Dollar General Traffic Study

Honorable Council Members,
My name is Aaron Dickenson and I’m with JMB Investment Company, the developer associated with the
proposed Dollar General project on Springhill Rd. Mayor Dull asked me to forward you the traffic
analysis as soon as it was available (I believe she is out of pocket this evening and/or tomorrow before
the meeting) -- it is attached for your reference. Please note, this information was not available to the
Planning Commission at our meeting a couple of weeks ago.
I’ve tried to summarize a few of the highlights from the analysis/study below.
1. The study explains that with the anticipated trips associated with the development of the Dollar
General we will have less than a 3% impact on the background traffic condition, thereby a
minimal impact on the transportation network as a whole. Background traffic is simply the
projected traffic within the study area without the proposed development.
2. In regards to the northbound Springhill Rd approach, “….the Dollar General may add some delay
to the northbound approach, but the analysis found that traffic queues only increased from
approximately 2-3 vehicles for the background condition to 3-4 vehicles with the Dollar General
Development.”
3. In regards to the North and South bound Springhill Rd. Approaches “….The Dollar General does
not impact the levels of service of the Woodrow Wilson Parkway and Springhill Rd.
intersection”….
4. The study found that neither north or south bound turn lanes on Springhill were warranted
turning into the Dollar General
5. The study found that the spacing from our proposed access to the intersection of Springhill and
Woodrow Wilson (246’) was acceptable.
6. With the projected Northbound queue on Springhill only 3. 7 vehicles, the study found that our
proposed access was outside the stopped controlled intersection’s functional area.
7. The study concluded that the proposed access location should not have an adverse impact on
the adjacent traffic operations and the impacts from developing a Dollar General should be
manageable.
I realize all of you are getting this information extremely late and since traffic safety was overwhelmingly
the largest public concern during the last meeting I’ve asked Rodney to table our agenda item so you all
can have time to review this study as well as the additional information we sent this week. You may
have time to review before the meeting tomorrow, but I wanted to be sure to give everyone ample time
before this item is put to a vote.
Feel free to contact me with any questions or if additional information is needed.
Aaron Dickenson
Schaad Brown Real Estate
325 Erin Drive
Knoxville, TN 37919
865-200-4770 Office
865-200-4771 Fax
865-816-2155 Cell
http://www.schaadbrown.com
1100 Marion St., Suite 300
Knoxville, Tennessee 37921
tel: 865. 963.4300
fax: 865. 524-5311
May 8, 2019
Mr. Aaron Dickenson

Schaad Brown Real Estate
325 Erin Drive
Knoxville, TN 37919
RE: DOLLAR GENERAL, STAUNTON, VA.
Dear Mr. Dickenson:
In response to your request, CDM Smith has completed its review of the proposed Dollar
General in Staunton, Virginia. The proposed site is illustrated in Figure 1. The proposed site is
located adjacent to the intersection of Woodrow Wilson Parkway (VA Rt 262) and Spring Hill
Road (VA Rt 613). The proposed site access is to Spring Hill Road. The proposed site location
is illustrated in Figure 2. Woodrow Wilson Parkway, adjacent to site, is a 2-lane undivided
Principal Arterial highway with shoulders and a posted speed limit of 55mph. Woodrow Wilson
Parkway is a VDOT classified Major Arterial, and Spring Hill Road is a VDOT classified Minor
Arterial adjacent to the site and a Major Collector north of Woodrow Wilson Parkway. Woodrow
Wilson Parkway is a circumference arterial serving traffic north and west of Staunton. Interstate
81 access from Woodrow Wilson Parkway is to the east of the site. Spring Hill Road a radial
arterial extends south into Staunton. Spring Hill Road is a 2-lane facility without paved shoulders
and has a posted speed limit of 35mph. The Spring Hill Road approach to Woodrow Wilson
Parkway is STOP controlled with an intersection flashing beacon.
Peak-hour turning movements conducted in 2016 were provided by the VDOT and the average
daily traffic (ADT) is 8,400 on Woodrow Wilson Parkway west of Spring Hill Road and 9,700
east of Spring Hill Road. Spring Hill Road has an ADT of 2,500 adjacent to the site. Figure 3
illustrates the 2016 turning movements for the intersection of Woodrow Wilson Parkway (VA Rt
262) and Spring Hill Road (VA Rt 613).
Project traffic was estimated using the data and methodologies of the publication, Trip
Generation, 10th Edition. This reference is published by the Institute of Transportation
Engineers (ITE) and represents national data collected for many different land uses including
industrial, residential and commercial uses. It is an essential tool in estimating the volume of
traffic likely to be generated by a proposed development. Several land uses were reviewed for
this site including Shopping Center (LUC 820), Discount Store (LUC 815), and a Variety Store
(LUC 814). As the use is a single store, the shopping center was excluded. Both the variety
store and discount store seem to be reasonable descriptions for a Dollar General store, but the
variety retail use was more conservative than the discount store.
The trip generation for the evaluation was adjusted for pass-by traffic. Studies conducted for
pass-by traffic have found that a percentage of the traffic generated by commercial retail may
originate from the existing traffic flow; therefore, the proposed retail use does not necessarily
introduce all new traffic to the adjacent transportation system but may divert trips from the
Mr. Aaron Dickenson
May 8, 2019
Page 2
adjacent traffic flow. Pass-by trips varies relative to specific land uses and their densities. For
small retail developments, pass-by trips can be as much as 60-percent.
The trip generation for the proposed 9,100 square foot store is less than 580 daily trips and less
than 65 trips peak hour trips. The trip generation of this site assumed a 35-percent reduction for
pass-by trips. With the site trip generation adjusted for pass-by trips, the primary trip generation
for the site is approximately 376 daily trips and 41 peak-hour trips.
Table 1
TRIP GENERATION
Weekday
Density
Land Use LUC AM PEAK PM PEAK
(sqft) Daily
Enter Exit Enter Exit
Variety Store 814 9,100 578 16 12 32 30
Primary Trips 65% 376 10 8 21 20

Pass-By Trips 35% 202 6 4 11 10
REFERENCE: Trip Generation, 10th Edition
Traffic from Figure 3 was increased by 11.0 percent to reflect a 1.0-percent annual growth rate
assumed for the purpose of this study for 2027 background condition, a 6-year horizon from a
buildout year of 2021. Background traffic is the projected traffic within the study area without the
proposed development. Figure 4 illustrates the 2027 background traffic. Trips generated were
distributed to the driveway and adjacent intersection of Woodrow Wilson Parkway and Spring
Hill Road. This retail use generally has an area of influence of a few miles and from pass-by
traffic. Primary and pass-by trips were distributed and assigned using existing traffic patterns
and a review of the residential development in the site vicinity. Pass-by or intercepted trips
reflected an approximate 70- to 80-percent from Woodrow Wilson Parkway and 20- to 25-
percent from Spring Hill Road adjacent to the site. Primary and pass-by trips are illustrated in
Figures 5A and 5B. Figure 6 illustrates the total site assigned trips, and Figure 7 illustrates the
2027 projected traffic with the proposed Dollar General.
With the assigned trips from the Dollar General for the proposed access and the adjacent
intersection, the Dollar General has less than a 3-percent impact on the background traffic
condition, thereby a minimal impact on the transportation network. The peak-hour level of
service for the proposed site access is B for both the AM and PM peak hours and is presented
in Table 2. The Spring Hill Road approaches to the intersection with Woodrow Wilson Parkway
is currently operating at a LOS E and approaching failure. The Spring Hill Road approaches to
Woodrow Wilson Parkway fail for the background traffic conditions during the peak hours. The
northbound approach failure is limited to the PM peak hour. The Dollar General may add some
delay to the northbound approach, but the analysis found that traffic queues only increased from
approximately 2-3 vehicles for the background condition to 3-4 vehicles with the Dollar General
development. This projected failing LOS is currently being studied by VDOT.
Mr. Aaron Dickenson
May 8, 2019
Page 3
Table 2
STOP APPROACH LEVELS OF SERVICE and QUEUES
WOODROW WILSON PKWY SPRING HILL RD

TRAFFIC PEAK & SPRING HILL RD & DOLLAR GENERAL
CONDITION HOUR NORTHBOUND SOUTHBOUND EASTBOUND
LEFT/THRU RIGHT LEFT/THRU RIGHT LEFT RIGHT
DELAY (sec) 24 16 49.4 9.3

AM LOS C C E A
2016 95TH% QUEUE 0.4 1.1 2.3 0.1
EXISTING DELAY (sec) 40.7 10.2 45.3 11.9
PM LOS E B E B
95TH% QUEUE 1.2 0.3 2 0.2
DELAY (sec) 29.5 18.2 92.2 9.4

AM LOS D C F A
2027
95TH% QUEUE 0.6 1.4 3.9 0.1
BACK-
DELAY (sec) 70.2 10.4 74.5 12.5
GROUND
PM LOS F B F B
95TH% QUEUE 2.1 0.4 3.2 0.2
2027 DELAY (sec) 31.3 18.2 99.4 9.4 10.0 8.7

BACK- AM LOS D C F A B A
GROUND 95TH% QUEUE 0.7 1.5 4.1 0.1 0.0 0.0
with DELAY (sec) 110.1 10.5 85.7 12.5 11.0 9.5
GENERAL PM LOS F B F B B A
DOLLAR 95TH% QUEUE 3.7 0.4 3.6 0.2 0.1 0.0
REFERENCE: Highway Capacity Manual, 6th Edition
Figures 8A, 8B, and 8C illustrate the unsignalized levels of service for the proposed site
access and the adjacent intersection of Woodrow Wilson Parkway and Spring Hill Road for
2016, 2027 background, and 2027 projected traffic conditions, respectively. The failing LOS for
the Spring Hill Road approaches is associated with the shared left/thru movements, and the
right-turn movements from these approaches will operate with a LOS B. The General Dollar
does not impact the levels of service of the Woodrow Wilson Parkway and Spring Hill Road
intersection and increases the shared northbound left/thru movement by 15 vehicles during the
PM peak hour which equates to one vehicle every 4 minutes.
SITE
PLAN
Staunton, VA
Dollar General
Figure 1
Insert VICINITY
MAP
Staunton, VA
Dollar General
* SITE
See Insert
Figure 2
2016
TRAFFIC
Staunton, VA
Dollar General
Figure 3
2027
BACKGROUND
TRAFFIC
Staunton, VA
Dollar General
LEGEND
XXX AM PEAK
(XXX) PM PEAK Figure 4
PRIMARY
PEAK-HOUR
TRIPS
Staunton, VA
Dollar General
10%
40%
15%
35%
LEGEND
XXX AM PEAK
(XXX) PM PEAK Figure 5A
PASS-BY
PEAK-HOUR
TRIPS
Staunton, VA
Dollar General
LEGEND
XXX AM PEAK
(XXX) PM PEAK
XX% ENTERING TRIPS
(XX%) EXITING TRIPS
AM PM PASS-BY DISTRIBUTION Figure 5B
TOTAL
PEAK-HOUR
TRIPS
Staunton, VA
Dollar General
LEGEND
XXX AM PEAK
2027
PROJECTED
TRAFFIC
Staunton, VA
Dollar General
LEGEND
XXX AM PEAK
2016
LEVELS of SERVICE
Staunton, VA
Dollar General
A (A)
(A) A
(B) C
(E) C
LEGEND
C- AM PEAK LOS
(C)- PM PEAK LOS Figure 8A
2027
BACKGROUND
LEVELS of SERVICE
Staunton, VA
Dollar General
A (A)
(A) A
(B) C
(F) D
LEGEND
C- AM PEAK LOS
(C)- PM PEAK LOS Figure 8B
2027
PROJECTED
LEVELS of SERVICE
Staunton, VA
Dollar General
A (A)
(A) A
(B) C
(F) D
(B) B
(A) A
(A) A
LEGEND
C- AM PEAK LOS
(C)- PM PEAK LOS Figure 8C
HCM 95TH% QUEUE CORNER
DISTANCE
Staunton, VA
Dollar General
0.2 (0.5)
(0.1) 0.1
(3.7) 0.7
(0.4) 1.5
+100-ft
635’
246ft
>3000’
Figure 9
HCM 6th TWSC
4: Spring Hill Rd (Rt 613) & Woodrow Wilson Pkwy (Rt 262)/Woodrow Wilson Pkwy (Rt 05/07/2019
262
Intersection
Int Delay, s/veh 5.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 19 490 7 30 146 7 9 14 113 45 15 25
Future Vol, veh/h 19 490 7 30 146 7 9 14 113 45 15 25
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
RT Channelized - - None - - None - - None - - None
Storage Length 175 - 175 200 - 175 - - 125 - - 125
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 72 72 72 83 83 83 92 92 92 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 26 681 10 36 176 8 10 15 123 55 18 30
Major/Minor Major1 Major2 Minor1 Minor2

Conflicting Flow All 184 0 0 691 0 0 1009 989 681 1055 991 176
Stage 1 - - - - - - 733 733 - 248 248 -
Stage 2 - - - - - - 276 256 - 807 743 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Critical Hdwy Stg 1 - - - - - - 6.12 5.52 - 6.12 5.52 -
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1391 - - 904 - - 219 247 450 204 246 867
Stage 1 - - - - - - 412 426 - 756 701 -
Stage 2 - - - - - - 730 696 - 375 422 -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 1391 - - 904 - - 190 233 450 135 232 867
Mov Cap-2 Maneuver - - - - - - 190 233 - 135 232 -
Stage 1 - - - - - - 404 418 - 742 673 -
Stage 2 - - - - - - 658 668 - 258 414 -
Approach EB WB NB SB
HCM Control Delay, s 0.3 1.5 17.4 37.6
HCM LOS C E
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2
Capacity (veh/h) 214 450 1391 - - 904 - - 151 867
HCM Lane V/C Ratio 0.117 0.273 0.019 - - 0.04 - - 0.485 0.035
HCM Control Delay (s) 24 16 7.6 - - 9.1 - - 49.4 9.3
HCM Lane LOS C C A - - A - - E A
HCM 95th %tile Q(veh) 0.4 1.1 0.1 - - 0.1 - - 2.3 0.1
Staunton VA Dollar General 05/07/2019 Existing 2027 AM Peak Hour Synchro 10 Report
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HCM 6th TWSC
262
Intersection
Lane Configurations
Traffic Vol, veh/h 22 233 18 118 438 18 17 21 65 16 33 24
Future Vol, veh/h 22 233 18 118 438 18 17 21 65 16 33 24
Storage Length 175 - 175 200 - 175 - - 125 - - 125
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 84 84 84 86 86 86 73 73 73
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 25 265 20 140 521 21 20 24 76 22 45 33

Stage 1 - - - - - - 315 315 - 801 801 -
Stage 2 - - - - - - 851 822 - 375 335 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1027 - - 1277 - - 171 202 774 168 202 555
Stage 1 - - - - - - 696 656 - 378 397 -
Stage 2 - - - - - - 355 388 - 646 643 -
Mov Cap-1 Maneuver 1027 - - 1277 - - 117 176 774 122 176 555
Mov Cap-2 Maneuver - - - - - - 117 176 - 122 176 -
Stage 1 - - - - - - 679 640 - 369 353 -
Stage 2 - - - - - - 259 345 - 547 628 -
HCM LOS C D
Capacity (veh/h) 144 774 1027 - - 1277 - - 154 555
HCM Lane V/C Ratio 0.307 0.098 0.024 - - 0.11 - - 0.436 0.059
HCM Control Delay (s) 40.7 10.2 8.6 - - 8.2 - - 45.3 11.9
HCM Lane LOS E B A - - A - - E B
HCM 95th %tile Q(veh) 1.2 0.3 0.1 - - 0.4 - - 2 0.2
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HCM 6th TWSC
262
Intersection
Lane Configurations
Traffic Vol, veh/h 21 544 8 33 162 23 10 16 125 50 17 28
Future Vol, veh/h 21 544 8 33 162 23 10 16 125 50 17 28
Storage Length 175 - 175 200 - 175 - - 125 - - 125
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 72 72 72 83 83 83 92 92 92 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 29 756 11 40 195 28 11 17 136 61 21 34

Stage 1 - - - - - - 814 814 - 275 275 -
Stage 2 - - - - - - 317 303 - 896 825 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1346 - - 847 - - 181 207 408 170 212 846
Stage 1 - - - - - - 372 391 - 731 683 -
Stage 2 - - - - - - 694 664 - 335 387 -
Mov Cap-1 Maneuver 1346 - - 847 - - 152 193 408 100 198 846
Mov Cap-2 Maneuver - - - - - - 152 193 - 100 198 -
Stage 1 - - - - - - 364 382 - 715 651 -
Stage 2 - - - - - - 614 633 - 209 378 -
HCM LOS C F
Capacity (veh/h) 175 408 1346 - - 847 - - 114 846
HCM Lane V/C Ratio 0.161 0.333 0.022 - - 0.047 - - 0.717 0.04
HCM Lane LOS D C A - - A - - F A
HCM 95th %tile Q(veh) 0.6 1.4 0.1 - - 0.1 - - 3.9 0.1
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HCM 6th TWSC
262
Intersection
Lane Configurations
Traffic Vol, veh/h 24 259 20 131 486 75 19 23 72 18 37 27
Future Vol, veh/h 24 259 20 131 486 75 19 23 72 18 37 27
Storage Length 175 - 175 200 - 175 - - 125 - - 125
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 84 84 84 86 86 86 73 73 73
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 27 294 23 156 579 89 22 27 84 25 51 37

Stage 1 - - - - - - 348 348 - 891 891 -
Stage 2 - - - - - - 980 980 - 415 371 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 922 - - 1243 - - 132 155 745 137 170 515
Stage 1 - - - - - - 668 634 - 337 361 -
Stage 2 - - - - - - 301 328 - 615 620 -
Mov Cap-1 Maneuver 922 - - 1243 - - 79 132 745 91 144 515
Mov Cap-2 Maneuver - - - - - - 79 132 - 91 144 -
Stage 1 - - - - - - 649 616 - 327 316 -
Stage 2 - - - - - - 205 287 - 507 602 -
HCM LOS D F
Capacity (veh/h) 101 745 922 - - 1243 - - 121 515
HCM Lane V/C Ratio 0.484 0.112 0.03 - - 0.125 - - 0.623 0.072
HCM Control Delay (s) 70.2 10.4 9 - - 8.3 - - 74.5 12.5
HCM Lane LOS F B A - - A - - F B
HCM 95th %tile Q(veh) 2.1 0.4 0.1 - - 0.4 - - 3.2 0.2
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HCM 6th TWSC
262
Intersection
Lane Configurations
Traffic Vol, veh/h 21 541 15 36 161 23 14 17 129 50 18 28
Future Vol, veh/h 21 541 15 36 161 23 14 17 129 50 18 28
Storage Length 175 - 175 200 - 175 - - 125 - - 125
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 72 72 72 83 83 83 92 92 92 82 82 82
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 29 751 21 43 194 28 15 18 140 61 22 34

Stage 1 - - - - - - 809 809 - 280 280 -
Stage 2 - - - - - - 322 308 - 899 830 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 1347 - - 843 - - 181 207 411 167 209 847
Stage 1 - - - - - - 374 394 - 727 679 -
Stage 2 - - - - - - 690 660 - 334 385 -
Mov Cap-1 Maneuver 1347 - - 843 - - 150 192 411 96 194 847
Mov Cap-2 Maneuver - - - - - - 150 192 - 96 194 -
Stage 1 - - - - - - 366 385 - 711 644 -
Stage 2 - - - - - - 607 626 - 205 377 -
HCM LOS C F
Capacity (veh/h) 170 411 1347 - - 843 - - 111 847
HCM Lane V/C Ratio 0.198 0.341 0.022 - - 0.051 - - 0.747 0.04
HCM Lane LOS D C A - - A - - F A
HCM 95th %tile Q(veh) 0.7 1.5 0.1 - - 0.2 - - 4.1 0.1
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HCM 6th TWSC
6: Spring Hill Rd (Rt 613) & General Dollar 05/07/2019
Intersection
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 9 3 5 150 57 11
Future Vol, veh/h 9 3 5 150 57 11
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 92 92 83 83
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 10 3 5 163 69 13
Major/Minor Minor2 Major1 Major2

Conflicting Flow All 249 76 82 0 - 0
Stage 1 76 - - - - -
Stage 2 173 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Critical Hdwy Stg 1 5.42 - - - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 739 985 1515 - - -
Stage 1 947 - - - - -
Stage 2 857 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 736 985 1515 - - -
Mov Cap-2 Maneuver 736 - - - - -
Stage 1 943 - - - - -
Stage 2 857 - - - - -
Approach EB NB SB
HCM Control Delay, s 9.7 0.2 0
HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR

Capacity (veh/h) 1515 - 736 985 - -
HCM Lane V/C Ratio 0.004 - 0.013 0.003 - -
HCM Control Delay (s) 7.4 0 10 8.7 - -
HCM Lane LOS A A B A - -
HCM 95th %tile Q(veh) 0 - 0 0 - -
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HCM 6th TWSC
262
Intersection
Lane Configurations
Traffic Vol, veh/h 24 256 31 139 482 75 31 28 77 18 39 26
Future Vol, veh/h 24 256 31 139 482 75 31 28 77 18 39 26
Storage Length 175 - 175 200 - 175 - - 125 - - 125
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 88 88 88 84 84 84 86 86 86 73 73 73
Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2
Mvmt Flow 27 291 35 165 574 89 36 33 90 25 53 36

Stage 1 - - - - - - 345 345 - 904 904 -
Stage 2 - - - - - - 993 993 - 424 380 -
Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22
Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318
Pot Cap-1 Maneuver 926 - - 1234 - - 130 153 748 132 165 518
Stage 1 - - - - - - 671 636 - 331 356 -
Stage 2 - - - - - - 296 323 - 608 614 -
Mov Cap-1 Maneuver 926 - - 1234 - - 75 129 748 83 139 518
Mov Cap-2 Maneuver - - - - - - 75 129 - 83 139 -
Stage 1 - - - - - - 652 618 - 321 308 -
Stage 2 - - - - - - 197 280 - 492 596 -
HCM LOS F F
Capacity (veh/h) 94 748 926 - - 1234 - - 115 518
HCM Lane V/C Ratio 0.73 0.12 0.029 - - 0.134 - - 0.679 0.069
HCM Control Delay (s) 110.1 10.5 9 - - 8.4 - - 85.7 12.5
HCM Lane LOS F B A - - A - - F B
HCM 95th %tile Q(veh) 3.7 0.4 0.1 - - 0.5 - - 3.6 0.2
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HCM 6th TWSC
6: Spring Hill Rd (Rt 613) & General Dollar 05/07/2019
Intersection
Int Delay, s/veh 1
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations
Traffic Vol, veh/h 21 9 8 113 186 24
Future Vol, veh/h 21 9 8 113 186 24
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 0 - - - -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Peak Hour Factor 92 92 86 86 86 86
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 23 10 9 131 216 28
Major/Minor Minor2 Major1 Major2

Conflicting Flow All 379 230 244 0 - 0
Stage 1 230 - - - - -
Stage 2 149 - - - - -
Critical Hdwy 6.42 6.22 4.12 - - -
Follow-up Hdwy 3.518 3.318 2.218 - - -
Pot Cap-1 Maneuver 623 809 1322 - - -
Stage 1 808 - - - - -
Stage 2 879 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 619 809 1322 - - -
Mov Cap-2 Maneuver 619 - - - - -
Stage 1 802 - - - - -
Stage 2 879 - - - - -
Approach EB NB SB
HCM Control Delay, s 10.5 0.5 0
HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR

Capacity (veh/h) 1322 - 619 809 - -
HCM Lane V/C Ratio 0.007 - 0.037 0.012 - -
HCM Control Delay (s) 7.7 0 11 9.5 - -
HCM Lane LOS A A B A - -
HCM 95th %tile Q(veh) 0 - 0.1 0 - -
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8/121
7%
35mph
210 465
210
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Dollar General Traffic Study

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Honorable Council Members,

Feel free to contact me with any questions or if additional information is needed.

Mr. Aaron Dickenson

RE: DOLLAR GENERAL, STAUNTON, VA.

Dear Mr. Dickenson:

Variety Store 814 9,100 578 16 12 32 30

Primary Trips 65% 376 10 8 21 20

WOODROW WILSON PKWY SPRING HILL RD

DELAY (sec) 24 16 49.4 9.3

DELAY (sec) 29.5 18.2 92.2 9.4

2027 DELAY (sec) 31.3 18.2 99.4 9.4 10.0 8.7

REFERENCE: Highway Capacity Manual, 6th Edition

Major/Minor Major1 Major2 Minor1 Minor2

Major/Minor Major1 Major2 Minor1 Minor2

Major/Minor Major1 Major2 Minor1 Minor2

Major/Minor Major1 Major2 Minor1 Minor2

Major/Minor Major1 Major2 Minor1 Minor2

Major/Minor Minor2 Major1 Major2

Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR

Major/Minor Major1 Major2 Minor1 Minor2

Major/Minor Minor2 Major1 Major2

Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR

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