13th High School GOROVE / SLADE. Traffic Impact Study. Prince William County, Virginia. April 17, Transportation Planners and Engineers

Transcription

1 Traffic Impact Study 13th High School Prince William County, Virginia + o t KEVIN D. SITZMAN' * ^ Lie. No /17/2017 Xv April 17, 2017 Prepared for: Prince William County Public Schools Bristow Road Manassas, VA GOROVE / SLADE Transportation Planners and Engineers

2 Prepared by: GOROVE / SLADE Transportation Planners and Engineers 1140 Connecticut Avenue 3914 Centreville Road Washington Street Suite 600 Suite 330 Suite 316 Washington, DC Chantilly, VA Haymarket, VA Tel: Tel: Tel: Fax: Fax: 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, Inc., shall be without liability to, Inc.

3 Traffic Impact Study - 13th High School DRAFT TABLE OF CONTENTS List of Figures List of Tables Appendix Table of Contents ii ii iii Introduction and Summary 4 Purpose of Report and Study Objectives 4 Executive Summary 5 Site Location and Study Area 5 Description of the Proposed Development 5 Principal Findings, Conclusions and Recommendations 5 Background Information 9 Description of Geometric Scope and Limits of Study Area 9 Existing Roadway Network 9 Analysis of Existing Conditions (2017) 11 Existing Traffic Volumes 11 Existing Conditions Capacity Analysis 13 Analysis of Future Conditions without Development (2021) 17 Background Developments and Inherent Growth 17 Future Conditions without Development Capacity Analysis (2021) 27 Trip Generation and Site Traffic (2021) 31 Site Description and Site Access 31 Site Generated Volumes 31 Direction of Approach and Future Conditions (2021) Volumes 31 Analysis of Future Conditions with Development (2021) 32 Future Conditions with Development (2021) Traffic Volumes 32 Future Conditions with Development (2021) Capacity Analysis 36 Bicycle & Pedestrian Accommodations 43 Post-Development Traffic Scenario (2027) 44 Post-Development Traffic Forecast (2027) 44 Post Development Traffic Scenario (2027) Capacity Analysis 49 Roadway Cross-Section Evaluation 53 Preliminary Signal Warrant 54 Conclusions 56 April 17, 2017 i

4 Traffic Impact Study - 13th High School Of ftft LIST OF FIGURES Figure 1: Area Map and Site Location 7 Figure 2: Concept Plan 8 FigureS: Existing Lane Configuration and Traffic Control Devices (2017) 10 Figure 4: Existing Traffic Volumes (2017) 12 FigureS: Existing Conditions (2017) Levels of Service 16 FigureS: Future (2021) Growth 19 Figure 7: Life Time Fitness Background Development Direction of Approach 20 Figure 8: Future (2021) Life Time Fitness Background Development Dedicated Trips 21 Figure 9: Future (2021) Life Time Fitness Background Development Pass-By Trips 22 Figure 10: PWCS Western Bus Transportation Facility Background Development Direction of Approach for Cars 23 Figure 11: PWCS Western Bus Transportation Facility Background Development Direction of Approach for Buses 24 Figure 12: Future (2021) PWCS Western Bus Transportation Facility Background Development Trips 25 Figure 13: Future Conditions (2021) without Development Traffic Volumes 26 Figure 14: Future Conditions Without Development (2021) Levels of Service 30 Figure 15: Site Generated Traffic Direction of Approach 33 Figure 16: Site Generated Trips (2021) 34 Figure 17: Future with Development (2021) Traffic Volumes 35 Figure 18: Future Conditions with Development (2021) Levels of Service 41 Figure 19: Future Conditions with Development (2021) Lane Configuration 42 Figure 20: Future Traffic Growth (2027) 45 Figure 21: Future Volumes (2027) as Base for Rerouting 46 Figure 22: Future Rerouted Traffic (2027) 47 Figure 23: Post Development (2027) Traffic Volumes 48 Figure 24: Post-Development Traffic Scenario (2027) Levels of Service 52 Figure 25: Four-Hour Warrant Analysis for Limestone Drive and Wentworth Green Drive 55 LIST OF TABLES Table 1: Existing Conditions (2017) Intersection Capacity Analysis 14 Table 2: Background Development Trip Generation 17 Table 3: Future Conditions without Development (2021) Intersection Capacity Analysis 28 Table 4: Trip Generation - Proposed Use 31 TableS: Direction of Approach (2021) 31 Table 6: Future with Development (2021) Capacity Analysis 37 Table 7: Post-Development Traffic Scenario (2027) Capacity Analysis 50 April 17, 2017 ii

5 Traffic Impact Study - 13th High School DRAFT Table 8: Future Volumes for Preliminary Signal Warrant at Wentworth Green Drive and Limestone Drive 54 APPENDIX TABLE OF CONTENTS Appendix A: Scoping Document Appendix B: Existing (2017) Traffic Volumes & Count Sheets Appendix C: Level of Service Definitions Appendix D: Intersection Capacity Analysis and Queuing Analysis - Existing Conditions (2017) Appendix E: Intersection Capacity Analysis and Queuing Analysis - Future Conditions Without Development (2021) Appendix F: Intersection Capacity Analysis and Queuing Analysis - Future Conditions with Development (2021) Appendix G: Intersection Capacity Analysis and Queuing Analysis - Post-Development Traffic Scenario (2027) April 17, Z017

6 INTRODUCTION AND SUMMARY Purpose of Report and Study Objectives The following report presents the findings of a traffic impact analysis for a proposed high school (13th High School) in Prince William County, Virginia. The proposed school will be located east of Limestone Drive and south of the existing Progress Court cul-de-sac. Prince William County Public Schools is proposing a Public Facility Review (PFR) on the property in order to construct a 2,557-student high school. The school is anticipated to open in Fall Figure 1 shows the study location. The following tasks were completed as part of this study: A scoping meeting was held on March 8, 2017 with representatives from the Virginia Department of Transportation and Prince William County Transportation, which included discussions about the parameters of the study and relevant background information. A copy of the scoping letter 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. To determine the weekday peak hour turning movement traffic volumes, traffic counts were conducted on the following dates and times for the intersection listed (the data is included in Appendix B): o Wellington Road and Limestone Drive: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, March 21, 2017 from 6:00 AM to 9:00 AM and from 1:00 PM to 7:00 PM o Limestone Drive and Wentworth Green Drive: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, March 21, 2017 from 1:00 PM to 4:00 PM o Limestone Drive and Linton Hall Road: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, March 21, 2017 from 1:00 PM to 4:00 PM o Wellington Road and University Boulevard: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, December 6, 2016 from 1:00 PM to 4:00 PM Future traffic conditions were estimated based on approved developments in the area and the proposed development plan. Traffic volumes for the proposed development were generated using the methodology outlined in the Institute of Transportation Engineers' (ITE) Trip Generation, 9th Edition publication. Intersection capacity analyses were performed for existing conditions (2017), future conditions (2021) without development, future conditions (2021) with development, and post-development (2027) during weekday AM, PM School, and PM Commuter peak hours. Sources of data for this study include Institute of Transportation Engineers (ITE), Prince William County Public Schools, the Virginia Department of Transportation (VDOT), and the office files and field reconnaissance efforts by Gorove/Slade Associates, Inc. April 17,

7 EXECUTIVE SUMMARY Site Location and Study Area The proposed high school will be located east of Limestone Drive and south of the Progress Court cul-de-sac in Prince William County, Virginia. The site is a portion of the parcels identified on Prince William County tax maps as GPIN , , and Approximately 84.9 acres will be used for the high school. Figure 1 shows the site location. Description of the Proposed Development Prince William County Public Schools is proposing a PFR on the property in order to construct a high school with a capacity of 2,557 students. The school is anticipated to open in Fall of Access to the site will be provided by two full access entrances along the University Boulevard extension. This extension will intersect with the terminus of the Wentworth Green Drive extension, as shown in Figure 1. Principal Findings, Conclusions and Recommendations The traffic impact analysis supports the following findings, conclusions and recommendations: Existing (2017) Conditions: o o Volumes from the 2017 counts at Wellington Road and Limestone Drive were compared to previous counts, and the net increase in volume was added to the network to account for the opening of Cabela's. The intersections of Wellington Road with Limestone Drive, Limestone Drive with Linton Hall Road, and Wellington Road with University Boulevard all have at least one movement that operates below acceptable levels of service in at least one peak hour. Future Conditions without Development (2021): o o o An inherent annual growth rate of 2% was applied for five years to the through movements on Linton Hall Road and on Wellington Road. Background development trips from Life Time Fitness were added to the network. The intersections of Wellington Road with Limestone Drive, Limestone Drive with Wentworth Green Drive, Limestone Drive with Linton Hall Road, and Wellington Road with University Boulevard have movements that operate below acceptable levels of service. Future Conditions with Development (2021): o o The proposed high school with a 2,557-student capacity will generate approximately 1,100 AM school peak hour trips, approximately 742 PM school peak hour trips, 333 PM commuter peak hour trips and 3,699 weekday total trips. The proposed school is anticipated to open in Fall The school will be accessed via two full access entrances along the University Boulevard extension, south of the Wentworth Green Drive extension. The southernmost access point will be the main student entrance. April 17, 2017

8 o Mitigations include signalizing the intersection of Limestone Drive with Wentworth Green Drive, and adding green time for the southbound approach of Limestone Drive at Linton Hall Road. With these mitigations, the study intersections would operate similarly to future conditions without development. Post-Development (2027): o Growth was applied to the existing through volumes on Wellington Road and on Linton Hall Road at a 2% annual growth rate for 11 years. The background development volumes were added, and the proposed site trips were added. All mitigations in the future (2021) with development scenario were assumed. o A portion of the vehicles traveling on Linton Hall Road and University Boulevard were reassigned to University Boulevard extended, as were all school trips from the south on Linton Hall Road. o Intersection capacity analysis shows that the intersections of Wellington Road with Limestone Drive, Limestone Drive with Linton Hall Road, and Wellington Road with University Boulevard all have movements that operate with unacceptable levels of service in the commuter PM peak hour. o A two-lane section on University Boulevard would accommodate the anticipated volume of traffic with significant reserve capacity. Preliminary Signal Warrant Analysis: o The preliminary signal warrant analysis for the intersection of Limestone Drive with Wentworth Green Drive shows that the four-hour signal warrant is not met. However, a full signal warrant analysis is necessary to determine if any signal warrant criteria are met. April 17,2017

9 Figure 1: Area Map and Site Location April 17, 2017

10 Figure 2: Concept Plan provided by Ross, France & Ratliff nieuminaiv LAYOUT 13TH HIGH SCHOOL tniha WIUUM COUNTY KHOOL o«o> ROSS- FRANCE WW»*H«NC' 1 iwd J April 17,2017

11 BACKGROUND INFORMATION Description of Geometric Scope and Limits of Study Area The following intersections were identified for inclusion in this study (Please see signed scope in Appendix A): 1. Limestone Drive and Wellington Road 2. Limestone Drive and Wentworth Green Drive 3. Limestone Drive and Linton Hall Road 4. Wellington Road and University Boulevard/Progress Court 5. University Boulevard Extension and Wentworth Green Drive Extension (future intersection) Existing Roadway Network A description of the major roadways within the immediate vicinity of the site is presented below: Linton Hall Road (Route 619) is a four-lane divided minor arterial. The current posted speed limit is 45 mph in the vicinity of the site. Left and right turn lanes are present at the intersection of Linton Hall Road and Limestone Drive. VDOT historical data shows that the roadway carried approximately 28,000 vehicles per day in Wellington Road (Route 674) is a four-lane divided roadway that runs east-west in the vicinity of its intersection with University Boulevard. Turn lanes are present at every intersection, and dual left turn lanes are present at University Boulevard on eastbound Wellington Road and southbound University Boulevard. VDOT historical data shows that the roadway carried approximately 14,000 vehicles per day in 2015 east of Limestone Drive. No data is available for Wellington Road west of Limestone Drive. University Boulevard is a four-lane divided roadway that is named Progress Court south of Wellington Road. The segment north of the project site serves as a connection to Route 29 to the north. Another segment of University Boulevard exists to the east of the project site, and terminates at Devlin Road. The two segments are planned to be connected via an extension. The roadway is planned to eventually be four-lane divided, but some existing segments of the roadway are still two-lane half sections. VDOT historical data shows that, in 2015, the segment south of Wellington Road carried approximately 2,400 vehicles per day. No VDOT historical data is available for the segment north of Wellington Road in Limestone Drive is a four-lane undivided roadway that connects Wellington Road to Linton Hall Road. The posted speed limit is 35 mph in both directions. Left and right turn lanes exist at its intersection with Wentworth Green Drive. VDOT historical data shows that the roadway carried 3,500 vehicles per day in The existing lane configuration and traffic controls for the study intersections are shown on Figure 3. Note that there is an existing southbound left turn lane and northbound right turn lane on Limestone Drive at Wentworth Green Drive, constructed in anticipation for the Wentworth Green Drive extension. April 17, 2017

12 Figure 3: Existing Lane Configuration and Traffic Control Devices (2017) Wentwortti Green Dr AA r Llnton Hall Rd «-.> Ljnton Hall Rd Legend H Existing Signalized Intersection 35 Existing Stop Control > Represents One Travel Lane Wellington Road Wellington Road Future Intersection April 17,

13 ANALYSIS OF EXISTING CONDITIONS (2017) Existing Traffic Volumes In order to determine the weekday peak hour turning movement traffic volumes, traffic counts were conducted on the following dates for the listed intersections: o Wellington Road and Limestone Drive: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, March 21, 2017 from 6:00 AM to 9:00 AM and from 1:00 PM to 7:00 PM o Limestone Drive and Wentworth Green Drive: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, March 21, 2017 from 1:00 PM to 4:00 PM o Limestone Drive and Linton Hall Road: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, March 21, 2017 from 1:00 PM to 4:00 PM o Wellington Road and University Boulevard: Tuesday, February 2, 2016 from 6:00 AM to 9:00 AM and from 4:00 PM to 7:00 PM Tuesday, December 6, 2016 from 1:00 PM to 4:00 PM The Cabela's located at 5291 Wellington Branch Drive opened on March 9, This development is located just north of the intersection of Wellington Road and Limestone Drive. To account for the new trips generated by this development, the March 21, 2017 counts and February 2, 2016 counts at Wellington Road and Limestone Drive were compared. The net increase in link volumes between the two counts were carried through the network. Volumes carried through to the intersection of Linton Hall Road and Limestone Drive were split according to the existing traffic patterns. The bell schedule for public high school in Prince William County is generally at 7:30 AM and 2:10 PM. The hour before the first bell is the peak hour of the school, and the hour starting 30 minutes before the last bell is the peak PM hour of the school. The PM commuter peak hour is calculated from the system-wide peak hour in the range of 4:00 PM to 7:00 PM. Therefore, the following peak hours were analyzed: AM School Peak Hour: PM School Peak Hour: PM Commuter Peak Hour: 6:30 AM to 7:30 AM 1:45 PM to 2:45 PM 4:45 PM to 5:45 PM Note: The AM school peak hour coincides with the AM commuter peak period. The PM school peak hour does not coincide with the PM commuter peak period. Therefore, both PM peak hours are analyzed. The existing weekday AM, PM School and PM Commuter peak hour traffic volumes for the intersections contained within the study area are shown in Figure 4. The average daily traffic data for the roadways are also shown in Figure 4. A k-factor of 0.10 was used to estimate daily traffic with the commuter PM peak hour volumes. The existing turning movement count data are included in Appendix B. April 17,

14 Figure 4: Existing Traffic Volumes (2017) 5450 a > 70/108/ /396/695 s- 146/136/358,«- A.^Wellington Rd Wentworth Green Or Wellington Rd.* I * Hro1 38/119/90-3! 212/329/335-46/74/138-17/21/20-5/6/ Union Hall Rd 55/48/92-" 440/639/846 1/9/8--, - 225/93/246 < 599/546/775 ^-0/3/7 Union Hall Rd Legend AM/PM School/PM xx/xx/xx Commuter Peak Hour Traffic Volumes f#) xxxx I ADT Study Intersection Wellington Road 216/161/294 ^ 214/343/437 > 21/18/8 -, T 212/106/250 _ 4 218/312/517 K ^-14/23/13 S. Wellington Road *i t f 360 Future Intersection 1330 April 17,

15 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 9 based on the Highway Capacity Manual (HCM 2000) data and methodology. The existing peak hour factors were used, with a minimum peak hour factor of The results of the intersection capacity analyses for the existing conditions are summarized in Table 1 on the following page. The description of the different levels of service and delay and the detailed analysis worksheets for the existing conditions are included in Appendix C and Appendix D respectively. Based on Prince William 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. Table 1 shows the intersection levels of service and queuing analysis for each study intersection. The existing levels of service are also shown graphically in Figure 5. Intersection capacity analysis shows that the intersections of Wellington Road with Limestone Drive, Limestone Drive with Linton Hall Road, and Wellington Road with University Boulevard all have movements that operate with unacceptable levels of service. Queueing analysis shows that the following lanes exceed capacity in the commuter PM peak hour: Westbound left from Wellington Road onto Limestone Drive, and; Southbound shared left/through from Limestone Drive onto Linton Hall Road. No other queues exceed storage capacity. April 17,

16 Table 1: Existing Conditions (2017) Intersection Capacity Analysis No. Intersection (Movement) AM Peak Bay/Link Length. -._, 50th 95th LOS Delay _. Queue Queue School PM Peak._«, _. 50th 95th LOS Delay _ Queue Queue Commuter PM Peak._.. 50th 95th LOS Delay Queue Queue 1Wellington Rd and Limestone Or Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru/Right Southbound Approach Southbound Left Southbound Thru/Right 2 Limestone Dr and Wentworth Green Dr Overall Intersection (Unsignalized) Eastbound Approach Eastbound Left/Right Northbound Approach Northbound Left Northbound Thru Southbound Approach Southbound Thru Southbound Right 3 Limestone Dr and Linton Hall Rd Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left/Thru/Right Southbound Approach Southbound Left/Thru Southbound Right C 27.7 C 28.0 D C C C 25.2 C B B C 32.0 C C C 24.4 C C N/A A 9.5 A A B 14.5 A 7.7 A A A B 16.9 NV B B C 32.0 C C 27.2 C C C 26.5 C 26.1 C C C C 26.0 C C C C 28.3 C C C 27.5 C C N/A A 9.9 A A B 19.0 B 17.0 B B B B 18.9 B B B D 36.8 D C 26.5 C C D 39.3 D 39.1 D D D D 39.4 E #603 C C D 38.8 C D D 40.1 C D N/A B 13.4 B A C 34.7 C 26.0 B C B C 33.3 C D C D 53.0 D D 50.0 E #607 C April 17,

17 No. Intersection (Movement) Bay/Link Length AM Peak SOth 95th LOS Delay Queue Queue School PM Peak,_c _. SOth 95th LOS Delay _ Queue Queue Commuter PM Peak SOth 95th LOS Delay Queue Queue 4 5 Wellington Rd and University Blvd/Progress Ct Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right University Blvd and Wentworth Green Dr Future Intersection C 24.5 C 23.2 C B B C 24.8 E C C D 40.4 E C C C 23.9 C C B C 22.2 C 20.7 C B B C 22.8 D C C D 38.8 E C C C 20.9 C C B C 33.5 C 31.1 D C B C 33.7 E C C D 44.2 E D D C 34.4 D C C April 17,

18 Figure 5: Existing Conditions (2017) Levels of Service C/C/D Wentworth Green Or A/A/8 Linton Hall Rd A/B/B VB/C A/B/B B/B/C B/B/D A/B/C Linton Hall Rd Legend iffil Existing Signalized Intersection Existing Stop Control c/c/c c/c/c C/C/C ^ X/Y/Z Represents One Travel Lane AM/PM Sctiool/PM Commuter Lew I of Service (by lane group) I AM/PM Scnool/PM Commuter Level of x^/ I Service (overall Intersection) Wellington Road C/C/D B/B/C B/B/B Wellington Road itr Future Intersection April 17,

19 ANALYSIS OF FUTURE CONDITIONS WITHOUT DEVELOPMENT (2021) Background Developments and Inherent Growth Two approved background developments, the Life Time Fitness Center with Specialty Retail and Restaurant at Virginia Gateway, and the Western Bus Transportation Facility, were identified at the scoping meeting. The trip generation for these developments are shown in Table 2 below. An inherent 2% annual growth rate was applied to the through movements on Linton Hall Road and Wellington Road for 5 years, since most of the traffic counts were performed in The added growth volumes are shown in Figure 6. Table 2: Background Development Trip Generation Land Use ITE Code Size AM Peak Hour In Out Total Proposed Fitness Center Health/Fitness Club ksf % Internal Trips Reduction (Retail) Total External Fitness Center Trips Proposed Retail Specialty Retail ksf Restaurant ksf Subtotal (Retail without reductions) % Internal Trips Reduction (Retail) Subtotal (Retail with internal reduction) Pass by Trips Reduction - 15% (Retail Only) Total Proposed New External Retail Trips Proposed PWCS Western Bus Facility Bus Transportation Facility N/A 226 Car Parking Spaces Bus Transportation Facility N/A 174 Bus Parking Spaces Weekday PM School PM Commuter In Out Total In Out Total Daily Total 3, , , , Total New External Development Trips ,010 The PM school trips for the Life Time Fitness development were based on the PM commuter trips. The fitness center trips in the PM school period are approximately 50% of the PM commuter trips, based on parking data from three Life Time Fitness centers in the northern Virginia region. The retail trips in the PM school period were based on ITE hourly variation data, from the Trip Generation Manual, 9th Edition. It was found that trips during the PM school peak hour for retail uses are approximately 90% of the PM commuter trips. The background development trips for the Life Time Fitness center were distributed according to the directions of approach shown in Figure 7. The Life Time Fitness site location is also shown in Figure 7. The Life Time Fitness site is planned to be accessible from a full movement driveway on the future Wentworth Green Drive extension, and a right-in/right-out as the fourth leg of the intersection of Limestone Drive and Rockingham Lane. Rockingham Lane is located north of Wentworth Green Drive, and south of Wellington Road. The background site trips, after internal reductions, are shown in Figure 8. Additionally, the 15% pass-by volumes as part of the Life Time Fitness development are shown in Figure 9. The trips for the PWCS Western Bus Transportation Facility were taken from the Traffic Impact Analysis prepared by VETTRA and dated May 23, 2016, and are split into buses and cars, as shown in Table 2. The distribution for cars is shown in Figure 10, and the distribution for buses is shown in Figure 11. The total trips generated by the PWCS Western Bus April 17,

20 Transportation Facility are shown in Figure 12. Note that much of the traffic generated by the PWCS transportation facility will be buses. For this reason, the heavy vehicle percentages at the intersection of University Boulevard extended with Wentworth Green Drive extended and University Boulevard with Wellington Road were adjusted to reflect these added buses in this scenario and all future scenarios. The inherent growth volumes, background development dedicated trips, and background development pass-by trips were added to the existing traffic volumes in order to establish the future without development (2021) traffic volumes, shown in Figure 13. April 17,

21 Figure 6: Future (2021) Growth Wellington Rd -16/41/72 Wellington Rd Wentworth Green Dr Linton Hall Rd 22/34/35-46/67/ /57/81 Unton Hall Rd Legend n/nra AM/PMSchool/PM xx/xx/xx commuter Peak Hour Growth Volumes Study Intersection Wellington Road 22/36/ /32/54 Wellington Road Future Intersection April 17,

22 Figure 7: Life Time Fitness Background Development Direction of Approach McCoIlisters Transportation Gro 2 % Jiffy Lube Live»* Virginia Oaks -* % Go!! Course ^ Broad Run Oaks #% ) - Direction of Approach April 17,

23 Figure 8: Future (2021) Life Time Fitness Background Development Dedicated Trips Wellington Rd r- 24/33/59 Wellington Rd I? Wentwortri Green Dr - 11/15/19 ^-53/62/107 t Wentwortn Green Dr I Unton Hall Rd 20/27/49-15/21/ /56/101 Unton Hal! Rd Legend xx/xx/xx AM/PM Schod/PM Commuter Peak Hour Life Time Background Development Volumes Study Intersection Wellington Road 7/8/12 16/19/33 17/23/42 Wellington Road PWCS Western Bus Transportation Facility Driveway April 17,

24 Figure 9: Future (2021) Life Time Fitness Background Development Pass-By Trips Wellington Rd *) V, Wellington Rd <- *1 Wentworth Green Dr +2/+2/+2 Wentwortn Green Or Linton Hall Rd Unton Hall Rd Legend o xx/xx/xx AM/PMSchod/PM Commuter Peak Hour Background Development Pass-By Volumes Study Intersection Wellington Road Wellington Road PWCS Western Bus Transportation Facility Driveway April 17,

25 Figure 10: PWCS Western Bus Transportation Facility Background Development Direction of Approach for Cars (based on VETTRA study) LEGEND 12% (12%) 12% = A M (MIDDAY) PM Pk.Hr. Trip Distributions -- "oifththiutl shown!n //t % «Traffic Signal Wellington Rd, (Rt.674) 0% (0%) fls&l *ig ^ j*? a J I L 1-0% (0%) fiji - 0% (ffvi) 0% I"" 33% (33%) 33% - Wellington Rd. (Rt,674) - 13Stl33%> 33% 0% (0%) 11% - 17% (17%) 17% ' r iii G Ml IW tdl S Site Entrance April 17,

26 Figure 11: PWCS Western Bus Transportation Facility Background Development Direction of Approach for Buses (based on VETTRA study) LEGEND 1 2% ( 1 2%) 122i= AM (MIDDAY)EM Pk.Hr. Trip Distributions \f = Traffic Signal shown hi italics 0% (0%l QJi 0% (0%) QSi Wellington Rd. (Rt.674) J 1 L 0% <0%1 054 o*/«(0%) ys4 30% (30%) Jiffii 0% (()%! flli Wellington Rd. (Rt.674) 0% (0%) S2i ov. (0%) Q3& m; (0%) Q5i fa. s/r Site Entrance April 17,

27 Figure 12: Future (2021) PWCS Western Bus Transportation Facility Background Development Trips 32/37/34 Wellington Rd 35/28/34 Wellington Rd Wentwortti Green Dr Wwtwortti Green Dr Unton Hall Rd Union Hall Rd Legend xx/xx/xx AM/PM School/PM Commuter Peak Hour PWCS Bus Transportation Facility Background Development Volumes Study Intersection Wellington Road 10/8/10 25/19/24 -, /-20/16/19 *11 Wellington Road r- 83/94/85 PWCS Western Bus Transportation Facility Driveway April 17,

28 Figure 13: Future Conditions (2021) without Development Traffic Volumes Wellington Rd 8 ^-70/108/ /474/801 s-170/169/417.4, A ^Wellington Rd * * Wentworth Green Df 38/119/90-269/391/404-66/101/187-17/21/20-0/0/0-5/6/14-13/17/22 0/0/0 55/66/111 Wentworth Green Dr LintonHallRd 70/69/ /706/934-1/9/ /149/ /603/856-0/3/7 A 'V^ ^LintonHallRd Legend xx/xx/xx AM/PMSchool/PM Commuter Peak Hour Traffic Volumes Qy Study Intersection Wellington Road 223/169/307 ~ 263/406/ /37/32 ^^ ^212/106/250^ 4 258/367/613 ^-34/39/32 g Wellington Road - 83/94/85 PWCS Western Bus Transportation Facility Driveway I 3040 April 17,

29 Future Conditions without Development Capacity Analysis (2021) Capacity analyses were performed at the intersections contained within the study area during the weekday morning peak hour, afternoon school peak hour and afternoon commuter peak hour, under the future without development conditions for Intersection capacity analyses were performed using Synchro Version 9 based on the Highway Capacity Manual (HCM 2000) data and methodology. The peak hour factors from the existing (2017) scenario were used, with a minimum peak hour factor of The results of the intersection capacity analyses for the future without development conditions are summarized in Table 3 on the following page. The description of the different LOS and delay and the detailed analysis worksheets for the future conditions without development are included in Appendix C and Appendix E, respectively. Based on the Prince William 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. As shown in Table 3, all existing study intersections have at least one movement that operates below acceptable levels of service under future conditions without development (2021). The levels of service are shown graphically in Figure 14. Intersection capacity analysis shows that the intersections of Wellington Road with Limestone Drive, Limestone Drive with Wentworth Green Drive, Limestone Drive with Linton Hall Road, and Wellington Road with University Boulevard all have movements with unacceptable levels of service in at least one peak hour. Queueing analysis shows that the following lanes exceed storage capacity in the commuter PM peak hour: Westbound left from Wellington Road onto Limestone Drive, and; Southbound shared left/through on Limestone Drive at Linton Hall Road. No other queues were found to exceed storage capacity. April 17,

30 Table 3: Future Conditions without Development (2021) Intersection Capacity Ana lysis No. Intersection (Movement) AM Peak School PM Peak Bay/Link, 50th 95th 50th 95th Length LOS Delay._ LOS Delay _ Queue Queue Queue Queue 1Wellington Rd and Limestone Or Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru/Right Southbound Approach Southbound Left Southbound Thru/Right 2 Limestone Or and Wentworth Green Dr Overall Intersection (Unsignalized) Eastbound Approach Eastbound Left/Thru/Right Westbound Approach Westbound Left/Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right 3 Limestone Dr and Linton Hall Rd Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left/Thru/Right Southbound Approach Southbound Left/Thru Southbound Right C 28.3 C 28.9 D C C C 25.1 C B B C 32.0 C C C 29.8 C C N/A B 10.7 B B 11.8 B A A A B 17.0 A 9.3 A A A B 19.8 A C B C 34.1 C C 26.5 C C C 28.9 C 29.3 C C C C 28.1 C C C C 30.0 C C C 29.6 C C N/A B 11.6 B B 12.1 B A A A C 20.3 B 17.1 B B B C 21.0 B C B D 39.0 D C 28.1 C C Commuter PM Peak 50th 95th LOS Delay Queue Queue D 52.1 D 41.0 D D D E 63.7 f ~358 #874 D C D 42.3 C D D 43.8 D N/A C 20.9 C E A A A D 44.4 C 25.5 C C B C 34.0 C D C f 55.7 E F 90.2 F ~455 #782 C April 17,

31 No. Intersection (Movement) Bay/Link Length AM Peak 50th 95th LOS Deay _ ' Queue Queue School PM Peak. _, 50th 95th LOS Delay - _ Queue Queue Commuter PM Peak,_, _. 50th 95th LOS Delay Queue Queue 4 5 Wellington Rd and University Blvd/Progress Ct Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right University Blvd Ext/Progress Court and PWCS Facility Driveway Overall Intersection (Unsignalized) Westbound Approach Westbound Right Southbound Approach Southbound Left C 26.9 C 25.4 C C B C 27.7 D C C C 34.7 D D C C 25.5 C C B N/A N/A A 9.2 A A C 24.9 C 23.2 C C B C 25.4 D C C C 32.2 C C C C 24.0 C C C N/A N/A A 9.2 A A "Volume exceeds capacity; queue is theoretically infinite. Queue shown is maximum after two cycles. #95th percent!ie volume exceeds capacity; Queue may be longer. Queue shown is maximum after two cycles. D 38.7 C 34.9 D C C D 38.6 E D C D 49.2 E D D D 40.5 D D D N/A N/A A 9.2 A A April 17,

32 No. Intersection (Movement) Bay/Link Length LOS AM Peak 50th 95th Delay _ Queue Queue School PM Peak 50th 95th LOS Delay,. Queue Queue Commuter PM Peak 50th 95th LOS Delay _ Queue Queue 4 5 Wellington Rd and University Blvd/Progress Ct Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right University Blvd Ext/Progress Court and PWCS Facility Driveway Overall Intersection (Unsignalized) Westbound Approach Westbound Right Southbound Approach Southbound Left C 26.9 C 25.4 C C B C 27.7 D C C C D C C 25.5 C C B N/A N/A A 9.2 A A C 24.9 C 23.2 C C B C 25.4 D C C C 32.2 C C C C 24.0 C C C N/A N/A A 9.2 A A ~ Volume exceeds capacity; queue is theoretically infinite. Queue shown is maximum after two cycles. W95th percent!ie volume exceeds capacity; Queue may be longer. Queue shown is maximum after two cycles. D 38.7 C 34.9 D C C D 38.6 E D C D 49.2 E D D D 40.5 D D D N/A N/A A 9.2 A A April 17,

33 Figure 14: Future Conditions Without Development (2021) Levels of Service C/C/D A/A/A Wentwortti Green Dr B/B/C Wsntwortll Green Dr -itr Union Hall Rd VB/C A/B/C A/B/B -B/B/C - C/C/D A/B/C Union Hall Rd Legend Existing Signalized Intersection IgFI A X/Y/Z Existing Stop Control ^. Represents One Travel Lane AM/PM Sdiool/PM Commuter Level of Service (by lane group) I AM/PM School/PM Commuter Level of WI/Z- \e (overall intersection) Wellington Road C- C- o o 1\l T C/C/D C/C/C B/B/C T c/c/c C/C/D, D/D/E Wellington Road ^ VA/A PWCS Western Bus Transportation Facility Driveway April 17,

34 TRIP GENERATION AND SITE TRAFFIC (2021) Prince William County Public Schools is proposing a high school with a capacity of 2,557-students to be located east of Limestone Drive and south of the Progress Court cul-de-sac. The school is anticipated to be open in Fall of Site Description and Site Access Prince William County Public Schools is proposing a site plan on the property in order to construct a high school with a capacity of 2,557 students. The school is anticipated to open in Fall of The main access point for students will be located south of the Wentworth Green Drive extension along the University Boulevard extension. Site Generated Volumes In order to calculate the trips generated by the proposed development, ITE's Trip Generation, 9th Edition was used to determine the trips into and out of the site for the weekday daily and peak hours. The trip generation for the proposed school is shown in Table 4. Table 4: Trip Generation - Proposed Use Weekday Land Use ITE Code Size AM Peak Hour PM School Peak Hour PM Peak Hour Daily In Out Total In Out Total In Out Total Total High School 530 2,557 Students , ,699 Table 4 shows that the proposed school will generate 1,100 AM peak hour trips, 742 PM school peak hour trips, 333 PM commuter peak hour trips and 3,699 weekday daily trips. Direction of Approach and Future Conditions (2021) Volumes The direction of approach for the proposed trips was developed based on preliminary information provided by Prince William County Public Schools. The site trip distribution is shown below in Table 5 and graphically in Figure 15. Table 5: Direction of Approach (2021) Road Name and Direction Direction of Approach To and from the north along Linton Hall Road 31% To and from the south along Linton Hall Road 7% To and from the west along Wellington Road 15% To and from the east along Wellington Road 24% To and from the north along University Boulevard 20% To and from the west along Wentworth Green Drive 3% The inbound and outbound trips calculated for the AM, PM School, and PM Commuter peak hours were routed based on the distribution provided above. The direction of approach for the site generated trips is shown in Figure 15 and new site trips are shown in Figure 16. April 17,

35 ANALYSIS OF FUTURE CONDITIONS WITH DEVELOPMENT (2021) Future Conditions with Development (2021) Traffic Volumes The proposed site trips were added to the future without development (2021) volumes in order to establish the future with development (2021) volumes [Figure 13 + Figure 16], as shown in Figure 17. April 17,

36 Figure 15: Site Generated Traffic Direction of Approach April 17,

37 Figure 16: Site Generated Trips (2021) Wellington Rd -53/75/26 112/37/24 - Wellington Rd Wentwortn Green Dr 22/7/5 - < 11/15/5 r- 134/189/67 -v Wentworth Gre«n Dr Union Hall Rd -52/17/11 232/76/49- Unton Hall Rd Legend xx/xx/xx AM/PMSchod/PM Commuter Peak Hour Site- Generated Volumes xxxx I ADT Study Intersection Wellington Rd 112/37/24-180/59/38 t f*..-^%. Wellington Rd Wentwortti Green Dr" 307/100/64 ~> Wentworth Green Dr April 17,

38 Figure 17: Future with Development (2021) Traffic Volumes 5450 Wellington RJ S 38/119/90 ^ /428/428 > 66/101/187 *si ^- 70/108/91 < 251/549/827 ^-170/169/417 ^ A ^.Wellington Rd Wentwortti Green Dr T_ 13/17/ /15/5 r- 189/255/178 17/21/20 ^ 22/7/5 1 5/6/14-v Wentworth Green Dr t Linton Hall Rd /145/ /706/934-1/9/8- & I ^-319/166/358 < 661/603/856 ^-0/3/7 ^ A C linton Hall Rd 360 Legend xx/xx/xx AM/PM School/PM Commuter Peak Hour Traffic Volumes Study Intersection ADT Wellington Rd 223/169/307 r 263/406/ /74/56 --, -212/106/ /367/ /98/70 Wellington Rd r* \- < %> "^ Wentworth Green Or' /0/0-^ 0/0/ /100/64^. 83/94/85 4 0/0/0 ^-0/0/0.Wwrtworth Green Dr April 17,

39 Future Conditions with Development (2021) Capacity Analysis Capacity analyses were performed at the intersections contained within the study area during the weekday morning, afternoon school and afternoon commuter peak hours, under the future with development conditions. Intersection capacity analyses were performed using Synchro Version 9 based on the Highway Capacity Manual (HCM 2000) data and methodology. A minimum peak hour factor of 0.92 was used for the study intersections. Based on the Prince William 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. If an acceptable level of service cannot be achieved, then the County also has a "non-degradation" policy where the future scenario with the development should be no worse than the network without the development. The results of the intersection capacity analyses for the future with development (2021) conditions are summarized in Table 6 and graphically in Figure 18. The description of the different LOS and delay and the detailed analysis worksheets for the future conditions with development (2021) scenario are included in Appendix C and Appendix F, respectively. April 17,

40 Table 6: Future with Development (2021) Capacity Analysis No. Intersection (Movement) Bay/Link AM Peak Length 1 Wellington Rd and Limestone Or Overall Intersection (Signalized) East bound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru/Right Southbound Approach Southbound Left Southbound Thru/Right 2 Limestone Dr and Wentworth Green Dr Overall Intersection (Unsignalized) Eastbound Approach Eastbound Left/Thru/Right Westbound Approach Westbound Left/Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right 2 Limestone Dr and Wentworth Green Dr Overall Intersection (Signalized) Eastbound Approach Eastbound Left/Thru/Right Westbound Approach Westbound Left/Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right _, _. 50th 95th LOS Delay Queue Queue C 28.8 C 29.9 D C C C 24.8 D B B C 32.9 C D C 30.8 C C N/A 8 I4.fi B C 17.4 C A A B 13.4 C 25.3 C B 17.1 B B B 11.5 B B B fi 10.9 B B B School PM Peak,«o, 50th 95th LOS Delay Queue Queue C 29.6 C 29.7 C C C C 28.9 C C C C 30.8 C C C 30.4 C C N/A B 12.6 B C 20.5 C A A B 16.6 C 28.1 C B 19.5 B B B 14.1 B B B B 14.2 B B B Commuter PM Peak LOS Delay 50th 95th Queue Queue D 53.4 D 41.2 D D D E 65.7 F ~377 #895 D C D 43.1 C D D 44.7 D D N/A C 23.4 C F 95.7 F A A B 14.0 C 27.0 C C B B 12.0 B B B B B B April 17,

41 NO. Intersection (Movement) Limestone Dr and Linton Hall Rd Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left/Thru/Right Southbound Approach Southbound Left/Thru Southbound Right Limestone Dr and Linton Hall Rd Overall Intersection (Signalized) - Add 3 sec to Southbound Max Green Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left/Thru/Right Southbound Approach Southbound Left/Thru Southbound Right Wellington Rd and University Blvd Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right Bay/Link Length AM Peak LOS Delay 50th 9Sth Queue Queue C 21.1 B 12.2 B #252 A A C 27.0 A C C D 37.9 D C 24.3 C B C 21.2 B 12.3 B #251 A A C 27.0 A C C D 38.0 D C 24.3 C B C 35.3 D 39.9 D D D C 34.3 D C C C 31.7 D D B C 33.8 D D C School PM Peak._- _. SOth 95th LOS Delay Queue Queue C 22.0 B 16.1 B B B C 24.5 B C C D 44.7 D C 28.9 D C C 22.1 B 16.1 B B B C 24.6 B C C D 44.9 D C 29.0 D C C 29.7 C 32.3 C C C C 30.6 C C C C 27.5 C C B C 27.1 C C C Commuter PM Peak LOS Delay S0th 95th Queue Queue D 48.1 C 2S.3 C C B C 34.6 C D C f S6.9 E F #817 C D 454 C 26.9 C C B D 36.4 C D C f 59.0 E f 85.8 F ~489 #816 C D 43.1 D 40.7 D C C D 44.4 E D D D 42.5 E D C D 44.3 D D D April 17,

42 No. Intersection (Movement) 5 University Blvd and Wentworth Green Dr Overall Intersection (Unsignalized) Eastbound Approach Eastbound Left/Thru Eastbound Right Westbound Approach Westbound Left/Thru/Right Northbound Approach Northbound Left Northbound Thru/Right Southbound Approach Southbound Left/Thru/Right Bay/Link Length AM Peak. _. 50th 95th LOS Delay Queue Queue N/A N/A C 16.5 A C B 10.7 B A A School PM Peak._,. 50th 95th LOS Delay Queue Queue N/A N/A A 9.5 A A e 11.6 B A A "Volume exceeds capacity; queue is theoretically infinite. Queue shown is maximum after two cycles. #95th percent! I e volume exceeds capacity; Queue may be longer. Queue shown is maximum after two cycles. Commuter PM Peak... 50th 95th LOS Delay Queue Queue N/A N/A A 9.0 A A A 9.9 A A A April 17,

43 The following improvements are proposed: Construct the University Boulevard extension as a two-lane roadway to the southern site access; and At the intersection of Wellington Road and University Boulevard, increase the westbound left turn lane storage length to 300 feet; Construct the eastbound Wentworth Green Drive right turn as a free flow turn into a dedicated lane which merges into one southbound lane at the intersection with University Boulevard; Signalize the intersection of Wentworth Green Drive with Limestone Drive, and; Increase the maximum green time for the southbound approach of Limestone Drive at Linton Hall Road by 3 seconds. As shown in Table 6, the intersections of Wellington Road with Limestone Drive, Limestone Drive with Linton Hall Road, and Wellington Road with University Boulevard have at least one lane group operating at unacceptable levels of service in the Commuter PM peak hour under future (2021) conditions with development. These are the same intersection experiencing unacceptable levels of service under existing conditions. The levels of service are displayed graphically in Figure 18. The proposed lane configuration is shown in Figure 19. Intersection capacity analysis shows that all intersections operate at the same or better levels of service in all peak periods under the future conditions with development (2021) compared to the future conditions without development (2021) after mitigations. It should be noted that the westbound left and northbound left movements at the intersection of Wellington Road and University Boulevard seem to improve after adding site trips. This is due to the existing volumes being very low, such that most vehicles wait for the entire signal cycle length in order to be served. When additional traffic is added to these movements, fewer vehicles will wait for the entire cycle length and therefore the average vehicle is served more quickly. Queuing analysis shows that the following lanes have queues that exceed storage capacity in at least one peak hour after mitigations: Westbound left movement from Wellington Road to Limestone Drive; Eastbound left from Linton Hall Road onto Limestone Drive; o Note that this queue is only 1 feet longer than the storage length, and would be accommodated in the taper. Southbound shared left/through on Limestone Drive at Linton Hall Road; Northbound left from University Boulevard onto Wellington Road; o Note that there is driveway located at approximately 150 feet from stop bar. The cross-section of the roadway is wide enough beyond the driveway approaching the intersection. The reported maximum queue will not block the through movement. Southbound right from University Boulevard onto Wellington Road. o Note that this queue is only 38 feet longer than the storage length, and would be accommodated in the taper. No other queues exceed storage capacity. April 17,

44 Figure 18: Future Conditions with Development (2021) Levels of Service C/C/D vr J Wentwortti Green Dr' C/C/C itr B/B/B Wentworth Grwn Dr C/C/D J I Union Hall Rd» c/c/c C/C/D x A/B/C B/B/C A/B/C - A/B/B - <4> Legend IDI lisffi Existing Signalized Intersection Proposed Signal i^te X/Y/Z Proposed Stop Control ^ Represents One Travel Lane AM/PMSchool/PM Commuter Level of Service (by lane group) * WalllngtonRd D/C/D D/C/C D/C/C C/C/D C/C/D D/C/E C/C/D Wellington Rd Wentwortli Green Dr A/A/A C/A/A Fi B/B/A I AM/PMSchool/PM Commuter Level of VyZ I Service(overallintersection) April 17,

45 Figure 19: Future Conditions with Development (2021) Lane Configuration 4-' Wentworth Green Dr Wentworth Green Dr *iltr Union Hall Rd Union Hall Rd Legend I Existing Signalized H Intersection $ Proposed Stop Control I Proposed Signal Wellington Rd Wellington Rd Wentworth Green Dr Wentworth Gieen Di > Represents One Travel Lane April 17,

46 BICYCLE & PEDESTRIAN ACCOMMODATIONS Currently, there exists a multi-use path on the west side of Linton Hall Road that runs from Wellington Road to Nokesville Road, approximately 5.3 miles in length. On the east side of Linton Hall Road, there are no bicycle or pedestrian accommodations at the intersection with Limestone Drive. Limestone Drive has a sidewalk on its eastern side from Linton Hall Road to Sovereign Way (north of Wentworth Green Drive), which does not connect with Wellington Road. The western side of Limestone Drive has a multi-use path from Wellington Road to Rita Way (south of Wentworth Green Drive), a segment of multi-use path along the Gainesville United Methodist Church (UMC) Commuter Parking Lot, and a sidewalk from The Gainesville UMC Commuter Parking Lot to Linton Hall Road. On Wellington Road, there are sidewalks on the south side of the roadway and a multi-use path on the north side. Progress Court has no sidewalks, but there is a section of a multi-use path already built in the vicinity of the future University Boulevard extension. East of University Boulevard, the sidewalk and multi-use path terminate without connecting to other bike and pedestrian facilities. A multi-use path exists on the south side of Wellington Road, west of Limestone Drive. A sidewalk exists on the north side of Wellington Road west of Limestone Drive. Both facilities extend to Linton Hall road where they connect to sidewalks and multi-use paths. April 17, 2017

47 POST-DEVELOPMENT TRAFFIC SCENARIO (2027) Post-Development Traffic Forecast (2027) University Boulevard is planned as a four-lane divided roadway between U.S. Route 29 and Godwin Drive. Currently, several segments are incomplete or constructed as a half-section. Until such time as University Boulevard connects to the Rollins Ford Road extension, it will serve no traffic-carrying purpose beyond the school entrances. Upon connection to the Rollins Ford Road extension, some local traffic will utilize the alternative travel path created. Only once the roadway is extended further to the east, connecting to Sudley Manor Drive and Prince William Parkway, will significant volumes of through traffic be realized. This scenario investigates the initial extension to Rollins Ford Road extended. With the planned extension of University Boulevard to the Rollins Ford Road extension, it is expected that a portion of traffic will use the University Boulevard extension and the Rollins Ford Road extension as an alternative to Limestone Drive. To assess local traffic that may be rerouted with the planned completion of the University Boulevard extension to the planned Rollins Ford Road extension, an annual growth rate of 2.0% was applied to the existing through movements on Wellington Road and on Linton Hall Road for 11 years, since most of the counts were performed in The growth volumes are shown in Figure 20. These volumes were added to the existing volumes to form the base volumes that were used in the rerouting calculations, and are shown in Figure 21. Vehicles are expected to use the Rollins Ford Road and University Boulevard extensions to travel between Wellington Road and Linton Hall Road, and vehicles are expected to continue straight south on University Boulevard at Wellington Drive in order to reach Linton Hall Road, rather than turning right onto Wellington and then left onto Limestone Drive. It was assumed that 10% of westbound right turn volumes from Linton Hall Road and 5% of westbound through volumes would travel north on the University Boulevard extension from Rollins Ford Road. It was also assumed that 10% of the southbound right turning volume on University Boulevard at Wellington Road would continue straight on University Boulevard. Traffic was also rerouted to the reverse movements for each of these paths. Additionally, the school site trips that travel to/from the south on Linton Hall Road are expected to use this new connection in lieu of Limestone Drive. The anticipated traffic volumes that will be rerouted through the University Boulevard extension are shown in Figure 22. The future (2027) with development volumes, including rerouted trips, are shown in Figure 23. April 17,

48 Figure 20: Future Traffic Growth (2027) 5450 Wellington Rd 38/119/90-" 264/409/417 46/74/138-, 70/108/91-187/492/ /136/358 >W6llington Rd WentworthGceenDr 17/21/20-5/6/14-.Wentworth Green Dr Union Hall Rd S 55/48/92- m 547/795/1052-1/9/8- ^ 225/93/ /679/964 ^-0/3/7. Union Hall Rd Legend AM/PM School/PM xx/xx/xx Commuter Peak HourTraffic Volumes f#) Study Intersection, -r V ^>T - +> Wellington Rd /161/294 ^ 266/426/543 > ^-212/106/ /388/643 14/23/13 Wellington Rd Wentworth Green Dr 360 WwtmrtX Green Dr xxxx I ADT 21/18/8 N tl 1330 April 17,

49 Figure 21: Future Volumes (2027) as Base for Rerouting 5450 WellingtonRd 38/119/90 ^ 264/409/ /74/138 I ^ 70/108/91 «187/492/864 ^-146/136/358,4. A ^.Wellington Rd Wentworth Green Dr /21/20 ^ 5/6/14-,.Wentworth Green Or /93/246 * 745/679/964 Llnton Hall Rd 55/48/92 547/795/1052 ^"0/3/7, Llnton H all Rd 360 Legend AM/PMSchool/PM xx/xx/xx Commuter Peak Hour Traffic Volumes f#) xxxx I ADT Study Intersection Q, Wellington Rd /161/ /426/543 21/18/8 ^- 212/106/ /388/6431 S! 14/23/13. WelllngtonRd t (* Wentworth GretnDr Wsmtworth Green Dr 1330 April 17,

50 Figure 22: Future Rerouted Traffic (2027) WdllngtonRd --21/-27/-56 (> Wellington Rd Wenlworth Green Dt - -25/-35/-12 Wenlwortli Green Dr Union Hall Rd X -23/-9/-2S - -37/-34/-4S Union H all Rd Legend xx/xx/xx AM/PMSchool/PM Commuter Peak Hour Rerouted Volumes Study Intersection Wellington Rd Wellington Rd Wenlworln Green Dr. WentwortHGiMnDi April 17,

51 Figure 23: Post Development (2027) Traffic Volumes 5450 Wellington RiJ I if T - 70/108/91,_ < 251/601/924 x-170/142/361 g T..Wellington Rd Wentworth Green Or g 38/119/ /474/475-66/101/187-17/21/20-22/7/5-5/6/14- T' - 13/17/ /15/5 /- 164/220/166 Wentworth Green Dr I Limon Hall Rd ^-243/140/322, 4 708/645/916 ^-0/3/7 gl 302/145/178-^ 547/795/1052 ) 1/9/8-J. Unton Hall Rd Legend xx/xx/xx AM/PM School/PM Commuter Peak Hour Traffic Volumes r#) xxxx I ADT Study Intersection Q,J WrtllngtanBd /160/282 ^ 293/453/585 ^-212/106/ /411/685 ^ 213/98/70 Wellington Rd I* Wentworth Green 4206 O/O/O-7 0/0/0 _ 254/83/53-s 360 i ^-83/94/85 4 0/0/0.Went«orthGre«nOr April 17,

52 Post Development Traffic Scenario (2027) Capacity Analysis Capacity analyses were performed at the intersections contained within the study area during the AM, PM School, and PM Commuter peak hours under the future with development and rerouted traffic conditions. Intersection capacity analyses were performed using Synchro Version 9 based on the Highway Capacity Manual (HCM 2000) data and methodology. A minimum peak hour factor of 0.92 was used for the study intersections. The same mitigations as the previous future with development were assumed for this scenario. The results of the intersection capacity analyses for the post-development traffic scenario (2027) conditions are summarized in Table 7 and graphically in Figure 24. The detailed analysis worksheets for the post-development traffic (2027) scenario are included in Appendix G. April 17, 2017

53 Table 7: Post-Development Traffic Scenario (2027) Capacity Analysis No. Intersection (Movement) 1Wellington Rd and Limestone Dr Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru/Right Southbound Approach Southbound Left Southbound Thru/Right 2 Limestone Dr and Wentworth Green Dr Overall Intersection (Signalized) Eastbound Approach Eastbound Left/Thru/Right Westbound Approach Westbound Left/Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right 3 Limestone Dr and Linton Hall Rd Overall Intersection (Signalized) - Add 3 sec to Southbound Max Green Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left/Thru/Right Southbound Approach Southbound Left/Thru Southbound Right Bay/Link Length AM Peak._, _. 50th 95th LOS Delay Queue Queue C 28.5 C 29.6 D C C C 24.5 D B B C 32.8 C C C 31.4 C C B 13.1 C 25.3 C B B B B 10.9 B B B B 10.4 B B B C 20.2 B 11.8 B #247 A A C 26.7 A C C D 36.9 D C 22.9 C B School PM Peak. _. 50th 95th LOS Delay Queue Queue C 29.7 C 28.8 C C C C 29.7 C C C C 31.2 C C C 31.0 C C B 14.1 C 24.5 C B 17.1 B B B 11.5 B B B B B B C 20.3 B 15.2 B B B C 23.3 B C B D 42.7 D C 26.6 C C Commuter PM Peak._,,.. 50th 95th LOS Delay Queue Queue D 47.6 D 10.9 E D D D 52.3 F 96.9 ~313 #815 D C D 44.1 C D D 48.5 D D B 12.6 C 25.1 C B 17.8 B B B 10.7 A B B B 11.4 B B A D 39.0 C 28.4 C #186 C B D 37.1 C D C E F #700 C April 17,

54 No. Intersection (Movement) 4 5 Wellington Rd and University Blvd Overall Intersection (Signalized) Eastbound Approach Eastbound Left Eastbound Thru Eastbound Right Westbound Approach Westbound Left Westbound Thru Westbound Right Northbound Approach Northbound Left Northbound Thru Northbound Right Southbound Approach Southbound Left Southbound Thru Southbound Right University Blvd and Wentworth Green Dr Overall Intersection (Two-Way Stop) Eastbound Approach Eastbound Left/Thru Eastbound Right Westbound Approach Westbound Left/Thru/Right Northbound Approach Northbound Left Northbound Thru/Right Southbound Approach Southbound Left/Thru/Right Bay/Link Length Volume exceeds capacity; queue is theoretically infinite. #95th percent!ie volume exceeds capacity; Queue may be AM Peak 50th 95th LOS Delay Queue Queue D 36.9 D 41.6 D D D D 35.2 D C C C 34.5 D D B D 35.7 D D C N/A N/A C 15.3 A C B 11.3 B A School PM Peak, _, 50th 95th LOS Delay Queue Queue C 30.7 C 31.0 D C C C 31.8 D C C C 30.5 D C C C 29.2 D C C N/A N/A A 9.6 A A B 12.1 B A A A Queue shown is maximum after two cycles, longer. Queue shown is maximum after two cycles. Commuter PM Peak,,.. 50th 95th LOS Delay Queue Queue D 42.7 D 39.6 D C C D 43.3 E D C D 45.2 E D C D 44.4 E D D N/A N/A A 9.3 A A B 10.4 B A A April 17,

55 Figure 24: Post-Development Traffic Scenario (2027) Levels of Service B/B/B Wentworth Green JrMn Dr * C/C/C it B/B/B -B/B/B Wentworth Green Or C/C/D Linton Hall Rdj i. T C/B/C C/C/D A/B/C B/B/C A/B/C A/B/B <!* Linton Hall Rd Legend X/Y/Z Signalized Intersection Proposed Signal Proposed Stop Control Represents One Travel Lane AM/PM Sctiool/PM Commuter Level of Service (by lane group) Wellington Rd D/D/D D/C/C D/C/C C/C/C C/C/D D/D/E D/C/D Wellington Rd Wentworth Green Dr A/A/A C/A/A FREE. B/B/B WMrtwortliGntnDr v/v/2 I AM/PM School/PM Commuter Level of I Service (overall Intersection) April 17,