A Transportation Plan for the Greenleaf Terrace Neighborhood

A Transportation Plan
for the
Greenleaf Terrace Neighborhood
Prepared for the
Greenleaf Terrace Neighborhood Association
with assistance from
The City of Charlottesville, Virginia
Randy Selleck
May 2008
Virginia Commonwealth University
L. Douglas Wilder School of Government and Public Affairs
Department of Urban Studies and Planning
Master of Urban and Regional Planning

Table of Contents
Introduction..................................................................................................... 1
Existing Conditions......................................................................................... 3
General Neighborhood Characteristics........................................................................... 3
Neighborhood Demographic Data .................................................................................. 4
Existing Road Infrastructure........................................................................................... 7
Existing Signalization and Signage .............................................................................. 10
Existing Bicycle & Pedestrian Infrastructure ............................................................... 12
Existing Public Transportation Routes ......................................................................... 14
Current Vehicular Traffic Statistics.............................................................................. 16
Greenleaf Terrace in Existing Transportation Plans..................................................... 23
Existing Conditions: Conclusions................................................................................. 26
Neighborhood Assets & Liabilities .............................................................. 27
Vision, Goals and Objectives........................................................................ 28
Vision Statement........................................................................................................... 28
Goals and Objectives .................................................................................................... 28
Transportation Plan....................................................................................... 30
Goal 1............................................................................................................................ 30
Goal 2............................................................................................................................ 38
Goal 3............................................................................................................................ 42
Goal 4............................................................................................................................ 47
Implementation Matrix ................................................................................. 50
Appendices.................................................................................................... 52

Introduction
The following document is a plan proposal developed to fulfill the spring 2008 Studio II
requirement for the Master of Urban and Regional Planning (MURP) degree in the L.
Douglas Wilder School of Government and Public Affairs at Virginia Commonwealth
University. The plan was developed with the assistance of the City of Charlottesville,
Virginia for the Greenleaf Terrace neighborhood in Charlottesville.
The Studio II panel for the plan was composed of the following persons:
Panel Chair: Dr. Xueming “Jimmy” Chen, Associate Professor, Wilder School
Studio II Instructor: Dr. Morton Gulak, Associate Professor, Wilder School
Plan Client: Robert Winstead, President of Greenleaf Terrace Neighborhood Association
City of Charlottesville Representative: Jeanie Alexander, Traffic Engineer
In the fall of 2007, Nick Rogers, a neighborhood planner for the City of Charlottesville,
contacted the students in the MURP program at VCU with an opportunity to pose a
comprehensive solution to the transportation-related problems being experienced by the
Greenleaf Terrace neighborhood. Neighborhood residents were complaining of elevated
levels of cut-through traffic accompanied by high vehicle speeds, and pedestrian safety
was of major concern. The challenge of creating a transportation plan for the
neighborhood was accepted and the plan process was initiated.
An initial meeting with residents was held and existing conditions data was collected
including traffic volumes, existing pedestrian and bicycle amenities and existing traffic
control devices. A brief survey was also conducted among a small group of
neighborhood residents to determine transportation mode usage. Existing conditions data
was then analyzed and significant transportation issues within the neighborhood were
identified.
A vision for the future of Greenleaf Terrace was formed, along with a set of goals and
objectives designed to reach the envisioned future state. The goals and objectives were
circulated among neighborhood residents for feedback; this feedback was taken into
account while developing the final set of goals and objectives and creating the body of
the plan.

Map 1: Greenleaf Terrace Study Area
250 BYPASS
HOLIDAY DR
250 BYPASS
US HWY 250
ST ANNES RD
WARREN LN
Meadowcreek Park
MEADOWBROOK RD
Legend
Study Area
HILLTOP RD
DAIRY RD
GENTRY LN
US HWY 250
GROVE RD
BLUE RIDGE RD
OAKLEAF LN
DEL MAR DR
McIntire Park
GREENLEAF LN
CAMBRIDGE CIR
BRUCE AVE
RUGBY RD
250 BYPASS
MASON LN
HERNDON RD
WELLFORD ST
RUGBY AVE
WESTWOOD RD
OXFORD PL
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
Greenleaf Park
PLYMOUTH RD
SHERWOOD RD
RAMP
RAMP
RAMP
KENSINGTON AVE
PRESTON AVE
CABELL AVE
HARDWOOD AVE
MADISON AVE
GREENWAY RD
Feet
0 180 360 720 1,080 1,440
AUGUSTA ST
AMHERST ST
WESTWOOD CIR
BIRDWOOD CT
Source: City of Charlottesville GIS

Existing Conditions
General Neighborhood Characteristics
The Greenleaf Terrace neighborhood lies within the Charlottesville corporate limits and
approximately one mile to the north and west of the downtown pedestrian mall. The
neighborhood covers an area of approximately 204 acres and exhibits hilly terrain, with
elevations ranging between 400 and 600 feet above sea level. The rolling topography is a
potential barrier to cycling and walking.
Greenleaf Terrace is
bordered by the Route 250
Bypass to the east and
north, by Rugby Avenue to
the south and by Barracks,
Rugby and Dairy Roads to
the west. Analysis of GIS
data obtained from the City
of Charlottesville 1 reveals
that the study area contains
438 residences, seven
school-related structures
and one church-owned
structure. According to the
2006 Barracks/Rugby
neighborhood plan, about
1% of the housing in the neighborhood is two-family and one structure is designated as
multi-family. The 135 acres of residential property in Greenleaf Terrace has a building
density of 2.5 houses per acre. Much of the eastern portion of the neighborhood is
occupied by the 13 acre Greenleaf Park that contains hiking trails, a playground and other
recreation facilities. The abundance of mature trees in the neighborhood, coupled with
the winding roads and hilly terrain give much of the neighborhood a park-like feeling.
1 2008 City of Charlottesville Neighborhood Development Services

Neighborhood Demographic Data
According to the US Census, the 2000 2 population for the study area was 1001
individuals. The median age in Greenleaf Terrace was 38.1, as compared to 35.7 for
Virginia as a whole. Table 1 shows the percentages of individuals in selected age groups
in 2000:
Table 1: Greenleaf Age Distribution
Age
Under 5 years 71 7.1%
5 to 17 years 143 14.3%
18 to 24 years 38 3.8%
25 to 39 years 300 30.0%
40 to 64 years 326 32.6%
65 to 84 years 109 10.9%
85 years and over 14 1.4%
1001 100.0%
Source: 2000 Census Summary File 1
As is evidenced by Table 1, about 14% of the neighborhood population was school age
(5-17 years of age), a factor that raises significant traffic safety issues. 34% of the
population was in the typically more physically active age range of 18 to 39 years, while
11% of the population was between 65 and 84 years of age and likely more dependant
upon transportation alternatives to the automobile.
To aid in the preparation of this plan, an informal survey was conducted of neighborhood
residents. The following three questions were asked of the residents:
1) Do you have access to an automobile?
2) Do you cycle regularly?
3) Do you walk regularly?
4) Do you ride the bus regularly?
Table 2 shows the results of the survey below:
Table 2: Greenleaf Resident Survey Results
Yes
Question
Response
Access to
Automobile 100%
Regularly Cycle 34%
Regularly Walk 91%
Regularly Ride Bus 16%
Source: 2008 Greenleaf Neighborhood Survey
2 2000 US Census Bureau, Summary File 1

The table indicates that, while all respondents in the survey have access to an auto, and
most walk with some frequency, bicycle ridership is significantly lower and bus ridership
is lower yet. 2000 Census data for the neighborhood seems to confirm the high level of
automobile access, indicating that less that 3% of neighborhood residents do not have
such access.
The following chart, based on 2000 Census 3 data, indicates how individuals make their
way to work in the Greenleaf Terrace neighborhood:
Chart 1: Transportation to Work
100.0%
90.0%
86.8%
80.0%
70.0%
60.0%
50.0%
40.0%
30.0%
20.0%
10.0%
0.0%
Car, truck or
van
0.0%
Public
transportation
3.7% 4.1% 5.4%
Bicycle Walked Worked at
home
Source: 2000 Census, Summary File 3
Although some individuals choose to bike or walk to work, the vast majority choose the
automobile as their preferred mode of transportation to work. It is also interesting to note
that the use of public transportation seems completely absent. After speaking with
citizens, the number is certainly greater than zero, although still rather small. It should be
noted that the figures above were derived from US Census 2000 Summary File III data,
and as such are not 100 percent data, resulting in more error especially in small
geographic areas.
A further investigation of 2000 Census data reveals that nearly 83% of workers in the
neighborhood that do not work at home have a commute time of less than 20 minutes,
indicating that the lack of alternative transportation modes is not due to a lengthy
commute time.
3 2000 US Census Bureau, Summary File 3

Map 2: Road Classification Hierarchy
HOLIDAY DR
250 BYPASS
250 BYPASS
Road Classification
Principal Arterial
Minor Arterial
MEADOWBROOK RD
Collector
Local Street
HILLTOP RD
BRANDYWINE DR
US HWY 250
KEITH VALLEY RD
DAIRY RD
GENTRY LN
ST ANNES RD
US HWY 250
WARREN LN
GROVE RD
YORKTOWN DR
BLUE RIDGE RD
RUGBY RD
BRUCE AVE
DEL MAR DR
GREENLEAF LN
ROSE HILL DR
CAMBRIDGE CIR
MASON LN
KENSINGTON AVE
HERNDON RD
WELLFORD ST
OXFORD PL
OXFORD RD
RUTLEDGE AVE
RUGBY AVE
PLYMOUTH RD
SHERWOOD RD
250 BYPASS
RAMP
RAMP
RAMP
PRESTON AVE
WESTWOOD RD
HARDWOOD AVE
Feet
0 190 380 760 1,140 1,520
AUGUSTA ST
AMHERST ST
Source: City of Charlottesville GIS, 2007 Charlottesville Comprehensive Plan

Existing Road Infrastructure
Map 2, adapted from the Charlottesville 2007 Comprehensive Plan 4 , clearly shows that
the Greenleaf Terrace neighborhood is connected to surrounding areas by one principal
arterial road (Route 250 Bypass), four minor arterials (Rugby Avenue east, Rose Hill
Drive, Preston Avenue and
Barracks Road) and three
collector roads (Rugby
Avenue west, Rugby Road
and Dairy Road.)
According to the 2007
Charlottesville
Comprehensive Plan,
principal arterial roads carry
the majority of traffic in an
area, including most
through traffic, and minor
arterial roads supplement
the principal arterial
network while providing
more access to collector and
Rugby Avenue
local roads. Collector streets
ensure neighborhood access and mobility, while local streets provide access to individual
properties and are not intended for through service.
Principal Arterial
Route 250 is a 4 lane divided highway with a speed limit of 35 miles per hour. Access to
Route 250 from Greenleaf Terrace is provided at the southern end of the neighborhood by
ramps at the eastern end of Rugby Avenue, and at the northern end of the neighborhood
via Gentry lane and Meadowbrook Heights Road.
Minor Arterial
The four minor arterials (Rugby Avenue east, Rose Hill Drive, Preston Avenue and
Barracks Road) that surround and connect Greenleaf terrace to surrounding
neighborhoods are all two lane non-divided striped roads with posted speed limits of 25
miles per hour. The portion of Rugby Avenue east of Rose Hill Drive is the only one of
these four sections of roadway that has sufficient width and allows for on-street parking.
It is also noteworthy that the same section of road is striped do designate the separation
between parking and travel lanes. All of the intersections involving these minor arterial
roads and connector roads are fully signalized.
4 2007 City of Charlottesville Comprehensive Plan

Collectors
The three collector roads (Rugby Avenue west, Rugby Road and Dairy Road.) that
surround Greenleaf Terrace are, like their minor arterial counterparts, two lane nondivided
striped roads with 25 mile per hour speed limits. As mentioned above, Rugby
Avenue is the sole road in this category with on-street parking. The intersection between
Rugby and Dairy Roads is a four-way stop.
Local Streets
The local streets within Greenleaf Terrace are predominantly two lane non-striped
roadways. Notable exceptions include a section of Gentry Lane near Walker Elementary
School, the intersection of Del Mar Drive and Oakleaf and Greenleaf Lanes, the full
length of Rose Hill Drive. The streets vary in width from as narrow as approximately 10
feet on sections of Oxford Road to as wide as 45 feet on Rose Hill Drive. Posted speed
limits are 25 miles per hour with the exception of a 15 mile per hour limit on Gentry Lane
during school drop off and pick up times.

Map 3: Traffic Signals and Signs
250 BYPASS
HOLIDAY DR
250 BYPASS
US HWY 250
ST ANNES RD
MEADOWBROOK HEIGHTS RD
WARREN LN
MEADOWBROOK RD
Traffic Signal/Sign Type
Signal
Stop
HILLTOP RD
DAIRY RD
GENTRY LN
US HWY 250
GROVE RD
CONCORD DR
DEL MAR DR
OAKLEAF LN
BLUE RIDGE RD
GREENLEAF LN
CAMBRIDGE CIR
BRUCE AVE
RUGBY RD
MASON LN
KENSINGTON AVE
HERNDON RD
WELLFORD ST
RUGBY AVE
WESTWOOD RD
OXFORD PL
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
PLYMOUTH RD
SHERWOOD RD
250 BYPASS
RAMP
RAMP
RAMP
PRESTON AVE
CABELL AVE
HARDWOOD AVE
AUGUSTA ST
Feet
0 180 360 720 1,080 1,440
AMHERST ST
Source: City of Charlottesville GIS

Existing Signalization and Signage
Map 3 shows the placement of traffic signals and stop signs throughout the Greenleaf
Terrace neighborhood. No intersections internal to the neighborhood are currently
signalized, and all intersections
contain at least one stop sign.
Traffic signals exist at the
intersection of Rugby Avenue and
Rose Hill Drive, Rugby Avenue
and Rugby Road and Rugby Road
and Barracks Road. The latter
four-way intersection is the most
complex due to the angle of the
Rugby Road/Barracks Road
connection, the high volume of
traffic handled and multiple
turning lanes.
Intersection of Rugby and Barracks Roads

Map 4: Bicycle &Pedestrian Accommodations
250 BYPASS
HOLIDAY DR
250 BYPASS
US HWY 250
ST ANNES RD
WARREN LN
Accomodations
MEADOWBROOK RD
Bike Lane
Crosswalk
Sidewalk
Hiking Trails
HILLTOP RD
DAIRY RD
GENTRY LN
US HWY 250
GROVE RD
BLUE RIDGE RD
OAKLEAF LN
DEL MAR DR
GREENLEAF LN
CAMBRIDGE CIR
BRUCE AVE
RUGBY RD
OXFORD PL
250 BYPASS
MASON LN
HERNDON RD
WELLFORD ST
RUGBY AVE
WESTWOOD RD
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
PLYMOUTH RD
SHERWOOD RD
RAMP
RAMP
RAMP
KENSINGTON AVE
PRESTON AVE
CABELL AVE
HARDWOOD AVE
MADISON AVE
GREENWAY RD
Feet
0 180 360 720 1,080 1,440
AUGUSTA ST
AMHERST ST
WESTWOOD CIR
BIRDWOOD CT
Source: City of Charlottesville GIS

Existing Bicycle & Pedestrian Infrastructure
Bicycle Infrastructure
Map 4 illustrates the location of bike lanes, sidewalks and crosswalks throughout
Greenleaf Terrace. There are currently no roads with designated bike lanes either in the
neighborhood or on any of the collector or minor arterial streets that form its perimeter.
The closest existing bike lane is on Rose Hill Drive and terminates at the intersection of
Rose Hill Drive and Rugby Avenue.
Pedestrian Infrastructure
The vast majority of streets that do feature sidewalks have them on one side only;
exceptions to this rule include a small section of Rugby Road, portions of Rugby Avenue,
parts of Rutledge Avenue and a short length of Gentry Lane. Little sidewalk connectivity
exists within the neighborhood, with Rose Hill Drive, Rugby/Dairy Road and Gentry
Lane having the only uninterrupted stretches of sidewalk.
While most intersections that ring Greenleaf Terrace do have designated pedestrian
crosswalks, the intersections of Rose Hill Drive and Oxford Road and Gentry Lane just
north of its intersection with Del Mar Drive are the only locations within the
neighborhood that feature crosswalks. Most of the crosswalks at major intersections have
striping in conjunction with a brick or brick-like paving material to designate their
location, while the remaining crosswalks are striped only.
Both Greenleaf Park and McIntire Park (east of Rt. 250) have numerous walking paths
for use by the public. However, the paths in Greenleaf Park do not have a direct link to
neighborhood sidewalks, and no direct link between trails in the two parks.

Map 5: Public Transit Service
HOLIDAY DR
250 BYPASS
250 BYPASS
BRANDYWINE DR
US HWY 250
KEITH VALLEY RD
ST ANNES RD
WARREN LN
YORKTOWN DR
Route 3B
GROVE RD
GENTRY LN
US HWY 250
MEADOWBROOK RD
Route
Stop
HILLTOP RD
DAIRY RD
RUGBY RD
DEL MAR DR
ROSE HILL DR
BLUE RIDGE RD
GREENLEAF LN
CAMBRIDGE CIR
BRUCE AVE
MASON LN
KENSINGTON AVE
HERNDON RD
WELLFORD ST
OXFORD PL
OXFORD RD
RUTLEDGE AVE
RUGBY AVE
PLYMOUTH RD
SHERWOOD RD
250 BYPASS
RAMP
RAMP
RAMP
PRESTON AVE
WESTWOOD RD
HARDWOOD AVE
Feet
0 190 380 760 1,140 1,520
AUGUSTA ST
AMHERST ST
Source: City of Charlottesville GIS

Existing Public Transportation Routes
Map 5 shows the current Charlottesville Transit Service (CTS) route that serves the
Greenleaf Terrace neighborhood. CTS operates both the city bus service and the school
bus service in Charlottesville. Route 3B of the city bus service enters the neighborhood
traveling north via Rose Hill Drive to Del Mar Drive, then turning on Greenleaf Lane and
proceeding south on Wellford Street. The route then heads east on Rugby Avenue and
completes its circuit through the neighborhood, continuing south on Rose Hill Drive to
downtown. Official transit stops in the neighborhood are also shown on the
transportation map. Stops
are marked by
corresponding signs.
Route 3B is a “paired”
route 5 with route 3A that
serves a portion of
Charlottesville south of the
downtown area. This
pairing means that the
routes share busses and
essentially operate as one
route. Busses currently
make the complete paired
route circuit once every
hour. The route is served Source: City of Charlottesville
by one of the City’s 30
foot busses. According to a 2004 Charlottesville transit study 6 , route 3 as a whole has
about 200 boardings per day, making up approximately 6% of the CTS total ridership.
According To Bill Watterson, Charlottesville Transit Service Manager, Charlottesville
City Council may approve the addition of a new “Route 9” for fiscal year 2009. The new
route would replace the existing route 3B that now serves Greenleaf Terrace and, while
frequency of service would remain at once an hour, service to the UVA campus would be
resumed.
5 February 4 th , 2008 phone conversation with Bill Waterson, Charlottesville Transit Service Manager
6 2004 Charlottesville Transit Improvement Study – Final Report, City of Charlottesville

Map 6: Average Daily Traffic Volume Counts
RAMP
US HWY 250
RAMP
HOLIDAY DR
MEADOWBROOK RD
Traffic Counts
250 BYPASS
BRANDYWINE DR
250 BYPASS
US HWY 250
KEITH VALLEY RD
KEITH VALLEY RD
2300
ST ANNES RD
US HWY 250
WARREN LN
GROVE RD
YORKTOWN DR
CONCORD DR
BLUE RIDGE RD
Count Locations
DAIRY RD
GENTRY LN
1000
DEL MAR DR
620
18000
HILLTOP RD
BLUE RIDGE RD
21000
22000
2000
420
MASON LN
100
RUGBY RD
PARKER PL
HERNDON RD
CAMBRIDGE CIR
340
WELLFORD ST
BRUCE AVE
390
2400
140
OXFORD PL
RUGBY AVE
600
330
1100
OXFORD RD
GREENLEAF LN
ROSE HILL DR
1700
RUTLEDGE AVE
7900
PLYMOUTH RD
SHERWOOD RD
47000
RAMP
RAMP
RAMP
KENSINGTON AVE
PRESTON AVE
WESTWOOD RD
6600
CABELL AVE
BARBOUR DR
MADISON AVE
HARDWOOD AVE
Feet
0 190 380 760 1,140 1,520
GREENWAY RD
AUGUSTA ST
AMHERST ST
WESTWOOD CIR
BIRDWOOD CT
Source: City of Charlottesville GIS, VDOT & City of Charlottesville Traffic Counts

Current Vehicular Traffic Statistics
Traffic Volume Counts
The traffic count data shown on Map 6 is taken out of necessity from a number of
different sources, including the official 2006 VDOT traffic count publication 7 (green
figures), and individual VDOT field observations between 2000 and 2006, a 2004
Barracks/Rugby Neighborhood Traffic Calming study 8 and 2008 traffic counts by the
City of Charlottesville within Greenleaf Terrace itself (blue figures).
An examination of the traffic count map confirms the roles of the roads surrounding
Greenleaf Terrace shown on the Road Classification Map. The combined-direction
figures obtained from the 2006 VDOT publication reveal that the heaviest weekday
volume of 47,000 vehicles is carried by the Route 250 Bypass. Second heaviest in
volume is the small section of Rugby Road from Preston Avenue north to Barracks Roadthis
section carries 22,000 vehicles per weekday on average. The third heaviest volume
is found on Barracks Road, a major connection to Route 29 (McIntire Road). Other
heavily traveled roads include Rugby Avenue from Rose Hill Drive east to the Route 250
Bypass ramps (about 7900 vehicles per day) and Rose Hill Drive south to Preston
Avenue (6600 vehicles per day).
All of the above roads are classified as either principal or minor arterial with the
exception of the previously mentioned section of Rugby road, which is classified as a
collector. The remaining roads that form the perimeter of Greenleaf Terrace are all
designated as collector streets and all have weekday average volumes of between 2000
and 3000 vehicles per day.
Average weekday volumes within the neighborhood vary greatly, from 100 vehicles per
day to nearly 200 vehicles per day. Streets that provide the most direct routes through the
neighborhood seem to exhibit the highest volumes of traffic; these include Rose Hill
Drive, Gentry Lane, Oxford and Wellford Streets, Oakleaf and Greenleaf Lanes and Del
Mar Drive.
Both the individual VDOT volume counts and the counts done by the City of
Charlottesville include a directional component which enables a more detailed analysis of
traffic movement around and through the neighborhood. Combining both the directional
and temporal components of the traffic data reveals a general pattern of northward traffic
flow in the morning (7:00-8:00 am) and a southward flow in mid afternoon (2:30-4:00
pm) that may coincide with school pick up/drop off times.
7 2006 Virginia Department of Transportation Daily Traffic Volume Estimates Including Vehicle
Classification Estimates, Special Locality Report 104, City of Charlottesville
8 2004-2007 City of Charlottesville CIP Projects Summary Sheet, Barracks/Rugby Neighborhood Traffic
Calming

A close examination of directional counts shows significant differences in directional
flow for several locations in the neighborhood, especially on and near Wellford Street. It
would appear, from comparing the two measurement locations on Wellford Street that
most of the vehicular traffic entering the neighborhood from Rugby Avenue onto
Wellford Road traveling north utilizes the entire length of Wellford, while traffic
traveling south may enter Wellford below Bruce Avenue, perhaps at Oxford Road. This
situation may be the result of traffic turning off of Rugby Road at Oxford Road and
proceeding east until turning south on Wellford Road in an attempt to avoid the traffic
signals at Barracks and Rugby Roads and Rugby Road at Rugby Avenue.
Gentry Lane carries almost double the flow northward in the morning that is does in the
afternoon, perhaps indicating heavier use of Wellford Street and Rose Hill Drive for
afternoon traffic exiting the Greenleaf Terrace, although southbound volumes on both of
these streets does not show consistently heavier southbound flow.
Oxford Road between Wellford Street and Rugby Road exhibits a little less than double
the traffic flow from east to west that in the opposite direction at the measurement
location closest to Wellford Street. At the measurement location closest to Rugby
Avenue, however, the directional difference is negligible.
According to the 2000 City of Charlottesville Traffic Calming Device Implementation
Guidebook, streets internal to Greenleaf Terrace do not qualify for traffic calming
devices based on two-way traffic volumes during peak hours. The highest combined
peak-hour volume within the neighborhood was 184 vehicles on Rose Hill Drive, while
the chart for determining “severity of through traffic problems 9 ” does not include overall
peak volumes less than 250 vehicles per hour.
9 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook

Map 7: Observed 85th PercentileTraffic Speeds
RAMP
US HWY 250
RAMP
HOLIDAY DR
MEADOWBROOK RD
Traffic Speeds
250 BYPASS
BRANDYWINE DR
250 BYPASS
US HWY 250
KEITH VALLEY RD
KEITH VALLEY RD
30.60
GENTRY LN
ST ANNES RD
US HWY 250
WARREN LN
GROVE RD
YORKTOWN DR
CONCORD DR
Measurements
BLUE RIDGE RD
DAIRY RD
29.30
OAKLEAF LN
32
HILLTOP RD
BLUE RIDGE RD
RUGBY RD
CAMBRIDGE CIR
BRUCE AVE
30.70
DEL MAR DR
28
30.70
33.89
GREENLEAF LN
BARRACKS RD
31.60
OXFORD PL
MASON LN
KENSINGTON AVE
PARKER PL
HERNDON RD
WELLFORD ST
34.70
RUGBY AVE
34.60
WESTWOOD RD
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
29.45
PLYMOUTH RD
SHERWOOD RD
RAMP
RAMP
RAMP
PRESTON AVE
CABELL AVE
BARBOUR DR
MADISON AVE
HARDWOOD AVE
Feet
0 190 380 760 1,140 1,520
GREENWAY RD
AUGUSTA ST
AMHERST ST
WESTWOOD CIR
BIRDWOOD CT
Source: City of Charlottesville GIS, VDOT & City of Charlottesville Traffic Counts

Traffic Speeds
All roads within the Greenleaf Terrace neighborhood currently have a posted speed of 25
miles per hour. A notable exception is the privately-owned portion of Gentry Lane near
Walker Elementary School which has a 15 mile per hour limit during School pick-up and
drop-off times.
All traffic volume data collected by the City of Charlottesville included the 85 th
percentile speed and percentage of vehicles exceeding 55 miles per hour for each traffic
flow direction. Two of the locations for which raw data was available from VDOT
included raw speed information which was then used to calculate an overall 85 th
percentile speed.
Map 7 displays the higher of the two directional 85 th percentile speeds for each location
sampled. 85 th percentile speeds exceeded posted speed limits at all observation points.
Based on the Charlottesville Traffic Calming Device Implementation Guidebook, local
streets that have posted speed limits of 25 MPH and 85 th percentile speeds that are
between 25 and 35 MPH have a moderate speeding problem. Streets with 85 th percentile
speeds above 35 MPH are considered to have a serious speeding issue. Map 7 clearly
shows the presence of a moderate speeding problem throughout the neighborhood, and
eight observed speeds that are above 30 miles per hour, including three that are just
below the 35 mile per hour “serious” threshold.

Map 8: Reported Accidents 2006-2007
250 BYPASS
US HWY 250
GROVE RD
GENTRY LN
MEADOWBROOK RD
US HWY 250
Accidents
Accident Locations
HILLTOP RD
DAIRY RD
OAKLEAF LN
BLUE RIDGE RD
DEL MAR DR
GREENLEAF LN
CAMBRIDGE CIR
BRUCE AVE
RUGBY RD
250 BYPASS
OXFORD PL
MASON LN
KENSINGTON AVE
PARKER PL
HERNDON RD
WELLFORD ST
RUGBY AVE
WESTWOOD RD
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
PLYMOUTH RD
RAMP
SHERWOOD RD
PRESTON AVE
CABELL AVE
HARDWOOD AVE
AUGUSTA ST
Feet
0 170 340 680 1,020 1,360
AMHERST ST
Source: City of Charlottesville GIS, Charlottesville Police Department

Accident Statistics
Traffic accident reports for the Greenleaf Terrace neighborhood were obtained from the
Virginia Department of Motor Vehicles through the City of Charlottesville and statistics
were compiled from these reports. In 2006 and 2007, there were 26 reported traffic
accidents in Greenleaf Terrace or on one of the roads that form its perimeter. Map 8
shows the locations of these accidents- it should be noted that several intersections have
multiple accidents that may overlap to appear as one incident.
In an attempt to simplify analysis, accidents were placed in one of the six following
categories:
Parked- at least one of the vehicles involved was parked at the time of the collision
Lost Control- Single-vehicle accident involving loss of driver control
Angle- two-vehicle accidents in which collision occurs at an angle- most common at
intersections
Rear- two-vehicle accident in which one vehicle rear-ends another
Combo- multi-vehicle accident involving multiple collision types
Hit Animal- accident in which animal is struck.
The following table shows the percentage of each type of accident recorded in the
neighborhood:
Table 3: Accident Types
Accident
Type Frequency Percent
Parked 5 19.2%
Lost Control 5 19.2%
Angle 11 42.3%
Rear 3 11.5%
Combo 1 3.8%
Hit Animal 1 3.8%
Total 26 100.0%
Source: City of Charlottesville
By far, the most common accidents in Greenleaf Terrace were “angle” type collisions.
The majority of these types of accidents occurred at the high-volume intersections of
Rose Hill Drive and Rugby Avenue, Rugby Road and Rugby Avenue, Preston Avenue
and Rugby Avenue and Barracks Road at Rugby Road. All accidents of this type
occurred at an intersection.

About 19% of the reported accidents involved parked vehicles; these accidents typically
occurred away from intersections and the majority on local rather than collector or
arterial roads. A further 19% of accidents were single-vehicle accidents involving driver
loss of control. The 12% of accidents that were classified as “rear-end” were evenly
distributed through type of road and volume level. The remaining accidents were single
occurrences, both of which happened on Rugby Avenue.
Looking at the general distribution of accidents throughout the neighborhood, some
patterns become evident. There appear to be three “clusters” of accidents; one in the
lower southeast corner of the neighborhood, one in the lower southwest corner and one in
the upper north portion of the neighborhood. All seem to coincide with higher traffic
volume levels. The cluster in the southeast corner is in close proximity to the ramps for
the Route 250 Bypass and the Rose Hill Drive/Rugby Avenue intersection. The cluster in
the southwest corner includes many of the busiest intersections in the neighborhood.
Likewise, the cluster of accidents in the northern middle of the neighborhood
encompasses the Rose Hill Drive and Oakleaf Lane/Greenleaf Lane/Del Mar Drive
intersections, all of which have the highest daily traffic volumes internal to the
neighborhood.

Greenleaf Terrace in Existing Transportation Plans
While Greenleaf Terrace is not mentioned specifically in the 2003 Charlottesville Bicycle
& Pedestrian Facilities Master Plan, the larger Barracks/Rugby neighborhood of which it
is a part is indeed included. Moreover, the issues identified and recommendations made
in regard to the Barracks/Rugby neighborhood at large will undoubtedly affect Greenleaf
Terrace.
According to the 2003 Charlottesville Bicycle & Pedestrian Facilities Master Plan 10 , onstreet
bicycle facilities in the form of bike lanes are recommended for Rugby Road,
Rugby Avenue and Dairy Road. The plan suggests the widening and realignment of
Rugby Road to accommodate bike lanes, while it observes that Rugby Avenue already
possesses adequate width for the addition of bike lanes. The plan also recommends
adding “Share the Road” signage for increased driver awareness of cyclists on Rose Hill
Drive from Rugby Avenue north to the entrance to Greenleaf Park, as well as the addition
of a pedestrian/cyclist underpass under the Route 250 Bypass linking Greenleaf and
McIntire Parks. The facilities on Rugby and Dairy Roads are considered high priority by
the plan, while the improvements on Rugby Avenue are considered medium priority and
those on Rose Hill Drive are low priority. The Route 250 underpass is considered a
medium priority off-road improvement.
One of the 2006 Barracks/Rugby Neighborhood plan 11 ’s guiding principles of
connectivity stresses the importance of “safe public transportation, alternative modes of
transportation and interconnected pedestrian and bicycle access” for the residents of the
neighborhood. An accompanying map shows the use of Rugby Road, Avenue and Dairy
Road as bike routes, a designation that matches the proposed addition of bike lanes
recommended by the 2003 Charlottesville Bicycle & Pedestrian Facilities Master Plan.
Residents of the Barracks/Rugby neighborhood list a number of transportation-related
priorities pertinent to the Greenleaf Terrace neighborhood, including the following:
• “Decrease traffic and increase safety on Rugby Road by improving the bike lanes,
ensuring pedestrian safety and enforcing speed limits.
• In regards to traffic calming, the residents desire a comprehensive professional
study to look at safe alternatives.
• The neighborhood wants a balance of different modes of transportation (multimodal).
• Create sidewalks only on streets that neighbors want them.
10 2003 City of Charlottesville Bicycle & Pedestrian Facilities Master Plan
11 2006 City of Charlottesville Barracks/Rugby Neighborhood Plan

• If the city is not pursuing sidewalk construction, a paint stripe along the roadside
to narrow the vehicular roadway and provide a designated area to walk would be a
cheaper alternative.
• Speeding is an issue that compromises pedestrian safety. Correlate speed limit
with the presence of sidewalks to increase walkability and bikeability.
• Rose Hill Drive needs new crosswalk
• Indicate crosswalks with paint or surface texture. In general there is a need for
better maintenance of crosswalks. Use reflective paint to make lines more visible.
• Re-evaluate speed limits. Other potential traffic calming measures include speed
humps and one-way streets.
• Create pedestrian and bicycle connections to McIntire Park in general and from
Greenleaf Park following the stream corridor.
• Connect Greenleaf Park to McIntire Park through a possible pedestrian bridge
over 250.
• Downsize Dairy Road and install a better traffic calming design.
• Improve the bus system by coordinating the University buses and CTS, placing a
bench at each bus stop, combining the School bus and CTS stops and using
smaller buses that make more frequent trips and run longer hours.” 12
The 2007 Comprehensive plan identifies a number of general issues city-wide that apply
to Greenleaf Terrace, including:
• “The capacity of the arterial roadway network is stressed by high usage, resulting
in congestion and increased traffic on local streets.
• Vehicles are traveling at high speeds on local streets and cutting through
neighborhoods rather than using the arterial and collector roadway network in
place for this type of travel.
• The majority of the roadway network within the City was designed to
accommodate vehicular travel and does not adequately address safety and user
comfort for pedestrians, bicyclists or citizens with disabilities.
• Many residents live within a reasonable walking or biking distance to retail and
commercial destinations within the City. However, residents choose to drive
12 2006 City of Charlottesville Barracks/Rugby Neighborhood Plan

ather than bike or walk due to a lack of trails, paths, sidewalks and bike lanes
connecting the residential and commercial areas” 13 .
In order to deal with the aforementioned issues, the Comprehensive Plan identifies the
following local goals:
• “Efficiently manage the capacity of the arterial roadway network, relieving
congestion and increased traffic on local streets.
• Reduce the high vehicle speeds and limit cut-through traffic on local streets as
this type of travel is intended for arterial and collector roadway networks.
• Increase safer accommodations for pedestrians, bicyclists and citizens with
disabilities while within existing roadway network.
• Establish connectivity between residences and commercial destinations that are
located in close proximity to one another to promote the option of walking and
biking rather than driving” 14 .
The 2006 Charlottesville Transit Development Plan 15 recommends changes to
Charlottesville Transit Service bus route 3B, the route that serves Greenleaf Terrace. The
proposed changes include bringing the western reach of the route in from the portion of
Rugby Road near the University of Virginia campus to 10 th street, approximately 9 city
blocks further east. The change is recommended in part to eliminate duplication in
service between CTS and the UVA bus service. This change effectively eliminates Route
3 service to the UVA campus, requiring a route transfer. The recommended alteration to
the route was implemented in 2007.
13 2007 City of Charlottesville Comprehensive Plan
14 2007 City of Charlottesville Comprehensive Plan
15 2006 City of Charlottesville Transit Development Plan

Existing Conditions: Conclusions
The data above presents a picture of a neighborhood that, while not suffering from acute
traffic issues, is certainly in need of basic traffic-calming measures, as well as a
coordinated, cohesive effort to improve access to and connections between pedestrian,
biking and public transportation modes.
The neighborhood survey provides a useful albeit somewhat limited view of
transportation mode use in Greenleaf Terrace. The high level of vehicle access certainly
discourages some use of other transportation modes, although the census data would
suggest that the vast majority of biking and walking that takes place in the neighborhood
is recreational in nature. Several of the residents further explained that they felt unsafe
biking in the neighborhood, a perception that may be largely responsible for the low
percentage of bikers. Likewise, a number of residents further explained their lack of
public transportation patronage, citing infrequent service and a lack of service to the
locations they need to travel as major factors.
Although an origin-destination study was not feasible given the time constraints of the
study, traffic volume measurements throughout Greenleaf Terrace suggest that cutthrough
traffic from surrounding collector and arterial roads is occurring. The volumes
on Wellford and Oxford Roads indicate, as mentioned previously, that Wellford and
Oxford Roads may be serving as a route to avoid the busy intersections of Barracks and
Rugby Roads and Rugby Road at Rugby Avenue. It would also appear (pending receipt
of further traffic counts on Rose Hill Drive and Gentry Lane) that Rose Hill Drive is
heavily used in conjunction with Greenleaf and Oakleaf Lanes, Del Mar Drive and
Gentry Lane to provide access through the neighborhood, most likely for vehicles going
to and from Walker Elementary School.
The speed data acquired in Greenleaf Terrace supports the implementation of traffic
calming measures to reduce vehicle speeds to a level more appropriate for a residential
neighborhood in which vehicles may easily come into conflict with pedestrian and
bicycle traffic. The speeds observed also support the need for improved pedestrian and
bicycle accommodations to ensure walking and biking safety.
A review of accident data does not reveal any major issues. Accidents are most
predominant at intersections in areas of high traffic volumes, as one would expect.
However, the cluster of accidents along the Rose Hill Drive corridor are troublesome and
may indicate high traffic volume in an area directly adjacent to Greenleaf Park and thus
to an area of increased pedestrian traffic.

Neighborhood Assets & Liabilities
Assets:
• Park-like suburban atmosphere
• Recreational amenities afforded by Greenleaf Park
• Close proximity to downtown pedestrian mall
• Convenience of Walker Elementary
• Ease of access to Route 250 Bypass, Route 29
• Public transit service
• Crow Recreation Center
Liabilities:
• Traffic generated by Walker Elementary
• Traffic speeding through neighborhood
• Lack of complete pedestrian amenities
• Lack of bicycle amenities
• Inconvenience of current CTS route
• Lack of neighborhood identity to outsiders

Vision, Goals and Objectives
Vision Statement
Greenleaf Terrace is a safe, vibrant residential neighborhood with a variety of
transportation modes available to its residents. Traffic calming measures ensure that
vehicular traffic traveling through the neighborhood maintains a safe speed and excessive
through-traffic is discouraged from utilizing local streets within the neighborhood.
Bicycle and pedestrian-oriented improvements allow safe movement of cyclists and
walkers throughout the neighborhood. Public transit stops are clearly marked and
provide a friendly atmosphere for waiting riders. Bicycle, pedestrian and public
transportation are linked to allow for easy multi-modal travel.
Goals and Objectives
Goal 1: Pedestrian safety is ensured throughout Greenleaf Terrace.
• Objective 1.1: Create a more complete neighborhood sidewalk network
• Objective 1.2: Install crosswalks at locations of high vehicle/pedestrian
interaction
• Objective 1.3: Install curb bulb-outs in conjunction with crosswalks
• Objective 1.4: Add pedestrian signals at Rugby Ave/Rose Hill Drive intersection
• Objective 1.5: Create park gateway to increase entrance visibility and enhance
pedestrian safety
Goal 2: Greenleaf Terrace provides a safe and friendly atmosphere for
cycling
• Objective 2.1: Incorporate previous plan recommendations of bike lanes on
Rugby Avenue
• Objective 2.2: Extend bike lanes on Rose Hill Drive north to Crow Recreation
Center
• Objective 2.3: Install bike route signs on Oxford Road, Del Mar Drive and Gentry
Lane (from Del Mar to Rugby Road)
• Objective 2.4: Provide bicycle racks within Greenleaf Park

Goal 3: Vehicles in Greenleaf Terrace travel at posted speed limits and cutthrough
traffic is discouraged.
• Objective 3.1: Install speed humps at strategic locations to help slow vehicular
traffic
• Objective 3.2: Install traffic circles at the intersections of Del Mar Drive &
Greenleaf Lane, Del Mar Drive and Oakleaf Lane, Oxford Road & Rose Hill
Drive and Dairy Road/Gentry Lane/Rugby Road to help slow and better manage
vehicular traffic
• Objective 3.3: Create neighborhood gateways at Rose Hill Drive & Rugby
Avenue, Oxford Road & Rugby Road and Gentry Lane & Rugby Road
Goal 4: Public transit is a convenient and efficient transportation alternative
for neighborhood residents and is linked to pedestrian and bicycle routes.
• Objective 4.1: Modify current route 3B to include service to UVA campus
• Objective 4.2: Increase frequency of bus route navigation from every one to
every one-half hour during peak travel times
• Objective 4.3: Ensure that CTS stops are linked to major pedestrian routes and
that stops provide a welcoming environment for waiting riders

Transportation Plan
Goal 1: Pedestrian safety is ensured throughout Greenleaf Terrace.
Initial meetings and subsequent correspondence with residents of Greenleaf Terrace
confirm that pedestrian safety is of paramount importance to most in the neighborhood.
The presence of Walker Elementary school within the neighborhood lends further
credence to concerns for the safe movement of pedestrians.
Objective 1.1: Create a more complete neighborhood sidewalk network
The creation of a complete and connected network of sidewalks throughout Greenleaf
Terrace is a key step toward improving pedestrian safety. The existing neighborhood
system of sidewalks is sporadic. While the perimeter of the neighborhood is served by
sidewalks on Rugby Road, Rugby Avenue and Rose Hill Drive, east-west pedestrian
movement through the neighborhood requires potentially dangerous travel on roadways.
North-south movement through the neighborhood is better facilitated by the sidewalk on
Rose Hill drive; however, a link to Gentry Lane is needed to completely eliminate
pedestrian road use when moving in this direction. The second main north-south route
through the neighborhood, Wellford Road, also lacks a complete sidewalk.
Map 9 shows the recommended sidewalk improvements that are needed to remedy the
current deficiency of pedestrian thoroughfares through Greenleaf Terrace. All streets in
the neighborhood should have a sidewalk on at last one side of the roadway.
A phased approach to the completion of sidewalk installation is recommended, giving
priority to streets on which interactions between vehicular and pedestrian traffic are most
likely; Greenleaf Lane is one such road. Not only is a sidewalk on Greenleaf Lane
essential for the safe north-south flow of pedestrian traffic through the neighborhood; it
also forms a portion of a safe route to Greenleaf Park from the western half of the
neighborhood. The section of Greenleaf Lane from Rose Hill Drive to Del Mar Drive is
of sufficient width to install a sidewalk on the north side of the road if parking is
eliminated on one side of the street. If residents are unwilling to give up street parking,
sufficient right-of-way exists to facilitate sidewalk installation. A small section of
sidewalk already exists on the west side of the section of Del Mar Drive from Oakleaf
Lane to Gentry Lane. This section should be extended south around the corner to the
intersection with Oakleaf Lane using existing right-of-way. A sidewalk should also be
added to the north side of Oakleaf Lane to allow safe pedestrian access to the Crow
Recreation Center at the top of Rose Hill Drive.
Oxford Road is another high priority sidewalk corridor that is necessary to provide a safe
and direct east-west pedestrian route through the lower half of Greenleaf Terrace. Oxford
Road varies in width from 30 feet near its intersection with Rose Hill Drive to about 17
feet closer to Rugby Road. The majority of the road is around 20 feet in width, making
the use of existing right-of-way adjacent to the road edge the most attractive option for

sidewalk installation. Installation is recommended on the north side of Oxford Road due
to a more consistently-wide right-of-way.

Map 9: Proposed Pedestrian Accommodations
RAMP
HOLIDAY DR
250 BYPASS
US HWY 250
ST ANNES RD
WARREN LN
Meadowcreek Park
GENTRY LN
US HWY 250
GROVE RD
MEADOWBROOK RD
Accommodations
Crosswalk
Existinig Crosswalk
Existing Sidewalk
HILLTOP RD
DAIRY RD
BLUE RIDGE RD
Sidewalk
RUGBY RD
DEL MAR DR
GREENLEAF LN
OAKLEAF LN
ROSE HILL DR
McIntire Park
CAMBRIDGE CIR
BRUCE AVE
250 BYPASS
MASON LN
PARKER PL
HERNDON RD
WELLFORD ST
RUGBY AVE
OXFORD PL
OXFORD RD
RUTLEDGE AVE
Greenleaf Park
PLYMOUTH RD
RAMP
SHERWOOD RD
KENSINGTON AVE
ROBINSON WOODS
PRESTON AVE
WESTWOOD RD
Feet
0 165 330 660 990 1,320
HARDWOOD AVE
AUGUSTA ST
Source: City of Charlottesville GIS

The third and final high priority pedestrian link is Wellford Street from Rugby Avenue to
Greenleaf lane. The installation of sidewalk along Wellford Street will complete the
pedestrian connection of the western portion of the neighborhood to Greenleaf Park.
Because of the relatively low traffic volumes experienced on Wellford street and 30 foot
road width, it is recommended that the roadway be used to accommodate sidewalk
installation on the west side of the street in conjunction with parking restrictions.
Objective Implementation:
The City of Charlottesville should initiate installation of sidewalks with required resident
approval. Several options are available for sidewalk installation depending or road width
and the desires of adjacent residents.
1. On streets with sufficient width, a portion of the asphalt may be removed and a
new sidewalk and curbing installed, reducing the overall width of the road. This
method may also be used in conjunction with the elimination of parking on one
side of the street if the road width will otherwise be too restrictive for vehicular
traffic.
2. Existing right-of-way can be used to install new sidewalks without reducing
current road widths. The existing right-of-way varies depending upon the street
in question.
Objective 1.2: Install crosswalks at locations of high vehicle/pedestrian interaction
To ensure pedestrian safety in Greenleaf Terrace, it is necessary to compliment the
installation of a complete sidewalk network with carefully placed crosswalks at
intersections that pose a hazard to pedestrians due to high traffic volume, the presence of
major pedestrian routes or poor driver visibility. Only one intersection within the
neighborhood, Rose Hill Drive and Oxford Road, currently has a crosswalk; the only
other existing crosswalks excluding those on Rugby Road and Rugby Avenue are the
three on Gentry Lane specifically
to accommodate pedestrian traffic
from Walker Elementary School.
Map 9 depicts the recommended
locations of additional crosswalks
throughout Greenleaf Terrace to
create safer street crossings for
pedestrians. All street crossings
located on the high priority
pedestrian routes mentioned in the
previous section should feature
crosswalks; however, the type of
crosswalk should be determined
by the amount of vehicular traffic
Figure 1: Crosswalk with bulb-out
Source: Nick Rogers

present. Intersections that do not fall under the “high volume” category should, at
minimum, include road striping to delimit the crosswalk location for both pedestrians and
motorists. It is preferred that all crosswalks include wheelchair ramps to ensure ease of
use for physically challenged residents.
Increased signage is another measure that should be employed to warn drivers of
approaching crosswalks. This is especially important in cases where a driver’s view of
the crosswalk may be obstructed, whether by a curve in the road or by changes in
elevation.
Objective Implementation:
The City of Charlottesville should initiate the construction or improvement of crosswalks
first at the following “high volume” intersections:
• Rugby Road, Dairy Road and Gentry Lane
• Del Mar Drive and Gentry Lane
• Greenleaf Lane and Rose Hill Drive
• Oxford Road and Rose Hill Drive (improvement)
The City should next focus its attention on the installation of crosswalks at all remaining
intersections along the major pedestrian routes along Rose Hill Drive, Oxford Road,
Wellford Street and Greenleaf Lane.
At intersections that present a particular risk to pedestrians, the City should investigate
the use of devices such as rumble strips to help slow vehicles and warn drivers of the
approaching crosswalks. Noise generated from items such as rumble strips must be taken
into consideration when installation is in a residential area such as Greenleaf Terrace.
Objective 1.3: Install curb bulb-outs in conjunction with crosswalks
Crosswalks at high-volume or low-visibility intersections should incorporate design
features that increase the awareness of drivers that they are approaching an area of
possible pedestrian interaction. Whenever possible, these types of crosswalks should be
used in conjunction with curb bulb-outs which will create a narrowing of the roadway.
Reducing roadway width will not only shorten the length of crossing for pedestrians; it
will likewise serve as a mechanism to slow vehicles approaching the intersection.
Narrower road widths typically lead to slower vehicle speeds, which in turn increases
safety for pedestrians and cyclists alike.
Curb bulb-outs also provide an additional aesthetic benefit; they provide an additional
area for landscaping, thereby adding color and interest to an otherwise nondescript and
mostly-paved location. Plantings in the bulb-outs can be coordinated with plantings at
neighborhood gateways to provide a consistent theme throughout the neighborhood.

Objective Implementation:
The City of Charlottesville should, in conjunction with neighborhood residents,
determine the best locations for curb bulb-out use depending upon crosswalk presence,
existing road width and resident parking preferences. Bulb-outs should not be installed in
locations where existing resident driveways will make vehicle entrance/egress difficult.
Objective 1.4: Add pedestrian signals at Rugby Ave/Rose Hill Drive intersection
The traffic volume analysis of Greenleaf Terrace reveals that as many as 7900 vehicles
pass through the intersection of Rugby Avenue and Rose Hill Drive each weekday. Data
analysis also reveals that the same intersection is currently the only signalized
intersection on the perimeter of the neighborhood that does not have dedicated signals for
pedestrian or cyclist crossings.
While the intersection of Rose Hill does not
carry the traffic volumes experienced by the
intersections at Rugby Road and Rugby Avenue
or Rugby Road and Barracks Road, it still
carries enough traffic to pose a threat to
pedestrians attempting to cross Rugby Avenue.
The intersection doe currently feature
crosswalks, but is lacking the pedestrian
signalization found at the other two previously
mentioned intersections.
Objective Implementation:
Figure 2: Countdown signal
Source: precisionsolarcontrols.com
The City of Charlottesville should install a pedestrian signal utilizing “countdown”
signals that inform pedestrians of crossing time remaining. Signal crossing time should
be of a sufficient length to allow for the safe crossing of both cyclists and pedestrians,
with consideration given to the needs of the disabled.
Objective 1.5: Create park gateway to increase entrance visibility and enhance
pedestrian safety
Greenleaf Park is an outstanding neighborhood amenity that is enjoyed throughout the
year by the residents of Greenleaf Terrace. The existing humble entrance, however,
belies the variety of recreation possibilities that await residents. Greenleaf Park deserves
an entrance more fitting of its important position in the life of the neighborhood.
The lack of a highly-visible park entrance also creates a potential hazard for pedestrians
and cyclists alike as they enter or leave the park from Rose Hill Drive. Motorists do not
readily see the entrance and may not be expecting to encounter pedestrians or bikers in
their path. It is recommended that a new, highly visible entrance be built for Greenleaf
Park. The new park entrance should utilize the extra area afforded by the bulb-out to add

low landscaping that will help to visible connect the park to the rest of the neighborhood
while at the same time providing a safer and more welcoming street crossing for
pedestrians.
Objective Implementation:
The City of Charlottesville, in consultation with residents adjacent to the park entrance
should construct a new entrance for Greenleaf Park that incorporates a crosswalk with
curb bulb-outs across Rose Hill Drive on the north side of the park entrance to coincide
with the proposed walkway into the park. The crosswalk will also coincide with the
sidewalk proposed under Objective 1.1 for the north side of Greenleaf Lane.

Map 10: Proposed Bicycle Accommodations
RAMP
HOLIDAY DR
Meadowcreek Park
MEADOWBROOK RD
250 BYPASS
Accommodations
Bike Route Signs
New Bike Lane
Existing Bike Lane
HILLTOP RD
US HWY 250
DAIRY RD
KEITH VALLEY RD
GENTRY LN
ST ANNES RD
MEADOWBROOK HEIGHTS RD
US HWY 250
WARREN LN
GROVE RD
YORKTOWN DR
CONCORD DR
DEL MAR DR
OAKLEAF LN
RUGBY RD
McIntire Park
GREENLEAF LN
CAMBRIDGE CIR
BLUE RIDGE RD
BRUCE AVE
OXFORD PL
Greenleaf Park
250 BYPASS
MASON LN
KENSINGTON AVE
HERNDON RD
WELLFORD ST
RUGBY AVE
WESTWOOD RD
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
PLYMOUTH RD
RAMP
SHERWOOD RD
RAMP
RAMP
PRESTON AVE
ROBINSON WOODS
HARDWOOD AVE
Feet
0 180 360 720 1,080 1,440
AUGUSTA ST
Source: City of Charlottesville GIS
AMHERST ST

Goal 2: Greenleaf Terrace provides a safe and friendly atmosphere for
cycling.
According to the results of the neighborhood survey conducted, over one-third of those
surveyed cycle regularly. If the survey is representative of the average resident in the
neighborhood, as many as 300 of the 1000 residents 16 in Greenleaf Terrace will
potentially cycle within the neighborhood. The establishment of safe cycling routes
within Greenleaf Terrace is clearly an important step toward increasing the number of
transportation and recreation alternatives for neighborhood residents. However, the
importance of establishing bicycle route within the neighborhood is equally relevant to
the further expansion of Charlottesville’s existing bicycle lane and path system and the
fulfillment of the current Charlottesville Comprehensive plan.
Objective 2.1: Incorporate previous plan recommendations of bike lanes on Rugby
Avenue
The Charlottesville Bicycle and Pedestrian Plan 17 recommends the addition of bike lanes
to Rugby Avenue. These lanes will provide an important link to the bike lanes on Rugby
Road that are also proposed under the same plan, although adding bike lanes to Rugby
Road will require major modification to the roadway, making near-term implementation
unlikely. Cycling lanes on Rugby Avenue will also create a much-needed connection for
bicycle traffic from the southern end of Greenleaf Terrace to McIntire Park.
Bicycle lanes on Rugby Avenue should be designated by pavement striping at a
minimum and the City should also investigate the use of pavement reflectors not only to
aid visibility in poor weather and low lighting, but also to provide an auditory warning
when vehicles begin to encroach on cyclists. Clear signage should also accompany the
addition of bicycle lanes to notify motorists that they may encounter high levels of
bicycle traffic.
Objective Implementation:
The City of Charlottesville should use the 5’ minimum width for the installation of
bicycle lanes on Rugby Avenue and restrict parking to one side of the street if necessary
after resident consultation. Applied striping materials should be used rather than painted
stripes to ensure marking longevity. Reflectors should be installed in conjunction with
the striping within 50 feet of intersections at minimum. Signage should be installed in
accordance with location shown on Map 10 and should be located as near the roadway as
possible in an area free from obstructions.
16 2000 US Census Bureau, Summary File 1
17 2003 City of Charlottesville Bicycle & Pedestrian Facilities Master Plan

Objective 2.2: Extend bike lanes on Rose Hill Drive north to Crow Recreation Center
The Charlottesville Bicycle and Pedestrian Plan recommends adding signage to Rose Hill
Drive to warn drivers of the presence of cyclists 18 . It is recommended that bicycle lanes
be designated using pavement markings in addition to the planned additional signage.
The lanes on Rose Hill Drive will facilitate a connection to the Crow Recreation Center
adjacent to Walker Elementary and provide a safer route for cyclists in Greenleaf Terrace
traveling to or from the downtown area to the south.
In a similar fashion to the lanes recommended for Rugby Avenue, bicycle lanes on Rose
Hill Drive should be marked clearly using pavement striping, signage and, if possible,
reflectors for poor-visibility situations. Installation of lanes may require removal of some
parking after resident consultation.
Objective Implementation:
See implementation instruction for Objective 2.2
Objective 2.3: Install bike route signs on Oxford Road, Del Mar Drive and Gentry Lane
(from Del Mar to Rugby Road)
Many motorists pay little attention to cyclists and pedestrians, a situation that can lead to
hazardous emergency maneuvers that threaten the safety of both the driver and the
cyclist/pedestrian. Cyclists are under additional risk relative to pedestrians because in
most cases, they are forced to continuously share the road with vehicular traffic.
Installing signage is a relatively easy method to ensure that motorists are aware of the
possibility of interacting with bicycle traffic.
Due to existing road widths and anticipated lower levels of cyclists, Oxford Road, Del
Mar Drive and Gentry Lane (from Del Mar to Rugby Road) are not appropriate for
pavement-designated bicycle lanes without either the elimination of parking on at least
one side of the road or road widening. These streets should instead incorporate the use of
“bike route” and “share the road” signage as described above.
Objective Implementation:
The City of Charlottesville should erect signage for the proposed bicycle routes in
accordance with Map 10. Signs should clearly mark the roads as a “bike route” and
should be accompanied by a “share the road” sign emphasizing the importance of driver
awareness and additional courtesy required when dealing with cyclists.
18 2003 City of Charlottesville Bicycle & Pedestrian Facilities Master Plan

Objective 2.4: Provide bicycle racks within Greenleaf Park
A key component to the fulfillment of Goal 2 is providing not only a safer but a
“friendlier” atmosphere for cyclists in Greenleaf Terrace. Creating this atmosphere
requires supplying cyclists with amenities that make it easier for them to take full
advantage of the recreational possibilities that exist within the neighborhood.
Source: moma.org
of the many facilities that are available at the park.
Greenleaf Park is a
recreational amenity that is
available to neighborhood
residents via multiple modes
of transportation. Limited
vehicle spaces currently exist
within Greenleaf Park for
those who choose to drive,
and pedestrians don’t require
a place to store a vehicle
while visiting. Currently, no
secure space exists for the
temporary storage of bicycles
while cyclists are making use
The installation of a bicycle rack in Greenleaf Park is recommended to provide a safe and
secure location for cyclists to stow bicycles while they enjoy park amenities. The rack
should be installed in an area with a clear line of sight to the park entrance, both for
safety purposes and to ensure the rack is easily spotted by entering cyclists.
Objective Implementation:
The City of Charlottesville should, through a cyclist usage survey, determine the
appropriate size for the rack/racks. Through the use of the same survey, the best
placement of the rack/racks can be determined (adjacent to restrooms, drinking fountain,
etc.). The design of the rack should be unobtrusive and should compliment rather than
detract from the appearance of the park.

Map 11: Proposed Traffic Calming Measures
RAMP
HOLIDAY DR
Meadowcreek Park
MEADOWBROOK RD
250 BYPASS
Traffic Calming
Neighborhood Gateway
Speed Hump
Traffic Circle
HILLTOP RD
US HWY 250
DAIRY RD
KEITH VALLEY RD
GENTRY LN
ST ANNES RD
MEADOWBROOK HEIGHTS RD
US HWY 250
WARREN LN
GROVE RD
YORKTOWN DR
CONCORD DR
DEL MAR DR
OAKLEAF LN
RUGBY RD
McIntire Park
GREENLEAF LN
CAMBRIDGE CIR
BLUE RIDGE RD
BRUCE AVE
OXFORD PL
Greenleaf Park
250 BYPASS
MASON LN
KENSINGTON AVE
HERNDON RD
WELLFORD ST
RUGBY AVE
WESTWOOD RD
OXFORD RD
RUTLEDGE AVE
ROSE HILL DR
PLYMOUTH RD
RAMP
SHERWOOD RD
RAMP
RAMP
PRESTON AVE
ROBINSON WOODS
HARDWOOD AVE
Feet
0 180 360 720 1,080 1,440
AUGUSTA ST
Source: City of Charlottesville GIS
AMHERST ST

Goal 3: Vehicles in Greenleaf Terrace travel at posted speed limits and cutthrough
traffic is discouraged.
Pedestrian safety is clearly the foremost concern of many Greenleaf Terrace residents.
The root cause of the concern for safety undoubtedly stems from the perception shared by
many residents of a vehicular speeding problem within the neighborhood. The vehicular
speed data gathered by the City of Charlottesville substantiates the perception of a
speeding problem within Greenleaf Terrace. A lack of traffic control is clearly not the
issue; all major intersections surrounding the neighborhood are signalized and all internal
intersections utilize stop signs. Vehicles reaching speeds above the posted limits
primarily at “mid-block” locations, a situation that is amplified in Greenleaf terrace due
to its meandering network of streets and relatively long distances on many streets
between intersections. However, more can be done at some intersections to slow traffic
as well. Residents complain of vehicles “tapping” their brakes at stop signs while
continuing to roll through them- a potentially hazardous situation. Traffic calming
solutions can be applied both at and in between intersections that will help significantly
to slow traffic in the neighborhood.
Cut-through traffic originating from outside Greenleaf Terrace also factors into the
equation of pedestrian safety. An analysis of traffic volumes throughout the
neighborhood (shown on Map 6, p. 15) indicate that some vehicles may be choosing to
pass through the neighborhood rather than wait for signals at the busy intersections on
Rugby Road. It is also apparent from traffic count data that Walker Elementary is a
major generator of trips through the neighborhood. The use of traffic calming devices
will not only aid in reducing traffic speed through the neighborhood, but will help make
the local streets of Greenleaf Terrace less attractive and convenient to traffic from outside
destinations.
Objective 3.1: Install speed humps at strategic locations to help slow vehicular traffic
Figure 3: Speed hump
Source: ci.muscatine.ia.us
Speed bumps have been utilized for
many years in the reduction of vehicle
speeds. While they can be effective in
reducing vehicle speeds, speed bumps
are also designed for very low speed
traffic and are usually found in parking
lots rather than on local streets.
Typically, “speed humps” are used on
local streets to slow traffic; they are less
abrupt and therefore allow slightly
faster crossing speeds and less noise
that created by a speed bump (See Fig.
2). According to the Charlottesville

Traffic Calming Device Implementation Guidebook, when a vehicle traverses speed
humps or “speed tables,” “a rocking motion is created that results in most vehicles
slowing to 15 miles per hour or less.” 19
All speed humps should include signs warning drivers of their presence and should span
the entire width of the travel lanes to discourage drivers from maneuvering around the
devices.
According to analysis of collected speed data within Greenleaf Terrace (Map 7, p. 18), all
collection points showed 85 th percentile speeds above the posted speed limit of 25 miles
per hour. All roads where speeds were measured exhibit a moderate to serious speeding
problem, according to the definitions provided by the City of Charlottesville. 20
Both Rose Hill Drive and Oxford Road include relatively long stretches of road between
intersections. Rose Hill Drive between Oxford Road and Greenleaf Lane measures
approximately 1000 feet between intersections; the stretch of Oxford Road between
Rugby Road and Wellford Street measures an even longer 1600 feet. These long sections
of uninterrupted roadway allow vehicles to reach speeds well in excess of the posted limit
before encountering any obstacles. Because of this potential for reaching high speeds,
both of the aforementioned sections of roadway should be given the highest priority for
speed hump installation.
Other well traveled sections of road that would benefit from speed humps include the
entire length of Gentry Lane, the entire length of Wellford Street and the remaining
length of Rose Hill Drive.
Objective Implementation:
The city of Charlottesville should install speed humps in a manner that will render them
most effective for the reduction of vehicle speeds. Recommended locations for the speed
humps are shown on Map 11. Long stretches of roadway may require a series of speed
humps placed 300-600 feet apart to see the most benefit in speed reduction. 21 Speed
humps may be constructed from a variety of different materials and with a varying degree
of permanence. Speed humps/tables may be constructed of asphalt or they may be
composed of a dense rubber or plastic material that is affixed to the roadway. Currently,
a “moderate” speeding condition is required to install speed tables, while the utilization
of speed humps requires a “serious” condition. 22 It is recommended that this discrepancy
in the Charlottesville Traffic Calming Guidelines be changed to allow the installation of
lower-cost speed humps in moderate speed situations.
Objective 3.2: Install traffic circles at the intersections of Del Mar Drive & Greenleaf
Lane, Del Mar Drive and Oakleaf Lane, Oxford Road & Rose Hill Drive and Dairy
Road/Gentry Lane/Rugby Road to help slow and better manage vehicular traffic
19 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook
20 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook
21 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook
22 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook

Many people have a mental image of traffic circles that can create serious challenges to
their implementation. Several misconceptions exist regarding the safety of both vehicles
and pedestrians negotiating traffic circles and their larger form, known as “roundabouts.”
In reality, properly designed traffic circles have been shown to significantly reduce the
number of vehicular accidents at
intersections. 23 Traffic circles in
Greenleaf Terrace will not only help
reduce the speed of traffic in and
around intersections; they will also
help to improve vehicular and
pedestrian safety. An additional side
benefit will be the elimination of the
confusion that can accompany
intersections with multi-way stop
signs.
The traffic circles recommended for
all of the above intersections should
be designed with mountable or semimountable
center islands to allow
negotiation by emergency and road
maintenance vehicles. Center islands
can incorporate landscaping and
decorative materials such as brick or
Figure 4: Traffic Circle
Source: Cityoflansingmi.com
stone and thereby also provide an aesthetic benefit to the neighborhood in addition to
traffic-calming benefits.
Objective Implementation:
The City of Charlottesville should install traffic circles in Greenleaf Terrace in
accordance with the design considerations included in the Charlottesville Traffic Calming
Guidebook. The design of the circles should be consistent with that shown in Figure 3
and should include “splitter bars” to help direct traffic into the circle and slow its
approach.
The traffic circles at Del Mar Drive and Oakleaf and Greenleaf Lanes will be connected
by an island because of their proximity to one another. Each road entering the traffic
circle will feature a pedestrian crosswalk that will utilize the splitter bar as a mid-point of
the crossing. The remainder of the traffic circles will follow a design similar to that in
figure 4.
Clear signage should be included on all roads entering each circle to warn motorists of its
presence, especially in cases where visibility of the intersection is limited. Pedestrian-
23 2000 City of Charlottesville Traffic Calming Device Implementation Guidebook

scale lighting should also be used in and adjacent to the traffic circles to ensure safety at
night.
Objective 3.3: Create neighborhood gateways at Rose Hill Drive & Rugby Avenue,
Oxford Road & Rugby Road and Gentry Lane & Rugby Road
The concept of creating neighborhood gateways is relatively simple and has several
benefits. Neighborhood gateways assist in creating a unique identity for a neighborhood
and bolster community pride; it can also let those unfamiliar with the area know that they
are leaving one area and entering another. From a traffic standpoint, gateways inform
drivers that they are entering a residential neighborhood and therefore should expect
lower speed limits, narrower streets and increased levels of pedestrian traffic. Gateways
also provide an opportunity to add landscaping and visual interest to what may be an
otherwise bland intersection.
The intersection of Rose Hill
Drive and Rugby Avenue
was selected as a gateway
location because of its high
daily traffic volumes as well
as its prominence as a
neighborhood entrance. This
gateway should receive the
most attention and should be
prioritized over the other two
intersections. The remaining
intersections were chosen as
gateways partly due to traffic
volumes, but largely because
Source: nowland.org
they both represent an abrupt
transition from a relatively
busy collector road into an area with a very quiet, residential character. The entrance to
Oxford Road at Rugby Road already has low walls- it would be possible to improve the
gateway, perhaps with a placard and landscaping for a minimum cost. Placing gateways
at each of these locations will alert motorists to this change and prompt them to adjust
their driving speed and style accordingly.
Objective Implementation:
The City of Charlottesville should work closely with Greenleaf Terrace Residents to
ensure that the installed neighborhood gateways reflect the proper “neighborhood image”
The city should establish, through the Greenleaf Terrace Neighborhood Association, a
group of residents that are willing to donate time toward the maintenance of any
landscaping that accompanies the gateways. An example of a simple gateway treatment
would be an unobtrusive sign naming Greenleaf Terrace accompanied by attractive

landscaping at each corner. A more complex alternative would utilize stone or brick
columns at each corner attached to a low wall to which would be affixed the
neighborhood name. The final design should reflect the input and character of the
neighborhood and its residents.

Goal 4: Public transit is a convenient and efficient transportation alternative
for neighborhood residents and is linked to pedestrian and bicycle routes.
Public transportation is an important component of urban life; just like walking and
biking, it provides an alternative means of transportation to the automobile, especially for
those that either do not have access to or are unable to utilize other modes. While survey
results indicate that a small percentage of Greenleaf Terrace residents currently take
advantage of the Charlottesville Transit Service (CTS) bus route that serves the
neighborhood, many surveyed residents indicated that they might use the service more
frequently if it were made more convenient. The same residents also cited the current
lack of service to the University of Virginia campus as a major disincentive toward bus
usage.
Because of the nature of public mass transit, the bus can not reasonably visit every street
in the neighborhood as it circulates on its route. The current route through the
neighborhood serves most residents well, although the majority of them may have to
walk 1 to 2 city blocks to reach a bus stop. This is not a issue as long as the walk or bike
ride to the bus stop is made safely on sidewalks and with safe street crossings. Many of
the improvements under Goal 1 are therefore strongly tied to making public transit
service more accessible to Greenleaf Terrace residents.
Objective 4.1: Modify current route 3B to include service to UVA campus
The 2007 alteration to CTS route 3B that resulted in the drop of direct service to the
UVA campus is consistently cited as a reason for discontinuing bus patronage by
Greenleaf Terrace residents. UVA is a major employer in Charlottesville as well as
attracting many thousands of students a year to its campus. Resuming direct service to
the UVA campus can only increase the use of this currently underutilized community
service. Therefore it is recommended that service to the UVA campus be added to the
existing route 3B to enable more residents in the neighborhood to use mass transit as a
means to travel to work or school.
Objective Implementation:
The City of Charlottesville, through the Charlottesville Transit Service (CTS) should
implement the creation of Route 9 as proposed for the 2009 city budget. This new route
would replace the existing route 3B and would resume service to the UVA campus while
also extending service north of the neighborhood to Grove Road.
Objective 4.2: Increase frequency of bus route navigation from every one to every onehalf
hour during peak travel times
Relatively frequent bus service is an important factor in the ability for riders to
conveniently utilize a mass transit system. Many areas in Charlottesville do not have the
levels of ridership to support 15 minute or even half-hour. Unfortunately, the need to

most efficiently use busses requires sacrificing the frequency of service, which in turn
makes it more difficult for riders to utilize the system. A compromise between
maximizing bus use and providing a more useful level of service would seen to be one
solution to the situation that would not require a significant increase in resources.
To help improve the usability of the CTS bus service for Greenleaf Terrace residents and
other riders using the same route, it is recommended that service frequency be increased
to every half hour during peak morning and evening travel times. This will effectively
make bus usage more convenient for riders, yet will allow CTS to still operate the route
within its budgetary constraints.
Objective Implementation:
The City of Charlottesville, through CTS, should determine the best method for
implementation of this objective. If the implementation of the proposed Route 9 results
in a significant increase in ridership, it may be warranted to devote a second full-size bus
to the route during peak hours to increase service frequency. If ridership does not
increase, it may be easier to use a smaller bus or oversize van to increase service
frequency when needed.
Objective 4.3: Ensure that CTS stops are linked to major pedestrian routes and that
stops provide a welcoming environment for waiting riders
The linkage between alternative transportation modes in Greenleaf Terrace is of
paramount importance to their ease of use for neighborhood residents. Residents are less
likely to utilize the CTS bus services if their walk to a stop is impeded in some manner.
To achieve this modal linkage, it is essential that the high-priority sidewalks identified
under Objective 1.1 be installed. This will help to ensure the safety and comfort of those
making their way to one of the CTS stops.
Public transit can sometimes be the only
means of transportation available to the elderly
or physically disabled. For physically
challenged residents, the walk to a bus stop
itself can be an arduous journey, and upon
arrival at the stop, it may be necessary to rest
while waiting for the arrival of a bus. While a
few CTS stops in the neighborhood currently
possess benches, most stops do not have such
an amenity available. Benches should be
installed at all CTS stops within Greenleaf
Terrace to ensure the comfort of waiting riders.
While access to the internet and “online”
information regarding a host of public services
has become available to a large portion of the
Source: nwpr.bc.ca

population, many Greenleaf Terrace residents may not enjoy easy access to such
information. A decision to ride a bus may also be made on the “spur of the moment,”
rather than being planned in advance. In both of the preceding situations, it is essential to
have route and schedule information available to potential riders in a form that can be
easily accessed and understood. A CTS route map and schedule should be posted
prominently at each stop within Greenleaf Terrace.
Objective Implementation:
The City of Charlottesville should implement sidewalk improvements as proposed under
Objective 1.1, thereby ensuring that CTS stops and major pedestrian routes coincide. The
city should utilize benches that are in character with the suburban residential feeling
found throughout Greenleaf Terrace. Benches should be large enough to comfortably
accommodate three adults and should be permanently affixed to avoid possible theft or
vandalism. Route and schedule information should either be printed on weatherproof
material or should be protected from the elements by some form of covering material.
Route and schedule information should be regularly checked to see if replacement is
needed due to damage or route changes. A telephone number should accompany the
information where riders can receive assistance with route and schedule information if
needed.

Implementation Matrix
The implementation matrix below lists the recommended improvement and a time frame
for implementation. All improvements will be the responsibility of the City of
Charlottesville in coordination with neighborhood residents. While the City will be
responsible for the installation of the devices listed below, residents may be required to
assist in the maintenance of neighborhood signs and associated landscaping.
Action
Pedestrian
Install sidewalk on Greenleaf Ln.
and Oakleaf Ln.
Install sidewalk on Wellford St.
Install sidewalk on Oxford Road
Complete sidewalk network
Install crosswalk at Rugby Rd. &
Dairy Rd.
Install crosswalk at Del Mar Rd. &
Gentry Ln.
Install crosswalk at Greenleaf Ln.
&Rose Hill Dr.
Install crosswalk at Oxford Rd. &
Rose Hill Dr.
Install crosswalks along Wellford
St.
Install crosswalks along Oxford
Rd.
Add pedestrian signal at Rose Hill
Dr. & Rugby Ave.
Bicycling
Create bike lanes on Rugby Av.
Create bike lanes on Rose Hill Dr.
Install bike route signs
Install bicycle rack
Speeding
Install speed humps on Rose Hill
Dr.
Install speed humps on Oxford Rd.
Install speed humps on Greenleaf
Ln. & Gentry Ln.
Install speed humps through
remainder of neighborhood
Short Term
1-3 years
X
X
X
X
X
X
X
X
X
X
X
X
Middle Tern
3-5 years
X
X
X
X
X
X
Long Term
5-8 years
X

Action
Install traffic circle at Del Mar Dr.
& Greenleaf Ln.
Install traffic circle at Del Mar Dr.
& Oakleaf Ln.
Install traffic circle at Oxford Rd.
& Rose Hill Dr.
Install traffic circle at Rugby Rd. &
Dairy Rd.
Create neighborhood gateway at
Rose Hill Dr. & Rugby Ave.
Improve neighborhood gateway at
Oxford Rd. & Rugby Rd.
Create neighborhood gateway at
Gentry Ln. & Rugby Rd.
Public Transit
Modify route to include UVA
Increase frequency of service
Install benches
Post route/schedule
Short Term
1-3 years
X
X
X
Middle Tern
3-5 years
X
X
X
X
X
Long Term
5-8 years
X
X
X

Appendices

Appendix A
Traffic Count Data Sheets
City of Charlottesville, 2008

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Gentry Ln @ 1443
A study of vehicle traffic was conducted with HI-STAR unit number 2878. The study was done in the
NB lane on Gentry Ln @ 1443 in Charlottesville, VA in /_near Albemarle county. The study began on
02/26/2008 at 12:00 AM and concluded on 02/29/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 1,971 vehicles
passed through the location with a peak volume of 37 on 02/28/2008 at 07:45 AM and a minimum
volume of 0 on 02/26/2008 at 12:00 AM. The AADT Count for this study was 657.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 41 490 1050 293 52 15 10 1 1 10 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 22 mph with 19.4 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.51 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 26.49 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
1865
21
to
27
45
28
to
39
40
to
49
Chart 2
50
to
59
45 6 2 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 1,910 which represents 97.30 percent of the total classified vehicles. The number of
Small Trucks in the study was 45 which represents 2.30 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 6 which represents 0.30 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 2 which represents 0.10 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/28/2008 at 07:45 AM the average headway between the vehicles
was 23.68 seconds. The slowest traffic period was on 02/26/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 29 and 64 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
03/03/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Gentry Ln @ 1443
A study of vehicle traffic was conducted with HI-STAR unit number 2891. The study was done in the
SB lane on Gentry Ln @ 1443 in Charlottesville, VA in /_near Albemarle county. The study began on
02/26/2008 at 12:00 AM and concluded on 02/29/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 1,172 vehicles
passed through the location with a peak volume of 29 on 02/26/2008 at 03:30 PM and a minimum
volume of 0 on 02/26/2008 at 12:00 AM. The AADT Count for this study was 391.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 41 220 524 238 59 32 12 11 4 21 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 24 mph with 32.4 percent exceeding the posted speed of 25 mph.
The HI-STAR found 1.81 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 29.26 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
1095
21
to
27
46
28
to
39
40
to
49
Chart 2
50
to
59
17 2 1 1 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 1,141 which represents 98.20 percent of the total classified vehicles. The number of
Small Trucks in the study was 17 which represents 1.50 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 2 which represents 0.20 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 2 which represents 0.20 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/26/2008 at 03:30 PM the average headway between the vehicles
was 30.0 seconds. The slowest traffic period was on 02/26/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 29 and 68 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 95.83 percent of the time.
03/03/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Greenleaf Ln @ 1611
A study of vehicle traffic was conducted with HI-STAR unit number 4427. The study was done in the
EB lane on Greenleaf Ln @ 1611 in Charlottesville, VA in /_near Albemarle county. The study began
on 02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours.
Data was recorded in 15 minute time periods. The total recorded volume of traffic showed 807
vehicles passed through the location with a peak volume of 28 on 02/12/2008 at 06:00 PM and a
minimum volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 269.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 38 304 316 74 27 15 7 7 1 9 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 22 mph with 17.5 percent exceeding the posted speed of 25 mph.
The HI-STAR found 1.13 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 26.37 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
727
21
to
27
47
28
to
39
40
to
49
Chart 2
50
to
59
24 0 0 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 774 which represents 97.00 percent of the total classified vehicles. The number of
Small Trucks in the study was 24 which represents 3.00 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 0 which represents 0.00 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 0 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/12/2008 at 06:00 PM the average headway between the vehicles
was 31.03 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 29 and 52 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 99.31 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Greenleaf Ln @ 1611
A study of vehicle traffic was conducted with HI-STAR unit number 4159. The study was done in the
WB lane on Greenleaf Ln @ 1611 in Charlottesville, VA in /_near Albemarle county. The study began
on 02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours.
Data was recorded in 15 minute time periods. The total recorded volume of traffic showed 182
vehicles passed through the location with a peak volume of 7 on 02/13/2008 at 04:15 PM and a
minimum volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 61.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 20 48 50 31 11 2 6 3 3 3 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 23 mph with 33.3 percent exceeding the posted speed of 25 mph.
The HI-STAR found 1.69 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 30.66 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
163
21
to
27
10
28
to
39
40
to
49
Chart 2
50
to
59
3 0 1 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 173 which represents 97.70 percent of the total classified vehicles. The number of
Small Trucks in the study was 3 which represents 1.70 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 0 which represents 0.00 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 0.60 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/13/2008 at 04:15 PM the average headway between the vehicles
was 112.5 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 31 and 68 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Oxford Rd @ 1627
A study of vehicle traffic was conducted with HI-STAR unit number 2620. The study was done in the
EB lane on Oxford Rd @ 1627 in Charlottesville, VA in /_near Albemarle county. The study began on
02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 359 vehicles
passed through the location with a peak volume of 7 on 02/12/2008 at 02:00 PM and a minimum
volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 120.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 10 96 98 97 31 8 3 2 0 8 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 24 mph with 42.2 percent exceeding the posted speed of 25 mph.
The HI-STAR found 2.27 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 29.95 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
332
21
to
27
13
28
to
39
40
to
49
Chart 2
50
to
59
4 3 1 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 345 which represents 97.70 percent of the total classified vehicles. The number of
Small Trucks in the study was 4 which represents 1.10 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 3 which represents 0.80 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 0.30 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/12/2008 at 02:00 PM the average headway between the vehicles
was 112.5 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 31 and 58 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Oxford Rd @ 1627
A study of vehicle traffic was conducted with HI-STAR unit number 2212. The study was done in the
WB lane on Oxford Rd @ 1627 in Charlottesville, VA in /_near Albemarle county. The study began on
02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 652 vehicles
passed through the location with a peak volume of 12 on 02/13/2008 at 05:30 PM and a minimum
volume of 0 on 02/12/2008 at 12:15 AM. The AADT Count for this study was 217.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 32 126 219 154 49 25 12 6 6 14 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 25 mph with 41.3 percent exceeding the posted speed of 25 mph.
The HI-STAR found 2.18 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 31.59 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
610
21
to
27
22
28
to
39
40
to
49
Chart 2
50
to
59
8 2 1 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 632 which represents 98.30 percent of the total classified vehicles. The number of
Small Trucks in the study was 8 which represents 1.20 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 2 which represents 0.30 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 0.20 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/13/2008 at 05:30 PM the average headway between the vehicles
was 69.23 seconds. The slowest traffic period was on 02/12/2008 at 12:15 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 31 and 52 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 86.11 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Rose Hill Dr @ 1602
A study of vehicle traffic was conducted with HI-STAR unit number 2275. The study was done in the
NB lane on Rose Hill Dr @ 1602 in Charlottesville, VA in /_near Albemarle county. The study began on
02/26/2008 at 12:00 AM and concluded on 02/29/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 2,018 vehicles
passed through the location with a peak volume of 47 on 02/26/2008 at 07:45 AM and a minimum
volume of 0 on 02/26/2008 at 12:30 AM. The AADT Count for this study was 673.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 14 84 360 880 480 135 27 14 7 13 0 0 0 0
At least half of the vehicles were traveling in the 25 - 29 mph range or a lower speed. The average
speed for all classified vehicles was 28 mph with 77.2 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.65 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 25 mph and the 85th percentile was 33.89 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
1836
21
to
27
73
28
to
39
40
to
49
Chart 2
50
to
59
96 9 0 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 1,909 which represents 94.80 percent of the total classified vehicles. The number of
Small Trucks in the study was 96 which represents 4.80 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 9 which represents 0.40 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 0 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/26/2008 at 07:45 AM the average headway between the vehicles
was 18.75 seconds. The slowest traffic period was on 02/26/2008 at 12:30 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 29 and 74 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
03/03/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Rose Hill Dr @ 1602
A study of vehicle traffic was conducted with HI-STAR unit number 2873. The study was done in the
SB lane on Rose Hill Dr @ 1602 in Charlottesville, VA in /_near Albemarle county. The study began on
02/26/2008 at 12:00 AM and concluded on 02/29/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 1,345 vehicles
passed through the location with a peak volume of 44 on 02/27/2008 at 02:30 PM and a minimum
volume of 0 on 02/26/2008 at 12:00 AM. The AADT Count for this study was 448.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 12 106 387 520 222 63 14 4 3 8 0 0 0 0
At least half of the vehicles were traveling in the 25 - 29 mph range or a lower speed. The average
speed for all classified vehicles was 27 mph with 62.2 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.60 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 25 mph and the 85th percentile was 32.55 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
1294
21
to
27
24
28
to
39
40
to
49
Chart 2
50
to
59
19 2 0 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 1,318 which represents 98.40 percent of the total classified vehicles. The number of
Small Trucks in the study was 19 which represents 1.40 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 2 which represents 0.10 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 0 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/27/2008 at 02:30 PM the average headway between the vehicles
was 20.0 seconds. The slowest traffic period was on 02/26/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 29 and 70 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 93.06 percent of the time.
03/03/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Rose Hill Dr btw Rutledge&Oxford
A study of vehicle traffic was conducted with HI-STAR unit number 2212. The study was done in the
SB lane on Rose Hill Dr btw Rutledge&Oxford in Charlottesville, VA in /_near Albemarle county. The
study began on 02/26/2008 at 12:00 AM and concluded on 02/29/2008 at 12:00 AM, lasting a total of
72 hours. Data was recorded in 15 minute time periods. The total recorded volume of traffic showed
2,352 vehicles passed through the location with a peak volume of 52 on 02/27/2008 at 07:45 AM and a
minimum volume of 0 on 02/26/2008 at 12:15 AM. The AADT Count for this study was 784.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 39 391 1146 597 114 21 11 7 5 7 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 24 mph with 32.5 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.30 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 28.44 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
2242
21
to
27
62
28
to
39
40
to
49
Chart 2
50
to
59
28 5 1 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 2,304 which represents 98.50 percent of the total classified vehicles. The number of
Small Trucks in the study was 28 which represents 1.20 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 5 which represents 0.20 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/27/2008 at 07:45 AM the average headway between the vehicles
was 16.98 seconds. The slowest traffic period was on 02/26/2008 at 12:15 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 27 and 62 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 99.31 percent of the time.
03/03/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Rugby Ave just N of Winston Rd
A study of vehicle traffic was conducted with HI-STAR unit number 4159. The study was done in the
NB lane on Rugby Ave just N of Winston Rd in Charlottesville, VA in /_near Albemarle county. The
study began on 11/27/2007 at 12:00 AM and concluded on 11/30/2007 at 12:00 AM, lasting a total of
72 hours. Data was recorded in 15 minute time periods. The total recorded volume of traffic showed
8,686 vehicles passed through the location with a peak volume of 93 on 11/27/2007 at 05:15 PM and a
minimum volume of 0 on 11/27/2007 at 03:45 AM. The AADT Count for this study was 2,895.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 89 702 1353 3320 2377 635 141 29 12 19 0 0 0 0
At least half of the vehicles were traveling in the 25 - 29 mph range or a lower speed. The average
speed for all classified vehicles was 28 mph with 75.2 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.22 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 25 mph and the 85th percentile was 34.02 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
8487
21
to
27
142
28
to
39
40
to
49
Chart 2
50
to
59
36 11 0 1 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 8,629 which represents 99.40 percent of the total classified vehicles. The number of
Small Trucks in the study was 36 which represents 0.40 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 11 which represents 0.10 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 11/27/2007 at 05:15 PM the average headway between the vehicles
was 9.57 seconds. The slowest traffic period was on 11/27/2007 at 03:45 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 41 and 58 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
12/03/2007
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Rugby Ave just N of Winston Rd
A study of vehicle traffic was conducted with HI-STAR unit number 4427. The study was done in the
SB lane on Rugby Ave just N of Winston Rd in Charlottesville, VA in /_near Albemarle county. The
study began on 11/27/2007 at 12:00 AM and concluded on 11/30/2007 at 12:00 AM, lasting a total of
72 hours. Data was recorded in 15 minute time periods. The total recorded volume of traffic showed
8,069 vehicles passed through the location with a peak volume of 71 on 11/29/2007 at 08:30 AM and a
minimum volume of 0 on 11/27/2007 at 01:00 AM. The AADT Count for this study was 2,690.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 231 855 1741 3144 1557 390 75 22 12 32 0 0 0 0
At least half of the vehicles were traveling in the 25 - 29 mph range or a lower speed. The average
speed for all classified vehicles was 27 mph with 64.9 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.40 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 25 mph and the 85th percentile was 32.82 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
7837
21
to
27
158
28
to
39
40
to
49
Chart 2
50
to
59
51 9 3 1 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 7,995 which represents 99.20 percent of the total classified vehicles. The number of
Small Trucks in the study was 51 which represents 0.60 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 9 which represents 0.10 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 4 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 11/29/2007 at 08:30 AM the average headway between the vehicles
was 12.5 seconds. The slowest traffic period was on 11/27/2007 at 01:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 42 and 56 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
12/03/2007
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Wellford St @ 1111
A study of vehicle traffic was conducted with HI-STAR unit number 2275. The study was done in the
NB lane on Wellford St @ 1111 in Charlottesville, VA in /_near Albemarle county. The study began on
02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 403 vehicles
passed through the location with a peak volume of 10 on 02/13/2008 at 05:45 PM and a minimum
volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 134.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 8 48 74 140 75 29 8 5 6 8 0 0 0 0
At least half of the vehicles were traveling in the 25 - 29 mph range or a lower speed. The average
speed for all classified vehicles was 28 mph with 67.5 percent exceeding the posted speed of 25 mph.
The HI-STAR found 2.00 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 25 mph and the 85th percentile was 34.72 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
383
21
to
27
12
28
to
39
40
to
49
Chart 2
50
to
59
6 0 0 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 395 which represents 98.50 percent of the total classified vehicles. The number of
Small Trucks in the study was 6 which represents 1.50 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 0 which represents 0.00 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 0 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/13/2008 at 05:45 PM the average headway between the vehicles
was 81.82 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 31 and 74 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Wellford St @ 1111
A study of vehicle traffic was conducted with HI-STAR unit number 2873. The study was done in the
SB lane on Wellford St @ 1111 in Charlottesville, VA in /_near Albemarle county. The study began on
02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 767 vehicles
passed through the location with a peak volume of 13 on 02/12/2008 at 06:00 PM and a minimum
volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 256.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 19 59 251 282 108 28 6 0 3 6 0 0 0 0
At least half of the vehicles were traveling in the 25 - 29 mph range or a lower speed. The average
speed for all classified vehicles was 26 mph with 56.8 percent exceeding the posted speed of 25 mph.
The HI-STAR found 0.79 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 25 mph and the 85th percentile was 31.70 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
711
21
to
27
41
28
to
39
40
to
49
Chart 2
50
to
59
9 1 0 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 752 which represents 98.70 percent of the total classified vehicles. The number of
Small Trucks in the study was 9 which represents 1.20 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 1 which represents 0.10 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 0 which represents 0.00 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/12/2008 at 06:00 PM the average headway between the vehicles
was 64.29 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 31 and 72 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Wellford St @ 1311
A study of vehicle traffic was conducted with HI-STAR unit number 2878. The study was done in the
NB lane on Wellford St @ 1311 in Charlottesville, VA in /_near Albemarle county. The study began on
02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 375 vehicles
passed through the location with a peak volume of 9 on 02/12/2008 at 07:45 AM and a minimum
volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 125.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 12 86 184 67 14 2 3 0 0 5 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 23 mph with 24.4 percent exceeding the posted speed of 25 mph.
The HI-STAR found 1.34 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 27.62 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
354
21
to
27
12
28
to
39
40
to
49
Chart 2
50
to
59
5 1 1 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 366 which represents 98.10 percent of the total classified vehicles. The number of
Small Trucks in the study was 5 which represents 1.30 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 1 which represents 0.30 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 0.30 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/12/2008 at 07:45 AM the average headway between the vehicles
was 90.0 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 33 and 56 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 100.00 percent of the time.
02/15/2008
Page:
1

Nu-Metrics Traffic Analyzer Study
Computer Generated Summary Report
City: Charlottesville
Street: Wellford St @ 1311
A study of vehicle traffic was conducted with HI-STAR unit number 2891. The study was done in the
SB lane on Wellford St @ 1311 in Charlottesville, VA in /_near Albemarle county. The study began on
02/12/2008 at 12:00 AM and concluded on 02/15/2008 at 12:00 AM, lasting a total of 72 hours. Data
was recorded in 15 minute time periods. The total recorded volume of traffic showed 45 vehicles
passed through the location with a peak volume of 5 on 02/12/2008 at 05:00 PM and a minimum
volume of 0 on 02/12/2008 at 12:00 AM. The AADT Count for this study was 15.
SPEED
Chart 1 lists the values of the speed bins and the total traffic volume for each bin.
0
to
9
10
to
14
15
to
19
20
to
24
25
to
29
30
to
34
35
to
39
Chart 1
40
to
44
0 9 6 19 2 4 0 0 1 0 2 0 0 0 0
At least half of the vehicles were traveling in the 20 - 24 mph range or a lower speed. The average
speed for all classified vehicles was 22 mph with 20.9 percent exceeding the posted speed of 25 mph.
The HI-STAR found 4.65 percent of the total vehicles were traveling in excess of 55 mph. The mode
speed for this traffic study was 20 mph and the 85th percentile was 30.69 mph.
CLASSIFICATION
Chart 2 lists the values of the eight classification bins and the total traffic volume accumulated for each
bin.
45
to
49
50
to
54
55
>
0
to
20
37
21
to
27
4
28
to
39
40
to
49
Chart 2
50
to
59
1 0 1 0 0 0
60
to
69
70
to
79
80
>
Most of the vehicles classified during the study were Passenger Cars. The number of Passenger Cars
in the study was 41 which represents 95.30 percent of the total classified vehicles. The number of
Small Trucks in the study was 1 which represents 2.30 percent of the total classified vehicles. The
number of Trucks/Buses in the study was 0 which represents 0.00 percent of the total classified
vehicles. The number of Tractor Trailers in the study was 1 which represents 2.30 percent of the total
classified vehicles.
HEADWAY
During the peak time period, on 02/12/2008 at 05:00 PM the average headway between the vehicles
was 150.0 seconds. The slowest traffic period was on 02/12/2008 at 12:00 AM. During this slowest
period, the average headway was 900.0 seconds.
WEATHER
The roadway surface temperature over the period of the study varied between 29 and 46 degrees
Fahrenheit. The HI-STAR determined that the roadway surface was Dry 97.57 percent of the time.
02/15/2008
Page:
1

Appendix B
Traffic Calming Analysis Summary Sheets
City of Charlottesville, 2004

Appendix C
Pages 12-13, Traffic Calming Device Implementation Handbook
City of Charlottesville, 2000

Figure 2: Criteria for determining severity of through traffic problems.
Existing conditions that fall between the two curves will be considered moderate and subject to
the application of appropriate traffic calming measures if another type of traffic problem also
exists, (i.e., speeding). Streets that portray combinations of volume/through traffic percentages
above the higher curve will be considered intolerable to the extent required to warrant the
application of traffic calming measures to reduce the volume of through traffic.
Speeding Analysis: Speed limits have been posted along most of Charlottesville’s residential
streets. Posted limits of 25 and 30 MPH are fairly common. Past experience has shown that
some speeding will likely occur in most, if not all situations. Accepted procedures for determining
the safe operating speed along an unposted street includes measurement of prevailing speeds,
and considering posting a limit at or near the 85 th percentile speed.
City of Charlottesville
Traffic Calming Device Implementation Guidebook

Neighborhood concerns about speeding problems appear to be oriented to those motorists
whose speed is significantly higher—generally more than 10 MPH—over the posted limit. Such
speeds are the main cause of concern, and usually are the ones that create accident potential.
Moreover, speeding problems should generally prevail throughout several blocks of a street or
along several streets of a neighborhood for the problem to be considered for traffic calming
treatments.
The criteria to be used to determine the presence and seriousness of speeding problems is given
in Figure 3. It relates the observed 85 th percentile speed to the posted speed limit. If the speed
studies reveal the 85 th percentile speed to be equal to or less than the posted limit, a tolerable
condition will be found to exist. Actions to reduce the prevailing speed are generally not
considered to be warranted when the relationship between the 85 th percentile speed and the
posted speed limit is below the lower threshold line on the chart.
Figure 3: Criteria for determining presence and severity of speeding problems.
When the 85 th percentile speed exceeds the posted speed limit, it will be concluded that a
speeding problem exists. The problem will be classed as “moderate” if the 85 th percentile/posted
speed limit comparison falls between the two threshold lines on Figure 3 and “serious” when the
comparison exceeds the upper threshold value line. Often, jurisdictions will adjust the posted
speed limit based upon the percentage of motorists traveling (usually 10) mph over the 85 th
percentile speed, based on spot speed study evaluations.
City of Charlottesville
Traffic Calming Device Implementation Guidebook