poles is not feasible, the facility and buffer width will be adjusted, or the buffer may be omitted, at the time of preliminary engineering and design. While it is currently envisioned as a NB sidewalk to serve pedestrians, the facility material may take shape as asphalt or concrete, to be determined at a future time.
The recommended improvements to Chicago Avenue may be pursued in phases as indicated by the phased planning-level cost estimates in Appendix D.
Two primary recommendations are provided for the Chicago Avenue and Waterman Drive intersection. To address the skewed intersection geometry and the pattern of angle crashes at this location, an offset intersection could be installed; curb extensions would modify both Waterman Drive approaches to meet Chicago Avenue at a perpendicular (90-degree) angle and improve a driver's field-of-vision from Waterman Drive onto Chicago Avenue. Improving the intersection with curb and gutter would also 'harden' the intersection edges and provide a traffic-calming effect. Moreover, the NB bike lane that ends at Rockingham Drive could be extended to Waterman Drive, where marked crossings could be installed at the time of the intersection improvement.
Alternatively, a peanut roundabout could be pursued at the Chicago Avenue and Waterman Drive intersection. Similarly to the offset intersection, a peanut roundabout would address the visibility issues currently present with the skewed approaches. The peanut roundabout would provide traffic calming as well, forcing drivers to slow down as they approach the roundabout. Compared to the offset intersection, the peanut roundabout would have better capacity for future peak-hour projections, however, the offset intersection would still provide adequate service for the future peak hour.
Whether an offset intersection or a peanut roundabout is pursued, it is recommended that the improvement is designed for a WB-40 vehicle. Due to the constraints of existing structures, utilities, and right-of-way, the urban context surrounding the intersection, and the desire for traffic calming while facilitating bike-pedestrian traffic, an improvement that accommodates a WB-40 vehicle would be best suited for the Chicago Avenue and Waterman Drive intersection. For a comprehensive analysis, exhibits and cost estimates for each scenario, accommodating WB-40 or WB-62 design vehicles, are included in Appendix D.
A new crossing of W Market Street adjacent to Thomas Harrison Middle School is needed, along with a trail connection between the crossing and the Friendly City Trail. To determine the appropriate crossing treatment, two guidelines were used: (1) the Virginia Department of Transportation (VDOT) Traffic Engineering Instructional and Informational Memorandum Pedestrian Crossing Accommodations at Unsignalized Locations (IIM-TE-384.1) and (2) the Federal Highway Administration (FHWA) Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations. W Market Street has an existing AADT of 7,800 and a speed limit of 35 miles per hour, with a four-lane divided roadway cross section. Based on this existing cross section, the guides recommend a Rectangular Rapid-Flashing Beacon (RRFB) and/or roadway reconfiguration, also known as a “road diet” to reduce the travel lanes from two lanes in each direction to one lane in each direction. Though the roadway reconfiguration is feasible based on the recent traffic data, implementation would require changes beyond the limits of the crossing. Thus, a RRFB was selected as the appropriate
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