PC 09-04-24 Meeting Agenda1.Call to Order
2.Pledge of Allegiance
3.Adoption of Agenda – Pursuant to established procedures, the Planning Commission
should adopt the Agenda for the meeting.
4.Meeting Minutes
4.A.June 5, 2024 Meeting Minutes
4.B.July 3, 2024 Meeting Minutes
5.Committee Reports
6.Citizen Comments
7.Public Hearings
7.A.Rezoning #06-24 for Fruit Hill (Equus Capital Partners, Ltd., DTS, LC, and
William O. Minor) - Mr. Bishop
Submitted to rezone 220.06 +/- acres which consist of 189.08 +/- acres from RA (Rural
Areas) District to M1 (Light Industrial) District, 10.34 +/- acres from RA (Rural Areas)
District to B2 (General Business) District, and 20.64 +/- acres from RA (Rural Areas)
District to TM (Technology Manufacturing) District with proffers. The properties are
located at 384 Ruebuck Lane, 1420 Rest Church Road, and the southwest corner of
the intersection of Rest Church Road and Zachary Ann Lane and are identified by
Property Identification Numbers 33-9-1A, 33-A-89, and 33-A-90 in the Stonewall
Magisterial District.
AGENDA
PLANNING COMMISSION
WEDNESDAY, SEPTEMBER 4, 2024
7:00 PM
THE BOARD ROOM
FREDERICK COUNTY ADMINISTRATION BUILDING
WINCHESTER, VIRGINIA
PC09-04-24MinutesJune5.pdf
PC09-04-24MinutesJuly3.pdf
PC09-04-24REZ06-24_Redacted.pdf
PC09-04-24REZ06-24TransportationImpactAnalysis.PDF
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7.B.Rezoning #07-24 for William and Barbara Houdershell - (Mrs. Peloquin)
Submitted to rezone 5 +/- acres from M1 (Light Industrial) District to RA (Rural Areas)
District. The property is located at 8183 Valley Pike, Middletown, Virginia and is
identified by Property Identification Number 91-A-28B in the Back Creek Magisterial
District.
7.C.Rezoning #08-24 for D&M Container Service (Jimmy Johnson) - (Mr.
Klein)
Submitted to rezone approximately 13 +/- acres from the RA (Rural Areas) District to
the M1 (Light Industrial) District with proffers. The property is located at 1290 Faifax
Pike, White Post, VA and is identified by Property Identification Number 86-A-180 in the
Opequon Magisterial District.
7.D.Conditional Use Permit #04-24 for Marlboro Springs LLC (Samuel Smith) -
(Mrs. Peloquin)
Submitted for a special event facility. The property is located at 1147 N Pifer Road, Star
Tannery, VA and is identified by Property Identification Number 69-A-28 in the Back
Creek Magisterial District.
7.E.Draft Update of the 2024-2025 Frederick County Primary Road
Improvement Plan - (Mr. Bishop)
The Primary Road Improvement Plan establishes priorities for improvements to the
Primary Road network within Frederick County. Comments from the Transportation
Committee will be forwarded to the Planning Commission and Board of Supervisors.
Ultimately, the priorities adopted by the Board of Supervisors will be forwarded to the
Commonwealth Transportation Board for consideration. Persons wishing to speak at
this public hearing should contact the Frederick County Planning Department at 540-
665-5651.
8.Other
8.A.Current Planning Applications
9.Adjourn
PC09-04-24REZ07-24_Redacted.pdf
PC09-04-24REZ08-24_Redacted.pdf
PC09-04-24CUP04-24_Redacted.pdf
PC09-04-24_ 2024-2025PrimaryRoadImprovementPlan.pdf
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Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Meeting Minutes
Title: June 5, 2024 Meeting Minutes
Attachments:
PC09-04-24MinutesJune5.pdf
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Frederick County Planning Commission Page 4125
Minutes of June 5, 2024
MEETING MINUTES
OF THE
FREDERICK COUNTY PLANNING COMMISSION
Held in the Board Room of the Frederick County Administration Building at 107 North Kent Street in
Winchester, Virginia on June 5, 2024.
PRESENT: Roger L. Thomas, Vice Chairman/Shawnee District; Elizabeth D. Kozel, Shawnee District;
Robert S. Molden, Opequon District; Kevin Sneddon, Opequon District; Justin Kerns, Stonewall District;
Charles S. DeHaven III, Stonewall District; Betsy Brumback, Back Creek District; Charles E. Triplett,
Gainesboro District; Jason Aikens, Gainesboro District; Mollie Brannon, Member at Large; Roderick B.
Williams, County Attorney.
ABSENT: Tim Stowe, Chairman/Red Bud District; Jeff McKay, Back Creek District; Charles Markert,
Red Bud District.
STAFF PRESENT: Wyatt G. Pearson, Director; John A. Bishop, Assistant Director; M. Tyler Klein,
Senior Planner; Amy Feltner, Planner I; Kayla Peloquin, Planner I; Shannon L. Conner, Administrative
Guaranty Coordinator.
CALL TO ORDER
Vice Chairman Thomas called the June 5, 2024 meeting of the Frederick County Planning
Commission to order at 7:00 p.m.
PLEDGE OF ALLEGIANCE
ADOPTION OF AGENDA
Upon a motion made by Commissioner Kerns and seconded by Commissioner Kozel, the
Planning Commission unanimously adopted the agenda for this evening’s meeting.
MINUTES
Upon motion made by Commissioner Kerns and seconded by Commissioner Kozel, the
Planning Commission unanimously adopted the minutes from the April 17, 2024 meeting.
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Minutes of June 5, 2024
COMMITTEES
Comprehensive Plans and Programs Committee – Mtg. 5/16/24
Commissioner Triplett reported the committee received a briefing on the proposed text and
maps for the Western Frederick Land Use Plan. Staff noted additional community meetings on the plan
update would be held in August 2024 and dates and details of those meetings would be shared with the
Planning Commission in the coming weeks.
Transportation Committee – Mtg. 06/03/24
John A. Bishop, Assistant Director reported reviewed and discussed the following: Route
37 Study update; Interstate, Primary, and Secondary Road Plan updates; SmartScale Applications
Leveraged Funding and Support Resolutions; Exit 317 Divergin Diamond and Exit 317 Ramp Realignment
Project updates; Route 50/Victory Road Crossover Closure update; and County Project updates.
City of Winchester – Mtg. 5/07/24
Commissioner Dick, Winchester City Planning Commission Liaison, reported the
commission held a work session on an oil change facility.
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CITIZEN COMMENTS
Vice Chairman Thomas called for citizen comments on any subject not currently on the
Planning Commission’s agenda or any item that is solely a discussion item for the Commission. No one
came forward to speak and Vice Chairman Thomas closed the public comments portion of the meeting.
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PUBLIC HEARINGS
Draft Update of the 2024-2025 Frederick County Interstate, Primary, and Secondary Road
Improvement Plans. The Primary and Interstate Road Improvement Plans establish priorities for
improvements to the Primary and Interstate Road networks within Frederick County. Comments
from the Transportation Committee will be forwarded to the Planning Commission and Board of
Supervisors. Ultimately, the priorities adopted by the Board of Supervisors will be forwarded to the
Commonwealth Transportation Board for consideration.
The Virginia Department of Transportation and the Planning Commission of Frederick County, in
Accordance with Section 33.2-331 of the Code of Virginia, will conduct a joint public hearing in the
Board Room of the Frederick County Government Center, 107 North Kent Street, Winchester,
Virginia at 7:00 p.m. on Wednesday, June 5, 2024. The purpose of this public hearing is to receive
public comment on the proposed Six Year Plan for Secondary Road for Fiscal Year 2025 through
2030 Frederick County and on the Secondary System Construction Budget for Fiscal Year 2025.
Action – Recommend Approval
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Minutes of June 5, 2024
John A. Bishop, Assistant Director, reported this is a public hearing item to consider the
update of the 2024-2025 Interstate, and Secondary Road Improvement Plans.
Summary of Changes:
Interstate Plan: Minor update to termini of widening area from Exit 313 to Exit 317.
Secondary Plan Updates are as follows:
1. Update Major Road improvements list to reflect current activities.
2. Update Advertisement years for projects on the scheduled list.
3. Add the following projects via promotion from the Unscheduled to the Scheduled
list:
a. Ruebuck Lane
b. Hunting Ridge Road
4. Add Passage Lane and Germany Road to the Unscheduled list.
Mr. Bishop continued, the Transportation Committee reviewed this item on June 3, 2024,
and has recommended approval. They also reviewed the Primary Plan draft and have determined that they
want to do some additional work on it prior to moving it forward.
Vice Chairman Thomas called for anyone who wished to speak regarding this Public
Hearing to come forward at this time. No one came forward to speak and Vice Chairman Thomas closed
the public comment portion of the hearing.
Upon a motion made by Commissioner Aikens and seconded by Commissioner Kerns
BE IT RESOLVED, the Frederick County Planning Commission does unanimously recommend approval
of the Draft Update of the 2024-2025 Frederick County Interstate, Primary, and Secondary Road
Improvement Plans.
(Note: Chairman Stowe, Commissioner Markert, and Commissioner McKay were absent from the meeting)
Ordinance Amendment to the Frederick County Code – Churches and Places of Worship and
Nationally Chartered Fraternal Lodges or Civic Clubs, Social Centers, and Their Related Club
Facilities.
Action – Recommend Approval
Kayla Peloquin, Planner I, reported this is a proposal to amend the term “Church” to
Churches and Places of Worship” in every instance where “Church” is used. She noted no changes are
proposed to the definition. This proposal also amends the RA (Rural Areas) Zoning District “Conditional
Uses” section §165-401.03 to add “Nationally chartered fraternal lodges or civic clubs, social centers and
their related club facilities” as a conditional use. She continued; this proposal relocates the additional
regulations for the use from the RP (Residential Performance) Zoning District conditional uses list §165-
402.03 to a new subsection in the Additional Regulations for Specific Uses section §165-204. No changes
are proposed to the existing additional regulations, which are being moved to make the ordinance more
consistent so that all additional regulations would be found in §1650204. She stated; this ordinance
amendment was initiated by Staff. It was noted that there will be no impact on existing churches and such.
Vice Chairman Thomas called for anyone who wished to speak regarding this Public
Hearing to come forward at this time. No one came forward to speak and Vice Chairman Thomas closed
the public comment portion of the hearing.
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Minutes of June 5, 2024
Upon a motion made by Commissioner Kerns and seconded by Commissioner Kozel
BE IT RESOLVED, the Frederick County Planning Commission does recommend approval of Ordinance
Amendment to the Frederick County Code – Churches and Places of Worship and Nationally Chartered
Fraternal Lodges or Civic Clubs, Social Centers, and Their Related Club Facilities.
Yes: Thomas, Molden, Brumback, Kozel, Triplett, DeHaven, Sneddon, Kerns, Aikens
No: Brannon
(Note: Chairman Stowe, Commissioner Markert, and Commissioner McKay were absent from the meeting)
Ordinance Amendment to the Frederick County Code – Definitions and Corrections for
Conference/Events Centers, Data Centers, Solid Waste Collection, and Materials Recovery Facilities.
Action – Recommend Approval
Amy L. Feltner, Planner I, reported this is a proposal to change the definitions, to update
standards, correct errors, and to remove multiple types of public garage. The amendment will specifically
list the allowance of conference/event centers and data centers in the B2 (General Business) and B3
(Industrial Transition) Zoning Districts; Data centers in the M1 (Light Industrial), M2 (Industrial General),
and TM (Technology-Manufacturing Park) Zoning Districts; Commercial Sport and Recreation Clubs in
the B2 (General Business); Continuing Care Retirement Community (CCRC) in the MS (Medical Support)
Zoning District; and clarify the recycling operation and recreational facilities in the M1 (Light Industrial)
Zoning District. The B1 (Neighborhood Business) District square foot limitation for retail stores and
grocery/food stores has been relocated. She noted, the amendments are not adding additional permitted
uses, but rather clarifying that these are permitted uses. These uses were previously allowed under the
Standard Industrial Classification (SIC) use table that were replaced with NAICS terminology in 2023.
Mrs. Feltner shared; the Development Review & Regulations Committee (DRRC)
discussed these items on March 28, 2024. In discussing the updated “caliper” definitions, the committee
suggested providing a link on the Frederick County web site for ease in finding the information. The
committee was not supportive of the continued inclusion of “data centers” in the B2 (General Business)
Zoning District. She noted, if data centers were to be permitted, additional buffer requirements, size
limitations, and other requirements should be added in the “Additional Regulations for Specific Uses”
section of the zoning ordinance. The committee was supportive of all other proposed amendments and
offered no comments.
Mrs. Feltner shared, the Planning Commission discussed these items on April 17, 2024 and
were supportive of the DRRC recommendations. The Board of Supervisors discussed these items on their
May 8, 2024 meeting and were supportive in moving the proposed ordinance amendments forward to public
hearing and recommended removal of Data Centers from the B2 (General Business) District. The Board
of Supervisors directed Staff to add specific regulations directed toward Data Centers to address the impacts
of adjacent landowners for all remaining zoning districts permitting Data Centers as a by-right use. Staff
will present the additional regulations for Data Centers at a later date.
Vice Chairman Thomas called for anyone who wished to speak regarding this Public
Hearing to come forward at this time. No one came forward to speak and Vice Chairman Thomas closed
the public comment portion of the hearing.
Upon a motion made by Commissioner Kozel and seconded by Commissioner DeHaven
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Minutes of June 5, 2024
BE IT RESOLVED, the Frederick County Planning Commission does unanimously recommend approval
of Ordinance Amendment to the Frederick County Code – Definitions and Corrections for
Conference/Events Centers, Data Centers, Solid Waste Collection, and Materials Recovery Facilities.
(Note: Chairman Stowe, Commissioner Markert, and Commissioner McKay were absent from the meeting)
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ACTION ITEM
Rezoning #03-24 for Snowden Bridge & Stephenson Village II (Brookfield Stephenson Village, LLC
& Snowden Bridge Holdings, LLC).
Action – Recommend Denial
Commissioner Kozel would abstain from all discussion on these items for a possible
conflict of interest.
M. Tyler Klein, Senior Planner, reported this is a request to rezone approximately
330.46+/- acres of the R4 (Residential Planned Community) District with proffers to the R4 District with
modified proffers. The subject property is located in the Stonewall Magisterial District. The proposed
proffer amendment includes changes to density, housing types mix, cash proffers, recreational amenities,
and commercial development. Mr. Klein presented the 2023 and 2024 GDP’s and noted the changes. He
noted the maximum number of units permitted remains unchanged. He explained, the proposed rezoning
does not propose to change the current zoning of the property (R4) or site access. The proposed rezoning
would not have a negative impact on the planned or existing transportation facilities in the vicinity of the
project. As such, the proposed rezoning remains in general conformance with the Comprehensive Plan
policies specific to future land use compatibility. He noted, however, the proposed rezoning does not
address all future transportation improvements identified in the Plan, including Route 37 along the southern
property boundary, and may not be fully compatible with Plan policies.
Mr. Klein concluded the Planning Commission postponed this item at their April 17, 2024
meeting and requested the applicant address their concerns. A revised proffer statement (revised May 20,
2024) has been provided. Staff would note the redline proffers provided only identify changes made since
the last Planning Commission meeting. Mr. Klein shared the proffers revisions from the April 17, 2024
Planning Commission meeting:
• The per unit monetary contribution for each non-age-restricted unit (Proffer 4) has
been revised to $20,309 for single family detached units and $19,038 for attached
units, commencing with the 1,726th non-age restricted residential unit.
• The Commercial Center (Proffer 13(F)) was revised to begin no later than October
2, 2027. The commitment to construct a minimum of 60,000 square feet of
commercial was reinstated in the proposal.
• The previous revision to remove the rent-free County office space was deleted.
Ty Lawson, representing the Applicant shared a visual presentation. In their discussion,
the Planning Commission stated concerns with the capital impacts of this development on County services,
specifically on schools. Commissioners noted that by allowing additional non-age restricted units (240)
which would generate more school-age children, this would further exacerbate the capital impact concerns.
It was noted that the development has a significant number of unbuilt units, both age and non-age restricted.
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Frederick County Planning Commission Page 4130
Minutes of June 5, 2024
Upon a motion made by Commissioner Kerns and seconded by Commissioner DeHaven
BE IT RESOLVED, the Frederick County Planning Commission does recommend denial Rezoning #03-
24 for Snowden Bridge & Stephenson Village II (Brookfield Stephenson Village, LLC & Snowden Bridge
Holdings, LLC).
Yes: Brannon, Brumback, Thomas, Kerns, DeHaven
No: Sneddon, Molden, Aikens, Triplett
Abstain: Kozel
(Note: Chairman Stowe, Commissioner Markert, and Commissioner McKay were absent from the meeting
-------------
OTHER
Wyatt G. Pearson, Director, stated a MDP has been received for Arbor Glen (TDR) and for
Washington Commons.
ADJOURNMENT
No further business remained to be discussed and a motion was made by Commissioner
Kerns to adjourn the meeting. This motion was seconded by Commissioner Kozel and unanimously passed.
The meeting was adjourned at 8:20 p.m.
Respectfully submitted,
____________________________
Tim Stowe, Chairman
___________________________
Wyatt G. Pearson, Secretary
9
Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Meeting Minutes
Title: July 3, 2024 Meeting Minutes
Attachments:
PC09-04-24MinutesJuly3.pdf
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Frederick County Planning Commission Page 4131
Minutes of July 3, 2024
MEETING MINUTES
OF THE
FREDERICK COUNTY PLANNING COMMISSION
Held in the Board Room of the Frederick County Administration Building at 107 North Kent Street in
Winchester, Virginia on July 3, 2024.
PRESENT: Tim Stowe, Chairman/Red Bud District; Roger L. Thomas, Vice Chairman/Shawnee District;
Charles Markert, Red Bud District; Robert S. Molden, Opequon District; Kevin Sneddon, Opequon District;
Justin Kerns, Stonewall District; Charles S. DeHaven III, Stonewall District; Betsy Brumback, Back Creek
District; Jeff McKay, Back Creek District; Charles E. Triplett, Gainesboro District; Mollie Brannon,
Member at Large; Roderick B. Williams, County Attorney.
ABSENT: Elizabeth D. Kozel, Shawnee District; Jason Aikens, Gainesboro District.
STAFF PRESENT: Wyatt G. Pearson, Director; John A. Bishop, Assistant Director; Mark R. Cheran,
Zoning & Subdivision Administrator; Shannon L. Conner, Administrative Guaranty Coordinator.
CALL TO ORDER
Chairman Stowe called the July 3, 2024 meeting of the Frederick County Planning
Commission to order at 7:00 p.m.
PLEDGE OF ALLEGIANCE
ADOPTION OF AGENDA
Upon a motion made by Commissioner Markert and seconded by Commissioner McKay,
the Planning Commission unanimously adopted the agenda for this evening’s meeting.
MINUTES
Upon motion made by Commissioner Thomas and seconded by Commissioner DeHaven,
the Planning Commission unanimously adopted the minutes from the May 15, 2024 meeting.
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Minutes of July 3, 2024
COMMITTEES
Transportation Committee – Mtg. 6/24/24
Chairman Stowe reported, the Committee discussed the Primary Road Plan update and the
Gainesboro Road intersection with Route 522 project.
Historical Resources Advisory Board – Mtg. 6/21/24
Commissioner Molden reported, the Board discussed the CPPA’s for Love Church,
Appleland Properties, and Pine Hill. The Board heard an update on the Western Frederick Land Use Plan.
Frederick Water – Mtg. 6/18/24
Commissioner Brumback reported, the DEQ has issued a drought warning for the area and
they are asking citizens to voluntarily conserve water.
City of Winchester – Mtg. 6/18/24
Commissioner Bloom, Winchester City Planning Commission Liaison, reported the
Commission held a celebration on the retirement of Tim Youmans.
Board of Supervisors
Chairman Stowe reported on behalf of Supervisor Liero, the Board of Supervisors directed
a public hearing be held on Gold Hill truck restriction, a rezoning for CStore (WaWa) was denied, a waiver
for O-N Minerals was approved, and the Interstate and Secondary Road Plans were approved.
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CITIZEN COMMENTS
Chairman Stowe called for citizen comments on any subject not currently on the Planning
Commission’s agenda or any item that is solely a discussion item for the Commission. No one came forward
to speak and Chairman Stowe closed the public comments portion of the meeting.
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PUBLIC HEARINGS
Conditional Use Permit #03-24 for 172 Fire House, LLC and Barbara Singhas
Action – Recommend Approval
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Frederick County Planning Commission Page 4133
Minutes of July 3, 2024
Wyatt G. Pearson, Director, reported this is a request for a Conditional Use Permit (CUP)
for a landscape contracting business located at 171 Old Firehouse Lane, Winchester in the Back Creek
Magisterial District. Mr. Pearson presented a zoning map of the property.
Current Operations:
• Landscape contracting business with approximately 30 employees (many
employees carpool)
• Hours of operation are 6:00 a.m. – 6:00 p.m.
• No customer visits to the property
• Existing shop and bathroom on the property are for employees and storage
• Existing residence is vacant
Future Expansion:
• Maximum of 75-100 employees (may vary seasonally; existing parking area can
comfortably accommodate 30 vehicles)
• Use existing residence as an office with 2 full-time employees and 5 employees to
use the office occasionally
• Infrequent customer visits to the property between 8:00 a.m. – 5:00 p.m.
• No plans to use the property as a retail location
• Additional 40’x60’ building for storage
Mr. Pearson displayed an aerial photo of the property. He continued, a landscape
contracting business is allowed in the RA Zoning District with an approved CUP. There are no additional
regulations for this use. The site plan will address ordinance requirements for the screening and surface
materials for outdoor storage. Mr. Pearson noted, the property is located within the Round Hill Rural
Community Center. The proposed use is generally consistent with the Comprehensive Plan, which
encourages appropriate mixes of residential, commercial, and business uses with the Rural Community
Centers. He shared the conditions for the CUP as recommended by Staff:
1. All review agency comments and requirements shall be complied with at all times.
2. Hours of operation for the site shall be limited to 6:00 a.m. to 6:00 p.m. daily.
Customer visits shall be limited to 8:00 a.m. to 5:00 p.m. daily.
3. No more than 30 employee vehicles on the property at any one time.
4. A site plan shall be approved by Frederick County, and the improvements shown
on the site plan shall be completed prior to the establishment of this use.
5. Any expansion of change of use shall require a new Conditional Use Permit.
The Planning Commission discussed other options to the hours of operation with seasonal
variation as proposed by the Applicant, such as from dawn to dusk or sunrise to sunset, to not limit the
business and allow for more flexibility for emergency situations. Mr. Pearson stated the hours of operation
are intended to make sure there are some boundaries to the CUP as the business operates in a primarily
residential area. Members discussed the requirements for screening; Mr. Pearson clarified that any outdoor
storage of materials or equipment would be required to be screened per the Zoning Ordinance and depicted
on the site plan.
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Minutes of July 3, 2024
The Planning Commission had discussion on the VDOT comment requiring a turn lane
warrant analysis be done by the Applicant. Mr. Pearson explained that since the time of that comment,
VDOT has completed the turn lane warrant analysis and determined that a turn lane from Round Hill Road
onto Old Firehouse Lane is not warranted at this time.
Mr. Sproul, representing the Applicants, shared the history of the property and the business
as it relates to the zoning violation. Mr. Sproul requested a few changes to the conditions as proposed. The
hours of operation were initially requested from 6:00 a.m. – 6:00 p.m., but dawn to dusk would better
account for seasonal variation along with language to allow for work outside of those hours for work in
inclement weather, such as snow removal and storm remediation. Mr. Sproul requested the limit of 30
employee vehicles be changes to 60, as there is currently room to accommodate 30-40 vehicles, and the
new cap would allow room for expansion. Lastly, Mr. Sproul asked the site plan requirement be changed
to an illustrative sketch plan, which would still provide details for the Zoning Ordinance requirements for
screening and surface materials for parking and outdoor storage.
Chairman Stowe called for anyone who wished to speak regarding this Public Hearing to
come forward at this time.
Rocky Keplinger commented he is an adjoining landowner in support of the application as
long as fencing and evergreen trees are installed as a buffer. He stated that traffic has not been an issue.
No one else came forward to speak and Chairman Stowe closed the public comment portion
of the hearing.
Mr. Pearson concluded, if the employee vehicle cap is significantly increased, that would
be handled at the site plan stage as VDOT would have an opportunity to comment at that time. The
screening requirements can only be enforced through a site plan, unless a specific condition on screening
is added to that effect to the CUP.
Upon a motion made by Commissioner Brumback and seconded by Commissioner McKay
with the understanding that Staff work with the Applicant on the business hours and parking of vehicles
BE IT RESOLVED, the Frederick County Planning Commission does unanimously recommend approval
of Conditional Use Permit #03-24 for 172 Fire House, LLC and Barbara Singhas.
(Note: Commissioner Kozel and Commissioner Aikens were absent from the meeting)
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ACTION ITEM
Rezoning #05-24 for Silver Lake, LLC (Round Hill Crossing)
Action – Recommend Approval
John A. Bishop, Assistant Director, reported this is a request for a minor amendment to the
approved proffer statement associated with REZ #01-09 (Silver Lake) to provide for a monetary
contribution to Frederick County in lieu of the design and construction of Phase 1 and Phase 2
improvements to the US Route 50 and Virginia Route 37 interchange. This amendment has been
coordinated with Frederick County and VDOT Staff in support of the County’s SmartScale application for
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Minutes of July 3, 2024
interchange upgrades on the Route 37/US 50 interchange. He noted this minor proffer amendment does
not require a public hearing.
Upon a motion made by Commissioner Triplett and seconded by Commissioner DeHaven
BE IT RESOLVED, the Frederick County Planning Commission does unanimously recommend approval
of Rezoning #05-24 for Silver Lake, LLC (Round Hill Crossing).
(Note: Commissioner Kozel and Commissioner Aikens were absent from the meeting)
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PUBLIC MEETING
Subdivision Waiver #03-24 for Darien, LLC
Mark R. Cheran, Zoning & Subdivision Administrator, reported the owners of the property
are requesting a waiver regarding Section 144-17.L and 144-18.A of the Frederick County Code. The
property is located on Lauck Drive within the Lauck Lots subdivision and is in the RP (Residential
Performance) Zoning District. He continued, this subdivision was created in 1982 via deeds and plats.
Frederick County adopted zoning in 1967. The Frederick County historical zoning map shows this property
as being zoned R1 (Residential Limited) in 1967. He noted, Frederick County amended its Ordinance in
1989 to change the R1 Zoning District to the RP (Residential Performance) Zoning District.
Mr. Cheran explained, the County Code requires any subdivision within the RP Zoning
District to have an approved Master Development Plan (MDP) to subdivide property. This subdivision
does not have any approved MDP on record. However, the Code requires any subdivision located in the
RP Zoning District to have curb and gutter (Section 144.17 L, Streets), Sidewalks, and Pedestrian
Walkways (Section 144-18.A, Sidewalks and Pedestrian Walkways). The applicant is requesting a waiver
from these sections of the County Code.
A motion was made by Commissioner DeHaven and seconded by Commissioner McKay
and passed unanimously to send this item to the Board of Supervisors for approval.
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ADJOURNMENT
No further business remained to be discussed and a motion was made by Commissioner
Markert to adjourn the meeting. This motion was seconded by Commissioner Kerns and unanimously
passed. The meeting was adjourned at 8:00 p.m.
Respectfully submitted,
____________________________
Tim Stowe, Chairman
___________________________
Wyatt G. Pearson, Secretary
15
Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Public Hearings
Title: Rezoning #06-24 for Fruit Hill (Equus Capital Partners, Ltd., DTS, LC, and William
O. Minor) - Mr. Bishop
Attachments:
PC09-04-24REZ06-24_Redacted.pdf
PC09-04-24REZ06-24TransportationImpactAnalysis.PDF
16
REZONING #06-24
FRUIT HILL (EQUUS CAPITAL PARTNERS, LTD., DTS, LC
AND WILLIAM O. MINOR)
Staff Report for the Planning Commission
Prepared: August 26, 2024
Staff Contact: John A. Bishop, AICP, Assistant Planning Director
Executive Summary:
Meeting Schedule
Planning Commission: September 4, 2024 Action: Pending
Board of Supervisors: September 25, 2024 Action: Pending
Property Information
Property Identification Number (PIN) 33-9-1A, 33-A-89 and 33-A-90
Address 384 Ruebuck Lane, 1420 Rest Church Road
and southwest corner of intersection of Rest
Church Road and Zachary Ann Lane.
Magisterial District Stonewall
Acreage +/- 220.06-acres
Zoning & Present Land Use Zoning: RA (Rural Areas)
Land Use: Agricultural
Proposed Zoning M1 (Light Industrial) +/-189.08 Acres
B2 (General Business) +/- 10.34 Acres
TM (Technology-Manufacturing) +/-20.64
acres
Adjoining Property Zoning & Present Land Use
North: RA (Rural Areas) Land Use: Residential
South: RA (Rural Areas) Land Use: Agricultural/Residential
East: M1 (Light Industrial)/B3 (Industrial
Transition)
Land Use: Diesel sales/repair/truck stop
West: RA (Rural Areas) Land Use: Residential
Proposal
To rezone 220.06+/- acres which consist of 189.08+/- acres from RA (Rural Areas) District
to M1 (Light Industrial) District, 10.34+/- acres from RA (Rural Areas) District to
B2 (General Business) District, and 20.64+/- RA (Rural Areas) District to
TM (Technology-Manufacturing) District with proffers.
Positives Concerns
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Page 2 of 13
1. Significant commercial/industrial
development in an area envisioned for
uses within that category.
2. Implementation of the County’s first
example of the revised TM Zoning
District.
3. Upgrades to Ruebuck Lane.
4. Implementation of Comprehensive
planned north south connector
roadway.
1. The predominant proposed use
(approximately 85%) is
warehousing/distribution, which is not
a true mix under the vision for Mixed
Used Industrial Office as designated in
the Northeast Land Use Plan.
Warehousing is not an EDA targeted
Industry.
2. The transportation proffers, while
significant, do not fully offset impacts.
Specifically, at the I-81 ramp due to
significant uncertainty of federal
timelines and requirements.
Review Agency Comments:
Review Agency
Comment
Date
Comment Summary Status
Frederick County (FC)
County Attorney
October 23,
2022
Please see attached email from former
County Attorney Rod Williams.
Addressed
Virginia Department of
Transportation
(VDOT)
February 14,
2023
Please see attached Fruit Hill Property
TIA Review from VDOT dated
August 8, 2022, and February 14,
2023.
TIA
comments
addressed
FC Public Works June 6, 2022 No comments at this time.
Historic Resources
Advisory Board
July 25, 2022 Please see attached letter from Wyatt
Pearson, Director of Planning.
Addressed
FC Fire Marshal May 26,2022 “Any and all future development shall
comply with the Frederick County
Fire Prevention Code.”
Addressed
Frederick Water Frederick Water has reviewed the
proffers (“7. WATER and SEWER”)
which captures the developer’s
commitment to fund and construct the
necessary water and sewer
infrastructure to serve the site’s water
and sewer demands. The proffers also
commit to install SCADA at the
Woodbine and VDOT sanitary pump
stations and provide future easements
to facilitate water and sewer service in
the Cedar Hill and Hopewell Roads
area. Frederick Water supports the
proposed rezoning application with
the referenced proffer statement.
Addressed
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Page 3 of 13
Virginia Department of
Health (VDH)
May 31, 2022 Public water and sewer connection
available. No comments.
Addressed
Planning & Zoning Staff Analysis:
Site History:
The original Frederick County zoning map (U.S.G.S. Winchester, VA Quadrangle) identifies the
majority of the subject property as being zoned A-2 (Agriculture General). The County’s
agricultural zoning districts were combined to form the RA (Rural Areas) District upon adoption
of an amendment to the Frederick County Zoning Ordinance on May 10, 1989. The corresponding
zoning map resulted in the re-mapping of this portion of the subject property and all other A-1 and
A-2 rezoned land to the RA District.
Comprehensive Plan:
The Comprehensive Plan is an official public document that serves as the Community's guide for
making decisions regarding development, preservation, public facilities and other key components
of community life. The primary goal of this plan is to protect and improve the living environment
within Frederick County. It is an essence of compositions of policies used to plan for the future
physical development of Frederick County.
The Area Plans, Appendix I of the Comprehensive Plan, are the primary implementation tool and
will be instrumental to the future planning efforts of the County.
Land Use
The Comprehensive Plan adopted on November 10, 2021, and more specifically the Northeast
Land Use Plan (NELUP) updated on September 27, 2023, designates the properties in question as
Mixed-Use Industrial\Office. The proposal is not fully in conformance with the Comprehensive
Plan as it does not meet the intent of the Mixed-Use Industrial\Office designation. The vast
majority of the proposal (85.9%) is proposed to be designated light industrial with an intended use
of warehousing (Not a Frederick County EDA targeted industry), thus not providing a true mixing
of uses, and in turn not meeting the stated intent of the zoning ordinance or Comprehensive Plan.
For further reference, the Comprehensive Plan includes other area plans that speak to this same
future land use category and provides clarity as it relates to targets and goals for properties with
this land use designation. These descriptions are in keeping with the intent of the land use
designation as outlined in the zoning ordinance.
Transportation and Site Access
The Comprehensive Planned Road network for this property includes a north/south collector road
as well as a connection to Zachary Anne Lane. The applicant has proffered a number of
transportation improvements detailed within the proffers below.
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Page 4 of 13
Proffer Statement, Generalized Development Plan (GD)), & Impact Analysis:
The proffer statement, dated July 19, 2024, proposes the following:
Proffer
Staff Comment
1. DEVELOPMENT AND USE OF THE
PROPERTY
1.1.The subject Property shall be developed in
substantial conformance with the GDP
and shall be designed to establish
interconnected Land Bays in conformance
with the said GDP, and as is specifically
set forth in these Proffers. Upon
submission of final site or subdivision
plans, minor changes and adjustments
may be made to the road alignments,
entrances, parking, dimensions and
location of the SWM/BMP facilities, the
exact configuration and location of
building footprints, and other similar
features as shown on the GDP, provided
they meet the intent of these Proffers and
are approved by the Director of Planning.
1.2.The following uses shall be prohibited on
the portion of the Property zoned M1, as
shown on the GDP:
1.2.1. Offices and storage facilities for
building construction contractors, heavy
construction contractors and special trade
contractors
1.2.1. Transportation by air
1.2.2. Dry cleaning plants
1.2.3. Automotive repair shops
1.2.4. Welding repair
1.2.5. Agricultural equipment
repair
1.2.6. Boiler cleaning and repair
1.2.7. Cesspool cleaning
1.2.8. Farm machinery and
tractor repair
1.2.9. Industrial truck repair
1.2.10. Motorcycle repair service
Staff Note: The predominant proposed use
approximately 85%) is
warehousing/distribution, which is not a true
mix under the vision for Mixed Used
Industrial Office as designated in the
Northeast Land Use Plan. Warehousing is not
an EDA targeted Industry.
20
Page 5 of 13
1.2.11. Septic tank cleaning
service
1.2.12. Sewer cleaning service
1.2.13. Tank and boiler cleaning
service
1.2.14. Tank truck cleaning service
1.2.15. Residential uses accessory
to allowed business uses
1.2.16. Industrial launderers
1.2.17. Truck or fleet maintenance
facilities
1.3. The Applicant may develop that portion
of the Property to be rezoned to TM, as
depicted on the GDP, with up to
300,000 sq. ft. of data center only, as
permitted in TM districts. All other uses
permitted by-right or by conditional use
permit are prohibited on that portion of
the Property rezoned to the TM
District.
1.4. The Applicant may develop only one
hotel with a maximum of 100 rooms
(ITE Use Group 310), and no more than
5,000 gross sq. ft. of Restaurant (ITE
Use Group 932) on that portion of the
Property to be rezoned to the B2
District, as depicted on the GDP, and no
other uses that are otherwise permitted
in that District by right or by
conditional use permit. These permitted
uses may be in one structure, or in two
separate structures, in compliance with
relevant Frederick County Ordinances.
1.5. On that portion of the Property to be
rezoned to the M1 District, as depicted
on the GDP, the Applicant may
construct not more than 2,125,500
gross sq. ft. of Warehousing (ITE Use
Group 150), as depicted on the GDP,
and in compliance with relevant
Frederick County Ordinances, of which
not more than 300,000 square feet may
21
Page 6 of 13
be High Cube Cold Storage
Warehousing (ITE Use Group 157).
1.6. With the exception of (i) the uses that
are prohibited in Proffers 1.2, 1.3, and
1.4, and (ii) the limitations on High
Cube Cold Storage Warehousing in
Proffer 1.5, above, the Applicant may
develop the Property with any other use
permitted by right or conditional use
permit (upon the approval of such a
permit by the Board of Supervisors) in
the M1 District, subject, however, to
the following requirements:
1.6.1.If the Applicant elects to
develop the M1 Property with
any permitted use that results in
a higher net new trip generation
from the Property than that
shown in the “Transportation
Impact Analysis for the Fruit
Hill Property,” prepared by
Kittelson and Associates, dated
January 2023 (the “TIA”), then
as part of the conditional use
permit or site plan approval
process for those uses, the
Applicant shall submit an
updated TIA to the County and
the Virginia Department of
Transportation (“VDOT”).
Subject to County and VDOT
approval of the updated TIA,
and the Applicant shall mitigate
any additional impacts caused
by such additional trips.
1.6.2.In determining whether the uses
collectively have an increased
traffic impact for purposes of
Proffers 1.6.1, the Applicant
may use actual traffic counts for
then existing uses on the
Property in lieu of the estimates
22
Page 7 of 13
that were employed in the TIA,
for determining background
traffic at the time of site plan
submission.
2. COMMUNITY DESIGN
2.1. Perimeter landscaping shall be provided in
substantial conformance with the GDP. All
new landscaping/plantings shall be
indigenous species, native to Virginia.
2.2. The Applicant shall construct a 6-foot
landscaped berm along the Property’s
boundary with lots in the Carrollton
Subdivision and the Ridgeway Estates
Subdivision in accordance with the details
thereof on the GDP. Where no berm is
provided adjacent to RA zoned parcels, the
Applicant shall preserve existing
vegetation not more than 75 feet from the
perimeter property line to serve as a natural
buffer or increase the building setback to
200 feet, as depicted on the GDP.
No comment.
3. TRANSPORTATION
3.1. The Applicant shall dedicate all lands
proposed to be dedicated to the County or
to VDOT, as instructed by the Director or
Planning, as they are depicted on the
approved GDP, within 60 days of a written
request from the County therefore.
3.2. The Applicant shall relocate Zachary Ann
Lane as generally depicted on the GDP so
as to connect with a new road (hereinafter
“Fruit Hill Road”) as that new road is
generally depicted on the Northeast
Frederick Land Use Plan’s Transportation
Map, and as generally shown on the GDP.
The Applicant shall construct that portion
of Fruit Hill Road within the boundaries of
the Property, also as generally shown on
the GDP. Fruit Hill Road shall be built
Staff Note: Staff would note the lack of
proffer for improvements to the I-81 NB exit
ramp onto Rest Church Road which is
identified as a need in the applicant’s traffic
impact analysis.
23
Page 8 of 13
within a 104-foot right-of-way and shall
consist of two lanes with a single 10-foot
paved trail, with required turn lanes.
3.3. The Applicant shall construct a westbound
left turn lane with at least 200 feet of
storage and a 200-foot taper on Rest
Church Road at its connection with Fruit
Hill Road.
3.4. The Applicant shall apply to abandon, or
cause to be abandoned, (i) that portion of
Ruebuck Lane immediately past the
southern boundary of County Parcel Map
Pin 33-(5)-24, and (ii) that portion of
Zachary Ann Lane no longer required after
relocation of its entrance and connection to
Rest Church Road.
3.5. The Applicant shall dedicate an
additional 25 feet of right-of-way along the
western property line for Ruebuck Lane,
from its revised terminus to Rest Church
Road, as depicted on the GDP. It shall
further install a 55-foot cul-de-sac or a
hammerhead turnaround at the terminus of
Ruebuck sufficient to permit emergency
and other vehicles to effect a safe turn
around, at a location outside the floodplain
and past the last residential driveway on
Ruebuck. The design and location of the
turnaround shall be finalized during site
plan review. The Applicant shall further, at
its expense, pave Ruebuck Lane and
improve the existing sight distance issues
at its intersection with Macbeth Lane to a
standard appropriate for a low volume road
in the VDOT Rural Rustic Road Program,
from its intersection with Rest Church
Road south to the aforementioned cul-de-
sac or turnaround. Such dedication shall be
made concurrently with the approval of
plans for the improvement of Ruebuck
Lane.
3.6. The Applicant shall construct at its
24
Page 9 of 13
expense the improvements at the
intersection of Route 11 and Rest Church
Road that are identified in the TIA (the
“Route 11 Improvements”), in accordance
with these proffers. Upon the approval of
this Rezoning, the Applicant shall, within
six months thereafter, prepare plans for the
Route 11 Improvements for review by
VDOT and the County, and such other
agencies as may be required, and upon
approval of those plans and the issuance of
the necessary construction permits,
proceed forthwith to construct the Route
11 Improvements.
3.7. All proffered road improvements to be
constructed by the Applicant except the
Route 11 Improvements, and those phases
of Fruit Hill Road as are established at the
time of site plan approval, shall be
completed prior to the issuance of the first
occupancy permit for any building on the
Property; provided that notwithstanding
anything to the contrary herein, the
Applicant will dedicate all of the right-of-
way for Fruit Hill Road within 60 days of
a written request of the County therefore,
and provided further that the ultimate
location of Fruit Hill Road may be adjusted
for final engineering.
3.8. No entrances to the Property, other than
the connection with Fruit Hill Road, as
shown on the GDP, shall be permitted onto
Rest Church Road or Ruebuck Lane.
3.9. All public roads shall be constructed to
VDOT standards and subject to the
approval of VDOT and Frederick County.
3.10. For the purposes of these Proffers,
“completion” of a public road
improvement shall mean when a road or
improvement thereto is open to traffic, but
may not have yet been accepted into the
25
Page 10 of 13
State Secondary System of Highways for
maintenance. Nothing herein shall
override or contravene any subdivision
monetary guarantee requirements for
acceptance of public road improvements.
3.11. The Applicant shall provide
appropriate sight distance at the
intersection of Ruebuck Lane and Rest
Church Road, as generally depicted on the
Transportation Plan element of the
Generalized Development Plan.
3.12. The Applicant shall contribute its pro
rata share of the cost of installation of a
traffic signal at the intersection of Fruit
Hill Road and Rest Church Road when a
signal warrant is authorized for such
installation. The Applicant's pro-rata share
of that cost shall be equal to its then
proportionate share of the then total
vehicle trips at that intersection less Rest
Church Road through trips. Such costs
shall be determined by the actual
construction costs of the signal, or by
VDOT’s then current unit price list if not
already constructed and shall be paid in
accordance with a signalization agreement
with VDOT.
4. SIGNAGE
The Applicant shall be limited to a single
monument sign for the M-1 portion of the
Property and a single monument sign for
the B-2 portions of the Property at its
entrance along Rest Church Road,
conforming to the applicable provisions of
§ 165-201.06 of the Zoning Ordinance, as
shown on the GDP; provided that this shall
not preclude each owner or tenant of a
building from installing signs, internal to
the site, conforming to the provisions of §
No comment
26
Page 11 of 13
165-201.06 (G) and (H) of the Zoning
Ordinance.
5. LIGHTING
5.1 All outdoor lighting shall be compatible,
and harmonious throughout the Property.
Fixtures shall be similar in style. Lighting
shall be mounted at a height that is relative
to the property line such that it is no taller
than its horizontal distance from the nearest
property line, but in no case shall it be
placed more than 25’ above grade. Any
luminaire situated within 50’ of any
property line shall be oriented
perpendicular to and faced away from that
property line so as not to cause trespass
onto an adjacent property in excess of 0.1
footcandles onto a residential use, or 0.5
footcandles onto any other property. All
luminaires shall meet an up-light rating of
U0 (that is zero up-light) according to the
Luminaire Classification System (LCS), as
developed and maintained by the
Illuminating Engineering Society (IES).
They shall be oriented with the central
beam pointed straight down and shall
otherwise conform to the requirements of
the County’s Zoning Ordinance. The
Applicant shall prepare and submit a
photometric plan as part of the final site
plan process demonstrating the
minimization of off-site lighting impacts.
No comment
6. FIRE AND RESCUE
6.1 The Applicant shall contribute to Frederick
County the sum of $150.00 per 1,000 gross
square feet of constructed building as
depicted on each final site plan, to be used
for fire and rescue purposes. The
contribution shall be made at the time of
issuance of the certificate of occupancy for
each structure built on the Property.
No comment
7. WATER AND SEWER No comment
27
Page 12 of 13
7.1. The Property shall be served with
public water and public sewer. At its
expense, the Applicant shall design and
construct all on-site and off-site
improvements necessary to provide service
for the demand generated by development
on the Property in accordance with
applicable Frederick County Sanitation
Authority (“Frederick Water”), Frederick
County, and Virginia laws, ordinances, and
regulations.
7.2. The Applicant will install at its expense
SCADA systems as approved by Frederick
Water at the Woodbine and VDOT pump
stations to enable them to be monitored and
pumps cycled on-off in an efficient manner,
to accommodate the flows generated by the
development.
7.3. The Applicant will grant the necessary
easements at no cost to the County or
Frederick Water to facilitate the north-
south flow of water, the location of which
easements shall generally follow the
eastern property lines of the Property, with
the purpose of ultimately extending to
Cedar Hill and Hopewell Roads. The
location of these easements will be
established as part of the site plan process.
8. CULTURAL RESOURCES
INVESTIGATION AND PRESERVATION
8.1. The Applicant shall conduct, or cause
to be conducted, an Architectural
Resources Study of the Property prior to
the approval of the first final site plan for
the Property. A Phase II study will be
conducted to examine further the interiors
and building materials in the Lewis-
Solenberger and Cather Houses.
No comment
9. ESCALATOR
In the event the monetary contributions set
forth in this Proffer Statement are paid to
No Comment
28
Page 13 of 13
Frederick County within eighteen (18) months
after final approval of this rezoning, as applied
for by the Applicant, said contributions shall be
in the amounts as stated herein. Any monetary
contributions set forth in this Proffer Statement
which are to be paid to the County shall be
adjusted in accordance with the Urban
Consumer Price Index (CPI-U), published by
the United States Department of Labor, such
that at the time contributions are paid they shall
be adjusted by the percentage change in the
CPI-U from that date twenty four (24) months
after final approval of this rezoning to the most
recently available CPI-U to the date the
contributions are paid, or six per cent (6%) per
year, whichever is less.
Previous Application Actions:
This item (previously rezoning 10-22) was heard by the Planning Commission and a public hearing
held on 4/19/23. At that time the Planning Commission noted their areas of concern which
primarily dealt with traffic and particularly the intersection of Route 11 and Rest Church Road.
The applicant noted their willingness to adjust the proffers and the rezoning was postponed until
the 5/17/2023 meeting. This item was then reviewed again with updated proffers on 5/17/2023
and the Planning Commission unanimously recommended approval with a note that the Board
direct staff to address the remaining elements of the TIA that were unaddressed. The item was
subsequently not heard by the Board of Supervisors due to being withdrawn by the applicant and
has now been refiled with minor changes to the form that the Planning Commission saw it on
5/17/23.
Following a public hearing, staff is seeking a recommendation from the Planning
Commission to forward to the Board of Supervisors on this rezoning application.
29
RIDGEWAYESTATESSubdivision
WHITEHALLBUSINESS PARKSubdivision
CARROLLTONSubdivision
£¤11
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33 A 89
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120JOLINE DR
170JOLINE DR
196JOLINE DR 210JOLINE DR 232JOLINE DR248JOLINE DR
260JOLINE DR
286JOLINE DR
4123MARTINSBURGPIKE 4170MARTINSBURG PIKE
124HAUPTMAN CT
193JOLINE DR
201JOLINE DR
215JOLINE DR 320JOLINE DR
332THISTLE LN
4230MARTINSBURGPIKE352JOLINE DR
343JOLINE DR
367JOLINE DR
378JOLINE DR
4231MARTINSBURGPIKE
209HAUPTMAN CT 375JOLINE DR
381JOLINE DR
382JOLINE DR
4273MARTINSBURGPIKE
4268MARTINSBURGPIKE
141HAUPTMAN CT
163HAUPTMAN CT
351ZACHARYANN LN
4282MARTINSBURGPIKE
4317MARTINSBURGPIKE 4312MARTINSBURGPIKE
529TIMBERLAKES LN
4332MARTINSBURGPIKE
4392MARTINSBURG PIKE
4374MARTINSBURGPIKE
371MACBETH LN
383MACBETH LN 4441MARTINSBURG PIKE
4407MARTINSBURGPIKE 4412MARTINSBURGPIKE
367MACBETH LN
361MACBETH LN
4428MARTINSBURG PIKE
337MACBETH LN
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291MACBETH LN
266MACBETH LN
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160MACBETH LN
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4535MARTINSBURG PIKE
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1102RESTCHURCH RD
1530RESTCHURCH RD
4547MARTINSBURGPIKE 4552MARTINSBURG PIKE
1120RESTCHURCH RD 1146RESTCHURCH RD
1130RESTCHURCH RD
1160RESTCHURCH RD
224RUEBUCK LN
4586MARTINSBURG PIKE
1176RESTCHURCH RD
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172RUEBUCK LN
1011RESTCHURCH RD
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120BUSINESSBLVD
1029RESTCHURCH RD
1073RESTCHURCH RD 130RUEBUCK LN
142ROME DR
1089RESTCHURCH RD
1109RESTCHURCH RD 1133REST CHURCH RD
1145RESTCHURCH RD
4713MARTINSBURGPIKE
162ROME DR
1171RESTCHURCH RD 1214REST CHURCH RD
1226RESTCHURCH RD
1345RESTCHURCH RD
180ROME DR
185STAYMAN DR
159STAYMAN DR
201JONATHAN DR
163JONATHAN DR 1221RESTCHURCH RD
1287RESTCHURCH RD
1299RESTCHURCH RD
1333RESTCHURCH RD
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306ORCHARDDALE DR
338ORCHARDDALE DR 215STAYMAN DR
200STAYMAN DR
135RUEBUCK RD
180JONATHAN DR 147RUEBUCK RD
160RUEBUCK RD
196RUEBUCK RD
1309RESTCHURCH RD1287REST CHURCH RD
344ORCHARDDALE DR
240STAYMAN DR
173RUEBUCK RD
180RUEBUCK RD
374ORCHARD DALE DR
259WINESAP CT223WINESAP CT 197WINESAP CT
191RUEBUCK RD
211RUEBUCK RD
287WINESAP CT 229RUEBUCK RD
243RUEBUCK RD 220RUEBUCK RD
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30
RIDGEWAYESTATESSubdivision
WHITEHALLBUSINESS PARKSubdivision
CARROLLTONSubdivision
£¤11
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BERKELEYCOUNTYWEST VIRGINIA
33 A 89
33 A 90
33 A 90
33 A 90
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120JOLINE DR
170JOLINE DR
196JOLINE DR 210JOLINE DR 232JOLINE DR248JOLINE DR
260JOLINE DR
286JOLINE DR
4123MARTINSBURGPIKE 4170MARTINSBURG PIKE
124HAUPTMAN CT
193JOLINE DR
201JOLINE DR
215JOLINE DR 320JOLINE DR
332THISTLE LN
4230MARTINSBURGPIKE352JOLINE DR
343JOLINE DR
367JOLINE DR
378JOLINE DR
4231MARTINSBURGPIKE
209HAUPTMAN CT 375JOLINE DR
381JOLINE DR
382JOLINE DR
4273MARTINSBURGPIKE
4268MARTINSBURGPIKE
141HAUPTMAN CT
163HAUPTMAN CT
351ZACHARYANN LN
4282MARTINSBURGPIKE
4317MARTINSBURGPIKE 4312MARTINSBURGPIKE
529TIMBERLAKES LN
4332MARTINSBURGPIKE
4392MARTINSBURG PIKE
4374MARTINSBURGPIKE
371MACBETH LN
383MACBETH LN 4441MARTINSBURG PIKE
4407MARTINSBURGPIKE 4412MARTINSBURGPIKE
367MACBETH LN
361MACBETH LN
4428MARTINSBURG PIKE
337MACBETH LN
309MACBETH LN
321ZACHARYANN LN
4455MARTINSBURG PIKE
4462MARTINSBURGPIKE
291MACBETH LN
266MACBETH LN
253MACBETH LN
4491MARTINSBURGPIKE4481MARTINSBURGPIKE
946RESTCHURCH RD
964RESTCHURCH RD
976RESTCHURCH RD 209MACBETH LN
209MACBETH LN
279ZACHARYANN LN
4504MARTINSBURGPIKE
988RESTCHURCH RD
1004RESTCHURCH RD
1034RESTCHURCH RD
1018REST CHURCH RD 1046RESTCHURCH RD 191MACBETH LN
191MACBETH LN
160MACBETH LN
160MACBETH LN
280RUEBUCK LN
4535MARTINSBURG PIKE
1062RESTCHURCH RD
1076REST CHURCH RD
1090RESTCHURCH RD
1102RESTCHURCH RD
1530RESTCHURCH RD
4547MARTINSBURGPIKE 4552MARTINSBURG PIKE
1120RESTCHURCH RD 1146RESTCHURCH RD
1130RESTCHURCH RD
1160RESTCHURCH RD
224RUEBUCK LN
4586MARTINSBURG PIKE
1176RESTCHURCH RD
1188RESTCHURCH RD
4600MARTINSBURGPIKE
4622MARTINSBURG PIKE
172RUEBUCK LN
1011RESTCHURCH RD
4663MARTINSBURG PIKE
120BUSINESSBLVD
1029RESTCHURCH RD
1073RESTCHURCH RD 130RUEBUCK LN
142ROME DR
1089RESTCHURCH RD
1109RESTCHURCH RD 1133REST CHURCH RD
1145RESTCHURCH RD
4713MARTINSBURGPIKE
162ROME DR
1171RESTCHURCH RD 1214REST CHURCH RD
1226RESTCHURCH RD
1345RESTCHURCH RD
180ROME DR
185STAYMAN DR
159STAYMAN DR
201JONATHAN DR
163JONATHAN DR 1221RESTCHURCH RD
1287RESTCHURCH RD
1299RESTCHURCH RD
1333RESTCHURCH RD
4781MARTINSBURGPIKE
306ORCHARDDALE DR
338ORCHARDDALE DR 215STAYMAN DR
200STAYMAN DR
135RUEBUCK RD
180JONATHAN DR 147RUEBUCK RD
160RUEBUCK RD
196RUEBUCK RD
1309RESTCHURCH RD1287REST CHURCH RD
344ORCHARDDALE DR
240STAYMAN DR
173RUEBUCK RD
180RUEBUCK RD
374ORCHARD DALE DR
259WINESAP CT223WINESAP CT 197WINESAP CT
191RUEBUCK RD
211RUEBUCK RD
287WINESAP CT 229RUEBUCK RD
243RUEBUCK RD 220RUEBUCK RD
WOODBINERD
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ZACHARY ANN LNJOLINE DR
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MARTINSBURGPIKEApplication
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Long R ange Land Use
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Mixed Use Industrial/O ffice
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Frederick C ounty Planning & Development107 N Kent StWinchester, V A 22601540 - 665 - 5651Map Created: July 31, 2024
£¤11§¨¦81TIMBERLAKESLNREST C H U R C H R D
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BERKELEYCOUNTYWV
R E Z # 0 6 - 2 4 : F r u i t H i l lPINs: 3 3 - 9 - 1 A , 3 3 - A - 8 9 , 3 3 - A - 9 0Rezoning f r o m R A to M 1 , R A t o B 2 , a n d R A t o O MLong R a n g e L a n d U s e M a p
REZ #06-24
REZ #06-24
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CADD FILE: GDP-1.DWG
05-10-2023
DATE:
1"= 500'
SCALE:
JOB NO: 21-04
GENERALIZED DEVELOPMENT PLAN
SITE DEVELOPMENT PLAN
FRUIT HILL REZONING
FREDERICK COUNTY, VAJOB NO.: 21-04 SHEET NUMBER:GDP-1DDD
DRAWN BY:CHECKED BY:
DDD1 inch = ft.( IN FEET )GRAPHIC SCALE500101 SHELBY CT.
WINCHESTER, VA 22602
PHONE: 540.974.5157
FAX: 540.723.4868
EMAIL: OFFICE@DICE-ENG.COMI-81 (S)PROP. BLDG.471,500 SQ. FT.(410' x 1150')PROP. BLDG.328,000 SQ. FT.(410' x 800')REST CHURCH RD.ZACHARY ANN LANE (60' R/W)RUEBUCK LANE SWMPROPOSEDTECHNOLOGY /DATA FACILITY300,000 SQ. FT.PROPOSED BUILDING754,000 SQ. FT.(520' x 1450')PROPOSED BUILDING572,000 SQ. FT.(520' x 1100')SWMSWMSWMSWMSWMSWMSWMLOCATION MAP:SCALE: 1" = 5000'SITE1234567891011121314151617181920212223272829242526REST CHURCH RD.PROPOSED HOTEL& RESTAURANTPROPOSED B2ZONING (10.34 AC.)PROPOSED TMZONING (20.64 AC.)PROPOSED M1ZONING (189.08 AC.)JOLINE DR.PROPOSED FRUITHILL ROAD(104' R/W)I-81 (N)RUEBUCK RD.PROJECT INFORMATION:APPLICANT:CURRENT OWNER:REFERENCE:PROPOSED USE:ACREAGE:CURRENT ZONING:PROPOSED ZONING:FLOODPLAIN:EX. WOODLANDS:EQUUS CAPITAL PARTNERS, LTD.DTS, LCTM 33-(A)-89, 33-(A)-90, 33-(9)-1ASTONEWALL MAGISTERIAL DISTRICTWAREHOUSING (M1)HOTEL & RESTAURANT (B2)TECHNOLOGY / DATA FACILITY (TM)AND/OR AS PROFFERED220.06 AC.RAM1 (189.08 AC.), B2 (10.34 AC.), TM (20.64 AC.)31.54 ACRES (+/-) WITHIN ZONE 'A' PER FEMAFIRM NO. 51069C0150E, DATED 01/29/202153.87 ACRES (+/-)RTE. 114BUSINESS BLVD.MACBETHLANEMONUMENT SIGNS(FINAL LOCATIONTBD DURING SITEPLAN PERMITTING)PROPOSED 10'PAVED TRAIL56
CADD FILE: GDP-2.DWG
05-10-2023
DATE:
1"= 500'
SCALE:
JOB NO: 21-04
GENERALIZED DEVELOPMENT PLAN
TRANSPORTATION PLAN
FRUIT HILL REZONING
FREDERICK COUNTY, VAJOB NO.: 21-04 SHEET NUMBER:GDP-2DDD
DRAWN BY:CHECKED BY:
DDD1 inch = ft.( IN FEET )GRAPHIC SCALE500101 SHELBY CT.
WINCHESTER, VA 22602
PHONE: 540.974.5157
FAX: 540.723.4868
EMAIL: OFFICE@DICE-ENG.COMI-81 (S)REST CHURCH RD.ZACHARY ANN LANERUEBUCK LANE PROPOSEDB2 ZONINGPROPOSEDTM ZONINGPROPOSEDM1 ZONINGJOLINE DR.PROPOSED FRUITHILL ROAD(104' R/W DEDICATION)I-81 (N)RUEBUCK RD.RTE. 11RELOCATEDZACHARY ANN LANE(60' R/W DEDICATION)RELOCATED ACCESSTO TM 33-(9)-1REMOVE & RELOCATEEXISTING ZACHARY ANNLANE ENTRANCE &PAVEMENT WITHINHATCHED AREA(TO BE VACATED)CONTINUATON OFEXISTING LEFT TURNLANE FROM FORMERZACHARY ANN LANETO FRUIT HILL ROAD25' R/W DEDICATIONFOR RUEBUCK LANEPROPOSEDM1 ZONINGBUSINESS BLVD.APPLY FOR VACATION OF EXISTING30' PRESCRIPTIVE EASEMENT OFRUEBUCK LANE BEYOND ACCESSTO TM 33-(5)-24MACBETHLANER/W DEDICATIONFOR CUL-DE-SAC(55' RADIUS)SIGHT DISTANCEEASEMENT TO BEGRANTED FORRUEBUCK LANE(VARIABLE WIDTH)VARIABLE WIDTH R/W DEDICATIONFOR REST CHURCH ROADIMPROVEMENTS TO ACCOMMODATEFRUIT HILL ROAD ENTRANCE10' PAVED TRAIL57
CADD FILE: GDP-3.DWG
05-10-2023
DATE:
1"= 500'
SCALE:
JOB NO: 21-04
GENERALIZED DEVELOPMENT PLAN
LANDSCAPE PLAN
FRUIT HILL REZONING
FREDERICK COUNTY, VAJOB NO.: 21-04 SHEET NUMBER:GDP-3DDD
DRAWN BY:CHECKED BY:
DDD1 inch = ft.( IN FEET )GRAPHIC SCALE500101 SHELBY CT.
WINCHESTER, VA 22602
PHONE: 540.974.5157
FAX: 540.723.4868
EMAIL: OFFICE@DICE-ENG.COMI-81 (S)REST CHURCH RD.ZACHARY ANN LANE (60' R/W)RUEBUCK LANE PROPOSEDB2 ZONINGPROPOSEDTM ZONINGPROPOSEDM1 ZONINGJOLINE DR.PROPOSED FRUITHILL ROAD(104' R/W)I-81 (N)RUEBUCK RD.RTE. 11PROPOSEDM1 ZONINGBUSINESS BLVD.100' BUFFER W/ FULL SCREEN (CATEGOR
Y
'C
'
)100' BUFFER W/ FULLSCREEN (CATEGORY 'C')100'
BUFFER
W
/
FULL
SCREEN
(CATEGORY
'C
'
)100' BUFFER W/ FULL SCREEN(CATEGORY 'C')100' BUFFER W/ FULL SCREEN(CATEGORY 'C')75' BRL35' BRL35' BRL35' BRL75' BRL25' BRL75' BRL15' BRL25' BRL100-YR FLOODPLAIN(PER FEMA FIRM NO. 51069C0150E,DATED 01/29/2021, SUBJECT TO CHANGE)NOTES:1.SUBJECT TO FINAL ENGINEERING, EXISTING WOODLANDS WITHIN THETYPE 'C' SCREENING AREA WILL BE PRESERVED IN LIEU OF ANEARTHEN BERM, WHERE SUCH WOODLANDS ARE SUFFICIENT TOMEET THE TYPE 'C' SCREENING REQUIREMENTS.2.A 200' BUFFER AND LANDSCAPE SCREEN IS PROPOSED AND WILL BEUTILIZED WHERE THE 100-YEAR FLOODPLAIN PREVENTS THE GRADINGCOMPONENT OF THE FULL SCREEN BUFFERING.3.THE FULL SCREEN BUFFER TO INITIALLY EXTEND ALONG THE ENTIRESOUTHERN PROPERTY BOUNDARY, BUT A PORTION WILL BE REMOVEDTO ALLOW FOR ANY FUTURE ROAD CONNECTION TO THE SOUTH.4.SETBACKS PROVIDED HEREON BASED ON PROPOSED ZONINGDESIGNATIONS FOR PROJECT DEVELOPMENT.SEE NOTE #3200' BUFFER W/ LANDSCAPE SCREEN (CATEGORY 'C')MACBETHLANESEE NOTE #1SEE NOTE #1TYPICAL CATEGORY 'C' FULL SCREEN DETAILTYPICAL CATEGORY 'C' LANDSCAPE SCREEN DETAIL100' BUFFER W/ FULL SCREEN (CATEGORY 'C')TYPICAL CATEGORY 'B' FULL SCREEN DETAIL50' BUFFER W/ FULLSCREEN (CATEGORY 'B')50' BUFFER W/NO SCREEN(CATEGORY 'A')SEE NOTE #258
CADD FILE: GDP-4.DWG
05-10-2023
DATE:
1"= 500'
SCALE:
JOB NO: 21-04
GENERALIZED DEVELOPMENT PLAN
PROPOSED ZONING DISTRICT PLAT
FRUIT HILL REZONING
FREDERICK COUNTY, VAJOB NO.: 21-04 SHEET NUMBER:GDP-4DDD
DRAWN BY:CHECKED BY:
DDD1 inch = ft.( IN FEET )GRAPHIC SCALE500101 SHELBY CT.
WINCHESTER, VA 22602
PHONE: 540.974.5157
FAX: 540.723.4868
EMAIL: OFFICE@DICE-ENG.COMREST CHURCH RD.(VARIABLE WIDTH R/W)ZACHARY ANN LANE (60' R/W)RUEBUCK LANE 123567891011121314151617181920212223272829242526PROPOSED B2ZONING (10.34 AC.)PROPOSED TMZONING (20.64 AC.)PROPOSED M1ZONING (189.08 AC.)JOLINE DR.RUEBUCK RD.RTE. 114MACBETHLANEC1L1C2S79°21'23"E -- 1600.27' (TOTAL)1383.24'217.03'L2L3L5L6L4S11°56'17"W -- 2501.39' (TOTAL)860.89'1239.99'400.51'S18°44'14"W -- 1914.56'N73°59'38"W -- 824.20'S66°23'02"W -- 1225.23'N07°25'39
"W
-
-
2111
.00
'N66°35'09"E -- 1858.08'N23°51'56"W -- 4175.36'S10°44'49"W -- 2181.60' (TOTAL)S79°15'11"E -- 601.56'679.30'1502.30'L7C359
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FRUIT HILL PROPERTY TIA REVIEW, FREDERICK COUNTY
VDOT EDINBURG RESIDENCY / STAUNTON DISTRICT
Review of Fruit Hill Property Traffic Impact Analysis
VDOT – October 28, 2022
The Virginia Department of Transportation has reviewed the updated proffer statement for the Fruit Hill Property
project in Frederick County, submitted October 19th, 2022. We offer the following comments on this submission:
1. In the letter with the rezoning updates, it states that the applicant believes VDOT's TIA comments have been
addressed. The TIA still needs to be updated based on VDOT’s 1st submission review comments, but we are
waiting on guidance from VDOT Central Office Traffic Engineering regarding analysis methodology related to two
of our comments.
2. Proffer 1.6.1 has been updated to now state "any permitted use" that results in a higher trip generation than the
assumptions used in the TIA. A revised TIA subject to county and VDOT approval and any additional mitigation is
tied to site plan approval.
3. Proffer 1.6.2 should be clarified to indicate that existing traffic counts related to the subject development will
not be utilized to determine the need for a new TIA in the case of a land use change resulting in higher trip
generation than the assumptions used in the TIA. If there is existing development on the property at such time
that a new TIA is warranted per proffer 1.6.1, the existing development volume will be captured in the baseline /
existing year data collection and analysis associated with the new TIA.
4. Proffer 3.13 should be updated to replace all references of a traffic signal to an intersection improvement as
determined and approved through a VDOT Signal Justification Report.
5. A typical section should be provided on the GDP for the proposed 2-lane roadway (Fruit Hill Road, Proffer 3.2).
VDOT’s preference would be for the center median to be provided and the two inside lanes of the ultimate U4D
be constructed in the interim.
6. Please note that an Operational Safety Analysis Report (OSAR) is required for any changes proposed to the
interchange. The OSAR must be submitted to FHWA for approval and the intent is to demonstrate that the
proposed project will have no significant adverse impact on the operations and safety on the facility.
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FRUIT HILL PROPERTY TIA REVIEW, FREDERICK COUNTY
VDOT EDINBURG RESIDENCY / STAUNTON DISTRICT
{P1225776.DOCX / 1 VDOT comments 006260 000013}
Review of Fruit Hill Property Traffic Impact Analysis
VDOT – August 8, 2022
The Virginia Department of Transportation has reviewed the Traffic Impact Analysis for the Fruit Hill Property TIA in
Frederick County, dated April 2022 and submitted June 14, 2022. We have developed the following comments on the
initial TIA submission.
1. The TIA is assuming all low volume uses (warehouse, data center) for trip generation while not proffering out
other potential uses for light industrial zoning. For example, if confined to the uses as shown in the TIA the site
will generate 452 PM peak trips. A “general light industrial (ITE 110)” use would generate over 3.5 times the
volume at 1626 PM peak trips. The middle of the road assumption, would be an mixed use “industrial park (ITE
130)” 872 PM peak hour trips. This could have a tremendous impact on the studied intersections, ramps, and
roadways. We typically suggest a worse-case senerio but feel more comfortable with either the middle of the
road assumption or proffers that actually restrict the uses to the peak hour study volumes.
2. Proffers 1.6, 1.6.1 and 1.6.2 are very weak in providing any future mitigations and many higher generation uses.
Any proffers not obtained with the rezoning will likely never happen.
3. The recall mode for the coordinated signal phases should be set to C-Max, instead of C-Min. Please revise.
4. The footnote on page 20 of the TIA states “the current lane configuration on the northbound approach of the
Rest Church Road / I-81 Northbound Ramps intersection does not comply with NEMA phasing. As such, HCM
2000 outputs are reported for signalized intersections.” It is the phase assignment on the southbound ramp
that does not comply with NEMA phasing. This phase should be adjusted from Phase 3 to Phase 4 to make the
intersection NEMA compliant. The analysis results should then be updated to HCM 6 throughout the report per
TOSAM requirements.
5. There are inconsistencies with the methodology of reporting queue lengths throughout the TIA. Some scenarios
report 95% queue length from Synchro at the ramp intersections, but report max queue length from SimTraffic
for the US 11 / Rest Church Road intersection. Other scenarios report max queue length from SimTraffic for all
signalized intersections along the corridor, while the 2034 Total Mitigated scenario has an additional footnote
that only the US 11 / Rest Church Road intersection PM peak hour queue lengths are reported from SimTraffic.
Please provide additional information to support the approach used to report queue lengths in the analysis. A
follow up discussion with VDOT may be necessary to determine and agreed upon a methodology for reporting
queue lengths.
6. Page 18 of the TIA states that traffic counts were conducted in October 2021 from 3-6 pm. Please correct to
match the traffic data collection times of 4-7 pm as reported in the appendix.
7. There is a significant discrepancy of 300 vehicles in I-81 southbound ramp left turns in the 2034 background and
2034 background with mitigation AM scenarios. The left turns in these models are coded as 511, but should be
211 based on the 2034 total build scenarios. As a result, inaccurate delays and queue lengths are reported in
Tables 12 and 13 in the TIA. Please revise.
63
FRUIT HILL PROPERTY TIA REVIEW, FREDERICK COUNTY
VDOT EDINBURG RESIDENCY / STAUNTON DISTRICT
{P1225776.DOCX / 1 VDOT comments 006260 000013}
8. Table 10 of the report indicates that an eastbound right turn lane from Rest Church Road onto relocated Zachary
Ann Lane is not warranted based on the site trip generation and this right turn lane is not included in the report
recommendations. However, a right turn lane is modeled in the PM Total Mitigation Synchro files. Please
update the files for consistency with the report.
9. The proposed realignment of Zachary Ann Lane to the west as illustrated in the Conceptual Site Plan included as
Figure 2 in the TIA will have a significant impact on truck egress from the existing Flying J development. The
realignment will require trucks from Flying J to navigate through the road network of the proposed development
to return to Rest Church Road. Has the applicant had discussions with the Flying J property owner to determine
if this proposed improvement is supported?
10. Consider simplifying proffer 3.6 to state that the monetary contribution shall be used toward future
transportation improvements at the US 11 / Rest Church Road intersection and the I-81, Exit 323 northbound
ramp to address operational issues as indicated in the TIA.
11. The proposed 60’ right-of-way for Fruit Hill Road (collector road) will not accommodate the 4-lane divided road
shown in the County’s transportation plan. If the roadway is proposed for addition into the VDOT system, then
it should be designed per geometric design standards for urban collector GS-7 with a 45-50 MPH design speed.
A typical section should be developed to determine the amount of right-of-way and/or easements needed to
accommodate the U4D and any bike and pedestrian access.
12. The section of Rest Church Road from Flying J Travel Center to the collector proposed in this application is
shown on the county transportation plan to be a 4 lane divided road. The GDP does not match the
transportation plan and only shows a right-of-way dedication and construction 2 lanes with a left turn lane at
this intersection. Based on future traffic a U4D roadway is needed up to the collector as well as additional area
to transition back to 2 lanes on Rest Church Road.
13. Based on the existing lane geometry of Rest Church Road to the west of the I-81 southbound ramp intersection,
the westbound left turn lane to Fruit Hill Road should be continuous and extend back to the ramp signal.
14. The County’s exisiting 30’ prescriptive easement on Rest Church Road (Rte. 669) is inadequate for maintenance
or even minor future improvements. Typically a 50’ wide right-of-way is needed for a two lane secondary
roadway or 25’ dedication from the center of the roadway.
15. The existing Ruebuck Lane (Rte. 670) intersection at Rest Church Road cannot obtain or maintain minimum sight
distance without additional right-of-way along Rest Church Road to the east.
16. We have no objections to the abandonment of the end of Ruebuck Lane as shown on the GDP. However, this
road does not provide an area for public, emergency, or maintenance services to turn around. A 55’ radial right-
of-way is needed for a cul-de-sac area at the last driveway (where grade permits) a cul-de-sac to be constructed
outside the flood plan.
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COUNTY of FREDERICK
Department of Planning and Development
540/ 665-5651
Fax: 540/ 665-6395
107 North Kent Street, Suite 202 • Winchester, Virginia 22601-5000
July 25, 2022
John H. Foote
Walsh, Colucci, Lubeley & Walsh
4310 Prince William Parkway
Suite 300
Prince William, VA 22192
RE: Request for Historic Resources Advisory Board (HRAB) Comments
Fruit Hill Rezoning Application
Zoning: RA (Rural Areas) District
Property Identification Numbers (PINs): 33-A-90, 33-A-89, and 33-9-1A
Magisterial District: Stonewall
Dear Mr. Foote:
The Frederick County Historic Resources Advisory Board (HRAB) considered the above referenced
rezoning application during their meeting on July 19, 2022. This application seeks to rezone three
parcels totaling 220.06 acres of land generally located on the south side of Rest
Church Road (Route 669), west of Zachary Ann Lane (Route 825), in close proximity to the
exit 323 along I-81. The parcels are currently zoned as RA (Rural Areas) and the proposed rezoning is
to M1 (Light Industrial), B2 (General Business), and OM (Office-Manufacturing Park).
Following their review of this application, the HRAB recommended a Phase 2 study be conducted to
further examine the interiors and building materials of the Lewis-Solenberger House and the Cather
House. The HRAB recommended that the applicant consider referencing the Department of Historic
Resources light detection and ranging (LiDAR) maps to document the presence of significant objects
within the property.
Thank you for the opportunity to comment on this application. Please call if you have any
questions or concerns.
Sincerely,
Wyatt Pearson, AICP
Director of Planning & Development
WGP/pd
cc: Gary Crawford, HRAB Chairman
Tyler Klein, Frederick County Senior Planner
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Transportation Impact Analysis
Fruit Hill Property
Frederick County, Virginia
January 2023
84
Transportation Impact Analysis
Fruit Hill Property
Frederick County, Virginia
Prepared For:
Equus Capital Partners, Ltd.
3843 West Chester Pike
Newtown Square, PA 19073
Prepared By:
Kittelson & Associates, Inc.
11480 Commerce Park Drive, Suite 450
Reston, Virginia 20211
(703) 885-8970
Project Manager: Andrew Butsick, PE
Project Principal: John Callow
Project No. 26732.000
January 2023
Andrew Butsick
No. 0402058797
Kittelson & Associates, Inc.
Traffic Engineer
85
Fruit Hill Property January 2023
Table of Contents
Kittelson & Associates, Inc. ii
TABLE OF CONTENTS
Table of Contents ...................................................................................................................................... ii
Executive Summary ................................................................................................................................... 2
Introduction ........................................................................................................................................ 12
Existing Conditions .................................................................................................................................. 17
Transportation Impact Analysis .............................................................................................................. 31
Conclusions and Recommendations ....................................................................................................... 74
References ........................................................................................................................................ 83
APPENDICES
Appendix A Scoping Letter
Appendix B 2016 and 2021 Turning Movement Counts
Appendix C Level of Service Description
Appendix D Existing Conditions Operational Worksheets
Appendix E Existing Conditions – Mitigation Operational Worksheets
Appendix F In-Process Site Trips
Appendix G 2028 Background Traffic Conditions Operational Worksheets
Appendix H 2028 Background Conditions – Mitigation Operational Worksheets
Appendix I Year 2028 Total Traffic Operational Worksheets
Appendix J 2028 Total Traffic Conditions – Mitigation Scenario Operational Worksheets
Appendix K Turn Lane Warrants
Appendix L Year 2034 Background Traffic Operational Worksheets
Appendix M Year 2034 Background Traffic Conditions – Mitigation Scenario Operational Worksheets
Appendix N Year 2034 Total Traffic Operational Worksheets
Appendix O Year 2034 Total Traffic Conditions – Mitigation Scenario Operational Worksheets
86
Fruit Hill Property January 2023
Table of Contents
Kittelson & Associates, Inc. iii
LIST OF FIGURES
Figure 1. Site Vicinity Map ................................................................................................................... 13
Figure 2. Conceptual Site Plan ............................................................................................................. 14
Figure 3. Zoning Map ........................................................................................................................... 15
Figure 4. Existing Lane Configurations and Traffic Control Devices ..................................................... 18
Figure 5. 2021 Existing Traffic Volumes ............................................................................................... 20
Figure 6. Existing Traffic Conditions – Weekday AM and Weekday PM Peak Hours ........................... 22
Figure 7. Existing Lane Group Levels of Service – Weekday AM and Weekday PM Peak Hours ......... 23
Figure 8. Converting Eastbound Through Lane to Shared Left-Through – US 11/Rest Church Road .. 29
Figure 9. Year 2028 Background Traffic Conditions – Weekday AM and Weekday PM Peak Hours ... 33
Figure 10. Year 2028 Background Lane Group Levels of Service – Weekday AM and Weekday PM Peak
Hours ..................................................................................................................................... 34
Figure 11. Conceptual Layout – Northbound Left-Turn Lane – Rest Church Road/I-81 Northbound
Ramps ..................................................................................................................................... 38
Figure 12. Year 2028 Total Traffic Assumed Lane Configurations and Traffic Control Devices ........... 42
Figure 13. Estimated Trip Distribution Pattern .................................................................................... 43
Figure 14. Net New Site Generated Trips – Warehousing ................................................................... 44
Figure 15. Net New Site Generated Trips – Data Center ..................................................................... 45
Figure 16. Net New Site-Generated Trips - Hotel ................................................................................ 46
Figure 17. Pass-by & Diverted Trips – Restaurant................................................................................ 47
Figure 18. Net New Site-Generated Trips - Restaurant ....................................................................... 48
Figure 19. Year 2028 Total Traffic Conditions – Weekday AM, Weekday PM, and Saturday Midday
Peak Hours ..................................................................................................................................... 50
Figure 20. Year 2028 Total Traffic Lane Group Levels of Service – Weekday AM, Weekday PM, and
Saturday Midday Peak Hours ............................................................................................................... 51
Figure 21. Access Management Evaluation ......................................................................................... 58
Figure 22. Year 2034 Background Traffic Conditions – Weekday AM and Weekday PM Peak Hours . 60
Figure 23. Year 2034 Background Lane Group Levels of Service – Weekday AM and Weekday PM Peak
Hours ..................................................................................................................................... 61
Figure 24. Year 2034 Total Traffic Conditions – Weekday AM, Weekday PM, and Saturday Midday
Peak Hours ..................................................................................................................................... 66
87
Fruit Hill Property January 2023
Table of Contents
Kittelson & Associates, Inc. iv
Figure 25. Year 2034 Total Traffic Lane Group Levels of Service – Weekday AM, Weekday PM, and
Saturday Midday Peak Hours ............................................................................................................... 67
LIST OF TABLES
Table 1. Existing Transportation Facilities and Roadway Designations ............................................... 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 .................................................................................. 24
Table 3. Existing Conditions – Mitigation Strategy #1 – Signal Re-timing ........................................... 26
Table 4. Existing Conditions – Mitigation Strategy #2 – Eastbound Shared Left-Through Lane at US
11/Rest Church Road ........................................................................................................................... 28
Table 5. Year 2028 Background Traffic Conditions – Summary of Peak Hour Levels of Service, 95th
Percentile Back of Queue, and Delay for Each Lane Group by Intersection ........................................ 35
Table 6. Year 2028 Background – Mitigation Strategies ...................................................................... 37
Table 7. Year 2028 Background Conditions – Mitigated Traffic Conditions ........................................ 39
Table 8. Estimated Trip Generation ..................................................................................................... 41
Table 9. 2028 Total Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile Back
of Queue, and Delay for Each Lane Group by Intersection ................................................................. 52
Table 10. 2028 Total Traffic Conditions – Mitigated ........................................................................... 54
Table 11. Right Turn-Lane Warrants – Rest Church Road/Zachary Ann Lane – Year 2028 Total Traffic
Conditions ..................................................................................................................................... 56
Table 12. Left Turn-Lane Warrants – Rest Church Road/Zachary Ann Lane – Year 2028 Total Traffic
Conditions ..................................................................................................................................... 56
Table 13. Year 2034 Background Traffic Conditions – Summary of Peak Hour Levels of Service, 95th
Percentile Back of Queue, and Delay for Each Lane Group by Intersection ........................................ 62
Table 14. Year 2034 Background Traffic Conditions – Mitigated ........................................................ 64
Table 15. 2034 Total Traffic Conditions – Summary of Peak Hour Levels of Service, 95th Percentile
Back of Queue, and Delay for Each Lane Group by Intersection ......................................................... 68
Table 16. Year 2034 Total Traffic Conditions – Mitigated – Weekday AM Peak Hour ........................ 70
Table 17. Year 2034 Total Traffic Conditions – Mitigated – Weekday PM Peak Hour ........................ 71
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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 Fruit Hill Property, 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 2021 existing land use and transportation system conditions within the site vicinity;
▪ Forecast year 2028 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 2028 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 2034 background traffic conditions (without site development) during the
weekday a.m. and weekday p.m. peak periods;
▪ Forecast year 2034 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 with the following exception:
o US 11/Rest Church Road (Study Intersection #4): The eastbound left-turn operates
at LOS E with queues spilling back to the adjacent Rest Church Road/I-81
Northbound Ramps intersection during the weekday p.m. peak hour. The queues
block the upstream end of the lane approximately 21 percent of the time during the
weekday p.m. peak hour.
▪ Signal re-timing alone (i.e., no physical changes to the travelled way) is not
anticipated to fully prevent the spill back of eastbound left-turn movements
at the US 11/Rest Church Road intersection.
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▪ Queue spillbacks can be mitigated by adding capacity to the eastbound left-
turn movement through conversion of the existing eastbound through lane
to a shared left/through lane. This would also require:
• Restriping of the eastbound approach lanes
• Conversion of the Rest Church Road approaches to operate under
“split” signal phasing
• Replacing the existing three-section signal head for the eastbound
through lane with a four-section head (three ball indicators and one,
green left-turn arrow indicator)
• Potential widening of US 11 to the north of Rest Church Road to add
a second northbound lane that ends/merges a minimum of 495 feet
north of the existing commercial driveway on the east side of US 11.
• Adjustments to coordination with the adjacent signalized
intersections at the I-81 interchange.
▪ If implemented, the eastbound queues would be anticipated to be
contained within the existing lane storage. Minimal impacts are anticipated
at adjacent intersection due to the conversion of the Rest Church Road
approaches to split-phased at the US 11/Rest Church Road intersection.
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Given the
current lane configuration on the northbound approach, the SimTraffic software
used to model maximum queues at signalized intersections likely overestimates the
levels of queueing on the northbound approach.
▪ A review of the SimTraffic model illustrated a majority of the northbound
right-turning traffic from the off-ramp ultimately destined for US 11
northbound stacked in the shared left-through-right lane on the off-ramp.
However, field observations showed a majority of the northbound right-
turns from the off-ramp used the exclusive right-turn lane (often
immediately cutting across three lanes to reach the left-turn lane onto US
11 northbound from Rest Church Road).
▪ To help “encourage” more vehicles turning left onto US 11 to utilize the
exclusive right-turn lane on the off-ramp, the default “Mandatory Distance”
and “Positioning Distance” parameters were reduced in the SimTraffic
Simulation Settings. Even with these adjustments, however, a considerable
amount of northbound off-ramp traffic destined for US 11 northbound
continues to stack in the shared left-through-right lane in the SimTraffic
model. This should be considered as a potential limitation of the model
under the current lane configuration.
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2028 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 2028 analysis include:
o Arogas Parcel – 22,570 square feet of shopping center in the northeast quadrant of
the US 11/Rest Church Road intersection
o Parcel 33-A-12 – 150,000 square feet of industrial development in the southwest
quadrant of the US 11/Rest Church Road intersection
o Light Property – 105,500 square feet of industrial development along Woodbine
Road to the southeast of the US 11/Rest Church Road intersection
o Whitehall Commerce Center – Undeveloped portions of the larger site located west
of US 11 along Rest Church Road include 162,000 square feet of industrial
development
▪ No transportation improvements were identified for inclusion in the background 2028
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
with the following exceptions:
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): With the
increase in volumes on both Rest Church Road and the I-81 northbound off-ramp
due to regional growth and trips from in-process developments, queues on the
northbound off-ramp are anticipated to spill back on I-81 under the existing signal
timing during the weekday p.m. peak hour.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ By adding an exclusive northbound left-turn lane and converting the existing
shared left/through/right lane to a shared left/through lane, additional
capacity can be added to the northbound left-turn movement and reduce
queue spillback.
• The potential for adding an exclusive northbound left-turn lane and
converting the shared left/through/right lane to a shared
through/right lane was also evaluated. This also represents a viable
mitigation strategy; however, the conversion of the existing shared
lane to a shared left/through is anticipated to result in greater
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reduction in maximum queues and delays on the off-ramp under
year 2028 background traffic conditions.
o US 11/Rest Church Road (Study Intersection #4): Similar to existing conditions, the
eastbound left-turn queues at the US 11/Rest Church Road intersection are
anticipated to spill back to the adjacent Rest Church Road/I-81 Northbound Ramps
intersection during the weekday p.m. peak hour. The movement is forecast to
operate above capacity at LOS F. The queues are forecast to block the upstream end
of the lane approximately 62 percent of the time during the weekday p.m. peak
hour.
▪ Converting the eastbound through lane to a shared left/through lane and
making the associated signal improvements is anticipated to reduce
queuing on the eastbound approach to within the existing lane storage.
Proposed Development
▪ The proposed Fruit Hill Property development consists of one 100-room hotel, one 5,000
square-foot restaurant, one 300,000 square-foot data center, and four industrial buildings
totaling to 2,125,500 square feet.
▪ Access to the development is proposed via a relocated Zachary Ann Lane. The Applicant is
proposing to relocate Zachary Ann Lane further west as a part of this project to improve
spacing from adjacent commercial driveways and the adjacent I-81 interchange.
▪ The development is estimated to generate approximately 4,330 net new weekday daily
trips, 430 weekday a.m. (317 in, 113 out), and 452 weekday p.m. (146 in, 306 out) peak
hour trips when built out in year 2028.
2028 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 Rest Church Road/Zachary Ann Lane [RELOCATED] (Study Intersection #1): The
critical northbound left-turn movement from the relocated Zachary Ann Lane is
forecast to operate at LOS E during the weekday a.m. peak hour with control delays
of 36.1 seconds per vehicle.
▪ The movement is anticipated to serve 11 vehicles and queues are
anticipated to be less than one vehicle on average during the weekday a.m.
peak hour. During the weekday p.m. peak hour, the critical northbound
right-turn movement is forecast to operate at LOS C.
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Similar to year
2028 background traffic conditions, the maximum queues for the northbound
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approach (ramp from I-81) are forecast to spill back close to I-81 during the weekday
p.m. peak hour. The signal is still forecast to operate below capacity.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ The site is anticipated to add 72 northbound left-turns to this approach.
o US 11/Rest Church Road (Study Intersection #4): Without signal timing changes
relative to existing conditions, the signalized intersection is forecast to operate
above capacity at LOS F during the weekday p.m. peak hour. Similar to both existing
and year 2028 background traffic conditions, the eastbound left-turn queues are
forecast to spill back to the upstream Rest Church Road/I-81 Northbound Ramps
intersection.
▪ The site is anticipated to add eight (8) trips to this movement during the
weekday p.m. peak hour.
2028 Total Traffic Mitigation
▪ As shown to be effective under existing and year 2028 background traffic conditions, the
following improvement strategies are anticipated offset the impacts to the surrounding
roadway network related to the addition of site-generated trips:
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3)
▪ Widen the northbound off-ramp to three approach lanes. By adding an
exclusive northbound left-turn lane and converting the existing shared
left/through/right lane to a shared left/through lane, additional capacity can
be added to the northbound left-turn movement and reduce queue
spillback.
• The potential for adding an exclusive northbound left-turn lane and
converting the shared left/through/right lane to a shared
through/right lane was also evaluated. This also represents a viable
mitigation strategy; however, the conversion of the existing shared
lane to a shared left/through is anticipated to result in greater
reduction in maximum queues and delays on the off-ramp under
year 2028 total traffic conditions.
o US 11/Rest Church Road (Study Intersection #4)
▪ Convert the eastbound through lane to a shared left/through lane and
convert the Rest Church Road approach phasing to split phase (as evaluated
under existing and year 2028 background traffic conditions)
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▪ While more drastic improvements (e.g., converting the signals to roundabouts or other
alternative intersection forms) were initially considered at each of the study intersections
warranting mitigation, the existing intersection spacing and proximity to the bridge over I-
81 would require substantial impacts to accommodate alternative intersection forms.
Turn Lane Warrant Evaluation
▪ An evaluation of VDOT right-turn lane warrants for two-lane roadways illustrated a right-
turn lane is not forecast to be warranted on Rest Church Road at the relocated Zachary Ann
Lane under year 2028 total traffic conditions.
▪ An evaluation of the VDOT left-turn lane warrants for two-lane roadways illustrated a left-
turn lane is forecast to be warranted on Rest Church Road at the relocated Zachary Ann
Lane. The turn lane should have a minimum of 200 feet of storage and a 200-foot taper.
Access Management Evaluation
▪ The proposed relocation of Zachary Ann Lane (to be relocated by the Applicant as a part of
this application) meets/exceeds VDOT standards for access spacing on Rest Church Road
(local street), including the minimum spacing requirement from an interchange.
▪ Relocating Zachary Ann Lane is anticipated to improve both the operations and safety of
the Rest Church corridor relative to existing conditions, where the Flying J Travel Center
currently has four commercial access points within close proximity to the I -81 interchange.
Shifting truck egress from the Flying J further west will help more clearly delineate decision
points for drivers along Rest Church Road.
▪ Relocating Zachary Ann Lane is also anticipated to better serve future development in the
area. The Flying J Travel Center has previously expressed interest in expanding to the north
side of Rest Church Road. A fourth, southbound leg at the relocated Zachary Ann Lane could
serve as a singular access point for both the potential Flying J and any future development
on the north side of Rest Church Road.
▪ Given the projected volumes on Rest Church Road, it is not anticipated any cross-section
improvements would be required on Rest Church Road with build-out of the Fruit Hill
Property on the south side of Rest Church Road.
Year 2034 Background Traffic Conditions
▪ A one percent annual growth rate was applied to year 2028 background traffic volumes to
account for near-term regional traffic growth between 2028 and 2034.
▪ No additional in-process developments beyond those included in the 2028 traffic analysis
were identified for inclusion in the 2034 traffic analysis.
▪ No transportation improvements were identified for inclusion in the background 2034
analysis.
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▪ All study intersections and critical movements are forecast to continue to operate at LOS C
or better with queues stored within existing lanes with the following exceptions:
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Similar to year
2028 background traffic conditions, the maximum queues for the northbound
approach (ramp from I-81) are forecast to spill back close to I-81 during the weekday
p.m. peak hour.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ Similar to year 2028 traffic conditions, the queueing issues are forecast to
be addressed by adding an exclusive northbound left-turn lane and
converting the existing shared left/through/right lane to either a s hared
left/through or a through/right lane.
• Converting the existing shared lane on the ramp either a shared
left/through or through/right represent viable strategies under year
2034 background traffic conditions. Marginal differences in
maximum queue lengths and delay are expected on the northbound
ramp between the two strategies. These estimated values are highly
dependent on the signal timing and coordination pattern employed.
o US 11/Rest Church Road (Study Intersection #4): The eastbound left-turn queues
at the US 11/Rest Church Road intersection are anticipated to spill back to the
adjacent Rest Church Road/I-81 Northbound Ramps intersection during the
weekday p.m. peak hour. The movement is forecast to operate above capacity at
LOS F. The queues are forecast to block the upstream end of the lane approximately
64 percent of the time during the weekday p.m. peak hour. The overall intersection
is anticipated to operate near capacity at LOS E.
▪ Similar to year 2028 traffic conditions, the queue spillback and high delays
are anticipated to be addressed through conversion of the eastbound
through lane to a shared left/through and implementing associated signal
improvements.
Year 2034 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 Rest Church Road/Zachary Ann Lane [RELOCATED] (Study Intersection #1): The
critical northbound left-turn movement from the relocated Zachary Ann Lane is
forecast to operate at LOS E during the weekday a.m. peak hour with control delays
of 36.9 seconds per vehicle.
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▪ The movement is anticipated to serve 11 vehicles and queues are
anticipated to be less than one vehicle on average during the weekday a.m.
peak hour. During the weekday p.m. peak hour, the critical northbound
right-turn movement is forecast to operate at LOS C.
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Similar to year
2034 background traffic conditions, the maximum queues for the northbound
approach (ramp from I-81) are forecast to spill back close to I-81 during the weekday
p.m. peak hour. The signal is still forecast to operate below capacity.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ Similar to year 2034 background traffic conditions, the queueing spillback
forecast on the northbound approach can be mitigated by adding an
exclusive northbound left-turn lane and converting the existing shared left-
through-right lane to either a shared left/through or through/right lane.
• Converting the existing shared lane on the ramp either a shared
left/through or through/right represent viable strategies under year
2034 background traffic conditions. Marginal differences in
maximum queue lengths and delay are expected on the northbound
ramp between the two strategies. These estimated values are highly
dependent on the signal timing and coordination pattern employed.
o US 11/Rest Church Road (Study Intersection #4): Without signal timing changes
relative to existing conditions, the signalized intersection is forecast to operate
above capacity at LOS F during the weekday p.m. peak hour. Similar to both existing
and year 2034 background traffic conditions, the eastbound left-turn queues are
forecast to spill back to the upstream Rest Church Road/I-81 Northbound Ramps
intersection.
▪ As shown effective under existing and pre-build-out traffic conditions, the
queueing and delay concerns are anticipated to be addressed through
conversion of the eastbound through lane to a shared left/through and
implementing associated signal improvements.
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RECOMMENDATIONS
As a result of the forecast impacts of the proposed Fruit Hill Property development on the surrounding
roadway network, the following improvements are recommended for consideration:
▪ Convert the eastbound through lane at the US 11/Rest Church Road intersection to a shared
left/through lane. Appropriate adjustments to signal timing/coordination on Rest Church
Road and roadway improvements to US 11 will be required, including converting the Rest
Church Road approaches at US 11 to split phasing.
o The need for this mitigation strategy is shown to be warranted under existing
conditions. The site-related trips added to the network at this intersection
represent approximately two percent of the total entering vehicles upon build-out
in year 2028.
▪ Construct a northbound left-turn lane with at least 300 feet of storage and a 200-foot taper
on the northbound off-ramp of I-81 at Rest Church Road.
o The need for this mitigation strategy was shown to be warranted under year 2028
background (pre-build-out) traffic conditions. The site-related trips added to the
network at this intersection represent approximately 16.5 percent of the total
entering vehicles upon build-out in year 2028.
▪ Construct a westbound left-turn lane with at least 200 feet of storage and a 200-foot taper
on Rest Church Road at the relocated Zachary Ann Lane. If feasible, this left-turn lane can
be extended upstream to the existing left-turn lane onto the [existing] Zachary Ann Lane to
create longer storage and greater deceleration distance for future growth.
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Introduction
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Introduction
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INTRODUCTION
Kittelson and Associates, Inc. (Kittelson) prepared this report to document analysis methodologies and
assumptions with regard to the proposed Fruit Hill Property located in the southwest quadrant of the
Route 669 (Rest Church Road)/Zachary Ann Lane intersection in Frederick County, Virginia. The
proposed site, shown in Figure 1, consists of one 100-room hotel, one 5,000 square-foot restaurant,
and five industrial buildings totaling to 2,249,000 square feet. The development is proposed to be built
out by Year 2028.
The Applicant is proposing to provide access to the site via a relocated Zachary Ann Lane. The existing
Zachary Ann Lane access point on Rest Church Road would be removed, and existing access to the
Pilot/Flying-J Travel Center would be provided via a new driveway off the relocated Zachary Ann Lane.
All trips to the proposed site and parcels south of the site on Zachary Ann Lane would also be accessed
through the relocated Zachary Ann Lane. Figure 2 shows a preliminary conceptual site plan.
The general topography for the study site can best be described as level to rolling-hill type terrain.
Figure 3 illustrates the current zoning map for Frederick County (Reference 1). The parcel on which the
proposed Fruit Hill Property 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 2021 existing land use and transportation system conditions within the site vicinity;
▪ Forecast year 2028 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 2028 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 2034 background traffic conditions (without site development) during the
weekday a.m. and weekday p.m. peak periods;
▪ Forecast year 2034 total traffic conditions based on build out of the development; and,
▪ Conclusions and recommendations.
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2FIGUREFruit Hill PropertyJanuary 2023Conceptual Site PlanProvided by Dice Engineering (January 2023)Frederick County, VA102
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Zoning MapObtained from Frederick County, VAFrederick County, VA3Fruit Hill PropertyJanuary 2023FigureSITE103
Existing Conditions
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Kittelson & Associates, Inc. 17
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 Fruit Hill Property development site and
surrounding study area in December 2021. 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
US 11 (Martinsburg Pike) Major Collector 4 lanes 45 No Partial2 No No Paved
I-81 SB Ramps (Exit 323) Interstate Ramp 1 lane 353 No No No No Paved
I-81 NB Ramps (Exit 323) Interstate Ramp 1 lane 353 No No No No Paved
Route 669 (Rest Church Road) Local 2 lanes 35/454 No No No No Paved
Zachary Ann Lane Local 2 lanes No posted No No No No Paved
1Classifications based on VDOT’s 2014 Functional Classification Map.
2Sidewalk on east side of US 11 north of Rest Church Road only.
3Advisory speed.
445 miles-per-hour west of proposed relocated Zachary Ann Lane.
Pedestrian and Bicycle Facilities
Field observations taken in the site vicinity revealed low levels of pedestrian and bicycle activity along
the study area roadways during most hours of the day. No sidewalks were present within the site
vicinity except for a short segment of sidewalk along the commercial property on US 11 north of Rest
Church Road. The only signalized pedestrian crossing within the study area is the across the east leg at
the US 11/Rest Church Road intersection.
Transit Facilities
There is no transit service is provided in the vicinity of the site.
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Fruit Hill Property January 2023
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- STOP SIGN
- TRAFFIC SIGNAL
1 2 3 4
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Existing Traffic Volumes and Peak Hour Operations
Turning movement counts were obtained at the study intersections in October 2021. 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. Given the on-going impacts of the COVID-19 pandemic on traffic volumes
(particularly to weekday a.m. and weekday p.m. peak hour volumes due to an increase in people
working from home), the turning movement counts collected in October 2021 were compared to the
2016 turning movement volumes used in the January 2017 Whitehall Commerce Center Traffic Impact
Study. Appendix B contains the October 2021 turning movement counts and the 2016 volumes used in
the Whitehall Commerce Center study.
In general, the traffic volumes collected to and from the east of I-81 are shown to have increased in the
October 2021 counts relative to the 2016 volumes. This is likely the result of the addition of the Amazon
fulfilment center to the east of US 11. However, individual movement volumes to and from the west of
I-81 on Rest Church Road were approximately five to 30 percent lower than the 2016 volumes
depending on the movement. Based on direction from VDOT staff, the higher of the October 2021 or
2016 turning movement volumes from the Whitehall Commerce Center study were used as the basis
for 2021 existing traffic volumes. Figure 5 illustrates the volumes used in this study. Engineering
judgement was applied were needed to balance the volumes between intersections (i.e., a similar
proportion of trips were assumed to be captured by the Pilot/Flying -J Travel Center between Zachary
Ann Lane and the I-81 Southbound Ramps).
Consistent with scoping requirements, operational analyses were performed at the following
intersections:
1. Rest Church Road/Zachary Ann Lane
2. Rest Church Road/I-81 Southbound Ramps
3. Rest Church Road/I-81 Northbound Ramps
4. US 11 (Martinsburg Pike)/Rest Church Road
Signal Timing Information
The most recent signal timing data for the Rest Church Road corridor was obtained from VDOT at the
time the turning-movement counts were collected.
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WEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
2**68**136
4**
143**96**3*152***212
*130
257
245***167*2328*131
177
335
86
60339966158252**305
*117
*83
13
109*
1131**98**116
1
24**
53**932*114**126
*166
331
117*56193*88
131
392
95
52581312021434778
188
*58
12
88
39
*ADJUSTED TO MATCH 2016 TURNING MOVEMENT COUNTS
**INCREASED FOR BALANCING PURPOSES
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Kittelson & Associates, Inc. 21
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)1. 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 6:45 a.m. to 7:45 a.m. and 5:15 p.m. to 6:15 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 6 shows the overall intersection operational results of the existing traffic operations analysis for
the weekday a.m. and weekday p.m. peak hours. Figure 7 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. For intersections where Synchro was unable to accurately estimate
the 95th percentile queue lengths (i.e., the signalized US 11/Rest Church Road intersection, where 95th
percentile volumes exceed capacity), SimTraffic software was used to derive the maximum queues
shown in Table 2. All parameters of the SimTraffic queueing analysis were evaluated in accordance with
Section 7.6 of VDOT’s TOSAM. Appendix D contains the existing conditions level of service worksheets.
1The current lane configuration on the northbound approach of the Rest Church Road/I -81 Northbound Ramps
intersection does not comply with the National Electrical Manufacturers Association (NEMA) phasing. As such, HCM
2000 outputs are reported for signalized intersections.
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Weekday AM & PM Peak Hours
Frederick County, VA 6
Fruit Hill Property January 2023
Figure
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WEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM 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
1 2 3 4
52581312021434778188
58
12
88
39
LOS=C
Del=26.4
V/C=0.45
5619388131
392
95
LOS=B
Del=16.3
V/C=0.22932114126
166
331
117
LOS=C
Del=27.9
V/C=0.44
198116
1 24
53
CM=NB
LOS=B
Del=10.9
V/C=0.15
60339966158252305
117
83
13
109
113
LOS=D
Del=45.1
V/C=0.73
167328131
177
335
86
LOS=C
Del=20.3
V/C=0.52963152212
130
257
245
LOS=C
Del=22.2
V/C=0.40
268136
0
4
143
CM=NB
LOS=B
Del=10.8
V/C=0.12
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C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 07Existing Lane Group Levels of Service
Weekday AM & PM Peak Hours
Frederick County, VA 7
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
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WEEKDAY PMWEEKDAY AMX - LANE GROUP LEVEL OF SERVICE ECC
C
CB
BCB
A
BA
CC B
CB
E
CCC
CDCCCB
C
CA
ACC
A
BA
DC B
CB
C
CCE
CDC
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Kittelson & Associates, Inc. 24
Table 2. Existing 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 669 (Rest Church
Road)/
Zachary Ann Lane
(#1)
Two-way
Stop-Controlled
EB EBT - - 0 0.0 - 0 0.0
EBR - - 0 0.0 - 0 0.0
EB Approach - - 0.0 - - 0.0
WB WBL - A 3 7.6 A 0 8.7
WBT - - 0 0.0 - 0 0.0
WB Approach - - 2.4 - - 0.2
NB NBLR - B 13 10.9 B 10 10.8
NB Approach B - 10.9 B - 10.8
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 165 21.0 B 143 18.8
EB Approach C - 21.0 B - 18.8
WB WBL - D 314 39.5 C 256 31.8
WBT - A 103 7.9 A 216 9.1
WB Approach C - 31.3 C - 20.7
SB SBLT - C 132 31.4 C 130 31.1
SBR 640’ C 92 29.1 C 122 29.2
SB Approach C - 30.2 C - 29.9
Overall C - 27.9 C - 22.2
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - A 161 11.3 B 169 15.0
EBT - A 91 9.1 B 100 10.2
EB Approach A - 10.0 B - 12.3
WB WBT - A 163 9.7 B 159 17.6
WBR - B 61 19.7 B 64 19.1
WB Approach B - 11.6 B - 17.9
NB NBLTR - C 230 30.5 C 499 32.3
NBR 480’ C 174 30.9 C 390 21.8
NB Approach C - 30.8 C - 27.3
Overall B - 16.3 C - 20.3
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBL - C 136 29.0 E 227 76.3
EBTR - B 131 16.9 C 213 22.1
EB Approach C - 19.8 E - 54.9
WB
WBL 250’ E 39 56.9 C 39 33.9
WBT - C 88 28.1 C 100 30.7
WBR - C 49 27.3 C 87 29.7
WB Approach C - 30.3 C - 30.4
NB
NBL 150’ C 110 34.8 C 150 33.6
NBT - C 74 23.7 E 425 65.9
NBR 280’ C 22 22.4 C 134 24.6
NB Approach C - 28.3 E - 30.3
SB
SBL 240’ D 150 41.9 D 91 35.5
SBT - C 170 27.6 C 145 29.7
SBR 290’ C 101 24.2 C 82 26.7
SB Approach C - 28.4 C - 28.9
Overall C - 26.4 D - 45.1
1 Maximum queues reported from SimTraffic at signalized intersections due to 95th percentile queues from Synchro
exceeding capacity at one or more signalized intersections within the coordinated system.
The existing maximum queues on the northbound approach of the Rest Church Road/I-81 Northbound
Ramps intersection (Study Intersection #3) reported from SimTraffic are notably longer than observed
in the field. A review of the SimTraffic model illustrated a majority of the northbound right -turning
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Existing Conditions
Kittelson & Associates, Inc. 25
traffic from the off-ramp ultimately destined for US 11 northbound stacked in the shared left-through-
right lane on the off-ramp. However, field observations showed a majority of the northbound right-
turns from the off-ramp used the exclusive right-turn lane (often immediately cutting across three lanes
to reach the left-turn lane onto US 11 northbound from Rest Church Road). To help “encourage” more
vehicles turning left onto US 11 to utilize the exclusive right-turn lane on the off-ramp, the default
“Mandatory Distance” and “Positioning Distance” parameters were reduced in the Simulation Settings.
By lowering this value to less than the link length between I-81 and US 11, vehicles are able to make
last minute lane changes to cut into the left-turn lane on Rest Church Road to US 11 northbound. Even
with these adjustments, however, a considerable amount of northbound off-ramp traffic destined for
US 11 northbound continues to stack in the shared left-through-right lane in the SimTraffic model. This
likely results in inflated queueing estimates for northbound off-ramp, which are reflected in Table 2.
As the queuing results of the model are reviewed, this should be considered as a potential limitation of
the model.
As also shown in the figures and Table 2, study intersections and critical movements currently operate
at LOS D or better. All queues are stored within the existing lanes with the following exceptions:
US 11/Rest Church Road (#4)
The eastbound left-turn operates at LOS E with queues spilling back to the adjacent Rest Church Road/I-
81 Northbound Ramps intersection during the weekday p.m. peak hour. The queues block the upstream
end of the lane (i.e., Upstream Block Time) approximately 21 percent of the time during the weekday
p.m. peak hour.
Potential Mitigation
Mitigation Strategy #1 – Signal Re-timing
To alleviate the potential queue spill back and delays on the eastbound approach of the US 11/Rest
Church Road intersection, potential modifications to existing signal timing were evaluated to better
accommodate demand on the eastbound approach. Modifications to signal timing could include
changes to existing cycle lengths and/or changes to individual phase splits. Table 3 illustrates the
anticipated operations of the three signalized study intersections with updated signal splits using the
existing 80 second cycle lengths for each signalized study intersection. Small changes were made to the
coordination pattern between the signals to maintain the existing levels of coordination with the new
phase splits. Appendix E contains the Synchro and SimTraffic operational worksheets for the mitigated
traffic operations.
As shown, signal re-timing alone is not anticipated to fully prevent the spill back of eastbound left-turn
movements at the US 11/Rest Church Road intersection. The upstream intersection is anticipated to be
blocked five percent of the time by queue spill backs for the eastbound left-turn during the weekday
p.m. peak hour.
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Kittelson & Associates, Inc. 26
Table 3. Existing Conditions – Mitigation Strategy #1 – Signal Re-timing
Intersection Information PM Peak Hour
Intersection
(#)
Traffic Control Approach Lane Group Existing
turn-lane lengths LOS
Back of
Queue
(feet)1
Delay
(sec)
Rest Church Road/I-81 Southbound Ramps
(#2)
Signalized
EB EBTR - B 141 18.9
EB Approach B - 18.9
WB WBL - C 261 28.6
WBT - B 159 11.5
WB Approach C - 20.3
SB SBLT - C 146 31.2
SBR 640’ C 125 29.3
SB Approach C - 30.0
Overall C - 22.1
Rest Church Road/I-81 Northbound Ramps
(#3)
Signalized
EB EBL - B 164 14.2
EBT - B 83 10.5
EB Approach B - 12.1
WB WBT - B 138 16.2
WBR - B 58 18.2
WB Approach B - 16.6
NB NBLTR - C 341 32.9
NBR 480’ C 286 22.0
NB Approach C - 27.6
Overall B - 19.9
US 11 (Martinsburg Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - D 215 42.6
EBTR - C 173 22.9
EB Approach C - 34.8
WB
WBL 250’ C 7 34.1
WBT - C 103 34.9
WBR - C 95 33.1
WB Approach C - 34.0
NB
NBL 150’ C 150 35.0
NBT - D 427 54.9
NBR 280’ C 132 23.8
NB Approach D - 51.3
SB
SBL 240’ D 108 36.1
SBT - C 170 28.0
SBR 290’ C 90 25.5
SB Approach C - 27.8
Overall D - 36.8
1 Maximum queues reported from SimTraffic due to 95th percentile queues from Synchro exceeding capacity at one or
more signalized intersections within the coordinated system.
Mitigation Strategy #2 – Eastbound Shared Left-Through Lane
As shown in Table 3, adjustments to existing signal timing alone will have nominal effects on existing
queueing on the eastbound approach of the US 11/Rest Church Road intersection. Given the existing
6-lane, undivided cross-section of Rest Church Road between the I-81 Northbound Ramps and US 11,
adding storage capacity through an additional eastbound left-turn lane would require widening of the
travelled way. This would potentially have substantial impacts to the existing gasoline station in the
southwest quadrant of the US 11/Rest Church Road intersection and/or the church in the northwest
quadrant. It would also potentially affect the lane alignment with the bridge over I-81 to the west (i.e.,
potential impacts to signal poles/head locations and/or widening of the bridge).
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Existing Conditions
Kittelson & Associates, Inc. 27
To prevent queue spillback during the weekday p.m. peak hour within the existing cross-section on Rest
Church Road, capacity can be added by converting the existing eastbound through lane to a shared left-
through lane. This change to the existing eastbound lane configuration would require several
improvements:
▪ Restriping of the eastbound approach lanes
▪ Conversion of the Rest Church Road approaches to operate under “split” signal phasing
▪ Replacing the existing three-section signal head for the eastbound through lane with a four-
section head (three ball indicators and one, green left-turn arrow indicator)
▪ Potential widening of US 11 to the north of Rest Church Road to add a second northbound
lane that ends/merges a minimum of 495 feet north of the existing commercial driveway
on the east side of US 11.
o If US 11 is not widened, the second eastbound left-turn lane at the US 11/Rest
Church Road intersection would flow into a right-turn trap lane into the commercial
property.
▪ Adjustments to coordination with the adjacent signalized intersections at the I-81
interchange.
Table 4 illustrates anticipated operations of US 11/Rest Church Road after converting the eastbound
through lane to a shared left-through lane and adjusting the Rest Church Road approaches to operate
under split phasing. As shown, the eastbound queues would be anticipated to contained within the
existing lane storage (upstream blockage reduced to zero percent in SimTraffic). Minimal impacts are
anticipated at adjacent intersection due to the conversion of the Rest Church Road approaches to split-
phased at the US 11/Rest Church Road intersection. Figure 8 illustrates the anticipated extents of these
improvements.
It should also be noted this proposed lane configuration helps address some of the limitations of the
SimTraffic model with respect to the northbound off-ramp from I-81. With two left-turning lanes from
Rest Church Road onto US 11 northbound, vehicles from the northbound off-ramp can access one of
the left-turn lanes on Rest Church Road from either lane on the off-ramp. This is reflected in the
reduced forecast queues on the northbound off-ramp (Study Intersection #3) relative to existing
conditions.
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Table 4. Existing Conditions – Mitigation Strategy #2 – Eastbound Shared Left-Through Lane at US
11/Rest Church Road
Intersection Information PM Peak Hour
Intersection
(#)
Traffic Control Approach Lane Group Existing
turn-lane lengths LOS
Back of
Queue
(feet)1
Delay
(sec)
Rest Church Road/I-81 Southbound Ramps
(#2)
Signalized
EB EBTR - B 144 18.9
EB Approach B - 18.9
WB WBL - C 269 28.7
WBT - A 136 5.0
WB Approach C - 17.2
SB SBLT - C 146 31.2
SBR 640’ C 108 29.3
SB Approach C - 30.0
Overall C - 20.6
Rest Church Road/I-81 Northbound Ramps
(#3)
Signalized
EB EBL - A 154 4.4
EBT - A 82 10.2
EB Approach A - 12.2
WB WBT - C 175 23.4
WBR - E 70 74.0
WB Approach C - 33.8
NB NBLTR - C 362 32.9
NBR 480’ C 305 22.0
NB Approach C - 27.6
Overall C - 23.7
US 11 (Martinsburg Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - D 178 44.8
EBTR - C 174 29.8
EB Approach C - 34.9
WB
WBL 250’ C 44 33.1
WBT - C 99 34.9
WBR - C 73 33.1
WB Approach C - 34.0
NB
NBL 150’ C 149 35.0
NBT - C 257 30.8
NBR 280’ B 53 19.4
NB Approach C - 31.2
SB
SBL 240’ D 102 36.0
SBT - C 147 22.9
SBR 290’ C 66 21.3
SB Approach C - 23.9
Overall C - 30.6
1Maximum queues from SimTraffic reported for consistency with other operational summaries.
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C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 08Converting Eastbound Through Lane to Shared Left-Through
US 11/Rest Church Road
Frederick County, VA 8
Fruit Hill Property January 2023
Figure
N11
495' MIN
RE-STRIPE
EASTBOUND
APPROACH
BEGIN LANE DROP AFTER
COMMERCIAL DRIVEWAY
RE-STRIPE EXISTING RIGHT-TURN
LANE AS THROUGH LANE
100'
200' TAPER
WIDEN US 11 TO DEVELOP
RIGHT-TURN LANE
ADJUST SIDEWALK TO
REDEVELOP BUFFER
REPLACE EXISTING 3-SECTION
HEAD WITH 4-SECTION HEAD
FOR SHARED LEFT-THROUGH LANE
REST
C
H
U
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C
H
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D
81
0
Scale: 1" = 150'
15015075
117
Transportation Impact Analysis
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Transportation Impact Analysis
Kittelson & Associates, Inc. 31
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 Fruit Hill Property development is anticipated to be
constructed and built out by 2028. The proposed site consists of one 100-room hotel, one 5,000 square-
foot restaurant, one 300,000 square-foot data center, and four industrial buildings totaling to 2,125,000
square feet. Traffic impacts of the proposed Fruit Hill Property development during the typical weekday
a.m. and weekday p.m. peak hours were examined as follows:
• Year 2028 background traffic conditions were developed by:
o Applying a one percent compound annual growth rate to year 2021 traffic volumes.
o Adding trips associated with in-process developments to the study intersections.
• Year 2028 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 2028 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 2028 TRAFFIC CONDITIONS
In the 2028 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 2028
background traffic volumes.
In-Process Developments
In-process developments within the study area identified to be built out by 2028 include:
▪ Arogas Parcel – 22,570 square feet of shopping center in the northeast quadrant of the US
11/Rest Church Road intersection
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Transportation Impact Analysis
Kittelson & Associates, Inc. 32
▪ Parcel 33-A-12 – 150,000 square feet of industrial development in the southwest quadrant
of the US 11/Rest Church Road intersection
▪ Light Property – 105,500 square feet of industrial development along Woodbine Road to
the southeast of the US 11/Rest Church Road intersection
▪ Whitehall Commerce Center – Undeveloped portions of the larger site located west of US
11 along Rest Church Road include 162,000 square feet of industrial development
Trips to and from the in-process developments were assigned based on the assumptions made in
previous and on-going traffic impact analyses for other developments (include the January 2019
Whitehall Commerce Center study). Appendix F contains the assumed trip generation and trip
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).
Planned Transportation Improvements
No transportation improvements are anticipated within the study network by the year 2028. With the
build-out of the proposed site, Zachary Ann Lane would be relocated further west along Rest Church
Road to increase the spacing from the I-81 interchange. The relocated Zachary Ann Lane would align
with the existing residential driveway on the north side of Rest Church Road.
2028 Background Traffic Conditions
Traffic volumes under year 2028 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 9 shows the overall intersection operational results of the year 2028 background traffic
operations analysis for the weekday a.m. and weekday p.m. peak hours. Figure 10 shows the lane group
LOS. Table 5 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.
Queues reported at signalized intersections were estimated using the maximum queues SimTraffic, as
the Synchro model was unable to fully estimate the extent of forecast queues. Appendix G contains the
2028 background traffic operational analysis worksheets.
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Weekday AM & PM Peak Hours
Frederick County, VA 9
Fruit Hill Property January 2023
Figure
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B
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4
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WEEKDAY PMWEEKDAY AM1
WEEKDAY PMWEEKDAY AM2
WEEKDAY PMWEEKDAY AM3
WEEKDAY PMWEEKDAY AM4
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 736719140245372107
281
184
15
121
43
LOS=C
Del=27.0
V/C=0.58
6031294259
443
123
LOS=B
Del=16.8
V/C=0.262052122149
178
376
127
LOS=C
Del=31.9
V/C=0.58
1105138
1 26
59
CM=NB
LOS=B
Del=11.3
V/C=0.17
1693831173168270383
136
106
22
239
130
LOS=E
Del=67.0
V/C=1.00
179392140
234
478
199
LOS=C
Del=21.7
V/C=0.621433163231
139
383
276
LOS=C
Del=26.7
V/C=0.56
273150
0
4
164
CM=NB
LOS=B
Del=10.8
V/C=0.12
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Weekday AM & PM Peak Hours
Frederick County, VA 10
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
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D
MACBE
T
H
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670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
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AWE
S
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A
WEEKDAY PMWEEKDAY AMX - LANE GROUP LEVEL OF SERVICE FCC
C
CB
CCC
B
BA
DC C
CB
F
CDC
CDCCCB
C
CB
ACC
A
BA
DD B
CB
C
CDE
CDC
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Kittelson & Associates, Inc. 35
Table 5. Year 2028 Background 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 669 (Rest
Church Road)/
Zachary Ann Lane
(#1)
Two-way
Stop-Controlled
EB EBT - - 0 0.0 - 0 0.0
EBR - - 0 0.0 - 0 0.0
EB Approach - - 0.0 - - 0.0
WB WBL - A 3 7.7 A 0 8.7
WBT - A 0 0.0 - 0 0.0
WB Approach - - 2.3 - - 0.2
NB NBLR - B 15 11.3 B 10 10.8
NB Approach B - 11.3 B - 10.8
Rest Church
Road/I-81
Southbound
Ramps
(#2)
Signalized
EB EBTR - C 193 23.9 C 169 25.5
EB Approach C - 23.9 C - 25.5
WB WBL - D 311 42.8 D 377 35.9
WBT - A 119 9.6 B 366 12.7
WB Approach C - 34.4 C - 26.2
SB SBLT - D 257 41.2 C 178 31.1
SBR 640’ C 112 27.8 C 115 27.8
SB Approach D - 36.2 C - 29.4
Overall C - 31.9 C - 26.7
Rest Church
Road/I-81
Northbound
Ramps
(#3)
Signalized
EB EBL - B 145 14.3 C 176 21.0
EBT - B 131 12.9 B 192 12.0
EB Approach B - 13.2 B - 15.4
WB WBT - A 176 9.7 C 221 21.6
WBR - B 69 10.6 B 89 17.4
WB Approach A - 9.9 B - 20.4
NB NBLTR - C 228 30.1 C 932 33.1
NBR 480’ C 184 31.1 C 480 21.0
NB Approach C - 30.8 C - 27.2
Overall B - 16.8 C - 21.7
US 11
(Martinsburg
Pike)/Rest
Church Road
(#4)
Signalized
EB EBL - C 182 31.3 F 250 159.1
EBTR - B 207 16.1 C 249 21.1
EB Approach B - 18.9 F - 105.6
WB
WBL 250’ E 52 65.0 C 55 34.5
WBT - C 105 28.5 C 181 33.5
WBR - C 51 27.3 C 112 29.8
WB Approach C - 31.2 C - 32.7
NB
NBL 150’ D 129 36.6 D 150 50.3
NBT - C 86 24.5 F 1,000 96.4
NBR 280’ C 27 22.9 C 256 24.6
NB Approach C - 29.8 F - 81.1
SB
SBL 240’ D 177 51.3 D 121 36.0
SBT - C 206 30.1 C 181 32.7
SBR 290’ C 136 25.0 C 132 28.2
SB Approach C - 31.5 C - 30.8
Overall C - 27.0 E - 67.0
1 Maximum queues reported from SimTraffic at signalized intersections due to 95th percentile queues from Synchro
exceeding capacity at one or more signalized intersections within the coordinated system.
As shown in the figures and Table 5, signalized study intersections and critical movements at
unsignalized intersections are anticipated to continue to operate at LOS C or better with queues
contained within existing storage with the following exceptions:
123
Fruit Hill Property January 2023
Transportation Impact Analysis
Kittelson & Associates, Inc. 36
Rest Church Road/I-81 Northbound Ramps (#3)
With the increase in volumes on both Rest Church Road and the I-81 northbound off-ramp due to
regional growth and trips from in-process developments, queues on the northbound off-ramp are
anticipated to spill back on I-81 under the existing signal timing during the weekday p.m. peak hour.
Similar to existing conditions, the SimTraffic model places a large proportion of the northbound off -
ramp traffic destined for US 11 northbound in the shared left-through-right lane. This may artificially
increase the projected maximum queues relative to anticipated field conditions. However, under year
2028 background conditions the queuing condition is anticipated to provide a more realistic estimate
due to the persistent queue spillback on the eastbound approach of the US 11/Rest Church Road. As
outline in the next subsection, the eastbound approach of the US 11/Rest Church Road intersection is
forecast to block the upstream intersection approximately 62 percent of the weekday p.m. peak hour.
This, in turn, prevents vehicles from the off-ramp from proceeding through the intersection.
US 11/Rest Church Road (#4)
Similar to existing conditions, the eastbound left-turn queues at the US 11/Rest Church Road
intersection are anticipated to spill back to the adjacent Rest Church Road/I-81 Northbound Ramps
intersection during the weekday p.m. peak hour. The movement is forecast to operate above capacity
at LOS F. The eastbound left-turn queues are forecast to block the upstream end of the lane (i.e.,
Upstream Block Time) approximately 62 percent of the time during the weekday p.m. peak hour. The
overall intersection is anticipated to operate near capacity at LOS E.
Potential Mitigation
Given the anticipated increase in traffic volumes at study intersections, it is not anticipated signal re-
timing alone at will sufficiently alleviate the delay and queueing concerns at the Rest Church Road/I-81
Northbound Ramps and US 11/Rest Church Road intersections under year 2028 background traffic
conditions. Table 6 illustrates the strategies evaluated to mitigate the anticipated traffic conditions
during the weekday p.m. peak hour.
Table 7 illustrates the anticipated traffic operations with these improvements. With these
improvements, updates to signal timing and coordination were also assumed. Appendix H contains the
Synchro and SimTraffic output worksheets.
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Transportation Impact Analysis
Kittelson & Associates, Inc. 37
Table 6. Year 2028 Background – Mitigation Strategies
Mitigation
Strategy
Intersection
Rest Church Road/I-81 Northbound Ramps (#3) US 11/Rest Church Road (#4)
Mitigation
Strategy #1
No changes to lane configuration (a baseline for comparison to
the subsequent two mitigation strategies)
Lane Configuration:
Convert the eastbound through lane to a shared left-through
lane and convert the Rest Church Road approach phasing to
split phase (as evaluated under existing traffic conditions)
Proposed Lane Configuration:
Mitigation
Strategy #2
Widen the northbound off-ramp to three approach lanes. By
adding an exclusive northbound left-turn lane and converting
the existing shared left/through/right lane to a shared
through/right lane, additional capacity can be added to the
northbound left-turn movement and reduce queue spillback.
Figure 11 illustrates a conceptual layout of the potential
northbound left-turn lane.
Proposed Lane Configuration:
Mitigation
Strategy #3
Widen the northbound off-ramp to three approach lanes. By
adding an exclusive northbound left-turn lane and converting
the existing shared left/through/right lane to a shared
left/through lane, additional capacity can be added to the
northbound left-turn movement and reduce queue spillback.
Proposed Lane Configuration:
125
C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 11Northbound Left-Turn Lane - Conceptual Layout
Rest Church Road/I-81 Northbound Ramps
Frederick County, VA 11
Fruit Hill Property January 2023
Figure
N
WIDEN OFF-RAMP TO ACCOMMODATE
ADDITIONAL APPROACH LANE
REST
C
H
U
R
C
H
R
D
81
0
Scale: 1" = 75'
7575
300'
200' TAPER
CONVERT EXISTING SHARED
LEFT-THROUGH-RIGHT
TO SHARED THROUGH-RIGHT
ADJUST/AUGMENT NORTHBOUND
SIGNAL HEADS AS NECESSARY
126
Fruit Hill Property January 2023
Transportation Impact Analysis
Kittelson & Associates, Inc. 39
Table 7. Year 2028 Background Conditions – Mitigated Traffic Conditions
Intersection Information
PM Peak Hour1
Mitigation Strategy #1 Mitigation Strategy #2 Mitigation Strategy #3
Intersection
(#) Traffic Control Approach Lane Group Turn-lane
lengths LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec)
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 156 23.9 C 169 23.9 C 193 23.9
EB Approach C - 23.9 C - 23.9 C - 23.9
WB WBL - D 312 45.3 D 334 43.9 C 345 25.6
WBT - A 153 3.9 A 120 4.2 A 122 5.8
WB Approach C - 27.9 C - 27.3 B - 17.3
SB SBLT - C 174 34.5 C 168 34.5 C 163 34.5
SBR 640’ C 119 29.3 C 135 29.3 C 115 29.3
SB Approach C - 31.7 C - 31.7 C - 31.7
Overall C - 27.7 C - 27.4 C - 22.5
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - C 250 23.6 B 196 18.6 A 142 3.7
EBT - B 135 17.9 B 122 12.0 A 57 1.4
EB Approach C - 20.0 B - 14.5 A - 2.3
WB WBT - C 200 20.6 B 187 19.8 B 162 16.6
WBR - C 127 31.5 C 96 25.2 C 91 21.5
WB Approach C - 23.8 C - 21.4 B - 18.0
NB
NBL 300’ N/A N/A N/A C 272 32.6 C 131 29.5
NBLTR or LT or TR - C 397 35.5 C 147 24.0 C 194 29.6
NBR 480’ C 338 21.5 C 123 23.9 C 180 27.6
NB Approach C - 28.7 C - 26.7 C - 28.2
Overall C - 24.6 C - 21.7 B - 18.0
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - D 194 44.1 D 200 52.6 D 207 48.4
EBTR - C 166 22.1 C 183 34.6 C 207 24.0
EB Approach C - 29.5 D - 40.7 C - 32.2
WB
WBL 250’ C 47 33.6 C 47 33.6 C 45 33.6
WBT - D 160 47.8 D 169 47.8 D 165 47.8
WBR - C 83 33.2 C 85 33.2 C 92 33.2
WB Approach D - 42.2 D - 42.2 D - 42.2
NB
NBL 150’ D 150 44.5 D 150 44.5 D 150 44.5
NBT - C 395 33.2 C 436 33.2 C 446 33.2
NBR 280’ B 128 19.1 B 81 19.1 B 135 19.1
NB Approach D - 36.3 D - 36.3 D - 36.3
SB
SBL 240’ D 101 36.7 D 100 36.7 D 97 36.7
SBT - C 144 26.3 C 159 26.3 C 147 26.3
SBR 290’ C 121 23.7 C 123 23.7 C 108 23.7
SB Approach C - 26.4 C - 26.4 C - 26.4
Overall C - 33.0 D - 36.3 C - 33.7
1Maximum queues from SimTraffic reported.
127
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Transportation Impact Analysis
Kittelson & Associates, Inc. 40
The following summaries the ability of these mitigation strategies to address the anticipated delay or
queueing issues identified:
▪ Queue Spillback on Rest Church Road from US 11 to I-81 Ramps
o Under each of the mitigation strategies, the queue spillback from the eastbound
approach to US 11 is anticipated to be substantially reduced during the peak hour with
the conversion of the eastbound through lane to a shared left-through lane.
▪ Queue Spillback from I-81 Northbound Off-Ramp to I-81 Mainline
o Similarly, each mitigation strategy is anticipated to eliminate spill back of queues on the
I-81 Northbound Off-Ramp to the I-81 mainline. Under Mitigation Strategy #1, the
queues on the northbound off-ramp are still anticipated to extend approximately
halfway down the ramp, which may still affect safe deceleration from I -81 mainline.
Under both Mitigation Strategy #2 and Mitigation Strategy #3, the maximum
northbound queues on the off-ramp are forecast to be cut approximately in half relative
to Mitigation Scenario #1.
▪ Overall intersection and approach delays
o Under each mitigation strategy, all intersection approaches are anticipated to operate
at LOS D or better. Mitigation Strategy #3 is anticipated to result in the greatest
improvement to delays and queueing along the corridor.
Proposed Development
The proposed Fruit Hill Property development consists of one 100-room hotel, one 5,000 square-foot
restaurant, one 300,000 square-foot data center, and four industrial buildings totaling to 2,125,500
square feet. The Applicant is proposing to provide access to the site via a relocated Zachary A nn Lane.
The existing Zachary Ann Lane access point on Rest Church Road would be removed, and existing access
to the Pilot/Flying-J Travel Center would be provided via a new driveway off the relocated Zachary Ann
Lane. All trips to the proposed site and parcels south of the site on Zachary Ann Lane would also be
accessed through the relocated Zachary Ann Lane. Figure 12 illustrates the assumed lane configurations
and traffic control devices under year 2028 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 8 summarizes the trip generation estimates for the proposed development.
128
Fruit Hill Property January 2023
Transportation Impact Analysis
Kittelson & Associates, Inc. 41
Table 8. 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
Warehousing 150 2,125.500 1,000
S.F. 3,397 361 278 83 383 107 276
Data Center 160 300.000 1,000
S.F. 297 33 18 15 27 8 19
Hotel 310 100 Rooms 660 43 24 19 46 23 23
Internal to Restaurant (5% AM/PM) (33) (2) (1) (1) (2) (1) (1)
High-Turnover (Sit-Down)
Restaurant 932 5.000 1,000
S.F. 536 48 26 22 45 27 18
Pass-by (43% AM/PM)1 (230) (20) (10) (10) (20) (10) (10)
Total 4,593 452 328 124 474 157 317
Internal Trips (LUC 310) (33) (2) (1) (1) (2) (1) (1)
Pass-by (LUC 932) (230) (20) (10) (10) (20) (10) (10)
Net New Trips 4,330 430 317 113 452 146 306
115% of pass-by trips considered pass-bys on Rest Church Road. Remaining 28% to be considered diverted trips from I -
81
As shown in Table 8, the development is estimated to generate approximately 4,330 net new weekday
daily trips, 430 weekday a.m. (317 in, 113 out), and 452weekday p.m. (146 in, 306 out) peak hour trips
when built out in year 2028.
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 13
illustrates the estimated trip distribution pattern, which was confirmed through the scoping process.
Figure 14, Figure 15, and Figure 16 illustrate the assignment of site-generated trips to the surrounding
roadway network for the trips related to the warehousing, data center, and hotel land uses,
respectively. Figure 17 and Figure 18 illustrate the assignment of pass-by/diverted and site-generated
trips by the restaurant, respectively.
129
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and Traffic Control Devices
Frederick County, VA 12
Fruit Hill Property January 2023
Figure
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
V
I
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
- STOP SIGN
- TRAFFIC SIGNAL
1 2 3 4
PROPOSED
RELOCATION
OF ZACHARY
ANN LN
130
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N
C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 13Assumed Site Trip Distribution
Frederick County, VA 13
Fruit Hill Property January 2023
Figure
- ESTIMATED TRIP DISTRIBUTION:
WAREHOUSING/DATA CENTER/HOTEL (RESTAURANT)
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
PROPOSED
RELOCATION
OF ZACHARY
ANN LN
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
DZACHARY ANN LNRUEBUCK RD
V
I
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
131
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C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 14Net New Site-Generated Trips
Warehousing
Frederick County, VA 14
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AMPROPOSED
RELOCATION
OF ZACHARY
ANN LN
142625
102 48138
124
54
48124
14
6
337
747914
264 12542
37
139
12537
5
14
773
2
132
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Data Center
Frederick County, VA 15
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AMPROPOSED
RELOCATION
OF ZACHARY
ANN LN
1141
17 87
7
9
87
1 11188 49
9
4
49
NO TRIPS
ASSOCIATED WITH
THIS INTERSECTION
133
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Hotel
Frederick County, VA 16
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AMPROPOSED
RELOCATION
OF ZACHARY
ANN LN
1171
22 109
8
12
108
1
2
111
1211
21 1011
10
11
1010
1
1
11
134
SITE
C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 17Pass-by Trips
Restaurant
Frederick County, VA 17
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AMPROPOSED
RELOCATION
OF ZACHARY
ANN LN
NO PASS-BY TRIPS
ASSOCIATED WITH
THIS INTERSECTION
28-2
2
8
-2 33
3
3
33
NO PASS-BY TRIPS
ASSOCIATED WITH
THIS INTERSECTION
28-2
2
8
-2 33
3
3
33
135
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Restaurant
Frederick County, VA 18
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AMPROPOSED
RELOCATION
OF ZACHARY
ANN LN
173
14 64
3
8
73
1
1
112102
14 65
5
8
64
1
2
111
136
Fruit Hill Property January 2023
Transportation Impact Analysis
Kittelson & Associates, Inc. 49
2028 Total Traffic Conditions
The year 2028 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 14 through Figure 18 were added to year 2028 background traffic volumes shown in
Figure 9 to arrive at the year 2028 total traffic volumes shown in Figure 19. Figure 20 shows the lane
group LOS for the weekday a.m. and weekday p.m. peak hours. Table 9 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.
The queues reported for the signalized intersections were estimated using maximum queues from
SimTraffic, as the Synchro model was unable to fully estimate the extent of forecast queues. Appendix
I contains the year 2028 total traffic conditions operational worksheets.
137
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N
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Weekday AM & PM Peak Hours
Frederick County, VA 19
Fruit Hill Property January 2023
Figure
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM1
WEEKDAY PMWEEKDAY AM2
WEEKDAY PMWEEKDAY AM3
WEEKDAY PMWEEKDAY AM4
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
PROPOSED
RELOCATION
OF ZACHARY
ANN LN
826719140245382111
281
187
15
121
43
LOS=C
Del=27.1
V/C=0.59
212312153
266
462
123
LOS=B
Del=20.6
V/C=0.492052274215
238
376
298
LOS=C
Del=27.7
V/C=0.62
11233136
21
351
57
CM=NB
LOS=E
Del=36.1
V/C=0.10
1743831173168273391
136
114
22
239
130
LOS=F
Del=109.2
V/C=1.01
251392289
250
487
199
LOS=C
Del=32.3
V/C=0.961433234396
288
383
356
LOS=C
Del=27.1
V/C=0.66
21389148
11
157
162
CM=NB
LOS=C
Del=18.6
V/C=0.63
138
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Weekday AM & PM Peak Hours
Frederick County, VA 20
Fruit Hill Property January 2023
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AMX - LANE GROUP LEVEL OF SERVICE ECC
C
BB
CCC
B
CA
CC E
DC
F
CDD
CDCCCB
C
CB
BCC
B
BA
DD B
DB
C
CDE
CDCPROPOSED
RELOCATION
OF ZACHARY
ANN LN
EC139
Fruit Hill Property January 2023
Transportation Impact Analysis
Kittelson & Associates, Inc. 52
Table 9. 2028 Total 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
Turn-lane
lengths LOS
Back
of
Queue
(feet)
Delay
(sec) LOS
Back
of
Queue
(feet)
Delay
(sec)
Route 669 (Rest Church
Road)/
Zachary Ann Lane
[RELOCATED]
(#1)
Two-way
Stop-Controlled
EB EBT - - 0 0.0 - 0 0.0
EBR - - 0 0.0 - 0 0.0
EB Approach - - 0.0 - - 0.0
WB WBL 200’ A 30 8.7 A 18 9.5
WBT - - 0 0.0 - 0 0.0
WB Approach - - 7.5 - - 4.7
NB NBL - E 8 36.1 C 5 16.9
NBR 200’ B 40 13.4 C 113 18.6
NB Approach B - 14.4 C - 18.5
Rest Church Road/I-81
Southbound Ramps1
(#2)
Signalized
EB EBTR - C 221 24.9 C 262 30.3
EB Approach C - 24.9 C - 30.3
WB WBL - D 315 35.9 C 401 30.9
WBT - B 168 11.0 B 432 14.5
WB Approach C - 24.9 C - 23.0
SB SBLT - D 240 41.2 C 152 30.8
SBR 640’ C 180 29.0 C 154 28.3
SB Approach C - 34.2 C - 29.2
Overall C - 27.7 C - 27.1
Rest Church Road/I-81
Northbound Ramps1
(#3)
Signalized
EB EBL - B 217 15.2 E 379 67.2
EBT - B 124 12.3 B 134 14.8
EB Approach B - 13.3 D - 42.9
WB WBT - B 174 12.4 C 229 28.7
WBR - B 70 15.0 C 109 22.9
WB Approach B - 13.0 C - 27.0
NB NBLTR - D 559 40.4 D 928 38.0
NBR 480’ C 444 29.0 B 480 19.4
NB Approach C - 35.0 C - 29.1
Overall B - 20.6 C - 32.3
US 11 (Martinsburg
Pike)/Rest Church Road1
(#4)
Signalized
EB EBL - C 170 29.2 F 248 429.2
EBTR - B 213 16.1 C 254 20.8
EB Approach B - 18.6 F - 269.6
WB
WBL 250’ E 53 65.0 D 61 45.4
WBT - C 112 28.5 C 180 28.6
WBR - C 55 27.3 C 109 26.4
WB Approach C - 31.2 C - 28.8
NB
NBL 150’ D 118 37.6 D 150 53.1
NBT - C 96 24.6 E 691 56.5
NBR 280’ C 21 23.0 C 184 22.7
NB Approach C - 30.7 D - 54.8
SB
SBL 240’ D 166 51.3 D 117 40.5
SBT - C 201 30.4 C 175 31.2
SBR 290’ C 151 25.3 C 131 27.4
SB Approach C - 31.7 C - 30.5
Overall C - 27.1 F - 109.2
1 Maximum queues reported from SimTraffic at signalized intersections due to 95th percentile queues from Synchro
exceeding capacity at one or more signalized intersections within the coordinated system.
As shown in the figures and Table 9, all signalized study intersections and critical movements at
unsignalized intersections are forecast to continue to operate at LOS C or better with queues contained
within existing/proposed lane storage with the following exceptions:
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Rest Church Road/Zachary Ann Lane (#1)
The critical northbound left-turn movement from the relocated Zachary Ann Lane is forecast to operate
at LOS E during the weekday a.m. peak hour with control delays of 36.1 seconds per vehicle. The
movement is anticipated to serve 11 vehicles and queues are anticipated to be less than one vehicle on
average during the weekday a.m. peak hour. During the weekday p.m. peak hour, the critical
northbound right-turn movement is forecast to operate at LOS C.
Rest Church Road/I-81 Northbound Ramps (#3)
Similar to year 2028 background traffic conditions, the maximum queues for the northbound approach
(ramp from I-81) are forecast to spill back close to I-81 during the weekday p.m. peak hour. As
aforementioned, this may be due in part to the limitations of the SimTraffic software. Queues may not
be expected to reach this length in reality. The signal is anticipated to operate below capacity with the
northbound approach anticipated to operate at LOS C during both the weekday a.m. and weekday p.m.
peak hours. The site is anticipated to add 72 northbound left-turns to this approach.
US 11/Rest Church Road (#4)
Without signal timing changes relative to existing conditions, the signalized intersection is forecast to
operate above capacity at LOS F during the weekday p.m. peak hour. Similar to both existing and year
2028 background traffic conditions, the eastbound left-turn queues are forecast to spill back to the
upstream Rest Church Road/I-81 Northbound Ramps intersection. The site is anticipated to add eight
(8) trips to this movement during the weekday p.m. peak hour.
MITIGATION
Similar to year 2028 background traffic conditions, the three improvement strategies in Table 6 were
evaluated for their ability to offset the impacts to the surrounding roadway network related to the
addition of site-generated trips. Table 10 illustrates the anticipated operations of the three signalized
study intersections during the weekday p.m. peak hour under these scenarios. With these
improvements, updates to signal timing and coordination were also assumed. Appendix J contains the
Synchro and SimTraffic outputs for the mitigated scenarios.
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Table 10. 2028 Total Traffic Conditions – Mitigated
Intersection Information
PM Peak Hour1
Mitigation Strategy #1 Mitigation Strategy #2 Mitigation Strategy #3
Intersection
(#) Traffic Control Approach Lane Group Turn-lane
lengths LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec)
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 275 26.4 C 270 26.4 C 244 26.4
EB Approach C - 26.4 C - 26.4 C - 26.4
WB WBL - C 370 26.4 C 337 29.2 C 374 31.4
WBT - A 158 0.8 A 171 1.0 A 165 1.1
WB Approach B - 14.1 B - 15.6 B - 16.8
SB SBLT - C 192 34.2 C 166 34.2 C 169 34.2
SBR 640’ C 141 29.8 C 176 29.8 C 159 29.8
SB Approach C - 31.5 C - 31.5 C - 31.5
Overall C - 22.4 C - 23.1 C - 23.5
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - C 275 24.6 B 257 15.3 A 264 8.3
EBT - A 92 2.5 A 90 1.9 A 92 1.4
EB Approach B - 14.3 A - 9.1 A - 5.1
WB WBT - C 206 29.7 C 206 26.3 C 188 21.7
WBR - D 125 39.1 D 137 38.4 C 127 34.4
WB Approach C - 32.4 C - 29.8 C - 25.4
NB
NBL 300’ N/A N/A N/A D 295 43.0 C 220 33.8
NBLTR or LT or TR - D 583 51.8 C 395 22.7 C 270 34.0
NBR 480’ C 448 21.1 C 220 22.7 C 170 28.0
NB Approach D - 37.1 C - 30.6 C - 30.3
Overall C - 28.8 C - 24.1 C - 21.3
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - D 180 38.8 D 202 41.0 D 176 38.9
EBTR - C 194 28.5 C 185 31.0 C 208 27.6
EB Approach C - 31.9 D - 34.4 C - 31.4
WB
WBL 250’ C 47 33.1 C 42 33.1 C 55 33.1
WBT - D 187 43.8 D 214 43.8 D 188 43.8
WBR - C 86 32.8 C 81 32.8 C 82 32.8
WB Approach D - 39.5 D - 39.5 D - 39.5
NB
NBL 150’ D 149 44.9 D 150 44.9 D 150 44.9
NBT - C 500 34.4 C 507 34.4 C 440 34.4
NBR 280’ C 84 20.0 C 157 20.0 C 156 20.0
NB Approach D - 37.3 D - 37.3 D - 37.3
SB
SBL 240’ D 112 42.8 D 120 42.8 D 101 42.8
SBT - C 152 28.2 C 178 28.2 C 180 28.2
SBR 290’ C 112 25.5 C 144 25.5 C 106 25.5
SB Approach C - 28.9 C - 28.9 C - 28.9
Overall C - 34.0 C - 34.8 C - 33.9
1 Maximum SimTraffic queues reported.
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Similar to year 2028 background traffic conditions, each of the mitigation strategies is anticipated to
improve queueing and delay issues noted under year 2028 total traffic conditions using the existing
signal timing and lane configurations. A brief summary of each is provided below:
The following summaries the ability of these mitigation strategies to address the anticipated delay or
queueing issues identified:
▪ Queue Spillback on Rest Church Road from US 11 to I-81 Ramps
o Under each of the mitigation scenarios, the queue spillback from the eastbound
approach to US 11 is anticipated to be substantially reduced during the peak hour with
the conversion of the eastbound through lane to a shared left-through lane. Queues are
anticipated to be contained within the existing storage (zero to one percent upstream
blockage time). The one percent of upstream blockage time during the peak hour can
be addressed through minor modifications to the coordination plan tested in this
report.
▪ Queue Spillback from I-81 Northbound Off-Ramp to I-81 Mainline
o Each mitigation scenario is anticipated to eliminate spill back of queues on the I -81
Northbound Off-Ramp to the I-81 mainline.
▪ Under Mitigation Strategy #1, the queues on the northbound off-ramp are still
anticipated to extend approximately halfway down the ramp, which may still
affect safe deceleration from I-81 mainline.
▪ Under Mitigation Strategy #2, the maximum queues on the northbound off-
ramp are reduced approximately 32 percent relative to Mitigation Strategy #1
with the addition of a left-turn lane.
▪ Under Mitigation Strategy #3, the maximum queues on the northbound off-
ramp are reduced approximately 54 percent relative to Mitigation Strategy #1
and 31 percent relative to Mitigation Strategy #2.
▪ Overall intersection and approach delays
o All movements anticipated to operate below capacity at LOS D or better under each
mitigation strategy.
Relative to the forecast operations of the three mitigation strategies under year 2028 background
traffic, no substantial increase in delays are expected, nor are queues anticipated to spill beyond
proposed storage lengths (e.g., the 300 feet of storage required under year 2028 background traffic
conditions for the northbound left-turn lane on the I-81 off-ramp). The maximum northbound queue
on the off-ramp from I-81 is anticipated to increase by several vehicles; however, this increase is
accommodated by the existing off-ramp.
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Overall, Mitigation Strategy #3 provides the greatest anticipated reduction to queues and delays on the
northbound off-ramp; however, Mitigation Strategy #2 also represents a viable mitigation strategy for
the overall roadway network. Either provides sufficient reduction in queuing and delays and either
should considered a viable alternative under year 2028 total traffic conditions.
While more drastic improvements (e.g., converting the signals to roundabouts or other alternative
intersection forms) were initially considered at each of the study intersections warranting mitigation,
the existing intersection spacing and proximity to the bridge over I-81 would require substantial
impacts to accommodate alternative intersection forms. The operations reported above illustrate
modifications to the existing control forms can adequately accommodate forecast increases in delay
and queueing resulting from the site-generated trips.
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 Rest Church Road at the relocated Zachary Ann Lane. Appendix K
contains the right-turn lane evaluations using Figure 3-26 under year 2034 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. The posted
speed limit of Rest Church Road changes from 35 miles-per-hour to 45 miles-per-hour near the
proposed relocated Zachary Ann Lane. To be conservative, the nomographs for a 50 mile -per-hour
design speed were used. 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 – Rest Church Road/Zachary Ann Lane – Year 2028 Total Traffic
Conditions
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?
21 157 No 11 159 No
Table 12. Left Turn-Lane Warrants – Rest Church Road/Zachary Ann Lane – Year 2028 Total Traffic
Conditions
Peak Hour Metric
Weekday AM Peak
Advancing Volume (veh/hr) 408
L (% Left Turns in Advancing Volume) 86.0
Opposing Volume (veh/hr) 157
Turn-Lane Warranted? Yes
Weekday PM Peak
Advancing Volume (veh/hr) 319
L (% Left Turns in Advancing Volume) 49.2
Opposing Volume (veh/hr) 159
Turn-Lane Warranted? Yes
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As shown, a right-turn lane on Rest Church Road at the Rest Church Road/Zachary Ann Lane intersection
is not forecast to be warranted under year 2028 total traffic conditions. A left-turn lane is forecast to
be warranted during the weekday a.m. and weekday p.m. peak hours. Given the 45 mile-per-hour
posted speed limit on Rest Church Road, the left-turn lane should have a minimum of 200 feet of
storage and a 200-foot taper.
ACCESS MANAGEMENT EVALUATION
An evaluation of the proposed relocated Zachary Ann Lane on Rest Church Road was performed with
respect to VDOT’s Access Management policies. Figure 21 illustrates the proposed spacing of the
relocated Zachary Ann Lane with respect to the adjacent private entrances, as well as the interchange
with I-81.
Based on Table 2-3 of the RDM, the proposed relocated Zachary Ann Lane should be located a minimum
of 1,320 feet from the end of the I-81 ramp terminal. As shown in Figure 21, the current planned
location of Zachary Ann Lane is located approximately 1,325 feet from the edge of the ramp terminal
(no turn lanes present as shown in Figure 2-9 of the RDM).
Based on Table 2-2 of the RDM, the proposed relocated Zachary Ann Lane should be a minimum of 50
feet from adjacent entrances on Rest Church Road (local street). As shown in Figure 21, the proposed
location of Zachary Ann Lane is located greater than 50 feet from any adjacent entrance.
Benefits of Relocating Zachary Ann Lane
As shown in Figure 21, relocating Zachary Ann Lane as a part of the Fruit Hill Property development is
anticipated to increase the spacing to meet/exceed minimum VDOT access spacing standards relative
to spacing from the I-81 interchange. This is of particular importance on the west side of the I-81
interchange, where the existing Flying J Travel Center currently has four commercial access points
within close proximity to each other and the interchange. Relocating the existing truck egress (via
Zachary Ann Lane) further west from the other existing driveways will help clearly delineate decision
points for drivers along Rest Church Road and is anticipated to improve both the operations and safety
performance of the corridor.
Relocating Zachary Ann Lane is also anticipated to better serve future development in the area. The
Flying J Travel Center has previously expressed interest in expanding to the north side of Rest Church
Road. A fourth, southbound leg at the relocated Zachary Ann Lane could serve as a singular access point
for both the potential Flying J and any future development on the north side of Rest Church Road. Given
the projected volumes on Rest Church Road, it is not anticipated any cross-section improvements would
be required on Rest Church Road with build-out of the Fruit Hill Property on the south side of Rest
Church Road. The existing cross-section should be reevaluated with future development in the area,
including creating medians as necessary to improve access management near the interchange.
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Access Management EvaluationFrederick County, VA21Fruit Hill PropertyJanuary 2023FigureRELOCATED ZACHARY ANN LANETO BE CLOSED1,325'1,320'50'50'840'X'X'- MINIMUM SPACING FROM INTERCHANGE RAMP- PROPOSED SPACING- MINIMUM SPACING FROM COMMERCIAL ENTRANCESX'RELOCATED ACCESS TO FLYING J(ALIGNMENT TBD)146
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DESIGN YEAR 2034 OPERATIONS
The year 2034 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 2034 Background Traffic Conditions
To develop year 2034 background traffic volumes, six years of growth (one percent) were added to the
year 2028 background traffic conditions shown in Figure 9. No additional in-process developments
were identified for build-out between year 2028 and 2034 at the time of scoping. Figure 22 shows the
overall intersection operational results of the year 20234 background traffic operations analysis for the
weekday a.m. and weekday p.m. peak hours. Figure 23 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. If appropriate,
signal timing updates will be recommended as potential mitigation measures to account for projected
traffic volumes.
Queues reported at signalized intersections were estimated using the maximum queues SimTraffic, as
the Synchro model was unable to fully estimate the extent of forecast queues. Appendix L contains the
2034 background traffic operational analysis worksheets.
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C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 22Year 2034 Background Traffic Operations
Weekday AM & PM Peak Hours
Frederick County, VA 22
Fruit Hill Property January 2023
Figure
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM1
WEEKDAY PMWEEKDAY AM2
WEEKDAY PMWEEKDAY AM3
WEEKDAY PMWEEKDAY AM4
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 RATIO277159
0
5
174
CM=NB
LOS=B
Del=11.0
V/C=0.13 767120148260395112
293
188
16
127
45
LOS=C
Del=27.4
V/C=0.62
64325100
268
469
129
LOS=B
Del=16.9
V/C=0.282112130157
189
398
135
LOS=C
Del=32.6
V/C=0.61
1734061177179287403
144
111
23
246
138
LOS=E
Del=76.3
V/C=1.05
190413149
245
501
205
LOS=C
Del=22.8
V/C=0.671493173245
148
399
292
LOS=C
Del=26.9
V/C=0.581112146
1 27
62
CM=NB
LOS=B
Del=11.4
V/C=0.18
148
SITE
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C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 23Year 2034 Bacgkround Lane Group Levels of Service
Weekday AM & PM Peak Hours
Frederick County, VA 23
Fruit Hill Property January 2023
Figure
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM1
WEEKDAY PMWEEKDAY AM2
WEEKDAY PMWEEKDAY AM3
WEEKDAY PMWEEKDAY AM4
X - LANE GROUP LEVEL OF SERVICE FCC
C
CB
CCC
B
BA
CC C
CB
F
CDC
CDCCCB
C
CB
BCC
B
BA
DD B
CA
C
CDE
CEC
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Table 13. Year 2034 Background 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 669 (Rest
Church Road)/
Zachary Ann Lane
(#1)
Two-way
Stop-Controlled
EB EBT - - 0 0.0 - 0 0.0
EBR - - 0 0.0 - 0 0.0
EB Approach - - 0.0 - - 0.0
WB WBL - A 3 7.7 A 0 8.7
WBT - A 0 0.0 - 0 0.0
WB Approach - - 2.3 - - 0.2
NB NBLR - B 18 11.4 B 10 11.0
NB Approach B - 11.4 B - 11.0
Rest Church
Road/I-81
Southbound
Ramps
(#2)
Signalized
EB EBTR - C 210 24.7 C 157 26.9
EB Approach C - 24.7 C - 26.9
WB WBL - D 327 43.0 C 387 34.7
WBT - B 110 10.5 B 326 13.3
WB Approach D - 34.8 C - 25.6
SB SBLT - D 250 43.1 C 174 31.2
SBR 640’ C 84 27.8 C 121 27.7
SB Approach D - 37.3 C - 29.3
Overall C - 32.6 C - 26.9
Rest Church
Road/I-81
Northbound
Ramps
(#3)
Signalized
EB EBL - B 160 14.5 C 191 23.5
EBT - B 104 12.9 B 170 12.4
EB Approach B - 13.3 B - 16.6
WB WBT - B 194 10.2 C 215 23.2
WBR - A 68 9.6 B 107 19.2
WB Approach A - 10.0 B - 22.0
NB NBLTR - C 252 31.3 C 934 34.3
NBR 480’ C 229 30.2 C 480 20.6
NB Approach C - 30.7 C - 27.7
Overall B - 16.9 C - 22.8
US 11
(Martinsburg
Pike)/Rest
Church Road
(#4)
Signalized
EB EBL - C 189 28.9 F 251 185.4
EBTR - B 204 15.0 C 253 21.4
EB Approach B - 17.6 F - 121.8
WB
WBL 250’ E 57 75.4 C 59 34.6
WBT - C 112 28.6 C 170 33.7
WBR - C 54 27.3 C 105 29.9
WB Approach C - 32.3 C - 32.5
NB
NBL 150’ D 134 36.9 D 150 52.7
NBT - C 94 24.8 F 1,087 118.3
NBR 280’ C 27 23.1 C 280 24.6
NB Approach C - 30.1 F - 97.3
SB
SBL 240’ E 173 55.6 D 109 36.3
SBT - C 288 31.2 C 172 33.6
SBR 290’ C 162 25.3 C 130 28.3
SB Approach C - 32.8 C - 31.2
Overall C - 27.4 E - 76.3
1 Maximum queues reported from SimTraffic at signalized intersections due to 95th percentile queues from Synchro
exceeding capacity at one or more signalized intersections within the coordinated system.
As shown, signalized study intersections and critical movements at unsignalized intersections are
anticipated to continue to operate at LOS C or better with queues contained within existing storage
with the following exceptions:
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Rest Church Road/I-81 Northbound Ramps (#3)
During the weekday p.m. peak hour, queues on the northbound off-ramp are anticipated to spill back
to mainline I-81 northbound under year 2034 background conditions. The queue is forecast to spill back
for 77 percent of the peak hour. This is consistent with the levels of queuing anticipated under year
2028 background traffic conditions. However, as aforementioned, the extent of this queuing is likely
exaggerated in the SimTraffic models due to a considerable amount of northbound off-ramp traffic
destined for US 11 northbound continuing to stack in the shared left-through-right lane (rather than
distributing among both ramp lanes as seen in the field).
US 11/Rest Church Road (#4)
The eastbound left-turn queues at the US 11/Rest Church Road intersection are anticipated to spill back
to the adjacent Rest Church Road/I-81 Northbound Ramps intersection during the weekday p.m. peak
hour. The movement is forecast to operate above capacity at LOS F with queues forecast to block the
upstream end of the lane (i.e., Upstream Block Time) approximately 64 percent of the time during the
weekday p.m. peak hour. The eastbound queues are anticipated to block the upstream intersection
approximately one percent of the time during the weekday a.m. peak hour; however, this minor
blockage can likely be addressed with minor changes to signal coordination.
The northbound through movement is anticipated to operate at LOS F with queues spilling back over
1,000 feet during the weekday p.m. peak hour. The overall intersection is anticipated to operate above
capacity at LOS E.
POTENTIAL MITIGATION
To alleviate the forecast delay and queueing issues projected at the study intersections under year 2034
background traffic conditions, the three mitigation strategies recommended under year 2028 traffic
conditions (shown in Table 6) were explored. Table 14 the anticipated operations at the signalized
study intersections with these improvements. With these improvements, updates to signal timing and
coordination were also assumed. Appendix M contains the Synchro and SimTraffic output worksheets.
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Table 14. Year 2034 Background Traffic Conditions – Mitigated
Intersection Information
PM Peak Hour1
Mitigation Strategy #1 Mitigation Strategy #2 Mitigation Strategy #3
Intersection
(#) Traffic Control Approach Lane Group Turn-lane
lengths LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec)
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 179 24.0 C 162 24.0 C 167 24.0
EB Approach C - 24.0 C - 24.0 C - 24.0
WB WBL - D 371 36.1 C 362 31.0 D 356 40.4
WBT - A 185 3.9 A 201 3.5 A 158 7.6
WB Approach C - 22.5 B - 19.4 C - 26.5
SB SBLT - D 179 36.5 D 169 36.5 D 189 36.5
SBR 640’ C 119 29.8 C 121 29.8 C 123 29.8
SB Approach C - 32.9 C - 32.9 C - 32.9
Overall C - 25.3 C - 23.8 C - 27.3
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - B 224 16.3 B 198 11.1 B 195 15.6
EBT - B 132 11.7 A 134 8.4 A 93 8.5
EB Approach B - 13.4 A - 9.4 B - 11.2
WB WBT - C 201 22.9 B 206 19.2 B 199 19.5
WBR - C 129 35.0 C 114 30.8 C 111 31.3
WB Approach C - 26.4 C - 22.6 C - 22.9
NB
NBL 300’ N/A N/A N/A C 260 32.3 C 135 29.5
NBLTR or LT or TR - D 391 36.7 C 167 23.5 C 202 29.6
NBR 480’ C 333 21.1 C 137 23.4 C 193 27.5
NB Approach C - 29.2 C - 26.2 C - 28.2
Overall C - 24.4 C - 20.8 C - 22.1
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - D 188 42.6 D 202 44.0 D 183 45.2
EBTR - B 180 15.1 B 168 17.4 C 212 31.4
EB Approach C - 24.4 C - 26.3 D - 36.0
WB
WBL 250’ C 47 33.6 C 57 33.6 C 49 33.6
WBT - D 202 49.7 D 212 49.7 D 197 49.7
WBR - C 95 33.3 C 107 33.3 C 89 33.3
WB Approach D - 43.3 D - 43.3 D - 43.3
NB
NBL 150’ D 150 44.7 D 150 44.7 D 150 44.7
NBT - D 530 38.4 D 522 38.4 D 569 38.4
NBR 280’ B 113 19.7 B 113 19.7 B 182 19.7
NB Approach D - 39.9 D - 39.9 D - 39.9
SB
SBL 240’ D 96 37.1 D 110 37.1 D 99 37.1
SBT - C 161 27.9 C 152 27.9 C 158 27.9
SBR 290’ C 111 24.7 C 135 24.7 C 108 24.7
SB Approach C - 27.5 C - 27.5 C - 27.5
Overall C - 32.8 C - 33.4 D - 36.3
1 Maximum SimTraffic queues reported.
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As shown, the mitigation strategies employed are anticipated to alleviate queueing and delay issues
projected under year 2034 background traffic conditions:
▪ Queue Spillback on Rest Church Road from US 11 to I-81 Ramps
o Under each of the mitigation scenarios, the queue spillback from the eastbound
approach to US 11 is anticipated to be substantially reduced during the peak hour with
the conversion of the eastbound through lane to a shared left-through lane.
▪ Queue Spillback from I-81 Northbound Off-Ramp to I-81 Mainline
o Similarly, each mitigation scenario is anticipated to eliminate spill back of queues on the
I-81 Northbound Off-Ramp to the I-81 mainline. Maximum queues under Mitigation
Strategy #2 and Mitigation Strategy #3 are anticipated to reduce queuing on the off-
ramp by approximately half relative to Mitigation Strategy #1.
▪ Overall intersection and approach delays
o Under each mitigation scenario, all intersection approaches are anticipated to operate
at LOS D or better. Nominal differences are anticipated between Mitigation Strategy #2
and Mitigation Strategy #3, and either would likely represent suitable mitigation
strategies under year 2034 background traffic conditions.
YEAR 2034 TOTAL TRAFFIC CONDITIONS
To estimate traffic volumes at study intersections under year 2034 total traffic conditions (i.e., six years
post-build out of the Fruit Hill Property development), the site trips shown in Figure 14 through Figure
18 were added to the year 2034 background traffic volumes shown in Figure 22. Figure 24 illustrates
the estimated year 2034 total traffic volumes and intersection operations. Figure 25 shows the lane
group LOS for the weekday a.m. and weekday p.m. peak hours. Table 15 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.
The queues reported for the signalized intersections were estimated using maximum queues from
SimTraffic, as the Synchro model was unable to fully estimate the extent of forecast queues. Appendix
N contains the year 2034 total traffic conditions operational worksheets.
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SITE
N
C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 24Year 2034 Total Traffic Operations
Weekday AM & PM Peak Hours
Frederick County, VA 24
Fruit Hill Property January 2023
Figure
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
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I
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I
AWE
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V
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I
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I
A
WEEKDAY PMWEEKDAY AM1
WEEKDAY PMWEEKDAY AM2
WEEKDAY PMWEEKDAY AM3
WEEKDAY PMWEEKDAY AM4
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
PROPOSED
RELOCATION
OF ZACHARY
ANN LN
857120148260405116
293
191
16
127
45
LOS=C
Del=28.1
V/C=0.62
216325159
275
488
129
LOS=C
Del=20.8
V/C=0.522112282223
249
398
306
LOS=C
Del=28.6
V/C=0.64
1784061177179290411
144
119
23
246
138
LOS=F
Del=130.6
V/C=1.06
262413298
261
509
205
LOS=D
Del=37.1
V/C=1.021493244410
297
399
372
LOS=C
Del=28.1
V/C=0.69
21393157
11
158
172
CM=NB
LOS=C
Del=19.4
V/C=0.6511240144
21
352
60
CM=NB
LOS=E
Del=36.9
V/C=0.10
154
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C:\Users\local_abutsick\Temp\AcPublish_20096\26732 - ReportFigs - final.dwg Jan 09, 2023 - 3:08pm - abutsick Layout Tab: 25Year 2034 Total Lane Group Levels of Service
Weekday AM & PM Peak Hours
Frederick County, VA 25
Fruit Hill Property January 2023
Figure
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
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D
32
1
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
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I
A
WEEKDAY PMWEEKDAY AM1
WEEKDAY PMWEEKDAY AM2
WEEKDAY PMWEEKDAY AM3
WEEKDAY PMWEEKDAY AM4
X - LANE GROUP LEVEL OF SERVICE ECC
C
BB
CCC
B
CA
CC F
DC
F
CDD
CDCCCB
C
CB
BCC
B
BA
DD B
DB
C
CDE
CECPROPOSED
RELOCATION
OF ZACHARY
ANN LN
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Table 15. 2034 Total 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
Turn-lane
lengths LOS
Back
of
Queue
(feet) 1
Delay
(sec) LOS
Back
of
Queue
(feet) 1
Delay
(sec)
Route 669 (Rest Church
Road)/
Zachary Ann Lane
[RELOCATED]
(#1)
Two-way
Stop-Controlled
EB EBT - - 0 0.0 - 0 0.0
EBR - - 0 0.0 - 0 0.0
EB Approach - - 0.0 - - 0.0
WB WBL 200’ A 30 8.8 A 18 9.6
WBT - - 0 0.0 - 0 0.0
WB Approach - - 7.5 - - 4.6
NB NBL - E 8 36.9 C 5 17.4
NBR 200’ B 40 13.7 C 120 19.4
NB Approach B - 14.7 C - 19.3
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 240 25.8 C 257 33.1
EB Approach C - 25.8 C - 33.1
WB WBL - D 324 36.8 C 347 30.4
WBT - B 184 11.6 B 470 14.8
WB Approach C - 25.8 C - 22.9
SB SBLT - D 232 43.1 C 166 30.7
SBR 640’ C 191 29.1 C 175 28.1
SB Approach C - 35.1 C - 29.1
Overall C - 28.6 C - 28.1
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - B 228 15.5 F 376 93.5
EBT - B 129 12.4 B 240 15.6
EB Approach B - 13.5 E - 57.1
WB WBT - B 184 12.9 C 229 29.9
WBR - B 73 13.0 C 132 23.6
WB Approach B - 12.9 C - 28.1
NB NBLTR - D 607 41.8 D 928 40.3
NBR 480’ C 468 28.9 B 480 19.1
NB Approach C - 35.6 C - 30.2
Overall C - 20.8 D - 37.1
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBL - C 171 29.6 F 242 541.8
EBTR - B 213 16.9 C 251 20.5
EB Approach B - 19.4 F - 338.3
WB
WBL 250’ E 54 75.4 D 58 45.9
WBT - C 110 28.6 C 201 28.8
WBR - C 50 27.3 C 115 26.5
WB Approach C - 32.3 C - 28.9
NB
NBL 150’ D 131 38.3 D 150 54.2
NBT - C 111 24.9 E 1,017 58.9
NBR 280’ C 26 23.2 C 254 22.1
NB Approach C - 31.1 D - 56.8
SB
SBL 240’ E 167 55.6 D 115 42.0
SBT - C 232 31.6 C 170 30.8
SBR 290’ C 157 25.6 C 146 27.0
SB Approach C - 33.0 C - 30.4
Overall C - 28.1 F - 130.6
1 Maximum queues reported from SimTraffic at signalized intersections due to 95th percentile queues from Synchro
exceeding capacity at one or more signalized intersections within the coordinated system.
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:
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Rest Church Road/Zachary Ann Lane [RELOCATED] (#1)
The critical northbound left-turn movement from the relocated Zachary Ann Lane is forecast to operate
at LOS E during the weekday a.m. peak hour with control delays of 36.9 seconds per vehicle. The
movement is anticipated to serve 11 vehicles and queues are anticipated to be less than one vehicle on
average during the weekday a.m. peak hour. During the weekday p.m. peak hour, the critical
northbound right-turn movement is forecast to operate at LOS C.
Rest Church Road/I-81 Northbound Ramps (#3)
Similar to year 2034 background traffic conditions, the maximum queues for the northbound approach
(ramp from I-81) are forecast to spill back close to I-81 Northbound during the weekday p.m. peak hour.
The northbound queue is anticipated to spill back to the mainline approximately 77 percent of the
weekday p.m. peak hour. The northbound queue is anticipated to spill back approximately two percent
of the weekday a.m. peak hour. However, as aforementioned, the SimTraffic model likely overestimates
the projected queuing on the northbound approach due to the artificial stacking of vehicles destined
for US 11 northbound in the shared left-through-right lane on the ramp. The signal is still forecast to
operate below capacity.
The maximum queues on the westbound approach are also anticipated to spill back towards US 11
approximately six percent of the weekday p.m. peak hour.
US 11/Rest Church Road (#4)
Without signal timing changes relative to existing conditions, the signalized intersection is forecast t o
operate above capacity at LOS F during the weekday p.m. peak hour. Similar to both existing and year
2034 background traffic conditions, the eastbound left-turn queues are forecast to spill back to the
upstream Rest Church Road/I-81 Northbound Ramps intersection, blocking the upstream signal
approximately 61 percent of the weekday p.m. peak hour and two percent of the weekday a.m. peak
hour. Queues on the northbound approach are anticipated to extend beyond 1,000 upstream of the
signal on US 11.
MITIGATION
Similar to year 2034 background traffic conditions, the three improvement strategies in Table 6 were
evaluated for their ability to offset the impacts to the surrounding roadway network related to the
addition of site-generated trips. Table 16 and Table 17 illustrate the anticipated operations of the three
signalized study intersections during the weekday a.m. and weekday p.m. peak hours, respectively,
under these scenarios. The analysis of weekday a.m. peak hour conditions were added to this mitigation
evaluation (relative to previous mitigation scenarios only evaluating the weekday p.m. peak hour) due
to the forecast increase in queuing on the northbound approach of the I-81 northbound off-ramp
between 2034 background and 2034 total traffic conditions (i.e., the queues are projected to spill back
during the weekday a.m. peak hour when previous scenarios projected northbound queues would be
contained during the a.m. peak). With these improvements, updates to signal timing and coordination
were also assumed. Appendix O contains the Synchro and SimTraffic output worksheets.
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Table 16. Year 2034 Total Traffic Conditions – Mitigated – Weekday AM Peak Hour
Intersection Information
AM Peak Hour1
Mitigation Strategy #1 Mitigation Strategy #2 Mitigation Strategy #3
Intersection
(#) Traffic Control Approach Lane Group Turn-lane
lengths LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec)
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 232 26.2 C 241 26.2 C 247 26.2
EB Approach C - 26.2 C - 26.2 C - 26.2
WB WBL - D 341 50.7 D 332 43.7 D 342 45.2
WBT - A 245 5.4 A 228 8.5 A 220 7.5
WB Approach C - 31.0 C - 28.7 C - 28.8
SB SBLT - D 226 37.1 D 222 37.1 D 211 37.1
SBR 640’ C 164 28.0 C 160 28.0 C 155 28.0
SB Approach C - 31.9 C - 31.9 C - 31.9
Overall C - 29.9 C - 28.8 C - 29.0
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - B 263 15.5 B 269 18.8 B 261 13.6
EBT - B 139 11.3 B 139 13.0 A 127 9.2
EB Approach C - 12.8 B - 15.1 B - 10.9
WB WBT - C 203 21.3 C 210 24.2 B 196 19.5
WBR - D 91 35.9 C 84 34.9 C 84 25.5
WB Approach C - 24.3 C - 26.4 C - 20.8
NB
NBL 300’ N/A N/A N/A D 296 36.0 C 250 32.8
NBLTR or LT or TR - C 463 33.2 C 384 22.3 C 313 32.8
NBR 480’ C 382 26.3 C 201 22.3 C 181 27.6
NB Approach C - 29.9 C - 27.8 C - 29.7
Overall C - 23.1 C - 23.8 C - 21.1
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - C 171 27.1 C 209 28.9 C 190 26.2
EBTR - C 208 20.1 D 168 36.9 C 209 29.3
EB Approach C - 21.3 D - 35.5 C - 28.7
WB
WBL 250’ C 34 33.2 C 57 33.2 C 50 33.2
WBT - D 104 35.3 D 212 35.3 D 102 35.3
WBR - C 48 32.7 C 107 32.7 C 48 32.7
WB Approach C - 34.5 C - 34.5 C - 34.5
NB
NBL 150’ D 136 36.4 D 150 36.4 D 136 36.4
NBT - C 142 25.2 C 522 25.2 C 99 25.2
NBR 280’ C 24 23.5 C 113 23.5 C 24 23.5
NB Approach C - 30.4 C - 30.4 C - 30.4
SB
SBL 240’ C 171 34.8 C 110 34.8 C 177 34.8
SBT - C 203 27.8 C 152 27.8 C 204 27.8
SBR 290’ C 140 23.7 C 135 23.7 C 138 23.7
SB Approach C - 27.0 C - 27.0 C - 27.0
Overall C - 26.2 C - 31.0 C - 28.7
1 Maximum SimTraffic queues reported.
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Table 17. Year 2034 Total Traffic Conditions – Mitigated – Weekday PM Peak Hour
Intersection Information
PM Peak Hour1
Mitigation Strategy #1 Mitigation Strategy #2 Mitigation Strategy #3
Intersection
(#) Traffic Control Approach Lane Group Turn-lane
lengths LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec) LOS Back of
Queue (ft)
Delay
(sec)
Rest Church Road/I-81
Southbound Ramps
(#2)
Signalized
EB EBTR - C 237 27.5 C 263 27.5 C 286 27.5
EB Approach C - 27.5 C - 27.5 C - 27.5
WB WBL - D 339 40.9 D 342 39.4 C 368 34.0
WBT - A 224 4.2 A 221 4.6 A 247 2.7
WB Approach C - 23.1 C - 22.6 C - 18.9
SB SBLT - C 176 34.9 C 175 34.9 D 177 34.9
SBR 640’ C 144 29.9 C 154 29.9 C 142 29.9
SB Approach C - 31.8 C - 31.8 C - 31.8
Overall C - 26.6 C - 26.4 C - 24.9
Rest Church Road/I-81
Northbound Ramps
(#3)
Signalized
EB EBL - D 343 38.5 C 294 25.8 B 285 14.8
EBT - B 150 11.3 A 148 9.9 A 122 6.0
EB Approach C - 25.8 B - 18.4 B - 10.7
WB WBT - C 213 34.3 C 206 26.1 C 204 20.3
WBR - D 162 41.8 D 134 37.2 C 147 32.2
WB Approach D - 36.5 C - 29.3 C - 23.7
NB
NBL 300’ N/A N/A N/A D 345 47.3 D 202 35.7
NBLTR or LT or TR - E 614 56.4 C 139 22.8 D 277 36.0
NBR 480’ C 450 20.8 C 106 22.7 C 156 28.5
NB Approach D - 39.4 C - 32.3 C - 31.4
Overall C - 34.5 C - 27.2 C - 22.6
US 11 (Martinsburg
Pike)/Rest Church Road
(#4)
Signalized
EB EBLT - D 184 38.2 D 192 40.3 D 206 40.0
EBTR - B 193 14.6 B 161 15.4 B 206 20.0
EB Approach C - 22.5 C - 23.7 C - 26.7
WB
WBL 250’ C 51 33.0 C 52 33.0 C 44 33.0
WBT - D 211 44.4 D 210 44.4 D 180 44.4
WBR - C 89 32.7 C 88 32.7 C 98 32.7
WB Approach D - 39.8 D - 39.8 D - 39.8
NB
NBL 150’ D 150 44.8 D 150 44.8 D 150 44.8
NBT - D 611 37.8 D 641 37.8 D 474 37.8
NBR 280’ B 230 20.0 B 160 20.0 B 183 20.0
NB Approach D - 39.5 D - 39.5 D - 39.5
SB
SBL 240’ D 117 45.0 D 115 45.0 D 110 45.0
SBT - C 172 28.7 C 174 28.7 C 165 28.7
SBR 290’ C 116 25.7 C 110 25.7 C 121 25.7
SB Approach C - 29.4 C - 29.4 C - 29.4
Overall C - 31.9 C - 32.3 C - 33.2
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As shown, the mitigation strategies employed are anticipated to alleviate queueing and delay issues
projected under year 2034 total traffic conditions:
▪ Queue Spillback on Rest Church Road from US 11 to I-81 Ramps
o Under each of the mitigation scenarios, the queue spillback from the eastbound
approach to US 11 is anticipated to be substantially reduced during the peak hour with
the conversion of the eastbound through lane to a shared left-through lane.
▪ Queue Spillback from I-81 Northbound Off-Ramp to I-81 Mainline
o Similarly, each mitigation scenario is anticipated to eliminate spill back of queues on the
I-81 Northbound Off-Ramp to the I-81 mainline. Maximum queues under Mitigation
Strategy #2 and Mitigation Strategy #3 are anticipated to reduce queuing on the off-
ramp by approximately half relative to Mitigation Strategy #1 during the weekday p.m.
peak hour. During the weekday a.m. peak hour, Mitigation Strategy #2 and Mitigation
Strategy #3 are anticipated to reduce queuing on the off-ramp on the order of 20 to 30
percent relative to Mitigation Strategy #1.
▪ Overall intersection and approach delays
o Under each mitigation scenario, all intersection approaches are anticipated to operate
at LOS D or better. Nominal differences are anticipated between Mitigation Strategy #2
and Mitigation Strategy #3, and either would likely represent suitable mitigation
strategies under year 2034 total traffic conditions.
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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 with the following exception:
o US 11/Rest Church Road (Study Intersection #4): The eastbound left-turn operates
at LOS E with queues spilling back to the adjacent Rest Church Road/I-81
Northbound Ramps intersection during the weekday p.m. peak hour. The queues
block the upstream end of the lane approximately 21 percent of the time during the
weekday p.m. peak hour.
▪ Signal re-timing alone (i.e., no physical changes to the travelled way) is not
anticipated to fully prevent the spill back of eastbound left-turn movements
at the US 11/Rest Church Road intersection.
▪ Queue spillbacks can be mitigated by adding capacity to the eastbound left-
turn movement through conversion of the existing eastbound through lane
to a shared left/through lane. This would also require:
• Restriping of the eastbound approach lanes
• Conversion of the Rest Church Road approaches to operate under
“split” signal phasing
• Replacing the existing three-section signal head for the eastbound
through lane with a four-section head (three ball indicators and one,
green left-turn arrow indicator)
• Potential widening of US 11 to the north of Rest Church Road to add
a second northbound lane that ends/merges a minimum of 495 feet
north of the existing commercial driveway on the east side of US 11.
• Adjustments to coordination with the adjacent signalized
intersections at the I-81 interchange.
▪ If implemented, the eastbound queues would be anticipated to be
contained within the existing lane storage. Minimal impacts are anticipated
at adjacent intersection due to the conversion of the Rest Church Road
approaches to split-phased at the US 11/Rest Church Road intersection.
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o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Given the
current lane configuration on the northbound approach, the SimTraffic software
used to model maximum queues at signalized intersections likely overestimates the
levels of queueing on the northbound approach.
▪ A review of the SimTraffic model illustrated a majority of the northbound
right-turning traffic from the off-ramp ultimately destined for US 11
northbound stacked in the shared left-through-right lane on the off-ramp.
However, field observations showed a majority of the northbound right-
turns from the off-ramp used the exclusive right-turn lane (often
immediately cutting across three lanes to reach the left-turn lane onto US
11 northbound from Rest Church Road).
▪ To help “encourage” more vehicles turning left onto US 11 to utilize the
exclusive right-turn lane on the off-ramp, the default “Mandatory Distance”
and “Positioning Distance” parameters were reduced in the SimTraffic
Simulation Settings. Even with these adjustments, however, a considerable
amount of northbound off-ramp traffic destined for US 11 northbound
continues to stack in the shared left-through-right lane in the SimTraffic
model. This should be considered as a potential limitation of the model
under the current lane configuration.
2028 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 2028 analysis include:
o Arogas Parcel – 22,570 square feet of shopping center in the northeast quadrant of
the US 11/Rest Church Road intersection
o Parcel 33-A-12 – 150,000 square feet of industrial development in the southwest
quadrant of the US 11/Rest Church Road intersection
o Light Property – 105,500 square feet of industrial development along Woodbine
Road to the southeast of the US 11/Rest Church Road intersection
o Whitehall Commerce Center – Undeveloped portions of the larger site located west
of US 11 along Rest Church Road include 162,000 square feet of industrial
development
▪ No transportation improvements were identified for inclusion in the background 2028
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
with the following exceptions:
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o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): With the
increase in volumes on both Rest Church Road and the I-81 northbound off-ramp
due to regional growth and trips from in-process developments, queues on the
northbound off-ramp are anticipated to spill back on I-81 under the existing signal
timing during the weekday p.m. peak hour.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ By adding an exclusive northbound left-turn lane and converting the existing
shared left/through/right lane to a shared left/through lane, additional
capacity can be added to the northbound left-turn movement and reduce
queue spillback.
• The potential for adding an exclusive northbound left-turn lane and
converting the shared left/through/right lane to a shared
through/right lane was also evaluated. This also represents a viable
mitigation strategy; however, the conversion of the existing shared
lane to a shared left/through is anticipated to result in greater
reduction in maximum queues and delays on the off-ramp under
year 2028 background traffic conditions.
o US 11/Rest Church Road (Study Intersection #4): Similar to existing conditions, the
eastbound left-turn queues at the US 11/Rest Church Road intersection are
anticipated to spill back to the adjacent Rest Church Road/I-81 Northbound Ramps
intersection during the weekday p.m. peak hour. The movement is forecast to
operate above capacity at LOS F. The queues are forecast to block the upstream end
of the lane approximately 62 percent of the time during the weekday p.m. peak
hour.
▪ Converting the eastbound through lane to a shared left/through lane and
making the associated signal improvements is anticipated to reduce
queuing on the eastbound approach to within the existing lane storage.
Proposed Development
▪ The proposed Fruit Hill Property development consists of one 100-room hotel, one 5,000
square-foot restaurant, one 300,000 square-foot data center, and four industrial buildings
totaling to 2,125,500 square feet.
▪ Access to the development is proposed via a relocated Zachary Ann Lane. The Applicant is
proposing to relocate Zachary Ann Lane further west as a part of this project to improve
spacing from adjacent commercial driveways and the adjacent I-81 interchange.
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▪ The development is estimated to generate approximately 4,330 net new weekday daily
trips, 430 weekday a.m. (317 in, 113 out), and 452 weekday p.m. (146 in, 306 out) peak
hour trips when built out in year 2028.
2028 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 Rest Church Road/Zachary Ann Lane [RELOCATED] (Study Intersection #1): The
critical northbound left-turn movement from the relocated Zachary Ann Lane is
forecast to operate at LOS E during the weekday a.m. peak hour with control delays
of 36.1 seconds per vehicle.
▪ The movement is anticipated to serve 11 vehicles and queues are
anticipated to be less than one vehicle on average during the weekday a.m.
peak hour. During the weekday p.m. peak hour, the critical northbound
right-turn movement is forecast to operate at LOS C.
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Similar to year
2028 background traffic conditions, the maximum queues for the northbound
approach (ramp from I-81) are forecast to spill back close to I-81 during the weekday
p.m. peak hour. The signal is still forecast to operate below capacity.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ The site is anticipated to add 72 northbound left-turns to this approach.
o US 11/Rest Church Road (Study Intersection #4): Without signal timing changes
relative to existing conditions, the signalized intersection is forecast to operate
above capacity at LOS F during the weekday p.m. peak hour. Similar to both existing
and year 2028 background traffic conditions, the eastbound left-turn queues are
forecast to spill back to the upstream Rest Church Road/I-81 Northbound Ramps
intersection.
▪ The site is anticipated to add eight (8) trips to this movement during the
weekday p.m. peak hour.
2028 Total Traffic Mitigation
▪ As shown to be effective under existing and year 2028 background traffic conditions, the
following improvement strategies are anticipated offset the impacts to the surrounding
roadway network related to the addition of site-generated trips:
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3)
165
Fruit Hill Property January 2023
Conclusions and Recommendations
Kittelson & Associates, Inc. 78
▪ Widen the northbound off-ramp to three approach lanes. By adding an
exclusive northbound left-turn lane and converting the existing shared
left/through/right lane to a shared left/through lane, additional capacity can
be added to the northbound left-turn movement and reduce queue
spillback.
• The potential for adding an exclusive northbound left-turn lane and
converting the shared left/through/right lane to a shared
through/right lane was also evaluated. This also represents a viable
mitigation strategy; however, the conversion of the existing shared
lane to a shared left/through is anticipated to result in greater
reduction in maximum queues and delays on the off-ramp under
year 2028 total traffic conditions.
o US 11/Rest Church Road (Study Intersection #4)
▪ Convert the eastbound through lane to a shared left/through lane and
convert the Rest Church Road approach phasing to split phase (as evaluated
under existing and year 2028 background traffic conditions)
▪ While more drastic improvements (e.g., converting the signals to roundabouts or other
alternative intersection forms) were initially considered at each of the study intersections
warranting mitigation, the existing intersection spacing and proximity to the bridge over I -
81 would require substantial impacts to accommodate alternative intersection forms.
Turn Lane Warrant Evaluation
▪ An evaluation of VDOT right-turn lane warrants for two-lane roadways illustrated a right-
turn lane is not forecast to be warranted on Rest Church Road at the relocated Zachary Ann
Lane under year 2028 total traffic conditions.
▪ An evaluation of the VDOT left-turn lane warrants for two-lane roadways illustrated a left-
turn lane is forecast to be warranted on Rest Church Road at the relocated Zachary Ann
Lane. The turn lane should have a minimum of 200 feet of storage and a 200-foot taper.
Access Management Evaluation
▪ The proposed relocation of Zachary Ann Lane (to be relocated by the Applicant as a part of
this application) meets/exceeds VDOT standards for access spacing on Rest Church Road
(local street), including the minimum spacing requirement from an interchange.
▪ Relocating Zachary Ann Lane is anticipated to improve both the operations and safety of
the Rest Church corridor relative to existing conditions, where the Flying J Travel Ce nter
currently has four commercial access points within close proximity to the I -81 interchange.
Shifting truck egress from the Flying J further west will help more clearly delineate decision
points for drivers along Rest Church Road.
166
Fruit Hill Property January 2023
Conclusions and Recommendations
Kittelson & Associates, Inc. 79
▪ Relocating Zachary Ann Lane is also anticipated to better serve future development in the
area. The Flying J Travel Center has previously expressed interest in expanding to the north
side of Rest Church Road. A fourth, southbound leg at the relocated Zachary Ann Lane could
serve as a singular access point for both the potential Flying J and any future development
on the north side of Rest Church Road.
▪ Given the projected volumes on Rest Church Road, it is not anticipated any cross-section
improvements would be required on Rest Church Road with build-out of the Fruit Hill
Property on the south side of Rest Church Road.
Year 2034 Background Traffic Conditions
▪ A one percent annual growth rate was applied to year 2028 background traffic volumes to
account for near-term regional traffic growth between 2028 and 2034.
▪ No additional in-process developments beyond those included in the 2028 traffic analysis
were identified for inclusion in the 2034 traffic analysis.
▪ No transportation improvements were identified for inclusion in the background 2034
analysis.
▪ All study intersections and critical movements are forecast to continue to operate at LOS C
or better with queues stored within existing lanes with the following exceptions:
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Similar to year
2028 background traffic conditions, the maximum queues for the northbound
approach (ramp from I-81) are forecast to spill back close to I-81 during the weekday
p.m. peak hour.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ Similar to year 2028 traffic conditions, the queueing issues are forecast to
be addressed by adding an exclusive northbound left-turn lane and
converting the existing shared left/through/right lane to either a shared
left/through or a through/right lane.
• Converting the existing shared lane on the ramp either a shared
left/through or through/right represent viable strategies under year
2034 background traffic conditions. Marginal differences in
maximum queue lengths and delay are expected on the northbound
ramp between the two strategies. These estimated values are highly
dependent on the signal timing and coordination pattern employed.
o US 11/Rest Church Road (Study Intersection #4): The eastbound left-turn queues
at the US 11/Rest Church Road intersection are anticipated to spill back to the
adjacent Rest Church Road/I-81 Northbound Ramps intersection during the
167
Fruit Hill Property January 2023
Conclusions and Recommendations
Kittelson & Associates, Inc. 80
weekday p.m. peak hour. The movement is forecast to operate above capacity at
LOS F. The queues are forecast to block the upstream end of the lane approximately
64 percent of the time during the weekday p.m. peak hour. The overall intersection
is anticipated to operate near capacity at LOS E.
▪ Similar to year 2028 traffic conditions, the queue spillback and high delays
are anticipated to be addressed through conversion of the eastbound
through lane to a shared left/through and implementing associated signal
improvements.
Year 2034 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 Rest Church Road/Zachary Ann Lane [RELOCATED] (Study Intersection #1): The
critical northbound left-turn movement from the relocated Zachary Ann Lane is
forecast to operate at LOS E during the weekday a.m. peak hour with control delays
of 36.9 seconds per vehicle.
▪ The movement is anticipated to serve 11 vehicles and queues are
anticipated to be less than one vehicle on average during the weekday a.m.
peak hour. During the weekday p.m. peak hour, the critical northbound
right-turn movement is forecast to operate at LOS C.
o Rest Church Road/I-81 Northbound Ramps (Study Intersection #3): Similar to year
2034 background traffic conditions, the maximum queues for the northbound
approach (ramp from I-81) are forecast to spill back close to I-81 during the weekday
p.m. peak hour. The signal is still forecast to operate below capacity.
▪ Note: As aforementioned, the SimTraffic model is likely overestimating
forecast northbound queues under the current lane configuration due to
limitations within the modeling software with respect to driver lane choice.
▪ Similar to year 2034 background traffic conditions, the queueing spillback
forecast on the northbound approach can be mitigated by adding an
exclusive northbound left-turn lane and converting the existing shared left-
through-right lane to either a shared left/through or through/right lane.
• Converting the existing shared lane on the ramp either a shared
left/through or through/right represent viable strategies under year
2034 background traffic conditions. Marginal differences in
maximum queue lengths and delay are expected on the northbound
ramp between the two strategies. These estimated values are highly
dependent on the signal timing and coordination pattern employed.
168
Fruit Hill Property January 2023
Conclusions and Recommendations
Kittelson & Associates, Inc. 81
o US 11/Rest Church Road (Study Intersection #4): Without signal timing changes
relative to existing conditions, the signalized intersection is forecast to operate
above capacity at LOS F during the weekday p.m. peak hour. Similar to both existing
and year 2034 background traffic conditions, the eastbound left-turn queues are
forecast to spill back to the upstream Rest Church Road/I-81 Northbound Ramps
intersection.
▪ As shown effective under existing and pre-build-out traffic conditions, the
queueing and delay concerns are anticipated to be addressed through
conversion of the eastbound through lane to a shared left/through and
implementing associated signal improvements.
RECOMMENDATIONS
As a result of the forecast impacts of the proposed Fruit Hill Property development on the surrounding
roadway network, the following improvements are recommended for consideration:
▪ Convert the eastbound through lane at the US 11/Rest Church Road intersection to a shared
left/through lane. Appropriate adjustments to signal timing/coordination on Rest Church
Road and roadway improvements to US 11 will be required, including converting the Rest
Church Road approaches at US 11 to split phasing.
o The need for this mitigation strategy is shown to be warranted under existing
conditions. The site-related trips added to the network at this intersection
represent approximately two percent of the total entering vehicles upon build-out
in year 2028.
▪ Construct a northbound left-turn lane with at least 300 feet of storage and a 200-foot taper
on the northbound off-ramp of I-81 at Rest Church Road.
o The need for this mitigation strategy was shown to be warranted under year 2028
background (pre-build-out) traffic conditions. The site-related trips added to the
network at this intersection represent approximately 16.5 percent of the total
entering vehicles upon build-out in year 2028.
▪ Construct a westbound left-turn lane with at least 200 feet of storage and a 200-foot taper
on Rest Church Road at the relocated Zachary Ann Lane. If feasible, this left-turn lane can
be extended upstream to the existing left-turn lane onto the [existing] Zachary Ann Lane to
create longer storage and greater deceleration distance for future growth.
169
References
170
Fruit Hill Property January 2023
References
Kittelson & Associates, Inc. 83
REFERENCES
1. Frederick County. Frederick County Zoning Map. Accessed December 20, 2021.
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. 2021.
5. Virginia Department of Transportation. Road Design Manual. July 2021.
171
Appendix A
Scoping Letter
172
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:
Bob Dwyer - Equus Development, L.P.
(610) 996-6600
bob@landtrustprop.com
Project Information
Project Name: Fruit Hill Property Locality/County: Frederick
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)
The Fruit Hill Property is a proposed commercial/industrial development located in
the southwest quadrant of the Route 669 (Rest Church Road)/Zachary Ann Lane
intersection in Frederick County, VA. The proposed development consists of one
100-room hotel room, one 5,000 S.F. restaurant, one 300,000 S.F. data center
building, and four industrial warehousing buildings totaling to 2,125,500 S.F.
Access to the site is proposed via a relocated Zachary Ann Lane. The existing
Zachary Ann Lane access point on Route 669 (Rest Church Road) would be
removed, and existing access to the Pilot/Flying J Travel Center would be provided
via a new driveway off of the relocated Zachary Ann Lane. All trips to the proposed
site and parcels south of the site on Zachary Ann Lane would also be accessed
through the relocated Zachary Ann 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
173
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.
Residential Uses(s)
Number of Units:
ITE LU Code(s):
Commercial Use(s)
ITE LU Code(s): 310
932
(see attached
Trip Gen table)
Square Ft or Other Variable:
Rooms
1,000 S.F.
GFA
Other Use(s)
ITE LU Code(s): 150
160
Independent Variable(s): 1,000 S.F.
GFA
Total Peak Hour Trip
Projection: Less than 100 100 – 499 500 – 999 1,000 or more
Traffic Impact Analysis Assumptions
Study Period Existing Year: 2021 Build-out Year: 2028 Design Year: 2034
Study Area Boundaries
(Attach map)
North: VA/WV border South: Route 669 (Rest Church Road)
East: US 11 (Martinsburg Pike) West: Route 670 (Ruebuck Road)
External Factors That
Could Affect Project
(Planned road improvements,
other nearby developments)
In-Process/Approved Developments:
Arogas Parcel - 22,570 SF of shopping center
Parcel 33-A-12 - 150,000 SF of industrial development
Light Property - 102,500 SF of industrial development
Whitehall Commerce Center (undeveloped portions) - 162,000 SF of general light
industrial development
Consistency With
Comprehensive Plan
(Land use, transportation plan)
Yes
Available Traffic Data
(Historical, forecasts)
2019 AADT Volumes from VDOT
Route 669 (Rest Church Road) [Welltown Rd to I-81 Ramps] - 1,700 vpd
Route 669 (Rest Church Road) [I-81 Ramps to US 11] - 5,600 vpd
Ramp to I-81 SB (from Rest Church Road to I-81 SB) - 4,600 vpd
Ramp to I-81 NB (from Rest Church Road to I-81 NB) - 2,600 vpd
Ramp from I-81 SB (from I-81 to Rest Church Road) - 2,600 vpd
Ramp from I-81 NB (from I-81 to Rest Church Road) - 4,100 vpd
Trip Distribution
(Attach sketch)
Road Name: See Figure 3 Road Name:
Road Name: Road Name:
Annual Vehicle Trip 1% (see attached Peak Period for Study
(check all that apply) AM PM SAT
174
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.
Growth Rate: historical
AADTs) Peak Hour of the Generator 6-9am 4-7pm
Study Intersections
and/or Road Segments
(Attach additional sheets as
necessary)
1.Route 669 (Rest Church Road)
/Zachary Ann Lane 6.
2.Route 669 (Rest Church Road)
/I-81 SB Ramps 7.
3.Route 669 (Rest Church
Road)/I-81 NB Ramps 8.
4.US 11 (Martinsburg Pike)/Route
669 (Rest Church Road) 9.
5. 10.
Trip Adjustment Factors
Internal allowance: Yes No
Reduction: 5% of hotel trips to
restaurant% trips
Pass-by allowance: Yes No
Reduction: 15% of restaurant trips
considered pass-by on Route 669 (Rest
Church Road)
28% of restaurant trips considered diverted
trips from I-81% trips
Software Methodology Synchro HCS (v.2000/+) aaSIDRA CORSIM Other
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
Synchro 11 files will be backsaved to Synchro 10
Improvement(s)
Assumed or to be
Considered
Realignment of Zachary Ann Lane with build-out of the proposed development to
increase spacing from the I-81 interchange
Background Traffic
Studies Considered
Developments to be considered to be build-out by 2028:
Arogas Parcel - 22,570 SF of shopping center
Parcel 33-A-12 - 150,000 SF of general light industrial development
Light Property - 102,500 SF of general light industrial development
Whitehall Commerce Center (undeveloped portions) - 162,000 SF of general light
industrial 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
175
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.
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).
Turning movement counts were collected at listed study intersections in October 2021. The volumes illustrated
traffic volumes to the east of I-81 have exceeded pre-pandemic levels, while volumes to the west are still lower
than pre-pandemic levels. To account for this disparity, the higher of the October 2021 turning movements
counts and 2016 turning movement counts in the Hillwood Whitehall TIA (provided by VDOT) will be used to
establish existing year 2021 individual turning movement volumes at the I-81 ramp terminal intersections on
Route 669 (Rest Church Road). Engineering judgement will be applied to blend volumes between adjacent
intersections (where only October 2021 turning movement counts are available).
The access management evaluation will include an evaluation of the relationship the relocated Zachary Ann
Lane and the commercial entrances along Route 669 (Rest Church Road). If appropriate, mitigation measures
will be considered along Route 669 (Rest Church Road).
176
177
SITE
50
522
50
11
81
81
11
37
522
259
7
- Study Intersections##
N
C:\Users\abutsick\appdata\local\temp\AcPublish_2948\26732 - ScopingFigs.dwg Feb 08, 2022 - 3:30pm - abutsick Layout Tab: 01Site Vicnity Map
Frederick County, VA 1
Fruit Hill Property February 2022
Figure
FREDERICK COUNTY, VA
SITE
- Future Study Intersections
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
PROPOSED
RELOCATION
OF ZACHARY
ANN LN
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
DZACHARY ANN LNSTAYMAN DRRUEBUCK RD
V
I
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
178
C:\Users\abutsick\appdata\local\temp\AcPublish_2948\26732 - ScopingFigs.dwg Feb 08, 2022 - 3:31pm - abutsick Layout Tab: 02
2FIGUREFruit Hill PropertyFebruary 2022Conceptual Site PlanProvided by Dice Engineering (Sept. 2021)Frederick County, VA179
SITE
N
C:\Users\abutsick\appdata\local\temp\AcPublish_2948\26732 - ScopingFigs.dwg Feb 08, 2022 - 3:31pm - abutsick Layout Tab: 03Assumed Site Trip Distribution
Frederick County, VA 3
Fruit Hill Property February 2022
Figure
- ESTIMATED TRIP DISTRIBUTION:
WAREHOUSING/DATA CENTER/HOTEL (RESTAURANT)
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
PROPOSED
RELOCATION
OF ZACHARY
ANN LN
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
DZACHARY ANN LNRUEBUCK RD
V
I
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
180
Fruit Hill Property
ITE Trip Gen 11th Ed
Total In Out Total In Out
Warehousing 150 2,125.500 1,000 S.F.3,397 361 278 83 383 107 276
Data Center 160 300.000 1,000 S.F.297 33 18 15 27 8 19
Hotel 310 100 Rooms 660 43 24 19 46 23 23
(33)(2)(1)(1)(2)(1)(1)
High-Turnover (Sit-Down) Restaurant 932 5.000 1,000 S.F.536 48 26 22 45 27 18
(230)(20)(10)(10)(20)(10)(10)
4,593 452 328 124 474 157 317
(33)(2)(1)(1)(2)(1)(1)
(230)(20)(10)(10)(20)(10)(10)
4,330 430 317 113 452 146 306
115% of pass-by trips considered pass-bys on Rest Church Road. Remaining 28% to be considered diverted trips from I-81
Peak Hour Adjacent Street
Weekday AM Peak Hour Weekday PM Peak HourWeekday
Daily
Passby (LUC 932)
Net New Trips
Land Use ITE Code Units
Passby (43% AM/PM)1
Total
Internal Trips (LUC 310)
Internal to Restaurant (5% AM/PM)
181
0
1,000
2,000
3,000
4,000
5,000
6,000
2013 2014 2015 2016 2017 2018 2019AADT (vpd)Historical VDOT AADT1
Rest Church Road (W of I-81)Rest Church Rd (E of I-81)
I-81 SB Off-Ramp (Exit 323)I-81 NB Off-Ramp (Exit 323)
I-81 SB On-Ramp (Exit 323)I-81 NB Off-Ramp (Exit 323)
1 https://www.virginiadot.org/info/ct-TrafficCounts.asp
182
Appendix B
2016 and 2021 Turning
Movement Counts
183
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: Zachary Ann Ln -- Rest Church Rd QC JOB #: QC JOB #: 15604801
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
0 0
0 0 0
50 0 0 67
89 0.930.93 49
90 1 18 161
1 0 72
19 73
Peak-Hour: 7:00 AM -- 8:00 AMPeak-Hour: 7:00 AM -- 8:00 AM
Peak 15-Min: 7:15 AM -- 7:30 AMPeak 15-Min: 7:15 AM -- 7:30 AM
0 0
0 0 0
8 0 0 9
0 6.1
0 0 16.7 41
100 0 91.7
15.8 91.8
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
Zachary Ann LnZachary Ann Ln
(Northbound)(Northbound)
Zachary Ann LnZachary Ann Ln
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
6:00 AM 0 0 18 0 0 0 0 0 0 11 0 0 1 3 0 0 33
6:15 AM 0 0 20 0 0 0 0 0 0 19 1 0 4 8 0 0 52
6:30 AM 0 0 18 0 0 0 0 0 0 26 0 0 3 6 0 0 53
6:45 AM 0 0 20 0 0 0 0 0 0 14 1 0 4 9 0 0 48 186
7:00 AM 0 0 18 0 0 0 0 0 0 27 0 0 7 4 0 0 56 209
7:15 AM 0 0 17 0 0 0 0 0 0 26 0 0 6 13 0 0 62 219
7:30 AM 1 0 18 0 0 0 0 0 0 20 0 0 2 17 0 0 58 224
7:45 AM 0 0 19 0 0 0 0 0 0 16 1 0 3 15 0 0 54 230
8:00 AM 1 0 14 0 0 0 0 0 0 15 1 0 0 9 0 0 40 214
8:15 AM 0 0 20 0 0 0 0 0 0 20 1 0 1 7 0 0 49 201
8:30 AM 0 0 16 0 0 0 0 0 0 20 0 0 4 10 0 0 50 193
8:45 AM 0 0 26 0 0 0 0 0 0 16 0 0 4 10 0 0 56 195
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 0 0 68 0 0 0 0 0 0 104 0 0 24 52 0 0 248
Heavy Trucks 0 0 64 0 0 0 0 0 0 0 4 0 68
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 184
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: Zachary Ann Ln -- Rest Church Rd QC JOB #: QC JOB #: 15604802
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
0 0
0 0 0
103 0 0 113
109 0.900.90 102
109 0 11 208
1 0 98
10 99
Peak-Hour: 4:15 PM -- 5:15 PMPeak-Hour: 4:15 PM -- 5:15 PM
Peak 15-Min: 5:00 PM -- 5:15 PMPeak 15-Min: 5:00 PM -- 5:15 PM
0 0
0 0 0
1.9 0 0 4.4
3.7 2
3.7 0 27.3 42.8
0 0 86.7
30 85.9
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
Zachary Ann LnZachary Ann Ln
(Northbound)(Northbound)
Zachary Ann LnZachary Ann Ln
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
4:00 PM 0 0 21 0 0 0 0 0 0 24 0 0 0 37 0 0 82
4:15 PM 0 0 24 0 0 0 0 0 0 25 0 0 3 18 0 0 70
4:30 PM 0 0 28 0 0 0 0 0 0 25 0 0 6 26 0 1 86
4:45 PM 0 0 30 0 0 0 0 0 0 22 0 0 0 24 0 0 76 314
5:00 PM 1 0 16 0 0 0 0 0 0 37 0 0 1 34 0 0 89 321
5:15 PM 0 0 14 0 0 0 0 0 0 35 0 0 0 18 0 0 67 318
5:30 PM 0 0 9 0 0 0 0 0 0 24 0 0 1 25 0 0 59 291
5:45 PM 1 0 22 0 0 0 0 0 0 26 0 0 1 28 0 0 78 293
6:00 PM 0 0 25 0 0 0 0 0 0 12 0 0 1 23 0 0 61 265
6:15 PM 0 0 18 0 0 0 0 0 0 15 0 0 0 14 0 0 47 245
6:30 PM 0 0 17 0 0 0 0 0 0 12 0 0 2 16 0 0 47 233
6:45 PM 0 0 16 0 0 0 0 0 0 15 0 0 2 14 0 1 48 203
Peak 15-MinPeak 15-MinFlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 4 0 64 0 0 0 0 0 0 148 0 0 4 136 0 0 356
Heavy Trucks 0 0 52 0 0 0 0 0 0 4 0 0 56
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 185
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: Zachary Ann Ln -- Rest Church Rd QC JOB #: QC JOB #: 15604803
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Sat, Oct 30 2021
0 0
0 0 0
74 1 0 74
58 0.720.72 73
59 0 1 115
0 0 57
1 57
Peak-Hour: 1:00 PM -- 2:00 PMPeak-Hour: 1:00 PM -- 2:00 PM
Peak 15-Min: 1:15 PM -- 1:30 PMPeak 15-Min: 1:15 PM -- 1:30 PM
0 0
0 0 0
2.7 0 0 4.1
1.7 2.7
1.7 0 100 48.7
0 0 96.5
100 96.5
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
Zachary Ann LnZachary Ann Ln
(Northbound)(Northbound)
Zachary Ann LnZachary Ann Ln
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
11:00 AM 0 0 11 0 0 0 0 0 0 20 0 0 0 15 0 0 46
11:15 AM 0 0 13 0 0 0 0 0 0 17 0 0 0 20 0 0 50
11:30 AM 0 0 7 0 0 0 0 0 0 16 0 0 1 20 0 0 44
11:45 AM 0 0 10 0 0 0 0 0 0 13 0 0 0 22 0 0 45 185
12:00 PM 0 0 12 0 0 0 0 0 0 13 0 0 0 17 0 0 42 181
12:15 PM 0 0 8 0 0 0 0 0 0 14 0 0 1 18 0 0 41 172
12:30 PM 0 0 10 0 0 0 0 0 0 14 0 0 0 10 0 1 35 163
12:45 PM 0 0 10 0 0 0 0 0 0 15 1 0 0 15 0 0 41 159
1:00 PM 0 0 11 0 0 0 0 0 0 15 0 0 0 14 0 0 40 157
1:15 PM 0 0 20 0 0 0 0 0 0 19 0 0 1 26 0 0 66 182
1:30 PM 0 0 12 0 0 0 0 0 0 11 0 1 0 15 0 0 39 186
1:45 PM 0 0 14 0 0 0 0 0 0 13 0 0 0 18 0 0 45 190
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 0 0 80 0 0 0 0 0 0 76 0 0 4 104 0 0 264
Heavy Trucks 0 0 80 0 0 0 0 4 0 4 4 0 92
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 186
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: I-81 SB Ramps -- Rest Church Rd QC JOB #: QC JOB #: 15604804
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
157 0
83 0 74
189 0 0 456
107 0.930.93 106
235 128 350 181
0 0 0
478 0
Peak-Hour: 7:00 AM -- 8:00 AMPeak-Hour: 7:00 AM -- 8:00 AM
Peak 15-Min: 7:30 AM -- 7:45 AMPeak 15-Min: 7:30 AM -- 7:45 AM
22.3 0
33.7 0 9.5
37 0 0 9.9
41.1 39.6
36.6 32.8 0.9 28.2
0 0 0
9.4 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 RampsI-81 SB Ramps
(Northbound)(Northbound)
I-81 SB RampsI-81 SB Ramps
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
6:00 AM 0 0 0 0 8 0 11 0 0 18 22 0 55 11 0 0 125
6:15 AM 0 0 0 0 8 0 23 0 0 20 32 0 68 22 0 0 173
6:30 AM 0 0 0 0 16 0 19 0 0 28 41 0 72 23 0 0 199
6:45 AM 0 0 0 0 34 0 22 0 0 24 20 0 72 17 0 0 189 686
7:00 AM 0 0 0 0 25 0 16 0 0 27 30 0 82 21 0 0 201 762
7:15 AM 0 0 0 0 23 0 19 0 0 22 30 0 77 29 0 0 200 789
7:30 AM 0 0 0 0 11 0 22 0 0 29 36 0 100 31 0 0 229 819
7:45 AM 0 0 0 0 15 0 26 0 0 29 32 0 91 25 0 0 218 848
8:00 AM 0 0 0 0 12 0 7 0 0 21 29 0 70 24 0 0 163 810
8:15 AM 0 0 0 0 15 0 12 0 0 23 21 0 71 19 0 0 161 771
8:30 AM 0 0 0 0 21 1 20 0 0 21 27 0 62 39 0 1 192 734
8:45 AM 0 0 0 0 10 1 32 0 0 31 30 0 46 37 0 0 187 703
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 0 0 0 0 44 0 88 0 0 116 144 0 400 124 0 0 916
Heavy Trucks 0 0 0 0 0 24 0 52 52 0 36 0 164
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 187
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: I-81 SB Ramps -- Rest Church Rd QC JOB #: QC JOB #: 15604805
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
204 0
110 1 93
280 0 0 423
171 0.880.88 170
308 137 253 264
0 0 0
391 0
Peak-Hour: 4:45 PM -- 5:45 PMPeak-Hour: 4:45 PM -- 5:45 PM
Peak 15-Min: 5:00 PM -- 5:15 PMPeak 15-Min: 5:00 PM -- 5:15 PM
19.6 0
32.7 0 4.3
26.1 0 0 10.2
19.9 21.8
24.7 30.7 2.4 14.4
0 0 0
12.3 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 RampsI-81 SB Ramps
(Northbound)(Northbound)
I-81 SB RampsI-81 SB Ramps
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
4:00 PM 0 0 0 0 18 0 34 0 0 49 29 0 55 43 0 0 228
4:15 PM 0 0 0 0 16 0 25 0 0 47 33 0 56 52 0 0 229
4:30 PM 0 0 0 0 12 0 26 0 0 41 35 0 57 49 0 0 220
4:45 PM 0 0 0 0 20 0 25 0 0 41 34 0 51 40 0 0 211 888
5:00 PM 0 0 0 0 21 0 26 0 0 50 41 0 73 55 0 0 266 926
5:15 PM 0 0 0 0 22 1 32 0 0 46 28 0 66 36 0 0 231 928
5:30 PM 0 0 0 0 30 0 27 0 0 34 34 0 63 39 0 0 227 935
5:45 PM 0 0 0 0 16 0 34 0 0 41 20 0 55 43 0 0 209 933
6:00 PM 0 0 0 0 22 0 28 0 0 45 25 0 90 41 0 0 251 918
6:15 PM 0 0 0 0 22 0 20 0 0 31 30 0 59 35 0 0 197 884
6:30 PM 0 0 0 0 12 1 37 0 0 28 15 0 40 35 0 0 168 825
6:45 PM 0 0 0 0 12 0 15 0 0 31 32 0 29 27 0 0 146 762
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 0 0 0 0 84 0 104 0 0 200 164 0 292 220 0 0 1064
Heavy Trucks 0 0 0 4 0 36 0 44 32 0 48 0 164
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 188
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: I-81 NB Ramps -- Rest Church Rd QC JOB #: QC JOB #: 15604807
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
0 156
0 0 0
433 64 92 476
131 0.990.99 384
195 0 0 324
49 0 193
0 242
Peak-Hour: 6:45 AM -- 7:45 AMPeak-Hour: 6:45 AM -- 7:45 AM
Peak 15-Min: 7:15 AM -- 7:30 AMPeak 15-Min: 7:15 AM -- 7:30 AM
0 24.4
0 0 0
9.5 54.7 3.3 3.2
5.3 3.1
21.5 0 0 3.7
59.2 0 2.6
0 14
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 RampsI-81 NB Ramps
(Northbound)(Northbound)
I-81 NB RampsI-81 NB Ramps
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
6:00 AM 4 2 20 0 0 0 0 0 14 12 0 0 0 69 12 0 133
6:15 AM 11 0 24 0 0 0 0 0 14 14 0 0 0 72 8 0 143
6:30 AM 14 0 37 0 0 0 0 0 18 24 0 0 0 90 14 0 197
6:45 AM 9 0 57 0 0 0 0 0 15 41 0 0 0 84 23 0 229 702
7:00 AM 14 0 44 0 0 0 0 0 19 35 0 0 0 91 22 0 225 794
7:15 AM 17 0 57 0 0 0 0 0 16 30 0 0 0 89 22 0 231 882
7:30 AM 9 0 35 0 0 0 0 0 14 25 0 0 0 120 25 0 228 913
7:45 AM 15 0 18 0 0 0 0 0 17 28 0 0 0 104 20 0 202 886
8:00 AM 11 0 31 0 0 0 0 0 12 19 0 0 0 77 15 0 165 826
8:15 AM 16 0 22 0 0 0 0 0 18 21 0 0 0 77 25 0 179 774
8:30 AM 32 0 16 0 0 0 0 0 14 26 0 0 0 81 16 0 185 731
8:45 AM 18 2 28 0 0 0 0 0 15 32 0 0 0 57 20 0 172 701
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 68 0 228 0 0 0 0 0 64 120 0 0 0 356 88 0 924
Heavy Trucks 48 0 8 0 0 0 20 12 0 0 12 0 100
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 189
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: I-81 NB Ramps -- Rest Church Rd QC JOB #: QC JOB #: 15604808
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
0 179
0 0 0
428 90 89 428
170 0.910.91 339
260 0 0 518
89 0 348
0 437
Peak-Hour: 5:15 PM -- 6:15 PMPeak-Hour: 5:15 PM -- 6:15 PM
Peak 15-Min: 6:00 PM -- 6:15 PMPeak 15-Min: 6:00 PM -- 6:15 PM
0 16.2
0 0 0
10.3 27.8 4.5 3
2.9 2.7
11.5 0 0 1.5
39.3 0 0.9
0 8.7
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 RampsI-81 NB Ramps
(Northbound)(Northbound)
I-81 NB RampsI-81 NB Ramps
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
4:00 PM 29 1 74 0 0 0 0 0 26 42 0 0 0 76 26 0 274
4:15 PM 41 0 69 0 0 0 0 0 28 27 0 0 0 66 18 0 249
4:30 PM 28 0 70 0 0 0 0 0 29 28 0 0 0 74 27 0 256
4:45 PM 21 0 76 0 0 0 0 0 27 38 0 0 0 69 23 0 254 1033
5:00 PM 29 0 65 0 0 0 0 0 23 49 0 0 0 101 23 0 290 1049
5:15 PM 23 0 92 0 0 0 0 0 25 46 0 0 0 75 23 0 284 1084
5:30 PM 19 0 87 0 0 0 0 0 18 47 0 0 0 79 23 0 273 1101
5:45 PM 21 0 84 0 0 0 0 0 23 35 0 0 0 80 17 0 260 1107
6:00 PM 26 0 85 0 0 0 0 0 24 42 0 0 0 105 26 0 308 1125
6:15 PM 25 0 83 0 0 0 0 0 15 37 0 0 0 70 20 0 250 1091
6:30 PM 20 0 61 0 0 0 0 0 15 26 0 0 0 53 19 0 194 1012
6:45 PM 15 0 48 0 0 0 0 0 23 21 0 0 0 43 13 0 163 915
Peak 15-MinPeak 15-MinFlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 104 0 340 0 0 0 0 0 96 168 0 0 0 420 104 0 1232
Heavy Trucks 32 0 0 0 0 0 28 4 0 0 8 8 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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 190
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: I-81 NB Ramps -- Rest Church Rd QC JOB #: QC JOB #: 15604809
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Sat, Oct 30 2021
0 135
0 0 0
321 80 55 297
123 0.900.90 242
203 0 0 299
79 0 176
0 255
Peak-Hour: 1:00 PM -- 2:00 PMPeak-Hour: 1:00 PM -- 2:00 PM
Peak 15-Min: 1:15 PM -- 1:30 PMPeak 15-Min: 1:15 PM -- 1:30 PM
0 22.2
0 0 0
11.5 33.8 5.5 2.7
5.7 2.1
16.7 0 0 4.3
40.5 0 3.4
0 14.9
0
0 0
3
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 RampsI-81 NB Ramps
(Northbound)(Northbound)
I-81 NB RampsI-81 NB Ramps
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
11:00 AM 17 0 30 0 0 0 0 0 26 22 0 0 0 63 13 0 171
11:15 AM 18 0 36 0 0 0 0 0 14 24 0 1 0 72 21 0 186
11:30 AM 18 1 37 0 0 0 0 0 20 22 0 0 0 61 16 0 175
11:45 AM 18 0 40 0 0 0 0 0 11 29 0 0 0 64 16 0 178 710
12:00 PM 19 0 37 0 0 0 0 0 22 19 0 0 0 57 14 0 168 707
12:15 PM 25 0 41 0 0 0 0 0 17 17 0 0 0 58 14 0 172 693
12:30 PM 21 0 34 0 0 0 0 0 17 19 0 0 0 64 16 0 171 689
12:45 PM 21 1 51 0 0 0 0 0 23 24 0 0 0 49 10 0 179 690
1:00 PM 23 0 45 0 0 0 0 0 19 29 0 0 0 61 10 0 187 709
1:15 PM 19 0 44 0 0 0 0 0 25 32 0 0 0 72 18 0 210 747
1:30 PM 23 0 43 0 0 0 0 0 17 27 0 0 0 45 11 0 166 742
1:45 PM 14 0 44 0 0 0 0 0 19 35 0 0 0 64 16 0 192 755
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 76 0 176 0 0 0 0 0 100 128 0 0 0 288 72 0 840
Heavy Trucks 36 0 4 0 0 0 44 12 0 0 12 4 112
Buses
Pedestrians 4 0 0 0 4
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Scooters
Comments:
Report generated on 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 191
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: US 11 -- Rest Church Rd QC JOB #: QC JOB #: 15604810
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
681 175
347 214 120
487 78 39 139
188 0.910.91 88
322 56 12 321
52 58 13
282 123
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
1.3 2.3
1.4 1.4 0.8
2.9 3.8 0 2.2
0 3.4
3.7 16.1 0 0.3
11.5 1.7 0
4.3 5.7
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
US 11US 11
(Northbound)(Northbound)
US 11US 11
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
6:00 AM 9 12 5 0 9 31 58 0 4 13 10 0 4 10 6 0 171
6:15 AM 14 10 1 0 22 58 64 0 8 24 10 0 1 4 9 0 225
6:30 AM 9 6 2 0 15 43 79 0 13 32 16 0 9 12 7 0 243
6:45 AM 10 14 5 0 29 50 86 0 15 67 19 0 2 15 7 0 319 958
7:00 AM 12 10 3 0 21 48 80 0 24 46 11 0 4 20 9 0 288 1075
7:15 AM 16 11 4 0 34 45 80 0 22 44 15 0 5 23 11 0 310 1160
7:30 AM 14 23 1 0 36 71 101 0 17 31 11 0 1 30 12 0 348 1265
7:45 AM 6 14 2 0 18 53 99 0 23 10 17 0 4 20 9 0 275 1221
8:00 AM 10 29 1 0 10 31 74 0 26 9 17 0 5 10 11 0 233 1166
8:15 AM 11 23 2 0 25 50 77 0 14 11 14 0 3 14 9 0 253 1109
8:30 AM 10 30 0 0 16 53 66 0 19 10 12 0 3 17 15 0 251 1012
8:45 AM 16 25 0 0 9 37 43 0 28 17 16 0 1 16 10 0 218 955
Peak 15-MinPeak 15-MinFlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 56 92 4 0 144 284 404 0 68 124 44 0 4 120 48 0 1392
Heavy Trucks 12 0 0 4 8 12 0 0 8 0 4 0 48
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 192
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: US 11 -- Rest Church Rd QC JOB #: QC JOB #: 15604811
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Thu, Oct 28 2021
457 726
211 173 73
429 276 126 312
151 0.900.90 162
503 76 24 234
56 324 10
273 390
Peak-Hour: 5:15 PM -- 6:15 PMPeak-Hour: 5:15 PM -- 6:15 PM
Peak 15-Min: 6:00 PM -- 6:15 PMPeak 15-Min: 6:00 PM -- 6:15 PM
1.5 0.8
2.4 1.2 0
3 0.7 0.8 2.2
1.3 3.7
1.4 3.9 0 1.3
3.6 0.9 10
1.8 1.5
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
US 11US 11
(Northbound)(Northbound)
US 11US 11
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
4:00 PM 16 61 1 0 11 44 57 0 76 22 16 0 2 25 25 0 356
4:15 PM 20 90 0 0 7 40 59 0 54 13 15 0 3 13 13 0 327
4:30 PM 14 82 1 0 6 66 67 0 75 20 15 0 5 22 16 0 389
4:45 PM 21 99 1 0 14 44 51 0 79 19 13 0 3 16 20 0 380 1452
5:00 PM 14 84 1 0 14 42 93 0 79 14 15 0 3 19 19 0 397 1493
5:15 PM 12 82 5 0 17 35 62 0 86 26 22 0 1 25 33 0 406 1572
5:30 PM 12 84 1 0 15 46 44 0 72 32 25 0 6 46 31 0 414 1597
5:45 PM 22 89 2 0 20 35 52 0 54 41 15 0 3 18 30 0 381 1598
6:00 PM 10 69 2 0 21 57 53 0 64 52 14 0 14 73 32 0 461 1662
6:15 PM 14 71 3 0 24 36 46 0 65 40 8 0 3 33 17 0 360 1616
6:30 PM 9 51 2 0 11 25 42 0 59 25 13 0 2 16 13 0 268 1470
6:45 PM 11 44 1 0 9 28 39 0 47 9 7 0 1 10 10 0 216 1305
Peak 15-MinPeak 15-MinFlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 40 276 8 0 84 228 212 0 256 208 56 0 56 292 128 0 1844
Heavy Trucks 0 0 0 0 0 4 4 0 4 0 12 4 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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 193
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: LOCATION: US 11 -- Rest Church Rd QC JOB #: QC JOB #: 15604812
CITY/STATE: CITY/STATE: Frederick, VA DATE: DATE: Sat, Oct 30 2021
441 471
201 187 53
293 194 63 127
55 0.890.89 48
300 51 16 116
44 214 8
254 266
Peak-Hour: 1:00 PM -- 2:00 PMPeak-Hour: 1:00 PM -- 2:00 PM
Peak 15-Min: 1:15 PM -- 1:30 PMPeak 15-Min: 1:15 PM -- 1:30 PM
0.5 0.4
0.5 0.5 0
2.7 1 0 3.9
14.5 10.4
5 9.8 0 6.9
4.5 0 0
2.4 0.8
0
0 0
2
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
US 11US 11
(Northbound)(Northbound)
US 11US 11
(Southbound)(Southbound)
Rest Church RdRest Church Rd
(Eastbound)(Eastbound)
Rest Church RdRest Church Rd
(Westbound)(Westbound)TotalTotal HourlyHourlyTotalsTotalsLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
11:00 AM 11 45 0 0 18 41 57 0 34 6 15 0 3 6 21 0 257
11:15 AM 18 45 2 0 18 52 61 0 37 18 7 0 7 18 22 0 305
11:30 AM 16 47 1 0 15 47 46 0 30 12 16 0 6 16 19 0 271
11:45 AM 16 44 1 0 8 53 53 0 42 17 6 0 3 14 9 0 266 1099
12:00 PM 16 46 0 0 18 53 38 0 39 9 11 0 5 12 26 0 273 1115
12:15 PM 9 44 2 0 11 41 50 0 43 8 8 0 2 11 17 0 246 1056
12:30 PM 10 42 1 0 16 54 55 0 32 9 15 0 1 15 21 0 271 1056
12:45 PM 7 42 2 0 9 55 37 0 39 14 12 0 3 15 17 0 252 1042
1:00 PM 8 54 2 0 11 52 50 0 47 12 9 0 3 10 12 0 270 1039
1:15 PM 16 55 2 0 15 52 57 0 49 20 12 0 6 14 19 0 317 1110
1:30 PM 5 54 2 0 12 39 37 0 51 7 12 0 6 19 12 0 256 1095
1:45 PM 15 51 2 0 15 44 57 0 47 16 18 0 1 5 20 0 291 1134
Peak 15-MinPeak 15-Min
FlowratesFlowrates
NorthboundNorthbound SouthboundSouthbound EastboundEastbound WestboundWestbound TotalTotalLeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUULeftLeftThruThruRightRightUU
All Vehicles 64 220 8 0 60 208 228 0 196 80 48 0 24 56 76 0 1268
Heavy Trucks 4 0 0 0 4 0 4 16 0 0 8 0 36
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 11/8/2021 12:03 PM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Page 1 of 1 194
HILLWOOD WHITEHALL
January 2017
Project # HILW1604TRAFFIC IMPACT STUDY
NOT TO SCALE
100(100)
1
1,000
1
Rest Church Rd I-81 SBRamp2
I-81 NBRamp3
Route 114
6
89
7
5
Woodbine RdRoute 11Rest Church Rd Rest Church Rd
Rest Churc
h
R
d Route 11Martinsburg PikeRoute 659
Woodbine
R
d
Route 669Interstate 81SITE
0 (0)259 (66)126 (199)
166 (130)
79 (131)
75 (126)
71 (296)
55 (73)311 (158)172 (135)114 (152)2 (3)28 (58)45 (90)84 (310)56 (153)0 (2)52 (244)75 (73)
282 (176)
106 (245)
232 (84)
20 (87)
28 (122)0 (0)55 (235)2,320
2,360
6,370
7,900
6,730
2,240 9,780
5,120
5,120
370
4,340
6,370
6,610
6,710
FUTURE
INTERSECTION
FUTURE
INTERSECTION
FUTURE
INTERSECTION
FUTURE
INTERSECTION
FUTURE
INTERSECTION
2 3
1
9
January 9, 2017 Page | 28
195
Appendix C
Level of Service Description
196
Fruit Hill Property January 2023
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 oth er
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”.2
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).
2 Most of the material in this Appendix is adapted from the Transportation Research Board, Highway Capacity Manual,
(2016).
197
Fruit Hill Property January 2023
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.
198
Fruit Hill Property January 2023
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
199
Appendix D
Existing Conditions
Operational Worksheets
200
HCM 6th TWSC Fruit Hill Property
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Intersection
Int Delay, s/veh 4.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 116 1 24 53 1 98
Future Vol, veh/h 116 1 24 53 1 98
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 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 100 11 7 100 96
Mvmt Flow 129 1 27 59 1 109
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 130 0 243 130
Stage 1 - - - - 130 -
Stage 2 - - - - 113 -
Critical Hdwy - - 4.21 - 7.4 7.16
Critical Hdwy Stg 1 - - - - 6.4 -
Critical Hdwy Stg 2 - - - - 6.4 -
Follow-up Hdwy - - 2.299 - 4.4 4.164
Pot Cap-1 Maneuver - - 1402 - 574 719
Stage 1 - - - - 702 -
Stage 2 - - - - 717 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1402 - 563 719
Mov Cap-2 Maneuver - - - - 563 -
Stage 1 - - - - 702 -
Stage 2 - - - - 703 -
Approach EB WB NB
HCM Control Delay, s 0 2.4 10.9
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 717 - - 1402 -
HCM Lane V/C Ratio 0.153 - - 0.019 -
HCM Control Delay (s) 10.9 - - 7.6 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.5 - - 0.1 -
201
Queues Fruit Hill Property
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Weekday AM - 2021 Existing Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 329 372 131 106 128
v/c Ratio 0.28 0.74 0.08 0.39 0.43
Control Delay 11.2 42.0 8.4 34.3 10.6
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 11.2 42.0 8.4 34.3 10.6
Queue Length 50th (ft) 18 200 9 49 0
Queue Length 95th (ft) 46 280 45 91 43
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1180 667 1722 323 331
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.28 0.56 0.08 0.33 0.39
Intersection Summary
202
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 126 166 331 117 0 0 0 0 93 2 114
Future Volume (vph) 0 126 166 331 117 0 0 0 0 93 2 114
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.91 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3456 1787 2597 1726 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3456 1787 2597 1726 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 142 187 372 131 0 0 0 0 104 2 128
RTOR Reduction (vph) 0 130 0 0 0 0 0 0 0 0 0 108
Lane Group Flow (vph) 0 199 0 372 131 0 0 0 0 0 106 20
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 24.3 22.7 53.1 12.7 12.7
Effective Green, g (s) 24.3 22.7 53.1 12.7 12.7
Actuated g/C Ratio 0.30 0.28 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1049 507 1723 274 192
v/s Ratio Prot c0.06 c0.21 0.05 c0.06
v/s Ratio Perm 0.02
v/c Ratio 0.19 0.73 0.08 0.39 0.11
Uniform Delay, d1 20.6 25.9 4.8 30.2 28.8
Progression Factor 1.00 1.30 1.64 1.00 1.00
Incremental Delay, d2 0.4 5.7 0.1 1.2 0.3
Delay (s) 21.0 39.5 7.9 31.4 29.1
Level of Service C D A C C
Approach Delay (s) 21.0 31.3 0.0 30.2
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 27.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.44
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 52.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
203
Queues Fruit Hill Property
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Weekday AM - 2021 Existing Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 89 132 396 96 77 175
v/c Ratio 0.21 0.06 0.23 0.11 0.24 0.48
Control Delay 12.1 9.8 10.3 1.2 1.8 9.5
Queue Delay 0.0 0.0 0.2 0.0 0.0 0.0
Total Delay 12.1 9.8 10.5 1.2 1.8 9.5
Queue Length 50th (ft) 22 16 62 0 0 0
Queue Length 95th (ft) 46 31 83 0 0 49
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 433 2328 1754 865 369 432
Starvation Cap Reductn 0 0 698 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.21 0.06 0.38 0.11 0.21 0.41
Intersection Summary
204
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 88 131 0 0 392 95 56 0 193 0 0 0
Future Volume (vph) 88 131 0 0 392 95 56 0 193 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.96 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1158 1490
Flt Permitted 0.43 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 524 3438 3505 1568 1158 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 89 132 0 0 396 96 57 0 195 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 50 0 67 151 0 0 0
Lane Group Flow (vph) 89 132 0 0 396 46 0 10 24 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 54.2 54.2 38.4 38.4 10.9 10.9
Effective Green, g (s) 54.2 54.2 38.4 38.4 10.9 10.9
Actuated g/C Ratio 0.68 0.68 0.48 0.48 0.14 0.14
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 415 2329 1682 752 157 203
v/s Ratio Prot c0.02 0.04 c0.11
v/s Ratio Perm 0.12 0.03 0.01 c0.02
v/c Ratio 0.21 0.06 0.24 0.06 0.07 0.12
Uniform Delay, d1 5.0 4.3 12.2 11.1 30.1 30.3
Progression Factor 2.20 2.10 0.77 1.75 1.00 1.00
Incremental Delay, d2 0.3 0.0 0.3 0.1 0.4 0.5
Delay (s) 11.3 9.1 9.7 19.7 30.5 30.9
Level of Service B A A B C C
Approach Delay (s) 10.0 11.6 30.8 0.0
Approach LOS B B C A
Intersection Summary
HCM 2000 Control Delay 16.3 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.22
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 52.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
205
Queues Fruit Hill Property
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Weekday AM - 2021 Existing Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 86 271 13 97 43 57 64 14 132 235 381
v/c Ratio 0.40 0.28 0.08 0.25 0.11 0.34 0.11 0.02 0.65 0.37 0.48
Control Delay 32.3 15.5 34.7 34.3 0.6 39.2 20.8 0.1 51.0 23.2 4.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.3 15.5 34.7 34.3 0.6 39.2 20.8 0.1 51.0 23.2 4.8
Queue Length 50th (ft) 38 32 6 23 0 27 23 0 64 91 0
Queue Length 95th (ft) 48 53 23 46 0 62 51 0 #146 154 59
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 258 985 162 393 394 172 594 671 204 629 788
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.33 0.28 0.08 0.25 0.11 0.33 0.11 0.02 0.65 0.37 0.48
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 78 188 58 12 88 39 52 58 13 120 214 347
Future Volume (vph) 78 188 58 12 88 39 52 58 13 120 214 347
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1736 3355 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1736 3355 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 86 207 64 13 97 43 57 64 14 132 235 381
RTOR Reduction (vph) 0 32 0 0 0 35 0 0 10 0 0 279
Lane Group Flow (vph) 86 239 0 13 97 8 57 64 4 132 235 102
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 9.9 22.7 1.4 14.2 14.2 8.4 20.2 20.2 9.1 21.4 21.4
Effective Green, g (s) 9.9 22.7 1.4 14.2 14.2 8.4 20.2 20.2 9.1 21.4 21.4
Actuated g/C Ratio 0.12 0.28 0.02 0.18 0.18 0.11 0.25 0.25 0.11 0.27 0.27
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 214 951 31 622 286 169 470 407 203 503 427
v/s Ratio Prot c0.05 c0.07 0.01 0.03 0.04 0.03 c0.07 c0.12
v/s Ratio Perm 0.00 0.00 0.06
v/c Ratio 0.40 0.25 0.42 0.16 0.03 0.34 0.14 0.01 0.65 0.47 0.24
Uniform Delay, d1 32.3 22.1 38.9 27.8 27.2 33.2 23.1 22.4 33.9 24.5 22.9
Progression Factor 0.85 0.76 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.6 0.2 18.0 0.2 0.1 1.6 0.6 0.0 8.0 3.1 1.3
Delay (s) 29.0 16.9 56.9 28.1 27.3 34.8 23.7 22.4 41.9 27.6 24.2
Level of Service C B E C C C C C D C C
Approach Delay (s) 19.8 30.3 28.3 28.4
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 26.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.45
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 50.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
207
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2021 Existing Weekday AM - 2021 Existing
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Weekday AM - 2021 Existing Page 1
Intersection: 1: Zachary Ann Ln & Rest Church Rd
Movement WB NB
Directions Served L LR
Maximum Queue (ft) 36 133
Average Queue (ft) 3 68
95th Queue (ft) 19 114
Link Distance (ft) 649
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 100
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB SB SB
Directions Served T T TR L T LT R
Maximum Queue (ft) 156 99 165 314 103 132 92
Average Queue (ft) 52 31 71 180 25 59 43
95th Queue (ft) 121 73 133 279 75 110 78
Link Distance (ft) 226 226 226 503 503 878
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 161 65 91 163 133 61 230 174
Average Queue (ft) 56 15 37 70 37 24 95 47
95th Queue (ft) 119 44 77 132 94 54 182 118
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
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Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 136 115 131 39 88 84 49 110 74 22 150 170
Average Queue (ft) 63 51 61 10 38 30 22 34 20 4 75 71
95th Queue (ft) 121 98 113 32 77 70 47 79 52 17 129 131
Link Distance (ft) 195 195 195 427 427 427 945 980
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 101
Average Queue (ft) 49
95th Queue (ft) 85
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 0
209
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Weekday PM - 2021 Existing Page 1
Intersection
Int Delay, s/veh 2.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 136 0 4 143 2 68
Future Vol, veh/h 136 0 4 143 2 68
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 110 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 82 82 82 82 82 82
Heavy Vehicles, % 1 0 100 1 0 82
Mvmt Flow 166 0 5 174 2 83
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 166 0 350 166
Stage 1 - - - - 166 -
Stage 2 - - - - 184 -
Critical Hdwy - - 5.1 - 6.4 7.02
Critical Hdwy Stg 1 - - - - 5.4 -
Critical Hdwy Stg 2 - - - - 5.4 -
Follow-up Hdwy - - 3.1 - 3.5 4.038
Pot Cap-1 Maneuver - - 985 - 651 707
Stage 1 - - - - 868 -
Stage 2 - - - - 852 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 985 - 648 707
Mov Cap-2 Maneuver - - - - 648 -
Stage 1 - - - - 868 -
Stage 2 - - - - 848 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 10.8
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 705 - - 985 -
HCM Lane V/C Ratio 0.121 - - 0.005 -
HCM Control Delay (s) 10.8 - - 8.7 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.4 - - 0 -
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2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2021 Existing
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 389 292 278 112 173
v/c Ratio 0.26 0.70 0.14 0.39 0.52
Control Delay 13.3 34.8 9.6 33.9 11.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 13.3 34.8 9.6 33.9 11.0
Queue Length 50th (ft) 29 144 14 52 0
Queue Length 95th (ft) 60 221 75 92 47
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1490 469 1919 479 442
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.26 0.62 0.14 0.23 0.39
Intersection Summary
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2021 Existing
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 212 130 257 245 0 0 0 0 96 3 152
Future Volume (vph) 0 212 130 257 245 0 0 0 0 96 3 152
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4023 1770 2911 1744 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4023 1770 2911 1744 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 241 148 292 278 0 0 0 0 109 3 173
RTOR Reduction (vph) 0 97 0 0 0 0 0 0 0 0 0 145
Lane Group Flow (vph) 0 292 0 292 278 0 0 0 0 0 112 28
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 27.7 18.9 52.7 13.1 13.1
Effective Green, g (s) 27.7 18.9 52.7 13.1 13.1
Actuated g/C Ratio 0.35 0.24 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1392 418 1917 285 188
v/s Ratio Prot c0.07 c0.17 0.10 c0.06
v/s Ratio Perm 0.02
v/c Ratio 0.21 0.70 0.15 0.39 0.15
Uniform Delay, d1 18.4 27.9 5.2 29.9 28.7
Progression Factor 1.00 0.96 1.74 1.00 1.00
Incremental Delay, d2 0.3 5.0 0.1 1.2 0.5
Delay (s) 18.8 31.8 9.1 31.1 29.2
Level of Service B C A C C
Approach Delay (s) 18.8 20.7 0.0 29.9
Approach LOS B C A C
Intersection Summary
HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 52.8% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
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Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2021 Existing
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 146 197 372 96 286 266
v/c Ratio 0.36 0.11 0.36 0.17 0.71 0.43
Control Delay 18.8 11.9 19.3 1.5 31.5 4.8
Queue Delay 0.0 0.0 0.0 0.0 0.5 0.1
Total Delay 18.8 11.9 19.3 1.5 32.0 4.9
Queue Length 50th (ft) 39 27 46 0 114 0
Queue Length 95th (ft) 90 42 128 0 186 48
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 417 1825 1039 575 500 719
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 2 0 0 42 50
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.11 0.36 0.17 0.62 0.40
Intersection Summary
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2021 Existing
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 131 177 0 0 335 86 167 2 328 0 0 0
Future Volume (vph) 131 177 0 0 335 86 167 2 328 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.95 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1302 1504
Flt Permitted 0.39 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 579 3471 3539 1568 1302 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 146 197 0 0 372 96 186 2 364 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 68 0 26 190 0 0 0
Lane Group Flow (vph) 146 197 0 0 372 28 0 260 76 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 42.1 42.1 23.5 23.5 23.0 23.0
Effective Green, g (s) 42.1 42.1 23.5 23.5 23.0 23.0
Actuated g/C Ratio 0.53 0.53 0.29 0.29 0.29 0.29
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 411 1826 1039 460 374 432
v/s Ratio Prot c0.05 0.06 0.11
v/s Ratio Perm c0.14 0.02 0.20 0.05
v/c Ratio 0.36 0.11 0.36 0.06 0.69 0.18
Uniform Delay, d1 10.5 9.5 22.3 20.3 25.4 21.4
Progression Factor 1.36 1.06 0.75 0.93 1.00 1.00
Incremental Delay, d2 0.7 0.1 0.9 0.2 6.9 0.4
Delay (s) 15.0 10.2 17.6 19.1 32.3 21.8
Level of Service B B B B C C
Approach Delay (s) 12.3 17.9 27.3 0.0
Approach LOS B B C A
Intersection Summary
HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 52.8% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
214
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2021 Existing
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 351 229 15 125 130 69 390 10 76 182 290
v/c Ratio 1.00 0.25 0.09 0.24 0.24 0.34 0.96 0.02 0.41 0.47 0.48
Control Delay 79.3 13.5 34.9 31.6 1.1 36.5 69.1 0.0 40.7 33.1 4.9
Queue Delay 30.4 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 109.6 13.5 34.9 31.6 1.1 36.5 69.1 0.0 40.7 33.1 4.9
Queue Length 50th (ft) 159 12 7 29 0 32 194 0 36 80 0
Queue Length 95th (ft) #306 35 24 52 0 66 #345 0 75 140 33
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 351 909 162 511 535 244 407 581 188 386 598
Starvation Cap Reductn 30 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.09 0.25 0.09 0.24 0.24 0.28 0.96 0.02 0.40 0.47 0.48
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2021 Existing
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 305 117 83 13 109 113 60 339 9 66 158 252
Future Volume (vph) 305 117 83 13 109 113 60 339 9 66 158 252
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 3274 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1770 3274 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87
Adj. Flow (vph) 351 134 95 15 125 130 69 390 10 76 182 290
RTOR Reduction (vph) 0 71 0 0 0 111 0 0 8 0 0 230
Lane Group Flow (vph) 351 158 0 15 125 19 69 390 2 76 182 60
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.9 20.5 7.2 11.8 11.8 9.6 17.3 17.3 8.4 16.6 16.6
Effective Green, g (s) 15.9 20.5 7.2 11.8 11.8 9.6 17.3 17.3 8.4 16.6 16.6
Actuated g/C Ratio 0.20 0.26 0.09 0.15 0.15 0.12 0.22 0.22 0.11 0.21 0.21
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 351 838 162 511 238 206 406 314 185 386 328
v/s Ratio Prot c0.20 0.05 0.01 c0.04 0.04 c0.21 c0.04 0.10
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 1.00 0.19 0.09 0.24 0.08 0.33 0.96 0.01 0.41 0.47 0.18
Uniform Delay, d1 32.0 23.3 33.4 30.2 29.4 32.3 31.0 24.6 33.5 27.8 26.1
Progression Factor 0.92 0.93 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 46.9 0.5 0.5 0.5 0.3 1.3 34.9 0.0 2.0 1.9 0.6
Delay (s) 76.3 22.1 33.9 30.7 29.7 33.6 65.9 24.6 35.5 29.7 26.7
Level of Service E C C C C C E C D C C
Approach Delay (s) 54.9 30.4 60.3 28.9
Approach LOS D C E C
Intersection Summary
HCM 2000 Control Delay 45.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
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Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2021 Existing Weekday PM - 2021 Existing
Fruit Hill Property SimTraffic Report
Weekday PM - 2021 Existing Page 1
Intersection: 1: Zachary Ann Ln & Rest Church Rd
Movement WB NB
Directions Served L LR
Maximum Queue (ft) 27 111
Average Queue (ft) 2 55
95th Queue (ft) 17 95
Link Distance (ft) 649
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 110
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 135 109 143 256 216 55 130 122
Average Queue (ft) 52 43 63 139 48 3 63 52
95th Queue (ft) 108 86 120 221 138 32 112 92
Link Distance (ft) 226 226 226 503 503 503 878
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 169 74 100 156 159 64 499 390
Average Queue (ft) 71 24 42 72 62 26 231 149
95th Queue (ft) 135 61 83 132 122 53 452 357
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 3 0
Queuing Penalty (veh) 5 0
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Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2021 Existing Weekday PM - 2021 Existing
Fruit Hill Property SimTraffic Report
Weekday PM - 2021 Existing Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 227 213 201 39 80 100 87 150 425 134 91 145
Average Queue (ft) 166 86 72 9 33 39 43 63 202 11 37 70
95th Queue (ft) 241 198 159 32 71 81 74 149 378 78 77 127
Link Distance (ft) 195 195 195 427 427 427 945 980
Upstream Blk Time (%) 12 3 1
Queuing Penalty (veh) 21 5 2
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 21 0
Queuing Penalty (veh) 1 15 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 82
Average Queue (ft) 38
95th Queue (ft) 67
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 48
218
Appendix E
Existing Conditions –
Mitigation Operational
Worksheets
219
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Strategy #1
Weekday PM - 2021 Existing - Mitigation Strategy #1 Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 389 292 278 112 173
v/c Ratio 0.26 0.69 0.14 0.39 0.52
Control Delay 13.4 31.4 12.2 34.0 11.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 13.4 31.4 12.2 34.0 11.0
Queue Length 50th (ft) 29 131 30 52 0
Queue Length 95th (ft) 60 206 90 92 47
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1481 552 1919 370 381
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.26 0.53 0.14 0.30 0.45
Intersection Summary
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Strategy #1
Weekday PM - 2021 Existing - Mitigation Strategy #1 Synchro 11 Report
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Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 212 130 257 245 0 0 0 0 96 3 152
Future Volume (vph) 0 212 130 257 245 0 0 0 0 96 3 152
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4023 1770 2911 1744 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4023 1770 2911 1744 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 241 148 292 278 0 0 0 0 109 3 173
RTOR Reduction (vph) 0 97 0 0 0 0 0 0 0 0 0 145
Lane Group Flow (vph) 0 292 0 292 278 0 0 0 0 0 112 28
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 27.6 19.1 52.8 13.0 13.0
Effective Green, g (s) 27.6 19.1 52.8 13.0 13.0
Actuated g/C Ratio 0.35 0.24 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1387 422 1921 283 187
v/s Ratio Prot c0.07 c0.17 0.10 c0.06
v/s Ratio Perm 0.02
v/c Ratio 0.21 0.69 0.14 0.40 0.15
Uniform Delay, d1 18.5 27.8 5.1 30.0 28.8
Progression Factor 1.00 0.86 2.23 1.00 1.00
Incremental Delay, d2 0.3 4.8 0.1 1.2 0.5
Delay (s) 18.9 28.6 11.5 31.2 29.3
Level of Service B C B C C
Approach Delay (s) 18.9 20.3 0.0 30.0
Approach LOS B C A C
Intersection Summary
HCM 2000 Control Delay 22.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 52.8% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
221
Queues Fruit Hill Property
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Weekday PM - 2021 Existing - Mitigation Strategy #1 Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 146 197 372 96 286 266
v/c Ratio 0.35 0.11 0.36 0.17 0.72 0.43
Control Delay 17.7 12.1 17.7 1.4 32.3 4.9
Queue Delay 0.0 0.0 0.0 0.0 0.6 0.1
Total Delay 17.7 12.1 17.7 1.4 32.9 5.0
Queue Length 50th (ft) 37 25 45 0 114 0
Queue Length 95th (ft) 76 39 120 0 191 49
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 427 1834 1038 574 484 703
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 40 46
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.11 0.36 0.17 0.64 0.40
Intersection Summary
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Strategy #1
Weekday PM - 2021 Existing - Mitigation Strategy #1 Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 131 177 0 0 335 86 167 2 328 0 0 0
Future Volume (vph) 131 177 0 0 335 86 167 2 328 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.95 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1302 1504
Flt Permitted 0.39 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 579 3471 3539 1568 1302 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 146 197 0 0 372 96 186 2 364 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 68 0 26 190 0 0 0
Lane Group Flow (vph) 146 197 0 0 372 28 0 260 76 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 42.3 42.3 23.5 23.5 22.8 22.8
Effective Green, g (s) 42.3 42.3 23.5 23.5 22.8 22.8
Actuated g/C Ratio 0.53 0.53 0.29 0.29 0.29 0.29
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 414 1835 1039 460 371 428
v/s Ratio Prot c0.05 0.06 0.11
v/s Ratio Perm c0.14 0.02 0.20 0.05
v/c Ratio 0.35 0.11 0.36 0.06 0.70 0.18
Uniform Delay, d1 10.4 9.4 22.3 20.3 25.6 21.5
Progression Factor 1.30 1.11 0.69 0.88 1.00 1.00
Incremental Delay, d2 0.7 0.1 0.9 0.2 7.4 0.4
Delay (s) 14.2 10.5 16.2 18.2 32.9 22.0
Level of Service B B B B C C
Approach Delay (s) 12.1 16.6 27.6 0.0
Approach LOS B B C A
Intersection Summary
HCM 2000 Control Delay 19.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 52.8% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
223
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Strategy #1
Weekday PM - 2021 Existing - Mitigation Strategy #1 Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 351 229 15 125 130 69 390 10 76 182 290
v/c Ratio 0.83 0.26 0.10 0.36 0.27 0.38 0.91 0.02 0.43 0.43 0.47
Control Delay 44.1 14.0 35.2 36.8 1.4 39.4 58.9 0.0 42.0 30.5 4.4
Queue Delay 40.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 84.2 14.0 35.2 36.8 1.4 39.4 58.9 0.0 42.0 30.5 4.4
Queue Length 50th (ft) 151 15 7 31 0 33 191 0 36 79 0
Queue Length 95th (ft) #265 36 24 55 0 69 #333 0 75 133 31
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 424 897 157 347 475 191 427 593 177 421 621
Starvation Cap Reductn 94 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.06 0.26 0.10 0.36 0.27 0.36 0.91 0.02 0.43 0.43 0.47
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
224
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Strategy #1
Weekday PM - 2021 Existing - Mitigation Strategy #1 Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 305 117 83 13 109 113 60 339 9 66 158 252
Future Volume (vph) 305 117 83 13 109 113 60 339 9 66 158 252
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 3274 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1770 3274 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87
Adj. Flow (vph) 351 134 95 15 125 130 69 390 10 76 182 290
RTOR Reduction (vph) 0 71 0 0 0 117 0 0 8 0 0 224
Lane Group Flow (vph) 351 158 0 15 125 13 69 390 2 76 182 66
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 19.2 20.2 7.0 8.0 8.0 8.6 18.2 18.2 8.0 18.1 18.1
Effective Green, g (s) 19.2 20.2 7.0 8.0 8.0 8.6 18.2 18.2 8.0 18.1 18.1
Actuated g/C Ratio 0.24 0.25 0.09 0.10 0.10 0.11 0.23 0.23 0.10 0.23 0.23
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 424 826 157 347 161 184 427 331 177 421 358
v/s Ratio Prot c0.20 0.05 0.01 c0.04 0.04 c0.21 c0.04 0.10
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 0.83 0.19 0.10 0.36 0.08 0.38 0.91 0.01 0.43 0.43 0.18
Uniform Delay, d1 28.8 23.5 33.6 33.6 32.7 33.2 30.1 23.9 33.9 26.5 25.0
Progression Factor 0.92 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 16.1 0.5 0.6 1.3 0.5 1.7 24.7 0.0 2.3 1.5 0.5
Delay (s) 42.6 22.9 34.1 34.9 33.1 35.0 54.9 23.9 36.1 28.0 25.5
Level of Service D C C C C C D C D C C
Approach Delay (s) 34.8 34.0 51.3 27.8
Approach LOS C C D C
Intersection Summary
HCM 2000 Control Delay 36.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
225
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2021 Existing - Mitigation Strategy #1 Weekday PM - 2021 Existing - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 1
Intersection: 1: Zachary Ann Ln & Rest Church Rd
Movement WB NB
Directions Served L LR
Maximum Queue (ft) 23 105
Average Queue (ft) 1 51
95th Queue (ft) 12 91
Link Distance (ft) 649
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 110
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 141 101 137 261 159 31 146 125
Average Queue (ft) 57 43 58 140 61 1 62 52
95th Queue (ft) 120 84 111 225 129 20 116 92
Link Distance (ft) 226 226 226 503 503 503 878
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 164 66 83 138 123 58 341 286
Average Queue (ft) 69 18 38 61 51 25 177 101
95th Queue (ft) 129 51 76 112 103 51 296 239
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
226
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2021 Existing - Mitigation Strategy #1 Weekday PM - 2021 Existing - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2021 Existing - Mitigation Strategy #1 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 215 173 157 37 87 103 95 150 427 132 108 170
Average Queue (ft) 139 59 55 10 37 41 45 65 197 8 42 70
95th Queue (ft) 223 141 118 32 76 83 79 153 372 58 87 130
Link Distance (ft) 195 195 195 427 427 427 945 980
Upstream Blk Time (%) 3 0 0
Queuing Penalty (veh) 5 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 22 0 0
Queuing Penalty (veh) 1 16 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 90
Average Queue (ft) 39
95th Queue (ft) 71
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 23
227
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 389 292 278 112 173
v/c Ratio 0.26 0.69 0.14 0.39 0.52
Control Delay 13.4 31.5 5.3 34.0 11.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 13.4 31.5 5.3 34.0 11.0
Queue Length 50th (ft) 29 156 48 52 0
Queue Length 95th (ft) 60 209 43 92 47
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1481 552 1919 370 381
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.26 0.53 0.14 0.30 0.45
Intersection Summary
228
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 212 130 257 245 0 0 0 0 96 3 152
Future Volume (vph) 0 212 130 257 245 0 0 0 0 96 3 152
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4023 1770 2911 1744 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4023 1770 2911 1744 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 241 148 292 278 0 0 0 0 109 3 173
RTOR Reduction (vph) 0 97 0 0 0 0 0 0 0 0 0 145
Lane Group Flow (vph) 0 292 0 292 278 0 0 0 0 0 112 28
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 27.6 19.1 52.8 13.0 13.0
Effective Green, g (s) 27.6 19.1 52.8 13.0 13.0
Actuated g/C Ratio 0.35 0.24 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1387 422 1921 283 187
v/s Ratio Prot c0.07 c0.17 0.10 c0.06
v/s Ratio Perm 0.02
v/c Ratio 0.21 0.69 0.14 0.40 0.15
Uniform Delay, d1 18.5 27.8 5.1 30.0 28.8
Progression Factor 1.00 0.86 0.96 1.00 1.00
Incremental Delay, d2 0.3 4.8 0.1 1.2 0.5
Delay (s) 18.9 28.7 5.0 31.2 29.3
Level of Service B C A C C
Approach Delay (s) 18.9 17.2 0.0 30.0
Approach LOS B B A C
Intersection Summary
HCM 2000 Control Delay 20.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.40
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 52.8% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
229
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 146 197 372 96 286 266
v/c Ratio 0.35 0.11 0.36 0.17 0.72 0.43
Control Delay 6.5 3.7 25.7 4.0 32.3 4.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 6.5 3.7 25.7 4.0 32.3 4.9
Queue Length 50th (ft) 9 6 91 0 114 0
Queue Length 95th (ft) 16 10 145 4 191 49
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 427 1834 1038 574 484 703
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.34 0.11 0.36 0.17 0.59 0.38
Intersection Summary
230
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 131 177 0 0 335 86 167 2 328 0 0 0
Future Volume (vph) 131 177 0 0 335 86 167 2 328 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.95 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1302 1504
Flt Permitted 0.39 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 579 3471 3539 1568 1302 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 146 197 0 0 372 96 186 2 364 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 68 0 26 190 0 0 0
Lane Group Flow (vph) 146 197 0 0 372 28 0 260 76 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 42.3 42.3 23.5 23.5 22.8 22.8
Effective Green, g (s) 42.3 42.3 23.5 23.5 22.8 22.8
Actuated g/C Ratio 0.53 0.53 0.29 0.29 0.29 0.29
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 414 1835 1039 460 371 428
v/s Ratio Prot c0.05 0.06 0.11
v/s Ratio Perm c0.14 0.02 0.20 0.05
v/c Ratio 0.35 0.11 0.36 0.06 0.70 0.18
Uniform Delay, d1 10.4 9.4 22.3 20.3 25.6 21.5
Progression Factor 0.35 0.33 1.01 3.63 1.00 1.00
Incremental Delay, d2 0.7 0.1 0.9 0.2 7.4 0.4
Delay (s) 4.4 3.2 23.4 74.0 32.9 22.0
Level of Service A A C E C C
Approach Delay (s) 3.7 33.8 27.6 0.0
Approach LOS A C C A
Intersection Summary
HCM 2000 Control Delay 23.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 52.8% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
231
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 197 383 15 125 130 69 390 10 76 182 290
v/c Ratio 0.68 0.63 0.08 0.36 0.35 0.38 0.68 0.02 0.42 0.32 0.42
Control Delay 44.9 26.9 33.9 36.8 2.6 39.4 32.1 0.0 41.8 24.1 5.1
Queue Delay 0.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 45.0 26.9 33.9 36.8 2.6 39.4 32.1 0.0 41.8 24.1 5.1
Queue Length 50th (ft) 97 73 7 31 0 33 174 0 36 72 0
Queue Length 95th (ft) 162 115 24 55 0 69 260 0 75 121 49
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 317 663 180 347 373 191 574 597 179 568 685
Starvation Cap Reductn 2 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.63 0.58 0.08 0.36 0.35 0.36 0.68 0.02 0.42 0.32 0.42
Intersection Summary
232
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 305 117 83 13 109 113 60 339 9 66 158 252
Future Volume (vph) 305 117 83 13 109 113 60 339 9 66 158 252
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3173 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3173 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87 0.87
Adj. Flow (vph) 351 134 95 15 125 130 69 390 10 76 182 290
RTOR Reduction (vph) 0 38 0 0 0 117 0 0 7 0 0 202
Lane Group Flow (vph) 197 345 0 15 125 13 69 390 3 76 182 88
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 14.5 14.5 8.0 8.0 8.0 8.6 24.4 24.4 8.1 24.4 24.4
Effective Green, g (s) 14.5 14.5 8.0 8.0 8.0 8.6 24.4 24.4 8.1 24.4 24.4
Actuated g/C Ratio 0.18 0.18 0.10 0.10 0.10 0.11 0.30 0.30 0.10 0.30 0.30
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 291 575 180 347 161 184 573 443 179 568 482
v/s Ratio Prot c0.12 0.11 0.01 c0.04 0.04 c0.21 c0.04 0.10
v/s Ratio Perm 0.01 0.00 0.06
v/c Ratio 0.68 0.60 0.08 0.36 0.08 0.38 0.68 0.01 0.42 0.32 0.18
Uniform Delay, d1 30.6 30.1 32.7 33.6 32.7 33.2 24.4 19.4 33.8 21.4 20.5
Progression Factor 1.09 0.84 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.4 4.6 0.4 1.3 0.5 1.7 6.4 0.0 2.2 1.5 0.8
Delay (s) 44.8 29.8 33.1 34.9 33.1 35.0 30.8 19.4 36.0 22.9 21.3
Level of Service D C C C C C C B D C C
Approach Delay (s) 34.9 34.0 31.2 23.9
Approach LOS C C C C
Intersection Summary
HCM 2000 Control Delay 30.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
233
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2021 Existing - Mitigation Scenario 2 Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property SimTraffic Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 144 100 141 269 136 31 146 108
Average Queue (ft) 53 42 61 128 46 1 64 50
95th Queue (ft) 113 86 114 231 111 12 116 88
Link Distance (ft) 226 226 226 503 503 503 878
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 154 65 82 175 154 70 362 305
Average Queue (ft) 60 14 28 79 69 30 182 100
95th Queue (ft) 122 46 68 141 133 61 295 233
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
234
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2021 Existing - Mitigation Scenario 2 Weekday PM - 2021 Existing - Mitigation Scenario 2
Fruit Hill Property SimTraffic Report
Weekday PM - 2021 Existing - Mitigation Scenario 2 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 176 178 174 44 87 99 73 149 257 53 102 147
Average Queue (ft) 98 96 80 9 32 40 38 50 132 5 38 56
95th Queue (ft) 148 147 146 30 73 81 64 122 227 35 80 112
Link Distance (ft) 195 195 195 415 415 415 945 977
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 5 0
Queuing Penalty (veh) 0 4 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 66
Average Queue (ft) 31
95th Queue (ft) 57
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 4
235
Appendix F
In-Process Site Trips
236
SITE
C:\Users\abutsick\appdata\local\temp\AcPublish_14568\26732 - ReportFigs.dwg Apr 12, 2022 - 3:01pm - abutsick Layout Tab: F1Net New Site-Generated Trips
Arogas Parcel
Frederick County, VA F1
Fruit Hill Property April 2022
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM1 71
4
78
4
4
315
1
8
- ESTIMATED TRIP DISTRIBUTION*
*TO MATCH ASSUMPTIONS IN 2017 WHITEHALL COMMERCE CENTER TIA
AROGAS PARCEL
1 71
4
78
4
4
315
1
8
237
SITE
C:\Users\abutsick\appdata\local\temp\AcPublish_14568\26732 - ReportFigs.dwg Apr 12, 2022 - 3:01pm - abutsick Layout Tab: F2Pass-by Trips
Arogas Parcel
Frederick County, VA F2
Fruit Hill Property April 2022
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM44
44
4
4
8
1
8
- ESTIMATED TRIP DISTRIBUTION*
*TO MATCH ASSUMPTIONS IN 2017 WHITEHALL COMMERCE CENTER TIA
AROGAS PARCEL
1111
1111
11
11
22
3
22
NO PASS-BY TRIPS
ASSOCIATED WITH
THIS INTERSECTION
NO PASS-BY TRIPS
ASSOCIATED WITH
THIS INTERSECTION -1-3238
SITE
C:\Users\abutsick\appdata\local\temp\AcPublish_14568\26732 - ReportFigs.dwg Apr 12, 2022 - 3:01pm - abutsick Layout Tab: F3Net-New Site-Generated Trips
Parcel 33-A-12
Frederick County, VA F3
Fruit Hill Property April 2022
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM- ESTIMATED TRIP DISTRIBUTION*
*TO MATCH ASSUMPTIONS IN 2017 WHITEHALL COMMERCE CENTER TIA
PARCEL 33-A-12
5
1 345
5
1
3439
6
5
1111073
1
4 51
29
4
56
33
29
629111
239
SITE
C:\Users\abutsick\appdata\local\temp\AcPublish_14568\26732 - ReportFigs.dwg Apr 12, 2022 - 3:01pm - abutsick Layout Tab: F4Net-New Site-Generated Trips
Light Property
Frederick County, VA F4
Fruit Hill Property April 2022
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM- ESTIMATED TRIP DISTRIBUTION*
*TO MATCH ASSUMPTIONS IN 2017 WHITEHALL COMMERCE CENTER TIA
LIGHT
PROPERTY
3 320
3
33
23
20
43616
3 233
3
2326
3
3
61749
240
SITE
C:\Users\abutsick\appdata\local\temp\AcPublish_14568\26732 - ReportFigs.dwg Apr 12, 2022 - 3:01pm - abutsick Layout Tab: F5Net-New Site-Generated Trips
Whitehall Commerce Center (Undeveloped Portions)
Frederick County, VA F5
Fruit Hill Property April 2022
FigureWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AMWEEKDAY PMWEEKDAY AM1 2 3 4
N
669
REST
C
H
U
R
C
H
R
D
MACBE
T
H
L
N
670
81
11
MARTINSBURG PKWOOD
B
I
N
E
R
D
321
ZACHARY ANN LNSTAYMAN DRRUEBUCK RD
4
VI
R
G
I
N
I
AWE
S
T
V
I
R
G
I
N
I
A
WEEKDAY PMWEEKDAY AM- ESTIMATED TRIP DISTRIBUTION*
*TO MATCH ASSUMPTIONS IN 2017 WHITEHALL COMMERCE CENTER TIA
WHITEHALL
COMMERCE
CENTER
5
1 375
5
1
3742
6
5
51179
11
1
1
4 51
32
4
56
36
32
1211
68
9
241
Appendix G
2028 Background Traffic
Conditions Operational
Worksheets
242
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 1
Intersection
Int Delay, s/veh 4.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 138 1 26 59 1 105
Future Vol, veh/h 138 1 26 59 1 105
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 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 100 11 7 100 96
Mvmt Flow 153 1 29 66 1 117
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 154 0 278 154
Stage 1 - - - - 154 -
Stage 2 - - - - 124 -
Critical Hdwy - - 4.21 - 7.4 7.16
Critical Hdwy Stg 1 - - - - 6.4 -
Critical Hdwy Stg 2 - - - - 6.4 -
Follow-up Hdwy - - 2.299 - 4.4 4.164
Pot Cap-1 Maneuver - - 1373 - 545 695
Stage 1 - - - - 683 -
Stage 2 - - - - 707 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1373 - 534 695
Mov Cap-2 Maneuver - - - - 534 -
Stage 1 - - - - 683 -
Stage 2 - - - - 692 -
Approach EB WB NB
HCM Control Delay, s 0 2.3 11.3
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 693 - - 1373 -
HCM Lane V/C Ratio 0.17 - - 0.021 -
HCM Control Delay (s) 11.3 - - 7.7 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.6 - - 0.1 -
243
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 367 422 143 232 137
v/c Ratio 0.35 0.78 0.09 0.75 0.42
Control Delay 13.0 45.1 10.0 47.6 9.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 13.0 45.1 10.0 47.6 9.8
Queue Length 50th (ft) 24 228 13 110 0
Queue Length 95th (ft) 52 312 50 #205 45
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1058 667 1670 323 338
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.35 0.63 0.09 0.72 0.41
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
244
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 149 178 376 127 0 0 0 0 205 2 122
Future Volume (vph) 0 149 178 376 127 0 0 0 0 205 2 122
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3467 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3467 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 167 200 422 143 0 0 0 0 230 2 137
RTOR Reduction (vph) 0 148 0 0 0 0 0 0 0 0 0 112
Lane Group Flow (vph) 0 220 0 422 143 0 0 0 0 0 232 25
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.0 24.3 51.4 14.4 14.4
Effective Green, g (s) 21.0 24.3 51.4 14.4 14.4
Actuated g/C Ratio 0.26 0.30 0.64 0.18 0.18
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 910 542 1668 310 218
v/s Ratio Prot c0.06 c0.24 0.06 c0.13
v/s Ratio Perm 0.02
v/c Ratio 0.24 0.78 0.09 0.75 0.11
Uniform Delay, d1 23.2 25.4 5.4 31.1 27.5
Progression Factor 1.00 1.40 1.75 1.00 1.00
Incremental Delay, d2 0.6 7.3 0.1 10.1 0.3
Delay (s) 23.9 42.8 9.6 41.2 27.8
Level of Service C D A D C
Approach Delay (s) 23.9 34.4 0.0 36.2
Approach LOS C C A D
Intersection Summary
HCM 2000 Control Delay 31.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 54.4% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
245
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 95 262 447 124 93 283
v/c Ratio 0.23 0.11 0.26 0.14 0.29 0.62
Control Delay 15.4 13.8 10.3 1.6 2.2 10.6
Queue Delay 0.0 0.0 0.3 0.0 0.0 0.0
Total Delay 15.4 13.8 10.6 1.6 2.2 10.6
Queue Length 50th (ft) 32 45 71 0 0 0
Queue Length 95th (ft) m52 m66 94 0 0 66
Internal Link Dist (ft) 481 191 884
Turn Bay Length (ft) 480
Base Capacity (vph) 415 2304 1732 857 374 513
Starvation Cap Reductn 0 0 696 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.23 0.11 0.43 0.14 0.25 0.55
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
246
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 94 259 0 0 443 123 60 0 312 0 0 0
Future Volume (vph) 94 259 0 0 443 123 60 0 312 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.95 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1186 1490
Flt Permitted 0.41 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 497 3438 3505 1568 1186 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 95 262 0 0 447 124 61 0 315 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 65 0 80 242 0 0 0
Lane Group Flow (vph) 95 262 0 0 447 59 0 13 41 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 53.6 53.6 37.9 37.9 11.5 11.5
Effective Green, g (s) 53.6 53.6 37.9 37.9 11.5 11.5
Actuated g/C Ratio 0.67 0.67 0.47 0.47 0.14 0.14
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 395 2303 1660 742 170 214
v/s Ratio Prot c0.02 0.08 c0.13
v/s Ratio Perm 0.14 0.04 0.01 c0.03
v/c Ratio 0.24 0.11 0.27 0.08 0.08 0.19
Uniform Delay, d1 5.2 4.7 12.7 11.5 29.7 30.2
Progression Factor 2.66 2.71 0.74 0.90 1.00 1.00
Incremental Delay, d2 0.4 0.1 0.4 0.2 0.4 0.9
Delay (s) 14.3 12.9 9.7 10.6 30.1 31.1
Level of Service B B A B C C
Approach Delay (s) 13.2 9.9 30.8 0.0
Approach LOS B A C A
Intersection Summary
HCM 2000 Control Delay 16.8 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.26
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 54.4% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
247
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 118 511 16 133 47 80 74 21 154 269 409
v/c Ratio 0.52 0.49 0.10 0.34 0.12 0.47 0.13 0.03 0.77 0.44 0.51
Control Delay 36.2 12.7 35.0 35.6 0.6 43.7 21.1 0.1 61.7 24.6 5.0
Queue Delay 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 36.2 13.3 35.0 35.6 0.6 43.7 21.1 0.1 61.7 24.6 5.0
Queue Length 50th (ft) 51 23 8 32 0 38 27 0 77 107 0
Queue Length 95th (ft) 64 74 26 60 0 81 57 0 #177 177 61
Internal Link Dist (ft) 191 394 1361 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 258 1051 162 393 394 171 581 661 200 613 796
Starvation Cap Reductn 0 223 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.46 0.62 0.10 0.34 0.12 0.47 0.13 0.03 0.77 0.44 0.51
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
248
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Background Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 107 281 184 15 121 43 73 67 19 140 245 372
Future Volume (vph) 107 281 184 15 121 43 73 67 19 140 245 372
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1736 3194 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1736 3194 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 118 309 202 16 133 47 80 74 21 154 269 409
RTOR Reduction (vph) 0 115 0 0 0 39 0 0 16 0 0 303
Lane Group Flow (vph) 118 396 0 16 133 8 80 74 5 154 269 106
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 10.6 23.4 1.4 14.2 14.2 8.4 19.6 19.6 9.0 20.7 20.7
Effective Green, g (s) 10.6 23.4 1.4 14.2 14.2 8.4 19.6 19.6 9.0 20.7 20.7
Actuated g/C Ratio 0.13 0.29 0.02 0.18 0.18 0.11 0.25 0.25 0.11 0.26 0.26
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 230 934 31 622 286 169 456 395 201 486 413
v/s Ratio Prot c0.07 c0.12 0.01 0.04 0.05 0.04 c0.09 c0.14
v/s Ratio Perm 0.01 0.00 0.07
v/c Ratio 0.51 0.42 0.52 0.21 0.03 0.47 0.16 0.01 0.77 0.55 0.26
Uniform Delay, d1 32.3 22.9 39.0 28.1 27.2 33.7 23.7 22.9 34.5 25.7 23.5
Progression Factor 0.90 0.68 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.3 0.4 26.0 0.4 0.1 2.8 0.8 0.1 16.8 4.5 1.5
Delay (s) 31.3 16.1 65.0 28.5 27.3 36.6 24.5 22.9 51.3 30.1 25.0
Level of Service C B E C C D C C D C C
Approach Delay (s) 18.9 31.2 29.8 31.5
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 60.3% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
249
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2028 Background Weekday AM - 2028 Background
Fruit Hill Property SimTraffic Report
Weekday AM - 2028 Background Page 1
Intersection: 1: Zachary Ann Ln & Rest Church Rd
Movement WB NB
Directions Served L LR
Maximum Queue (ft) 44 153
Average Queue (ft) 5 70
95th Queue (ft) 25 119
Link Distance (ft) 649
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 100
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 141 100 193 311 119 10 257 112
Average Queue (ft) 55 40 87 200 36 1 123 44
95th Queue (ft) 118 82 158 284 90 9 216 84
Link Distance (ft) 226 226 226 504 504 504 878
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 145 101 131 176 130 69 228 184
Average Queue (ft) 64 42 72 81 42 27 95 64
95th Queue (ft) 123 85 117 148 103 57 178 135
Link Distance (ft) 504 504 504 198 198 198 913
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
250
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2028 Background Weekday AM - 2028 Background
Fruit Hill Property SimTraffic Report
Weekday AM - 2028 Background Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 182 178 207 52 105 95 51 129 86 27 177 206
Average Queue (ft) 85 84 121 16 46 37 23 52 30 7 89 89
95th Queue (ft) 154 148 192 44 90 79 49 101 68 23 159 170
Link Distance (ft) 198 198 198 427 427 427 1388 980
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 2
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 0 0
Queuing Penalty (veh) 0 3 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 136
Average Queue (ft) 55
95th Queue (ft) 108
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Network Summary
Network wide Queuing Penalty: 6
251
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 1
Intersection
Int Delay, s/veh 2.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 150 0 4 164 2 73
Future Vol, veh/h 150 0 4 164 2 73
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 110 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 1 0 100 1 0 82
Mvmt Flow 170 0 5 186 2 83
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 170 0 366 170
Stage 1 - - - - 170 -
Stage 2 - - - - 196 -
Critical Hdwy - - 5.1 - 6.4 7.02
Critical Hdwy Stg 1 - - - - 5.4 -
Critical Hdwy Stg 2 - - - - 5.4 -
Follow-up Hdwy - - 3.1 - 3.5 4.038
Pot Cap-1 Maneuver - - 981 - 638 703
Stage 1 - - - - 865 -
Stage 2 - - - - 842 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 981 - 635 703
Mov Cap-2 Maneuver - - - - 635 -
Stage 1 - - - - 865 -
Stage 2 - - - - 838 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 10.8
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 701 - - 981 -
HCM Lane V/C Ratio 0.122 - - 0.005 -
HCM Control Delay (s) 10.8 - - 8.7 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.4 - - 0 -
252
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 421 435 314 166 185
v/c Ratio 0.38 0.78 0.17 0.51 0.51
Control Delay 17.1 40.6 14.0 34.3 9.5
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 17.1 40.6 14.0 34.3 9.5
Queue Length 50th (ft) 40 234 47 77 0
Queue Length 95th (ft) 65 #384 97 120 45
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1100 559 1850 479 451
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.38 0.78 0.17 0.35 0.41
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
253
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Future Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4029 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4029 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 262 158 435 314 0 0 0 0 162 3 185
RTOR Reduction (vph) 0 119 0 0 0 0 0 0 0 0 0 151
Lane Group Flow (vph) 0 302 0 435 314 0 0 0 0 0 166 34
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 19.5 25.3 50.9 14.9 14.9
Effective Green, g (s) 19.5 25.3 50.9 14.9 14.9
Actuated g/C Ratio 0.24 0.32 0.64 0.19 0.19
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 982 559 1852 324 214
v/s Ratio Prot c0.07 c0.25 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.31 0.78 0.17 0.51 0.16
Uniform Delay, d1 24.7 24.8 5.9 29.3 27.3
Progression Factor 1.00 1.20 2.11 1.00 1.00
Incremental Delay, d2 0.8 6.0 0.2 1.8 0.5
Delay (s) 25.5 35.9 12.7 31.1 27.8
Level of Service C D B C C
Approach Delay (s) 25.5 26.2 0.0 29.4
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 26.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
254
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 156 260 531 221 327 310
v/c Ratio 0.45 0.15 0.55 0.37 0.76 0.46
Control Delay 25.5 13.5 23.3 4.9 32.3 4.7
Queue Delay 0.0 0.0 0.3 0.3 4.9 0.4
Total Delay 25.5 13.5 23.6 5.1 37.3 5.1
Queue Length 50th (ft) 50 41 123 0 127 0
Queue Length 95th (ft) 113 60 m182 m9 216 51
Internal Link Dist (ft) 481 191 846
Turn Bay Length (ft) 480
Base Capacity (vph) 352 1759 971 590 509 747
Starvation Cap Reductn 0 0 109 78 0 0
Spillback Cap Reductn 0 0 0 0 121 141
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.44 0.15 0.62 0.43 0.84 0.51
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
255
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 140 234 0 0 478 199 179 2 392 0 0 0
Future Volume (vph) 140 234 0 0 478 199 179 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.94 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1313 1504
Flt Permitted 0.29 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 433 3471 3539 1568 1313 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 156 260 0 0 531 221 199 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 160 0 31 215 0 0 0
Lane Group Flow (vph) 156 260 0 0 531 61 0 296 95 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 40.6 40.6 22.0 22.0 24.5 24.5
Effective Green, g (s) 40.6 40.6 22.0 22.0 24.5 24.5
Actuated g/C Ratio 0.51 0.51 0.28 0.28 0.31 0.31
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 345 1761 973 431 402 460
v/s Ratio Prot c0.06 0.07 c0.15
v/s Ratio Perm 0.17 0.04 0.23 0.06
v/c Ratio 0.45 0.15 0.55 0.14 0.74 0.21
Uniform Delay, d1 11.8 10.5 24.7 21.9 24.9 20.6
Progression Factor 1.67 1.13 0.80 0.77 1.00 1.00
Incremental Delay, d2 1.2 0.2 1.8 0.6 8.3 0.5
Delay (s) 21.0 12.0 21.6 17.4 33.1 21.0
Level of Service C B C B C C
Approach Delay (s) 15.4 20.4 27.2 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 21.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
256
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 435 275 25 272 148 192 435 13 83 191 307
v/c Ratio 1.24 0.30 0.15 0.53 0.28 0.80 1.07 0.02 0.45 0.55 0.54
Control Delay 158.4 12.5 36.0 35.8 1.3 58.6 97.7 0.1 41.8 36.4 6.4
Queue Delay 1.1 0.0 0.0 0.2 0.0 0.7 0.0 0.0 0.0 0.0 0.0
Total Delay 159.5 12.5 36.0 36.0 1.3 59.2 97.7 0.1 41.8 36.4 6.4
Queue Length 50th (ft) ~275 18 12 66 0 94 ~246 0 40 87 0
Queue Length 95th (ft) #437 24 34 102 0 #192 #404 0 81 149 44
Internal Link Dist (ft) 191 394 1358 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 351 925 162 511 535 244 406 580 188 347 571
Starvation Cap Reductn 32 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 26 0 4 0 0 0 0 8
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.36 0.30 0.15 0.56 0.28 0.80 1.07 0.02 0.44 0.55 0.55
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
257
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Future Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 3262 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1770 3262 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 435 155 120 25 272 148 192 435 12 83 191 307
RTOR Reduction (vph) 0 89 0 0 0 126 0 0 10 0 0 250
Lane Group Flow (vph) 435 186 0 25 272 22 192 435 3 83 191 57
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.9 20.5 7.2 11.8 11.8 11.3 17.3 17.3 8.4 14.9 14.9
Effective Green, g (s) 15.9 20.5 7.2 11.8 11.8 11.3 17.3 17.3 8.4 14.9 14.9
Actuated g/C Ratio 0.20 0.26 0.09 0.15 0.15 0.14 0.22 0.22 0.11 0.19 0.19
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 351 835 162 511 238 242 406 314 185 346 294
v/s Ratio Prot c0.25 0.06 0.01 c0.08 c0.11 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 1.24 0.22 0.15 0.53 0.09 0.79 1.07 0.01 0.45 0.55 0.19
Uniform Delay, d1 32.0 23.5 33.6 31.5 29.5 33.2 31.4 24.6 33.6 29.5 27.5
Progression Factor 0.95 0.87 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 128.5 0.6 0.9 1.9 0.4 17.0 65.0 0.0 2.4 3.2 0.7
Delay (s) 159.1 21.1 34.5 33.5 29.8 50.3 96.4 24.6 36.0 32.7 28.2
Level of Service F C C C C D F C D C C
Approach Delay (s) 105.6 32.3 81.1 30.8
Approach LOS F C F C
Intersection Summary
HCM 2000 Control Delay 67.0 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.00
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 75.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
258
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Background Weekday PM - 2028 Background
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Background Page 1
Intersection: 1: Zachary Ann Ln & Rest Church Rd
Movement WB B14 NB
Directions Served L T LR
Maximum Queue (ft) 11 17 121
Average Queue (ft) 0 1 56
95th Queue (ft) 8 13 101
Link Distance (ft) 226 649
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 110
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 137 119 169 377 366 114 178 115
Average Queue (ft) 58 53 79 201 89 6 82 54
95th Queue (ft) 114 98 141 324 223 52 150 95
Link Distance (ft) 226 226 226 504 504 504 878
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 176 188 192 221 217 89 932 480
Average Queue (ft) 86 65 80 119 97 43 824 446
95th Queue (ft) 152 176 184 201 180 73 1136 587
Link Distance (ft) 504 504 504 198 198 198 875
Upstream Blk Time (%) 1 1 1 0 65
Queuing Penalty (veh) 1 1 2 1 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 65 4
Queuing Penalty (veh) 125 16
259
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Background Weekday PM - 2028 Background
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Background Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 250 241 249 55 177 181 112 150 1000 256 121 181
Average Queue (ft) 218 198 163 16 71 82 53 139 619 34 48 78
95th Queue (ft) 241 251 280 43 140 149 95 182 1168 173 99 147
Link Distance (ft) 198 198 198 427 427 427 1385 980
Upstream Blk Time (%) 62 26 14 3
Queuing Penalty (veh) 129 53 29 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 10 55 0 0 0
Queuing Penalty (veh) 40 99 1 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 132
Average Queue (ft) 50
95th Queue (ft) 93
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Network Summary
Network wide Queuing Penalty: 496
260
Appendix H
2028 Background
Conditions – Mitigation
Operational Worksheets
261
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 421 435 314 166 185
v/c Ratio 0.35 0.78 0.16 0.58 0.54
Control Delay 16.9 46.9 4.1 39.6 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.9 46.9 4.1 39.6 11.3
Queue Length 50th (ft) 38 239 20 77 0
Queue Length 95th (ft) 69 323 31 134 51
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1190 688 1915 304 354
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.35 0.63 0.16 0.55 0.52
Intersection Summary
262
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Future Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4029 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4029 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 262 158 435 314 0 0 0 0 162 3 185
RTOR Reduction (vph) 0 116 0 0 0 0 0 0 0 0 0 155
Lane Group Flow (vph) 0 305 0 435 314 0 0 0 0 0 166 30
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.4 25.2 52.7 13.1 13.1
Effective Green, g (s) 21.4 25.2 52.7 13.1 13.1
Actuated g/C Ratio 0.27 0.31 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1077 557 1917 285 188
v/s Ratio Prot c0.08 c0.25 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.28 0.78 0.16 0.58 0.16
Uniform Delay, d1 23.2 24.9 5.2 30.9 28.7
Progression Factor 1.00 1.57 0.72 1.00 1.00
Incremental Delay, d2 0.7 6.3 0.2 3.6 0.6
Delay (s) 23.9 45.3 3.9 34.5 29.3
Level of Service C D A C C
Approach Delay (s) 23.9 27.9 0.0 31.7
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 27.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
263
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 156 260 532 221 327 310
v/c Ratio 0.44 0.15 0.53 0.37 0.78 0.47
Control Delay 27.4 19.7 21.9 7.3 35.2 5.0
Queue Delay 0.0 0.0 0.3 0.3 0.0 0.0
Total Delay 27.4 19.7 22.3 7.6 35.2 5.0
Queue Length 50th (ft) 68 48 104 2 128 0
Queue Length 95th (ft) 140 107 m147 m36 227 54
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 359 1792 1006 604 476 717
Starvation Cap Reductn 0 0 127 86 0 0
Spillback Cap Reductn 0 38 0 0 0 3
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.43 0.15 0.61 0.43 0.69 0.43
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
264
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 140 234 0 0 479 199 179 2 392 0 0 0
Future Volume (vph) 140 234 0 0 479 199 179 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.94 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1313 1504
Flt Permitted 0.30 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 442 3471 3539 1568 1313 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 156 260 0 0 532 221 199 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 158 0 30 218 0 0 0
Lane Group Flow (vph) 156 260 0 0 532 63 0 297 92 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 41.3 41.3 22.8 22.8 23.8 23.8
Effective Green, g (s) 41.3 41.3 22.8 22.8 23.8 23.8
Actuated g/C Ratio 0.52 0.52 0.29 0.29 0.30 0.30
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 351 1791 1008 446 390 447
v/s Ratio Prot c0.06 0.07 c0.15
v/s Ratio Perm 0.17 0.04 0.23 0.06
v/c Ratio 0.44 0.15 0.53 0.14 0.76 0.21
Uniform Delay, d1 11.4 10.1 24.1 21.3 25.5 21.0
Progression Factor 1.96 1.75 0.79 1.46 1.00 1.00
Incremental Delay, d2 1.1 0.2 1.5 0.5 10.0 0.5
Delay (s) 23.6 17.9 20.6 31.5 35.5 21.5
Level of Service C B C C D C
Approach Delay (s) 20.0 23.8 28.7 0.0
Approach LOS C C C A
Intersection Summary
HCM 2000 Control Delay 24.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
265
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 239 471 25 272 148 192 435 13 83 191 307
v/c Ratio 0.84 0.79 0.14 0.78 0.40 0.75 0.74 0.02 0.47 0.38 0.47
Control Delay 51.2 24.5 34.9 52.6 3.9 52.0 34.4 0.1 43.4 27.1 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.0 0.0 0.0
Total Delay 51.2 24.5 34.9 52.6 3.9 52.5 34.4 0.1 43.4 27.1 5.9
Queue Length 50th (ft) 109 50 12 71 0 93 194 0 40 79 0
Queue Length 95th (ft) m#225 47 33 #125 6 #180 #299 0 82 134 54
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 291 613 180 347 373 266 584 603 177 497 647
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 6 0 0 0 0 1
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.82 0.77 0.14 0.78 0.40 0.74 0.74 0.02 0.47 0.38 0.48
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
266
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Future Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3168 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3168 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 435 155 120 25 272 148 192 435 12 83 191 307
RTOR Reduction (vph) 0 39 0 0 0 133 0 0 9 0 0 225
Lane Group Flow (vph) 239 432 0 25 272 15 192 435 4 83 191 82
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 14.2 14.2 8.0 8.0 8.0 12.0 24.8 24.8 8.0 21.3 21.3
Effective Green, g (s) 14.2 14.2 8.0 8.0 8.0 12.0 24.8 24.8 8.0 21.3 21.3
Actuated g/C Ratio 0.18 0.18 0.10 0.10 0.10 0.15 0.31 0.31 0.10 0.27 0.27
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 285 562 180 347 161 257 583 451 177 496 421
v/s Ratio Prot c0.15 0.14 0.01 c0.08 c0.11 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.84 0.77 0.14 0.78 0.09 0.75 0.75 0.01 0.47 0.39 0.19
Uniform Delay, d1 31.8 31.3 32.9 35.2 32.7 32.5 24.8 19.1 34.0 24.0 22.7
Progression Factor 0.81 0.50 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 18.5 6.6 0.7 12.7 0.5 11.9 8.4 0.0 2.7 2.3 1.0
Delay (s) 44.1 22.1 33.6 47.8 33.2 44.5 33.2 19.1 36.7 26.3 23.7
Level of Service D C C D C D C B D C C
Approach Delay (s) 29.5 42.2 36.3 26.4
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 33.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 66.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
267
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Weekday PM - 2028 Background - Mitigation Strategy #1Weekday PM - 2028 Background - Mitigation Strategy #1
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Weekday PM - 2028 Background - Mitigation Strategy #1 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 156 126 155 312 153 54 174 119
Average Queue (ft) 61 54 79 200 51 4 85 53
95th Queue (ft) 126 100 142 289 117 30 146 95
Link Distance (ft) 226 226 226 503 503 503 878
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 250 108 135 200 200 127 397 338
Average Queue (ft) 99 42 62 122 100 59 204 129
95th Queue (ft) 184 87 115 189 173 99 342 280
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0 1 0
Queuing Penalty (veh) 1 1 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
268
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Background - Mitigation Strategy #1Weekday PM - 2028 Background - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Background - Mitigation Strategy #1 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 194 188 166 47 160 198 83 150 395 128 101 144
Average Queue (ft) 113 105 75 12 70 93 42 111 176 8 42 65
95th Queue (ft) 177 166 142 36 132 168 71 176 323 57 86 122
Link Distance (ft) 195 195 195 415 415 415 945 977
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 1 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 4 9 0
Queuing Penalty (veh) 15 17 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 121
Average Queue (ft) 43
95th Queue (ft) 89
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 37
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Queues Fruit Hill Property
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Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 421 435 314 166 185
v/c Ratio 0.35 0.78 0.16 0.58 0.54
Control Delay 16.9 45.7 4.3 39.6 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.9 45.7 4.3 39.6 11.3
Queue Length 50th (ft) 38 241 13 77 0
Queue Length 95th (ft) 69 324 42 134 51
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1190 688 1915 304 354
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.35 0.63 0.16 0.55 0.52
Intersection Summary
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Future Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4029 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4029 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 262 158 435 314 0 0 0 0 162 3 185
RTOR Reduction (vph) 0 116 0 0 0 0 0 0 0 0 0 155
Lane Group Flow (vph) 0 305 0 435 314 0 0 0 0 0 166 30
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.4 25.2 52.7 13.1 13.1
Effective Green, g (s) 21.4 25.2 52.7 13.1 13.1
Actuated g/C Ratio 0.27 0.31 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1077 557 1917 285 188
v/s Ratio Prot c0.08 c0.25 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.28 0.78 0.16 0.58 0.16
Uniform Delay, d1 23.2 24.9 5.2 30.9 28.7
Progression Factor 1.00 1.49 0.77 1.00 1.00
Incremental Delay, d2 0.7 6.7 0.2 3.6 0.6
Delay (s) 23.9 43.9 4.2 34.5 29.3
Level of Service C D A C C
Approach Delay (s) 23.9 27.3 0.0 31.7
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 27.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 58.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
271
Queues Fruit Hill Property
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Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 156 260 532 221 199 220 218
v/c Ratio 0.40 0.13 0.45 0.33 0.63 0.41 0.41
Control Delay 21.5 13.3 21.2 6.0 35.7 6.0 5.9
Queue Delay 0.0 0.0 1.0 0.5 0.0 0.0 0.0
Total Delay 21.5 13.3 22.2 6.4 35.7 6.1 5.9
Queue Length 50th (ft) 50 41 82 8 86 1 0
Queue Length 95th (ft) 129 89 m195 m21 150 51 50
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 400 480
Base Capacity (vph) 407 1969 1177 669 372 593 592
Starvation Cap Reductn 0 0 384 175 0 0 0
Spillback Cap Reductn 0 109 0 0 0 6 6
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.38 0.14 0.67 0.45 0.53 0.37 0.37
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 140 234 0 0 479 199 179 2 392 0 0 0
Future Volume (vph) 140 234 0 0 479 199 179 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 1.00 0.85 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1280 1507 1504
Flt Permitted 0.33 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 480 3471 3539 1568 1280 1507 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 156 260 0 0 532 221 199 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 148 0 164 164 0 0 0
Lane Group Flow (vph) 156 260 0 0 532 73 199 56 54 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 45.4 45.4 26.6 26.6 19.7 19.7 19.7
Effective Green, g (s) 45.4 45.4 26.6 26.6 19.7 19.7 19.7
Actuated g/C Ratio 0.57 0.57 0.33 0.33 0.25 0.25 0.25
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 394 1969 1176 521 315 371 370
v/s Ratio Prot c0.05 0.07 c0.15 0.04
v/s Ratio Perm 0.17 0.05 c0.16 0.04
v/c Ratio 0.40 0.13 0.45 0.14 0.63 0.15 0.15
Uniform Delay, d1 9.2 8.1 21.0 18.7 26.9 23.6 23.6
Progression Factor 1.93 1.47 0.90 1.32 1.00 1.00 1.00
Incremental Delay, d2 0.8 0.1 1.0 0.4 5.6 0.4 0.4
Delay (s) 18.6 12.0 19.8 25.2 32.6 24.0 23.9
Level of Service B B B C C C C
Approach Delay (s) 14.5 21.4 26.7 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 21.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 58.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
273
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 239 471 25 272 148 192 435 13 83 191 307
v/c Ratio 0.84 0.79 0.14 0.78 0.40 0.75 0.74 0.02 0.47 0.38 0.47
Control Delay 59.3 35.6 34.9 52.6 3.9 52.0 34.4 0.1 43.4 27.1 5.9
Queue Delay 0.0 0.0 0.0 2.1 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 59.3 35.6 34.9 54.7 3.9 52.0 34.4 0.1 43.4 27.1 5.9
Queue Length 50th (ft) 116 85 12 71 0 93 194 0 40 79 0
Queue Length 95th (ft) #238 168 33 #125 6 #180 #299 0 82 134 54
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 291 613 180 347 373 266 584 603 177 497 647
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 20 0 0 0 0 0 0 6
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.82 0.77 0.14 0.83 0.40 0.72 0.74 0.02 0.47 0.38 0.48
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
274
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Future Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3168 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3168 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 435 155 120 25 272 148 192 435 12 83 191 307
RTOR Reduction (vph) 0 39 0 0 0 133 0 0 9 0 0 225
Lane Group Flow (vph) 239 432 0 25 272 15 192 435 4 83 191 82
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 14.2 14.2 8.0 8.0 8.0 12.0 24.8 24.8 8.0 21.3 21.3
Effective Green, g (s) 14.2 14.2 8.0 8.0 8.0 12.0 24.8 24.8 8.0 21.3 21.3
Actuated g/C Ratio 0.18 0.18 0.10 0.10 0.10 0.15 0.31 0.31 0.10 0.27 0.27
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 285 562 180 347 161 257 583 451 177 496 421
v/s Ratio Prot c0.15 0.14 0.01 c0.08 c0.11 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.84 0.77 0.14 0.78 0.09 0.75 0.75 0.01 0.47 0.39 0.19
Uniform Delay, d1 31.8 31.3 32.9 35.2 32.7 32.5 24.8 19.1 34.0 24.0 22.7
Progression Factor 1.05 0.89 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 19.1 6.6 0.7 12.7 0.5 11.9 8.4 0.0 2.7 2.3 1.0
Delay (s) 52.6 34.6 33.6 47.8 33.2 44.5 33.2 19.1 36.7 26.3 23.7
Level of Service D C C D C D C B D C C
Approach Delay (s) 40.7 42.2 36.3 26.4
Approach LOS D D D C
Intersection Summary
HCM 2000 Control Delay 36.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 66.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
275
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Weekday PM - 2028 Background - Mitigation Strategy #2Weekday PM - 2028 Background - Mitigation Strategy #2
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Weekday PM - 2028 Background - Mitigation Strategy #2 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 146 108 169 334 120 39 168 135
Average Queue (ft) 61 50 74 202 31 2 84 54
95th Queue (ft) 124 92 136 302 86 25 142 98
Link Distance (ft) 226 226 226 496 496 496 878
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L TR R
Maximum Queue (ft) 196 86 122 187 178 96 272 147 123
Average Queue (ft) 84 27 52 97 79 45 134 65 37
95th Queue (ft) 156 67 99 158 143 81 229 118 84
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 400 480
Storage Blk Time (%)
Queuing Penalty (veh)
276
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Background - Mitigation Strategy #2Weekday PM - 2028 Background - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Background - Mitigation Strategy #2 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 200 191 183 47 169 186 85 150 436 81 100 159
Average Queue (ft) 125 114 87 12 74 92 42 111 187 7 42 67
95th Queue (ft) 186 173 157 35 138 165 70 174 346 56 83 126
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 1 0 0
Queuing Penalty (veh) 2 0 1
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 4 11 0
Queuing Penalty (veh) 15 21 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 123
Average Queue (ft) 46
95th Queue (ft) 88
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 40
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Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 421 435 314 166 185
v/c Ratio 0.35 0.78 0.16 0.58 0.54
Control Delay 16.9 28.0 6.0 39.6 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.9 28.0 6.0 39.6 11.3
Queue Length 50th (ft) 38 202 49 77 0
Queue Length 95th (ft) 69 259 25 134 51
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1190 688 1915 304 354
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.35 0.63 0.16 0.55 0.52
Intersection Summary
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HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Future Volume (vph) 0 231 139 383 276 0 0 0 0 143 3 163
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4029 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4029 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 262 158 435 314 0 0 0 0 162 3 185
RTOR Reduction (vph) 0 116 0 0 0 0 0 0 0 0 0 155
Lane Group Flow (vph) 0 305 0 435 314 0 0 0 0 0 166 30
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.4 25.2 52.7 13.1 13.1
Effective Green, g (s) 21.4 25.2 52.7 13.1 13.1
Actuated g/C Ratio 0.27 0.31 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1077 557 1917 285 188
v/s Ratio Prot c0.08 c0.25 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.28 0.78 0.16 0.58 0.16
Uniform Delay, d1 23.2 24.9 5.2 30.9 28.7
Progression Factor 1.00 0.75 1.08 1.00 1.00
Incremental Delay, d2 0.7 7.1 0.2 3.6 0.6
Delay (s) 23.9 25.6 5.8 34.5 29.3
Level of Service C C A C C
Approach Delay (s) 23.9 17.3 0.0 31.7
Approach LOS C B A C
Intersection Summary
HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.56
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
279
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 156 260 532 221 99 102 436
v/c Ratio 0.37 0.12 0.41 0.31 0.39 0.40 0.65
Control Delay 5.6 1.6 18.1 5.5 30.5 30.7 7.6
Queue Delay 0.0 0.0 0.7 0.5 0.0 0.0 0.0
Total Delay 5.6 1.6 18.8 6.0 30.5 30.7 7.6
Queue Length 50th (ft) 7 5 77 8 45 46 0
Queue Length 95th (ft) 23 7 m126 m21 84 85 65
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 400 480
Base Capacity (vph) 449 2106 1311 720 342 345 758
Starvation Cap Reductn 0 0 436 216 0 0 0
Spillback Cap Reductn 0 53 0 0 0 0 7
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.13 0.61 0.44 0.29 0.30 0.58
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
280
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 140 234 0 0 479 199 179 2 392 0 0 0
Future Volume (vph) 140 234 0 0 479 199 179 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1216 1227 1583
Flt Permitted 0.34 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (perm) 505 3471 3539 1568 1216 1227 1583
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 156 260 0 0 532 221 199 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 139 0 0 346 0 0 0
Lane Group Flow (vph) 156 260 0 0 532 82 99 102 90 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 48.5 48.5 29.6 29.6 16.6 16.6 16.6
Effective Green, g (s) 48.5 48.5 29.6 29.6 16.6 16.6 16.6
Actuated g/C Ratio 0.61 0.61 0.37 0.37 0.21 0.21 0.21
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 425 2104 1309 580 252 254 328
v/s Ratio Prot c0.05 0.07 c0.15
v/s Ratio Perm 0.17 0.05 0.08 0.08 0.06
v/c Ratio 0.37 0.12 0.41 0.14 0.39 0.40 0.28
Uniform Delay, d1 7.7 6.7 18.7 16.7 27.4 27.4 26.6
Progression Factor 0.40 0.20 0.85 1.26 1.00 1.00 1.00
Incremental Delay, d2 0.7 0.1 0.7 0.4 2.1 2.2 1.0
Delay (s) 3.7 1.4 16.6 21.5 29.5 29.6 27.6
Level of Service A A B C C C C
Approach Delay (s) 2.3 18.0 28.2 0.0
Approach LOS A B C A
Intersection Summary
HCM 2000 Control Delay 18.0 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.41
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
281
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 239 471 25 272 148 192 435 13 83 191 307
v/c Ratio 0.84 0.79 0.14 0.78 0.40 0.75 0.74 0.02 0.47 0.38 0.47
Control Delay 55.1 26.1 34.9 52.6 3.9 52.0 34.4 0.1 43.4 27.1 5.9
Queue Delay 0.0 0.0 0.0 2.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 55.1 26.1 34.9 54.8 3.9 52.0 34.4 0.1 43.4 27.1 5.9
Queue Length 50th (ft) 117 76 12 71 0 93 194 0 40 79 0
Queue Length 95th (ft) #234 117 33 #125 6 #180 #299 0 82 134 54
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 291 613 180 347 373 266 584 603 177 497 647
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 21 0 0 0 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.82 0.77 0.14 0.83 0.40 0.72 0.74 0.02 0.47 0.38 0.48
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
282
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Future Volume (vph) 383 136 106 22 239 130 169 383 11 73 168 270
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3168 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3168 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 435 155 120 25 272 148 192 435 12 83 191 307
RTOR Reduction (vph) 0 39 0 0 0 133 0 0 9 0 0 225
Lane Group Flow (vph) 239 432 0 25 272 15 192 435 4 83 191 82
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 14.2 14.2 8.0 8.0 8.0 12.0 24.8 24.8 8.0 21.3 21.3
Effective Green, g (s) 14.2 14.2 8.0 8.0 8.0 12.0 24.8 24.8 8.0 21.3 21.3
Actuated g/C Ratio 0.18 0.18 0.10 0.10 0.10 0.15 0.31 0.31 0.10 0.27 0.27
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 285 562 180 347 161 257 583 451 177 496 421
v/s Ratio Prot c0.15 0.14 0.01 c0.08 c0.11 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.84 0.77 0.14 0.78 0.09 0.75 0.75 0.01 0.47 0.39 0.19
Uniform Delay, d1 31.8 31.3 32.9 35.2 32.7 32.5 24.8 19.1 34.0 24.0 22.7
Progression Factor 0.95 0.55 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 18.0 6.6 0.7 12.7 0.5 11.9 8.4 0.0 2.7 2.3 1.0
Delay (s) 48.4 24.0 33.6 47.8 33.2 44.5 33.2 19.1 36.7 26.3 23.7
Level of Service D C C D C D C B D C C
Approach Delay (s) 32.2 42.2 36.3 26.4
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 33.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 66.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
283
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Background - Mitigation Strategy #3Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 137 122 193 345 122 10 163 115
Average Queue (ft) 60 55 79 168 42 1 85 54
95th Queue (ft) 120 100 150 301 97 9 144 93
Link Distance (ft) 226 226 226 496 496 496 878
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L LT R
Maximum Queue (ft) 142 53 57 162 158 91 131 194 180
Average Queue (ft) 57 6 13 86 64 43 51 93 78
95th Queue (ft) 113 30 45 141 122 77 105 169 144
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 400 480
Storage Blk Time (%)
Queuing Penalty (veh)
284
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Background - Mitigation Strategy #3Weekday PM - 2028 Background - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Background - Mitigation Strategy #3 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 179 207 207 45 163 165 92 150 446 135 97 147
Average Queue (ft) 113 142 127 12 69 82 44 114 186 9 43 64
95th Queue (ft) 175 200 209 35 131 143 77 175 364 65 84 119
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 0 1 2
Queuing Penalty (veh) 0 2 5
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 3 12 0
Queuing Penalty (veh) 13 22 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 108
Average Queue (ft) 44
95th Queue (ft) 82
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 43
285
Appendix I
Year 2028 Total Traffic
Operational Worksheets
286
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 1
Intersection
Int Delay, s/veh 8.1
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 136 21 351 57 11 233
Future Vol, veh/h 136 21 351 57 11 233
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - 200 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 100 11 7 100 96
Mvmt Flow 151 23 390 63 12 259
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 174 0 1006 163
Stage 1 - - - - 163 -
Stage 2 - - - - 843 -
Critical Hdwy - - 4.21 - 7.4 7.16
Critical Hdwy Stg 1 - - - - 6.4 -
Critical Hdwy Stg 2 - - - - 6.4 -
Follow-up Hdwy - - 2.299 - 4.4 4.164
Pot Cap-1 Maneuver - - 1350 - 180 686
Stage 1 - - - - 675 -
Stage 2 - - - - 293 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1350 - 128 686
Mov Cap-2 Maneuver - - - - 128 -
Stage 1 - - - - 675 -
Stage 2 - - - - 208 -
Approach EB WB NB
HCM Control Delay, s 0 7.5 14.4
HCM LOS B
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 128 686 - - 1350 -
HCM Lane V/C Ratio 0.095 0.377 - - 0.289 -
HCM Control Delay (s) 36.1 13.4 - - 8.7 -
HCM Lane LOS E B - - A -
HCM 95th %tile Q(veh) 0.3 1.8 - - 1.2 -
287
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 509 422 335 232 308
v/c Ratio 0.46 0.78 0.20 0.75 0.66
Control Delay 14.1 38.2 11.4 47.4 11.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 14.1 38.2 11.4 47.4 11.2
Queue Length 50th (ft) 35 209 54 110 0
Queue Length 95th (ft) 71 m290 m81 #205 70
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1108 667 1668 323 477
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.46 0.63 0.20 0.72 0.65
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
288
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 215 238 376 298 0 0 0 0 205 2 274
Future Volume (vph) 0 215 238 376 298 0 0 0 0 205 2 274
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3477 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3477 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 242 267 422 335 0 0 0 0 230 2 308
RTOR Reduction (vph) 0 197 0 0 0 0 0 0 0 0 0 253
Lane Group Flow (vph) 0 312 0 422 335 0 0 0 0 0 232 55
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.0 24.3 51.4 14.4 14.4
Effective Green, g (s) 21.0 24.3 51.4 14.4 14.4
Actuated g/C Ratio 0.26 0.30 0.64 0.18 0.18
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 912 542 1668 310 218
v/s Ratio Prot c0.09 c0.24 0.13 c0.13
v/s Ratio Perm 0.05
v/c Ratio 0.34 0.78 0.20 0.75 0.25
Uniform Delay, d1 23.9 25.4 5.9 31.1 28.2
Progression Factor 1.00 1.14 1.83 1.00 1.00
Incremental Delay, d2 1.0 6.9 0.3 10.1 0.8
Delay (s) 24.9 35.9 11.0 41.2 29.0
Level of Service C D B D C
Approach Delay (s) 24.9 24.9 0.0 34.2
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 27.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 60.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
289
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 155 269 467 124 277 252
v/c Ratio 0.40 0.12 0.32 0.16 0.80 0.55
Control Delay 17.1 13.1 13.0 2.0 30.0 9.0
Queue Delay 0.0 0.0 0.4 0.0 0.0 0.0
Total Delay 17.1 13.1 13.4 2.0 30.0 9.0
Queue Length 50th (ft) 48 42 82 0 44 0
Queue Length 95th (ft) m73 m60 96 0 #171 62
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 391 2212 1478 754 367 488
Starvation Cap Reductn 0 0 553 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.40 0.12 0.50 0.16 0.75 0.52
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
290
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 153 266 0 0 462 123 212 0 312 0 0 0
Future Volume (vph) 153 266 0 0 462 123 212 0 312 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.97 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1148 1490
Flt Permitted 0.39 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 477 3438 3505 1568 1148 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 155 269 0 0 467 124 214 0 315 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 72 0 152 209 0 0 0
Lane Group Flow (vph) 155 269 0 0 467 52 0 125 43 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 51.5 51.5 33.8 33.8 13.6 13.6
Effective Green, g (s) 51.5 51.5 33.8 33.8 13.6 13.6
Actuated g/C Ratio 0.64 0.64 0.42 0.42 0.17 0.17
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 388 2213 1480 662 195 253
v/s Ratio Prot c0.05 0.08 0.13
v/s Ratio Perm c0.21 0.03 0.11 0.03
v/c Ratio 0.40 0.12 0.32 0.08 0.64 0.17
Uniform Delay, d1 6.4 5.5 15.4 13.8 30.9 28.4
Progression Factor 2.24 2.21 0.77 1.07 1.00 1.00
Incremental Delay, d2 0.8 0.1 0.5 0.2 9.5 0.7
Delay (s) 15.2 12.3 12.4 15.0 40.4 29.0
Level of Service B B B B D C
Approach Delay (s) 13.3 13.0 35.0 0.0
Approach LOS B B C A
Intersection Summary
HCM 2000 Control Delay 20.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.49
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 60.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
291
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 122 514 16 133 47 90 74 21 154 269 420
v/c Ratio 0.53 0.49 0.10 0.34 0.12 0.53 0.13 0.03 0.77 0.44 0.52
Control Delay 34.1 12.6 35.0 35.6 0.6 46.0 21.1 0.1 61.9 24.7 5.0
Queue Delay 0.0 0.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.1 13.3 35.0 35.6 0.6 46.0 21.1 0.1 61.9 24.7 5.0
Queue Length 50th (ft) 49 38 8 33 0 43 27 0 77 107 0
Queue Length 95th (ft) m57 m74 26 60 0 #97 57 0 #177 177 61
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 258 1054 162 391 393 172 580 661 200 610 802
Starvation Cap Reductn 0 256 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.47 0.64 0.10 0.34 0.12 0.52 0.13 0.03 0.77 0.44 0.52
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
292
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2028 Total Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 111 281 187 15 121 43 82 67 19 140 245 382
Future Volume (vph) 111 281 187 15 121 43 82 67 19 140 245 382
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1736 3190 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1736 3190 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 122 309 205 16 133 47 90 74 21 154 269 420
RTOR Reduction (vph) 0 119 0 0 0 39 0 0 16 0 0 312
Lane Group Flow (vph) 122 395 0 16 133 8 90 74 5 154 269 108
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 10.7 23.5 1.4 14.2 14.2 8.5 19.5 19.5 9.0 20.5 20.5
Effective Green, g (s) 10.7 23.5 1.4 14.2 14.2 8.5 19.5 19.5 9.0 20.5 20.5
Actuated g/C Ratio 0.13 0.29 0.02 0.18 0.18 0.11 0.24 0.24 0.11 0.26 0.26
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 232 937 31 622 286 171 454 393 201 482 409
v/s Ratio Prot c0.07 c0.12 0.01 0.04 0.06 0.04 c0.09 c0.14
v/s Ratio Perm 0.01 0.00 0.07
v/c Ratio 0.53 0.42 0.52 0.21 0.03 0.53 0.16 0.01 0.77 0.56 0.26
Uniform Delay, d1 32.3 22.8 39.0 28.1 27.2 33.8 23.8 22.9 34.5 25.8 23.7
Progression Factor 0.83 0.69 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.4 0.4 26.0 0.4 0.1 3.8 0.8 0.1 16.8 4.6 1.6
Delay (s) 29.2 16.1 65.0 28.5 27.3 37.6 24.6 23.0 51.3 30.4 25.3
Level of Service C B E C C D C C D C C
Approach Delay (s) 18.6 31.2 30.7 31.7
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 27.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.59
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 60.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
293
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2028 Total Weekday AM - 2028 Total
Fruit Hill Property SimTraffic Report
Weekday AM - 2028 Total Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 203 134 221 3 315 168 48 240 180
Average Queue (ft) 92 53 106 0 196 68 2 114 74
95th Queue (ft) 176 108 183 3 282 136 24 198 136
Link Distance (ft) 227 227 227 408 503 503 503 878
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 217 103 124 174 176 70 559 444
Average Queue (ft) 101 35 68 90 65 31 315 227
95th Queue (ft) 184 79 108 157 134 61 519 422
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 2 0
Queuing Penalty (veh) 3 0
294
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2028 Total Weekday AM - 2028 Total
Fruit Hill Property SimTraffic Report
Weekday AM - 2028 Total Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 170 195 213 53 98 112 55 118 96 21 166 201
Average Queue (ft) 93 99 128 15 41 43 25 51 27 4 83 92
95th Queue (ft) 152 175 205 42 80 90 52 99 67 17 150 168
Link Distance (ft) 195 195 195 427 427 427 945 980
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 3
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 0 0 0
Queuing Penalty (veh) 0 0 2 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 151
Average Queue (ft) 60
95th Queue (ft) 112
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Zone Summary
Zone wide Queuing Penalty: 9
295
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 1
Intersection
Int Delay, s/veh 10.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 148 11 157 162 21 389
Future Vol, veh/h 148 11 157 162 21 389
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - 200 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 1 0 100 1 0 82
Mvmt Flow 168 13 178 184 24 442
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 181 0 715 175
Stage 1 - - - - 175 -
Stage 2 - - - - 540 -
Critical Hdwy - - 5.1 - 6.4 7.02
Critical Hdwy Stg 1 - - - - 5.4 -
Critical Hdwy Stg 2 - - - - 5.4 -
Follow-up Hdwy - - 3.1 - 3.5 4.038
Pot Cap-1 Maneuver - - 970 - 400 698
Stage 1 - - - - 860 -
Stage 2 - - - - 588 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 970 - 326 698
Mov Cap-2 Maneuver - - - - 326 -
Stage 1 - - - - 860 -
Stage 2 - - - - 480 -
Approach EB WB NB
HCM Control Delay, s 0 4.7 18.5
HCM LOS C
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 326 698 - - 970 -
HCM Lane V/C Ratio 0.073 0.633 - - 0.184 -
HCM Control Delay (s) 16.9 18.6 - - 9.5 -
HCM Lane LOS C C - - A -
HCM 95th %tile Q(veh) 0.2 4.5 - - 0.7 -
296
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 777 435 405 166 266
v/c Ratio 0.69 0.78 0.22 0.50 0.61
Control Delay 23.9 35.3 15.9 33.9 10.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 23.9 35.3 15.9 33.9 10.3
Queue Length 50th (ft) 97 231 72 76 0
Queue Length 95th (ft) 135 m#377 m117 120 55
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1128 555 1844 479 510
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.69 0.78 0.22 0.35 0.52
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
297
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Future Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 450 327 435 405 0 0 0 0 162 3 266
RTOR Reduction (vph) 0 159 0 0 0 0 0 0 0 0 0 216
Lane Group Flow (vph) 0 618 0 435 405 0 0 0 0 0 166 50
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 19.5 25.1 50.7 15.1 15.1
Effective Green, g (s) 19.5 25.1 50.7 15.1 15.1
Actuated g/C Ratio 0.24 0.31 0.63 0.19 0.19
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 970 555 1844 328 217
v/s Ratio Prot c0.16 c0.25 0.14 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.64 0.78 0.22 0.51 0.23
Uniform Delay, d1 27.1 25.0 6.2 29.1 27.5
Progression Factor 1.00 1.03 2.29 1.00 1.00
Incremental Delay, d2 3.2 5.2 0.2 1.7 0.7
Delay (s) 30.3 30.9 14.5 30.8 28.3
Level of Service C C B C C
Approach Delay (s) 30.3 23.0 0.0 29.2
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 27.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
298
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 321 278 541 221 373 344
v/c Ratio 0.96 0.17 0.73 0.44 0.83 0.47
Control Delay 71.0 15.8 29.0 6.0 40.2 4.5
Queue Delay 0.0 0.0 1.3 0.4 31.2 0.5
Total Delay 71.0 15.8 30.3 6.4 71.4 5.0
Queue Length 50th (ft) ~162 37 130 0 160 0
Queue Length 95th (ft) m#292 m71 m183 m9 #310 54
Internal Link Dist (ft) 481 191 836
Turn Bay Length (ft) 480
Base Capacity (vph) 336 1649 743 503 482 768
Starvation Cap Reductn 0 0 71 65 0 0
Spillback Cap Reductn 0 0 0 0 121 146
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.96 0.17 0.81 0.50 1.03 0.55
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
299
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Future Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.96 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1277 1504
Flt Permitted 0.24 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 348 3471 3539 1568 1277 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 321 278 0 0 541 221 279 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 175 0 15 227 0 0 0
Lane Group Flow (vph) 321 278 0 0 541 46 0 358 117 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 38.0 38.0 16.8 16.8 27.1 27.1
Effective Green, g (s) 38.0 38.0 16.8 16.8 27.1 27.1
Actuated g/C Ratio 0.48 0.48 0.21 0.21 0.34 0.34
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 336 1648 743 329 432 509
v/s Ratio Prot c0.16 0.08 0.15
v/s Ratio Perm c0.30 0.03 0.28 0.08
v/c Ratio 0.96 0.17 0.73 0.14 0.83 0.23
Uniform Delay, d1 16.0 12.0 29.5 25.7 24.3 19.0
Progression Factor 2.16 1.22 0.81 0.86 1.00 1.00
Incremental Delay, d2 32.6 0.2 5.0 0.7 13.7 0.5
Delay (s) 67.2 14.8 28.7 22.9 38.0 19.4
Level of Service E B C C D B
Approach Delay (s) 42.9 27.0 29.1 0.0
Approach LOS D C C A
Intersection Summary
HCM 2000 Control Delay 32.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
300
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 444 285 25 272 148 198 435 13 83 191 310
v/c Ratio 1.20 0.22 0.15 0.53 0.28 0.81 0.94 0.02 0.45 0.58 0.56
Control Delay 145.4 11.3 36.0 35.8 1.3 60.7 62.5 0.1 41.8 38.0 6.8
Queue Delay 1.0 0.0 0.0 0.2 0.0 0.8 0.0 0.0 0.0 0.0 0.1
Total Delay 146.4 11.3 36.0 36.1 1.3 61.5 62.5 0.1 41.8 38.0 6.9
Queue Length 50th (ft) ~281 14 12 66 0 97 ~246 0 40 87 0
Queue Length 95th (ft) m#431 m16 34 102 0 #199 #404 0 81 149 46
Internal Link Dist (ft) 191 394 1365 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 369 1289 163 511 535 244 465 615 188 344 569
Starvation Cap Reductn 32 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 29 0 4 0 0 0 0 8
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.32 0.22 0.15 0.56 0.28 0.82 0.94 0.02 0.44 0.56 0.55
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
301
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2028 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2028 Total Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Future Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 3251 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1770 3251 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 444 155 130 25 272 148 198 435 12 83 191 310
RTOR Reduction (vph) 0 91 0 0 0 119 0 0 10 0 0 249
Lane Group Flow (vph) 444 194 0 25 272 29 198 435 3 83 191 61
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 10.9 23.9 2.9 15.9 15.9 11.3 19.8 19.8 6.8 15.8 15.8
Effective Green, g (s) 10.9 23.9 2.9 15.9 15.9 11.3 19.8 19.8 6.8 15.8 15.8
Actuated g/C Ratio 0.14 0.30 0.04 0.20 0.20 0.14 0.25 0.25 0.08 0.20 0.20
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 241 971 65 689 320 242 465 360 150 367 312
v/s Ratio Prot c0.25 0.06 0.01 c0.08 c0.12 c0.23 0.05 0.10
v/s Ratio Perm 0.02 0.00 0.04
v/c Ratio 1.84 0.20 0.38 0.39 0.09 0.82 0.94 0.01 0.55 0.52 0.20
Uniform Delay, d1 34.5 20.9 37.7 27.9 26.2 33.4 29.5 22.7 35.1 28.7 26.8
Progression Factor 1.03 0.97 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 393.6 0.5 7.7 0.8 0.3 19.8 27.0 0.0 5.4 2.5 0.6
Delay (s) 429.2 20.8 45.4 28.6 26.4 53.1 56.5 22.7 40.5 31.2 27.4
Level of Service F C D C C D E C D C C
Approach Delay (s) 269.6 28.8 54.8 30.5
Approach LOS F C D C
Intersection Summary
HCM 2000 Control Delay 109.2 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.01
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 76.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
302
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total Weekday PM - 2028 Total
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 B14 WB WB WB SB SB
Directions Served T T TR T T L T T LT R
Maximum Queue (ft) 253 195 233 9 8 401 432 127 152 154
Average Queue (ft) 128 79 125 0 0 199 134 10 77 68
95th Queue (ft) 221 149 204 7 8 333 280 65 133 119
Link Distance (ft) 227 227 227 396 396 504 504 504 878
Upstream Blk Time (%) 1 0 0 0 0
Queuing Penalty (veh) 1 0 0 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 379 134 142 229 224 109 928 480
Average Queue (ft) 200 48 59 141 126 48 845 441
95th Queue (ft) 331 104 114 225 214 85 1122 609
Link Distance (ft) 504 504 504 198 198 198 865
Upstream Blk Time (%) 0 2 1 0 69
Queuing Penalty (veh) 0 4 3 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 64 4
Queuing Penalty (veh) 125 17
303
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total Weekday PM - 2028 Total
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 248 243 254 61 151 180 109 150 691 184 117 175
Average Queue (ft) 215 196 161 20 70 90 49 129 324 13 49 82
95th Queue (ft) 243 257 274 48 127 154 90 181 674 90 95 154
Link Distance (ft) 198 198 198 427 427 427 1393 980
Upstream Blk Time (%) 57 27 11
Queuing Penalty (veh) 122 58 23
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 10 29 0 0
Queuing Penalty (veh) 42 54 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 131
Average Queue (ft) 52
95th Queue (ft) 96
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 452
304
Appendix J
2028 Total Traffic Conditions –
Mitigation Scenario Operational
Worksheets
305
Queues
2: I-81 SB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #1 Synchro 11 Report
Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 777 435 405 166 266
v/c Ratio 0.61 0.82 0.21 0.58 0.65
Control Delay 20.9 28.5 0.8 39.4 12.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 20.9 28.5 0.8 39.4 12.2
Queue Length 50th (ft) 91 227 1 77 0
Queue Length 95th (ft) 132 m287 m1 134 63
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1276 595 1913 304 421
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.61 0.73 0.21 0.55 0.63
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
306
HCM Signalized Intersection Capacity Analysis
2: I-81 SB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #1 Synchro 11 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Future Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 450 327 435 405 0 0 0 0 162 3 266
RTOR Reduction (vph) 0 154 0 0 0 0 0 0 0 0 0 222
Lane Group Flow (vph) 0 623 0 435 405 0 0 0 0 0 166 44
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 22.6 23.9 52.6 13.2 13.2
Effective Green, g (s) 22.6 23.9 52.6 13.2 13.2
Actuated g/C Ratio 0.28 0.30 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1124 528 1913 287 190
v/s Ratio Prot c0.16 c0.25 0.14 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.55 0.82 0.21 0.58 0.23
Uniform Delay, d1 24.4 26.1 5.5 30.8 29.0
Progression Factor 1.00 0.75 0.11 1.00 1.00
Incremental Delay, d2 2.0 6.8 0.2 3.4 0.9
Delay (s) 26.4 26.4 0.8 34.2 29.8
Level of Service C C A C C
Approach Delay (s) 26.4 14.1 0.0 31.5
Approach LOS C B A C
Intersection Summary
HCM 2000 Control Delay 22.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
307
Queues
3: I-81 NB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #1 Synchro 11 Report
Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 321 278 541 221 373 344
v/c Ratio 0.85 0.16 0.73 0.44 0.91 0.49
Control Delay 30.8 2.5 30.9 8.9 53.8 5.2
Queue Delay 0.0 0.0 0.7 0.4 0.0 0.0
Total Delay 30.8 2.5 31.5 9.3 53.8 5.2
Queue Length 50th (ft) 38 7 108 2 174 0
Queue Length 95th (ft) #213 8 #175 m37 #347 58
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 382 1750 740 503 419 710
Starvation Cap Reductn 0 0 43 60 0 0
Spillback Cap Reductn 0 46 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.84 0.16 0.78 0.50 0.89 0.49
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
308
HCM Signalized Intersection Capacity Analysis
3: I-81 NB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #1 Synchro 11 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Future Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.96 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1277 1504
Flt Permitted 0.24 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 348 3471 3539 1568 1277 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 321 278 0 0 541 221 279 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 175 0 15 238 0 0 0
Lane Group Flow (vph) 321 278 0 0 541 46 0 358 106 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 40.4 40.4 16.8 16.8 24.7 24.7
Effective Green, g (s) 40.4 40.4 16.8 16.8 24.7 24.7
Actuated g/C Ratio 0.50 0.50 0.21 0.21 0.31 0.31
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 378 1752 743 329 394 464
v/s Ratio Prot c0.16 0.08 0.15 c0.28
v/s Ratio Perm c0.27 0.03 0.07
v/c Ratio 0.85 0.16 0.73 0.14 0.91 0.23
Uniform Delay, d1 14.4 10.7 29.5 25.7 26.6 20.6
Progression Factor 0.74 0.22 0.85 1.49 1.00 1.00
Incremental Delay, d2 14.0 0.2 4.7 0.7 25.2 0.5
Delay (s) 24.6 2.5 29.7 39.1 51.8 21.1
Level of Service C A C D D C
Approach Delay (s) 14.3 32.4 37.1 0.0
Approach LOS B C D A
Intersection Summary
HCM 2000 Control Delay 28.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.93
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
309
Queues
4: US 11 & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #1 Synchro 11 Report
Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 244 485 25 272 148 198 435 13 83 191 310
v/c Ratio 0.66 0.64 0.13 0.74 0.39 0.76 0.79 0.02 0.47 0.50 0.54
Control Delay 35.8 24.2 34.7 48.6 3.8 52.0 39.0 0.1 43.4 32.4 7.3
Queue Delay 0.6 0.1 0.0 0.0 0.0 2.5 0.0 0.0 0.0 0.0 0.0
Total Delay 36.4 24.3 34.7 48.6 3.8 54.5 39.0 0.1 43.4 32.4 7.3
Queue Length 50th (ft) 109 53 12 71 0 95 203 0 40 83 0
Queue Length 95th (ft) m182 m93 33 #125 6 #184 #342 0 82 141 57
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 367 763 192 369 382 272 552 583 177 419 596
Starvation Cap Reductn 17 17 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 22 0 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.70 0.65 0.13 0.74 0.39 0.79 0.79 0.02 0.47 0.46 0.52
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
310
HCM Signalized Intersection Capacity Analysis
4: US 11 & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #1 Synchro 11 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Future Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3162 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3162 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 444 155 130 25 272 148 198 435 12 83 191 310
RTOR Reduction (vph) 0 43 0 0 0 132 0 0 9 0 0 239
Lane Group Flow (vph) 244 442 0 25 272 16 198 435 4 83 191 71
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 16.6 16.6 8.5 8.5 8.5 12.2 23.5 23.5 6.4 18.2 18.2
Effective Green, g (s) 16.6 16.6 8.5 8.5 8.5 12.2 23.5 23.5 6.4 18.2 18.2
Actuated g/C Ratio 0.21 0.21 0.11 0.11 0.11 0.15 0.29 0.29 0.08 0.23 0.23
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 334 656 191 368 171 262 552 427 141 423 360
v/s Ratio Prot c0.15 0.14 0.01 c0.08 c0.12 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 0.73 0.67 0.13 0.74 0.09 0.76 0.79 0.01 0.59 0.45 0.20
Uniform Delay, d1 29.6 29.2 32.4 34.7 32.3 32.5 26.0 20.0 35.5 26.6 25.0
Progression Factor 0.91 0.79 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.0 5.4 0.7 9.1 0.5 12.4 8.5 0.0 7.2 1.6 0.6
Delay (s) 38.8 28.5 33.1 43.8 32.8 44.9 34.4 20.0 42.8 28.2 25.5
Level of Service D C C D C D C C D C C
Approach Delay (s) 31.9 39.5 37.3 28.9
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 34.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 66.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
311
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total - Mitigation Strategy #1 Weekday PM - 2028 Total - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total - Mitigation Strategy #1 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 210 183 258 17 370 158 11 192 141
Average Queue (ft) 117 84 130 1 148 46 0 87 64
95th Queue (ft) 193 154 215 13 291 126 8 156 111
Link Distance (ft) 226 226 226 1072 503 503 503 878
Upstream Blk Time (%) 0 0 1 0
Queuing Penalty (veh) 0 0 1 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 275 62 92 206 204 125 583 448
Average Queue (ft) 121 11 20 117 104 62 308 221
95th Queue (ft) 229 42 61 192 181 109 494 401
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 1 0 0
Queuing Penalty (veh) 2 1 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 1 0
Queuing Penalty (veh) 2 0
312
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total - Mitigation Strategy #1 Weekday PM - 2028 Total - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total - Mitigation Strategy #1 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 180 179 194 47 148 187 86 149 500 84 112 152
Average Queue (ft) 101 106 80 13 62 93 41 115 222 7 43 70
95th Queue (ft) 162 161 154 34 125 163 67 175 492 49 90 128
Link Distance (ft) 195 195 195 415 415 415 945 977
Upstream Blk Time (%) 0 0 0 1
Queuing Penalty (veh) 0 0 1 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 5 14 0
Queuing Penalty (veh) 21 26 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 112
Average Queue (ft) 45
95th Queue (ft) 86
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 55
313
Queues
2: I-81 SB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #2 Synchro 11 Report
Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 777 435 405 166 266
v/c Ratio 0.61 0.82 0.21 0.58 0.65
Control Delay 20.9 31.6 1.1 39.4 12.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 20.9 31.6 1.1 39.4 12.2
Queue Length 50th (ft) 91 227 1 77 0
Queue Length 95th (ft) 132 m302 m1 134 63
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1276 595 1913 304 421
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.61 0.73 0.21 0.55 0.63
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
314
HCM Signalized Intersection Capacity Analysis
2: I-81 SB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #2 Synchro 11 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Future Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 450 327 435 405 0 0 0 0 162 3 266
RTOR Reduction (vph) 0 154 0 0 0 0 0 0 0 0 0 222
Lane Group Flow (vph) 0 623 0 435 405 0 0 0 0 0 166 44
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 22.6 23.9 52.6 13.2 13.2
Effective Green, g (s) 22.6 23.9 52.6 13.2 13.2
Actuated g/C Ratio 0.28 0.30 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1124 528 1913 287 190
v/s Ratio Prot c0.16 c0.25 0.14 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.55 0.82 0.21 0.58 0.23
Uniform Delay, d1 24.4 26.1 5.5 30.8 29.0
Progression Factor 1.00 0.81 0.15 1.00 1.00
Incremental Delay, d2 2.0 8.1 0.2 3.4 0.9
Delay (s) 26.4 29.2 1.0 34.2 29.8
Level of Service C C A C C
Approach Delay (s) 26.4 15.6 0.0 31.5
Approach LOS C B A C
Intersection Summary
HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 62.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
315
Queues
3: I-81 NB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #2 Synchro 11 Report
Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 321 278 541 221 279 220 218
v/c Ratio 0.77 0.15 0.63 0.40 0.82 0.39 0.39
Control Delay 20.0 1.9 27.6 8.7 47.9 5.8 5.7
Queue Delay 0.0 0.0 0.6 0.3 0.0 0.0 0.0
Total Delay 20.0 1.9 28.2 9.0 47.9 5.9 5.7
Queue Length 50th (ft) 28 6 106 2 127 1 0
Queue Length 95th (ft) #177 7 168 m37 #250 52 51
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 300 480
Base Capacity (vph) 433 1897 862 549 361 581 581
Starvation Cap Reductn 0 0 94 74 0 0 0
Spillback Cap Reductn 0 45 0 0 0 2 2
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.74 0.15 0.70 0.47 0.77 0.38 0.38
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
316
HCM Signalized Intersection Capacity Analysis
3: I-81 NB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #2 Synchro 11 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Future Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 1.00 0.85 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1280 1507 1504
Flt Permitted 0.27 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 391 3471 3539 1568 1280 1507 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 321 278 0 0 541 221 279 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 167 0 160 160 0 0 0
Lane Group Flow (vph) 321 278 0 0 541 54 279 60 58 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 43.7 43.7 19.5 19.5 21.4 21.4 21.4
Effective Green, g (s) 43.7 43.7 19.5 19.5 21.4 21.4 21.4
Actuated g/C Ratio 0.55 0.55 0.24 0.24 0.27 0.27 0.27
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 415 1896 862 382 342 403 402
v/s Ratio Prot c0.15 0.08 0.15 c0.22 0.04
v/s Ratio Perm c0.27 0.03 0.04
v/c Ratio 0.77 0.15 0.63 0.14 0.82 0.15 0.15
Uniform Delay, d1 12.3 9.0 27.0 23.7 27.5 22.4 22.3
Progression Factor 0.63 0.19 0.88 1.59 1.00 1.00 1.00
Incremental Delay, d2 7.6 0.1 2.6 0.6 15.5 0.4 0.3
Delay (s) 15.3 1.9 26.3 38.4 43.0 22.7 22.7
Level of Service B A C D D C C
Approach Delay (s) 9.1 29.8 30.6 0.0
Approach LOS A C C A
Intersection Summary
HCM 2000 Control Delay 24.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 62.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
317
Queues
4: US 11 & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #2 Synchro 11 Report
Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 244 485 25 272 148 198 435 13 83 191 310
v/c Ratio 0.66 0.64 0.13 0.74 0.39 0.76 0.79 0.02 0.47 0.50 0.54
Control Delay 37.8 26.4 34.7 48.6 3.8 52.0 39.0 0.1 43.4 32.4 7.3
Queue Delay 0.6 0.1 0.0 0.0 0.0 2.8 0.0 0.0 0.0 0.0 0.0
Total Delay 38.4 26.5 34.7 48.6 3.8 54.9 39.0 0.1 43.4 32.4 7.3
Queue Length 50th (ft) 105 54 12 71 0 95 203 0 40 83 0
Queue Length 95th (ft) #210 104 33 #125 6 #184 #342 0 82 141 57
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 367 763 192 369 382 272 552 583 177 419 596
Starvation Cap Reductn 18 19 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 24 0 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.70 0.65 0.13 0.74 0.39 0.80 0.79 0.02 0.47 0.46 0.52
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
318
HCM Signalized Intersection Capacity Analysis
4: US 11 & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #2 Synchro 11 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Future Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3162 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3162 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 444 155 130 25 272 148 198 435 12 83 191 310
RTOR Reduction (vph) 0 43 0 0 0 132 0 0 9 0 0 239
Lane Group Flow (vph) 244 442 0 25 272 16 198 435 4 83 191 71
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 16.6 16.6 8.5 8.5 8.5 12.2 23.5 23.5 6.4 18.2 18.2
Effective Green, g (s) 16.6 16.6 8.5 8.5 8.5 12.2 23.5 23.5 6.4 18.2 18.2
Actuated g/C Ratio 0.21 0.21 0.11 0.11 0.11 0.15 0.29 0.29 0.08 0.23 0.23
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 334 656 191 368 171 262 552 427 141 423 360
v/s Ratio Prot c0.15 0.14 0.01 c0.08 c0.12 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 0.73 0.67 0.13 0.74 0.09 0.76 0.79 0.01 0.59 0.45 0.20
Uniform Delay, d1 29.6 29.2 32.4 34.7 32.3 32.5 26.0 20.0 35.5 26.6 25.0
Progression Factor 0.96 0.88 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 12.8 5.4 0.7 9.1 0.5 12.4 8.5 0.0 7.2 1.6 0.6
Delay (s) 41.0 31.0 33.1 43.8 32.8 44.9 34.4 20.0 42.8 28.2 25.5
Level of Service D C C D C D C C D C C
Approach Delay (s) 34.4 39.5 37.3 28.9
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 34.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 66.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
319
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total - Mitigation Strategy #2 Weekday PM - 2028 Total - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total - Mitigation Strategy #2 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 205 193 259 11 337 171 44 166 176
Average Queue (ft) 114 81 133 1 145 43 2 79 70
95th Queue (ft) 190 152 217 14 271 123 29 138 126
Link Distance (ft) 226 226 226 1072 496 496 496 878
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 1
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L TR R
Maximum Queue (ft) 257 84 90 206 199 137 295 395 220
Average Queue (ft) 116 8 18 108 97 58 172 94 41
95th Queue (ft) 214 46 61 184 173 106 288 246 113
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 1 1 0
Queuing Penalty (veh) 2 1 0
Storage Bay Dist (ft) 300 480
Storage Blk Time (%) 1 0
Queuing Penalty (veh) 4 0
320
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total - Mitigation Strategy #2 Weekday PM - 2028 Total - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total - Mitigation Strategy #2 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 202 185 157 42 178 214 81 150 507 157 120 178
Average Queue (ft) 122 106 70 12 66 98 42 115 218 9 43 73
95th Queue (ft) 182 168 126 33 139 183 68 177 483 71 88 142
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 1 0 0 1
Queuing Penalty (veh) 1 0 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 7 13 0 0 0
Queuing Penalty (veh) 27 26 0 0 1
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 144
Average Queue (ft) 48
95th Queue (ft) 98
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Zone Summary
Zone wide Queuing Penalty: 64
321
Queues
2: I-81 SB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #3 Synchro 11 Report
Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 777 435 405 166 266
v/c Ratio 0.61 0.82 0.21 0.58 0.65
Control Delay 20.9 34.1 1.1 39.4 12.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 20.9 34.1 1.1 39.4 12.2
Queue Length 50th (ft) 91 231 1 77 0
Queue Length 95th (ft) 132 324 1 134 63
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1276 595 1913 304 421
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.61 0.73 0.21 0.55 0.63
Intersection Summary
322
HCM Signalized Intersection Capacity Analysis
2: I-81 SB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #3 Synchro 11 Report
Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Future Volume (vph) 0 396 288 383 356 0 0 0 0 143 3 234
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 450 327 435 405 0 0 0 0 162 3 266
RTOR Reduction (vph) 0 154 0 0 0 0 0 0 0 0 0 222
Lane Group Flow (vph) 0 623 0 435 405 0 0 0 0 0 166 44
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 22.6 23.9 52.6 13.2 13.2
Effective Green, g (s) 22.6 23.9 52.6 13.2 13.2
Actuated g/C Ratio 0.28 0.30 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1124 528 1913 287 190
v/s Ratio Prot c0.16 c0.25 0.14 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.55 0.82 0.21 0.58 0.23
Uniform Delay, d1 24.4 26.1 5.5 30.8 29.0
Progression Factor 1.00 0.84 0.15 1.00 1.00
Incremental Delay, d2 2.0 9.5 0.2 3.4 0.9
Delay (s) 26.4 31.4 1.1 34.2 29.8
Level of Service C C A C C
Approach Delay (s) 26.4 16.8 0.0 31.5
Approach LOS C B A C
Intersection Summary
HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 62.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
323
Queues
3: I-81 NB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #3 Synchro 11 Report
Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 321 278 541 221 139 142 436
v/c Ratio 0.69 0.13 0.48 0.34 0.57 0.58 0.65
Control Delay 11.1 1.5 23.5 8.1 37.9 38.2 8.2
Queue Delay 0.0 0.0 0.6 0.4 0.0 0.0 0.0
Total Delay 11.1 1.5 24.1 8.5 37.9 38.2 8.2
Queue Length 50th (ft) 13 5 102 2 64 65 0
Queue Length 95th (ft) 25 6 165 m37 123 125 73
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 300 480
Base Capacity (vph) 502 2127 1120 647 278 280 698
Starvation Cap Reductn 0 0 259 144 0 0 0
Spillback Cap Reductn 0 41 0 0 0 0 5
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.64 0.13 0.63 0.44 0.50 0.51 0.63
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
324
HCM Signalized Intersection Capacity Analysis
3: I-81 NB Ramps & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #3 Synchro 11 Report
Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Future Volume (vph) 289 250 0 0 487 199 251 2 392 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1216 1225 1583
Flt Permitted 0.31 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (perm) 460 3471 3539 1568 1216 1225 1583
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 321 278 0 0 541 221 279 2 436 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 151 0 0 348 0 0 0
Lane Group Flow (vph) 321 278 0 0 541 70 139 142 88 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 49.0 49.0 25.3 25.3 16.1 16.1 16.1
Effective Green, g (s) 49.0 49.0 25.3 25.3 16.1 16.1 16.1
Actuated g/C Ratio 0.61 0.61 0.32 0.32 0.20 0.20 0.20
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 463 2125 1119 495 244 246 318
v/s Ratio Prot c0.13 0.08 0.15 0.11 c0.12
v/s Ratio Perm c0.29 0.04 0.06
v/c Ratio 0.69 0.13 0.48 0.14 0.57 0.58 0.28
Uniform Delay, d1 9.1 6.5 22.1 19.6 28.8 28.9 27.0
Progression Factor 0.49 0.20 0.93 1.74 1.00 1.00 1.00
Incremental Delay, d2 3.9 0.1 1.1 0.5 5.0 5.2 1.0
Delay (s) 8.3 1.4 21.7 34.5 33.8 34.0 28.0
Level of Service A A C C C C C
Approach Delay (s) 5.1 25.4 30.3 0.0
Approach LOS A C C A
Intersection Summary
HCM 2000 Control Delay 21.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.71
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 62.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
325
Queues
4: US 11 & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #3 Synchro 11 Report
Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 244 485 25 272 148 198 435 13 83 191 310
v/c Ratio 0.66 0.64 0.13 0.74 0.39 0.76 0.79 0.02 0.47 0.50 0.54
Control Delay 35.9 23.4 34.7 48.6 3.8 52.0 39.0 0.1 43.4 32.4 7.3
Queue Delay 0.6 0.1 0.0 0.0 0.0 2.5 0.0 0.0 0.0 0.0 0.0
Total Delay 36.5 23.6 34.7 48.6 3.8 54.5 39.0 0.1 43.4 32.4 7.3
Queue Length 50th (ft) 105 52 12 71 0 95 203 0 40 83 0
Queue Length 95th (ft) #209 83 33 #125 6 #184 #342 0 82 141 57
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 367 763 192 369 382 272 552 583 177 419 596
Starvation Cap Reductn 17 20 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 22 0 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.70 0.65 0.13 0.74 0.39 0.79 0.79 0.02 0.47 0.46 0.52
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
326
HCM Signalized Intersection Capacity Analysis
4: US 11 & Rest Church Rd 12/13/2022
Scenario 1 Fruit Hill Property 5:38 pm 12/02/2021 Weekday PM - 2028 Total - Mitigation Strategy #3 Synchro 11 Report
Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Future Volume (vph) 391 136 114 22 239 130 174 383 11 73 168 273
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3162 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3162 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 444 155 130 25 272 148 198 435 12 83 191 310
RTOR Reduction (vph) 0 43 0 0 0 132 0 0 9 0 0 239
Lane Group Flow (vph) 244 442 0 25 272 16 198 435 4 83 191 71
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 16.6 16.6 8.5 8.5 8.5 12.2 23.5 23.5 6.4 18.2 18.2
Effective Green, g (s) 16.6 16.6 8.5 8.5 8.5 12.2 23.5 23.5 6.4 18.2 18.2
Actuated g/C Ratio 0.21 0.21 0.11 0.11 0.11 0.15 0.29 0.29 0.08 0.23 0.23
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 334 656 191 368 171 262 552 427 141 423 360
v/s Ratio Prot c0.15 0.14 0.01 c0.08 c0.12 c0.23 0.05 0.10
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 0.73 0.67 0.13 0.74 0.09 0.76 0.79 0.01 0.59 0.45 0.20
Uniform Delay, d1 29.6 29.2 32.4 34.7 32.3 32.5 26.0 20.0 35.5 26.6 25.0
Progression Factor 0.92 0.76 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 11.7 5.4 0.7 9.1 0.5 12.4 8.5 0.0 7.2 1.6 0.6
Delay (s) 38.9 27.6 33.1 43.8 32.8 44.9 34.4 20.0 42.8 28.2 25.5
Level of Service D C C D C D C C D C C
Approach Delay (s) 31.4 39.5 37.3 28.9
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 33.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.84
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 66.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
327
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total - Mitigation Strategy #3 Weekday PM - 2028 Total - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total - Mitigation Strategy #3 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 217 197 244 2 374 165 32 169 159
Average Queue (ft) 115 80 131 0 165 51 1 85 71
95th Queue (ft) 190 155 215 2 293 132 18 146 123
Link Distance (ft) 226 226 226 1072 496 496 496 878
Upstream Blk Time (%) 0 0 1 0
Queuing Penalty (veh) 1 0 1 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L LT R
Maximum Queue (ft) 264 74 92 188 184 127 220 270 170
Average Queue (ft) 113 13 17 95 84 56 71 133 76
95th Queue (ft) 206 48 61 171 160 105 155 231 135
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 1 1 0
Storage Bay Dist (ft) 300 480
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
328
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2028 Total - Mitigation Strategy #3 Weekday PM - 2028 Total - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2028 Total - Mitigation Strategy #3 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 176 204 208 55 153 188 82 150 440 156 101 180
Average Queue (ft) 100 128 107 14 65 92 43 117 194 9 44 74
95th Queue (ft) 161 184 191 40 129 163 72 178 367 71 87 141
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 1 2
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 5 11 0 0
Queuing Penalty (veh) 22 22 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 106
Average Queue (ft) 45
95th Queue (ft) 83
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 51
329
Appendix K
Turn Lane Warrants
330
Rest Church Road/Zachary Ann Lane
Year 2028 Total Traffic Conditions
-Weekday AM -Weekday PM -Saturday Midday
331
Rest Church Road/Zachary Ann Lane
Year 2028 Total Traffic Conditions
-Weekday AM -Weekday PM -Saturday Midday
332
Appendix L
Year 2034 Background Traffic
Operational Worksheets
333
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 1
Intersection
Int Delay, s/veh 4.3
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 146 1 27 62 1 112
Future Vol, veh/h 146 1 27 62 1 112
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 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 100 11 7 100 96
Mvmt Flow 162 1 30 69 1 124
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 163 0 292 163
Stage 1 - - - - 163 -
Stage 2 - - - - 129 -
Critical Hdwy - - 4.21 - 7.4 7.16
Critical Hdwy Stg 1 - - - - 6.4 -
Critical Hdwy Stg 2 - - - - 6.4 -
Follow-up Hdwy - - 2.299 - 4.4 4.164
Pot Cap-1 Maneuver - - 1363 - 534 686
Stage 1 - - - - 675 -
Stage 2 - - - - 703 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1363 - 522 686
Mov Cap-2 Maneuver - - - - 522 -
Stage 1 - - - - 675 -
Stage 2 - - - - 688 -
Approach EB WB NB
HCM Control Delay, s 0 2.3 11.4
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 684 - - 1363 -
HCM Lane V/C Ratio 0.184 - - 0.022 -
HCM Control Delay (s) 11.4 - - 7.7 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.7 - - 0.1 -
334
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 388 447 152 239 146
v/c Ratio 0.38 0.80 0.09 0.77 0.43
Control Delay 13.4 45.3 11.0 49.3 9.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 13.4 45.3 11.0 49.3 9.8
Queue Length 50th (ft) 26 241 13 114 0
Queue Length 95th (ft) 54 330 52 #215 46
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1032 667 1668 323 346
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.38 0.67 0.09 0.74 0.42
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
335
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 157 189 398 135 0 0 0 0 211 2 130
Future Volume (vph) 0 157 189 398 135 0 0 0 0 211 2 130
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3467 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3467 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 176 212 447 152 0 0 0 0 237 2 146
RTOR Reduction (vph) 0 158 0 0 0 0 0 0 0 0 0 120
Lane Group Flow (vph) 0 230 0 447 152 0 0 0 0 0 239 26
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 20.2 25.1 51.4 14.4 14.4
Effective Green, g (s) 20.2 25.1 51.4 14.4 14.4
Actuated g/C Ratio 0.25 0.31 0.64 0.18 0.18
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 875 560 1668 310 218
v/s Ratio Prot c0.07 c0.25 0.06 c0.14
v/s Ratio Perm 0.02
v/c Ratio 0.26 0.80 0.09 0.77 0.12
Uniform Delay, d1 23.9 25.1 5.4 31.2 27.5
Progression Factor 1.00 1.39 1.92 1.00 1.00
Incremental Delay, d2 0.7 8.0 0.1 11.9 0.3
Delay (s) 24.7 43.0 10.5 43.1 27.8
Level of Service C D B D C
Approach Delay (s) 24.7 34.8 0.0 37.3
Approach LOS C C A D
Intersection Summary
HCM 2000 Control Delay 32.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
336
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 101 271 474 130 199 194
v/c Ratio 0.25 0.12 0.28 0.15 0.57 0.50
Control Delay 15.8 13.9 10.8 1.7 13.1 9.7
Queue Delay 0.0 0.0 0.3 0.0 0.0 0.0
Total Delay 15.8 13.9 11.1 1.7 13.1 9.7
Queue Length 50th (ft) 34 47 76 0 7 0
Queue Length 95th (ft) m54 m67 100 0 67 55
Internal Link Dist (ft) 481 191 884
Turn Bay Length (ft) 480
Base Capacity (vph) 406 2290 1714 849 399 441
Starvation Cap Reductn 0 0 692 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.25 0.12 0.46 0.15 0.50 0.44
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
337
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 100 268 0 0 469 129 64 0 325 0 0 0
Future Volume (vph) 100 268 0 0 469 129 64 0 325 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.90 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.98 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1316 1490
Flt Permitted 0.39 1.00 1.00 1.00 0.98 1.00
Satd. Flow (perm) 483 3438 3505 1568 1316 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 101 271 0 0 474 130 65 0 328 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 69 0 156 165 0 0 0
Lane Group Flow (vph) 101 271 0 0 474 61 0 43 29 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 53.3 53.3 37.5 37.5 11.8 11.8
Effective Green, g (s) 53.3 53.3 37.5 37.5 11.8 11.8
Actuated g/C Ratio 0.67 0.67 0.47 0.47 0.15 0.15
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 386 2290 1642 735 194 219
v/s Ratio Prot c0.02 0.08 c0.14
v/s Ratio Perm 0.15 0.04 0.03 0.02
v/c Ratio 0.26 0.12 0.29 0.08 0.22 0.13
Uniform Delay, d1 5.4 4.8 13.1 11.7 30.1 29.6
Progression Factor 2.61 2.65 0.75 0.80 1.00 1.00
Incremental Delay, d2 0.4 0.1 0.4 0.2 1.2 0.6
Delay (s) 14.5 12.9 10.2 9.6 31.3 30.2
Level of Service B B B A C C
Approach Delay (s) 13.3 10.0 30.7 0.0
Approach LOS B B C A
Intersection Summary
HCM 2000 Control Delay 16.9 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.28
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
338
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 123 529 18 140 49 84 78 22 163 286 434
v/c Ratio 0.53 0.50 0.11 0.36 0.12 0.50 0.14 0.03 0.80 0.47 0.54
Control Delay 34.0 12.2 35.2 35.8 0.7 44.5 21.2 0.1 65.8 25.2 5.1
Queue Delay 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.0 12.9 35.2 35.8 0.7 44.5 21.2 0.1 65.8 25.2 5.1
Queue Length 50th (ft) 50 37 8 34 0 40 28 0 82 115 0
Queue Length 95th (ft) 55 82 28 62 0 85 60 0 #189 188 63
Internal Link Dist (ft) 191 394 1361 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 258 1052 162 392 394 171 576 658 203 610 811
Starvation Cap Reductn 0 227 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.48 0.64 0.11 0.36 0.12 0.49 0.14 0.03 0.80 0.47 0.54
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
339
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Background Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 112 293 188 16 127 45 76 71 20 148 260 395
Future Volume (vph) 112 293 188 16 127 45 76 71 20 148 260 395
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1736 3198 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1736 3198 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 123 322 207 18 140 49 84 78 22 163 286 434
RTOR Reduction (vph) 0 112 0 0 0 40 0 0 17 0 0 322
Lane Group Flow (vph) 123 417 0 18 140 9 84 78 5 163 286 112
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 10.7 23.5 1.4 14.2 14.2 8.4 19.4 19.4 9.1 20.6 20.6
Effective Green, g (s) 10.7 23.5 1.4 14.2 14.2 8.4 19.4 19.4 9.1 20.6 20.6
Actuated g/C Ratio 0.13 0.29 0.02 0.18 0.18 0.11 0.24 0.24 0.11 0.26 0.26
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 232 939 31 622 286 169 451 391 203 484 411
v/s Ratio Prot c0.07 c0.13 0.01 0.04 0.05 0.04 c0.09 c0.15
v/s Ratio Perm 0.01 0.00 0.07
v/c Ratio 0.53 0.44 0.58 0.23 0.03 0.50 0.17 0.01 0.80 0.59 0.27
Uniform Delay, d1 32.3 22.9 39.0 28.2 27.2 33.8 24.0 23.0 34.6 26.0 23.7
Progression Factor 0.81 0.64 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.7 0.5 36.4 0.4 0.1 3.1 0.8 0.1 21.0 5.2 1.6
Delay (s) 28.9 15.0 75.4 28.6 27.3 36.9 24.8 23.1 55.6 31.2 25.3
Level of Service C B E C C D C C E C C
Approach Delay (s) 17.6 32.3 30.1 32.8
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 27.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 61.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
340
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Background Weekday AM - 2034 Background
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Background Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 140 101 210 327 110 5 250 84
Average Queue (ft) 58 43 89 207 40 0 121 40
95th Queue (ft) 120 84 161 300 92 5 207 74
Link Distance (ft) 226 226 226 504 504 504 878
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 160 104 132 194 181 68 252 229
Average Queue (ft) 69 41 75 89 49 29 107 73
95th Queue (ft) 133 87 119 163 120 58 202 164
Link Distance (ft) 504 504 504 198 198 198 913
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
341
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Background Weekday AM - 2034 Background
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Background Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 188 189 204 57 112 93 54 134 94 27 173 288
Average Queue (ft) 97 87 114 15 48 36 24 54 31 6 98 112
95th Queue (ft) 163 155 186 44 94 76 50 107 72 22 174 286
Link Distance (ft) 198 198 198 427 427 427 1388 980
Upstream Blk Time (%) 0 0 1 0
Queuing Penalty (veh) 1 0 2 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 1 0
Queuing Penalty (veh) 0 7 1
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 162
Average Queue (ft) 60
95th Queue (ft) 123
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Zone Summary
Zone wide Queuing Penalty: 11
342
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 1
Intersection
Int Delay, s/veh 2.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 159 0 5 174 2 77
Future Vol, veh/h 159 0 5 174 2 77
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 110 - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 1 0 100 1 0 82
Mvmt Flow 181 0 6 198 2 88
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 181 0 391 181
Stage 1 - - - - 181 -
Stage 2 - - - - 210 -
Critical Hdwy - - 5.1 - 6.4 7.02
Critical Hdwy Stg 1 - - - - 5.4 -
Critical Hdwy Stg 2 - - - - 5.4 -
Follow-up Hdwy - - 3.1 - 3.5 4.038
Pot Cap-1 Maneuver - - 970 - 617 692
Stage 1 - - - - 855 -
Stage 2 - - - - 830 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 970 - 613 692
Mov Cap-2 Maneuver - - - - 613 -
Stage 1 - - - - 855 -
Stage 2 - - - - 825 -
Approach EB WB NB
HCM Control Delay, s 0 0.2 11
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT
Capacity (veh/h) 690 - - 970 -
HCM Lane V/C Ratio 0.13 - - 0.006 -
HCM Control Delay (s) 11 - - 8.7 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.4 - - 0 -
343
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 446 453 332 172 197
v/c Ratio 0.43 0.78 0.18 0.52 0.52
Control Delay 17.7 39.8 14.7 34.4 9.5
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 17.7 39.8 14.7 34.4 9.5
Queue Length 50th (ft) 42 244 61 80 0
Queue Length 95th (ft) 69 #410 102 123 47
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1045 583 1844 479 460
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.43 0.78 0.18 0.36 0.43
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
344
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Future Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4027 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4027 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 278 168 453 332 0 0 0 0 169 3 197
RTOR Reduction (vph) 0 130 0 0 0 0 0 0 0 0 0 160
Lane Group Flow (vph) 0 316 0 453 332 0 0 0 0 0 172 37
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 18.2 26.4 50.7 15.1 15.1
Effective Green, g (s) 18.2 26.4 50.7 15.1 15.1
Actuated g/C Ratio 0.23 0.33 0.63 0.19 0.19
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 916 584 1844 328 217
v/s Ratio Prot c0.08 c0.26 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.35 0.78 0.18 0.52 0.17
Uniform Delay, d1 25.9 24.1 6.1 29.2 27.2
Progression Factor 1.00 1.21 2.17 1.00 1.00
Incremental Delay, d2 1.0 5.5 0.2 2.0 0.5
Delay (s) 26.9 34.7 13.3 31.2 27.7
Level of Service C C B C C
Approach Delay (s) 26.9 25.6 0.0 29.3
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 26.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 60.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
345
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 166 272 557 228 346 326
v/c Ratio 0.50 0.16 0.60 0.39 0.78 0.47
Control Delay 28.2 13.7 24.8 5.1 34.1 4.7
Queue Delay 0.0 0.0 0.3 0.2 8.8 0.5
Total Delay 28.2 13.7 25.1 5.4 42.9 5.2
Queue Length 50th (ft) 58 42 134 0 135 0
Queue Length 95th (ft) 120 61 m190 m13 234 53
Internal Link Dist (ft) 481 191 846
Turn Bay Length (ft) 480
Base Capacity (vph) 337 1732 935 582 508 757
Starvation Cap Reductn 0 0 72 68 0 0
Spillback Cap Reductn 0 0 0 0 127 149
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.49 0.16 0.65 0.44 0.91 0.54
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
346
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Future Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.94 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1312 1504
Flt Permitted 0.27 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 398 3471 3539 1568 1312 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 166 272 0 0 557 228 211 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 168 0 30 223 0 0 0
Lane Group Flow (vph) 166 272 0 0 557 60 0 316 103 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 39.9 39.9 21.1 21.1 25.2 25.2
Effective Green, g (s) 39.9 39.9 21.1 21.1 25.2 25.2
Actuated g/C Ratio 0.50 0.50 0.26 0.26 0.31 0.31
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 331 1731 933 413 413 473
v/s Ratio Prot c0.07 0.08 c0.16
v/s Ratio Perm 0.18 0.04 0.24 0.07
v/c Ratio 0.50 0.16 0.60 0.15 0.76 0.22
Uniform Delay, d1 12.5 10.9 25.7 22.5 24.7 20.1
Progression Factor 1.76 1.12 0.81 0.82 1.00 1.00
Incremental Delay, d2 1.5 0.2 2.2 0.6 9.6 0.5
Delay (s) 23.5 12.4 23.2 19.2 34.3 20.6
Level of Service C B C B C C
Approach Delay (s) 16.6 22.0 27.7 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 22.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 60.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
347
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 458 290 26 280 157 197 461 13 88 203 326
v/c Ratio 1.30 0.31 0.16 0.55 0.29 0.81 1.14 0.02 0.47 0.59 0.57
Control Delay 184.0 12.7 36.2 36.1 1.4 60.3 118.6 0.1 42.8 37.6 7.6
Queue Delay 1.1 0.0 0.0 0.3 0.0 0.8 0.0 0.0 0.0 0.0 0.1
Total Delay 185.1 12.7 36.2 36.5 1.4 61.1 118.6 0.1 42.8 37.6 7.6
Queue Length 50th (ft) ~296 21 12 69 0 97 ~273 0 42 94 0
Queue Length 95th (ft) #449 26 35 105 0 #198 #435 0 85 157 54
Internal Link Dist (ft) 191 394 1358 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 351 929 162 511 535 244 406 580 188 346 570
Starvation Cap Reductn 33 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 34 0 4 0 0 0 0 9
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.44 0.31 0.16 0.59 0.29 0.82 1.14 0.02 0.47 0.59 0.58
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
348
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Future Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 3263 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1770 3263 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 458 164 126 26 280 157 197 461 12 88 203 326
RTOR Reduction (vph) 0 94 0 0 0 134 0 0 10 0 0 265
Lane Group Flow (vph) 458 196 0 26 280 23 197 461 3 88 203 61
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.9 20.5 7.2 11.8 11.8 11.3 17.3 17.3 8.4 14.9 14.9
Effective Green, g (s) 15.9 20.5 7.2 11.8 11.8 11.3 17.3 17.3 8.4 14.9 14.9
Actuated g/C Ratio 0.20 0.26 0.09 0.15 0.15 0.14 0.22 0.22 0.11 0.19 0.19
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 351 836 162 511 238 242 406 314 185 346 294
v/s Ratio Prot c0.26 0.06 0.01 c0.08 c0.11 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.04
v/c Ratio 1.30 0.23 0.16 0.55 0.10 0.81 1.14 0.01 0.48 0.59 0.21
Uniform Delay, d1 32.0 23.5 33.6 31.6 29.5 33.3 31.4 24.6 33.7 29.7 27.5
Progression Factor 0.95 0.88 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 155.1 0.7 1.0 2.1 0.4 19.4 87.0 0.0 2.6 3.9 0.7
Delay (s) 185.4 21.4 34.6 33.7 29.9 52.7 118.3 24.6 36.3 33.6 28.3
Level of Service F C C C C D F C D C C
Approach Delay (s) 121.8 32.5 97.3 31.2
Approach LOS F C F C
Intersection Summary
HCM 2000 Control Delay 76.3 HCM 2000 Level of Service E
HCM 2000 Volume to Capacity ratio 1.05
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 78.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
349
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background Weekday PM - 2034 Background
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 149 110 157 387 326 111 174 121
Average Queue (ft) 62 54 74 210 97 8 83 55
95th Queue (ft) 125 96 128 322 249 60 148 96
Link Distance (ft) 226 226 226 504 504 504 878
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 191 166 170 215 211 107 934 480
Average Queue (ft) 92 60 74 126 96 47 877 460
95th Queue (ft) 167 161 171 205 185 87 1082 566
Link Distance (ft) 504 504 504 198 198 198 875
Upstream Blk Time (%) 0 0 0 0 0 77
Queuing Penalty (veh) 0 0 1 1 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 71 4
Queuing Penalty (veh) 146 18
350
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background Weekday PM - 2034 Background
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 251 236 253 59 155 170 105 150 1187 280 109 172
Average Queue (ft) 217 201 168 19 69 84 53 138 853 47 47 84
95th Queue (ft) 240 252 281 50 129 147 91 180 1505 209 93 148
Link Distance (ft) 198 198 198 427 427 427 1385 980
Upstream Blk Time (%) 64 30 16 16
Queuing Penalty (veh) 141 65 34 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 9 63 0
Queuing Penalty (veh) 38 116 1
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 130
Average Queue (ft) 53
95th Queue (ft) 102
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 560
351
Appendix M
Year 2034 Background Traffic
Conditions – Mitigation Scenario
Operational Worksheets
352
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 446 453 332 172 197
v/c Ratio 0.37 0.80 0.17 0.63 0.57
Control Delay 16.8 38.1 4.0 42.5 12.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.8 38.1 4.0 42.5 12.0
Queue Length 50th (ft) 41 181 19 81 0
Queue Length 95th (ft) 71 212 m30 141 54
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1198 683 1935 283 352
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.37 0.66 0.17 0.61 0.56
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
353
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Future Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4027 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4027 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 278 168 453 332 0 0 0 0 169 3 197
RTOR Reduction (vph) 0 123 0 0 0 0 0 0 0 0 0 166
Lane Group Flow (vph) 0 323 0 453 332 0 0 0 0 0 172 31
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.4 25.7 53.2 12.6 12.6
Effective Green, g (s) 21.4 25.7 53.2 12.6 12.6
Actuated g/C Ratio 0.27 0.32 0.67 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1077 568 1935 274 181
v/s Ratio Prot c0.08 c0.26 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.30 0.80 0.17 0.63 0.17
Uniform Delay, d1 23.3 24.8 5.1 31.5 29.2
Progression Factor 1.00 1.19 0.73 1.00 1.00
Incremental Delay, d2 0.7 6.7 0.2 5.0 0.6
Delay (s) 24.0 36.1 3.9 36.5 29.8
Level of Service C D A D C
Approach Delay (s) 24.0 22.5 0.0 32.9
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 25.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 60.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
354
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 166 272 557 228 346 326
v/c Ratio 0.50 0.15 0.55 0.38 0.80 0.48
Control Delay 20.1 12.7 24.1 7.7 37.3 5.0
Queue Delay 0.0 0.0 0.5 0.3 0.0 0.0
Total Delay 20.1 12.7 24.6 8.0 37.3 5.0
Queue Length 50th (ft) 55 40 114 5 137 0
Queue Length 95th (ft) m126 70 m169 m44 #271 55
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 333 1763 1005 608 475 727
Starvation Cap Reductn 0 0 152 92 0 0
Spillback Cap Reductn 0 58 0 0 0 5
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.50 0.16 0.65 0.44 0.73 0.45
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
355
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Future Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.94 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.97 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1312 1504
Flt Permitted 0.28 1.00 1.00 1.00 0.97 1.00
Satd. Flow (perm) 417 3471 3539 1568 1312 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 166 272 0 0 557 228 211 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 163 0 30 226 0 0 0
Lane Group Flow (vph) 166 272 0 0 557 65 0 316 100 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 40.6 40.6 22.7 22.7 24.5 24.5
Effective Green, g (s) 40.6 40.6 22.7 22.7 24.5 24.5
Actuated g/C Ratio 0.51 0.51 0.28 0.28 0.31 0.31
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 330 1761 1004 444 401 460
v/s Ratio Prot c0.06 0.08 0.16
v/s Ratio Perm c0.19 0.04 0.24 0.07
v/c Ratio 0.50 0.15 0.55 0.15 0.79 0.22
Uniform Delay, d1 12.0 10.5 24.4 21.4 25.4 20.6
Progression Factor 1.23 1.09 0.87 1.61 1.00 1.00
Incremental Delay, d2 1.5 0.2 1.6 0.5 11.4 0.5
Delay (s) 16.3 11.7 22.9 35.0 36.7 21.1
Level of Service B B C C D C
Approach Delay (s) 13.4 26.4 29.2 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 24.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 60.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
356
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 252 496 26 280 157 197 461 13 88 203 326
v/c Ratio 0.84 0.78 0.14 0.81 0.42 0.75 0.82 0.02 0.50 0.43 0.51
Control Delay 48.7 17.7 35.0 54.6 4.7 51.7 40.2 0.1 44.5 29.0 6.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0
Total Delay 48.7 17.7 35.0 54.6 4.7 52.5 40.2 0.1 44.5 29.0 6.3
Queue Length 50th (ft) 115 21 12 73 0 95 214 0 43 87 0
Queue Length 95th (ft) m#232 29 34 #131 12 #183 #357 0 86 145 57
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 311 652 180 347 373 272 563 590 177 471 644
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 9 0 0 0 0 1
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.81 0.76 0.14 0.81 0.42 0.75 0.82 0.02 0.50 0.43 0.51
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
357
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Future Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3169 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3169 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 458 164 126 26 280 157 197 461 12 88 203 326
RTOR Reduction (vph) 0 39 0 0 0 141 0 0 9 0 0 243
Lane Group Flow (vph) 252 457 0 26 280 16 197 461 4 88 203 83
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.0 15.0 8.0 8.0 8.0 12.2 24.0 24.0 8.0 20.3 20.3
Effective Green, g (s) 15.0 15.0 8.0 8.0 8.0 12.2 24.0 24.0 8.0 20.3 20.3
Actuated g/C Ratio 0.19 0.19 0.10 0.10 0.10 0.15 0.30 0.30 0.10 0.25 0.25
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 301 594 180 347 161 262 564 436 177 472 401
v/s Ratio Prot c0.16 0.14 0.01 c0.08 c0.11 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.84 0.77 0.14 0.81 0.10 0.75 0.82 0.01 0.50 0.43 0.21
Uniform Delay, d1 31.3 30.9 32.9 35.2 32.7 32.5 26.0 19.7 34.1 25.0 23.5
Progression Factor 0.80 0.29 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 17.4 6.2 0.8 14.5 0.6 12.2 12.4 0.0 3.0 2.8 1.2
Delay (s) 42.6 15.1 33.6 49.7 33.3 44.7 38.4 19.7 37.1 27.9 24.7
Level of Service D B C D C D D B D C C
Approach Delay (s) 24.4 43.3 39.9 27.5
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 32.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 68.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
358
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background - Mitigation Strategy #1Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 152 127 179 371 185 81 179 119
Average Queue (ft) 63 55 77 212 80 4 88 56
95th Queue (ft) 125 102 142 314 164 41 150 95
Link Distance (ft) 226 226 226 503 503 503 878
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 224 101 132 201 204 129 391 333
Average Queue (ft) 90 40 61 130 108 61 210 132
95th Queue (ft) 171 85 111 194 178 104 339 271
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 1 0
Queuing Penalty (veh) 2 1
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
359
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background - Mitigation Strategy #1Weekday PM - 2034 Background - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background - Mitigation Strategy #1 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 188 181 180 47 176 202 95 150 530 113 96 161
Average Queue (ft) 109 99 67 12 78 100 45 118 220 7 43 75
95th Queue (ft) 169 161 135 36 155 186 78 176 432 57 84 136
Link Distance (ft) 195 195 195 415 415 415 945 977
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 1 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 5 17 0
Queuing Penalty (veh) 19 31 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 111
Average Queue (ft) 47
95th Queue (ft) 88
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 54
360
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 446 453 332 172 197
v/c Ratio 0.37 0.80 0.17 0.63 0.57
Control Delay 16.8 33.2 3.6 42.5 12.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.8 33.2 3.6 42.5 12.0
Queue Length 50th (ft) 41 124 15 81 0
Queue Length 95th (ft) 71 188 27 141 54
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1198 683 1935 283 352
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.37 0.66 0.17 0.61 0.56
Intersection Summary
361
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Future Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4027 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4027 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 278 168 453 332 0 0 0 0 169 3 197
RTOR Reduction (vph) 0 123 0 0 0 0 0 0 0 0 0 166
Lane Group Flow (vph) 0 323 0 453 332 0 0 0 0 0 172 31
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.4 25.7 53.2 12.6 12.6
Effective Green, g (s) 21.4 25.7 53.2 12.6 12.6
Actuated g/C Ratio 0.27 0.32 0.67 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1077 568 1935 274 181
v/s Ratio Prot c0.08 c0.26 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.30 0.80 0.17 0.63 0.17
Uniform Delay, d1 23.3 24.8 5.1 31.5 29.2
Progression Factor 1.00 0.96 0.67 1.00 1.00
Incremental Delay, d2 0.7 7.2 0.2 5.0 0.6
Delay (s) 24.0 31.0 3.5 36.5 29.8
Level of Service C C A D C
Approach Delay (s) 24.0 19.4 0.0 32.9
Approach LOS C B A C
Intersection Summary
HCM 2000 Control Delay 23.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 60.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
362
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 166 272 557 228 211 232 229
v/c Ratio 0.44 0.14 0.50 0.35 0.65 0.42 0.41
Control Delay 13.8 9.3 20.6 7.2 35.4 5.8 5.6
Queue Delay 0.0 0.0 0.5 0.3 0.0 0.0 0.0
Total Delay 13.8 9.3 21.1 7.5 35.4 5.8 5.7
Queue Length 50th (ft) 46 38 105 5 91 1 0
Queue Length 95th (ft) m83 63 m148 m37 156 51 50
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 300 480
Base Capacity (vph) 397 1936 1124 653 388 617 616
Starvation Cap Reductn 0 0 218 126 0 0 0
Spillback Cap Reductn 0 52 0 0 0 3 3
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.42 0.14 0.61 0.43 0.54 0.38 0.37
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
363
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Future Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 1.00 0.85 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1280 1507 1504
Flt Permitted 0.30 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 447 3471 3539 1568 1280 1507 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 166 272 0 0 557 228 211 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 156 0 171 170 0 0 0
Lane Group Flow (vph) 166 272 0 0 557 72 211 61 59 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 44.6 44.6 25.4 25.4 20.5 20.5 20.5
Effective Green, g (s) 44.6 44.6 25.4 25.4 20.5 20.5 20.5
Actuated g/C Ratio 0.56 0.56 0.32 0.32 0.26 0.26 0.26
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 380 1935 1123 497 328 386 385
v/s Ratio Prot c0.06 0.08 c0.16 c0.16 0.04
v/s Ratio Perm 0.18 0.05 0.04
v/c Ratio 0.44 0.14 0.50 0.15 0.64 0.16 0.15
Uniform Delay, d1 9.8 8.5 22.1 19.5 26.5 23.1 23.0
Progression Factor 1.03 0.97 0.81 1.55 1.00 1.00 1.00
Incremental Delay, d2 1.0 0.1 1.2 0.5 5.8 0.4 0.4
Delay (s) 11.1 8.4 19.2 30.8 32.3 23.5 23.4
Level of Service B A B C C C C
Approach Delay (s) 9.4 22.6 26.2 0.0
Approach LOS A C C A
Intersection Summary
HCM 2000 Control Delay 20.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 60.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
364
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 252 496 26 280 157 197 461 13 88 203 326
v/c Ratio 0.84 0.78 0.14 0.81 0.42 0.75 0.82 0.02 0.50 0.43 0.51
Control Delay 50.2 19.7 35.0 54.6 4.7 51.7 40.2 0.1 44.5 29.0 6.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 0.0 0.0
Total Delay 50.2 19.7 35.0 54.6 4.7 52.5 40.2 0.1 44.5 29.0 6.3
Queue Length 50th (ft) 104 23 12 73 0 95 214 0 43 87 0
Queue Length 95th (ft) #236 48 34 #131 12 #183 #357 0 86 145 57
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 311 652 180 347 373 272 563 590 177 471 644
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 9 0 0 0 0 1
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.81 0.76 0.14 0.81 0.42 0.75 0.82 0.02 0.50 0.43 0.51
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
365
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Future Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3169 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3169 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 458 164 126 26 280 157 197 461 12 88 203 326
RTOR Reduction (vph) 0 39 0 0 0 141 0 0 9 0 0 243
Lane Group Flow (vph) 252 457 0 26 280 16 197 461 4 88 203 83
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.0 15.0 8.0 8.0 8.0 12.2 24.0 24.0 8.0 20.3 20.3
Effective Green, g (s) 15.0 15.0 8.0 8.0 8.0 12.2 24.0 24.0 8.0 20.3 20.3
Actuated g/C Ratio 0.19 0.19 0.10 0.10 0.10 0.15 0.30 0.30 0.10 0.25 0.25
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 301 594 180 347 161 262 564 436 177 472 401
v/s Ratio Prot c0.16 0.14 0.01 c0.08 c0.11 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.84 0.77 0.14 0.81 0.10 0.75 0.82 0.01 0.50 0.43 0.21
Uniform Delay, d1 31.3 30.9 32.9 35.2 32.7 32.5 26.0 19.7 34.1 25.0 23.5
Progression Factor 0.83 0.36 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 18.1 6.3 0.8 14.5 0.6 12.2 12.4 0.0 3.0 2.8 1.2
Delay (s) 44.0 17.4 33.6 49.7 33.3 44.7 38.4 19.7 37.1 27.9 24.7
Level of Service D B C D C D D B D C C
Approach Delay (s) 26.3 43.3 39.9 27.5
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 33.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 68.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
366
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background - Mitigation Strategy #2Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 161 132 162 362 201 112 169 121
Average Queue (ft) 69 58 84 214 87 5 89 56
95th Queue (ft) 133 105 151 326 179 47 147 98
Link Distance (ft) 226 226 226 496 496 496 878
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L TR R
Maximum Queue (ft) 198 105 134 187 206 114 260 167 137
Average Queue (ft) 83 35 61 114 97 57 129 67 38
95th Queue (ft) 160 81 111 180 173 98 222 122 87
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 0 1
Storage Bay Dist (ft) 300 480
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
367
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background - Mitigation Strategy #2Weekday PM - 2034 Background - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background - Mitigation Strategy #2 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 202 192 168 57 165 212 107 150 522 113 110 152
Average Queue (ft) 123 107 75 12 72 100 44 119 224 8 43 72
95th Queue (ft) 189 174 141 38 133 183 74 179 441 64 86 132
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 1 0 0 0
Queuing Penalty (veh) 2 0 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 5 17 0
Queuing Penalty (veh) 21 31 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 135
Average Queue (ft) 50
95th Queue (ft) 94
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 56
368
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 446 453 332 172 197
v/c Ratio 0.37 0.80 0.17 0.63 0.57
Control Delay 16.8 42.6 7.8 42.5 12.0
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.8 42.6 7.8 42.5 12.0
Queue Length 50th (ft) 41 252 12 81 0
Queue Length 95th (ft) 71 336 85 141 54
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1198 683 1935 283 352
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.37 0.66 0.17 0.61 0.56
Intersection Summary
369
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Future Volume (vph) 0 245 148 399 292 0 0 0 0 149 3 173
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 4027 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 4027 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 278 168 453 332 0 0 0 0 169 3 197
RTOR Reduction (vph) 0 123 0 0 0 0 0 0 0 0 0 166
Lane Group Flow (vph) 0 323 0 453 332 0 0 0 0 0 172 31
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 21.4 25.7 53.2 12.6 12.6
Effective Green, g (s) 21.4 25.7 53.2 12.6 12.6
Actuated g/C Ratio 0.27 0.32 0.67 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1077 568 1935 274 181
v/s Ratio Prot c0.08 c0.26 0.11 c0.10
v/s Ratio Perm 0.03
v/c Ratio 0.30 0.80 0.17 0.63 0.17
Uniform Delay, d1 23.3 24.8 5.1 31.5 29.2
Progression Factor 1.00 1.32 1.47 1.00 1.00
Incremental Delay, d2 0.7 7.6 0.2 5.0 0.6
Delay (s) 24.0 40.4 7.6 36.5 29.8
Level of Service C D A D C
Approach Delay (s) 24.0 26.5 0.0 32.9
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 27.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.58
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 60.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
370
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 166 272 557 228 105 108 459
v/c Ratio 0.40 0.13 0.43 0.32 0.41 0.42 0.66
Control Delay 18.7 9.8 21.4 7.6 30.5 30.6 7.5
Queue Delay 0.0 0.0 0.9 0.5 0.0 0.0 0.0
Total Delay 18.7 9.8 22.2 8.2 30.5 30.6 7.6
Queue Length 50th (ft) 46 38 100 5 48 49 0
Queue Length 95th (ft) m111 58 m182 m37 86 89 66
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 300 480
Base Capacity (vph) 435 2090 1286 715 354 357 786
Starvation Cap Reductn 0 0 434 213 0 0 0
Spillback Cap Reductn 0 28 0 0 0 0 9
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.38 0.13 0.65 0.45 0.30 0.30 0.59
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
371
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Future Volume (vph) 149 245 0 0 501 205 190 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1216 1227 1583
Flt Permitted 0.33 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (perm) 480 3471 3539 1568 1216 1227 1583
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 166 272 0 0 557 228 211 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 145 0 0 362 0 0 0
Lane Group Flow (vph) 166 272 0 0 557 83 105 108 97 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 48.2 48.2 29.1 29.1 16.9 16.9 16.9
Effective Green, g (s) 48.2 48.2 29.1 29.1 16.9 16.9 16.9
Actuated g/C Ratio 0.60 0.60 0.36 0.36 0.21 0.21 0.21
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 414 2091 1287 570 256 259 334
v/s Ratio Prot c0.05 0.08 0.16 0.09 c0.09
v/s Ratio Perm c0.19 0.05 0.06
v/c Ratio 0.40 0.13 0.43 0.15 0.41 0.42 0.29
Uniform Delay, d1 8.0 6.9 19.2 17.1 27.2 27.3 26.5
Progression Factor 1.85 1.23 0.97 1.81 1.00 1.00 1.00
Incremental Delay, d2 0.8 0.1 0.8 0.4 2.2 2.3 1.0
Delay (s) 15.6 8.5 19.5 31.3 29.5 29.6 27.5
Level of Service B A B C C C C
Approach Delay (s) 11.2 22.9 28.2 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 22.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.44
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 60.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
372
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 252 496 26 280 157 197 461 13 88 203 326
v/c Ratio 0.84 0.78 0.14 0.81 0.42 0.75 0.82 0.02 0.50 0.43 0.51
Control Delay 51.1 32.2 35.0 54.6 4.7 51.7 40.2 0.1 44.5 29.0 6.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 2.9 0.0 0.0 0.0 0.0 0.0
Total Delay 51.1 32.2 35.0 54.6 4.7 54.6 40.2 0.1 44.5 29.0 6.3
Queue Length 50th (ft) 115 68 12 73 0 95 214 0 43 87 0
Queue Length 95th (ft) #220 128 34 #131 12 #183 #357 0 86 145 57
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 311 652 180 347 373 272 563 590 177 471 644
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 25 0 0 0 0 7
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.81 0.76 0.14 0.81 0.42 0.80 0.82 0.02 0.50 0.43 0.51
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
373
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Future Volume (vph) 403 144 111 23 246 138 173 406 11 77 179 287
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3169 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3169 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 458 164 126 26 280 157 197 461 12 88 203 326
RTOR Reduction (vph) 0 39 0 0 0 141 0 0 9 0 0 243
Lane Group Flow (vph) 252 457 0 26 280 16 197 461 4 88 203 83
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.0 15.0 8.0 8.0 8.0 12.2 24.0 24.0 8.0 20.3 20.3
Effective Green, g (s) 15.0 15.0 8.0 8.0 8.0 12.2 24.0 24.0 8.0 20.3 20.3
Actuated g/C Ratio 0.19 0.19 0.10 0.10 0.10 0.15 0.30 0.30 0.10 0.25 0.25
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 301 594 180 347 161 262 564 436 177 472 401
v/s Ratio Prot c0.16 0.14 0.01 c0.08 c0.11 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.84 0.77 0.14 0.81 0.10 0.75 0.82 0.01 0.50 0.43 0.21
Uniform Delay, d1 31.3 30.9 32.9 35.2 32.7 32.5 26.0 19.7 34.1 25.0 23.5
Progression Factor 0.90 0.81 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 17.0 6.3 0.8 14.5 0.6 12.2 12.4 0.0 3.0 2.8 1.2
Delay (s) 45.2 31.4 33.6 49.7 33.3 44.7 38.4 19.7 37.1 27.9 24.7
Level of Service D C C D C D D B D C C
Approach Delay (s) 36.0 43.3 39.9 27.5
Approach LOS D D D C
Intersection Summary
HCM 2000 Control Delay 36.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.87
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 68.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
374
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background - Mitigation Strategy #3Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 144 116 167 356 158 29 189 123
Average Queue (ft) 64 55 78 196 55 1 85 57
95th Queue (ft) 128 99 137 303 122 18 148 97
Link Distance (ft) 226 226 226 496 496 496 878
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L LT R
Maximum Queue (ft) 195 77 93 199 189 111 135 202 193
Average Queue (ft) 85 33 42 111 92 54 49 92 81
95th Queue (ft) 157 66 82 175 158 96 102 172 146
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 1 0
Storage Bay Dist (ft) 300 480
Storage Blk Time (%)
Queuing Penalty (veh)
375
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Background - Mitigation Strategy #3Weekday PM - 2034 Background - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Background - Mitigation Strategy #3 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 183 212 228 49 172 197 89 150 569 182 99 158
Average Queue (ft) 119 149 135 12 70 98 44 114 239 12 45 77
95th Queue (ft) 183 205 226 36 138 181 75 179 521 89 85 140
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 0 2 3 1
Queuing Penalty (veh) 0 4 7 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 6 17 0
Queuing Penalty (veh) 25 32 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 108
Average Queue (ft) 48
95th Queue (ft) 88
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 68
376
Appendix N
Year 2034 Total Traffic
Operational Worksheets
377
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 1
Intersection
Int Delay, s/veh 8.2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 144 21 352 60 11 240
Future Vol, veh/h 144 21 352 60 11 240
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - 200 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 90 90 90 90 90 90
Heavy Vehicles, % 0 100 11 7 100 96
Mvmt Flow 160 23 391 67 12 267
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 183 0 1021 172
Stage 1 - - - - 172 -
Stage 2 - - - - 849 -
Critical Hdwy - - 4.21 - 7.4 7.16
Critical Hdwy Stg 1 - - - - 6.4 -
Critical Hdwy Stg 2 - - - - 6.4 -
Follow-up Hdwy - - 2.299 - 4.4 4.164
Pot Cap-1 Maneuver - - 1340 - 176 677
Stage 1 - - - - 668 -
Stage 2 - - - - 291 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 1340 - 125 677
Mov Cap-2 Maneuver - - - - 125 -
Stage 1 - - - - 668 -
Stage 2 - - - - 206 -
Approach EB WB NB
HCM Control Delay, s 0 7.5 14.7
HCM LOS B
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 125 677 - - 1340 -
HCM Lane V/C Ratio 0.098 0.394 - - 0.292 -
HCM Control Delay (s) 36.9 13.7 - - 8.8 -
HCM Lane LOS E B - - A -
HCM 95th %tile Q(veh) 0.3 1.9 - - 1.2 -
378
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 531 447 344 239 317
v/c Ratio 0.49 0.80 0.21 0.77 0.66
Control Delay 14.5 39.0 12.0 49.3 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 14.5 39.0 12.0 49.3 11.3
Queue Length 50th (ft) 38 224 56 114 0
Queue Length 95th (ft) 73 m308 m84 #215 71
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1085 667 1668 323 485
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.49 0.67 0.21 0.74 0.65
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
379
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Future Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3476 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3476 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 251 280 447 344 0 0 0 0 237 2 317
RTOR Reduction (vph) 0 209 0 0 0 0 0 0 0 0 0 260
Lane Group Flow (vph) 0 322 0 447 344 0 0 0 0 0 239 57
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 20.2 25.1 51.4 14.4 14.4
Effective Green, g (s) 20.2 25.1 51.4 14.4 14.4
Actuated g/C Ratio 0.25 0.31 0.64 0.18 0.18
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 877 560 1668 310 218
v/s Ratio Prot c0.09 c0.25 0.13 c0.14
v/s Ratio Perm 0.05
v/c Ratio 0.37 0.80 0.21 0.77 0.26
Uniform Delay, d1 24.6 25.1 5.9 31.2 28.2
Progression Factor 1.00 1.16 1.92 1.00 1.00
Incremental Delay, d2 1.2 7.6 0.3 11.9 0.9
Delay (s) 25.8 36.8 11.6 43.1 29.1
Level of Service C D B D C
Approach Delay (s) 25.8 25.8 0.0 35.1
Approach LOS C C A D
Intersection Summary
HCM 2000 Control Delay 28.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
380
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 161 278 493 130 284 262
v/c Ratio 0.42 0.13 0.34 0.17 0.81 0.55
Control Delay 17.5 13.1 13.3 2.0 31.8 8.9
Queue Delay 0.0 0.0 0.5 0.0 0.0 0.0
Total Delay 17.5 13.1 13.8 2.0 31.8 8.9
Queue Length 50th (ft) 50 44 87 0 47 0
Queue Length 95th (ft) m75 m61 102 0 #181 64
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 384 2205 1469 751 367 496
Starvation Cap Reductn 0 0 551 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.42 0.13 0.54 0.17 0.77 0.53
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
381
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Future Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.97 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1149 1490
Flt Permitted 0.38 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 465 3438 3505 1568 1149 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 161 278 0 0 493 130 218 0 328 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 76 0 151 217 0 0 0
Lane Group Flow (vph) 161 278 0 0 493 54 0 133 45 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 51.3 51.3 33.5 33.5 13.8 13.8
Effective Green, g (s) 51.3 51.3 33.5 33.5 13.8 13.8
Actuated g/C Ratio 0.64 0.64 0.42 0.42 0.17 0.17
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 382 2204 1467 656 198 257
v/s Ratio Prot c0.05 0.08 0.14
v/s Ratio Perm c0.22 0.03 0.12 0.03
v/c Ratio 0.42 0.13 0.34 0.08 0.67 0.18
Uniform Delay, d1 6.6 5.6 15.7 14.0 31.0 28.2
Progression Factor 2.24 2.20 0.78 0.92 1.00 1.00
Incremental Delay, d2 0.8 0.1 0.5 0.2 10.8 0.7
Delay (s) 15.5 12.4 12.9 13.0 41.8 28.9
Level of Service B B B B D C
Approach Delay (s) 13.5 12.9 35.6 0.0
Approach LOS B B D A
Intersection Summary
HCM 2000 Control Delay 20.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
382
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 127 532 18 140 49 93 78 22 163 286 445
v/c Ratio 0.55 0.50 0.11 0.36 0.12 0.54 0.14 0.03 0.81 0.47 0.55
Control Delay 34.5 13.5 35.2 35.9 0.7 46.9 21.2 0.1 66.4 25.3 5.1
Queue Delay 0.0 0.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.5 14.3 35.2 35.9 0.7 46.9 21.2 0.1 66.4 25.3 5.1
Queue Length 50th (ft) 50 43 8 34 0 45 28 0 82 115 0
Queue Length 95th (ft) m59 m81 28 62 0 #100 60 0 #189 188 63
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 258 1056 162 391 393 173 576 657 202 606 816
Starvation Cap Reductn 0 255 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.49 0.66 0.11 0.36 0.12 0.54 0.14 0.03 0.81 0.47 0.55
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
383
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Future Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1736 3194 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1736 3194 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 127 322 210 18 140 49 93 78 22 163 286 445
RTOR Reduction (vph) 0 114 0 0 0 40 0 0 17 0 0 332
Lane Group Flow (vph) 127 418 0 18 140 9 93 78 5 163 286 113
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 10.8 23.6 1.4 14.2 14.2 8.5 19.3 19.3 9.1 20.4 20.4
Effective Green, g (s) 10.8 23.6 1.4 14.2 14.2 8.5 19.3 19.3 9.1 20.4 20.4
Actuated g/C Ratio 0.14 0.30 0.02 0.18 0.18 0.11 0.24 0.24 0.11 0.25 0.25
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 234 942 31 622 286 171 449 389 203 479 407
v/s Ratio Prot c0.07 c0.13 0.01 0.04 0.06 0.04 c0.09 c0.15
v/s Ratio Perm 0.01 0.00 0.07
v/c Ratio 0.54 0.44 0.58 0.23 0.03 0.54 0.17 0.01 0.80 0.60 0.28
Uniform Delay, d1 32.3 22.9 39.0 28.2 27.2 33.9 24.0 23.1 34.6 26.2 23.9
Progression Factor 0.83 0.72 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 2.8 0.4 36.4 0.4 0.1 4.4 0.8 0.1 21.0 5.4 1.7
Delay (s) 29.6 16.9 75.4 28.6 27.3 38.3 24.9 23.2 55.6 31.6 25.6
Level of Service C B E C C D C C E C C
Approach Delay (s) 19.4 32.3 31.1 33.0
Approach LOS B C C C
Intersection Summary
HCM 2000 Control Delay 28.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 61.7% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
384
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total Weekday AM - 2034 Total
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 207 131 240 16 324 184 71 232 191
Average Queue (ft) 89 56 114 1 200 76 4 121 71
95th Queue (ft) 177 106 196 16 298 148 33 205 124
Link Distance (ft) 227 227 227 408 503 503 503 878
Upstream Blk Time (%) 0 1
Queuing Penalty (veh) 0 1
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 228 92 129 184 169 73 607 468
Average Queue (ft) 103 36 66 91 66 33 346 258
95th Queue (ft) 188 76 111 159 133 62 579 462
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 0 0 2
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 5 0
Queuing Penalty (veh) 8 1
385
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total Weekday AM - 2034 Total
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 171 197 213 54 92 110 50 131 111 26 167 232
Average Queue (ft) 94 99 124 15 43 45 23 59 29 5 86 94
95th Queue (ft) 153 175 200 42 83 88 48 113 79 20 154 185
Link Distance (ft) 195 195 195 427 427 427 945 980
Upstream Blk Time (%) 0 0 2
Queuing Penalty (veh) 0 1 3
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 1 0 1 0
Queuing Penalty (veh) 0 0 4 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 157
Average Queue (ft) 60
95th Queue (ft) 116
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Zone Summary
Zone wide Queuing Penalty: 18
386
HCM 6th TWSC Fruit Hill Property
1: Zachary Ann Ln & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 1
Intersection
Int Delay, s/veh 10.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 157 11 158 172 21 393
Future Vol, veh/h 157 11 158 172 21 393
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - 200 - 200 0
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 1 0 100 1 0 82
Mvmt Flow 178 13 180 195 24 447
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 191 0 740 185
Stage 1 - - - - 185 -
Stage 2 - - - - 555 -
Critical Hdwy - - 5.1 - 6.4 7.02
Critical Hdwy Stg 1 - - - - 5.4 -
Critical Hdwy Stg 2 - - - - 5.4 -
Follow-up Hdwy - - 3.1 - 3.5 4.038
Pot Cap-1 Maneuver - - 961 - 387 688
Stage 1 - - - - 852 -
Stage 2 - - - - 579 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver - - 961 - 315 688
Mov Cap-2 Maneuver - - - - 315 -
Stage 1 - - - - 852 -
Stage 2 - - - - 471 -
Approach EB WB NB
HCM Control Delay, s 0 4.6 19.3
HCM LOS C
Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT
Capacity (veh/h) 315 688 - - 961 -
HCM Lane V/C Ratio 0.076 0.649 - - 0.187 -
HCM Control Delay (s) 17.4 19.4 - - 9.6 -
HCM Lane LOS C C - - A -
HCM 95th %tile Q(veh) 0.2 4.8 - - 0.7 -
387
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 2
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 804 453 423 172 277
v/c Ratio 0.75 0.79 0.23 0.51 0.62
Control Delay 26.3 35.4 16.5 33.7 10.2
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 26.3 35.4 16.5 33.7 10.2
Queue Length 50th (ft) 102 240 77 78 0
Queue Length 95th (ft) 142 m#395 m120 121 55
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1068 576 1832 479 518
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.75 0.79 0.23 0.36 0.53
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
388
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Future Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 466 338 453 423 0 0 0 0 169 3 277
RTOR Reduction (vph) 0 162 0 0 0 0 0 0 0 0 0 224
Lane Group Flow (vph) 0 642 0 453 423 0 0 0 0 0 172 53
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 18.2 26.1 50.4 15.4 15.4
Effective Green, g (s) 18.2 26.1 50.4 15.4 15.4
Actuated g/C Ratio 0.23 0.33 0.63 0.19 0.19
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 905 577 1833 335 222
v/s Ratio Prot c0.16 c0.26 0.15 c0.10
v/s Ratio Perm 0.05
v/c Ratio 0.71 0.79 0.23 0.51 0.24
Uniform Delay, d1 28.5 24.4 6.4 28.9 27.3
Progression Factor 1.00 1.05 2.29 1.00 1.00
Incremental Delay, d2 4.7 4.7 0.2 1.8 0.8
Delay (s) 33.1 30.4 14.8 30.7 28.1
Level of Service C C B C C
Approach Delay (s) 33.1 22.9 0.0 29.1
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 28.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
389
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 4
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 331 290 566 228 394 358
v/c Ratio 1.05 0.18 0.76 0.45 0.86 0.47
Control Delay 93.7 16.4 30.5 6.1 42.3 4.5
Queue Delay 0.0 0.0 1.8 0.4 53.4 0.6
Total Delay 93.7 16.4 32.3 6.5 95.7 5.1
Queue Length 50th (ft) ~180 41 137 0 173 0
Queue Length 95th (ft) m#281 m70 m191 m14 #337 55
Internal Link Dist (ft) 481 191 836
Turn Bay Length (ft) 480
Base Capacity (vph) 316 1621 743 509 484 777
Starvation Cap Reductn 0 0 71 68 0 0
Spillback Cap Reductn 0 0 0 0 130 157
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 1.05 0.18 0.84 0.52 1.11 0.58
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
390
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Future Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.96 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1280 1504
Flt Permitted 0.22 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 323 3471 3539 1568 1280 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 331 290 0 0 566 228 291 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 180 0 16 234 0 0 0
Lane Group Flow (vph) 331 290 0 0 566 48 0 378 124 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 37.4 37.4 16.8 16.8 27.7 27.7
Effective Green, g (s) 37.4 37.4 16.8 16.8 27.7 27.7
Actuated g/C Ratio 0.47 0.47 0.21 0.21 0.35 0.35
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 317 1622 743 329 443 520
v/s Ratio Prot c0.16 0.08 0.16
v/s Ratio Perm c0.33 0.03 0.30 0.08
v/c Ratio 1.04 0.18 0.76 0.15 0.85 0.24
Uniform Delay, d1 16.7 12.4 29.7 25.8 24.3 18.6
Progression Factor 2.25 1.24 0.81 0.89 1.00 1.00
Incremental Delay, d2 56.0 0.2 5.7 0.7 16.0 0.5
Delay (s) 93.5 15.6 29.9 23.6 40.3 19.1
Level of Service F B C C D B
Approach Delay (s) 57.1 28.1 30.2 0.0
Approach LOS E C C A
Intersection Summary
HCM 2000 Control Delay 37.1 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 1.02
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
391
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 6
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 467 299 26 280 157 202 461 13 88 203 330
v/c Ratio 1.33 0.24 0.16 0.55 0.29 0.83 0.95 0.02 0.47 0.59 0.58
Control Delay 195.5 10.9 36.2 36.1 1.4 62.2 65.4 0.1 42.8 37.8 7.8
Queue Delay 1.1 0.0 0.0 0.4 0.0 0.9 0.0 0.0 0.0 0.0 0.1
Total Delay 196.6 10.9 36.2 36.5 1.4 63.1 65.4 0.1 42.8 37.8 7.9
Queue Length 50th (ft) ~306 14 12 69 0 100 ~273 0 42 94 0
Queue Length 95th (ft) m#450 m15 35 105 0 #204 #435 0 85 157 56
Internal Link Dist (ft) 191 394 1365 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 351 1261 162 511 535 244 484 626 188 344 569
Starvation Cap Reductn 32 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 37 0 4 0 0 0 0 9
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 1.46 0.24 0.16 0.59 0.29 0.84 0.95 0.02 0.47 0.59 0.59
Intersection Summary
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
392
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total Page 7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Future Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.93 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1770 3253 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1770 3253 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 467 164 135 26 280 157 202 461 12 88 203 330
RTOR Reduction (vph) 0 96 0 0 0 126 0 0 10 0 0 262
Lane Group Flow (vph) 467 203 0 26 280 31 202 461 3 88 203 68
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Prot NA Prot NA Perm Prot NA Perm Prot NA Perm
Protected Phases 3 8 7 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 10.1 23.1 2.9 15.9 15.9 11.4 20.6 20.6 6.8 16.5 16.5
Effective Green, g (s) 10.1 23.1 2.9 15.9 15.9 11.4 20.6 20.6 6.8 16.5 16.5
Actuated g/C Ratio 0.13 0.29 0.04 0.20 0.20 0.14 0.26 0.26 0.08 0.21 0.21
Clearance Time (s) 7.1 5.5 6.8 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 223 939 65 689 320 244 484 374 150 384 326
v/s Ratio Prot c0.26 0.06 0.01 c0.08 c0.12 c0.25 0.05 0.11
v/s Ratio Perm 0.02 0.00 0.04
v/c Ratio 2.09 0.22 0.40 0.41 0.10 0.83 0.95 0.01 0.59 0.53 0.21
Uniform Delay, d1 35.0 21.6 37.7 27.9 26.2 33.3 29.2 22.1 35.2 28.3 26.3
Progression Factor 1.02 0.92 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 506.1 0.5 8.2 0.8 0.3 20.9 29.7 0.0 6.8 2.5 0.7
Delay (s) 541.8 20.5 45.9 28.8 26.5 54.2 58.9 22.1 42.0 30.8 27.0
Level of Service F C D C C D E C D C C
Approach Delay (s) 338.3 28.9 56.8 30.4
Approach LOS F C E C
Intersection Summary
HCM 2000 Control Delay 130.6 HCM 2000 Level of Service F
HCM 2000 Volume to Capacity ratio 1.06
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 26.6
Intersection Capacity Utilization 78.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
393
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total Weekday PM - 2034 Total
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 B14 WB WB WB SB SB
Directions Served T T TR T T L T T LT R
Maximum Queue (ft) 237 186 249 4 8 347 470 166 175 167
Average Queue (ft) 124 84 134 0 0 203 142 16 84 72
95th Queue (ft) 210 150 215 4 8 315 303 92 150 124
Link Distance (ft) 227 227 227 396 396 504 504 504 878
Upstream Blk Time (%) 0 0 1 0
Queuing Penalty (veh) 1 0 1 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 376 226 240 229 216 132 928 480
Average Queue (ft) 205 69 79 152 132 51 884 456
95th Queue (ft) 338 183 191 231 220 93 1027 590
Link Distance (ft) 504 504 504 198 198 198 865
Upstream Blk Time (%) 0 0 0 3 1 0 77
Queuing Penalty (veh) 0 0 0 6 4 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 71 4
Queuing Penalty (veh) 146 19
394
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total Weekday PM - 2034 Total
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L T TR L T T R L T R L T
Maximum Queue (ft) 247 242 251 58 189 201 115 150 1017 254 115 170
Average Queue (ft) 217 198 163 19 79 95 55 136 547 22 48 83
95th Queue (ft) 243 256 279 49 155 171 98 180 1172 134 94 146
Link Distance (ft) 198 198 198 427 427 427 1393 980
Upstream Blk Time (%) 61 27 12 4
Queuing Penalty (veh) 137 60 27 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 15 40 0
Queuing Penalty (veh) 0 65 77 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 146
Average Queue (ft) 60
95th Queue (ft) 112
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 543
395
Appendix O
Year 2034 Total Traffic
Conditions – Mitigation Scenario
Operational Worksheets
396
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 531 447 344 239 317
v/c Ratio 0.50 0.83 0.21 0.71 0.64
Control Delay 14.6 53.5 5.7 42.0 10.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 14.6 53.5 5.7 42.0 10.3
Queue Length 50th (ft) 39 238 23 110 0
Queue Length 95th (ft) 72 #335 55 183 68
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1070 600 1625 366 507
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.50 0.74 0.21 0.65 0.63
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
397
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Future Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3476 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3476 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 251 280 447 344 0 0 0 0 237 2 317
RTOR Reduction (vph) 0 211 0 0 0 0 0 0 0 0 0 255
Lane Group Flow (vph) 0 320 0 447 344 0 0 0 0 0 239 62
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 19.8 24.2 50.1 15.7 15.7
Effective Green, g (s) 19.8 24.2 50.1 15.7 15.7
Actuated g/C Ratio 0.25 0.30 0.63 0.20 0.20
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 860 540 1626 338 238
v/s Ratio Prot c0.09 c0.25 0.13 c0.14
v/s Ratio Perm 0.05
v/c Ratio 0.37 0.83 0.21 0.71 0.26
Uniform Delay, d1 25.0 26.0 6.4 30.0 27.2
Progression Factor 1.00 1.57 0.79 1.00 1.00
Incremental Delay, d2 1.2 9.9 0.3 7.1 0.8
Delay (s) 26.2 50.7 5.4 37.1 28.0
Level of Service C D A D C
Approach Delay (s) 26.2 31.0 0.0 31.9
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 29.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
398
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 161 278 493 130 284 262
v/c Ratio 0.44 0.13 0.40 0.20 0.73 0.50
Control Delay 19.9 13.3 23.8 6.3 21.5 6.6
Queue Delay 0.0 0.0 0.5 0.0 0.0 0.0
Total Delay 19.9 13.3 24.3 6.3 21.5 6.6
Queue Length 50th (ft) 66 55 93 0 46 0
Queue Length 95th (ft) m128 103 170 m9 125 53
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 389 2060 1231 655 476 635
Starvation Cap Reductn 0 0 360 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.41 0.13 0.57 0.20 0.60 0.41
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
399
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Future Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.97 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1149 1490
Flt Permitted 0.36 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 439 3438 3505 1568 1149 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 161 278 0 0 493 130 218 0 328 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 84 0 144 206 0 0 0
Lane Group Flow (vph) 161 278 0 0 493 46 0 140 56 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 48.0 48.0 28.1 28.1 17.1 17.1
Effective Green, g (s) 48.0 48.0 28.1 28.1 17.1 17.1
Actuated g/C Ratio 0.60 0.60 0.35 0.35 0.21 0.21
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 369 2062 1231 550 245 318
v/s Ratio Prot c0.06 0.08 0.14
v/s Ratio Perm c0.20 0.03 0.12 0.04
v/c Ratio 0.44 0.13 0.40 0.08 0.57 0.18
Uniform Delay, d1 8.1 7.0 19.6 17.3 28.2 25.7
Progression Factor 1.80 1.60 1.04 2.05 1.00 1.00
Incremental Delay, d2 0.9 0.1 0.8 0.3 5.1 0.6
Delay (s) 15.5 11.3 21.3 35.9 33.2 26.3
Level of Service B B C D C C
Approach Delay (s) 12.8 24.3 29.9 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.51
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
400
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 114 545 18 140 49 93 78 22 163 286 445
v/c Ratio 0.37 0.78 0.10 0.40 0.14 0.51 0.18 0.04 0.58 0.53 0.57
Control Delay 29.4 19.6 34.2 37.5 0.8 43.7 27.7 0.1 39.5 28.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0
Total Delay 29.4 19.6 34.2 37.5 0.8 44.1 27.7 0.1 39.5 28.9 5.9
Queue Length 50th (ft) 51 36 8 35 0 44 32 0 75 123 0
Queue Length 95th (ft) m96 53 28 63 0 90 70 0 133 200 68
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 325 737 180 350 361 189 440 541 328 539 775
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 9 0 0 0 0 6
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.74 0.10 0.40 0.14 0.52 0.18 0.04 0.50 0.53 0.58
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
401
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Future Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1579 3063 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1579 3063 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 127 322 210 18 140 49 93 78 22 163 286 445
RTOR Reduction (vph) 0 108 0 0 0 44 0 0 17 0 0 318
Lane Group Flow (vph) 114 437 0 18 140 5 93 78 5 163 286 127
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.5 15.5 8.0 8.0 8.0 9.1 18.9 18.9 12.6 22.9 22.9
Effective Green, g (s) 15.5 15.5 8.0 8.0 8.0 9.1 18.9 18.9 12.6 22.9 22.9
Actuated g/C Ratio 0.19 0.19 0.10 0.10 0.10 0.11 0.24 0.24 0.16 0.29 0.29
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 305 593 180 350 161 183 440 381 281 538 457
v/s Ratio Prot 0.07 c0.14 0.01 c0.04 0.06 0.04 c0.09 c0.15
v/s Ratio Perm 0.00 0.00 0.08
v/c Ratio 0.37 0.74 0.10 0.40 0.03 0.51 0.18 0.01 0.58 0.53 0.28
Uniform Delay, d1 28.0 30.3 32.7 33.8 32.5 33.3 24.4 23.4 31.2 24.0 22.1
Progression Factor 0.93 0.50 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.0 5.0 0.5 1.6 0.2 3.0 0.9 0.1 3.6 3.7 1.5
Delay (s) 27.1 20.1 33.2 35.3 32.7 36.4 25.2 23.5 34.8 27.8 23.7
Level of Service C C C D C D C C C C C
Approach Delay (s) 21.3 34.5 30.4 27.0
Approach LOS C C C C
Intersection Summary
HCM 2000 Control Delay 26.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 59.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
402
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total - Mitigation Strategy #1 Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 186 137 232 341 245 88 226 164
Average Queue (ft) 83 53 113 206 78 6 114 72
95th Queue (ft) 162 102 190 303 172 44 191 127
Link Distance (ft) 227 227 227 503 503 503 878
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 263 118 139 203 206 91 463 382
Average Queue (ft) 131 43 74 126 105 41 239 154
95th Queue (ft) 236 91 122 193 191 74 394 317
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 1 1 0
Queuing Penalty (veh) 1 1 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
403
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total - Mitigation Strategy #1 Weekday AM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total - Mitigation Strategy #1 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 171 185 208 34 103 104 48 136 142 24 171 203
Average Queue (ft) 65 92 113 10 38 42 24 60 34 6 79 102
95th Queue (ft) 132 158 186 30 81 89 47 116 95 20 140 174
Link Distance (ft) 195 195 195 415 415 415 945 977
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 1
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 1 0 0 0
Queuing Penalty (veh) 1 0 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 140
Average Queue (ft) 58
95th Queue (ft) 110
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%) 0
Queuing Penalty (veh) 0
Zone Summary
Zone wide Queuing Penalty: 6
404
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 531 447 344 239 317
v/c Ratio 0.50 0.83 0.21 0.71 0.64
Control Delay 14.6 46.5 9.0 42.0 10.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 14.6 46.5 9.0 42.0 10.3
Queue Length 50th (ft) 39 245 32 110 0
Queue Length 95th (ft) 72 #337 77 183 68
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1070 600 1625 366 507
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.50 0.74 0.21 0.65 0.63
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
405
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Future Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3476 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3476 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 251 280 447 344 0 0 0 0 237 2 317
RTOR Reduction (vph) 0 211 0 0 0 0 0 0 0 0 0 255
Lane Group Flow (vph) 0 320 0 447 344 0 0 0 0 0 239 62
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 19.8 24.2 50.1 15.7 15.7
Effective Green, g (s) 19.8 24.2 50.1 15.7 15.7
Actuated g/C Ratio 0.25 0.30 0.63 0.20 0.20
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 860 540 1626 338 238
v/s Ratio Prot c0.09 c0.25 0.13 c0.14
v/s Ratio Perm 0.05
v/c Ratio 0.37 0.83 0.21 0.71 0.26
Uniform Delay, d1 25.0 26.0 6.4 30.0 27.2
Progression Factor 1.00 1.31 1.28 1.00 1.00
Incremental Delay, d2 1.2 9.6 0.3 7.1 0.8
Delay (s) 26.2 43.7 8.5 37.1 28.0
Level of Service C D A D C
Approach Delay (s) 26.2 28.4 0.0 31.9
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 28.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 62.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
406
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 161 278 493 130 218 164 164
v/c Ratio 0.49 0.15 0.47 0.22 0.72 0.21 0.21
Control Delay 23.1 14.4 26.0 5.5 39.7 0.6 0.6
Queue Delay 0.0 0.0 0.3 0.0 0.0 0.0 0.0
Total Delay 23.1 14.4 26.4 5.5 39.7 0.6 0.6
Queue Length 50th (ft) 60 52 123 0 95 0 0
Queue Length 95th (ft) m118 90 166 m0 166 0 0
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 300 480
Base Capacity (vph) 343 1875 1048 582 358 834 834
Starvation Cap Reductn 0 0 177 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.47 0.15 0.57 0.22 0.61 0.20 0.20
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
407
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Future Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 1.00 0.85 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1135 1490 1490
Flt Permitted 0.33 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 408 3438 3505 1568 1135 1490 1490
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 161 278 0 0 493 130 218 0 328 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 91 0 120 120 0 0 0
Lane Group Flow (vph) 161 278 0 0 493 39 218 44 44 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 43.6 43.6 23.9 23.9 21.5 21.5 21.5
Effective Green, g (s) 43.6 43.6 23.9 23.9 21.5 21.5 21.5
Actuated g/C Ratio 0.55 0.55 0.30 0.30 0.27 0.27 0.27
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 331 1873 1047 468 305 400 400
v/s Ratio Prot c0.07 0.08 0.14 0.03
v/s Ratio Perm c0.20 0.02 c0.19 0.03
v/c Ratio 0.49 0.15 0.47 0.08 0.71 0.11 0.11
Uniform Delay, d1 10.4 9.0 22.9 20.2 26.5 22.0 22.0
Progression Factor 1.69 1.43 1.00 1.72 1.00 1.00 1.00
Incremental Delay, d2 1.3 0.1 1.3 0.3 9.5 0.3 0.3
Delay (s) 18.8 13.0 24.2 34.9 36.0 22.3 22.3
Level of Service B B C C D C C
Approach Delay (s) 15.1 26.4 27.8 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 23.8 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.61
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 62.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
408
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 114 545 18 140 49 93 78 22 163 286 445
v/c Ratio 0.37 0.78 0.10 0.40 0.14 0.51 0.18 0.04 0.58 0.53 0.57
Control Delay 31.3 32.4 34.2 37.5 0.8 43.7 27.7 0.1 39.5 28.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 31.3 32.4 34.2 37.5 0.8 43.7 27.7 0.1 39.5 28.9 5.9
Queue Length 50th (ft) 50 67 8 35 0 44 32 0 75 123 0
Queue Length 95th (ft) 89 119 28 63 0 90 70 0 133 200 68
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 325 737 180 350 361 189 440 541 328 539 775
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.74 0.10 0.40 0.14 0.49 0.18 0.04 0.50 0.53 0.57
Intersection Summary
409
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Future Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1579 3063 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1579 3063 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 127 322 210 18 140 49 93 78 22 163 286 445
RTOR Reduction (vph) 0 108 0 0 0 44 0 0 17 0 0 318
Lane Group Flow (vph) 114 437 0 18 140 5 93 78 5 163 286 127
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.5 15.5 8.0 8.0 8.0 9.1 18.9 18.9 12.6 22.9 22.9
Effective Green, g (s) 15.5 15.5 8.0 8.0 8.0 9.1 18.9 18.9 12.6 22.9 22.9
Actuated g/C Ratio 0.19 0.19 0.10 0.10 0.10 0.11 0.24 0.24 0.16 0.29 0.29
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 305 593 180 350 161 183 440 381 281 538 457
v/s Ratio Prot 0.07 c0.14 0.01 c0.04 0.06 0.04 c0.09 c0.15
v/s Ratio Perm 0.00 0.00 0.08
v/c Ratio 0.37 0.74 0.10 0.40 0.03 0.51 0.18 0.01 0.58 0.53 0.28
Uniform Delay, d1 28.0 30.3 32.7 33.8 32.5 33.3 24.4 23.4 31.2 24.0 22.1
Progression Factor 0.99 1.05 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 1.0 5.0 0.5 1.6 0.2 3.0 0.9 0.1 3.6 3.7 1.5
Delay (s) 28.9 36.9 33.2 35.3 32.7 36.4 25.2 23.5 34.8 27.8 23.7
Level of Service C D C D C D C C C C C
Approach Delay (s) 35.5 34.5 30.4 27.0
Approach LOS D C C C
Intersection Summary
HCM 2000 Control Delay 31.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 59.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
410
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total - Mitigation Strategy #2 Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 214 164 241 332 228 114 222 160
Average Queue (ft) 92 54 113 205 74 7 116 74
95th Queue (ft) 177 110 194 299 170 50 189 127
Link Distance (ft) 227 227 227 496 496 496 878
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 0 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L TR R
Maximum Queue (ft) 269 118 139 210 210 84 296 384 201
Average Queue (ft) 125 36 72 124 99 40 180 70 44
95th Queue (ft) 226 86 122 195 188 71 288 206 122
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 1 1
Queuing Penalty (veh) 2 2
Storage Bay Dist (ft) 300 480
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 1 0
411
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total - Mitigation Strategy #2 Weekday AM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total - Mitigation Strategy #2 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 195 192 209 40 88 102 46 133 124 26 165 186
Average Queue (ft) 91 104 126 10 37 42 22 62 34 5 78 99
95th Queue (ft) 168 169 191 31 76 85 46 118 84 20 137 165
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 0 0 2
Queuing Penalty (veh) 1 0 3
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 148
Average Queue (ft) 60
95th Queue (ft) 111
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 11
412
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 531 447 344 239 317
v/c Ratio 0.50 0.83 0.21 0.71 0.64
Control Delay 14.6 48.2 7.9 42.0 10.3
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 14.6 48.2 7.9 42.0 10.3
Queue Length 50th (ft) 39 245 29 110 0
Queue Length 95th (ft) 72 #336 85 183 68
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1070 600 1625 366 507
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.50 0.74 0.21 0.65 0.63
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
413
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Future Volume (vph) 0 223 249 398 306 0 0 0 0 211 2 282
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.92 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3476 1787 2597 1725 1214
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3476 1787 2597 1725 1214
Peak-hour factor, PHF 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 0 251 280 447 344 0 0 0 0 237 2 317
RTOR Reduction (vph) 0 211 0 0 0 0 0 0 0 0 0 255
Lane Group Flow (vph) 0 320 0 447 344 0 0 0 0 0 239 62
Heavy Vehicles (%) 0% 39% 36% 1% 39% 0% 0% 0% 0% 5% 0% 33%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 19.8 24.2 50.1 15.7 15.7
Effective Green, g (s) 19.8 24.2 50.1 15.7 15.7
Actuated g/C Ratio 0.25 0.30 0.63 0.20 0.20
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 860 540 1626 338 238
v/s Ratio Prot c0.09 c0.25 0.13 c0.14
v/s Ratio Perm 0.05
v/c Ratio 0.37 0.83 0.21 0.71 0.26
Uniform Delay, d1 25.0 26.0 6.4 30.0 27.2
Progression Factor 1.00 1.35 1.11 1.00 1.00
Incremental Delay, d2 1.2 10.1 0.3 7.1 0.8
Delay (s) 26.2 45.2 7.5 37.1 28.0
Level of Service C D A D C
Approach Delay (s) 26.2 28.8 0.0 31.9
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 29.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.64
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
414
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 161 278 493 130 109 109 328
v/c Ratio 0.42 0.13 0.39 0.19 0.51 0.51 0.57
Control Delay 16.5 10.2 21.4 4.3 36.6 36.6 7.6
Queue Delay 0.0 0.0 0.5 0.0 0.0 0.0 0.0
Total Delay 16.5 10.2 21.8 4.3 36.6 36.6 7.6
Queue Length 50th (ft) 55 49 92 0 50 50 0
Queue Length 95th (ft) m106 77 146 m0 98 98 62
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 300 480
Base Capacity (vph) 417 2119 1278 674 260 260 627
Starvation Cap Reductn 0 0 378 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.39 0.13 0.55 0.19 0.42 0.42 0.52
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
415
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Future Volume (vph) 159 275 0 0 488 129 216 0 325 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (prot) 1165 3438 3505 1568 1078 1078 1568
Flt Permitted 0.36 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (perm) 446 3438 3505 1568 1078 1078 1568
Peak-hour factor, PHF 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99
Adj. Flow (vph) 161 278 0 0 493 130 218 0 328 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 83 0 0 263 0 0 0
Lane Group Flow (vph) 161 278 0 0 493 47 109 109 65 0 0 0
Heavy Vehicles (%) 55% 5% 0% 0% 3% 3% 59% 0% 3% 0% 0% 0%
Turn Type pm+pt NA NA Perm Perm NA Perm
Protected Phases 5 2 6 4
Permitted Phases 2 6 4 4
Actuated Green, G (s) 49.3 49.3 29.2 29.2 15.8 15.8 15.8
Effective Green, g (s) 49.3 49.3 29.2 29.2 15.8 15.8 15.8
Actuated g/C Ratio 0.62 0.62 0.36 0.36 0.20 0.20 0.20
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 381 2118 1279 572 212 212 309
v/s Ratio Prot c0.06 0.08 0.14
v/s Ratio Perm c0.20 0.03 c0.10 0.10 0.04
v/c Ratio 0.42 0.13 0.39 0.08 0.51 0.51 0.21
Uniform Delay, d1 7.5 6.4 18.8 16.6 28.7 28.7 26.9
Progression Factor 1.71 1.42 1.00 1.52 1.00 1.00 1.00
Incremental Delay, d2 0.9 0.1 0.8 0.2 4.1 4.1 0.7
Delay (s) 13.6 9.2 19.5 25.5 32.8 32.8 27.6
Level of Service B A B C C C C
Approach Delay (s) 10.9 20.8 29.7 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 21.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.48
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 62.4% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
416
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 114 545 18 140 49 93 78 22 163 286 445
v/c Ratio 0.37 0.78 0.10 0.40 0.14 0.51 0.18 0.04 0.58 0.53 0.57
Control Delay 28.4 26.5 34.2 37.5 0.8 43.7 27.7 0.1 39.5 28.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 28.4 26.5 34.2 37.5 0.8 43.7 27.7 0.1 39.5 28.9 5.9
Queue Length 50th (ft) 49 48 8 35 0 44 32 0 75 123 0
Queue Length 95th (ft) 94 110 28 63 0 90 70 0 133 200 68
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 325 737 180 350 361 189 440 541 328 539 775
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.74 0.10 0.40 0.14 0.49 0.18 0.04 0.50 0.53 0.57
Intersection Summary
417
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Future Volume (vph) 116 293 191 16 127 45 85 71 20 148 260 405
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.94 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1579 3063 1805 3505 1615 1612 1863 1615 1787 1881 1599
Flt Permitted 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1579 3063 1805 3505 1615 1612 1863 1615 1787 1881 1599
Peak-hour factor, PHF 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Adj. Flow (vph) 127 322 210 18 140 49 93 78 22 163 286 445
RTOR Reduction (vph) 0 108 0 0 0 44 0 0 17 0 0 318
Lane Group Flow (vph) 114 437 0 18 140 5 93 78 5 163 286 127
Heavy Vehicles (%) 4% 0% 16% 0% 3% 0% 12% 2% 0% 1% 1% 1%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 15.5 15.5 8.0 8.0 8.0 9.1 18.9 18.9 12.6 22.9 22.9
Effective Green, g (s) 15.5 15.5 8.0 8.0 8.0 9.1 18.9 18.9 12.6 22.9 22.9
Actuated g/C Ratio 0.19 0.19 0.10 0.10 0.10 0.11 0.24 0.24 0.16 0.29 0.29
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 305 593 180 350 161 183 440 381 281 538 457
v/s Ratio Prot 0.07 c0.14 0.01 c0.04 0.06 0.04 c0.09 c0.15
v/s Ratio Perm 0.00 0.00 0.08
v/c Ratio 0.37 0.74 0.10 0.40 0.03 0.51 0.18 0.01 0.58 0.53 0.28
Uniform Delay, d1 28.0 30.3 32.7 33.8 32.5 33.3 24.4 23.4 31.2 24.0 22.1
Progression Factor 0.90 0.80 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 0.9 5.0 0.5 1.6 0.2 3.0 0.9 0.1 3.6 3.7 1.5
Delay (s) 26.2 29.3 33.2 35.3 32.7 36.4 25.2 23.5 34.8 27.8 23.7
Level of Service C C C D C D C C C C C
Approach Delay (s) 28.7 34.5 30.4 27.0
Approach LOS C C C C
Intersection Summary
HCM 2000 Control Delay 28.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.62
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 59.2% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
418
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total - Mitigation Strategy #3 Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 229 140 245 2 342 220 81 211 155
Average Queue (ft) 90 54 115 0 214 53 5 113 71
95th Queue (ft) 184 106 201 2 312 139 48 186 127
Link Distance (ft) 227 227 227 408 496 496 496 878
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 1 1
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L LT R
Maximum Queue (ft) 261 95 127 193 196 84 250 313 181
Average Queue (ft) 111 34 61 113 90 37 72 152 70
95th Queue (ft) 212 75 110 180 169 66 182 265 130
Link Distance (ft) 496 496 496 190 190 190 638
Upstream Blk Time (%) 0 0
Queuing Penalty (veh) 1 1
Storage Bay Dist (ft) 300 480
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 2
419
Queuing and Blocking Report Fruit Hill Property
Weekday AM - 2034 Total - Mitigation Strategy #3 Weekday AM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday AM - 2034 Total - Mitigation Strategy #3 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 164 190 209 50 102 96 48 136 99 24 177 204
Average Queue (ft) 70 127 149 9 41 39 23 60 31 6 80 101
95th Queue (ft) 154 195 220 32 82 81 48 117 77 20 140 174
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 0 0 4
Queuing Penalty (veh) 0 1 8
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 1 0 0 0
Queuing Penalty (veh) 1 0 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 138
Average Queue (ft) 60
95th Queue (ft) 107
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 14
420
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 804 453 423 172 277
v/c Ratio 0.64 0.84 0.22 0.60 0.66
Control Delay 22.0 42.8 4.3 40.3 12.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 22.0 42.8 4.3 40.3 12.4
Queue Length 50th (ft) 98 158 25 80 0
Queue Length 95th (ft) 138 m198 m31 138 65
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1251 595 1913 304 430
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.64 0.76 0.22 0.57 0.64
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
421
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Future Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 466 338 453 423 0 0 0 0 169 3 277
RTOR Reduction (vph) 0 155 0 0 0 0 0 0 0 0 0 231
Lane Group Flow (vph) 0 649 0 453 423 0 0 0 0 0 172 46
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 22.0 24.5 52.6 13.2 13.2
Effective Green, g (s) 22.0 24.5 52.6 13.2 13.2
Actuated g/C Ratio 0.28 0.31 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1095 542 1913 287 190
v/s Ratio Prot c0.16 c0.26 0.15 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.59 0.84 0.22 0.60 0.24
Uniform Delay, d1 25.1 25.9 5.5 30.9 29.0
Progression Factor 1.00 1.34 0.73 1.00 1.00
Incremental Delay, d2 2.4 6.2 0.1 3.9 0.9
Delay (s) 27.5 40.9 4.2 34.9 29.9
Level of Service C D A C C
Approach Delay (s) 27.5 23.1 0.0 31.8
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 26.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
422
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 3
Lane Group EBL EBT WBT WBR NBT NBR
Lane Group Flow (vph) 331 290 566 228 394 358
v/c Ratio 0.90 0.17 0.81 0.46 0.94 0.50
Control Delay 43.4 11.5 35.3 9.3 58.6 5.2
Queue Delay 0.0 0.0 1.7 0.4 0.0 0.0
Total Delay 43.4 11.5 37.0 9.7 58.6 5.2
Queue Length 50th (ft) 150 53 115 4 189 0
Queue Length 95th (ft) #255 83 #212 m43 #374 60
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 367 1726 698 492 420 720
Starvation Cap Reductn 0 0 43 58 0 0
Spillback Cap Reductn 0 47 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.90 0.17 0.86 0.53 0.94 0.50
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
423
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Future Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 0.96 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.96 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1280 1504
Flt Permitted 0.21 1.00 1.00 1.00 0.96 1.00
Satd. Flow (perm) 304 3471 3539 1568 1280 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 331 290 0 0 566 228 291 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 183 0 16 245 0 0 0
Lane Group Flow (vph) 331 290 0 0 566 45 0 378 113 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 39.8 39.8 15.8 15.8 25.3 25.3
Effective Green, g (s) 39.8 39.8 15.8 15.8 25.3 25.3
Actuated g/C Ratio 0.50 0.50 0.20 0.20 0.32 0.32
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 367 1726 698 309 404 475
v/s Ratio Prot c0.18 0.08 0.16 c0.30
v/s Ratio Perm c0.27 0.03 0.08
v/c Ratio 0.90 0.17 0.81 0.15 0.94 0.24
Uniform Delay, d1 16.6 11.0 30.7 26.5 26.6 20.2
Progression Factor 1.08 1.01 0.87 1.55 1.00 1.00
Incremental Delay, d2 20.7 0.2 7.6 0.7 29.8 0.5
Delay (s) 38.5 11.3 34.3 41.8 56.4 20.8
Level of Service D B C D E C
Approach Delay (s) 25.8 36.5 39.4 0.0
Approach LOS C D D A
Intersection Summary
HCM 2000 Control Delay 34.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.97
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 72.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
424
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 257 509 26 280 157 202 461 13 88 203 330
v/c Ratio 0.71 0.67 0.13 0.75 0.41 0.76 0.83 0.02 0.50 0.53 0.56
Control Delay 34.2 11.6 34.8 49.6 4.5 51.8 42.5 0.1 44.5 33.5 7.5
Queue Delay 0.8 0.1 0.0 0.0 0.0 3.8 0.0 0.0 0.0 0.0 0.0
Total Delay 35.0 11.7 34.8 49.6 4.5 55.7 42.5 0.1 44.5 33.5 7.5
Queue Length 50th (ft) 103 20 12 73 0 97 220 0 43 89 0
Queue Length 95th (ft) m#212 m39 34 #131 12 #187 #373 0 86 149 58
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 364 757 193 372 383 277 554 585 177 414 608
Starvation Cap Reductn 17 17 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 30 0 0 0 0 5
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.74 0.69 0.13 0.75 0.41 0.82 0.83 0.02 0.50 0.49 0.55
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
425
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Future Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3163 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3163 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 467 164 135 26 280 157 202 461 12 88 203 330
RTOR Reduction (vph) 0 42 0 0 0 140 0 0 9 0 0 255
Lane Group Flow (vph) 257 467 0 26 280 17 202 461 4 88 203 75
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 16.4 16.4 8.6 8.6 8.6 12.4 23.6 23.6 6.4 18.1 18.1
Effective Green, g (s) 16.4 16.4 8.6 8.6 8.6 12.4 23.6 23.6 6.4 18.1 18.1
Actuated g/C Ratio 0.20 0.20 0.11 0.11 0.11 0.16 0.30 0.30 0.08 0.23 0.23
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 330 648 194 373 173 266 554 429 141 421 358
v/s Ratio Prot c0.16 0.15 0.01 c0.08 c0.12 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.78 0.72 0.13 0.75 0.10 0.76 0.83 0.01 0.62 0.48 0.21
Uniform Delay, d1 30.1 29.7 32.3 34.7 32.2 32.4 26.3 19.9 35.6 26.9 25.1
Progression Factor 0.78 0.27 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 14.9 6.7 0.7 9.8 0.5 12.5 11.4 0.0 9.4 1.8 0.6
Delay (s) 38.2 14.6 33.0 44.4 32.7 44.8 37.8 20.0 45.0 28.7 25.7
Level of Service D B C D C D D B D C C
Approach Delay (s) 22.5 39.8 39.5 29.4
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 31.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 68.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
426
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total - Mitigation Strategy #1 Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB SB SB
Directions Served T T TR L T T LT R
Maximum Queue (ft) 237 221 225 339 224 118 176 144
Average Queue (ft) 118 89 131 212 102 6 82 71
95th Queue (ft) 203 175 206 305 198 51 147 120
Link Distance (ft) 226 226 226 503 503 503 878
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 1 0 0
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB
Directions Served L T T T T R LTR R
Maximum Queue (ft) 343 122 150 213 208 162 614 450
Average Queue (ft) 170 52 74 141 131 70 314 227
95th Queue (ft) 288 99 126 211 207 123 532 415
Link Distance (ft) 503 503 503 195 195 195 638
Upstream Blk Time (%) 3 2 0 1
Queuing Penalty (veh) 7 5 0 0
Storage Bay Dist (ft) 480
Storage Blk Time (%) 2 0
Queuing Penalty (veh) 5 0
427
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total - Mitigation Strategy #1 Weekday PM - 2034 Total - Mitigation Strategy #1
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total - Mitigation Strategy #1 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 184 193 186 51 177 211 89 150 611 230 117 172
Average Queue (ft) 96 100 75 14 74 103 45 124 251 17 46 78
95th Queue (ft) 162 164 151 40 147 176 74 178 527 110 92 139
Link Distance (ft) 195 195 195 415 415 415 945 977
Upstream Blk Time (%) 0 0 0
Queuing Penalty (veh) 1 1 1
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 0 6 19 0
Queuing Penalty (veh) 0 26 36 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 116
Average Queue (ft) 51
95th Queue (ft) 94
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 84
428
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 804 453 423 172 277
v/c Ratio 0.64 0.84 0.22 0.60 0.66
Control Delay 22.0 42.0 4.8 40.3 12.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 22.0 42.0 4.8 40.3 12.4
Queue Length 50th (ft) 98 159 26 80 0
Queue Length 95th (ft) 138 m229 m38 138 65
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1251 595 1913 304 430
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.64 0.76 0.22 0.57 0.64
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
429
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Future Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 466 338 453 423 0 0 0 0 169 3 277
RTOR Reduction (vph) 0 155 0 0 0 0 0 0 0 0 0 231
Lane Group Flow (vph) 0 649 0 453 423 0 0 0 0 0 172 46
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 22.0 24.5 52.6 13.2 13.2
Effective Green, g (s) 22.0 24.5 52.6 13.2 13.2
Actuated g/C Ratio 0.28 0.31 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1095 542 1913 287 190
v/s Ratio Prot c0.16 c0.26 0.15 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.59 0.84 0.22 0.60 0.24
Uniform Delay, d1 25.1 25.9 5.5 30.9 29.0
Progression Factor 1.00 1.20 0.81 1.00 1.00
Incremental Delay, d2 2.4 8.2 0.2 3.9 0.9
Delay (s) 27.5 39.4 4.6 34.9 29.9
Level of Service C D A C C
Approach Delay (s) 27.5 22.6 0.0 31.8
Approach LOS C C A C
Intersection Summary
HCM 2000 Control Delay 26.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
430
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 331 290 566 228 291 232 229
v/c Ratio 0.81 0.15 0.65 0.41 0.85 0.41 0.40
Control Delay 30.4 10.3 26.9 8.2 52.3 5.9 5.7
Queue Delay 0.0 0.0 0.8 0.4 0.0 0.0 0.0
Total Delay 30.4 10.3 27.7 8.5 52.3 5.9 5.8
Queue Length 50th (ft) 125 52 112 4 135 1 0
Queue Length 95th (ft) #294 82 162 m39 #267 53 52
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 417 1897 865 555 356 585 584
Starvation Cap Reductn 0 0 98 79 0 0 0
Spillback Cap Reductn 0 50 0 0 0 3 3
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.79 0.16 0.74 0.48 0.82 0.40 0.39
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
431
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Future Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 0.95 0.95
Frt 1.00 1.00 1.00 0.85 1.00 0.85 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1280 1507 1504
Flt Permitted 0.25 1.00 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 367 3471 3539 1568 1280 1507 1504
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 331 290 0 0 566 228 291 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 172 0 168 168 0 0 0
Lane Group Flow (vph) 331 290 0 0 566 56 291 64 61 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 43.7 43.7 19.5 19.5 21.4 21.4 21.4
Effective Green, g (s) 43.7 43.7 19.5 19.5 21.4 21.4 21.4
Actuated g/C Ratio 0.55 0.55 0.24 0.24 0.27 0.27 0.27
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 406 1896 862 382 342 403 402
v/s Ratio Prot c0.16 0.08 0.16 c0.23 0.04
v/s Ratio Perm c0.28 0.04 0.04
v/c Ratio 0.82 0.15 0.66 0.15 0.85 0.16 0.15
Uniform Delay, d1 12.6 9.0 27.2 23.7 27.8 22.4 22.4
Progression Factor 1.25 1.09 0.85 1.54 1.00 1.00 1.00
Incremental Delay, d2 10.0 0.1 2.9 0.6 19.5 0.4 0.4
Delay (s) 25.8 9.9 26.1 37.2 47.3 22.8 22.7
Level of Service C A C D D C C
Approach Delay (s) 18.4 29.3 32.3 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 27.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 64.3% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
432
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 257 509 26 280 157 202 461 13 88 203 330
v/c Ratio 0.71 0.67 0.13 0.75 0.41 0.76 0.83 0.02 0.50 0.53 0.56
Control Delay 35.8 12.3 34.8 49.6 4.5 51.8 42.5 0.1 44.5 33.5 7.5
Queue Delay 0.8 0.1 0.0 0.0 0.0 2.3 0.0 0.0 0.0 0.0 0.0
Total Delay 36.7 12.4 34.8 49.6 4.5 54.1 42.5 0.1 44.5 33.5 7.5
Queue Length 50th (ft) 106 19 12 73 0 97 220 0 43 89 0
Queue Length 95th (ft) #232 39 34 #131 12 #187 #373 0 86 149 58
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 364 757 193 372 383 277 554 585 177 414 608
Starvation Cap Reductn 17 18 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 21 0 0 0 0 4
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.74 0.69 0.13 0.75 0.41 0.79 0.83 0.02 0.50 0.49 0.55
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
433
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Future Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3163 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3163 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 467 164 135 26 280 157 202 461 12 88 203 330
RTOR Reduction (vph) 0 42 0 0 0 140 0 0 9 0 0 255
Lane Group Flow (vph) 257 467 0 26 280 17 202 461 4 88 203 75
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 16.4 16.4 8.6 8.6 8.6 12.4 23.6 23.6 6.4 18.1 18.1
Effective Green, g (s) 16.4 16.4 8.6 8.6 8.6 12.4 23.6 23.6 6.4 18.1 18.1
Actuated g/C Ratio 0.20 0.20 0.11 0.11 0.11 0.16 0.30 0.30 0.08 0.23 0.23
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 330 648 194 373 173 266 554 429 141 421 358
v/s Ratio Prot c0.16 0.15 0.01 c0.08 c0.12 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.78 0.72 0.13 0.75 0.10 0.76 0.83 0.01 0.62 0.48 0.21
Uniform Delay, d1 30.1 29.7 32.3 34.7 32.2 32.4 26.3 19.9 35.6 26.9 25.1
Progression Factor 0.81 0.29 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 15.9 6.7 0.7 9.8 0.5 12.5 11.4 0.0 9.4 1.8 0.6
Delay (s) 40.3 15.4 33.0 44.4 32.7 44.8 37.8 20.0 45.0 28.7 25.7
Level of Service D B C D C D D B D C C
Approach Delay (s) 23.7 39.8 39.5 29.4
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 32.3 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 68.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
434
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total - Mitigation Strategy #2 Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 216 193 254 9 342 221 144 175 154
Average Queue (ft) 114 83 129 0 217 101 11 86 75
95th Queue (ft) 189 156 216 7 322 197 70 147 133
Link Distance (ft) 226 226 226 1072 496 496 496 878
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 1
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L TR R
Maximum Queue (ft) 294 110 148 206 203 134 345 139 106
Average Queue (ft) 160 43 70 133 119 69 182 67 37
95th Queue (ft) 269 92 126 199 189 115 305 114 79
Link Distance (ft) 496 496 496 190 190 190 638 638
Upstream Blk Time (%) 2 1
Queuing Penalty (veh) 4 3
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
435
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total - Mitigation Strategy #2 Weekday PM - 2034 Total - Mitigation Strategy #2
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total - Mitigation Strategy #2 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 192 185 161 52 168 210 88 150 641 106 115 174
Average Queue (ft) 121 102 65 13 72 101 45 122 258 9 46 80
95th Queue (ft) 180 166 125 37 140 176 75 181 554 65 91 145
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 1 0 0 0
Queuing Penalty (veh) 2 0 0 0
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 9 18 0 0
Queuing Penalty (veh) 36 36 0 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 110
Average Queue (ft) 51
95th Queue (ft) 93
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 82
436
Queues Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 1
Lane Group EBT WBL WBT SBT SBR
Lane Group Flow (vph) 804 453 423 172 277
v/c Ratio 0.64 0.84 0.22 0.60 0.66
Control Delay 22.0 37.2 2.8 40.3 12.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 22.0 37.2 2.8 40.3 12.4
Queue Length 50th (ft) 98 119 7 80 0
Queue Length 95th (ft) 138 #203 30 138 65
Internal Link Dist (ft) 202 481 849
Turn Bay Length (ft) 640
Base Capacity (vph) 1251 595 1913 304 430
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.64 0.76 0.22 0.57 0.64
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
437
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
2: I-81 SB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Future Volume (vph) 0 410 297 399 372 0 0 0 0 149 3 244
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 6.2 6.1 6.2 8.0 8.0
Lane Util. Factor 0.91 1.00 0.95 1.00 1.00
Frt 0.94 1.00 1.00 1.00 0.85
Flt Protected 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 3982 1770 2911 1743 1154
Flt Permitted 1.00 0.95 1.00 0.95 1.00
Satd. Flow (perm) 3982 1770 2911 1743 1154
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 0 466 338 453 423 0 0 0 0 169 3 277
RTOR Reduction (vph) 0 155 0 0 0 0 0 0 0 0 0 231
Lane Group Flow (vph) 0 649 0 453 423 0 0 0 0 0 172 46
Heavy Vehicles (%) 0% 17% 29% 2% 24% 0% 0% 0% 0% 4% 0% 40%
Turn Type NA Prot NA Split NA Perm
Protected Phases 2 1 6 3 3
Permitted Phases 3
Actuated Green, G (s) 22.0 24.5 52.6 13.2 13.2
Effective Green, g (s) 22.0 24.5 52.6 13.2 13.2
Actuated g/C Ratio 0.28 0.31 0.66 0.16 0.16
Clearance Time (s) 6.2 6.1 6.2 8.0 8.0
Vehicle Extension (s) 5.0 4.0 5.0 4.0 4.0
Lane Grp Cap (vph) 1095 542 1913 287 190
v/s Ratio Prot c0.16 c0.26 0.15 c0.10
v/s Ratio Perm 0.04
v/c Ratio 0.59 0.84 0.22 0.60 0.24
Uniform Delay, d1 25.1 25.9 5.5 30.9 29.0
Progression Factor 1.00 0.93 0.45 1.00 1.00
Incremental Delay, d2 2.4 9.9 0.2 3.9 0.9
Delay (s) 27.5 34.0 2.7 34.9 29.9
Level of Service C C A C C
Approach Delay (s) 27.5 18.9 0.0 31.8
Approach LOS C B A C
Intersection Summary
HCM 2000 Control Delay 24.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 20.3
Intersection Capacity Utilization 63.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
438
Queues Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 3
Lane Group EBL EBT WBT WBR NBL NBT NBR
Lane Group Flow (vph) 331 290 566 228 145 148 459
v/c Ratio 0.72 0.14 0.51 0.35 0.61 0.62 0.68
Control Delay 17.7 6.4 21.9 7.5 40.4 40.7 8.5
Queue Delay 0.0 0.0 0.5 0.4 0.0 0.0 0.1
Total Delay 17.7 6.4 22.4 7.8 40.4 40.7 8.6
Queue Length 50th (ft) 116 47 106 4 68 69 0
Queue Length 95th (ft) 184 55 153 m39 130 132 77
Internal Link Dist (ft) 481 191 609
Turn Bay Length (ft) 480
Base Capacity (vph) 507 2142 1109 648 262 264 702
Starvation Cap Reductn 0 0 214 128 0 0 0
Spillback Cap Reductn 0 62 0 0 0 0 8
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.65 0.14 0.63 0.44 0.55 0.56 0.66
Intersection Summary
m Volume for 95th percentile queue is metered by upstream signal.
439
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
3: I-81 NB Ramps & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Future Volume (vph) 298 261 0 0 509 205 262 2 413 0 0 0
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00
Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (prot) 1399 3471 3539 1568 1216 1225 1583
Flt Permitted 0.30 1.00 1.00 1.00 0.95 0.95 1.00
Satd. Flow (perm) 436 3471 3539 1568 1216 1225 1583
Peak-hour factor, PHF 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Adj. Flow (vph) 331 290 0 0 566 228 291 2 459 0 0 0
RTOR Reduction (vph) 0 0 0 0 0 156 0 0 369 0 0 0
Lane Group Flow (vph) 331 290 0 0 566 72 145 148 90 0 0 0
Heavy Vehicles (%) 29% 4% 0% 0% 2% 3% 41% 0% 2% 0% 0% 0%
Turn Type pm+pt NA NA Perm Split NA Perm
Protected Phases 5 2 6 4 4
Permitted Phases 2 6 4
Actuated Green, G (s) 49.4 49.4 25.1 25.1 15.7 15.7 15.7
Effective Green, g (s) 49.4 49.4 25.1 25.1 15.7 15.7 15.7
Actuated g/C Ratio 0.62 0.62 0.31 0.31 0.20 0.20 0.20
Clearance Time (s) 8.2 8.2 8.2 8.2 6.7 6.7 6.7
Vehicle Extension (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0
Lane Grp Cap (vph) 463 2143 1110 491 238 240 310
v/s Ratio Prot c0.14 0.08 0.16 0.12 c0.12
v/s Ratio Perm c0.30 0.05 0.06
v/c Ratio 0.71 0.14 0.51 0.15 0.61 0.62 0.29
Uniform Delay, d1 9.2 6.4 22.4 19.7 29.3 29.4 27.4
Progression Factor 1.13 0.92 0.85 1.61 1.00 1.00 1.00
Incremental Delay, d2 4.4 0.1 1.2 0.5 6.4 6.6 1.1
Delay (s) 14.8 6.0 20.3 32.2 35.7 36.0 28.5
Level of Service B A C C D D C
Approach Delay (s) 10.7 23.7 31.4 0.0
Approach LOS B C C A
Intersection Summary
HCM 2000 Control Delay 22.6 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.74
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 23.1
Intersection Capacity Utilization 63.6% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
440
Queues Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 5
Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 257 509 26 280 157 202 461 13 88 203 330
v/c Ratio 0.71 0.67 0.13 0.75 0.41 0.76 0.83 0.02 0.50 0.53 0.56
Control Delay 35.9 16.4 34.8 49.6 4.5 51.8 42.5 0.1 44.5 33.5 7.5
Queue Delay 0.8 0.2 0.0 0.0 0.0 1.2 0.0 0.0 0.0 0.0 0.0
Total Delay 36.7 16.5 34.8 49.6 4.5 53.1 42.5 0.1 44.5 33.5 7.5
Queue Length 50th (ft) 126 24 12 73 0 97 220 0 43 89 0
Queue Length 95th (ft) #231 153 34 #131 12 #187 #373 0 86 149 58
Internal Link Dist (ft) 191 394 920 966
Turn Bay Length (ft) 250 150 280 240 290
Base Capacity (vph) 364 757 193 372 383 277 554 585 177 414 608
Starvation Cap Reductn 17 19 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 13 0 0 0 0 2
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.74 0.69 0.13 0.75 0.41 0.77 0.83 0.02 0.50 0.49 0.54
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
441
HCM Signalized Intersection Capacity Analysis Fruit Hill Property
4: US 11 & Rest Church Rd Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property Synchro 11 Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Future Volume (vph) 411 144 119 23 246 138 178 406 11 77 179 290
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Lane Util. Factor 0.91 0.91 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Frt 1.00 0.96 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85
Flt Protected 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1610 3163 1805 3471 1615 1719 1881 1455 1770 1863 1583
Flt Permitted 0.95 0.98 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00
Satd. Flow (perm) 1610 3163 1805 3471 1615 1719 1881 1455 1770 1863 1583
Peak-hour factor, PHF 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Adj. Flow (vph) 467 164 135 26 280 157 202 461 12 88 203 330
RTOR Reduction (vph) 0 42 0 0 0 140 0 0 9 0 0 255
Lane Group Flow (vph) 257 467 0 26 280 17 202 461 4 88 203 75
Heavy Vehicles (%) 2% 3% 4% 0% 4% 0% 5% 1% 11% 2% 2% 2%
Turn Type Split NA Split NA Perm Prot NA Perm Prot NA Perm
Protected Phases 8 8 4 4 5 2 1 6
Permitted Phases 4 2 6
Actuated Green, G (s) 16.4 16.4 8.6 8.6 8.6 12.4 23.6 23.6 6.4 18.1 18.1
Effective Green, g (s) 16.4 16.4 8.6 8.6 8.6 12.4 23.6 23.6 6.4 18.1 18.1
Actuated g/C Ratio 0.20 0.20 0.11 0.11 0.11 0.16 0.30 0.30 0.08 0.23 0.23
Clearance Time (s) 5.5 5.5 5.2 5.2 5.2 7.6 5.8 5.8 8.5 6.2 6.2
Vehicle Extension (s) 4.0 4.0 5.0 5.0 5.0 4.0 5.0 5.0 4.0 5.0 5.0
Lane Grp Cap (vph) 330 648 194 373 173 266 554 429 141 421 358
v/s Ratio Prot c0.16 0.15 0.01 c0.08 c0.12 c0.25 0.05 0.11
v/s Ratio Perm 0.01 0.00 0.05
v/c Ratio 0.78 0.72 0.13 0.75 0.10 0.76 0.83 0.01 0.62 0.48 0.21
Uniform Delay, d1 30.1 29.7 32.3 34.7 32.2 32.4 26.3 19.9 35.6 26.9 25.1
Progression Factor 0.85 0.45 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Incremental Delay, d2 14.5 6.7 0.7 9.8 0.5 12.5 11.4 0.0 9.4 1.8 0.6
Delay (s) 40.0 20.0 33.0 44.4 32.7 44.8 37.8 20.0 45.0 28.7 25.7
Level of Service D B C D C D D B D C C
Approach Delay (s) 26.7 39.8 39.5 29.4
Approach LOS C D D C
Intersection Summary
HCM 2000 Control Delay 33.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.88
Actuated Cycle Length (s) 80.0 Sum of lost time (s) 25.0
Intersection Capacity Utilization 68.8% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
442
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total - Mitigation Strategy #3 Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 1
Intersection: 2: I-81 SB Ramps & Rest Church Rd
Movement EB EB EB B14 WB WB WB SB SB
Directions Served T T TR T L T T LT R
Maximum Queue (ft) 212 210 269 17 368 247 100 177 142
Average Queue (ft) 113 89 134 1 209 107 6 84 71
95th Queue (ft) 188 168 218 11 322 221 55 147 117
Link Distance (ft) 226 226 226 1072 496 496 496 878
Upstream Blk Time (%) 0 0 1
Queuing Penalty (veh) 0 0 1
Storage Bay Dist (ft) 640
Storage Blk Time (%)
Queuing Penalty (veh)
Intersection: 3: I-81 NB Ramps & Rest Church Rd
Movement EB EB EB WB WB WB NB NB NB
Directions Served L T T T T R L LT R
Maximum Queue (ft) 285 99 122 188 204 147 202 277 156
Average Queue (ft) 131 43 51 113 108 65 86 127 76
95th Queue (ft) 242 83 99 182 180 112 163 229 126
Link Distance (ft) 496 496 496 190 190 190 638 638
Upstream Blk Time (%) 0 1 0
Queuing Penalty (veh) 1 2 0
Storage Bay Dist (ft) 480
Storage Blk Time (%)
Queuing Penalty (veh)
443
Queuing and Blocking Report Fruit Hill Property
Weekday PM - 2034 Total - Mitigation Strategy #3 Weekday PM - 2034 Total - Mitigation Strategy #3
Fruit Hill Property SimTraffic Report
Weekday PM - 2034 Total - Mitigation Strategy #3 Page 2
Intersection: 4: US 11 & Rest Church Rd
Movement EB EB EB WB WB WB WB NB NB NB SB SB
Directions Served L LT TR L T T R L T R L T
Maximum Queue (ft) 194 206 206 44 137 180 98 150 474 183 110 165
Average Queue (ft) 103 136 119 12 63 91 45 115 207 11 47 74
95th Queue (ft) 174 198 209 35 117 158 76 178 386 79 91 136
Link Distance (ft) 190 190 190 415 415 415 945 977
Upstream Blk Time (%) 0 1 1
Queuing Penalty (veh) 0 1 2
Storage Bay Dist (ft) 250 150 280 240
Storage Blk Time (%) 4 14 0
Queuing Penalty (veh) 16 27 0
Intersection: 4: US 11 & Rest Church Rd
Movement SB
Directions Served R
Maximum Queue (ft) 121
Average Queue (ft) 51
95th Queue (ft) 92
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 290
Storage Blk Time (%)
Queuing Penalty (veh)
Zone Summary
Zone wide Queuing Penalty: 52
444
Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Public Hearings
Title: Rezoning #07-24 for William and Barbara Houdershell - (Mrs. Peloquin)
Attachments:
PC09-04-24REZ07-24_Redacted.pdf
445
REZONING #07-24
William & Barbara Houdershell
Staff Report for the Planning Commission
Prepared: August 20, 2024
Staff Contact: Kayla Peloquin, Planner
Executive Summary:
Meeting Schedule
Planning Commission: September 4, 2024 Action: Pending
Board of Supervisors: September 25, 2024 Action: Pending
Property Information
Property Identification Number (PIN) 91-A-28B
Address 8183 Valley Pike, Middletown
Magisterial District Back Creek
Acreage +/- 5.00 acres
Zoning & Present Land Use Zoning: M1 (Light Industrial)
Land Use: Residential
Proposed Zoning RA (Rural Areas)
Adjoining Property Zoning & Present Land Use
North: RA (Rural Areas) Land Use: Department of Historic Resources
(DHR) Easement
South: M1 (Light Industrial) Land Use: Industrial
East: M1 (Light Industrial) Land Use: Vacant (In Middletown)
West: M1 (Light Industrial) Land Use: Industrial
Proposed Use
The Applicant proposes rezoning the property from M1 (Light Industrial) to RA (Rural Areas)
in an effort to protect the historic property by restricting the allowed uses.
446
Page 2 of 2
Review Agency Comments:
Review Agency
Comment Date Comment Summary
Historic Resources Advisory
Board
August 16, 2024 Recommended approval
Planning & Zoning Staff Analysis:
Site History:
The property and the surrounding area were rezoned from A2 (Agricultural General) to M1
(Industrial Limited) in 1975. The M1 Zoning District later was renamed “Light Industrial.” The
property that was rezoned was later subdivided and this 5-acre lot was created.
The residence, Monte Vista (DHR ID #034-0014), is listed on the VA Landmarks Register and the
National Register of Historic Places. The house was built around 1883 and has been well
preserved. It is currently used as a residence.
Proffers:
There are no proffers associated with this property or proposed with this rezoning.
Zoning Ordinance Requirements:
Should this property be rezoned to RA (Rural Areas), adjacent M1 (Light Industrial) properties
would be allowed to continue all allowed industrial uses with no change to setback requirements.
However, there would be buffer requirements for M1 zoned land adjacent to an RA property used
as a residence in accordance with § 165-203.02(D)which would only be imposed upon
redevelopment of the adjoining M1 property.
Comprehensive Plan Conformance:
The Comprehensive Plan provides guidance when considering any land use action. The property
is located outside of the Frederick County Sewer and Water Service Area (SWSA) and the Urban
Development Area (UDA). This property was included in a blanket agreement for sewer and water
service to be provided by Middletown that predates Board policy regarding these matters. The
long-range land use of the property is designated to remain rural in nature. The property is not
located within a small area plan. Historic preservation is one of the preferred uses for the County’s
rural areas (Comprehensive Plan, pg. 14). The proposed rezoning is in general conformance with
the Comprehensive Plan.
Following a public hearing, staff is seeking a recommendation from the Planning
Commission to forward to the Board of Supervisors on this rezoning application.
447
£¤11
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Middletown
91 A 28B
8209VALLEYPIKE
8209VALLEYPIKE
8207VALLEYPIKE
8101VALLEYPIKE
8140VALLEYPIKE
8126VALLEYPIKE
8112VALLEYPIKE
VALLEYPIKEApplication
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COUNTY of FREDERICK
Department of Planning and Development
540/ 665-5651
Fax: 540/ 665-6395
107 North Kent Street, Suite 202 • Winchester, Virginia 22601-5000
August 16, 2024
Barbara Houdershell
8183 Valley Pike
Middletown, VA 22645
RE: Request for Historic Resources Advisory Board (HRAB) Comments
Houdershell Rezoning Application
Property Identification Number (PIN): 91-A-28B
Magisterial District: Back Creek
Dear Mrs. Houdershell:
The Historic Resources Advisory Board (HRAB) considered the above referenced rezoning application
during their August 16, 2024 meeting. The rezoning application is for a +/- 5.00 acre property
(Property Identification Number 91-A-28B) from the M1 (Light Industrial) Zoning District to the RA
(Rural Areas) Zoning District with no proffers. The property is located off of Route 11 and adjoins the
southern boundary of the Town of Middletown in the Back Creek Magisterial District.
Following their review of this application, the HRAB recommended approval of the application.
Thank you for the opportunity to comment on this application. Please call if you have any
questions or concerns.
Sincerely,
Kayla Peloquin, Planner
Planning & Development
cc: Lucas Cook, HRAB Chairman
460
Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Public Hearings
Title: Rezoning #08-24 for D&M Container Service (Jimmy Johnson) - (Mr. Klein)
Attachments:
PC09-04-24REZ08-24_Redacted.pdf
461
REZONING #08-24
D&M Container Services (J. Johnson)
Staff Report for the Planning Commission
Prepared: August 26, 2024
Staff Contact: M. Tyler Klein, AICP, Senior Planner
Executive Summary:
Meeting Schedule
Planning Commission: September 4, 2024 Action: Pending
Board of Supervisors: September 25, 2024 Action: Pending
Property Information
Property Identification Number (PIN) 86-A-180
Address 1290 Fairfax Pike, Stephens City
Magisterial District Opequon
Acreage +/- 13.0-acres
Zoning & Present Land Use Zoning: RA (Rural Areas)
Land Use: Residential
Proposed Zoning M1 (Light Industrial)
Adjoining Property Zoning & Present Land Use
North: RA (Rural Areas) Land Use: Residential
South: RA Land Use: Vacant
East: RA Land Use: Residential
West: RA Land Use: Residential
Proposed Use
This is a request to rezone one (1) parcel totaling 13-acres from the RA (Rural Areas) Zoning
District to the M1 (Light Industrial) Zoning District with proffers for the purposes of
establishing a container service facility.
Positives Concerns
The proposed rezoning proposes a use
(container service facility) typically
associated with the “industrial” land use
designation as identified in the
Comprehensive Plan.
The proffer statement includes right-of-way
(ROW) reservation for the future condition of
The proposed rezoning application materials
do not specifically address how the use
addresses the Southern Frederick Area Plan’s
vision for “a mix of flexible uses” or
“industrial and commercial opportunity [with]
high quality architecture and site design.” In
this respect, the application may not be fully
compatible with the Comprehensive Plan
462
Page 2 of 8
Route 277 as an “improved minor arterial
roadway.”
policies. The proffer statement does not
address the Plan envisioned high-quality
architecture or site design. Other recent
applications in the vicinity have addressed
this plan policy through inclusion of
screening elements along Route 277 to buffer
industrial activities.
As proposed, any M1 (Light Industrial)
Zoning District use would be allowed; some
of these uses could have a negative impact on
surrounding properties and/or the
transportation network (noise, dust, odor,
glare, vibrations, traffic, etc.) that may not be
fully mitigated by the proposed proffer
statement and GDP.
The proposed rezoning does not address the
Plan identified 10-foot-wide multi-use trail
along Route 277.
463
Page 3 of 8
Review Agency Comments:
Review Agency
Comment
Date
Comment Summary Status
Frederick County (FC)
County Attorney
June 3, 2024 Legal Form.
See comment letter.
Addressed
Virginia Department of
Transportation
(VDOT)
June 11, 2024 “VDOT has reviewed our portion of
the rezoning application of tax map 86-
A-180 (Owner, Jimmy A Johnson). We
have the following comment, while we
do not see any issue with the proposed
use, the rezoning of the parcel to M1,
would not allow us to use the traffic
data provided. M1 would allow many
uses that would far exceed the 85 VPD,
and we would have to look at the
highest and best use for the parcel and
use that to determine the traffic impact.
The proffer statement did not proffer
out any specific high traffic uses, so we
would need to re-evaluate this based on
the highest and best use of M1 which is
not represented in this application.”
Addressed
FC Public Works May 20, 2024 No comments at this time.
FC Fire Marshal May 13, 2024 “Any and all future development shall
comply with the Frederick County Fire
Prevention Code.”
Frederick Water May 21, 2024 “The project parcel is located within
the sewer and water service area
(SWSA), and therefore by county
policy, Frederick Water’s water and
sewer services may be extended to the
site at the user’s expense. A 12-inch
water main traverses the property
frontage along Fairfax Pike. Sanitary
sewer service is not presently in the
vicinity.
The rezoning application package
clearly intends to not pursue public
sewer but proposes to
utilize private on-site waste disposal.
Frederick Water has not been in
discussion with the
applicant regarding this private on-site
sewer disposal approach and will defer
Addressed
464
Page 4 of 8
to the County and the Health
Department on the appropriateness of
utilizing private on-site sewer
disposal.”
See comment letter.
Virginia Department of
Health (VDH)
May 1, 2024 “It appears the plan is to utilize the
existing onsite waste sewage system
and water supply currently connected
to existing structures and use the
dwelling at 1290 Fairfax Pike as a
business office.
Our concern is whether the existing
onsite sewage system and private well
are safe, adequate, and proper for
proposed use.”
See comment letter.
Addressed
Planning & Zoning Staff Analysis:
Comprehensive Plan Conformance:
The Comprehensive Plan (adopted November 2021) and the Southern Frederick Area Plan
(SOFRED, 2017) provide guidance on the future development of the subject property. The Plan
identifies the subject properties with a “industrial” land use designation and as being within the
limits of the Sewer and Water Service Area (SWSA) and outside of the Urban Development Area
(UDA). Further, the SOFRED plan identifies the subject properties within the “Route 277 Triangle
– Centers of Economy” planning area (map inset below). The plan states:
“The Route 277 Triangle Centers of Economy is designed to be a significant area of
commercial and industrial opportunity that is fully supportive of the Frederick County
Economic Development Authority’s targeted goals and strategies. The intent of the mixed-
use designation is to further “enhance the County’s commercial and industrial areas and to
provide focus to the County’s future regional employment centers. In specific areas a mix
of flexible uses, with office uses in prominent locations, is encouraged. Such areas are
supported by substantial areas of industrial and commercial opportunity and provide areas
that are well designed with high quality architecture and site design. It is the intent of such
areas to promote a strong positive community image. “
465
Page 5 of 8
Further, the “Business Development” Chapter of the Comprehensive Plan includes several
“targeted industries” for expansion of industrial land uses, this includes advanced manufacturing,
headquarters and back office, professional and creative services, and agribusiness and food
processing.
The proposed rezoning proposes a use (container service facility) typically associated with the
“industrial” land use designation in the Comprehensive Plan. However, the proposed rezoning
application materials do not specifically address how the use supports the County’s targeted
industries (identified above) or the area plan’s vision for “a mix of flexible uses” or “industrial and
commercial opportunity [with] high quality architecture and site design.” In this respect, the
application is not fully compatible with the Comprehensive Plan policies.
As proposed, any M1 (Light Industrial) Zoning District use would be allowed; some of these uses
could have a negative impact on surrounding properties and/or the transportation network (noise,
dust, odor, glare, vibrations, traffic, etc.).
Transportation & Site Access:
The Plan also identifies transportation improvements in the vicinity of the subject properties.
Fairfax Pike (Route 277) is identified as an “improved minor arterial roadway;” right-of-way will
be required along the subject properties frontage to accommodate this future condition as well as
any warranted turn lanes (subject to VDOT approval). Further, the Plan identifies a multi-use trail
along the frontage.
The proffer statement, dated July 8, 2024, provides for right-of-way reservation along Fairfax Pike
for the future condition (widening), but does not identify or include the multiuse trail shown on
the Plan. Further, the proffer statement includes a provision for a Traffic Impact Analysis (TIA) at
the time of site plan for any uses that may generate more than 85 daily trips.
466
Page 6 of 8
Proffer Statement, Generalized Development Plan (GD)), & Impact Analysis:
The proffer statement, dated July 8, 2024, proposes the following:
Proffer (Date of Revision, if applicable)
Staff Comment
Proffer 1 – Transportation:
1.1. The Owner shall reserve additional right-
of-way along Fairfax Pike as necessary to
construct future road frontage
improvements. The reservation will locate
the new Route 277 Fairfax Pike right-of-
way line 45.5’ from the centerline of the
existing roadway fronting the subject
property. Said right of way shall be
dedicated within 90 days of receiving
written notice from Frederick County.
1.2. If the Applicant elects to develop the M1
Property with any permitted use that
results in a higher net new trip generation
from the Property than the proposed 85
daily trips (ADP) shown in the “General
Development Plan”, prepared by Penonni
Associates Inc, dated June 28, 2024 (the
“GDP”), then as part of any conditional
use permit or site plan approval process
for those uses, the Applicant shall submit
a Traffic Impact Analysis (TIA) to the
County and the Virginia Department of
Transportation (“VDOT”). Subject to
County and VDOT acceptance of the
submitted TIA, and the Applicant shall
mitigate any additional impacts caused by
such additional trips
1.3. In determining whether the uses
collectively have an increased traffic
impact for purposes of Proffer 1.2, the
Applicant may use actual traffic counts
for then existing uses on the Property in
lieu of the estimates that were employed
in the TIA, for determining background
traffic at the time of site plan submission.
Proffer 1.1, as proposed, the rezoning seeks to
implement Comprehensive Plan policy for the
future condition of Fairfax Pike (Route 277)
as an “improved minor arterial roadway.”
However, the proffer statement does not
include the Plan identified 10-foot-wide
multi-use trail along the roadway.
Proffer 1.2 & 1.3, as proposed, seek to
address concerns with development of any
M1 allowed use, specific to transportation
impacts, and would aid to mitigate future
impacts depending on the use. However, the
proffer statement is silent on how other
potential impacts (glare, noise, odor,
vibrations) of some M1 uses would be
mitigated.
Proffer 2 – Fire and Rescue: No comment.
467
Page 7 of 8
2.1. The Owner shall contribute to the Board
the sum of $0.10 per square foot of gross
floor area for fire and rescue purposes,
payable upon the issuance of a building
permit for each structure.
Proffer 3 – Land Use:
3.1 M1- Light Industrial land uses are
proposed in two (2) phases and shall be
in conformance with the “General
Development Plan”, prepared by Pennoni
Associates Inc dated June 28, 2024.
3.2 The existing residential structure will be
converted to a business use and will be
allowed to remain as an existing
nonconforming structure at time of Right-
of Way dedication. Building gross square
footage expansion will not be allowed for
the existing nonconforming structure. All
other future building construction and site
improvements shall conform to current
zoning requirements at time of
permitting.
3.3 Existing on-site well and drainfield
facilities shall meet current Health
Department design requirements and
standards for the proposed business use.
Necessary facility upgrades shall be
required to be in place at time of building
occupancy.
Proffer 3, as proposed, does not address how
the proposal supports the County’s targeted
industries or the area plan’s vision for “a mix
of flexible uses” or “industrial and
commercial opportunity [with] high quality
architecture and site design.”
The proffer statement does not address the
Plan envisioned high-quality architecture or
site design. Other recent applications in the
vicinity have addressed this plan policy
through inclusion of screening elements along
Route 277 to buffer industrial activities.
468
Page 8 of 8
The generalized development plan (GDP) dated April 24, 2024, is included below and identifies Phase I
and Phase II use of the property.
Following a public hearing, staff is seeking a recommendation from the Planning
Commission to forward to the Board of Supervisors on this rezoning application.
469
¬«277
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472
D & M Container Proffer Statement
Page 1 of 3
PROFFER STATEMENT
REZONING: RZ.#: RA Rural Areas District (+/- 13.0 acres) to M1 Light Industrial
District (+/-13.0 acres)
PROPERTY: 13.0 Acres +/-
Tax Map Parcel 86-A-180 (the “Property")
RECORD OWNER: Jimmy A Johnson Et Als
APPLICANT: D & M Container Service (the “Owner”)
PROJECT NAME: D & M Container
ORIGINAL DATE
OF PROFFERS: April 19, 2024
REVISION DATE(S): Revised July 8, 2024
The undersigned hereby proffers that the use and development of the subject property
(“Property”), as described above, shall be in strict conformance with the following conditions, which shall
supersede all other proffers that may have been made prior hereto. In the event that the above referenced
M1 conditional rezoning is not granted as applied for by the Owner (“Owner”), these proffers shall be
deemed withdrawn and shall be null and void. Further, these proffers are contingent upon final rezoning
of the Property with “final rezoning” defined as that rezoning which is in effect on the day following the
last day upon which the Frederick County Board of County Supervisors (the “Board”) decision granting
the rezoning may be contested in the appropriate court. If the Board’s decision is contested, and the
Owner elects not to submit development plans until such contest is resolved, the term rezoning shall
include the day following entry of a final court order affirming the decision of the Board which has not
been appealed, or, if appealed, the day following which the decision has been affirmed on appeal.
The headings of the proffers set forth below have been prepared for convenience or reference only
and shall not control or affect the meaning or be taken as an interpretation of any provision of the proffers.
The improvements proffered herein shall be provided at the time of development of that portion of the
Property adjacent to or including the improvement or other proffered requirement, unless otherwise
specified herein. The term “Owner” as referenced herein shall include within its meaning all future owners
and successors in interest.
1. TRANSPORTATION:
1.1 The Owner shall reserve additional right-of-way along Fairfax Pike as necessary to
construct future road frontage improvements. The reservation will locate the new Route
277 Fairfax Pike right-of-way line 45.5’ from the centerline of the existing roadway fronting
the subject property. Said right of way shall be dedicated within 90 days of receiving
written notice from Frederick County.
1.2 If the Applicant elects to develop the M1 Property with any permitted use that results in a
higher net new trip generation from the Property than the proposed 85 daily trips (ADP)
473
D & M Container Proffer Statement
Page 2 of 3
shown in the “General Development Plan”, prepared by Pennoni Associates Inc, dated
June 28, 2024 (the “GDP”), then as part of any conditional use permit or site plan approval
process for those uses, the Applicant shall submit a Traffic Impact Analysis (TIA) to the
County and the Virginia Department of Transportation (“VDOT”). Subject to County and
VDOT acceptance of the submitted TIA, and the Applicant shall mitigate any additional
impacts caused by such additional trips.
1.3 In determining whether the uses collectively have an increased traffic impact for purposes
of Proffer 1.2, the Applicant may use actual traffic counts for then existing uses on the
Property in lieu of the estimates that were employed in the TIA, for determining
background traffic at the time of site plan submission.
2. FIRE AND RESCUE
2.1 The Owner shall contribute to the Board the sum of $0.10 per square foot of gross floor
area for fire and rescue purposes, payable upon the issuance of a building permit for each
structure.
3. LAND USE
3.1 M1- Light Industrial land uses are proposed in two (2) phases and shall be in conformance
with the “General Development Plan”, prepared by Pennoni Associates Inc, dated June 28,
2024.
3.2 The existing residential structure will be converted to a business use and will be allowed to
remain as an existing nonconforming structure at time of Right-of-Way dedication.
Building gross square footage expansion will not be allowed for the existing non-
conforming structure. All other future building construction and site improvements shall
conform to current zoning requirements at time of permitting.
3.3 Existing on-site well and drainfield facilities shall meet current Health Department design
requirements and standards for the proposed business use. Necessary facility upgrades shall
be required to be in place at time of building occupancy.
SIGNATURES APPEAR ON THE FOLLOWING PAGES
474
D & M Container Proffer Statement
Page 3 of 3
Respectfully submitted,
D & M Waste Solutions, LLC dba D & M Container Service
By:
Jeffrey Scott Hedrick
Title:
Co-Owner
STATE OF VIRGINIA, AT LARGE
FREDERICK COUNTY, To-wit:
The foregoing instrument was acknowledged before me this day of , 2024, by
Jeffrey Hedrick co-owner of D & M Waste Solutions, LLC dba D & M Container Service, a Virginia
corporation, on behalf of the corporation.
Notary Public
Registration Number: __________________________
My Commission Expires: _______________________
D & M Waste Solutions, LLC dba D & M Container Service
By:
Rebecca Lynn Hedrick
Title:
Co-Owner
STATE OF VIRGINIA, AT LARGE
FREDERICK COUNTY, To-wit:
The foregoing instrument was acknowledged before me this day of , 2024, by
Rebecca Hedrick, co-owner of D & M Waste Solutions, LLC dba D & M Container Service, a Virginia
corporation, on behalf of the corporation.
Notary Public
Registration Number: __________________________
My Commission Expires: _______________________
475
FAIRFAX
P
IKE
-
RT
-277
PIN 86-A-180
JIMMY A. JOHNSON, ET ALS
INST# 2023-291
13.631 AC.
ZONE: RA
PIN 86-A-183
Elizabeth A. & Elwood L. Fletcher, Jr.
Inst. #2001-1918
14.04 AC.
Zoned: RA
PIN 86-A-182
Roger E. Santos Molina
Inst.#2020-10260
0.49 AC. Zoned: RA
PIN 86-A-181
Cesar & Elvira Yong, ET ALS
Inst.# 2022-786
0.51 AC. Zoned: RA
PIN 86-A-179B
Samuel Fletcher
Inst.# 2018-8732
2.00 AC
Zoned: RA
PIN 86-A-179F
Steven Thomas & Rebecca Y. Jenkins
Inst.# 2003-8828
5.00 AC
Zoned: RA
PIN 86-A-179
Tamberla Jo & Vernon Carlson, Jr.
Inst.# 2022-11968
29.00 AC.
Zoned: RA
PIN 86-A-217
Janet M. Barr
DB 761, PG 763
42.00 AC.
Zoned: RA
REZONE TO M1
LIGHT INDUSTRIAL
±13 ACRES
EXISTING HOUSE
TO REMAIN AS
BUSINESS OFFICE
EXISTING ENTRANCE TO
BE CLOSED AND
ENTRANCE RELOCATED
PROPOSED RELOCATED
ENTRANCE
PHASE II
FUTURE M1 USE
PHASE I
M1 USE
U:\Accounts\DMCON\DMCON24001 - D&M Rezoning Appl\DESIGN\CS\RZN\DMCON24001-CS-GDP.dwg PLOTTED: 4/30/2014 1:23 PM, BY: David Frank PLOTSTYLE: Pennoni NCS.stb BYNO.DATEREVISIONSDMCON24001
AS NOTED
BEF
ORIG: 04-24-2024 REV: __-__-____
DLFAPPROVED BY
DRAWN BY
DRAWING SCALE
DATE
PROJECT
ALL DOCUMENTS PREPARED BY PENNONI ASSOCIATES ARE
INSTRUMENTS OF SERVICE IN RESPECT OF THE PROJECT. THEY ARE
NOT INTENDED OR REPRESENTED TO BE SUITABLE FOR REUSE BY
OWNER OR OTHERS ON THE EXTENSIONS OF THE PROJECT OR ON
ANY OTHER PROJECT. ANY REUSE WITHOUT WRITTEN VERIFICATION
OR ADAPTATION BY PENNONI ASSOCIATES FOR THE SPECIFIC
PURPOSE INTENDED WILL BE AT OWNERS SOLE RISK AND WITHOUT
LIABILITY OR LEGAL EXPOSURE TO PENNONI ASSOCIATES; AND
OWNER SHALL INDEMNIFY AND HOLD HARMLESS PENNONI
ASSOCIATES FROM ALL CLAIMS, DAMAGES, LOSSES AND EXPENSES
ARISING OUT OF OR RESULTING THEREFROM.ALL DIMENSIONS MUST BE VERIFIED BY CONTRACTOR ANDOWNER MUST BE NOTIFIED OF ANY DISCREPANCIES BEFOREPROCEEDING WITH WORKPENNONI ASSOCIATES INC.117 East Piccadilly StreetWinchester, VA 22601T 540.667.2139F 540.665.0493 00 60'120'
GRAPHIC SCALE 1"=60'¬GENERAL DEVELOPEMENT PLAND&M CONTAINERTM# 86-A-180OPEQUON DISTRICT*'P
TOTAL SHEETS 1 VICINITY MAP
1" = 2,000'
SITE
HUDSON HOLLOW ROADWHITE OAKROAD476
April 2024 D&M Container Rezoning
II
IMPACT ANALYSIS
477
April 2024 D&M Container Rezoning
INTRODUCTION
The subject +/- 13-acre property identified as Tax Map 86-A Parcel 180 is currently zoned
RA Rural Areas District and located in the Opequon Magisterial District. It is located on the
south side of Rt 277 Fairfax Pike immediately across from the +/- 6.8 acres tract recently
rezoned to M1 in application RZ# 01-24 and less than 100’ east of PIN# 86-A-168
containing +/- 3 acres of M1 zoned property. Properties along this stretch of Fairfax Pike
are mixed industrial and residential land uses. Most notably, the M1 zoned Berlin Steel
(formerly Irongate) property is located +/- 700’ to the east of the subject site off Ridings
Lane and M2 zoned Storage Solutions property just 525’ to the west. RA zoned residential
tracts are currently mixed in with the industrial zoned land. The site is located wholly within
the Sewer and Water Service Area (SWSA). The applicant is confident that the proposed
rezoning is consistent with the land use policies of the Comprehensive Policy Plan, and
development of the rezoned property under the M1 zoning district will not result in negative
net impacts.
COMPREHENSIVE PLAN
The subject property is located within the Southern Frederick Land Use Plan (SFLUP) and
is wholly within the Sewer and Water Service Area (SWSA). These documents are intended
to serve as a guide for the intended future land uses within the SWSA as properties within
those growth boundaries develop. The plans identify the subject property as industrial and
adjacent to other property also intended to be a industrial. Consequently, the proposed
rezoning of a portion of the subject property to M1 is in conformance with the
Comprehensive Plan, as the property would develop as an extension of the existing and
future commercial land uses intended by the plan.
LAND USE
The subject property seeks to rezone from the RA zoning district to the M1 Light Industrial
District. The property is bounded on all sides by RA zoned properties. However, on the
North, West and East the neighboring properties are bordered by Industrial zoned land. M1-
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April 2024 D&M Container Rezoning
Light Industrial District is to the North and East (Berlin Steel Property) while M2-Industrial
General District is just to the West in the existing WP Business Park. The adjacent property
to the South is currently zoned RA and is bisected by the new Minor Arterial Road identified
in the comprehensive plan. The proposed land use will be compatible with the existing and
planned commercial development along the Route 277 Fairfax Pike corridor and is in
conformance with the Industrial land use planned for the property in the comprehensive
plan. The applicant proposes to utilize the front half of the property for operating the
applicants existing container service facility. The rear half of the property is planned for
future expansion and similar low traffic generating land uses. The applicant will meet all
required Zoning and subdivision requirements at the time of Site Plan or Subdivision
application.
ACCESS AND TRANSPORTATION
The Property has approximately 460’ of frontage on Route 277 – Fairfax Pike. The proposed
land use will be for the applicant’s waste container business. This facility anticipates a
maximum 10 employees and will generate a low level total daily trip. We have calculated a
total generation of 85 ADT’s for the uses in this application. These trip counts result in no
need for a right turn taper or a left or right turn lane. The applicant acknowledges any land
uses proposed with a site plan application will require full compliance with VDOT access
management design standards. Future Site Plan applicants will need to provide calculated
ADTs generated by the proposed land uses. Land uses that require additional roadway and
turn lane improvements will need to be constructed per the current VDOT design
requirements at the time of development application. This rezoning application includes a
proffer statement committing to the reservation of Right-of-Way for future road widening
improvements to Fairfax Pike should they be initiated. We are not aware of any plans to
widen this segment of the roadway at this time but have anticipated that this may occur in
the future based on recent improvements completed to the west of Warrior Drive.
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April 2024 D&M Container Rezoning
SITE SUITABILITY
The site conditions relate very positively to the proposed development activities. The
proposed rezoning would not result in impact on areas of steep slopes, stream channels,
lakes, ponds, flood plain, or wetlands. The site lies on a ridgeline sloping away to the east
and west from 2-5%. During the engineering phase of the project, a stormwater
management plan will be created to adequately and effectively retain stormwater in a manner
that will avoid negative impacts on adjacent properties. The existing soils on the subject
property are predominantly identified as 3B - Blairton Silt Loam at 2-7% slopes. There are
small areas of Blairton Silt loam with 7-15% slope and Weikert-Berks Channery silt loam
with 7-15% slopes in the southernmost end of the property. None of these soils present any
significant challenges to potential commercial land development.
SEWAGE CONVEYANCE AND WATER SUPPLY
The subject property has access to the existing watermain located on the south side of Route
277 Fairfax Pike. There are no current sanitary sewer facilities serving this property or other
properties in the subject property’s vicinity. The applicant plans to continue to utilize the
existing septic and water facilities operating for the existing structures. These facilities will
be maintained in conformance with Health department requirements.
HISTORIC SITES AND STRUCTURES
The Frederick County Rural Landmarks Survey does not identify any structures of historic
importance on the subject site. It is also observed that the previous land use and
development of the property has resulted in the loss of any historical integrity. As such, the
re-development of the subject property will not impact historical sites and structures. It is
the desire of the applicant to preserve the existing residential building and convert its use to
the general office and meeting facility for the future business land use.
The property will reserve the necessary Right-of-Way for the widening or improving of
Route 277 Fairfax Pike provided continued use and occupancy of the existing building will
not be compromised by any potential nonconformity due to revised building setbacks from
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April 2024 D&M Container Rezoning
the roadway expansion. This structure will not be allowed to expand its footprint in the
future as a condition of the rezoning approval.
IMPACT ON COMMUNITY FACILITIES
The development of the property for the allowed commercial uses under the proposed M1
zoning will result in a net positive fiscal impact for Frederick County. Furthermore, this
application recognizes a potential increase in services for the Frederick County fire and
rescue services. The proffer statement associated with this application secures a provision
for a $0.10 per building square foot monetary contribution, specifically directed to the
Frederick County fire and rescue services.
481
VDOT has reviewed our portion of the rezoning application of tax map 86-A-180 (Owner, Jimmy A Johnson). We have the following comment, while we do not see any issue with the proposed use, the rezoning of the parcel to M1, would not allow us to use the traffic data provided. M1 would allow many uses that would far exceed the 85 VPD, and we would have to look at the highest and best use for the parcel and use that to determine the traffic impact. The proffer statement did not proffer out any specific high traffic uses, so we would need to re-evaluate this based on the highest and best use of M1. VDOT appreciates the opportunity to provide input on this potential rezoning. Please feel free to contact us with any questions.6/11/2024482
1
David Frank
From:Spielman, Joseph (VDOT) <Joseph.Spielman@vdot.virginia.gov>
Sent:Tuesday, June 11, 2024 10:54 AM
To:David Frank; dandmwastesolutions@gmail.com
Cc:Johnson, Joseph (VDOT); Funkhouser, Rhonda (VDOT); Tyler Klein
Subject:D&M Container Rezoning
Attachments:D&M rezoning signed.pdf
Mr. Hedrick / Mr. Frank,
VDOT has reviewed our portion of the rezoning application of tax map 86-A-180 (Owner, Jimmy A
Johnson). We have the following comment, while we do not see any issue with the proposed use, the
rezoning of the parcel to M1, would not allow us to use the traffic data provided. M1 would allow many
uses that would far exceed the 85 VPD, and we would have to look at the highest and best use for the
parcel and use that to determine the traffic impact. The proffer statement did not proffer out any specific
high traffic uses, so we would need to re-evaluate this based on the highest and best use of M1 which is
not represented in this application.
VDOT appreciates the opportunity to provide input on this potential rezoning. Please feel free to contact
us with any questions.
Ryan
Joseph Ryan Spielman
Land Development Engineer / Edinburg Residency
Virginia Department of Transportation
540-535-1829
joseph.spielman@vdot.virginia.gov
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26
Rezoning Comments
Frederick Water
Mail to:
Frederick Water
Attn: Engineer
P.O. Box 1877
Winchester, Virginia 22604
(540) 868-1061
Hand deliver to:
Frederick Water
Attn: Engineer
315 Tasker Road
Stephens City, Virginia
Applicant's Name: _____________________________ Telephone: __________________
Mailing Address: _________________________________________
_________________________________________
_________________________________________
Location of property: _________________________________________
_________________________________________
_________________________________________
Current zoning: ___________ Zoning requested: ____________ Acreage: _______
Notice to Frederick Water - Please Return This Form to the Applicant
Applicant: Please fill out the information as accurately as possible in order to assist the agency with their
review. Attach a copy of your application form, location map, proffer statement, impact analysis,
and any other pertinent information.
Frederick Water Comments:
__________________________________________________________________________________
Please see attached letter dated May 21, 2024 from Eric Lawrence to David Frank. Thank you
________________________________________________________________________________
Frederick Water Signature & Date: May 21, 2024
485
315 Tasker Road PH (540) 868-1061 Eric R. Lawrence
Stephens City, Virginia 22655 Fax (540) 868-1429 Executive Director
www.FrederickWater.com
Water At Your Service
May 21, 2024
David Frank
Pennoni
117 East Piccadilly Street
Winchester, Virginia 22601
RE: Rezoning Application Comment
D&M Container Rezoning
Tax Map Numbers: 86-A-180
13-acre parcel
Dear Mr. Frank:
Thank you for the opportunity to offer review comments on the D&M Container rezoning
application package, dated April 2024, and received at Frederick Water on May 9, 2024.
Frederick Water offers comments limited to the anticipated impact/effect upon Frederick
Water’s public water and sanitary sewer system and the demands thereon.
The project parcel is located within the sewer and water service area (SWSA), and therefore by
county policy, Frederick Water’s water and sewer services may be extended to the site at the
user’s expense. A 12-inch water main traverses the property frontage along Fairfax Pike.
Sanitary sewer service is not presently in the vicinity.
The rezoning application package clearly intends to not pursue public sewer but proposes to
utilize private on-site waste disposal. Frederick Water has not been in discussion with the
applicant regarding this private on-site sewer disposal approach and will defer to the County
and the Health Department on the appropriateness of utilizing private on-site sewer disposal.
Water and sanitary sewers are to be constructed in accordance with Frederick Water standards
and specifications. Easements will be required to accommodate infrastructure that is dedicated
to Frederick Water. Please be aware that Frederick Water is offering these review comments
without the benefit or knowledge of a proffered proposed use and water and sewer demands
for the site.
486
Page 2
D&M Container rezoning application
David Frank
May 21, 2024
Please keep in mind that water supplies and sanitary sewer conveyance capacities change daily;
with each new customer connection bring additional demands and generated flows. Upgrades
to the sanitary sewer system will be necessary for the project to connect and contribute to the
system. This letter does not guarantee system capacities to accommodate your development
proposal.
Thank you for the opportunity to offer review comments.
Sincerely,
Eric R. Lawrence
Executive Director
Attachment: County Rezoning Comment Sheet for D&M Container Rezoning
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COUNTY OF FREDERICK
Roderick B. Williams
County Attorney
540/722-8383
Fax 540/667-0370
E-mail rwillia@fcva.us
June 3, 2024
VIA E-MAIL
Mr. David Frank
Pennoni Associates Inc.
117 East Piccadilly Street, Suite 200
Winchester, VA 22601
Re: Rezoning Application – D&M Container Rezoning
Tax Parcel Number 86-A-180 (the “Property”)
Dear David:
You have submitted to Frederick County for review a proposed proffer statement (the
“Proffer Statement”) for the proposed rezoning of the Property, 13.0± acres in the Opequon
Magisterial District, from the RA (Rural Areas) Zoning District to the M1 (Light Industrial)
Zoning District, with proffers. I have now reviewed the Proffer Statement and it is my opinion
that the Proffer Statement would be in a form to meet the requirements of the Frederick County
Zoning Ordinance and the Code of Virginia, and would be legally sufficient as a proffer
statement, subject to the following comments:
Owner identification/signatures – It appears that title to the Property is currently vested in
five individuals – Jimmy A. Johnson, Sandra J. McDonald, Judy A. Emmons, Kelsey
Nicole Johnson, and Lacey Adare Tinsman – and that, accordingly, each of those five
individuals will need to execute the application and proffer statement and/or execute a
power of attorney.
Notary block(s) – The current version references a property from a previous matter. As
well, for any entity executing the document, to ensure suitability for recordation in the
land records, per the attached, the notarial statement should indicate the name and title of
the individual signing for the entity.
Generalized Development Plan (“GDP”) – I note you have included a GDP with the
materials but that the Proffer Statement does not reference the GDP. If the intent of the
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Mr. David Frank
June 3, 2024
Page 2
application is to include the GDP as part of the Proffer Statement, the Proffer Statement
will need to state so.
Uses/Impact Statement – Staff will want to be aware that the Impact Statement,
particularly with respect to transportation, relies on the premise that the use of the
Property after rezoning will be for a waste container business but that the Proffer
Statement does not exclude any potential M1 uses.
I have not reviewed the substance of the proffers as to whether the proffers are suitable
and appropriate for this specific development, as my understanding is that review will be done by
staff and the Planning Commission.
Sincerely,
Roderick B. Williams
County Attorney
Attachment
cc: John Bishop, Assistant Director of Planning & Development, Frederick County (via e-
mail)
Tyler Klein, Senior Planner, Frederick County (via email)
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X
X
X
X
X
X
X
X
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PARCEL ID NUMBER USE ZONING
86-A-179B Vacant Commercial RA
86-A-179F Residential RA
86-A-179 Vacant Agricultural RA
86-A-217 Vacant Agricultural RA
86-A-181 Residential RA
86-A-183 Residential RA
86-A-170 Residential RA
86-A-172 Vacant Residential RA
86-A-173 Residential RA
86-A-176 Vacant Commercial M1
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Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Public Hearings
Title: Conditional Use Permit #04-24 for Marlboro Springs LLC (Samuel Smith) - (Mrs.
Peloquin)
Attachments:
PC09-04-24CUP04-24_Redacted.pdf
512
CONDITIONAL USE PERMIT #04-24
Marlboro Springs LLC (Samuel Smith)
Special Event Facility
Staff Report for the Planning Commission
Prepared: August 20, 2024
Staff Contact: Kayla Peloquin, Planner
Executive Summary:
Meeting Schedule
Planning Commission: September 4, 2024 Action: Pending
Board of Supervisors: September 25, 2024 Action: Pending
Property Information
Property Identification Number (PIN) 69-A-28
Address 1147 N Pifer Road, Star Tannery
Magisterial District Back Creek
Acreage: +/- 102.69 acres
Zoning & Present Land Use Zoning: RA (Rural Areas)
Land Use: Residential (short-term rental) &
Agricultural
Adjoining Property Zoning & Present Land Use
North: RA (Rural Areas) Land Use: Residential & Agricultural
South: RA (Rural Areas) Land Use: Residential & Agricultural
East: RA (Rural Areas) Land Use: Residential & Agricultural
West: RA (Rural Areas) Land Use: Residential & Agricultural
Proposed Use
The applicant proposes utilizing an existing barn and the surrounding farm for a special event
facility.
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Page 2 of 4
Review Agency Comments:
Review Agency
Comment Date Comment Summary
Virginia Department of
Transportation (VDOT)
February 24, 2024 Approved – installed
commercial entrance per
approved VDOT plan.
Virginia Department of
Health (VDH)
January 31, 2024 Adequate onsite sewage
disposal is required.
Frederick County (FC)
Inspections
February 5, 2024 Change of occupancy permit
required, must meet Building
Code and have accessible
parking and route.
FC Fire Marshal February 5, 2024 Change of use to assembly
required, must comply with
Fire Code.
Planning & Zoning:
Application Proposal:
The applicant proposes utilizing an existing barn and the surrounding farm for a special event
facility. Hours of operation are proposed for Sunday through Thursday of 8:00 AM – 9:00 PM and
Fridays, Saturdays, and Holidays of 8:00 AM – 10:00 PM. These hours reflect when all music
must be turned off and 1 hour afterwards would be allowed for clean-up and for guests and vendors
to leave the property. The applicant proposes noise for any event to not exceed 70 decibels at the
property line. The applicant proposes no more than 250 people per event and would like to add
two pavilions to the property in the future.
The applicant has an active Short-Term Lodging (STL) permit for 1147 N Pifer Road that can
accommodate up to ten (10) guests per night. The applicant has stated that the STL must be
reserved when the venue is booked for an event to minimize the overall number of people and
vehicles on the property.
Staff Analysis:
§165-103.02 of the Zoning Ordinance on standards for Conditional Use Permits states that the
Planning Commission and Board shall consider the following standards when considering
Conditional Use Permits:
A. The conditional use shall not tend to change the character and established pattern of
development of the area of the proposed use.
• The proposed CUP would not significantly change the character and established pattern
of development of the area.
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Page 3 of 4
B. The conditional use shall be in harmony with and shall not adversely affect the use and
enjoyment of surrounding properties.
• If properly managed and all conditions followed, the proposed use would not adversely
affect the use and enjoyment of surrounding properties
C. The conditional use shall be in accord with the polices expressed in the Comprehensive Plan
of the County and with the intent of this chapter.
• The Comprehensive Plan provides guidance when considering any land use action. The
property is located outside of the Sewer and Water Service Area (SWSA) and the Urban
Development Area (UDA). The long-range land use of the property is designated to remain
rural in nature. The property is not located in any small area plan.
• One goal in the Rural Areas section of the Comprehensive Plan is that the “County should
continue to support and encourage new land uses in the rural areas” (pg. 14). Other land
uses, in addition to agricultural uses, may allow property owners to keep properties intact
rather than subdividing. The proposed use is generally consistent with the Comprehensive
Plan.
D. The conditional use shall not adversely affect the natural character and environment of the
County.
• The proposed use would not adversely affect the natural character and environment of the
County.
E. The conditional use permit shall be approved only if adequate facilities, roads, safe access and
drainage are provided.
• The property has a commercial entrance on the property that has been approved by VDOT,
providing safe access to the property. Adequate septic facilities will need to be provided to
accommodate the use in accordance with the Department of Health’s requirements. If the
property is disturbed in a manner that changes the existing drainage, a plan will need to be
reviewed and approved by public works.
F. The conditional use shall conform with all applicable regulations of the district in which it is
located.
• The Zoning Ordinance defines a special event facility as “A facility or site utilized for
events that are typically conducted on a single day, but which may be conducted for up to
three consecutive days, for which attendance is permitted only by invitation or reservation;
special events include, but are not limited to, meetings, conferences, banquets, dinners,
weddings and private parties” (§165-101.02). The proposed use meets the definition of a
special event facility.
• Additional regulations are included for special event facilities in §165-204.30 and
primarily state that all structures must be approved by the Building Official, all parking
spaces and travel aisles shall be graveled, and that portable toilets shall be permitted
provided they are screened from all adjoining properties and roads. The gravel travel way
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Page 4 of 4
and parking area as well as the proposed location for portable toilets will be shown on the
illustrative sketch plan.
• A special event facility is allowed in the RA (Rural Areas) Zoning District with an approved
CUP.
Recommendation:
Should the Planning Commission find the use to be appropriate, staff would suggest the following
conditions for the CUP:
1. All review agency comments and requirements shall be complied with at all times.
2. Events shall begin no earlier than 8:00 AM on any day. Outdoor music shall end by 9:00
PM Sunday through Thursday and by 10:00 PM on Fridays, Saturdays, and Holidays. One
(1) hour after the music is turned off will be allowed for clean-up and for guests and vendors
to exit the property.
3. No more than 250 guests on the property at any one time.
4. An illustrative sketch plan, addressing the additional regulations for special event facilities
contained in in §165-204.30 shall be approved by Frederick County, and the improvements
shown on the plan shall be completed prior to the establishment of the use.
5. Any expansion or change of use shall require a new Conditional Use Permit.
Following a public hearing, staff is seeking a recommendation from the Planning
Commission to forward to the Board of Supervisors on the CUP application.
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BUSHY RIDGESubdivision
¬«55
SHENANDOAHCOUNTYVIRGINIA
69 A 28
1471S PIFER RD 1419N PIFER RD 1780STARTANNERY RD
1648STARTANNERY RD
1648STARTANNERY RD
1417N PIFER RD
1421N PIFER RD
1544STARTANNERY RD
1544STARTANNERY RD
668WARDENSVILLEPIKE
668WARDENSVILLEPIKE
1261N PIFER RD
1301N PIFER RD
837N PIFER RD
1194N PIFER RD
1270N PIFER RD
1280N PIFER RD
929N PIFER RD
759N PIFER RD
703N PIFER RD
521BUSHYRIDGE DR
998N PIFER RD
884N PIFER RD
485BUSHYRIDGE DR
866N PIFER RD
BUSHYRIDGE DR
WARDENSVILLE PIKE STAR TANNERY RDN P I F E R R D
Application
Parcels µ
Frederick C ounty Planning & Development107 N Kent StWinchester, V A 22601540 - 665 - 5651Map Created: August 1, 2024
Star Tannery N PIFER RDBRILL RD STAR TANNERY RDWARDENSVILLE PIKE
BUSHY RIDGE DR
DUCK RUN LN
¬«55
0 830 1,660415 Feet
SHENANDOAHCOUNTY
C U P # 0 4 - 2 4 : M a r l b o r o S p r i n g s , L L C (S a m u e l H . S m i t h , J r .)P I N : 6 9 - A - 2 8Special E v e n t F a c i l i tyZoning M a p
CUP #04-24
517
BUSHY RIDGESubdivision
¬«55
SHENANDOAHCOUNTYVIRGINIA
69 A 28
1471S PIFER RD 1419N PIFER RD 1780STARTANNERY RD
1648STARTANNERY RD
1648STARTANNERY RD
1417N PIFER RD
1421N PIFER RD
1544STARTANNERY RD
1544STARTANNERY RD
668WARDENSVILLEPIKE
668WARDENSVILLEPIKE
1261N PIFER RD
1301N PIFER RD
837N PIFER RD
1194N PIFER RD
1270N PIFER RD
1280N PIFER RD
929N PIFER RD
759N PIFER RD
703N PIFER RD
521BUSHYRIDGE DR
998N PIFER RD
884N PIFER RD
485BUSHYRIDGE DR
866N PIFER RD
BUSHYRIDGE DR
WARDENSVILLE PIKE STAR TANNERY RDN P I F E R R D
Application
Parcels µ
Frederick C ounty Planning & Development107 N Kent StWinchester, V A 22601540 - 665 - 5651Map Created: August 1, 2024
Star Tannery N PIFER RDBRILL RD STAR TANNERY RDWARDENSVILLE PIKE
BUSHY RIDGE DR
DUCK RUN LN
¬«55
0 830 1,660415 Feet
SHENANDOAHCOUNTY
C U P # 0 4 - 2 4 : M a r l b o r o S p r i n g s , L L C (S a m u e l H . S m i t h , J r .)P I N : 6 9 - A - 2 8Special E v e n t F a c i l i tyLocation M a p
CUP #04-24
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Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Public Hearings
Title: Draft Update of the 2024-2025 Frederick County Primary Road Improvement Plan
- (Mr. Bishop)
Attachments:
PC09-04-24_ 2024-2025PrimaryRoadImprovementPlan.pdf
535
COUNTY of FREDERICK
Department of Planning and Development
540/ 665-5651
Fax: 540/ 665-6395
107 North Kent Street, Suite 202 • Winchester, Virginia 22601-5000
TO: Frederick County Planning Commission
FROM: John A. Bishop, AICP, Assistant Director
RE: Update of the Primary Road Improvement Plan
DATE: August 25, 2024
This is a public hearing item to consider the update of the 2024 – 2025 Primary Road
Improvement Plan.
Summary of Changes:
Primary Plan: The Primary Plan has significant modifications to Route 37 and Route 50
priorities reflective of recent studies on those facilities.
Key Changes are as follows:
1. Phases of Route 37 have been updated to reflect results of the Eastern Frederick
County Transportation Study (EFCTS).
2. Addition of Route 50 Projects consistent with the County’s current round of
SmartScale applications and the Route 50 West Pipeline and STARS studies.
The Transportation Committee had reviewed this item on June 24, 2024, and recommended
approval.
Attachments
JAB/ks
MEMORANDUM
536
2024/25-2029/30
PRIMARY ROAD IMPROVEMENT PLAN
for
FREDERICK COUNTY, VIRGINIA
Frederick County Transportation Committee: 6/24/24
Frederick County Planning Commission:
Frederick County Board of Supervisors:
537
All upgrades to primary system roadways that are not limited access should include
implementation of access management principles to improve safety and efficiency wherever
possible.
1) Route 37 Bypass (Phase 1 and 2)
In 2024 the County completed the Eastern Frederick County Transportation Study
(EFTCS) which took an in-depth look at the feasibility, phasing, and best mode of
implementation of Route 37. Results of that analysis were used to update the phasing
priorities and what form initial construction of early phases should take. In Phase 1 and 2
a limited access Boulevard style roadway is recommended. Phases 3,4, and 5 do not
generate sufficient additional traffic for implementation prior to 2050 based upon modeling
results at this time so additional detail for initial phasing of those segments is not included
at this time, but interim improvements are noted where applicable.
A. Route 37 – Phase 1
Initiate final engineering and design, acquire right-of-way, and establish a construction
phase schedule for the preferred alternative between existing Route 11 North and Route 7.
Per the EFCTS an initial development of this project would be a limited access parkway
concept starting with 2 lanes of the ultimate 4 lanes from Route 11 North to Route 7.
B. Route 37 - Phase 2
Initiate final engineering and design, acquire right-of-way, and establish a construction
phase schedule for the southern segment of the Route 37 Eastern Bypass from Interstate I-
81 to Front Royal Pike (Route 522 South). Per the Eastern Frederick County
Transportation Study (EFCTS) an initial development of this project would be a limited
access parkway concept with 4 lanes from existing 37 at Exit 310 to future Warrior Drive
and 2 lanes of the ultimate 4 lanes from future Warrior Drive and Route 522.
2) Route 11 (North and South of Winchester)
A) Upgrade to Six Through Lane System:
From: Northern limits of the City of Winchester
To: Intersection of Cedar Hill Road
B) Upgrade to Four Through Lane System:
From: Southern limits of the City of Winchester
To: Renaissance Drive
C) Upgrade to Four Through Lane System:
From: Intersection of Cedar Hill Road
To: West Virginia line
538
3) Route 277 (East of Stephens City)
Upgrade of the overall corridor to a 4-lane system with improved access management and
bicycle and pedestrian facilities.
A) Establish an Urban Divided Four Lane System:
From: Double Church Road
To: Warrior Drive
B) Upgrade to a Four Through Lane System:
From: Warrior Drive
To: White Oak Road
C) Upgrade to a Four Through Lane System:
From: White Oak Road
To: Route 522
4) Route 7 – Establish a 6 Through Lane Cross Section:
From: Exit 315 Interchange
To: Future Route 37 Interchange
5) Route 50 East and West
A) Upgrade Interchange at Route 50 and Route 37 to a Diverging Diamond
Interchange (DDI)
B) Safety Upgrades to Intersections at Back Mountain Road, Hayfield Road,
Wardensville Grade, Stony Hill Road, and Dicks Hollow Road
C) Establish a 6 Through Lane Cross Section:
From: The Interchange at Exit 313
To: The Future Route 37 Interchange
D) Establish a 6 Through Lane Cross Section:
From: The Interchange with Route 37
To: Poorhouse Road
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6) Route 37 Phases 3, 4, and 5
In 2024 the County completed the Eastern Frederick County Transportation Study
(EFTCS) which took an in-depth look at the feasibility, phasing, and best mode of
implementation of Route 37. Results of that analysis were used to update the phasing
priorities and what form initial construction of early phases should take. Phases 3, 4, and
5 do not generate sufficient additional traffic for implementation prior to 2050 based upon
modeling results at this time so additional detail for initial phasing of those segments is not
included at this time, but interim improvements are noted where applicable.
A) Route 37 – Phase 3
Initiate final engineering and design, acquire right-of-way, and establish a
construction phase schedule for the preferred alternative between Existing Route
50/17 and Route 522. As noted in the EFTCS study, the Comprehensive Planned
Justes Drive Extension to Airport Road will likely serve as an important interim
improvement prior to this connection.
B) Route 37 - Phase 4
Initiate final engineering and design, acquire right-of-way, and establish a
construction phase schedule for the preferred alternative between Route 7 and
Route 50/17. Extension of Hallowed Crossing Way (formerly Haggerty Blvd) to
Senseny Road would likely serve as an important interim improvement prior to
this connection.
C) Route 37 – Phase 5
Initiate final engineering and design, acquire right-of-way, and establish a
construction phase schedule for the preferred alternative between Existing Route
37 around Stonewall Industrial Park to Route 11 North.
7) South Frederick County Parkway:
From: Relocated Exit 307
To: Intersection with Route 277 approximately 1 mile west of the intersection of
Route 277 and Route 522
This long term planned roadway has limited access points serving a mixture of
predominantly commercial and industrial development.
There is a need to study this project in conjunction with the Exit 307 relocation and
planning for Route 277 improvements noted in item 3.
Phasing of this project is not yet clearly defined; however general phasing would be from
West to East with the clear first phase being from relocated Exit 307 to Warrior Drive.
8) Route 522 and Costello Drive
Add additional left turn lane capacity on Route 522 southbound for turns onto Costello
Drive.
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9) Gateway Drive Extension and Intersection with Valley Mill Road
This project will establish an intersection on Valley Mill Road and connection to Gateway
Drive approximately 150 to the south of the new intersection with the remainder of the
Gateway Drive extension to be constructed by development via proffer.
10) Route 37 Slip Ramps to Lenoir Drive
Construct ramps to allow traffic to enter and exit the southbound side of Route 37 from
Lenoir Drive.
11) Commuter Park and Ride Lots
Determine appropriate locations for park and ride facilities at other strategic locations
within the County’s Urban Development Area. For Park and Ride locations in Frederick
County, the primary goal should be that they are situated in such a manner that they reduce
traffic in Frederick County in addition to adjacent localities and ideally strengthen
SmartScale applications.
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Winchester
Stephens City
Middletown
2024 - 2025Primary RoadImprovementPlan
0 1 20.5 Miles
Route 37 Bypass (Phase 1 & 2)
Priority 1A - Phase 1
Priority 1B - Ph ase 2
Route 11 North & South
Priority 2A
Priority 2B
Priority 2C
Route 277 East of Stephens City
Priority 3A
Priority 3B
Priority 3C
Route 7
Priority 4
Route 50
!(Priority 5A
!(Priority 5B
Priority 5C
Priority 5D
Route 37 Bypass (Phases 3, 4, & 5)
Priority 6A - Phase 3
Priority 6B - Ph ase 4
Priority 6C - Phase 5
South Frederick County Parkw ay
Priority 7
Route 522 & Costello Dr
!(Priority 8
Gateway Drive Extension
Priority 9
Lenoir Drive/Route 37 Slip Ramps
Priority 10
Comm uter - Park & Ride Lots
!(Priority 11µ
2A
2C
2B
3A 3B 3C
4
5C
5D
1A
1B
6A
6B
6C
7
9
10
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Planning Commission
Agenda Item Detail
Meeting Date: September 4, 2024
Agenda Section: Other
Title: Current Planning Applications
Attachments:
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