HomeMy WebLinkAboutSDP202000018 Study 2021-02-08FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES
ALBEMARLE COUNTY TMPs 78-6 & 78-7
Flow Automotive, LLC
1300 Richmond Road
Charlottesville, VA 22911
PREPARED FOR
Flow Automotive Group
PREPARED BY
Shimp Engineering, RC.
March 3, 2020
Revised June 30, 2020
Revised October 26, 2020
Revised February 5, 2021
912 E. High St. Charlottesville, VA 22902 1434.227.5140 1 shimp-engineering.com
TABLE OF CONTENTS
1. Project Narrative
Exhibit: Existing Entrances
2. Entrance Spacing
Exhibit: 1300 Richmond Road Entrance Spacing
3. Trip Generation & Distribution
4. Warrant Analysis
Exhibit: Left Turns Exhibit
Exhibit: Right Turns Exhibit
5. Conflicting Left Turns
Exhibit: 1300 Richmond Road Conflicting Left Turns
6. Geometric Standards for Commercial Entrances
Exhibit: 1300 Richmond Road Entrance 3
Exhibit: 1300 Richmond Road Entrance 4
7. Conclusion
4
5
6
7
8
10
13
14
15
16
17
18
19
20
SHIMP ENGINEERING, P.C.
SUMMARY OF CHANGES I FEBRUARY X, 2021 REVISION
As the plans for the Flow/Mazda and Porsche/Audi dealerships have progressed over time, development plans have
adjusted after value engineering various components of the proposed dealerships. These changes are reflected with
this current submission (February 5, 2021), which has been updated to incorporate a reduced number of service
bays from the existing service stations of the previous Malloy Ford dealership; previous submissions accounted for
an increased number of service bays from the existing number of bays. The past Malloy Ford dealership operated a
total of 35 service bays on TMP 78-6 & 78-7, utilizing all three existing entrances on Route 250, while the current
site plan now proposes a total of 28 service bays on TMP 78-6 & TMP 78-7, with the closure of one entrance and
the remaining entrances to be improved. With the removal of seven service bays and the proposed improvements
to the entrances, the new dealerships would further reduce the prior traffic impact that had occurred for decades
without significant issues.
With the reduced number of service bays, trip generation and turn lane warrant analyses have been updated for
28 service bays. Additionally, for submissions prior to this current submission (February 5, 2021), peak hour trips
were calculated based on "AM Peak Hour of Generator" or "PM Peak Hour of Generator, whereas this current
submission utilized "Peak Hour of Adjacent Street Traffic Between 7 and 9 a.m" and "Peak Hour of Adjacent Street
Traffic Between 4 and 6 p.m" for closer accuracy of such generated trips.
The current site plan for TMP 78-6 & 78-7 proposes decreasing the number of service bays, further reducing the
number of peak hour right -turn movements into the site. With the new site plan and correcting the time period
of peak hour calculations in the ITE Trip Generator, 15 right -turns are anticipated to occur during the morning
peak hour. Furthermore, this is a conservative estimate as 10% of right -turns are to be captured by Entrance 4,
leading to 90% of right -turns, or 14 right -turns, to enter through Entrance 3. As 10 right -turn movements are the
threshold for a right -turn taper, Entrance 3 is only four trips over the threshold. These right -turns are neglible,
when considering four additional trips out of the total 2,063 trips traveling west in the morning on Route 250
would be making this right -turn movement. As these three entrances have functioned for many decades without
issue for a dealership of higher intensity, a right turn taper is not required to facilitate safe traffic movement on
Route 250.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 3
SECTION 1
PROJECT NARRATIVE
Flow Automotive, LLC has purchased the old Malloy Ford dealership site located at 1300 Richmond Road on
Albemarle County's Tax Map Parcels 78-6 and 78-7. They plan to expand upon the existing buildings to house four
different manufacturers on site. The existing site has three full -access entrances off of State Route 250 Richmond
Road, two of which were built circa 1970 with approved site plan SDP000000131 for another automobile dealership.
The third was built separately with approved site plan SDP 199500042. Please refer to the exhibit on the next page
for the layout of entrances that will be referred to throughout this document. Our client wishes to keep only two
entrances with upgrades. The western entrance along Route 250, labeled Entrance 2, is to be closed. Entrance 3
is to remain full access, as it is the main thru way to Pantops Corner Way, but will be upgraded to conform to
VDOT's commercial entrance standards. The eastern entrance, Entrance 4, is to be rebuilt to constrain maneuvers
to right -in only. We have researched extensively the feasibility of keeping two of the three existing entrances with
modifications and believe it to be safe and reasonable since they have functioned as full -access entrances for the
last 25-50 years.
The main areas of analysis (and corresponding sections of this report) are (2) the spacing between entrances
compared to VDOT's spacing standards; (3) the anticipated trips through each entrance; (4) whether there is
a need to install right turn tapers or turn lanes; (5) conflicting left turns, namely vehicles turning left out of the
site while vehicles on the opposite side of Richmond Road turn left out of either entrance (labeled A and B), and
vehicles simultaneously turning left into and left out of any one entrance on site; and (6) whether the geometry of
the existing entrances conforms to VDOT standards and if not, whether non -conformances pose a problem for
vehicles entering and exiting the site.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 4
EXHIBIT
EXISTING ENTRANCES
4-
PANTOPS CORNER WAY
i
SERVICt
� BAYS
• • Z dogma
Mism
t
1, 2021
I%
TMP 78-6
v4ffl
."��rri•
I
TMP 78-7
S�RVJLt
BAYS
25 ,
SERVICE
BAYS _
i4r�t-
Richmond Rd
Olympia Dr
00 0 100 200 300
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 5
SECTION 2
ENTRANCE SPACING
The following page shows the Entrance Location Exhibit. Notice that Entrance 3 is proposed to be relocated
approximately 20 feet east. According to VDOT Appendix F Minimum Spacing Standards for Commercial
Entrances (Table 2-2), the minimum distance between full -access entrances on a principal arterial highway with
45 mph speed limit is 565 feet and 305 feet for partial access. While Entrance 3 is beyond the appropriate distance
from the proposed Pantops Corner Way off of Route 250 (currently under construction), it is not the proper
distance from Entrance 4 to the subject property. The preservation of both Entrance 3 is important as Entrance 3
is proposed to be the main entrance to the manufacturers and customers on both TMP 78-6 and TMP 78-7 due to
its central location and ease of access to both parcels. Entrance 4 does not meet spacing requirements, though we
have proposed it remain due to its low anticipated traffic volume, with only three total trips in the peak hour (see
Section 3 Trip Generation and Distribution).
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 6
1,i-RICh� Mond Rad
Malloy Ford.of" SERViCE
.r
Charlottesville Service... =AYS
SAYS
c.,
Mill
INWALOW
Bank 'j I Flow Automotive Family
Flow V.olks
..
Charlott
Of Charlottesville '•�
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,
1
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SECTION 3
TRIP GENERATION & DISTRIBUTION
The turns into and out of the site were analyzed based on the loth Edition ITE Trip Generation estimates for a site
with 28 service bays (trips were based on proposed service bays since this number is known and the site parking
is mostly dependent on the number of service bays). The breakdown of trips is based on three key assumptions
about traffic to and from the site:
(a) Traffic to the site in the morning is 50/50 heading east and west, while traffic to the site in the evening is
70/30 (heading from/towards Charlottesville). The opposite is assumed for traffic leaving the site with a 30/70
distribution in the morning heading east and west, respectively, and a 50/50 distribution in the evening.
(b) Employees comprise 50% of the morning turns into the site. Employees regularly experience morning traffic
in the area and those who commute from points west know it is easier to take a right from Route 20 to Pantops
Corner Way into Entrance 1 than to take a left into any of the entrances off of Richmond Road. Therefore employees
traveling from the west in the morning will use Entrance 1 to access the site, excluding them from the left turn trip
counts for Entrances 3 & 4.
(c) The percentage that each entrance off of Richmond Road will be utilized varies. Though VDOT treats each
entrance as though 100% of traffic will utilize it, the entrances on this site truly will not function that way. Entrance
3 is the main entrance to the site, providing access to all three manufacturers, therefore is analyzed as if 100% of
trips are through that entrance. Entrance 4 only makes sense for those accessing the eastern -most manufacturer,
Porsche, which will be high -end vehicles with a low volume of customers. Therefore 10% of total trips are estimated
through Entrance 4.
The following figures are graphs taken directly from the ITE Trip Generation web -based App, where we received
data for trips into and out of the site.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-b&78-7 1 8
Figure 1. ITE Trip Generation AM Peak Hour
M
v Trip
lsGen Manual. l ON EC
ab", 0V Una ®CO E.
ARD USE GROUP:
r (800 899) RRUM
AND LOS:
g 840uPNa I. Seim (Nex) v
AI .,a AmOstaxemed
INUSEExnEIT fennel (WE
Seary. Ban
TIME
WeMaayoPmk Hour MAomMSo- rmMr
BuTuderadmeffal
�amN UNaNAIWNan v
anal
ENIFAIV V.LLYEIYGLCUTATETIm S:
OGIw Y
Data Plot and Equation
2e0
caution- Small Sample Size
150
100 )
T
5U
gd___--- __________ zo ------ •_— ------ Cp _______________ so
x - Number of semlce Ban
ResinZaom Resiwe
X and, 91. - Avmge Rah
Figure 2. ITE Trip Generation PM Peak Hour
Duery
n. POIDUCE
Trip Cum Manual I M Ed v
..: ate ¢damn m available Click Easee .10 npdade.
O
LARD run ..p
(aORaeelwy .�
xO USE:
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LARD Y.a wacAREgoRr:
Al Sm.
dEPEXOEM eLE(Nk
ISegura Bays
111E ¢ERGO:
WaMtlH. Peek HaurolAtl)eranf SYeNTIeM[ v
Ged UTRNSUWNm v
FULPTUPS
VeM1M.
O WIOLb
Data Plot and Equation
C.Prom- Small Sample Size
150
E x
be
IS LBG
~ X
--------------"----- -:
ad
X
00 20 -, 90 fi0
x - number of Berbce SmS
Rnm Zdom Re&ore
X Study SIN --- AmS.e Bete
Lend Uve:
ANomorde Spies (Mew) (al Clive For ups dyths,
am" Bays
Time fti:
AAAANy
Peak Hour mAapeanl Street Trzl@
OUR Ham Bmmn 7 and 9 a in.
SMN&Ou ;
Ge,mi UdmT on
SW bVa:
NunLero151I.,
3
Ang. Num, of forywe Was:
31
gwrepe Pale.
30l
Range al Mes:
1.M-]92
am.. Beeladm:
124
Fdb4 Cum EUue :
Notreares
Ra_
BnttdorelM MWUm:
65%enlenng. 35%Urged
Cticurand Tnp Ends:
Averega Reg fi7 FHA0. 37(Emrv) 20 B's)
DATA STATISTICS
Lard Use:
and.—Alk.1.(M-)Bed, lue,io mo ada'ala
Ind.Pn.nl..:
Some Bays
Time ted:
..a,
Paak Lees itan [end BtreN TOME
One Hour Exit— d and 6 nm.
Gmlmal Ur uauMan
Trip Tygr:
vneMe
Mamuer of studies:
3
Avg. Hum. of semlca irvi
3l
Avema. Rage:
226
Hance of Rees:
1 d0-6 g8
..,am Be.Iadon:
1.2
Figure Caw Egre n:
Not man
Ra
Dx orel DsM0udm:
45%emenng. 55% exiting
Calmb urge Enter
Average Ran 63 Rolal} 23 Ent 35(ExIU
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: Ti 78-6&78-7 1 9
SECTION 4
WARRANT ANALYSIS
A right turn warrant analysis was performed for each entrance using the trip generation information from the
previous section in conjunction with VDOT 2018 Traffic Data. Please see the table below for the traffic data for
State Route 250 Richmond Road.
Table 1. VDOT 2018 Traffic Data
Richmond Road - Principal Arterial
45 mph
1.79 mile section from SR 20 to I-64 East of Charlottesville
K
0.0912
D
0.6283
AADT
36000
Peak Hour Total
3283
Peak Hour Approaching
2063
Please note that a left turn lane already exists for both entrances, so the left turn warrant analysis has been omitted.
The following figure shows that a right turn taper is warranted for Entrance 3.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 10
Figure 4. Entrance 3 Warrant for Right Turn Taper
120
,DO
15
PHV APPROACH TOTAL, VEHICLES PER HOUR
F-81
Appropriate Radius required at all Intersections and Entrances (Commercial or Private).
LEGEND
PHV- - Peak Hour Volume (also Design Hourly Volume equivalent)
Adjustment for Right Turns
If PHV is not known use formula: PHV = ADT x K x D
K = the percent of AADT occumng in the peak hour
D = the percent of traffic in the peak direction of flow
Note An average of I I % for K x D will suffice
When right turn facilities are warranted. see Figure 3-1 for design cntena
FIGURE 3-27 WARRANTS FOR RIGHT TURN TREATMENT (4-LANE HIGHWAY)
Rev 1116
In the instance of accounting for 100% of traffic entering through Entrance 3, Entrance 3 has only five trips over
the threshold requiring a taper. Though the peak trips shown for Entrance 3 warrant a taper, this warrant analysis
assumes high speed traffic on a 4 lane highway, which is not the condition on Richmond Road during peak hour
traffic. A stoplight exists approximately 1,000 feet down the road from this entrance, and traffic is often backed up
at least 500 feet towards the site in peak traffic, meaning vehicles are already slowing down around this entrance.
During peak hour, traffic is backed up past both Entrances 3 & 4. For these reasons, we think it is reasonable to
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-b&78-7 1 11
request a waiver to the taper requirements for Entrance 3. Obstacles to installing a taper for Entrance 3 include
the necessity to dedicate right-of-way area as well as to relocate existing underground utilities in that area. The last
entrance does not warrant a right turn taper as there are only 2 right turns in the peak hour. See Figure 5.
Figure 5. Entrance 4 Warrant for Right Turn Taper
120
F-81
100 —FULL—WIDTH TURN LANE AND TAPER Al
0
O
S
W
a 60
V)
W
�Jf
S
= n
W
60 .TAPER REQUIRED
N
Z
cc
S
(7 60 i
e00 1 2063
PHV APPROACH TOTAL. VEHICLES PER HOUR
Appropriate Radius required at all Intersections and Entrances (Commercial or Private)
LEGEND
PHV- - Peak Hour Volume (also Design Hourly Volume equivalent)
Adjustment for Right Turns
If PHV is not known use formula PHV = ADT x K x D
K = the percent of AADT occurring in the peak hour
D = the percent of traffic in the peak direction of flow
Note An average of 11 % for K x D will suffice
When right turn facilities are warranted, see Figure 3-1 for design cnieria
FIGURE 3-27 WARRANTS FOR RIGHT TURN TREATMENT (4-LANE HIGHWAY)
Rev. 1/15
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 12
e
alloy Ford ;dff
ille Service...
Richmond Rd
• i � �- � � � � .. , err �_ _ � �� � _ - _ .� � �-�.
Bank
Flow Automotive Family
i BMW Of Charlottesvillet `
"U
oll
rlo
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o° `► Marco 's Pi.
k
Troyota'Service
EXHIBIT
1300 RICHMOND ROAD RIGHT TURNS AM(PM)
PANTOPS CORNER WAY
WEi �• e
ti
EX. ENTRANCE
TO BE CLOSED
2063(1220)
1220(2063)
Revised February 1, 2021
SHIMP ENGINEERING, P.C.
EX. ENTRANCE
UPGRADED &
SHIFTED 20 FT
EAST
to
TURN DISTRIBUTIONS
ENTRANCE 3 4
IN 8(21) N/A
LEFT [AM(PM)]
TURN OUT 8(17) N/A
[AM(PM)]
IN 15(9) 2(1)
.1 RIGHT [AM(PM)]
i TURN OUT 18(17) N/A
s4 • . • [AM(PM)]
M'a
4 -ice � TMP 78-7 418'
1 SERVICE
• BAYS
M 19 i•
SERVICE +�
BAYS •
!. tow
318(1 4
15(9) R (1) - 0 • •
i
X. FULL ACCESS
ENTRANCE LIMITED
TO RIGHT IN ONLY
C� •
0 0
wx ? 50
•.
4 Laif
A
100 0 100 200 300
Scale: 1 "=100'
FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMPS 78-6 & 78-7 14
SECTION 5
CONFLICTING LEFT TURNS
Though we do not have data for the number of trips generated by the site across the street (entrances A & B),
we have analyzed the movements of left turns out of the opposite site for conflict with left turns from the subject
property. Entrance 3 has potential conflict with Entrance A, though we have found approximately 36-55 feet
spacing between simultaneous turns, based on 60° and 45° radii. Entrance 4 will have no conflict as left turns out
are now prohibited.
Analyzing left turns into and out of the subject property only, Entrance 3 is the only entrance with conflicting left
turns. In the evening, if 100% of vehicles entering and exiting the site were to use Entrance 3, there would be 21
left turns into the site during the peak hour and 17 left turns out of the site. The majority of traffic on Richmond
Road at this time will be in the eastbound lane, which makes these conflicting turns less severe, though VDOT
2018 Traffic Data suggests 1,220 total vehicles will still be in the westbound lane over the course of the peak hour.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 15
..
1 IrSERVIC
1 Q Ru
• � ' ' 'Z 'Malloy Ford of,
Charlottesville Service...
_ T
3 Uicchmond Rd
Bank r i �--
Flow Automotive Family ; tf �'.•.
(l 8 FIow,Volks
1Ilkof C arlott
M. i
Charlottesville
r
7.
it;,-, �z
/t/ s
VAN�
,
` v
yota'Service •,
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SECTION 6
GEOMETRIC STANDARDS FOR COMMERCIAL ENTRANCES
Geometric standards for commercial entrances include spacing between entrances (discussed in section 2), curve
radius of entry/exit, width, angle of entrance, and throat distance to prevent vehicles from queueing up into the
road. The existing curve radii of the entrances are 7-8 feet, while VDOT specifies 25 feet for commercial entrances.
Both entrances will be upgraded to conform to this 25 feet standard. A separate truck access is available through
Entrance 1 from Pantops Corner Way as it is accessed from Route 20. The specified minimum width for a full
access commercial entrance is 30 feet. Entrance 3 exceeds this requirement, while Entrance 4 is proposed at a
width of 29.35 feet. This entrance is to be reconstructed for partial access, so this will no longer be nonconforming.
The entrance angle with the roadway for Entrance 3 is 86% allowing for easy entry and exit. Required commercial
entrance throat lengths are 35 feet. Entrances 3 & 4 measures 36 feet and 32 feet, respectively.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 17
EXHIBIT
1300 RICHMOND ROAD ENTRANCE 3
a
35.63' O --
86` ---=-------� =--
2S
Revised October 22, 2020
r 40 .0
Scale: V=20'
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-6&78-7 1 18
EXHIBIT
1300 RICHMOND ROAD ENTRANCE 4
31.58'
Li
�h600 - -_
�n LL
Revised October 22, 2020
r 40 .0
Scale: V=20'
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-b&78-7 1 19
SECTION 7
CONCLUSION
Three entrances to this site currently exist off of Richmond Road to serve an automobile dealership with 35 service
bays, generating 79 trips in the evening (highest) peak hour. They have been functional full access entrances for at
least 25 years, with a total of 12 possible turning maneuvers into and out of the site. One new building is proposed
with this site plan, with a reduction of total service bays on -site, resulting in a 20% decrease of evening (highest)
peak hour trips. In turn, we are proposing the closure of Entrance 2 and restrictions on the remaining 2 of the 8
turning maneuvers to and from Richmond Road. Upgrades are proposed to Entrances 3 & 4, bringing them each
into conformance with VDOT's geometric standards with the exception of a 3 foot shortcoming on the throat
length for Entrance 4. Though the entrances do not meet VDOT spacing criteria for a commercial entrance,
we do not anticipate conflicts due to the significantly reduced speed of traffic on Richmond Road during peak
hour. Because of the existing traffic light at the intersection of Richmond Road and Stony Point Road, traffic is
frequently backed up past the entrances of the subject property during the peak hour when most trips into this
site are anticipated. Vehicles are forced to slow upon approach of the site due to traffic, therefore right turn tapers
are not necessary for either of the entrances. Realistically, traffic is backed up past the entrances most times of the
day. Less than ten right turns per hour are anticipated through each entrance during non -peak hours, which would
not require a turn taper. These entrances have served an automobile dealership between 25 and 50 years and we
see no reason Entrances 3 & 4 would not continue to function for the same proposed use of reduced intensity.
Furthermore, Entrances 3 & 4 are to be improved close to commercial entrance standards. With the long-term use
of these entrances, the proposed improvements, the reduced intensity of use from prior operations, and the traffic
conditions of Route 250, Entrances 3 & 4 would provide for safe manuevers in and out of the site for this use.
Please contact me with any questions or comments at (434)227-5140 or Justin@shimp-engineering.com
Regards,
Justin Shimp, P.E.
SHIMP ENGINEERING, P.C. FUNCTIONAL ANALYSIS OF EXISTING ENTRANCES: TMP578-b&78-7 1 20