LCPS Valley Service Center

Transcription

1 Traffic Impact Study LCPS Valley Service Center Loudoun County, Virginia November 4, 2015 Prepared For: Loudoun County Public Schools Education Court Ashburn, VA 20148

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

3 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates TABLE OF CONTENTS List of Figures... ii List of Tables... ii Introduction and Summary... 1 Purpose of Report and Study Objectives... 1 Executive Summary... 2 Site Location and Study Area... 2 Description of the Proposed Development... 2 Principal Findings, Conclusions and Recommendations... 2 Background Information... 5 Description of Geometric Scope and Limits of the Study Area... 5 Existing Roadway Network... 5 Analysis of Existing Conditions (2015)... 7 Existing Traffic Volumes... 7 Hazardous Locations... 7 Historical Crash Data... 7 Existing Conditions Capacity Analysis... 9 Analysis of Future Conditions without Development (2017) Planned Improvements Inherent Growth Future Conditions without Development Capacity Analysis (2017) Trip Generation and Site Traffic (2017) Site Description and Site Access Site Generated Volumes Direction of Approach and Future Conditions (2017) Volumes Analysis of Future Conditions with Development (2017) Future Conditions with Development (2017) Traffic Volumes Future Conditions with Development (2017) Capacity Analysis Preliminary Signal Warrant Analysis Bicycle & Pedestrian Accommodations Conclusions November 4, 2015 i

4 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates LIST OF FIGURES Figure 1: Area Map and Site Location... 4 Figure 2: Existing Lane Use and Traffic Control Devices (2015)... 5 Figure 3: Concept Plan... 6 Figure 4: Existing Traffic Volumes (2015)... 8 Figure 5: Existing Conditions (2015) Levels of Service Figure 6: Future Conditions (2017) without Development Traffic Volumes Figure 7: Future Conditions without Development (2017) Levels of Service Figure 8: Future with Development Conditions (2017) Lane Use Figure 9: Site Generated Trips (2017) Figure 10: Site Pass-by Trips (2017) Figure 11: Future with Development (2017) Traffic Volumes Figure 12: Future Conditions with Development (2017) Levels of Service Figure 13: Aerial Image of Existing Sidewalk Figure 14: Excerpt from the Loudoun County: Proposed Bicycle and Pedestrian Network LIST OF TABLES Table 1: Summary of Historical Crash Data (October 2012 to September 2015)... 7 Table 2: Existing Conditions Capacity Analysis (2015) Table 3: Future Conditions without Development (2017) Intersection Capacity Analysis Table 4: Proposed Development Trip Generation Table 5: Direction of Approach (2017) Table 6: Future Conditions with Development (2017) Capacity Analysis November 4, 2015 ii

5 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates INTRODUCTION AND SUMMARY Purpose of Report and Study Objectives The following report presents the findings of a traffic impact analysis for the proposed LCPS Valley Service Center development in Loudoun County, Virginia. The proposed site is located south of W. Colonial Highway (Route 7 Business) and east of Francis Farm Place in Loudoun County, Virginia. The site is approximately 8.35 acres, is currently split-zoned Rural Commercial (R-C 6.52 acres) and Joint Land Management Area (JLMA acres) comprising three parcels (MCPI , , and ). The site is currently leased by the Loudoun County School Board. The current uses on the site include LCPS bus parking and maintenance, a County impoundment lot and vehicle parking, fleet fueling for buses and County vehicles serving western Loudoun, a recycling center, and indoor storage of Parks and Recreation and LCPS materials and maintenance equipment. A rezoning application is being pursued to convert the JLMA-3 portion to RC and allow additional bus/car parking and/or additional storage buildings on the site. The proposed development is anticipated to be complete by Figure 1 shows the study location. The following tasks were completed as part of this study: A scoping meeting was held on October 6, 2015 with representatives from Loudoun County, which included discussions about the parameters of the study and relevant background information. A copy of the signed scoping letter confirming the parameters and assumptions used in the traffic impact study is included in Appendix A. Field reconnaissance in the vicinity of the site was performed to collect information related to existing traffic controls, roadway geometry, and traffic flow characteristics. In order to determine the weekday and school peak hour turning movement traffic volumes, traffic counts were conducted on Wednesday, May 27, 2015 from 6:30 to 9:30 AM and 2:00-7:00 PM. The data is included in Appendix B. Future traffic conditions were estimated based on the regional growth and the proposed development plan. Traffic volumes for the proposed development were estimated from the traffic volumes observed at the existing service center during the peak hours. Intersection capacity analyses were performed for existing conditions (2015), future conditions (2017) without development, and future conditions (2017) with development, during weekday AM, PM School, and PM Commuter peak hours. Sources of data for this study include Institute of Transportation Engineers (ITE), Loudoun County s Department of Transportation and Capital Infrastructure, the Virginia Department of Transportation (VDOT), and the office files and field reconnaissance efforts by Gorove/Slade Associates, Inc. November 4,

6 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates EXECUTIVE SUMMARY Site Location and Study Area The proposed site is located south of W. Colonial Highway (Rt 7 Business) and east of Francis Farm Place, in Loudoun County, VA. The site is approximately 8.35 acres, is currently split-zoned Rural Commercial (R-C 6.52 acres) and Joint Land Management Area (JLMA acres), comprising three parcels. Figure 1 shows the site location. Description of the Proposed Development The site is currently split-zoned Rural Commercial (R-C 6.52 acres) and Joint Land Management Area (JLMA acres), comprising three parcels. The current uses on the site consist of: LCPS bus maintenance and bus parking (for 45 buses and 45 car spaces) LCPS and County Fleet fueling County recycling center County impoundment lot LCPS and County materials and equipment storage A rezoning is being pursued for the JLMA-3 portion to RC and would allow additional bus/car parking and/or additional storage buildings, similar to the existing use on the site. The site currently has two access points along W Colonial Highway. The eastern access is directly across from the Harmony Middle School/Kenneth W. Culbert Elementary School entrance. As part of the proposed rezoning, the two access points will be consolidated and the eastern access will be the only access to the site. The development is anticipated to be built by Principal Findings, Conclusions and Recommendations The traffic impact analysis supports the following major conclusions: Existing (2015) and Future without Development (2017) Conditions: o o o o o The main line (W Colonial Highway) operates at acceptable levels of service under the existing and future without development conditions during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes. A 2% annual inherent growth rate was applied to existing thru volumes on W Colonial Highway to account for regional growth. The western access of the service center operates at unacceptable level of service conditions (LOS E) in the AM peak hour in the existing conditions. However, the anticipated queuing is only approximately 1 car length and is maintained within the throat length of the site entrance. The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service. Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: November 4,

7 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Unsignalized (As is today) The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) operates at an unacceptable level of service in the AM peak hour, with a volume/capacity (v/c) ratio of more than However, the northbound approach which serves the existing service center operates at acceptable level of service. Signalized (Addition of a signal) The installation of a traffic signal at the intersection mitigates the failing condition of the southbound approach (School entrance). With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing storage lengths and there would be no blocking of any of the turn lanes. Future with Development (2017) Conditions: o o o o Full build out of the proposed development is anticipated to be complete by It will generate approximately 28 new AM peak hour trips, approximately 24 new PM School peak hour trips, and approximately 24 new PM Commuter peak hour trips. In addition to the above new trips generated, the proposed development will also generate approximately 9 pass-by trips during the AM peak hour, approximately 7 pass-by trips in the PM School peak hour, and approximately 8 pass-by trips in the PM Commuter Peak hour. The site currently has two access points along W Colonial Highway. The eastern access is directly across from the Harmony Middle School/Kenneth W. Culbert Elementary School entrance. To reduce the conflict points along W Colonial Highway, the two access points will be consolidated and the eastern access will be the only access to the site. In addition, a separate 100 foot eastbound right turn storage bay with a 200 foot taper will be constructed along W Colonial Highway to serve the site entrance. The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: Unsignalized (As is today) The main line (W Colonial Highway) operates at acceptable levels of service during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) continues to operate at an unacceptable level of service in the AM peak hour. The service center entrance (northbound approach) is also anticipated to operate at an unacceptable level of service in the AM peak hour. However, the anticipated queuing is only approximately 3 car lengths, which would be maintained in the throat length on the site entrance. Moreover, the v/c ratio for the site entrance is anticipated to be significantly less than 1.00 (0.63). November 4,

8 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Signalized (Addition of a signal) With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing or the proposed storage lengths. In addition, there would be no blocking of any of the turn lanes. o Please note that the proposed development will have a negligible impact on the surrounding roadway network. The net increase in trips with the proposed development will result in an increase of only 1.9% of traffic along W Colonial Highway. Figure 1: Area Map and Site Location November 4,

9 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates BACKGROUND INFORMATION Description of Geometric Scope and Limits of the Study Area The following intersections were identified for inclusion in this study (Please see signed scope in Appendix A): 1. W Colonial Highway and Western Service Center Entrance 2. W Colonial Highway and Eastern Service Center Entrance/Harmony Middle School Entrance Existing Roadway Network A description of the major roadways within the immediate vicinity of the site is presented below: W Colonial Highway is a two-lane undivided east-west major collector. The posted speed limit on this roadway is 35 mph in the vicinity of the site. The existing lane configuration and traffic controls for the study intersections are shown in Figure 2. Figure 2: Existing Lane Use and Traffic Control Devices (2015) November 4,

10 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 3: Concept Plan Obtained from Bowman Consulting (shown here for illustrative purposes only) November 4,

11 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates ANALYSIS OF EXISTING CONDITIONS (2015) Existing Traffic Volumes In order to determine the weekday peak hour turning movement traffic volumes, traffic counts were conducted on Wednesday, May 27, 2015 during the AM, PM School, and PM Commuter peak periods (6:30 AM 9:30 AM and 2:00 PM 7:00 PM). Analysis of the existing traffic data determined the following peak hours: AM Peak Hour: PM School Peak Hour: 7:30 AM to 8:30 AM 2:45 PM to 3:45 PM PM Commuter Peak Hour: 5:00 PM to 6:00 PM The existing weekday AM, PM School, and PM Commuter peak hour traffic volumes for the intersections in the study area are shown in Figure 4. The estimated average daily traffic data for different roadways are also shown in the same graphic. A k-factor of 0.167, obtained from the VDOT Traffic Data website, was used to estimate daily traffic volumes from the AM peak hour for W Colonial Highway. The ADT for the Harmony Middle School entrance was determined from the total number of trips generated in an entire weekday by the elementary school and the middle school, as per the ITE Trip Generation Manual, 9 th Edition. The existing turning movement count data is included in the Technical Appendix B. Hazardous Locations No hazardous locations have been identified within the study area. Historical Crash Data Historical crash data was obtained from VDOT and Loudoun County Sheriff s Office for the existing study intersections for a three year period, from October 1, 2012 to September 30, The crash data is summarized in Table 1. Table 1: Summary of Historical Crash Data (October 2012 to September 2015) Total Crashes Property Damage Crash Injury Crash Intersection W Colonial Highway and Service Center Entrance (West) W Colonial Highway and Service Center Entrance (East)/Harmony Middle School Entrance Fatal Crash Based on the available data, over the past three years, there was one (1) accident that occurred at the intersection of W Colonial Highway and Service Center Entrance (West). The crash resulted from a deer crossing the path of the vehicle. No crashes were reported at the intersection of W Colonial Highway and Service Center Entrance (East)/Harmony Middle School / Kenneth W. Culbert Elementary School entrance. Hence, there are no safety related issues at the study intersections. The crash data from VDOT and Loudoun County is provided in Technical Appendix C. November 4,

12 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 4: Existing Traffic Volumes (2015) November 4,

13 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Existing Conditions Capacity Analysis Capacity analyses were performed at the intersections contained within the study area during the weekday AM, PM School, and PM Commuter peak hours under the existing conditions. Intersection capacity analyses were performed using Synchro version 8.0 based on the Highway Capacity Manual (HCM 2000) data and methodology. A minimum peak hour factor of 0.85 was used. The results of the intersection capacity analyses for the existing conditions are summarized in Table 2. The description of the different LOS and delay and the detailed analysis worksheets for the existing conditions are included in the Technical Appendix D and Appendix E respectively. November 4,

14 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Table 2: Existing Conditions Capacity Analysis (2015) No. Intersection (Movement) Storage Lengths (ft) LOS Delay (s/veh) AM Peak PM School Peak PM Commuter Peak 95 th Queue (ft) v/c LOS Delay (s/veh) 95 th Queue (ft) v/c LOS Delay (s/veh) 1 W Colonial Highway and Service Center Entrance (West) Overall Intersection (Unsignalized) Westbound Approach A 1.2 A 0.2 A 0.4 Westbound Left A A A Northbound Approach E 36.6 C 17.2 C 22.5 Northbound Left/Right E C C W Colonial Highway and Service Center Entrance (East)/Harmony Middle School Entrance Overall Intersection (Unsignalized) Eastbound Approach A 3.2 A 3.2 A 1.7 Eastbound Left 350 A A A Westbound Approach A 0.1 A 0.1 A 0.1 Westbound Left 300 B A A Northbound Approach D 26.7 C 23.0 C 20.8 Northbound Left/Thru/Right 100 D C C Southbound Approach F C 19.1 C 18.2 Southbound Left/Thru/Right 150 F C C W Colonial Highway and Service Center Entrance (East)/Harmony Middle School Entrance (Mitigation: Install a Traffic Signal) Overall Intersection (Signalized) B 12.2 B 14.5 B 11.7 Eastbound Approach A 8.0 A 6.6 A 7.4 Eastbound Left 350 A A A Eastbound Thru/Right A A A Westbound Approach B 13.5 B 15.6 B 12.7 Westbound Left 300 B B A Westbound Thru B B B Westbound Right 400 B B A Northbound Approach C 23.6 C 23.4 C 21.5 Northbound Left/Thru/Right C C C Southbound Approach C 25.2 C 24.3 C 21.8 Southbound Left/Thru C 27.4 # C C Southbound Right 150 C 24.5 # C C # - 95 th percentile volume exceeds capacity, queue may be longer. 95 th Queue (ft) v/c November 4,

15 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Based on Loudoun County s level of service (LOS) criteria, it is desirable to achieve a level of service (LOS) D or better for each approach at an intersection. The following observations can be made from Table 2: The main line (W Colonial Highway) operates at acceptable levels of service under the existing conditions during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes. The western access of the service center operates at unacceptable level of service conditions (LOS E) in the AM peak hour. However, the anticipated queuing is only approximately 1 car length and is maintained within the throat length of the site entrance. The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: o Unsignalized (As is today) The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) operates at an unacceptable level of service in the AM peak hour, with a v/c ratio of more than However, the northbound approach which serves the existing service center operates at acceptable level of service. o Signalized (Addition of a signal) The installation of a traffic signal at the intersection mitigates the failing condition of the southbound approach (School entrance). With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing storage lengths and there would be no blocking of any of the turn lanes. The existing levels of service are shown graphically in Figure 5. November 4,

16 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 5: Existing Conditions (2015) Levels of Service November 4,

17 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates ANALYSIS OF FUTURE CONDITIONS WITHOUT DEVELOPMENT (2017) Planned Improvements Currently, there are no planned or proposed roadway/transportation improvements in the vicinity of the site. Inherent Growth As agreed upon at the scoping meeting, an inherent growth rate of 2% per year was assumed for the thru traffic on W Colonial Highway in order to account for the regional growth. The future without development (2017) traffic volumes are shown in Figure 6. Figure 6: Future Conditions (2017) without Development Traffic Volumes November 4,

18 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Future Conditions without Development Capacity Analysis (2017) Capacity analyses were performed at the intersections contained within the study area during the weekday AM, PM School, and PM Commuter peak hours, under the future without development conditions for Intersection capacity analyses were performed using Synchro Version 8.0 based on the Highway Capacity Manual (HCM 2000) data and methodology. A minimum peak hour factor of 0.92 by approach was used for the study intersections. The results of the intersection capacity analyses for the future without development conditions are summarized in Table 3. The description of the different LOS and delay and the detailed analysis worksheets for the future conditions without development are included in Technical Appendix D and Appendix F. November 4,

19 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Table 3: Future Conditions without Development (2017) Intersection Capacity Analysis Storage AM Peak PM School Peak PM Commuter Peak No. Intersection (Movement) Lengths 95 Delay 95 Delay 95 Delay (ft) LOS Queue v/c LOS Queue v/c LOS Queue (s/veh) (s/veh) (s/veh) (ft) (ft) (ft) v/c 1 W Colonial Highway and Service Center Entrance (West) Overall Intersection (Unsignalized) Westbound Approach A 1.1 A 0.2 A 0.4 Westbound Left A A A Northbound Approach D 34.0 C 16.2 C 21.3 Northbound Left/Right D C C W Colonial Highway and Service Center Entrance (East)/Harmony Middle School Entrance Overall Intersection (Unsignalized) Eastbound Approach A 3.1 A 3.2 A 1.6 Eastbound Left 350 A A A Westbound Approach A 0.1 A 0.1 A 0.0 Westbound Left 300 B A A Northbound Approach D 26.5 C 21.8 C 19.8 Northbound Left/Thru/Right 100 D C C Southbound Approach F C 18.2 C 17.7 Southbound Left/Thru/Right 150 F C C W Colonial Highway and Service Center Entrance (East)/Harmony Middle School Entrance (Mitigation: Install a Traffic Signal) Overall Intersection (Signalized) B 12.2 B 13.6 B 11.7 Eastbound Approach A 8.5 A 6.9 A 7.3 Eastbound Left 350 A A A Eastbound Thru/Right B A A Westbound Approach B 13.2 B 14.5 B 12.9 Westbound Left 300 B A A Westbound Thru B B B Westbound Right 400 B B A Northbound Approach C 23.5 C 21.6 C 21.3 Northbound Left/Thru/Right C C C Southbound Approach C 24.9 C 22.3 C 21.5 Southbound Left/Thru C 26.8 # C C Southbound Right 150 C 24.3 # C C # - 95 th percentile volume exceeds capacity, queue may be longer November 4,

20 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Based on the Loudoun County level of service (LOS) criteria, it is desirable to achieve a level of service (LOS) D or better for each approach at an intersection. The following observations can be made from Table 3: The main line (W Colonial Highway) operates at acceptable levels of service under the future without development conditions during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes. The western access of the service center operates at an acceptable level of service (LOS D). Moreover, the anticipated queuing is only approximately 1 car length and is maintained within the throat length of the site entrance. The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service. Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: o Unsignalized (As is today) The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) operates at an unacceptable level of service in the AM peak hour, with a v/c ratio of more than However, the northbound approach which serves the existing service center operates at acceptable level of service. o Signalized (Addition of a signal) The installation of a traffic signal at the intersection mitigates the failing condition of the southbound approach (School entrance). With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing storage lengths and there would be no blocking of any of the turn lanes. The levels of service are shown graphically in Figure 7. November 4,

21 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 7: Future Conditions without Development (2017) Levels of Service November 4,

22 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates TRIP GENERATION AND SITE TRAFFIC (2017) Site Description and Site Access The site is currently split-zoned Rural Commercial (R-C 6.52 acres) and Joint Land Management Area (JLMA acres), comprising three parcels. The current uses on the site consist of: LCPS bus maintenance and bus parking (for 45 buses and 45 car spaces) LCPS and County Fleet fueling County recycling center County impoundment lot LCPS and County materials and equipment storage A rezoning is being pursued for the JLMA-3 portion to RC and would allow additional bus/car parking and/or additional storage buildings, similar to the existing use on the site. The County impoundment lot and storage facility will be removed. The site currently has two access points along W Colonial Highway. The eastern access is directly across from the Harmony Middle School/ Kenneth W. Culbert Elementary School entrance. To reduce the conflict points along W Colonial Highway, the two access points will be consolidated and the eastern access will be the only access to the site. In addition, a separate 100 foot eastbound right turn storage bay with a 200 foot taper will be constructed along W Colonial Highway to serve the site entrance. The lane configuration in the future with development conditions (2017) is shown in Figure 8. The development is anticipated to be built by November 4,

23 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 8: Future with Development Conditions (2017) Lane Use Site Generated Volumes The turning movement counts in the existing conditions were used to determine the trips into and out of the study site for the weekday AM, PM School and PM Commuter peak hours. As noted earlier, the rezoning is being pursued for the JLMA-3 portion of the site which would allow additional bus/car parking and/or additional storage buildings, similar to the existing use on the site. It is anticipated that with the proposed rezoning and the revised layout for the site, approximately 42 additional spaces will be created. Hence, the number of bus/car spaces was used as the trip generator unit for the site. Please note that although the trip rates were evaluated based on the number of bus/car spaces, the trip generation from those rates includes the trips generated by other facilities on the site that are not measured in bus/car spaces. Table 4 shows the proposed use trip generation calculations with reductions. As agreed in the scoping meeting, a pass by reduction of 25% was used for the gas station in the peak direction. Please note that although the pass-by percentage is 25%, the reduction in trips associated with that is not more than 9 trips. November 4,

24 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Table 4: Proposed Development Trip Generation PM School Peak PM Commuter AM Peak Hour Daily Land Use Size Hour Peak Hour In Out Total In Out Total In Out Total Total Existing Trip Generation 1 Existing Traffic Counts 90 bus/car spaces Computed Rates Proposed Use Additional Trips 42 bus/car spaces Pass By Reduction (Fueling Station) 2 25% Total New Trips Total Site Trips without Reductions (Including Existing) The existing trip generation is based on existing peak hour counts conducted at the site, conducted on May 27, Based on existing counts at the site entrance, the following pass by trips were estimated: approximately 50% of the eastbound site traffic in the AM peak; and approximately 50% of the westbound site traffic in the PM peak. This translates to an overall hourly trip reduction of 25% As shown in Table 4, the proposed additional spaces will generate approximately 28 new trips during the AM peak hour, approximately 24 new trips during the PM School peak hour, and approximately 24 new trips during the PM Commuter peak hour. In addition to the above new trips generated, the proposed development will also generate approximately 9 pass-by trips during the AM peak hour, approximately 7 pass-by trips in the PM School peak hour, and approximately 8 pass-by trips in the PM Commuter Peak hour. Direction of Approach and Future Conditions (2017) Volumes The direction of approach for the proposed trips was evaluated based on the existing travel pattern and a general engineering judgment. The direction of approach for 2017 conditions is summarized in Table 5. Table 5: Direction of Approach (2017) Road Name and Direction Direction of Approach To and from the west along W Colonial Highway 50% To and from the east along W Colonial Highway 50% Total 100% The inbound and outbound trips calculated for the weekday AM, PM School, and PM Commuter peak hours were routed based on the distribution provided above. The site trips are shown in Figure 9 and pass by trips are shown in Figure 10. It should be noted that the pass-by trips were only assumed in the peak direction during the corresponding peak hours (eastbound for the AM peak and westbound for the PM commuter peak). For the PM school peak hour, a 50%/50% split was used for the pass-by trips for the eastbound/westbound directions. November 4,

25 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates ANALYSIS OF FUTURE CONDITIONS WITH DEVELOPMENT (2017) Future Conditions with Development (2017) Traffic Volumes The proposed site trips and pass by trips were added to the future without development (2017) volumes in order to establish the future with development (2017) volumes, as shown in Figure 11. Figure 9: Site Generated Trips (2017) November 4,

26 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 10: Site Pass-by Trips (2017) Note: As observed from the existing count data on the site, the pass-by trips were only applied to the eastbound traffic in the AM peak hour, both eastbound and westbound traffic in the school PM peak hour, and only the westbound traffic in the Commuter PM peak hour. November 4,

27 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 11: Future with Development (2017) Traffic Volumes November 4,

28 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Future Conditions with Development (2017) Capacity Analysis Capacity analyses were performed at the study intersection contained within the study area during the weekday AM, PM School, and PM Commuter peak hours under the future with development conditions. Intersection capacity analyses were performed using Synchro Version 8.0 based on the Highway Capacity Manual (HCM 2000) data and methodology. A minimum peak hour factor of 0.92 by approach was used for the study intersection. The results of the intersection capacity analyses for the future with development (2017) conditions are summarized in Table 6 and graphically in Figure 12. The description of the different LOS and delay and the detailed analysis worksheets for the future conditions with development (2017) scenario are included in Appendix D and Appendix G, respectively. November 4,

29 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Table 6: Future Conditions with Development (2017) Capacity Analysis Storage AM Peak PM School Peak PM Commuter Peak No. Intersection (Movement) Lengths 95 Delay 95 Delay 95 Delay (ft) LOS Queue v/c LOS Queue v/c LOS Queue (s/veh) (s/veh) (s/veh) (ft) (ft) (ft) v/c 2 W Colonial Highway and Service Center Entrance/Harmony Middle School Entrance Overall Intersection (Unsignalized) Eastbound Approach A 3.1 A 3.1 A 1.6 Eastbound Left 350 A A A Westbound Approach A 0.6 A 0.3 A 0.3 Westbound Left 300 B A A Northbound Approach F 82.3 D 31.8 D 30.4 Northbound Left/Thru/Right 100 F D D Southbound Approach F C 18.5 C 17.8 Southbound Left/Thru/Right 150 F C C W Colonial Highway and Service Center Entrance/Harmony Middle School Entrance (Mitigation: Install a Traffic Signal) Overall Intersection (Signalized) B 12.0 B 13.9 B 12.1 Eastbound Approach A 7.9 A 6.9 A 7.6 Eastbound Left 350 A A A Eastbound Thru A A A Eastbound Right 100 A A A Westbound Approach B 13.2 B 14.4 B 12.7 Westbound Left 300 B A A Westbound Thru B B B Westbound Right 400 B B A Northbound Approach C 23.3 C 21.7 C 21.5 Northbound Left/Thru C C C Northbound Right 100 C C C Southbound Approach C 24.4 C 21.9 C 21.0 Southbound Left/Thru C 26.2 # C C Southbound Right 150 C 23.9 # C C # - 95 th percentile volume exceeds capacity, queue may be longer November 4,

30 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates As previously mentioned, it is desirable to achieve a level of service (LOS) D or better per approach at each intersection. The following observations can be made from Table 6: o o The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: Unsignalized (As is today) The main line (W Colonial Highway) operates at acceptable levels of service during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) continues to operate at an unacceptable level of service in the AM peak hour. The service center entrance (northbound approach) is also anticipated to operate at an unacceptable level of service in the AM peak hour. However, the anticipated queuing is only approximately 3 car lengths, which would be maintained in the throat length on the site entrance. Moreover, the v/c ratio for the site entrance is anticipated to be significantly less than 1.00 (0.63). Signalized (Addition of a signal) With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing or the proposed storage lengths. In addition, there would be no blocking of any of the turn lanes. The level of service for both the unmitigated and the mitigated scenarios for the future conditions with development are shown in Figure 12. November 4,

31 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 12: Future Conditions with Development (2017) Levels of Service November 4,

32 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates PRELIMINARY SIGNAL WARRANT ANALYSIS A preliminary signal warrant analysis was conducted for the intersection of W Colonial Highway and Harmony Middle School Entrance/Service Center Access (East) for the existing conditions (2015). The Manual on Traffic Signal Design (MTSD) was referenced to evaluate the traffic signal warrant based on the ADTs on the different approaches at the intersection. The preliminary analysis revealed that a traffic signal is warranted at the intersection based on the traffic volumes in the existing conditions (2015). The detailed worksheet for the traffic signal warrant evaluation is included in Appendix H. Please note that a full-fledged warrant study will be required to be performed to confirm the need for a signal at this intersection, subject to VDOT approval. November 4,

33 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates BICYCLE & PEDESTRIAN ACCOMMODATIONS Currently, an approximately 8-foot wide sidewalk exists on the north side of W Colonial Highway in the vicinity of the site. Please note that there are no walk zones for either Harmony Middle School or Kenneth Culbert Elementary School. Figure 13 shows the existing sidewalk on an aerial image of the area in the vicinity of the site. Figure 13: Aerial Image of Existing Sidewalk Figure 14 shows an excerpt from the Loudoun County s Bicycle/Pedestrian Map illustrates the Bicycle and Pedestrian Mobility Plan near the proposed site. The highlights of the Loudoun County Pedestrian and Bicycle Plan for the area are: The site is located in a pedestrian improvement area (PIA) The recommended bicycle and pedestrian facilities in the area are on-road bicycle accommodation and a 6 foot wide sidewalk The planned bicycle and pedestrian levels of service for the region is LOS B A 5 foot wide paved shoulder on W Colonial Highway within a 0.75 mile radius of the school As part of the application, the applicant proposes to reserve a shared path on the south side of W Colonial Highway for bicycle and pedestrian accommodation. November 4,

34 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates Figure 14: Excerpt from the Loudoun County: Proposed Bicycle and Pedestrian Network November 4,

35 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates CONCLUSIONS This report presents the findings of a traffic impact analysis for the proposed rezoning on the existing LCPS Valley Service Center development located in Loudoun County, Virginia. The analysis presented in this report supports following major conclusions: Existing (2015) and Future without Development (2017) Conditions: o o o o o The main line (W Colonial Highway) operates at acceptable levels of service under the existing and future without development conditions during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes. A 2% annual inherent growth rate was applied to existing thru volumes on W Colonial Highway to account for regional growth. The western access of the service center operates at unacceptable level of service conditions (LOS E) in the AM peak hour in the existing conditions. However, the anticipated queuing is only approximately 1 car length and is maintained within the throat length of the site entrance. The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service. Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: Unsignalized (As is today) The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) operates at an unacceptable level of service in the AM peak hour, with a volume/capacity (v/c) ratio of more than However, the northbound approach which serves the existing service center operates at acceptable level of service. Signalized (Addition of a signal) The installation of a traffic signal at the intersection mitigates the failing condition of the southbound approach (School entrance). With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing storage lengths and there would be no blocking of any of the turn lanes. Future with Development (2017) Conditions: o o Full build out of the proposed development is anticipated to be complete by It will generate approximately 28 new AM peak hour trips, approximately 24 new PM School peak hour trips, and approximately 24 new PM Commuter peak hour trips. In addition to the above new trips generated, the proposed development will also generate approximately 9 pass-by trips during the AM peak hour, approximately 7 pass-by trips in the PM School peak hour, and approximately 8 pass-by trips in the PM Commuter Peak hour. The site currently has two access points along W Colonial Highway. The eastern access is directly across from the Harmony Middle School/Kenneth W. Culbert Elementary School entrance. To reduce the conflict points along W Colonial Highway, the two access points will be consolidated and the eastern access will be the only November 4,

36 Traffic Impact Study LCPS Valley Service Center Gorove/Slade Associates access to the site. In addition, a separate 100 foot eastbound right turn storage bay with a 200 foot taper will be constructed along W Colonial Highway to serve the site entrance. o o The eastern access of the service center in combination with the access to the Harmony Middle School/Kenneth W. Culbert Elementary School operates at unacceptable level of service Two alternatives were evaluated for the intersection of the W Colonial Highway and School/Eastern Service Center Entrance: Unsignalized (As is today) The main line (W Colonial Highway) operates at acceptable levels of service during the AM, PM School, and PM Commuter peak hours. The queues on the main line are accommodated in the existing turn lanes The Harmony Middle School/Kenneth W. Culbert Elementary School entrance (southbound approach) continues to operate at an unacceptable level of service in the AM peak hour. The service center entrance (northbound approach) is also anticipated to operate at an unacceptable level of service in the AM peak hour. However, the anticipated queuing is only approximately 3 car lengths, which would be maintained in the throat length on the site entrance. Moreover, the v/c ratio for the site entrance is anticipated to be significantly less than 1.00 (0.63). Signalized (Addition of a signal) With the traffic signal in place, all the approaches at the intersection operate at an acceptable level of service. Moreover, none of the queues would exceed the existing or the proposed storage lengths. In addition, there would be no blocking of any of the turn lanes. o Please note that the proposed development will have a negligible impact on the surrounding roadway network. The net increase in trips with the proposed development will result in an increase of only 1.9% of traffic along W Colonial Highway. November 4,

37 Traffic Impact Analysis - LCPS Valley Service Center Gorove/Slade Associates TECHNICAL APPENDIX

38 Traffic Impact Analysis - LCPS Valley Service Center Gorove/Slade Associates TECHNICAL APPENDIX TABLE OF CONTENTS APPENDIX A Scoping Document APPENDIX B Turning Movement Count Sheets APPENDIX C Crash Data APPENDIX D Level of Service Definitions APPENDIX E Intersection Capacity Analysis Results Existing Conditions (2015) APPENDIX F Intersection Capacity Analysis Results Future Conditions (2017) without Development APPENDIX G Intersection Capacity Analysis Results Future Conditions (2017) with Development APPENDIX H Preliminary Signal Warrant Analysis Worksheet

39 Traffic Impact Analysis - LCPS Valley Service Center Gorove/Slade Associates APPENDIX A Scoping Document

40 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 1 of 10 Pre-Application Number: PRAP Meeting Date: 10/6/2015 Application Name: LCPS Valley Service Center (ZMAP) Attendees: Bob Brown, Rory Toth (Loudoun Co.) Tushar Awar, Erin Steel (Gorove/Slade) Sara Howard-O brien (LCPS) Project Description: A description of the existing and proposed uses, as well as the size of the proposed development (i.e., square footage, acreage, etc.), shall be included in the traffic study. Additionally, the type of application (i.e., ZMAP, SPEX, ZCPA, etc.), relevant previous site approvals, relevant previously approved proffers, and proposed project phasing shall be discussed. The proposed development program analyzed in the traffic study shall match the land development application being proposed at time of submittal, or as agreed to at the traffic scoping meeting. Additional Guidance: All study graphics should show the locations of the proposed site driveways and an outline of the project site location. The study should include a description of all roadways in the study area including speed limits, VDOT route numbers, number of lanes, CTP classification, CTP ultimate conditions, bike/ped facilities, and transit stops. Include a graphic depicting the existing lane configurations and traffic control devices for all roadways/intersections in the study area. Comments: The proposed site is located south of W. Colonial Highway (Rt 7 Business) and east of Francis Farm Place, in Loudoun County, VA. The property is currently split-zoned Rural Commercial (R-C 6.52 acres) and Joint Land Management Area (JLMA acres), comprising three parcels. The current uses on the site consist of: LCPS bus maintenance and bus parking (for 45 buses and 45 car spaces) LCPS and County Fleet fueling County recycling center County impoundment lot LCPS and County Equipment Storage The uses listed above are by-right uses on the RC portion of the site. A rezoning is being pursued for the JLMA-3 portion to RC and would allow additional bus/car parking and/or additional storage buildings on the site. The same uses listed above will continue with an estimated 64 buses and 58 car spaces. (1) Study Area and Traffic Count Locations: Roadways internal or adjacent to the development site shall be included in the traffic study. The study area should be defined at the scoping meeting and as a guideline traffic count locations should include intersections adjacent to the project s frontage and other external roads to the extent that the project's generated traffic is anticipated to exceed 10 percent of the road's current/existing traffic volumes (at the time of application). Comments: Turning movement traffic counts will be conducted at the following intersections: 1. W Colonial Highway and Western Service Center Entrance 2. W Colonial Highway and Eastern Service Center Entrance/Harmony MS Entrance.

41 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 2 of 10 (2) Data Collection: The AM/PM peak period traffic counts shall not be more than twelve (12) months old at the time of the application submission. Twenty-four hour weekday traffic counts or estimates (based on the application of historical VDOT k factors to peak hour traffic volumes) are also required for roadway segments. Additional Guidance: Traffic counts should be collected from 6:30 to 9:30 AM and 4:00 to 7:00 PM, unless otherwise agreed upon, on Tuesdays, Wednesdays, or Thursdays during the school year (early September through early June), excluding federal holidays and the remainder of the week surrounding the holiday. Traffic counts on Saturdays and Sundays should generally be collected between 11:00 AM and 1:00 PM, unless otherwise discussed and agreed upon due to the specifics of a land development proposal. Pedestrian, bicycle, and truck counts should be collected at the same time as vehicular counts. Pedestrians and bicycles should be included in the analysis but not be treated as vehicles. Existing traffic count worksheets should be including the appendix. Comments: Turning movement traffic counts will be conducted from 6:30 to 9:30 AM and 2:00 to 7:00 PM during a typical weekday. (3) Trip Generation: As a general guide to vehicle trip generation, rates or equations published in the latest editions of the Institute of Transportation Engineer's (I.T.E.) Trip Generation Manual and Trip Generation Handbook shall be used. If the applicant chooses to use an alternate trip generation methodology or if the County requests that the applicant conduct a local trip generation count at a similar facility, it shall be documented and agreed to prior to usage in the traffic analysis. Primary trip reductions associated with pass-by trips and methodologies for trip reductions associated with pass-by trips shall be discussed and agreed upon at the scoping meeting. Refer to VDOT traffic study regulations and the ITE Trip Generation Handbook for appropriate trip generation and pass-by reduction methodologies. The traffic study shall include a comparison of trip generation for existing and approved uses with trips generated by the proposed development program. Additional Guidance: The study should clearly state whether rates, equations, observed counts, local rates, or other sources were used to determine trip generation. Comments: Observed trip generation rates will be used based on actual traffic counts on the site. Table 1 shows the existing use and proposed use trip generation. (4) Traffic Volume Projections: The traffic study shall provide existing and projected traffic volumes, with and without the subject project, for Average Daily Traffic, as well as AM and PM peak hours and weekend peak periods, if necessary, for the agreed upon phasing program and build out years. Projections shall also be made for date of completion plus six (6) years or to an agreed upon forecast year, for planning purposes only. The peak hour of the project/individual land use(s) (as given in the ITE Trip Generation Manual) should be added to the corresponding AM/PM existing peak hour of the adjacent roadway traffic volumes to show the worst case scenario. The existing peak hour of traffic on the roads adjacent to the subject project site shall be identified. These traffic volumes shall be provided at roadway intersections and commercial or private accessways/entrances within the study area.

42 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 3 of 10 Comments: Will provide existing (2015), future conditions without development (2017), and future conditions with development (2017) for the AM peak hour, PM School Peak Hour, and PM Commuter peak hour. (5) LOS Analyses: Level of Service (LOS) calculations for existing and projected conditions, with and without the subject project, for highway segments, intersection legs, and entrances shall be provided. Calculations shall be in accordance with the latest edition of the Highway Capacity Manual (HCM) and/or the Highway Capacity Software (HCS), Synchro, SIDRA, VISSIM, CORSIM, or as may be agreed at the scoping meeting. Traffic volumes and level of service information shall be provided for each phase of development, to include conditions at date of project completion. Traffic counts and LOS worksheets and projected traffic volume LOS analyses, using agreed upon analysis techniques, including existing AM/PM peak hour signal timing, shall be included as a part of the traffic study. Electronic files associated with the LOS worksheets shall be provided to the County with traffic study submission. Additional Guidance: Default software inputs should be used unless otherwise discussed and agreed upon. A minimum peak hour factor (PHF) of 0.85 should be used for existing conditions (unless it is the average of three counts). For future conditions, the minimum PHF may be adjusted up to No other adjustments should be made to PHFs in the analysis unless discussed and agreed upon. Document the reason if a software package other than Synchro was used. Also include a PDF of the traffic study on the disc containing capacity analysis printouts. Comments: Will provide existing (2015), future conditions without development (2017), and future conditions with development (2017) (6) Minimum Roadway/Intersection LOS Standards: Recommendations for phased improvements to the road network links in order to maintain an acceptable level of service (minimum LOS "D") shall be provided. For each phase up to and including build-out, a minimum approach and overall LOS "D" at intersections shall apply. Levels of service at study intersections shall be presented by lane group in traffic study tables and graphics. Comments: The FSM LOS D policy at intersections will be followed and will be stated in the study. The level of service will be reported by lane group in the tables and figures of the report. (7) Background Traffic and Roadway Assumptions: Assumptions which determine projected background traffic, including through traffic growth rate to be applied on roadway links, shall be confirmed at the scoping meeting. The sources for determining future traffic projections will include one or more of the following: Loudoun County Demographic Estimates & Forecasts or similar documents from Loudoun County. The Loudoun County transportation model which incorporates COG's Cooperative Forecasts for Loudoun County. Historical daily traffic counts published annually by VDOT or compiled through other approved traffic studies and sources. Approved developments in the vicinity of the proposed development.

43 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 4 of 10 Specific other approved development names and respective development square footage or residential units used in the study shall be provided. Assumptions for the anticipated roadway network at each phase of development shall be discussed and agreed upon at the scoping meeting. Additional Guidance: Include a graphic showing the locations of background developments. Include graphics that show the distribution of trips for each background development or the rerouting of trips based on roadway network/land use changes. Generally, growth rates above 2% should not be used unless otherwise discussed and agreed upon. Growth rates should be compounded annually and applied to all movements, not just through volumes, unless otherwise discussed and agreed upon. Provide clear justification for inclusion of background roadway improvements (i.e., County CIP, VDOT SYIP, proffered improvement). Comments: An annual growth rate of 2% per year will be applied to W. Colonial Highway. Traffic/Trip Distribution: Directional trip distribution information shall be provided for project entrances and collector and arterial intersections within the study area for the phases and categories (e.g., residential, office, retail, industrial and institutional) of development. Additional Guidance: Percentage distribution graphics should be included in the study and depict percentages of site traffic turning at each intersection and site driveway. Separate graphics should be provided for primary and pass-by trips distributed throughout the study area. Some mixed-use land development proposals may require multiple distributions for each land use and peak hour period. Generally, each study should take a fresh look at the distribution of trips based on population, employment, and retail centers, as well as the existing and future transportation network. Existing traffic patterns and assumptions from previously analyzed nearby developments should help aid in the development of a distribution but should not be the only factors considered. Comments: The trip distribution is shown in Figure 3. (8) Safety Locations: Road safety hazards as identified at the scoping meeting, within the study area, shall be analyzed for all roadway links and intersections in the traffic study. Analyses requested by the County in the traffic study could include discussion of sight distances, three-year summary of accident data at potential problem intersections, vertical and horizontal roadway alignments, signal warrants, turn lane warrants, speed studies, and/or queuing studies. Additional Guidance: Accident data should be obtained from the Loudoun County Sheriff s Office for the most recent three year period. Queuing analyses should include a side-by-side comparison of 50% and 95% queue and storage lengths in table format (ideally in a single table for all study scenarios). Traffic signal and turn-lane warrant worksheets should be included in the appendix of the study. Include discussion of traffic calming, design of internal streets, and cut-through traffic for residential rezonings and applications for other development proposals in established neighborhoods. Include discussion of a transportation operations and parking plan (TOPP) for proposals that generate a significant amount of traffic on an irregular basis (e.g., baseball stadium).

44 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 5 of 10 Comments: Will provide 3 years of historical accident data at existing study intersections. (9) Trip Reduction Factors: If trip reduction factors are used in the study, such as TDM, internal capture, and mode share reductions, measures necessary at each phase of development to implement the reduction must be specified, with supporting documentation (e.g., COG model, WMATA, VDOT, USDOT, ULI, etc.). Refer to the VDOT traffic study regulations and the ITE Trip Generation Handbook for guidance regarding use of trip reductions. Additional Guidance: Internal capture diagrams and other sources of information for trip reductions assumed should be included in the appendix of the study. Comments: A pass by trip reduction of 25% will be used for the proposed trip generation. The pass by trips will be applied to eastbound Colonial Highway in the AM peak, split among the eastbound and westbound Colonial Highway in the PM School peak, and applied to westbound Colonial Highway in the PM Commuter peak. (10) Bicycle and Pedestrian Facilities: When bicycle and pedestrian accommodations are used to reduce anticipated traffic volume, a description of the physical and functional characteristics of the existing and proposed bicycle and pedestrian facilities shall be provided. If such separate bicycle accommodations (e.g., striped lanes or multi-purpose trails) are anticipated, they shall also be identified. A description of the functional characteristics shall be provided to identify the transportation options that these accommodations provide (e.g., pedestrian access to retail center, safe bicycle route to elementary school, inter-parcel connections to adjacent neighborhoods, access to W&OD trail, etc.) Comments: Will provide description of existing and future bicycle and pedestrian facilities. (11) Connectivity: VDOT connectivity requirements, including access management, inter-parcel connections, and internal circulation shall be considered, as necessary, in the traffic study. Comments: N/A (12) Additional Discussion / Concerns / Assumptions / Considerations: Comments: Existing western access point will be eliminated.

45

46 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 7 of 10 Figure 1: Location Map SITE

47 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 8 of 10 Figure 2: Tax Map SITE

48 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 9 of 10 Table 1: Trip Generation (Existing Use and Proposed Use) Proposed Use is subject to change based on final concept plan PM School Peak PM Commuter Peak Land Use ITE Code Size AM Peak Hour Daily Hour Hour In Out Total In Out Total In Out Total Total Existing Trip Generation 1 Existing Traffic Counts N/A 90 bus/car spaces Computed Rate: Proposed Use Additional Trips N/A 32 bus/car spaces Pass By Reduction (Fueling Station) 2 25% Total New Trips Total Site Trips without Reductions (Including Existing) The existing trip generation is based on existing peak hour counts conducted at the site, conducted on May 27, Based on existing counts at the site entrance, the following pass by trips were estimated: approximately 50% of the eastbound site traffic in the AM peak; and approximately 50% of the westbound site traffic in the PM peak. This translates to an overall hourly trip reduction of 25% Table 2: Inherent Growth Based on VDOT Historical AADT Data ADT Growth Roadway Segment From To Average Colonial Hwy ECL Purcellville WCL Hamilton 9,000 9,700 9,600 9,500 10, % 1.0% 1.0% 5.3% 2.7%

49 F.S.M. Traffic Study Scoping Agreement (07/2013) Loudoun County Department of Transportation and Capital Infrastructure (DTCI) Page 10 of 10 Figure 3: Study Intersections and Direction of Approach % 50% Legend # X% Study Intersection Site Trip Distribution