AGENDA

PLANNING COMMISSION
TOWN OF WARRENTON

October 17, 2017

7:00 PM

1) Call to order and establishment of a quorum.

2) Regular Meeting

A. Work Session

i. Comprehensive Plan Amendment (CPA) #2017-01 and Zoning Map

Amendment (ZMA) #2017-01 Lidl US, LLC is requesting a Comprehensive Plan
Amendment for approximately 1.26752 acres to designate subject properties (PINs
6984-18-2905, 6984-18-3915, and 6984-18-2709) from Low Density Residential on
the Future Land Use Map to Re-Planned Commercial; and a Zoning Map
Amendment for approximately 1.355 acres (PINs: 6984-18-2905, 6984-18-3915,
6984-18-2709, and a portion of 6984-18-3854) on Norfolk Drive from the currently
zoned Residential (R-15) to Commercial (C) to allow for a 36,000 square foot
grocery store, when combined with adjacent properties fronting Broadview Avenue
and Bear Wallow Road where the use is allowed by-right.
3) Comments from the Commission

4) Comments from the Staff

5) Adjourn
 MEMORANDUM

TO: Planning Commission

FROM: Brandie Schaeffer, Director

DATE: October 17, 2017

SUBJECT: CPA #2017-01/ZMA #2017-01 Lidl US, LLC Work Session

On October 17, 2017 the Planning Commission will hold a work session on Comprehensive Plan
Amendment (CPA) #2017-01/Zoning Map Amendment (ZMA) #2017-01 Lidl US, LLC. The
purpose of the work session is to allow the applicant to provide an overview on the
Comprehensive Plan Amendment and rezoning request prior to a Public Hearing. It is important
to note that staff and the applicant are still working through the review process of the request;
therefore, the application and its supporting materials are fluid. Transportation, land use, proffer
provisions, and other points of interest are under consideration. Full staff analysis will be
included as part of the Public Hearing staff report.

BACKGROUND

On February 7, 2017, a Zoning Map Amendment application was submitted for Lidl US, LLC to
build a grocery store on multiple parcels at the corners of Broadview Avenue, Bear Wallow
Road, and Norfolk Drive (the location of the current Cheswick Inn). The proposal is to rezone
parcels fronting Norfolk Street containing approximately 1.355 acres from Residential (R-15) to
Commercial (C). Several parcels fronting Broadview Avenue are zoned to allow the use by-right.
Taken together, all the parcels would propose to construct a 36,000 square foot grocery store.

In addition, in April the applicant submitted a Comprehensive Plan Amendment request for
approximately 1.26752 acres of the parcels fronting on Norfolk Drive that was subsequently
formally initiated by the Town Council on May 9, 2017. The applicant agreed to waive the
Comprehensive Plan Amendment processing deadlines to allow the Comprehensive Plan
Amendment and rezoning applications to proceed concurrently. On September 5, 2017, the
applicant responded to the commenting agencies with a new submittal and an updated
Transportation Impact Analysis. In addition, on September 29, 2017, the applicant submitted an
analysis of the intersection of Bear Wallow Road and Old Broadview. All these items are
currently under review from the commenting agencies.

NEXT STEPS

Attached please find a copy of the applicants current Statement of Justification, draft Proffer
Statement, and Concept Development Plan. The main policy points the Planning Commission
will need to explore are whether a Comprehensive Plan Amendment is appropriate in this
location, if the potential transportation and adjacent neighborhood impacts are being addressed,
and if the proposed use is appropriate for this location. The goal is to schedule a Public Hearing
as soon as possible.
 NARRATIVE STATEMENT OF JUSTIFICATION
Lidl Comprehensive Plan Amendment

PIN: 6984-18-2905, 6984-18-3915 and6984-18-2709

April 12, 2017

Lidl US, LLC (the "Applicant") is the contract purchaser of the properties identified as
PINs 6984-18-2905, 6984-18-3915 and 6984-18-2709 (the "Property"). The Property is currently
designated Low Density Residential on the Future Land Use Map in the Comprehensive Plan.
The present proposal is for a Comprehensive Plan Amendment to change the designation to Re-
Planned Commercial, to be consistent with existing and surrounding properties, to correct
existing discrepancies, and to improve the overall appearance of the Property as intended by the
current policies of the Towns Comprehensive Plan.

Consistency with Existing Land Uses, Zoning and Future Land Use Designations

The Property is immediately adjacent to a larger commercially zoned and planned area to
the east. Immediately adjacent is the Cheswick Motel, which would be removed in connection
with the Lidl Zoning Map Amendment (ZMA 2017-1). To the east of the motel is McMahons
Irish Pub, which would remain following the Zoning Map Amendment, as it is not part of that
application. To the south of McMahons Irish Pub is Red Hot & Blue and to the north is the
Fauquier County Farm Bureau. Between Roebling Street and Broadview Avenue is a gas station.
There are numerous commercial uses on the east side of Broadview Avenue. The properties to
the south, Parcels 6984-18-1770-000 and 6984-18-1640-000, are vacant. The map below depicts
the larger commercially zoned area to the east.
 To the west of the Property is land zoned R-15, Residential, and PSP, Public-Semi-Public
Institutional District. The adjacent property located at 366 Norfolk Drive is owned by the Town
of Warrenton and used for public water and sewer facilities. The proposed Comprehensive Plan
Amendment is consistent with adjacent properties, zonings, land uses, and Future Land Use
designations.

A portion of the existing Cheswick Motel is actually zoned R-15, but is designated Re-
Planned Commercial on the Future Land Use Map. This is the portion of Parcel ID 6984-18-
3854-000 and is approximately 0.0878 acres. The proposed Comprehensive Plan Amendment
and Zoning Map Amendment will correct existing discrepancies. The map below shows the
existing Future Land Use designations on the Property and surrounding properties.

Re-Planned Commercial

As has been discussed with Town Staff, the proposal is to designate the Property Re-
Planned Commercial to be consistent with the designation immediately to the east. The Re-
Planned Commercial designation is appropriate for older highway commercial areas, where
planning is needed to provide pedestrian oriented streetscapes and access and buffers between
neighboring residential neighborhoods. Details regarding pedestrian orientation, access and
buffers are included with the Zoning Map Amendment. The Applicant is proposing sidewalk
connections along Bear Wallow Road and Broadview Avenue where they are disjointed today.
The Applicant is also proposing significant landscaping throughout the site to provide screening.
This Comprehensive Plan Amendment in connection with the Zoning Map Amendment will
allow nearby residences to be able to walk to a convenient grocery store.

Today, there is very little landscaping on the Property. The Property is mostly grass with
a full view of the rear of the Cheswick Motel. The below photos were taken from Norfolk Drive

2
looking at the Cheswick Motel. This shows that the landscaping, buffering and screening
situation, which will be proffered in connection with the Zoning Map Amendment, will be a
significant improvement over the existing situation.

3
 The Zoning Map Amendment and Comprehensive Plan Amendment will improve the
overall visual appearance of the Property and adjacent Cheswick Motel property (i.e. adjacent,
existing Re-Planned Commercial land), as intended by the Re-Planned Commercial designation
and the Comprehensive Plan. Below are photos of the existing Cheswick Motel, which will be
redeveloped in connection with the Zoning Map Amendment and Comprehensive Plan
Amendment.

4
Redevelopment of Broadview Avenue

The Property is located on a corner that is unique and bears far more in common with
properties located to the north and east along Broadview and West Lee than it does with other
properties to its south. It lies at the confluence of several roads and is functionally different from
and separated from other properties in the Broadview Acre Subdivision of which the Property is
technically a part. It is quite likely for this reason that none of these parcels, nor the two
additional parcels to their immediate south, have developed residentially in all of the years since
the creation of that subdivision, strongly suggesting that their future lies not in residential
development, but in something else. The Applicant in this case offers the Town a commercially
viable option for replanning and redevelopment of a property that has become an eyesore over
time, and which the Applicant has been advised is the occasional side of illicit transactions. The
replanning of this corner would not set a precedent for the replanning of any other portions of
Broadview Acres, since the evident dividing line between residential and nonresidential uses is
Plain Road. Moreover, as noted above, the landscaping and buffering that will be provided in
connection with any development of the Property will emphasize the separation of this
commercial corner from surrounding residential uses.

Redevelopment of Broadview Avenue is among the Towns planning priorities. The

Applicant for this Comprehensive Plan Amendment suggests that the Amendment proposed here
advances the redevelopment opportunities for Broadview, as well as the economic interests of
the Town.

5
 15125WashingtonStreet
Suite212
Haymarket,VA20169
571.248.0992

LIDLWARRENTON
BEARWALLOWROAD&OLDBROADVIEWAVENUE
OPERATIONANALYSIS

SUPPORTINGDOCUMENTATION
September26,2017

PROJECTDESCRIPTION
ThisdocumentpresentsthefindingofatrafficoperationsanalysisconductedattheintersectionofBearWallowRoad&Old
Broadview Avenue for the proposed Lidl Grocery development in the Town of Warrenton, Virginia. The threelegged
intersection currently operates under stop control with an unconventional alignment. The proposed intersection
reconfigurationoptionsarebasedontheconcernsraisedbythestaffofVDOTandTownofWarrenton.Thismemorandum
analyzesandcomparesfourdifferentreconfigurationoptionsfortheintersectionofBearWallowRoad&OldBroadview
Avenue.

Theintersectioncurrentlyoperatesasastopcontrolledintersectionwheretheeastboundapproach(BearWallowRoad)as
wellasthenorthboundleftmovementalongOldBroadviewAvenuearecontrolledbystopsigns.Theleftandrightturn
movementsontheeastboundapproacharesplitbyawidegrassmedian,resultinginaYconfiguration.Therightturn
movementfromOldBroadviewAvenuetowestboundBearWallowRoadisfreeflowing,whiletheleftturnmovementis
requiredtostop.Figure1showstheaerialviewoftheexistingintersection.BasedonthediscussionswiththestaffofVDOT
andTownofWarrenton,thefollowingfourlaneconfigurationshavebeenanalyzedattheintersectionofBearWallowRoad
&OldBroadviewAvenueaspartofthisdocument:

Scenario1:Laneconfigurationisconsistentwithexistingconditions.

Scenario2:ReconfiguredtoastandardTintersectionwiththeEastboundapproachunderstopcontrol.

Scenario3:ReconfiguredtoastandardTintersectionwithallwaystopcontrol.

Scenario4:Reconfiguredtoaonelaneroundabout.

EXISTINGCONDITIONS(2016)
Adescriptionoftheroadwaysatthestudyintersectionispresentedbelow.

OldBroadviewAvenue(Rt.1895)tothenorthofBroadviewAvenueisclassifiedbyVDOTasamajorcollector.Thereisno
postedspeedlimitonthissegmentofroad.ThisportionofOldBroadviewAvenuecarried5,100vehiclesperdayin2015.

BearWallowRoad(Rt.880)isclassifiedbyVDOTasamajorcollector.AccordingtoVDOT,theroadwayAADTwas4,100
vehiclesperday.Thepostedspeedlimitinthestudyareais25mph.

TheexistinglaneconfigurationisshownaboveinFigure2.

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Figure1:ArielViewoftheStudyIntersection

Figure2:ExistingLaneConfigurationandExisting(2016)TrafficVolumes

ExistingTrafficVolumes
Inordertodeterminetheweekdaypeakhourturningmovementtrafficvolumes,trafficcountswereconductedatBroadview
Avenue&OldBroadviewAvenueonWednesday,August24,2016duringtheAMandPMpeakperiodsandonSaturday,
August27,2016.Analysisoftheexistingtrafficdatadeterminedthefollowingcommuterpeakhours:

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AMPeakHour: 7:00AMto8:00AM

PMPeakHour: 4:30PMto5:30PM

SATPeakHour: 11:30AMto12:30PM

TheexistingtrafficvolumesareshowninFigure2andthecountsheetsareshowninareincludedinAppendixA.

HistoricalCrashData
HistoricalcrashdatawasobtainedfromVDOTfora4yearperiodattheintersectionofBearWallowRoad&OldBroadview
Avenue.ThedataisprovidedinAppendixB.ThecrashdataissummarizedinTable1below.

Table1:HistoricalCrashData(20122016)
CrashDatafortheIntersectionofBearWallowRdandOldBroadviewAvenue(20122016)
Intersection/Segment: INT
2012 2013 2014 2015 2016 Total RelativeFrequency
CrashSeverity
FatalCollision 0.00%
InjuryCollision 0.00%
PropertyDamageOnly 2 4 1 7 100.00%
TOTAL 2 0 4 0 1 7 100.00%
CrashType
FixedObject/SingleVehicleCrash 0.00%
HeadOn 0.00%
Sideswipe/SameDirection 0.00%
Sideswipe/OppositeDirection 1 1 14.29%
RearEndCollision 2 2 28.57%
AngleCollision 1 2 1 4 57.14%
BackedInto 0.00%
PedestrianCollision 0.00%
Deer/Animal 0.00%
Other 0.00%
TOTAL 2 0 4 0 1 7 100.00%
AsshowninTable11,therehavebeen7crashesinthelastfouryearsatthestudyintersection.

IntersectionCrashRates
TheIntersectionCrashRatewascalculatedfortheintersectionBroadviewAvenue&OldBroadviewAvenue.Thecrashrates
werecalculatedusingthefollowingequation:

# 1,000,000

# 365

CrashRate
0.77 CrashesperMEV

Thedailynumberofenteringvehicleswasbasedonakfactorof0.10withthePMpeakvolumes.AsshowninTable1,the
intersectioncrashratefortheexistingintersectionofBearWallowRoad&OldBroadviewAvenuewasapproximately0.77
crashespermillionvehiclesenteringtheintersection.Therefore,thisintersectiondoesnotpresentlyhaveahighcrashrate.

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FUTURETRAFFICPROJECTIONS

BackgroundTrafficVolumes
The Traffic Impact Study, dated June 08, 2017, prepared for the Lidl Grocery development calculated the future (2018)
conditions without the development volumes based on the existing (2016) volumes with a 1% annual growth rate,
compoundedannually,toaccountforregionaltrafficgrowth.Basedonthescopingdocument,thisannualgrowthratewas
notappliedtotheintersectionofBearWallowRoad&OldBroadviewAvenue.Additionally,theTrafficImpactStudyincluded
trips generated by the planned background development (McDonalds property, located on the southeast corner of
BroadviewAvenue&RoeblingStreet/OldBroadviewAvenue).Thetrafficassignmentforthisbackgrounddevelopmentdid
notchangethetrafficvolumeatthestudyintersectionandhencewillnothaveanyimpactontheintersection.Forthis
memorandum,thefuturewithoutdevelopment(2018)scenarioisnotanalyzedsincethereisnochangeintrafficvolumesat
thestudyintersectionascomparedtotheexistingscenario.

SiteAccess
ThesiteiscurrentlyoccupiedbytheCheswickMotel.Accesstothemotelsiteiscurrentlyprovidedviathefollowing:

AfullaccessentrancealongOldBroadviewAvenue,identifiedasEastSiteAccess;and

Arightin/rightoutaccessalongBroadviewAvenue,identifiedasSouthSiteAccess.

Accesstotheproposedgrocerydevelopmentwillbeprovidedviathefollowing:

The South Site Access will be moved approximately 50 feet south along Broadview Avenue. It will remain right
in/rightout.

TheEastSiteAccesswillberemoved.

AnewaccesspointwillbeconstructedalongBearWallowRoad,identifiedasNorthSiteAccess.

TrafficReroutedfromSiteAccess
Withtheproposedredevelopment,theexistingEastSiteAccesswouldberemoved.WiththeadditionoftheNorthSite
Access,tripsthatutilizedtheEastSiteAccesstoandfromtheexistingmotelandrestaurantuseswerereroutedtothe
NorthSiteAccessinthefuturewithoutdevelopmentscenario.ThesereroutedtripsareshowninAppendixC.

SiteGeneratedVolumes
The trips generated by the proposed 36,000 square foot grocery store are shown in Table 2. Traffic forecasts for 2018
conditions,consistentwiththetrafficimpactstudy,arepresentedbelow.

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Table2:TripGeneration
ITE ------ We e k day ------ ------ We e k e nd ------
Land Use Code Size AM Peak Hour PM Peak Hour Daily Saturday Peak Hour Daily
In Out Total In Out Total Total Rate In Out Total Total
Retail
Supermarket 850 36.1 kSF 77 46 123 188 179 367 3,809 10.65 258 247 505 4,696
Credit for Existing Site Use
Motel 320 28 Rooms -6 -8 -14 -8 -6 -14 -177 -10 -12 -22 -248
Subtotal - New Trips 71 38 109 180 173 353 3,632 248 235 483 4,448
Pass-By Trips 10%/15%/15% AM/PM/SAT -7 -3 -10 -27 -25 -52 -363 -37 -35 -72 -444

TOTAL NEW TRIPS 64 35 99 153 148 301 3,269 211 200 411 4,004
Notes:
Saturday daily trip generation for Supermarket adjusted based on peak hour and w eekday daily rates.
Motel Saturday trip generation unavailable for total rooms, computations based on rate for 28 occupied rooms. As the trip generation formula
overestimated the trips generated, the Saturday trip generation rate for the peak hour of generator w as used

AsshowninTable2,theproposeddevelopmentgenerates99newmorningpeakhourtrips,301newafternoonpeakhour
trips,411newtripsduringtheSaturdaypeakhour,3,269newtripsduringanentireweekday,and4,004newtripsonan
entireSaturday.Inaddition,theproposeddevelopmentwillattract10passbytripsduringthemorningpeakhour,52pass
bytripsduringtheafternoonpeakhour,and69passbytripsduringtheSaturdaypeakhour.Thesitegeneratedtraffic
volumesareincludedinAppendixD.

FUTURECONDITIONS(2018)WITHDEVELOPMENT

FutureConditionswithDevelopment(2018)TrafficVolumes
Theproposedsitetripsandthereroutedtripswereaddedtothefuturewithoutdevelopment(2018)volumestoestablish
thefuturewithdevelopment(2018)volumes,asshowninFigure3.

FutureConditionswithDevelopment(2018)TrafficVolumeswithRecommendedMitigations
ThereisaplannedVDOTprojectintheareatoinstallaraisedmedianofBroadviewAvenueneartheproposeddevelopment.
ThismedianwouldeliminateleftturnsthroughouttheintersectionofBroadviewAvenue/OldBroadviewAvenue&Roebling
Street.Thisprojectisplannedtobecompletedsoonaftertheproposeddevelopment.Asamitigationmeasure,theapplicant
mayagreetoclosethemedianbreakthatcurrentlyexistsattheintersectionofBroadviewAvenueandRoeblingStreet/Old
Broadview Avenue to side street movements. This change in the median would require vehicles that currently perform
movementsthatwouldbeblockedtobererouted.ThesereroutedtrafficvolumesareshowninAppendixE.Thesefuture
with development traffic volumes including the rerouted traffic volumes are also shown in Figure 3.

Figure3:FuturewithDevelopment(2018)TrafficVolumes
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FutureConditionswithDevelopment(2018)CapacityAnalysis

ThefollowingfourscenarioswereconsideredfortherealignmentoftheintersectionofBearWallowRoad&OldBroadview
Avenue:

Scenario1:Laneconfigurationisconsistentwithexistingconditions.

Scenario2:ReconfiguredtoastandardTintersectionwiththeEastboundapproachunderstopcontrol.

Scenario3:ReconfiguredtoastandardTintersectionwithallwaystopcontrol.

Scenario4:Reconfiguredtoaonelaneroundabout.

CapacityanalyseswereperformedatthestudyintersectionduringtheweekdayAMandPMandSaturdaymiddaypeakhours
under the future conditions (2018) with development conditions (with and without the recommended mitigations traffic
volumes) for all the abovementioned scenarios. Intersection capacity analyses for the stopcontrolled scenarios were
performedusingSynchro(version9.1,build907,revision6)basedontheHighwayCapacityManual(HCM)2010dataand
methodology. The 95th percentile queues are provided for the study intersection. Under Scenario 4, the capacity and
queueinganalysisfortheproposedroundaboutwasperformedusingSidra,version6.1.Scenario4assumesasinglelane
roundaboutatthestudylocationwiththefollowingdesignfeatures:

Numberofcirculatinglanes:1

Inscribeddiameter:100

Lanewidth:13

Islanddiameter(includingtruckapron):65

Circulatingwidth:18

TheresultsofthisanalysisareincludedinTable3.

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Table3:FuturewithDevelopment(2018)CapacityAnalysisComparison
FuturewithDevelopment,2018 FuturewithDevelopmentwithRecommendedMitigations,2018
AMPeak PMPeak SATPeak AMPeak PMPeak SATPeak
95th 95th 95th 95th 95th 95th
Delay Delay Delay Delay Delay Delay
Intersection(Movement) LOS Queue LOS Queue LOS Queue LOS Queue LOS Queue LOS Queue
(s/veh) (s/veh) (s/veh) (s/veh) (s/veh) (s/veh)
(ft) (ft) (ft) (ft) (ft) (ft)
BearWallowRoad&OldBroadviewAvenue
Scenario1:LaneconfigurationconsistentwithExistingConditions:
OverallIntersection(Unsignalized)
NorthJunction
EastboundLeft B 11 22 B 12.8 47 B 11.9 38 B 11.2 24 B 13.2 53 B 12.4 45
WestJunction
NorthboundLeft B 13 16 B 14.1 22 B 12.8 17 B 12.3 17 B 14.3 22 B 13.0 18
SouthJunction
EastboundRight A 8.7 6 A 9.1 8 A 9.0 8 A 8.7 5 A 9.0 6 A 8.8 5
NorthboundLeft A 7.4 6 A 7.6 6 A 7.5 6 A 7.4 6 A 7.6 6 A 7.5 6
Scenario2:ModifiedtoaTintersectionandEBapproachasStopControlled:
OverallIntersection(Unsignalized) 7.0 13.1 10.6 7.1 13.9 11.3
EastboundLeft/Right C 15.1 50 D 25.1 140 C 19.4 98 C 15.5 53 D 26.9 150 C 20.9 108
NorthboundThru/Left A 7.9 8 A 8 8 A 7.8 8 A 7.9 8 A 8 8 A 7.8 8
Scenario3:ModifiedtoaTintersectionandoperatesasAllWayStopControlled:
OverallIntersection(Unsignalized) A 9.7 B 12.2 B 11.0 A 9.8 B 12.4 B 11.2
EastboundLeft/Right B 10.4 38 B 14.0 83 B 12.4 68 B 10.5 38 B 14.5 88 B 12.7 70
NorthboundThru/Left A 9.9 28 B 10.6 28 B 10.2 28 A 9.9 28 B 10.7 28 B 10.3 28
SouthboundThru/Right A 8.8 25 B 10.4 38 A 9.3 25 A 8.8 25 B 10.4 38 A 9.4 25
Scenario4:ModifiedtoaonelaneRoundabout:
OverallIntersection(Roundabout) A 5.3 A 5.9 A 5.5 A 5.3 A 5.9 A 5.5
EastboundLeft/Right A 5.7 36 A 6.4 58 A 5.9 50 A 5.7 36 A 6.4 58 A 5.9 50
NorthboundThru/Left A 5.2 28 A 5.7 27 A 5.5 27 A 5.3 29 A 5.8 28 A 5.7 28
SouthboundThru/Right A 4.9 28 A 5.4 35 A 0.9 25 A 4.9 28 A 5.4 36 A 4.7 25

Table3aboveshowsthatthestudyintersectionoperatesatacceptablelevelsofserviceunderallthescenariosforallthree
peakhours.Table3suggeststhatScenario3(AllWayStopcontrol)isthemostpreferablelaneconfigurationascompared
totheotherscenarios.Thequeuelengthsalongtheeastboundapproachatthestudyintersectionaremuchshorterwiththe
AllWayStopcontrolascomparedtoScenario2(SideStreetStopcontrol).Alsofromasafetyperspective,implementation
ofanallwaystopcontrolhasahigherCRFratio(CrashReductionFactor)ascomparedtoimplementationofaminorroad
stopcontrolledintersectioninbothurbanandruralsettings.NoCRFispublishedforconversiontoorfromadistributed
intersection configuration, but a typical Tintersection has better sight lines than the current alignments and would be
expectedtoatleastmaintain,ifnotimprove,thecurrentcrashrate.Combiningthesefactors,theimplementationofanall
waystopcontrolattheintersectionofBearWallowRoadandOldBroadviewAvenuewouldbeexpectedtoreducethecrash
rateattheintersection.

Table3alsoshowsthatthestudyintersectionoperatesatacceptablelevelsofservicewhendesignedandoperatedasa
roundabout.Atypicaldiameterforanurbansinglelaneroundaboutisaround90150feet.Thereisnotenoughroomatthe
intersection to accommodate a 150foot inscribed diameter roundabout without obtaining additional rightofway. The
applicantforthegrocerystoredoesnotcontroltherightofwayoftheintersection.Additionally,thereareutilitieslocated
immediatelyeastofthestudyintersection,whichwouldlikelyneedtoberelocatedtoaccommodatearoundaboutofany
size.

Figure4 shows the lane configurationsand levels of service for all the abovementioned scenarios. The detailedanalysis
worksheetsfromSidraandSynchroareincludedinAppendicesFandGrespectively.

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Figure4:LaneConfigurationandLevelsofServiceConfiguration

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CONCLUSION
AnoperationalanalysiswasconductedattheintersectionofBearWallowRoadandOldBroadwayAvenue.Fourdifferent
scenarioswereconsideredandtheanalysisrevealsthefollowing:

Theintersectionoperatesatacceptablelevelsofserviceunderalltheanalyzedscenarios.

The intersection exhibits shorter queue lengths when operated as an allway stop controlled intersection as
comparedtoasidestreet(eastboundapproach)stopcontrolledintersection.

The implementation of an allway stop control has a higher CRF ratio (Crash Reduction Factor) as compared to
implementationofaminorroadstopcontrolledintersectioninbothurbanandruralsettings.

Aroundaboutmaynotbeafeasibleoptionbecauseoflimitedrightofwayandextensiveutilityrelocationthatwould
berequired.

Forthesereasons,iftheintersectionistobereconstructed,theallwaystopcontrolledTintersectionwouldbethe
preferredconfiguration.

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