5+Exhibit+C+Rezoning LTR Cromwell+TIA

July 14, 2022
Mr. Denis Superczynski, AICP

Livable Frederick Planning Manager
Division of Planning and Permitting
30 N. Market Street
Frederick, MD 21701
RE: Cromwell Property Rezoning

Frederick County, Maryland
Our Job No.: 2020-0231
Dear Mr. Superczynski:

A SERVICE DISABLED
VETERAN-OWNED
SMALL BUSINESS
Cromwell Investments LLC is proposing to Amend the existing PUD Zoning Approval
MBE Certified for the Cromwell Property in Frederick County, Maryland, to accommodate a County
Charles County
Howard County requested Public Use Senior Center site. In support of the General Approval Criteria
Prince George’s County § 1-19-3.110.4 and the Specific Planned Development Approval Criteria
MFD Certified § 1-19-10.500.3 regarding the adequacy of the transportation systems, I want to
Montgomery County
further note the following.
CORPORATE OFFICE
As evidenced in our original submittal and re-stated here, the traffic study performed
Baltimore, MD for a modification to the Preferred Alternative reflected in the approved Interstate
Suite H
9900 Franklin Square Drive
Access Point Approval (IAPA) for the I-70 and Meadow Road interchange, dated
Baltimore, Maryland 21236 11/22/2019 prepared by Sabra & Associates, incorporate specific factors and analysis
410.931.6600
fax: 410.931.6601 that support the proposed rezoning approvals are evaluated. The study includes
1.800.583.8411 roadway capacity, and level of service and safety; projected construction schedule of
planned improvements; and results of travel demand modeling assessing the change
in future daily travel volumes, with and without the proposed development. We have
DELMARVA OFFICE
443.290.4060 reviewed this document and concur with the findings for the specific factors that
support the proposed rezoning in Frederick County, and which meet the intent of the
general and specific approval criteria.
SOUTH CAROLINA OFFICES
Columbia: 803.422.9965
Rock Hill: 410.446.3992
Furthermore, earlier in 2022, Oakdale Crossing, which is just south of the Cromwell
Property, was approved by the Planning Commission along with the Traffic Impact
Analysis (TIA) dated March 2021 and Revised July 2021 (Letter) by The Traffic Group,
FIELD OFFICE LOCATIONS Inc. and are attached to this letter as well. Frederick County noted, in the Letter of
Arkansas Understanding (LOU), that “all intersections within the study area were found to be
Florida
Maine acceptable and will continue to operate with acceptable levels of service during the
Mississippi
New York
peak hours with the installation of a traffic signal (by others) at the intersection of
North Carolina Meadow Road and Lake Linganore Boulevard.” Please note that the TIA was approved
Ohio
Pennsylvania with a conservative 586 AM and 570 PM peak hour trips, however, the LOU was
South Carolina approved with only 429 AM and 432 PM peak hour trips for a net difference of 157 AM
Texas
Utah and 138 PM peak hour trips.
Virginia
West Virginia
The Cromwell Property was included in the approved TIA as a Background
Development with 600 Senior Adult Housing Units with 159 AM and 194 PM peak
hour trips. Under this rezoning amendment, it is requested to add a Public Use Library
Merging Innovation and Excellence® Site and a Senior Center. Together, these documents support the general and specific
www.trafficgroup.com
approval criteria for traffic analysis.
It is our opinion that most trips destined to and from the Public Library and Senior Center site
would come from the proposed Cromwell Property Residents and other surrounding
communities, mostly internal to the site via Lake Linganore Boulevard. Additionally, based on
the approved Oakdale Crossing TIA, there is plenty of available capacity to maintain acceptable
levels of service. Further, we note that similar public use library and senior center sites around
the County generally have their opening hours later than the typical peak period particularly for
the morning peak, resulting in trips that would otherwise not impact the peak periods regardless.
In addition, other factors have been evaluated for the Transportation System Approval Criteria
and we note that:
 The project will facilitate the completion of a long-planned master planned roadway
[Lake Linganore Boulevard, once part of the Ijamsville Phase 3 Corridor Improvements
and in past County Capital Improvement Programs (CIP)].
 The development will have limited access (two points) along the master plan roadway
and include the same design standards as the existing road to include bike and pedestrian
facilities.
 Access is limited to Meadow Road due to final grading constraints, existing community
input, and the Planning Commissions’ recommended condition of approval.
 The location and design of the public roads impacting natural resources areas are being
carefully planned. We have worked with staff to limit the size the of the crossings, to
narrow down the roadway to a narrow cross-section to limit a variety of impacts.
 The existing rezoning approval includes conditions of approval relative to phasing and
timing for the construction of Lake Linganore Boulevard.
Based on this information, it is our opinion that the Cromwell Property Rezoning meets the
Transportation System Approval Criteria under Sections 1-19-10.3.110.4 and 1-19-10.500.3,
respectively.
If you have any questions, please let me know. Thank you.
Sincerely,
Joseph J. Caloggero, P.E., PTOE, PTP

Vice President
JJC:amr
(F:\2020\2020-0231_Fox Cromwell Property\DOCS\CORRESP\ANALYST\Rezoning_Ltr_Superczynski.docx)
Cromwell Property Rezoning July 14, 2022

Mr. Denis Superczynski, AICP Page 2 of 2
APPENDIX A
Technical Memorandum
TO: Shawn Burnett, P.E., PTOE
The Wilson T. Ballard Company
FROM: Kyle Roberts, P.E., PTOE

Sabra & Associates, Inc.
SUBJECT: I-70 and Meadow Road Interchange: Traffic Analysis for IAPA Amendment
DATE: November 22, 2019
EXECUTIVE SUMMARY
A traffic study was performed for a modification to the Preferred Alternative reflected in the approved Interstate
Access Point Approval (IAPA) for the I-70 and Meadow Road interchange. Five intersections were evaluated under
2040 AM and PM peak hour conditions and new forecasts were developed for all intersections. The study evaluated
a two-way stop, all-way stop, and full traffic signal scenario at the intersection of Meadow Road at WB I-70 Ramps,
with a 4th leg, Lake Linganore Boulevard, to the east. This study concludes that the intersection of Meadow Road at
WB I-70 Ramps/Lake Linganore Boulevard operates at acceptable levels of service with a traffic signal. A traffic
signal is recommended due to the better operational performance and ability to coordinate with adjacent signals to
detect and manage queues. For these reasons, a roundabout was not evaluated as part of this study. The following
paragraphs summarize the preliminary findings and specific recommendations.
Introduction
The purpose of this memorandum is to analyze a modification to the approved IAPA alternative and provide an update
to the January 6, 2016 Traffic Memorandum in the approved IAPA. The IAPA alternative, which includes the I-70 EB
Off ramp at MD 144 and the I-70 WB ramps at Meadow Rd, will be analyzed with the addition of a 4th leg at the
intersection of Meadow Road at the WB I-70 ramps. The 4th leg (east leg) is part of a newly planned local roadway
extension that would provide access to the Town Center Development and is named Lake Linganore Boulevard. The
analysis assumes a design year of 2040 and updates the traffic forecasts.
I. Study Area
The following five intersections were modeled:
Meadow Road and the westbound I-70 MD 144 and Old National Pike
ramps/Lake Linganore Boulevard MD 144 and Ijamsville Road
Meadow Road and Old National Pike MD 144 and Baltimore Road
Page |2
II. Traffic Volume Forecasts

This section and its appendices provide an overview of the assumptions and methods used for this study to produce
the traffic volume forecasts and intersection turning movement volumes for this study. The purpose of the analysis
was to capture the additional impacts of the connection of Lake Linganore Road on the west side of the I-70/Meadow
Blvd, and the additional growth and road network to be added as part of the Linganore Town Center and Fox/Cromwell
developments. It was important that the western connection assessment be consistent with original IAPA as
described in the 2016 I-70 Meadow Road IAPA – Traffic Analysis Memorandum (January 2016). The previous work
used the MWCOG V 2.3.52 regional travel demand mode and networks and Round 8.2 Cooperative forecast as a
foundation and added additional network detail and zone detail as required. It also updates the study area land use
forecasts to capture the planned development in the Eaglehead PUDs at the time of the study.
The 2019 analysis followed a similar process of adding zone and network detail to represent the Linganore Road
connection and network as shown in Figure 1 and the new TAZ detail shown in Figure 2 and Table 1.
Figure 1 Proposed Network Changes
Figure 2 Traffic Analysis Zone (TAZ) Splits

Page |3
Table 1: Traffic Analysis Zone (TAZ) The TAZ splits were made to capture both the additional network
Table of Equivalency within the 2016 study’s TAZ 2909, but also to provide better loading
to and from the I70/Meadow Interchange and the surrounding
MWCOG Task 1 Task 4 (New 2019) subarea. This helped improve both the base year calibration and
(Previous) the future year forecasts (see Appendix A).
2916 2916 2916
2555 2555 Land use changes were made based upon the distribution of parcels
3103 3103
by type within each of the subzones. Additional changes to the
Households, Population, and Employment by type were also made
2909 2629 2629
to capture the Cromwell (TAZ 3266) and Cromwell (TAZ 2629)
3266
developments not part of the 2016 study, and to better distribute the
3267 Oakdale Elementary, Middle School, and High School Employment.
3478
3482 The updated networks and land use assumptions were used as
2909 2909 2909 inputs to carry out the overall travel demand forecast model runs of
3495 the MWCOG 2.3.52 model. The results for key locations are
2915 2915 2915 summarized in Table 2 below. As expected, the highest % growth
3544 occurs on Meadow Road North of the Interchange which grows from
403 ADT to 5,996 ADT in the raw travel demand model outputs. Only one segment (MD 144 from Linganore Rd to
Meadow Rd) experiences a drop in ADT as the result of additional connectivity within the network. Note, however,
that raw model outputs must be post processed to produce the final AADT and time of day forecasts.
Table 2: Travel Forecast Model Result Summary

I-70/MD 144 Meadow Road Travel Forecasting Model Result Summary
Travel Forecast Model ADT at Key Locations 2040 Model Outputs
2040 Update (Meadow Rd)
Segment 2015 Update (Meadow Rd)
Roadway ADT (2015) Model
From To Volume Vol-Count Volume Growth
Exit 56 (Quinn Orchard Rd) Exit 59 (Meadow Rd) 67,480 77,281 1.15 108,866 40.9%
I-70
Exit 59 (Meadow Rd) Exit 62 (Green Valley Rd) 71,600 81,497 1.14 96,260 18.1%
I-70 Total 139,080 158,778 1.14 205,126 0.29
Monocacy Blvd MD 144/E Patrick Spilt 21,600 21,815 1.01 27,127 24.4%
MD 144 Linganore Rd Meadow Rd 19,100 15,217 0.80 13,968 -8.2%
Boyers Mill Rd Green Valley Rd 9,750 5,953 0.61 7,766 30.5%
MD 144 Total 50,450 42,985 0.85 48,861 0.14
Monocacy Blvd* Exit 55 Ramps E Patrick St 16,750 13,441 0.80 18,513 37.7%
Linganore Rd* North of I-70 1,830 2,379 1.30 3,100 30.3%
Meadow Rd** North of Interchange with I-70 430 502 1.17 5,996 1094.4%
Boyers Mill Rd North of I-70 7,450 4,691 0.63 5,161 10.0%
MD 75/Green Valley Rd North of Interchange with I-70 12,150 18,906 1.56 24,678 30.5%
N/S Roadways Total 38,610 39,919 1.03 57,448 43.9%
A comparison table with previous forecast tables are included in Appendix A.
The NCHRP 255/765 post-processing methods were developed and applied to refine the model outputs for existing
and projected traffic volumes and develop future year local traffic/intersection level data for the study intersections.
This process developed a balanced 2040 volume set of intersection turning movement counts, which are provided in
the Appendix B.
III. Summary of Analysis Scenarios

Synchro software was utilized for this study and uses the methodology provided in the Highway Capacity Manual to
calculate intersection capacity analysis results. Synchro pairs with SimTraffic, a microsimulation program, that can
be used to report queue lengths. The traffic simulation models utilized in this analysis were developed and calibrated
to existing conditions and reviewed and approved by MDOT SHA during the production of the IAPA report. Those
files were modified to reflect this alternative. Measures of Effectiveness reported include intersection and approach
Page |4
volume-to-capacity ratio, level of service, delay, and 95th-percentile queue lengths. Traffic simulations were run with
an average of five runs to determine overall network delays and any residual queueing and spillback onto mainline I-
70 or any upstream intersections. Any turn lane blockages or conflicts with weaving movements were also
determined.
2040 Build Conditions (4th leg at intersection of Meadow Road and I-70 WB Ramps)
This alternative scenario modifies the approved IAPA alternative and updates the January 6, 2016 Traffic
Memorandum in the approved IAPA by using the latest design approved by MDOT-SHA and including a 4th leg (east
leg) at the intersection of Meadow Road and I-70 WB Ramps as shown in Figure 3. The 4th leg (i.e. Lake Linganore
Boulevard) is assumed to have one lane in each direction with an exclusive left-turn lane approaching Meadow Road
and an exclusive left-turn lane for southbound Meadow Road. The intersection is analyzed with a two way stop, all
way stop, and signal control. For the signalized scenario, the intersection was assumed to be coordinated with the
adjacent signals at Meadow Rd at Old National Pike and MD 144 at Old National Pike and EB I-70 Ramp. The cycle
length was set at 100 seconds, consistent with the other nearby signals, and the northbound left was assumed to be
protected + permissive. All other left turn phases are permissive. The lane configurations for each intersection can
be found in Appendix C. Concepts of the proposed new local roadway are provided in Appendix D.
Meadow Rd
I-70 Ramps Lake Linganore Blvd

Meadow Rd
Figure 3: Meadow Road at Lake Linganore Boulevard and I-70 Ramps

Page |5
IV. Summary of Capacity Analyses

Capacity analyses were performed for the modified scenario. Table 3 provides a summary of the results of the
analysis performed using Synchro 10, a traffic software program that uses the Highway Capacity Manual
methodology to calculate performance measures. HCM 2000 results were used due limitations of newer HCM
versions to handle certain phasing sequences. The Synchro HCM results were used to report delay, volume-to-
capacity ratio, and level of service. SimTraffic, a microsimulation software that pairs with Synchro, was used to report
95th-percentile queue lengths. Intersection volumes and lane configurations can be found in Appendix B and
Appendix C, respectively. For reference, Table 4 reports the results shown in the January 6, 2016 Traffic
Memorandum in the Approved IAPA consistent with the latest design approved by MDOT-SHA.
The results of the analysis show the intersection of Meadow Rd at Lake Linganore Blvd and the I-70 WB ramps fails
under two way and all way stop conditions. When signalized, the intersection operates at LOS C during both peak
hours.
Meadow Rd at Old National Pike operates at a LOS C during both peaks, and the intersection of MD 144 at
Old National Pike/EB I-70 Off-Ramp operates at LOS D during both peak hours. Both signalized intersections operate
at an acceptable LOS and do not require additional mitigation.
The stop-controlled intersection at MD 144 at Baltimore Rd operates at LOS B during both peak hours. The stop-
controlled northbound approach from Ijamsville Rd at Main St/I-70 EB On ramp operates at LOS C and E in the AM
and PM peaks, respectively, and a delay of 36.5 seconds in the PM peak. Although the northbound approach
operates with a LOS E during the PM peak hour, the v/c ratio is less than 1.0 and the other approaches remain “free”.
Page |6
Table 3: Summary of Capacity Analysis

Synchro 10 (HCM 2000) Results
Storage (ft)
Approach
Available
95%ile Queue
Intersection / Delay Level of
Control v/c Ratio (feet)
Scenario (sec/veh) Service
AM PM AM PM AM PM AM PM
2040 Build Conditions – Signal at Meadow Rd at Lake Linganore Blvd
Overall >200 >200 >2.0 >2.0 F F - - -
Meadow Rd
EB >200 >200 >2.0 >2.0 F F 425 400 >700
at WB I-70
Two Way
1 Ramps/Lake WB >200 >200 >2.0 >2.0 F F 1000 1350 >700
Stop
Linganore
NB 9.2 3.4 0.59 0.37 B A 425 100 550
Blvd
SB 1.0 5.8 0.28 0.29 A B 50 525 250
Overall 96.2 58.0 - - F F - - -
Meadow Rd
EB 9.2 14.8 - - A B 325 400 >700
at WB I-70
All Way
1 Ramps/Lake WB 29.6 15.2 - - D C 1050 75 >700
Stop
Linganore
NB 187.9 123.2 - - F C 675 575 550
Blvd
SB 72.7 21.9 - - F C 600 300 250
Overall 33.0 21.5 0.92 0.74 C C - - -
Meadow Rd
EB 34.0 34.6 0.55 0.85 C C 250 400 >700
at WB I-70
1 Ramps/Lake Signal WB 56.7 30.6 0.90 0.61 E C 500 275 >700
Linganore
NB 12.6 8.1 0.88 0.53 B A 550 175 550
Blvd
SB 41.4 21.0 0.81 0.72 D C 225 275 275
Overall 24.5 27.9 0.79 0.94 C C - - -
Meadow Rd
at EB 14.7 18.6 0.74 0.91 B B 300 300 550
2 Old National Signal
WB 18.8 27.8 0.50 0.77 B C 325 350 550
Pike
SB 45.2 46.0 0.83 0.90 D D 400 400 475
Overall 39.0 44.4 0.88 0.90 D D - - -
MD 144 at EB 18.3 17.6 0.39 0.50 B B 325 275 >700
Old National
3 Pike and Signal WB 31.3 18.8 0.81 0.82 C B 575 675 550
EB I-70
Ramp NB 35.9 66.4 0.76 0.91 D E 150 175 500
SB 55.2 65.3 0.94 0.96 E E 725 600 >800
MD 144 at Overall 5.0 17.0 - - A C - - -
4 Ijamsville NB Stop
Road NB 17.6 36.5 0.60 0.90 C E 325 750 >800
MD 144 at Two Way Overall 0.5 0.4 - - A A - - -

5
Baltimore Rd Stop NB 11.7 11.9 0.07 0.06 B B 50 50 225
Page |7
Table 4: Summary of Capacity Analysis under 2040 Build Conditions presented in 2016 Traffic Memo
Synchro 9 (HCM 2000)
Storage (ft)
Approach
Available
95%ile Queue
Intersection / Delay Level of (feet)
Control v/c Ratio
Scenario (sec/veh) Service
AM PM AM PM AM PM AM PM
2040 Build Conditions with Traffic Signal
Meadow Rd Overall 5.3 23.7 - - - - - - -
1 at WB I-70 Stop
Ramp EB 55.6 252.4 0.42 1.22 F F 45 193 >700
Overall 27.6 31.2 0.58 0.75 C C - - -

Meadow Rd
at EB 20.0 25.0 0.83 0.86 C C 417 498 550
2 Old National Signal
WB 43.8 43.6 0.85 0.89 D D 272 335 550
Pike
SB 20.0 26.4 0.27 0.28 C C 138 252 475
Overall 27.6 29.6 0.72 0.82 C C - - -
MD 144 at EB 19.8 22.1 0.44 0.61 B C 214 325 >700
Old National
3 Pike and Signal* WB 22.8 23.9 0.93 0.95 C C #153 #450 550
EB I-70
Ramp NB 31.0 32.8 0.27 0.55 C C 63 118 500
SB 37.6 39.2 0.72 0.76 D D #248 #254 >700
MD 144 at Overall 3.2 7.8 - - - - - - -
4 Ijamsville NB Stop
Road NB 14.3 18.5 0.36 0.63 B C 40 113 225
*Scenario 1C: Traffic Signal with Eastbound Channelized Right-Turn Lane and Dual Left Turn Lanes from
Eastbound I-70
Conclusion
The signalization of Meadow Rd and the I-70 WB ramps provides acceptable traffic operations, even with the addition
of a westbound approach from Lake Linganore Blvd. All other study intersections operate at acceptable overall levels
of service, and no additional mitigation is recommended for them.
Page |8
APPENDIX A: ADT Comparisons

I-70/MD 144 Meadow Road Model Validation (Volume/Count Table)
2015 Counts, and Model Outputs
Segment 2015 (MWCOG) 2015 (Meadow Rd) 2015 Update (Meadow Rd)
Roadway ADT (2015)
From To Volume Vol-Count Volume Vol-Count Volume Vol-Count
Exit 56 (Quinn Orchard Rd) Exit 59 (Meadow Rd) 67,480 85,320 1.26 78,180 1.16 77,281 1.15
I-70
Exit 59 (Meadow Rd) Exit 62 (Green Valley Rd) 71,600 77,470 1.08 82,070 1.15 81,497 1.14
I-70 Total 139,080 162,790 1.17 160,250 1.15 158,778 1.14
Monocacy Blvd MD 144/E Patrick Spilt 21,600 22,620 1.05 22,240 1.03 21,815 1.01
MD 144 Linganore Rd Meadow Rd 19,100 5,240 0.27 15,300 0.80 15,217 0.80
Boyers Mill Rd Green Valley Rd 9,750 3,570 0.37 6,220 0.64 5,953 0.61
MD 144 Total 50,450 31,430 0.62 43,760 0.87 42,985 0.85
Monocacy Blvd* Exit 55 Ramps E Patrick St 16,750 N.A. N.A. 13,560 0.81 13,441 0.80
Linganore Rd* North of I-70 1,830 N.A. N.A. 2,720 1.49 2,379 1.30
Meadow Rd** North of Interchange with I-70 430 N.A. N.A. N.A. N.A. 502 1.17
Boyers Mill Rd North of I-70 7,450 5,760 0.77 4,420 0.59 4,691 0.63
MD 75/Green Valley Rd North of Interchange with I-70 12,150 18,570 1.53 18,720 1.54 18,906 1.56
N/S Roadways Total 38,610 24,330 0.63 39,420 1.02 39,919 1.03
Notes
* These roadways are not part of the MWCOG model
** Meadow Rd volumes are negligible
2040 Model Outputs

2040 Meadow 2040 Update (Meadow Rd)
Segment
Model Model
Roadway
Growth % from Growth % from
From To Volume Volume
2015 2015
Exit 56 (Quinn Orchard Rd) Exit 59 (Meadow Rd) 111,481 42.6% 108,866 40.9%
I-70
Exit 59 (Meadow Rd) Exit 62 (Green Valley Rd) 100,521 22.5% 96,260 18.1%
I-70 Total 212,002 32.3% 205,126 29.2%
Monocacy Blvd MD 144/E Patrick Spilt 27,283 22.7% 27,127 24.4%
MD 144 Linganore Rd Meadow Rd 14,735 -3.7% 13,968 -8.2%
Boyers Mill Rd Green Valley Rd 8,765 40.9% 7,766 30.5%
MD 144 Total 50,783 16.0% 48,861 13.7%
Monocacy Blvd* Exit 55 Ramps E Patrick St 18,956 39.8% 18,513 37.7%
Linganore Rd* North of I-70 3,203 17.8% 3,100 30.3%
Meadow Rd** North of Interchange with I-70 5,165 N.A. 5,996 1094.4%
Boyers Mill Rd North of I-70 4,889 10.6% 5,161 10.0%
MD 75/Green Valley Rd North of Interchange with I-70 24,391 30.3% 24,678 30.5%
N/S Roadways Total 56,604 43.6% 57,448 43.9%
2015
2040 Build
Eaglehead Dr
Page |9
APPENDIX B: 2040 Traffic Volumes

AM (Modified Build Alternative)
AM (2016 Traffic Memo)

P a g e | 10
PM (Modified Build Alternative)
PM (2016 Traffic Memo)

P a g e | 11
APPENDIX C: Lane Configurations
Modified 2040 Build Conditions (4th leg at intersection of Meadow Road and I-70 WB Ramps)
2040 Build Conditions- Scenario 1C (2016 Traffic Memo)

APPENDIX D: Lake Linganore Concept Plan
APPENDIX B
Oakdale Crossing
Frederick County, Maryland
March 3, 2021
Traffic Impact Analysis
Prepared for:
Elm Street Development
Mr. Jason Wiley
1355 Beverly Road, Suite 240
McLean, VA 22101
[email protected]
TABLE OF CONTENTS
 INTRODUCTION AND SUMMARY OF FINDINGS ............................................................. 1
 EXISTING TRAFFIC CONDITIONS .................................................................................... 3
Figure 1 Location Map and Study Intersections ............................................................ 3

Figure 1A Site Concept Plan ............................................................................................. 4
Figure 2 Existing Lane Use ............................................................................................. 5
Figure 3 Existing Peak Hour Traffic Volumes ................................................................. 6
 BACKGROUND TRAFFIC CONDITIONS ............................................................................ 8
Figure 4 Regional Traffic Growth (1% for 11 Years) ....................................................... 8

Figure 5 2031 Base Peak Hour Traffic Volumes ............................................................. 9
Figure 5A Adjusted 2031 Base Peak Hour Traffic Volumes ............................................ 10
Figure 5B Background Lane Use .................................................................................... 11
Table 1 Trip Generation Rates and Totals for Background Developments ................. 12
Figure 6 Trips Generated by Background Development .............................................. 17
Figure 7 2031 Background Peak Hour Traffic Volumes................................................ 18
 TOTAL TRAFFIC CONDITIONS ...................................................................................... 20
Table 2 Trip Generation Rates and Totals for Subject Site ......................................... 21
Figure 8A Trip Assignment for Subject Site (Commercial) ............................................. 23
Figure 8B Trip Assignment for Subject Site (Day Care Center)....................................... 24
Figure 8C Trip Assignment for Subject Site (Senior Center) ........................................... 24
Figure 8D Trip Assignment for Subject Site (Internal Trips) ........................................... 25
Figure 8E Trip Assignment for Subject Site (Pass‐by Trips) ............................................ 25
Figure 9 2031 Total Peak Hour Traffic Volumes .......................................................... 26
Table 3 Results of Intersection Capacity Analyses (CLV) ............................................ 27
Table 4 Results of Intersection Capacity Analyses (HCM and SIDRA) ......................... 28
Table 5 Results of Intersection Queuing Analysis ....................................................... 30
 RESULTS, RECOMMENDATIONS, AND CONCLUSIONS.................................................. 32

APPENDICES
APPENDIX A – Scoping Agreement, Intersection Turning Movement Counts, and Aerial Photos
APPENDIX B – Intersection Capacity Analysis Worksheets
APPENDIX C – Trip Assignment for Approved Developments
Professional Certification: I hereby certify that these documents were prepared or approved by
me, and that I am duly licensed professional engineer under the laws of the State of Maryland,
License No. 25547 Expiration Date: 09/25/2022.
Prepared by: Joseph Caloggero, P.E., PTOE, PTP

Qiang Tian, P.E., PTOE
JJC:amr
(F:\2020\2020‐0232_Delauter‐Hutzell
Property\DOCS\REPORTS\INITIAL\TIA.docx)
CORPORATE OFFICE
The Traffic Group, Inc. ® 9900 Franklin Square Drive, Suite H
Traffic Engineers & Transportation Planners Baltimore, Maryland 21236
410‐931‐6600 Fax: 410‐931‐6601
1‐800‐583‐8411
Merging Innovation and Excellence® www.trafficgroup.com
INTRODUCTION AND SUMMARY OF FINDINGS
Study Purpose
The Traffic Group, Inc. has prepared this Traffic Impact Analysis to determine the impact the
proposed Oakdale Crossing would have on the adjacent road system in Frederick County,
Maryland. Oakdale Crossing is located in the northeast and southeast quadrant of the
intersection of Meadow Road @ I‐70 WB Ramp.
For purposes of this Traffic Impact Analysis, we have assumed the following development:
 45,000 SF Medical Office;

 6,500 SF Convenience Market with Gas;
 17,000 SF Fast Food Restaurant with Drive‐Thru;
 3,000 SF Coffee Shop with Drive‐Thru; and
 75,000 SF of Assisted Living (approximately 120 Beds) or 7,500 SF of Day Care and 7,500
SF of a Senior Center.
Access is proposed along both the north and south sides of Lake Linganore Boulevard and there
is a separate full movement access for the Assisted Living or Day Care and Senior Center uses
along Old National Pike. Oakdale Crossing is expected to be built out within 10 years (2031).
Study Criteria/Methodology
The Scope of Work for this Traffic Impact Analysis was determined by Frederick County and can
be found in Appendix A. This Traffic Impact Analysis was prepared in accordance with
Frederick County’s Adequate Public Facilities Ordinance (APFO).
Scope of Services
 Conduct a field inspection to collect physical information concerning the nearby road
system, including the compilation of aerial photography.
 Collect intersection turning movement counts at each of the key intersections during the
weekday morning and evening peak periods.
 Provide an allowance for regional traffic growth throughout the corridor.
 Obtain background development information from Frederick County.
1
 Prepare trip generation and trip distribution for each background development and the
subject site.
 Undertake Intersection Capacity Analyses and Level of Service (LOS) evaluations for
existing, background, and total traffic conditions using Critical Lane Volume (CLV),
Highway Capacity Manual (HCM), and SIDRA Methodologies.
 Prepare Queuing Analyses using the Maryland Department of Transportation State

Highway Administration (MDOT SHA) 95th Percentile Methodology.
 Provide an overall assessment of traffic operations.
Summary of Findings and Recommendations
The results of the Traffic Impact Analysis indicate that all study intersections are operating at
acceptable levels of service and will continue to operate with acceptable levels of service during
each of the peak periods using the CLV, HCM, and SIDRA Methodologies.
With the link of Lake Linganore Boulevard between Oakdale PUD and Meadow Road, the
intersection of Meadow Road @ I‐70 WB Ramp is projected to operate with delays under the
HCM Methodology. It is our understanding that a Traffic Signal is proposed at this intersection
and the CLV results with a Traffic Signal show acceptable levels of service. The results are also
based on the future improvements to be constructed or funded by the Oakdale PUD (Eaglehead
on the Lakes), Linganore Town Center ‐ South Commercial, and other Frederick County planned
intersection improvements. Also, the main site access along Lake Linganore Boulevard is
projected to have delays when exiting both the north and south sides of the development. At
this time, we would either suggest a roundabout or future Traffic Signal to be installed at a later
time when warranted.
Additionally, all queues can be accommodated within the existing storage areas at all
intersections during the morning and evening peak hours except for a few movements. These
occur under background and total traffic conditions. Please note that the proposed subject site
has a minimal impact to these movements under Total Traffic Conditions.
Therefore, it is our opinion that Oakdale Crossing meets the requirements of Frederick County’s
APFO for approval with the necessary pro rata contributions to the local escrow accounts.
The data and methodology used to undertake this study is detailed in the sections that follow.
2
EXISTING TRAFFIC CONDITIONS
Site Information
Oakdale Crossing is located in the northeast and southeast quadrant of the intersection of
Meadow Road @ I‐70 WB Ramp. A map showing the general area can be found on Figure 1
along with the Study Intersections, and a Site Concept Plan can be found on Figure 1A.
Figure 1. Location Map and Study Intersections
3
Figure 1A. Site Concept Plan
Study Area
Based on the Scoping Agreement, the following intersections were identified to be included as
part of this analysis:
1. MD 144 @ I‐70 EB Ramp (Future Traffic Signal);

2. Old National Pike @ Meadow Road (Traffic Signal);
3. Old National Pike @ Eaglehead Drive (Roundabout);
4. Old National Pike @ Mussetter Road (Traffic Signal);
5. Meadow Road @ I‐70 WB Ramp (Future Traffic Signal); and
6. I‐70 EB On‐Ramp @ Ijamsville road (Unsignalized).
Please note that intersections 3 and 4 are for informational purposes only since they are not in
the scope. Figure 2 has been prepared to detail the existing lane use and traffic control devices
at each of the study intersections. Aerial photography can be found in Appendix A.
4
Figure 2. Existing Lane Use
Traffic Volumes
The Traffic Group, Inc. collected intersection turning movement counts from 7–9 AM and
4–6 PM on a weekday at each of the key intersections in the study area. All traffic counts were
conducted prior to schools closing for the 2020 Year. A summary of the existing peak hour
traffic volumes can be found on Figure 3. Complete turning movement count worksheets are
contained in Appendix A.
5
Figure 3. Existing Peak Hour Traffic Volumes
Analysis of Existing Traffic Conditions
Intersection Capacity Analyses were undertaken at each of the study intersections based on
Existing Traffic Conditions using the MDOT SHA CLV, HCM, and SIDRA Methodologies. The
results can be found in Tables 3 and 4, respectively.
A review of Table 3 indicates that each intersection currently exhibits an acceptable LOS “A”
based on CLV during the weekday morning and evening peak hours.
As shown in Table 4, the HCM Unsignalized Methodology results indicate that all movements
are operating at acceptable levels of service during the weekday morning and evening peak
hours. A review of Table 4 also indicates that the roundabout at Old National Pike @
Eaglehead Drive is operating at acceptable LOS based on the SIDRA Methodology during the
morning and evening peak hours.
6
Queuing Analyses for all intersections were conducted based on the MDOT SHA’s
95th Percentile Methodology and the results can be found on Table 5. As shown, all queues can
be accommodated within the existing storage areas at all intersections during the morning and
evening peak hours.
Complete capacity worksheets for all analyses can be found in Appendix B.
7
BACKGROUND TRAFFIC CONDITIONS
Design Year(s)
Full buildout of the Oakdale Crossing is expected by the year 2031 (10 years). To account for
regional growth, a 1% annual growth rate was incorporated within the study area for 11 years
(from 2020 to 2031) and the regional growth is shown on Figure 4 and the resulting 2031 Base
Peak Hour Traffic Volumes can be found on Figure 5.
Figure 4. Regional Traffic Growth (1% for 11 years)
8
Figure 5. 2031 Base Peak Hour Traffic Volumes
Background Traffic
As part of Oakdale PUD (Eaglehead on the Lakes), the interchange of I‐70 @ Meadow Road will
be completed by constructing an on‐ramp to westbound I‐70 (Completed) and off‐ ramp from
eastbound I‐70. The intersection of MD 144 and Old National Pike/I‐70 eastbound on‐ramp will
be reconstructed to align with the new off‐ramp from eastbound I‐70. The interchange
improvement plans can be found in Appendix A.
It was assumed that 50% of the eastbound MD 144 Old National Pike movement would utilize
the new I‐70 Eastbound Off‐Ramp and it was assumed conservatively that 25% of the existing
southbound right turns from Eaglehead Drive and eastbound left turns from MD 144 would be
redistributed to Lake Linganore Boulevard to use the I‐70 Westbound Ramps as shown in
Figure 5A. Figure 5B has been prepared to show the background lane use proposed by
background developments under each scenario.
9
Figure 5A. Adjusted 2031 Base Peak Hour Traffic Volumes
10
Figure 5B. Background Lane Use
In addition to regional traffic growth, traffic projected to be generated by other approved

developments in the vicinity of the subject site must also be taken into consideration.
Frederick County provided nine (9) approved background developments to be included in the
study. Previously approved Traffic Impact Studies were utilized to determine the number of
trips projected to be generated. Table 1 details the trip generation for the background
developments.
11
Table 1. Trip Generation Rates and Totals for Background Developments
12
Table 1. Trip Generation Rates and Totals for Background Developments, Continued
13
14
15
16
Trips from these background developments were assigned throughout the roadway network
based on the previously approved Traffic Impact Studies. The trip assignment for all these
developments is found on Figure 6 while the individual background development trip
distribution can be found in Appendix C.
Figure 6. Trips Generated by Background Development
17
Combining the background trips from the approved developments and the 2031 base peak
hour traffic volumes results in the 2031 background peak hour traffic volumes found on
Figure 7.
Figure 7. 2031 Background Peak Hour Traffic Volumes
Analysis of Background Traffic Conditions
Background Traffic Conditions under both the Interim and Build‐Out Scenarios using the MDOT
SHA CLV, HCM, and SIDRA Methodologies. The results can be found in Tables 3 and 4,
respectively.
A review of Table 3 indicates that each intersection is projected to exhibit acceptable LOS “C”
or better based on CLV during the weekday morning and evening peak hours under both
scenarios.
As shown in Table 4, the HCM Unsignalized Intersection methodology results indicate that the
minor approaches at Meadow Road @ I‐70 Westbound Ramp are projected to operate with an
unacceptable delay. A traffic signal is planned to be installed at this intersection. The MDOT
18
SHA CLV methodology was then utilized, and the results show LOS “A” during the weekday
morning and evening peak hours (Table 3). A review of Table 4 also indicates that the
roundabout at Old National Pike @ Eaglehead Drive is projected to operate at acceptable LOS
based on the SIDRA Methodology during the morning and evening peak hours.
95th Percentile Methodology and the results can be found in Table 5. As shown, the queuing
for most of the movements can be maintained in the existing storage areas.
19
TOTAL TRAFFIC CONDITIONS
Site Information
Oakdale Crossing is proposed with the following development:

Trip Generation/Distribution
ITE’s Trip Generation Manual (10th Edition) was utilized to determine the number of trips
projected to be generated by Oakdale Crossing. The rates and equations used can be found in
Table 2. Please note that since the projected trips from the Day Care and Senior Center are
higher than the Assisted Living, these trips were utilized for the TIS. Also, since there is not a
land use code and minimal volumes are expected for the Senior Center, we projected a
conservative 20 peak hour trips during the morning and evening peak hours.
20
Table 2. Trip Generation Rates and Totals for Subject Site
21
Table 2. Trip Generation Rates and Totals for Subject Site, Continued
22
Figures 8A, 8B, and 8C detail the trip distribution and trip assignment for the Commercial Uses,
Day Care, and Senior Center based on information provided by Frederick County. Figure 8D
details the internal trip capture which includes internal trips from within the Oakdale PUD and
surrounding area. Figure 8E details the pass‐by trip assignment. Adding the trips projected to
be generated by the subject site to the 2031 Background Peak Hour Traffic Volumes, results in
the 2031 Total Peak Hour Traffic Volumes as shown on Figure 9.
Figure 8A. Trip Assignment for Subject Site (Commercial)
23
Figure 8B. Trip Assignment for Subject Site (Day Care Center)
Figure 8C. Trip Assignment for Subject Site (Senior Center)
24
Figure 8D. Trip Assignment for Subject Site (Internal Trips)
Figure 8E. Trip Assignment for Subject Site (Pass‐by Trips)
25
Figure 9. 2031 Total Peak Hour Traffic Volumes
Analysis of Total Traffic Conditions
Total Traffic Conditions under both the Interim and Build‐Out Scenarios using the MDOT SHA
CLV, HCM, and SIDRA Methodologies. The results can be found in Tables 3 and 4, respectively.
A review of Table 3 indicates that each intersection is projected to continue to operate at

acceptable LOS “C” or better based on CLV during the weekday morning and evening peak
hours under both scenarios.
As shown in Table 4, the HCM Unsignalized Intersection methodology results indicate that the
minor approaches at Meadow Road @ I‐70 Westbound Ramp are projected to operate with an
unacceptable delay. A traffic signal is planned to be installed at this intersection. The MDOT
SHA CLV methodology was then utilized, and the results show LOS “A” during the weekday
morning and evening peak hours (Table 3). A review of Table 4 indicates that the roundabout
at Old National Pike @ Eaglehead Drive is projected to continue to operate at acceptable LOS
based on the SIDRA Methodology during the morning and evening peak hours. Also shown on
Table 4, the main site access along Lake Linganore Boulevard is projected to have delays when
exiting both the north and south sides of the development. At this time, we would either
26
suggest a roundabout or future Traffic Signal to be installed later when warranted. The CLV is
shown to be acceptable with a Traffic Signal on Table 3.
95th Percentile Methodology and the results can be found in Table 5. As shown, the queuing
for most of the movements can be maintained in the existing storage areas. Also, the proposed
subject site has a minimal impact on the queuing that exceeds the storage length. Therefore,
no mitigation is suggested.
Table 3. Results of Intersection Capacity Analyses (CLV)
27
Table 4. Results of Intersection Capacity Analyses (HCM and SIDRA)
28
Table 4. Results of Intersection Capacity Analyses (HCM and SIDRA), Continued
29
Table 5. Results of Intersection Queuing Analysis
30
Table 5. Results of Intersection Queuing Analyses, Continued
31
RESULTS, RECOMMENDATIONS, AND CONCLUSIONS
Study Purpose
The Traffic Group, Inc. has prepared this Traffic Impact Analysis to determine the impact the
proposed Oakdale Crossing would have on the adjacent road system in Frederick County,
Maryland. Oakdale Crossing is located in the northeast and southeast quadrant of the
intersection of Meadow Road @ I‐70 WB Ramp.
For purposes of this Traffic Impact Analysis, we have assumed the following development:

Study Criteria/Methodology
The Scope of Work for this Traffic Impact Analysis was determined by Frederick County and can
be found in Appendix A. This Traffic Impact Analysis was prepared in accordance with
Frederick County’s Adequate Public Facilities Ordinance (APFO).
Summary of Findings and Recommendations
The results of the Traffic Impact Analysis indicate that all study intersections are operating at
acceptable levels of service and will continue to operate with acceptable levels of service during
each of the peak periods using the CLV, HCM, and SIDRA Methodologies.
With the link of Lake Linganore Boulevard between Oakdale PUD and Meadow Road, the
intersection of Meadow Road @ I‐70 WB Ramp is projected to operate with delays under the
HCM Methodology. It is our understanding that a Traffic Signal is proposed at this intersection
and the CLV results with a Traffic Signal show acceptable levels of service. The results are also
based on the future improvements to be constructed or funded by the Oakdale PUD (Eaglehead
on the Lakes), Linganore Town Center ‐ South Commercial, and other Frederick County planned
intersection improvements. Also, the main site access along Lake Linganore Boulevard is
32
projected to have delays when exiting both the north and south sides of the development. At
this time, we would either suggest a roundabout or future Traffic Signal to be installed at a later
time when warranted.
Additionally, all queues can be accommodated within the existing storage areas at all
intersections during the morning and evening peak hours except for a few movements. These
occur under background and total traffic conditions. Please note that the proposed subject site
has a minimal impact to these movements under Total Traffic Conditions.
Therefore, it is our opinion that Oakdale Crossing meets the requirements of Frederick County’s
APFO for approval with the necessary pro rata contributions to the local escrow accounts.
33
APPENDIX A
Scoping Agreement,
Intersection Turning Movement Counts
and Aerial Photos
Frederick County
Planning & Permitting Division
Final TIA Scoping Proposal
Delauter Hutzel Property
N257749
1. LOCATION: East side of Meadow Road, opposite I-70 WB Ramps
2. EXISTING USE: Unimproved
3. PROPOSED USE: 125k sq ft general commercial & Office
4. CIP/CTP ASSUMED IMPROVEMENTS: Old National Pike/Boyers Mill Road

Intersection
5. OTHER IMPROVEMENTS: new off-ramp from eastbound I-70 at Meadow Road

guaranteed by County TIF
6. BACKGROUND GROWTH & DEVELOPMENT: Assume 1% growth in through traffic

for ten (10) years. Pipeline development would include:
a. Eaglehead on the Lakes (south of Lake Linganore)
b. Rayburn/Long Branch
c. Shapiro/Rosehaven Property
d. O’Connor Plumbing
e. Spring Ridge Bus Ctr
f. Mains Heights
g. Rutter’s at New Market Shopping Center
h. Valley School
i. Cromwell Property
7. TRIP GENERATION: ITE Rates for selected uses defined by applicant
8. TRIP DISTRIBUTION: Base Assumption: Lake Linganore Blvd not built to Meadow Rd
a. 30% west on I-70
b. 20% east on I-70
c. 15% west on MD 144
d. 20% east on Old National Pike
e. 15% south on Ijamsville Rd
1
9. ANALYSIS:
a. CLV (SHA Method) & 95% Queues (HCM if mitigation is proposed):
i. MD 144 (ONP) @ Meadow Road
ii. MD 144 (ONP) @ I-70 EB Ramps
iii. Meadow Rd @ I-70 WB Ramps
b. HCM Un-signalized Analysis (if > 30 site trips on non-free flowing approaches):
i. Ijamsville Rd @ I-70 EB On-Ramp
February 6, 2020
Ron Burns
Traffic Engineer
Frederick County Government
Division of Planning and Permitting
30 North Market Street
Frederick, MD 21701
301-600-6742 phone
301-600-1645 facsimile [email protected]
2
TOTALS TURNING MOVEMENT COUNT - SUMMARY
Counted by: VCU
Intersection of: MD 144 Date: March 11, 2020 Wednesday
and: Old National PIke Weather: Clear, Cold
Location: Frederick County, Maryland Entered by: SN Star Rating: 5
TRAFFIC FROM NORTH TRAFFIC FROM SOUTH TRAFFIC FROM EAST TRAFFIC FROM WEST TOTAL
on: Old National PIke on: on: MD 144 on: MD 144 N+S
TIME +
RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL RIGHT THRU LEFT U-TN TOTAL E + W
AM
7:00 - 7:15 56 0 7 0 63 0 0 0 0 0 4 20 0 0 24 0 129 157 0 286 373
7:15 - 7:30 89 0 7 0 96 0 0 0 0 0 7 23 0 0 30 0 144 167 0 311 437
7:30 - 7:45 79 0 8 0 87 0 0 0 0 0 10 28 0 0 38 0 127 118 0 245 370
7:45 - 8:00 98 0 13 0 111 0 0 0 0 0 11 23 0 0 34 0 135 100 0 235 380
8:00 - 8:15 81 0 7 0 88 0 0 0 0 0 9 34 0 0 43 0 138 99 0 237 368
8:15 - 8:30 68 0 7 0 75 0 0 0 0 0 7 26 0 0 33 0 106 88 0 194 302
8:30 - 8:45 73 0 9 0 82 0 0 0 0 0 3 26 0 0 29 0 98 81 0 179 290
8:45 - 9:00 106 0 12 0 118 0 0 0 0 0 4 32 0 0 36 0 92 123 0 215 369
2 Hr Totals 650 0 70 0 720 0 0 0 0 0 55 212 0 0 267 0 969 933 0 1902 2889
1 Hr Totals
7:00 - 8:00 322 0 35 0 357 0 0 0 0 0 32 94 0 0 126 0 535 542 0 1077 1560
7:15 - 8:15 347 0 35 0 382 0 0 0 0 0 37 108 0 0 145 0 544 484 0 1028 1555
7:30 - 8:30 326 0 35 0 361 0 0 0 0 0 37 111 0 0 148 0 506 405 0 911 1420
7:45 - 8:45 320 0 36 0 356 0 0 0 0 0 30 109 0 0 139 0 477 368 0 845 1340
8:00 - 9:00 328 0 35 0 363 0 0 0 0 0 23 118 0 0 141 0 434 391 0 825 1329
PEAK HOUR
7:00 - 8:00 322 0 35 0 357 0 0 0 0 0 32 94 0 0 126 0 535 542 0 1077 1560
PM
4:00 - 4:15 106 0 10 0 116 0 0 0 0 0 2 60 0 0 62 0 87 112 0 199 377
4:15 - 4:30 109 0 7 0 116 0 0 0 0 0 2 61 0 0 63 0 83 127 0 210 389
4:30 - 4:45 96 0 8 0 104 0 0 0 0 0 3 54 0 0 57 0 92 129 0 221 382
4:45 - 5:00 120 0 9 0 129 0 0 0 0 0 4 72 0 0 76 0 83 115 0 198 403
5:00 - 5:15 113 0 5 0 118 0 0 0 0 0 3 56 0 0 59 0 84 126 0 210 387
5:15 - 5:30 144 0 9 0 153 0 0 0 0 0 4 67 0 0 71 0 99 151 0 250 474
5:30 - 5:45 108 0 5 0 113 0 0 0 0 0 5 68 0 0 73 0 74 136 0 210 396
5:45 - 6:00 83 0 4 0 87 0 0 0 0 0 3 57 0 0 60 0 77 111 0 188 335
2 Hr Totals 879 0 57 0 936 0 0 0 0 0 26 495 0 0 521 0 679 1007 0 1686 3143
1 Hr Totals
4:00 - 5:00 431 0 34 0 465 0 0 0 0 0 11 247 0 0 258 0 345 483 0 828 1551
4:15 - 5:15 438 0 29 0 467 0 0 0 0 0 12 243 0 0 255 0 342 497 0 839 1561
4:30 - 5:30 473 0 31 0 504 0 0 0 0 0 14 249 0 0 263 0 358 521 0 879 1646
4:45 - 5:45 485 0 28 0 513 0 0 0 0 0 16 263 0 0 279 0 340 528 0 868 1660
5:00 - 6:00 448 0 23 0 471 0 0 0 0 0 15 248 0 0 263 0 334 524 0 858 1592
PEAK HOUR
4:45 - 5:45 485 0 28 0 513 0 0 0 0 0 16 263 0 0 279 0 340 528 0 868 1660
3
4
Counted by: VCU
Intersection of: MD 144 Date: March 11, 2020 Wednesday
and: Meadow Road Weather: Cold, Clear
Location: Frederick County, Maryland Entered by: BGJ Star Rating: 5
on: Meadow Road on: on: MD 144 on: MD 144 N+S
TIME +
AM
7:00 - 7:15 20 0 16 0 36 0 0 0 0 0 43 43 0 0 86 0 153 15 0 168 290
7:15 - 7:30 16 0 29 0 45 0 0 0 0 0 74 80 0 0 154 0 160 11 0 171 370
7:30 - 7:45 18 0 18 0 36 0 0 0 0 0 90 69 0 0 159 0 92 30 0 122 317
7:45 - 8:00 22 0 13 0 35 0 0 0 0 0 93 89 0 0 182 0 91 17 0 108 325
8:00 - 8:15 20 0 7 0 27 0 0 0 0 0 73 68 0 0 141 0 74 30 0 104 272
8:15 - 8:30 28 0 6 0 34 0 0 0 0 0 44 47 0 0 91 0 76 19 0 95 220
8:30 - 8:45 19 0 4 0 23 0 0 0 0 0 95 63 0 0 158 0 65 22 0 87 268
8:45 - 9:00 30 0 16 0 46 0 0 0 0 0 96 88 0 0 184 0 118 21 0 139 369
2 Hr Totals 173 0 109 0 282 0 0 0 0 0 608 547 0 0 1155 0 829 165 0 994 2431
1 Hr Totals
7:00 - 8:00 76 0 76 0 152 0 0 0 0 0 300 281 0 0 581 0 496 73 0 569 1302
7:15 - 8:15 76 0 67 0 143 0 0 0 0 0 330 306 0 0 636 0 417 88 0 505 1284
7:30 - 8:30 88 0 44 0 132 0 0 0 0 0 300 273 0 0 573 0 333 96 0 429 1134
7:45 - 8:45 89 0 30 0 119 0 0 0 0 0 305 267 0 0 572 0 306 88 0 394 1085
8:00 - 9:00 97 0 33 0 130 0 0 0 0 0 308 266 0 0 574 0 333 92 0 425 1129
PEAK HOUR
7:00 - 8:00 76 0 76 0 152 0 0 0 0 0 300 281 0 0 581 0 496 73 0 569 1302
PM
4:00 - 4:15 39 0 12 0 51 0 0 0 0 0 66 78 0 0 144 0 102 15 0 117 312
4:15 - 4:30 56 0 13 0 69 0 0 0 0 0 53 60 0 0 113 0 112 18 0 130 312
4:30 - 4:45 55 0 16 0 71 0 0 0 0 0 51 49 0 0 100 0 112 19 0 131 302
4:45 - 5:00 67 0 25 0 92 0 0 0 0 0 64 62 0 0 126 0 96 20 0 116 334
5:00 - 5:15 42 0 15 0 57 0 0 0 0 0 67 76 0 0 143 0 107 20 0 127 327
5:15 - 5:30 80 0 18 0 98 0 0 0 0 0 52 74 0 0 126 0 131 21 0 152 376
5:30 - 5:45 59 0 13 0 72 0 0 0 0 0 70 54 0 0 124 0 118 19 0 137 333
5:45 - 6:00 49 0 11 0 60 0 0 0 0 0 42 38 0 0 80 0 100 13 0 113 253
2 Hr Totals 447 0 123 0 570 0 0 0 0 0 465 491 0 0 956 0 878 145 0 1023 2549
1 Hr Totals
4:00 - 5:00 217 0 66 0 283 0 0 0 0 0 234 249 0 0 483 0 422 72 0 494 1260
4:15 - 5:15 220 0 69 0 289 0 0 0 0 0 235 247 0 0 482 0 427 77 0 504 1275
4:30 - 5:30 244 0 74 0 318 0 0 0 0 0 234 261 0 0 495 0 446 80 0 526 1339
4:45 - 5:45 248 0 71 0 319 0 0 0 0 0 253 266 0 0 519 0 452 80 0 532 1370
5:00 - 6:00 230 0 57 0 287 0 0 0 0 0 231 242 0 0 473 0 456 73 0 529 1289
PEAK HOUR
4:45 - 5:45 248 0 71 0 319 0 0 0 0 0 253 266 0 0 519 0 452 80 0 532 1370
5
6
Counted by: VCU
Intersection of: Old National Pike Date: March 11, 2020 Wednesday
and: Eaglehead Drive Weather: Clear/Cool
on: Eaglehead Drive on: on: Old National Pike on: Old National Pike N+S
TIME +
AM
7:00 - 7:15 26 0 25 0 51 0 1 0 0 1 49 56 0 0 105 0 18 89 0 107 264
7:15 - 7:30 77 0 67 0 144 0 0 0 0 0 89 63 0 1 153 0 19 77 0 96 393
7:30 - 7:45 29 0 9 0 38 0 0 0 0 0 12 119 0 0 131 0 49 22 0 71 240
7:45 - 8:00 22 0 7 0 29 0 0 0 0 0 7 144 0 0 151 0 61 15 0 76 256
8:00 - 8:15 12 0 13 0 25 0 0 0 0 0 10 80 0 0 90 0 53 22 0 75 190
8:15 - 8:30 9 0 10 0 19 0 0 0 0 0 9 85 0 0 94 0 55 8 0 63 176
8:30 - 8:45 16 1 10 0 27 0 0 0 0 0 10 127 0 0 137 0 31 13 0 44 208
8:45 - 9:00 22 0 19 0 41 0 0 0 0 0 15 130 0 0 145 0 50 12 0 62 248
2 Hr Totals 213 1 160 0 374 0 1 0 0 1 201 804 0 1 1006 0 336 258 0 594 1975
1 Hr Totals
7:00 - 8:00 154 0 108 0 262 0 1 0 0 1 157 382 0 1 540 0 147 203 0 350 1153
7:15 - 8:15 140 0 96 0 236 0 0 0 0 0 118 406 0 1 525 0 182 136 0 318 1079
7:30 - 8:30 72 0 39 0 111 0 0 0 0 0 38 428 0 0 466 0 218 67 0 285 862
7:45 - 8:45 59 1 40 0 100 0 0 0 0 0 36 436 0 0 472 0 200 58 0 258 830
8:00 - 9:00 59 1 52 0 112 0 0 0 0 0 44 422 0 0 466 0 189 55 0 244 822
PEAK HOUR
7:00 - 8:00 154 0 108 0 262 0 1 0 0 1 157 382 0 1 540 0 147 203 0 350 1153
PM
4:00 - 4:15 20 0 12 0 32 0 0 0 0 0 8 83 0 1 92 0 79 14 0 93 217
4:15 - 4:30 11 0 12 0 23 0 0 0 0 0 21 69 0 0 90 0 103 13 0 116 229
4:30 - 4:45 17 0 4 0 21 0 0 0 0 0 17 70 0 0 87 0 112 27 0 139 247
4:45 - 5:00 26 0 22 0 48 0 0 0 0 0 22 78 0 1 101 0 71 33 0 104 253
5:00 - 5:15 45 0 49 0 94 0 0 0 0 0 10 78 0 1 89 0 81 20 0 101 284
5:15 - 5:30 30 0 26 0 56 0 0 0 0 0 15 87 0 1 103 0 105 21 0 126 285
5:30 - 5:45 13 0 12 0 25 0 0 0 0 0 7 92 0 0 99 0 92 18 1 111 235
5:45 - 6:00 9 0 6 0 15 0 0 0 0 0 12 61 0 0 73 0 75 16 0 91 179
2 Hr Totals 171 0 143 0 314 0 0 0 0 0 112 618 0 4 734 0 718 162 1 881 1929
1 Hr Totals
4:00 - 5:00 74 0 50 0 124 0 0 0 0 0 68 300 0 2 370 0 365 87 0 452 946
4:15 - 5:15 99 0 87 0 186 0 0 0 0 0 70 295 0 2 367 0 367 93 0 460 1013
4:30 - 5:30 118 0 101 0 219 0 0 0 0 0 64 313 0 3 380 0 369 101 0 470 1069
4:45 - 5:45 114 0 109 0 223 0 0 0 0 0 54 335 0 3 392 0 349 92 1 442 1057
5:00 - 6:00 97 0 93 0 190 0 0 0 0 0 44 318 0 2 364 0 353 75 1 429 983
PEAK HOUR
4:30 - 5:30 118 0 101 0 219 0 0 0 0 0 64 313 0 3 380 0 369 101 0 470 1069
7
8
Counted by: VCU
Intersection of: Old National Pike Date: March 11, 2020 Wednesday
and: Mussetter Road Weather: Cold, Clear
on: Mussetter Road on: Mussetter Road on: Old National Pike on: Old National Pike N+S
TIME +
AM
7:00 - 7:15 9 7 6 0 22 10 3 22 0 35 8 43 47 0 98 12 28 3 0 43 198
7:15 - 7:30 10 9 12 0 31 9 2 33 0 44 11 66 54 0 131 27 39 8 0 74 280
7:30 - 7:45 16 6 13 0 35 20 2 18 0 40 6 62 39 0 107 15 29 10 0 54 236
7:45 - 8:00 15 7 14 0 36 14 4 19 0 37 14 57 40 0 111 21 34 7 0 62 246
8:00 - 8:15 11 4 16 0 31 7 2 5 0 14 14 51 58 0 123 17 39 6 0 62 230
8:15 - 8:30 12 7 12 0 31 19 2 13 0 34 9 49 28 0 86 9 39 10 0 58 209
8:30 - 8:45 21 7 11 0 39 19 2 15 0 36 14 62 52 0 128 6 21 6 0 33 236
8:45 - 9:00 20 6 11 0 37 18 3 22 0 43 17 65 44 0 126 13 33 11 0 57 263
2 Hr Totals 114 53 95 0 262 116 20 147 0 283 93 455 362 0 910 120 262 61 0 443 1898
1 Hr Totals
7:00 - 8:00 50 29 45 0 124 53 11 92 0 156 39 228 180 0 447 75 130 28 0 233 960
7:15 - 8:15 52 26 55 0 133 50 10 75 0 135 45 236 191 0 472 80 141 31 0 252 992
7:30 - 8:30 54 24 55 0 133 60 10 55 0 125 43 219 165 0 427 62 141 33 0 236 921
7:45 - 8:45 59 25 53 0 137 59 10 52 0 121 51 219 178 0 448 53 133 29 0 215 921
8:00 - 9:00 64 24 50 0 138 63 9 55 0 127 54 227 182 0 463 45 132 33 0 210 938
PEAK HOUR
7:15 - 8:15 52 26 55 0 133 50 10 75 0 135 45 236 191 0 472 80 141 31 0 252 992
PM
4:00 - 4:15 5 3 8 0 16 40 6 16 0 62 16 42 24 0 82 17 54 13 0 84 244
4:15 - 4:30 12 2 19 0 33 47 7 13 0 67 21 53 35 0 109 9 53 19 0 81 290
4:30 - 4:45 16 2 12 0 30 49 5 24 0 78 10 45 17 0 72 10 59 19 0 88 268
4:45 - 5:00 15 2 9 0 26 50 7 22 0 79 20 57 23 0 100 9 42 15 0 66 271
5:00 - 5:15 11 3 18 0 32 50 4 23 0 77 14 48 16 0 78 28 61 16 0 105 292
5:15 - 5:30 6 3 15 0 24 47 8 28 0 83 17 58 25 0 100 21 62 15 0 98 305
5:30 - 5:45 10 8 13 0 31 53 8 21 0 82 20 45 21 0 86 6 65 5 0 76 275
5:45 - 6:00 4 4 16 0 24 52 5 19 0 76 14 44 23 0 81 13 50 9 0 72 253
2 Hr Totals 79 27 110 0 216 388 50 166 0 604 132 392 184 0 708 113 446 111 0 670 2198
1 Hr Totals
4:00 - 5:00 48 9 48 0 105 186 25 75 0 286 67 197 99 0 363 45 208 66 0 319 1073
4:15 - 5:15 54 9 58 0 121 196 23 82 0 301 65 203 91 0 359 56 215 69 0 340 1121
4:30 - 5:30 48 10 54 0 112 196 24 97 0 317 61 208 81 0 350 68 224 65 0 357 1136
4:45 - 5:45 42 16 55 0 113 200 27 94 0 321 71 208 85 0 364 64 230 51 0 345 1143
5:00 - 6:00 31 18 62 0 111 202 25 91 0 318 65 195 85 0 345 68 238 45 0 351 1125
PEAK HOUR
4:45 - 5:45 42 16 55 0 113 200 27 94 0 321 71 208 85 0 364 64 230 51 0 345 1143
9
10
Counted by: VCU
Intersection of: Meadow Road Date: March 11, 2020 Wednesday
and: I-70 Westbound Ramps Weather: Sunny/Cool
on: Meadow Road on: Meadow Road on: on: I-70 Westbound Ramps N+S
TIME +
AM
6:00 - 6:15 3 7 0 0 10 0 0 28 0 28 0 0 0 0 0 10 0 0 0 10 48
6:15 - 6:30 6 4 0 0 10 0 0 38 0 38 0 0 0 0 0 22 0 0 0 22 70
6:30 - 6:45 8 4 0 0 12 0 0 44 0 44 0 0 0 0 0 20 0 1 0 21 77
6:45 - 7:00 8 5 0 0 13 0 0 57 0 57 0 0 0 0 0 15 0 0 0 15 85
7:00 - 7:15 8 17 0 0 25 0 1 56 0 57 0 0 0 0 0 21 0 1 1 23 105
7:15 - 7:30 9 12 0 0 21 0 5 78 0 83 0 0 0 0 0 34 0 1 0 35 139
7:30 - 7:45 14 7 0 0 21 0 2 116 0 118 0 0 0 0 0 28 0 0 1 29 168
7:45 - 8:00 15 7 0 0 22 0 3 108 0 111 0 0 0 0 0 27 0 1 0 28 161
8:00 - 8:15 11 2 0 0 13 0 4 100 0 104 0 0 0 0 0 25 0 1 0 26 143
8:15 - 8:30 4 5 0 0 9 0 3 63 0 66 0 0 0 0 0 28 0 0 0 28 103
8:30 - 8:45 13 5 0 0 18 0 4 111 0 115 0 0 0 0 0 19 0 1 0 20 153
8:45 - 9:00 12 13 0 0 25 0 5 113 0 118 0 0 0 0 0 34 0 1 0 35 178
9:00 - 9:15 6 13 0 0 19 0 8 103 0 111 0 0 0 0 0 25 0 1 0 26 156
9:15 - 9:30 7 4 0 0 11 0 3 65 0 68 0 0 0 0 0 20 0 2 0 22 101
9:30 - 9:45 5 4 0 0 9 0 1 65 0 66 0 0 0 0 0 12 0 0 0 12 87
9:45 - 10:00 5 2 0 0 7 0 3 49 0 52 0 0 0 0 0 19 0 3 0 22 81
10:00 - 10:15 6 1 0 0 7 0 3 50 0 53 0 0 0 0 0 17 0 2 0 19 79
10:15 - 10:30 4 5 0 0 9 0 5 59 0 64 0 0 0 0 0 17 0 1 0 18 91
10:30 - 10:45 8 1 0 0 9 0 2 33 0 35 0 0 0 0 0 18 0 1 0 19 63
10:45 - 11:00 3 4 0 0 7 0 2 39 0 41 0 0 0 0 0 22 0 1 0 23 71
11:00 - 11:15 2 0 0 0 2 0 0 45 0 45 0 0 0 0 0 22 0 2 0 24 71
11:15 - 11:30 3 2 0 0 5 0 1 53 0 54 0 0 0 0 0 19 0 1 0 20 79
11:30 - 11:45 4 3 0 0 7 0 4 60 0 64 0 0 0 0 0 24 0 2 0 26 97
11:45 - 12:00 3 2 0 0 5 0 1 63 0 64 0 0 0 0 0 18 0 2 0 20 89
12:00 - 12:15 6 2 0 0 8 0 3 45 0 48 0 0 0 0 0 17 0 1 0 18 74
12:15 - 12:30 2 0 0 0 2 0 3 37 0 40 0 0 0 0 0 15 0 0 0 15 57
12:30 - 12:45 5 8 0 0 13 0 4 43 0 47 0 0 0 0 0 24 0 2 0 26 86
12:45 - 1:00 6 3 0 0 9 0 3 62 0 65 0 0 0 0 0 25 0 2 0 27 101
1:00 - 1:15 4 3 0 0 7 0 3 51 0 54 0 0 0 0 0 27 0 0 0 27 88
1:15 - 1:30 3 1 0 0 4 0 2 52 0 54 0 0 0 0 0 16 0 4 0 20 78
1:30 - 1:45 1 1 0 0 2 0 4 45 0 49 0 0 0 0 0 25 0 4 0 29 80
1:45 - 2:00 6 3 0 0 9 0 6 46 0 52 0 0 0 0 0 28 0 3 0 31 92
2:00 - 2:15 1 7 0 0 8 0 3 46 0 49 0 0 0 0 0 23 0 6 0 29 86
2:15 - 2:30 4 5 0 0 9 0 15 54 0 69 0 0 0 0 0 29 0 4 0 33 111
2:30 - 2:45 6 3 0 0 9 0 4 44 0 48 0 0 0 0 0 45 0 4 0 49 106
2:45 - 3:00 4 3 0 0 7 0 3 44 0 47 0 0 0 0 0 29 0 2 0 31 85
3:00 - 3:15 1 4 0 0 5 0 5 73 0 78 0 0 0 0 0 29 0 3 0 32 115
3:15 - 3:30 0 7 0 0 7 0 7 75 0 82 0 0 0 0 0 48 0 4 1 53 142
3:30 - 3:45 7 4 0 0 11 0 4 80 0 84 0 0 0 0 0 50 0 3 0 53 148
3:45 - 4:00 10 4 0 0 14 0 6 76 0 82 0 0 0 0 0 59 0 2 0 61 157
4:00 - 4:15 4 8 0 0 12 0 11 69 0 80 0 0 0 0 0 44 0 3 0 47 139
4:15 - 4:30 3 4 0 0 7 0 8 63 0 71 0 0 0 0 0 66 0 6 0 72 150
4:30 - 4:45 4 11 0 0 15 0 13 56 0 69 0 0 0 0 0 62 0 5 0 67 151
4:45 - 5:00 7 4 0 0 11 0 11 72 0 83 0 0 0 0 0 87 0 4 0 91 185
5:00 - 5:15 6 2 0 0 8 0 17 71 0 88 0 0 0 0 0 56 0 4 0 60 156
5:15 - 5:30 8 5 0 0 13 0 5 67 0 72 0 0 0 0 0 92 0 2 1 95 180
5:30 - 5:45 11 3 0 0 14 0 4 85 0 89 0 0 0 0 0 69 0 8 0 77 180
5:45 - 6:00 1 2 0 0 3 0 7 49 0 56 0 0 0 0 0 63 0 7 0 70 129
6:00 - 6:15 5 3 0 0 8 0 2 41 0 43 0 0 0 0 0 71 0 6 0 77 128
6:15 - 6:30 10 5 0 0 15 0 8 53 0 61 0 0 0 0 0 45 0 5 1 51 127
6:30 - 6:45 6 5 0 0 11 0 4 49 0 53 0 0 0 0 0 59 0 5 1 65 129
6:45 - 7:00 2 5 0 0 7 0 4 49 0 53 0 0 0 0 0 40 0 4 0 44 104
13 Hr Totals 300 244 0 0 544 0 229 3193 0 3422 0 0 0 0 0 1759 0 128 6 1893 5859
11
1 Hr Totals
6:00 - 7:00 25 20 0 0 45 0 0 167 0 167 0 0 0 0 0 67 0 1 0 68 280
6:15 - 7:15 30 30 0 0 60 0 1 195 0 196 0 0 0 0 0 78 0 2 1 81 337
6:30 - 7:30 33 38 0 0 71 0 6 235 0 241 0 0 0 0 0 90 0 3 1 94 406
6:45 - 7:45 39 41 0 0 80 0 8 307 0 315 0 0 0 0 0 98 0 2 2 102 497
7:00 - 8:00 46 43 0 0 89 0 11 358 0 369 0 0 0 0 0 110 0 3 2 115 573
7:15 - 8:15 49 28 0 0 77 0 14 402 0 416 0 0 0 0 0 114 0 3 1 118 611
7:30 - 8:30 44 21 0 0 65 0 12 387 0 399 0 0 0 0 0 108 0 2 1 111 575
7:45 - 8:45 43 19 0 0 62 0 14 382 0 396 0 0 0 0 0 99 0 3 0 102 560
8:00 - 9:00 40 25 0 0 65 0 16 387 0 403 0 0 0 0 0 106 0 3 0 109 577
8:15 - 9:15 35 36 0 0 71 0 20 390 0 410 0 0 0 0 0 106 0 3 0 109 590
8:30 - 9:30 38 35 0 0 73 0 20 392 0 412 0 0 0 0 0 98 0 5 0 103 588
8:45 - 9:45 30 34 0 0 64 0 17 346 0 363 0 0 0 0 0 91 0 4 0 95 522
9:00 - 10:00 23 23 0 0 46 0 15 282 0 297 0 0 0 0 0 76 0 6 0 82 425
9:15 - 10:15 23 11 0 0 34 0 10 229 0 239 0 0 0 0 0 68 0 7 0 75 348
9:30 - 10:30 20 12 0 0 32 0 12 223 0 235 0 0 0 0 0 65 0 6 0 71 338
9:45 - 10:45 23 9 0 0 32 0 13 191 0 204 0 0 0 0 0 71 0 7 0 78 314
10:00 - 11:00 21 11 0 0 32 0 12 181 0 193 0 0 0 0 0 74 0 5 0 79 304
10:15 - 11:15 17 10 0 0 27 0 9 176 0 185 0 0 0 0 0 79 0 5 0 84 296
10:30 - 11:30 16 7 0 0 23 0 5 170 0 175 0 0 0 0 0 81 0 5 0 86 284
10:45 - 11:45 12 9 0 0 21 0 7 197 0 204 0 0 0 0 0 87 0 6 0 93 318
11:00 - 12:00 12 7 0 0 19 0 6 221 0 227 0 0 0 0 0 83 0 7 0 90 336
11:15 - 12:15 16 9 0 0 25 0 9 221 0 230 0 0 0 0 0 78 0 6 0 84 339
11:30 - 12:30 15 7 0 0 22 0 11 205 0 216 0 0 0 0 0 74 0 5 0 79 317
11:45 - 12:45 16 12 0 0 28 0 11 188 0 199 0 0 0 0 0 74 0 5 0 79 306
12:00 - 1:00 19 13 0 0 32 0 13 187 0 200 0 0 0 0 0 81 0 5 0 86 318
12:15 - 1:15 17 14 0 0 31 0 13 193 0 206 0 0 0 0 0 91 0 4 0 95 332
12:30 - 1:30 18 15 0 0 33 0 12 208 0 220 0 0 0 0 0 92 0 8 0 100 353
12:45 - 1:45 14 8 0 0 22 0 12 210 0 222 0 0 0 0 0 93 0 10 0 103 347
1:00 - 2:00 14 8 0 0 22 0 15 194 0 209 0 0 0 0 0 96 0 11 0 107 338
1:15 - 2:15 11 12 0 0 23 0 15 189 0 204 0 0 0 0 0 92 0 17 0 109 336
1:30 - 2:30 12 16 0 0 28 0 28 191 0 219 0 0 0 0 0 105 0 17 0 122 369
1:45 - 2:45 17 18 0 0 35 0 28 190 0 218 0 0 0 0 0 125 0 17 0 142 395
2:00 - 3:00 15 18 0 0 33 0 25 188 0 213 0 0 0 0 0 126 0 16 0 142 388
2:15 - 3:15 15 15 0 0 30 0 27 215 0 242 0 0 0 0 0 132 0 13 0 145 417
2:30 - 3:30 11 17 0 0 28 0 19 236 0 255 0 0 0 0 0 151 0 13 1 165 448
2:45 - 3:45 12 18 0 0 30 0 19 272 0 291 0 0 0 0 0 156 0 12 1 169 490
3:00 - 4:00 18 19 0 0 37 0 22 304 0 326 0 0 0 0 0 186 0 12 1 199 562
3:15 - 4:15 21 23 0 0 44 0 28 300 0 328 0 0 0 0 0 201 0 12 1 214 586
3:30 - 4:30 24 20 0 0 44 0 29 288 0 317 0 0 0 0 0 219 0 14 0 233 594
3:45 - 4:45 21 27 0 0 48 0 38 264 0 302 0 0 0 0 0 231 0 16 0 247 597
4:00 - 5:00 18 27 0 0 45 0 43 260 0 303 0 0 0 0 0 259 0 18 0 277 625
4:15 - 5:15 20 21 0 0 41 0 49 262 0 311 0 0 0 0 0 271 0 19 0 290 642
4:30 - 5:30 25 22 0 0 47 0 46 266 0 312 0 0 0 0 0 297 0 15 1 313 672
4:45 - 5:45 32 14 0 0 46 0 37 295 0 332 0 0 0 0 0 304 0 18 1 323 701
5:00 - 6:00 26 12 0 0 38 0 33 272 0 305 0 0 0 0 0 280 0 21 1 302 645
5:15 - 6:15 25 13 0 0 38 0 18 242 0 260 0 0 0 0 0 295 0 23 1 319 617
5:30 - 6:30 27 13 0 0 40 0 21 228 0 249 0 0 0 0 0 248 0 26 1 275 564
5:45 - 6:45 22 15 0 0 37 0 21 192 0 213 0 0 0 0 0 238 0 23 2 263 513
6:00 - 7:00 23 18 0 0 41 0 18 192 0 210 0 0 0 0 0 215 0 20 2 237 488
PEAK HOUR
7:15 - 8:15 49 28 0 0 77 0 14 402 0 416 0 0 0 0 0 114 0 3 1 118 611
4:45 - 5:45 32 14 0 0 46 0 37 295 0 332 0 0 0 0 0 304 0 18 1 323 701
12
13
Counted by: VCU
Intersection of: Ijamsville Road Date: March 11, 2020 Wednesday
and: I-70 EB On-Ramp Weather: Cold, Clear
on: Ijamsville Road on: Ijamsville Road on: I-70 EB On-ramp on: I-70 EB On-ramp N+S
TIME +
AM
7:00 - 7:15 0 0 0 0 0 5 24 0 0 29 0 0 0 0 0 50 80 0 0 130 159
7:15 - 7:30 0 0 0 0 0 5 30 0 0 35 0 0 0 0 0 53 92 0 0 145 180
7:30 - 7:45 0 0 0 0 0 4 38 0 0 42 0 0 0 0 0 55 76 0 0 131 173
7:45 - 8:00 0 0 0 0 0 10 34 0 0 44 0 0 0 0 0 54 87 0 0 141 185
8:00 - 8:15 0 0 0 0 0 6 43 0 0 49 0 0 0 0 0 62 80 0 0 142 191
8:15 - 8:30 0 0 0 0 0 10 33 0 0 43 0 0 0 0 0 43 64 0 0 107 150
8:30 - 8:45 0 0 0 0 0 4 29 0 0 33 0 0 0 0 0 44 58 0 0 102 135
8:45 - 9:00 0 0 0 0 0 5 36 0 0 41 0 0 0 0 0 49 49 0 0 98 139
2 Hr Totals 0 0 0 0 0 49 267 0 0 316 0 0 0 0 0 410 586 0 0 996 1312
1 Hr Totals
7:00 - 8:00 0 0 0 0 0 24 126 0 0 150 0 0 0 0 0 212 335 0 0 547 697
7:15 - 8:15 0 0 0 0 0 25 145 0 0 170 0 0 0 0 0 224 335 0 0 559 729
7:30 - 8:30 0 0 0 0 0 30 148 0 0 178 0 0 0 0 0 214 307 0 0 521 699
7:45 - 8:45 0 0 0 0 0 30 139 0 0 169 0 0 0 0 0 203 289 0 0 492 661
8:00 - 9:00 0 0 0 0 0 25 141 0 0 166 0 0 0 0 0 198 251 0 0 449 615
PEAK HOUR
7:15 - 8:15 0 0 0 0 0 25 145 0 0 170 0 0 0 0 0 224 335 0 0 559 729
PM
4:00 - 4:15 0 0 0 0 0 7 62 0 0 69 0 0 0 0 0 49 46 0 0 95 164
4:15 - 4:30 0 0 0 0 0 8 63 0 0 71 0 0 0 0 0 43 41 0 0 84 155
4:30 - 4:45 0 0 0 0 0 5 57 0 0 62 0 0 0 0 0 54 43 0 0 97 159
4:45 - 5:00 0 0 0 0 0 3 76 0 0 79 0 0 0 0 0 43 41 0 0 84 163
5:00 - 5:15 0 0 0 0 0 3 59 0 0 62 0 0 0 0 0 43 41 0 0 84 146
5:15 - 5:30 0 0 0 0 0 4 71 0 0 75 0 0 0 0 0 63 37 0 0 100 175
5:30 - 5:45 0 0 0 0 0 2 73 0 0 75 0 0 0 0 0 41 33 0 0 74 149
5:45 - 6:00 0 0 0 0 0 2 60 0 0 62 0 0 0 0 0 46 32 0 0 78 140
2 Hr Totals 0 0 0 0 0 34 521 0 0 555 0 0 0 0 0 382 314 0 0 696 1251
1 Hr Totals
4:00 - 5:00 0 0 0 0 0 23 258 0 0 281 0 0 0 0 0 189 171 0 0 360 641
4:15 - 5:15 0 0 0 0 0 19 255 0 0 274 0 0 0 0 0 183 166 0 0 349 623
4:30 - 5:30 0 0 0 0 0 15 263 0 0 278 0 0 0 0 0 203 162 0 0 365 643
4:45 - 5:45 0 0 0 0 0 12 279 0 0 291 0 0 0 0 0 190 152 0 0 342 633
5:00 - 6:00 0 0 0 0 0 11 263 0 0 274 0 0 0 0 0 193 143 0 0 336 610
PEAK HOUR
4:30 - 5:30 0 0 0 0 0 15 263 0 0 278 0 0 0 0 0 203 162 0 0 365 643
14
PEDESTRIAN AND BICYCLE OBSERVATIONS - SUMMARY
Counted by: VCU
Intersection of: Ijamsville Road Date: March 11, 2020 Wednesday
and: I-70 EB On-Ramp Weather: Cold, Clear
NORTH LEG SOUTH LEG
Ijamsville Road Ijamsville Road
TIME Pedestrians Bicycles Pedestrians Bicycles
AM
7:00 - 7:15 0 0 0 0
7:15 - 7:30 0 0 0 0
7:30 - 7:45 0 0 0 0
7:45 - 8:00 0 0 0 0
8:00 - 8:15 0 0 0 0
8:15 - 8:30 0 0 0 0
8:30 - 8:45 0 0 0 0
8:45 - 9:00 0 0 0 0
TOTALS 0 0 0 0
PM
4:00 - 4:15 0 0 0 0
4:15 - 4:30 0 0 0 0
4:30 - 4:45 0 0 0 0
4:45 - 5:00 0 0 0 0
5:00 - 5:15 0 0 0 0
5:15 - 5:30 0 0 0 0
5:30 - 5:45 0 0 0 0
5:45 - 6:00 0 0 0 0
TOTALS 0 0 0 0
EAST LEG WEST LEG

I-70 EB On-ramp I-70 EB On-ramp
Pedestrians Bicycles Pedestrians Bicycles
AM
7:00 - 7:15 0 0 0 0
7:15 - 7:30 0 0 0 0
7:30 - 7:45 0 0 0 0
7:45 - 8:00 0 0 0 0
8:00 - 8:15 0 0 0 0
8:15 - 8:30 0 0 0 0
8:30 - 8:45 0 0 0 0
8:45 - 9:00 0 0 0 0
TOTALS 0 0 0 0
PM
4:00 - 4:15 0 0 0 0
4:15 - 4:30 0 0 0 0
4:30 - 4:45 0 0 0 0
4:45 - 5:00 0 0 0 0
5:00 - 5:15 0 0 0 0
5:15 - 5:30 0 0 0 0
5:30 - 5:45 0 0 0 0
5:45 - 6:00 0 0 0 0
TOTALS 0 0 0 0
15
16
N
PS
-7 LIMIT OF WORK
60 MEADOW ROAD
1
STA. 907+50
60
2
60
3
60
4
LIMIT OF WORK
RAMP B
60 STA. 200+60
5
60
6
LIMIT OF WORK
907
I-70 EBR 60
PS LIMIT OF WORK
STA. 602+90 7 -8
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60 STA. 100+85
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3
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LIMIT OF WORK FREDERICK COUNTY, MARYLAND
DIVISION OF PUBLIC WORKS
LLE
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DEPARTMENT OF ENGINEERING AND CONSTRUCTION MANAGMENT

CONNECTOR OFFICE OF TRANSPORTATION ENGINEERING
02, 2020 AT 01:
les\Ulti
FREDERICK COUNTY, MARYLAND

STA. 703+50
I-70 AT MEADOW ROAD PHASE 2
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CROSS REFERENCE INTERCHANGE IMPROVEMENTS

Desi
ITEM SHEET NOs.

Road\!
PLOTTED:Thursday, January
PROFESSIONAL CERTIFICATION.
TYPICAL SECTIONS 4 - 16
I CERTIFY THAT THIS DOCUMENT WAS SUPERELEVATION CHARTS 17 - 19
PREPARED OR APPROVED BY ME, AND PIPE & DRAINAGE SCHEDULE 86 - 87 PLAN SHEET LAYOUT
-70_Meadow
GEOMETRIC LAYOUT SHEETS 23 - 25

THAT I AM A DULY LICENSED
ROADWAY PLAN SHEETS 30 - 39
PROFFESIONAL ENGINEER UNDER THE ROADWAY PROFILE SHEETS 40 - 48
TRAFFIC CONTROL SHEETS 49 - 71
LAWS OF THE STATE OF MARYLAND. DATE: JANUARY 2020 SCALE: 1" = 100'
BY: AKR -
EROSION & SEDIMENT CONTROL PLANS 88 - 116

\I
LICENSE NO. 24828

LE: T:
SIGNING & MARKING PLANS 144 - 159

FREDERICK CO. PROJECT NO. N/A
EXPIRATION DATE: 02-25-2020 LANDSCAPE PLAN SHEETS 117 - 125 DWG. 29 OF 214
SHA TRACKING NO. 19APFR003XX
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N R
+50 A I E-1 +5
+1
T 0 703
RCP 4' NOSEDOWN
3+12.
+0
I EXISTING SHA
12'
INV EL
GL
INV EL
SHLD
07 211
5.
5
7 R
'
2
50 144-1 P
NV
INV EL BMP #100335-B TO
67
I
=D.0. < --
=404.05'
TA 210
28
R
79
80
WB SWM FACILITY =402.02'
.
NG 40 BE MODIFIED
12'
83
80 INV EL 2
PCC 40
7
BMP# XXX EN
.3
=396.13'
C
S
T
12'
EX.1
RAMP F
+
8"x1
1"CMP
PR
4'
S
LD
W
SWM-2-2
SHEET
4' NOSEDOWN
28' P
12'
SHLD
+
T NO.PS-6
RC
18"RCP-->
SH
+50
4
SWM-1-1
0
SS
VARI
EXISTING SHA BMP #100335-A
8"
8
+5
"RCP
0 +72.35
12'
T
TO BE REMOVED
-1
P
SWM FACILITY
EX.24
SEE BEGIN
ES
+87.00
<-
BMP# XXX MH 403
05
MH NOTE 4 MH 313'R
R
28'
AMP
+ 12.
200 +50
ES
I
NO.PS-
201 E E-2 404

212 404
18
8'
VARI
18"RCP-->
LD
RC
213 <--18"RCP
--
"
<--18"RCP
SH
P
TRAV PT 19
>
RAMP E
NE SEE SHEE
00
SHLD
T
A NGE
.
NT
8'
+00
END 500'R
1
800+00.00
MH
800
12.00' RT. CLASS I RIPRAP
SHLD
202
.
29 ST RT .
O CT
C
L=12', W=10' WATERS OF
. LL VEON
2X RU
END 313'R
C
100-YEAR FLOODPLAIN
NO M A UL'C
SEE DETAIL INV EL THE U.S.
P
C 0
SHEET DD-1 =384.07' +29.81, 27.54'RT.
1
SS
A OX 'x
WUS-5
dgn
SH B .6
10
INV EL
EX
S
TO NEW MARKET
70MEADOW_ULT.
=381.63'
RI
GHT
-OF-
WAYL
INE WETLAND
M ATCH LI
WET-4
DITCH D-4
L
ONG
BRANCH
m ate\pHD-P002_I
PS-2
WATERS OF
915
THE U.S.
219
WATERS OF WUS-3 SS
D.O.
1
MANOR AT HOLLY HILLS, LLC. THE U.S. DEPARTMENT OF ENGINEERING AND CONSTRUCTION MANAGMENT
36 PM
D.O.
E
IJAMSVILLE ROAD WUS-7 OFFICE OF TRANSPORTATION ENGINEERING
les\Ulti

06, 2020 AT 02:
TEMP. CONSTRUCTION EASEMENT

10
6286
N I-70 AT MEADOW ROAD PHASE 2
gn Fi
NOTES: CROSS REFERENCE INTERCHANGE IMPROVEMENTS

Desi
ITEM SHEET NOs.

Road\!
1. SEE SHEET PV-1 FOR INTERSECTION PLAN. PROFESSIONAL CERTIFICATION.

LEGEND
PLOTTED:Monday, January
2. I CERTIFY THAT THIS DOCUMENT WAS SUPERELEVATION CHARTS 17 - 19 ROADWAY PLAN - MD 144FA
3. REFER TO SHEETS GS-1 AND GS-2 FOR BASELINE EQUALITIES BETWEEN PROPOSED FULL DEPTH CONCRETE SIDEWALK, PREPARED OR APPROVED BY ME, AND PIPE & DRAINAGE SCHEDULE 86 - 87
STA. 507+00 TO STA. 513+50
-70_Meadow

ASPHALT PAVEMENT MEDIAN, ETC. THAT I AM A DULY LICENSED
4. ALL EXISTING PAVEMENT OUTSIDE THE LIMITS OF THE PROPOSED ROADWAY
PROPOSED FINE MILLING CELLULAR CONFINEMENT PROFFESIONAL ENGINEER UNDER THE ROADWAY PROFILE SHEETS 40 - 48
OR OTHER GRADING SHALL BE REMOVED TO THE BOTTOM OF THE TRAFFIC CONTROL SHEETS 49 - 71
AND RESURFACING ACCESS ROAD LAWS OF THE STATE OF MARYLAND. DATE: JANUARY 2020 SCALE: 1" = 30'
BY: AKR -
AGGREGATE COURSE(S) AND BACKFILLED TO THE APPROXIMATE EXISTING EROSION & SEDIMENT CONTROL PLANS 88 - 116
\I
LICENSE NO. 24828

LE: T:
PROPOSED WEDGE / LEVEL RIPRAP FOR SLOPE OR SIGNING & MARKING PLANS 144 - 159
ELEVATION. WORK SHALL BE PAID FOR UNDER CLASS I EXCAVATION. FREDERICK CO. PROJECT NO. N/A
AND RESURFACING CHANNEL PROTECTION EXPIRATION DATE: 02-25-2020 LANDSCAPE PLAN SHEETS 117 - 125 DWG. 31 OF 214
FI
18
REMOVALANDDISPOSAL OFEXISTINGTRAFFICBARRIER W BEAM REMOVAL OFEXISTINGCONCRETEBARRIER 6INCHCIRCULAR PIPEUNDERDRAINOUTLETS(MD 378.01)
LOCATION -STATION LF LOCATION -STATION LF LOCATION -STATION LF
MD 144FA WBR STA.513+50 TO STA.514+09,RT. 59 MD 144FA WBR STA.513+50 TO STA.515+97,RT. 247 MD 144FA EBR STA.515+00,RT. 2
MD 144FA EBR STA.515+97,RT.TO STA.516+82,LT. 93 MD 144FA EBR STA.514+06 TO STA.514+73,RT. 67 MD 144FA EBR STA.515+03TO STA.515+58,RT. 58
OLD NAT'L.PIKE STA.520+00,LT.TOMEADOW ROAD STA.902+00,RT. 425 MD 144FA WBR STA.515+41,LT. 2
6INCHLONGITUDINALUNDERDRAIN (SEE DETAIL,SHEET PD-2) OLDNATIONALPIKEWBR STA.517+68TO STA.517+74,LT. 6
MATCH L LOCATION -STATION LF MEADOW ROAD STA.902+13,LT. 15

INE SEES
N HEETNO. MD 144FA EBR STA.513+50 TO STA.518+28,RT. 458
050
E
P S-5 CLASS IRIPRAP FOR SLOPEANDCHANNELPROTECTION
NGANOR
MD 144FA WBR STA.513+50 TO STA.514+42,LT. 91
+5+
EXISTING SHA
8
' MD 144FA WBR STA.515+41TO STA.516+69,LT. 128 LOCATION -STATION SY
BMP #101326 2
4'
S 2
4'
HL
D 8
' MD 144FA WBR STA.516+47,LT.TOMEADOW ROAD STA.902+50,LT. 250 OLDNATIONALPIKEWBR STA.517+87,LT. 14
LI
NE
SHL WELL OLDNATIONALPIKEWBR STA.517+74TO STA.519+50,LT. 182 OLDNATIONALPIKEWBR STA.519+03,LT. 14
D
TO LAKE
GHT-OF-W AY LI
WETLAND
70
292 OLDNATIONALPIKEWBR STA.519+81TO STA.520+00,LT. 19
545
6
RO AD
N
BOTTOM CUTOFFWALLS FOR CLASS IRIPRAP
220
ROAD
INV EL=
417.00' INV EL=
LOCATION -STATION LF
902
416.50'
TIE INTO
1
EXISTING OLDNATIONALPIKEWBR STA.517+93,LT. 5
E
M EADO W
SD
M EADOW
BARRIER OLDNATIONALPIKEWBR STA.519+07,LT. 10
INV EL=
RI
416.83'
EXISTING QUANTITY FINEMILLINGASPHALTPAVEMENT 1INCHTO 2.5INCHDEPTH

HUTZELL FAMILY PROPERTIES, INC. GOLDA O. DELAUTER
ON
MANAGEMENT FACILITY LOCATION -STATION SY
SI
5807 MEADOW ROAD 9820 OLD NATIONAL PIKE
NO BMP # (SHA
VI
MEADOW ROAD STA.901+42TO STA.902+50,RT. 213
I
CONTRACT NO.
NE OF D
+50
F-605-501-772) PT 901
+40.
21
TRAFFICBARRIER W BEAM USING 6 FOOT POST (MD 605.25)
WATERS OF LOCATION -STATION LF
LI
THE U.S. MD 144FA WBR STA.515+80,LT.TOMEADOW ROAD STA.901+40,LT. 210
E
X
.
2
OLD NAT'L.PIKEWBR STA.520+00,LT.TOMEADOW ROAD STA.901+40,LT 336
4
"
R
8'
C
2
4' 2
4'
P
8' NT
TON E
I ASEME
SHL CLASS I RIPRAP CONSTRUC
9
D S E
T MP. TRAFFICBARRIER W BEAM USING 8FOOT POST (MD 605.25)
HL
D
S-
TO 270
629 WETLAND
901
FR N CLASS I RIPRAP LOCATION -STATION LF
.P
INV EL ED WET-1
=419.90' ER MEADOW ROAD STA.901+40 TO STA.902+00,RT. 60
140
I
CK WATERS OF EW
NO
+83.56
MATCH LI
THE U.S. 100
220
INV EL
=412.50' WATERS OF THE U.S.
TYPE CTRAFFICBARRIER ENDTREATMENT (MD 605.03)
T
CP
D
EX
A WUS-2 F
1
NE
.2
RETAINING
EE
7" SS B WETLAND
-->
18"R
DO
RC LOCATION -STATION EA
E
INV EL
P MH WALL
AN
WET-2
SHLD.
SB-S-1=392.03'
SH
AB
SHLD
RW-1 MEADOW ROAD STA.901+90,LT. 1
8'
INV EL= 101
8'
INV EL= INV EL
426.00' MR-1
393.93' =392.65'
INV EL=
T36407-PE12
+50
421.00' INV EL
E
80
=394.54' TYPE ETRAFFICBARRIER ENDTREATMENT (MD 605.12)
NE SEE SHEET NO.PS-4

SE
NE
F F
PRC 518+27.
>
DO
INV EL B
EX MH B
CP--
.1 =393.12' LOCATION -STATION EA
AN
RC 2" SB-S-2
SD
SB-S-3
24'
AB
P
EX EX 110 E.M.
NE
X
.2 . HB
INV EL= INV EL= RC 4"

24 I MD 144FA STA.513+91,RT.(50 MPH) 1
" MD 144FA /
18"R
EX P RC INV EL=
LI
. 393.85' P
24'
18" 392.09' OLD NAT'L. PIKE 102 TRAV PT 31 OL
D NATI
ONALP MD 144FA STA.516+05,RT.(50 MPH) 1
RC INV EL I
KE WBR
P
P
INV EL =391.97' 517+00
RC
INV EL= ONP-3 ONPW-3

=427.50' 2'R
4"
CH
393.05'
.2
PC 900+00.00 2'R TRAFFICBARRIERTHRIEBEAM ANCHORAGE AT F-SHAPE CONC.
SH
EX
8'
+50
E
AT
= POC 517+11.80 TRAFFICBARRIERSINGLE FACETERMINALEND(MD605.49)
LD
K
58
1
IN
12'
519 +50 520
520
L
+50
M
150'R LOCATION -STATION EA
N
BR
I
144W-2
D NAT
OL ONALP
I K
IEE
A
I
- TRAV 6'R
H
70 PT 42 MD 144FA WBR STA.515+50,LT. 1
C
144-2
W 7
51
T
F
24
BR
6
+25.39
23
SHLD
'
INV EL= E
4.
428.17'
X
.
3
HBX
42INCH FSHAPECONCRETETRAFFICBARRIER
6
8
" SS
C 144E-2
INV EL= 0 SINGLE FACE TYPE 3(MD 648.54)
SH
5+
M
+5
+ 25.
2'
P HBX
428.80'
51
RC 4"
12'
TO NEW MARKET
LD
EOI
.2
12'
P
PC
INV EL DITCH D-1
EX
39
A
EX
R SS
=D.O.
IP MD 144FA WBR STA.513+50 TO STA.515+50,LT. 200
.2
INV EL R
4"
I
12'
=428.92' 6
51
CM
310 HBX
P
KE BR TYPE 'A'CONCRETECOMBINATION
X
HB
I EOI INV EL
L.P W =395.14'
I T' A
SS
CURBANDGUTTER(MD 620.02)
- NA
70 4F4 P .
WATERS OF
EB D 1 INV EL M CT LOCATION -STATION LF
R P OL
/ 0 R =D.0. C
" RU THE U.S.
R
A
M
D +5 1 EB
4
8 ST O
SH
P X MD 144FA EBR STA.516+21TO STA.516+75,RT.(MEDIAN) 56
8'
I
R - IN L 3
W L 29 WUS-1
CK DE A T A 0
RI 4F
LD
. M 1
E L ET 4 E
X S .
O MD 144FA WBR STA.513+91TO STA.516+75,LT.(MEDIAN) 291
ED PGP E 1 H
A N
FR R "RC SH D
S
OLDNATIONALPIKE EBR STA.517+61,LT.TO STA.519+52(MEDIAN) 196
B 8 L
I M
W
TO --1 ETA MD 1
44FA OL
D NATI
ONALPI
KE
P < 5 OLDNATIONALPIKEWBR STA.517+61,LT.TO STA.519+52(MEDIAN) 194
51 R D
+
A
24
P
PR A
RI E PR
44
I RI
'
RR
.
A
22
B KE
SH
8'
N PI TYPE 'C'CONCRETECOMBINATION
.
M
A
I L
LD
R ED ' HB
X
CURBANDGUTTER(MD 620.02-01)
0' AT
AT
M
20 0 N
MH ER
+5 PI D
OL LOCATION -STATION LF
CH
309 E / I A
P
SE PR
RI MD 144FA EBR STA.513+50 TO STA.516+71,RT. 313
209
+
24
L
PG
LI
P
51
5
'
RC TRAV R
054
.
" EB MONOLITHICCONCRETEMEDIAN TYPE 'A-1'(MD 645.01)

NE
06
4
18 -
PT 14
51
HB
<-
11
122
P LOCATION -STATION LF
'
R A
0' PR
RI
20
SE
MD 144FA STA.513+50 TO STA.513+76,RT.(4'-0"TO 5'-6'WIDTH) 26
E
CP
E
050 8"R
+
12
+5 -1 INV. EL
5INCHCONCRETESIDEWALK
SH
<-
'
=430.21'
65
6288
N LOCATION -STATION SF
12
EE
'
MD 144FA STA.513+91TO STA.516+74(MEDIAN) 2082

T
SS
HB
X
OLDNATIONALPIKE STA.517+62TO STA.519+51(MEDIAN) 1613

BRIDGE
NO
TRAV NO. 1001880

P
RC
PT 41
.P
4"
SH
8'
.2
dgn
EX
S-
LD
70MEADOW_ULT.
TO
NE
W
MA
m ate\pHD-P003_I
WETLAND RK
ET PS-3
WET-3
INV. EL
=383.99' FREDERICK COUNTY, MARYLAND
46 PM
OFFICE OF TRANSPORTATION ENGINEERING

les\Ulti
INV. EL UTILITYADJUSTMENTS BYCONTRACTOR FREDERICK COUNTY, MARYLAND

06, 2020 AT 02:
=384.86'
UTILITY LOCATION -STATION EX.ELEV. PROP.ELEV.

gn Fi
FRED.CO.SANITARYMANHOLE MEADOW ROAD STA.900+74,21'RT. 413.10 413.71

Desi
ITEM SHEET NOs.

Road\!
LEGEND ROADWAY PLAN
NOTES: I CERTIFY THAT THIS DOCUMENT WAS SUPERELEVATION CHARTS 17 - 19
PROPOSED FULL DEPTH CONCRETE SIDEWALK, PREPARED OR APPROVED BY ME, AND PIPE & DRAINAGE SCHEDULE 86 - 87 MD 144FA / OLD NATIONAL PIKE
-70_Meadow
1. SEE SHEET PV-2 FOR INTERSECTION PLAN. GEOMETRIC LAYOUT SHEETS 23 - 25

ROADWAY PLAN SHEETS 30 - 39 STA. 513+50 TO STA. 520+00
2. STATION CALLOUTS ALONG MD 144FA / OLD NATIONAL PIKE REFERENCE
BY: AKR -
3. REFER TO SHEETS GS-1 AND GS-2 FOR BASELINE EQUALITIES BETWEEN EROSION & SEDIMENT CONTROL PLANS 88 - 116
\I
LICENSE NO. 24828

LE: T:
FI
19
REMOVALANDDISPOSAL OFEXISTINGTRAFFICBARRIER W BEAM
OLDNATIONALPIKE STA.520+00 TO STA.520+95,LT. 95
6INCHLONGITUDINALUNDERDRAIN (SEE DETAIL,SHEET PD-2)

N
6INCHCIRCULAR PIPEUNDERDRAINOUTLETS(MD 378.01)

OLDNATIONALPIKE STA.520+94,LT. 11
FINEMILLINGASPHALTPAVEMENT 1INCHTO 2.5INCHDEPTH

LOCATION -STATION SY
90 OLDNATIONALPIKE STA.522+59 TO STA.523+85 468

290
0
6
097
N
TRAFFICBARRIER W BEAM USING 6 FOOT POST (MD 605.25)
22
O F
T REDERC
IK
E 1
WATERS OF
THE U.S.
TYPE CTRAFFICBARRIER ENDTREATMENT (MD 605.03)
WUS-1
LOCATION -STATION EA
LIMIT OF WORK OLDNATIONALPIKE STA.522+90,LT. 1
OLD NATIONAL PIKE

GOLDA O. DELAUTER STA. 523+85
090
N 629 9820 OLD NATIONAL PIKE
WETLAND
700
WET-2
MATCH LI
94
RI
GHT
-OF-
WAYL
PT 525+10.
INE T-4
220
RETAINING WALL 24" WHITE PINE
T-5
RW-1
1
24" AMER. ELM
END 500'R
SHLD
8'
E
F73606-PE12
+32.06, 20.92'RT.
SHLD
8'
OLD NATIONAL PIKE
ES
HBX
SHLD
VARI
+43.11
HBX
A BEGIN 500'R
INV EL
T
A NGENT =416.19'
73
83
ES
TRAV PT 32
24'
24'
+ 61.
+ 47.
P
12' VARI
24'
T
PC-1 C
ONPW-3 OLD NATIONAL PIKE ONP-4
EX
.1
+50 523 +50
12'
P
522 524
8"
PC-2 521 +50 +50
520
520 +50 C
CM
525
P
+85.00 +50
526
ONP-3 SS
TRAV PT 33
SHLD
SS
HBX
80
53
SHLD
INV EL
77
.
PC 522+19.
HBX =417.56'
+52
SHLD
= PT 1521+44.
83
1
PT 521+47.
252
UNK. NO.
TO NEW MARKET
= POE
ON
F73463-PE12
SI
F73464-PE12
VI
NE OF DI
R -
GHT
I OFWA
- I
YLNE
970
MONOCACY VALLEY CHURCH, INC.
9861 OLD NATIONAL PIKE
220
F73465-PE12
LI
E 1
MONOCACY VALLEY CHURCH, INC.
9861 OLD NATIONAL PIKE 10
288
N 6
dgn
70MEADOW_ULT.
m ate\pHD-P004_I
PS-4
48 PM

les\Ulti
UTILITYADJUSTMENTS BYCONTRACTOR FREDERICK COUNTY, MARYLAND

06, 2020 AT 02:

gn Fi
VERIZONTELEPHONEMANHOLE OLDNATIONALPIKE STA.521+53,16'LT. 412.93 413.43

Desi
ITEM SHEET NOs.

Road\!
LEGEND ROADWAY PLAN
I CERTIFY THAT THIS DOCUMENT WAS SUPERELEVATION CHARTS 17 - 19
NOTES: PROPOSED FULL DEPTH CONCRETE SIDEWALK, PREPARED OR APPROVED BY ME, AND PIPE & DRAINAGE SCHEDULE 86 - 87 OLD NATIONAL PIKE
-70_Meadow

ROADWAY PLAN SHEETS 30 - 39 STA. 520+00 TO STA. 523+85
1. STATION CALLOUTS ALONG OLD NATIONAL PIKE REFERENCE THE
BY: AKR -
2. REFER TO SHEETS GS-1 AND GS-2 FOR BASELINE EQUALITIES BETWEEN EROSION & SEDIMENT CONTROL PLANS 88 - 116
\I
LICENSE NO. 24828

LE: T:
FI
20
REMOVAL OFEXISTINGMASONRY
LOCATION -STATION CY
MEADOW ROAD STA.904+20,LT.(INLET) 3
REMOVAL OFEXISTING PIPE

MEADOW ROAD STA.904+20 TO STA.904+51,LT.(18"RCP) 51
REMOVALANDDISPOSAL OFEXISTINGTRAFFICBARRIER W BEAM

N
6INCHLONGITUDINALUNDERDRAIN (SEE DETAIL,SHEET PD-2)
MEADOW ROAD STA.902+50 TO STA.904+13,LT. 163
MEADOW ROAD STA.904+21,LT.TO RAMP A STA.100+72,LT. 65
6INCHCIRCULAR PIPEUNDERDRAINOUTLETS(MD 378.01)
FENCE
LIMIT OF WORK LIMIT OF WORK
RAMP A STA.100+72,LT. 3
WI
RAMP A RAMP B
RE I
STA. 100+85 STA. 200+60
N TREE
WATERS OF FINEMILLINGASPHALTPAVEMENT 1INCHTO 2.5INCHDEPTH
THE U.S.
+50
+50
+50
+50
LOCATION -STATION SY
WETLAND MEADOW ROAD STA.902+50 TO STA.907+50 (INCL.RAMP A & RAMP B) 1452
SHL
D ON
SI PATRICK & TABETHA WHITE
SHL
D V
II
P
D MEADOW ROAD STA.902+64,RT.(DRIVEWAY) 9
EX.18"RC
OF 5826 MEADOW ROAD
LI
SHL
D
NE MEADOW ROAD STA.906+66,LT.(DRIVEWAY) 14
NE
5 LI
31 F73469-PE12
220
1
OF
F42830-PE12
E
TRAFFICBARRIER W BEAM USING 8FOOT POST (MD 605.25)
DI
WETLAND
VI
N
201
SI
101
62
NE
ON
LI
94
RAM P B
LI
100+85
25
WAYNE L. RIPPEON SR. ET AL WOOD
AY
NE
FENCE
100+81.50 5822 MEADOW ROAD POST TRAFFICBARRIER W BEAM BARRICADE(MD 605.27)
-W
RAM P A
OF
-OF
EX LOCATION -STATION LF
MH-2 200+60
DI
MEADOW ROAD STA.904+60 TO STA.905+20,RT. 60
GHT
33
VI
INV EL
I
SI
PC 905+29.
RI
OLD
=424.50'
ON
8 WOODEN +50.00
POST TYPE LTRAFFICBARRIERANCHORAGE(MD 605.13)
SD
P
+50
+50
RC
M.B.
INV EL
" LOCATION -STATION EA
18
SHLD
=424.60'
+82.05
8'
SHLD
8'
TO FREDERICK / NEW MARKET - MEADOW ROAD STA.904+40,RT. 1
N
E
<-
62
C
R
0
"
+5 RE
99
18
NO
M.B.
TYPE 'C'CONCRETECOMBINATION
SHLD
.
X MR-3 A
G
.94
+44.52
10
E
N
2'
LI
KE CURBANDGUTTER(MD 620.02-01)
INV EL LA
77
R 7
=425.15' 90 TO
24'
24'
7+
MEADOW ROAD
SD
5
R 62
0
20
10'VARI
+50 MEADOW ROAD STA.904+14,LT.TO RAMP A STA.100+82,LT. 77
2
9
+50 E
1
MR-2 M.B.
PT
P
PC-0
C
906
.91
POB 200+00.00
24'
24'
+50
+50 903 (4/27/17) +50 904 +50 905
ES
+77
= POT 905+04.35
POB 100+00.00
06
= POT 904+75.34
9
D.O.
MATCH LI
PCC
SS
M.B.
VARI
D.O.
END 710'R
SHLD
E
TIE INTO
LIMIT OF WORK
SHLD
SHLD
BEGIN 1010'R +35.56 +44.47,

8'
8'
EXISTING
ES
+31.52, 24.00'RT. 10.86'RT.
BARRIER MEADOW ROAD
V-DITCH
+40.31 6
0' STA. 907+50 TRAV PT 110
END 1010'R
RI
GHT BEGIN 710'R
F61289J-PE12 -OF-
WA
T YL
INE +47.29, 17.56'RT.
EM
P.
CO
NS
TRU F73468
CT -PE12
I
ON
EA
HUTZELL FAMILY SE
ME ROGER U. DELAUTER JR. ET AL
PROPERTIES, INC. NT
9820 OLD NATIONAL PIKE
5807 MEADOW ROAD
ON
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UTILITYADJUSTMENTS BYCONTRACTOR FREDERICK COUNTY, MARYLAND

06, 2020 AT 02:

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FRED.CO.SANITARYMANHOLE MEADOW ROAD STA.903+16,31'RT. 423.09 423.11

Desi
ITEM SHEET NOs.

Road\!
LEGEND
I CERTIFY THAT THIS DOCUMENT WAS SUPERELEVATION CHARTS 17 - 19 ROADWAY PLAN - MEADOW ROAD
PROPOSED FULL DEPTH CONCRETE SIDEWALK, PREPARED OR APPROVED BY ME, AND PIPE & DRAINAGE SCHEDULE 86 - 87
STA. 902+50 TO STA. 907+50
-70_Meadow

NOTES: TRAFFIC CONTROL SHEETS 49 - 71
BY: AKR -
EROSION & SEDIMENT CONTROL PLANS 88 - 116

\I
LICENSE NO. 24828

LE: T:
1. SEE SHEET PV-3 FOR INTERSECTION PLAN. FREDERICK CO. PROJECT NO. N/A
FI
21
APPENDIX B
Intersection Capacity
Analysis Worksheets
qt, 200231\initial\clv\1.xls-clv, f04/23/20
CRITICAL LANE VOLUME (CLV) METHODOLOGY

for MSHA
E/W Road: Ijamsville Rd/Md 144 Date of Count: 3/11/2020
N/S Road: MD 144 Day of Count: Wednesday
Conditions: Existing Traffic Analyst: Qiang Tian
MD 144
AM Peak: 7:00-8:00
PM Peak: 4:45-5:45 485 28 PM
322 35 AM
R L
R L
MD 144    RT R 32 16
T 94 263
AM PM
PM AM L
528 542 L T
340 535 T T IJAMSVILLE RD
Capacity Analysis
Morning Peak Hour Evening Peak Hour
Thru Volumes + Opposing Lefts AM Thru Volumes + Opposing Lefts PM
Dir VOL x LUF = Total VOL x LUF = Total CLV Dir VOL x LUF = Total VOL x LUF = Total CLV
SB 35 1.00 35 35 SB 28 1.00 28 28
EB 535 0.55 294 EB 340 0.55 187

668 807
WB 126 1.00 126 542 1.00 542 WB 279 1.00 279 528 1.00 528
CLV TOTAL= 703 CLV TOTAL= 835
Level of Service (LOS )= A Level of Service (LOS )= A
Scenario ID - EXIST1 CLV V/C =0.44 CLV V/C =0.52
1

for MSHA
E/W Road: MD 144 Date of Count:
N/S Road: I-70 EB Off Ramp/Ijamsville Road Day of Count:
Conditions: Background Traffic Analyst: Qiang Tian
I-70 EB OFF RAMP

AM Peak: 7:00-8:00
PM Peak: 4:45-5:45 37 189 374 PM
18 298 373 AM
R T L
RT L L
MD 144     T R 0 0
 T T 579 815
 L L 145 166
AM PM
PM AM
0 0 L T
691 550 T T
284 443 R R   MD 144

L R
L T R
AM 114 0 44
PM 323 0 45
IJAMSVILLE ROAD
Capacity Analysis

NB 0 0.00 0 373 0.60 224 NB 0 0.00 0 374 0.60 224
430 549
SB 316 1.00 316 114 1.00 114 SB 226 1.00 226 323 1.00 323
EB 329 1.00 329 145 1.00 145 EB 691 0.55 380 166 1.00 166
474 546
WB 579 0.55 318 0 0.00 0 WB 815 0.55 448 0 0.00 0
CLV TOTAL= 904 CLV TOTAL= 1,095
Level of Service (LOS )= A Level of Service (LOS )= B
Scenario ID - BACK1 AM V/C =0.57 PM V/C =0.68
2

for MSHA
E/W Road: MD 144 Date of Count:
N/S Road: I-70 EB Off Ramp/Ijamsville Road Day of Count:
Conditions: Total Traffic Analyst: Qiang Tian
I-70 EB OFF RAMP

AM Peak: 7:00-8:00
PM Peak: 4:45-5:45 37 189 449 PM
18 298 467 AM
R T L
RT L L
MD 144     T R 0 0
 T T 619 863
 L L 233 272
AM PM
PM AM
0 0 L T
730 600 T T
284 443 R R   MD 144

L R
L T R
AM 114 0 93
PM 323 0 83
IJAMSVILLE ROAD
Capacity Analysis

NB 0 0.00 0 467 0.60 280 NB 0 0.00 0 449 0.60 269
430 549
SB 316 1.00 316 114 1.00 114 SB 226 1.00 226 323 1.00 323
EB 600 0.55 330 233 1.00 233 EB 730 0.55 402 272 1.00 272
563 674
WB 619 0.55 340 0 0.00 0 WB 863 0.55 475 0 0.00 0
Level of Service (LOS )= A Level of Service (LOS )= C
Scenario ID - TOT1 AM V/C =0.62 PM V/C =0.76
3

for MSHA
E/W Road: MD 144 Date of Count: 3/11/2020
N/S Road: Meadow Road Day of Count: Wednesday
MEADOW ROAD
AM Peak: 7:00-8:00
PM Peak: 4:45-5:45 248 71 PM
76 76 AM
R L
R L
MD 144    RT R 300 253
T 281 266
AM PM
PM AM
80 73 L L
452 496 T T MD 144
Capacity Analysis
SB 76 1.00 76 76 SB 168 1.00 168 168
EB 496 1.00 496 EB 452 1.00 452

654 599
WB 581 1.00 581 73 1.00 73 WB 519 1.00 519 80 1.00 80
Scenario ID - EXIST2 CLV V/C =0.46 CLV V/C =0.48
4
qt, 200232\initial\clv\2.xls-clv-bt, f03/01/21

for MSHA
MEADOW ROAD
AM Peak: 7:00-8:00
PM Peak: 4:45-5:45 405 135 PM
159 76 AM
R L
R L
MD 144    RT R 414 333
T T 548 567
AM PM
PM AM
167 144 L L
922 812 T T MD 144
Capacity Analysis
SB 76 1.00 76 76 SB 238 1.00 238 238
EB 812 1.00 812 EB 922 1.00 922

812 922
WB 962 0.55 529 144 1.00 144 WB 900 0.55 495 167 1.00 167
Scenario ID - BACK2 CLV V/C =0.56 CLV V/C =0.73
5
qt, 200232\initial\clv\2.xls-clv-bt, f03/02/21

for MSHA
MEADOW ROAD
AM Peak: 7:00-8:00
PM Peak: 4:45-5:45 537 161 PM
268 99 AM
R L
R L
MD 144    RT R 444 359
T T 567 589
AM PM
PM AM
297 311 L L
944 838 T T MD 144
Capacity Analysis
SB 99 1.00 99 99 SB 240 1.00 240 240
EB 838 1.00 838 EB 944 1.00 944

867 944
WB 1011 0.55 556 311 1.00 311 WB 948 0.55 521 297 1.00 297
Scenario ID - TOT2 CLV V/C =0.6 CLV V/C =0.74
6

for MSHA
N/S Road: Mussetter Road Day of Count: Wednesday
MUSSETTER ROAD
AM Peak: 7:15-8:15
PM Peak: 4:45-5:45 42 16 55 PM 110
52 26 55 AM 61
R T L adjusted lefts
R TL
MD 144    R R 45 71
 T T 236 208
 L L 191 85
AM PM
PM AM
51 31 L
230 141 T L
64 80 R TR    MD 144
LT R
adjusted lefts L T R
83 AM 75 10 50
103 PM 94 27 200
MUSSETTER ROAD
Capacity Analysis

NB 93 1.00 93 55 1.00 55 NB 130 1.00 130 55 1.00 55
162 220
SB 87 1.00 87 75 1.00 75 SB 126 1.00 126 94 1.00 94
EB 221 1.00 221 191 1.00 191 EB 294 1.00 294 85 1.00 85
412 379
WB 236 1.00 236 31 1.00 31 WB 208 1.00 208 51 1.00 51
AM V/C =0.36 PM V/C =0.37
7

for MSHA
MUSSETTER ROAD
AM Peak: 7:15-8:15
PM Peak: 4:45-5:45 114 34 122 PM 244
120 45 93 AM 102
R TL
MD 144    R R 100 130

 T T 414 482
 L L 182 80
AM PM
PM AM
131 98 L
456 364 T L
85 106 R TR    MD 144
LT R
108 AM 98 27 45
129 PM 117 55 187
MUSSETTER ROAD
Capacity Analysis

NB 135 1.00 135 93 1.00 93 NB 184 1.00 184 122 1.00 122
245 395
SB 147 1.00 147 98 1.00 98 SB 278 1.00 278 117 1.00 117
EB 470 1.00 470 182 1.00 182 EB 541 1.00 541 80 1.00 80
652 621
WB 414 1.00 414 98 1.00 98 WB 482 1.00 482 131 1.00 131
8

for MSHA
MUSSETTER ROAD
AM Peak: 7:15-8:15
PM Peak: 4:45-5:45 114 34 122 PM 244
120 45 93 AM 102
R TL
MD 144    R R 100 130

 T T 479 534
 L L 182 80
AM PM
PM AM
131 98 L
518 417 T L
85 106 R TR    MD 144
LT R
108 AM 98 27 45
129 PM 117 55 187
MUSSETTER ROAD
Capacity Analysis

NB 135 1.00 135 93 1.00 93 NB 184 1.00 184 122 1.00 122
245 395
SB 147 1.00 147 98 1.00 98 SB 278 1.00 278 117 1.00 117
EB 523 1.00 523 182 1.00 182 EB 603 1.00 603 80 1.00 80
705 683
WB 479 1.00 479 98 1.00 98 WB 534 1.00 534 131 1.00 131
9

for MSHA
E/W Road: Lake Linganore Blvd/I-70 WB Ramp Date of Count:
N/S Road: Meadow Road Day of Count:
MEADOW ROAD
32 33 0 PM
49 51 0 AM
R T L
RT L
I-70 WB RAMP    RT R 0 0
 L T 150 93
L 54 38
AM PM
21 4 adjusted lefts
PM AM
19 4 L
76 68 T LT 
452 136 R R    LAKE LINGANORE BLVD

L T R
L T R
AM 535 34 32
PM 374 55 70
MEADOW ROAD
Capacity Analysis

NB 34 1.00 34 0 1.00 0 NB 55 1.00 55 0 1.00 0
635 439
SB 100 1.00 100 535 1.00 535 SB 65 1.00 65 374 1.00 374
EB 72 1.00 72 54 1.00 54 EB 97 1.00 97 38 1.00 38
154 135
WB 150 1.00 150 4 1.00 4 WB 93 1.00 93 19 1.00 19
10

for MSHA
E/W Road: Lake Linganore Blvd/I-70 WB Ramp Date of Count:
N/S Road: Meadow Road Day of Count:
MEADOW ROAD
19 21 34 PM
33 36 42 AM
R T L
RT L
I-70 WB RAMP    RT R 25 21
 L T 292 234
L 255 250
AM PM
38 8 adjusted lefts
PM AM
19 4 L
170 186 T LT 
408 80 R R    LAKE LINGANORE BLVD

L T R
L T R
AM 481 19 298
PM 333 43 279
MEADOW ROAD
Capacity Analysis

NB 43 1.00 43 42 1.00 42 NB 43 1.00 43 34 1.00 34
550 373
SB 69 1.00 69 481 1.00 481 SB 40 1.00 40 333 1.00 333
EB 194 1.00 194 255 1.00 255 EB 208 1.00 208 250 1.00 250
449 458
WB 317 1.00 317 4 1.00 4 WB 255 1.00 255 19 1.00 19
11

for MSHA
E/W Road: Lake Linganore Rd Date of Count:
N/S Road: E. Site Access Day of Count:
E. SITE ACCESS
145 9 147 PM 162
143 10 165 AM 182
RTL
LAKE LINGANORE RD   RT R 90 73
 L T 302 210
L 44 35
AM PM
PM AM
264 333 L
154 110 T L
65 83 R TR   LAKE LINGANORE RD
LTR
79 AM 72 10 42
80 PM 73 8 36
E. SITE ACCESS
Capacity Analysis

NB 131 1.00 131 165 1.00 165 NB 124 1.00 124 147 1.00 147
407 389
SB 335 1.00 335 72 1.00 72 SB 316 1.00 316 73 1.00 73
EB 193 1.00 193 44 1.00 44 EB 219 1.00 219 35 1.00 35
725 547
WB 392 1.00 392 333 1.00 333 WB 283 1.00 283 264 1.00 264
CLV TOTAL= 1,132 CLV TOTAL= 936
Level of Service (LOS )= B Level of Service (LOS )= A
AM V/C =0.71 PM V/C =0.59
12
MOVEMENT SUMMARY
Site: EA
MD 144 & Eaglehead Dr
Existing AM Peak Hour
Roundabout
Movement Performance - Vehicles

Mov OD Demand Flows Deg. Average Level of 95% Back of Queue Prop. Effective Average
ID Mov Total HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed
veh/h % v/c sec veh ft per veh mph
South: W Site Access
3 L2 1 3.0 0.004 4.7 LOS A 0.0 0.3 0.35 0.24 33.4
8 T1 1 3.0 0.004 4.7 LOS A 0.0 0.3 0.35 0.24 33.5
18 R2 1 3.0 0.004 4.7 LOS A 0.0 0.3 0.35 0.24 32.8
Approach 3 3.0 0.004 4.7 LOS A 0.0 0.3 0.35 0.24 33.2
East: MD 144
1 L2 1 3.0 0.317 7.3 LOS A 1.1 27.1 0.33 0.26 32.8
6 T1 416 3.0 0.317 7.3 LOS A 1.1 27.1 0.32 0.25 33.0
16 R2 171 3.0 0.317 7.2 LOS A 1.0 25.6 0.31 0.24 32.1
Approach 588 3.0 0.317 7.2 LOS A 1.1 27.1 0.32 0.25 32.7
North: Eaglehead Dr
7 L2 117 3.0 0.149 6.1 LOS A 0.4 10.7 0.38 0.34 31.5
4 T1 1 3.0 0.149 6.1 LOS A 0.4 10.7 0.38 0.34 31.6
14 R2 167 3.0 0.206 6.6 LOS A 0.6 14.6 0.38 0.35 32.4
Approach 286 3.0 0.206 6.4 LOS A 0.6 14.6 0.38 0.35 32.0
West: MD 144
5 L2 221 3.0 0.219 5.7 LOS A 0.6 16.1 0.20 0.12 31.6
2 T1 160 3.0 0.161 5.1 LOS A 0.5 11.9 0.20 0.11 34.1
12 R2 1 3.0 0.161 5.1 LOS A 0.5 11.9 0.20 0.11 33.2
Approach 382 3.0 0.219 5.4 LOS A 0.6 16.1 0.20 0.12 32.6
All Vehicles 1259 3.0 0.317 6.5 LOS A 1.1 27.1 0.30 0.23 32.5
Level of Service (LOS) Method: Delay & v/c (HCM 2010).

Roundabout LOS Method: Same as Sign Control.
Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement
LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection).
Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010).
Roundabout Capacity Model: US HCM 2010.
HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies.
Gap-Acceptance Capacity: Traditional M1.
HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
SIDRA INTERSECTION 6.1 | Copyright © 2000-2015 Akcelik and Associates Pty Ltd | sidrasolutions.com
Organisation: THE TRAFFIC GROUP | Processed: Thursday, May 21, 2020 11:59:01 AM
Project: F:\2020\2020-0231_Fox Cromwell Property\ENG\INITIAL\HCM\3.sip6
13
MOVEMENT SUMMARY
Site: EP
Existing PM Peak Hour
Roundabout

3 L2 1 3.0 0.005 5.1 LOS A 0.0 0.3 0.39 0.28 33.2
8 T1 1 3.0 0.005 5.1 LOS A 0.0 0.3 0.39 0.28 33.3
18 R2 1 3.0 0.005 5.1 LOS A 0.0 0.3 0.39 0.28 32.6
Approach 3 3.0 0.005 5.1 LOS A 0.0 0.3 0.39 0.28 33.0
East: MD 144
1 L2 1 3.0 0.200 5.5 LOS A 0.6 15.4 0.20 0.11 33.7
6 T1 336 3.0 0.200 5.5 LOS A 0.6 15.4 0.19 0.11 33.8
16 R2 68 3.0 0.200 5.4 LOS A 0.6 14.5 0.19 0.11 33.0
Approach 405 3.0 0.200 5.5 LOS A 0.6 15.4 0.19 0.11 33.7
North: Eaglehead Dr
7 L2 107 3.0 0.128 5.5 LOS A 0.4 9.1 0.34 0.28 31.7
4 T1 1 3.0 0.128 5.5 LOS A 0.4 9.1 0.34 0.28 31.8
14 R2 126 3.0 0.146 5.6 LOS A 0.4 9.9 0.32 0.27 32.8
Approach 234 3.0 0.146 5.6 LOS A 0.4 9.9 0.33 0.27 32.3
West: MD 144
5 L2 107 3.0 0.248 6.0 LOS A 0.8 20.1 0.21 0.12 32.6
2 T1 393 3.0 0.248 6.0 LOS A 0.8 20.1 0.20 0.12 33.3
12 R2 1 3.0 0.248 6.0 LOS A 0.7 18.9 0.20 0.11 32.8
Approach 501 3.0 0.248 6.0 LOS A 0.8 20.1 0.20 0.12 33.1
All Vehicles 1144 3.0 0.248 5.7 LOS A 0.8 20.1 0.22 0.15 33.1

Organisation: THE TRAFFIC GROUP | Processed: Thursday, May 21, 2020 12:00:21 PM
Project: F:\2020\2020-0231_Fox Cromwell Property\ENG\INITIAL\HCM\3.sip6
14
MOVEMENT SUMMARY
Site: BA2
Background M Peak Hour
Roundabout

3 L2 136 3.0 0.480 13.6 LOS B 1.8 44.9 0.60 0.64 29.3
8 T1 76 3.0 0.480 13.6 LOS B 1.8 44.9 0.60 0.64 29.4
18 R2 83 3.0 0.480 13.6 LOS B 1.8 44.9 0.60 0.64 28.9
Approach 295 3.0 0.480 13.6 LOS B 1.8 44.9 0.60 0.64 29.2
East: MD 144
1 L2 59 3.0 0.570 14.3 LOS B 2.7 68.1 0.61 0.66 29.6
6 T1 509 3.0 0.570 14.2 LOS B 2.7 68.1 0.60 0.65 29.8
16 R2 263 3.0 0.570 14.0 LOS B 2.5 65.1 0.59 0.63 29.3
Approach 830 3.0 0.570 14.1 LOS B 2.7 68.1 0.60 0.64 29.6
North: Eaglehead Dr
7 L2 262 3.0 0.548 15.0 LOS C 2.3 60.1 0.63 0.69 28.4
4 T1 87 3.0 0.548 15.0 LOS C 2.3 60.1 0.63 0.69 28.5
14 R2 397 3.0 0.600 16.3 LOS C 2.7 68.5 0.64 0.70 28.3
Approach 746 3.0 0.600 15.7 LOS C 2.7 68.5 0.64 0.69 28.4
West: MD 144
5 L2 336 3.0 0.450 10.4 LOS B 1.8 45.3 0.49 0.51 29.8
2 T1 208 3.0 0.450 10.2 LOS B 1.8 45.3 0.47 0.48 31.4
12 R2 185 3.0 0.450 10.2 LOS B 1.7 43.1 0.47 0.48 30.8
Approach 728 3.0 0.450 10.3 LOS B 1.8 45.3 0.48 0.49 30.5
All Vehicles 2599 3.0 0.600 13.4 LOS B 2.7 68.5 0.58 0.62 29.4

Organisation: THE TRAFFIC GROUP | Processed: Sunday, February 28, 2021 9:47:40 AM
Project: F:\2020\2020-0232_Delauter-Hutzell Property\ENG\INITIAL\HCM\3.sip6
15
MOVEMENT SUMMARY
Site: BP2
Background PM Peak Hour
Roundabout

3 L2 103 3.0 0.525 19.7 LOS C 1.8 46.4 0.76 0.82 27.2
8 T1 54 3.0 0.525 19.7 LOS C 1.8 46.4 0.76 0.82 27.3
18 R2 70 3.0 0.525 19.7 LOS C 1.8 46.4 0.76 0.82 26.8
Approach 228 3.0 0.525 19.7 LOS C 1.8 46.4 0.76 0.82 27.1
East: MD 144
1 L2 52 3.0 0.588 16.3 LOS C 2.7 68.5 0.65 0.72 28.8
6 T1 416 3.0 0.588 16.2 LOS C 2.7 68.5 0.65 0.71 29.0
16 R2 298 3.0 0.588 15.8 LOS C 2.6 65.9 0.63 0.69 28.6
Approach 766 3.0 0.588 16.0 LOS C 2.7 68.5 0.64 0.70 28.8
North: Eaglehead Dr
7 L2 329 3.0 0.536 13.2 LOS B 2.2 57.6 0.57 0.61 28.9
4 T1 61 3.0 0.536 13.2 LOS B 2.2 57.6 0.57 0.61 29.0
14 R2 376 3.0 0.532 13.4 LOS B 2.3 59.4 0.59 0.64 29.4
Approach 765 3.0 0.536 13.3 LOS B 2.3 59.4 0.58 0.62 29.2
West: MD 144
5 L2 540 3.0 0.702 18.2 LOS C 4.4 113.1 0.68 0.75 27.0
2 T1 418 3.0 0.702 17.9 LOS C 4.4 113.1 0.65 0.72 28.5
12 R2 149 3.0 0.702 17.9 LOS C 4.2 108.1 0.65 0.72 27.9
Approach 1107 3.0 0.702 18.1 LOS C 4.4 113.1 0.66 0.74 27.6
All Vehicles 2866 3.0 0.702 16.4 LOS C 4.4 113.1 0.64 0.70 28.3

Organisation: THE TRAFFIC GROUP | Processed: Sunday, February 28, 2021 9:47:40 AM
16
MOVEMENT SUMMARY
Site: TA2
Total AM Peak Hour
Roundabout

3 L2 136 3.0 0.502 14.7 LOS B 1.9 47.6 0.63 0.68 28.9
8 T1 76 3.0 0.502 14.7 LOS B 1.9 47.6 0.63 0.68 29.0
18 R2 83 3.0 0.502 14.7 LOS B 1.9 47.6 0.63 0.68 28.5
Approach 295 3.0 0.502 14.7 LOS B 1.9 47.6 0.63 0.68 28.8
East: MD 144
1 L2 59 3.0 0.620 16.0 LOS C 3.2 80.7 0.64 0.70 28.9
6 T1 539 3.0 0.620 15.9 LOS C 3.2 80.7 0.64 0.70 29.1
16 R2 303 3.0 0.620 15.6 LOS C 3.0 77.3 0.62 0.68 28.6
Approach 901 3.0 0.620 15.8 LOS C 3.2 80.7 0.63 0.69 28.9
North: Eaglehead Dr
7 L2 293 3.0 0.611 17.5 LOS C 2.8 72.9 0.67 0.74 27.5
4 T1 87 3.0 0.611 17.5 LOS C 2.8 72.9 0.67 0.74 27.6
14 R2 401 3.0 0.620 17.3 LOS C 2.8 72.3 0.65 0.72 28.0
Approach 782 3.0 0.620 17.4 LOS C 2.8 72.9 0.66 0.73 27.7
West: MD 144
5 L2 340 3.0 0.480 11.2 LOS B 2.0 50.8 0.52 0.54 29.5
2 T1 234 3.0 0.480 11.0 LOS B 2.0 50.8 0.50 0.52 31.0
12 R2 185 3.0 0.480 11.0 LOS B 1.9 48.3 0.50 0.52 30.5
Approach 759 3.0 0.480 11.1 LOS B 2.0 50.8 0.51 0.53 30.2
All Vehicles 2736 3.0 0.620 14.8 LOS B 3.2 80.7 0.61 0.66 28.9

Organisation: THE TRAFFIC GROUP | Processed: Tuesday, March 02, 2021 10:42:17 AM
17
MOVEMENT SUMMARY
Site: TP2
Total PM Peak Hour
Roundabout

3 L2 103 3.0 0.552 21.7 LOS C 1.9 49.3 0.78 0.86 26.5
8 T1 54 3.0 0.552 21.7 LOS C 1.9 49.3 0.78 0.86 26.6
18 R2 70 3.0 0.552 21.7 LOS C 1.9 49.3 0.78 0.86 26.1
Approach 228 3.0 0.552 21.7 LOS C 1.9 49.3 0.78 0.86 26.4
East: MD 144
1 L2 52 3.0 0.632 18.0 LOS C 3.1 78.9 0.68 0.76 28.2
6 T1 440 3.0 0.632 17.9 LOS C 3.1 78.9 0.67 0.75 28.4
16 R2 329 3.0 0.632 17.5 LOS C 3.0 75.9 0.66 0.73 27.9
Approach 821 3.0 0.632 17.7 LOS C 3.1 78.9 0.67 0.74 28.2
North: Eaglehead Dr
7 L2 366 3.0 0.597 15.2 LOS C 2.8 70.4 0.61 0.67 28.1
4 T1 61 3.0 0.597 15.2 LOS C 2.8 70.4 0.61 0.67 28.2
14 R2 380 3.0 0.548 14.1 LOS B 2.4 62.4 0.61 0.66 29.2
Approach 806 3.0 0.597 14.7 LOS B 2.8 70.4 0.61 0.66 28.6
West: MD 144
5 L2 545 3.0 0.743 20.9 LOS C 5.0 128.9 0.72 0.82 26.2
2 T1 447 3.0 0.743 20.5 LOS C 5.0 128.9 0.70 0.79 27.5
12 R2 149 3.0 0.743 20.5 LOS C 4.8 123.4 0.70 0.79 27.0
Approach 1140 3.0 0.743 20.7 LOS C 5.0 128.9 0.71 0.80 26.8
All Vehicles 2996 3.0 0.743 18.3 LOS C 5.0 128.9 0.68 0.75 27.6

Organisation: THE TRAFFIC GROUP | Processed: Tuesday, March 02, 2021 10:45:14 AM
18
HCS7 Two-Way Stop-Control Report
General Information Site Information
Analyst QT Intersection 5. Meadow Rd & I-70 WB R.
Agency/Co. TTG, Inc. Jurisdiction Frederick, MD
Date Performed 4/24/2020 East/West Street I-70 WB Ramp
Analysis Year 2020 North/South Street Meadow Rd
Time Analyzed Existing AM Peak Hour Factor 0.91
Intersection Orientation North-South Analysis Time Period (hrs) 0.25
Project Description Fox Cromwell Property
Lanes
Major Street: North-South
Vehicle Volumes and Adjustments

Approach Eastbound Westbound Northbound Southbound
Movement U L T R U L T R U L T R U L T R
Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6
Number of Lanes 1 0 1 0 0 0 0 1 1 0 0 0 1 0
Configuration L R L T TR
Volume (veh/h) 4 114 402 14 28 49
Percent Heavy Vehicles (%) 2 2 2
Proportion Time Blocked
Percent Grade (%) 0
Right Turn Channelized No
Median Type | Storage Undivided
Critical and Follow-up Headways

Base Critical Headway (sec) 7.1 6.2 4.1
Critical Headway (sec) 6.42 6.22 4.12
Base Follow-Up Headway (sec) 3.5 3.3 2.2
Follow-Up Headway (sec) 3.52 3.32 2.22
Delay, Queue Length, and Level of Service

Flow Rate, v (veh/h) 4 125 442
Capacity, c (veh/h) 202 1008 1512
v/c Ratio 0.02 0.12 0.29
95% Queue Length, Q₉₅ (veh) 0.1 0.4 1.2
Control Delay (s/veh) 23.2 9.1 8.4
Level of Service (LOS) C A A
Approach Delay (s/veh) 9.6 8.1
Approach LOS A
Copyright © 2020 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.8.5 Generated: 4/29/2020 1:43:44 PM
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Time Analyzed Existing PM Peak Hour Factor 0.95
Lanes

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6
Number of Lanes 1 0 1 0 0 0 0 1 1 0 0 0 1 0
Configuration L R L T TR
Volume (veh/h) 19 304 295 37 14 32
Percent Grade (%) 0


Flow Rate, v (veh/h) 20 320 311
Capacity, c (veh/h) 328 1042 1559
v/c Ratio 0.06 0.31 0.20
95% Queue Length, Q₉₅ (veh) 0.2 1.3 0.7
Control Delay (s/veh) 16.7 10.0 7.9
Level of Service (LOS) C A A
Approach LOS B
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Time Analyzed Background AM Peak Hour Factor 0.91
Lanes

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6
Number of Lanes 0 1 1 1 1 0 0 1 1 1 0 1 1 0
Configuration LT R L TR L T R L TR
Volume (veh/h) 4 68 136 54 150 0 535 34 32 0 51 49
Percent Heavy Vehicles (%) 2 2 2 2 2 2 2 2
Percent Grade (%) 0 0
Right Turn Channelized No No

Base Critical Headway (sec) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1
Critical Headway (sec) 7.12 6.52 6.22 7.12 6.52 6.22 4.12 4.12
Base Follow-Up Headway (sec) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2
Follow-Up Headway (sec) 3.52 4.02 3.32 3.52 4.02 3.32 2.22 2.22

Flow Rate, v (veh/h) 79 149 59 165 588 0
Capacity, c (veh/h) 976 24 94 1480 1527
v/c Ratio 0.15 2.45 1.75 0.40 0.00
95% Queue Length, Q₉₅ (veh) 0.5 7.4 13.4 1.9 0.0
Control Delay (s/veh) 9.4 1000.1 454.6 9.0 7.4
Level of Service (LOS) A F F A A
Approach Delay (s/veh) 599.0 8.0 0.0
Approach LOS F
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Time Analyzed Background PM Peak Hour Factor 0.95
Lanes

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6
Number of Lanes 0 1 1 1 1 0 0 1 1 1 0 1 1 0
Volume (veh/h) 19 76 452 38 93 0 374 55 70 0 33 32


Flow Rate, v (veh/h) 100 476 40 98 394 0
Capacity, c (veh/h) 167 1016 49 203 1533 1454
v/c Ratio 0.60 0.47 0.82 0.48 0.26 0.00
95% Queue Length, Q₉₅ (veh) 3.2 2.5 3.4 2.4 1.0 0.0
Control Delay (s/veh) 54.3 11.6 207.7 38.2 8.2 7.5
Level of Service (LOS) F B F E A A
Approach Delay (s/veh) 19.0 87.4 6.1 0.0
Approach LOS C F
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Time Analyzed Total AM Peak Hour Factor 0.91
Lanes

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6
Number of Lanes 0 1 1 1 1 0 0 1 1 1 0 1 1 0
Volume (veh/h) 4 186 80 255 292 25 481 19 298 42 36 33


Flow Rate, v (veh/h) 209 88 280 348 529 46
Capacity, c (veh/h) 1008 117 1523 1211
v/c Ratio 0.09 2.97 0.35 0.04
95% Queue Length, Q₉₅ (veh) 0.3 32.8 1.6 0.1
Control Delay (s/veh) 8.9 965.3 8.6 8.1
Level of Service (LOS) A F A A
Approach LOS
Copyright © 2021 University of Florida. All Rights Reserved. HCS™ TWSC Version 7.9.5 Generated: 3/2/2021 10:38:59 AM
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Time Analyzed Total PM Peak Hour Factor 0.95
Lanes

Priority 10 11 12 7 8 9 1U 1 2 3 4U 4 5 6
Number of Lanes 0 1 1 1 1 0 0 1 1 1 0 1 1 0
Volume (veh/h) 19 170 408 250 234 21 333 43 279 34 21 19


Flow Rate, v (veh/h) 199 429 263 268 351 36
Capacity, c (veh/h) 1042 236 1567 1220
v/c Ratio 0.41 1.13 0.22 0.03
Level of Service (LOS) B F A A
Approach LOS
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Analyst QT Intersection 6. Ijamsville Rd & I-70
Date Performed 4/24/2020 East/West Street I-70 WB on Ramp
Analysis Year 2021 North/South Street Ijamsville Rd
Time Analyzed Existing AM Peak Hour Factor 0.95
Intersection Orientation East-West Analysis Time Period (hrs) 0.25
Project Description Delauter
Lanes
Major Street: East-West

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 1 1 0 0 0 0 1 0 1 0 0 0
Configuration T R L R
Volume (veh/h) 335 224 145 25
Percent Heavy Vehicles (%) 2 2
Percent Grade (%) 0

Base Critical Headway (sec) 7.1 6.2
Critical Headway (sec) 6.42 6.22
Base Follow-Up Headway (sec) 3.5 3.3
Follow-Up Headway (sec) 3.52 3.32

Flow Rate, v (veh/h) 153 26
Capacity, c (veh/h) 645 691
v/c Ratio 0.24 0.04
95% Queue Length, Q₉₅ (veh) 0.9 0.1
Control Delay (s/veh) 12.3 10.4
Level of Service (LOS) B B
Approach Delay (s/veh) 12.0
Approach LOS B
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Time Analyzed Existing PM Peak Hour Factor 0.92
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 1 1 0 0 0 0 1 0 1 0 0 0
Volume (veh/h) 162 203 263 15
Percent Grade (%) 0


v/c Ratio 0.35 0.02
Level of Service (LOS) B A
Approach LOS B
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Time Analyzed Background AM Peak Hour Factor 0.95
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 1 1 0 0 0 0 1 0 1 0 0 0
Volume (veh/h) 572 306 183 25
Percent Grade (%) 0


v/c Ratio 0.42 0.05
Level of Service (LOS) C B
Approach LOS C
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Time Analyzed Background PM Peak Hour Factor 0.92
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 1 1 0 0 0 0 1 0 1 0 0 0
Volume (veh/h) 364 275 352 15
Percent Grade (%) 0


v/c Ratio 0.63 0.02
Approach LOS C
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Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 1 1 0 0 0 0 1 0 1 0 0 0
Volume (veh/h) 623 343 232 25
Percent Grade (%) 0


v/c Ratio 0.57 0.06
Approach LOS C
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Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 1 1 0 0 0 0 1 0 1 0 0 0
Volume (veh/h) 423 322 390 15
Percent Grade (%) 0


v/c Ratio 0.76 0.03
Level of Service (LOS) D B
Approach LOS D
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Analyst QT Intersection 7. MD 144 & Site Access
Date Performed 4/24/2020 East/West Street MD 144
Analysis Year 2031 North/South Street Site Access
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 1 0 0 0 1 0 0 0 0 0 1 0
Configuration L T TR LR
Volume (veh/h) 36 901 977 18 15 34
Percent Grade (%) 0
Right Turn Channelized


v/c Ratio 0.06 0.32
Level of Service (LOS) B E
Approach LOS E
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Analyst QT Intersection 7. MD 144 & Site Access
Date Performed 4/24/2020 East/West Street MD 144
Analysis Year 2031 North/South Street Site Access
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 1 0 0 0 1 0 0 0 0 0 1 0
Configuration L T TR LR
Volume (veh/h) 32 1073 909 17 15 39
Percent Grade (%) 0


v/c Ratio 0.05 0.37
Level of Service (LOS) B E
Approach LOS E
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Analyst QT Intersection Lake L Rd & E Site Access
Date Performed 4/24/2020 East/West Street Lake Linganore Rd
Analysis Year 2031 North/South Street E. Site Access
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0
Configuration L TR L TR LTR LTR
Volume (veh/h) 333 110 83 44 302 90 72 10 42 165 10 143


Flow Rate, v (veh/h) 362 48 135 346
Capacity, c (veh/h) 1133 1361 87 128
v/c Ratio 0.32 0.04 1.56 2.71
Level of Service (LOS) A A F F
Approach LOS F F
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Analyst QT Intersection Lake L Rd & E Site Access
Analysis Year 2031 North/South Street E. Site Access
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 1 1 0 0 1 1 0 0 1 0 0 1 0
Configuration L TR L TR LTR LTR
Volume (veh/h) 264 154 65 35 210 73 73 8 36 147 9 145


Flow Rate, v (veh/h) 287 38 127 327
Capacity, c (veh/h) 1253 1329 139 218
v/c Ratio 0.23 0.03 0.91 1.50
Level of Service (LOS) A A F F
Approach LOS F F
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Analyst QT Intersection Lake L Rd & W Site Access
Analysis Year 2031 North/South Street W. Site Access
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 0 0 0 0 1 0 0 0 0 0 0 1
Configuration TR R
Volume (veh/h) 428 89 144
Percent Heavy Vehicles (%) 2
Percent Grade (%) 0

Base Critical Headway (sec) 6.2
Critical Headway (sec) 6.22
Base Follow-Up Headway (sec) 3.3
Follow-Up Headway (sec) 3.32

Flow Rate, v (veh/h) 157
Capacity, c (veh/h) 561
v/c Ratio 0.28
95% Queue Length, Q₉₅ (veh) 1.1
Control Delay (s/veh) 13.9
Level of Service (LOS) B
Approach LOS B
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Analyst QT Intersection Lake L Rd & W Site Access
Analysis Year 2031 North/South Street W. Site Access
Lanes

Priority 1U 1 2 3 4U 4 5 6 7 8 9 10 11 12
Number of Lanes 0 0 0 0 0 0 1 0 0 0 0 0 0 1
Configuration TR R
Volume (veh/h) 358 70 147
Percent Heavy Vehicles (%) 2
Percent Grade (%) 0

Base Critical Headway (sec) 6.2
Critical Headway (sec) 6.22
Base Follow-Up Headway (sec) 3.3
Follow-Up Headway (sec) 3.32

Flow Rate, v (veh/h) 160
Capacity, c (veh/h) 627
v/c Ratio 0.25
95% Queue Length, Q₉₅ (veh) 1.0
Control Delay (s/veh) 12.7
Level of Service (LOS) B
Approach LOS B
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1. MD 144 & I-70 EB off Ramp / Ijamsville Rd
Maryland State Highway Administration Queuing Analysis Formula
Queue Length (feet) =
If Average No. of Vehicle (Specific Movement) per Cycle <= 20: Poisson Distribution Maximum No. of Vehicles per Cycle x 25 Feet per Vehicle
Turning Volume (veh per hour) x Lane Use Factor x Cycle Length (Seconds)
If Average No. of Vehicle (Specific Movement) per Cycle > 20: x 25 Feet per Vehicle x 1.4 Surge Factor
3600 (Seconds per hour)
Is Average No. of Poisson

Average No. of
Available Storage Vehicle (Specific Distribution
Queue Length (feet) Veh / Hour Lane Use Factor Cycle Length (seconds) Vehicle per
(feet) Movement) per Maximum No. of
Cycle
Cycle <= 20? Vehilce per Cycle
2031 Background Traffic

Morning Peak Hour Traffic
Eastbound MD 144 Thru: 1000+ 300 550 0.55 90 7.6 Yes 12
Westbound MD 144 Left Turn: 200 175 145 1 90 3.6 Yes 7
Westbound MD 144 Thru: 500 325 579 0.55 90 8.0 Yes 13
Northbound Ijamsville Road Left Turn: 500+ 150 114 1 90 2.9 Yes 6
Northbound Ijamsville Road Right Turn: 150 75 44 1 90 1.1 Yes 3
Southbound I-70 EB off Ramp Left Turn: 500+ 250 373 0.6 90 5.6 Yes 10
Southbound I-70 EB off Ramp Right Turn: 500+ 325 316 1 90 7.9 Yes 13
Evening Peak Hour Traffic

2031 Total Traffic


MD SHA QUEUING ANALYSIS

Right turn overlap is considered.
1. MD 144 & I-70 EB OFF RAMP / IJAMSVILLE RD
Qt, 200232\INITIAL\Queuesnew.xls-1, F03/01/21
37
2. MD 144 & Meadow Road

Average No. of
Existing Traffic Queue Length (feet) Veh / Hour Lane Use Factor Cycle Length (seconds) Vehicle per
Cycle

Eastbound MD 144 Left Turn: 200 100 73 1 90 1.8 Yes 4
Eastbound MD 144 Thru: 500 450 496 1 90 12.4 Yes 18
Westbound MD 144 Thru/Right: 1000+ 525 581 1 90 14.5 Yes 21
Southbound Meadow Road Left Turn: 200 100 76 1 90 1.9 Yes 4
Southbound Meadow Road Right Turn: 400 0 3 1 90 0.1 Yes 0

Eastbound MD 144 Thru: 500 425 452 1 90 11.3 Yes 17
Westbound MD 144 Thru/Right: 1000+ 475 519 1 90 13.0 Yes 19

Eastbound MD 144 Thru: 500 711 812 1 90 20.3 No 28
Westbound MD 144 Thru/Right: 1000+ 475 962 0.55 90 13.2 Yes 19

2031 Total Traffic



2. MD 144 & MEADOW ROAD
38
4. MD 144 & Mussetter Road

Average No. of
Existing Traffic Queue Length (feet) Veh / Hour Lane Use Factor Cycle Length (seconds) Vehicle per
Cycle

Eastbound MD 144 Thru/Right: 1000+ 250 221 1 90 5.5 Yes 10
Westbound MD 144 Thru: 1000+ 250 236 1 90 5.9 Yes 10
Westbound MD 144 Right Turn: 300 75 45 1 90 1.1 Yes 3
Northbound Mussetter Road Left/Thru: 500+ 125 85 1 90 2.1 Yes 5
Northbound Mussetter Road Right Turn: 150 0 0 1 90 0.0 Yes 0
Southbound Mussetter Road Left/Thru: 800 125 81 1 90 2.0 Yes 5
Southbound Mussetter Road Right Turn: 800 75 52 1 90 1.3 Yes 3




4. MD 144 & MUSSETTER ROAD
39
4. MD 144 & Mussetter Road

Average No. of
Cycle
2031 Total Traffic



4. MD 144 & MUSSETTER ROAD
Qt, 200232\INITIAL\Queuesnew.xls-4 (2), F02/28/21
40
5. Meadow Rd & I-70 WB Ramps

Average No. of
Cycle

Eastbound I-70 EB off Ramp Left/Thru: 200+ 100 72 1 90 1.8 Yes 4
Eastbound I-70 EB off Ramp Right Turn: 500+ 0 0 1 90 0.0 Yes 0
Westbound Lake Linganore Blvd Left Turn: 500 75 54 1 90 1.4 Yes 3
Westbound Lake Linganore Blvd Thru/Right: 500 175 150 1 90 3.8 Yes 7
Northbound Meadow Road Left Turn: 400 500 535 1 90 13.4 Yes 20
Northbound Meadow Road Thru: 400 50 34 1 90 0.9 Yes 2
Northbound Meadow Road Right Turn: 150 0 0 1 90 0.0 Yes 0
Southbound Meadow Road Thru/Right: 500+ 125 100 1 90 2.5 Yes 5

2031 Total Traffic


Right turn overlap is considered. MD SHA QUEUING ANALYSIS

5. MEADOW RD & I-70 WB RAMPS
41
6. Ijamsville Rd & I-70 EB on Ramp

Average No. of
Cycle
Existing Traffic
Northbound Ijamsville Rd Left Turn: 500+ 175 145 1 90 3.6 Yes 7
Northbound Ijamsville Rd Right Turn: 250 50 25 1 90 0.6 Yes 2



2031 Total Traffic



6. IJAMSVILLE RD & I-70 EB ON RAMP
42
7. MD 144 & Site Access

Average No. of
Cycle
2031 Total Traffic

Southbound Site Access approach: 150 75 49 1 90 1.2 Yes 3

Southbound Site Access approach: 150 75 54 1 90 1.4 Yes 3

7. MD 144 & SITE ACCESS
43
APPENDIX C
Trip Assignment for
Approved Developments
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
Background Information
19

LinganoreTownCenter
SouthCommercial
FrederickCounty,Maryland
December6,2018

TrafficImpactAnalysis

Preparedfor:
OakdaleInvestmentsLLC
Mr.JasonWiley
1355BeverlyRoadSuite240
McLean,Virginia22101
[email protected]

20
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Merging Innovation and Excellence®
29
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32
31

ShapiroProperty
FrederickCounty,Maryland
RevisedAugust20,2015
June11,2015

TrafficImpactAnalysis

Preparedfor:
HoganRealtyDevelopment

32
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103 Single-Family Detached Units 20 62 82 68 40 108
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35
36
37
TRIP GENERATION FOR SUBJECT SITE
TRIP RATES / FORMULAE IN/OUT
Automobile Care Center (ksf, ITE-942)
Morning Trips = 2.25 x ksf 66/34
Evening Trips = 3.11 x ksf 48/52
Automobile Parts and Service Center (ksf, ITE-943)
Manufacturing (ksf, ITE-140)
General Office Building (ksf, ITE-710)
Warehousing (ksf, ITE-150)
EXHIBIT 1
th
ITE Trip Generation, 10 Edition. TRIP GENERATION
FOR SUBJECT SITE
Qt, 190422\INITIAL\TRIPS.xlsx-Rate, F11/08/19
38
TRIP TOTALS MORNING PEAK HOUR EVENING PEAK HOUR
IN OUT TOTAL IN OUT TOTAL
Automobile Parts and Service Center (ksf, ITE-943)
4,000 sq. ft. 6 2 8 4 5 9
Automobile Care Center (ksf, ITE-942)
6,750 sq. ft. 10 5 15 10 11 21
Manufacturing (ksf, ITE-140)
2,850 sq. ft. 2 0 2 1 1 2
Specialty Trade Contractor (ksf, ITE-180)
3,000 sq. ft. 4 1 5 2 4 6
General Office Building (ksf, ITE-710)
2,400 sq. ft. 3 0 3 0 3 3
Warehousing (ksf, ITE-150)
9,450 sq. ft. 2 0 2 1 1 2
Total Trips 27 8 35 18 25 43
EXHIBIT 1 CONT'D
th
ITE Trip Generation, 10 Edition. TRIP GENERATION
FOR SUBJECT SITE
Qt, 190422\INITIAL\TRIPS.xlsx-total, F11/08/19
39
40
Proposed Rutter’s Store #88 – New Market / Traffic Impact Analysis Revised June 2019
Pass-by trip percentages were obtained from the County approved Rutter’s local trip generation rates and
the ITE Trip Generation Handbook (3rd Ed., 2017) for LUC 843. Pass-by percentages were assumed and
approved as follows:
x Convenience Store AM Peak – 65% (County approved)

PM Peak – 55% (County approved)
x Auto Parts (LUC 843) AM Peak – 0
PM Peak – 43%
No internalization and multimodal trips were assumed, thus, the trip generation estimate can be considered
conservative on the high side. Table 2 summarizes the estimated site trip generation for the proposed
development during the typical weekday AM and PM peak hours. Details of the Rutter’s site trip generation
can be found in Appendix H.
Table 2: Estimated Site Trip Generation
Land Use AM Peak Hour of Adjacent St PM. Peak Hour of Adjacent St

Type
(Code)
Enter Exit Total Enter Exit Total
Total 110 101 211 108 108 216
Convenience Store w/
Gas Diesel Pumps Pass-By* 71 66 137 60 59 119
8,427 SF
New 39 35 74 48 49 97
Total 6 5 11 6 5 11
Self-Service Car Wash
2 Stalls Pass-By - - - - - -
(947)
New 6 5 11 6 5 11
Total 14 14 28 41 31 72
Fitness Gym
21,000 SF Pass-By 0 0 0 0 0 0
(492)
New 14 14 28 41 31 72
Total 13 11 24 22 23 45
Auto Parts
9,225 SF Pass-By 0 0 0 9 10 19
(843)
New 13 11 24 13 13 26
Grand Total Trips 143 131 274 177 167 344
Total Pass-By Trips: 71 66 137 69 69 138
Total New Trips 72 65 137 108 98 206
*Revised to County approved pass-by rates, 65% AM and 55% PM.
Projected Conditions With Site
11 41
39
42
40
43
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45
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5+Exhibit+C+Rezoning LTR Cromwell+TIA

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July 14, 2022

Mr. Denis Superczynski, AICP

RE: Cromwell Property Rezoning

Dear Mr. Superczynski:

If you have any questions, please let me know. Thank you.

Joseph J. Caloggero, P.E., PTOE, PTP

(F:\2020\2020-0231_Fox Cromwell Property\DOCS\CORRESP\ANALYST\Rezoning_Ltr_Superczynski.docx)

Cromwell Property Rezoning July 14, 2022

FROM: Kyle Roberts, P.E., PTOE

DATE: November 22, 2019

II. Traffic Volume Forecasts

Figure 1 Proposed Network Changes

Figure 2 Traffic Analysis Zone (TAZ) Splits

Table 2: Travel Forecast Model Result Summary

A comparison table with previous forecast tables are included in Appendix A.

III. Summary of Analysis Scenarios

I-70 Ramps Lake Linganore Blvd

Figure 3: Meadow Road at Lake Linganore Boulevard and I-70 Ramps

IV. Summary of Capacity Analyses

Table 3: Summary of Capacity Analysis

MD 144 at Two Way Overall 0.5 0.4 - - A A - - -

Overall 27.6 31.2 0.58 0.75 C C - - -

APPENDIX A: ADT Comparisons

2040 Model Outputs

APPENDIX B: 2040 Traffic Volumes

AM (2016 Traffic Memo)

PM (Modified Build Alternative)

PM (2016 Traffic Memo)

APPENDIX C: Lane Configurations

2040 Build Conditions- Scenario 1C (2016 Traffic Memo)

Traffic Impact Analysis

 EXISTING TRAFFIC CONDITIONS .................................................................................... 3

Figure 1 Location Map and Study Intersections ............................................................ 3

 BACKGROUND TRAFFIC CONDITIONS ............................................................................ 8

Figure 4 Regional Traffic Growth (1% for 11 Years) ....................................................... 8

 TOTAL TRAFFIC CONDITIONS ...................................................................................... 20

 RESULTS, RECOMMENDATIONS, AND CONCLUSIONS.................................................. 32

APPENDIX B – Intersection Capacity Analysis Worksheets

APPENDIX C – Trip Assignment for Approved Developments

Prepared by: Joseph Caloggero, P.E., PTOE, PTP

 45,000 SF Medical Office;

 Provide an allowance for regional traffic growth throughout the corridor.

 Obtain background development information from Frederick County.

 Prepare Queuing Analyses using the Maryland Department of Transportation State

 Provide an overall assessment of traffic operations.

Summary of Findings and Recommendations

Figure 1. Location Map and Study Intersections

1. MD 144 @ I‐70 EB Ramp (Future Traffic Signal);

Analysis of Existing Traffic Conditions

Complete capacity worksheets for all analyses can be found in Appendix B.

Figure 4. Regional Traffic Growth (1% for 11 years)

In addition to regional traffic growth, traffic projected to be generated by other approved

Figure 6. Trips Generated by Background Development

Figure 7. 2031 Background Peak Hour Traffic Volumes

Analysis of Background Traffic Conditions

Complete capacity worksheets for all analyses can be found in Appendix B.

Oakdale Crossing is proposed with the following development:

 45,000 SF Medical Office;

Figure 8A. Trip Assignment for Subject Site (Commercial)