06SN0318
./\ugust 15, 2006 CPC
September 27, 2006 BS
STAFF'S
REQUEST ANALYSIS
AND
RECOMMENDATION
06SN0318
EDCO, L.L.C.
Matoaca Magisterial District
South line of Hull Street Road
REQUEST: Amendment to Condition 5 of Rezoning (Case 95SN0278) relative to design of the
access between Ashlake Parkway and the Winterpock Road intersections (which
aligns Duckridge Boulevard). Specifically, the applicant proposes to amend
Condition 5 to delete the restriction prohibiting exiting left turns from the property at
the Duckridge Road/Route 360 intersection and to require the developer to be
responsible for the full cost of the traffic signalization at this intersection.
PROPOSED LAND USE:
A mix of residential, office and commercial uses are planned.
PLANNING COMMISSION RECOMMENDATION
RECOMMEND APPROVAL AND ACCEPTANCE OF THE PROFFERED CONDITION ON
PAGE 24
AYES: MESSRS. BASS, GULLEY AND LITTON.
ABSTENTIONS: MESSRS. WILSON AND GECKER.
STAFF RECOMMENDATION
Recommend denial for the following reasons:
A. Approval of this request will adversely impact the safety and efficiency of the Hull
Street Road corridor.
Providing a FIRST CHOICE community through excellence in public service
B. Current zoning permits the property to have accesses at two (2) signalized
intersection which will provide adequate access.
(NOTE: THE ONLY CONDITION THAT MAY BE IMPOSED IS A BUFFER CONDITION.
THE PROPERTY OWNER(S) MA Y PROFFER OTHER CONDITIONS. THE CONDITIONS
NOTED WITH "STAFF/CPC" WERE AGREED UPON BY BOTH STAFF AND THE
COMMISSION. CONDITIONS WITH ONLY A "STAFF" ARE RECOMMENDED SOLELY
BY STAFF4 .CONDITIONS WITH ONLY A "CPC" ARE ADDITIONAL CONDITIONS
RECOMMENDED BY THE PLANNING COMMISSION.)
PROFFERED CONDITION
(epc)
Direct access to Route 360 shall be limited to two (2) entrances/exits. One (1)
access shall align the existing crossover located on Route 360 between the
Ashlake Parkway and the Winterpock Road intersections. The second direct
access to Route 360 shall be located approximately midway between the Ashlake
Parkway intersection and the other direct access at the existing crossover
previously described. Prior to any site plan approval or tentative subdivision
approval, whichever occurs first, an access plan for Route 360, Ashlake Parkway,
Ashlake Parkway Extended and Ashbrook Parkway Extended shall be submitted
to and approved by the Transportation Department. Access for this property shall
conform to the approved access plan. To provide an adequate roadway system,
the developer shall be responsible for the full cost of traffic signalization at the
full access entrance located approximately midway between the Ashlake Parkway
intersection and the other direct access at the existing crossover previously
described.
(Note: This proffered condition supersedes Proffered Condition 5 of Case 95SN0278 for the
request property onlY4)
GENERAL INFORMATION
Location:
South line of Hull Street Road, east of AsWake Parkway and north of Ashbrook Parkway.
Tax ID 722-670-1277 (Sheet 15).
Existing Zoning:
C-3
Size:
66.7 acres
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06SN 0318-SEPT27 - BOS
Existing Land Use:
Vacant
Adjacent Zoning and Land Use:
North - C-3 and A; Commercial or vacant
South - R-12, 0-2 and A; Office, Single family residential or vacant
East - C-3; Vacant
West - 1-1 and C-3; Vacant
UTILITIES~ ENVIRONMENTAL~ PUBLIC FACILITIES
This request will have no impact on these facilities.
TRANSPORTATION
In 1995, the Board of Supervisors approved rezoning of the property (case 95SN0278) with
twenty-six (26) proffered conditions. The applicant is requesting an amendment to proffered
condition 5 of case 95SN0278. Proffered Condition 5 limits vehicular access from the property
to Route 360 to two access points, one that aligns the crossover at Duckridge Boulevard and
another halfway between Duckridge Boulevard and Ashlake Parkway. The Winterpock
Road/Route 360 intersection is currently controlled by a traffic signal. The Ashlake
Parkway/Route 360 intersection is planned to be controlled by a traffic signal. In order to reduce
the chance that the Route 360/Duckridge Boulevard intersection will also meet warrants for a
traffic signal, Proffered Condition 5 limits the access that aligns Duckridge Boulevard to right
turns in/out and left turns in. Precluding exiting left turns from the property at the
Duckridge/Route 360 intersection will effectively eliminate the need for a traffic signal at this
intersection. A traffic signal at this intersection would increase traffic congestion along this
highly traveled corridor. The property will ultimately have access to two (2) signalized
intersections (Winterpock Road and Ashlake Parkway); therefore, a third signal is unjustified.
Exhibit A shows the signal plan for this area.
According the Manual on Uniform Traffic Control Devices (MUTCD) published by the Federal
Highway Administration, "unjustified traffic control signals can result in one or more of the
following disadvantages:
A. Excessive delay;
B. Excessive disobedience of the signal indications;
c. Increased use of less adequate routes as road users attempt to avoid the traffic
control signals; and
3
06SN 0318-SEPT27 - BOS
, r .
D. Significant increases III the frequency of collisions (especially rear-end
collisions). "
All of these disadvantages have resulted along this corridor due to the proliferation of traffic
signals. Drivers experience excessive delay between Old Hundred Road and Winterpock Road,
especially during peak hours. This section of roadway was failing (i.e. Level of Service F) based
on the volume of traffic it carried during peak hours. In order to avoid the delay caused by the
number of traffic signals and congestion on Route 360, drivers use less adequate alternate routes
such as Bailey Bridge Road, which has poor vertical and horizontal alignments and no shoulders.
There is also a high frequency of rear-end collisions at the signalized intersections along this
corridor.
The MUTeD also states "Traffic control signals are often considered a panacea for all traffic
problems at intersections. This belief has led to traffic control signals being installed at many
locations where they are not needed, adversely affecting the safety and efficiency of vehicular,
bicycle, and pedestrian traffic."
The Transportation Department does not support this request, as it will adversely affect the
safety and efficiency of this corridor.
LAND USE
Comprehensive Plan:
Lies within the boundaries of the Uoper Swift Creek Plan which suggests the property is
appropriate for community mixed use, conservation: passive recreation and single family
residential use of 242 units per acre or less.
Area Development Trends:
Surrounding properties are zoned Residential (R-12), Community Business (C-3), Light
Industrial (I-I), Corporate Office (0-2) and Agricultural (A) and are occupied by a mix of
commercial, office and residential uses or are vacant.
Zoning History:
On September 27, 1995, the Board of Supervisors, upon a favorable recommendation from
the Planning Commission, approved rezoning of the request property to Community
Business (C-3) and adjacent property to the south to Residential (R-12) to permit a mixed
use development on the property to include residential, office and commercial uses (Case
95SN0278). Conditions of approval addressed transportation improvements, utilities,
drainage, permitted uses, and development standards.
4
06SN 0318-SEPT27 - BOS
) .
CONCLUSION
A third signal in this area of the Hull Street Road Corridor is unjustified. Approval of this request
will adversely impact the safety and efficiency of this corridor. Current zoning permits the request
property to have accesses at two (2) signalized intersections which will provide adequate access.
Given these considerations, denial of this request is recommended4
CASE HISTORY
Planning Commission Meeting (8/15/06):
The applicant accepted the Planning Commission's recommendation, but did not accept
staff s recommendation. There was support present.
Those in support indicated that a signalized intersection with a full crossover would
better facilitate traffic movements in the area. There was opposition present expressing
concerns that an additional signalized crossover would impede traffic flow along Route
360.
Mr4 Gecker indicated that he would prefer to have the details of the applicant's traffic
study. He expressed concerns that approval would establish a precedent that would result
on a proliferation of signalized crossovers on Route 360 resulting in further traffic
congestion4 He further indicated that even with approval, a traffic signal may not be
warranted based on VDOT standards.
Mr. Wilson indicated that he would prefer additional time to evaluate the proposal.
Mr. Bass indicated that the signalized crossover is warranted based upon safety issues.
On motion of Mr4 Bass, seconded by Mr. Litton, the Commission recommended approval
and acceptance of the proffered condition on page 24
AYES: Messrs. Bass, Gulley and Litton4
ABSTENTIONS: Messrs. Wilson and Gecker.
The Board of Supervisors, on Wednesday, September 27, 2006, beginning at 7:00 p.m., will take
under consideration this request.
5
06SN 0318-SEPT27 - BOS
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Executive Summary
Traffic Impact Analysis
Clover Hill Marketplace
Chesterfield County, Virginia
The future Clover Hill Marketplace is to be located on Hull Street between Asklake
Parkway and Winterpock Rd. Existing zoning requirements for the site provide for the
retail portion to have access to Hull St. via to right-inJright-out site drive in an easterly
direction only. Primary westerly ingress and egress will be from Winterpock Rd., with
secondary access from Asklake Pkwy.
The developer is planning a major retail center with two major anchor stores that will
benefit from improved site access. The developer is requesting a traffic signal with full
access on Hull Street across from the existing Duckridge Boulevard. The developer has
had an impact analysis completed to ensure that the property will provide safe and
reasonable access without impeding the traffic flow on Hull Street.
The Traffic Analysis has concluded that the proposed site for the signalized full access is
the optimum location and will not only contribute to providing good access to the site,
but it will also free up capacity at the intersections of Ashlake Pkwy and Winterpock Rd.,
thus preventing gridlock that would otherwise occur. The proposed intersection spacing
is consistent with all existing traffic signals along the corridor and existing VDOT system
timing plans. This plan will also result in the reduction of additional intersection delays
for future development south of the Hull St. corridor, specifically at both Ashlake Pkwy
and Winterpock Rd intersections, while maintaining Hull Street east and westbound
traffic movement.
The full study is available for interested parties.
#911686 vI 030211.00001
12.0 Conclusions
Analysis of combined traffic conditions indicates that the intersection of Hull Street and
the Main Site Drive will warrant the installation of a traffic signal utilizing e~tablished
distribution patterns. Additionally, the signalized main site drive on Hull Street will
reduce overall intersection delay at the intersections of Winterpock and Hull Street as
well as Ashlake and Hull Street as compared to traffic conditions without a full
movement signalized access on Hull Street. Further analysis has determined that the
introduction of a traffic signal at the proposed site drive on Hull Street will not impede
upon established coordination patterns during a typical weekday between 6am and lOpm.
Common thought about access management typically minimizes signalized intersections
along any major corridor like Hull Street. However, the reduction in signalized
intersections must also coincide with reduced or maintained traffic demand along all side
street approaches. In this case the reduction of side street demand has not occurred, and
it is anticipated to grow in the future as development proceeds along the Hull Street
corridor. Therefore, as side street demand increases without the addition of access points
or side street capacity to handle the additional demand the Hull Street Corridor will
expelience increases in overall intersection delay. Significant increases in side street
demand can only be accommodated through additional points of corridor access. This is
due to the limited amount of capacity that can be constructed for turning movements on
any particular existing side street approach. Therefore, it is important to utilize new
points of access along the corridor to 'spread' out the side street traffic demand. The
'spreading' of demand will reduce the amount of green time that needs to be assigned to
any side street approach where traffic demand has been reduced. Therefore, side street
green times will not 'choke' off main line capacity as side street demand is shifted to
other intersections better able to handle the increase in capacity.
The results of the comparison analysis indicate that this holds true along the Hull Street
corridor. By adding a signalized site drive to Clover Hill Marketplace development,
there has been a corresponding reduction in side street turning movement traffic where
very little green time can be allotted and additional capacity offers very little
31
improvement. The reduction in side street demand has provided a reduction in delay and
therefore improved the intersection level of service. This approach to access
management does require that main street throughput capacity be in supply:- It is the
conclusion of this report that main street throughput capacity is in place (with proposed
improvements) and will continue to be in place in the future.
In order to assess the potential impact on Hull Street traffic progression existing VDOT
system timing plans have been obtained and analyzed. Under existing conditions, VDOT
provides 5 system timing plans for the 8 existing intersections along the signal system on
Hull Street. The Hull Street corridor utilizes a traffic responsive system where any
current plan may be selected based on main line traffic demand. System histories for the
week of 11103/05 to 11/08/05 have been utilized to determine what plans run during a
typical weekday. It has been determined that there are 3 weekday system plans that are
expected to be selected by the traffic responsive system during the 6am to lOpm time
period. Analysis of all 3 plans has been conducted to determine if the signalization of
main site drive will impede upon existing progression bands along the Hull Street
Corridor. Based on the existing system plans and the proposed spacing of the traffic
signal between Winterpock Road to the east and Ashlake Parkway to the west, the
signalization ofthe Main Site Drive will not impede upon Hull Street progression.
32
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CLOVER HILL DEVELOPMENT
CHESTERFIELD COUNTY, VIRGINIA
LAND USE SITE PLAN
SCALE-- Not to Scale Figure 3