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04-24 Traffic Impact Analysis
Transportation Impact Analysis Town Run Lane Wawa Frederick County, Virginia February 2024 Transportation Impact Analysis Town Run Lane Wawa Frederick County, Virginia Prepared For: Blackwood Capital, LLC. 7301 Boulder View Lane North Richmond, VA 23225 Prepared By: Kittelson & Associates, Inc. 11480 Commerce Park Drive, Suite 230 Reston, Virginia 20231 (703) 885-8970 Project Manager: Andrew Butsick, PE Project Principal: John Callow Project No. 26732.000 February 2024 Andrew Butsick No. 0402058797 Kittelson & Associates, Inc. Traffic Engineer Town Run Lane Wawa February 2024 Table of Contents Kittelson & Associates, Inc. ii TABLE OF CONTENTS Table of Contents ...................................................................................................................................... ii Executive Summary ................................................................................................................................... 2 Introduction .......................................................................................................................................... 7 Existing Conditions .................................................................................................................................. 12 Transportation Impact Analysis .............................................................................................................. 20 Conclusions and Recommendations ....................................................................................................... 54 References ........................................................................................................................................ 59 APPENDICES Appendix A Scoping Letter Appendix B 2023 Turning Movement Counts Appendix C Level of Service Description Appendix D Existing Conditions Operational Worksheets Appendix E Year 2024 In-Process Trips Appendix F Year 2024 Background Traffic Conditions Operational Worksheets Appendix G 2024 Total Traffic Conditions Operational Worksheets Appendix H 2024 Total Traffic Conditions – Mitigation Operational Worksheets Appendix I Turn Lane Warrant Analyses Appendix J Year 2030 In-Process Trips Appendix K Year 2030 Background Traffic Conditions Operational Worksheets Appendix L Year 2030 Total Traffic Operational Worksheets Appendix M Year 2030 Total Traffic Conditions – Mitigation Operational Worksheets Town Run Lane Wawa February 2024 Table of Contents Kittelson & Associates, Inc. iii LIST OF FIGURES Figure 1. Site Vicinity Map ..................................................................................................................... 8 Figure 2. Conceptual Site Plan ............................................................................................................... 9 Figure 3. Zoning Map ........................................................................................................................... 10 Figure 4. Existing Lane Configurations and Traffic Control Devices ..................................................... 13 Figure 5. Existing Traffic Conditions – Weekday AM and Weekday PM Peak Hours ........................... 15 Figure 6. Existing Lane Group Levels of Service – Weekday AM and Weekday PM Peak Hours ......... 16 Figure 7. Year 2024 Background Traffic Conditions – Weekday AM and Weekday PM Peak Hours ... 22 Figure 8. Year 2024 Background Lane Group Levels of Service – Weekday AM and Weekday PM Peak Hours ..................................................................................................................................... 23 Figure 9. Year 2024 Total Traffic Assumed Lane Configurations and Traffic Control Devices ............. 27 Figure 10. Estimated Trip Distribution Pattern .................................................................................... 28 Figure 11. Pass-by and Diverted Trips .................................................................................................. 29 Figure 12. Net-New Site-Generated Trips ............................................................................................ 30 Figure 13. Year 2024 Total Traffic Conditions – Weekday AM, Weekday PM, and Saturday Midday Peak Hours ..................................................................................................................................... 32 Figure 14. Year 2024 Total Traffic Lane Group Levels of Service – Weekday AM, Weekday PM, and Saturday Midday Peak Hours ............................................................................................................... 33 Figure 15. Year 2030 Background Traffic Conditions – Weekday AM and Weekday PM Peak Hours . 41 Figure 16. Year 2030 Background Lane Group Levels of Service – Weekday AM and Weekday PM Peak Hours ..................................................................................................................................... 42 Figure 17. Year 2030 Total Traffic Conditions – Weekday AM, Weekday PM, and Saturday Midday Peak Hours ..................................................................................................................................... 46 Figure 18. Year 2030 Total Traffic Lane Group Levels of Service – Weekday AM, Weekday PM, and Saturday Midday Peak Hours ............................................................................................................... 47 Town Run Lane Wawa February 2024 Table of Contents Kittelson & Associates, Inc. iv LIST OF TABLES Table 1. Existing Transportation Facilities and Roadway Designations ............................................... 12 Table 2. Existing Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro .................................................................. 17 Table 3. Existing Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic . 18 Table 4. Year 2024 Background Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro ........................ 24 Table 5. Year 2024 Background Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic ..................................................................................................................................... 25 Table 6. Estimated Trip Generation ..................................................................................................... 26 Table 7. 2024 Total Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro ................................................. 34 Table 8. Year 2024 Total Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic ..................................................................................................................................... 35 Table 9. 2024 Total Mitigated Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection ........................................ 37 Table 10. Year 2024 Total Mitigated Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic ...................................................................................................................... 38 Table 10. Right Turn-Lane Warrants – Town Run Lane/Site Entrances – Year 2024 Total Traffic Conditions ..................................................................................................................................... 38 Table 11. Left Turn-Lane Warrants – Town Run Lane/Site Entrances – Year 2024 Total Traffic Conditions ..................................................................................................................................... 39 Table 12. Year 2030 Background Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro ........................ 43 Table 13. Year 2030 Background Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic ..................................................................................................................................... 44 Table 14. 2030 Total Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro ......................................... 48 Table 15. Year 2030 Total Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic ..................................................................................................................................... 49 Table 16. 2030 Total Mitigated Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection ........................................ 51 Table 17. Year 2030 Total Mitigated Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic ...................................................................................................................... 52 Executive Summary Town Run Lane Wawa February 2024 Executive Summary Kittelson & Associates, Inc. 2 EXECUTIVE SUMMARY A traffic operations analysis has been conducted to confirm that the transportation system can adequately support the proposed Town Run Lane Wawa, in fulfillment of Frederick County and Virginia Department of Transportation’s (VDOT) requirements for traffic impact studies. The scope of the project analysis was developed in collaboration with County and VDOT staff. Specifically, this analysis includes: ▪ Year 2023 existing land use and transportation system conditions within the site vicinity; ▪ Forecast year 2024 background traffic conditions (without site development) during the weekday a.m. and weekday p.m. peak periods including in-process/approved developments and regional growth; ▪ Trip generation and distribution estimates for the proposed development; ▪ Forecast year 2024 total traffic conditions based on build out of the development including queuing and turn lane analyses, ▪ Turn lane evaluations at site entrances; ▪ Access management evaluation; ▪ Forecast year 2030 background traffic conditions (without site development) during the weekday a.m. and weekday p.m. peak periods; ▪ Forecast year 2030 total traffic conditions based on build out of the development; and, ▪ Conclusions and recommendations. Based on the results of the transportation impact analysis, the transportation system can accommodate full build-out of the proposed development with the noted recommendations. The findings of this analysis and our recommendations are discussed below. Existing Conditions ▪ All study intersections and critical movements currently operate at LOS C or better with queues stored within existing lanes. 2024 Background Traffic Conditions ▪ A one percent annual growth rate was applied to account for near-term regional traffic growth. ▪ In-process developments included in the background 2024 analysis include: o Stickley Drive Development – a 70-room hotel with a 10,000 square-foot strip mall on the east side of Town Run Lane. Access is provided along Town Run Lane and Stickley Drive. Town Run Lane Wawa February 2024 Executive Summary Kittelson & Associates, Inc. 3 ▪ No transportation improvements were identified for inclusion in the background 2024 analysis. ▪ All signalized study intersections and critical movements at unsignalized intersections are forecast to continue to operate at LOS C or better with queues stored within existing lanes. Proposed Development ▪ The proposed Town Run Lane Wawa development consists of a 16-pump motor vehicle fuel station and 5,915 square-foot convenience store with made-to-order food sales. ▪ Access to the site is proposed via two full-movement driveways on Town Run Lane. ▪ The development is estimated to generate approximately 1,898 net new weekday daily trips, 130 weekday a.m. (65 in, 65 out), and 117 weekday p.m. (58 in, 58 out) peak hour trips when built out in year 2024. 2024 Total Traffic Conditions ▪ All signalized study intersections and critical movements at unsignalized intersections are forecast to operate at LOS D or better with queues stored within existing lanes with the following exceptions: o Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (Study Intersection #4): The northbound left-turn queues are anticipated to spill back beyond the available storage during both the weekday a.m. and weekday p.m. peak hours. 2024 Total Traffic Mitigation ▪ To mitigate the impacts of additional queueing on the northbound approach to the Fairfax Pike/Aylor Road/Stickley Drive intersection, the impacts of minor adjustments to signal splits within the existing cycle lengths were evaluated. No signal timing changes were assumed in the original analysis of forecast year 2024 total traffic conditions. o Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (Study Intersection #4): Minor changes to signal splits at the Fairfax Pike/Aylor Road/Stickley Drive are anticipated to alleviate any queue spillback on the northbound approach during both analysis periods. With the proposed changes to signal splits within the existing cycle length, all study signals in the coordinated signal system are anticipated to operate at LOS C or better with no queue spillbacks. Turn Lane Warrant Evaluation ▪ An evaluation of VDOT right-turn lane warrants for two-lane roadways illustrated a southbound right-turn lane is forecast to be warranted on Town Run Lane at the northern Town Run Lane Wawa February 2024 Executive Summary Kittelson & Associates, Inc. 4 site entrance. The southbound right-turn lane should have a minimum of 100 feet of storage and a 100-foot taper. ▪ An evaluation of the VDOT left-turn lane warrants for two-lane roadways illustrated no left- turn lanes are projected to be warranted on Town Run Lane at the site driveways. Access Management Evaluation ▪ The proposed entrances on Town Run Lane (local road) exceed the minimum corner clearance from Fairfax Pike and Stickley Drive. ▪ The proposed driveways exceed the minimum spacing for commercial driveways on Town Run Lane and are aligned with driveways on the opposite side of Town Run Lane. Year 2030 Background Traffic Conditions ▪ A one percent annual growth rate was applied to year 2024 background traffic volumes to account for near-term regional traffic growth between 2024 and 2030. ▪ Additional in-process developments included in the background 2030 analysis include: o Shernado Green Development – commercial development to the east of Double Church Road consisting of approximately 180,000 square feet of shopping center uses, including a convenience store/gasoline station, grocery store, restaurants, and a drive-through bank ▪ No transportation improvements were identified for inclusion in the background 2030 analysis. ▪ All study intersections and critical movements are forecast to continue to operate at LOS D or better with queues stored within existing lanes with the following exceptions: o Route 277 (Fairfax Pike)/I-81 Southbound Ramps (Study Intersection #1): The westbound through movement is anticipated to spill back to the upstream ramp terminal approximately three percent of the weekday p.m. peak hour. Year 2030 Total Traffic Conditions ▪ All study intersections and critical movements are forecast to operate at LOS D or better with queues stored within existing lanes with the following exceptions: o Route 277 (Fairfax Pike)/I-81 Southbound Ramps (Study Intersection #1): The westbound through movement is projected to spill back to the upstream ramp approximately eight percent of the weekday p.m. peak hour. o Route 277 (Fairfax Pike)/Route 1012 (Town Run Lane) (Study Intersection #3): The critical northbound right-turn movement is anticipated to operate at LOS E with 35.0 seconds of control delay during the weekday p.m. peak hour under year 2030 Town Run Lane Wawa February 2024 Executive Summary Kittelson & Associates, Inc. 5 total traffic conditions. Queues on the northbound approach are projected to reach approximately two vehicles in length. o Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (Study Intersection #4): The northbound left-turn queues are anticipated to spill back beyond the available storage during both the weekday a.m. and weekday p.m. peak hours. The overall intersection is anticipated to operate at LOS E during the weekday a.m. peak hour and LOS C during the weekday p.m. peak hour. 2030 Total Traffic Mitigation ▪ Similar to year 2024 total traffic conditions, the ability of the existing signal infrastructure to accommodate projected changes in traffic patterns was evaluated by testing changes to existing (2023) signal timings. o After adjusting signal splits along the corridor to better reflect anticipated volumes under year 2030 total traffic conditions, projected queues on the westbound queues on Fairfax Street approaching the southbound I-81 off-ramps and northbound approach to Stickley Drive are anticipated to be reduced back to levels similar to year 2030 background traffic conditions. All study signals in the coordinated signal system are anticipated to operate below capacity LOS D or better under the proposed signal timing. o It is anticipated similar signal timing changes would be made by the year 2030 with or without build-out of the proposed Town Run Lane Wawa development. RECOMMENDATIONS As a result of the forecast impacts of the proposed Town Run Lane Wawa development on the surrounding roadway network, the following improvements are recommended for consideration: ▪ Consider making minor adjustments to signal splits at the Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) intersection to better accommodate projected traffic volumes after build-out of the proposed site in 2024. o These changes should be evaluated relative to the larger coordinated signal system along Fairfax Pike; however, the analysis in this report illustrated minor changes to timing at the intersection would be anticipated to have negligible impacts at adjacent signalized intersections. Introduction Town Run Lane Wawa February 2024 Introduction Kittelson & Associates, Inc. 7 INTRODUCTION Kittelson and Associates, Inc. (Kittelson) prepared this report to document analysis methodologies and assumptions with regard to the proposed Town Run Lane Wawa located in the southwest quadrant of the Route 277 (Fairfax Pike)/Route 1012 (Town Run Lane) intersection in Frederick County, Virginia. The proposed site, shown in Figure 1, consists of a 16-pump motor vehicle fuel station and 5,915 square-foot convenience store with made-to-order food sales. Access to the site is proposed via two full-movement driveways on Town Run Lane. Figure 2 shows a preliminary conceptual site plan.The development is proposed to be built out by Year 2024. The general topography for the study site can best be described as rolling-hill type terrain. Figure 3 illustrates the current zoning map for Frederick County (Reference 1). The parcel on which the proposed Town Run Lane Wawa development is located is currently zoned as Rural Area (RA). This analysis determines the transportation related impacts associated with the proposed development and was prepared in accordance with Frederick County and Virginia Department of Transportation (VDOT) requirements for traffic impact studies. The study intersections, time periods for analysis, and scope of this project were selected after County and VDOT staff were consulted. A scoping letter provided for this project is provided in Appendix A. A traffic operations analysis has been conducted to confirm that the transportation system can adequately support the proposed development. Specifically, this analysis includes: ▪ Year 2023 existing land use and transportation system conditions within the site vicinity; ▪ Forecast year 2024 background traffic conditions (without site development) during the weekday a.m. and weekday p.m. peak periods including in-process/approved developments and regional growth; ▪ Trip generation and distribution estimates for the proposed development; ▪ Forecast year 2024 total traffic conditions based on build out of the development including queuing and turn lane analyses, ▪ Turn lane evaluations at site entrances; ▪ Access management evaluation; ▪ Forecast year 2030 background traffic conditions (without site development) during the weekday a.m. and weekday p.m. peak periods; ▪ Forecast year 2030 total traffic conditions based on build out of the development; and, ▪ Conclusions and recommendations. 50 522 50 11 81 81 11 37 522 259 7 - Study Intersections## N C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 01Site Vicnity Map Frederick County, VA 1 Town Run Lane Wawa February 2024 Figure FREDERICK COUNTY, VA SITE - Future Study Intersections MAIN ST TOW N R U N L N 1085 81 11 STICKLEY DRFAIRFAX PIKE 277 RIDGEFIELD AVE1065 TOWN RUN LN 1012 FA I R F A X S T GARDEN GATE DR SITE AYLOR RD TOWN RUN LANE - VA RTE . 1012U59-FB PROTOTYPE5,915 SF100 SPACESFFE=706.000+50 1+50 2+503+504+505+506+500+001+00 2+003+004+005+006+006+76.96 C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 02 Conceptua Site PlanProvided by Bohler Engineering (February 2024)Frederick County, VA2Town Run Lane WawaFebruary 2024Figure NC:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 03 Zoning MapObtained from Frederick County Online GIS MappingFrederick County, VA3Town Run Lane WawaFebruary 2024FigureSITE Existing Conditions Broad Run Estates February 2024 Existing Conditions Kittelson & Associates, Inc. 12 EXISTING CONDITIONS The existing conditions analysis identifies the site conditions and current operational and geometric characteristics of the roadways within the study area. These conditions will be compared with future conditions later in this report. Kittelson staff visited and inventoried the proposed Town Run Lane Wawa development site and surrounding study area in March 2023. At that time, Kittelson collected information regarding site conditions, adjacent land uses, existing traffic operations, and transportation facilities in the study area. Transportation Facilities Table 1 summarizes the primary transportation facilities in the site vicinity. Figure 4 shows the existing lane configurations and traffic control devices at the study intersections. Table 1. Existing Transportation Facilities and Roadway Designations Roadway Classification1 Number of Lanes Speed Limit (mph) Median Side- walks Bicycle Lanes On- Street Parking Surface Route 277 (Fairfax Pike) Minor Arterial 4 lanes 25 No Yes2 No No Paved I-81 SB Ramps (Exit 307) Interstate Ramp 1 lane 303 No No No No Paved I-81 NB Ramps (Exit 307) Interstate Ramp 1 lane 303 No No No No Paved Route 647 (Aylor Road) Major Collector 2 lanes 40 No Yes4 No No Paved Route 1012 (Town Run Lane) Local 2 lanes Not posted5 No No No No Paved Route 1085 (Stickley Drive) Local 2 lanes 35 No No No No Paved 1Classifications based on VDOT’s 2014 Functional Classification Map. 2Sidewalk on north side of Fairfax Pike and shared use path on south side east of Stickley Drive. 3Advisory speed. 4East side of Aylor Road only. 5Historical Google Streetview shows a 35 mph sign; however, no sign was found in the field. Pedestrian and Bicycle Facilities Field observations taken in the site vicinity revealed moderate levels of pedestrian and bicycle activity along the study area roadways during peak hours of the day and low levels of pedestrian activity during the rest of the day. A recently constructed shared use path is located on the south side of Fairfax Pike, and a sidewalk is provided along the north side of Fairfax Pike. The only signalized pedestrian crossings within the study area are the across the south and east legs at the Fairfax Pike/Aylor Road/Stickley Drive intersection. Transit Facilities There is no transit service is provided in the vicinity of the site. C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 04Existing Lane Configurations and Traffic Control Devices Frederick County, VA 4 Town Run Lane Wawa February 2024 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVE1065 TOWN RUN LN 1012 FA I R F A X S T GARDEN GATE DR SITE 1 2 3 4 5 - STOP SIGN - TRAFFIC SIGNAL AYLOR RD Town Run Lane Wawa February 2024 Existing Conditions Kittelson & Associates, Inc. 14 Existing Traffic Volumes and Peak Hour Operations Turning movement counts were obtained at the study intersections in March 2023. The counts were conducted during typical weekday morning (6:00 to 9:00 AM), weekday evening (4:00 to 7:00 PM), and Saturday midday (11:00 AM to 2:00 PM) time periods when school was in session and no extreme weather occurred. Appendix B contains the turning movement counts collected. Consistent with scoping requirements, operational analyses were performed at the following intersections: 1. Fairfax Pike/I-81 Southbound Ramps 2. Fairfax Pike/I-81 Northbound Ramps 3. Fairfax Pike/Town Run Lane 4. Fairfax Pike/Aylor Road/Stickley Drive 5. Town Run Lane/Stickley Drive Signal Timing Information The most recent signal timing data for the Fairfax Pike corridor was obtained from VDOT at the time the turning-movement counts were collected. Current Levels of Service and Volume-to-Capacity Ratios All level of service (LOS) analyses described in this report was performed in accordance with the procedures stated in the Highway Capacity Manual, 6th Edition (HCM6 - Reference 2). A description of level of service and the criteria by which they are determined is presented in Appendix C. This analysis is based on the system hourly peak during each of the study periods to evaluate of all intersection levels-of-service. The weekday a.m. and weekday p.m. peak hours were found to occur from 7:15 a.m. to 8:15 a.m. and 4:30 p.m. to 5:30 p.m., respectively. Traffic operations were evaluated using Synchro 11 in accordance with VDOT’s Traffic Operations and Safety Analysis Manual v2.0 (TOSAM – Reference 3). Figure 5 shows the overall intersection operational results of the existing traffic operations analysis for the weekday a.m. and weekday p.m. peak hours. Figure 6 shows the lane group LOS. Table 2 summarizes the Synchro 11 peak hour levels of service, 95th percentile back of queue, and delay for each lane group by intersection. Appendix D contains the existing conditions level of service worksheets. C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 05Existing Traffic Conditions Weekday AM & PM Peak Hours Frederick County, VA 5 Town Run Lane Wawa February 2024 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1 CM = INTERSECTION MOVEMENT (UNSIGNALIZED) LOS = INTERSECTION MOVEMENT LEVEL OF SERVICE (SIGNALIZED)/INTERSECTION MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del = INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/INTERSECTION MOVEMENT CONTROL DELAY (UNSIGNALIZED) V/C = INTERSECTION VOLUME-TO-CAPACITY RATIO WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 8285104 18 2 CM=SB LOS=A Del=9.2 V/C=0.051472640 302020313 8 47 0 3 30 39 1 35 LOS=C Del=24.0 3059 7 89 81 0 CM=NB LOS=B Del=14.1 V/C=0.08 68018415 9 50 2 48 6 32 4 LOS=B Del=10.516401394 9 7 5 2 1 4 8 4 0 6 LOS=C Del=25.8 58112 92 62 5 CM=SB LOS=A Del=9.0 V/C=0.10692441 423517717 9 63 4 14 73 49 7 87 LOS=B Del=16.9 2782 5 12 3 87 6 CM=NB LOS=C Del=17.7 V/C=0.09 57021411 8 73 4 57 3 30 3 LOS=B Del=10.133501495 1 7 6 5 1 5 0 4 8 0 LOS=D Del=36.4 C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 06Existing Lane Group Levels of Service Weekday AM & PM Peak Hours Frederick County, VA 6 Town Run Lane Wawa February 2024 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM X - LANE GROUP LEVEL OF SERVICE AA A BA C A A A A A EEDEA A D B A B EADE E AA A CA D A B A A A DEDEA B B B A C DDDD E Town Run Lane Wawa February 2024 Existing Conditions Kittelson & Associates, Inc. 17 Table 2. Existing Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet) Delay (sec) LOS Back of Queue (feet) Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 470 28.4 D 593 45.4 EBR 180’ A 0 0.0 A 0 31.5 EB Approach C - 28.4 D - 45.4 WB WBL 140’ B 80 11.6 C 170 31.5 WBT - A 10 0.5 A 255 9.7 WB Approach A - 3.5 B - 14.9 SB SBLT - E 250 62.8 E 445 59.4 SBR 640’ E 210 65.1 D 185 45.5 NB Approach E - 63.8 E - 55.0 Overall C 25.8 D 36.4 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 63 5.9 A 45 5.9 EBT - A 13 0.7 A 18 1.0 EB Approach A - 2.0 A - 1.7 WB WBT - A 18 1.1 A 23 1.4 WBR - A 10 0.9 A 10 0.7 WB Approach A - 1.0 A - 1.2 NB NBLT - D 98 51.1 D 78 49.3 NBR 225’ E 278 71.5 E 308 73.9 SB Approach E - 65.7 E - 68.4 Overall B - 10.5 B - 10.1 Route 277 (Fairfax Pike)/ Route 1012 (Town Run Lane) (#3) Two-way Stop- Controlled EB EBTR - - 0 0.0 - 0 0.0 EB Approach - - 0.0 - - 0.0 WB WBT - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 NB NBR - B 5 14.1 C 8 17.7 NB Approach B - 14.1 C - 17.7 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ A 48 6.9 B 102 11.7 EBT - A 5 0.3 A 5 0.5 EBR 275’ A 0 0.0 A 0 0.0 EB Approach A - 1.8 A - 2.9 WB WBL 330’ A 18 9.5 B 43 10.9 WBT - D 260 43.7 B 198 17.1 WBR 460’ B 20 14.2 B 45 12.5 WB Approach D - 39.6 B - 15.9 NB NBL 440’ E 238 61.2 D 95 49.1 NBTR - E 105 58.2 E 93 55.2 NB Approach E - 60.3 D - 52.0 SB SBL 320’ D 43 50.2 D 57 48.2 SBT - E 33 59.0 D 50 53.7 SBR 510’ A 78 8.7 D 205 51.6 SB Approach B - 19.0 D - 51.3 Overall C - 24.0 B - 16.9 Route 1012 (Town Run Lane)/ Route 1085 (Stickley Drive) (#5) Two-way Stop- Controlled EB EBL 100’ A 0 7.3 A 0 7.5 EBT - - 0 0.0 - 0 0.0 EB Approach - - 0.3 - - 0.9 WB WBTR - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 SB SBLR - A 5 9.2 A 8 9.0 SB Approach A - 9.2 A - 9.0 Town Run Lane Wawa February 2024 Existing Conditions Kittelson & Associates, Inc. 18 The Synchro analysis illustrates one or more 95th percentile queues are projected to exceed the available storage. To better understand the queueing and impacts of potential queue spillback, SimTraffic maximum queues are reported in Table 3 for the coordinated signal system along Fairfax Pike for the weekday a.m. and weekday p.m. peak hours. When discussing queueing, the maximum queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. All parameters of the SimTraffic queueing analysis were evaluated in accordance with Section 7.6 of VDOT’s TOSAM. For each scenario, 15 microsimulation runs were performed using a Random Number Seed of “1”. Table 3. Existing Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 347 478 EBR 180’ 159 180 WB WBL 140’ 139 140 WBT - 350 385 SB SBLT - 259 402 SBR 640’ 107 115 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 134 139 EBT - 172 244 WB WBT - 3791 2781 WBR - 2221 981 NB NBLT - 153 160 NBR 225’ 149 204 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 133 141 EBT - 163 194 EBR 275’ 7 29 WB WBL 330’ 42 86 WBT - 232 264 WBR 460’ 63 68 NB NBL 440’ 239 123 NBTR - 108 123 SB SBL 320’ 67 106 SBT - 65 79 SBR 510’ 116 106 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. As shown, study intersections and critical movements currently operate below capacity at LOS D or better. All queues are stored within the existing lanes and storage. Transportation Impact Analysis Broad Run Estates February 2024 Existing Conditions Kittelson & Associates, Inc. 20 TRANSPORTATION IMPACT ANALYSIS The transportation impact analysis identifies how the study area’s transportation system will operate through total build out of the project. The Town Run Lane Wawa development is anticipated to be constructed and built by 2024. The proposed site consists of a 16-pump motor vehicle fuel station and 5,915 square-foot convenience store with made-to-order food sales. Traffic impacts of the proposed Town Run Lane Wawa development during the typical weekday a.m. and weekday p.m. peak hours were examined as follows: • Year 2024 background traffic conditions were developed by: o Applying a one percent compound annual growth rate to year 2023 traffic volumes. o Adding trips associated with in-process developments to the study intersections. • Year 2024 background weekday a.m. and weekday p.m. peak hour traffic conditions were analyzed at each of the study intersections. • Site-generated trips were estimated for the proposed site plan. • Site trip distribution patterns identified and confirmed through the scoping process were derived from existing traffic patterns and major trip origins and destinations in the study area. • Year 2024 total traffic conditions were analyzed at each of the study intersections and site- access driveways during the weekday a.m. and weekday p.m. peak hours. YEAR 2024 TRAFFIC CONDITIONS In the 2024 background analysis, traffic operations prior to build-out of the proposed development are analyzed for the purposes of establishing a baseline against which to measure the specific impacts of the proposed development. Background growth in traffic volumes is attributed to regional growth in the area as well as any specific development within the study area. These components of growth are discussed below. Regional Growth A one percent annual growth rate was identified and confirmed through the scoping process to account for near-term regional traffic growth. This growth rate was compounded annually to forecast year 2024 background traffic volumes. In-Process Developments In-process developments within the study area identified to be built out by 2024 include: ▪ Stickley Drive Development – a 70-room hotel with a 10,000 square-foot strip mall on the east side of Town Run Lane. Access is provided along Town Run Lane and Stickley Drive. Trips to and from the in-process development was assigned based existing travel patterns throughout the area and engineering judgement. Appendix E contains the assumed trip generation and trip Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 21 assignment for the in-process trips at study intersections. Trip generation for the in-process trips were developed using the standard reference Trip Generation, 11th Edition (Reference 4) published by the Institute of Transportation Engineers (ITE). The limited number of pass-by trips were assumed to come from Stickley Drive, therefore not affecting study intersections. Planned Transportation Improvements No transportation improvements are anticipated within the study network by the year 2024. 2024 Background Traffic Conditions Traffic volumes under year 2024 background traffic conditions were developed by adding both the one percent compound annual growth rate and the in-process development trips to the existing traffic volumes. Figure 7 shows the overall intersection operational results of the year 2024 background traffic operations analysis for the weekday a.m. and weekday p.m. peak hours. Figure 8 shows the lane group LOS. Table 4 summarizes the peak hour levels of service, 95th percentile back of queue, and delay for each lane group by intersection. No changes to existing signal timing provided by VDOT were assumed. If appropriate, signal timing updates will be recommended as potential mitigation measures to account for projected traffic volumes. Appendix F contains the 2024 background traffic operational analysis worksheets. Similar to existing conditions, one or more 95th percentile queues in the deterministic Synchro model are projected to exceed available storage. To better understand the projected queueing and impacts of potential queue spillback, SimTraffic maximum queues are reported in Table 5 for the coordinated signal system along Fairfax Pike. When discussing projected queues, the queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 07Year 2024 Background Traffic Conditions Weekday AM & PM Peak Hours Frederick County, VA 7 Town Run Lane Wawa February 2024 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1 CM = INTERSECTION MOVEMENT (UNSIGNALIZED) LOS = INTERSECTION MOVEMENT LEVEL OF SERVICE (SIGNALIZED)/INTERSECTION MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del = INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/INTERSECTION MOVEMENT CONTROL DELAY (UNSIGNALIZED) V/C = INTERSECTION VOLUME-TO-CAPACITY RATIO WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 82912105 18 7 CM=SB LOS=A Del=9.1 V/C=0.041542842 302220513 9 47 5 7 33 39 5 35 LOS=C Del=24.5 3060 7 94 82 4 CM=NB LOS=B Del=14.3 V/C=0.08 69018916 1 51 2 49 5 32 9 LOS=B Del=10.616901405 0 4 5 3 1 5 1 4 1 2 LOS=C Del=25.9 58526 93 63 18 CM=SB LOS=A Del=9.1 V/C=0.10862847 424117918 1 64 0 24 81 50 2 88 LOS=B Del=17.7 2784 3 13 4 90 1 CM=NB LOS=C Del=18.2 V/C=0.09 58022311 9 75 4 58 9 31 2 LOS=B Del=10.434501505 2 8 6 6 1 5 8 4 8 9 LOS=D Del=37.0 N C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 08Year 2024 Background Lane Group Levels of Service Weekday AM & PM Peak Hours Frederick County, VA 8 Town Run Lane Wawa February 2024 Figure MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM X - LANE GROUP LEVEL OF SERVICE AA A BC C A A A A A EEDEA A D A A B DADE E AA A CA D B B A A A DDDEA B B B A C DDDD E Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 24 Table 4. Year 2024 Background Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet) Delay (sec) LOS Back of Queue (feet) Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 478 28.6 D 440 46.5 EBR 180’ A 0 0.0 A 0 0.0 EB Approach C - 28.6 D - 46.5 WB WBL 140’ B 85 12.1 C 100 32.8 WBT - A 10 0.5 B 165 10.1 WB Approach A - 3.6 A - 15.7 SB SBLT - E 258 63.0 E 313 59.7 SBR 640’ E 210 64.2 D 102 43.8 NB Approach E - 63.5 E - 55.1 Overall C 25.9 D 37.0 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 65 6.0 A 25 6.1 EBT - A 13 0.8 A 10 1.0 EB Approach A - 2.0 A - 1.7 WB WBT - C 18 1.2 A 13 1.5 WBR - A 10 0.9 A 5 0.7 WB Approach C - 1.1 A - 1.3 NB NBLT - D 100 50.8 D 43 48.7 NBR 225’ E 285 72.1 E 205 75.1 SB Approach E - 66.0 E - 69.4 Overall B - 10.6 B - 10.4 Route 277 (Fairfax Pike)/ Route 1012 (Town Run Lane) (#3) Two-way Stop- Controlled EB EBTR - - 0 0.0 - 0 0.0 EB Approach - - 0.0 - - 0.0 WB WBT - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 NB NBR - B 5 14.3 C 8 18.2 NB Approach B - 14.3 C - 18.2 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ A 45 6.8 B 60 12.2 EBT - A 5 0.3 A 3 0.5 EBR 275’ A 0 0.0 A 0 0.0 EB Approach A - 1.8 A - 3.0 WB WBL 330’ A 18 9.5 B 28 11.5 WBT - D 258 43.6 B 115 17.9 WBR 460’ A 0 0.0 B 25 13.2 WB Approach D - 41.0 B - 16.6 NB NBL 440’ E 245 62.6 D 65 48.7 NBTR - E 108 58.5 D 60 54.6 NB Approach E - 61.3 D - 51.4 SB SBL 320’ D 43 50.2 D 30 47.2 SBT - E 35 59.2 D 33 54.0 SBR 510’ A 78 8.7 D 118 51.3 SB Approach B - 19.5 D - 51.0 Overall C - 24.5 B - 17.7 Route 1012 (Town Run Lane)/ Route 1085 (Stickley Drive) (#5) Two-way Stop- Controlled EB EBL 100’ A 0 7.3 A 0 7.6 EBT - - 0 0.0 - 0 0.0 EB Approach - - 0.3 - - 0.9 WB WBTR - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 SB SBLR - A 3 9.1 A 8 9.1 SB Approach A - 9.1 A - 9.1 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 25 Table 5. Year 2024 Background Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 320 500 EBR 180’ 102 180 WB WBL 140’ 139 140 WBT - 351 424 SB SBLT - 268 403 SBR 640’ 129 133 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 126 139 EBT - 199 234 WB WBT - 2951 2991 WBR - 1851 1051 NB NBLT - 171 163 NBR 225’ 180 194 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 138 138 EBT - 163 200 EBR 275’ 16 34 WB WBL 330’ 46 84 WBT - 224 264 WBR 460’ 60 71 NB NBL 440’ 253 132 NBTR - 109 126 SB SBL 320’ 69 90 SBT - 54 95 SBR 510’ 101 94 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. Similar to existing conditions, study intersections and critical movements are forecast to operate below capacity at LOS D or better. All queues are forecast to be stored within the existing lanes and storage. Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 26 Proposed Development The proposed Town Run Lane Wawa development consists of a 16-pump motor vehicle fuel station and 5,915 square-foot convenience store with made-to-order food sales. Access to the site is proposed via two full-movement driveways on Town Run Lane. Figure 9 illustrates the assumed lane configurations and traffic control devices under year 2024 total traffic conditions. Trip Generation Trip generation estimates for the proposed development were developed using the standard reference Trip Generation, 11th Edition (Reference 4) published by the Institute of Transportation Engineers (ITE). Table 6 summarizes the trip generation estimates for the proposed development. Table 6. Estimated Trip Generation Land Use ITE Code Units Weekday Daily Peak Hour Adjacent Street Weekday AM Peak Hour Weekday PM Peak Hour Total In Out Total In Out Convenience Store/Gas Station 945 5.915 1,000 S.F. 7,591 540 270 270 467 234 233 Pass-bys (76% AM, 75% PM/SAT) (5,693) (410) (205) (205) (350) (176) (174) Net New Trips 1,898 130 65 65 117 58 59 As shown in Table 6, the development is estimated to generate approximately 1,898 net new weekday daily trips, 130 weekday a.m. (65 in, 65 out), and 117 weekday p.m. (58 in, 58 out) peak hour trips when built out in year 2024. Trip Distribution and Trip Assignment Trip distribution estimates for the proposed project were developed based on anticipated future travel patterns observed near the site and major origin/destination patterns in the site vicinity. Figure 10 illustrates the estimated trip distribution pattern, which was confirmed through the scoping process. The pass-by trips were distributed as: ▪ 50 percent diverted trips from I-81 (20 percent from I-81 Southbound and 30 percent from I-81 Northbound), ▪ 35 percent diverted trips from Fairfax Pike, and ▪ 15 percent pass-by trips from Town Run Lane. Figure 11 and Figure 12 illustrate the assignment of pass-by/diverted and new-new site-generated trips, respectively, to the surrounding roadway network. C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 09Assumed Year 2024 Total Traffic Lane Configurations and Traffic Control Devices Frederick County, VA 9 Town Run Lane Wawa February 2024 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVE1065 TOWN RUN LN 1012 FA I R F A X S T GARDEN GATE DR SITE 1 2 3 4 5 - STOP SIGN - TRAFFIC SIGNAL AYLOR RD6 7 6 7 N C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 10Assumed Site Trip Distribution Frederick County, VA 10 Town Run Lane Wawa February 2024 Figure MAIN ST TOW N R U N L N 1085 81 11 STICKLEY DRFAIRFAX PIKE 277 RIDGEFIELD AVE1065 TOWN RUN LN 1012 FA I R F A X S T GARDEN GATE DR MULBERRY ST GER MAIN ST M A R T I N S T LO C U S T S T G R E E N S T D O L L I E M A E L N 647 AYLOR RD15%40%15% 30 % *PASS-BY TRIPS TO BE DISTRIBUTED FROM I-81 (DIVERTED), FAIRFAX PIKE (DIVERTED), AND TOWN RUN LANE (PASS-BY)XX% - ESTIMATED NET-NEW SITE TRIP DISTRIBUTION SITE C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 11Pass-by and Diverted Trips Weekday AM & PM Peak Hours Frederick County, VA 11 Town Run Lane Wawa February 2024 Figure N TOW N R U N L N 1085 81 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 SITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 6 7 6WEEKDAY AM WEEKDAY PM 7WEEKDAY AM WEEKDAY PM 313 1 4731 31 47 27-2 7 10 5 78 10426 -2 6 10426 262110 4 -210727 23414 1 6241 41 62 36-3 6 13 9 10 3 13835 -3 5 13835 352813 8 -314236 31 C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 12Net-New Site-Generated Trips Weekday AM & PM Peak Hours Frederick County, VA 12 Town Run Lane Wawa February 2024 Figure N TOW N R U N L N 1085 81 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 SITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 6 7 6WEEKDAY AM WEEKDAY PM 7WEEKDAY AM WEEKDAY PM 2 0 2 0 20 20 3120 20 205105 26 26 2599 36 45415 34 1541616 1 6 1 6 16 16 2516 16 16484 21 21 2077 29 36312 27 1231313 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 31 2024 Total Traffic Conditions The year 2024 total traffic conditions analysis forecasts how the transportation system in the study area will operate after build-out of the proposed development. The pass-by and site-generated trips shown in Figure 11 and Figure 12 were added to year 2024 background traffic volumes shown in Figure 7 at the year 2024 total traffic volumes shown in Figure 13. Figure 14 shows the lane group LOS for the weekday a.m. and weekday p.m. peak hours. Table 7 summarizes the Synchro 11 peak hour levels of service, 95th percentile back of queue, and delay for each lane group by intersection. No changes to existing signal timing provided were assumed. If appropriate, signal timing updates will be recommended as potential mitigation measures to account for projected traffic volumes. Similar to year 2024 background traffic conditions, several queues are anticipated to exceed available capacity in the deterministic Synchro model. As such, SimTraffic maximum queues are reported in Table 8 for the coordinated signal system along Fairfax Pike. When discussing queuing, the queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. Appendix G contains the year 2024 total traffic conditions operational worksheets. C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 13Year 2024 Total Traffic Conditions Weekday AM & PM Peak Hours Frederick County, VA 13 Town Run Lane Wawa February 2024 Figure N TOW N R U N L N 1085 81 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 SITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 6 7 6WEEKDAY AM WEEKDAY PM 7WEEKDAY AM WEEKDAY PM CM = INTERSECTION MOVEMENT (UNSIGNALIZED) LOS = INTERSECTION MOVEMENT LEVEL OF SERVICE (SIGNALIZED)/INTERSECTION MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del = INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/INTERSECTION MOVEMENT CONTROL DELAY (UNSIGNALIZED) V/C = INTERSECTION VOLUME-TO-CAPACITY RATIO0202143315852 031 8 0 6 CM=EB LOS=A Del=9.9 V/C=0.11 807124363215 017 2 1 0 0 CM=WB LOS=B Del=12.6 V/C=0.01 1713821105 18 78 CM=SB LOS=B Del=11.8 V/C=0.30 3123342303220514 4 50 1 7 94 36 0 35 LOS=E Del=65.8 9757 1 25 3 94 7 CM=NB LOS=C Del=17.4 V/C=0.27 69025116 1 57 3 55 6 39 1 LOS=B Del=13.0 21001405 2 4 5 3 1 9 2 4 3 2 LOS=C Del=26.3 0272119012040 0 23 4 0 8 CM=EB LOS=B Del=10.1 V/C=0.09 62172710872412 013 1 3 0 0 CM=WB LOS=B Del=12.6 V/C=0.01 1299233 93 63 73 CM=SB LOS=B Del=11.6 V/C=0.31 2063247424917918 5 66 1 24 12 8 46 7 88 LOS=C Del=21.3 7981 6 25 5 99 5 CM=NB LOS=C Del=22.5 V/C=0.29 58027011 9 80 1 63 6 35 9 LOS=B Del=12.1 37601505 4 4 6 6 1 9 5 5 0 5 LOS=D Del=38.5 C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:08am - abutsick Layout Tab: 14Year 2024 Total Traffic Lane Group Levels of Service Weekday AM & PM Peak Hours Frederick County, VA 14 Town Run Lane Wawa February 2024 Figure N TOW N R U N L N 1085 81 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 SITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 6 7 6WEEKDAY AM WEEKDAY PM 7WEEKDAY AM WEEKDAY PM X - LANE GROUP LEVEL OF SERVICE BA A CA C A A A A A FEDFA A D B A B EADEEBA A CA D B B A A A EDDFA B C B A D DDDD EAAAAA AA B AAAAA BA B Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 34 Table 7. 2024 Total Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet) Delay (sec) LOS Back of Queue (feet) Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 503 29.4 D 465 48.5 EBR 180’ A 0 0.0 A 0 0.0 EB Approach C - 29.4 D - 48.5 WB WBL 140’ B 130 15.7 D 127 36.0 WBT - A 10 0.6 B 183 11.4 WB Approach A - 5.2 B - 18.2 SB SBLT - E 308 62.4 E 345 60.7 SBR 640’ E 200 56.5 D 100 41.8 NB Approach E - 60.2 E - 55.5 Overall C - 26.3 D - 38.5 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 75 7.7 A 28 7.3 EBT - A 15 1.0 A 13 1.2 EB Approach A - 2.5 A - 2.0 WB WBT - A 25 1.8 A 18 2.1 WBR - A 15 1.4 A 8 1.0 WB Approach A - 1.6 A - 1.7 NB NBLT - D 95 46.1 D 43 45.5 NBR 225’ F 385 81.0 F 263 81.3 SB Approach E - 73.1 E - 74.6 Overall B - 13.0 B - 12.1 Route 277 (Fairfax Pike)/ Route 1012 (Town Run Lane) (#3) Two-way Stop- Controlled EB EBTR - - 0 0.0 - 0 0.0 EB Approach - - 0.0 - - 0.0 WB WBT - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 NB NBR - C 28 17.4 C 30 22.5 NB Approach C - 17.4 C - 22.5 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ A 48 6.6 B 65 13.4 EBT - A 5 0.4 A 5 0.6 EBR 275’ A 0 0.0 A 00 0.0 EB Approach A - 1.7 A - 3.3 WB WBL 330’ A 55 10.0 B 48 13.2 WBT - D 235 42.8 C 113 19.6 WBR 460’ B 20 14.1 B 30 14.8 WB Approach C - 34.7 B - 17.8 NB NBL 440’ F 690 282.1 E 78 61.6 NBTR - E 118 59.1 D 60 51.6 NB Approach F - 239.5 E - 58.9 SB SBL 320’ D 43 50.3 D 30 44.8 SBT - E 53 60.3 D 40 53.4 SBR 510’ A 78 8.7 D 127 50.7 SB Approach C - 21.4 D - 50.2 Overall E - 65.8 C - 21.3 Route 1012 (Town Run Lane)/ Route 1085 (Stickley Drive) (#5) Two-way Stop- Controlled EB EBL 100’ A 0 7.4 A 3 7.7 EBT - - 0 0.0 - 0 0.0 EB Approach - - 0.3 - - 0.9 WB WBTR - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 SB SBLR - B 33 11.8 B 33 11.6 SB Approach B - 11.8 B - 11.6 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 35 Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet) Delay (sec) LOS Back of Queue (feet) Delay (sec) Route 1012 (Town Run Lane)/ Southern Site Driveway (#6) Two-way Stop- Controlled EB EBLTR - A 20 9.7 A 15 9.8 EB Approach A - 9.7 A - 9.8 WB WBLTR - B 0 12.6 B 0 12.6 WB Approach B - 12.6 B - 12.6 NB NBLTR - A 5 7.5 A 3 7.6 NB Approach - - 6.1 - - 4.4 SB SBLTR - A 0 7.3 A 0 7.3 SB Approach - - 0.4 - - 0.6 Route 1012 (Town Run Lane)/Northern Site Driveway (#7) Two-way Stop- Controlled EB EBLTR - A 10 9.9 B 8 10.1 EB Approach A - 9.9 B - 10.1 WB WBLTR - A 3 9.3 A 0 9.1 WB Approach A - 9.3 A - 9.1 NB NBLTR - A 0 0.0 A 0 0.0 NB Approach - - 0.0 - - 0.0 SB SBLTR - A 0 7.3 A 0 7.3 SB Approach - - 0.5 - - 0.4 Table 8. Year 2024 Total Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 407 545 EBR 180’ 154 180 WB WBL 140’ 140 140 WBT - 364 447 SB SBLT - 316 415 SBR 640’ 126 113 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 134 139 EBT - 241 284 WB WBT - 4031 3991 WBR - 2521 1391 NB NBLT - 175 213 NBR 225’ 194 215 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 138 133 EBT - 182 225 EBR 275’ 25 33 WB WBL 330’ 91 109 WBT - 224 247 WBR 460’ 64 66 NB NBL 440’ 440 389 NBTR - 1,703 269 SB SBL 320’ 74 87 SBT - 71 100 SBR 510’ 112 85 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. As shown in the figures and Table 7, all signalized study intersections and critical movements at unsignalized intersections are forecast to continue to operate below capacity at LOS D or better with queues contained within existing/proposed lane storage with the following exception: Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 36 Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (#4) The northbound left-turn queues are anticipated to spill back beyond the available storage during both the weekday a.m. peak hour. The overall intersection is anticipated to operate at LOS E during the weekday a.m. peak hour and LOS C during the weekday p.m. peak hour. MITIGATION To mitigate the impacts of additional queueing on the northbound approach to the Fairfax Pike/Aylor Road/Stickley Drive intersection, the impacts of minor adjustments to signal splits within the existing cycle lengths were evaluated. Note: No signal timing adjustments were assumed between existing and year 2024 total traffic conditions shown in Table 7 and Table 8. Table 9 illustrates the anticipated operations of the three signalized study intersections during the weekday a.m. and weekday p.m. peak hours under modified signal timing at the Fairfax Pike/Aylor Road/Stickley Drive intersection. No changes to signal timings were assumed at the ramp terminals; however, minor adjustments to coordination between signals was assumed with the updated signal timing at the Fairfax Pike/Aylor Road/Stickley Drive intersection to maintain progression along Fairfax Pike. Table 10 illustrates the SimTraffic maximum queues. When discussing queuing, the queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. Appendix H contains the Synchro outputs for the mitigated scenarios. As shown, minor changes to signal splits at the Fairfax Pike/Aylor Road/Stickley Drive are anticipated to alleviate any queue spillback on the northbound approach during both analysis periods. With the proposed changes to signal splits within the existing cycle length, all study signals in the coordinated signal system are anticipated to operate at LOS C or better with no queue spillbacks. Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 37 Table 9. 2024 Total Mitigated Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet) Delay (sec) LOS Back of Queue (feet) Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 503 29.4 D 465 48.5 EBR 180’ A 0 0.0 A 0 0.0 EB Approach C - 29.4 D - 48.5 WB WBL 140’ B 130 15.7 C 85 24.0 WBT - A 10 0.6 A 8 0.9 WB Approach A - 5.2 A - 7.2 SB SBLT - E 308 62.4 E 345 60.7 SBR 640’ E 200 56.5 D 100 41.8 NB Approach E - 60.2 E - 55.5 Overall C 26.3 C 34.2 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 75 7.7 A 30 7.6 EBT - A 15 1.0 A 35 2.0 EB Approach A - 2.5 A - 2.8 WB WBT - A 25 1.8 A 18 2.1 WBR - A 15 1.4 A 8 1.0 WB Approach A - 1.6 A - 1.7 NB NBLT - D 95 46.1 D 43 45.5 NBR 225’ F 385 81.0 F 26 81.3 SB Approach E - 73.1 E - 74.6 Overall B - 13.0 B - 12.4 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ B 108 18.5 B 75 16.8 EBT - A 50 4.9 A 25 3.5 EBR 275’ A 0 1.7 A 0 1.6 EB Approach A - 7.8 A - 6.3 WB WBL 330’ B 78 17.7 B 55 16.7 WBT - D 233 40.9 C 130 24.4 WBR 460’ B 18 11.2 B 35 18.7 WB Approach C - 34.6 C - 22.3 NB NBL 440’ D 395 48.9 D 153 44.8 NBTR - D 98 41.9 D 55 44.9 NB Approach D - 47.6 D - 44.8 SB SBL 320’ D 35 36.7 D 28 39.0 SBT - E 53 60.3 D 38 52.9 SBR 510’ B 100 13.6 D 125 49.2 SB Approach C - 23.2 D - 48.2 Overall C - 26.0 C - 21.8 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 38 Table 10. Year 2024 Total Mitigated Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 396 709 EBR 180’ 179 180 WB WBL 140’ 140 140 WBT - 409 444 SB SBLT - 308 438 SBR 640’ 135 163 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 134 139 EBT - 239 471 WB WBT - 4611 94 WBR - 2531 76 NB NBLT - 218 298 NBR 225’ 211 225 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 148 148 EBT - 223 241 EBR 275’ 18 31 WB WBL 330’ 93 115 WBT - 222 261 WBR 460’ 61 70 NB NBL 440’ 380 285 NBTR - 148 133 SB SBL 320’ 66 87 SBT - 77 103 SBR 510’ 144 104 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. TURN-LANE EVALUATION Left- and right-turn lane warrants established in Appendix F of VDOT’s Road Design Manual (RDM - Reference 5) were evaluated along Town Run Lane at the site entrances. Appendix I contains the right- turn lane evaluations using Figure 3-26 under year 2024 total traffic conditions. It also contains the nomographs used to evaluate the left-turn lane warrants. The percentage of left turns in each approach volume was rounded to the nearest five percent to apply the nomographs. Table 11 and Table 12 contain a summary of the turn-lane warrant analysis for right- and left-turn lanes, respectively. Table 11. Right Turn-Lane Warrants – Town Run Lane/Site Entrances – Year 2024 Total Traffic Conditions Site Entrance Weekday AM Peak Weekday PM Peak Right-Turning Volume (veh/hr) Approach Volume (veh/hr) Turn-Lane Warranted? Right-Turning Volume (veh/hr) Approach Volume (veh/hr) Turn-Lane Warranted? Northern Site Entrance 158 205 Yes 120 221 Yes Southern Site Entrance 32 72 No 24 121 No Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 39 Table 12. Left Turn-Lane Warrants – Town Run Lane/Site Entrances – Year 2024 Total Traffic Conditions Peak Hour Metric Northern Site Entrance Southern Site Entrance Weekday AM Peak Advancing Volume (veh/hr) 22 99 L (% Left Turns in Advancing Volume) 0.0 80.8 Opposing Volume (veh/hr) 205 72 Turn-Lane Warranted? No No Weekday PM Peak Advancing Volume (veh/hr) 29 106 L (% Left Turns in Advancing Volume) 0.0 60.8 Opposing Volume (veh/hr) 221 121 Turn-Lane Warranted? No No A southbound right-turn lane on Town Run Lane at the Northern Site Entrance is forecast to be warranted based on projected build-out volumes. Given the 35 mile-per-hour posted speed limit on Town Run Lane and urbanized nature of the area, the right-turn lane should have a minimum of 100 feet of storage and a 100-foot taper. The free-flow nature of the southbound right-turn movement indicates the minimum 100 feet of storage will be sufficient. Operations on the southbound approach are anticipated to improve marginally with the addition of a southbound right-turn lane relative to the LOS A conditions shown in Table 7. ACCESS MANAGEMENT EVALUATION An evaluation of the proposed site entrances on Town Run Lane was performed with respect to VDOT’s Access Management policies. Based on Appendix F of the RDM, the entrances on a local street should lie outside the upstream corner clearance of Stickley Drive. This corner clearance is estimated at a minimum of 225 feet based on intersection sight distances for a turning vehicle. The proposed southern site entrance is located approximately 250 feet from Stickley Drive, thus meeting the minimum spacing standards. Table 2-2 of the RDM also indicates commercial driveways on local streets should be located a minimum of 50 apart. The proposed northern and southern site entrances are proposed to be located approximately 360 feet apart, aligning with driveways on the opposite side of Town Run Lane. DESIGN YEAR 2030 OPERATIONS The year 2030 traffic conditions analysis is intended to provide a planning-level assessment of how the study area transportation system will operate six years after planned build-out of the proposed development. Year 2030 Background Traffic Conditions To develop year 2030 background traffic volumes, six years of growth (one percent) were added to the year 2024 background traffic conditions shown in Figure 7. In addition to projected background growth, the trips from the approved Shernado Green development were added to the network in accordance with the approved TIA. Shernado Green is a commercial development to the east of Double Church Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 40 Road consisting of approximately 180,000 square feet of shopping center uses, including a convenience store/gasoline station, grocery store, restaurants, and a drive -through bank. Appendix J illustrates the assignment of trips associated with the Shernado Green development. Figure 15 shows the overall intersection operational results of the year 2030 background traffic operations analysis for the weekday a.m. and weekday p.m. peak hours. Figure 16 shows the lane group LOS. Table 13 summarizes the peak hour levels of service, 95th percentile back of queue, and delay for each lane group by intersection. No changes to existing signal timing provided by VDOT were assumed. Similar to year 2024 background traffic conditions, the projected 95th percentile queue for particular movements anticipated to exceed capacity in the deterministic Synchro model. As such, SimTraffic maximum queues are reported in Table 14 for the coordinated signal system along Fairfax Pike. Where applicable, the queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. Appendix K contains the 2030 background traffic operational analysis worksheets. N C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:09am - abutsick Layout Tab: 15Year 2030 Background Traffic Conditions Weekday AM & PM Peak Hours Frederick County, VA 15 Town Run Lane Wawa February 2024 Figure MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1 CM = INTERSECTION MOVEMENT (UNSIGNALIZED) LOS = INTERSECTION MOVEMENT LEVEL OF SERVICE (SIGNALIZED)/INTERSECTION MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del = INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/INTERSECTION MOVEMENT CONTROL DELAY (UNSIGNALIZED) V/C = INTERSECTION VOLUME-TO-CAPACITY RATIO WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 93112112 19 7 CM=SB LOS=A Del=9.2 V/C=0.051643045 492321814 8 65 9 7 35 53 8 51 LOS=C Del=25.7 3279 9 99 99 3 CM=NB LOS=C Del=17.8 V/C=0.11 73024317 0 65 5 61 1 38 2 LOS=B Del=12.022201496 0 4 5 6 1 9 4 4 9 0 LOS=C Del=28.1 59027 99 66 18 CM=SB LOS=A Del=9.2 V/C=0.11903050 664419019 2 87 0 25 85 71 3 11 3 LOS=B Del=17.6 2910 8 5 14 2 11 3 5 CM=NB LOS=C Del=24.8 V/C=0.14 61028912 7 93 7 75 4 38 1 LOS=B Del=11.741901606 4 4 7 0 2 1 7 5 9 9 LOS=D Del=47.1 N C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:09am - abutsick Layout Tab: 16Year 2030 Background Lane Group Levels of Service Weekday AM & PM Peak Hours Frederick County, VA 16 Town Run Lane Wawa February 2024 Figure MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM X - LANE GROUP LEVEL OF SERVICE AA A CA C A A A A A EEDEA A D B A C EADE E AA A CA E B B A A A DDDFA B C B A D DDDD E Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 43 Table 13. Year 2030 Background Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet) Delay (sec) LOS Back of Queue (feet) Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 613 33.5 E 888 71.1 EBR 180’ A 0 0.0 A 0 0.0 EB Approach C - 33.5 F - 71.1 WB WBL 140’ C 155 20.5 D 250 43.1 WBT - A 13 0.7 B 365 14.0 WB Approach A - 6.3 C - 21.7 SB SBLT - E 325 63.1 E 555 62.3 SBR 640’ E 210 56.0 D 188 39.6 NB Approach E - 60.4 E - 56.3 Overall C 28.1 D 47.1 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 78 7.5 A 55 7.6 EBT - A 18 1.1 A 15 0.3 EB Approach A - 2.4 A - 1.2 WB WBT - A 30 2.2 A 48 3.4 WBR - A 15 1.3 A 15 1.2 WB Approach A - 1.8 A - 2.7 NB NBLT - D 100 46.9 D 78 44.5 NBR 225’ E 370 79.7 F 420 83.4 SB Approach E - 71.7 E - 76.2 Overall B - 12.0 B - 11.7 Route 277 (Fairfax Pike)/ Route 1012 (Town Run Lane) (#3) Two-way Stop- Controlled EB EBTR - - 0 0.0 - 0 0.0 EB Approach - - 0.0 - - 0.0 WB WBT - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 NB NBR - C 8 17.8 C 13 24.8 NB Approach C - 17.8 C - 24.8 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ A 55 8.4 B 118 13.9 EBT - A 8 0.5 A 10 0.9 EBR 275’ A 0 0.0 A 0 0.0 EB Approach A - 2.0 A - 3.2 WB WBL 330’ A 20 9.6 B 53 12.0 WBT - D 350 48.1 C 293 20.6 WBR 460’ B 28 14.2 B 63 13.8 WB Approach D - 43.6 C - 19.1 NB NBL 440’ E 268 66.6 D 123 48.0 NBTR - E 120 61.3 D 115 54.8 NB Approach E - 65.0 D - 51.1 SB SBL 320’ D 70 51.2 D 88 47.4 SBT - E 38 59.3 D 63 53.4 SBR 510’ A 83 8.8 D 215 50.5 SB Approach C - 21.7 D - 50.2 Overall C - 25.7 B - 17.6 Route 1012 (Town Run Lane)/ Route 1085 (Stickley Drive) (#5) Two-way Stop- Controlled EB EBL 100’ A 0 7.3 A 3 7.6 EBT - - 0 0.0 - 0 0.0 EB Approach - - 0.3 - - 0.9 WB WBTR - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 SB SBLR - A 3 9.2 A 8 9.2 SB Approach A - 9.2 A - 9.2 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 44 Table 14. Year 2030 Background Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 468 724 EBR 180’ 179 180 WB WBL 140’ 140 140 WBT - 424 465 SB SBLT - 330 499 SBR 640’ 125 144 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 138 140 EBT - 300 352 WB WBT - 5171 5181 WBR - 3191 2221 NB NBLT - 249 354 NBR 225’ 207 225 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 150 163 EBT - 213 267 EBR 275’ 25 36 WB WBL 330’ 72 219 WBT - 335 385 WBR 460’ 63 69 NB NBL 440’ 280 148 NBTR - 112 123 SB SBL 320’ 95 127 SBT - 67 78 SBR 510’ 157 125 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. Similar to existing conditions, study intersections and critical movements are forecast to operate below capacity at LOS D or better. All queues are forecast to be stored within the existing lanes and storage with the following exceptions: Route 277 (Fairfax Pike)/I-81 Southbound Ramps (#1) The westbound through movement is anticipated to spill back to the upstream ramp terminal approximately three percent of the weekday p.m. peak hour. The overall intersection is forecast to operate at LOS D during the weekday p.m. peak hour. YEAR 2030 TOTAL TRAFFIC CONDITIONS To estimate traffic volumes at study intersections under year 2030 total traffic conditions (i.e., six years post-build out of the Town Run Lane Wawa development), the site trips shown in Figure 11 and Figure 12 were added to the year 2030 background traffic volumes shown in Figure 15. Figure 17 illustrates the estimated year 2030 total traffic volumes and intersection operations. Figure 18 shows the lane group LOS for the weekday a.m. and weekday p.m. peak hours. Table 15 summarizes the Synchro 11 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 45 peak hour levels of service, 95th percentile back of queue, and delay for each lane group by intersection. No changes to existing signal timing provided were assumed. Similar to year 2030 background traffic conditions, the projected 95th percentile queue for particular movements anticipated to exceed capacity in the deterministic Synchro model. As such, SimTraffic maximum queues are reported in Table 14 for the coordinated signal system along Fairfax Pike. When discussing queueing, the queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. Appendix L contains the year 2030 total traffic conditions operational worksheets. N C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:09am - abutsick Layout Tab: 17Year 2030 Total Traffic Conditions Weekday AM & PM Peak Hours Frederick County, VA 17 Town Run Lane Wawa February 2024 Figure TOW N R U N L N 1085 81 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 SITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 6 7 6WEEKDAY AM WEEKDAY PM 7WEEKDAY AM WEEKDAY PM CM = INTERSECTION MOVEMENT (UNSIGNALIZED) LOS = INTERSECTION MOVEMENT LEVEL OF SERVICE (SIGNALIZED)/INTERSECTION MOVEMENT LEVEL OF SERVICE (UNSIGNALIZED) Del = INTERSECTION AVERAGE CONTROL DELAY (SIGNALIZED)/INTERSECTION MOVEMENT CONTROL DELAY (UNSIGNALIZED) V/C = INTERSECTION VOLUME-TO-CAPACITY RATIO0202143615852 031 8 0 6 CM=EB LOS=A Del=9.9 V/C=0.11 807124393215 017 2 1 0 0 CM=WB LOS=B Del=12.7 V/C=0.01 1724021112 19 78 CM=SB LOS=B Del=11.9 V/C=0.31 3223545493321815 3 68 5 7 96 50 3 51 LOS=D Del=39.7 9976 3 25 8 11 1 6 CM=NB LOS=C Del=23.7 V/C=0.36 73030517 0 71 6 67 2 44 4 LOS=C Del=23.6 26301496 2 4 5 6 2 3 5 5 1 0 LOS=C Del=29.8 0282119612040 0 23 8 0 4 CM=EB LOS=B Del=10.1 V/C=0.09 62172710922412 013 1 3 0 0 CM=WB LOS=B Del=12.6 V/C=0.01 1299734 99 66 73 CM=SB LOS=B Del=11.8 V/C=0.32 2103450665219019 6 89 1 25 13 2 68 7 11 3 LOS=C Del=27.4 8110 5 8 26 3 12 2 9 CM=NB LOS=E Del=35.0 V/C=0.42 61033612 7 98 4 80 1 42 8 LOS=B Del=19.2 45001606 6 0 7 0 2 4 8 6 1 5 LOS=D Del=50.3 C:\Users\abutsick\appdata\local\temp\AcPublish_20424\28729 - ReportFigs.dwg Feb 08, 2024 - 8:09am - abutsick Layout Tab: 18Year 2030 Total Traffic Lane Group Levels of Service Weekday AM & PM Peak Hours Frederick County, VA 18 Town Run Lane Wawa February 2024 Figure N TOW N R U N L N 1085 81 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 SITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM 6 7 6WEEKDAY AM WEEKDAY PM 7WEEKDAY AM WEEKDAY PM X - LANE GROUP LEVEL OF SERVICE BA A CA C B A A A A FEDFA B D B A C EADD EBA A EA F B B A A A EDDFA B C B A D DDDD EAAAAA AA B AAAAA BA B Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 48 Table 15. 2030 Total Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection - Synchro Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet)1 Delay (sec) LOS Back of Queue (feet)1 Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 643 34.7 F 718 77.4 EBR 180’ A 0 0.0 A 0 0.0 EB Approach C - 34.7 E - 77.4 WB WBL 140’ C 208 26.2 D 195 47.5 WBT - A 13 0.8 B 278 15.3 WB Approach A - 8.8 C - 24.6 SB SBLT - E 383 65.9 E 433 64.3 SBR 640’ D 203 51.5 D 102 37.9 NB Approach E - 60.9 E - 57.7 Overall C 29.8 D 50.3 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 88 8.7 A 35 8.4 EBT - A 23 1.4 A 57 2.6 EB Approach A - 2.8 A - 3.2 WB WBT - A 45 3.3 A 35 4.5 WBR - A 23 1.9 A 10 1.5 WB Approach A - 2.8 A - 3.5 NB NBLT - D 98 43.9 D 43 43.4 NBR 225’ F 503 100.8 F 373 107.4 SB Approach F - 89.1 F - 96.9 Overall B - 16.0 B - 16.3 Route 277 (Fairfax Pike)/ Route 1012 (Town Run Lane) (#3) Two-way Stop- Controlled EB EBTR - - 0 0.0 - 0 0.0 EB Approach - - 0.0 - - 0.0 WB WBT - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 NB NBR - C 40 23.7 E 48 35.0 NB Approach C - 23.7 E - 35.0 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ A 55 8.0 B 68 14.5 EBT - A 8 0.6 A 8 1.0 EBR 275’ A 0 0.0 A 0 0.0 EB Approach A - 1.9 A - 3.4 WB WBL 330’ B 55 10.1 B 50 13.3 WBT - D 328 46.8 C 180 21.6 WBR 460’ B 28 14.2 B 35 14.7 WB Approach C - 39.2 B - 19.7 NB NBL 440’ F 743 305.5 E 85 64.4 NBTR - E 130 62.0 D 65 53.1 NB Approach F - 257.9 E - 61.2 SB SBL 320’ D 70 51.2 D 48 45.9 SBT - E 53 60.4 D 43 53.8 SBR 510’ A 83 8.8 D 123 50.0 SB Approach C - 23.3 D - 49.8 Overall E - 63.4 C - 20.6 Route 1012 (Town Run Lane)/ Route 1085 (Stickley Drive) (#5) Two-way Stop- Controlled EB EBL 100’ A 0 7.4 A 3 7.8 EBT - - 0 0.0 - 0 0.0 EB Approach - - 0.3 - - 0.9 WB WBTR - - 0 0.0 - 0 0.0 WB Approach - - 0.0 - - 0.0 SB SBLR - B 33 11.9 B 35 11.8 SB Approach B - 11.9 B - 11.8 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 49 Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet)1 Delay (sec) LOS Back of Queue (feet)1 Delay (sec) Route 1012 (Town Run Lane)/ Southern Site Driveway (#6) Two-way Stop- Controlled EB EBLTR - A 20 9.7 A 15 9.8 EB Approach A - 9.7 A - 9.8 WB WBLTR - B 0 12.7 B 0 12.6 WB Approach B - 12.7 B - 12.6 NB NBLTR - A 5 7.5 A 3 7.6 NB Approach - - 6.1 - - 4.4 SB SBLTR - A 0 7.3 A 0 7.3 SB Approach - - 0.4 - - 0.6 Route 1012 (Town Run Lane)/Northern Site Driveway (#7) Two-way Stop- Controlled EB EBLTR - A 8 9.9 B 8 10.1 EB Approach A - 9.9 B - 10.1 WB WBLTR - A 3 9.4 A 0 9.7 WB Approach A - 9.4 A - 9.7 NB NBLTR - A 0 0.0 A 0 0.0 NB Approach - - 0.0 - - 0.0 SB SBLTR - A 0 7.3 A 0 7.3 SB Approach - - 0.5 - - 0.4 Table 16. Year 2030 Total Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 528 716 EBR 180’ 180 180 WB WBL 140’ 140 140 WBT - 437 470 SB SBLT - 360 577 SBR 640’ 158 279 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 139 140 EBT - 265 405 WB WBT - 5561 4921 WBR - 3571 4341 NB NBLT - 337 620 NBR 225’ 225 225 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 154 183 EBT - 238 280 EBR 275’ 27 47 WB WBL 330’ 148 238 WBT - 312 391 WBR 460’ 56 82 NB NBL 440’ 440 410 NBTR - 1,709 468 SB SBL 320’ 95 117 SBT - 75 101 SBR 510’ 153 156 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 50 As shown, all signalized study intersections and critical movements at unsignalized intersections are forecast to continue to operate at LOS D or better with queues contained within existing/proposed lane storage with the following exceptions: Route 277 (Fairfax Pike)/I-81 Southbound Ramps (#1) The westbound through movement is projected to spill back to the upstream ramp approximately eight percent of the weekday p.m. peak hour. Route 277 (Fairfax Pike)/Route 1012 (Town Run Lane) (#3) The critical northbound right-turn movement is anticipated to operate at LOS E with 35.0 seconds of control delay during the weekday p.m. peak hour under year 2030 total traffic conditions. Queues on the northbound approach are projected to reach approxima tely two vehicles in length. Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (#4) The northbound left-turn queues are anticipated to spill back beyond the available storage during both the weekday a.m. and weekday p.m. peak hours. The overall intersection is anticipated to operate at LOS E during the weekday a.m. peak hour and LOS C during the weekday p.m. peak hour. MITIGATION Similar to year 2024 total traffic conditions, the ability of the existing traffic signals to accommodate the projected changes to travel patterns under year 2030 total traffic conditions was evaluated. Note: No signal timing adjustments were assumed between existing and year 2030 total traffic conditions shown in Table 15 and Table 16. Table 17 illustrates the anticipated operations of the three signalized study intersections during the weekday a.m. and weekday p.m. peak hours with modified signal splits within the existing cycle lengths. Minor adjustments to coordination between signals was also assumed to maintain progression along Fairfax Pike with the updated signal splits. SimTraffic maximum queues are reported in Table 18. Where applicable, the queuing results from the SimTraffic microsimulation will be referenced rather than the outputs from the deterministic Synchro model. Appendix M contains the Synchro outputs for the mitigated scenarios. Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 51 Table 17. 2030 Total Mitigated Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back of Queue, and Delay for Each Lane Group by Intersection Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths LOS Back of Queue (feet)1 Delay (sec) LOS Back of Queue (feet)1 Delay (sec) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - C 465 34.7 D 750 50.5 EBR 180’ A 0 0.0 A 0 0.0 EB Approach C - 34.7 D - 50.5 WB WBL 140’ D 198 43.6 D 260 45.4 WBT - C 408 26.9 A 163 6.4 WB Approach C - 32.2 B - 17.6 SB SBLT - E 253 65.9 E 578 63.9 SBR 640’ D 115 51.5 D 168 35.3 NB Approach E - 60.9 E - 56.8 Overall D - 39.6 D - 38.9 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ A 53 9.2 A 63 9.2 EBT - B 288 11.6 A 133 4.8 EB Approach A - 11.1 A - 5.3 WB WBT - A 25 3.2 A 78 5.9 WBR - A 13 1.9 A 20 1.7 WB Approach A - 2.7 A - 4.5 NB NBLT - D 55 43.9 D 68 38.4 NBR 225’ F 350 100.8 E 453 79.7 SB Approach F - 89.1 E - 72.9 Overall B - 19.1 B - 14.3 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ C 108 33.5 B 143 18.5 EBT - C 217 27.5 B 293 18.4 EBR 275’ A 3 8.4 A 8 8.6 EB Approach C - 28.4 B - 18.2 WB WBL 330’ C 45 20.3 B 95 18.3 WBT - D 188 38.2 C 303 25.6 WBR 460’ A 15 9.4 B 70 17.5 WB Approach C - 33.6 C - 23.7 NB NBL 440’ D 273 49.1 D 250 44.8 NBTR - D 57 42.4 D 102 44.5 NB Approach D - 47.8 D - 44.7 SB SBL 320’ D 33 36.6 D 75 38.2 SBT - E 30 60.4 D 68 48.9 SBR 510’ B 63 17.2 D 198 44.9 SB Approach C - 26.3 D - 44.0 Overall C - 33.3 C - 25.9 Town Run Lane Wawa February 2024 Transportation Impact Analysis Kittelson & Associates, Inc. 52 Table 18. Year 2030 Total Mitigated Conditions – Maximum Queues for Each Movement by Intersection – SimTraffic Intersection Information AM Peak Hour PM Peak Hour Intersection (#) Traffic Control Approach Lane Group Existing turn-lane lengths Back of Queue (feet) Back of Queue (feet) Route 277 (Fairfax Pike)/ I-81 Southbound Ramps (#1) Signalized EB EBT - 559 710 EBR 180’ 180 180 WB WBL 140’ 140 140 WBT - 401 467 SB SBLT - 409 680 SBR 640’ 168 435 Route 277 (Fairfax Pike)/ I-81 Northbound Ramps (#2) Signalized EB EBL 140’ 140 139 EBT - 454 442 WB WBT - 4191 5871 WBR - 1791 4511 NB NBLT - 320 488 NBR 225’ 224 225 Route 277 (Fairfax Pike)/ Route 647 (Aylor Road)/ Route 1085 (Stickley Drive) (#4) Signalized EB EBL 410’ 152 195 EBT - 319 299 EBR 275’ 21 96 WB WBL 330’ 117 275 WBT - 295 466 WBR 460’ 60 278 NB NBL 440’ 362 316 NBTR - 129 213 SB SBL 320’ 95 119 SBT - 78 100 SBR 510’ 143 172 1Includes maximum WB queues at adjacent unsignalized intersection to east due node spacing in SimTraffic. As shown, changes to signal timings along the corridor are anticipated to better accommodate future travel patterns and reduce the potential for queue spillback. With the proposed changes, all signalized study intersections are anticipated to operate at LOS D or better with queueing spillback concerns alleviated using updated timing: ▪ Queue Spillback on Westbound Approach to I-81 Southbound Ramps (#1) o With adjustments to signal timing, queues on the westbound approach are anticipated to be brought back to similar levels shown under year 2030 background traffic conditions. ▪ Queue Spillback on from the Northbound Left-Turn Lane on Stickley Drive (#3) o Similarly, minor adjustments to signal timing at the Fairfax Pike/Aylor Road/Stickley Drive intersection are anticipated to alleviate the potential for queue spillback in the northbound left-turn lane while maintaining acceptable levels of delay on mainline Fairfax Pike. Conclusions and Recommendations Town Run Lane Wawa February 2024 Conclusions and Recommendations Kittelson & Associates, Inc. 54 CONCLUSIONS AND RECOMMENDATIONS Based on the results of the transportation impact analysis, the transportation system can accommodate full build-out of the proposed development. The findings of this analysis and our recommendations are discussed below. Existing Conditions ▪ All study intersections and critical movements currently operate at LOS C or better with queues stored within existing lanes. 2024 Background Traffic Conditions ▪ A one percent annual growth rate was applied to account for near-term regional traffic growth. ▪ In-process developments included in the background 2024 analysis include: o Stickley Drive Development – a 70-room hotel with a 10,000 square-foot strip mall on the east side of Town Run Lane. Access is provided along Town Run Lane and Stickley Drive. ▪ No transportation improvements were identified for inclusion in the background 2024 analysis. ▪ All signalized study intersections and critical movements at unsignalized intersections are forecast to continue to operate at LOS C or better with queues stored within existing lanes. Proposed Development ▪ The proposed Town Run Lane Wawa development consists of a 16-pump motor vehicle fuel station and 5,915 square-foot convenience store with made-to-order food sales. ▪ Access to the site is proposed via two full-movement driveways on Town Run Lane. ▪ The development is estimated to generate approximately 1,898 net new weekday daily trips, 130 weekday a.m. (65 in, 65 out), and 117 weekday p.m. (58 in, 58 out) peak hour trips when built out in year 2024. 2024 Total Traffic Conditions ▪ All signalized study intersections and critical movements at unsignalized intersections are forecast to operate at LOS D or better with queues stored within existing lanes with the following exceptions: Town Run Lane Wawa February 2024 Conclusions and Recommendations Kittelson & Associates, Inc. 55 o Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (Study Intersection #4): The northbound left-turn queues are anticipated to spill back beyond the available storage during both the weekday a.m. and weekday p.m. peak hours. 2024 Total Traffic Mitigation ▪ To mitigate the impacts of additional queueing on the northbound approach to the Fairfax Pike/Aylor Road/Stickley Drive intersection, the impacts of minor adjustments to signal splits within the existing cycle lengths were evaluated. No signal timing changes were assumed in the original analysis of forecast year 2024 total traffic conditions. o Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (Study Intersection #4): Minor changes to signal splits at the Fairfax Pike/Aylor Road/Stickley Drive are anticipated to alleviate any queue spillback on the northbound approach during both analysis periods. With the proposed changes to signal splits within the existing cycle length, all study signals in the coordinated signal system are anticipated to operate at LOS C or better with no queue spillbacks. Turn Lane Warrant Evaluation ▪ An evaluation of VDOT right-turn lane warrants for two-lane roadways illustrated a southbound right-turn lane is forecast to be warranted on Town Run Lane at the northern site entrance. The southbound right-turn lane should have a minimum of 100 feet of storage and a 100-foot taper. ▪ An evaluation of the VDOT left-turn lane warrants for two-lane roadways illustrated no left- turn lanes are projected to be warranted on Town Run Lane at the site driveways. Access Management Evaluation ▪ The proposed entrances on Town Run Lane (local road) exceed the minimum corner clearance from Fairfax Pike and Stickley Drive. ▪ The proposed driveways exceed the minimum spacing for commercial driveways on Town Run Lane and are aligned with driveways on the opposite side of Town Run Lane. Year 2030 Background Traffic Conditions ▪ A one percent annual growth rate was applied to year 2024 background traffic volumes to account for near-term regional traffic growth between 2024 and 2030. ▪ Additional in-process developments included in the background 2030 analysis include: o Shernado Green Development – commercial development to the east of Double Church Road consisting of approximately 180,000 square feet of shopping center uses, including a convenience store/gasoline station, grocery store, restaurants, and a drive-through bank Town Run Lane Wawa February 2024 Conclusions and Recommendations Kittelson & Associates, Inc. 56 ▪ No transportation improvements were identified for inclusion in the background 2030 analysis. ▪ All study intersections and critical movements are forecast to continue to operate at LOS D or better with queues stored within existing lanes with the following exceptions: o Route 277 (Fairfax Pike)/I-81 Southbound Ramps (Study Intersection #1): The westbound through movement is anticipated to spill back to the upstream ramp terminal approximately three percent of the weekday p.m. peak hour. Year 2030 Total Traffic Conditions ▪ All study intersections and critical movements are forecast to operate at LOS D or better with queues stored within existing lanes with the following exceptions: o Route 277 (Fairfax Pike)/I-81 Southbound Ramps (Study Intersection #1): The westbound through movement is projected to spill back to the upstream ramp approximately eight percent of the weekday p.m. peak hour. o Route 277 (Fairfax Pike)/Route 1012 (Town Run Lane) (Study Intersection #3): The critical northbound right-turn movement is anticipated to operate at LOS E with 35.0 seconds of control delay during the weekday p.m. peak hour under year 2030 total traffic conditions. Queues on the northbound approach are projected to reach approximately two vehicles in length. o Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) (Study Intersection #4): The northbound left-turn queues are anticipated to spill back beyond the available storage during both the weekday a.m. and weekday p.m. peak hours. The overall intersection is anticipated to operate at LOS E during the weekday a.m. peak hour and LOS C during the weekday p.m. peak hour. 2030 Total Traffic Mitigation ▪ Similar to year 2024 total traffic conditions, the ability of the existing signal infrastructure to accommodate projected changes in traffic patterns was evaluated by testing changes to existing (2023) signal timings. o After adjusting signal splits along the corridor to better reflect anticipated volumes under year 2030 total traffic conditions, projected queues on the westbound queues on Fairfax Street approaching the southbound I-81 off-ramps and northbound approach to Stickley Drive are anticipated to be reduced back to levels similar to year 2030 background traffic conditions. All study signals in the coordinated signal system are anticipated to operate below capacity LOS D or better under the proposed signal timing. o It is anticipated similar signal timing changes would be made by the year 2030 with or without build-out of the proposed Town Run Lane Wawa development. Town Run Lane Wawa February 2024 Conclusions and Recommendations Kittelson & Associates, Inc. 57 RECOMMENDATIONS As a result of the forecast impacts of the proposed Town Run Lane Wawa development on the surrounding roadway network, the following improvements are recommended for consideration: ▪ Consider making minor adjustments to signal splits at the Route 277 (Fairfax Pike)/Route 647 (Aylor Road)/Route 1085 (Stickley Drive) intersection to better accommodate projected traffic volumes after build-out of the proposed site in 2024. o These changes should be evaluated relative to the larger coordinated signal system along Fairfax Pike; however, the analysis in this report illustrated minor changes to timing at the intersection would be anticipated to have negligible impacts at adjacent signalized intersections. References Town Run Lane Wawa February 2024 References Kittelson & Associates, Inc. 59 REFERENCES 1. Frederick County. Frederick County Zoning Map. Accessed April 20, 2023. https://fredcogis.fcva.us/PlanningAccessTerminal/ 2. Transportation Research Board. Highway Capacity Manual, 6th Edition. 2016. 3. Virginia Department of Transportation. Traffic Operations and Safety Analysis Manual – Version 2.0. February 2020. 4. Institute of Transportation Engineers. Trip Generation, 11th Edition. 2023. 5. Virginia Department of Transportation. Road Design Manual. July 2023. Appendix A Scoping Letter It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting. PRE-SCOPE OF WORK MEETING FORM Information on the Project Traffic Impact Analysis Base Assumptions The applicant is responsible for entering the relevant information and submitting the form to VDOT and the locality no less than three (3) business days prior to the meeting. If a form is not received by this deadline, the scope of work meeting may be postponed. Contact Information Consultant Name: Tele: E-mail: Andrew Butsick, PE & John Callow - Kittelson & Associates, Inc. (703) 885-8970 abutsick@kittelson.com Developer/Owner Name: Tele: E-mail: Morgan Blackwood Patel - Blackwood Capital, LLC (804) 320-0422 mblackwood@blackwooddevelopment.com Project Information Project Name: Town Run Lane Wawa Locality/County: Frederick County Project Location: (Attach regional and site specific location map) See Figure 1 - attached Submission Type Comp Plan Rezoning Site Plan Subd Plat Project Description: (Including details on the land use, acreage, phasing, access location, etc. Attach additional sheet if necessary) Blackwood Capital, LLC is submitting a rezoning application to develop a motor vehicle fuel station to include fuel sales (16 fueling positions) and a convenience store with made-to-order food sales (5,915 SF). The site is located in the southwest quadrant of the Route 277 (Fairfax Pike)/Route 1012 (Town Run Lane) intersection in Frederick County, VA. Blackwood Capital, LLC is proposing to utilize two full- movement driveways on Town Run Lane. A conceptual site plan is shown in Figure 2. Proposed Use(s): (Check all that apply; attach additional pages as necessary) Residential Commercial Mixed Use Other Residential Uses(s) Number of Units: ITE LU Code(s): Commercial Use(s) ITE LU Code(s): 945 (see attached Trip Gen table) Square Ft or Other Variable: 1,000 S.F. GFA Other Use(s) ITE LU Code(s): Independent Variable(s): It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting. Total Peak Hour Trip Projection: Less than 100 100 – 499 500 – 999 1,000 or more Traffic Impact Analysis Assumptions Study Period Existing Year: 2023 Build-out Year: 2024 Design Year: 2030 Study Area Boundaries (Attach map) North: Fairfax Pike South: Garden Gate Drive East: Route 1085 (Stickley Drive) West: I-81 Southbound Ramps External Factors That Could Affect Project (Planned road improvements, other nearby developments) Shernado Green development to east Stickley Drive development across the street on Town Run Lane Consistency With Comprehensive Plan (Land use, transportation plan) Yes Available Traffic Data (Historical, forecasts) 2021 AADT Volumes from VDOT I-81 NB Exit 307A (Off-Ramp) [Exit to Fairfax Pike] - 3,000 I-81 SB Exit 307A (Off-Ramp) [Exit to Fairfax Pike] - 4,800 Route 277 (Fairfax Pike) [Stephens City ECL to I-81] - 8,600 Route 277 (Fairfax Pike) [I-81 to Lakeview Circle] - 13,000 Route 1012 (Town Run Lane) [Dead End to Fairfax Pike] - 2,800 Route 1085 (Stickley Drive) [Dead End to Fairfax Pike] - 710 Trip Distribution (Attach sketch) Road Name: See Figure 3 Road Name: Road Name: Road Name: Annual Vehicle Trip Growth Rate: 1% on public roadways Peak Period for Study (check all that apply) AM PM SAT Peak Hour of the Generator 6-9am 4-7pm Study Intersections and/or Road Segments (Attach additional sheets as necessary) 1.I-81 Southbound Ramps/Fairfax Pike 6.Town Run Lane/Northern Site Access [future] 2.I-81 Northbound Ramps/Fairfax Pike 7.Town Run Lane/Southern Site Access [future] 3.Fairfax Pike/Route 647 (Aylor Rd)/Town Run Lane 8. 4.Fairfax Pike/Stickley Drive 9. 5.Town Run Lane/Stickley Drive 10. Trip Adjustment Factors Internal allowance: Yes No Reduction: % trips Pass-by allowance: Yes No Reduction: 76% AM & 75% PM% trips Software Methodology Synchro HCS (v.2000/+) aaSIDRA CORSIM Other It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding geographic scope, alternate methodology, or other issues can be answered at the scoping meeting. Traffic Signal Proposed or Affected (Analysis software to be used, progression speed, cycle length) Analysis Software: Synchro v11, Sim Traffic (oversaturated conditions) Results: HCM Methodology Improvement(s) Assumed or to be Considered None Background Traffic Studies Considered Shernado Green development Stickley Drive development Plan Submission Master Development Plan (MDP) Generalized Development Plan (GDP) Preliminary/Sketch Plan Other Plan type (Final Site, Subd. Plan) Additional Issues to be Addressed Queuing analysis Actuation/Coordination Weaving analysis Merge analysis Bike/Ped Accommodations Intersection(s) TDM Measures Other Access Management Evaluation, Turn Lane Evaluations NOTES on ASSUMPTIONS: All parameters of the study will be compliant with the provisions and analysis procedures established in VDOT's Traffic Operations and Safety Analysis Manual (TOSAM). Pass-by trips to be distributed accordingly: - 50% diverted trips from I-81 (20% from I-81 SB, 30% from I-81 NB) - 35% diverted trips from Fairfax Pike - 15% pass-by trips on Town Run Lane SCOPE OF WORK MEETING ADDITIONS TO THE REQUIRED ELEMENTS, CHANGES TO THE METHODOLOGY OR STANDARD ASSUMPTIONS, AND SIGNATURE PAGE Any additions to the Required Elements or changes to the Methodology or Standard Assumptions due to special circumstances that are approved by VDOT: _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ _____________________________________________________________________________ AGREED: _________________________________ DATE: ______________ Applicant or Consultant PRINT NAME: _____________________________ Applicant or Consultant SIGNED: __________________________________ DATE: ______________ VDOT Representative PRINT NAME: _____________________________ VDOT Representative SIGNED: __________________________________ DATE: ______________ Local Government Representative PRINT NAME: _____________________________ Local Government Representative Town Run Lane Wawa Andrew Butsick 04/19/2023 50 522 50 11 81 81 11 37 522 259 7 - Study Intersections## N C:\Users\abutsick\appdata\local\temp\AcPublish_16728\28729 - ScopingFigs.dwg Feb 14, 2023 - 1:55pm - abutsick Layout Tab: 01Site Vicnity Map Frederick County, VA 1 Town Run Lane Wawa February 2023 Figure FREDERICK COUNTY, VA SITE - Future Study Intersections MAIN ST TOW N R U N L N 1085 81 11 STICKLEY DRFAIRFAX PIKE 277 RIDGEFIELD AVE1065 TOWN RUN LN 1012 FA I R F A X S T GARDEN GATE DR SITE AYLOR RD C:\Users\abutsick\appdata\local\temp\AcPublish_16728\28729 - ScopingFigs.dwg Feb 14, 2023 - 1:55pm - abutsick Layout Tab: 02 Conceptua Site PlanProvided by Bohler Engineering (February 2023)Frederick County, VA2Town Run Lane WawaFebruary 2023Figure N C:\Users\abutsick\appdata\local\temp\AcPublish_16728\28729 - ScopingFigs.dwg Feb 14, 2023 - 1:55pm - abutsick Layout Tab: 03Assumed Site Trip Distribution Frederick County, VA 3 Town Run Lane Wawa February 2023 Figure MAIN ST TOW N R U N L N 1085 81 11 STICKLEY DRFAIRFAX PIKE 277 RIDGEFIELD AVE1065 TOWN RUN LN 1012 FA I R F A X S T GARDEN GATE DR MULBERRY ST GER MAIN ST M A R T I N S T LO C U S T S T G R E E N S T D O L L I E M A E L N 647 AYLOR RD15%40%15% 30 % *PASS-BY TRIPS TO BE DISTRIBUTED FROM I-81 (DIVERTED), FAIRFAX PIKE (DIVERTED), AND TOWN RUN LANE (PASS-BY)XX% - ESTIMATED NET-NEW SITE TRIP DISTRIBUTION SITE Town Run Lane Wawa ITE Trip Gen 11th Ed Using Convenience Store Size as Independent Variable1 Total In Out Total In Out Total In Out Convenience Store/Gas Station 945 5.915 1,000 S.F.7,591 6,746 540 270 270 467 234 233 415 208 207 (5,693)(5,060)(410)(205)(205)(350)(176)(174)(311)(156)(155) 1,898 1,686 130 65 65 117 58 59 104 52 52 1Land Use Subcategory: 16 to 24 fueling positions Using Number of Fueling Positions as Independent Variable1 Total In Out Total In Out Total In Out Convenience Store/Gas Station 945 16 Fueling postions 5,532 6,124 506 253 253 430 215 215 476 233 243 (4,149)(4,593)(385)(192)(193)(323)(161)(162)(357)(175)(182) 1,383 1,531 121 61 60 107 54 53 119 58 61 1Land Use Subcategory: GFA (5.5-10k) Pass-bys (76% AM, 75% PM/SAT) Units Weekday Daily Net New Trips 2Saturday Daily rates not available for LUC 945 using Subcategory: GFA (5.5-10K). Ratio of Weekday PM Peak Hour/Weekday Daily trips assumed to apply to Saturday Peak Hour/Saturday Daily trips to estimate Saturday Daily trips. Land Use ITE Code Units Weekday Daily Pass-bys (76% AM, 75% PM/SAT) To be used in the analysis Saturday Daily2 Peak Hour Adjacent Street Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour 2Saturday Daily rates not available for LUC 945 using Subcategory: 16 to 24 fueling positions. Ratio of Weekday PM Peak Hour/Weekday Daily trips assumed to apply to Saturday Peak Hour/Saturday Daily trips to estimate Saturday Daily trips. Net New Trips Saturday Daily2Land Use ITE Code Peak Hour Adjacent Street Weekday AM Peak Hour Weekday PM Peak Hour Saturday Peak Hour 0 2000 4000 6000 8000 10000 12000 14000 16000 2014 2015 2016 2017 2018 2019 2020 2021 VDOT AADT Data Fairfax Pike [I-81 to Lakeview Circle]Town Run Lane [Dead End to Fairfax Pike] Stickley Drive [Dead End to Fairfax Pike]I-81 NB Exit 307 to Fairfax Pike I-81 SB Exit 307 to Fairfax Pike Appendix B 2023 Turning Movement Counts Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: I-81 SB Ramps -- Fairfax Pike QC JOB #: QC JOB #: 16076101 CITY/STATE: CITY/STATE: Stephens City, VA DATE: DATE: Tue, Mar 21 2023 303 0 139 0 164 545 0 0 554 485 0.940.94 406 537 52 148 649 0 0 0 200 0 Peak-Hour: 7:15 AM -- 8:15 AMPeak-Hour: 7:15 AM -- 8:15 AM Peak 15-Min: 7:45 AM -- 8:00 AMPeak 15-Min: 7:45 AM -- 8:00 AM 12.9 0 15.8 0 10.4 9.2 0 0 5.8 7.2 6.9 7.6 11.5 2.7 8 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At I-81 SB Ramps I-81 SB Ramps (Northbound)(Northbound) I-81 SB Ramps I-81 SB Ramps (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 6:00 AM 0 0 0 0 14 0 12 0 0 65 11 0 9 43 0 0 154 6:15 AM 0 0 0 0 22 0 23 0 0 66 5 0 17 44 0 0 177 6:30 AM 0 0 0 0 25 0 32 0 0 70 11 0 23 55 0 0 216 6:45 AM 0 0 0 0 19 0 37 0 0 80 6 0 28 40 0 0 210 757 7:00 AM 0 0 0 0 30 0 14 0 0 104 5 0 32 59 0 0 244 847 7:15 AM 0 0 0 0 49 0 30 0 0 132 8 0 32 82 0 0 333 1003 7:30 AM 0 0 0 0 44 0 31 0 0 132 13 0 37 90 0 0 347 1134 7:45 AM 0 0 0 0 44 0 36 0 0 123 14 0 37 117 0 0 371 1295 8:00 AM 0 0 0 0 27 0 42 0 0 98 17 0 42 117 0 0 343 1394 8:15 AM 0 0 0 0 34 0 26 0 0 89 15 0 32 106 0 0 302 1363 8:30 AM 0 0 0 0 29 0 33 0 0 105 6 0 30 70 0 0 273 1289 8:45 AM 0 0 0 0 35 0 27 0 0 108 9 0 35 97 0 0 311 1229 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 0 0 0 0 176 0 144 0 0 492 56 0 148 468 0 0 1484 Heavy Trucks 0 0 0 16 0 32 0 28 12 0 36 0 124 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: Town Run Ln -- Stickley Dr QC JOB #: QC JOB #: 16076114 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 86 17 81 0 5 143 12 5 67 92 0.920.92 62 104 0 0 97 0 0 0 0 0 Peak-Hour: 4:30 PM -- 5:30 PMPeak-Hour: 4:30 PM -- 5:30 PM Peak 15-Min: 4:30 PM -- 4:45 PMPeak 15-Min: 4:30 PM -- 4:45 PM 0 11.8 0 0 0 0 16.7 0 0 1.1 0 2.9 0 0 1 0 0 0 0 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At Town Run Ln Town Run Ln (Northbound)(Northbound) Town Run Ln Town Run Ln (Southbound)(Southbound) Stickley DrStickley Dr (Eastbound)(Eastbound) Stickley DrStickley Dr (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 4:00 PM 0 0 0 0 3 0 16 0 3 15 0 0 0 7 2 0 46 4:15 PM 0 0 0 0 2 0 18 0 1 19 0 0 0 10 1 0 51 4:30 PM 0 0 0 0 1 0 22 0 1 25 0 0 0 20 1 0 70 4:45 PM 0 0 0 0 1 0 17 0 5 26 0 0 0 15 0 0 64 231 5:00 PM 0 0 0 0 0 0 26 0 3 26 0 0 0 12 1 0 68 253 5:15 PM 0 0 0 0 3 0 16 0 3 15 0 0 0 15 3 0 55 257 5:30 PM 0 0 0 0 0 0 19 0 2 18 0 0 0 7 3 0 49 236 5:45 PM 0 0 0 0 1 0 20 0 3 20 0 0 0 6 3 0 53 225 6:00 PM 0 0 0 0 2 0 26 0 0 23 0 0 0 7 1 0 59 216 6:15 PM 0 0 0 0 0 0 24 0 1 11 0 0 0 12 1 0 49 210 6:30 PM 0 0 0 0 2 0 12 0 0 19 0 0 0 11 0 0 44 205 6:45 PM 0 0 0 0 1 0 22 0 2 8 0 0 0 5 3 0 41 193 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 0 0 0 0 4 0 88 0 4 100 0 0 0 80 4 0 280 Heavy Trucks 0 0 0 0 0 0 0 0 0 0 0 0 0 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: I-81 SB Ramps -- Fairfax Pike QC JOB #: QC JOB #: 16076102 CITY/STATE: CITY/STATE: Stephens City, VA DATE: DATE: Tue, Mar 21 2023 491 0 150 0 341 625 0 0 645 472 0.970.97 475 542 70 170 813 0 0 0 240 0 Peak-Hour: 4:45 PM -- 5:45 PMPeak-Hour: 4:45 PM -- 5:45 PM Peak 15-Min: 4:45 PM -- 5:00 PMPeak 15-Min: 4:45 PM -- 5:00 PM 3.9 0 6 0 2.9 4 0 0 4.3 3.8 3.4 5 12.9 7.1 3.4 0 0 0 8.8 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At I-81 SB Ramps I-81 SB Ramps (Northbound)(Northbound) I-81 SB Ramps I-81 SB Ramps (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 4:00 PM 0 0 0 0 69 0 39 0 0 124 17 0 35 107 0 0 391 4:15 PM 0 0 0 0 88 0 36 0 0 131 17 0 36 108 0 0 416 4:30 PM 0 0 0 0 70 0 30 0 0 140 12 0 37 122 0 0 411 4:45 PM 0 0 0 0 100 0 47 0 0 123 15 0 24 125 0 0 434 1652 5:00 PM 0 0 0 0 71 0 42 0 0 117 24 0 38 117 0 0 409 1670 5:15 PM 0 0 0 0 94 0 30 0 0 115 14 0 51 116 0 0 420 1674 5:30 PM 0 0 0 0 76 0 31 0 0 117 17 0 57 117 0 0 415 1678 5:45 PM 0 0 0 0 72 0 33 0 0 117 17 0 39 113 0 0 391 1635 6:00 PM 0 0 0 0 68 0 26 0 0 117 17 0 37 94 0 0 359 1585 6:15 PM 0 0 0 0 84 0 31 0 0 114 8 0 23 79 0 0 339 1504 6:30 PM 0 0 0 0 45 0 30 0 0 85 12 0 19 85 0 0 276 1365 6:45 PM 0 0 0 0 55 0 22 0 0 79 4 0 26 86 0 0 272 1246 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 0 0 0 0 400 0 188 0 0 492 60 0 96 500 0 0 1736 Heavy Trucks 0 0 0 16 0 4 0 12 4 0 16 0 52 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: I-81 NB Ramps -- Fairfax Pike QC JOB #: QC JOB #: 16076104 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 0 483 0 0 0 549 159 324 805 502 0.930.93 481 661 0 0 686 68 0 184 0 252 Peak-Hour: 7:15 AM -- 8:15 AMPeak-Hour: 7:15 AM -- 8:15 AM Peak 15-Min: 7:45 AM -- 8:00 AMPeak 15-Min: 7:45 AM -- 8:00 AM 0 8.3 0 0 0 6.4 9.4 7.7 6.3 8.8 5.4 8.9 0 0 8 13.2 0 6 0 7.9 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At I-81 NB Ramps I-81 NB Ramps (Northbound)(Northbound) I-81 NB Ramps I-81 NB Ramps (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 6:00 AM 10 0 23 0 0 0 0 0 28 58 0 0 0 38 41 0 198 6:15 AM 12 0 27 0 0 0 0 0 31 62 0 0 0 36 41 0 209 6:30 AM 13 0 29 0 0 0 0 0 37 67 0 0 0 63 83 0 292 6:45 AM 5 0 36 0 0 0 0 0 37 72 0 0 0 53 69 0 272 971 7:00 AM 10 0 34 0 0 0 0 0 34 100 0 0 0 84 65 0 327 1100 7:15 AM 18 0 42 0 0 0 0 0 35 148 0 0 0 94 76 0 413 1304 7:30 AM 17 0 48 0 0 0 0 0 36 142 0 0 0 117 99 0 459 1471 7:45 AM 19 0 49 0 0 0 0 0 47 127 0 0 0 132 90 0 464 1663 8:00 AM 14 0 45 0 0 0 0 0 41 85 0 0 0 138 59 0 382 1718 8:15 AM 12 0 27 0 0 0 0 0 36 92 0 0 0 120 71 0 358 1663 8:30 AM 6 0 35 0 0 0 0 0 35 104 0 0 0 90 62 0 332 1536 8:45 AM 11 0 31 0 0 0 0 0 30 119 0 0 0 125 65 0 381 1453 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 76 0 196 0 0 0 0 0 188 508 0 0 0 528 360 0 1856 Heavy Trucks 4 0 12 0 0 0 20 28 0 0 32 44 140 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: I-81 NB Ramps -- Fairfax Pike QC JOB #: QC JOB #: 16076105 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 0 421 0 0 0 618 118 303 864 733 0.980.98 561 851 0 0 947 57 0 214 0 271 Peak-Hour: 4:30 PM -- 5:30 PMPeak-Hour: 4:30 PM -- 5:30 PM Peak 15-Min: 5:15 PM -- 5:30 PMPeak 15-Min: 5:15 PM -- 5:30 PM 0 6.7 0 0 0 4 10.2 5.3 4.3 3.4 3.7 4.3 0 0 3.5 7 0 3.7 0 4.4 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 1 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At I-81 NB Ramps I-81 NB Ramps (Northbound)(Northbound) I-81 NB Ramps I-81 NB Ramps (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 4:00 PM 11 0 47 0 0 0 0 0 28 175 0 0 0 141 76 0 478 4:15 PM 11 0 52 0 0 0 0 0 24 192 0 0 0 130 57 0 466 4:30 PM 10 0 53 0 0 0 0 0 22 194 0 0 0 151 70 0 500 4:45 PM 11 0 56 0 0 0 0 0 25 197 0 0 0 130 74 0 493 1937 5:00 PM 18 0 44 0 0 0 0 0 45 154 0 0 0 134 89 0 484 1943 5:15 PM 18 0 61 0 0 0 0 0 26 188 0 0 0 146 70 0 509 1986 5:30 PM 13 0 63 0 0 0 0 0 22 168 0 0 0 160 64 0 490 1976 5:45 PM 11 0 59 0 0 0 0 0 18 174 0 0 0 141 67 0 470 1953 6:00 PM 8 0 38 0 0 0 0 0 17 170 0 0 0 126 65 0 424 1893 6:15 PM 8 0 42 0 0 0 0 0 29 175 0 0 0 94 59 0 407 1791 6:30 PM 11 1 40 0 0 0 0 0 15 115 0 0 0 92 84 0 358 1659 6:45 PM 10 1 27 0 0 0 0 0 18 115 0 0 0 99 43 0 313 1502 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 72 0 244 0 0 0 0 0 104 752 0 0 0 584 280 0 2036 Heavy Trucks 4 0 12 0 0 0 24 12 0 0 16 20 88 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 4 0 4 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: Town Run Ln/Aylor Rd -- Fairfax Pike QC JOB #: QC JOB #: 16076107 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 0 0 0 0 0 757 0 0 757 597 0.930.93 757 686 89 0 627 0 0 30 89 30 Peak-Hour: 7:15 AM -- 8:15 AMPeak-Hour: 7:15 AM -- 8:15 AM Peak 15-Min: 7:45 AM -- 8:00 AMPeak 15-Min: 7:45 AM -- 8:00 AM 0 0 0 0 0 6.6 0 0 6.6 8.5 6.6 7.9 3.4 0 8.6 0 0 10 3.4 10 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At Town Run Ln/Aylor Rd Town Run Ln/Aylor Rd (Northbound)(Northbound) Town Run Ln/Aylor Rd Town Run Ln/Aylor Rd (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 6:00 AM 0 0 7 0 0 0 0 0 0 73 10 0 0 87 0 0 177 6:15 AM 0 0 9 0 0 0 0 0 0 86 4 0 0 95 0 0 194 6:30 AM 0 0 8 0 0 0 0 0 0 85 7 0 0 166 0 0 266 6:45 AM 0 0 7 0 0 0 0 0 0 93 12 0 0 139 0 0 251 888 7:00 AM 0 0 4 0 0 0 0 0 0 117 15 0 0 153 0 0 289 1000 7:15 AM 0 0 6 0 0 0 0 0 0 178 12 0 0 175 0 0 371 1177 7:30 AM 0 0 6 0 0 0 0 0 0 158 31 0 0 175 0 0 370 1281 7:45 AM 0 0 8 0 0 0 0 0 0 156 21 0 0 209 0 0 394 1424 8:00 AM 0 0 10 0 0 0 0 0 0 105 25 0 0 198 0 0 338 1473 8:15 AM 0 0 8 0 0 0 0 0 0 100 16 0 0 201 0 0 325 1427 8:30 AM 0 0 13 0 0 0 0 0 0 115 24 0 0 166 0 0 318 1375 8:45 AM 0 0 4 0 0 0 0 0 0 134 16 0 0 188 0 0 342 1323 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 0 0 32 0 0 0 0 0 0 624 84 0 0 836 0 0 1576 Heavy Trucks 0 0 0 0 0 0 0 40 0 0 56 0 96 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: Town Run Ln/Aylor Rd -- Fairfax Pike QC JOB #: QC JOB #: 16076108 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 0 0 0 0 0 780 0 0 780 858 0.960.96 780 970 112 0 881 0 0 23 112 23 Peak-Hour: 4:00 PM -- 5:00 PMPeak-Hour: 4:00 PM -- 5:00 PM Peak 15-Min: 4:30 PM -- 4:45 PMPeak 15-Min: 4:30 PM -- 4:45 PM 0 0 0 0 0 3.5 0 0 3.5 4.3 3.5 4 1.8 0 4.2 0 0 0 1.8 0 0 0 1 1 0 0 0 0 0 1 0 0 0 0 0 1 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At Town Run Ln/Aylor Rd Town Run Ln/Aylor Rd (Northbound)(Northbound) Town Run Ln/Aylor Rd Town Run Ln/Aylor Rd (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 4:00 PM 0 0 8 0 0 0 0 0 0 197 26 0 0 207 0 0 438 4:15 PM 0 0 3 0 0 0 0 0 0 216 27 0 0 186 0 0 432 4:30 PM 0 0 4 0 0 0 0 0 0 218 32 0 0 206 0 0 460 4:45 PM 0 0 8 0 0 0 0 0 0 227 27 0 0 181 0 0 443 1773 5:00 PM 0 0 7 0 0 0 0 0 0 162 35 0 0 208 0 0 412 1747 5:15 PM 0 0 8 0 0 0 0 0 0 218 29 0 0 201 0 0 456 1771 5:30 PM 0 0 7 0 0 0 0 0 0 206 24 0 0 213 0 0 450 1761 5:45 PM 0 0 8 0 0 0 0 0 0 207 28 0 0 199 0 0 442 1760 6:00 PM 0 0 5 0 0 0 0 0 0 173 36 0 0 184 0 0 398 1746 6:15 PM 0 0 6 0 0 0 0 0 0 185 34 0 0 153 0 0 378 1668 6:30 PM 0 0 0 0 0 0 0 0 0 133 20 0 0 171 0 0 324 1542 6:45 PM 0 0 5 0 0 0 0 0 0 115 29 0 0 135 0 0 284 1384 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 0 0 16 0 0 0 0 0 0 872 128 0 0 824 0 0 1840 Heavy Trucks 0 0 0 0 0 0 0 32 0 0 24 0 56 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 4 0 0 0 0 4 0 0 0 0 8 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: Stickley Dr -- Fairfax Pike QC JOB #: QC JOB #: 16076110 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 253 180 203 20 30 760 138 35 456 470 0.900.90 391 611 3 30 540 147 26 40 53 213 Peak-Hour: 7:15 AM -- 8:15 AMPeak-Hour: 7:15 AM -- 8:15 AM Peak 15-Min: 7:45 AM -- 8:00 AMPeak 15-Min: 7:45 AM -- 8:00 AM 5.1 4.4 5.9 0 3.3 5 2.2 11.4 5.9 9.4 5.6 7.7 0 3.3 8.9 2.7 3.8 7.5 1.9 3.8 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At Stickley Dr Stickley Dr (Northbound)(Northbound) Stickley Dr Stickley Dr (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 6:00 AM 14 2 3 0 1 1 22 0 13 53 1 4 2 34 1 2 153 6:15 AM 17 1 1 0 3 3 28 0 9 69 0 6 2 33 1 0 173 6:30 AM 26 0 3 0 3 4 50 0 20 67 1 9 2 53 3 2 243 6:45 AM 26 2 3 0 9 5 36 0 20 64 2 6 5 45 4 1 228 797 7:00 AM 34 3 14 0 2 6 46 0 15 101 0 2 3 67 8 0 301 945 7:15 AM 35 8 12 0 4 4 41 0 35 140 0 4 6 85 7 0 381 1153 7:30 AM 40 11 16 0 7 4 55 0 17 138 1 5 9 91 10 0 404 1314 7:45 AM 33 5 7 0 13 7 55 0 45 115 1 4 9 120 10 0 424 1510 8:00 AM 39 2 5 0 6 5 52 0 22 77 1 6 6 95 8 0 324 1533 8:15 AM 46 6 10 0 11 6 47 0 23 70 0 6 13 87 6 0 331 1483 8:30 AM 26 12 14 0 10 5 43 0 30 85 0 8 6 77 7 0 323 1402 8:45 AM 34 13 4 0 10 13 59 0 28 98 1 4 10 81 8 0 363 1341 Peak 15-MinPeak 15-Min FlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 132 20 28 0 52 28 220 0 180 460 4 16 36 480 40 0 1696 Heavy Trucks 0 0 0 0 0 12 0 36 0 0 28 4 80 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: Stickley Dr -- Fairfax Pike QC JOB #: QC JOB #: 16076111 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 241 270 160 36 45 763 195 68 654 640 0.960.96 515 852 17 71 725 70 25 40 124 135 Peak-Hour: 4:00 PM -- 5:00 PMPeak-Hour: 4:00 PM -- 5:00 PM Peak 15-Min: 4:45 PM -- 5:00 PMPeak 15-Min: 4:45 PM -- 5:00 PM 3.3 3.3 3.1 2.8 4.4 2.5 2.1 2.9 2.4 4.1 2.5 3.5 0 1.4 3.9 1.4 12 0 1.6 3 0 1 0 3 0 0 0 0 0 0 1 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At Stickley Dr Stickley Dr (Northbound)(Northbound) Stickley Dr Stickley Dr (Southbound)(Southbound) Fairfax PikeFairfax Pike (Eastbound)(Eastbound) Fairfax PikeFairfax Pike (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 4:00 PM 21 4 9 0 9 9 40 0 55 134 4 8 16 134 9 0 452 4:15 PM 13 3 10 0 14 7 42 0 34 171 4 4 13 127 12 0 454 4:30 PM 26 6 6 0 11 10 33 0 49 155 4 2 21 137 26 0 486 4:45 PM 10 12 15 0 11 10 45 0 39 180 5 4 21 117 21 0 490 1882 5:00 PM 21 5 10 0 14 7 41 0 37 137 2 6 14 119 17 0 430 1860 5:15 PM 12 1 10 0 6 8 58 0 38 162 3 4 17 124 23 0 466 1872 5:30 PM 9 3 7 1 14 4 42 0 51 153 5 4 21 135 25 0 474 1860 5:45 PM 22 4 9 0 6 5 39 0 41 157 6 10 23 119 12 0 453 1823 6:00 PM 29 4 4 0 20 4 40 0 32 140 0 7 19 110 12 0 421 1814 6:15 PM 19 5 9 0 3 11 27 0 34 150 3 5 20 86 17 0 389 1737 6:30 PM 18 4 10 0 13 10 31 0 28 96 1 3 12 123 23 0 372 1635 6:45 PM 16 3 5 0 10 5 29 0 23 93 1 2 19 76 7 0 289 1471 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 40 48 60 0 44 40 180 0 156 720 20 16 84 468 84 0 1960 Heavy Trucks 0 8 0 8 0 8 4 20 0 0 8 0 56 Buses Pedestrians 12 0 4 0 16 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume LOCATION: LOCATION: Town Run Ln -- Stickley Dr QC JOB #: QC JOB #: 16076113 CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Tue, Mar 21 2023 32 9 25 0 7 41 6 3 19 129 0.830.83 16 135 0 0 136 0 0 0 0 0 Peak-Hour: 6:45 AM -- 7:45 AMPeak-Hour: 6:45 AM -- 7:45 AM Peak 15-Min: 7:30 AM -- 7:45 AMPeak 15-Min: 7:30 AM -- 7:45 AM 21.9 0 24 0 14.3 22 0 0 15.8 6.2 18.8 5.9 0 0 6.6 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 N/A N/A N/A N/A N/A N/A N/A N/A 15-Min Count15-Min CountPeriod Period Beginning AtBeginning At Town Run Ln Town Run Ln (Northbound)(Northbound) Town Run Ln Town Run Ln (Southbound)(Southbound) Stickley DrStickley Dr (Eastbound)(Eastbound) Stickley DrStickley Dr (Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU 6:00 AM 0 0 0 0 1 0 2 0 1 12 0 0 0 2 0 0 18 6:15 AM 0 0 0 0 2 0 0 0 1 12 0 0 0 1 0 0 16 6:30 AM 0 0 0 0 2 0 4 0 4 11 0 0 0 1 0 0 22 6:45 AM 0 0 0 0 0 0 2 0 2 18 0 0 0 2 1 0 25 81 7:00 AM 0 0 0 0 1 0 7 0 1 35 0 0 0 5 1 0 50 113 7:15 AM 0 0 0 0 0 0 4 0 2 43 0 0 0 5 1 0 55 152 7:30 AM 0 0 0 0 6 0 12 0 1 33 0 0 0 4 0 0 56 186 7:45 AM 0 0 0 0 1 0 6 0 0 8 0 0 0 6 0 0 21 182 8:00 AM 0 0 0 0 1 0 6 0 2 20 0 0 0 3 1 0 33 165 8:15 AM 0 0 0 0 0 0 8 0 1 35 0 0 0 4 1 0 49 159 8:30 AM 0 0 0 0 4 0 8 0 3 24 0 0 0 5 0 0 44 147 8:45 AM 0 0 0 0 2 0 8 0 1 29 0 0 0 9 1 0 50 176 Peak 15-MinPeak 15-MinFlowratesFlowrates NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU All Vehicles 0 0 0 0 24 0 48 0 4 132 0 0 0 16 0 0 224 Heavy Trucks 0 0 0 4 0 16 0 8 0 0 0 0 28 Buses Pedestrians 0 0 0 0 0 Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0 Scooters Comments: Report generated on 4/7/2023 2:53 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212 Page 1 of 1 Appendix C Level of Service Description Town Run Lane Wawa February 2024 Appendix C Kittelson & Associates, Inc. C1 APPENDIX C LEVEL-OF-SERVICE CONCEPT Level of service (LOS) is a concept developed to quantify the degree of comfort (including such elements as travel time, number of stops, total amount of stopped delay, and impediments caused by other vehicles) afforded to drivers as they travel through an intersection or roadway segment. Six grades are used to denote the various level of service from “A” to “F”.1 Signalized Intersections The six level-of-service grades are described qualitatively for signalized intersections in Table C1. Additionally, Table C2 identifies the relationship between level of service and average control delay per vehicle. Control delay is defined to include initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. Using this definition, Level of Service “D” is generally considered to represent the minimum acceptable design standard. Table C1 Level-of-Service Definitions (Signalized Intersections) Level of Service Average Delay per Vehicle A Very low average control delay, less than 10 seconds per vehicle. This occurs when progression is extremely favorable, and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may also contribute to low delay. B Average control delay is greater than 10 seconds per vehicle and less than or equal to 20 seconds per vehicle. This generally occurs with good progression and/or short cycle lengths. More vehicles stop than for a level of service A, causing higher levels of average delay. C Average control delay is greater than 20 seconds per vehicle and less than or equal to 35 seconds per vehicle. These higher delays may result from fair progression and/or longer cycle lengths. Individual cycle failures may begin to appear at this level. The number of vehicles stopping is significant at this level, although many still pass through the intersection without stopping. D Average control delay is greater than 35 seconds per vehicle and less than or equal to 55 seconds per vehicle. The influence of congestion becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle length, or high volume/capacity ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable. E Average control delay is greater than 55 seconds per vehicle and less than or equal to 80 seconds per vehicle. This is usually considered to be the limit of acceptable delay. These high delay values generally (but not always) indicate poor progression, long cycle lengths, and high volume/capacity ratios. Individual cycle failures are frequent occurrences. F Average control delay is in excess of 80 seconds per vehicle. This is considered to be unacceptable to most drivers. This condition often occurs with oversaturation. It may also occur at high volume/capacity ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also contribute to such high delay values. Most of the material in this Appendix is adapted from the Transportation Research Board, Highway Capacity Manual, (2016). 1 Most of the material in this Appendix is adapted from the Transportation Research Board, Highway Capacity Manual, (2016). Town Run Lane Wawa February 2024 Appendix C Kittelson & Associates, Inc. C2 Table C2 Level-of-Service Criteria for Signalized Intersections Level of Service Average Control Delay per Vehicle (Seconds) A <10.0 B >10 and (20 C >20 and (35 D >35 and (55 E >55 and (80 F >80 Unsignalized Intersections Unsignalized intersections include two-way stop-controlled (TWSC) and all-way stop-controlled (AWSC) intersections. The 2010 Highway Capacity Manual (HCM) provides models for estimating control delay at both TWSC and AWSC intersections. A qualitative description of the various service levels associated with an unsignalized intersection is presented in Table C3. A quantitative definition of level of service for unsignalized intersections is presented in Table C4. Using this definition, Level of Service “E” is generally considered to represent the minimum acceptable design standard. Table C3 Level-of-Service Criteria for Unsignalized Intersections Level of Service Average Delay per Vehicle to Minor Street A • Nearly all drivers find freedom of operation. • Very seldom is there more than one vehicle in queue. B • Some drivers begin to consider the delay an inconvenience. • Occasionally there is more than one vehicle in queue. C • Many times, there is more than one vehicle in queue. • Most drivers feel restricted, but not objectionably so. D • Often there is more than one vehicle in queue. • Drivers feel quite restricted. E • Represents a condition in which the demand is near or equal to the probable maximum number of vehicles that can be accommodated by the movement. • There is almost always more than one vehicle in queue. • Drivers find the delays approaching intolerable levels. F • Forced flow. • Represents an intersection failure condition that is caused by geometric and/or operational constraints external to the intersection. Town Run Lane Wawa February 2024 Appendix C Kittelson & Associates, Inc. C3 Table C4 Level-of-Service Criteria for Unsignalized Intersections It should be noted that the level-of-service criteria for unsignalized intersections are somewhat different than the criteria used for signalized intersections. The primary reason for this difference is that drivers expect different levels of performance from different kinds of transportation facilities. The expectation is that a signalized intersection is designed to carry higher traffic volumes than an unsignalized intersection. Additionally, there are a number of driver behavior considerations that combine to make delays at signalized intersections less galling than at unsignalized intersections. For example, drivers at signalized intersections are able to relax during the red interval, while drivers on the minor street approaches to TWSC intersections must remain attentive to the task of identifying acceptable gaps and vehicle conflicts. Also, there is often much more variability in the amount of delay experienced by individual drivers at unsignalized intersections than signalized intersections. For these reasons, it is considered that the control delay threshold for any given level of servic e is less for an unsignalized intersection than for a signalized intersection. While overall intersection level of service is calculated for AWSC intersections, level of service is only calculated for the minor approaches and the major street left turn movements at TWSC intersections. No delay is assumed to the major street through movements. For TWSC intersections, the overall intersection level of service remains undefined: level of service is only calculated for each minor street lane. In the performance evaluation of TWSC intersections, it is important to consider other measures of effectiveness (MOEs) in addition to delay, such as v/c ratios for individual movements, average queue lengths, and 95th-percentile queue lengths. By focusing on a single MOE for the worst movement only, such as delay for the minor-street left turn, users may make inappropriate traffic control decisions. The potential for making such inappropriate decisions is likely to be particularly pronounced when the HCM level-of-service thresholds are adopted as legal standards, as is the case in many public agencies. Level of Service Average Control Delay per Vehicle (Seconds) A <10.0 B >10.0 and (15.0 C >15.0 and (25.0 D >25.0 and (35.0 E >35.0 and (50.0 F >50.0 Appendix D Existing Conditions Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Existing Town Run Lane Wawa Synchro 11 Report AM - Existing Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 497 52 148 406 0 0 0 0 164 0 139 Future Volume (veh/h) 0 497 52 148 406 0 0 0 0 164 0 139 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 529 0 157 432 0 174 0 137 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 729 1408 0 221 0 172 Arrive On Green 0.00 0.48 0.00 0.51 1.00 0.00 0.12 0.00 0.12 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 529 0 157 432 0 174 0 137 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 28.3 0.0 0.0 0.0 0.0 12.1 0.0 12.3 Cycle Q Clear(g_c), s 0.0 28.3 0.0 0.0 0.0 0.0 12.1 0.0 12.3 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 729 1408 0 221 0 172 V/C Ratio(X) 0.00 0.62 0.22 0.31 0.00 0.79 0.00 0.80 Avail Cap(c_a), veh/h 0 859 729 1408 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.91 0.91 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 25.1 0.0 11.5 0.0 0.0 55.4 0.0 55.5 Incr Delay (d2), s/veh 0.0 3.3 0.0 0.1 0.5 0.0 7.3 0.0 9.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 18.8 0.0 3.2 0.4 0.0 10.0 0.0 8.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 28.4 0.0 11.6 0.5 0.0 62.8 0.0 65.1 LnGrp LOS A C B A A E A E Approach Vol, veh/h 529 A 589 311 Approach Delay, s/veh 28.4 3.5 63.8 Approach LOS C A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 108.7 39.7 69.0 21.3 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 30.3 14.3 Green Ext Time (p_c), s 2.6 0.3 3.3 1.6 Intersection Summary HCM 6th Ctrl Delay 25.8 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Existing Town Run Lane Wawa Synchro 11 Report AM - Existing Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 159 502 0 0 486 324 68 0 184 0 0 0 Future Volume (veh/h) 159 502 0 0 486 324 68 0 184 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 171 540 0 0 523 321 73 0 183 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 553 1352 0 0 1206 997 248 0 210 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.14 0.00 0.14 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 171 540 0 0 523 321 73 0 183 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 4.5 0.0 0.0 0.0 0.0 0.0 4.7 0.0 15.2 Cycle Q Clear(g_c), s 4.5 0.0 0.0 0.0 0.0 0.0 4.7 0.0 15.2 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 553 1352 0 0 1206 997 248 0 210 V/C Ratio(X) 0.31 0.40 0.00 0.00 0.43 0.32 0.29 0.00 0.87 Avail Cap(c_a), veh/h 571 1352 0 0 1206 997 361 0 306 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.83 0.83 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 5.6 0.0 0.0 0.0 0.0 0.0 50.4 0.0 55.0 Incr Delay (d2), s/veh 0.3 0.7 0.0 0.0 1.1 0.9 0.7 0.0 16.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln2.5 0.5 0.0 0.0 0.7 0.4 3.9 0.0 11.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 5.9 0.7 0.0 0.0 1.1 0.9 51.1 0.0 71.5 LnGrp LOS A A A A A A D A E Approach Vol, veh/h 711 844 256 Approach Delay, s/veh 2.0 1.0 65.7 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 106.1 13.6 92.5 23.9 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 6.5 2.0 17.2 Green Ext Time (p_c), s 6.7 0.1 9.0 0.6 Intersection Summary HCM 6th Ctrl Delay 10.5 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike AM - Existing Town Run Lane Wawa Synchro 11 Report AM - Existing Page 3 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 597 89 0 810 0 30 Future Vol, veh/h 597 89 0 810 0 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 9 3 0 7 0 10 Mvmt Flow 642 96 0 871 0 32 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 690 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 427 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 427 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 14.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 427 - - - HCM Lane V/C Ratio 0.076 - - - HCM Control Delay (s) 14.1 - - - HCM Lane LOS B - - - HCM 95th %tile Q(veh) 0.2 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike AM - Existing Town Run Lane Wawa Synchro 11 Report AM - Existing Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 138 470 3 30 391 35 147 26 40 30 20 203 Future Volume (veh/h) 138 470 3 30 391 35 147 26 40 30 20 203 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 153 522 3 33 434 32 163 29 42 33 22 186 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 847 1960 1056 630 866 425 242 65 95 196 117 662 Arrive On Green 0.74 1.00 1.00 0.04 0.25 0.25 0.07 0.10 0.10 0.04 0.06 0.06 Sat Flow, veh/h 1781 3357 1609 1767 3441 1469 1767 679 984 1767 1900 1535 Grp Volume(v), veh/h 153 522 3 33 434 32 163 0 71 33 22 186 Grp Sat Flow(s),veh/h/ln 1781 1678 1609 1767 1721 1469 1767 0 1664 1767 1900 1535 Q Serve(g_s), s 0.0 0.0 0.0 0.9 14.0 0.5 9.4 0.0 5.2 2.1 1.4 2.5 Cycle Q Clear(g_c), s 0.0 0.0 0.0 0.9 14.0 0.5 9.4 0.0 5.2 2.1 1.4 2.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 847 1960 1056 630 866 425 242 0 160 196 117 662 V/C Ratio(X) 0.18 0.27 0.00 0.05 0.50 0.08 0.67 0.00 0.44 0.17 0.19 0.28 Avail Cap(c_a), veh/h 847 1960 1056 682 866 425 242 0 223 257 254 773 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 6.8 0.0 0.0 9.5 41.7 13.8 54.1 0.0 55.4 49.8 57.9 8.4 Incr Delay (d2), s/veh 0.1 0.3 0.0 0.0 2.1 0.3 7.1 0.0 2.7 0.4 1.1 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.9 0.2 0.0 0.7 10.4 0.8 9.5 0.0 4.2 1.7 1.3 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.9 0.3 0.0 9.5 43.7 14.2 61.2 0.0 58.2 50.2 59.0 8.7 LnGrp LOS A A A A D B E A E D E A Approach Vol, veh/h 678 499 234 241 Approach Delay, s/veh 1.8 39.6 60.3 19.0 Approach LOS A D E B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.2 83.2 18.0 16.6 55.4 40.0 13.5 21.1 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 63 * 9.4 * 17 * 39 * 33 * 9.4 * 17 Max Q Clear Time (g_c+I1), s 2.9 2.0 11.4 4.5 2.0 16.0 4.1 7.2 Green Ext Time (p_c), s 0.0 6.3 0.0 0.8 0.4 3.8 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 24.0 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln AM - Existing Town Run Lane Wawa Synchro 11 Report AM - Existing Page 5 Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 5 104 18 2 8 28 Future Vol, veh/h 5 104 18 2 8 28 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 74 74 74 74 74 74 Heavy Vehicles, % 0 6 17 0 12 39 Mvmt Flow 7 141 24 3 11 38 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 27 0 - 0 181 26 Stage 1 - - - - 26 - Stage 2 - - - - 155 - Critical Hdwy 4.1 - - - 6.52 6.59 Critical Hdwy Stg 1 - - - - 5.52 - Critical Hdwy Stg 2 - - - - 5.52 - Follow-up Hdwy 2.2 - - - 3.608 3.651 Pot Cap-1 Maneuver 1600 - - - 786 953 Stage 1 - - - - 971 - Stage 2 - - - - 849 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1600 - - - 783 953 Mov Cap-2 Maneuver - - - - 783 - Stage 1 - - - - 967 - Stage 2 - - - - 849 - Approach EB WB SB HCM Control Delay, s 0.3 0 9.2 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1600 - - - 909 HCM Lane V/C Ratio 0.004 - - - 0.054 HCM Control Delay (s) 7.3 - - - 9.2 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.2 Queuing and Blocking Report Town Run Lane Wawa AM - Existing AM - Existing Town Run Lane Wawa SimTraffic Report AM - Existing Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 347 159 139 350 259 107 Average Queue (ft) 126 12 67 119 135 52 95th Queue (ft) 260 82 137 263 227 91 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 3 0 1 3 Queuing Penalty (veh) 2 0 2 5 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 134 172 97 88 153 149 Average Queue (ft) 57 53 73 47 66 63 95th Queue (ft) 106 126 119 93 129 116 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 10 1 Queuing Penalty (veh) 43 5 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 1 0 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 2 282 134 53 Average Queue (ft) 0 97 16 17 95th Queue (ft) 2 244 74 44 Link Distance (ft) 82 450 450 1408 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Existing AM - Existing Town Run Lane Wawa SimTraffic Report AM - Existing Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 133 148 163 7 42 232 196 63 239 108 67 65 Average Queue (ft) 50 63 71 0 12 97 74 14 119 34 21 16 95th Queue (ft) 106 123 139 5 34 193 160 45 224 84 55 47 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 116 Average Queue (ft) 41 95th Queue (ft) 83 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 58 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Existing Town Run Lane Wawa Synchro 11 Report PM - Existing Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 517 65 150 480 0 0 0 0 335 0 149 Future Volume (veh/h) 0 517 65 150 480 0 0 0 0 335 0 149 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 539 0 156 500 0 349 0 145 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 682 597 1269 0 403 0 339 Arrive On Green 0.00 0.37 0.00 0.26 0.68 0.00 0.22 0.00 0.22 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 539 0 156 500 0 349 0 145 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 33.9 0.0 0.0 15.2 0.0 24.2 0.0 10.6 Cycle Q Clear(g_c), s 0.0 33.9 0.0 0.0 15.2 0.0 24.2 0.0 10.6 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 682 597 1269 0 403 0 339 V/C Ratio(X) 0.00 0.79 0.26 0.39 0.00 0.87 0.00 0.43 Avail Cap(c_a), veh/h 0 682 597 1269 0 565 0 475 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.89 0.89 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 36.4 0.0 31.3 8.9 0.0 48.7 0.0 43.4 Incr Delay (d2), s/veh 0.0 9.0 0.0 0.2 0.8 0.0 10.7 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 23.7 0.0 6.8 10.2 0.0 17.8 0.0 7.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 45.4 0.0 31.5 9.7 0.0 59.4 0.0 44.5 LnGrp LOS A D C A A E A D Approach Vol, veh/h 539 A 656 494 Approach Delay, s/veh 45.4 14.9 55.0 Approach LOS D B E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 95.7 40.7 55.0 34.3 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 77 * 25 * 48 40.6 Max Q Clear Time (g_c+I1), s 17.2 2.0 35.9 26.2 Green Ext Time (p_c), s 3.1 0.4 2.5 2.8 Intersection Summary HCM 6th Ctrl Delay 36.4 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Existing Town Run Lane Wawa Synchro 11 Report PM - Existing Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 118 734 0 0 573 303 57 0 214 0 0 0 Future Volume (veh/h) 118 734 0 0 573 303 57 0 214 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 120 749 0 0 585 286 58 0 202 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 532 1402 0 0 1200 1008 265 0 229 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.15 0.00 0.15 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 120 749 0 0 585 286 58 0 202 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.0 0.0 0.0 0.0 0.0 0.0 3.7 0.0 16.5 Cycle Q Clear(g_c), s 3.0 0.0 0.0 0.0 0.0 0.0 3.7 0.0 16.5 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 532 1402 0 0 1200 1008 265 0 229 V/C Ratio(X) 0.23 0.53 0.00 0.00 0.49 0.28 0.22 0.00 0.88 Avail Cap(c_a), veh/h 551 1402 0 0 1200 1008 361 0 311 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.68 0.68 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 5.8 0.0 0.0 0.0 0.0 0.0 48.9 0.0 54.4 Incr Delay (d2), s/veh 0.1 1.0 0.0 0.0 1.4 0.7 0.4 0.0 19.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln1.8 0.7 0.0 0.0 0.9 0.4 3.1 0.0 12.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 5.9 1.0 0.0 0.0 1.4 0.7 49.3 0.0 73.9 LnGrp LOS A A A A A A D A E Approach Vol, veh/h 869 871 260 Approach Delay, s/veh 1.7 1.2 68.4 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 104.8 13.5 91.3 25.2 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 5.0 2.0 18.5 Green Ext Time (p_c), s 11.2 0.1 9.9 0.6 Intersection Summary HCM 6th Ctrl Delay 10.1 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike PM - Existing Town Run Lane Wawa Synchro 11 Report PM - Existing Page 3 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 825 123 0 876 0 27 Future Vol, veh/h 825 123 0 876 0 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 3 1 0 4 0 10 Mvmt Flow 859 128 0 913 0 28 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 923 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 312 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 312 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 17.7 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 312 - - - HCM Lane V/C Ratio 0.09 - - - HCM Control Delay (s) 17.7 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 0.3 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike PM - Existing Town Run Lane Wawa Synchro 11 Report PM - Existing Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 179 634 14 73 497 87 69 24 41 42 35 177 Future Volume (veh/h) 179 634 14 73 497 87 69 24 41 42 35 177 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 186 660 12 76 518 74 72 25 41 44 36 151 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 549 1924 965 570 1862 889 248 68 112 223 200 272 Arrive On Green 0.14 1.00 1.00 0.05 0.53 0.53 0.05 0.11 0.11 0.04 0.11 0.11 Sat Flow, veh/h 1781 3497 1609 1795 3497 1546 1767 607 995 1711 1900 1572 Grp Volume(v), veh/h 186 660 12 76 518 74 72 0 66 44 36 151 Grp Sat Flow(s),veh/h/ln 1781 1749 1609 1795 1749 1546 1767 0 1602 1711 1900 1572 Q Serve(g_s), s 6.4 0.0 0.0 2.3 10.6 2.8 4.7 0.0 5.0 2.9 2.2 11.4 Cycle Q Clear(g_c), s 6.4 0.0 0.0 2.3 10.6 2.8 4.7 0.0 5.0 2.9 2.2 11.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.62 1.00 1.00 Lane Grp Cap(c), veh/h 549 1924 965 570 1862 889 248 0 180 223 200 272 V/C Ratio(X) 0.34 0.34 0.01 0.13 0.28 0.08 0.29 0.00 0.37 0.20 0.18 0.55 Avail Cap(c_a), veh/h 889 1924 965 600 1862 889 287 0 202 274 240 306 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.3 0.0 0.0 10.8 16.7 12.3 48.4 0.0 53.5 47.7 53.1 49.1 Incr Delay (d2), s/veh 0.4 0.5 0.0 0.1 0.4 0.2 0.6 0.0 1.8 0.4 0.6 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 4.1 0.2 0.0 1.7 7.9 1.8 3.8 0.0 3.7 2.3 2.0 8.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.7 0.5 0.0 10.9 17.1 12.5 49.1 0.0 55.2 48.2 53.7 51.6 LnGrp LOS B A A B B B D A E D D D Approach Vol, veh/h 858 668 138 231 Approach Delay, s/veh 2.9 15.9 52.0 51.3 Approach LOS A B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 13.9 78.8 15.1 22.3 16.2 76.5 14.2 23.2 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 64 * 9.4 * 16 * 34 * 39 * 9.4 * 16 Max Q Clear Time (g_c+I1), s 4.3 2.0 6.7 13.4 8.4 12.6 4.9 7.0 Green Ext Time (p_c), s 0.1 8.5 0.0 0.2 0.5 5.8 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 16.9 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln PM - Existing Town Run Lane Wawa Synchro 11 Report PM - Existing Page 5 Intersection Int Delay, s/veh 3.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 12 92 62 5 5 81 Future Vol, veh/h 12 92 62 5 5 81 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 17 1 0 0 0 0 Mvmt Flow 13 100 67 5 5 88 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 72 0 - 0 196 70 Stage 1 - - - - 70 - Stage 2 - - - - 126 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1438 - - - 797 998 Stage 1 - - - - 958 - Stage 2 - - - - 905 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1438 - - - 790 998 Mov Cap-2 Maneuver - - - - 790 - Stage 1 - - - - 949 - Stage 2 - - - - 905 - Approach EB WB SB HCM Control Delay, s 0.9 0 9 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1438 - - - 983 HCM Lane V/C Ratio 0.009 - - - 0.095 HCM Control Delay (s) 7.5 - - - 9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.3 Queuing and Blocking Report Town Run Lane Wawa PM - Existing PM - Existing Town Run Lane Wawa SimTraffic Report PM - Existing Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 478 180 140 385 402 115 Average Queue (ft) 217 31 86 159 231 48 95th Queue (ft) 412 141 157 316 352 91 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 12 0 2 6 Queuing Penalty (veh) 8 1 8 9 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 139 244 96 77 160 204 Average Queue (ft) 62 83 69 30 55 89 95th Queue (ft) 120 189 112 62 120 165 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 9 0 Queuing Penalty (veh) 38 1 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 0 2 0 0 Queuing Penalty (veh) 2 3 0 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 28 182 21 49 Average Queue (ft) 1 37 1 16 95th Queue (ft) 16 119 12 42 Link Distance (ft) 82 450 450 1408 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Existing PM - Existing Town Run Lane Wawa SimTraffic Report PM - Existing Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 141 175 194 29 86 264 213 68 123 123 106 79 Average Queue (ft) 60 85 99 3 29 116 78 22 45 36 34 25 95th Queue (ft) 113 151 172 19 67 217 163 56 95 89 82 61 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 106 Average Queue (ft) 36 95th Queue (ft) 78 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 69 Appendix E Year 2024 In-Process Trips Town Run Lane Wawa ITE Trip Gen 11th Ed Stickley Drive Development Total In Out Total In Out Hotel 310 70 Rooms 335 28 16 12 24 12 12 Strip Retail Plaza 822 10.000 1,000 S.F.652 24 14 10 66 37 29 (328)(25)(14)(11)(24)(12)(12) 659 27 16 11 66 37 29 1Pass-by data not available for ITE LUC 822. Pass-by rates for ITE LUC 821 (Shoping Plaza 40k-150k SF) used. Weekday AM Peak Hour Weekday PM Peak HourWeekday Daily Net New Trips Pass-bys (40% AM/PM)1 Peak Hour Adjacent Street Land Use ITE Code Units C:\Users\local_abutsick\Temp\AcPublish_2400\28729 - ReportFigs.dwg Apr 27, 2023 - 2:36pm - abutsick Layout Tab: E1Stickley Drive Development - Net-New Trips Weekday AM & PM Peak Hours Frederick County, VA E1 Town Run Lane Wawa May 2023 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM *PASS-BY TRIPS ASSUMED TO ORIGINATE FROM STICKLEY DRIVE TO STRIP RETAIL32 2 2 35 4 2 4 4 6 62224 3 17 576 6 4 713 10 6 10 10 16 1646610 7 31413 Appendix F Year 2024 Background Traffic Conditions Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Background 2024 Town Run Lane Wawa Synchro 11 Report AM - Background 2024 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 504 53 151 412 0 0 0 0 169 0 140 Future Volume (veh/h) 0 504 53 151 412 0 0 0 0 169 0 140 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 536 0 161 438 0 180 0 138 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 720 1404 0 225 0 175 Arrive On Green 0.00 0.48 0.00 0.50 1.00 0.00 0.12 0.00 0.12 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 536 0 161 438 0 180 0 138 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 28.8 0.0 0.0 0.0 0.0 12.6 0.0 12.4 Cycle Q Clear(g_c), s 0.0 28.8 0.0 0.0 0.0 0.0 12.6 0.0 12.4 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 720 1404 0 225 0 175 V/C Ratio(X) 0.00 0.62 0.22 0.31 0.00 0.80 0.00 0.79 Avail Cap(c_a), veh/h 0 859 720 1404 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.91 0.91 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 25.2 0.0 12.0 0.0 0.0 55.3 0.0 55.2 Incr Delay (d2), s/veh 0.0 3.4 0.0 0.1 0.5 0.0 7.6 0.0 9.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 19.1 0.0 3.4 0.4 0.0 10.3 0.0 8.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 28.6 0.0 12.1 0.5 0.0 63.0 0.0 64.2 LnGrp LOS A C B A A E A E Approach Vol, veh/h 536 A 599 318 Approach Delay, s/veh 28.6 3.6 63.5 Approach LOS C A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 108.4 39.4 69.0 21.6 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 30.8 14.6 Green Ext Time (p_c), s 2.7 0.3 3.3 1.6 Intersection Summary HCM 6th Ctrl Delay 25.9 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Background 2024 Town Run Lane Wawa Synchro 11 Report AM - Background 2024 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 161 512 0 0 495 329 69 0 189 0 0 0 Future Volume (veh/h) 161 512 0 0 495 329 69 0 189 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 173 551 0 0 532 327 74 0 187 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 546 1347 0 0 1202 994 253 0 214 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.14 0.00 0.14 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 173 551 0 0 532 327 74 0 187 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 4.6 0.0 0.0 0.0 0.0 0.0 4.8 0.0 15.5 Cycle Q Clear(g_c), s 4.6 0.0 0.0 0.0 0.0 0.0 4.8 0.0 15.5 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 546 1347 0 0 1202 994 253 0 214 V/C Ratio(X) 0.32 0.41 0.00 0.00 0.44 0.33 0.29 0.00 0.87 Avail Cap(c_a), veh/h 564 1347 0 0 1202 994 361 0 306 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.83 0.83 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 5.7 0.0 0.0 0.0 0.0 0.0 50.2 0.0 54.8 Incr Delay (d2), s/veh 0.3 0.8 0.0 0.0 1.2 0.9 0.6 0.0 17.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln2.6 0.5 0.0 0.0 0.7 0.4 4.0 0.0 11.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.0 0.8 0.0 0.0 1.2 0.9 50.8 0.0 72.1 LnGrp LOS A A A A A A D A E Approach Vol, veh/h 724 859 261 Approach Delay, s/veh 2.0 1.1 66.0 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 105.7 13.6 92.2 24.3 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 6.6 2.0 17.5 Green Ext Time (p_c), s 6.9 0.1 9.3 0.6 Intersection Summary HCM 6th Ctrl Delay 10.6 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike AM - Background 2024 Town Run Lane Wawa Synchro 11 Report AM - Background 2024 Page 3 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 607 94 0 824 0 30 Future Vol, veh/h 607 94 0 824 0 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 9 3 0 7 0 10 Mvmt Flow 653 101 0 886 0 32 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 704 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 419 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 419 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 14.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 419 - - - HCM Lane V/C Ratio 0.077 - - - HCM Control Delay (s) 14.3 - - - HCM Lane LOS B - - - HCM 95th %tile Q(veh) 0.2 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr & Fairfax Pike AM - Background 2024 Town Run Lane Wawa Synchro 11 Report AM - Background 2024 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 139 475 7 33 395 35 154 28 42 30 22 205 Future Volume (veh/h) 139 475 7 33 395 35 154 28 42 30 22 205 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 151 516 7 36 429 0 167 30 44 33 24 183 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 853 1955 1053 632 866 425 241 65 95 193 117 662 Arrive On Green 0.74 1.00 1.00 0.04 0.25 0.00 0.07 0.10 0.10 0.04 0.06 0.06 Sat Flow, veh/h 1781 3357 1609 1767 3441 1472 1767 674 989 1767 1900 1535 Grp Volume(v), veh/h 151 516 7 36 429 0 167 0 74 33 24 183 Grp Sat Flow(s),veh/h/ln 1781 1678 1609 1767 1721 1472 1767 0 1663 1767 1900 1535 Q Serve(g_s), s 0.0 0.0 0.0 1.0 13.9 0.0 9.4 0.0 5.5 2.1 1.6 2.4 Cycle Q Clear(g_c), s 0.0 0.0 0.0 1.0 13.9 0.0 9.4 0.0 5.5 2.1 1.6 2.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 853 1955 1053 632 866 425 241 0 160 193 117 662 V/C Ratio(X) 0.18 0.26 0.01 0.06 0.50 0.00 0.69 0.00 0.46 0.17 0.21 0.28 Avail Cap(c_a), veh/h 853 1955 1053 681 866 425 241 0 223 255 254 773 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 6.8 0.0 0.0 9.5 41.6 0.0 54.3 0.0 55.5 49.8 58.0 8.4 Incr Delay (d2), s/veh 0.1 0.3 0.0 0.0 2.0 0.0 8.3 0.0 2.9 0.4 1.2 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.8 0.2 0.0 0.7 10.3 0.0 9.8 0.0 4.3 1.7 1.4 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.8 0.3 0.0 9.5 43.6 0.0 62.6 0.0 58.5 50.2 59.2 8.7 LnGrp LOS A A A A D A E A E D E A Approach Vol, veh/h 674 465 241 240 Approach Delay, s/veh 1.8 41.0 61.3 19.5 Approach LOS A D E B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.4 83.0 18.0 16.6 55.4 40.0 13.5 21.1 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 63 * 9.4 * 17 * 39 * 33 * 9.4 * 17 Max Q Clear Time (g_c+I1), s 3.0 2.0 11.4 4.4 2.0 15.9 4.1 7.5 Green Ext Time (p_c), s 0.0 6.2 0.0 0.8 0.4 3.6 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 24.5 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln AM - Background 2024 Town Run Lane Wawa Synchro 11 Report AM - Background 2024 Page 5 Intersection Int Delay, s/veh 2.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 12 105 18 7 8 29 Future Vol, veh/h 12 105 18 7 8 29 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 6 17 0 12 39 Mvmt Flow 13 114 20 8 9 32 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 28 0 - 0 164 24 Stage 1 - - - - 24 - Stage 2 - - - - 140 - Critical Hdwy 4.1 - - - 6.52 6.59 Critical Hdwy Stg 1 - - - - 5.52 - Critical Hdwy Stg 2 - - - - 5.52 - Follow-up Hdwy 2.2 - - - 3.608 3.651 Pot Cap-1 Maneuver 1599 - - - 804 955 Stage 1 - - - - 973 - Stage 2 - - - - 863 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1599 - - - 798 955 Mov Cap-2 Maneuver - - - - 798 - Stage 1 - - - - 965 - Stage 2 - - - - 863 - Approach EB WB SB HCM Control Delay, s 0.7 0 9.1 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1599 - - - 916 HCM Lane V/C Ratio 0.008 - - - 0.044 HCM Control Delay (s) 7.3 - - - 9.1 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.1 Queuing and Blocking Report Town Run Lane Wawa AM - Background 2024 AM - Background 2024 Town Run Lane Wawa SimTraffic Report AM - Background 2024 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 320 102 139 351 268 129 Average Queue (ft) 126 7 65 127 140 56 95th Queue (ft) 256 65 138 271 228 104 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 3 0 1 4 Queuing Penalty (veh) 2 0 3 6 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 126 199 96 89 171 180 Average Queue (ft) 56 57 73 50 70 65 95th Queue (ft) 104 140 119 98 136 126 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 11 1 Queuing Penalty (veh) 44 6 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 0 1 0 0 Queuing Penalty (veh) 1 1 0 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 4 300 152 60 Average Queue (ft) 0 95 21 19 95th Queue (ft) 4 241 86 47 Link Distance (ft) 82 450 450 1408 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Background 2024 AM - Background 2024 Town Run Lane Wawa SimTraffic Report AM - Background 2024 Page 2 Intersection: 4: Stickley Dr & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 138 152 163 16 46 224 214 60 253 109 69 54 Average Queue (ft) 48 64 72 1 13 99 83 14 128 33 21 15 95th Queue (ft) 101 123 138 9 36 196 174 45 228 81 53 41 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 4: Stickley Dr & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 101 Average Queue (ft) 41 95th Queue (ft) 81 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 62 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Background 2024 Town Run Lane Wawa Synchro 11 Report PM - Background 2024 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 528 66 158 489 0 0 0 0 345 0 150 Future Volume (veh/h) 0 528 66 158 489 0 0 0 0 345 0 150 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 550 0 165 509 0 359 0 146 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 682 581 1259 0 412 0 347 Arrive On Green 0.00 0.37 0.00 0.26 0.68 0.00 0.23 0.00 0.23 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 550 0 165 509 0 359 0 146 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 34.9 0.0 0.0 15.8 0.0 24.8 0.0 10.6 Cycle Q Clear(g_c), s 0.0 34.9 0.0 0.0 15.8 0.0 24.8 0.0 10.6 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 682 581 1259 0 412 0 347 V/C Ratio(X) 0.00 0.81 0.28 0.40 0.00 0.87 0.00 0.42 Avail Cap(c_a), veh/h 0 682 581 1259 0 565 0 475 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.89 0.89 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 36.7 0.0 32.6 9.3 0.0 48.3 0.0 42.9 Incr Delay (d2), s/veh 0.0 9.8 0.0 0.2 0.9 0.0 11.3 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 17.6 0.0 4.0 6.6 0.0 12.5 0.0 4.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 46.5 0.0 32.8 10.1 0.0 59.7 0.0 43.8 LnGrp LOS A D C B A E A D Approach Vol, veh/h 550 A 674 505 Approach Delay, s/veh 46.5 15.7 55.1 Approach LOS D B E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 95.0 40.0 55.0 35.0 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 77 * 22 * 48 40.6 Max Q Clear Time (g_c+I1), s 17.8 2.0 36.9 26.8 Green Ext Time (p_c), s 3.2 0.3 2.4 2.8 Intersection Summary HCM 6th Ctrl Delay 37.0 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Background 2024 Town Run Lane Wawa Synchro 11 Report PM - Background 2024 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 119 754 0 0 589 312 58 0 223 0 0 0 Future Volume (veh/h) 119 754 0 0 589 312 58 0 223 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 121 769 0 0 601 294 59 0 211 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 520 1392 0 0 1189 1000 275 0 237 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.15 0.00 0.15 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 121 769 0 0 601 294 59 0 211 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.1 0.0 0.0 0.0 0.0 0.0 3.7 0.0 17.2 Cycle Q Clear(g_c), s 3.1 0.0 0.0 0.0 0.0 0.0 3.7 0.0 17.2 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 520 1392 0 0 1189 1000 275 0 237 V/C Ratio(X) 0.23 0.55 0.00 0.00 0.51 0.29 0.21 0.00 0.89 Avail Cap(c_a), veh/h 539 1392 0 0 1189 1000 361 0 311 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.65 0.65 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 6.0 0.0 0.0 0.0 0.0 0.0 48.3 0.0 54.0 Incr Delay (d2), s/veh 0.1 1.0 0.0 0.0 1.5 0.7 0.4 0.0 21.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.0 0.4 0.0 0.0 0.5 0.2 1.7 0.0 8.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.1 1.0 0.0 0.0 1.5 0.7 48.7 0.0 75.1 LnGrp LOS A A A A A A D A E Approach Vol, veh/h 890 895 270 Approach Delay, s/veh 1.7 1.3 69.4 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 104.1 13.5 90.6 25.9 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 5.1 2.0 19.2 Green Ext Time (p_c), s 11.8 0.1 10.3 0.6 Intersection Summary HCM 6th Ctrl Delay 10.4 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike PM - Background 2024 Town Run Lane Wawa Synchro 11 Report PM - Background 2024 Page 3 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 843 134 0 901 0 27 Future Vol, veh/h 843 134 0 901 0 27 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 3 1 0 4 0 10 Mvmt Flow 878 140 0 939 0 28 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 948 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 301 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 301 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 18.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 301 - - - HCM Lane V/C Ratio 0.093 - - - HCM Control Delay (s) 18.2 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 0.3 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr & Fairfax Pike PM - Background 2024 Town Run Lane Wawa Synchro 11 Report PM - Background 2024 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 181 640 24 81 502 88 86 28 47 42 41 179 Future Volume (veh/h) 181 640 24 81 502 88 86 28 47 42 41 179 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 189 667 21 84 523 75 90 29 47 44 43 152 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 539 1890 963 558 1824 872 258 74 120 227 201 276 Arrive On Green 0.14 1.00 1.00 0.05 0.52 0.52 0.06 0.12 0.12 0.04 0.11 0.11 Sat Flow, veh/h 1781 3497 1609 1795 3497 1546 1767 612 991 1711 1900 1572 Grp Volume(v), veh/h 189 667 21 84 523 75 90 0 76 44 43 152 Grp Sat Flow(s),veh/h/ln 1781 1749 1609 1795 1749 1546 1767 0 1603 1711 1900 1572 Q Serve(g_s), s 6.6 0.0 0.0 2.6 10.9 2.9 5.8 0.0 5.7 2.9 2.7 11.5 Cycle Q Clear(g_c), s 6.6 0.0 0.0 2.6 10.9 2.9 5.8 0.0 5.7 2.9 2.7 11.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.62 1.00 1.00 Lane Grp Cap(c), veh/h 539 1890 963 558 1824 872 258 0 194 227 201 276 V/C Ratio(X) 0.35 0.35 0.02 0.15 0.29 0.09 0.35 0.00 0.39 0.19 0.21 0.55 Avail Cap(c_a), veh/h 876 1890 963 586 1824 872 283 0 202 277 240 309 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.8 0.0 0.0 11.4 17.5 13.0 47.9 0.0 52.7 46.8 53.2 48.9 Incr Delay (d2), s/veh 0.4 0.5 0.0 0.1 0.4 0.2 0.8 0.0 1.8 0.4 0.8 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.4 0.1 0.0 1.1 4.6 1.0 2.6 0.0 2.4 1.2 1.3 4.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 12.2 0.5 0.0 11.5 17.9 13.2 48.7 0.0 54.6 47.2 54.0 51.3 LnGrp LOS B A A B B B D A D D D D Approach Vol, veh/h 877 682 166 239 Approach Delay, s/veh 3.0 16.6 51.4 51.0 Approach LOS A B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 77.6 16.2 22.3 16.4 75.1 14.2 24.3 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 64 * 9.4 * 16 * 34 * 39 * 9.4 * 16 Max Q Clear Time (g_c+I1), s 4.6 2.0 7.8 13.5 8.6 12.9 4.9 7.7 Green Ext Time (p_c), s 0.1 8.7 0.0 0.3 0.5 5.8 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 17.7 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln PM - Background 2024 Town Run Lane Wawa Synchro 11 Report PM - Background 2024 Page 5 Intersection Int Delay, s/veh 3.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 26 93 63 18 5 85 Future Vol, veh/h 26 93 63 18 5 85 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 17 1 0 0 0 0 Mvmt Flow 28 101 68 20 5 92 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 88 0 - 0 235 78 Stage 1 - - - - 78 - Stage 2 - - - - 157 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1418 - - - 758 988 Stage 1 - - - - 950 - Stage 2 - - - - 876 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1418 - - - 743 988 Mov Cap-2 Maneuver - - - - 743 - Stage 1 - - - - 931 - Stage 2 - - - - 876 - Approach EB WB SB HCM Control Delay, s 1.7 0 9.1 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1418 - - - 970 HCM Lane V/C Ratio 0.02 - - - 0.101 HCM Control Delay (s) 7.6 - - - 9.1 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0.1 - - - 0.3 Queuing and Blocking Report Town Run Lane Wawa PM - Background 2024 PM - Background 2024 Town Run Lane Wawa SimTraffic Report PM - Background 2024 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 500 180 140 424 403 133 Average Queue (ft) 233 29 92 178 226 53 95th Queue (ft) 437 137 162 365 354 102 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 1 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 15 0 3 8 Queuing Penalty (veh) 10 1 14 12 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 139 234 92 81 163 194 Average Queue (ft) 59 87 71 31 54 89 95th Queue (ft) 118 191 115 67 120 164 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 10 0 Queuing Penalty (veh) 46 1 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 0 2 0 0 Queuing Penalty (veh) 2 3 0 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 32 207 24 61 Average Queue (ft) 2 50 1 17 95th Queue (ft) 16 143 12 46 Link Distance (ft) 82 450 450 1408 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Background 2024 PM - Background 2024 Town Run Lane Wawa SimTraffic Report PM - Background 2024 Page 2 Intersection: 4: Stickley Dr & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 138 175 200 34 84 264 231 71 132 126 90 95 Average Queue (ft) 61 94 106 6 34 124 86 23 58 39 34 27 95th Queue (ft) 115 161 179 25 68 227 179 55 112 97 77 69 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 4: Stickley Dr & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 94 Average Queue (ft) 37 95th Queue (ft) 75 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 89 Appendix G 2024 Total Traffic Conditions Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 524 53 192 432 0 0 0 0 210 0 140 Future Volume (veh/h) 0 524 53 192 432 0 0 0 0 210 0 140 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 557 0 204 460 0 223 0 138 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 663 1361 0 269 0 209 Arrive On Green 0.00 0.48 0.00 0.45 1.00 0.00 0.15 0.00 0.15 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 557 0 204 460 0 223 0 138 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 30.5 0.0 0.0 0.0 0.0 15.6 0.0 12.0 Cycle Q Clear(g_c), s 0.0 30.5 0.0 0.0 0.0 0.0 15.6 0.0 12.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 663 1361 0 269 0 209 V/C Ratio(X) 0.00 0.65 0.31 0.34 0.00 0.83 0.00 0.66 Avail Cap(c_a), veh/h 0 859 663 1361 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.88 0.88 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 25.6 0.0 15.5 0.0 0.0 53.8 0.0 52.2 Incr Delay (d2), s/veh 0.0 3.8 0.0 0.2 0.6 0.0 8.7 0.0 4.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 20.1 0.0 5.2 0.4 0.0 12.3 0.0 8.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 29.4 0.0 15.7 0.6 0.0 62.4 0.0 56.5 LnGrp LOS A C B A A E A E Approach Vol, veh/h 557 A 664 361 Approach Delay, s/veh 29.4 5.2 60.2 Approach LOS C A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 105.3 36.3 69.0 24.7 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 32.5 17.6 Green Ext Time (p_c), s 2.8 0.4 3.5 1.7 Intersection Summary HCM 6th Ctrl Delay 26.3 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 161 573 0 0 556 391 69 0 251 0 0 0 Future Volume (veh/h) 161 573 0 0 556 391 69 0 251 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 173 616 0 0 598 388 74 0 250 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 482 1279 0 0 1128 933 323 0 274 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.18 0.00 0.18 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 173 616 0 0 598 388 74 0 250 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 5.2 0.0 0.0 0.0 0.0 0.0 4.6 0.0 20.8 Cycle Q Clear(g_c), s 5.2 0.0 0.0 0.0 0.0 0.0 4.6 0.0 20.8 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 482 1279 0 0 1128 933 323 0 274 V/C Ratio(X) 0.36 0.48 0.00 0.00 0.53 0.42 0.23 0.00 0.91 Avail Cap(c_a), veh/h 497 1279 0 0 1128 933 361 0 306 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.78 0.78 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.3 0.0 0.0 0.0 0.0 0.0 45.8 0.0 52.4 Incr Delay (d2), s/veh 0.4 1.0 0.0 0.0 1.8 1.4 0.4 0.0 28.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln3.0 0.6 0.0 0.0 1.0 0.6 3.8 0.0 15.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.7 1.0 0.0 0.0 1.8 1.4 46.1 0.0 81.0 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 789 986 324 Approach Delay, s/veh 2.5 1.6 73.1 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 100.7 13.8 86.9 29.3 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 7.2 2.0 22.8 Green Ext Time (p_c), s 8.2 0.1 11.4 0.4 Intersection Summary HCM 6th Ctrl Delay 13.0 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 3 Intersection Int Delay, s/veh 0.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 571 253 0 947 0 97 Future Vol, veh/h 571 253 0 947 0 97 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 9 3 0 7 0 10 Mvmt Flow 614 272 0 1018 0 104 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 750 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 394 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 394 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 17.4 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 394 - - - HCM Lane V/C Ratio 0.265 - - - HCM Control Delay (s) 17.4 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 1.1 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr & Fairfax Pike AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 144 501 7 94 360 35 312 33 42 30 32 205 Future Volume (veh/h) 144 501 7 94 360 35 312 33 42 30 32 205 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 157 545 7 102 391 31 339 36 44 33 35 183 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 864 1910 1032 631 866 425 234 73 89 188 117 662 Arrive On Green 0.74 1.00 1.00 0.05 0.25 0.25 0.07 0.10 0.10 0.04 0.06 0.06 Sat Flow, veh/h 1781 3357 1609 1767 3441 1469 1767 754 921 1767 1900 1535 Grp Volume(v), veh/h 157 545 7 102 391 31 339 0 80 33 35 183 Grp Sat Flow(s),veh/h/ln 1781 1678 1609 1767 1721 1469 1767 0 1675 1767 1900 1535 Q Serve(g_s), s 0.0 0.0 0.0 3.0 12.5 0.5 9.4 0.0 5.9 2.1 2.3 2.4 Cycle Q Clear(g_c), s 0.0 0.0 0.0 3.0 12.5 0.5 9.4 0.0 5.9 2.1 2.3 2.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.55 1.00 1.00 Lane Grp Cap(c), veh/h 864 1910 1032 631 866 425 234 0 161 188 117 662 V/C Ratio(X) 0.18 0.29 0.01 0.16 0.45 0.07 1.45 0.00 0.50 0.18 0.30 0.28 Avail Cap(c_a), veh/h 864 1910 1032 657 866 425 234 0 224 250 254 773 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 6.5 0.0 0.0 9.9 41.1 13.8 57.4 0.0 55.7 49.8 58.3 8.4 Incr Delay (d2), s/veh 0.1 0.4 0.0 0.1 1.7 0.3 224.7 0.0 3.3 0.4 2.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.9 0.2 0.0 2.2 9.4 0.8 27.6 0.0 4.7 1.7 2.1 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 6.6 0.4 0.0 10.0 42.8 14.1 282.1 0.0 59.1 50.3 60.3 8.7 LnGrp LOS A A A A D B F A E D E A Approach Vol, veh/h 709 524 419 251 Approach Delay, s/veh 1.7 34.7 239.5 21.4 Approach LOS A C F C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.1 81.3 18.0 16.6 55.4 40.0 13.5 21.1 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 63 * 9.4 * 17 * 39 * 33 * 9.4 * 17 Max Q Clear Time (g_c+I1), s 5.0 2.0 11.4 4.4 2.0 14.5 4.1 7.9 Green Ext Time (p_c), s 0.1 6.7 0.0 0.9 0.5 3.6 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 65.8 HCM 6th LOS E Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 5 Intersection Int Delay, s/veh 6.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 21 105 18 78 171 38 Future Vol, veh/h 21 105 18 78 171 38 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 6 17 0 12 39 Mvmt Flow 23 114 20 85 186 41 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 105 0 - 0 223 63 Stage 1 - - - - 63 - Stage 2 - - - - 160 - Critical Hdwy 4.1 - - - 6.52 6.59 Critical Hdwy Stg 1 - - - - 5.52 - Critical Hdwy Stg 2 - - - - 5.52 - Follow-up Hdwy 2.2 - - - 3.608 3.651 Pot Cap-1 Maneuver 1499 - - - 743 907 Stage 1 - - - - 935 - Stage 2 - - - - 845 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1499 - - - 732 907 Mov Cap-2 Maneuver - - - - 732 - Stage 1 - - - - 921 - Stage 2 - - - - 845 - Approach EB WB SB HCM Control Delay, s 1.2 0 11.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1499 - - - 759 HCM Lane V/C Ratio 0.015 - - - 0.299 HCM Control Delay (s) 7.4 - - - 11.8 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 1.3 HCM 6th TWSC Town Run Lane Wawa 6: Town Run Ln & Southern Site Dwy AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 6 Intersection Int Delay, s/veh 6.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 0 172 1 0 0 80 7 12 4 36 32 Future Vol, veh/h 15 0 172 1 0 0 80 7 12 4 36 32 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 0 2 2 33 2 Mvmt Flow 16 0 187 1 0 0 87 8 13 4 39 35 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 254 260 57 347 271 15 74 0 0 21 0 0 Stage 1 65 65 - 189 189 - - - - - - - Stage 2 189 195 - 158 82 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 699 645 1009 607 636 1065 1526 - - 1595 - - Stage 1 946 841 - 813 744 - - - - - - - Stage 2 813 739 - 844 827 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 667 606 1009 472 597 1065 1526 - - 1595 - - Mov Cap-2 Maneuver 667 606 - 472 597 - - - - - - - Stage 1 891 838 - 766 701 - - - - - - - Stage 2 766 696 - 686 825 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.7 12.6 6.1 0.4 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1526 - - 969 472 1595 - - HCM Lane V/C Ratio 0.057 - - 0.21 0.002 0.003 - - HCM Control Delay (s) 7.5 0 - 9.7 12.6 7.3 0 - HCM Lane LOS A A - A B A A - HCM 95th %tile Q(veh) 0.2 - - 0.8 0 0 - - HCM 6th TWSC Town Run Lane Wawa 7: Town Run Ln & Northern Site Dwy AM - Total 2024 Town Run Lane Wawa Synchro 11 Report AM - Total 2024 Page 7 Intersection Int Delay, s/veh 3.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 0 31 8 0 6 0 20 2 14 33 158 Future Vol, veh/h 52 0 31 8 0 6 0 20 2 14 33 158 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 0 2 2 33 2 Mvmt Flow 57 0 34 9 0 7 0 22 2 15 36 172 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 179 176 122 192 261 23 208 0 0 24 0 0 Stage 1 152 152 - 23 23 - - - - - - - Stage 2 27 24 - 169 238 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 783 717 929 768 644 1054 1363 - - 1591 - - Stage 1 850 772 - 995 876 - - - - - - - Stage 2 990 875 - 833 708 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 771 709 929 734 637 1054 1363 - - 1591 - - Mov Cap-2 Maneuver 771 709 - 734 637 - - - - - - - Stage 1 850 764 - 995 876 - - - - - - - Stage 2 984 875 - 794 700 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.9 9.3 0 0.5 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1363 - - 823 844 1591 - - HCM Lane V/C Ratio - - - 0.11 0.018 0.01 - - HCM Control Delay (s) 0 - - 9.9 9.3 7.3 0 - HCM Lane LOS A - - A A A A - HCM 95th %tile Q(veh) 0 - - 0.4 0.1 0 - - Queuing and Blocking Report Town Run Lane Wawa AM - Total 2024 AM - Total 2024 Town Run Lane Wawa SimTraffic Report AM - Total 2024 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 407 154 140 364 316 126 Average Queue (ft) 155 9 78 129 162 52 95th Queue (ft) 320 74 145 289 269 97 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 5 0 1 4 Queuing Penalty (veh) 3 0 5 7 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 134 241 100 93 175 194 Average Queue (ft) 59 66 78 56 69 95 95th Queue (ft) 111 161 116 100 139 171 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 13 2 Queuing Penalty (veh) 63 8 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 0 1 0 0 Queuing Penalty (veh) 1 2 0 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 47 303 159 75 Average Queue (ft) 3 118 26 35 95th Queue (ft) 23 267 98 59 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Total 2024 AM - Total 2024 Town Run Lane Wawa SimTraffic Report AM - Total 2024 Page 2 Intersection: 4: Stickley Dr & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 138 162 182 25 91 224 205 64 440 1703 74 71 Average Queue (ft) 52 79 87 2 33 90 76 13 436 1256 22 23 95th Queue (ft) 107 146 158 13 67 186 163 45 474 1907 57 59 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) 0 Queuing Penalty (veh) 1 Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 73 57 Queuing Penalty (veh) 54 177 Intersection: 4: Stickley Dr & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 112 Average Queue (ft) 41 95th Queue (ft) 83 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 322 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 544 66 195 505 0 0 0 0 376 0 150 Future Volume (veh/h) 0 544 66 195 505 0 0 0 0 376 0 150 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 567 0 203 526 0 392 0 146 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 682 540 1226 0 444 0 373 Arrive On Green 0.00 0.37 0.00 0.24 0.66 0.00 0.25 0.00 0.25 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 567 0 203 526 0 392 0 146 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 36.4 0.0 2.2 17.4 0.0 27.1 0.0 10.4 Cycle Q Clear(g_c), s 0.0 36.4 0.0 2.2 17.4 0.0 27.1 0.0 10.4 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 682 540 1226 0 444 0 373 V/C Ratio(X) 0.00 0.83 0.38 0.43 0.00 0.88 0.00 0.39 Avail Cap(c_a), veh/h 0 682 540 1226 0 565 0 475 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.85 0.85 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 37.2 0.0 35.7 10.4 0.0 47.3 0.0 41.0 Incr Delay (d2), s/veh 0.0 11.3 0.0 0.3 0.9 0.0 13.4 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 18.6 0.0 5.1 7.3 0.0 13.8 0.0 4.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 48.5 0.0 36.0 11.4 0.0 60.7 0.0 41.8 LnGrp LOS A D D B A E A D Approach Vol, veh/h 567 A 729 538 Approach Delay, s/veh 48.5 18.2 55.5 Approach LOS D B E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 92.7 37.7 55.0 37.3 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 77 * 22 * 48 40.6 Max Q Clear Time (g_c+I1), s 19.4 4.2 38.4 29.1 Green Ext Time (p_c), s 3.3 0.4 2.3 2.7 Intersection Summary HCM 6th Ctrl Delay 38.5 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 119 801 0 0 636 359 58 0 270 0 0 0 Future Volume (veh/h) 119 801 0 0 636 359 58 0 270 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 121 817 0 0 649 337 59 0 257 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 475 1341 0 0 1139 957 325 0 281 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.18 0.00 0.18 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 121 817 0 0 649 337 59 0 257 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.4 0.0 0.0 0.0 0.0 0.0 3.6 0.0 21.0 Cycle Q Clear(g_c), s 3.4 0.0 0.0 0.0 0.0 0.0 3.6 0.0 21.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 475 1341 0 0 1139 957 325 0 281 V/C Ratio(X) 0.25 0.61 0.00 0.00 0.57 0.35 0.18 0.00 0.92 Avail Cap(c_a), veh/h 494 1341 0 0 1139 957 361 0 311 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.59 0.59 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.1 0.0 0.0 0.0 0.0 0.0 45.2 0.0 52.3 Incr Delay (d2), s/veh 0.2 1.2 0.0 0.0 2.1 1.0 0.3 0.0 28.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.1 0.5 0.0 0.0 0.7 0.3 1.7 0.0 10.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.3 1.2 0.0 0.0 2.1 1.0 45.5 0.0 81.3 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 938 986 316 Approach Delay, s/veh 2.0 1.7 74.6 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 100.5 13.5 87.0 29.5 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 5.4 2.0 23.0 Green Ext Time (p_c), s 13.3 0.1 12.0 0.3 Intersection Summary HCM 6th Ctrl Delay 12.1 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 3 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 816 255 0 995 0 79 Future Vol, veh/h 816 255 0 995 0 79 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 3 1 0 4 0 10 Mvmt Flow 850 266 0 1036 0 82 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 983 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 287 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 287 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 22.5 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 287 - - - HCM Lane V/C Ratio 0.287 - - - HCM Control Delay (s) 22.5 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 1.2 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr & Fairfax Pike PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 185 661 24 128 467 88 206 32 47 42 49 179 Future Volume (veh/h) 185 661 24 128 467 88 206 32 47 42 49 179 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 193 689 22 133 486 82 215 33 47 44 51 166 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 537 1807 948 536 1735 833 285 95 135 252 214 294 Arrive On Green 0.15 1.00 1.00 0.05 0.50 0.50 0.07 0.14 0.14 0.04 0.11 0.11 Sat Flow, veh/h 1781 3497 1609 1795 3497 1546 1767 665 947 1711 1900 1572 Grp Volume(v), veh/h 193 689 22 133 486 82 215 0 80 44 51 166 Grp Sat Flow(s),veh/h/ln 1781 1749 1609 1795 1749 1546 1767 0 1611 1711 1900 1572 Q Serve(g_s), s 7.1 0.0 0.0 4.5 10.6 3.4 9.4 0.0 5.8 2.8 3.2 12.5 Cycle Q Clear(g_c), s 7.1 0.0 0.0 4.5 10.6 3.4 9.4 0.0 5.8 2.8 3.2 12.5 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 537 1807 948 536 1735 833 285 0 229 252 214 294 V/C Ratio(X) 0.36 0.38 0.02 0.25 0.28 0.10 0.75 0.00 0.35 0.17 0.24 0.56 Avail Cap(c_a), veh/h 867 1807 948 560 1735 833 285 0 229 303 240 315 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.0 0.0 0.0 13.0 19.2 14.6 50.8 0.0 50.3 44.4 52.6 48.0 Incr Delay (d2), s/veh 0.4 0.6 0.0 0.2 0.4 0.2 10.8 0.0 1.3 0.3 0.8 2.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.6 0.2 0.0 1.9 4.5 1.2 3.1 0.0 2.4 1.2 1.6 5.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.4 0.6 0.0 13.2 19.6 14.8 61.6 0.0 51.6 44.8 53.4 50.7 LnGrp LOS B A A B B B E A D D D D Approach Vol, veh/h 904 701 295 261 Approach Delay, s/veh 3.3 17.8 58.9 50.2 Approach LOS A B E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.2 74.5 18.0 23.3 16.9 71.8 14.2 27.1 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 64 * 9.4 * 16 * 34 * 39 * 9.4 * 16 Max Q Clear Time (g_c+I1), s 6.5 2.0 11.4 14.5 9.1 12.6 4.8 7.8 Green Ext Time (p_c), s 0.1 9.1 0.0 0.2 0.5 5.5 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 21.3 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 5 Intersection Int Delay, s/veh 5.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 33 93 63 73 129 92 Future Vol, veh/h 33 93 63 73 129 92 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 17 1 0 0 0 0 Mvmt Flow 36 101 68 79 140 100 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 147 0 - 0 281 108 Stage 1 - - - - 108 - Stage 2 - - - - 173 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1348 - - - 713 951 Stage 1 - - - - 921 - Stage 2 - - - - 862 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1348 - - - 694 951 Mov Cap-2 Maneuver - - - - 694 - Stage 1 - - - - 896 - Stage 2 - - - - 862 - Approach EB WB SB HCM Control Delay, s 2 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1348 - - - 782 HCM Lane V/C Ratio 0.027 - - - 0.307 HCM Control Delay (s) 7.7 - - - 11.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.1 - - - 1.3 HCM 6th TWSC Town Run Lane Wawa 6: Town Run Ln & Southern Site Dwy PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 6 Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 12 0 131 3 0 0 62 17 27 10 87 24 Future Vol, veh/h 12 0 131 3 0 0 62 17 27 10 87 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 12 2 2 0 2 Mvmt Flow 13 0 142 3 0 0 67 18 29 11 95 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 297 311 108 368 310 33 121 0 0 47 0 0 Stage 1 130 130 - 167 167 - - - - - - - Stage 2 167 181 - 201 143 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 655 604 946 588 605 1041 1467 - - 1560 - - Stage 1 874 789 - 835 760 - - - - - - - Stage 2 835 750 - 801 779 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 627 571 946 479 572 1041 1467 - - 1560 - - Mov Cap-2 Maneuver 627 571 - 479 572 - - - - - - - Stage 1 833 783 - 796 724 - - - - - - - Stage 2 796 715 - 675 773 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.8 12.6 4.4 0.6 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1467 - - 907 479 1560 - - HCM Lane V/C Ratio 0.046 - - 0.171 0.007 0.007 - - HCM Control Delay (s) 7.6 0 - 9.8 12.6 7.3 0 - HCM Lane LOS A A - A B A A - HCM 95th %tile Q(veh) 0.1 - - 0.6 0 0 - - HCM 6th TWSC Town Run Lane Wawa 7: Town Run Ln & Northern Site Dwy PM - Total 2024 Town Run Lane Wawa Synchro 11 Report PM - Total 2024 Page 7 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 0 23 4 0 8 0 27 2 11 90 120 Future Vol, veh/h 40 0 23 4 0 8 0 27 2 11 90 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 12 2 2 0 2 Mvmt Flow 43 0 25 4 0 9 0 29 2 12 98 130 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 222 218 163 230 282 30 228 0 0 31 0 0 Stage 1 187 187 - 30 30 - - - - - - - Stage 2 35 31 - 200 252 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 734 680 882 725 627 1044 1340 - - 1582 - - Stage 1 815 745 - 987 870 - - - - - - - Stage 2 981 869 - 802 698 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 723 674 882 700 621 1044 1340 - - 1582 - - Mov Cap-2 Maneuver 723 674 - 700 621 - - - - - - - Stage 1 815 738 - 987 870 - - - - - - - Stage 2 973 869 - 772 692 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 10.1 9.1 0 0.4 HCM LOS B A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1340 - - 774 897 1582 - - HCM Lane V/C Ratio - - - 0.088 0.015 0.008 - - HCM Control Delay (s) 0 - - 10.1 9.1 7.3 0 - HCM Lane LOS A - - B A A A - HCM 95th %tile Q(veh) 0 - - 0.3 0 0 - - Queuing and Blocking Report Town Run Lane Wawa PM - Total 2024 PM - Total 2024 Town Run Lane Wawa SimTraffic Report PM - Total 2024 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 545 180 140 447 415 133 Average Queue (ft) 274 36 112 234 251 51 95th Queue (ft) 494 152 172 434 387 99 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 3 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 20 0 6 11 Queuing Penalty (veh) 13 1 29 21 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 139 284 98 86 213 215 Average Queue (ft) 65 108 82 41 57 126 95th Queue (ft) 128 221 109 78 149 206 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 15 0 Queuing Penalty (veh) 76 2 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 1 5 0 1 Queuing Penalty (veh) 6 6 1 1 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 39 301 53 81 Average Queue (ft) 3 103 4 33 95th Queue (ft) 23 229 29 62 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Total 2024 PM - Total 2024 Town Run Lane Wawa SimTraffic Report PM - Total 2024 Page 2 Intersection: 4: Stickley Dr & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 133 205 225 33 109 247 208 66 389 269 87 100 Average Queue (ft) 61 109 123 5 48 113 77 23 229 98 31 37 95th Queue (ft) 112 182 199 24 90 207 158 55 422 392 73 82 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 6 2 Queuing Penalty (veh) 0 4 5 Intersection: 4: Stickley Dr & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 85 Average Queue (ft) 33 95th Queue (ft) 67 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 167 Appendix H 2024 Total Traffic Conditions – Mitigation Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Total 2024 - Mitigation Town Run Lane Wawa Synchro 11 Report AM - Total 2024 - Mitigation Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 524 53 192 432 0 0 0 0 210 0 140 Future Volume (veh/h) 0 524 53 192 432 0 0 0 0 210 0 140 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 557 0 204 460 0 223 0 138 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 663 1361 0 269 0 209 Arrive On Green 0.00 0.48 0.00 0.45 1.00 0.00 0.15 0.00 0.15 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 557 0 204 460 0 223 0 138 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 30.5 0.0 0.0 0.0 0.0 15.6 0.0 12.0 Cycle Q Clear(g_c), s 0.0 30.5 0.0 0.0 0.0 0.0 15.6 0.0 12.0 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 663 1361 0 269 0 209 V/C Ratio(X) 0.00 0.65 0.31 0.34 0.00 0.83 0.00 0.66 Avail Cap(c_a), veh/h 0 859 663 1361 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.88 0.88 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 25.6 0.0 15.5 0.0 0.0 53.8 0.0 52.2 Incr Delay (d2), s/veh 0.0 3.8 0.0 0.2 0.6 0.0 8.7 0.0 4.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 20.1 0.0 5.2 0.4 0.0 12.3 0.0 8.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 29.4 0.0 15.7 0.6 0.0 62.4 0.0 56.5 LnGrp LOS A C B A A E A E Approach Vol, veh/h 557 A 664 361 Approach Delay, s/veh 29.4 5.2 60.2 Approach LOS C A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 105.3 36.3 69.0 24.7 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 32.5 17.6 Green Ext Time (p_c), s 2.8 0.4 3.5 1.7 Intersection Summary HCM 6th Ctrl Delay 26.3 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Total 2024 - Mitigation Town Run Lane Wawa Synchro 11 Report AM - Total 2024 - Mitigation Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 161 573 0 0 556 391 69 0 251 0 0 0 Future Volume (veh/h) 161 573 0 0 556 391 69 0 251 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 173 616 0 0 598 388 74 0 250 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 482 1279 0 0 1128 933 323 0 274 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.18 0.00 0.18 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 173 616 0 0 598 388 74 0 250 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 5.2 0.0 0.0 0.0 0.0 0.0 4.6 0.0 20.8 Cycle Q Clear(g_c), s 5.2 0.0 0.0 0.0 0.0 0.0 4.6 0.0 20.8 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 482 1279 0 0 1128 933 323 0 274 V/C Ratio(X) 0.36 0.48 0.00 0.00 0.53 0.42 0.23 0.00 0.91 Avail Cap(c_a), veh/h 497 1279 0 0 1128 933 361 0 306 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.78 0.78 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.3 0.0 0.0 0.0 0.0 0.0 45.8 0.0 52.4 Incr Delay (d2), s/veh 0.4 1.0 0.0 0.0 1.8 1.4 0.4 0.0 28.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln3.0 0.6 0.0 0.0 1.0 0.6 3.8 0.0 15.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.7 1.0 0.0 0.0 1.8 1.4 46.1 0.0 81.0 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 789 986 324 Approach Delay, s/veh 2.5 1.6 73.1 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 100.7 13.8 86.9 29.3 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 7.2 2.0 22.8 Green Ext Time (p_c), s 8.2 0.1 11.4 0.4 Intersection Summary HCM 6th Ctrl Delay 13.0 HCM 6th LOS B HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike AM - Total 2024 - Mitigation Town Run Lane Wawa Synchro 11 Report AM - Total 2024 - Mitigation Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 144 501 7 94 360 35 312 33 42 30 32 205 Future Volume (veh/h) 144 501 7 94 360 35 312 33 42 30 32 205 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 157 545 7 102 391 31 339 36 44 33 35 183 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 633 1493 1032 503 918 447 453 166 203 359 117 448 Arrive On Green 0.46 0.89 0.89 0.05 0.27 0.27 0.20 0.22 0.22 0.04 0.06 0.06 Sat Flow, veh/h 1781 3357 1608 1767 3441 1469 1767 754 921 1767 1900 1535 Grp Volume(v), veh/h 157 545 7 102 391 31 339 0 80 33 35 183 Grp Sat Flow(s),veh/h/ln 1781 1678 1608 1767 1721 1469 1767 0 1675 1767 1900 1535 Q Serve(g_s), s 0.0 3.4 0.0 4.0 12.2 0.8 22.9 0.0 5.1 1.8 2.3 4.6 Cycle Q Clear(g_c), s 0.0 3.4 0.0 4.0 12.2 0.8 22.9 0.0 5.1 1.8 2.3 4.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.55 1.00 1.00 Lane Grp Cap(c), veh/h 633 1493 1032 503 918 447 453 0 369 359 117 448 V/C Ratio(X) 0.25 0.36 0.01 0.20 0.43 0.07 0.75 0.00 0.22 0.09 0.30 0.41 Avail Cap(c_a), veh/h 633 1493 1032 542 918 447 547 0 482 407 196 512 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 18.3 4.2 1.7 17.5 39.4 10.9 44.3 0.0 41.5 36.6 58.3 12.8 Incr Delay (d2), s/veh 0.2 0.7 0.0 0.2 1.4 0.3 4.6 0.0 0.4 0.1 2.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 4.3 2.0 0.0 3.1 9.3 0.7 15.8 0.0 3.9 1.4 2.1 4.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 18.5 4.9 1.7 17.7 40.9 11.2 48.9 0.0 41.9 36.7 60.3 13.6 LnGrp LOS B A A B D B D A D D E B Approach Vol, veh/h 709 524 419 251 Approach Delay, s/veh 7.8 34.6 47.6 23.2 Approach LOS A C D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.1 65.1 34.1 16.6 37.3 42.0 13.5 37.3 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 9.7 * 43 * 32 * 13 * 18 * 35 * 8.4 * 37 Max Q Clear Time (g_c+I1), s 6.0 5.4 24.9 6.6 2.0 14.2 3.8 7.1 Green Ext Time (p_c), s 0.1 6.3 0.6 0.6 0.4 3.7 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 26.0 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Queuing and Blocking Report Town Run Lane Wawa AM - Total 2024 - Mitigation AM - Total 2024 - Mitigation Town Run Lane Wawa SimTraffic Report AM - Total 2024 - Mitigation Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 396 179 140 409 308 135 Average Queue (ft) 159 16 88 147 166 52 95th Queue (ft) 313 98 158 324 269 101 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 6 0 2 4 Queuing Penalty (veh) 3 0 10 8 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 134 239 105 90 218 211 Average Queue (ft) 65 66 81 54 72 97 95th Queue (ft) 119 170 114 94 153 177 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 15 1 Queuing Penalty (veh) 70 6 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 0 1 0 1 Queuing Penalty (veh) 2 1 1 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 30 356 163 71 Average Queue (ft) 2 120 17 35 95th Queue (ft) 17 287 85 60 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Total 2024 - Mitigation AM - Total 2024 - Mitigation Town Run Lane Wawa SimTraffic Report AM - Total 2024 - Mitigation Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 148 208 223 18 93 222 203 61 380 148 66 77 Average Queue (ft) 62 102 112 1 37 96 81 14 203 35 18 25 95th Queue (ft) 123 175 191 10 76 184 165 45 328 99 50 60 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 114 Average Queue (ft) 46 95th Queue (ft) 92 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 103 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Total 2024 - Mitigation Town Run Lane Wawa Synchro 11 Report PM - Total 2024 - Mitigation Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 544 66 189 505 0 0 0 0 376 0 150 Future Volume (veh/h) 0 544 66 189 505 0 0 0 0 376 0 150 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 567 0 197 526 0 392 0 146 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 682 540 1226 0 444 0 373 Arrive On Green 0.00 0.37 0.00 0.48 1.00 0.00 0.25 0.00 0.25 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 567 0 197 526 0 392 0 146 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 36.4 0.0 0.0 0.0 0.0 27.1 0.0 10.4 Cycle Q Clear(g_c), s 0.0 36.4 0.0 0.0 0.0 0.0 27.1 0.0 10.4 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 682 540 1226 0 444 0 373 V/C Ratio(X) 0.00 0.83 0.37 0.43 0.00 0.88 0.00 0.39 Avail Cap(c_a), veh/h 0 682 540 1226 0 565 0 475 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.85 0.85 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 37.2 0.0 23.8 0.0 0.0 47.3 0.0 41.0 Incr Delay (d2), s/veh 0.0 11.3 0.0 0.3 0.9 0.0 13.4 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 18.6 0.0 3.4 0.3 0.0 13.8 0.0 4.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 48.5 0.0 24.0 0.9 0.0 60.7 0.0 41.8 LnGrp LOS A D C A A E A D Approach Vol, veh/h 567 A 723 538 Approach Delay, s/veh 48.5 7.2 55.5 Approach LOS D A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 92.7 37.7 55.0 37.3 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 77 * 22 * 48 40.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 38.4 29.1 Green Ext Time (p_c), s 3.4 0.4 2.3 2.7 Intersection Summary HCM 6th Ctrl Delay 34.2 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Total 2024 - Mitigation Town Run Lane Wawa Synchro 11 Report PM - Total 2024 - Mitigation Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 119 801 0 0 636 359 58 0 270 0 0 0 Future Volume (veh/h) 119 801 0 0 636 359 58 0 270 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 121 817 0 0 649 337 59 0 257 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 475 1341 0 0 1139 957 325 0 281 Arrive On Green 0.07 0.96 0.00 0.00 1.00 1.00 0.18 0.00 0.18 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 121 817 0 0 649 337 59 0 257 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.4 5.4 0.0 0.0 0.0 0.0 3.6 0.0 21.0 Cycle Q Clear(g_c), s 3.4 5.4 0.0 0.0 0.0 0.0 3.6 0.0 21.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 475 1341 0 0 1139 957 325 0 281 V/C Ratio(X) 0.25 0.61 0.00 0.00 0.57 0.35 0.18 0.00 0.92 Avail Cap(c_a), veh/h 494 1341 0 0 1139 957 361 0 311 HCM Platoon Ratio 1.33 1.33 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.59 0.59 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.4 0.8 0.0 0.0 0.0 0.0 45.2 0.0 52.3 Incr Delay (d2), s/veh 0.2 1.2 0.0 0.0 2.1 1.0 0.3 0.0 28.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.2 1.4 0.0 0.0 0.7 0.3 1.7 0.0 10.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.6 2.0 0.0 0.0 2.1 1.0 45.5 0.0 81.3 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 938 986 316 Approach Delay, s/veh 2.8 1.7 74.6 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 100.5 13.5 87.0 29.5 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 7.4 5.4 2.0 23.0 Green Ext Time (p_c), s 13.2 0.1 12.0 0.3 Intersection Summary HCM 6th Ctrl Delay 12.4 HCM 6th LOS B HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike PM - Total 2024 - Mitigation Town Run Lane Wawa Synchro 11 Report PM - Total 2024 - Mitigation Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 185 661 24 128 476 88 206 32 47 42 49 179 Future Volume (veh/h) 185 661 24 128 476 88 206 32 47 42 49 179 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 193 689 22 133 496 82 215 33 47 44 51 166 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 484 1619 940 480 1535 745 377 130 185 323 221 306 Arrive On Green 0.16 0.93 0.93 0.05 0.44 0.44 0.12 0.20 0.20 0.04 0.12 0.12 Sat Flow, veh/h 1781 3497 1608 1795 3497 1546 1767 665 947 1711 1900 1572 Grp Volume(v), veh/h 193 689 22 133 496 82 215 0 80 44 51 166 Grp Sat Flow(s),veh/h/ln 1781 1749 1608 1795 1749 1546 1767 0 1611 1711 1900 1572 Q Serve(g_s), s 7.9 3.1 0.1 5.0 12.1 3.8 13.7 0.0 5.5 2.6 3.2 12.4 Cycle Q Clear(g_c), s 7.9 3.1 0.1 5.0 12.1 3.8 13.7 0.0 5.5 2.6 3.2 12.4 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 484 1619 940 480 1535 745 377 0 314 323 221 306 V/C Ratio(X) 0.40 0.43 0.02 0.28 0.32 0.11 0.57 0.00 0.25 0.14 0.23 0.54 Avail Cap(c_a), veh/h 573 1619 940 543 1535 745 398 0 414 360 357 419 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 16.2 2.7 1.6 16.4 23.9 18.4 43.0 0.0 44.3 38.9 52.2 47.1 Incr Delay (d2), s/veh 0.5 0.8 0.0 0.3 0.6 0.3 1.8 0.0 0.6 0.2 0.8 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.0 1.0 0.0 2.2 5.2 1.4 6.1 0.0 2.2 1.1 1.5 5.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 16.8 3.5 1.6 16.7 24.4 18.7 44.8 0.0 44.9 39.0 52.9 49.2 LnGrp LOS B A A B C B D A D D D D Approach Vol, veh/h 904 711 295 261 Approach Delay, s/veh 6.3 22.3 44.8 48.2 Approach LOS A C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.4 67.5 24.4 23.7 17.5 64.3 14.2 34.0 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 12 * 45 * 17 * 24 * 17 * 40 * 8.4 * 33 Max Q Clear Time (g_c+I1), s 7.0 5.1 15.7 14.4 9.9 14.1 4.6 7.5 Green Ext Time (p_c), s 0.1 8.5 0.1 0.8 0.3 5.5 0.0 0.5 Intersection Summary HCM 6th Ctrl Delay 21.8 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Queuing and Blocking Report Town Run Lane Wawa PM - Total 2024 - Mitigation PM - Total 2024 - Mitigation Town Run Lane Wawa SimTraffic Report PM - Total 2024 - Mitigation Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 709 180 140 444 438 163 Average Queue (ft) 409 61 103 219 263 52 95th Queue (ft) 736 197 165 397 398 117 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 11 0 Queuing Penalty (veh) 0 3 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 38 0 5 16 0 Queuing Penalty (veh) 25 2 25 30 0 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 139 471 94 76 298 225 Average Queue (ft) 64 333 68 30 73 145 95th Queue (ft) 127 526 117 65 198 235 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 1 8 0 Queuing Penalty (veh) 14 38 1 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 1 17 1 2 Queuing Penalty (veh) 4 21 2 1 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 60 241 30 83 Average Queue (ft) 3 63 1 35 95th Queue (ft) 27 179 15 66 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Total 2024 - Mitigation PM - Total 2024 - Mitigation Town Run Lane Wawa SimTraffic Report PM - Total 2024 - Mitigation Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 148 207 241 31 115 261 230 70 285 133 87 103 Average Queue (ft) 62 109 125 6 50 127 93 23 139 41 29 35 95th Queue (ft) 115 184 210 26 95 224 184 55 241 98 72 78 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 104 Average Queue (ft) 37 95th Queue (ft) 77 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 165 Appendix I Turn Lane Warrant Analyses Left-Turn Lane Warrants (2024 Total Traffic) Southern Site Driveway Weekday AM Weekday PM Northern Site Driveway Right-Turn Lane Warrants (2024 Total Traffic) Southern Site Driveway Weekday AM Weekday PM Northern Site Driveway Appendix J Year 2030 In-Process Trips C:\Users\local_abutsick\Temp\AcPublish_2400\28729 - ReportFigs.dwg Apr 27, 2023 - 2:36pm - abutsick Layout Tab: J1Shernado Green - Net-New Trips Weekday AM & PM Peak Hours Frederick County, VA J1 Town Run Lane Wawa May 2023 Figure N MAIN ST TOW N R U N L N 1085 81 11 3 4 5 STICKLEY DRFAIRFAX PIKE 2 1 277 RIDGEFIELD AVESITE AYLOR RD1WEEKDAY AM WEEKDAY PM 2WEEKDAY AM WEEKDAY PM 3WEEKDAY AM WEEKDAY PM 4WEEKDAY AM WEEKDAY PM 5WEEKDAY AM WEEKDAY PM *SITE-GENERATED TRIPS TRAVELING EAST OF DOUBLE CHURCH RD OBTAINED FROM SEPTEMBER 2022 SHERNADO GREEN TIA538 4 5 0 8 0 5313 7 13 0 50 19 0 18 0 2119 0 18 0 20 NO IN-PROCESS TRIPS ASSOCIATED WITH THIS INTERSECTION NO IN-PROCESS TRIPS ASSOCIATED WITH THIS INTERSECTION436 9 3 3 5 3 4311 2 86 33 15 5 11 9 1715 5 11 9 13 Appendix K Year 2030 Background Traffic Conditions Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Background 2030 Town Run Lane Wawa Synchro 11 Report AM - Background 2030 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 604 56 194 490 0 0 0 0 222 0 149 Future Volume (veh/h) 0 604 56 194 490 0 0 0 0 222 0 149 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 643 0 206 521 0 236 0 148 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 590 1348 0 282 0 220 Arrive On Green 0.00 0.48 0.00 0.44 1.00 0.00 0.16 0.00 0.16 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 643 0 206 521 0 236 0 148 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 37.8 0.0 0.0 0.0 0.0 16.5 0.0 12.9 Cycle Q Clear(g_c), s 0.0 37.8 0.0 0.0 0.0 0.0 16.5 0.0 12.9 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 590 1348 0 282 0 220 V/C Ratio(X) 0.00 0.75 0.35 0.39 0.00 0.84 0.00 0.67 Avail Cap(c_a), veh/h 0 859 590 1348 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.84 0.84 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 27.5 0.0 20.3 0.0 0.0 53.3 0.0 51.7 Incr Delay (d2), s/veh 0.0 5.9 0.0 0.2 0.7 0.0 9.8 0.0 4.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 24.5 0.0 6.2 0.5 0.0 13.0 0.0 8.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 33.5 0.0 20.5 0.7 0.0 63.1 0.0 56.0 LnGrp LOS A C C A A E A E Approach Vol, veh/h 643 A 727 384 Approach Delay, s/veh 33.5 6.3 60.4 Approach LOS C A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 104.3 35.3 69.0 25.7 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 39.8 18.5 Green Ext Time (p_c), s 3.3 0.4 4.0 1.8 Intersection Summary HCM 6th Ctrl Delay 28.1 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Background 2030 Town Run Lane Wawa Synchro 11 Report AM - Background 2030 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 170 655 0 0 611 382 73 0 243 0 0 0 Future Volume (veh/h) 170 655 0 0 611 382 73 0 243 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 183 704 0 0 657 380 78 0 241 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 471 1288 0 0 1134 937 313 0 266 Arrive On Green 0.12 1.00 0.00 0.00 1.00 1.00 0.17 0.00 0.17 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 183 704 0 0 657 380 78 0 241 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 5.5 0.0 0.0 0.0 0.0 0.0 4.8 0.0 20.0 Cycle Q Clear(g_c), s 5.5 0.0 0.0 0.0 0.0 0.0 4.8 0.0 20.0 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 471 1288 0 0 1134 937 313 0 266 V/C Ratio(X) 0.39 0.55 0.00 0.00 0.58 0.41 0.25 0.00 0.91 Avail Cap(c_a), veh/h 483 1288 0 0 1134 937 361 0 306 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.67 0.67 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.1 0.0 0.0 0.0 0.0 0.0 46.5 0.0 52.7 Incr Delay (d2), s/veh 0.4 1.1 0.0 0.0 2.2 1.3 0.4 0.0 27.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln3.1 0.7 0.0 0.0 1.2 0.6 4.0 0.0 14.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.5 1.1 0.0 0.0 2.2 1.3 46.9 0.0 79.7 LnGrp LOS A A A A A A D A E Approach Vol, veh/h 887 1037 319 Approach Delay, s/veh 2.4 1.8 71.7 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 101.4 14.1 87.3 28.6 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 7.5 2.0 22.0 Green Ext Time (p_c), s 10.2 0.0 12.8 0.5 Intersection Summary HCM 6th Ctrl Delay 12.0 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike AM - Background 2030 Town Run Lane Wawa Synchro 11 Report AM - Background 2030 Page 3 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 799 99 0 993 0 32 Future Vol, veh/h 799 99 0 993 0 32 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 9 3 0 7 0 10 Mvmt Flow 859 106 0 1068 0 34 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 912 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 316 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 316 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 17.8 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 316 - - - HCM Lane V/C Ratio 0.109 - - - HCM Control Delay (s) 17.8 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 0.4 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike AM - Background 2030 Town Run Lane Wawa Synchro 11 Report AM - Background 2030 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 148 659 7 35 538 51 164 30 45 49 23 218 Future Volume (veh/h) 148 659 7 35 538 51 164 30 45 49 23 218 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 161 716 7 38 585 45 178 33 47 53 25 194 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 793 1951 1052 547 866 437 240 60 86 191 117 662 Arrive On Green 0.74 1.00 1.00 0.04 0.25 0.25 0.07 0.09 0.09 0.05 0.06 0.06 Sat Flow, veh/h 1781 3357 1609 1767 3441 1469 1767 687 978 1767 1900 1535 Grp Volume(v), veh/h 161 716 7 38 585 45 178 0 80 53 25 194 Grp Sat Flow(s),veh/h/ln 1781 1678 1609 1767 1721 1469 1767 0 1665 1767 1900 1535 Q Serve(g_s), s 0.0 0.0 0.0 1.1 19.9 0.6 9.4 0.0 6.0 3.5 1.6 2.6 Cycle Q Clear(g_c), s 0.0 0.0 0.0 1.1 19.9 0.6 9.4 0.0 6.0 3.5 1.6 2.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 793 1951 1052 547 866 437 240 0 146 191 117 662 V/C Ratio(X) 0.20 0.37 0.01 0.07 0.68 0.10 0.74 0.00 0.55 0.28 0.21 0.29 Avail Cap(c_a), veh/h 793 1951 1052 595 866 437 240 0 223 238 254 773 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 8.3 0.0 0.0 9.5 43.9 13.8 54.9 0.0 56.8 50.4 58.0 8.5 Incr Delay (d2), s/veh 0.1 0.5 0.0 0.1 4.2 0.5 11.7 0.0 4.5 0.8 1.3 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 2.2 0.3 0.0 0.8 14.0 1.1 10.7 0.0 4.8 2.8 1.5 3.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.4 0.5 0.0 9.6 48.1 14.2 66.6 0.0 61.3 51.2 59.3 8.8 LnGrp LOS A A A A D B E A E D E A Approach Vol, veh/h 884 668 258 272 Approach Delay, s/veh 2.0 43.6 65.0 21.7 Approach LOS A D E C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.5 82.9 18.0 16.6 55.4 40.0 14.6 20.0 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 63 * 9.4 * 17 * 39 * 33 * 9.4 * 17 Max Q Clear Time (g_c+I1), s 3.1 2.0 11.4 4.6 2.0 21.9 5.5 8.0 Green Ext Time (p_c), s 0.0 9.5 0.0 0.9 0.5 4.1 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 25.7 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln AM - Background 2030 Town Run Lane Wawa Synchro 11 Report AM - Background 2030 Page 5 Intersection Int Delay, s/veh 2.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 12 112 19 7 9 31 Future Vol, veh/h 12 112 19 7 9 31 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 6 17 0 12 39 Mvmt Flow 13 122 21 8 10 34 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 29 0 - 0 173 25 Stage 1 - - - - 25 - Stage 2 - - - - 148 - Critical Hdwy 4.1 - - - 6.52 6.59 Critical Hdwy Stg 1 - - - - 5.52 - Critical Hdwy Stg 2 - - - - 5.52 - Follow-up Hdwy 2.2 - - - 3.608 3.651 Pot Cap-1 Maneuver 1597 - - - 794 954 Stage 1 - - - - 972 - Stage 2 - - - - 856 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1597 - - - 788 954 Mov Cap-2 Maneuver - - - - 788 - Stage 1 - - - - 964 - Stage 2 - - - - 856 - Approach EB WB SB HCM Control Delay, s 0.7 0 9.2 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1597 - - - 911 HCM Lane V/C Ratio 0.008 - - - 0.048 HCM Control Delay (s) 7.3 - - - 9.2 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.1 Queuing and Blocking Report Town Run Lane Wawa AM - Background 2030 AM - Background 2030 Town Run Lane Wawa SimTraffic Report AM - Background 2030 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 468 179 140 424 330 125 Average Queue (ft) 192 20 91 166 171 57 95th Queue (ft) 382 112 157 368 284 106 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 1 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 9 0 3 5 Queuing Penalty (veh) 5 1 13 10 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 138 300 100 89 249 207 Average Queue (ft) 68 78 79 58 74 97 95th Queue (ft) 127 196 116 103 171 181 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 0 14 2 Queuing Penalty (veh) 0 71 10 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 1 1 0 1 Queuing Penalty (veh) 4 2 1 0 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 7 417 230 55 Average Queue (ft) 0 178 36 20 95th Queue (ft) 5 380 140 48 Link Distance (ft) 82 450 450 1408 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 2 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Background 2030 AM - Background 2030 Town Run Lane Wawa SimTraffic Report AM - Background 2030 Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 150 204 213 25 72 335 293 63 280 112 95 67 Average Queue (ft) 63 96 110 2 16 163 129 19 139 36 34 18 95th Queue (ft) 123 174 193 12 51 293 251 50 267 86 77 50 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 157 Average Queue (ft) 52 95th Queue (ft) 113 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 121 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Background 2030 Town Run Lane Wawa Synchro 11 Report PM - Background 2030 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 644 70 217 599 0 0 0 0 419 0 160 Future Volume (veh/h) 0 644 70 217 599 0 0 0 0 419 0 160 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 671 0 226 624 0 436 0 156 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 682 435 1185 0 484 0 407 Arrive On Green 0.00 0.37 0.00 0.22 0.64 0.00 0.27 0.00 0.27 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 671 0 226 624 0 436 0 156 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 46.9 0.0 9.9 23.8 0.0 30.2 0.0 10.9 Cycle Q Clear(g_c), s 0.0 46.9 0.0 9.9 23.8 0.0 30.2 0.0 10.9 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 682 435 1185 0 484 0 407 V/C Ratio(X) 0.00 0.98 0.52 0.53 0.00 0.90 0.00 0.38 Avail Cap(c_a), veh/h 0 682 435 1185 0 565 0 475 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.73 0.73 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 40.5 0.0 42.5 12.8 0.0 46.0 0.0 38.9 Incr Delay (d2), s/veh 0.0 30.6 0.0 0.6 1.2 0.0 16.4 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 35.5 0.0 10.0 14.6 0.0 22.2 0.0 7.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 71.1 0.0 43.1 14.0 0.0 62.3 0.0 39.6 LnGrp LOS A E D B A E A D Approach Vol, veh/h 671 A 850 592 Approach Delay, s/veh 71.1 21.7 56.3 Approach LOS E C E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 89.8 34.8 55.0 40.2 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 77 * 22 * 48 40.6 Max Q Clear Time (g_c+I1), s 25.8 11.9 48.9 32.2 Green Ext Time (p_c), s 4.2 0.4 0.0 2.5 Intersection Summary HCM 6th Ctrl Delay 47.1 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Background 2030 Town Run Lane Wawa Synchro 11 Report PM - Background 2030 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 127 937 0 0 754 381 61 0 289 0 0 0 Future Volume (veh/h) 127 937 0 0 754 381 61 0 289 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 130 956 0 0 769 359 62 0 273 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 429 1323 0 0 1121 943 342 0 295 Arrive On Green 0.11 1.00 0.00 0.00 1.00 1.00 0.19 0.00 0.19 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 130 956 0 0 769 359 62 0 273 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.8 0.0 0.0 0.0 0.0 0.0 3.7 0.0 22.4 Cycle Q Clear(g_c), s 3.8 0.0 0.0 0.0 0.0 0.0 3.7 0.0 22.4 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 429 1323 0 0 1121 943 342 0 295 V/C Ratio(X) 0.30 0.72 0.00 0.00 0.69 0.38 0.18 0.00 0.93 Avail Cap(c_a), veh/h 448 1323 0 0 1121 943 361 0 311 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.27 0.27 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 7.6 0.0 0.0 0.0 0.0 0.0 44.3 0.0 51.8 Incr Delay (d2), s/veh 0.1 0.9 0.0 0.0 3.4 1.2 0.3 0.0 31.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln2.2 0.6 0.0 0.0 1.9 0.6 3.1 0.0 16.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 7.7 0.9 0.0 0.0 3.4 1.2 44.5 0.0 83.4 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 1086 1128 335 Approach Delay, s/veh 1.8 2.7 76.2 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 99.3 13.5 85.8 30.7 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 5.8 2.0 24.4 Green Ext Time (p_c), s 18.7 0.1 15.8 0.2 Intersection Summary HCM 6th Ctrl Delay 12.0 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike PM - Background 2030 Town Run Lane Wawa Synchro 11 Report PM - Background 2030 Page 3 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1085 142 0 1135 0 29 Future Vol, veh/h 1085 142 0 1135 0 29 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 3 1 0 4 0 10 Mvmt Flow 1130 148 0 1182 0 30 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 1204 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 212 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 212 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 24.8 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 212 - - - HCM Lane V/C Ratio 0.142 - - - HCM Control Delay (s) 24.8 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 0.5 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike PM - Background 2030 Town Run Lane Wawa Synchro 11 Report PM - Background 2030 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 192 870 25 85 713 113 90 30 50 66 44 190 Future Volume (veh/h) 192 870 25 85 713 113 90 30 50 66 44 190 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 200 906 23 89 743 97 94 31 50 69 46 163 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 436 1862 953 471 1781 864 265 75 121 235 211 293 Arrive On Green 0.15 1.00 1.00 0.05 0.51 0.51 0.06 0.12 0.12 0.05 0.11 0.11 Sat Flow, veh/h 1781 3497 1609 1795 3497 1546 1767 614 990 1711 1900 1572 Grp Volume(v), veh/h 200 906 23 89 743 97 94 0 81 69 46 163 Grp Sat Flow(s),veh/h/ln 1781 1749 1609 1795 1749 1546 1767 0 1603 1711 1900 1572 Q Serve(g_s), s 7.2 0.0 0.0 2.8 17.2 3.8 6.1 0.0 6.1 4.5 2.9 12.2 Cycle Q Clear(g_c), s 7.2 0.0 0.0 2.8 17.2 3.8 6.1 0.0 6.1 4.5 2.9 12.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.62 1.00 1.00 Lane Grp Cap(c), veh/h 436 1862 953 471 1781 864 265 0 195 235 211 293 V/C Ratio(X) 0.46 0.49 0.02 0.19 0.42 0.11 0.35 0.00 0.41 0.29 0.22 0.56 Avail Cap(c_a), veh/h 764 1862 953 499 1781 864 287 0 202 274 240 316 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.2 0.0 0.0 11.8 19.9 13.5 47.2 0.0 52.8 46.7 52.6 48.0 Incr Delay (d2), s/veh 0.8 0.9 0.0 0.2 0.7 0.3 0.8 0.0 2.0 0.7 0.7 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 4.7 0.4 0.0 2.1 11.7 2.5 4.9 0.0 4.6 3.5 2.5 8.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 13.9 0.9 0.0 12.0 20.6 13.8 48.0 0.0 54.8 47.4 53.4 50.5 LnGrp LOS B A A B C B D A D D D D Approach Vol, veh/h 1129 929 175 278 Approach Delay, s/veh 3.2 19.1 51.1 50.2 Approach LOS A B D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.0 76.5 16.4 23.0 17.1 73.5 15.0 24.4 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 64 * 9.4 * 16 * 34 * 39 * 9.4 * 16 Max Q Clear Time (g_c+I1), s 4.8 2.0 8.1 14.2 9.2 19.2 6.5 8.1 Green Ext Time (p_c), s 0.1 13.3 0.0 0.2 0.6 7.6 0.0 0.2 Intersection Summary HCM 6th Ctrl Delay 17.6 HCM 6th LOS B Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln PM - Background 2030 Town Run Lane Wawa Synchro 11 Report PM - Background 2030 Page 5 Intersection Int Delay, s/veh 3.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 27 99 66 18 5 90 Future Vol, veh/h 27 99 66 18 5 90 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 17 1 0 0 0 0 Mvmt Flow 29 108 72 20 5 98 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 92 0 - 0 248 82 Stage 1 - - - - 82 - Stage 2 - - - - 166 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1413 - - - 745 983 Stage 1 - - - - 946 - Stage 2 - - - - 868 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1413 - - - 729 983 Mov Cap-2 Maneuver - - - - 729 - Stage 1 - - - - 926 - Stage 2 - - - - 868 - Approach EB WB SB HCM Control Delay, s 1.6 0 9.2 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1413 - - - 965 HCM Lane V/C Ratio 0.021 - - - 0.107 HCM Control Delay (s) 7.6 - - - 9.2 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0.1 - - - 0.4 Queuing and Blocking Report Town Run Lane Wawa PM - Background 2030 PM - Background 2030 Town Run Lane Wawa SimTraffic Report PM - Background 2030 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 724 180 140 465 499 144 Average Queue (ft) 569 53 127 296 287 58 95th Queue (ft) 840 183 164 527 437 115 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 24 3 Queuing Penalty (veh) 0 24 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 48 0 11 13 Queuing Penalty (veh) 33 2 64 28 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 140 352 97 85 354 225 Average Queue (ft) 90 193 84 39 93 151 95th Queue (ft) 160 305 105 73 263 241 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 0 24 0 Queuing Penalty (veh) 1 135 2 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 2 16 2 4 Queuing Penalty (veh) 15 20 4 2 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 51 421 137 60 Average Queue (ft) 4 145 10 20 95th Queue (ft) 26 360 106 48 Link Distance (ft) 82 450 450 1408 Upstream Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 3 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Background 2030 PM - Background 2030 Town Run Lane Wawa SimTraffic Report PM - Background 2030 Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 163 251 267 36 219 385 322 69 148 123 127 78 Average Queue (ft) 76 143 159 6 47 192 145 29 60 42 48 29 95th Queue (ft) 136 227 244 25 136 330 278 61 121 100 102 66 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 0 1 Queuing Penalty (veh) 0 0 1 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 125 Average Queue (ft) 47 95th Queue (ft) 96 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 336 Appendix L Year 2030 Total Traffic Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 624 56 235 510 0 0 0 0 263 0 149 Future Volume (veh/h) 0 624 56 235 510 0 0 0 0 263 0 149 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 664 0 250 543 0 280 0 148 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 534 1306 0 324 0 253 Arrive On Green 0.00 0.48 0.00 0.39 1.00 0.00 0.18 0.00 0.18 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 664 0 250 543 0 280 0 148 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 39.8 0.0 0.0 0.0 0.0 19.5 0.0 12.5 Cycle Q Clear(g_c), s 0.0 39.8 0.0 0.0 0.0 0.0 19.5 0.0 12.5 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 534 1306 0 324 0 253 V/C Ratio(X) 0.00 0.77 0.47 0.42 0.00 0.86 0.00 0.59 Avail Cap(c_a), veh/h 0 859 534 1306 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.78 0.78 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 28.0 0.0 25.8 0.0 0.0 51.8 0.0 48.9 Incr Delay (d2), s/veh 0.0 6.7 0.0 0.4 0.8 0.0 14.1 0.0 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 25.7 0.0 8.3 0.5 0.0 15.3 0.0 8.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 34.7 0.0 26.2 0.8 0.0 65.9 0.0 51.5 LnGrp LOS A C C A A E A D Approach Vol, veh/h 664 A 793 428 Approach Delay, s/veh 34.7 8.8 60.9 Approach LOS C A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 101.3 32.3 69.0 28.7 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 2.0 2.0 41.8 21.5 Green Ext Time (p_c), s 3.5 0.5 4.0 1.8 Intersection Summary HCM 6th Ctrl Delay 29.8 HCM 6th LOS C Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 170 716 0 0 672 444 73 0 305 0 0 0 Future Volume (veh/h) 170 716 0 0 672 444 73 0 305 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 183 770 0 0 723 440 78 0 303 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 427 1242 0 0 1080 893 361 0 306 Arrive On Green 0.12 1.00 0.00 0.00 1.00 1.00 0.20 0.00 0.20 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 183 770 0 0 723 440 78 0 303 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 5.9 0.0 0.0 0.0 0.0 0.0 4.7 0.0 25.6 Cycle Q Clear(g_c), s 5.9 0.0 0.0 0.0 0.0 0.0 4.7 0.0 25.6 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 427 1242 0 0 1080 893 361 0 306 V/C Ratio(X) 0.43 0.62 0.00 0.00 0.67 0.49 0.22 0.00 0.99 Avail Cap(c_a), veh/h 434 1242 0 0 1080 893 361 0 306 HCM Platoon Ratio 2.00 2.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.60 0.60 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.3 0.0 0.0 0.0 0.0 0.0 43.6 0.0 51.9 Incr Delay (d2), s/veh 0.4 1.4 0.0 0.0 3.3 1.9 0.3 0.0 48.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln3.5 0.9 0.0 0.0 1.8 0.9 3.9 0.0 20.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.7 1.4 0.0 0.0 3.3 1.9 43.9 0.0 100.8 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 953 1163 381 Approach Delay, s/veh 2.8 2.8 89.1 Approach LOS A A F Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 98.0 14.5 83.5 32.0 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 2.0 7.9 2.0 27.6 Green Ext Time (p_c), s 11.9 0.0 15.6 0.0 Intersection Summary HCM 6th Ctrl Delay 16.0 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 3 Intersection Int Delay, s/veh 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 763 258 0 1116 0 99 Future Vol, veh/h 763 258 0 1116 0 99 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 93 93 93 93 93 93 Heavy Vehicles, % 9 3 0 7 0 10 Mvmt Flow 820 277 0 1200 0 106 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 959 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 297 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 297 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 23.7 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 297 - - - HCM Lane V/C Ratio 0.358 - - - HCM Control Delay (s) 23.7 - - - HCM Lane LOS C - - - HCM 95th %tile Q(veh) 1.6 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 153 685 7 96 503 51 322 35 45 49 33 218 Future Volume (veh/h) 153 685 7 96 503 51 322 35 45 49 33 218 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 166 745 7 104 547 45 350 38 47 53 36 195 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 805 1910 1032 549 866 437 233 66 81 187 117 662 Arrive On Green 0.74 1.00 1.00 0.05 0.25 0.25 0.07 0.09 0.09 0.05 0.06 0.06 Sat Flow, veh/h 1781 3357 1609 1767 3441 1469 1767 748 926 1767 1900 1535 Grp Volume(v), veh/h 166 745 7 104 547 45 350 0 85 53 36 195 Grp Sat Flow(s),veh/h/ln 1781 1678 1609 1767 1721 1469 1767 0 1674 1767 1900 1535 Q Serve(g_s), s 0.0 0.0 0.0 3.1 18.4 0.6 9.4 0.0 6.3 3.5 2.4 2.6 Cycle Q Clear(g_c), s 0.0 0.0 0.0 3.1 18.4 0.6 9.4 0.0 6.3 3.5 2.4 2.6 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.55 1.00 1.00 Lane Grp Cap(c), veh/h 805 1910 1032 549 866 437 233 0 147 187 117 662 V/C Ratio(X) 0.21 0.39 0.01 0.19 0.63 0.10 1.50 0.00 0.58 0.28 0.31 0.29 Avail Cap(c_a), veh/h 805 1910 1032 575 866 437 233 0 224 234 254 773 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 7.9 0.0 0.0 9.9 43.3 13.8 57.4 0.0 57.0 50.4 58.4 8.5 Incr Delay (d2), s/veh 0.1 0.6 0.0 0.2 3.5 0.5 248.0 0.0 5.0 0.8 2.1 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 2.2 0.3 0.0 2.2 13.1 1.1 29.7 0.0 5.2 2.8 2.1 3.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.0 0.6 0.0 10.1 46.8 14.2 305.5 0.0 62.0 51.2 60.4 8.8 LnGrp LOS A A A B D B F A E D E A Approach Vol, veh/h 918 696 435 284 Approach Delay, s/veh 1.9 39.2 257.9 23.3 Approach LOS A D F C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.1 81.3 18.0 16.6 55.4 40.0 14.6 20.0 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 63 * 9.4 * 17 * 39 * 33 * 9.4 * 17 Max Q Clear Time (g_c+I1), s 5.1 2.0 11.4 4.6 2.0 20.4 5.5 8.3 Green Ext Time (p_c), s 0.1 10.0 0.0 0.9 0.5 4.2 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 63.4 HCM 6th LOS E Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 5 Intersection Int Delay, s/veh 6.1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 21 112 19 78 172 40 Future Vol, veh/h 21 112 19 78 172 40 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 0 6 17 0 12 39 Mvmt Flow 23 122 21 85 187 43 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 106 0 - 0 232 64 Stage 1 - - - - 64 - Stage 2 - - - - 168 - Critical Hdwy 4.1 - - - 6.52 6.59 Critical Hdwy Stg 1 - - - - 5.52 - Critical Hdwy Stg 2 - - - - 5.52 - Follow-up Hdwy 2.2 - - - 3.608 3.651 Pot Cap-1 Maneuver 1498 - - - 735 906 Stage 1 - - - - 934 - Stage 2 - - - - 838 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1498 - - - 724 906 Mov Cap-2 Maneuver - - - - 724 - Stage 1 - - - - 920 - Stage 2 - - - - 838 - Approach EB WB SB HCM Control Delay, s 1.2 0 11.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1498 - - - 753 HCM Lane V/C Ratio 0.015 - - - 0.306 HCM Control Delay (s) 7.4 - - - 11.9 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 1.3 HCM 6th TWSC Town Run Lane Wawa 6: Town Run Ln & Southern Site Dwy AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 6 Intersection Int Delay, s/veh 6.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 0 172 1 0 0 80 7 12 4 39 32 Future Vol, veh/h 15 0 172 1 0 0 80 7 12 4 39 32 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 0 2 2 33 2 Mvmt Flow 16 0 187 1 0 0 87 8 13 4 42 35 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 257 263 60 350 274 15 77 0 0 21 0 0 Stage 1 68 68 - 189 189 - - - - - - - Stage 2 189 195 - 161 85 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 696 642 1005 605 633 1065 1522 - - 1595 - - Stage 1 942 838 - 813 744 - - - - - - - Stage 2 813 739 - 841 824 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 664 603 1005 469 594 1065 1522 - - 1595 - - Mov Cap-2 Maneuver 664 603 - 469 594 - - - - - - - Stage 1 887 835 - 766 701 - - - - - - - Stage 2 766 696 - 682 822 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.7 12.7 6.1 0.4 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1522 - - 965 469 1595 - - HCM Lane V/C Ratio 0.057 - - 0.211 0.002 0.003 - - HCM Control Delay (s) 7.5 0 - 9.7 12.7 7.3 0 - HCM Lane LOS A A - A B A A - HCM 95th %tile Q(veh) 0.2 - - 0.8 0 0 - - HCM 6th TWSC Town Run Lane Wawa 7: Town Run Ln & Northern Site Dwy AM - Total 2030 Town Run Lane Wawa Synchro 11 Report AM - Total 2030 Page 7 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 52 0 31 8 0 6 0 20 2 14 36 158 Future Vol, veh/h 52 0 31 8 0 6 0 20 2 14 36 158 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 0 2 2 33 2 Mvmt Flow 57 0 34 9 0 7 0 22 2 15 39 172 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 182 179 125 195 264 23 211 0 0 24 0 0 Stage 1 155 155 - 23 23 - - - - - - - Stage 2 27 24 - 172 241 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 779 715 926 764 641 1054 1360 - - 1591 - - Stage 1 847 769 - 995 876 - - - - - - - Stage 2 990 875 - 830 706 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 767 707 926 730 634 1054 1360 - - 1591 - - Mov Cap-2 Maneuver 767 707 - 730 634 - - - - - - - Stage 1 847 761 - 995 876 - - - - - - - Stage 2 984 875 - 791 698 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.9 9.4 0 0.5 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1360 - - 820 841 1591 - - HCM Lane V/C Ratio - - - 0.11 0.018 0.01 - - HCM Control Delay (s) 0 - - 9.9 9.4 7.3 0 - HCM Lane LOS A - - A A A A - HCM 95th %tile Q(veh) 0 - - 0.4 0.1 0 - - Queuing and Blocking Report Town Run Lane Wawa AM - Total 2030 AM - Total 2030 Town Run Lane Wawa SimTraffic Report AM - Total 2030 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 528 180 140 437 360 158 Average Queue (ft) 245 31 102 175 199 58 95th Queue (ft) 457 140 165 393 314 112 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 1 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 15 0 5 5 Queuing Penalty (veh) 8 1 25 12 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 139 265 104 95 337 225 Average Queue (ft) 71 81 85 68 87 141 95th Queue (ft) 127 192 104 104 217 231 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 0 19 3 Queuing Penalty (veh) 0 106 17 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 1 2 1 2 Queuing Penalty (veh) 4 3 2 2 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 45 452 262 78 Average Queue (ft) 2 227 59 37 95th Queue (ft) 23 425 171 64 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 2 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Total 2030 AM - Total 2030 Town Run Lane Wawa SimTraffic Report AM - Total 2030 Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 154 234 238 27 148 312 297 56 440 1709 95 75 Average Queue (ft) 67 121 136 2 42 157 127 18 435 1248 35 25 95th Queue (ft) 129 207 219 14 95 281 245 48 478 1911 77 60 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 0 0 0 72 57 Queuing Penalty (veh) 0 0 0 0 57 183 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 153 Average Queue (ft) 53 95th Queue (ft) 111 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 425 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 660 70 248 615 0 0 0 0 450 0 160 Future Volume (veh/h) 0 660 70 248 615 0 0 0 0 450 0 160 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 688 0 258 641 0 469 0 156 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 682 401 1157 0 512 0 430 Arrive On Green 0.00 0.37 0.00 0.20 0.62 0.00 0.28 0.00 0.28 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 688 0 258 641 0 469 0 156 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 48.2 0.0 13.4 25.8 0.0 32.6 0.0 10.6 Cycle Q Clear(g_c), s 0.0 48.2 0.0 13.4 25.8 0.0 32.6 0.0 10.6 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 682 401 1157 0 512 0 430 V/C Ratio(X) 0.00 1.01 0.64 0.55 0.00 0.92 0.00 0.36 Avail Cap(c_a), veh/h 0 682 401 1157 0 565 0 475 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.64 0.64 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 40.9 0.0 45.5 14.1 0.0 45.1 0.0 37.3 Incr Delay (d2), s/veh 0.0 36.5 0.0 2.1 1.2 0.0 19.2 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 28.7 0.0 7.8 11.1 0.0 17.3 0.0 4.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 77.4 0.0 47.5 15.3 0.0 64.3 0.0 37.9 LnGrp LOS A F D B A E A D Approach Vol, veh/h 688 A 899 625 Approach Delay, s/veh 77.4 24.6 57.7 Approach LOS E C E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 87.8 32.8 55.0 42.2 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 77 * 22 * 48 40.6 Max Q Clear Time (g_c+I1), s 27.8 15.4 50.2 34.6 Green Ext Time (p_c), s 4.4 0.3 0.0 2.1 Intersection Summary HCM 6th Ctrl Delay 50.3 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 127 984 0 0 801 428 61 0 336 0 0 0 Future Volume (veh/h) 127 984 0 0 801 428 61 0 336 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 130 1004 0 0 817 403 62 0 316 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 401 1305 0 0 1103 927 361 0 311 Arrive On Green 0.07 0.94 0.00 0.00 1.00 1.00 0.20 0.00 0.20 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 130 1004 0 0 817 403 62 0 316 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.9 16.3 0.0 0.0 0.0 0.0 3.7 0.0 25.9 Cycle Q Clear(g_c), s 3.9 16.3 0.0 0.0 0.0 0.0 3.7 0.0 25.9 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 401 1305 0 0 1103 927 361 0 311 V/C Ratio(X) 0.32 0.77 0.00 0.00 0.74 0.43 0.17 0.00 1.02 Avail Cap(c_a), veh/h 420 1305 0 0 1103 927 361 0 311 HCM Platoon Ratio 1.33 1.33 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.17 0.17 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.4 1.8 0.0 0.0 0.0 0.0 43.2 0.0 52.0 Incr Delay (d2), s/veh 0.1 0.8 0.0 0.0 4.5 1.5 0.2 0.0 55.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln1.4 2.3 0.0 0.0 1.4 0.4 1.7 0.0 14.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 8.4 2.6 0.0 0.0 4.5 1.5 43.4 0.0 107.4 LnGrp LOS A A A A A A D A F Approach Vol, veh/h 1134 1220 378 Approach Delay, s/veh 3.2 3.5 96.9 Approach LOS A A F Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 98.0 13.5 84.5 32.0 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 18.3 5.9 2.0 27.9 Green Ext Time (p_c), s 20.4 0.1 18.2 0.0 Intersection Summary HCM 6th Ctrl Delay 16.3 HCM 6th LOS B HCM 6th TWSC Town Run Lane Wawa 3: Town Run Ln & Fairfax Pike PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 3 Intersection Int Delay, s/veh 1.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 1058 263 0 1229 0 81 Future Vol, veh/h 1058 263 0 1229 0 81 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 3 1 0 4 0 10 Mvmt Flow 1102 274 0 1280 0 84 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 - - - 1239 Stage 1 - - - - - - Stage 2 - - - - - - Critical Hdwy - - - - - 6.35 Critical Hdwy Stg 1 - - - - - - Critical Hdwy Stg 2 - - - - - - Follow-up Hdwy - - - - - 3.395 Pot Cap-1 Maneuver - - 0 - 0 202 Stage 1 - - 0 - 0 - Stage 2 - - 0 - 0 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - - - - 202 Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Approach EB WB NB HCM Control Delay, s 0 0 35 HCM LOS E Minor Lane/Major Mvmt NBLn1 EBT EBR WBT Capacity (veh/h) 202 - - - HCM Lane V/C Ratio 0.418 - - - HCM Control Delay (s) 35 - - - HCM Lane LOS E - - - HCM 95th %tile Q(veh) 1.9 - - - HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 196 891 25 132 687 113 210 34 50 66 52 190 Future Volume (veh/h) 196 891 25 132 687 113 210 34 50 66 52 190 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 204 928 21 138 716 97 219 35 50 69 54 163 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 439 1814 951 460 1728 840 281 89 127 248 211 297 Arrive On Green 0.16 1.00 1.00 0.05 0.49 0.49 0.07 0.13 0.13 0.05 0.11 0.11 Sat Flow, veh/h 1781 3497 1609 1795 3497 1546 1767 663 948 1711 1900 1572 Grp Volume(v), veh/h 204 928 21 138 716 97 219 0 85 69 54 163 Grp Sat Flow(s),veh/h/ln 1781 1749 1609 1795 1749 1546 1767 0 1611 1711 1900 1572 Q Serve(g_s), s 7.6 0.0 0.0 4.6 16.9 4.0 9.4 0.0 6.3 4.5 3.4 12.2 Cycle Q Clear(g_c), s 7.6 0.0 0.0 4.6 16.9 4.0 9.4 0.0 6.3 4.5 3.4 12.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 439 1814 951 460 1728 840 281 0 216 248 211 297 V/C Ratio(X) 0.47 0.51 0.02 0.30 0.41 0.12 0.78 0.00 0.39 0.28 0.26 0.55 Avail Cap(c_a), veh/h 762 1814 951 484 1728 840 281 0 216 287 240 321 HCM Platoon Ratio 2.00 2.00 2.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 13.8 0.0 0.0 12.9 20.9 14.4 51.4 0.0 51.5 45.3 52.9 47.7 Incr Delay (d2), s/veh 0.8 1.0 0.0 0.4 0.7 0.3 13.0 0.0 1.7 0.6 0.9 2.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.7 0.3 0.0 2.0 7.2 1.4 3.4 0.0 2.6 1.9 1.7 4.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 14.5 1.0 0.0 13.3 21.6 14.7 64.4 0.0 53.1 45.9 53.8 50.0 LnGrp LOS B A A B C B E A D D D D Approach Vol, veh/h 1153 951 304 286 Approach Delay, s/veh 3.4 19.7 61.2 49.8 Approach LOS A B E D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.3 74.7 18.0 23.0 17.4 71.5 15.0 26.0 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 64 * 9.4 * 16 * 34 * 39 * 9.4 * 16 Max Q Clear Time (g_c+I1), s 6.6 2.0 11.4 14.2 9.6 18.9 6.5 8.3 Green Ext Time (p_c), s 0.1 13.8 0.0 0.2 0.6 7.4 0.0 0.3 Intersection Summary HCM 6th Ctrl Delay 20.6 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM 6th TWSC Town Run Lane Wawa 5: Stickley Dr & Town Run Ln PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 5 Intersection Int Delay, s/veh 5.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 34 99 66 73 129 97 Future Vol, veh/h 34 99 66 73 129 97 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 17 1 0 0 0 0 Mvmt Flow 37 108 72 79 140 105 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 151 0 - 0 294 112 Stage 1 - - - - 112 - Stage 2 - - - - 182 - Critical Hdwy 4.27 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.353 - - - 3.5 3.3 Pot Cap-1 Maneuver 1343 - - - 701 947 Stage 1 - - - - 918 - Stage 2 - - - - 854 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1343 - - - 681 947 Mov Cap-2 Maneuver - - - - 681 - Stage 1 - - - - 892 - Stage 2 - - - - 854 - Approach EB WB SB HCM Control Delay, s 2 0 11.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1343 - - - 774 HCM Lane V/C Ratio 0.028 - - - 0.317 HCM Control Delay (s) 7.8 - - - 11.8 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.1 - - - 1.4 HCM 6th TWSC Town Run Lane Wawa 6: Town Run Ln & Southern Site Dwy PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 6 Intersection Int Delay, s/veh 5.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 12 0 131 3 0 0 62 17 27 10 92 24 Future Vol, veh/h 12 0 131 3 0 0 62 17 27 10 92 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 12 2 2 0 2 Mvmt Flow 13 0 142 3 0 0 67 18 29 11 100 26 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 302 316 113 373 315 33 126 0 0 47 0 0 Stage 1 135 135 - 167 167 - - - - - - - Stage 2 167 181 - 206 148 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 650 600 940 584 601 1041 1460 - - 1560 - - Stage 1 868 785 - 835 760 - - - - - - - Stage 2 835 750 - 796 775 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 623 567 940 475 568 1041 1460 - - 1560 - - Mov Cap-2 Maneuver 623 567 - 475 568 - - - - - - - Stage 1 827 779 - 796 724 - - - - - - - Stage 2 796 715 - 670 769 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.8 12.6 4.4 0.6 HCM LOS A B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1460 - - 902 475 1560 - - HCM Lane V/C Ratio 0.046 - - 0.172 0.007 0.007 - - HCM Control Delay (s) 7.6 0 - 9.8 12.6 7.3 0 - HCM Lane LOS A A - A B A A - HCM 95th %tile Q(veh) 0.1 - - 0.6 0 0 - - HCM 6th TWSC Town Run Lane Wawa 7: Town Run Ln & Northern Site Dwy PM - Total 2030 Town Run Lane Wawa Synchro 11 Report PM - Total 2030 Page 7 Intersection Int Delay, s/veh 2.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 0 23 8 0 4 0 28 2 11 96 120 Future Vol, veh/h 40 0 23 8 0 4 0 28 2 11 96 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 12 2 2 0 2 Mvmt Flow 43 0 25 9 0 4 0 30 2 12 104 130 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 226 225 169 237 289 31 234 0 0 32 0 0 Stage 1 193 193 - 31 31 - - - - - - - Stage 2 33 32 - 206 258 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 729 674 875 717 621 1043 1333 - - 1580 - - Stage 1 809 741 - 986 869 - - - - - - - Stage 2 983 868 - 796 694 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 721 668 875 692 615 1043 1333 - - 1580 - - Mov Cap-2 Maneuver 721 668 - 692 615 - - - - - - - Stage 1 809 734 - 986 869 - - - - - - - Stage 2 979 868 - 766 688 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 10.1 9.7 0 0.4 HCM LOS B A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1333 - - 771 779 1580 - - HCM Lane V/C Ratio - - - 0.089 0.017 0.008 - - HCM Control Delay (s) 0 - - 10.1 9.7 7.3 0 - HCM Lane LOS A - - B A A A - HCM 95th %tile Q(veh) 0 - - 0.3 0.1 0 - - Queuing and Blocking Report Town Run Lane Wawa PM - Total 2030 PM - Total 2030 Town Run Lane Wawa SimTraffic Report PM - Total 2030 Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 716 180 140 470 577 279 Average Queue (ft) 631 55 134 392 333 78 95th Queue (ft) 830 187 158 559 562 250 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 39 8 1 Queuing Penalty (veh) 0 69 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 54 0 16 18 2 0 Queuing Penalty (veh) 38 2 97 45 3 0 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 140 405 102 92 620 225 Average Queue (ft) 99 227 90 51 273 203 95th Queue (ft) 168 344 97 88 659 263 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 0 39 1 Queuing Penalty (veh) 5 240 8 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 4 22 15 25 Queuing Penalty (veh) 36 28 51 15 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 58 482 342 85 Average Queue (ft) 5 323 49 35 95th Queue (ft) 30 560 259 67 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 7 1 Queuing Penalty (veh) 0 37 7 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Total 2030 PM - Total 2030 Town Run Lane Wawa SimTraffic Report PM - Total 2030 Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 183 264 280 47 238 391 332 82 410 468 117 101 Average Queue (ft) 79 157 174 7 72 210 162 29 265 156 47 35 95th Queue (ft) 145 239 260 35 189 355 304 64 459 581 97 77 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 0 0 2 0 11 6 Queuing Penalty (veh) 0 0 2 0 9 12 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 156 Average Queue (ft) 56 95th Queue (ft) 119 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 704 Appendix M Year 2030 Total Traffic Conditions – Mitigation Operational Worksheets HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike AM - Total 2030 - Mitgation Town Run Lane Wawa Synchro 11 Report AM - Total 2030 - Mitgation Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 624 56 235 510 0 0 0 0 263 0 149 Future Volume (veh/h) 0 624 56 235 510 0 0 0 0 263 0 149 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1796 1722 1856 1796 0 1752 1900 1663 Adj Flow Rate, veh/h 0 664 0 250 543 0 280 0 148 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Percent Heavy Veh, % 0 7 12 3 7 0 10 0 16 Cap, veh/h 0 859 534 1306 0 324 0 253 Arrive On Green 0.00 0.48 0.00 0.06 0.24 0.00 0.18 0.00 0.18 Sat Flow, veh/h 0 1796 1459 1767 1796 0 1810 0 1409 Grp Volume(v), veh/h 0 664 0 250 543 0 280 0 148 Grp Sat Flow(s),veh/h/ln 0 1796 1459 1767 1796 0 1810 0 1409 Q Serve(g_s), s 0.0 39.8 0.0 3.6 33.2 0.0 19.5 0.0 12.5 Cycle Q Clear(g_c), s 0.0 39.8 0.0 3.6 33.2 0.0 19.5 0.0 12.5 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 859 534 1306 0 324 0 253 V/C Ratio(X) 0.00 0.77 0.47 0.42 0.00 0.86 0.00 0.59 Avail Cap(c_a), veh/h 0 859 534 1306 0 426 0 332 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.78 0.78 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 28.0 0.0 43.3 26.1 0.0 51.8 0.0 48.9 Incr Delay (d2), s/veh 0.0 6.7 0.0 0.4 0.8 0.0 14.1 0.0 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 18.6 0.0 7.9 16.3 0.0 10.1 0.0 4.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 34.7 0.0 43.6 26.9 0.0 65.9 0.0 51.5 LnGrp LOS A C D C A E A D Approach Vol, veh/h 664 A 793 428 Approach Delay, s/veh 34.7 32.2 60.9 Approach LOS C C E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 101.3 32.3 69.0 28.7 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 87 * 18 * 62 30.6 Max Q Clear Time (g_c+I1), s 35.2 5.6 41.8 21.5 Green Ext Time (p_c), s 3.5 0.4 4.0 1.8 Intersection Summary HCM 6th Ctrl Delay 39.6 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike AM - Total 2030 - Mitgation Town Run Lane Wawa Synchro 11 Report AM - Total 2030 - Mitgation Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 170 716 0 0 672 444 73 0 305 0 0 0 Future Volume (veh/h) 170 716 0 0 672 444 73 0 305 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1767 1767 0 0 1826 1781 1707 1900 1811 Adj Flow Rate, veh/h 183 770 0 0 723 440 78 0 303 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 Percent Heavy Veh, % 9 9 0 0 5 8 13 0 6 Cap, veh/h 424 1242 0 0 1085 897 361 0 306 Arrive On Green 0.06 0.70 0.00 0.00 1.00 1.00 0.20 0.00 0.20 Sat Flow, veh/h 1682 1767 0 0 1826 1510 1810 0 1535 Grp Volume(v), veh/h 183 770 0 0 723 440 78 0 303 Grp Sat Flow(s),veh/h/ln1682 1767 0 0 1826 1510 1810 0 1535 Q Serve(g_s), s 5.5 29.8 0.0 0.0 0.0 0.0 4.7 0.0 25.6 Cycle Q Clear(g_c), s 5.5 29.8 0.0 0.0 0.0 0.0 4.7 0.0 25.6 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 424 1242 0 0 1085 897 361 0 306 V/C Ratio(X) 0.43 0.62 0.00 0.00 0.67 0.49 0.22 0.00 0.99 Avail Cap(c_a), veh/h 435 1242 0 0 1085 897 361 0 306 HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.60 0.60 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 8.8 10.2 0.0 0.0 0.0 0.0 43.6 0.0 51.9 Incr Delay (d2), s/veh 0.4 1.4 0.0 0.0 3.2 1.9 0.3 0.0 48.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln2.1 11.5 0.0 0.0 1.0 0.5 2.2 0.0 14.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 9.2 11.6 0.0 0.0 3.2 1.9 43.9 0.0 100.8 LnGrp LOS A B A A A A D A F Approach Vol, veh/h 953 1163 381 Approach Delay, s/veh 11.1 2.7 89.1 Approach LOS B A F Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 98.0 14.2 83.8 32.0 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 91.4 8.4 76.4 25.9 Max Q Clear Time (g_c+I1), s 31.8 7.5 2.0 27.6 Green Ext Time (p_c), s 11.6 0.0 15.6 0.0 Intersection Summary HCM 6th Ctrl Delay 19.1 HCM 6th LOS B HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike AM - Total 2030 - Mitgation Town Run Lane Wawa Synchro 11 Report AM - Total 2030 - Mitgation Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 153 685 7 96 503 51 322 35 45 49 33 218 Future Volume (veh/h) 153 685 7 96 503 51 322 35 45 49 33 218 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1767 1900 1856 1811 1737 1856 1841 1781 1856 1900 1811 Adj Flow Rate, veh/h 166 745 7 104 547 45 350 38 47 53 36 195 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 9 0 3 6 11 3 4 8 3 0 6 Cap, veh/h 525 1474 1032 345 1077 528 462 163 201 365 117 369 Arrive On Green 0.18 0.44 0.44 0.05 0.31 0.31 0.20 0.22 0.22 0.05 0.06 0.06 Sat Flow, veh/h 1781 3357 1608 1767 3441 1470 1767 748 926 1767 1900 1535 Grp Volume(v), veh/h 166 745 7 104 547 45 350 0 85 53 36 195 Grp Sat Flow(s),veh/h/ln 1781 1678 1608 1767 1721 1470 1767 0 1674 1767 1900 1535 Q Serve(g_s), s 0.0 20.8 0.2 4.1 16.9 1.2 23.6 0.0 5.4 3.0 2.4 5.1 Cycle Q Clear(g_c), s 0.0 20.8 0.2 4.1 16.9 1.2 23.6 0.0 5.4 3.0 2.4 5.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.55 1.00 1.00 Lane Grp Cap(c), veh/h 525 1474 1032 345 1077 528 462 0 364 365 117 369 V/C Ratio(X) 0.32 0.51 0.01 0.30 0.51 0.09 0.76 0.00 0.23 0.15 0.31 0.53 Avail Cap(c_a), veh/h 525 1474 1032 384 1077 528 545 0 443 385 137 385 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.1 26.3 8.4 19.8 36.5 9.1 44.0 0.0 41.9 36.5 58.4 15.5 Incr Delay (d2), s/veh 0.3 1.2 0.0 0.5 1.7 0.3 5.1 0.0 0.5 0.2 2.1 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.3 8.7 0.1 1.8 7.5 0.6 10.9 0.0 2.3 1.3 1.2 2.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.5 27.5 8.4 20.3 38.2 9.4 49.1 0.0 42.4 36.6 60.4 17.2 LnGrp LOS C C A C D A D A D D E B Approach Vol, veh/h 918 696 435 284 Approach Delay, s/veh 28.4 33.6 47.8 26.3 Approach LOS C C D C Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.1 64.4 34.9 16.6 30.5 48.0 14.6 36.9 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 9.7 * 47 * 32 * 9.4 * 16 * 41 * 7.4 * 34 Max Q Clear Time (g_c+I1), s 6.1 22.8 25.6 7.1 2.0 18.9 5.0 7.4 Green Ext Time (p_c), s 0.1 7.9 0.6 0.3 0.4 5.6 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 33.3 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Queuing and Blocking Report Town Run Lane Wawa AM - Total 2030 - Mitgation AM - Total 2030 - Mitgation Town Run Lane Wawa SimTraffic Report AM - Total 2030 - Mitgation Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 592 180 140 458 370 145 Average Queue (ft) 295 33 118 225 203 55 95th Queue (ft) 555 146 166 443 330 106 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 1 1 Queuing Penalty (veh) 0 11 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 20 0 9 7 Queuing Penalty (veh) 11 1 47 17 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 140 420 93 88 298 223 Average Queue (ft) 96 198 75 40 84 136 95th Queue (ft) 159 395 111 79 221 228 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 1 13 1 Queuing Penalty (veh) 8 75 3 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 4 10 1 2 Queuing Penalty (veh) 27 18 2 2 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 42 326 91 76 Average Queue (ft) 2 94 6 36 95th Queue (ft) 20 257 52 62 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa AM - Total 2030 - Mitgation AM - Total 2030 - Mitgation Town Run Lane Wawa SimTraffic Report AM - Total 2030 - Mitgation Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 164 290 297 74 136 295 253 63 369 160 92 78 Average Queue (ft) 73 146 160 4 44 140 112 19 209 41 33 24 95th Queue (ft) 138 243 262 43 97 250 214 50 335 110 76 61 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 1 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 0 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 151 Average Queue (ft) 60 95th Queue (ft) 117 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 222 HCM 6th Signalized Intersection Summary Town Run Lane Wawa 1: I-81 SB Ramps & Fairfax Pike PM - Total 2030 - Mitigation Town Run Lane Wawa Synchro 11 Report PM - Total 2030 - Mitigation Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 660 70 248 615 0 0 0 0 450 0 160 Future Volume (veh/h) 0 660 70 248 615 0 0 0 0 450 0 160 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1841 1737 1811 1856 0 1856 1900 1796 Adj Flow Rate, veh/h 0 688 0 258 641 0 469 0 156 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 0 4 11 6 3 0 3 0 7 Cap, veh/h 0 755 364 1148 0 506 0 426 Arrive On Green 0.00 0.41 0.00 0.20 0.82 0.00 0.28 0.00 0.28 Sat Flow, veh/h 0 1841 1472 1725 1856 0 1810 0 1522 Grp Volume(v), veh/h 0 688 0 258 641 0 469 0 156 Grp Sat Flow(s),veh/h/ln 0 1841 1472 1725 1856 0 1810 0 1522 Q Serve(g_s), s 0.0 42.3 0.0 9.0 13.6 0.0 30.2 0.0 9.9 Cycle Q Clear(g_c), s 0.0 42.3 0.0 9.0 13.6 0.0 30.2 0.0 9.9 Prop In Lane 0.00 1.00 1.00 0.00 1.00 1.00 Lane Grp Cap(c), veh/h 0 755 364 1148 0 506 0 426 V/C Ratio(X) 0.00 0.91 0.71 0.56 0.00 0.93 0.00 0.37 Avail Cap(c_a), veh/h 0 755 364 1148 0 537 0 452 HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.00 1.00 1.00 1.00 Upstream Filter(I) 0.00 1.00 0.00 0.60 0.60 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 33.4 0.0 41.8 5.3 0.0 42.0 0.0 34.7 Incr Delay (d2), s/veh 0.0 17.2 0.0 3.6 1.2 0.0 21.9 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 30.0 0.0 10.4 6.5 0.0 23.1 0.0 6.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 50.5 0.0 45.4 6.4 0.0 63.9 0.0 35.3 LnGrp LOS A D D A A E A D Approach Vol, veh/h 688 A 899 625 Approach Delay, s/veh 50.5 17.6 56.8 Approach LOS D B E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 81.0 25.0 56.0 39.0 Change Period (Y+Rc), s * 6.8 * 6.8 * 6.8 5.4 Max Green Setting (Gmax), s * 72 * 16 * 49 35.6 Max Q Clear Time (g_c+I1), s 15.6 11.0 44.3 32.2 Green Ext Time (p_c), s 4.4 0.3 1.9 1.3 Intersection Summary HCM 6th Ctrl Delay 38.9 HCM 6th LOS D Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. HCM 6th Signalized Intersection Summary Town Run Lane Wawa 2: I-81 NB Ramps & Fairfax Pike PM - Total 2030 - Mitigation Town Run Lane Wawa Synchro 11 Report PM - Total 2030 - Mitigation Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 127 984 0 0 801 428 61 0 336 0 0 0 Future Volume (veh/h) 127 984 0 0 801 428 61 0 336 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1752 1856 0 0 1841 1826 1796 1900 1841 Adj Flow Rate, veh/h 130 1004 0 0 817 403 62 0 316 Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 Percent Heavy Veh, % 10 3 0 0 4 5 7 0 4 Cap, veh/h 398 1259 0 0 1041 875 391 0 337 Arrive On Green 0.08 0.90 0.00 0.00 1.00 1.00 0.22 0.00 0.22 Sat Flow, veh/h 1668 1856 0 0 1841 1547 1810 0 1560 Grp Volume(v), veh/h 130 1004 0 0 817 403 62 0 316 Grp Sat Flow(s),veh/h/ln1668 1856 0 0 1841 1547 1810 0 1560 Q Serve(g_s), s 3.8 22.7 0.0 0.0 0.0 0.0 3.3 0.0 23.9 Cycle Q Clear(g_c), s 3.8 22.7 0.0 0.0 0.0 0.0 3.3 0.0 23.9 Prop In Lane 1.00 0.00 0.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 398 1259 0 0 1041 875 391 0 337 V/C Ratio(X) 0.33 0.80 0.00 0.00 0.78 0.46 0.16 0.00 0.94 Avail Cap(c_a), veh/h 405 1259 0 0 1041 875 391 0 337 HCM Platoon Ratio 1.33 1.33 1.00 1.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 0.32 0.32 0.00 0.00 1.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 9.1 3.0 0.0 0.0 0.0 0.0 38.2 0.0 46.3 Incr Delay (d2), s/veh 0.2 1.8 0.0 0.0 5.9 1.7 0.2 0.0 33.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln2.5 5.3 0.0 0.0 3.1 0.8 2.7 0.0 18.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 9.2 4.8 0.0 0.0 5.9 1.7 38.4 0.0 79.7 LnGrp LOS A A A A A A D A E Approach Vol, veh/h 1134 1220 378 Approach Delay, s/veh 5.3 4.5 72.9 Approach LOS A A E Timer - Assigned Phs 2 5 6 8 Phs Duration (G+Y+Rc), s 88.0 13.5 74.5 32.0 Change Period (Y+Rc), s 6.6 6.6 6.6 6.1 Max Green Setting (Gmax), s 81.4 7.4 67.4 25.9 Max Q Clear Time (g_c+I1), s 24.7 5.8 2.0 25.9 Green Ext Time (p_c), s 19.2 0.0 17.8 0.0 Intersection Summary HCM 6th Ctrl Delay 14.3 HCM 6th LOS B HCM 6th Signalized Intersection Summary Town Run Lane Wawa 4: Stickley Dr/Aylor Rd & Fairfax Pike PM - Total 2030 - Mitigation Town Run Lane Wawa Synchro 11 Report PM - Total 2030 - Mitigation Page 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 196 891 25 132 687 113 210 34 50 66 52 190 Future Volume (veh/h) 196 891 25 132 687 113 210 34 50 66 52 190 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1841 1900 1885 1841 1826 1856 1781 1870 1796 1900 1856 Adj Flow Rate, veh/h 204 928 21 138 716 97 219 35 50 69 54 163 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Percent Heavy Veh, % 2 4 0 1 4 5 3 8 2 7 0 3 Cap, veh/h 396 1589 901 338 1505 746 353 113 162 307 223 313 Arrive On Green 0.11 0.60 0.60 0.06 0.43 0.43 0.11 0.17 0.17 0.05 0.12 0.12 Sat Flow, veh/h 1781 3497 1608 1795 3497 1546 1767 663 948 1711 1900 1572 Grp Volume(v), veh/h 204 928 21 138 716 97 219 0 85 69 54 163 Grp Sat Flow(s),veh/h/ln 1781 1749 1608 1795 1749 1546 1767 0 1611 1711 1900 1572 Q Serve(g_s), s 7.7 19.5 0.5 4.9 17.6 4.2 12.7 0.0 5.5 3.9 3.1 11.1 Cycle Q Clear(g_c), s 7.7 19.5 0.5 4.9 17.6 4.2 12.7 0.0 5.5 3.9 3.1 11.1 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.59 1.00 1.00 Lane Grp Cap(c), veh/h 396 1589 901 338 1505 746 353 0 275 307 223 313 V/C Ratio(X) 0.52 0.58 0.02 0.41 0.48 0.13 0.62 0.00 0.31 0.23 0.24 0.52 Avail Cap(c_a), veh/h 424 1589 901 364 1505 746 353 0 443 318 434 487 HCM Platoon Ratio 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 17.5 16.8 8.5 17.5 24.5 17.1 41.5 0.0 43.6 37.9 48.1 43.0 Incr Delay (d2), s/veh 1.0 1.6 0.0 0.8 1.1 0.4 3.3 0.0 0.9 0.4 0.8 1.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 5.7 11.7 0.3 3.8 12.1 2.8 10.0 0.0 4.1 3.0 2.7 7.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 18.5 18.4 8.6 18.3 25.6 17.5 44.8 0.0 44.5 38.2 48.9 44.9 LnGrp LOS B B A B C B D A D D D D Approach Vol, veh/h 1153 951 304 286 Approach Delay, s/veh 18.2 23.7 44.7 44.0 Approach LOS B C D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 14.2 61.8 21.3 22.7 17.1 58.9 14.9 29.1 Change Period (Y+Rc), s * 7.3 * 7.3 * 8.6 * 8.6 * 7.3 * 7.3 * 8.6 * 8.6 Max Green Setting (Gmax), s * 8.7 * 39 * 13 * 27 * 12 * 36 * 7.1 * 33 Max Q Clear Time (g_c+I1), s 6.9 21.5 14.7 13.1 9.7 19.6 5.9 7.5 Green Ext Time (p_c), s 0.1 8.7 0.0 0.9 0.1 6.8 0.0 0.6 Intersection Summary HCM 6th Ctrl Delay 25.9 HCM 6th LOS C Notes User approved pedestrian interval to be less than phase max green. * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. Queuing and Blocking Report Town Run Lane Wawa PM - Total 2030 - Mitigation PM - Total 2030 - Mitigation Town Run Lane Wawa SimTraffic Report PM - Total 2030 - Mitigation Page 1 Intersection: 1: I-81 SB Ramps & Fairfax Pike Movement EB EB WB WB SB SB Directions Served T R L T LT R Maximum Queue (ft) 710 180 140 467 680 435 Average Queue (ft) 527 64 131 343 381 100 95th Queue (ft) 816 202 162 570 655 356 Link Distance (ft) 676 453 863 Upstream Blk Time (%) 19 4 2 Queuing Penalty (veh) 0 38 0 Storage Bay Dist (ft) 180 140 640 Storage Blk Time (%) 45 0 14 22 3 0 Queuing Penalty (veh) 31 2 85 56 5 1 Intersection: 2: I-81 NB Ramps & Fairfax Pike Movement EB EB WB WB NB NB Directions Served L T T R LT R Maximum Queue (ft) 139 442 106 89 488 225 Average Queue (ft) 94 191 89 46 202 202 95th Queue (ft) 154 398 101 83 499 255 Link Distance (ft) 453 82 82 1225 Upstream Blk Time (%) 1 38 1 Queuing Penalty (veh) 8 232 5 Storage Bay Dist (ft) 140 225 Storage Blk Time (%) 3 5 7 16 Queuing Penalty (veh) 29 7 22 10 Intersection: 3: Town Run Ln & Fairfax Pike Movement EB WB WB NB Directions Served TR T T R Maximum Queue (ft) 68 481 362 86 Average Queue (ft) 5 298 66 36 95th Queue (ft) 36 567 320 67 Link Distance (ft) 82 450 450 776 Upstream Blk Time (%) 0 7 1 Queuing Penalty (veh) 0 40 7 Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Queuing and Blocking Report Town Run Lane Wawa PM - Total 2030 - Mitigation PM - Total 2030 - Mitigation Town Run Lane Wawa SimTraffic Report PM - Total 2030 - Mitigation Page 2 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement EB EB EB EB WB WB WB WB NB NB SB SB Directions Served L T T R L T T R L TR L T Maximum Queue (ft) 195 283 299 96 275 466 441 278 316 213 119 100 Average Queue (ft) 83 174 194 8 120 279 242 60 167 76 44 40 95th Queue (ft) 151 262 282 50 317 526 504 242 332 315 96 84 Link Distance (ft) 450 450 498 498 2036 842 Upstream Blk Time (%) 13 8 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 410 275 330 460 440 320 Storage Blk Time (%) 1 0 0 19 4 0 3 2 Queuing Penalty (veh) 0 0 1 25 5 0 2 3 Intersection: 4: Stickley Dr/Aylor Rd & Fairfax Pike Movement SB Directions Served R Maximum Queue (ft) 172 Average Queue (ft) 61 95th Queue (ft) 135 Link Distance (ft) Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 510 Storage Blk Time (%) Queuing Penalty (veh) Zone Summary Zone wide Queuing Penalty: 614