Traffic Impact Study

Traffic Impact Study Statham DRI One University Parkway Prepared for: Barrow County Prepared by: October 2012

Table of Contents Executive Summary i Section 1. Introduction 1 Project Description 1 Methodology 3 Micro-Simulation Model 6 Level of Service 6 Section 2. Existing Conditions 8 Existing Traffic Volumes 9 Existing Traffic Operations 13 Section 3. Future Conditions 17 Base Condition Traffic 17 Project Generated Traffic 19 Future Traffic Conditions 20 Section 4. Conclusions 34 Summary of Findings 34 Recommendations and Conclusions 34 Appendix A Appendix B Appendix C Traffic Count Worksheets Level of Service Analysis Worksheets Trip Generation Worksheets

List of Figures No. Title Page 1 Project Location 2 2 Conceptual Development Plan 5 3 Level of Service Definitions and Criteria 7 4 Existing (2012) Peak Hour Turning Movement Volumes 10 5 GDOT Traffic Count Location 12 6 Future Base Condition (2024) Peak Hour Turning Movement Volumes 18 7 Project Generated Peak Hour Turning Movement Volumes 29 8 Future Build (2024) Peak Hour Turning Movement Volumes 30 List of Tables No. Title Page 1 Development Summary 3 2 GDOT Historical Traffic Count Data 11 3 2012 Existing Intersection Level of Service Summary 13 4 FY 2024 Trip Generation Analysis 19 5 2024 Base Condition Intersection Level of Service Summary 21 6 2024 Build Condition Intersection Level of Service Summary 25 7 2024 Build Condition Intersection Level of Service Summary after the Development 31

Executive Summary The following report provides a study of the traffic impacts related to the development of 238 acres located west of the City of Statham in Barrow County, Georgia. The subject property is currently undeveloped and the applicant proposes to construct a mixture of land uses that includes commercial, office, and residential complexes. The applicant anticipates completion of the development by the year 2024. The traffic study for this project entailed a detailed intersection analysis for the following intersections that are within two miles of the proposed development: Bethlehem Road/SR 211 @ University Parkway/SR 316 Bethlehem Road/SR 211 @ Atlanta Highway/SR 8 McCarty Road @ University Parkway/SR 316 Wall Road @ University Parkway/SR 316 Elder Road @ Wall Road Wall Road @ Foster Road Wall Road @ Atlanta Highway/SR 8 Hog Mountain Road/SR 53 @ University Parkway/SR 316 The trips associated with this proposed development occur by the anticipated year of 2024. For the year 2024, there are expected to be a total of 43,369 vehicle trip ends per day. This includes approximately 3,200 and 4,420 additional vehicles during the AM and PM peak hours respectively. As a result, it is projected that there would be 2,141 (2-way directions) and 2,810 vehicles per hour accessing the Wall Road during the AM and PM peak hours respectively. This also approximately increases 1,100 and 1,500 vehicles (2-way directions) along the University Parkway and 300 and 110 vehicles along the Atlanta Highway during each peak hour. The project-generated trips were assigned to the study area network and the CORSIM modeling software was used to perform the capacity analysis. The capacity analysis utilized peak hour traffic volumes for the detailed intersection analysis. Base Condition traffic volumes for the years 2024 were derived using an annual 1.0% percent growth rate, which was added to the existing condition traffic counts. i

Results from the study revealed that each of the intersections analyzed currently operate at an acceptable level of service (LOS). There was not any transportation improvements required for the existing conditions. Traffic for the 2024 Base Conditions was increased to account for general traffic growth that is expected to occur without the construction of the proposed development. The results from the Base Condition analyses revealed that transportation improvements are not required for the future year Base Condition. It should be noted that when completing traffic analysis for a project within a transitioning urban area, a LOS D or better is considered adequate or acceptable. Levels of service worse than a LOS D would indicate that an intersection or approach is approaching capacity and cannot accommodate substantial increases in traffic without substantial increases in congestion and delay. The results from the Base Condition analysis have indicated that there are intersections that will be approaching capacity by the year 2024 and drivers will experience additional delay due to any future development. For instance, there has been a commercial establishment proposed for the intersection of Bethlehem Road (SR 211) and Atlanta Highway on 3.102 acres that will most likely have a direct impact on this intersection. Subsequent to the construction of the proposed development, the peak period traffic volumes that were generated were distributed among the study area roadways according to existing traffic flow pattern. The additional traffic lowered the intersection levels of service (LOS) for the following un-signalized intersection locations: Year 2024 LOS AM(PM) Base Intersection Condition Build University Parkway @ Wall Road D (D) F (F) University Parkway @ McCarty Road C (C) D (E) Atlanta Highway @ Wall Road C (C) F (F) Atlanta Highway @ Bethlehem Road C (C) C (F) The required improvements at these intersections to raise the LOS to D or better are listed below: Signalization is proposed at the following Intersections University Parkway @ Wall Road University Parkway @ McCarty Road Atlanta Highway @ Wall Road Atlanta Highway @ Bethlehem Road ii

University Parkway @ Wall Road intersection geometry improvement Provide a additional left-turn lane on University Parkway eastbound approach to Wall Road Create a dual right turn bay on Wall Road southbound approach to University Parkway The intersection along Atlanta Highway at Bethlehem Road is considered to be indirect impact to the transportation network because the intersection is over two miles from the subject property. Any other unrelated developments in the vicinity of this intersection could directly adversely impact its operation. Thus, the proposed improvement at this intersection is suggestive. The vehicular trips generated for this evaluation were based upon the maximum land use potential for the proposed site. This accounts for the maximum traffic impact possible. Current market trends may result in less intense land uses that will not generate as many vehicular trips thus less traffic impact. The transportation improvement recommendations that have been provided may not be required with less intense land uses. The following table provides a general summary for the proposed development along the University Parkway: Name of Project Wolf Ridge Jurisdiction Barrow County Location University Parkway at Wall Road Uses and Intensities 238 acres of mixture of land use development, including commercial, office, and residential complexes. Project Phasing and Build Out Schedule One phase for the year 2024 Gross Trip Generation (ADT/AM Peak/PM Peak) 43,369/3,200/4,420 Signalization is required at the following Intersections University Parkway @ Wall Road University Parkway @ McCarty Road Atlanta Highway @ Wall Road Atlanta Highway @ Bethlehem Road Traffic Study Recommendations University Parkway @ Wall Road intersection geometry improvement Provide a additional left-turn lane on University Parkway eastbound approach to Wall Road Create a dual right turn bay on Wall Road southbound approach to University Parkway iii

Section 1 Introduction The following analysis provides a study of the traffic impacts related to the construction of a mixture of land uses located along SR 316 (University Parkway) just west of City of Statham in Barrow County, Georgia. The subject property is situated around the intersection of University Parkway and Wall Road. The project s location has been further illustrated on Figure 1. The purpose of the following report is to evaluate the traffic impacts related to the proposed land use. Atkins performed the following tasks for this analysis: Identified the existing conditions of the roadway facilities in the vicinity of the proposed site. Estimated the daily and peak hour traffic volumes for the proposed use, using the ITE Trip Generation Manual, 7 th Edition for the years 2012 and 2024. Performed a detailed evaluation of the operational characteristics of the roadway system in the vicinity of the site, both with and without the construction of the proposed development, utilizing the traffic simulation software, CORSIM. Project Description As previously indicated, the subject property is located on approximately 238 acres west of the City of Statham in Barrow County. The applicant for the subject property proposes to construct a Research and Business Park that includes a mixture of commercial, office, and residential developments. The applicant anticipates one phase of construction by the year 2024. Approximately 506 dwelling units are expected to be constructed, which will most likely consist of 340 multi-family units and 166 senior-adult living units. The development also includes 2 million square feet use of commercial, office, educational, and civic facilities. A summary of the proposed development is provided in Table 1. 1

2 Figure 1

Table 1 Development Summary Land Use Acreage Density Quantity Commercial 75.3 6,000/Acre 493,500 sqft Flex Office/Industrial 35 12,000/Acre 439,000 sqft Office/Employment 42.8 18,000 /Acre 757,000 sqft Multi-Family (unit) 27.5 12 Units/Acre 340 units Senior Living (unit) 17.3 10 Units/Acre 166 units School/Education 35.5 9,000/Acre 312,000 sqft Civic 5 2,000/Acre 8,000 sqft Total Acreage 238.4 acres Total Residential 506 units Total Non-residential 2,009,500 sqft The proposed development would be constructed in accordance with the Barrow County zoning ordinances, development guidelines and tree protection and replacement ordinances. A conceptual site plan for the subject property is provided on Figure 2. Methodology Traffic operations were analyzed for the subject property, which includes the intersections listed below. Bethlehem Road/SR 211 @ University Parkway/SR 316 Bethlehem Road/SR 211 @ Atlanta Highway/SR 8 McCarty Road @ University Parkway/SR 316 Wall Road @ University Parkway/SR 316 Elder Road @ Wall Road Wall Road @ Foster Road Wall Road @ Atlanta Highway/SR 8 Hog Mountain Road/SR 53 @ University Parkway/SR 316 The development will be located surrounding the existing intersection of University Parkway at Wall Road. Vehicular access to the proposed development is primary through this intersection. A 3

small right-in and right-out driveway has been proposed to be constructed approximately 2500 feet east of the intersection to serve senior-adult living units located in the east edge of the southwest quadrant surrounding the intersection. Several connecting roads will be constructed inside the development to serve the traffic circulation as shown in Figure 2. As a result, the existing Wall Road within the development area immediately north of the University Parkway will be realigned also shown in Figure 2. 4

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6 Figure 2

The time periods analyzed for this evaluation were during the weekday AM and PM peak hours. The study methodology for the proposed project included the following tasks: 1. Utilize the traffic simulation model CORSIM to evaluate the operating conditions in the study area to establish Base Conditions for the years 2012 and 2024. 2. Develop AM and PM peak hour vehicle trip end estimates for each phase of the proposed land use using the ITE Trip Generation Manual, 7 th edition. 3. Use the traffic analysis software CORSIM to evaluate operating conditions in the study area using 2012 and 2024 Base Condition traffic along with traffic that would be generated by the proposed development. 4. Use traffic analysis results to identify access requirements and to identify any necessary roadway system enhancements that may be required both with and without the construction of the proposed development. Micro-Simulation Model Capacity analysis procedures for the subject property have been performed using the traffic simulation software CORSIM. This software provided the most accurate tool for assessing traffic operations and evaluating the impact of development. CORSIM is a computer model developed by the Federal Highway Administration (FHWA) that simulates one hour of traffic and monitors the status of each vehicle as it travels through the network. CORSIM tabulates the average delay per vehicle for each approach to each intersection that was designated for analysis within the study area. In order to interpret CORSIM analysis measurements into terms that could be translated into improvement recommendations, the average delay per vehicle calculations were converted into level-of-service (LOS) categories. Level of Service LOS is a measure used to describe traffic operations that translates traffic conditions into a letter grade ranging from A to F. Figure 3, which is based on the 2000 Highway Capacity Manual, illustrates and describes each LOS and lists the criteria used in their determination. The average vehicle delay at each intersection is calculated by CORSIM and then translated to LOS. 7

EAR169 EAR169 EAR169 EAR169 EAR169 EAR169 EAR169 EAR169 LEVEL OF SERVICE DESCRIPTION SIGNALIZED INTERSECTION MAXIMUM DELAY (In Seconds) UNSIGNALIZED INTERSECTION MAXIMUM DELAY (In Seconds) A LITTLE OR NO DELAY. At signalized intersections, no vehicle must wait longer than one signal in order to travel through the intersection. 10.0 10.0 B SHORT DELAYS. At signalized intersections, a vehicle might have to wait through more than one signal indication to pass through the intersection on a rare occasion. 20.0 15.0 C AVERAGE DELAYS. At signalized intersections, a vehicle would be required to wait through more than one signal indication to pass through the intersection on an intermittent basis, and occasionally backups could occur behind left turning vehicles. 35.0 25.0 D LONG DELAYS. At signalized intersections, delays may become extensive with some vehicles requiring two or more signal indications to pass through the intersection. However, sufficient signal cycles with lower demand are available to permit the periodic clearance of the intersection. 55.0 35.0 E VERY LONG DELAYS. At signalized intersections, very long queues and high levels of congestion are prevalent which result in lengthy delays. 80.0 50.0 F EXCESSIVELY LONG DELAYS. The capacity of the roadway or intersection has been exceeded resulting in extremely high levels of congestion. >80.0 >50.0 LEVEL OF SERVICE A LEVEL OF SERVICE B LEVEL OF SERVICE C LEVEL OF SERVICE D LEVEL OF SERVICE E LEVEL OF SERVICE F Traffic Impact Study Presbyterian Village Level of Service Definitions and Criteria Figure 3 8

Section 2 Existing Conditions As previously discussed, the subject property is located along the University Parkway surrounding the intersection at Wall Road. This area of Barrow County is within close proximity to State Route 316, the Athens Perimeter and US Highway 78, which is critical in providing sufficient access for this type of development within the County, as well as the general driving public. The applicant is proposing to construct a mixture of land use development on approximately 238 acres. The major existing transportation facilities within the study area network can be described as follows: Main travel facilities in the area are: University Parkway (SR 316) is a four-lane, rural major arterial with a separated median. This roadway travels in an east-west direction and traverses the subject property. This roadway facility provides a major through connection between Athens and metropolitan Atlanta region. Atlanta Highway (SR 8) is a rural two-lane major collector facility traveling an east-west direction parallel to the SR 316 to the north. Wall Road is a two-lane, rural local roadway facility that primarily serves the residential area between the University Parkway and Atlanta highway/sr 8. Wall Road is about 1.5 miles in length and travels in a north-south direction. Other peripheral facilities in the area include: Hog Mountain Road (SR 53) is a two-lane, rural major collector roadway facility that travels in a north-south direction and intersects University Parkway approximately 1.5 miles west of the Wall Road intersection. McCarty Road is two-lane neighborhood road that travels in a north-south direction and intersects University Parkway approximately 1 mile east of the Wall Road intersection. Bethlehem Road (SR 211) is a major collector road 0.5 mile east of McCarty Road. It connects both University Parkway to the south and Atlanta Highway to the North. 9

Elder Road is a residential neighborhood road that intersects the Wall Road approximately 1,000 feet north of University Parkway. Foster Road is also a residential neighborhood road that intersects the Wall Road approximately 0.6 miles south of University Parkway. Existing Traffic Volumes Traffic counts were taken at each of the identified intersections within the study area. These data were collected on April 11 nd, 2012 for both the morning AM and evening PM peak hours. These traffic volumes were utilized to evaluate the operational efficiency of each intersection. The peak-hour turning movement volumes and geometric configurations for each of the intersections are illustrated on Figure 4. Detailed traffic counts are provided in Appendix A. Several Georgia Department of Transportation count stations are also located within the vicinity of the proposed project. Counts at these locations were reviewed for the years 2005 through 2011, in order to determine historical trends and to assist in the traffic distribution for this analysis. The historical traffic counts are provided in Table 2 and their locations have been illustrated on Figure 5. 10

11 Figure 4

Table 2 GDOT Historical Traffic Count Data Location Count Station Year 2005 2006 2007 2008 2009 2010 2011 Annual Percent Growth University Pkwy at Wall Rd 373 22790 21630 21380 20350 24220 23950 21300-1.12% Bethlehem Rd (btw University Pkwy & Atlanta Hwy) 169 2650 3120 3260 3030 3100 2960 2750 0.62% Atlanta Hwy (btw Bethlehem Rd & Wall Rd) 43 8080 8780 8780 8360 8370 8150 7870-0.44% University Pkwy (E of Bethlehem Rd) 375 21480 17720 19890 17700 18940 20660 20300-0.94% Atlanta Hwy (W of Bethlehem Rd) 41 10200 11180 10610 10100 9220 9120 8410-3.16% Atlanta Hwy (W of Wall Rd) 36 9200 9060 9210 8650 8440 8440 8100-2.10% Bethlehem Rd (N of Atlanta Hwy) 123 2620 2660 3440 3270 2590 2560 1620-7.70% 8th St (btw University Pkwy & Atlanta Rd) 201 2070 2290 2200 1860 2090 2070 1790-2.39% 12

13 Figure 5

Existing Traffic Operations A CORSIM analysis was performed for the existing conditions. The results from CORSIM provided the LOS determination for each of the intersections located within the study area. These results are summarized in Table 3 and more detailed results are provided in Appendix B. The analysis for the subject property has assumed that a LOS D or better will be considered adequate (or acceptable) for the roadways within the study area. It should be noted that when completing traffic analysis for a project within a transitioning urban area, a LOS D or better is considered adequate or acceptable. Levels of service worse than a LOS D would indicate that an intersection or approach is approaching capacity and cannot accommodate substantial increases in traffic without substantial increases in congestion and delay. Table 3 reveals that each of the intersections currently operate at a overall LOS D or better in both the AM and PM peak periods. Table 3 2012 Existing Intersection Level of Service Summary LOS Intersection Approach Movement AM PM Left C C University Pkwy (SR 316) @ Hog Mountain Rd (signalized) Northbound Thru C C Right C B OVERALL C C Left C C Southbound Thru D D Right C C OVERALL C C Left C C Eastbound Thru C C Right C C OVERALL C C Left D C Westbound Thru C C Right C C OVERALL C C Intersection Total C C 14

LOS Intersection Approach Movement AM PM Left C A University Pkwy (SR 316) @ Wall Rd (unsignalized) Northbound Thru D F Right C C OVERALL D E Left E A Southbound Thru F E Right A A OVERALL C C Left C D Eastbound Thru C C Right A A OVERALL C D Left C C Westbound Thru C C Right A B OVERALL C C Intersection Total C D LOS Intersection Approach Movement AM PM Left A A University Pkwy (SR 316) @ McCarty Rd (unsignalized) Northbound Thru B A Right A A OVERALL B A Left B A Southbound Thru A A Right C C OVERALL C C Left B C Eastbound Thru C C Right A A OVERALL B C Left D C Westbound Thru C B Right A A OVERALL D C Intersection Total C C 15

LOS Intersection Approach Movement AM PM Left C B University Pkwy (SR 316) @ Bethlehem Rd (signalized) Northbound Thru D D Right B B OVERALL C C Left C C Southbound Thru C C Right B B OVERALL B C Left D C Eastbound Thru C C Right A A OVERALL C C Left E C Westbound Thru C C Right B B OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left A A Atlanta Hwy @ Wall Rd (unsignalized) Northbound Right B B OVERALL B B Thru A A Eastbound Right A A OVERALL A A Left C C Westbound Thru B B OVERALL C C Intersection Total C B 16

LOS Intersection Approach Movement AM PM Left C C Atlanta Hwy @ Bethlehem Rd (unsignalized) Northbound Right C C OVERALL C C Thru A A Eastbound Right A A OVERALL A A Left B A Westbound Thru A A OVERALL B A Intersection Total B C LOS Intersection Approach Movement AM PM Left B B Wall Rd @ Elder Rd (unsignalized) Southbound Right A B OVERALL A B Left A A Eastbound Thru A A OVERALL A A Thru A A Westbound Right A A OVERALL A A Intersection Total A A LOS Intersection Approach Movement AM PM Left A A Wall Rd @ Foster Rd (unsignalized) Southbound Right A B OVERALL A B Left A A Eastbound Thru B A OVERALL A A Thru A A Westbound Right A A OVERALL A A Intersection Total A B 17

Section 3 Future Conditions To accurately assess the traffic impact of the proposed development, a Base Condition that represents traffic without the proposed development was prepared. This Base Condition includes the traffic which is for the year 2024, assuming that the proposed development did not occur. There were not any scheduled roadway improvements identified within the study area; therefore, none were included in the Base Conditions. Subsequent to preparing the Base Condition transportation network, the next step was to determine the number of trips entering and exiting the subject property that would be generated by the proposed development. Finally, traffic operations were analyzed with the projectgenerated trips added to the Base Condition. Base Condition Traffic Based on the historical Georgia Department of Transportation traffic counts shown in Table 2, all locations but one have experienced decline in recent years due to the current recession. An annual moderate increase of 1.00 percent in traffic volumes on the study area roads was assumed as the basis for a reasonable future year forecast. Traffic volumes were projected for both the AM and PM peak hours. Traffic volumes for the Base Condition are illustrated on Figures 6. 18

19 Figure 6

Project Generated Traffic The ITE Trip Generation Manual, 7 th edition, was used to determine the number of trips entering and exiting the subject property during the weekday AM and PM peak hours. Table 4 displays the AM and PM peak hour traffic generated by the subject property s proposed use. As discussed previously, the applicant expects there to be a total of 506 occupied dwelling units for the year 2024. These occupied dwelling units will most likely consist of 340 multi-family dwelling units and 166 senior-adult living units. The proposed development will also include 2 million square feet of commercial, offices, civic, and educational facilities. According to the ITE trip generation rates, the total trips generated by the development are approximately 3,200 vehicles in the AM peak hour and 4,420 vehicles in the PM peak hour. The total daily trips are estimated to be around 43,370 vehicle trips. Detailed trip generation information is included in Appendix C. Table 4 FY 2024 Trip Generation Analysis ITE AM Peak PM Peak Land Use SF&Units Daily Code In Out In Out 820 Commercial 493,500 20,727 310 198 888 962 110 Flex Office/Industrial 439,000 3,060 355 48 52 379 710 Office/Employment 757,000 8,327 1,033 141 192 936 230 Multi-Family (unit) 340 1,870 25 124 118 58 252 Senior Living (unit) 166 581 6 7 11 7 540 School/Education 312,000 8,580 690 243 460 333 733 Civic 8,000 224 16 2 7 16 Total 43,369 2,436 763 1,728 2,691 20

Future Traffic Conditions The future peak hour traffic volumes were analyzed for both the AM and PM peak hours for both the Base and Build conditions. First, the study area network utilized the future background traffic volumes for Base Condition to determine the LOS for the identified intersections within the study area. Then, for the Build Condition, the project-generated traffic was included on the same network, in order to determine the traffic impacts caused by the proposed development. As stated earlier, the traffic simulation model CORSIM was utilized to evaluate the operating conditions of the study area network. Trip reduction is not applied to the development, so the analysis presents the worst scenario case. Detailed analysis sheets for all traffic scenarios are provided in Appendix B. The results of the intersection analysis for the year 2024 Base Condition, which does not include the traffic generated by the proposed development, are summarized in Table 5. These results have revealed that each of the intersections analyzed are anticipated to operate at overall LOS D or better for both the AM and PM peak hours. The results from the Base Condition analysis have indicated that there are intersections that will be approaching capacity by the year 2024 and drivers will experience additional delay due to any future development. For instance, there has been a commercial establishment proposed for the intersection of Bethlehem Road (SR 211) and Atlanta Highway on 3.102 acres that will most likely have a direct impact on this intersection. 21

Table 5 2024 Base Condition Intersection Level of Service Summary LOS Intersection Approach Movement AM PM Left C C University Pkwy (SR 316) @ Hog Mountain Rd (signalized) Northbound Thru C C Right C B OVERALL C C Left C C Southbound Thru C D Right C B OVERALL C C Left D C Eastbound Thru C C Right C C OVERALL C C Left D C Westbound Thru C C Right C B OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left C A University Pkwy (SR 316) @ Wall Rd (unsignalized) Northbound Thru C F Right C B OVERALL C F Left F A Southbound Thru F E Right B B OVERALL D C Left C D Eastbound Thru C C Right A A OVERALL C D Left C D Westbound Thru C C Right A C OVERALL C D Intersection Total D D 22

LOS Intersection Approach Movement AM PM Left A A University Pkwy (SR 316) @ McCarty Rd (unsignalized) Northbound Thru A A Right A A OVERALL A A Left B B Southbound Thru A A Right C C OVERALL C C Left D C Eastbound Thru C C Right A A OVERALL D C Left C C Westbound Thru C B Right A A OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left B D University Pkwy (SR 316) @ Bethlehem Rd (signalized) Northbound Thru C C Right B B OVERALL C C Left C C Southbound Thru C C Right B B OVERALL B C Left D C Eastbound Thru C C Right A A OVERALL C C Left D C Westbound Thru C C Right B C OVERALL C C Intersection Total C C 23

LOS Intersection Approach Movement AM PM Left B A Atlanta Hwy @ Wall Rd (unsignalized) Northbound Right B B OVERALL B B Thru A A Eastbound Right A A OVERALL A A Left C C Westbound Thru C B OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left C C Atlanta Hwy @ Bethlehem Rd (unsignalized) Northbound Right C C OVERALL C C Thru A A Eastbound Right A A OVERALL A A Left B A Westbound Thru A A OVERALL B A Intersection Total C C LOS Intersection Approach Movement AM PM Left A B Wall Rd @ Elder Rd (unsignalized) Southbound Right A A OVERALL A A Left A A Eastbound Thru A A OVERALL A A Thru A A Westbound Right A A OVERALL A A Intersection Total A A 24

LOS Intersection Approach Movement AM PM Left A A Wall Rd @ Foster Rd (unsignalized) Southbound Right A A OVERALL A A Left B B Eastbound Thru A A OVERALL B B Thru A A Westbound Right A A OVERALL A A Intersection Total B A Traffic analysis of the Build Condition included the project-generated traffic that was distributed and assigned to the roadways within the study area network according to the existing traffic distribution pattern in the highway network. The distribution for the project-generated traffic is displayed on Figures 7 while the Build Condition traffic volumes which include both the future year volumes and the projected generated volumes are displayed on Figures 8. According to the ITE trip generation analysis shown in table 4, the new development will generate approximately additional 3,200 and 4,420 vehicles during the AM and PM peak hours respectively. As illustrated on the development site plan, the project-generated traffic mainly accesses the highway system through Wall Road, which creates additional traffic burden on Wall Road s intersections with both the University Parkway and the Atlanta Highway, deteriorating the intersection operating condition. Table 6 shows the intersection Level of Service under the Built Condition. 25

Table 6 2024 Build Condition Intersection Level of Service Summary LOS Intersection Approach Movement AM PM Left B D University Pkwy (SR 316) @ Hog Mountain Rd (signalized) Northbound Thru C D Right C B OVERALL C C Left C D Southbound Thru C D Right B A OVERALL C D Left C C Eastbound Thru C C Right B B OVERALL C C Left C C Westbound Thru C C Right B B OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left F F University Pkwy (SR 316) @ Wall Rd (unsignalized) Northbound Thru F F Right F F OVERALL F F Left F F Southbound Thru F F Right F F OVERALL F F Left F F Eastbound Thru F F Right A F OVERALL F F Left A C Westbound Thru B B Right B C OVERALL A C Intersection Total F F 26

LOS Intersection Approach Movement AM PM Left A A University Pkwy (SR 316) @ McCarty Rd (unsignalized) Northbound Thru F F Right A A OVERALL F F Left A E Southbound Thru A A Right F D OVERALL D E Left C E Eastbound Thru B B Right A A OVERALL C E Left C C Westbound Thru A B Right A A OVERALL C C Intersection Total D E LOS Intersection Approach Movement AM PM Left C C University Pkwy (SR 316) @ Bethlehem Rd (signalized) Northbound Thru C C Right B B OVERALL C C Left C C Southbound Thru C C Right B B OVERALL B C Left F C Eastbound Thru C B Right A B OVERALL C B Left C D Westbound Thru C C Right B B OVERALL C C Intersection Total C C 27

LOS Intersection Approach Movement AM PM Left F F Atlanta Hwy @ Wall Rd (unsignalized) Northbound Right F F OVERALL F F Thru A A Eastbound Right A A OVERALL A A Left F C Westbound Thru B B OVERALL F C Intersection Total F F LOS Intersection Approach Movement AM PM Left D F Atlanta Hwy @ Bethlehem Rd (unsignalized) Northbound Right C F OVERALL C F Thru A A Eastbound Right A A OVERALL A A Left A B Westbound Thru A A OVERALL A B Intersection Total C F LOS Intersection Approach Movement AM PM Left A A Wall Rd @ Foster Rd (unsignalized) Southbound Right A A OVERALL A A Left B A Eastbound Thru A B OVERALL B A Thru A A Westbound Right A A OVERALL A A Intersection Total B A 28

As table 6 shows, the following four intersections are anticipated to operate below LOS D due to the proposed development. University Parkway @ Wall Road University Parkway @ McCarty Road Atlanta Highway @ Wall Road Atlanta Highway @ Bethlehem Road The Wall Road and Elder Road intersection could not be thoroughly assessed due to the roadway realignment as a part of the development. Depending on the realignment, the traffic pattern will likely be changed after the development. Additionally, the intersection along Atlanta Highway at Bethlehem Road is considered to be indirect impact to the transportation network because the intersection is over two miles from the subject property. Any other unrelated developments in the vicinity of this intersection could have a direct adverse impact its operation. Therefore the exact impact from the development on this intersection is less certain than other three. The four intersections listed previously serve as main access points to the development through either University Parkway or Atlanta Highway. It is obvious that once the development is constructed, the intersections will require improvements that will include new traffic signals to accommodate the project-generated traffic. The majority of the development occurs on the north side the University Parkway according to the site plan. The travel demand from the west requires additional intersection geometry changes in order to mitigate the traffic impact at the intersection of Wall Road and University Parkway. This requires a double left-turning bay on the eastbound approach of the University Parkway and a dual right-turn approach on the southbound Wall Road. The existing highway geometry on the northbound approach on Wall Road will operate at an acceptable LOS since majority of the development is concentrated north of the University Parkway. The measures can raise the intersection LOS to D or better. The small portion of the development located at the east edge of the southeast quadrant serves the senior-adult living units and civic centers. It will be served by a right-in-right-out driveway on the University Parkway. The traffic impact from this portion of the development is negligible with approximately 30 and 40 vehicles in the AM and PM peak respectively. No additional improvements are required. Table 7 shows the intersection Level of Service after the implementation of the improvements. All intersections will operate at overall LOS C or better under future traffic condition. 29

30 Figure 7

31 Figure 8

Table 7 2024 Build Condition Intersection Level of Service Summary after the Proposed Improvements LOS Intersection Approach Movement AM PM Left C D University Pkwy (SR 316) @ Hog Mountain Rd (signalized) Northbound Thru C D Right C C OVERALL C D Left C E Southbound Thru D D Right C C OVERALL C E Left C C Eastbound Thru D C Right C C OVERALL D C Left D D Westbound Thru C C Right C C OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left C C University Pkwy (SR 316) @ Wall Rd (unsignalized) Northbound Thru D C Right C B OVERALL C C Left C C Southbound Thru C C Right B B OVERALL C C Left D E Eastbound Thru C C Right A C OVERALL D D Left D D Westbound Thru D D Right C C OVERALL C D Intersection Total C C 32

LOS Intersection Approach Movement AM PM Left A A University Pkwy (SR 316) @ McCarty Rd (signalized) Northbound Thru B D Right A A OVERALL B D Left C D Southbound Thru A A Right C C OVERALL C C Left C D Eastbound Thru C C Right A A OVERALL A C Left C C Westbound Thru B C Right A A OVERALL A C Intersection Total A C LOS Intersection Approach Movement AM PM Left D C University Pkwy (SR 316) @ Bethlehem Rd (signalized) Northbound Thru C C Right C C OVERALL C C Left C C Southbound Thru C C Right B C OVERALL C C Left E D Eastbound Thru C C Right A C OVERALL C C Left D D Westbound Thru C C Right B B OVERALL C C Intersection Total C C 33

LOS Intersection Approach Movement AM PM Left D C Atlanta Hwy @ Wall Rd (signalized) Northbound Right C C OVERALL C C Thru C C Eastbound Right B C OVERALL C C Left C D Westbound Thru B C OVERALL C C Intersection Total C C LOS Intersection Approach Movement AM PM Left C C Atlanta Hwy @ Bethlehem Rd (signalized) Northbound Right B B OVERALL B B Thru C C Eastbound Right C C OVERALL C C Left B B Westbound Thru B B OVERALL B A Intersection Total B B LOS Intersection Approach Movement AM PM Left A B Wall Rd @ Foster Rd (unsignalized) Southbound Right A B OVERALL A B Left A B Eastbound Thru A B OVERALL A B Thru A A Westbound Right A A OVERALL A A Intersection Total A B 34

Section 4 Conclusions Summary of Findings In order to assess the impact of the proposed development, existing conditions were analyzed based upon actual traffic counts utilizing the CORSIM traffic simulation model. Then Base Conditions were prepared to reflect the future conditions of the proposed development for the year 2024. A growth rate of 1.00 percent per year was utilized to represent an increase in the existing traffic volumes and there were not any planned roadway improvements identified in the vicinity of the development. Then project-generated traffic that is anticipated to be produced by the proposed development was generated using the latest edition of the ITE Trip Generation Manual and distributed within the study area network. Finally, the CORSIM traffic simulation model was used to calculate levels-of-service using traffic volumes and their associated delays. The findings of this study suggest that there are not any transportation improvements necessary for the Base Condition that does not include the traffic generated by the proposed development. All intersection levels of service operate at D and above in the 2024 condition. As traffic volumes increase due to the new development, it will require additional improvements that include providing traffic signals and enhanced intersection geometry. This is necessary to maintain the acceptable intersection operating LOS at the impacted intersections. Recommendations and Conclusions The proposed development is estimated to be fully occupied by the year 2024, and there are a total of 43,369 daily vehicular trip ends that are expected to be generated by the proposed development. During the AM peak hour there would approximately 2,141 (2-way directions) vehicles projected to access Wall Road and 2,810 vehicles per hour during the PM peak hour. This also approximately increases 1,100 and 1,500 vehicles (2-way directions) along the University Parkway and 300 and 110 vehicles along the Atlanta Highway during each peak. The results of this analysis suggest that the additional traffic generated by the new development can be effectively mitigated by the proposed improvements on the impacted intersections. 35

These required transportation improvements are listed below: Signalization is proposed at the following Intersections: University Parkway @ Wall Road University Parkway @ McCarty Road Atlanta Highway @ Wall Road Atlanta Highway @ Bethlehem Road University Parkway @ Wall Road intersection geometry improvement: Provide a additional left-turn lane on University Parkway eastbound approach to Wall Road Create a dual right turn bay on Wall Road southbound approach to University Parkway The intersection at Atlanta Highway and Bethlehem Road is more than two miles away from the development. The exact traffic impact from this development is much less certain because any other unrelated development in the vicinity of this intersection will have a direct impact. Additionally, the vehicular trips generated for this evaluation were based upon the maximum land use potential for the proposed site. This accounts for the maximum traffic impact possible. Current market trends may result in less intense land uses that will not generate as many vehicular trips thus less traffic impact. The transportation improvement recommendations that have been provided may not be required with less intense land uses. Therefore, the proposed improvement at this intersection is suggestive. 36

Appendices 37

Appendix A 38

Atkins INTERSECTION : Bethlehem Rd (SR 211) @ Atlanta Hwy (SR 8) PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Bethlehem Rd (SR 211) Atlanta Hwy (SR 8) Bethlehem Rd (SR 211) Atlanta Hwy (SR 8) TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 0 0 0 0 38 38 0 76 7 0 17 24 0 61 13 74 174 7:15-7:30 0 0 0 0 38 73 0 111 4 0 9 13 0 104 22 126 250 7:30-7:45 0 0 0 0 31 91 0 122 10 0 30 40 0 130 9 139 301 7:45-8:00 0 0 0 0 27 88 0 115 11 0 19 30 0 90 14 104 249 8:00-8:15 0 0 0 0 17 57 0 74 5 0 20 25 0 82 13 95 194 8:15-8:30 0 0 0 0 17 48 0 65 8 0 19 27 0 74 6 80 172 8:30-8:45 0 0 0 0 21 57 0 78 2 0 13 15 0 67 8 75 168 8:45-9:00 0 0 0 0 18 48 0 66 2 0 10 12 0 52 10 62 140 TOTAL 0 0 0 0 207 500 0 707 49 0 137 186 0 660 95 755 1648 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 0 0 0 0 15 70 0 85 5 0 31 36 0 76 10 86 207 4:15-4:30 0 0 0 0 18 89 0 107 7 0 17 24 0 81 6 87 218 4:30-4:45 0 0 0 0 17 84 0 101 4 0 16 20 0 80 12 92 213 4:45-5:00 0 0 0 0 13 98 0 111 7 0 16 23 0 80 3 83 217 5:00-5:15 0 0 0 0 16 104 0 120 10 0 20 30 0 84 6 90 240 5:15-5:30 0 0 0 0 16 110 0 126 21 0 27 48 0 87 6 93 267 5:30-5:45 0 0 0 0 17 105 0 122 13 0 34 47 0 87 4 91 260 5:45-6:00 0 0 0 0 19 105 0 124 17 0 22 39 0 76 5 81 244 TOTAL 0 0 0 0 131 765 0 896 84 0 183 267 0 651 52 703 1866 GRAND TOTAL 0 0 0 0 338 1265 0 1603 133 0 320 453 0 1311 147 1458 3514 AM PEAK HOUR 7:15 TO 8:15 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 0 0 0 113 309 0 30 0 78 0 406 58 APPROACH TOTAL 0 422 108 464 PEAK HOUR FAC. 0 0.86 0.68 0.83 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 5:00 TO 6:00 L T R L T R L T R L T R TURN VOLUM E 0 0 0 68 424 0 61 0 103 0 334 21 APPROACH TOTAL 0 492 164 355 PEAK HOUR FAC. 0 0.98 0.85 0.95 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : Bethlehem Rd (SR 211) @ University Pkwy (SR 316) PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Bethlehem Rd University Pkwy Bethlehem Rd University Pkwy TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 11 2 18 31 1 146 15 162 1 5 1 7 12 166 0 178 378 7:15-7:30 18 3 30 51 2 148 16 166 0 3 5 8 9 199 2 210 435 7:30-7:45 23 1 30 54 0 158 7 165 2 2 9 13 6 337 1 344 576 7:45-8:00 18 1 19 38 1 147 9 157 1 3 1 5 10 218 1 229 429 8:00-8:15 16 0 10 26 0 141 10 151 0 3 4 7 17 178 1 196 380 8:15-8:30 8 1 13 22 1 160 15 176 2 2 0 4 12 176 0 188 390 8:30-8:45 14 1 13 28 0 153 2 155 0 2 1 3 8 190 1 199 385 8:45-9:00 10 3 19 32 2 120 4 126 0 1 3 4 4 192 0 196 358 TOTAL 118 12 152 282 7 1173 78 1258 6 21 24 51 78 1656 6 1740 3331 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 12 5 8 25 0 170 13 183 5 3 2 10 16 179 1 196 414 4:15-4:30 8 8 9 25 4 208 7 219 1 4 0 5 9 171 0 180 429 4:30-4:45 10 3 14 27 2 167 5 174 1 1 4 6 15 173 1 189 396 4:45-5:00 11 4 6 21 4 208 9 221 2 3 2 7 9 195 1 205 454 5:00-5:15 6 2 17 25 5 211 9 225 2 6 0 8 10 170 1 181 439 5:15-5:30 9 3 10 22 3 253 32 288 1 1 0 2 17 177 1 195 507 5:30-5:45 6 7 8 21 8 230 15 253 5 4 1 10 24 188 0 212 496 5:45-6:00 13 4 5 22 4 184 22 210 1 2 1 4 17 187 1 205 441 TOTAL 75 36 77 188 30 1631 112 1773 18 24 10 52 117 1440 6 1563 3576 GRAND TOTAL 193 48 229 470 37 2804 190 3031 24 45 34 103 195 3096 12 3303 6907 AM PEAK HOUR 7:15 TO 8:15 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 75 5 89 3 594 42 3 11 19 42 932 5 APPROACH TOTAL 169 639 33 979 PEAK HOUR FAC. 0.78 0.96 0.63 0.71 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 4:45 TO 5:45 L T R L T R L T R L T R TURN VOLUM E 32 16 41 20 902 65 10 14 3 60 730 3 APPROACH TOTAL 89 987 27 793 PEAK HOUR FAC. 0.89 0.86 0.68 0.94 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : Hog Mountain Rd @ University Pkwy (SR 316) PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Hog M ountain Rd University Pkwy (SR 316) Hog M ountain Rd University Pkwy (SR 316) TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 19 10 0 29 2 157 22 181 36 20 4 60 0 164 15 179 449 7:15-7:30 21 10 4 35 2 172 24 198 34 24 7 65 1 203 12 216 514 7:30-7:45 28 19 0 47 2 160 36 198 27 32 10 69 0 221 17 238 552 7:45-8:00 22 13 2 37 1 154 31 186 38 45 6 89 0 190 12 202 514 8:00-8:15 18 13 1 32 1 142 18 161 23 29 6 58 2 170 12 184 435 8:15-8:30 11 16 2 29 4 151 23 178 22 32 3 57 0 170 18 188 452 8:30-8:45 27 15 2 44 2 153 20 175 18 18 7 43 1 170 10 181 443 8:45-9:00 13 10 0 23 2 128 20 150 12 21 4 37 3 192 16 211 421 TOTAL 159 106 11 276 16 1217 194 1427 210 221 47 478 7 1480 112 1599 3780 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 26 23 0 49 5 170 16 191 6 22 2 30 1 178 27 206 476 4:15-4:30 24 31 1 56 6 171 20 197 18 9 4 31 0 155 29 184 468 4:30-4:45 17 37 2 56 8 155 14 177 8 15 8 31 6 191 37 234 498 4:45-5:00 28 25 1 54 6 181 18 205 25 15 4 44 3 178 35 216 519 5:00-5:15 20 30 3 53 7 199 15 221 20 20 6 46 1 160 20 181 501 5:15-5:30 34 37 1 72 4 222 29 255 16 18 4 38 3 178 36 217 582 5:30-5:45 20 31 2 53 10 217 22 249 19 38 3 60 1 187 28 216 578 5:45-6:00 17 34 1 52 5 176 19 200 22 20 5 47 2 177 36 215 514 TOTAL 186 248 11 445 51 1491 153 1695 134 157 36 327 17 1404 248 1669 4136 GRAND TOTAL 345 354 22 721 67 2708 347 3122 344 378 83 805 24 2884 360 3268 7916 AM PEAK HOUR 7:00 TO 8:00 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 90 52 6 7 643 113 135 121 27 1 778 56 APPROACH TOTAL 148 763 283 835 PEAK HOUR FAC. 0.79 0.96 0.79 0.88 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 4:45 TO 5:45 L T R L T R L T R L T R TURN VOLUM E 102 123 7 27 819 84 80 91 17 8 703 119 APPROACH TOTAL 232 930 188 830 PEAK HOUR FAC. 0.81 0.91 0.78 0.96 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : McCarty Rd @ University Pkwy (SR 316) PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA McCarty Rd University Pkwy (SR 316) McCarty Rd University Pkwy (SR 316) TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 0 0 1 1 0 164 0 164 0 1 0 1 0 203 0 203 369 7:15-7:30 2 0 0 2 1 187 0 188 0 1 0 1 0 210 0 210 401 7:30-7:45 2 0 1 3 0 179 0 179 0 0 0 0 0 258 0 258 440 7:45-8:00 0 0 2 2 0 177 0 177 0 0 0 0 1 225 0 226 405 8:00-8:15 0 1 0 1 0 149 0 149 0 0 0 0 0 201 0 201 351 8:15-8:30 0 0 0 0 0 172 0 172 0 0 0 0 3 170 0 173 345 8:30-8:45 0 0 3 3 0 166 1 167 0 0 0 0 0 213 0 213 383 8:45-9:00 0 0 1 1 0 140 0 140 0 0 0 0 0 200 0 200 341 TOTAL 4 1 8 13 1 1334 1 1336 0 2 0 2 4 1680 0 1684 3035 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 0 0 1 1 1 189 3 193 0 1 0 1 3 208 0 211 406 4:15-4:30 0 1 1 2 0 202 1 203 0 0 1 1 3 162 0 165 371 4:30-4:45 3 0 1 4 0 199 1 200 0 2 0 2 2 199 0 201 407 4:45-5:00 2 0 0 2 1 217 0 218 0 0 0 0 2 179 0 181 401 5:00-5:15 0 0 0 0 1 238 0 239 0 0 1 1 4 196 0 200 440 5:15-5:30 0 0 2 2 0 260 2 262 0 0 0 0 1 194 0 195 459 5:30-5:45 0 0 1 1 0 233 3 236 0 1 0 1 1 208 0 209 447 5:45-6:00 0 0 1 1 0 215 0 215 0 0 0 0 2 192 0 194 410 T OT A L 5 1 7 13 3 1753 10 1766 0 4 2 6 18 1538 0 1556 3341 GRAND TOTAL 9 2 15 26 4 3087 11 3102 0 6 2 8 22 3218 0 3240 6376 AM PEAK HOUR 7:00 TO 8:00 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 4 0 4 1 707 0 0 2 0 1 896 0 APPROACH TOTAL 8 708 2 897 PEAK HOUR FAC. 0.67 0.94 0.5 0.87 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 5:00 TO 6:00 L T R L T R L T R L T R TURN VOLUM E 0 0 4 1 946 5 0 1 1 8 790 0 APPROACH TOTAL 4 952 2 798 PEAK HOUR FAC. 0.5 0.91 0.5 0.95 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : Wall Rd @ Atlanta Hwy (SR 8) PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Wall Rd Atlanta Hwy (SR 8) Wall Rd Atlanta Hwy (SR 8) TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 0 0 0 0 12 48 0 60 2 0 2 4 0 46 0 46 110 7:15-7:30 0 0 0 0 18 74 0 92 1 0 8 9 0 75 0 75 176 7:30-7:45 0 0 0 0 11 101 0 112 1 0 10 11 0 75 2 77 200 7:45-8:00 0 0 0 0 12 103 0 115 2 0 2 4 0 56 1 57 176 8:00-8:15 0 0 0 0 7 78 0 85 3 0 4 7 0 59 1 60 152 8:15-8:30 0 0 0 0 5 50 0 55 0 0 3 3 0 66 0 66 124 8:30-8:45 0 0 0 0 7 53 0 60 0 0 0 0 0 61 0 61 121 8:45-9:00 0 0 0 0 3 52 0 55 7 0 0 7 0 44 0 44 106 TOTAL 0 0 0 0 75 559 0 634 16 0 29 45 0 482 4 486 1165 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 0 0 0 0 4 56 0 60 1 0 7 8 0 77 1 78 146 4:15-4:30 0 0 0 0 3 73 0 76 2 0 10 12 0 66 3 69 157 4:30-4:45 0 0 0 0 5 74 0 79 4 0 10 14 0 79 3 82 175 4:45-5:00 0 0 0 0 5 68 0 73 3 0 13 16 0 86 4 90 179 5:00-5:15 0 0 0 0 9 78 0 87 0 0 4 4 0 86 3 89 180 5:15-5:30 0 0 0 0 7 91 0 98 1 0 9 10 0 86 1 87 195 5:30-5:45 0 0 0 0 10 80 0 90 1 0 10 11 0 78 1 79 180 5:45-6:00 0 0 0 0 13 90 0 103 1 0 9 10 0 69 2 71 184 TOTAL 0 0 0 0 56 610 0 666 13 0 72 85 0 627 18 645 1396 GRAND TOTAL 0 0 0 0 131 1169 0 1300 29 0 101 130 0 1109 22 1131 2561 AM PEAK HOUR 7:15 TO 8:15 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 0 0 0 48 356 0 7 0 24 0 265 4 APPROACH TOTAL 0 404 31 269 PEAK HOUR FAC. 0 0.88 0.7 0.87 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 5:00 TO 6:00 L T R L T R L T R L T R TURN VOLUM E 0 0 0 39 339 0 3 0 32 0 319 7 APPROACH TOTAL 0 378 35 326 PEAK HOUR FAC. 0 0.92 0.8 0.92 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : Wall Rd @ Elder Rd PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Wall Rd Elder Rd Wall Rd Elder Rd TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 0 14 0 14 0 0 0 0 0 3 0 3 0 0 2 2 19 7:15-7:30 0 18 0 18 0 0 0 0 1 1 0 2 1 0 5 6 26 7:30-7:45 0 11 2 13 0 0 0 0 0 3 0 3 1 0 2 3 19 7:45-8:00 0 9 0 9 0 0 0 0 1 1 0 2 1 0 8 9 20 8:00-8:15 0 10 0 10 0 0 0 0 1 0 0 1 1 0 1 2 13 8:15-8:30 0 6 0 6 0 0 0 0 0 3 0 3 0 0 0 0 9 8:30-8:45 0 7 0 7 0 0 0 0 0 0 0 0 0 0 2 2 9 8:45-9:00 0 7 0 7 0 0 0 0 1 2 0 3 0 0 1 1 11 TOTAL 0 82 2 84 0 0 0 0 4 13 0 17 4 0 21 25 126 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 0 5 0 5 0 0 0 0 2 6 0 8 1 0 1 2 15 4:15-4:30 0 0 1 1 0 0 0 0 4 11 0 15 0 0 0 0 16 4:30-4:45 0 4 0 4 0 0 0 0 2 12 0 14 0 0 0 0 18 4:45-5:00 0 3 0 3 0 0 0 0 5 9 0 14 1 0 1 2 19 5:00-5:15 0 4 1 5 0 0 0 0 5 2 0 7 0 0 1 1 13 5:15-5:30 0 8 0 8 0 0 0 0 2 12 0 14 1 0 0 1 23 5:30-5:45 0 8 0 8 0 0 0 0 4 12 0 16 0 0 4 4 28 5:45-6:00 0 5 0 5 0 0 0 0 2 10 0 12 0 0 1 1 18 TOTAL 0 37 2 39 0 0 0 0 26 74 0 100 3 0 8 11 150 GRAND TOTAL 0 119 4 123 0 0 0 0 30 87 0 117 7 0 29 36 276 AM PEAK HOUR 7:00 TO 8:00 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 0 52 2 0 0 0 2 8 0 3 0 17 APPROACH TOTAL 54 0 10 20 PEAK HOUR FAC. 0.75 0 0.83 0.56 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 4:45 TO 5:45 L T R L T R L T R L T R TURN VOLUM E 0 23 1 0 0 0 16 35 0 2 0 6 APPROACH TOTAL 24 0 51 8 PEAK HOUR FAC. 0.75 0 0.8 0.5 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : Wall Rd @ Foster Rd PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Wall Rd Foster Rd Wall Rd Foster Rd TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 0 0 2 2 0 2 0 2 0 0 0 0 2 0 0 2 6 7:15-7:30 1 0 4 5 0 4 0 4 0 0 0 0 1 1 0 2 11 7:30-7:45 0 0 0 0 0 2 1 3 0 0 0 0 3 0 0 3 6 7:45-8:00 0 0 0 0 0 1 0 1 0 0 0 0 3 0 0 3 4 8:00-8:15 0 0 1 1 0 0 0 0 0 0 0 0 0 0 0 0 1 8:15-8:30 0 0 1 1 0 0 0 0 0 0 0 0 0 1 0 1 2 8:30-8:45 1 0 1 2 0 0 0 0 0 0 0 0 1 0 0 1 3 8:45-9:00 0 0 1 1 0 1 0 1 0 0 0 0 0 0 0 0 2 TOTAL 2 0 10 12 0 10 1 11 0 0 0 0 10 2 0 12 35 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 0 0 0 0 0 3 1 4 0 0 0 0 0 1 0 1 5 4:15-4:30 1 0 1 2 0 0 1 1 0 0 0 0 1 1 0 2 5 4:30-4:45 0 0 1 1 0 0 0 0 0 0 0 0 3 2 0 5 6 4:45-5:00 0 0 1 1 0 0 0 0 0 0 0 0 1 0 0 1 2 5:00-5:15 0 0 0 0 0 0 1 1 0 0 0 0 0 1 0 1 2 5:15-5:30 2 0 4 6 0 0 0 0 0 0 0 0 1 0 0 1 7 5:30-5:45 0 0 4 4 0 3 0 3 0 0 0 0 5 3 0 8 15 5:45-6:00 1 0 2 3 0 0 1 1 0 0 0 0 4 2 0 6 10 TOTAL 4 0 13 17 0 6 4 10 0 0 0 0 15 10 0 25 52 GRAND TOTAL 6 0 23 29 0 16 5 21 0 0 0 0 25 12 0 37 87 AM PEAK HOUR 7:00 TO 8:00 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 1 0 6 0 9 1 0 0 0 9 1 0 APPROACH TOTAL 7 10 0 10 PEAK HOUR FAC. 0.35 0.63 0 0.83 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 5:00 TO 6:00 L T R L T R L T R L T R TURN VOLUM E 3 0 10 0 3 2 0 0 0 10 6 0 APPROACH TOTAL 13 5 0 16 PEAK HOUR FAC. 0.54 0.42 0 0.5 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Atkins INTERSECTION : Wall Rd @ University Pkwy (SR 316) PROJECT : Statham DRI DATE COUNT : Wednesday, April 11, 2012 JOB NO. : 100027842 30105.3 CONDITION : COMP.BY : JRA Wall Rd University Pkwy (SR 316) Wall Rd University Pkwy (SR 316) TIME SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND INTERVAL L T R TOTAL L T R TOTAL L T R TOTAL L T R TOTAL TOTALS 7:00-7:15 3 2 11 16 0 169 1 170 4 0 1 5 1 196 0 197 388 7:15-7:30 4 6 15 25 0 181 0 181 5 1 1 7 1 203 0 204 417 7:30-7:45 1 0 14 15 1 183 0 184 2 3 2 7 0 255 1 256 462 7:45-8:00 2 0 14 16 0 177 0 177 0 1 3 4 1 216 1 218 415 8:00-8:15 0 0 4 4 0 151 1 152 0 0 0 0 0 196 2 198 354 8:15-8:30 2 1 8 11 1 171 0 172 0 0 1 1 3 171 1 175 359 8:30-8:45 1 1 7 9 0 165 0 165 0 0 2 2 0 204 1 205 381 8:45-9:00 0 0 10 10 0 137 0 137 0 0 1 1 3 195 1 199 347 T OT A L 13 10 83 106 2 1334 2 1338 11 5 11 27 9 1636 7 1652 3123 11:30-11:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45-12:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00-12:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15-12:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30-12:45 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45-1:00 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00-1:15 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:15-1:30 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 TOTAL 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00-4:15 0 1 4 5 0 193 1 194 0 1 1 2 6 208 2 216 417 4:15-4:30 0 0 0 0 0 207 4 211 0 0 1 1 14 161 1 176 388 4:30-4:45 0 0 2 2 0 187 1 188 0 1 1 2 12 193 1 206 398 4:45-5:00 0 1 1 2 0 215 1 216 0 1 0 1 10 174 2 186 405 5:00-5:15 1 0 3 4 0 227 3 230 0 3 1 4 4 198 0 202 440 5:15-5:30 1 3 4 8 3 249 5 257 1 0 0 1 10 195 2 207 473 5:30-5:45 0 3 5 8 1 243 2 246 0 4 0 4 9 212 1 222 480 5:45-6:00 0 4 5 9 0 201 1 202 0 2 2 4 10 188 2 200 415 T OT A L 2 12 24 38 4 1722 18 1744 1 12 6 19 75 1529 11 1615 3416 GRAND TOTAL 15 22 107 144 6 3056 20 3082 12 17 17 46 84 3165 18 3267 6539 AM PEAK HOUR 7:00 TO 8:00 SOUTHBOUND WESTBOUND NORTHBOUND EASTBOUND L T R L T R L T R L T R TURN VOLUM E 10 8 54 1 710 1 11 5 7 3 870 2 APPROACH TOTAL 72 712 23 875 PEAK HOUR FAC. 0.72 0.97 0.82 0.85 MID-DAY PEAK HOUR 11:30 TO 12:30 L T R L T R L T R L T R TURN VOLUM E 0 0 0 0 0 0 0 0 0 0 0 0 APPROACH TOTAL 0 0 0 0 PEAK HOUR FAC. 0 0 0 0 PM PEAK HOUR 5:00 TO 6:00 L T R L T R L T R L T R TURN VOLUM E 2 10 17 4 920 11 1 9 3 33 793 5 APPROACH TOTAL 29 935 13 831 PEAK HOUR FAC. 0.81 0.91 0.81 0.94 INTERSECTION : UNSIGNALIZED SIGNALIZED ACTUATED PRETIM ED SEM I-ACTUATED CONTROL

Appendix B

Appendix C