JANUARY 2021 FINAL REPORT
CONTENTS Introduction 3 INTRODUCTION Study Background 4
A Public Process ...... 6 THIS REPORT compiles the results of the This effort is the product of collaboration between th Virginia Department of Transportation (VDOT) th 5 Street Corridor Study and includes: Why 5 Street and Why Now? 10 and its regional and local partners. VDOT and its partners engaged the community at each stage Findings from the study, which examined How Did We Evaluate Alternatives? 17 of the study. Community input helped inform existing and future conditions for 5th Street the vision for 5th Street as a complete street that between Harris Road in Charlottesville and What Are The Alternatives? 19 supports development and provides safe and Ambrose Commons Drive in Albemarle comfortable travel for all uses and users of the County Comparing The Alternatives ...... 38 roadway. Recommendations for: Study Recommendations ...... 43 z Two signalized intersection improvements Implementing Recommendations z One roundabout conversion On 5th Street 48 z One restricted crossing u-turn (RCUT) Be A Champion For 5th Street! 49 conversion z Consistent, continuous bicycle and What can the 5th Street Study Recommendations Achieve? 50 pedestrian facilities z A Project Development and Environment Study for a redesign of the 5th Street and I-64 interchange z Multimodal network connections at Sunset Avenue Extended Bridge, from Stribling Avenue to Sunset Avenue, and via the Biscuit Run Stream Valley Trail
Next steps for implementing the recommendations
THANK YOU to all the 5th Street stakeholders, community champions, and citizens for your participation in and support of the 5th Street Corridor Study! Your contributions will help transform 5th Street into an even more vibrant, accessible, and healthy corridor.
City of Charlottesville
Albemarle County
The Thomas Jefferson Planning District Commission
The Charlottesville-Albemarle Metropolitan Planning Organization
Charlottesville Area Transit
The 5th and Avon Community Advisory Committee
2 | 5th Street Corridor Study 5th Street Corridor Study | 3 Figure 1 STUDY BACKGROUND Study Area Map
Questions this Section Answers: Why did VDOT conduct the 5th Street Corridor Study? Where did the study occur? Which regional partners supported VDOT during the study?
The purpose of the 5th Street (Route 631, 5th Street Extended, Old Lynchburg Road) corridor study Study Location and Timeline was to identify and advance solutions that foster safe and comfortable travel for all roadway The 5th Street corridor runs from Harris Road in the users, to arrive at a shared vision for the 5th Street City of Charlottesville to Ambrose Commons Drive corridor, and to better define how the corridor in Albemarle County, as shown in Figure 1. The can evolve as development changes the street’s street balances two roles as a regional crossroads character and travel demands along it. via an interchange with Interstate 64 (I-64) and a shopping, employment, educational, and The completed study provided a clear recreational destination for people living on and understanding of: near the corridor.
Multimodal travel needs in the corridor VDOT conducted the study between October 2019 and August 2020 (see schedule in ). The range of potential solutions and potential Figure 2 benefits and impacts of those solutions A preferred set of alternatives that are A Regional Opportunity implementable and supported by VDOT and Figure 2 1 Evaluate Existing VDOT, Charlottesville, and Albemarle County its partner agencies Study Schedule Traffic, Safety, and have advanced a number of transportation Development initiatives through Virginia’s SMART SCALE funding 2 Develop Goals program over the past three years, including and Objectives the Route 250 roundabout in Albemarle County and the Route 29/Hydraulic Road intersection in Charlottesville. The 5th Street corridor presents 3 Develop Alternatives KEY TAKEAWAYS FROM another important opportunity for VDOT’s partners to address regional mobility challenges. THIS SECTION: 4 Evaluate Alternatives VDOT convened a stakeholder group to represent The study’s purpose is to develop a local partners and serve as a sounding board shared vision for the corridor and for each step of the study. Stakeholder group 5 Revise th transportation solutions to help 5 Street members represented Charlottesville, Albemarle Alternatives adapt to new development. County, the Thomas Jefferson Planning District Community The study covered 5th Street between Commission (TJPDC), the Charlottesville- Albemarle Metropolitan Planning Organization Engagement – Harris Road in Charlottesville and Web Site (CA-MPO), Charlottesville Area Transit (CAT), and Ambrose Commons Drive in Albemarle the 5th and Avon Community Advisory Committee. Winter Spring Summer County. The stakeholder group guided the study and 2019 2020 2020 Stakeholders from Charlottesville, helped identify and evaluate alternatives that Albemarle County, TJPDC, CA-MPO, would best serve the communities living along th CAT, and the 5th and Avon Community 5 Street and the greater region. = Stakeholder = Public Meeting Advisory Committee participated. Group Meeting
4 | 5th Street Corridor Study 5th Street Corridor Study | 5 A PUBLIC PROCESS
Questions this Section Answers: How did VDOT engage local and regional decision-making entities in the study? How did they engage community members?
VDOT established early and continuous engagement through the public involvement Public Outreach process. The process engaged a diverse group The study team gathered input and feedback of community members through a variety from the public throughout the study through a of channels and opportunities. The Phase 1 mix of in-person and online outreach activities. and Phase 2 Public Engagement Technical Memorandums provide detailed summaries of each phase of the public engagement process. Community Meetings
The study team held community meetings at two Stakeholder Group Meetings key phases of the study. The first set of meetings were held to vet the study’s draft vision, goals, The study team met with the stakeholder and objectives. The second meeting gathered group three times at key study milestones. The Goals and Priorities meeting community feedback on the study alternatives. stakeholder group helped establish the study’s vision, goals, and objectives; helped identify Phase 2 Alternatives Survey alternatives; and provided feedback during Phase 1 Goals and Priorities Meetings Study Website and Online the alternatives analysis process. Members of The alternatives survey sought public feedback The study team conducted focused community Surveys th the stakeholder group helped develop the final engagement meetings with two key community on the 5 Street corridor alternatives (discussed in greater detail in Section 6). The study team set of alternatives for the study. The stakeholder groups: the 5th and Avon Community Advisory Study-related information, such as background, collected over 900 responses to this survey. group meetings helped VDOT gather helpful Commission and Southwood neighborhood memoranda, and answers to frequently asked feedback and provided an additional line of residents. The goals for these meetings included questions, were posted to a dedicated website. communication between the study team, 5th reviewing and vetting the study planning Street communities, and local leadership bodies. process, vision, goals, and objectives, and issues The study team developed two online interactive and opportunities identified through existing surveys to solicit public input on the study’s goals, conditions data collection and analysis. Both needs, and alternatives. meetings were held in February 2020. Twenty people attended the 5th and Avon Community Phase 1 Goals and Priorities Survey Advisory Commission meeting and ten people attended the Southwood meeting. The goals and priorities survey opened in February 2020, coinciding with the Phase 1 goals and Phase 2 Alternatives Meeting priorities meetings. The survey sought public KEY TAKEAWAYS FROM feedback on the study goals and objectives, The study team conducted an online public along with input on multimodal issues and THIS SECTION: meeting with community members in June 2020 th opportunities on 5 Street. Over 1,200 people A stakeholder group made up of local to present and solicit feedback on the alternatives participated in the survey, and eighty percent of and regional agencies gave feedback at being considered. The public meeting format participants reported living in one of the two zip each stage of the study. transitioned from in-person to online due to the codes alongside the 5th Street study corridor. The COVID-19 pandemic and related restrictions results were used to finalize the study vision, goals, VDOT gathered input on study goals, on in-person gatherings. Seventy-nine people and objectives and to inform the initial study priorities, and alternatives through participated. alternatives (discussed in greater detail in sections community meetings and online surveys. 4 and 5). Stakeholder Group field visit
6 | 5th Street Corridor Study 5th Street Corridor Study | 7 COMMENTS ON EXISTING CONDITIONS COMMENTS ON ALTERNATIVES 1,200+ Survey Responses 900+ Survey Responses If multi-use is only Fix it so a kid can ride from one side, it isn’t as clear that As a bike commuter, I want the one is deemed acceptable for southwood to the downtown mall option of riding on the street on a bike- we could do it if we really all users while one is prioritized for so that I can follow the traffic wanted to. pedestrians. Clear signage needed rules. That ends up being to clarify and recommend more efficient. multi-use path route. Too much speeding, too little of everything else (bus service, bike lanes, There needs to be room The single biggest Diverging Diamond sidewalks, safe pedestrian may be a good long- for bikes and pedestrians that is crossings) improvement needed term option for congestion separated from the cars. is crossing 64. reduction and bike-ped safety, but it sure looks like it will be Many times I have seen confusing at the start. pedestrians, including moms Good buffer with baby strollers walking between motorist and non- along the side of the street I won’t ride unless motorist and people on / no sidewalks. Scary! things are improved... Congestion [at 5th Street sidewalks. Good thing there is two sidewalks for people Station Parkway] is preferable, as too dangerous! going in different directions. it encourages people to choose walking and cycling, and slows down remaining motor traffic, Roundabouts Leaving as is which improves safety. would be I love having the will prevent many people a welcome availability of 5th Street Station from using but hate all the congestion it Bike lanes should alternative transportation solution! has caused. be protected from for safety fears. vehicular traffic where possible. Bicycles Many days I see travel quietly and much people walking There is no safe way faster than pedestrians — This on the shoulder. to walk from Ambrose do not mix the two! [Old Lynchburg Road] Commons to 5th Street is a location where a Station Parkway. roundabout would be helpful and more worth the expense.
8 | 5th Street Corridor Study 5th Street Corridor Study | 9 TH Figure 3 WHY 5 STREET AND WHY NOW? Land Use
Questions this Section Answers: What are the land use and transportation challenges facing 5th Street today? What opportunities exist to address these challenges?
The study team reviewed existing conditions on 5th Street is the major north-south 5th Street to understand land uses, multimodal connection between Charlottesville and travel patterns, and safety trends. The Existing Albemarle County south of I-64. The only and Future No-Build Conditions Technical other connecting street is Old Lynchburg Memorandum provides the full details of the Road. Solutions that consider network- existing and future no-build conditions analysis. level connections are urgently needed (see Figure 6). Corridor Challenges The top four transportation problems survey participants observed along the As a key regional connector and a local study corridor included traffic congestion, destination, 5th Street serves dual roles—it faces location and quality of sidewalks, speeding, unique challenges in balancing those roles: and location of pedestrian crossings (see Figure 7). I-64 serves as a literal barrier on 5th Street and signifies the shift between the denser, more commercial northern half of the corridor and the more residential southern half of the corridor (see Figure 3). Figure 4 Sidewalks and bike lanes are inconsistent Bicycle and and incomplete along 5th Street, and do Pedestrian not provide the level of safety or comfort Facilities necessary to foster walking and biking on the street (see Figure 4). Angle crashes are the most common crash type on the corridor and resulted in a higher proportion of fatalities and injuries than other reported crash types (see Figure 5).
10 | 5th Street Corridor Study 5th Street Corridor Study | 11 Figure 5 Figure 7 Crash Type/ Transportation Traffic congestion 6 Rear nd 1 Severity Problems Location and uality of sidewalks 56
Speeding 555
Location of pedestrian crossings (crosswalks) Angle 9 9 1 546 Location and uality of bicycle facilities 4
Roadway lighting Sideswipe - Same Direction 15 1 Access to properties along the corriodor
Streetscaping/landscaping
uality of bus stops Fixed Ob ect - Off Road 12 School traffic
Fre uency of bus service Other 5 4 6
4 6 With one notable exception (the intersection Corridor Opportunities th th Property Damage Only In ury Fatality of 5 Street and 5 Street Station Parkway), excessive delay at corridor intersections is The study team collected and analyzed various limited to three corridor intersections during data to better understand the opportunities either the weekday a.m. or p.m. rush hour along the corridor. The data clarified shared (see . Figure 6 stakeholder and community perceptions related Figure 11) Effective to the 5th Street corridor. The communities adjoining 5th Street have a higher percentage of households Network With Despite inconsistent, incomplete sidewalks living below the poverty line than the Parcels and bicycle facilities and long wait times at Charlottesville Metropolitan Statistical Area less comfortable transit stops, several corridor (MSA), but a lower percentage of zero-car CAT stops experienced high weekday households than the Charlottesville MSA. boardings in 2018 (see Figure 8). This highlights an opportunity to provide increased multimodal options to households Thirty-four percent of survey participants burdened by the combined cost of housing reported that they walk and/or bike on 5th and transportation (see Figure 12). Street (see Figure 9). Nearly all (96%) corridor crashes over the past five years of available data occurred at intersections, and a majority of crashes occurred at signalized intersections (69%) (see Figure 10).
12 | 5th Street Corridor Study 5th Street Corridor Study | 13 Figure 8 Figure 10 Transit Ridership Crash Location
Figure 9 F i g u re 11 How Survey Existing Respondents Drive alone 119 Operational th Conditions Travel Along 5 Carpool 29 Street Bicycle 215
alk 21
Taxi/ ber/Lyft 11
Bus 5
A T Paratransit
4 6 4
14 | 5th Street Corridor Study 5th Street Corridor Study | 15 Figure 12 Demographics HOW DID WE EVALUATE ALTERNATIVES? 5th Charlottesville Street MSA irginia Questions this Section Answers:
ero Car How did VDOT develop the study vision, goals, and objectives? ouseholds . 0 .00 .20 How was the alternatives analysis informed by them?
ouseholds Living Goals and Objectives Below of the 15.50 12. 0 11.00 Poverty Line The study team and stakeholder group developed the effectiveness of potential multimodal a project vision, goals, and objectives based on alternatives. Figure 13 presents the project goals the issues and opportunities identified through developed with the stakeholder group. the existing conditions analysis. These goals and Source: American Community Survey, 5-Year Estimates 2018 objectives formed the framework for measuring (Census block group level)
Figure 13 Vision and Goals Infographic
5th Street is a Complete Street that supports development and provides safe and comfortable travel for all uses and users of the roadway
Support KEY TAKEAWAYS FROM Improve Safety Economic THIS SECTION: and Comfort Development 5th Street has a rural-suburban cross- section and nearby communities are growing denser. This mismatch poses safety and mobility challenges. 5th Street and I-64 are the only major connectors serving communities on and Manage Support Environmental south of the corridor, which places strain Congestion Sustainability and on 5th Street. Community ealth Many challenges facing 5th Street relate to safety, comfort, and mobility.
Intersection of 5th Street and Old Lynchburg Road
16 | 5th Street Corridor Study 5th Street Corridor Study | 17 Screening Criteria
The study team developed screening criteria WHAT ARE THE ALTERNATIVES? and tied them to each of the project goals and objectives. The alternatives analysis was based primarily on the screening criteria, planning- Questions this Section Answers: level estimates of probable cost, and community feedback (see Figure 14). How did VDOT develop the alternatives for 5th Street? What are the alternatives for 5th Street? th Figure 14 This section describes the outcomes from the 5 Street north of I-64 (suburban commercial) alternative development process. VDOT and the th Alternatives Evaluation Process 5 Street at the I-64 interchange (highway study team aimed to develop feasible alternatives commercial) that would be supported by stakeholders and meet the study’s goals and objectives. 5th Street south of I-64 (suburban residential) The Identification of Alternatives Technical Screening Memorandum provides full-size illustrations of The team developed intersection-specific Criteria all intersection and cross-section alternatives alternatives at key locations within each section. developed for the study. Alternatives related to the 5th Street cross-section were developed for 5th Street north of I-64 and th Alternatives 5 Street south of I-64. Improve Safety Analysis Transportation Solutions for and Comfort th Manage 5 Street Congestion The study team divided the 5th Street corridor into Support Initial Preferred Costs Economic GOALS Alternatives Alternatives three sections based on transportation and land Development use context (see Figure 15):
Support Environmental Sustainability and Figure 15 Community ealth Community Input Corridor Sections
KEY TAKEAWAYS FROM THIS SECTION: Findings from the existing conditions analysis, stakeholder group, and community feedback shaped the study vision, goals, and objectives. Screening criteria related to each goal and its objectives informed alternatives analysis.
18 | 5th Street Corridor Study 5th Street Corridor Study | 19 The study team also identified network turn lane onto Harris Road. Existing bike lanes at th alternatives that could bridge the gap in the the intersection are likely to be used by only the 5 Street Station Parkway Left Turn Restrictions and bicycle and pedestrian network created by I-64. most experienced bicyclists. and 5th Street Additional Turn Lane
th The study team developed one alternative The intersection of 5th Street Station Parkway The second alternative reduces intersection delay 5 Street North of I-64 consistent with recommendations from the 5th- and 5th Street presents safety challenges for all and turning movement conflicts by implementing Ridge-McIntire Multimodal Corridor Study. The intersection users and congestion challenges left-turn restrictions. Safety and congestion challenges at two th 5 Street and Harris Road Intersection Modification related to turning vehicles and long queues. The signalized intersections result in substantial delays, will: intersection experienced more crashes and more Add southbound left- and northbound right- heavy demand for turning vehicles, and long injury crashes than any other intersection on the turn lanes in to 5th Street Station Parkway. vehicle queues along this segment of 5th Street. Close the southbound channelized right-turn 5th Street corridor. Over the past five years, one Pedestrians experience long waits to cross Eliminate northbound left-turn lanes into and lane and replace with a southbound right- crash involving a pedestrian and one involving at intersections, and bicycle and pedestrian out of Willoughby Square Shopping Center. turn lane. a bicyclist occurred at the intersection. The facilities end south of 5th Street Station Parkway. intersection is a key corridor bottleneck today, There is currently no buffer between bicycle and Replace the traffic signal equipment z Northbound motorists exiting Willoughby and experiences high levels of delay during the pedestrian facilities and the roadway. and make signal timing modifications for Square Shopping Center use Harris Road weekday a.m. and p.m. rush hours. Pedestrians improved operations. to access 5th Street and drive north. experience long crossing delays at intersection th Continue separated bicycle facilities through crosswalks, and bike lanes at the intersection are Harris Road and 5 Street Add a median opening and northbound left- the intersection. likely to be used by only the most experienced turn lane into Willoughby Square Shopping th bicyclists. The intersection of Harris Road and 5 Street Center north of 5th Street Station Parkway. presents safety challenges for people driving, Figure 16 shows key elements of the Harris Road walking, biking, and waiting for the bus. The alternative. The study team developed two alternatives. Make signal timing modifications for intersection has a higher proportion of angle and improved operations. rear-end crashes than the corridor-wide average. Expand Intersection Continue separated bicycle facilities through Pedestrians experience delay at crossings and the intersection. discomfort at the southbound channelized right- The first alternative increases capacity and improves bicycle circulation. Figure 17 compares key elements of the 5th Street Station Parkway alternatives. Add turn lanes into and out of 5th Street Station Parkway. Make signal timing modifications for Figure 16 improved operations. Harris Road Continue separated bicycle facilities through Alternative the intersection.
20 | 5th Street Corridor Study 5th Street Corridor Study | 21 Figure 17 th Shared Use Path (One Side): Add a 12-foot Along 5 Street North of I-64 shared-use path to the east side of 5th Street. 5th Street Station Parkway Alternatives Today, sidewalks and bike lanes end south of 5th Sidewalk and Separated Bicycle Facility Expand Intersection Street Station Parkway. The incomplete bicycle (Both Sides): Add a 6-foot sidewalk and a and pedestrian network is disconnected from 6-foot separated bicycle facility to both sides trails, employment, and transit, discouraging of 5th Street. bicycle and pedestrian use. Existing sidewalks and Sidewalk and Shared Use Path: Add a 6-foot bike lanes do not include a buffer separating non- sidewalk to the west side of 5th Street and a motorized users from motorists, further reducing 12-foot shared-use path to the east side of comfort for non-motorized users. 5th Street. The study team developed four alternatives to compares key elements of the proposed provide consistent, continuous walking and biking Figure 18 5th Street cross-section alternatives north of I-64. facilities along 5th Street:
Sidewalk (Both Sides): Add an 8-foot sidewalk to both sides of 5th Street.
Figure 18 5th Street Cross-section Alternatives North of I-64
Left Turn Restrictions and Additional Turn Lane
22 | 5th Street Corridor Study 5th Street Corridor Study | 23 The I-64 Interchange Near-Term Interchange
Safety challenges related to heavy vehicle Alternative demand occur at both signalized ramp intersections on 5th Street at the I-64 interchange. The study team developed one near-term Long vehicle queues and high volumes of interchange alternative to improve non-motorized Figure 18 (continued) vehicles turning on and off of the I-64 interchange safety and comfort. th ramps contribute to rear-end and angle 5 Street Cross-section Alternatives crashes, respectively. This section also faces Add pedestrian crossings at interchange North of I-64 congestion challenges at the 5th Street and ramps. the I-64 eastbound ramp. Neither of the traffic Add wider pedestrian walkways on both signals at the interchange have pedestrian sides of the bridge (it is not possible to accommodations, and a narrow concrete provide a buffer between the sidewalk and walkway on the bridge is the only option for travel lanes due to space constraints). bicyclists and pedestrians traveling on the bridge. With these limited facilities, bicyclists and Cyclists using the sidewalk will be instructed pedestrians have trouble safely and comfortably to dismount and walk their bicycles across crossing over I-64. the bridge.
Since this option would require modifications to a bridge, it could take seven to 10 years from the time that a funding application is submitted to complete construction.
Figure 19 shows key elements of the near-term interchange alternative.
24 | 5th Street Corridor Study 5th Street Corridor Study | 25 Figure 19 VDOT’s Innovative Intersections and Interchanges Long-Term Interchange database provides more information about each Near-term Interchange Alternatives of interchange configurations evaluated by the Alternative study team. The study team used the VDOT Junction Screening Tool (VJuST) to evaluate alternative interchange Preliminary analysis suggests that a diverging configurations at the I-64 interchange. The diamond interchange (DDI) may be a viable following configurations were evaluated to see alternative. A DDI is a grade-separated how they would influence congestion, pedestrian interchange design where the major road, accommodations, and safety. 5th Street, crosses to the other side of the roadway between freeway ramps. This design reduces Contraflow Left Interchange vehicle conflict points, separates vehicle travel from bicycle and pedestrian travel, and reduces Displaced Left-Turn Interchange delay for cars and buses. It could take 14 to 16 Diverging Diamond Interchange years from the time that a funding application is submitted to complete construction. Double Roundabout Interchange Michigan Urban Diamond Interchange Based on the results of the VJuST analysis, the study team recommends the following next step Partial Cloverleaf Interchange to identify a long-term alternative for the I-64 Single Point Urban Interchange Interchange: Single Roundabout Interchange Conduct a full Project Development and Environment study to vet and select a preferred interchange improvement.
Figure 20 shows key elements of a Diverging Diamond Interchange and an example of a constructed DDI at I-64 and US 15 (James Madison Highway) in Zion Crossroads, VA.
26 | 5th Street Corridor Study 5th Street Corridor Study | 27 th The study team developed two alternatives to 5 Street South of I-64 improve these conditions. Figure 20INNOVATIVE INTERCHANGES Unsignalized intersections along 5th Street south Navigating a Diverging Diamond Interchange (DDI) of I-64 experience safety challenges due to Roundabout Diverging Diamond Interchange Components the roadway alignment, vehicular speeds, the The first alternative calms traffic, reduces delay, number of turning vehicles and traffic volumes. and reduces turning movement conflicts by Ǧ Depending on their level of comfort, There are no designated pedestrian crossings converting the intersection into a roundabout. cyclists may navigate the intersection on this section of the corridor, and bicycle and using vehicle or pedestrian paths h To turn left onto a freeway pedestrian facilities are missing from the south Convert unsignalized intersection to two-lane ramp from the arterial, side of 5th Street. The existing pedestrian facility äTo continue straight on the follow lane markings and th roundabout. arterial, follow lane markings on the north side of 5 Street is a mix of paved traffic signals to cross to the and traffic signals to cross to and gravel path surfaces that are not accessible Add pedestrian crossings on all four legs of left side of the arterial, and the left side of the arterial, according to the Americans with Disabilities Act the roundabout. Pedestrians use marked then turn left onto the ramp q and then cross to the right (ADA). The only buffer between the pedestrian crosswalks to safely side after passing through facility and the roadway is a guardrail. navigate the interchange the interchange Restricted Crossing U-Turn th The second alternative reduces turning movement Stagecoach Road and 5 conflicts and reduces delay on th5 Street by Street converting the intersection into a restricted crossing U-turn. The unsignalized intersection of Stagecoach Road and 5th Street experiences safety challenges and Convert unsignalized intersection to an delay related to turning vehicles. The Albemarle unsignalized restricted crossing U-turn. County Police Department directs traffic at this Conversion includes adding U-turn locations intersection during the weekday a.m. rush hour east and west of the intersection. g To turn right from a so families can turn onto Stagecoach Road from g To turn right onto a th h To turn left from a freeway ramp, freeway ramp, use the 5 Street to drop off their children at the Covenant The restricted crossing U-turn intersection (RCUT) freeway ramp from the follow lane markings and traffic signals right-turn lane like at a School. A new development on the north leg of arterial, use the right-turn is a design where all side street movements to stay on the left side of the arterial, conventional diamond the intersection will increase intersection delay lane like at a conventional begin with a right turn. Side street left-turn and and then cross to the right side after interchange diamond interchange and turning conflicts. through vehicles turn right and make a U-turn at passing through the interchange a dedicated downstream median opening to Note: For simplicity, only two directions of traffic complete the desired movement. NOT TO SCALE INNOVATIVE INTERCHANGES are shown. Opposing traffic follows similar routes. Figure 21 presents the two alternatives at Visit www.virginiadot.org/innovativeintersectionsDiverging to Diamondlearn more. Interchange (DDI) Stagecoach Road.
A DDI IS ALSO KNOWN AS:
Double Crossover I-64 at US 15 (James Madison Hwy), Zion Crossroads, VA Diamond Interchange
28 | 5th Street Corridor Study 5th Street Corridor Study | 29 Figure 21 Old Lynchburg Road and The study team developed two alternatives. th Stagecoach Road Alternatives 5 Street Roundabout Restricted Crossing U-Turn The unsignalized intersection of Old Lynchburg The first alternative calms traffic, reduces delay, Road and 5th Street experiences safety challenges and reduces turning movement conflicts by and delays due to turning vehicles. Old Lynchburg converting the intersection into a roundabout. Road and 5th Street had the highest number of crashes at an unsignalized intersection on Convert unsignalized intersection to two-lane the corridor. Angle crashes make up a higher roundabout. proportion of crashes at Old Lynchburg Road Add pedestrian crossings on all four legs of compared to the corridor-wide average. If current the roundabout. land use growth trends continue and no changes are made to the intersection aside from routine maintenance, it may experience high motor Restricted Crossing U-Turn vehicle delay during the weekday a.m. and p.m. The second alternative reduces turning movement rush hours in 2040. conflicts and reduces delay on th5 Street by converting the intersection into a restricted crossing U-turn.
Convert unsignalized intersection to an unsignalized RCUT. Conversion includes adding U-turn locations east and west of the intersection.
Figure 22 presents the two alternatives at Old Lynchburg Road.
Roundabout
30 | 5th Street Corridor Study 5th Street Corridor Study | 31 Figure 22 th The same four alternatives involving sidewalks, Along 5 Street South of I-64 bike lanes, and shared-use paths north of I-64 Old Lynchburg Road Alternatives to Old Lynchburg Road could be applied along 5th Street South of I-64 to create continuous, consistent walking and biking Restricted Crossing U-Turn Today, 5th Street south of I-64 has a mix of paved facilities on 5th Street. and gravel path surfaces on one side of the street. The incomplete bicycle and pedestrian Sidewalk (Both Sides): Add an 8-foot sidewalk network is disconnected from trails, employment, to both sides of 5th Street. and transit, discouraging bicycle and pedestrian Shared Use Path (One Side): Add a 12-foot use. The existing pedestrian network does not shared use path to the west side of 5th Street. include a buffer separating non-motorized users from motorists, further reducing comfort for non- Sidewalk and Separated Bicycle Facility motorized users. (Both Sides): Add a 6-foot sidewalk and 6-foot separated bicycle facility to both sides of 5th Street. Sidewalk and Shared Use Path: Add a 6-foot sidewalk to the west side of 5th Street and a 12-foot shared-use path to the west side of 5th Street.
Figure 23 presents the 5th Street cross-section Figure 23 alternatives south of I-64 to Old Lynchburg Road. 5th Street Cross-section Alternatives South of I-64 to Old Lynchburg Road
Roundabout
32 | 5th Street Corridor Study 5th Street Corridor Study | 33 Along 5th Street South of Old Lynchburg Road Table 1 compares existing and projected future daily traffic for th5 Street south of Old Lynchburg The study team’s traffic analysis showed that a Road. The Federal Highway Administration advises road diet is feasible along 5th Street south of Old that roadways with daily traffic equal to or less Lynchburg Road. In this scenario, the outside than 20,000 vehicles per day may be good travel lane on both sides of 5th Street would be candidates for a road diet. reallocated to non-motorized uses. With the reallocation of a travel lane, all four alternative Table 1 Existing and Projected cross-sections described above could be implemented south of Old Lynchburg Road for a Average Annual Daily Traffic South lower cost and with the added benefit of calming of Old Lynchburg Road 1 motor vehicle traffic. Year AADT Figure 24 presents key elements of the road diet Existing Daily Traffic 2018 6,600 cross-section alternative south of Old Lynchburg Future Daily Traffic 2040 11, 5 0 0 Road. It uses the widest cross-section (Sidewalk and Separated Bicycle Facility (Both Sides)) to 1 Estimated using traffic counts and projections show how all of the alternative cross-sections for documented in the existing and future no-build 5th Street South of I-64 to Old Lynchburg Road conditions analysis. would fit within the existing right-of-way limits.
Figure 24 5th Street Cross-section Alternatives South of Old Lynchburg Road
34 | 5th Street Corridor Study 5th Street Corridor Study | 35 th Sunset Connector from Sunset Avenue to 5 Street and Broader Stribling Road and Fontaine Avenue Transportation Network Sunset Avenue Extended – Moore’s Creek Bridge Connection Today, 5th Street serves as the major connector between City of Charlottesville and most of the Biscuit Run Stream Valley Trail development south of Interstate 64 in Albemarle KEY TAKEAWAYS FROM THIS SECTION: County. The study team and stakeholder group Figure 25 shows how the effective network for the identified one motorized connection and two 5th Street corridor could be expanded by each Alternative improvements were developed The cross-sections also show near- and non-motorized connections that could expand new network connection. The effective network using data and community input. long-term alternatives to connect the th is made up of streets that connect to other streets corridor at the I-64 interchange. network connectivity in the 5 Street study area: Two signalized intersections (Harris on both ends (i.e., not dead end streets). A more th th diverse effective network will reduce demand on Road, 5 Street Station Parkway) and two A road diet on 5 Street south of Old 5th Street and help manage congestion. unsignalized ones (Stagecoach Road, Old Lynchburg Road could calm traffic and Lynchburg Road) were analyzed. allow non-motorized users more space. Four cross-section alternatives suggest Beyond 5th Street, three key network how to improve non-motorized safety and connections could reduce pressure Figure 25 comfort north and south of I-64. on 5th Street and provide bicycle and Roadway and Trail Connection pedestrian connections across I-64 in the Recommendations short- or mid-term.
36 | 5th Street Corridor Study 5th Street Corridor Study | 37 Table 2 COMPARING THE ALTERNATIVES EvaluationHarr isof Alternatives Road R Northeco ofmm I-64 endation 1
Order of Future Improve Support Support Magnitude Intersection Manage Survey Safety and Environmental Economic Cost Level of Questions this Section Answers: Congestion Ranking Comfort Sustainability Development Estimates Service (2020 $) (AM/PM) How would each alternative advance the study goals? How did the community feel about each alternative? No-Build N/A 2/5 C/C Harris Road
How much would each alternative cost? Intersection th Modification $1,500,000 4/5 D/C 5 Street Station Parkway - Recommendations 2
The alternatives evaluation was used to compare th Order of Future Improve Support Support Magnitude Intersection 5 Street North of I-64 Manage Survey the alternatives and provide decision-makers with Safety and Environmental Economic Cost Level of Congestion Ranking the information they would need to select the Comfort Sustainability Development Estimates Service The study team identified intersection and street- best solutions to advance. (2020 $) (AM/PM) level alternatives for 5th Street North of I-64:
Each of the alternatives was evaluated using No-Build Intersection alternatives N/A 2/5 E/F metrics related to the project’s goals and objectives. In addition to the alternatives analysis z Intersection modification at Harris Road 5th Street Expand process, the study team developed a planning- th Station and 5 Street ONGOINGInters WORKection ALTERNATIVES ANALYSIS LAND USE OPPORTUN$2,900,000ITIES 3/5NEXT STEPS C/D level estimate of probable cost and solicited Parkway th community feedback on each alternative. z Expand 5 Street Station Parkway and th Left-Turn 5 Street intersection Restrictions $2,800,000 3/5 B/C In this section, color-coded pie charts are used z and Additional Implement left-turn restrictions and Turn Lane to aid in comparing the evaluation results. Darker Additional Turn Lane at 5th Street Station blue pie slices represent better performance Parkway and 5th Street intersection with respect to the screening criteria, while Order of Support Support lighter blue pie slices reflect worse performance. Street alternatives Improve Safety Manage Magnitude Survey Environmental Economic 3 and Comfort Congestion Cost Estimates Ranking The Identification of Alternatives Technical Sustainability Development Memorandum provides a detailed summary z Implement consistent, continuous bicycle (2020 $) of the alternatives analysis, supporting traffic and pedestrian facilities along 5th Street analysis, and planning-level estimates of probable ONGOING WORKNo-Build ALTERNATIVES ANALYSIS LAND USE OPPORTUNITIES N/ANEXT STEPS 2/5 cost. Table 2 summarizes the alternatives analysis results, planning-level estimates of probable cost, and community feedback for the intersection and 8’ Sidewalk $6,100,000 3/5 street options on 5th Street north of I-64. (Both Sides)
12’ Multi-Use Along 5th Path (East $5,400,000 3/5 Street Side)
- 6’ Sidewalk with 6’ Bike $8,100,000 3,200 ft Lane + 2’ 4/5 Buffer
6’ Sidewalk with 12’ Multi- $6,400,000 4/5 Use Path
6’ Sidewalk with 12’ Multi- Use Path with $13,000,000 N/A* 6’ Bike Lane + 2’ Buffer * City of Charlotesville preferred alternative developed after survey was conducted
38 | 5th Street Corridor Study 5th Street Corridor Study | 39 Conduct a Project Development and Table 4 The I-64 Interchange Environment study to vet the long-term feasibility of a full interchange redesign. Evaluation of Alternatives South of I-64 to Old Lynchburg Road The study team identified near- and long-term Stagecoach Road Recommendation 5 alternatives for the I-64 interchange: summarizes the alternatives analysis Table 3 Order of Future results, planning-level estimates of probable cost, Improve Support Support Magnitude Intersection Improve non-motorized safety and comfort Manage Survey and community feedback for the options at the Safety and Environmental Economic Cost Level of with crosswalks and pedestrian walkways in Congestion Ranking I-64 interchange. Comfort Sustainability Development Estimates Service the near-term. (2020 $) (AM/PM)
No-Build N/A 2/5 F/F Table 3
Evaluation of Alternatives at I-64 Interchange Stagecoach 4 Roundabout I-64 Interchange – Recommendation Road $3,500,000 4/5 A/A
Order of Support Support Restricted Improve Safety Manage Magnitude Survey Environmental Economic Crossing U- $3,600,000 3/5 D/B and Comfort Congestion Cost Estimates Ranking Sustainability Development Turn (2020 $) Old Lynchburg Road Recommendations 6
No-Build Order of Future N/A 2/5 Improve Support Support Magnitude Intersection Manage Survey Safety and Environmental Economic Cost Level of Congestion Ranking Comfort Sustainability Development Estimates Service Near Term I-64 (2020 $) (AM/PM) Sidewalk & Interchange $2,600,00 3/5 Crossings ONGOING WORKNo-Build ALTERNATIVES ANALYSIS LAND USE OPPORTUNITIESN/A 2/5NEXT STEPS F/F Long-Term Interchange $9,400,000 3/5 Redesign Old Lynchburg Roundabout $5,200,000 4/5 A/A Road
th Restricted 5 Street South of I-64 to Old Crossing U- $2,700,000 2/5 D/D Turn Lynchburg Road South of I-64 – Recommendations 7 ONGOING WORK ALTERNATIVES ANALYSIS TableLAND U SE4 summarizes OPPORTUNITIES the alternativesNEX Tanalysis STEPS Order of The study team identified a range of alternatives Support Support th Improve Safety Manage Magnitude Survey for 5 Street South of I-64 to Old Lynchburg Road: results, planning-level estimates of probable cost, Environmental Economic and Comfort Congestion Cost Estimates Ranking Sustainability Development and community feedback for the intersection and (2020 $) Intersection alternatives street options on 5th Street south of I-64 to Old Lynchburg Road. No-Build N/A 1/5 z Roundabout at Stagecoach Road and 5th ONGOING WORK ALTERNATIVES ANALYSIS LAND USE OPPORTUNITIES NEXT STEPS Street Along 5th th 8’ Sidewalk z RCUT at Stagecoach Road and 5 Street Street $5,600,000 (Both Sides) 3/5 z Roundabout at Old Lynchburg Road and – th 5 Street 12’ Multi-Use I-64 to Old th Path (West z RCUT at Old Lynchburg Road and 5 Street Lynchburg $8,200,000 3/5 Side) Road 6’ Sidewalk Street alternatives - with 6’ Bike Lane + 2’ $9,200,000 N/A* 3,200 ft z Implement consistent, continuous bicycle Buffer and pedestrian facilities along 5th Street 6’ Sidewalk with 12’ Multi- $8,700,000 4/5 Use Path
* This option was developed after the alternatives survey was conducted.
ONGOING WORK ALTERNATIVES ANALYSIS LAND USE OPPORTUNITIES NEXT STEPS
40 | 5th Street Corridor Study 5th Street Corridor Study | 41 5th Street South of Old 5th Street and the Broader Lynchburg Road Roadway Network STUDY RECOMMENDATIONS
The study team identified the following street The stakeholder group helped VDOT and the alternatives for 5th Street South of Old Lynchburg study team identify different network connections Questions this Section Answers: Road: that could expand network connectivity in the 5th Street study area: th Implement consistent, continuous bicycle What ongoing efforts align with the outcomes of the 5 Street corridor and pedestrian facilities along 5th Street Sunset Connector from Sunset Avenue to study? Stribling Road and Fontaine Avenue Road diet on 5th Street south of Old Lynchburg Road Sunset Avenue Extended – Moore’s Creek What are the study’s short-term recommendations? Bridge Connection What are the study’s long-term recommendations? Table 5 summarizes the alternatives analysis Biscuit Run Stream Valley Trail results, planning level cost estimates, and community feedback for the street options on 5th The network connections identified by The study concluded with a package of Street south of Old Lynchburg Road. the stakeholder group have each been recommendations that can be advanced varying vetted through prior studies and community timeframes. Table 5 engagement. Figure 25 illustrates the recommended next steps Evaluation of Alternatives by location and time frame. South of Old Lynchburg Road South of I-64 – Recommendations 8 Order of Support Support Improve Safety Manage Magnitude Survey Environmental Economic and Comfort Congestion Cost Estimates Ranking Sustainability Development (2020 $)
No-Build N/A 1/5
8’ Sidewalk th $7,800,000 Along 5 (Both Sides) 3/5 Street
- 12’ Multi-Use Path (West $8,300,000 3/5 Old Lynchburg Side) Road to Ambrose 6’ Sidewalk Commons with 6’ Bike Drive Lane + 2’ $10,200,000 N/A* Buffer - 6’ Sidewalk 3,200 ft with 12’ Multi- $8,900,000 4/5 Use Path
Road Diet with Sidewalk and Shared $6,200,000 N/A* Use Path * This option was developed after the alternatives survey was conducted.
KEY TAKEAWAYS FROM THIS SECTION: Alternatives that best advance study goals and have the most community support are also the most expensive. Road diet advances all study goals and offers popular non-motorized facilities at a lower cost. Physical constraints at some locations limit near-term changes to meet the study goals.
42 | 5th Street Corridor Study 5th Street Corridor Study | 43 Harris Road Intersection Modification
Stagecoach Road Restricted Crossing U-Turn 5th Street Station Parkway Left Turn Restrictions and Additional Turn Lane Old Lynchburg Road Roundabout
44 | 5th Street Corridor Study 5th Street Corridor Study | 45 Implement recommendations from the Ongoing Recommendations Near-Term Recommendations Long-Term Recommendations Project Development and Environment study on the feasibility of a full interchange There were several concurrent efforts on 5th Street 5th Street Intersection Projects The long-term recommendation is to connect redesign. that aligned with the outcomes of this study. They corridor intersections with continuous, consistent include: z Harris Road Intersection Modification bicycle and pedestrian facilities from Harris Road Expand network connectivity with: z 5th Street Station Parkway Left-Turn to Ambrose Commons Drive. Specific long-term Expanding network connectivity with Biscuit Restrictions and Additional Turn Lane recommendations include: z Sunset Connector from Sunset Avenue to Run Stream Valley Trail Stribling Road and Fontaine Avenue z Stagecoach Road Roundabout North of I-64, consider: Enhancing the surrounding pedestrian/ z Sunset Avenue Extended—Moore’s Creek z Old Lynchburg Road Roundabout bicycle network Bridge Connection z A 6-foot sidewalk to the west side of Implementing sections of a recommended Improve wayfinding and lighting 5th Street, a 12-foot shared-use path to long-term cross-section through ongoing the east side of 5th Street, and a 6-foot Conduct a full Project Development and Land Use Opportunities private development projects along 5th Street separated bicycle facility to both sides of Environment study to vet the feasibility of a 5th Street full interchange redesign The ongoing Biscuit Run Stream Valley Trail project z Maintain existing sidewalk on the west side offers an opportunity for the City and County of 5th Street, and add a 12-foot shared-use to consider land development regulations that path to the east side of 5th Street promote connections to existing and planned Figure 26 trails. Figure 26 shows how parcels adjoining South of I-64, add a 6-foot sidewalk to the future planned trails could be redeveloped to Land Use Opportunities east side of 5th Street and a 12-foot shared- connect trails with plaza spaces for seating and This is a planning level depiction of how parcels adjoining future planned trails could be redeveloped. use path to the west side of 5th Street. public enjoyment. Atlanta, Georgia’s BeltLine Any future redevelopment at this location and elsewhere along 5th Street would need to meet City, is catalyzing a similar revitalization of trail-side County, and VDOT transportation and land use requirements. properties on a larger scale.
Economic development associated with Atlanta’s BeltLine amounted to $6.2 billion in new private investment by the end of 2019 1.
KEY TAKEAWAYS FROM THIS SECTION: Ongoing City and County efforts are expanding 5th Street’s effective bicycle and pedestrian network. Short-term recommendations increase safety, mobility, and access at four intersections: Harris Road, 5th Street Station Parkway, Stagecoach Road, and Old Lynchburg Road. Long-term recommendations enable people to walk, bike, or drive from Harris Road to Ambrose Commons Drive on a dedicated, comfortable facility.
1 Atlanta Beltline, “Annual Report,” beltline.org, Atlanta Beltline, https://beltline.org/wp-content/uploads/2020/04/ABL-2019-Annual- Report-Web.pdf, accessed October 8, 2020.
46 | 5th Street Corridor Study 5th Street Corridor Study | 47 IMPLEMENTING RECOMMENDATIONS BE A CHAMPION FOR 5TH STREET! ON 5TH STREET Questions this Section Answers: Questions this Section Answers: What can community leaders, agency staff, and citizens do to advance the 5th Street Corridor Study recommendations? What funding sources can be used to advance the study recommendations? The 5th Street corridor is a diverse area that serves as the gateway to Charlottesville, Albemarle How You Can Help County, and the surrounding region. 5th Street Which agency partners will be involved in advancing each recommendation? Executives/community leaders serves an important regional role, connecting local jurisdictions with regional and statewide z Secure funds for preliminary engineering. destinations via the I-64 interchange. Major z Support ongoing recommendations. activity centers along the corridor include the z The 5th Street Corridor Study concluded with an Local Funding Approaches 5th Street Station Shopping Center, Albemarle Contribute to short-term evaluation of potential funding approaches and County’s 5th Street offices, and the future site of recommendations. next steps. the Biscuit Run State Park. Bustling commercial Regional and local agencies can incorporate Agency staff study recommendations into their funding shopping centers, single-family neighborhoods, Funding Sources programs and budgets. CA-MPO’s Transportation pockets of medium-density and student housing, z Incorporate study recommendations into Improvement Program, Albemarle County Capital local schools, and recreational destinations such your work. as Azalea Park can be found along the length of th Improvement Program, and Charlottesville’s z Engage the community as you begin VDOT and the 5 Street stakeholder group can the corridor. pursue a variety of funding sources to realize the Capital Improvement Plan are local funding refining, designing, and implementing the programs that could incorporate study recommendations identified by this study. th short- and long-term recommendations. recommendations. Through the recommendations of the 5 Street Corridor Study, VDOT and its partners can Citizens SMART SCALE Funding Albemarle County and Charlottesville can also advance the study’s goals and achieve a safer, more livable, and complete street for 5th Street’s z Tell your elected officials that you want work with private developers to incorporate some th VDOT’s SMART SCALE program scores and study recommendations into new development residents and workers. 5 Street to become a complete street. allocates funding to projects submitted by projects along 5th Street. z Follow VDOT at https://www.virginiadot. regional and local entities. CA-MPO, TJPDC, CAT, Moving from vision to reality can be challenging. org/projects/culpeper/default.asp for Charlottesville, and Albemarle County can work As community leaders, transportation updates. professionals, or citizens of Charlottesville and with VDOT to select and submit projects for SMART z th Albemarle County, we can all take steps to make Get involved with the 5 and Avon SCALE funding. Projects that improve the Corridors Community Advisory Committee. of Statewide Significance, enhance the Regional these projects happen. Transportation Network, compliment an Urban Development Area, and address safety concerns KEY TAKEAWAYS FROM To see how you can help, please read on and visit: are top priority for funding. THIS SECTION: https://www.virginiadot.org/projects/ A mix of state and local funding culpeper/5th-st-corridor-study.asp Transportation Alternatives sources can be used to fund the study KEY TAKEAWAYS FROM Funding recommendations. THIS SECTION: Agency partners that will be involved in VDOT administers Federal Transportation submitting funding applications include The study recommendations will require Alternatives (TA) funding for non-motorized VDOT, CA-MPO, TJPDC, Albemarle support from community members, transportation projects. CA-MPO, TJPDC, CAT, County, and Charlottesville. including leaders, transportation Charlottesville, and Albemarle County can submit professionals, and citizens. projects for TA funding. Agency partners that can roll study recommendations into their funding You can share the information in this programs and budgets include CA- section with others to explain how the MPO, TJPDC, Albemarle County, and 5th Street Study recommendations meet Charlottesville. its vision and goals.
48 | 5th Street Corridor Study 5th Street Corridor Study | 49 WHAT CAN THE 5TH STREET STUDY RECOMMENDATIONS ACHIEVE? Ongoing Recommendations
Expanding network connectivity with Biscuit Run Stream Valley Trail Enhancing the surrounding pedestrian/bicycle network Implementing sections of a recommended long-term cross-section through ongoing private development projects along 5th Street
Near-Term Recommendations
5th Street Intersection Projects T Harris Road Intersection Modification T 5th Street Station Parkway Left-Turn Restrictions and Additional Turn Lane T Stagecoach Road Roundabout T Old Lynchburg Road Roundabout Improve wayfinding and lighting Conduct a full Project Development and Environment study to vet the feasibility of a full interchange redesign
Long-Term Recommendations
North of I-64, consider: T A 6-foot sidewalk to the west side of 5th Street, a 12-foot shared-use path to the east side of 5th Street, and a 6-foot separated bicycle facility to both sides of 5th Street T Maintain existing sidewalk on the west side of 5th Street, and add a 12-foot shared-use path to the east side of 5th Street South of I-64, add a 6-foot sidewalk to the east side of 5th Street and a 12-foot shared-use path to the west side of 5th Street Implement recommendations from the Project Development and Environment study on the feasibility of a full interchange redesign Expand network connectivity with: T Sunset Connector from Sunset Avenue to Stribling Road and Fontaine Avenue T Sunset Avenue Extended—Moore’s Creek Bridge Connection
50 | 5th Street Corridor Study