Report 3_Intersection Analysis Report.pdf

INTERSECTION ANALYSIS

FOR

STATE ROUTE 36 (OAKLAWN BOULEVARD)

AND

LEE AVENUE (FORT LEE GATE)

(Located in: Prince George County, VA)

PREPARED FOR:

Virginia Department of Transportation

Central Region Operations Traffic Engineering (Contract #32762, Task 12-071)

PREPARED BY:

Volkert, Inc.

5400 Shawnee Road, Suite 301

Alexandria, VA 22312 Ph: 703-642-8100 Fax: 703.642.8106

June 7, 2013

Table of Contents

Executive Summary 5

1. Introduction 8

1.1. Study Objective 9

1.2. Project Location 9

2. Methodology 10

3. Existing Conditions 12

3.1. Existing Roadway Network 12

3.2. Field Observations 12

3.3. Existing Traffic Operations 13

3.4. Existing Safety Conditions 17

4. Alternatives Considered 20

4.1. No-Build Option (Without Improvements) 20

4.2. Build Option (With Recommended Improvement) 20

5. Cost Estimates 24

6. Opening Year 2016 Traffic Operations 27

6.1. Opening Year 2016 Traffic Volumes 27

6.2. Opening Year 2016 Capacity Analysis 27

7. Design Year 2037 Traffic Operations 33

7.1. Design Year 2037 Traffic Volumes 33

7.2. Design Year 2037 Capacity Analysis 33

8. Conclusion and Recommendations 39

Appendices 41

List of Figures

Figure 1: Location Map 9

Figure 2: Existing Year (2013) Peak Hour Traffic Volumes 14

Figure 3: Existing Year (2013) Lane Geometry & Levels of Service 14

Figure 4: Collision Diagram 19

Figure 5a: Concept Plan 22

Figure 5b: Auto-turn schematic 23

Figure 6: Opening Year 2016 Traffic Volumes: No-Build Conditions 28

Figure 7: Opening Year 2016 Traffic Volumes: Build Conditions 28

Figure 8: Opening Year 2016 Lane Geometry and LOS Results: No-Build Conditions 29

Figure 9: Opening Year 2016 Lane Geometry and LOS Results: Build Conditions 29

Figure 10: Design Year 2037 Traffic Volumes: No-Build Conditions 34

Figure 11: Design Year 2037 Traffic Volumes: Build Conditions 34

Figure 12: Design Year 2037 Lane Geometry and LOS Results: No-Build Conditions 35

Figure 13: Design Year 2037 Lane Geometry and LOS Results: Build Conditions 35

List of Tables

Table 1: LOS Criteria for Signalized Intersections 11

Table 2a: Existing Year (2013) Levels of Service and Delay 15

Table 2b: Existing Year (2013) 95th Percentile Back-of-Queue 16

Table 3: Summary of Crash Data 18

Table 4: Design Standards 25

Table 5: Estimate of Probable Cost 26

Table 6a: Opening Year 2016 Levels of Service and Delay: No-Build Conditions 31

Table 6b: Opening Year 2016 95th Percentile Back-of-Queue: No-Build Conditions 31

Table 7a: Opening Year 2016 Levels of Service and Delay: Build Conditions 32

Table 7b: Opening Year 2016 95th Percentile Back-of-Queue: Build Conditions 32

Table 8a: Design Year 2037 Levels of Service and Delay: No-Build Conditions 37

Table 8b: Design Year 2037 95th Percentile Back-of-Queue: No-Build Conditions 37

Table 9a: Design Year 2037 Levels of Service and Delay: Build Conditions 38

Table 9b: Design Year 2037 95th Percentile Back-of-Queue: Build Conditions 38

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 5

Executive Summary Volkert, Inc. prepared this intersection analysis for the intersection of SR 36

(Oaklawn Boulevard) and Lee Avenue (Fort Lee Gate) located in Prince George

County, Virginia per the Virginia Department of Transportation’s (VDOT) Task #

12-071 (Contract ID 32762). The purpose of this report is to provide a recommendation to address the operational issues, primarily during the AM peak period, associated with the existing Fort Lee Entrance Gate (southbound Lee

Avenue) back-of-queue that frequently extends beyond the available storage and encroaches upon SR 36. This study proposes an engineering solution

(conceptual plan) to address the identified issues at the SR 36 and Lee Avenue intersection.

The surrounding area is primarily owned by the United States of America, Department of the Army (US Army), for the operation of the Fort Lee military base. In the vicinity of the site, SR 36 is a 4-lane divided east-west roadway and is classified by VDOT as an “Urban Other Principal Arterial” with a posted speed limit of 45 MPH. Lee Avenue (named Hill Drive on the north side of SR 36) is a four-lane divided north-south private roadway serving the entrance gate to the

Fort Lee military base. All right-of-way within the study area is under the ownership of Fort Lee via the US Army.

Traffic analyses, a conceptual plan and an estimate of probable costs (EPC) are provided to incorporate the following design elements for the recommended improvement to address the storage deficiencies associated with the Fort Lee

Entrance Gate located south of the intersection of SR 36 and Lee Avenue:

(1) A new roadway of approximately 650-feet in length to connect eastbound SR 36 to the existing internal parking area (west of Lee

Avenue) located adjacent to the secondary gate location;

(2) A 1315-foot deceleration/turn-lane with a 300-foot taper along SR 36 eastbound;

(3) The closure of the existing channelized eastbound right-turn lane along

SR 36 at Lee Avenue; and

(4) Restriping of the parking area and the installation of STOP sign control to accommodate the new roadway at the secondary gate location.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 6

Traffic analyses are provided for the Existing Year (2013), 2016 “Opening Year”

(Ad date plus 1 year) and 2037 “Design Year” (Ad date plus 22 years) conditions at the intersection of SR 36 and Lee Avenue as well as at the existing and proposed approaches to the Fort Lee Entrance Gates.

Future AM/PM peak hour traffic volumes were established for this study based upon the following methodology:

The following study included 2015 and 2026 future volumes for the intersection of SR 36 and Lee Avenue: Fort Lee Expansion Traffic Study, dated January 2007, by Michael Baker Jr., Inc.

The 2015 and 2026 through volumes along SR 36 included in the Baker

Study were grown by 1%/year (based upon VDOT scoping meeting) to the establish 2016 “Opening Year” and 2037 “Design Year” traffic volumes, respectively, that were analyzed for this report.

All results included in this report including level of service (LOS), delay and 95th percentile queue length were based upon Synchro 7.0 (LOS, delay)/SimTraffic

7.0 (back-of-queue) capacity analysis/simulation software. Signal timing and phasing were based upon existing traffic controller data provided by VDOT. The peak hour factors (PHF) and heavy vehicle percentages (HV%) are consistent with the collected count data. For the purposes of this study, the recommended improvement should maintain a 2016 “Opening Year” overall intersection LOS of

‘C’ or better and a 2037 “Design Year” overall intersection LOS of ‘D’ or better.

Based upon the Opening Year (2016) and the Design Year (2037) analyses results, the recommended improvements will address the back-of-queue issue along Lee Avenue as identified in VDOT Task #12-071. Accordingly, per the

Synchro results, the intersection of SR 36 and Lee Avenue will operate with LOS

‘C” under Build conditions assuming the projected Opening Year and Design

Year traffic volumes. Additionally, the back-of-queue along Lee Avenue would be reduced from 770 feet during 2016 No-build to 461 feet during the 2016

Opening Year and from 705 feet during 2037 No-build to 457 feet during the

2037 Design Year.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 7

The following summarizes the advantages and disadvantages associated with the recommended improvements:

- Advantages:

The southbound back-of-queue along Lee Avenue would be reduced so as to not encroach upon SR 36 mainline.

The westbound left-turn lane back-of-queue along SR 36 would be reduced since vehicles would no longer be “grid locked” as a result of the back-of-queue along Lee Avenue.

Right-of-way owned by stakeholder (Fort Lee).

Improved access to the secondary gate location should Fort Lee personnel be available.

- Disadvantages:

Vehicles turning from eastbound SR 36 into Fort Lee would be required to use a more circuitous route via a new road connecting

SR 36 to the existing internal parking area (west of Lee Avenue).

Increase back-of-queue for the eastbound SR 36 right-turn movement.

Cost of the Improvement ($1,170,000).

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 8

1. Introduction

Volkert, Inc. prepared this intersection analysis for the intersection of SR 36

(Oaklawn Boulevard) and Lee Avenue (Fort Lee Gate) located in Prince George

County, Virginia per the Virginia Department of Transportation’s (VDOT) Task #

12-071 (Contract ID 32762). The purpose of this report is to provide a recommendation to address the operational issues, primarily during the AM peak period, associated with the existing Fort Lee Entrance Gate (southbound Lee

Avenue) back-of-queue that frequently extends beyond the available storage and encroaches upon SR 36. This study proposes an engineering solution

(conceptual plan) to address the identified issues at the SR 36 and Lee Avenue intersection.

The surrounding area is primarily owned by the United States of America, Department of the Army (US Army), for the operation of the Fort Lee military base. In the vicinity of the site, SR 36 is a 4-lane divided east-west roadway and is classified by VDOT as an “Urban Other Principal Arterial” with a posted speed limit of 45 MPH. Lee Avenue (named Hill Drive on the north side of SR 36) is a four-lane divided north-south private roadway serving the entrance gate to the

Fort Lee military base. All right-of-way within the study area is under the ownership of Fort Lee via the US Army.

Traffic analyses, a conceptual plan and an estimate of probable costs (EPC) are provided to incorporate the following design elements for the recommended improvement to address the storage deficiencies associated with the Fort Lee

Entrance Gate located south of the intersection of SR 36 and Lee Avenue:

(1) A new roadway of approximately 650-feet in length to connect eastbound SR 36 to the existing internal parking area (west of Lee

Avenue) located adjacent to the secondary gate location;

(2) A 1315-foot deceleration/turn-lane with a 300-foot taper along SR 36 eastbound;

(3) The closure of the existing channelized eastbound right-turn lane along

SR 36 at Lee Avenue; and to accommodate the new roadway at the secondary gate location.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 9

N

Study Location

Source: Google Maps

Traffic analyses are provided for the Existing Year (2013), 2016 “Opening Year”

(Ad date plus 1 year) and 2037 “Design Year” (Ad date plus 22 years) conditions at the intersection of SR 36 and Lee Avenue as well as at the existing and proposed approaches to the Fort Lee Entrance Gates.

1.1. Study Objective

Per the VDOT task order, the purpose of this report is to provide a recommendation to address the storage issues, primarily during the AM peak period, associated with the existing Fort Lee Entrance Gate (southbound Lee

Avenue) back-of-queue that frequently extends beyond the available storage and encroaches upon SR 36. Traffic analyses, a conceptual plan and an estimate of probable costs (EPC) are provided to evaluate the design elements associated with the recommended improvement.

1.2. Project Location

The site is located in Prince George County, Virginia. The study area includes the signalized intersection of SR 36 and Lee Avenue as well as at the existing and proposed approaches to the Fort Lee Entrance Gates. Figure 1 is provided to illustrate the location of the SR 36 and Lee Avenue intersection with respect to the surrounding roadway network.

Figure 1: Location Map

FORT LEE

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 10

2. Methodology

The following methodology was developed and implemented to evaluate the design elements associated with the recommended improvement:

Volkert collected two (2) 13-hour turning movement counts (5AM- 6PM) at the intersection of SR 36 and Lee Avenue to account for traffic activities during the two (2) alternating shifts (M/W/F, Tu/Th) at Fort Lee.

Volkert observed the processing of vehicles through the Lee Avenue

Entrance Gate to determine flow rates during the morning (6-9AM) and afternoon (4-6PM) peak periods for the worst-case (based upon 13-hour counts) of the two (2) alternating shifts.

Volkert evaluated crash data, obtained from VDOT, for the most recent three

(3) year period. Crash diagrams are provided detailing the type, amount of damage reported and all personal injuries caused by each crash.

Volkert established Average Daily Traffic (ADT) volumes, AM and PM peak hour traffic volumes, directional distribution factors and percentages of trucks.

Synchro 7.0 was utilized to evaluate levels of service and vehicle-delay at the intersection of SR 36 and Lee Avenue.

Due to the limitations of Synchro with respect to the modeling of vehicle queues at the Fort Lee Entrance Gate, it was determined that SimTraffic 7.0 would be a more applicable tool to accurately determine back-of-queue lengths. As a result, the 95th percentile back-of-queues provided in this report are based upon SimTraffic results. In order to model the service flow rate at the Fort Lee Entrance Gate (average of 7 seconds/vehicle), a “dummy” signal was assumed in the Synchro/SimTraffic models.

Volkert prepared peak hour level of service/queuing analyses for existing, future No-Build, 2016 “Opening Year” (ad date plus one year) and 2037

“Design Year” (ad date plus 22 years) using Synchro 7.0 (for LOS, delay) and

SimTraffic 7.0 (for back-of-queue) software.

The following study was utilized for the development of future traffic volumes within the study area: Fort Lee Expansion Traffic Study, dated January 2007, by Michael Baker Jr., Inc. The 2015 and 2026 through volumes along SR 36 included in the Baker Study were grown by 1%/year (per VDOT’s federico.gontaruk Sticky Note Why not use HCM 2010 output in Synchro?

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 11

Control Delay

(seconds per vehicle)

A Free‐flow condition < 10

B Little Congestion 10‐20

C Moderate congestion 20‐35

D Approachable unstable flow with increasing congestion 35‐55

E Unstable flow, congested condition 55‐80

F Heavy congestion > 80

Source: Highway Capacity Manual

LOS Operating Conditions recommendation) to the establish 2016 “Opening Year” and 2037 “Design

Year” traffic volumes that were analyzed for this report. Note: The traffic volumes entering and exiting the Fort were shown to be the same for Year

2015 and Year 2026 as per the Baker study.

Volkert prepared a concept-level sketch, using aerial imagery, for the recommended improvement.

Volkert determined an estimate of probable cost (EPC) for the recommended improvement (preliminary engineering, right of way/utilities and construction).

Volkert summarized the results of the analyses for the recommended improvement.

Level of Service Criteria

Traffic operations for the weekday AM/PM peak hours were evaluated with an emphasis on back-of-queue and levels of service (LOS). The LOS describes the operational conditions of an intersection by comparing the traffic demand with the roadway/intersection capacity. LOS ranges from ‘A’ (least congested) through ‘F’

(most congested). For the purposes of this study, the recommended improvements were to result in a 2016 “Opening Year” overall intersection LOS of ‘C’ or better and a 2037 “Design Year” overall intersection LOS of ‘D’ or better.

Table 1 shows the definition of each LOS category for signalized intersections.

Table 1: LOS Criteria for Signalized Intersection

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 12

3. Existing Conditions

3.1. Existing Roadway Network

SR 36 and Lee Avenue is a four-legged signalized intersection in Prince George

County, Virginia. In the vicinity of the site, SR 36 is a 4-lane divided east-west roadway and is classified by VDOT as an “Urban Other Principal Arterial” with a posted speed limit of 45 MPH. Lee Avenue (named Hill Drive on the north side of SR 36) is a four-lane divided north-south private roadway serving the entrance gate to the Fort Lee military base. Adjacent signalized intersections along SR 36 are located at Temple Avenue, approximately 6,500 feet to the east and at

Lakemont Drive, approximately 4,400 feet to the west. The existing intersection of SR 36 and Lee Avenue maintains the following lane geometry:

Eastbound: 1 left-turn lane, 2 through lanes and 1 channelized right-turn lane

Westbound: 2 left-turn lanes, 1 through lane and 1 through/right-turn lane

Northbound: 1 left-turn lane, 1 left/through lane, 1 channelized right-turn lane

Southbound: 1 left/through lane, 1 right-turn lane

3.2. Field Observations

The Fort Lee Entrance Gate located along Lee Avenue includes two (2) check point locations/lanes that open at 5:00 AM and close at 8:00 PM on a typical weekday. During the observation period, a guard was available at each of the approach lanes to Fort Lee along Lee Avenue. A third gate is available to the west of Lee Avenue near the adjacent parking area, however, through discussions with Fort Lee personnel, it was determined that this gate is rarely operational due to the limited availability of manpower.

The primary issue identified during the field observations was the back-of-queue extending along Lee Avenue from the Fort Lee Entrance Gate and encroaching upon the SR 36 mainline. Additionally, the westbound left-turn lanes back-of-queue along SR 36 frequently operates under a “grid locked” condition as a result of the Lee Avenue back-of-queue prohibiting vehicles to turn during the protected signal phase. The base officer occasionally assists in facilitating the movement of traffic through the SR 36/Lee Avenue intersection during worst-case conditions.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 13

Volkert engineer observed the process of vehicles traveling to and through the existing Lee Avenue Entrance Gate to document the flow rates during the morning (6-9AM) and afternoon (4-6PM) peak periods. During the observation period, a guard was available at each of the approach lanes to Fort Lee along

Lee Avenue. The following provides a summary of the flow rates documented during the field observations:

- 98% Passenger Cars: 4-6 seconds per vehicle

- 1% Motorcycles: 10-15 seconds per vehicle

- 1% Miscellaneous (visitors/buses): 30-40 seconds per vehicle

For the purposes of the study, an average flow rate of seven (7) seconds was assumed.

3.3. Existing Traffic Operations

Volkert collected two (2) 13-hour turning movement counts (5AM- 6PM) at the intersection of SR 36 and Lee Avenue to account for traffic activities during the two (2) alternating shifts (M/W/F, Tu/Th) at Fort Lee. The counts were conducted on April 9, 2013 and April 10, 2013. Peak Hour Factors (PHF) and heavy vehicle percentages were utilized from the count data. All traffic count data are provided in the Appendix Section A of this report. Signal timings and phasing were obtained from VDOT. Figure 2 shows the existing (Year 2013) AM/PM peak hour as well as 24-hour traffic volumes at the intersection of SR 36 and Lee

Avenue. Figure 3 shows the existing lane geometry and AM/PM peak hour levels of service (Synchro 7.0) results. Synchro and SimTraffic analyses worksheets are provided in the Appendix Sections B and C of the report, respectively. Note: The SimTraffic model was significantly overstating the eastbound SR 36 channelized right-turn back-of-queue under STOP sign control

(as existing), therefore, YIELD control was assumed for the purposes of the analyses.

federico.gontaruk

Why was SimTraffic overestimating the back-of-the-queue?

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 14

Figure 2: Existing Year (2013) Peak Hour Traffic Volumes

Figure 3: Existing Year (2013) Lane Geometry & Levels of Service

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 15

Results:

Based upon Synchro results, the existing intersection of SR 36 and Lee

Avenue operates with overall LOS ‘C’ during the AM peak hour and overall

LOS ‘C’ during the PM peak hour.

Based upon worst-case AM peak hour SimTraffic results, the 95th percentile back-of-queue for the dual westbound left-turn lanes (approximately 450 feet of storage) along SR 36 is 235 feet and the 95th percentile back-of-queue at the dual southbound Lee Avenue Entrance Gate approach lanes

(approximately 520-feet each) is 749 feet. Based upon field observations, the back-of-queue at the southbound Lee Ave Entrance Gate does frequently extend beyond the available storage, whereby encroaching upon mainline SR

36.

Tables 2a and 2b summarize the existing AM/PM peak hour levels of service, delay and 95th percentile back-of-queue.

Table 2a: Existing Year (2013) Levels of Service and Delay

EB/L D 47.3 E 57.6

EB/T

EB/T

EB/R Free A 0.4 A 0.1

WB/L

WB/L

WB/T

WB/TR

NB/L D 50.0 D 36.9

NB/LT D 50.8 D 36.9

NB/R Free A 0.0 A 0.4

SB/LT D 52.5 E 61.9

SB/R C 21.8 B 19.7

C 26.4 C 29.2

Intersection Traffic Control Lane Group/

Approach

AM Peak Hour

B 11.7

D 47.5

LOS

Delay (sec)

C 31.4

PM Peak Hour

LOS

Delay (sec)

D 36.7

E 57.5

Overall LOS

SR 36 & Lee Avenue/Hill Drive

Signalized

C 29.0 federico.gontaruk

Do the existing results take into account the queue interaction between the southbound queue at the gates and Route 36?

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 16

Table 2b: Existing Year (2013) 95th Percentile Back‐of‐Queue

EB/L 6 17

EB/T 545 122

EB/T 686 128

EB/R Free 644 0

WB/L 235 52

WB/L 215 72

WB/T 57 138

WB/TR 87 164

NB/L 42 248

NB/LT 77 254

NB/R Free 0 0

SB/LT 127 55

SB/R 20 54

SB/T 556 309

SB/T 749 327

SR 36 & Lee Avenue/Hill Drive

Signalized

AM Peak Hour PM Peak Hour Intersection Traffic Control

Lane Group/ Approach

Back of Queue (feet)

Security Gate along Lee Avenue

Unsignalized

L: Left, T:Thru, R: Right

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

NOTE: Based upon field observations, the 95th percentile Back-of-Queue in AM peak shown in the table for the eastbound right-turn movement into Fort Lee may be overstated.

federico.gontaruk Sticky Note Storage length for each movement would be useful here federico.gontaruk

By how much?

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 17

3.4. Existing Safety Conditions

A crash analysis was conducted for the intersection of SR 36 and Lee Avenue using crash data provided by VDOT for a 3-Year period (Year 2009-2011).

Crashes occurring within the proximity of the intersection are documented in

Table 3. The table shows the year, time of day, type, direction as well as the number of vehicles involved in the incident. Accordingly, the following two (2) crashes occurred over the 3-year period.

1. Year 2009 - SR 36 Westbound east of Lee Avenue (within approximately

1000 feet): Rear-end Type Collision

2. Year 2010 - SR 36 Eastbound east of Lee Avenue (at approximately 250 feet): Rear-end Type Collision

Based on the crash data, the subject intersection maintains an existing crash rate of 0.06 crashes per Million Entering Vehicles (MEV), negating vehicle safety as the primary issue at the intersection. Figure 4 shows the crash diagrams depicting the type and location of crashes from Year 2009 through Year 2011.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 18

Table 3: Summary of Crash Data

2009 Time Location Type Crash Severity Direction of Travel # of Veh

1 23:43 Oaklawn Blvd and Lee Ave Rear end Injury Crash SR‐36 Westbound 2

1 12:00 Oaklawn Blvd and Lee Ave Rear end Property Damage Crash SR‐36 Eastbound 2

LEGEND - CRASH TYPE

REAR END

COLLISION DIAGRAM

Not to scale

SR 36 & LEE AVENUE

Lee A venue

H ill D rive

Oa kl aw n Bo ul ev ar d (S

R

Oa kl aw n Bo ul ev ar d (S

R

(YEAR 2009 - 2011)

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 20

4. Alternatives Considered

This section describes the recommended improvement that was evaluated for the SR 36 and Lee Avenue intersection analyses. The following evaluation criteria were considered while assessing the recommendation:

Safety

Back-of-Queue

Vehicle-delay

Traffic Flow

Project Cost

4.1. No-Build Option (Without Improvements)

The No-Build scenario assumed no roadway improvements and was analyzed to provide a future baseline condition. The analysis for the No-Build option, as presented in a subsequent section (see Section 6), demonstrates LOS, delay and back-of-queue results for the Opening Year (2016) and Design Year (2037) traffic conditions, respectively.

4.2. Build Option (With Recommended Improvement)

The existing dual southbound Lee Ave Entrance Gate approach lanes do not provide sufficient storage to accommodate the current or future traffic demands

(as demonstrated in subsequent chapters) at Fort Lee. Traffic analyses, a conceptual plan and an estimate of probable costs (EPC) are provided to incorporate the following design elements for the recommended improvement to address the operational/storage deficiencies associated with the Fort Lee

Entrance Gate located south of the intersection of SR 36 and Lee Avenue:

(1) A new roadway of approximately 650-feet in length to connect eastbound SR 36 to the existing internal parking area (west of Lee

Avenue) located adjacent to the secondary check point/gate location;

(2) A 1315-foot deceleration/turn-lane with a 300-foot taper along SR 36 eastbound;

(3) The closure of the existing channelized eastbound right-turn lane along

SR 36 at Lee Avenue; and

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 21 to accommodate the new roadway at the secondary check point/gate location.

Figure 5a shows the conceptual plan for recommended improvement. Figure

5b shows the auto-turn schematic.

Design Deficiencies for Recommended Improvement

None identified.

Operational Benefits of Recommended Improvement

The following operational benefits are expected to occur as a result of this recommended improvement:

Reduction to the back-of-queue along Lee Avenue. Also, a reduction in the frequency that the back-of-queue along Lee Avenue encroaches upon SR 36.

Increased storage for the SR 36 eastbound right-turn movement (vehicles entering Fort Lee).

Increased spacing for merge point between the SR 36 westbound left-turn movement and the SR 36 eastbound right-turn movement.

Improved access to the secondary gate location should Fort Lee personnel be available to staff it.

Improved levels of service at the intersection of SR 36 and Lee Avenue.

5a

SCALE

50’ 100’

R

TE

(O ak la w n

B lv d)

L e e A ve

Water Quality Swale

Ta p e r

D ec el er a ti o n

La n e

Length - 650’ Proposed Roadway

Fort Lee Entrance Gate Recommended Improvements, Prince George County, Virginia

FIGURE

VDOT Task #12-071 (Contract ID # 32762)

S T O P

AH

EAD

S

TO

P

D O

N

O T

E N T E R

ST

OP

STO

P

LEGEND

New Pavement

Demolition of Pavement federico.gontaruk

Wrong sign

5b

SCALE

50’ 100’

Design Vehicle: WB-50 Auto Turn

R

TE

(O ak la w n

B lv d)

L e e A ve

Fort Lee Entrance Gate Recommended Improvements, Prince George County, Virginia

S T O P

AH

EAD

S

TO

P

D O

N

O T

E N T E R

ST

OP

STO

P

FIGURE

VDOT Task #12-071 (Contract ID # 32762)

LEGEND

New Pavement

Demolition of Pavement federico.gontaruk

Wrong sign

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 24

5. Cost Estimates

An estimate of probable costs (EPC) is provided in this section for the recommended alternative. The following criteria were considered:

Regular Excavation

Major Drainage/Storm Water Management

Base and Pavement

Pavement Markings

Erosion and Sediment Control

Traffic Items

Contingencies

The item quantities were calculated based on the proposed alternative concept plans and are preliminary estimates of what the actual quantities will be. Mill and overlay was assumed to be performed on the SR 36 eastbound lane adjacent to the proposed ramp into Fort Lee. The existing channelized right turn lane on SR

36 onto Lee Road was assumed to be demolished.

The pavement section of the new travel lanes were estimated using typical sections obtained from similar projects. All standard item unit prices were taken from VDOT’s “Bid Prices District Averages”, which provides historical itemized bid price information, by district, from August 2008 to September 2010. The average prices used were rounded up in the actual calculation of the estimate.

When unit prices were not found in the VDOT table, a historical price from a similar project or a price found in the “Facilities Construction Cost Data” manual was used.

Utility relocation costs were estimated based on aerial imagery and include a contingency cost to cover additional items that may not be clearly shown on the available images.

All regular excavation work was assumed to be done at a depth of two (2) feet.

The area of excavation was assumed to extend out to the graded shoulders where applicable. The excavation of the water quality swale was included in the quantity for regular excavation and was calculated using a typical section for a similar swale on a similar project. The total disturbed area was assumed to extend to the edge of the water quality swale, or to 20 feet past the proposed edge of pavement where there is no swale. Table 4 shows the geometric design

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 25 standards used for the recommended improvement. Table 5 is provided to detail the associated EPC.

Table 4: Design Standards

The proposed Fort Lee Entrance was designed as an interchange ramp with design speeds of 30 and 15 mph for the first and second curves, respectively.

Given that the ramp ends with a stop condition, a lower design speed was used in order to allow for a smaller radius. The ramp was widened from 16 to 18 feet prior to the second curve per VDOT GS-R standard because of the lower design speed.

Design Standards

Route Name

VDOT

Classification

Design Speed (mph)

Minimum Radius (feet)

Lane Width (feet)

Paved Shoulder Width (feet)

Total Graded Shoulder

Width (feet)

SR 36 ‐

Fort Lee Entrance

GS‐R 30/15 215 16‐18

4ft Left/ 8ft Right

6ft Left/ 10ft Right

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 26

Table 5: Estimate of Probable Cost

VDOT

Item #

ITEM DESCRIPTION UNIT QUANTITY UNIT COST AMOUNT

Excavation EARTHWORK Depth Assumption (ft): 2.00

00110 SITE PREPARATION/CLEARING & GRUBBING AC 2.11 10000.00 $21,100 Area (sy): 5700.00 00120 REGULAR EXCAVATION CY 4,365 15.00 $65,475 Rounded Quantity (cy): 3800.00

SWM Pond Excavation Assumed Depth (ft): 4.00 DRAINAGE Area (sy): 2200.00

00506 NS BEDDING MATL. AGGR. NO. 57 TON 375 40.00 $15,000 Rounded Quantity (cy): 3000.00

00506 NS BEDDING MATL. AGGR. NO. 8 TON 250 40.00 $10,000

00596 ENDWALL EW-12 EA 1 500.00 $500 Typical Section: Fort Lee Entrance 01060 6" PIPE LF 1,000 15.00 $15,000 1.5" asphalt concrete surface course type 9.5D 13232 GEOTEXTILE DRAINAGE FABRIC SY 1,050 2.00 $2,100 2" asphalt concrete intermediate course type IM 19.0 D

8" asphalt concrete base course type BM 25.0D EROSION & SEDIMENT CONTROL 8" aggregate base material type I no. 21B

27030 NS TOPSOIL PERMEABLE SOIL CY 550 70.00 $38,500

27505 TEMPORARY SILT FENCE LF 2,500 2.50 $6,250 Shoulder Sections 27451 INLET PROTECTION EA 3 150.00 $450 1.5" asphalt concrete type 9.5D

LIME, FERTILIZER, SEED, & MULCH AC 2.11 8000.00 $16,880 6" dense-graded aggregate subbase course no. 21B

PAVEMENT

10635 ASPHALT TYPE 9.5D TON 723 100.00 $72,326

10611 ASPHALT TYPE IM 19.0D TON 324 95.00 $30,769

10643 ASHPALT TYPE BM 25.0D TON 1,296 90.00 $116,602

10128 AGGREGATE TYPE 1 NO. 21B TON 2,328 20.00 $46,551

24410 DEMOLITION OF PAVEMENT SY 483 15.00 $7,250

10628 FLEXIBLE PAVEMENT PLANING 0"-2" SY 2,600 20.00 $52,000

PAVEMENT MARKINGS

54055 TY. B CL. IV LINE MARK 4" LF 1,800 2.00 $3,600

54057 TY. B CL. IV LINE MARK 8" LF 1,000 3.00 $3,000

54060 TY. B CL. IV LINE MARK 24" LF 100 5.00 $500

54300 PAVE. MESS. MARK. ELONG. ARROW SYMBOL EA 2 100.00 $200

54105 ERAD. OF EXIST. PVT. MARKING LF 300 1.00 $300

TRAFFIC

50204 SIGN POST STP-1 LF 50 15.00 $750

50108 SIGN PANEL SF 32 20.00 $640

RELOC. EXIST. SIGN PANEL TY. SP-1 EA 3 400.00 $1,200

UTILITY RELOCATION

COMMUNICATION UTILITY RELOCATION * EA 1 55000.00 $55,000

ROADWAY SUBTOTAL $584,000

OTHER CONSTRUCTION COSTS

00100 MOBILIZATION LS 1.00 48800.00 $48,800

MAITENANCE OF TRAFFIC PCT 6% $35,040

MATERIALS TESTING PCT 2% $11,680

00101 CONSTRUCTION STAKING/ENGINEERING PCT 2% $11,680

CONSTRUCTION CONTRACT TOTAL $691,200

CONTINGENCIES

CONTINGENCIES ON ABOVE ITEMS PCT 15% $103,680

CONSTRUCTION ENGINEERING & INSPECTION (CEI) PCT 17.5% $120,960

CONSTRUCTION TOTAL $915,840

PRELIMINARY ENGINEERING

DESIGN PCT 20% $183,168

PERMITTING PCT 5% $45,792

VDOT ADMINISTRATION LS 1.00 25000.00 $25,000

PRELIMINARY ENGINEERING TOTAL $253,960

$1,170,000

*ASSUMED QUANTITY TO ACCOUNT FOR POSSIBLE UNDERGROUND TELEPHONE, FIBER OPTIC OR OTHER

COMMUNICATION LINE TO BE RELOCATED

ASSUMPTIONS

PROJECT TOTAL

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 27

6. Opening Year 2016 Traffic Operations

Volkert utilized the following study for the development of future traffic volumes within the study area: Fort Lee Expansion Traffic Study, dated January 2007, by

Michael Baker Jr., Inc. The 2015 through volumes along SR 36 at Lee Avenue included in the Baker Study were grown by 1%/year (as per the VDOT scoping meeting) to establish 2016 “Opening Year” traffic volumes. It was determined during the VDOT scoping process that the 2016 traffic projections would not include additional specific background development trips associated with area pipeline projects. A figure showing the 2015 volumes from the 2007 Baker Study is provided in the Appendix Section D of the report.

Traffic analyses were performed for the no-build and build conditions using

Synchro 7.0 (for LOS, delay) and SimTraffic 7.0 (for back-of-queue) software.

Signal timings and phasing were based upon existing data provided by VDOT.

Peak hour factors (PHF) and heavy vehicle percentages were based upon existing count data. All the Synchro and SimTraffic worksheets are provided in the Appendix Sections B and C of the report, respectively.

6.1. Opening Year 2016 Traffic Volumes

Figures 6 and 7 present the Opening Year (2016) weekday AM/PM peak hour traffic volumes and ADT for the intersection of SR 36 and Lee Avenue for the no-build (without improvements) and build conditions (with improvements), respectively.

6.2. Opening Year 2016 Capacity Analysis

Based upon the Synchro 7.0 capacity analyses results, Figures 8 and 9 show the corresponding AM/PM peak hour lane geometry and levels of service for the no-build and build conditions, respectively.

Why not using the existing volumes and increase them by 1% year, adding future development traffic only? If existing volumes not used, how do they compare to Baker's volumes?

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 28

Figure 6: Opening Year 2016 Traffic Volumes: No‐Build Conditions

Figure 7: Opening Year 2016 Traffic Volumes: Build Conditions

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 29

Figure 8: Opening Year 2016 Lane Geometry and LOS Results: No‐Build Conditions

Figure 9: Opening Year 2016 Lane Geometry and LOS Results: Build Conditions

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 30

Opening Year 2016 Analyses Results:

No-Build Conditions:

Based upon Synchro results, the signalized intersection of SR 36 and Lee

Avenue operates with an overall LOS ‘C’ during the AM peak hour and PM peak hour conditions.

Based upon worst-case AM peak hour SimTraffic results, the 95th percentile back-of-queue for the dual westbound left-turn lanes

(approximately 450 feet of storage) along SR 36 is 299 feet and the 95th percentile back-of-queue at the dual southbound Lee Avenue Entrance

Gate approach lanes (approximately 520-feet each) is 770 feet. Based upon field observations, the back-of-queue at the southbound Lee Ave

Entrance Gate does frequently extend beyond the available storage, whereby encroaching upon mainline SR 36.

Build Conditions:

Avenue operates with an overall LOS ‘C’ during the AM peak hour and PM peak hour conditions.

Based upon worst-case AM peak hour SimTraffic results, the 95th percentile back-of-queue for the dual westbound left-turn lanes

(approximately 450 feet of storage) along SR 36 is 257 feet and the 95th percentile back-of-queue at the dual southbound Lee Avenue Entrance

Gate approach lanes (approximately 520-feet each) is 461 feet.

Tables 6a/6b and 7a/7b show the Opening Year (2016) AM/PM peak hour levels of service, delay and 95th percentile back-of-queue for the no-build and build conditions, respectively.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 31

Table 6a: Opening Year 2016 Levels of Service and Delay: No‐Build Conditions

Table 6b: Opening Year 2016 95th Percentile Back‐of‐Queue: No‐Build Conditions

EB/L D 48.0 E 58.3

EB/T

EB/R Free A 0.4 A 0.1

WB/L

WB/L

WB/T

WB/TR

NB/L E 56.5 D 49.3

NB/LT E 57.6 D 48.8

NB/R Free A 0.2 A 1.0

SB/LT E 56.0 E 63.3

SB/R B 16.9 B 18.1

C 27.3 C 27.5

32.3

D 49.8 E

B 11.4 C

58.0

SR 36 & Lee Avenue/Hill Drive

Signalized

C 32.7 C

PM Peak Hour

LOS

Delay (sec)

LOS

Delay (sec)

Intersection Traffic Control Lane Group/

Approach

AM Peak Hour

26.8

Overall LOS

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

L: Left, T:Thru, R: Right

EB/L 8 30

EB/T 738 173

EB/T 944 177

EB/R Free 687 0

WB/L 299 99

WB/L 292 105

WB/T 84 198

WB/TR 115 223

NB/L 73 209

NB/LT 119 220

NB/R Free 0 93

SB/LT 85 78

SB/R 42 40

SB/T 569 317

SB/T 770 357

Intersection Traffic Control Lane Group/

Approach

Back of Queue (feet)

AM Peak Hour PM Peak Hour

SR 36 & Lee Avenue/Hill Drive

Signalized

Security Gate along Lee Avenue

Unsignalized

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

L: Left, T:Thru, R: Right

NOTE: Based upon field observations, the 95th percentile Back-of-Queue in AM peak shown in the table for the eastbound right-turn movement into Fort Lee may be overstated.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 32

Table 7a: Opening Year 2016 Levels of Service and Delay: Build Conditions

Table 7b: Opening Year 2016 95th Percentile Back‐of‐Queue: Build Conditions

EB/T

WB/L

WB/L

WB/T

WB/TR

NB/L E 56.5 D 49.0

NB/LT E 57.6 D 48.4

NB/R Free A 0.2 A 1.0

SB/LT E 56.0 E 63.3

SB/R B 16.9 B 18.1

C 31.7 C 28.5

27.1

Overall LOS

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

L: Left, T:Thru, R: Right

32.6

D 49.8 E 58.0

SR 36 & Lee Avenue/Hill Drive

Signalized

C 32.7 C

B 11.4 C

PM Peak Hour

LOS

Delay (sec)

LOS

Delay (sec)

Intersection Traffic Control Lane Group/

Approach

AM Peak Hour

EB/L 12 23

EB/T 201 186

EB/T 204 184

WB/L 240 93

WB/L 257 107

WB/T 95 237

WB/TR 125 260

NB/L 86 200

NB/LT 115 210

NB/R Free 0 130

SB/LT 78 86

SB/R 37 48

SB/T 461 112

SB/T 459 118

Intersection Traffic Control Lane Group/

Approach

Back of Queue (feet)

AM Peak Hour PM Peak Hour

SR 36 & Lee Avenue/Hill Drive

Signalized

Security Gate along Lee Avenue

Unsignalized

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

L: Left, T:Thru, R: Right

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 33

7. Design Year 2037 Traffic Operations

Volkert utilized the following study for the development of future traffic volumes within the study area: Fort Lee Expansion Traffic Study, dated January 2007, by

Michael Baker Jr., Inc. The 2026 through volumes along SR 36 at Lee Avenue included in the Baker Study were grown by 1%/year (as per the VDOT scoping meeting) to establish 2037 “Design Year” traffic volumes. Note: It was determined during the VDOT scoping process that the 2037 traffic projections would not include additional specific background development trips associated with area pipeline projects. A figure showing the 2026 volumes from the 2007

Baker Study is provided in the Appendix Section D of the report.

Traffic analyses were performed for the no-build and build conditions using

Synchro 7.0 (for LOS, delay) and SimTraffic 7.0 (for back-of-queue) software.

Signal timings and phasing were based upon existing data provided by VDOT.

Peak hour factors (PHF) and heavy vehicle percentages were based upon existing count data. All the Synchro and SimTraffic worksheets are provided in the Appendix Sections B and C of the report, respectively.

7.1. Design Year 2037 Traffic Volumes

Figures 10 and 11 present the Design Year (2037) weekday AM/PM peak hour traffic volumes and ADT for the intersection of SR 36 and Lee Avenue for the no-build (without improvements) and build conditions (with improvements), respectively.

7.2. Design Year 2037 Capacity Analysis

Based upon the Synchro 7.0 capacity analyses results, Figures 12 and 13 show the corresponding AM/PM peak hour lane geometry and levels of service for the no-build and build conditions, respectively.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 34

Figure 10: Design Year 2037 Traffic Volumes: No‐Build Conditions

Figure 11: Design Year 2037 Traffic Volumes: Build Conditions

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 35

Figure 12: Design Year 2037 Lane Geometry and LOS Results: No‐Build Conditions

Figure 13: Design Year 2037 Lane Geometry and LOS Results: Build Conditions

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 36

Design Year 2037 Analyses Results:

No-Build Conditions:

Avenue operates with an overall LOS ‘C’ during the AM peak hour and PM peak hour conditions.

Based upon worst-case AM peak hour SimTraffic results, the 95th percentile back-of-queue for the dual westbound left-turn lanes

(approximately 450 feet of storage) along SR 36 is 486 feet and the 95th percentile back-of-queue at the dual southbound Lee Avenue Entrance

Gate approach lanes (approximately 520-feet each) is 705 feet. Based upon field observations, the back-of-queue at the southbound Lee Ave

Entrance Gate does frequently extend beyond the available storage, whereby encroaching upon mainline SR 36.

Build Conditions:

Avenue operates with an overall LOS ‘C’ during the AM peak hour PM peak hour conditions.

Based upon worst-case AM peak hour SimTraffic results, the 95th percentile back-of-queue for the dual westbound left-turn lanes

(approximately 450 feet of storage) along SR 36 is 240 feet and the 95th percentile back-of-queue at the dual southbound Lee Avenue Entrance

Gate approach lanes (approximately 520-feet each) is 457 feet.

Tables 8a/8b and 9a/9b show the Design Year (2037) AM/PM peak hour levels of service, delay and 95th percentile back-of-queue for the no-build and build conditions, respectively.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 37

Table 8a: Design Year 2037 Levels of Service and Delay: No‐Build Conditions

Table 8b: Design Year 2037 95th Percentile Back‐of‐Queue: No‐Build Conditions

EB/T

EB/R Free A 0.4 A 0.1

WB/L

WB/L

WB/T

WB/TR

NB/L E 58.1 E 56.4

NB/LT E 59.4 E 55.6

NB/R Free A 0.2 A 1.0

SB/LT E 56.9 E 66.0

SB/R B 17.0 B 18.9

C 28.7 C 28.6

L: Left, T:Thru, R: Right

Intersection Traffic Control Lane Group/

Approach

AM Peak Hour PM Peak Hour

LOS

Delay (sec)

LOS

Delay (sec)

12.1 C 27.4

Overall LOS

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

SR 36 & Lee Avenue/Hill Drive

Signalized

C 34.8 C 31.0

E 55.4 E 58.0

B

EB/L 9 27

EB/T 1034 211

EB/T 1092 227

EB/R Free 693 0

WB/L 477 99

WB/L 486 108

WB/T 122 298

WB/TR 153 337

NB/L 75 220

NB/LT 114 229

NB/R Free 0 154

SB/LT 98 73

SB/R 43 46

SB/T 544 324

SB/T 705 364

L: Left, T:Thru, R: Right

PM Peak Hour

Signalized SR 36 & Lee

Avenue/Hill Drive

Security Gate along Lee Avenue

Unsignalized

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

Intersection Traffic Control Lane Group/

Approach

Back of Queue (feet)

AM Peak Hour

NOTE: Based upon field observations, the 95th percentile Back-of-Queue in AM peak shown in the table for the eastbound right-turn movement into Fort Lee may be overstated.

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 38

Table 9a: Design Year 2037 Levels of Service and Delay: Build Conditions

Table 9b: Design Year 2037 95th Percentile Back‐of‐Queue: Build Conditions

EB/T

WB/L

WB/L

WB/T

WB/TR

NB/L E 58.1 E 56.1

NB/LT E 59.4 E 55.2

NB/R Free A 0.2 A 1.0

SB/LT E 56.9 E 66.0

SB/R B 17.0 B 18.9

C 32.6 C 29.6

27.7

Overall LOS

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

L: Left, T:Thru, R: Right

31.2

E 55.4 E 58.0

SR 36 & Lee Avenue/Hill Drive

Signalized

C 34.8 C

B 12.1 C

PM Peak Hour

LOS

Delay (sec)

LOS

Delay (sec)

Intersection Traffic Control Lane Group/

Approach

AM Peak Hour

EB/L 7 22

EB/T 246 250

EB/T 252 263

WB/L 221 91

WB/L 240 108

WB/T 143 286

WB/TR 176 319

NB/L 85 199

NB/LT 104 206

NB/R Free 0 184

SB/LT 98 304

SB/R 36 304

SB/T 457 104

SB/T 444 117

L: Left, T:Thru, R: Right

Intersection Traffic Control Lane Group/

Approach

Back of Queue (feet)

AM Peak Hour PM Peak Hour

SR 36 & Lee Avenue/Hill Drive

Signalized

Security Gate along Lee Avenue

Unsignalized

EB = Eastbound, WB =Westbound, NB = Northbound, SB = Southbound

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 39

8. Conclusion and Recommendations

The primary goal of this study was to provide a recommendation to address the operational issues, primarily during the AM peak period, associated with the existing Fort Lee Entrance Gate (southbound Lee Avenue) back-of-queue that frequently extends beyond the available storage and encroaches upon SR 36.

The following design elements are included in the recommended improvement to address the operational/storage deficiencies associated with the Fort Lee

Entrance Gate:

(1) A new roadway of approximately 650-feet in length to connect eastbound SR 36 to the existing internal parking area (west of Lee

Avenue) located adjacent to the secondary gate location;

(2) A 1315-foot deceleration/turn-lane with a 300-foot taper along SR 36 eastbound;

(3) The closure of the existing channelized eastbound right-turn lane along

SR 36 at Lee Avenue; and

(4) Restriping of the parking area and the installation of STOP sign control to accommodate the new roadway at the secondary check point/gate location.

In order to evaluate the operational impact of each alternative, this study provided Synchro/SimTraffic analyses for Existing, Opening Year (2016) and

Design Year (2037) traffic conditions. The future year conditions include no-build

(without improvement) and build (with improvements) scenarios.

Based upon the Opening Year (2016) and the Design Year (2037) analyses results, the recommended improvements will address the back-of-queue issue along Lee Avenue as identified in VDOT Task #12-071. Accordingly, per the

Synchro results, the intersection of SR 36 and Lee Avenue would operate with

LOS ‘C” under Build conditions assuming the projected Opening Year and

Design Year traffic volumes. Additionally, the back-of-queue would be reduced from 770 feet during 2016 No-build 461 feet during the 2016 Opening Year and from 705 feet during 2037 No-build to 457 feet during the 2037 Design Year.

Why is the back of the queue length shorter in the design year than in the opening year?

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 40

The following summarizes the advantages and disadvantages associated with the recommended improvements:

- Advantages:

The southbound back-of-queue along Lee Avenue would be reduced so as to not encroach upon SR 36 mainline.

The westbound left-turn lane back-of-queue along SR 36 would be reduced since vehicles would no longer be “grid locked” as a result of the back-of-queue along Lee Avenue.

Right-of-way owned by stakeholder (Fort Lee).

Improved access to the secondary gate location should Fort Lee personnel be available.

- Disadvantages:

Vehicles turning from eastbound SR 36 into Fort Lee would be required to use a more circuitous route via a new road connecting

SR 36 to the existing internal parking area (west of Lee Avenue).

Increase back-of-queue for the eastbound SR 36 right-turn movement.

Cost of the Improvement ($1,170,000).

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 41

Appendices

A. Traffic Counts

B. Synchro Analyses Worksheets

C. SimTraffic Analyses Worksheets

D. Background Traffic Volume Figures

SR 36 and Lee Avenue (Fort Lee Entrance Gate) Intersection Analysis

Volkert, Inc. Page 1

A. Traffic Counts

Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume

Report generated on 4/17/2013 5:26 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212

LOCATION: Lee Ave -- Oaklawn Blvd QC JOB #: 10934602 CITY/STATE: Ft Lee, VA DATE: Tue, Apr 09 2013

15-Min Count Period

Beginning At

Lee Ave (Northbound)

Lee Ave (Southbound)

Oaklawn Blvd (Eastbound)

Oaklawn Blvd (Westbound)

Total Hourly Totals

Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U

5:00 AM 1 1 5 0 1 5 0 0 0 22 18 0 8 10 0 0 71

5:15 AM 0 1 3 0 5 8 0 0 1 49 7 0 16 19 1 0 110

5:30 AM 2 4 2 0 4 10 0 0 0 61 14 0 13 20 0 0 130

5:45 AM 3 4 4 0 1 9 0 1 0 33 12 1 18 23 3 0 112 423

6:00 AM 2 4 13 0 1 4 0 0 0 63 31 0 33 31 0 0 182 534

6:15 AM 1 4 2 0 2 4 1 0 1 88 34 0 39 50 1 0 227 651

6:30 AM 8 4 7 0 1 6 1 0 0 98 35 0 59 69 5 0 293 814

6:45 AM 5 5 9 0 4 5 0 0 0 89 87 1 94 51 2 0 352 1054

7:00 AM 15 6 8 0 3 7 2 0 1 76 99 0 92 61 4 0 374 1246

7:15 AM 9 6 12 0 4 22 0 0 3 71 92 1 142 73 1 0 436 1455

7:30 AM 18 5 10 0 3 30 3 0 0 92 98 0 159 103 7 0 528 1690

7:45 AM 9 3 12 0 4 14 0 0 1 127 106 0 123 104 2 0 505 1843

8:00 AM 4 3 13 0 3 10 1 0 1 96 74 0 106 96 1 0 408 1877

8:15 AM 8 3 12 0 7 14 3 0 0 84 74 0 84 88 1 0 378 1819

8:30 AM 14 6 14 0 4 6 2 0 1 70 41 0 73 81 5 0 317 1608

8:45 AM 8 4 15 0 1 10 2 0 0 91 36 0 64 83 3 0 317 1420

9:00 AM 10 4 9 0 3 4 1 0 1 65 30 0 35 62 1 1 226 1238

9:15 AM 15 4 12 0 3 0 2 0 0 77 18 0 31 61 4 0 227 1087

9:30 AM 15 4 15 0 0 5 2 2 0 87 18 0 24 71 3 1 247 1017

9:45 AM 18 1 10 0 2 4 2 0 1 61 26 0 27 72 2 0 226 926

10:00 AM 18 3 26 0 0 4 0 0 1 61 19 0 33 77 2 0 244 944

10:15 AM 13 7 19 0 2 3 1 0 3 59 23 0 20 73 5 0 228 945

10:30 AM 12 3 24 0 8 3 2 0 0 68 19 0 30 82 1 0 252 950

10:45 AM 22 5 24 0 1 3 1 0 1 90 26 1 22 61 1 0 258 982

Peak 15-Min Northbound Southbound Eastbound Westbound…