Route 10 Superstreet Widening Technical Memo

Prepared for: Chesterfield County

Prepared by:

December 16, 2013 – REV. Route 10 Widening, Bermuda Triangle to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Executive Summary

• Route 10 currently has an ADT of 44,400. It is projected to rise to 105,000 by the 2036 design year. • Traffic volumes were projected to 2036 by the County for the Meadowville Triangle area. These volumes were based on the IJR for the I-295/Meadowville Road and assume full buildout of the Meadowville Technology Park (MTP). • MT did a “Critical Volume” (CLV) analysis of multiple scenarios. At the Route 10/Meadowville Interchange, the CLV analysis found that: o Under 2036 AM and PM conditions with a conventional and an eight-lane cross section, the intersection is projected to operate at LOS F with a worst-case v/c ratio of 1.55. o Under 2036 AM and PM conditions with a six-lane cross-section and superstreet, the intersection is projected to still operate at LOS F but with a worst-case v/c ratio of 1.08. o Under 2036 AM and PM conditions with an eight-lane cross-section and superstreet, the intersection is projected to operate at a LOS E in the AM peak and a LOS D in the PM peak. o Based on that analysis, it is recommended that this intersection be converted to an eight-lane superstreet. o This report also analyzed this intersection under a scenario where certain volumes are increased by 20% to account for the surge in traffic generated by Amazon.com’s MTP warehouse during the Thanksgiving/Christmas period. That analysis showed that the eight-lane superstreet would worsen from LOS E to LOS F (v/c ratio 1.03) in 2036 AM and would worsen from LOS D to LOS E (v/c ratio 0.94) in 2036 PM. • The other two intersections in the “Meadowville Triangle” (Route 10 & Rivers Bend Blvd and Meadowville Road & Rivers Bend Blvd) are projected to operate at LOS E or better during 2036 AM and 2036 PM conditions with the Superstreet, based on the CLV analysis. • VISSIM models of 2036 AM and PM conditions were developed for three scenarios: 1. Base conditions 2. Superstreet intersection at Route 10 & Meadowville Road and a conventional intersection at Route 10 & Rivers Bend Blvd (aka “Superstreet/Conventional”) 3. Superstreet configuration at both intersections (aka “Superstreet/Superstreet”) The 2036 AM and PM Superstreet/Conventional and Superstreet/Superstreet VISSIM models do not show any significant queuing or major congestion, and are noticeably less congested than the Base model. • VISSIM was also used to estimate differences in 2036 peak hour travel time between Base, Superstreet/Conventional, and Superstreet/Superstreet conditions. This comparison shows significant improvements in travel time for Build conditions compared to Base conditions, especially in the Superstreet/Superstreet configuration where the time savings is as much as 112 seconds for Route 10 WB and 25 seconds for Route 10 EB.

Page 1 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

• The VISSIM analysis also showed significant improvement in travel time for the major left turn movement from Route 10 EB onto Meadowville Rd NB, and during the PM peak hour for the corresponding right turn movement from Meadowville Road SB onto Route 10 WB. • The VISSIM analysis does show a worsening in travel time, sometimes significant, for the left turn movements off of the minor under a superstreet intersection configuration. For example, the left turn exiting CVS/Sheetz is projected to worsen by as much as 45 seconds. This is likely due to the circuitous route that those drivers would be forced to take with the Superstreet configuration. • The results of these travel time comparisons are generally consistent with the experience with Superstreets in other states. Superstreets work extremely well for the through movement on the major road, however turning movements off of the minor street are hurt because they must make a circuitous “J-Turn” through multiple signals. • In general, it is recommended that Route 10 ultimately be converted to an eight-lane superstreet corridor from I-95 to Rivers Bend Blvd, and a six-lane superstreet corridor from Rivers Bend Blvd to I-295. As such, the intersection of Route 10 & Meadowville Road is being designed with a superstreet configuration. However, as part of the design for the current Route 10 Superstreet Widening project, the intersection of Route 10 & Rivers Bend Blvd will remain in its existing conventional intersection. The Superstreet configuration for this intersection would be implemented in the future when determined necessary by VDOT and Chesterfield County.

Page 2 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Introduction

Virginia Route 10 (E. Hundred Road/W. Hundred Road) is an urban principal arterial which connects Chester and I-95 to the west with Hopewell and I-295 to the east. It is currently a four-lane divided for much of its length. Route 10 is the only connecting route connecting I-95 and I-295 for a large area, meaning it serves as a crucial transportation link in Chesterfield County, and that it serves a large proportion of through traffic as well as local traffic. Because of the many industrial developments in the area Route 10 also serves as an important truck route.

The road has seen rapid traffic growth and currently serves approximately 44,400 vehicles per day. Route 10 serves a mixture of residential, commercial, and industrial development. The road also serves as a crucial access point to Rivers Bend and the new Meadowville Technology Park just east of I-295 that opened in 2012 and now houses a major Amazon.com warehouse facility, as well as Northrup Grumman and Sabra Dipping facilities. These new developments have further increased traffic on Route 10.

These heavy traffic levels have contributed to significant congestion on Route 10. In particular, there has long been a history of significant backups and crashes at the Route 10 & Old Bermuda Hundred (OBH) Road/Meadowville Road intersection.

In response to these traffic concerns, and in keeping with the County’s Major Thoroughfare Plan component to the County’s Long Range Transportation Plan, Chesterfield County has long planned to widen Route 10 (E. Hundred Road) from I-95 to Rivers Bend Boulevard. Starting in 1999, the County developed plans to widen Route 10 to six-eight . The first phase of that widening (from I-95 to Ware Bottom Springs Road) is due to complete construction in 2013 and will provide eight lanes on Route 10.

Starting in 2012, the County initiated the planning and design for the next phase of widening, from west of Ware Bottom Springs Road to Rivers Bend Blvd.

This technical memo summarizes the traffic analysis that has been used to develop the preferred configuration for Route 10, including the development of the Superstreet concept.

Why Consider Superstreet?

Superstreets (also known as ThrU-Turn, J-Turn, or Restricted crossing U-Turn/RCUT Intersections) are an innovative intersection treatment where all left turns and through movements from the minor street are prohibited. That traffic must make a right turn onto the major street and then do a downstream U-turn in order to complete their travel path (a path sometimes referred to as a “J-Turn” or “ThrU-Turn”). The downstream U-turn crossovers can be signalized or unsignalized.

Page 3 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

The superstreet offers significant benefits, including: • Significantly more efficient traffic signals, leading to significantly greater capacity than a traditional signalized intersection. o A traditional intersection requires as many as eight phases to move all traffic through a single node. A Superstreet intersection, in contrast, can be thought of as four separate traffic signals, each with only two signal phases. o On a superstreet, the two directions on the major street operate completely independent of each other. If Route 10 were to be built with a series of superstreet intersections, then Route 10 EB and Route 10 WB would operate independently of each other and could even be on two different cycle lengths. • Fewer conflict points (32 at a traditional intersection vs. 14 total at the four intersections that comprise a Superstreet). • For multilane corridors, especially those with wide medians, a superstreet requires very little additional footprint as compared to a traditional intersection.

Superstreet traffic signal locations (source: FHWA Alternative Intersections/Interchanges: Informational Report, Publication FHWA-HRT-09-060, April 2010)

Superstreets have been implemented in numerous other states including Maryland, Utah, and (most extensively) . In North Carolina, Superstreets are now the default intersection configuration for intersections on their “Strategic Highway Corridors”, on high- speed rural divided facilities, and at intersections with a documented crash history.

Page 4 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Superstreet intersection, Big Beaver Road & Lakeview Drive, Troy, MI

Existing Traffic Volumes

An Automatic Traffic Recorder (ATR) traffic count was conducted for 24 hours on Route 10 between Ware Bottom Springs Road and Fisherman Drive in June 2012. In addition, peak hour (7:00-9:00 am and 4:00-6:00 pm) intersection traffic counts were conducted at the following intersections: • Route 10 & Ware Bottom Springs Road – June 2012 • Route 10 & OBH Road/Meadowville Road – June 2012 • Route 10 & Rivers Bend Blvd – June 2012 • Rivers Bend Blvd & Meadowville Road/Sunset Blvd – June 2012 • Route 10 & Rivers Bend Road1 – November 2012 • Route 10 & Bermuda Orchard Lane – November 2012 • Route 10 & Kingston Ave – November 2012 • Off-Ramp from I-295 South to Route 10 West – November 2012

Traffic counts will be conducted at the Old Stage Road, Bermuda Triangle Road, and Fisherman Drive intersections following completion of the current construction project.

The existing peak hour volumes are shown in Figures 1A and 1B. Route 10 currently has an ADT of 44,400.

Additional counts were done in December 2012. These counts were done in response to the dramatic increase in congestion noticed by residents and County staff after the end of the

1 Note that Rivers Bend Road is separate from, and should not be confused with, Rivers Bend Boulevard.

Page 5 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Thanksgiving holiday. This congestion is believed to be primarily due to the Amazon.com facility which significantly increased warehouse activity after Thanksgiving to meet the increased demands of the traditional Thanksgiving/Christmas shopping season.

The comparison between the June 2012 and December 2012 counts showed a significant (60%) increase in the left turn movement from EB Route 10 onto NB Rivers Bend Blvd (going towards I-295 and towards Amazon.com) during the PM peak period, as well as a significant (84%) increase in traffic on NB Rivers Bend Blvd north of Meadowville Road. Existing Meadowville Road also showed an increase in traffic. However, traffic volumes also decreased some on Route 10 east of Rivers Bend Blvd.

It is our understanding that the County is currently coordinating with Amazon.com and Northrup Grumman to understand the “lessons learned” from 2012 and explore alternatives for minimizing the jump in traffic in future Thanksgiving/Christmas shopping seasons.

2036 Traffic Volumes

The projected 2036 traffic volumes were developed by the County and provided to McCormick Taylor in July 2012. The 2036 Build volumes were developed using an assumed 2%/year background growth rate plus the traffic expected from full buildout of the Meadowville Technology Park (MTP), as described in the June 2010 Interchange Justification Report developed by Kimley-Horn for the proposed I-295/Rivers Bend Blvd interchange (now constructed and open to traffic). That report estimated that the MTP will generate 48,250 trips per day upon full buildout of the park by 2032.

The draft volumes provided by the County were then adjusted by McCormick Taylor to provide balanced traffic volumes, which is necessary for the VISSIM analysis. The resulting 2036 AM and 2036 PM traffic volumes are shown in Figures 2A and 2B. Figures 3A and 3B show the same volumes, but with the volume reassignments for the Superstreet/Superstreet scenario. Figures 4A and 4B are for the proposed Superstreet/Conventional scenario. The ADT on Route 10 is expected to increase to 105,000 by 2036.

Preliminary Traffic Analysis (Critical Lane Volume Analysis)

“Critical Lane Volume” (CLV) analysis is a planning-level tool for analyzing intersection capacity, estimating Level of Service (LOS), and determining preliminary recommendations for lane configurations. In this case, it was used to compare 2036 “Base” conditions and 2036 “Superstreet” conditions. “Base” conditions refers to the scenario in which Route 10 is widened with traditional signalized intersections, as originally designed in 1999. This tool was also used to determine whether Route 10 should be widened to six or eight lanes.

Page 6 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Note that the CLV analysis for a Superstreet intersection actually consists of four separate intersections: • West U-turn crossover (WB to EB U-Turn) • Superstreet intersection (WB Route 10) • Superstreet intersection (EB Route 10) • East U-Turn crossover (EB to WB U-Turn)

Although the “main” superstreet intersection looks to be a single intersection, from a traffic capacity analysis standpoint it is essentially two completely separate signalized intersections. The EB Superstreet signal services EB thru & right traffic, WB left turns, and NB right turns. The WB superstreet signal services WB thru & right traffic, EB left turns, and SB right turns. In the field, those two signals operate completely independent of each other and may even have differing cycle lengths.

Meadowville Triangle Intersection #1 - Route 10 & Meadowville Road/Old Bermuda Hundred Road

The focus of this CLV analysis was on the “Meadowville Triangle” – the triangle formed by the intersections of Route 10, Rivers Bend Blvd, and Meadowville Road. Table 1 below shows the results of the CLV analysis in terms of LOS and volume/capacity (v/c) ratio for the intersection of Route 10 & Meadowville Road/OBH Road (the west corner of the Meadowville Triangle). The results show the following: • Under Base conditions, the Route 10/Meadowville Road intersection is projected to operate at a LOS F in the AM and PM peak hours, with a v/c ratio as high as 1.73 with a six-lane Route 10 and 1.55 with an eight-lane Route 10. • The LOS and v/c ratios are significantly improved with a Superstreet configuration. With a six-lane Route 10 and Superstreet configuration, the intersection is still projected to operate at a LOS F, but with a maximum v/c ratio for the AM Peak hour of 1.07 and for the PM peak hour of 1.08. • With an eight-lane Route 10 and Superstreet configuration, the intersection is projected to operate at a LOS E or better in the 2036 AM peak hour (max. v/c ratio of 0.93) and a LOS D or better in the 2036 PM peak hour.

Based on this analysis, an eight-lane superstreet is recommended.

This analysis was also used to analyze “Amazon Surge” condition – the Thanksgiving/Christmas period when traffic generated by the Amazon.com warehouse facility in the MTP jumps. For the purposes of this analysis, a 20% increase in traffic was assumed (representing a 175 vph increase in the EB left turn movement and a 300 vph increase in the SB right turn movement).

The analysis shows that the eight-lane superstreet is projected to worsen from a LOS E to a LOS F in the 2036 AM peak hour and worsen from a LOS D to a LOS E in the 2036 PM peak hour.

Page 7 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

However, even during that 4-5 week Amazon surge period, the superstreet is still anticipated to perform significantly better than a traditional intersection would perform during all 52 weeks.

The recommended configuration for this intersection is shown below.

Page 8 TABLE 1 ROUTE 10 SUPERSTREET PROJECT CRITICAL LANE VOLUME (CLV) ANALYSIS - 10/Meadowville Intersection Rev. Dec 16, 2013

AM Peak Hour PM Peak Hour 2036 Build Volumes - 2036 Build Volumes - 2036 Build Volumes 2036 Build Volumes 2036 Build Volumes - 2036 Build Volumes 2036 Build Volumes 2036 Build Volumes - With Superstreet (8 With Superstreet (8 Intersection - Base Conditions - Base Conditions With Superstreet (6 - Without - Base Conditions With Superstreet (6 lanes - SELECTED lanes - SELECTED (6 lanes) (8 lanes) lanes) Superstreet (8 lanes) lanes) CONCEPT) CONCEPT) U-Turn Xover West of Meadowville/OBH (dual n/a n/a F (1.05) C (0.81) n/a n/a E (0.97) C (0.77) U-Turn lane) Route 10/Meadowville/ OBH (WB side) (dual left F (1.07) E (0.93) / F (1.03)*** F (1.06) D (0.87) / E (0.94)*** turn lanes) F (1.08) / F (1.55) / F (1.22) F (1.73) Route 10/Meadowville/ F (1.18)*** F (1.74)*** OBH (EB side) (dual left D (0.89) C (0.73) C (0.72) A (0.58) turn lanes) U-Turn Xover East of Meadowville/OBH (dual n/a n/a C (0.78) B (0.63) n/a n/a E (0.91) B (0.71) U-Turn lane)

Legend D (0.85) = Level of Service (v/c ratio)

Notes 1) At the Route 10/Meadowville intersection under "with Superstreet" conditions, the SB right turn is anticipated to consist of 1 free-flowing right turn lane (for traffic continuing on 10 West) and 1 signal-controlled right turn lane (for traffic making a downstream U-Turn to get to 10 East or to Old Bermuda Hundred Road) 2) A superstreet intersection is essentially two traffic signals independent of each other (one for EB Route 10 and conflicting WB lefts/NB rights, and the other for WB Route 10 and conflicting EB lefts/SB rights), and thus the CLV analysis was done separately for the two intersections.

*** Numbers in red represent the "Amazon surge" - an assumed 20% increase in traffic (for EB lefts and SB rights) as a worst-case scenario representation of conditions during the Thanksgiving-Christmas season, when an increase in workers at Amazon.com leads to increased congestion Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Meadowville Triangle Intersection #2 - Route 10 & Rivers Bend Blvd

Table 2 below shows the results of the CLV analysis in terms of LOS and v/c ratio for the intersection of Route 10 & Rivers Bend Blvd (the southeast corner of the “Meadowville Triangle”). The results show the following: • Both under Base conditions and as a Conventional intersection (with a Superstreet intersection at Route 10/Meadowville), the Route 10/Rivers Bend Blvd intersection is projected to operate at LOS C in the AM peak hour and LOS E (with v/c ratio of 0.98) in the PM peak hour. • The LOS and v/c ratios are projected to improve with a Superstreet configuration. The intersection is still projected to operate at a LOS E in the 2036 PM peak hour, but with an improved v/c ratio of 0.92.

As part of this Route 10 Superstreet Widening project, the intersection of Route 10 & Rivers Bend Blvd will remain in its existing conventional intersection. The eastbound dual left turn lane will be extended as shown below.

Page 10 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

The recommended ultimate configuration of a Superstreet design for the intersection of Route 10 & Rivers Bend Blvd is shown below. The Superstreet design would be implemented in the future when determined necessary by VDOT and Chesterfield County.

Page 11 TABLE 2 ROUTE 10 SUPERSTREET PROJECT CRITICAL LANE VOLUME (CLV) ANALYSIS - 10/Rivers Bend Blvd Intersection Rev. Dec. 16, 2013

AM Peak Hour PM Peak Hour 2036 Build Volumes 2036 Build Volumes - 2036 Build Volumes 2036 Build Volumes - 2036 Build Volumes - Convential (with With Superstreet 2036 Build Volumes - Convential (with With Superstreet Intersection - Base Conditions Superstreet at (here and at - Base Conditions Superstreet at (here and at Meadowville) Meadowville) Meadowville) Meadowville) Inge Road U-Turn Xover -- A (0.56) -- A (0.52) (west of RBB) Route 10/RBB (WB side) B (0.72) E (0.92) (dual left turn lanes) C (0.80) C (0.80) E (0.98) E (0.98) Route 10/RBB (EB side) A (0.46) A (0.45) (single left turn lane) U-Turn Xover East of RBB (single U-Turn -- A (0.61) -- D (0.83) lane)

Legend D (0.85) = Level of Service (v/c ratio)

Notes 1) A superstreet intersection is essentially two traffic signals independent of each other (one for EB Route 10 and conflicting WB lefts/NB rights, and the other for WB Route 10 and conflicting EB lefts/SB rights), and thus the CLV analysis was done separately for the two intersections. Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Meadowville Triangle Intersection #3 – Meadowville Road & Rivers Bend Blvd

Table 3 below shows the results of the CLV analysis in terms of LOS and v/c ratio for the intersection of Meadowville Road & Rivers Bend Blvd (the north point of the “Meadowville Triangle”).

The results show that this intersection is expected to operate at a LOS C with 2036 volumes.

The recommended configuration for this intersection is shown below.

Page 13 TABLE 3 ROUTE 10 SUPERSTREET PROJECT CRITICAL LANE VOLUME (CLV) ANALYSIS - Rivers Bend Blvd/Meadowville Rd Rev. Dec. 16, 2013

AM Peak Hour PM Peak Hour Intersection 2036 Build Volumes 2036 Build Volumes Rivers Bend Blvd & C (0.74) C (0.73) Meadowville Rd

Legend D (0.85) = Level of Service (v/c ratio)

Notes 1) Meadowville Road is considered the EB/WB road (going to/from I-295) and Rivers Bend Blvd is considered the NB/SB Road. 2) Assume dual left turn lanes for the WB--> SB movement and dual NB right turn lanes Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

Corridor-Wide Recommendations

The Superstreet concept is a concept that can be applied to a single intersection or to an entire corridor. It works best as a corridor-wide treatment, with drivers getting used to the idea that at any given intersection on Route 10, drivers cannot make a direct left turn onto Route 10. This also significantly increases the throughput capacity for the entire corridor, as each signal within the corridor is a simple two-phase signal that is the hallmark of a superstreet configuration.

The Route 10 corridor from I-95 to I-295 can be divided into three basic sections:

Section 1, I-95 to Ware Bottom Springs Road - This is the section that is currently completing construction now as an eight-lane conventional (non-superstreet) divided roadway. It is recommended that the County monitor traffic flow after construction is complete and consider converting the corridor to a superstreet corridor in the future, following superstreet implementation in Sections 2 and 3.

Section 2, Ware Bottom Springs Road to Rivers Bend Blvd – This is the current design project.

Because the CLV analysis determined that an eight-lane superstreet was required for Route 10 at the Meadowville/Old Bermuda Hundred Road intersection, and because Section 1 is finishing construction as an eight-lane highway, it is recommended that Section 2 also be constructed as an eight-lane superstreet roadway for the purposes of continuity. At the unsignalized intersections and entrances along Route 10, left turns out should be banned, and U-turn crossovers should be strategically placed throughout the corridor to minimize driver inconvenience and support future development of the corridor.

Section 3, Rivers Bend Blvd to I-295 – This section is currently a six lane divided roadway. The traffic volumes on this section are projected to be significantly less than Sections 1 and 2, since a very large volume of traffic is turning off of Route 10 and onto Rivers Bend Blvd (for traffic coming to/from I-295 north or the Meadowville Technology Park). It is recommended that this section ultimately be converted to a six-lane superstreet corridor. Superstreet treatment could be implemented at the Bermuda Orchard Lane and Kingston Ave signals (although further analysis would be needed at the Kingston Ave signal due to its proximity to the I-295 interchange).

Page 15 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

VISSIM Analysis

The VISSIM traffic analysis/microsimulation program was used to analyze 2036 “Base” (conventional widening without superstreet), the Superstreet/Conventional, and Superstreet/Superstreet conditions. VISSIM is a powerful tool, significantly more sophisticated than the CLV analysis, that can be used to very accurately model anticipated traffic flow and show high-quality animations.

Travel Time Analysis The Measure of Effectiveness (MOE) used to compare the different scenarios was average travel time. For any two given points A and B, VISSIM records each vehicle that passes by both points and calculates the average travel time to get from point A to point B.

The advantage to this method is that it takes into account the changes in travel routes due to the Superstreet configuration. For example, when calculating travel times for the left turn exiting Sheetz/CVS, point A is a point south of Route 10 and point B is a point west of Rivers Bend Blvd. In the Base configuration, this movement is a standard left turn where drivers encounter one traffic signal. However, in the Superstreet configuration, drivers encounter three separate signals when completing this movement.

AM peak hour comparison In 2036 Base AM conditions, the VISSIM analysis shows significant congestion, with both directions of Route 10 and NB OBH Road experiencing the most significant queues. At times, the WB queue at the intersection of Route 10 & Meadowville Road/OBH Road extends back to the intersection of Rivers Bend Blvd, which causes operational problems with the signal. Due to the longer signal timings, NB OBH Road experiences major queues as well. The VISSIM Analysis also showed significant queuing along EB Route 10 for the left-turn movement to Meadowville Road, which led to the blocking of through traffic.

The 2036 AM Superstreet VISSIM animation is significantly less congested, with no significant queuing or major congestion.

The AM peak hour travel time comparison (shown in Table 4) shows an overall travel time savings on Route 10 (from west of Rivers Bend Road to east of Rivers Bend Blvd) with the implementation of the superstreet. On EB Route 10, the Superstreet/Superstreet condition is expected to see an approximate 10% decrease in travel time, while the travel times are expected to remain about the same between the base network and the Superstreet/Conventional condition. On WB Route 10, there are expected to be more dramatic improvements. The Superstreet/Superstreet condition is expected to see an approximate 74% decrease in travel time and the Superstreet/Conventional condition would see a 37% decrease.

Page 16 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013

There are also travel time savings for individual movements with both the Superstreet/Conventional and Superstreet/Superstreet configurations as compared to the base condition. In particular, at the Route 10 & Meadowville Road intersection, the very heavy EB left turn and the WB left turn movements see substantial travel time savings. At the Route 10 & Rivers Bend Blvd intersection, the travel times indicate that the conventional intersection generally works better than the base condition, however it is less optimal than the superstreet intersection configuration.

The superstreet does result in some worsening of travel times for left turns and thru movements from the minor street. For example, at the Route 10 & Meadowville Road intersection, while the average travel time decreases for the NB thru movement, it increases for the SB thru movement for both scenarios.

Although the intersection configuration is the same at Route 10 & Meadowville Road in both build scenarios, there is a difference in travel time results because different signal timings and offsets are coded into the VISSIM network. This was done to coordinate with the conventional versus superstreet intersection at Rivers Bend Blvd. Generally, although the numerical results are different, the same trends exist when comparing to the Superstreet/Superstreet scenario and the Superstreet/Conventional scenario to the base scenario.

PM peak hour comparison In 2036 Base PM conditions, the VISSIM analysis shows significant congestion, with Meadowville Road WB backing up from Route 10 all the way past Rivers Bend Blvd and most of the way to the I-295 interchange. The VISSIM analysis also showed significant backups on Route 10, which queues at times spilling out of left turn bays and blocking through traffic on Route 10.

The 2036 PM Superstreet VISSIM animation is significantly less congested, with no significant queuing or major congestion.

Under both the Superstreet/Superstreet and the Superstreet/Conventional scenarios, compared to base conditions, the travel time comparison (shown in Table 5) shows an overall travel time savings on Route 10 (from west of Rivers Bend Road to east of Rivers Bend Blvd) in both directions. On EB Route 10, the Superstreet/Superstreet condition is expected to see an approximate 25% decrease in travel time, and the Superstreet/Conventional Condition would see a 20% decrease. On WB Route 10 the Superstreet/Superstreet condition is expected to see an approximate 47% decrease in travel time and the Superstreet/Conventional condition would see a 32% decrease.

There are also travel time savings for many individual movements with both the Superstreet/Conventional and Superstreet/Superstreet scenarios. At Route 10 & Meadowville Road, the EB and WB left turn movements see substantial travel time savings which are also

Page 17 Route 10 Widening, Bermuda Triangle Road to Rivers Bend Blvd Chesterfield County – UPC 101020 Traffic Technical Memo – Rev. December 16, 2013 seen in the AM peak hour, but in addition the very heavy SB right turn movement sees improvement during the PM peak hour as well. At the Route 10 & Rivers Bend Blvd intersection, the travel times indicate that the conventional intersection would operate acceptably and as expected would have delays that are higher on the Route 10 approaches and lower on the side street approaches as compared to the superstreet intersection configuration.

The superstreet does result in some worsening of travel times for left turns and thru movements from the minor street. At the Route 10 & Meadowville Road intersection, the NB movements all show a worsening of travel times, most notably the NB thru movement.

Queue Length Analysis Queue evaluation was also performed in VISSIM for the 2036 Superstreet/Conventional condition, as shown in Table 6. In VISSIM, the back of the queue is defined as the distance from the stop bar to the last vehicle that still meets the queue condition, though other vehicles in between those two points may no longer meet the queue condition. In VISSIM, by default, a vehicle is in the queue condition once it has slowed to less than 3.1 mph and until it exceeds the end queue speed of 6.2 mph. This queue interval is reasonable for the Route 10 corridor.

VISSIM does not report a 95th percentile queue as is typically used for queue length and turn lane length analysis. Instead, VISSIM reports the average and maximum queue lengths. For each peak hour of analysis, these values are the average queue length over the entire course of the hour and the absolute maximum queue length at any point during the hour. The maximum queue lengths are provided for the purpose of information only, not for design. For example, at the Route 10 and Rivers Bend Boulevard intersection during the PM peak hour, the WB left turn average queue length is measured at 400 feet but the maximum queue length at some point during the hour is 1,300 feet. This lengthy maximum queue for the WB left turn movement occurs because a vehicle, destined to turn left, at some point stops behind a WB thru vehicle in the queue for the signal. It does not indicate that the WB left turn lane should be designed as 1,300 feet long.

Through visual observations of the VISSIM simulation, no excessive queues are expected in the Superstreet/Conventional scenario in the AM or PM peak hour as queues clear out at the end of each cycle.

Page 18 TABLE 4 - Route 10 Superstreet - AM Travel Time Comparison

2036 Superstreet Comparison 2036 Base Network Comparison 2036 Superstreet Network Riversbend Blvd (Superstreet with RBB (Widening Only) (Superstreet vs. Base) Conventional Network Conventional vs. Base) Movement Approach Movement Approach Movement Approach Movement Approach Movement Approach Travel Time Travel Time Travel Time Travel Time Travel Time Time Change Time Change Time Change Time Change Travel Time [sec] Int. Road Movement [sec] [sec] [sec] [sec] [sec] [sec] [sec]* [sec] [sec]* WBR 117.5 62.4 46.7 -55.2 -70.8 Route 10 WBT 130.4 131.9 82.3 81.5 53.7 54.0 -48.2 -50.4 -76.7 -77.9 WBL 153.8 73.4 58.8 -80.4 -95.1 EBR 44.8 43.9 47.0 -0.9 2.2 Route 10 EBT 51.3 77.2 52.5 54.8 55.9 66.2 1.2 -22.4 4.6 -10.9 EBL 128.2 59.4 86.5 -68.8 -41.8 Road NBR 54.4 59.2 53.0 4.8 -1.4 Old Bermuda NBT 162.6 127.2 142.2 116.9 115.8 96.3 -20.4 -10.3 -46.8 -30.9 Hundred Road NBL 113.4 159.5 119.1 46.1 5.7

Route10 & Meadowville SBR 58.3 66.2 71.4 8.0 13.2 Meadowville Road 67.1 82.0 97.3 14.9 30.2 Road/Old Bermuda Road/Old Hundred SBT 95.5 134.6 185.6 39.1 90.1 EBR 27.7 17.1 18.2 -10.6 -9.6 Route 10 EBT 36.9 42.8 27.5 32.5 32.7 39.2 -9.3 -10.2 -4.1 -3.6 EBL 75.1 60.1 75.1 -15.0 0.0 WBR 49.5 29.4 66.3 -20.1 16.8 Route 10 WBT 68.5 68.7 30.6 31.5 69.5 70.4 -37.9 -37.2 1.0 1.7 WBL 94.7 67.7 106.5 -27.0 11.8 NBR 70.3 25.5 74.3 -44.8 4.0

Boulevard Sheetz/CVS NBT 61.6 66.8 110.4 96.9 56.2 58.9 48.8 30.2 -5.4 -7.9 NBL 68.6 113.4 54.5 44.8 -14.0 SBR 46.3 53.0 18.9 6.7 -27.4 Route10 &Rivers Bend Rivers Bend Blvd SBT 99.0 65.2 137.4 79.3 85.9 42.3 38.3 14.2 -13.1 -22.9 SBL 105.7 147.8 103.2 42.1 -2.5

% Time Change Base Superstreet Overall Travel Times % Time (Superstreet Network Network Change with RBB RBB Conv (Superstreet vs. Conventional vs. Network Base) Base) Eastbound Route 10 87.9 79.6 87.0 -10% -1% Westbound Route 10 196.8 112.9 123.6 -74% -37%

Red numbers indicate an increase in travel time TABLE 5 - Route 10 Superstreet - PM Travel Time Comparison

2036 Superstreet Comparison 2036 Base Network Comparison 2036 Superstreet Network Riversbend Blvd (Superstreet with RBB (Widening Only) (Superstreet vs. Base) Conventional Network Conventional vs. Base) Movement Approach Movement Approach Movement Approach Movement Approach Movement Approach Travel Time Travel Time Travel Time Travel Time Travel Time Travel Time Time Change Time Change Time Change Time Change Int. Road Movement [sec] [sec] [sec] [sec] [sec] [sec] [sec] [sec]* [sec] [sec]* WBR 79.4 42.1 39.3 -37.3 -40.1 Route 10 WBT 98.1 101.1 68.6 70.2 68.6 68.4 -29.5 -31.0 -29.6 -32.8 WBL 130.9 85.4 66.9 -45.5 -64.0 EBR 59.8 54.5 54.7 -5.4 -5.1 Route 10 EBT 56.1 96.8 50.8 55.5 52.9 62.5 -5.3 -41.3 -3.2 -34.3 EBL 216.0 68.2 88.8 -147.8 -127.2

Road NBR 42.0 70.1 63.0 28.2 21.0 Old Bermuda NBT 66.2 59.3 152.6 125.0 109.8 94.1 86.4 65.7 43.6 34.8 Hundred Road NBL 132.3 193.1 150.7 60.7 18.3

Route 10 & Meadowville &Meadowville 10 Route SBR 148.1 99.8 82.9 -48.3 -65.2 Meadowville Road 158.0 122.8 106.5 -35.2 -51.5

Road/Old Bermuda Hundred Hundred Bermuda Road/Old SBT 192.3 204.5 190.7 12.2 -1.7 EBR 28.4 18.3 21.7 -10.1 -6.8 Route 10 EBT 44.8 48.6 25.4 27.0 29.6 36.4 -19.4 -21.6 -15.2 -12.2 EBL 85.5 41.7 90.8 -43.8 5.3 WBR 119.4 59.6 92.0 -59.8 -27.4 Route 10 WBT 143.1 143.8 57.5 58.7 94.1 95.0 -85.6 -85.1 -49.1 -48.8 WBL 188.9 95.9 129.2 -93.0 -59.7 NBR 80.2 24.9 75.7 -55.3 -4.6

Boulevard Sheetz/CVS NBT 68.8 77.8 128.1 99.2 57.4 65.6 59.3 21.4 -11.4 -12.2 NBL 87.0 127.8 66.0 40.8 -21.0 SBR 43.9 72.0 19.2 28.1 -24.7 Route 10 & Rivers Bend Bend &Rivers 10 Route Rivers Bend Blvd SBT 84.6 66.4 123.7 98.6 69.7 44.0 39.1 32.2 -14.9 -22.3 SBL 104.8 145.7 87.9 40.9 -16.9

% Time Change Base Superstreet RBB Conv. Overall Travel Times % Time (Superstreet Network Network Network Change with RBB (Superstreet vs. Conventional vs. Base) Base) Eastbound Route 10 100.7 75.8 80.5 -25% -20% Westbound Route 10 239.3 126.8 163.2 -47% -32%

Red numbers indicate an increase in travel time TABLE 6 - Route 10 Queue Measurements for 2036 Superstreet/Conventional Conditions

AM PEAK PM PEAK Average Max Average Max Int. Road Movement Queue (ft) Queue (ft) Queue (ft) Queue (ft) WBR 13.74 479.32 139.82 705.68 Route 10 WBT 37.86 595.76 220.58 822.48 WBL 5.08 112.7 138.44 944.68 EBR 96.78 419.56 25.98 352.68 Route 10 EBT 168.26 541.24 62.9 369.26 EBL 247.12 651 125.84 470.8 Road Old Bermuda NBR 127.92 527.6 71.12 344.2 Hundred Road Route&Meadowville 10

Road/OldBermuda Hundred Meadowville Road SBR 64.56 496.94 241.02 861.34

EBR 86.38 403.36 83.4 216.76 Route 10 EBT 86.38 403.36 83.4 216.76 EBL 86.38 403.36 83.4 216.76 WBR 129.78 677.48 337.42 1301.52 Route 10 WBT 134.36 675.58 339.18 1299.62 WBL 136.36 676.18 339.62 1300.22 NBR 33.42 183.94 54.84 221.7 Sheetz/CVS NBT 28.1 176 48.2 213.7 NBL 28.1 176 48.2 213.7 SBR 0 4.78 4.72 127.82 Rivers Bend Blvd SBT 22.66 152.58 52.16 234.2

Route 10 & Rivers Bend RouteBoulevard &Rivers 10 SBL 22.66 152.58 52.16 234.2 WBT 10.54 398.08 9.72 277.62 Route 10

Eastern U-Turn 25.76 266.62 8.8 148.86 Crossover EBT 88.82 532.06 105.76 507.52 Route 10 U-Turn 87.88 246.46 129.7 335.56 Western Crossover EBL ------Meadowville Road EBT 114.32 656.48 38.26 301.3 EBR 90.82 618 18.54 258.14 WBL 43.22 202.24 90.4 681.74 Meadowville Road WBT 43.22 202.24 90.4 681.74 WBR ------NBL 29.8 262.18 43.74 207.96 Meadowville Road Rivers Bend Rivers Blvd & Rivers Bend Blvd NBT ------NBR 47.46 300.78 43.74 207.96

F ILE NA M E : $ F ILE $ P L O TTE D : $ DA TE $ O P E R A T O R : $ U S E R NA M E $ 2 : 14 : 59 P M U T 10 corridor. background growth,butnotfulldevelopment oftheentireRoute full build-outoftheMeadowvilleTechnology Parkaswell NOTE: Volumes(developedbyCounty) representscenariowith - u r n 35 2905 C r o ss ov e r 3905

35 R v e r s B e nd R d 80 i ( S R 4855 ) 2860 45

O 3905 ld B U T R - u r n o e r C o ss ov e a m 195 2905 r r d ( ud S a 10 R H 2535 620 und 1350 215 ) r e CHESTERFIELD COUNTY,VA d ROUTE 10WIDENING

680 830

165 2270 460

M

2755 ea 460 do U - T u r n X ov e r / w v ill Ing e R o a d e R d 110 2435 (SUPERSTREET/SUPERSTREET) 2036 BUILD-BALANCED 1805 2250

450 115

TRAFFIC VOLUMES 5

AM PEAKHOUR 355

825 5 350 FIGURE 3A

535 S h ee t z / C V S 65 2190 85 S 95 ( un S s R e t 769 B R 2270 lvd ) iv

75 e T ( r O S s R U T u n I- - r B 295 4840 e C n r o ss ov e r 2265 d E x it ) B 16 lvd F ILE NA M E : $ F ILE $ P L O TTE D : $ DA TE $ O P E R A T O R : $ U S E R NA M E $ 2 : 15 : 08 P M U T 10 corridor. background growth,butnotfulldevelopment oftheentireRoute full build-outoftheMeadowvilleTechnology Parkaswell NOTE: Volumes(developedbyCounty) representscenariowith - u r n 20 4555 C r o ss ov e r 3175 40 R v e r s B e nd R d 80 i ( S R 4855 ) 4495 30

O

ld 3175 B R o e r U - T u r n a m C o ss ov e d 465 4525 r r ud ( S a R H und 2230 620 545 865 ) r e CHESTERFIELD COUNTY,VA d ROUTE 10WIDENING

440 2060

295 2930 280

M

2385 ea 285 do U - T u r n X ov e r / w v ill Ing e R o a d e R d 195 3220 (SUPERSTREET/SUPERSTREET) 10 2036 BUILD-BALANCED 1140 2105 285

190 TRAFFIC VOLUMES 5

PM PEAKHOUR 500

2025

35 495

FIGURE 3B

425 S h ee t z / C V S 95 2915 140 S 160 ( un S s R e t 769 B R

2150 l ) vd i

115 v e T ( r O S s R U T u n I- - r B 295 4840 e C n r o ss ov e r 3035 d E x it ) B 16 lvd F ILE NA M E : $ F ILE $ P L O TTE D : $ DA TE $ O P E R A T O R : $ U S E R NA M E $ 2 : 15 : 21 P M U T 10 corridor. background growth,butnotfulldevelopment oftheentireRoute full build-outoftheMeadowvilleTechnology Parkaswell NOTE: Volumes(developedbyCounty) representscenariowith - u r n 35 2905 C r o ss ov e r 3905

35 R v e r s B e nd R d 80 i ( S R 4855 ) 2860 45

O 3905 ld B U T R - u r n o e r C o ss ov e a m 195 2905 r r d ( ud S a 10 R H 2535 620 und 1350 215 ) r e CHESTERFIELD COUNTY,VA d ROUTE 10WIDENING

680 830

165 2270 460

M

2755 ea 460 do U - T u r n X ov e r / w v ill Ing e R o a d e R d 2435 (SUPERSTREET/CONVENTIONAL) 2036 BUILD-BALANCED 1805 2170 450 TRAFFIC VOLUMES

85 5

AM PEAKHOUR 245

30 825 5 350

FIGURE 4A 80

50 535 S h ee t z / C V S 25 65 2140 60 S 20 ( un S s R e t 769 B R lvd ) iv e T ( r O S s R I- B 2270 295 4840 e n 2265 d E x it ) B 16 lvd F ILE NA M E : $ F ILE $ P L O TTE D : $ DA TE $ O P E R A T O R : $ U S E R NA M E $ 2 : 17 : 09 P M U T 10 corridor. background growth,butnotfulldevelopment oftheentireRoute full build-outoftheMeadowvilleTechnology Parkaswell NOTE: Volumes(developedbyCounty) representscenariowith - u r n 20 4555 C r o ss ov e r 3175 40 R v e r s B e nd R d 80 i ( S R 4855 ) 4495 30

O

ld 3175 B R o e r U - T u r n a m C o ss ov e d 465 4525 r r ud ( S a R H und 2230 620 545 865 ) r e CHESTERFIELD COUNTY,VA d ROUTE 10WIDENING

440 2060

295 2930 280

M

2385 ea 285 do U - T u r n X ov e r / w v ill Ing e R o a d e R 3220 d (SUPERSTREET/CONVENTIONAL) 10 2036 BUILD-BALANCED 1140 2105 285 140 TRAFFIC VOLUMES 5

PM PEAKHOUR 305

50 2025

35 495

FIGURE 4B 145

55 425 S h ee t z / C V S 60 95 2860 80 S 45 ( un S s R e t 769 B R lvd ) iv e T ( r O S s R I- B 2150 295 4840 e n 3035 d E x it ) B 16 lvd