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e
WESTHALL
CROZET, VIRGINIA
TRAFFIC IMPACT ANALYSIS
(Update for Phase V)
For:
STO I� E H n � �
Stonehaus Development
Charlottesville, VA
��������
MAR 2..9 Z006
�'�'��;:���iQTY' C?EVELOPMENT
By: Bill Wuensch, P.E., PTOE
� FITZGERALD & HALLIDAY, INC.
` 2819 Watkins Landing Road
� Midlothian, Virginia 23113
March 2006
TABLE of CONTENTS
Page
I. Introducti on............................................................................ 1
II. Existing Conditions ................................................................... 2
III. Site Trip Generation.................................................................. 5
N. Analysis of Future Conditions with Development(Build Scenario)........... 7
V. Conclusions and Recommendations ............................................. 14
Appendices
A. Traffic Counts
B. Synchro (HCM Unsignalized)Analysis Output
C. Excerpts from Crozet Planning Documents
D. VDOT Turn Lane Warrants (Northern VA District Spreadsheets)
E. Traffic Re-distribution Calculations
F. Site Plan Concept
G. Site Trip Generation
I. INTRODUCTION
This document serves as an update to a prior traffic analysis prepared in October 2003 for the
first build scenario proposed for the subject development. The development was referred to as
the Shifflett Property at that time. That document evaluated the adequacy of Route 1204 to
handle the existing and proposed site traffic volumes. That assessment generally consisted of:
• a description of the existing Route 1204
• a projection of future traffic demand (site trip generation) per the proposed development
of 105 residential units
• an examination of the VDOT and American Association of State and Highway
Transportation Officials (AASHTO) guidelines
• a comparison of this roadway to several others in the County
• a qualitative evaluation of expected traffic operations throughout the corridor
The build condition analyzed in that effort was for 105 residential condominium / townhouse
units.
Since that original document was prepared, the name of the development has changed to
Westhall and an additional phase (Phase V) is now being proposed. In addition, the mix of
housing unit types has been refined from that noted above to the following:
• 45 Single family detached units (Westhall I & II)
• S Single family detached units (Westhall III), and
• 35 Single family attached units (Westhall IV)
The latest phase of development is referred to as Westhall V which will consist of 39 single
family detached units.
Thus, this study analyzes traffic impacts generated by a total of 92 single family detached units
and 35 single family attached units (condominiums/townhomes).
The purpose of this document is to update the original traffic study to include the following:
1. an updated trip generation estimation based on the mix of units described above.
2. an assessment of roadway link and intersection traffic operations for Route 1204 and the
intersection of Route 1204 with Tabor Street.
3. an assessment of potential traffic diversion from the development onto the new Crozet
Connector Road on the east side of the project. This assessment is in terms of likely
traffic volume contributions and resulting turn lane needs at the site entrance.
Westhall Traffic Impact Study
Fitzgerald&Halliday,Inc.
March 29,2006 Page 1
II. EXISTING CONDITIONS
Figure 1 provides an illustration of the project vicinity and location. Route 1204 is signed as
Park Road on its eastern end and High Street on the western end. The roadway has
approximately 20.5 to 21 feet of pavement width. Pavement appears to be in fair condition with
no significant cracking or subsidence. The posted speed limit is 25 MPH. A 90-degree curve is
located near the western end of Route 1204 near Dunvegan Lane. The sharp curve is signed for
10 MPH by use of an advisory speed limit sign. Sight distance around the curve appears to be
reasonable. During three site visits, no apparent incidences of speeding were observed.
Hilltop Street is a parallel facility located one block to the north of Route 1204. Hilltop Street
provides a bike/pedestrian path to the Claudius Crozet Park, which has vehicular access from
Route 1204.
Route 1204, per the year 2004 Average Daily Traffic (ADT) Count data book from VDOT, has
an ADT of 550 vehicles per day (VPD) east of Claudius Drive (Route 1220), which is
approximately '/4 mile west of the project site, and 1600 VPD west of Route 1220.
A peak hour turning movement count was conducted in March of 2006 at Route 1204 at the
intersection with Tabor Street and Hilltop Street. Figure 2 shows the results of the AM(PM)
turning movement count. An analysis utilizing the industry standard Highway Capacity
Software (HCS) was then conducted examine traffic operations for that intersection as a baseline
condition for comparison against the future build conditions. The Synchro Highway Capacity
Manual unsignalized intersection output indicates that all approaches currently function with
little or no delay. The intersection approaches function at a Level of Service (LOS) no less than
A.
Understanding Level of Service: The intersection capacity analyses were performed using HCS
methodology documented in the Highway Capacity Manual (HCM 2000) (Transportation
Research Board, Special Report #209, Revised 2000). Capacity analyses are utilized to
determine a Level of Service (LOS) for a given intersection operating under either signalized or
unsignalized controL The LOS is based on estimated delay and range from LOS A, the best, to
LOS F, the worst. In general LOS A and LOS B mean little or no delay, LOS C means average
delay, LOS D means delay is increasing and noticeable, LOS E is considered to be the limit of
acceptable delay, and LOS F is characteristic of over saturated conditions. The actual delays
associated with these levels of service are identified in Table 1.
Westhall Traffic Impact Study
Fitzgerald&Halliday,Inc.
March 29,2006 Page 2
I
1 WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
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Figure 1 * Project Site
Vicinity Map
/
1 WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
� 0 (0)
(1) (2) (0) �_ 41 (16)
1 0 0
� 1 � � 2 �o,.
Tabor St. � Hilltop St.
(4) 0
(32) 5 � � � I
87 1 1
(142) 31 � (82) (p) (2)
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Figure 2
Existing (Background - Year 2006)
Peak Hour Volumes xxx(xxx) =am(pm) Peak Hour Volumes
Not to Scale
TABLE 1
LOS and Delay Characteristics
Unsignalized
LOS Intersection Dela Secs
A 0- 10
B > 10— 15
C > 15 -25
D >25 -35
E > 35 -50
F > 50
Source: Highway Capacity Manual 2000
III. SITE TRIP GENERATION
The trip generation potential of the proposed development was determined using the traffic
generation rates published in the Institute of Transportation Engineers' (ITE) Trip Generation
Manual (7`h Edition, 2003), referencing the number and mix of dwelling units. The resulting trip
generation is identified in Table 2.
TABLE 2
Trip Generation for Proposed Westhall Development (Phases I through �
Week Day AM PEAK PM PEAK
Development Phase Total IN OUT IN OUT
Single Family Detached Units (92 963 18 55 63 37
units)
Single Family Attached Units (35 263 4 19 17 8
units)
Total Trips (127 total dwelling 1226 22 74 80 45
units)
Figure 3 illustrates the site generated traffic as distributed to the intersection of Tabor/Hilltop
Street at the west end of Route 1204 (High Street).
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2�ro I - �� --�t- �-
Westhall Traffic Impact Study
Fitzgerald&Halliday,Inc.
March 29,2006 Page 5
I
1 WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
� 0 (0)
(�) (�) (�) ♦— � (�)
0 0 0
� � 0 (0)'
__ Tabor St. � Hilltop St.
— (0) 0
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74 p
(80) 22 (45) ( (p)
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Figure 3
Site Generated Traffic xxx(xxx) = am(pm) Peak Hour Volumes
Peak Hour Volumes Not to Scale
IV. Analysis of Future Conditions with Development(Build Scenario Analysis)
To analyze the future year build scenario, the site generated trips were added to the background volumes
thus arriving at the build condition volumes. The exercise was conducted for the build year 2007. The
resulting traffic volumes are shown in Figure 4. Figure 5 illustrates the resulting AM and PM peak hour
Level of Service (LOS). Note that the capacity analysis was performed using Synchro and results
reported per the Highway Capacity Manual method output from that model. The intersection was
analyzed as 2 way stop which would represent a worse case scenario far delay on both Tabor Street and
Hilltop Street.
Westhall Traffic Impact Study
Fitzgerald&Halliday,Inc.
March 29,2006 Page 7
/
� WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
� 0 (0)
(1) (2) (�) �_ 41 (16)
1 0 0
.� 1 � �— 2 �o,,
Tabor St. � Hilltop St.
(4) 0
(32) 5 --► � � �
161 1 1
(222) 53 � (127) (p) (2)
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Figure 4
Combined (Background + Site)
Peak Hour Volumes xxx(xxx) = am(pm) Peak Hour Volumes
Not to Scale
/
� WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
.-� B (B)
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Tabor St. � Hilltop St.
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Figure 5
Year 2007 Build Year
Approach LOS xxx(xxx) = am(pm) level of service
Not to Scale
_ __-_--
_,_ , _ _
Potential Traffic Impacts at Ro 1204 - Tabor/Hilltop Stree�tion: For the build- ;y
out scenario, the LOS for individu�ovements is no less than LOS B. By this comparison, it is `�`�,
evident that the proposed development will-�iave no a�verse affect on intersection operations at
this location.
Future Year Traffic With Connection to the Proposed Avenue - Albemarle County shows a
future connector roadway between US 250 and Route 240 east of the project site in their Crozet
planning documents. This proposed two lane roadway is categorized as an Avenue with a design
.._s�eed between 25 and 35 mph.
-- --___.. __--._ _
_ __ _ _.
___ _.__
A supplemental analysis has been performed to consider the following: ��" i----
• Potential traffic diversion off of Route 1204 to the new Eastern Avenue
• Intersection traffic operations for Route 1204 at Tabor/Hilltop with the diversion per
number the above, and
• Potential turn lane needs for the intersection of Route 1204 extended with the proposed
future Eastern Avenue
Note that it is arguable that if the connector road is constructed the vast majority of the traffic
resulting from the subject development will access the primary highway system by using the
future connector road, versus traversing approximately one mile along Route 1204 to Crozet
Road to the west at the posted 25 MPH travel speed. In fact, the Albemarle County
Comprehensive Plan shows mixed use retail in the vicinity of the future connector Road and US
250, so it is further assumed that residents of the proposed development would have little reason,
once the connector road is constructed,to travel to the west along Route 1204.
Figure 6 illustrates an assumed shift in traffic under the scenario of one connection of the
Westhall site to the proposed Eastern Avenue. See Appendix E for calculations of traffic
redistribution. An assumption was made that SO% of the current traffic on Route 1204 and 80%
of the new site traffic would use the new connector road if it is constructed. Compare Figure 6 to
Figure 3 as a point of reference. Figure 7 illustrates the scenario of two site entrances from the
new roadway. Figure 8 illustrates the turn lane requirements per VDOT turn lane criteria.
Calculations for intersection volumes shown in Figures 6 and 7 and also the turn lane
recommendations shown in Figure 8 are based on Albemarle County planning documents which
indicate that the new connector road is a two lane facility (one lane each direction) with an
ultimate ADT of 4,100 vehicles per day. For planning and analysis purposes, it is assumed that
the peak hour traffic has approximately 10% of the average daily traffic and a directional split of
60/40. Thus, the "k" factor is assumed to be 10%with a D factor(directional distribution factor)
of.60. Directional bias is assumed to be to the south in the AM and to the north in the PM.
Westhall Traffic Impact Study
Fitzgerald&Halliday,Inc.
March 29,2006 Page 10
/
1 WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
� o (o)
(1) (2) (�) � 41 (16)
1 0 0
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Tabor St. � Hilltop St.
(4) 0
(32) 5 —► � � �
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(88) 20 --� (51) (p) (2)
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Route 1204 Extended
(19) 26 —
(57) 77 � �
Assumes Route 1204 25 164
Traffic is 75%to/from south (101) (246)
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Figure 6 �
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Redistributed Future Volumes
Peak Hours xxx(xxx) = am(pm) Peak Hour Volumes
Not to Scale
/
1 WESTHALL
TRAFFIC IMPACT STUDY (UPDATE)
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(24) (174) � � a �
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Site Road 1
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(10) 10 �
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10 246
Traffic is 75%to/from south � � � Q
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Route 1204 Extended
(10) 10 —
(47) 67 � �
Assumes Route 1204 15 174
Traffic is 75%to/from south � (91) (256)
0
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Figure 7 w
Redistributed Future Volumes — 2 Entrances onto New
Connector Road xxx(xxx) = am(pm) Peak Hour Volumes
Peak Hours Not to Scale
/
� wESTxaLL
TRAFFIC IMPACT STUDY (UPDATE)
(24) (174) NO TURN LANES REQ'D.
3 251
Site Road ?
Single Lane �
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� 10 164
a°. (10) (246)
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W (10) (164)
5 246
Route 1204 Extended I
Right and —
Left Turn Lane� �
15 174
� (91) (256)
0
�
N � Northbound Left Turn Lane—
� 75' Storage and a 150'
Figu re 8 w Transition Taper .
Turn Lane Recommendations — 1 or 2 Entrances onto New
Connector Road xxx(xxx) =am(pm) Peak Hour Volumes
Peak Hours Not to Scale
V. Conclusions and Recommendations:
The traffic generated by the proposed Westhall Development will generate approximately 96
trips in the AM peak hour and 125 trips in the PM peak hour. Route 1204 currently has
sufficient capacity to accommodate these additional trips without reducing intersection Level of
Service below a rating of "B". Therefore, no intersection improvements at this location are
required.
If/when a the new Eastern Avenue is constructed as shown in the Crozet planning documents,
then a significant amount of site traffic and existing traffic from Route 1204 will be redirected to
that new roadway. This will serve to reduce traffic demand on Route 1204 west of Claudius
Crozet Park. The Crozet Master Plan documents also show a new connection to the
neighborhood road south of the Westhall development. Note that no additional reduction in
traffic was made in consideration of that potential future connection.
Currently, the Westhall development is proposing two entrances to the proposed Eastern Avenue
road. It is estimated that approximatel�...BIlla.� the site traffic will use the new connector
roadway versus Route 1204.� The following recommendations are provided for turn lanes at
o ' sections, re erred to as the northern access point and Route 1204 extended
(southern access road).
Northern Access Road—no right or left turn lane required from the proposed Eastern Avenue
Route 1204 Extended—no right turn lane will be required. However, a left turn lane with 75 feet
of storage and a 150' transition taper should be constructed for northbound Eastern Avenue.
Westhall Traffic Impact Study
Fitzgerald&Halliday,Inc.
March 29,2006 Page 14
Appendix A
Traffic Counts
Turning Movement Count
FHI
Midlothian, VA File Name : RT1204�1
Site Code : 00000000
Start Date : 3/16/2006
Page No : 1
Groups Printed-Unshifted-Bank 1
Warehouse Hilltop Park Route 1204 Tabor
From North From East From South From West
Start Time Right Thru Left APP' Right Thru Left Peds ApP' Right Thru Left Peds App� Right Thru Left Peds ' App. Int.
Total Total Total Total Total
Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
07:00 AM 1 0 0 1 0 13 0 0 13 0 0 18 0 18 1 1 0 0 2 34
07:15 AM 0 0 0 0 0 13 0 0 13 1 0 25 0 26 6 1 0 0 7 46
07:30 AM 0 0 0 0 0 12 1 0 13 0 0 19 0 19 3 0 0 0 3 35
07:45 AM 0 0 0 0 0 8 0 0 8 0 1 21 0 22 12 2 0 0 14 44
Total 1 0 0 1 0 46 1 0 47 1 1 83 0 85 22 4 0 0 26 159
08:00 AM 1 0 0 1 0 8 1 0 9 0 0 22 0 22 10 2 0 0 12 44
08:15 AM 0 0 0 0 0 9 1 0 10 0 0 13 0 13 6 4 0 0 10 33
08:30 AM 0 0 0 0 0 10 0 0 10 1 0 16 0 17 7 2 0 0 9 36
08:45 AM 0 0 0 0 0 5 0 0 5 0 0 19 0 19 10 0 0 0 10 34
Total 1 0 0 1 0 32 2 0 34 1 0 70 0 71 i 33 8 0 0 41 147
Grand Total 2 0 0 2 0 78 3 0 81 2 1 153 0 156 55 12 0 0 67 306
Apprch% ��� 0.0 0.0 0.0 96.3 3.7 0.0 1.3 0.6 98.1 0.0 82.1 17.9 0.0 0.0
Total% 0.7 0.0 0.0 0.7 0.0 25.5 1.0 0.0 26.5 0.7 0.3 50.0 0.0 51.0 18.0 3.9 0.0 0.0 21.9
ar ouse
Out In Total
� Z �
0 0 0
1 2 3
2 0 0
0 0 0
2 0 0
RigIM Thru LeR
1-� y
���000 000� �
o N r� d� 1 � O
� J '000 ��
Norfh a W�..
�a2 �
`o C t�0`�(�O �F-� 1 F)IZOO6 7:00:00 AM ~�2 O�D N rn -
� (`')N 4�.-, 1Ca�ZOOB H:QS:OO AM W �I�O
�n �L � w oo v
�'�. Unshifted �x G,,N
ON�N 000a �k� � o
d a
a y o0o c`°i,rn�c'
� I �
L�t Thru Ri M Peds
152 1 0 0
1 0 2 0
153 1 2 0 I
� 1� �
3 3 6
58 156 214
Out In Total
Turning Movement Count
FHI
Midlothian, VA File Name : RT1204�1
Site Code : 00000000
Start Date : 3/16/2006
Page No : 2
Warehouse Hilltop Park Route 1204 Tabor
From North From East From South From West
� Start Time Right Thru Left App� Right Thru Left Peds App' Right Thru Left Peds APP� Right Thru Left Peds App. Int.
Total Total Total Total Total
Peak Hour From 07:00 AM to 08:45 AM-Peak 1 of 1
Intersection 07:15 AM �
Volume 1 0 0 1 0 41 2 0 43 1 1 87 0 89 31 5 0 0 36 i 169
Percent ��� 0.0 0.0 0.0 95.3 4.7 0.0 1.1 1.1 97.8 0.0 86.1 13.9 0.0 0.0
07:15 0 0 0 0 0 13 0 0 13 1 0 25 0 26I 6 1 0 0 7 46
Volume
Peak Factor 0�918
High Int. 08:00 AM 07:15 AM 07:15 AM 07:45 AM
Volume 1 0 0 1 0 13 0 0 13 1 0 25 0 26 12 2 0 0 14
Peak Factor 0.250 0.827 0.856 0.643
ar ouse
Out In Total
0 � 0
1 0 0
Right Thru Left
1-' I '--►
mm ��� * t �
I--�•- � I ?O �O
North �
`n 2 �
`o c M �� ,-2� -
�— 16/2006 7:15:00 AM y,� o
m r���� 16/2006 8:00:00 AM r w v
CL ♦ �"'N
�N Unshifted �
O� �a Bank 1 � ��°»�
a� a �—
a yo
�
� � � II
L�t Thru Ri ht Peds
87 1 1 0
� 89 172
Out In Total
Turning Movement Count
FHI
Midlothian, VA File Name : rt 1204 pm
Site Code : 00000000
Start Date : 3/16/2006
Page No : 1
Groups Printed-Unshifted-Bank 1
Warehouse i Hilltop Park-Route 1204 Tabor
From North From East From South From West
Start Time Right Thru � Left Total Right Thru � Left Peds Total Right Thru Left' Peds' Total Right Thru Left Peds I Total Total
Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1 A 1 A 1.0 1.0 ' 1.0
04:00 PM 1 0 0 1 0 5 0 0 5 0 0 11 1 12 ' 33 5 0 0 38 56
04:15 PM 1 0 0 1 0 7 0 0 7 1 0 20 0 21 36 3 0 0 39 68
04:30 PM 1 1 0 2 0 2 1 0 3 0 0 22 0 22 32 8 0 0 40 67
04:45 PM 0 0 0 0 0 4 0 2 6 1 0 22 0 23 � 39 6 1 0 46 75
Total 3 1 0 4 0 18 1 2 21 2 0 75 1 78 140 22 1 0 163 266
05:00 PM 1 1 0 2 0 4 0 0 4 1 0 18 0 19 I 36 6 1 1 44 I 69
05:15 PM 0 0 0 0 0 4 0 0 4 0 0 21 0 21 I 36 9 0 2 47 72
0530 PM 0 1 0 1 0 4 0 0 4 0 0 21 0 21 31 11 2 0 44 70
05:45 PM 0 0 0 0 0 5 0 0 5 0 1 25 0 26 I 25 14 0 0 39 70
Total 1 2 0 3 0 17 0 0 17 1 1 85 0 87 128 40 3 3 174 281
Grand Total 4 3 0 7 0 35 1 2 38 I 3 1 160 1 165 268 62 4 3 337 547
Apprch% 57.1 42.9 0.0 0.0 92.1 2.6 5.3 1.8 0.6 97.0 0.6 79.5 18.4 1.2 0.9
Total% 0.7 0.5 0.0 1.3 0.0 6.4 0.2 0.4 6.9 0.5 0.2 29.3 0.2 30.2 49.0 11.3 0.7 0.5 61.6 ;
ar ouse
! Out In Total
41 71 11
1 0 1
d 7 12
4 3 0 I
0 0 0
4 3 0 I
RigIM Thru Left !
~ 1 '-►
�or�u'� r��v„_, .� � + � �
F�n �n a�� ��� O
J �000 N�A,C.
Narth �
���2 ?
`o c��M �� �6/2006 4:00:00 PM�, �- -2 N�y -
� �N�� 3/16�2006 5:45:00 PM I w w� o
� �r �' ���'� �
m
N N,= I Unshifted ��
��N� MO(h y� lBN1K'I ' ��J �
�� d a o od
d H N O N W N�_
Left � Ri M Peds
159 1 2 1
1 0 1 0
160 1 3 1
270 165 �7
Out In Total
Turning Movement Count
FHI
Midlothian, VA File Name : rt 1204 pm
Site Code : 00000000
Start Date : 3/16/2006
Page No : 2
Warehouse Hilltop Park-Route 1204 Tabor
From North From East From South From West
Start Time Right Thru Left App� Right Thru Left Peds APP' Right Thru Left Peds App� Right Thru Left Peds App. Int.
Total Total Total Total Total
Peak Hour From 04:00 PM to 05:45 PM-Peak 1 of 1
Intersection 04:45 PM I
Volume 1 2 0 3 0 16 0 2 18 2 0 82 0 84 142 32 4 3 181 286
Percent 33.3 66.7 0.0 0.0 88.9 0.0 11.1 2.4 0.0 97.6 0.0 78.5 17.7 2.2 1.7
04:45 0 0 0 0 0 4 0 2 6 1 0 22 0 23 39 6 1 0 46 75
Volume
Peak Factor 0.953
High Int. 05:00 PM 04:45 PM 04:45 PM 05:15 PM
Volume 1 1 0 2 0 4 0 2 6 1 0 22 0 23 36 9 0 2 47
Peak Factor 0.375 0.750 0.913 0.963
ar a,se
Out In Total '
� 3 07
1 2 0
RigIM Thru LeIft
~ 1 ~
o v �
O N �� � �
H � � ^S'O W.C..
NORh A
�
�
`o c°� MF� ~2 � _
� N« 16/2006 4:45:00 PM ��o
v r 16/2006 5:30:00 PM � � 'a
��� �xo
�rn Unshifted �
� �v Bank 1 � o
a� a �'°1
a y n, "'—
L� Thru Ri ht Peds
82 0 2 0
144 &4 �
Out In Total
Appendix B
Synchro (HCS Unsignalized Intersection) Analysis Output
1204 /Tabor/ Hill Top LOS
Build Condition 3/27/2006
� --. � � ~ � � t r� �► 1 -�
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � � � �,
Sign Control Stop Stop Free Free
Grade 0% 0% 0% 0%
Volume(veh/h) 0 5 53 0 41 2 161 1 1 0 0 1
Peak Hour Factor 0.92 0.83 0.83 0.64 0.64 0.64 0.86 0.86 0.86 0.25 0.25 0.25
Hourly flow rate (veh/h) 0 6 64 0 64 3 187 1 1 0 0 4
� . .__ . _..,
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage "` "' ' - -""
Right turn flare (veh)
Median type None None
Median storage veh)
vC, conflicting volume 413 379 2 445 380 2 4 2 � �"-'�""' � " ' `s @ �
vC1, stage 1 confvol
vC2, stage 2 conf vol
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s)
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free% 100 99 94 100 87 100 88 100
cM capacity (veh/h) 450 489 1082 445 488 1083 1618 1620
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 70 67 190 4
Volume Left 0 0 187 0
Volume Right 64 3 1 4 -
cSH 980 501 1618 1620
Volume to Capacity 0.07 0.13 0.12 0.00
Queue Length (ft) 6 12 10 0
Control Delay(s) 9.0 13.3 7.4 0.0
Lane LOS A B A
Approach Delay(s) 9.0 13.3 7.4 0.0 - ' '
Approach LOS A B
w/o Eastern Road Synchro 5 Report
AM Peak Hour Page 1
FITZGEHAR1-ST51
1204 /Tabor/ Hill Top LOS
Build Condition 3/27/2006
Intersection Summary
Average Delay 8.9
Intersection Capacity Utilization 28.1% ICU Level of Service A
w/o Eastern Road Synchro 5 Report
AM Peak Hour Page 2
F ITZG E HAR 1-ST51
1204 /Tabor/ Hill Top LOS
Build Condition 3/27/2006
� � � � '� � �, t � �• l -'
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations � � �, c�,
Sign Control Stop Stop Free Free
Grade 0% 0°/u 0% 0%
Volume(veh/h) 4 32 222 0 16 0 127 0 2 0 2 1
Peak Hour Factor 0.92 0.83 0.83 0.64 0.64 0.64 0.86 0.86 0.86 0.25 0.25 0.25
Hourly flow rate(veh/h) 4 39 267 0 25 0 148 0 2 0 8 4 �-
Pedestrians
Lane Width (ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare (veh)
Median type None None �
Median storage veh)
vC, conflicting volume 319 308 10 593 309 1 12 °� 2 E
vC1, stage 1 confvol
vC2, stage 2 conf vol '�
tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
tC, 2 stage (s) �,
tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
p0 queue free% 99 93 75 100 95 100 91 ,� 100
cM capacity (veh/h) 569 551 1071 276 550 1083 1607 1620
Direction, Lane# EB 1 WB 1 NB 1 SB 1
Volume Total 310 25 150 12
Volume Left 4 0 148 0
Volume Right 267 0 2 4 - - - - -
cSH 948 550 1607 1620
Volume to Capacity 0.33 0.05 0.09 0.00
Queue Length (ft) 36 4 8 0
Control Delay(s) 10.6 11.9 7.4 0.0
Lane LOS B B A
Approach Delay(s) 10.6 11.9 7.4 0.0 - � � - - -
Approach LOS B B
w/o Eastern Road Synchro 5 Report
PM Peak Hour Page 1
FITZGEHAR1-ST51
1204 /Tabor/ Hill Top LOS
Build Condition 3/27/2006
Intersection Summary
Average Delay 9.5
Intersection Capacity Utilization 41.6% ICU Level of Service A
w/o Eastern Road Synchro 5 Report
PM Peak Hour Page 2
FITZGEHAR1-ST51
Appendix C
Excerpts from Crozet Planning Documents
It should be noted that the capacity of Jarman's Gap Road is currently not 12,000 because of the substandard
]ane widths and difficult geomehy along the roadway. The higher capacity assumes the road will be
reconstructed at some time during the planning horizon. Operational improvements may also be needed
along Crozet Avenue to improve its capacity.
According to the transportation forecasts,congestion levels are significant only on Route 250 east of Route
240 and west of Crozet Avenue in the Trend scenario. Congestion levels are moderate on the same sections
of Route 250 in the Master Plan scenario because of lower volumes. According to the transportation
forecasts,congestion is not a problem on Crozet Avenue and Route 240 near downtown in either scenario.
Table 1 -Daily Volumes on Key Roadways (as Percencage ot cnan9e)
xis nq ss ren a er an
LJnk From To Volums Volume X chan a Vdums X chan •Volums 94 chan •
oute I- 4 1 1 , o t_,4u� 1 1 a
Route 250 I-64 Gozet Ave 7,800 5,300 -329'0 19,000 1�9'0 16,800 115%
Route 250 Crozet Ave Route 240 4,800 4,800 0% 10,000 1089'0 10,2U0 113%
Route 250 Route 240 Woods Road 9,200 9,100 -1go 18,400 100go 16,800 83%
Crozet Ave Route 250 SR 810 5,900 1,200 -80% 9,600 63% 6,000 2%
Route 240 SR 810 Old 3 Notchd 5,900 2,400 -59% 8,600 469'0 6,000 2%
Route 240 Old 3 Notchd Route 250 4.9�0 4,200 -14% 10,800 120% 8,300 69%
Jarmans Gap West Gozet Ave 220 800 264qo 8,000 3536qo 4,500 1945%
E Connector Rou[e 240 Route 250 NA NA NA 3,600 NA 4,100 NA
W Connector Jarmans Gap Route 250 NA NA NA - NA 5,600 NA
Man St E Connect�;r Gozet Ave NA NA NA NA 4 000 NA
o : 0 11 0
Table 2-Congestion Levels on Key Roadways(as�oiume co capir�ty rai�o)
se rend Master lan
Link From To aci 1 Volume vlCr Volums V/Cr Volume v/Cr
oute A - 4 1 , 1 ,
Route 250 I-64 Crozet Ave 16,300 5,300 0.33 19,000 1 17 16,800 1.03
Route 250 Crozet Ave Rwte 240 16,300 4,800 0 29 10,000 0.61 10,200 0.63
Route 250 Route 240 Woods Road 16,300 9,100 0.56 18,400 1.13 16,800 1.03
Crozet Ave Route 250 SR 810 14,600 1,200 0.08 9,600 0.66 6,000 0.41
Route 240 SR 810 Old 3 Notchd 14,600 2,400 0 16 8,600 0 59 6,000 0.41
Route 240 Old 3 Notchd Route 250 14,600 4,200 0.29 10,800 0�4 8,300 0.57
Jarmans Gap West Crozet Ave 12,200 800 0.07 8,000 0.66 4,500 0.37
E Connector Route 240 Route 250 12,000 NA NA 3,600 0 30 4,100 0 34
W Connecror Jarmans Gap Route 250 12,200 NA NA - - 5,600 0.46
Main St E Connect�r Crozet Ave 12,200 NA NA 4,000 0.33
ource: ) lori apartment o ransportaUon, ua dy eve o ernce andbook, ab e 4-
Note Capaciry is Level of Service E vdume threshold esUmated by FDOT
December 1, 2004 41
Figure 1 -Trend Scenario Traffic Forecasts
,r. , . '`/�� �,..`-� . .
t�•- . � . . '.� ._..
J ,+ J . 3.
o M�i � . i n�, � � �
. 2 '�iHt �� . . . . � . � .
�u .
• ��
' � � „ .-�_� ,
y ` . _ _.�,�
� �•.. ;'1�
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I �- � � . �
-�
�qOMI
�
.fl�ryi ' ' , .�• • Y
� � �
�l . . �' .�%�'.�
�� �' � ''. . . . .
Figure 2-Master Plan Scenario Traffic Forecasts
V��•`.`'�` ' _
, ._ �- �,
. � �'-0✓��
..0 �+� �
$ *�ai
', � �! ISIq 4NM1 .
�. � ~ M I N�fNI �
I �y � � " • �.y� �.
.��`
T
� � `y�� g .t� ... `N.AIR �
* �..
�_� � �
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i IMN •
t
.rr,�� ' - . � .
:ti• � �' .
�aJ sf,� /
�..—. _. _. _ _ _ .._..._.— `"' ' � . ��•��
December 1, 2004 42
rozet
Focus on . . . Road Projects
Current Status of Road Projects: Highlights
The Master Plan identifies a number of road projects that are crucial to VDOT will hold a public
supporting the effective movement of traffic in the Crozet community. hearing on Jarman's Gap
Responsibility for road construction and maintenance in the County Road improvements in
lies with the Virginia Department of Transpartation (VDOT). The Spring, 2006.
County will be hiring a transportation engineer to work with VDOT to
help expedite the completion of road projects. Work is underway on Western Avenue is being
several major projects, including: completed as part of the
Old Trail development.
Jarman's Gap Road—Plans for these improvements are currently This road was constructed
under design by VDOT, who is planning to hold a public hearing on W�thout the use of state or
local funds.
the design in the Spring of 2006. These improvements will take place
between the intersection with Crozet Avenue and just east of Lane
Town Road and will include sidewalks and bike lanes along much of the length of the
project. Following the VDOT public hearing this spring, the Board of Supervisors will
make its location and design recommendation on Jarrnan's Gap Road to the
Commonwealth Transportation Board. Right-of-way acquisition and utility relocations
will follow. Advertisement for construction bids is scheduled in late 2008.
Western Avenue—The bridge and roadway that compose Western Avenue are being
completed as part of the Old Trail development. This road will provide an alternative to
Crozet Avenue in providing access for traffic in the western part of Crozet traveling to
Route 250 and Interstate 64. Western Ave. is one of the two major north-south roads
called for in the Master Plan and is being completed without state or local funding as a
result of the rezoning process.
Eastern Avenue—This is a second major north-south Master Plan road that will connect
Rt. 240 and Rt. 250 generally from the area around Western Ridge and the Conagra plant
to an area near Cory Farms. An alignment study of Eastern Avenue and design of the
Lickinghole Creek Bridge, a major feature of Eastern Avenue, are being programmed in
the County's Capital Improvements Program (CIP). The road itself is expected to be built
as part of private development, while the bridge is anticipated to be a future CIP project.
The County has begun preliminary discussions with developers who control the property
to determine an effective alignment of the road.
Main Street—Main Street is a major east-west road connecting eastern Crozet to the
downtown area. The County is currently discussing Main Street with land owners in the
area to better plan the alignment of the road. This road is expected to be built with
private development or through some form of public/private partnership.
Appendix D
VDOT Turn Lane Requirements
(NoVA District Spreadsheets)
WARRANT FOR LEFT-TURN STORAGE LANES ON TWO-LANE HIGHWAYS
Project: Westhall Analysis Date: 03/28/06
Intersection: Route 1204 Extended Data Date: future
Approach Direction: Northbound Projection Year: future
Peak Hour: PM Peak
Peak Hour Left Turns (V�): 101 vph
Advancing Volume (VA): 346 vph (Northbound Approach)
Opposing Volume (Vo): 164 vph (Southbound Approach)
Operating/Design Speed (V): 40 mph
% Left Turns in VA(L): 30% (Calculated Value: 29.2%)
Optional%Left Turn Override:
(75' storage required based on chart)
%Trucks in V�: 0% (0' additional storage for trucks)
CONCLUSION: 75' LEFT-TURN STORAGE REQUIRED
WARRANT FOR LEFT-TURN STORAGE LANES ON 2-LANE HIGHWAYS Fi ure 6
Westhall - Route 1204 Extended
800 ^ ~ � � �� Grade,Unsignalized Intersections
L=%Left Turns in VA
��� �� S=Storage Length Required
x
i
? 600 � � � V=40 mph
� 500 . `".s a ' L=30%
J �
� �� ��� , ��� cS� �P�ac.
� 400 s �O. �r,s �� ` � .•
z
p 300
a
a Np
0 200 Left-Turn
� Lane 164 ^�
100 Required '
0
0 200 400 600 800 1,000 1,200
VA ADVANCING VOLUME(VPH)
PM Peak-Northbound
Source:Highway Research Record Number 211 -Figure 6
tum lane warrants westhall
City of Chesapeake
fumlene v1.00
GUIDELINES FOR RIGHT-TURN TREATMENTS ON 2-LANE HIGHWAYS
Project: Westhall
Intersection: eastem ave at 1204
Approach Direction: Westbound Analysis Date: 3-38-06
Peak Hour: PM Peak Data Date: future
PHV Right Turns: 33 vph Projection Year: future
PHV Approach Total: 280 vph
CONCLUSION: RIGHT-TURN RADIUS REQUIRED
GUIDELINES FOR RIGHT-TURN TREATMENTS 2-LANE HIGHWAYS
Westhall-eastern ave at 1204
� 140
i 3
0
L
� �20
a FULL-WIDTH TURN-LANE REQUIRED
N
� ���
V I
t
� 80 $
N TAPER REQUIRED
Z
� 60
�
�
� � 40 �/
� RADIUS REQUIRED /�33
= 20
a
0
0 100 200 300 400 500 600 700 800 900 1000
PHV APPROACH TOTAL,vehicles per hour
PM Peak-Westbound
Source:VDOT Minimum Standards of Entrances to State Highways-Figure 5
Appendix E
Traffic Redistribution Worksheet
Determination of Redistributed Volumes
Assume 50%of existing shifts to new road
w/o Eastern Road Tabor Int Eastern Road
Existing AM PM shift from AM PM AM PM
EBR 31 142 EBR 16 71 16 71
NBL 87 82 NBL 44 41 44 41
Assume 80%of Site shifts to new road
Tabor Int Eastern Road
Site AM PM AM PM AM PM
EBR 22 80 EBR 4 16 18 64
NBL 74 45 NBL 15 9 59 36
New Totals Tabor Eastern Road
Combined AM PM AM PM AM PM
EBR 53 222 EBR (in) 20 87 33 135
NBL 161 127 NBL (out) 58 50 103 77
check R � ri ute
OK otal AM total PM
53 222
61 1
Appendix F
Site Plan Concept
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Appendix G
Site Trip Generation
Summary of Multi-Use Trip Generation
Average Weekday Driveway Volumes
March 27, 2006
24 Hour AM Pk Hour PM Pk Hour
Two-Way
Land Use Size Volume Enter Exit Enter Exit
Residential Condominium / Townhouse
35 Dwelling Units 263 4 19 17 8
Single Family Detached Housing
92 Dwelling Units 963 18 55 63 37
Total 1226 22 74 80 45
Note: A zero indicates no data available.
TRIP GENERATION BY MICROTRANS
Summary of Multi-Use Trip Generation
Saturday and Sunday Driveway Volumes
March 27, 2006
Saturday Sunday
24 Hr Peak Hour 24 Hr Peak Hour
2-Way 2-Way
Land Use Size Vol. Enter Exit Vol. Enter Exit
Residential Condominium / Townhouse
35 Dwelling Units
555 29 24 467 28 30
Single Family Detached Housing
92 Dwelling Units
973 50 43 803 46 41
Total 1528 79 67 1270 74 71
Note: A zero indicates no data available.
TRIP GENERATION BY MICROTRANS
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� �
CROZET PARK TOWNHOMES �
REVIEW OF ZON7NG A.ND SUBDIVISION AUTHORITY
AND TRAFFIC ASSESSMENT OF ROUTE 1204
Prepared For:
STONEHA.US DEVELOPMENT
By:
FITZGERALD cSc HALLIDAY,INC.
2819 Watkins Landing Road
� - --- - - - Midlothian, Virginia 23113
,
October 2003 .
� TR.A x'FIC ASSESSN� +NT OF ROUTE 120a (ffiC�STRE�'?'/P 4RIt ROAL)
' INTRODUCTION
` In an effort to ascertain the adequacy of tlie existing conditions along Route 1204, which
� provides access to the proposed development, the following assessment was conducted. This
,
assessment generally consisted of:
; • a description of the e7cisting Route I204
' • a projection of future traffic demand(site trip generadon)per the proposed development
• an examination of the VDOT and American Association of State and Highway
� Transportation Officials(AASHTO)guidelines
� • a comparison of this roadway to several others in the Counry
�
• a qualitative evaluation of expected traff'ic operations throughout the comdor_
f
� Note that this assessment is not intended to serve as a traffic impact study for the site as is
� usually prepared for a re-zoning case. Instead, this assessment has been prepared to provide a
cursory ettgineer's overview regarding the adequacy and appropriateness of the existing roadway
� geometry to convey the expectcd traffic demand
� EXISTING CONDITIONS
�
} Figure 1 pravides an illustration of the project vicinity and location. Route 12�4 is signed as
Park R.oad on- its .eastern end and High Street on the westem end. The roadway bas
� approximately 20.5 to 21 feet of pavement width. Pavement appears to be in fair condition with
no significant cracking or subsidence. The posted speed Iim.it is 25 MPH. A 90-degree curve is
j located near the western end of Route 1204 near Dunvcgan Lane. The sharp curve is signed for
' 10 MPH by use of an advisory speed timit sign. Sight distance around the curve appears to be
reasonable. During three site visits,no apparent incidences of speeding were observed.
I
� Hilltop Street is a parallel facility located one block to the north of Route 12a4. HiIltop Street
provides a bike/pedestriart path to the Claudius Crozet Yark, which has vehicular access from
' � Route 1204. •
;
}
Route 1204,per the year 2002 Average Daily Traffic (ADT) Count data book from VDOT, has
i an ADT of 550 vehicles per day (VPD) east of CIaudius Drive (Route 1220), which is
. approximately '/4 mile west of the project site, and 1600 VPD west of Route 1220.
� A peak hour turczing movement count was conducted, for the purposes of this overview, on
, Route 1204 at the intersection witIi Tabor Street and Hilltop Street. Figure 2 shows the results of
the AM(Plvn turning movement count. An analysis utilizing the industry standard Highway
' Capacity Software (HCS) was then conducted examine traffic operations for that intersectian as
a baseline condition for comparison against the future build conditions. The HCS indicates that
all approaches currently function with little or no delay. Tl�e intersection approaches function at
a Level of Service (LOS)no less than B.
Zoning and Subdivision Revie�v 8c'I'raffic Assessment-Crozet Park Townhomes
---- Fiizgerald&Hallidny,Inc. ----- — ---------•------
October 9,2D03 pag�g
� Unders*andiag L�vel �f SR:-vic�: The intersection capacit��analyses were performed Lsing HCS
, per the methodology documented in flie Highway Capacity Manval {HCM 2000) (Transportation
Research Board, Special Report m209, Revised 2000). Capacity anaiyses are utilized to
� determine a Level of Service (LOS) for a given intersection operating under either signalized or
� unsignalized contral. The LOS is based on estimated delay and range from LOS A,the best, to
;' LOS F, the worst. Tn generaI LOS A and LOS B mean little or no deIay, L�S C means average
� deIay, LOS D means de]ay is increasing and noticeable, LOS E is considered to be the limit of
, acceptable delay, and LOS F is characteristic of over saturated conditions. The actuaI delays
� associated with these Ievels of service are identified in Table l.
t
� � TABLE 1
� LOS and Delay Characteristics
1
1 Unsignalized
LU5 Tntersection Dela (Secs)
A 0-10
} B > 10— 15
� C > 15-25
' D >ZS-35
� E >35-50
1 F >50
�
Source:Highway Capacity Manua1200d
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Zoning and Subdivision Raview&Traffic Assessment-Crozet Park Townhomes
Fitzgerald 3c Halliday,Inc. �` �
� October 9,2003 Page 9
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FitzgeraEd&Halliday,Inc.
- Ootober 9,2003 Page 10
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� � Shifflett Property-Crozet VA
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� STTE TRiP G�NERATION
, The trip generation potential of the proposed development was deterinined using the traffic
! generation rates published in the Institute of Transportation Engineers' (ITE) Trip Generation
� lYlanzral (6't' Edition, 1997), referencing the number of dwelling units of Residential
� Condominium/Townhouse. The resulting trip generation is identiFed in Table 2.
' � TABLE 2
Trip Generation for Praposed Crozet To�vn6omes Development
i
� �i��rE�x Pr�l�rax
Develo ment Phase IN OUT 1N OUT
1 Phase 1 —6I units (weekda ADT 428 VPD) 6 29 27 13
' Phase 2—�2 units weekda ADT 311 VPD) � 21 20 10
,
i .
1 Figures 3 through 6 have been provided to illustrate the fulure irafftc demand levels at the key
Tabor/Hilltop Street intersection on the west end of Route 1204(High Street), as follows:
1
� • Figure 3 shows the Phase 1 site firaffic for the AM(.Plvn peak hour at the intersec#ion of
Tabor Street/Hilltop Street
� • .. Figure�shows the combined background tr�c plus Pbase 1 build-condition tra�c
• Figure 5 shows the Phase 2 site iraffic for the AIVI(PIYn peak hour at the intersection of
Tabor Street/Hilltop 5treet
� • Figure 6 shows the total full buiId-out condition peaIt hour traffic combined with the
� background tra�c.
� Potential Traffic Impacts :�t Route 120� - Tabor/IIiiltop 5treet Intersection: As a point of
' comparison�vith existing conditions,the Highway Capacity Software was again used to measure
the deIay and level of service for the Tabor Street/Hilltop Street intersection with Route 1204
j under future build eonditions. For Uoth Pliase 1 and Pl�ase 2 buil�-aut scctiarius, tha L03 for
� individual movements is no less than LOS B. By this comparison, it is evident that the progosed
development will have no adverse affect on intersection operations at this location.
� It should be noted that Albemarle County shows a future connector roadway between US 250
and Route 2�40 east of the prQject site in many of their planning documents. This tr�c
� assessment does not consider the likely decrease in traffic demand resulting from the
. redistribution of traffic along Route 1204 that may be expected should that future facility be
constructed. It is arguable that if the connector road is constructed the vast majority of the traffic
; resuIting from tlle subject development will access ti�e primary highway system by using the
; future connector road, versus traversing appraximately one mile along Route 1204 to Crozet
Road ta the west at the posted 25 MPH travel speed. Tn fact, the Albemarle County
, Comprehensive Plan shows mixed use retail in the vicinity of the future connector Road and US
I
Zoning and Subdivision Review 3c Tr�c Assessment-Crozet Park Townhomes
�_ _.— -- ------------r— --------------------------- -----------------------------•--------
P'i�gerald 8:Hall�duy,Inc.
� October 9,2003 Page 12
� 250, so it is further assumed that residents of the proposed deveIopment would have Iitfle reason,
once the connector road is constructed,to travel to the�vest along Route i20Y.
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Fitzgerald�4c Hailiday,Inc.
' October 9,2003 Page 13
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October 9,20D3 Page 14
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------- --Fitzger &:Halliday,Inc. ------ --------_____----------------------
' October 9,20p3 Pagc 16
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EXAMIl�IATION OF VDOT AND A.ASHTO ROAD DESIGN CRTTERIA
, At issue is the existing pavement width along Route 1204. Field measurements show a range of
2d_5 feet(ft)to slightly more than 21 ft in�uidth. The VDQT Road Design Manual indicates that
• for VDOT project development, a rural local road system (GS-4) should have a pavement tvidth
of 24 ft. This value is based on the 199Q AASHTO manual (A Policy on Geomeb�rc Design of
; Higlnvays crnd Sn�eets). The 1990 AAHSTO manual,page 333 states the following:
;
Stccdies on rii�o lane hvo yvay rural higMvays sliotiv thnt zuzdesirable co�zditio��s
i (i�rac�eqrtate >>elzicle clearances and edge of pavement clearances} exist on
si�rfaces less tl�an 2Z ft wide carrying even moderate volzm�es of miYed t�•nf�c. A
2� ft sttrf�ce is required to permit desired clearance between con�mercial
i vehicles. It is generally accepted tltat lane widths of 12 ft shoirld be provided on
� main highways
� Lrterpretation: this statement is in the context of highway facilities where miaced, i.e.
.� commercial irucks,vehicles are commonly in the traffic rnix.
' Within the same section, in the proceeding paragraph, it is stated that,An effech`ve tividth of ZO ft
� is considered adeqx�ate only for low-volirme roads where meeting afzd passing is ir�equent and
the proportion of b7�cks is lotiv.
; Ii:terpretation: this statement deals with the type of low volume local road,having a very small
percentage of large commercial vehicles,which is the case with Route 1204.
� Table IV-2 on page 334(1990 AASHTO) shows the relative capacity of a 10 ft lane compared to
a 12 f[lane given various shoulder configurations. A I O ft lane with no shouider is reported to
� have 58% of the capacity of a 12 foot lane with a six foot shoulder. Keeping in mind the fuli �;r�:E� °1�`
j capacity of a 12 $]ane with a 6 ft shoulder as being somewhere in t]te vicinity of 1900 vehicIes L,,
per hour (VPI�,58% would be appro�mately 1100 VPH per lane, which is some five times the �,� 7 7
build out peak hour volume of Route 1204 (upon completion of the Crozet Townhomes project). ��t�� �
a The manual further suggests that lane widths as narrow as 10 ft (and even 9 ft) are noted as
� acceptable for low volume low spced facilities. The 2001 AASHTO manual (same title), page
� 317,provides the same guidance.
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As another point pf reference, the VDOT Resurfacing, Restoration, and Rehabilitation (RRR)
� Guidelines as presented in the Road Design Manual (page A-63) indicate that 10 ft lane widths
� with a 2 ft shoulder are acceptable for roadway improvement projects using IZIZR criteria.
COMPAR'[SON WITH OTHER ROA.DS IN ALBEMAIZL�COiTNTY
1
' Drivers' expectation is a critically important aspect of roadway/traffic engineering and '
. transportation planning. With that in mind, a comparisan was made to see how Route 1204 met
with driver expectation relative to several other facilities within Albemarle County. While this is
not intended to justify the geometry of any of the facilities, it is interesting to see how Route
, 1204 compares with operating conditions on the otlier farniliar roadways within the County.
Zo4ing and Subdivision Review&Traff c Assessment-Crozet Parlc Townhomes
—._——-----— ��gera d"&Halliday,[nc."___
--------------- -----------•------------ ---------------__,��_
� October 9,2003 Page I8
Data in the following table (Table 3) show various conditions of other roadways in the County in
- comparison to Route L04 in the vicinity of the development site.
' TABLE 3
Geometric Conditions Relafive to 5peed on Representative Roadsvays in Albemarle County
i
� Road Name{No.} Lane Width (ft) Posted Speed ADT Location
` Crozet Avenue 11.5' not noted 6600 N. of US 250
� Jarmins Ga Road(691 9.25' 40 MPH 1800 E. of Rt 1210
,
Ha1fIvlile Branch(b84) �.25' 3S 1bIPH 680 S. of Rt 691
Rt 240 E. of Crozet 10.5' 25 MPH 5400 E. of Town
• Owensville Rd. {678) 10.2�' 40 MPH 3700 N. of US 250
Garth Road(614) 10.5' S0 MPH 3400 E. of Rt 678
�ree Union Road(601) 11' not noted 31�0 N. of Rt 614
� ' Route 53 10' not noted 8300 E.of Mouticella
,
Route 795 10.25' not noted 3000 Ashlawn
� Milton Rd. (729 10.25' not noted 490Q near Rt. 11 DO
- Route 1�04 future)* 10.5 25 MPH 2340
� *zrsing the projected build volume on Route 1204 after Croaet Totivnhomes Phase 2 build-out
!
' This exercise of cornparison is meant to put the roadway widths and operating characteristics in
perspective. The conctusion of the analysis is that given the 25 MPH posted/operating speed and
� 10.5 ft ianes,Route 12U4.is heads and shoulders above these other facilities in terms of operating
' conditions.
1 As another point of interest, there is a direct correlation between roadway widths and operating
speeds. The correlation is that a wider roadway will result in higher operating speeds. Across
the nation,the increased use of traffic calming, aimed at trying to get vehicles to slow down, has
� resuited in the introduction of roadway narrowin�through curb extensions and other means to
3 nairow the travel way, thus resulting in slowing the flow of traffic. It is arguable that widening
Route 1204,even though there is no capacity problem,will result in higher travel speeds through
� this residenrial area. The existing rural facility has natural elements af tz�c calming, including
� a well developed iree canopy and lane widths less than 12 ft. These are feattues that other
communifiies are seekang to retrofit into their residential roadway environments.
�
. OVERALL QUALITATIVE EVALUATION
ETraffic Operations: While a safety study was not performed as part of this effort, fieId
. abservations did not uncover any obvious locations where skid marks, which might indicate
accident-prone locations, were present_ The observed speeds, using the floating car method,
were well within the posted speeds. Route 1204 as a two lane roadway has plenty of capacity to
: convey the future build volvmes. Pedesfrians have alternate locations to traverse, sucb as the
trail on Hilltop Street.
Zoning and Subdivision Review&TrafFc Assessment-Crozet Park Townhomes
—�---------- rtzgerald&Halliday,Inc-``-'--
-------------_—___��.._ --�---------- - --- •--...--------_ --
• Qctober 9,2003 Page 19
AASHTO guidelines indicate that tl�e existing geometry is satisfactory per the �affic mix, travel
speed, and expected ADT.
Driver Expectancy: By comparison to other central Virginia roadways, Route 1204 has
� relatively good travet conditions. The operating/posted speed relative to geomefiry is favorable.
Traffic Calming: The existi.ng facility has natural traffic calming features that other
' communities are striving to introduce into their residential roadways. The vehicle mix has very
�
few commercial vehicles;hence the 10.5 $]ane widths are reasonable.
I '
� Future Conditions: Future build condition volumes are well within the capacity of the existing
roadway. Intuitively, it could be expected that if a connector roadway is constructed to�the east
� between US 250 and Rt 240,the ADT will drop as more vehicles on tlie east end of Route 1204
� opt to travel east to access commerciaUretail locations and places of employment.
�i Traffic Assessment Summary
�
Based on the evaluations undertaken for this assessment, it appears that the existing 20.5 ft to 21
� ft of pavement wilI accommodate the proposed Crozet Townhomes development and provide
; adequate traffic operations throughout the corridor.
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� Attacli m en ts:
Appendices 1 thra 3
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^ _ �_ Zoning and Subdiv�s�on Review&Traffc Assessment-Crozet Park Townhomes
Fitzgeral &Hulliday,Inc. � --�.`"- ------___._.---------------— ------—
October 9,2003 Page 20
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--� APPENDIX 1
J Site Plan
, Trip Generation Calculations
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. . i ._._ ._ . __._ _____ _._ �_ .__� __� . �_. . ..__ :__. ..._.-- ----- ._.� ._ _ . . � -
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' PRELIIvIINARY ��'�� "�"ju'.. �tnxuuusnevr'icrxmrt �
61mS�v� uEP.A1Atf.!caVlfTY�VAOR�IF .�;0��.......
� NOTFOAC�NSTRUCIION A� ����� "'����
t1�54CG1TES �1_, f PHAS7NC LASTER PLAN I� C-2 _
Yf[ — �1L."� � �'lt rir �il-:'�.- �?LI -.:al:__ Yf' r/•
J OF 1!
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phase II
. Summary of Trip Generation Calculation
For 42 Dweiling Units of Residential Condominium/Townhouse
, September 29, 2003
Average Standard Adjustrnent Driveway
iRate Deviation Factor Volume
� Avg. Weekday 2-Way Volume 7.41 O.OQ 1.00 311
� 7-9 AM Peak Hour Enter 0.10 0.00 1.00 4
7-9 AM Peak Hour Exit 0.51 0.00 1.D0 21
� 7-9 AM Peak Hour Total 0.61 0.00 1.00 2fi
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' 46 PM Peak Hour Enter 0.48 0.00 1.00 20
46 PM Peak Hour Exif 0.24 0.00 'I.00 10
1 4-6 PM PeaEc Hour Total 0.71 O.UO 1.00 30
�
Saturday 2-Way Volume 13.8� a.00 1.00 580
, Saturday Peak Hour Enter 0.70 0.00 1.p0 2g
Saturday Peak Hour Exit 0.6a 0.00 1.00 25
Saturday Peak Haur Total 1.30 0.00 1.00 55 '
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Note:A zero indicates no data available.
The above rates were calculated from these equations:
� 24Hr. 2-Way Volume: LN(T)_ .85LN X + 2.564 R^2= 0,8
� } � 3
7-9 AM Peak Hr.Total: LN(1��= .79LN(X)+ .298
� R^2= 0.74 , 0.17 Enter, 0.83 Exit
46 PM Peak Nr.Total: LN(1� _ .827LN(X� + .309
R^2= 0.79 , 0.67 Enter, 0.33 Exit
1 AM Gen P!c Hr.Total: LN(� = _808LN(X) + .209
R^2= 0.78, Q.18 Enter, 0.82 Exit
PM Gen Pk Hr. Total: LN(f) _ .777LN(X)+ ,5g
R^2= 0.8 , 0,65 Enter, Q.35 F�cit
� Sat. 2-Way Volume: T= 3.615(X) + 427.925, R^2 = 0.84
_; Sat. Pk Hr. 7otal: T= .286(X) + 42.627
Sun. 2-Way Volume; T= 3.'132(X) + 357.258, R^2= 0.88
, Sun. Pk Hr. Tatal: T= .232(X) + 50.009
; R^2= 0_78 , d.49 Enter, 0.51 Exit
t
Source: Institute of Transportation Engineers
' Trip Generation, 6th Edition, 1997.
J
?'RIP GENERATION 8Y MICROTRANS
�
. Summary of Trip Generation Calculation
For fi1 Dwelling Unifs ofi Residential Condominium 1 Townhouse
i September 29, 2003 ' •
Average Standard Adjustment Driveway
i Rate Qeviation Factor Volume
1
� Avg. Weekday 2-Way Vofume 7.01 0.00 1.00 428
� 7-9 AM Peak Haur Enfer 0.10 0_00 1.00 6
7-9 AM Peak Fiour Exit 0.47 0.00 1.00 29
j 7-9 AM Peak Hour Total 0.57 0.00 '1.00 35
(
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4-6 PM Peak Hour Enter 0.45 0.00 1.00 27
� 4-6 PM Peak Hour Exit Q.22 0.00 1.00 ��
46 PM Peak Hour Total 0.67 0_00 1.00 49
,
Saturday 2-Way Volume 10.63 0.00 't.00 648
�
1 Saturday Peak Hour Enter 0.53 0.00 1.00 32
Saturday Peak Hour Exit 0.45 0.00 1.00 27
1 Saturday Pea[c Hour Total 0,98 0.00 'I.00 60
�
Note: A zero indicates no data available.
�� The above rafes were calculated from these equations:
24-Hr. 2-Wa Volume: LN
Y (� _ .85LN(X)+ 2.564, R^2= 0.83
,
7-9 AM Peak Hr. Total: LN(�_ .791.N{X)+ _298
I R^2= 0.74 , 0.17 Enter, 0.83 Exit
' 46 PM Peak Hr. Total: LN(� _ .827LN(X) + .3d9
R^2= 0.79 , 0.67 Enter, 0_33 Exit
� AM Gen Pk Hr.�otal: LN(T) = .8�8LN{X) + .209
j R^2= 0.78 , 0.18 Enter, 0.$2 Exit
' PM Gen Pk Hr.Total: LN(T}_ .777LN(X) + .59
R^2= Q.8 , d.65 Enter, 0.35 Exii
l 5at. 2-Way Volume: T= 3.615(X} + 427,925, R^2= 0.84
; Sat. Pk Hr.Total: l'_ .286(X) + 42.627
Sun. 2-Way Volume: T= 3.132(X) + 357.258, R^2 = 0.88
� Sun. Pk Hr. Total: T= .232(X) + 50.009
I R^2= 0.78, 0.49 Enter, 0.51 Exit
Source:-institute of Transportation Engineers
i Trip Generation, 6th Edition, 1997.
f
TRIP GENERATION BY MICROTRANS
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_� AI�PENDIX 2
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; Excerpts from VDOT Road Design Manual and AASHTO
A Policy on Geometric Design of Highways and Streets
; (2001)
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A-7
' GEOMETRIC DESIGN STANDARDS FOR}2URAL LOCAL ROAD SYSTEM(GS-4)
ros �� Pli<N51 ��
� AYN. STOPPING MTUMUM MW. IAC�LWIOiH Wl[TTH • , (67
M�XIhIUM SIG1f7 OFGFUDFD f�) lLRNN/O
- TAAFFIG Dr'.SIGN PIlSSWG WIQi]IOF pF
TEARNN DEGR�OF OfSTANCE SHOLIDEA; PECW�(7.tENOP� fiEGONZAIIGTEP
� V�LIA.E SPEEo CUfiVATURE SlGiif SUAFPGGNG ORCH SlOPE MNIMUM
(h�Fl) PL4TANCE dR � IFNONf
pES. iv1 PAVEAENr W� t �PEj ' '-��EWIOTHS
i �
; (11 tEVEt so r.7v �7s 4oa� lsos e_ L�,1.4AOR�c
pFN Ft�LLNG AO tr 1E' Z/S 150U 2f 1f' 9'
" OVER IDD W.SA OR� PPPRaAQl
4fOlMTA7NOL a ?2 ffi 2D0' 11M 4' .
ROJLL]WAY
���... LEV� 50 770' J75' ��� tt� ZS' ' ' ' "_6 ' GS-I.�AOIi�C ' W�T}1
DNV b0 ROILIIJG �0 12 375 215 1500' tt 9 � G5.7.]A CF 78
I T07D0 MKriSITAWOUS JO ST' 20I1' 370' 1100' �'
� (1) LEVEL 5� 77iI 57S i00' 7800' � g CSJ.4AOR�C
DFN7W PoJLLING rU 12 72S 2)S 15W' 9' 6
70100 MOUHfANOUS ]0 7S ZLII' 31f1' 1fOQ 711' �' GS17I�OR7B 7PLU5
� NflFiEM LEVEI SO 77Q �79 400' SB00' a b, Gi�t.tAOR<C PAVEl81TW�TH
AI7T�00 ROt1Na ro 17' J25' DS 15D0' PLS1S7
—f T 4' CS3,�i�R'$
�� lAIXMLANOUS 70 7l 200' 200' t100' ;P �'
t00
GtJfiAFM LEVFl �0 12' �5' ZI5 1500' 6
� ��� RDLLQJG ]0 22' 290' 270 1700' �p T 7 GS-t
� �iwrurous m ticrt t2s iss am• {
i cuflr�rli t.tvEL ao Z2' =��s
11�TZSh ciOLLN6 30 2T 7�0• 70P 17DV 1E' T 2' 1' CS1 PAVEI.Ef7TwI6TH
Tn sa nourrnwous Zn nux ia tzs aao� Rusr
1 LVMEM LEVEl b a X70' 7DP „m�
ubi FiatLNG 20 11QA t25' 123' 600' 1P 7 T � CS-t ' -
. UNOER� AK]UNT.tPJOUS 31 tta'H
�
� GENERAL NOTES FOOTNOTES
Low deslgn epeeds are generaliy appApWe!n roads wllh wlnding (1} Use curren�6HV/ADT fot testoraGon rype proJectr.IJse drs n
� alfgnment 1n rolling or mounlalnous lemain where environmental ear aHV1AD7 for new mnsWclJort
1 condiuons dlctale.
' (2� Lane width to he 12'at all lnlerchange IocalforLs.
High design speeds are generally applicahle to roads 4n level tetrain
or where olher ernrironmental candltians are favorable. (3� In mountainous terrain or sectiortis with hea�y earih�noilc,lhe
� graded widlh of shoulder in wts may be deaeased 2',but In
Intertnedlate design speeds woutd be app�npriate where terraln and no rase shafl 1he shoulderwidth be less than 2'.
� ather environmental condilions are a combinaUon of those described
for{ow and hfgh speed. (4) Mlnimum shouidar slope shall be 1":1'on fow slde and same
slope as pavement on high slde.
Slandard TGSR supereievatlon based on 0.o81t1lL maxEmum Is to
i ba used. (� Pr�vlde 4' wide peved shouldeF wficn design year AdT
f excepds 2000 VPD,with 5Y or mvre ln�rk and hus usape.All
In incorpora�ed�wns or olher bufll-up areas,Ur6an Standart7 GS-8 shoulders nat Deing paved w(II hnve the mafNlna pavemenl
may be used. slruclure exlendad 1'on the same slope lnto tlie shoulder 10
f ellminate ravellnc� at the pevement edgo.
JRELA710NSHfP OF MAXIMUM GRADES TO UESIGN SPEEDS �6) �itch slaprs�o be 4:1-6'wid(h,3:1-4'width.
(i) AddlUonal or modlfled slope crlleria ln be applled where shovm
DESIGN SPEEa(MPH} on rypica!seUions.
i TYPE OF
� TERRAIN ZD 30 40 50 60 (8} Vertlral clearance a� raad�ray vnderpasses for new and
� GRADES(PERCENI� �����bridges ls iG£deslrable and 14'-6'm(nfmum
('I' additEonal clearanca requfred for nan-vehlcular
LEVEL — 7 7 8 5 averpasses}.
ROLLING 11 10 9 8 6
MOl7NTAiNOUS 16 14 �2 10 _ (9� Forintersecllons!ghidlslencerequlrementssea
. Appendlx C,Table C-1-5.
I FIGURE A- 1 -�
' A-53
SC�Ti"' A-4GUIDEL;�d�c rno ppt� pr�rl IFGTS
�v � v��
OBJECTIVE
. The objective of the �rginia RRR Guide(ines is to provide guidelines in the selection of projects
where, with rninimat improvements, the service life of the existing highway can be extended for a
; fraction of the cost of carnplete recanstruction.
� N�n-freeway resucfacing, resroration, and rehabiiitation (RRR) projects primarily involve work on
� an existing roadway surFace andlor subsurFace. In addition to extending the service Crie of the
� roadway,the purpose of RRR projects includes providing addi�onal pavement strength, restoring
� or improving tt�e existing cxoss section, decreasing noise characterisiics, improvin� i�c rid�of the
� roadway, improving bridges, and enhancing safety thraugh the implementation of appropriafe
�
safety improvements.
The scope of a RRR pnoject is influenced by many factars. Factoi-s indude roadside c�ndit�ons,
' environmental concems, changing traffie and fand use pattems, surtace deterioraaon rate,
' accident rates,funding constraints and scenicfiistoric areas.
i Althaugh RRR type improvements are norrnally accompl'�shed within tfie existing right of way, the
' acquisifian of additianal right of way may be necessary. Hor'rzantal and vertical alignment
� modfications,when reGuired,are generally minor.
i � �
' AUTbi4RlTl(
� The Transpartation Research Board's S ecial Re ort 214 Desi nin Safer oads Practices for
! Resurfacing Restoration and Rehabiiitation. 1987, was ihe result of a study on safety cost-
effectiveness of highway geometric dzsign standards for RRR projects_ Yrginia has developed
! and adopted this guideline for non-NHS RRR projects.
1
In the planning and design of any Secondary System improvements in rural areas, Virginia's
; RRR Guidelines shall be utilized to the extent possible. On secondary projects that have a 15
' year traffic projection o# 7vd vehicies per day or less, the RRR guidelines shall be the design
cvncept af choice. Reconstruction under AASHTO design guidelines shoutd be proposed on
� these projects onl when the preliminary study report documents e'ither.
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1. The needed improvement is ineligib1e for development under the RRR concept.
� or 2. Extenuating circumstances preclude the use of the RRR Design concept.
�
OEFINITIONS
! These definitions apply to RRR projects and are not an attempt to be all-inclusive of ather related
activities.
Maintenance - This work is dire�ted toward preservation of the existing roadway and
refated appurtenances as necessary for safe and efficient operatian. Design
impr4vements
A-54
are not normally the intent af maintenance operations. Seal coats, overlays less than 0.06
foot thick, cx�ack sealing, etc., are considered maintenance items, and are not RRR
� activities.
esu cin - The addition of a fayer, or layers, of paving material to provide additiona!
� structttraf ir�tegrity or improved serviceabifity and rideability.
'• Restar�tion - Woric pertormed on pavement, or bridge decks, to render them suitable for
' an addiqona!stage of construction. This may include supplemen6ng the existing roadway
by•increasing surfacing and paving cou�ses to provide structural capability, and widening
: up to a total of ten feeL Restoration will generaEly be performed within the existing right of
% �r-
; Rehabil'�tation - Similar to "Restora#ion", except fhe work may include restaring structural
; integrity or correcting major safety defects ofbridges,reynrorking orstrengthening the base
orsubbase, recyciing or reworking exis6ng mater�als to imprave their structuraf integrity,
s adding undertlrains, improving or widening shoulders, and shifts in both vertical and
. horizontal alignment involving less than 50 pem�nt of the project ler+gth. Rehabilitation
may require acquisition of additiona!right of way.
�
; Reconstruction - This type of project is not considered RRR activity. A recvnstructian
project is designed in aaordance with AASHTO design guidefines for new and major
recanstruction projects and may incfude significant changes in cross section and shifts in
� both verfical and horizontal aFig�ment. If 50 percent or more of the alignment changes,
t�e project wili be considered reoonstruction. Reconsbuction may require ar,quisiiio� of
additionai right of way and may include a11 items of work usualiy associated with new
j construccfion.
� PROJECT SELECTION
� Projects are identified and selected based on a variety of factors with the pavement condition
being of utmost importance. The pavement condition itself will not have a signficant effect on the
� extent of geometric improvements inc[uded in the project. Geometric improvements will be
' initiated to futfill#raffic servicelsafery needs.
� Logiqi project termini are to be set; and, at na time, are project exceptions far segments of
� roa8way or bridge; etc., to be'esfa6lisT�ed within the project terrrini due to excessive cost to
�
provicie the required improvements.
;
El.1GIBILITY
,
� Improvements to Existing Highway:
� Eli i�ble Items of Work+
� - Minor alterations to vertica! and/vr horizantal alignment.
- Min�r I���.and/�r shoulder wldenEng_
A-63
' Cc��u�o!� DEc�rr�! CR4TEcztq
TABLE A-4-1
� MINIMUM LANE AND SHDULDER WIDTH VALUES
� MINOR ARTERIAURURAL COLLECTOR/RURA!LOCAL ROAD SYSTEMS
DESIGN DESIGN �0°/a OR MORE TRUCKS LESS THAN 10%TRUCKS DITCH
� Ti�AFFlC SPEED d W1DTH
VOLUME MPH � � �d� 3:1 SLOPE
� �T i.ANE SHOULDER LANE SHOULDER
� ��� (b) WIDTFi WIDI'H (c) WIDTH WIDTH (c)
FT. FT. FT. FT. FT.
� <�D 10(e} 2 (i) 9 2 (i) 3(h)
, 1 -750 >50 i G 2 i 9 0 2 i 3 h
' �50 11 (fl 2(I) '�10 2 (I) 3
) �.�� 751 -2000� >50 12 - ---3 i . . . 1'[ _ _� i 3
�
-' 20�1-4004 ALL 72 6 �� 6 4
� 400'1 - ALL 12 fi 12 6 4
� OVER
.
, (a) Design traffic volume is between 8 and 12 years from completion. •
�
� (b} Fiighway segments should be dasslfled as "Under 50" only i! most vehiGes have an average
running speed of iess than 50 MPH over the length of the ssgmenL �
; (c) Cut shoulder width may tse reduced by one foot in mountainous terrain.
1
' (d) 7ruUcs are defined as h�vy vehictss viith six or mers tires.
� (e) Use 9'la�e width for Local Road 5ystem wiih ADT of i -250.
1 (9' lane widlh is equal to new canstrvdion standards.)
� (� Use 10' lane width for Colledor Road and Local Road System in mountainous terrain. (10' lane
i width is equaf to�ew constructian standards.)
7
(g) Use 11' lane width for Collecior Raad and Local Road Syslem in fevel terrain. t11' lane width is
1 equal to new construction standards.)
i
(h) Use 2'ditch width wilh pavement depths(excluding cement stabilized caurses)of 8"and less.
� (i) Minimum width of 4' if roadside harrier is utilized (minimum 2' irom edge of pavement to face of
G.R.).
� NOTE PAVEMENT AND SHOULDER WlDTHS NQTED ARE MINIMUMS FROM A DESIGN CRtTFRIA
t STANOPOINT. UNDER NO CIRCUMSTANCES SHALL THE EXISTING PAVEMEPlT OR
f SHOULDER WIDTHS BE REDUCED TO CONFORM 70 THESE MINIMUM STANDARDS.
. NOTE FOR VALUES NpT SHOWN, SEE APPROPRIATE GEOMETRiC DESIGN STANDAFtD FOR TFiE
• FUNC710NAL CLASSIFICATION OF ROADWAY (GS-2, GS-3 OR GS-0) CONTAINED IN THE
VDOT f2QAD i7ESIGN MANUAL. APPENpIX A. SECTIpN A-1 .
NDTE: ROADSIDE FiAZARDS AND Pf�IORiTY FOR RELATlVE ACT30N ARE COVERED ON PAGES A-
62 AND�4-63.
09/27/2083 10:56 75768616A5 FHI CHARLES SMTTH PAGE 01
� A PC�L1�Y�
� on
� GlE�1VIETRIC D�SIGI�T
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191�
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� Amerlca.n Aaaociat�on o[State
g�ghway snd Transpurtation O�icials
` 44�3 North Cepitnl S��N•W.,Suite 249
� Washingtnn,D.C.ZOU01
(2Q2)67A-5600
( wwv►.transportation.orE
,
i °�PY�Bh��01,by me�mctian As�or�rioa nf sam Fi�wry ud 1`nmspabdac
� Offidals.NI Ri�a Risuved.'1�boot.�pw tbcmf.m�Y na be rap�c�uod(n�ny
� uon of The pobllsha. Ptlnkd ia tbe UaiEed Su� �
�n witbat w�rimea pamb.
. Aior�fw-
1SBN:I-56051-1567
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- - - i`--- _ ___ -- ---•--------._ ...---------------- -- - - _ -- -- - -- -
�;,. . _ •-
• B9/27/2983 20:56 7576861645 FHI CNAP,LES SMITH PAGE 02
,.,
AASHTD—('comrtrrc Derign of Highwuys and Srreerr `;,?
' Wlsere unequa!-width lencs are�,locating thc wider lane on[he outeide{righQ provides -
more spac�for large vehicles that usaally occapy that Ianc,proyides m,ore epace far tricyclea,and
allaws drivers [o keep their vehicles at a grr.ater distanoe from the right edge, Whecz a curb is
� used adjncent to only one edgc, [hs wider lane shouid be placed adjuent to that curb.The bes7c
dcsign dxision is tl�o cotal tnadway widih,whik the placcment of stripes nctually detertniaes the -��
' luac widttts. �y
� Although�lans.�vidshs of 3.6 m[12 ftj are desirabla oca bath niral and urban facilitiea, thes�e ':
' are ci�urnstances where lanes less than 3.6 m[IZ ft] wide should be used.In urbaa anas whtre
, p�d`esfrian crossingc,righc-of-way, or exiating development bxame attingent conhola,tt�e use oP
; 33-m[11_ft]Ianes'i�acceptable.Lauea 3�G rn"[IO ftJ wide ua acceptable oo low=spee�faciiidcs,.
• and lunes 2.7 m[4 ftJ wide are apprnpriace on low-volumo raails in nua!snd residetttial a�e�a Fa :;
futther infoavmtion,aee NCHRP Report 362,Roadway�dths fior,Low-Tr�c Volu�na Raads(S).
' In eome instanccs.an muldlane facilitias in urban area6,narr�ower inside la�,may be utilized ro -
i permi[wider oucaide lancs for bicyck uae.In this sicuauon,3.0-m to 3.3-m j14-to 11-ftj laaes am "
conmran on rnai�clanea with 3.frmto 3.9-�nj�2-to I3-A]]anes udl�rr�oa otuside lanes.
�
�
; Auziliury lanes at interscctioas and "mterchanges aftca tyelp to faeilitate t�affic moveme�.
Such added]ancs should be as w;de aa c}te through-�affic lanes but nat]ess thau 3.0 m 11Q f}].
Whcne cootinuaus two-woy IeR-tnrn lanrs arn providod, a lenc wjdtb of 3.0 m W q.8 m [10 to
� 16 ft]provides the optimutta design,
�
"'.�'
It may not bt cost-effective w design the lane and shoulder widtha of local and colle�toe '�
� cvads and etrtets that carry lesa than 400 vehiclea per day us9ng tho same critui� epplicabIc to
eri
higher volame raads or to mafc,e extensiva oprrational erd Betziy�rove�a�to s•.:r�vcr,�lo:v-
voiut�t rouds. AASHTO is etuready evnlundng a]ternative design criUetis for;oca!and collcctmr
� roads and s�etts thai eacry less thnn qOp velucIcs per day base�t on 8 safety risk assesamenL
�
�
':�
� SH4ULDERS ;,
�
, .�-,
General Characterlstics -
, -
� A shoulder is thc poition of chc roadway con[iguaus with the traveled way that .}
eccommodatcs stopped vehides�emargency use.and Intera!support of sybbaae,base,and aurfaca .+
i cotaecs, In some cascs, the ahoulder can accommodate bicyciists. It varies in width froan aaly._ '"'"
; 0,6 m(2 ftJ on minor rural rosds whe�there is no surfaciag,o�the 6urt'acing is eppZied over the '�'
� entire roadbed, to approzimntely 3.6 m[12 ft] on maja roads wher�the entire shoulder msy bc 1=:
atabilized or paved. � '�}.
�
� The term "shaulde�' is v�ously uscd with a modifying adjxdve to describe certain
funetional ar physical characiezisticc.7hc following meanings apply to tbe terms used}�cre: `
.y
� :7
. 376 `�
�
_
' � �9/27/2003 10:56 7576861645 FHI C�fARLES SMITH PAGE �3
,L�i". Cross Settion Elerne►�ts
� •x:_
j �:
' m.�3v�e;sh�n!d pnvi�e 3cvei of s�d resistanca E�t will ac�omawdacc the brakine and stcering
� ;;;;. mancuvcrs that cen rcesonably bo cxpr.cted for the particnlat eitc.
I '�� Rcsr,a�h has dcmonstrated that highway geometrics a$tct skidding (2). Therefon, skid
t�esistance should be a coosideration in the design of sll new con�Uvctian and majar
� ��. reconstructian pmjects.Vectical and horizoata]aligwvents can be designed in sucb u way that thc
! � poteutia2 for skidding is rcducod. Also, isnprovements to thc verticaI and horizontal afignmeata
should be considered as a part of any reconsiruction projec�
I �
1 �: . �aYo�,onc cy��a�s�o��c a�aWey's sldd resistance.The four main causea of
� g�skid rtsistna:.s aa wct ns�:.�ass are zutiiug, polis�:r.p, �Ixdi�b, er� diK; pavetnents.
� � Rutting causes wau�eccwnulaLion in the wheel tracks.PolisDing reducea the pavemeat eurfece
� '� microtextute and bleeding can cover it In both cases, the lisrbh s�u#ace feaiur�s nude� for
j ' _ _. .
pene�nring thc tbin water film are diminiehcd.Pavennenc surfaces will lose their skid z�esistance
� �^ whsrs ec,ntamineted bv oil dripping�,laveis oP dust.ai q�aniG tnstttet'•N�ea�'4s �� �car�ct
� or improve ckid resistance s6ould result in the foIIowing c6aracteristics: hig� mitial skid
re�;�f�r�r.durahility, .the ib�ity io retain akid resistance with riax and tnfi'i� aad miniussua
' decrease in skid[rsistance with increasing speed.
i1
� Tining during placcmcnt leavea indencacions its cho pavemenc surface and lias prnved to be
��� eff�ciive in reducing the poten6aI for hydmplaning on roadways with padtland cement concrete
' ?` - siufacu. The use of surfux coarses oz ovcclays cos�tnu-ted i'vith-'�Sotiga�reaistsnt coarsa
� *
� agg�egate is the most widcsp►r�ad tncthod (or ;utpnov�g the surface cezture of bituminous
pavemer�ts. Uverlays of opea�raded asphalt&ictioa coursea are quite effectivc berause of their
� frictional and hydraulic proputiea. For t�ther discvsaion, rofer w the AASATO Guidelines for
� ` Skid Reau[ruce Pavemenr DeJign(3). �
4
� - ---- ---------- LANE WIDTHS
J
.-
f 'The lane width of a roadway gceady intluonces the aafety and comfort of driving. I.ane
� widtns of 2.7 to 3.6 m(4 to 12 ft] are gcnerally used, with a 3.6-m[12-ft) lnne prcdomin�t on
� �` most high-type highway6.The axtta cast of providing a 3.6-m[12-fi] iatu wldth,over the coot of
�' providing a 3.0-m(10-ft] latte width is o$set tn some ezteut by a reduction in co6i of ahonlder
' mainunance aad a reduction in surface:nAinseaance due to leaseaed wheel conceatratioma at the
i pavcmcnt odges. 'The wider 3.6-m [12-ftJ lane provides deairable cleatancas botween larga
cammet�ial veb,icles traveling in oppoaite directions on twalane,twaway ru�highways when '
' �igb traffic volurnes and particularly high perceutagrs af commci�cia]vehicles art ca�pectai.
J
Lane widths also affect lughway leveJ of service.Nauow lanes fcrnce drivers to operate their
vehiclea closer to r�ch other lateratly than ttiey wouid normaliy dcsirc.Restricte�clearauces havo
; �� much the same effect. In a cagaciry sense the effeetive vridth oE traveled way ia rednced when
' `� adjacent obst�uctious such as rctaining walls,bridge trusses ar headwalis,u►d pariced cars restrict
the latEral cicaranu. Further informa6on an tha effect of lane width an capaciry and level flf
service is preannted in the Highway Capaciry Manuat (HCM) (4)_ 1n addition ta the capscity
' �' effect,che nsultant eirafic operation has an tmdesirable effect on driver comfon and crash rases.
3lS
: �.:
— . �
� ' � ' ' 69/2.7/2BB3 10:56 757686i645 FNZ CI-tARLES SMZTN PAGE B4
AASHT'O-{'aomcsrlc Derign of Niglswayl and Smr1s
,
. �[etrte u9 Cuatonu
Mlnlmum width af traveled way(m} Mlnimum wtdN�of t�veied wsy(ft)
1 tor apeCifted deafgn volume --- ---•---tor.a�cflfed dealon vulume _
1 �rervaa �r►�aa
Deaipn �v00 Design 1500
� s under d00 to to over speed under 400 ta to owr •,
I km/h 400 1500 20�0 2t}00 rn 4Qb 1500 2000 2000 �
2�? 5.4 �.0' 8.0 S.8 1 S 1@ 20' 20 22 `3
` 3p 5.4 6.0` 8.8 T.2` 20 1 B 20` 22 24° ;;j
� 4p 5.4 8.0` 8.8 72` 2S i 8 20' 22 24° � �
50 5.a e.a` s.e 72° so ye 20' 22 za°
� 80 5.4 B4O' 8.$ 7.2` 40 7B 20' 22 24° '�
� 70 6.0 6.6 8.6 7.2° 45 2U 22 ?2 24` r�
80 6.� B.B . 8.8 72` 50 20 22 22 24° ;
� 80 6.B 8.8 7.2° 72` 55 22 22 24` 24° '
1 1 QO 6.8 8.8 7.2` 7.2` 8Q 22 22 24` 24° .�
Wldt�of graded ahoulde�on Wldth of flradad ehoulder on
� each slde af the raad m each efde of tfie road it
� ai wi
s 0.8 1.5� 1.8 24 a 2 5"b 8 8 .
i ' For roadB (n mountafnoua terrafn with dealpn volume of A�0 to 600 voh/dey, uee 5.4m
� [1 B-tt)travaled way width and 0.8-m[2-n)ahoulder wtdth.
J �
b May be adJueted to aChieve a minMum roa�way width o( 9 m [30 tt] for dQa{�� s�aed3 .
i flroater than 80 krMi(40 mph)-
� ` Whsre the width of tfie travofed way ls ehown as 7.2 m [24 R], t�o wicith may remafn at
6.8 m [22 ft] on recanstrucEed hiflhwaye where allgnment and safety reccrde are .
l saliafaetvry,
�
t See text tor roadelde banter and afrireciclnp considerecione.
� Exhiblt S-S. Miaimum Wldth of Travekd Way and Shonldera
J � .
�
(
I
; � .
' 388
i
;
1
� ..
i
i �
1 APPENDIX 3
,
� Turning Movement Count Summary
,
i
�
; _
J �
�
�
{
1
1
�
i
.. � �. _
. Peggy Malone 8�Associates, Inc.
(B88)247-8602
. File Name : High and Tabor_Hilltop AM
Site Code : 00003366
� Start Date : �7/2712003
i Page No : '1
Grou�s Printed-VehiGes
� NI h Streel Hiptop Streel ! ^ High Street Tabor Street
9 Narifibound � EesWaund
l • : Southbound . ? Wesibound _I_ � i - - im
I ' ..-r-�-
�PP�I � i 71uv i_Lc0� Pcds; TaiJ�i ��F Thnc�..l.cfl Pd�! Tail i R'8ht� TFuu I 1<11� Pdt� �d� Tnid
� Su�Timc' RigM1� T�ru; lwA I pds I Ta[al� �! - .
F.aar' I.o;. I.o E l:o, t.n: i n� i.o I._ I a i i a( .. 1 �Cu I � !:o; i.a'l i.o F l o� i.-o; 10; i o�
06:JOAM 0 i ' o o i� o z 6 o z� 'o ` .o i6 o ie� t • 1 0 0' z_ zi
; U6:43 At�i 0 0 0 2 2! 0 7 1 3 7� I 0 17 0 IB; � I 0 I 6 54
� Toml 0 I �tl 2 3� � 3 1 3� 9� I� 0� 33� 0 74; 5 2 0 l A�
� � a o o a f o o �o o io� i 3 0 o s z�
o�:oo nn� o 0 0 o a �
o7:ls AM,_. _ � o 0 o a� 0 2 I o J I o 17 a la I s a o � E z9
l 07�10 AM 2 0 0 � U 2; U 9 0 0 9; 0 1 31 tl ]?; S 3 0 0 IO; 33
tl7:45 AM D U 0 0 0� 0 7 D tl 7! 0 4 IQ t 17i 6 S 0 0 I1 � 17
} To�al 2 6 0 0 2• I 2� I 0 21� 1 1 eb i 69 i 16 17 0 I JC. 148
09:pp ql,t k 0 0 0 I 0 5 0 0 5 i 0 0 I B 2 :U� d G 0 0 l0 ?6
06�IS AM 0 0 R 0 o i 0 2 0 0 2� 0 D 12 D I2� 7 4 0 0 I 1 : 25
--i GrandTo�al ] 1 0 2 . 6: 1 37 Z - 3 79 I 2 1 149 7 ISS: 3Z 29 0 2 G3 263
J qpp�ch!� S00 16.7 �0 t7.3_ 2:6 , E�.d ].I 7.7 � l.3 0.6 96.1 1.9 ' 30.6 460 0.0 7.2
Tn�e{X 1 1 0.6 0.0 0.8 21 i 0.� IZS O.H I.l... 14:8� 0.8'- O.d Su.7 1.� 58.9• 12.? 11.6 DO O.S 24.0
� High Slraet ° i-filllop Strefll High SUeet � Tabor Sheel ;
� ' Southbourtd � Westbound _ I Norfhhound I Eastbound _ ,
� � -• --. . .w
--�
. . . .. .. .._ _. _ . . '_ '
A � --' '. I .. - � ad
� yN 1 ime' RiBht•� 'Ruu i Lc1l I Prds; Td,I Illyhl I �� �� ��I TOIII i RlBM1L I T�tN I lafl� Pcd�: Tdal i ��I �� �.,P�t_ _eul�_ T
J � 7
I L � _.I
...�.__.. ..- .... . '-. ..._i � . �
Pdo Hour Fmm 0590 AM�o oi.ls AM-Pnk 1 of I ,
lmmeuian 07:I3 AM
� Volume 7 0 0 0 3� D 23 I 0 24� 1 i bd 3 �9 i IB 20 U l 39� ISS
P��i ��O 0.0 0.0 0.0 . � 0.0 9�.8 �.2 0.0 . 1.1 1.1 94.A-- .1.1 -I' %6.� •S 1.3-.. 0.0- 2.6
� 073a . �z; s s o o io� s�
Valume � � � � Z� � 9 0 0 9� 0 I JI d
I � �0.7)I
� Pnk Fuclor �07:3U AM 07:}0 AM �07:�2 AM .
Hiuh Inl. a73o AM
I Volumc 2 0 0 0 2� 0 4 0 0 9 I 0 I 3! 0 72' G 3 0 0 ' l I �
� Puk Fanur Q.rS`
0.6b7�"--• O.GRS 9.886�
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�
Peggy Malone 8�Associates, Inc.
(888) 247-8602
Fite Name : High and Tabor Hiiltop PM
Site Code : �0003366
� Start Date : 07/27/2003
, Page No : 1
Grou.ps P[inted-Vehldes ,_.. � ,
� � High Sveet , f-Ulltop Slreet ; High Street Tabor Streel
, Southbound ' Westbound _� _ ..,Northbound . I . Eas2bound . ,
� . � - �.' r ( .__ �.. '.. APP � l ��� � Peds I Ta� m
.� �
1 S�utTimc= Ri9h�i Th^i I Lcfl I P As� ��'�� Righi I Thru� LcR J Ped�� i Ribhl� Tlw i Lrll� Pal�: .i. � RtBM� T�� �I � J; 7ofat
7ai•1� ; ... ...... . Taul.i._�.._., .. -- i l
, ... ' •. Lo; I.o.i. l.a 1 t.a. .. :...I.o, I.o I.o� Lo� i I.o� I.o t.a_ I.a..
Faaot 1 0 i 1 O: t Ol I�.: i
w�o�M' ' i o 0 o z[ o a t � s; o a is 6 i5� ib i o o n; se
� O�:iSPM 2 I 0 0 3� 0 Z 0 0 2j I 0 l7 � i8( 23 4 0 4 29 12
� Tolal 4 I 0 0 5� 0 4 1 �1 7: I Q � 32 0 73 al S �0 U 46. 91
�5:00 pM 0 I 0 0 1 : 0 0 0 0 0• 0 6 9 U 7� 27 t 0 0 2fl - 7'
DS:IS.PM U 1 0 0 1 ; 0 I � 7 9 i 0 0 l7 D i7 I 22 4 1 0 27 47
03:70 PM 2 0 0 0 2 1 0 0 0 0 0� 0 o z0 8 20 I 31 } { 0 76 GO
� OS:As PM ! 0 D 0 I � tl 3 I 0 4� I 1 �J D t3 I 32 S 2 0 39 t9
i Total 3 2 D 0 S+ 0 4 I 3� 6� 1 1� 59 0 61 � 173 U 4 0 I3Z 20fi
I
�,;pp pµ p 1 0 tl F � 0 3 0 0 3! 0 0 16 0 16 i 22 6 3 0 3I ' S 1
06:IS PM11 0 0 0 � �' � Z � S 21� 2 �S 1 18 l 127� 2D0 26 7 0 237 ]87
! 0 0 !1' 0 13
� Gnnd Total 7 4
' qPptch7: 63.6 76.4 �.0 0.0 . U.0 61.9 1d.3 :3.8 1.6 O.H 96.7 0.8 i 85,6 11.2 7.0 0.
) Tolni'.L 1.8 I.0 6.0 11.a 28� O.Q .1.4 Q.B 13 5.6� O.S �.3 30.5 0.3 �1.5 � 51,7 6.T l.8 U.0 60,2
� � HtghStreet � ' Hiplop Slreet������ T ��High�Street � Taaor SUee� '
� • Wesfbound Notthbound . ,. Easibound
SOl1�IbDlAtd � -1-. . ' 'T ' � A [m
� --I • T ApP� M� � I<fl T PeL �' Riglu Thw LeR,..Pcd� �PP � Ri TMuj�l.ell f ►eds PP .
, - �n� r�i i ws i - �- .L {._... I ._...�_��.�_ � row c�";_ I I .. � To„� , Tar
snr,Tin,a I 3tieN rT!+^�' Tuw Toul i
Peak Nwr Frvm�OdL7o PM to 06:1 S PM-�I of I �
� lnlc*scu�on 05:15 PM i
� Vdume 7 2 0 0 3'. 0 7 1 ] It� I I 66 0 6B( I10 l6 7 0 )�5• 217
� pucan 60.0 �0.0 O.0 0.0 0.6 d7.6 9.1 273 ' I.S I.3 97.1 0.0 ' EI3 13.3 S.1 00
� 05:30 2 0 0 a 2� 0 0 0 0 0� 0 0 20 0 20� 34 ' 3 1 .. q .. 3H�_. 6Q
Vaiuma ' 09[3
Pak F�to� • �
� High lur. 05:30 PM •OS:IS PM 05:30 PM �05:45 PM
Volume 2 0 0 6 I{• 0 . I . 6. 3 4' 0 tl 20 0 20 I 32 S 2 0 79'
p.�y' 0.686� 0.859 -•-0.865:
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