated once every 10 years to respond to changing local conditions. • Maintenance Website And Hotline: Once a regular schedule for pedestrian and bicycle facility maintenance is established, a website and phone hotline should be established to allow residents to report maintenance problems and request spot repairs. • Maintenance Manager: As need arises, the County should identify a lead staff person as a Maintenance Manager to organize and keep track of both regular and remedial inspection and maintenance of the pedestrian and bicycle network. • Trend -Setter Policy: The Town, City, and County can serve as trend-setters by becoming early implementers of some of the recommendations in this plan, such as the provision of bicycle parking racks near their facilities, and offering incentives to people who walk or bike to work. • ADA Transition Plan: The Town, City, and County should complete an Americans Disabilities Act (ADA_ plan for the elements of the public right of way. Medium Term Programs (Education, Encouragement, Enforcement) The education, encouragement, and enforcement strategies identified below are recommended to be implemented in the next ten years. These programs are intended to promote and increase the safety of walking and bicycling locally. Safety City: The Pedestrian and Bicycle Program Liaisons could apply for grant funding to install and run a permanent "Safety City" program in order to provide pedestrian and bicycle education to children. Media Outreach And Website: The Pedestrian and Bicycle Advisory Committee (PBAC) should develop a media outreach plan to promote bicycling and walking and to educate various constituencies throughout the region. Employee Pedestrian And Bicycle Commute Incentives Program: The City of Winchester and Frederick County should encourage pedestrian and bicycle commuting by providing information about economic benefits, health benefits, and potential commuting routes to employers and employees. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan X1 • Initiate An Adopt A -Trail Program: In order to support pedestrian and bicycle facilities, the City of Winchester and Frederick County should implement an "Adopt -a -Trail" program. • Bicycle And Walking Maps: The Win -Fred MPO, the Tourism Board, the Convention and Visitors Bureau and/or local agencies should partner with the Chamber of Commerce develop maps of walking and bicycling routes. Existing maps should be updated periodically, and new maps should be developed. • Community Events: The Pedestrian and Bicycle Program Liaisons should work with the PBAC, the Winchester Wheelmen, the Winchester Green Circle and local volunteer groups to sponsor regular rides and events in the Winchester - Frederick area. • Community Advocacy Programs: The Winchester Wheelmen and the Shenandoah Valley Runners can take the lead in developing a community -wide advocacy program to raise awareness of bicycle and pedestrian issues. • Crosswalk Enforcement Programs: Educate law enforcement officers about how to conduct a crosswalk enforcement program. • Involve Law Enforcement In SRTSActivities: Law enforcement officers with the City and County should actively participate in Safe Routes to School (SRTS) programs. Long Term Recommendations Long term recommendations are intended to be implemented in the next 25 years. They include filling additional sidewalk gaps, adding additional on -street bicycle facilities, and constructing much of the off-street trail system that is shown on the maps in Chapter 5. While these recommendations may be included in the long term category, there may be opportunities for implementing them sooner. For example, pedestrian and bicycle facilities could be added as a part of a new roadway project added to the Transportation Improvement Program or a new pedestrian and bicycle program could be provided by applying to a new grant funding source. The Town, City, and County should take advantage of these opportunities for implementation. Programs that began in the first 10 years of implementation should grow in the long term. Refinements should be made based on lessons learned during the first 10 years. Win -Fred MPO Bicycle EL Pedestrian Mobility Plan xv Chanter 1: Introduction In recent years, the Winchester - Frederick region has experienced rapid growth and a resulting surge in demand for walking and bicycling facilities. The recent growth has created dramatic changes in transportation and land use. Traffic is increasing throughout the region, causing concerns that roads are becoming less safe for bicycling and walking even as the demand for these modes increases. Efforts should be made now to ensure that pedestrians and bicyclists will be able to use the roadway network in the Winchester -Frederick area in the future. As the transportation system is enhanced to accommodate increased volumes of vehicular traffic, it should also be designed to allow people to safely walk and pedestrians in downtown Winchester bicycle to their destinations. The Win -Fred MPO Bicycle & Pedestrian Mobility Plan provides a coordinated and strategic approach to the development of a transportation system that accommodates and encourages walking and bicycling throughout the region. The plan identifies a network of walking and bicycling facilities to improve non - motorized access for residents and visitors. Facility design guidelines and policy and program recommendations are provided to support and encourage bicycling and walking. Whiv is Walking and Bicycling important in the Winchester- F're*- rick Region? Bicycling and walking is a necessary part of the transportation system in the Winchester - Frederick region. Walking and bicycling are extremely important to the one third of the local population does not have access to or use of an automobile. Over 80% of respondents to the online survey that was conducted as a part of this Plan Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 1-1 responded that if a bicycle trail or signed bicycle route were provided near their home, they would ride on it. Ninety-five percent of respondents indicated that if there was a sidewalk or trail near their home, they would walk on it. Developing a network of pedestrian and bicycle facilities makes good economic sense for the Winchester -Frederick region. Bicycle tourism has the potential to bring in significant tourism revenue while not generating overwhelming numbers of automobiles. The implementation of this plan may help prevent the area from suffering negative economic effects as a result of being declared in non -attainment of the 8 -hour ozone air quality standard. Increased bicycling and walking for transportation can help to improve air quality and reduce traffic congestion in the Winchester -Frederick region. Substituting a bicycling or walking trip for short automobile trip has the potential to reduce automobile emissions, resulting in improved air quality. Air pollution is a serious health threat, contributing to the deaths of 60,000 people nationwide each year. Bicycling and ioalking can play a vital role in irnproving the health of residents of the Winchester - Frederick region. Residents of this region need opportunities to meet the Surgeon General's recommendation of 30 minutes of physical activity per day in order to help avoid becoming obese. Research conducted in 1999 by the Centers for Disease „ > h Pianning Process Tho planning; process km tills project involv('Ll a ntu Ther of. di�ftercil! activities a.nd OUtrcc:1h effort,,. T11_` proccss is hriefi uutlinc�d • Fic:'Ici ,', rtcil �1sis:�.nalti�tiis of exist]1.11•� concllLi011s "Orte5 0l, nl 'i'tlll s 11.1th Citi•', COunty a.nci staff ,)nd other individuals �wllo do pt:dcatria:n and hicV .li'. 1v1i1t<,d i�vork locally, lr<<lniltu�ns :ife;ctc;d b� kills Plan • I,.}c.ifi"i'iii%i 'ic'f.tlii. '; l?l:`i�s�? ih ctlli.l f' r�_� i1 hs ti<�itll ��t1it�t��l���st" irl till= l'Iall and l`, -hi, til'::r0 Li n,lhl, !i} atLe:11d the : �t�ll.c� lc�it�c;r ��J�.etirn • i�Li�'�li� li'1r'`';�L'"„€iii;: ��nllne �IUC'stli_)nnadl"i' ind pbhc meebi-, ;. results from kite Control found that obesity and overweg t are linked to the nations number one killer - heart disease — as well as diabetes and other chronic conditions." The report also states that one reason for Americans' sedentary lifestyle is that "walking and cycling have been replaced by automobile travel for all but the shortest distances." Win -Fred MPO Bicycle £t Pedestrian Mobility Plan 1-2 Bicycling and walking are fiin recreational activities for residents of the Winchester - Frederick region. In the 2006 Virginia Outdoors Survey, the residents of the Northern Shenandoah Valley voted walking for pleasure the most popular outdoor activity. In the same statewide survey, bicycling was ranked the 61h most popular outdoor activity. Statewide Policy £t Planning Context Transportation agencies have provided a tremendous level of support and funding for bikeways, greenways, and sidewalks in recent years. While local jurisdictions play a large role in establishing transportation priorities in Virginia, the Virginia Department of Transportation (VDOT) is the agency responsible for constructing and maintaining many of the primary and secondary roads throughout the Winchester -Frederick area. The development of a regional bicycle and pedestrian network is fully supported by state transportation policy goals. On March 18, 2004, the Commonwealth Transportation Board adopted a new state policy for integrating bicycle and pedestrian accommodations into roadway projects (often termed "incidental" improvements - bikeways and sidewalks that are built as part of new roadway construction or roadway reconstruction). This policy essentially reverses previous VDOT policies which required substantial public and political support for bikeways and sidewalks to be considered for inclusion in transportation projects. The new policy states that, "VDOT znill initiate all highway construction projects with the presumption that the projects shall accommodate bicycling and zoalking," and essentially requires bicycle and/or pedestrian accommodations whenever a roadway project occurs in an urban or suburban area. The policy provides some exemptions under which facilities may not be provided, such as in situations where: • Scarcity of population, travel, and attractors, both existing and future, indicate an absence of need for such accommodations • Environmental or social impacts outweigh the need for these accommodations • Safety would be compromised • Total cost of bicycle and pedestrian accommodations to the appropriate system (i.e, interstate, primary, secondary, or urban system) would be excessively disproportionate to the need for the facility • Purpose and scope of the specific projects do not facilitate the provision of such accommodations (e.g., projects for the Rural Rustic Road Program) • Bicycle and pedestrian travel is prohibited by state or federal laws Win -Fred MPO Bicycle £t Pedestrian Mobility Plan 1-3 VDOT's new policy applies to all projects that reach the scoping phase after the adoption date of March 18, 2004_ As with all major policv changes, it will likely take several years before the "on the ground" results of VDOT's new policy will be evident as projects move through the process from initial scoping, through the planning and design phases, and eventually into construction. It is critical that local governments continue to show support for the inclusion of bicycle and pedestrian accommodations in state roadway projects. This includes projects at all levels: maintenance, design and construction, and operations. The level of accommodation provided in VDOT projects is likely to be commensurate with the level of support expressed by local citizens, agency staff, and elected officials. Moreover, for projects occurring along corridors that have been planned to receive bike/ped improvements, VDOT's impiementation guidance allows for using up to 20% of the total project cost for the bicycle and/or pedestrian accommodation. For projects not taking place along planned bike/ped corridors, the ceiling is 10% of total project cost. The complete version of VDOT's Policy for Integrating Bicycle and Pedestrian Accommodations can be found on the VDOT website in the Program section of the website, under Bicycling and Walking. www.virginiadot.or /g bikepedpolicy) Federal transportation policies also support the development of a regional bicycle plan. The U.S. Congress has provided a consistent source of funding for these activities for the past ten years through programs such as Transportation Enhancements, the Recreational Trails Program, and Safe Routes to School. Vision, Goals, and Objectives Vision Statement The Winchester -Frederick region u7ill become a place: Where bicycle and pedestrian facilities serve a dual purpose as recreation and transportation corridors, and, Where people have the convenient and safe option of traveling on foot and by bicycle throughout the region. The following goals build on the strengths of the Winchester -Frederick region, and are designed to help achieve the vision for improving pedestrian and bicycle accommodations in the region. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 1-4 Goal 1, Connectivity: Develop a regional walkway, bikeway, and greenway network among residential neighborhoods, workplaces, shopping centers, historic sites and districts, schools, libraries, recreation centers, parks, battlefield sites, and other destinations, including linkages to neighboring jurisdictions. Goal 2, Preservation Of Community Character And The Environment: Preserve the unique character of the Winchester -Frederick region and protect the environment by encouraging pedestrian and bicycle travel and designating greenway and open space corridors. Goal 3, Economic Development: Improve pedestrian and bicycle accommodations to support local businesses and to provide more opportunities for recreation - based and heritage tourism. Pedestrians in Winchester Goal 4, Health: Provide opportunities and encouragement for the region's residents to walk, bicycle, skate, run, and gain the health benefits of incorporating physical activity into their daily lives. Goal 5, Safety: Minimize the number of pedestrian and bicycle crashes and injuries while increasing the amount of pedestrian and bicycle activity in the region through improved facilities and education targeted at multiple users (motorists, bicyclists, and pedestrians). Win -Fred MPO Bicycle i* Pedestrian Mobility Plan 1-5 Chapter 2: Existing Conditions for Walking and Bicycling in the Winchester -Frederick Region The Winchester - Frederick region offers some opportunities for walking and bicycling for both recreation and transportation. Many area residents use non - motorized transportation modes to access local parks, schools, shops, and workplaces. Residents and visitors are attracted to historic downtown Winchester, which provides an excellent example of a high quality walking environment. Lively pedestrian environment in downtown Winchester However, there are also many barriers to pedestrian and bicycle access throughout the Winchester -Frederick region, including the absence of sidewalks and bicycle lanes on key roadways, disconnected street networks that force pedestrians and bicycles onto busy roads, and automobile -oriented developments. Low density, single use development in the Winchester -Frederick area has created a deterrent to walking and bicycling due to long travel distances between origins and destinations. Housing communities are often isolated from services, workplaces and schools, and are divided by wide arterials that are uncomfortable for walking and bicycling. Many of the existing suburban areas in the region will require retrofit to accommodate and encourage walking and bicycling. Measures should be taken now to ensure that newly developed areas are designed to accommodate pedestrians and bicyclists. Win -Fred MPO Bicycle i* Pedestrian Mobility Plan 2.1 - L%ll.yl.lIII7� �. V!l�II{.I VlIJ •.. .. IV High-speed, multi -lane roadway: bicyclists must share the lane with motor vehicles On -road bicycling conditions in the region have a significant impact on riders' ability to get to and from their destinations. Multi -lane intersections, lack of shoulders or bicycle lanes, high speeds, and high traffic volumes all contribute to the perception that bicycling is unsafe on key routes in the region. The area is home to a growing number of trails suitable for bicycling. The Green Circle Trail is currently under development in Winchester. A portion of the trail has already been built and is extremely popular. Interstate 81 divides the community and creates a significant barrier to bicycling. Highway interchanges require bicyclists to share the road with high-speed traffic merging on and off highway ramps. Interchanges also present problems for pedestrian crossings. Bicycle parking is not widespread. Many locations, such as commercial areas, schools, main streets, or public facilities, lack bicycle racks. Where bicycle racks are provided, they are sometimes hidden from view, or are not of a design that supports the frame of the bike (U -racks are preferred to "ladder style" or "wave" racks). Existing "wave" bicycle rack in Sherando Park Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Walking Conditions Parts of the Winchester -Frederick area, F a such as downtown Winchester and the residential neighborhoods located nearby, are very welcoming to pedestrians. These areas have ample sidewalks and mature street trees. The pleasing walking environment draws high levels of pedestrian activity and creates a sense of place. In other areas, pedestrian facilities are deficient. Major roadways, such as the commercial areas along U.S. 522 and U.S. 11, lack continuous sidewalks and other pedestrian facilities. Along many of these routes, visible footpaths worn into the ground demonstrate existing pedestrian demand. Many roadways in the Winchester -Frederick region are wide and carry heavy traffic volumes, making it difficult for pedestrians to cross the street. Existing footpath Unmarked or faded crosswalks or signalized intersections without pedestrian signal heads sometimes compound the problem. Some existing sidewalks do not meet the Americans with Disabilities Act Accessibility Guidelines (ADAAG), due to intersections without curb ramps, driveways that cross sidewalks with excessive cross -slopes, utility poles that create barriers on sidewalks, or cracked or narrow sidewalks. New developments within the Winchester -Frederick region vary in terms of their accommodation for pedestrians. Some have nice sidewalks on both sides of the street, but others lack sidewalks on one or both sides of the street. Some new residential developments lack a grass buffer zone between the sidewalk and the street, while others include a buffer zone planted with shade trees that provide an appealing pedestrian environment. Many schools within the Winchester -Frederick region are surrounded by high- speed, multi -lane roadways without adequate pedestrian facilities. In many cases, students live close enough to walk to school if there were safe walking conditions. Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan 2-3 Chapter 3: Facility Recommendations This chapter recommends new and improved pedestrian and bicycle facilities in the Winchester -Frederick region. The facilities are intended to create an interconnected network of greenways, sidewalks, bikeways, and safe roadway crossings so that people have the safe and convenient option of bicycling and walking for transportation. The recommended pedestrian and bicycle system consists of a variety of complementary facility types (e.g., shared -use paths, bicycle lanes, sidewalks, etc.). This system of facilities will be developed fully over the next 25 years. Specific locations for improvement and project phasing (short term, medium term, and long term) are identified in the Implementation chapter (Chapter 6). ACTION 1: Provide facilities that allow pedestrians to travel along and across roadways safety. The Win -Fred MPO, Frederick County, the City of Winchester, and the Town of Stephens City should work with VDOT to provide more sidewalks and safer roadway crossings that are accessible to all pedestrians. Nearly all local residents are pedestrians at some time during the day. People are pedestrians when they are walking to school, running on a sidewalk for exercise, crossing the street after parking in a downtown shopping district, or walking to a store entrance through a parking lot. Therefore, it is essential to provide safe, convenient, and accessible facilities for pedestrians. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 3-1 Sidewalks Sidewalks are recommended along both sides of the street for all roadways within the City of Winchester, the Town of Stephens City, and within Frederick County's Urban Development Area with the exception of roadways where pedestrians are prohibited. To achieve this goal, sidewalks should be included as part of new developments. There are numerous sidewalk gaps in previously -developed areas. In order to make the best use of limited funding, this plan identifies priorities for new and reconstructed sidewalks in order eliminate major gaps. These are the areas with the greatest need for sidewalks, but do not represent all of the locations where sidewalks are missing. In some cases, existing sidewalks are present, but are recommended for reconstruction because they do not meet ADA guidelines or because they are extremely narrow with no buffer between the sidewalk and adjacent traffic. See the Implementation Chapter (Chapter 6) for priority streets for sidewalk improvements. Roadway crossing improvements Roadway crossing improvements are recommended throughout the Winchester - Frederick region. Many pedestrian crashes occur at roadway crossing locations. Large roadways can be barriers to pedestrian travel because they are difficult to cross. See the Implementation Chapter (Chapter 6) of this plan for priority intersections for roadway crossing improvements. ACTIOAR: Develop oncycle facilities to serve a wide vc :'a oust Jurisdictions within the Winchester -Frederick area should work with VDOT to construct on -road bicycle facilities for all types of bicyclists. There are many different types of bicycle accommodations that can be provided on roadways, Win -Fred MPO Bicycle 8: Pedestrian Mobility Plan 2 including bicycle lanes, paved shoulders, and shared roadways. These facility types are appropriate in different situations. See Appendix A for a description of the different types of facilities. The Implementation Chapter (Chapter 6) of this plan identifies specific roadways for new on -road bicycle facilities, such as bicycle lanes, paved shoulders, and shared roadways. The roadways are also shown on the Proposed Bicycle & Pedestrian Network map. The recommended projects will require additional evaluation during the implementation process to determine if there are other factors that may either help or hinder their development. ACTION 3: Establish shared -use paths that serve the transportation and recreation needs of residents and visitors. Shared -use paths are paved or unpaved trails that can serve a wide variety of types of non -motorized users, including bicyclists, runners, walkers, in-line skaters, and wheelchair users. Shared use paths should be a minimum of 10 -feet wide and designed according to the Virginia Bicycle Facility Design Guide and the AASHTO Guide for the Development of Bicycle Facilities (1999). The Proposed Bicycle & Pedestrian Network map shows a number of proposed shared -use paths, including the Winchester Green Circle near downtown Winchester and a major loop alongside the future Route 37 bypass route. These two pathways will serve as an inner and an outer loop and will provide major bicycle and pedestrian transportation and recreation opportunities throughout the area. Numerous other paths and on -road bicycle routes link these two loops. The Proposed Bicycle & Pedestrian Network map also shows a number of smaller paths that will connect important destinations. Some of these trails have been proferred, that is, they will be provided by a developer as part of another development. Other paths are also under development, such as a series of trails suitable for mountain biking and walking on a 222- acre parcel of the Third Winchester Battlefield. The Winchester -Frederick region should also continue to develop other less formal, unpaved trails that can be used for running, hiking, horseback riding, and mountain biking. These trails are not included on the recommendations map. Unpaved trails have the advantage of not adding impervious surface area to sensitive environmental areas. However, these trails are typically used for recreation rather than transportation. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 3-3 Many of the other recommended shared -use paths can be provided through future land use development projects (i.e. proffers, roadway development, donations, and land purchase). As a result, the lines on the recommendations map representing long-term trails are very wide and generic in nature. They do not reflect the acquisition of specific properties. Instead, they represent important network connections that should be provided as land is developed. ACTION 4: Install bicycle racks at key destinations throughout the Winchester -Frederick area. Bicycle parking is essential in order to support bicycle travel. Bicycle racks should be installed at all parks throughout the area (they should be installed by the jurisdiction that owns the park). Bicycle racks should also be installed at other areas of high demand, such as downtown Winchester, public facilities, shopping areas, and park and ride lots. ACTION 5: Improve pedestrian and bicycle access on bridges. Federal law, as established in the Transportation Equity Act for the 21st Century (TEA -21), makes the following statements with respect to bridges: "In any case where a highway bridge deck is being replaced or rehabilitated with Federal financial participation, and bicyclists are permitted on facilities at or near Existing bridge with inadequate pedestrian and bicycle facilities each end of such bridge, and the safe accommodation of bicyclists can be provided at reasonable cost as part of such replacement or rehabilitation, then such bridge shall be so replaced or rehabilitated as to provide such safe accommodations." (23 U.S.C. Section 217) Winchester -Frederick area governments should work with VDOT to ensure this federal transportation policy is implemented on all bridge construction and reconstruction projects. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Chapte, Policy Recommendations By far, the most efficient way to improve conditions for walking and bicycling is to incorporate pedestrian and bicycle facilities into community design from the outset. It is much more expensive to retrofit pedestrian and bicycle facilities into communities that were originally designed only for automobile access. The concept of "complete streets" has gained a tremendous amount of support in recent years through Federal, State, and local policies. Complete streets are those that are designed for all users - people who drive automobiles, people who use public transportation, people who bicycle, people with disabilities, and people who travel on foot. One of the keys to achieving this is for the MPO and its localities to ensure that the New Suburban development in Winchester VDOT Policy for Integrating Bicycle and Pedestrian Accommodations is applied to all projects that involve VDOT right of way or utilize funds that flow through VDOT. A critical step in providing convenient and safe options for pedestrian and bicycle transportation and recreation in the Winchester -Frederick region is to work to ensure supportive design guidelines, ordinances, and other regulations that steer community design and roadway construction (design guidelines are included in Appendix A, suggested changes to ordinances and other regulations are provided in Appendix B). ACTION 6,: Establish an institutional framework u;1ci oversight structure necessary to UnIplernent the recommendations of this Plan. This recommendation addresses the need for continued oversight and coordination to ensure successful implementation of this Plan. This Plan serves as a starting point to provide direction for improving walking and bicycling conditions throughout the Winchester -Frederick region. The implementation Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 4-1 process that comes after this Plan is complete will require additional planning, coordination, design, and funding. A variety of agencies, boards, committees and individuals will play a role in the oversight of future bicycle and pedestrian programs and projects. It is important that these entities provide the appropriate level of oversight and minimize overlap in their responsibilities. The responsibilities of each are described below: County, Town, and City Agency Staff County, Town, and City agency staff are responsible for implementing pedestrian and bicycle -related projects within their jurisdiction. They are also responsible for working with VDOT (where appropriate) on state roadway projects in order to accommodate bicycle and pedestrian facilities. Agency staff should work with developers to include bicycle and pedestrian improvements through the rezoning, subdivision, and site planning process. Local Building Officials also have responsibility under the International Building Code to ensure that accessible routes from site arrival points to accessible building entrances are also included. City engineering inspection staff are also responsible for quality control of the system in the City. VDOT has this responsibility for public facilities within public street rights of way in the County and the Town. They must ensure that pedestrian and bicycle facilities are constructed and maintained in compliance with National, State, County, Town, and City standards. In this respect, they have a responsibility for inspecting pedestrian and bicycle facilities that are built by developers for public use. Responsibility for on -street pedestrian and bicycle facilities: The implementation of the on -street pedestrian and bicycle facilities identified in this plan, such as sidewalks, bike lanes, and shared use paths adjacent to the roadway, is the responsibility of the entity with jurisdiction over the roadway. For state roadways, VDOT is the responsible entity. Local Planning Departments are responsible to work with VDOT to achieve the desired type of pedestrian and bicycle facilities on state roadways and to implement pedestrian and bicycle facilities on roadways under their own control. Responsibility for off-street pedestrian and bicycle facilities: The off-street pedestrian and bicycle network identified in this plan will largely be built through the development process. Local governments will be responsible for filling gaps left after development is complete. Local governments may also choose to move forward with the development of additional trail projects that would be unlikely to occur as part of new development. Win -Fred MPO Bicycle ft Pedestrian Mobility Plan 4 Pedestrian and Bicycle Program Liaisons As indicated above, the responsibility for implementing this Plan will fall on agency staff. Therefore, it is recommended that one staff person from the City of Winchester and one staff person from Frederick County be assigned to oversee and coordinate the pedestrian and bicycle program. The positions would most likely be filled by someone from either the Planning Department or from the Parks and Recreation Department. In addition to the responsibilities outlined above for agency staff, these staff would be responsible for coordinating their efforts with adjacent jurisdictions and with pursuing grant funding. Pedestrian and Bicycle Advisory Committee (PBAC) A new ad hoc Pedestrian and Bicycle Advisory Committee (PBAC) should be formed to advise the Pedestrian and Bicycle Program Liaisons (see above), in order to provide support for the implementation of this Plan. This committee would not be a formal standing committee, rather it would develop recommendations that the Pedestrian and Bicycle Program Liaisons would bring to the MPO Technical Advisory Committee (TAC). The TAC would continue to be the formal venue through which pedestrian and bicycle facilities are addressed. Evidence from around the country shows that successful pedestrian and bicycle programs often result from well -organized advocacy and inter- agency support. The purpose of the PBAC will be to stimulate and coordinate the implementation of this Plan. The PBAC should be comprised of individuals from the Chamber of Commerce, City Planning and Zoning, County Planning and Development, Parks and Recreation, VDOT, representatives of organizations such as the Winchester Medical and Rehabilitation Centers, the Winchester Wheelmen, Physical Education departments in the school districts, and citizens from around the Winchester -Frederick area. A school system representative should also be considered for the Committee. MPO Policy Committee The MPO Policy Committee makes the official decisions of the MPO. The Policy Committee will be responsible for the consideration of pedestrian and bicycle needs in the Transportation Improvement Program (TIP) and other plans and programs as necessary. They should continue to work to ensure that local transportation decisions are balanced and consider all users. Win -Fred MPO Bicycte Et Pedestrian Mobility Plan 4.3 MPO Technical Advisory Committee The Technical Advisory Committee reviews and makes recommendations to the Policy Committee on all plans and programs to be adopted, conducts special studies at the request of the Policy Committee, and generally provides expert transportation advice to the Policy Committee. As mentioned previously, the Technical Advisory Committee would continue to be the formal venue through which pedestrian and bicycle project priorities are addressed within the MPO. ACTION 7: Ensure that the non -motorized transportation and recreation facilities identified in this Plan (and other local plans) are constructed during development projects. County, City, and Town staff should require future developers to construct the pedestrian, and bicycle facilities that are identified in this Plan as a part of their developments. Over time, this will help address the Winchester -Frederick regions current problem of disconnected sidewalks and bikeways. In addition, new development often creates new opportunities for providing non -motorized transportation and recreation facilities. Therefore, developers should also be required to include other public pedestrian and bicycle facilities to provide both internal and external connectivity. ACTION 8: Incorporate new pedestrian and bicycle facility design standards into relevant: ordinances. Require that deyeloper mproyd¢d pCdest; iar! and bicycle accommodations meet the new design, standards. Town, City, and County ordinances should be amended to include more specific standards for the design of pedestrian and bicycle facilities. The standards should include requirements for appropriate facility dimensions, surface, cross - slope, location, etc. Developers that have worked in other Virginia localities are accustomed to regulations governing the bicycle and pedestrian facilities within their developments. Appendix A of this Plan provides Bicycle and Pedestrian Facility Design Guidelines that can be incorporated into the ordinances. Generally, bicycles and pedestrians should be considered during the revision of all local plans and ordinances. Local plans and ordinances, including the Comprehensive Plans, Zoning Ordinances, and Subdivision Ordinances, have been examined with regard to policies that encourage pedestrian and bicycle Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 4 access. Appendix B provides recommendations for how these plans and ordinances could be strengthened. ACTION 9: Develop a maintenance and management program that ensures that facilities are maintained in good repair, both through routine seasonal maintenance and spot repairs. Since the pedestrian and bicycle facilities proposed in this Plan will be owned by various jurisdictions and entities, ensuring good maintenance will require coordination with a variety of parties. This includes VDOT, the City of Winchester, Frederick County, developers and property managers, Home Owners Associations (HOAs), volunteer groups, and other organizations. VDOT will maintain (e.g., replace and repair) "sidewalks, shared use paths, and bicycle paths built within department right-of-way, built to department standards, and accepted for maintenance" (as per VDOT Policy for Integrating Bicycle and Pedestrian Accommodations, effective March 18, 2004). This does not include snow and ice removal on sidewalks and shared -use paths and does not preclude previous maintenance agreements. Maintenance Schedule A first step in developing a maintenance program is to identify what tasks need to be undertaken and who is responsible for these tasks. Responsibility is largely _ determined by facility ownership. Tasks are largely divided between on -street . bikeway maintenance tasks, "off-street" sidewalk tasks, and multi -use trail maintenance tasks. Recommended maintenance practices include: • Sweeping trails, bicycle lanes and paved shoulders regularly to remove debris, • Repairing trail and roadway surfaces and Downtown Winchester, VA Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 4-5 sidewalks to ensure a continuous facility and smooth surface that is free of cracks, potholes, bumps and other physical problems, • Repair of utility cuts to prevent rough surfaces for cyclists and sidewalk interruptions for pedestrians; • Cutting back vegetation such as shrubbery, tree limbs and intrusive tree roots to prevent encroachment; • Maintenance of pedestrian and bicycle signs, striping, and markings, especially replacement of signs that are damaged by vehicle crashes and other incidents; • Maintenance of drainage facilities including catch basins and drainage grates; • Snow removal; and Signal maintenance. Maintenance Website and Hotline Once a regular schedule for pedestrian and bicycle facility maintenance is established, a website and phone hotline should be established to allow residents to report maintenance problems and request spot repairs. City and County should update their websites to include a "Pedestrian and Bicycle Facility Maintenance Action Request Form" and should establish a Pedestrian and Bicycle Maintenance Hotline to give citizens an easy means of reporting maintenance concerns on local trails and bikeways. The City and County should then forward maintenance concerns to the appropriate jurisdiction as appropriate. Maintenance Manager In the future, as there is need, the County should identify a lead staff person as a Maintenance Manager to organize and keep track of both regular and remedial inspection and maintenance of the pedestrian and bicycle network. This staff person would be responsible for coordinating with VDOT, County maintenance crews, and volunteer groups for tasks that they can assist with. The maintenance manager would be responsible for addressing maintenance issues that were raised by residents through the County or City website or Pedestrian and Bicycle Facility Maintenance Hotline. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 4 ACT ION 10: Provide opportunities for periodic regional training and professional development related to pedestrian and bicycle plapning and design skills. The Win -Fred MPO should partner with VDOT to provide training to staff from Frederick County, the City of Winchester, the Town of Stephens City, as well as consultants, policy makers, Commissioners and others on pedestrian and bicycle issues. This training will help those who are responsible for development reviews and for coordinating with VDOT on transportation projects to understand the requirements for pedestrian and bicycle accommodation. Providing training on how to incorporate pedestrian and bicycle needs into the planning, design, construction, and maintenance phases of roadway and land development processes is supported by the VDOT Policy for Integrating Bicycle and Pedestrian Accommodations. Other professional development activities are also recommended for the Pedestrian and Bicycle Program Liaisons. Examples are attendance at Pedestrian and Bicycle related conferences and membership in the Association of Pedestrian and Bicycle Professionals (APBP). APBP membership and conference attendance provide valuable technical advice on the planning and design of pedestrian and bicycle accommodations. ACTION 11: Pursue additional grant sources and capital funding as necessary to supplement developer -financed pedestrian and bicycle facilities. Although parts of the proposed network will be built through the development process, there are sizable gaps in already -developed areas of the pedestrian and bicycle network that will likely not be addressed unless funding is secured for these projects. It will be important to establish a mechanism by which to build these connections, otherwise the network will remain incomplete. There are a wide variety of grant sources available (see Implementation Chapter, Chapter 6). The County and City should also establish a yearly capital budget item for new pedestrian and bicycle facilities in order to provide matching funds for future successful grants, and to complete special projects that are not grant -funded. Win -Fred MPO Bicycle & Pedestrian Mobility Plan 4-7 ACTION 12: Initi to a "Trend-setter " Polic in the Tot•:n, City, and County The Town, City, and County can serve as model employers by incorporating best practices for pedestrian and bicycle into their facilities and policies. This will help encourage others to follow their example. For instance, Town, City, and County buildings would provide bicycle racks that meet the guidelines provided in Appendix A of this Plan. ACTION 13: Complete an ADA Transition Plan for the Public Right of Way The Town, City, and County should complete an Americans with Disabilities Act (ADA) transition plan for the elements of the public right of way. A transition plan creates a methodology for identifying, prioritizing, and removing barriers to ADA accessibility. For example, an ADA transition plan for the Public Right of Way might inventory locations of missing curb ramps and prioritize ramp installation projects on a yearly basis. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Chapter 5: Program Recommendations In addition to the facility recommendations presented in Chapter 3 and the policy recommendations in Chapter 4, a complete approach to improving conditions for pedestrians and bicycles includes recommendations for new education, enforcement, and encouragement programs. Pedestrians and bicyclists of all skill levels should be educated on how to use new pedestrian and bicycle facilities safely. Drivers should also be educated to treat pedestrians and bicyclists as legitimate users of the road and to operate safely around these non - motorized modes. Unsafe behavior by motorists, pedestrians and bicyclists should be targeted through law enforcement. At the same time, promotional efforts, such as Walk and Bike to School Day and developing a public walking and bicycling map can help advertise walking and bicycling fun, healthy forms of recreation and transportation in the Winchester -Frederick area. This section presents a number of recommendations that will promote and increase the safety of walking and bicycling. ACTION 14: Educate local residents about pedestrian and bicycle safety. Unifi/ and Strengtlien Existing Edaccation Programs Annual or biannual coordination meetings should be held in order to plan and coordinate the various local events that relate to walking and bicycling, such as Valley Health's Community Wellness Festival and the Winchester Green Circle Fall Fitness Fair (which includes a 5K run, a one mile kids run, a bike safety rodeo, helmet fittings, give -a -ways, and interpretive walks in the Abrams Creek Wetlands Preserve). Linking these programs under a broader umbrella would make each program more effective. The meetings would serve to allow the groups to coordinate on event dates and themes and would allow the groups to combine resources. Current partners for the Fall Fitness Fair include the Opequon Watershed, Inc., the Winchester Wheelmen, Shenendoah Valley Runners, Winchester Parks and Recreation, and the Winchester Medical Center. Additional groups could be invited to the meetings, such as the Red Cross and the police. Bicycling and Walking Rodeos Bicycle rodeos have been held in the past as part of the Green Circle Fall Fitness Fair and they should continue to be held several times a year. The City and County Parks and Recreation Departments should work with the Frederick Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 5-1 County Sheriffs Office, the Winchester Police Department, the Red Cross, Valley Health, the Winchester Green Circle, The Winchester Wheelmen, and other local organizations to organize walking and bicycling rodeos. These rodeos provide an opportunity for local residents to be taught safe bicycling and walking skills and give children hands-on experience to improve their skills. The rodeo can be set up with mock streets, intersections, and houses/ stores for the walking course and cones, stop signs and play vehicles for the bicycle course. These rodeos should continue to be coordinated with other events such as the Green Circle Fall Fitness Fair, the Community Wellness Festival, running or bicycling races, and community bicycle rides. Safety City The Pedestrian and Bicycle Program Liaisons could apply for grant funding to install and run a permanent "Safety City" program. Safety City is a miniature city of streets, signs, and traffic signals where children can be taught safe walking and bicycling skills. Safety City is effective because it is a fun and memorable way for children to learn. Pedestrian and Bicycle Safety Education Curriculum in Schools The Pedestrian and Bicycle Program Liaisons should work with the Winchester and Frederick Public Schools to implement a pedestrian and bicycle safety education curriculum in elementary and middle schools throughout the area. Educational programs offered by other entities (for example, Parks and Recreation departments and Valley Health) should also be modified to add pedestrian and bicycle safety material. There are a number of existing sources for funding and assistance in integrating pedestrian and bicycle safety education into schools such as the "Bike Smart, Virginia" program and the Department of Motor Vehicle's Safety Grant. The "Bike Smart, Virginia!" initiative is a collaborative project with the Virginia Departments of Education, Health, Motor Vehicles, and Transportation and the non-profit organization, BikeWalk Virginia. The program aims to prevent bicycle -related injuries and fatalities in communities throughout Virginia. The initiative has several components to educate citizens about bicycle safety and to make safety equipment (such as bicycle helmets) available. The "Bike Smart, Virginia!" program offers training -the -trainer workshops around the state throughout the year. At these workshops, school health and PE teachers receive 2 days of training in methods of teaching bicycle safety and become "Bike Smart Basics" Certified. These trainers can then offer the "BikeSmart, Virginia!" six-week course as a part of the Health and Physical Education curriculum in elementary and middle schools. The course includes on -bike instruction (including: helmet safety, crash avoidance, bike handling Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan 5-L skills, rules of the road, etc.) and other safety tips. Additional information can be found at www.vahealth.org/civp/bike/schools.asp. The City and County should work with the health and P.E. coordinator for the school systems to conduct additional research into the program and gain the involvement of local schools. Another viable source for pedestrian and bicycle safety education funding in Virginia is the Department of Motor Vehicle's Safety Grant. The Virginia DMV accepts grant applications each year in March that support Virginia's primary transportation safety goal of "reducing the number of deaths and serious injuries that result from traffic crashes," which includes improving pedestrian and bicycle safety. Guidelines for the current year's application can be found at http://www.dmv.state.va.us/webdoc/general/safety/index.asp. Bicycle Safety Edtication for Adults The MPO should work with the Winchester Wheelmen to sponsor and promote adult cycling classes offered by the Virginia Bicycle Federation (VBF). The VBF offers several different types of courses, including Bicycling 101; Bicycle Maintenance and Repair; Bicycle Mechanics Workshop; Cycling with Confidence; and Bike Commuting, Bike Touring, and All-weather Cycling. Pedestrian and Bicycle Azaareness Campaign The MPO should investigate partnering with the metropolitan Washington Council of Governments on the Street Smart Pedestrian and Bicycle Safety Public Awareness Campaign. This campaign uses a combination of media advertising, increased law enforcement, and educational materials to educate the public about the severity of pedestrian and bicycle safety issues and increases awareness of pedestrian and bicycle safety laws. The focus of the campaign is different each year, so the MPO should ensure that the message will be relevant to the Winchester -Frederick region. ACTIO :` 15: Conduct programs and events that encourage walking and bicycling for fun, health and fitness, and for transportation,__ - - t_ Community -wide encouragement and advocacy for bicycling and walking can be achieved through events, ongoing programs, and city or county sponsored initiatives. An important key to success is having a coordinated approach, a consistent message, and focused activities. Recommended encouragement activities are listed below. Media Outreach and Website Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan 5-3 The Pedestrian and Bicycle Advisory Committee (PBAC) should develop a media outreach plan to promote the Plan and to educate various constituencies throughout the region. This could include the development of a short fact sheet for promoting the plan or a website to encourage walking and bicycling in the Winchester -Frederick area. The website could include maps of on and off road walking and bicycling facilities and recommended touring routes that provide access to battlefields and other historic and cultural sites. Information could also be provided on pedestrian, bicycle, and driver safety tips. It could also include resources such as bicycle shops, running shoe stores, bicycle clubs, a calendar of events with information about organized rides and walking tours, and links to other websites with information about walking, bicycling, and health. Bicycling and Walking Maps The Win -Fred MPO, the Tourism Board, the Convention and Visitors Bureau and/or local agencies should partner with the Chamber of Commerce develop maps of walking and bicycling routes. The non-profit organization "Preservation of Historic Winchester' has already developed two different self -guided walking tours of Winchester. The group distributes brochures showing route maps and historical information. The group also provides guided walking tours. Additional walking and bicycle tour maps should be developed. These brochures would show the bicycle route or walking route in significant detail, including written directions (e.g., cue sheet). They would include information about battlefields and other historic sites, restaurants, shops, and other attractions along or close to the route. This type of brochure would be a great resource for residents or visitors looking to do a half-day or full-day of walking or bicycling in the Winchester -Frederick region. Community Events The Pedestrian and Bicycle Program Liaisons should work with the PBAC, the Winchester Wheelmen, the Winchester Green Circle and local volunteer groups to sponsor regular rides and events in the Winchester -Frederick area. Events could include community bike rides for children, family bicycle tours, walk-a- thons, community trail walks, interactive historic walking tours, and guide walking and cycling tours for elected officials. Employee Pedestrian and Bicycle Commute Incentives Programs The City of Winchester and Frederick County should encourage pedestrian and bicycle commuting by providing information about economic benefits, health benefits, and potential commuting routes to employers and employees. Public agencies within the MPO should be model employers by considering the following actions: Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 5-4 • Offering monetary incentives for employees who walk, bicycle, or take transit to work • Providing showers and lockers for employees • Establis'rting "Guaranteed Ride Houle" policies for people who do not bring a car to work but need a car in case of emergencies and inclement weather. • Encouraging employees who live in locations that are safe and convenient for walking and bicycling to work to participate in Walk- and Bike -to - Work Day. Walk and Bicycle to School Day The Pedestrian and Bicycle Program Liaisons should work with local schools to increase participation in International Walk and Bicycle to School Day (held each year in October). Walk to school days have been instituted at many of schools throughout Virginia over the past decade. They increase awareness of bicycling and walking as fun, healthy transportation choices that can reduce automobile congestion and pollution near schools. ACTION 16: Start community-based advocacy programs. The Winchester Wheelmen and the Shenandoah Valley Runners can take the lead in developing a community -wide advocacy program. Through activities such as distributing pedestrian and bicycle safety information and developing route maps, the groups can help promote bicycling and walking. ACTION 17: Improve enforcement of laws concerning the safe interaction of pedestrians, bicyclists, and motorists in shared environments. Crosswalk Enforcement Program Educate law enforcement officers about how to conduct a crosswalk enforcement program. The crosswalk enforcement program should focus on the following: • Motorist not yielding to pedestrians in crosswalks ® Motorist speeding • Motorist running red lights • Unsafe pedestrian and bicycle behaviors Conduct a Safety Aznareness Week Law Enforcement officers should conduct a "Focus on Pedestrians" safety campaign. For example, the Laurel, MD Police Department holds an annual Pedestrian Safety Awareness Week in Laurel's downtown each year. Each day, Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 5-5 they focus on a different theme, culminating in a Safety Saturday event aimed at raising general awareness of pedestrian issues. Weeklong activities include speed trailers on Main Street, targeted enforcement (drivers who do not yield to pedestrians at crosswalks are ticketed), and safety awareness messages. Involve Laza Enforcement in SRTS Activities Law enforcement officers with the City and County should actively participate in Safe Routes to School (SRTS) programs. Officers can help enforce traffic laws near schools, provide speed trailers, and evaluate local traffic concerns. ACTION 98: Seek funding to initiate a Safe Routes to School Program The Pedestrian and Bicycle Program Liaisons should work with local schools to apply to VDOT for Federal grant funding to establish a SRTS pilot program at local schools. This grant source provides 100% (no match required) funding for engineering, education, enforcement and encouragement programs within 2 miles of schools that serve Kindergarten though the 8th grade. The program could be based on existing models used in Charlottesville and elsewhere to plan physical improvements (including sidewalk construction and pedestrian crossing improvements) and implement safety education programs at interested schools. Safe Routes to School programs are beneficial because they provide an impetus to improve walking conditions around schools, help to reduce the financial burden of student busing, provide another way for children to get daily exercise, and reduce traffic volumes during the morning peak hours. State and national estimates suggest that up to thirty percent of morning peak hour vehicle trips are school -bound trips or include dropping students at schools. The environmental, social, health, and safety (not to mention direct costs) of a system that delivers most students to school via school buses and personal automobiles is significant. While increasing the numbers of students that bicycle and walk to school can help mitigate the negative impacts of the current system, safe routes to school must be created before parents and school officials will feel comfortable encouraging students to use them. It is likely that SRTS programs will be most successful in schools located within the more urban and suburban areas of the Winchester -Frederick region. However, health -based SRTS programs have also been successfully implemented in rural areas of Virginia by using walking routes on the school campus. Win -Fred MPO Bicycle & Pedestrian Mobility Plan 5-b ACTION 19: Develop and Support local programs to build and maintain new pedestrian and bicycle facilities, such as an "Adopt -a- Trait " program. In order to support pedestrian and bicycle facilities, the City of Winchester and Frederick County could develop an "Adopt -a -Trail" program. Kiosks or signs would provide recognition to local businesses that sponsor the development and/or beautification of pedestrian and bicycle facilities. This program would supplement, rather than replace, existing maintenance programs. ACTION 20: Launch a corridors -to -campus initiative to support walking and biking to Shenandoah University. Working with University officials, the PBAC should launch a corridors -to - campus initiative designed to identify, evaluate, and prioritize the most cost effective strategies to support walking and bicycling to and from Shenandoah University and between the campus locations. Connections between campus and downtown should be included. As an example, the University of Florida, in cooperation with the City of Gainesville, conducted such and effort in 1998 as part of an overall mobility management effort. The study entailed intercept questionnaires and ranking of routes from surrounding neighborhoods and apartment complexes that would benefit from specific bicycle and pedestrian improvements. The results were programmed into the MPO's Transportation Improvement Program as well as University capital investment and program budgets. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 5.7 Chapter 6: Implementation Plan This chapter describes how the recommendations for improving the safety and convenience of pedestrian and bicycle transportation and recreation in the Winchester -Frederick area will be achieved over the next 25 years. The first section of this chapter breaks the phasing of recommendations into short-, medium-, and long term categories. The second part of the chapter discusses the groups and organizations that will be responsible for implementing recommended projects and programs. The final section describes potential funding sources for the Plan. Project and Program Phasing The projects and programs recommended in this Plan will be implemented over the next 25 years. Phasing of the plan recommendations is discussed below. Specific short term recommendations are listed. These are the first actions that should be taken to begin implementing this Plan. Refer to Chapters 5 and 6 for more detailed descriptions of facilities and programs. Short Term Recommendations (0 to 5 years) Several key projects and programs should be implemented soon after this Plan is adopted (within 5 years). These short term projects will improve pedestrian and bicycle conditions in specific areas, creating early successes for which can be used to expand public support for future projects. These short term projects, programs, and policies will build momentum for the other recommendations of the plan. For short term recommendations, preliminary cost estimates were developed. The construction cost estimates were developed by identifying pay items and establishing rough per -mile quantities. Unit costs are based on 2007 dollars and were assigned based on historical cost data from the Virginia Department of Transportation and other sources. Because this is a planning level analysis, the costs shown only reflect cost associated with construction of the particular bicycle or pedestrian facility indicated, and do not reflect other costs that may be associated with a larger project. The costs are intended to be general and used for long-range planning purposes. A 25% contingency is applied to the cost for each item. The construction estimates do not include costs for planning, surveying, engineering design, right-of-way acquisition, mobilization, maintenance of traffic during construction, landscaping/ aesthetics, utility adjustments, lighting, drainage, stormwater management, erosion and sediment Win -Fred MPO Bicycle £t Pedestrian Mobility Plan 6-1 control, significant grading, bridges, retaining walls, significant changes in vehicular traffic patterns, or future maintenance. Construction costs will vary based on the ultimate project scope (i.e. combination with other projects) and economic conditions at the time of construction. Short Term Sidewalk Installation and Reconstruction (including ADA improvements) The table below identifies priorities for sidewalk improvement, reconstruction, and ADA improvements in the short term. Each location identified for short term sidewalk installation and rehabilitation will require further study to determine the scope of the necessary improvement. This should happen as part of the design process. The short term improvements identified represent an aggressive schedule for improvements. Improvements or portions of improvements that cannot be completed in the short term may become longer-term projects. Opportunities may arise to construct these improvements (or other improvements not listed below) as part of other roadway projects, presenting the opportunity to install new sidewalks, complete ADA improvements, or rehabilitate existing sidewalks at a greatly reduced cost. Win -Fred MPO Bicycle EL Pedestrian Mobility Plan 6-2 Short Term Sidewalk Installation, Reconstruction, and ADA Improvements Street NameFrom To jimprovement ILength Est. Cost E. Cork Street City of Winchester Eastern New sidewalk or bixeiwafK path along Border Purcell Ave/Maple Dr City Park frontage on S. side 0.3 $54,000 Purcell Ave/Maple Dr S. Pleasant Valley Road Reconstruct/widen sidewalks. Provide ADA improvements on both sides 0.1 $35.000 S. Pleasant Valley Road S. East Lane New sidewalk on N. side and ADA improvements on S. side 0.4 $74,000 Valley Avenue, Rt. 11 W. Gerrard Street Replace sections damaged by tree roots and provide ADA improvements for Bellview Ave walks on both sides 0.7 $7,000 Bellview Ave Reconstruct/provide ADA improvements for walks on both sides. New walk in Middle Road front of 2011 Valley Ave 0.8 $280,000 Middle Road City of Winchester Border Infill new sidewalks on both sides 1.4 $336,600 Middle Road Valley Ave Crestview Terrace Install new sidewalk on both sides 2.4 $840.000 Crestview Terrace Nazarene Drive New sidewalk on east side. Infill missing sidewalk segments on W. side. 0.4 $132,000 Nazarene Drive City of Winchester Border Install sidewalk on west side. Install missing segment of sidewalk or bike/walk path on E. side. 02 $38,000 Cedar Creek Grade Valley Avenue City of Winchester Border Provide ADA and maintenance improvements for sidewalks on both sides (reconstruct and widen portions near tree wells if necessary) 1.5 $15,000 Pleasant Valley Road Papermill Road Berryville Avenue Reconstruct/provide ADA improvements for existing sidewalks on both sides 2.9 $870,000 E. Juba] Early Drive S. Loudoun Street Millwood Avenue Provide ADA and maintenance improvements for existing walks on both sides 0.7 $7,000 Amherst Street N. Braddock Street Entrance to Museum of Shenandoah Valley Provide ADA and maintenance improvements for sidewalks on both sides reconstruct portions if necessary) 0.6 $30,000 Entrance to Museum of City of Winchester Border Install new sidewalk and/or bike/walk Shenandoah Valley path on S. side. Infill missing walk on N. side. 1.2 $312,000 S. Loudoun Street Juba] Early Drive Weems Lane Install new sidewalks on both sides as art of VDOT Project 0. N/A Pi cadilly St North Ave I Reconstruct sidewalks on both sides 0.3 $105,000 Cork St Gerrard St IReconstruct sidewalks on both sides 0.4 $140,000 S. Kant St E. Cork St Millwood Avenue Reconstruct sidewalks on both sides 0.4 $140,000 Woodstock Lane N. East Lane N. Pleasant Valley Rd Infill new sidewalk on N. side 0.3 $54,000 National Ave N. East Lane N. Pleasant Vallev Rd Reconstruct sidewalks on hnth sides n14 $140,000 - _ ; .', - Install new sidewalks on both sides of Main Street, Rt. 11 Town of Stephens City Barley Drive Northern Border road 0.6 $210,000 Barley Drive Newtown Court Install new sidewalk on E. side of road 0.5 $90,000 Newtown Court Stephens Run Street Reconstruct/provide ADA improvements for existing sidewalks on both sides of inFrod MPO) the roar, 0.6'County $196.000 (within Senseny Road Greenwood Road City of Winchester Line/E. Install new sidewalks on both sides of Cork Street road 1.6 $560,000 Front Royal Pike, Rt. 522 Millwood Pike, Rt. 50 Clarke County Line Install new sidewalks on both sides of road 7.0 $2,450,000 Valley Pike, Rt. 11 City of Winchester Southern Musket Drive Install new sidewalks on both sides of Border road 2.6 5910,000 Middle Road City of Winchester Western Powder Hom Lane Install new sidewalks on both sides of Border road 1.2 $420,000 Cedar Creak Grade City of Winchester Western Rt. 37 Install new sidewalks on both sides of Border road 0.9 $315,000 Greenwood Road Berryville Pike Edmonson Lane Install new sidewalks on both sides of road 2.1 $745.500 Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan 6-3 Short Term Bicycle Facilities The locations in the Table below have been identified for on -street bicycle facilities in the short term. Additional traffic analysis will be needed in some cases to determine the optimum design for specific locations. Some locations may be determined, after more detailed analysis, to require different or more costly improvements and therefore may become longer-term projects. Additional opportunities not shown on the map may also arise during repaving and other roadway projects, presenting the opportunity to reallocate roadway space for bicycles. Costs shown in this section may be greatly reduced by incorporating new bicycle facilities into roadway resurfacing and rehabilitation projects as an improvement incidental to the larger project. Win -Fred MPO Bicycle £t Pedestrian Mobility Plan 6-4 Short Term Bicycle Facilities Street Name City Winchester From To Improvement Length (miles) Est. Cost of Valley Avenue, Rt. 11 S. Braddock Street City of Winchester Southern Border Bike Lanes 2.6 $79,200 S. Loudon Street Jubal Early Drive Weems Lane Bike Lanes 0.6 $18,900 Papermill Road Weems Lane S. Pleasant Valley Road Bike Lanes 0.6 $18,600 Papermill Road S. Pleasant Valley Road City of Winchester Eastern Border Bike Lanes 0.6 $18,600 Pleasant Valley Road Berryville Ave Papermill Road Bike Lanes 2.9 $85,500 Cork Street City of Winchester Eastern Border S. Washington Street Bike Lanes 1.3 $38,100 Amherst Street City of Winchester Western Border N. Washington Street Bike Lanes 1.6 $49,200 Cedar Creek Grade City of Winchester Western Border Valley Ave Bike Lanes 0.5 $15,900 Jubal Early Drive S. Pleasant Valley Road Meadow Branch Ave Bike Lanes 1.4 $42,600 Middle Road Valley Ave I City of Wincehster Western Border Bike Lanes 11.0 $30,000 Campus Boulevard Amherst Street Winchester Medical CentedWP_IInP.$S Center Bike Lanes 0.7 $20,400 • Main Street, Rt. 11 Town of Stephens City Northern Border Town cf Stephens City Southern Border Bike Lanes 1.E $52,5170 Fairfax Street 197-T.rTim Its =-1 I-ITUIM4 Main Street �V Town of Stephens City Fastern Border _ Bike Lanes 0.1 $4,200 Valley Pike, Rt. 11 City of Winchester Southern Border Town of Stephens City Northern Border Bike Lanes 2.9 $86,100 Valley Pike, Rt. 11 Town of Stephens City Southern Border MPO Southern Border Bike Lanes 1.5 $43,500 Front Royal Pike (522) Clarke County Western Millwood Pike, Rt. 50 Border Bike Lanes 7.1 $212,400 Front Royal Pike (522) Proposed Trail north of Clydesdale Drive Tasker Road Shared Use Path 1.5 $46,200 Senseny Road City of Winchester Eastern Clarke County Western Border Border Bike Lanes 3.7 1$110,438 City of Winchester Western Cedar Creek Grade Border Rt. 37 Bike Lanes 1.0 $30,900 Proposed Trail near Proposed Trail to the east of Cedar Creek Grade Winchester Western Border Rt. 37 Shared Use Path 0.6 $197,200 City of Winchester Western Middle Road Border MPO Western Border Bike Lanes 1.8 $52,500 Apple Valley Road Middle Road Valley Pike Bike Lanes 1.2 1$36,898 Greenwood Road Berryville Pike, Rt. 7 Sulphur Spring Road Bike Lanes 3.0 $89,880 City of Winchester Western Northwestern Pike, Rt. 50 Border Round Hill Road Shared Use Path 0.7 $238,000 Northwestern Pike, Rt. 50 Round Hill Road MPO Western Border Bike Lanes 3.9 $117,000 City of Winchester Northern Frederick Pike (Route 522) Border Indian Hollow Road Shared Use Path 2.1 $720,800 Frederick Pike (Route 522) Indian Hollow Road MPO Western Border Bike Lanes 1.7 1$49,500 Valley Mill Road Berryville Pike, Rt. 7 Berryville Pike, Rt. 7 Bike Lanes 3.0 $91,320 Proposed Trail near the Rt. 37 Valley Mill Road Greenwood Road extension Shared Use Path 1.9 $646,000 Airport Road Front Royal Pike, Rt. 522 Millwood Pike, Rt. 50 Bike Lanes 3.8 $113,100 Victory Road Millwood Pike Airport Road Bike Lanes 0.8 $22,500 Independence Road Victory Road Millwood Pike, Rt. 50 Bike Lanes 0.5 $15,472 Tasker Road Route 37 Front Royal Pike, Rt. 522 Bike Lanes 4.6 1$136,875 Aylor Road Tasker Road Fairfax Pike Share Use Path 2.1 $709,920 Town of Stephens City Clarke County Western Fairfax Pike Eastern Border Border Bike Lanes 4.5 $136,170 Sherando Lane Sherando Park Double Church Road Bike Lanes 0.7 $22,287 Apple Pie Ridge Road Frederick Pike, Rt. 522 Hiatt Road Bike Lanes 3.8 $114,321 City of Winchester Eastern Papermill Road I Border I Front Royal Pike, Rt. 522 Bike Lanes 1.3 $40,200 Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 6-5 Short Term Shared -Use Paths The Winchester Green Circle Trail is currently under development. This is a high-priority project and as much of the trail as possible should be completed in the next five years. In the short term, most of the proposed shared use paths shown on the Proposed Bicycle & Pedestrian Network Map should be constructed as part of the development process. Local governments should also begin securing capital budget items for future use as matches for Transportation Enhancement grants. In the medium term, missing trail segments should be identified and this funding can be used to pursue the development of these missing links and new trail construction projects, such as the Rt. 37 Loop Trail. Short Term Roadway Crossing Improvements (Including ADA Improvements) The locations identified below should be prioritized for roadway crossing improvements. Roadway crossing improvements include ADA curb ramps, pedestrian countdown signals, raised medians, and other improvements (as recommended in Appendix A of this plan) to improve the safety of pedestrians and bicyclists crossing the roadway. City of Winchester: • N. Pleasant Valley Road and Berryville Avenue/ National Avenue • N. Pleasant Valley Road and Woodstock Lane • S. Pleasant Valley Road and E Cork Street • Berryville Avenue near Elm Street/Fort Collier Road • E. Cork Street and N. Purcell Ave • S. Pleasant Valley Road and Lowry Drive/ Hollingsworth Drive • S. Pleasant Valley Road and Millwood Avenue • S. Pleasant Valley Road and E. Jubal Early Drive • Apple Blossom Drive and E. Jubal Early Drive • Jubal Early Drive and S. Loudoun Street • W. Jubal Early Drive and Valley Avenue • Millwood Avenue at Shenandoah University (Frontage Road) • Featherbed Lane and S. Loudoun Street W. Piccadilly Street and N. Braddock Street • Amherst Street and W. Boscawen Street • Amherst Street and Whittier Avenue Win -Fred MPO Bicycle tr Pedestrian Mobility Plan 6-6 • Amherst Street and Meadow Branch Avenue Frederick County (Within the WinFred MPO): • Berryville Pike at Eastern border of Frederick County • Berryville Pike and Interstate 81 • Papermill Road at Interstate 81 • Millwood Pike and Inverlee Way • Northwestern Pike, Rt. 50 near Rt. 37 • Rt. 37 and Frederick Pike (522) • Rt. 37 near Winchester Medical Center • Apple Pie Ridge Road and Frederick Pike • Middle Road and Rt. 37 • Cedar Creek Grade and Rt. 37 Short Term Policies The policies identified below are meant to serve as the first step to ensuring that local design guidelines, ordinances, regulations, and other policies are supportive of including facilities for pedestrians and bicycles. • Development Reviezn: The Town, City, County, and VDOT should continue to ensure that transportation and recreation facilities accommodate pedestrians and bicycles during development projects and roadway construction and upgrades. • Pedestrian And Bicycle Liaisons: The City and County should each designate one existing staff person as Pedestrian and Bicycle Liaison. • Pedestrian And Bicycle Advisory Committee: A new ad hoc Pedestrian and Bicycle Advisory Committee should be formed to assist the Pedestrian and Bicycle Program liaisons. • Revise Ordinances: Frederick County, City of Winchester, and Town of Stephens City should revise their comprehensive plans, subdivision ordinances, and zoning ordinances to ensure better accommodations for pedestrians and bicycles. Developer -provided pedestrian and bicycle accommodations should meet the new design standards. • Develop A Maintenance Program: The City and County should develop a schedule for maintaining pedestrian and bicycle facilities. • Provide Training And Professional Development: Conduct regional pedestrian and bicycle training periodically, and encourage staff to attend conferences with educational opportunities on pedestrian and bicycle facility planning and design, and encourage the Pedestrian and Bicycle Liaisons to join the Association of Pedestrian and Bicycle Professionals (APBP). Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 6-7 Pursue Additional Funding: Pursue additional grant sources and capital funding as necessary to supplement developer -financed pedestrian and bicycle facilities. Short Term Programs (Education, Encouragement, Enforcement) The education, encouragement, and enforcement strategies identified below are recommended to be implemented within the next five years. These programs are intended to promote and increase the safety of walking and bicycling locally. • Seek Funding To Initiate A Safe Routes To School Program: The Pedestrian and Bicycle Program Liaisons should work with local schools to apply to VDOT for Federal grant funding to establish a SRTS pilot program at local schools. • Unifi/ And Strengthen Existing Education Programs: Groups that are already organizing education/ encouragement events such as the Winchester Green Circle Fall Fitness Fair and Valley Health's Community Wellness Festival should coordinate on event dates and themes to reinforce new messages each year. • Walk And Bicycle To School Day: The Pedestrian and Bicycle Program Liaisons should work with local schools to increase participation in International Walk and Bicycle to School Day (held each year in October). • Bicycle And Walking Rodeos: Existing bicycle and walking rodeos should continue and more should be conducted each year. • Pedestrian And Bicycle Safety Education In Schools: The Pedestrian and Bicycle Program Liaisons should work with the schools to incorporate bicycle and pedestrian safety education in elementary and middle schools throughout the area. Grant funding may be needed to support this activity. • Bicycle Safety Education For Adults: The MPO should work with the Winchester Wheelmen to sponsor and promote adult cycling classes offered by the Virginia Bicycling Federation. • Pedestrian And Bicycle Awareness Campaign: The MPO should investigate partnering with the metropolitan Washington Council of Governments on the Street Smart Pedestrian and Bicycle Safety Public Awareness Campaign. • Safety Awareness Week: Law Enforcement officers should conduct a "Focus on Pedestrians" safety campaign. • Corridors -To -Campus Initiative: Working with University officials, the PBAC should support a corridors -to -campus initiative designed to identify, and implement strategies to support walking and bicycling to and from Shenandoah University and between the campus locations. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 6-8 Medium Term Recommendations (0 to 10 years) There are a number of recommended projects and programs that are very important for improving pedestrian and bicycle conditions in the Winchester - Frederick region, but are likely to take longer to implement than the short term initiatives. These projects and programs are classified as medium term recommendations. Though these recommendations are designed for a 10 -year timeframe, the Town, City, and County should take advantage of opportunities that arise to implement the projects and programs sooner. Medium Term Sidewalk Installation and Reconstruction (Including ADA Improvements) The locations in the Table below have been identified for sidewalk installation, reconstruction, and ADA improvements in the medium term. (Refer to the maps in Chapter 5 for project limits) City of Winchester: • Berryville Avenue (S. Pleasant Valley Road to City of Winchester eastern border) • National Avenue (Pleasant Valley Road to N. East Lane) • N. East Lane (National Ave to E. Piccadilly Street) • Piccadilly Street (N. East Lane to Fairmont Ave) • Merriman Lane (City of Winchester western border to Meadow Branch Ave) • Millwood Avenue (Lowry Drive to City of Winchester eastern border) • Washington Street (W. Fairfax Lane to Handley Boulevard) • Fairmont Avenue (W Piccadilly Street to City of Winchester north border) • N. Loudoun Street (N. Cameron Street to City of Winchester north border) • Papermill Road (S. Loudoun Street to S. Pleasant Valley Road) Tozm of Stephens City: • Fairfax Street (Main Street to Town of Stephens City eastern border) Frederick County (znithin the WinFred MPO): • Frederick Pike, Rt. 522 (Fairmont Ave to Long Green Lane) • Berryville Pike (City of Winchester eastern border to Greenwood Road) • Merrimans Lane (Orchard Lane to City of Winchester western border) • Millwood Pike (City of Winchester eastern border to Arbor Court) ® Warrior Drive (Fairfax Pike to Tasker Road) Fairfax Pike (Town of Stephens City western border to Line Drive) Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 6-9 • Tasker Road (Rutherford Lane to White Oak Road) • Aylor Road (Tasker Road to Village Lane) • Northwestern Pike, Rt. 50 (western border of City or Winchester to Spinning Wheel Lane) • Martinsburg Pike (City of Winchester north border to Park Center Drive) Medium Term Bicycle Facilities The locations in the Table below have been identified for on -street bicycle facilities in the medium term. (Refer to the maps in Chapter 5 for project limits) City of Winchester: • Millwood Avenue • Berryville Avenue, Rt. 7 • Merrimans Lane • Loudoun Street (portions not completed during the short term) • Braddock Street • Washington Street • Handley Boulevard • Fox Drive Frederick County (znithin the WinFred MPD): • Rt. 37 Trail (along existing and proposed bypass) • Martinsburg Pike (Route 11) • Millwood Pike • Berryville Pike, Rt. 7 • Merriman Lane • Sulphur Spring Road • Fox Drive • Echo Lane • Glentawber Road • Old Charles Town Road • Milburn Road • Jordan Springs Road/ Stephenson Road • Woods Mill Road • Double Church Road • Brandy Lane • Shady Elm Road • Redbud Road • Indian Hollow Road • Welltown Road • Hiatt Road Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan 6-10 • Rest Church Road • Hopewell Road • Brucetown Road • Ivory Drive • Macedonia Church Road • White Oak Road • Hudson Hollow Road • Forest Lake Drive • Town Run Lane Medium Term Shared -use Paths As mentioned previously, in the short term, most of the proposed shared use paths shown on the Proposed Bicycle & Pedestrian Network Map should be constructed as part of the development process. In the medium term, missing trail segments should be identified and developed. New trail construction projects should also be developed in the medium term, such as the Rt. 37 Loop Trail. The cost for filling gaps in shared -use paths is expected to be approximately $340,000 per mile. Medium Term Roadway Crossing Improvements The locations identified below should be prioritized for roadway crossing improvements in the medium term. Roadway crossing improvements include ADA curb ramps, pedestrian countdown signals, raised medians, and other improvements (as recommended in Appendix A of this plan) to improve the safety of pedestrians and bicyclists crossing the roadway. (Refer to the maps in Chapter 5 for project limits) Frederick County (within the WinFred MPO): • Interstate 81 crossing at proposed trail to the south of Rt. 37 • Interstate 81 crossing at proposed trail to the south of Martinsburg Pike • Interstate 81 crossing at proposed trail to the north of Papermill Road • Interstate 81 crossing at proposed trail to the south of Papermill Road • Interstate 81 crossing at proposed trail to the north of Stephens City, • Rt. 37 crossing at proposed trail coming from Abrams Creek Wetlands Preserve • Rt. 37 crossing at proposed trail near Martinsburg Pike • Proposed crossing of the Rt. 37 trail with Berryville Pike Win -Fred MPO Bicycle It Pedestrian Mobility Plan 6-11 Medium Term Policies and Planning The policies identified below are meant to serve as the second step to ensuring that local design guidelines, ordinances, regulations, and other policies are supportive of including facilities for pedestrians and bicycles. • Revise The Pedestrian & Bicycle Mobility Plan: The Pedestrian & Bicycle Mobility Plan should be updated once every 10 years to respond to changing local conditions. • Maintenance Website And Hotline: Once a regular schedule for pedestrian and bicycle facility maintenance is established, a website and phone hotline should be established to allow residents to report maintenance problems and request spot repairs. • Maintenance Manager: As need arises, the County should identify a lead staff person as a Maintenance Manager to organize and keep track of both regular and remedial inspection and maintenance of the pedestrian and bicycle network. • Trend -Setter Policy: The Town, City, and County can serve as trend-setters by becoming early implementers of some of the recommendations in this plan, such as the provision of bicycle parking racks near their facilities, and offering incentives to people who walk or bike to work. • ADA Transition Plan: The Town, City, and County should complete an Americans Disabilities Act (ADA_ plan for the elements of the public right of way. Medium Term Programs (Education, Encouragement, Enforcement) The education, encouragement, and enforcement strategies identified below are recommended to be implemented in the medium term. These programs are intended to promote and increase the safety of walking and bicycling locally. • Safety City: The Pedestrian and Bicycle Program Liaisons could apply for grant funding to install and run a permanent "Safety City" program in order to provide pedestrian and bicycle education to children. • Media Outreach And Website: The Pedestrian and Bicycle Advisory Committee (PBAC) should develop a media outreach plan to promote bicycling and walking and to educate various constituencies throughout the region. • Employee Pedestrian And Bicycle Commute Incentives Program: The City of Winchester and Frederick County should encourage pedestrian and bicycle commuting by providing information about economic benefits, health benefits, and potential commuting routes to employers and employees. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 6-12 • Initiate An Adopt -A -Trail Program: In order to support pedestrian and bicycle facilities, the City of Winchester and Frederick County should implement an "Adopt -a -Trail' program. • Bicycle And Walking Maps: The Win -Fred MPO, the Tourism Board, the Convention and Visitors Bureau and/or local agencies should partner with the Chamber of Commerce develop maps of walking and bicycling routes. Existing maps should be updated periodically, and new maps should be developed. • Community Events: The Pedestrian and Bicycle Program Liaisons should work with the PBAC, the Winchester Wheelmen, the Winchester Green Circle and local volunteer groups to sponsor regular rides and events in the Winchester -Frederick area. • Community Advocacy Programs: The Winchester Wheelmen and the Shenandoah Valley Runners can take the lead in developing a community -wide advocacy program to raise awareness of bicycle and pedestrian issues. • Crosszvalk Enforcement Programs: Educate law enforcement officers about how to conduct a crosswalk enforcement program. • Involve Lain Enforcement In SRTS Activities: Law enforcement officers with the City and County should actively participate in Safe Routes to School (SRTS) programs. Long Term Recommendations (0 to 25 years) Long term recommendations include filling additional sidewalk gaps, adding additional on -street bicycle facilities, and constructing much of the off-street trail system that is shown on the maps in Chapter 5. While these recommendations may be included in the long term category, there may be opportunities for implementing them sooner. For example, pedestrian and bicycle facilities could be added as a part of a new roadway project added to the Transportation Improvement Program or a new pedestrian and bicycle program could be provided by applying to a new grant funding source. The Town, City, and County should take advantage of these opportunities for implementation. Programs that began in the first 10 years of implementation should grow in the long term. Refinements should be made based on lessons learned during the first 10 years. Win -Fred MPO Bicycle ft Pedestrian Mobility Plan 6-13 Implementation Schedule Below is an implementation schedule that identifies the organizations and agencies responsible for executing the recommendations of the plan during its 25 -year implementation timeframe. Implementation Schedule for the Recommendations in this Plan PB = Pedestrian and Bicycle Advisory Committee BS = Board of Supervisors BU = Local Businesses Cl = City CO = County CV= Community Volunteer Groups HE= Local Health Organizations MPO = Win -Fred MPO PC = Planning Commission PW - County and Municipal Public Works Departments PD = County and City Police Departments 5 = Local School Districts SU = Shenendoah University T = Town TR = Local Tourisn Organizations VDOT = Virginia Department of Transportation Pedestrian and Bicycle Infrastructure Projects Responsibility Implementation Schedule Recommendations Year 1 Year 2 Year 3 Year4 Year 5 Years 6-10 Years 11-25 Short -Term Projects Cl, CO, T, VDOT Medium -Tenn Projects Cl, CO, T, VDOT Long -Tenn Projects IC1, CO, T, VDOT Pedestrian and Bicycle Policies Responsibility Implementation Schedule Recommendations Year 1 Year 2 Year 3 Year 4 Year 5 Years 6-10 Years 11-25 Development Review Cl, CO, T, VDOT Pedestrian and Bicycle Program Liaisons CI, CO Pedestrian and Bicycle Advisory Committee Cl, CO ! Revise Ordinances Cl, CO, PC Develop a Maintenance Program Cl, CO, VDOT Maintenance Website and Hotline CI, CO Designate a Maintenance Manager CO Provide Training and Professional Development rano, VDOT, T, a, co Pursue Additional Funding T, Cl, CO i Trend -Setter Policy T, Cl, CO ADA Transition Plan T, Cl, CO Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 6-14 n"y— nograrns Recommendations Kesponsimnty Implementation Schedule lYear 1 Year 2 Year 3 Year 4 Year 5 Years 6-10 Years 11-25 BS = Board of Supervisors PW = County and Municipal Public Works Departments Seek Funding to Initiate a Safe Routes to School Program CI, CO, 5 Cl = City S = Local School Districts Unify and Strenghen Existing Education Programs CV, HE CV= Community Volunteer Groups T = Town Walk and Bicycle to School Day CI, CO, S MPO = Win -Fred MPO VDOT = Virginia Department of Transportation Bicycle and Walking Rodeos ICI, CO, CV, HE Safety City ICI, CO Pedestrian and Bicycle Safety Education in Schools Cl, CO, 5 Bicycle Safety Eduction for Adults MPO, CV Pedestrian and Bicycle Awareness Campaign MPO Media Outreach and Website PB Bicycling and Walking Maps TR Community Events CI, CO, CV, HE Employee Pedestrian and Bicycle Commute Incentives Program CI, CO Community Advocacy Programs CV, HE Crosswalk Enfocement Program PD Safety Awareness Week PD Involve Law Enforcement in SRTS Activities JPD Start an Adopt -a -Trail Program Cl, Corridors -to -Campus Initiative PB, SU PB = Pedestrian and Bicycle Advisory Committee PC = Planning Commission BS = Board of Supervisors PW = County and Municipal Public Works Departments BU = Local Businesses PD = County and City Police Departments Cl = City S = Local School Districts CO = County SU = Shenendoah University CV= Community Volunteer Groups T = Town HE= Local Health Organizations TR = Local Tourisn Organizations MPO = Win -Fred MPO VDOT = Virginia Department of Transportation Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 6-15 Facility Development Strategies This section describes several strategies that can be used to develop the pedestrian and bicycle facilities recommended in this plan. It is essential for the County, City, and Town to implement the most cost-effective strategies in order to have the greatest impact with a finite amount of resources available for pedestrian and bicycle transportation and recreation. The first part of this section describes strategies for the development of pedestrian and on -street bicycle facilities (within the roadway right-of-way), and the second part describes strategies for off-street facility development. On -Street Facility Development Strategies The implementation of on -street pedestrian and bicycle facilities is the responsibility of the jurisdiction with control over the roadway. For state roadways, VDOT is the responsible entity. Local Planning Departments are responsible to work with VDOT to achieve the desired type of pedestrian and bicycle facilities on state roadways and to implement pedestrian and bicycle facilities on roadways under their own control. Roadway construction, re -construction, and maintenance projects offer excellent opportunities to incorporate facility improvements for non -motorized modes. It is much more cost-effective to provide bicycle and pedestrian facilities along with these projects than to initiate the improvements later as "retrofit" projects. The list below includes several types of roadway projects that can incorporate pedestrian and bicycle facilities. • New roadway construction • Roadway reconstruction • Restriping • Repaving • Replacing roadway bridges • Retrofitting roadways with new pedestrian and bicycle facilities • Signage and wayfinding projects Note that VDOT's programmed roadway improvements are a response to requests made by local jurisdictions. Therefore, it will be necessary for Frederick County, the City of Winchester, and the Town of Stephens City to continue to advance high priority pedestrian and bicycle projects by incorporating construction of new sidewalks, trails, and on -road bikeways and retrofit projects for pedestrian and bicycle facilities into regional lists of recommended roadway resurfacing and reconstruction projects. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan 6-16 Off -Street Facility Development Strategies Off-street facilities may be built in numerous ways, as described below, but primarily through the development process. Local governments are responsible to work toward filling gaps left after development is complete. Local governments may also choose to move forward with the development of additional trails that would be unlikely to occur as part of new development. Acquisition of land for multi -use trails is an important part of the off-street trail development process. Strategies for acquisition include: • Government regulation (incentive zoning, negotiated dedications, fee -in - lieu, buffer/ transition zones, overlay zones, subdivision exactions) • Obtaining support from local land trusts and other organizations • Providing educational material to property owners and developers about the benefits of multi -use trails and land donations/ easements • Obtaining easements (conservation, preservation, and public access easements) • Acquisition (donation/ tax incentives, fee simple purchase, easement purchase, purchase/lease back, bargain sale, purchase of development rights) • Eminent Domain (last resort) • Condemnation (last resort) An excellent resource for greenway development strategies is the Virginia Greenways and Trails Toolbox (2000) (http://www.dcr.virginia.gov/prr/docs/toolbox.pdo. This document includes information about greenway funding and development, planning, construction, and maintenance. Once land for the trail has been acquired, it will be necessary to secure funding in order to build it. Funding Funding is essential for implementing the recommendations of this Plan. New trails, on -road bikeways, and sidewalk projects, programs, and maintenance activities will need to be funded through various sources. Because of this, it will be important for the County, City, and Town to: • Establish specific funding sources to use as matching funds for federal, state, and other grants. These funds can be generated through donations from community groups, through the proffer system, and through the capital budget if necessary. • Partner with local governments and adjacent jurisdictions to develop funding sources Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 6-17 • Look for additional funding opportunities from the public and private sectors This section describes available funding sources for pedestrian and bicycle facilities. Locally, funding priorities are developed for transportation projects by the Metropolitan Planning Organization (MPO) Transportation Improvement Program (TIP), by the Frederick County Eastern Road Plan, by the Frederick County Capital Improvement Plan (CIP), and by the VDOT Six -Year Improvement Plan. The TIP is developed by members of the MPO and is regularly updated. The CIP is adopted by the Frederick County Board of Supervisors and recommended by the Frederick County Planning Commission. Several other Frederick County plans list priorities for transportation improvements. These include the Frederick County Interstate Road Improvement Plan, Primary Road Improvement Plan, and Secondary Road Improvement Plan. The Frederick County Road Improvement Plans are developed by the County staff, the County Transportation Committee, the County Planning Commission, and the Board of Supervisors with assistance from VDOT. The VDOT Policy for Integrating Bicycle and Pedestrian Accommodations applies to all projects in the TIP, CIP, and County Plans, that involve VDOT right of way or use funds that flow through VDOT. This policy requires that these projects will be initiated with the presumption that they will accommodate pedestrians and bicyclists. However, it will still be important for the County, City, and Town to continue to make specific requests for pedestrian and bicycle facilities to be included in project descriptions within the TIP, CIP, County Plans. In addition, the County, City, and Town should monitor the planning, design, and construction of these projects to ensure that they accommodate pedestrians and bicyclists adequately. There are several other sources of VDOT funding that can be used to develop pedestrian and bicycle facilities (see table below). Most of the funding sources described below require a local match - up to 20% of the project cost, in some cases (with the exception of the Safe Routes to Schools Program, which is 100% Federal funding). Fortunately, in-kind donations of materials, labor, and land can be used as matching funds. Through a creative strategy of volunteer assistance and land donation, other Virginia counties have been able to generate matching funds with very little capital outlay. Win -Fred MPO Bicycte >t Pedestrian Mobility Plan 6-18 VDOT Funding Sources Rural Tr Onsportation Planning Program Purpose This program provides funds to planning district commissions to carry out transportation planning for rural areas. Funding Federal funds finance 80% of program activities and grants ■ A match of at least 20% from a planning district commission or locality is required Eligible Pedestrian and bicycle planning, greenway planning projects Eligible applicants Contact Planning district commissions vuu i xaunton uistnct http://www.vdot.virginia Highway Construction Program ov/about/staunton Purpose This program provides funding for the preliminary engineering, right of way acquisition, and construction of highway projects. Funding No local match is needed for projects on primary and secondary system roads. A 2% local match is required for projects on urban system roads Eligible Pedestrian and bicycle accommodations can be built as part of highway projects projects j Pedestrian and bicycle accommodations can be built as individual R I projects, separate from the construction of highways, either on highway I or independent right of way Contact VDOT Staunton District 11 http://www.vdot.virRinia.iRov/about/staunton ouick.asn Pedestrian and Bicycle Safety Program Purpose This program was developed to implement safety projects addressing pedestrian and bicycle crashes or the potential for such crashes, with evaluations based on risk and applications competing with like projects. Funding a Up to 90% of a project can be financed with federal funds ■ A project must have a minimum 10% match Eligible Construction of on -street facilities and shared use paths projects Development of treatments for intersections 17 ----Installation of signs and pavement markings Eligible applicants Contact • State and agencies may apply to the program VDOT Mobility Management Division - HSIProgram@vdot.virginia.gov 804-786-9094 Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan 6-19 Transportation Enhancement Program Purpose This program is an initiative to focus on enhancing the travel experience and fostering the quality of life in American communities Funding ^ ■ Up to 80% of a project can be financed with federal funds. A local match Funding of at least 20%, from other public or private sources, is required. ■ Local matches may be in-kind contributions including tangible property, professional services and volunteer labor Eligible ■ This is a reimbursable program Eligible Pedestrian and bicycle facilities such as sidewalks, bike lanes and shared projects use paths projects ■ Pedestrian and bicycle safety and educational activities such as Eligible classroom projects, safety handouts and directional signage for traits applicants • Preservation of abandoned railway corridors such as the development of Contact a rails -to -trails facility Eligible Any local government, state agency, group or individual may apply to the applicants program. All projects need to be formally endorsed by a local jurisdiction Eligible or public agency. Contact Transportation Enhancement Program Staff, VDOT Local Assistance Division, Contact www.VirginiaDOT.orQ., "Programs" section Safe Routes to Schools Program - NEW PROGRAM Purpose This program provides funding for engineering, education, enforcement, encouragement, and evaluation activities that are aimed at making it safer and more appealing for children to walk and bicycle to school. Funding a 100% of the cost of the program can be financed with Federal funds ■ No match is required. ■ This is a reimbursable program - ------------ ----- -------- Eligible - Engineering projects such as traffic calming, sidewalk installation, projects intersection improvements, warning signage and crosswalks markings, Eligible among others projects ■ Education programs such as pedestrian and bicycle safety classes, bike Eligible rodeos, and motorist education programs applicants ■ Encouragement programs such as Walking School Buses, Bike Trains, Walk Contact to School Day, and other incentives to encourage children and their parents to walk and bicycle to school. ■ Planning Eligible Any local government, state agency, or non-profit may apply to the applicants program. Contact Jakob Helmboldt, VDOT Safe Routes to School Coordinator, iakob.helmboldt@vdot.virginia.gov, 804-225-3269 Recreation Access Program Purpose This program provides bicycle access to public recreational facilities or historic sites operated by a state agency, a locality, or a local authority, either with an access road or on a separate bicycle facility. Funding ■ This program uses state funds only. ■ Up to $75,000 may be awarded for bicycle access to a facility operated by a state agency. ■ UP to $60,000 may be awarded for bicycle access to a facility operated by a locality or local authority, with a $15,000 match. Eligible Construction, reconstruction, maintenance, or improvement of bikeways. projects Eligible A governing body of a county, city or town may make an application to this applicants program Contact c Hugh Adams, 804-786-2744, hugh.adams@vdot.virginia.gov Win -Fred MPO Bicycle & Pedestrian Mobility Plan 6-20 VDOT Local Assistance Division National Scenic Byways Program Purpose This program supports projects to improve the quality and continuity of the traveler's experience on highways designated as National Scenic Byways, All American Roads, or a state scenic byway. Funding a Up to 80% of a project can be financed with federal funds ■ A project must have a minimum 20% match ■ This is a reimbursable program Eligible • Construction of a facility for pedestrian and bicyclists along a scenic projects byway ■ Safety improvements to reduce or eliminate the incidence or likelihood of crashes or conflicts with bicyclists and pedestrian Eligible ny Alocal government, state agency, group or individual may apply to the applicants program. Contact Scenic Byways Program Staff VDOT Local Assistance Division 804-786-2264 h.chenault@vdot.virginia.gov www.bywaysontine.org, "Grants" section Source: Information in the tables above was derived from a VDOT brochure entitled: VDOT Funding for Bicycling and Walking Accommodations. Win -Fred MPO Bicycle it Pedestrian Mobility Plan 6-21 Appendix A. Bicycle and Pedestrian Facility Design Guidelines This chapter includes design guidance for pedestrian, bicycle, and greenway facilities. All non -motorized transportation and recreation facilities in the Winchester -Frederick region should be designed to meet State and Federal design guidance and standards, as defined by the American Association of State Highway Transportation Officials (AASHTO), the Americans with Disabilities Act, and the Manual on Uniform Traffic Control Devices (MUTCD). If the national standards are revised in the future, the new national standards should be followed. The publications listed below should be consulted for in-depth information on the design of pedestrian and bicycle facilities: • Virginia Bicycle Facility Resource Guide. Virginia Department of Transportation, 2002. • VDOT Policy for Integrating Bicycle and Pedestrian Accommodations, March 18, 2004. • Guide to the Development of Bicycle Facilities. Updated in 1999 by the American Association of State Highway Transportation Officials (AASHTO). Available from AASHTO. www.aashto.orLy/bookstore/abs.html • Guide for the Planning, Design, and Operation of Pedestrian Facilities, 2004, by the American Association of State Highway Transportation Officials (AASHTO). Available from AASHTO. www.aashto.org/bookstore/abs.html • Manual on Uniform Traffic Control Devices (MUTCD). Published by the U. S. Department of Transportation, Washington, DC, 2001 • Americans with Disabilities Act Accessibility Guidelines. U.S. Department of Justice, United States Access Board. Guidelines are available at http://www.access-board.gov/adaag/hLrnl/adaag.htm • Designing Sidewalks and Trails for Access: Part Tzao - Best Practices Design Guide. Published by U.S. Department of Transportation, Washington, DC, 2001 • International Building Code. Published by International Code Council (ICC), 2006. Win -Fred MPO Bicycle £t Pedestrian Mobility Plan q-1 Typical Roadway Crass Sections for Pedestrian and Bicycle Accommodation Locally, there are a number of different typical roadway cross sections. Pedestrian and bicycle facilities should be incorporated into all of the typical sections. The City of Winchester groups roadways into Category I, Category Il, and Category III Streets. Common VDOT typical sections, as used in Frederick County and the Town of Stephens City, are U2, U41), U61), and R41). The different roadway types will be described and illustrated below with the inclusion of pedestrian and bicycle facilities. City of Winchester Category II Street and VDOT U2 Roadway ROW 1 11' I ii X1 5' ^l—T_►1^5 5�1 Sidewalk Parking Travel Travel Parking Sidewalk Lane L.are Buffer Bike BikeBuffer Zone Lane Lane Zone VDOT U2 Typical Section / City of Winchester Category 11 Street: Shown with 2 lanes with on -street parking, bike lanes buffer zones, and sidewalks The first two typical sections below represent both a City of Winchester Category II street, and a VDOT U2 roadway. The first section shows the typical section in a non-commercial area, the second is in a commercial area. In Winchester, a Category II street is defined as "a street or road that carries a present or anticipated traffic volume from 5,000 to 8,000 vehicles per day; a maximum grade of 9%, a design speed of up to 35 mph, a minimum street width of 36 feet and a minimum right of way width of 50 feet." A VDOT U2 section is an urban two-lane roadway with curb and gutter. Bike lanes, sidewalks, and buffer zones between the sidewalk and the street should be included on streets with these sections. Narrow travel lanes are recommended in order to discourage drivers from exceeding the speed limit, as a result, 11 feet travel lanes are recommended. In a commercial area, the same typical section would be used, but the sidewalks are widened to accommodate increased pedestrian traffic. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan Raw 1_ -10—i -5'---T—]-5' ! t1 I j1 —5 -1.-7'—L--5 —1 0-1 Sidewalk Parking Travel Travel Parking Sidewalk Lane Lane Buffer Bike Bike Buffer Zone Lane Lane Zone VDOT U2 Typical Section / City of Winchester Category 11 Street in a Commercial Area: 2 lanes shown with on -street parking, bike lanes buffer zones, and wider sidewalks City of Winchester Category III Street and VDOT U4D Roadway The City of Winchester Category III Street is defined as follows, "a street or road that carries a present or anticipated traffic volume greater than 5,000 vehicles per day; a maximum grade of 9%, a design speed up to 50 miles per hour, a minimum street width of 48 feet, and a minimum right of way width of 70 feet. i—.-3,.._.L.--b•—►—a• s tr--1 iz• i �r—t--�-1---a-1�—� Buffer Travel Two Way Travel Buffer Zone Lane Left Turn Lane Zone Sidewalk Bike Lane Bike Sidewalk Lane City of Winchester Category 111 Street: Shown with 2 lanes with two-way left turn lane, bike lanes, buffer zones, and sidewalks (widen sidewalks if in a commercial area) Win -Fred MPO Bicycle ft Pedestrian Mobility Plan A-3 On street parking shall not be allowed. Access shall be limited to intersections with public streets and curb cuts to private property that are no closer than 300 feet. When this type of street is used as the entrance to a subdivision of more than 25 lots, a landscaped median may be required." Two potential typical sections are shown for a Category III street. The first shows a two lane road with a center turn lane, bike lanes, a buffer zone, and sidewalks. Studies suggest that in many cases, streets with a two way left turn lane can accommodate as much vehicular traffic as a four lane roadway. -- --- __30 Roadway 1 3V Roadway I_.__70''—�1�-5•_=—h i 12—_1-.-wm1Z i 15 I—IT----J-1 ---I Or Sidewaik or Bike Travoi Travel Bike Sidewalks Shared -Use Path La`w Law tare lane Shared -Use Path Buffer Travel Trave. Buf'er Zone UM 'pian Lane Zaw VDOT U4D/City of Winchester Category 111 Street: 4 lane divided roadway shown with bicycle lanes, buffer zones, and sidewalks/shared use path. The second Class III section is a four lane roadway and also serves as an example of the VDOT U41) section, which is an urban 4 -lane roadway with curb and gutter. On wider roads with heavier traffic volumes, it is recommended that more space be dedicated to pedestrian and bicycle facilities, for example 6 feet bicycle lanes and 10 feet sidewalks and shared use paths on one or both sides of the roadway. Shared use paths that are adjacent to the roadway require careful design, particularly when they are placed only on one side of the roadway. In areas where there are frequent driveway and intersection crossings, bicycle riders may be less safe on a shared use path than they would be riding in the roadway. As a result, the Idaho Department of Transportation recommends against installing shared use paths when there are more than 8 driveway or intersection crossings per mile. On -street bicycle facilities are recommended even in locations where there are shared use paths adjacent to the roadway. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan /. VDOT U6D Roadway The VDOT U61) typical section is an urban 6 -lane divided roadway with curb and gutter. The example shown below illustrates how bicycle lanes, buffer zones, and sidewalks may be accommodated ort this typical section. Again, it is recommended that more space be dedicated to pedestrians and bicycles on wider, higher volume roadways, such as 6 feet bicycle lanes and 10 feet sidewalks and shared use paths on one or both sides of the road. See the previous paragraph for more details on shared use paths adjacent to the street. Saewa(Av B.rc 5N1c Use Pun, Luce 7nvr: lre Treed lane &1e0tn T+ T.;,,,y aa!' 1_KrK �� L9M T+aa+^. 94 S+G.+rdnv Sh—d Uu VDOT U6D: 6 lane divided roadway shown with bicycle lanes, buffer zone, and sidewalks/shared use path VDOT R4D Roadway 32' Roadway 32' Roadway 16'[�I 12' 12'---6--d t �I � 2 2 I I_. Paved, Striped Travel Shoulder Shouldw--__..!) Travel Paved, Striped Shoulder Lane Lane Shoulder Travel Lane Median Travel Lam VDOT R4D: 4 lane divided roadway shown with paved, striped shoulders The VDOT R4D typical section is a rural 4 -lane divided roadway with standard shoulders and ditches. There should be a stripe separating the shoulder from the rightmost travel lane. In areas that are truly rural and without pedestrian demand, the shoulder is shared by pedestrians and bicyclists. In areas that are not rural, sidewalks may be added to this section on either side of the ditches. Win -Fred MPO Bicycle ft Pedestrian Mobility Plan A-5 /Y -i t W11cycle F It% The on -street bicycle facilities recommended in this section are intended to improve bicycling conditions on roadways and provide a visible indication that bicycling is a mode of transportation that is supported in the Winchester - Frederick region. However, it should be noted that bicyclists are not limited to using roadways with designated bicycle facilities: bicyclists have the legal right under Virginia law to travel on all roadways other than limited access roadways. Bicyclists share the same responsibility as drivers to operate safely and respectfully in the roadway environment and obey all traffic laws. To understand the bicycle facilities recommended in this plan, it is important to understand how roadway and traffic characteristics affect bicyclists. Several research studies have identified factors that influence bicyclist safety and comfort when riding on roadwaysl,2,3,4. These factors include: • Effective width of the roadway, which includes the width of the outside lane and paved shoulder/ bike lane space • Presence of a bike lane or paved shoulder • Motor vehicle traffic volumes on the roadway • Speed of the traffic on the roadway ® Percent heavy vehicles on the roadway • On -street parking • Pavement surface condition In the late 1990s, groundbreaking research was performed to quantify the influence of each of these factors on the perceptions of bicyclists. One research study had bicyclists rate the characteristics of roadways in the fields; another had bicyclists rate roadway segments from video clips6. The former study resulted in the Bicycle Level of Service Model, and the latter resulted in the Bicycle 1 Landis, Bruce W., "The Bicycle Interaction Hazard Score: A Theoretical Model". Transportation Research Record 1438, TRB, Washington, DC, 1994. 2 Sorton, Alex. 'Bicycle Stress Level as a Tool to Evaluate Urban and Suburban Bicycle Compatibility". Transportation Research Record 1438, TRB, Washington, DC, 1994. 3 Epperson, Bruce. Evaluating Suitability of Roadways for Bicycle Use: Toward a Cycling Level - of -Service Standard". Transportation Research Record 1438, TRB, National Research Council, Washington, D.C. 1994. 4 Davis, Jeff. Bicycle Safety Evaluation. Auburn University, 1987. 5 Landis, Bruce W., et al. "Real -Time Human Perceptions: Towards a Bicycle Level of Service". Transportation Research Record 1578, TRB, Washington, DC, 1996. 6 Harkey, D.L., et al. "Development of the Bicycle Compatibility Index: A Level of Service Concept". Final Report, Report No. FHWA-RD-98-072, Federal Highway Administration, Washington, DC, August 1998. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Compatibility Index. All of the factors listed above were found to influence bicyclists' sense of comfort and safety in the roadway environment. Both studies identified lateral separation between bicyclists and motor vehicles as one of the most significant factors influencing bicyclist comfort levels. The studies found that bicyclists preferred having wider pavement space to ride on. Further, both studies found that most bicyclists prefer having a shoulder or bike lane stripe provided on roadway segments when compared to the same pavement width without a stripe. In addition, a third study found that motorists give bicyclists more lateral space when bike lanes are striped'. These studies provide the background behind the recommendations to provide bicycle lanes and paved shoulders as preferred bicycle facilities for roadways with higher traffic volumes in the Winchester -Frederick region. Shared Roadways Shared roadways are streets and roads where bicyclists can be served by sharing the travel lanes with motor vehicles. Usually, these are streets with low traffic volumes and/or low speeds, which do not need special bicycle accommodations in order to be bicycle - friendly. There are many low-volume local and rural roadways in the Winchester -Frederick area that are excellent for bicycling in their current condition and need no further improvement to be bicycle compatible. Bicyclist on a shared roadway 7 Hunter, William W., et al. "A Comparative Analysis of Bicycle Lanes Versus Wide Curb Lanes: Final Report". Federal Highway Administration, FHWA-RD-99-034, December 1999. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan A-7 Signed -Shared Roadways A signed -shared f ---- - -- – —. roadway is shared I D11-1 D1 1c roadway which has ix been designated b` signing as a preferred , route for bicycle use. " oil)- - - - Bike route signs can a be posted on key EL AIR 6 40- routes between major – -- destinations in the ' D11 -1c Winchester -Frederick region to indicate to Example of MUTCD signs for desiQnatinQ bicvcle routes bicyclists that particular advantages exist to using these routes compared with alternative routes. Bicycle route signs should only be posted on roadways where conditions are favorable. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan t Striped/Paved Shoulders Paved shoulder space improves the safety and comfort of bicyclists. There is no minimum width for paved shoulders, however a width of at least 4 feet is preferred (see the chart below for recommended widths). While paved shoulders are generally acceptable for roadway sections without frequent intersections, on those where intersections are frequent, appropriate bike lane striping should be applied. As for pedestrians, wider shoulders increase the level of safety and comfort for pedestrians. See the description of striped/paved shoulders under pedestrian facilities for additional benefits. 1-I',Shouldbrr AADT (< 6% HV) r - Travel Lane Bicycle Treatment 0-1,500 10'-13' Shared Lane 1,501-2,000 11' 4'Shoulder 2,001-3,000 11' 4' Shoulder 3,001-6,000 12' 4' Shoulder 6,001-13,500 12' 5'Shoulder > 13,501 12' 6' Shoulder Shoulder on roadway with no parking, < 55mph vvin-neu mry oic,yue a reuesu iau rvwuniLy rias A -q Bicycle Lanes A bicycle lane is a portion of the roadway that has been designated by striping, signing, and pavement markings for the preferential or exclusive use of bicyclists. Bicycle lanes are always located on both sides of the road (except one way streets), and carry bicyclists in the same direction as adjacent motor vehicle traffic. Bicycle lanes should be at least 4 -feet wide on roadways with open shoulders and 5 -feet wide on roadways with curb and gutter. On curb and gutter roadways, the gutter pan may be included in the 5 -foot bicycle lane width, provided the pavement surface is flush with the gutter pan. While 5 -foot bicycle lanes are typical, 6 -foot bicycle lanes are commonly used on roadways with higher traffic speeds and volumes. Bicyclists retain the right to use the travel lanes on streets with bicycle lanes. :V0_ ` fr�vmraoa�c� Bicycle lane on roadway with parking, < 30 mph 12t—vonra64 r Vali, f—larr T-1� rz—��c--_/ Bicycle lane on roadway with no parking, < 40 mph Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Shared Lane Markings Shared lane markings can be used on roadways where there is not enough space for bicycle lanes. Shared lane markings alert motorists to expect and accept bicyclists as users of the roadway and to encourage bicyclists to ride outside of the "door zone" of parked cars. These markings have the additional benefits of reducing wrong -way bicycling and increasing the distance between overtaking motorists and bicyclists. The shared lane marking should not be placed on roadways with a speed limit above 35 mph. The Shared Lane Marking should be placed immediately after an intersection and spaced at intervals not greater than 250 feet thereafter. "Share the Road" Signs frrLe�aarc��r�mg• Shared lane marking on constrained roadway with parking and speed limit < 35 mph "Share the Road" signs can be posted on roads that bicyclists use regularly. These signs can increase awareness of bicyclists, especially in areas where bicyclists may not be expected or where many drivers are tourists. A new fluorescent yellow/ green color has been is approved in the Manual on Uniform Traffic Control Dez7ices and can be used on these signs. Signs should be used judiciously —too many signs can cause visual clutter and lead to non-compliance. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan A-11 Bicycle Racks and Bicycle Lockers ACCEPTABLE DESIGNS Dimensions vary by manufacturer and model. 1 A.. UNACCEPTABLE DESIGNS This type of rack can bend the wheel. fl" This type of rack does not support the bicycle frame In at least 2 places. RACK ELEMENTS The rack must: - Support the bicycle frame in at least 2 places, allowing the frame and wheel to be locked using a U -lock or cable lock. - Prevent the wheel of the bicycle from tipping over. - Not damage the bicycle- - Be durable and securely anchored. - Allow front -in or back -in parking. Bicycle Rack Designs Bike parking can be provided in the form of bike racks or bike lockers. Secure bicycle parking located close to building entrances and transit entry points can make bicycling more attractive. It also reduces the risk of bicycle damage or theft. Bike rack design and site location are discussed in detail in the Bicycle Parking Guidelines, developed by the Association of Pedestrian and Bicycle Professionals (available on the resources page at www.apbp.org). Bike lockers Win -Fred MPO Bicycle Et Pedestrian Mobility Plan provide added protection from theft and weather. Bike parking is important at destinations such as town centers, historic sites, transit stations and park-and- ride lots. It is also important to provide bike parking near business entrances and at employment sites. Railroad Crossings At diagonal at -grade railroad crossings, the gap next to the rail (called the "flangeway") can trap the front wheel of a bicycle, thereby causing a bicyclist to crash. This problem is generally a concern in locations where the rails intersect with the roadway at an angle less than 45 degrees to the direction of travel. Recommended Design Treatment at Diagonal Railroad Crossings (Source: Oregon DOT) 77 Skewed Railroad Crossing in Madison, Wisconsin In locations where this condition is present, the bicycle lane or shoulder should be designed so as to enable the bicyclist to approach the track at an angle closer to 90 degrees, but not less than 60 degrees, without having to swerve into motor vehicle travel lanes. The width of the dimensions of the widened area will be dependent upon the skew of the railroad tracks relative to the bicyclist crossing point. It is important that the bicyclist is given sufficient space on the approach and the departure of the crossing to safely transition back to the traveled way. An example of this widening treatment is shown in the Figures above. In locations where a retrofit may not be feasible or where the retrofit may not occur for a period of time, the Manual on Uniform Traffic Control Devices (MUTCD) includes the Win -Fred MPO Bicycle i* Pedestrian Mobility Plan W10-12 A-13 -� h 16 � $! R Optional strtpMl taxtirred arca • - rrt ;s cit r.!drus m„R� r radmmfto F B! yCllats path e X t2_ Istt _ i.:.n-4 Sm” 12-115rt ;36-4 am) Recommended Design Treatment at Diagonal Railroad Crossings (Source: Oregon DOT) 77 Skewed Railroad Crossing in Madison, Wisconsin In locations where this condition is present, the bicycle lane or shoulder should be designed so as to enable the bicyclist to approach the track at an angle closer to 90 degrees, but not less than 60 degrees, without having to swerve into motor vehicle travel lanes. The width of the dimensions of the widened area will be dependent upon the skew of the railroad tracks relative to the bicyclist crossing point. It is important that the bicyclist is given sufficient space on the approach and the departure of the crossing to safely transition back to the traveled way. An example of this widening treatment is shown in the Figures above. In locations where a retrofit may not be feasible or where the retrofit may not occur for a period of time, the Manual on Uniform Traffic Control Devices (MUTCD) includes the Win -Fred MPO Bicycle i* Pedestrian Mobility Plan W10-12 A-13 W10-12 warning sign which should be used to warn bicyclists skewed railroad crossings. A filled or rubberized flangeway can also help to reduce, but not eliminate the risk of a trapped wheel. See above for an example of this sign. Bicycle Friendly Drainage Grates Storm grates pose a hazard for bicyclists when the openings are parallel to the bicyclists' direction of travel. Bicycle tires can get caught between the bars of these grates, and cause bicyclists to crash. Non -bicycle friendly drain grates should be replaced with one of the types shown in the figure below. ACCEPTABLE GRATE DESIGNS TYPE A B P TYPE B TYPE S TYPE L Acceptable Drainage Grate Designs Source: City of Baltimore Bicycle Facility Design Toolkit Win -Fred MPO Bicycle It Pedestrian Mobility Plan V J , :s Aw--_ r IS, Y 1 f r 2' Shoulder Clearance t (Maximum Slope 1:6)— --_ 70' Min. Typical shared -use path cross-section Shared Use Paths —Subbase Shared Use Paths trails (multi -use trails) serve a wide variety of users, including pedestrians, bicyclists, and in-line skaters. Shared use paths should be designed with consideration given to the volumes, various speeds and space requirements of different user groups. According to the AASHTO Guide for the Development of Bicycle Facilities, shared use paths should be designed with a minimum cross section of 10 feet with 2 foot shoulders. This will enable the trail to operate as a two way facility. In areas with high volumes of trail users, 12-14 foot widths are recommended. In extremely constrained conditions, or for neighborhood trail connectors, trail width can be reduced to 8, however this is generally only appropriate for short sections of trails, and according the to AAHSTO Guide, the following conditions should prevail: "(1) bicycle traffic is expected to be low, even on peak days or during peak hours, (2) pedestrian use of the facility is not expected to be more than occasional, (3) there will be good horizontal and vertical alignment providing safe and frequent passing opportunities, and (4) during normal maintenance activities the path will not be subjected to maintenance vehicle loading conditions that would cause pavement edge damage." Win -Fred MPO Bicycle Et Pedestrian Mobility Plan A-15 Trail users generally co -exist on shared use paths without requiring separate lanes for pedestrian versus bicycle traffic. For trails with extremely high volumes of pedestrians, however, it can be sometimes helpful to provide a center line stripe to minimize conflicts and improve the safety and comfort of the users. Soft surface hiking, mountain biking, and equestrian trails that are not constructed with a paved surface are generally regarded as recreational trails. Since these trails are not intended for transportation use, they may be considerably narrower, and are not required to follow the design guidelines described in this section. Table: Comparison of different trail surface types Surface Types Asphalt or concrete are the preferred surface types for shared use paths. In some circumstances it may be appropriate to construct the path with a soft surface. Soft surface trails are generally not recommended in areas prone to flooding or where steep grades would cause the erosion of the trail surface. The surface should be designed to withstand the loads transferred by the heaviest maintenance vehicle intended to travel along the pathway. The trail surface should be designed with appropriately compacted subgrade, and the correct sub- base and pavement thickness in order to accommodate maintenance and emergency vehicles that will access the trail. Due to the wide variation in soil types and drainage conditions, the pavement structure and subsurface drainage should be designed to the specific conditions of each trail project. Accessibility The Americans with Disabilities Act (ADA) prohibits public entities from designing new facilities or altering existing facilities, including sidewalks and trails, that are not accessible to people with disabilities. Shared use paths should comply with the guidelines set forth in the Americans with Disabilities Act Accessibility Guidelines (ADAAG). The design for accessibility should also be applied to all connections to the shared use path including parking lots, Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Trail Surface Comparison Trail Surface Relative Cost Relative Durability Permeable ADA Use by Compliant Road Bikes (Narrow Tires) Use by Use by Use by Mt Bikes Walkers Runners (Wide Tires) Use by Skaters Wood/Mulch Low Poor Yes No JPoor Fair Good Fair lVery Poor Crushed & Compacted Stone Low JFair IYes Possiblv Fair Good Good Very Good Very Poor Porous Asphalt High IGood Yes Yes Good Good Very Good Good Good Asphalt Pavement High lGood INo Yes Good Good Very Good Good Very Good Concrete Pavement Very High lVery Good INo Yes Good Good Very Good Poor Good Table: Comparison of different trail surface types Surface Types Asphalt or concrete are the preferred surface types for shared use paths. In some circumstances it may be appropriate to construct the path with a soft surface. Soft surface trails are generally not recommended in areas prone to flooding or where steep grades would cause the erosion of the trail surface. The surface should be designed to withstand the loads transferred by the heaviest maintenance vehicle intended to travel along the pathway. The trail surface should be designed with appropriately compacted subgrade, and the correct sub- base and pavement thickness in order to accommodate maintenance and emergency vehicles that will access the trail. Due to the wide variation in soil types and drainage conditions, the pavement structure and subsurface drainage should be designed to the specific conditions of each trail project. Accessibility The Americans with Disabilities Act (ADA) prohibits public entities from designing new facilities or altering existing facilities, including sidewalks and trails, that are not accessible to people with disabilities. Shared use paths should comply with the guidelines set forth in the Americans with Disabilities Act Accessibility Guidelines (ADAAG). The design for accessibility should also be applied to all connections to the shared use path including parking lots, Win -Fred MPO Bicycle Et Pedestrian Mobility Plan neighborhood connectors, adjoining roadways, and adjoining facilities (rest stops, buildings, restrooms, etc.) Cross slopes on shared use paths should not exceed 2%. Running grades should be kept to minimum to provide for maximum accessibility. Every effort should be made to ensure running grades are kept within ADA guidelines on shared use paths. In limited circumstances where achieving these grades would be prohibitively expensive or would denigrate a unique natural environment, exceptions can be made to running grade requirements. Making such an exception does eliminate the responsibility to meet ADA guidelines on all other aspects of trail design. The following steps should be taken to mitigate steeper grades in these situations: • Provide flat landings with benches to enable trail users to stop and rest if necessary • Provide hand rails on the sides of the trail • Widen the trail to allow more space for slower users • Provide an alternative accessible route and use signage to direct people with physical disabilities to the route Steep downgrades are not recommended at roadway intersection approaches. Every effort should be made to keep intersection approaches at or below a 5% slope in order to reduce the possibility of a bicyclist or other wheeled user losing control and crashing into the intersection. Shoulders Two -foot wide graded shoulders should be provided along the entire length of the path unless right of way is constrained. The shoulders should typically be of some soft material to serve walkers and runners who prefer soft surfaces. Liability The "Recreational Use Statute" is a Virginia law that offers liability protection for land owners that allow recreation uses, such as shared use paths, on their land. Landowners offering public use of their land are not required to keep their premises safe or to warn visitors of hazardous conditions, structures, or activities on their property. Landowners cannot, however, deliberately endanger people who enter for recreational purposes. Under the law, the landowner can be owner, tenant, lessee, occupant, or person in control of the premises. Both private and public land managers are defended. Those who enter privately owned lands for recreation are responsible for exercising due care in their use of the land. This liability protection is not valid of the landowner collects fees or rent for the use of the land. The exception can be if the land is leased to a government agency that then manages the property. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan q-17 Driveways and intersections create conflicts between bicyclists on sidepaths/sidewalks and motor vehicles Example of an intersection treatment on a sidepath Shared use paths Adjacent to Roadways/ Sidepaths/ Wide Sidewalks Shared use paths adjacent to roadways, also known as sidepaths or wide sidewalks, can provide a more comfortable place for novice bicyclists and other people who are not comfortable riding on the road with traffic. However, shared use paths adjacent to roadways are most appropriate in corridors with few driveways and intersections. This is because these locations present a safety problem due to conflicts between turning motorists and bicyclists. The photo to the left demonstrates such a conflict: the motorist in the driveway is looking to the left for breaks in traffic and does not see the bicyclist approaching from his right. It is recommended that shared use paths not be used adjacent to roadways when there are more than 8 driveway or intersection crossings per mile. Special signing and marking treatments are recommended to warn both motorists and bicyclists about driveways and intersections with sidepaths. An example of a pavement treatment to alert bicyclists of a roadway crossing is shown in the photo to the left. When a shared use path is used on only one side of the roadway, special consideration should also be given to intersection treatments to aid bicyclists into crossing to the other side of the road. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Greenway Signage, Trailheads and Other Trail Amenities There are several excellent sources for information on greenway signage, trailheads, and other trail amerdties. For more information, refer to the following publications: • Greenznays: A Guide to Planning, Design and Dezielopment. Published by Island Press, 1993. Authors: Charles A. Flink and Robert Searns. www.greenways.com • Trails for the Twenty -First Century. Published by Island Press, 2001. Authors: Charles A. Flink, Robert Searns, and Kristine Olka. www.greenways.com Pedestr azr Facilities along the Roadway Sidewalks Sidewalks are a central component of the pedestrian network. Decisions on whether to provide a sidewalk should not be based on existing pedestrian volumes because they are not a reliable indication of pedestrian demand. Individuals tend to walk in locations where continuous connections are provided. A lack of pedestrian activity in a location with discontinuous sidewalks is, therefore, not necessarily an indication of a lack of pedestrian demand. All roadways should have some type of walking space outside of the vehicular travelway, whether a sidewalk in urban or suburban areas, Great sidewalks encourage or a paved shoulder in rural areas. When a walking walkway is provided on only one side of the roadway, pedestrians traveling on the opposite side may not cross to the sidewalk, and may instead elect to walk in the roadway. If pedestrians do cross, they increase their exposure to vehicular traffic. Though it may be appropriate for some roadways in developing areas to temporarily have a pedestrian walkway only on one side, walkways on both sides are necessary for pedestrian - compatible roadways. Sidewalk installation should be a routine part of road improvement and new construction projects in urban and suburban areas. Sidewalks should be included on both sides of all roadways (except where pedestrians are prohibited) Win -Fred MPO Bicycle & Pedestrian Mobility Plan A-19 in Winchester, the Town of Stephens City and within Frederick County's Urban Development Area (UDA) and should be a minimum of 5 -feet wide. Sidewalks should comply with the most recent Americans with Disabilities Act Guidelines. Development in all three jurisdictions is also subject to compliance with the International Building Code (IBC). Sidewalks serving as Accessible Routes must meet the requirements of IBC Section 1104, as amended, which requires accessible routes on private property between accessible building entrances and public streets or sidewalks in addition to routes between the building entrances and handicap parking spaces. Striped/Paved Shoulders Sidewalks are the preferred facilities for pedestrians walking alongside roadways, but paved shoulders can also help accommodate pedestrians in rural areas where sidewalk installation is prohibitively expensive and pedestrian demand is low. There is no minimum width for paved shoulders, however a width of at least 4 feet is preferred. Greater widths provide better accommodation for pedestrians. On some roadways, motor vehicle travel lanes can be narrowed to provide more shoulder space. According to the AASHTO Guide for the Development of Bicycle Facilities (1999), "where 4 -foot widths cannot be achieved, any additional shoulder width is better than none at all." Paved shoulders also improve safety for motor vehicles, prevent pavement damage to the travel lanes, and provide space for pedestrians. Buffer Zones A pedestrian's safety and comfort in the roadway environment is affected by the width and quality of the buffer between the sidewalk and the roadway. Physical barriers between the sidewalk and roadway (such as street trees, landscaping, bike lanes and parked cars) will increase pedestrian safety and comfort, and therefore encourage higher levels of walking. On -street parking has a very positive effect on pedestrian comfort. Along some arterial and collector streets in areas that are seeking to enhance and/or introduce a commercial core (with stores/ businesses in front and parking lots behind), it may be feasible to add on -street parking lanes. Street trees greatly enhance the pedestrian environment. For narrow landscape buffers less than 5 feet wide, care should be taken to use shade tree species that can survive in a narrower space and have less invasive root systems, such as varieties of maple and oak trees. Large shade trees are preferred to medium and small trees that do not offer as much shade. Street trees should typically be placed no closer than 30 feet on center, and no greater than 60 feet on center, depending on the species of tree. In locations with Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan no buffer strip, consideration can be given to providing tree planting behind the sidewalk, which may improve aesthetic conditions and provide shade, but will not improve pedestrians' sense of safety in the roadway environment. Planting trees behind the sidewalk should not be done in new developments or retrofits where there is room for a buffered planting strip. Street trees should not be positioned so as to block sight distances at intersections and driveways. Design of Driveways and Commercial Entrances Example of a sidewalk continuing over a driveway in Winchester, VA. Example of a driveway entrance that functions like an intersection (in the Town of Stephens City). In this example, it is recommended that crosswalk markings be added. The detectable warnings do not meet the requirements of the Americans with Disabilities Act Accessibility Guidelines. In locations where a sidewalk crosses a driveway, it is important that the sidewalk is continuous and meets the requirements of the Americans with Disabilities Act Accessibility Guidelines for accessible pedestrian routes. Therefore, the cross slope of the driveway at the sidewalk should not exceed 2%. The concrete sidewalk surface should extend across the driveway to give drivers the expectation that they should yield to pedestrians. Major driveways or commercial entrances may function like street intersections, in which case they should contain the same pedestrian safety features as intersections. In this case, curb ramps, detectable warnings, and crosswalk markings should be used to provide a continuous pedestrian route. A preferred design option is to provide a raised pedestrian crossing over the driveway apron. The raised pedestrian crossing serves to slow traffic as it enters and exits the driveway. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan q-21 Safe and convenient roadway crossings will be essential for pedestrian and bicycle mobility L„ the Winchester -Frederick region. This section will provide guidelines for the design of pedestrian crosswalks at intersections and midblock locations as well as guidelines for the design of shared use paths where they cross roadways. Note that designating pedestrian and bicycle crossings with marked crosswalks alone does not necessarily provide an adequate level of safety for pedestrians and bicyclists. Roadways with higher motor vehicle speeds and volumes require enhanced pedestrian and bicycle crossing treatments, including appropriate features from the list below. Where to Mark Crosswalks Legally, crosswalks exist where two streets intersect whether or not they are denoted with markings. Crosswalk markings are desirable in certain places because they alert motorists to locations where they should expect pedestrians and show pedestrians a preferred crossing location. Controlled Locations Locations with traffic signals or stop signs are known as controlled locations. Within the Winchester -Frederick region, marked crosswalks shall be provided across all street approaches to signalized intersections (on all legs of the intersection except those legs where a pedestrian crossing is prohibited). Marked crosswalks should also be provided at stop controlled intersections. Uncontrolled Locations A recent national research project completed by the Federal Highway Administration (Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations, 2002) provides specific guidance on the installation of crosswalks and other safety measures at uncontrolled locations. In addition to providing criteria for when to use marked crosswalks, this study clearly indicates the safety value of enhanced pedestrian crossing measures at midblock crossings and other uncontrolled locations (such as T -intersections). Safety measures that are recommended include crossing islands, raised crossings, and other traffic calming techniques, as well as additional warning signs and signal treatments. The flow chart shown in on the next page should be used to determine the appropriate safety treatment for an uncontrolled crossing based on vehicular speeds and volumes. Based on the outcome of the flow chart, further guidance is given in the table on the following page regarding the appropriate type of design treatment, given the amount and speed of traffic at this location. The intent of the flow chart is to provide initial guidance on whether an uncontrolled location Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan L might be a candidate for a marked crosswalk alone and/or whether additional geometric and/or traffic control improvements are needed. As a part of the review process for pedestrian crossings, an engineering study should be used to analyze such other factors, including (but not limited to), gaps in traffic, approach speed, sight distances, illumination, the needs of special populations, and the distance to the nearest traffic signal. The spacing of marked crosswalks in uncontrolled situations should also be considered so that they are not placed too close together. Overuse of marked crosswalks may breed driver disrespect for them, and a more conservative use of crosswalks is generally preferred. Thus, it is recommended that in situations where marked crosswalks alone are acceptable, a higher priority be placed on their use at uncontrolled locations having a minimum of 20 pedestrian crossings per peak hour (or 15 or more elderly and/or child pedestrians per peak hour). In all cases, good engineering judgment must be applied. (Zegeer et. al., 2002). Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan A-23 Staff visits the site to Insufficient need to justify Decision- is this an gather data a marked crosswalk appropriate location for an uncontrolled marked crosswalk? �No Location is along a route that serves n gQ pedestrians a pedestrian per hour or 60 in generator, such as four hours cross a bus stop. at the location business district. school, park, or hcspilaf Ye Yes Nearest No marked Direct pedestrians to the Crosswalk is nearest marked crosswalk more than 300 feet away YesT There is Location No adequate Location No Location Yes stopping sight No Unsafe location for a distance for marked crosswalk unless vehicles sight distance is approaching the addressed crosswalk Flow Chart: Where to mark crosswalks at uncontrolled locations Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Location No Location Location No Location ^ crosses a s tour crossesmore crosses a crosses a in or More _10,Crr more lane two-lane three -lane lane street street wilhout a street street with a raised raised median median Yes fes I Yes Yes ■1 ��, See Next Page See Next Page See Next Page See Next Page Level l Level 2 Level 3 Level il Sources: Safety Effects of Marked vs. Unmarked Crosswalks at Uncontrolled Locations. 2002 and City of Sacramento Public Works Department Flow Chart: Where to mark crosswalks at uncontrolled locations Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 7nstructiors Gomp:ele the ADw ctar from the provrpus page arc refer to the corresponding leve) below Leve11: 2 Lang` 4l�aet Level 3: A or more Lane* wilh a Raised Median Level 2; 3 Lan. Stoat LongilLdr^a' or MM 6agenal crrssvialk Longlludina) or ma+krngs plus an diagonal crosswalk Longituomal or e-. rmeennq markings plus an 9.OL'C cars or 1-cn.7.tur-,nal or Lcng+tudirat or engineering Up to 12!?✓? <_irs 1.x;cnal cresswalk diagonal crosswalk treatment 'see e' day ^•+.brkir.,., mark.n 5 1:01-1 Lcng+tudmal or Lcng+lud:^al Of Pedes,n.n signal dagonal crosswalk d+ag_rai crr,sswalk o- grade separated 1 arkir s marks s crosser Longitudinal or engmeer�g a^gwetnng 2,X, diagonal crosswalk drag"nal,.rosswalk Iroalmenl ;see 9 CAO-12,OCJ markir s mask ng; plus an below) Longdud:nal or engineering Pedestrian sioral 15.009 cars or d,agonal cresswalk Ireatme^t(seec, grade separalad - m? per day markings DaIM! Crossing Level 2; 3 Lan. Stoat Mi,pu of Es>;iamrio>;'I'reatnxmis R,•.ai Iha i r,n n:• isLsds Adv.rnce Slop I.mr+ In-Ro:i,lw:rs' ASming i.lphts Palr,la:k*: Sic" sia LongilLdr^a' or MM 6agenal crrssvialk Lo ,Audnal or ma+krngs plus an J agrna) crosswalk Longituomal or e-. rmeennq markings plus an 9.OL'C cars or Lcng'lud'.nal or �o^gttudrral cr rrrginr mq 9,_,00 cars ar diagcnal crosswo'.k diagonal crosswalk treatment ;see fywc-Der aay mmkines markm:3 belxm diagonal crosswaik Lpr,jitAi^ad or Long.tud:nal cr mark+rgs pus an diagonal crosswalk dla,,cnal crosswalk engineering markings pus an markrrgs plus an Longitudinal or engmeer�g a^gwetnng 2,X, diagonal crosswalk Ireatnrk^I is.°e Iroalmenl ;see 9 CAO-12,OCJ markir s ll:e•owi below) Longitudinal or c 'Joudinal pr or grade separated 12'-r i-16IK d,agcnal crosswalk diagonal cresswalk C ss+n riarkirgs plus an markings p us an PFaev+ an s,gnal engineering engmeerr^g Peclastnan signal 15 CC) or more treatment {see 'reatment (see —grade separated 12.,-K 0.15 C, rJ below) pgY)w1 r.:!,svrr �C^ssrriqcross,-� Lcn3dudnal or Ped--rsman vg,ai Prias:r:an s•gnal diagonal crosswalk or g�ar:e sa�a-:ated or grade separated �SC,L0 or more markings plus an r-: as�ino erilmeering Pedes!: an signalPedos:rnan signal treatment {see or grade se,^.a-ated .;-grade separated 15.0110 or more belowi cress:r. :rossm Mi,pu of Es>;iamrio>;'I'reatnxmis R,•.ai Iha i r,n n:• isLsds Adv.rnce Slop I.mr+ In-Ro:i,lw:rs' ASming i.lphts Palr,la:k*: Sic" sia Level d: d a more L.n.. ,riO—d . P2mL-0l Y.di... LongilLdr^a' or MM 6agenal crrssvialk 1.cr.gifudmal or ma+krngs plus an diagonal crosswalk Longituomal or e-. rmeennq markirgs plus an 9.OL'C cars or Longitudinal rr Lorgd,:dmai or cngn;-nnrg 9 f�X cars a diagonai c,osswalk diarcnat crosswa�k rrealmenl +.,ee Iewar oar da markin s making; C'n C11 diagonal crosswaik Loccd:.d+nay or mark+rgs pus an d agona, cres:walk engineering ma?ems plus an Pedestr to S gndl Lorgiludinal of ena,reerng an s-gnal 2,X, diagonal crosswalk ireaime^.t tsrw or grape sep.iralad 9. ,)0-12 CLK, markings below` cressm 4ongiludinal c• Lome*,A.,a; or or grade separated 12'-r i-16IK diagonal crosswalk d a�onA cr fy.,Ak C ss+n markings plus an mask ri,�s ptus rr PFaev+ an s,gnal engineeringergic ._ Pedcsman s -,nal 15 CC) or more treatment 'see 1<eatrorsr^t';see or grade separawd 12.Cf)-15.00) be ::w) below_ ress,n. �C^ssrriqcross,-� Pedestrian s anal Ped--rsman vg,ai Prias:r:an s•gnal or grade separated or g�ar:e sa�a-:ated or grade separated �SC,L0 or more r-: as�ino Level d: d a more L.n.. ,riO—d . P2mL-0l Y.di... tiruk Aeparard t'rowt +shnu;.i not I•e uwJ r coniumii.,n ea'-, I m .tuJmal ordutl:,.,,A m.ekmcs� Table: Where to mark crosswalks at uncontrolled locations Win -Fred MPO Bicycle Et Pedestrian Mobility Plan A-25 LongilLdr^a' or 6agenal crrssvialk ma+krngs plus an Longituomal or e-. rmeennq Pedestrian s!gnal 9.OL'C cars or diagcral crosswalk treatment ',tee or grade separator fewer Der day marxir. ; Wow'. CW591rt Lorgdudmal cr Long:ludina, or diagonal crosswaik d -agonal cresswalk mark+rgs pus an markings plus an engineering er )+neering Pedestr to S gndl Treatment (see treatme•rl !see or grade snp_aratec 2,X, becw) below) crossing Pedestrmn s goal Padesinn sign' Pedestrian s anal or grade separaiec cr grade separatad or grade separated 12'-r i-16IK --m MIS ng C ss+n Pedestrian sgnal PedF.anan •; }ria. PFaev+ an s,gnal cr grade separated or jreir3e sac•arated or gra:;, separated 15 CC) or more crossin cross "'I jc ,s tiruk Aeparard t'rowt +shnu;.i not I•e uwJ r coniumii.,n ea'-, I m .tuJmal ordutl:,.,,A m.ekmcs� Table: Where to mark crosswalks at uncontrolled locations Win -Fred MPO Bicycle Et Pedestrian Mobility Plan A-25 Crosswalk Marking Types High visibility longitudinal crosswalk markings, as shown below, are the preferred type of crosswalk marking because they are more the most visible marking, especially at night. If marked with thermoplastic, these markings will be extremely durable. Parallel crosswalk markings are suitable for locations are appropriate for many intersections of minor neighborhood streets. Visibility of various types of crosswalk markings: the high -visibility markings shown in the photo to the right are the easiest for motorists to see ,�/ 12" 8' Min. (or width of approaching sidewalk if greater) PARALLEL Decorative crosswalk 2" Min. markings, such as those made from stamped colored asphalt, are generally difficult 2"-24" to maintain over the long term and have not been 2"-24" proven to increase pedestrian safety. These crosswalks are often provided to improve the aesthetics, but over time their color fades and they become difficult to distinguish from 8' Min. (or width of approaching sidewalk if greater) HIGH VISIBILITY: LONGITUDINAL the asphalt roadway. If decorative crosswalk markings are to be used, the crosswalk should be outlined with two 12 inch parallel reflective white lines. This will make the decorative Parallel and high -visibility crosswalk markings markings more visible, particularly at night. The decorative crosswalk material should have integral color so the color will not wear off over time. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Tools to Increase the Safety of Marked Crosswalks at Pedestrian and Bicycle Crossings This section will present a series of tools that can be used in conjunction with the crosswalk flow chart and table presented earlier. These tools should be used in conjunction with marked crosswalks in order to increase the safety of pedestrian crosswalks and bicycle trail crossings. Generally, the tools are appropriate at both controlled and uncontrolled locations. Medians or pedestrian crossing islands Medians or pedestrian crossing islands can be provided at roadway intersections to give pedestrians a refuge area in the middle of the roadway and allow them to negotiate one direction of traffic at a time. Studies show that they reduce pedestrian crashes. Median islands can be particularly beneficial at intersections with high volumes of motor vehicles, high Example of a Pedestrian Crossing Island volumes of pedestrians, and long pedestrian crossing distances. They should be given strong consideration at locations where crossing distance exceeds 60 feet. The desirable minimum width for medians or crossing islands is eight feet. All crossing islands must be accessible to persons with disabilities. Curb extensions Curb extensions (also known as bulb -outs or neckdowns) extend the curb out into the parking lane, which reduces the effective street width. This reduces the pedestrian crossing distance and makes pedestrians more visible to approaching vehicles. Curb extensions also visually narrow the roadway, which can help reduce motor vehicle speeds. They are only appropriate on roadways with on - street parking. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan q-27 l � LaeasOFc+Mf EFFECTIVE TURNING RAGIII3 � �* PARJOW SETBACK FROM INTEMECTION i Example of curb extensions Reduced turning radii The turning radii at the corners of roadway intersections should be the smallest possible for the circumstances, rather than designed for the largest possible design vehicle. Small curb radii have numerous benefits: when compared to larger turning radii, they improve visibility between pedestrians and drivers, they reduce the distance of roadway that pedestrians must cross, they reduce vehicular speeds during turning movements, they provide space for curb ramps, and they allow more on -street parking spaces to be provided along a street. Raised crosswalks Raised crosswalks provide a continuous route for pedestrians at the same level as the sidewalk. Approaching vehicles must slow down to go over raised crosswalks comfortably. This encourages motorists to yield and makes crossing the street safer for pedestrians. Pedestrians are also positioned slightly higher than the road surface, which makes them more visible to approaching motorists. Pavement markings on the slope of the raised crosswalk can improve the visibility of the raised crosswalk to motorists. Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan In -Roadway Pedestrian Crossing Signs In -roadway pedestrian crossing signs placed in the middle of the road at marked crosswalks. They remind drivers of their responsibility to yield to pedestrians in the crosswalk. These signs have been used throughout Virginia (the signs read, "Virginia State Law—Yield to Pedestrians in Crosswalk"). In -street pedestrian crossing signs are included in Section 213.12 of the Manual on Uniform Traffic Control Devices (MUTCD). High -visibility advance u)arning signs Advance warning signs can be posted to make drivers more aware of key pedestrian crossings. These signs can increase awareness of pedestrians, especially in areas where pedestrians may not be expected. A new fluorescent yellow/ green color is approved in the national Manual on Uniform Traffic Control Devices and can be used on these signs (the W11-2 Pedestrian Crossing Sign). According to the MUTCD, these signs "should only be used at locations where the crossing activity is unexpected or at locations not readily apparent." Signs may also be accompanied by flashing lights, in appropriate situations, to grab the attention of drivers. Signs should be used judiciously — too many signs can cause visual clutter and lead to non-compliance. Signalized Intersections In some high-speed, high-volume, multi -lane locations, the best way to provide a safe pedestrian crossing may be with a traffic signal. In these locations, and in other locations where traffic signals are warranted, the following tools are recommended to improve the safety and convenience of pedestrians. Pedestrian countdown signals Pedestrian signal heads should be provided at all intersections that have traffic signals. Pedestrian countdown signals are recommended for most intersections. Countdown signals provide pedestrians with amount of time that they have available to complete crossing the street. Countdown signals are included in the Manual on Uniform Traffic Control Devices (MUTCD). They are are especially beneficial at intersections with long crossing distances because they indicate clearance time for pedestrians to complete crossing the street. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan A-29 Leading Pedestrian Interval At signalized intersections with high crossing volumes, the signals can be programmed to allow pedestrians to begin crossing before the vehicle traffic on uLe parallel street is g�Ver. a gree.. light (assuming that signal control systems at particular intersections allow this type of programming). A study of a three - second leading pedestrian interval (LPI) found that the LPI decreased conflicts between turning motor vehicles and increased the percentage of motorists that yielded to pedestrians in the crosswalk$. Roundabouts Roundabouts should be designed to safely accommodate pedestrians and bicyclists. When designing roundabouts, careful application should be made of the requirements specified in the Manual on Uniform Traffic Control Devices (MUTCD). I ' .Ie 1 Example of roundabout design Source: MUTCD 8 Van Houten, R., R. A. Retting, C. M. Farmer, J. Vanhouten, and J. E. L. Malenfant. "Field Evaluation of a Leading Pedestrian Interval Signal Phase at Three Urban Intersections," Transportation Research Record 1734, 2000. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan W Example of Flared Perpendicular Curb Ramps Source: Designing Sidewalks and Trails for Access, Part 2 landing height 76 mm (3 in) -7 f j 2% i Examples of Parallel Curb Ramps Source: Designing Sidewalks and Trails for Access, Part 2 Example of Combined Perpendicular and Parallel Curb Ramps Source: Designing Sidewalks and Trails for Access, Part 2 [an Curb ramps `.oiru ralyips (wheelchair ramps') are required at all pedestrian crossings. The ideal for pedestrian accessibility is for two curb ramps to be provided per corner at all intersections. Curb ramps provide access between the sidewalk and the street for people using wheelchairs, riding scooters, and pushing strollers. Examples of different types of curb ramps are shown to the left (perpendicular, parallel, and combined perpendicular and parallel). Perpendicular curb ramps are preferred, but due to site restraints and the requirement that a level landing be provided at both the top and bottom of the ramp, parallel ramps or combined perpendicular and parallel ramps may be necessary. Curb ramps must meet the requirements of the Americans with Disabilities Act Accessibility Guidelines. Additional information on the design of curb ramps may be found in Designing Sidewalks and Trails for Access, Part 2, Best Practices Design Guide (Distributed by the U.S. Department of Transportation). A-31 Other Pedestrian and Bicycle Facilities Roadway Lighting Pedestrians are adversely affected by low -light conditions: two-thirds of pedestrian fatalities occur between dusk and dawn. Lighting is important at intersections and midblock crossings, particularly in locations near transit stops. In pedestrian -oriented areas, it is important to provide a higher quality of pedestrian lighting, particularly along sidewalks and walkways with higher volumes of night-time pedestrian activity, specifically in commercial pedestrian districts, in high density residential areas, and near colleges and universities. Preferred pedestrian -scale lighting is characterized by shorter light poles (i.e. 16 - foot tall posts), lower levels of illumination (except at crossings), shorter spacing between lamp posts, and lamps that produce a better color definition and "white light" to areas with higher pedestrian volumes. Distinctive pedestrian lamp posts may be used to improve the appearance of the streetscape. Light poles should be placed either in the buffer zone, or on the other side of the sidewalk - and not within the sidewalk travelway (maintain the required clear width, per current accessibility standards). Light poles should be constructed of durable, corrosion resistant materials. Poles located at the back of the sidewalk or within turf or landscaped areas must be raised six to ten inches above the adjacent ground on concrete pedestals. Attention should be given to placing light fixtures within reach of a maintenance vehicle parked on the adjacent roadway, to avoid damage to the adjacent sidewalk and landscaped areas. Street lampposts, pedestrian lampposts, and landscape plans must be coordinated to assure that the lights are not engulfed in a canopy of trees. Crosswalks should be illuminated at each end by a standard street lamp. Bicycle and Pedestrian Access on Bridges Pedestrian and bicycle accommodations should be provided on bridges. On urban and suburban bridge projects, shoulder width should be based on anticipated (20 year) traffic volumes, as shown in the table below. Sidewalks on bridges should be wider, if possible, than sidewalks on the bridge approaches. Pedestrians should not be forced to walk uncomfortably close to a wall or barrier. In general, a 2 foot shy distance is needed adjacent to a wall or a vertical curb. A barrier between the sidewalk and the curb may be needed on roadways with volumes that exceed 20,000 vehicles per day and/or operating speeds that exceed 45 mph, or in locations with high volumes of heavy vehicles. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan Projected Traffic Volumes Preferred Shoulder Width Preferred Sidewalk width (20 Year) (min) <15,000 ADT 5 feet 5.5 feet 15,000> ADT 6.5 feet 8 feet* Consider combining sidewalk and shoulder space behind a barrier Table: Sidewalk and Shoulder Widths on Urban and Suburban Bridges For bridges that have an existing or proposed shared use path approaching one side, the bridge should be constructed with a 10 foot wide minimum (12 foot wide preferred) shared use path on that side, which will consist of a raised wide sidewalk with a curb. Depending upon the speed and volume of motor vehicle traffic, it may be necessary to separate the path from the adjacent vehicular lanes with a barrier. Transitions at the bridge approaches should enable access to the pathway on the bridge by bicyclists who may be riding on the paved shoulder rather than on the pathway. Barrier and Railing Design Barriers that are used to separate the sidewalk and/or bikeway from adjacent motor vehicle lanes can be constructed of various materials and various heights, depending upon the amount of desired separation (considering the speed and volume of traffic, the amount and mix of pedestrian and bicycle users, etc.) This is an area of design that requires engineering judgment and attention to the overall appearance of the bridge. It is not recommended that barriers be used when they are not needed, as they tend to trap trash and other debris and are difficult to maintain. Bridge railings (on the outside edges of the bridge) should be constructed to a height of 54 from the surface of the pathway. Bridge Retrofit Projects Bridges can be retrofitted to better accommodate bicyclists and pedestrians. There are a variety of ways to accomplish this: • Reduce the width and/or number of travel lanes to create more space for bicycles and/or pedestrians. For example, a narrow sidewalk can be widened to provide for a more comfortable pedestrian environment, while maintaining adequate shoulder width for on -road bicycling. • Adding a new bicycle and pedestrian structure to the existing bridge structure. In some cases, bridge footers may have been constructed in anticipation of a future roadway widening, or it may otherwise be possible to add an additional structure for pedestrians and bicyclists. Win -Fred MPO Bicycle & Pedestrian Mobility Plan A-33 Bicycle and Pedestrian Access at Interchanges Interchanges and other locations with on -ramps and off -ramps can be among the most difficult locations for pedestrians and bicycles to navigate. The combination of high speed merging traffic and crossings by pedestrians and bicyclists creates inherent conflicts and can be very uncomfortable for non -motorized users. Particularly in urban and suburban locations where pedestrian and bicycle traffic can be expected to use the roadway, interchange design should account for their needs. When an intersection is converted to an interchange, pedestrian and bicycle access should be considered in the design of interchange ramps and all other crossings. The most important principle in designing interchanges that accommodate pedestrians and bicyclists is to reduce motor vehicle speeds at locations where pedestrians and bicyclists either cross the road, or (as in the case with bicyclists operating on -road) merge with traffic. For this reason, urban interchange design with conventional 90 degree intersections (instead of merge lanes) is preferable for pedestrian and bicycle safety. Interchange designs that enable motor vehicles to maintain speeds above 30 mph without stopping are not conducive to pedestrian and bicycle access and should be avoided. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan FAppendix B: Ordinance Review Chapter 4 of this plan recommends that local plans and ordinances be updated to strengthen the requirements for pedestrian and bicycie accommodation. This Appendix provides guidance on how the plans and ordinances could be changed, and includes some example language from model ordinances throughout the United States. Comprehensive Pans Local comprehensive plans should set the vision for walkability and bicycle friendliness. Pedestrian and bicyclist considerations should be incorporated into sections that discuss parks and recreation, transportation, and land use. Parks and Recreation Section The Parks and Recreation components of Comprehensive Plans should incorporate bicycle and pedestrian recommendations for the region from the soon to be released 2007 Virginia Outdoors Plan. Walking and bicycling facilities should continue to be included as potential facilities in neighborhood, community, and regional parks. This section should also include mountain bike trails as a separate facility type for parks. I Example Comprehensive Plan Language e 2001 Isle of Wight County, Virginia Comprehensive Plan includes the ollowing objective relates{ to bicycling; and walking: • Establish methods to acquire, develop, and maintain open space buffer-, for development of trail corridors, particularly in greemvays adjacent ti-) stream corridors or former rail rights-of-way which offer leisure recreation facilities, protect sensitive environmental resources, and erdiance the quality of life for County residents. Where possible, select locations for trail construction that foslor use of greenways and provide opportunities to establish and interconnected system of trails and greenways over time. Transportation Section The Transportation component of Comprehensive Plans should provide a strong vision for interconnected streets with pedestrian and bicycle facilities throughout the City of Winchester, the Town of Stephens City, and the Frederick County Urban Development Area. Narrow streets, short blocks, narrow travel lanes, and an interconnected street system should be encouraged in order to promote pedestrian and bicycle activity. This section should also encourage connectivity Win -Fred MPO Bicycle >:t Pedestrian Mobility Plan B_1 of the pedestrian and bicycle network. This section should also include a new goal to decrease the need for automobile trips by encouraging mixed-use developments, pedestrian pathways, and bicycle facilities. Example Comprehensive Plan Language The Transportation Section of the 2001 isle of Wight County, Virginia Comprehensive Plan includes the following text: * Beyond a strict capacity -leased approadi to highway systems evaluation, consideration of the impact of roads and traffic and community character also needs to be considered. Additionally, this Section includes the following implementation strategy i . Maled to bic-vcling and walking: • Decrease the need for automobile trips by encouraging mixed-use developments, pedestrian pathways, anti bike paths. • Integrate Uand uses where appropriate o Integrating housing into overall design of lar,,' It, scale employment or commercial service centers, �� itl help reduce the need tc travel. bonzes built in proximity or lininediately acij :> It to the workplace or shops not only reduce iii le; miles of trav'Q'., but also present opportunit:i<<' f worn<.er1 to v,7, 1{ or bike lc work. Encourage Proffers o Indicate the need for dedication of rights-of-way for new rkl, tds, for read extensions, and to widen existing highways, or estaf,11,1h greenways, bilteway s, and trails through the Transportatio-a Pilin n and Capital Improvements Pro;_-, icy. Win -Fred MPO Bicycle tt Pedestrian Mobility Plan Land Use Section The ease of bicycle and pedestrian travel is closely linked to land use. The Land Use component of Comprehensive Plans should support development with mixed uses and with adequate density to support pedestrian and bicycle travel. Connected roadway systems (rather than cul-de-sacs) should be encouraged. Example Comprehensive Plan Language The Lanii Usc� Section of the 21001 Me Of CgCintV Vir"Illi<<r Cc?nrl)rrhell�i�� Plan ituluCirs the following teat encouraginb mixod use �rctivih� renters: Mixed Use Activity Centers represent opportunities to cluster future development r3 TNO DESr6N CONCEPTS into regional centers which serve the �1-louces set close to tl,. commercial services and retail shopping street needs of current and future County residents. Rro"t porches Each Mixed Use Activity Center should use of fences and provide opportunities to establish a landscaping to define private space recognizable center of development with its \ Street trees own unique "sense of place" within the County. Future development form within parking alla barrier between pedestrians and each Activity Center will vary somewhat street traffic based on the existing pattern of development Sidewalks and the future development mix which Streetseape pro Wding a occurs. However, the County should sense of enclosure encourage, traditional neighborhood development (TND) form within Mixed Use Activity Centers. Characteristics of this form of development are readily apparent in the Town of Smithfield and include: ■ mixed land uses ■ grid street patterns ■ design emphasis on pedestrian circulation ■ intensively used open spaces and often a "village green" to provide orientation and define a village center. ■ clearly defined streetscapes by virtue of smaller front yards on narrow lots that foster a sense of enclosure and a sense of community ■ architectural character reminiscent of the late 19f° and early 201 Century Each Mixed Use Activity Center, however, should generally evolve as a mixed-use regional center for residential, office, retail, and service development. Light industrial development may also be appropriate in some Activity Centers in the form of well-planned business and industrial parks. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan B-3 ?oning and Subdivision Ordinances: Local Zoning and Subdivision Ordinances should be revised to incorporate the requirements set forth in Appendix A, Bicycle and Pedestrian Facility Design Guidelines. These ordinances should require that ADA -accessible sidewalks are provided on both sides of all streets (except those where pedestrians are prohibited) and that they should be a minimum width of 5 feet. It is also recommended that the ordinances be revised to require developers to provide a minimum 5 -feet buffer space between the sidewalk and the street. In the case of subdivisions, the ordinances should be clear that developers are required to provide sidewalks along the existing streets that the subdivision fronts, as well as the new streets within the subdivision. Pedestrian walkways should also be required through parking lots and connecting from the sidewalk along the street to the building entrance. Lxample 5-ull-, ivision Rem 7latiowj, Nashville, IN April 2006. 3-5 Requirements for sidewalks and Related Pedestrian Facilities 1. Re471 ircr1Ients for Sidewalk's on Neu, Subdi '1 !' r tilt; ccs. Sidew;,111•.ti ,ImII he the right-of-way on both sides of new t.,,,"-1 c: z! 1)(I t'i I I to streets, extensionsof existing struts. Allsidews,`„5 cvfistr i U"' public rights-of-way shall be in accorc ' ! C: the adoptEd c-, l i n I,lcti[ Metro. Sidewalks shall not be requirer 1. On new subdivision streets it i:iili.;s! ri 7. zoning di.•tr;;:!q. 2. On new streets in residential where the t';*e ; .ting distri" t requiresa minimum lot area of at least 20,OOO square feet and the area c lot to be platter] remains 20,000 square feet or greater. 3. Where all interior lots of an infill development, as defined in Section 7-2. =. accessed from permanently dead -envied street(s) of no more than 750 fcct length, sidewalks are not required along the dead-end street(s). 4. Where a development regulated by an Urban Design Overlay, or other t r < t governed by urban design standards, sets out special design intentions -: exclude sidei,valk on a street at the neighborhood edge, if approv' d by respective decision-making body, either the Metropolitan Council or the Planrung Commission. 2. l�c'f�!!1`r�rrlc^rri5 �i:'r,icic7,�rks tilt F.ii4fan�trcl iti Frorrtirt flay Prl�ft°r fir Stti�airt!il,if. 1. Applrcahility. 1. The requirements and procedures of the Zoning OrdinancL shall a.> -;v for construction of sidewalks along existing collector or arterial str,:, In association with tion -residential or multi -family developments .: requirements and procedures of the Subdivision Regulations appy: all other development conditions. 2. The requirements of 'Section 3-9.2.b for sidewalk construction shall apply to any property outside of the Urban Services District when. ti Sidewalk Priority Index (SPT) score is less than 20, as determined i •: i.. planning department after consulting the appropriate agencies per,= : The Sidewalk Priority Index (SPI) is established in the Strategic. Sidewalks anti Bikeways, most recent edition � z{. r ' c? Fv th<; Pi � 'Ind nienI-�,1`n hpl-pill1-v Win -Fred MPO Bicycle ft Pedestrian Mobility Plan Example Subdivision Regulations, Nashville, TN, April 2006, Continued Cuirstraction of .sidewalks where there is a), existing sidewalk network is requires! under the conditions set out in Sections 3-8.2AI tc} 3-S,2.1=.4. New sidewalks s comply with the adopted standards of Metro consistent with existing sidewalk development along the block face. Wliere existing conditions do riot meet an adapted standard, sa design compatible with existing conditions r . be considered and approved by the Planning, Commission, upon the advic ,,t the appropriate Metro agencies. 3. Exishng sifkwalk repair or replacemew. Sidewalks on street(s) fronting, the property, that do not comply with a standard of Metro consist",( -,,- with existing sidewalk development on the block face, sh,II be repaired or replaced as part of a new development. 4. New sidEivalk to fill a gap in the existing rre twork. New sidewalk sl a constructed on street(s) fronting the property wherever installwi+,,;l would be contiguous to and connect existing sidewalk segments. 5 Nein :sidervalk to extrad the e.vjstitrg rrehcTork. New sidewalk shall be constructed an street(s) fronting the property wherever installatica•-- would be adjacent to and extend call existing sidewalk. b, New Sidewalk on the same block face rrs existing site -walk. Nc,,- shall be constructed on streets) fronting the property Shit=: r v: ; public sidewalk already exists on the same ]aleck face. 3. Construction of sidcazalks ar hnanciai contribution to the pedestrian netruork, irTl,E the conditions of 1 and 2 Of this Section do not apply, the developer rernab,r responsible for sidewalk(s) along street(s) fron Ping the property 'being subdivided, but rtaay either construct a sidewalk or make a financial contribution to Metro in lieu of constructing, in accordance with this Sectic s . When built, neve sidewalks shall comply with the standards of Metro; however, a design compatible with existing conditions may be considered and approved by the Planning Commission, upon the advice of the appropriate Metro agencies. 1_ Exceptimi. Only those lots platted that create a new or additional development right are subject to the sidewalk requirement of this Section. 2. Altentralive Pedestrian Trail, When an alternative pedestrian trail or greenway trail meeting Metra Greenways` design standards is proposed to be constructed by the developer, and the trait substantially serves the same purpose as a sidewalk along an existing street required by this Section, then the applicant may construct the trail as a substitute for that sidewalk section. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan B-5 Example Subdivision Regulations, Nashville, TPJ, April 2006, Continued 3. Contribution to the pedestrian Network as an Alternative to Sidewalk Installation. Where permitted by Section 3-3.2.b,, the developer may make a financial contributs;-r, to Metro in lieu of construction, The value of said contribution shall be the average linear foot sidewalk project cost, determined on an annual basis by the Public Works Department review of sidewalk projects contracted for or constructed by Metro. Any such payments received by Metro shall be assigned and designated for implementation of the Strategic Pian for Sidewalk Capital Improvements, as amended from time to time. The fee in lieu of sidewalk construction shall be used to accommodate pedestrian needs within the pedestrian benefit zone in which the development property is located. The applicant's payment shall be allocated within:4 months of receipt of the payment: otherwise, said payment shall be refunded to the subdivision applicant. 1. Fee Deadline. Prior to the recording of a final plat for the applicable phase s,. of any subdivision, the applicant shall either pay all in -lieu fees with a cashier's check or post a performance agreement with an accompanying security document, as defined in Section 6-1.2 of these regulations. Partial payments of the in -lieu fee (i.e_ combinations of cash and surety) shall not c accepted. 2, Security Document. Performance agreements shall be reviewed annually by the planning department in accordance with its established performance agreement procedures. However, in -lieu fee performance agreements are ^c' eligible for reduction. The security document shall be released once full payment of the in -lieu fee is made by cashier's check tc the Public Works Department. Payment of the in -lieu fee shall be made: 1. Prior to the release of any bond covering roads and drainage or, 2. For projects without a band for roads and drainage, for the same development phase to which the in -lieu fee applies. 4. Sidewalk Dimensions. The minimum width of public sidewalks shall be five feet. Where concrete curbs are required or constructed, grass or landscaped areas or strips with a minimum width of fowl.. !!.separate all sidewalks from the adjacer, ' street, exQept wt•hir `en feet of lion. (see figure 3-1). f=igure 3-1: Sidev alk Dirneasions �'p*} _ t .. S• *rnF.W X17 li 14ITi! �' Pi..!'1'Ti1G!S7RIP DET Example Subdivision Regulations, Nashville, TN, April 2006, Continued 5. Sidewalk Encroachments/®bstructions. Encroachments including, but not limited to utility poles, fire hydrants, parking meters, mailboxes, sign standards, and street furniture shall not be located within the concrete portion of the sidewalk area, unless determined to be compliant by the Public Works Department, However, tree grate:,, utility grates, and manholes may be permitted within a sidewalk provided five feet of unobstructed clearance is provided on one side, unless less clearance is determired to becompliant by the Public Warks [)eparmer•,t (ser' �qure 3-2) 1=i�ure 3-2: Side °ask_ Enc o@chi nen;s�Ota s°tarn r5 rN� 'r NIl.t 6. Sidewelk Tree Preservation. When specimen quality .Tees or other natural feaiu�e exist, that are desired to be preserved or protected, in the path of a sidewalk, the sidewalk may be located so as to preserve those features. Under such conditions, sidewalk may be located within a pedestrian easement outside of the dedicatee p right-of-way. Exceptions to allow a non-contiguous pedestrian easement may Ise considered by the Planning Commission, after obtaining a recommendation frcn,,t , appropriate Metro agencies. 7. Sidewalk Pedestrian Easements. To facilitate pedestrian access from streets to existing or planned schools, museums, parks„ greenways, playgrounds, or othek: nearby community facilities, major shopping malls, or commercial amusement activities, the Planning Commission or the Executive Director of the Planning Department may require perpetual unobstructed easements or dedications of is^d measuring at least ten feet in width can a subdivision plat. Easements shall be indicated on the plat as a "public pedestrian access easement." Ordinances should also require the provision of street trees and lighting. Full cut-off lighting should be required along streets and placed at all pedestrian crossing locations. Bicycle lanes should be required on all new roadways except local streets. Bicycle parking requirements are also recommended for inclusion for commercial, institutional, and multi -family uses (an example is shown in the table below). Win -Fred MPO Bicycle h Pedestrian Mobility Plan B -y Example Minimum Bicycie Parking Kequia eriicfia.a for Zoning Ordinance, Porriand, oregon Type of Establishment Minimum Number of Bicycle Parkin Spaces— Primary or secondary school 10% of the number of students, plus 3% of the number of employees. Gotlege or university classrooms 6% of the number of students, plus 3% of the number of em to ees, Norms, fraternities and sororities One s ace per 3 residents. (:ommereial - retail or office One space per 3,000 sq. ft. of comme.-c al space o, 5-10% of the number of automo:)ite spikes. Sort and recreation center _p - = the _ number of automobile sp ces'. 10 20 0. 5 1 h) o tl-e number of automobile spnce 2-5,, of the number of autor-obi,e spaces. 1 spG:ce per 1-2 apartments. nhovie theater or restaurant I �dustr al Mutn-unit housing N6tic trans4t srntiows Varies, depending on usage. ; Preliminary sketches, subdivision design plans, and final plats should be required to show all pedestrian, bicycle, and trail facilities. These drawings should also be required to show pedestrian, bicycle, and trail facilities on adjacent properties. Neither the Winchester Zoning Ordinance nor the Frederick County Subdivision Ordinance explicitly require that Site Plans show proposed pedestrian and bicycle facilities in context with the existing facilities on adjacent properties. Requiring the location of such facilities on adjacent properties will make it easier to determine whether pedestrian and bicycle facilities will be interconnected. Including overlay districts as part of a Zoning Ordinance, such as the City of Winchester's Corridor Enhancement District, is an effective way to require higher standards for pedestrian and bicycle facilities in certain desirable locations. Consider taking the following language from the Corridor Enhancement District section of the City of Winchester's Zoning Ordinance and placing it in the broader ordinances for both the City, Town, and County, "Site Access: Provisions shall be made for connectivity of sidewalks to adjacent parcels, and inter -parcel access from existing/ proposed off-street parking areas to parking areas on adjacent parcels, where appropriate." This provision would apply to multi -family residential and commercial uses. The Frederick County Subdivision Ordinance currently states, "The Planning Commission may waive the sidewalk requirement along local streets when pedestrian walkways are provided that allow pedestrian access to each lot or use. Such walkways must provide appropriate connections to pedestrian systems on adjoining properties." This statement should be removed. Generally, pedestrians who are walking from one destination to another prefer to walk the most direct route possible and this route is along the roadway. Providing off-road trails Win -Fred MPO Bicycle >:t Pedestrian Mobility Plan B within a subdivision should be encouraged (and in some cases, required), however this does not eliminate the need for sidewalks, as neighborhood residents need a means by which to access the trail system without being forced to walk in the road. In the Frederick County Subdivision Ordinance, commercial and industrial subdivisions are currently exempt from the requirements for sidewalks and pedestrian walkways. It is recommended that this exemption be removed or clarified (see Nashville example) because it is particularly important that commercial properties have sidewalks along the roadway and leading to the commercial entrance. (1rban , D, MOM up Ines The recommendations presented above for comprehensive plans, zoning ordinances, and subdivision ordinances are useful for establishing basic requirements for pedestrian and bicycle -friendly design. To go a step further, the County, City, and Town could adopt Urban Design standards to require certain zoning districts to meet an even higher standard of pedestrian and bicycle - friendly design. ]-,ample Urban Resign Guidelines: A 1!v!o_J l Orclinance Io, a 'tradition.tl Nci�hhoslu0cxi Development - Wisconsin 4.5 Lot and Block Standards. 1. Block and lot size diversity. Street layouts 5r.w,u;d p.rcawi& for t a.; ti, Generally in the range of 200400 feet deep by 400-800 feet lcrng. A variety c•' size's shol:ld he Provided to facilitate housuig diversity and choice and meet the projected r :. •iirement: ear i c.Ll with different housing needs. Figure 4Plan-view diagram of a I a . street grit! .showing a diversity of lot (parcel) sizes i u i I cling Setbacks, Front- Mixed Use Area. Structures in the mixed use area have no minir=, u n n .eJ back Commercial and civic or institutional buildings should abut the sideway in the Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan :• Figura 5, Plan -vies.:' moi:,: y;. n . !fig setbo ri sc4tbackg ^,rrialil IJaT-•.;:,:,-, r.•.IL-f.-.,. rEL 4. Buildin- Setback, Front - Areas of Nfixed [residential Uses. yi,i ,1,24amily 5h,fli ith� fr;n' 10 _:j feet, Sine, !..n:,�. 4hfll li.' V[v :k in 5. Bui,ldin'_� Setback, Near - ,areas of N'lixed Residential Uses. The princi ,I,,t`. d'; .il',il �1'i_ll i.,!.l f�. l' l'�.;'.(_h�:�� I'�'S.�{i '� �� .,'l t' .!:. _I r .'$s than (3';1 Ir'�L illli: h. Side Seth.icks. 1'r"_,\• t;,r zero lot-lii.,_- [h,)! t"c` In! _•li 1"." Qll X,.,iiient i5 :=co!J a 1 --t LI F Figure 6. Plan -view diagram of the "zero -lot line" concept. A large side -yard on each parcel is created by uniformly eliminating one of the, aide -yard setbacks Kt,a <_ira ulatinn Std rdai d The circulation systoorn .shall allow for different modes of transportation. The circulation ;system shall provide functional and visual links within the residential areas, mixed use area, and open space of the traditional neighborhood development and shall be connected to existing and proposed external development. The circulation system shall provide adequate traffic capacity, provide connected }pedestrian and bicycle routes (especially off street bicycle or multi -use paths or bicycle lanes on the streets), control through traffic, limit legit access to streets of lower traffic volumes, and promote safe and efficient mobility through the traditional neighborhood development. 1. Pedestrian Circulation. Convenient pedestrian circulation systems that raindmize pedestrian - motor vehicle conflicts shall be provided continuously throughout the Traditional Neighborhood Development. MFhere feasible, any existing pedestrian routes through the site shall be preserved and enhanced. All streets, except for alleys, shall be bordered by sidewalks on both sides in -..cordance with the specift&ons listed in Table 1. The following provisions also apply - Win -Fred MPO Bicycle It Pedestrian Mobility Plan a. INdewalks in r;,sidential arcas Clear and w,el[-Iighted sidewalks, [--5 feed in width, dep,,rutin" )n projected pedestrian traffic, shall connect all dwelling; entrances to the adjacent public U!,ewalk. b. Sidewalks in mixed use areas. Clear and well -lighted walkways shall connect building crntra:nces to the adjacent public sidewalk and to associated parking areas. Such walkways sl,lal[ he I m"mu n of 5 feed in width. C. Disabled Accessibility. Sidewalks shall comply with the applicable requirements of the Airericans with Disabilities Act. (1. Crosswalkq. Intersections of sidewalks with strer .:- s )l i 1-'1.,:,, d ; , ;� ,vith clearly defined edges. Crosswalks shall be well lit and clearly m rl= 9 c<_, i ; rir ; .)aving materials. szt t..c: edges or with striping. 2. Bicycle Circulation. Bicycle circuIition shall be accornmode.t,�i ,r; 0-C, AS and/or on bicycle paths. Where feasible, any existing bicycle routes throujl the site shall be preserved i,,nd enhanced. Facilities for bicycle travel may include off-street bicycle paths (generally shared pedestrians and other non motorized users) and separate, striped, 4 foot bicycle lanes cin stme,,_ If a Bicycle lane is combined with a lane for parking, the combined width should be 14 Beet. �, Public Transit Access, Where public transit service is available or planned, convenient accc_- < to transit stops shall be provided. Where transit shelters are provided, they shall be placed in highly visible locations that promote security through surveillance, and shall lt- well -lighted. 4_ Motor Vehicle Circulation, NlotoT vehicle circulation shall be designed to minimize conflict with pedestrians and bicycles. Traffic calming features such as "queuing streets," curb extensions, traffic circles, and medians may be used to encourage slaw traffic speeds, A. Street hierarchy, Each street within a traditional neighborhood development shall be classified according to the follawingY (arterial struts should not bisect a traditional neighboncc,:)c. developme.nt): I, Collector. This street provides access to commercial or mixed -use buildings, but it is also part of the [city/village]'s major street network. On -street parking, whether diagonal or parallel, he! p to slow traffic. Additional parking is provided in lots to the side or rear of buildings, ii.:Subcollector. This street provides primary access to individual residential properties and connects streets of lower and higher function. Design speed is 25 mph. iii. Local Street.'T'his street provides primary access to individual residential properties. Traffic volumes are relatively low, with a design, speed of 20 niph. iv. Alley. These streets provide secondary access to residential properties wherestreet frontages are narrow, where the street is designed with a narrow wvidth to provide lintiitcd con -street parking, or where alley access development is desires', t_, in-zse residential densities. Alleys may also provide delivery access or alternate parking; t,; commercial properties. Win -Fred MPO Bicycle ft Pedestrian Mobility Plan B-11 Tsll)It, 1: At tri I)IItes iiif N-trl'tt5111 .1 (1 itional \cij!1Ih0r1l00d DCX-Clnpmcnt b. Street t ayout. The traditional.' neighborhood developnierit should maintain t p,:l re present, and rQstore any disrupted street grid where feasible. In addition: i Intersections shall beat right angles whenever possible, but in no case t6,55 than 75 degrees i ow volume streets may farm three-way intersections creating an inherent right -of -wily :ssIf;ll;tic::lt (tke thTough street t.<:c—eives precedence) which significantly reduces accidents ll.>,-: Of M)'!'1C i , Figure 8. Plan -view diagram of a street intersection. Reducing the radius of street corners slows turning vehicle traffic and shortens pedestrian crosswalks. IL Corner radii. 'Hie roadway edoe at stre:c't illiclStCd m,S sl;a;.i be rot :' Ja ,d t tS l ,( :J,nl ',ifs' with a maxillll)nl radluS of [J15 feet) for local streets and 12() feet) for iiltc'rscciloIb involviil�; Win -Fred MPO Bicycle Et Pedestrian Mobility Plan 'lltilb.'I SOV011CC101 L'i:al SIreel ^.Illi? fi�era�e Dal1v I .•V lel" Ill'. .1"e I '•I i-11iiii t..e5� ii1511 __�: �t w3i ;ihl;l li:ille Richt-or-Way '(, x\ fuel dti-7" _2 Icct ',� it Icet 1'-I i, Icet .hut,, Ira•,el lanes Two or Illrcv l_' Ttion Iti Fat kires T,.+„ Ili f"cl Eines. 13.: N Feel Eines I'or Iettlanes ,?I" t'., 1-i•:lS 11x11)c.0r ,-lie 14 1o2-1 one 12 Ieel lane 1"'r i,:lllellinul [Lille t,lle-'.t;Y. lra l'11S Bicvele kille% twig6 feel Ialle`. 1 Iecl I;l lleti .1`Ilh 011k' Nolle conlhl tied '.cItli I T.' lxl rkl n L. 01"i. l):ll'k 111 �' I:1111'ti Ieel IaI1N"+ collililllo_l j7Qrk111L Ellie% Parkliw one, or kotli \,ane l,r--ne sid',. Now i:{r ~feel taccess to ind 1, IdLiLl I fst h i . n c ara_e> Mkidc, R1101 t'urh and gutl•t:r Required Required Not required PLultin« strilDs N11111nnu» G Icer Minimum C, fest `tilininuull b I CI \ulie dewalks Both sides. 5 feet Botll side:_ 3-S Bulli sides. 3-5 \ulie mininnlln feet I_el b. Street t ayout. The traditional.' neighborhood developnierit should maintain t p,:l re present, and rQstore any disrupted street grid where feasible. In addition: i Intersections shall beat right angles whenever possible, but in no case t6,55 than 75 degrees i ow volume streets may farm three-way intersections creating an inherent right -of -wily :ssIf;ll;tic::lt (tke thTough street t.<:c—eives precedence) which significantly reduces accidents ll.>,-: Of M)'!'1C i , Figure 8. Plan -view diagram of a street intersection. Reducing the radius of street corners slows turning vehicle traffic and shortens pedestrian crosswalks. IL Corner radii. 'Hie roadway edoe at stre:c't illiclStCd m,S sl;a;.i be rot :' Ja ,d t tS l ,( :J,nl ',ifs' with a maxillll)nl radluS of [J15 feet) for local streets and 12() feet) for iiltc'rscciloIb involviil�; Win -Fred MPO Bicycle Et Pedestrian Mobility Plan coQ(-,,cto.r wr arterial streets The intersection Of I a local 5treet and an acces5 lane or allev shffl be rounded by a tangential arc with a maximurn radius of it) feet. iii. Curb cuts for driveways to individual residential lots shall be prohibited arterial strects. Curb cuts shall he limited to intersections with other streets or access drives s C parking arcas for (ommercial, civic or multifamily residential uses. Clear triangle,.; shall bL intersections, as specified below, unless controlled by trnr�i,- signal devices: intersection of: minimum clear sight distance: logit street and collector In feet! i (oil lector and Collector P"Ki f,�Vfjj colla!ctor anti arterial I ;1." tep I iv_ I'he orientation of strocshould Oilha;lce t1le vis,,i.l inip act of commc).n op r prominent buildings, croi!tki I(As that fcacdlitette . dc,ign, and ,'I'Idients. All streets shall termim!ti--, at other �ttecL5 land, except lc;',iI' tenj1hiate in stub streets when suer s`rC'ets .1."t as corl.,�,c pment. Local streets may terminato other than a rl connection to the pedestrian and bil-vck.; pat!; nctwo!'k .ii t,),: icnnlu,-;, c. Parkngrequireinents. areas 1 I'IjtV U'517t hI,-,,! IJ €„C``. In I- th,- mixed use a -r,: ;!ILI!! bc � , -j"t . f- I;:. Z.ca-teci H. ", Parking lot or garage may not be aJ;,,-,1--c,:;, to or op,(),;;,,,.. street intersecti-'%._ ioi. In the mixed use area, a conunercial use must pravick-, cm_: parking space fo.! �-,Itiare feet of gross building area. iv. Parking lots or garages niust provide not less than one bicycle parking space inotor vehicle parking spaces. %, Adjacent on -street parking may apply toward the minimum parking req vi. In the mixed residential areas, parking may N� provid(,J o:;ite. [One] u t t L !"N""Ispace i'h unrestricted ingress and egress shall be provided k -T -vecondary ciw%,C';' v;i Multi - famfly uses must provide one parking space , %. c!", iwelling un; I For each additional bedroom. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan B-13 ,�x C: Definitions Bicycle Facilities: General term denoting improvements and provisions made by public agencies to accommodate or encourage bicycling, including parking and storage facilities and bikeways. Bikeway: Bicycle lanes, shared lanes, paved shoulders, wide curb lanes, and shared use paths. These facilities may or may not be marked for preferential or exclusive use for bicyclists. Bicycle: A device propelled solely by human power, upon which a person may ride either on or astride a regular seat attached thereto, having two or more wheels in tandem, including children's bicycles, except a toy vehicle intended for use by young children. For purposes of Chapter 8 (§ 46.2-800 et seq.) of this title, a bicycle shall be a vehicle while operated on the highway (Code of Virginia § 46.2-100). Bicycle Lane (Bike Lane): That portion of a roadway designated by signs and/or pavement markings for the preferential use of bicycles, electric power -assisted bicycles, and mopeds (Code of Virginia § 46.2-100). Bicycle Route: A system of bikeways designated with wayfinding signage, pavement markings, maps or other means. Buffer Zone: The portion of the sidewalk corridor that is between the through pedestrian zone and the street. This area may contain street trees, newspaper boxes, street signs, etc. Countdown Pedestrian Signal: A signal face displaying interval countdown in order to inform pedestrians of the number of seconds remaining in the pedestrian change interval. Cross Slope: The slope that is perpendicular to the direction of travel. Crosswalk: That part of a roadway at an intersection included within the connections of the lateral lines of the sidewalks on opposite sides of the highway measured from the curbs or, in the absence of curbs, from the edges of the traversable roadway; or any portion of a roadway at an intersection or elsewhere distinctly indicated for pedestrian crossing by lines or other markings on the surface (Code of Virginia § 46.2-100). Win -Fred MPO Bicycle £t Pedestrian Mobility Plan C_1 Curb Lane: Outermost travel lane adjacent to the shoulder or gutter. Curb Zone: A portion of the sidewalk corridor, the horizontal surface of the curb. Detectable: A surface having a continuous edge within 150 mm (6 in) of the surface so that pedestrians who have visual disabilities can sense its presence and receive usable guidance information. (Maryland MUTCD, 2006) Frontage Zone: The portion of the sidewalk corridor that is between the through pedestrian zone and the right-of-way line. In downtown areas, this is the shy area next to a building where pedestrians tend not to walk. It is typically two feet in width. Island: A defined area between traffic lanes for control of vehicular movements or for pedestrian refuge. It includes all end protection and approach treatments. Median: The area between two roadways of a divided highway measured from edge of traveled way to edge of traveled way. The median excludes turn lanes. The median width might be different between intersections, interchanges, and at opposite approaches of the same intersection. Marked Crosswalk: Any portion of the roadway that is identified for pedestrian crossing by lines or other markings. Midblock Crosswalk: A crossing location, not at an intersection, marked with crosswalk markings. Paved Shoulder: A concrete or asphalt portion of the roadway contiguous with the traveled way marked with an edgeline for accommodation of parking, stopped vehicles, emergency use, pedestrian use, or bicyclist use. The minimum paved shoulder width for vehicle use is four -feet exclusive of the gutter. The minimum shoulder width for vehicular parking is eight -feet inclusive of the gutter. Pedestrian Facilities: A general term denoting improvements and provisions made to accommodate or encourage walking. Right-of-way A general term denoting land, property or interest therein, usually in a strip, acquired for or devoted to transportation purposes. Right -of -Way [Assignment]: The permitting of vehicles, pedestrians, and/or bicycles to proceed in a lawful manner in preference to other vehicles, pedestrians, and or bicyclists by the display of sign or signal indications. Win -Fred MPO Bicycle >:t Pedestrian Mobility Plan Roadway: That portion of a highway improved, designed, or ordinarily used for vehicular travel and parking lanes, but exclusive of the sidewalk, berm, or chniildnr P,uP" tl�� 6h su`h o.evv'aik, beriii, or shoulder is used by persons riding bicycles or other human -powered vehicles. In the event a highway includes two or more separate roadways, the term roadway as used herein shall refer to any such roadway separately, but not to all such roadways collectively. Roadway Network A geographical arrangement of intersecting roadways. Running Slope: The slope that is parallel to the direction of travel. Shared -Use Path: A bikeway that is physically separated from motorized vehicular traffic by an open space or barrier and is located either within the highway right-of-way or within a separate right-of-way. Shared -use paths may also be used by pedestrians, skaters, users of wheel chairs or wheel chair conveyances, joggers, and other nonmotorized users (Code of Virginia § 46.2- 100). Shoulder: That part of a highway between the portion regularly traveled by vehicular traffic and the lateral curbline or ditch (Code of Virginia § 46.2-100). Sidewalk: The portion of a street between the curb lines, or the lateral lines of a roadway, and the adjacent property lines, intended for use by pedestrians (Code of Virginia § 46.2-100). Sidewalk Corridor: The entire sidewalk area made up of the curb zone, buffer zone, through pedestrian zone, and frontage zone. Shoulder: Paved or gravel area located to the right of the curb lane. Through Pedestrian Zone: The portion of the sidewalk corridor where pedestrians walk. Traffic Calming: Physical and other measures used on a highway to reduce the dominance and speed of motor vehicles. Traffic Control Device: A sign, signal, marking, or other device used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, pedestrian facility, or shared -use path by authority of a public agency having jurisdiction. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan C-3 Unmarked Crosswalk: A legal pedestrian crossing that is not indicated with lines or other markings (see the definition for Crosswalk). Vehicle: Every device in, on or by which any person or property is or may be transported or drawn on a highway, except devices moved by human power or used exclusively on stationary rails or tracks. For the purposes of Chapter 8 (§ 46.2-800 et seq.) of this title, bicycles, electric personal assistive mobility devices, electric power -assisted bicycles, and mopeds shall be vehicles while operated on a highway (Code of Virginia § 46.2-100). Wheel chair or wheel chair conveyance: A chair or seat equipped with wheels, typically used to provide mobility for persons who, by reason of physical disability, are otherwise unable to move about as pedestrians. The term includes both three -wheeled and four -wheeled devices. So long as it is operated only as provided in § 46.2-677, a self-propelled wheel chair or self-propelled wheel chair conveyance shall not be considered a motor vehicle (Code of Virginia § 46.2-100). Wide Curb Lane (Wide Outside Lane): A shared travel lane where motor vehicles can pass bicyclists without changing lanes. The lane is the furthest right travel lane and its minimum width is fourteen -feet exclusive of the gutter. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan C dix D: Res�ats freM the Online Questionnaire As part of the planning process for this document, an Online Questionnaire was advertised in order to learn more about existing conditions for walking and bicycling in the Winchester -Frederick area. There were 543 respondents to the questionnaire. More than half (56%) of the respondents indicated that there are no sidewalks or trails near their homes, however 96% responded that if there was a sidewalk or a trail near their home they would walk on it. The top two obstacles preventing respondents from walking more is a lack of greenway paths/ trails and a lack of sidewalks. Dangerous/ difficult road crossings, heavy traffic, and high-speed traffic were also named as top obstacles. Sixty-five percent of respondents indicated that the opportunity to improve health and fitness is the most appealing aspect of walking. The vast majority of respondents (94%) indicated that public funds should be used to improve pedestrian transportation options. Other Reduced Speeding, Increase in Drivers Yielding to Pedestrians in Crosswalks More Education on Pedestrian Safety Narrower Roadway Crossings New Pedestrian Countdown Signals Better Marked/Painted Crosswalks More greenways/Off-road Trails More Paved Roadway Shoulder Areas More Sidewalks More Destinations within Walking Distance f 0 50 100 150 200 250 300 350 400 450 Which of the following changes would encourage you to walk more often in Frederick County, the City of Winchester, or the Town of Stephens City? The questionnaire had a separate section on bicycling. Eighty-seven percent of respondents said there was no bicycle trail or signed bicycle route near their home. Ninety-five percent of respondents said that if there was a bicycle trail or signed bicycle route near their home they would ride on it. A lack of bicycle facilities was indicated by 80% of respondents as preventing them from bicycling more often. Eighty-eight percent of respondents said that more bicycle facilities would encourage them to bike more often. Respondents were asked about their preferred types of bicycle facilities. Seventy-eight percent said designated bicycle lanes were among their preferred facility and 67% said greenways/off-road trails were among their preferred facilities. Win -Fred MPO Bicycle Ft Pedestrian Mobility Plan D-1 Other II Wide Curb Lanes I� Designated Bicycle Lanes I _ Vehicle Travel Lanes is Greenways/Off-Road Trails I Paved Shoulders 0 50 100 150 200 250 300 350 Which type of bicycle facilities do you prefer to ride on? The following roadways are the ones that respondents would most like to see pedestrian and bicycle improvements: • Senseny Road • Valley Avenue (Route 11) • Pleaseant Valley Road • Amherst Street « Middle Road • Greenwood Road • Cedar Creek Grade More details from the online questionnaire results follow: Questionnaire for the Win -Fred MPO Bicycle £t Pedestrian Mobility Plan Welcome! Thank you for your interest in walking and bicycling in Frederick County, the City of Winchester, and the Town of Stephens City, Virginia. Your responses to this questionnaire will provide information that will aid in the development of the WinFred MPO Bicycle & Pedestrian Mobility Plan. The Plan will result in the implementation of projects to improve conditions for walking and bicycling within the WinFred MPO. Even if you don't walk or bike regularly, we would appreciate your feedback. Your responses to this questionnaire will be anonymous. At the end of the questionnaire, you will be invited to provide your e-mail address if you would like to receive updates on the Plan, including the schedule for public meetings. Win -Fred MPO Bicycle 8 Pedestrian Mobility Plan D-2 This short questionnaire includes three parts: 1) pedestrian questions, 2) bicycle questions, and 31 background information questions. Win -Fred MPO Bicycle Et Pedestrian Mobility Plan D-3 Pedestrian Questions , On aver !.,:;r d�_ r,.__. .. 5�.. ._.....; r•: ..a�'.; [ � � a,_ _. as a '_.-- Never; Not applicable less thsn s few time. per month A few U—s per month A few Mmes per week five or more times a week '. Response . teJ 064,(432) _.a ! A l i 04 ._. _To sh ppfng ar -..d. i 6Y%(311) 18%(94) _ 12%(601 6� r28) _ — - k _ - 3%(16) 7 acha) 924b(458) 3%1163 21.(10] 'tee (7) 494 { To smialfracreatio-1 activities 37%(187) ( 24%(123) I 19%199) 3 14 (70) 6% (31) 514 j ± _ _ — v J 1 _ _ _ _ _ I f For —,Cie. (no desk atian) 6.t (33) 1 9% k46j 17°l {48 i 37%(194) 30%,,1551 - - 1 518 -12 - - 1 f Other�i. - l47%(120) _ - 10 k (25) 15% (38) t (30) 16% (41) 254 T.W Reeporml—U $75 'f 2. i5 there 3 sidewalk Or brad Refit' )(tltw hom? { '. � _ 1 Re.poese Respoese Ves i? 56.11T 794 - - - -- - —� — — - — -- Total Respondents 574 in -Fred MPO Bicycle Et Pedestrian Mobility Plan D-4 1 urevet You m.�'fs 0 C"tNaw, :;le City �D•r thc T-Dvoi �,f Stjpjjej�s iQ10 t Percent Total lack of_g'..—Y P.th.'trails ZZ 46.2% D-9—zidiffi-It road I..d.q..t. fIghbrig 5L 9% 21! -1 ot, mad—v _j once_mg.)i OemOnOl securitY (concerned about 24% 127 u,irn. Other travel -.d— a- at. 1619w, ! 89 4 i T.W P.&p.nd.rA. 530 f Win -Fred MPO Bicycle Et Pedestrian Mobility Plan D-5 6. Which mthe fallowing changes mmuld er,owr,C4tr. (Choose top 3) '------ ----- ,7. On which roads woLM you like to see pedestrian wiprovements, such as side-waks or better cmsswalm/signals (please answer regardless of whether or not you are a Pedestrian) Please b - e a . s - s pecffic as ossible. Ust the read nam and a starting and ending intersection. Feel free to provide additional locations in the conwrient boi� at the end of this questionnaire. n'FredMP0 BicydeEt Pedestrian MobhtyPtan D-6 8. How do you feel dnvem typically behave around pedestrians in Fmdenck County, the CitY of Winchester, or the Town of stephens City? Please check aA that appty�Drivers drive t.. f..t26456.4% 2721 30482 |umwhich destinations would ` Win -Fred MPO Bicycle EtPedestrian Mobility Plan D'7 10^- Whtcf, sspc—t -,-f wa!kng fs mcst appcahrig tc, y-:`�:t? -'V-as- cNc:35c u Response, Response' P.r.—t Total il T-p—ing health and fit- 308 3,4% is 13.3% 64 11.45- 5 4 J'A..F. . Total Respondents 474 11. Shouldpublic funds be used to improve pedestrian transportation options? Response PeSponfie: Percent otsl ......... . -.0 93.5-a- 443 Total ftesp—d—[. 473 12, Vprr-.-t ',,'VPSS C.-f ful)d- Should be thc pnmary 'jnd.; used t,YCvrovr- Reapo—.! P.--t T.t.1 1. q 44 St.te and federal gram. 52.9228 Total Respondents 431 n -Fred MPO Bicycle Et Pedestrian Mobility Plan D-8 Bicycle Questions B 13. tion many bicycles do you have in your household? Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Q-9 fRespowseRespowft M T38 811 — - -- - 12-3% _ at�. 23.89i Til -----_—___....-_._..__.._......_.____,-_._..-.._._-_a.._.V-__._...__.�__.-._._.__......._.._...-..__._..._..__ _.--___--_. _.._.... Tate -�— --3 '+lvp8 r126.., ryeo r�- _ .... H4. Is there a bicycle trait or signed bicycle route near your home? --- Yes t sel _ —_ _ g P 8G.S..4e75 ' Total Respondents i 468 - 3.5. CIO YOU ride Qt? rCJa_ ;:Q2£ ywGr i.JS1�E? i �Responae Response; Pe..rcen t � Tofaf . __.. _ 1 58.7-: ! 37 � ai T#sl RecPaadea*s .; 63 i -. 4''.f�g73 Rth,_ae•xo-.,i :.a; _J.. ry J .l Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Q-9 A fear tames p" weak Ke r/Hot applicable - ; ferns tlfall a facer famaa P� man>lfi! - A f~twmm 9w month I To work $34b(352) 89e (33) ? ; 425 l 445 t 19) ' To shopping or errands 1 74%(311) 12'k (52) 1%(4) 9% (37) To school 95%(389) A i 24k {f0) 9% (40) 2%(7) To socraurecreational activities I 49%(207) 19% {80) gg 453 .1..._132 E8% (75) For exemse {no destirnation) Y7% {76) ; 209t 1,90) Total Respondents 26%(120) A fear tames p" weak Five or mora Hexes a week 1 Recpanse: n n Total a a 3c5 ( 14) 24e {'r) ; 425 l . (__.. 4%(17) 1%(4) 421 n 14. (3) 04e t2) 1 411 i 9% (40) 5"' {21) 423 245. (Y08i —. 13° ;59j _ ..� gg 453 .1..._132 -. { { Total Respondents 459 n -Fred MPO Bicycle & Pedestrian Mobility Plan D-10 IS- NItch of the following factors prevent you from bicycling or from bicycling more often? (Choose top 3)-------------- I a3.2% Fravel time {takes too long to reach destr ationsi� PN'ceat tRx' .- 3 2% l bt E tack of b" --- - eeycle faeletees (such u?� --- - --- - ---- ---- .. _ . -- -_--- _-- - g bike lanes, -We travel Wnesr - - - -- i paved sbouldetxr 9reenara7 bugs. ....{ -etc) so -I% 370 i Heavy traffic 35.3•x"4 f 260 _ -j $34§4 235 iii i - i 46 19'e i 213 ' l9kher travel modes are later ars -' - -- --- ,24 -_-.. mote comfortable' $ tYa T_ 3"---7 Pavement quality .-._-.------. ' - -- ---... .--- --'--. _ 47.394 I 82 Loose gravelidebns Poor lighting (along roadvra+swakl.-_-,.-_-- 24% roe +v ay rrass�ngs) -. ___ - --...- _- Petsdnat sacun - _.__. _. _-.__-. _. ___ ' ky (Concerned about __.. .------- _-, 63t y i' eE ,rhrhtyi� - .. __ _- _.__-.._. ....___ _ � ➢ i r t5 `+9,r 03rst Total Respondents 462 Win -Fred MPO Bicycle Et Pedestrian Mobility Plan D-11 19. Which of the following changes would encourage you to bice more often? (Choose top 3) }Response; ' More destinations vrithm bic clin -� � . .....` �- - ' - -1-R� onto rceat i Tota! ; y 9 _ distance - --- i More safety educabon programs] — - ^- -- - - — -- i and eoents for a cydistsl'-'7i"—'� More organized bicycle rides for , families and nerrbicydists ---+ I More b!ke parking (such as bike: -- --- 1 racks or lockers at schools, parks. i shappmg areas, parr and ride I - - lots, offices, akc.) bicycle facilities (such as bike lanes, wide travel tares, paved shoulders, greenway trails, - et -O -T _ ,.. - .... .... .-.__...__... __ _.._ t a i i : Total Respondents 450 1 -Fred MPO Bicycle £r Pedestrian Mobility Plan D-12 you prcks- to, tidq a. -j? tcl-joose ,op 27 Response Tota) 142 Do.i9natd a'.0a 70 1 330 I a --'i Ssa:= a -a!; ataaS4 3=4: Tot-] RAIP-nd-nk, 448 21 On which roads would You like to see bicycle improvements, such as bicycle Jams, trads, paved shoulders, or safer roadway crossings (regardless of whether or not you are a bicyclist)? Please be as specific as possible.List the road name and a starting and ending intersection. Feel free to provide additional joca questionnaire. tions in the comment box at the end of this Z"P, Road *I: Percent Total 348 S4.7 1?4 Road �3 :31 TOW Respondents 347 Win -Fred MPO Bicycle Et Pedestrian Mobility Plan D-13 n -Fred MPO Bicycle Et Pedestrian Mobility Plan D-14 22. If y bicyc!e, do rsei 67wsrs ypics.",Y a]-Gund n'!c F'='Isr4:k Com- It V, VIE Cly --f*f Stsianc'n-- city, pisa--c Cne--k a'. V a apply. iRespons.'Remp.neal P.—A I T.t.1 gv- fss( 257- Driverspass bicyclists too sely 05.9% 282 Drivers harass bicyclists 17A% 73 Drivers do ..t yield to bicyclists crossing madm 167 do not bicycle often enough 0 answer this quesbon I 115,441 611 Other(please pecify) Total Respondents 423 23. To which destinations world y0a Ike to be aNe to tide a bicycie (List destinations to WNCh YOL, Currently are ungbft or unwjjing to nde)? -.._.Deal n.tion a, I P-c."t Total 100.4-"� 284 C-511maZic, -3t t ffs.f�l lsz Tot *I Respondents 283 n -Fred MPO Bicycle Et Pedestrian Mobility Plan D-14 'zwWhich aspect m/ujcrcWjgjs Most anpea,mn*nvmum(_;V.jeasechoose one) '----'--- --'' --------------------- -- — —' 2. SAS Total Ftafiponde�fi 431 125, Should public funds be used to WWmve bicycle transportabon options7 Response Respoama, —types "of —funds- 12-6-. whic-h _shot_d_dbe —the —Pri—mary—fu-nds —used—to _knpnrove_bjc__y_c_je, Existing local taxes te and federal grmts 49.2% 99% 193 39 .12 Win -Fred MPO Bicycle EtPedestrian Mobility Plan BaCkg ound Questions 27. What is your age? 6' 4 34-39 40-49 ..50-59 28. What is your gender? i ,ResPonse'Rasponaei Percent Tota! 6.8% 34 23.3% 103 ` 39 7tris � 57& 21.7%—t 46 j Total Respondents 443 l t-:i,r . +6i.s ^int sYw.rF - ire n -Fred MPO Bicycle Et Pedestrian Mobility Plan D-16 r' — —'-- --'------ |2yNOW panYneOpwfive myour hausewmW Win -Fred MPO Bicycle EtPedestrian Mobility Plan D47 13L What is your ZIP code? 'n -Fred MPO Bicycle Et Pedestrian Mobility Plan D-18 e� Case studies: Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO Prepared by: 1. ff AL .IAL T«ole:. July 27, 2007 Prepared for: Win -Fred Metropolitan Planning Organization 103 East 6th Street Front Royal, Virginia 22630 Phone: (540) 636-8800 www.winfredmpo.org Toole Design Group, LLC 6525 Belcrest Road, Suite 400 Hyattsville, MD 20782 Phone: (301) 927-1900 www.tooledesign.com The Win -Fred Metropolitan Planning Organization would like to thank the following individuals for serving on the Steering Committee for the Bicycle & Pedestrian Mobility Plan: Scott Alexander, VDOT John Bishop, Frederick County Planning Jery Copp, VDOT Alex Gray, Frederick County Planning Brian Henshaw, Town of Stephens City Matthew Hott, Frederick County Parks and Recreation Eric Lawrence, Frederick County Planning Jim Lawrence, Winchester Green Circle, Redbud Run Greenway Ursula Lemanski, NPS RTCA Bob Morris, Frederick County Planning Commission Mike Ruddy, Frederick County Planning Terry Short, VDOT Bernie Suchicital, Frederick County Planning Jon Turkel, Frederick County Parks and Recreation Brad Veach, Winchester Parks and Recreation Tim Youmans, City of Winchester Planning ntents Introduction I Case Study A: Senseny Road Elementary School A-1 Case Study B: Daniel Morgan Middle School B-1 Case Study C: Shenandoah University C-1 Case Study D: Rt. 11 / Town of Stephens City D-1 Case Study E: Rt. 11 / Middle Road to Kernstown Commons E-1 L:se Studies for the Wiry -Fred MPO Bicycle Et Pedestrian itv P lam This document presents five case studies that were prepared as part of The Win -Fred MPO Bicycle & Pedestrian Mobility Plan. These case studies are intended to provide design recommendations for specific locations that would otherwise be outside the scope of a regional planning project. Locations for the case studies were chosen by the project Steering Committee. The purpose of the case studies is to show how pedestrian and bicycle facilities could be added to existing roadways. The case studies apply the principles from "Appendix A, Bicycle and Pedestrian Facility Design Guidelines" from the Bicycle & Pedestrian Mobility Plan. The case studies apply general pedestrian and bicycle design principles to real-world, constrained site conditions, and strive to find the safest way to accommodate all roadway users (including motorists, bicyclists, and pedestrians). Case Studies: Win -Fred MPO Bicycle Et Pedestrian Mobility Plan Case Study A: Senseny Road Elementary School: Case This case study examines Senseny Road Elementary School in relation to the Safe Routes to School (SRTS) program. Currently, there are limited pedestrian or bicycle facilities along Senseny Road that would allow students to walk or bicycle to school. This case study demonstrates how new sidewalks, crosswalks and bicycle lanes could be provided as part of a road -widening project. This would increase vehicular capacity on the roadway while also providing opportunities for physical activity as part of trips to and from school. This proposal calls for adding a two-way left turn lane, bike lanes, and sidewalks to Senseny Road as shown on page A-3 and in the Typical Cross Sections on page A-5. Numerous studies have shown that a three lane road may have comparable vehicular capacity to a four lane road because the inside lanes are often used by turning vehicles. Studies have also shown that three lane roads result in fewer crossing -the -roadway pedestrian crashes than four lane roads. Another advantage of center turn lanes is that they can provide space for pedestrian refuge islands at crosswalks, further improving pedestrian safety. In front of Senseny Road Elementary School, sidewalks, bike lanes, and high visibility crosswalks are proposed as shown on page A-3. School children could choose to ride their bikes on the sidewalk, or parents may choose to ride with their children in the bicycle lanes. Page A-4 shows an existing bridge near Meade Drive that would need to be widened in order to accommodate the widened roadway and pedestrian and bicycle facilities. Federal Safe Routes to School funding is available through the Commonwealth of Virginia. Two types of grants are available: program grants to develop SRTS Plans and programs at schools or school divisions, or project grants to provide infrastructure improvements within a two-mile radius of targeted schools. A Safe Routes to School Plan is required to be in place in order to be eligible for project grants. Case Studies: Win -Fred MPO Bicycle Et Pedestrian Mobility Ptan q_1 'T- Z777V pot t 40" ft SENSENY ROAD ELEMENTARY SCHOOL: CASE STUDY Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO ,NTERSECTION/BRIDGE LOCATION DETAIL Prepared By: DRAFT TooleDesignGrou zszs eeveacsr aoao, sm rc +co runwwoaoa� xr.rrsvu�e. u.a,uxo zmsz wrava /27/0% 1 r � � 1 ,r ner43erndl I r W aero FI s +' ix m 7 7 n � m Winchester Country Club F dW z 50' 0 50' 100' SCALE: 1" =50' 5 22' ROADWAYffit— 9.4 {' t _ EB WR c EB WB m m PROPOSED CONDITIONS SENSENY ROAD &EDGE NEAR MEADE DRIVE SECTION A WIDEN TO PDD SDEWAII(BUFFEq, BNE If1A;S.8 CFNIIIi 7LgN LANE SENSENY ROAD AT SENSEW ROAD ELEMENTARY SCHOOL SECTION FC w' RIQfT-OF-WAY {' 24 ROADWAY {' t =z EB wB o= v 2. 0' 'y DETM CONDRION6 ST RW -OF -WAY it' h t 12 _ �8 € a� A z PROPOSED CONDITIONS SENSENY ROAD OPEN SECTION WITH SLOPE RESTRICTIONS SECTION B B MAY REQUIRE A STORM DR^fi SYSTEM AT DURING OTTCH w' RIGHT-0FWAY {' 12' 12' \\� _ m EB WB 6OZ `z �° DasuNc coNomlXls �� W' PoG1T-0FwAY 0 tl IL l � t f m s PROPOSED CONDMONIS NOTES: SENSENY ROAD I. TYPr& SECTIONS SHOM WILL NOT APPLY TO EVERY SITUATION OPEN SECTION Willi WITHIN THESTDY CORRIDOR FINAL ENGINEElED DESIGN MUSE UNPAVED SHOULDERS COMPLETED PWOR TO CONSTRUCTION. BE SECTION D -D A-5 �Q7� w Y fD O a H Cml :1. O -1 :3 ? Qd d o m s an � x O n V� ' 1 W Fd%ff-0F,WAY W RaHT-0F-WAY 18' 22' ROADWAY 10' IT t FVAFUES O C< WB iC OD n a� EXISTING CONDITIONS SENSENY ROAD AT SENSEW ROAD ELEMENTARY SCHOOL SECTION FC w' RIQfT-OF-WAY {' 24 ROADWAY {' t =z EB wB o= v 2. 0' 'y DETM CONDRION6 ST RW -OF -WAY it' h t 12 _ �8 € a� A z PROPOSED CONDITIONS SENSENY ROAD OPEN SECTION WITH SLOPE RESTRICTIONS SECTION B B MAY REQUIRE A STORM DR^fi SYSTEM AT DURING OTTCH w' RIGHT-0FWAY {' 12' 12' \\� _ m EB WB 6OZ `z �° DasuNc coNomlXls �� W' PoG1T-0FwAY 0 tl IL l � t f m s PROPOSED CONDMONIS NOTES: SENSENY ROAD I. TYPr& SECTIONS SHOM WILL NOT APPLY TO EVERY SITUATION OPEN SECTION Willi WITHIN THESTDY CORRIDOR FINAL ENGINEElED DESIGN MUSE UNPAVED SHOULDERS COMPLETED PWOR TO CONSTRUCTION. BE SECTION D -D A-5 �Q7� w Y fD O a H Cml :1. O -1 :3 ? Qd d o m s an � x O n V� ' 1 W RaHT-0F-WAY er IT o L, K. zz yy EB m m m o m i k SENSENY ROAD AT SENSEW ROAD ELEMENTARY SCHOOL SECTION FC w' RIQfT-OF-WAY {' 24 ROADWAY {' t =z EB wB o= v 2. 0' 'y DETM CONDRION6 ST RW -OF -WAY it' h t 12 _ �8 € a� A z PROPOSED CONDITIONS SENSENY ROAD OPEN SECTION WITH SLOPE RESTRICTIONS SECTION B B MAY REQUIRE A STORM DR^fi SYSTEM AT DURING OTTCH w' RIGHT-0FWAY {' 12' 12' \\� _ m EB WB 6OZ `z �° DasuNc coNomlXls �� W' PoG1T-0FwAY 0 tl IL l � t f m s PROPOSED CONDMONIS NOTES: SENSENY ROAD I. TYPr& SECTIONS SHOM WILL NOT APPLY TO EVERY SITUATION OPEN SECTION Willi WITHIN THESTDY CORRIDOR FINAL ENGINEElED DESIGN MUSE UNPAVED SHOULDERS COMPLETED PWOR TO CONSTRUCTION. BE SECTION D -D A-5 �Q7� w Y fD O a H Cml :1. O -1 :3 ? Qd d o m s an � x O n V� ' 1 n Middie School: Case Stud This case study examines Daniel Morgan Middle School, located on Cork Street in the City of Winchester, in the context of the Safe Routes to School (SRTS) program. Improvements to Cork Street are proposed in order to provide students and their parents with non -motorized options for getting to and from school. Improvements throughout the Cork Street corridor include the addition of bicycle lanes and proposed sidewalks where there are gaps. Intersection improvements, such as 10 - feet wide high visibility crosswalks and ADA accessible curb ramps (with detectable warnings), are also proposed throughout the corridor. Some of the improvements require roadway widening. As shown on page B-3 and in Typical Cross Sections B -B and C -C on page B-5, bicycle lanes are proposed on Cork Street in front of Daniel Morgan Middle School. A series of 10 -feet wide high visibility crosswalks are also proposed to facilitate pedestrian roadway crossing between Jim Barnett Park and the school. A proposed pedestrian refuge island would improve pedestrian safety for students crossing Cork Street at the driveway in front of the school. A new sidewalk is also proposed in front of Jim Barnett Park. To the north of Daniel Morgan Middle School near N. Purcell Avenue, the existing roadway is proposed to be reconfigured to add bicycle lanes and the existing sidewalks are proposed to be widened as shown in Typical Cross Section D -D. As shown on page B-4 and in Typical Cross Section E -E, a new sidewalk and bicycle lanes are also proposed further down Cork Street, in front of the Mount Hebron Cemetery. At the intersection of S. Pleasant Valley Road and Cork Street, the existing high visibility crosswalk markings are proposed to be widened to 10 -feet in order to make the crosswalks more visible to drivers. Typical Cross Section A -A on page B-5 shows how the existing bridge over I-81 could be modified to include wider sidewalks. Bicyclists would have the ability to transition to the sidewalk in order to cross the street, although more experienced bicyclists would have the choice of riding in the roadway for the length of the bridge. This configuration may require a design exception due to proposed lane widths. There is Federal Safe Routes to School funding available through the Commonwealth of Virginia. Two types of grants are available: program grants to develop SRTS Plans and programs at schools or school divisions, or project grants to provide infrastructure improvements within a two-mile radius of targeted schools. A Safe Routes to School Plan is required to be in place in order to be eligible for project grants. Case Studies: Win -Fred MPO Bicycle Et Pedestrian Mobility Plan B-1 Daniel Morgan Middle School m r) n P)� oar Z�° Q� m r 0 D r o � o d rr OL Og r,ss.d d i Tru _ - ' 9r_p r 5, &NO 2'irTI lon 2' Treder'ioi, er 6RAI ljor ✓ipry r c er i J/ i •. S E c}k e65ad Curb 7o Abo,.—/ G "r� m fe Ust Stdea0lrR 'Bdf er - Bikes 81k.5 rpllel +u 15 11L- A i �Mt i rk i A lie 1-0 � � �. 1 i • T - 1N � Y, e€ � _i { W 1RSCALiE:1'=100' �� Mt.Hebron E r.c41 l 1 h Imo- 7 � PGfallel� � t i Fm a ia: Nair,_ I l i par qll Pl k�''P ! n,� ✓ pp 100' 0 100' 200' fr yF I SCALE: 1'=100' �_ A - " Y z R. d ,1 M M M�z O a r - Z v MM r+ a � o r y F `G � a Daniel Morgan xI Middle School d rt ;. (Dlei er nvlcwac � A i O L xl ti 11'40v01 L- ®® I' ravel L C �{ iltle'xvlk P ql'I ei A PQYQerM4cWar Ramp Jim Barnett t •fir � � " i Park V V W mo ;� ce s, v 4j Q ` B•4 a!v i� 4 21' ROADWAY 3' i ES WB i c O a 6 BUSTING CONDITIONS PROPOSED CONDITIONS CORK STREET SECTION AJ BRIDGE OVER W ADD SIDEWALK RASED TO CURB !EIGHT C 34' MIN. ROADWAY 4' II EB W9 EXISTING CONDITIONS C i' 71' Mffii. R' MIN. E' 8• IF EB WB k PROPOSED CONDITIONS CORK STREET SECTION D -D FE0ONFTGUTE ROADWAY FOR BIKE LANES RECONSTRUCT SIDEWALKS RGHT-OF-WAY VARIES 40' TO 80' 34' ROADWAY VA RFS UP TO 46 8' —/— S EB WB T � 0 A 9 DUSTING CONDITIONS RIGHT-OF-WAY VARIES 40' TO BO' 6' VARIES LP TO 46' 8' lul L m ES WE g 0 PROPOSED CONDITIONS CORK STREET SECTION B -B DANIEL MORGAN MIDDLE SCHOOL RECONFIGURE ROADWAY FOR BIKE UNE$ ADD BUFFER ZONE AND SCMALA 30' TRGHT-OF-WAY r 6' )NOWAY rI II EB WB FASTING CONDITIONS 30' RIGHT-OF-WAY fi' Y 6' „• IT 6' B 5yv IS EB WR c m �cE m9Z 5 PROPOSED CONDITIONS CORK STREET SECTION E -E WIDEN ROADWAY FOR BIKE LANES ADD BUFFER ZONE RECONSTRUCT SIDEWALKS RELOCATE UTILITY POLES 40• RIGHT-OF-WAY 34' ROADWAY VARIES tP. 70 46' g' EB EB INS LEFTIRw � g T Z x EXISTING CONDITIONS FflOPOSED40• TRGF{T-OF-yIgY FASEJEN 10' 30 10' 6' VARIES UP TO 45'-=a p 8' .; EB EB WEI K T LEFT TUM' P PROPOSED CONDITIONS CORK STREET SECTION CC DANIEL MORGAN MIDDLE SCHM WIDEN ROADWAY FOR BITE LASS ADD BUFFER ZONE AND SIDEWALK NOTES t. TYPICAL SECTIONS SHOWN WILL NOT APPLY TO EVERY SITUATION WTTHRI THE STUDY CORRIDOR FINAL ENGINEERED DESIGN MIST BE COMPLETED PRIOR TO CONSIRUCTION. B-5 Case Stu C: Shenandoah !yersity: Case Study The proposed improvements in this case study are intended to make it easier for students to access the Shenandoah University campus on foot and by bicycle. Roadway crossing improvements are recommended and new sidewalks and bicycle lanes are proposed. Some of the improvements require roadway widening. As shown on page C-3, Bike lanes are proposed on Jubal Early Drive, and a substantial new crosswalk, which passes through a raised median island to improve pedestrian safety, is proposed to connect pedestrians and bicyclists from Jubal Early Drive to the Shenandoah University campus. The crosswalk connects to Millwood Avenue and the campus entrance via a short segment of trail. Bicycle lanes are also proposed on Millwood Avenue. The intersection of Apple Blossom Drive and Jubal Early Drive, as shown on page C-4, has been reconfigured to provide median islands and bicycle lanes. (Typical Section B -B on page C-8 shows the conditions on Jubal Early Drive, and Typical Section C -C shows the conditions on Apple Blossom Drive.) Raised medians have been proven in improve pedestrian safety. 10 -foot wide high visibility crosswalks, and ADA -accessible curb ramps are proposed. The Intersection of Apple Blossom Drive and Millwood Avenue are proposed to be reconfigured, as shown on page C-5. Bike lanes are proposed on both Apple Blossom Drive and Millwood Avenue. The existing median between Millwood Avenue and Apple Blossom Drive is widened. The existing crosswalk is to be removed and replaced with two crosswalks in different locations. The new crosswalks better correspond with existing pedestrian flow patterns and should help reduce pedestrians crossing outside of the crosswalk. As shown on page C-6, the Intersection of S. Pleasant Valley Road and Jubal Early Drive is reconfigured to allow for crosswalks, widened sidewalks, and new bicycle lanes. The existing median is narrowed in order to make room for these improvements. Cross section D -D on page C-8 shows the existing and proposed conditions on S. Pleasant Valley Road. New sidewalks and bike lanes are proposed on Route 50/Millwood Pike as shown on page C-7 and in Typical Cross Section A -A on page C-8. The existing median is narrowed to provide space for the bike lanes. Case Studies: Win -Fred MPO Bicycle Et Pedestrian Mobility Plan C_1 A. y d A RPM W�4*r e4 - Apple Biossc,=i; M,Ji, De c 6. ILL 41e' 4 1000' SCALE: 1' 5W gkw.m PC ci'! Channel 3 Television Stotion Apr %40 50' 0 50' 100' LSCPLE-. 1'=5o' m m In FpI Shenondoch University a a (D z rn r+ :3. 0 ------------ MILLW=r (D AVEINJUE ITr -n fD 0 AL on Perkin's Restaurant SHENANDOAH UNIVERSITY: CASE STUDY Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO INTERSECTION DETAIL DRAFT Hampton Inn � � Pargo's Restaurant � _ to m - x 50' 0 50' 100' ,�..� Apple 8Jossom SCALE: 1° =50' MaII Entrance Prepared By: Toole I)esignGroup sf�� fifix4 ac�cacsr aono. su re Y auxnaa exowr_m: f��` /fiNvxTi/SV I��E� H,1flY�xxO '201A2 I Jp,�1.1400 / /271�0/ Channel 3 Televislon Station 6,fn it ROW" 7/1'GUaStr tin Rtafl,�ga oll�l �E�m� r Toys R Us mom C-4 I SHENANDOAH UNIVERSITY: SASE STUDY Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO INTERSECTION DETAIL Prepared By: DRAB Toole DesignGroup /65x5 BELCN[s+ noNo. sul YE + o nvw:xaib+osmuxo �1 xxsiisvl LLE. wflYLRNN soi52 D01RI.tYro 7/27./07 i Notional Guard 4 Armory Edwards Res+dential Village + i 1 f r Zcnr'- Z �9 am j 1 ��ru91�i� 'POMP x95tin ence' �.�_ r B�ifvr 'r,ne 5 �! l7 � h C4Lt R m i = 7 Perp n ieuior- t, R0r011 el � Sa Rpm /1 �" l •'10' Wide Cr w Ik, f � 019 A'4,�0 50' 0 50' 1{)01 s` SCALE: 1" =50' SHENANDOAH UNIVERSITY: CASE STUDY Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO INTERSECTION DETAIL Prepared By: DRAFT 1!I T�+MeDeeignGroup a.o. s ,, a o Rur«ac ir�c.:=ane 7!27/07 1 Ruby Tuesday 'Restaurant x LU uf r one + Kentucky Fried Chicken Restouront Perpendloulor Fi m am# a McDonol ds W L F�'estaurao7t 50' 0 50' 100' SCALE: 1" =50' kip-mv 6' id WW fju �fF;,r.i 4nres ti# ' Bob Evans - Restaurant Z a , � o - 101 ° dl k ara1181 Ra �r - Br BAGICuIar Ra wcu -n dework 3=I- ---- e��t•r zoo _ _ _ _ _ 3 trJ V Tra,.eaijx MILLWOOD PIKE r Vu Sldw•dk. -Per enmcurar an P" was cr walk - �• . - •.. ; rte .. _ • tl T [ a•BtIBI Ran A � _ • , AO e � r Frontage Road & •� Entrance to +� �. , �• . 14f Apple Blossom Aiall • y • �j 0 v 50 0 50' 100' 9 O SCALE: 1' =50' o EE INS 0 H n O 6 � b SM14G CONDITIONS r ,,. ILM——. RTI - EB WB PROPOSED CONDITIONS MILLWOOD PIKE SECTION " RYLDGE OVER I'll DECREASE ME. TO PDD BIKE LANES REPLACE SIDEWALK 31' ROADWAY Y � ROADWAY ,' 9 NB EASRNG CONDITIONS - — � nuvmHT 5 fi PROPOSED CONDMO S APPLE BLOSSOM DRIVE SECTION C -C WIDEN ROADWAY FOR BIKE LANES WIDEN MEDIAN FOR TREES REDUCE SIDEWALKS ,' 24' RUNDNAY MARES 24' ROWYAY ,' -LLROL tit �---� EB WB m ENSTING CONDITIONS 1T VARES Ti 11' S' g' { 1 t t EB WB m o PROMISED COMMONS JUBAL EARLY DRIVE SECTION M DECREASE LANE WIDTHS AND MEDIAN FOR BIKE LANES REPLACE SIDEWALKS 46' ROADWAY 22' ROADWAY B' 1 1 1. t t -�- _ - NB o m BUSTING CONDITIONS PROPOSED CONDITIONS WROADWAY ,' ,' 1. TY'rA SECTIONS SHOWN WILL NOT APPLY TO EVERY SlLL47ION SECTION PO WIDEN FKWWAY FOR BIKE LANES t t t RENACE SIDEWALKS r e o EE INS 0 H n O 6 � b SM14G CONDITIONS r ,,. ILM——. RTI - EB WB PROPOSED CONDITIONS MILLWOOD PIKE SECTION " RYLDGE OVER I'll DECREASE ME. TO PDD BIKE LANES REPLACE SIDEWALK 31' ROADWAY Y � ROADWAY ,' 9 NB EASRNG CONDITIONS - — � nuvmHT 5 fi PROPOSED CONDMO S APPLE BLOSSOM DRIVE SECTION C -C WIDEN ROADWAY FOR BIKE LANES WIDEN MEDIAN FOR TREES REDUCE SIDEWALKS ,' 24' RUNDNAY MARES 24' ROWYAY ,' -LLROL tit �---� EB WB m ENSTING CONDITIONS 1T VARES Ti 11' S' g' { 1 t t EB WB m o PROMISED COMMONS JUBAL EARLY DRIVE SECTION M DECREASE LANE WIDTHS AND MEDIAN FOR BIKE LANES REPLACE SIDEWALKS 46' ROADWAY 22' ROADWAY B' 1 1 1. t t -�- _ - NB o m BUSTING CONDITIONS PROPOSED CONDITIONS NOTES: S: PLEASANT VALLEY ROAD 1. TY'rA SECTIONS SHOWN WILL NOT APPLY TO EVERY SlLL47ION SECTION PO WIDEN FKWWAY FOR BIKE LANES WARN THE SNGY CDRRDOR. FINAL ENGINEERED LESIL,T1 MOST BE COMPLETED PPoDR TD CONSFM)CfpN. RENACE SIDEWALKS r e Case Study D: Roue 11/Main Street through the Town of uephens City: Case Study This case study proposes improvements to pedestrian and bicycle facilities on Route 11/Main Street in the Town of Stephens City, Virginia. The proposed improvements include reducing parking to one side of the street in downtown Stephens City in order to provide room for bicycle lanes, adding new sidewalks, improving existing sidewalks, and improving roadway crossings. Curb extensions are proposed at key downtown intersections to improve pedestrian safety. Sidewalks are widened where possible and sidewalks and curb extensions are improved or reconstructed to meet ADA standards. In some places, where existing utility poles are barriers to pedestrians on the sidewalk, it is recommended that utility poles be relocated to curb extensions between on -street parking spaces. At the intersection of Main Street and Fairfax Street, it is recommended that curb extensions be added to the east side of Main Street, and to the north side of Fairfax street, as shown on page D-3. Pedestrian countdown signals are proposed throughout the intersection, as well as 10 -foot wide high visibility crosswalk markings and ADA - compliant curb ramps. Sidewalks on Main Street in this location are proposed to be widened to 6 -feet, as shown in Typical Cross Section D -D on page D-5. By removing parking on the west side of the street, bicycle lanes can be provided. Curb extensions are provided occasionally throughout the parking area to maintain existing trees and utility poles. At the intersection of Main Street and Plymouth Street, a curb extension is recommended to be added to the north side of Plymouth Street. ADA -compliant curb ramps and 10 -foot wide high visibility crosswalk markings are recommended as shown on page D-4. Typical Cross Section B -B on page D-5 shows that in this location the proposed roadway consists of two 12 -foot travel lanes and two 5 -foot bike lanes. A sidewalk and curb and gutter are proposed to be added to the east side of the street, and the existing sidewalk on the west side of the street is proposed to be maintained. Typical Cross Sections A -A, C -C, and E -E are shown on Page D-5 and their locations are indicated on Sheet D-2. Section A -A shows the curb and gutter, bike lanes, and reconstructed/ added sidewalks on this existing open section of roadway. Section C -C shows the removal of the eastern parking lane (with periodic curb extensions for relocated utility poles), the addition of bicycle lanes, relocation of sidewalk obstructions on the western sidewalk, and widening of the eastern sidewalk. Section E -E shows the conversion of existing shoulders to bicycle lanes and the widening and reconstruction of existing sidewalks. Case Studies: Win -Fred MPO Bicycle ft Pedestrian Mobility Plan D-1 ROUTE 11 IN TOWN OF STEPHENS CITY: CASE STUDY Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO ,INTERSECTION DETAIL Prepared By: DRAFT -0• TooleDesi ROUTE 11 IN TOWN OF STEPHENS CITY: CASE STUDY Bicycle Et Pedestrian Mobility Plan for the Win -Fred MPO .NTERSECTION DETAIL Prepared By: DRAFT Toole aE .1 si— G 1= ;zs _, Ao ertswuc. .aervnnou�mrei �rammremo 7127./07 Y_ L J[ 4 L t_ $ p L+1 J J ® Q{ 4 f j Suffer Zane Ir toll Peoestrion jgy_nttlown Signals IF Pout Interse�tfon Perpendicular Romp—, \ FAIRFix 41RD I ,. t Parallel Ramp - r � w Hut r�r Lane $ 50e 0 a0, 100' SCALE; 1" =50' r xtHn:;,inri Perpen lic�jlar Ramp Curb Extension Curb F-xt-a011 cxjz, -g Illi L Cr Trea. D-3 ROUTE 11 IN TOWN OF STEPHENS CITY: CASE STUDY Bicycle 8t Pedestrian Mobility Flan for the Win -Fred MPO INTERSECTION DETAIL Prepared By: DRArT TooleDesignGroup uxouzozez mxmze® 7/27/07 20' 0 20' 40' SCALE: 1" =20' ,j P of m y`D m< CQ �Jk 4 ,y cm �+ o o ®�`, my / o Ilk ocm o m Z�'m o h k 3 �t l—Perpendicular Ramp Perpendicular Ramp 0 g`CQ mt k C� x� ' h �+ GO Ce a m m °C �o t ,1' oCm 8.1�a� „C, m ocm ti °j h P0J yam A� r� yS T� FFT Perpendicular Ramp D-4 W RC#B-)FLWAY {' 10' 32' ROADWAY 32' TO 38' ROADWAY VARIES /' t Y d 10.50,e' 1 SB NB Be CENTER NB TURN LANE gi 6< 6< g� go EASRNG CONDRIONS 80 RIGHT-0FWAY 7-1i-ti SEI CENTER NB m L s TAKE TANS m g PROPOSED CONDITIONS MAIN STREET SECTION AA PDO WE LANEs,BUPFB6.S SIDEWALK 55' RfiiT-0FWAY A' 7 38' ROADWAY D' 4 i t so NB a E� i o k m m E>asnNc ca+OmoNs 5e RGKr AY 5 Y 5 10.50' 1050' 5' Rx B' SB NB @ T E i PROPOSED CoNDiToNs MAIN STREET SECRON D -D REDUCE PA%UNG TO ONE SIDE OF STREET TD ADD NT LANES PECONSTRICT SIDEWALKS Ed RIGHT-OFWAY UNDP POLE 5 9 M' ROADWAY `` 1 ,IT _ ��, _ --- a n NB' n Aga EXISTING CONDMONS 80' RIGNT-OF-WAY UTILITY POLE 1� r o em 52 Be NB m m � � o C" PROPOSED CONDITIONS MAIN STREET SECTION B -B D(BTNG DiOUDERS CONVERTED To BIKE LAN SIDEWALKS AND CURB A GUTTER ADDED TO EAST SIDE of STREET $ RC -1"AY {' 32' TO 38' ROADWAY VARIES /' t Y d 10.50,e' 1 SB NB C — BTRUCRIRE o E) STING CONDITIONS � 55' RGNT-OWAY 6' 6' R' To 13' 11' TO 13' S 5 � 5B Ne 2! � v g m PROPOSED CONDITIONS MAIN STREET SECTION E -E EXISTING SPIOULDERS CONVERTED To BED= LANES SIDEWALKS RECONSTRUCTED UTM, <55' Fafr-OFWAY TREES 1 L SB NB $ >^ t"n z EXISTING OONMX)NS Q' PROPOSED CONDITIONS MAIN STREET SECTION C -C REDUCE PARIM TO ONE SIDE OF STREET TO ADD BXE LANES SECONBTRUCT SIOEWAMS Notes: 1. Typical sections shown will not apply to every situation within the study corridor. Final engineered design must be completed prior to construction. 2. Curb Extenstions that block a section of the parking lanes can be constricted where erdsting utility poles or trees are located. See plans view details. 3. Where parking is reduced to one lane, the 7' parking lane can be placed on either side of the street to accomodate the greatest need. D-9 <65' RUiT-"AY t Y d 10.50,e' � — BTRUCRIRE o � SB NB 92 c Q PROPOSED CONDITIONS MAIN STREET SECTION C -C REDUCE PARIM TO ONE SIDE OF STREET TO ADD BXE LANES SECONBTRUCT SIOEWAMS Notes: 1. Typical sections shown will not apply to every situation within the study corridor. Final engineered design must be completed prior to construction. 2. Curb Extenstions that block a section of the parking lanes can be constricted where erdsting utility poles or trees are located. See plans view details. 3. Where parking is reduced to one lane, the 7' parking lane can be placed on either side of the street to accomodate the greatest need. D-9 -Case Study E. Route 11 from Middle Road to Kernstown j t o nmons: Case Study This case study proposes including pedestrian and bicycle facilities on Route 11 from Middle Road to Kernstown Commons. This section of roadway is currently non-uniform with varying roadway cross sections. New typical roadway cross sections are proposed to provide continuous pedestrian and bicycle facilities throughout the corridor. The intersection of Valley Avenue/ Route 11 and Tevis Street is shown on page E-3 as an example of how to include pedestrian and bicycle facilities at intersections along the corridor. The intersection includes 10 -foot wide high visibility crosswalk markings and ADA -accessible curb ramps (including detectable warnings). Signalized intersections throughout the corridor are proposed to have pedestrian countdown signals. Sections A -A and B -B on page E-4 show different cross sections that are present along the corridor and how those cross sections could be altered to include pedestrian and bicycle facilities. Currently this corridor has portions with curb and gutter and portions without curb and gutter (open drainage ditches). Sections A -A and B -B propose adding curb and gutter, sidewalks, and bike lanes throughout the corridor. As shown in Section A -A, portions of the corridor include raised medians. In these locations, the median could be narrowed to provide more space for bicycle lanes and sidewalks. As shown in Section B -B, portions of the corridor have existing shoulders. These shoulders provide space to add designated bike lanes. The roadway would be further widened to add sidewalks. Case Studies: Win -Fred MPO Bicycle ft Pedestrian Mobility Plan E.T rn Q N �D --v y CO Z NON v H nq m m ii r ? o O ETC o a od r IF ,. Y � u� _-v ar--. n 7 �n r C O O v V CD a G� c 6 SB B NB C 9 � � D06TW0 CONDTIIDNS 1P 6' 1P 71' 6' 6' S } n a 58 Tn NB m PROPOSED COMMONS ROUTE 11 (VALLEY PIKE) SECTION AJ SECTION WNH MEDIAN AREA DECREASE MEDIAN AND WIDEN TO AID BIKE LANES d SIDEWALK :2. 0 A_ Ln un Ln 0 :j'0 z 0 v 6D' RlGHT-0FWAY or VAAIES 33' V- 1 Md i h t M 0 � 6 SB O NB W 5 a $0 E05I1NG COPDMONS 0 Bu' RG -OF-WAY 37• 6' R 6' un h i 0 _m 7 BBNB s g z 0 PROPOSED OUDDIONS ROUTE 11 (VALLEY PIKE) SECTIONEN ER Z W SECTION CENTER TURN IAJE WIDEN TO PDD BIKE LANES 6 SIDEWALK r^ VJ N� N J 0 d V $v :(D .sem► NOTES: i CA 1. TYPISECTONS SHOMi WILL APPLY TO EVERY SOLATION iE V' WHIM TLESTUDY COMDOR FINAL RONEDED DFSQN MLW BE e { O COA4L 7M PRIOR TO CoNSr WWN. k{t C EA fkA 6 SB B NB C 9 � � D06TW0 CONDTIIDNS 1P 6' 1P 71' 6' 6' S } n a 58 Tn NB m PROPOSED COMMONS ROUTE 11 (VALLEY PIKE) SECTION AJ SECTION WNH MEDIAN AREA DECREASE MEDIAN AND WIDEN TO AID BIKE LANES d SIDEWALK :2. 0 A_ Ln un Ln 0 :j'0 z 0 v 6D' RlGHT-0FWAY or VAAIES 33' V- 1 Md i h t M 0 � 6 SB O NB W 5 a $0 E05I1NG COPDMONS 0 Bu' RG -OF-WAY 37• 6' R 6' un h i 0 _m 7 BBNB s g z 0 PROPOSED OUDDIONS ROUTE 11 (VALLEY PIKE) SECTIONEN ER Z W SECTION CENTER TURN IAJE WIDEN TO PDD BIKE LANES 6 SIDEWALK r^ VJ N� N J 0 d V $v :(D .sem► NOTES: i CA 1. TYPISECTONS SHOMi WILL APPLY TO EVERY SOLATION iE V' WHIM TLESTUDY COMDOR FINAL RONEDED DFSQN MLW BE e { O COA4L 7M PRIOR TO CoNSr WWN. k{t C EA • :� i COUNT' of FREDERI ICK Department of Planning and Development 540/665-5651 MEMORANDUM FI X: 540/665-6395 To: Frederick County Planning Commission From: Candice E. Perkins, AICP, Senior Planner Subject: Planning Commission Discussion — Detached Accessory Structures on Single Family Small Lots Date: August 13, 2007 Staff has recently had inquiries from members of the public regarding the permissibility of allowing detached accessory buildings on lots that were created under the single-family small lot housing type. The Zoning Ordinance currently prohibits detached accessory structures on these lots. Within the RP (Residential Performance) Zoning District, the single family small lot is the only housing type that does not permit detached accessory structures. In regards to lot size, the minimum square footage for single family small lots is 3,750s£ This lot size is not the smallest permitted within the RP Zoning District; for example, townhouse lots may be as small as 1,500sf and would be permitted to have detached accessory structures. Some of the subdivisions within the County that fall under the single family small lot housing type are: Autumn Glen, Dogwood Village, Crosscreek Village, Woodbrook Village, Shenandoah, Cedar Meadows, Harvest Ridge and Westbury Commons. The item was presented to the Development Review and Regulations Subcommittee (DDRS) at their meeting on July 26, 2007 and the DRRS endorsed the text amendment as presented as well as the limitation on the size of the detached accessory structures (150 square feet). The attached documents show the existing ordinances, the changes to the ordinance supported by the DRRS (with strikethroughs for text eliminated and bold italic for text added) and a clean version of the proposed text as it is proposed to be adopted. This item is presented for discussion. Comments and suggestions from the Planning Commission will be forwarded to the Board of Supervisors. Proposed Ordinance (clean version). Attachments: 1. Existing ordinances. CEP/bad 2. Existing Ordinance pertaining to side and rear setbacks for accessory structures. 3. Existing Ordinance with proposed deletions shown in blackline and additions shown in bold italics. 4. Proposed ordinances (clean version). 107 North Kent Street, Suite 202 o Winchester, Virginia 22601-5000 N EXISTING ORDINANCES § 165-65 ZONING § 165-65 (c) A maintenance easement of eight to 10 feet in width must be obtained on the lot adjacent to the zero lot line side. F. Single-family small lot. Single-family . small lot housing shall be a single-family detached or attached residence on an individual lot. No more than two units may be attached together. The intent of this housing tvne is to nrnvide an alternative to conventional single-family lots that can be tailored to the unique needs of specialized populations such as those of the older person. [Amended 10-27-1999; 8-9-2000] (1) Dimensional requirements shall be as follows: (a) Minimum lot size: 3,750 square feet. (b) Off-street parking spaces: 2. (c) Setback from state road: 25 feet. (d) Setback from private road: 20 feet. (e) Rear yard: 15 feet. (f) Side yard: Zero lot line option may be used with this housing type. If chosen, the minimum side yard shall be 10 feet for that yard opposite the zero lot line side. If not chosen, the minimum side yard shall be five feet. (g) When the attached option for the single-family small lot housing unit is chosen, the minimum building spacing requirement shall be 20 feet. (h) Supplementary setbacks: [1] With the single-family small lot housing type, decks may extend five feet into rear yard setback areas. [2] Where single-family small lot housing abuts open space, decks may extend up to 12 feet into rear yard setback areas. [3] Front porches, stoops and steps may extend eight feet into front yard setback areas. (2) A minimum of 20 landscape plantings shall be provided on each individual lot. At least 1/4 of the landscape plantings shall be trees, with the remainder being shrubs. The trees shall be a minimum of two inches in caliper at time of planting, and the shrubs shall be a minimum three -gallon container at time of planting. (3) Maximum building heights shall not exceed 35 feet in height. (4) Detached accessory buildings shall not be permitted. G. Duplex. A "duplex" is a single-family semidetached residence, having one dwelling unit from ground to roof and only one wall in common with another dwelling unit. The two dwelling units in a duplex building may or may not have individual outside access. 165:85 06 -IS -2007 2. EXISTING ORDINANCE PERTAINING TO SIDE & REAR SETBACKS FOR ACCESSORY STRUCTURES § 165-65 FREDERICK COUNTY CODE § 165-65 GARDEN APARTMENTS a (5) Minimum yards shall be as follows: (a) Front setback: [1] Thirty-five feet from road right-of-way. [2] Twenty feet from parking area or driveway. (b) Side: 50 feet from perimeter boundary. (c) Rear: 50 feet from perimeter boundary. (6) • Minimum on-site building spacing shall be 50 feet. (7) Maximum number of dwelling units per building shall be 16. (8) Maximum building height shall be as follows: (a) Principle building: 40 feet. (b) Accessory buildings: 15 feet M. Setbacks for accessory structures. Accessory structures shall be set back from all property lines a minimum of five feet, except for uses with a required enclosed yard. N. Setbacks for other uses. The following setbacks shall apply to uses not otherwise specified: 165:92 06- 15 - 2007 EXISTING ORDINANCE WITH PROPOSED DELETIONS AND ADDITIONS F. Single-family small lot. Single-family small lot housing shall be a single-family detached or attached residence on an individual lot. No more than two units may be attached together. The intent of this housing type is to provide an alternative to conventional single- family lots that can be tailored to the unique needs of specialized populations such as those of the older person. [Amended 10-27-1999; 5-9-20001 (1) Dimensional requirements shall be as follows: (a) Minimum lot size: 3,750 square feet. (b) Off-street parking spaces: 2. (c) Setback from state road: 25 feet. (d) Setback from private road: 20 feet. (e) Rear yard: 15 feet. (f) Side yard: Zero lot line option may be used with this housing type. If chosen, the minimum side yard shall be 10 feet for that yard opposite the zero lot line side. If not chosen, the minimum side yard shall be five feet. (g) When the attached option for the single-family small lot housing unit is chosen, the minimum building spacing requirement shall be 20 feet. (h) Supplementary setbacks: [ 1 ] With the single-family small lot housing type, decks may extend five feet into rear yard setback areas. [2] Where single-family small lot housing abuts open space, decks may extend up to 12 feet into rear yard setback areas. [3] Front porches, stoops and steps may extend eight feet into front yard setback areas. (2) A minimum of 20 landscape plantings shall be provided on each individual lot. At least 1/4 of the landscape plantings shall be trees, with the remainder being shrubs. The trees shall be a minimum of two inches in caliper at time of planting, and the shrubs shall be a minimum three -gallon container at time of planting. (3) Detached accessory structures may not exceed 150 square feet. (4) One detached accessory structure shall be permitted on each lot. (3) Maxifnuffi building heights shall not exeeed 35 feet in height. (4) Det.. bed ..macsefy buildings shall flat b �++ ,a (3) (5) Maximum building height shall be as follows: (a) Principle buildings: 35 feet. (b) Accessory Buildings: 20 feet. +. PROPOSED ORDINANCE (clean version) F. Single-family small lot. Single-family small lot housing shall be a single-family detached or attached residence on an individual lot. No more than two units may be attached together. The intent of this housing type is to provide an alternative to conventional single- family lots that can be tailored to the unique needs of specialized populations such as those of the older person. [Amended 10-27-1999; 8-9-20001 (1) Dimensional requirements shall be as follows: (a) Minimum lot size: 3,750 square feet. (b) Off-street parking spaces: 2. (c) Setback from state road: 25 feet. (d) Setback from private road: 20 feet. (e) Rear yard: 15 feet. (f) Side yard: Zero lot line option may be used with this housing type. If chosen, the minimum side yard shall be 10 feet for that yard opposite the zero lot line side. If not chosen, the minimum side yard shall be five feet. (g) When the attached option for the single-family small lot housing unit is chosen, the minimum building spacing requirement shall be 20 feet. (h) Supplementary setbacks: [1] With the single-family small lot housing type, decks may extend five feet into rear yard setback areas. [2] Where single-family small lot housing abuts open space, decks may extend up to 12 feet into rear yard setback areas. [3] Front porches, stoops and steps may extend eight feet into front yard setback areas. (2) A minimum of 20 landscape plantings shall be provided on each individual lot. At least 1/4 of the landscape plantings shall be trees, with the remainder being shrubs. The trees shall be a minimum of two inches in caliper at time of planting, and the shrubs shall be a minimum three -gallon container at time of planting. (3) Detached accessory structures may not exceed 150 square feet. (4) One detached accessory structure shall be permitted on each lot. (5) Maximum building height shall be as follows: (a) Principle buildings: 35 feet. (b) Accessory Buildings: 20 feet. COUNTY of FREDERICK Department of Planning and Development MEMORANDUM MORA q D T 540/665-5655 ,I �J FAX: 540/665-6395 To: Frederick County Planning Commission From: Candice E. Perkins, AICP, Senior Planner 04f Subject: Planning Commission Discussion — Grocery/Food Stores in the B3 Zoning District Date: August 14, 2007 Staff has recently had inquiries from members of the public regarding the permissibility of allowing grocery or food stores in the B3 (Industrial Transition) Zoning District. Currently, the Zoning Ordinance permits SIC 54 (Food Stores) in the B 1 (Neighborhood Business) District and the B2 (Business General) District. SIC 54 as a whole would permit grocery stores, fruit and vegetable markets, meat and fish markets, candy confectionary stores, dairy product stores, retail bakeries and miscellaneous food stores. The Development Review and Regulations Subcommittee (DDRS) considered this item at their meeting on July 26, 2007. There was discussion on the permissibility of allowing family oriented business into a more industrial area and what the intent would be in allowing this use in the B3 Zoning District. It was then discussed that the B3 currently allows some commercial type uses like restaurants and general offices. There was a discussion on what size food or grocery store would be appropriate in the B3. The DRRS reached a consensus that SIC 54 with a size limitation of 10,000 square feet (excluding storage and warehousing) would be appropriate. The size limitation would permit small convenience type stores that could serve the surrounding residents but would preclude larger operations. This ordinance revision would require changes to the following ordinance sections: • Article X -Business and Industrial Zoning Districts, § 165-82C Industrial Transition District • Article VI - Supplementary Use Regulations The attached documents show the existing ordinances, the changes to the ordinance supported by the DRRS (with strikethroughs for text eliminated and bold italic for text added) and a clean version of the proposed text as it is proposed to be adopted. This item is presented for discussion. Comments and suggestions from the Planning Commission will be forwarded to the Board of Supervisors. 107 North Kent Street, Saute 202 • Winchester, Virginia 22601-5000 Planning Commission Discussion — Grocery/Food Stores in the B3 Zoning District August 14, 2007 Page 2 Attachments: 1. Existing ordinances. 2. Standard Industrial Classification (SIC) Major Group — 54. 3. Existing Ordinance with proposed additions (§ 165-48.11) in bold italics. 4. Existing Ordinance with proposed additions (165-82C) in bold italics. 5. Proposed Ordinance (clean version). CEP/bad . EXISTING ORDINANCES § 165-82 FREDERICK COUNTY CODE (a) Such uses shall be located at least 2,500 feet from the property line of existing adult retail uses, schools, churches, parks, day-care facilities and residential uses and districts. (b) Such uses shall not be permitted in shopping centers and/or multi -tenant buildings. (c) All merchandise display areas shall be limited to enclosed structures and shall not be visible from the outside. (d) Business signs shall not exceed a maximum of 25 square feet. No wall - mounted signs or window displays shall be permitted. (e) Hours of operation shall be limited to between 9:00 a.m_ and 11.00 p -m. § 165-82 G B3 Industrial Transition District. The intent of this district is to provide for heavy commercial activities, involving larger scale marketing or wholesaling, in locations that are separate from but in the vicinity of business and industrial areas_ In some cases, such areas may be transitional, located between business and industrial, areas. In these areas, there will be a mixture of automobile and truck traffic. Some of the uses in this district will require large areas of land and may have outdoor storage and display. It is intended that the uses in this district shall not be sources of noise, dust, smoke or other nuisances_ Such industrial transition areas shall be provided with safe and sufficient access. Allowed Uses Veterinary services with all activities and animals kept within the fully enclosed primary structure [Amended 1-10-2001] Animal speciality services, except veterinary, with all activities and animals kept within the fully enclosed primary structure [Added 1-10-2001] Landscape and horticultural services Offices and storage facilities for building construction contractors, heavy construction contractors and special trade contractors Commercial printing Local and suburban transit and interurban highway passenger transportation Standard Industrial Classification (SIC) 074 752 078 15, 16 and 17 275 41 165:114 06 - i5 - 2007 § 165-82 ZONING § 165-82 Allowed Uses Motor freight transportation and warehousing Transportation by air Transportation services Communication facilities and offices, including telephone, telegraph, radio, television and other communications Electric, gas and other utility facilities and offices and trucking and warehousing, excluding the following: Sanitary services Advertising specialties - wholesale (added 8-24-2004) [Added 8-24-2004] Building materials, hardware, garden supply, mobile home dealers and retail nurseries Automotive dealers and gasoline service stations Wholesale trade businesses Restaurants [Added 5-26-2004] Laundry, dry-cleaning and garment services, excluding the following: Coir. -operated laundries Linen supply [Added 8-24-20041 Dry-cleaning plants [Added 8-24-20041 Business services Outdoor ad services [Added 8-24-2004] Automobile recovery service [Added 8-24-2004] Automobile repossession service [Added 8-24-2004] Product sterilization service [Added 8-24-2004] Repossession service [Added 8-24-2004] Automotive repair, services and parking Miscellaneous repair services Agricultural equipment repair [Added 8-24-2004] Dental and medical instrument repair [Added 8-24-20041 165:115 Standard Industrial Classification (SIC) 42 45 47 48 49 495 5199 52 55 58 721 7215 7213 7216 73 7312 7389 7389 7389 7389 75 76 7699 If"r 06-15-2007 § 165-82 FREDERICK COUNTY CODE § 165-82 165:116 06-15-2007 Standard Industrial Classification Allowed Uses (SIC) Farm machinery and tractor repair [Added 7699 8-24-2004] Laboratory instrument repair [Added 7699 8-24-2004] Precision instrument repair [Added 7699 8-24-2004] Repair of optical instruments [Added 7699 8-24-2004] Repair of service station equipment [Added 7699 8-24-2004] Scale repair service [Added 8-24-2004] 7699 Surgical instrument repair [Added 7699 8-24-2004] Drive-in motion picture theaters 75 Amusement and recreation services operated 79 indoors Self-service storage facilities - Vocational schools 824 Business associations 861 Professional membership organizations 862 Labor unions and similar labor 863 organizations Engineering, accounting, research, 87 management and related services Testing laboratories [Added 8-24-2004] 8734 General business offices - Model home sales office - Accessory retailing - Public buildings - Public utility distribution facilities - Business signs - Directional signs - Building entrance signs - Residential uses which are accessory to - allowed business uses Parks - Flex -Tech [Added 2-11-19981 - Fire stations, companies and rescue squads - [Added 10-27-19991 165:116 06-15-2007 SIC MAJOR GROUP — 54 Major Group 54.—FOOD STORES The Major Group as a Whole 319 This major group includes retail stores primarily engaged in selling food for home prepa- ration and consumption. Establishments primarily engaged in selling prepared foods and drinks for consumption on the premises are classified in Major Group 58, and stores primari- ly engaged in selling packaged beers and liquors are classified in Industry 5921. 'Industry Group Industry No. No. `.541 GROCERY STORES 5411 Grocery Stores Stores, commonly known as supermarkets, food stores, and grocery stores, primarily engaged in the retail sale of all sorts of canned foods and dry goods, such as tea, coffee, spices, sugar, and flour; fresh fruits and vegetables; and fresh and prepared meats, fish, and poultry. Convenience food stores—retail Grocery stores, with or without fresh Food markets—retail meat—retail Frozen food and freezer plans, except Supermarkets, grocery—retail meat—retail MEAT AND FISH (SEAFOOD) MARKETS, INCLUDING FREEZER PROVISIONERS 5421 Meat and Fish (Seafood) Markets, Including Freezer Provisioners Establishments -primarily engaged in the retail sale of fresh, frozen, or cured meats, fish, shellfish, and other Seafoods. This industry includes estab- lishments primarily engaged in the retail sale, on a bulk basis, of meat for freezer storage and in providing home freezer plans. Meat markets may butch- er animals on their own account, or they may buy from others_ Food locker plants primarily engaged in renting locker space for the storage of food prod- ucts for individual households are classified in Industry 4222. Establishments primarily engaged in the retail sale of poultry are classified in Industry 5499. Fish markets—retail Meat markets—retail Freezer food plans, meat—retail Seafood markets—retail Freezer provisioners, meat—retail Frozen food and freezer plans, meat— retail FRUIT AND VEGETABLE MARKETS 5431 Fruit and Vegetable Markets Establishments primarily engaged in the retail sale of fresh fruits and vege- tables. They are frequently found in public or municipal markets or as road- side stands. However, establishments which grow fruits and vegetables and sell them at roadside stands are classified in Agriculture, Major Group 01. Fruit markets and stands—retail Vegetable markets and stands—retail Produce markets and stands—retail 320 Industry Group Industry No. No. 544 �l i- 5441 I' i ' 545 a ,j i 5451 546 549 5461 STANDARD INDUSTRIAL CLASSIFICATION CANDY, NUT, AND CONFECTIONERY STORES Candy, Nut, and Confectionery Stores Establishments primarily engaged i1a the retail sale of candy, nuts, popcorn, and other confections. Confectionery stores—retail - Candy stores—retail Not stores—retail Confectionery produced for direct sale Popcorn stands—retail r on the premises—retail DAIRY PRODUCTS STORES 5499 Dairy Products Stores Establishments primarily engaged in the retail sale of packaged dairy prod ucts to over-the-counter customers. lee cream and frozen custard stands are classified in industry 5812, and establishments selling ice cream and similar products from trucks or wagons are classified in Industry 5963. Establish- ments primarily engaged in processing and distributing milk and cream are classified in Manufacturing, Industry Group 202. Ice tsars (packaged) stores—retail Butter and other dairy product stores— Milk and other dairy products stuns— retail retail Cheese stores—retail - Dairy products stores—retail RETAIL BAKERIES Retail Bakeries ' Establishments primarily engaged in the retail sale of bakery products. The products may be purchased from others or made on the premises. Establish- ments manufacturing bakery products for the trade are classified in Manufac turing, Industry Group 205, and those purchasing bakery products and selling house-to-house are classified in Industry 5963. Doughnut shops—re Bagel stores—retail tail ail pretzel stores and stands—ret Bakeries—retaii Coolie stores—retail MISCELLANEOUS FOOD STORES Miscellaneous Food Stores Establishments primarily engaged in the retail sale of specialized foods, not elsewhere classified, such as eggs, poultry, health foods, spices, herbs, cu)ffry and tea. The poultry stores may sell live poultry, slaughter and clean p for their own account, and sell dressed fowls, or sell fowls cleaned and dressed by others. - Spic�- and her', stores—retail Coffee stores—retail Tea stores—retail Dietetic food stores—retail Vitamin rood stores—retail Egg dealers—retail Water, mineral—retail Health rood stores—retail Poultry dealers --retail 3. EXISTING ORDINANCE WITH PROPOSED ADDITIONS § 165-48.9. Streets; Inter -parcel connectors. [Added 6-22-20051 All residential subdivision of more than 10 lots in the RP, R4, R5 and MS (with residential uses) Zoning Districts shall have streets connecting to adjoining parcels. If adjoining parcels are developed or have had a subdivision plat approved, the connecting street shall coordinate with the existing or platted streets in the adjoining parcel. If an adjoining parcel is undeveloped, the location of the connecting street shall be as shown on the Master Development Plan (MDP) approved by the Board of Supervisors. This requirement for inter -parcel connector streets may be waived by the Board of Supervisors upon approval of the Master Development Plan (MDP) if the Board finds: i) that a connector street to an adjoining parcel is not likely to be needed; ii) that the connector street would be required to be placed in a location which is impractical for location of a street; iii) that an adjoining undeveloped parcel is not likely to be developed in a manner to make a connector street necessary or appropriate; or iv) other good cause shown by the applicant not contrary to good planning policy. All inter -parcel connectors, public or private, shall be built to the Virginia Department of Transportation engineering standards. § 165-48.10. Government services office. [Added 9-14-2005] Government services office located in the Rural Areas (RA) Zoning District shall be subject to the following requirements: A. Government services office uses shall be located within the Sewer and Water Service Area (SWSA), as identified in the County's Comprehensive Policy Plan. B. A transportation impact analysis (TIA) shall be conducted and the improvements identified as necessary to achieve, or maintain, a minimum Level of Service (LOS) C shall be constructed in conjunction with the facilities. C. The facility shall be served by public water and sewer. D. The use and site shall adhere to, and implement, Business General (132) Zoning District design standards. §165-48.11. Grocery and Food Stores. Grocery or food stores located in the B3 (Industrial Transition) Zoning District shall meet the following requirements: A. Maximum building square footage used for retail sales of grocery or food products shall not exceed 10,000 square feet The 10,000 square feet shall not include area used for storage warehousing of products. 4. EXISTING ORDINANCE WITH PROPOSED ADDITIONS C. B3 Industrial Transition District. The intent of this district is to provide for heavy commercial activities, involving larger scale marketing or wholesaling, in locations that are separate from but in the vicinity of business and industrial areas. In some cases, such areas may be transitional, located between business and industrial areas. In these areas, there will be a mixture of automobile and truck traffic. Some of the uses in this district will require large areas of !and and may, have outdoor storage and display. It is intended that the uses in this district shall not be sources of noise, dust, smoke or other nuisances. Such industrial transition areas shall be provided with safe and sufficient access. Allowed Uses Veterinary services with all activities and animals kept within the fully enclosed primary structure [Amended 1-10-20011 Animal specialty services, except veterinary, with all activities and animals kept within the fully enclosed primary structure [Added 1-10-20011 Landscape and horticultural services Offices and storage facilities for building construction contractors, heavy construction contractors and special trade contractors Local and suburban transit and interurban highway passenger transportation Motor freight transportation and warehousing Transportation by air Transportation services Communication facilities and offices, including telephone, telegraph, radio, television and other communications Standard Industrial Classification (SIC) 074 752 078 15, 16 and 17 275 42 45 47 48 Electric, gas and other utility facilities and offices 49 and trucking and warehousing, excluding the following: Sanitary services 495 Advertising specialties — wholesale (added 8-24-2004) 5199 [Added 8-24-20041 Building materials, hardware, garden supply, mobile home 52 dealers and retail nurseries Automotive dealers and gasoline service stations 55 Whole trade businesses - Food Stores 54 Restaurants [Added 5-26-20041 58 Laundry, dry-cleaning and garment services, excluding 721 the following: Coin-operated laundries 7215 Linen supply [Added 8-24-20041 7213 Dry-cleaning plants [Added 8-24-20041 7216 Business services 73 Outdoor ad services [Added 8-24-2004] 7312 Automobile recovery service [Added 8-24-20041 7389 Automobile repossession service [Added 8-24-2004] 7389 Product sterilization service [Added 8-24-2004] 7389 Repossession service [Added 8-24-20041 7389 Automotive repair, services and parking 75 Miscellaneous repair services 76 Agricultural equipment repair [Added 8-24-20041 7699 Dental and medical instrument repair [Added 8-24-20041 7699 Farm machinery and tractor repair [Added 8-24-20041 7699 Laboratory instrument repair [Added 8-24-20041 7699 Precision instrument repair [Added 8-24-20041 7699 Repair of optical instruments [Added 8-24-20041 7699 Repair of service station equipment [Added 8-24-20041 7699 Scale repair service [Added 8-24-20041 7699 Surgical instrument repair [Added 8-24-20041 7699 Drive-in motion picture theaters 75 Amusement and recreation services operated indoors 79 Self-service storage facilities - Vocational schools 824 Business associations 861 Professional membership organizations 862 Labor unions and similar labor organizations 863 Engineering, accounting, research, management and 87 related services Testing laboratories [Added 8-24-20041 8734 General business offices - Model home sales office Accessory retailing Public buildings Public utility distribution facilities Business signs Directional signs Building entrance signs Residential uses which are accessory to allowed business areas Parks Flex -Tech [Added 2-I1-19981 Fire stations, companies and rescue squads [Added 10-27-19991 i. PROPOSED ORDINANCE (clean version) § 165-48.9. Streets; Inter -parcel connectors. [Added 6-22-2005] All residential subdivision of more than 10 lots in the RP, R4, R5 and MS (with residential uses) Zoning Districts shall have streets connecting to adjoining parcels. If adjoining parcels are developed or have had a subdivision plat approved, the connecting street shall coordinate with the existing or platted streets in the adjoining parcel. If an adjoining parcel is undeveloped, the location of the connecting street shall be as shown on the Master Development Plan (MDP) approved by the Board of Supervisors. This requirement for inter -parcel connector streets may be waived by the Board of Supervisors upon approval of the Master Development Plan (MDP) if the Board finds: i) that a connector street to an adjoining parcel is not likely to be needed; ii) that the connector street would be required to be placed in a location which is impractical for location of a street; iii) that an adjoining undeveloped parcel is not likely to be developed in a manner to make a connector street necessary or appropriate; or iv) other good cause shown by the applicant not contrary to good planning policy. All inter -parcel connectors, public or private, shall be built to the Virginia Department of Transportation engineering standards. § 165=i8.10. Government sLi v'I oAllce. [Added 7-14.2005] Govermnent services office located in the Rural Areas (RA) Zoning District shall be subject to the following requirements: A. Government services office uses shall be located within the Sewer and Water Service Area (SWSA), as identified in the County's Comprehensive Policy Plan. B. A transportation impact analysis (TIA) shall be conducted and the improvements identified as necessary to achieve, or maintain, a minimum Level of Service (LOS) C shall be constructed in conjunction with the facilities. C. The facility shall be served by public water and sewer. D. The use and site shall adhere to, and implement, Business General (132) Zoning District design standards. § 165-48.11. Grocery and Food Stores. Grocery or food stores located in the B3 (Industrial Transition) Zoning District shall meet the following requirements: A. Maximum building square footage used for retail sales of grocery or food products shall not exceed 10,000 square feet. The 10,000 square feet shall not include area used for storage warehousing of products. 5. PROPOSED ORDINANCE (clean version) C. B3 Industrial Transition District. The intent of this district is to provide for heavy commercial activities, involving larger scale marketing or wholesaling, in locations that are separate from but in the vicinity of business and industrial areas. In some cases, such areas may be transitional, located between business and industrial areas. In these areas, there will be a mixture of automobile and truck traffic. Some of the uses in this district ,A ll re-11-1ire large areas of land and may have outdoor storage and display. It is intended that the uses in this district shall not be sources of noise, dust, smoke or other nuisances. Such industrial transition areas shall be provided with safe and sufficient access. Allowed Uses Veterinary services with all activities and animals kept within the fully enclosed primary structure [Amended 1-10-20011 Animal specialty services, except veterinary, with all activities and animals kept within the fully enclosed primary structure [Added 1-10-2001] Landscape and horticultural services Offices and storage facilities for building construction contractors, heavy construction contractors and special trade contractors Local and suburban transit and interurban highway passenger transportation Motor freight transportation and warehousing Transportation by air Transportation services Communication facilities and offices, including telephone, telegraph, radio, television and other communications Standard Industrial Classification (SIC) 074 752 078 15, 16 and 17 275 42 45 47 48 Electric, gas and other utility facilities and offices 49 and trucking and warehousing, excluding the following: Sanitary services 495 Advertising specialties — wholesale (added 8-24-2004) 5199 [Added 8-24-20041 Building materials, hardware, garden supply, mobile home 52 dealers and retail nurseries Automotive dealers and gasoline service stations 55 Whole trade businesses - Food Stores 54 Restaurants [Added 5-26-20041 58 Laundry, dry-cleaning and garment services, excluding 721 the following: Coin-operated laundries 7215 Linen supply [Added 8-24-20041 7213 Dry-cleaning plants [Added 8-24-20041 7216 Business services 73 Outdoor ad services [Added 8-24-2004] 7312 Automobile recovery service [Added 8-24-20041 7389 Automobile repossession service [Added 8-24-20041 7389 Product sterilization service [Added 8-24-2004] 7389 Repossession service [Added 8-24-20041 7389 Automotive repair, services and parking 75 Miscellaneous repair services 76 Agricultural equipment repair [Added 8-24-20041 7699 Dental and medical instrument repair [Added 8-24-20041 7699 Farm machinery and tractor repair [Added 8-24-20041 7699 Laboratory instrument repair [Added 8-24-20041 7699 Precision instrument repair [Added 8-24-2004] 7699 Repair of optical instruments [Added 8-24-20041 7699 Repair of service station equipment [Added 8-24-20041 7699 Scale repair service [Added 8-24-20041 7699 Surgical instrument repair [Added 8-24-2004] 7699 Drive-in motion picture theaters 75 Amusement and recreation services operated indoors 79 Self-service storage facilities - Vocational schools 824 Business associations 861 Professional membership organizations 862 Labor unions and similar labor organizations 863 Engineering, accounting, research, management and 87 related services Testing laboratories [Added 8-24-20041 8734 General business offices Model home sales office Accessory retailing Public buildings Public utility distribution facilities Business signs Directional signs Building entrance signs Residential uses which are accessory to allowed business areas Parks Flex -Tech [Added 2-11-19981 Fire stations, companies and rescue squads [Added 10-27-1999]