HomeMy WebLinkAbout04-12 Traffic Impact Analysis0
Executive Summary
0
Laxmi Kesari is requesting rezoning of 5.0 +/- acres from Rural Agriculture to B -2 Business for expansion
of commercial uses adjacent to his existing Old Stone Truck Stop. The rezoning will contribute additional
traffic into the roadway network, therefore this Traffic Impact Study was prepared to evaluate the traffic
impacts.
The proposed rezoning is aligned with the recently approved North East Land Use Plan /Comprehensive
plan, which designates the subject property for business use. The new traffic control devices in the
project area, combined with the proposed improvements, adequately manage the traffic resulting from
this project. For that reason the transportation impacts of this rezoning are believed to be manageable
and acceptable for this project setting.
0 0
11�l,
Table of Contents
Executive Summary
Introduction....................................................................................................................
..............................1
Background Information .................................................................................................
..............................1
DevelopmentDescription ...............................................................................................
..............................2
StudyArea Description ...................................................................................................
..............................4
Proposedand Existing Uses ............................................................................................
..............................4
Existing Traffic Conditions (2010) ...................................................................................
..............................5
Background Traffic Conditions (2013) ...........................................................................
.............................10
TripGeneration & Distribution ......................................................................................
.............................13
Build -out Conditions ( 2013) ...........................................................................................
.............................13
Recommended Roadway Improvements .......................................................................
.............................20
DesignYear ( 2019) .........................................................................................................
.............................23
QueueAnalysis .............................................................................................................
............................... 29
Pedestrian and Bicycle Traffic ........................................................................................
.............................29
Conclusions..................................................................................................................
............................... 29
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• Introduction
0
Purpose
This Traffic Impact Study has been prepared to support the request by Laxmi Kesari for a rezoning of his
property to enable additional businesses on the property.
Study Objectives
The objectives of this study are to determine:
1. The impacts on traffic operations that may occur within the study area as a result of constructing a
commercial development.
2. Future connectivity to pedestrian and bicycle facilities that may result from the construction of the
commercial development.
Background Information
Transportation Improvements Assumed
The following transportation improvements were assumed to be in place with the proposed commercial
development:
1. A continuous auxiliary/right turn lane along the front of the property.
2. A traffic signal at the entrance to the site.
3. Pavement marking modifications needed to use the center lane as a left turn lane at the site
entrance.
Transportation Improvements Planned
A review of the VDOT Six year Improvement Plan showed no planned construction projects in the
vicinity of the proposed rezoning.
A review of the 2009 -2010 Secondary Road Improvement Plan for Frederick County, VA displayed a
proposed major improvement project on Brucetown Road (Route 672) from its intersection with
Martinsburg Pike (Route 11) eastward for 0.35 miles. The project is unscheduled in the plan. This project
is just north of the property on which the rezoning is proposed.
Development Description
Site Location
The subject property is located west of US Route 11 (Martinsburg Pike), south of Hopewell Road, and
east of the CSX railroad. Figure 1 shows the location of the property.
P
0
, l _ PROPERTY LOCATION MAP
— i
—1_
Figure i Property Location map
Description of the Parcel
Laxmi Kesari is requesting a zoning change on approximately 5.0 acres of land he owns. It is on this land
that the additional commercial development is planned.
General Terrain Features
The site and surrounding areas have gentle grades with slopes that drain to the east. The CSX railroad
runs north -south adjacent to the western property boundary of the rezoning area.
Location within Jurisdiction and Region
The subject property is located in the Stonewall magisterial district, Frederick County, VA.
Comprehensive Plan Recommendations
The 2010 Northeast Frederick Land Use Plan update of the Frederick County Comprehensive Plan calls
for the subject property to be developed with a business land use, Surrounding properties are also
designated as business land use. Much of the surrounding property is already developed with
commercial or mining uses. Figure 2 highlights the subject property on the Northeast Frederick Land
Use Plan map.
0
0 •
Figure 2 Northeast Frederick Land Use Plan showing Site
Current Zoning
lit The current zoning on the subject site is RA (Rural Agriculture). The requested zoning is B -2 Business.
Surrounding lands are zoned B -2 to the north and south, B -3 to the west, and EM and RA to the east.
Figure 3 Current Zoning Map with Site Shown
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0
• Study Area Description
Study Area
Forth e purposes of this Traffic Impact Study, the limits of the study area extend east to Martinsburg
Pike, west to 1 -81, north to Brucetown Road, and south to a point just past the site.
There are no additional major intersections within 2000 feet of the site that were not included in the
study.
Proposed and Existing Uses
Existing Use
The existing site is a vacant field with an old house.
Proposed Uses
The proposed use for the property is business and commercial development. Access to the site will be
provided via a new entrance on Martinsburg Pike. An inter - parcel connector will also be provided,
connecting to the Old Stone Truck Stop property to the north.
Nearby Uses
The existing land uses near the proposed site are:
North — commercial development
• West — commercial development
• South —Vacant (zoned B -2)
• East - Clearbrook Park and a few residential units
Existing Roadways
Figure 4 shows the existing roadways in the subject property. The typical sections for the roadways in
the vicinity of the project are described as:
Martinsburg Pike is a rural arterial roadway with one lane in each direction and a continuous left
turn lane in the center. Additional lanes for turning movements are provided at intersections.
Hopewell Road is a rural two lane roadway with shoulders and no turn lanes in the intersections.
• Brucetown Road is a rural two lane roadway with shoulders and no turn lanes in the intersections.
The 1 -81 ramps are single lane ramps with shoulders.
Future Transportation Improvements
The subject property is located in the Virginia Department of Transportation's Staunton District, and
Edinburg Residency area of responsibility. A review of the VDOT Six year Improvement Plan showed no
planned construction projects in the vicinity of the proposed rezoning.
The Virginia Department of Transportation continues to plan for improvements on 1 -81. Construction of
the planned improvements is unscheduled.
A review of the 2009 -2010 Secondary Road Improvement Plan for Frederick County, VA displayed a
proposed major improvement project on Brucetown Road (Route 172) from its intersection with
JMartinsburg Pike (Route 11) eastward for 0.35 miles. The project is unscheduled in the plan.
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Figure 4 Intersection Locations and Images
Kesari Development, Frederick County
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NOT TO SCALE
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0
• The 2010 Northeast Frederick Land Use Plan update of the Frederick County Comprehensive Plan
indicates long range projects that are planned to be implemented as land uses intensify in this area of
the county. The long range roadway improvements planned in the vicinity of this project include the
realignment of Hopewell Road to Brucetown Road, and the widening of Martinsburg Pike to three lanes
in each direction. Neither project is scheduled or funded.
0 0
• Existing Traffic Conditions 2010
Data Collection
To analyze the existing traffic conditions, peak hour turning movement counts were performed at four
intersections understudy. These are:
• 1 -81 SB ramps and Hopewell Road
• 1 -81 NB Ramps and Hopewell Road
• Martinsburg Pike and Hopewell Road
• Martinsburg Pike and Brucetown Road
Traffic count data is included in Appendix A of this report. A'K factor' of 0.084 was applied to the PM
peak hour volumes to obtain the average annual daily traffic (AADT). Count data was smoothed and
balanced as needed.
Analysis
The existing AM and PM peak hour intersection turning movements were analyzed using the Synchro
7.0 traffic modeling software. The existing peak hour traffic volumes are shown in figure 5, the existing
lane geometry and levels of service are shown in figure 6, and the modeling results (levels of service and
delays and 95% queue length) are shown in tabular form in Table 1.
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Figure 5 2010 Existing Traffic Conditions
Kesari Development — Frederick County, VA
AM
i
NOT TO SCALE
9
AM Peak Hour (PM Peak Hour)
Figure 6 2010 Existing Level of Service and Lane Configuration
Kesari Development — Frederick County, VA
0
• Table 12010 Existing levels of Service, Delays an 95% Queue Length
.1
10
AM Peak Hour
PM Peak
Type of
Intersection Control
LOS
Delay
Queue
LOS
Delay
F(feeut)
(sec)
(feet)
EB
(sec)
.1
10
EB
Thru
EB
RT
East -West: Hopewell Road (Route 672)
Unsignalized
yyB
LT
A
5.1
6
A
4.4
5
North - South: 1 -81 SB ramps
WB
Thru
SB
L/R/T
B
11.5
11
B
11.6
12
EB
Thru
EB
LT
A
2.4
2
A
2.8
2
East -West: Hopewell Road (Route 672)
unsignalized
WB
RT
North - South: 1 -81 NB ramps
WB
Thru
NB
L/R/T
B
10.4
11
B
10.3
11
EB
L/R
D
41.4
140
C
44.7
135
NB
LT
B
15.3
29
B
15.4
48
West: Hopewell Road (Route 672)
Signalized
NB
Thru
C
25.3
135
B
36.0
439
North- South: Martinsburg Pike (US 11)
SS
RT
SB
Thru
A
0.5
0
A
0.4
0
WB
L/R
D
50.8
158
D
45.7
108
NB
RT
West Brucetown Road (Route 672)
Signalized
NB
Thru
A
0.2
0
A
0.9
35
North - South: Martinsburg Pike (US 11)
SB
LT
C
15.2
19
C
15.0
25
SB
Thru
C
33.3
295
C
31.0
205
.1
10
0 0
• Background Traffic Conditions (2013)
Background traffic conditions in 2013 are those that are expected to exist without the proposed
rezoning and associated development. These were established by growing the existing 2010 traffic at
1.5% per year to the build -out year of 2013. The growth factor of 1.5% was determined by VDOT
Staunton District Planning staff and is based on the historical and anticipated growth in traffic volumes
in the project area. Traffic on all roadways in the study area was grown at this rate. The roadway
network is unchanged from the Existing Conditions (2010 conditions).
Analysis
The 2013 Background AM and PM peak hour intersection turning movements were analyzed using the
Synchro 7.0 traffic modeling software. The peak traffic volumes are shown in Figure 7, and the lane
geometry and level of service are shown in Figure 8. The modeling results (levels of service, delay and
95% queue) are tabulated in Table 2.
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NOT TO SCALE
Figure 7 2013 Background Traffic Conditions
Kesari Development — Frederick County, VA
12
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NOT TO SCALE
A(A)
672
Hopewell zz
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AM Peak Hour (PM Peak Hour)
Figure 8 2013 Background Level of Service and Lane Configuration
Kesari Development — Frederick County, VA
13
® Table 2 2013 Background Level of Service, Delay, and 95% Queue Length
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14
AM Peak Hour
PM Peak Hour
Type of
Intersection Control
LOS
Delay
Queue
Delay
LOS
Queue
(sec)
(feet)
(sec)
(feet)
'P�i
14
EB
Thru
EB
RT
East -West: Hopewell Road (Route 672)
Unsi nalized
g
WE
LT
A
5.1
6
A
3.8
4
North - South: 1 -81 SB ramps
WE
Thru
SB
UR/T
B
11.5
11
B
11.0
8
EB
Thru
EB
LT
A
2.4
A
2.5
2
East -West: Hopewell Road (Route 672)
Unsignalized
WE
RT
North - South: 1 -81 NB ramps
WE
Thru
NB
L/R/T
B
10.4
11
A
9.9
9
EB
UR
D
43.0
140
D
45.5
137
NB
LT
B
15.4
29
B
23.0
70
West: Hopewell Road (Route 672)
Signalized
NB
Thru
C
245.5
135
C
36.5
491
North - South: Martinsburg Pike (US 11)
SB
RT
SB
Thru
A
0.6
0
A
0.5
0
WE
UR
D
53.5
158
D
43.6
114
NB
RT
West: Brucetown Road (Route 672)
Signalized
NB
Thru
A
0.2
0
A
1.6
68
North- South: Martinsburg Pike (US 11)
SB
LT
C
15.2
19
B
23.5
37
SB
Thru
C
33.5
295
B
29.9
215
'P�i
14
0
• Trip Generation & Distribution
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Trip Generation
Trip generation associated with the Kesari rezoning request was developed from the ITE Trip Generation
Manual, 7m edition based on the proposed land uses. The full build -out of the project is planned to occur
by the year 2013. The land uses and resulting trips generated by scenario 1 are summarized in Table 3.
The scenario 1 development traffic will use the new entrance on Route it at the southern end of the
site to enter and exit the site to the extent practical. The proposed land uses and resulting trips
generated by scenario 2 are summarized in Table 4.
Table 3 Trip Generation for Scenario 1
Land Use
Fueling
Positions
Avg.
Tri s Daily
AM Peak Hour
In Out Total
o
/oT
PM Peak Hour
In Out Total
0
/oT
Existing Traffic per Fueling
Daily
Land Use
Position from Field Counts
11
1,500
30
39
69
29%
70
65
135
19%
New Traffic Generated by New
Specialty Retail (35,500 sq ft)
814
35.5
1,556
Fueling Positions @ 120%
9
1,473
29
38
68
29%
69
64
133
19%
Total New Trips
1,473
29
38
68
29%
69
64
133
19%
Table 4 Trip Generation for Scenario 2
Trip Distribution
Trips generated by the development of scenarios 1 and 2 were assigned to the roadway network based
on a distribution developed with representatives from VDOT and Frederick County. Trip distributions for
scenario 2 include all of the scenario 1 trips. The trip distribution percentages for both scenarios is
shown in figure 9 and the assignment of the new trips being generated by scenario 1 is shown in figure
10.
15
Avg.
AM Peak Hour
PM Peak Hour
ITE
Daily
Land Use
Amount
Trips
In
Out
Total
n
Out
Total
Code
Specialty Retail (35,500 sq ft)
814
35.5
1,556
117
126
243
100
78
178
Fast Food Restaurant w/ drive thru
(4,500 sq ft)
934
4.5
2,233
126
121
247
109
101
210
3,789
242
247
489
209
179
388
Total
pass -by trips @ 25% (code 814)
-389
-29
-32
-61
-25
-20
-45
pass -by trips @ 40% (code 934)
-893
-50
-48
-99
-44
-40
-84
Total New Trips
2,507
163
167
330
140
119
260
Trip Distribution
Trips generated by the development of scenarios 1 and 2 were assigned to the roadway network based
on a distribution developed with representatives from VDOT and Frederick County. Trip distributions for
scenario 2 include all of the scenario 1 trips. The trip distribution percentages for both scenarios is
shown in figure 9 and the assignment of the new trips being generated by scenario 1 is shown in figure
10.
15
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Figure 9 Estimated Trip Distribution Percentages
Kesari Development, Frederick County
16
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Figure 10 Scenario 1 Development Generated Traffic
Kesari Development — Frederick County, VA
17
11
35
her
V
Hour (PM Peak Hou
Pill
i
2013 Build -out Conditions - Scenario 1
The 2013 build -out conditions combines the background traffic forecasted for the year 2013, and the
traffic that is forecasted to result from the development of scenario 1. The total of this traffic is called
the build -out condition for scenario 1 and is planned to occur in the year 2013.
Analysis
The 2013 Build -out AM and PM peak hour intersection turning movements were analyzed using the
Synchro 7.0 traffic modeling software. The peak traffic volumes are shown in Figure 11, and the lane
geometry and level of service are shown in Figure 12. The modeling results (levels of service, delay and
95% queue) are tabulated in Table 5.
18
I
NOT TO SCALE
Figure 11 2013 Scenario 1 Build -out Traffic Conditions
Kesari Development — Frederick County, VA
19
Peak
10
NOT TO SCALE
T
AM Peak Hour (PM Peak Hour)
Figure 12 2013 Scenario 1 Build -out Level of Service and Lane Configuration
Kesari Development— Frederick County, VA
20
0
Table 2 2013 Build -out Level of Service for Scenario 1, Delay, and 95% Queue Length
Type of
AM Peak Hour
PM Peak Hour
LOS
Delay I
Queue
LOS
Delay
I
Queue
Intersection Control
(sec)
(feet)
(sec)
(feet)
21
EB
Thru
EB
RT
East -West: Hopewell Road (Route 672)
Unsignalized
WB
LT
A
5.3
6
A
4.6
6
North - South: 1 -81 SB ramps
WB
Thru
SB
L/R/T
B
12.3
14
B
12.0
13
EB
Thru
EB
LT
A
2.3
2
A
2.1
2
East -West: Hopewell Road (Route 672)
Unsignalized
WB
RT
North- South: 1 -81 NB ramps
WB
Thru
NB
L/R/T
B
10.7
13
B
10.4
13
EB
UR
D
45.8
150
D
51.3
175
N B
LT
B
15.5
43
B
15.7
76
West: Hopewell Road (Route 672)
Signalized
NB
Thru
C
25.3
144
D
39.6
512
North- South: Martinsburg Pike (US 11)
SB
RT
SB
Thru
A
0.6
0
A
0.5
0
WB
L/R
D
56.5
165
D
47.9
122
NB
RT
West: Brucetown Road (Route 672)
Signalized
NB
Thru
A
0.2
0
A
1.9
83
North - South: Martinsburg Pike (US 11)
SB
LT
C
15.3
19
C
15.1
29
SB
Thru
C
36.1
301
C
32.6
223
EB
L
B
13.2
28
C
13.8
38
EB
R
B
10.1
9
B
9.2
12
NB
LT
A
4.2
4
C
16.1
17
West: Site Entrance
Signalized
NB
Thru
A
3.7
41
A
4.9
143
North - South: Martinsburg Pike (US 11)
SB
RT
A
4.3
11
A
3.6
18
SB
Thru
B
7.1
163
A
6.7
110
21
0_1 2013 Build -out Conditions - Scenario 2
` 1
The 2013 build -out conditions combines the background traffic forecasted for the year 2013, and the
traffic that is forecasted to result from the development of scenarios 1 and 2. The total of this traffic is
called the build -out condition for scenario 2 and is planned to occur in the year 2013. The assignment of
trips generated by scenario 2 are shown in figure 13.
All scenario 2 traffic will enter through the open entrances on the existing site and a new entrance on
Martinsburg Pike. An inter - parcel connectorwill permit traffic to move between the businesses on the
site without leaving the site.
Analysis
The 2013 Build -out AM and PM peak hour intersection turning movements were analyzed using the
Synchro 7.0 traffic modeling software. The peak traffic volumes are shown in Figure 14, and the lane
geometry and level of service are shown in Figure 15. The modeling results (levels of service, delay and
95% queue) are tabulated in Table 6.
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Figure 13 Scenario 2 Development Generated Traffic
Kesari Development — Frederick County, VA
23
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36pV��
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31(1,
3)(191
672
/x159(139)
ROatl
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,moo tis�`
hMo
noa�
NOT TO SCALE
Figure 14 2013 Scenario 2 Build -out Traffic Conditions
Kesari Development— Frederick County, VA
24
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NOT TO SCALE
v
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672
Hopewell Road
Q�
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,moo ass �
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A
wee
ii
AM Peak Hour (PM Peak Hour)
Figure 15 2013 Scenario 2 Build -out Level of Service and Lane Configuration
Kesari Development— Frederick County, VA
25
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Table 6 2013 Build -out Level of Service for Scenario 2, Delay, and 95% Queue Length
26
AM Peak Hour
PM Peak Hour
Type of
Intersection Control
LOS
Delay
Queue
LOS
Delay Queue
(sec)
(feet)
RT
(sec) (feet)
26
EB
Thru
EB
RT
East -West: Hopewell Road (Route 672)
Unsignalized
WB
LT
A
6.0
11
A
5.2
9
North- South: 1 -81 SB ramps
WS
Thru
SB
L/R/T
C
13.7
44
C
17.1
37
EB
Thru
EB
LT
A
1.7
3
A
1.7
2
East -West: Hopewell Road (Route 672)
Unsignalized
WB
RT
North- South: 1 -81 NB ramps
W8
Thru
NB
L/R/T
B
12.4
28
6
12.0
26
EB
L/R
E
61.9
293
E
54.0
304
NB
LT
C
19.5
132
B
16.5
146
West: Hopewell Road (Route 672)
Signalized
NB
Thru
C
34.0
180
C
36.5
580
North - South: Martinsburg Pike (US 11)
SB
RT
SB
Thru
A
1.0
23
A
0.6
0
WB
L/R
D
60.4
188
D
47.6
140
NB
RT
West: Brucetown Road (Route 672)
Signalized
NB
Thru
A
0.4
0
A
2.3
100
North - South: Martinsburg Pike (US 11)
SB
LT
C
16.3
19
B
14.7
31
SB
Thru
D
49.8
363
C
29.1
249
EB
LT
B
23.1
122
B
22.1
119
EB
RT
B
6.8
21
B
6.6
21
West: Site Entrance
Signalized
Sig
NB
LT
A
7.2
24
A
6.9
24
North- South: Martinsburg Pike (US 11)
NB
Thru
A
7.6
63
A
12.5
217
SB
RT
B
3.7
37
B
3.7
38
SB
Thru
B
17.2
190
B
15.3
131
26
0 •
• Recommended Roadway Improvements
0!
The traffic modeling shows a minimal degradation in service in the design year (2019), with no
level of service falling below 'E' for any approach of any intersection. While constraints prevent
some improvements, there are improvements that are appropriate for this development and
the long term needs of the project area. These are:
1. Development of a traffic signal at the intersection of Martinsburg Pike and the proposed
site entrance.
2. Construction of a continuous right turn lane in the southbound direction along the
property frontage. This lane might be used as a future basic lane when Martinsburg Pike
is widened.
3. New pavement markings on Martinsburg Pike to properly direct traffic at the new traffic
signal.
These improvements were modeled in the Build -out condition and were found to greatly
improve the levels of service on Martinsburg Pike at the proposed site entrance. The levels of
service obtained with these improvements are shown in figure 15 and the level of service, delay
and 95% queue lengths are tabulated in table 6.
27
0 0
•: Design Year (2019)
0)
The design year forth e project is six years beyond the completion of the project, which in this case is the
year 2019. Both scenario 1 and scenario 2 were analyzed in the design year.
Analysis
The 2019 Design Year AM and PM peak hour intersection turning movements were analyzed using the
Synchro 7.0 traffic modeling software. Scenario 1 peak traffic volumes are shown in Figure 16, and the
lane geometry and level of service are shown in Figure 17. Scenario 2 peak traffic volumes are shown in
Figure 18, and the lane geometry and level of service are shown in Figure 19. The modeling results
(levels of service, delay and 95% queue) are tabulated in Table 7 and 8 for scenarios 1 and 2
respectively.
28
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ia(191
672
hK'
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l ��
/el
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B'Ucerowo
Figure 16 2019 Scenario 1 Design Year Traffic Conditions
Kesari Development — Frederick County, VA
29
1 y+
Peak Hou
N ry
gmy
D
3
ear
AM Pea
NOT TO SCALE_'
Figure 16 2019 Scenario 1 Design Year Traffic Conditions
Kesari Development — Frederick County, VA
29
1 y+
Peak Hou
FE
NOT TO SCALE
0
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672
Hopewell Izu
r�
c�
,`o tis
q
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�m
noa�
sr
AM Peak Hour (PM Peak Hour)
Figure 17 2019 Scenario 1 Design Year Level of Service and Lane Configuration
Kesari Development — Frederick County, VA
Fri
Z
O
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Figure 18 2013 Scenario 2 Design Year Traffic Conditions
Kesari Development— Frederick County, VA
32
M Peak
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Figure 19 2019 Scenario 2 Design Year Level of Service and Lane Configuration
Kesari Development — Frederick County, VA
33
0.
Table S 2019 Scenario 2 Design Year Level of Service, Delay, and 95% Queue Length
Type of
AM Peak Hour
PM Peak Hour
LOS
Delay
Queue
LOS
Delay
Queue
Intersection Control
(sec)
(feet)
(sec)
(feet)
34
EB
Thru
EB
RT
East -West: Hopewell Road (Route 672)
Unsi nalized
g
North - South: 1 -81 SB ramps
WB
LT
A
6.1
12
A
5.3
9
WB
Thru
SB
URIT
C
20.5
52
C
16.1
33
EB
Thru
EB
LT
A
1.8
3
A
1.6
2
East -West: Hopewell Road (Route 672)
Unsignalized
North - South: 1 -81 NB ramps
WB
RT
WB
Thru
NB
UR/T
B
12.9
31
B
11.6
24
EB
UR
E
53.7
298
E
49.9
274
NB
LT
B
17.3
133
B
16.0
141
West: Hopewell Road (Route 672)
Signalized
NB
Thru
C
22.5
179
C
32.7
511
North- South: Martinsburg Pike (US 11)
SB
RT
SB
Thru
A
0.7
0
A
0.5
0
WB
UR
D
56.2
185
D
46.0
131
NB
RT
West: Brucetown Road (Route 672)
Signalized
NB
Thru
A
0.3
0
A
1.7
61
North - South: Martinsburg Pike (US 11)
SB
LT
B
15.3
19
B
14.7
29
SB
Thru
C
35.0
342
C
27.7
228
EB
LT
C
24.2
140
B
21.6
118
EB
RT
B
6.4
23
B
6.6
21
West: Site Entrance
Signalized
Sig
NB
LT
A
7.6
24
A
7.0
25
North - South: Martinsburg Pike (US 11)
NB
Thru
A
7.7
58
A
11.7
192
SB
RT
B
3.7
37
B
3.8
38
SB
Thru
B
18.8
213
B
15.2
119
34
U
• r
Queue Analysis
At signalized intersection, a queue forms while vehicles wait to advance. An analysis was performed to
evaluate the back of the queue for the 50th and 95th percentile of the queue. The 50th percentile
maximum queue is the maximum back of queue on a typical traffic signal cycle. The 95th percentile
maximum queue is the maximum back of queue with 95th percentile traffic volumes when traffic does
not move for two signal cycles. The queues associated with the 95th percentile maximum queue are
shown in Tables 1, 2, 5, 6, 7, and 8.
As traffic volumes increase over time, the queue associated with left turning movements will increase as
will the queue associated with the thru movement that opposed the left turn movement. This is
reflected in the Design Year analysis.
Pedestrian and Bicycle Traffic
To identify any previously planned pedestrian and /or bicycle facilities in the project area, the
Winchester- Frederick County MPO Bike and Pedestrian Mobility Plan was reviewed. This plan depicts
planning level concepts for bicycle and pedestrian facilities, with none being shown in the immediate
vicinity of this project.
On -site facilities will be planned to accommodate bicycle and pedestrian movements on site, and
provisions will be made for future connections to off -site trails which may come to the site.
Conclusions
The Kesari rezoning will contribute additional traffic into intersections along Martinsburg Pike, and
Hopewell Road at 1 -81. The levels of service do not fall below 'E' in the design year (2019) for any
movements in any intersections.
The new traffic control devices in the project area combined with the proposed improvements,
adequately manage the traffic resulting from this project, with some manageable delays occurring
during the PM peak hour. For that reason the transportation impacts of this rezoning are believed to be
manageable and acceptable for this project setting.
35