HomeMy WebLinkAbout07-25 Traffic Impact Analysis 6-18-25
MADISON FARMS 277
FREDERICK COUNTY, VIRGINIA
TRAFFIC IMPACT STUDY
June 18, 2025
www.WellsAndAssociates.com
@WellsAssoc @WellsandAssociates Wells + Associates
MADISON FARMS 277
Traffic Impact Study
Frederick County, Virginia
June 18, 2025
Prepared for:
Madison Farms II, LLC
Prepared/Reviewed by:
Wells + Associates
Brant McKinney
Jami Milanovich, P.E.
(202) 978-5222
Madison Farms 277
Traffic Impact Study
September 2024
Latest Revision April 2025
TABLE OF CONTENTS
PAGE
EXECUTIVE SUMMARY _________________________________________________________ 1
SECTION 1
PURPOSE AND STUDY OBJECTIVE ________________________________________________ 2
Traffic Impact Study Requirements ......................................................................................... 2
SECTION 2
BACKGROUND INFORMATION ___________________________________________________ 6
Site Location and Major Transportation Features ................................................................... 6
Scope of Study......................................................................................................................... 6
Study Assumptions .................................................................................................................. 6
Study Methodology ................................................................................................................. 7
Site Description ....................................................................................................................... 8
Existing Roadway Network ...................................................................................................... 8
Future Roadway Network ....................................................................................................... 9
Pedestrian Access .................................................................................................................... 9
Public Transit Service .............................................................................................................. 9
SECTION 3
EXISTING CONDITIONS (2024) __________________________________________________ 14
Vehicular Traffic Counts ........................................................................................................ 14
Operational Analysis ............................................................................................................. 14
SECTION 4
FUTURE CONDITIONS WITHOUT DEVELOPMENT ___________________________________ 19
Methodology ......................................................................................................................... 19
Regional Growth ................................................................................................................... 19
Pipeline Development ........................................................................................................... 19
Pipeline Development Traffic Forecasts ................................................................................ 19
Future Traffic Forecasts Without Development (2035 and 2042) ......................................... 20
Operational Analysis ............................................................................................................. 20
SECTION 5
TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT ______________________________ 34
Site Trip Generation .............................................................................................................. 34
Site Generated Distributions and Assignments ..................................................................... 35
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SECTION 6
ANALYSIS OF FUTURE CONDITIONS WITH DEVELOPMENT ___________________________ 40
Future Traffic Forecasts with Development (2035 and 2042) ............................................... 40
2035 & 2042 Operational Analysis ......................................................................................... 40
Access Management ............................................................................................................. 41
Right and Left Turn Lane Assessment…… .............................................................................. 42
Peak Hour Signal Warrant Assessment…… ............................................................................ 42
SECTION 7
PROPOSED MITIGATION MEASURES _____________________________________________ 53
VJUST Analysis ....................................................................................................................... 53
Proposed Mitigation Measures ............................................................................................. 53
SECTION 8
CONCLUSIONS ______________________________________________________________ 61
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LIST OF FIGURES
FIGURE TITLE
PAGE
1-1 Site Location ................................................................................................................ 4
1-2 Conceptual Site Plan .................................................................................................... 5
2-1 Study Intersections .................................................................................................... 10
2-2 Frederick County Zoning Map ................................................................................... 11
2-3 Frederick County Comprehensive Plan Land Use Recommendations ....................... 12
2-4 Existing Lane Use and Traffic Controls ....................................................................... 13
3-1 Existing Peak Hour Traffic Volumes ........................................................................... 15
3-2 Existing Levels-of-Service .......................................................................................... 17
4-1 Regional Growth (2024-2035) ................................................................................... 22
4-2 Regional Growth (2024-2042) ................................................................................... 23
4-3 Location of Pipeline Developments ........................................................................... 24
4-4 Pipeline Trip Assignments ......................................................................................... 25
4-5 2035 Future Traffic Forecasts without Development ................................................ 26
4-6 2042 Future Traffic Forecasts without Development ................................................ 27
4-7 2035 Future Conditions without Development Levels-of-Service ............................. 30
4-8 2042 Future Conditions without Development Levels-of-Service ............................. 31
5-1 Pass-By Site Trips ....................................................................................................... 38
5-2 Site Generated Trips .................................................................................................. 3 9
6-1 2035 Future Traffic Forecasts with Development ...................................................... 44
6-2 2042 Future Traffic Forecasts with Development ...................................................... 45
6-3 Future Conditions with Development Lane Use and Traffic Controls ........................ 46
6-4 2035 Future Conditions with Development Levels-of-Service ................................... 51
6-5 2042 Future Conditions with Development Levels-of-Service ................................... 52
7-1 2035 Future Conditions with Development Levels-of-Service with Improvements ... 57
7-2 2042 Future Conditions with Development Levels-of-Service with Improvements ... 58
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LIST OF TABLES
TABLE TITLE
PAGE
3-1 Existing Levels of Service ........................................................................................... 16
3-2 Existing Queue Length Summary ............................................................................... 18
4-1 Background Conditions Levels of Service Summary ............................................. 28-29
4-2 Background Conditions Queue Summary ............................................................. 32-33
5-1 Site Trip Generation ............................................................................................. 36-37
6-1 Total Future Conditions Levels of Service Summary ............................................. 47-48
6-2 Total Future Conditions Queue Summary ............................................................ 49-50
7-1 Summary of VJUST Analysis ....................................................................................... 53
7-2 Total Future Conditions with Mitigation Levels of Service Summary ................... 55-56
7-3 Total Future Conditions with Mitigation Queue Summary ................................... 59-60
LIST OF APPENDICES
APPENDIX TITLE
A Scoping Agreement
B Levels of Service Descriptions
C Existing Traffic Count Data
D Existing Intersection Levels of Service and Queues (2024)
E Fairfax Pike Site Access Evaluation
F Individual Pipeline Peak Hour Forecasts
G Future Conditions without Development Levels of Service and Queues
H Future Conditions with Development Levels of Service and Queues
I Turn Lane Warrant Analysis
J Signal Warrant Analysis
K VJUST Analysis
L Mitigated Future Conditions with Development Levels of Service and Queues
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Madison Farms 277
EXECUTIVE SUMMARY
Wells + Associates has prepared a revised traffic impact study for Madison Farms II, LLC based on
comments received from VDOT on May 6, 2025. The Applicant proposes a rezoning to construct
up to 900 dwelling units and 97,000 square feet of commercial and medical uses on property
south of Fairfax Pike (Route 277), approximately one mile west of US Route 522 in Frederick
County, Virginia. Vehicular access to the site is proposed via a maximum of two driveways on
Fairfax Pike (Route 277). For purposes of this analysis, the eastern driveway is assumed to be full
access while the western driveway is assumed to be right-in/right-out.
The existing conditions analysis indicates that all study intersections currently operate at overall
levels of service (LOS) D or better during the weekday AM and PM peak hours. Some lane groups
at the US Route 522/Fairfax Pike/US Route 340 intersection operate at LOS E during the PM peak
hour under existing conditions.
The Madison Farms 277 development is planned to be built in a single phase by 2035. The
proposed 97,000 square feet (S.F.) of medical and commercial uses and up to 900 dwelling units
(D.U.), consisting of a mix of multifamily low-rise, single family attached and detached, and senior
adult multifamily housing are forecasted to generate 677 AM peak hour trips (329 in and 348
out), 816 PM peak hour trips (393 in and 423 out), and 9,321 daily trips.
With the addition of site traffic, acceptable levels of service are met at all study intersections with
the exception of the Hudson Hollow Road/White Oak Road/Fairfax Pike and US Route 522/Fairfax
Pike/US Route 340 intersections where the combination of background and site traffic cause
levels of service E and F. Mitigations are presented to improve the intersections levels of service,
including the addition of turn lanes at both intersections.
Acceptable levels of service would be maintained at the site driveways. The proposed accesses
would meet VDOT spacing standards but would warrant exclusive right and left turn lanes.
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SECTION 1
PURPOSE AND STUDY OBJECTIVE
This report presents the findings of a revised traffic impact analysis for Madison Farms 277 based
on comments received from VDOT on November 4, 2024, January 21, 2025, and May 6, 2025.
The Applicant, Madsion II, LLC, proposes to rezone the property to construct approximately
97,000 S.F. of medical and commercial uses, and up to 900 residential units in Frederick County,
Virginia. The new development is proposed to be constructed along the south side of Fairfax Pike
(Route 277) and west of US Route 522 as shown on Figure 1-1.
The subject site consists of approximately 149 total acres. The site is organized into four (4)
landbays. Landbay #1 (approximately 29 acres), consists of a mixture of healthcare, commercial,
and age restricted multi-family and market rate multi-family residential units (note that age
restricted housing has been assumed as market rate for purposes of this analysis). Landbay #2
(approximately 13 acres), consists of market rate multi-family residential units. Landbay #3
(approximately 55 acres), consists of residential housing with a mixture of single- family, duplex,
and townhome units. Landbay #4 is exclusively open space and does not include residential or
commercial uses other than amenities that serve the development. Up to 900 residential units
are intended to be developed with landbays 1, 2, and 3 and up to 97,000 S.F. of
commercial/medical uses are proposed within landbay #1.
Site access is proposed to be provided via two (2) driveways on Fairfax Pike (Route 277). For
purposes of this analysis, the eastern driveway is assumed to be full access while the western
driveway is assumed to be right-in/right-out. The concept plan is shown on Figure 1-2.
Traffic Impact Study Requirements
Overview. In 2006, the Virginia General Assembly approved legislation (Senate Bill 699, Chapter
527 of the 2006 Acts of Assembly) to enhance the coordination of land use and transportation
planning in the Commonwealth. Subsection 15.2-2222 of the Code of Virginia was added to
expand VDOT’s role in the land planning and development review process. Chapter 155, 24 VAC
30-155 established the rules, procedures, and deadlines for VDOT review.
All development proposals which met certain specific trip generation thresholds were subject to
the regulations as outlined in VDOT’s Traffic Impact Analysis Regulations Administrative
Guidelines (“Administrative Guidelines”). An amendment to the Administrative Guidelines took
effect in January 2012. Based on these updated Guidelines (now referred to as Chapter 870), a
development proposal is considered to substantially impact the transportation network if it
generates 5,000 or more net new daily vehicle trips. Based on a review of the Applicant’s rezoning
application, a Chapter 870 compliant traffic impact study is required. This also requires the
Applicant to adhere to all local ordinances with regard to the submission of a traffic impact study.
Since this development is anticipated to meet the trip generation thresholds to require a formal
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Chapter 870 traffic study, a traffic analysis was prepared to address the impact of the proposed
development on the adjacent roadway system. This report presents the results of that analysis
based on the study parameters agreed to during the scoping meeting with VDOT and Frederick
County staff. A copy of the scoping document included in Appendix A.
Tasks. The following tasks were completed as part of this study:
A scoping meeting was held with Frederick County and VDOT staff regarding the parameters
of the study and relevant background information. A signed scoping letter confirming the
parameters and assumptions used in the analysis herein is included in Appendix A.
Field reconnaissance in the vicinity of the site was performed to collect information related
to existing traffic controls, roadway geometry, and traffic flow characteristics.
Existing traffic counts were collected at the study intersections during the AM and PM peak
periods to establish baseline 2024 conditions.
Future conditions without the development were projected based regional growth and
traffic generated by approved but unbuilt (pipeline) development.
New vehicle trips generated by the development were calculated based on the methodology
outlined in the Institute of Transportation Engineers’ (ITE) Trip Generation, 11 th Edition.
Future conditions with the development were forecasted based on regional growth, pipeline
developments, and the proposed development plan.
A trip generation analysis was conducted for the proposed development program on the
site.
Intersection capacity analyses were prepared for the existing conditions (2024), future
conditions without development (2035), future conditions with development (2035), future
design year conditions without development (2042), and future design year conditions with
development (2042) during the weekday AM and PM peak hours at the intersections located
within the study area.
Roadway improvements needed to mitigate the site generated trips were identified.
Sources for this study include Frederick County, VDOT, Valley Engineering, the Institute of
Transportation Engineers (ITE), Madison II, LLC, and the files of Wells + Associates.
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D FAIRFAX PIKE81NORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 1-1Site LocationMadison Farms 277Frederick County, VA4
NORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 1-2Conceptual Site PlanMadison Farms 277Frederick County, VAPlan Provided By Valley Engineering 5
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Traffic Impact Study
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Latest Revision June 2025
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SECTION 2
BACKGROUND INFORMATION
Site Location and Major Transportation Features
The proposed Madison Farms 277 is planned to consist of approximately 97,000 S.F. of
commercial and medical uses and up to 900 D.U. and be constructed on what is currently a vacant
site located on the south side of Fairfax Pike (Route 277) west of US Route 522. Site access is
proposed to be provided via two (2) driveways from Fairfax Pike (Route 277). No interparcel
connections are proposed to adjacent properties.
Scope of Study
The study area, as agreed to during scoping, consists of the following intersections:
1. Fairfax Pike/White Oak Road/Hudson Hollow Road (Route 636)
2. Fairfax Pike/Lord Fairfax Highway (US Route 340)/Front Royal Pike (US Route 522)
3. Front Royal Pike (US Route 522)/Maranto Manor Drive
4. Front Royal Pike (US Route 522)/Lake Frederick Drive
5. Fairfax Pike/Site Driveways
The intersections are shown on Figure 2-1.
Study Assumptions
For purposes of this analysis, the development is assumed to be constructed in a single phase by
2035.
The Frederick County 2035 Comprehensive Plan establishes a goal to “improve upon existing
transportation safety and service levels in the county.” While a formal level of service goal is not
stated, for new developments, trip generation and new movements should “not degrade the
transportation system, increase delays, or reduce service levels”. A description of the levels of
service for both signalized and unsignalized intersections is included in Appendix B.
This report presents the findings of analyses performed for the following conditions:
Existing Conditions (2024): Considers existing traffic volumes and existing roadway
configurations.
Future Conditions without Development (2035): Considers future traffic conditions for the
year 2035 with background growth by applying a 1.0 percent growth rate to all through
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movements along Fairfax Pike (Route 277), US Route 522, and US Route 340. In addition to
growth, one (1) project was included as a pipeline development in this scenario and
subsequent traffic was added to the roadway network.
Total Future Conditions with Development (2035): Considers background traffic conditions
for the year 2035 (build out year) and incorporates the trips associated with the proposed
development plan.
Future Conditions without Development (2042): Considers future traffic conditions for the
year 2042 with background growth by applying a 1.0 percent growth rate to all through
movements along Fairfax Pike (Route 277), US Route 522, and US Route 340. In addition to
growth, one (1) project was included as a pipeline development in this scenario and
subsequent traffic was added to the roadway network.
Total Future Conditions with Development (2042): Considers background traffic conditions
for the year 2042 (design year) and incorporates the trips associated with the proposed
development plan.
The results of the analysis and the traffic impacts associated with the proposed development
plan are presented in the Conclusion section of the report.
Study Methodology
Synchro software (version 11) was used to evaluate levels of service at the study intersections
during the AM and PM peak hours. Synchro is a macroscopic model used for optimizing traffic
signal timing and performing capacity analyses. The software can model existing traffic signal
timings or optimize splits, offsets, and cycle lengths for individual intersections, an arterial, or a
complete network. Synchro allows the user to evaluate the effects of changing intersection
geometrics, traffic demands, traffic control, and/or traffic signal settings as well as optimize
traffic signal timings.
The levels of service reported for the signalized and unsignalized intersections analyzed herein
were taken from the Highway Capacity Manual 6th Edition (HCM 6th), reports generated by
Synchro. Level of service descriptions are shown in Appendix B. Heavy vehicle factors (%HV) were
derived based on traffic count data published by the Virginia Department of Transportation and
were applied to each movement within the study area. A five (5.0) percent heavy vehicle factor
was applied to US Route 522 and a three (3.0) heavy vehicle factor was applied to Fairfax Pike
(Route 277) and US Route 340 for this study.
Peak hour factors (PHF’s) were calculated by approach using the existing count data. As indicated
in the scoping document, existing PHF’s were adjusted to a minimum of 0.85 and future PHF’s
were adjusted to a minimum of 0.92. Future background conditions and total future conditions
used identical PHF’s.
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Site Description
Overview. The development area is approximately 149 acres and is identified as Tax Map #87-A-
15 in Frederick County, Virginia. As shown on Figure 1-1, the site for the proposed uses is
generally located south of Fairfax Pike (Route 277) and west of US Route 522, east of Stephens
City.
Existing Zoning. The subject site is currently vacant and zoned RA (Rural Areas District) and would
allow for low density uses including residential units. Since the site area would yield fewer than
20 units, it was assumed to be vacant under future conditions without development. The
Applicant seeks approval of a rezoning application to rezone the property to R4 (Residential
Planned Community District). The existing zoning map is shown on Figure 2-2.
Nearby Zoning Uses. The properties surrounding and adjacent to the subject site (see Figure 2-
2) are generally zoned RA (Rural District).
Comprehensive Plan Recommendations. The site is located within the Southern Frederick Area
and is recommended to be bisected by a future minor arterial with uses that are anticipated to
include mixed-use commercial/office and neighborhood village, as shown on Figure 2-3.
Terrain. The terrain proximate to and surrounding the site is generally classified as “level.”
Existing Roadway Network
A description of the major roadways within the immediate vicinity of the site is presented
below. The existing lane configuration and traffic controls in the study area are shown on Figure
2-4.
Fairfax Pike (Route 277) is a two-lane roadway that runs perpendicular to Interstate 81 and
provides access to the Town of Stephens City. Fairfax Pike borders the subject site on the north
and will provide direct access to the site. It is classified as Minor Arterial and has a posted speed
limit of 45 miles per hour (mph) in the vicinity of the site.
US Route 522 is a four-lane divided Minor Arterial that runs parallel to Interstate 81 and provides
a north-south connection to Winchester and Front Royal. It has a posted speed of 45 to 55 mph
in the vicinity of the site.
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Future Roadway Network
The Comprehensive Plan indicates a new east-west minor arterial to bisect the site running
generally parallel to and connecting with Fairfax Pike (Route 277) immediately east of the site.
Since this project is not funded, this extension has not been assumed for the purposes of this
traffic study. However, right-of-way has been reserved within the development to accommodate
this improvement should it be made in the future.
Pedestrian Access
Pedestrian accommodations are not provided within the vicinity of the site.
Public Transit Service
Public transit service is not currently provided in the area.
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D FAIRFAX PIKE81NORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 2-1Study IntersectionsMadison Farms 277Frederick County, VAStudy IntersectionX1243ABXSite Access Point10
NORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 2-2Frederick County Zoning MapMadison Farms 277Frederick County, VASITE11
SITENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 2-3Frederick County Comprehensive Plan Land Use RecommendationsMadison Farms 277Frederick County, VA12
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 2-4Existing Lane Use and Traffic ControlsMadison Farms 277Frederick County, VA4SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 0001234YIELD13
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SECTION 3
EXISTING CONDITIONS (2024)
Vehicular Traffic Counts
Turning movement counts were collected on Wednesday, May 1, 2024, and used to establish
existing 2024 baseline conditions. The counts were collected at the following intersections:
1. Fairfax Pike/White Oak Road/Hudson Hollow Road (Route 636)
2. Fairfax Pike/Front Royal Pike (US Route 522)/Lord Fairfax Highway (US Route 340)
3. Front Royal Pike (US Route 522)/Maranto Manor Drive
4. Front Royal Pike (US Route 522)/Lake Frederick Drive
(Note: Intersection numbers provided to correspond with figures and tables.)
The existing peak hour traffic volumes for the intersections within the study area are summarized
on Figure 3-1 and shown in Appendix C.
Operational Analysis
Intersection capacity analyses were performed for the existing conditions at the study
intersections during the weekday AM and PM peak hours. The results of the intersection
capacity analyses are expressed in level of service (LOS) and delay (seconds per vehicle) per lane
group and are presented in Table 3-1 and illustrated in Figure 3-2. The queuing analysis results
are summarized in Table 3-2. The detailed analysis worksheets for existing conditions are
provided in Appendix D.
The results indicate that all lane groups at the study intersections currently operate at Level of
service (LOS) D or better, with the following exceptions:
US Route 522/Fairfax Pike/US Route 340 intersection – the westbound shared
left/through, northbound left, and southbound left lane groups all operate at a LOS E
during the PM peak hour.
As shown on Table 3-2, the 95th percentile queues for all lane groups at the study intersections
currently are within the available storage.
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 3-1Existing Peak Hour Traffic Volumes Madison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 00059/162457/644556/95344/8755/30124/144176/17319/3651/3929/42175/4445/3722/1634/3142/369/35227/353182/142123417/36304/51077/730/230/7961/276118/174161/254405/690123/2090/1114/165181/17629/610/025/48398/5610/0429/82452/9553/13539/664/815
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Table 3-1
Existing Levels of Service
Lane Group
Existing Conditions
AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s)
1. Hudson Hollow Road/White Oak Road/Fairfax Pike
EBLTR B 11.0 B 13.1
WBLT A 7.2 A 8.2
WBR A 6.3 A 5.6
NBLTR B 13.6 B 17.6
SBLTR B 16.4 C 21.3
Overall B 11.8 B 12.9
2. US Route 522/Fairfax Pike/US Route 340
EBLT C 34.0 D 54.1
EBR C 30.2 D 48.8
WBL D 36.1 D 39.2
WBTR C 33.9 E 63.7
NBL D 41.0 E 69.7
NBT C 26.7 D 42.9
NBR C 27.0 D 40.6
SBL D 39.1 E 59.7
SBT C 27.0 D 48.8
SBR A 0.0 A 0.0
Overall C 30.8 D 50.3
3.US Route 522/Maranto Manor Drive
EBL C 22.5 C 23.0
EBR C 23.0 C 24.4
NBL C 23.9 C 24.2
NBT A 6.9 A 8.3
SBT B 16.7 B 19.5
SBR B 14.6 B 16.2
Overall B 13.4 B 14.9
4. US Route 522/Lake Frederick Drive
EBL D 48.5 D 49.1
EBR D 41.5 D 39.1
NBL B 12.5 A 10.0
NBT A 5.7 A 7.7
SBT B 19.1 B 14.5
SBR B 17.0 B 13.1
Overall B 16.8 B 13.8
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 3-2Existing Levels-of-Service Madison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEB/CB/CA/AB/AD/DD/DB/CA/AA/AB/BB/B1234A/AC/DD/EC/ED/DC/DC/DD/EC/DC/DB/BB/BA/AC/CC/CC/CA/BA/BOverall Levels of ServiceLevels of ServiceAM Pe
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Table 3-2
Existing Queue Length Summary
Lane Group Storage Length (ft)
Existing Conditions
AM Peak Hour PM Peak Hour
50th %tile 95th %tile 50th %tile 95th %tile
1. Hudson Hollow Road/White Oak Road/Fairfax Pike
EBLTR 1200 88 204 118 364
WBLT 3100 28 69 86 197
WBR 150 -10 -12
NBLTR 2000 20 69 25 62
SBLTR 3700 25 98 38 104
2. US Route 522/Fairfax Pike/US Route 340
EBT 1250 119 239 199 302
EBR 275 -19 -62
WBL 525 68 152 133 225
WBTR 1500 42 109 298 534
NBL 600 70 157 179 344
NBT 2400 117 207 295 411
NBR 300 -40 -73
SBL 150 43 109 63 121
SBT 950 86 163 221 301
SBR 550 - - - -
3. US Route 522/Maranto Manor Drive
EBL 250 7 21 13 32
EBR 250 -15 -25
NBL 625 9 24 17 40
NBT 525 41 65 86 130
SBT 325 68 108 96 151
SBR 825 -16 -21
4. US Route 522/Lake Frederick Drive
EBL -75 132 93 157
EBR - - 34 -26
NBL 450 8 23 19 43
NBT 1650 66 105 152 230
SBT 1335 103 155 145 222
SBR 300 - 26 - 39
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SECTION 4
FUTURE CONDITIONS WITHOUT DEVELOPMENT
Methodology
Future traffic forecasts for 2035 and 2042 without the development of the Madison Farms 277
were developed based on a composite of existing baseline traffic volumes, regional growth, and
increases in traffic associated with other identified approved but not yet constructed (pipeline)
developments. This methodology was discussed with VDOT and County staff as reflected in the
signed scoping agreement included in Appendix A.
Regional Growth
Traffic volumes were projected for the years 2035 and 2042 without the proposed development.
The base traffic volumes used in this scenario were the existing (2024) condition volumes. A one
(1.0) percent linear annual growth rate was applied to through movements along Fairfax Pike
(Route 277), Front Royal Pike (US Route 522), and Lord Fairfax Highway (US Route 340) to account
for growth resulting from developments outside of the immediate study area. The resultant
volumes are shown on Figures 4-1 and 4-2.
Pipeline Development
In addition to regional growth, the one (1) other pipeline development was assumed for future
background 2035 conditions and is described below:
Lake Frederick Development. The Lake Frederick development is a residential development
located on the west side of US Route 522 south of Fairfax Pike (Route 277). The development is
planned for a total of 2,130 dwelling units. Access to the development is via an existing signalized
entrance on US Route 522 and a proposed stop-controlled entrance along Fairfax Pike (Route
277) east of the Madison Farms 277 development.
The location of this pipeline development is shown on Figure 4-3.
Pipeline Development Traffic Forecasts
The new vehicle trips expected to be generated by the pipeline development were based on a
March 27, 2023 Fairfax Pike Site Access Evaluation provided to VDOT for the Lake Frederick
Development and shown in Appendix E. The 2,130 dwelling units associated with this
development would generate 778 new AM peak hour trips, 944 new PM peak hour trips, and
12,400 daily (24-hour) trips based on the March 2023 evaluation. For the purposes of this analysis
all trips have been assigned to the network. Figure 4-4 for the total pipeline trips to be added to
the roadway network. Individual pipeline assignments are shown in Appendix F.
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Future Traffic Forecasts Without Development (2035 and 2042)
Traffic forecasts without the proposed Madison Farms 277 development were prepared for 2035
and 2042 conditions. These forecasts were based on the existing baseline traffic counts shown
on Figure 3-1, regional growth shown on Figure 4-1 and 4-2, and pipeline trip assignments shown
on Figure 4-4. The resulting traffic forecasts are provided on Figure 4-5 for 2035 and Figure 4-6
for 2042 future conditions without the development.
Operational Analysis
The background capacity analyses results are expressed in level of service (LOS) and delay
(seconds per vehicle) per lane group and are presented in Table 4-1. The 50th and 95th percentile
queues under background conditions are shown in Table 4-2.
The capacity analysis worksheets for future without development conditions are provided in
Appendix G. Levels of service for future conditions without development are shown on Figure 4-7
and 4-8.
The results of the capacity analysis for future conditions without the development are described
below:
1. The Fairfax Pike/Hudson Hollow Road/White Oak Road intersection would deteriorate under
2035 and 2042 conditions without the proposed development. The following summarizes
intersections and lane groups that operate under acceptable conditions under existing
conditions but drop to a LOS E or LOS F under background conditions:
a. Eastbound left/through/right lane group would degrade to LOS F during the 2035 and
2042 PM peak hours.
b. Overall level of service would degrade to LOS “E” during the 2042 PM peak hour.
2. The US Route 522/Fairfax Pike/US Route 340 intersection would deteriorate further under
2035 and 2042 conditions without the proposed development. The following summarizes
intersections and lane groups that operate under acceptable conditions under existing
conditions but drop to a LOS E or LOS F under background conditions:
a. Eastbound left/through and right turn lane groups would degrade to a LOS E during the
2035 and 2042 PM peak hours.
b. Westbound through/right lane group would degrade to LOS F during the 2035 and 2042
PM peak hours.
c. Northbound left turn movement would degrade to LOS E during the during the 2035
AM peak hour and LOS F during the 2035 and 2042 PM peak hours.
d. Northbound through movement would degrade to LOS F during the 2042 PM peak
hour.
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e. Southbound through movement would degrade to LOS E during the 2035 and 2042
PM peak hours.
f. Overall intersection would degrade to LOS E during the 2035 PM peak hour and LOS F
during the 2042 PM peak hour.
3. The US Route 522/Maranto Manor Drive intersection would operate consistent with
existing conditions.
4. The US Route 522/Lake Frederick Drive intersection would operate generally consistent
with existing conditions. The following summarizes intersections and lane groups that
operate under acceptable conditions under existing conditions but drop to a LOS E or LOS
F under background conditions except for the following:
a. Eastbound left turn movement would degrade to LOS E during the 2035 and 2042
AM and PM peak hours.
As shown on Table 4-2, projected queues under both 2035 and 2042 background conditions
would be accommodated within the available storage lanes.
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 4-1Regional Growth (2024-2035)Madison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 0000/00/00/00/019/490/00/00/00/00/025/390/012340/033/560/00/00/07/300/00/045/760/00/00/020/190/00/044/620/047/910/00/00/00/00/050/710/061/1050/00/00/022
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 4-2Regional Growth (2024-2042)Madison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 0000/00/00/00/032/800/00/00/00/00/041/640/012340/055/920/00/00/011/500/00/073/1240/00/00/033/320/00/072/1010/077/1480/00/00/00/00/082/1160/0100/1720/00/00/023
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 4-4Pipeline Trip AssignmentsMadison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 0000/00/00/00/0197/1300/00/00/00/00/075/2000/0123422/5743/1140/00/00/00/022/5756/37113/74106/560/088/370/056/370/065/1720/0169/1120/00/00/00/065/17256/370/022/5732/8684/56253/16725
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 4-52035 Future Traffic Forecasts Without DevelopmentMadison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 000124/334563/752639/111576/173139/86377/311176/17319/3651/3929/42391/6235/3722/1634/3142/369/35327/592182/142123439/93380/68077/730/230/7968/306140/231217/291563/840229/2650/1202/202201/19585/9825/48507/7950/0645/102752/9553/13539/664/80/026
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D FAIRFAX PIKENORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS REPORT GRAPHICS (07.17.2024).DWGFigure 4-62042 Future Traffic Forecasts Without DevelopmentMadison Farms 277Frederick County, VA0/00/00/00/00/00/00/00/00/00/00/00/04SITEDRIVEWAYKEYBOULEVARDKEY4U.S.ROUTE 522LAKEFREDERICKDRIVE1FAIRFAXPIKEWHITE OAKROADHUDSONHOLLOWFAIRFAXPIKEROAD2FAIRFAXHIGHWAYU.S.LORD FAIRFAXPIKEROUTE 5223U.S.ROUTE 522MARANTOMANORDRIVEAM PEAK HOURPM PEAK HOUR000 / 000124/334595/797678/118276/173139/86377/311176/17319/3651/3929/42404/6545/3722/1634/3142/369/35343/617182/142123439/93402/71677/730/230/7972/326140/231217/291591/888229/2650/1202/202214/20885/9825/48535/8340/0675/108452/9553/13539/664/80/027
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Table 4-1
Background Conditions Level of Service Summary
Lane
Group
Existing Conditions 2035 Future Conditions without
Development
2042 Future Conditions without
Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)
1. Hudson Hollow Road/White Oak Road/Fairfax Pike
EBLTR B 11.0 B 13.1 C 20.3 F 86.3 C 22.6 F 119.5
WBLT A 7.2 A 8.2 A 8.0 B 10.2 A 8.1 B 10.8
WBR A 6.3 A 5.6 A 5.8 A 5.3 A 5.8 A 5.3
NBLTR B 13.6 B 17.6 C 20.9 C 22.4 C 21.5 C 22.4
SBLTR B 16.4 C 21.3 C 25.2 C 27.1 C 26.1 C 27.1
Overall B 11.8 B 12.9 B 17.2 D 45.5 B 18.3 E 59.8
2. US Route 522/Fairfax Pike/US Route 340
EBLT C 34.0 D 54.1 D 48.6 E 75.2 D 40.9 E 78.1
EBR C 30.2 D 48.8 D 41.9 E 58.5 D 35.8 E 57.9
WBL D 36.1 D 39.2 D 51.5 D 52.3 D 45.2 D 53.4
WBTR C 33.9 E 63.7 D 46.4 F 109.3 D 41.2 F 131.1
NBL D 41.0 E 69.7 E 62.3 F 132.9 D 51.9 F 137.9
NBT C 26.7 D 42.9 D 39.3 D 50.6 C 32.3 F 101.9
NBR C 27.0 D 40.6 D 39.0 D 45.1 C 31.7 E 59.5
SBL D 39.1 E 59.7 D 39.7 E 70.8 D 47.8 E 58.3
SBT C 27.0 D 48.8 D 35.6 E 70.2 D 38.5 E 79.5
SBR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0
Overall C 30.8 D 50.3 D 43.6 E 71.1 D 38.5 F 90.8
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Table 4-1 (continued)
Background Conditions Level of Service Summary
Lane
Group
Existing Conditions 2035 Future Conditions without
Development
2042 Future Conditions without
Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)
3. US Route 522/Maranto Manor Drive
EBL C 22.5 C 23.0 C 22.5 C 26.5 C 22.5 C 27.1
EBR C 23.0 C 24.4 C 23.0 C 28.3 C 23.0 C 29.0
NBL C 23.9 C 24.2 C 23.9 C 27.5 C 23.9 C 28.1
NBT A 6.9 A 8.3 A 7.5 A 8.2 A 7.6 A 8.2
SBT B 16.7 B 19.5 B 17.6 B 19.3 B 17.9 B 19.3
SBR B 14.6 B 16.2 B 14.6 B 14.6 B 14.6 B 14.4
Overall B 13.4 B 14.9 B 13.3 B 15.1 B 13.4 B 15.1
4. US Route 522/Lake Frederick Drive
EBL D 48.5 D 49.1 E 70.4 E 61.9 E 70.4 E 61.9
EBR D 41.5 D 39.1 D 36.7 D 36.3 D 36.7 D 36.3
NBL B 12.5 A 10.0 C 24.2 D 35.5 C 25.0 D 36.5
NBT A 5.7 A 7.7 B 12.0 B 13.9 B 12.2 B 14.5
SBT B 19.1 B 14.5 C 28.7 C 30.6 C 29.2 C 31.5
SBR B 17.0 B 13.1 C 25.9 C 33.5 C 25.9 C 33.5
Overall B 16.8 B 13.8 C 31.5 C 28.2 C 28.5 C 28.5
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Table 4-2
Background Conditions Queue Summary
Lane Group Storage
Length (ft)
Existing
Conditions
2035 Future Conditions
without Development
2042 Future Conditions
without Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
1. Hudson Hollow Road/White Oak Road/Fairfax Pike
EBLTR 1200 88 204 118 364 141 384 392 681 152 407 428 721
WBLT 3100 28 69 86 197 75 160 141 330 78 167 153 360
WBR 150 - 10 - 12 0 10 0 12 0 10 1 12
NBLTR 2000 20 69 25 62 34 72 25 62 34 72 25 62
SBLTR 3700 25 98 38 104 41 97 38 104 41 97 38 104
2. US Route 522/Fairfax Pike/US Route 340
EBT 1250 119 239 199 302 214 356 264 405 218 392 278 432
EBR 275 - 19 - 62 0 66 0 68 0 66 0 68
WBL 525 68 152 133 225 106 186 201 298 104 186 201 298
WBTR 1500 42 109 298 534 62 125 388 598 64 130 427 642
NBL 600 70 157 179 344 177 366 285 468 172 366 285 468
NBT 2400 117 207 295 411 214 307 408 578 219 323 494 629
NBR 300 - 40 - 73 0 64 7 87 0 64 18 102
SBL 150 43 109 63 121 56 119 69 121 57 119 67 121
SBT 950 86 163 221 301 142 212 334 458 153 224 357 496
SBR 550 - - - - 0 0 0 0 0 0 0 0
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Table 4-2 (continued)
Background Conditions Queue Summary
Lane Group Storage
Length (ft)
Existing
Conditions
2035 Future Conditions
without Development
2042 Future Conditions
without Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
3. US Route 522/Maranto Manor Drive
EBL 250 7 21 13 32 8 22 14 37 8 22 15 38
EBR 250 - 15 - 25 0 16 0 27 0 16 0 27
NBL 625 9 24 17 40 9 26 19 45 9 26 20 47
NBT 525 41 65 86 130 66 101 119 171 70 105 130 184
SBT 325 68 108 96 151 90 137 151 223 96 145 161 235
SBR 825 - 16 - 21 0 15 0 20 0 15 0 20
4. US Route 522/Lake Frederick Drive
EBL - 75 132 93 157 268 451 224 366 268 451 224 366
EBR - - 34 - 26 0 50 0 41 0 50 0 41
NBL 450 8 23 19 43 22 42 55 90 22 42 55 90
NBT 1650 66 105 152 230 115 151 265 329 124 162 290 359
SBT 1335 103 155 145 222 163 215 251 320 174 229 271 344
SBR 300 - 26 - 39 0 40 0 61 0 40 0 61
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SECTION 5
TRIP GENERATION, DISTRIBUTION AND ASSIGNMENT
Site Trip Generation
The number of AM and PM peak hour trips expected to be generated by the proposed
development was estimated based on the ITE Trip Generation Manual, 11 th Edition trip rates and
equations. ITE Land Use Codes 210 (Single-Family Detached Housing), 215 (Single-Family
Attached Housing), 220 (Multi-Family Housing (Low-Rise)), 252 (Senior Adult Housing –
Multifamily), 934 (Fast-Food Restaurant with Drive-Through Window), 937 (Coffee/Donut Shop
with Drive-Through Window), 822 (Strip Retail Plaza (<40K)), 650 (Free-Standing Emergency
Room), 630 (Clinic), and 720 (Medical-Dental Office Building (Stand Alone)) were used to prepare
the analysis.
The proposed project is expected to generate a total of 1,152 AM peak hour trips, 1,080 PM peak
hour trips, and 12,657 daily (24-hour) trips. However, not all of the trips would be new trips
added to the roadway network. A portion of the trips generated by retail uses are made by
vehicles already on the adjacent roadways enroute to a different destination but stop at the site
in passing. This type of trip is called a pass-by trip and is defined by ITE’s Trip Generation Manual
as a trip in which the retail or service destination is the secondary part of a primary trip, such as
a work-to-shopping-to-home trip. An example of a pass-by trip would be one in which a driver
stops at one of the proposed retail uses on their way home from work.
Pass-by rates were taken from the ITE Trip Generation Manual, Land Use Codes 934 (Fast-Food
Restaurant with Drive-Through Window) and 937 (Coffee/Donut Shop with Drive-Through
Window). Due to a lack of available data, pass-by percentages for Land Use Code 938
(Coffee/Donut Shop with Drive-Through Window and No Indoor Seating) was used for Land Use
Code 937 (Coffee/Donut Shop with Drive-Through Window), as scoped with VDOT and Frederick
County. The resulting pass-by rates for the fast-food restaurant were 50% for the weekday AM
peak hour and 55% for the weekday PM peak hour. The percentages for the coffee shop were
90% for the weekday AM peak and 98% for the weekday PM Peak. Applying the pass-by rates to
the trip generation for the project results in 476 AM peak hour pass-by trips (243 in and 233 out),
264 PM peak hour pass-by trips (133 in and 130 out), and 3,336 daily pass-by trips.
As shown in Table 5-1, the proposed development program is estimated to generate 677 new
AM peak hour trips (329 in and 348 out), 816 new PM peak hour trips (393 in and 423 out), and
9,321 new daily (24-hour) trips.
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Site Generated Traffic Distributions and Assignments
Trip distributions for the proposed development are based on recent traffic counts, the
surrounding road network, local knowledge and engineering judgement and are consistent with
the approved scoping document. The following trip distributions were assumed for the proposed
development’s site trips.
Distribution
To/From the North on US Route 522: 30%
To/From the South on US Route 522 25%
To/From the East on US Route 340: 10%
To/From the West on Fairfax Pike (Route 277): 35%
Total: 100%
The peak hour vehicle trips shown in Table 5-1 were assigned to the public roadway network
according to the directional distribution described above. Pass-by site trips are shown on Figure
5-1 and the new site generated trips are shown on Figure 5-2.
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Table 5-1
Site Trip Generation
Land Use ITE Size Units AM Peak Hour PM Peak Hour Daily LUC In Out Total In Out Total
Development Program
Land Bay 1
Residential Uses:
Multifamily Housing (Low-Rise) 220 120 DU 14 46 60 45 27 72 845
Senior Adult Housing - Multifamily 252 150 DU 10 19 29 21 17 38 458
Sub-total Land Bay 1 Residential (270 units): 24 65 89 66 44 110 1,303
Commercial Uses:
Fast-Food Restaurant with Drive-Through Window 934 4,000 SF 91 87 178 69 63 132 1,870
Pass-By Reduction (50% Weekday AM Peak & 55% Weekday PM Peak) (46)(44)(89)(38)(35)(73)(935)
Subtotal: 46 44 89 31 29 59 935
Coffee/Donut Shop with Drive-Through Window 937 5,000 SF 219 210 429 97 97 195 2,668
Pass-By Reduction(2) (90% Weekday AM Peak & 98% Weekday PM Peak) (197)(189)(386)(96)(96)(191) (2,401)
Subtotal: 22 21 43 2 2 4 267
Strip Retail Plaza (<40K) 822 8,000 SF 11 8 19 33 33 66 567
Free-Standing Emergency Room 650 10,000 SF 6 6 11 7 8 15 249
Clinic 630 10,000 SF 22 5 28 11 26 37 393
Clinic (Family Medicine) 630 20,000 SF 45 10 55 22 52 74 752
Medical-Dental Office Building (Stand-Alone) (Outpatient Medical Facility) 720 20,000 SF 45 12 57 23 55 78 751
Medical-Dental Office Building (Stand-Alone) 720 20,000 SF 45 12 57 23 55 78 751
Sub-total Land Bay 1 Commercial (90,500 sf): 241 117 358 152 260 412 4,667
Total Land Bay 1 Residential and Commercial Subtotal: 265 182 447 218 304 522 5,970
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Table 5-1 (continued)
Site Trip Generation
Land Use ITE Size Units AM Peak Hour PM Peak Hour Daily LUC In Out Total In Out Total
Land Bay 2
Senior Adult Housing - Multifamily 252 360 DU 24 45 69 50 40 90 1,065
Land Bay 2 Residential Subtotal: 24 45 69 50 40 90 1,065
Land Bay 3
Single-Family Detached Housing 210 120 DU 22 66 88 74 44 118 1,193
Single-Family Attached Housing 215 150 DU 18 54 72 51 35 86 1,093
Land Bay 3 Residential Subtotal: 40 120 160 125 79 204 2,286
Land Bay 4
Open Space Only
Net New Trips 329 348 677 393 423 816 9,321
Notes:
Trip Generation based on the Institute of Transportation Engineers’ (ITE) Trip Generation Manual, 11th Edition.
Coffee Shop Pass-by reduction was based on ITE LUC 938, Coffee/Donut Shop with Drive-Through Window and No Indoor Seating.
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SECTION 6
ANALYSIS OF FUTURE CONDITIONS WITH DEVELOPMENT
Future Traffic Forecasts with Development (2035 and 2042)
Traffic forecasts with the proposed Madison Farms 277 development were prepared for 2035
and 2042 conditions as shown on Figures 6-1 and 6-2, respectively. These forecasts were based
on the background 2035 and 2042 traffic forecasts shown on Figures 4-5 and 4-6, respectively,
and the site generated trips generated by the proposed development shown on Figures 5-1 and
5-2. The future conditions with development lane use and traffic control is shown on Figure 6-3.
2035 and 2042 Operational Analysis
The results of the capacity analyses are expressed in level of service (LOS) and delay (seconds
per vehicle) per lane group and are presented in Table 6-1. The 50th and 95th percentile queues
under total future conditions are shown in Table 6-2.
The 2035 and 2042 capacity analysis worksheets for future conditions with development are
provided in Appendix H.
The results of the capacity analysis for 2035 and 2042 future conditions with the development
are summarized below:
1. At the Fairfax Pike/Hudson Hollow Road/White Oak Road intersection, the following lane
groups would drop to a LOS E or F as the result of the proposed development, or in the
case where the lane group operated at a LOS F under background conditions, experience
a significant increase in delay:
a. Eastbound left/through/right lane group would continue to operate at a LOS F,
during the 2035 and 2042 PM peak hours, but the delay increases by more than
10 percent.
b. Overall level of service would degrade to operate at a LOS F during both the 2035
and 2042 PM peak hours.
2. At the US Route 522/Fairfax Pike/US Route 340 intersection, the following lane groups
would drop to a LOS E or F as the result of the proposed development, or in the case
where the lane group operated at a LOS F under background conditions, experience a
significant increase in delay:
a. Eastbound left/through lane group would degrade to operate at a LOS E during
the 2035 and 2042 AM peak hours.
b. Eastbound left/through and right lane groups would degrade to operate at a LOS
F during the 2035 and 2042 PM peak hours.
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c. Westbound left turn movement would degrade to LOS E during the 2042 AM peak
hour and the 2035 and 2042 PM peak hours.
d. Westbound through/right lane group would continue to operate at LOS F during
the 2035 and 2042 PM Peak hours but would experience an increase in delay of
more than 10 percent.
e. Northbound left movement would degrade to operate at a LOS F during the 2035
and 2042 AM peak hours. During the 2035 and 2042 PM peak hour, the
northbound left would continue to operate at a LOS F but would experience a
substantial increase in delay.
f. Southbound left movement would degrade to operate at a LOS E during the 2042
AM peak hour.
g. Overall intersection would degrade to LOS F during the 2035 PM peak hour.
During the 2042 AM peak hour, the overall intersection would degrade to operate
at a LOS E, and the overall intersection would continue to operate at a LOS F under
the 2042 PM peak hour but with a substantial increase in delay.
3. The US Route 522/Maranto Manor Drive intersection would operate consistent with
background conditions.
4. The US Route 522/Lake Frederick Drive intersection would operate consistent with
background conditions.
5. Both proposed driveways are projected to operate at acceptable levels of service during
both the AM and PM peak hours in 2035 and 2042.
6. Projected queues would be accommodated by the available storage with the exception
of the northbound left turn lane on US Route 522 at Fairfax Pike (Route 277)/US Route
340. The 95
th percentile queue length for this movement is projected to exceed the
available storage length during the 2035 and 2042 PM peak hours.
Levels of service for 2035 and 2042 future conditions with development are shown on Figures
6-4 and 6-5.
Access Management
As described previously, vehicular access to the site is proposed via one full-movement driveway
and one right-in/right-out driveway on Fairfax Pike (Route 277). The Virginia Department of
Transportation (VDOT) classifies Fairfax Pike as a Minor Arterial. It has a posted speed limit of 55
miles per hour in the vicinity of the site.
According to requirements set for in Table 2-2 in Appendix F of VDOT’s Road Design Manual, full
access entrances on Minor Arterials with a posted speed limit of more than 50 mph would require
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the following:
555 feet from other intersections or full-movement entrances for an unsignalized driveway,
1,320 feet from other intersections or full-movement entrances for a signalized driveway,
and
425 feet from other intersections or full-movement entrances for a right-in/right-out
driveway.
A review of the plans indicates that the proposed entrance spacing of 800 feet from one another
would meet VDOT spacing standards. In addition, spacing from the nearest adjacent driveways,
unsignalized, and signalized intersections would meet VDOT standards as follows:
Approximately 1,150 feet from nearest driveway to the west and approximately 1,100 feet
from nearest driveway to the east.
Approximately 1,400 feet from the nearest intersection with Apprentice Lane to the west
and 1,750 feet from the nearest intersection with Main Street to the east.
Right and Left Turn Lane Assessment
The need for right turn lanes at the site entrances on Fairfax Pike (US Route 277) was assessed
based on Appendix F, Figure 3-27 “Guidelines for Right Turn Treatment (4-Lane Highway)” from
the VDOT Road Design Manual. Figure 3-27 determines whether “no turn lanes or taper
required”, a “taper required”, or a “full-width turn lane and taper required” based on a graph of
“PHV Right Turns, Vehicles Per Hour” versus “PHV Approach Total, Vehicles Per Hour”. According
to Appendix F, Figure 3-27 and future traffic forecasts, the results indicate a full-width turn lane
and taper would be required at both site driveways. For roadways with a design speed of 50 mph
(posted speed limit + 5 mph), turn lanes would need to provide a minimum of 200 feet of full-
width storage plus a 200-foot taper.
At the signalized site entrance, the need for an exclusive left turn lane was assessed based on
Figure 3-3 “Warrants for Left Turn Storage Lanes on Four-Lane Highways” from Appendix F of the
VDOT Road Design Manual. According to Appendix F, Figure 3-3 and future traffic forecasts, the
results indicate that a full-width left turn lane would be required at the site driveway.
The turn lane warrant worksheets are included in Appendix I.
Peak Hour Signal Warrant Assessment
A peak hour traffic signal warrant analysis was conducted in accordance with the MUTCD, 2009
Edition. The purpose of the analysis was to determine if a traffic signal might be warranted at the
full-movement site entrance along Fairfax Pike (US Route 277). Analyses were performed for the
2035 and 2042 buildout scenarios at the Fairfax Pike/Central Site Entrance intersection.
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While the MUTCD lists nine warrants that could indicate the need for, and appropriateness of, a
new traffic signal, only the peak hour warranted was evaluated for this analysis. One or more of
the warrants should be satisfied before a new signal is considered for installation; however,
satisfaction of a warrant does not in itself justify the need for a new signal. A new signal should
improve the overall safety and/or operation of the intersection. For this analysis, the peak hour
warrant was the only applicable warrant based on available data. A full signal justification report
will be conducted in conjunction with the site plan process.
Following input of peak hour traffic count data, road geometry, approach delay, and other study
parameters into TEAPAC, the program completed an evaluation of the MUTCD guidelines for
signal installation. The results are included in Appendix J.
Based on the signal warrant analysis results, peak hour signal warrants were met at the
intersection of Fairfax Pike and East Site Entrance for both 2035 and 2042 total future conditions.
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Table 6-1
Total Future Conditions Level of Service Summary
Lane
Group
Existing
Conditions
2035 Future Conditions
without Development
2035 Future Conditions
with Development
2042 Future Conditions
without Development
2042 Future Conditions
with Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)
1. Hudson Hollow Road/White Oak Road/Fairfax Pike
EBLTR B 11.0 B 13.1 C 20.3 F 86.3 C 30.2 F 369.7 C 22.6 F 119.5 D 36.0 F 472.3
WBLT A 7.2 A 8.2 A 8.0 B 10.2 A 8.1 B 14.2 A 8.1 B 10.8 A 8.2 B 15.6
WBR A 6.3 A 5.6 A 5.8 A 5.3 A 5.3 A 5.3 A 5.8 A 5.3 A 5.3 A 5.3
NBLTR B 13.6 B 17.6 C 20.9 C 22.4 C 22.7 C 22.4 C 21.5 C 22.4 C 22.7 C 22.4
SBLTR B 16.4 C 21.3 C 25.2 C 27.1 C 27.1 C 27.1 C 26.1 C 27.1 C 27.1 C 27.1
Overall B 11.8 B 12.9 B 17.2 D 45.5 C 21.2 F 170.4 B 18.3 E 59.8 C 23.7 F 215.7
2. US Route 522/Fairfax Pike/US Route 340
EBLT C 34.0 D 54.1 D 48.6 E 75.2 E 65.4 F 196.3 D 40.9 E 78.1 E 71.8 F 210.7
EBR C 30.2 D 48.8 D 41.9 E 58.5 D 43.8 F 97.9 D 35.8 E 57.9 D 44.3 F 98.2
WBL D 36.1 D 39.2 D 51.5 D 52.3 D 54.2 E 55.4 D 45.2 D 53.4 E 55.0 E 55.5
WBTR C 33.9 E 63.7 D 46.4 F 109.3 D 52.4 F 159.2 D 41.2 F 131.1 D 53.8 F 180.0
NBL D 41.0 E 69.7 E 62.3 F 132.9 F 99.5 F 307.9 D 51.9 F 137.9 F 105.1 F 308.4
NBT C 26.7 D 42.9 D 39.3 D 50.6 D 36.8 D 54.4 C 32.3 F 101.9 D 37.6 E 58.8
NBR C 27.0 D 40.6 D 39.0 D 45.1 D 36.3 D 48.0 C 31.7 E 59.5 D 36.4 D 47.9
SBL D 39.1 E 59.7 D 39.7 E 70.8 D 57.0 E 73.2 D 47.8 E 58.3 E 57.9 E 73.2
SBT C 27.0 D 48.8 D 35.6 E 70.2 D 47.6 E 75.5 D 38.5 E 79.5 D 48.0 F 86.5
SBR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0
Overall C 30.8 D 50.3 D 43.6 E 71.1 D 54.1 F 116.9 D 38.5 F 90.8 E 56.1 F 123.6
3. US Route 522/Maranto Manor Drive
EBL C 22.5 C 23.0 C 22.5 C 26.5 C 23.2 C 28.3 C 22.5 C 27.1 C 23.6 C 29.0
EBR C 23.0 C 24.4 C 23.0 C 28.3 C 23.7 C 30.5 C 23.0 C 29.0 C 24.1 C 31.2
NBL C 23.9 C 24.2 C 23.9 C 27.5 C 24.6 C 29.3 C 23.9 C 28.1 C 25.0 C 29.9
NBT A 6.9 A 8.3 A 7.5 A 8.2 A 7.7 A 8.2 A 7.6 A 8.2 A 7.7 A 8.3
SBT B 16.7 B 19.5 B 17.6 B 19.3 B 18.1 B 19.3 B 17.9 B 19.3 B 18.1 B 19.4
SBR B 14.6 B 16.2 B 14.6 B 14.6 B 14.3 B 13.9 B 14.6 B 14.4 B 14.1 B 13.7
Overall B 13.4 B 14.9 B 13.3 B 15.1 B 13.5 B 15.2 B 13.4 B 15.1 B 13.5 B 15.2
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Table 6-1 (continued)
Total Future Conditions Level of Service Summary
Lane
Group
Existing
Conditions
2035 Future Conditions
without Development
2035 Future Conditions
with Development
2042 Future Conditions
without Development
2042 Future Conditions
with Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)
4. US Route 522/Lake Frederick Drive
EBL D 48.5 D 49.1 E 70.4 E 61.9 E 70.4 E 61.9 E 70.4 E 61.9 E 70.4 E 61.9
EBR D 41.5 D 39.1 D 36.7 D 36.3 D 36.7 D 36.3 D 36.7 D 36.3 D 36.7 D 36.3
NBL B 12.5 A 10.0 C 24.2 D 35.5 C 26.4 D 37.7 C 25.0 D 36.5 C 27.3 D 38.7
NBT A 5.7 A 7.7 B 12.0 B 13.9 B 12.4 B 14.8 B 12.2 B 14.5 B 12.6 B 15.5
SBT B 19.1 B 14.5 C 28.7 C 30.6 C 30.0 C 33.1 C 29.2 C 31.5 C 30.5 C 34.4
SBR B 17.0 B 13.1 C 25.9 C 33.5 C 25.9 C 33.5 C 25.9 C 33.5 C 25.9 C 33.5
Overall B 16.8 B 13.8 C 31.5 C 28.2 C 31.3 C 29.1 C 31.3 C 28.5 C 31.2 C 29.5
5. Fairfax Pike/West Site Entrance – Unsignalized
NBR FUTURE B 11.9 C 15.7 FUTURE B 12.1 C 16.2
6. Fairfax Pike/ Central Site Entrance – Signalized
EBT
FUTURE
B 13.4 C 26.2
FUTURE
B 13.5 C 28.5
EBR B 10.3 B 10.3 B 10.2 B 10.5
WBL B 17.0 C 34.4 B 17.2 D 40.4
WBT A 5.3 A 6.2 A 5.3 A 6.6
NBL B 16.5 C 30.2 B 17.0 C 32.3
NBR B 12.6 C 20.8 B 13.1 C 21.9
Overall B 12.2 C 20.2 B 12.3 C 22.0
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Table 6-2
Total Future Queue Summary
Lane
Group
Storage
Length (ft)
Existing
Conditions
2035 Future Conditions without
Development
2035 Future Conditions with
Development
2042 Future Conditions without
Development
2042 Future Conditions with
Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
1. Hudson Hollow Road (VA Route 636) / White Oak Road (VA Route 636) / Fairfax Pike (VA Route 277)
EBLTR 1200 88 204 118 364 141 384 392 681 189 510 401 721 152 407 428 721 204 532 471 796
WBLT 3100 28 69 86 197 75 160 141 330 94 211 218 570 78 167 153 360 98 219 243 610
WBR 150 - 10 - 12 0 10 0 12 0 10 1 14 0 10 1 12 0 10 2 15
NBLTR 2000 20 69 25 62 34 72 25 62 31 73 25 62 34 72 25 62 31 73 25 61
SBLTR 3700 25 98 38 104 41 97 38 104 33 97 49 116 41 97 38 104 33 97 53 121
2. US Route 522 / Fairfax Pike (VA Route 277) / US Route 340
EBLT 1250 119 239 199 302 214 356 264 405 332 650 547 767 218 392 278 432 371 679 572 793
EBR 275 - 19 - 62 0 66 0 68 21 114 44 145 0 66 0 68 27 122 50 153
WBL 525 68 152 133 225 106 186 201 298 105 186 201 298 104 186 201 298 107 186 201 298
WBTR 1500 42 109 298 534 62 125 388 598 90 168 465 682 64 130 427 642 95 172 504 724
NBL 600 70 157 179 344 177 366 285 468 276 541 475 679 172 366 285 468 283 541 475 679
NBT 2400 117 207 295 411 214 307 408 578 212 307 408 578 219 323 494 629 226 323 440 629
NBR 300 - 40 - 73 0 64 7 87 0 64 7 87 0 64 18 102 0 64 17 102
SBL 150 43 109 63 121 56 119 69 121 57 119 69 121 57 119 67 121 58 119 69 121
SBT 950 86 163 221 301 142 212 334 458 147 212 334 458 153 224 357 496 157 224 357 496
SBR 550 - - - - 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3. US Route 522 / Maranto Manor Drive
EBL 250 7 21 13 32 8 22 14 37 8 23 15 40 8 22 15 38 8 24 17 41
EBR 250 - 15 - 25 0 16 0 27 0 17 0 28 0 16 0 27 0 17 0 28
NBL 625 9 24 17 40 9 26 19 45 10 27 21 49 9 26 20 47 10 28 22 50
NBT 525 41 65 86 130 66 101 119 171 81 120 143 199 70 105 130 184 85 125 154 214
SBT 325 68 108 96 151 90 137 151 223 112 166 183 262 96 145 161 235 118 174 193 275
SBR 825 - 16 - 21 0 15 0 20 0 15 0 19 0 15 0 20 0 15 0 19
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Table 6-2 (continued)
Total Future Queue Summary
Lane
Group
Storage
Length (ft)
Existing
Conditions
2035 Future Conditions without
Development
2035 Future Conditions with
Development
2042 Future Conditions without
Development
2042 Future Conditions with
Development
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
4. US Route 522 / Lake Frederick Drive
EBL - 75 132 93 157 268 451 224 366 268 451 224 366 268 451 224 366 268 451 224 366
EBR - - 34 - 26 0 50 0 41 0 50 0 41 0 50 0 41 0 50 0 41
NBL 450 8 23 19 43 22 42 55 90 22 42 55 90 22 42 55 90 22 42 55 90
NBT 1650 66 105 152 230 115 151 265 329 134 173 302 374 124 162 290 359 144 185 330 408
SBT 1335 103 155 145 222 163 215 251 320 194 253 299 377 174 229 271 344 206 268 321 404
SBR 300 - 26 - 39 0 40 0 61 0 40 0 61 0 40 0 61 0 40 0 61
5. Fairfax Pike (VA Route 277) / West Site Entrance -- Unsignalized
NBR FUTURE NA 10 NA 10 FUTURE NA 12.5 NA 10
6. Fairfax Pike (VA Route 277) / Central Site Entrance -- Signalized
EBT 800
FUTURE
139 316 414 725
FUTURE
152 337 421 740
EBR 200 0 39 11 48 0 39 10 46
WBL 315 49 120 129 295 50 120 135 319
WBT 3400 68 161 190 355 73 168 207 388
NBL 76 189 121 197 79 189 121 197
NBR 0 62 0 64 0 62 0 64
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SECTION 7
PROPOSED MITIGATION MEASURES
VJUST Analysis
At the request of VDOT, a VJUST analysis was conducted for the US Route 522/Fairfax Pike/US
Route 340 intersection to evaluate the feasibility of alternative intersection configuration. Many
of the alternatives were not considered because of financial constraints, and/or right-of-way
limitations, or the volumes or speeds present at the intersection did not lend themselves to a
particular configuration based on the guidance provided by VDOT. Table 7-1 summarizes the
alternatives considered.
Table 7-1
Summary of VJUST Analysis
Intersection Type
2035 Total Future Conditions
Maximum v/c ratio
2042 Total Future Conditions
v/c ratio
AM Peak PM Peak AM Peak PM Peak
Conventional (Option 1)1 0.60 0.87 0.61 0.89
Conventional (Option 2)2 0.49 0.74 0.51 0.76
Partial Median U-Turn3 0.73 1.06 0.74 1.07
Roundabout4 0.77 1.27 0.80 1.37
1 Under Option 1, the conventional intersection was analyzed with exclusive left and right turn lanes
and two through lanes on US 522 (consistent with existing conditions). On the eastbound and
westbound approaches, exclusive left and right turns lanes were included in the analysis.
2 Under Option 2, the conventional intersection was analyzed consistent with Option 1, but a second
northbound left turn lane was added.
3 The partial median U-turn was analyzed with the current lane configuration on the eastbound and
westbound approaches.
4 The roundabout was analyzed with two lanes on each approach, slip lanes on each approach, and two
circulating lanes.
As shown in Table 7-1, the conventional intersection provides a lower v/c ratio than the
partial median U-turn and roundabout under all conditions analyzed. As such, continued
signalization with additional lane capacity is recommended for the intersection. Details of
the VJUST analysis are included in Appendix K.
Proposed Mitigation Measures
Based on the intersections presented in the previous section and the results of the foregoing
VJUST analysis, mitigation strategies are recommended to offset the impacts of the proposed
development and maintain levels of service consistent with or better than conditions without the
proposed development. Calculated levels of service corresponding to these recommendations
are shown on Table 7-2, Figures 7 (2035) and 7-2 (2042), and detailed in Appendix L.
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1. Fairfax Pike/Hudson Hollow Road/White Oak Road
a. Construct eastbound exclusive left turn lane on Fairfax Pike.
This mitigation is recommended to resolve impacts to the eastbound left/through
lane group and the overall intersection in both 2035 and 2042.
A storage length of 120 feet for the eastbound left turn lane is recommended to
accommodate total future 95th percentile queues.
b. Construct westbound exclusive left turn lane on Fairfax Pike.
Although not required from a mitigation standpoint, the westbound approach will
need to be widened to maintain proper transitions through the intersection (as a
result of the addition of an eastbound left turn lane). Because of the minimal
queue length projected for the westbound left turn lane (i.e. less than one car
length), the minimum storage length should be provided for the westbound left
turn lane.
2. US Route 522/Fairfax Pike/US Route 340
o Construct an eastbound left turn lane on Fairfax Pike, a westbound right turn lane on
US Route 340, and dual northbound left turn lanes on US Route 522. Note that this
improvement also would require widening the west leg of the intersection to
accommodate two receiving lanes for the dual northbound left turn lanes. The
existing eastbound and westbound split phase operation would remain in conjunction
with this improvement.
This mitigation is recommended to improve the intersection to an overall LOS D
during the 2035 AM and PM peak hours with development. Under 2035
conditions with development, all lane groups would operate at acceptable levels
of service during the AM peak hour. During the PM peak hour, levels of service
for all lane groups would be equal to or better than background conditions.
This mitigation also is recommended to improve the intersection to an overall LOS
D during the AM peak hour and LOS E during the PM peak hour under the 2042
future conditions with development. Under 2042 conditions with development,
all lane groups would operate at acceptable levels of service during the AM peak
hour. During the PM peak hour, levels of service for all lane groups would be equal
to or better than background conditions.
The storage length for the eastbound left turn lane should be 350 feet to
accommodate 95th percentile queues.
The storage length for the dual northbound left turn lanes should be 260 feet to
accommodate 95th percentile queues.
The 50th and 95th percentile queues with the proposed mitigation are summarized in Table 7-4.
As shown, the 50th and 95th percentile queues will be accommodated with the available storage.
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Table7-2
Total Future Conditions with Mitigation Level of Service Summary
Approach
/ Lane
Group
Existing Conditions 2035 Future Conditions without
Development
2035 Future Conditions with
Development
2035 Future Conditions with
Development (MITIGATED)
2042 Future Conditions without
Development
2042 Future Conditions with
Development
2042 Future Conditions with
Development (MITIGATED)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)
1. Hudson Hollow Road (VA Route 636) / White Oak Road (VA Route 636) / Fairfax Pike (VA Route 277)
EBL
B 11.0 B 13.1 C 20.3 F 86.3 C 30.2 F 369.7
C 22.1 C 31.7
C 22.6 F 119.5 D 36.0 F 472.3
C 22.5 C 31.8
EBT B 18.5 C 21.1 B 18.4 C 20.8 EBR
WBL A 7.2 A 8.2 A 8.0 B 10.2 A 8.1 B 14.2 B 15.5 C 25.6 A 8.1 B 10.8 A 8.2 B 15.6 B 15.8 C 25.3
WBT B 17.2 C 22.0 B 17.2 C 21.1
WBR A 6.3 A 5.6 A 5.8 A 5.3 A 5.3 A 5.3 B 10.2 A 8.9 A 5.8 A 5.3 A 5.3 A 5.3 B 10.1 A 8.2
NBLTR B 13.6 B 17.6 C 20.9 C 22.4 C 22.7 C 22.4 B 19.5 C 27.2 C 21.5 C 22.4 C 22.7 C 22.4 B 19.9 C 28.8
SBLTR B 16.4 C 21.3 C 25.2 C 27.1 C 27.1 C 27.1 C 23.4 D 38.3 C 26.1 C 27.1 C 27.1 C 27.1 C 23.9 D 46.4
Overall B 11.8 B 12.9 B 17.2 D 45.5 C 21.2 F 170.4 B 19.2 C 24.3 B 18.3 E 59.8 C 23.7 F 215.7 B 19.3 C 24.8
2. US Route 522 / Fairfax Pike (VA Route 277) / US Route 340
EBL C 34.0 D 54.1 D 48.6 E 75.2 E 65.4 F 196.3 D 36.0 E 70.0 D 40.9 E 78.1 E 71.8 F 210.7 D 36.6 E 69.6
EBT D 37.5 E 69.4 D 38.9 E 75.3
EBR C 30.2 D 48.8 D 41.9 E 58.5 D 43.8 F 97.9 C 28.5 D 45.0 D 35.8 E 57.9 D 44.3 F 98.2 C 29.0 D 46.3
WBL D 36.1 D 39.2 D 51.5 D 52.3 D 54.2 E 55.4 D 40.9 D 47.4 D 45.2 D 53.4 E 55.0 E 55.5 D 41.4 D 47.8
WBT C 33.9 E 63.7 D 46.4 F 109.3 D 52.4 F 159.2 D 38.7 E 68.3 D 41.2 F 131.1 D 53.8 F 180.0 D 39.2 E 73.4
WBR D 36.5 D 40.7 D 36.9 D 41.3
NBL D 41.0 E 69.7 E 62.3 F 132.9 F 99.5 F 307.9 D 45.6 E 68.2 D 51.9 F 137.9 F 105.1 F 308.4 D 46.1 E 74.7
NBT C 26.7 D 42.9 D 39.3 D 50.6 D 36.8 D 54.4 D 36.9 D 45.7 C 32.3 F 101.9 D 37.6 E 58.8 D 37.4 D 51.5
NBR C 27.0 D 40.6 D 39.0 D 45.1 D 36.3 D 48.0 D 36.7 D 40.6 C 31.7 E 59.5 D 36.4 D 47.9 D 36.2 D 42.3
SBL D 39.1 E 59.7 D 39.7 E 70.8 E 57.0 E 73.2 D 51.2 E 64.3 D 47.8 E 58.3 E 57.9 E 73.2 D 51.4 E 67.5
SBT C 27.0 D 48.8 D 35.6 E 70.2 D 47.6 E 75.5 D 39.0 D 52.0 D 38.5 E 79.5 D 48.0 F 86.5 D 38.9 E 57.6
SBR A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0 A 0.0
Overall C 30.8 D 50.3 D 43.6 E 71.1 D 54.1 F 116.9 D 38.0 D 54.1 D 38.5 F 90.8 E 56.1 F 123.6 D 38.4 E 58.4
3. US Route 522 / Maranto Manor Drive
EBL C 22.5 C 23.0 C 22.5 C 26.5 C 23.2 C 28.3
NO MITIGATION REQUIRED
C 22.5 C 27.1 C 23.6 C 29.0
NO MITIGATION REQUIRED
EBR C 23.0 C 24.4 C 23.0 C 28.3 C 23.7 C 30.5 C 23.0 C 29.0 C 24.1 C 31.2
NBL C 23.9 C 24.2 C 23.9 C 27.5 C 24.6 C 29.3 C 23.9 C 28.1 C 25.0 C 29.9
NBT A 6.9 A 8.3 A 7.5 A 8.2 A 7.7 A 8.2 A 7.6 A 8.2 A 7.7 A 8.3
SBT B 16.7 B 19.5 B 17.6 B 19.3 B 18.1 B 19.3 B 17.9 B 19.3 B 18.1 B 19.4
SBR B 14.6 B 16.2 B 14.6 B 14.6 B 14.3 B 13.9 B 14.6 B 14.4 B 14.1 B 13.7
Overall B 13.4 B 14.9 B 13.3 B 15.1 B 13.5 B 15.2 B 13.4 B 15.1 B 13.5 B 15.2
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Table7-2 (continued)
Total Future Conditions with Mitigation Level of Service Summary
Approach
/ Lane
Group
Existing Conditions 2035 Future Conditions without
Development
2035 Future Conditions with
Development
2035 Future Conditions with
Development (MITIGATED)
2042 Future Conditions without
Development
2042 Future Conditions with
Development
2042 Future Conditions with
Development (MITIGATED)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s) LOS Delay (s)
4. US Route 522 / Lake Frederick Drive
EBL D 48.5 D 49.1 E 70.4 E 61.9 E 70.4 E 61.9
NO MITIGATION REQUIRED
E 70.4 E 61.9 E 70.4 E 61.9
NO MITIGATION REQUIRED
EBR D 41.5 D 39.1 D 36.7 D 36.3 D 36.7 D 36.3 D 36.7 D 36.3 D 36.7 D 36.3
NBL B 12.5 A 10.0 C 24.2 D 35.5 C 26.4 D 37.7 C 25.0 D 36.5 C 27.3 D 38.7
NBT A 5.7 A 7.7 B 12.0 B 13.9 B 12.4 B 14.8 B 12.2 B 14.5 B 12.6 B 15.5
SBT B 19.1 B 14.5 C 28.7 C 30.6 C 30.0 C 33.1 C 29.2 C 31.5 C 30.5 C 34.4
SBR B 17.0 B 13.1 C 25.9 C 33.5 C 25.9 C 33.5 C 25.9 C 33.5 C 25.9 C 33.5
Overall B 16.8 B 13.8 C 31.5 C 28.2 C 31.3 C 29.1 C 31.3 C 28.5 C 31.2 C 29.5
5. Fairfax Pike (VA Route 277) / West Site Entrance -- Unsignalized
NBR FUTURE B 11.9 C 15.7 NO MITIGATION REQUIRED FUTURE B 12.1 C 16.2 FUTURE
6. Fairfax Pike (VA Route 277) / Central Site Entrance -- Signalized
EBT
FUTURE
B 13.4 C 26.2
NO MITIGATION REQUIRED FUTURE
B 13.5 C 28.5
NO MITIGATION REQUIRED
EBR B 10.3 B 10.3 B 10.2 B 10.5
WBL B 17.0 C 34.4 B 17.2 D 40.4
WBT A 5.3 A 6.2 A 5.3 A 6.6
NBL B 16.5 C 30.2 B 17.0 C 32.3
NBR B 12.6 C 20.8 B 13.1 C 21.9
Overall B 12.2 C 20.2 B 12.3 C 22.0
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Table 7-3
Total Future Conditions with Mitigation Queue Summary
Approach/
Lane Group
Storage
Length
(ft)
Existing Conditions 2035 Future Conditions without
Development
2035 Future Conditions with
Development
2035 Future Conditions with
Development (MITIGATED)
2042 Future Conditions without
Development
2042 Future Conditions with
Development
2042 Future Conditions with
Development (MITIGATED)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
1. Hudson Hollow Road (VA Route 636) / White Oak Road (VA Route 636) / Fairfax Pike (VA Route 277)
EBL
1200 88 204 118 364 141 384 392 681 189 510 401 721
23 60 21 51
152 407 428 721 204 532 471 796
23 57 19 53
EBT 83 270 316 486 87 276 323 490 EBR
WBL 3100 28 69 86 197 75 160 141 330 94 211 218 570 1 4 5 13 78 167 153 360 98 219 243 610 1 4 5 12
WBT 157 309 334 536 164 311 340 528
WBR 150 - 10 - 12 0 10 0 12 0 10 1 14 0 1 0 6 0 10 1 12 0 10 2 15 0 1 0 5
NBLTR 2000 20 69 25 62 34 72 25 62 31 73 25 62 30 88 37 87 34 72 25 62 31 73 25 61 30 89 39 106
SBLTR 3700 25 98 38 104 41 97 38 104 33 97 49 116 44 139 76 188 41 97 38 104 33 97 53 121 45 142 78 206
2. US Route 522 / Fairfax Pike (VA Route 277) / US Route 340
EBL 1250 119 239 199 302 214 356 264 405 332 650 547 767 124 224 193 344 218 392 278 432 371 679 572 793 127 222 191 332
EBT 159 275 203 356 173 288 214 370
EBR 275 - 19 - 62 0 66 0 68 21 114 44 145 47 120 117 206 0 66 0 68 27 122 50 153 53 128 113 202
WBL 525 68 152 133 225 106 186 201 298 105 186 201 298 96 185 183 274 104 186 201 298 107 186 201 298 99 184 181 271
WBT 1500 42 109 298 534 62 125 388 598 90 168 465 682 67 138 291 466 64 130 427 642 95 172 504 724 72 142 308 493
WBR 0 0 0 0 0 0 0 0
NBL 600 70 157 179 344 177 366 285 468 276 541 475 679 110 181 160 243 172 366 285 468 283 541 475 679 114 178 161 255
NBT 2400 117 207 295 411 214 307 408 578 212 307 408 578 194 296 353 436 219 323 494 629 226 323 440 629 210 306 390 513
NBR 300 - 40 - 73 0 64 7 87 0 64 7 87 0 64 0 66 0 64 18 102 0 64 17 102 0 63 0 68
SBL 150 43 109 63 121 56 119 69 121 57 119 69 121 53 116 63 118 57 119 67 121 58 119 69 121 54 111 63 118
SBT 950 86 163 221 301 142 212 334 458 147 212 334 458 130 210 288 362 153 224 357 496 157 224 357 496 141 211 311 407
SBR 550 - - - - 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
3. US Route 522 / Maranto Manor Drive
EBL 250 7 21 13 32 8 22 14 37 8 23 15 40
NO MITIGATION NECESSARY
8 22 15 38 8 24 17 41
NO MITIGATION NECESSARY
EBR 250 - 15 - 25 0 16 0 27 0 17 0 28 0 16 0 27 0 17 0 28
NBL 625 9 24 17 40 9 26 19 45 10 27 21 49 9 26 20 47 10 28 22 50
NBT 525 41 65 86 130 66 101 119 171 81 120 143 199 70 105 130 184 85 125 154 214
SBT 325 68 108 96 151 90 137 151 223 112 166 183 262 96 145 161 235 118 174 193 275
SBR 825 - 16 - 21 0 15 0 20 0 15 0 19 0 15 0 20 0 15 0 19
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Table 7-3
Total Future Conditions with Mitigation Queue Summary
Approach/
Lane Group
Storage
Length
(ft)
Existing Conditions 2035 Future Conditions without
Development
2035 Future Conditions with
Development
2035 Future Conditions with
Development (MITIGATED)
2042 Future Conditions without
Development
2042 Future Conditions with
Development
2042 Future Conditions with
Development (MITIGATED)
AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
50th
%tile
95th
%tile
4. US Route 522 / Lake Frederick Drive
EBL - 75 132 93 157 268 451 224 366 268 451 224 366
NO MITIGATION NECESSARY
268 451 224 366 268 451 224 366
NO MITIGATION NECESSARY
EBR - - 34 - 26 0 50 0 41 0 50 0 41 0 50 0 41 0 50 0 41
NBL 450 8 23 19 43 22 42 55 90 22 42 55 90 22 42 55 90 22 42 55 90
NBT 1650 66 105 152 230 115 151 265 329 134 173 302 374 124 162 290 359 144 185 330 408
SBT 1335 103 155 145 222 163 215 251 320 194 253 299 377 174 229 271 344 206 268 321 404
SBR 300 - 26 - 39 0 40 0 61 0 40 0 61 0 40 0 61 0 40 0 61
5. Fairfax Pike (VA Route 277) / West Site Entrance – Unsignalized
NBR FUTURE NA 10 NA 10 NO MITIGATION NECESSARY FUTURE NA 12.5 NA 10 NO MITIGATION NECESSARY
6. Fairfax Pike (VA Route 277) / Central Site Entrance -- Signalized
EBT 800
FUTURE
139 316 414 725
NO MITIGATION NECESSARY FUTURE
152 337 421 740
NO MITIGATION NECESSARY
EBR 200 0 39 11 48 0 39 10 46
WBL 320 49 120 129 295 50 120 135 319
WBT 3400 68 161 190 355 73 168 207 388
NBL 76 189 121 197 79 189 121 197
NBR 16 68 77 139 20 76 79 144
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SECTION 8
CONCLUSIONS
The principal findings of this traffic impact analysis are as follows:
1. The existing conditions analysis indicates that all study intersections operate at an overall LOS
D or better during the weekday AM and PM peak hours. Some lane groups at the Fairfax
Pike/US Route 340/US Route 522 intersection currently operate at a LOS E during the PM
peak hour.
2. Under future conditions without the proposed development in 2035 and 2042, regional
traffic growth and the single pipeline development would cause some increases in delays
resulting in the Fairfax Pike/Hudson Hollow Road/White Oak Road dropping to an overall LOS
E during the PM peak hour in 2042 and the Fairfax Pike/US Route 340/US Route 522 dropping
to an overall LOS E during the PM peak hour in 2035 and an overall LOS F during the PM peak
hour in 2042.
3. The Madison Farms 277 development is planned to be built in a single phase by 2035. It is
proposed to include 97,000 S.F. of medical and commercial uses and up to 900 D.U.,
consisting of a mix of multifamily low-rise, single family attached and detached, and senior
adult multifamily housing. The residential and commercial components are forecasted to
generate 677 new AM peak hour trips (329 in and 348 out), 816 new PM peak hour trips (393
in and 423 out), and 9,321 new daily trips.
4. The proposed project would have some traffic impacts in 2035 and 2042 at the following
intersections:
Fairfax Pike/Hudson Hollow Road/White Oak Road
Fairfax Pike/US Route 340/US Route 522.
5. The following improvements are required to mitigate the impacts associated with the project:
Fairfax Pike/Hudson Hollow Road/White Oak Road
Construct an exclusive eastbound left turn lane on Fairfax Pike.
o This mitigation is recommended to resolve impacts to the eastbound left/through
lane group and the overall intersection in both 2035 and 2042.
o The storage length for the eastbound left turn lane should be 120 feet to
accommodate total future 95th percentile queues.
Construct westbound exclusive left turn lane on Fairfax Pike.
o Although not required from a mitigation standpoint, the westbound approach will
need to be widened to maintain proper transitions through the intersection (as a
Madison Farms 277
Traffic Impact Study
September 2024
Latest Revision June 2025
62
result of the addition of an eastbound left turn lane). Because of the minimal
queue length projected for the westbound left turn lane (i.e. less than one car
length), the minimum storage length should be provided for the westbound left
turn lane.
Fairfax Pike/US Route 340/US Route 522
Construct an eastbound left turn lane on Fairfax Pike, a westbound right turn lane on
US Route 340, and dual northbound left turn lanes on US Route 522. Note that this
improvement also would require widening the west left of the intersection to
accommodate two receiving lanes for the dual northbound left turn lanes. The
existing eastbound and westbound split phase operation would remain in conjunction
with this improvement.
o This mitigation is recommended to improve the intersection to an overall LOS D
during the 2035 AM and PM peak hours with development. Under 2035 conditions
with development, all lane groups would operate at acceptable levels of service
during the AM peak hour. During the PM peak hour, levels of service for all lane
groups would be equal to or better than background conditions.
o This mitigation also is recommended to improve the intersection to an overall
LOS D during the AM peak hour and LOS E during the PM peak hour under the
2042 future conditions with development. Under 2042 conditions with
development, all lane groups would operate at acceptable levels of service during
the AM peak hour. During the PM peak hour, levels of service for all lane groups
would be equal to or better than background conditions.
o The storage length for the eastbound left turn lane should be 350 feet to
accommodate 95th percentile queues.
o The storage length for the dual northbound left turn lanes should be 260 feet to
accommodate 95th percentile queues.
6. The proposed site entrances would operate at acceptable levels of service and would meet
VDOT spacing standards. Both proposed entrances would warrant 200-foot right turn lanes
on Fairfax Pike. The eastern-most, full-movement entrance also would warrant a left turn
lane on Fairfax Pike and would meet peak hour traffic signal warrants. The westbound left
turn lane should be constructed with a minimum storage length of 320 feet.
7. A separate traffic signal justification report for the primary (full-movement) site entrance
should be conducted and a traffic signal should be installed if approved by VDOT. The traffic
signal justification report will be conducted at the time of site plan.
O:\PROJECTS\9001-9500\9307 MADISON FARMS 277\DOCUMENTS\REVISED REPORT #3\MADISON FARMS 277 TIA_3RD REVISION.DOCX
Madison Farms 277
Traffic Impact Study
APPENDIX A
Scoping Agreement
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:
Wells + Associates / Jim Watson, AICP
703-508-1922
jwwatson@wellsandassociates.com
Developer/Owner Name:
Tele:
E-mail:
Madison II, LLC / Daniel Michael
540-908-6333
dmichael.5bases@gmail.com
Project Information
Project Name: Madison Farms 277 Locality/County: Frederick County
Project Location:
(Attach regional and site
specific location map) 1702 FAIRFAX PIKE WHITE POST, VA (see map)
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)
Madison Village 277: 149 acre site that is proposed to be developed with up to 630
multifamily units (150 age resricted) and up to 270 single family attached and
detached units. Commerical uses are also proposed consisting of up to 80,000
square feet of medical uses, 4,000 square feet of fast-food dining with drive-through
access, 2,500 square feet of coffee/donut shop with drive-through access, and 8,000
square feet of strip retail. The site is planned to have three access points along Rt
277, the westernmost of which may be designed as a right-in/right-out access point.
Proposed Use(s):
(Check all that apply; attach
additional pages as necessary)
Residential Commercial Mixed Use Other
Residential Uses(s)
Number of Units: 900
ITE LU Code(s): 210, 215
220
252
Commercial Use(s)
ITE LU Code(s): 630, 650, 720
932
822
Square Ft or Other Variable:
94,500
Other Use(s)
ITE LU Code(s):
Independent Variable(s):
It is important for the applicant to provide sufficient information to county and VDOT staff so that questions regarding
geographic scope, alternate methodology, or other issues can be answered at the scoping meeting.
Total Peak Hour Trip
Projection: Less than 100 100 – 499 500 – 999 1,000 or more
Traffic Impact Analysis Assumptions
Study Period Existing Year: 2024 Build-out Year: 2035 Design Year: 2042
Study Area Boundaries
(Attach map)
North: Maranto Manor Drive South: Lake Frederick Drive
East: US-522 West: State Route 636
External Factors That
Could Affect Project
(Planned road improvements,
other nearby developments)
Future minor arterial running east-west from US 522 to US 11 included in the
Southern Frederick Area Plan that is expected to bisect the site.
Consistency With
Comprehensive Plan
(Land use, transportation plan)
Property was recently added to the UDA and Comp Plan amended to allow for this
project as described.
Available Traffic Data
(Historical, forecasts)
2022 VDOT Average Annual Daily Traffic (AADT):
US 340: 7,800 vpd (7.5% HV)
Fairfax Pike (VA 277): 9,400 vpd (7% HV)
Hudson Hollow Road (VA 636): 1,700 vpd (0% HV)
White Oak Road (VA 636): 2,200 vpd (0% HV)
US 522 (North of VA 277 & US 340): 13,000 vpd (12.6% HV)
US 522 (South of VA 277 & US 340): 20,000 vpd (15% HV)
Maranto Manor Drive: 910 vpd (0% HV)
Lake Frederick Drive: 220 vpd (0% HV)
Trip Distribution
(Attach sketch)
Road Name: Fairfax Pike
(West of U.S. 522) == 35%
Road Name: U.S. 522 (North of Fairfax Pike)
== 30%
Road Name: U.S. 522 (South of
Fairfax Pike) == 25%
Road Name: U.S. 340 (East of U.S. 522) ==
10%
Annual Vehicle Trip
Growth Rate: 1%
Peak Period for Study
(check all that apply) AM PM SAT
Peak Hour of the Generator N/A
Study Intersections
and/or Road Segments
(Attach additional sheets as
necessary)
1.Fairfax Pike (VA 277)/White
Oak Road/Hudson Hollow Road
(VA 636)
6.
2.Fairfax Pike (VA 277)/Lord
Fairfax Highway (US 340)/Front
Royal Pike (US 522)
7.
3.Front Royal Pike (US
522)/Maranto Manor Drive 8.
4.Front Royal Pike (US 522)/Lake
Frederick Drive 9.
5. 10.
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.
Trip Adjustment Factors Internal allowance: Yes No
Reduction: TBD% trips
Pass-by allowance: Yes No
Reduction: ITE LU 934: AM = 50% PM =
55% ITE LU: 938: AM = 90% PM = 98%
trips
Software Methodology Synchro HCS (v.2000/+) aaSIDRA CORSIM Other
Traffic Signal Proposed
or Affected
(Analysis software to be used,
progression speed, cycle length)
TBD
Improvement(s)
Assumed or to be
Considered
Planned arterials and collectors are beyond the development horizon. No other
improvements have been identified.
Background Traffic
Studies Considered
The Lake Frederick subdivision will be considered as a background 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
NOTES on ASSUMPTIONS: 1. Typical Synchro parameters to be utilized in this analysis will be consistent
with those values provided in VDOT’s Traffic Operations and Safety Analysis Manual (TOSAM), Version 2.0.
2.Synchro 10.3 will be used to conduct capacity analyses. Consistent with VDOT’s Administrative Guidelines,
the existing conditions analysis will use field measured peak hour factors (PHF) but will not use values lower
than 0.85. For future conditions analysis, the field measured PHF will be used with a minimum value of 0.92.
3. The traffic assessment will utilize heavy vehicles of five (5) percent along Fairfax Pike (Route 522) and
three (3) percent along Route 277.
4. The following study periods will be evaluated:
- 2024 Existing Conditions
- 2035 Background Future Buildout Year (existing traffic+growth+approved projects)
- 2035 Total Future Buildout Year (existing traffic+growth+approved projects+proposed site)
- 2042 Background Future Buildout Year (existing traffic+growth+approved projects)
- 2042 Total Future Buildout Year (existing traffic+growth+approved projects+proposed site)
5. Turn lane warrant analyses based on the VDOT Road Design Manual will be conducted for total future
forecasted volumes where applicable. Proposed spacing will be compared to VDOT reuirments in Appendix F
of the Road Design Manual.
6. Traffic count volumes will be compared to historic sources where avaialble to determine if adjustments
would be required to account for the COVID-19 pandemic.
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.
SIGNED: _________________________________ DATE: ______________
Applicant or Consultant
PRINT NAME: _____________________________
Applicant or Consultant
6/24/2024
Jim Watson, AICP
SITEFAIRFAX PIKE522340522LAKEFREDERICKDRIVEMARANTO MANOR DRIVEWH
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D FAIRFAX PIKEINTERSTATE81NORTHO:\PROJECTS\9001-9500\9307 MADISON FARMS 277\GRAPHICS\MADISON FARMS SCOPING GRAPHICS.DWGFigure 1Site Location, Study Intersections and DistributionsMadison Farms 277Frederick County, VAStudy IntersectionX1243ACBXSite Access PointDirectional Trip DistributionXX%25%10%30%35%35%25%30%
Table 1277 Madison FarmsTrip Generation Analysis 1ITELand UseAM Peak HourCode Size Units In Out Total In Out TotalDevelopment ProgramLand Bay 1Residential Uses: Multifamily Housing (Low-Rise) 220 120 DU 14 46 60 45 27 72 Senior Adult Housing - Multifamily 252 150 DU 10 19 29 21 17 38 Total Land Bay 1 Residential (270 units):24 65 89 66 44 110 Commercial Uses:Fast-Food Restaurant with Drive-Through Window934 4,000 SF 91 87 178 69 63 132 (46) (44) (89) (38) (35) (73)464489312959Coffee/Donut Shop with Drive-Through Window937 2,500 SF 109 105 215 49 49 97(99) (95) (193) (48) (48) (96)111121112Strip Retail Plaza (<40K)822 8,000 SF 11 8 19 33 33 66 Free-Standing Emergency Room650 10,000 SF 6 6 11 7 8 15 Clinic630 10,000 SF 22 5 28 11 26 37 Clinic (Family Medicine)630 20,000 SF 45 10 55 22 52 74 Medical-Dental Office Building (Stand-Alone) (Outpatient Medical Facility) 720 20,000 SF 45 12 57 23 55 78 Medical-Dental Office Building (Stand-Alone)720 20,000 SF 45 12 57 23 55 78 Total Land Bay 1 Commerical (94,500 sf ):230 106 336 151 259410 254 172 426 217 303520 Land Bay 2Senior Adult Housing - Multifamily 252 360 DU 24 45 69 50 40 90 24 45 69 50 4090 Land Bay 3Single-Family Detached Housing210 120 DU 22 66 88 74 44 118 Single-Family Attached Housing215 150 DU 18 54 72 51 35 86 40 120 160 125 79204 Land Bay 4318 337 655 392 422 814 Notes:1. Trip Generation based on the Institute of Transportation Engineers' (ITE) Trip Generation Manual, 11th Edition.2. Coffee Shop Pass-By Reduction was based on ITE LUC 938: Coffee/Donut Shop with Drive-Through Window and No Indoor SeatingSubtotal:Open Space OnlyPass-By Reduction (50% Weekday AM Peak & 55% Weekday PM Peak)Subtotal:Net New TripsLand UsePM Peak HourLand Bay 1 Residential and Commerical Subtotal:Land Bay 2 Residential Subtotal:Land Bay 3 Residential Subtotal:Pass-By Reduction(2) (90% Weekday AM Peak & 98% Weekday PM Peak)Wells + Associates, Inc.Tysons, Virginia
Madison Farms 277
Traffic Impact Study
APPENDIX B
Levels of Service Descriptions
Level of Service for Signalized Intersections
Level of service for signalized intersections is defined in terms of delay, which is a measure of driver discomfort and frustration,
fuel consumption, and lost travel time. Specifically, level-of-service (LOS) criteria are stated in terms of the average stopped
delay per vehicle for a 15-min analysis period. The criteria are given in Exhibit 16-2. Delay may be measured in the field or
estimated using procedures presented later in this chapter. Delay is a complex measure and is dependent on a number of
variables, including the quality of progression, the cycle length, the green ratio, and the v/c ratio for the lane group in question.
LOS A describes operations with very low delay, up to 10 sec per vehicle. This level of service occurs when progression is
extremely favorable and most vehicles arrive during the green phase. Most vehicles do not stop at all. Short cycle lengths may
also contribute to low delay.
LOS B describes operations with delay greater than 10 and up to 20 sec per vehicle. This level generally occurs with good
progression, short cycle lengths, or both. More vehicles stop than with LOS A, causing higher levels of average delay.
Exhibit 16-2. Level-of-Service Criteria for Signalized Intersections
LEVEL OF SERVICE STOPPED DELAY PER VEHICLE (SEC)
A <10.0
B > 10.0 and <20.0
C > 20.0 and < 35.0
D > 35.0 and < 55.0
E > 55.0 and < 80.0
F >80.0
LOS C describes operations with delay greater than 20 and up to 35 sec per vehicle. These higher delays may result from fair
progression, longer cycle lengths, or both. Individual cycle failures may begin to appear at this level. The number of vehicles
stopping is significant at this level, though many still pass through the intersection without stopping.
LOS D describes operations with delay greater than 35 and up to 55 sec per vehicle. At level D, the influence of congestion
becomes more noticeable. Longer delays may result from some combination of unfavorable progression, long cycle lengths, or
high v/c ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual cycle failures are noticeable.
LOS E describes operations with delay greater than 55 and up to 80 sec per vehicle. This level is considered by many agencies
to be the limit of acceptable delay. These high delay values generally indicate poor progression, long cycle lengths, and high v/c
ratios. Individual cycle failures are frequent occurrences.
LOS F describes operations with delay in excess of 80 sec per vehicle. This level, considered to be unacceptable to most
drivers, often occurs with oversaturation, that is, when arrival flow rates exceed the capacity of the intersection. It may also
occur at high v/c ratios below 1.0 with many individual cycle failures. Poor progression and long cycle lengths may also be
major contributing causes to such delay levels.
Source: Highway Capacity Manual, 2000. Transportation Research Board, National Research Council
C-1
Level of Service Criteria for Stop Sign Controlled Intersections
The level of service criteria are given in Table 17-2. As used here, control delay is defined as the total elapsed time
from the time a vehicle stops at the end of the queue until the vehicle departs from the stop line; this time includes the
time required for the vehicle to travel from the last-in-queue position to the first-in-queue position, including
deceleration of vehicles from free-flow speed to the speed of vehicles in queue.
The average total delay for any particular minor movement is a function of the service rate or capacity of the approach
and the degree of saturation. . . .
Table 17-2. Level of Service Criteria for TWSC Intersections
LEVEL OF SERVICE AVERAGE CONTROL DELAY
(sec/veh)
A < 10
B > 10 and < 15
C > 15 and < 25
D > 25 and < 35
E > 35 and < 50
F > 50
Average total delay less than 10 sec/veh is defined as Level of Service (LOS) A. Follow-up times of less than 5 sec have
been measured when there is no conflicting traffic for a minor street movement, so control delays of less than 10
sec/veh are appropriate for low flow conditions. To remain consistent with the AWSC intersection analysis
procedure described later in this chapter, a total delay of 50 sec/veh is assumed as the break point between LOS E and
F.
The proposed level of service criteria for TWSC intersections are somewhat different from the criteria used in
Chapter 16 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, several driver behavior
considerations combine to make delays at signalized intersections less onerous than at unsignalized intersections. For
example, drivers at signalized intersections are able to relax during the red interval, where drivers on the minor
approaches to unsignalized 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 than signalized intersections. For these reasons, it is considered that the total delay threshold for any
given level of service is less for an unsignalized intersection than for a signalized intersection. . . .
LOS F exists when there are insufficient gaps of suitable size to allow a side street demand to cross safely through a
major street traffic stream. This level of s ervice is generally evident from extremely long total delays experienced by
side street traffic and by queueing on the minor approaches. The method, however, is based on a constant critical gap
size - that is, the critical gap remains constant, no matter how long the side street motorist waits. LOS F may also
appear in the form of side street vehicles’ selecting smaller-than-usual gaps. In such cases, safety may be a problem
and some disruption to the major traffic stream may result. It is important to note that LOS F may not always result
in long queues but may result in adjustments to normal gap acceptance behavior. The latter is more difficult to
observe on the field than queueing, which is more obvious.
Source: Highway Capacity Manual, 2000. Transportation Research Board, National Research Council
C-2
Madison Farms 277
Traffic Impact Study
APPENDIX C
Existing Traffic Count Data
Madison Farms 277DATE: White Oak Road - 636DAY: WednesdayHudson Hollow Road - 636Fairfax Pike & White Oak Rd. & Hudson Hollow Rd.WEATHER: clearFairfax Pike - 277Frederick County,VACOUNTED BY: MajdaFairfax Pike - 277INPUTED BY: aganNorth East& & TotalRight Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF South WestOne Hour Volumes6:00 AM - 7:00 AM 11 6 23 0 40 0.67 5 97 4 0 106 0.76 43 20 28 0 91 0.71 1 263 72 0 336 0.71 131 442 573 0.746:15 AM - 7:15 AM 45 11 36 0 92 0.41 11 117 5 0 133 0.72 40 32 31 0 103 0.8 2 259 124 0 385 0.82 195 518 713 0.746:30 AM - 7:30 AM 74 10 48 0 132 0.59 14 131 6 0 151 0.82 35 37 39 0 111 0.87 2 253 159 0 414 0.88 243 565 808 0.846:45 AM - 7:45 AM 136 16 48 0 200 0.6 27 144 6 0 177 0.73 32 36 39 0 107 0.84 7 239 192 0 438 0.92 307 615 922 0.817:00 AM - 8:00 AM 176 19 51 0 246 0.74 29 175 5 0 209 0.86 22 34 42 0 98 0.82 9 227 182 0 418 0.88 344 627 9710.857:15 AM - 8:15 AM 150 20 36 0 206 0.62 27 175 3 0 205 0.84 22 20 43 0 85 0.92 12 236 132 0 380 0.8 291 585 876 0.777:30 AM - 8:30 AM 126 20 29 0 175 0.53 26 190 3 0 219 0.9 23 17 47 0 87 0.91 17 232 108 0 357 0.75 262 576 838 0.737:45 AM - 8:45 AM 63 19 25 0 107 0.44 14 187 5 0 206 0.84 20 16 54 0 90 0.87 14 225 76 0 315 0.8 197 521 718 0.748:00 AM - 9:00 AM 25 15 17 0 57 0.89 9 188 4 0 201 0.9 22 15 47 0 84 0.81 19 227 45 0 291 0.94 141 492 633 0.954:00 PM - 5:00 PM 144 35 33 0 212 0.51 48 402 33 0 483 0.91 15 32 35 0 82 0.93 33 359 160 0 552 0.93 294 1035 1329 0.894:15 PM - 5:15 PM 173 36 39 0 248 0.6 42 444 37 0 523 0.94 16 31 36 0 83 0.94 35 353 142 0 530 0.9 331 1053 13840.934:30 PM - 5:30 PM 175 35 41 0 251 0.6 37 449 29 0 515 0.93 15 28 33 0 76 0.86 40 342 113 0 495 0.88 327 1010 1337 0.94:45 PM - 5:45 PM 175 31 36 0 242 0.58 23 432 29 0 484 0.87 12 27 33 0 72 0.86 44 340 73 0 457 0.93 314 941 1255 0.845:00 PM - 6:00 PM 151 27 18 0 196 0.75 15 396 32 0 443 0.8 8 24 42 0 74 0.8 44 320 68 0 432 0.88 270 875 1145 0.835:15 PM - 6:15 PM 119 29 14 0 162 0.7 16 345 28 0 389 0.85 6 24 43 0 73 0.79 42 291 66 0 399 0.88 235 788 1023 0.935:30 PM - 6:30 PM 117 28 12 0 157 0.68 16 301 26 0 343 0.84 7 21 46 0 74 0.8 46 254 69 0 369 0.9 231 712 943 0.95:45 PM - 6:45 PM 101 25 12 0 138 0.59 14 280 19 0 313 0.89 11 18 50 0 79 0.86 38 221 72 0 331 0.88 217 644 861 0.826:00 PM - 7:00 PM 65 18 12 0 95 0.77 15 256 16 0 287 0.84 12 22 36 0 70 0.76 40 201 56 0 297 0.83 165 584 749 0.84WESTBOUND ROAD: LOCATION: INTERSECTION: W+A JOB NO: 9307Hudson Hollow Road - 636WestboundTimePeriodInt. PHFEastboundWhite Oak Road - 636Fairfax Pike - 277Fairfax Pike - 277Turning Movement Count - Total VehiclesSouthboundWells + Associates,IncTysons, Virginia5/1/2024PROJECT: SOUTHBOUND ROAD: EASTBOUND ROAD: NorthboundNORTHBOUND ROAD:
Madison Farms 277DATE: Stonewall Jackson Highway - 522DAY: WednesdayStonewall Jackson Highway - 522Stonewall Jackson Hwy. & Lake Frederick Dr.WEATHER: clear0Frederick County,VACOUNTED BY: WalterLake Frederick DriveINPUTED BY: aganNorth East& & TotalRight Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF South WestTotal636 3025 0 0 366100000 03522 336 0 3858 285 0 653 0 938 7519 938 8457One Hour Volumes6:00 AM - 7:00 AM 29 471 0 0 500 0.800000 04051904240.95 44 0 77 0 121 0.8 924 121 1045 0.866:15 AM - 7:15 AM 42 507 0 0 549 0.8700000 04752605010.71 47 0 79 0 126 0.83 1050 126 1176 0.916:30 AM - 7:30 AM 45 509 0 0 554 0.8800000 05174105580.79 49 0 86 0 135 0.84 1112 135 1247 0.956:45 AM - 7:45 AM 51 483 0 0 534 0.8500000 05364305790.82 52 0 119 0 171 0.66 1113 171 1284 0.977:00 AM - 8:00 AM 59 457 0 0 516 0.9300000 05564406000.85 55 0 124 0 179 0.69 1116 179 12950.987:15 AM - 8:15 AM 61 463 0 0 524 0.9400000 04864705330.84 76 0 139 0 215 0.83 1057 215 1272 0.967:30 AM - 8:30 AM 78 452 0 0 530 0.9500000 04614305040.95 86 0 136 0 222 0.85 1034 222 1256 0.957:45 AM - 8:45 AM 81 456 0 0 537 0.9700000 04594605050.94 91 0 122 0 213 0.83 1042 213 1255 0.958:00 AM - 9:00 AM 90 451 0 0 541 0.9500000 04545205060.94 80 0 127 0 207 0.81 1047 207 1254 0.954:00 PM - 5:00 PM 157 648 0 0 805 0.9100000 09508701037 0.89 25 0 137 0 162 0.79 1842 162 2004 0.924:15 PM - 5:15 PM 162 644 0 0 806 0.9100000 09538701040 0.9 30 0 144 0 174 0.85 1846 174 20200.934:30 PM - 5:30 PM 185 675 0 0 860 0.9200000 09017709780.84 33 0 131 0 164 0.89 1838 164 2002 0.924:45 PM - 5:45 PM 176 659 0 0 835 0.900000 08037208750.85 39 0 122 0 161 0.88 1710 161 1871 0.915:00 PM - 6:00 PM 176 600 0 0 776 0.8300000 07316207930.84 45 0 120 0 165 0.9 1569 165 1734 0.915:15 PM - 6:15 PM 170 567 0 0 737 0.7900000 06405906990.89 45 0 105 0 150 0.91 1436 150 1586 0.845:30 PM - 6:30 PM 151 485 0 0 636 0.8600000 05615806190.83 47 0 87 0 134 0.82 1255 134 1389 0.845:45 PM - 6:45 PM 147 428 0 0 575 0.8800000 05017005710.82 41 0 77 0 118 0.8 1146 118 1264 0.846:00 PM - 7:00 PM 125 398 0 0 523 0.8400000 04267204980.88 36 0 68 0 104 0.84 1021 104 1125 0.86Turning Movement Count - Total VehiclesSouthboundWells + Associates,IncTysons, Virginia5/1/2024PROJECT: SOUTHBOUND ROAD: EASTBOUND ROAD: NorthboundNORTHBOUND ROAD: PeriodInt. PHFEastboundStonewall Jackson Highway - 5220Lake Frederick DriveWESTBOUND ROAD: LOCATION: INTERSECTION: W+A JOB NO: 9307Stonewall Jackson Highway - 522WestboundTime
Madison Farms 277DATE: Front Royal Pike - 522DAY: WednesdayFront Royal Pike - 522Front Royal Pike & Maranto Manor DriveWEATHER: clear0Frederick County,VACOUNTED BY: TiaMaranto Manor DriveINPUTED BY: aganNorth East& & TotalRight Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF South WestOne Hour Volumes6:00 AM - 7:00 AM 18 441 0 0 459 0.900000 02993203310.87 39 0 17 1 57 0.84 790 57 847 0.886:15 AM - 7:15 AM 18 454 1 0 473 0.9200000 03264003660.88 45 1 22 0 68 0.74 839 68 907 0.946:30 AM - 7:30 AM 17 450 1 0 468 0.9100000 03554203970.84 42 1 24 1 68 0.74 865 68 933 0.966:45 AM - 7:45 AM 22 428 1 0 451 0.88100010.25 0 415 43 0 458 0.81 44 1 26 4 75 0.82 909 76 985 0.97:00 AM - 8:00 AM 25 398 1 0 424 0.95100010.25 0 429 52 0 481 0.85 53 1 39 4 97 0.62 905 98 10030.927:15 AM - 8:15 AM 24 386 0 0 410 0.92100010.25 0 447 41 0 488 0.87 50 0 41 4 95 0.61 898 96 994 0.917:30 AM - 8:30 AM 27 357 0 1 385 0.87100010.25 0 423 41 0 464 0.82 55 0 50 4 109 0.7 849 110 959 0.887:45 AM - 8:45 AM 23 334 0 2 359 0.89100010.25 0 397 42 0 439 0.93 56 0 48 3 107 0.69 798 108 906 0.888:00 AM - 9:00 AM 23 347 0 2 372 0.82100010.25 1 412 38 0 451 0.87 51 0 44 3 98 0.82 823 99 922 0.844:00 PM - 5:00 PM 45 543 0 0 588 0.900000 176610108680.914207692270.87 1456 227 1683 0.944:15 PM - 5:15 PM 48 561 0 0 609 0.93100010.25 1 824 95 0 920 0.96 135 0 66 8 209 0.86 1529 210 17390.974:30 PM - 5:30 PM 51 557 0 0 608 0.93100010.25 1 785 97 0 883 0.94 149 0 69 7 225 0.92 1491 226 1717 0.964:45 PM - 5:45 PM 58 543 0 0 601 0.92300030.38 0 766 99 0 865 0.92 134 0 77 10 221 0.91 1466 224 1690 0.945:00 PM - 6:00 PM 56 497 0 0 553 0.85300030.38 0 711 89 0 800 0.85 112 0 85 10 207 0.85 1353 210 1563 0.95:15 PM - 6:15 PM 53 468 0 0 521 0.8200020.25 0 622 83 0 705 0.87 105 0 89 10 204 0.84 1226 206 1432 0.845:30 PM - 6:30 PM 44 415 0 0 459 0.91200020.25 0 562 78 0 640 0.79 90 0 79 8 177 0.85 1099 179 1278 0.835:45 PM - 6:45 PM 41 362 1 0 404 0.86100010.25 0 483 68 0 551 0.87 94 0 67 6 167 0.89 955 168 1123 0.876:00 PM - 7:00 PM 38 347 1 0 386 0.82100010.25 0 423 75 0 498 0.89 93 0 60 8 161 0.91 884 162 1046 0.87Turning Movement Count - Total VehiclesSouthboundWells + Associates,IncTysons, Virginia5/1/2024PROJECT: SOUTHBOUND ROAD: EASTBOUND ROAD: NorthboundNORTHBOUND ROAD: PeriodInt. PHFEastboundFront Royal Pike - 5220Maranto Manor DriveWESTBOUND ROAD: LOCATION: INTERSECTION: W+A JOB NO: 9307Front Royal Pike - 522WestboundTime
Madison Farms 277DATE: Stonewall Jackson Highway - 522DAY: WednesdayStonewall Jackson Highway - 522Fairfax Pike & Lord Fairfax Hwy. & Stonewall Jackson Hwy.WEATHER: clearLord Fairfah Highway - 340Frederick County,VACOUNTED BY: AganFairfax Pike - 277INPUTED BY: aganNorth East& & TotalRight Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF Right Thru LeftU-Turn Total PHF South WestOne Hour Volumes6:00 AM - 7:00 AM 8 311 84 0 403 0.85 24 42 70 0 136 0.76 140 251 72 1 464 0.87 122 226 22 0 370 0.86 867 506 1373 0.886:15 AM - 7:15 AM 7 335 78 0 420 0.89 28 47 85 0 160 0.8 168 300 89 1 558 0.78 119 228 29 0 376 0.87 978 536 1514 0.916:30 AM - 7:30 AM 11 340 76 0 427 0.9 31 55 93 0 179 0.88 164 319 119 0 602 0.84 124 230 27 0 381 0.88 1029 560 1589 0.956:45 AM - 7:45 AM 13 323 73 0 409 0.92 30 63 102 0 195 0.96 153 368 129 0 650 0.9 116 203 32 0 351 0.87 1059 546 1605 0.967:00 AM - 8:00 AM 17 304 77 0 398 0.99 30 61 118 0 209 0.89 161 405 123 0 689 0.96 114 181 29 0 324 0.93 1087 533 16200.977:15 AM - 8:15 AM 21 302 69 0 392 0.98 28 68 120 0 216 0.92 147 392 120 0 659 0.93 119 157 26 0 302 0.89 1051 518 1569 0.957:30 AM - 8:30 AM 20 295 62 0 377 0.94 30 79 136 0 245 0.77 139 367 96 0 602 0.85 120 144 22 0 286 0.92 979 531 1510 0.937:45 AM - 8:45 AM 22 281 63 0 366 0.92 36 81 126 0 243 0.76 129 356 91 0 576 0.94 129 135 24 0 288 0.9 942 531 1473 0.958:00 AM - 9:00 AM 20 316 56 1 393 0.77 43 82 113 0 238 0.74 132 357 111 0 600 0.84 126 127 31 0 284 0.89 993 522 1515 0.884:00 PM - 5:00 PM 37 481 72 2 592 0.94 83 281 183 0 547 0.95 257 646 180 2 1085 0.92 153 190 64 0 407 0.9 1677 954 2631 0.964:15 PM - 5:15 PM 36 510 73 2 621 0.98 79 276 174 0 529 0.92 254 690 209 1 1154 0.96 165 176 61 0 402 0.89 1775 931 27060.984:30 PM - 5:30 PM 29 523 78 1 631 0.99 80 277 188 0 545 0.9 239 668 209 0 1116 0.93 165 179 59 0 403 0.89 1747 948 2695 0.984:45 PM - 5:45 PM 22 504 76 1 603 0.95 92 257 180 0 529 0.87 223 636 206 0 1065 0.89 171 170 51 0 392 0.87 1668 921 2589 0.945:00 PM - 6:00 PM 17 488 63 1 569 0.89 95 247 181 0 523 0.86 204 568 181 0 953 0.79 151 165 53 0 369 0.91 1522 892 2414 0.895:15 PM - 6:15 PM 17 442 57 1 517 0.81 92 235 178 0 505 0.83 170 502 143 0 815 0.84 132 154 55 0 341 0.84 1332 846 2178 0.855:30 PM - 6:30 PM 21 394 52 2 469 0.91 79 198 148 0 425 0.83 146 453 128 0 727 0.74 118 131 56 0 305 0.85 1196 730 1926 0.835:45 PM - 6:45 PM 27 341 50 2 420 0.86 63 178 136 0 377 0.79 112 389 108 0 609 0.85 107 118 54 0 279 0.78 1029 656 1685 0.836:00 PM - 7:00 PM 30 307 50 2 389 0.88 58 157 118 0 333 0.79 81 352 104 0 537 0.83 86 98 53 0 237 0.85 926 570 1496 0.84Turning Movement Count - Total VehiclesSouthboundWells + Associates,IncTysons, Virginia5/1/2024PROJECT: SOUTHBOUND ROAD: EASTBOUND ROAD: NorthboundNORTHBOUND ROAD: PeriodInt. PHFEastboundStonewall Jackson Highway - 522 Lord Fairfah Highway - 340Fairfax Pike - 277WESTBOUND ROAD: LOCATION: INTERSECTION: W+A JOB NO: 9307Stonewall Jackson Highway - 522WestboundTime
Madison Farms 277
Traffic Impact Study
APPENDIX D
Existing Intersection Levels of Service and Queues (2024)
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 492 212 34 115 289
v/c Ratio 0.72 0.24 0.04 0.32 0.57
Control Delay 16.8 8.0 2.9 18.3 13.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 16.8 8.0 2.9 18.3 13.4
Queue Length 50th (ft) 88 28 0 20 25
Queue Length 95th (ft) 204 69 10 69 98
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 1161 1501 1304 748 896
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 0.42 0.14 0.03 0.15 0.32
Intersection Summary
D-1
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 227 9 5 175 29 42 34 22 51 19 176
Future Volume (veh/h) 182 227 9 5 175 29 42 34 22 51 19 176
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 214 267 11 6 206 34 49 40 26 60 22 207
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, %333333000000
Cap, veh/h 371 408 15 91 859 736 242 184 90 155 54 274
Arrive On Green 0.47 0.47 0.47 0.47 0.47 0.47 0.24 0.24 0.24 0.24 0.24 0.24
Sat Flow, veh/h 537 872 32 12 1836 1572 518 771 377 227 228 1148
Grp Volume(v), veh/h 492 0 0 212 0 34 115 0 0 289 0 0
Grp Sat Flow(s),veh/h/ln 1441 0 0 1847 0 1572 1665 0 0 1602 0 0
Q Serve(g_s), s 9.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.0 4.0 0.0 0.0
Cycle Q Clear(g_c), s 12.0 0.0 0.0 3.0 0.0 0.5 2.2 0.0 0.0 7.2 0.0 0.0
Prop In Lane 0.43 0.02 0.03 1.00 0.43 0.23 0.21 0.72
Lane Grp Cap(c), veh/h 794 0 0 950 0 736 516 0 0 483 0 0
V/C Ratio(X) 0.62 0.00 0.00 0.22 0.00 0.05 0.22 0.00 0.00 0.60 0.00 0.00
Avail Cap(c_a), veh/h 1455 0 0 1782 0 1455 1010 0 0 1015 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 9.3 0.0 0.0 6.9 0.0 6.3 13.4 0.0 0.0 15.2 0.0 0.0
Incr Delay (d2), s/veh 1.7 0.0 0.0 0.3 0.0 0.1 0.2 0.0 0.0 1.2 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.5 0.0 0.0 0.7 0.0 0.1 0.7 0.0 0.0 2.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 11.0 0.0 0.0 7.2 0.0 6.3 13.6 0.0 0.0 16.4 0.0 0.0
LnGrp LOS BAAAAABAABAA
Approach Vol, veh/h 492 246 115 289
Approach Delay, s/veh 11.0 7.0 13.6 16.4
Approach LOS BABB
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 28.0 15.2 28.0 15.2
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 14.0 4.2 5.0 9.2
Green Ext Time (p_c), s 6.2 0.5 2.6 1.5
Intersection Summary
HCM 6th Ctrl Delay 11.8
HCM 6th LOS B
D-2
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 217 118 122 94 127 418 166 79 313 18
v/c Ratio 0.66 0.28 0.53 0.38 0.55 0.48 0.31 0.40 0.47 0.01
Control Delay 48.5 3.6 50.3 39.5 50.6 35.9 5.3 49.3 38.7 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 48.5 3.6 50.3 39.5 50.6 35.9 5.3 49.3 38.7 0.0
Queue Length 50th (ft) 119 0 68 42 70 117 0 43 86 0
Queue Length 95th (ft) 239 19 152 109 157 207 40 109 163 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 573 603 547 559 370 1257 683 296 1112 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 0.38 0.20 0.22 0.17 0.34 0.33 0.24 0.27 0.28 0.01
Intersection Summary
D-3
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 29 181 114 118 61 30 123 405 161 77 304 17
Future Volume (veh/h) 29 181 114 118 61 30 123 405 161 77 304 17
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 30 187 118 122 63 31 127 418 166 79 313 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %333333555555
Cap, veh/h 40 250 248 186 124 61 163 767 342 124 694
Arrive On Green 0.16 0.16 0.16 0.11 0.11 0.11 0.09 0.22 0.22 0.07 0.20 0.00
Sat Flow, veh/h 255 1588 1572 1767 1174 578 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 217 0 118 122 0 94 127 418 166 79 313 0
Grp Sat Flow(s),veh/h/ln 1843 0 1572 1767 0 1752 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 8.4 0.0 5.1 5.0 0.0 3.8 5.4 8.0 7.0 3.3 5.9 0.0
Cycle Q Clear(g_c), s 8.4 0.0 5.1 5.0 0.0 3.8 5.4 8.0 7.0 3.3 5.9 0.0
Prop In Lane 0.14 1.00 1.00 0.33 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 291 0 248 186 0 185 163 767 342 124 694
V/C Ratio(X) 0.75 0.00 0.48 0.65 0.00 0.51 0.78 0.55 0.49 0.63 0.45
Avail Cap(c_a), veh/h 713 0 608 684 0 678 464 1569 700 371 1388
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 30.1 0.0 28.8 32.2 0.0 31.7 33.2 25.9 25.5 33.9 26.4 0.0
Incr Delay (d2), s/veh 3.8 0.0 1.4 3.9 0.0 2.2 7.7 0.9 1.5 5.3 0.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.8 0.0 1.9 2.2 0.0 1.6 2.4 3.1 2.5 1.5 2.3 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 34.0 0.0 30.2 36.1 0.0 33.9 41.0 26.7 27.0 39.1 27.0 0.0
LnGrp LOS C A C D A CDCCDC
Approach Vol, veh/h 335 216 711 392
Approach Delay, s/veh 32.6 35.1 29.3 29.5
Approach LOS CDCC
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 15.3 21.7 21.7 13.8 23.3 16.2
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 7.4 7.9 10.4 5.3 10.0 7.0
Green Ext Time (p_c), s 0.2 2.5 1.4 0.1 4.5 0.8
Intersection Summary
HCM 6th Ctrl Delay 30.8
HCM 6th LOS C
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
D-4
Queues
3: US Route 522 & Maranto Manor Drive 06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 47 58 57 466 433 27
v/c Ratio 0.11 0.15 0.13 0.22 0.29 0.04
Control Delay 23.8 9.1 24.3 7.2 16.5 7.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 23.8 9.1 24.3 7.2 16.5 7.8
Queue Length 50th (ft) 7 0 9 41 68 0
Queue Length 95th (ft) 21 15 24 65 108 16
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1789 1476 1295 3438 2670 1200
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.03 0.04 0.04 0.14 0.16 0.02
Intersection Summary
D-5
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 53 52 429 398 25
Future Volume (veh/h) 43 53 52 429 398 25
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1693 1693 1826 1826 1826 1826
Adj Flow Rate, veh/h 47 58 57 466 433 27
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 14 14 5555
Cap, veh/h 320 258 251 1858 956 427
Arrive On Green 0.10 0.10 0.07 0.54 0.28 0.28
Sat Flow, veh/h 3127 2524 3374 3561 3561 1547
Grp Volume(v), veh/h 47 58 57 466 433 27
Grp Sat Flow(s),veh/h/ln 1564 1262 1687 1735 1735 1547
Q Serve(g_s), s 0.7 1.1 0.9 3.9 5.6 0.7
Cycle Q Clear(g_c), s 0.7 1.1 0.9 3.9 5.6 0.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 320 258 251 1858 956 427
V/C Ratio(X) 0.15 0.22 0.23 0.25 0.45 0.06
Avail Cap(c_a), veh/h 1724 1392 1240 4470 2550 1138
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.3 22.4 23.7 6.8 16.3 14.5
Incr Delay (d2), s/veh 0.3 0.5 0.2 0.1 0.4 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.3 0.3 0.8 1.8 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.5 23.0 23.9 6.9 16.7 14.6
LnGrp LOS C C C A B B
Approach Vol, veh/h 105 523 460
Approach Delay, s/veh 22.8 8.7 16.6
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.1 25.1 15.2 39.2
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 2.9 7.6 3.1 5.9
Green Ext Time (p_c), s 0.1 3.2 0.4 3.6
Intersection Summary
HCM 6th Ctrl Delay 13.4
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
D-6
Queues
4: US Route 522 & Lake Frederick Drive 06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 127 56 45 567 466 60
v/c Ratio 0.55 0.22 0.07 0.25 0.27 0.07
Control Delay 48.7 12.5 7.1 7.4 17.6 5.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 48.7 12.5 7.1 7.4 17.6 5.7
Queue Length 50th (ft) 75 0 8 66 103 0
Queue Length 95th (ft) 132 34 23 105 155 26
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)450 300
Base Capacity (vph) 464 456 664 2273 1744 810
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.27 0.12 0.07 0.25 0.27 0.07
Intersection Summary
D-7
HCM 6th Signalized Intersection Summary
4: US Route 522 & Lake Frederick Drive 06/11/2025
Existing AM Madison Farms 2024 Baseline Existing AM 2:15 pm 05/08/2024 2024 Existing AM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 124 55 44 556 457 59
Future Volume (veh/h) 124 55 44 556 457 59
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 127 56 45 567 466 60
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %005555
Cap, veh/h 172 153 644 2383 1438 641
Arrive On Green 0.09 0.09 0.16 0.69 0.41 0.41
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 127 56 45 567 466 60
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 6.4 3.1 0.0 5.7 8.5 2.2
Cycle Q Clear(g_c), s 6.4 3.1 0.0 5.7 8.5 2.2
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 172 153 644 2383 1438 641
V/C Ratio(X) 0.74 0.37 0.07 0.24 0.32 0.09
Avail Cap(c_a), veh/h 483 430 644 2383 1438 641
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.2 39.7 12.5 5.5 18.5 16.7
Incr Delay (d2), s/veh 7.3 1.8 0.0 0.2 0.6 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.2 2.8 0.4 1.5 3.1 0.8
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.5 41.5 12.5 5.7 19.1 17.0
LnGrp LOS D D BABB
Approach Vol, veh/h 183 612 526
Approach Delay, s/veh 46.3 6.2 18.9
Approach LOS D A B
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 17.6 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 7.7 8.4 2.0 10.5
Green Ext Time (p_c), s 7.7 0.6 0.0 5.9
Intersection Summary
HCM 6th Ctrl Delay 16.8
HCM 6th LOS B
D-8
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 571 517 45 89 267
v/c Ratio 0.72 0.49 0.05 0.39 0.63
Control Delay 15.9 9.1 2.3 24.8 17.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 15.9 9.1 2.3 24.8 17.8
Queue Length 50th (ft) 118 86 0 25 38
Queue Length 95th (ft) #364 197 12 62 104
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 797 1063 989 468 717
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 0.72 0.49 0.05 0.19 0.37
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
D-9
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 353 35 37 444 42 36 31 16 39 36 173
Future Volume (veh/h) 142 353 35 37 444 42 36 31 16 39 36 173
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 380 38 40 477 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %333333000000
Cap, veh/h 228 514 47 112 950 865 207 162 64 113 70 240
Arrive On Green 0.55 0.55 0.55 0.55 0.55 0.55 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, veh/h 259 933 85 70 1727 1572 520 767 304 164 332 1138
Grp Volume(v), veh/h 571 0 0 517 0 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1278 0 0 1798 0 1572 1591 0 0 1633 0 0
Q Serve(g_s), s 11.7 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.0 4.2 0.0 0.0
Cycle Q Clear(g_c), s 20.9 0.0 0.0 9.2 0.0 0.7 2.1 0.0 0.0 8.1 0.0 0.0
Prop In Lane 0.27 0.07 0.08 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 789 0 0 1062 0 865 433 0 0 423 0 0
V/C Ratio(X) 0.72 0.00 0.00 0.49 0.00 0.05 0.21 0.00 0.00 0.63 0.00 0.00
Avail Cap(c_a), veh/h 1075 0 0 1413 0 1184 811 0 0 839 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 10.2 0.0 0.0 7.5 0.0 5.5 17.4 0.0 0.0 19.7 0.0 0.0
Incr Delay (d2), s/veh 2.9 0.0 0.0 0.7 0.0 0.1 0.2 0.0 0.0 1.6 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.3 0.0 0.0 2.4 0.0 0.2 0.8 0.0 0.0 2.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.1 0.0 0.0 8.2 0.0 5.6 17.6 0.0 0.0 21.3 0.0 0.0
LnGrp LOS BAAAAABAACAA
Approach Vol, veh/h 571 562 89 267
Approach Delay, s/veh 13.1 8.0 17.6 21.3
Approach LOS B A B C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 37.0 16.1 37.0 16.1
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 22.9 4.1 11.2 10.1
Green Ext Time (p_c), s 6.3 0.4 7.0 1.3
Intersection Summary
HCM 6th Ctrl Delay 12.9
HCM 6th LOS B
D-10
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 242 168 178 363 214 704 259 77 520 37
v/c Ratio 0.78 0.41 0.46 0.90 0.84 0.73 0.42 0.48 0.76 0.02
Control Delay 69.5 9.9 50.1 74.6 82.6 49.2 7.0 68.0 57.5 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 69.5 9.9 50.1 74.6 82.6 49.2 7.0 68.0 57.5 0.0
Queue Length 50th (ft) 199 0 133 298 179 295 0 63 221 0
Queue Length 95th (ft) 302 62 225 #534 #344 #411 73 121 301 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 414 486 399 413 270 975 621 216 810 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 0.58 0.35 0.45 0.88 0.79 0.72 0.42 0.36 0.64 0.02
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
D-11
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 61 176 165 174 276 79 210 690 254 75 510 36
Future Volume (veh/h) 61 176 165 174 276 79 210 690 254 75 510 36
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 62 180 168 178 282 81 214 704 259 77 520 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %333333555555
Cap, veh/h 74 216 249 397 311 89 243 911 406 113 654
Arrive On Green 0.16 0.16 0.16 0.22 0.22 0.22 0.14 0.26 0.26 0.06 0.19 0.00
Sat Flow, veh/h 469 1363 1572 1767 1386 398 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 242 0 168 178 0 363 214 704 259 77 520 0
Grp Sat Flow(s),veh/h/ln 1832 0 1572 1767 0 1784 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 14.7 0.0 11.6 10.0 0.0 22.8 13.9 21.6 17.0 5.0 16.5 0.0
Cycle Q Clear(g_c), s 14.7 0.0 11.6 10.0 0.0 22.8 13.9 21.6 17.0 5.0 16.5 0.0
Prop In Lane 0.26 1.00 1.00 0.22 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 290 0 249 397 0 401 243 911 406 113 654
V/C Ratio(X) 0.83 0.00 0.67 0.45 0.00 0.91 0.88 0.77 0.64 0.68 0.80
Avail Cap(c_a), veh/h 462 0 397 446 0 450 302 1023 456 242 905
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 46.9 0.0 45.6 38.4 0.0 43.4 48.5 39.2 37.6 52.6 44.5 0.0
Incr Delay (d2), s/veh 7.2 0.0 3.2 0.8 0.0 20.3 21.2 3.7 3.1 7.1 4.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.1 0.0 4.6 4.3 0.0 12.0 7.3 9.3 6.6 2.3 7.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 54.1 0.0 48.8 39.2 0.0 63.7 69.7 42.9 40.6 59.7 48.8 0.0
LnGrp LOS D A D D A E E D D E D
Approach Vol, veh/h 410 541 1177 597
Approach Delay, s/veh 51.9 55.6 47.3 50.2
Approach LOS D E D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 24.4 28.4 28.1 15.9 36.9 34.1
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 15.9 18.5 16.7 7.0 23.6 24.8
Green Ext Time (p_c), s 0.2 3.2 1.5 0.1 5.0 1.1
Intersection Summary
HCM 6th Ctrl Delay 50.3
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
D-12
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 76 139 98 849 578 49
v/c Ratio 0.17 0.29 0.24 0.47 0.55 0.10
Control Delay 26.5 7.8 27.7 9.3 20.7 6.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.5 7.8 27.7 9.3 20.7 6.3
Queue Length 50th (ft) 13 0 17 86 96 0
Queue Length 95th (ft) 32 25 40 130 151 21
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1740 1479 1149 3438 2368 1074
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.04 0.09 0.09 0.25 0.24 0.05
Intersection Summary
D-13
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 74 135 95 824 561 48
Future Volume (veh/h) 74 135 95 824 561 48
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1841 1841 1826 1826 1826 1826
Adj Flow Rate, veh/h 76 139 98 849 578 49
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %445555
Cap, veh/h 403 326 326 1861 912 407
Arrive On Green 0.12 0.12 0.10 0.54 0.26 0.26
Sat Flow, veh/h 3401 2745 3374 3561 3561 1547
Grp Volume(v), veh/h 76 139 98 849 578 49
Grp Sat Flow(s),veh/h/ln 1700 1373 1687 1735 1735 1547
Q Serve(g_s), s 1.2 2.7 1.5 8.6 8.4 1.4
Cycle Q Clear(g_c), s 1.2 2.7 1.5 8.6 8.4 1.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 403 326 326 1861 912 407
V/C Ratio(X) 0.19 0.43 0.30 0.46 0.63 0.12
Avail Cap(c_a), veh/h 1787 1443 1182 4260 2431 1084
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.7 23.4 24.0 8.1 18.6 16.0
Incr Delay (d2), s/veh 0.3 1.1 0.2 0.2 0.9 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 0.9 0.5 1.9 2.8 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.0 24.4 24.2 8.3 19.5 16.2
LnGrp LOS C C C A B B
Approach Vol, veh/h 215 947 627
Approach Delay, s/veh 23.9 10.0 19.2
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.6 25.1 16.4 40.7
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 3.5 10.4 4.7 10.6
Green Ext Time (p_c), s 0.1 4.5 1.0 7.5
Intersection Summary
HCM 6th Ctrl Delay 14.9
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
D-14
Queues
4: US Route 522 & Lake Frederick Drive 05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 155 32 94 1025 692 174
v/c Ratio 0.60 0.12 0.20 0.46 0.40 0.20
Control Delay 49.7 13.6 8.3 9.8 17.8 3.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 49.7 13.6 8.3 9.8 17.8 3.4
Queue Length 50th (ft) 93 0 19 152 145 0
Queue Length 95th (ft) 157 26 43 230 222 39
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)450 300
Base Capacity (vph) 456 432 595 2236 1744 866
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.34 0.07 0.16 0.46 0.40 0.20
Intersection Summary
D-15
HCM 6th Signalized Intersection Summary
4: US Route 522 & Lake Frederick Drive 05/13/2025
Existing PM Madison Farms 2024 Baseline Existing PM 3:23 pm 05/08/2024 2024 Existing PM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 144 30 87 953 644 162
Future Volume (veh/h) 144 30 87 953 644 162
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 155 32 94 1025 692 174
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %005555
Cap, veh/h 198 176 415 2345 1795 801
Arrive On Green 0.11 0.11 0.05 0.68 0.52 0.52
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 155 32 94 1025 692 174
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 7.9 1.7 2.3 12.9 11.4 5.8
Cycle Q Clear(g_c), s 7.9 1.7 2.3 12.9 11.4 5.8
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 198 176 415 2345 1795 801
V/C Ratio(X) 0.78 0.18 0.23 0.44 0.39 0.22
Avail Cap(c_a), veh/h 476 423 606 2345 1795 801
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.2 38.5 9.8 7.1 13.8 12.5
Incr Delay (d2), s/veh 7.9 0.6 0.2 0.6 0.6 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.9 0.0 0.7 3.5 4.4 2.1
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 49.1 39.1 10.0 7.7 14.5 13.1
LnGrp LOS D D AABB
Approach Vol, veh/h 187 1119 866
Approach Delay, s/veh 47.4 7.9 14.2
Approach LOS D A B
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 19.1 15.1 60.9
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 14.9 9.9 4.3 13.4
Green Ext Time (p_c), s 17.0 0.6 0.1 10.9
Intersection Summary
HCM 6th Ctrl Delay 13.8
HCM 6th LOS B
D-16
Madison Farms 277
Traffic Impact Study
APPENDIX E
Fairfax Pike Site Access Evaluation
Memorandum
To: Mr. Bobby Boyce
Land Development Engineer
Virginia Department of Transportation
Shenandoah, Frederick, Clarke, & Warren Counties
CC:
From: Michael J. Young, P.E.
Date: 3/27/2023
Re: Lake Frederick Development – Fairfax Pike Site Access Evaluation
As requested, Bowman has prepared a site access evaluation for the proposed Lake Frederick
Development located to the southwest of the intersection of Stonewall Jackson Highway (US
522/US 340) and Lord Fairfax Highway (US 340)/Fairfax Pike (SR 277) in Frederick County, VA.
The purpose of this assessment is to evaluate the traffic operations for the proposed northern site
driveway of the Lake Frederick Development, which will intersect Fairfax Pike. The analysis
contained in this memorandum will evaluate the anticipated trips generated by the Lake Frederick
Development at this intersection to determine the following:
If left and/or right auxiliary turn lanes are required for traffic entering the site;
The proper form of traffic control that should be installed at this intersection under future
build out conditions; and
The projected traffic operations of this intersection with the proposed traffic control in
place.
Background Information
The overall Lake Frederick development is currently under construction and is expected to
ultimately consist of a total of 2,130 dwelling units. The development is located in Frederick
County, VA, and three (3) different types of dwelling units are proposed: single-family detached
units, single-family attached units, and age-restricted single-family detached units.
Figure 1 depicts the site location.
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Figure 1. Site Location
As shown in Figure 1, access to the development is currently provided at the intersection of the
existing development driveway with Stonewall Jackson Highway (US 522).
As the overall site continues to develop, an additional full-access driveway is proposed on the
northern portion of the site connecting to Fairfax Pike. The purpose of the evaluation contained
in this report is to examine the projected operations of the proposed Fairfax Pike driveway under
future build out conditions to determine the appropriate form of traffic control at this intersection.
The conceptual plan for the proposed site is displayed on Figure 2 and is included in Attachment
A to this memorandum.
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Figure 2. Conceptual Plan
Existing Roadway Network
Fairfax Pike (SR 277) within the vicinity of the proposed site is currently a two-lane undivided
roadway identified as a Minor Arterial on VDOT’s Functional Classification Map. It has an east-
west alignment with a posted speed limit of 55 mph.
Data Collection
To perform the capacity analysis evaluation at the proposed driveway, 24-hour traffic volume
counts containing speed and vehicle classification data were collected along Fairfax Pike (SR 277)
within the vicinity of the proposed intersection. These traffic counts were collected using
Automated Traffic Recorders (ATRs) between 12:00 PM on Wednesday, October 26th, 2022, and
12:00 PM on Thursday, October 27 th, 2022.
A copy of the collected traffic counts is included in Attachment B to this memorandum.
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Traffic Forecast
For the purposes of this assessment, it is anticipated that the proposed development will be
constructed and fully operational by the year 2027. The 2022 Existing Peak Hour Traffic Volumes
along Fairfax Pike were extracted from the 24-hour traffic counts, and are displayed on Figure 3.
Figure 3. 2022 Existing Peak Hour Traffic Volumes
To grow the 2022 Existing Peak Hour Traffic Volumes to year 2027 levels, a conservative
background growth rate of 1.0% per year was applied to the traffic volumes along Fairfax Pike.
This 1.0% growth rate was developed upon review of the published VDOT Average Daily Traffic
Volumes along Fairfax Pike over the most recent five (5) years, which showed no traffic volume
growth along this roadway segment.
The grown 2027 No Build Peak Hour Traffic Volumes are displayed on Figure 4.
Figure 4. 2027 No Build Peak Hour Traffic Volumes
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Proposed Development Trip Generation and Trip Distribution
The overall Lake Frederick development is expected to consist of approximately 224 single-family
detached units, 719 single-family attached units, and 1,187 age-restricted single-family detached
units. There is an existing full-access site driveway connecting to Stonewall Jackson Highway (US
522), and a future full-access site driveway is proposed to connect to Fairfax Pike (SR 277).
The Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition was used to
determine the projected number of trips associated with the overall development as shown in
Table 1.
Table 1. Overall Lake Frederick Site Trip Generation
The existing full-access driveway connecting to Stonewall Jackson Highway is intended to be the
primary access location for the overall development.
Due to the large footprint and proposed internal roadway network of the development, it is
anticipated that approximately 40% of the overall site’s traffic will utilize the proposed Fairfax Pike
driveway. Based on this assumed utilization, Table 2 outlines the projected trips at the Fairfax
Pike driveway for the proposed development.
Table 2. Fairfax Pike Driveway Site Trip Generation
As shown in Table 2, the Fairfax Pike driveway is expected to generate 311 trips (86 in and 225
out) during the morning peak hour; 378 trips (229 in and 149 out) during the evening peak hour;
and 4,960 trips (2,480 in and 2,480 out) during an average weekday.
In Out Total In Out Total In Out Total
Single-Family
Detached Housing 210 224 D.U. 1,060 1,059 2,119 39 116 155 134 78 212
Single-Family
Attached Housing 215 719 D.U. 2,714 2,714 5,428 92 276 368 252 175 427
Age-Restricted
Single-Family
Detached Housing
251 1,187 D.U. 2,426 2,427 4,853 84 171 255 186 119 305
6,200 6,200 12,400 215 563 778 572 372 944
(1) Based on the Institute of Transportation Engineers, Trip Generation Manual, 11th Edition
AM Peak Hour Trips PM Peak Hour Trips
TOTAL DEVELOPMENT
Development ITE Land Use Size Units
Weekday Trips
In Out Total In Out Total In Out Total
Fairfax Pike Driveway Projected Trips(1)2,480 2,480 4,960 86 225 311 229 149 378
(1) It is anticipated that 40% of the overall Lake Frederick development traffic will utilize the proposed Fairfax Pike driveway.
PM Peak Hour TripsWeekday Trips AM Peak Hour Trips
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The expected trip distribution for traffic utilizing this driveway was developed based on a review
of the 24-hour traffic volume counts collected along Fairfax Pike. 3,424 eastbound vehicles and
3,486 westbound vehicles were recorded over this 24-hour period, and therefore, the anticipated
trip distribution for this driveway is 50% to/from the east and 50% to/from the west as shown on
Figure 5.
Figure 5. Site Trip Distribution
The morning and evening peak hour trip generation projections were applied to this distribution
to develop the anticipated peak hour site trips, which are displayed on Figure 6.
Figure 6. Projected Peak Hour Site Trips
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These projected site trips were then added to the 2027 No Build Traffic Volumes to develop the
2027 Build Peak Hour Traffic Volumes, which are displayed on Figure 7.
Figure 7. 2027 Build Peak Hour Traffic Volumes
Auxiliary Turn Lane Warrant Evaluation
The forecasted left and right turn volumes from Fairfax Pike into the proposed site driveway were
evaluated to determine the need for the installation of exclusive left and right turn lanes into the
proposed site.
The Virginia Department of Transportation’s Road Design Manual, Appendix F, was utilized as the
basis of the auxiliary turn lane warrant evaluation.
Eastbound Right Turn Lane Warrant
The calculated Build volumes displayed on Figure 7 were evaluated to determine the need for an
eastbound right turn lane from Fairfax Pike into the proposed site driveway.
Figure 8 has been extracted from the 2020 VDOT Road Design Manual, Appendix F (Figure 3-26).
This figure outlines the traffic volumes required to satisfy a right turn lane warrant at an
intersection on a two-lane roadway.
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Figure 8. Eastbound Right Turn Lane Warrant at Fairfax Pike and Proposed Site Driveway
As shown on Figure 8, the projected traffic volumes indicate that the installation of an eastbound
right turn lane is warranted at this location during the evening peak hour.
Westbound Left Turn Lane Warrant
The calculated Build volumes displayed on Figure 7 were evaluated to determine the need for a
westbound left turn lane from Fairfax Pike into the proposed site driveway.
Figure 9 has been extracted from the 2020 VDOT Road Design Manual, Appendix F (Figure 3-19).
This figure outlines the traffic volumes required to satisfy a left turn lane warrant at an intersection
on a two-lane roadway with a 60 mph design speed and 20% left turns.
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Figure 9. Westbound Left Turn Lane Warrant at Fairfax Pike and Proposed Site Driveway
As shown on Figure 9, the projected traffic volumes indicate that the installation of a westbound
left turn lane is warranted at this location during both the morning and evening peak hours.
Capacity Analysis and Traffic Control Type Evaluation
In order to determine the appropriate form of traffic control that should be installed at the
intersection of Fairfax Pike and the Proposed Site Driveway, a capacity analysis evaluation was
performed at this future intersection under Build Conditions.
To accomplish this analysis, the study intersections were analyzed following the Highway Capacity
Manual (HCM 6th Edition) methodologies using the computer software package Synchro 11 with
SimTraffic. The analysis uses capacity, Level of Service (LOS) and control delay as the criteria for
the performance of the intersections both with and without the proposed development.
The analysis models were also developed per the standards and requirements included in VDOT’s
Traffic Operations and Safety Analysis Manual (TOSAM) – Version 2.0.
Capacity, as defined by the HCM, is a measure of the maximum number of vehicles in an hour
that can travel through an intersection or section of roadway under typical conditions. Level of
Service (LOS) is a marker of the driving conditions and perception of drivers while traveling during
the given time period. LOS ranges from LOS “A” which represents free-flow conditions, to LOS
“F” which represents breakdown conditions. Table 2 shows the LOS for intersections as defined
by the HCM.
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Table 3. HCM Level of Service Criteria
The reported queues, or linear distance of delayed vehicles, for the intersection in this evaluation
are the maximum queues reported by SimTraffic after 10 runs of 60 minutes each with a 15-minute
seeding time. They are reported to ensure that the auxiliary lane storage lengths are adequate to
accommodate the forecasted queuing demand at the intersection.
2027 Build Conditions
Capacity analyses were conducted at the intersection of Fairfax Pike and the Proposed Site
Driveway under 2027 Build Conditions. For the purposes of this evaluation, this intersection was
evaluated as a two-way stop controlled intersection with Fairfax Pike free-flowing and the
Proposed Site Driveway controlled by a stop sign.
As outlined above, an exclusive eastbound right turn lane and an exclusive westbound left turn
lane will be in place at this intersection under future conditions. The northbound approach at this
intersection is expected to be a two-lane approach with an exclusive left turn lane and right turn
lane.
The capacity analysis results are included in Attachment C to this memorandum.
Based on the results of the capacity analysis under Build Conditions with a two-way stop
controlled intersection in place, the westbound left turn movement at the intersection of Fairfax
Pike and the Proposed Site Driveway is projected to operate at an acceptable overall level of
service “A” during both the morning and evening peak hours.
During the morning peak hour, the northbound left turn movement is projected to operate at a
LOS C, and the northbound right turn movement and northbound approach are projected to
operate at a LOS B.
During the evening peak hour, the northbound left turn movement is projected to operate at a
LOS D, the northbound right turn movement is projected to operate at a LOS A, and the
northbound approach is projected to operate at a LOS C. Please note that the projected LOS D
for the northbound left turn movement is very close to the 25.0 second threshold for a LOS C.
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All other turning movements and approaches at this intersection are free-flowing, and therefore,
do not produce delay.
The queue results from SimTraffic do not appear to exceed the available storage for the auxiliary
lanes during either the morning or evening peak hours. The capacity analysis results are
summarized in Table 3.
Table 4. 2027 Build AM and PM Peak Hour Capacity Analysis – Fairfax Pike and Proposed Site Dwy
The results of the capacity analysis evaluation above indicate that, under two-way stop controlled
conditions, all turning movements and approaches are projected to operate at acceptable levels
of service (LOS D or better) under full build out.
Conclusions
The results of the evaluation contained in this memorandum indicate that an exclusive eastbound
right turn lane and an exclusive westbound left turn lane are warranted at the future intersection
of Fairfax Pike and the Proposed Site Driveway.
Additionally, the results of the capacity analysis evaluation indicate that the intersection of Fairfax
Pike and the Proposed Site Driveway is expected to operate at acceptable levels of service under
full buildout with a two-way stop controlled intersection in place.
Recommendations
The following improvements are recommended at the future intersection of Fairfax Pike and the
proposed Lake Frederick development full-access driveway:
Construction of one (1) eastbound right turn lane with 200 feet of storage and a 200-
foot taper;
Construction of one (1) westbound left turn lane with 200 feet of storage and a 200-foot
taper; and
Installation of a two-way stop traffic control at this location, with the Fairfax Pike
approaches free-flowing and the Proposed Site Driveway approach stop-controlled.
Approach Movement Storage (ft)
WB L 200 8.1 A 34 8.4 A 56
L +500 16.0 C 96 25.9 D 98
R 150 10.8 B 70 10.0 A 63
Approach --13.4 B --18.0 C --
*Extracted from SimTraffic simulation software
INTERSECTION Conditions Conditions
DELAY (S) LOS
Maximum
Queue (ft)*DELAY (S) LOS
Maximum
Queue (ft)*
Intersection #1:
Fairfax Pike (SR 277) and
Proposed Northern Site Driveway
(2027 Build Conditions)
NB
AM Peak (Build)PM Peak (Build)
Madison Farms 277
Traffic Impact Study
APPENDIX F
Individual Pipeline Peak Hour Forecasts
Trip DistributionTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Pipeline DevelopmentsLake Frederick 0% 0% 0% 0% 0%-35%0% 0% 0% 0% 0% 0% 0%35%0% 0%Madison Farms 2770% 0% 0% 0% 0%-35%0% 0% 0% 0% 0% 0% 0%35%0% 0%Madison Farms 277 AM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%Madison Farms 277 PM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%1. Fairfax Pike (VA 277)/White Oak Road/Hudson Hollow Road (VA 636)0AM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume176 19 51 29 175 5 - 22 34 42 9 227 182 2035 Growth- - - 19 - - - - 25 2042 Growth- - - 32 - - - - 41 Pipeline DevelopmentsIN OUTLake Frederick 215 563 - - - - - 197 - - - - - - - 75 - - Pipeline Total215 563 - - - - - 197 - - - - - - - 75 - - 2035 Future Conditions Baseline176 19 51 - 29 391 5 - 22 34 42 - 9 327 182 - 2042 Future Conditions Baseline176 19 51 - 29 404 5 - 22 34 42 - 9 343 182 - in outMadison Farms 277329 348 - - - - - 122 - - - - - - - 115 - - Madison Farms 277 Pass-By243 233 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)176 19 51 - 29 513 5 - 22 34 42 - 9 442 182 - 2042 Future Conditions (Baseline and Proposed)176 19 51 - 29 526 5 - 22 34 42 - 9 458 182 - 1. Fairfax Pike (VA 277)/White Oak Road/Hudson Hollow Road (VA 636)PM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume173 36 39 42 444 37 - 16 31 36 35 353 142 2035 Growth- - - 49 - - - - 39 2042 Growth- - - 80 - - - - 64 Pipeline DevelopmentsIN OUTLake Frederick 572 372 - - - - - 130 - - - - - - - 200 - - Pipeline Total572 372 - - - - - 130 - - - - - - - 200 - - 2035 Future Conditions Baseline173 36 39 - 42 623 37 - 16 31 36 - 35 592 142 - 2042 Future Conditions Baseline173 36 39 - 42 654 37 - 16 31 36 - 35 617 142 - in outMadison Farms 277393 423 - - - - - 148 - - - - - - - 138 - - Madison Farms 277 Pass-By133 130 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)173 36 39 - 42 771 37 - 16 31 36 - 35 730 142 - 2042 Future Conditions (Baseline and Proposed)173 36 39 - 42 802 37 - 16 31 36 - 35 755 142 - NorthboundHudson Hollow RoadFairfax PikeFairfax PikeFairfax PikeFairfax PikeWestboundEastboundHudson Hollow Road1. Fairfax Pike (VA 277)/White Oak Road/Hudson Hollow Road (VA 636)WestboundEastboundNorthboundNorthbound Southbound Fairfax PikeFairfax PikeEastboundWestboundHudson Hollow RoadWhite Oak RoadSouthboundWhite Oak RoadSouthboundWhite Oak Road
2: U.S. Route 522/U.S. Route 340Trip DistributionTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Pipeline DevelopmentsLake Frederick 10% 20%0% 0% 0% 0%10%0%-10% -20% -15%0%-10%0%-10%0%Madison Farms 27730%0% 0% 0% 0%10%0% 0% 0% 0%25%0%-25% -10% -30%0%Madison Farms 277 AM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%Madison Farms 277 PM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%2: U.S. Route 522/U.S. Route 3400AM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume17 304 77 30 61 118 - 161 405 123 - 114 181 29 2035 Growth- 33 - 7 - - - 45 - - - 20 2042 Growth- 55 - 11 - - - 73 - - - 33 Pipeline DevelopmentsIN OUTLake Frederick 215 563 22 43 - - - - 22 - 56 113 106 - 88 - 56 - Pipeline Total215 563 22 43 - - - - 22 - 56 113 106 - 88 - 56 - 2035 Future Conditions Baseline39 380 77 - 30 68 140 - 217 563 229 - 202 201 85 - 2042 Future Conditions Baseline39 402 77 - 30 72 140 - 217 591 229 - 202 214 85 - in outMadison Farms 277329 348 99 - - - - 33 - - - - 82 - 87 35 104 - Madison Farms 277 AM Pass-By243 233 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)138 380 77 - 30 101 140 - 217 563 311 - 289 236 189 - 2042 Future Conditions (Baseline and Proposed)138 402 77 - 30 105 140 - 217 591 311 - 289 249 189 - 2: U.S. Route 522/U.S. Route 340PM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume36 510 73 2 79 276 174 - 254 690 209 1 165 176 61 - 2035 Growth- 56 - 30 - - - 76 - - - 19 2042 Growth- 92 - 50 - - - 124 - - - 32 Pipeline DevelopmentsIN OUTLake Frederick 57 114 - - - - 57 - 37 74 56 - 37 - 37 - Pipeline Total- - 57 114 - - - - 57 - 37 74 56 - 37 - 37 - 2035 Future Conditions Baseline93 680 73 2 79 306 231 - 291 840 265 1 202 195 98 - 2042 Future Conditions Baseline93 716 73 2 79 326 231 - 291 888 265 1 202 208 98 - in outMadison Farms 277393 423 118 - - - - 39 - - - - 98 - 106 42 127 - Madison Farms 277 AM Pass-By133 130 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)211 680 73 2 79 345 231 - 291 840 363 1 308 237 225 - 2042 Future Conditions (Baseline and Proposed)211 716 73 2 79 365 231 - 291 888 363 1 308 250 225 - Southbound WestboundNorthboundEastboundU.S. Route 340U.S. Route 522Fairfax PikeU.S. Route 522Fairfax PikeSouthboundWestboundNorthboundEastboundU.S. Route 522U.S. Route 340WestboundNorthboundEastboundU.S. Route 340U.S. Route 522Fairfax PikeU.S. Route 522SouthboundU.S. Route 522
3: U.S. Route 522/Maranto Manor DriveTrip DistributionTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Pipeline DevelopmentsLake Frederick 0%30%0% 0% 0% 0% 0% 0% 0%-30%0% 0% 0% 0% 0% 0%Madison Farms 277 0%30%0% 0% 0% 0% 0% 0% 0%-30%0% 0% 0% 0% 0% 0%Madison Farms 277 AM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%Madison Farms 277 PM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%3: U.S. Route 522/Maranto Manor Drive0AM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume25 398 1 1 - - - - 429 52 53 1 39 4 2035 Growth- 44 - - - - 47 - - - 2042 Growth- 72 - - - - 77 - - - Pipeline DevelopmentsIN OUTLake Frederick 215 563 - 65 - - - - - - - 169 - - - - - - Pipeline Total215 563 - 65 - - - - - - - 169 - - - - - - 2035 Future Conditions Baseline25 507 1 - 1 - - - - 645 52 - 53 1 39 4 2042 Future Conditions Baseline25 535 1 - 1 - - - - 675 52 - 53 1 39 4 in outMadison Farms 277329 348 - 99 - - - - - - - 104 - - - - - - Madison Farms 277 AM Pass-By243 233 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)25 606 1 - 1 - - - - 749 52 - 53 1 39 4 2042 Future Conditions (Baseline and Proposed)25 634 1 - 1 - - - - 779 52 - 53 1 39 4 3: U.S. Route 522/Maranto Manor DrivePM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume48 561 - 1 - - - 1 824 95 135 - 66 8 2035 Growth- 62 - - - - 91 - - - 2042 Growth- 101 - - - - 148 - - - Pipeline DevelopmentsIN OUTLake Frederick - 172 - - - - - - - 112 - - - - - - Pipeline Total- - - 172 - - - - - - - 112 - - - - - - 2035 Future Conditions Baseline48 795 - - 1 - - - 1 1,027 95 - 135 - 66 8 2042 Future Conditions Baseline48 834 - - 1 - - - 1 1,084 95 - 135 - 66 8 in outMadison Farms 277393 423 - 118 - - - - - - - 127 - - - - - - Madison Farms 277 AM Pass-By133 130 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)48 913 - - 1 - - - 1 1,154 95 - 135 - 66 8 2042 Future Conditions (Baseline and Proposed)48 952 - - 1 - - - 1 1,211 95 - 135 - 66 8 U.S. Route 522Maranto Manor DriveU.S. Route 522Maranto Manor DriveSouthboundWestboundNorthboundEastboundU.S. Route 522Maranto Manor DriveU.S. Route 522Maranto Manor DriveSouthboundWestboundNorthboundEastboundU.S. Route 522Maranto Manor DriveU.S. Route 522Maranto Manor Drive Southbound WestboundNorthboundEastbound
4: U.S. Route 522/Lake Frederick DriveTrip DistributionTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Pipeline DevelopmentsLake Frederick 30%-10%0% 0% 0% 0% 0% 0% 0%10% 15%0%-15%0%-45%0%Madison Farms 277 0%-25%0% 0% 0% 0% 0% 0% 0%25%0% 0% 0% 0% 0% 0%Madison Farms 277 AM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%Madison Farms 277 PM Pass-By 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%4: U.S. Route 522/Lake Frederick Drive0AM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume59 457 - - - - - 556 44 55 - 124 2035 Growth- 50 - - - - 61 - - - 2042 Growth- 82 - - - - 100 - - - Pipeline DevelopmentsIN OUTLake Frederick 215 563 65 56 - - - - - - - 22 32 - 84 - 253 - Pipeline Total215 563 65 56 - - - - - - - 22 32 - 84 - 253 - 2035 Future Conditions Baseline124 563 - - - - - - - 639 76 - 139 - 377 - 2042 Future Conditions Baseline124 595 - - - - - - - 678 76 - 139 - 377 - in outMadison Farms 277329 348 - 87 - - - - - - - 82 - - - - - - Madison Farms 277 AM Pass-By243 233 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)124 650 - - - - - - - 721 76 - 139 - 377 - 2042 Future Conditions (Baseline and Proposed)124 682 - - - - - - - 760 76 - 139 - 377 - 4: U.S. Route 522/Lake Frederick DrivePM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume162 644 - - - - - 953 87 30 - 144 2035 Growth- 71 - - - - 105 - - - 2042 Growth- 116 - - - - 172 - - - Pipeline DevelopmentsIN OUTLake Frederick 172 37 - - - - - - - 57 86 - 56 - 167 - Pipeline Total- - 172 37 - - - - - - - 57 86 - 56 - 167 - 2035 Future Conditions Baseline334 752 - - - - - - - 1,115 173 - 86 - 311 - 2042 Future Conditions Baseline334 797 - - - - - - - 1,182 173 - 86 - 311 - in outMadison Farms 277393 423 - 106 - - - - - - - 98 - - - - - - Madison Farms 277 AM Pass-By133 130 - - - - - - - - - - - - - - - - 2035 Future Conditions (Baseline and Proposed)334 858 - - - - - - - 1,213 173 - 86 - 311 - 2042 Future Conditions (Baseline and Proposed)334 903 - - - - - - - 1,280 173 - 86 - 311 - N/AU.S. Route 522Lake Frederick DriveSouthboundWestboundNorthboundEastboundU.S. Route 522N/AU.S. Route 522Lake Frederick DriveWestboundNorthboundEastboundU.S. Route 522N/AU.S. Route 522Lake Frederick Drive Southbound WestboundNorthboundEastboundSouthboundU.S. Route 522
A: Madison Farm West Entrance/Fairfax PikeTrip DistributionTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Pipeline DevelopmentsLake Frederick 0% 0% 0% 0% 0%-35%0% 0% 0% 0% 0% 0% 0%35%0% 0%Madison Farms 2770% 0% 0% 0% 0% 0% 0% 0%-5%0% 0% 0%5% 30%0% 0%Madison Farms 277 AM Pass-By0% 0% 0% 0% 0% 0% 0% 0%-24%0% 0% 0%35%0% 0% 0%Madison Farms 277 PM Pass-By0% 0% 0% 0% 0% 0% 0% 0%-18%0% 0% 0%26%0% 0% 0%A: Madison Farm West Entrance/Fairfax Pike0AM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume- - - - 209 - - - - - - - 300 - 2035 Growth- - - 23 - - - - 33 2042 Growth- - - 38 - - - - 54 Pipeline DevelopmentsIN OUTLake Frederick 215 563 - - - - - 197 - - - - - - - 75 - - Pipeline Total215 563 - - - - - 197 - - - - - - - 75 - - 2035 Future Conditions Baseline- - - - - 429 - - - - - - - 408 - - 2042 Future Conditions Baseline- - - - - 444 - - - - - - - 429 - - in outMadison Farms 277329 348 - - - - - - - - 17 - - - 16 99 - - Madison Farms 277 AM Pass-By243 233 - - - - - - - - 55 - - - 86 (86) - - 2035 Future Conditions (Baseline and Proposed)- - - - - 429 - - 72 - - - 102 421 - - 2042 Future Conditions (Baseline and Proposed)- - - - - 444 - - 72 - - - 102 442 - - A: Madison Farm West Entrance/Fairfax PikePM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume- - - - 523 - - - - - - - 408 - 2035 Growth- - - 58 - - - - 45 2042 Growth- - - 94 - - - - 73 Pipeline DevelopmentsIN OUTLake Frederick - - - - - 130 - - - - - - - 200 - - Pipeline Total- - - - - - - 130 - - - - - - - 200 - - 2035 Future Conditions Baseline- - - - - 711 - - - - - - - 653 - - 2042 Future Conditions Baseline- - - - - 747 - - - - - - - 681 - - in outMadison Farms 277393 423 - - - - - - - - 21 - - - 20 118 - - Madison Farms 277 AM Pass-By133 130 - - - - - - - - 23 - - - 35 (35) - - 2035 Future Conditions (Baseline and Proposed)- - - - - 711 - - 44 - - - 55 736 - - 2042 Future Conditions (Baseline and Proposed)- - - - - 747 - - 44 - - - 55 764 - - NAFairfax PikeMadison Farm West EntranceFairfax PikeSouthboundWestboundNorthboundEastboundNAFairfax PikeMadison Farm West EntranceFairfax Pike Southbound WestboundNorthboundEastboundNAFairfax PikeMadison Farm West EntranceFairfax PikeSouthboundWestboundNorthboundEastbound
C: Madison Farm East Entrance/Fairfax PikeTrip DistributionTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Pipeline DevelopmentsLake Frederick 0% 0% 0% 0% 0%-35%0% 0% 0% 0% 0% 0% 0%35%0% 0%Madison Farms 277 0% 0% 0% 0% 0%25% 65%0%-60%0%-35%0%30%-30%0% 0%Madison Farms 277 AM Pass-By 0% 0% 0% 0% 0% 0%41%0%-35%0%-41%0%24%0% 0% 0%Madison Farms 277 PM Pass-By 0% 0% 0% 0% 0% 0%56%0%-26%0%-56%0%18%0% 0% 0%\C: Madison Farm East Entrance/Fairfax Pike0AM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume- - - - 209 - - - - - - 300 - - 2035 Growth- - - 23 - - - - 33 2042 Growth- - - 38 - - - - 54 Pipeline DevelopmentsIN OUTLake Frederick 215 563 - - - - - 197 - - - - - - - 75 - - Pipeline Total215 563 - - - - - 197 - - - - - - - 75 - - 2035 Future Conditions Baseline- - - - - 429 - - - - - - - 408 - - 2042 Future Conditions Baseline- - - - - 444 - - - - - - - 429 - - in outMadison Farms 277329 348 - - - - - 82 214 - 209 - 122 - 99 104 - - Madison Farms 277 AM Pass-By243 233 - - - - - (100) 100 - 82 - 96 - 57 (88) - - 2035 Future Conditions (Baseline and Proposed)- - - - - 411 314 - 291 - 218 - 156 424 - - 2042 Future Conditions (Baseline and Proposed)- - - - - 426 314 - 291 - 218 - 156 445 - - C: Madison Farm East Entrance/Fairfax PikePM Peak HourTraffic ComponentRight Through Left U Turn Right Through Left U Turn Right Through Left U Turn Right Through Left U Turn Existing Traffic Volume- - - - 523 - - - - - - 408 - - 2035 Growth- - - 58 - - - - 45 2042 Growth- - - 94 - - - - 73 Pipeline DevelopmentsIN OUTLake Frederick - - - - - 130 - - - - - - - 200 - - Pipeline Total- - - - - - - 130 - - - - - - - 200 - - 2035 Future Conditions Baseline- - - - - 711 - - - - - - - 653 - - 2042 Future Conditions Baseline- - - - - 747 - - - - - - - 681 - - in outMadison Farms 277393 423 - - - - - 98 256 - 254 - 148 - 118 127 - - Madison Farms 277 AM Pass-By133 130 - - - - - (75) 75 - 34 - 73 - 23 (35) - - 2035 Future Conditions (Baseline and Proposed)- - - - - 734 331 - 288 - 221 - 141 745 - - 2042 Future Conditions (Baseline and Proposed)- - - - - 770 331 - 288 - 221 - 141 773 - - NorthboundEastboundNAFairfax PikeMadison Farm East EntranceFairfax PikeSouthboundWestboundNorthboundEastboundNAFairfax PikeMadison Farm East EntranceFairfax Pike Southbound WestboundNorthbound EastboundNAFairfax PikeMadison Farm East EntranceFairfax PikeSouthboundWestbound
Madison Farms 277
Traffic Impact Study
APPENDIX G
Future Conditions without Development
Levels of Service and Queues
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 610 466 34 115 289
v/c Ratio 0.79 0.41 0.03 0.50 0.66
Control Delay 20.4 8.5 2.7 27.4 18.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 20.4 8.5 2.7 27.4 18.1
Queue Length 50th (ft) 141 75 0 34 41
Queue Length 95th (ft) #384 160 10 72 97
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 774 1125 977 448 709
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 0.79 0.41 0.03 0.26 0.41
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-1
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 327 9 5 391 29 42 34 22 51 19 176
Future Volume (veh/h) 182 327 9 5 391 29 42 34 22 51 19 176
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 214 385 11 6 460 34 49 40 26 60 22 207
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, %333333000000
Cap, veh/h 283 458 12 61 1067 908 186 145 73 121 48 254
Arrive On Green 0.58 0.58 0.58 0.58 0.58 0.58 0.22 0.22 0.22 0.22 0.22 0.22
Sat Flow, veh/h 356 793 21 5 1847 1572 475 654 330 238 215 1145
Grp Volume(v), veh/h 610 0 0 466 0 34 115 0 0 289 0 0
Grp Sat Flow(s),veh/h/ln 1170 0 0 1852 0 1572 1460 0 0 1599 0 0
Q Serve(g_s), s 21.9 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 7.0 0.0 0.0
Cycle Q Clear(g_c), s 30.8 0.0 0.0 9.0 0.0 0.6 3.6 0.0 0.0 10.8 0.0 0.0
Prop In Lane 0.35 0.02 0.01 1.00 0.43 0.23 0.21 0.72
Lane Grp Cap(c), veh/h 753 0 0 1128 0 908 404 0 0 423 0 0
V/C Ratio(X) 0.81 0.00 0.00 0.41 0.00 0.04 0.28 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 827 0 0 1229 0 995 657 0 0 695 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 13.5 0.0 0.0 7.5 0.0 5.8 20.5 0.0 0.0 23.3 0.0 0.0
Incr Delay (d2), s/veh 6.8 0.0 0.0 0.5 0.0 0.0 0.4 0.0 0.0 2.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.2 0.0 0.0 2.5 0.0 0.1 1.3 0.0 0.0 3.9 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.3 0.0 0.0 8.0 0.0 5.8 20.9 0.0 0.0 25.2 0.0 0.0
LnGrp LOS C AAAAACAACAA
Approach Vol, veh/h 610 500 115 289
Approach Delay, s/veh 20.3 7.9 20.9 25.2
Approach LOS C A C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 44.3 18.9 44.3 18.9
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 32.8 5.6 11.0 12.8
Green Ext Time (p_c), s 3.7 0.5 5.9 1.3
Intersection Summary
HCM 6th Ctrl Delay 17.2
HCM 6th LOS B
G-2
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 295 208 144 101 236 580 224 79 392 40
v/c Ratio 0.80 0.43 0.63 0.42 0.80 0.72 0.42 0.33 0.56 0.03
Control Delay 62.3 8.5 62.8 47.4 69.3 47.2 7.5 54.5 45.9 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 62.3 8.5 62.8 47.4 69.3 47.2 7.5 54.5 45.9 0.0
Queue Length 50th (ft) 214 0 106 62 177 214 0 56 142 0
Queue Length 95th (ft) #356 66 186 125 #366 307 64 119 212 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 459 552 443 456 300 1017 612 239 900 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 0.64 0.38 0.33 0.22 0.79 0.57 0.37 0.33 0.44 0.03
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-3
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 85 201 202 140 68 30 229 563 217 77 380 39
Future Volume (veh/h) 85 201 202 140 68 30 229 563 217 77 380 39
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 88 207 208 144 70 31 236 580 224 79 392 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %333333555555
Cap, veh/h 105 246 302 188 130 57 268 786 351 268 789
Arrive On Green 0.19 0.19 0.19 0.11 0.11 0.11 0.15 0.23 0.23 0.15 0.23 0.00
Sat Flow, veh/h 545 1283 1572 1767 1219 540 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 295 0 208 144 0 101 236 580 224 79 392 0
Grp Sat Flow(s),veh/h/ln 1828 0 1572 1767 0 1758 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 16.1 0.0 12.8 8.2 0.0 5.7 13.8 16.1 13.6 4.2 10.2 0.0
Cycle Q Clear(g_c), s 16.1 0.0 12.8 8.2 0.0 5.7 13.8 16.1 13.6 4.2 10.2 0.0
Prop In Lane 0.30 1.00 1.00 0.31 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 351 0 302 188 0 187 268 786 351 268 789
V/C Ratio(X) 0.84 0.00 0.69 0.77 0.00 0.54 0.88 0.74 0.64 0.29 0.50
Avail Cap(c_a), veh/h 511 0 439 494 0 491 335 1133 505 268 1003
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 40.4 0.0 39.1 45.1 0.0 44.0 42.9 37.3 36.3 38.9 34.9 0.0
Incr Delay (d2), s/veh 8.2 0.0 2.8 6.4 0.0 2.4 19.4 2.0 2.7 0.9 0.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.8 0.0 5.0 3.8 0.0 2.5 7.1 6.7 5.2 1.8 4.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 48.6 0.0 41.9 51.5 0.0 46.4 62.3 39.3 39.0 39.7 35.6 0.0
LnGrp LOS D A D D A D E DDDD
Approach Vol, veh/h 503 245 1040 471
Approach Delay, s/veh 45.8 49.4 44.5 36.3
Approach LOS DDDD
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 24.3 30.3 29.8 24.4 30.2 19.3
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 15.8 12.2 18.1 6.2 18.1 10.2
Green Ext Time (p_c), s 0.2 2.9 1.8 0.1 5.4 0.8
Intersection Summary
HCM 6th Ctrl Delay 43.6
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
G-4
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 47 58 57 701 551 27
v/c Ratio 0.11 0.15 0.13 0.33 0.35 0.04
Control Delay 25.1 9.5 25.7 7.7 16.5 7.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 25.1 9.5 25.7 7.7 16.5 7.4
Queue Length 50th (ft) 8 0 9 66 90 0
Queue Length 95th (ft) 22 16 26 101 137 15
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1753 1448 1269 3438 2617 1177
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.03 0.04 0.04 0.20 0.21 0.02
Intersection Summary
G-5
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 53 52 645 507 25
Future Volume (veh/h) 43 53 52 645 507 25
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1693 1693 1826 1826 1826 1826
Adj Flow Rate, veh/h 47 58 57 701 551 27
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 14 14 5555
Cap, veh/h 320 258 251 1858 956 427
Arrive On Green 0.10 0.10 0.07 0.54 0.28 0.28
Sat Flow, veh/h 3127 2524 3374 3561 3561 1547
Grp Volume(v), veh/h 47 58 57 701 551 27
Grp Sat Flow(s),veh/h/ln 1564 1262 1687 1735 1735 1547
Q Serve(g_s), s 0.7 1.1 0.9 6.4 7.4 0.7
Cycle Q Clear(g_c), s 0.7 1.1 0.9 6.4 7.4 0.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 320 258 251 1858 956 427
V/C Ratio(X) 0.15 0.22 0.23 0.38 0.58 0.06
Avail Cap(c_a), veh/h 1724 1392 1240 4470 2550 1138
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.3 22.4 23.7 7.4 17.0 14.5
Incr Delay (d2), s/veh 0.3 0.5 0.2 0.2 0.7 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.3 0.3 1.4 2.4 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.5 23.0 23.9 7.5 17.6 14.6
LnGrp LOS C C C A B B
Approach Vol, veh/h 105 758 578
Approach Delay, s/veh 22.8 8.7 17.5
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.1 25.1 15.2 39.2
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 2.9 9.4 3.1 8.4
Green Ext Time (p_c), s 0.1 4.2 0.4 5.8
Intersection Summary
HCM 6th Ctrl Delay 13.3
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
G-6
Queues
4: US Route 522 & Lake Frederick Drive 05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 385 142 78 652 574 127
v/c Ratio 0.94 0.30 0.15 0.32 0.42 0.18
Control Delay 75.1 7.6 11.5 12.1 26.5 5.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 75.1 7.6 11.5 12.1 26.5 5.0
Queue Length 50th (ft) 268 0 22 115 163 0
Queue Length 95th (ft) #451 50 42 151 215 40
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)450 300
Base Capacity (vph) 412 478 526 2019 1379 693
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.93 0.30 0.15 0.32 0.42 0.18
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-7
HCM 6th Signalized Intersection Summary
4: US Route 522 & Lake Frederick Drive 05/13/2025
2035 BG AM Madison Farms 2035 Background AM 3:54 pm 06/26/2024 2035 Background AM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 377 139 76 639 563 124
Future Volume (veh/h) 377 139 76 639 563 124
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 385 142 78 652 574 127
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %005555
Cap, veh/h 411 366 476 2035 1228 548
Arrive On Green 0.23 0.23 0.14 0.59 0.35 0.35
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 385 142 78 652 574 127
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 22.9 8.2 0.0 10.5 14.0 6.3
Cycle Q Clear(g_c), s 22.9 8.2 0.0 10.5 14.0 6.3
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 411 366 476 2035 1228 548
V/C Ratio(X) 0.94 0.39 0.16 0.32 0.47 0.23
Avail Cap(c_a), veh/h 413 367 476 2035 1228 548
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.6 35.9 24.1 11.5 27.4 24.9
Incr Delay (d2), s/veh 28.8 0.8 0.1 0.4 1.3 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.4 0.1 1.3 3.6 5.6 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 70.4 36.7 24.2 12.0 28.7 25.9
LnGrp LOS E D C B C C
Approach Vol, veh/h 527 730 701
Approach Delay, s/veh 61.3 13.3 28.2
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 33.6 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 12.5 24.9 2.0 16.0
Green Ext Time (p_c), s 9.2 0.0 0.1 7.4
Intersection Summary
HCM 6th Ctrl Delay 31.5
HCM 6th LOS C
G-8
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 828 710 45 89 267
v/c Ratio 1.21 0.67 0.05 0.39 0.63
Control Delay 127.8 12.7 2.5 24.8 17.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 127.8 12.7 2.5 24.8 17.8
Queue Length 50th (ft) ~392 141 0 25 38
Queue Length 95th (ft) #681 330 12 62 104
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 682 1057 988 468 717
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 1.21 0.67 0.05 0.19 0.37
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.
G-9
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 592 35 37 623 42 36 31 16 39 36 173
Future Volume (veh/h) 142 592 35 37 623 42 36 31 16 39 36 173
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 637 38 40 670 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %333333000000
Cap, veh/h 160 551 31 88 1006 952 177 140 56 97 66 230
Arrive On Green 0.61 0.61 0.61 0.61 0.61 0.61 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 158 909 51 50 1661 1572 488 693 279 168 326 1136
Grp Volume(v), veh/h 828 0 0 710 0 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1119 0 0 1711 0 1572 1459 0 0 1631 0 0
Q Serve(g_s), s 23.9 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 5.8 0.0 0.0
Cycle Q Clear(g_c), s 40.0 0.0 0.0 16.1 0.0 0.8 2.8 0.0 0.0 10.2 0.0 0.0
Prop In Lane 0.18 0.05 0.06 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 742 0 0 1094 0 952 373 0 0 393 0 0
V/C Ratio(X) 1.12 0.00 0.00 0.65 0.00 0.05 0.24 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 742 0 0 1094 0 952 630 0 0 676 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 16.7 0.0 0.0 8.3 0.0 5.3 22.1 0.0 0.0 25.1 0.0 0.0
Incr Delay (d2), s/veh 69.6 0.0 0.0 1.9 0.0 0.0 0.3 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 23.7 0.0 0.0 4.8 0.0 0.2 1.1 0.0 0.0 3.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 86.3 0.0 0.0 10.2 0.0 5.3 22.4 0.0 0.0 27.1 0.0 0.0
LnGrp LOS F AABAACAACAA
Approach Vol, veh/h 828 755 89 267
Approach Delay, s/veh 86.3 9.9 22.4 27.1
Approach LOS F A C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 47.8 18.2 47.8 18.2
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 42.0 4.8 18.1 12.2
Green Ext Time (p_c), s 0.0 0.4 9.2 1.2
Intersection Summary
HCM 6th Ctrl Delay 45.5
HCM 6th LOS D
G-10
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 299 206 236 393 271 857 297 77 694 95
v/c Ratio 0.87 0.44 0.64 1.03 1.09 0.92 0.47 0.51 0.94 0.06
Control Delay 79.5 9.1 59.7 106.5 137.8 64.8 8.1 71.9 73.9 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 79.5 9.1 59.7 106.5 137.8 64.8 8.1 71.9 73.9 0.1
Queue Length 50th (ft) 264 0 201 ~388 ~285 408 7 69 334 0
Queue Length 95th (ft) #405 68 298 #598 #468 #578 87 121 #458 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 380 491 367 381 248 932 626 198 746 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 0.79 0.42 0.64 1.03 1.09 0.92 0.47 0.39 0.93 0.06
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.
G-11
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 98 195 202 231 306 79 266 840 291 75 680 93
Future Volume (veh/h) 98 195 202 231 306 79 266 840 291 75 680 93
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 100 199 206 236 312 81 271 857 297 77 694 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %333333555555
Cap, veh/h 112 222 288 375 301 78 255 1035 462 109 748
Arrive On Green 0.18 0.18 0.18 0.21 0.21 0.21 0.15 0.30 0.30 0.06 0.22 0.00
Sat Flow, veh/h 610 1215 1572 1767 1420 369 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 299 0 206 236 0 393 271 857 297 77 694 0
Grp Sat Flow(s),veh/h/ln 1825 0 1572 1767 0 1789 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 21.9 0.0 16.8 16.6 0.0 29.0 20.0 31.5 22.8 5.9 26.8 0.0
Cycle Q Clear(g_c), s 21.9 0.0 16.8 16.6 0.0 29.0 20.0 31.5 22.8 5.9 26.8 0.0
Prop In Lane 0.33 1.00 1.00 0.21 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 334 0 288 375 0 380 255 1035 462 109 748
V/C Ratio(X) 0.90 0.00 0.72 0.63 0.00 1.03 1.06 0.83 0.64 0.71 0.93
Avail Cap(c_a), veh/h 387 0 334 375 0 380 255 1035 462 204 762
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 54.6 0.0 52.5 48.9 0.0 53.8 58.3 44.7 41.6 62.8 52.6 0.0
Incr Delay (d2), s/veh 20.7 0.0 6.0 3.3 0.0 55.5 74.5 5.9 3.5 8.1 17.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.8 0.0 7.0 7.6 0.0 18.6 13.9 14.0 8.9 2.8 13.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 75.2 0.0 58.5 52.3 0.0 109.3 132.9 50.6 45.1 70.8 70.2 0.0
LnGrp LOS E A E D A F F D D E E
Approach Vol, veh/h 505 629 1425 771
Approach Delay, s/veh 68.4 87.9 65.1 70.3
Approach LOS E F E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 28.3 36.1 34.9 17.0 47.5 37.3
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 22.0 28.8 23.9 7.9 33.5 31.0
Green Ext Time (p_c), s 0.0 0.6 1.1 0.1 0.3 0.0
Intersection Summary
HCM 6th Ctrl Delay 71.1
HCM 6th LOS E
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
G-12
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 76 139 98 1059 820 49
v/c Ratio 0.19 0.31 0.25 0.54 0.64 0.08
Control Delay 30.8 8.6 32.1 9.4 20.9 5.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 30.8 8.6 32.1 9.4 20.9 5.3
Queue Length 50th (ft) 14 0 19 119 151 0
Queue Length 95th (ft) 37 27 45 171 223 20
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1578 1354 1042 3331 2148 979
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.05 0.10 0.09 0.32 0.38 0.05
Intersection Summary
G-13
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 74 135 95 1027 795 48
Future Volume (veh/h) 74 135 95 1027 795 48
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1841 1841 1826 1826 1826 1826
Adj Flow Rate, veh/h 76 139 98 1059 820 49
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %445555
Cap, veh/h 364 294 304 2031 1171 522
Arrive On Green 0.11 0.11 0.09 0.59 0.34 0.34
Sat Flow, veh/h 3401 2745 3374 3561 3561 1547
Grp Volume(v), veh/h 76 139 98 1059 820 49
Grp Sat Flow(s),veh/h/ln 1700 1373 1687 1735 1735 1547
Q Serve(g_s), s 1.3 3.0 1.7 11.7 13.1 1.4
Cycle Q Clear(g_c), s 1.3 3.0 1.7 11.7 13.1 1.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 364 294 304 2031 1171 522
V/C Ratio(X) 0.21 0.47 0.32 0.52 0.70 0.09
Avail Cap(c_a), veh/h 1593 1286 1054 3798 2167 967
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 26.1 26.9 27.3 7.9 18.4 14.5
Incr Delay (d2), s/veh 0.3 1.4 0.2 0.3 0.9 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 1.0 0.6 2.6 4.3 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.5 28.3 27.5 8.2 19.3 14.6
LnGrp LOS C C C A B B
Approach Vol, veh/h 215 1157 869
Approach Delay, s/veh 27.7 9.8 19.1
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.9 31.7 16.4 47.6
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 3.7 15.1 5.0 13.7
Green Ext Time (p_c), s 0.1 6.5 1.0 10.3
Intersection Summary
HCM 6th Ctrl Delay 15.1
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
G-14
Queues
4: US Route 522 & Lake Frederick Drive 05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 334 92 186 1199 809 359
v/c Ratio 0.87 0.22 0.45 0.58 0.65 0.46
Control Delay 63.5 8.6 20.8 15.2 32.3 4.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.5 8.6 20.8 15.2 32.3 4.7
Queue Length 50th (ft) 224 0 55 265 251 0
Queue Length 95th (ft) #366 41 90 329 320 61
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)450 300
Base Capacity (vph) 418 445 414 2051 1237 783
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.80 0.21 0.45 0.58 0.65 0.46
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-15
HCM 6th Signalized Intersection Summary
4: US Route 522 & Lake Frederick Drive 05/13/2025
2035 BG PM Madison Farms 2035 Background PM 3:55 pm 06/26/2024 2035 Background PM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 311 86 173 1115 752 334
Future Volume (veh/h) 311 86 173 1115 752 334
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 334 92 186 1199 809 359
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %005555
Cap, veh/h 371 330 398 2094 1263 564
Arrive On Green 0.21 0.21 0.14 0.60 0.36 0.36
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 334 92 186 1199 809 359
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 19.2 5.1 0.5 22.3 20.6 20.5
Cycle Q Clear(g_c), s 19.2 5.1 0.5 22.3 20.6 20.5
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 330 398 2094 1263 564
V/C Ratio(X) 0.90 0.28 0.47 0.57 0.64 0.64
Avail Cap(c_a), veh/h 425 378 398 2094 1263 564
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.3 35.7 34.9 12.8 28.1 28.0
Incr Delay (d2), s/veh 20.6 0.5 0.6 1.1 2.5 5.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.6 0.1 4.1 7.4 8.8 8.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 61.9 36.3 35.5 13.9 30.6 33.5
LnGrp LOS E D D B C C
Approach Vol, veh/h 426 1385 1168
Approach Delay, s/veh 56.3 16.8 31.5
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 30.5 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 24.3 21.2 2.5 22.6
Green Ext Time (p_c), s 19.6 0.7 0.3 10.9
Intersection Summary
HCM 6th Ctrl Delay 28.2
HCM 6th LOS C
G-16
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 629 481 34 115 289
v/c Ratio 0.82 0.43 0.03 0.50 0.66
Control Delay 22.6 8.6 2.7 27.4 18.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 22.6 8.6 2.7 27.4 18.1
Queue Length 50th (ft) 152 78 0 34 41
Queue Length 95th (ft) #407 167 10 72 97
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 767 1125 977 448 709
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 0.82 0.43 0.03 0.26 0.41
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-17
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 343 9 5 404 29 42 34 22 51 19 176
Future Volume (veh/h) 182 343 9 5 404 29 42 34 22 51 19 176
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 214 404 11 6 475 34 49 40 26 60 22 207
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85 0.85
Percent Heavy Veh, %333333000000
Cap, veh/h 275 466 12 59 1080 919 183 142 72 119 47 252
Arrive On Green 0.58 0.58 0.58 0.58 0.58 0.58 0.22 0.22 0.22 0.22 0.22 0.22
Sat Flow, veh/h 344 797 20 5 1848 1572 471 645 326 239 214 1145
Grp Volume(v), veh/h 629 0 0 481 0 34 115 0 0 289 0 0
Grp Sat Flow(s),veh/h/ln 1162 0 0 1853 0 1572 1443 0 0 1598 0 0
Q Serve(g_s), s 24.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.0 7.3 0.0 0.0
Cycle Q Clear(g_c), s 33.5 0.0 0.0 9.5 0.0 0.6 3.7 0.0 0.0 11.1 0.0 0.0
Prop In Lane 0.34 0.02 0.01 1.00 0.43 0.23 0.21 0.72
Lane Grp Cap(c), veh/h 753 0 0 1139 0 919 397 0 0 419 0 0
V/C Ratio(X) 0.83 0.00 0.00 0.42 0.00 0.04 0.29 0.00 0.00 0.69 0.00 0.00
Avail Cap(c_a), veh/h 794 0 0 1194 0 967 635 0 0 676 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 14.2 0.0 0.0 7.6 0.0 5.7 21.1 0.0 0.0 24.0 0.0 0.0
Incr Delay (d2), s/veh 8.4 0.0 0.0 0.5 0.0 0.0 0.4 0.0 0.0 2.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.1 0.0 0.0 2.7 0.0 0.1 1.4 0.0 0.0 4.0 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.6 0.0 0.0 8.1 0.0 5.8 21.5 0.0 0.0 26.1 0.0 0.0
LnGrp LOS C AAAAACAACAA
Approach Vol, veh/h 629 515 115 289
Approach Delay, s/veh 22.6 8.0 21.5 26.1
Approach LOS C A C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 45.8 19.2 45.8 19.2
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 35.5 5.7 11.5 13.1
Green Ext Time (p_c), s 2.6 0.5 6.1 1.3
Intersection Summary
HCM 6th Ctrl Delay 18.3
HCM 6th LOS B
G-18
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 309 208 144 105 236 609 224 79 414 40
v/c Ratio 0.81 0.42 0.63 0.44 0.79 0.60 0.36 0.45 0.63 0.03
Control Delay 61.7 8.4 62.1 48.1 67.7 40.9 6.7 60.7 48.3 0.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 61.7 8.4 62.1 48.1 67.7 40.9 6.7 60.7 48.3 0.0
Queue Length 50th (ft) 218 0 104 64 172 219 0 57 153 0
Queue Length 95th (ft) #392 66 186 130 #366 323 64 119 224 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 466 556 448 461 303 1091 641 242 911 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 0.66 0.37 0.32 0.23 0.78 0.56 0.35 0.33 0.45 0.03
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-19
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 85 214 202 140 72 30 229 591 217 77 402 39
Future Volume (veh/h) 85 214 202 140 72 30 229 591 217 77 402 39
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 88 221 208 144 74 31 236 609 224 79 414 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %333333555555
Cap, veh/h 107 268 321 194 136 57 273 885 395 120 583
Arrive On Green 0.20 0.20 0.20 0.11 0.11 0.11 0.16 0.26 0.26 0.07 0.17 0.00
Sat Flow, veh/h 521 1308 1572 1767 1242 520 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 309 0 208 144 0 105 236 609 224 79 414 0
Grp Sat Flow(s),veh/h/ln 1829 0 1572 1767 0 1762 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 14.9 0.0 11.2 7.3 0.0 5.2 12.2 14.6 11.6 4.1 10.4 0.0
Cycle Q Clear(g_c), s 14.9 0.0 11.2 7.3 0.0 5.2 12.2 14.6 11.6 4.1 10.4 0.0
Prop In Lane 0.28 1.00 1.00 0.30 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 374 0 321 194 0 193 273 885 395 120 583
V/C Ratio(X) 0.83 0.00 0.65 0.74 0.00 0.54 0.86 0.69 0.57 0.66 0.71
Avail Cap(c_a), veh/h 576 0 495 556 0 555 378 1277 569 302 1130
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 35.1 0.0 33.6 39.7 0.0 38.8 37.9 31.0 29.9 41.8 36.2 0.0
Incr Delay (d2), s/veh 5.8 0.0 2.2 5.5 0.0 2.4 14.0 1.4 1.8 6.0 2.3 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 6.9 0.0 4.3 3.3 0.0 2.3 6.0 5.9 4.3 1.9 4.3 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 40.9 0.0 35.8 45.2 0.0 41.2 51.9 32.3 31.7 47.8 38.5 0.0
LnGrp LOS D A D D A DDCCDD
Approach Vol, veh/h 517 249 1069 493
Approach Delay, s/veh 38.8 43.5 36.5 40.0
Approach LOS DDDD
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 22.8 22.2 28.7 14.8 30.2 18.4
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 14.2 12.4 16.9 6.1 16.6 9.3
Green Ext Time (p_c), s 0.3 3.1 1.9 0.1 5.9 0.9
Intersection Summary
HCM 6th Ctrl Delay 38.5
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
G-20
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 47 58 57 734 582 27
v/c Ratio 0.11 0.15 0.13 0.34 0.37 0.04
Control Delay 25.4 9.6 26.0 7.7 16.5 7.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 25.4 9.6 26.0 7.7 16.5 7.2
Queue Length 50th (ft) 8 0 9 70 96 0
Queue Length 95th (ft) 22 16 26 105 145 15
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1743 1440 1262 3438 2602 1170
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.03 0.04 0.05 0.21 0.22 0.02
Intersection Summary
G-21
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 53 52 675 535 25
Future Volume (veh/h) 43 53 52 675 535 25
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1693 1693 1826 1826 1826 1826
Adj Flow Rate, veh/h 47 58 57 734 582 27
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 14 14 5555
Cap, veh/h 320 258 251 1858 956 427
Arrive On Green 0.10 0.10 0.07 0.54 0.28 0.28
Sat Flow, veh/h 3127 2524 3374 3561 3561 1547
Grp Volume(v), veh/h 47 58 57 734 582 27
Grp Sat Flow(s),veh/h/ln 1564 1262 1687 1735 1735 1547
Q Serve(g_s), s 0.7 1.1 0.9 6.8 7.9 0.7
Cycle Q Clear(g_c), s 0.7 1.1 0.9 6.8 7.9 0.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 320 258 251 1858 956 427
V/C Ratio(X) 0.15 0.22 0.23 0.40 0.61 0.06
Avail Cap(c_a), veh/h 1724 1392 1240 4470 2550 1138
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 22.3 22.4 23.7 7.4 17.1 14.5
Incr Delay (d2), s/veh 0.3 0.5 0.2 0.2 0.8 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.3 0.3 1.4 2.5 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.5 23.0 23.9 7.6 17.9 14.6
LnGrp LOS C C C A B B
Approach Vol, veh/h 105 791 609
Approach Delay, s/veh 22.8 8.8 17.8
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.1 25.1 15.2 39.2
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 2.9 9.9 3.1 8.8
Green Ext Time (p_c), s 0.1 4.5 0.4 6.2
Intersection Summary
HCM 6th Ctrl Delay 13.4
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
G-22
Queues
4: US Route 522 & Lake Frederick Drive 05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 385 142 78 692 607 127
v/c Ratio 0.94 0.30 0.16 0.34 0.44 0.18
Control Delay 75.1 7.6 11.6 12.3 26.9 5.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 75.1 7.6 11.6 12.3 26.9 5.0
Queue Length 50th (ft) 268 0 22 124 174 0
Queue Length 95th (ft) #451 50 42 162 229 40
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)450 300
Base Capacity (vph) 412 478 510 2019 1379 693
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.93 0.30 0.15 0.34 0.44 0.18
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-23
HCM 6th Signalized Intersection Summary
4: US Route 522 & Lake Frederick Drive 05/13/2025
2042 BG AM Madison Farms 2042 Background AM 3:56 pm 06/26/2024 2042 Background AM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 377 139 76 678 595 124
Future Volume (veh/h) 377 139 76 678 595 124
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 385 142 78 692 607 127
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %005555
Cap, veh/h 411 366 464 2035 1228 548
Arrive On Green 0.23 0.23 0.14 0.59 0.35 0.35
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 385 142 78 692 607 127
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 22.9 8.2 0.0 11.3 15.0 6.3
Cycle Q Clear(g_c), s 22.9 8.2 0.0 11.3 15.0 6.3
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 411 366 464 2035 1228 548
V/C Ratio(X) 0.94 0.39 0.17 0.34 0.49 0.23
Avail Cap(c_a), veh/h 413 367 464 2035 1228 548
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.6 35.9 24.9 11.7 27.7 24.9
Incr Delay (d2), s/veh 28.8 0.8 0.1 0.5 1.4 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.4 0.1 1.4 3.8 6.0 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 70.4 36.7 25.0 12.2 29.2 25.9
LnGrp LOS E D C B C C
Approach Vol, veh/h 527 770 734
Approach Delay, s/veh 61.3 13.5 28.6
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 33.6 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 13.3 24.9 2.0 17.0
Green Ext Time (p_c), s 9.9 0.0 0.1 7.7
Intersection Summary
HCM 6th Ctrl Delay 31.3
HCM 6th LOS C
G-24
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 854 743 45 89 267
v/c Ratio 1.31 0.70 0.05 0.39 0.63
Control Delay 169.0 13.6 2.6 24.8 17.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 169.0 13.6 2.6 24.8 17.8
Queue Length 50th (ft) ~428 153 1 25 38
Queue Length 95th (ft) #721 360 12 62 104
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 652 1058 987 468 717
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 1.31 0.70 0.05 0.19 0.37
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.
G-25
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 617 35 37 654 42 36 31 16 39 36 173
Future Volume (veh/h) 142 617 35 37 654 42 36 31 16 39 36 173
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 663 38 40 703 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %333333000000
Cap, veh/h 152 532 29 87 1009 952 177 140 56 97 66 230
Arrive On Green 0.61 0.61 0.61 0.61 0.61 0.61 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 145 878 48 48 1667 1572 488 693 279 168 326 1136
Grp Volume(v), veh/h 854 0 0 743 0 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1071 0 0 1715 0 1572 1459 0 0 1631 0 0
Q Serve(g_s), s 22.6 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 5.8 0.0 0.0
Cycle Q Clear(g_c), s 40.0 0.0 0.0 17.4 0.0 0.8 2.8 0.0 0.0 10.2 0.0 0.0
Prop In Lane 0.18 0.04 0.05 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 713 0 0 1096 0 952 373 0 0 393 0 0
V/C Ratio(X) 1.20 0.00 0.00 0.68 0.00 0.05 0.24 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 713 0 0 1096 0 952 630 0 0 676 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 17.0 0.0 0.0 8.6 0.0 5.3 22.1 0.0 0.0 25.1 0.0 0.0
Incr Delay (d2), s/veh 102.5 0.0 0.0 2.2 0.0 0.0 0.3 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 29.5 0.0 0.0 5.2 0.0 0.2 1.1 0.0 0.0 3.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 119.5 0.0 0.0 10.8 0.0 5.3 22.4 0.0 0.0 27.1 0.0 0.0
LnGrp LOS F AABAACAACAA
Approach Vol, veh/h 854 788 89 267
Approach Delay, s/veh 119.5 10.5 22.4 27.1
Approach LOS F B C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 47.8 18.2 47.8 18.2
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 42.0 4.8 19.4 12.2
Green Ext Time (p_c), s 0.0 0.4 9.4 1.2
Intersection Summary
HCM 6th Ctrl Delay 59.8
HCM 6th LOS E
G-26
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 312 206 236 414 271 906 297 77 731 95
v/c Ratio 0.90 0.44 0.65 1.09 1.10 1.08 0.51 0.39 0.99 0.06
Control Delay 82.6 9.0 60.1 122.0 139.6 104.2 10.2 64.2 83.7 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 82.6 9.0 60.1 122.0 139.6 104.2 10.2 64.2 83.7 0.1
Queue Length 50th (ft) 278 0 201 ~427 ~285 ~494 18 67 ~357 0
Queue Length 95th (ft) #432 68 298 #642 #468 #629 102 121 #496 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 378 490 365 380 247 838 580 197 742 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 0.83 0.42 0.65 1.09 1.10 1.08 0.51 0.39 0.99 0.06
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.
G-27
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 98 208 202 231 326 79 266 888 291 75 716 93
Future Volume (veh/h) 98 208 202 231 326 79 266 888 291 75 716 93
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 100 212 206 236 333 81 271 906 297 77 731 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %333333555555
Cap, veh/h 110 234 296 371 302 74 252 851 379 201 753
Arrive On Green 0.19 0.19 0.19 0.21 0.21 0.21 0.14 0.25 0.25 0.12 0.22 0.00
Sat Flow, veh/h 585 1241 1572 1767 1442 351 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 312 0 206 236 0 414 271 906 297 77 731 0
Grp Sat Flow(s),veh/h/ln 1826 0 1572 1767 0 1792 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 23.1 0.0 16.9 16.8 0.0 29.0 20.0 33.9 24.8 5.7 28.9 0.0
Cycle Q Clear(g_c), s 23.1 0.0 16.9 16.8 0.0 29.0 20.0 33.9 24.8 5.7 28.9 0.0
Prop In Lane 0.32 1.00 1.00 0.20 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 344 0 296 371 0 376 252 851 379 201 753
V/C Ratio(X) 0.91 0.00 0.70 0.64 0.00 1.10 1.08 1.07 0.78 0.38 0.97
Avail Cap(c_a), veh/h 383 0 330 371 0 376 252 851 379 201 753
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 54.9 0.0 52.4 49.8 0.0 54.6 59.1 52.2 48.7 56.6 53.7 0.0
Incr Delay (d2), s/veh 23.2 0.0 5.5 3.6 0.0 76.5 78.8 49.7 10.8 1.7 25.8 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.7 0.0 7.0 7.7 0.0 20.8 14.1 20.2 10.5 2.5 15.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 78.1 0.0 57.9 53.4 0.0 131.1 137.9 101.9 59.5 58.3 79.5 0.0
LnGrp LOS E A E D A F F F E E E
Approach Vol, veh/h 518 650 1474 808
Approach Delay, s/veh 70.1 102.9 99.9 77.5
Approach LOS E F F E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 28.3 36.7 35.9 24.4 40.6 37.3
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 22.0 30.9 25.1 7.7 35.9 31.0
Green Ext Time (p_c), s 0.0 0.0 0.9 0.1 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 90.8
HCM 6th LOS F
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
G-28
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 76 139 98 1118 860 49
v/c Ratio 0.19 0.31 0.26 0.56 0.65 0.08
Control Delay 31.7 8.8 33.1 9.5 20.7 5.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 31.7 8.8 33.1 9.5 20.7 5.1
Queue Length 50th (ft) 15 0 20 130 161 0
Queue Length 95th (ft) 38 27 47 184 235 20
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1537 1323 1015 3303 2093 955
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.05 0.11 0.10 0.34 0.41 0.05
Intersection Summary
G-29
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 74 135 95 1084 834 48
Future Volume (veh/h) 74 135 95 1084 834 48
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1841 1841 1826 1826 1826 1826
Adj Flow Rate, veh/h 76 139 98 1118 860 49
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %445555
Cap, veh/h 357 289 301 2057 1211 540
Arrive On Green 0.11 0.11 0.09 0.59 0.35 0.35
Sat Flow, veh/h 3401 2745 3374 3561 3561 1547
Grp Volume(v), veh/h 76 139 98 1118 860 49
Grp Sat Flow(s),veh/h/ln 1700 1373 1687 1735 1735 1547
Q Serve(g_s), s 1.3 3.1 1.8 12.6 14.0 1.4
Cycle Q Clear(g_c), s 1.3 3.1 1.8 12.6 14.0 1.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 357 289 301 2057 1211 540
V/C Ratio(X) 0.21 0.48 0.33 0.54 0.71 0.09
Avail Cap(c_a), veh/h 1564 1262 1034 3727 2127 949
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 26.7 27.5 27.9 8.0 18.4 14.3
Incr Delay (d2), s/veh 0.4 1.5 0.2 0.3 0.9 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.5 1.1 0.6 2.9 4.6 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 27.1 29.0 28.1 8.2 19.3 14.4
LnGrp LOS C C C A B B
Approach Vol, veh/h 215 1216 909
Approach Delay, s/veh 28.3 9.8 19.1
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.9 32.9 16.5 48.8
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 3.8 16.0 5.1 14.6
Green Ext Time (p_c), s 0.1 6.8 1.0 11.2
Intersection Summary
HCM 6th Ctrl Delay 15.1
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
G-30
Queues
4: US Route 522 & Lake Frederick Drive 05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 334 92 186 1271 857 359
v/c Ratio 0.87 0.22 0.47 0.62 0.69 0.46
Control Delay 63.5 8.6 22.8 15.9 33.3 4.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.5 8.6 22.8 15.9 33.3 4.7
Queue Length 50th (ft) 224 0 55 290 271 0
Queue Length 95th (ft) #366 41 90 359 344 61
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)450 300
Base Capacity (vph) 418 445 397 2051 1237 783
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.80 0.21 0.47 0.62 0.69 0.46
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
G-31
HCM 6th Signalized Intersection Summary
4: US Route 522 & Lake Frederick Drive 05/13/2025
2042 BG PM Madison Farms 2042 Background PM 3:56 pm 06/26/2024 2042 Background PM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 311 86 173 1182 797 334
Future Volume (veh/h) 311 86 173 1182 797 334
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 334 92 186 1271 857 359
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %005555
Cap, veh/h 371 330 387 2094 1263 564
Arrive On Green 0.21 0.21 0.14 0.60 0.36 0.36
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 334 92 186 1271 857 359
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 19.2 5.1 1.2 24.4 22.2 20.5
Cycle Q Clear(g_c), s 19.2 5.1 1.2 24.4 22.2 20.5
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 330 387 2094 1263 564
V/C Ratio(X) 0.90 0.28 0.48 0.61 0.68 0.64
Avail Cap(c_a), veh/h 425 378 387 2094 1263 564
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.3 35.7 35.8 13.2 28.6 28.0
Incr Delay (d2), s/veh 20.6 0.5 0.7 1.3 2.9 5.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.6 0.1 4.1 8.1 9.6 8.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 61.9 36.3 36.5 14.5 31.5 33.5
LnGrp LOS E D D B C C
Approach Vol, veh/h 426 1457 1216
Approach Delay, s/veh 56.3 17.3 32.1
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 30.5 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 26.4 21.2 3.2 24.2
Green Ext Time (p_c), s 20.6 0.7 0.3 10.5
Intersection Summary
HCM 6th Ctrl Delay 28.5
HCM 6th LOS C
G-32
Madison Farms 277
Traffic Impact Study
APPENDIX H
Future Conditions with Development
Levels of Service and Queues
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 688 563 32 107 267
v/c Ratio 0.93 0.49 0.03 0.47 0.63
Control Delay 34.5 9.0 2.5 26.8 16.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 34.5 9.0 2.5 26.8 16.4
Queue Length 50th (ft) 189 94 0 31 33
Queue Length 95th (ft) #510 211 10 73 97
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 741 1139 986 463 717
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 0.93 0.49 0.03 0.23 0.37
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-1
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 442 9 5 513 29 42 34 22 51 19 176
Future Volume (veh/h) 182 442 9 5 513 29 42 34 22 51 19 176
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 198 480 10 5 558 32 46 37 24 55 21 191
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, %333333000000
Cap, veh/h 238 512 10 57 1117 949 177 135 68 114 45 234
Arrive On Green 0.60 0.60 0.60 0.60 0.60 0.60 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 279 847 17 3 1850 1572 483 659 330 235 221 1145
Grp Volume(v), veh/h 688 0 0 563 0 32 107 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1143 0 0 1853 0 1572 1472 0 0 1601 0 0
Q Serve(g_s), s 28.4 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.0 6.8 0.0 0.0
Cycle Q Clear(g_c), s 39.8 0.0 0.0 11.4 0.0 0.5 3.5 0.0 0.0 10.5 0.0 0.0
Prop In Lane 0.29 0.01 0.01 1.00 0.43 0.22 0.21 0.72
Lane Grp Cap(c), veh/h 760 0 0 1173 0 949 379 0 0 393 0 0
V/C Ratio(X) 0.91 0.00 0.00 0.48 0.00 0.03 0.28 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 760 0 0 1173 0 949 632 0 0 664 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 15.2 0.0 0.0 7.5 0.0 5.3 22.3 0.0 0.0 25.0 0.0 0.0
Incr Delay (d2), s/veh 15.0 0.0 0.0 0.7 0.0 0.0 0.4 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.8 0.0 0.0 3.2 0.0 0.1 1.3 0.0 0.0 3.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 30.2 0.0 0.0 8.1 0.0 5.3 22.7 0.0 0.0 27.1 0.0 0.0
LnGrp LOS C AAAAACAACAA
Approach Vol, veh/h 688 595 107 267
Approach Delay, s/veh 30.2 8.0 22.7 27.1
Approach LOS C A C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 47.8 18.5 47.8 18.5
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 13.4 5.5 41.8 12.5
Green Ext Time (p_c), s 7.2 0.5 0.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 21.2
HCM 6th LOS C
H-2
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 438 298 144 135 321 580 224 79 392 142
v/c Ratio 1.00 0.51 0.65 0.57 1.11 0.60 0.38 0.47 0.63 0.09
Control Delay 88.1 11.2 64.4 56.2 132.3 42.6 6.9 62.0 50.3 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 88.1 11.2 64.4 56.2 132.3 42.6 6.9 62.0 50.3 0.1
Queue Length 50th (ft) 332 21 105 90 ~276 212 0 57 147 0
Queue Length 95th (ft) #650 114 186 168 #541 307 64 119 212 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 440 581 427 442 289 1042 622 231 868 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 1.00 0.51 0.34 0.31 1.11 0.56 0.36 0.34 0.45 0.09
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.
H-3
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 189 236 289 140 101 30 311 563 217 77 380 138
Future Volume (veh/h) 189 236 289 140 101 30 311 563 217 77 380 138
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 195 243 298 144 104 31 321 580 224 79 392 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %333333555555
Cap, veh/h 209 260 406 188 146 44 316 922 411 116 526
Arrive On Green 0.26 0.26 0.26 0.11 0.11 0.11 0.18 0.27 0.27 0.07 0.15 0.00
Sat Flow, veh/h 808 1007 1572 1767 1373 409 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 438 0 298 144 0 135 321 580 224 79 392 0
Grp Sat Flow(s),veh/h/ln 1815 0 1572 1767 0 1782 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 26.0 0.0 19.1 8.7 0.0 8.1 20.0 16.2 13.7 4.9 11.9 0.0
Cycle Q Clear(g_c), s 26.0 0.0 19.1 8.7 0.0 8.1 20.0 16.2 13.7 4.9 11.9 0.0
Prop In Lane 0.45 1.00 1.00 0.23 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 468 0 406 188 0 190 316 922 411 116 526
V/C Ratio(X) 0.93 0.00 0.73 0.77 0.00 0.71 1.02 0.63 0.54 0.68 0.74
Avail Cap(c_a), veh/h 479 0 415 466 0 470 316 1069 477 253 946
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 39.9 0.0 37.3 47.8 0.0 47.5 45.0 35.6 34.7 50.2 44.6 0.0
Incr Delay (d2), s/veh 25.6 0.0 6.5 6.4 0.0 4.9 54.5 1.2 1.6 6.8 3.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.5 0.0 7.8 4.1 0.0 3.8 13.1 6.7 5.1 2.3 5.2 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 65.4 0.0 43.8 54.2 0.0 52.4 99.5 36.8 36.3 57.0 47.6 0.0
LnGrp LOS E A D D A D F D D E D
Approach Vol, veh/h 736 279 1125 471
Approach Delay, s/veh 56.7 53.3 54.6 49.2
Approach LOS E D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 28.3 23.4 38.3 15.7 35.9 20.0
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 22.0 13.9 28.0 6.9 18.2 10.7
Green Ext Time (p_c), s 0.0 2.8 0.4 0.1 5.4 1.0
Intersection Summary
HCM 6th Ctrl Delay 54.1
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
H-4
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 47 58 57 814 659 27
v/c Ratio 0.11 0.15 0.13 0.37 0.40 0.04
Control Delay 26.7 10.0 27.3 7.7 16.3 6.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.7 10.0 27.3 7.7 16.3 6.8
Queue Length 50th (ft) 8 0 10 81 112 0
Queue Length 95th (ft) 23 17 27 120 166 15
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1697 1403 1228 3438 2533 1140
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.03 0.04 0.05 0.24 0.26 0.02
Intersection Summary
H-5
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 53 52 749 606 25
Future Volume (veh/h) 43 53 52 749 606 25
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1693 1693 1826 1826 1826 1826
Adj Flow Rate, veh/h 47 58 57 814 659 27
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 14 14 5555
Cap, veh/h 315 254 248 1898 1016 453
Arrive On Green 0.10 0.10 0.07 0.55 0.29 0.29
Sat Flow, veh/h 3127 2524 3374 3561 3561 1547
Grp Volume(v), veh/h 47 58 57 814 659 27
Grp Sat Flow(s),veh/h/ln 1564 1262 1687 1735 1735 1547
Q Serve(g_s), s 0.8 1.2 0.9 7.8 9.3 0.7
Cycle Q Clear(g_c), s 0.8 1.2 0.9 7.8 9.3 0.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 315 254 248 1898 1016 453
V/C Ratio(X) 0.15 0.23 0.23 0.43 0.65 0.06
Avail Cap(c_a), veh/h 1678 1354 1207 4349 2482 1107
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 23.0 23.1 24.4 7.5 17.3 14.2
Incr Delay (d2), s/veh 0.3 0.5 0.2 0.2 0.8 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.4 0.3 1.7 3.0 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.2 23.7 24.6 7.7 18.1 14.3
LnGrp LOS C C C A B B
Approach Vol, veh/h 105 871 686
Approach Delay, s/veh 23.5 8.8 18.0
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.2 26.5 15.2 40.7
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 2.9 11.3 3.2 9.8
Green Ext Time (p_c), s 0.1 5.1 0.4 7.1
Intersection Summary
HCM 6th Ctrl Delay 13.5
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
H-6
Queues
4: Lake Frederick Drive & US Route 522 05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 385 142 78 736 663 127
v/c Ratio 0.94 0.30 0.17 0.36 0.48 0.18
Control Delay 75.1 7.6 11.9 12.5 27.6 5.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 75.1 7.6 11.9 12.5 27.6 5.0
Queue Length 50th (ft) 268 0 22 134 194 0
Queue Length 95th (ft) #451 50 42 173 253 40
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)300
Base Capacity (vph) 412 478 486 2019 1379 693
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.93 0.30 0.16 0.36 0.48 0.18
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-7
HCM 6th Signalized Intersection Summary
4: Lake Frederick Drive & US Route 522 05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 377 139 76 721 650 124
Future Volume (veh/h) 377 139 76 721 650 124
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 385 142 78 736 663 127
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %005555
Cap, veh/h 411 366 446 2035 1228 548
Arrive On Green 0.23 0.23 0.14 0.59 0.35 0.35
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 385 142 78 736 663 127
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 22.9 8.2 0.0 12.2 16.7 6.3
Cycle Q Clear(g_c), s 22.9 8.2 0.0 12.2 16.7 6.3
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 411 366 446 2035 1228 548
V/C Ratio(X) 0.94 0.39 0.17 0.36 0.54 0.23
Avail Cap(c_a), veh/h 413 367 446 2035 1228 548
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.6 35.9 26.3 11.9 28.3 24.9
Incr Delay (d2), s/veh 28.8 0.8 0.1 0.5 1.7 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.4 0.1 1.5 4.7 6.7 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 70.4 36.7 26.4 12.4 30.0 25.9
LnGrp LOS E D C B C C
Approach Vol, veh/h 527 814 790
Approach Delay, s/veh 61.3 13.7 29.3
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 33.6 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 14.2 24.9 2.0 18.7
Green Ext Time (p_c), s 12.5 0.0 0.1 8.1
Intersection Summary
HCM 6th Ctrl Delay 31.3
HCM 6th LOS C
H-8
HCM 6th TWSC
5: West Site Entrance & Faifax Pike (VA Route 277)05/13/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 9
Intersection
Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 421 102 0 429 0 72
Future Vol, veh/h 421 102 0 429 0 72
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 ----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 458 111 0 466 0 78
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 458
Stage 1 ------
Stage 2 ------
Critical Hdwy -----6.22
Critical Hdwy Stg 1 ------
Critical Hdwy Stg 2 ------
Follow-up Hdwy -----3.318
Pot Cap-1 Maneuver - - 0 - 0 603
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver -----603
Mov Cap-2 Maneuver ------
Stage 1 ------
Stage 2 ------
Approach EB WB NB
HCM Control Delay, s 0 0 11.9
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h)603 - - -
HCM Lane V/C Ratio 0.13 - - -
HCM Control Delay (s) 11.9 - - -
HCM Lane LOS B - - -
HCM 95th %tile Q(veh) 0.4 - - -
H-9
Queues
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Group Flow (vph) 461 170 341 447 237 316
v/c Ratio 0.72 0.26 0.66 0.39 0.58 0.35
Control Delay 26.3 4.4 21.2 7.5 30.2 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.3 4.4 21.2 7.5 30.2 4.6
Queue Length 50th (ft) 139 0 49 68 76 16
Queue Length 95th (ft) 316 39 120 161 189 68
Internal Link Dist (ft) 711 395 137
Turn Bay Length (ft)200 320 150 150
Base Capacity (vph) 1118 1018 760 1646 711 1136
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 0.41 0.17 0.45 0.27 0.33 0.28
Intersection Summary
H-10
HCM 6th Signalized Intersection Summary
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2035 TF AM Madison Farms 2035 Total Future AM 3:54 pm 06/26/2024 2035 Total Future AM Synchro 11 Report
Wells + Associates Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 424 156 314 411 218 291
Future Volume (veh/h) 424 156 314 411 218 291
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 461 170 341 447 237 316
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 639 541 488 1066 376 523
Arrive On Green 0.34 0.34 0.12 0.57 0.21 0.21
Sat Flow, veh/h 1870 1585 1781 1870 1781 1585
Grp Volume(v), veh/h 461 170 341 447 237 316
Grp Sat Flow(s),veh/h/ln 1870 1585 1781 1870 1781 1585
Q Serve(g_s), s 8.9 3.3 0.7 5.6 5.0 2.0
Cycle Q Clear(g_c), s 8.9 3.3 0.7 5.6 5.0 2.0
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 639 541 488 1066 376 523
V/C Ratio(X)0.72 0.31 0.70 0.42 0.63 0.60
Avail Cap(c_a), veh/h 1569 1330 1094 2634 1001 1079
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 11.8 10.0 15.2 5.0 14.8 11.5
Incr Delay (d2), s/veh 1.6 0.3 1.8 0.3 1.7 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.7 0.8 2.5 0.9 1.9 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.4 10.3 17.0 5.3 16.5 12.6
LnGrp LOS B B B A B B
Approach Vol, veh/h 631 788 553
Approach Delay, s/veh 12.6 10.4 14.3
Approach LOS B B B
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 27.9 13.2 9.4 18.5
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 57.9 23.1 18.9 34.5
Max Q Clear Time (g_c+I1), s 7.6 7.0 2.7 10.9
Green Ext Time (p_c), s 2.7 1.7 0.9 3.2
Intersection Summary
HCM 6th Ctrl Delay 12.2
HCM 6th LOS B
H-11
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 976 869 45 89 267
v/c Ratio 1.93 0.83 0.05 0.36 0.65
Control Delay 444.2 20.3 3.2 23.5 20.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 444.2 20.3 3.2 23.5 20.4
Queue Length 50th (ft) ~401 218 1 25 49
Queue Length 95th (ft) #721 #570 14 62 116
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 506 1046 976 482 695
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 1.93 0.83 0.05 0.18 0.38
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.
H-12
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 730 35 37 771 42 36 31 16 39 36 173
Future Volume (veh/h) 142 730 35 37 771 42 36 31 16 39 36 173
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 785 38 40 829 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %333333000000
Cap, veh/h 115 419 19 82 1019 952 177 140 56 97 66 230
Arrive On Green 0.61 0.61 0.61 0.61 0.61 0.61 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 85 691 31 42 1683 1572 488 693 279 168 326 1136
Grp Volume(v), veh/h 976 0 0 869 0 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 808 0 0 1725 0 1572 1459 0 0 1631 0 0
Q Serve(g_s), s 15.4 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 5.8 0.0 0.0
Cycle Q Clear(g_c), s 40.0 0.0 0.0 24.6 0.0 0.8 2.8 0.0 0.0 10.2 0.0 0.0
Prop In Lane 0.16 0.04 0.05 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 553 0 0 1101 0 952 373 0 0 393 0 0
V/C Ratio(X) 1.77 0.00 0.00 0.79 0.00 0.05 0.24 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 553 0 0 1101 0 952 630 0 0 676 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 17.7 0.0 0.0 9.7 0.0 5.3 22.1 0.0 0.0 25.1 0.0 0.0
Incr Delay (d2), s/veh 352.0 0.0 0.0 4.5 0.0 0.0 0.3 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 58.8 0.0 0.0 7.4 0.0 0.2 1.1 0.0 0.0 3.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 369.7 0.0 0.0 14.2 0.0 5.3 22.4 0.0 0.0 27.1 0.0 0.0
LnGrp LOS F AABAACAACAA
Approach Vol, veh/h 976 914 89 267
Approach Delay, s/veh 369.7 13.8 22.4 27.1
Approach LOS F B C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 47.8 18.2 47.8 18.2
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 26.6 4.8 42.0 12.2
Green Ext Time (p_c), s 8.4 0.4 0.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 170.4
HCM 6th LOS F
H-13
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 472 314 236 433 371 857 297 77 694 215
v/c Ratio 1.28 0.60 0.66 1.16 1.53 0.94 0.48 0.51 0.95 0.14
Control Delay 189.4 15.9 61.4 145.9 296.4 68.9 8.2 72.8 77.9 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 189.4 15.9 61.4 145.9 296.4 68.9 8.2 72.8 77.9 0.2
Queue Length 50th (ft) ~547 44 201 ~465 ~475 408 7 69 334 0
Queue Length 95th (ft) #767 145 298 #682 #679 #578 87 121 #458 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 369 525 359 373 243 913 619 194 730 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 1.28 0.60 0.66 1.16 1.53 0.94 0.48 0.40 0.95 0.14
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.
H-14
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 225 237 308 231 345 79 364 840 291 75 680 211
Future Volume (veh/h) 225 237 308 231 345 79 364 840 291 75 680 211
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 230 242 314 236 352 81 371 857 297 77 694 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %333333555555
Cap, veh/h 181 191 323 363 300 69 246 1008 450 108 735
Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.14 0.29 0.29 0.06 0.21 0.00
Sat Flow, veh/h 883 929 1572 1767 1459 336 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 472 0 314 236 0 433 371 857 297 77 694 0
Grp Sat Flow(s),veh/h/ln 1811 0 1572 1767 0 1795 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 29.0 0.0 28.0 17.3 0.0 29.0 20.0 32.8 23.8 6.1 27.8 0.0
Cycle Q Clear(g_c), s 29.0 0.0 28.0 17.3 0.0 29.0 20.0 32.8 23.8 6.1 27.8 0.0
Prop In Lane 0.49 1.00 1.00 0.19 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 372 0 323 363 0 369 246 1008 450 108 735
V/C Ratio(X) 1.27 0.00 0.97 0.65 0.00 1.17 1.51 0.85 0.66 0.71 0.94
Avail Cap(c_a), veh/h 372 0 323 363 0 369 246 1008 450 197 738
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 56.1 0.0 55.6 51.4 0.0 56.1 60.6 47.1 43.9 64.9 54.8 0.0
Incr Delay (d2), s/veh 140.2 0.0 42.3 4.0 0.0 103.2 247.4 7.2 4.0 8.3 20.7 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 27.5 0.0 14.7 8.0 0.0 23.5 25.6 14.8 9.4 2.9 14.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 196.3 0.0 97.9 55.4 0.0 159.2 307.9 54.4 48.0 73.2 75.5 0.0
LnGrp LOS F A F E A F F D D E E
Approach Vol, veh/h 786 669 1525 771
Approach Delay, s/veh 157.0 122.6 114.8 75.3
Approach LOS F F F E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 28.3 36.6 38.9 17.2 47.7 37.3
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 22.0 29.8 31.0 8.1 34.8 31.0
Green Ext Time (p_c), s 0.0 0.1 0.0 0.1 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 116.9
HCM 6th LOS F
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
H-15
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 76 139 98 1190 941 49
v/c Ratio 0.20 0.32 0.27 0.58 0.67 0.07
Control Delay 33.5 9.2 35.0 9.5 20.6 4.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 33.5 9.2 35.0 9.5 20.6 4.8
Queue Length 50th (ft) 15 0 21 143 183 0
Queue Length 95th (ft) 40 28 49 199 262 19
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1478 1278 976 3230 2012 920
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.05 0.11 0.10 0.37 0.47 0.05
Intersection Summary
H-16
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 74 135 95 1154 913 48
Future Volume (veh/h) 74 135 95 1154 913 48
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1841 1841 1826 1826 1826 1826
Adj Flow Rate, veh/h 76 139 98 1190 941 49
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %445555
Cap, veh/h 345 279 293 2108 1289 575
Arrive On Green 0.10 0.10 0.09 0.61 0.37 0.37
Sat Flow, veh/h 3401 2745 3374 3561 3561 1547
Grp Volume(v), veh/h 76 139 98 1190 941 49
Grp Sat Flow(s),veh/h/ln 1700 1373 1687 1735 1735 1547
Q Serve(g_s), s 1.4 3.2 1.9 13.9 15.8 1.4
Cycle Q Clear(g_c), s 1.4 3.2 1.9 13.9 15.8 1.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 345 279 293 2108 1289 575
V/C Ratio(X) 0.22 0.50 0.33 0.56 0.73 0.09
Avail Cap(c_a), veh/h 1506 1216 996 3591 2049 914
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 28.0 28.8 29.1 7.9 18.4 13.8
Incr Delay (d2), s/veh 0.4 1.7 0.2 0.3 1.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 1.1 0.7 3.1 5.2 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 28.3 30.5 29.3 8.2 19.3 13.9
LnGrp LOS C C C A B B
Approach Vol, veh/h 215 1288 990
Approach Delay, s/veh 29.7 9.8 19.1
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 16.0 35.3 16.5 51.3
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 3.9 17.8 5.2 15.9
Green Ext Time (p_c), s 0.1 7.3 1.0 12.4
Intersection Summary
HCM 6th Ctrl Delay 15.2
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
H-17
Queues
4: Lake Frederick Drive & US Route 522 05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 334 92 186 1304 923 359
v/c Ratio 0.87 0.22 0.50 0.64 0.75 0.46
Control Delay 63.5 8.6 26.0 16.2 35.1 4.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.5 8.6 26.0 16.2 35.1 4.7
Queue Length 50th (ft) 224 0 55 302 299 0
Queue Length 95th (ft) #366 41 90 374 377 61
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)300
Base Capacity (vph) 418 445 375 2051 1237 783
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.80 0.21 0.50 0.64 0.75 0.46
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-18
HCM 6th Signalized Intersection Summary
4: Lake Frederick Drive & US Route 522 05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 311 86 173 1213 858 334
Future Volume (veh/h) 311 86 173 1213 858 334
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 334 92 186 1304 923 359
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %005555
Cap, veh/h 371 330 373 2094 1263 564
Arrive On Green 0.21 0.21 0.14 0.60 0.36 0.36
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 334 92 186 1304 923 359
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 19.2 5.1 2.1 25.4 24.6 20.5
Cycle Q Clear(g_c), s 19.2 5.1 2.1 25.4 24.6 20.5
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 330 373 2094 1263 564
V/C Ratio(X) 0.90 0.28 0.50 0.62 0.73 0.64
Avail Cap(c_a), veh/h 425 378 373 2094 1263 564
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.3 35.7 37.0 13.4 29.3 28.0
Incr Delay (d2), s/veh 20.6 0.5 0.8 1.4 3.7 5.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.6 0.1 4.3 9.7 10.7 8.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 61.9 36.3 37.7 14.8 33.1 33.5
LnGrp LOS E D D B C C
Approach Vol, veh/h 426 1490 1282
Approach Delay, s/veh 56.3 17.7 33.2
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 30.5 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 27.4 21.2 4.1 26.6
Green Ext Time (p_c), s 23.4 0.7 0.3 9.7
Intersection Summary
HCM 6th Ctrl Delay 29.1
HCM 6th LOS C
H-19
HCM 6th TWSC
5: West Site Entrance & Faifax Pike (VA Route 277)05/13/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 9
Intersection
Int Delay, s/veh 0.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 736 55 0 711 0 44
Future Vol, veh/h 736 55 0 711 0 44
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 ----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 800 60 0 773 0 48
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 800
Stage 1 ------
Stage 2 ------
Critical Hdwy -----6.22
Critical Hdwy Stg 1 ------
Critical Hdwy Stg 2 ------
Follow-up Hdwy -----3.318
Pot Cap-1 Maneuver - - 0 - 0 385
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver -----385
Mov Cap-2 Maneuver ------
Stage 1 ------
Stage 2 ------
Approach EB WB NB
HCM Control Delay, s 0 0 15.7
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h)385 - - -
HCM Lane V/C Ratio 0.124 - - -
HCM Control Delay (s) 15.7 - - -
HCM Lane LOS C - - -
HCM 95th %tile Q(veh) 0.4 - - -
H-20
Queues
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Group Flow (vph) 810 153 360 798 240 313
v/c Ratio 0.96 0.20 0.85 0.61 0.70 0.42
Control Delay 47.5 5.8 45.8 9.9 43.2 13.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 47.5 5.8 45.8 9.9 43.2 13.1
Queue Length 50th (ft) 414 11 129 190 121 77
Queue Length 95th (ft) #725 48 #295 355 197 139
Internal Link Dist (ft) 711 395 137
Turn Bay Length (ft)200 320 150 150
Base Capacity (vph) 846 783 464 1343 461 828
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 0.96 0.20 0.78 0.59 0.52 0.38
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-21
HCM 6th Signalized Intersection Summary
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2035 TF PM Madison Farms 2035 Total Future PM 11:59 pm 06/25/2024 2035 Total Future PM Synchro 11 Report
Wells + Associates Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 745 141 331 734 221 288
Future Volume (veh/h) 745 141 331 734 221 288
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 810 153 360 798 240 313
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 898 761 416 1289 318 510
Arrive On Green 0.48 0.48 0.14 0.69 0.18 0.18
Sat Flow, veh/h 1870 1585 1781 1870 1781 1585
Grp Volume(v), veh/h 810 153 360 798 240 313
Grp Sat Flow(s),veh/h/ln 1870 1585 1781 1870 1781 1585
Q Serve(g_s), s 27.1 3.8 7.0 15.8 8.7 1.6
Cycle Q Clear(g_c), s 27.1 3.8 7.0 15.8 8.7 1.6
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 898 761 416 1289 318 510
V/C Ratio(X)0.90 0.20 0.86 0.62 0.75 0.61
Avail Cap(c_a), veh/h 1029 872 619 1632 562 726
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 16.2 10.2 26.0 5.7 26.6 19.5
Incr Delay (d2), s/veh 10.0 0.1 8.4 0.5 3.6 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 11.5 1.1 5.9 3.4 3.8 6.7
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 26.2 10.3 34.4 6.2 30.2 20.8
LnGrp LOS C B C A C C
Approach Vol, veh/h 963 1158 553
Approach Delay, s/veh 23.7 15.0 24.9
Approach LOS C B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 51.5 16.7 14.2 37.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 59.5 21.5 17.5 37.5
Max Q Clear Time (g_c+I1), s 17.8 10.7 9.0 29.1
Green Ext Time (p_c), s 6.2 1.5 0.7 3.7
Intersection Summary
HCM 6th Ctrl Delay 20.2
HCM 6th LOS C
H-22
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 706 577 32 107 267
v/c Ratio 0.96 0.51 0.03 0.47 0.63
Control Delay 41.1 9.2 2.5 26.8 16.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 41.1 9.2 2.5 26.8 16.4
Queue Length 50th (ft) 204 98 0 31 33
Queue Length 95th (ft) #532 219 10 73 97
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 733 1139 986 463 717
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 0.96 0.51 0.03 0.23 0.37
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-23
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 458 9 5 526 29 42 34 22 51 19 176
Future Volume (veh/h) 182 458 9 5 526 29 42 34 22 51 19 176
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 198 498 10 5 572 32 46 37 24 55 21 191
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, %333333000000
Cap, veh/h 231 510 10 57 1117 949 177 135 68 114 45 234
Arrive On Green 0.60 0.60 0.60 0.60 0.60 0.60 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 268 846 16 3 1850 1572 483 659 330 235 221 1145
Grp Volume(v), veh/h 706 0 0 577 0 32 107 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1130 0 0 1853 0 1572 1472 0 0 1601 0 0
Q Serve(g_s), s 28.1 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.0 6.8 0.0 0.0
Cycle Q Clear(g_c), s 40.0 0.0 0.0 11.9 0.0 0.5 3.5 0.0 0.0 10.5 0.0 0.0
Prop In Lane 0.28 0.01 0.01 1.00 0.43 0.22 0.21 0.72
Lane Grp Cap(c), veh/h 752 0 0 1173 0 949 379 0 0 393 0 0
V/C Ratio(X) 0.94 0.00 0.00 0.49 0.00 0.03 0.28 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 752 0 0 1173 0 949 632 0 0 664 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 16.0 0.0 0.0 7.6 0.0 5.3 22.3 0.0 0.0 25.0 0.0 0.0
Incr Delay (d2), s/veh 20.0 0.0 0.0 0.7 0.0 0.0 0.4 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 12.4 0.0 0.0 3.3 0.0 0.1 1.3 0.0 0.0 3.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.0 0.0 0.0 8.2 0.0 5.3 22.7 0.0 0.0 27.1 0.0 0.0
LnGrp LOS D AAAAACAACAA
Approach Vol, veh/h 706 609 107 267
Approach Delay, s/veh 36.0 8.1 22.7 27.1
Approach LOS D A C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 47.8 18.5 47.8 18.5
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 13.9 5.5 42.0 12.5
Green Ext Time (p_c), s 7.4 0.5 0.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 23.7
HCM 6th LOS C
H-24
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 452 298 144 139 321 609 224 79 414 142
v/c Ratio 1.03 0.52 0.65 0.59 1.12 0.63 0.38 0.47 0.65 0.09
Control Delay 96.8 12.1 64.8 57.9 134.6 43.1 6.8 62.4 50.8 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 96.8 12.1 64.8 57.9 134.6 43.1 6.8 62.4 50.8 0.1
Queue Length 50th (ft) ~371 27 107 95 ~283 226 0 58 157 0
Queue Length 95th (ft) #679 122 186 172 #541 323 64 119 224 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 438 573 425 440 287 1037 620 230 863 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 1.03 0.52 0.34 0.32 1.12 0.59 0.36 0.34 0.48 0.09
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.
H-25
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 189 249 289 140 105 30 311 591 217 77 402 138
Future Volume (veh/h) 189 249 289 140 105 30 311 591 217 77 402 138
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 195 257 298 144 108 31 321 609 224 79 414 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %333333555555
Cap, veh/h 203 268 408 188 147 42 311 935 417 116 548
Arrive On Green 0.26 0.26 0.26 0.11 0.11 0.11 0.18 0.27 0.27 0.07 0.16 0.00
Sat Flow, veh/h 784 1033 1572 1767 1386 398 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 452 0 298 144 0 139 321 609 224 79 414 0
Grp Sat Flow(s),veh/h/ln 1816 0 1572 1767 0 1784 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 27.4 0.0 19.3 8.9 0.0 8.4 20.0 17.4 13.8 5.0 12.7 0.0
Cycle Q Clear(g_c), s 27.4 0.0 19.3 8.9 0.0 8.4 20.0 17.4 13.8 5.0 12.7 0.0
Prop In Lane 0.43 1.00 1.00 0.22 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 472 0 408 188 0 190 311 935 417 116 548
V/C Ratio(X) 0.96 0.00 0.73 0.77 0.00 0.73 1.03 0.65 0.54 0.68 0.76
Avail Cap(c_a), veh/h 472 0 408 459 0 463 311 1053 470 249 932
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 40.8 0.0 37.8 48.6 0.0 48.4 45.9 36.2 34.9 51.0 45.0 0.0
Incr Delay (d2), s/veh 31.0 0.0 6.5 6.4 0.0 5.4 59.3 1.5 1.5 6.9 3.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 15.9 0.0 8.0 4.2 0.0 4.0 13.4 7.2 5.2 2.3 5.5 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 71.8 0.0 44.3 55.0 0.0 53.8 105.1 37.6 36.4 57.9 48.0 0.0
LnGrp LOS E A D E A D F D D E D
Approach Vol, veh/h 750 283 1154 493
Approach Delay, s/veh 60.9 54.4 56.2 49.6
Approach LOS E D E D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 28.3 24.3 38.9 15.8 36.8 20.2
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 22.0 14.7 29.4 7.0 19.4 10.9
Green Ext Time (p_c), s 0.0 2.9 0.0 0.1 5.4 1.0
Intersection Summary
HCM 6th Ctrl Delay 56.1
HCM 6th LOS E
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
H-26
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 47 58 57 847 689 27
v/c Ratio 0.11 0.15 0.13 0.39 0.41 0.04
Control Delay 27.1 10.2 27.8 7.7 16.3 6.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.1 10.2 27.8 7.7 16.3 6.7
Queue Length 50th (ft) 8 0 10 85 118 0
Queue Length 95th (ft) 24 17 28 125 174 15
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1683 1392 1218 3429 2511 1131
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.03 0.04 0.05 0.25 0.27 0.02
Intersection Summary
H-27
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 43 53 52 779 634 25
Future Volume (veh/h) 43 53 52 779 634 25
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1693 1693 1826 1826 1826 1826
Adj Flow Rate, veh/h 47 58 57 847 689 27
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 14 14 5555
Cap, veh/h 312 252 247 1920 1049 468
Arrive On Green 0.10 0.10 0.07 0.55 0.30 0.30
Sat Flow, veh/h 3127 2524 3374 3561 3561 1547
Grp Volume(v), veh/h 47 58 57 847 689 27
Grp Sat Flow(s),veh/h/ln 1564 1262 1687 1735 1735 1547
Q Serve(g_s), s 0.8 1.2 0.9 8.2 9.8 0.7
Cycle Q Clear(g_c), s 0.8 1.2 0.9 8.2 9.8 0.7
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 312 252 247 1920 1049 468
V/C Ratio(X) 0.15 0.23 0.23 0.44 0.66 0.06
Avail Cap(c_a), veh/h 1652 1334 1188 4282 2444 1090
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 23.4 23.6 24.8 7.5 17.2 14.1
Incr Delay (d2), s/veh 0.3 0.6 0.2 0.2 0.9 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.3 0.4 0.3 1.8 3.1 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 23.6 24.1 25.0 7.7 18.1 14.1
LnGrp LOS C C C A B B
Approach Vol, veh/h 105 904 716
Approach Delay, s/veh 23.9 8.8 17.9
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.3 27.3 15.3 41.5
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 2.9 11.8 3.2 10.2
Green Ext Time (p_c), s 0.1 5.4 0.4 7.5
Intersection Summary
HCM 6th Ctrl Delay 13.5
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
H-28
Queues
4: Lake Frederick Drive & US Route 522 05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 385 142 78 776 696 127
v/c Ratio 0.94 0.30 0.17 0.38 0.50 0.18
Control Delay 75.1 7.6 12.1 12.8 28.0 5.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 75.1 7.6 12.1 12.8 28.0 5.0
Queue Length 50th (ft) 268 0 22 144 206 0
Queue Length 95th (ft) #451 50 42 185 268 40
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)300
Base Capacity (vph) 412 478 471 2019 1379 693
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.93 0.30 0.17 0.38 0.50 0.18
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-29
HCM 6th Signalized Intersection Summary
4: Lake Frederick Drive & US Route 522 05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 377 139 76 760 682 124
Future Volume (veh/h) 377 139 76 760 682 124
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 385 142 78 776 696 127
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %005555
Cap, veh/h 411 366 435 2035 1228 548
Arrive On Green 0.23 0.23 0.14 0.59 0.35 0.35
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 385 142 78 776 696 127
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 22.9 8.2 0.0 13.1 17.8 6.3
Cycle Q Clear(g_c), s 22.9 8.2 0.0 13.1 17.8 6.3
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 411 366 435 2035 1228 548
V/C Ratio(X) 0.94 0.39 0.18 0.38 0.57 0.23
Avail Cap(c_a), veh/h 413 367 435 2035 1228 548
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.6 35.9 27.2 12.1 28.6 24.9
Incr Delay (d2), s/veh 28.8 0.8 0.1 0.5 1.9 1.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.4 0.1 1.5 5.0 7.1 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 70.4 36.7 27.3 12.6 30.5 25.9
LnGrp LOS E D C B C C
Approach Vol, veh/h 527 854 823
Approach Delay, s/veh 61.3 14.0 29.8
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 33.6 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 15.1 24.9 2.0 19.8
Green Ext Time (p_c), s 13.4 0.0 0.1 8.2
Intersection Summary
HCM 6th Ctrl Delay 31.2
HCM 6th LOS C
H-30
HCM 6th TWSC
5: West Site Entrance & Faifax Pike (VA Route 277)05/13/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 9
Intersection
Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 442 102 0 444 0 72
Future Vol, veh/h 442 102 0 444 0 72
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 ----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 480 111 0 483 0 78
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 480
Stage 1 ------
Stage 2 ------
Critical Hdwy -----6.22
Critical Hdwy Stg 1 ------
Critical Hdwy Stg 2 ------
Follow-up Hdwy -----3.318
Pot Cap-1 Maneuver - - 0 - 0 586
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver -----586
Mov Cap-2 Maneuver ------
Stage 1 ------
Stage 2 ------
Approach EB WB NB
HCM Control Delay, s 0 0 12.1
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h)586 - - -
HCM Lane V/C Ratio 0.134 - - -
HCM Control Delay (s) 12.1 - - -
HCM Lane LOS B - - -
HCM 95th %tile Q(veh) 0.5 - - -
H-31
Queues
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Group Flow (vph) 484 170 341 463 237 316
v/c Ratio 0.74 0.26 0.67 0.40 0.59 0.35
Control Delay 27.2 4.3 22.3 7.6 31.2 5.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 27.2 4.3 22.3 7.6 31.2 5.2
Queue Length 50th (ft) 152 0 50 73 79 20
Queue Length 95th (ft) 337 39 120 168 189 76
Internal Link Dist (ft) 711 395 137
Turn Bay Length (ft)200 320 150 150
Base Capacity (vph) 1088 995 735 1618 692 1112
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 0.44 0.17 0.46 0.29 0.34 0.28
Intersection Summary
H-32
HCM 6th Signalized Intersection Summary
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2042 TF AM Madison Farms 2042 Total Future AM 3:56 pm 06/26/2024 2042 Total Future AM Synchro 11 Report
Wells + Associates Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 445 156 314 426 218 291
Future Volume (veh/h) 445 156 314 426 218 291
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 484 170 341 463 237 316
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 660 559 495 1078 373 517
Arrive On Green 0.35 0.35 0.12 0.58 0.21 0.21
Sat Flow, veh/h 1870 1585 1781 1870 1781 1585
Grp Volume(v), veh/h 484 170 341 463 237 316
Grp Sat Flow(s),veh/h/ln 1870 1585 1781 1870 1781 1585
Q Serve(g_s), s 9.5 3.3 0.4 5.9 5.1 2.1
Cycle Q Clear(g_c), s 9.5 3.3 0.4 5.9 5.1 2.1
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 660 559 495 1078 373 517
V/C Ratio(X)0.73 0.30 0.69 0.43 0.64 0.61
Avail Cap(c_a), veh/h 1535 1301 1088 2577 979 1056
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 11.9 9.9 15.5 5.0 15.2 11.9
Incr Delay (d2), s/veh 1.6 0.3 1.7 0.3 1.8 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.9 0.8 2.5 0.9 1.9 0.2
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 13.5 10.2 17.2 5.3 17.0 13.1
LnGrp LOS B B B A B B
Approach Vol, veh/h 654 804 553
Approach Delay, s/veh 12.6 10.3 14.8
Approach LOS B B B
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 28.7 13.3 9.4 19.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 57.9 23.1 18.9 34.5
Max Q Clear Time (g_c+I1), s 7.9 7.1 2.4 11.5
Green Ext Time (p_c), s 2.9 1.7 0.9 3.3
Intersection Summary
HCM 6th Ctrl Delay 12.3
HCM 6th LOS B
H-33
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT WBT WBR NBT SBT
Lane Group Flow (vph) 1003 902 45 89 267
v/c Ratio 2.19 0.87 0.05 0.35 0.65
Control Delay 560.1 23.1 3.4 23.0 21.4
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 560.1 23.1 3.4 23.0 21.4
Queue Length 50th (ft) ~471 243 2 25 53
Queue Length 95th (ft) #796 #610 15 61 121
Internal Link Dist (ft) 643 1175 226 593
Turn Bay Length (ft)150
Base Capacity (vph) 458 1041 971 487 687
Starvation Cap Reductn 00000
Spillback Cap Reductn 00000
Storage Cap Reductn 00000
Reduced v/c Ratio 2.19 0.87 0.05 0.18 0.39
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.
H-34
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 755 35 37 802 42 36 31 16 39 36 173
Future Volume (veh/h) 142 755 35 37 802 42 36 31 16 39 36 173
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 812 38 40 862 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %333333000000
Cap, veh/h 106 380 17 81 1022 952 177 140 56 97 66 230
Arrive On Green 0.61 0.61 0.61 0.61 0.61 0.61 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 71 628 28 40 1687 1572 488 693 279 168 326 1136
Grp Volume(v), veh/h 1003 0 0 902 0 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 726 0 0 1727 0 1572 1459 0 0 1631 0 0
Q Serve(g_s), s 13.2 0.0 0.0 0.0 0.0 0.8 0.0 0.0 0.0 5.8 0.0 0.0
Cycle Q Clear(g_c), s 40.0 0.0 0.0 26.8 0.0 0.8 2.8 0.0 0.0 10.2 0.0 0.0
Prop In Lane 0.15 0.04 0.04 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 503 0 0 1103 0 952 373 0 0 393 0 0
V/C Ratio(X) 1.99 0.00 0.00 0.82 0.00 0.05 0.24 0.00 0.00 0.68 0.00 0.00
Avail Cap(c_a), veh/h 503 0 0 1103 0 952 630 0 0 676 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 17.6 0.0 0.0 10.1 0.0 5.3 22.1 0.0 0.0 25.1 0.0 0.0
Incr Delay (d2), s/veh 454.8 0.0 0.0 5.5 0.0 0.0 0.3 0.0 0.0 2.1 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 67.7 0.0 0.0 8.1 0.0 0.2 1.1 0.0 0.0 3.8 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 472.3 0.0 0.0 15.6 0.0 5.3 22.4 0.0 0.0 27.1 0.0 0.0
LnGrp LOS F AABAACAACAA
Approach Vol, veh/h 1003 947 89 267
Approach Delay, s/veh 472.3 15.1 22.4 27.1
Approach LOS F B C C
Timer - Assigned Phs 2468
Phs Duration (G+Y+Rc), s 47.8 18.2 47.8 18.2
Change Period (Y+Rc), s 7.8 4.9 7.8 4.9
Max Green Setting (Gmax), s 40.0 25.0 40.0 25.0
Max Q Clear Time (g_c+I1), s 28.8 4.8 42.0 12.2
Green Ext Time (p_c), s 7.5 0.4 0.0 1.2
Intersection Summary
HCM 6th Ctrl Delay 215.7
HCM 6th LOS F
H-35
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 3
Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 485 314 236 453 371 906 297 77 731 215
v/c Ratio 1.31 0.61 0.66 1.21 1.53 0.99 0.49 0.51 1.00 0.14
Control Delay 201.4 17.0 61.4 163.4 296.4 79.4 9.7 72.8 88.7 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 201.4 17.0 61.4 163.4 296.4 79.4 9.7 72.8 88.7 0.2
Queue Length 50th (ft) ~572 50 201 ~504 ~475 440 17 69 ~357 0
Queue Length 95th (ft) #793 153 298 #724 #679 #629 102 121 #496 0
Internal Link Dist (ft) 2587 1239 571 373
Turn Bay Length (ft)275 525 600 300 150 550
Base Capacity (vph) 370 519 359 374 243 913 608 194 730 1538
Starvation Cap Reductn 0000000000
Spillback Cap Reductn 0000000000
Storage Cap Reductn 0000000000
Reduced v/c Ratio 1.31 0.61 0.66 1.21 1.53 0.99 0.49 0.40 1.00 0.14
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.
H-36
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 225 250 308 231 365 79 364 888 291 75 716 211
Future Volume (veh/h) 225 250 308 231 365 79 364 888 291 75 716 211
Initial Q (Qb), veh 000000000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 230 255 314 236 372 81 371 906 297 77 731 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, %333333555555
Cap, veh/h 177 196 323 363 303 66 246 1010 450 108 737
Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.14 0.29 0.29 0.06 0.21 0.00
Sat Flow, veh/h 860 953 1572 1767 1476 321 1739 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 485 0 314 236 0 453 371 906 297 77 731 0
Grp Sat Flow(s),veh/h/ln 1813 0 1572 1767 0 1798 1739 1735 1547 1739 1735 1547
Q Serve(g_s), s 29.0 0.0 28.0 17.3 0.0 29.0 20.0 35.4 23.8 6.1 29.7 0.0
Cycle Q Clear(g_c), s 29.0 0.0 28.0 17.3 0.0 29.0 20.0 35.4 23.8 6.1 29.7 0.0
Prop In Lane 0.47 1.00 1.00 0.18 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 372 0 323 363 0 369 246 1010 450 108 737
V/C Ratio(X) 1.30 0.00 0.97 0.65 0.00 1.23 1.51 0.90 0.66 0.71 0.99
Avail Cap(c_a), veh/h 372 0 323 363 0 369 246 1010 450 197 737
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 56.1 0.0 55.7 51.4 0.0 56.1 60.6 48.0 43.9 64.9 55.5 0.0
Incr Delay (d2), s/veh 154.6 0.0 42.5 4.1 0.0 123.9 247.8 10.8 4.0 8.3 31.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 29.0 0.0 14.7 8.0 0.0 25.6 25.6 16.4 9.4 2.9 15.8 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 210.7 0.0 98.2 55.5 0.0 180.0 308.4 58.8 47.9 73.2 86.5 0.0
LnGrp LOS F A F E A F F E D E F
Approach Vol, veh/h 799 689 1574 808
Approach Delay, s/veh 166.5 137.3 115.6 85.2
Approach LOS FFFF
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 28.3 36.7 38.9 17.2 47.8 37.3
Change Period (Y+Rc), s 8.3 6.7 9.9 * 9.4 6.7 8.3
Max Green Setting (Gmax), s 20.0 30.0 29.0 * 15 33.9 29.0
Max Q Clear Time (g_c+I1), s 22.0 31.7 31.0 8.1 37.4 31.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.1 0.0 0.0
Intersection Summary
HCM 6th Ctrl Delay 123.6
HCM 6th LOS F
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
H-37
Queues
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 5
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 76 139 98 1248 981 49
v/c Ratio 0.20 0.33 0.28 0.60 0.67 0.07
Control Delay 34.6 9.4 36.1 9.6 20.3 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.6 9.4 36.1 9.6 20.3 4.6
Queue Length 50th (ft) 17 0 22 154 193 0
Queue Length 95th (ft) 41 28 50 214 275 19
Internal Link Dist (ft) 358 633 781
Turn Bay Length (ft) 250 250 625 825
Base Capacity (vph) 1439 1247 950 3175 1959 897
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.05 0.11 0.10 0.39 0.50 0.05
Intersection Summary
H-38
HCM 6th Signalized Intersection Summary
3: US Route 522 & Maranto Manor Drive 05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 6
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 74 135 95 1211 952 48
Future Volume (veh/h) 74 135 95 1211 952 48
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1841 1841 1826 1826 1826 1826
Adj Flow Rate, veh/h 76 139 98 1248 981 49
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, %445555
Cap, veh/h 340 274 290 2132 1325 591
Arrive On Green 0.10 0.10 0.09 0.61 0.38 0.38
Sat Flow, veh/h 3401 2745 3374 3561 3561 1547
Grp Volume(v), veh/h 76 139 98 1248 981 49
Grp Sat Flow(s),veh/h/ln 1700 1373 1687 1735 1735 1547
Q Serve(g_s), s 1.4 3.3 1.9 14.9 16.8 1.4
Cycle Q Clear(g_c), s 1.4 3.3 1.9 14.9 16.8 1.4
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 340 274 290 2132 1325 591
V/C Ratio(X) 0.22 0.51 0.34 0.59 0.74 0.08
Avail Cap(c_a), veh/h 1480 1194 978 3527 2012 898
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 28.6 29.4 29.7 8.0 18.4 13.6
Incr Delay (d2), s/veh 0.4 1.7 0.3 0.3 1.0 0.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 1.1 0.7 3.4 5.5 0.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 29.0 31.2 29.9 8.3 19.4 13.7
LnGrp LOS C C C A B B
Approach Vol, veh/h 215 1346 1030
Approach Delay, s/veh 30.4 9.9 19.1
Approach LOS C A B
Timer - Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 16.0 36.4 16.5 52.5
Change Period (Y+Rc), s * 10 * 10 * 9.6 * 10
Max Green Setting (Gmax), s * 20 * 40 * 30 * 70
Max Q Clear Time (g_c+I1), s 3.9 18.8 5.3 16.9
Green Ext Time (p_c), s 0.1 7.5 1.0 13.4
Intersection Summary
HCM 6th Ctrl Delay 15.2
HCM 6th LOS B
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
H-39
Queues
4: Lake Frederick Drive & US Route 522 05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 7
Lane Group EBL EBR NBL NBT SBT SBR
Lane Group Flow (vph) 334 92 186 1376 971 359
v/c Ratio 0.87 0.22 0.52 0.67 0.78 0.46
Control Delay 63.5 8.6 28.6 17.0 36.6 4.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.5 8.6 28.6 17.0 36.6 4.7
Queue Length 50th (ft) 224 0 55 330 321 0
Queue Length 95th (ft) #366 41 90 408 404 61
Internal Link Dist (ft) 476 997 1165
Turn Bay Length (ft)300
Base Capacity (vph) 418 445 359 2051 1237 783
Starvation Cap Reductn 000000
Spillback Cap Reductn 000000
Storage Cap Reductn 000000
Reduced v/c Ratio 0.80 0.21 0.52 0.67 0.78 0.46
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-40
HCM 6th Signalized Intersection Summary
4: Lake Frederick Drive & US Route 522 05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 8
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Volume (veh/h) 311 86 173 1280 903 334
Future Volume (veh/h) 311 86 173 1280 903 334
Initial Q (Qb), veh 000000
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1900 1900 1826 1826 1826 1826
Adj Flow Rate, veh/h 334 92 186 1376 971 359
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, %005555
Cap, veh/h 371 330 364 2094 1263 564
Arrive On Green 0.21 0.21 0.14 0.60 0.36 0.36
Sat Flow, veh/h 1810 1610 1739 3561 3561 1547
Grp Volume(v), veh/h 334 92 186 1376 971 359
Grp Sat Flow(s),veh/h/ln 1810 1610 1739 1735 1735 1547
Q Serve(g_s), s 19.2 5.1 2.8 27.8 26.3 20.5
Cycle Q Clear(g_c), s 19.2 5.1 2.8 27.8 26.3 20.5
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 371 330 364 2094 1263 564
V/C Ratio(X) 0.90 0.28 0.51 0.66 0.77 0.64
Avail Cap(c_a), veh/h 425 378 364 2094 1263 564
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.3 35.7 37.7 13.9 29.9 28.0
Incr Delay (d2), s/veh 20.6 0.5 0.9 1.6 4.5 5.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 10.6 0.1 4.4 10.6 11.5 8.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 61.9 36.3 38.7 15.5 34.4 33.5
LnGrp LOS E D D B C C
Approach Vol, veh/h 426 1562 1330
Approach Delay, s/veh 56.3 18.3 34.2
Approach LOS E B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 76.0 30.5 25.5 50.5
Change Period (Y+Rc), s 10.5 8.7 10.5 10.5
Max Green Setting (Gmax), s 65.5 25.0 15.0 40.0
Max Q Clear Time (g_c+I1), s 29.8 21.2 4.8 28.3
Green Ext Time (p_c), s 23.8 0.7 0.3 8.9
Intersection Summary
HCM 6th Ctrl Delay 29.5
HCM 6th LOS C
H-41
HCM 6th TWSC
5: West Site Entrance & Faifax Pike (VA Route 277)05/13/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 9
Intersection
Int Delay, s/veh 0.4
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 764 55 0 747 0 44
Future Vol, veh/h 764 55 0 747 0 44
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - 200 ----
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 22222
Mvmt Flow 830 60 0 812 0 48
Major/Minor Major1 Major2 Minor1
Conflicting Flow All 0 0 - - - 830
Stage 1 ------
Stage 2 ------
Critical Hdwy -----6.22
Critical Hdwy Stg 1 ------
Critical Hdwy Stg 2 ------
Follow-up Hdwy -----3.318
Pot Cap-1 Maneuver - - 0 - 0 370
Stage 1 - - 0 - 0 -
Stage 2 - - 0 - 0 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver -----370
Mov Cap-2 Maneuver ------
Stage 1 ------
Stage 2 ------
Approach EB WB NB
HCM Control Delay, s 0 0 16.2
HCM LOS C
Minor Lane/Major Mvmt NBLn1 EBT EBR WBT
Capacity (veh/h)370 - - -
HCM Lane V/C Ratio 0.129 - - -
HCM Control Delay (s) 16.2 - - -
HCM Lane LOS C - - -
HCM 95th %tile Q(veh) 0.4 - - -
H-42
Queues
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 1
Lane Group EBT EBR WBL WBT NBL NBR
Lane Group Flow (vph) 840 153 360 837 240 313
v/c Ratio 0.96 0.19 0.89 0.64 0.71 0.43
Control Delay 46.8 5.4 53.2 10.4 43.9 13.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 46.8 5.4 53.2 10.4 43.9 13.9
Queue Length 50th (ft) 421 10 135 207 121 79
Queue Length 95th (ft) #740 46 #319 388 197 144
Internal Link Dist (ft) 711 395 137
Turn Bay Length (ft)200 320 150 150
Base Capacity (vph) 874 805 414 1317 452 806
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 0.96 0.19 0.87 0.64 0.53 0.39
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
H-43
HCM 6th Signalized Intersection Summary
6: Central Site Entrance & Faifax Pike (VA Route 277)06/17/2025
2042 TF PM Madison Farms 2042 Total Future PM 3:56 pm 06/26/2024 2042 Total Future PM Synchro 11 Report
Wells + Associates Page 2
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Volume (veh/h) 773 141 331 770 221 288
Future Volume (veh/h) 773 141 331 770 221 288
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 840 153 360 837 240 313
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 919 779 410 1309 313 510
Arrive On Green 0.49 0.49 0.15 0.70 0.18 0.18
Sat Flow, veh/h 1870 1585 1781 1870 1781 1585
Grp Volume(v), veh/h 840 153 360 837 240 313
Grp Sat Flow(s),veh/h/ln 1870 1585 1781 1870 1781 1585
Q Serve(g_s), s 30.0 3.9 8.0 17.6 9.3 1.5
Cycle Q Clear(g_c), s 30.0 3.9 8.0 17.6 9.3 1.5
Prop In Lane 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 919 779 410 1309 313 510
V/C Ratio(X)0.91 0.20 0.88 0.64 0.77 0.61
Avail Cap(c_a), veh/h 1022 866 532 1540 530 703
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 17.0 10.3 27.7 5.9 28.4 20.7
Incr Delay (d2), s/veh 11.5 0.1 12.7 0.7 3.9 1.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 13.1 1.2 6.8 4.0 4.1 7.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 28.5 10.5 40.4 6.6 32.3 21.9
LnGrp LOS C B D A C C
Approach Vol, veh/h 993 1197 553
Approach Delay, s/veh 25.7 16.8 26.4
Approach LOS C B C
Timer - Assigned Phs 2 4 5 6
Phs Duration (G+Y+Rc), s 55.1 17.2 15.0 40.0
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 59.5 21.5 15.5 39.5
Max Q Clear Time (g_c+I1), s 19.6 11.3 10.0 32.0
Green Ext Time (p_c), s 6.7 1.4 0.5 3.5
Intersection Summary
HCM 6th Ctrl Delay 22.0
HCM 6th LOS C
H-44
Madison Farms 277
Traffic Impact Study
APPENDIX I
Turn Lane Warrant Analysis
Appendix IMadison FarmsTurn Lane Warrant Analysis NumberOf Lanes AM PM AM PM5. Fairfax Pike (VA Route 277) & West Site Entrance- UnsignalizedEastbound Right 4 Full Turn Lane Taper Full Turn Lane Taper6. Fairfax Pike (VA Route 277) & Central Site Entrance - SignalizedEastbound Right 4 Full Turn Lane Full Turn Lane Full Turn Lane Full Turn LaneWestbound Left 2 Warranted Warranted Warranted Warranted Approach/ Lane Group2035 Total Future 2042 Total Future
Madison Farms 277
Traffic Impact Study
APPENDIX J
Signal Warrant Analysis
07/22/24
13:06:46
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 72 0000000105
Major Volume 952 0000000350
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 72 000000053
Major Volume 952 0000000525
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
13:06:46
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 72 000000084
Major Volume 952 0000000280
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)0
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 72 000000042
Major Volume 952 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 72 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? Yes No No No No No No No 4
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
13:06:46
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 72 0000000100
Total Volume 1024 0000000650
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 72 0000000
Minor Reqrmt 85 450 450 450 450 450 450 450 <--
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS NOT MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume NOT MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is NOT MET <<
07/22/24
13:08:30
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 50 0000000105
Major Volume 1502 0000000350
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 50 000000053
Major Volume 1502 0000000525
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
13:08:30
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 50 000000084
Major Volume 1502 0000000280
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)0
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 50 000000042
Major Volume 1502 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 50 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? No No No No No No No No 4
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
13:08:30
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 50 0000000100
Total Volume 1552 0000000650
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 50 0000000
Minor Reqrmt 75 450 450 450 450 450 450 450 <--
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS NOT MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume NOT MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is NOT MET <<
07/22/24
13:11:14
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 72 0000000105
Major Volume 988 0000000350
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 72 000000053
Major Volume 988 0000000525
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
13:11:14
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 72 000000084
Major Volume 988 0000000280
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)0
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 72 000000042
Major Volume 988 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 72 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? Yes No No No No No No No 4
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
13:11:14
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 72 0000000100
Total Volume 1060 0000000650
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 72 0000000
Minor Reqrmt 81 450 450 450 450 450 450 450 <--
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS NOT MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume NOT MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is NOT MET <<
07/22/24
13:16:55
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 50 0000000105
Major Volume 1566 0000000350
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 50 000000053
Major Volume 1566 0000000525
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
13:16:55
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 50 000000084
Major Volume 1566 0000000280
Warrant Met? No No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)0
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 50 000000042
Major Volume 1566 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 50 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? No No No No No No No No 4
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
13:16:55
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 50 0000000100
Total Volume 1616 0000000650
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 50 0000000
Minor Reqrmt 75 450 450 450 450 450 450 450 <--
Warrant Met? No No No No No No No No 1
Number of 1-hour periods meeting the warrant 0
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS NOT MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume NOT MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is NOT MET <<
07/22/24
12:50:21
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 509 0000000105
Major Volume 1305 0000000350
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 509 000000053
Major Volume 1305 0000000525
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
12:50:21
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 509 000000084
Major Volume 1305 0000000280
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 509 000000042
Major Volume 1305 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 509 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? Yes No No No No No No No 4
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
12:50:21
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 509 0000000100
Total Volume 1814 0000000650
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 509 0000000
Minor Reqrmt 75 450 450 450 450 450 450 450 <--
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is MET <<
07/22/24
12:55:11
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 519 0000000105
Major Volume 1947 0000000350
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 519 000000053
Major Volume 1947 0000000525
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
12:55:11
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 519 000000084
Major Volume 1947 0000000280
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 519 000000042
Major Volume 1947 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 519 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? Yes No No No No No No No 4
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
12:55:11
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 519 0000000100
Total Volume 2466 0000000650
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 519 0000000
Minor Reqrmt 75 450 450 450 450 450 450 450 <--
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is MET <<
07/22/24
12:58:30
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 509 0000000105
Major Volume 1341 0000000350
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 509 000000053
Major Volume 1341 0000000525
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
12:58:30
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 509 000000084
Major Volume 1341 0000000280
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 509 000000042
Major Volume 1341 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 509 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? Yes No No No No No No No 4
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
12:58:30
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 509 0000000100
Total Volume 1850 0000000650
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 509 0000000
Minor Reqrmt 75 450 450 450 450 450 450 450 <--
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is MET <<
07/22/24
13:00:38
TEAPAC[Ver 9.50.02] - MUTCD Warrant Analysis
Conditions Used for Warrant Analysis 2009 MUTCD
Intersection # 6
Major Street Direction EastWest
Number of Lanes in North-South direction 1
Number of Lanes in East-West direction 1
Approach speed on major street is greater than 40 mph Yes
Isolated community has population less than 10,000 No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to improve conditions Yes
Number of accidents correctable by a signal 1
Peak hour stop sign delay for worst minor approach (veh-hours)3
Number of accidents correctable by a multi-way stop 0
Peak hour average delay for all minor approaches (sec/veh)52
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 519 0000000105
Major Volume 2011 0000000350
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1A IS NOT MET <<
Warrant 1B Analysis - 8-Hour Interruption of Continuous Traffic
Start Time 600 0000000Req.
Minor Volume 519 000000053
Major Volume 2011 0000000525
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 1B IS NOT MET <<
07/22/24
13:00:38
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 1A Analysis (80%) - 8-Hour Minimum Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 519 000000084
Major Volume 2011 0000000280
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1B Analysis (80%) - 8-Hour Interruption of Continuous Traf
Start Time 600 0000000Req.
Minor Volume 519 000000042
Major Volume 2011 0000000420
Warrant Met? Yes No No No No No No No 8
Number of 1-hour periods meeting the warrant (56% allowed)1
Warrant 1C Analysis - 8-Hour Combination of Warrants
80% of Warrants 1A and 1B are met (56% allowed)No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce delays Yes
>> WARRANT 1C IS NOT MET <<
Warrant 2 Analysis - 4-Hour Vehicular Volume
Start Time 600 0000000Req.
Minor Volume 519 0000000
Minor Reqrmt 60 325 325 325 325 325 325 325 <--
Warrant Met? Yes No No No No No No No 4
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 2 IS NOT MET <<
07/22/24
13:00:38
TEAPAC[Ver 9.50.02] - Warrant Analysis for Traffic Signal
Warrant 3A Analysis - Peak Hour Delay
Start Time 600 0000000Req.
Minor Volume 519 0000000100
Total Volume 2530 0000000650
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
Delay for worst minor approach (must be at least 4 veh-hours)3
>> WARRANT 3A IS NOT MET <<
Warrant 3B Analysis - Peak Hour Volume
Start Time 600 0000000Req.
Minor Volume 519 0000000
Minor Reqrmt 75 450 450 450 450 450 450 450 <--
Warrant Met? Yes No No No No No No No 1
Number of 1-hour periods meeting the warrant 1
Signal will not seriously disrupt progressive traffic flow Yes
>> WARRANT 3B IS MET <<
Warrant 7 Analysis - Crash Experience
80% of Warrant 1A or 1B is met No
Signal will not seriously disrupt progressive traffic flow Yes
Trials of other remedies have failed to reduce accidents Yes
Number of correctable accidents (must be 5 or more per year)1
>> WARRANT 7 IS NOT MET <<
Summary of MUTCD Traffic Signal Warrant Analysis
Warrant 1A 8-Hour Minimum Vehicular Volume NOT MET
Warrant 1B 8-Hour Interruption of Continuous Traffic NOT MET
Warrant 1C 8-Hour Combination of Warrants NOT MET
Warrant 2 4-Hour Vehicular Volume NOT MET
Warrant 3A Peak Hour Delay NOT MET
Warrant 3B Peak Hour Volume MET
Warrant 7 Crash Experience NOT MET
>> Traffic Signal Warrant is MET <<
Madison Farms 277
Traffic Impact Study
APPENDIX K
VJUST Analysis
Project Title:
E-W Facility:
N-S Facility:
Date:
Through Right
Eastbound 236 289 3.00%
Westbound 101 30 3.00%
Northbound 563 217 5.00%
Southbound 380 138 5.00%
Adjustment Factor 0.80 0.95 0.85
Suggested U - 0.8 L - 0.95 0.85
Through Right Approach
Eastbound 247 302 747
Westbound 106 31 283
Northbound 605 233 1172
Southbound 409 148 640
March 31, 2025
Equivalent Passenger Car Volume
Volume (pc/hr)
Traffic Volume Demand
Truck
Percent (%)
Truck to PCE Factor
Critical Lane Volume
Suggested = 2.00
Direction
1 truck = X Passenger Car Equivalents
Conversion of U-turning vehicles to equivalent through vehicles
Truck to PCE Factor
1600
VDOT Junction Screening Tool
Input Worksheet
Madison Farms
Lord Fairfax Highway
U.S. Route 522
Volume (veh/hr)
2.50
U-Turn / Left
Notes:
U-turn Adjustment Factor
Conversion of left-turning vehicles to equivalent through vehicles
189
140
311
U-Turn / Left
Critical Lane Volume Sum Limit
Right-turn Adjustment Factor Conversion of right-turning vehicles to equivalent through vehicles
Left-turn Adjustment Factor
Saturation value for critical lane volume sum at an intersection
77
83
198
146
334
1
#Intersections Information Consider?Justification
1 Conventional -Y
2 Bowtie Link N Unable to accommodate magnitude of traffic volumes
3 Center Turn Overpass Link N Financial constraints identified
4 Continuous Green-T Link N
5 Echelon Link N Financial constraints identified
6 Full Displaced Left Turn Link N Financial constraints identified
7 Median U-Turn Link N
8 Partial Displaced Left Turn Link N Financial constraints identified
9 Partial Median U-Turn Link Y
10 Quadrant Roadway N-E Link N Right-of-way restrictions identified
11 Quadrant Roadway N-W Link N Right-of-way restrictions identified
12 Quadrant Roadway S-E Link N Right-of-way restrictions identified
13 Quadrant Roadway S-W Link N Right-of-way restrictions identified
14 Restricted Crossing U-Turn Link N Unable to accommodate magnitude of traffic volumes
15 Single Loop Link N Unable to accommodate magnitude of traffic volumes
16 Split Intersection Link N Right-of-way restrictions identified
17 Thru-Cut Link N Unable to accommodate traffic patterns
18 50 Mini Roundabout Link N
19 75 Mini Roundabout Link N
20 Roundabout Link Y
21 Two-Way Stop Control -N Unable to accommodate magnitude of traffic volumes
#Interchanges Information Consider?Justification
22 Traditional Diamond Link N Financial constraints identified
23 Contraflow Left Link N Financial constraints identified
24 Displaced Left Turn Link N Financial constraints identified
25 Diverging Diamond Link N Financial constraints identified
26 Double Roundabout Link N Financial constraints identified
27 Michigan Urban Diamond Link N Financial constraints identified
28 Partial Cloverleaf Link N Financial constraints identified
29 Single Point Link N Insufficient intersection spacing
30 Single Roundabout Link N Financial constraints identified
Indicate with a "Y" or "N" if each intersection or interchange configuration should or should not be considered. Use the information links for
guidance. Then, click the "Show/Hide Configurations button" to hide the worksheets for the configurations that will not be considered.
Possible Configurations
VDOT Junction Screening Tool
Signalized Intersections
Unsignalized Intersections
2
Intersections Direction
TwoDirList
FourDirList
EchelonList
TwoDirList
TwoDirList
TwoDirList
TwoDirList
SingleLoopList
TwoDirList
TwoDirList
TwoDirList
Interchanges Direction
TwoDirList
Base Number of Through Lanes
Enter a base number of through lanes for each direction. The number of through lanes entered will
populate on each non-roundabout lane configuration worksheet. This tool also allows the user to enter
the number of through lanes on the lane configuration worksheets directly. This base number may be
overwritten on individual lane configuration worksheets. Turn lanes, shared lanes, and channelized lanes
must still be entered in each lane configuration worksheet.
Eastbound
Westbound
Northbound
Southbound 2
2
1
1
N/A
N/A
N/A
Question
N/A
N/A N/A
N/A
N/A
NB-SB
N/A
N/A
Select the roadway with the U-turns from the drop-down list.
N/A
N/A
All
Bowtie
Continuous Green-T
Echelon
Median U-Turn
Partial Displaced Left Turn
Thru-Cut
Single Loop
Split Intersection
N/A
N/A
Partial Median U-Turn
Restricted Crossing U-Turn
N/AN/A
VDOT Junction Screening Tool
Directional Questions and Base Lane Configurations
Before entering a base number of through lanes for each direction, answer all applicable directional
question for each intersection or interchange configuration selected for consideration. Navigate to the
lane configuration worksheet for example diagrams, if provided.
N/A
N/A
Question
N/A
N/A
3
U-Turn / Left Through Right
189 236 289
140 101 30
311 563 217
77 380 138
Volumes (veh/hr)
Eastbound
Northbound
Westbound
Southbound
VDOT Junction Screening Tool
Results Worksheet
Intersection Results
Project Title:
EW Facility:
NS Facility:
Date:
General Information
Madison Farms
Lord Fairfax Highway
U.S. Route 522
March 31, 2025
General Instructions: All intersection and interchange configurations have a default assumption
of one exclusive lane per movement. No results shall be interpreted until the user has verified
the lane configurations on each worksheet.CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Conventional
Weighted Total
Conflict Points
Conventional -0.60 48
Partial Median U-Turn -0.73 +28
Roundabout -0.77 8
*The continuous green-T is the only three-legged innovative intersection in this tool. To compare the continuous green-T to other innovative intersections,
conflicts corresponding with the fourth leg must be removed. This has been done for the conventional intersection. Conflict point diagrams for three-legged
and four-legged conventional intersections have been provided on the conventional intersection worksheet for reference.
4
Interchange Results
CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Traditional
Diamond
Weighted Total
Conflict Points
Congestion
Pedestrian
Safety
Information
The maximum v/c ratio represents the worst v/c of all zones that make up an intersection.
Compares the potential of each design to accommodate pedestrians based on safety, wayfinding, and delay. Potential is
qualitatively defined as better (+), similar (blank cell), or worse (-) than a conventional intersection or traditional diamond
interchange.
Weighted Total = (2 x Crossing Conflicts) + Merging Conflicts + Diverging Conflicts
5
Project Title:
E-W Facility:
N-S Facility:
Date:
Through Right
Eastbound 237 308 3.00%
Westbound 345 79 3.00%
Northbound 840 291 5.00%
Southbound 680 211 5.00%
Adjustment Factor 0.80 0.95 0.85
Suggested U - 0.8 L - 0.95 0.85
Through Right Approach
Eastbound 248 322 805
Westbound 361 83 685
Northbound 903 313 1607
Southbound 731 227 1039
225
231
364
U-Turn / Left
Critical Lane Volume Sum Limit
Right-turn Adjustment Factor Conversion of right-turning vehicles to equivalent through vehicles
Left-turn Adjustment Factor
Saturation value for critical lane volume sum at an intersection
75
81
235
241
391
1 truck = X Passenger Car Equivalents
Conversion of U-turning vehicles to equivalent through vehicles
Truck to PCE Factor
1600
VDOT Junction Screening Tool
Input Worksheet
Madison Farms
Lord Fairfax Highway
U.S. Route 522
Volume (veh/hr)
2.50
U-Turn / Left
Notes:
U-turn Adjustment Factor
Conversion of left-turning vehicles to equivalent through vehicles
March 31, 2025
Equivalent Passenger Car Volume
Volume (pc/hr)
Traffic Volume Demand
Truck
Percent (%)
Truck to PCE Factor
Critical Lane Volume
Suggested = 2.00
Direction
1
#Intersections Information Consider?Justification
1 Conventional -Y
2 Bowtie Link N Unable to accommodate magnitude of traffic volumes
3 Center Turn Overpass Link N Financial constraints identified
4 Continuous Green-T Link N
5 Echelon Link N Financial constraints identified
6 Full Displaced Left Turn Link N Financial constraints identified
7 Median U-Turn Link N Unable to accommodate heavy vehicles
8 Partial Displaced Left Turn Link N Financial constraints identified
9 Partial Median U-Turn Link Y
10 Quadrant Roadway N-E Link N Right-of-way restrictions identified
11 Quadrant Roadway N-W Link N Right-of-way restrictions identified
12 Quadrant Roadway S-E Link N Right-of-way restrictions identified
13 Quadrant Roadway S-W Link N Right-of-way restrictions identified
14 Restricted Crossing U-Turn Link N Unable to accommodate magnitude of traffic volumes
15 Single Loop Link N Unable to accommodate magnitude of traffic volumes
16 Split Intersection Link N Right-of-way restrictions identified
17 Thru-Cut Link N Unable to accommodate traffic patterns
18 50 Mini Roundabout Link N
19 75 Mini Roundabout Link N
20 Roundabout Link Y
21 Two-Way Stop Control -N Unable to accommodate magnitude of traffic volumes
#Interchanges Information Consider?Justification
22 Traditional Diamond Link N Financial constraints identified
23 Contraflow Left Link N Financial constraints identified
24 Displaced Left Turn Link N Financial constraints identified
25 Diverging Diamond Link N Financial constraints identified
26 Double Roundabout Link N Financial constraints identified
27 Michigan Urban Diamond Link N Financial constraints identified
28 Partial Cloverleaf Link N Financial constraints identified
29 Single Point Link N Financial constraints identified
30 Single Roundabout Link N Financial constraints identified
Unsignalized Intersections
Indicate with a "Y" or "N" if each intersection or interchange configuration should or should not be considered. Use the information links for
guidance. Then, click the "Show/Hide Configurations button" to hide the worksheets for the configurations that will not be considered.
Possible Configurations
VDOT Junction Screening Tool
Signalized Intersections
2
Intersections Direction
TwoDirList
FourDirList
EchelonList
TwoDirList
TwoDirList
TwoDirList
TwoDirList
SingleLoopList
TwoDirList
TwoDirList
TwoDirList
Interchanges Direction
TwoDirList
N/AN/A
VDOT Junction Screening Tool
Directional Questions and Base Lane Configurations
Before entering a base number of through lanes for each direction, answer all applicable directional
question for each intersection or interchange configuration selected for consideration. Navigate to the
lane configuration worksheet for example diagrams, if provided.
N/A
N/A
Question
N/A
N/A
Select the roadway with the U-turns from the drop-down list.
N/A
N/A
All
Bowtie
Continuous Green-T
Echelon
Median U-Turn
Partial Displaced Left Turn
Thru-Cut
Single Loop
Split Intersection
N/A
N/A
Partial Median U-Turn
Restricted Crossing U-Turn
N/A
N/A
NB-SB
N/A
N/A
N/A
N/A
N/A
Question
N/A
N/A N/A
Southbound 2
2
1
1
Base Number of Through Lanes
Enter a base number of through lanes for each direction. The number of through lanes entered will
populate on each non-roundabout lane configuration worksheet. This tool also allows the user to enter
the number of through lanes on the lane configuration worksheets directly. This base number may be
overwritten on individual lane configuration worksheets. Turn lanes, shared lanes, and channelized lanes
must still be entered in each lane configuration worksheet.
Eastbound
Westbound
Northbound
3
U-Turn / Left Through Right
225 237 308
231 345 79
364 840 291
75 680 211
Madison Farms
Lord Fairfax Highway
U.S. Route 522
March 31, 2025
General Instructions: All intersection and interchange configurations have a default assumption
of one exclusive lane per movement. No results shall be interpreted until the user has verified
the lane configurations on each worksheet.
VDOT Junction Screening Tool
Results Worksheet
Intersection Results
Project Title:
EW Facility:
NS Facility:
Date:
General Information
Volumes (veh/hr)
Eastbound
Northbound
Westbound
Southbound
CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Conventional
Weighted Total
Conflict Points
Conventional -0.87 48
Partial Median U-Turn -1.06 +28
Roundabout -1.27 8
*The continuous green-T is the only three-legged innovative intersection in this tool. To compare the continuous green-T to other innovative intersections,
conflicts corresponding with the fourth leg must be removed. This has been done for the conventional intersection. Conflict point diagrams for three-legged
and four-legged conventional intersections have been provided on the conventional intersection worksheet for reference.
4
Interchange Results
CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Traditional
Diamond
Weighted Total
Conflict Points
Congestion
Pedestrian
Safety
Information
The maximum v/c ratio represents the worst v/c of all zones that make up an intersection.
Compares the potential of each design to accommodate pedestrians based on safety, wayfinding, and delay. Potential is
qualitatively defined as better (+), similar (blank cell), or worse (-) than a conventional intersection or traditional diamond
interchange.
Weighted Total = (2 x Crossing Conflicts) + Merging Conflicts + Diverging Conflicts
5
Project Title:
E-W Facility:
N-S Facility:
Date:
Through Right
Eastbound 249 289 3.00%
Westbound 105 30 3.00%
Northbound 597 217 5.00%
Southbound 402 138 5.00%
Adjustment Factor 0.80 0.95 0.85
Suggested U - 0.8 L - 0.95 0.85
Through Right Approach
Eastbound 260 302 760
Westbound 110 31 287
Northbound 642 233 1209
Southbound 432 148 663
March 31, 2025
Equivalent Passenger Car Volume
Volume (pc/hr)
Traffic Volume Demand
Truck
Percent (%)
Truck to PCE Factor
Critical Lane Volume
Suggested = 2.00
Direction
1 truck = X Passenger Car Equivalents
Conversion of U-turning vehicles to equivalent through vehicles
Truck to PCE Factor
1600
VDOT Junction Screening Tool
Input Worksheet
Madison Farms
Lord Fairfax Highway
U.S. Route 522
Volume (veh/hr)
2.50
U-Turn / Left
Notes:
U-turn Adjustment Factor
Conversion of left-turning vehicles to equivalent through vehicles
189
140
311
U-Turn / Left
Critical Lane Volume Sum Limit
Right-turn Adjustment Factor Conversion of right-turning vehicles to equivalent through vehicles
Left-turn Adjustment Factor
Saturation value for critical lane volume sum at an intersection
77
83
198
146
334
1
#Intersections Information Consider?Justification
1 Conventional -Y
2 Bowtie Link N Unable to accommodate magnitude of traffic volumes
3 Center Turn Overpass Link N Financial constraints identified
4 Continuous Green-T Link N
5 Echelon Link N Financial constraints identified
6 Full Displaced Left Turn Link N Financial constraints identified
7 Median U-Turn Link N Unable to accommodate heavy vehicles
8 Partial Displaced Left Turn Link N Financial constraints identified
9 Partial Median U-Turn Link Y
10 Quadrant Roadway N-E Link N Right-of-way restrictions identified
11 Quadrant Roadway N-W Link N Right-of-way restrictions identified
12 Quadrant Roadway S-E Link N Right-of-way restrictions identified
13 Quadrant Roadway S-W Link N Right-of-way restrictions identified
14 Restricted Crossing U-Turn Link N Unable to accommodate magnitude of traffic volumes
15 Single Loop Link N Unable to accommodate magnitude of traffic volumes
16 Split Intersection Link N Right-of-way restrictions identified
17 Thru-Cut Link N Unable to accommodate traffic patterns
18 50 Mini Roundabout Link N
19 75 Mini Roundabout Link N
20 Roundabout Link Y
21 Two-Way Stop Control -N Unable to accommodate magnitude of traffic volumes
#Interchanges Information Consider?Justification
22 Traditional Diamond Link N Financial constraints identified
23 Contraflow Left Link N Financial constraints identified
24 Displaced Left Turn Link N Financial constraints identified
25 Diverging Diamond Link N Financial constraints identified
26 Double Roundabout Link N Financial constraints identified
27 Michigan Urban Diamond Link N Financial constraints identified
28 Partial Cloverleaf Link N Financial constraints identified
29 Single Point Link N Financial constraints identified
30 Single Roundabout Link N Financial constraints identified
Indicate with a "Y" or "N" if each intersection or interchange configuration should or should not be considered. Use the information links for
guidance. Then, click the "Show/Hide Configurations button" to hide the worksheets for the configurations that will not be considered.
Possible Configurations
VDOT Junction Screening Tool
Signalized Intersections
Unsignalized Intersections
2
Intersections Direction
TwoDirList
FourDirList
EchelonList
TwoDirList
TwoDirList
TwoDirList
TwoDirList
SingleLoopList
TwoDirList
TwoDirList
TwoDirList
Interchanges Direction
TwoDirList
Base Number of Through Lanes
Enter a base number of through lanes for each direction. The number of through lanes entered will
populate on each non-roundabout lane configuration worksheet. This tool also allows the user to enter
the number of through lanes on the lane configuration worksheets directly. This base number may be
overwritten on individual lane configuration worksheets. Turn lanes, shared lanes, and channelized lanes
must still be entered in each lane configuration worksheet.
Eastbound
Westbound
Northbound
Southbound 2
2
1
1
N/A
N/A
N/A
Question
N/A
N/A N/A
N/A
N/A
NB-SB
N/A
N/A
Select the roadway with the U-turns from the drop-down list.
N/A
N/A
All
Bowtie
Continuous Green-T
Echelon
Median U-Turn
Partial Displaced Left Turn
Thru-Cut
Single Loop
Split Intersection
N/A
N/A
Partial Median U-Turn
Restricted Crossing U-Turn
N/AN/A
VDOT Junction Screening Tool
Directional Questions and Base Lane Configurations
Before entering a base number of through lanes for each direction, answer all applicable directional
question for each intersection or interchange configuration selected for consideration. Navigate to the
lane configuration worksheet for example diagrams, if provided.
N/A
N/A
Question
N/A
N/A
3
U-Turn / Left Through Right
189 249 289
140 105 30
311 597 217
77 402 138
Volumes (veh/hr)
Eastbound
Northbound
Westbound
Southbound
VDOT Junction Screening Tool
Results Worksheet
Intersection Results
Project Title:
EW Facility:
NS Facility:
Date:
General Information
Madison Farms
Lord Fairfax Highway
U.S. Route 522
March 31, 2025
General Instructions: All intersection and interchange configurations have a default assumption
of one exclusive lane per movement. No results shall be interpreted until the user has verified
the lane configurations on each worksheet.CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Conventional
Weighted Total
Conflict Points
Conventional -0.61 48
Partial Median U-Turn -0.74 +28
Roundabout -0.80 8
*The continuous green-T is the only three-legged innovative intersection in this tool. To compare the continuous green-T to other innovative intersections,
conflicts corresponding with the fourth leg must be removed. This has been done for the conventional intersection. Conflict point diagrams for three-legged
and four-legged conventional intersections have been provided on the conventional intersection worksheet for reference.
4
Interchange Results
CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Traditional
Diamond
Weighted Total
Conflict Points
Congestion
Pedestrian
Safety
Information
The maximum v/c ratio represents the worst v/c of all zones that make up an intersection.
Compares the potential of each design to accommodate pedestrians based on safety, wayfinding, and delay. Potential is
qualitatively defined as better (+), similar (blank cell), or worse (-) than a conventional intersection or traditional diamond
interchange.
Weighted Total = (2 x Crossing Conflicts) + Merging Conflicts + Diverging Conflicts
5
Project Title:
E-W Facility:
N-S Facility:
Date:
Through Right
Eastbound 250 308 3.00%
Westbound 365 79 3.00%
Northbound 888 291 5.00%
Southbound 716 211 5.00%
Adjustment Factor 0.80 0.95 0.85
Suggested U - 0.8 L - 0.95 0.85
Through Right Approach
Eastbound 261 322 818
Westbound 381 83 705
Northbound 955 313 1659
Southbound 770 227 1078
225
231
364
U-Turn / Left
Critical Lane Volume Sum Limit
Right-turn Adjustment Factor Conversion of right-turning vehicles to equivalent through vehicles
Left-turn Adjustment Factor
Saturation value for critical lane volume sum at an intersection
75
81
235
241
391
1 truck = X Passenger Car Equivalents
Conversion of U-turning vehicles to equivalent through vehicles
Truck to PCE Factor
1600
VDOT Junction Screening Tool
Input Worksheet
Madison Farms
Lord Fairfax Highway
U.S. Route 522
Volume (veh/hr)
2.50
U-Turn / Left
Notes:
U-turn Adjustment Factor
Conversion of left-turning vehicles to equivalent through vehicles
March 31, 2025
Equivalent Passenger Car Volume
Volume (pc/hr)
Traffic Volume Demand
Truck
Percent (%)
Truck to PCE Factor
Critical Lane Volume
Suggested = 2.00
Direction
1
#Intersections Information Consider?Justification
1 Conventional -Y
2 Bowtie Link N Unable to accommodate magnitude of traffic volumes
3 Center Turn Overpass Link N Financial constraints identified
4 Continuous Green-T Link N
5 Echelon Link N Financial constraints identified
6 Full Displaced Left Turn Link N Financial constraints identified
7 Median U-Turn Link N Unable to accommodate heavy vehicles
8 Partial Displaced Left Turn Link N Financial constraints identified
9 Partial Median U-Turn Link Y
10 Quadrant Roadway N-E Link N Right-of-way restrictions identified
11 Quadrant Roadway N-W Link N Right-of-way restrictions identified
12 Quadrant Roadway S-E Link N Right-of-way restrictions identified
13 Quadrant Roadway S-W Link N Right-of-way restrictions identified
14 Restricted Crossing U-Turn Link N Unable to accommodate magnitude of traffic volumes
15 Single Loop Link N Unable to accommodate magnitude of traffic volumes
16 Split Intersection Link N Right-of-way restrictions identified
17 Thru-Cut Link N Unable to accommodate traffic patterns
18 50 Mini Roundabout Link N
19 75 Mini Roundabout Link N
20 Roundabout Link Y
21 Two-Way Stop Control -N Unable to accommodate magnitude of traffic volumes
#Interchanges Information Consider?Justification
22 Traditional Diamond Link N Financial constraints identified
23 Contraflow Left Link N Financial constraints identified
24 Displaced Left Turn Link N Financial constraints identified
25 Diverging Diamond Link N Financial constraints identified
26 Double Roundabout Link N Financial constraints identified
27 Michigan Urban Diamond Link N Financial constraints identified
28 Partial Cloverleaf Link N Financial constraints identified
29 Single Point Link N Financial constraints identified
30 Single Roundabout Link N Financial constraints identified
Unsignalized Intersections
Indicate with a "Y" or "N" if each intersection or interchange configuration should or should not be considered. Use the information links for
guidance. Then, click the "Show/Hide Configurations button" to hide the worksheets for the configurations that will not be considered.
Possible Configurations
VDOT Junction Screening Tool
Signalized Intersections
2
Intersections Direction
TwoDirList
FourDirList
EchelonList
TwoDirList
TwoDirList
TwoDirList
TwoDirList
SingleLoopList
TwoDirList
TwoDirList
TwoDirList
Interchanges Direction
TwoDirList
N/AN/A
VDOT Junction Screening Tool
Directional Questions and Base Lane Configurations
Before entering a base number of through lanes for each direction, answer all applicable directional
question for each intersection or interchange configuration selected for consideration. Navigate to the
lane configuration worksheet for example diagrams, if provided.
N/A
N/A
Question
N/A
N/A
Select the roadway with the U-turns from the drop-down list.
N/A
N/A
All
Bowtie
Continuous Green-T
Echelon
Median U-Turn
Partial Displaced Left Turn
Thru-Cut
Single Loop
Split Intersection
N/A
N/A
Partial Median U-Turn
Restricted Crossing U-Turn
N/A
N/A
NB-SB
N/A
N/A
N/A
N/A
N/A
Question
N/A
N/A N/A
Southbound 2
2
1
1
Base Number of Through Lanes
Enter a base number of through lanes for each direction. The number of through lanes entered will
populate on each non-roundabout lane configuration worksheet. This tool also allows the user to enter
the number of through lanes on the lane configuration worksheets directly. This base number may be
overwritten on individual lane configuration worksheets. Turn lanes, shared lanes, and channelized lanes
must still be entered in each lane configuration worksheet.
Eastbound
Westbound
Northbound
3
U-Turn / Left Through Right
225 250 308
231 365 79
364 888 291
75 716 211
Madison Farms
Lord Fairfax Highway
U.S. Route 522
March 31, 2025
General Instructions: All intersection and interchange configurations have a default assumption
of one exclusive lane per movement. No results shall be interpreted until the user has verified
the lane configurations on each worksheet.
VDOT Junction Screening Tool
Results Worksheet
Intersection Results
Project Title:
EW Facility:
NS Facility:
Date:
General Information
Volumes (veh/hr)
Eastbound
Northbound
Westbound
Southbound
CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Conventional
Weighted Total
Conflict Points
Conventional -0.89 48
Partial Median U-Turn -1.07 +28
Roundabout -1.37 8
*The continuous green-T is the only three-legged innovative intersection in this tool. To compare the continuous green-T to other innovative intersections,
conflicts corresponding with the fourth leg must be removed. This has been done for the conventional intersection. Conflict point diagrams for three-legged
and four-legged conventional intersections have been provided on the conventional intersection worksheet for reference.
4
Interchange Results
CongestionPedestrianSafetyNotes
Type Dir Maximum
V/C
Accommodation
Compared to
Traditional
Diamond
Weighted Total
Conflict Points
Congestion
Pedestrian
Safety
Information
The maximum v/c ratio represents the worst v/c of all zones that make up an intersection.
Compares the potential of each design to accommodate pedestrians based on safety, wayfinding, and delay. Potential is
qualitatively defined as better (+), similar (blank cell), or worse (-) than a conventional intersection or traditional diamond
interchange.
Weighted Total = (2 x Crossing Conflicts) + Merging Conflicts + Diverging Conflicts
5
Madison Farms 277
Traffic Impact Study
APPENDIX L
Mitigated Future Conditions with Development
Levels of Service and Queues
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2035 TF AM 2035 Total Future AM Mitigated 3:54 pm 06/26/2024 Madison Farms 2035 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBT
Lane Group Flow (vph) 198 490 5 558 32 107 267
v/c Ratio 0.48 0.48 0.01 0.72 0.05 0.42 0.63
Control Delay 12.4 11.6 4.6 21.3 0.1 27.3 20.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.4 11.6 4.6 21.3 0.1 27.3 20.5
Queue Length 50th (ft) 23 83 1 157 0 30 44
Queue Length 95th (ft) 60 270 4 309 1 88 139
Internal Link Dist (ft)643 1175 226 593
Turn Bay Length (ft) 170 100
Base Capacity (vph) 516 1376 591 1247 1086 387 584
Starvation Cap Reductn 0 0 0 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 0.38 0.36 0.01 0.45 0.03 0.28 0.46
Intersection Summary
L-1
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2035 TF AM 2035 Total Future AM Mitigated 3:54 pm 06/26/2024 Madison Farms 2035 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 442 9 5 513 29 42 34 22 51 19 176
Future Volume (veh/h) 182 442 9 5 513 29 42 34 22 51 19 176
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 198 480 10 5 558 32 46 37 24 55 21 191
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 3 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 402 669 14 473 761 645 192 146 72 123 46 236
Arrive On Green 0.08 0.37 0.37 0.12 0.41 0.41 0.21 0.21 0.21 0.21 0.21 0.21
Sat Flow, veh/h 1767 1811 38 1767 1856 1572 498 708 349 232 224 1146
Grp Volume(v), veh/h 198 0 490 5 558 32 107 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1767 0 1849 1767 1856 1572 1555 0 0 1602 0 0
Q Serve(g_s), s 0.0 0.0 13.0 0.0 14.5 0.7 0.0 0.0 0.0 5.7 0.0 0.0
Cycle Q Clear(g_c), s 0.0 0.0 13.0 0.0 14.5 0.7 2.9 0.0 0.0 9.0 0.0 0.0
Prop In Lane 1.00 0.02 1.00 1.00 0.43 0.22 0.21 0.72
Lane Grp Cap(c), veh/h 402 0 683 473 761 645 410 0 0 405 0 0
V/C Ratio(X)0.49 0.00 0.72 0.01 0.73 0.05 0.26 0.00 0.00 0.66 0.00 0.00
Avail Cap(c_a), veh/h 548 0 1480 473 1343 1138 597 0 0 607 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 21.1 0.0 15.5 15.5 14.2 10.2 19.2 0.0 0.0 21.6 0.0 0.0
Incr Delay (d2), s/veh 0.9 0.0 3.0 0.0 2.9 0.1 0.3 0.0 0.0 1.8 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 0.0 4.9 0.0 5.3 0.2 1.1 0.0 0.0 3.2 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.1 0.0 18.5 15.5 17.2 10.2 19.5 0.0 0.0 23.4 0.0 0.0
LnGrp LOS C A B B B B B A A C A A
Approach Vol, veh/h 688 595 107 267
Approach Delay, s/veh 19.5 16.8 19.5 23.4
Approach LOS B B B C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 9.3 31.3 16.7 11.6 28.9 16.7
Change Period (Y+Rc), s 4.5 7.8 4.9 4.5 7.8 4.9
Max Green Setting (Gmax), s 9.5 41.4 19.1 5.1 45.8 19.1
Max Q Clear Time (g_c+I1), s 2.0 16.5 4.9 2.0 15.0 11.0
Green Ext Time (p_c), s 0.3 7.0 0.4 0.0 6.1 0.9
Intersection Summary
HCM 6th Ctrl Delay 19.2
HCM 6th LOS B
L-2
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2035 TF AM 2035 Total Future AM Mitigated 3:54 pm 06/26/2024 Madison Farms 2035 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 195 243 298 144 104 31 321 580 224 79 392 142
v/c Ratio 0.57 0.68 0.38 0.54 0.37 0.08 0.67 0.61 0.38 0.45 0.57 0.09
Control Delay 48.7 52.6 9.5 54.3 49.6 0.4 53.7 40.4 6.8 58.5 44.4 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 48.7 52.6 9.5 54.3 49.6 0.4 53.7 40.4 6.8 58.5 44.4 0.1
Queue Length 50th (ft) 124 159 47 96 67 0 110 194 0 53 130 0
Queue Length 95th (ft) 224 275 120 185 138 0 181 296 64 116 210 0
Internal Link Dist (ft)458 1239 571 373
Turn Bay Length (ft) 325 275 525 150 600 300 150 550
Base Capacity (vph) 473 498 847 320 337 444 640 1066 631 232 871 1538
Starvation Cap Reductn 0 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 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.41 0.49 0.35 0.45 0.31 0.07 0.50 0.54 0.35 0.34 0.45 0.09
Intersection Summary
L-3
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2035 TF AM 2035 Total Future AM Mitigated 3:54 pm 06/26/2024 Madison Farms 2035 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 189 236 289 140 101 30 311 563 217 77 380 138
Future Volume (veh/h) 189 236 289 140 101 30 311 563 217 77 380 138
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 195 243 298 144 104 31 321 580 224 79 392 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 3 3 3 3 3 5 5 5 5 5 5
Cap, veh/h 374 393 522 269 282 239 406 799 356 118 620
Arrive On Green 0.21 0.21 0.21 0.15 0.15 0.15 0.12 0.23 0.23 0.07 0.18 0.00
Sat Flow, veh/h 1767 1856 1572 1767 1856 1572 3374 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 195 243 298 144 104 31 321 580 224 79 392 0
Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1856 1572 1687 1735 1547 1739 1735 1547
Q Serve(g_s), s 9.6 11.7 15.4 7.4 5.0 1.7 9.1 15.2 12.8 4.4 10.3 0.0
Cycle Q Clear(g_c), s 9.6 11.7 15.4 7.4 5.0 1.7 9.1 15.2 12.8 4.4 10.3 0.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 374 393 522 269 282 239 406 799 356 118 620
V/C Ratio(X)0.52 0.62 0.57 0.54 0.37 0.13 0.79 0.73 0.63 0.67 0.63
Avail Cap(c_a), veh/h 522 548 654 353 371 314 708 1172 523 258 961
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 34.4 35.2 27.1 38.6 37.5 36.1 42.1 35.1 34.1 44.8 37.5 0.0
Incr Delay (d2), s/veh 1.6 2.3 1.4 2.4 1.1 0.3 3.5 1.8 2.6 6.3 1.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.2 5.3 5.7 3.3 2.3 0.7 3.8 6.3 4.8 2.0 4.3 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.0 37.5 28.5 40.9 38.7 36.5 45.6 36.9 36.7 51.2 39.0 0.0
LnGrp LOS D D C D D D D D D D D
Approach Vol, veh/h 736 279 1125 471
Approach Delay, s/veh 33.5 39.6 39.3 41.0
Approach LOS C D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 20.2 24.3 23.3 15.1 29.4 30.8
Change Period (Y+Rc), s 8.3 6.7 * 8.3 * 9.4 6.7 9.9
Max Green Setting (Gmax), s 20.7 27.3 * 20 * 14 33.3 29.1
Max Q Clear Time (g_c+I1), s 11.1 12.3 9.4 6.4 17.2 17.4
Green Ext Time (p_c), s 0.8 2.7 1.1 0.1 5.5 3.5
Intersection Summary
HCM 6th Ctrl Delay 38.0
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
L-4
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2035 TF PM 2035 Total Future PM Mitigated 11:59 pm 06/25/2024 Madison Farms 2035 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBT
Lane Group Flow (vph) 153 823 40 829 45 89 267
v/c Ratio 0.53 0.75 0.11 0.86 0.05 0.51 0.74
Control Delay 20.4 17.8 4.8 26.6 0.9 39.9 32.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 20.4 17.8 4.8 26.6 0.9 39.9 32.5
Queue Length 50th (ft) 21 316 5 334 0 37 76
Queue Length 95th (ft) 51 486 13 #536 6 87 #188
Internal Link Dist (ft)643 1175 226 593
Turn Bay Length (ft) 170 100
Base Capacity (vph) 310 1212 349 1163 1018 203 406
Starvation Cap Reductn 0 0 0 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 0.49 0.68 0.11 0.71 0.04 0.44 0.66
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
L-5
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2035 TF PM 2035 Total Future PM Mitigated 11:59 pm 06/25/2024 Madison Farms 2035 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 730 35 37 771 42 36 31 16 39 36 173
Future Volume (veh/h) 142 730 35 37 771 42 36 31 16 39 36 173
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 785 38 40 829 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 3 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 296 933 45 298 978 829 151 119 48 87 59 211
Arrive On Green 0.06 0.53 0.53 0.06 0.53 0.53 0.19 0.19 0.19 0.19 0.19 0.19
Sat Flow, veh/h 1767 1755 85 1767 1856 1572 448 642 257 174 320 1135
Grp Volume(v), veh/h 153 0 823 40 829 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1767 0 1840 1767 1856 1572 1347 0 0 1629 0 0
Q Serve(g_s), s 0.0 0.0 29.0 0.0 29.3 1.1 0.0 0.0 0.0 7.8 0.0 0.0
Cycle Q Clear(g_c), s 0.0 0.0 29.0 0.0 29.3 1.1 3.6 0.0 0.0 12.2 0.0 0.0
Prop In Lane 1.00 0.05 1.00 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 296 0 978 298 978 829 318 0 0 357 0 0
V/C Ratio(X)0.52 0.00 0.84 0.13 0.85 0.05 0.28 0.00 0.00 0.75 0.00 0.00
Avail Cap(c_a), veh/h 356 0 1206 312 1160 983 327 0 0 367 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 30.3 0.0 15.2 25.4 15.5 8.8 26.7 0.0 0.0 30.3 0.0 0.0
Incr Delay (d2), s/veh 1.4 0.0 5.9 0.2 6.5 0.1 0.5 0.0 0.0 8.0 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.6 0.0 11.1 0.6 11.5 0.3 1.4 0.0 0.0 5.3 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.7 0.0 21.1 25.6 22.0 8.9 27.2 0.0 0.0 38.3 0.0 0.0
LnGrp LOS C A C C C A C A A D A A
Approach Vol, veh/h 976 914 89 267
Approach Delay, s/veh 22.8 21.5 27.2 38.3
Approach LOS C C C D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 9.3 48.2 19.1 9.0 48.5 19.1
Change Period (Y+Rc), s 4.5 7.8 4.9 4.5 7.8 4.9
Max Green Setting (Gmax), s 7.4 47.9 14.7 5.1 50.2 14.7
Max Q Clear Time (g_c+I1), s 2.0 31.3 5.6 2.0 31.0 14.2
Green Ext Time (p_c), s 0.2 9.1 0.2 0.0 9.7 0.1
Intersection Summary
HCM 6th Ctrl Delay 24.3
HCM 6th LOS C
L-6
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2035 TF PM 2035 Total Future PM Mitigated 11:59 pm 06/25/2024 Madison Farms 2035 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 230 242 314 236 352 81 371 857 297 77 694 215
v/c Ratio 0.89 0.89 0.49 0.64 0.90 0.17 0.86 0.77 0.42 0.57 0.82 0.14
Control Delay 86.8 85.3 21.1 54.8 76.5 0.7 74.5 45.1 5.7 74.2 53.8 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 86.8 85.3 21.1 54.8 76.5 0.7 74.5 45.1 5.7 74.2 53.8 0.2
Queue Length 50th (ft) 193 203 117 183 291 0 160 353 0 63 288 0
Queue Length 95th (ft) #344 #356 206 274 #466 0 #243 436 66 118 362 0
Internal Link Dist (ft)458 1239 571 373
Turn Bay Length (ft) 325 275 525 150 600 300 150 550
Base Capacity (vph) 267 281 649 387 407 496 444 1122 702 145 913 1538
Starvation Cap Reductn 0 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 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.86 0.86 0.48 0.61 0.86 0.16 0.84 0.76 0.42 0.53 0.76 0.14
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
L-7
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2035 TF PM 2035 Total Future PM Mitigated 11:59 pm 06/25/2024 Madison Farms 2035 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 225 237 308 231 345 79 364 840 291 75 680 211
Future Volume (veh/h) 225 237 308 231 345 79 364 840 291 75 680 211
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 230 242 314 236 352 81 371 857 297 77 694 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 3 3 3 3 3 3 5 5 5 5 5 5
Cap, veh/h 276 290 444 374 392 332 425 1029 459 111 816
Arrive On Green 0.16 0.16 0.16 0.21 0.21 0.21 0.13 0.30 0.30 0.06 0.24 0.00
Sat Flow, veh/h 1767 1856 1572 1767 1856 1572 3374 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 230 242 314 236 352 81 371 857 297 77 694 0
Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1856 1572 1687 1735 1547 1739 1735 1547
Q Serve(g_s), s 15.5 15.5 19.1 14.9 22.6 5.2 13.2 28.2 20.4 5.3 23.4 0.0
Cycle Q Clear(g_c), s 15.5 15.5 19.1 14.9 22.6 5.2 13.2 28.2 20.4 5.3 23.4 0.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 276 290 444 374 392 332 425 1029 459 111 816
V/C Ratio(X)0.83 0.84 0.71 0.63 0.90 0.24 0.87 0.83 0.65 0.69 0.85
Avail Cap(c_a), veh/h 276 290 444 400 420 356 460 1114 497 151 944
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 50.1 50.1 39.4 43.9 47.0 40.1 52.5 40.2 37.5 56.1 44.7 0.0
Incr Delay (d2), s/veh 19.9 19.3 5.6 3.5 21.3 0.5 15.8 5.5 3.1 8.1 7.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.2 8.6 9.0 6.8 12.5 2.1 6.4 12.4 7.9 2.5 10.5 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 70.0 69.4 45.0 47.4 68.3 40.7 68.2 45.7 40.6 64.3 52.0 0.0
LnGrp LOS E E D D E D E D D E D
Approach Vol, veh/h 786 669 1525 771
Approach Delay, s/veh 59.8 57.6 50.2 53.2
Approach LOS E E D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 23.7 35.5 34.2 16.2 43.0 29.0
Change Period (Y+Rc), s 8.3 6.7 * 8.3 * 9.4 6.7 9.9
Max Green Setting (Gmax), s 16.7 33.3 * 28 * 9.6 39.3 19.1
Max Q Clear Time (g_c+I1), s 15.2 25.4 24.6 7.3 30.2 21.1
Green Ext Time (p_c), s 0.2 3.4 1.3 0.0 5.4 0.0
Intersection Summary
HCM 6th Ctrl Delay 54.1
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
User approved changes to right turn type.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
L-8
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2042 TF AM 2042 Total Future AM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBT
Lane Group Flow (vph) 198 508 5 572 32 107 267
v/c Ratio 0.48 0.49 0.01 0.73 0.04 0.43 0.64
Control Delay 12.6 11.5 4.4 21.2 0.1 28.3 21.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 12.6 11.5 4.4 21.2 0.1 28.3 21.4
Queue Length 50th (ft) 23 87 1 164 0 30 45
Queue Length 95th (ft) 57 276 4 311 1 89 142
Internal Link Dist (ft)643 1175 226 593
Turn Bay Length (ft) 170 100
Base Capacity (vph) 509 1394 579 1267 1101 360 555
Starvation Cap Reductn 0 0 0 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 0.36 0.01 0.45 0.03 0.30 0.48
Intersection Summary
L-9
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2042 TF AM 2042 Total Future AM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 182 458 9 5 526 29 42 34 22 51 19 176
Future Volume (veh/h) 182 458 9 5 526 29 42 34 22 51 19 176
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 198 498 10 5 572 32 46 37 24 55 21 191
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 3 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 398 689 14 465 776 657 189 143 71 122 46 234
Arrive On Green 0.08 0.38 0.38 0.12 0.42 0.42 0.20 0.20 0.20 0.20 0.20 0.20
Sat Flow, veh/h 1767 1813 36 1767 1856 1572 495 704 347 232 224 1146
Grp Volume(v), veh/h 198 0 508 5 572 32 107 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1767 0 1849 1767 1856 1572 1545 0 0 1602 0 0
Q Serve(g_s), s 0.0 0.0 13.7 0.0 15.1 0.7 0.0 0.0 0.0 5.9 0.0 0.0
Cycle Q Clear(g_c), s 0.0 0.0 13.7 0.0 15.1 0.7 3.0 0.0 0.0 9.2 0.0 0.0
Prop In Lane 1.00 0.02 1.00 1.00 0.43 0.22 0.21 0.72
Lane Grp Cap(c), veh/h 398 0 703 465 776 657 403 0 0 401 0 0
V/C Ratio(X)0.50 0.00 0.72 0.01 0.74 0.05 0.27 0.00 0.00 0.67 0.00 0.00
Avail Cap(c_a), veh/h 541 0 1488 465 1353 1146 561 0 0 570 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 21.5 0.0 15.4 15.8 14.2 10.1 19.6 0.0 0.0 22.0 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 3.0 0.0 2.9 0.1 0.3 0.0 0.0 1.9 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 0.0 5.1 0.0 5.5 0.2 1.1 0.0 0.0 3.3 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 22.5 0.0 18.4 15.8 17.2 10.1 19.9 0.0 0.0 23.9 0.0 0.0
LnGrp LOS C A B B B B B A A C A A
Approach Vol, veh/h 706 609 107 267
Approach Delay, s/veh 19.6 16.8 19.9 23.9
Approach LOS B B B C
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 9.3 32.1 16.7 11.5 29.9 16.7
Change Period (Y+Rc), s 4.5 7.8 4.9 4.5 7.8 4.9
Max Green Setting (Gmax), s 9.5 42.4 18.1 5.1 46.8 18.1
Max Q Clear Time (g_c+I1), s 2.0 17.1 5.0 2.0 15.7 11.2
Green Ext Time (p_c), s 0.3 7.2 0.4 0.0 6.4 0.8
Intersection Summary
HCM 6th Ctrl Delay 19.3
HCM 6th LOS B
L-10
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2042 TF AM 2042 Total Future AM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 195 257 298 144 108 31 321 609 224 79 414 142
v/c Ratio 0.57 0.71 0.39 0.55 0.40 0.08 0.68 0.64 0.38 0.44 0.58 0.09
Control Delay 48.5 54.2 10.3 55.7 50.8 0.4 54.1 40.9 6.8 57.0 43.9 0.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 48.5 54.2 10.3 55.7 50.8 0.4 54.1 40.9 6.8 57.0 43.9 0.1
Queue Length 50th (ft) 127 173 53 99 72 0 114 210 0 54 141 0
Queue Length 95th (ft) 222 288 128 184 142 0 178 306 63 111 211 0
Internal Link Dist (ft)458 1239 571 373
Turn Bay Length (ft) 325 275 525 150 600 300 150 550
Base Capacity (vph) 438 461 829 286 301 417 606 1038 620 310 1025 1538
Starvation Cap Reductn 0 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 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.45 0.56 0.36 0.50 0.36 0.07 0.53 0.59 0.36 0.25 0.40 0.09
Intersection Summary
L-11
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2042 TF AM 2042 Total Future AM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future AM Mitigated Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 189 249 289 140 105 30 311 591 217 77 402 138
Future Volume (veh/h) 189 249 289 140 105 30 311 591 217 77 402 138
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 195 257 298 144 108 31 321 609 224 79 414 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Percent Heavy Veh, % 3 3 3 3 3 3 5 5 5 5 5 5
Cap, veh/h 369 388 517 267 280 237 404 820 366 119 645
Arrive On Green 0.21 0.21 0.21 0.15 0.15 0.15 0.12 0.24 0.24 0.07 0.19 0.00
Sat Flow, veh/h 1767 1856 1572 1767 1856 1572 3374 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 195 257 298 144 108 31 321 609 224 79 414 0
Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1856 1572 1687 1735 1547 1739 1735 1547
Q Serve(g_s), s 9.7 12.6 15.6 7.5 5.2 1.7 9.2 16.1 12.8 4.4 11.0 0.0
Cycle Q Clear(g_c), s 9.7 12.6 15.6 7.5 5.2 1.7 9.2 16.1 12.8 4.4 11.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 369 388 517 267 280 237 404 820 366 119 645
V/C Ratio(X)0.53 0.66 0.58 0.54 0.39 0.13 0.79 0.74 0.61 0.67 0.64
Avail Cap(c_a), veh/h 482 506 618 315 331 280 669 1129 503 343 1129
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 34.9 36.1 27.6 39.0 38.0 36.5 42.5 35.1 33.9 45.1 37.4 0.0
Incr Delay (d2), s/veh 1.7 2.8 1.4 2.4 1.2 0.4 3.6 2.3 2.4 6.3 1.5 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 4.2 5.8 5.8 3.3 2.4 0.7 3.9 6.7 4.8 2.0 4.6 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 36.6 38.9 29.0 41.4 39.2 36.9 46.1 37.4 36.2 51.4 38.9 0.0
LnGrp LOS D D C D D D D D D D D
Approach Vol, veh/h 750 283 1154 493
Approach Delay, s/veh 34.4 40.1 39.6 40.9
Approach LOS C D D D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 20.2 25.1 23.3 15.2 30.2 30.7
Change Period (Y+Rc), s 8.3 6.7 * 8.3 * 9.4 6.7 9.9
Max Green Setting (Gmax), s 19.7 32.3 * 18 * 19 32.3 27.1
Max Q Clear Time (g_c+I1), s 11.2 13.0 9.5 6.4 18.1 17.6
Green Ext Time (p_c), s 0.7 3.2 0.9 0.1 5.3 3.2
Intersection Summary
HCM 6th Ctrl Delay 38.4
HCM 6th LOS D
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
L-12
Queues
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2042 TF PM 2042 Total Future PM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 1
Lane Group EBL EBT WBL WBT WBR NBT SBT
Lane Group Flow (vph) 153 850 40 862 45 89 267
v/c Ratio 0.56 0.76 0.12 0.86 0.05 0.59 0.77
Control Delay 21.4 17.4 4.4 25.5 0.8 48.0 36.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.4 17.4 4.4 25.5 0.8 48.0 36.8
Queue Length 50th (ft) 19 323 5 340 0 39 78
Queue Length 95th (ft) 53 490 12 528 5 #106 #206
Internal Link Dist (ft)643 1175 226 593
Turn Bay Length (ft) 170 100
Base Capacity (vph) 286 1236 343 1210 1056 166 369
Starvation Cap Reductn 0 0 0 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 0.53 0.69 0.12 0.71 0.04 0.54 0.72
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
L-13
HCM 6th Signalized Intersection Summary
1: Hudson Hollow Road (VA Route 636)/White Oak Road (VA Route 636) & Fairfax Pike (VA Route 277)06/16/2025
2042 TF PM 2042 Total Future PM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 142 755 35 37 802 42 36 31 16 39 36 173
Future Volume (veh/h) 142 755 35 37 802 42 36 31 16 39 36 173
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1900 1900 1900 1900 1900 1900
Adj Flow Rate, veh/h 153 812 38 40 862 45 39 33 17 42 39 186
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Percent Heavy Veh, % 3 3 3 3 3 3 0 0 0 0 0 0
Cap, veh/h 297 961 45 306 1016 861 137 108 42 84 53 191
Arrive On Green 0.06 0.55 0.55 0.06 0.55 0.55 0.17 0.17 0.17 0.17 0.17 0.17
Sat Flow, veh/h 1767 1758 82 1767 1856 1572 418 638 249 178 316 1134
Grp Volume(v), veh/h 153 0 850 40 862 45 89 0 0 267 0 0
Grp Sat Flow(s),veh/h/ln 1767 0 1841 1767 1856 1572 1305 0 0 1628 0 0
Q Serve(g_s), s 0.0 0.0 30.2 0.0 30.5 1.0 0.0 0.0 0.0 8.8 0.0 0.0
Cycle Q Clear(g_c), s 0.0 0.0 30.2 0.0 30.5 1.0 3.8 0.0 0.0 12.6 0.0 0.0
Prop In Lane 1.00 0.04 1.00 1.00 0.44 0.19 0.16 0.70
Lane Grp Cap(c), veh/h 297 0 1006 306 1016 861 287 0 0 328 0 0
V/C Ratio(X)0.52 0.00 0.84 0.13 0.85 0.05 0.31 0.00 0.00 0.81 0.00 0.00
Avail Cap(c_a), veh/h 335 0 1229 310 1205 1021 287 0 0 328 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 0.00 1.00 1.00 1.00 1.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 30.4 0.0 14.8 25.1 14.8 8.2 28.2 0.0 0.0 32.0 0.0 0.0
Incr Delay (d2), s/veh 1.4 0.0 6.0 0.2 6.3 0.1 0.6 0.0 0.0 14.4 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.7 0.0 11.5 0.6 11.8 0.3 1.4 0.0 0.0 6.0 0.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 31.8 0.0 20.8 25.3 21.1 8.2 28.8 0.0 0.0 46.4 0.0 0.0
LnGrp LOS C A C C C A C A A D A A
Approach Vol, veh/h 1003 947 89 267
Approach Delay, s/veh 22.5 20.7 28.8 46.4
Approach LOS C C C D
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 9.3 50.3 18.0 9.4 50.2 18.0
Change Period (Y+Rc), s 4.5 7.8 4.9 4.5 7.8 4.9
Max Green Setting (Gmax), s 6.5 50.4 13.1 5.1 51.8 13.1
Max Q Clear Time (g_c+I1), s 2.0 32.5 5.8 2.0 32.2 14.6
Green Ext Time (p_c), s 0.1 10.0 0.2 0.0 10.2 0.0
Intersection Summary
HCM 6th Ctrl Delay 24.8
HCM 6th LOS C
L-14
Queues
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2042 TF PM 2042 Total Future PM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Group Flow (vph) 230 255 314 236 372 81 371 906 297 77 731 215
v/c Ratio 0.86 0.90 0.49 0.62 0.93 0.16 0.90 0.84 0.43 0.57 0.87 0.14
Control Delay 81.0 86.2 20.5 53.4 78.9 0.7 81.4 50.1 5.9 74.8 58.9 0.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 81.0 86.2 20.5 53.4 78.9 0.7 81.4 50.1 5.9 74.8 58.9 0.2
Queue Length 50th (ft) 191 214 113 181 308 0 161 390 0 63 311 0
Queue Length 95th (ft) #332 #370 202 271 #493 0 #255 #513 68 118 #407 0
Internal Link Dist (ft)458 1239 571 373
Turn Bay Length (ft) 325 275 525 150 600 300 150 550
Base Capacity (vph) 276 291 645 395 416 503 411 1084 688 143 873 1538
Starvation Cap Reductn 0 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 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.83 0.88 0.49 0.60 0.89 0.16 0.90 0.84 0.43 0.54 0.84 0.14
Intersection Summary
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
L-15
HCM 6th Signalized Intersection Summary
2: US Route 522 & Fairfax Pike (VA Route 277)/US Route 340 06/16/2025
2042 TF PM 2042 Total Future PM Mitigated 3:56 pm 06/26/2024 Madison Farms 2042 Total Future PM Mitigated Synchro 11 Report
Wells + Associates Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 225 250 308 231 365 79 364 888 291 75 716 211
Future Volume (veh/h) 225 250 308 231 365 79 364 888 291 75 716 211
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No No
Adj Sat Flow, veh/h/ln 1856 1856 1856 1856 1856 1856 1826 1826 1826 1826 1826 1826
Adj Flow Rate, veh/h 230 255 314 236 372 81 371 906 297 77 731 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 3 3 3 3 3 3 5 5 5 5 5 5
Cap, veh/h 280 294 444 386 405 343 418 1030 460 110 823
Arrive On Green 0.16 0.16 0.16 0.22 0.22 0.22 0.12 0.30 0.30 0.06 0.24 0.00
Sat Flow, veh/h 1767 1856 1572 1767 1856 1572 3374 3469 1547 1739 3469 1547
Grp Volume(v), veh/h 230 255 314 236 372 81 371 906 297 77 731 0
Grp Sat Flow(s),veh/h/ln 1767 1856 1572 1767 1856 1572 1687 1735 1547 1739 1735 1547
Q Serve(g_s), s 16.0 17.0 20.1 15.3 24.8 5.4 13.7 31.5 21.2 5.5 25.8 0.0
Cycle Q Clear(g_c), s 16.0 17.0 20.1 15.3 24.8 5.4 13.7 31.5 21.2 5.5 25.8 0.0
Prop In Lane 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 280 294 444 386 405 343 418 1030 460 110 823
V/C Ratio(X)0.82 0.87 0.71 0.61 0.92 0.24 0.89 0.88 0.65 0.70 0.89
Avail Cap(c_a), veh/h 280 294 444 400 420 356 418 1030 460 145 884
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00
Uniform Delay (d), s/veh 51.6 52.0 40.8 44.7 48.4 40.8 54.6 42.4 38.8 58.2 46.7 0.0
Incr Delay (d2), s/veh 18.0 23.3 5.6 3.1 25.0 0.5 20.1 9.1 3.6 9.3 10.9 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.3 9.7 9.3 6.9 14.1 2.1 6.8 14.3 8.2 2.7 12.0 0.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 69.6 75.3 46.3 47.8 73.4 41.3 74.7 51.5 42.3 67.5 57.6 0.0
LnGrp LOS E E D D E D E D D E E
Approach Vol, veh/h 799 689 1574 808
Approach Delay, s/veh 62.3 60.9 55.2 58.5
Approach LOS E E E E
Timer - Assigned Phs 1 2 4 5 6 8
Phs Duration (G+Y+Rc), s 24.0 36.8 36.0 16.4 44.3 30.0
Change Period (Y+Rc), s 8.3 6.7 * 8.3 * 9.4 6.7 9.9
Max Green Setting (Gmax), s 15.7 32.3 * 29 * 9.6 37.3 20.1
Max Q Clear Time (g_c+I1), s 15.7 27.8 26.8 7.5 33.5 22.1
Green Ext Time (p_c), s 0.0 2.3 0.8 0.0 2.7 0.0
Intersection Summary
HCM 6th Ctrl Delay 58.4
HCM 6th LOS E
Notes
* HCM 6th computational engine requires equal clearance times for the phases crossing the barrier.
Unsignalized Delay for [SBR] is excluded from calculations of the approach delay and intersection delay.
L-16