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Home My WebLink AboutZMA201800003 Study 2018-11-09TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS. To: Kevin McDermott (Albemarle County) From: Steve Schmidt, PE, PTOE RE: Southwood Traffic Analysis Date: October 24, 2018 Copy: Craig Kotarski, PE, LEED AP (Timmons Group) 1001 Boulders Parkway P 804.200.6500 Suite 300 F 804.560.1016 Richmond. VA 23225 www.tkmlons.mm OF I*/Ay It, EPAEN O. SCH Lio. No. 00" Timmons Group has performed a traffic analysis in support of the rezoning application for the development of Southwood. The analysis was completed to determine the impact of the traffic generated by the proposed development on the surrounding roadway network. The site is located south of Route 631 (Old Lynchburg Road) and bifurcated by Hickory Street in Albemarle County, Virginia. See Figure 1 for the site location (all Figures are located at the end of the report). The scope of this analysis was developed at two (2) scoping meetings held with Albemarle County and Virginia Department of Transportation (VDOT) representatives. A copy of the original scoping agreement is included in Appendix A. At a subsequent meeting, the Sunset Avenue intersection, the 1-64 interchange ramps and the background developments were added to the scope of the study. Background Information The site is currently occupied by 341 existing mobile home units. The proposed development will occur in the following two phases: - Phase 1: The existing 341 mobile home units will remain 250 new dwelling units consisting of: 225 apartments/townhomes 25 single family units 74,500 S.F. of commercial space Assumed as 37,250 S.F. of office space and 37,250 S.F. of retail space Phase 2: o The existing 341 mobile home units will be replaced by 500 new dwelling units for a net increase of 159 dwelling units consisting of: 143 apartments/townhomes 16 single family units Primary access to the site will be provided by the existing Route 631/Hickory Street intersection, with no new connections to Route 631. Secondary access would be provided by Hickory Street to Stagecoach Road to Route 631. For purposes of this analysis the completion of Phase 1 was assumed in 2024 and Phase 2 in 2030. CIVIL ENGINEERING I ENVIRONMENTAL I SURVEYING I GIs I IANDSCAPEARCHITECTURE I CONSTRUCTION SERVICES Southwood —Traffic Analysis "° , October 23, 2018 Page 2of16 TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS. In accordance with the scoping meeting, this analysis includes the following intersections: 1. Route 631 (Old Lynchburg Road)/Hickory Street (unsignalized); 2. Route 631 (Old Lynchburg Road)/Sunset Avenue Extended (unsignalized); 3. Route 631 (51h Street Extended)/Old Lynchburg Road (unsignalized); 4. Route 631 (51h Street Extended)/Stagecoach Road (unsignalized); 5. Route 631 (51h Street Extended)/1-64 EB Ramps (signalized); and 6. Route 631 (51h Street Extended)/1-64 WB Ramps (signalized). The analysis looks at the study intersections under 2018 existing conditions, 2024/2030 Background Traffic conditions and 2024/2030 Total Traffic conditions. The 2024/2030 Background Traffic conditions consist of the following: Existing traffic volumes (2018). 1% annual growth in traffic, compounded annually. Traffic from other approved developments (all developments are assumed to be completed by 2024): a. Whittington (40 single-family D.U. and 4 multi -family D.U); b. Wintergreen Farms (69 single-family D.U.); c. Timberland Park (80 multi -family D.U.); d. Sunset Overlook (35 single-family D.U.); e. Royal Fern (26 single-family D.U. and 30 multi -family D.U.); f. Fifth Street Place (116 multi -family D.U.); g. Brookdale (96 multi -family D.U.); h. 5th Street Development (27,500 SF commercial retail); and i. Region Ten Women's Shelter (7,900 SF commercial retail). The 2024/2030 Total Traffic conditions includes the 2024/2030 Background Traffic volumes and the traffic that will be generated by the proposed Southwood development. Existing Roadway Network Old Lynchburg Road/5th Street Extended (Route 631) is a 4-lane divided major collector at Hickory Street and transitions to a minor arterial roadway east of Country Green Road. Old Lynchburg Road has a posted 45 MPH speed limit. For the purpose of this study, Old Lynchburg Road was assumed to run east -west. A westbound left turn lane is provided at the intersection of Old Lynchburg Road/Hickory Street and extra pavement provides an eastbound de -facto right turn lane. Hickory Street is a 2-lane undivided local roadway with a posted 25 MPH speed limit. The road connects Old Lynchburg Road from the southeast to 5th Street Extended in the northeast. The existing roadway geometry is shown on Figure 2. Southwood — Traffic Analysis October 24, 2018 Page 3 of 16 Existing Traffic Volumes TI;MMONS GROUP vrtiiA V�¢enN a�uICVSR TURnii�u ni�v♦ Existing AM and PM peak hour traffic volumes were collected in February and April, 2018. The raw traffic data is included in Appendix B and the peak hours are shown on Figure 3. The counts indicate the AM peak hour occurs from 7:30-8:30 AM, and the PM peak hour occurs from 5:00- 6:00 PM. ExistinjR Traffic Capacity Analysis Capacity analyses were performed to assess traffic conditions for each of the analysis scenarios. The analysis includes delay, level of service, and 95t" percentile queuing. The intersections were analyzed using SYNCHRO Version 9.1 based on HCM 2010 methodologies with the following assumptions: • The peak hour factor (PHF) for the overall intersection was obtained from the turning movement counts (see Appendix B); • Heavy vehicle percentages for each movement based on the collected traffic data; and • All other software defaults remain unchanged. The existing capacity analysis was performed based on the existing lane use shown on Figure 2 and the existing peak hour counts shown on Figure 3. The results of the analysis are summarized in Table 1 and the analysis worksheets are contained in Appendix C. Southwood - Traffic Analysis October 24, 2018 Page 4of16 TI;MMONS GROUP YRI16 V[¢I�1N ar Nl CNrR iMR[lilf-li rl11RS Table 1: Intersection Level of Service, Delay, and Queue Summary for 2018 Existing Traffic Conditions Intersection and Type of Control Movement and Approach Turn Lane Storage (ft) AM PEAK HOUR PM PEAK HOUR (,Delay (,Delay) ec/vehQueue LAS HCM 2010 95th Percentile Len ft Dela (�4th) LOS HCM 2010 95th Percentile Queue Length ft 1. Old Lynchburg Road (EB-WB) at Hickory Street (NB) Unsignalized EB Thru t t -- t t -- EB Right t t -- t t -- EBApproach t t -- t t -- WB Left 300 8.3 A 3 7.6 A 5 WB Thru t t -- t t -- WBApproach 2.6 A -- 2.0 A -- NB Left -Right 10.9 B 15 9.5 A 8 NBApproach 10.9 B -- 9.5 A -- 2. Old Lynchburg Road (EB-WB) at Church Entrance (NB) Sunset Avenue Ext (SB) Unsignalized EB Left 275 7.5 A 0 8.0 A 0 EB Thru-Right t t -- t t -- EBApproach 0.3 A -- 0.6 A -- WB Left 300 8.1 A 0 7.6 A 0 WB Thru t t -- t t -- WB Right 363 t t -- t t -- WBApproach 0.7 A -- 0.1 A -- NB L-T-R 12.0 B 0 11.3 B 0 NBApproach 12.0 B -- 11.3 B -- SB L-T-R 21.0 C 103 15.8 C 35 5BApproach 21.0 C -- 15.8 C -- 3. Old Lynchburg Road (EB)/ 5th Street Extended (WB) at County Complex (NB) Old Lynchburg Road (SB) Unsignalized EB Left 300 7.8 A 3 8.3 A 3 EB Thru t t -- t t -- EB Right 115 t t -- t t -- EBApproach 0.6 A -- 0.7 A -- WB Left 300 9.2 A 8 7.8 A 0 WB Thru t t -- t t -- WB Right 325 t t -- t t -- WBApproach 1.7 A -- 0.2 A NB Thru-Left 24.3 C 0 16.0 C 0 NB Right 250 10.4 B 0 9.3 A 5 NBApproach 16.0 C -- 9.5 A -- SB Left 250 47.7 1 E 133 28.9 D 73 SB Thru-Right 10.3 B 3 10.2 B 5 SBApproach 45.4 E -- 24.3 C -- 4. 5th Street Extended (EB-WB) at Stagecoach Road (NB) Apartment Complex (SB) Unsignalized EB Left 250 8.1 A 0 0.0 A 0 EB Thru t t -- t t -- EB Right 250 t t -- t t -- EBApproach 81 A -- 0.0 A -- WB Left 315 11.3 B 30 9.0 A 15 WB Thru t t -- t t -- WB Right 225 t t -- t t -- WBApproach 4.2 A -- 1.6 A NB Thru-Left 59.6 F 3 45.1 E 3 NB Right 125 14.6 B 45 11.3 B 25 NBApproach 15.0 C -- 11.9 B -- SB L-T-R 62.4 F 8 79.9 F 28 5BApproach 62.4 F -- 79.9 F -- 5. 5th Street Extended (EB-WB) at I-64 EB Off-Ramp(SB) Signalized EB Thru 35.1 D #483 25.0 C 243 EB Thru-Right 35.3 D - 25.1 C - EBApproach 35.2 D -- 25.0 C -- WB Left 238 22.4 C 188 17.1 B 275 WB Thru 11.0 B 75 9.1 A 85 WBApproach 14.9 B -- 12.1 B -- SB L-T-R 187.6 F #735 350.9 F #846 SBApproach 187.6 F -- 350.9 F -- Overall 74.9 E -- 120.2 F -- 6. 5th Street Extended (EB-WB) at I-64 WB Off-Ramp(NB) Signalized EB Left 138 8.8 A m105 10.5 B m61 EB Thru 0.2 A m141 0.3 A m117 EBApproach 2.5 A -- 2.2 A -- WB Thru 16.6 B 148 15.7 B 231 WB Right 85 23.2 C 63 28.3 C 226 WBApproach 19.6 B -- 21.1 C -- NB Lek-Thru 32.8 C 162 31.9 C 150 NB Right LMT 212.5 F #372 67.4 E 140 SBApproach 159.1 F -- 54.9 D -- Overall 42.0 D -- 20.3 1 C I-- t SYNCHRO does not provide level of service or delay for unsignalized movements with no conflicting volumes. HCM 2010 reports queues in number of vehicles. Queues shown are in feet, assuming 25' average vehicle length. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m - Volume for 95th percentile queue is metered by upstream signal. Southwood — Traffic Analysis * �04,0 October 24, 2018 Page 5of16 TIIMMONS GROUP vrtiiA V¢enN a�ulCvsR TURnii�u niev As shown in Table 1, each of the movements at the Old Lynchburg Road/Hickory Street intersection operates at Level of Service (LOS) B or better during both peak hours with minimal to no queueing. With the exception of the southbound left, each of the movements at the 51h Street Extended/Old Lynchburg Road intersection operates at LOS C or better during both peak hours with minimal to no queueing. The southbound left turn operates at LOS E in the AM peak hour and LOS D in the PM peak hour. With the exception of the northbound thrudeft movement and southbound approach, each of the movements at the 5th Street Extended/Stagecoach Road intersection operates at LOS B or better during both peak hours with minimal to no queueing. The northbound thrudeft movement and southbound approach operate at LOS E or F in one or both peak hours. It is important to note that these are very low volume movements; the queues associated with the LOS E and F are a maximum of 28 feet, or just over one car length. The 1-64 EB ramps currently operate at an overall LOS E during the AM peak hour and overall LOS F during the PM peak hour. The 1-64 WB ramps operate at an overall LOS D during the AM peak hour and an overall LOS C during the PM peak hour. 2024 Background Traffic Volumes Nine (9) approved developments were included in the background traffic volumes for 2024. The background site locations, trip generation, and traffic distributions for the nine (9) approved developments are included in Appendix D. The combined, anticipated traffic from all nine (9) approved background developments is shown on Figure 4. A 1% annual growth rate has been applied to all mainline movements on Old Lynchburg Road/51h Street Extended over a six -year period (2018 to 2024) to account for growth not included in the approved background developments. The resulting 2018 existing + growth traffic volumes are shown on Figure 5. Figure 4 and Figure 5 were then summed to result in the 2024 total background traffic volumes, shown on Figure 6. 2024 Background Traffic Capacity Analysis The capacity of the study intersections under 2024 background traffic conditions was analyzed using the methodologies discussed above, the existing lane geometries shown on Figure 2, the total background volumes shown on Figure 6, the existing PHF, and the existing heavy vehicle percentages. The results of the analysis are summarized in Table 2 and the analysis worksheets are contained in Appendix E. Southwood - Traffic Analysis October 24, 2018 Page 6of16 TI;MMONS GROUP YRI16 V[¢I�1N ar'Nl CNCR iMR[lilf-Y rl11RS Table 2: Intersection Level of Service, Delay, and Queue Summary for 2024 Background Traffic Conditions Intersection and Type of Control Movement and Approach Turn Lane Storage (ft) AM PEAK HOUR PM PEAK HOUR Delay (sec/veh) LOS HCM 2010 95th Percentile Queue Len ft Dela (sec/vh) LOS HCM 2010 95th Percentile Queue Length ft 1. Old Lynchburg Road (EB-WB) at Hickory Street (NB) Unsignalized EB Thru t t -- t t -- EB Right t t -- t t -- EBApproach I t t -- t t -- WB Left 300 8.4 1 A 1 3 7.7 1 A 5 WB Thru t t -- t t -- WBApproach 2.3 A -- 1.8 A -- NB Left -Right 11.2 B 15 9.7 A 8 NBApproach 11.2 B -- 9.7 A -- 2. Old Lynchburg Road (EB-WB) at Church Entrance (NB) Sunset Avenue Ext (SB) Unsignalized EB Left 275 7.5 A 0 8.1 A 0 EB Thru-Right t t -- t t -- EBApproach 0.3 A -- 0.5 A -- WB Left 300 8.1 A 1 0 7.6 A 0 WB Thru t t -- t t -- WB Right 363 t t -- t t -- WBApproach 0.6 A -- 0.1 A -- NB L-T-R 12.1 B 0 12.0 B 0 NBApproach 12.1 B -- 12.0 B -- SB L-T-R 31.8 D 185 21.0 C 65 SBApproach 31.8 D -- 21.0 C -- 3. Old Lynchburg Road (EB)/ 5th Street Extended (WB) at County Complex (NB) Old Lynchburg Road (SB) Unsignalized EB Left 300 7.9 A 6 8.7 A 3 EB Thru t t -- t t -- EB Right 115 t t -- t t -- ESApproachj 0.6 A -- a8 A -- WB Left 300 9.6 A 8 8.0 A 0 WB Thru t t -- t t WB Might 325 t t -- t t -- WSApproach 1.3 A -- 0.2 A -- NBThru-Left 30.9 D 0 19.8 C 0 NB Right 250 10.8 B 0 9.5 A 5 NSApproach 18.8 C -- 9.9 A -- SB Left 250 412.3 F 673 211.1 F 400 SB Thru-Right 10.4 B 3 10.8 B 8 SSApproach 393.7 F -- 174.2 F -- 4. Sth Street Extended (EB-WB) at Stagecoach Road (NB) Apartment Complex (SB) Unsignalized EB Left 250 8.6 A 0 10.6 B 0 EB Thru t t -- t t -- EB Right 250 t t -- t t -- EBApproach 0.0 A -- 0.1 A -- WB Left 315 14.1 B 45 10.0 A 18 WB Thru t t -- t t -- WB Right 225 t t -- t t -- WBApproach 4.0 A -- 1.3 A NB Thru-Left 133.9 F 5 93.0 F 5 NB Right 125 18.9 C 63 12.8 B 30 NB Approach 20.0 C -- 14.1 B -- SB L-T-R 80.3 F 23 1508.8 F 335 5BApproachj 80.3 1 F I -- 1508.8 F -- 5. 5th Street Extended (EB-WB) at I-64 EB Off-Ramp(SB) Signalized EB Thru 95.5 F #695 34.9 C #393 EB Thru-Right 100.4 F - 35.1 D - EBApproach 97..9 F -- 35.0 C -- WB Left 238 32.8 C 216 30.0 C #350 WB Thru 11.7 B 134 10.0 A 233 WBApproach 18.1 B -- 16.7 B -- SB L-T-R 267.1 F #862 474.4 F #1008 SBApproach 267.1 F -- 474.4 F -- Overall 121.7 F -- 152.8 F -- 6. 5th Street Extended (EB-WB) at I-64 WB Off-Ramp(NB) Signalized EB Left 138 10.5 B m129 15.7 B m88 EB Thru 0.1 A m127 0.2 A m123 EBApproach 2.8 A -- 3.3 A -- WB Thru 20.2 C 215 17.9 B 362 WB Right 85 30.4 C 147 37.1 D #442 WSApproach 24.5 C -- 25.6 C -- NB Lek-Thru 36.4 D 201 36.0 D 206 NB Right LMT 277.6 F #481 99.7 F .49 SSApproach 200.2 F -- 74.1 E -- Overall 51.1 D -- 26.1 C -- t SYNCHRO does not provide level of service or delay for unsignalized movements with no conflicting volumes. HCM 2010 reports queues in number of vehicles. Queues shown are in feet, assuming 25' average vehicle length. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m - Volume for 95th percentile queue is metered by upstream signal. Southwood — Traffic Analysis * �04,0 October 24, 2018 Page 7of16 TIIMMONS GROUP vrtiiA V¢enN a�ulCvsR TURnii�u niv♦ As shown in Table 2, each of the movements at the study intersections are expected to operate at similar LOS and queueing to the existing conditions. The 95th percentile queue for the southbound left at the 5th Street Extended/Old Lynchburg Road intersection exceeds the extents of the storage length during both the AM and PM peak hours due to the increases in traffic related to the nine (9) approved background developments. The 1-64 ramps will continue to operate at deteriorating levels of service with the addition of the approved background development traffic. The ramp signal timings were held under existing conditions, with no optimizations. Phase 1 (2024) - Proposed Development Trip Generation and Distribution As noted above, the proposed Phase 1 development will contain 250 new dwelling units consisting of 225 apartments/townhomes, and 25 single family units. Additionally, Phase 1 will contain 74,500 S.F. of commercial space which was assumed to be split evenly at 37,250 S.F. of office space and 37,250 S.F. of retail space. The trips that will be generated by the proposed Southwood development were estimated using the rates/equations in ITE's Trip Generation Manual, 101h edition and are shown on Table 3. As shown in Table 3, Phase 1 will generate 223 AM peak hour trips (105 in and 118 out), 336 PM peak hour trips (169 in and 1167 out), and 3,763 average daily trips. The trips generated by the proposed development were distributed to the roadway network based on the existing travel patterns, the nature of the use, and the previously completed traffic studies. The following residential directional distributions were assumed: - To/From the East on Route 631 (Old Lynchburg Road/5th Street Extended) — 90% - To/From the North on Old Lynchburg Road — 10% The following commercial/retail directional distributions were assumed: To/From the East on Route 631 (Old Lynchburg Road/5th Street Extended) — 90% To/From the North on Old Lynchburg Road — 5% To/From the West on Old Lynchburg Road — 5% The directional distributions were then applied to the study intersection as shown on Figure 7 for the residential portion and Figure 8 for the commercial portion. The site trip distribution percentages shown on Figures 7 and 8 were applied to the trip generation shown in Table 3 to distribute the Phase 1 new trips to the surrounding roadway network. The resulting Phase 1 site -generated trips are shown in Figure 9. Southwood — Traffic Analysis October 24, 2018 Page 8 of 16 Table 3: Phase 1 Site Trip Generation TIMMONS GROUP vrtiiR V�¢enN a�uICVSR TURnii�u nice¢ WEEKDAY ITE AM PEAK HOUR PM PEAK HOUR LAND USE CODE AMOUNT UNITS ADT IN OUT TOTAL IN OUT TOTAL Phase 1 Residential(') Apartments/Townhomes 220(2) 225 D.U. 1,660 24 79 103 77 45 122 Single Family 210 25 D.U. 290 6 17 23 17 10 27 Residential Subtotal 250 D.U. 1,950 30 96 126 94 55 149 Commercial Retail 820 37,250 S.F. 1,406 22 13 35 68 74 142 Office 710 37,250 S.F. 407 53 9 62 7 38 45 Commercial Subtotal 74,500 S.F. 1,813 75 22 97 75 112 187 Phase 1 Tota1131 3,763 105 118 223 169 167 336 Phase 2 Residential (4) Apartments/Townhomes 220(2) 143 D.U. 1,040 15 52 67 51 30 81 Single Family 210 16 D.U. 193 4 12 16 11 6 17 Residential Subtotal 159 D.U. 1,233 19 64 83 62 36 98 Phase 2 Total 1,233 19 64 83 62 36 98 Southwood Total (Phase 1 + Phase 2) 1 4,996 1 124 182 306 1 231 203 434 Source: ITE Trip Generation, 10th Edition. 1. Residential trip generation assumes 10% of the units will be single family dwelling units. All others will be apartments/townhomes. 2. ITE includes townhomes and apartments in the same category with the 10th edition. 3. The overall dew lopment (Phase 1 + Phase 2) is capped at 5,000 daily trips. To ensure maximum flexibility, Phase 1 trips were assumed to be split evenly between residential and commercial uses. 4. Phase 2 consists of 500 total units but will replace the existing 341 units currently on site for a net increase of 159 units. Southwood — Traffic Analysis October 24, 2018 Page 9 of 16 2024 Total Future Traffic TIIMMONS GROUP vrtiiA V�¢enN a�uICVSR TURnii�u ni�v♦ The 2024 total background traffic volumes (Figure 6) were combined with the site -generated trips (Figure 9) to yield the 2024 total traffic future volumes shown on Figure 10. 2024 Total Future Traffic Capacity Analysis The operational capacity of the study intersections under 2024 total future traffic conditions was analyzed using the methodologies discussed prior, the existing lane geometries shown on Figure 2, the future volumes shown on Figure 10, the existing PHF, and the existing heavy vehicle percentages. The results of the analysis are summarized in Table 4 and the analysis worksheets are contained in Appendix F. As shown in Table 4, each of the movements at the study intersections continue to operate at similar LOS and queueing to the background conditions. All movements at the main entrance at the Old Lynchburg Road/Hickory Street intersection will operate at LOS A or B in both peak hours. The existing westbound left turn lane on Old Lynchburg Road will adequately accommodate the 95t" percentile queue. Southwood - Traffic Analysis October 24, 2018 ` Page 10of16 TI;MMONS GROUP YRI16 V[¢I1N a�Nl CNCR iMR[lilf-li rl11RS Table 4: Intersection Level of Service, Delay, and Queue Summary for 2024 Total Future Traffic Conditions Intersection and Type of Control Movement and Approach Turn Lane Storage (ft) AM PEAK HOUR PM PEAK HOUR Dela (sec/veh) LOS HCM 2010 95th Percentile Queue Length ft Delay95th (sec/h) LOS HCM 2010 Percentile Queue Length ft 1. Old Lynchburg Road (EB-WB) at Hickory Street (NB) Unsignalized EBThru t t -- t t -- EB Right t t -- t t -- EBApproach t t -- t t -- WB Left 300 8.8 A 13 8.1 A 18 WB Thru t t -- t t -- WBApproach 5.3 A -- 3.7 A -- NB Left -Right 12.8 B 38 11.6 B 35 NBApproach 12..8 B -- 11.6 B -- 2. Old Lynchburg Road (EB-WB) at Church Entrance (NB) Sunset Avenue Ext. (SB) Unsignalized EB Left 275 7.8 A 3 8.6 A 3 EBThru-Right t t -- t t -- EBApproach 0.4 A -- 0.6 A -- WB Left 300 8.5 A 0 8.0 A 0 WB Thru t t -- t t -- WB Right 363 t t -- t t -- WBApproach 0.4 A -- 0.1 A -- NB L-T-R 14.9 B 0 15.4 C 0 NBApproach 14.9 C -- 15.4 C -- SB L-T-R 111.3 F 398 47.5 F 148 5BApproach 111.3 F -- 47.5 F -- 3. Old Lynchburg Road (EB)/ Sth Street Extended (WB) at County Complex (NB) Old Lynchburg Road (SB) Unsignalized EB Left 300 8.2 A 5 9.2 A 5 EBThru t t -- t t -- EB Right 115 t t -- t t -- EBApproach 0.7 A -- 0.8 A -- WB Left 300 10.0 B 8 8.3 A 3 WB Thru t t -- t It -- WB Right 325 1 t t -- t t -- WBApproach 1.1 A -- 0.1 A NB Thru-Left 39.7 E 3 27.1 D 0 NB Right 250 11.2 B 0 10.0 B 5 NBApproach 22.6 C -- 10.6 B -- SB Left 250 686.7 F 818 484.1 F 573 SB Thru-Right 10.8 B 3 11.6 B 10 SBApproach 643.3 F -- 383.5 F -- 4. Sth Street Extended (EB-WB) at Stagecoach Road (NB) Apartment Complex (SB) Unsignalized EB Left 250 8.9 A 0 11.2 B 0 EBThru t t -- t t -- EB Right 250 t t -- t t -- EBApproach 0.0 A -- 0.1 A -- WB Left 315 15.5 C 53 10.9 B 23 WB Thru t t -- t t -- WB Right 225 t t -- t t -- WBApproach 3.7 A -- 1.3 A NB Thru-Left 185.3 F 8 161.6 F 10 NB Right 125 21.9 C 80 14.3 B 38 NBApproach 23.3 C -- 16.6 C -- SB L-T-R 135.3 F 33 2973.5 F 370 SBApproach 135.3 F -- 2973.5 F -- S. Sth Street Extended (EB-WB) at I-64 EB Off-Ramp(SB) Signalized EBThru 124.5 F #762 62.1 E #492 EBThru-Right 133.6 F - 62.7 E - EBApproach 129.1 F -- 62.4 E -- WB Left 238 32.4 C m213 37.1 D #351 WB Thru 12.0 B 156 10.4 B 262 WBApproach 17.7 B -- 18.6 B -- SB L-T-R 286.6 F #890 512.8 F #1054 SBApproach 286.6 F -- 512.8 F -- Overall 138.9 F -- 166.6 F -- 6. Sth Street Extended (EB-WB) at I-64 WB Off-Ramp(NB) Signalized EB Left 138 11.4 B m138 15.9 B m104 EBThru 0.1 A m122 0.1 A m111 EBApproach 3.1 A -- 3.4 A -- WB Thru 21.7 C 234 19.9 B #400 WB Right 85 32.6 C 165 41.7 D #460 WBApproach 26.1 C -- 28.3 C -- NB Left-Thru 39.2 D #237 40.4 D #259 NB Right LhIT 277.6 F #485 99.7 F #271 SBApproach 196.3 F -- 731 E -- Overall 50.5 D -- 27.2 C -- t SYNCHRO does not provide level of service or delay for unsignalized movements with no conflicting volumes. HCM 2010 reports queues in number of vehicles. Queues shown are in feet, assuming 25' average vehicle length. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m - Volume for 95th percentile queue is metered by upstream signal. Southwood — Traffic Analysis October 24, 2018 Page 11 of 16 2030 Background Traffic Volumes TIIMMONS GROUP vrtiiA V�¢enN a�uICVSR TURnii�u ni�v♦ To develop 2030 background traffic volumes, as discussed above, in addition to the nine (9) other developments under construction, a 1% annual growth rate has been applied to all through movements on Old Lynchburg Road/5t" Street Extended over a twelve-year period (2018 to 2030). The resulting 2018 existing + growth traffic volumes are shown on Figure 11. Figure 4 (approved background development traffic) and Figure 11 were then summed to result in the 2030 total background traffic volumes shown on Figure 12. 2030 Background Traffic Capacity Analysis The capacity of the study intersections under 2030 background traffic conditions was analyzed using the methodologies discussed above, the existing lane use shown on Figure 2, the total background volumes shown on Figure 12, the existing PHF, and the existing heavy vehicle percentages. The results of the analysis are summarized in Table 5 and the analysis worksheets are contained in Appendix G. As shown in Table 5, each of the movements at the study intersections will continue to operate at similar LOS and queuing as in 2024 Background conditions. The 95t" percentile queue for the southbound left at the 5t" Street Extended/Old Lynchburg Road intersection continues to lengthen and exceeds the extents of the storage length. The 1-64 ramps will continue to operate at deteriorating levels of service with the addition of the approved background development traffic. The ramp signal timings were held under existing conditions, with no optimizations. Southwood - Traffic Analysis October 24, 2018 Page 12of16 TI;MMONS GROUP Y (IIIR V[c1�1N a�Nl CNCR iMR[lilf-li rl11RS Table 5: Intersection Level of Service, Delay, and Queue Summary for 2030 Background Traffic Conditions 8rtersection and Type of Control Movement and Approach Turn Lane Storage (ft) AM PEAK HOUR PM PEAK HOUR Delay y (seUveh) LOS HCM 2010 95th Percentile Queue Length ft Delay95th (sec/veh) LOS HCM 2010 Percentile Queue Length ft 1. Old Lynchburg Road (EB-WB) at Hickory Street (NB) Unsignalized EB Thru t t -- t t -- EB Right t t -- t t -- EBApproach t t -- t t WB Left 300 8.4 A 1 3 7.7 1 A 1 5 WB Thru t t -- t t -- WBAPProaCh 11 A -- 1.7 A -- NB Left -Right 11.4 B 15 9.8 A 8 ABAppmch 11.4 B -- 9.8 A -- 2. Old Lynchburg Road (EB-WB) at Church Entrance (NB) Sunset Avenue Ext. (SB) Unsignalized EB Left 275 7.6 A 0 8.2 A 0 EB Thru-Right t t -- t t -- EBApproach 0.3 A -- 0.5 A -- WB Left 300 8.3 A 0 7.7 1 A 0 WB Thru t t -- t t -- WB Right 363 t t -- t t -- WBAPProaCh 0.5 A -- 0.1 A -- NB L-T-R 12.9 B 0 12.2 B 0 AB Approach 12.9 B -- 12.2 B -- SBL-T-R 46.7 E 253 23.5 C 80 56Approach 46.7 E -- 23.5 C -- 3. Old Lynchburg Road (EB)/ 5th Street Extended (W B) at County Complex (NB) Old Lynchburg Road (SB) Unsignalized EB Left 300 8.0 A 8 1 8.8 A 3 EB Thru t t -- t t -- EB Right 115 t t -- t t -- EBAPProaCh 0.9 A -- 0.8 A -- WB Left 300 9.8 A 8 8.0 A 0 WB Thru t t -- t t -- WBRight 325 t t -- t t -- WBApproach 1.3 A -- 0.1 A NB Thru-Left 37.8 E 3 20.9 C 0 NB Right 250 11.6 B 8 9.6 A 5 ABApproaCh 12..6 B -- 10.0 B -- SB Left 250 759.0 F 873 276.9 F 468 SB Thru-Right 10.8 B 3 11.0 B 10 56Approach 725.4 F -- 227.4 F -- 4. 5th Street Extended (EB-WB) at Stagecoach Road (NB) Apartment Complex (SB) Unsignalized EB Left 250 8.7 A 0 10.8 B 0 EB Thru t t -- t t -- EB Right 250 t t -- t t -- EBApproach 0.0 1 A -- 0.1 A -- WBLeft 315 14.9 B 48 10.1 B 18 WB Thru t t -- t t -- WB Right 225 t t -- t t -- WBAPProaCh 4.1 A -- 1.3 A NB Thru-Left 155.3 F 5 108.1 F 5 NB Right 125 19.9 C 65 13.1 B 30 ABAppreach 21.1 C -- 14.7 B -- SB L-T-R 738.9 F 155 1891.4 F 350 SBAPPraaCh 738.9 F -- 1891.4 F -- 5. 5th Street Extended (EB-WB) at 1-64 EB Off -Ramp (SB) Signalized EB Thru 127.5 F #740 47.8 D #423 EB Thru-Right 135.5 F - 48.1 D - EBAPProaCh 131.5 F -- 47.9 D -- WB Left 238 34.3 C 228 35.8 D #384 WB Thru 11.8 B 145 10.1 B 244 WBApproach 18.7 B -- 18.8 B -- SB L-T-R 280.8 F #891 474.4 F #1008 SBAPPreach 2B0.8 F -- 474.4 F I -- Overall 139.7 F -- 153.2 F -- 6. 5th Street Extended (EB-WB) at 1-64 WB Off -Ramp (NB) Signalized EB Left 138 11.3 B m135 16.3 B m97 EB Thru 0.1 A m128 0.2 A m120 EBAPProaCh 3.1 A -- 3.4 A -- WBThru 21.5 C 228 18.9 B 389 WB Right 85 35.3 D 173 48.5 D #496 WBApproach 27.4 C -- 30.8 C -- NB Left-Thru 37.7 D #214 37.2 D 216 NB Right LMT 314,7 F #521 118.8 F #294 SBAppraaM 116.3 F -- 86.1 F -- Overall 1 1 57.6 1 E 1 1 30.7 1 C I-- t SYNCHRO does not provide level of service or delay for umignalized movements with no conflicting volumes. HCM 2010 reports queues in number of vehicles. Queues shown are in feet, assuming 25' average vehicle length. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m - Volume for 95th percentile queue is metered by upstream signal. Southwood — Traffic Analysis October 24, 2018 Page 13 of 16 Phase 2 (2030) - Proposed Development Trip Generation/Distribution TIMMONS GROUP vrtiiA V�¢enN a�uICVSR TURnii�u ni�v♦ As noted above, the proposed Phase 2 development will replace the existing 341 mobile home units with 500 new dwelling units for a net increase of 159 dwelling units. For purposes of the analysis, it was assumed the additional units will consist of 143 apartments/ townhomes, and 16 single family units. The trips that will be generated by Phase 2 of the Southwood development were estimated using the rates/equations in ITE's Trip Generation Manual, 10' edition and are shown on Table 6. Table 6: Phase 2 Site Trip Generation WEEKDAY ITE AM PEAK HOUR PM PEAK HOUR LAND USE CODE AMOUNT UNITS ADT IN OUT TOTAL IN OUT TOTAL Phase 1 Residential(') Apa rtme nts/Tow n homes 220(2) 225 D.U. 1,660 24 79 103 77 45 122 Single Family 210 25 D.U. 290 6 17 23 17 10 27 Residential Subtotal 250 D.U. 1,950 30 96 126 94 55 149 Commercial Retail 820 37,250 S.F. 1,406 22 13 35 68 74 142 Office 710 37,250 S.F. 407 53 9 62 7 38 45 Commercial Subtotal 74,500 S.F. 1,813 75 22 97 75 112 187 Phase 1 Tota1t3l 3,763 105 118 223 169 167 336 Phase 2 Residential (4) Apa rtme nts/Tow n homes 220(2) 143 D.U. 1,040 15 52 67 51 30 81 Single Family 210 16 D.U. 193 4 12 16 11 6 17 Residential Subtotal 159 D.U. 1,233 19 64 83 62 36 98 Phase 2 Total 1,233 19 64 83 62 36 98 Southwood Total (Phase 1 + Phase 2) 4,996 1 124 182 306 231 203 434 Source: ITE Trip Generation, 10th Edition. 1. Residential trip generation assumes 10% of the units will be single family dwelling units. All others will be apartments/townhomes. 2. ITE includes townhomes and apartments in the same category with the 10th edition. 3. The overall development (Phase 1 + Phase 2) is capped at 5,000 daily trips. To ensure maximum flexibility, Phase 1 trips were assumed to be split evenly between residential and commercial uses. 4. Phase 2 consists of 500 total units but will replace the existing 341 units currently on site for a net increase of 159 units. Southwood — Traffic Analysis October 24, 2018 Page 14 of 16 TIMMONS GROUP vrtiiA V�¢enN a�ulCvsR TURnii�u ni�v♦ As shown in Table 6, Phase 2 of the proposed development will generate 83 AM peak hour trips (19 in and 64 out), 98 PM peak hour trips (62 in and 36 out), and 1,233 average daily trips. The trips generated by the proposed development were distributed to the roadway network according to the directional distributions discussed prior (see Page 8). The site trip distribution percentages shown on Figures 7 and 8 were applied to the trip generation shown in Table 6 to distribute the new trips to the surrounding roadway network. The resulting Phase 2 site - generated trips are shown in Figure 13. 2030 Total Future Traffic The 2030 total background traffic volumes (Figure 12) were combined with the Phase 1 and 2 site - generated trips (Figure 9 and Figure 13) to yield the 2030 total future traffic volumes shown on Figure 14. 2030 Total Future Traffic Capacity Analysis The capacity of the study intersections under 2030 total future traffic conditions was analyzed using the methodologies discussed above, the existing lane geometries shown on Figure 2, the future volumes shown on Figure 13, the existing PHF, and the existing heavy vehicle percentages. The results of the analysis are summarized in Table 7 and the analysis worksheets are contained in Appendix H. As shown in Table 7, each of the movements at the study intersections would continue to operate at similar LOS and queueing to the background conditions. All movements at the main entrance at the Old Lynchburg Road/Hickory Street intersection will operate at LOS B or better in both peak hours. The existing westbound left turn lane on Old Lynchburg Road will adequately accommodate the 951h percentile queue. Southwood - Traffic Analysis October 24, 2018 Page 15of16 TI;MMONS GROUP YRI16 V[¢I�1N a�Nl CNCR iMR[lilf-li rl11RS Table 7: Intersection Level of Service, Delay, and Queue Summary for 2030 Total Traffic Conditions Intersection and Type of Control Movement and Approach Turn Lane Storage (ft) AM PEAK HOUR PM PEAK HOUR Delay (sec/veh) LOS HCM 2010 95th Percentile Queue Le h k Delay (,Delay LOS HCM 2010 95th Percentile Queue Le R 1. Old Lynchburg Road (EB-WB) at Hickory Street (NB) Unsignalized EB Thru t t -- t t -- EB Right t t -- t t -- EBApproach t t -- t t -- WB Left 300 8.9 A 1 13 8.2 A 23 WB Thru t t -- t t -- WBApproach 5.5 A -- 4.1 A -- NB Left -Right 14.3 B 55 12.4 B 45 NBApproach 14.3 B -- 12.4 B -- 2. Old Lynchburg Road (EB-WB) at Church Entrance (NB) SunsetAvenue EA. (SB) Unsignalized EB Left 275 7.9 A 3 8.8 A 3 EB Thru-Right t t -- t t -- EBApproach 0.4 A 11 -- 0.7 A I -- WB Left 300 8.8 A 3 8.1 A 0 WB Thru t t -- t t -- WB Wight 363 t t -- t t -- WBApproach 0.4 A -- 0.0 A -- NB L-T-R 16.6 C 0 17.1 C 0 NBApproach 16.6 C -- 17.1 A -- SB L-T-R 204.2 F 565 88.3 F 225 SBApproachj 204.1 1 F I -- 88.3 1 F I -- 3. Old Lynchburg Road (EB)/ 5th Street Extended (WB) at County Complex (NB) Old Lynchburg Road (SB) Unsignalized EB Left 300 8.3 A 5 9.5 A 5 EB Thru t t -- t t -- EB Right 115 t t -- t t -- EBApproach 0.7 A -- 0.9 A -- WB Left 300 10.5 B 10 8.4 A 3 WB Thru t t -- t t -- WB Wight 325 t t -- t t -- WBApproach 1.2 A -- 0.1 A NB Thru-Left 49.0 E 3 31.5 D 0 NB Right 250 11.6 B 0 10.2 B 5 NBApproach 26.6 D -- 11.0 B -- SB Left 250 950.7 F 933 704.8 F 675 SB Thru-Right 11.1 B 3 12.2 B 13 SBApproach 887.7 F -- 548.5 F -- 4. Sth Street Extended (EB-WB) at Stagecoach Road (NB) Apartment Complex (SB) Unsignalized EB Left 250 9.0 A 0 11.8 B 3 EB Thru t t -- t t -- EB Right 250 t t -- t t -- EBApproach 0.0 A -- 0.1 A -- WB Left 315 17.2 C 60 11.4 B 28 WB Thru t t -- t t -- WB Wight 225 t t -- t t -- WSApproach 4.4 A -- 1.5 A NB Thru-Left 244.7 F 10 215.8 F 13 NB Right 125 26.0 D 100 15.0 C 40 NBApproach 27.8 D I -- 18.0 C -- SB L-T-R 1755.5 F 183 4384.0 F 383 SBApproach 1755.5 F -- 4384.0 F -- 5. Sth Street Extended (EB-WB) at I-64 EB Off-Ramp(SB) Signalized EB Thru 177.2 F #842 99.9 F #543 EB Thru-Right 193.7 F - 100.6 F - EBApproach 185.5 F -- 100.0 F -- WB Left 238 33.4 C m222 37.7 D m#362 WB Thru 12.2 B 171 10.7 B 278 WBApproach 18.1 B 1 -- 18.9 B -- SB L-T-R 303.9 F #922 1 537.8 F #1091 SBApproach 303.9 F -- 537.8 F -- Overall 168.3 F -- 181.2 F -- 6. 5th Street Extended (EB-WB) at I-64 WB Off-Ramp(NB) Signalized EB Left 138 12.4 B m148 17.0 B m102 EB Thru 0.1 A m119 0.1 A M110 EBApproach 3.4 A -- 3.4 A -- WB Thru 23.8 C 251 21.0 C #480 WB Right 85 40.9 D 193 53.2 D #519 WBApproach 30.8 C -- 33.3 C -- NB Left-Thru 41.7 D #259 41.2 D #266 NB Right LMT 314.7 F #521 118.8 F #321 SBApproach 221.5 F -- 85.7 F -- Overall 56.9 E -- 31.4 C -- t SYNCHRO does not provide level of service or delay for untsignalized movements with no conflicting volumes. HCM 2010 reports queues in number of vehicles. Queues shown are in feet, assuming 25' average vehicle length. # - 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m - Volume for 95th percentile queue is metered by upstream signal. Southwood — Traffic Analysis October 24, 2018 Page 16 of 16 Conclusions TIIMMONS GROUP vrtiiR V�¢enN a�uICVSR TURnii�u ni�a♦ The proposed development of Southwood is anticipated to have minimal to no impact on the study intersections, when compared to background traffic conditions. All movements at the main entrance at the Old Lynchburg Road/Hickory Street intersection will operate at LOS B or better during both peak hours. The existing westbound left turn lane on Old Lynchburg Road will adequately accommodate the projected 95t" percentile queue. 1 17 a.30you` 7_ Ye Dr des 5:,�$.j �� o-hoo•WT = rti 5.r /`• _.. ,:. gee yin v I , t a . -slag 4• .� F y« o ■ a 2 011 �R� 1 SITE � A4M, ,attoxgt c LEGEND: 0,11 �esr�° tExisting v a� AL w c m a M d > O b >, W C X J 3 V) Cn C O _ .a la o 0 325' S X 75' T 205' S X 245' T t 215' S X 160' T 170' S X 250' T T ~ 200' S X 200' T ~ 200' S X 200' T j ~ 200' S X 200' T ~ j- 200' S X 75' T T y i y O ° M 200' S X 150' T - ► 225' S X 175' T � y �* 155' S X 220' T � �* „I 100' S X 75' T J I ► . 60' S X 85' T I 200' S X 200' T O 0 X M b a a E y w C LLI C W n ui O X V f6 i � ° O O 0 3 s U ° U c 0 m W m fn — NOT TO SCALE TIMMONS GROUP YOUR VISION ACHIEVED THROUGH OURS. �60'SX50'T X W d w LEGEND: Existing Road Stop Controlled Intersection — — — — Proposed Access o Signalized Intersection S Storage Length (in feet) h Stop Sign Location T Taper Length (in feet) ,` Lane Configuration Southwood Development Figure Existing Lane Use Geometry Albemarle County, Virginia 2 u r� .■ r X W (Q 0 Q y � M � ul N O 69 (227) 4► 65 (215) I �~ O `^ 86 (308) 147 (454) 4► 31 (82) T AAk J7- 14 (5) AL T j— 68 (16) N O 7 11 (9) 377 (755) 4 228 (167) 41 CL E NM LL O M W W 421 (601) 218 (368) I i (12) 13 M (157) 343 y (23) 47 may* �► (262) 589 (0) 0 (481) 760 - i (515) 796 � ** L (139) 213 �r Y ) (334 77 (777) 926 D (0) 0 O O O (1) 4 O O M (16) 27 CD CD Ln 000 .'".��uNi .yNN CL vn Q _ W W M v �+ ci O 0 V W m m :a — m to — CL I_ O M W 411 (624) K 486 (818) W i > rr L in ^v O LEGEND: Existing Road Stop Controlled Intersection SITE— — — — Proposed Access Signalized Intersection X AM Peak Hour Volume h Stop Sign Location N PM Peak Hour Volume j Lane Configuration NOT TO SCALE **ISO** Southwood Development Figure Fi 2018 Existing Peak Hour Volumes g TIMMONS GROUP 3 YOUR VISION ACHIEVED THROUGH CURS. Albemarle County, Virginia