1701 N. BEAUREGARD STREET NEW WEST END ELEMENTARY SCHOOL (NWEES)

Transcription

1 0 N. BEAUREGARD STREET NEW WEST END ELEMENTARY SCHOOL (NWEES) C O TRANSPORTATION ANALYSIS STUDY March th, 0 APPLICANT: Alexandria City Public Schools Educational Facilities Department Operational & Maintenance Office 0 Braddock Place Alexandria, VA PREPARED BY: A. Morton Thomas and Associates, Inc. Avion Parkway, Suite Chantilly, VA 0 (0) AMT Project File VA License No: 0 Avion Parkway, Suite Chantilly, VA 0 (0)

2 0 N. BEAUREGARD STREET NEW WEST END ELEMENTARY SCHOOL (NWEES) CITY OF ALEXANDRIA, VA TRANSPORTATION ANALYSIS STUDY March th, 0 APPLICANT: Alexandria City Public Schools Educational Facilities Department Operational & Maintenance Office 0 Braddock Place Alexandria, VA PREPARED BY: A. Morton Thomas and Associates, Inc. Avion Parkway, Suite Chantilly, VA 0 (0) AMT Project File VA License No: 0

3 TABLE OF CONTENTS TABLE OF CONTENTS EXECUTIVE SUMMARY...PAGE INTRODUCTION...PAGE Study Area Description School Site Description Scope of Work EXISTING (0) CONDITIONS...PAGE Existing Study Intersection Existing Road Network Existing Traffic Data Collection Existing Site Land Use Existing Conditions Analyses OPENING YEAR (0) AND OPENING YEAR PLUS 6 YEARS (0) WITHOUT DEVELOPMENT CONDITIONS...PAGE 6 Regional Growth Existing Site Land Use without Proposed School Background Development Projects Future Roadway Improvements Opening Year (0) without Development Conditions Traffic Volumes Opening Year (0) without Development Conditions Analysis Opening Year plus Six Years (0) without Development Conditions Traffic Volumes Opening Year plus Six Years (0) without Development Conditions Analysis PROPOSED NEW ELEMENTARY SCHOOL SITE...PAGE Proposed School Site and Operations Description Proposed School Site Access Proposed School Site Parking ACPS District Boundaries and Walk Boundaries (Current and Proposed) Proposed School Site Trip Generation Proposed School Site Trip Redistributions Proposed School Site Staff OPENING YEAR (0) AND OPENING YEAR PLUS 6 YEARS (0) WITH DEVELOPMENT CONDITIONS...PAGE Existing Site Land Use with Proposed School Opening Year (0) with Development Conditions Traffic Volumes Opening Year (0) with Development Conditions Analysis Opening Year plus Six Years (0) with Development Conditions Traffic Volumes Opening Year plus Six Years (0) with Development Conditions Analysis Proposed Roadway Improvements PEDESTRIAN AND BICYCLE FACILITIES...PAGE PARKING DEMAND/SUPPLY...PAGE CONCLUSIONS & RECOMMENDATIONS...PAGE A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study i

4 TABLE OF CONTENTS LIST OF FIGURES Figure : Site Location Map...PAGE Figure : Site Plan...PAGE 6 Figure : Existing Lane Configuration...PAGE Figure : 0 Existing Traffic Volumes...PAGE Figure : Opening Year (0) Historic Growth Traffic Volumes...PAGE Figure 6: Opening Year plus Six Years (0) Historic Growth Traffic Volumes...PAGE Figure : k SF Office Space Trips...PAGE 0 Figure : Opening Year (0) without Development Traffic Volumes...PAGE Figure : Opening Year plus Six Years (0) without Development Traffic Volumes...PAGE Figure : Redistributed School Peak Hour Trips...PAGE 6 Figure : Proposed New School Staff Trips...PAGE Figure : k SF Office Space Trips...PAGE Figure : Opening Year (0) with Development Traffic Volumes...PAGE Figure : Opening Year plus Six Years (0) with Development Traffic Volumes...PAGE 6 Figure : Proposed Lane Configuration...PAGE 0 Figure 6: 0 Existing Pedestrian Volumes...PAGE Figure : 0 Existing Bicycle Volumes...PAGE LIST OF TABLES Table : Level of Service Criteria...PAGE Table : Existing Conditions Intersection Level of Service Summary...PAGE Table : Existing Conditions Intersection Queue Summary...PAGE Table : k SF Office Space Trip Generation Summary...PAGE 6 Table : Opening Year (0) without Development Conditions Intersection Level of Service Summary...PAGE Table 6: Opening Year (0) without Development Conditions Intersection Queue Summary...PAGE Table : Opening Year plus Six Years (0) without Development Conditions Intersection Level of Service Summary...PAGE Table : Opening Year plus Six Years (0) without Development Conditions Intersection Queue Summary...PAGE 0 Table : Proposed Elementary School Trip Generation Summary...PAGE Table : Proposed New School Staff Trip Generation Summary...PAGE Table : k SF Office Space Trip Generation Summary...PAGE Table : Opening Year (0) with Development Conditions Intersection Level of Service Summary...PAGE Table : Opening Year (0) with Development Conditions Intersection Queue Summary...PAGE Table : Opening Year plus Six Years (0) with Development Conditions Intersection Level of Service Summary...PAGE Table : Opening Year plus Six Years (0) with Development Conditions Intersection Queue Summary...PAGE Table 6: On Site Parking Allocation...PAGE A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study ii

5 TABLE OF CONTENTS APPENDICES Scope of Work Documentation...Appendix A Existing (0) Traffic Counts (Vehicular, Pedestrian, and Bicycle) & Pictures of all Intersections...Appendix B Existing (0) Conditions Synchro Reports (LOS and Queue)...Appendix C Traffic Volume Calculations...Appendix D Opening Year (0) without Development Conditions Synchro Reports (LOS and Queue)...Appendix E Opening Year plus Six Years (0) without Development Conditions Synchro Reports (LOS and Queue).....Appendix E Redistribution of Elementary School Trips Information...Appendix F Opening Year (0) with Development Conditions Synchro Reports (LOS and Queue)...Appendix G Opening Year plus Six Years (0) with Development Conditions Synchro Reports (LOS and Queue).....Appendix G Walkability Review...Appendix H A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study iii

6 EXECUTIVE SUMMARY EXECUTIVE SUMMARY This transportation analysis study was prepared by A. Morton Thomas & Associates, Inc. (AMT) support of the redesign of an existing office building into the New West End Elementary School (K ) and supporting facilities, located in the City of Alexandria, Virginia. The site is located at 0 reet and is currently occupied by a building with six (6) floors of office space. Alexandria City Public Schools (ACPS) intends to acquire the building and convert the four () lower floors into a new elementary school, while the remaining two () upper floors would remain as office space. The conversion of the office space into the new elementary school is planned to be completed by the year 0 and enrollment is anticipated to be at approximately 60 students and 0 teachers/staff members. As part of this conversion, new site improvements will be added to improve access to the site, as well as incorporate improvements to the on site circulation to better accommodate school bus loading and unloading requirements. The parent drop off/pickup area is proposed in the current driveway (service road) between the proposed school site and the parking garage (via ). Approximately school buses are planned to serve the new school, which will stack along (south of the school site) and load/unload students adjacent to the school site. Parking for teachers, staff members, and visitors will be provided in the existing parking garage. The top floor of the parking garage will be converted to an open area/playground for the new school site, which will be fenced off from the rest of the parking areas. A total of eleven () key intersections were studied as part of this transportation analysis study, where AMT collected existing traffic data (vehicular, pedestrian, and bicycle) from 6:00 :00AM (AM peak period) and :00 :00PM (School PM and PM peak periods) on a typical weekday when schools were in regular session. All signalized intersections operate at acceptable LOS D or better during the AM, School PM, and PM peak hour, except for the intersection of reet and, which operates near capacity at LOS E during the AM and PM peak hours. All stop controlled intersections operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. For opening year (0) and opening year plus six years (0) without the development conditions, regional growth and the assumption that the existing office building is fully occupied (with 6,000 SF of office space) is taken into consideration. For opening year (0) without the development conditions, all signalized intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hour, except for the intersection of reet and, which operates near capacity at LOS E during the AM and PM peak hours. For opening years plus six years (0 without the development conditions, all signalized intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hour, except the intersection of reet and that is anticipated to operate near capacity at LOS E during the PM peak hour, and the intersection of reet and that is anticipated to continue to operate near capacity at LOS E during the AM and PM peak hours. For both conditions, all stop controlled intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. After conversion of the office space into the new elementary school, enrollment is anticipated to be at approximately 60 students and 0 teachers/staff members. While the proposed staff trips are assumed to be new and will be added to the roadway network, the student trips are actually assumed to be redistributed trips. The redistricting of the school boundaries within the study area will not generate new school trips, but rather redistribute trips already traveling along the road network (these are parents drop off/pickup trips during the various peak hours). In addition, the two remaining floors of office space are assumed to be fully occupied for a total of,000 SF of office space. The additional staff trips and office trips were added to the roadway network, while the student trips were redistributed in order to evaluate the full traffic impacts of the new school on the existing roadway network. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

7 EXECUTIVE SUMMARY For opening year (0) and opening year plus six years (0) with the development conditions, the two floors of office space and the new elementary school are taken into consideration. For opening year (0) with the development conditions, all signalized intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hour, except for the intersection of reet and, which operates near capacity at LOS E during the AM and PM peak hours. For opening years plus six years (0 with the development conditions, all signalized intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hour, except the intersection of reet and that is anticipated to operate near capacity at LOS E during the PM peak hour, and the intersection of N. Beauregard Street and that is anticipated to continue to operate near capacity at LOS E during the AM and PM peak hours. For both conditions, all stop controlled intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. Any impacts of the proposed school were mitigated at the intersections of and with simple re optimization of the traffic signal timings. Proposed roadway improvements to mitigate the impacts of the new school include: ) A raised median is proposed along to ensure that buses are separated from opposing traffic and allow for continued access off of reet to. ) A mini roundabout is proposed at the intersection of Rayburn Avenue and so that drivers turning right from may avoid being stopped by the buses. The mini roundabout is completely traversable for larger vehicles and will improve the ability of any passenger vehicle to make a U turn at this intersection if needed. The mini roundabout will also be mountable for emergency vehicles and other large vehicles such as moving trucks, FedEx, UPS, and others. ) Physical improvements will be made to the service road to allow for easier access for larger van size and pickup truck vehicles, which will include a painted circle at the end of the service road, which will not interfere with existing trash and delivery services. The parking demand/supply analysis of the existing parking garage indicates that sufficient parking will be provided for the new elementary school teachers, staff members, visitors, and parent drop off/pick up, as well as the office space at both 0 and 0 reet. The top floor of the parking garage will be converted to an open area/playground for the new school site, which will be fenced off from the rest of the parking areas. Even with the conversion of the top floor of the parking garage, worse case scenario indicates that an extra 6 parking spaces will be available. The pedestrian facilities in the area along reet and adjacent streets appear to safely and adequately accommodate pedestrians in general, as well as school age children that are walking on the facilities. It is recommended that the City (through the course of normal maintenance), upgrade the pedestrian ramps to current ADA standards with proper landings and truncated domes of contrasting color. Other improvements directly relevant to the opening of the school include: pedestrian buttons and signals for the east leg crossing of Rayburn Avenue; the installation of a pedestrian crosswalk at the intersection of reet and Roanoke Avenue; and the potential addition of a new School Speed Limit Zone or the adjustment/extension of the existing school zone Street. along N. Beauregard A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

8 INTRODUCTION INTRODUCTION This technical report presents the findings of the transportation analyses conducted in support of the redesign of an existing office building into a new public elementary school site (K ) and supporting facilities, located in the City of Alexandria, Virginia. Study Area Description The site is located at 0 reet and is currently occupied by a building with six (6) floors of office space. Alexandria City Public Schools (ACPS) intends to acquire the building and convert the four () lower floors into a new elementary school, while the remaining two () upper floors would remain as office space (to be occupied by an organization that is undetermined at the time of this study). The site is bound by reet to the west, to the south, the existing 0 N. Beauregard Street office building to the east, and the existing parking garage to the north, as shown on the Site Location Map (Figure ). School Site Description The conversion of the office space into the new elementary school is planned to be completed by the year 0 and enrollment is anticipated to be at approximately 60 students and 0 teachers/staff members. As part of this conversion, new site improvements will be added to improve access to the site, as well as incorporate improvements to the on site circulation to better accommodate school bus loading and unloading requirements. The parent drop off/pickup area is proposed in the current driveway (service road) between the proposed school site and the parking garage (via ). The service road will be expanded to accommodate a circle at the end of the drop off/pickup loop. Approximately school buses are planned to serve the new school, which will stack along (south of the school site) and load/unload students adjacent to the school site. Access to the school for students who are dropped off by bus, dropped off by a parent, or who walk to school will be separated from the office space access to ensure the safety of all students. Parking for teachers, staff members, and visitors will be provided in the existing parking garage (along with the required parking for the 0 reet office space). The top floor of the parking garage will be converted to an open area/playground for the new school site, which will be fenced off from the rest of the parking areas. The proposed site plan is shown on Figure. The current property is subject to a Special Use Permit (SUP) that was approved as part of the original development approval for Mark Center IIA. The SUP is identified as SUP #6 0 and contains the conditions of approval. Any new site improvements proposed as part of this project will need to conform to the conditions of approval for the existing SUP. The zooming classification of this site is CDD #/Coordinated Development District, Winkler Tract. Scope of Work The scope of work for this transportation analysis study was established in conjunction with ACPS and the City of Alexandria Transportation & Environmental Services (T&ES) staff in December 06 and January 0. The main purpose of this transportation analysis report is to study the adequacy of the existing roadway network once the new proposed elementary school site is constructed and determine if any mitigation measures are needed to counterbalance any traffic impacts from the new school site. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

9 INTRODUCTION The scoping efforts were based on the City s Transportation Planning Administrative Guidelines, Multi Modal Transportation Studies, dated March th, 0. The Transportation Screening Worksheet and Scoping Intake Form were completed and include the following information (refer to Appendix A for the signed and approved forms): The list of all existing (office space) and proposed (office and elementary school) land uses at 0 N. Beauregard Street site. The trip generation analyses for the existing and proposed land uses at the site to determine the number of total new site trips expected to the generated by the site. Based on the City s Transportation Planning Administrative Guidelines and the expected number of new site trips, this project is classified as a Medium Development. A scoping memorandum prepared by AMT with supporting documentation detailing how the new school site is not generating new trips, but rather redistributing existing trips from the William Ramsay Elementary School (see page for further discussion). As a Medium Development, the required analysis would include ) existing (0) conditions and ) opening year (0) conditions without and with the proposed school. However, to account for the future Bus Rapid Transit (BRT) project along reet, ) opening year plus six years (0) conditions without and with the proposed school was also included as part of the scope of work. The proposed study area (with map) and eleven () key intersections where AM, school PM, and PM period traffic counts were collected on a typical weekday (6:00 :00AM and :00 :00PM). No background development projects were included. After discussions with T&ES staff, the traffic impact study for the Mark Center Phase development is currently underway and will not be completed and approved by the time this study is submitted; therefore, the proposed trips for the Mark Center Phase development were not included. Future roadway improvements include the BRT project along reet. For the opening year plus six years (0) conditions, all left turn lanes at each signalized intersection along reet must be studied as protected left turn lanes only in the traffic models. The trip distribution for the proposed site was not included in the scoping document. The elementary school trips were to be redistributed from William Ramsay Elementary School, and the teacher/staff member trips were to be determined based on existing travel patterns from the existing traffic counts. All traffic analyses will be conducted based on the Highway Capacity Manual (HCM) methodology using the latest version of Synchro/SimTraffic (..). Results will include the level of service, vehicle delay, 0 th and th percentile queues for each movement and overall intersection. Since a future roundabout is proposed at the intersection of and, we will provide a Sidra analysis for opening year (0) and opening year plus six years (0) with the proposed school conditions. An annual growth rate was determined after review of the VDOT historical AADT data for the years 0 0. No trip reductions (modal split/transit, internal capture, and pass by) were applied to the trip generation calculations. A parking analysis was conducted to ensure that the parking garage supply for 0 and 0 N. Beauregard Street was adequate based on the latest City Zoning Ordinance. A pedestrian access and walkability review was conducted throughout the study area. An evaluation of internal traffic circulation at the bus loading/unloading area and along the parent dropoff/pickup loop (service road). Sources of information for this transportation analysis study include the City of Alexandria; VDOT AADT Publications (0 0); the HCM; the Institute of Transportation Engineers (ITE) Trip Generation Manuals ( th Ed), ACPS; and all existing traffic data and field information collected by AMT. Lastly, this development project does not meet the requirements for a formal VDOT 0 Review A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

10 X LEGEND Proposed School Location Study Intersections 6 NOT TO SCALE 0 reet New West End Elementary School Transportation Analysis Study Site Location Map March 0 FIGURE

11 DR AF School Bus Drop Off/Pickup T Parent Drop Off/Pickup LEGEND = Site Access NOT TO SCALE Access to Parking Garage 0 reet New West End Elementary School Transportation Analysis Study Site Plan March 0 FIGURE

12 EXISTING (0) CONDITIONS EXISTING (0) CONDITIONS The following section describes the existing study intersections; details regarding the existing road network; the traffic data collection efforts; the existing land uses occupying the site; and the results of the existing conditions analyses. Existing Study Intersections A total of eleven () key intersections were studied as part of this transportation analysis study: ) reet at (signalized) ) reet at Mark Center Drive (signalized) ) reet at (signalized) ) at Highview Lane (stop controlled) ) at the Parking Garage (stop controlled) 6) at the Service Road (stop controlled) ) at (stop controlled) ) reet at (signalized) ) reet at (signalized) ) reet at (signalized) ) reet at N. Morgan Street (signalized) Existing Road Network Regional access to the new school site will be provided by, which provides a direct connection to I to the east. Local access to the new school site will be provided via reet, Mark Center Drive,,, and Highview Lane. is generally an east/west urban minor arterial consisting of four undivided lanes west of N. Beauregard Street and four to six divided lanes east of reet up to the I interchange, with respective turn lanes. The posted speed limit within the study area is miles per hour (mph). Parking is prohibited along both sides of the road within the study area. The intersection of reet and is signalized with pedestrian crosswalks and pedestrian signals serving all four legs of the intersection. reet is generally a north/south urban minor arterial consisting of four to five divided lanes, with respective turn lanes. The posted speed limit within the study area is mph. Parking is prohibited along both sides of the road within the study area. The intersections of reet with Mark Center Drive, N. Highview Lane,,,, and N. Morgan Street are all signalized, with pedestrian crosswalks serving all legs of the intersections. For several intersections, pedestrian signals are provided for all legs of the intersection, while for others, they are only provided to cross mainline reet. Mark Center Drive is generally an east/west local street consisting of four undivided lanes, with respective turn lanes. The posted speed limit within the study area is mph. Parking is prohibited along both sides of the road within the study area. is generally an east/west local street consisting of two undivided lanes, with respective turn lanes. The posted speed limit within the study area is mph. Parking is prohibited along both sides of the road within the study area. provides direct access to both the parking garage and the service road for the school. new elementary A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

13 EXISTING (0) CONDITIONS is generally an east/west local street consisting of two undivided lanes, with respective turn lanes. No posted speed limit sign was observed within the study area. Parking is prohibited along the north side of Rayburn Avenue, but allowed on the south side for residential parking only. provides access to the future bus loading/unloading area for the new elementary school. Highview Lane is generally a north/south local street consisting of two undivided lanes. It acts as a connection between and Mark Center Drive for local traffic, as well as provides access to local businesses. The existing (0) lane configuration and traffic control for each of the key intersections is shown on Figure. This figure also identifies the existing storage length available for any respective left/right turn lanes throughout the study area. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

14 FIGURE March 0 Highview Lane 6 Rayburn Ave Existing Traffic Control Existing Roadway Existing Laneage LEGEND XXX' Storage Bay Length NOT TO SCALE 0' 00' 00' ' 00' 0' 0' 0' ' 00' ' Driveway 00' Mark Center Drive ' 0' Service Drive Parking Garage Access 00' 6 ' ' ' ' 0' N Morgan St ' ' N Morgan St 0' YIELD Relocated School Site 0 reet New West End Elementary School Transportation Analysis Study Existing Lane Configurations

15 EXISTING (0) CONDITIONS Existing Traffic Data Collection AMT collected existing traffic data (vehicular, pedestrian, and bicycle) at each of the study intersections on Wednesday, January th, 0. The traffic data was collected from 6:00 :00AM (AM peak period) and :00 :00PM (School PM and PM peak periods) on a typical weekday when schools were in regular session, the weather was favorable (6 F, sunny and dry), and all Inauguration activities near the Washington D.C. area were completed. The traffic data was collected using non intrusive video equipment and processed by a third party vendor to ensure that the utmost traffic data accuracy was obtained. The raw traffic count data sheets for each intersection, as well as pictures of each intersection, are included in Appendix B. Since the peak hours (AM, School PM, and PM) at each intersection varies slightly, the true peak hour of each intersection was used and the traffic data was balanced minimally at selected intersections (under percent modifications required). If any balancing was needed, it was done conservatively. No traffic data balancing occurred along reet between and since the intersection of Roanoke Avenue was not counted/included as part of the scope of this project. The balanced existing (0) AM/School PM/PM peak hour traffic volumes are shown on Figure. The existing traffic data indicates that currently carries approximately,00 vehicles during the AM peak hour,,000 vehicles during the School PM peak hour, and,00 vehicles during the PM peak hour. reet currently carries approximately,00 vehicles during the AM peak hour,,00 vehicles during the School PM peak hour, and,00 vehicles during the PM peak hour. The remaining minor roads carry local traffic to/from various residential neighborhoods, schools (William Ramsay Elementary School and John Adams Elementary School), as well as office/retail/other established developments. The existing pedestrian and bicycle traffic data is discussed in the Pedestrian and Bicycle Facilities section (see page for further discussion). Existing Site Land Use The proposed site for the new elementary school is currently occupied by a building with six (6) floors of office space for a total of 6,000 square feet (SF). As per discussions with ACPS, the building is approximately 0 percent occupied today; therefore, for purposes of the traffic analyses and to supplement the existing traffic counts, we assumed that the existing site is only occupied with approximately,000 SF of office space. Parking for all users of the office building is provided in the existing parking garage. Field observations indicated that the service road is accessed minimally today, mainly for the occasional drop off/pickup and for local deliveries to both 0 and 0 reet. Of note, the office building at 0 reet is more than 0 percent occupied today, so it was assumed that all trips to/from this office building are already captured in the existing traffic data and do not need to be supplemented. Since this office building utilizes the parking garage and directly impacts the road network to be studied for the new school site, there were initial discussions to include its trip generation as part of this study depending on its percent occupied today. Since it is operating at near full capacity, the scope of work was modified to not include the office building at 0 reet. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

16 FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St /6/ /6/ 6/6/ /6/ //6 0//66 6/6/ 0/6/6 // /0/ /6/0 // //6 6//0 /6/ /6/6 06//60 // /6/6 /0/ //0 0// // 6//0 // 60/00/ // /00/6 // 0// // /6/ // // 6// 0// 0//0 /6/ 6//0 // //0 //6 // 6// // /6/ //0 // // // //6 //6 0//6 // // 0// // 0// 6//0 // 0// 0// /0/ // /0/ 6/6/ 0/0/ // /6/6 66// // // //0 6/0/ //6 // // 6// //0 // /60/6 0/6/ // // //0 6//6 // // /6/ // //6 /6/ 6/6/6 // 6// /6/6 // /6/ 00//00 // //0 // // // // // // /0/ // 0 reet New West End Elementary School Transportation Analysis Study 0 Existing Traffic Volumes

17 EXISTING (0) CONDITIONS Existing Conditions Analyses The Highway Capacity Manual defines capacity as the maximum suitable flow rate at which vehicles reasonably can be expected to traverse a point during a specified time period. Capacity uses the measure of efficiency, Level of Service (LOS), to describe the traffic performance at intersections. LOS is defined for the overall intersection delay for signalized intersections. At unsignalized intersections, the LOS is defined by the control delay for the movement that must yield right of way. It may be typical for stop controlled minor streets to experience long delays during peak periods, while the majority of the traffic flows through the intersection on the major street experiencing little or no delay. The procedures outlined in the HCM0 were used as guidelines for the analysis of the study area intersections. This manual provides procedures for the analysis of both signalized and unsignalized intersections. LOS categories range from LOS A (best) to F (worst) as shown in Table below. SIGNALIZED UNSIGNALIZED LEVEL OF INTERSECTION INTERSECTION SERVICE CONTROL DELAY CONTROL DELAY INTERSECTION LEVEL OF SERVICE DESCRIPTION (SEC/VEH) (SEC/VEH) A.0.0 Free flow, insignificant delays. B Stable operation, minimal delays C Stable operation, acceptable delays D Restricted flow, common delays. E Maximum capacity, extended delays. Volumes at or near capacity. Long queues form upstream from intersection. F > 0 > 0.0 Forced flow, excessive delays. Represents jammed conditions. Intersection operates below capacity with low volumes. Queues may block upstream intersections. Table : Level of Service Criteria for and Intersections Existing conditions levels of service, delays, and 0 th / th percentile queues were determined at each of the key intersections based on the existing lane configurations and traffic control (Figure ), the existing traffic volumes for the AM/School PM/PM peak hours (Figure ), the existing signal timings/phasing at each signalized intersection as provided by T&ES, and the HCM000 and HCM0 methodologies. The traffic analysis results were completed through the use of Synchro, version... The software package categorizes the LOS based on HCM methodology and criteria. The base Synchro files provided by T&ES were checked for accuracy based on field conditions, the roadway network was adjusted as necessary (number of lanes, storage length, etc), and peak hour factors were modified based on the latest peak hour traffic counts collected by AMT. Since no classification traffic data was collected for this project, the percent heavy vehicles were adjusted to the standard percent for all intersections. Table summarizes the LOS and delay results at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The intersections of reet with, Mark Center Drive,,,, and N. Morgan Street were found to operate at an acceptable LOS D or better during the AM, School PM, and PM peak hours. The intersection of reet and operates near capacity at LOS E during the AM and PM peak hours. This is due to the eastbound and westbound approaches on operating at LOS E and F during the AM, School PM, and PM peak hours as parents enter/exit to pick up students at William Ramsay Elementary School. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

18 EXISTING (0) CONDITIONS Several individual movements on the minor local streets were found to operate at LOS E and F during the peak hours. This is due to priority being given to the major road during the peak hours (i.e. more green signal time given to reet). All stop controlled intersections were found to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. Table summarizes the 0 th and th percentile queues at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The 0 th percentile queues is typically defined as the maximum back of queue associates with a typical signal cycle, while the th percentile queue is typically defined as the maximum back of queue with th percentile traffic volumes (not necessarily observed only based on statistical calculations by Synchro). The majority of the turn lanes at the key intersections adequately accommodate both the 0 th and th percentile queues. At the intersection of reet and, the eastbound left turn queues during the School PM and PM peak hours exceed the available storage. The southbound left turn queues during the School PM and PM peak hours exceed the available storage. At the intersection of reet and, the southbound left turn queues during the PM peak hour exceed available storage. The Synchro worksheets for the LOS and queue results for existing (0) conditions are located in Appendix C. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

19 Table: : Existing Conditions Intersection Level of Service Summary # Study Intersection 6 reet at N Beauregard Street at Mark Center Drive N Beauregard Street at N. Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N Highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Beauregard Street at N Beauregard Street at N Beauregard Street at N Beauregard Street at N Morgan Street Analysis Type NOTE : Delay is measured in seconds per vehicle. Overall/ Approach (0) Existing AM Peak School PM PM Peak Overall D (.) D (.0) D (.) Eastbound D (.) C (.) D (.) Westbound C (.) D (.) D (.6) Northbound E (.) D (.6) E (.) Southbound E (6.) E (6.) E (.6) Overall B (.) B (.) B (.6) Eastbound E (6.) D (.) D (6.) Westbound D (0.) D (.) E (.0) Northbound A (.6) A (.) A (.) Southbound B (.) B (.) B (.6) Overall A (.0) A (6.) B (.) Eastbound E (6.) E (6.) F (0.) Westbound E (.6) E (6.) E (.) Northbound A (.) A (.) A (.) Southbound A (.) A (.0) A (.) NBLR B [.] A [.] B [.] WBL A [.6] A [.] A [.] NBL A [.] A [.] - EBLR - A [.] A [.] NBL A [.] - A [.] EBLR A[.] A [.] A [.] EBLR A [.6] A [.] A [.] NBL A [.] A [.] A [.] Overall B (.0) B (.0) B (.) Eastbound E (6.) E (60.) E (6.0) Westbound D (.) D (.6) D (.) Northbound A (.) A (.) A (6.) Southbound B (.0) B (.) A (.) Overall C (.) B (.) B (.6) Eastbound E (.) E (.) E (.) Westbound D (.) D (.) D (.) Northbound B (6.) A (.) A (.) Southbound A (.) A (.) A (.6) Overall E (.) D (.0) E (6.) Eastbound F (.) E (.) F (.) Westbound F (.) F (.) F (.) Northbound D (.) D (.) D (.) Southbound C (.) C (0.) D (.6) Overall B (.) A (.) A (.) Eastbound D (.) C (.) C (.6) Westbound C (.) C (.) C (0.6) Northbound B (.) A (.) A (.0) Southbound A (6.6) A (.) A (6.)

20 Table : Existing Conditions Intersection Queue Summary Notes: # Analysis Intersection Analysis Type 6 at Seminary Rd N Beauregard St at Mark Center Dr N Beauregard St at Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Beauregard St at Rayburn Avenue N Beauregard St at Reading Avenue N Beauregard St at Sanger Avenue N Beauregard St at N Morgan St Approach/ Movement Storage Length (ft) 0th th 0th th 0th th EBL 0 6 EBT WBL 0 6 # WBT 6 WBR NBL NBT 6 NBR 0 SBL 00 # 0 60 SBT EBT WBT 6 6 WBR NBL 0 6 m NBT SBL 00 m m6 SBT EBT 6 6 ~ EBR WBL 6 WBT NBL 6 0 m NBT 66 6 SBL 00 SBT 60 0 EBTR WBLT NBLR EBLR NBLT SBTR EBLR NBLT SBTR EBLR NBLT SBTR EBT 0 6 EBR WBT 6 WBR 0 m m0 NBL 00 m0 NBT 06 0 SBL 00 6 SBT 0 EBT EBR WBT 0 0 WBR NBL 6 0 m 6 NBT NBR m0 0 SBL 6 SBT 6 EBT ~6 # WBT ~ #0 ~6 # ~ #6 WBR # 06 0 #0 NBL 60 NBT 60 #0 0 SBL #0 SBT EBL EBT WBT NBL NBT SBL 6 6 SBT m = Volume for th percentile queue is metered by upstream signal, ~ = Volume exceeds capacity. Queue shown is maximum after cycles. # = th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing Year (0) AM Peak School PM Peak PM Peak

21 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITHOUT DEVELOPMENT CONDITIONS OPENING YEAR (0) AND OPENING YEAR PLUS 6 YEARS (0) WITHOUT DEVELOPMENT CONDITIONS The following section describes the regional historic growth applied to the existing peak hour traffic counts; the existing site land use if the new school is not developed; all background project and future roadway improvements; and the results of the opening year (0) and opening year plus six years (0) without the development conditions analyses. The traffic volume spreadsheets for the opening year (0) and opening year plus six years (0) without the development are located in Appendix D. Regional Growth A regional historic growth rate was determined after review of the VDOT historical AADT data along Beauregard Street for the years 0 0. The historic AADT data is summarized as follows: Year AADT 0,000 0,000 0,000 0,000 0,000 0,000 The traffic volumes along Beauregard Street have been steady for the years 0 0, with a slight decrease in the year 0. Therefore, an annual regional growth of 0. percent (compounded annually) was applied to the road network to the years 0 ( year) and 0 ( years). The historic growth to the opening year (0) without the development is shown on Figure, and the historic growth to the opening year plus six years (0) without the development is shown on Figure 6. Existing Site Land Use without Proposed School If the new elementary school is not constructed, the existing building will remain as office space only. As per discussions with ACPS, the building is approximately 0 percent occupied today; therefore, for purposes of the traffic analyses and to supplement the existing traffic counts, we assumed that the existing site is only occupied with approximately,000 SF of office space. To remain conservative and assume that the office building is fullyoccupied for opening year (0) and opening year plus six years (0) without the development conditions, an additional,000 SF of office space was added to the road network (for a total of 6,000 SF of office space). The trip generation calculation for the additional office space was based on the ITE Trip Generation Manual, th Edition, and is summarized in Table below. LAND USE CODE LAND USE INTENSITY AADT AM PEAK HOUR TRIPS SCHOOL PM PEAK HOUR TRIPS PM PEAK HOUR TRIPS TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT Office,000 SF, 6 TOTAL, 6 Table : k SF Office Space Trip Generation Summary A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study 6

22 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITHOUT DEVELOPMENT CONDITIONS The additional k SF of office space at 0 reet is anticipated to generate an additional AM peak hour trips ( in and out), no School PM peak hour trips, and PM peak hour trips (6 in and out). The additional office space trips were assigned to the road network based on the existing travel patterns within the study area, which were determined based on the existing traffic counts collected by AMT. To/From Percentage /I (from the east) % (from the west) 0% reet (from the north) % reet (from the south) % Total 0% The site trip assignments for the additional k SF of office space are shown on Figure. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

23 Opening Year (0) Historic Growth Traffic Volumes FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 // /0/0 // N Morgan St N Morgan St // // // 0// // 0// /0/0 0//0 //6 // // // // //6 /0/0 // // // 0/0/ 0/0/ // 6// /0/0 // /0/0 /0/0 0/0/ 0/0/ /0/0 /0/0 0/0/ /0/0 0/0/ // //6 /0/0 /0/0 // /0/ // // 0/0/ // // // //6 0 reet New West End Elementary School Transportation Analysis Study //0 /0/

24 Opening Year plus Six Years (0) Historic Growth Traffic Volumes FIGURE 6 March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 /6/ // //6 N Morgan St N Morgan St // /0/0 // // // // // //6 // // // /6/ // //6 //6 // 0//0 // // // // // // // // // // 0// // /6/ /0/ // // 0// 0// // 0/0/ 0// /0/ // /0/0 /0/0 /0/ 0// 0// /0/0 0// // /0/ 0/0/ /0/0 // 0// // 0// 0/0/ //0 0/0/ 6// // 0// /0/ /0/ /0/ 0// 6// /0/0 // // // /0/0 // // // // /0/ // 0// //6 //0 // //0 // // // //6 //6 // 0// 0 reet New West End Elementary School Transportation Analysis Study

25 FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO Relocated School Site XX% Trip Distribution Percentage SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St /0/ /0/ /0/ /0/ /0/ /0/ 6/0/ /0/ 6/0/ /0/ /0/6 /0/6 /0/ /0/ /0/ /0/6 /0/ 6/0/ /0/ /0/ /0/ /0/ /0/ /0/ /0/ /0/ /0/ /0/ /0/ /0/ 0 reet New West End Elementary School Transportation Analysis Study k SF Office Space Trips

26 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITHOUT DEVELOPMENT CONDITIONS Background Development Projects No background development projects were included. After discussions with T&ES staff, the traffic impact study for the Mark Center Phase development is currently underway and will not be completed and approved by the time this study is submitted; therefore, the proposed trips for the Mark Center Phase development were not included. Future Roadway Improvements Future roadway improvements include the BRT project along reet. For the opening year plus six years (0) conditions, all left turn lanes at each signalized intersection along reet were studied as protected left turn lanes only. Table summarizes the LOS and delay results at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The intersections of reet with, Mark Center Drive,,,, and N. Morgan Street are anticipated to continue to operate at an acceptable LOS D or better during the AM, School PM, and PM peak hours. The intersection of reet and is anticipated to continue to operate near capacity at LOS E during the AM and PM peak hours. This is due to the eastbound and westbound approaches on operating at LOS E and F during the AM, School PM, and PM peak hours as parents enter/exit to pick up students at William Ramsay Elementary School. Several individual movements on the minor local streets are anticipated to operate at LOS E and F during the peak hours. This is due to priority being given to the major road during the peak hours (i.e. more green signal time given to reet). All stop controlled intersections will continue to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. Table 6 summarizes the 0 th and th percentile queues at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The majority of the turn lanes at the key intersections adequately accommodate both the 0 th and queues. th percentile Opening Year (0) without Development Conditions Traffic Volumes The opening year (0) without development conditions traffic volumes were determined based on the existing traffic volumes for the AM/School PM/PM peak hours (Figure ), the historic growth to the opening year (0) without the development (Figure ), and the site trip for the additional office space (Figure ). The opening year (0) without development traffic volumes are shown on Figure. Opening Year (0) without Development Conditions Analyses Opening year (0) without the development conditions levels of service, delays, and 0 th / th percentile queues were determined at each of the key intersections based on the existing lane configurations and traffic control (Figure ), the opening year (0) without development AM/School PM/PM peak hours (Figure ), the existing signal timings/phasing at each signalized intersection as provided by T&ES, and the HCM000 and HCM0 methodologies. The traffic analysis results were completed through the use of Synchro, version... Future peak hour factors are percent greater than the existing peak hour factors, but do not exceed 0.. Since no classification traffic data was collected for this project, the percent heavy vehicles were adjusted to the standard percent for all intersections. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

27 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITHOUT DEVELOPMENT CONDITIONS At the intersection of reet and, the eastbound left turn queues during the School PM and PM peak hours exceed the available storage. The northbound left queues during the AM and PM peak hours exceeds the available storage. The southbound left turn queues during the School PM and PM peak hours exceed the available storage. At the intersection of reet and, the southbound left queues during the PM peak hour exceed the available storage. The Synchro worksheets for the LOS and queue results for opening year (0) without the development conditions are located in Appendix E. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

28 Opening Year (0) without Development Traffic Volumes FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St /6/ // 6// /6/ //6 0//66 6/0/ /6/6 // 6// /0/ /6/0 //6 // /66/ /6/6 0//6 // /6/6 // // 0// 6// //0 //6 6/0/0 // /0/ // 0// // /6/6 // // 6// /6/ // /6/ /6/0 // //0 //6 // 0// // /6/ //0 // // // 0// //6 // // // // //66 6// // 0// // 0// /0/ // /0/ /6/ 0/0/ //6 /6/6 // // 0// //0 // 6// // // 6// // // 0/6/6 /6/6 // // //0 6// // // /6/ // //6 /6/ 0//6 // 6//0 /6/6 // /6/ 0// // //0 // // // // 0//60 // // // 0 reet New West End Elementary School Transportation Analysis Study

29 Table: : Opening Year (0) without Development Conditions Intersection Level of Service Summary # Study Intersection 6 reet at N Beauregard Street at Mark Center Drive N Beauregard Street at N. Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N Highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Beauregard Street at N Beauregard Street at N Beauregard Street at N Beauregard Street at N Morgan Street Analysis Type NOTE : Delay is measured in seconds per vehicle. Overall/ Approach Existing Opening Year (0) without Development AM Peak School PM PM Peak AM Peak School PM PM Peak Overall D (.) D (.0) D (.) D (6.6) D (.) D (.) Eastbound D (.) C (.) D (.) D (0.) C (.6) D (.) Westbound C (.) D (.) D (.6) C (.) D (.) D (.) Northbound E (.) D (.6) E (.) F (.) D (.) D (.6) Southbound E (6.) E (6.) E (.6) E (6.) E (.) E (.) Overall B (.) B (.) B (.6) B (.) B (.) B (6.) Eastbound E (6.) D (.) D (6.) E (6.) D (.) D (.) Westbound D (0.) D (.) E (.0) D (.) D (.) E (.) Northbound A (.6) A (.) A (.) A (.) A (.) A (.0) Southbound B (.) B (.) B (.6) B (.) B (.) B (.) Overall A (.0) A (6.) B (.) A (.0) A (.) C (.) Eastbound E (6.) E (6.) F (0.) E (6.) E (6.6) F (.0) Westbound E (.6) E (6.) E (.) E (.0) E (.) E (6.) Northbound A (.) A (.) A (.) A (.) A (.) A (.) Southbound A (.) A (.0) A (.) A (.) A (.) A (.) NBLR B [.] A [.] B [.] B [.] A [.0] B [.] WBL A [.6] A [.] A [.] A [.] A [.] A [.] NBL A [.] A [.] - A [.] A [.] A [.6] EBLR - A [.] A [.] B [.] A [.0] B [.] NBL A [.] - A [.] A [.] - A [.] EBLR A[.] A [.] A [.] A [.] A [.0] A [.] EBLR A [.6] A [.] A [.] A [.] A [.0] A [.] NBL A [.] A [.] A [.] A [.] A [.] A [.] Overall B (.0) B (.0) B (.) B (6.) B (.) B (.) Eastbound E (6.) E (60.) E (6.0) E (6.) E (60.) E (6.) Westbound D (.) D (.6) D (.) D (.) D (6.) D (.6) Northbound A (.) A (.) A (6.) A (.) A (6.0) A (6.) Southbound B (.0) B (.) A (.) B (.) A (.) A (.6) Overall C (.) B (.) B (.6) C (.) B (.) B (.) Eastbound E (.) E (.) E (.) E (.0) E (.) E (.) Westbound D (.) D (.) D (.) D (.) D (.) D (.) Northbound B (6.) A (.) A (.) B (.) A (6.) A (.0) Southbound A (.) A (.) A (.6) A (6.) A (.) A (.6) Overall E (.) D (.0) E (6.) E (66.) D (.) E (.) Eastbound F (.) E (.) F (.) F (.) E (6.) F (0.) Westbound F (.) F (.) F (.) F (.0) F (.) F (.) Northbound D (.) D (.) D (.) D (.) D (.) D (.) Southbound C (.) C (0.) D (.6) C (.) B (.) D (.) Overall B (.) A (.) A (.) B (.) A (.) A (.) Eastbound D (.) C (.) C (.6) D (.) C (.) C (.0) Westbound C (.) C (.) C (0.6) C (.) C (.) C (0.) Northbound B (.) A (.) A (.0) B (.) A (.0) A (6.) Southbound A (6.6) A (.) A (6.) A (.) A (.) A (6.)

30 Table: 6: Opening Year (0) without Development Conditions Intersection Queue Summary Notes: # Analysis Intersection Analysis Type 6 at Seminary Rd N Beauregard St at Mark Center Dr N Beauregard St at Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Beauregard St at Rayburn Avenue N Beauregard St at Reading Avenue N Beauregard St at Sanger Avenue N Beauregard St at N Morgan St Approach/ Movement Storage Length (ft) 0th th 0th th 0th th 0th th 0th th 0th th EBL EBT WBL 0 6 # 0 # WBT WBR NBL NBT 6 06 NBR 0 0 SBL 00 # 0 60 # 6 SBT EBT WBT 6 6 WBR NBL 0 6 m 0 6 m NBT m SBL 00 m m6 6 6 m0 0 m SBT EBT 6 6 ~ # EBR WBL 6 6 WBT 6 0 NBL 6 0 m 0 m NBT SBL 00 SBT EBTR WBLT NBLR EBLR NBLT SBTR EBLR NBLT SBTR EBLR NBLT SBTR EBT 0 6 EBR WBT 6 6 m6 WBR 0 m m0 0 m m0 NBL 00 m0 m NBT SBL m SBT 0 0 EBT 6 EBR WBT 0 0 WBR NBL 6 0 m 6 m 6 NBT NBR m m 0 6 SBL 6 6 SBT EBT ~6 # 0 #0 WBT ~ #0 ~6 # ~ #6 ~0 #6 ~ #0 ~ # WBR # 06 0 #0 0 # 00 # NBL NBT 60 #0 0 6 #6 60 SBL # # SBT EBL EBT 6 6 WBT NBL NBT SBL SBT 6 60 m = Volume for th percentile queue is metered by upstream signal, ~ = Volume exceeds capacity. Queue shown is maximum after cycles. # = th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing Year (0) AM Peak School PM Peak PM Peak Opening Year (0) without development AM Peak School PM Peak PM Peak

31 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITHOUT DEVELOPMENT CONDITIONS Opening Year plus Six Years (0) without Development Conditions Traffic Volumes The opening year plus six years (0) without development conditions traffic volumes were determined based on the existing traffic volumes for the AM/School PM/PM peak hours (Figure ), the historic growth to the opening year plus six years (0) without the development (Figure 6), and the site trip for the additional office space (Figure ). The opening year plus six years (0) without development traffic volumes are shown on Figure. Opening Year plus Six Years (0) without Development Conditions Analyses Opening year plus six years (0) without the development conditions levels of service, delays, and 0 th / th percentile queues were determined at each of the key intersections based on the existing lane configurations and traffic control (Figure ) where all left turn lanes at each signalized intersection along reet were studied as protected left turn lanes only, the opening year plus six years (0) without development AM/School PM/PM peak hours (Figure ), the existing signal timings/phasing at each signalized intersection as provided by T&ES that were modified to account for northbound and southbound protected only left turns along N. Beauregard Street, and the HCM000 and HCM0 methodologies. The traffic analysis results were completed through the use of Synchro, version... Future peak hour factors are percent greater than the existing peak hour factors, but do not exceed 0.. Since no classification traffic data was collected for this project, the percent heavy vehicles were adjusted to the standard percent for all intersections. Table summarizes the LOS and delay results at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The intersections of reet with Mark Center Drive,,,, and N. Morgan Street are anticipated to continue to operate at an acceptable LOS D or better during the AM, School PM, and PM peak hours. The intersections of reet and is anticipated to operate near capacity at LOS E during the PM peak hour. This is likely due to a) the regional growth added to the roadway network and/or b) the added office trips attempting to access and I. The intersection of N. Beauregard Street and is anticipated to continue to operate near capacity at LOS E during the AM and PM peak hours. This is due to the eastbound and westbound approaches on operating at LOS E and F during the AM, School PM, and PM peak hours as parents enter/exit to pick up students at William Ramsay Elementary School. Several individual movements on the minor local streets were found to operate at LOS E and F during the peak hours. This is due to priority being given to the major road during the peak hours (i.e. more green signal time given to reet). All stop controlled intersections will continue to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. Table summarizes the 0 th and th percentile queues at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The majority of the turn lanes at the key intersections adequately accommodate both the 0th and th percentile queues. At the intersection of reet and, the eastbound left turn queues during the School PM and PM peak hours exceed the available storage. The northbound left queues during the AM, school PM and PM peak hours exceeds the available storage. The southbound left turn queues during the School PM and PM peak hours exceed the available storage. At the intersection of reet and, the northbound left turn queues during the AM and PM peak hours exceed the available storage. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study 6

32 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITHOUT DEVELOPMENT CONDITIONS At the intersection of reet and, the northbound left turn queue during the AM peak hour exceeds the available storage. The southbound left queues during the AM, School PM and PM peak hour exceed the available storage. The Synchro worksheets for the LOS and queue results for opening year plus six years (0) without the development conditions are located in Appendix E. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

33 Opening Year plus Six Years (0) without Development Traffic Volumes FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St 6/6/60 6//0 // 6// // //6 // /6/6 6// //6 //6 0// //0 /0/ // /6/ 6/66/ /0/ /6/6 //6 // // 6// /6/ 6/0/0 // /60/ //6 // 0// // //0 // /60/ 6/0/ // // /6/ /0/0 0// /6/ //6 // // //0 //0 0// 6/6/ // // // //6 // // //6 // //6 6// // // // 0// // // /0/ //0 0/0/ //6 /6/0 /6/ // // // 0// 6//06 // // 6// /6/60 6/6/ 0/6/6 /6/6 // // /6/ 66//0 // // // // /0/6 /6/ // // // 6/6/ //60 // /6/6 // // // //0 // // //6 //6 /6/6 //6 0 reet New West End Elementary School Transportation Analysis Study

34 Table : Opening Year plus 6 years (0) without Development Conditions Intersection Level of Service Summary # Study Intersection reet at N Beauregard Street at Mark Center Drive N Beauregard Street at N. Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N Beauregard Street at N Beauregard Street at N Beauregard Street at N Beauregard Street at N Morgan Street Analysis Type N Highview Lane at Service 6 Drive N Highview Lane at Rayburn Avenue NOTE : Delay is measured in seconds per vehicle. Overall/ Approach Existing Opening Year (0) without Development Opening Year plus Six Years (0) without Development AM Peak School PM PM Peak AM Peak School PM PM Peak AM Peak School PM PM Peak Overall D (.) D (.0) D (.) D (6.6) D (.) D (.) D (6.) D (.) E (.6) Eastbound D (.) C (.) D (.) D (0.) C (.6) D (.) D (.6) C (0.) D (.) Westbound C (.) D (.) D (.6) C (.) D (.) D (.) C (.) D (6.) D (6.6) Northbound E (.) D (.6) E (.) F (.) D (.) D (.6) E (.) D (.) F (.) Southbound E (6.) E (6.) E (.6) E (6.) E (.) E (.) E (6.) E (.) E (.) Overall B (.) B (.) B (.6) B (.) B (.) B (6.) B (.) B (.0) B (6.) Eastbound E (6.) D (.) D (6.) E (6.) D (.) D (.) E (6.) D (.) D (.) Westbound D (0.) D (.) E (.0) D (.) D (.) E (.) D (.) D (.) E (.) Northbound A (.6) A (.) A (.) A (.) A (.) A (.0) A (.) A (.) A (.6) Southbound B (.) B (.) B (.6) B (.) B (.) B (.) B (.6) B (.) B (.) Overall A (.0) A (6.) B (.) A (.0) A (.) C (.) B (.6) A (.) C (6.) Eastbound E (6.) E (6.) F (0.) E (6.) E (6.6) F (.0) E (6.) E (6.) F (.6) Westbound E (.6) E (6.) E (.) E (.0) E (.) E (6.) E (.0) E (.) E (6.) Northbound A (.) A (.) A (.) A (.) A (.) A (.) A (.) A (.) B (.) Southbound A (.) A (.0) A (.) A (.) A (.) A (.) B (.0) A (.) B (.) NBLR B [.] A [.] B [.] B [.] A [.0] B [.] B [.] A [.] B [.] WBL A [.6] A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.6] NBL A [.] A [.] - A [.] A [.] A [.6] A [.] A [.] A [.6] EBLR - A [.] A [.] B [.] A [.0] B [.] B [.0] A [.0] B [.] NBL A [.] - A [.] A [.] - A [.] A [.] - A [.] EBLR A[.] A [.] A [.] A [.] A [.0] A [.] A [.] A [.0] A [.] EBLR A [.6] A [.] A [.] A [.] A [.0] A [.] A [.6] A [.0] A [.] NBL A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.] Overall B (.0) B (.0) B (.) B (6.) B (.) B (.) C (0.) B (.) B (.6) Eastbound E (6.) E (60.) E (6.0) E (6.) E (60.) E (6.) E (6.) E (6.0) E (6.) Westbound D (.) D (.6) D (.) D (.) D (6.) D (.6) D (.) D (.) E (6.0) Northbound A (.) A (.) A (6.) A (.) A (6.0) A (6.) B (.0) B (.6) A (.) Southbound B (.0) B (.) A (.) B (.) A (.) A (.6) B (.) B (.) A (.) Overall C (.) B (.) B (.6) C (.) B (.) B (.) C (.) B (.) B (.) Eastbound E (.) E (.) E (.) E (.0) E (.) E (.) E (.) E (.) E (.) Westbound D (.) D (.) D (.) D (.) D (.) D (.) D (.) D (.0) D (.) Northbound B (6.) A (.) A (.) B (.) A (6.) A (.0) C (.) B (6.6) B (.) Southbound A (.) A (.) A (.6) A (6.) A (.) A (.6) C (0.) B (.) B (.) Overall E (.) D (.0) E (6.) E (66.) D (.) E (.) E (.0) D (.6) E (66.) Eastbound F (.) E (.) F (.) F (.) E (6.) F (0.) F (.) E (6.) F (6.) Westbound F (.) F (.) F (.) F (.0) F (.) F (.) F (.) F (.0) F (.) Northbound D (.) D (.) D (.) D (.) D (.) D (.) E (.) E (.) D (.0) Southbound C (.) C (0.) D (.6) C (.) B (.) D (.) D (.6) C (0.) E (6.) Overall B (.) A (.) A (.) B (.) A (.) A (.) B (.) A (.) B (.) Eastbound D (.) C (.) C (.6) D (.) C (.) C (.0) D (.) C (.) C (.) Westbound C (.) C (.) C (0.6) C (.) C (.) C (0.) C (.) C (.0) C (.) Northbound B (.) A (.) A (.0) B (.) A (.0) A (6.) B (.) A (6.) A (.6) Southbound A (6.6) A (.) A (6.) A (.) A (.) A (6.) A (.) A (6.) A (.)

35 Table: : Opening Year plus Six Years (0) without Development Conditions Intersection Queue Summary Notes: # Analysis Intersection Analysis Type 6 at Seminary Rd N Beauregard St at Mark Center Dr N Beauregard St at Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Beauregard St at Rayburn Avenue N Beauregard St at Reading Avenue N Beauregard St at Sanger Avenue N Beauregard St at N Morgan St Approach/ Movement Storage Length (ft) 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th EBL EBT WBL 0 6 # 0 # 0 6 #0 WBT WBR NBL NBT NBR SBL 00 # 0 60 # 6 6 #00 #0 SBT EBT WBT WBR NBL 0 6 m 0 6 m 6 m NBT m 0 6 m SBL 00 m m6 6 6 m0 0 m m m SBT 6 0 EBT 6 6 ~ # 6 0 ~ # EBR WBL WBT NBL 6 0 m 0 m 6 m 0 NBT SBL 00 6 SBT EBTR WBLT NBLR EBLR NBLT SBTR EBLR NBLT SBTR EBLR NBLT SBTR EBT EBR WBT 6 6 m6 6 m WBR 0 m m0 0 m m0 0 m0 0 0 m NBL 00 m0 m m6 6 NBT SBL m 6 m SBT 0 0 EBT 6 0 EBR WBT WBR NBL 6 0 m 6 m 6 6 m 6 NBT NBR m m m 0 SBL SBT EBT ~6 # 0 #0 0 0 #0 WBT ~ #0 ~6 # ~ #6 ~0 #6 ~ #0 ~ # ~ # ~ # ~ # WBR # 06 0 #0 0 # 00 # # 0 # NBL ~6 # 0 # NBT 60 #0 0 6 # #0 6 6 SBL # # # #6 ~ #6 SBT EBL EBT WBT 6 0 NBL 6 NBT SBL SBT m = Volume for th percentile queue is metered by upstream signal, ~ = Volume exceeds capacity. Queue shown is maximum after cycles. # = th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing Year (0) Opening Year (0) without development AM Peak School PM Peak PM Peak AM Peak School PM Peak PM Peak Opening Year plus 6 years (0) without development AM Peak School PM Peak PM Peak

36 PROPOSED NEW ELEMENTARY SCHOOL SITE PROPOSED NEW ELEMENTARY SCHOOL SITE The following section describes the proposed school site specifics; the proposed school access for the students, parents, and buses; Proposed School Site and Operations Description ACPS intends to acquire the building located at 0 reet and convert the four () lower floors into a new elementary school (K ), while the remaining two () upper floors would remain as office space. The conversion of the office space into the new elementary school is planned to be completed by the year 0 and enrollment is anticipated to be at approximately 60 students and 0 teachers/staff members. The maximum number of 60 students was based on the table shown below, which highlights the number of spaces (or students) that could fit within the four () floors as assessed within the Feasibility Study previously conducted at the site by ACPS. Grade Number of Recommended Recommended Class Cap Total Capacity Sections Class Cap Capacity Kindergarten 0 0 First 0 Second 6 Third 6 6 Fourth 6 6 Fifth 6 6 Totals For the purposes of this submission, the maximum student count (60) has been based off of the total capacity to allow for the maximum utilization at the site. All student head counts have been designed to meet the School Board s adopted Elementary Educational Specifications (June 0). The school will operate from :00AM to :PM. Upon reviewing the results of this Transportation Analysis Study, adjustments may be made to the school hours if necessary. At the time of this study, it is not anticipated that there will be pre k programs within the building, before school or after school daycare, and no afterschool academic or sports programs will be offered. The school is not considered part of ACPS s programmatic schools. Proposed School Site Access The school site is generally accessed from reet through one of two signalized intersections, and or. No direct access is proposed from reet as a result of buffer restrictions. As shown in the concept plan, ACPS plans to have approximately buses that will stack along on the south side of the school site. There is sufficient capacity on and to accommodate additional busses, but school operations would require the buses to be loaded at staggered times. The amount of time for student drop offs will be limited. Buses will generally arrive on site at :0PM and loading of the students will take approximately minutes, to ensure that the buses leave the school at :PM. Buses will load with lights flashing. A raised median is proposed along to ensure that buses are separated from opposing traffic and allow for continued access off of reet to. A miniroundabout is proposed at the intersection of and so that drivers turning right from may avoid being stopped by the buses. The mini roundabout is completely traversable for A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

37 PROPOSED NEW ELEMENTARY SCHOOL SITE larger vehicles and will improve the ability of any passenger vehicle to make a U turn at this intersection if needed. The mini roundabout will also be mountable for emergency vehicles and other large vehicles such as moving trucks, FedEx, UPS, and others. An emergency vehicle easement (EVE) is proposed in the front of the school building traversing the site within the property boundary of 0 reet. Buses will not block access to the EVE at any time. Parent drop off and pickup is proposed in the current service road located between 0 reet and the parking garage. Drivers will be guided by signs and pavement markings. Physical improvements will be made to the service road to allow for easier access for larger van size and pickup truck vehicles. The painted circle will not interfere with existing trash and delivery services. In addition to the student drop off/pickup on the service road, approximately thirty (0) parking spaces will be provided in the parking garage to allow for parent parking and walking into the school to deliver or retrieve any student. The development of the site endeavors to separate bus operations from parent drop off/pickup locations for student safety reasons. In addition, direct access to the school for students who are dropped off by bus, dropped off by a parent, or who walk to school will be separated from the office space access to ensure the safety of all students. Proposed School Site Parking Parking for teachers, staff members, and visitors will be provided in the existing parking garage (along with the required parking for the 0 reet office space). The top floor of the parking garage will be converted to an open area/playground for the new school site, which will be fenced off from the rest of the parking areas. Further information regarding the number of assigned parking spaces is discussed in the Parking Demand/Supply Study section (see page for further discussion). ACPS District Boundaries and Walk Boundaries (Current and Proposed) As shown below, the current district boundaries indicate that the area planned to be served by the New West End Elementary School is currently divided between students attending John Adams and William Ramsay Elementary Schools. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

38 PROPOSED NEW ELEMENTARY SCHOOL SITE On January 6 th of this year, the School Board adopted new district boundaries to be implemented in September 0. The School Board added the caveat to the adoption that full implementation is contingent on the new elementary school site at 0 reet being ready to be occupied by September 0. The new district boundaries for the New West End Elementary School are comprised of the area southeast of N. Beauregard Street from and including the Southern Towers complex at the north most end and N. Morgan Street at the southern end. As is currently proposed, all students south of would be expected to walk to the new school. A majority of these students currently walk to William Ramsay Elementary School. ACPS and consultant staff walked the site and will continue to assess the safety of the walkability of this area. Please see the below image detailing the approved redistricting boundary and proposed walk boundary. Students who reside in the area south of the new school site, east of reet, are currently assumed to either walk or be driven to William Ramsay Elementary School. Instead, these students will now walk or be driven to the new school site. Note that these are not new trips on the road network, but rather redistributed trips along reet to the new school. The area north of the new school, but south of, is mostly commercial; therefore, no trips are expected to be generated or redistributed from this area. Students who reside north of (in the Southern Towers complex) are currently assumed to be bused to John Adams Elementary School. Instead, these students will now be bused to the new school site. Once again, these are not new bus trips on the road network, but rather redistributed bus trips along reet or Mark Center Drive to the new school. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

39 PROPOSED NEW ELEMENTARY SCHOOL SITE Proposed School Site Trip Generation As previously mentioned, enrollment is anticipated to be at approximately 60 students. The trip generation calculation for the students was based on the ITE Trip Generation Manual, th Edition, and is summarized in Table. Since no after school programs will be offered at the new elementary school, all PM peak hour trips were included with the School PM peak hour trips (assuming that all students leave at dismissal). LAND USE CODE 0 LAND USE INTENSITY AADT AM PEAK HOUR TRIPS SCHOOL PM PEAK HOUR TRIPS PM PEAK HOUR TRIPS TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT Elementary 60 School students TOTAL Table : Proposed Elementary School Trip Generation Summary As discussed in the ACPS District Boundaries and Walk Boundaries (Current and Proposed) section, the re districting of the school boundaries within the study area will not generate new school trips, but rather redistribute trips already traveling along the road network (these are parents drop off/pickup trips during the various peak hours). Proposed School Site Trip Redistributions Based on the re districting information previously described, the majority of the trips that will be redistributed are students drop offs/pickups currently traveling to/from William Ramsay Elementary School during the AM, School PM, and PM peak hours. Examining the recent peak hour traffic data collected by AMT and the anticipated number of trips to be generated by the new school site (Table ), various engineering assumptions were made to reroute a specific number of trips currently traveling to/from the intersection of reet at to the new school site. Specific details regarding the redistribution of these trips is included in Appendix F, along with separate figures for each inbound and outbound movement during the AM, School PM, and PM peak hours. When the redistribution was completed, the total number of inbound and outbound trips being rerouted was equal to the number of trips listed in Table. As part of the school redistribution efforts, existing school trips were rerouted from William Ramsay Elementary School along reet up to the new school site via both and. Preliminary analysis efforts at the intersection of and the service road indicated that significant backups would occur during the short minute period before school begins and right before the school dismissal. The traffic analysis indicated that priority would be given to inbound southbound right turns and northbound left turns, which would not allow the stop controlled left and right turn movements on the service road to exit. While traffic modeling is not able to accurately reflect real life conditions where inbound drivers would likely create sufficient gaps to safely allow vehicles to exit the service road, the basis of such a transportation analysis report is the reporting of traffic modeling results; therefore, an alternative circulation route into/out of the school was studied. This resulted in inbound right turns from southbound only and outbound right/left turns from the service road. This circulation pattern would also allow for waiting vehicles to stack up along N. Highview Lane during the School PM peak hour without hindering the bus loading efforts along. The overall redistributed trips for the new school for the AM, School PM, and PM peak hours is shown in Figure. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

40 PROPOSED NEW ELEMENTARY SCHOOL SITE Proposed School Site Staff Approximately seventy (0) staff members will be employed at the new elementary school, which includes teachers administrative staff, custodians, and cafeteria staff. Assumptions for the composition, as well as arrival and departure of this staff is described below and summarized in Table : LAND USE CODE 6 staff (admin/teachers/others) + cafeteria staff + custodians = 0 staff members. Assume that the cafeteria staff arrives after school has started for the day since there is no before/school program (or breakfast being served). Assume this same staff stays late to prep for the next day s lunch. Assume custodians arrive with the AM peak hour school staff to handle any issues during the school day and the other custodians arrive around the School PM peak hour. Assume all custodians leave during the PM peak hour. Assume everyone parks in the garage. No transit reductions to remain conservative. LAND USE INTENSITY AADT AM PEAK HOUR TRIPS SCHOOL PM PEAK HOUR TRIPS PM PEAK HOUR TRIPS TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT 0 Staff TOTAL Table : Proposed New School Staff Trip Generation Summary This proposed new school staff trips were assigned to the road network based on the existing travel patterns and the percentage distribution previously described on page, and are shown on Figure. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

41 FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St 0/ / 0//0 0//0 0/ / 0/ / 0 0/ / 6 6/0/0 6/ / / / //0 0/ / //0 //0 //0 0//0 6//0 //0 6//0 /66/0 //0 6//0 //0 / / /6/ 0// // 0/6/ 6 0/0 6// 0//0 / / // / / 6 0/ / //0 0/ / //0 0 reet New West End Elementary School Transportation Analysis Study Redistributed School Peak Hour Trips

42 FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St 0// /0/0 0//0 0//0 6//0 0/0/ 0/6/ 0/0/ 6//0 0/6/ 0/6/ 6//0 /0/0 //0 0/6/ 0//0 0/6/ 0// 0// 0// 0// 0// 0// 0 reet New West End Elementary School Transportation Analysis Study Proposed New School Staff Trips

43 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITH DEVELOPMENT CONDITIONS OPENING YEAR (0) AND OPENING YEAR PLUS 6 YEARS (0) WITH DEVELOPMENT CONDITIONS The following section describes the existing site land use when the new elementary school is developed, as well as the results of the opening year (0) and opening year plus six years (0) with the development conditions analyses. The traffic volume spreadsheets for the opening year (0) and opening year plus six years (0) with the development are located in Appendix D. Existing Site Land Use with Proposed School With the conversion of four () floors of the existing office building to the new elementary school, two floors of office space will remain. As per discussions with ACPS, the building is approximately 0 percent occupied today; therefore, for purposes of the traffic analyses and to supplement the existing traffic counts, we assumed that the existing site is only occupied with approximately,000 SF of office space. In future conditions, it is assumed that the two remaining floors of office space will be fully occupied for a total of,000 SF of office space, so an additional,000 SF of office space was added to the road network. The trip generation calculation for the additional office space was based on the ITE Trip Generation Manual, th Edition, and is summarized in Table below. LAND USE CODE LAND USE INTENSITY AADT AM PEAK HOUR TRIPS SCHOOL PM PEAK HOUR TRIPS PM PEAK HOUR TRIPS TOTAL IN OUT TOTAL IN OUT TOTAL IN OUT Office,000 SF TOTAL Table : k SF Office Space Trip Generation Summary The additional k sf of office space at 0 reet is anticipated to generate an additional AM peak hour trips ( in and out), no School PM peak hour trips, and PM peak hour trips ( in and out). This additional office space trips were assigned to the road network based on the existing travel patterns and the percentage distribution previously described on page. The site trip assignments for the additional k SF of office space are shown on Figure. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

44 FIGURE March 0 Highview Lane 6 Ave Rayburn LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway TO XX% Trip Distribution Percentage Relocated School Site SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St /0/ 0/0/ /0/0 /0/ /0/ 6/0/ /0/6 0/0/ /0/ 6/0/ /0/ /0/ 6/0/ /0/ 0/0/ /0/ /0/ /0/ /0/ 0/0/ 0/0/ /0/ 0/0/ /0/ 0/0/ /0/ /0/ 0/0/ /0/ 0/0/ 0 reet New West End Elementary School Transportation Analysis Study k SF Office Space Trips

45 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITH DEVELOPMENT CONDITIONS Opening Year (0) with Development Conditions Traffic Volumes The opening year (0) with development conditions traffic volumes were determined based on the opening year (0) without development traffic volumes (Figure ), the proposed school trips redistributions (Figure ), the proposed new school staff trips (Figure ), and the site trip for the additional k SF of office space (Figure ). The opening year (0) with development traffic volumes are shown on Figure. Opening Year (0) with Development Conditions Analyses Opening year (0) with the development conditions levels of service, delays, and 0 th / th percentile queues were determined at each of the key intersections based on the proposed lane configurations and traffic control (Figure ) where all left turn lanes at each signalized intersection along reet were studied as protected left turn lanes only and a roundabout is proposed at the intersection of and N. Highview Lane, the opening year (0) with development AM/School PM/PM peak hours (Figure ), the existing signal timings/phasing at each signalized intersection as provided by T&ES that were modified to account for northbound and southbound protected only left turns along reet and optimized as needed at selected intersections ( and ), and the HCM000 and HCM0 methodologies. The traffic analysis results were completed through the use of Synchro, version.... Table summarizes the LOS and delay results at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The intersections of reet with, Mark Center Drive,,,, and N. Morgan Street are anticipated to continue to operate at an acceptable LOS D or better during the AM, School PM, and PM peak hours. The intersection of reet and is anticipated to continue to operate near capacity at LOS E during the AM peak hour. This is due to the eastbound and westbound approaches on operating at LOS E and F during the AM peak hour as parents enter/exit to drop off students at William Ramsay Elementary School. Several individual movements on the minor local streets are anticipated to operate at LOS E and F during the peak hours. This is due to priority being given to the major road during the peak hours (i.e. more green signal time given to reet). All stop controlled intersections will continue to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. Table summarizes the 0 th and th percentile queues at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The majority of the turn lanes at the key intersections adequately accommodate both the 0th and th percentile queues. At the intersection of reet and, the eastbound left turn queues during the School PM and PM peak hours exceed the available storage. The northbound left queues during the AM, school PM exceeds the available storage. The southbound left turn queues during the School PM and PM peak hours exceed the available storage. At the intersection of reet and, the southbound left queues during the School PM and PM peak hour exceed the available storage. The Synchro worksheets for the LOS and queue results for opening year (0) with the development conditions are located in Appendix G. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study 0

46 Opening Year (0) with Development Traffic Volumes FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St /6/ 6/6/6 6// // /6/6 0//0 /0/ // // 6// /0/ // 0// // /66/ // 6/0/ // // /6/6 //6 // /6/6 // 6/0/ /6/6 // // /6/ 0// // 0// 66/0/ //0 // 0// // /6/6 // // //0 /0/6 6// 6// /6/ // //0 //6 // // /6/ //6 //0 // // // //0 /0/6 0// /6/ 0//6 // /0/6 6// /0/ /6/6 6// 6/0/ //6 0//6 // 0// //0 // // // // 6// 6// // //60 /6/ // // //0 6// // // /6/ // //6 /6/ /6/ // 6//0 /66/ // /6/ 6//0 // /6/0 // /0/ // /6/6 // 0 reet New West End Elementary School Transportation Analysis Study // // 0//60

47 Table : Opening Year (0) with Development Conditions Intersection Level of Service Summary # Study Intersection 6 * reet at N Beauregard Street at Mark Center Drive N Beauregard Street at N. Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N Highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Highview Lane at Rayburn Avenue N Beauregard Street at N Beauregard Street at N Beauregard Street at N Beauregard Street at N Morgan Street Analysis Type Proposed Roundabout NOTE : Delay is measured in seconds per vehicle. Overall/ Approach Existing Opening Year (0) without Development Opening Year plus Six Years (0) without Development AM Peak School PM PM Peak AM Peak School PM PM Peak AM Peak School PM PM Peak AM Peak School PM PM Peak Overall D (.) D (.0) D (.) D (6.6) D (.) D (.) D (6.) D (.) E (.6) D (6.) D (.) D (.) Eastbound D (.) C (.) D (.) D (0.) C (.6) D (.) D (.6) C (0.) D (.) D (.) D (.) D (.) Westbound C (.) D (.) D (.6) C (.) D (.) D (.) C (.) D (6.) D (6.6) C (.) C (.) D (6.) Northbound E (.) D (.6) E (.) F (.) D (.) D (.6) E (.) D (.) F (.) F (.0) D (.) D (.) Southbound E (6.) E (6.) E (.6) E (6.) E (.) E (.) E (6.) E (.) E (.) E (6.) E (.) E (.6) Overall B (.) B (.) B (.6) B (.) B (.) B (6.) B (.) B (.0) B (6.) B (.) B (.) B (6.) Eastbound E (6.) D (.) D (6.) E (6.) D (.) D (.) E (6.) D (.) D (.) E (6.) D (.) D (.) Westbound D (0.) D (.) E (.0) D (.) D (.) E (.) D (.) D (.) E (.) D (.) D (.) E (.) Northbound A (.6) A (.) A (.) A (.) A (.) A (.0) A (.) A (.) A (.6) A (.0) A (.) A (.) Southbound B (.) B (.) B (.6) B (.) B (.) B (.) B (.6) B (.) B (.) B (.) A (.) B (.) Overall A (.0) A (6.) B (.) A (.0) A (.) C (.) B (.6) A (.) C (6.) A (.) A (.) B (.6) Eastbound E (6.) E (6.) F (0.) E (6.) E (6.6) F (.0) E (6.) E (6.) F (.6) E (6.) E (6.) F (.) Westbound E (.6) E (6.) E (.) E (.0) E (.) E (6.) E (.0) E (.) E (6.) E (60.) E (.6) E (.) Northbound A (.) A (.) A (.) A (.) A (.) A (.) A (.) A (.) B (.) A (.0) A (.) A (.) Southbound A (.) A (.0) A (.) A (.) A (.) A (.) B (.0) A (.) B (.) A (.) A (.) A (.0) NBLR B [.] A [.] B [.] B [.] A [.0] B [.] B [.] A [.] B [.] B [.] B [.] B [.] WBL A [.6] A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.6] A [.] A [.] A [.] NBL A [.] A [.] - A [.] A [.] A [.6] A [.] A [.] A [.6] A [.] A[.] A [.] EBLR - A [.] A [.] B [.] A [.0] B [.] B [.0] A [.0] B [.] B [.] B [.] A [.] NBL A [.] - A [.] A [.] A [.] A [.] - A [.] A [.6] A [.] EBLR A[.] A [.] A [.] A [.] A [.0] A [.] A [.] A [.0] A [.] B [.] B [.] A [.] EBLR A [.6] A [.] A [.] A [.] A [.0] A [.] A [.6] A [.0] A [.] NBL A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.] Opening Year (0) with Development Northbound Southbound Eastbound Overall B (.0) B (.0) B (.) B (6.) B (.) B (.) C (0.) B (.) B (.6) C (.) B (.) B (.6) Eastbound E (6.) E (60.) E (6.0) E (6.) E (60.) E (6.) E (6.) E (6.0) E (6.) E (6.) E (.) E (6.) Westbound D (.) D (.6) D (.) D (.) D (6.) D (.6) D (.) D (.) E (6.0) E (.) E (6.) D (0.) Northbound A (.) A (.) A (6.) A (.) A (6.0) A (6.) B (.0) B (.6) A (.) B (.) A (.) A (6.) Southbound B (.0) B (.) A (.) B (.) A (.) A (.6) B (.) B (.) A (.) B (.) A (.6) A (.) Overall C (.) B (.) B (.6) C (.) B (.) B (.) C (.) B (.) B (.) C (.) B (.) B (.) Eastbound E (.) E (.) E (.) E (.0) E (.) E (.) E (.) E (.) E (.) E (.) E (.) E (.) Westbound D (.) D (.) D (.) D (.) D (.) D (.) D (.) D (.0) D (.) D (.) D (.) D (.) Northbound B (6.) A (.) A (.) B (.) A (6.) A (.0) C (.) B (6.6) B (.) B (.) A (.6) A (.) Southbound A (.) A (.) A (.6) A (6.) A (.) A (.6) C (0.) B (.) B (.) A (.) A (.) A (.) Overall E (.) D (.0) E (6.) E (66.) D (.) E (.) E (.0) D (.6) E (66.) E (.) C (.) D (.6) Eastbound F (.) E (.) F (.) F (.) E (6.) F (0.) F (.) E (6.) F (6.) F (0.) E (.) E (.6) Westbound F (.) F (.) F (.) F (.0) F (.) F (.) F (.) F (.0) F (.) F (0.) E (6.6) F (.) Northbound D (.) D (.) D (.) D (.) D (.) D (.) E (.) E (.) D (.0) D (.) D (6.) D (.) Southbound C (.) C (0.) D (.6) C (.) B (.) D (.) D (.6) C (0.) E (6.) B (.) B (.) D (.) Overall B (.) A (.) A (.) B (.) A (.) A (.) B (.) A (.) B (.) B (.) A (.) A (.) Eastbound D (.) C (.) C (.6) D (.) C (.) C (.0) D (.) C (.) C (.) D (.) C (.) C (.0) Westbound C (.) C (.) C (0.6) C (.) C (.) C (0.) C (.) C (.0) C (.) C (.) C (.) C (0.) Northbound B (.) A (.) A (.0) B (.) A (.0) A (6.) B (.) A (6.) A (.6) B (.) A (.0) A (6.) Southbound A (6.6) A (.) A (6.) A (.) A (.) A (6.) A (.) A (6.) A (.) A (.) A (.) A (6.)

48 Table : Opening Year (0) with Development Conditions Intersection Queue Summary Notes: # Analysis Intersection Analysis Type 6 at Seminary Rd N Beauregard St at Mark Center Dr N Beauregard St at Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Beauregard St at Rayburn Avenue N Beauregard St at Reading Avenue N Beauregard St at Sanger Avenue N Beauregard St at N Morgan St Approach/ Movement Storage Length (ft) 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th EBL EBT WBL 0 6 # 0 # 6 6 WBT WBR NBL NBT NBR SBL 00 # 0 60 # 6 6 # SBT EBT WBT 6 6 WBR NBL 0 6 m 0 6 m 6 m NBT m 6 6 SBL 00 m m6 6 6 m0 0 m m0 m6 SBT EBT 6 6 ~ # 6 0 ~66 EBR WBL WBT 6 0 NBL 6 0 m 0 m m 0 m NBT SBL 00 SBT EBTR WBLT NBLR EBLR NBLT SBTR EBLR NBLT SBTR EBLR NBLT SBTR EBT #6 EBR WBT 6 6 m6 6 6 WBR 0 m m0 0 m m NBL 00 m0 m NBT SBL m m SBT EBT 6 6 EBR WBT WBR NBL 6 0 m 6 m NBT NBR m m m0 0 SBL 6 6 m SBT m 0 6 EBT ~6 # 0 #0 WBT ~ #0 ~6 # ~ #6 ~0 #6 ~ #0 ~ # # WBR # 06 0 #0 0 # 00 # ~ #6 # NBL NBT 60 #0 0 6 # SBL # # 0 6 # SBT EBL EBT WBT NBL NBT SBL SBT m = Volume for th percentile queue is metered by upstream signal, ~ = Volume exceeds capacity. Queue shown is maximum after cycles. # = th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Existing Year (0) Opening Year (0) without development AM Peak School PM Peak PM Peak AM Peak School PM Peak PM Peak Opening Year (0) with Development AM Peak School PM Peak PM Peak

49 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITH DEVELOPMENT CONDITIONS Opening Year plus Six Years (0) with Development Conditions Traffic Volumes The opening year plus six years (0) with development conditions traffic volumes were determined based on the opening year plus six years (0) without development traffic volumes (Figure ), the proposed school trips redistributions (Figure ), the proposed new school staff trips (Figure ), and the site trip for the additional k SF of office space (Figure ). The opening year plus six years (0) with development traffic volumes are shown on Figure. Opening Year plus Six Years (0) with Development Conditions Analyses Opening year plus Six Years (0) with the development conditions levels of service, delays, and 0 th / th percentile queues were determined at each of the key intersections based on the proposed lane configurations and traffic control (Figure ) where all left turn lanes at each signalized intersection along reet were studied as protected left turn lanes only and a roundabout is proposed at the intersection of and, the opening year plus Six Years (0) with development AM/School PM/PM peak hours (Figure ), the existing signal timings/phasing at each signalized intersection as provided by T&ES that were modified to account for northbound and southbound protected only left turns along reet and optimized as needed at selected intersections ( and ), and the HCM000 and HCM0 methodologies. The traffic analysis results were completed through the use of Synchro, version... Table summarizes the LOS and delay results at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The intersections of reet with Mark Center Drive,,,, and N. Morgan Street are anticipated to continue to operate at an acceptable LOS D or better during the AM, School PM, and PM peak hours. The intersections of reet and is anticipated to operate near capacity at LOS E during the PM peak hour. This is likely due to a) the regional growth added to the roadway network and/or b) the added office trips attempting to access and I. The intersection of N. Beauregard Street and is anticipated to continue to operate near capacity at LOS E during the AM and PM peak hours. This is due to the eastbound and westbound approaches on operating at LOS E and F during the AM, School PM, and PM peak hours as parents enter/exit to pick up students at William Ramsay Elementary School. Several individual movements on the minor local streets were found to operate at LOS E and F during the peak hours. This is due to priority being given to the major road during the peak hours (i.e. more green signal time given to reet). All stop controlled intersections will continue to operate at acceptable LOS D or better during the AM, School PM, and PM peak hours. Table summarizes the 0 th and th percentile queues at each key intersection. The signalized intersection results are reported using HCM000, while the stop controlled intersection results are reported using HCM0. The majority of the turn lanes at the key intersections adequately accommodate both the 0th and th percentile queues. At the intersection of reet and, the eastbound left turn queues during the School PM and PM peak hours exceed the available storage. The northbound left queues during the AM and school PM peak hours exceeds the available storage. The southbound left turn queues during the School PM and PM peak hours exceed the available storage. At the intersection of reet and, the northbound left turn queues during the AM and PM peak hours exceed the available storage. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

50 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITH DEVELOPMENT CONDITIONS At the intersection of reet and, the northbound left turn queue during the AM peak hour exceeds the available storage. The southbound left queues during the AM, School PM and PM peak hour exceed the available storage. The Synchro worksheets for the LOS and queue results for opening year plus six years (0) with the development conditions are located in Appendix G. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

51 Opening Year plus Six Years (0) with Development Traffic Volumes FIGURE March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St // /6/ // 6/6/ // // // /0/ 6// //6 //6 6// // 0//6 // 6/0/0 //0 /60/ // /6/ /66/6 /0/ /6/6/ /6 /60/6 //0 // /60/ /6/ 6/0/ 0// // 6/0/ /6/ // 0// // /6/ //0 //0 0// 6//6 0// 6/0/ // // /6/ //6 // // /6/ //6 // // //6 /6/ // /0/6 // /0/ 0//6 // // 6// /0/ // 6// 6//0 //0 /6/6 // // // 0// //06 // // 6// 6//0 6/6/ //6 /6/ // // /6/ 66//0 // // // // /0/6 /6/ //6 // // /6/6 //60 // // // /6/ // 6/0/ //6 /0/ //0 0 reet New West End Elementary School Transportation Analysis Study // // //6

52 Table : Opening Year plus Six Years (0) with Development Conditions Intersection Level of Service Summary Study Intersection reet at N Beauregard Street at Mark Center Drive N Beauregard Street at N. Highview Lane N Highview Lane at Highview Lane N Highview Lane at Parking Garage Access N Highview Lane at Service Drive N Highview Lane at Rayburn Avenue N Highview Lane at Rayburn Avenue N Beauregard Street at N Beauregard Street at N Beauregard Street at N Beauregard Street at N Morgan Street Analysis Type Proposed Roundabout Delay is measured in seconds per vehicle. Overall/ Approach Existing Opening Year (0) without Development Opening Year plus Six Years (0) without Development AM Peak School PM PM Peak AM Peak School PM PM Peak AM Peak School PM PM Peak AM Peak School PM PM Peak AM Peak School PM PM Peak Overall D (.) D (.0) D (.) D (6.6) D (.) D (.) D (6.) D (.) E (.6) D (6.) D (.) D (.) D (.) D (0.) E (6.0) Eastbound D (.) C (.) D (.) D (0.) C (.6) D (.) D (.6) C (0.) D (.) D (.) C (.) D (.) D (.0) C (0.) D (.) Westbound C (.) D (.) D (.6) C (.) D (.) D (.) C (.) D (6.) D (6.6) C (.) D (.) D (6.) C (.6) D (.) D (6.) Northbound E (.) D (.6) E (.) F (.) D (.) D (.6) E (.) D (.) F (.) F (.0) D (.) D (.) E (.) D (.) F (.) Southbound E (6.) E (6.) E (.6) E (6.) E (.) E (.) E (6.) E (.) E (.) E (6.) E (.6) E (.6) E (6.) E (.) E (.) Overall B (.) B (.) B (.6) B (.) B (.) B (6.) B (.) B (.0) B (6.) B (.) B (.6) B (6.) B (.6) B (.0) B (.) Eastbound E (6.) D (.) D (6.) E (6.) D (.) D (.) E (6.) D (.) D (.) E (6.) D (.) D (.) E (6.) D (.) D (.) Westbound D (0.) D (.) E (.0) D (.) D (.) E (.) D (.) D (.) E (.) D (.) D (.) E (.) D (.) D (.) E (.) Northbound A (.6) A (.) A (.) A (.) A (.) A (.0) A (.) A (.) A (.6) A (.0) A (.) A (.) A (.) A (.0) A (.0) Southbound B (.) B (.) B (.6) B (.) B (.) B (.) B (.6) B (.) B (.) B (.) B (.) B (.) B (.) B (.6) B (.) Overall A (.0) A (6.) B (.) A (.0) A (.) C (.) B (.6) A (.) C (6.) A (.) A (.) B (.6) A (.) A (.6) B (.) Eastbound E (6.) E (6.) F (0.) E (6.) E (6.6) F (.0) E (6.) E (6.) F (.6) E (6.) E (6.) F (.) E (6.) E (6.) F (.6) Westbound E (.6) E (6.) E (.) E (.0) E (.) E (6.) E (.0) E (.) E (6.) E (60.) E (.6) E (.) E (60.) E (.6) E (.0) Northbound A (.) A (.) A (.) A (.) A (.) A (.) A (.) A (.) B (.) A (.0) A (.) A (.) A (.) A (.) A (6.) Southbound A (.) A (.0) A (.) A (.) A (.) A (.) B (.0) A (.) B (.) A (.) A (.) A (.0) B (.) A (.) A (.) NBLR B [.] A [.] B [.] B [.] A [.0] B [.] B [.] A [.] B [.] B [.] B [.] B [.] B [.0] B [.] B [.] WBL A [.6] A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.6] A [.] A [.] A [.] A [.] A [.] A [.] NBL A [.] A [.] - A [.] A [.] A [.6] A [.] A [.] A [.6] A [.] A[.] A [.] A [.] A [.] A [.] EBLR - A [.] A [.] B [.] A [.0] B [.] B [.0] A [.0] B [.] B [.] B [.] A [.] B [.] B [.] A [.] NBL A [.] - A [.] A [.] A [.] A [.] - A [.] A [.6] A [.] A [.6] A [.] EBLR A[.] A [.] A [.] A [.] A [.0] A [.] A [.] A [.0] A [.] B [.] B [.] A [.] B [.] B [.] A [.] EBLR A [.6] A [.] A [.] A [.] A [.0] A [.] A [.6] A [.0] A [.] NBL A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.] A [.] Opening Year (0) with Development Northbound Southbound Eastbound Overall B (.0) B (.0) B (.) B (6.) B (.) B (.) C (0.) B (.) B (.6) C (.) C (.) B (.6) C (.) C (.) B (.) Eastbound E (6.) E (60.) E (6.0) E (6.) E (60.) E (6.) E (6.) E (6.0) E (6.) E (6.) E (.) E (6.) E (6.6) E (.0) E (6.6) Westbound D (.) D (.6) D (.) D (.) D (6.) D (.6) D (.) D (.) E (6.0) E (.) E (6.) D (0.) E (.) E (.6) D (0.) Northbound A (.) A (.) A (6.) A (.) A (6.0) A (6.) B (.0) B (.6) A (.) B (.) A (6.) A (6.) B (.) B (.) A (.) Opening Year plus Six Years (0) with Development Southbound B (.0) B (.) A (.) B (.) A (.) A (.6) B (.) B (.) A (.) B (.) B (.) A (.) B (.) B (.) A (.6) Overall C (.) B (.) B (.6) C (.) B (.) B (.) C (.) B (.) B (.) C (.) B (.) B (.) C (.0) B (.) C (0.) Eastbound E (.) E (.) E (.) E (.0) E (.) E (.) E (.) E (.) E (.) E (.) E (.) E (.) E (.) E (.) E (.) Westbound D (.) D (.) D (.) D (.) D (.) D (.) D (.) D (.0) D (.) D (.) D (.) D (.) D (.0) D (.) D (.) Northbound B (6.) A (.) A (.) B (.) A (6.) A (.0) C (.) B (6.6) B (.) B (.) A (.) A (.) C (.) B (.0) B (.) Southbound A (.) A (.) A (.6) A (6.) A (.) A (.6) C (0.) B (.) B (.) A (.) A (.) A (.) C (.) B (.6) B (.) Overall E (.) D (.0) E (6.) E (66.) D (.) E (.) E (.0) D (.6) E (66.) E (.) C (.) D (.6) E (6.) D (.) E (60.) Eastbound F (.) E (.) F (.) F (.) E (6.) F (0.) F (.) E (6.) F (6.) F (0.) E (6.0) E (.6) F (.) E (6.) F (.6) Westbound F (.) F (.) F (.) F (.0) F (.) F (.) F (.) F (.0) F (.) F (0.) E (6.) F (.) F (.) E (6.0) F (.) Northbound D (.) D (.) D (.) D (.) D (.) D (.) E (.) E (.) D (.0) D (.) D (.) D (.) D (6.) D (6.6) D (.) Southbound C (.) C (0.) D (.6) C (.) B (.) D (.) D (.6) C (0.) E (6.) B (.) B (6.) D (.) E (.) D (.0) D (.) Overall B (.) A (.) A (.) B (.) A (.) A (.) B (.) A (.) B (.) B (.) A (.) A (.) B (6.) A (.) B (.) Eastbound D (.) C (.) C (.6) D (.) C (.) C (.0) D (.) C (.) C (.) D (.) C (.) C (.0) D (.) C (.) C (.) Westbound C (.) C (.) C (0.6) C (.) C (.) C (0.) C (.) C (.0) C (.) C (.) C (.) C (0.) C (.) C (.0) C (.) Northbound B (.) A (.) A (.0) B (.) A (.0) A (6.) B (.) A (6.) A (.6) B (.) A (.0) A (6.) B (.) A (6.) A (.) Southbound A (6.6) A (.) A (6.) A (.) A (.) A (6.) A (.) A (6.) A (.) A (.) A (.) A (6.) A (.) A (6.) A (.)

53 Table : Opening Year plus Six Years (0) with Development Conditions Intersection Queue Summary # Analysis Intersection Analysis Approach/ Storage Existing Year (0) Opening Year (0) without Development Opening Year plus Six Years (0) without Development Opening Year (0) with Development Opening Year plus Six Years (0) with Development Type Movement Length (ft) AM Peak School PM Peak PM Peak AM Peak School PM Peak PM Peak AM Peak School PM Peak PM Peak AM Peak School PM Peak PM Peak AM Peak School PM Peak PM Peak 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th 0th th EBL EBT WBL 0 6 # 0 # 0 6 #0 60 # # 0 WBT at WBR Seminary Rd NBL NBT NBR SBL 00 # 0 60 # 6 6 #00 #0 # # 6 #00 #0 SBT EBT WBT WBR N Beauregard St at Mark Center Dr NBL 0 6 m 0 6 m 6 m 6 m 6 m NBT m 0 6 m SBL 00 m m6 6 6 m0 0 m m m m0 m6 m m60 SBT EBT 6 6 ~ # 6 0 ~ # 6 0 ~66 6 ~6 EBR WBL N Beauregard St at Highview WBT Lane NBL 6 0 m 0 m 6 m 0 m 0 m m60 m 0 NBT SBL SBT EBTR N Highview Lane at Highview Lane WBLT NBLR EBLR N Highview Lane at Parking Garage Access NBLT SBTR EBLR 6 N highview Lane at Service Drive NBLT SBTR EBLR N Highview Lane at Rayburn Avenue NBLT SBTR 6 6 EBT #6 #0 EBR WBT 6 6 m6 6 m 6 6 N Beauregard St at Rayburn WBR 0 m m0 0 m m0 0 m0 0 0 m Avenue NBL 00 m0 m m6 6 m 6 NBT SBL m 6 m m m SBT EBT EBR WBT WBR N Beauregard St at Reading Avenue NBL 6 0 m 6 m 6 6 m NBT NBR m m m m m 0 SBL m 60 m 6 60 SBT m 0 6 m 6 EBT ~6 # 0 #0 0 0 #0 6 # WBT ~ #0 ~6 # ~ #6 ~0 #6 ~ #0 ~ # ~ # ~ # ~ # 66 6 # # 6 #6 6 #6 ~0 # WBR # 06 0 #0 0 # 00 # # 0 # ~ #6 # # 66 # N Beauregard St at Sanger Avenue NBL ~6 # 0 # 6 6 NBT 60 #0 0 6 # # # 6 SBL # # # #6 ~ #6 0 6 # 6 ~0 # ~ #6 SBT EBL EBT WBT N Beauregard St at N Morgan St NBL 6 6 NBT SBL SBT Notes: m = Volume for th percentile queue is metered by upstream signal ~ = Volume exceeds capacity. Queue shown is maximum after two cycles

54 OPENING YEAR (0) AND OPENING YEAR PLUS SIX YEARS (0) WITH DEVELOPMENT CONDITIONS Proposed Roadway Improvements To mitigate the impacts of the new elementary school site, the following roadway improvements are proposed: A raised median is proposed along to ensure that buses are separated from opposing traffic and allow for continued access off of reet to. A mini roundabout is proposed at the intersection of and so that drivers turning right from may avoid being stopped by the buses. The mini roundabout is completely traversable for larger vehicles and will improve the ability of any passenger vehicle to make a U turn at this intersection if needed. The mini roundabout will also be mountable for emergency vehicles and other large vehicles such as moving trucks, FedEx, UPS, and others. Physical improvements will be made to the service road to allow for easier access for larger van size and pickup truck vehicles, which will include a painted circle at the end of the service road, which will not interfere with existing trash and delivery services. The proposed lane configuration and traffic control is shown on Figure. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

55 FIGURE March 0 Highview Lane 6 Rayburn Ave Existing Traffic Control Existing Roadway Existing Laneage LEGEND XXX' Storage Bay Length NOT TO SCALE 0 reet New West End Elementary School Transportation Analysis Study Proposed Lane Configurations 0' 00' 00' ' 00' 0' 0' 0' ' 00' ' Driveway 00' Mark Center Drive ' 0' Service Drive Parking Garage Access 00' 6 ' ' ' ' 0' N Morgan St ' ' N Morgan St 0' YIELD Relocated School Site Proposed Roundabout

56 PEDESTRIAN AND BICYCLE FACILITIES PEDESTRIAN AND BICYCLE FACILITIES The proposed school boundary associated with this site requires walking along the east side of N. Beauregard from the southern intersection of N. Morgan Street. Currently, students walk up and down the same roadway, but they attend William Ramsey Elementary School. The existing pedestrian and bicycle peak hour volumes, as collected during the vehicular traffic counts, are shown on Figure 6 and Figure, respectively. A Walkability Review was conducted and is included in Appendix H. The purpose of this study was to identify any improvements that are immediately necessary to safely serve the proposed elementary school, as well as identify improvements that may be addressed by the City in future road improvement projects. Only the east side of N. Beauregard Street is included as part of this study since the proposed school district boundary does not include students from the western side of the road. The intersections of N. Morgan Street and were also reviewed, especially the commercial/loading entrances to the existing apartment complexes. The study does not include areas north of since the immediate northern parcels are non residential. The study also does not include areas north of, since students who reside there will be bused. Summary and Final Recommendations: The pedestrian facilities in the area along reet and adjacent streets appear to safely and adequately accommodate pedestrians in general, as well as school age children that are walking on the facilities. In the long term, while not critical to be addressed in time for the opening of the new elementary school, it is recommended that the City (through the course of normal maintenance), upgrade the pedestrian ramps to current ADA standards with proper landings and truncated domes of contrasting color. Improvements directly relevant to the opening of the new elementary school are as follows:. reet and intersection: Install pedestrian buttons and signals for the east leg crossing of. This would also be an appropriate time to upgrade the existing pedestrian ramps to current ADA standards.. reet and Roanoke Avenue intersection: Install a pedestrian crosswalk at the intersection of reet and Roanoke Avenue. No parking signs should also be installed to create a No Parking zone approximately 0 feet from the proposed crosswalk to promote pedestrian visibility.. Adding an additional School Speed Limit Zone may have benefits and should be considered. It may be appropriate to extend/or adjust the existing school zone on reet. Other than providing bicycle racks at the new elementary school, no additional bicycle facilities need to be considered. A. MORTON THOMAS AND ASSOCIATES, INC. 0 reet New West End Elementary School Transportation Analysis Study

57 FIGURE 6 March 0 Highview Lane 6 Rayburn Ave LEGEND Existing Traffic Control XX/XX/XX AM/School PM/PM Peak Hour Pedestrian Volumes NOT Existing Roadway Relocated School Site TO SCALE Driveway Mark Center Drive Service Drive Parking Garage Access 6 N Morgan St N Morgan St // /0/ 6// /6/ // // // // // // // // // // // // 6// // /0/ // 0//0 0// //6 //0 // // // //0 /6/ //6 // /6/ 0// // // // 0 reet New West End Elementary School Transportation Analysis Study 0 Existing Pedestrian Volumes 0/0/