4131 Chain Bridge Road

Transcription

1 Traffic Impact Study 4131 Chain Bridge Road City of Fairfax, VA 05/04/16 May 4, 2016 Prepared for: Paradigm 1415 North Taft Street Suite 100 Arlington, VA This report is printed on environmentally friendly paper and bound with 100% post consumer material.

2 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Prepared by: 1140 Connecticut Avenue Suite 600 Washington, DC Tel: Fax: Centreville Road Suite 330 Chantilly, VA Tel: Fax: Washington Street Suite 316 Haymarket, VA Tel: Fax: This document, together with the concepts and designs presented herein, as an instrument of services, is intended for the specific purpose and client for which is was prepared. Reuse of and improper reliance on this document without written authorization by Gorove/Slade Associates, Inc., shall be without liability to Gorove/Slade Associates, Inc.

3 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates TABLE OF CONTENTS List of Figures... ii List of Tables... ii Executive Summary... 1 Introduction... 2 Study Objective... 2 Study Tasks... 2 Data Sources... 2 Proposed Development and Context... 3 Site Description... 3 Scope and Limits of the Study Area... 5 Existing Roadway Network... 6 Existing Traffic Volumes... 6 Existing (2016) Capacity Analysis... 8 Future (2020) Conditions without Development Planned Background Improvements Regional Growth Future (2020) without Development Capacity Analysis Future (2020) Conditions with Development Trip Generation Direction of Approach Future (2020) Conditions with Development Traffic Volumes Future (2020) Conditions with Development Capacity Analysis Conclusion May 4, 2016 i

4 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates LIST OF FIGURES Figure 1: Site Location Map... 3 Figure 2: Parcel Map... 4 Figure 3: Study Area... 5 Figure 4: Existing Lane Configuration and Traffic Control Devices... 7 Figure 5: Existing (2016) Peak Hour Traffic Volumes... 8 Figure 6: Existing (2016) Conditions Level of Service Figure 7: Future (2020) University Drive Cross Section Figure 8: Excerpts from City of Fairfax Bicycle Map (left) and Mason to Metro Bicycle Map (right) Figure 9: Eleven Oaks Site Concept Figure 10: Future (2020) Background Development Volumes Figure 11: Future (2020) without Development Traffic Volumes Figure 12: Future (2020) without Development Level of Service 4 Lane Cross Section Figure 13: Future (2020) without Development Level of Service 2 Lane with TWLTL Cross Section Figure 14: Direction of Approach Figure 15: Site Generated Trips Figure 16: Future with Development (2020) Traffic Volumes Figure 17: Future (2020) with Development Level of Service 4 Lane Cross Section Figure 18: Future (2020) with Development Capacity Analysis 1 Lane with TWLTL Cross Section LIST OF TABLES Table 1: Existing Roadway Network... 6 Table 2: Existing (2016) Capacity Analysis Results... 9 Table 3: Future (2020) Background Trip Generation Table 4: Future (2020) without Development Capacity Analysis 4 Lane Cross Section Table 5: Future (2020) without Development Level of Service 2 Lane with TWLTL Cross Section Table 6: Site Trip Generation Table 7: Future (2020) with Development Capacity Analysis 4 Lane Cross Section Table 8: Future (2020) with Development Capacity Analysis 1 Lane with TWLTL Cross Section May 4, 2016 ii

5 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates EXECUTIVE SUMMARY The proposed redevelopment of 4131 Chain Bridge Road includes a rezoning of the property to RM (residential multifamily) and replacement of the existing single family home with a 315 unit apartment building and a 527 space parking garage. The site is bounded by Chain Bridge Road and University Drive, and is located between Armstrong Street and Sager Avenue, within the Old Town Historic Transition District of the City of Fairfax. Access to the parking garage is proposed via a single fullmovement access along University Drive to the north of and opposite Breckinridge Lane. This traffic study reviews the impact of the site redevelopment at the following existing study intersections, as well as the proposed site driveway on University Drive: 1. George Mason Boulevard / University Drive and Armstrong Street 2. University Drive and Breckinridge Lane 3. University Drive and Parking Garage Driveway Analysis of existing traffic operations indicate that all three study intersections currently operate at acceptable levels of service (LOS D or better), and queue lengths do not exceed what is available. The City of Fairfax has a planned roadway project to restripe University Drive between the existing fire station (to the north of the site) and Armstrong Avenue. This University Drive Road Diet removes one lane in each direction from the current fourlane divided section, and installs a two way left turn lane in the center of the roadway and a curb bike lane for each direction. The effectiveness of this project will be reviewed following implementation and a contingency to restore the four lane section is in place. In addition to regional traffic growth of 1% per year, the following two background developments were included in this study: Mayfair (Main Street and East Street) : 25 townhomes Eleven Oaks (George Mason Boulevard and School Street): 39 single family homes and 10 townhomes Analysis of future traffic conditions in 2020 without the proposed redevelopment indicate that all three study intersections will continue to operate at acceptable levels of service and queue lengths will not exceed the available storage, with or without the University Drive Road Diet restriping. Analysis of future traffic conditions in 2020 with the proposed 315 apartments indicate that all three existing study intersections will continue to operate with acceptable levels of service and queue lengths, with or without the University Drive Road Diet. With the current 4 lane section on University Drive, the site access intersection will also operate at acceptable levels of service. With the implementation of the University Drive Road Diet, vehicles exiting the site, particularly those turning left, would experience delays above the acceptable threshold during the PM peak hour. If the additional wait time encourages more drivers to turn right, acceptable levels of service on this movement would be restored. Therefore, no geometric improvements are necessary to accommodate the redevelopment of 4131 Chain Bridge Road. May 4,

6 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates INTRODUCTION This report presents the findings of a traffic impact study conducted in support of the proposed rezoning of the site located at 4131 Chain Bridge Road. This study includes the increased density proposed in RZ for Fairfax tax map The site is located in the City of Fairfax, Virginia, bounded by Chain Bridge Road and University Drive, and between Armstrong Street and Sager Avenue. This site is within the Old Town Historic Transition District of the City of Fairfax. The redevelopment of 4131 Chain Bridge Road will replace the existing single family home with a 5 story apartment building consisting of 315 units, a 527 space parking garage, and associated amenities. Study Objective The objectives of this study are to evaluate the transportation network in the vicinity of the site and identify any potential transportation impacts that may result from the proposed development. Elements of this report include a description of the proposed development, an evaluation of the existing transportation network, and evaluations of the future transportation network with and without the proposed development. This report reviews the impact of the site redevelopment at the following existing study intersections, as well as the proposed site driveway on University Drive: 1. George Mason Boulevard / University Drive and Armstrong Street 2. University Drive and Breckinridge Lane 3. University Drive and Parking Garage Driveway Study Tasks The followings tasks were complete as part of this study: Field reconnaissance in the vicinity of the site was performed to collect information related to the existing traffic controls, roadway geometry, and traffic flow characteristics. Traffic counts at the three existing study intersections were performed on Wednesday, April 13, 2016 during weekday morning and afternoon peak hours. Future conditions were projected based on inherent traffic growth of one percent (1%) compounded annually and applied to major traffic movements to account for regional growth along the roadway network. Two background development projects, Mayfair and Eleven Oaks, were assumed to be in place for the future conditions analysis. Proposed site traffic volumes were generated based on the methodology outlined in Trip Generation, 9 th Edition published by the Institute of Transportation Engineers (ITE). Intersection capacity analyses were performed using the software package Synchro, Version 9.1 based on the Highway Capacity Manual (HCM) methodology. Traffic analyses were performed for the existing conditions (2016) and future conditions (2020) with and without development. Data Sources Sources of data for this study include the City of Fairfax, the Virginia Department of Transportation (VDOT), the Institute of Transportation Engineers (ITE) Trip Generation, 9 th Edition, Paradigm Companies, and the office files and field reconnaissance efforts of Gorove/Slade Associates, Inc. May 4,

7 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates PROPOSED DEVELOPMENT AND CONTEXT Site Description Site Location The site project is located in the City of Fairfax, Virginia in the Old Town Historic Transition District between Chain Bridge Road and University Drive. Vehicular access will be provided via a full access driveway from University Drive. The site location is shown in Figure 1. Figure 1: Site Location Map May 4,

8 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Parcel Information The existing property is currently occupied by a single family detached home. The property is identified as tax parcel number A parcel map showing the location of the property is presented in Figure 2. Figure 2: Parcel Map General Land Use Plan The existing zoning of the property is R 2. The property has a future land use designation of mixed use. The property is proposed to be rezoned to RM (multi family). May 4,

9 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Scope and Limits of the Study Area The study area is bounded on the north by South Street, on the south by Armstrong Street, on the east by University Drive, and on the west by Chain Bridge Road. Regional access to the site is provided via I 66, Route 50, Route 123, and Route 236. The following intersections were identified for inclusion in this study as shown in Figure 3: 1. George Mason Boulevard / University Drive and Armstrong Street 2. University Drive and Breckinridge Lane 3. University Drive and Parking Garage Driveway 4. University Drive and Site Access, in Future with Development scenario Figure 3: Study Area May 4,

10 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Existing Roadway Network A description of the roadways within the study area is presented below in Table 1. The existing roadway network, lane configurations and intersection control are illustrated in Figure 4. It should be noted that currently, along the west side of University Drive along the subject property s frontage, there is a gap in the sidewalk. The property has not been developed since the city has required sidewalk installations, and the city has not completed the sidewalk network. Table 1: Existing Roadway Network Roadway City of Fairfax Classification Lanes Speed (miles/hour) ADT* University Drive Collector 4 lane 25 14,000 Armstrong Street N/A 2 lane 25 N/A Sager Avenue N/A 2 lane 25 2,700 * VDOT, Traffic Engineering Division, 2014, Annual Average Daily Traffic Volume Estimates Existing Traffic Volumes Traffic counts were conducted at three of the study area intersections on Wednesday, April 13, 2016 during the weekday AM and PM peak hours. These intersections were: George Mason Boulevard / University Drive and Armstrong Street University Drive and Breckinridge Lane University Drive and Parking Garage Driveway Based on these traffic counts, the system weekday peak hours occurred from 8:00 AM to 9:00 AM and 5:00 PM to 6:00 PM. There were some slight discrepancies (<10%) between intersections along University Drive, so the northbound and southbound through volumes were adjusted and balanced to show consistent volumes. The existing balanced peak hour traffic volumes for the intersections within the study area are shown in Figure 5. A copy of the turning movement counts is included in the Appendix. May 4,

11 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 4: Existing Lane Configuration and Traffic Control Devices May 4,

12 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 5: Existing (2016) Peak Hour Traffic Volumes Existing (2016) Capacity Analysis Capacity analyses were performed for the intersections within the study area during the weekday AM and PM peak hours under existing conditions. Synchro Version 9.1 was used to analyze the study intersections based on the Highway Capacity Manual (HCM) methodology for level of service and vehicular delay. SimTraffic was used to determine the vehicular queue lengths at the study intersections. A heavy vehicle percentage of 2% was used for existing movements, and a default heavy vehicle percentage of 2% was used for any new movements. The existing peak hour factors (by approach) in the range of 0.85 to 1.00 were used in the analysis. May 4,

13 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates The results of the intersection capacity analyses are presented in Table 2, and are expressed in level of service (LOS) and delay (seconds per vehicle) per lane group. The 95 th percentile and 50 th percentile queue results for each intersection are also presented in Table 2, and are expressed in feet. The detailed analysis worksheets are included in the Appendix. For the purposes of this analysis, it is desirable to achieve a level of service (LOS) of D or better for each lane group at the intersections. The capacity analysis results indicate that all movements operate at acceptable LOS under existing conditions. The levels of service for the existing conditions are shown in Figure 6. Table 2: Existing (2016) Capacity Analysis Results No. Intersection (Movement) Bay/ Link Length (feet) LOS Delay AM Peak 50 th Queue 95 th Queue LOS Delay PM Peak 50 th Queue 95 th Queue 1 George Mason Boulevard / University Drive and Armstrong Street Overall Intersection (Signalized) B 10.2 B 11.8 Eastbound Approach 700 B B Westbound Approach 990 B B Northbound Approach A 8.8 A 9.3 Northbound Left 120 A A Northbound Thru/Right A A Southbound Approach A 9.3 A 11.0 Southbound Left 250 A A Southbound Thru/Right A B University Drive and Breckinridge Lane Overall Intersection (Unsignalized Westbound Stop Controlled) Westbound Approach A B Northbound Approach A A Southbound Approach 220 A A University Drive and Parking Garage Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach B C Northbound Approach 220 A A Southbound Approach A A May 4,

14 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 6: Existing (2016) Conditions Level of Service May 4,

15 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates FUTURE (2020) CONDITIONS WITHOUT DEVELOPMENT Planned Background Improvements The City of Fairfax, in an effort to enhance bicycle facilities in the city, will be restriping University Drive from Armstrong Street to the fire station located just south of the intersection with South Street. The planned striping plan for the University Drive Road Diet will convert the current 4 lane undivided cross section (two lanes each direction) to three lanes, with one vehicle lane for each direction, a two way left turn lane (TWLTL) down the centerline, and with one bicycle lane along each curb. The planned striping will be installed by the fall of The planned striping project includes a component to review the effectiveness of the bicycle lanes along University Drive in the future and allows the street to revert to a four lane section if necessary. A sketch of the planned cross section is shown in Figure 7. The existing bike facilities, and the Mason to Metro trail, past the site are shown in Figure 8. Figure 7: Future (2020) University Drive Cross Section Figure 8: Excerpts from City of Fairfax Bicycle Map (left) and Mason to Metro Bicycle Map (right) May 4,

16 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Additionally, the section of missing sidewalk along the site frontage of University Drive will be installed prior the redevelopment of the property. This construction will allow continuous pedestrian circulation on the west side of University Drive from Layton Hall Road to George Mason University. The following two background developments were included in this study: Mayfair: 25 townhomes Eleven Oaks: 39 single family homes and 10 townhomes The Mayfair development is a townhome community located at the intersection of East Street and Main Street, north of the proposed 4131 Chain Bridge Road development. Access to this development would be along Sager Avenue, approximately 160 feet east of East Street. Per a memorandum from Gorove/Slade Associates dated January 20, 2012, approximately 10% of the site traffic would travel south along East Street. To provide a conservative analysis, it was assumed that all of this traffic would travel through the study intersections along University Drive and George Mason Boulevard. This equates to one outbound trip in the morning peak hour, and one inbound and one outbound trip in the afternoon peak hour. A copy of the memo is included in the Appendix. The Eleven Oaks development is located to the south of the proposed 4131 Chain Bridge Road development. Figure 9 shows the Eleven Oaks concept plan. It should be noted that a portion of the Eleven Oaks background development had been built and occupied at the time of the existing traffic counts. As directed by staff in the scoping meeting, half of the future trips from the full development were included in this study to reflect the homes that have not yet been constructed and occupied. The resulting trips were then routed through the roadway network based on the direction of approach (DOA) that is presented in this traffic impact study. May 4,

17 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 9: Eleven Oaks Site Concept The trip generation for the background developments is presented below in Table 3 and was based on Trip Generation, 9 th Edition published by the Institute of Transportation Engineers (ITE). The proposed DOA for Eleven Oaks is shown in Figure 14. The resulting traffic assignments from the background developments are presented in Figure 10. Table 3: Future (2020) Background Trip Generation W e e k d a y Land Use ITE Code Size AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Total Eleven Oaks Single Family Detached Housing DU Townhouse (condominium/townhouse) DU Total Eleven Oaks Trips 49 DU Minus Homes Currently Occupied 50% Mayfair Townhouse (condominium/townhouse) DU May 4,

18 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 10: Future (2020) Background Development Volumes Regional Growth A 1% regional growth rate was applied to all major movements at the study intersections. This rate was determined from feedback received from City of Fairfax transportation personnel during the scoping meeting. The total future background conditions volumes were obtained by adding the volumes generated by the two background developments to the existing traffic volumes and regional growth, and are presented in Figure 11. May 4,

19 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 11: Future (2020) without Development Traffic Volumes Future (2020) without Development Capacity Analysis Capacity analyses were performed at the intersections within the study area during the weekday AM and PM peak hours for the future without development scenario. Synchro, Version 9.1 was used to analyze the study intersections based on the Highway Capacity Manual (HCM) methodology to determine levels of service and delay, while SimTraffic was used to determine queue lengths. A heavy vehicle percentage of 2% was used for existing movements unless determined to be higher from the turning movement counts, in which case the higher percentage was used. A default heavy vehicle percentage of 2% was used for May 4,

20 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates any new movements. The default peak hour factor of 0.92 was used for all intersections under future without development conditions. The results of the intersection capacity analysis are presented in two parts: first with the current (4 lane) cross section of University Drive, followed by the University Drive road diet results. The results of the capacity analysis with the current (4 lane) cross section are presented in Table 4, and are expressed in level of service (LOS) and delay (seconds per vehicle) per lane group. The 95 th percentile and 50 th percentile queue results for each intersection are also presented in Table 4, and are expressed in feet. The results are presented graphically in Figure 12, and detailed analysis worksheets are contained in the Appendix. The study intersections continue to operate acceptably with the regional growth and other development trips. Table 4: Future (2020) without Development Capacity Analysis 4 Lane Cross Section No. Intersection (Movement) Bay/ Link Length (feet) LOS Delay AM Peak 50 th Queue 95 th Queue LOS Delay PM Peak 50 th Queue 95 th Queue 1 George Mason Boulevard / University Drive and Armstrong Street Overall Intersection (Signalized) B 10.3 B 12.4 Eastbound Approach 700 B B Westbound Approach 990 B B Northbound Approach A 8.9 A 9.3 Northbound Left 120 A A Northbound Thru/Right A A Southbound Approach A 9.3 B 12.0 Southbound Left 250 A A Southbound Thru/Right A B University Drive and Breckinridge Lane Overall Intersection (Unsignalized Westbound Stop Controlled) Westbound Approach B B Northbound Approach A A Southbound Approach 220 A A University Drive and Parking Garage Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach C C Northbound Approach 220 A A Southbound Approach A A May 4,

21 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 12: Future (2020) without Development Level of Service 4 Lane Cross Section To show the results of the road diet of University Avenue, the future without development volumes were analyzed with the planned one lane with TWLTL cross section. The results of this analysis are shown in Table 5, and graphically in Figure 13. May 4,

22 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Table 5: Future (2020) without Development Level of Service 2 Lane with TWLTL Cross Section No. Intersection (Movement) Bay/ Link Length (feet) LOS Delay AM Peak 50 th Queue 95 th Queue LOS Delay PM Peak 50 th Queue 95 th Queue 1 George Mason Boulevard / University Drive and Armstrong Street Overall Intersection (Signalized) B 10.3 B 12.4 Eastbound Approach 700 B B Westbound Approach 990 B B Northbound Approach A 8.7 A 9.3 Northbound Left 120 A Northbound Thru/Right A Southbound Approach A 9.2 B 12.0 Southbound Left 250 A A Southbound Thru/Right A B #569 2 University Drive and Breckinridge Lane Overall Intersection (Unsignalized Westbound Stop Controlled) Westbound Approach B C Northbound Approach A A Southbound Approach 220 A A University Drive and Parking Garage Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach C C Northbound Approach 220 A A Southbound Approach A A May 4,

23 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 13: Future (2020) without Development Level of Service 2 Lane with TWLTL Cross Section May 4,

24 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates FUTURE (2020) CONDITIONS WITH DEVELOPMENT The 4131 Chain Bridge Road development is proposed to consist of one 5 story building with 315 residential apartments. Access to the development will be off of University Drive, approximately 80 feet north of and opposite Breckinridge Lane. The site plan is included in the Appendix. Pedestrian facilities will be included with the site development to connect with the new segment of sidewalk along University Drive and the greater pedestrian network. Trip Generation The trips associated with this planned development were calculated using the Institute of Transportation Engineers (ITE) Trip Generation, 9 th Edition and are presented in Table 6. Table 6: Site Trip Generation W e e k d a y Land Use ITE Code Size AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Total Apartment DU ,033 Direction of Approach Based on the surrounding roadway network and engineering judgement, a direction of approach was developed and agreed to at the scoping meeting. This DOA was used to route the calculated site trips through the study intersections. Figure 14 illustrates the direction of approach and Figure 15 illustrates the site generated traffic assignments. May 4,

25 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 14: Direction of Approach May 4,

26 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates SITE LEGEND 1 X STUDY INTERSECTION AM/PM AM/PM AM/PM VOLUMES (AM PEAK/PM PEAK) PROPOSED ROADWAY /17 19/10 UNIVERSITY DR 51/26 UNIVERSITY DR 3 19/75 UNIVERSITY DR 4 19/75 UNIVERSITY DR ARMSTRONG ST 8/31 GEORGE MASON BLVD 5/19 ARMSTRONG ST UNIVERSITY DR 13/50 BRECKINRIDGE GARAGE LN DRIVEWAY UNIVERSITY DR 76/40 SITE ACCESS 76/40 51/26 UNIVERSITY DR 13/50 Figure 15: Site Generated Trips Future (2020) Conditions with Development Traffic Volumes Site generated traffic volumes were added to the calculated volumes from the future without development scenario to obtain future (2020) with development traffic volumes. The resulting volumes are illustrated in Figure 16. May 4,

27 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates SITE LEGEND 1 X STUDY INTERSECTION AM/PM AM/PM AM/PM VOLUMES (AM PEAK/PM PEAK) PROPOSED ROADWAY / /550 17/40 ARMSTRONG ST 92/83 52/86 18/21 UNIVERSITY DR GEORGE MASON BLVD 29/18 381/417 20/39 24/22 66/73 34/32 ARMSTRONG ST 464/734 4/7 UNIVERSITY DR UNIVERSITY DR 17/5 0/3 BRECKINRIDGE LN 496/509 1/13 3 GARAGE DRIVEWAY 1/11 0/12 12/0 436/778 UNIVERSITY DR UNIVERSITY DR 6/1 570/503 4 SITE ACCESS 76/40 51/26 19/75 417/715 UNIVERSITY DR UNIVERSITY DR 13/50 500/464 Figure 16: Future with Development (2020) Traffic Volumes May 4,

28 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Future (2020) Conditions with Development Capacity Analysis Capacity analyses were performed at the intersections within the study area during the weekday AM and PM peak hours. Synchro, Version 9.1 was used to analyze the study intersections based on Highway Capacity Manual (HCM) methodology to determine levels of service and delay. Queue lengths were computed using SimTraffic. The results of these analyses may be found in Table 7 and are illustrated in Figure 17. The detailed analysis worksheets are included in the Appendix. A heavy vehicle percentage of 2% was used for existing movements unless determined to be higher from the turning movement counts, in which case the higher percentage was used. A default heavy vehicle percentage of 2% was used for any new movements. The default peak hour factor of 0.92 was used for all intersections under future without development conditions. The results of the intersection capacity analysis are presented in two parts: first with the current (4 lane) cross section of University Drive, followed by the University Drive Road Diet results. As indicated by the results, each of the existing study intersections continue to operate well with the inclusion of the site traffic on the roadway network. With the 4 lane crosssection of University Drive, the level of service for the site exit is a LOS D. At the other study locations, analysis of the 4 lane cross section shows that the studied intersections experience either no change or slight improvement in level of service. Under this configuration, no conflict between left turns entering the site and Breckinridge Lane would exist, as the movements would be made from adjacent through lanes. The results of the capacity analysis with the 4 lane cross section are shown in Table 7, and illustrated in Figure 17. May 4,

29 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Table 7: Future (2020) with Development Capacity Analysis 4 Lane Cross Section No. Intersection (Movement) Bay/ Link Length (feet) LOS Delay AM Peak 50 th Queue 95 th Queue LOS Delay PM Peak 50 th Queue 95 th Queue 1 George Mason Boulevard / University Drive and Armstrong Street Overall Intersection (Signalized) B 10.6 B 14.3 Eastbound Approach 700 B B Westbound Approach 990 B B Northbound Approach A 8.8 B 10.2 Northbound Left 120 A A Northbound Thru/Right A B Southbound Approach A 9.8 B 14.7 Southbound Left 250 A A Southbound Thru/Right A B University Drive and Breckinridge Lane Overall Intersection (Unsignalized Westbound Stop Controlled) Westbound Approach B B Northbound Approach A A Southbound Approach 60 A A University Drive and Parking Garage Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach C C Northbound Approach 110 A A Southbound Approach A A University Drive and Site Access Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach C D Northbound Approach 50 A A Southbound Approach A A May 4,

30 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 17: Future (2020) with Development Level of Service 4 Lane Cross Section The future with development capacity analysis with the 1 lane with TWLTL cross section is shown in Table 8, and illustrated in Figure 18. With the planned 1 lane with TWLTL cross section in place, the site exit is projected to operate at an LOS E during the PM peak hour, with a delay of 1.5 seconds above the threshold for LOS D. Due to the relative ease of turning right versus left, drivers may choose to alter their travel path accordingly. Shifting approximately 5% of the trips from the eastbound left turn to the eastbound right turn would yield an acceptable LOS D on the site exit. Based on the DOA, up to 30% of residents may find this movement convenient to access Chain Bridge Road to the north and Main Street to the west. May 4,

31 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates With the TWLTL in place, left turns to various driveways along University Drive would share the center turn lane. The relatively low volumes at the site driveway (50 vehicles per hour maximum) and Breckinridge Lane (7 vehicles per hour maximum) would not regularly conflict, as the combined demand would be less than one vehicle per minute for this segment of the TWLTL. Given the 25 mph speed limit and the generous sight distance, the configuration would not present an inherent safety risk beyond that normally associated with a two way left turn lane configuration. Table 8: Future (2020) with Development Capacity Analysis 1 Lane with TWLTL Cross Section No. Intersection (Movement) Bay/ Link Length (feet) LOS Delay AM Peak 50 th Queue 95 th Queue LOS Delay PM Peak 50 th Queue 95 th Queue 1 George Mason Boulevard / University Drive and Armstrong Street Overall Intersection (Signalized) B 10.6 B 14.3 Eastbound Approach 700 B B Westbound Approach 990 B B Northbound Approach A 8.8 B 10.2 Northbound Left 120 A A Northbound Thru/Right A B Southbound Approach A 9.8 B 14.7 Southbound Left 250 A A Southbound Thru/Right A B University Drive and Breckinridge Lane Overall Intersection (Unsignalized Westbound Stop Controlled) Westbound Approach B C Northbound Approach A A Southbound Approach 60 A A University Drive and Parking Garage Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach C C Northbound Approach 110 A A Southbound Approach A A University Drive and Site Access Overall Intersection (Unsignalized Eastbound Stop Controlled) Eastbound Approach C E Northbound Approach 50 A A Southbound Approach A A May 4,

32 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates Figure 18: Future (2020) with Development Capacity Analysis 1 Lane with TWLTL Cross Section May 4,

33 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates CONCLUSION The analysis presented in this report supports the following conclusions: Existing (2016) Conditions Analysis of existing conditions indicate that all three study intersections currently operate at acceptable levels of service, and queue lengths do not exceed what is available. Future (2020) without Development Conditions Future background volumes were calculated applying a growth rate of 1% per year to major movements at the study intersections and adding the new volumes to calculated trips from planned background developments. The following two background developments were included in this study: Mayfair: 25 townhomes Eleven Oaks: 39 single family homes and 10 townhomes Analysis of future conditions without development indicate that all three study intersections will continue to operate at acceptable LOS, and queue lengths will not exceed the available storage, with or without the University Drive Road Diet restriping. Future (2020) with Development Conditions Future (2020) with development volumes were calculated by adding the proposed site generated trips of 315 apartments to the future without background trips. Analysis of future with development conditions indicate that all three study intersections will continue to operate at acceptable LOS, and queue lengths will not exceed what is available, with or without the Road Diet. With the current 4 lane section on University Drive, the site access intersection would operate at acceptable levels of service. The exit from the site driveway would operate at LOS E during the PM peak hour with the planned University Drive Road Diet. If a few drivers opt to turn right to minimize wait times, the site exit would operate at acceptable LOS D. No changes to the roadway geometry would be required to mitigate the impacts of the site traffic. May 4,

34 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates TECHNICAL APPENDIX Appendix A: 4131 Chain Bridge Road Site Plan Appendix B: Turning Movement Counts Appendix C: University Drive Road Diet Plan Appendix D: Mayfair (Fairfax Main Street Residential) Revised Transportation Analysis Memo Appendix E: Capacity Analysis May 4,

35 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates APPENDIX A 4131 Chain Bridge Road Site Plan May 4, 2016

36 DRIVE WAY LOADING PARKING GARAGE POOL COURTYARD A COURTYARD B RESIDENTIAL-1 DOG PARK UTILITY PLAN 4131 CHAIN BRIDGE ROAD REZONING CDP-GDP CITY OF FAIRFAX "=30' N/A APRIL, 2016 SHEET 05 OF 30 FILE No. RZ-12787

37 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates APPENDIX B Turning Movement Counts May 4, 2016

38 Gorove/Slade Associates Project Name : University Drive Speed Study Project # : Location 0 Fairfax Data Source: Gorove/Slade Associates, Inc. Intersection: University Drive at Garage Access Date of Counts: Wednesday, April 13, 2016 AM PEAK AM Weather Conditions: Clear PM Weather Conditions: Clear Direction: Roadway: Southbound University Dr. Westbound No Approach Northbound University Dr. Eastbound Garage Access AM INTERSECTION PEAK VOLUMES AM SYSTEM PEAK VOLUMES Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds 6:00 AM to 6:15 AM :15 AM to 6:30 AM :30 AM to 6:45 AM :45 AM to 7:00 AM :00 AM to 7:15 AM :15 AM to 7:30 AM :30 AM to 7:45 AM :45 AM to 8:00 AM :00 AM to 8:15 AM No Approach 0 18 No Approach 1 8:15 AM to 8:30 AM Garage Access 0 1 Garage Access 0 8:30 AM to 8:45 AM :45 AM to 9:00 AM PM PEAK. 0 0 Direction: Southbound Westbound Northbound Eastbound Roadway: University Dr. No Approach University Dr. Garage Access 0 0 Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds N 4:00 PM to 4:15 PM :15 PM to 4:30 PM :30 PM to 4:45 PM :45 PM to 5:00 PM PM INTERSECTION PEAK VOLUMES PM SYSTEM PEAK VOLUMES 5:00 PM to 5:15 PM :15 PM to 5:30 PM :30 PM to 5:45 PM :45 PM to 6:00 PM :00 PM to 6:15 PM :15 PM to 6:30 PM :30 PM to 6:45 PM :45 PM to 7:00 PM PEAK HOURS Direction: Southbound Westbound Northbound Eastbound 1 No Approach 0 1 No Approach 0 Roadway: University Dr. No Approach University Dr. Garage Access 23 Garage Access 0 23 Garage Access 0 Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds AM INTERSECTION PEAK HOUR 7:45 AM to 8:45 AM PM INTERSECTION PEAK HOUR 5:00 PM to 6:00 PM AM SYSTEM PEAK HOUR 8:00 AM to 9:00 AM PM SYSTEM PEAK HOUR 5:00 PM to 6:00 PM PEAK HOUR FACTORS Southbound Westbound Northbound Eastbound University Dr. No Approach University Dr. Garage Access Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach AM PEAK HOUR Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach PM PEAK HOUR #DIV/0! Overall AM PEAK HOUR FACTOR = 0.92 Overall PM PEAK HOUR FACTOR = 0.93 AM Period Intersection Volume: 1779 PM Period Intersection Volume: University Dr. 374 University Dr. University Dr University Dr University Dr University Dr University Dr. University Dr

39 Gorove/Slade Associates Project Name : University Drive Speed Study Project # : Location 0 Fairfax Data Source: Gorove/Slade Associates, Inc. Intersection: Breckenridge Lane at University Drive AM PEAK Direction: Roadway: Southbound University Dr. Westbound Breckenridge Ln. Northbound University Dr. Eastbound No Approach Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds 6:00 AM to 6:15 AM :15 AM to 6:30 AM :30 AM to 6:45 AM :45 AM to 7:00 AM :00 AM to 7:15 AM :15 AM to 7:30 AM :30 AM to 7:45 AM :45 AM to 8:00 AM :00 AM to 8:15 AM :15 AM to 8:30 AM :30 AM to 8:45 AM :45 AM to 9:00 AM PM PEAK. Direction: Roadway: Southbound University Dr. Westbound Breckenridge Ln. Northbound University Dr. Eastbound No Approach Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds 4:00 PM to 4:15 PM :15 PM to 4:30 PM :30 PM to 4:45 PM :45 PM to 5:00 PM :00 PM to 5:15 PM :15 PM to 5:30 PM :30 PM to 5:45 PM :45 PM to 6:00 PM :00 PM to 6:15 PM :15 PM to 6:30 PM :30 PM to 6:45 PM :45 PM to 7:00 PM PEAK HOURS Direction: Roadway: Southbound University Dr. Westbound Breckenridge Ln. Northbound University Dr. Eastbound No Approach Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds AM INTERSECTION PEAK HOUR 8:00 AM to 9:00 AM PM INTERSECTION PEAK HOUR 5:00 PM to 6:00 PM AM SYSTEM PEAK HOUR 8:00 AM to 9:00 AM PM SYSTEM PEAK HOUR 5:00 PM to 6:00 PM PEAK HOUR FACTORS Southbound Westbound Northbound Eastbound University Dr. Breckenridge Ln. University Dr. No Approach AM Peak Hour Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach AM PEAK HOUR #DIV/0! Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach PM PEAK HOUR #DIV/0! Overall AM PEAK HOUR FACTOR = 0.92 Overall PM PEAK HOUR FACTOR = 0.93 AM Period Intersection Volume: 1742 PM Period Intersection Volume: Date of Counts: Wednesday, April 13, 2016 AM Weather Conditions: Clear AM INTERSECTION PEAK VOLUMES University Dr No Approach University Dr Breckenridge Ln. 8 0 No Approach Breckenridge Ln University Dr PM INTERSECTION PEAK VOLUMES University Dr N 3 Breckenridge Ln No Approach PM Weather Conditions: Clear AM SYSTEM PEAK VOLUMES University Dr PM SYSTEM PEAK VOLUMES University Dr. 0 No Approach University Dr Breckenridge Ln University Dr

40 Gorove/Slade Associates Project Name : University Drive Speed Study Project # : Location 0 Fairfax Data Source: Gorove/Slade Associates, Inc. Intersection: University Drive and George Mason Boulevard at Armstrong Street Date of Counts: Wednesday, April 13, 2016 AM PEAK AM Weather Conditions: Clear PM Weather Conditions: Clear Direction: Roadway: Southbound University Dr. Westbound Armstrong St. Northbound George Mason Blvd. Eastbound Armstrong St. AM INTERSECTION PEAK VOLUMES AM SYSTEM PEAK VOLUMES Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds 6:00 AM to 6:15 AM :15 AM to 6:30 AM :30 AM to 6:45 AM :45 AM to 7:00 AM :00 AM to 7:15 AM :15 AM to 7:30 AM :30 AM to 7:45 AM :45 AM to 8:00 AM :00 AM to 8:15 AM Armstrong St Armstrong St :15 AM to 8:30 AM Armstrong St Armstrong St. 89 PM PEAK 8:30 AM to 8:45 AM :45 AM to 9:00 AM Direction: Southbound Westbound Northbound Eastbound Roadway: University Dr. Armstrong St. George Mason Blvd. Armstrong St Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds N 4:00 PM to 4:15 PM :15 PM to 4:30 PM :30 PM to 4:45 PM :45 PM to 5:00 PM PM INTERSECTION PEAK VOLUMES PM SYSTEM PEAK VOLUMES 5:00 PM to 5:15 PM :15 PM to 5:30 PM :30 PM to 5:45 PM :45 PM to 6:00 PM :00 PM to 6:15 PM :15 PM to 6:30 PM :30 PM to 6:45 PM :45 PM to 7:00 PM PEAK HOURS Direction: Southbound Westbound Northbound Eastbound 219 Armstrong St Armstrong St. 127 Roadway: University Dr. Armstrong St. George Mason Blvd. Armstrong St. 159 Armstrong St Armstrong St. 165 Movement: Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds Right Thru Left Peds AM INTERSECTION PEAK HOUR 8:00 AM to 9:00 AM PM INTERSECTION PEAK HOUR 5:00 PM to 6:00 PM AM SYSTEM PEAK HOUR 8:00 AM to 9:00 AM PM SYSTEM PEAK HOUR 5:00 PM to 6:00 PM PEAK HOUR FACTORS Southbound Westbound Northbound Eastbound University Dr. Armstrong St. George Mason Blvd. Armstrong St. AM Peak Hour Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach AM PEAK HOUR Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach Right Thru Left Approach PM PEAK HOUR Overall AM PEAK HOUR FACTOR = 0.94 Overall PM PEAK HOUR FACTOR = 0.93 AM Period Intersection Volume: 2138 PM Period Intersection Volume: University Dr University Dr. George Mason Blvd George Mason Blvd University Dr University Dr George Mason Blvd George Mason Blvd

41 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates APPENDIX C University Drive Road Diet Plan May 4, 2016

42 SHARE THE ROAD SPEED LIMIT 25 NOPARKING xxxxx xxxxx NO PARKING ANY TIME INNS OF COURT CONDOMINIUM DB 6416 PG 639 NOPARKING BETWEEN SIGNS CONC UTILITY PADS SHARE THE ROAD IPF BEGIN EX. ASPHALT CURB S15 21'31"W ' END EX. ASPHALT CURB EX. CONC S/W D D F&M BANK NORTHERN VIRGINIA DB 9896 PG 237 PIN CONC S/W PARKING ANY TIME NO PROPOSED TYPICAL SECTION: UNIVERSITY DRIVE N 44' CURB-TO-CURB ARMSTRONG STREET CURB & GUTTER 5.5' BIKE LANE 10.5' SOUTHBOUND S66 29'38"E ' 12' TURN LANE 10.5' NORTHBOUND 5.5' BIKE LANE CURB & GUTTER N66 29'51"W ' NOTE: MAY REQUIRE PRESENCE DETECTION ZONE ADJUSTMENTS R3-9b 36"X48" 12 SF OPERATOR: ckeler - PLOTTED: Tuesday, February 09, 2016 AT 09:44 AM FILE NAME: R:\2014\17 City of Fairfax Transportation Engineering_14-007_$500K\Task 07 University Drive Road Diet\dwg\Print_Sheet_Concept_UniDr.dgn LEGEND: EXISTING PROPOSED PROPERTY LINE ELECTRICAL OVERHEAD INLET MANHOLES EXISTING SIGNS PROPOSED SIGN R3-17a 12"X30" 5 SF TRAIL GEORGE MASON BVLD. AHEAD D D D S 15.5' 3' 12' 13.5' WS-1 30"X30" 6.25 SF D D (VARIABLE WIDTH R/W) ARMSTRONG STREET D D BEGINS R3-17c 12"X30" 5 SF D D R "X30" 5 SF D D R "X30" 5 SF PAVEMENT MARKING LEGEND: A B C D E F G H J K ARMSTRONG STREET J D R3-17b ENDS LANE S S BIKE PARKING NO NO 12"X30" 5 SF 5.5' 10.5' D PARKING BIKE LANE CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX LANE BIKE PARKING NO BENCHMARK - PK NAILIN SIDEWALK BLIND BRICK S/W PEDESTRIAN AREA E BEGIN ONLY 5.5' OHW 11' TIME LANE NO PARKING ANY BIKE NO PARKING CENTER LANE S OHW COURTHOUSE SQUARE PARKING RESERVED FOR University Drive Road Diet NO PARKING BIKE NEIGHBORHOOD LANE Proposed Concept CRIMEWATCH WARNING OUTLET 116,305 SQ.FT. OR ACRES (RECORD) NO HOPE C. DAVIES BANKHEAD T. DAVIES WB 49 PG 39 PIN ZONE: R-2 #4131 CHAIN BRIDGE ROAD 12' 12' 12' 10.5' 5.5 R SF R7-9 12"X18" 12"X18" 1.5 SF K K UNIVERSITY DRIVE A K A EXISTING BUS STOP R7-9 12"X18" 1.5 SF 5 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) M4-6(1) 30"X15" SF 5 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (2' LINE 6' GAP) 5 INCH YELLOW LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (10' LINE 30' GAP) 5 INCH YELLOW LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) 8 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIVE PAVEMENT LINE MARKINGS (SOLID) 8 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIVE PAVEMENT LINE MARKINGS (3' LING 9' GAP) 10 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) 10 INCH YELLOW LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) 24 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) PREFORMED THERMOPLASTIC PAVEMENT MARKING ARROW AND SYMBOLS E A F A 11' R "X30" 5.5' R3-9b 12 SF 5 SF 36"X48" K K R7-9 12"X18" 1.5 SF CENTER LANE UNIVERSITY DRIVE (VARIABLE WIDTH R/W) R "X30" 5 SF ONLY END R7-9 12"X18" 1.5 SF LANE BIKE 30"X15" SF B D B D B C TW O-W AY BIKE TRAIL BRECKINRIDGE LANE K PARKING M4-6 NO NO D W11-1 PARKING R SF 30"X30" 6.25 SF BIKE K 12"X18" LANE D BENCHMARK - PK NAILIN SIDEWALK B NEIGHBORHOOD WV CRIME WATCH K WARNING D TIME LANE ANY BIKE G NO PARKING NO PARKING R7-9 12"X18" 1.5 SF A SIGN 5.5 4' REPLACE 10.5' 10.5' 4' 5.5 D S B A LANE BIKE PARKING NO R7-9 12"X18" 1.5 SF NO R7-9 12"X18" 1.5 SF BIKE LANE PARKING A K K B MATCHLINE TO SHEET 2 30' 0 30' 60' SCALE: 1"=30' Sheet No. 1

43 NOPARKING BETWEEN SIGNS CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX m etrobus cal us for inform ation XX.. m etrobus cal us for inform ation XX.. NOPARKING BETWEEN SIGNS NOPARKING BETWEEN SIGNS XX.. XX.. CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX CITY OF FAIRFAX XXXX CUE XXXXXXX XXXX m etrobus cal us for inform ation XX.. m etrobus cal us for inform ation XX.. m etrobus SPEED cal us for inform ation LIMIT XX.. m etrobus cal us for inform ation XX.. 25 P FREE P FREE OLD LEE HWY RIGHT AT SECOND LIGHT PROPOSED TYPICAL SECTION: UNIVERSITY DRIVE N 44' CURB-TO-CURB CURB & GUTTER 5.5' BIKE LANE 10.5' SOUTHBOUND 12' TURN LANE 10.5' NORTHBOUND 5.5' BIKE LANE CURB & GUTTER OPERATOR: ckeler - PLOTTED: Thursday, February 18, 2016 AT 11:05 AM FILE NAME: R:\2014\17 City of Fairfax Transportation Engineering_14-007_$500K\Task 07 University Drive Road Diet\dwg\Print_Sheet_Concept_UniDr.dgn MATCHLINE TO SHEET 1 LEGEND: A B B UNIVERSITYDRIVE A G EXISTING PROPOSED PROPERTY LINE ELECTRICAL OVERHEAD INLET MANHOLES EXISTING SIGNS PROPOSED SIGN D K D R7-9) 12"X18" 1.5 SF A D C S NO PARKING B BIKE LANE M4-6 30"X15" SF END R "X30" 5 SF EXISTING BUS STOP ONLY 5.5' ' 12' 10.5' 5.5 cal us for inform ation m etrobus CENTER LANE R3-9b 36"X48" 12 SF m etrobus cal us for inform ation XXXXXXX XXXX CUE XXXX LANE CITY OF FAIRFAX CITY OF FAIRFAX XXXX BIKE CUE PARKING XXXXXXX XXXX CENTER LANE EXISTING BUS STOP NO R7-9 12"X18" 1.5 SF R3-9b 36"X48" 12 SF ONLY BEGIN M4-6(1) 30"X15" SF PAVEMENT MARKING LEGEND: A B C D E F G H J K B J K A B NO FIRE PARKING STATION R7-9 12"X18" 1.5 SF BIKE LANE R "X30" 5 SF LANE BIKE PARKING NO R7-9 12"X18" 1.5 SF 5 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) R "X30" 5 SF LANE BIKE PARKING R SF NO 12"X18" 5 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (2' LINE 6' GAP) 5 INCH YELLOW LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (10' LINE 30' GAP) 5 INCH YELLOW LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) 8 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIVE PAVEMENT LINE MARKINGS (SOLID) 8 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIVE PAVEMENT LINE MARKINGS (3' LING 9' GAP) 10 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) 10 INCH YELLOW LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) 24 INCH WHITE LEAD FREE REFLECTIVE THERMOPLASTIC PAVEMENT LINE MARKINGS (SOLID) PREFORMED THERMOPLASTIC PAVEMENT MARKING ARROW AND SYMBOLS B A J K E K F A K D H ENDS BEGINS 5.5' 10.5' 12' 10.5' 5.5' R3-17b 12"X30" 5 SF NO R3-17c 12"X30" 5 SF R7-9 12"X18" 1.5 SF PARKING BIKE R "X30" 5 SF LANE B SOUTH STREET University Drive Road Diet Proposed Concept WS-1 30"X30" 6.25 SF D ROAD THE E K K SHARE W "X30" 5 SF W "X30" 6.25 SF R7-9 12"X18" 1.5 SF NO BIKE LANE PARKING R3-7(2)L 30"X48" 10 SF K NEXT INTERSECTION 11' 10.5' 10.5' 11' W "X30" 6.25 SF K K UNIVERSITY DRIVE R3-7(2)L 30"X48" 10 SF NEXT INTERSECTION D K EXISTING BUS STOP F R7-9 12"X18" 1.5 SF NO BIKE LANE PARKING SAGER AVENUE SAGER AVENUE 10.5' 10' 9' 10.5' R3-7L 30"X30" 6.25 SF AHEAD R3-17a 12"X30" 5 SF 30' 0 30' 60' SCALE: 1"=30' Sheet No. 2

44 Traffic Impact Study 4131 Chain Bridge Road Gorove/Slade Associates APPENDIX D Mayfair (Fairfax Main Street Residential) Revised Transportation Analysis Memo May 4, 2016

45 7001 Heritage Village Plz Suite 220 Gainesville, VA MEMORANDUM To: Alex Verzosa David Hudson City of Fairfax Transportation City of Fairfax Community Development & Planning CC: Marwan Shahin Fairfax Main St., LLC From: Chad Baird Cheryl Sharp Date: May 24, 2012 Subject: Fairfax Main Street Residential Revised Transportation Analysis INTRODUCTION The purpose of this memorandum is to provide a transportation analysis of the proposed Fairfax Main Street Residential project located in the City of Fairfax, Virginia. The site is situated south of Main Street (Route 236), east of East Street, and north of Sager Avenue, in the Old Town Transition Overlay District. The development plan calls for 25 townhome units, and will be parked using a 59 space underground parking garage that will provide access to all units. The garage will have a fullaccess entrance along Sager Avenue at the southeast end of the development, approximately 160 feet east of East Street. The loading dock will be adjacent this entrance. The project is scheduled to be complete and occupied by TRANSPORTATION NETWORK Local Road Network The existing roadway network within the study area is described below: Main Street (Route 236) is an urban principal arterial adjacent to the northern property boundary of the site. East of Old Lee Highway/East Street, Main Street (Route 236) is a four lane divided roadway with left turn bays at major intersections and median crossovers. West of Old Lee Highway, Main Street (Route 236) is a two lane undivided roadway with left turn bays at major intersections. The posted speed limit in the study area is 25 mph. Main Street (Route 236) is the major east west thoroughfare through the City of Fairfax. The City has posted wayfinding signs in advance of the Old Lee Highway/East Street and Main Street (Route 236) intersection to discourage motorists from traveling along the Old Town Fairfax section of Main Street between West Street and East Street unless they are local traffic or are wishing to travel southbound along Chain Bridge Road (Route 123). Main Street s (Route 236) intersection with Old Lee Highway/East Street is controlled by a traffic signal. Old Lee Highway is a five lane undivided urban minor arterial whose southern terminus is located at its intersection with Main Street (Route 236). It transitions into a six lane divided minor arterial north of North Street Transportation Planners and Engineers

46 Fairfax Main Street Residential Transportation Analysis Page 2 May 24, 2012 before eventually tapering down to a two-lane undivided cross section. Old Lee Highway connects the Fairfax Circle area to Old Town Fairfax. Sager Avenue is an undivided local street adjacent the southern property boundary of the site. It connects Chain Bridge Road (Route 123) in the west to Roberts Road in the east. The access to the proposed garage will be located along Sager Avenue east of East Street. East Street is an undivided local street adjacent the western property boundary of the site. South of Sager Avenue, it is a two-lane roadway, widening to three lanes (two northbound, one southbound) between Sager Avenue and Main Street. Its intersection with Sager Avenue is controlled by an all-way stop condition. There are no anticipated transportation improvements within the study area by the build-out of the site. The lane configurations and traffic controls at the Study Intersections are shown in Figure 1. Figure 1: Lane Configuration Transit Network Four bus routes are easily accessible within two blocks of the site. These routes include the following: George Mason University Tysons Corner Line (Metrobus Route 15M) The GMU Tysons Corner line services George Mason University, Fairfax City, Oakton, Vienna, and Tysons Corner. This line is two blocks west of the site on Chain Bridge Road. Alexandria Fairfax Line (Metrobus Route 29K) The Alexandria Fairfax Line services George Mason University, the City of Fairfax, Fair City Mall, Pickett Shopping Center, Northern Virginia Community College (NVCC) (Annandale campus), Annandale, Landmark Center, Duke Gorove/Slade

47 Fairfax Main Street Residential Transportation Analysis Page 3 May 24, 2012 Street, the King Street Metrorail station, and downtown Alexandria. This line travel past the site on both Main Street and one block west along University Drive. CUE Green Line The City of Fairfax s CUE bus system provides service to GMU, Vienna/Fairfax Metro station, and various local destinations within the City of Fairfax. The CUE Green Line generally serves the eastern portion of the City while connecting GMU to the Metro station. The Green 1 route operates in a counter-clockwise direction and the Green 2 route in a clockwise direction. The Green Line route travels past the site on both Main Street and one block west along University Drive. CUE Gold Line The CUE Gold Line generally serves the western portion of the City while connecting GMU to the Vienna/Fairfax Metro station. The Gold 1 route operates in a counter-clockwise direction and the Gold 2 route in a clockwise direction. The route travels past the site one block west along University Drive. Additional bus routes are located one-quarter mile south of the site at Armstrong Street. There are no Fairfax Connector bus routes that run near the site. TRAFFIC VOLUME Existing Traffic Turning movement counts were performed on Tuesday, January 10 and Thursday, May 10, 2012, from 6:00-9:00AM and from 4:00-7:00PM at the Main Street/East Street intersection and East Street/Sager Avenue intersection, which along with the future site entrance off of Sager Avenue are collectively, the Study Intersections. Analysis showed the morning and afternoon peak hours occur between 8:00-9:00AM and 5:00-6:00PM. The existing volumes counts are shown in Figure 2. Figure 2: Existing Peak Hour Traffic Volume Gorove/Slade

48 Fairfax Main Street Residential Transportation Analysis Page 4 May 24, 2012 Future without Development Traffic To account for any pipeline (re)developments that may be constructed before the build-out of the subject site, a 1.0% per year growth rate, compounded annually, was applied to the existing volumes to project future without development. These volumes are shown in Figure 3. Figure 3: Future without Development Peak Hour Traffic Volume Future with Development Traffic The traffic generated by the proposed residential units was calculated using the Institute of Transportation Engineers (ITE) Trip Generation, 8 th Edition, and is presented in Table 1 below. The existing gas station currently on-site is not operational, so no trip credits were taken for existing development. Also, a non-auto reduction was not included in the calculations, even though there are numerous transit lines that pass by the site, in order to evaluate a worst-case scenario. Table 1: Weekday Trip Generation Land Use ITE Code Size AM Peak Hour PM Peak Hour Daily In Out Total In Out Total Total Condos/Townhomes DUs The distribution of the proposed trips generated by the subject development was based on the traffic patterns at the intersection of East Street and Sager Avenue. It was found that the directional split along Sager Avenue was 80% westbound and 20% eastbound in the morning peak hour, which was applied to the site traffic entering and exiting the proposed garage. The 80% approaching the East Street/Sager Street intersection was then distributed based on the general proportion of existing traffic for each movement. These splits were deemed appropriate as the existing traffic patterns show the majority of traffic flowing towards the direction of the major commuter corridors, such as I-66, Route 29, Route 50, Route 123, and Route 236. The 20% on Sager Avenue accounts for all traffic on Route 236, since there is no left turn Gorove/Slade

49 Fairfax Main Street Residential Transportation Analysis Page 5 May 24, 2012 movement allowed from Main Street onto southbound East Street, and Braddock Road. The site trip assignment and direction of approach is shown in Figure 4. The site trips were then combined with the future without development volumes to project the future with development volumes, as are shown in Figure 5. Figure 4: Site Generated Traffic Volumes Figure 5: Future with Development Traffic Volumes Gorove/Slade

50 Fairfax Main Street Residential Transportation Analysis Page 6 May 24, 2012 CAPACITY ANALYSIS Intersection capacity analyses were performed at the Study Intersections using Synchro 7.0, with results presented using Highway Capacity Manual (HCM) methodology. The results of the capacity analyses are presented in Table 2. The detailed analysis worksheets are contained in the Appendix. Table 2: Intersection Capacity Analysis Results No. Intersection (Movement) 1. Main St & East St/Old Lee Hwy Overall AM Peak Hour Existing Conditions PM Peak Hour Future Background Conditions AM Peak PM Peak Hour Hour AM Peak Hour Total Future Conditions PM Peak Hour Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS Delay LOS 43.5 D 38.8 D 44.8 D 41.3 D 45.1 D 41.3 D Eastbound Approach 60.3 E 51.3 D 60.2 E 51.7 D 60.2 E 51.9 D Westbound Thru 97.2 F F F F F F Westbound Right 32.0 C 29.1 C 33.1 C 32.3 C 33.1 C 32.3 C Northbound Left 53.5 D 54.3 D 53.5 D 54.2 D 53.6 D 54.2 D Northbound Thru/Right F 67.0 E F 67.6 E F 68.1 E Southbound Left 7.4 A 7.5 A 7.5 A 7.6 A 7.5 A 7.6 A Southbound Thru/Right 5.0 A 6.3 A 5.1 A 6.4 A 5.1 A 6.4 A 2. East St & Sager Avenue Overall 9.6 A 10.6 B 9.8 A 10.8 B 9.9 A 11.0 B Eastbound Left 7.9 A 9.3 A 7.9 A 9.4 A 7.9 A 9.5 A Eastbound Thru 7.6 A 9.9 A 7.6 A 10.0 A 7.6 A 10.2 B Westbound Left 7.8 A 8.8 A 7.8 A 8.8 A 7.8 A 8.9 A Westbound Thru 10.6 B 9.6 A 10.8 B 9.7 A 11.1 B 9.9 A Northbound Approach 8.6 A 9.4 A 8.7 A 9.5 A 8.7 A 9.6 A Southbound Approach 9.0 A 12.6 B 9.1 A 12.9 B 9.2 A 13.2 B 3. Sager Ave & Site Entrance Eastbound Approach 0.3 A 0.3 A Southbound Approach 11.1 B 10.0 B The results of the intersection capacity analysis demonstrate that the Study Intersections lane groups all continue to operate at comparable levels of service and delay to the future without development conditions after the trips generated by the buildout of the proposed Fairfax Main Street residential development is added to the network. Field observations during the turning movement counts revealed that the East Street and Sager Avenue intersection is impacted by the adjacent signalized intersection at Main Street (Route 236) with East Street/Old Lee Highway. The southbound left turn and the westbound right turn are the dominant movements at this intersection. When the northbound queue on East Street approaching Main Street (Route 236) extends the whole block length, the westbound approach at the East Street and Sager Avenue intersection begins to queue because the westbound right turn movement cannot proceed through the intersection. Numerous times during the morning peak hour and occasionally in the afternoon peak hour, the northbound traffic on East Street queued up to, but not through, the East Street and Sager Avenue Gorove/Slade

51 Fairfax Main Street Residential Transportation Analysis Page 7 May 24, 2012 intersection. The maximum queue observed on westbound Sager Avenue caused by the queue spillback at the Main Street (Route 236) with East Street/Old Lee Highway intersection was four vehicles. The proposed site generated traffic would have little, if any, impact on this queue. PARKING ANALYSIS The parking will be provided for the townhouses in an underground garage, as is shown in Figure 6. The City of Fairfax parking requirements for townhouses within the Old Town Fairfax Transition District is the same as outside the district, which is two spaces per unit plus one space for every three units to accommodate guests. With 25 townhouses, this totals 58 required parking spaces. In addition, the City s required 23 minimum aisle width for two-way travel and 18 long by 9 wide parking spaces are met. The preliminary layout (subject to change) shown in Figure 6 accommodates the City s parking requirements. Figure 6: Proposed Parking Garage Layout (subject to change) SUMMARY The analysis included above shows that the proposed 25-unit townhome development will generate approximately 18 to 20 vehicles per hour in the morning and afternoon peak hours and 193 vehicles per day. These vehicles will have a negligible impact on the surrounding road network, as the Study Intersections will operate at comparable levels of service and delay as they do in the future without development conditions. In addition, the parking layout meets City requirements for number of spaces as well as minimum space dimensions. Gorove/Slade